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From  the  collection  of  the 


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R  .-.^^ 


0  JTrellnger 
Jj 


ibrary 


San  Francisco.  California 
2007 


DISCARD 


Electric  Railway 
Journal 


X  V^^ 


Volume  XLV 

January  to  June^  1915 


McGraw  Publishing  Company,  Inc. 

239  West  39th  St.,  New  York  City 


''Mc. 


Instructions  for  Use  of  Index 


This  index  is  essentially  a  subject  index, 
not  an  index  of  titles,  and  articles  treating  a 
number  of  different  subjects  are  indexed  un- 
der each  subject.  In  addition,  a  geographical 
reference  is  published  wherever  the  article 
relates  to  any  particular  railway  company. 
The  geoeraphical  method  of  grouping  serves 
to  locate  in  the  index  any  article  descriptive 
of  practices,  conditions,  events,  etc.,  when  the 
searcher  knows  the  name  of  the  electric 
railway  to  which  the  article  refers.  Group- 
ings are  made  under  the  names  of  the  city 
in  which  the  main  office  of  the  company  is 
located,  and  cross  references  are  given  for 
the  names  of  the  railways,  which  appear  in 
alphabetical  order.  An  exception  is  made  in 
the  case  of  electrified  sections  of  steam  rail- 
roads, such  entries  being  made  direct  under 
the  name  of  the  railroad. 


In  the  subject  index,  the  alphabetical 
method  is  followed,  and  if  there  is  a  choice 
of  two  or  three  keywords  the  one  most  gen- 
erally used  has  been  selected,  cross  refer- 
ences being  supplied.  Below  will  be  found  a 
list  of  the  more  common  keywords  used  in 
the  index.  This  list  has  been  subdivided  for 
convenience  into  sixteen  general  subjects,  but 
the  general  subject  headings,  shown  in  capi- 
tal letters,  do  not  appear  in  the  body  of  the 
index.  As  an  example,  if  a  reader  wished  to 
locate  an  article  on  power-driven  motor 
trucks  he  would  obviously  look  in  the  list 
under  the  general  subject  "vehicles,"  and  of 
the  four  keywords  that  appear  under  this 
only  "Commercial  Vehicles"  could  apply  to 
the  article  in  question.  The  reader  would 
therefore  refer  to  this  keyword  under  "C" 
in  the  body  of  the  index. 


CLASSIFIED  LIST  OF  KEYWORDS 


ACCIDENTS  AND  LEGAL 

Accidents  (including  wrecks) 

Accident  claim  department 

Legislation 

Legal 

Public  service  commissions 

Public  service  corporations 

CARS 

Car  design 
Cars    (descriptive) 
Cleaning  of  cars 
Gasoline  cars 
Lubrication 
Heating  of  cars 
Lighting  of  cars 
Storage  battery  cars 
Tower  cars 
Ventilation  of  cars 
Work  cars 
Wrecking  cars 

CAR  EQUIPMENT 
Axles 
Bearings 
Brakes,  air 

Controllers  and  wiring 
(Couplers 

Current-collection 
Fenders  and  wheel  guards 
Gears  and  pinions 
Headlights 
Journals 
Motors 
Trucks,  car 
Wheels 


EMPLOYEES 


Employees 
Strikes 


FARES 


Fare    collection     (including    ap- 
paratus) 
Fares 

Freight  rates 

Through  routes  and  joint  rates 
Tickets 
Transfers 

FINANCIAL  AND  STATISTICS 

Accounting 

Appraisal  of  railway  property 

Financial 


Franchises 

Maps 

Operating  records  and  costs 

Statistics 

Traffic  investigations,  cities 

HEAVY  ELECTRIC  TRACTION 

Heavy  electric  traction 
High  tension  d.c.  railways 
Interurban  railways 
Locomotives 
Single-phase  railways 

MAINTENANCE  OF  EQUIP- 
MENT 

Cleaning  of  cars 
Inspection  of  cars 
Maintenance  records  and  costs 
Paints  and  painting 
Repair  shop  equipment 
Repair  shop  practice 
Repair  shops 
Tests  of  equipment 
Washing  of  cars 
Welding,   special  methods 

OPERATION 

Dispatching  trains 

Multiple-unit  trains 

Operating  records  and  costs 

Passenger  handling  records 

Rules 

Schedules  and  time  tables 

Signals 

Stopping  of  cars 

Telephones 

Trailer  operation 

Yards 

POWER 

Boilers  and  equipment 

Cables 

(jatenary  construction 

C^onverters 

Energy  consumption 

Overhead  construction 

Poles 

Power  distribution 

Power  generation 

Power  stations 

Purchased  power 

Storage  batteries 

Substations 


Transmission  lines 

Trolley  wire 

Turbo-generators  and  equipment 

RECORDS 

Maintenance  records  and  costs 
Operating  records  and  costs 
Passenger  handling  records 
Record  forms 

STRUCTURES 

Bridges 

Carhouses 

Freight  stations 

Power  stations 

Repair   shops 

Terminal  stations  and  terminals 

Waiting  stations 

TRACK 

Pavement 

Rail  Joints  and  bonds 

Rails 

Ties 

Track  construction 

Track  maintenance 

TRAFFIC 

Advertising 

Preig'-it  and  express 

Parks  and  pleasure  resorts 

Public,  relations  with 

Publicity 

Routing  of  Cars 

Signs  on  cars 

Traffic  investigations,  cities 

VEHICLES   (not  on  tracks) 

Commercial  vehicles 
Motor  buses 

Service  and  tower  wagons 
Trackless  trolleys 

MISCELLANEOUS 

Fire  protection  and  insurance 

Lightning 

Loading  limits  for  cars 

Municipal  ownership 

Organiation  charts 

Public,  relations  with 

Standardization 

Storerooms 

Timber  preservation 


In  addition  to  the  groups  of  articles  cov- 
ered by  these  headings  the  papers  and  re- 
ports from_  railway  associations  and  tech- 
nical societies  are  grouped  under  the  names 
of  the  various  organizations.  Proceedings  of 
other  associations  are  indexed  only  in  accord- 
ance with  the  subject  discussed.  The  heading 
"Cars"  includes  all  extended  descriptions  of 
individual  types  of  cars,  but  short  accounts 
of  cars  displaying  no  important  innovations 
appear  only  under  the  name  of  the  railway  to 


which  they  apply.  Under  the  headings 
"Financial  and  "Statistics"  appear  all  ar- 
ticles relating  generally  to  capitalization, 
earnings  and  operating  costs,  as  distin- 
guished from  the  detailed  and  highly  sub- 
divided figures  that  are  entered  under  "Oper- 
ating Records  and  Costs."  Short  descriptions 
of  machine  tools  appear  only  under  the  head- 
ing "Repair  Shop  Equipment"  and  are  not 
indexed  alphabetically,  because  of  the  wide 
choice  in  most  cases  of  the  proper  keyword. 


January-June,  1915.] 


INDEX. 


Ill 


INDEX  TO  VOLUME  XLV 


Jan.  9 

Jan.  16 

Jan.  23 

Jan.  30 

Feb.  6 

Feb.  13 

Feb.  20 

Feb.  27 

March  6 

March  13 

March  27 

April  3 

April  10 

April  17 

April  24 

May  1 

May  8 

May  15 

May  22 

May  29 

June  5 

June  12 

June  19 

June  26 

PAGES  BY  WEEKS 

1  to  82 

83  to  124 

125  to  164 

165  to  210 

211  to  264 

265  to  316 

317  to  360 

361  to  404 

405  to  446 

447  to  492 

493  to  538 

539  to  610 

611  to  656 

657  to  698 

699  to  740 

741  to  782 

783  to  824 

825  to  868 

869  to  916 

917  to  966 

967  to  1012 

1013  to  1054 

1055  to  1098 

1099  to  1140 

1141  to  1188 

1189  to  1230 


Accident  claim   department: 

Attorney's    view     of    tlie     accident    question 

[Hoover],    461 

Automobile  accidents,  Handling  [Mills],  1203 

Ruling  on   accident   reports.   Interstate   Com- 
merce Commission,  883 

Prevention   of  Accidents: 

Accident   savings  divided,   818 

Boston    Elevated    Ry.,   281;    Record,   399 

"Brass  Band  in  Safety  Movement,"  658 

[Brush],    c845 
Instruction    of    employees,    Effect    upon 

accident    record.    New    York    State 

Rys.    [Lawson],    367 
Insull    traction    lines.    Best    "safety-first" 

design,  99 
Kentucky     Traction     &     Terminal     Co. 

[Bacon],  c  *292 
Machine  guards  in  Milwaukee  Elec.  Ry. 

shops,   *756 
Making     safety     movement     permanent 

[Schpeider],   [Scott],  800 
Montreal,   Safety  first  savings,   165 
Moving    pictures,    36 
Moving  pictures   of    Public   Service   Co. 

N.   T.,  '98 
National     electrical     safety     rules,     pre- 
liminary edition,  750 
Newspaper  advertising,  39 
Northern    Ohio    Traction    &    Light    Co , 

282,  *332 
Publicity     for     Safety-First     Movement, 

c  717 
Public    Service    Ry.,    282 
Relation,  accidents  to  length   of  service. 

Bay  State  Street  Ry.,  *709 
Results  of  safety  work   [George],   794 
Safe    method    of    cutting   concrete   pave- 
ment [McKelway],  *993 
Safety    [Webster],  458;    Discussion,  455 
Safety    methods    of    various    companies. 

Award  of  Brady   medal,   *239,  281; 

Comment,   211 
Safety    rule    book    of    Chicago    Elevated 

Ry.,    Comment.    83 
Safetv-first   movement: 

Chicago    &   Joliet    Electric    Railway, 
934 

In   Chicago    [Brownell],  749 

In    Manila,    1120 

Organized  Safety  [Palmer],  936 

Review    of    work   done   by   railways, 
34 

Room    for   intelligent   study,    1100 

Safety  leagues,  38 

Safety    work    [Elliott],   S7 

Too  much   publicity  given,  658 
School    children,    parents    and    teachers. 

Talks  to,  in  various  cities,  35 
Stevens  bill  in  Congress,  252 
Accidents: 
Akron,  Ohio,  206 


Accidents:    (Continued) 

Damaged   autos   repaired   in   railway's  shops, 

972 

Detroit,    for    1914,    356 

Detroit  United  Ry.,  205 

Grade  crossing  accidents.  Possibility  of  re- 
ducing,   407 

Graphic  comparisons   [Dana],   *58 

Important  grade  crossing,  for  1914,  259 

Interstate     Commerce     Commission     bulletin. 

348 

Milwaukee  shops,   classiiication,   756 

Montana     Railroad     Commissioner's     report. 

685 

New    York  City,   November,   119 

New  York  State,  and  New  Jersey,  311,  605. 

1008 

Operating   over  broken   water  main   in  New 

York,   *1211 

Subway  accident  in  New  York  City.  Short- 
circuit  in  high-tension  cables,  95;  Com- 
ment, 85 

Third  Avenue  R.   R.,  New  York,  1913-1914. 

296 

.Accountants'    Association: 

Committees:   630 

Education     correspondence     course     pro- 
gress,  630 
Education,   Meetings,   589,   630 
Standard  classification  of  accounts.  Meet- 
ing, 293 

-Accounting: 

Analyzing  the  balance  sheet  [Hixson],   1112 

Electric   light  &  power    [Small],    1113 

Progress  in  1914,  9 

.Accounting  and  mechanical  departments.  Rela- 
tion between,  [Hemming],  1153 

.Advertising: 

Railroads,  Comments,  1013,  1043 

.Safety-first  campaigns,   *39 

Syndicated  anti-railway  news,  *462;  Com- 
ment, 449;  [Waters],  c  586 

-Akron,   Ohio: 

Jitney   Bus,  650 

Northern  Ohio  Traction  &  Light  Co.: 

Accidents   for    1914,    206 

Accident   prevention   work,   282,   ♦332 

Annual  report,  1002 

Parcel   checking,    533 

Albany,  N.  Y.: 

Albany  Southern   R.   R.r 

Annual    Report,   527 

United  Traction  Co.: 

Hearing  on   improvements,   206 
Service  hearing,   1048 
Service  order,   156.  260,  951.   1007 
Stepless  car  experiment,   1049 

Alberta,  Can.ida : 

Public    Utilities    Commission,    Creation,    1088 

Alexandria,  La. : 

Southern    Traction    &    Power    Co. : 

Offer  to  sell  city  properly.    1177 
Service  abandoned,  1088;  Recommenced, 
1219 

Allentown,  Pa. : 

Lehigh  Valley  Transit   Co.: 

Annual   report,   306 

Brackets  for  carrying  lifting  jack  under 

side   sill    [Branson!.    *I91 
Trolley  wire   pick-un   [Branson].  *295 

American   Cities   Co.    (See   New   York  City) 

American  Electric  Railway  Accountants'  Asso- 
ciation   (See   Accountants'    .Association) 

American  Electric  Railway  Asssociation: 

Code   (See  Code  of  principles) 

Committees : 

Appointments  for  1915,  139 
Appointments   for   all   associations,    1914- 

1915,    59 
Brady   medal.    Report,    "239,   281 ;    Com- 
ment, 211 
Education,  61,  101,  317.  889 
Executive,  Meetmg,  240,  938 
Line    construction    (See    National    Joint 

Committee) 
Motor   vehicle,   appointment,   418;    Meet- 
ing,   589;    Report,    619;    Comment, 
612 
Public  relations.  Meeting,  240 
Sectional    nssociations.    Meeting,    139 
Subjects,  Meeting,   241 
Valuation,^  Meeting,    101 

Company  Sections: 

Chicigo,    796,    1075 

Denver.    Meeting,    293,    418,    798,    1033, 

1210 
Initiative.   699 
Manila,  P.  I..   337,  380,  673,   798,   1033, 

1211;   Officers,  *5in 
Milwaukee,  Meetings,  380,  418,  673,  986; 

Officers,  *100 
Newark.    Meetings,    380.    418.    759,    986, 
1211;    Officers,    *100;    Program,    337 
Pamphlet  on   advantai-es.    338 
Practical    experience    [Whitney],    c511 
Programs  for  winter  work.    1 
Washington.     Meetings,    419,     713,     759, 
798,  889,   1033 

Convention  plans,  889,  938 

Mid-vear  meeting: 

Banonet,   Addre^^es  n*   FPeirce.   Sherlev, 
Montague,  Henry],  219;  [Allen],  280 


American   Electric    Railway  Association: 
— Mid-year    meeting    (Continued) 

President     Wilson's    address,    217,    275; 
Comments  of  the   press,   278;    Opin- 
ions [Shonls,  Williams,  Budd,  Clark, 
Cummings],   c290 
Plans  for,  61,  100,  139,  187 
Proceedings,  214,  219,  220,  223,  275,  280 
Purpose  of,   126 
Spirit  of  the  meeting,  211,  266 

New  headquarters,   1033,  *1075 

New  York  office.  Activity,  comments,  611 

President  Allen  un  publicity,  632 

Proceedings  issued,  589 

■ Success  of  reorganized  association,  166 

Work  of  [Brush],  460 

American    Electric    Railway    Claims    Association: 

(See  Claims  Association) 
American    Electric   Railway   Engineering   Associa- 
tion: 

Committees : 

Accounting,  Meeting,  379 

Block  signals.  Meeting,  139,  293 

Electrolysis,  Meeting,  889 

Equipment,  Meetings,  241,  798,  986,  1032 

Lightning  protection,  101,  630 

Power    distribution,    Meetings,    293,    510, 

713,  889,  938,  986 
Power    generation,    Meetings,    241,    986, 

1032 
Standards,  Meeting,  241 
Transportation-engineering,  Meeting,  418 
Way  matters.  Meeting,  418,  1210 
American  Electric  Railway  Manufacturers'  Asso- 
ciation: 

Committee  meetings,  380 

Convention  plans,  188,  510 

Dues  reduced,  510;  (Comment,  493 

American    Electric    Railway    Transportation    and 
Traffic  Association: 

Committees : 

Block    signals,    Meeting,    139,    293,    589. 

713 
Claims,  Joint  committee,  Meeting,  759 
Fares  and  transfers.  Meeting,  798 
Passenger    traffic,     Data    circular,    379; 

Meetings,    139,    798 
Rules.  Meeting,  379,   1075 
Sched_ules  and  time  tables.  Meeting.  759 
Training    of    employees.    Meetings,    630, 

713;   Data  sheet,  337 
Transportation-engineering,  Meeting,  418 
American  Institute  of  Electrical  Engineers: 

Midwinter  convention,  369,  378 

Status  of  the  engineer.  Discussion  on,  37S; 

Comment,   361 
American  Public  Utilities  Co.  (See  Grand  Rapids. 

Mich.) 
American  Railway  Association: 

Spring  session,  985 

American  Railways  Co.   (See  Philadelphia,  Pa.) 
American  Railway  Engineering  Association: 

Convention  proceedings,  570,  629 

American^  Railway    Master    Mechanics'    Associa- 
tion : 

Convention,   1115;  Comment,   1099;   Exhibits, 

1117 
— — Plans  for  annual  meeting,  137 
American  Society  of  Mechanical  Engineers: 

Boiler  code  approved,  377 

Chicago  meeting.  Heavy  electric  traction  dis- 
cussion  [Batchelder,  Goss],   982 
American  Telephone  &  Telegraph  (Company; 

Annual  report.  Comments,  613 

American  Wood  Preservers'  .Association; 

Annual  convention,  181,  237 

.Anderson,  Ind.: 

Union   Traction   Co. : 

Copper   zone   fare   system,    310;    Report. 

652 
Flange-bearing   special    work    [Mitchell], 

1119 
New  publication,  820 
Note  issue,   1005 
Annapolis   Short   Line: 

■ Conversion     from     6600-volt     sinele-phase    to 

1200-volt    d.c.     operation    without    inter- 
ruption  of   service,    *542 

Use  of  ampere-hour  meters,  *722 

Appraisal   of   railway    property: 

Chicago   elevated   railways,    110 

Cincinnati  Traction  Co.,  391 

Detroit  United  Railway,   198 

Federal    valuation    conference    in    Washing- 
ton, 509 

Ohio,   Divergent  views  on  valuation  matters, 

253 

Omaha  &  Council  Bluffs  Street  Ry.,  252 

Utility  appraisals   [Saunders],  984 

Washington    &    Maryland    Ry.,    Reproduction 

costs  and  added  percentages  allowed  by 
commission,   732 
Argentine  Republic: 

Buenos  Aires,  Effect  of  war,  345 

Central  Argentine  Railway: 

High  tension  d.c.  tap-field  motors,  ^679 

New  railroad   planned,   985 

Arkansas  Association  of  Public  Utility  Operators: 

Jitney  discussed   by  President,   1023 

Association     of     Technical     Society     Secretaries, 
Meeting,  419 


(Abbreviations:      *Illustrated.      c  Correspondence.) 


IV 


INDEX. 


[Vol.  XLV. 


Atlanta,  Ga. : 

Georgia    Railway   &    Power    Company : 

Annual  Report,  905 

Passes  discontinued,   158 

Publicity   work.   111 

Schedule  reduction,  "?! 

Seating     capacity,      Decision     by      State 
Railroad   Commission,   354 
Atlantic   Shore   Electric   Ry.    (See  Sanford,  Me.) 
Augusta,  Ga.: 
Augusta-Aiken  (Ga.)  Railway  &  Electric  Co.: 

Fare  increase,   1050 

Fare  matters,  71,  118,   159 
Aurora,    Elgin   &    Chicago    R.    R.    (See   Wheaton, 

111.) 
Australia; 
Melbourne : 

Plan  to  replace  cable  by  electricity,  597 
Austin,  Texas: 

Flood  accident,  "978 

Austria: 

V'ienna  Municipal  Tramways: 

Motor  buses,  *49,  *51 

Snow  removal  with  trailer  wagons.     Car 
scraper   practice    [Spangler],    *591 

Wagons  hauled  by  trolley  cars,  637 
Vienna-Pressburg   single-phase    railway    [See- 

fehlner],    *628;     Comments    [Archbold], 

[Harte],  c  989 
Auto  buses  (See  Jitney  bus,  See  Motor  buses) 
Automobile   industry  an-J   its  effect  on  the  inter- 
urban  railway,  448 


B 


Bakersfield,  Cal. : 

San  Joaquin   Light  &  Power   Corporation: 

Bond  issue,   1004 
:,     Is     free       handling     a     traffic     error? 
[Laney],    412;     Discussion,    411;     Com- 
ment,   405 

Balance  weight  system   in  San  Francisco,  *977 

Ball  bearings  on  storage  battery  cars  [Farr], 
*344 

Baltimore,   Md. 

United    Railways  &  Electric   Co.: 

Annual   Report,   857 

Cars,    Prepayment,    with    fully    inclosed 

platform,   *86 
Maintenance  costs — Reducing  by   proper 
handling       of       equipment       [Leon- 
hauser],    384;    Comment,    406 
Pension    system.    Results    for    one    year, 
172 

Washington,   Baltimore  &  Annapolis  Electric 

Railroad; 

Annual    report,    1045 

Bangor  (Me.)  Railway  &  Electric  Co.,  Bond 
issue,    199 

Barre  &  Montpelier  Traction  &  Power  Co.,  (See 
Montpelier,  Vt.) 

Baton    Rouge,    La. : 

• Baton  Rouge  Electric  Co.,  Note  issue,  815 

Bay  State  Street  Ry.    (See  Boston,  Mass.) 

Bearings: 

• Motor-axle,      choice      of      different      metals 

[Vulcanl.  760 

Motor-axle,    Home-made    cast-iron     [Lewis]. 

•760 

Tri-City  Railway  shop  practice  [Suther- 
land],  '944 

Berkshire    Street    Ry.    (See    Pittsfield,    Mass.) 

Berlin   (See  Germany) 

Binghamton  (N.  Y.)   Rys. : 

Annual   report,   482 

Birmingham,   Ala.: 

Birmingham,  Ensley  &  Bessemer  Ry.,  Re- 
ceivership,  437 

Birmingham-Tuscaloosa  Railway  &  Utilities  Co. 
(See    Tuscaloosa,    Ala.) 

Boilers   and    Efiuipment: 

Plant   of   Havana    Electric   Railway,   Light  & 

Power   Co.    [Ricker],   *920 

— — Rational   unit   for  rating  of,   363 

Rational    units   for   the   boiler   room    [Stott], 

c    468;    Comment,    447 

Standard  specifications  for  viesign  and  con- 
struction, American  Society  of  Me- 
chanical   Engineers,    377 

Use  of  powdered  coal.  Comments,   1014 

Boise,   Idaho: 

Idaho-Oregon  Lt.  &  Pr.   Co. 

Reorganization,    772 
Foreclosure  decree,   907 

Jitney   bus   ordinance,   397 

Boston,   Mass. : 

.Ambulance  chaser  fined,  356 

Bay    State    Street   Ry.; 

Wage  arbitration,  76,  150,  200,  268,  303, 
346,  433,  477,  708,  854,  '1019,  1205; 
Comments,  870,  1190;  [Richeyl, 
c  758 
Chemical  engineering  practice,  90;  Com- 
ment,  84 

Bill  providing  for  replacement  of  Charlestown 

elevated  line  by  subway,  857 

Boston   Elevated   Ry. 

Cars,  Center-entrance  trailer,  *99,  *1154 
Complaint  handling,  26 
Dispatching  cars    [Dana],  *802 
Safety  methods,  281 
.Safety    record,    399 

Zone  system   of   fares  considered    [Ban- 
croft], c  890. 

Cambridge  subway  extension,  113 

Massachusetts    Electric    Companies,    Annual 

report,  254 


Boston,    Mass.;    (Continued) 

Report  of  public   service  commission,   809 

Suggested  6-cent  fare.  Comments  on,  783 

Toll   charge   abolished   for   East    Boston   tun- 
nel, 686 

Transfer  charge,  77 

. — — Transportation   bills,   433 

. West  End  Street  Railway 

Common  stock  issue,  647,  732 

Boston   &    Worcester    Street    Railway; 

Tie   treating  plant,   *678 
Bra-Jy  safety  medal,   .\ward  of,   *239,  281;   Com- 
ment,  211;    Presentation,   338 
Brakes : 

Brake   shoe   report    by    M.    C.    B.    committee, 

1163 

Clasp  brakes,  report  by  M.  C.  B.  committee, 

1163 

Electric,    [Sprague],    cl076 

Electric     regeneration     from     direct    current 

motors.   Comment,  918 

New    York   Municipal    Railway   cars,   *872 

Brakes,  Hand: 

— — Light-weight    geared     (National    Brake    Co.), 

*517 
Braking,     Regenerative     (See     Energy    consump- 
tion) 
Brantford,   Ont.r 
— — Municipal    operation    prevented    by    lack    of 

legal  authority,  597 
Brill   Co.,  J.   G.,   Annual   report,   393 
British    (Jolumbia    Electric    Ry.    (See    Vancouver, 

B.  C.) 
Frookfield,    Mass.: 

Warren    Brookfield    &    Spencer    Street    Rail- 
way,   Sale,    773 
Brooklyn,   N.    Y. : 
— — Brooklyn  Rapid  Transit  Co. : 

.Advertising    contract    terminated,    912 
Advertising   to   be    managed    by   railway, 

1007,  1227 
Attaching      signal      wires      to      third-rail 

fMcKelway],   *1038 
Car-full    signs,    552 
Complaint   handling,   26 
Cutting    concrete,     safely     [McKelway], 

*993 
Derailments    from    worn    flanges    [Will- 
iams], "1037 
Elevated    lines    and.    the    depreciation    of 

property    va'ue    [Williams],    71 
Employees,   Welfare   work   for,   454 
Fender  controversy,  827,  1220 
Folding     box     to     guard     public    against 

welding  arc   [Williams],  847 
Garment      dryer,      Electric      [Shannon], 

*300 
Insurance,   435 
Mysterious        derailments        [Williams], 

1078 
New  cars.   Sea   Beach   Line,   651 
New  subway  opened,  1218 
Objection   to   order   for   new   route,  400 
Pine    ties    reused    after    service    of    21 

years   [Cram],   295 
Publicity    pamphlets,    205 
Pump  for  manholes.  Power-driven  drain- 

ase,   '247 
Rail    life    on    curves.       Comparison    of 
open-hearth     and     manganese     steel 
[Bernard],   383 
Safety  report  for  employes,  *n96 
Service   hearings,    108,    158,    532 
Splice     ears     in    overhead    construction, 

1041 
Submarine   cable   installation,   *805 
Track     tools,     supplies     and     appliances 

[Cram],    1169 
Warning    signs    to    protect    new    paving 
work  [Cram],  •893 

Marginal  railroad  bill  signed,  1088 

New  York  Municipal   Railways.      (See  New 

York  City) 

Speed  control  for  subway,  72 

. — —Transfer   order,   356 

BufTalo,  N.  Y.:  .         „        „ 

BufTalo    &    Lake    Erie    Traction    Co.,    Fare 

increase,    119 

International    Traction    Co.,    Annual    report, 

1131  

Historical   sketch  of  street  ar^J  electric  rail- 
way development  [Dickson],  135 

International  Railway: 

Buffalo-Niagara   Falls  line,   302 
Capitalization,     Elimination     of     excess, 

153 
Complaints  in  legal  form,  399 
Construction    improvements,   251 
Fare  changes,  441 
Traffic   decrease,  260 

Service  matters,  206 

Buffalo,    Lockport    X-   Rochester    Ry.    (See   Roch- 
ester, N.  Y.) 
Business    Conditions: 

. fHeuIings]    1131 

— —"Buy  it  now"  movement,  267 

Electric  railwav  conditions  on  Tan.  1,  1915,7 

Growing   confidence    [Byllesby],    350 

Northwest,   Outlook  in,   152 

. Prediction   of  prosperitv,   152 

President    Wilson's    address    at    meeting    of 

.American    Electric    Railway    Association, 

217.  275  ,  ,,.,., 

Railwavs    and     the    manufacturers     [Tripp], 

Regulation,    Commen*s.   613 

Report   of   TTnlted    States   Chamber   of   Com- 
merce. *95 
Stock  market.   Comments,  741 

(Abbreviations:      ♦Illustrated,      c  Correspondence.) 


Business  Conditions:   (Continued) 

Unprecedented  opportunities   [Farrell],  350 

Business     courtesy.      Reprehensible     practice     of 

buyers  and  sellers,  406 
Butte,  Mont.: 
Butte    Electric    Railway,    Default    on    bonds, 

688 
Butte,  Anaconda  &  Pacific  R.R.: 
• Experiences       with       2400-voU       locomotives 

[Cox],    136 


c715 


Cab  signals   (See   Signals) 

Cable    Cars ' 

Grip    for    two-car    train.    United    Railroads, 

San    Francisco,   *977 
Cable  connectors.  Mechanical  [Fargo],  *1216 
Cable    fault    localizer.    Portable     (Westinghouse), 

*387 
Calgary,   Can. : 

Municipal  Railway  finances,  597 

California    Railroad    t-ommission: 

Pill  for  regulating  public  utilities,  253 

Members,  151 

Camden,   N.   J.; 

Interstate  Railways: 

Earnings  and  expenses  for  1914,  1004 

Stock  conversion  plan,  731,  956 
Canada:  .  . 

Commercial   and   industrial   cou-ditions,  883 

Electric  railway  earnings  for   1914,   1179 

Proposals  for  new  lines,  768 

Track  built  in  1914,   14;   Comment,   12 

Canton,   Mass.: 

Blue   Hill   Street   Railway: 

Adjustable  stand  for  forge  shop,     997 

Fare  increase   hearing,  863 

Increase  in   fares,   604;   suspended,   1226 
Carbon   brush   troubles,    [Martindale],   571 
Car    Design:  ,     .      ,  ,        ,„, 

Advantages  of  single-trucks,   406 

All-steel   cars   for   Eric,    1102 

Baltimore   prepayment   cars,    *86 

Collision  results,  568;    [Keen], 

— — Equipment,    Progress   in,    2 

New  Orleans  all-steel  car,   *271 

Progress  in    1914,    11  ,.,.,.■.„ 

Seat  space  per  passenger  established  in  Wew 

York   City,    1094  ,       ,,      rr  i 
Small    cars.    Advantages    of,    967;    [Layng], 

979;    [Wilson],   cl206;    ["Railway   Oper- 
ator"], 1207  ^      „ 
Steel    cars.    Growth    in    the    use    of    all-steel 

construction,  3  ,     „  c. 
Steel    cars,    Chicago     Elevated     Ry.,    Stress 

analysis   [  Rettger   and   George],   c  291 
Car-door  operation,  Santa  Barbara  center-entrance 

car   [Llovd],  *590  . 

Car  propulsion   (See  Energy  consumption) 
Car  Steps:  „  _^_ 

Lighting,  New  York  State  Rys.,  247 

Lower  steps  in  New  Hampshire,  119,  260 

Carhouses: 

Evanston,  III.,  Railway,  *660 

Feeder  panel  for  trolley  wires,     l21t 

Fire     protection,     Springfield      (Uhio)      Ky., 

Holyoke   Street   Railway  Company,  *930 

Municipal    Railroad,   San   Francisco,  667 

. Seattle   Municipal   Ry.    [Kennedy],  '513 

Springfield    (Ohio)    Ry.,   '556 

Vancouver,     B.    C,    Fireproof    construction, 

*227 

All-service,  East  Liverpool  Traction  &  Light 

Co.   [Niles],  *765 
Ambulance    cars.    Trier,    Germany    [EichelJ, 

*831 
Baltimore,     Prepayment     with     fully-inclosed 

platform,   *86 
Center  entrance: 

Annapolis   Short  Line,   *547 

Wilkes-Barre,   Pa.,  *518.  *593 

Double-deck,  ffont-exit,  Glasgow,     297 

Dump  cars,  Two-wav    (Universal),      299 

-^Express  for  Detroit  United   Railway    [Keller], 

•848 

Fire-fighting,   Duluth,    *472     ^,       ,      ,      „ 

Front-entrance,    center-exit,    Cleveland,    Ky.. 

'364 
— — Hospital,  Germany,  '50  t.   -i       j 
Jamestown,    Wesffield   &    Northern    Railroad, 

Light-weight  (34-ton,  56-ft.)  for  Toledo,  Fos- 

toria  &  Findlay  Railway.  '947 

Low-floor,   California  tvpe.  United   Railroads 

of   San  Francisco,  •lOie 

New    York    Municipal    Ry.,    Motors,    control, 

conduit    and    collectors,    ^496 

One-man,  Winona  Ry.   [Howard],  233;  Com- 
ment,   212  ,        „  ,,.      c       . 

Open,    steel-underframe,    for    Public    Service 

Railway,   "1171 

Salt   Lake  JSr  Utah   Ry.,  '54 

Semi-steel     for     Kansas     City,     Metropolitan 

Street    Railway,   *850 

Statistics  of  cars  ordered  in   1914,  16;  Com- 
ment,   1 2 

Steel ; 

Erie  Railroad.   1102;  Comment,    1100 
Long  Island  R.R.  Ten  vears'  ex|)erience, 

•566;    Comment,    539 
New  Orleans,  ^270;   Comment.  275 
Parlor   cars   for   Waterloo-Cedar   Rapids, 
•932 

Three-in-one   for   repair   service    [Sherwood], 

•1121 


January-June,  1915.] 


INDEX. 


Ry.,    Center-entrai.ee, 


Associa- 


Cars:    (Continued) 

Trailers: 

Boston    Elevated 
•99,   *1154 
Catenary  construction: 

Annapolis   Short  Line,  *543 

Flexible     instead     of     rigid     overhead     work, 

Michigan   Railway's  2400volt  line.     Through 

towns,    'IH?  ,,nAC 

Norfolk  &  Western  Railroad,     1065 

Cedar    Rapids,   Iowa: 

Iowa    Railway   &   Light   Company: 

Improvements,  m  equipment,  »5b 

Census  report  on  electric  railways,  statistics  on 
cars,  traffic,  capitalization,  income,  oper- 
ating expenses,  taxes,  operating  ratio 
and  employees,  96,  131 

Central    Electric    Railway,    Accountants 
tion. 

Convention,  411,   1112,   1151 

Central    Electric   Railway   Association: 

Committees,   membership   of,    /90 

Convention: 

Boat  trip,  1162,   1201 
Papers,   1156,   1201 
Proceedings,  455 

Secretary-treasurer's      report,      INeereamerJ, 

413  .     . 

Central  Electric  Traffic  Association: 

-—Annual     report     of     chairman     [Neereamer], 

Chamber  of  Commerce  of  United  States,  Annual 

meeting,  338 
Charles  City,   la.:  . 
Charles    City    Western    Radway,    Electrifica- 
tion,   643 
Charlotte,-  N.    C.                                      r-     ■     ,       ,     i. 

Charlotte     Electric     Railway,     Capital     stock 

reduction,  1003 
__Piedmont  &   Northern   Railway,    Rotary   con- 
verter equipment,  633 
Southern  Public  Utilities  Co.,  Company  pub- 
lication,  440  n        „„ 
Chemical  engineering,   Bay  State  Street   Ry.^  90; 

Comment,  84 
Chemical  laboratory   of  Illinois  Traction  System, 

[Beagle],   423 
Chicago,   111.:  ,t  ■.■  ■        r- 
Authority    of    Illinois    Public    Utilities    Com- 
mission, 400 

Chicago  City  Railway: 

Annual    Report,    645 

ChicasTO   Elevated   Railways: 

Alleged   violation   of   utilities   act,   599 

Bond  issue,  689 

Bonds   sold,   815  ,,    „,, 

Collateral  trust  bonds  sold,  815 

Examination    of  books,    728 

Field-coil    impregnation,    640 

First-aid  stations,  125  .,,„. 

Medical  methods,   [Fisher],   *I192 

New    publication,    952 

Preferred   dividend   passed,   529 

Repair    shop    practice,    *551;    Comment, 

540 
Safety   rule   book.    Comment,   83 
Steel    car.    Stress   analysis   [  Rettger   and 

George],   c*291 
Stri'ke,   *1165;    Comment,    1142,    1189 
Valuations,  110 

Chicago  Railways  Co.: 

Expenditures,   112 

Chicago   Surface   Lines: 

Complaint   handling,  26 
Earnings  and  expenses,  858 
Motor   ventilation    [Adams],   c990 
Provision    for    minority    stockholders    in 

merger,    1003  .,,„, 

Rail  wear  B.  O.  S.  E.  report,  •1195 
Report   on   opeiations   distributed   among 

employees,   825 
Safety-first  work   [Brownell],  749 
Service  hearing,  486 
Service  Ordinance,   532 
Strike,    1165;   Comment,    1142,    1189 
Unification  upheld  by  Court,  598 
Wage  controversy,  952,  1043,  1087 

Elevated  Club,  Meeting,  468 

Loop  track  capacity  reached,  399 

Manganese-steel    crossing    development, 

_ — Motor  buses.  Traction   fund  for,   348 

Ordinance    violations,    305    .  .     . 

Report     of     Railway     Terminal     Commission, 

1150,  Comment,  1141 

. Service   matters  before  commission,   205 

. Service  question,   76,   157,  486 

Service   record   chart,    *366 

Signs,    Destination,   Legal    suits     77 

Strike  of  all  platform  men,  1165;  Comment 

1142  . 

Traction   fund   disposition,   305 

Traction   ordinances,   72 

Traction  situation.  Politics,  126 

Transfer  points,  Suit  to  force  new,  77 

Ventilating   ordinance,    120 

Chicago,    Lake    Shore    &    South    Bend    Ry. 

Michigan   City,   Ind.) 
Chicago     &     Milwaukee     Electric     Railroad 

Ilighwood,  111.) 
Chicago,  Milwaukee  &  St.  Paul  Ry. : 
Electrification    of    Great    Falls    (Mont.)    ter- 
minal,  *1172 

Line    construction.    Four-car    platform,      934 

— — Locomotives,    *I072 


1128 


•711 


(See 
(See 


Chicago    &    Northwestern    Ry.,    Safety-first   move- 
ment,  34  r.   -,       J    /c 
Chicago,  Harvard  &  Geneva  Lake  Railroad   (bee 

Walworth,  Wis.) 
Chicago,  Ottawa  &  Peoria  Ry.    (See  Ottawa,  111.) 
Chicago,    South    Bend   &   Northern    Indiana   Rail- 
way Co.   (See  South   l!en-d,  Ind.) 
Chicago    Surface    Lines    (See    Chicago,    111.) 
Chico,  Cal.: 

Northern  Electric  Ry. : 

Finances,    114,   435 
Reorganization,   773 
Children's  tickets  in  St.  Louis,  260 
China:  . 

Railless  traction  in  Shanghai,  b9i 

Cincinnati,    Newport   &    Covington    Railway    (See 

C^ovington,    Ky.) 
Cincinnati,  O. : 

_ Cincinnati  Traction   Co. 

Appraisal,  391 
Line  extension,   686 
Progress   of   valuation,    598 
Service  complaints,  78 

Fare  ease,  77  , 

Rearing  on  transit  bill,  768 

Loop  measure   passed,    1043 

Ohio    Electric    Ry:  . 

Baffle  plate  for  motor  axle  bearing  caps, 

[Fox],  *424  ,,.  .  ,.    , 

Franchises    granted.    Publicity    methods, 

81 1 
Urbana  franchise  granted,   1220 

Ohio  Traction  Company: 

Decision  in  tax  case,  1043 
Inventory  controversy,  643 
Note    issue,    773  .  ,  .  -j 

Plans    for    improved    service    through    rapid 

transit   board,    727 

Rapid  transit  belt-line  project,   15Z 

Rapid   Transit  Commission,   Work  of    302 

Rapid  transit  developments,   250,   348 

Rapid    transit    plans    involving    use    of    canal 

bed.   Report  on  [Swain,  Schoepf],  108,  413 

Suburban  franchise  matters    110 

Transit   measure   approved   by    Senate,   isi-! 

Circuit    Breakers:  ■     -n     ,     -        ^-       •, 

Reclosing  type    (Automatic  Reclosmg  Circuit 

Breaker  Co.),  ^996 
Claims   Association: 

Committees. 

Executive,   Meeting,    293 
Cleaning  Cars:  .  .  . 

Practice   in   various   cities,    513 

Use  of  broom,  625 

Cleburne,    Texas: 

Cleburne    Street   Radway,   Sale    955 

Cleveland.    PainesviUe    &    Eastern   Railroad    (See 

Willoughby,   Ohio) 
Cleveland,    Ohio: 

.Mr  tests  in  street  cars,  533  .       ,    ,,,„ 

-Charges  against  commissioner  dismissed,  ll^o 

Cleveland,  Akron  &  Canton  Ry.: 

Negotiations   for   right   of   way   to   Dres- 
den, O.,  904 
Subway  terms  settled,  1220 

Cleveland  Ry. : 

.\nnual  report,  350 

Carhouse      contract      controversy,      999, 

1087  .        , 

Cars,      Front-entrance,     center-exit,     tor 

crosstown   service,   *364 
Extensions    proposed,    855 
Fare  matters,   304 

Injunction,    641  . 

Presed-steel       motors       (Westinghouse), 

•1041 
Prooerty    holdings,   432 
Repair   shops.   New,  '168:    [Keen],  c290 
Reiwrt   for  Nov.,    1914,   71 
Rush-hour  methods,   30 
Tax   dispute,    198 
Wage   adjustment,    962 
Wireless    notice    for    steamer   traffic,   399 

Cleveland   Rapid  Transit  Ry. 

Grant  approved,  72  „  ,      ,         „  ., 
ClevelaU'd,    Southwestern    &    Columbus    Rail- 
way : 

Annual  Report,  1045 
Bonds  extended,  815 
Bond   issue,   955  . 

Home-made    axle    bearing,    *760 
Reducing   paint  costs,   847  , 

Testing  armature  clearance  [Lewis],  893 
Testing   motors   [Lewis],    1037 

Cleveland   &  Youngstown    Ry. 

Freight  terminal  plans,   1176 
Franchise    opposed,    1219 

Extension    subsidized    by    benefited    property 

owners,  951 

, Freight  subwav   ordinance,    1178 

——One-cent-tare   line,   1178 

— ^Safety    zones,    77  

Subway  plans,   1087,  1129 

Clinton,   la.  . 

Iowa  &   Illinois  Ry.    , 

Freight   service  discontinued,   /J6U 
Coasting  Clocks  (See  Energy  Consumption)        _ 
Code  of  nrinciples  adopted  by  American   Electric 
Railwav     Association     [Harding  J,    C5» 

^Addr'esi""twllliams],  220;  Discussions. 
'       [Tripp,  Brush],  214;   Comment,  212 

—Changes  suggested.  Sliding  scale  of  returns 
to  capital  discussed.  Cooperation  with 
public  utility  associations  recommended 
[Crosby],  370;   Comment,  362 


•22 


Coasting  records  of  various  railways,  *706 
Columbus,   Ohio:  o    t  ■   u. 

Columbus  Railway,  Power   &  Light 

Courtesy   watch   fobs  for  employees. 
Earnings    during    1914,    906 
Refunding    mortgage,    772 
Savings  accounts  of   employees,   119 
Sprinkler   contract,   819 

Terminal  proposals,  1088 

Collisions.    Results    from. 

All   steel   cars   on   Long   Island   Ry.,   568 

Semi-steel      cars      on      American      Railways 

[Keen],   '715 
Commercial   Vehicles: 

Tractor  and  trailer  truck,  Kansas  City.     516 

Company   sections    (See   American    Electric   Rail- 
way   -Association) 
Company  section.  Individualism  of,  362 
Compensation  law    (See   Employees,  Insurance) 
Conduits,    Under-water,    Preventing   condensation 
in,    Sault    Ste    Marie,    Mich.    [Koppel], 
•296 
Connecticut   Valley    Street   Ry.    (See   Greenfield, 

Mass.) 
Constitutional  Convention  in  New  York,  Recom- 
mendations of   engineers,  844 
Controllers  and  Wiring:  , 
Blow-out   coil    defects    [Squier],    *591,      635, 

Block    to    protect    controller    switch    blades, 

[Parsons],   *386 

Control    system    for    Belmont    Tunnel,    New 

York  City,   (Westinghouse),  *764,    (Gen- 
eral   Electric),    *1124 

Equipment     defects     [Squier],     *102,     *140, 

•242 

New  York  Municipal  Ry.  car,  *499 

Repairing    division    plates    [Parsons],    470 

Relay     setting    to    secure    uniform    accelera- 
tion,  [See],  761  ,r~       ■      -, 

Resistances,    Effect    of    improper    [CornngJ, 

c93 

Reverse    drums   and    interlocking   mechanism 

[Squier],  *382 

Rheostatic  losses,  287  ,  n         ^ 

Starting-resistance        calculations,        [CoorsJ, 

•761  „     ,  ,     ,  ,,., 

^Time  element  in  notching  [Buck],     c572 

Convention    programs.    Possibilities    of    improve- 
ment, 495 
Converters:  ,  „    x.      ,  t,  -i 
Equipment,    Piedmont    S:    Northern    Railway, 

Phase,    Norfolk   &   Western    Railroad,    •lOei, 

(Jomment,    1057  ,        ti  j 

. Rating,    continuous    vs.    nominal.       1  roposed 

revision  of  A.  I.  E.  E.  standardization 
rules,  1142;  Comment,   1191 

—Annual  report  of  Railway   Bureau,  955 
Corrosion,    Electrolytic    (See   Electrolysis) 
Corrosion  test  of  pure  iron  and  alloy  steel,  11/5 
Cost  figures.   Giving  publicitv   to,   743 
Costs,  value  of  publishing   [Palmer],  c  845 
Couplers: 

M    C.    B.   experimental   types,   committee   re- 

oort.  1164  o    r-     ■ 

Covington,   Ky.,    Cincinnati,    Newport   &   Covmg- 

Frandlise   m'attcrs,   112,    389,   478,   768,   1000 

Crane,  Steam-electric,  for  tunnel  work  on  Michi- 
gan  Central   R.   R.,   *437 
Creosote,    Statistics   of    production,   332 
Cross   arms    (See    Overhead    construction)  . 

Crossing    protection.    Warning    signs    ordered    in 

New   Hampshire,    1184 
Crossings,  Track,    A.    R.   E.    A.    report.    571 
Current    collection: 
— —.Annapolis  Short   Line,   *550 

Roller-Bearing      trolley      wheels      (American 

Roller   Bearing  Co.).   *966 

Self-lubricating   and    adjusting   trolley    wheel 

and  harp,  *516 

Trolley    base,    ball-bearing,    (Trolley    Supply 

Co.).    *1082  ^,       ,„     .      , 

Curtain  fixtures  without  pinch  handles  (Dayton), 

•298 
Curves   (See  Track  construction) 

(.Also    see    Track    maintenance.    Rails,    Lite 

of) 


Dallas,   Tex.: 

Dallas    Street    Ry.: 

Welfare   work    [Meriwether],    1029    . 
Investig.ition    of    public    service    corporations 

planned,    1129  . 

Jitney  bus  operation  and  earnings,  884 

—Texas  Traction   Co.: 

Power    purchased    from    Texas    Power    8e 
Light   Co.,   1177 
Davenport,    la.:  .    ,  .  ,      ,- 
Tri-Citv   Railway  &  Light  Company 

Balanced  door  mechanism,   [SutherlandJ, 
•1038 

Bearing  practice  [Sutherland],  '944 

New  publication,  912 

Return  circuits  [Skelly],  794 

Trouble   board,    [Sutherland],  *1078 

— ^Oakwo'od    Street   Ry.    holdings    sold,   816 


(Abbreviations:      'Illustrated,      c  Correspondence.) 


VI 


Decatur,  Ind.: 

Fort    Wayne    &    Springfield    Railway: 

Receiver's    sale,    529,    1004 
Delaware    &    Hudson    Railroad: 

Annual    report,   771 

Denver,   Colo. : 

Denver   &  Interurban    Railroad: 

Trail    cars   oniered,    1136 

Denver   Tramway    Co.: 

Armature- room   force,   1215 
Experience  with  coasting  clocks,   *705 
Company  section,  Meeting,  293,  418,  1210 
Complaint   handling,   25 
Mating  gears  and   pinions,   [McAloney], 

c990 
Working    hard    gears    with    soft    pinions, 
[McAloney],   803 
Depreciation,    Based    on    par    value    in    Nebraska, 

1143 
Des   Moines,    la.: 

Des   Moines   City    Railway: 

Cause   of   thick   and   thin   wheel    flanges, 

[Lloyd],    1037 
Default  of  interest,  772 
Franchise    matter,    198,    432 
Supplementary    motor    bus    service    sug- 
gested,   950;    Comment,   917 
Wage  increase,  605 

Hopeful     outlook    for    franchise    agreement, 

1128 

Jitney  bus,  649 

Detroit,    Mich.: 

Detroit   United    Ry.: 

Accidents   in    1914,    205,   356 

Annual   report,  436 

Arbitration  agreement,   1043,   1087 

Freight    contract,    1050 

Grinding    machine    for    grids     [Keller], 

*64 
Interchange    decision    with    Mich.    Cent. 

R.R.,   532 
Locomotive  and  cars  for  freight   service 

[Keller],   *848 
Merit    system    suggested    for    employees, 

1176 
Purchase  by  city,  negotiations,  304,  431, 

477,  523.  686,  725,  901,  1129,  1219 
Results   of    Safety    work    [George],    794 
Sale  to  city  authorized,  686 
Strike,   951,   998;    Comments,   969 
Temporary    trail    cars    in    operation,    961 
Tickets  sold  at  Ford  plant,  30 
Transfer  suit  decision,  440 
Valuations,    198 

Ordinance  limiting  car  capacity,   604 

Traffic    report   by    Barclay   Parsons   &  Klapp, 

595,  664 
Diesel   engine  test,  639 
Dispatching  Trains: 

Assignment      board     in     Holyoke     carhousc, 

*899 

By     telephi*ne    in    city    service.    New    York 

State  Railways,  Rochester  [Strong],  885 

Methods    in     city     service,     Boston     [Dana], 

802 
Door-operating     mechanism,     balanced     [Suther- 
land], *1038 
Double  trolley  in  Seattle,   [Kennedy],  *128 
Draft   Equipment : 

Report   at   M.   C.    B.   convention,    1163 

— ■ — (See  also  Couplers) 

Dual  ownership  in  Alsace,  1217 

Dubuque,    la. : 

Union    Electric    Co. 

Fibre     conduit     installation     for     feeder 

taps,  *1125 
Soldering  torch  for  commutators,   1079 
Duluth,    Minn.: 

Duluth  Street  Rys. : 

Fire-fighting  car,  *472 
Franchise    upheld     by     Supreme     Court, 
346 

Duluth-Superior   Traction    Co. : 

Annual  report,  954 
Dump  cars    (See   Cars,   Dump) 


Earnings,     passenger-mile,     Recorder     for     [Bon- 
ham],  *948 

East   Liverpool,   Ohio: 

East    Liverpool    Traction    &    Light    Co.,    All- 
service  cars   (Niles),  *765 

Tri-State    Electric    &    Railway    Company,   Re- 
ceiver's sale,  647 

Economies,   minor,   on   small   roads,  898 

Edmonton    (Alta.)    Municipal   Electric   Ry.,   Fare 
rates,   311 

Education; 

Corresi>ondence    courses,    American    Electric 

Railway  Association,  317 

English,   Bettering  the  use   of   [Earle],  c94; 

Comment.  83 

Educational    institutions     [Jackson],    c93;     Com- 
ment, 85 

Electric  Railway  Handbook,  Review,  583 

Electric   Railway   Journal : 

At  Panama-Pacific  Exposition.  1155 

■  Brief  for  the  railways,   1,  447 

Medal  of  honor  awarded,  1141 

— — New  railways.  Misdirected  letters  to,  871 

Review   of  activities  in    1914,    1 

Subjects    of    greatest    interest    indicated    by 

subscribers.  52 

Electric   railways,   Functions   of    [Ralston^,   456; 
Comment,   447 


INDEX. 


Electrolysis: 

Causes  of  corrosion  in  water  pipes  and  other 

underground  structures   [Cole],   cl86 

Concrete  poles,  Effect  of  stray  current,  New 

York  State  Rys.  [Throop],  294 

Corrosion   of   meials   in   natural   soils    [Rosa, 

McCoUum,   Ganz,   Waterman],  c419 

Discussion  [Gerbury],  581 

Joint     committee     of     national     associations, 

Progress,    84 
Springfield,    Mass.,   report.   Attitude   of   rail- 
way, 507 
Elevated   Club   of  Chicago.     Discussion   of  public 

relations,   759 
Elevated  railroads  and   the  depreciation  in  value 

of  abutting  property   [Williams],  71 
El   Paso,   Tex. : 

El  Paso    Electric  Railway: 

Cheapest  car  ride  in  the  world,  1050 
Empire  United  Rys.  (See  Syracuse,  N.  Y.) 
Employees: 

.Advertisine  influence   of    [Slater],    1029 

• Alien  labor  problem.  New  York  City,  113 

Benefit  association  at  Rockford,  111.,  735 

■ Bonus  system  for  Milwaukee  Electric  Ry.  & 

Light  Co.,  1008 

Bulletins  on  courtesy,  23 

Comnensation   bill;    In    Maine,    856;    in    New 

York,    642,    727,    753;    In    Pennsylvania 
[Reed],  980,  1130;  Rulings  in  Ohio,  373 
Courtesy  toward  the  public.  Efforts  on  vari- 
ous railways,  20 

Education,       Correspondence       courses       of 

American   Electric   Railway   Association. 
317 

First-aid   stations   in    Chicago,    125 

Group   insurance    policy,    Kansas    City,    Clay 

County  &  St.  Joseph  Railway,  651 

Handlinn   of  men.   266 

Hours,  Bills  in  Ohio  Legislature,  392 

Human    element    in    electric    railway    opera- 
tion   [DeCamp],   1157 

Instruction  methods.    New  York  State  Rys., 

Rochester,    Effect    on     accident    record 
[Lawson],  367 

Instructions,    Motormen's    rules,    Baltimore. 

385 

New  York  legislation.  318,  390 

Wisconsin  compensation  law,  234 

Loans  to  small  borrowers  under  Morris  plan, 

687 

Motorman    not    entitled    to    engineer's    pay. 

West  Alameda,  Cal.,  356 
Non-unionism   a   basis    of   employment,   Kan- 
sas decision,   266 

■ Ohio  legislation,    149 

— — Opportunities     in     transportation     [Bullock], 
454 

Pensions: 

Baltimore  system,  Results  for  one  year, 

172  ' 

Newport  News,  1183 
Twin   City  Rapid  Transit   Co.,   118 

Physical  examinations,  Chicago  Elevated  Rys. 

[Fisher]       »1192 
Policies  of  Pennsylvania  Railroad,  950;  Com- 
ments,  917 

Profit    sharing    by    Washington     Railway    & 

Electric  Co.,   157 
Promotion   by    Civil    Service    on    San    Fran- 
cisco Municipal  Railway,  533 

Re-examination,  407 

Reports  from.  Disciplinary  value  of,  125 

Review  of  conditions  of  1914,   11 

Safety  co-operation,   *43 

Safety  reports  in  Brooklyn,  *1196 

Savings  accounts.   Columbus,    Ohio.    119 

Service    stripes,    Manila    Electric    Railway    & 

Light   Company.   652 

Sharing  facts  with  Chicago  surface  lines,  825 

"Skilled  labor"  of  platform  men,  268 

Training   system    on    New    York   State    Rail- 
ways, '704 

Training    steam     railroad    men     for    electric 

operation,    Pennsylvania   Railroad    [Rob- 
erts], *970;  Comments,  968 

Wage  adjustment,   Cleveland  Railway.  962 

Wage    conferences,    Springfield    Street    Rail- 
way,  1000 

Wage  arbitration.  Bay  State  Street  Railway, 

76.  150,  708.  854,  1019,  1205;  Comments, 
870,  1190;    [Richey],  c  758 

Wages: 

Conditions   in    steam    railroad   car   build- 
ing,  1105 
Different  industries.   726 
Little  Rock.   Ark.,   Increase,   159 
War  time,  825 
Youngstown,  O.,  Increase.  735 

Workinemen's  compensation   (See  Employees 

— Compensation   bill) 

Welfare    measures    [Welsh].    841 

Welfare  work  in   Dallas   [Meriwether],   1029 

Welfare  work,   United   Railways,   St.   Louis, 

693 
Energy  consumption: 

Ampere-hour  meters  on  Annapolis  short  line, 

*722 
Coasting   recorders    on    Third    Avenue   Rail- 
way, *572;  Comment,  541 

Coasting  records.   Northern   Texas  Traction, 

•1198 

Decreased  with  faster  schedules,  869 

Effect^  of  meters  upon  men    [Koehler],  c633 

Experience    with    coaster    clocks    in    Denver, 

•705 

Increased     power     consumption     of     traction 

lines.  Public  Service  Corporation,  1022 


[Vol.  XLV. 

Energy    Consumption:     (Continued) 

Inertia   effect   of   moving   trains    [Mc.Annix], 

c*714;   Comment,  699,  825 
Regeneration  and  electric  braking.  Comment, 

Regeneration,  Progress  in,  495 

Regeneration    on    State    Railways    of    Italy, 

451;  Comment,  495 

g^K'^nerative  braking,  1101;  [Sprague],  cl076 

Results  with  ampere-hour  meters  on  cars,  Chi- 
cago &  Milwaukee  Ry.,   *973 

Saving  energy  by   improved  methods  of  car 

design    and    operation     [Storer],     *286; 
Comment,  267 

Stop-recording  device  not  needed  [Koehler], 

c633 

• Tests  in   San   Francisco,    1018 

Time  element  in  controller  notching  [Buck], 

c672 

■ Use    of    meter    records    for    comparisons    of 

motormen,  405,  448 

Engineering  considerations  in  a  proposed  line, 
c512 

Engineering  Foundation,  Inauguration  of.  188 
237 

Engineers: 

Place  in  business,  212 

Status  of.  Discussion  by  American  Insti- 
tute of  Electrical  Engineers,  378;  Com- 
ment,  361 

England.     (See   Great    Britain) 

Equipment    defects    [Squier],    •102,    •140,    *242, 

Erie  Railroad: 

All-steel  cars. 

Express   business. 
Evanston,   111.: 

Evanston   Railway: 

Carhouse,  *660 


1102 

(See   Freight    and   express) 


Fare  collection: 

Automatic   registration    [Rooke],   c844 

Cash  and  ticket  box  (Dayton  Fare  Recorder 

Co.),  "1081 
Collection    and    registration    of    city    and    in- 
terurban fares  [Hewes],  466;  Discussion, 
465 

Fare  recorder.  Computing   (Dayton),  *145 

Fare   recorder   showing   passenger  mile  earn- 
ings  [Bonham],  *948 

Front-entrance,     center-exit     car,     Cleveland 

Ry.,  365 

Improved     change     carrier     (McGill     Ticket 

Punch    Co.),    *640 
Interurban  fare  register   (New  Haven  Trol- 
ley  Supply   Co.),   593,   680 

New    form    of    fare    indicator    and    recorder 

(Dayton),  1173 
Fares: 

Augusta-Aiken    Railway    &    Electric    Corp., 

Increase  allowed,  118 

Basis    of    rates    to    be    the    cost    of    service 

[Duncan],  457 

Copper  zone  extension  in  Indiana,  734,  777 

Copper    zone    fare    system,    Union    Traction 

.        Company  of  Indiana,  310 

Dividends  and  rate  making.  Comment,  701 

Higher  fares  and  the  wage   earner,   918 

Illinois,    Campaigning    for    increased    passen- 
ger rates,  400 

Increase  at  Canton,  Mass.,  604 

Increase  on  Blue  Hill  Street  Railway,  Hear- 
ings, 863 

Los  Angeles  Railway  wins  lO-cent  fare  case, 

777 
Milwaukee,  Commission  rescinds  low-fare  or- 
der, 333 

North   Dakota  lignite  case,  Comment,  659 

Rate-making,  responsibility  for,   783 

Reduction,  Vancouver,  B.  C,  959 

Report  of  Bureau  of  Fare  Research  on  oper- 
ating revenues,    183 

Rochester  3-cent  fare  case,  117 

School  fare  bill  in  New  York  State,  391 

Springfield  (Mo.)  Gas  &  Elect.  Co.,  110 

West  Virginia   passenger  case,   659 

Zone  system  [Bancroft],  c890 

Zone  system  in  Milwaukee   [Stearns],  '836; 

Comment,  825 
Fault  localizer.      (See  Cable  fault) 
Federal    reserve    system    [Weeks],    222;    [Morti- 
mer], 226 
Federal  Trade  Commission,  Members,  434 
Feeders.     (See  Overhead  construction) 
Fences: 

A.  R.   E.  A.  report,  570 

- — Spring  posts  (Carbo  Steel  Post  Co.),  *807 
Fender  and  wheel  guards: 

Fenders  for  New  York  buses,   1000 

New    type    air-operated    fender     (American 

Automatic  Fender  Co.),  *723 
Sandbox  opened   by  fender  trip.  Third   Ave- 
nue Ry.  [Tohnson],  *106 

Sheet-steel     pilot,     Chicago,     Lake     Shore    & 

South  Bend  Ry.,  •106 
Ferromanganese  and  the   European   war,   581 
Ferryboat.    Steel,    Oakland,    Antioch    &    Eastern 

Ry.,  '133 
Filing   of   technical    literature    [Arthur],   c511 
Financial; 

Annual  report  of  Public  Service  Commission. 

Washington,  528 
Bank  holdings  of  public  utility  bonds,  306 


(Abbreviations:      *Il!ustrated.      c  Correspondence.) 


January-June,  1915.] 


Financial:    (Continued) 

Bureau  of  Fare  Research:        ,     ,     ,  .         ., 

Comparison   of   steam   and   electric   rail- 
way   revenues,    183 

Comparison  of  electric  railway  revenues, 
bank    clearings    and    building    con- 
struction, 506  . 
Capitalization    and    financial    operations    ot 

electric  railways,   Census  report,   130 

"Chilled  capital"   [Bennet],  '843 

Declaring   dividends   out    of    surplus,   657 

Double  liability  for  stockholders,  827 

Earnings   of  electric  railway.  Trend  of,   269 

Equipment  cost  data,  Worcester,  Mass.,  427 

Extensions  of  street  railway  tracks  subsi- 
dized    bv     benefited     property     owners, 

Cleveland,  951 
Federal      reserve      system      [Weeks],      222, 

[Mortimer],  226  „         j    t      t?     . 
Increased    rate    of    return    allowed    by    East 

Linden  Railway.  525  .        ,      .     • 
Interest  rates  on  public  utility  bonds  during 

the      war      and      reconstruction      period 

[Welsh],  c   137 
Investment     required    per    passenger,     IM  - 

Grath],    "881;    [Bradlee],    c987;    [Fen- 

stel],  C1077;   [Emery],  clll9 
Iowa    interurban    railways.    Annual    report, 

292 
Massachusetts    legal    street    railway    bonds, 

154 

Moody  review  and  forecast,   114 

. New  York  State,  Securities  for  new  con- 
struction, 393 

Ohio  railway  valuations,    193 

Probable  revenue  of  new  line,  considera- 
tions [Mclntire],  c799    „     ,     „     ■      '   ., 

Revenue  increase  for  New  York  State  rail- 
ways in  1914,  237 

Steam  railroads  in   1913,  289 

Supplementary  financing,   1056 

Westinghouse  conversion   plan,   906 

Fire-fighting  car  at  Duluth,  *472 

Fire  protection  and  insurance: 

Brooklvn  Rapid  Transit  Co.,  435 

Carhouse  at  Springfield,  Ohio,     560 

Car-wiring  code,  changes,  285 

Hearing  on  fuses,  Bureau  of  Standards,  1^15 

Precautions  for  Fourth  of  July,  1190 

Reducing  the  fire  risk  [Daniels],  329 

Fire  Protection   Association: 

^Convention.   936 

Carhouse,   Boston   &   Worcester   Street   Ry., 

434 
Fitchburg,  Mass.: 
Fitchburg  &  Leominster  Street  Railway: 

Making     safety     movement     permanent 
[Bennett],  c717 

Safety  first  campaign,  736  „      „       ,^ 

Fonda,    Johnstown    &    GloverviUe    R.    R.      (o=e 

Gloversville,  N.  Y.) 
Fort   Wayne   &    Springfield    Railway.     (See    De- 
catur, Ind.) 
Fort  Wayne,  Ind.: 
Fort  Wayne  &  Northern  Indiana  Ry: 

Agricultural  educational  work,  "712 
Fort  Worth,  Texas: 
Northern  Texas  Traction  Co.: 

Coasting  records,  *1198  . 

Publicity  campaign  against  jitneys,  1049 

Weed  cutter  [Griffiths],  *1121 
Foxboro,  Mass.: 
Norfolk  &  Bristol  Street  Railway: 

Fare  hearing,  911 
France; 
Midi  Railway: 

Catenary  construction,  1040 

Franchises: 
Valuation : 

New  Jersey  Gas  case,  c57,  112,  199,  304, 
1177 
Frederick,  Md. : 
■ Hagerstown  &  Frederick  Ry. :  . 

Demonstrations      of      "chilled      capital 
[Bennett],  *843 
Freipht  and  express: 

Car-load  freight  on  small  lines  [Clark],  1114 

Discrimination  against  electric  freight,  3 

Iowa  &  Illinois  Ry.,  Service  discontnued,  260 

Pittsburgh  ordinance,  399 

Possibilities,  2 

Statistics  of  express  companies  in  the  United 

States,  323 
Freight  cars.  Restoring  to  side  bearings  on  short 

curves    [Hinman],   *425 
Freight   rates; 
Mahoning  &  Shenango  Railway  &  Light  Co., 

311 

• Ohio,  206 

Front-end  conductors,  31 

Full   crew   laws.   Opposition  to,  in   Pennsylvania 

and  New  Jersey,  392 
Fuses,  Proposed  hearing  on.  Bureau  of  Standards, 

1215 


Garment  dryer.  Electric   fShannonl,  *300 
Gary,  Hobart  &  Eastern  Traction  Co.     (See  Ho- 

bart,  Ind.) 
Gas,    Electric    &    Street    Railway    Association    of 

Oklahoma : 
Convention,  983 


INDEX. 


Gasoline  cars: 

Illinois  Central  R.  R.,  51 

Union  Pacific  R.  R.,  *1215 

Gears  and  pinions: 

Heating  apparatus,  638 

Installation  and   removal    [Parsons],   674 

Method  of  removing   IDalgleish],   *942 

-Operation    of    hard    gears    and    soft    pinions 

[McAloney],      *803,      c990;      [Cooper], 

c890;    [Phillips],   c891 

Removal  of  pinions   [Ross],  c800 

— Rethreading    pinion-ends    L  Vulcan],    720 

Testing   [Allen],   *1201 

Use    of    gas    flame    in    removing    [Parsons], 

c988 

Wear   of   gears  and   pinions    [Ross],   628 

General    Electric    Co.: 

Exhibit   for   San    Francisco,    194 

New   apparatus,   248 

Generators: 

Capacity   of   direct   current    [Lamme],   300 

Germany: 

— —Berlin    railways,    effect   of    war,    813 

Female    conductors    during    war    in    Berlin, 

813 

Effect   of  war  on  traffic,  729 

Hospital   cars,   *50 

Purchase  of   Berlin   Electric  Works  by  city, 

859 
Railway    and    electrical    conditions    [EichelJ, 

345 
— — Silesian  single  phase  electrification,   *666 

Test  of  high»-tension  direct  current,  338 

Trier    tramways,    ambulance    cars     [Eichel], 

*831 

War    revenues    of   tramways,    599 

Wendelstein    Ry.,     1500-volt    d.c.     line    with 

regeneration  and  storage  battery,  274 
Glasgow    Corporation    Tramways.       (See    Great 

Britain.) 
Gloversville,    N.    Y.: 
Fonda,    Johnstown    &    Gloversville   Railroad, 

Fare   change,    159 
— — Workingmen's  fare  reduction,   1136 
Gongs,    Foot    [Reiter],    *344 
Governors*   messages,    146,    195 
Grand   Rapids,   Mich.: 
American  Public  Utilities  Co.: 

Annual  report,  74 

Earnings  and  expenses,  859 
United    Lt.    &    Rys.    Co.: 

Annual   report,   814 
Greenfield,    Mass. : 

— —Connecticut    Valley    Street    Railway,    Appli- 
cation    to     consolidate     with     Northern 

Massachusetts   Street   Railway,   731 
Great    Britain: 
Belfast      Citv     Tramways,      Recruiting     car, 

*793 

Electrification    projects,    684 

— — Glasgow  Corporation  Tramways: 

Fffect  of  war,  302 

Front    exit    double-deck    car    with    fold- 
ing  step,    *297 

Railway    men    as    soldiers,    *47 

Women  as  conductors,  790.  1031 

Hartlepool   tramways.    Bombardment   of,    180 

London: 

Letters  from,  69,  301,  476,  683,  853,  1085 

Reasons   for  success   of   motor   bus,   888 

Strike,    998;    Comments,    968 

Manchester    Tramways,    Effect    of    war,    302 

Motor   bus   costs,   Comments,   869 

Municipal   operation   in    England,    [Connett], 

179 
Operating     results     of     tramways     analyzed 

[Lawson],    929 
Railways,    Action    of.    At    outbreak    of    war, 

70 

Signs,   Illuminated  guide,   *473 

Ticket-printing     machine     at     Victoria     Sta- 
tion,  London,   •473 
Great   Falls,    Mont.: 
Electrification   of  terminal   for   C.    M.    &   St. 

P.    Ry.,   *1172 
Ground-wire    alarm    [Koppel],    *144 
Guy  anchor    (Track  Specialties  Co.),  *808 


H 

Hagerstown     &    Frederick    Ry.     (See    Frederick, 

Md.) 
Hamilton,    Ont. : 
Dominion  Power  &  Transmission  Co.,  Ltd.: 

Annual  report,  688 
Hampton,   Va. : 
Newport  News   &  Hampton   Ry.: 

Pension    system,    1183 
Hanover,   Pa.: 
— —-Hanover    &    McSherrytown    Street    Railway, 

Sale,   731 
Havana,  Cuba : 
Havana    Electric    Railway,    Light    &    Power 

Company: 

New   power   station   [Ricker],    "920 
Hawaii: 
Honolulu  Rapid  Transit  &  Land  Co. : 

Earnings     and     expenses     during     1914, 
1179 

Red-cedar  ties,  92 
Headlights: 
Golden    Glow    (Esterline),    Test    at    Mobile, 

Ala.,    194 

Light-weight,    (Trolley    Supply    Co.),    "lOSS 

Locomotive: 

Report     of     Master     Mechanics     Ass'n 
committee,    1116 

(Abbreviations:      'Illustrated,      c  Correspondence.) 


VII 


Headlights:    (Continued) 

Test  United  Railways  of  St.  Louis,   639 

Heating  of  cars: 

Requirements^    Study   of,    103 

Heavy    Electric   Traction: 

Discussion  before  A.  S.  M.  E.,  [Armstrong, 

Batchelder],    982 

Discussion      of      electrification      [Goodnow, 

Murray,  Gibbs  and  Katte],  579 

Electrification     of     Tamestown,     Westfield    & 

Northwestern    R.    R.,    *1110 

Maintenance        of       electrical       equipment. 

Master   Mechanics   Ass'n   report,   1115 

New     York     Central     R.     R.,     Maintenance 

costs    [Katte],    580 

Norfolk   &   Western    Ry.    [Gibbs],    581 

Operating   costs,   Experience  of  New   Haven 

road     [Murray],     229;     Comment,    213; 
[Storer],   c335;    [Henderson],   c  380 
Three-phase     electrifications     in     Italy,     Re- 
sults   [Pontecorvo],   *283,   *450 
Henderson    (Ky.)    Street   Ry.; 

Franchise    matters,    434 

High-tension    direct-current   railways; 

Annapolis     Short     Line,     Conversion     from 

single-phase    to    d.    c.    operation    without 
interruption   of  service,   *542 

Berlin  tests,   338 

Electrification    of    "Valeria    Way"    line    in 

Great   Falls,    Mont.,   '1173 
Michigan    Railway,    2400-volt   line.    Construc- 
tion  features,   *1144 

Progress   of    1914,    13 

Salt  Lake  &  Utah  R.  R.,  Details  of  line,  *54 

Tatra   Ry.,  Hungary,   1650-volt  line,    248 

Wendelstein    Ry.,    Germany,    1500-volt    line, 

274 
Highway   crossings: 

Illinois    standard,    *145 

Protection   (See   Signals). 

Highwood,  111.: 

— —Chicago   &  Milwaukee   Electric  Railroad: 

Results    with    ampere    hour    meters    on 
cars,  *973 
Hobart,    Ind. : 

G'ary,     Hobart     &     Eastern    Traction     Com- 
pany, Stock  reduction,  646 
Hocking    Valley    Railroad : 

Service    order    carried    to    Supreme    Court, 

777 
Hoist,    Motor   truck.    For  pole   handling    (North- 
ern   Engineering),    *475 
Holyoke,    Mass. : 

Holyoke    Street    Railway; 

Boiids  offered,   646 

Feeder  panels  for  carhouse  trolley  wires, 

*I214 
Locating   lathe   in   floor   recess,    1040 
New  carhouse  and  shops,  "930 
Shop  trucks,    *899 

Temporary    drilling    outfit    for    running- 
board   toe  plates,    1174 
Houston,   Texas: 

Houston    Electric    Company; 

Advertising,    1050 
. — - — Houston  Electric  Co.: 

Publication   of  magazine,    260 

Jitney  bus,   648,    1021 

Ordinance     providing     for     paving     mainte- 
nance by  railways,  856 
Hudson  &  Manhattan  R.  R.  (See  New  York  City) 
Hydroelectric  Power  Commission: 

Report,    1137 

Hydro-radial    Railways: 

Meeting     of     Niagara     District     Hydro-radial 

Union,  643 


Illinois  Central   R.   R.:  ^ 
— ;— Gas-electric   cars,    5 1 
Illinois   Electric    Railway   Association: 
Feeder    tap    protection    [Smith],    626;    Com- 
ment,  659 

Meetings,    173,   626 

Illinois      Public      Utilities      Commission,      First 

year's   work,    349 
Illinois   Traction   System    (See   Peoria,    111.) 
Impact   between   moving  cars    [Endsley],    1164 
Indiana    Railways    &    Light    Co.     (See   Kokomo, 

Ind.) 
Indiana   railway    statistics    [Duncan],   456 
Indianapolis,   Ind. : 
Indianapolis  Traction  &  Terminal  Company; 

Alleged    violation    of   arbitration   award, 
902 

Earnings  during  1914,  907 

Extension    of   tracks.    Commission    order 
not  upheld,   1000 

Labor  controversy,  855 

Motion    for    injunction    by    labor,    812 
Terre   Haute,   Indianapolis   &  Eastern: 

.\nnual  report,    1179 

Central    oiling   system    for    power   plant, 

•896 

Controversy  with  county  commissioners, 
1050 

Copper  aone  system,   734 
Traction    terminal    station,    TrafKc    statistics. 

440 
Inertia    effect    of    moving    trains      (See    Energy 

Consumption) 
Inspection  of  cars; 
Methods   in    Greater   New    York    [Whistonl. 

133 
Procedure,  Milwaukee  Elec.  Ry.   &  T  t    Co 

787 


VIII 


INDEX. 


[Vol.  XLV. 


Instruction   of  employees    (See   Employees) 

Insulating  tape   requirements    [Austin],   888 

Insulation: 

Materials    and    methods    in    motor    insulation 

[Ilellmund],   508 

Insulators: 

Boro-porcelain  [Lockel],   *765 

Corrugated    wet    process    (Pittsburgh),    *593 

Third-rail,      new      type      (Bridgeport     Brass 

Co.),    "1175 

Insurance    or     employees     (See    Employees,     In- 
surance) 

Insurance,    Fire    (See   fire    protection    and   insur- 
ance) 

Interstate    Commerce    Commission : 

Access     to     private     correspondence     denied 

by    Supreme   Coitrt,    434 

Accident   reports,   ruling  on,    883 

Conference    on    federal    valuation,    1031 

Decision      on     Crosby     transportation     case, 

1137 

Report    on    accidents,    1071 

Report  on  steam  roads  for  1913,  289 

Interest   rates    (See    Financial) 

Interurban   railways: 

Automobile    industry.   Effect   of,    448 

Statistics    in    Indiana,    456 

Iowa  &   Illinois   Ry.      (See   Clinton,   la.) 

Iowa   Street    &    Interurban    Railway   Association: 

Convention   papers,    794;   Proceedings,  839 

Italy: 

Italian   State  Rys. : 

Locomotives,  Three-phase,  53;  [Pontecor- 
vo],    *283 

^Three-phase       electrifications,       Results       of 

IPontecorvo],   *450 


Tack  suspended  from  side  sill  of  car,  Lehigh 
Valley   Transit   Co.    [Branson],    *191 

Jacks : 

Emergency    (Buckeye),    *194 

Emergency    (Templeton,   Kenly   &  Co),   *897 

Hydraulic    [Koppel],    *1039 

Tackson      ^Iiss  * 

Jackson  Light  &  Traction  Company,  One- 
man   cars,    1136 

Jacksonville  (Fla.)  Traction  Co.  financial  mat- 
ters,  254 

Jamestown,    VVestfield   &   Northern   Railroad: 

Electrification,  1110 

Jersey   City: 

Industrial      development      railway      proposal, 

•663 

Jim  Crow  law  upheld  in  Kentucky,  400 

Jitney   buses: 

Ammunition   in   jitney   war,    *634 

As  a  gold  brick,  919 

Koise,  Idaho,  ordinance,  397 

Buses   for   sale   in    Kansas   City,   *1149 

Cartoons,   *846 

Coloi   line,  Comment,  1189 

Competition  in  various  cities,  Early  his- 
tory [Meade,  Black],  *324;  Comment, 
318 

Complaisance   regarding   accidents,    1141 

Convention,    650,    817,    911,    960 

Cost    of    bus    operation.     Figures    based    on 

actual  results  for  auto  buses  and  jitneys. 
Estimates  made  by  projected  companies 
[Laflerty,    Weaver],    *414 

Cost  of  operation,   620 

Craze    on    the    wane,    784 

— — Data    from    Houston,   Texas,    1021 

Distribution  of  nickel  compared  with   street 

railway,    1024 

Discussion  of    [Kealy],   1071 

Eighty  years  ago,   61 1 

El   Paso,  Texas,    1105 

For  Houston,  Texas   [J.  G.  Brill],  '640 

Franchise     developments     in     Des     Moines, 

950;   Comments,    917 

Georgia  Railroad  Commission  ruling,   1182 

Illinois    Commission    hearing,    1093;    Order, 

1135 

In  Los  Angeles,  76;    [Lewis],  757 

In   Omaha   [Palm],   795 

Information      summarized      from      fourteen 

cities,   648 

Issue  at  Los  Angeles  election,    1094 

^Jitney   situation    [Johnson],    985 

Jitneys  and  railway  service.  Comments,  969 

^Legislation  in  various  cities,  484 

Maryland,  Rules  established,   1226 

Massachusetts  bill,  258 

Menace^  83 

Misleading    advertisements,    657 

Official   publication,   912 

Operating  cost  compared  with  electric  rail- 
way,  622 

Operation   in   Dallas,   Texas,   Earnings,  884 

Permanent  national  organization,  960 

Philadelphia,  1223 

Publicity  campaign  against^  Ft  Worth,  1049 

Publicity   for   the  jitney.   Comment,    1013 

Puget  Sound   Traction,   Light  &  Power   Co. 

enters  field,   1093 

Record  of  the  movement,  76,  156,  204,  258, 

309,  353,  374,  396,  484,  530,  602,  648, 
691,  733,  774,  817,  861,  908,  957,  1005, 
1048,  1092,  1133^  1182 

Regulation     in     various     cities,     374,     817; 

Comment,   361 
Report    of    American    Electric    Railway    As- 
sociation, 619 


San  Antonio,  Count,  1197 

— — San   Francisco  jitney  bus  matters,  256 

Situation    in   Mobile,  Ala.    [Wilson],  c  421 

Syndicated    anti-railway    news,     *462:    Com- 
ment,  449;    [Waters],   c  586 
■ Tabulation  of  bond  arid  license  requirements 

in  various  cities,  1223 

The   jitney  situation,   494 

Who   are  jitney   drivers?    967 

(See  also  Motor  buses) 

Joliet,   III.: 

Chicago   &  Joliet   Electric   Railway: 

Paving  experiences  [Tennon],  1079 

Safety   work,   934 
Joliet    &   Eastern   Traction: 

Stock   destruction,    731 
Joliet,   Plainfield  &  Aurora: 

Second  bankruptcy  dividend,  731 
Junction  box.  Home-made  [Koppel],  *383 
Kankakee     &     Urbana     Traction     Co.     (See     Ur- 

bana.   111.) 


Kansas  City,  Mo.: 

Board   of   control.   Work  of,   251 

— —Floods,   1129 

Interurban     railway    station     proposal,     524, 

725 

Jitney    bus,    649 

Kansas    City,     Clay    County     &     St.    Joseph 

Railway: 

Fare   reduction    restrained.    1136 

Insurance   for   employees,   651 

Poles  blown  down,  625 

St.    Tosepli    rates  restrained,   118 

Kansas  City  Railway  &  Light  Co.: 

Reorganization   plan,    197,   351,   481,   773 
Reorganization    time    extended,    74 

Metropolitan    Street   Railway: 

Christmas  shoppers  assisted  bv  conduct- 
ors,   76 
City  to  purchase  system.   349 
Extensions   recommended,   391 
Financial  .statement  from   receivers,  956 
Issue   receivers*  certificates,   906 
Joker  discovered  in  franchise,   1007 
New  cars,  *850 
New  viaduct  line,  728 
l^eorganization  time  extended,  1221 
Reorganization   plan   disapproved,    481 
Rush-hour  methods,  31 
.Side   destination    signs,   735 
Tractor   and   trailer  truck,  *516 
Transfer    greetings,    78 

Missouri,   Oklahoma  &  Gulf  R.   R. 

Electrification  suggested,  252 

Safety   zones,    permanent,    1007 

Union    station    .service,    109 

Kansas    City-Western    Ry. 

Fare    readjustment,    78 

Kansas-Oklahoma    Traction    Co.       (See    Nowata, 
Okla.) 

Kennebunk,   Maine: 

Atlantic    Shore    Railway: 

Annual   report,  905 

Kentucky   Traction   &  Terminal   Co.     (See   Lex- 
ington,  Ky.) 

Keyport,   N.   J. : 

New  Jersey  Traction  Company  sale,  689 

Kokomo,   Ind.: 

Indiana   Railways  &  Light  Co.: 

Extension  of  copper  zone  system,  119 


Labor.      (See  Employees) 

Lackawanna  &  Wyoming  Valley  Railroad.  (See 
Scranton,  Pa.) 

Lamp  bank.  Portable,  for  use  in  substations 
[Tanis],  "893 

Lamps,   Electric: 

Small    Mazdas   with   concentrated    filaments, 

519 

(See  also  Lighting  of  cars) 

Lawrence,  Mass. : 

Bay  State  Street  Railway  transfer  privilege, 

651 

Legal: 

Alien  Labor  Bill  repealed  in  New  York,  525 

Decision   on   delayed    deliveries   of  material, 

\yashington   &   Old    Dominion   Ry,    1177 

Decisions    on    liability    for    negligence,     107, 

.900 

Decision  on   taxes  for  leased   lines  in  Ohio, 

1179 

Electric    railway    legal    decisions,    107.    681, 

900 

Franchises  invalid  without  consent  of  prop- 
erty   holders^    Cincinnati,    O.,    1178 

Franchise   valuations.  New  Jersey  Gas  Case 

(See  Franchises:  Valuation) 

Jim  Crow  law  in  Kentucky,  400 

Michigan  Central  Railroad  ordered  to  in- 
terchange cars  with  Detroit  United  Ry, 
532 

New  Jersey  "Seven   Sisters"   law   amended, 

727 

Non-unionism  a  basis  of  employment,  Kan- 
sas decision,  266 

Order    for    free    electric    service    to    public 

buildings  in  Plainfield,  N.  J.,  set  aside, 
668 

Ordinance  against  smoking  in  Butte,  Mont., 

533 

(Abbreviations:      'Illustrated,      c  Correspondence.) 


Pay-as-you-enter   patent   decision,    195 

Repeal   of  New   York  Alien   Labor   law   per- 
mits  work    to   recommence   on   subways, 
599 

Special    rates   no   basis   for   permanent    rates 

in   California,    1007 

Legislation: 

Electric  railway,  in  various  States.  434,  685, 

855 

Indiana,  302,  347,  390,  432,  478 

New  York,  433,  478 

Ohio,  391,   478 

Rayburn,  Interstate  Commerce  bill,   151 

Texas,  392 

Trend    in    State    of    Washington    [Leonard], 

729 

Lehigh  Valley  Transit  Co.   (See  Allcntown,  Pa.; 

Lewiston,  Me.: 

Lewiston-Augusta    &    Waterville    Railway: 

Freight  equipment   [Nottage],  *1213 
Note  issue,   1004 

.Way    records    on     cost-per-section     basis 
[Hulett],  *669 

Lexington.   Ky. : 

Kentucky  Traction  &  Terminal: 

Employes*    participation    plan    proposed, 

1183 
"We"  slogan  sign  [Bacon],  c  '292 

Lighting  of  cars: 

-Emergency    magnet    switches    (Palmer    Elec- 
tric &   Mfg.),   *640 

Investigation   New   York   Municipal   Railway 

(J^orporation    (Gove,   Porter),   "614,  *710 

Locking   sockets    and    receptacles   to   prevent 

thefts    of    incandescent    lamps    (General 
Electric),   *429 

Voltage   regulator,    *851 

Lighting  a  gage  board  from  behind,  '193 

Little   Rock,   Ark.: 

Railway   &   Electric  Co.   wage  increase,    159 

Loan  society  organized  in  New  York,  687 

Loading  limits  for  cars: 

— ■ — Board   of   Health   order  in  New   York  City, 
487,   604,   735,  961;   Comment,  494 

Order  to  Brooklyn  Rapid  Transit  Co.,  777 

Ordinance   in   Detroit,  604 

-Proposed    ordinance   in    Toronto,    533 

Proposed  for  Chicago,  605 

Standard  seating  space.  Public  Service  Com- 
mission,  New   York,   1094 

Locomotives: 

Bethlehem-Chile  Iron  Mines  Co.,  67 

Butte,    Anaconda    &    Pacific    R.    R.,    Experi- 
ences with  2400-volt  locomotives  [Coxl. 
136 

Comparison   of   Mallet  and  electric,  *1073 

Design  of  [Arthur],  1209 

Electric  and   steam   compared,   1155 

Italian    State    Railway,    Three-phase    locomo- 
tives, 53;   [Pontecorvo],  *283,  *450 

Modern   rugged  design,   1055 

Maintenance  costs.  New  York  Central  R.  R. 

[Katte],  580;   Comment,  611 

Panama  Canal  towing  locomotives,  *235 

Pennsylvania    R.    R.,    at    the    Panama-Pacific 

Exposition,  *387 

Single-phase,    for    Prussian    State    Railways, 

667 

Single-phase,    three-phase,    Norfolk    &    West- 
ern, *1060 

Steam  and  electric   maintenance  costs,  c  672 

3000-volt  d.c.   for  Chicago,  Milwaukee  &  St. 

Paul   Railway,   *1072;   Comments,    1055 

Locomotive,  Internal  combustion.  One  man,  *68 

London,  Ontario: 

London   Street   Railway,  731 

Annual  report. 

Long  Island  City: 

-Manhattan  &  Queens  Trac.  Corp.: 

Three-in-one  car  for  line  repairs    [Sher- 
wood],  *1121 

Long  Island  R.  R. : 

Combined     steel     and     wooden     trains     dis- 
continued, 78 

Operation  costs,   815 

Protest  against  reelection  of  directors,  773 

^Steel    cars.    Ten    years*    experience,    "566; 

Comment,  539 

Stockholders'      suit      against      Pennsylvania 

R.  R.,  731 

Tracks    to    be    used    by    New    York    subway 

trains,  i99 

Los  Angeles,  Cal. : 

Car  maintenance  records,   1214 

-Court  sustains    10-cent   fare  to   Eagle  Rock, 

856 

Jitney  bus: 

Klection  issue,  1094 

Regulations,  Hearing,  156;  Comment,  83 

Special  message,    76 

Los  Angeles   Railway  Corporation: 

Bond  issue,  1004 

Illuminated    destination    sign    with    car 
and  run  numbers,  '1169 

Monticeto  R.   R.    Opening,  391 

Pacific  Electric  Railway: 

Collision  with   locomotive,   1050 

New    interlocking    plant     (General     Ry 

Signal),   '946 
Shockless  railroad  crossing,   '994 
Street  and  station  indicator,  67 

Purchasing   of   railways   by   city    under   con- 
sideration, 349,  1220 

Service  methods,  78 

Transfer  of  railway  properties  denied,  528 

Transportation  problems,  1129 

Lost  articles.  Handling,  New  York  Rys.,  28 


January-June,  1915.] 


INDEX. 


IX 


Louisville,  Ky. : 

— ■ — Louisville  &  Interurban: 

Dealing  with  the   spitter,  487 
Louisville  Railway: 

Accident  record,   899 

Keminiscences  of  veteran   employe,   1209 

Value  of  politeness  [Funk],  735 
Louisville    &   Southern    Indiana  Trac.    Co. : 

Freight   rate   agitation,   820 

Safety  zone   plan,   735 

Sand-spreading  wagon   [Havass],  300 

Lubrication   of  motors,  siphon,  Budapest,   *342 
Lumber,  (trading  of,  A.  K.  E.  A.  report,  571 


M 


380, 
*510 


McKeesport,   Pa. : 

Pittsburgh,     McKeesport     &      Westmoreland 

Ry.,   Receiver  sale,   816 
Mahoning  &  Shenango  Railway  &  Light  Co.   (See 

Voungstown,  Ohio) 
Mail  Transportation: 

Moon   Post   Office  Bill  defeated,   521 

— — Parcel    post    "without    additional    compensa- 
tion,"  165 
— — Pay    for   mail    compared    with   express    rates, 

741 
Maine,   Railway  statistics,   7Z 
Maintenance     expenses,     proportionate     increase 

since  1907,  540 
Maintenance      of      electric      railway      equipment 

[Barnes],   467;   Discussion,  465 
Maintenance  of  cars: 
— ■ — Reducing  by    proper   handling  of   equipment 

[Leonhauser],   384 
Maintenance  records  and  costs: 

Car   maintenance,    Rome,   Ga.    [Wade],   383 

Car  maintenance  records,   Los  Angeles,   1214 

Costs   of  concreting   pavement    [Gausmann], 

718 

Motor   repairs  on    Memphis   Street  Ry,  *721 

New    York    Central    R.    R.     [Katte],    580; 

Comments,  611 
Signal  maintenance,  New  York,  Westchester 

&  Boston  Ry.,  565 

Steam   and   electric   locomotives,  c  672 

Wheel   and   axle   records,   Chicago    Elevated, 

*551 
Manganese   Steel  Foundry  Society,  Special  work 

standards,  755,   1118 
Manganese   steel    (See    Truck    Construction) 
Manganese  Track   Society: 

Manganese  steel  work  specifications,   1118 

Special  work  standards,  755 

Manila.  P.  I.: 

• Manila   Electric  Railroad   &  Light  Co.: 

Company    section.    Meetings,     337, 
673,   798,    1033,   1211;    Officers, 

New    schedule,    260 

Operating    results,    422 

Safety   first   movement,    1 1 20 
Manhattan   &  Queens  Traction  Corporation    (See 

Long    Island    City) 
Manufacturers    and    their    relations    to    the    rail- 
ways [Tripp],   185 
Maps: 
^Jamestown,    Westfield   &   Northern  Railroad, 

nil 

Michigan  Railway  and  allied  lines,  1145 

Norfolk  &  Western   electric  zone,  *1060 

Massachusetts  Electric  Companies  (See  Boston) 

Massachusetts: 

Public   Service  Commission: 

Annual   report,    196 

Railway  investments,   201 

Transportation  in  western  part  of  state.  Re- 
port of  legislative  commission,  197 

Massachusetts  Street  Railway  Association,  Meet- 
ing,  137 

Master  Car  Builders'  Association: 

Convention,   1163;  Exhibits,  1117 

Plans    for    annual   meeting,    137 

Mayor's   Utility   Bureau.   Organization,    112 

Medal,    Anthony    N.     Brady,    Award    of,    *239 ; 
Comment,   211 

Medical  methods,  Chicago  Elevated  Rys.  [Fisher], 
*1192 

Memphis,  Tenn.; 

Memphis    Street   Railway   Company: 

Maintenance  co-operation,  *721 
Publicity  in  the  shop,  699 

Messages  of  the  governors,   146,   195 

Metallic    salts    for    pyrometric    purposes.    Use    of 
(Nehls  Alloy  Co.),   106 

Meters   on  cars   (See  energy   consumption) 

Metropolitan  Street  Ry.   (See  Kansas  City,  Mo.) 

Mexico:  -^ 

Effect  of  war  on  railways,  1086 

Michigan   City,  Ind. : 

Chicago,    Lake    Shore    &    South    Bend    Ry. : 

Sheet  steel  pilot,  "106 

Michigan  Railway: 

Description   of  2400-volt  line;   service,   road- 
way,   third-rail    construction,    surge    pro- 
tection, *1144 

^New  line  opened,   1044 

Middlesex    &    Boston    Street    Ry.    (See    Newton- 
viUe,  Mass.) 

Midi  Railway   (See  France) 

Mileage  statistics  for   1914,   14;   Comment,   12 

Milwaukee  Wis. : 

Milwaukee  Electric  Ry.  &  Light  Company: 

Annual   report,  645 

Asphalt  relaying  with   hot  mixer,   *1080 


Milwaukee.  Wis.: 

— Milwaukee   Elec.    Ry.    &    Lt.    Co.:    (Continued) 

Bonus  system   for  employees,   1008 

(^ompany   section,    100,  418 

Fare  case  decision,  1226 

Machine  tool  guards,    756 

Railroad    commission    rescinds    low-fare 
order,   3iZ 

Repair-shop  procedure,  *786 

Zone  fares.     Paper  before  New  England 
R.    R.    Club    [Stearns],    *836;    Com- 
ment, 825 
Milwaukee  Northern  Railway: 

Regulators  for  car  lighting  circuits,  *851 
Wisconsin   Railway  Light  &  Power  Co.: 

Annual  report,   153 
Minneapolis,    Minn.: 
Twin   City   Rapid   Transit   Co.: 

Annual  report,   527 

Cable  splicer's   portable  tool   box,   *247 

Flange-bearing    special    work    [Wilson], 
c  1034 

Pension    plan    for  employees,    118 
Missouri    Association    of    Public    Utilities: 

Convention,     1071 

Missouri,    Oklahoma   &   Gulf   R.    R.    (See   Kansas 

City) 
Missouri    public    utility    law,    1 13 
Mobile,    Ala.: 
— — Advantages  of  small  cars  [Wilson].  cl206 

Jitney    bus    situation    [Wilson],    c  421 

Monterey,  Cal. : 

■ Monterey    &    Pacific    Grove    Railway,    Bond 

issue    refused   by   commission,    773 
Monticeto    R.   R.     (See   Los  Angeles,  Cal.) 
Montpelier,    Vt. : 
— — liarre   &    Montpelier   Traction   &   Power   Co., 

Fare  increase,    119 
Montreal,    Can. : 
— —Flange-bearing       special       work       [Graves], 

c  1034 
Montreal    Tramways: 

Franchise    extension,    112 

Note    issue,    689 

Municipal   ownership,   Report   on,    1001 

Safety   first    league,    159 

Safety    first    savings,    165 

Montreaux    O^berland    Ry.     (See    Switzerland) 


[Hellmund], 
Ry.,   CharaC" 


Morris  Plan  Co.,  New  York  organization,   687 

Motor  Buses: 

(Also  see  Jitney   Buses) 

■ Chicago.  1  raction  fund  for  municipal  sys- 
tem,  348 

Double  deck,   with  low  roof,  Vienna,  *49 

In   London   [Gordon],  888;   Comment,  869 

Interurban   bus   service,    1218 

Rush    hour    service,    658 

Seattle,   Wash.,  motor  bus  fund,   199 

Well   construction   with   low  roof  in   Vienna, 

*49,    *51 

Washington  Motor  Bus  Co.,  Details  of  serv- 
ice,   1225 

Motors: 

Axle   bearing  cap   with    oil-saving   filler,    *66 

Baffle     plate     for    motor    axle    bearing    caps 

[Fox],   *424 

Calculations  of  starting  resistances  [Sim- 
mon, Cameron],  c  238;  [Buck],  *330; 
ICastigboni],  c  336,  381;  [Harding], 
c  186;    Comment,   405 

Chart      for     the     transformation     of     speed 

curves  for  different  voltages  [Castig- 
lioni],    *515 

Efficiency    [Hellmund],    594 

Field-control      motor      speeds 

520 

1500-volt    for   C.    M.    &    St.   P. 

teristic    curves,    *1073 

High-tension  d.  c.  tap  field  for  Central  Ar- 
gentine   Railway,    *679 

■ Impregnation    of    coils    (Electric    Operations 

Co.),    *429 

Insulating  materials  and  methods  [Hell- 
mund],   508 

Lubrication,    Siphon,    Budapest,    *342 

Maximum   motor   input    [Mulder],  c  511 

New  York  Municipal  Ry.,  160-hp.,  tap- 
field,   *497 

Overloads   and   flashing    [Parshall],   c  57 

Pressed   steel    (Westinghouse),    *1041 

Resistances,     Effects     of     incorrect     starting 

resistances    [Corning],    c"93 

• Selection   for  city  service   [Remington],   675 

Steinway  tunnel  equipment  (General  Elec- 
tric  Co.),    *1124;    (Westinghouse),    *764 

Testing  insulation   [Lewis],   1037;   Comment, 

1055;  [Gove],  c  1119 

Ventilated  cover  to  increase  output  [Par- 
sons],   1170 

'Ventilation,     advantages     and     disadvantages 

[Hellmund],  *833;  Comment,  827; 
[Priest],  c891;  [Hellmund],  *937;  Com- 
ment, 968;  [Adams],  c  990;  [Phillips], 
1209 

Mt.   \'ernon,   Ohio : 

■ Mt.     Vernon    Railway,     Receiver    appointed. 

773 

Moving  pictures  (See  Accident  claim  depart- 
ment.   Prevention) 

Multiple    unit    trains.    Maintenance    cost,    611 

Municipal  Electric  Railway  (See  Edmonton, 
Aha.) 

Municipal   Ownership: 

Bills    defeated,    Massachusetts,    643,    812 

Dual  ownership  in  Alsace,  1217 

England,   Experience  in   [Connett],   179 

(Abbreviations:      *Illustrated.      c  Correspondence.) 


Municipal   Ownership:    (Continued) 

Inquiry    bill,    California,   643 

Ohio   bill   passed   permitting  bond   issues   for 

purchase,    769 

Ordinance   discussed,   Toledo,    1042 

Pekin    (111.)    Street    Railway    transferred    to 

City,    1000 


N 

Nashville,   Tenn.: 

Nashville  Ry.   &   Lt.    Co. 

Safety   crusade    in   schools,    1077 

Safety-first    campaign,    78 
Nashville    Traction    Company,    line    opened, 

1000 
National    bureau   of    transportation    suggested   by 

Howard  Elliott,   741 
National    Civic    Federation: 

;-W'orkmen's    compensation    suggestions,    252 

National  Committee  on  Line  Construction: 

Meeting,    798,   986 

Plans,    101 

National  electrical  week.  Plans,  435 
National     Electric     Light     Association: 

.\ddress   by   President   Scott,    1106 

Convention : 

Proceedings,    1106 

Officers    elected,    1162 
National    Electrical    Safety   Code: 

Comment,    825 

Conference   postponed,    Comment,    1189 

Discussion     on     [Harvie],     c768;      [Hanna, 

Cadle],      c  1036;       [Crecelius],      c941: 

[Tingley],  c  845 

Explanation  of  [Rosa],  c  939 

Preliminary    edition,    750;    Comments,    741 

Representation     at     conference     on     details, 

1162 

Status  of  work   [Rosa],   673 

National    Railway   Appliance   Association: 

Secretary   appointed,    1044 

New    Bedford,    Mass. ; 

New   Bedford   &   Onset   St.    Ry. : 

Increase   of   fares,    819 

Increased    fare  suspended,    1136 
New    England    Street    Railway   Club: 

Annual  meeting,  631 

Zone    fares    in    Milwaukee    [Stearns],    *836; 

Comment,   825 
New    Jersey    Public    Utility    Commission    report, 

New  Jersey  Traction   Co.    (See   Keyport,  N.  J.) 
New  Jersey   Utilities  League,   390 
New  Haven,  Conn.: 
Connecticut  Co.: 

Life    of    way    structure    [Wilson],   *1212 
New   Orleans,  La.: 
New    Orleans   Railway   &   Light  Co.: 

Annual   report,    1002 

Cars,    all-steel,    *270;    Comment,    275 

Traffic    survey,    311 
New   York   Central   Railroad: 
Maintenance   costs    [Katte],    580:    Comment, 

611 

Suburban   fare   case   decision,    1136 

New  York  City: 

Accident    statistics,    119,    134,    736,    1139 

American    Cities   Company: 

Annual   report,   954 

Condition  of  subsidiaries,  307 
American   Light   &   Traction: 

Earnings   in    1914,    906 

Auto-bus  franchises,  480 

Board     of     Education,     Vocational    lectures, 

454 
Capacity  of  cars  limited  by  Board  of  Health, 

487,   604,  693,  856,  961;  Comment,  494; 

Order    defied,    1049;    Upheld    by    courts, 

1184 
Consolidation    of   New   York,   Westchester   S 

Boston    Railway    &    Westchester    North- 
ern  Railroad,    1091 
Dry    Dock,    East    Broadway    &    Battery    Ry.: 

Bond    issue   not  approved,   955 
Electric  Bond  &  Share  Co.,  Capital  increase, 

393       . 

Fenders   for   Fifth  Ave.   buses,    1000 

Ferry-car  transfers  continued,   1184 

Hudson    &    Manhattan    Railroad: 

Annual    report,    730 

Complaint   handling,    26 

Courtesy   of  employees,   20 

Earnings    in    1914^    114 

Hudson     Companies,     Annual     meeting. 
153 

Painting  cars  in  two  days,  Use  of  bak- 
ing  enamel    [See],   •584 

Relay    setting    for    uniform    acceleration 
[See].   •761 

Safety   record,   777 
Inspection    of    equipment   by    Public    Service 

Commission    [Whiston],    133 
Interborough-Metropolitan    Investing    &    Se- 
curity  Co.,    Investigation,    303 
Interborough-Metropolitan  readjustment  plan, 

858;    Approved,    1090 
Interborough    Rapid    Transit    Company: 

Dual    system    contract    modified    in    re- 
gard to  new  steel  subway  cars,  770 

Elevated    Railways: 
Accidents,  356 
Signals  needed,  391 
Steel  car  report,  252 
Third-tracking,  480 


INDEX. 


z:>' 


[Vofi.!  XLV; 


New  York  City: 

— Interborough  Rapid  Transit  Co.:  (Continued) 
Electrical   equipment   of   Belmont   tunnel 

cars,  *764,  803,  *1124 
Subway    franchise  taxable,    Idl 
Passenger  traffic,   134,  689 
Remodeling     Seventy-fourth     St.     power 

station,   744,  *764;   Comment,   742 
Removal    order    against    wooden    subway 

cars,    644,   953 
Subway: 

Accident     caused     by     short-circuit, 

95,    148,   432;    Comment,   85 
Delay,    third-rail    short    circuit,    305 
Fire,    598 

Labor  problem,    113,   480 
Sand   for,   from   Europe,    1200 
Service     order     concerning     seating 

of    passengers,    260 
Suggested    changes    for    preventing 
accidents,   251,    729 
Welfare   work,    487 

"Jay    Walkers,"    Plan    to    suppress,    400 

Metropolitan    Street   Railway,    Franchise   tax 

reduction,    728 

Motor  bus  franchise  matters,   113,  480,  1088 

New    York    Municipal    Railway    Corp.: 

Brakes    and    auxiliaries    on    new    cars, 

*872 
Car    lighting    investigation    [Gove,    Por- 

ter],    *614,    *710 
Cars — Motors,      control,      conduit      and 

collectors,   *496 
Report  on  construction  progress,  249 
Speed   control   for   Brooklyn   subway,   72 
Testing   motor    insulation    [Gove],    1119 

New   York   &   Queens   County   Ry.: 

Abandonment    of    portion    of    franchise 

prohibited,   952 
Service   order,   863 

New   York   Railways: 

Interest  rate  fixed  on  income  bonds,  689 
Lost   articles,    Handling,    28 
Snow-sweeper      with      outward      swung 
broom.    Tests    of,    *320;    Comment, 
317 
Operating  over  broken  water  main,  *1211 

New  York,   Westchester   &   Boston   Railway: 

Consolidation       with       Westchester       & 

Northern   Railroad,    1091 
Signal      maintenance      methods,      *561; 
Comment,  539 

Proposed    leases    of    Long    Island    tracks    to 

city,   772 

Public    Service    Commission: 

Charges     against     commission     and     in- 
vestigation.     71,      152,      199,      265, 
302,    309,    346,    430,    477,    641,    811, 
1042 
Inspection  of  equipment   [Whiston],  133 
Report,    196 

Service  orders  to  be  enforced,  206 
Signal  and  steel  car  resolutions,   110 
Standard  seating  space  fixed,  1094 
Suggestions    regarding    changes    in    sub-' 
way,  251 

Repeal  of  Alien  Labor  Law,  599 

Republic   Railway   &   Light   Co.: 

Annual  report,   1090 

Smoking  order  suspended,   1227 

Staten   Island    Midland    Railway: 

Issue   of   trust   certificates,  860 

Stein  way   Tunnel : 

Electrical     equipment     for     cars,     *764, 

*1124 
Modifying     agreement      for      temporary 
operation,   903 

Third  Avenue   Ry. : 

Accidents   for    1913   and    1914,   296 
Ampere-hour     meters     on     battery     cars, 

593 
Ash-pit    for    blacksmith    forges,    Remov- 
able   [Jenkins],    *425 
Axles,  Reclaimed  by  welding  [Johnson], 

*294 
Blockade   photos,    Cash    offered   for^    158 
Coasting     time     recorders.     Experience, 

*S72;    Comment,    541 
Crane  car  for  track  work  [Ryder],  *ltZ 
Investigation    by    stockholder's    commit- 
tee,  Report,   307 
Knife  guard  for  jointer  or  planer  [John- 
son], *805 
President's    statement,    647 
Transfer  printing  plant,  *702 
Sawdbox    opened    by    fender    trip    [John- 
son], no6 
Snow  pictures,  441 
Use   of    gas    flame    in    removing   pinions 

[Parsons],    988 
Window     cleaner,     Fixed     squeegee     on 
motorman's  cab   [Johnson],  *339 
Utah     Securities     Corporation,     Annual     re- 
port,   1089 

1.     G.     White     Companies,     Annual     report, 

1090 
New  York    Electric   Railway   Association: 
•    — Meeting    at    Lake    George,    464 ;    Comment, 

447 
New   York,    New    Haven    &    Hartford    Railroad: 

Charter    revision    hearing,    769 

— — Electrified  division,  operating  results  [Mur- 
ray], 229;  Comment,  213;  [Storer], 
c335;   [Henderson],  c  380 

Future  plans,   389 

Indictment  of  officials,  151,  643,  686,  729 


New   York    Railroad    Club: 

Electrical     night      [Gibbs,      Eaton,      Pender, 

Murray,  Armstrong,  Turner  and  McClel- 
Ian]     624 

New   York   State: 

Constitutional    Convention,    Comment,    869 

Industrial    Commission    created,    1044 

Public     Service    Commission : 

Capitalization    report,    306 
Quarterly  pamphlet  issued,   282 
Reorganization    proposed,    71 
Report,   196,  509 
Rules   of   procedure.   Changes,    112 

Securities    for   new    construction,    393 

New  York  State  Rys.  (See  Rochester,  N.  Y.) 
(See  Syracuse,  N.  Y.) 

Newark,    N.   ^.; 

Passaic   Gas   case.      (See   Passaic,   N.   J.) 

Public    Service    Corporation: 

Annual  Report,   600 

■ Public    Service    Ry. : 

Company   section: 

Meetings,  188,  380,  418,  589,  631,  1211 
Officers,   *100 
Program    for    year,    337 
Winter  program,   1 
Increased  energy  consumption,   1022 
Moving     pictures     in     safety     education, 

*98 
Near    side    stop    established    by    law    in 

New    Jersey,    962 
Open,  steel  underframe  car,  *I171 
Terminal,    progress   on,    *793 
Safety   methods,    282 

Newport  iNews  &  Hampton  Ry.  (See  Hamp- 
ton,   Va.) 

Newtonville,    Mass. : 

Middlesex    &    Boston    Street    Ry: 

Fare  case,    137 

Niagara   District   Hydro-Radial  Union: 

Annual  Meeting,  643 

Niagara,  Ste.  Catharines  h  Toronto  Ry.  (See 
Ste.    Catharines,    Ont. ) 

Norfolk  &  Bristol  Street  Ry.  (See  Foxboro, 
Mass.) 

Norfolk  &  Western  Ry. : 

Electrification   plans    [Gibbs],   581 

• Electrification,  Description  of  line,  locomo- 
tives, power  house  and  service,  *1058; 
Comment,    1057 

Northern    Electric    Ry.      (See    Chico,    Cal.) 

Northern  Ohio  Traction  Co.  (See  Akron, 
Ohio) 

Northern  Texas  Traction  Co.  (See  Fort  Worth, 
Tex.) 

Northern   White    Cedar    Association: 

Convention,    274 

Norwich,  Conn. : 

Shore  Line  Elect.   Ry. : 

Wage  increase,    1226 

Notices  to   the   public.   Wording  of,    361 

Nowata,    Okla. : 

Kansas-Oklahoma    Traction ; 

Combination   cars,   806 

Number  box.  Illuminated,  Rockford,  111.  [Gra- 
ham],   *341 


O 

Oakland,  Cal.: 

Exposition    crowds,    San    Francisco,    642 

Oakland,  Antioch  &  Eastern  Railway: 

Annual  report,  773,  905 
Management  report,  646 
Steel    ferryboat,    *  1 3 3 

San    Francisco-Oakland    Terminal    Rys.: 

Automobile  accidents.  Handling   [Mills], 

1203 
Note  issue,  74 
Power    contract    declared    unreasonable, 

1001 
Readjustment   statements,    1131 
Valuation    findings,    1090 
Value      of      Key-Route      property.      Ap- 
praisal,  646 

Oakwood   Street  Railway.     (See   Dayton,   O.) 

Ocean    Shore    R.R.      (See  San   Francisco,   Cal.) 

Ohio   Electric  Ry.      (See  Cincinnati) 

Ohio  Industrial   Commission: 

Compensation   rulings,   373 

Ohio    Public    Utilities    Commission : 

Report,  151 

Ohio  Traction  Company.     (See  Cincinnati,  O.) 

Oiling   system : 

Central  lubricators,  *896 

Oklahoma  City: 

Jitney   bus,   648 

Omaha  &  Lincoln  Ry.   &  Lt.   Co.     (See  Ralston, 
Neb.) 

Omaha,   Neb.: 

Omaha    &    Council    Bluff    Street    Railway: 

Annual    report,    1045 
Valuation   of  properties,   252 

One-man   cars: 

Experiences   with    [Howard],    233 

Ontario    Hydro-Electric    railways,    305 

Ontario.   Canada: 

Railways   under  compensation   act,   348 

Storm  conditions,  347 

Operating  problems; 

Increasing  capacity  of  the  line,  6 

Standards  in   the  operating  department,   8 

Operating   records  and   costs: 

Amperehour  meter   records,    Chicago   &  Mil- 
waukee Railroad,  974 

Bay    State    Street    Railway,    arbitration,    sta- 
tistics  quoted,   708;    Comment,    700 

(Abbreviations:      *inustrated.      c  Correspondence.) 


Operating  Records  and   Costs;    (Continued) 
Coasting     records,     Various     railways,     *706, 

*1198 
Distribution    of    operating    expenses,    Census 

report,   96,    131 

Economies  with  small  cars   [Layng],  *979 

■ Equipment   failure   records,    Standardization, 

1099 

Jitney  bus,  620 

Milwaukee  Electric  Railway  &  Light  Co.,  333 

Need   for   standards,   8 

New    York,    New    Haven    &    Hartford    R.R.. 

Electrified      division       [Murray],      329; 

Comment,  213 
Pennsylvania  R.  R.,  locomotive  performance, 

1217 

Service   record  chart,   Chicago,   *366 

Taxicabs,  621 

— —Tramways   of   Great   Britain    [Lawson],    929 

-(See  also  Traffic  counts) 

Ottawa,    111.: 

Chicago,  Ottawa  &  Peoria  Ry.: 

Bridge    and    building    inspection    report 
forms,  *342 

Restoring    wheel    flangers    with    welder 
[Murphy],  *719 

Sand   experience    [Carr],    143 

Way   department    rule   book   to   promote 
standard   practice,   89 
Ottawa,   Ont: 
■ Ottawa  Traction  Company,   Ltd.: 

Annual  report,  688 
Overhead  construction: 
Automatic  section  insulator   (Westinghouse), 

*852 
— - — ^Clevis  clamps  for  standard  cable,  *805 
Combination  side-feed  wedge  for  splice  ears, 

*1041 
Cross     arms.     Malleable     iron,     on     wooden 

poles.  New  York  State   Rys.,  *297 
Dead-ending  feeders  to  metal  poles   [M'Kel- 

way],    *143 
■ — —Double    trolley    system,    Seattle    [Kennedy], 

*128 
Italy,    the    Lecco-Calolzio    line    [Pontecorvo], 

*4S3 
• Line  construction  on  Chicago,  Milwaukee   & 

St.   Paul   Railway,   *934 

Mechanical  cable  connections  [Fargo],  *1216 

Philadelphia- Paoli    electrification,    1118 

Pick-up  for  broken  trolley  wires   [Branson], 

*295 
Trolley  frogs  for  high-speed  operation  [West- 
inghouse], 1217 
Trolley     frogs     for     one     degree     of     angle 

(Westinghouse),   *428 
■ Trolley    wire    location    on    curves    [Foster], 

*62,  *105,  *142,  191,  *242 
Pacific    Electric    Ry.       (See    Los    Angeles,    Cal.) 
Pacific  Gas  &  Electric  Co.      (See  San  Francisco, 

Cal.) 
Packages,  Charge  for  carrying  on  cars  abolished 

in  Seattle,  Wash,,   1184 


Paints  and  painting: 

Eliminating    frills    to    reduce    cost    [Lewis], 

847 

Hudson    &   Manhattan   R.R.,   Use   of   baking 

enamel    [Lee],  *584 

Uniformity  in  color   [Mc.Money],  c468 

Change  color  and  save  money,  268 

Palo  Alto,  Cal.: 

Rate  complaint  against  Southern  Pacific  Ry. 

dividend,   1050 

Panama  Canal: 

Electric  towing,  *235 

Panama-Pacific    Exposition ; 

Award  to   Electric  Railway  Journal,   1141 

Electric  railway   exhibits,    519 

Electric  Railway  Journal  booth,   1155 

-Fair  grounds  transportation,  *754 
Jury  on  awards,  890 

--ocomotive,  Electric,  of  Pennsylvania  R.R., 
*387 

Transportation  exhibits,  *504 

Pantographs: 

Annapolis  Short  Line,   *550 

C.,    M.    &    St.    P.    Ry.,    Double    contact   pans 

[Armstrong],  *1072 

Parkersburg,  W.   Va.; 

— ■ — Kanawha  Traction  &  Electric   Co.: 

Merger    with    Parkersburg,    Marietta    & 
Interurban  Ry.,  1180 

Parks: 

Amusement    parks    opened    in    Kansas    City, 

1024 

Passaic    pT     T  * 

Gas  rate  case,  cS7,  112.  199,  304,  1177 

Passenger-mile     earnings,     Recorder     for     (Bon- 
ham),  •948 

Pavement: 

Asphalt  relaying  with  hot  mixer,  *1080 

Cutting  concrete  [M'Kelway],  "993 

Discussions  on  wood  block  and  stone  block 

paving   [Oxholm,  Tillson,   Schmidt],  134 

Experiences  at  Joliet  [Tinnon],  *1079 

Methods     and     cost     of     concreting     [Gaus- 

mann],   718 

Traffic  standards  and  traffic  values,  135 

Treated    wood-block    pavements,    Discussions 

at  American  Wood  Preservers'  Associa- 
tion,  181 

Warning  signs  for  new  work  [Cram],  *893 

Peak  traffic.     (See  Rush-hour) 

Pearson,  !>.  F.  S.,  Obituary  [Quick],  c  988 


Tu: 

Lo 


January-June,  1915.] 


INDEX. 


XI 


Peekskill,   N.   Y.: 

Putnam    &    Westchester   Traction    Co.,    One- 
man  operation,  399 
Pekin     111.: 

Municipal   railway  bonds,   391 

Pekin    Street    Railway    transferred    to    city, 

1000 
Pennsylvania    Railroad : 

Electrification  plans,  524 

— flailing  communications  with   dividends,  613 

Locomotive   performance,    1217 

Philadelphia  electrification  trials,  596 

Policy  with  employees,  950 

Publicity  practice,   1042;   Comments,   1013 

Training    men    for    electric    operation    [Rob- 
erts],  *970;   Comments,  968 
Pennsylvania  State: 

Compensation   measures   signed,    1130 

Pennsylvania  Street   Railway   Association: 

Spring    meeting,    935,    *979;    Question    Box, 

781 
Peoria,  111.: 
Illinois  Traction  System: 

Chemical   laboratory   [Beagle],  423 

Coil  winding  unit  [Chubbuck],  *1213 

Power     Dispatching     methods      [Fitch], 
*470 

Signaling   system.    Installations    of    1914 
[Leisenring],   *408 

Jitney  bus,   649 

Phase   converters,    1061;    Comment,    1057 

Philadelphia,    Pa.: 

American  Railways  Company: 

Semi-steel     cars     in     colHsion     [Keen], 
*c   715 
Fairmount  Park  Transportation  Co.: 

Order  to  sell  at  auction,  955 

Receivers  loan,  689 

Sale,  1222 

Fare  registration   [Edmunds],  c  716 

Jitney   bus,    649 

Rapid    transit : 

Improvements,   349,   684 

Loan   approved,   901 

Loan  ordinance,   152 

Mass  meeting,  200 

Measure  signed,   523 

Ordinance,  479 

Plans,  391 
-Philadelphia   Rapid   Transit    Company: 

Safety-first  poster  stamps,  *665 
United   Railways   Investment   Company: 

Financial   statement    [Starring],   646 
Pilots,  Sheet  steel,  Chicago,  Lake  Shore  &  South 

Bend  Ry.,  *106 
Pittsburgh,  Pa.: 

Freight  ordinance,  399 

Objection    to    Pittsburgh    subway   bill,    644 

Pittsburgh  Railways  Co.: 

Baling    waste    paper,    shavings    and    ex- 
celsior  [Yungbluth],  c   239 

Portable  substations,  *1039 

Safety  propaganda,   *796 

Transfer   system,    399 
Pittsburgh,    McKeesport     &     Westmoreland    Ry. 

(See    McKeesport,   Pa.) 
Pittsfield,  Mass.: 
Berkshire  Street  Railway: 

Cheshire  high-tension   wire  case,   78 

Petition  for  increased  fares,  693 

Substation,    Portable    semi-outdoor,    *56 
Poles: 
Concrete,  Electrolysis  develops  defects,  New 

York  State   Railways    [Throop],   294 
Discussion   at   Western    Red   Cedar    Associa- 
tion, 180 

(See  also  Timber  preservation) 

Portland,  Me.: 

Cumberland  County  Lt.  &  Pr.  Co.: 

Fare  reduction  denied,  605 

Jitney  advertisement,  "634 
Portland,     Eugene     &     Eastern     Railway.      (See 

Salem,  Ore.) 
Portland,   Ore.: 
Portland   Railway,   Light  &  Power   Co.: 

Annual    report,    1089 

Jitney    bus,    Statement    concerning,    396 

Note    offering,    816 

Readjustment  of  capitalization,  860 

Rush-hour    traffic    and    schedule    adjust- 
ment,  *13S 

Weekly  publication  for  patrons,   651 
Porto  Rico: 
Porto    Rico    Railways: 

Annual    report,    732 
Portugal: 

Lisbon    Tramways,    Earnings    and    expenses, 

1222 
Power     dispatching,     Illinois     Traction     System 

[Fitch], _  *470 
Power    Distribution: 

Cable    splicer's    tool    box,    Minneapolis,    *247 

Feeder-tap,       Effect       on       schedule       speed 

[Stahl],   *991  . 
- — ^Feeder-tap  protection,  Comment,  659 
Feeder-tap      resistance      in      rotary-converter 

practice    [Crecelius],   [Baugher],  c799 
Fibre    conduit    installation    for    feeder    taps, 

•1125 

Location  of  feeder-taps  [Smith],  627 

National    joint    committee    on    line    construc- 
tion   (See    National    Committee) 

Return    circuits    [Skelly],    794 

Review  of   1914,   4 

Power  Generation: 

Diesel  engines,   insurance  of,   1057 

Direct-connected  exciters,  680 

Fuel   values  of  coal,   oil  and   gas    [Hunter], 

984;    [Purtee],  984 


Power    Generation:    (Continued) 

Future  centra!  station  development  [Moyer], 

c987 

Obsolescence  on  a  large  scale,  742 

Oil   fuel   for  standby  service   [Delany],   1106 

Review   of    1914,   4 

Test  of  Diesel  engine  (Mcintosh  &  Sey- 
mour),   639 

Transformer   blower    (Buffalo   Forge),   639 

Power    Stations: 

New   plant  for  Havana   Ry.,  *9-20 

Norfolk    &    Western    Railroad    at    Bluestone, 

1063 

Possible    lines    of    progress    [Thomas],    c939 

l^emodeling  74th  Street  Station  of  Inter- 
borough    Rapid   Transit   Co.,    744 

Power    stations,    Hydroelectric : 

Rochester   Railway   &   Light   Co.,   247 

President    of   a    railway.    Qualifications,   503 

President  Wilson's  address  at  mid-year  meeting, 
217,  275;  Comments  of  the  press,  278; 
Opinions  [Shonts,  Williams,  Budd, 
Clark,    Cummirgs],    c290 

Profits,    Limiting,    149 

Providence,   R.    I.: 

i^hode  Island   Co.: 

Federal  dissolution  decree,   479 

Ptublic,    Relations    with: 

Business  conditions   [Tripp],   185 

Complaint   bureaus  on   various  lines,  23 

Human   nature  and  the  railroad,   1099 

Management    and    public    relations    [  Peirce] , 

459 

"Mixing"   as   an  asset    [Cooper],   842 

— —"Pointed   paragraphs  on   public  policy,"    71 

Public-be-pleased    policy,    Review    of    current 

railway   practice,   20 

Railways    must    give    good    service,    9 

Report  of  N.  E.  L.  A.  committee,  1107 

— — (See  also   Referendums;   Complaints,  etc.) 

Public    Service    Commissions: 

• -Annual  Reports: 

California,  771,  769,  815;  Connecticut, 
769;  Indiana,  684;  Missouri,  725; 
Washington,    528 

Commission  organized  in  Wyoming,  728 

Conferences   with   officevs   of  public   utilities, 

265 

Engineers  as  members    [Cooley],    1158 

Exhibit   at   Panama-Pacific    Exposition,   707 

Extension  of  powers  in  New  Jersey,  598 

Investigation  in   New  York    (See  New   York 

City) 

Nominations    recalled    in    Pennsylvania,    810 

Ohio     Commission     sustained     by     Supreme 

Court,  597,  598 

Public    co-operation    at   commission    hearings, 

167 

Publication    of    annotated    reports    proposed, 

250 

Publicity    by    commissions    [Gushing],    c58 

(Qualifications,    Comment   on,   699 

Regulation  by,  [Maltbie,  Mitchel  and  Har- 
rison], 810 

Regulation    by    commission.       "Experimental 

service,"   167 

Regulation    of    common    carriers     [Duncan], 

632 

Service  standards  for  St.  Louis,  961 

Utility  law  amended  in  State  of  Washing- 
ton,  770 

Views  on  regulation  expressed  at  New  York 

State    Constitutional    Convention,    1086 

Work    during    1914.       Care    in    choosing    of 

personnel,   5 
Public  Service  Corporations: 

— —Co-operation  and  publicity  [Kingsbury],  223; 
Discussions  [Ely,  Connette],  216;  Com- 
ment,   213 

Order    against    duplication    of    facilities    in 

California,   525 

Policies  criticized    [Cooke],  522 

Principles  of  taxation,  784 

Regulation   [Atterbury],   378 

Publicity: 

Advantages   [Allen],  280 

Atlanta,    Ga.      Newspaper   advertising.    111 

Brooklyn      Rapid      Transit      Co.,      Publicity 

pamphlets,   205 

Code  of  principles  [Williams],  220;  Discus- 
sions [  Tripp,  Brush  ] ,  214 ;  C^omment, 
212 

— Cost  figures,  importance  of^  743 

Mailing  communications  with  dividends,   613 

New  publications; 

Chicago    Elevated    Railways,    952 
Tri-City  Railway  &  Light  Co.,  912 
Union  Traction  Co.,  Indianapolis,  820 
Virginia     Railway    &     Power    Company, 

692 
Portland   Railway,    Light    &   Power   Co., 
651 
Syndicated    anti-railway    news,    *462;    Com- 
ment, 499;  [Waters],  c  586 
Puget  Sound   Electric  Ry.    (See  Tacoma,  Wash.) 
Puget  Sound  Traction,  Light  &  Power  Co.     (See 

Seattle,   Wash.) 
Pumps,  Manhole  drainage,   Brooklyn,   *247 
Putnam  &  Westchester  Traction  Co.   (See  Peeks- 
kill,  N.   Y.) 


Rail    grinder,    One-man    (Equipment   Engineering 

Co.),  '475 
Rail  Joints  and  Bonds: 

■ — —Maintaining  the  return   circuit   [Skelly],  794 
Short   bonds   costly    [Fuller],    791 

(Abbreviations:      •Illustrated,      c  Correspondence.) 


Rail   Joints  and   Bonds:    (Continued) 

Tests  and  costs  of  electrically   welded  joints 

[Price!,   1156 

Track    bonds,    Norfolk   &    Western    Railroad, 

1067_ 

Railltss  traction   in   Shanghai,  China,  592 

Rails: 

Corrugation,    Harder   rails   suggested   as   pre- 
ventative of    [Sellcn],   578 

Life     of     open-hearth     steel     compared     with 

manganese    steely    on    curves,     BrooTtlyn 
Rapid   Transit   Co.    [Bernard],   383 

Manganese  double-web  guard  rail  I  Bernard], 

M27 

Outfit  for  laying,  Kankakee  &  Urbana  Trac- 
tion Co.    [Shelton],  *242 

Statistics  of  production  for   1914,  832 

• Titanium,      Influence      of,      on      segregation 

[Fitzgerald],   98 

Vanadium,  Test  of,  Pennsylvania  Steel  Co., 

*388 

\Vear  in  Chicago  B.  O.  S.  E.  report,  *1195 

Railway  Signal  Association: 

Spring    meeting,    1023 

Winter  meeting,    582 

Ralston,  Neb.: 

Omaha    &    Lincoln    Railway    &    Light    Com- 
pany 
New    issue    of    securities,    731 

Rates,   Railway    (See  Fares) 

Reactance    (See   Transmission    lines) 

Reading,  Pa.: 

Reading  Transit  Company,  New  line,   686 

Receiverships  and  foreclosure  sales  in   1914,  19 

Record  forms: 

Inspection   report,   Bridge  and  building,  Chi- 
cago, Ottawa  &  Peoria  Ry.,  *342 

Instruction     department     forms,     Rochester, 

N.    Y.,    367 

Recording    progress    in    assembly    of    equip- 
ment  [Litchfield],   *339 

Track  maintenance    [Hulett],   *669 

Recorder    for    passenger-mile    earnings    (Bonham 
Fare    Recorder   Co.),    *948 

Records: 

Equipment  failures  standardized,   1099 

Graphical,   and  their   use,    1014 

Records   as   evidence,    657 

Trouble     board     record,     Chicago     Elevated, 

Red    Book   ceases    publication,    463 

Referendums    in    Brooklyn,    Kansas    City,    Bo.ston 
and  Denver,  27 

Registers   (See  also  Fare  Collection) 

Regulation    (See   Public   Service  Corporations) 

Repair  shop  equipment: 

Adjustable   stand    for   forge   shop.    Blue    Hill 

Street    Railway,    ^997 

Ash    pit    for    blacksmith    forges.    Removable 

[Jenkins],   *425 

Cabinets  for  small  stock  at  Holyoke,  *899 

— —Coil-winding  unit    [Chubbuck],  *1213 

— — (  ombination  welding  and  cutting  outfit   (Im- 
perial   Brass    &ffg.    Co.),    *997 

('Oggles  on   grinder,   896 

— — Grinding   machine   for  grids   [Keller],    *64 

Headlight  test  bench   at   Holyoke,   '899 

Home  made  saw   for  light  tubing   [Parsons], 

*849 

Hydraulic  jack  for  pinion  removal   [Koppel], 

M039 

Oil-bath    tank    [Parsons],    *65 

Portable       commutator       slotter       rKopDell. 

•847 

Portable     electric     drills     (Western     Electric 

"Temco"),    *949 

Portable  lamp  bank  holder  [Janis],  *893 

Reel     for     live    conductor    used     in     moving 

cars  or  trucks  in  shop  [Parsons],  *894 

Switch    for    fixed    or    portable    lamps    in    pit. 

*899 

Repair   shop   practice: 

'Armature-room     force,     Denver     Tramwavs. 

1215 

Axles  reclaimed  by  welding   [Johnson],  *294 

— —Chicago  Elevated  R.   R.,  '551;  Comment.  540 

Commutator      soldering      torch      [Donovan], 

*1079 

Controller    segment   sample   boards,    *66 

Economic  limit  of  repair  shop  [Berry],   1027 

Forming   blocks   for    motor-case    bolts.    Rock- 
ford,    111.    [Graham],   *296 

Handling  armatures,    *1041 

Heating   pinions,    638 

Impregnation   of  coils  saves  copper,   640 

Increasing     hydraulic     press     output     ["Vul- 
can"],   1170 

Installation    and    removal    of    pinions    [Par- 
sons],   *674 

Jig    for    planing   bearing    caps    [Sutherland], 

944 

Knife    guard    for    jointer    and    hand    planer 

[Johnson],    *805 

Labor    side   of    maintenance,    540 

Lamp    bank    for    equipment    tests.    Portable 

[Hinman],    *513 

Locating  wheel  lathe  in  floor  recess,  *1040 

Maintenance  of  all-steel  cars  on  Long  Island 

R.R.,    •566;    Comment,    539 

Maintenance   of  pinions    [Parsons],   63S 

Milwaukee  Elec.   Ry.   &  lit.  Co.'s  procedure, 

•786 

Notched  stick  to  steer  wheel  sets.  New  York 

State   Rys.,   "592 

Publicity  in  the  shop,  Memphis,  699 

Removing   pinions    [Ross],    800 

Rethreadinp  pinion-ends   ["Vulcan"],  *720 

Safety   co-operation   with    employees,   ^43 

- — —Scientific  spirit  in  the  shop,  1189 


XII 


INDEX. 


[Vol.  XLV. 


Repair    Shop   Practice:  ^(Continued) 

Short  circuits  in  field  coils,  Testing  methods 

[Foote],  *64 
Sleeves    shrunk    on    worn    armature    shafts 

["Vulcan"],  *720 
Slotting       commutators       in       motor       shell 

[Koppel],   *847 

Temporary  drilling  outfit  at   Holyoke,   *1174 

Testing   armature   clearance    f Lewis],   S93 

Thrust    plate    for   worn    car   axles    [Vulcan], 

*635 
Trouble    board,     Tri-City    Railway     [Suther- 
land],  *1078 
• Voltmeier    measurements    of    direct    current. 

Table     [McKelway],     341 ;     Corrections, 

427 
Welding  worn  wheel  flanges  [Murphy],  *719; 

Danger  of  [Hayes],  *942;  Comment,  917 
Repair   Shops: 
Cleveland  Ry.,  Details  of  new  buildings,  168; 

[Keen],    c    290 

Evanston   Kail  way,   *660 

Holyoke   Street    Railway,    *930 

Norfolk   &   Western    Railroad,   *1069 

Springfield    (Ohio)    Ry.,   *556 

Republic    Railway   &   Light   Co.    (See   New   York 

City) 
Rerailer    for    cars    which    serves    as    derailer    for 

vehicles    (Sargent),    *594 
Resistances    (See    Motors) 

Rhode    IslanN^    Public    Utilities    Commission,    Re- 
port,  250 
Richmond,    Va. : 
Virginia   Railway  &   Power  Co. : 

Franchise  matters,  252,    1088 

New   publication,    692 
Riverside,    Cal.: 
Riverside,    Rialto   &   Pacific   Railroad: 

Purchase  by  Pacific  Electric  Co.,  690 
Rochester,   N.   Y. : 
Buffalo,    Lcckport  &   Rochester    Ry. : 

Linemen's    searchlight,    *472 
■ New  York  State  Rys.: 

Annual   report,   482 

Complaint   department,   23,   26 

Courtesy  of  employees,   21 

Cross  arms.  Malleable  iron,  on  wooden 
poles,    *297 

Electrolysis  developes  defects  in  con- 
crete poles   [Throop],    294 

Fare  case.  Three-cent,  Arguments  before 
commission,    117;    Decision,   439 

Instruction  of  employees,  Methods  of, 
and  effect  on  the  accident  record 
[Lawson],   367 

Passenger  handling  at  Kodak  Park,  *838 

Snow  removal  from  under-running  third- 
rail    [Hinman],    *469 

Step    lighting,    247 

Telephone  dispatching,   *885 

Train-operation,  Methods,  *7S2  _ 

Way    records    on    cost-per-section    basis 
[Falconer],   c  1035 
Rochester  Railway  &  Light  Co.,  Hydroelectric 

plant,  247 
Rockford,   111.: 
Rockford  Citv  Traction   Company: 

Mutual    Benefit   Association,    735 
Rockford    &    Interurban    Ry. : 

Forming  blocks  for  motor-case  bolts 
[Graham],   *296 

Bond   issue,   646 

Tail-light    box    [Graham],    *424 
Rolling  stock    (See  Cars) 
Rome    (Ga.)    Railway  &  Light   Co.: 

Car    maintenance,    383 

Runawav-car    ston    on    Lackawanna    &    Wyoming 

Valle>;    Ry.,    *706 
Rules,  Discussion  by  A.  E.  R.  A.  committee,  379 
Rush-hour,    Plotting    peak    traffic    as    an    aid    to 

schedule     adjustment,      Portland,      Ore., 

•138 


Safety-First     Movement      (See     Accident     Claim 

Dept. — Prevention) 
St.    Catharines,   Canada: 
Niagara,    St.    Catharines    &    Toronto    Ry. : 

Pav-as-you    enter    interurban    cars,    *246 
St.  Louis,  Mo.: 

.Titney  bus,   648 

— Service  order,   standards  of  operation,   961 

St.    Louis   Elect.    Term.    Ry. : 

Safety   record,    1197 
Service   order  fixing  standards  of  operation, 

961 
United    Railways: 

Annual    report,    481 

Children's  tickets,    260 

Comj^romise  of  tax   suit  suggested,   1129 

Earnings  decrease,   253 

Eliminating  stops,    1136 

Employees'  magazine,   260 

First  home  built  under  loan  plan,  863 

Headlight  tests,   639 

Manganese    steel    crossings    [  Hawkins] , 
c892 

Mill-tax  case,    112,    151,  349 

Mill-tax     decision.     Opinion     of     Judge 
Walker,    70 

Pension  plan,   78 

Rapid   transit   hearing,  204 

Service  inquiry,   77 

Signs  in  cars,  77 

Welfare    work,    487 
Salem,   Ore: 
Portland,   Eugene   &  Eastern   Railway: 

One-man   cars,    1136 


1136 
1030 


Terminal 


Salt    Lake    City: 

Salt   Lake    &    Ogden   Ry. : 

Steel     tie     construction     in     electrically 
warmed  concrete    [Bamberger],   *189 

High-tension    direct-current    system.    De- 
tails  of,    *54 
Utah  Securities  Corporation  takes  over  prop- 
erties,  435 
San    Antonio,   Tex. : 
San    Antonio   Traction   Company; 

Advertising    band    concerts. 

Track  construction    [Smith], 
San   Diego,   Cal. : 
Panama-California        Exposition, 

facilities,  *587 
San    Diego    Elec.    Ry.,    Division    of    accident 

savings   among    employes,    818 
San   Francisco: 

Accident  on  Fillmore  Street  hill,  1137 

California    Railway   &   Power   Co. 

Annual    report,   436 
Central   California  Traction   Company.   Lease 

to    Stockton    Electric   Railroad,   688 

■ Jitney    bus,    256,    648 

Municipal   Railway : 

Annual  report,  687,  1221 

Earnings     and     expenses     during     1914, 
1004 

Examination  of  emiiloyees,   355 

Extensions,    433,    1222 

Geary  Street  carhouse  enlarged,  667 

Stockton    Street    line,    112 

Ocean   Shore  R.   R.,  Assessment,  816 

Pacific  Gas   &   Electric   Co.: 

Bond   issue,  816 

Redemption  of   notes,    732 

Stock    distribution,    115 

Stock  dividend,   1180,   1004 

Public    relations    [  Lilienthal] ,    150 

Southern  Pacific  Co.,   Rate  case,   120,  260 

Street  traffic  signal,  *671 

Transfers  between  Municipal  Ry.  and  United 

Railroads,    605 
Transportation    facilities    during    Exposition, 

259 
United  Railroads: 

Attitude   to^vard    the    municipal    railway, 
250 

Commission  finds  deficit,  1003 

lixperiences  [Lilienthal],   150,  398 

Low-floor,    California    type    car,    *1016 

Policy    as    to    extensions    and    improve- 
ments, 200 

Protest  against  Municipal  Ry's  schedule, 
1136 

Two-car  trains  on  25%  grade,  *977,  1137 
San  Francisco-Oakland  Terminal  Rys.    (See  Oak- 
land,  Cal.) 
Sand-spreading     wagon     for     slippery     pavement 

(Havass),   300 
Sand,  experiences  with,  Chicago,  Ottawa  &  Peoria 

Ry.    [Carr],    143 
Sand   Tracks: 
Sand    trough    for   stopping   runaway   cars   on 

L.   &   W.    V.    Ry.,   *706 
Sanford,    Me.,    Atlantic   Shore   Electric   Ry. 

Fare   changes,    159 

Santa  Barbara  (Cal.)  &  Suburban  Ry,: 

Car-door  operation   [Lloyd],   *590 

Saskatoon,   Can. : 

Sale  of  municipal  railway  proposed,   304 

Sault    Ste.    Marie,    Mich, : 

Preventing  condensation  in  under-water  con- 
duit   [Koppel],    *296 
Saving  power  (See  Energy  consumption) 
Schedules  and   Time  Tables: 
Application     of     traffic    statistics    to     service 

[Doolittle],   *928 

Preparing  time  schedules     [SJoss],  795 

Schedule    speed    in    city    service.    Importance 

of    high    speed,    29 

Schedule  speed,   Neglected  factor,  742 

Scientific  car  schedules,  Comment,  700 

Short      headways.      Advantages      shown      by 

jitney,    967 
Schenectady,   N.    Y. : 

General   Elec.    C!o. 

Schenectady   Ry, : 

Fare   schedule. 

Rush-hour   methods,   30 
Scranton,    Pa.: 
Lackawanna    &    Wyoming    Valley    Railroad : 

Sand  stop  for  runaway  cars,  *706 
Scranton   Railway: 

Experience   meetings,   735,   818 

Extension  ordinance  annulled,  1227 
Scrap     material.     Handling     and     selling     [Alex- 
ander],  245 
Scrap      metals.      Sales      of      [Alexander],      192; 

[Yungbluth],    c  381 
Seating  capacity  of  cars.   Law  limiting,  Toronto, 

399;    (See  also  Loading  limits  for  cars) 
Seats: 

— —New  York  Municipal   Railway  cars.  *877 
Removable,   collapsible    for   motorman    (Elec- 
tric   Service    Supplies),    *I126 
Seattle,   Wash.: 

Jitney  bus,   649 

Seattle    Municipal   Railway: 

Accident   at    power   plant,   952 

Bond    issue    questioned.    770 

Carhouse    [Kennedy],   *513 

Cost   of    operation,    816 

Double  trolley  system,    [Kennedy],  *128 

Financial   difficulties,   431.   480,   598 

lipase   plan  defeated,    1219 

Legal  difficulties,   111 

Mayor's  veto  on  bond  issue,  198 


Annual   report, 
355 


814 


(Abbreviations :      *lllustrated.      c  Correspondence.) 


Seattle,    Wash.: 

Seattle  Municipal  Ry. :      (Continued) 

Keport    for    six    months,    201 
Right   to   operate,    523 
Sale   or    lease   suggested,    1 1 78 
Sale    rejected,    72 

Municipal    motor-bus    fund,    199 

Puget   Sound   Traction,  Light   &   Power   Co.: 

Change  in  street  grade,  *832 

Jitney     bus     issue,     1093 

Seattle-Everett   fare   reduction,    119,   311 

Service    order,    77,    776,    1094 

Strike   avoided,   767 

Wallingford  case,  819 

Seattle,  Renton  &  Southern  Ry. : 

Fare  case.  820 
Purchase  postponed,  434 
Right-of-way    condemnation    proceedings 
abandoned,  728 

Selling  of  car  wheels,  rails  and  scrap  iron 
[Alexander],   245 

Shelters   (See  Waiting  Stations) 

Signal  cord  bushing.  Fiber   (Pahler),   248 

Signals: 

Attaching  signal  wires  to  third-rail  [Mc- 
Kelway], *1038 

Automatic  flagman   [Brach],  806 

Block  system: 

Cab  signals,  British  view  of,   125 
Illinois    Traction    System.      Installations 

of  1914    [Leisenring],  *408 
Installation    for    city    service    in    South 

Bend,  Ind,    (Nachod),  *1127 
Interlocking  installation  on  Pacific  Elec- 
tric  Railway    (General  Railway   Sig- 
nal Co),  *946 
Maintenance  methods.  New  York,  West- 
chester   &    Boston    Ry.,    *S61;    Com- 
ment,  539 
Statistics  for  1914.   18;   Comment,  5 

Car    stop    and    start.    United    Railway,     St. 

Louis,  652 

Control    of    Street    Railway    Signal    Co.    by 

Electric  Service  Supplies  Co,,   680 

Highway-crossing  protection.  Report  of  Il- 
linois Electric  Railways  Association, 
*174;  Comment,  165 

Light: 

Self-contained    blocks^    Illinois    Traction 
System    [Leisenring] ,    *409 

Outdoor  substations  for,  *807 

Reports      at      Railway      Signal      Association 

meeting.   582 

Semaphore  and   automatic   whistle   for  street 

traffic,  San  Francisco,  *671 

Speed  control  system: 

New  York  Municipal  Railway  cars,  878 

Steam  railroad  statistics,    138 

Testing  signal  circuits,   1023 

Signs  on  cars: 

Destination  signs,  Legal  difficulties  in  Chi- 
cago, 77 

Illuminated  guide  signs  in  England,  *473 

Illuminated,    with    car   and    run    numbers    in 

Los  Angeles   [Stephens],   1169 

Street    and    station    indicator,    Los    Angeles. 

Cal,,  67 

Tail-light  or  classification  light  box,  Rock- 
ford, HI.   [Graham],  *424 

"We"    slogan    sign,     Kentucky    Traction     & 

Terminal  Co.    [Bacon],  c*292 

Single-phase  railways: 

Conversion  to  d.  c.  operation  without  inter- 
ruption of  service,  Annapolis  Short 
Line.  *542 

Operating  results  on   New  Haven,   229 

Progress  in  a.  c.  electrification,  10 

Prussian  State  Railways,  Silesian  electri- 
fication, *666 

Vienna-Pressburg  railway.  Choice  of  sys- 
tem, inductive  interference,  rolling 
stock,  *830 

Snow  removal: 

Cincinnati  suggestions,  259 

Clearing   an    under-running   third    rail.   New 

York  State   Rys.    [Hinman].   *469 

Snow-sweeper    with    out-board    broom.    New 

York  Rys.,  *320;  Comment,  317 

Vienna,     Austria,     Use     of     trailer     wagons 

]SpangIer],   *591 

Society   for   Electrical    Development: 

— Electrical   prosperity   week   organization,   686 

South  American  trade.  Consular  recommenda- 
tions on,  463 

South   Ben-d,  Ind.: 

Chicago.    South    Bend    &    Northern    Indiana 

Ry.: 

Signals  for  city  service,   *1127 

Southern   Pacific  Co.    (See  San  Francisco) 

Southwestern  Electrical  and  Gas  Association: 

Convention,  1025 

Mid-winter  meeting,  323 

Program  plans,  495 

Puestion  box,   1070 

Specifications,  Preparation  of,  Bay  State  Street 
Ry.,  90 

Speed    indicator,   electrical    (E.sterline  Co.),    *897 

Speed    indicator,    recording    (Holtzer-Cabot),    852 

Speed  of  cars  (See  Schedules  and  time  tables) 

Speyer,  Sir  Edward,   Retirement,   1176 

Spokane,  Wash.: 

^Washington  Water  Power  Company: 

Appraisal,  727 

Springfield,  Mass. : 

Springfield  Street  Railway: 

Arbitration   with   employees,   727 
Electrolysis  report,   507 
.         Strike,  684,  812,  901,  950,  1000 

Springfield,  Mo.: 

• Springfield  Gas  &  Elec.  Co.,  Rate  case,   110 


January- June,  1915.] 


INDEX. 


XIII 


Springfield,  Ohio: 

SpringfieM  Ry. : 

Repair  shops  and  carhouse,   *356 

Starting  resistance    (.See   Motors) 

Staten  Island  Midland  Railway  (New  York  City) 
Stationery  forms,  economy  in,  753 

Statistics: 

Cars  ordered  in   1914,    16;  Comment,   12 

Census   report   electric    railways.    Relation   of 

traffic  to  population,  distribution  of  in- 
come, classification  of  track  mileage,  pri- 
vate right-of-way,  96,   131 

Center   of    purchases   and    center    of    popula- 
tion,  166 

Coal  and  metal  production  in   1914,  92 

Economic    conditions    employees,    Bay    State 

Street  Railway.  *708 

Electric  railway  earnings  in  1914,  815;  Com- 
ments, 783 

Electric   railway  monthly  earnings,   647,   690, 

732,  774,  816,  861,  908,  957,  1005,  1047, 
1133,   1181,  1223 

Express  companies,  323 

— Figures   of    Bureau   of    Fare   Research    (four 

months),    183;   Comment,  269 

Indiana   railways   [Duncan],  456 

Indianapolis   terminal    station    traffic,    440 

Milwaukee    Electric    Railway    &    Light    Com- 
pany, 645 

Operating  statistics  of  the  New  Haven  Road, 

230,  231 

■ Passenger  car  orders  since   1908,  644 

Passengers   carried   and   accidents   to   passen- 
gers in  New  York,   134 

• Rail  production  in  United  States,  832 

Receiverships  and  foreclosure  sales  in    1914, 

19 

Signals     installed     during     1914.     18;     Com- 
ment; 5 

■ Steam    railroads,    Report   of    Interstate    Com- 
merce  Commission,    755 

Track  built  in   1914,   14;   Comment,   12 

Wages  of  different  industries,  726 

Steel,       Carbon-Vanadium       forging       (American 
Vanadium  Co.),  1126 

Steel     construction,     Terminology     for     [Keen], 
c290 

Stopping  of  cars: 

Cleveland,  Skip-stop,  205 

l>etroit,  Mich.,   311 

Indianapolis,    Stops   on  both   sides  of  street, 

311 

Influence    of    skip-stop    on    schedule    speed, 

742 

Milwaukee,  Wis..   Skip-stop,  205 

Near-side  stop,  List  of  cities  with,  31 

Ordinance  in   Springfield,    Mo.,    1184 

Reduction  in  number  of  stops   in   St.   Louis, 

1136 

Storage  battery  cars: 

Pall  bearings,  Value  of  [Farr],  *344 

Third   Avenue   Ry.,   Ampere-hour    meters   on 

cars.  593 

Strikes: 

Chicago,  111.,  *n65;  Comment,  1142,  1189 

Detroit     United     Railway.     951,     998;     Com- 
ments, 969 

-Fast  Liverpool,  522 

■ In  London,  998:   Comment.   968 

Springfield   Street  Railway,   684,   812 

Syracuse,     Empire     United     Railways,     726, 

767:  Comment,  783 

Wilkes-Barre,  726,  856 

Subsidized  extensions  of  street  railway  tracks  in 
Cleveland,  951 

Substations: 

.Annapolis  Short  Line,  *546 

Norfolk  &  Western  Railroad,  *1064 

Outdoor,  Covington,  Va.  (Transmission  Eng. 

Co.),  *519 

Portable     substations,     Pittsburgh     Railways 

Company,  *1039 

Rating  of  equipment,  Comment,  1142,  1191 

Reclosing    circuit    breaker     (Automatic     Re- 
closing  Circuit- Breaker  Co.),  996 

Semi-outdoor  portable,  Berkshire   Street  Ry., 

*56 

Switches: 

— — Double-throw    horn-gap     (Railway 
trial  Engineering  Co.),  *475 

Series     trip     for     high -voltage     oil 

(General  Electric),  *343 
Switzerland: 

Montreaux-Oberland  Ry: 

Ball    bearings,   *808 
Syndicated    Anti-railway    news, 
449;    I  Waters],    c  586 
Syracuse,   N.  Y. : 

Empire   United  Railway: 

Arbitration   with   employees,   999 
Strike,   726,   767 

New  York  State  Rys. : 

Manganese    steel    crossings     [Roundey], 

892 
Training    platform    recruits,    *704 
Way    records    [  Roundey] 


Indus- 
switches 


*462;    Comment, 


*945 


Tacoma,  Wash.: 

Puget  Sound   Electric  Ry.: 

Fare  change,  77 

Short  municipal  lines  open,   199 

Tanks: 

Rustless  steel   (Dover  Boiler  Works).  949 

Tatra  Ry.,  Hungary, 1650-voIt  d.c.  line,   248 


Taxation: 

Indiana    railway    statistics    for    1914,    53 

Principles  of,  784 

Real  significance,  925 

Refunding  illegal  collection  in  Ohio,   770 

Wisconsin,   EfiFect   of  increase   in  taxes  upon 

public  service  companies   [Gruhl],  234 
Taxicabs: 

(Operating  costs,  621 

Technical  journal,   Reading  of   [Cooper],  c716 
Temperature    measurements    using    metallic    salts 

(Nehls  Alloy  Co.),   106 
Terre    Haute,    Indianapolis    &    Eastern    (See    In- 
dianapolis, Ind) 
Testing  equipment: 

Portable  lamp  bank   [Hinman],  *513 

(See  also  Motors) 

Texas: 

__ — Interurban  consolidation  bill  passed,  1088 
Texas  Traction  Company   (See  Dallas,  Tex.) 
Third  Rails: 

Construction     of     2400-volt     line,     Michigan 

Railway.  *1146 
Cable-end    bell    (Electrical    Engineers    Equip- 
ment Co.),  *343  . 
High-voltage     third-rail     construction.      Sug- 
gested type  [Tracy],  *469  _ 

Snow     removal     from     under-running     third 

rail,    New    York    State    Rys.    [Hinman], 
*469 
Ticket-printing     machine      at      victoria     station, 

London,   *473 
Ties: 

Calculating  total   annual   cost,    570 

Pine   ties   reused   after   service   of   21    years, 

Brooklyn    Rapid     Transit    Co.     [Cram], 
295 

—Steel,   Laid   in  electrically  warmed   concrete, 

Salt  Lake  City   [Bamberger],  *189 

-Treated,  Costs  and  methods  of  handling,  182 

■   ■    -Treating  plant  on  Boston  &  Worcester  Street 
Ry..  *678 

Trough-shaped  steel    [Cambria],   *766        _ 

(See  also  Northern  White  Cedar  Association) 
Timber  preservation: 

A.  R.  E.  A.  report,  570 

Creosote  sources  in  U.  S.,  332  ^ 

Discussions    at    American    Wood    Preservers 

Association.   181,  237 

Treating  plant  on  Boston  &  Worcester  Street 

Ry.,  *678 
Titanium   (See  Rails) 
Toledo,  Ohio: 

Contempt  cases,  251,  1088 

litney  bus,  649 

^^Municipal  ownership  discussion,  856,    1042 

Toledo,    Fostoria  &   Findlay   Railway: 

Light-weight  steel  cars,  947 

Toledo   Railways  &  Light: 

Bond  issue  of  city  for  purchase  of  rail- 
way, 390 
Franchise  matters,  109,  149,  643,  728,  769, 
1087,  1220 
Topeka,  Kan.: 

Topeka  Street  Ry.: 

Passes  discontinued,  119 
Toronto,  Canada: 

Board     of     control     and     the     transportation 

problem.   251 

-Municipal  ownership  suggestions,   1130 

Rapid  transit  plans,  598 

Regulatory  bills  rejected,  687 

Toronto  Railway: 

Car  capacity  controversy,  399,  533 
Decision  on  type  of  cars,  1136 
Extensions,  249 
Fender  test,  391 

Service  extension  controversy.   198,  347, 
392,  903,   1094,  1176,  1183 
Track  construction: 

By    contractor    or    way    department?    [Gaus- 

mann],  895 

Cost  details,  Buffalo,   135 

]')eveIopment  in  1914,  7 

Flange-bearing    special    work     [Graves,    An- 

gerer,  Wilson],  c  1034  [Mitchell]   c  1119 

In  paved  streets   [Brown],   1028 

Faying    out    a    compound    curve.    Two    ways 

[StreizhefT],  *426 
— — Manganese  special  work: 

Experience     of     several     companies     on 

Pacific  Coast.  576 
Specifications,    1118 
Standard  composition,  755 

Mysterious  derailments  [Williams],  1078 

Non-splashing   electric   switch.    1083,    1127 

Crane  car.  Third  Ave.  Ry.    [Ryder],  763 

Rail-layinff  outfit,   Kankakee  &  Urbana  Trac- 

•     tion  Co.    [Shelton],  *242 

San     Antonio    Traction     Company     [Smith], 

1030 

Shockless    railroad   crossing,    Pacific   Electric 

Railway,  *994 

Special-work  shop   [Gausmann],  *992 

— —Statistics    of    1914    for    United    States    and 

C^anada,   14;   Comment,   12 
Steel    ties    laid    in    electrically    warmed    con- 
crete. Salt  Lake  City  [Bamberger].  *189 
Track  maintenance: 

Flange-bearing  special  work  beneficial,  871 

Folding  box  for  arc  welding  to  protect  pub- 
lic  [Williams],  *847 

Joint  repairs   [Gausmann],  803 

Life  of  open-hearth  steel  rails  compared  with 

manganese    steel,    on    curves,    Brooklyn 
Rapid  Transit  Co.   fBernard],  383 

^ 'fe  of  way  structure  [Wilson],  *1212 

Manganese-steel  crossings  in  Chicago,  *7I1 

(Abbreviations:      •Illustrated,      c  Corresjwndence.) 


Comment, 
&    Kansas 


Track   Maintenance:    (Continued) 

Pine   ties    reused    after   service   of   21    years, 

Brooklyn     Rapid    Transit     Co.     [Cram], 

295 

Real  economy  in,   1015 

Records    on    cost-per-section    basis    [  Hulett] , 

*669 
Records     on     New     York     State     Railways, 

Syracuse  lines  [Roundey],  *945 
Result   of   neglect    [Fuller],   791;   Comments, 

1065 
Shop   equipment   needed   to   turn   out   special 

work   [Gausmann],  992 
Special     manganese     steel     crossings     [Haw- 
kins, I  Roundey],  c  892 
Special     work    on     steel    structure,     Muncie, 

Ind.,    Maintenance   record,   *68 

Tools,   supplies  and  appliances   [Cram],   1169 

Way     dei)artment     rule     book     to     promote 

standard     practice,     Chicago,     Ottawa     & 

Peoria  Ry.,  89 
Way       records       on       cost  per-section       basis 

I  Fa.coner  |,   c  1035 
— —Weed  cutter   [Griffithsl,  *1121 
Trackless  trolleys: 

Considered  in  Pennsylvania,   150,  304 

In  Shanghai,  China,  592 

Traffic   Surveys: 

Importance  of   [Emery],  c  1119 

Organization     [I')oolittle],     1160; 

1141 
Schemes    in     Pittsburgh,    Boston 

City.  27 
Traffic  characteristics: 

Construction  of  models   fDoolittle],  cl077 

Statistical    measurements     [Doolittle],     *926; 

Comments,  917 
Traffic  Control: 
Semaphore    signals    with    automatic    whistles, 

*671 
Recommendations    of    Safety     First    Federa- 
tion  of   America,    1137 
Traffic  Investigations,  Cities: 

Detroit,    594,    664 
Traffic,  Rush-hour; 
Front-end    conductors    for    congested    points, 

31 
Prizes     for     relief     suggestions.     New     York 

Municipal    Art    Society,    1051 

Relieving  congestion  in  various  cities,  30 

Trailers: 

List  of  cities  using,  31 

Operation   in   Rochester,    N.    Y.,   *752 

Train   resistance    (See   Power    Consumption.) 
Transfers: 

Cost   of  printing,   704 

Printing  plant   of  Third    Ave.    Railway,   *702 

Privileges  in  Lawrence  Transfer   Case,  651 

Transformers,  signal  light  (General  Electric),  *67 

Transmission    Lines : 

■ "Linemen    as    tightwire    walkers,"    Portland, 

Me.,   *I93 
Linemen  s     searchlights,     Buffalo,     Lockport 

&   Rochester   Ry.,  *472 

Mechanical  cable  connections   [Fargo],  *1216 

Mechanical     and     heating     effects     of     short 

circuits.  Reactance  to  limit  [Gross],  132; 
Comment,    127 
—< — Norfolk  &  Western   Railroad,  *1064 
Underground   construction,   Report   of   N.    E. 

L.   A.   (fommittee,    1107 
Transportation,  United   States  department  recom- 
mended by  Howard  Elliot,  741 
Tri-City      Railway     &     Light      Company.        (See 

Davenport,    la.) 
Tri-State    Electric   &    Ry.    Co.      (See   East   Liver- 
pool,   Ohio.) 
Trolley  retrievers  and  catchers   (Sterling),   *343 
Trolley- wheel     oil-less     bushings    and     non-arcing 

harps    ( More    Jones) ,    *474 
Trolley    wire,    location    on   curves    [Foster],   •62, 

•105 
Trolley  wire  pick-up.  Lehigh  Valley  Transit  Co. 

[Branson],   *295 
Trucks : 

Angularity  on  curves,  ^1079 

■ Maximum  traction   (Taylor  Elec.  Truck  Co.), 

•1126 
Tucson,   Ariz.: 

One-man   cars  sanctioned,    1049 

Tulsa,    Okla,: 

Tulsa  Street   Railway,  One-man  cars,   1136 

Turbo-generators  and  Equipment: 

Arrangement    of    piping    at    remodeled    74th 

Street       Station,       Interborough      Rapid 
Transit   Co.,   746 
— ' — Auxiliaries   for    new    Havana   power    station, 

•923 

Losses  in  steam  turbines,  785 

Tuscaloosa,    Ala.:  • 
Birmingham-Tuscaloosa    Railway    &    Utilities 

Co..   Opening.    391 
Twin  City  Rapid  Transit  Co.      (See  Minneapolis, 

Minn.) 


U 


Union  Electric  Co.     (See  Dubuque,  la.) 

Union   Pacific  R.R.: 

Gasoline-driven  train    (McKeen),  *1215 

Union  Traction  Company  of  Indiana  (See  An- 
derson, Ind.) 

United  Lt.  &  Rys.  Co.  (See  Grand  Rapids, 
Mich.) 

United  Traction  Co.    (See  Albany,  N.   Y.) 

Urbana,    111.: 

Kankakee  &  Urbana  Traction  Co.,  Rail-laying 

outfit    tShelton],   *242 


XIV 


INDEX. 


[Vol.  XLV. 


Urbana,    111.:     (Continued) 

Urbana  &   Champaign   Railway,   Gas  &   Elec- 
tric Co.,  Bond  issue,  647 
Utah   Public   Utilities  proposed,  252 


Valuation  (See  Appraisal) 

Vancouver,   B.   C. : 

British    Columbia    Electrrc    Ky. 

Annual    report,    393 

l^are   reduction,   959 

Fireproof   carhouse,    *227 
Vancouver,    Wash. : 
Washington-Oregon  Corporation : 

Keorganizaton,  954 
Vehicular    obstruction,    Relieving,    29 
Vending  machine  for  electric  cars   [Drum],  *388 
Ventilation  of  cars,  Chicago  ordinance,   120 
Vienna   (See  Austria) 
Virginia    Railway   &   Power   Co.    (See   Richmond, 

Va.) 
Voltmeter  measurements  of  direct  current.  Table 

[McKelway],  341;    C!orrections,   427 


W 


•33 


Waiting   stations    and    shelters: 

Practice   in  various  cities, 

Walworth,  Wis.: 

Chicago,   Harvard   &   Geneva    Lake    Railway, 

Bond  issue,  689 
War: 

Eflfect  on  railways  in  Berlin,  729,  813 

Washington,  D.  C: 

Capital  Traction   Company: 

Annual  report,  730 

Mating     of     gears     and     pinions     [Dal- 
gleish],   942 
City   &   Suburban   Ry.,   Change   in   zone    sys- 
tem denied,  311 

Conductors  required  on  trailers,   605 

Consolidation  plans  for  street  railways,   1223 

Grosser    bill    in    Congress,    112,    199 

Merger   of  street   railways,   305 

Potomac   Electric   Power   Co.: 

Christmas  entertainment,   119 

Trailers,   Hearing  on,    355 

■ Washington,   Berwin   &  Laurel  Electric   Ry.: 

Fare   zone  petition  denied,   78 
Washington  &  Maryland  Ry.: 

Valuation,    732 


Washington,   D.   C;    (Continued) 

— —Washington   &  Old  Dominion   Ry.: 

Decision  on  delayed  delivery  of  material, 
1177 
Washington  Railway  &   Electric  Company: 

Annual  report,  771 

Bond  issue,  690 

Christmas  entertainment,  119 

Company  section,  Meeting,  419 

Protit-shanng  results,    157 

Washington   Utilities  Co.,   Note  offering,  816 

Waste  paper  baling: 

Equi])ment,  *66 

Methods  [ Youngbluth],  c  239 

Waste,  Trade-marked,  standardized  waste    (Royal 

Mfg.    Co.),    1174 
Waterloo,   Iowa: 
Waterloo-Cedar  Falls  &   Northern    Uaihvay: 

Steel   parlor   cars,    *932 
Welding,   special   methods: 
Dangers     of     welding     worn     wheel     uanges 

[Hayes],  c*942;  Comment,  917 

Folding  box  to  guard  public  [Williams],  *847 

Oxy-acetylene    equipment    (Imperial    Brass), 

*517 

Oxy-acetylene  weld  on  large  casting,  *898 

Portable  arc-welding  outfit  on  line  car,  *n23 

• Restoring  worn  wheel-flanges  [Murphy],  719 

Wendelstein  Ry.   (See  Germany) 

West  Jersey  &  Seashore  Railroad: 

Lease   to   Pennsylvania   R.    R.    not  approved. 

Commission  upheld  by  courts,  903 
West  Virginia: 
Public     Service     Commission     appointments, 

1129 

Public  Utility   Association  organized,  953 

Western     Association     of    Electrical    Inspectors, 

Convention,  285 
Western   Red   Cedar   Association : 

^Annual  meeting,   180 

Western   Society  of  P-ngineers: 

Electrification  discussed,  579 

Westinghouse    Electric   &    Mfg.    Co.: 

Absorbs  Westinghouse  Machine  Co.,  7i 

Annual   report,   1002 

Wheaton,   111.,   Aurora,    Elgin   &   Chicago    R.    R.: 

Oil-saving  filler  for  motor-axle  cap.  *66 

Wheel  grinder: 

Inexpensive    tvpe    (Wheel-Truing    Brakeshoe 

Co.),  *1175 
Wheels: 

Cause  of  thick  &  thin  flanges   [Lloyd],   1037 

Derailments   from   worn    flanges    [Williams], 

*1037 
Welding  worn  flanges  [Murphy],  •719;  Dan- 
ger  of    [Hayes],   *942;   Comment,   917 


Wilkes-Barre,   Pa. : 
Wilkes-Barre   Ry. : 

Center-entrance  cars,   *518.   *593 

Strike,    151,  726,  856,   1049 
Willoughby,    Ohio : 
Cleveland,  PainesviUe  &  Eastern  Railroad: 

Annual    report,    905 
Wilson,     President.     Address     at     convention     of 

American    Electric    Railway    Association, 

217,   275;    Comments   of   the    press,    27.8; 

Opinions       [Shonts,       Williams,      Budd, 

Clark,  Cummings],  c  290 
Window    cleaner,    Fixed   squeegee    for   vestibuled 

cars.  Third  Avenue  Ry.   [Johnson],  *339 
Winnipeg,  Can.: 

Service  order,  525 

Stopping  of  cars,  159 

Winnipeg   Electric   Railway: 

Annual   report,  687 

Reduction   in   dividend,   690 

Service  reduction,  819 
Winona    (Minn.)    Ry. : 
One-man    car.    Experience    with     [Howard], 

*233;   Comment,  212 
Wiring  cars: 

Change  in  code  recommended^  285 

Wisconsin  Electrical  Association: 
— ■ — Convention  proceedings,  232 
Wisconsin     Railway,    Light    &    Power    Co.     (See 

Milwaukee,  Wis.) 
Wood,  Treatment  (See  Timber  Preservation) 
Worcester,   Mass. : 
■ Worcester  C^^onsolidated   Street  Ry. : 

Equipment  cost  data,  427 
Workmen's  compensation  (See  Employees,  Insur- 
ance) 


Yonkers  (N.  Y.)   Ry.: 

— — Near-side    stop,    819 

Voungstown,   Ohio : 

■ — —Mahoning    &    Shenango    Valley     Railway    & 

Light  Co. : 

Company    publication,    158 

Freight  rates,  311 

Increase  in   wages,  735 


ZanesTiUe,  Ohio: 

— — Southeastern   Ohio   Railway,   Light   &   Power 

Company: 

Receiver    appointed,    956 


AUTHOR  INDEX 


Adams,  H.   H.     Motor  ventilation,  c  990 
Alexander,   J.    P.      Handling   of   scrap   material, 
245 

Sales   of  scrap   metals,    192 

Allen,  C.  L.  Address  at  mid-year  meeting,  280 
Allen,  W.  L.  Railway  motor  gearing,  1201 
Angerer,  V.  Flange-bearing  special  work,  1034 
Archbold,  W.  K.  The  Vienna-Pressburg  elec- 
trification, 989 
Arthur,  William.  Filing  of  technical  literature. 
c511 

Locomotive  design,  c  1209 

Austin,     George    E.       Comments    on    insulating 

tape,  888 
Bacon,  F.   W.     The  "We"  slogan  sign,  c  *292 


B 


Bamberger,  J.  M.  Steel  tie  construction  in 
electrically- warmed    concrete,    *189 

Bancroft,  William  A.    Zone  system  of  fares,  c  890 

Barnes,  J.  P.  What  constitutes  good  and  suffi- 
cient   maintenance?    467 

Baugher,  E.  C.  Feeder-tap  resistance  in  ro- 
tary-converter practice,  c  799 

Beagle,  N.  R.  Chemical  department  of  Illinois 
Traction    System,    433 

Bennett,  H.  K.  Making  the  safety  movement 
permanent,  c  717 

Bernard,  M.     Car  life  of  plain  curves,  383 

Berry,  V,  W.  Economical  limit  of  the  repair 
,       shop,   1027 

Blackburn,    A.    A.      Recruiting    car    at    Belfast, 

Bradlee,    Henry    G.      Investment   per   passenger, 

c987 
Branson.    Harry.      Brackets   for    carrying   lifting 

jack  under  side  sill,   *191 

Trolley   wire  pick-up,   *295 

Brown,    B.    R.      Track    construction    in    paved 

streets,   1028 
Brownell,    H.    L.      "Safety    First    for    You    and 

Me,*'  749 
Brush,   M.    C.      Brass   band   in   the   safety   move- 
ment,  c  845 
Buck,    A.    M.      Proportioning    of    railway    motor 

resistances,   *330 

Time  element   in   controller  notching,  c  "672 

Budd,    B.    I.      The    President's    address,    c  290 
Burritt.     E.     B.       Washington     conference     and 

dinner,  187 


Cadle,    C.    L.       National    electrical    safety    code, 

c  1036 
Cameron,    G.     M.       Calculation    of    starting    re- 
sistances   for    railway    motors,    c  238 
Carr^   W.   F.     Railway  sand  experience,    143 
Castiglioni,    F.      Chart    for    use    in    transforming 
motor    speed    curves    for    different    volt- 
ages,  *515 

Starting      resistance      for      railway      motors, 

c  336,    c381 
Chubbuck,  O.  P.     Coil-winding  unit,  *12!3 
Clark,     James     S.       Car-load     freight     on     small 

lines,    1114 
Clark,    W.    T.      The    President's  address,   c  290 
Cole,    W.    W.      Causes    of    corrosion    of    under- 
ground  structures,   c  186 
Cooley,  M.  E.     Engineers  and  public  service,  1158 
Cooper,   H.   S.     Mating  gears  and   pinions,  c  890 
■ "Mixing"   as  an  asset   of  public  utility  busi- 
ness.  842 

Reading  a  technical  journal,  c  716 

Coors,    W.    F.      Graphic    commercial    progression 
method     for     starting- resistance    calcula- 
tions,   *761 
Corning,    J.    W.       Effects    of    incorrect    starting 

resistances,   c  *93 
Cram,    R.    C.      Track   tools,    supplies   and   appli- 
ances,   1169 

^Use  of  old  pine  ties,  295 

Warning    signs    to    protect    paving    work    in 

tracks  under  traffic,    *893 
Crecelius,    L.    P.      Feeder-top    resistance    in    ro- 
tary-converter  practice,  c  799 

National    electrical    safety    code,   c  941 

Crosby,   O.    T.      Code   of  principles,   c  370 
Cummings,  J.  J.     The  President's  address,  c  290 
Gushing,   W.  F.     Publicity  by  public  utility  com- 
missions,  c  58 


D 

Dalgleish.    R.    H.      Notes   on    gears   and   pinions, 

•942 
Dana^  Edward.      Dispatching  city   cars,    *802 

■ Graphic    comparisons   of    accidents,    *58 

Decamp,  H.  C,  Human  element  on  electric  rail- 
ways, 1157 
Donovan,    t.    C.      Commutator    soldering    torch, 

•1079 
Doolittle,    F.    W.      Traffic    characteristics.    *926, 
C1077 

^(Abbreviations:      'IHustrated.      c  Correspondence.) 


Doolittle,  F.   W.      Organizing  the  traffic  survey, 

1160 
Duncan,  Thomas.     Regulation  and  railway  rates, 

456 


Earle,  S.  C.     Bettering  the  use  of  English,  c  94 
Edmunds,   V.   L.     Registration  of  fares,  c  716 
Emery,  J.  A.     Traffic  characteristics  and  invest- 
"ment  per  revenue  passenger,  c  1119 


Falconer,  D.  P.  Way  records  on  a  cost  per 
section   basis,  c  1035 

Farlow,  W.  B.  Low-floor  California-type  car, 
1016 

Feustel,  Robert  M.  Investment  per  passenger, 
c  1077 

Fisher,  D.  G.  Presidential  address.  South- 
western   Association.    1027 

Fisher,  Dr.  H.  E.  Chicago  Elevated  Ry.  medical 
methods,  *1192 

Fitch.  G.    r..      Power   dispatching,   *470 

Foote,  F.  J.  Methods  of  testing  for  short  cir- 
cuits  in  field   coils,   *64 

Foster,  S.  L.  Location  of  trolley  wire  on 
curves,    *62,    *105.    142.    191.    *244 

Fox,  Ralph.  Baffle  plate  for  motor  axle  bearing 
caps,  *424 

Fuller,   Carl  H.      Deferred  maintenance,   791 


Ganz.  A.  F.  Corrosion  of  metals  in  natural 
soils,   c  420 

Gansmann,  S.     Joint  repairs,  *803 

— ■ — Methods  and  costs  of  concreting  modern 
pavement,   718 

Special-work  shop  for  electric  railways,  *992 

— — -Track  work  by  contractor  or  way  depart- 
ment?  895 

George.  F.  K.     Results  of  safety  work,  794 

George,  S.  G.     (See  Rettger,  E.  W.) 

Gibbs,  George.  Electrification  of  the  Norfolk 
&   Western    Railway,    581 

Gove  Wm.  G.  Testing  railway  motor  insula- 
tion,  c  1119 

Graham,  J.  N.  Forming  blocks  for  motor  case 
bolts,    *296. 

Illuminated    train-number    box,    *341 


January-June,  1915.] 


INDEX. 


XV 


Tail-light   or   classification    light   box,    "424 

Graves,  W.  F.  Flange-bearing  special  work, 
c  1034 

Griffiths,  R.  E.  Northern  Texas  Traction  weed 
cutter,  *1121 

Gruhl.  Edwin.  Increased  taxation  in  Wiscon- 
sin and  its  effect  upon  public  service 
companies,    234 


H 


Hanna,  J.  H.  National  electrical  safety  code, 
c  1036 

Harding,  C.  F.  Calculation  of  starting  resist- 
ances for  railway  motors,  c  186 

Education   and   the   code    of    principles,    c  58 

Harte,  Charles  Rufus.  The  Vienna-Pressburg 
electrification,   c  989 

Harvie,  W.  J.  Bureau  of  Standards'  safety 
rules,    c  758 

Hawkins,  C.  L.  Recent  manganese  steel  cross- 
ings,   c  892 

Hayes,  Morgan  D.  Danger  of  welding  processes 
as  applied  to  tires  and   wheels,   *942  ^ 

Hellmund.  Rudolph  E.  Advantage  and  limita- 
tions of  railway  motor  ventilation,   *833 

Hemming,  R.  N.  Accounting  and  mechanical  de- 
partments, 1153 

Henderson,  G,  R.  Important  factors  in  steam 
railway    electrification,    c  380 

Hewes,  J.  E.  Collection  and  registration  of 
city   and   interurban   fares.   466 

Hinman,  F.  L.  Portable  lamp  bank  for  equip- 
ment  tests,    *513 

Removing    snow    from    under-running    third 

rail,    *469 

Restoring:  loaded  freight  cars  to  side  bear- 
ings  in  rounding  short   curves,   *425 

Hixson.  L.  T.  Analyzing  the  balance  sheet, 
1112 

Howard,  R.  M.  Experience  with  one-man  elec- 
tric  car   in  small   city,   *233 

Hulett,  Frank  W.  Way  records  on  cost  per 
section    basis,    669 

Hemming,  R.  N.  Relation  between  accounting 
and  mechanical    departments,    1153 

Hunter,  E.  H.  Fuel  values  of  coal,  oil  and 
gas,   984 


Jackson.   D.   C.     Teachers  and  the  industry,  c  93 
Jenkins,    J.     R.       Removable    ash-pit    for    black- 
smith   forges,    *425 
Johnson,   A,   R,      Case-hardened  collar  and  weld- 
ing reclaim  worn  button-end  axles,  *294 

■ Fixed  sqneegee  for  vestibuled  cars,  *339 

Knife  guard  for  jointer  or  hand  planer,  "SOS 

• Sandbox    opened   by    fender   trip,    *106 

Johnson,   J.    J.      The    jitney    situation,    985 


Katte,    E.    B.       Maintenance    costs    on    the    New 

York  Central   Railroad,   580 
Keen,  C.   G.      Semi-steel  cars  in  collision,  c  *715 

Terminology   for   steel   construction,   c  290 

Keller,   C.   L.      Locomotive  and  trail  cars  in   De- 
troit,  United   freight  service,   *848 

Machine   for  grinding  home-made  grids,   "64 

Kennedy,   H.   J.      Carhouse  of   Seattle   Municipal 
Railway.    *513 

Double   trolley   system    in    Seattle,    *128 

Kingsbury,   N.    C.      Public   service   and   publicity, 

223 
Koehler,  C.  H.     Meters  and  men,  p"633 
Koppel,    J.    G.      Ground    wire    alarm,    *144 

Home-made    junction    box,    *383 

Hydraulic  jack  for   pinion   removal,   •1039 

Preventing      condensation      in      under- water 

conduit,   *296 

Slotting    commutators    in     the    motor    shell, 

*847 


Laney,  C.  J.  Is  the  handling  of  free  baggage 
a    traffic   error,    412 

Lawson.  A.  J.  Tramways  in  the  United  King- 
dom, Analysis   of   operating  results,  929 

Lawson,  George.  Results  obtained  by  instruc- 
tion department  of  New  York  State 
Railways,    Rochester  lines,    367 

Layng,  J.  F.  Economies  in  operating  small  cars, 
*979 

Leisenring,  John.  Signaling  on  the  Illinois 
Traction    System.    *408 

Leonhauser,  IL  A.  Maintenance  cost  reduction 
by  proper  handling  of  equipment  and 
departmental    co-operation,    384 

Lewis,  A.  P.  Checking  air  gap  by  solder  spots, 
893 

— — Eliminating   frills   to   reduce   paint   cost,   847 

Home-made   cast-iron    axle    bearing,    *760 

Testing  motors  for  electrical  and  mechani- 
cal  conditions,    1037 

Lewis,  E.  L.  The  jitney  bus  in  Los  Angeles. 
c  757 


Litchfield,  Norman.  Recording  progress  in  con- 
struction of  cars  and  assembly  of 
equipment,    *ii9 

Lloyd,  J.  N.  Car-door  operation  with  sprocket 
chain   and   worm    shaft,    *590 

Lloyd,  M.  M.  Cause  of  thick  and  thin  wheel 
flanges,    1037 


M 


McGrath,  D.  J.  Investment  required  per  pas- 
senger.   881 

McAloney,  W.  H.  Mating  gears  and  pinions, 
c990 

— — Uniformity  in  car  colors,  c  468 

Working     ordinary     and     hard     gears     and 

pinions   together,    *803 

McColIum,    Burton.      (See    Rosa,    E.    P.) 

Mclntire,  J.  B.  Engineering  considerations  in 
a    proposed    line,    c  799 

McKelway.  G.  H.  Attaching  signal  wires  to 
third-rail,    *1038 

-— — Dead-ending   feeders   to   metal   poles,   *143 

— — Safe  and  unsafe  way  of  cutting  concrete, 
*993 

Voltmeter    measurements    of    direct    current, 

341 

Meriwether,  Richard.  Welfare  and  educational 
work  among  employees.    1029 

Mitchell,  L.  A.  Flange-bearing  special  work, 
c  1119 

Mills,  John  F.  Investigating  and  handling  auto- 
mobile accidents,   1203 

Moyer,  J.  A.  Future  central  station  develop- 
ment,  c  987 

Mulder,  H.  J.     Maximum  motor  input,  c  511 

Murphy,  F.  A.  Restoring  steel  wheel  flanges 
with  a  welder,  *719 

Muskat,  Carl.     Wisconsin's  compensation  law,  234 


N 


Neereamer,  A,  L.  Report  of  secretary-treasurer 
of  Central  Electric  Railway  Association, 
413 

Nottage,  C.  II.  Electric  railway  freight  in  Maine, 
1213 


Palm,  C.   I.     The  jitney  bus,   795 
Palmer,   L.   R.     Organized  safetv,  936 
Palmer,  W.  K.     Value  of  published  costs,  c  845 
Parshall.    H.    F.      Motor    overloads   and    flashing, 

c57 
Parsons,  R.  H.     Block  to  protect  switch  blades  of 
type-K  controllers,  *386 

Home-made  saw  for  light  tubing,  commutator 

bars,  etc.,  *849 

Oil  bath  tank,  *65 

Painters*  putty  and  shellac  for  repairing  con- 
troller  division   plates,   470 

Pointers   on  the  installation   and  removal  of 

pinions,  638,  *674 

Power   reel    for   cars,   trucks,    etc.,    *894 

■ Use  of  gas  flame  in  removing  pinions,  c  988 

Ventilating  scheme  for  increasing  motor  out- 
put,   *n70 
Phillips,  W.  H.     Mating  gears  and  pinions,  c891 
Phillips,  F.  R.     Ventilated  motors,  c  1209 
Pontecorvo,    G.      Italian    three-phase    electrifica- 
tions, *450 

Three-phase    Italian     passenger    locomotives, 

*283 
Price,  E.  C.     Track  joining  and  bonding,   1156 
Priest,      Edward      D.         Self-ventilated      railway 

motors,   c  891 
Purtee,  L.   G'.      Fuel  values  of  rnal,  oil  and  gas, 
984 


Quick,  Howard  P.     The  passing  of  a  great  engi- 
neer—Dr.  F.   S.  Pearson,  c  988 


Roundey,    E.   P.      Recent   manganese   steel   cross- 
ings,   c  892 

Way  records,  *945 

Ryder,  E.  M.  T.     Crane  car  for  track  work,  763 


Saunders,  George  B.     Utility  appraisals,  984 

Schneider,  E.  F.  Making  the  safety  movement 
permanent,  c  800 

Scott,  Charles  B.  Making  the  safety  movement 
permanent,   c  801 

See,  P.  V,     Painting  cars  in  two  days,  *584 

Relay  setting  to  maintain  uniform  accelera- 
tion,  *76I 

Shelton,  T.  W.  Rail-laying  outfit  on  the  Kanka- 
kee &  Urbana  Traction  Co.,  *242 

Sherwood,  E.  C.     The  three-in-one  car,  *1121 

Shonts,    T.    P.       The    President's    address,    c  290 

Simmon,  K.  A.  Calculations  of  starting  resist- 
ances for  railway  motors,  c  238 

Skelly.  F.  V.     Railway  return  circuits,  794 

Slater,  F.  R.  Advertising  influence  of  the  em- 
ployee,  1029 

Sloss,  L.   L.     Time  schedule,  795 

Small,  Oren  A.  Electric  light  and  power  account- 
ing,  1113 

Smith,  Charles  H.  Feeder-tap  protection  and 
care   of  commutators,   827 

Smith,  G.  W.  Track  re-construction  in  San  An- 
tonio.  1030 

Spangler  Ludwig.  Motor  cars  supplant  horses 
for  drayage  in  Vienna,  *637 

Trailer  wagons  in  Vienna  snow  removal,  *591 

Sprague,  Frank  J.     Regenerative  braKinc.  4076 

Squier,  C.  W.  Equipment  defects,  *102,  *242, 
*382,  *591,  *635,  *677,  *740 

Stahl,  Nicholas.  Effect  of  remote  feeder  taps  on 
schedule  speed,  *991 

Stearns,  R.   ti.     Zone  fares  in  Milwaukee,  *836 

Stephens,  E.  L.  Los  Angeles  illuminated  destina- 
tion  signs.    *1169 

Storer,  N.  W.  EJfctrification  on  New  Haven 
road,  c  335 

Stott,  H.  G.  Rational  units  for  the  boiler  room, 
c468 

StriezhefF,  S.  Two  ways  of  laying  out  a  com- 
pound  curve,   *426 

Strong,  Elmer  E.  Telephone  dispatching  in  city 
service,   *885 

Sutherland,  John.  Balanced  door-operating  mech- 
anism,  "1038 

Tri-City    trouble    board,    *1078 

Tri-City  railway  bearing  practice,  "944 


Tanis,  G.  B.  Improved  portable  lamp  bank 
holder.  893 

Thomas,  Carl  C.  Possible  lines  of  power  plant 
progress,   c  939 

Throop,  H.  G.  Electrolysis  develops  defects  in 
concrete   poles,   294 

Tingley,  C.  L.  S.  National  electrical  safety 
code,    c  845 

Tinnon,  John  B".  Paving  experience  at  Joliet, 
1079 

Tracy,  A.  H.  High-voltage  third-rail  construc- 
tion,  "469 


R 


W 


Ga., 


Ralston,  S.  M.     Interurban  fares  in  Indiana,  456 

Reed,  D,  A.  Workingmen's  compensation  in 
Pennsylvania,   980 

Remington,  G.  W.  Selection  of  city  motor  equip- 
ment, 675 

Rettger,  E.  W.,  and  S.  G.  George.  Stress  analy- 
sis of  the  Chicago  steel  car,  c  *291 

Richey,    Albert    S.,    Bay    State    arbitration,    c  758 

Ricker,  C.  W.  New  power  station  for  Havana, 
"920 

Roberts,  Clarence.  Training  steam  railroad  men 
for  electrical  operation,  *970 

Rooke,  George  F.  Automatic  registration  of 
fares,   c  844 

Rosa,  E.  B.     National  electrical  safety  rules,  750 

The  safety  code,  c  939 

— — and  Burton  McColIum.  Corrosion  of  metals 
in  natural  soils,  c  419 

Ross,  A.  A.  Removing  pinions  from  motor 
axles,   c  800 

(Abbreviations:      *IIlustrated.      c  Correspondence.) 


Wade,    A.      Maintenance,   of   cars    at    Rome, 
383 

Waterman,  F.  N.  Corrosion  of  metals  in  natural 
soils,  c  420 

Waters,  W.  T.  The  jitney  bus  and  syndicated 
news,  c  586 

Weeks,   T.   W.      Federal   reserve  system    222 

Welsh,  H.  S.  Interest  rates  on  public  utility 
bonds,   c  137 

New  Jersey  decision,  c  57 

Welsh,    Maurice   A.      Welfare   measures   for   em- 
ployees^ 841 

Whitney,  G.  C.  Company  section  movement, 
c  511 

Williams,  R.  P.  Derailments  from  worn  flanges, 
•1037 

Folding  box  to  guard  the  public  when  weld- 
ing  track,    *847 

Mysterious   derailments,    1078 

Williams,  T.  S.     The  code  of  principles,  220 

The  President's  address,  c  290 

Wilson,  George  L.  Flange-bearing  special  work, 
c  1034 

Wilson,    T.   H.      The  jitney  situation,   c  421 

Jitneys   vs.    light   cars,   c  1206 

Wilson,  P.  Ney.     Life  of  way  structure,  "1212 

Wilson,  Woodrow,  President.  Address  at  meet- 
ing of  American  Electric  Railway  Asso- 
ciation, 217,  275 


Yungbluth,   B.   J.      Baling  waste   paper,   shavings 

and  excelsior,  c  239 
Sale  of  scrap  metals,   c  381 


XVI 


INDEX. 


[Vol.  XLV. 


PERSONAL 


Adams,  Charles  Francis,  653 
Aldred,   J,  E.,   778 
Alexander,  Harry  W^  79 
Alexander,   Norman  S.,  *962 
Alexander,  Walter,  312 
Allen,  Edsar,  488 
Allen,  J.   Drew,    1051 
Allen,   Walter  Spooner,  737 
Allison,   Giles   S.,    121 
Anthony,   Nathan,  160 
Armstrong,  Alexander,  Jr.,  312 
Atherton,   F.   B.,  736 

Baird,  J.  L.,  312 
Balfour,  Robert  A.,  401 
Baltzer,   A.,   312 
Bamberger,  Julian  M.,  1227 
Bancroft,  William  H.,  913 
Banghart,  C.  S.,  442,  *448 
Barnard,  F.  S.,  312 
Beach,   II.   L.,  442,  *S34 
Beck,  A.  E.,  400 
Bennett,  S.  H.,  312 
Benz,  G.,  356 
Berliner,    R.    W.,    1185 
Bibb,    W.    A.,    206 
Blain,    H.   E.,  356 
Blake,   W.    E,,   356 
Bock,    E.   J.,    120 
Borchers,   William,  694 
Brain,  O.   W.,   778 
Brewster,  John   C.,  313 
Bronsdon,  M.   H.,  653 
Brown,  C.  E.,  356 
Brown,  John  W.,   1185 
Brown,  Richard  S.,   1227 
Birdd,  D.    E.,   121 
Bullock,  George,  312 
Burt,  Byron  T.,  1185 
Byllesby,  H.  M.,  442 

Callahan,  B.  L.,  206 
Campbell,  R.  V.,   1137 
Cantrell,  Deaderick,  H.,  820,  913 
Capitain,  Henry  I).,  *864 
Cargill,   Walter   N.,   400 
Carmalt,  James  W.,  79 
Carr,  James   O.,  864 
Carraway,  Leake,  442 
Carroll.  Edward  J.,  400 
Chadwick,  C.  T.,  1137 
Chapman,  C.  T.,  442,  488 
Chapman,  Clarence  L.,  79 
Chase,  Benjamin  Ellery,  694 
Chisholm,  William   W.,  313 
Clapp,  Harold  W.,  1009 
Clapper,  Will.  442  534 
Clay,   Herbert,    261 
Cole,  C.  C,  606 
Collette,  H,   S.,  912 
Collins,  T.  v.,  652 
Colvin,  C.  W.,  312 
Cook,  R.  S.,  736 
Coons,  Charles  A.,  820 
Cooper,  C.  P.,  312 
Cosgrove,  Robert  E.,  261 
Couch,   H.   C.    1051 
Cox,   George   M.,   79,  261 
Criliy,  John   A.,   778 
Cronbach,    Ernst,    161 
Crook,  R.  W.,  1227 
Crosby,    Oscar    T.,    606 
Curran,   D.  D.,  *121,   160 
Curtis,  Rodney,   1051 
Curtis,  T.,  206 
Cutter,  George,  778 

Daly,  David,  442,  "1051 
Davidson,  A,  T.,  488 
Davis,  W.   L.,  206 
I>ay,   Joseph   P.,   1009 
De  r.^marter,  L.  J.,  400 
Dewey,  Francis  H.,  1095 
Dihbins,  W.  J.,   1009 
Dill,   S.   T.,  312 
Donlon,  Joseph,  121 


Dows,   S.   C,  736 
Draper,  Walter  A.,   160 
Drayton,  Henry  Lumley,  1137 
Duffy,   C.    Nesbitt,   488 
Dunn,  Sherman  W.,  606 

Eagleson,  Freeman  T.,  1095 
Eastman,  Joseph  B.,   120 
Edwards,  Allen  F.,  1095 
Elwell,  Charles  C,  534 
Englis,  John,  736 
Estabrook,  G.  L.,  400 
Evans,  Martin,  864 
Erickson,  Halford,   *912 
Ewing,  M.  C,  *261 

Fairchild,  C.  B.,  Jr.,  1137 
Feustel,  Robert  M.,  400 
Fisher,   F.    E.,   *206 
Flanigan,  C.  D.,  312 
Foote,  W.  A.,  778 
Foraker,  J.  Benson,  864 
Fuller,  Arthur  B.,  261 
Fuller,  Carl  H.,  1009 
Fuller,  F.  L.,  488 

Gaboury,  J.  A.,  736,  778 
Gahagan,   H.  I.,   120 
Gaither,  Walter  H.,  79,  160 
Garner,  John  P.,   1051 
(iausmann,    Samuel,  534 
Geary,  W.  P.,  912 
Gilman,  William  A.,  962 
Glazier,  Harry,   261 
Gonzenbach,  Ernest,  1051 
Goodrich,  Donald,  913    , 
Graham,  Edward  M.,  261 
Green,  Thomas,  1095 
Greeley,  John  E.,  160 
Griffith,  C.   J.,  442 
Guckel,  Charles  H.,  820 
Gunnison,  Stanley  Eaton,   1009 

Hagerman,  H.  M.,  160 
Hale,  Joshua,  1185 
Hall,  Henry  Clay,  79 
Hall,  W.  R,,  534 
Hamel,  William  S.,  261 
Hamilton,  D.  G.,  401 
Hamilton,  George,  1095 
Harmer,  T.  T.,   1009 
Harries,  George  H.,  488 
Harries,   Herbert  L.,   1095 
Harris,  Charles,   160 
Harrsen,    Harro,    534 
Hartung,  H.  C,  442 
Hawkins,  N.  H.,  736 
Hayes,  W.   S.,  913 
Hayward,  William,  694 
Hazlitt,  W.  H.,  400 
Heft,  N.  H.,  488 
Hemingway,  W.  L.,  820 
Hendrie,  John  Strathearn,  1137 
Henry,    Charles   L.,   *488 
Henrv,  G.  S.,   120,   160 
Henry,  S.  T.,  1227 
Herrin,  J.  C,  736 
Higgins,  Wallace  E.,   1051 
Hilliard,   Thomas,    1051 
Hoag,  C.  A.,  312 
Honnold,  O.  A..  534 
Hood,  Smith,  606 
Horner,  Edward,  120 
Hornung,  J.  H.,  261 

Ireland,  L.  G.,  1137 

Jackson,  Carl  D.,  261,  312 
Tenk.s,  C.  O.,  1095 
Jones,  H.  T.,  160,  "207 

Kavanaugh,  William  M.,  443 
Keele,  A.   R.,  312 
Keim,  Lewis.  488 
Kelly,  John  T.,  962 


Kingsley,  Darwin  P.,  1051 
Knapp,  Z.  E.,  357 
Kucera,  Joseph  A.,  820 

Ladd,  Charles  H.,  401 
Landis,  Lee  H.,   160 
Langdon,  Lawrence  K.,  1095 
Leach,  Thomas  A.,  963 
Learned,  Clarence  E.,  *653 
Lee,  J.  W.,  Jr.,  120 
Leonard,  H.  Ward,  401 
Levinson,  L.  M^  606 
Libby,  Charles  F.,  1137 
Linen,  James  A.,  Jr.,  736 
Loop,  C.,  312 

McCarthy,  P.  O.,  206 
McCloskey,  Hugh,  312 
McCuUum,  J.  Grant,  207 
McCulloch,  George  F.,  694 
McCulloch    Richard,  •443 
McElroy,  James  F.,  356 
McGrath,  W.  H.,  *261 
McMillin,  Emerson,    1185 
Mack,  John  M.,  313 
Mackenzie,  Alexander,   1009 
Mackintosh,  John  G.,  1137 
MacLean,  John  E.,   160 
Magoon,  W.  W.,  443 
Maltbie,  Milo  R.,  694 
Mandelick,  W.  E.,  120,  357 
Marcum,  James  O.,  694 
Marquardt,  J.  C,  864 
Martin,  Burr,  120 
Martin,  Carl  N.,  962 
Martin,  Thomas  W.,  912 
Martin,  W.   L..   606 
Massengale,  Lee,  737 
Mather,  Thomas  H.,   160 
Mathews,   E.   L.,   534 
Matthew,  H.  T.,  1227 
Merrill,  J.  H.,   1185 
Mitchell,   Guy   E.,   120 
Mitchell,  James,  606 
Moore,  E.  Blaine,  606 
Moore,   John   S.,  488 
Morreil,  C.  K.,  606 
Morrison,  Norman,  206 
Moyer,  C.  C,  1009 
Mueller,  John  A,,  778 
Mumford,  Charles  C,  312 
Murdock,  Samuel  T.,  1009 
Murphy,  John  D.,  737 
Murphy,  P.  J.,   1051 
Myers,  W.  C,  1009 
Manton,  A.   M.,  488 

Neal,  Henry  V.,  *313 
Nelson,  J.  M.,  356 
Newton,  H.  S.,  606 
Nutting,   Harry   G.   D.,   160 

O'Connell,  William,  736 

Palmer,  W.  L.,  312,  400 
Parker,   Tames  D.,  313 
Parker,  William,   534 
Parry,  David  McLean,  963 
Parshall,  Horace  Field,  1227 
Pearson,  F.  S.,  963 
Pennypacker,  Samuel  W.,  79 
Pepperman,  W.  Leon,  652 
Pevear,  J.  S.,  312 
Pneuman,  J.  M.,  160 
Poor,  Henry  W.,  778 
Prather.  H.  C,  534 
Price,  Charles  S.,   161 
Proctor,  C.  L..  652 
Purinton,  A.  J.,   1051 
Purvis,  Allen,  400,  736 

Rabe,  T.   H.,  736 
Rathenau,   Dr.   Emil,   1227 
Rathbun,  E.  W.,  534 
Ray,  William  D.,  606 
Reagan,  L.  S.,  912 
Ream,  Norman  B.,  356 
Reese,  Daniel  W.,  400 


Richardson,  John  Wesley,  313 
Kichey,   Albert   S.,   '652 
Riddle,  Samuel,  261 
Rider,  John   Hall,  261 
Risser,   George   W.,  401 
Robbins,  C.  H.,  778 
Robertson,  C.  H.,  206 
Rogers,  A.  G.,  160 
Rogers,  G.  Tracy,  534 
Rogers,  S.  C,  1051 
Ross,  J.  P.,  736 
Rothery,  T.  C,  606 
Russ,  S.  H.,  160 
Russel,  George  H.,  1009 
Rye,  L.  F.,  1227 

Sanborn,  C.  H.,  1009 
Sanborn,  H.   H.,  736 

Sanderson,  E.  N.,  400 
Sawtelle,  Walter  L.,  963 
Sawyer,  P.   B.,  79 
Sawyer    W.  H.,  1009 
Sears,  Russell  A.,  *312 
Shaw,  E.  P.,  Jr.,  963 
Siddons,  Frederick  L.,  356 
Simons,  J.  W.,   120,  160 
Slocum,  John  W.,  778 
Smith,  Frank  Sullivan,   1185 
Snyder,  H.  C,  442 
Somers,  Herbert  John,  864 
Sonle,  G.  F.,  160 
Southard,  F.  R.,  1227 
Speyer,  Edgar,  1009,  1095 
Stacy,  John  W.,  736 
Stanley,  Albert  M.,  652 
Steckel,   W.   A.,   160 
Stichter,  R.  B.,  120,  ♦161 
Stickle.  Linus  H.,  820 
Strandborg,  W.   P.,  534 
Sullivan,  J.  V.,  864 

Taaffe,  W.  H.,  534 
Talmadge,  O.  G.,  160 
Tarkington,  W.  B.,  207 
Taylor,  Frederick  Winslow,  653 
Thomas,  J.  P.,  356 
Thompson,  E.  B.,  206 
Thyse,   Emil   N.,   778 
Townley,  Calvert,  864 
Trimble,  Robert,  606 
Turner,  William  F.,  778 

Van  Viense,  A.  T..  820 
Von  Schrenk,  Arnold,  206 
Veley,  Elmer,  864 
Verner,  J.  P.,  864 
Veser,  L.  O.,  1095 
Vreeland,  H.  H.,  912 

Wadsworth,  Eliot,  652 
Walcott,  W.  S.,  778 
Walker,  Howard,  400 
Wallace,  Charles  F.,  962,   1185 
Waltermire,  Beecher  W.,  312 
Warfield,  F.  Howard,  312 
Watson,  James  O.,  606 
Webster.  Frank  W.,  261 
Weisenfluh,  J.  E.,  736 
Wells,  Joseph  S.,  442 
West,  George  S:,  160 
West,  W.  S.,  161 
Westman.  A.  W.,  121 
White,  Clinton,  912,  1009 
White,  Pope  Y.,  312 
Whiteiey,  Calvin,  Jr.,  1009 
Whitley,  C.  W.,  442 
Whitridge,  Frederick  W.,   1137 
Wickersham,  L.  B.,  694 
Williams,  Robert  E.,  261 
Winslow,  E.  F.,  864 
Wissel,  A.,  443 
Wolff,  S.  E.,  400 
Wood,  Clark  V.,  •109S 
Woodward,  W.   O.,   534 
Worman,  P.  H.,  261 
Wright,  J.  A.,  120 


■  Denotes  Portrait. 


Electric  ra 

JOURN 


/olume  45 
Nlumber  6 
eb.  6,  1915 


AY 


McGraw 
Publishing 
Co.,    Inc. 


"itt-N-"^" 


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"Here  is  the  New  Sterling  Retriever.  It  has  a 
number  of  new  features  and  is  interchangeable 
with  our  present  equipment.  The  economical 
service  given  us  by  the  Sterling  single  and 
double  fare  registers  is  a  good  recommendation 
for  the  new  product." 

The  New  Haven  Trolley  Supply  Co. 

New  Haven,  Conn. 

Also  Manufacture  and  Sell 


Sterling  Trolley  Catchers 


Sterling  Trolley  Wheels 


Recording  Fare  Registers 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


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Westinghouse  HR  Section  Insulators 

Recommended  for  0  and  00   Wire 

Note  how  easily  the  parts  of  this  section  insulator  can  be  replaced. 


Westinghouse  KB  Section  Insulators 

Recommended  for  000  and  0000  Wire 

They  cannot  buckle.  All  iron  parts  are  sherardized.  All  wearing  parts 
are  renewable.  They  are  extra  strong  and  as  light  as  section  insulators  of 
their  strength  can  be  made. 


Direction   of  Travel  ^^^  ■^^^  Direction   of  Travel 

Bakelized  Micarta  Runner  after  withstanding  the  Bakelized  Micarta  Runner  after  withstanding  the 

passage  of    19,125   trolley  wheels.  passage  of    14,025   trolley  wheels. 

The  above  Bakelized  Micarta  Runners  have  been  in  service  as  part  of 
the  KB  Type  Section  Insulator  under  the  most  severe  atmospheric  conditions, 
breaking  arcs  of  from  250  to  300  amperes.  We  are  prepared  to  furnish 
Bakelized  Micarta  Runners  for  all  Section  Insulators,  and  Insulated  Cross- 
overs, at  a  slight  advance  in  price  over  the  fibre  runners  regularly  provided 
with  these  devices. 

Bakelized  Micarta  will  not  warp  and  is  impervious  to  moisture.  The 
above  illustrations  show  that  it  outwears  the  bronze  arcing  tips. 


Westinghouse  Electric  &  Manufacturing  Co. 


East  Pittsburgh,  Pa. 


Atlanta,    Oa.  Charleston,   W.   Va. 

Baltimore,    Md.  Charlotte,    N.   C. 

Birmingham,    Ala.  Chicago,    111. 

■Blnefleld,    W.  V«.  Cincinnati,   Ohio 

Boston.    Mass.  Cleveland,   Ohio 

Buffalo,  N.  T.  Columbus,    Ohio 

Batte,    Mont  •Dallas,  Tex. 


Dayton,   Ohio 
Denver,   Colo. 
Detroit.    Mich. 
•El  Paso,  Tei. 
•Houston.    Tex. 
Indianapolis,    Ind. 
Joplln,  Mo. 


Kan.sas  City,  Mo. 
Loulsyille,  Ky. 
Los  Aueeles,  Cat. 
Memphis,  Tenn. 
Milwaukee.  Wis. 
Minneapolis,    Minn. 


New    Orleans,    L.a. 
New  York,  N.  T. 
Omaha,    Neb. 
Philadelphia,    Pa. 
Pittsburg,    Pa. 
Portland,    Ore. 
Rochester,    N.    T. 


St.    Louis,    Mo. 
Salt  Lake  City,  Utah 
San  Francisco,  Cal. 
Seattle,   Wash. 
Syracuse.    N.    Y. 
Toledo.   Ohio 
Washington,    D.    C. 
W.  E.  &  M.  Co.  of  Texas. 


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Electric  Railway  Journal 


New  York,  February  6,  1915 


Volume  XLV     No.  6 


Contents 


Pages  265  to  316 


New  Cars  for  New  Orleans  270 

These  cars  combine  all  of  the  most  modern  develop- 
ments in  design,  having  fully-inclosed  platforms,  arched 
roofs  with  ventilators,  all-steel  construction  except  for 
wooden  sheathing  on  roof  and  floor,  and  a  novel  form 
of  pressed-steel  carline  which  fits  into  the  hollow  side 
post. 
Electric  Railway  Journal,  Feb.  6,  1915.  SV4  col-s.     111. 

The  President,  the  Newspapers  and  the  Associ- 
ation 275 

Mr.    Wilson's    address    before     the     mid-year    meeting 
treated  by  the  press  as  an  important  political  message. 
Verbatim  report  of  address  with  comments  from  lead- 
ing newspapers  in  different  parts  of  the  country. 
Electric  Railway  Journal,  Feb.   6,  1915.  10  cols. 

The  Brady  Medal  Award  231 

Below  is  given  an  abstract  of  parts  of  the  report  of  the 
committee  on  award  outlining  safety  methods  of  the 
companies  honored — Awards  will  be  officially  made  in 
New  York  on  Feb.  10. 

Electric  Railway  Journal,  Feb.  6,  1915.  3%  cols. 

Three-Phase  Italian  Passenger  Locomotives  283 

These  additional  locomotives,  weighing  73  metric  tons 
and  carrying  two  1300-hp  motors  each,  are  for  pas- 
senger service  on  the  Giovi  subsidiary  and  Monza-Lecco 
lines. 

Electric  Railway  Journal,  Feb.  6,  1915.  414  cols.     111. 

Saving  Energy  in  Car  Propulsion  286 

W.  N.  Storer  analyzed  the  possibilities  of  energy  saving 
by  improved  methods  of  car  design  and  operation  at  a 
joint  engineering  meeting  in  Chicago  on  Jan.  25. 
Electric  Railway  Journal,  Feb.  6,  1915.  7%  cols.     III. 

Communications  290 

The  President's  Address.  Terminology  for  Steel  Con- 
struction. Stress  Analysis  of  the  Chicago  Steel  Car. 
The  "WE"  Slogan  Sign. 


Electric  Railway  Journal,  Feb.  6,  1915. 


5%  cols.     111. 


American  Association  News  293 

Committee  activities  continue  as  middle  of  association 
year  approaches.     Claims   Association   selects  subjects 
for  convention  program.     Block  signal  committee  espe- 
cially busy. 
Electric  Railway  Journal,  Feb.  6,  1915.  2  cols. 

Equipment  and  Its  Maintenance  294 

Electrolysis  Develops  Defects  in  But  Three  Out  of  1500 
Concrete  Poles— Bj/  H.  G.  Throop.  Case-Hardened  Col- 
lar and  Welding  Reclaim  Worn  Button-End  Axles — By 
A.  R.  Johnson.  Trolley  Wire  Pick-up — By  Harry  Bran- 
son. Long  Life  of  Ties  in  Street  Railway  Service — By 
R.  C.  Cram.  Handy  Forming  Blocks  for  GE-57  Motor 
Bolts  of  Special  Steel — By  J.  N.  Graham.  Preventing 
Condensation  in  Under-Water  Conduit — By  J.  G.  Kop- 
pel.  Accident  Reduction  on  the  Third  Avenue  Railway. 
Experience  with  Malleable  Iron  Cross-Arms  on  Wooden 
Poles.  Latest  Double-Deck  Car  of  the  Glasgow  Cor- 
poration Tramways.  Curtain  Fixtures  Without  Pinch 
Handles.  Two- Way  Dump  Cars. 
Electric  Railway  Journal,  Feb.  6,  1915.  14  cols.     III. 


Editorials  265 
Northern  White  Cedar  Association  274 
German  1500-Volt  D.C.  Line  with  Regeneration  and 
Battery  274 
Address  of  C.  Loomis  Allen  at  Mid-Year  Meeting  280 
Quarterly  Pamphlet  by  New  York  Up-State  Commis- 
sion 282 
Change  in  Car-Wiring  Code  Recommended  285 
L  C.  C.  Report  on  Steam  Railroads  in  1913  2S9 
Commission  Report  on  Electric  Interurban  Lines  of 
Iowa  292 
London  Letter  301 
News  of  Electric  Railways  302 
Financial  and  Corporate  306 
Traffic  and  Transportation  309 
Personal  Mention  312 
Construction  News  313 
Manufactures  and  Supplies  316 


James  H.  McGkaw,  President.      a.  E.  Clifford,  Secretary.       J-  T.  De  Mott,  Treasurer.       H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 


Chioaoo,  1570  Old  Colony  Bid?. 

Cleveland,  Leader-News  Bldg. 
Philadelphia,  Real  Estate  Trust  Bldg. 


239  West  39th  St.,  New  York  City 


San  Francisco,  502  Rialto  Bldg. 

De.nver,  Boston  Bldg. 
London,  10  Norfolk  St.,  Strand. 


United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4.50;  elsewhere,  $6.    Single  copy,  10c. 

Copyright,  1914,  by  McGraw  Publishinq  Company,  Inc.    Published  Weekly.    Entered  at  N.  Y.  Post  Office  as  Second-Class  Mall. 

No  back  volumes  for  more  than  one  year,  and  no  back  copies  for  more  than  three  months. 

Circulation  of  this  issue  8100  copies. 


ELECTRIC    RAILWAY    JOURNAL  [February  6,  1915 


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SPEED 


(Speed  is  good,  Safety  is  better,    Speed-Safety  is  best) 


FIRMLY  LINKED  WITH  THE  THOUGHT  OF  TRAVEL 
IN  THE  MIND  OF  THE  AVERAGE  AMERICAN  IS  THE 
IDEA  OF  SPEED.  THE  RESTLESS  ENERGY  OF  A  NATION 
EXPRESSES  ITSELF  IN  A  DESIRE  TO  MOVE  QUICKLY. 
WE  TAKE  THE  "EXPRESS"  IN  PREFERENCE  TO  THE 
"LOCAL"  EVERY  TIME. 

ELECTRIC  OPERATION  TENDS  TOWARDS  HIGH 
SPEEDS.  SUBWAY  AND  ELECTRIC  TRAIN  MOVEMENT 
COMPARE  WITH  THE  BEST  STEAM  ROAD  SCHEDULES, 
WHILE  "A  MILE  A  MINUTE"  IS  COMMON  ON  INTER- 
URBAN  LINES. 

SPEED  IS  GOOD  IF  SAFE.  AIR  BRAKES  CONTROL 
SPEED.     THE  BEST  BRAKES  CONTROL  SPEED  BEST. 


Suggested  by  the 

Westing  house  Traction  Brake    Company 

Works:  Wilmerding,  Pennsylvania 

PITTSBURGH:  Westinghouse  Building  NEW  YORK;  City  Investing  Building 

CHICAGO:  Railway  Exchange  Building  ST.  LOUIS:  Security  Building 


□I _/□ 

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February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


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Griswold  Street— Detroit's  Wall  Street 

Detroit 

The  Automobile  City 

HE  rapid  growth  of  the  city  makes  the  transporta- 
tion problem  a  very  difficult  one.  It  is  being  ably 
and  successfully  met  by  the  Detroit  United  Railway 


service. 


The  progressive  policy  of  the  management  is  show^n 
in  the  use  of  Westinghouse  HL  Control  on  its  interurban 
trains,  and  in  the  recent  purchase  of  a  Baldwin-Westing- 
house  Electric  Locomotive  for  interurban  freight  haulage. 
Three-fourths  of  the  motors  on  Detroit  United  System 
are  Westinghouse. 

Westinghouse  Electric  &  Manufacturing  Co. 


Sales  Offices  in  all 
large  American  Cities 


East  Pittsburgh 
Pennsylvania 


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ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


PUBLISHER'S  PAGE 


$2  to  $5 

for 
Photographs 


What 

have 

You? 


Electric  Railway  Journal  wants  photo- 
graphs for  the  use  of  its  advertisers. 
For  any  photographs  showing  advertised 
products  in  use  that  are  found  available 
for  reproduction  in  the  advertising  pages, 
Electric  Railway  Journal  will  pay  from 
two  to  five  dollars  each,  according  to  the 
size  and  excellence  of  the  print. 

Photographs  should  clearly  show  the 
product  to  be  advertised — and  show  it 
either  in  service  or  in  the  process  of 
being  installed. 

The  presence  of  workmen  in  the  pic- 
tures, although  not  necessary,  is  desirable 
— they  lend  human  interest  to  the  view, 
providing  they  are  busy  about  their  work 
and  not  merely  posing  for  a  portrait. 

The  data  which  accompanies  photo- 
graphs should  tell  the  trade  name  of  the 
product  shown  or  the  name  of  the  manu- 
facturer, and  give  essential  facts  regard- 
ing the  installation. 

Information  as  to  difficulties  overcome, 
savings  effected  or  objects  accomplished 
is   particularly   desired. 

What  can  you  send  us? 

Mark  photos  plainly  with  your  name 
and  address ;  mail  them  so  that  they  will 
not  be  broken  or  creased;  and  address 
them  to 

Manager  of   Service   Department, 

Electric  Railway  Journal, 

239  West  39th  St.,  New  York. 

Photographs  found  not  available  for  use 
will    be    returned    promptly. 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


lillllllllllliliiilillllllllllillliliiliillllllllllllilililililllilllililllllllllliilliiiiiillllilllllilllllllll^^ 


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The  Interpretation  of  Electrolysis 

is  a  problem  which  can  be  solved  only  by  a  scientific  organization 
of  specialists  in  electric  power  distribution,  in  railway  operating 
conditions,  such  as  ratio  of  peak  to  normal  load  currents,  and  in 
the  electro-chemistry  of  soils,  metals  and  electrical  conductors. 
The  time  has  gone  by  when 

Electric  Railways  Could  Ignore  Electrolysis 

complaints.  They  have  learned  that  although  better  bonds  and  electric  welding 
have  brought  them  nearer  and  nearer  to  the  ideal  of  a  closed  circuit,  electrolysis 
may  occur  in  spite  of  these  improvements.  You,  as  an  electric  railway  manager, 
should  understand  your  electrolytic  conditions  so  well  that  when  the  local  gas 
or  water  works  claim  damage  for  rusted  pipes  you  will  have  at  hand  the  proof 
of  your  innocence.     It  is  the  part  of  wisdom,  therefore,  to 

Anticipate  Electrolysis  Suits 

by  having  our  staff  make  a  thorough  study  of  your  system  in  all  its  aspects.  Do 
not  depend  on  simple,  home-made  experiments.  For  example,  nothing  is  more 
deceptive  than  the  time-honored  voltage  test  between  two  buried  conductors,  for 
in  spite  of  the  general  belief 

High  Voltage  and  Large  Currents 

are  not  necessarily  team-mates  by  any  means ;  nor  can  you  rely  upon  studies  with 
grounding  plates,  for  these  often  may  generate  currents  of  their  own.  These 
two  instances  suffice  to  show  the  need  for  an  independent  investigation  that  will 
uncover  the  faults  of  other  power  users  and  show  you  how  to  remedy  your  own. 


ARTHUR  D.  LITTLE,  Inc. 

Chemists  and  Engineers 
93  Broad  Street,  Boston,  Mass. 


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8 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


^Location  of  Trains 
Automatically  Displayed 
Direct  to  Dispatcher 


^Continuous  Display  of 
Signals  in  Motorman's  Cab 


-^■Direct  Communication 

from  Dispatcher  to  Motorman 


.Signal  Indications 
Automatically  Interlocked 
Against  Error 


THE  SIMMEN  SYSTEM 

P.  J.  Simmen,  Buffalo 

THE  NORTHEY-SIMMEN  SIGNAL  CO.,  Ltd.  SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 


TORONTO 


BUFFALO 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


Track  and  Weather  Conditions 
will  soon  be  Treacherous 


making  it  harder  for  the  motormen  to  stop  the  car  in  emergencies, 
— making  it  more  inviting  for  the  conductor  to  take  a  chance  in 
not  throwing  the  hand  signals, 

— making  it  more  uncomfortable  for  passengers  to  suffer  the  delays 
occasioned  by  no  signaling  or  signaling  dependent  upon  the  "human 
element," 

— putting  the  operation  of  some  automatic  signals  against  that- 
crucial  test — severe  weather. 

An  installation  NOW  of  United  States  Automatic  Electric  Signals 
will  eliminate  the  cause  of  making  emergency  stops  to  prevent 
collision, 

— will  eliminate  the  need  of  taking  chances, 
— will  eliminate  the  traffic  delays  occasioned  by  manual!  signals, 
— will  remove  all  question  of  proper  operation  of  signals  in  bad 
weather, 

— and,  what  is  equally  desirable,  will  save  your  road  good  money. 
We  will  co-operate  with  you  in  paving  the  way  for  a  perfect  traffic 
system. 
Write  for  our  proposition. 


Uxiited    Statowr 
E'leotrio  Signal  Co. 


West  Newton. 


10 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Reduce    Your    Maintenance    Forces 
Put  a  BROWNHOIST  at  Work 


Did  you  ever  calculate  how  much  saving  a 
Brownhoist  Work-Car  Crane  would  make  on 
your  roadway  and  construction  costs?  Ask 
the  companies  .who  are  using  the  Brownhoist 
Crane. 

The  upper  picture  shows  the  Pittsburg 
Railway  Co.  Crane  fitted  with  a  hook  block 
for  handling  dump  buckets,  rails,  ties,  cross- 
overs, poles,  timbers  and  other  construction 
material. 


The  Cleveland  Railway  Co.  has  two  of  these 
Brownhoist  Cranes.  The  one  below,  which  is 
shown  with  the  grab  bucket,  has  proven  eco- 
nomical in  handling  sand,  gravel,  crushed 
stone,  cinders,  coal,  etc. 

And  the  Brownhoist  WORK-CAR  CRANE 
handles  its  own  work  trains,  being  self-pro- 
pelling. 

Send  for  catalogue  "  I,"  which  shows  how 
and  where  some  of  these  cranes  are  used. 


The  Brown  Hoisting  Machinery  Company 

Cleveland,  Ohio 


961i: 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


11 


^■^ 


TOUGHNESS 

in  Phono-Electric  Wire 


'^S!*'v 


■''  I  ""OUGHNESS  in  trolley  wire  is  a  quality  not  defined  by 
either  tensile  strength  or  elasticity,  but — a  power  to 
resist  bending,  kinking,  wrenching,  sudden  blows  or  slow  distor- 
tions, without  giving  way. 

"Phono^Electric"  is  a  tough  wire,  and  it  is  a  wire  that'll  give  long 
Service  Life. 

It  is  a  wire  you  can  absolutely  depend  upon — does  not  rely  upon  a  hard-  ^ 

ened  skin  for  its  strength.     It  is  uniform  throughout  its  cross-section. 

No  matter  what  your  requirements  may  be — Catenary,  Cross-Span  or  Bracket 
Construction — no  matter  how  severe  the  service — "Phono=Electric" a  strong, 
tough  wire,  will  save  money  on  that  service  giving  several  times  the  life  of  hard 
drawn  copper.    Put  up  a  test  section — make  comparisons. 

BRIDGEPORT  BRASS  COMPANY 

BRIDGEPORT  CONNECTICUT 


5 


North  American  Copper  Company 
164  Front  St.,  New  York,  U.  S.  A. 

Pierson,    R  o  e  d  i  n  g    &    Company 

San  Francisco     Portland     Seattle     Los  Angeles 

The  Equipment  &  Engineering  Company 

2  and  3  Norfolk  St.,  Strand,  W.  C,  London,  England 


12 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Tit  lall  Jfetaf  femi 


Makers  of  Base-Supported  and  One  Hundred  Per  Cent.  Rail  Joints  for  Standard  Girder, 
and  Special  Rail  Sections.  Also  Joints  for  Frogs  and  Switches;  Insulated  Rail  Joints 
and  Step  or  Compromise  Rail  Joints.     Patented  in  United  States  and  Canada. 


ROLLED 

FROM 

BEST  QUALITY 

STEEL 


AGENCIES 

Boston,  Mass.                      India  BIdg. 

Chicago,   III.         Ry.    Exchange  BIdg. 

Denver,  Colo.               Equitable  BIdg. 
Philadelphia,   Pa. 

Pennsylvania  BIdg. 

Pittsburgh,   Pa.                 Oliver  BIdg. 

Portland,  Ore.                  Wilcox  BIdg. 
St.    Louis,   Mo., 

Commonwealth  Trust  BIdg. 
Troy,  N.  Y.                  Burden  Avenue 


Montreal,   Canada. 

Board  of  Trade  BIdg. 


London, 


England. 
36  New  Broad  St. 


WEBER  GIRDER  RAIL  JOINT 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


13 


ARMCO  ^ir.SS!5  CULVERTS 


under  highways  and  railroads 
in  every  State  of  the  Union  and 
in  a  dozen  foreign  countries 
have  absolutely  demonstrated 
their  Efficiency,  Reliability 
and  Lasting  Quality. 

Their  material  is  the  de- 
velopment of  many  years  of 
investigation    and    experience 


in  the  production  of  Rust-Re- 
sisting Iron,  embodying  the 
results  of  the  deepest  delvings 
of  science  and  of  the  practical 
observations  of  the  furnace 
men,  the  metal  workers  and 
the  engineers  in  the  field.  It  is 
the  purest,  most  even  and  most 
durable  iron  ever  placed  on  the 
market. 


Write  the  Nearest  Manufacturer  for  particulars  and  prices  on 

Armco  Corrugated  Culverts,  Siphons,  Plates,  Sheets, 

Roofing  and  Formed  Products 


Arkansas,  Little  Rock 

Dlile  Culvert  &  Metal  Co. 

I  California,  IjOB   AniireleB 

California   Corrugated   Culvert  Co. 

I  California,    West   Berkeley- 
California    Corrugated    Culvert  Co. 

I  Colornilo,    Denver 
K.    Hardesty   Mfg.    Co. 

I  Delairnre,   Clayton 

Delaware  Metal  Culvert  Co. 

I  Florida,   Jacksonville 

Dixie  Culvert  &  Metal  Co. 

I  Georgia,  Atlanta 

Dixie  Culvert  &  Metal  Co. 

Illinois,    Bloomln^ton 

Illinois  Corrugated  Metal  Co. 

Indiana,    CraTvfordsyille 

W.  Q.  O'Neall  Co. 

I  loTva,  Des  Moines 

Iowa  Pure  Iron  Culvert  Co. 

I  Iowa,  Independence 

Independence  Calvert  Co. 

71557  


Kansas,    Topeka 

The  Road  Supply  &  Metal  Co. 

Kentucky,  Louisville 

Kentucky  Culvert  Co. 

Lonlslana,  Ne^v  Orleans 

Dixie  Culvert  &  Metal  Co. 
Maryland,    Havre    de   Grace 

Spencer,   J.    N. 

Massaclinsetts,    Palmer 

New   England    Metal   Culvert   Co. 
Mlclilfrnn.  Bark   River 

Bark  River  Bridge  &   Culvert  Co. 
Mlcliiiirnn.   linnsinK 

MIclilgan   Bridge  &   Pipe  Co. 
Minnesota.   Minneapolis 

Lyle  Corrugated  Culvert  Co. 
Minnesota,  Lyle 

Lyle  Corrugated  Culvert  Oo. 
Missouri,   Moberly 

Corrugated    Culvert  Co. 
Montana.   Missoula 

Montana  Culvert  Co. 
Neltraska.   Lincoln 

Lee-Amett  Co. 


Nebraska,   "Wahoo 

Nebraska  Culvert  &  Mfg.  Co. 

Nevada,  Reno 

Nevada  Metal  Mfg.  Co. 

New   Hampshire,   Nasiina 

North-East   Metal   Culvert   Co. 

Nenr    Jersey,    FlemiuKton 

Pennsylvania    Metal   Culvert   Co. 

Nc^v  York,  Auburn 

Pennsylvania   Metal    Culvert   Co. 

North    Carolina,    Greensboro  Texas,  Houston 

Dixie  Culvert  &  Metal  Co.  Lone   Star   Culvert   Oo. 


Pennsylvania.   -Warren 

Pennsylvania  Metal  Onlrert  Oo. 

Sonth  Dakota,   Sioux  Falls 

Sioux  Falls  Metal  Culvert  Oo. 

Tennessee,   Nashville 

Tennessee  Metal  Cnlvert  Oo. 

Texas.  Dallas 

Atlas  Metal  Works 

Texas,   El   Paso 

Western  Metal  Mfg.  Oo. 


North   Dakota,  Wahpeton 

Northwestern  Sheet  &  Iron  Works 

Ohio.  Mlddletown 

American  Rolling  Mill  Co. 

The  Ohio  Corrugated  Culvert  Co. 

Oklalioma.    Shawnee 

Dixie  Culvert  &  Metal  Co. 

Orenron.  Portland 

Coast  Culvert  &  Flume  Co. 


Utah.  -Woods  Cross 

Utah  Corrugated  Calvert  AFInme  Oo.| 

-VirKinia.  Roanoke 

Virginia  Metal  Culvert  Oo. 

Washlnsrton,    Spokane 

Spokane  Cor.  Culvert  &  Tank  Co. 

W^lsconsln,    G!an    Claire 

Bark  River  Bridge  *  Culvert  Co. 


14 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


The  Track  Gang  Used  to  Heat 
their  coffee  on  the  Rail  Joints 


The  incident 
^         here  pictured 

actually  occurred 


This  is  an  Impossibility 


where    Electric  Welded  Rail  Bonds"  are  used 

This  road  was  running  only  a  few  cars  and  they  had  hard  work  to 
keep  those  cars  in  action. 

They   were   wasting  current — wasting   time — wasting  money. 

You  too  are  losing  out  if  your  rail  joints  cause  current  to  leak 
away  from  the  return  circuit.  Stop  the  losses  and  double-cross 
claims  for  electrolysis  by  putting  on  Electric  Welded  Rail  Bonds. 

The  economic  reasons  why  you  should  are  interesting.  Let  us 
send  you  them. 

The  Electric  Railway  Improvement  Co. 

«i8  CLEVELAND,  OHIO 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


15 


Applying   Asbestos  and   Molasses   Strips   to   Rails   Pre- 
vious to   Adjusting   Mold 


You  Will  Eliminate  All 
Joints  from  the  Track  by 
These  Simple  Operations 

You  Can  Do  the  Work  Yourselves. 
We  Furnish  All    Materials    and 
Give  Necessary  Instructions. 


Adjusting  Two  Part  Mold  to  Rails 


Final  Luting  Process 
Blowing  Powdered  Fire-clay  into  Mold 


Preheating  Rail  Ends,  Heating  Thermit  Additions  and 
Baking  Mold  in  One  Operation 


During  the  past  year  we  have  devoted  a  great  deal  of 
attention  to  simplifying  the  methods  used  in  welding 
rails  by  the  Thermit  insert  process,  so  as  to  make  it 
possible  for  street  railway  companies  to  do  the  welding 
themselves,  thus  putting  everything  in  their  own  hands 
and  enabling  them  to  do  the  work  wherever  they  please, 
whether  they  have  one  joint  or  several  thousand  to  weld. 
This  we  have  succeeded  in  doing  by  the  perfection  of 
special  apparatus  for  ramming  the  molds,  luting  them 
where  they  come  in  contact  with  the  rails  and  in  other 
ways  so  simplifying  the  process  that  anyone  can  make 
the  welds  if  our  instructions  are  carefully  followed. 

The  first  cost  of  necessary  materials  and  apparatus  is 
very  low,  considering  the  fact  that  with  them  you  obtain 
a  fully  welded  rail  joint  giving  too  per  cent,  electric 
conductivity,  and  breakages  so  negligible  that  they  can- 
not be  figured  in  percentages  at  all. 

This  fully  welded  joint  should  not  be  confused  with 
other  so-called  welded  rail  joints  on  the  market,  as  they 
are  only  partially  welded  and  none  of  them  obliterate 
the  joint  itself.  The  Thermit  insert  joint,  however,  com- 
prises the  welding  of  the  entire  rail  section  so  that  rails 
welded  by  this  method  are  made  continuous,  with  all 
joints  eliminated. 

The  improvements  referred  to  above  have  resulted  in 
not  only  simplifying  the  process  but  in  reducing  the  cost 
of  the  joint  to  a  considerable  extent,  and  if  you  would 
like  to  obtain  further  particulars,  write  for  our  Pam- 
phlet No.  3932,  which  tells  the  whole  story. 

•     Before   considering   any  new   construction   work   for 
the  year  191 5,  get  the  information  given  in  our  pamphlet. 


Finished  Thermit  Fully  Welded  Insert  Rail  Joint 


Goldschmidt  Thermit  Co. 

WILLIAM  C.  CUNTZ,  General  Manager 

90  WEST  STREET,  NEW  YORK 

329-333  Folaom  St.,  San  Francisco       103  Richmond  St.,  W.,  Toronto,  Ont. 
7300  So.  Chicago  Ave.,  Chicago 


16 


ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


Our  TracJ^ 
Special  Work 
is  Always 


Bolted  down  inserts  on  partially 
or  completely  machined  bearings 
are  believed  to  be  necessary  to 
meet  many  present-day,  heavy 
traffic  conditions. 


Machine  -Finished 

It  explains  the  Rigid  Construction 
and  Long  Life  of 


Elech'ic  RatltrayJoui 

<^  Sepiembei'  13  tA. 


nalA 


Manganese  Insert  Frog 
with   Cast  Steel    Body 


Jfalfe  special  l^orfe 


Our  Manganese-Center  type  of  Special  Work  is  a  construction  that  has 
made  possible  such  a  conclusion  as  "Insert  Special  Work  equals  the  serv- 
iceability of  Solid-Manganese  Steel  Special  Work,"  which  appeared  in  an 
article  in  the  September  19th  issue  of  the  Electric  Railway  Journal. 

It  will  pay  you  to  specify  FALK  Manganese-Center  Frogs  and  either 
the  Manganese-Center  type  of  switches  and  mates  or  the  Solid-Manganese 
construction,  because  our  Manganese  inserts  are  always  machine  fitted,  in- 
suring an  absolute  bearing,  and  our  Solid-Manganese  pieces  are  machine- 
finished  throughout. 

®t)e  Jfalb  Company 

iHiltpaukee 


NEW  YORK  CITY— Wendell  &  MacDuffic  Co. 


LOS  ANGELES— Alphonso  A.  Wigmore 


SEATTLE— Parrott  &  Co. 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


17 


SKEE-BALL 

A  Profitable  and  Fascinating  Trolley  Park  Attraction 


"Seven  Thousand  Six  Hundred  and  Twenty-three    Games   Were   Played  on   these   Four  Alleys  in 
Thirty-two   and   One-Half  hours   at   the   American    Electric    Railway   Association    Convention   last 

October." 

This  game  will  draw  the  people  to  your  park  and  make 
big  money  for  your  concessionaire. 

Order  now  for  early  deliveries 

We  have  some  mighty  convincing  figures  on  receipts 
from  this  game.    Better  ask  us  for  them. 

The  J.  D.  Este  Co  ,  1534  Sansom  St., Philadelphia,  Pa. 


18 


ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


55,000,000 

Dollars 


for  maintenance  is  spent  annually  in  normal  times  by  electric  railways. 

What  will  it  be  this  year? 

Whatever  it  is,  it  will  still  be  considerable  and  worth  going  after  hard — if  yot! 
want  your   fair  share. 

Always,  the  maintenance  work  goes  on  in  Spring. 

The  problem  before  the  electric  railway  man  at  this  time  is 

"IVhat  shajl  we  buy? 

That   he   must  buy,  he  knows. 

What  he  is  now  seeking  is  information  about  anything  that  will  help  him  toward 
efficiency  and  economy  in  his  maintenance  purchases. 

Where  does  he  seek  this  information?  If  you  know  that,  you  know  how  to  get 
your  product   prominently   before   him   at   this   buying   period. 

For  years  electric  railway  men  have  eagerly  sought  and  welcomed  the 


Electric  Rail^vay  Journal's 
Annual 

Maintenance  Number 


It  is  their  buying  guide.  Its  advertising  pages  show  what's  on  the  market.  That 
is  why  this  issue  has  always  been  welcomed  by  manufacturers  of  electric  railway 
materials  as  an  opportunity  to  present  and  drive  home  their  selling  arguments.  This 
year's  opportunity,  the  1915  Annual  Maintenance  Number,  will  be  issued 


March  20 


The  text  pages  will  be  devoted  primarily  to  this  live  subject  of  maintenance  work. 
Shop  methods,  descriptive  articles  featuring  phases  of  maintenance  work,  helpful 
editorial  articles — all  tending  further  to  intensify  the  interest  in  maintaining  equipment 
in  prime  condition — all  tending  toward  more  active  buying  for  buildings,  power  houses 
and  su])Stations,  rolling  stock,  overhead  and  track. 

Make  your  advertising  story  a  part  of  this  big,  helpful,  interesting  and  timely  issue. 

Take  a  full  page  or  a  double  page  spread  and  get  into  that  space  the  kind  of 
attention-arresting,  interest-arousing,  desire-creating  copy  that  will  be  reflected  in 
your  sales  totals  within  the  next  few  months — that  will  swing  toward  you  a  fair 
.share  of  the  fifty-five  millions  of  dollars  which  will  surely  flow  into  the  coffers  of 
those  manufacturers  who  most  actively  and  effectively  strive   for  the  business. 

Send  data  or  catalogs  now.  and  let  us  prepare  a  suggested  advertisement  for  you, 
to  appear  in  this  important  issue. 


Electric  Railway  Journal,  239  W.  39th  St.,  New  York 


Member  Audit  Bureau  of  Circulations 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


19 


New   Standard   in    Practical 

Engineering    Literature 
New    Record    in    Book   Sales 


Our  method  of  sending  the  Power  Plant  Library  for  free  inspection  to 
any  one  interested  in  power  plant  work  has  enabled  us  to  regitt.r  a  new 
record  in  engineering  Dook  sales. 

The  first  issue  ot  this  library  was  placed  on  sale  in  November,  1913, 
and  within  three  weeks  every  set  was  sold.   A  second  issue  containing 
treble  the  number  of  books  was  immediately  printed.    This  second 
issue  lasted  only  sixty  days. 
THE  THIRD  ISSUE  IS  NOW  NEARLY  EXHAUSTED. 

Every  set  of  the  Power  Plant  Library  sent  out  to  date  went 
with  the  stipulation  that  it  was  to  be  returned  at  our  expense 
it  not  satisfactory.     The  percentage  of  returns  is  so  small 
that  it  can  hardly  be  computed. 

What   does    this   new   record    in   engineering   book   sales 
indicate?     In  the  first  place  it  bears  us  out  in  our  belief 
that  the  power  plant  field  had  not  heretofore  been  cov- 
ered in  book  form,  at  least  completely  and  practically. 
It  proves  that  the  practical  steam  and  electrical  engi- 
neer wants  facts  without  theory,  facts  in  compact 
form,  facts  about  actual  practice  of  today,  not  of 
tomorrow  or  yesterday. 

There  is  so  much  valuable  material  in  the  Power 
Plant  Library,  that  not  alone  does  the  practical 
man  in  the  power  plant  field  find  it  an  essential, 
but  it  is  being  used  for  daily  reference  by 
thousands  of  technically  trained  men. 

There  is  not  a  reader  of  the  Electric  Rail- 
way Journal  who  does  not  need  the  Power 
Plant  Library  for  either  study  or  refer- 
ence.   To  any  one  who  will  return  the 
coupon  below,  we  will  send  the  books 
for  free  inspection.     No   references 
are  required  and  you  are  put  to  no 
expense,  as  we  pay  charges  both 
ways.   By  returning  the  coupon,  you 
do  not  obligate  yourself  in  any  way. 
You  merely  pay  $1  per  month  for  twelve 
months  or  return  the   books  in  ten  days. 

TITLES: 

Practical  Mathematics,  650  pages 
Power  Catechism,  226  pages 
Valve  Setting,  209  pages 
Boilers,  Piping,  Pumps,  435  pages 
Shafting,  Belting,  Governors,  286  pages 
Electrical  Catechism,  422  pages 
Steam  Turbines,   186  pages 
Mechanical  Refrigeration,  172  pages 

W%M-Mde0k(k9»c. 

239  West  39th  Street,  New  York 

PublUhcrt  of  Books  for  EUctric  Kailtvay  Journal 


COUPON 


McGraw-Hill 
Book  Co.,   Inc., 
239  W.  39th  St., 
New   York 

Gentlemen  —  Ship 

to  me,  charges  paid, 

your    new     Power 

Plant    Library,    eight 

volumes,    price    $12.00. 

satisfactory  after  ex- 

-  amlnation,  I  will  send  $1 

In    ten    days    and    $1    per 

month  until  paid.       If  not 

wanted,     I    will    write    for 

shipping  instructions. 


Signature 


Res.  Address 
City  aa?a  State. 


Where  employed 


Occupation. 


20 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


RECLAIMING  OLD  COILS  BY 

Vacuum  Drying  and  Impregnating  Process 


lli  i^^~  ^ 

^^1 

r 

r  ■: 

• 

MB    1 

B~  T^*^,  i 
1     II 

li^    IfB    - 

■f',  ^n^'^'i^^^ 

!  ^  ■^R,.  -. 

■2.* 

i\ 

Sp 

A  Corner  in  Our  Shop  Showing 
Apparatus 

We  have  been  making  new  coils  out  of  old,  with  the  attending 

saving  in  expense,  for  so  long  a  time  that  we  have  come  to 

be  regarded  as  a  very  reliable  source  of  supply  for  this  money 

saving  service. 

Our  field  coil  and  impregnating  plant  is  probably  the  largest 

and  most  complete  commercial  plant  in  the  country. 

Our  process  of  vacuum  drying  and  impregnating  means  the 

positive  elimination  of  all  moisture   from  the  coil  first,  and 

then  the  forcing  of  the  best  known  insulating  compound  into 

every  crevice  of  the  coil,  making  the  coil  itself  a  solid  mass 

and  eliminating  all  possibility  of  short  circuit. 


Our  Working  Force 

We  employ  only  thoroughly  experienced  men,  whose  every 
performance  is  under  the  careful  personal  supervision  of  an 
expert  on  work  of  this  kind.  There  is  only  one  possible 
excuse  for  our  impregnating  service,  and  it  is  to  make  your 
old  coils  over  as  good  as  new,  and  at  a  saving  in  cost  which 
will  be  "worth  while." 
That  is  precisely  what  we  do. 


The  Coils  We  Get  From  You 

Many  of  the  coils  that  come  to  us  are  just  bunches  of  wire, 
just  junk ;  yet  we  strip  these  coils,  clean  and  straighten  them 
and  re-insulate  them,  and  return  them  to  you  practically  new 
coils   and    fully  guaranteed. 

There  is  no  experimenting  about  this  service.  We  are  saving 
money  for  a  great  many  representative  electric  traction  com- 
panies throughout  the  country. 


The  Coils  We  Return  To  You 

Will  prompt  you  to  send  us  all  of  your  coils  that  go  bad, 

instead  of  consigning  them  to  the  scrap  heap. 

We  will  gladly  send  you  data  which  will  indicate  the  money 

saving  values   of   our  service,  and   we  will  gladly  send  you 

the  names  of  many  electric  roads  who  use  our  impregnating 

service  regularly. 

I'his  is  one  way  and  a  sure  way  to  reduce  operating  expenses, 

and  now  is  a  good  time  to  do  it. 


Electric  Operations  Co, 

Bush  Terminal,  Brooklyn,  N.  Y. 


7129-P 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


21 


Oxy-Acetylene  Welding 
Equipment  Paid  for  Itself 
in  one  week 


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Write  our  Service  Department  for  full  infor- 
mation on  Oxy-Acetylene  Apparatus  to  meet 
Yovr   Requirements. 

Ask  for  "Autogenous  Welding,"  January 
issue. 


Davis-Bournonville  Company 

New  York  Chicago 

General     Office*    and    Demonstration     Plant,     Marion     Station,    Jersey     City,     N.     J. 
Chicago     Offices,     Monadnock     Block,     Jackson     and     Dearborn     Streets,     Chicago 


22 


ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


Winter  Winds  and    Driving   Sleet 
Will  Soon  be  Sweeping  Against 
Your  Overhead  System 

Streaming  arcs  of  fire  will  soon  mark  the  course  of  your  trolley  wheels 
as  they  follow  the  ice-bound  wire.  It  takes  tough  trolley  wire  to  with- 
stand the  winter  service,  and  it  takes  tough  feeder  wires  and  cables,  too, 
to  bear  the  strain  of  the  tons  of  ice.    Our 


ROUND,  GROOVED  AND  FIGURE  8 


TROLLEY  WIRE 


and 


Star  Brand  Weatherproof  Wire  and  Cables 

on  hundreds  of  miles  of  electric  railway  lines  is  of  wind  and  storm.     In  'every  clime  our  trolley 

proving  its  efficiency  and  economy  by  its  endur-  wire    and    Star    Brand   weatherproof   wire   and 

ing  strength  and  successful  resistance  to  the  fury  cables   is    cutting   overhead   maintenance   costs. 

Write  for  list  and  data. 

American  Electrical  Works 


NEW  YORK:    165  Broadway 
CHICAGO:    112  West  Adams  Street 
BOSTON:    176  Federal  Street 
71659 


Phillipsdale,  R.  I. 


CINCINNATI:    Traction  BuUdlnft 
SAN  FRANCISCO:    612  Howard  Street 
SEATTLE:    1002  First  Ave.  So. 


„^9.^/^NEi^C^ 


The  STANDARD  for  RUBBER  INSULATION 

Railway  Feed  Wires  insulated  with  OKONITE  are 
unequalled  for  flexibility,  durability,  and  efficiency,  and 
are  in  use  by  the  leading  Electric  Street  Railway 
Companies.  OKONITE  is  preferred  above  any  other  insu- 
lation for  Car  Wiring,  Telegraph  and  Telephone  Purposes. 

OKONITE  WIRES — OKONITE  TAPE— 
MANSON  TAPE— CANDEE  WEATHER- 
PROOF WIRES— CANDEE  PATENTED 
POTHEADS. 

Samples  and  Estimates  on  Application 


THE  OKONITE  COMPANY, 


253  Broadway,  New  York 


CENTRAL  ELECTRIC  CO.,  Chicago,  111.,  General  Western  Agents 
F.  D.  Lawrence  Electric  Co.,  Cincinnati,  O.  Novelty  Electric  Co.,  Philadelphia, Ta.  Pettingell-Andrewi  Co.,  Boston,  Mass. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


23 


T1MEISSAYEI) 


on  your  running  schedules  by  eliminating  the 
conductor-operated  signal.  This  stopping  a 
car  in  order  for  a  man  to  run  out  and  throw 
a  signal  switch  is  a  nuisance  to  passengers. 
And  there's  the  risk  of  your  man  forgetting 
to  do  it. 

Chapman  Automatic 
Signals 

eliminate  the  risk,  save  the  time  and  shorten 
schedules,  besides  securing  better  service  to 
your  passengers.  And  the  cost  is  very  mod- 
erate. If  you  are  operating  at  thirty  miles  an 
hour  or  less,  Chapman  Signals  will  .give  your 
road  perfect  protection  at  a  big  saving  over 
more  complicated  and  costly  signal  systems. 
Let  us  tell  you  what  we  have  done  for  other 
roads. 


L 


Charles  N.  Wood  Co., 


79  Milk  St.,  Boston,  Mass. 


7136 


Fibre 
Conduit 


A  thoroughly 
tested  material. 

Has  been  in  use 
for  over  20  years 
and  found  to  be 
the  best  insulator 
for  underground 
cables. 


Book  "R"  will  tell 
you  of  tests  and 
other  features. 


4-inch  HARRINGTON  JOINT  "ON  THE  JOB" 


The  Fibre  Conduit  Company 


New  York 


Orangeburg,  N.  Y. 

Boston  Chicago 


San  Francisco 


24 


ELECTRIC    RAILWAY    JOURNAL 


[February  (5,  1915 


Maximum  Certainty  and  Safe- 
ty with  Minimum  Installation 
and  Maintenance  Cost 

The 

Hoeschen 

Highway 
Crossing 
Signals 


DANrGER 


Does  not  in- 
terfere with 
track  circuits 
and  is  not 
opiated  by 
trolley  cur- 
rent. Free 
from  elec- 
*  trical  trou- 
bles. 
The  bell  is  started, 
stopped  and  wound  by 
the  movement  of  the  car 
wheels  over  the  track. 
The  bell  is  connected  by 
a  metallic  circuit  with 
magneto  generator  which 
is  operated  by  means  of 
an  arm  clamped  rigidly 
to  the  base  of  the  rail. 
A  slight  lateral  move- 
ment of  the  rail  head, 
caused  by  the  pressure  of 
the  wheels  of  train  pass- 
ing over  it,  is  multiplied 
many  times  at  the  outer 
or  free  end  of  the  arm. 
This  operates  the  gen- 
erator. 

Oscillating  blades  which 
keep  swinging  until  the 
train  has  passed ;  a  night 
illuminated  warning ;  a 
loud  -  voiced  locomotive 
bell,  with  a  peremptory 
note  that  can  be  heard 
above  the  noise  of  auto- 
mobile traffic ;  a  mechan- 
ism that  needs  no  bond 
wires,  track  circuits  or 
delicate  apparatus  —  are 
the  strong  features  that 
have  made  the  HOE- 
SCHEN HIGHWAY 
CROSSING  SIGNAL 
the  backbone  of  the 
"Safety  First" movement. 
Installed  on  more  than 
loo  steam  and  electric 
railroads  in  America  and 
abroad. 

Write    for    Descriptive    Matter 
and  Photographs 

Hoeschen 

Mfg. 
Company 

OMAHA, 
NEB. 


Gate  at  Danger 
D.    L.   &   N.-W.   Ry. 


On  Comes  the  Traveller  1 
On  Comes  the  Train! 

An  Accident! 

— loss  of  life — claims — litigation — trouble — 
expense — publicity — damaging  criticism  ? 

NO — there's  a 

COOK  AUTOMATIC 

SIGNAL  GATE 

Guarding  the  Crossing 

Let  the  train  come — down  goes  that  moving 
arm — down  goes  the  barrier — loud  rings  the 
warning  bell.  And  in  the  night,  when  the  bell 
might  annoy,  the  brilliant  red  light  gleams  its 
danger  signal — the  illuminated  semaphore  and 
barrier  shine  out  in  relief  against  the  dark. 
Safety  is  assured  —  if  your  crossings  are 
guarded  by  the  Cook  Signal  Gate.  Get  com- 
plete details. 

The  Cook  Railway  Signal  Co. 

1793  South  Broadway,  Denver,  Colo. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


25 


^^^^^ 


"All  along  our  lines 


>> 


said  the  chief  dispatcher,  "you  will 
find  our  road-men — conductors,  in- 
spectors and  construction  foremen 
— carrying 

Western  Electric 

Portable  Telephones 

as  a  part  of  their  regular  equipment. 

The  portables  have  prevented  a 
great  many  expensive  delays  and 
some  possible  accidents  simply  by 
giving  our  men  a  means  of  getting 
in  touch  with  the  division  dis- 
patcher from  any  point  on  the  road. 
They're  worth  their  weight  in 
gold." 

Write  for  prices  of  our  various  types 
of  portables. 

Western  Etectrk  Company 

Manufacturers    of    the    6,000,000    "Bell"    Telephones 

Ntfw  York  Atlanta  Chicago  Kansas  City  San  Francisco 

Buffalo  Richmond  Milwaukee  Omaha  Oakland 

Philadelphia       Savannah  Indianapolis       Oklahoma  City      Los  Anfielet 

Boston  New  Orleans      Cleveland  Minneapolis  Seattle 

Pitlsbiirtih  Houston  Cincinnati  St.  Paul  Portland 

St.  Louis  Dallas  Denver  Salt  Lake  City 

EQUIPMENT    FOR    EVERY    ELECTRICAL    NEED 

Member   Sociely  (or  Electric;il  Development.         "00  il  tleclrically" 


■f^^^B^^^ 


Style  "M"  Straight  Socket  Joint 

You  Want  Conduit 
That  Combines  Great 
Durability,  Efficiency, 
Economy 

Here  it  is 

t^^  FIBRE 
CONDUIT 

And  Here's  Wliy 

Great  Durability,  because  of  its  solid,  homogeneous 
construction  from"  specially-treated  fiber,  formed  under 
pressure  and  made  water,  oil,  acid,  gas  and  chemical 
proof.     Will  not  break,  corrode  or  decay. 

Great  Efficiency,  because  of  its  dielectric  and  mechan- 
ical strength,  complete  insulating  value,  perfect  water 
and  gas-tight  joints,  smooth  bore,  and  fire-resisting 
quality. 

Great  Economy,  because  it  gives  better  and  longer 
service  than  other  conduits ;  because  it  weighs  one- 
sixth  as  much  as  tile  or  stonewear  conduit — hence  re- 
duces trucking  and  freight  charges  80  per  cent.,  and 
cuts  down  labor  cost ;  because  it  can  be  laid  by  un- 
skilled workmen ;  because  it  comes  in  longer  sections 
than  tile  or  stoneware  conduit,  yet  costs  no  more ; 
because  it  can  be  laid  in  a  shallower  trench  than  other 
conduit,  cutting  down  labor  cost  still  further. 
Write  our  nearest  Branch  for  "J-M  Fibre  Conduit 
Booklet." 

H.     W.     JOHNS-MANVILLE     CO. 

Manufacturers  of  Service,  Subway  and  Transformer 
Boxes;  Fuses;  Line  Material;  Insulating  Materials;  Fire- 
proof Wood;  Friction  Tapes;  Dry  Batteries;  Lighting  Sys- 
tems, etc. 


Atlanta 

Baltimore 

Boston 

Buffalo 

Chicago 

Cincinnati 

Cleveland 


Columbus 
Denver 

Detroit 
Galveston 
Indianapolis 
Kansas  City 
Los  Angeles 


Milwaukee 

Minneapolis 

Newarlc 

New  Orleans 

New  York 

Omaha 

Philadelphia 


Pittsburgh 

Portland 
St.    Louis 
Salt  Lake  City 
San  Franeisco 
Seattle 
Toledo 


LIMITED. 
Vancouver 


THE  CANADIAN   H.   W.    JOHNS-MANVILLE   CO. 
Toronto  Montreal  Winnipeg 

For  Great  Britain  and  Continent  of  Europe : 

TURNERS  &  MANVILLE.  LTD..  Hopetouu  House.  5.  Lloyds  Ave.. 

London.  E.  C. 

Member    of   the    Society   for    Electrical    Development,    Inc. 
'•DO  IT  ELECTRICALLY"  2376 


26 


ELECTRIC    RAILWAY    JOURNAL 


[Februaky  6,  1915 


1 0  Blocks  of  Track  Already 
Slated  for  Renewal 

— Saved  by  the 


"Reciprocating" 
Track  Grinder 

The  track  was  in  very  bad  shape 
and  the  reciprocating  grinder  was 
tried  as  an  experiment. 
By  cutting  out  a  few  of  the  very 
worst  joints,  tamping  a  little  and 
with  days  of  grinding  the  track  is 
today  in  first  class  condition  al- 
though pronounced  worthless  four 
years  ago. 

This  company  now  operates  four 
Reciprocating  Track  Grinders. 
The  track  is  carefully  watched  and 
as  soon  as  defects  become  apparent 
— the  Reciprocating  Grinder  is  put 
to  work. 

This  company  adopted  the  Recipro- 
cating Grinder  because  it  avoids 
excess  removal  of  metal— 
— because  it  assures  a  perfectly  true 
surface  and  because  it  gives  the 
least  interference  to  car  movements. 
Those  are  the  factors  that  count — 
and  they  are  obtainable  only  from 
the  reciprocating  method  of  grind- 
ing. 

Let  us  explain  to  you  in  detail  just 
how  the  Reciprocating  Grinder  as 
one  of  your  regular  maintenance  of 
way  tools,  will  pay  big  returns  on 
the  investment. 
Write  us  for  data. 

Railway  Track-work  Co. 

Heed  Building,  Philadelphia,  Pa. 


"UNIVERSAL 
ROUND  TOP 
HANGERS" 

with  Revolving  Stud  and  Hexagon  Floating 
Jam  Nut 

Patented  April  19,  1910 


Straight  Line 


Single  Curve 


^^W  Double  Curve  ^^a 


Standardize    your    Overhead 

Equipment. 

Use  UNIVERSAL  ONE-PIECE 

HANGERS,    and    eliminate    all 

line  troubles.     Descriptive  folder 

on  request. 

ELECTRIC  RAILWAY  EQUIPMENT 
COMPANY 

Cincinnati,  Ohio 

30  Church  Street,  New  York  City 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


a? 


Macallen 
Adjustable  Crossing 


Macallen  Rigid  Crossing 


Standard  Splicing  Ear 


What  the  Name 
MACALLEN    Means 
on  Overhead  Material 


Any  broad-gauged,  widely  experienced 
salesman  will  tell  you  that  in  the  last  analy- 
sis the  biggest  selling  force  entering  into 
the  problem  of  successful  manufacturing 
and  marketing  is  the  goods.  The  cleverest 
salesmen,  the  most  able  advertisement  writ- 
ers, the  most  vigorous  selling  campaigns 
cannot  achieve  a  permanent  success  unless 
the  goods  are  right. 

Macallen  electric  railway  material  has 
succeeded  because  it  deserves  to  succeed 
— ^because  it  is  designed  right — built  right 
— of  right  materials — because  it  delivers 
the  service — and  is  backed  by  a  square  deal' 
policy. 


The  Macallen  Company 

Macallen  and  Foundry  Sts,,  Boston 


3lACALLEr 

MARK. 


Here  Is  The  Thew's  Work 


Here  Is  How  The  Thew  Does  It 


Shallow  cuts — removal  of  old  macadam  for  track  laying — grading  work  in 
close  quarters — tearing  up  old  track,  etc. — these  are  your  problems.  The  Thew 
is  designed  especially  for  such  work.  The  horizontal  crowding  motion  of  The 
Thew  cuts  clean  and  true  to  grade — does  the  work  quickly  and  cheaply. 

Used  on  old  macadam  or  concrete  foundations,  the  crowding  motion  is 
reversed  to  apply  a  powerful  prying  motion. 

The  Full  Circle  Szving  of  The  Thew  enables  it  to  work  in  close  quarters 
without  stopping  traffic. 

Write  for  Catalogue  "F"  and  list  of  Electric  Railways  using  Thews. 

The  Thew  Automatic  Shovel  Co.,  Lorain,  Ohio 


28 


ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


Frogs,  Crossings,  Switches  and 
Mates  for  Electric  Railway  Service 

Products  of  the  Highest  Grade  Workmanship  and  Material. 
May  we  Estimate  on  Your  Requirements? 


BARBOUR-STOCKWELL  CO. 

205  Broadway,  Cambridge,  Mass. 


CAMBRIA 
RAILS 


Open  Hearth  Bessemer 

BOLTS   AND    NUTS 

100% 

Splice  Bars 

Tie  Plates 


All  Standard 
Sections 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Sales    Offices:     Atlanta,     Boston,     Buffalo,     Chicago,     Cincinnati,    Cleveland,    Detroit,    New    York,    Philadelphia, 

Pittsburgh,   St.    Louis,    San    Francisco,    Tacoma,    Montreal 

Works  at  Johnstown.   Pa. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


29 


CARNEGIE  STEEL  COMPANY 


General  Offices — Pittsburgh,   Pa. 


K^  1 

f  PT" 

Hi   1 

.»  . 

M».     ' 

'J'^'rr-:m^-i9'm-.. 

,        It  1     - 

1 «     ■♦■ 

-zr*^' 

SSJihiy 

i;32^^3 

^£.-- 

M^^^!Si^i^&M^^_J'^i^9!5i^2^^i^^V8B^^PHk^ff 

^"^   .        "^"•■i^''    * 

;jjj^ 

^^"^. — ****j^-^^^'jnifi&**] 

■.OiMMIiJL 

&^^^m  W/j^^^/^^29np 

k< 

STEEL 
CROSS  TIES 

are  absolutely  the  best  and 
cheapest  permanent  con- 
struction. 

Introduction  of  econo- 
mies are  always  desirable, 
especially  where  they  are 
combined  with  efficiency,  as 
in  the  case  of  steel  ties. 

By  their  use  economy  is 
reflected  through  your  va- 
rious departments. 


A  Single  Welding 
Operation  at  a  Cost 

of  $2  Saves  Motor 
Housing  Worth  $165 

The  OXWELD 
PROCESS 


Here  was  a  cracked  motor  frame  36  in.  long,  26  in. 
in  diameter,  weighing  1800  lb.  and  valued  at  $165.00. 
The  thickness  of  the  metal  varied  from  I  to  2 
inches.  There  was  a  crack  at  one  end  6  in.  long. 
This  crack  was  welded  in  a  few  hours  by  the  Oxweld 
Process.  Thus  the  cost  of  a  new  housing  was  saved 
and  the  motor  put  back  into  service  with  the  mini- 
mum loss  of  time. 


This  illustration  gives  an  idea  of  the  utility  and 
scope  of  the  Oxweld  Process  in  an  electric  railway 
shop. 

It  shows  how  a  single  operation  saved  at  a  cost 
of  $2  a  piece  of  equipment  worth  $165. 

Isn't  apparatus  which  will  effect  such  savings 
worth  investigation?     Write  for  further  particulars. 


CHICAGO,  ILL.    Oxweld  Acetylene  Company    newark,  n.  j. 


30 


ELECTRIC    RAILWAY    JOURNAI 


[February  6,  1915 


■    Ir.iitDKns  cHAc.KLivr.  tit^ 

Dj  l\    THV:    SKVSf:«V?'Ki?si  ^1; 

i     :ii-  .''ea 

j     '  ::                 , .  the 

\     jcrac-kiins    iii    r-Ab:ii:a   ri\i^-_~.    jua  ron- 
j     I  (racling  stce!  alarmed  ttiein.  . 

building    refi: 


Cold  that  causes  the  contraction 
of  steel  and  other  metal  surfaces 
often  destroys  the  protecting 
paint  film.  Paint  that  dries  hard 
and  brittle  is  the  first  to  suffer. 
Through  the  fissures  of  a  broken 
paint  film,  rust  and  decay  enter 
and  eat  their  way. 

DIXON'S 

SILICA-GRAPHITE 

PAINT 

"  The  Longest  Service  Paint" 

provides  an  elastic  film  which  is 
neither  broken  by  the  expansion 
of  extreme  heat  nor  the  contrac- 
tion of  extreme  cold.  For  this 
and  many  other  good  reasons  ex- 
plained in  booklet  No.  108-B  you 
should  order  or  specify  Dixon's. 

Made  in  Jersey  City,  N.  J.,  by  the 

Joseph  Dixon  Crucible  Co. 

ESTABLISHED  1827 


FORD 
TRIBLOC 

A  CHAIN  HOIST  that 
Fulfils    Every   Requirement 

It  is  built  in  sizes  from  54-ton  to  40- 
ton  capacity.  No  matter  what  size 
you  need  or  how  severe  the  service, 
you  will  find  the  Tribloc  the  most  sat- 
isfactory Chain  Hoist  built. 

It  has  planetary  gearing  (which  is  en- 
closed in  a  dust-proof  steel  case),  steel 
parts,  a  3^-to-l  factor  of  safety  in 
its  weakest  parts,  and  eighty  per  cent, 
of  the  power  applied  to  the  hand  chain 
is  converted  into  lifting  energy. 

The  chains  and  hooks  used  on  the 
Ford  Tribloc  are  of  the  best  material 
and  workmanship  procurable,  and  all 
our  claims  are  backed  by  a  five-year 


guarantee. 


We  also  build  Screw  Hoists,  Differ- 
ential Hoists,  and  Steel  Plate  Trol- 
leys. Our  catalog  describes  them 
all.      Write    for    your    copy    now. 


FORD  CHAIN  BLOCK 
&     MFG.     COMPANY 

142  Oxford  Street,  PHILADELPHIA,  PA. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


31 


The  Steam  Hammer  that  is 
Always  Ready  for  Use 

When  the  smith  goes  to  his  steam  hammer  with  a  job,  he  wants 
to  find  it  in  perfect  running  condition,  and  ready  for  action  the 
instant  he  moves  the  operating  levers.  ■     -•»■ 

Bement  Steam  Hammers 

are  so  designed  that  with  very  little  attention  they  can  be  oper- 
ated continuously  without  breakdowns.  Here  are  a  iew  of  the 
features  that  enable  Bement  Hammers  to  be  always  oh  the  job. 


■crjS 


Valves  Simple  and 
Substantial 

The  main  valve  is  simple 
and  substantial,  consist- 
ing of  but  few  moving 
pieces  which  require 
practically  no  adjust- 
ment. The  throttle  valve 
is  of  the  rotary  type, 
simple,  and  requiring  no 
particular  care  for  its 
maintenance. 


Wear  Readily  Taken  Care  of 

The  guides  are  provided  with  taper 
shoes  so  that  the  wear  of  the  ram  is 
readily  taken  up.  Valve  gearing  is  de- 
signed to  have  its  downward  motion 
by  its  own  weight  so  that  lost  motion 
due  to  wear  has  no  bad  effect  on  the 
operation  of  the  hammer.  The  main 
valve  is  of  the  piston  type  balanced 
in  a  bushing  and  hence  does  not  bear 
or  wear  on  the  main  cylinder  casting. 


Write  for  Catalog  "Bement  Hammers."     Sizes  250  to  40,000  lbs. 

NILES-BEMENT-POND  CO. 

Ill   Broadway,  NEW  YORK 

Boston  Detroit  Philadelphia  Birmingham 

Pittsburgh        St.  Louis  Chicago  London 


THIS  PRESS  WILL  STRAIGHTEN  YOUR  CAR 
AXLES    PROPERLY   AND     ECONOMICALLY 


We  have  furnish-ed  many  car  shops  with  hydraulic  presses  of 
this  type  for  straightening  axles,  shafting  and  bars,  and  for 
doing  hundreds  'of  odd  bending  jobs. 


Hand  Tower 
Bar  Straightening 
Press 


The  ram  has  a  vertical  movement  of  4  in. 
The  idle  portion  of  the  stroke  to  and  from 
the  work  is  accomplished  by  a  rack  and 
pinion  independent  of  the  pump.  The  bend- 
ing blocks  and  roller  stands  are  adjustable 
to  any  position  on  the  bed.  The  traveling 
frame  permits  a  bending  operation  at  any 
point  between  the  roller  frames. 

We  build  many  sizes  of  hydraulic  bend- 
ers, all  as  carefully  designed  as  this  ma- 
chine to  give  the  user  the  best  service. 

Write  for  catalog  82  giving  details  of  our 
big  line  of  railway  hydraulic  machines  in- 
cluding Jacks,  Forcing  Presses,  Pit  Jacks, 
Wheel  Presses,  Shears,  Bending  Presses,  etc. 

The  Watson- Stillman  Co. 

Engineers  and  Builders  of  Hydraulic  Machinery 

46  Church  Street  New  York 


CHICAGO— McCormick  Building. 
PHILADELPHIA— The  Bourse. 
PITTSBURGH— Brown   &  Zortman. 
ST.   LOUIS— Corby  Supply  Co, 
KANSAS    CITY— Geo.    f.    Cook. 
DENVER— L.    C.    Ullrich. 
ATLANTA— Sterling  G.  Turner. 


32 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


VANADIUM  STEEL 

ROTOR  RINGS 


VANADIUM    STEEL    ROTOR    END    RING. 


As  a  result  of  thorough  tests,  the  Allis  -  Chalmers 
Manufacturing  Company  have  adopted  vanadium 
steel  as  standard  for  the  rotor  end  rings  of  their  turbo- 
generators. Previously  they  were  rsing  chrome- 
nickel  steel. . 

Peripheral  speeds  of  these  rotors  vary  from  i8,ooo 
to  24,000  feet  per  minute.  Stresses  in  the  rings  are 
consequently  high. 

Allis-Chalmers  adopted  vanadium  steel  for  these  highly 
stressed  parts  because  of  the  higher  and  more  uniform 
physical  properties. 

Their    report    on    the    subject    is    given    in    "  Facts." 

Write   for  copy. 


AMERICAN  VANADIUM  COMPANY 

343  Vanadium  Building,  Pittsburgh 


The  Allis-Chalmers  3 
Air  Compressor 

is  SMALLER— LIGHTER— HAS 
NO  GEARS  and  yet  has  GREAT- 
ER CAPACITY  than  the  Ordinary 
Compressor. 

Weighs  390  (425  with  cage)   as  compared  to  850  lbs. 
Height  is  14  inches  as  compared  to  25  inches 

Type  AA7 


Direct 
Connected 


Write   for   Bulletin 


Some  of  the  Advantages  of  the 

Allis-Chalmers  AA7  Air  Compressor 

over  other  compressors  of  the  same  type — 

One-Piece  Herringbone  Gear,  insuring  accurate  meshing  and  great 
strength — Replaceable  Bushing  takes  the  wear  in  the  cylinder  and  obviates 
the  High  Cost  of  Reboring — Pipeless  Construction  facilitating  easy  re- 
moval of  Cylinder  Head— Improved  Brush  Holder,  adjustable  with  screw- 
driver.   Oil  supplied  through  one  vent  and  distributed  automatically. 

ALLIS-CHALMERS  MANUFACTURING  COMPANY 

MILWAUKEE.  WIS. 

For    all    Canadian    business    refer    to    Canadian    Allis-Chalmers    Co.,    Ltd.,     Toronto, 

Ontario,  Canada. 
FOREIGN  REPRESENTATIVES:  H.  I.  Keen,  732  Salisbury  House,  London  Wall. 
E    C,  London,  Eng.     Frank  R.  Perrot,  883  Hay  St.,  Perth,  W.  Australia.     Frank  R. 
Perrot,  204  Clarence  St.,  Sydney,  N.  S.  W,     Mark  R.  L^mb,  Huerfanos  1157,  Casill.i 
2652,   Santiago,   Chile. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


33 


The  Problem 
of  the 
Interurban 


The  Foul 
Air  Problem 
of  the  City 
Car 


BOTH  are  Solved  by  Use  of 

The  ODORLESS  DISINFECTANT 


It  acts  at  once,  purifying  and  deodorizing 
the  air,  killing  floating  typhoid,  diphtheria  '  •■■"''■ 

and  pus  bacteria  and  sweetening  and  sterilizing  what- 
ever it  comes  in  contact  with. 

Requires  but  a  few  ounces  of  O  D  liquid  to  the  gallon  of 
water  to  make  a  disinfecting  scrubbing  solution  for  floors 
seats,  straps,  toilets,  etc.,  etc. 

Its  germicidal  or  germ-killing  qualities  and  its  value  as  a  preventive  of  con- 
tagion is  proven  by  tests  and  reports  of  eminent  bacteriological  experts. 

Put  up  in  quantities  from  two-gallon  size  to  5-barrel  lots.    We  can  cite  you  the 
best  of  references  and  indorsements. 

Send   us   trial   order.     Prices   on   request. 

Gardner  &  Company ^  Joliet,  III. 

WRITE  FOR  DESCRIPTIVE  LITERATURE 


Mark 


S£^©©©©©®©®©©©©©©©®©© 


B-V 

Visible 
Punches 


Standard  Open  Sight  Punch 
Quick  and  Accurate 


The  conductor  can  see  through  the  punch, 
enabling  him  to  punch  the  correct  spot  with 
speed  and  precision.  This  is  a  great  advan- 
tage, especially  on  lines  where  traffic  is  heavy, 
promoting   better    service    in    behalf   of   both 


company  and  public. 

The  tool  steel  dies  in  B-V  Punches  insure 
long  service  and  economy.  They  cost  no 
more  than  the  ordinary  kind.  Send  for  prices 
and  catalog. 


BONNEY-VEHSLAGE  TOOL  COMPANY 

124  Chambers  Street,  New  York  Factory,  Newark,  N.  J. 


0©©©©©©©©©©©©©©©©©©©©©©©©©©  ©©©©©©©©©©©©©©©©©©©©©©©©©©©©© 


34 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


IT 


RAILWAY  UNE  MATERIAL 
FOR  DIRECT  SUSPENSION 


The  Guarantee 
of  Excellence 


on  Goods 
Electrical 


The  Guarantee 
of  Excellence 


on  Goods 
Electrical 


GENERAL  EIZCMC  COMPANY 


Send  for  your  copy  of  this  new  bulletin  just  off  the  press. 

It  lists  every  device  for  direct  suspension  made  by  the 
General  Electric  Company  and  contains  much  valuable  general 
information  and  engineering  data  relative  to  the  subject  of  line 
material.  Every  electric  railway  purchasing  agent  and  engi- 
neer should  have  a  copy  of  this  catalog. 

Ask  for  Bulletin  No.  44004— It's  free. 


General  Electric  Company 


Atlanta,  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,   Mont. 
Charleston,   W.  Va. 
Charlotte,    N.    C. 
Chattanooga,  Tenn. 
Chicago,    111. 
Cincinnati,    Ohio 


Cleveland,    Ohio 
Columbus,   Ohio 
Dayton,  Ohio 
Denver,    Colo. 
Des  Moines,   Iowa 
Detroit,   Mich. 

(Office  of  Agent) 
Duluth,  Minn. 
Elmira.  N.   Y. 
Erie,    Fa. 
Fort   Wayne,    Ind. 


General  Office:  Schenectady,  N.  Y. 
ADDRESS    NEAREST    OFFICE 


Hartford,  Conn. 
Indianapolis,    Ind. 
Jacksonville,   Fla. 

ioplin,   Mo. 
Kansas  City,  Mo. 


Knoxvillc,   Tenn. 
Los  Angeles,  Cal. 
Louisville,   Ky. 
Memphis,  Tenn. 
Milwaukee,    Wis. 


Minneapolis.   Minn. 
Nashville,  Tenn. 
New   Haven,   Conn, 
New   Orleans,    La. 
New  York,  N.  Y. 
Niagara    Falls,   N.    Y, 
Omaha,  Neb. 
Philadelphia,    Pa. 
Pittsburg,  Pa. 
Portland,   Ore. 
Providence,    R.    I. 
Richmond,   Va. 


Rochester,   N.   Y. 
St.   Louis,  Mo. 
Salt   Lake   City,   Utah 
San   Francisco,  Cal. 
Schenectady,  N.   Y. 
Seattle,  Wash. 
Spokane,  Wash. 
Springfield,    Mass. 
Syracuse,  N.   Y. 
Toledo,   Ohio. 
Washington,  D.  C. 
Youngstown,   Ohio 


For  Texas,  Oklahoma  and  Arizona  busineta  refer  to  Southwest  General  Electric  Company   (formerly  Hobson  Electric  Co.),   Dallas,   El   Paso, 
Houston  and  Oklahoma  City.     For  Canadian  business  refer  to   Canadian   General    Electric   Company,   Ltd.,  Toronto,  Ont, 


5308 


Electric  Railway  Journal 

Published  by  the  McGraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway   Journal  and  Electric  Railway  Review 


Vol.  XLV 


NEW  YORK,  SATURDAY,  FEBRUARY  6,  1915 


No.  6 


THE 

NEW  ORLEANS 

MODEL  CAR 


The  new  car  for  New  Orleans 
which  is  described  on  another 
page  of  this  issue  stands  unique, 
if  such  a  term  can  be  applied  to  conservative  design, 
as  a  combination  of  practically  everything  that  has  fully 
demonstrated  its  worth  in  modern  car  construction. 
Naturally,  the  most  prominent  feature  is  the  invasion 
of  the  South — that  stronghold  of  the  wooden  car — by  an 
all-steel  design.  Next  in  interest  is,  perhaps,  the  fact 
that  the  weight,  36,100  lb.  for  a  47-ft.  8-in.  car,  is  one 
of  the  lowest  that  has  been  recorded.  However,  that 
the  low  weight  was  not  attained  by  skimping  the  struc- 
ture is  manifest  from  the  published  sizes  of  the  mem- 
bers as  well  as  from  the  illustrations,  which  show  con- 
structions that  remind  one  almost  of  steam  railroad 
practice  rather  than  the  usages  common  to  city  surface 
cars.  One  innovation  of  special  importance  for  electric 
railways,  but  which  may  not  be  particularly  obvious,  is 
the  absolute  elimination  of  ornamental  painting  on  the 
car  body — something  from  which  it  is  well  rid.  Of 
course,  the  painting  schemes  of  recent  years  have  been 
vastly  less  objectionable  than  the  "moving  van"  styles  of 
the  earliest  days.  Yet  there  has  seemed  to  be  no  ten- 
dency to  give  up  the  principle  of  arraying  surface  cars 
in  all  the  colors  of  the  rainbow  supplemented  with 
enough  perfectly  useless  information  in  gilt  letters  to 
supply  a  correspondence  school.  The  start  that  has 
been  made  by  New  Orleans  toward  plain,  and  therefore 
sensible,  painting  is  most  acceptable.  In  conclusion,  the 
use  of  end  platforms  on  such  a  model  car  may,  perhaps, 
require  comment,  and  it  is  only  fair  to  the  center-en- 
trance principle  to  say  that  the  "Jim  Crow"  law  of  New 
Orleans  practically  prohibited  its  consideration.  On  the 
other  hand,  of  course,  this  is  no  proof  that  otherwise 
the  center-entrance  would  have  been  used. 


AN  UNUSUAL 

"FLYWHEEL 

EFFECT" 


Some  years  ago  when  the  three- 
phase  locomotive  was  attracting 
considerable  attention  on  account 
of  its  extensive  adoption  on  the  Italian  State  Railways 
and  elsewhere,  quite  a  little  stress  was  laid  upon  the 
way  in  which  stored  energy  distributes  "itself  in  that 
system.  If  there  are  a  number  of  three-phase  trains 
in  motion  their  energy  is  available  to  assist  the  power 
plant  in  starting  another  train.  The  draft  of  power 
by  the  accelerating  train  has  a  tendency  to  slow  down 
the  whole  system,  reducing  the  frequency,  and  for  a 
time  the  moving  trains  draw  less  power  and  thus  re- 
lieve the  power  station.  That  the  same  phenomenon 
appears  in  the  single-phase  system  and  must  for  the 
same  reason  appear  also  in  heavy  d.c.  systems  is  indi- 
cated  by   the   recent    experience   of   the   New   Haven 


road,  as  described  by  W.  S.  Murray.  When  the  heavy 
extra  loads  were  imposed  on  the  system  by  the  elec- 
trification from  Stamford  to  New  Haven  the  peaks  of 
power-plant  load  which  were  to  be  expected  in  view  of 
the  enormous  freight  trains  handled  did  not  material- 
ize. In  fact  the  form  of  the  power-plant  load  line  was 
improved.  This  resulted  from  the  lowering  of  voltage 
due  to  heavy  draft  of  current,  the  voltage  dropping 
suddenly  and  leaving  the  operating  trains  moving  at 
speeds  higher  than  those  corresponding  to  the  reduced 
voltage.  Their  loads  were  thus  taken  off  the  power 
station  and  relieved  it  to  that  extent  while  they  were 
coasting.  In  this  way  from  different  immediate  causes, 
but  fundamentally  on  the  same  general  principle,  rail- 
way systems  employing  constant-speed  and  variable- 
speed  motors  act  like  huge  flywheels. 


CONFERENCES 

WITH 

COMMISSIONS 


It  is  difficult  to  understand  why 
the  Public  Service  Commission  for 
the  First  District  of  New  York 
has  been  subjected  to  suspicious  criticisms  during  the 
last  week  because  Secretary  Whitney  testified  that  con- 
ferences are  often  held  between  the  individual  com- 
missioners and  officers  of  the  public  utilities  in  the  dis- 
trict. Perhaps  these  criticisms  can  be  explained,  but 
not  excused,  by  reference  to  the  dust-covered  idea  that 
public  service  commissions  are  grand  juries  to  hear 
testimony  against  the  utilities  without  permitting  them 
to  enter  replies.  The  true  function  of  regulating 
bodies,  as  now  generally  stated,  is  to  act  as  a  mediator 
between  the  public  and  the  corporations  and  not  to 
serve  as  an  ex  parte  tribunal  in  either  direction.  It  is 
absurd  to  suppose  that  corporation  officials  have  not 
the  same  right  of  presentment  of  data  that  is  bestowed 
upon  public  complainants.  Wherein,  then,  lies  the 
wrong — that  the  conferences  are  not  public  and  that 
some  complaints  are  dropped  thereafter?  In  truth, 
such  objections  would  betray  a  most  lamentable  lack  of 
a  proper  understanding  of  commission  work — -such  an 
understanding  as  led  the  engineer  of  one  of  the  West- 
ern commissions  recently  to  say  that  the  informal  com- 
plaints settled  by  any  commission  measure  much  of  the 
real  service  being  rendered  by  it.  Sixty  per  cent  of  the 
complaints  received  by  this  commission  are  settled  by 
informal  conferences  with  the  utilities,  and  it  is  stated 
that  the  ideal  condition  would  exist  if  90  per  cent  of  the 
work  were  handled  in  this  way.  The  saving  in  time, 
cost  and  temper  secured  by  the  settling  of  as  many 
complaints  as  possible  in  an  informal  manner  makes  the 
method  highly  desirable,  and  the  charge  or  even  the 
suspicion  of  star-chamber  proceedings  under  this  prac- 
tice betrays  ignorance  and  nothing  more. 


266 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  6 


SPIRIT  OF  It  is  but  a  few  days  since  the 

MID- YEAR  American  Electric  Railway  As- 

MEETING  sociation  met  at  Washington  to 

count  among  its  speakers  two  leading  members  of  the 
House  of  Representatives,  one  member  of  the  Senate 
and  the  President  of  the  United  States ;  yet,  viewed  even 
in  the  short  perspective  of  a  week,  it  seems  clear  that 
this  meeting  marks  a  definite  step  toward  a  better  un- 
derstanding between  regulators  and  regulated,  When  the 
American  Electric  Railway  Association  adopted  as  a 
body  the  now-famous  Code  of  Principles  it  cast  off  to 
the  last  vestige  the  slough  of  foolish  secrecy  with  which 
it  had  been  so  long  encumbered.  It  was  just  as  neces- 
sary that  the  chosen  representatives  of  the  people  should 
declare  themselves  with  like  directness.  It  was  the 
spirit  of  publicity  and  co-operation  which  prompted  the 
selection  of  Washington  as  the  meeting  place,  and  it 
was  this  spirit  which  animated  the  entire  convention. 
It  is  true  that  neither  the  address  of  the  President 
nor  the  speeches  of  Senator  Weeks  and  Congressmen 
Sherley  and  Montague  bore  directly  on  the  specific 
problems  of  the  electric  railway  industry.  But  all  of 
them  expressed  the  spirit  of  aid  instead  of  enmity,  of 
future  co-operation  for  past  antagonism.  Each  party 
has  cried  Peccavi  and  each  party  has  promised  hereafter 
to  seek  the  other's  good  instead  of  the  other's  ill.  And 
what  is  the  panacea?  Is  it  publicity  alone,  full  and  frank 
as  that  may  be?  No,  the  stronger  medicine  of  common 
honesty,  of  square  dealing,  of  recognition  of  mutual 
obligations  is  needed  as  a  purge  to  cleanse  both  our  pub- 
lic and  private  bodies  of  the  toxins  with  which  they  have 
been  too  long  poisoned.  The  American  Electric  Railway 
Association  through  its  Code  of  Principles  has  put 
itself  clearly  on  record  for  a  clean  life  in  a  clean  body. 
May  those  who  have  promised  to  help  the  business  men 
of  the  United  States  show  in  future  a  due  respect  for 
this  declaration  by  imposing  an  equally  high  standard 
of  conduct  on  the  part  of  the  political  men  of  the  United 
States. 


NON-UNIONISM 
A  BASIS  OF 
EMPLOYMENT 


In  clearly  establishing  the  fact 
that  the  renunciation  of  union 
affiliations  may  be  demanded  as 
a  condition  of  employment,  the  decision  of  the  United 
States  Supreme  Court  last  week  in  the  Kansas  Coercion 
Statute  case  has  cleared  this  phase  of  the  labor  ques- 
tion in  a  way  that  should  be  of  interest  to  all  electric 
railway  officials.  The  law  in  question  declared  that  it 
was  unlawful,  as  a  condition  for  obtaining  or  continu- 
ing employment,  to  coerce  or  influence  a  person  to  enter 
into  an  agreement  not  to  join  or  remain  a  member  of 
a  labor  organization.  The  downfall  of  this  law  now 
carries  with  it  similar  laws  in  California,  Colorado, 
Connecticut,  Indiana,  Massachusetts,  Minnesota,  New 
Hampshire,  New  Jersey,  New  York,  Oklahoma,  Oregon, 
Pennsylvania  and  Wisconsin.  The  abolition  ol  such 
laws  in  these  states  should  bring  the  fact  home  to  all 
that  labor  contracts  are  not  wholly  one-sided  instru- 
ments. The  trades  union  theory  has  always  been  that 
the  employees  had  a  right  to  control  the  acts  of  the  em- 
ployer but  that  the  employer  had  no  right  to  place  equal 


or  even  similar  restrictions  upon  the  employees.  Jus- 
tice Pitney  declares,  however,  that  just  as  labor  organi- 
zations have  the  inherent  and  constitutional  right  to 
deny  membership  to  any  man  who  will  not  agree  that 
during  such  membership  he  will  not  accept  or  retain 
employment  in  a  company  with  non-union  men,  and  just 
as  a  union  man  has  the  constitutional  right  to  decline 
proffered  employment  unless  the  employer  will  agree 
not  to  employ  any  non-union  men,  so  the  employer  has 
the  constitutional  right  to  insist  that  his  employees 
shall  refrain  from  union  affiliations  during  their  term 
of  employment.  It  will  undoubtedly  come  as  a  surprise 
to  labor  advocates  that  employers  have  any  constitu- 
tional rights  at  all  along  this  line,  for  they  have  always 
been  obstinately  oblivious  of  the  adage  that  what  is 
sauce  for  the  goose  is  sauce  for  the  gander. 


FAMILIARITY  MAY  BREED  CONTEMPT 

An  experienced  transportation  superintendent  re- 
cently brought  up  a  point  in  the  matter  of  discipline 
which  is  worth  some  sober  thought  by  all  who  are  con- 
cerned with  the  direct  handling  of  men.  This  official 
found,  on  taking  charge  of  the  platform  men  on  another 
property,  that  obedience  to  orders  had  become  a  purely 
optional  affair  with  them  under  the  late  administration. 
In  fact,  when  the  new  superintendent  demanded  obedi- 
ence as  his  right,  they  were  astonished.  Some  very 
convincing  arguments  in  the  form  of  direct  dismissal 
were  required  to  bring  the  survivors  to  their  senses. 
Yet  the  men  themselves  had  been  more  sinned  against 
than  sinning.  The  rod  of  discipline  had  been  wielded 
so  little  as  to  seem  a  barbarous  if  not  an  obsolete  instru- 
ment. 

The  trouble  was  that  the  previous  superintendent  had 
gone  too  far  in  fraternizing  with  the  men.  He  was  not 
content  to  be  with  them  at  an  occasional  smoker  or 
picnic,  but  had  been  "one  of  the  boys"  evening  after 
evening  at  a  bowling  alley  behind  a  local  saloon.  Once 
he  had  established  this  intimate  acquaintance  the  men 
knew  his  foibles  far  better  than  he  knew  theirs,  and 
when  he  ventured  to  issue  a  disagreeable  order  he  was 
simply  mocked. 

We  are  told  that  to  make  Asiatic  peoples  believe  their 
kings  were  gods  and  not  mere  men,  the  commonalty 
were  never  permitted  to  see  their  king  eat  or  drink. 
The  disciplinary  officer  who  wants  to  keep  the  respect 
of  his  men  must  also  surround  himself  with  just  enough 
mystery  to  seem  more  than  an  ordinary  man.  The  fact 
that  he  administers  discipline  directly  makes  it  unde- 
sirable for  him  to  be  as  familiar  as  the  higher  officers 
may  on  occasions,  as  they  are  not  in  close  daily  con- 
tact with  the  men.  A  reasonable  degree  of  aloofness  is 
not  at  all  incompatible  with  square  dealing.  The  sep- 
arate mess  for  the  officers  of  a  ship  is  not  so  much  a 
matter  of  snobbishness  as  a  recognition  of  the  fact 
that  the  officers  cannot  afford  to  display  their  frailties 
before  their  subordinates.  To  a  certain  degree  the 
operating  officer  of  a  railway  must  follow  this  example, 
for  he,  too,  is  in  an  organization  where  implicit  obedi- 
ence means  relatively  just  as  much  for  good  service  as 
it  does  in  the  army  or  navy. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


267 


THE  "BUY  IT  NOW"  MOVEMENT 

A  prominent  steam  railroad  official,  in  commenting  on 
the  business  situation,  said  recently  that  if  a  line 
was  drawn  north  and  south  through  Chicago  for  a  dis- 
tance of  200  miles  on  each  side  of  that  city,  and  each  end 
of  the  line  was  then  extended  west  for  a  distance  of  700 
miles  and  the  ends  of  these  lines  were  joined  so  as  to 
form  a  parallelogram,  it  would  contain  the  most  pros- 
perous section  of  the  world  to-day. 

There  is  no  doubt  that  the  farms  of  the  Central  West, 
with  a  wheat  crop  of  enormous  volume  and  selling  at 
high  war-time  prices,  are  in  a  very  strong  financial 
position.  This  lends  interest  to  the  "Buy  It  Now" 
movement,  launched  from  Omaha  recently  through  the 
Associated  Press.  The  campaign  has  extended  to  other 
cities  and  has  attracted  very  favorable  attention  from 
public  officials  as  well  as  from  commercial  organiza- 
tions. The  plan  is  well  described  by  President  Wilson, 
who  said  in  his  recent  speech  at  Indianapolis:  "I  un- 
derstand that  your  Chamber  of  Commerce  in  Indianap- 
olis is  working  now  upon  the  motto,  'if  you  are  going 
to  buy  it,  buy  it  now.'  This  is  a  perfectly  safe  maxim 
to  act  upon.  It  is  just  as  safe  to  buy  it  now  as  it  ever 
will  be,  and  if  you  start  buying  there  will  be  no  end  to 
it  and  you  will  be  a  seller  as  well  as  a  buyer."  Gov- 
ernor Capper  of  Kansas,  in  referring  to  the  abundant 
crops  in  the  Central  West  and  the  industrial  depression 
in  the  East,  said :  "Every  dollar  wisely  spent  now  tends 
to  enliven  business,  to  start  the  wheels  of  idle  factories, 
to  give  employment  to  idle  men  and  to  feed  the  hungry. 
The  farmer  can  not  only  buy  now  to  better  advantage 
than  later,  but  he  can  perform  a  patriotic  duty  by  pay- 
ing every  indebtedness  promptly  and  by  purchasing  his 
spring  supplies  at  the  earliest  possible  moment,  'Buy 
It  Now.'  "  Governor  Hammond  of  Minnesota,  another 
prosperous  state,  in  a  recent  interview  spoke  along  sim- 
ilar lines. 

But  the  movement  is  not  confined  to  the  agricultural 
sections  of  the  country.  The  Baltimore  &  Ohio  Railroad 
has  expressed  itself  as  in  full  sympathy  with  such  a 
movement  and  is  showing  it  by  placing  an  order  for  2000 
new  freight  cars,  the  first  order  for  equipment  that  has 
been  placed  by  the  company  in  more  than  a  year.  In  its 
official  statement  it  says  in  part:  "We  have  already 
purchased  $385,000  worth  of  material  in  anticipation 
of  our  requirements  for  the  next  six  months  and  are 
just  about  to  enter  into  contracts  for  $200,000  worth  of 
additional  material  covering  the  year's  requirements. 
We  suppose  this  is  the  most  practical  way  in  which  we 
can  aid  your  movement.  We  are  heartily  in  accord  with 
the  work  you  have  in  hand." 

Each  industry  and  each  company  must  decide  for  it- 
self how  far  it  can  co-operate  in  a  movement  of  this 
kind,  but  if  there  is  to  be  a  revival  of  industrial  activity 
in  this  country  it  will  necessarily  mean  larger  gross 
receipts  for  the  electric  railway  companies.  We  realize 
that  each  company  has  many  local  problems  to  solve,  of 
which  in  most  cases  the  best  method  of  increasing  fares 
is  the  most  important,  but  the  old  rule  should  not  be 
forgotten  that  the  best  time  to  make  purchases  is  toward 


the  end  of  a  business  depression,  because  prices  are  then 
nearly  always  lower  than  can  be  secured  later. 


MAKING  THE  NICKEL   GO   FARTHER 

While  the  costs  of  all  other  elements  of  railway 
service  have  gone  up  that  of  electrical  energy  has  gone 
ciown.  More  efficient  engines,  boilers,  generators  and 
distribution  systems  have  effected  savings  in  fuel,  floor 
space,  labor-  and  incidentals,  off-setting  to  some  extent 
at  least,  increases  in  wages  and  cost  of  materials.  It 
has  thus  been  possible  to  make  the  cost  of  the  energy 
for  operating  a  car  a  small  and  decreasing  proportion 
of  total  operating  cost,  occupying  the  order  of  approxi- 
mately one-seventh  of  the  total.  Small  as  it  is,  how- 
ever, it  offers  one  opportunity  at  present  for  saving  or, 
as  suggested  above,  for  making  the  nickel  go  farther 
in  other  directions,  preferably  at  present  in  the  line  of 
better  dividends. 

The  unit  cost  of  electrical  energy  is  now  about  as 
low  as  we  can  reasonably  expect  to  get  it,  and  it  is 
probable  that  future  improvements  will  take  care  of 
increasing  unit  costs,  but  not  much  more.  We  must 
then  look  for  further  economies  in  the  use  of  energy 
rather  than  in  its  production.  Here  is  a  fertile  field  as 
one  realizes  when  he  calculates  the  difference  between 
the  energy  necessary  in  overcoming  friction  in  moving 
a  car  between  two  points  and  that  drawn  from  the  trol- 
ley. Figures  quoted  on  page  231  of  last  week's  issue 
showed  that  rolling  friction  in  freight  trains  at  slow 
speeds  may  be  as  low  as  26  watt-hours  per  ton-mile.  On 
the  other  hand,  an  electric  street  car  may  often  use 
150  watt-hours.  The  difference  between  these  figures  is 
worthy  of  careful  study.  It  does  not  all  represent 
waste,  however,  for  a  considerable  part  is  incidental  to 
maintaining  a  reasonable  schedule  speed  with  frequent 
stops. 

An  energy  consumption  of  150  watt-hours  per  ton- 
mile  would  occur  only  in  high-speed  city  service  with 
frequent  stops.  It  might  be  roughly  divided  thus:  Ab- 
sorbed by  all  friction  except  in  brakes  and  motor  losses 
except  resistance,  63  watt-hours,  or  42  per  cent; 
absorbed  in  brakes,  60  watt-hours,  or  40  per  cent;  loss 
in  starting  grids,  25  watt-hours,  or  16  2/3  per  cent,  and 
motor-resistance  loss,  2  watt-hours,  or  1  1/3  per  cent. 
In  heavier  service  with  less  frequent  stops  the  energy 
consumption  might  be  100  watt-hours  per  ton-mile,  of 
which  friction  (including  air  resistance)  might  absorb 
78  watt-hours;  brakes,  15  watt-hours;  resistance  grids, 
5  watt-hours,  and  motor  resistance,  2  watt-hours. 
These  figures,  which  are  approximate  only,  indicate  at 
a  glance  the  possible  lines  of  improvement.  In  opera- 
tion more  coasting  gives  lower  speed  at  brake  applica- 
tion and  less  braking  loss,  which  is  roughly  proportional 
to  the  square  of  the  speed  at  the  instant  of  application. 
Quicker  acceleration  permits  the  same  schedule  to  be 
made  with  more  coasting  and  is  thus  conducive  to 
saving  unless  carried  to  the  extreme.  This  is  relatively 
more  important  in  service  with  frequent  stops.  In 
such  service,  also,  field  control  of  motors  is  successful 
in  reducing  grid  losses  and  permitting  more  rapid  accel- 


268 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


eration  owing  to  the  strong  field  used  in  starting.  After 
all,  the  most  tempting  opportunity  for  saving  is  prob- 
ably in  the  line  of  weight  reduction  which  produces  a 
cumulative  effect.  When  this  opportunity  has  been 
exhausted  there  is  still  scope  for  ingenuity  in  cutting 
down  friction. 

In  this  issue  of  the  Electric  Railway  Journal  we 
print  an  abstract  of  a  paper  on  energy  saving  read  a 
few  days  ago  in  Chicago  by  N.  W.  Storer.  In  this  he 
gives  data  which  are  of  great  interest  in  the  light  of 
facts  such  as  those  outlined  above. 


IS  PLATFORM  WORK  "SKILLED  LABOR"? 

In  the  Bay  State  Street  Railway  arbitration  of  wages 
now  proceeding  at  Boston,  Mass.,  perhaps  the  most  im- 
portant point  thus  far  discussed  is  whether  platform 
work  on  a  car  should  be  considered  skilled  labor,  in  the 
usual  sense  of  the  term.  Counsel  for  the  employees' 
union  has  devoted  many  hours  to  the  effort  to  secure 
admissions  from  the  company's  officials  that  uniformed 
men  in  the  car  service  should  properly  be  classed  as 
skilled  laborers,  but  no  such  admission  is  likely  to  be 
made  for  the  excellent  reason  that  the  duties  performed 
by  motormen  and  conductors,  while  calling  for  the  exer- 
cise of  proficiency  in  the  handling  of  equipment  and  in 
relations  with  the  public,  do  not  justify  the  classification 
advocated  by  the  union. 

Granted  that  the  duties  of  the  motorman  call  for 
quickness  of  perception,  intelligence,  facility  in  manipu- 
lation, the  use  of  judgment,  and  some  degree  of  me- 
chanical apprehension,  it  is  none  the  less  true  that  the 
rudiments  of  his  occupation  can  be  learned  within  a 
comparatively  few  days  and  that  these  duties  are,  while 
varied  as  to  time  combination,  essentially  repetitive. 
As  experience  is  gained,  most  motormen  increase  in 
proficiency  up  to  a  point  which  cannot  be  predicted  as 
yet  for  the  individual,  but  which  is  approximated  in 
sliding  scales  of  wages  at  from  roughly  five  years  to  ten 
years  of  service,  generally  speaking.  Much  is  made  of 
responsibility  by  those  who  contend  that  motormen 
should  be  classed  as  skilled  laborers,  but  there  is  no 
logical  connection  between  responsibility  and  skill  in 
craftsmanship,  except  that  the  latter  may  be  a  help  in 
meeting  the  former.  What  is  true  of  the  motorman 
applies  to  the  conductor  also,  to  a  corresponding  degree. 
The  latter  improves  with  practice,  but  the  acquisition 
of  sufficient  knowledge  and  proficiency  to  take  charge  of 
a  car  is  a  matter  of  a  very  limited  time  in  comparison 
with  the  many  months  required  to  learn  a  trade  suffi- 
ciently well  to  be  of  substantial  value  as  an  apprentice, 
and  to  become  a  first-class  workman  is  a  question  of 
years  compared  with  the  time  demanded  to  become  an 
excellent  conductor. 

None  of  these  comments  is  intended  to  belittle  a  class 
of  men  whose  faithfulness  to  duty,  forbearance  under 
trying  conditions,  adaptability  to  a  service  which  con- 
stantly changes  in  volume  if  not  in  form,  and  whose 
patient,  helpful  work  meets  a  need  of  the  world  which 
calls  for  ability,  physical  strength  and  intelligence  in 
all  sorts  of  weathers  and  in  the  face  of  many  obstacles. 


But  there  is  no  blinking  the  fact  that  the  occupation  of 
a  uniformed  man  on  a  modern  street  railway  is  one 
which  can  be  passably  well  performed  after  a  period  of 
training  which  is  one  of  the  shortest  required  of  intelli- 
gent workers  in  modern  industry;  not  as  well  per- 
formed, of  course,  as  after  extended  experience,  but  still 
acceptable  enough  to  warrant  putting  a  man  on  a  car 
in  charge  of  its  passengers  or  its  equipment  surpris- 
ingly soon  after  his  acceptance  as  an  employee.  Coun- 
sel for  such  employees  are  fond  of  referring  to  an  elec- 
tric car  as  a  "highly  complex  locomotive"  operated  on 
the  public  highways,  but  while  the  complexity  of  the 
equipment  may  be  admitted,  the  fact  that  the  motor- 
man's  relations  to  it  are  almost  entirely  manipulative 
tells  its  own  story.  We  may  go  so  far  as  to  grant  that 
the  quality  of  skill  may  be  attained  in  the  work  of  both 
motorman  and  conductor — skill  increasing  with  time- 
but  the  officials  of  the  Bay  State  company  are  funda- 
mentally right  in  refusing  to  class  the  work  of  uni- 
formed men  with  that  of  cabinet  makers,  machinists, 
masons,  plumbers,  printers,  or  other  wage  earners  whose 
duties  require  for  successful  performance  long  and  ardu- 
ous preparation  and  whose  compensation  corresponds  to 
the  superior  degree  of  skill  of  mind  and  hand  demanded 
by  their  vocations. 


CHANGE  COLOR  AND  SAVE  MONEY 

A  prominent  superintendent  of  car  equipment  re- 
cently stated  in  conversation  that  if  he  was  permitted 
to  make  an  unrestricted  choice  of  the  shades  of  color 
with  which  his  cars  were  painted  he  could  save  $5  per 
car  at  each  painting  without  changing  the  quality  of 
the  work.  The  point  is  an  interesting  one.  Of  course, 
the  economy  is  somewhat  petty,  but  during  the  present 
lean  years  in  electric  railway  affairs  it  can  hardly  be 
neglected  on  this  score. 

As  a  matter  of  fact,  on  any  railway  it  is  quite  possible 
that  a  change  in  color  might  even  appeal  to  the  taste 
of  the  public  more  than  a  retention  of  the  old  hues. 
Indeed,  it  seems  off-hand  that  there  is  no  known  color, 
except  perhaps  pink,  that  is  not  used  for  the  street  cars 
in  at  least  one  of  the  many  cities  in  the  country.  Greens 
and  reds,  of  course,  predominate,  but  blues  and  browns 
and  yellows  have  many  supporters,  and  if  any  certain 
color  can  be  accepted  by  the  people  of  one  city  it  is 
hardly  reasonable  to  suppose  that  those  of  another 
community  cannot  stand  a  change  to  the  same  color. 

In  general,  the  selection  of  the  color  scheme  for  elec- 
tric cars  seems  to  be  one  of  the  few  duties  that  rail- 
way presidents  are  absolutely  unwilling  to  transfer  to 
the  shoulders  of  their  less  gifted  subordinates,  but  when 
the  president  has  made  a  decision  regarding  a  color 
scheme,  the  time  and  effort  that  have  been  devoted  to 
it  are  worth,  from  an  artistic  standpoint,  exactly  noth- 
ing. Any  other  color,  if  well  maintained,  would  im- 
press the  riding  public  just  as  favorably,  and  the  im- 
pression on  the  public  is,  so  far  as  we  can  see,  the  only 
reason  for  painting  cars  with  anything  better  than  the 
rough  but  cheerful  red  made  familiar  through  its  uni-; 
versal  use  on  barns  and  box  cars. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


269 


Naturally,  this  should  not  be  construed  as  an  argu- 
ment in  favor  of  such  a  grade  of  paint  for  street  cars. 
Electric  railways  owe  it  to  the  communities  they  serve 
to  provide  neat-looking  equipment,  and  to  this  end  the 
so-called  "coach  colors"  are  no  doubt  necessary  be- 
cause of  their  body  and  susceptibility  to  high  finish. 
On  the  other  hand,  the  railways  are  not  obligated  to 
make  their  cars  look  like  the  proverbial  Joseph's  coat. 
Therefore  the  cheapest  and  most  durable  of  the  coach 
colors  would  be  the  most  satisfactory  from  the  rail- 
tways'  standpoint,  and  it  ought  to  be  as  uniformly  used 
for  street  railway  service  as  is  box-car  red  for  freight 
trains  or  "Pullman  color"  for  sleeping  cars.  The  op- 
portunity for  economy  is  definite  enough,  because  the 
prices  of  the  numerous  coach  colors  in  general  use  vary 
through  a  range  of  several  hundred  per  cent,  and  the 
steps  upward  from  the  undefineable  greenish-brown  that 
is  known  as  "Pullman  color"  through  the  dull  yellows, 
the  greens,  the  blues  and  the  light  reds  are  sufficient 
to  make  the  latter  prohibitively  costly  in  comparison 
with  the  former. 

It  has  been  said  by  one  of  our  correspondents  that 
nothing  that  a  manufacturer  could  do  would  cause  a 
mrailroad,  either  steam  or  electric,  to  make  a  change 
ifrom  its  standard  color  scheme.  This  would  probably 
be  true  if  the  use  of  a  new  color  could  not  be  made  to 
^how  an  advantage  either  in  lasting  quality  or  in  cost, 
Dut  when  a  tangible  result  can  be  attained  the  difficulty 
)f  overcoming  the  railroads'  conservatism  ought  not  to 
oe  insurmountable.  What  is  needed  is  that  the  manu- 
facturers' specialists  in  color-mixing  shall  be  called 
jpon  to  point  the  way  toward  the  least  expensive  com- 
)inations  and  not  be  told,  as  they  are  now,  to  make 
luotations  upon  colors  that  are  arbitrarily  selected 
without  regard  for  cost  or  durability. 


TREND  OF  ELECTRIC  RAILWAY  EARNINGS 

In  our  issue  of  Jan.  23  we  published  an  abstract  of  the 
report  just  given  out  by  the  bureau  of  fare  research  on 
the  subject  of  electric  railway  statistics  for  June,  July, 
August  and  September  of  1914.     The  data  submitted 

,  ,3nly  serve  to  confirm  the  evident  fact  that  the  year 
L914,  with  its  accumulating  gloom  of  business  and 
financial  depression  and  the  European  War,  was  not 

I  j:onducive  to  electric  railway  prosperity.    That  electric 

,  :arriers  did  not  suffer  more  than  they  did  was  entirely 
owing  to  the  necessary  character  of  the  commodity  f  ur- 
■nished  by  such  carriers  and  the  careful  administration 
jby  their  officials. 

i    It  may  be  recalled  that  this  paper,   in  its  issue  of 
JNov.  28,  page  1217,  compiled  the  earnings  of.  all  com- 

^  panies  making  public  reports  for  September,  1914  and 
'1913,  and  that  the  result  showed  a  total  decrease  in 
gross  earnings  of  1.4  per  cent  and  in  net  earnings  of 


2.24  per  cent,  or,  if  Western  returns  were  eliminated 
on  account  of  meagerness,  0.87  per  cent  for  gross  earn- 
ings and  1.24  per  cent  for  net  earnings.  These  figures 
iwere  static,  in  a  sense — that  is,  the  month  of  September 
in  both  1914  and  1913  was  lifted  away  from  the  re- 
mainder of  the  months  and  an  analysis  made  as  of  those 
two  particular  months.     The  data,  however,  compiled 


by  the  bureau  of  fare  research  for  the  four  months  of 
1914  are  in  running  form.  They  lack  the  feature  of 
comparison  with  the  preceding  year's  results,  but  they 
are  of  value  in  indicating  the  trend  of  gross  earnings 
and  operating  expenses  that  led  up  to  the  condition  in 
September  as  analyzed  by  this  paper. 

With  the  returns  for  June,  1914,  as  a  basis,  it  can  be 
seen  from  the  bureau's  figures  that  the  gross  earnings, 
after  a  slight  expansion  with  the  heavy  traffic  of  July, 
gradually  fell  until  in  September  they  were  only  96.24 
per  cent  of  the  June  amount.  Similarly,  the  operating 
expenses,  after  a  slight  rise  in  July,  by  September 
dropped  to  95.11  per  cent  of  the  June  total.  A  consider- 
able portion  of  the  decreases  was  undoubtedly  caused 
by  the  seasonal  variations  in  traffic.  Yet  if,  as  the 
bureau  points  out,  the  earnings  for  June  and  July  from 
year  to  year  are  substantially  equal  to  those  of  August 
and  September,  the  two  middle  months  being  most  af- 
fected by  these  seasonal  variations,  then  it  seems  that 
in  this  section  of  1914  certain  depressing  influences 
were  at  work,  for  the  returns  of  the  last  two  months 
failed  to  keep  up  to  the  stated  standard  of  the  first  two 
months.  This  is  not  at  all  surprising,  however,  for  the 
increasing  tightness  of  business  and  finance,  the  closing 
down  of  industrial  plants  and  the  cutting  off  of  em- 
ployee traffic  that  followed  the  outbreak  of  the  Euro- 
pean War  in  August  may  justly  be  considered  to  have 
retarded  the  seasonal  traffic  that  might  logically  have 
been  expected  in  August  and  September. 

What,  then,  do  the  data  really  show?  Simply  that 
the  static  condition  given  by  this  paper  for  the  month 
of  September  was  mostly  a  result  of  influences  which, 
beyond  the  control  of  the  electric  railways,  accumu- 
lated the  decreases  in  gross  and  net  earnings  over  a 
period  of  at  least  four  but  particularly  two  months. 
Incidentally,  too,  it  may  be  remarked  that  the  statistics 
bring  out  the  effect  upon  net  earnings  caused  by  slight 
reductions  in  gross  earnings.  Under  normal  conditions 
an  increase  in  gross  earnings  is  a  greater  financial  ad- 
vantage than  a  proportionate  decrease  in  operating  ex- 
penses. The  reason  for  this  is  that  a  large  part  of  the 
operating  cost  is  fixed  and  does  not  fluctuate  in  accord- 
ance with  the  amount  of  business  done,  so  that  a  greater 
net  return  is  caused  by  an  extension  of  the  revenue- 
producing  power  than  by  a  reduction  in  expenses.  It 
follows,  therefore,  that  a  decrease  in  gross  earnings  is 
more  detrimental  to  a  carrier  than  a  decrease  in  operat- 
ing expenses;  for  the  latter  cannot  as  a  rule  be  de- 
creased to  the  same  extent  and  may  be  simply  deferred, 
with  the  result  that  the  small  margin  of  profit  on  which 
the  company  is  operated  and  its  rate  of  return  may  be 
seriously  impaired.  This  state  of  affairs  is  mentioned 
in  the  bureau's  report,  but,  as  before,  we  find  solace 
in  the  fact  that  the  causes  are  external  and  not  likely  to 
be  permanent.  It  will  undoubtedly  require  time  for 
electric  railways  to  be  restored  to  their  former  basis 
of  prosperity,  but  individuals  in  all  sections  of  the  coun- 
try who  are  keeping  their  fingers  on  the  pulse  of  busi- 
ness are  predicting  a  general  revival,  from  which  elec- 
tric railways,  of  course,  will  secure  their  share  of 
benefit. 


270  ELECTRIC    RAILWAY    JOURNAL  [Vol.  XLV,  No.  6 

New  Cars  for  New  Orleans 

These  Cars  Combine  All  of  the    Most   Modern   Developments   in    Design,    Having  Fully-Inclosed    Platform! 

Arched  Roofs  with  Ventilators,  AU-Steel  Construction  Except  for  Wooden  Sheathing  on  Roof  and  Floor, 

and  a  Novel  Form  of  Pressed-Steel  Carline  Which  Fits  into  the  Hollow  Side  Post 


The  New  Orleans  Railway  &  Light  Company  has  just 
placed  in  service  a  lot  of  fifty  cars  of  a  type  which 
may  become  standard  for  this  property.  The  new  design 
constitutes  a  radical  departure  from  the  practice  that 
has  heretofore  been  the  rule  in  Southern  cities,  as  the 
frame  construction  is  all-steel,  only  the  roof  sheath- 
ing and  floor  being  of  wood.  In  addition,  plain-arched 
roofs  equipped  with  ventilators  have  been  adopted  as 
well  as  fully-inclosed  platforms  without  bulkheads.  Al- 
together, the  design  constitutes  an  excellent  example 
of  the  most  modern  developments  in  surface-car  con- 
struction. 

As  shown  in  the  accompanying  reproductions  of  prog- 
ress photographs,  the  construction  gives  the  impression 
of  being  much  more  substantial  than  usual  for  standard 
city  service.  The  desire  of  the  designers  to  reduce 
maintenance  to  a  minimum  is,  in  fact,  manifest  through- 
out, and  the  utmost  simplicity  of  construction  has 
been  made  the  rule,  filler  blocks  and  other  parts  that 
form  no  essential  part  of  the  structure  having  been 
rigidly  eliminated.  The  desire  to  reduce  maintenance 
expense  has  even  resulted  in  the  adoption  of  two-motor 


Notwithstanding  this  substantial  construction,  hov 
ever,  the  elimination  of  unnecessary  parts  and  the  ger 
eral  utilization  of  the  full  strength  of  the  various  men 
bers  has  resulted  in  a  total  weight  of  only  36,100  11 
This  weight  does  not  include  heaters  which  are  nc 
needed  in  the  mild  climate  of  New  Orleans,  and  in  con 
parisons  with  the  weights  of  other  cars  an  allowanc 
should  be  made  for  this.  Nevertheless,  that  the  car  i 
of  large  size  for  the  unusually  light  weight  is  show 
by  the  following  table  of  general  dimensions: 

Length  over  corner  posts 34  ft.  8  in. ' 

Length  over  bumpers 47  ft.  8  in. 

Width  over  all  at  window  rail 8  ft.  7  in. 

Width    over    eave    mold 8  ft.  .'>  %  ii 

Height  from  top  of  rail  to  top  of  trolley  board 11  ft.  3%  li 

Truck   centers   23  ft.  5Vi  i) 

Wheelbase  of   truck    4  ft.  10  in. 

General  Arrangement 

The  car  is  provided  with  eighteen  cross-seats  of  th 
Walkover  type,  and  there  are  four  stationary  longitud 
nal  seats  at  the  ends  of  the  car,  each  holding  four  seate 
passengers,  giving  a  total  seating  capacity  of  fifty-tw( 

To  provide  accessibility  the  body  has  been  hung  a 


Mii^ihik^ 


f 

NEW   ORLEANS    CAR — GENERAL   VIEW   OF   CAR,    SHOWING    ELIMINATION   OF  ORNAMENTAL  PAINTING 


equipments  with  55-65-hp  motors  and  30-in.  wheels  in 
preference  to  four  of  the  so-called  baby  motors  with 
24-in.  wheels,  notwithstanding  the  fact  that  the  ad- 
vantages of  a  low  floor  were  fully  recognized  by  the  de- 
signers. In  this  case  the  cost  of  up-keep  for  two  large 
motors  was  considered  to  be  enough  less  than  that  for 
four  small  ones  to  offset  the  saving  in  weight  and  floor 
height  effected  by  using  the  latter. 

The  combination  of  substantial  construction  and  ease 
of  maintenance  at  which  the  designers  aimed  is  exempli- 
fied by  the  post  and  carline  design.  Both  posts  and 
carlines  have  been  made  of  pressed-steel  members,  the 
carlines  fitting  into  the  tops  of  the  posts  and  being 
rigidly  riveted  to  them.  In  consequence  the  posts  and 
carlines  form  a  series  of  continuous  members  extending 
around  the  superstructure  from  one  side  sill  to  the 
other,  a  construction  that  has  heretofore  been  used  only 
in  connection  with  light,  continuous  T-bars. 


low  as  possible  over  the  30-in.  wheels.  The  first  ste 
is  13%  in.  from  the  rail  level  and  the  second  step  to  th 
level  of  the  platform  is  11  in.  A  7%-in.  step  brings  th 
passenger  to  the  car  floor  at  the  end  sill,  and  a  ramp  o 
31/4  in.  extends  from  this  point  to  the  bolster,  makin 
the  total  height  of  the  floor  35%  in.  above  the  rail,  wit? 
out  passenger  load. 

The  inclosed  platforms  at  both  ends  of  the  car  ar 
6  ft.  2  in.  long  from  front  of  vestibule  dash  to  corn€ 
posts,  and  7  ft.  3  in.  wide  over  vestibule  corner  post 
No  bulkheads  are  installed,  and  the  longitudinal  seat 
at  the  ends  of  the  body  provide  large  floor  spaces  a( 
joining  the  platforms.  Three  seats  on  each  side  of  eac 
end  of  the  car  are  fitted  with  brass  sockets  in  the  ser 
backs  for  the  reception  of  the  race-division,  or  "Jii. 
Crow,"  signs.  This  arrangement  gives  flexibility  ail' 
convenience  in  allotting  the  space  allowed  for  colorf 
patrons,  who  are  assigned  to  the  rear  of  the  car  r 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


271 


gardless  of  its  direction.  The  main  aisle  is  26  in.  wide 
between  seat  ends  and  29  in.  wide  between  seat  backs. 
The  aisle  space  at  the  longitudinal  seats  is  57  in. 

Each  platform  is  provided  with  double  folding  doors 
on  the  entrance  side  and  a  single  sliding  door  on  the 
exit  side.    All  doors  are  inter-connected  with  their  re- 


between  it  and  the  end  sill.  Portable  and  adjustable 
seats  are  furnished  for  both  conductor  and  motorman. 
Enameled  stanchions  are  provided  at  the  entrance 
archway  at  the  usual  bulkhead  location  and  also  at  the 
entrance  and  exit  doors.  The  latter  stanchions  are  so 
placed  as  to  encourage  passengers  to  take  the  proper 


This  Bide  of  Platform 
it  ^'Lower  tbtut  Opp-Side 


Sl4etrie  Bf,Journat 


NEW   ORLEANS   CAR — GENERAL  PLAN   AND  ELEVATION 


spective  steps  so  that  upon  closure  of  the  door  its  step 
is  folded  simultaneously,  Burdette-Rountree  mechan- 
isms being  used.  The  entrance  or  folding  doors  give  a 
clear  opening  of  54  in.,  this  opening  being  divided  into 
entrance  and  exit  portions  by  the  installation  of  a  ver- 
tical, white-enameled  stanchion  approximately  in  the 
center  of  the  space.  The  door  operating  stand  is  lo- 
cated on  the  center  line  of  the  car  and  11  y2  in.  from 
the  end  sill,  leaving  room  for  the  conductor  to  stand 


hand  hold  in  boarding  and  in  alighting,  and  thus  acci- 
dents arising  from  this  source  are  minimized.  Instead 
of  hand  straps  in  the  body  of  the  car,  white-enameled 
tubing  is  arranged  over  the  longitudinal  seats  in  a  hori- 
zontal position  and  in  a  convenient  location  for  hand 
holds.  The  enameled  hand-holds  and  stanchions  are 
coated  with  a  glass-hard  material  that  is  baked  on  at 
high  temperature,  these  having  been  furnished  by  the 
Ellcon  Company. 

Steel  Construction 

With  the  exception  of  floor  and  roof,  the  car  is  built 
of  steel  throughout.     The  underframe  consists  of  two 


^^HT 


1  ri" 

MQ.W  0»up/|!         i 


Section  B-B 

Carline 


NEW  ORLEANS  CAR — CROSS-SECTION,  SHOWING  DETAILS  Of 
SIDE  CONSTRUCTION 


Section  D-D 
Through  Post 

Slwtrie  Ry^Jimmal 


NEW  ORLEANS   CAR — DETAILS  OF  SIDE  POST  AND  CARLINE 
CONSTRUCTION 


272 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


NEW    ORLEANS    CAR — SIDE    GIRDERS    AND   FLOOR    FRAMING 
BEFORE   INSTALLATION   OF  POSTS 


NEW   ORLEANS   CAR — SUPERSTRUCTURE   FRAMING,   INCLUD- 
ING PANELS  AND  HEADER  AT  END  OF  BODY 


side-girders  made  up  of  No.  12  gage  steel  plates,  which 
are  30-in.  wide  and  34  ft.  8  in.  long  when  assembled. 
The  top  member  of  this  girder  is  a  S^-in.  x  1-in.  x  %- 
in.  dropper  bar,  and  the  bottom  member  is  a  4-in.  x  3-in. 
X  5/16-in.  angle.  Two  splice  plates  are  introduced  in 
the  length  of  each  girder,  and  reinforcement  against 
buckling  is  provided  at  the  bolsters  by  means  of  4-in.  x 
5-in.  x  %-in.  angle  and  a  4y2-in.  x  3-in.  x  %-in.  vertical 
tee,  securely  riveted  to  the  girder  web.  The  bottom 
member  at  the  side  of  each  girder  is  bent  inward  at  the 
end  sill  and  the  two  members  meet  at  the  center  line  of 
the  car,  where  they  are  spliced  together  to  form  the 
end  sills.  In  addition,  a  3/16-in.  x  SVa-in.  plate  is  se- 
curely riveted  to  the  above-mentioned  angles  and  this 
is  reinforced  on  the  bottom  with  a  SVo-in.  x  2y2-in.  x 
%-in.  angle. 

Frequent  crossings  composed  of  4-in.,  5.25-lb.  chan- 
nels fasten  the  two  girders  together  and  provide  a  sup- 
port for  the  flooring,  and  the  underframe  is  further 
stiffened  by  the  use  of  diagonal  members  consisting  of 
2y2-in.  X  yi-in.  steel  bars.  Generous  gusset  plates  also 
are  fastened  to  bottom  angle  and  crossing  channels.  The 
top  angle  of  the  girder  is  covered  with  an  oak  window 
rail  which  also  furnishes  an  arm  rest  on  the  inside  of 
car. 

The  main  platform  knees  are  made  up  of  a  flat  plate 
of  No.  10  gage  steel  cut  in  a  concave-wedge  shape  and 
reinforced  on  one  side  by  means  of  2y2-in.  x  2y2-in.  x 
lA-in.  and  3y2-in.  x  2y2-in.  x  %-in.  angles.  These  plat- 
form knees  are  securely  riveted  to  the  end  sills  and  to 


the  cast-steel  body  bolster,  no  bolts  being  used,  and  the 
outer  ends  are  riveted  to  a  7-in.  section  of  channel- 
shaped  Hedley  anti-climber  which  serves  in  place  of  the 
usual  crown  pieces.  The  auxiliary  platform  knees  con- 
sist of  4-in.  channels  bent  to  the  proper  shape  and  riv- 
eted to  the  end  sill  and  bolsters. 

The  car  posts  are  unique.  They  are  made  of  No.  16 
gage  steel  plate  which  is  pressed  into  a  "U"-shape,  the 
flanges  of  this  being  securely  riveted  to  the  side  girder. 
The  outside  of  each  post  above  the  side  girder  is  cov- 
ered with  a  No.  16  gage  plate  that  is  riveted  to  the 
flanges  of  the  "U."  The  inside  of  the  post  is  covered 
with  No.  18  gage  sheet  steel  that  is  molded  into  proper 
form  to  take  the  rack  for  the  window  fasteners  and  to 
provide  runways  for  the  curtain  fixtures.  This  mold- 
ing is  fastened  to  the  post  by  means  of  hollow  screws. 

The  carlines  also  are  composed  of  pressed  "U"  shaped 
sections  and  they  are  securely  riveted  and  bolted  to  the 
tops  of  the  posts,  the  carlines  fitting  inside  of  the  posts 
and  thus  forming  a  practically  continuous  member  ex- 
tending from  one  side  of  the  car  to  the  other.  The  end 
headers  and  corner  posts  consist  of  pressed  steel  sec- 
tions of  a  deep  "U"-shape.  These  are  riveted  together 
at  the  spring  line  of  the  arch  of  the  header  and  are 
further  riveted  to  the  pier  panel  which  extends  be- 
tween each  corner  post  and  nearest  side  post.  The 
headers  are  covered  with  wooden  furring  strips  and 
the  roof  boards  are  through-bolted  to  these  furring 
strips  and  to  the  flanges  of  the  carlines. 

The  vestibule  posts  are  all  of  pressed  steel,  the  two 


VicJ 

i 

1 

HE^^ 

M      "si 

1 

r 

|5| 

NEW  ORLEANS  CAR^-STEEL  FRAMING  COMPLETE,  INCLUD- 
ING LETTERBOARD  AND  VESTIBULE  SHEATHING 


NEW     ORLEANS     CAR — CAR     STRUCTURE     COMPLETE     WITH 
FLOOR  AND  ROOF  SHEATHING  APPLIED 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


273 


center  posts  being  made  in  one  section  of  No.  16  gage 
steel  and  the  corner  vestibule  posts  in  two  sections  of 
No.  12  gage  steel  securely  riveted  together.  These 
posts  are  bolted  to  an  angle-iron  sprung  to  the  proper 
radius  and  fastened  to  the  crown  piece.  The  vestibule 
is  made  of  No.  16  gage  sheets  bolted  to  the  outside  of 
the  vestibule  posts,  and  there  is  also  a  lining  plate  on 
the  inside  of  the  vestibule  posts,  which  provides  pockets 
into  which  the  sash  may  lower.  The  outside  of  the  ves- 
tibule is  provided  with  the  usual  bumper  shield. 

The  letterboard  is  continuous  throughout  the  whole 
length  of  the  car  body,  and  it  is  reinforced  between  posts 
with  a  %-in.  x  %-in.  x  Vg-in.  angle.  It  is  16  in.  wide 
and  is  not  only  riveted  to  the  posts  but  is  bent  over  onto 
the  arch  of  the  roof  and  riveted  to  the  carlines  to  stiffen 
the  roof  framing  transversely.  The  vestibule  top  plates 
consists  of  a  2V'2-in.  x  1%-in.  x  %-in.  angle  continuous 
from  body  corner  post  to  body  corner  post. 

Finish  and  Interior  Fittings 

The  floor  consists  of  tongued-and-grooved  yellow 
pine,  laid  lengthwise  of  the  car  and  depressed  at  the 
aisle  section  so  that  the  top  of  the  floor-mat  is  level 


NEW    ORLEANS   CAR — INTERIOR   VIEW 

with  the  top  of  the  floor  at  the  side  seats.  The  floor 
mats  consist  of  narrow  strips  of  maple  screwed  to  the 
flooring.  The  roof  consists  of  %-in.  tongued-and- 
grooved  poplar  through-bolted  to  the  carlines  and  cov- 
ered with  No.  8  canvas  duck. 

The  drip  rail  is  made  up  of  wood  and  bolted  to  the 
letterboard.  The  canvas  of  the  roof  comes  down  over 
the  upper  part  of  this  drip  rail  and  is  tacked  to  it  with 
copper  tacks,  following  steam  railroad  practice.  This 
drip  rail  is  continuous  around  vestibules.  The  curtain 
box  is  formed  of  No.  22  gage  steel  that  is  divided  into 
sections  each  covering  one  curtain  and  arranged  for 
ready  removal  for  access  to  curtains  and  fixtures. 

Headlining  has  been  installed  notwithstanding  the 
wooden  roof  sheathing  because  of  the  extreme  heat  of 
the  summer  sun  in  New  Orleans.  It  consists  of  3/16-in. 
agasote  separated  into  convenient  sections,  the  joints 
being  covered,  with  light  cherry  molding,  and  this  mold- 
ing matches  the  molding  which  carries  the  lighting 
wires  through  the  body  of  the  car.  The  usual  space  is, 
of  course,  allowed  for  advertising  cards.  The  bottom 
sash  is  arranged  to  raise  so  as  to  give  a  clear  opening 
of  271/2  in.  but  the  top  sash  is  stationary  and  is  fas- 


tened to  the  post  caps  with  screws  installed  from  the 
outside  of  car. 

The  interior  finish  is  dark  cherry  color  throughout, 
but  the  headlining  is  painted  light  green.  The  interior 
of  the  car  has  been  rubbed  down  to  a  dull  finish  after 
varnishing  and  it  presents  a  very  neat  and  attractive 
appearance,  the  finish  of  the  steel  making  a  very  good 
match  with  the  woodwork  of  the  seats  and  moldings. 
The  outside  of  the  car  is  painted  a  light  olive  green,  and, 
as  will  be  noticed  in  the  accompanying  illustration, 
all  unnecessary  ornamentation  has  been  rigidly  elimi- 
nated. The  only  striping  or  lettering  appears  on  the 
dash,  and  this  consists  of  the  car  number  and  an  alum- 
inum stripe  around  the  edge  of  the  dash  plates. 

Ventilation  is  provided  by  means  of  eight  Railway- 
Utility  suction  ventilators.  The  seats  are  of  the  stand- 
ard Hale  &  Kilburn  No.  300  type,  fitted  with  wooden 
cushions  and  backs.  A  Consolidated  push-button  sys- 
tem is  installed  for  signaling  the  motorman.  The  side 
curtains  are  of  pantasote  fitted  with  Forsyth  Rex  type 
rollers  and  No.  88  ring  fixtures.  Motorman's  curtains 
are  also  installed.  Keystone  signs  are  located  in  the 
center  vestibule  sash  at  each  and  in  the  rear  side  win- 
dow, the  boxes  for  these  signs  being  made  of  steel  in 
all  cases.  Crouse-Hinds  headlights  and  Earle  trolley 
catchers  are  also  provided.  A  double-fare  International 
register  is  located  at  one  end  of  the  car  and  this  is  oper- 
ated from  either  end  by  means  of  a  register  rod  in- 
stalled in  the  center  of  the  car  close  to  the  headlining. 
The  bell  cord  to  the  motorman's  signal  bell  is  run  in 
conduit  above  the  headlining. 

The  lighting  layout  provides  four  circuits  of  five 
lights  each,  giving  a  total  of  twenty  23-watt  tungsten 
lamps.  A  very  neat  and  convenient  arrangement  for 
the  light  switches  is  provided  by  the  installation  of  a 
switch  cabinet  in  the  pier  panel  of  the  No.  1  end  of 
the  car.  The  door  of  this  cabinet  is  flush  with  the  in- 
terior trim  and  it  contains  all  the  switches  except  those 
for  the  compressor,  the  latter  being  located  on  the  dash 
convenient  to  the  motorman.  The  compressor  switches 
are  wired  in  parallel  so  that  passengers  on  the  rear 
platform  cannot  inadvertently  cut  off  the  compressor 
circuit. 

Weights  and  Propulsion  Equipment 

The  service  conditions  under  which  these  cars  operate 
are  as  follows:  Schedule  speed  10.8  m.p.h. ;  average 
stops  per  mile,  7.25;  average  duration  of  stops,  4.5  sec- 
onds; average  line  potential,  510  volts;  rate  of  accelerat- 
ing and  braking,  1.5  m.p.h.p.s. ;  average  passenger  load, 
4500  lb.  The  total  weight  of  the  car,  fully  equipped  and 
ready  to  run,  is  36,100  lb.,  or  694  lb.  per  seat.  This 
weight  is  made  up  as  follows: 

Two    maximum    traction    trucks    complete    with    wheels, 

axles,  frame,  boxes  and  brake   rigging 10,700  lb. 

Electrical  equipment  en  trucks  consisting  of  motors,  gears 

and  gear  case    5,800  lb. 

Electrical   equipment   on   car  body,    including  controllers, 

cables,  circuit  breakers,  trolley  bases,  poles,  etc 1,400  1b. 

Air  and  hand-brake  rigging 1,800  lb. 

Car   body   complete,   including   all    accessories 16,400  1b. 

The  trucks  are  of  the  Brill  39-E,  maximum-traction 
type.  They  are  fitted  with  30-in.  driving  wheels  and 
21-in.  pony  wheels,  and  have  a  wheelbase  of  4  ft.  10  in. 
The  driving  axles  are  heat-treated,  association  standard, 
E.  B.  type,  while  the  trailer  axles  are  of  4-in.  diameter 
and  are  made  in  accordance  with  Pennsylvania  Railroad 
standard.  The  wheels  have  the  association  standard,  B, 
tread  with  %-in.  flange  and  2y2-in.  tread.  The  wheels 
are  of  the  single  plate  type  and  are  made  of  cast  iron. 
The  truck  bolster  is  provided  with  an  auxiliary  spring 
placed  between  it  and  the  elliptical  side  spring  which 
provides  easy  riding  under  conditions  of  partial  load. 
The  journal  boxes  are  of  the  Brill  type  and  are  made  of 
semi-steel. 


274 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


The  car  is  equipped  with  two  General-Electric  201-1 
motors  of  55-65  hp,  the  gear  ratio  being  15-71.  The 
controllers  are  GE  standard  K-36-J.  All  power  wiring 
is  carried  in  conduit.  Grade  "M"  solid  gears  and  pinions 
are  used,  the  face  of  gears  being  5-in.  These  are  pressed 
on  the  axles  at  approximately  60-tons  pressure. 

Two  electrolytic  lightning  arresters  are  provided  in 
connection  with  the  usual  kicking  coils.  Type  MR  cir- 
cuit breakers,  RG  rheostats,  U.  S.  No.  13  trolley  bases 
and  GE  trolley  poles,  harps  and  steel-sided,  copper-cen- 
tered trolley  wheels  complete  the  electrical  equipment. 

The  car  is  fitted  with  complete  straight-air  brake 
equipment  consisting  of  a  Westinghouse  DIH  16-ft.  air 
compressor,  a  16-in.  x  60-in.  reservoir,  a  10-in.  x  12-in. 
brake  cylinder  and  a  Type  E  automatic  slack  adjuster. 
The  body  and  truck-brake  levers  are  so  arranged  as  to 
give  a  braking  pressure  of  75  per  cent  of  the  load  on 
the  pony  wheels  and  85  per  cent  of  the  load  on  the  motor 
wheels,  these  pressures  being  considered  to  meet  the 
service  conditions  at  New  Orleans  satisfactorily.  Hand 
brakes  arranged  with  double  floating  levers  and  Dayton 
ratchet-type  brake  handles  are  also  installed. 

Design  and  Construction 

The  general  features  of  the  new  car's  design  were 
planned  by  a  committee  composed  of  B.  F.  Wood,  vice- 
president  and  chief  engineer.  United  Gas  &  Electric 
Engineering  Corporation,  engineers  for  the  railway; 
L.  C.  Datz  of  the  same  company,  J.  S.  Pevear,  president 
New  Orleans  Railway  &  Light  Company,  and  M.  S. 
Sloan,  general  manager.  The  cars  were  built  by  the 
Southern  Car  Company  at  High  Point,  N.  C,  under  the 
supervision  of  Bronson  A.  Smith,  engineer  for  the 
United  Gas  &  Electric  Engineering  Corporation. 


Northern  White  Cedar  Association 

Twenty  firms  producing  white-cedar  lumber  and 
poles  were  represented  at  the  nineteenth  convention  of 
the  Northern  White  Cedar  Association  held  at  Minne- 
apolis, Minn.,  on  Jan.  26  and  27.  L.  A.  Page,  Jr.,  presi- 
dent of  the  association,  stated  in  his  official  address 
that  general  business  conditions  during  the  last  twelve 
months  had  worked  a  severe  strain 'on  the  white-cedar 
industry,  and  that  the  stagnation  produced  by  the  Euro- 
pean war  will  continue  to  hold  up  business  in  all  lines 
for  some  time  to  come.  A  gradual  awakening  of  busi- 
ness is,  however,  in  sight,  but  when  this  comes  the  short 
pole  and  post  trades  would  be  affected  first.  A  study 
of  pole  stocks  now  on  hand  indicates  an  ample  supply 
to  take  care  of  the  probable  demand. 

The  committee  on  publicity,  of  which  H.  S.  Gilkey  is 
chairman,  reported  that  during  the  year  just  closed 
the  association  has  carried  on  a  campaign  to  interest 
and  instruct  users  of  white  cedar.  The  practice  of 
making  exhibits  will  be  extended  during  the  next  year 
to  include  conventions  and  local  fairs.  The  report  of  the 
secretary,  which  followed,  referred  to  extensions  of 
freight  rates  and  exchange  of  credit  information  among 
the  association  members. 

The  report  of  the  committee  on  "war  on  substitutes" 
for  white  cedar  suggested  means  of  securing  closer  co- 
operation between  pole  producers,  distributers  and 
users.  The  importance  of  shipping  to  customers  only 
first-class  stock,  thereby  establishing  a  standard  of  ex- 
cellence for  white-cedar  products,  was  emphasized  by 
several  speakers.  The  railroad  committee  stated  that 
the  matter  of  increasing  the  allowance  for  stakes  used 
on  open  cars  was  soon  to  be  brought  before  the  Inter- 
state Commerce  Commission  for  a  formal  hearing. 

At  the  close  of  the  convention  the  following  officers 
were  elected  for  1915:  President,  L.  A.  Page,  Jr., 
Minneapolis,    Minn.;   vice-president,   H.   F.   Partridge, 


Minneapolis,  Minn.;  treasurer,  H.  B.  Thomas,  Manis- 
tique,  Mich.;  secretary,  N.  E.  Boucher,  743  Lumber 
Exchange  Building,  Minneapolis,  Minn.  Directors: 
J.  E.  Gerich,  Milwaukee,  Wis.;  M.  J.  Bell,  Minneapolis, 
Minn.;  William  Patch,  Menominee,  Mich.,  and  L.  A. 
Furlong,  Minneapolis,  Minn. 


German  1500- Volt  D.C.  Line  with 
Regeneration  and  Battery 

The  Wendelstein  Railway  is  a  mountain  line  of  Ba- 
varia only  9.3  miles  long  but  notable  as  Germany's  first 
1500-volt  d.c.  railway.  Of  even  greater  interest  is  the 
circumstance  that  regeneration  was  adopted  in  connec- 
tion with  a  storage  battery,  because  the  output  of  avail- 
able hydroelectric  power  alone  falls  below  the  regular 
energy  requirements. 

The  plant  contains  one  184-kw  and  one  330-kw  Pelton 
turbo-set.  The  larger  unit  drives  a  100-kw,  three-phase 
machine  which  generates  energy  at  5000  volts  for  indus- 
trial purposes;  it  also  drives  a  200-kw  machine  which 
delivers  1500  volts  direct  current  for  traction.  The 
smaller  or  reserve  unit  may  be  used  as  a  motor  in  emer- 
gencies, at  which  time  it  is  operated  from  another  dis- 
tribution system  to  drive  a  second  pair  of  three-phase 
and  d.c.  generators.  A  Pirani  set  is  also  used  with  the 
storage  batteries  to  smooth  out  variations  in  voltage  and 
assist  in  returning  regenerated  energy. 

The  721-cell  storage  battery  furnished  by  the  Ak- 
kumulatoren  Fabrik  A.G.,  Hagen,  Germany,  is  of  100 
amp-hr.  capacity  and  is  the  first  in  Germany  to  deliver 
1500  volts.  This  battery  is  divided  in  two  parts,  one 
section  being  on  the  ground  floor  and  the  remainder  on 
the  floor  above.  The  lower  section  is  grounded  in  the. 
negative  circuit  of  the  railway,  which  gives  it  a  differ- 
ence of  potential  of  750  volts  against  ground.  This  vol- 
tage is  easily  cared  for  by  the  standard  insulation  of 
the  accumulators.  The  cells  of  the  other  half,  however, 
are  doubly  insulated  against  the  floor,  the  walkways 
also  have  double  insulation,  and  a  stockade  of  wooden 
laths  extends  all  the  way  around  the  room  to  prevent 
contact  with  the  metal  trim  of  windows  and  walls. 

The  rolling  stock  comprises  one  locomotive  and  two- 
trailers,  accommodating  a  total  of  100  passengers.    The 
two  750-volt  motors  on  the  locomotive  are  of  shunt  type 
to  permit  regeneration  and  are  connected  in  series.   'The 
drive  is  arranged  for  both  adhesive  and  rack  rail  trac- 
tion.   Special  resistances  are  used  to  absorb  regenerated 
energy  should  connection  with  the  overhead  line  be  tem- 
porarily interrupted.     On  each  motor  shaft  is  mounted  | 
a  spring  brake  which  may  be  manually  released  from  | 
the  motorman's  cab.    Air  brakes  are  also  used.    A  reg-  ; 
ulator  automatically  applies  the  brakes  and  opens  the  i 
circuit  when  the  desired  maximum  speed  is  exceeded.  I 
Lighting  is  furnished  at  110  volts  from  a  motor-genera- 
tor set. 

The  overhead  line  is  carried  at  a  height  of  13  ft.  to  16 
ft.  4  in.,  with  duplicate  vulcanite  and  porcelain  insula- 
tors. The  line  is  not  carried  from  either  the  ordinary 
bracket  or  span  construction  but  from  a  wooden  imita- 
tion of  bridge  construction.  In  other  words,  an  H  is 
formed  by  three  poles,  the  horizontal  member  of  which 
is  braced  by  a  diagonal  connection  with  each  vertical 
pole.  Feeder  capacity  is  furnished  by  a  second  trolley 
wire.  Although  no  catenary  suspension  is  used,  tension, 
take-up  devices  are  installed  every  980  ft. 

The  track  is  of  meter  gage  and  is  9.3  miles  long, 
The  train  starts  at  Brannenburg  1548  ft.  above  sea. 
level,  and  within  one  hour  climbs  to  a  height  of  5650  ft. 
at  a  point  only  262  ft.  below  the  peak  of  the  Wendel- 
stein. Despite  tunnels  and  retaining  walls  it  was  neces- 
sary to  build  part  of  the  rock  rail  sections  on  a  grad 
of  23.6  per  cent. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


275 


The  President,  the  Newspapers  and  the 

Association 

Mr.  Wilson's  Address  Before  the  Mid- Year  Meeting  Treated  by  the  Press  as  an  Important  PoHtical  Message- 
Verbatim  Report  of  Address  with  Comments  from  Leading  Newspapers 
in  Different  Parts  of  the  Country 


The  Electric  Railway  Journal  for  Jan.  30  carried 
an  extended  report  of  the  1915  mid-year  meeting  of  the 
American  Electric  Railway  Association.  However,  the 
fact  that  the  meeting  was  held  on  Friday,  Jan.  29,  made 
it  impracticable  to  publish  in  full  President  Woodrow 
Wilson's  address.  It  was  therefore  decided  to  publish 
this  address  verbatim  in  the  succeeding  issue  of  this 
paper.  But  the  remarkably  large  amount  of  comment 
from  the  daily  newspapers  also  make  it  worth  while  to 
quote  in  whole  or  in  part  a  few  of  the  editorials  elicited 
by  the  President's  statement  of  administration  policy. 
The  editorials  received  to  date  include  newspapers  as 
far  west  as  St.  Louis.  However,  a^  the  full  text  of  the 
address  was  distributed  by  the  Associated  Press  there 
is  every  reason  to  believe  that  the  same  degree  of  pub- 
licity was  secured  in  the  Farthest  West  as  in  the  Near- 
est East. 

THE  PRESIDENT'S  SPEECH 

"Mr.  President,  Ladies,  and  Gentlemen:  It  is  a  real 
pleasure  for  me  to  be  here  and  to  look  this  company  in 
the  face.  I  know  how  important  the  interests  that  you 
represent  are.  I  know  that  they  represent  some  of  the 
chief  channels  through  which  the  vigor  and  activity  of 
the  nation  flow.  I  am  also  very  glad,  indeed,  to  have  you 
come  and  look  at  some  portion,  at  any  rate,  of  the  gov- 
ernment of  the  United  States.  Many  things  are  re- 
ported and  supposed  about  that  government,  and  it  is 
thoroughly  worth  your  while  to  come  and  see  for  your- 
selves. 

"I  have  always  maintained  that  the  only  way  in  which 
men  could  understand  one  another  was  by  meeting  one 
another.  If  I  believed  all  that  I  read  in  the  newspapers, 
I  would  not  understand  anybody.  I  have  met  many  men 
whose  horns  dropped  away  the  moment  I  was  permitted 
to  examine  their  characters. 

"For,  after  all,  in  a  vast  country  like  this  the  most 
difficult  thing  is  a  common  understanding.  We  are  con- 
stantly forming  get-together  associations,  and  I  some- 
times think  that  we  make  the  mistake  of  confining  those 
associations  in  their  membership  to  those  who  are  inter- 
ested only  in  some  particular  group  of  the  various  indus- 
tries of  the  country. 

"The  important  thing  is  for  the  different  enterprises 
of  the  country  to  understand  one  another,  and  the  most 
important  thing  of  all  is  for  us  to  comprehend  our  life  as 
a  nation  and  understand  each  other  as  fellow-citizens. 

"It  seems  to  me  that  I  can  say  with  a  good  deal  of 
confidence  that  we  are  upon  the  eve  of  a  new  era  of  en- 
terprise and  of  prosperity.  Enterprise  has  been  checked 
in  this  country  for  almost  twenty  years,  because  men 
were  moving  among  a  maze  of  interrogation  points. 
They'  did  not  know  what  was  going  to  happen  to  them. 
All  sorts  of  regulation  were  proposed,  and  it  was  a  mat- 
ter of  uncertainty  what  sort  of  regulation  was  going 
to  be  adopted. 

"All  sorts  of  charges  were  made  against  business,  as 
if  business  were  at  default,  when  most  men  knew  that 
the  great  majority  of  business  men  were  honest,  were 
public-spirited,  were  intending  the  right  thing,  and  the 


many  were  made  afraid  because  the  few  did  not  do  what 
was  right. 

Must  Pull  Together 

"The  most  necessary  thing,  therefore,  was  for  us  to 
agree,  as  we  did  by  slow  stages  agree,  upon  the  main 
particulars  of  what  ought  not  to  be  done  and  then  to 
put  our  laws  in  such  shape  as  to  correspond  with  that 
general  judgment.  That,  I  say,  was  a  necessary  pre- 
liminary, not  only  to  a  common  understanding,  but  also 
to  a  universal  co-operation.  The  great  forces  of  a  coun- 
try like  this  cannot  pull  separately;  they  have  got  to 
pull  together.  And,  except  upon  a  basis  of  common  un- 
derstanding as  to  the  law  and  as  to  the  proprieties  of 
conduct,  it  is  impossible  to  pull  together. 

"I,  for  one,  have  never  doubted  that  all  America  was 
of  one  principle.  I  have  never  doubted  that  all  America 
believed  in  doing  what  was  fair  and  honorable  and  of 
good  report. 

"But  the  method  of  control  by  law  against  the  small 
minority,  which  was  recalcitrant  against  these  princi- 
ples, was  a  thing  that  it  was  difficult  to  determine  upon. 
And  it  was  a  very  great  burden,  let  me  say,  to  fall  upon 
a  particular  administration  of  this  government  to  have 
to  undertake  practically  the  whole  business  of  final  defi- 
nition. That  is  what  has  been  attempted  by  the  Con- 
gress now  about  to  come  to  a  close.  It  has  attempted 
the  definitions  for  which  the  country  had  been  getting 
ready,  or  trying  to  get  ready,  for  nearly  half  a  genera- 
tion. It  will  require  a  period  of  test  to  determine 
whether  they  have  successfully  defined  them  or  not,  but 
no  one  needs  to  have  it  proved  to  him  that  it  was  neces- 
sary to  define  them  and  remove  the  uncertainties,  and 
that,  the  uncertainties  being  removed,  common  under- 
standings are  possible  and  a  universal  co-operation. 

What  Hurts  One  Hurts  All 

"You,  gentlemen,  representing  these  arteries  of  which 
I  have  spoken,  that  serve  to  release  the  forces  of  the 
communities  and  serve  also  to  bind  community  with  com- 
munity, are  surely  in  a  better  position  than  the  men, 
perhaps,  of  any  other  profession,  to  understand  how 
communities  constitute  units — and  even  a  nation  con- 
stitutes a  unit — and  what  is  detrimental  and  hurtful  to 
a  part,  you  above  all  men,  ought  to  know  is  detrimental 
to  all  and  that  you  cannot  demoralize  some  of  the  forces 
of  a  community  without  being  in  danger  of  demoraliz- 
ing all  the  forces  of  a  community. 

"Your  interest  is  not  in  the  congestion  of  life,  but  in 
the  release  of  life.  Your  interest  is  not  in  isolation,  but 
in  union — the  union  of  parts  of  this  great  country,  so 
that  every  energy  in  those  parts  will  flow  freely  and  with 
full  force  from  county  to  county  throughout  the  whole 
nation. 

"What  I  have  come  to  speak  of  this  afternoon  is  this 
unity  of  our  interest,  and  I  want  to  make  some — I  will 
not  say  'predictions,'  but  to  use  a  less  dangerous,  though 
bigger,  word — prognostications.  I  understand  that 
there  is  among  the  medical  profession  diagnosis  and 
prognosis.     I  dare  say  the  prognosis  is  more  difficult 


276 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


than  the  diagnosis,  since  it  has  to  come  first,  and  not 
being  a  physician  I  have  all  the  greater  courage  in  the 
prognosis. 

"I  have  noticed  all  my  life  that  I  could  speak  with  the 
greatest  freedom  about  those  things  that  I  did  not  un- 
derstand, but  there  are  some  things  that  a  man  is  bound 
to  try  to  think  out,  whether  he  fully  comprehends  them 
or  not.  The  thought  of  no  single  man  can  comprehend 
the  life  of  a  great  nation  like  this,  and  yet  men  in  pub- 
lic life  upon  whom  the  burden  of  a  certain  degree  of 
guidance  is  laid  must  attempt  to  comprehend  as  much  of 
it  as  they  can.  Their  strength  will  be  in  taking  counsel 
of  as  many  informed  persons  as  possible  in  each  depart- 
ment with  which  they  have  to  deal;  but  some  time  or 
other  the  point  will  come  when  they  have  to  make  a  de- 
cision based  upon  a  prognosis. 

"We  have  had  to  do  that  in  attempting  the  definitions 
in  law  which  have  been  attempted  by  this  Congress,  and 
now  it  is  necessary  for  us,  in  order  to  go  forward  with 
the  great  spirit  with  which  I  believe  we  can  go  forward, 
to  look  ahead  and  see  the  things  that  are  likely  to 
happen. 

Peers  Into  the  Future 

"In  the  first  place,  I  feel  that  the  mists  and  miasmic 
airs  of  suspicion  that  have  filled  the  business  world  have 
now  been  blown  away.  I  believe  that  we  have  passed  the 
era  of  suspicion  and  have  come  now  into  the  era  of  con- 
fidence. Knowing  the  elements  we  have  to  deal  with, 
we  can  deal  with  them;  and  with  that  confidence  of 
knowledge  we  can  have  confidence  of  enterprise. 

"And  that  enterprise  is  going  to  mean  this :  Nobody 
is  henceforth  going  to  be  afraid  of  or  suspicious  of  any 
business  merely  because  it  is  big.  If  my  judgment  is 
correct  nobody  has  been  suspicious  of  any  business 
merely  because  it  was  big,  but  they  have  been  suspicious 
whenever  they  thought  that  the  bigness  was  being  used 
to  take  an  unfair  advantage. 

"We  shall  have  to  admit  that  it  is  easier  for  a  big 
fellow  to  take  advantage  of  you  than  for  a  little  fellow 
to  take  advantage  of  you;  therefore,  we  instinctively 
watch  the  big  fellow  with  a  little  closer  scrutiny  than 
we  watch  the  little  fellow.  But  bond  having  been  given 
for  the  big  fellow,  we  can  sleep  o'nights.  Bond  having 
been  given  that  he  will  keep  the  peace,  we  do  not  have 
to  spend  our  time  and  waste  our  energy  watching  him. 

"The  conditions  of  confidence  being  established,  no- 
body need  think  that  if  he  is  taller  than  the  rest  any- 
body is  going  to  throw  a  stone  at  him  simply  because 
he  is  a  favorable  target — always  provided  there  is  fair 
dealing  and  real  service. 

"Because  the  characteristic  of  modern  business,  gen- 
tlemen, is  this :  The  number  of  cases  in  which  men  do 
business  on  their  own  individual,  private  capital  is  rela- 
tively small  in  our  day.  Almost  all  the  greater  enter- 
prises are  done  on  what  is,  so  far  as  the  managers  of 
that  business  are  concerned,  other  people's  money.  That 
is  what  a  joint-stock  company  means.  It  means,  'Won't 
you  lend  us  your  resources  to  conduct  this  business  and 
trust  us,  a  little  group  of  managers,  to  see  that  you  get 
honest  and  proper  returns  for  your  money?'  And  no 
man  who  manages  a  joint-stock  company  can  know  for 
many  days  together,  without  fresh  inquiry,  who  his 
partners  are,  because  the  stock  is  constantly  changing 
hands  and  the  partners  are  seldom  the  same  people  for 
long  periods  together,  which  amounts  to  saying  that, 
inasmuch  as  you  are  using  the  money  of  everybody  who 
chooses  to  come  in,  your  responsibility  is  to  everybody 
who  has  come  in  or  who  may  come  in. 

"That  is  simply  another  way  of  saying  that  your  busi- 
ness is  a  public  business,  and  you  owe  it  to  the  public  to 
take  them  into  your  confidence  in  regard  to  the  way  in 
which  it  is  conducted.    The  era  of  private  business  in 


the  sense  of  business  conducted  with  the  money  of  the 
partners — I  mean  of  the  managing  partners — is  prac- 
tically passed,  not  only  in  this  country  but  almost  every- 
where. Therefore,  almost  all  business  has  this  direct 
responsibility  to  the  public  in  general.  We  owe  a  con- 
stant report  to  the  public  whose  money  we  are  con- 
stantly asking  for  in  order  to  conduct  the  business  itself. 
Therefore,  we  have  got  to  trade  not  only  on  our  effi- 
ciency, not  only  on  the  service  that  we  render,  but  on 
the  confidence  that  we  cultivate. 

A  New  Atmosphere  for  Business 

"There  is  a  new  atmosphere  for  business.  The  oxy- 
gen that  the  lungs  of  modern  business  takes  in  is  the 
oxygen  of  the  public  confidence,  and  if  you  have  not  got 
that  your  business  is  essentially  paralyzed  and  asphyxi- 
ated. 

"I  take  it  that  we  are  in  a  position  now  to  come  to  a 
common  understanding,  knowing  that  only  a  common 
understanding  will  be  the  stable  basis  of  business,  and 
that  what  we  want  for  business  hereafter  is  the  same 
kind  of  liberty  that  we  want  for  the  individual.  The 
liberty  of  the  individual  is  limited  with  the  greatest 
sharpness  where  his  actions  come  into  collision  with  the 
interests  of  the  comniunity  he  lives  in. 

"My  liberty  consists  in  a  sort  of  parole.  Society  says 
to  me.  'You  may  do  what  you  please  until  you  do  some- 
thing that  is  in  violation  of  the  common  understanding 
of  the  public  interest ;  then  your  parole  is  forfeited.  We 
will  take  you  into  custody.  We  will  limit  your  activ- 
ities. We  will  penalize  you  if  you  use  this  thing  that 
you  call  your  liberty  against  our  interest.' 

"Business  does  not  want,  and  ought  not  to  ask  for, 
more  liberty  than  the  individual  has ;  and  I  have  always 
summed  up  for  myself  individual  liberty  and  business 
liberty  and  every  other  kind  of  liberty  in  the  phrase 
that  is  common  in  the  sporting  world — 'a  free  field  and 
no  favor.' 

"There  have  been  times — I  will  not  specify  them,  but 
there  have  been  times — when  the  field  looked  free,  but 
when  there  were  favors  received  from  the  managers  of 
the  course,  when  there  were  advantages  given,  inside 
tracks  accorded,  practices  which  block  the  other  runner, 
rules  which  would  exclude  the  amateur  who  wanted  to 
get  in.  That  may  be  a  free  field,  but  there  is  favor, 
there  is  partiality,  there  is  preference,  there  is  covert 
advantage  taken  of  somebody,  and  while  it  looks  very 
well  from  the  grandstand,  there  are  men  whom 
you  can  find  who  were  not  allowed  to  get  into  the 
track  and  test  their  powers  against  the  other  men  who 
were  racing  for  the  honors  of  the  day. 

What  New  Liberty  Means 

"I  think  it  is  a  serviceable  figure.  It  means  this,  that 
you  are  not  going  to  be  barred  from  the  contest  because 
you  are  big  and  strong  and  you  are  not  going  to  be  pen- 
alized because  you  are  big  and  strong,  but  you  are  going 
to  be  made  to  observe  the  rules  of  the  track,  and  not  get 
in  anybody's  way  except  as  you  can  keep  out  of  his  way 
by  having  more  vigor  and  skill  than  he  has. 

"When  we  get  that  understanding,  that  we  are  all 
sports  and  that  we  are  not  going  to  ask  for,  not  only, 
but  we  are  not  going  to  condescend  to  take  advantage  of 
anything  that  does  not  belong  to  us,  why  then  the  atmos- 
phere will  clear  so  that  it  will  seem  as  if  the  sun  had 
never  shone  as  it  does  that  day.  It  is  the  spirit  of  true 
sportsmanship  that  ought  to  get  into  everything,  and 
men  who  when  they  get  beaten  that  way  squeal  do  not 
deserve  our  pity. 

"Some  men  are  going  to  get  beaten  because  they  have 
not  the  brains;  they  have  not  the  initiative,  they  have 
not  the  skill,  they  have  not  the  knowledge ;  they  have  not 
the  same  capacity  that  other  men  have.    They  will  have 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


277 


to  be  employees ;  they  will  have  to  be  used  where  they 
can  be  used. 

"We  do  not  need  to  conceal  from  ourselves  that  there 
are  varieties  of  capacity  in  the  world.  Some  men  have 
heads,  but  they  are  not  particularly  furnished.  I  over- 
heard two  men  one  day  talking  about  a  third  man,  and 
one  of  them  referred  to  his  head.  'Head?'  the  other 
said,  'head?  That  isn't  a  head;  that's  just  a  knot.  The 
Almighty  put  that  there  to  keep  him  from  raveling  out.' 

"And  we  have  to  admit  that  there  are  such  persons. 
Now,  liberty  does  not  consist  in  framing  laws  to  put 
such  men  at  the  front  and  say  they  have  got  to  be 
allowed  to  keep  pace  with  the  rest,  because  that  would 
hold  the  whole  process  of  civilization  back.  But  it  does 
consist  in  saying  no  matter  how  featherweight  the  other 
man  is  you  must  not  arbitrarily  interfere  with  him; 
that  there  must  be  an  absolutely  free  field  and  no  favor 
to  anybody. 

The  Rules  of  the  Game 

"There  are,  therefore,  I  suppose,  certain  rules  of  the 
game.  I  will  mention  what  seem  to  me  some  of  them. 
I  have  already  mentioned  one  of  them  by  way  of  illus- 
tration. First  of  all  is  the  rule  of  publicity,  not  doing 
anything  under  cover,  letting  the  public  know  what  you 
are  doing  and  judge  of  it  according  as  it  is.  There  are 
a  great  many  businesses  in  this  country  that  have  fallen 
under  suspicion  because  they  were  so  secretive,  when 
there  was  nothing  to  secrete  that  was  dishonorable. 

"The  minute  I  keep  everything  in  my  pocket  and  will 
not  show  anybody  what  is  there,  they  conjecture  what 
may  be  in  my  pocket;  whereas,  if  I  turn  my  pockets  in- 
side out,  the  conjecture  is,  at  any  rate,  dissipated.  There 
is  no  use  inviting  suspicion  by  secretiveness.  If  a  busi- 
ness is  being  honorably  done  and  successfully  done,  you 
ought  to  be  pleased  to  turn  it  inside  out  and  let  the 
people  whom  you  are  inviting  to  invest  in  it  see  exactly 
how  it  is  done  and  with  what  results. 

"Publicity,  which  is  required  in  sport,  is  required  in 
business.    Let  us  see  how  you  are  running  the  game. 

"Then  in  the  second  place,  there  is  a  full  equivalent 
for  money  you  receive.  The  full  equivalent  in  service, 
not  trying  to  skimp  in  the  service  in  order  to  increase 
profits  above  a  reasonable  return,  but  trying  to  make 
the  profits  proportioned  to  the  satisfaction  of  the  people 
that  you  serve.  There  isn't  any  more  solid  foundation 
for  business  than  that. 

"If  you  thoroughly  satisfy  the  people  you  are  serving 
you  are  welcome  to  their  money.  They  are  not  going 
to  grudge  it  because  they  will  feel  that  they  are  getting 
a  quid  pro  quo — they  are  getting  something  such  as  was 
promised  them  when  their  money  was  asked  of  them. 

Need  op  Conscience 

"Then,  in  the  third  place,  this  game  requires  some- 
thing more  than  ordinary  sports.  It  requires  a  certain 
kind  of  conscience  in  business,  a  certain  feeling  that  we 
are,  after  all,  in  this  world  because  we  are  expected  to 
make  good  according  to  the  standards  of  the  people  we 
live  with.  That,  after  all,  gentlemen,  is  .the  chief  com- 
pulsion that  is  laid  on  all  of  us. 

"I  am  not  aware  of  being  afraid  of  jail.  I  do  not  feel 
uneasy  when  I  pass  a  penitentiary,  but  I  would  feel 
extremely  uneasy  if  I  knew  I  had  done  something  which 
some  fine,  honorable  friend  of  mine  would  condemn  if 
I  passed  before  him.  I  would  look  carefully  at  his  eyes 
to  see  if  he  suspected  anything,  and  I  would  feel  un- 
happy until  I  had  made  a  clean  breast  of  it  with  him. 
That  is  what  we  are  afraid  of,  and  that  is  what  we 
ought  to  be  afraid  of. 

"We  are  sustained  by  the  moral  judgment  of  hon- 
orable men,  and  there  isn't  anything  else  in  this  world 


that  I  know  of  that  is  worth  while.  How  honors  must 
hurt  a  man  if  he  feels  that  they  have  been  achieved  dis- 
honorably. They  then  are  an  arrow  in  his  heart,  not  a 
quickening  or  tonic  to  his  spirit  in  any  respect.  If  he 
feels  that  he  has  cheated  the  people  that  trusted  him 
then  no  matter  what  fortune  he  piles  up,  they  never 
can  contribute  to  his  peace  of  mind  for  a  moment.  So  I 
say  that  the  conscience  in  business  is  the  motive  spring 
of  the  whole  thing;  the  pride  of  doing  the  thing  as  it 
ought  to  be  done. 

"I  ask  every  man  in  this  room  who  employs  other  men 
if  he  would  not  pay  the  best  salary  he  has  if  he  could  be 
assured  that  the  man  he  employed  was  of  that  quality? 
You  know  that  is  the  sort  of  men  you  want — the  men 
who  will  take  a  pride  in  doing  the  thing  right  and  have 
a  clean  conscience  toward  you  who  employ  them.  Now 
all  of  us  are  employees  of  the  public.  It  doesn't  make 
any  difference  what  our  business  is  or  how  small  it  is, 
we  are,  so  far  as  we  get  money  for  it,  employees  of  the 
public,  and  our  clear,  clean  consciences  toward  our  em- 
ployers are  the  basis  of  our  success,  and  it  goes  with- 
out saying,  the  basis  of  our  happiness. 

The  Spirit  of  Service 

"Then,  the  fourth  rule,  as  it  seems  to  me,  is  the  rule 
of  having  the  spirit  of  service.  I  know  a  lot  of  cant  is 
talked  about  that,  and  I  get  very  sick  of  the  cant,  as  I 
dare  say  you  do,  but  when  I  talk  about  the  spirit  of 
service  I  an  not  meaning  a  sentiment.  I  am  not  mean- 
ing a  state  of  mind;  I  am  meaning  something  very  con- 
crete— that  you  want  to  see  to  it  that  the  thing  that 
you  do  for  the  public  and  get  money  for  is  the  best  thing 
of  that  kind  that  can  be  done.  That  is  what  I  mean  by 
the  spirit  of  service. 

"I  have  known  many  a  man  who  gave  up  profit  for 
mental  satisfaction.  I  know  men  in  this  city — there  are 
men  in  the  scientific  bureaus  of  this  government  whom 
I  could  cite — who  could  make  very  big  salaries,  but  who 
prefer  the  satisfaction  of  doing  things  that  will  serve 
the  whole  community,  and  doing  them  just  as  well  as 
they  possibly  can  be  done. 

"I  for  one  am  proud  of  the  scientific  bureaus  of  this 
government.  There  are  men  in  it  of  the  most  self- 
sacrificing  spirit  and  of  the  highest  scientific  efficiency 
who  do  things  on  a  petty  salary  which  some  other  men 
would  not  do  at  all,  because  if  you  have  to  pay  a  man 
a  salary  to  produce  the  best  product  of  his  brain,  then 
he  scales  the  product  down  to  the  salary.  Here  are  men 
who  scale  the  product  up  to  the  highest  standards  of 
scientific  ideals. 

"They  have  hitched  their  wagons  to  a  star,  and  the 
star  is  about  to  lift  their  names  above  the  names  of  the 
rest  of  us.  So  I  say  that  if  your  earning  capacity  is 
the  capacity  to  earn  the  public  confidence,  you  can  go 
about  your  business  like  free  men.  Nobody  is  going  to 
molest  you  and  everybody  is  going  to  say,  'If  you  earn 
big  profits;  if  you  have  treated  the  people  from  whom 
you  are  making  your  profits  as  they  ought  to  be  treated ; 
if  you  treat  the  employees  whom  you  use  in  earning 
those  profits  as  they  ought  to  be  treated ;  if  your  methods 
of  competition  are  clear  and  above  reproach ;  why,  then, 
you  can  pile  these  profits  as  high  as  the  Rockies  and 
nobody  will  be  jealous  of  it.'  Because  you  will  have 
earned  them  in  a  sense  that  is  the  handsomest  sense 
of  all. 

Definition  of  Government 

"It  is  in  this  spirit  that  we  all  ought  to  regard  the 
laws,  that  we  all  ought  to  criticise  the  laws,  and  that  all 
ought  to  co-operate  in  the  enforcement  of  the  laws. 
Government,  gentlemen,  is  merely  an  attempt  to  express 
the  conscience  of  everybody,  the  average  conscience  of 


278 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


the  nation,  in  the  rules  that  everybody  is  commanded 
to  obey.    That  is  all  they  are. 

"If  the  government  is  going  faster  than  the  public 
conscience,  it  will  presently  have  to  pull  up ;  if  it  is  not 
going  as  fast  as  the  public  conscience,  it  w^ill  presently 
have  to  be  whipped  up.  Because  the  public  conscience 
is  going  to  say,  'We  want  our  laws  to  express  our  char- 
acter,' and  our  character  must  have  this  kind  of  solid- 
ity underneath  it,  the  moral  judgment  of  right  and 
wrong. 

"The  only  reason  we  quarrel  with  reformers  some- 
times is  because  they  are,  or  suppose  they  are,  a  little 
more  enlightened  than  the  rest  of  us,  and  they  want  us 
all  of  a  sudden  to  be  just  as  enlightened  as  they  are,  and 
we  cannot  stand  the  pace.  That  is  all  that  makes  us 
uneasy  about  reformers.  If  we  could  get  our  second 
wind,  if  we  could  keep  up  the  pace  as  long  as  they  do, 
we  might  be  able  to  run  as  fast  as  they  do,  but  we  are 
more  heavily  weighted  with  clay  than  they  are.  We 
cannot  go  as  fast.  And  we  like  companionship.  We 
want  to  wait  for  the  rest  of  them.  We  do  not  want  to 
be  in  a  lonely  advance  climbing  some  heights  of  perfec- 
tion where  there  is  no  good  inn  at  which  to  stop  over- 
night. 

"Put  Up,  or  Shut  Up" 

"That,  gentlemen,  is  the  homely  and,  I  dare  say, 
obvious  lesson  which  I  have  meant  to  give  utterance  to 
this  afternoon.  I  think  that  I  understand  what  you 
are  after.  I  hope  that  you  understand  what  we  are 
after.  All  I  ask  is  that  if  anything  is  being  done  that 
ought  not  to  be  done,  the  fault  in  it  be  conclusively 
pointed  out  and  the  way  to  correct  the  mistake  be  ex- 
plicitly shown.  There  is  an  old  rule  that  ought  to  obtain 
in  politics  as  in  everything  else  and  it  is  aptly  ex- 
pressed in  a  very  homely  way.  It  is  the  old  rule  of  'put 
up  or  shut  up.' 

"Some  one  said,  'If  you  wish  me  to  consider  you  witty 
I  must  really  trouble  you  to  make  a  joke.'  If  you  wish 
me  to  consider  you  wise  I  must  really  trouble  you  to 
show  the  goods:  To  show  how  the  thing  can  be  done; 
to  show  how  it  can  be  better  done.  Because  nobody  is 
fool  enough  to  suppose  that  the  way  he  has  determined 
that  the  thing  ought  to  be  done  is  necessarily  the  best 
way  to  do  it;  but  it  is  the  best  way  to  do  it  until  you 
show  a  better  way.  That  is  a  perfectly  obvious  rule. 
So  again  I  say  it  is  the  rule  of  'put  up  or  shut  up.'  And 
I  do  not  mean  that  in  any  sort  of  disrespect. 

"The  market  for  ideas  is  a  highly  competitive  market 
and  the  rules  of  competition  are  necessarily  fair.  There 
is  only  one  test  for  an  idea  and  that  is  'Is  it  good?' 
You  may  for  the  time  being  dress  it  with  such  rhetoric 
that  it  will  look  good  and  the  best  thing  that  is  charac- 
teristic of  countries  like  our  own  is  that  every  man  who 
has  an  idea  is  constantly  invited  to  the  platform.  And 
there  is  nothing  better  for  an  idea  by  way  of  test  than 
exposure  to  the  atmosphere.  If  you  let  enough  people 
hear  it  stated  often  enough  it  will  certainly  seek  its 
proper  level. 

"That  is  the  reason  I  believe  in  free  speech.  I  have 
been  subjected  to  free  speech  myself  and  it  is  hard  to 
endure  sometimes,  because  the  office  of  the  President 
seems  to  be  the  clearing  house  for  original  ideas.  I  am 
brought  more  original  ideas  per  diem,  I  dare  say,  than 
any  other  person  in  the  country,  and,  therefore,  pay  the 
penalty  of  freedom  of  speech. 

"Perhaps  my  mind  does  not  register  original  ideas 
readily  enough,  because  some  of  them  do  not  register  at 
all.  I  am  perfectly  willing  to  admit  that  that  is  the 
fault  of  the  register,  not  the  fault  of  the  idea.  All  I 
have  to  say  is  that  if  you  have  ideas,  the  register  is  en- 
tirely at  your  service." 


Comments  of  the  Press 


Many    Shades    of   Assent    and   Dissent   Apparent    in    the 
Editorial  Expressions  of  Leading  Newspapers 

The  following  paragraphs  are  extracts  from  the  news- 
paper editorials  on  President  Wilson's  speech  before  the 
American  Electric  Railway  Association  from  New  York 
papers  or  forwarded  by  staff  correspondents  in  time  for 
use  in  this  issue. 

Philadelphia  Ledger,  Jan.  30— President  Wilson's  ad- 
dress to  the  members  of  the  American  Electric  Railway 
Association  in  Washington  is  a  reflection  of  one  phase 
of  his  personality  with  which  the  American  public  have 
not  heretofore  had  many  opportunities  to  become  famil- 
iar. He  spoke  as  a  man  among  men,  and  he  employed 
the  language  and  the  similes  of  sport  to  emphasize  his 
thought.  In  elfect,  the  President  told  his  hearers,  and 
through  them  the  business  world,  that  it  was  up  to  them 
to  play  the  game  and  play  it  fairly;  that  the  process  of 
restraint  and  regulation,  to  the  formulation  of  which  the 
congress  has  laboriously  devoted  itself,  has  come  to  an 
end;  that  the  recent  laws  have  furnished  definitions 
of  business  ethics  which  represent  the  desire  of  the 
country,  and  that  it  is  now  up  to  business  men  to  test 
those  definitions  fairly  and  to  enter  upon  the  era  of 
prosperity  which  we  are  facing  with  new  confidence  and 
with  an  honest  purpose  to  enter  upon  "a  free  field  and 
no  favor."  With  the  spirit  of  the  President's  remarks 
there  will  be  general  agreement,  but  whether  there  has 
been  that  specific  definition  by  law  of  what  ought  to  be 
done  and  what  ought  not  to  be  done  in  big  business  is  a 
trifle  doubtful.  That  a  great  deal  of  constructive  work 
has  been  done  no  one  will  deny;  the  tariff  has  been  re- 
vised, the  banking  system  reorganized  and  new  machin- 
ery created,  and  a  trades  commission  provided  for.  But 
beyond  the  definition  of  "restraint  of  trade"  already 
given  by  the  courts  it  cannot  be  said  that  the  new  laws 
add  anything  on  that  point,  while  the  trades  commission 
is  yet  to  begin  its  activities.  It  is  some  comfort  to 
know  that  business  is  not  going  to  be  molested  solely 
because  it  may  make  big  profits. 

New  York  Times  Annalist,  Feb.  1 — The  responsibilit.v 
of  the  managers  of  a  great  corporation  is  to  the  public 
at  large  rather  than  to  the  group  of  individuals  who  at 
any  given  time  constitute  the  body  of  its  stockholders. 
That  is  true  even  of  corporations  which  perform  no 
quasi-public  function.  .  .  .  The  placing  of  the  stock 
of  a  corporation  upon  a  public  market  through  listing 
it  on  the  Stock  Exchange  or  otherwise  is  in  effect  an 
invitation  to  the  public  at  large  to  become  stockholders. 
It  thus  becomes  the  duty  of  the  corporation  to  inform 
regarding  its  affairs  not  only  the  public  which  has 
bought,  but  likewise  the  public  which  has  not  yet  bought, 
but  which  may. 

New  York  Times,  Jan.  31 — In  his  speech  to  the  Amer- 
ican Electric  Railway  Association  the  President  told  his 
audience  that:  ".  .  .  nobody  is  henceforth  going 
to  be  afraid  or  suspicious  of  any  business  merely 
because  it  is  big."  It  has  not  been  so  during  the  last 
twenty  years,  particularly  during  the  last  ten  years. 
Bigness  has  been  a  crime,  the  only  crime  proved,  and 
the  persistent  attempts  to  punish  it  savagely  have  dis- 
turbed the  industrial  peace  of  the  country,  with  dis- 
astrous results,  in  so  much  that  the  accruing  loss  may 
be  fairly  compared  with  the  cost  of  a  great  war.  A  few 
months  ago  the  President  discovered  that  there  was  a 
new  temper  of  the  people.  The  new  temper  meant  that 
the  people  had  got  tired  of  seeing  corporations  crucified 
every  day,  that  they  had  found  out  that  these  endless 
prosecutions  were  really  directed  against  themselves, 
that    the   hurt   was    theirs,    that   when    business   was 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


279 


alarmed  and  capital  made  timid  they,  all  the  people, 
were  the  chief  sufferers.  It  was  not  a  new  temper  at 
all,  it  was  a  very  old  state  of  mind.  Now  the  President 
calls  it  a  new  atmosphere.  It  is  the  same  thing  by  an- 
other name.  If  it  means  anything  at  all,  it  means  that 
the  politicians  have  discovered  that  harassing  the  cor- 
porations is  not  a  profitable  business  for  them. 

New  York  Sun,  Jan.  31 — -In  his  speech  to  the  Amer- 
ican Electric  Railway  Association  at  Washington  Presi- 
dent Wilson  said :  "It  seems  to  me  that  I  can  say  with  a 
good  deal  of  confidence  that  we  are  upon  the  eve  of  a 
new  era  of  enterprise  and  of  prosperity. "  The  President 
has  been  saying  this  for  more  than  a  year.  Indeed,  he 
has  gone  much  further;  he  said  that  the  era  of  pros- 
perity had  arrived  and  that  the  blindness  to  it  was 
purely  psychological.  Apparently  he  was  mistaken  in 
his  former  utterances.  The  President  holds  that  the 
present  regime  at  Washington  has  resolved  the  doubts 
and  removed  the  checks.  It  has  discovered  and  for- 
mulated the  "rules  of  the  business  game"  which  appear 
to  be  excellent  examples  of  Delphic  wisdom.  It  has 
given  to  business  a  liberty  which  "consists  in  a  sort  of 
parole."  If  business  can  understand  the  rules  and  apply 
them  with  exactly  the  same  minds  as  the  government 
monitors,  it  is  as  free  as  a  babe  in  leading  strings.  It 
is  its  duty  and  its  privilege  to  grow  under  the  new 
tutelage,  which  is  the  new  freedom.  The  paternal  ad- 
ministration is  determined  to  regulate  it  into  the  proph- 
esied prosperity.  Mr.  Wilson  ends  by  imposing  in 
homely  phrase  a  motto  upon  business,  "Put  up  or  shut 
up."  Perhaps  business  may  be  inspired  to  make  it 
reciprocal. 

New  York  World,  Jan.  30 — The  true  American  atti- 
tude toward  business  was  admirably  defined  by  Presi- 
dent Wilson  in  a  single  paragraph  of  his  speech  to  the 
American  Electric  Railway  Association:  "You  are  not 
going  to  be  barred  from  the  contest  because  you  are  big 
and  strong,  and  you  are  not  going  to  be  penalized  be- 
cause you  are  big  and  strong,  but  you  are  going  to  ob- 
serve the  rules  of  the  track  and  not  get  in  anybody's 
way,  except  as  you  can  keep  out  of  his  way  by  having 
more  vigor  and  skill  than  he  has."  This  is  the  sum  and 
substance  of  the  Sherman  anti-trust  law  and  of  the 
Clayton  amendment.  Every  business  man  who  has  any 
conscience  at  all  knows  whether  or  not  he  is  following 
the  rules  of  the  game.  So  far  as  business  is  concerned 
the  period  of  uncertainty  is  over,  as  the  President  has 
said.  The  rules  of  the  game  have  been  defined,  and 
these  rules  are  an  expression  of  the  general  public  con- 
science. For  years  the  managers  of  big  business  have' 
insisted  that  they  could  adapt  themselves  to  any  condi- 
tions if  they  only  knew  what  those  conditions  were. 
This  was  a  just  complaint,  but  it  has  been  met.  There 
is  no  manager  of  a  great  industry  in  the  country  who 
does  not  know  in  a  general  way  what  is  expected  of  him, 
or  who  does  not  know  that  nothing  unjust  or  unrea- 
sonable is  expected  of  him. 

Indianapolis  Star,  Feb.  1 — Business  has  been  pilled 

and  potioned,  inspected  and  dissected,  expurgated  and 

,  objurgated,  fietcherized  and  exorcised,  drawn  and  quar- 

(  tered — literally  quartered.    Now  it  is  lectured.    Like  an 

)  incorrigibly  naughty  boy  it  is  led  by  the  ear  to  a  front 

seat  where,  fidgety  and  forlorn,  it  must  await  the  pri- 

i  vacy  of  after-school  hours  when  teacher  will  inflict  a 

i  personally  conducted  course   in   deportment.     For   the 

!  precepts  business  must  pretend  to  be  thankful  and  duly 

I  exalted.    It  must  receive  them  with  submissive  head  and 

not  a  sign  that  it  has  done  better  by  the  President's 

code  of  morals  than  he  has  himself.    He  exalts  the  virtue 

of  publicity  for  business,  but  business  dare  not  make 

reply  that  while  it  has  never  sought  other  than  publicity. 


a  Democratic  national  administration  has  made  secrecy 
its  rule  of  conduct  in  caucuses,  in  legislation,  in  the 
violation  of  civil  service,  in  Mexico,  in  foreign  affairs 
and  everywhere.  No  historian,  not  even  Woodrow  Wil- 
son, records  a  more  striking  absence  of  publicity  in 
government  than  has  existed  at  Washington  since 
March  4,  1913. 

Indianapolis  News,  Jan.  30 — In  his  address  before  the 
American  Electric  Railway  Association  the  President 
spoke  of  what  had  been  done  by  Congress  to  clear  the 
business  situation,  and  undoubtedly  progress  has  been 
made.  The  trouble  had,  he  thought,  been  due  to  the 
fact  that  men  for  the  last  twenty  years  had  been  "mov- 
ing amongst  a  maze  of  interrogation  points."  They 
have  not,  however,  as  yet  got  wholly  out  of  the  maze, 
though  we  believe  they  are  making  progress.  One  in- 
terrogation point  it  is  within  the  power  of  the  President 
to  sweep  from  the  path,  and  that  is  an  extra  session  of 
Congress.  That  is  something  which  business  and  the 
people  generally  do  not  want.  .  .  .  The  temper 
of  the  speech  is  excellent,  and  there  is  much  in  it  that 
can  be  heartily  commended. 

St.  Louis  Globe-Democrat,  Jan.  31- — Many  portions  of 
President  Wilson's  speech  to  the  convention  of  the 
American  Electric  Railway  Association  are  subject  to 
criticism,  but  his  statement  that  he  has  met  many  men 
whose  horns  dropped  away  the  moment  he  was  permitted 
to  examine  their  character  is  filled  with  truth.  Most  of 
the  prejudices  of  the  world  are  based  on  misunderstand- 
ing. Knowledge  is  the  greatest  dehorner  extant.  If  our 
people  might  meet  each  other  oftener  in  friendly  inter- 
course there  would  be  a  better  mutual  understanding. 
Railway  travel  and  our  mail  service  have  done  much  to 
remove  sectional  prejudices.  The  meeting  of  our  repre- 
sentatives in  Congress  has  had  the  same  effect.  The 
country  has  often  marveled  at  how  the  fiery  utterances 
of  Senators  have  been  tempered  by  a  brief  association 
with  the  men  whom  they  once  held  up  to  obloquy  and 
shame. 

Buffalo  News,  Jan.  30 — In  his  speech  yesterday  before 
the  American  Electric  Railway  Association  the  Presi- 
dent said  that  henceforth  nobody  is  going  to  be  sus- 
picious of  any  business  just  because  it  is  big.  It  is 
evident  that  the  President  has  moved  a  long  way  since 
he  came  into  office,  whether  his  party  has  done  so  or  not, 
because  the  chief  aim  in  life  of  the  party  in  power  for 
the  last  two  years  has  seemed  to  be  the  prodding  of  big 
business. 

Louisville  Evening  Post,  Jan.  30 — President  Wilson 
yesterday,  in  a  public  address,  said,  among  other  in- 
teresting things,  "that  since  practically  all  business 
concerns  were  no  longer  private  but  were  owned  by  a 
number  of  people,  there  should  be  full  publicity  about 
their  affairs."  We  do  not  know  where  this  theory  of 
universal  inquisition  into  the  affairs  of  other  people 
arose,  but  whatever  its  source,  it  is  indefensible,  and 
utterly  mischievous.  The  only  businesses  which  have 
not  this  right  of  privacy  are,  first,  governmental  busi- 
ness, which  nevertheless  is  largely  conducted  in  secret 
by  secret  devices,  full  knowledge  being  kept  from  the 
owners  of  the  business ;  second,  the  business  of  common 
carriers  of  passengers,  freight  and  intelligence,  which 
business  is  public  business,  conducted  by  corporations 
which  are  accepted  as  substitutes  for  governmental 
agencies  and  are  given  place  on  governmental  highways, 
with  other  governmental  powers  and  privileges ;  third, 
public  utilities  in  cities,  which  are  also  arms  of  the 
government;  fourth,  banking,  insurance  and  related  in- 
terests, requiring  some  form  of  a  government  guar- 
antee, based  on  governmental  inspection. 


280 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


Address  of  C.  Loomis  Allen  at  Mid -Year 
Dinner 


Spirit  of  Full  and  Frank   Publicity   Becoming  Universal — 
New  Committee  on  Public  Relations 

The  toastmaster  at  the  dinner  of  the  American  Elec- 
tric Kailway  Association  and  the  American  Electric 
Railway  Manufacturers'  Association  was  C.  Loomis 
Allen,  president  of  the  parent  organization.  As  Mr. 
Allen's  remarks  were  somewhat  broader  than  those 
usually  given  by  a  toastmaster  it  has  been  deemed  of 
interest  to  print  in  this  issue  the  more  significant  pas- 
sages of  his  opening  statement,  as  follows : 

The  meeting  of  to-day  and  this  dinner  of  to-night  are, 
I  am  firmly  convinced,  typical  of  the  present  state  of 
mind  of  our  association,  and  a  bright  augury  of  future 
prospects.  They  have  their  keynote  in  a  frankness 
which  is  a  reflection  of  Article  X  in  the  code  of  prin- 
ciples adopted  by  your  association  at  Atlantic  City  in 
October,  1914. 

If  the  association,  in  behalf  of  the  industry,  is  to 
achieve  the  results  at  which  it  aims,  the  beliefs  ex- 
pressed in  this  article  cannot  be  too  often  emphasized. 
I  call  it  to  your  particular  attention  again  to-night  be- 
cause I  believe  that  of  all  the  declarations  which  the 
code  contains  it  is  the  most  important,  as  directly  re- 
flecting the  spirit  in  which  we  must  proceed  in  order  to 
secure  that  which  is  vitally  necessary,  if  public  utilities 
are  to  continue  in  their  present  form. 

"Full  and  frank  publicity  should  be  the  policy  of  all 
transportation  companies,  to  the  end  that  proper  in- 
formation may  be  available  to  the  investor  and  the 
public."    So  the  article  reads. 

It  will  be  remembered  that  although  submitted  in 
advance  to  the  member  companies  for  their  criticism 
and  emendation,  the  code  of  principles  was  adopted  by 
the  convention  without  a  dissenting  voice.  We  can, 
therefore,  safely  assume  that  the  full  meaning  of  the 
several  planks  was  realized  by  those  companies  who 
subscribed  by  their  assent  to  its  far-reaching  declara- 
tions. Article  X  means,  in  consequence,  that  the  elec- 
tric railways  of  the  country,  as  represented  in  this 
association,  are  prepared  to  submit  with  the  greatest 
frankness  their  affairs  to  the  scrutiny  of  patrons. 

If  in  the  past  there  was  reason  for  the  policy  of 
secrecy  which  seemed  to  envelop  corporation  matters, 
that  reason  has  disappeared.  Our  cards  are  thrown 
face  upward  upon  the  table,  and  in  the  spirit  of  co- 
operation and  mutual  helpfulness  we  appeal  to  the 
people  of  the  communities  which  we  serve  in  the  firm 
belief  that  the  reason  and  the  justice  of  our  plea  will 
lead  to  that  co-operation  which  ultimately  will  give  a 
solution  of  the  problems  which  have  confronted  this 
industry  during  the  last  decade. 

Publicity,  gentlemen,  is  not  a  new  thing  to  the  elec- 
tric railway  industry.  For  years  we  have  had  pub- 
licity thrust  upon  us  unsought.  Our  sins  have  been 
magnified  by  the  lenses  of  demagogy.  Our  good  deeds 
have  been  hid  in  the  shadows  cast  by  the  searchlight  of 
the  muckraker.  No  public  service  company  ever  has  or 
ever  can  escape  publicity.  It  is  for  this  association 
and  the  industry  to  say,  however,  what  shall  be  its 
character.  Shall  it  be  the  publicity  which  comes  from 
ex  parte  investigations  inspired  by  the  self-exploiter, 
seeking  political  advancement  at  the  expense  of  our  in- 
terests? By  the  fantasies  of  the  half-baked  theorist? 
By  the  malicious  activities  of  those  whose  delight  it  is  to 
attack  all  prosperity?  Or  shall  it  be  the  publicity  that 
comes  from  our  belief  that  of  all  tribunals,  the  tribunal 
of  a  public  properly  informed,  and  with  a  full  knowledge 
of  all  facts,  is  in  the  end  the  fairest  of  all? 

Business  ethics,  like  all  things  else  in  this  world,  are 


subject  to  evolution.  The  structure  of  business  in  th( 
United  States  to-day  is  vastly  different  from  that  whicb 
existed  in  the  days  of  our  fathers.  Economic  develop- 
ment has  been  rapid.  The  individualism  which  was  re 
sponsible  in  the  first  instance  for  the  development  ol 
our  resources  is,  to  a  large  extent,  disappearing  and  i 
spirit  of  co-operation  in  all  lines  is  taking  its  place. 

The  $150,000,000  invested  in  the  traction  business  ir 
1882  has  increased  to  $4,500,000,000.  The  35,000  em- 
ployees of  that  year  have  multiplied  until  to-day  thert 
are  more  than  300,000,  and  the  3000  miles  of  track  have 
expanded  until  now  nearly  41,000  miles  of  track  cover 
city  and  country.  Not  one  force  at  work  in  this  country 
since  1888,  when  in  the  near-by  city  of  Richmond  tht 
first  complete  electric  city  system  was  inaugurated,  has 
contributed  so  much  to  the  prosperity  and  growth  of 
the  cities  of  the  United  States  as  has  the  electric  rail- 
vv'ay.  It  has  bound  together  the  town  and  country.  It 
has  done  away  with  the  necessity  of  congestion  in  oui 
large  urban  communities.  It  is  conserving  health,  and 
it  has  brought  prosperity  in  its  wake. 

It  would  indeed  be  surprising  if  in  the  course  of  this 
development,  if  during  these  full  years,  when  the 
genius  of  the  inventor,  the  energy  of  the  executive  and 
the  vision  of  the  promoter  were  all  feverishly  at  wori 
in  the  creation  of  the  magnificent  system  of  local  trans- 
portation which  exists  to-day  throughout  the  country, 
errors  had  not  occurred,  if  indeed  sins  of  omission  and 
commission  were  not  an  accompaniment,  if  perfection 
in  method  or  in  practice  had  been  arrived  at. 

For  one  I  am  ready  to  admit  the  errors;  I  am  even 
ready  to  admit  in  some  degree  the  sins;  and  I  make  no 
claim  for  perfection.  I  do  say,  however,  that  the  de- 
velopment of  the  electric  railway  industry  has  been 
accomplished  with  no  greater  degree  of  error,  with  nc 
greater  taint  of  sin,  than  the  development  of  any  of  the 
other  marvelous  industries  which  have  made  the  United 
States  what  it  is  to-day. 

I  maintain  that  the  good  which  the  industry  has  done 
so  far  overbalances  the  evils,  that  we,  as  its  representa- 
tives, may  appear  before  the  people  of  this  countrj 
with  our  heads  erect  and  with  no  apology  in  our  speed 
and  ask  of  the  public  fair  treatment,  to  the  end  thai 
the  development  so  splendidly  begun  shall  be  carried  t( 
its  full  conclusion,  and  the  people  of  our  urban  anc 
rural  United  States  receive  the  best  possible  service  a1, 
the  least  possible  cost. 

Under  our  theory  of  government  it  is  in  the  end  thei 

people  who  must  decide.    In  some  form  or  other  our  cast 

.will  go  to  the  public  for  a  final  decision.     It  is  for  us 

the  organized  representatives  of  this  industry,  to  sax 

in  what  form  that  shall  be. 

On  Monday  night  Jan.  25  your  committee  on  public 
relations,  consisting  of  representatives  from  members 
of  your  Manufacturers'  Association  and  your  Railway 
Association,  held  a  meeting  in  New  York,  at  which  tht, 
machinery  for  reaching  the  people  with  our  case  wafi 
assembled.  Three  sub-committees  were  appointed  t(i 
have  charge  of  various  channels  by  which  the  source: 
of  public  information  can  be  kept  in  touch  with  ouf 
ideas  and  our  ideals.  This  is  but  a  beginning,  but  ii 
is  a  start  in  the  right  direction.  ! 

With  your  assistance  and  with  your  co-operation 
this  committee  and  its  subdivisions  can  give  to  the  elec 
trie  railways  that  which  they  have  for  so  long  looked 
and  which  is  so  necessary  for  their  welfare,  a  voice 
We  have  been  inarticulate  too  long.  It  is  time  that  wi 
had  our  day  in  that  court  of  public  opinion  the  atten 
tion  of  which  has  been  far  too  long  monopolized  by  ou: 
enemies.  With  your  assistance  we  will  have  it,  and  ' 
bespeak  in  behalf  of  Mr.  McCarter  and  confreres  on  th 
committee  of  public  relations,  your  whole-hearted  co 
operation  and  help. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


281 


The  Brady  Medal  Award 

I'xlow  Is  Given  an  Abstract  of  Parts  of  the  Report  of  the  Committee  on  Award  Outlining  Safety  Methods  of  the 
Companies  Honored — Awards  Will  be  Officially  Made  in  New  York  on  Feb.  10 


In  last  week's  issue  a  brief  note  regarding  the  award 
<  I  the  Anthony  N.  Brady  medals  was  printed,  with  a 
statement  of  the  fact  that  copies  of  the  report  of  the 
award  committee  were  distributed.  Below  are  given 
s(i;ne  extracts  from  the  report.  Information  regarding 
tlK>  individuals  honored  in  the  award,  including  details 
of  their  work  in  the  safety  movement,  together  with 
their  portraits,  appear  elsewhere  in  this  issue.  Mr. 
Sears  was  a  pioneer  in  safety  work  and  originated  much 
of  the  activity  described  below.  His  campaigns  to  re- 
duce infant  accidents  and  drunkenness  and  other  nuis- 
ances on  cars  have  been  effective.  His  expert  knowledge 
of  workmen's  compensation  acts  in  general  has  enabled 
him  to  administer  the  Massachusetts  act  with  extreme 
fairness  and  justice.  Mr.  Neal  has  been  active  on  the 
shop  committees,  combining  enthusiasm  with  ripe  ex- 
perience. He  has  compiled  many  instructive  briefs,  re- 
garding the  treatment  of  common  ailments,  which  are 
discussed  at  safety  meetings.  At  present  he  investi- 
gates all  accidents  which  occur  at  the  Albany  .Street 
shops  of  the  Boston  Elevated  Railway.  He  was  for  two 
years  chairman  of  the  shop  safety  committee. 

The  medals  will  be  officially  awarded  at  the  annual 
meeting  of  the  American  Museum  of  Safety,  which  oc- 
curs on  Feb.  10  at  the  United  Engineering  Societies' 
Building  in  New  York. 

Some  Facts  Regarding  the  Boston  Elevated  Rail- 
way System 

The  Boston  Elevated  Railway  controls  and  operates 
practically  all  of  the  passenger  transportation  lines 
in  the  city  of  Boston  and  the  surrounding  cities  of 
Cambridge,  Everett,  Maiden,  Medford,  Somerville  and 
the  towns  of  Belmont,  Watertown,  Brookline  and  Arl- 
ington, and  also  operates  to  a  more  limited  extent  in 
the  cities  of  Chelsea  and  Newton.  The  municipal  area 
of  Boston  contains  a  population  of  about  700,000,  but  its 
true  transportation  area  is  made  up  of  a  number  of 
separate  municipal  units  containing  together  in  excess 
of  1,200,000  population.  The  business  district  of  the 
city  is  comprised  within  a  very  narrow  area,  through 
some  part  of  which  practically  all  of  the  1600  cars  and 
the  150,000  daily  trips  made  by  these  cars  pass.  The 
narrowest  and  most  involved  streets  of  the  city  are 
within  the  same  area.  The  longest  stretch  of  straight 
track  in  the  congested  district  is  1050  feet,  and  this  is 
on  Washington  Street,  the  principal  and  most  con- 
gested street  in  the  city,  the  width  of  this  street  from 
curb  to  curb  in  the  widest  part  being  but  31  ft. 

Applicants  for  employment  on  the  rapid  transit  lines 
are  limited  to  the  positions  of  gatemen,  brakemen  on 
these  lines  obtaining  their  positions  only  after  having 
worked  as  gatemen,  guards  only  after  having  worked 
as  brakemen,  and  motormen  only  after  they  have  served 
in  all  three  of  the  lesser  positions.  As  a  result  it  takes 
about  seven  years  of  service  to  become  a  motorman  on 
the  rapid  transit  line.  The  company  is  also  consider- 
ing a  plan  to  require  physical  examination  of  applicants 
for  positions  in  the  maintenance  department.  Pros- 
pective trainmen  are  instructed  in  a  special  school  and 
later  are  under  the  direction  of  an  instructor  while  in 
car  service.  In  connection  with  the  matter  of  ex- 
amination of  prospective  employees  the  company  co- 
operated with  Prof.  Hugo  Miinsterberg,  head  of  the  de- 
partment of  psychology  at  Harvard  University,  in  mak- 
ing psychological  tests  upon  trainmen,  designed  to  yield 


data  of  use  in  accident  prevention.  Every  year  all 
motormen  and  conductors  on  the  surface  lines  and  all 
motormen,  guards  and  brakemen  on  the  rapid  transit 
lines  are  required  to  pass  an  eyesight  test. 

During  the  past  year  strenuous  effort  has  been  made 
to  increase  the  supervision  of  car  men  by  inspectors. 
As  the  result  of  the  practice  of  keeping  detailed  reports 
of  all  cases  in  which  inspectors  have  called  matters  to 
the  attention  of  car  man  or  superintendent,  there  has 
been  an  increase  of  over  100  per  cent  in  the  number 
of  reports  made  in  a  year.  The  records  of  a  certain 
number  of  employees  are  reviewed  every  week,  so  that 
the  record  of  every  employee  in  the  service  is  carefully 
scrutinized  at  least  once  in  six  months.  In  the  effort 
to  impress  upon  employees  the  effects  of  the  infraction 
of  rules  the  legal  department  maintains  a  corps  of 
accident  clerks.  Their  duty  is  to  observe  the  conditions 
which  are  conducive  to  accidents  and  to  point  out  the 
ways  in  which  accidents  can  be  averted.  Accident 
charts  posted  in  the  carhouses  and  revised  daily  have 
been  found  useful.  Letters  regarding  the  safety 
problem  have  also  been  mailed  to  the  men  at  their 
homes  and  these  have  been  appreciated. 

The  company  not  only  makes  total  abstinence  from 
the  use  of  intoxicating  liquors  a  condition  of  employ- 
ment, but  enforces  strictly  its  rule  making  intoxication 
in  uniform  a  reason  for  discharge,  and  in  many  cases 
has  even  discharged  men  who  have  become  intoxicated 
when  not  in  uniform  and  off  duty. 

During  the  year  ending  June  30,  1914,  the  company 
has  succeeded  in  reducing  the  number  of  blue-uni- 
formed men  leaving  the  service  from  2362  to  1166  or  50.5 
per  cent  as  compared  with  the  year  ending  March  31, 
1912,  this  being  the  most  recent  one  for  which  the 
figures  for  comparison  were  obtainable,  and  has  re- 
duced the  number  of  blue-uniformed  men  entering  the 
service  from  2380  to  1145,  or  52  per  cent. 

The  company  has  conducted  a  campaign  for  the  pre- 
vention of  accidents  to  school  children,  which  was 
begun  in  the  fall  of  1909.  In  October,  1913,  a  circular 
was  prepared  with  the  title,  "Safety  Work  with  School 
Children,"  which  has  had  a  very  wide  circulation.  In 
June,  1914,  the  Boston  Chamber  of  Commerce  was  in- 
duced to  give  its  sanction  and  name  to  a  general  "safety 
first"  campaign.  The  first  step  of  this  consisted  of  an 
active  and  strenuous  circularizing  of  the  schools  in 
metropolitan  Boston  during  the  last  two  weeks  before 
vacation.  About  200,000  bulletins  over  the  signature 
of  the  Boston  Chamber  of  Commerce,  calling  attention 
of  fathers  and  mothers  to  the  seriousness  of  accidents 
and  inviting  their  co-operation,  were  distributed. 
About  7000  special  circulars  were  sent  to  the  teachers 
of  the  schools  containing  outlines  of  talks  to  be  given 
by  them  to  the  children  before  the  summer  vacation. 
In  this  movement  the  school  oflScials  and  teachers  co- 
operated heartily. 

In  the  campaign  the  police  and  the  fire  commission- 
ers, the  Amalgamated  Association  of  Street  and  Elec- 
tric Railway  Employees  of  America,  the  New  York, 
New  Haven  &  Hartford  Railroad  and  the  employees  of 
the  company,  all  co-operated  with  the  Chamber  of 
Commerce. 

For  the  month  of  July,  1914,  in  which  special  account 
was. kept,  there  was  a  total  reduction  of  25.3  per  cent 
in  the  number  of  accidents  reported  as  compared  with 
July,  1913,  and  this  in  spit^  of  an  increase  of  9.9  per 


282 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


cent  in  the  number  of  passengers  carried  and  an  in- 
crease of  6.8  per  cent  in  the  number  of  trips  run. 

Safety  committees  were  instituted  throughout  the 
entire  system  on  July  1,  1913,  the  total  number  of  local 
committees  being  thirty-seven.  These  committees 
represent  all  grades  of  work  in  the  company's  service, 
every  division  of  the  operating  bureau  being  repre- 
sented by  one  or  more.  The  work  centers  in  a  general 
safety  committee,  composed  of  executive  officers  and 
heads  of  departments,  whose  duty  it  is  to  take  final 
action  upon  all  recommendations  which  have  not  been 
approved  by  the  head  of  the  bureau.  A  general  secre- 
tary, appointed  by  the  general  safety  committee,  de- 
votes his  entire  time  to  attending  meetings  of  local  com- 
mittees, making  records  of  suggestions  and  following 
the  course  of  suggestions  until  they  are  either  adopted 
or  rejected.  During  the  first  year  371  men  served  on 
the  various  safety  committees  and  532  suggestions 
were  received. 

Some  Facts  Regarding  the  Public  Service  Railway 
AND  Railroad  Systems  of  New  Jersey 

The  Public  Service  Railway  and  Public  Service  Rail- 
road operate  over  practically  the  entire  State  of  New 
Jersey,  and  serve  twenty-one  cities  and  119  towns  and 
municipalities  with  a  population,  according  to  the  1910 
census,  of  1,898,559.  The  greater  part  of  the  system  is 
purely  urban,  but  some  of  the  lines  operate  in  rural 
districts. 

Employees  are  trained  in  a  school  of  instruction, 
after  passing  the  physical  examination,  and  are  there 
thoroughly  prepared  for  their  future  responsibilities. 
After  a  day  in  the  school,  where  they  are  drilled  on 
instruction  cars  and  instructed  in  the  rules,  those  who 
pass  the  required  examinations  are  put  on  the  road 
under  competent  men  and  receive  training  under  actual 
road  conditions.  After  a  period  of  from  seven  to  ten 
days  they  are  recalled  to  the  school  and  again  examined 
before  being  placed  in  charge  of  their  cars.  For  any 
infractions  of  the  rules  after  being  placed  on  a  car 
employees  are  sent  back  to  the  school  on  their  own 
time  to  be  drilled  on  those  rules  which  have  been  in- 
fringed. One  instructor,  specially  qualified,  drills  all 
students  in  accident  prevention  and  the  method  of  pro- 
cedure after  an  accident  has  occurred.  Lectures,  illus- 
trated with  lantern  slides  and  moving  pictures,  are  de- 
livered to  all  conductors,  motormen  and  inspectors  at 
all  of  the  carhouses  twice  during  the  year. 

During  the  past  year  a  committee  on  safety,  consist- 
ing of  the  heads  of  the  various  departments,  with  the 
general  claim  agent  as  chairman,  was  organized.  This 
committee  meets  monthly  and  is  open  to  suggestions 
from  all  employees  regarding  conditions  of  roadway, 
equipment  and  operation  from  a  safety  standpoint. 

For  the  past  three  and  a  half  years  a  welfare  plan  for 
the  payment  of  insurance,  sick  benefits  and  pensions  to 
employees,  their  relatives  and  dependents,  has  been  in 
operation.  The  employees  receive  these  benefits  without 
cost.  The  work,  upon  which  the  company  expended 
nearly  $54,000  last  year,  is  under  the  direction  of  a  wel- 
fare department. 

In  alleviating  the  effect  of  accidents  first  aid  is  ap- 
plied to  all  injured  persons,  and  during  the  past  year 
the  services  of  more  than  fifty  physicians,  regularly  en- 
gaged for  the  work,  were  at  the  command  of  those 
needing  emergency  treatment.  All  power  houses,  shops, 
substations,  line  wagons,  etc.,  are  equipped  with  first- 
aid  cabinets,  and  in  each  carhouse  and  substation  hangs 
a  chart  illustrating  the  Schaefer  or  prone-pressure 
method  of  manual  resuscitation,  and  each  employee  is 
required  to  familiarize  himself  with  it.  Employees  are 
also  trained  by  a  practical  man,  who  spends  much  of  his 
time  in  going  from  place  to  place  giving  lectures  and 
illustrating  manual  resuscitation. 


On  Jan.  1,  1914,  a  filing  system  was  installed  in  the 
claim  department  by  which  every  accident  is  indexed 
under  six  headings,  as  follows:  Car  number,  con- 
ductor's number  and  name,  motorman's  number  and 
name,  car  line  and  carhouse,  nature  of  accident  and  ! 
place  of  accident.  By  means  of  this  system  the  company 
is  enabled  quickly  to  note  repetitions  of  any  kind  of  acci- 
dent and  to  notify  the  heads  of  departments  immediately 
so  that  further  repetition  may  be  prevented. 

As  part  of  the  educational  equipment  special  reels 
of  safety  films  have  been  made  in  co-operation  with 
the  Edison  Company,  and  these  are  now  being  exhibited 
throughout  the  country.  The  campaign  has  also  been 
extended  to  include  wagon  owners  and  drivers,  who 
have  been  reached  by  visits,  lectures  and  the  distribu- 
tion of  large  safety  posters. 

In  conclusion  it  may  be  noted  that,  during  the  past 
eight  years,  the  percentage  of  expenditure  for  accidents 
in  comparison  with  gross  earnings  have  been  reduced 
from  8.64  per  cent  to  4.16  per  cent  by  almost  exactly 
equal  steps. 

Some  Facts  Regarding  the  Northern  Ohio  Traction 
AND  Light  Company 

The  Northern  Ohio  Traction  &  Light  Company  oper- 
ates interurban  railroads  from  Cleveland  to  Uhrichs- 
ville,  Ohio,  and  from  Wadsworth  to  Ravenna,  Ohio,  in 
six  different  counties.  It  also  operates  the  Akron, 
Canton  and  Massillon  city  lines.  In  addition  it  does  a 
lighting  business  in  Akron  and  a  number  of  other  mu- 
nicipalities. The  railway  system  is  the  third  largest 
in  the  State  of  Ohio. 

The  safety  organization  of  the  company  is  under  the 
general  jurisdiction  of  the  supervisor  of  safety,  who  is 
also  general  claim  agent.  There  are  five  safety  commit- 
tees, comprising  sixty-five  employees,  selected  from  all 
departments  of  the  organization.  The  line  and  shop  de- 
partments have  additional  committees.  The  members 
of  the  safety  committee  are  elected  by  the  men  of  the 
different  divisions  by  secret  ballot.  Very  good  men 
have  thus  been  secured.  There  is  also  a  general  com- 
mittee made  up  of  the  heads  of  departments.  The 
local  safety  committees  made  weekly  reports  on  the 
suggestions  which  have  been  received,  and  these  are 
acted  upon  promptly. 

Among  the  successful  plans  devised  by  the  supervisor 
is  the  sending  of  an  accident  letter  every  two  weeks  to 
all  employees.  This  contains  suggestions  as  to  how 
accidents  can  be  eliminated,  and  calls  their  attention 
to  the  accidents  that  have  occurred  just  previously  and 
suggests  how  they  could  have  been  prevented. 

The  general  passenger  agent  of  the  company  pub- 
lishes a  bulletin  twice  a  month.  In  this  a  certain 
amount  of  space  is  always  given  to  safety  matters. 
This  bulletin  is  distributed  free  of  charge  on  the  cars 
of  the  company. 


Quarterly  Pamphlet  by  New  York  Up- 

State  Commission 

The  Public  Service  Commission  for  the  Second 
District  of  New  York  has  just  issued  its  regular  quar- 
terly pamphlet  containing  abstracts  of  the  quarterly 
reports  made  to  it  by  the  operating  steam  and  elec- 
tric railroads  of  the  State.  The  current  pamphlets 
contain  condensed  balance  sheets  for  each  company 
as  of  Sept.  30,  1914,  with  corresponding  figures  for 
June  30,  1914,  and  condensed  income  statements  show- 
ing revenue  and  expenses,  fixed  charges,  etc.,  as  re- ! 
ported  for  the  three  months  ending  Sept.  30,  1914. 
They  also  contain  certain  statistical  data  throwing 
light  on  operations  during  the  quarter,  such  as  the  J 
amount  of  freight  and  the  number  of  passengers  car-j 
ried,  ton-miles,   passenger-miles,  car-miles,  etc. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


283 


Three- Phase  Italian  Passenger  Locomotives 

These  Additional  Locomotives,  Weighing  73  Metric  Tons   and  Carrying  Two  1300-hp  Motors  Each,  Are  for 
Passenger  Service  on  the  Giovi  Subsidiary  and  Monza-Lecco  Lines 

BY  G.  PONTECORVO,  EAST  PITTSBURGH,  PA. 


The  Societa  Italiana  Westinghouse  is  now  delivering 
to  the  Italian  State  Railway  sixteen  three-phase  locomo- 
tives. These  new  machines  have  two  3300-volt,  16.7- 
cycle  induction  motors  of  1300  hp  each,  of  the  slip-ring 
type.  The  stater  windings  are  designed  so  that  the  coils 
can  be  grouped  either  for  two-phase,  six  poles,  or  three- 
phase  eight  poles.  Similarly  the  rotor  has  a  special 
winding  which  can  be  connected  for  either  two-phase, 
six  poles,  or  three-phase,  eight  poles.  Only  seven  slip 
rings  are  required.  A  group  of  three  or  a  group  of  four 
of  the  seven  slip  rings  can  be  connected  to  the  stator 
of  the  second  motor  when  a  three-phase,  eight-pole,  or 
two-phase  six-pole  cascade  is  required.  Otherwise  they 
can  be  short-circuited  through  the  water  rheostat  when 


a  jet  of  water  against  the  resistance  plates  to  prevent 
concentration  of  heat  at  the  surface  of  the  water,  but 
all  the  water  assumes  an  even  temperature. 

The  automatic  regulator  is  designed  so  as  to  regulate 
for  constant  watts  instead  of  constant  current,  as  was 
the  case  in  the  older  type  of  rheostat.  The  regulator 
consists  of  a  laminated  core  with  a  two-pole  winding 
connected  in  series  on  the  ground  phase  of  the  motor 
and  constituting  the  stator,  and  of  a  double  T-shaped 
rotor  with  a  winding  inserted  between  the  other  two 
phases.  The  torque  exerted  between  stator  and  rotor  is 
counterbalanced  by  a  spring,  and  the  tension  of  this 
spring  can  be  regulated  by  the  starting  controller  oper- 
ated by  the  motorman  so  as  to  predetermine  the  amount 


THREE-PHASE   ITALIAN   PASSENGER   LOCOMOTIVES — FIG.  1 — THE  LOCOMOTIVE  WITH  PANTOGRAPH   SECTION  AND  DRIVING 
MECHANISM  REMOVED,   SHOWING  THE  RELATIVE    LOCATION  OF  MOTORS  AND  CONTROLLERS  TO  THE  DRIVERS 


the  motors  are  connected  in  parallel  to  the  line.  The  two 
motors,  of  course,  are  connected  mechanically. 

By  connecting  the  motors  in  parallel  on  the  line  (con- 
nected either  for  two-phase,  six  poles,  or  three-phase, 
eight  poles),  or  connecting  them  in  cascade,  a  four- 
speed  combination  can  be  obtained  which  at  16.7  cycles 
with  a  wheel  diameter  of  1.63  m  (  =  64.2  in.)  gives  four 
running  speeds  of  23.3,  31,  46.6  and  62  m.p.h.  These  are 
fully  sufficient  for  passenger  service  locomotives,  not 
only  on  level  lines,  but  also  on  fairly  high  grades. 

The  change  of  the  motor  connections  from  parallel  to 
cascade,  and  also  from  six  to  eight  poles,  two  or  three- 
phase,  is  made  by  a  drum  type  controller  operated 
through  electropneumatic  relays  by  a  master  controller. 
The  method  of  starting  the  wound-rotor  induction  motor 
is  by  means  of  a  liquid  rheostat  with  an  automatic  regu- 
lation feature  which  increases  or  decreases  automat- 
ically the  amount  of  resistance  inserted  in  the  rotor,  so 
as  to  keep  the  power  absorbed  from  the  line  fixed  at  a 
predetermined  value.  It  is  also  supplied  with  a  motor- 
driven  centrifugal  pump  which  is  inserted  in  the  line  as 
soon  as  the  rheostat  is  in  operation.    This  pump  throws 


of  power  to  be  absorbed  from  the  line  by  the  motors. 
When  the  power  absorbed  by  the  motor  exceeds  a  pre- 
determined value,  the  regulator  tends  to  rotate  in  one 
direction,  thereby  increasing  the  resistance  inserted  in 
the  rotor  which  in  its  turn  decreases  the  power  ab- 
sorbed; vice  versa,  when  the  power  absorbed  tends  to 
decrease,  the  regulator  rotates  in  the  other  direction, 
thus  keeping  the  amount  of  power  taken  by  the  motor  at 
a  constant  value.  Besides  the  controller  and  liquid  rheo- 
stat, the  locomotive  is  equipped  with  the  usual  auxiliary 
apparatus  and  instruments.  There  is,  however,  in  addi- 
tion, a  small  transformer  to  change  the  power  supply 
from  three  to  two-phase. 

Fig.  2  shows  the  connection  between  the  overhead 
line  and  the  primary  switch  through  the  trolley,  im- 
pedance coils,  and  oil  switch;  also  the  circuit  supplying 
the  auxiliary  apparatus  with  fuses,  lightning  arresters, 
and  transformers.  The  three  phases  consist  of  two 
overhead  wires  and  the  rails  or  ground  phase.  There 
are,  as  already  mentioned,  four  connections  of  windings 
and  motors  to  obtain  the  four  running  speeds.  Two 
connections  are  shown  in  Fig.  3;  that  is,  the  three- 


284 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


THREE-PHASE  ITALIAN  PASSENGER  LOCOMOTIVES — FIG. 
WIRING   DIAGRAM    SHOWING   CONNECTIONS   FROM 
:,  THE  TROLLEY  TO  THE  MOTOR  SWITCH  AND 

AUXILIARY   APPARATUS 


1.  Contact  wires ;  2,  trolley ;  3,  inductance  coils ;  4,  automatic 
circuit  breaker  ;  5,  primary  switch  ;  6  and  7,  to  motor  primaries  ; 
8  and  9,  connections  of  automatic  regulator  for  cascade  and  paral- 
lel connection,  respectively;  10,  ground  connections;  11,  stationary 
part  of  automatic  regulator;  12,  fuses:  13,  lightning  arresters;  14, 
transformers  with  primary  and  secondary,  A  and  B,  respectively. 

phase,  eight-pole  cascade  and  the  two-phase  six-pole 
parallel.  All  of  these  connections  are  made  by  the  con- 
trollers, which  are  never  operated  under  load.  The  con- 
nections from  the  slip  rings  to  the  water  rheostat  are 
shown  in'Fig.  4.  The  water  level,  rising  in  the  rheostat, 
fills  the  space  between  the  plates,  thus  short-circuiting 
Ijhe  rotor  windings,  which  are  connected  to  the  plates  as 
shown!"  The  controller,  the  trolley  and  the  liquid  rheo- 
stat, are  operated  by  compressed  air  supplied  by  a  small 
three-p"hase  motor  and  compressor,  which  also  supplies 
the  air  for  the  two  air  brakes  (the  automatic  and 
straight  air  brakes). 

The  motors  are  well  ventilated  with  air  circulation 
through  stator  iron  and  winding.  The  stator  end  con- 
nections are  dipped  in  an  insulating  compound  and 
then  covered  with  a  brass  plate  to  prevent  damage. 
Experience  has  shown  that  this  construction  has  done 
away  with  insulation  break-downs  due  to  moisture  and 
vibration  caused  by  heavy  currents  at  starting. 

This  locomotive  has  five  axles,  and  is  of  the  2-6-2  type, 
that  is  to  say,  two  axles  are  supporting  axles  and  the 
other  three  are  driving.    The  two  supporting  axles  are 


Three-Phase  Rings 


Two-Phase  Rings 

THREE-PHASE  ITALIAN  PASSENGER  LOCOMOTIVES — FIG.  4— 
LINE  DIAGRAM  OF  LIQUID  RHEOSTAT  CONNEC- 
TIONS FROM  THE  MOTOR  SLIP  RINGS 

placed  one  at  each  end  of  the  locomotive,  and  each  is 
connected  to  the  driving  axle  next  to  it  so  as  to  form  a 
kind  of  truck.  All  three  driving  axles  have  a  transverse 
play  for  easy  operation  on  curves.  The  slip  rings  are 
outside  the  wheelbase  and  easily  accessible. 

The  weight  of  the  locomotive,  complete,  is  73  metric 
tons,  of  which  45  to  51  tons  is  adhesive  weight.  The 
weight  on  the  drivers  can  be  changed  within  these  fig- 
ures by  an  arrangement  which  shifts  the  weight  from 
the  drivers  to  the  supporting  axles.  The  weight  and 
dimensions  of  the  locomotive  are  given  in  Table  I. 

Table  I — Weights  and  Dimensions 

Weights 

, K ^ 

Items  Kg.  Lb. 

Mechanical  equipment    30,650  67,500 

Motor  equipment   27,270  60,000 

Control  equipment 12,700  28,000 

Air-brake  equipment 2,300  5,050 

Dimensions 

, • V 

Items  Meters  In. 

Maximum   width    3.05  120 

Maximum  length   11.00  434 

Diameter  of  driving  wheels 1.63  64 

Diameter  of  pony  truck  wheels 0.93  37. S 

The  motors  are  mounted  on  the  frame  in  such  a  way 
that  the  air  gap  of  the  motor  can  be  kept  as  small  as 
electrical  considerations  will  permit.  This  is  done  by 
making  the  bearings  which  support  the  rotor  rigid  with 
the  stator  frame,  and  independent  of  those  which  sup- 
port the  revolving  shaft.  The  motors  are  connected  to 
the  driving  wheels  by  a  Scotch  yoke  similar  to  that  of 
the  Giovi  locomotive. 

These  locomotives  are  designed  for  the  Giovi  subsid- 
iary line  and  for  the  Monza-Lecco  line,  which  connects 
Milan  to  the  Lake  of  Como  and  the  Valtellina  lines 
which  were  electrified  in  1901  with  the  same  system. 
The  Monza  line  is  level  single-track,  while  the  Giovi 
subsidiary  is  double-track  and  has  fairly  high  grades, 
reaching  1.6  per  cent  in  the  open  and  1.16  in  a  5.2-mile 
tunnel. 


THREE-PHASE  ITALIAN  PASSENGER  LOCOMOTIVES — FI6.  3 — TYPICAL  MOTOR  CONNECTIONS 
Showing  the  method  of  connectlngr  the  two  motors  for  three-phase,eight-pole,  cascade  (left)   and  for  two-phase,  six-pole  parallel. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


285 


Operating  Results 

Some  figures  regarding  the  performance  and  tests  of 
this  type  of  locomotive  may  be  interesting.  The  normal 
rating  of  the  two  motors  is  2600  hp  at  three-phase, 
16  2/3  cycles,  3300  volts  and  is  such  that  the  locomotive 
can  develop  for  one  hour  continuously  the  drav^^bar  pulls 
given  in  Table  II  with  a  motor  temperature  rise  not  ex- 
ceeding 75  deg.  Cent. 


I 


Table    II— 

-Relations   Between 
Drawbar  Pull 

Drawbak 

Pull 
Speed 

AND    Speed 

Kg. 

9,000 

9,000 

9,500 

6,000 

Lb. 

19,800 
19,800 
20,900 
13,200 

Km.p.h. 

37.5 

50 

75 

100 

M.p.h. 
23.3 
31 
46.6 
62 

This  locomotive  can  start  a  train  of  350  tons  (ex- 
P  elusive  of  locomotive)  and  bring  it  up  to  75  kw  p.h. 
(=  46.6  m.p.h.)  speed  on  a  straight  line  having  a  grade 
of  1.2  per  cent  with  an  acceleration  of  0.15  km  (=  0.093 
mile)  per  hour  per  second ;  the  tractive  effort  at  starting 
is  such  as  to  utilize  fully  the  adhesion  between  zero  and 
75  km   (=  46.6  miles)   per  hour  speed. 

Of  these  locomotives  the  Italiana  Westinghouse  Com- 
pany has  already  built  sixteen  and  their  operation  is 
very  satisfactory.  They  are  run  regenerating  on  the 
down  grades,  in  this  way  greatly  reducing  the  operating 
expenses.  Their  cost  compares  favorably  with  the  cost 
of  electric  locomotives  in  the  United  States;  however, 
the  ratio  of  horse-power  to  weight,  or  2300:73,  is  con- 
siderably higher. 

These  locomotives  are  rapidly  solving  the  problems 
of  high  speed  freight  and  passenger  service  on  the 
lines  on  which  they  have  been  installed.  Some  doubts 
were  expressed  some  time  ago  as  regards  the  overhead 
line  having  two  wires.  However,  no  trouble  has  been 
experienced,  although  the  overhead  construction,  with 
sliding  pantograph  construction,  would  be  considered 
rather  light  in  this  country  for  such  service. 


Change  in  Car-Wiring  Code  Recommended 

At  the  tenth  annual  convention  of  the  Western  Asso- 
ciation of  Electrical  Inspectors  held  at  the  Hotel  Ra- 
disson,  Minneapolis,  Minn.,  on  Jan.  26-28,  the  report  of 
the  committee  on  electric  traction  systems  recommended 
a  change  in  the  car  wiring  and  equipment  code  as  now 
used  by  the  National  Board  of  Fire  Underwriters. 
These  recommendations  were  approved  by  the  associa- 
tion and  will  be  submitted  to  the  electrical  committee 
of  the  National  Fire  Protection  Association  at  its  next 
meeting.  The  existing  code  appears  in  the  1913  edi- 
tion of  the  National  Electrical  Code,  which  contains  the 
rules  of  the  National  Board  of  Fire  Underwriters. 

Some  of  the  more  important  amendments  to  the  code 
include  recommendations  for  self-closing  doors  in 
cabinets  and  for  watertight  conduit  joints  with  drain 
holes  provided  at  points  where  moisture  is  liable  to 
collect.  Also  the  combustible  underside  of  car  bodies 
should  be  protected  with  a  fire-resisting  material  over 
all  electrical  apparatus.  Rheostats  which  are  at  all 
times  energized  by  trolley  current  should  be  surrounded 
by  a  grounded  No.  8  wire  netting  guard  having  a  1-in. 
mesh.  Wires  for  circuits  controlling  contactors,  unit 
switches  and  cut-outs  should  not  be  run  in  the  same 
cable,  channel  or  conduit  with  power  wires.  Trans- 
formers or  compensators  should  have  their  cases  or 
shells  thoroughly  grounded.  Arresters,  choke  coils  and 
their  connections  should  be  installed  ahead  of  all  other 
electrical  devices  and  metal  conduit. 

Included  under  the  topic  of  electrical  heaters  were  a 
number  of  revisions  requiring  that  heaters  should  have 
metal  inclosures  which  were  thoroughly  grounded  and 
which  should  prevent   inflammable  material   from  col- 


lecting around  or  inside  of  heater  casings.  Panel 
heaters  should  be  so  mounted  that  there  will  be  4  in. 
between  the  heating  element  and  any  combustible  ma- 
terial. Heaters  should  be  so  mounted  that  the  heat  can- 
not vent  into  the  area  back  of  the  heater.  Cross-seat 
heaters  either  should  be  mounted  at  least  4  in.  below 
the  under  side  of  seats,  or  else  the  under  side  of  the 
seat  should  be  protected  by  not  less  than  %  in.  of  fire- 
resisting  insulating  material.  All  conductors  should 
have  a  rubber  insulation  surrounded  by  an  outer  flame- 
proof covering,  and  all  circuits  should  be  in  approved 
metal  conduit  or  molding  installed  according  to  rules. 
Switches  meeting  with  the  underwriters'  requirements 
are  to  be  provided  and  inclosed  in  a  metal  cabinet. 

In  order  to  put  before  the  association  some  sugges- 
tions regarding  changes  in  the  carhouse  wiring  rules 
and  instructions  as  included  in  the  underwriters'  code, 
J.  S.  Mahan,  Chicago,  chairman  of  the  committee  that 
is  investigating  this  subject,  reported  a  tentative  set 
of  revised  rules.  No  action  was  taken  on  these  sugges- 
tions, the  committee  being  at  liberty  to  proceed  with 
the  work  of  revising  the  rules.  It  is  the  plan  of  this 
committee  to  submit  copies  of  the  proposed  rules  to 
various  master  mechanics  and  superintendents  of  mo- 
tive power  of  electric  railways  throughout  the  country 
for  their  criticisms  and  suggestions  before  submitting 
them  to  the  association  in  final  form.  Copies  of  the 
proposed  carhouse  rules  may  be  obtained  by  addressing 
F.  R.  Daniel,  chairman  of  the  electric  traction  system 
committee.  Insurance  Exchange  Building,  Chicago. 
Like  the  revised  car-wiring  rules  it  is  intended  to  bring 
the  carhouse-wiring  rules,  as  well  as  the  arrangement, 
up  to  date,  so  that  they  will  be  more  readily  available 
to  those  interested  in  using  them. 

Burton  McCollum  of  the  United  States  bureau  of 
standards  presented  an  exhaustive  discussion  on  the 
subject  of  electrolysis.  He  recommended  primarily  a 
proper  definition  of  the  responsibilities  of  both  rail- 
ways and  the  pipe-owning  companies  in  the  prevention 
of  electrolytic  damage,  but  advocated  co-operation  in  all 
cases.  Where  rules  governing  electrolysis  mitigation 
are  necessary,  they  should  preferably  be  erected  and 
administered  by  state  authority,  under  which  the  neces- 
sary administrative  machinery  is  available.  In  their 
absence,  however,  the  cities  in  which  the  utilities  oper- 
ate should  take  the  initiative.  The  federal  government, 
while  competent  to  carry  out,  as  it  is  now  doing,  en- 
gineering investigations  bearing  on  the  problem,  should 
not,  and  in  fact  cannot,  undertake  to  prescribe  or  ad- 
minister regulations.  Where  state  public  utilities  com- 
missions are  in  existence,  they  are  the  most  logical 
authority.  Such  state  commissions  not  only  are  able 
to  deal  with  the  subject  in  a  more  comprehensive  way 
than  the  majority  of  local  bodies,  especially  in  smaller 
cities,  but  their  freedom  from  local  political  influence 
will  often  enable  them  to  deal  more  wisely  with  all  in- 
terests involved. 

It  is  most  desirable  that  regulations  be  made  as  few 
and  as  simple  as  possible,  to  the  end  that  the  utilities 
concerned  may  enjoy  the  greatest  freedom  of  action 
consistent  with  safety  to  the  underground  structures. 
The  present  apparent  necessity  for  regulation  is  due  to 
the  lack  of  co-operation  in  the  past  between  the  rail- 
ways and  the  owners  of  underground  utilities.  If  the 
interests  concerned,  particularly  the  railways,  would 
show  a  greater  disposition  to  meet  the  issue  squarely, 
and  if,  instead  of  practically  ignoring  the  subject  as 
has  been  too  often  done  they  would  treat  the  matter  as 
one  of  the  engineering  problems  connected  with  the 
operation  of  street  railways,  the  need  for  stringent 
regulation  would  be  largely  eliminated.  In  the  absence 
of  such  a  policy,  however,  compulsory  and  perhaps 
burdensome  regulations  will  be  inevitable. 


286 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


Saving  Energy  in  Car  Propulsion 

W.  N.  Storer  Analyzed  the  Possibilities  of  Energy  Saving  by  Improved  Methods  of  Car  Design  and  Operation 

at  a  Joint  Engineering  Meeting  in  Chicago  on  Jan.  25. 


On  Jan.  25,  at  a  joint  meeting  of  the  electrical  section 
of  the  Western  Society  of  Engineers  and  the  Chicago 
branch  of  the  A.  I.  E.  E.,  W.  N.  Storer,  general  engineer 
railway  department  Westinghouse  Electric  &  Manufac- 
turing Company,  delivered  a  paper  under  the  title 
"Economy  of  Power  Consumption  on  Electric  Railways." 
The  purpose  of  the  paper  was  to  show  how  economy  in 
energy  consumption  can  be  secured  and  the  limitations 
imposed  in  the  application  of  the  different  methods.  He 
called  attention  to  Samuel  Insull's,  April,  1912,  A.  I. 
E.  E.  paper,  in  which  the  statement  was  made  that  not 
far  from  1,000,000  tons  of  coal  would  be  burned  in  Chi- 
cago in  that  year  to  furnish  power  for  electric  railways. 
In  Mr.  Insull's  opinion  not  less  than  40  per  cent  and 
possibly  50  per  cent  of  the  coal  consumption  could  have 
been  saved  by  the  use  of  all  possible  economies.     Mr. 


Storer  discussed   the   subject  of   loss   reduction   under 
these  heads. 

Train  Resistance 

The  train  resistance  of  a  street  car  varies  between 
10  lb.  and  20  lb.  per  ton,  corresponding  to  about  25  to 
50  watt-hours  per  ton-mile.  As  the  total  power  con- 
sumption usually  varies  from  120  to  180  watt-hours 
per  ton-mile,  probably  not  more  than  25  per  cent  of  the 
total  energy  is  used  in  overcoming  resistance.  The 
proportion  is  larger  in  elevated  and  subway  service, 
where  runs  are  longer  and  many  curves  are  encountered, 
especially  where  the  speed  becomes  so  high  as  to  give 
a  high  air  resistance. 

Train  resistance  can  be  reduced  in  the  following 
ways :  Journal  friction,  which  is  probably  not  more  than 


200 


500 
AMPERES 


400 


&0 
AMPERES 

SAVING   ENERGY   IN    CAR   PROPULSION — MOTOR   LOSSES — FIG.    1,    500-VOLT,    50-HP    MOTOR — FIG.   2,    550-VOLT, 

210-HP  MOTOR 


500 


Storer  stated  that,  since  that  time,  cars  have  been  in- 
stalled on  the  Chicago  Surface  Lines  which  have  cut 
the  power  consumption  per  car-mile  to  less  than  67  per 
cent  of  that  of  older  cars  of  the  same  capacity. 

A  large  part  of  the  energy  now  consumed  is  unneces- 
sarily wasted,  but  on  account  of  the  large  investment  in 
existing  equipment  the  waste  must  continue  until  the 
older  cars  and  equipment  are  worn  out.  Even  in  the 
most  modern  equipment  considerable  power  is  wasted. 
The  waste  can  be  reduced  by  reduction  of  weight  to  be 
handled  and  by  increase  in  the  efficiency  of  the  equip- 
ment used  in  handling  it. 

Reduction  in  weight  has  been  secured  by  the  use  of 
two-motor  equipment  with  maximum  traction  trucks 
instead  of  four-motor  equipment,  by  the  reduction  in 
motor  capacity  made  possible  by  the  weight  reduction, 
and  by  the  use  of  motors  weighing  less  per  horse-power. 
Along  with  these  reductions  has  gone  the  lightening  of 
car  bodies  and  trucks. 

The  energy  consumed  by  electric  cars  is  practically 
all  dissipated  in  overcoming  train  resistance,  in  ascend- 
ing grades,  in  motor  losses,  in  gears  and  motor  axle 
bearings,  in  rheostats,  in  auxiliaries  and  in  brakes.    Mr. 


6  lb.  per  ton  in  average  service,  can  be  practically 
eliminated  by  the  use  of  ball  or  roller  bearings,  result- 
ing in  an  energy  saving  of  from  6  to  15  watt-hours  per 
ton-mile  and  possibly  more.  In  high-speed  railroading 
air  resistance,  which  at  a  speed  of  60  m.p.h.  may  amount 
to  800  lb.  or  1000  lb.  and  may  require  from  110  kw  to 
150  kw  to  overcome  it,  can  be  reduced  by  eliminating 
projections  which  cause  eddies  in  the  atmosphere. 
Flange  friction  can  be  reduced  by  eliminating  bad 
curves,  by  effective  tramming  of  trucks,  by  removing 
inequalities  in  wheel  diameter  and  other  causes  tending 
to  make  the  wheels  hug  one  rail. 

Grade  Resistance  and  Motor  Losses 

Power  required  in  ascending  grades  can  be  decreased 
only  by  reducing  weight,  although  it  is  sometimes  pos- 
sible to  use  the  energy  stored  in  a  train  in  descending 
one  grade  to  help  it  up  the  next.  This  is  seldom  done 
in  street  car  work,  but  is  quite  common  on  lines  where 
long  runs  are  made.  Short  grades  of  1  per  cent  or  2  per 
cent  on  interurban  or  elevated  lines  add  very  little  to 
the  power  consumption. 

The  efficiency  of  a  railway  motor  varies  from  80  per 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


287 


cent  to  90  per  cent,  small  motors  ordinarily  used  in  city 
service  having  a  maximum  efficiency,  including  gears 
and  axle  bearings,  of  85  per  cent  to  86  per  cent,  while 
large  motors  run  2  per  cent  or  3  per  cent  higher.  The 
nature  of  the  losses  in  typical  commutating-pole  motors 
is  illustrated  in  Figs.  1  and  2.  An  increase  in  efficiency 
is  sure  to  be  accomplished  by  the  production  of  a 
heavier  and  more  expensive  motor,  as,  other  things 
being  equal,  the  capacity  of  a  given  size  of  motor  is 
practically  dependent  on  its  efficiency.  It  is,  therefore, 
fairly  certain  that  the  efficiency  of  railroad  motors  is  as 
high  as  the  state  of  the  art  will  permit  with  present 
commercial  conditions. 

Mr.  Storer  took  for  illustration  the  losses  due  to 
friction  and  windage,  which  he  translated  into  terms 
of  train  resistance.  He  stated  that  a  motor  of  from 
40-hp  to  50-hp  capacity  should  have  approximately  400 
watts  friction  loss  with  a  car  speed  of  10  m.p.h.,  corre- 
sponding to  about  a  20-lb.  train  resistance.  With  a  two- 
motor  car,  weighing  20  tons,  armature  friction  and 
windage  amounts  to  2  lb.  per  ton.  The  axle-bearing 
losses  would  probably  be  about  one-half  as  much.  There 
are  few  data  available  from  which  gear  and  axle-bear- 
ing losses  can  be  determined,  but  it  is  hoped  that  in  the 
near  future  further  tests  will  be  made  which  will  enable 
the  standardization  committee  of  the  A.  I.  E.  E.  to  give 
more  definite  figures  for  the  efficiency  of  axle  bearings 
and  gears. 

It  is  possible  to  use  some  form  of  frictionless  bear- 
ing for  armatures,  but  such  bearings  as  yet  have  not 


l< T -- 

-->J 

SAVING  ENERGY  IN   CAR  PROPULSION — RHEOSTATIC  LOSSES 
DURING  ACCELERATION 

Fig.  3,  parallel  control ;  Fig.  4,  series-parallel  control ;  Fig.  5, 
series,  series-parallel,  parallel  control.  Shaded  areas  show  rheo- 
static  losses. 

had  sufficient  tests  under  heavy  service  conditions  to 
justify  their  adoption,  especially  as  the  cost  is  consider- 
ably higher  than  the  ordinary  sleeve  bearing. 

Kheostatic  Losses 

In  the  matter  of  rheostatic  losses,  it  is  impossible  to 
avoid  such  losses  altogether,  but  they  can  be  reduced  to 
a  much  lower  amount  than  has  ordinarily  been  the  prac- 
tice. Figs.  3,  4  and  5  show  the  relative  rheostatic 
losses  in  straight  parallel  control,  standard  series- 
parallel  control,  and  control  using  full  series,  series- 
parallel  and  full  parallel,  respectively.  In  these  dia- 
grams the  shaded  areas  represent  rheostatic  losses.  If 
two  motors  are  assumed  to  accelerate  with  a  current  to 
give  10  per  cent  voltage  drop  in  the  internal  resistance 
of  each  motor,  then,  as  shown  in  Fig.  3,  90  per  cent  of 
the  voltage  will  be  lost  in  the  rheostat  at  the  instant  of 
starting  and  an  average  of  45  per  cent  during  the  time 
the  rheostat  is  in  circuit.  During  the  entire  time  of 
acceleration,  double  motor  current  will  be  taken  from 
the  line.  As  shown  in  Fig.  4,  with  series-parallel  con- 
trol, the  rheostatic  power  loss  at  starting  will  be  80 
per  cent  of  the  line  voltage  with  single  motor  current, 
or  an  average  of  40  per  cent  of  the  line  voltage  multi- 
plied by  single  motor  current  during  the  time  the  car  is 
accelerating  in  series.  The  total  time  will  be  divided 
between  series  and  parallel  in  the  ratios  of  the  counter 
emfs  after  the  resistance  is  cut  out.  In  this  case  it 
will  be  in  the  ratio  of  40  to  90,  or  44.4  per  cent  of  the 


time  will  be  spent  in  series  and  55.6  per  cent  in  parallel 
up  to  the  time  the  motor  curve  is  reached.  When  the 
motors  are  connected  in  parallel  the  voltage  applied  to 
the  motor  terminals  is  only  50  per  cent  of  the  line  volt- 
age, consequently  the  remainder  of  the  line  voltage,  or 
50  per  cent,  is  lost  in  the  rheostat.  The  average  drop 
in  the  rheostat  will  be  24  per  cent  for  55.6  per  cent  of 
the  time.  If  A  is  the  current  for  one  motor,  T  the 
time  to  reach  the  motor  curve  and  E  the  line  voltage, 
then,  in  rheostatic  control,  the  loss  is 

If  =  2  A  X  0.45  £7  X  2^  =  0.9  A  £•  r 

The  total  energy  taken  from  the  line  during  this 
acceleration  \%  2  AE  T,  and  45  per  cent  is  lost  in  the 
rheostat. 

In  series-parallel  control  the  rheostatic  loss  is 

IF  =  A  X  0.4  £■  X  0.444  T  +  2  A  X  0.25  E  X  0.556  T  = 
0.456  A  E  T 

The  total  energy  from  the  line  in  this  case  is 
W  =  AE  X  0.444  T  +  2A  E  X  0.556  T  =  1.556  AE  T 

The  rheostatic  loss  is  thus  cut  almost  in  half  by  using 
series-parallel  control  instead  of  parallel  control,  and  the 
total  energy  during  acceleration  on  resistance  is  reduced 
more  than  22  per  cent. 

The  use  of  four-motor  equipment  makes  it  possible  to 
go  still  further,  as  is  illustrated  in  Fig.  5.  The  rheo- 
static loss  in  this  case  is  the  same  as  in  the  case  shown 
in  Fig.  4,  except  for  the  area  of  the  rectangle  cut  out  by 
full  series  operation,  the  area  of  which  is  0.083  A  E  T. 
The  total  rheostatic  loss  is  thus 

W  =  (0.456  —  0.083)  AET  =  0.373  AET, 

a  decrease  of  18.3  per  cent  below  that  of  series-parallel 
control.  The  energy  taken  from  the  line  during  the  time 
on  rheostat  is  (1.556  —  0.083)  A  E  =  1.473  A  E  T,  a 
reduction  of  53  per  cent.  Since  the  rheostatic  loss  in 
ordinary  city  service  is  only  12  per  cent  to  20  per  cent 
of  the  total  energy  used,  the  saving  resulting  from 
starting  with  four  motors  in  series  can  scarcely  exceed 
1  per  cent  of  the  total,  unless  there  is  a  great  deal  of 
operation  at  extremely  low  speeds. 

A  recently  exploited  system  combines  the  operation 
of  four  motors  connected  successively  in  series,  series 
parallel,  and  parallel,  with  intermediate  steps  using  three 
motors  and  a  limited  amount  of  rheostatic  operation.  A 
portion  of  the  rheostatic  losses  is  eliminated  through 
unequal  loading  of  the  motors,  due  to  doubling  the  volt- 
age on  one  motor  at  a  time,  thus  heavily  overloading  it 
without  a  serious  surge  in  the  acceleration.  A  saving  of 
from  8  per  cent  to  10  per  cent  in  power  is  effected. 

Other  things  being  equal,  the  rheostatic  loss  varies 
as  the  square  of  the  speed  at  which  the  motor  curve  is 
reached  in  acceleration.  The  characteristics  of  the 
motor  and  the  rate  of  acceleration  have,  therefore,  a 
great  deal  to  do  with  the  rheostatic  loss.  For  example, 
a  motor  with  a  steep  speed  characteristic,  geared  for  a 
certain  schedule  speed,  will  reach  the  motor  curve  at 
a  lower  speed  than  one  with  a  flat  speed  curve  which  is 
geared  to  the  same  speed,  and  will  thus  have  less  rheo- 
static loss.  A  higher  rate  of  acceleration  will  enable  the 
motor  curve  to  be  reached  at  a  lower  speed,  especially 
with  a  non-saturated  motor.  The  rheostatic  losses  are 
thus  reduced  in  the  same  way. 

The  shape  of  the  speed  curve  has  been  too  often  left 
out  of  consideration  because  the  unsaturated  motor,  the 
one  with  the  steep  speed  curve,  is  usually  slightly 
heavier  than  the  saturated  motor  of  the  same  rating  and 
armature  speed. 

Field  Control 

After  the  series-parallel  control  and  the  single  reduc- 
tion motor  were  introduced,  the  control  of  the  field  as  a 


288 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


means  of  affecting  economical  speed  variation  and  re- 
duction of  rheostatic  losses  was  dropped  because  of  the 
trouble  from  poor  commutation  and  overloading  of 
motors.  The  use  of  the  commutating-pole  motor  and  a 
better  understanding  of  the  application  of  railway 
motors  to  given  service  have  led  to  a  revival  of  field 


in  the  train  at  the  time  the  brakes  were  applied  is  all 
lost  either  in  the  brakes  or  in  overcoming  train  resist- 
ance during  braking.  In  this  case  the  brakes  were 
applied  at  16.3  m.p.h.,  and  reference  to  the  stored 
energy  curves  shows  that  at  this  speed  TVo  watt-hours 
per  ton   are  stored.     Part   of  this    (4   watt-hours)    is 


100     25r 

90 

80      20 

70 

O  60      15 
uJ       r 

°-  50£i; 
^  40       10 

50 

ZO        5 

10 


A 

J\ 

c 

1 

■\ 

^ 

•^ 

' 

Y 

A 

/ 

'\ 

\ 

/ 

/ 

\ 

i 

1 

/ 

\ 

u 

\ 

\ 

V 

1 

\ 

10 


20 


30 
SECONDS 


40 


50 


SAVING  ENERGY  IN  CAR  PROPULSION — RHEOSTATIC  LOSSES — FIG.    6,    SERIES-PARALLEL   CONTROL;    FIG.   7,   SAME  WITH 

FIELD  CONTROL.     SHADED  AREAS  SHOW  RHEOSTATIC  LOSSES 

Data:  Weight  of  loaded  car,  20  tons;  two  SO-hp,  r,nO-volt  m->tors ;  33-in.  -nheels,  gear  ratio,  16:68  (Fig.  6),  15.69  (Pig.  7); 
rate  of  acceleration  and  braking,  li^  m.p.h. p.s.  ;  stops  per  mile.  6  :  duration  of  stop,  7  sec;  schedule  speed,  11  m.p.h.;  watt-hours 
per  ton-mile,   (Pig.  6)    112.S,   (Pig.  7)   103.8. 


control  which  is  now  used  in  all  classes  of  service, 
usually  effecting  a  saving  of  from  10  per  cent  to  20 
per  cent  in  power  consumption.  To  get  the  best  results 
the  motor  should  be  geared  to  give  the  highest  speed 
desired  with  a  short  or  permanent  field.  The  full-field 
speed  curve  should  be  20  per  cent  to  25  per  cent  or  more 
if  possible,  lower  than  this  short  field  speed  curve  at  the 
accelerating  tractive  effort.  Referring  to  Fig.  4  and 
assuming  that  the  full  speed  of  the  motor  at  the  ac- 
celerating tractive  effort  is  20  per  cent  below  that  of 
the  short  field  and,  as  the  same  rate  of  acceleration  is 
maintained,  a  field  control  equipment  would  perform  the 
same  service  with  approximately  one-half  the  rheostatic 
loss.  Where  the  balancing  speed  on  short  field  is  higher 
than  that  of  the  non-field  controlling  equipment,  a  still 
further  saving  in  power  consumption  results  on  account 
of  the  more  rapid  acceleration  on  the  motor  curve,  per- 
mitting a  longer  coasting  period  and  consequently  a 
lower  speed  at  the  time  the  brakes  are  applied  and  less 
loss  in  that  period.  Where  stops  are  frequent  the  use  of 
field  control  effects  a  very  substantial  saving.  Typical 
speed-time  graphs  are  shown  side  by  side  in  Figs.  6  and 
7,  Fig.  6  showing  a  typical  run  with  standard  motors 
without  field  control  and  Fig.  7  the  same  run  under  iden- 
tical conditions  of  load  and  speed,  but  with  field  control. 
The  difference  in  rheostatic  losses  is  shown  by  the 
shaded  areas. 

Fig.  8  shows  a  set  of  general  curves  which  may  be 
applied  to  almost  any  condition  of  acceleration.  They 
are  intended  primarily  to  exhibit  the  rheostatic  losses 
entailed  in  accelerating  1  ton  under  certain  conditions  of 
motor  efficiency,  train  resistance  and  rate  of  accelera- 
tion, with  and  without  field  control.  With  these  curves 
are  included  others  showing  watt-hour  input,  rheostatic 
losses  with  and  without  field  control,  and  energy  losses 
in  overcoming  train  resistance,  all  plotted  in  terms  of 
speed  at  which  the  motor  curve  is  reached. 

To  show  how  these  curves  may  be  used,  take  the 
speed-time  curve  shown  in  Fig.  6.    The  energy  stored 


stored  while  accelerating  on  resistance  at  an  efficiency  of 
approximately  56  per  cent;  the  remainder  (Z\'-2  watt- 
hours)  with  motors  accelerating  on  the  motor  curve  at 
an  efficiency  of  about  83  per  cent.     The  first  portion. 


15  ZO 

M.P.H.  OFF  GRIDS 

SAVING  ENERGY  IN  CAR  PROPULSION — FIG.  8 — ANALYSIS  OF 
POWER  CONSUMPTION   IN  STRAIGHT-LINE  ACCELERATION 

Data;  Weight,  1  ton;  acceleration,  1.7  in.p.h.p.s.  ;  acceleration 
force,  185  lb.  ;  control,  series-parallel,  with  and  without  field  con- 
trol ;  motor  efficiency  at  full  voltage,  85  per  cent. 

4  watt-hours  at  56  per  cent  efficiency,  takes  7.15  watt- 
hours  from  the  line;  the  section  portion,  3V2  watt-hours 
at  83  per  cent  efficiency,  takes  4.22  watt-hours  from  the 
line,  a  total  of  11.37  watt-hours  for  each  stop  or  68.22 
watt-hours  per  ton-mile.  A  train  resistance  of  20  lb. 
per  ton  would  normally  require,  with  an  average  effi- 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


289 


ciency  of  80  per  cent,  50  watt-hours  per  ton-mile,  but 
since  the  braking  period  has  already  been  included,  a 
deficit  of  13.5  per  cent  must  be  deducted,  leaving  43 Vi 
watt-hours.  The  total  per  ton-mile  is  then  111.47  watt- 
hours.  This  compares  with  112.8  watt-hours,  as  given 
in  the  figures. 

The  ratio  of  the  sum  of  the  curves  of  stored  energy 
and  friction  to  the  curve  of  input  is  the  efficiency  of  the 
equipment  during  acceleration  to  the  motor  curve. 
With  the  conditions  of  motor  efficiency,  train  resistance, 
etc.,  assumed,  this  efficiency  is  found  to  be  approxi- 
mately 56  per  cent.  It  will  hold  approximately  con- 
stant regardless  of  the  time  of  acceleration  or  whether 
on  level  or  grade.  The  rheostatic  loss  with  a  given 
tractive  effort  is  inversely  proportional  to  the  rate  of 
acceleration;  in  other  words,  if  the  car  were  starting 
on  a  grade  that  would  cut  the  rate  of  acceleration  in 
half,  the  time  on  the  rheostat  would  be  doubled  and 
the  rheostatic  loss  double  that  shown  on  the  curve. 
This  curve  is  a  good  check  on  the  speed-time  curve. 

[        Other  Possible  Means  for  Saving  Energy 

Among  the  other  means  for  saving  rheostatic  losses 
there  is  notably  one  in  which  the  voltage  on  the  motors 
is  varied  by  means  of  a  motor-generator  set.  Such  a 
system  is  in  operation  in  Paris  and  is  reported  to  be 
giving  very  economical  results.  It  is  understood  that 
this  equipment  is  also  operated  to  vary  the  voltage 
applied  to  the  motor  during  the  braking  period  so  as  to 
regenerate  the  stored  energy  of  the  train  and  return 
it  to  the  line.  Such  a  system  must  require  a  relatively 
large  capacity  of  motor-generator  set  on  the  car  and 
the  cost  of  this  set  and  the  extra  cost  of  motors  and 
control  would  be  considerable,  while  the  additional 
weight  to  be  carried  around  and  the  losses  in  the  motor- 
generator  set  would  go  a  long  way  toward  absorbing 
any  savings  that  might  be  made. 

In  conclusion,  Mr.  Storer  discussed  the  possibilities 
of  regenerative  systems  of  control  and  prophesied  that 
some  plan  will  be  developed  to  prevent  the  present 
enormous  destruction  of  energy,  which  costs  a  great 
deal  simply  to  destroy.  He  considered  the  proposition 
of  elevating  station  tracks  above  those  between  stations 
for  the  purpose  of  changing  the  kinetic  energy  of  the 
moving  train  into  the  potential  energy  of  the  train 
on  an  elevation.  Theoretically,  this  is  the  most  effi- 
cient method,  but  as  a  matter  of  fact  the  elevation 
which  it  would  be  necessary  to  climb  is  so  great  that  its 
use  would  greatly  increase  the  cost  of  any  construction, 
the  elevated  railway  stations  would  be  so  high  as  to 
require  elevators  to  take  passengers  to  and  from  the 
streets,  and  it  could  be  used  only  with  very  short 
trains.  Induction  motors  lend  themselves  to  regener- 
ative control  readily  and  in  many  of  the  cases  where 
it  has  been  applied  the  saving  in  wear  and  tear  on  the 
brakes  and  the  reduction  in  danger  of  accidents  are 
more  important  than  the  savings. 

With  direct  current  motors  regeneration  has  been 
accomplished  by  the  use  of  shunt  motors,  but  these  have 
been  used  only  to  a  very  limited  extent.*  In  Mr. 
Storer's  opinion  the  essential  of  an  equipment  for  re- 
generative braking  with  d.c.  motors  is  the  use  of  the 
standard  series-wound  motor  with  a  control  equipment 
that  will  add  but  little  weight  and  complication  to  that 
used  without  regeneration,  since  every  bit  of  additional 
weight  and  complication  would  mean  additional  first 
cost,  additional  cost  of  maintenance,  and  additional 
power  to  carry  it  around.  The  point  would  soon  be 
reached  where  the  extra  cost  balances  the  saving. 

Mr.  Storer  called  attention  to  the  fact  that  he  had 


said  nothing  directly  concerning  the  importance  of 
correct  gear  ratio,  or  the  correct  operation  of  equip- 
ment so  as  to  take  advantage  of  the  benefits  of  rapid 
acceleration,  long  coasting,  quick  braking  and  short 
stops.  He  did  not  touch  upon  the  saving  resulting  from 
the  use  of  high  efficiency  lamps  and  the  best  distribu- 
tion of  light,  nor  of  the  use  of  the  latest  methods  of  car 
heating.  He  did  not  discuss  line  loss  and  its  relation  to 
the  reduction  in  peak  load  by  means  of  field  control  and 
proper  gear  ratio.  He  stated  that  these  points  have  all 
been  fully  discussed.  The  reduction  of  dead  weight 
per  passenger,  the  adoption  of  frictionless  bearings 
and  the  widest  use  of  field  control  with  motors  of  steep 
speed  characteristics,  and  efficient  handling  of  cars 
will  alone  be  sufficient  to  save  more  than  40  per  cent  of 
the  power  now  used  on  a  great  many  roads.  Any  sav- 
ing that  can  be  accomplished  by  the  development  of  a 
successful  scheme  for  regenerating  the  power  now  lost 
in  brakes  would  be  so  much  clear  gain. 

Discussion 
Mr.  Storer's  paper  was  discussed  by  H.  H.  Adams, 
Chicago  Surface  Lines,  who  stated  that  33  1/3  per 
cent  reduction  in  current  consumption  had  been  ob- 
tained on  this  road,  on  the  cars  equipped  with  field  con- 
trol motors.  This  reduction  in  energy  consumption  had 
made  possible  a  reduction  from  4  kw-hr.  to  2i/^  kw-hr. 
per  ton-mile.  H.  A.  Johnson,  of  the  Chicago  Elevated 
Railways,  suggested  that  many  interurb.-'.n  railways 
could  profitably  undertake  a  careful  study  of  their 
equipment  with  a  view  to  eliminating  useless  weight. 
He  believed'  that  a  large  percentage  of  light-weight 
cars  could  be  used  in  interurban  service  without  entail- 
ing operating  difficulties  or  reducing  the  comfort  to 
passengers.  Wray  Thorn,  equipment  engineer  of  the 
Board  of  Supervising  Engineers,  Chicago  Traction, 
called  attention  to  the  fact  that  the  savings  made  pos- 
sible by  improved  motor  designs  would  represent  a  25 
per  cent  increase  in  the  net  earnings  per  car  per  year 
when  the  gross  was  assumed  as  80  cents.  In  obtaining 
this  result  Mr.  Thorn  assumed  that  the  total  expense 
of  operation  per  car-mile  was  26  cents,  of  which  31/2 
cents  per  car-mile  was  chargeable  for  power.  Power 
cost  represents  about  13.5  per  cent  of  the  total  cost  of 
operation,  and  the  purchase  of  new  equipment  had 
permitted  a  4  per  cent  reduction  of  this  item.  E.  J. 
Blair,  of  the  Chicago  Elevated  Railways,  and  W.  B. 
Jackson  also  took  part  in  the  discussion. 


•[Note — An  account  of  a  recent  instaUation  of  this  type,  that  of 
the  Wendelstein  Railway  in  Bavaria,  is  given  on  page  274  of  this 
issue. — Eds.] 


I.  C.  C.  Report  on  Steam  Railroads  in  1913 

The  division  of  statistics  of  the  Interstate  Commerce 
Commission  has  issued  the  preliminary  abstract  of  its 
twenty-sixth  annual  report,  covering  steam  railroads  for 
the  fiscal  year  ended  June  30,  1913.  During  this  year 
the  mileage  of  single  track  operated  increased  1.67 
per  cent,  whereas  the  total  mileage  of  all  tracks  operated 
increased  2.39  per  cent.  The  total  of  railroad  capital 
on  June  30,  1913,  was  $19,796,125,712,  the  increase  over 
last  year  being  divided  $131,723,168  for  funded  debt 
and  $116,763,035  for  stock.  The  average  receipts  per 
passenger  per  mile  were  2.008  cents,  the  corresponding 
figures  for  the  previous  year  being  1.985  cents,  an 
increase  of  0.023  cent.  The  average  receipts  per  ton 
per  mile  for  the  year  were  0.729  cent,  which  was  smaller 
than  the  corresponding  average  for  1912  and  1911. 
The  rail  operating  revenues  increased  $298,177,432 
during  the  year  and  the  operating  expenses  $210,874,- 
266,  giving  an  increase  in  net  operating  revenue  of 
$87,303,166.  The  total  revenue,  including  that  from 
outside  operations,  increased  $88,290,224.  Taxes  during 
the  year  increased  nearly  8  per  cent.  Dividends  de- 
clared from  surplus  were  $85,706,629,  as  compared  to 
$100,435,589  for  the  preceding  year. 


290 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


COMMUNICATIONS 


The  President's  Address 

INTERBOROUGH  KAPID  TRANSIT  COMPANY 

New  York,  Feb.  5,  1915. 
To  the  Editors  r 

While  I  was  not  able  to  reach  the  Washington  meet- 
ing of  the  Railway  Association  in  time  to  hear  Presi- 
dent Wilson's  address,  as  a  railway  operator  I  appre- 
ciate the  importance  and  significance  of  the  occasion. 
The  association  is  to  be  congratulated  upon  the  fact  that 
the  President  took  this  opportunity  to  express  through 
the  association  to  the  country  his  ideas  on  some  funda- 
mental business  questions. 

I  agree  with  the  President  that  nothing  is  so  helpful 
to  a  better  understanding  among  people  as  to  meet  and 
discuss  their  problems  together.  He  set  an  example  of 
this  last  week  at  the  meeting  of  our  association,  an 
example  which  was  followed  by  other  prominent  repre- 
sentatives of  the  federal  government  at  the  meeting  and 
the  banquet.  This  plan  could  well  be  followed  not  only 
at  formal  gatherings  of  railway  men  but  whenever,  dur- 
ing the  year,  differences  of  opinion  arise  or  seem  to 
arise  in  regard  to  the  conduct  of  electric  railway  mat- 
ters. Indeed,  this  is  an  advantage  of  commission  regu- 
lation, that  the  public  utility  interests  and  the  public, 
as  represented  by  the  authorities,  can  meet  face  to  face 
to  consider  their  mutual  problems,  and  in  this  way  each 
side  can  learn  the  attitude  and  opinions  of  the  other. 
Theodore  P.  Shonts,  President. 


Brooklyn  Rapid  Transit  Company 

Brooklyn,  N.  Y.,  Feb.  2,  1915. 
To  the  Editors : 

In  response  to  your  inquiry  regarding  my  impression 
of  President  Wilson's  Washington  speech  I  would  say 
that  it  was  full  of  good  ideas  and  was  hopeful  in  tone. 
I  should  have  liked  it  better  if  it  had  amplified  the 
necessity  on  the  part  of  the  government,  in  its  dealings 
with  corporations  and  in  its  own  administration  ac> 
counting,  of  recognizing  and  following  the  same  high 
standard  of  honesty  and  fair  dealing  which  it  seeks  to 
establish  in  private  and  corporate  business. 

T.  S.  Williams,  President. 


Elevated  Railroads  of  Chicago 

Chicago,  III.,  Feb.  4,  1915. 
To  the  Editors: 

From  President  Wilson's  address,  the  impression  was 
gained  that  he  is  of  the  opinion  that  the  large  business 
interests  of  the  country  could  now  look  forward  with 
confidence  to  a  period  of  prosperity,  and  that  business 
properly  and  lawfully  conducted  need  not  fear  attacks 
indiscriminately  by  various  governmental  bodies,  as  has 
been  the  practice  for  several  years  past.  The  President 
evidently  realizes  that  the  business  of  the  country  is  in 
need  of  encouragement,  and  it  is  welcome  to  hear  this 
note  sounded  by  the  Chief  Executive  of  the  nation. 

If  a  spirit  of  friendly  co-operation  with  the  business 
interests  of  the  country  permeated  the  national,  state 
and  municipal  governments,  there  would  be  no  lack  of 
capital  and  few  unemployed  men  in  the  United  States. 
However,  for  business  men  to  believe  that  governmental 
bodies  will  cease  to  harass  business  is  expecting  too 
much  at  the  present  time.  The  era  of  restored  confi- 
dence which  President  Wilson  believes  is  now  upon  us, 
will  not  come  until  the  people  fully  realize  what  serious 
injury  is  being  done,  and  has  been  done,  to  their  in- 
terests for  years,  by  self-seeking  politicians  and  irre- 
sponsible reformers.  Indications,  however,  point  to  a 
change  not  far  distant,  when  the  public  will  comprehend 


the  true  relation  between  their  own  welfare  and  prop- 
erly conducted  business,  and  the  arguments  and  wiles- 
of  the  politician  and  reformer  will  not  meet  with  the 
easy  conquests  they  have  in  the  past. 

When  the  people  elect  to  public  office  men  who  will 
aid  legitimate  business,  whether  big  or  little,  in  every 
possible  way,  and  work  for  the  commercial  supremacy 
of  the  United  States,  then  and  then  only,  will  prosperity 
be  assured.  In  England  and  Germany  business  is  not 
only  fostered  but  is  also  successfully  governed,  and  the 
business  man  is  honored  and  his  counsel  sought.  In 
our  country  it  has  been  quite  the  reverse. 

The  American  Electric  Railway  Association  is  work- 
ing along  the  right  line  in  its  endeavors  to  bring  about 
a  better  understanding  on  the  part  of  the  public.  The 
publicity  program  and  high  ideals  set  forth  by  Mr. 
Kingsbury  in  his  able  paper,  will  bring  results  not  only 
desirable  in  the  railway  industry  but  equally  applicable 
to  the  various  business  interests  of  the  country. 

Britton  I.  BuDD,  President. 


General  Electric  Company 

New  York,  Feb.  5,  1915. 
To  the  Editors : 

I  want  to  express  my  thorough  appreciation  of  the 
address  delivered  by  President  Wilson  before  the  Amer- 
ican Electric  Railway  Association  on  Jan.  29,  and  espe- 
cially of  the  latter  portion  thereof  in  which  he  invites 
those  connected  with  the  electric  railway  industry,  and 
others,  to  present  their  ideas  on  important  public  ques- 
tions. 

Seemingly  our  association  could  make  no  more  fit- 
ting response  to  this  invitation  than  to  transmit  to  the 
President  our  recently  adopted  Code  of  Principles,  which 
can  hardly  fail  to  receive  his  full  endorsement. 

William  J.  Clark. 


McGuire-Cummings  Manufacturing  Company 
Chicago,  III.,  Feb.  2,  1915. 
To  the  Editors : 

The  impressive  statements  made  in  President  Wil- 
son's talk  last  Friday  before  the  American  Electric 
Railway  Association,  lead  us  all  to  hope  for  better  busi- 
ness. His  administration  came  into  existence  pledged 
to  accomplish  the  correction  of  abuses  in  business  life 
and  to  a  constructive  work  which  would  build  to  a 
greater  and  sounder  prosperity. 

Some  of  the  abuses  he  was  pledged  to  correct  have 
been  corrected.  I  believe  he  has  a  comprehensive  ap- 
preciation of  commercial  conditions  as  they  exist  to-day, 
and  is  going  to  do  all  he  can,  in  a  constructive  way,  to 
bring  to  us  all,  large  and  small,  a  revised  code  of  busi- 
ness principles,  and  to  do  his  best,  notwithstanding 
adverse  world  conditions  to  bring  us  material  pros- 
perity. John  J.  Cummings. 


Terminology  for  Steel  Construction 

The  American  Railways  Company 

Philadelphia,  Pa.,  Feb.  1,  1915. 
To  the  Editors: 

In  the  article  on  the  Cleveland  Railway's  new  repair 
shops  in  your  issue  of  Jan.  23,  we  notice  that  these 
buildings  are  described  as  being  entirely  fireproof. 
We  notice,  however,  that  in  the  interior  view,  the  steel- 
work is  shown  as  being  entirely  exposed.  This  condi- 
tion would  not,  therefore,  be  considered  by  us  as  en- 
tirely fireproof  but  as  non-inflammable.  It  has  been 
our  practice  and  it  appears  to  be  the  practice  of  the 
Cleveland  Railway  to  use  the  money  that  would  be 
needed  to  protect  the  steel  work  completely  for  the  in- 
stallation of  a  sprinkling  system.  This  would  give  pro- 
tection not  only  to  the  building  but  to  its  contents. 

While  we  are  on  the  question  of  descriptive  termi- 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


291 


nology  we  might  call  your  attention  to  a  recent  state- 
ment in  your  Journal  that  cars  which  have  steel 
underframes,  steel  sides  and  steel  posts  should  be  con- 
sidered to  be  "all-steel."  This  may  be  slightly  mis- 
leading, as  we  are  building  cars  of  this  general  de- 
scription having  outside  steel  sheathing  up  to  the  win- 
dow sill  and  steel  posts,  and  carlines  are  one  continuous 
piece  but  having  the  trim,  floors,  roof,  sash  and  doors  of 
wood.  We  have  been  considering  these  cars  as  semi- 
steel  and  think  this  is  the  general  practice. 

C.  G.  Keen,  Engineer  Way  and  Structures. 

[Note — Our  correspondent's  first  point  is  undoubtedly 
well  taken.  It  is  well  known  that  exposed  steelwork,  in 
general,  has  less  ability  to  resist  the  damaging  effect 
of  fire  than  wooden  beams  so  that  the  buildings  in  ques- 
tion should  have  been  classed  as  non-inflammable  rather 
than  fireproof. 

The  definition  for  all-steel  cars  to  which  our  corre- 
spondent refers  was  developed  arbitrarily  to  avoid  con- 
fusion in  our  statistics  as  published  Jan.  2.  Under  it, 
cars  with  the  continuous  post-and-carline  construction 
would  be  classed  as  all-steel  only  if  they  had  steel  letter- 
boards.  Also,  cars  with  all-steel  framing  and  agasote 
roof  sheathing  would  be  classed  as  all-steel,  the  point 
being  that  the  material  used  for  roof  sheathing  is 
largely  incidental.  Of  course,  since  this  definition  (like 
every  other  definition  that  could  be  used)  is  arbitrary, 
it  is  subject  to  difference  of  opinion,  and  we  would  be 
glad  to  receive  other  communications  which  might  aid 
in  the  establishment  of  a  definite  and  universally  used 
terminology  for  the  different  types  of  car  construc- 
tion.— Eds.] 


Stress  Analysis  of  the  Chicago  Steel  Car 

Cornell  University 

Ithaca,  N.  Y.,  Jan.  4,  1915. 
To  the  Editors: 

We  have  been  very  much  interested  in  the  article  en- 
titled "Analysis  of  Stresses  in  the  Chicago  Elevated 
Steel  Car"  published  in  your  issue  of  Dec.  12,  1914,  page 
1299.  It  occurred  to  us  that  it  would  be  interesting  to 
see  how  the  "principle  of  least  work"  applied  to  an 
analysis  of  the  stresses  in  this  car  would  result.  In 
consequence,  we  have  worked  out  the  problem  as  shown 
below  and  have  obtained  results  which  differ  somewhat 
from  those  obtained  by  Mr.  Johnson.  The  construction, 
as  outlined  by  him,  is  undoubtedly  entirely  safe,  but 
the  application  of  the  principle  of  least  work  seems  to 
us  to  give  a  somewhat  more  exact,  or  at  any  rate,  more 
logical  method  of  analysis  than  the  method  employed 
by  him. 

As  the  truss  form  described  is  an  indeterminate  one, 
it  could  not,  of  course,  be  solved  by  the  ordinary  meth- 
ods. The  method  employed  by  us  also  takes  care  of  the 
forces  in  the  truss  due  to  the  loads  outside  the  bolsters 
which  were  probably  also  considered  by  Mr.  Johnson, 


although  the  published  solution  does  not  indicate  the 
way  in  which  this  was  done. 

The  following  is  our  solution  of  the  problem:  The 
lower  part  of  the  car  frame,  consisting  of  the  channel, 
belt  rail  and  sheeting,  forms  a  plate  girder  of  which  the 
sheeting  is  the  web  and  the  window  posts  are  stiffeners. 
This  girder  is  36.5  in.  high.  Let  F  equal  the  total  sec- 
tional area  of  plate  girder,  or  7.30  sq.  in. ;  y  equal  the  co- 
ordinate of  the  center  of  gravity  from  top,  or  19.75  in. ; 
and  /  equal  the  moment  of  inertia  of  section  with  respect 
to  its  gravity  axis,  or  1352  in.* 

Consider  the  left  half  of  the  truss.  This  includes 
the  central  door  post,  corner  post  and  four  window 
posts.  Since  the  four  window  posts  are  slender  and 
easily  bent,  their  stress  effect  upon  the  upper  chord  can- 
not be  much  more  than  200  lb.  If  required,  their  action 
could  be  considered,  as  is  indicated  later  in  this  dis- 
cussion. For  simplicity,  however, 
we  will  for  the  present  neglect 
them,  and  represent  the  frame  as 
shown  in  Fig.  3. 

Here  GF,  FH,  and  HK  are  the 
center  lines  of  the  corner  post,  up- 
per chord  and  door  posts  respec- 
tively. The  lower  part  GD  is  to 
be  considered  as  a  plate  girder. 
The  required  dimensions,  as  far  as 
they  could  be  obtained,  are  given  in 
the  figure.  With  the  loading  uni- 
formly distributed,  the  load  outside 
the  bolsters  comes  to  40.7  lb.  per 
linear  inch,  while  inside  the  bol- 
sters it  is  52.65  lb.  per  linear  inch. 
The  reaction  of  the  bolster  equals 
14,150  lb.  Also  let  /  equal  the  mo- 
ment of  inertia  of  plate  girder,  or 
1352  in.';  /,  equal  the  moment  of 
inertia  of  end  post  FG,  or  169  in.'; 
/j  equal  moment  of  inertia  of  cen- 
ter post  HK,  or  327  in.';  F  equal 
the  area  of  section  of  plate  girder, 
or  7.30  sq.  in. ;  F^  equal  the  area  of 
section  of  deck  plate,  or  1.44  sq.  in. 
It  is  evident  that  Fig.  3  is  an  illustration  of  an  inde- 
terminate truss.  The  unknown  stress  in  the  upper 
chord  is  represented  by  P.  The  problem  now  is  to  find 
the  value  of  P.  This  cannot  be  found  by  simple  statics, 
but  by  using  integral  calculus  the  "Principle  of  Least 
Work"  can  be  applied. 

According  to  the  principle  of  least  work,  of  all 
the  values  that  P  might  have,  only  that  one  is  admis- 
sible which  will  make  the  total  internal  work  done  by 
the  members  a  minimum.  Let  W  represent  the  total 
internal  work;  then  the  true  value  of  P  that  will  make 

dW 
W  a  minimum  is  found  by  writing     ^„    =  0.    The  ex- 

dP 


^ 

1 

"5 

«  ' 

-W 

>6 

•    s 

'M  '■. 

Q{ 

*'     ^^ 

1 

V 

'        ^f^ 

-c 

^ 
^ 

'9 

k' 

.  t  - 

_ 

Gray. 

Line 

* 

...50"* 

^l 

k.i 

FIG.     1 — SECTION 

OF    SII 

)E 

GIRDER 

n.raea 


^^i^'P-teSO  Lb. 


'1. 

SP.38' 


19.75 


J'-^P^ 


"A 697S" 


Wi'407Lb.per       ^ 
Lineal  Inch  ■*- 


X 

:     n-70. 62 


£_ ^-OecJt_  Plate 

igjs' 

ji-Belfrail 


yj,"ta7  Lb.  per  Inch 

iiiiiiiiMiiHi;i| 

< se" j--!.. , 

c- X. >1       J<- 

CI   c-^  Bolster-- 


-^Grav,  Line  cf  Plate  Girder 
\ Channel -~^ 


A 
J6^" 


*    * 


W2'S2X5  Lb.  per  Inch 
I67BS"-  - 


H     laSOOLb. 


t      T      V      f      ' 


10,800 
Lb 


STRESS  ANALYSIS — FIG.  2,   STRESS  IN  SECTION  OVER  BOLSTER;  FIG.  3,  DIAGRAM  SHOWING  FORCES  THAT  ACT 

ON    CAR   FRAMING 


292 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  6 


pression  for  W  consists  of  a  number  of  terms.  Since 
we  differentiate  with  respect  to  P  we  need  to  consider 
only  those  terms  that  will  involve  P.  Any  term  that 
does  not  contain  P  will  drop  out  in  the  differentiated 
expression.  The  work  of  shear  need  not  be  considered 
since  the  shear  in  the  plate  girder  is  not  a  function  of 
P.     This  gives  the  following  equation: 


dW 
~dP' 


^   B 


C 

M 


dM 


ds 


dP     •  bJl 


+ 


/ 


D 

dP  ' 


Et 


r..    dM     ds      ,     f^^^ 
I  dP      £,/,         / 


C 

ds 


dM 


aP     £,/, 


PI 


Pi 


EF 


=   0 


The  first  term  gives  the  internal  work  done  between 
B  and  C  due  to  the  bending  of  the  girder,  and, 
omitting  the  details  of  integration,  this  equals 
105,400  +  60P 


B 


The  second  term  is  the  work  done  be- 


tween C  and  D  due  to  bending  of  girder,  and  this  equals 
617P  —  4,332,000 


E 


bending  of  end  post  FG,  equalling 

term 

and  this  equals 


The   third  term   is   work   due  to 
283.5  P 


is    work    due    to    bending    of    door    post 
1,583,000  +  146.5  P 


The  fourth 
HK, 


~E~ 


is  work  due  to  compression  in  member  FH,  or 


The  fifth  term 
127.5  P 


E 


and  the  sixth  term  is  work  due  to  tension  in  girder,  or 
25.2  P 


E 

If  these  values  are  substituted  in  the  equation  and 
this  equation  is  simplified,  we  will  obtain,  since  the  fac- 
tor E  divides  out,  1259.7  P  =  5,809,600,  or  P  =  4620  lb. 

The  value  is  considerably  larger  than  that  given  by 
Mr.  Johnson.  As  stated  above,  the  influence  of  the 
window  posts  was  neglected,  since  this  influence  is 
small.  If  this  influence  is  considered  it  will  increase 
the  value  of  P  a  little.  If  desirable,  the  effect  of  the 
window  posts  can  be  included.  In  that  case  we  will  have 
five  unknowns,  and  can  obtain  five  equations  similar 
to  the  equation  above,  and  involving  these  five  un- 
knowns. The  solution  of  these  equations  gives  us  the 
required  five  quantities.  This  involves  considerable  la- 
bor and  it  seems  hardly  necessary. 

It  may  be  of  interest  to  determine  the  stresses  in  a 

section  over  the  bolster.     To    do    so,    pass    a    section 

through  the  truss  over  the  bolster  and  represent  the 

forces  as  shown  in  Fig.  2.     The  forces  acting  on  the 

girder  consist  of  a  shear   (not  represented),  a  system 

pi 
of  forces  forming  a  couple,  M,  equal  to— ^^    (where  p^ 

19.75 

equals  stress  in  outer  fiber  due  to  bending),  and  a  uni- 
formly distributed  force,  P,  =  p,F.     If  now  moments 

Vj 
are  taken  about  the  neutral  axis  of  the  girder  _ 

19. /o 

=  4620  X  70.62  +  W,  86V2  =  477,800  in.  lb.  and  p,  = 
6980  lb.  per  square  inch.    Also  p,  =  =  633  lb.  per 

I  .oO 

square  inch. 

The  total  unit  stress  in  outer  fiber  then  equals 
p^-\-p^  =  7513  lb.  per  square  inch.  The  belt  rail  has  a 
sectional  area  of  1.5  sq.  in.  The  approximate  stress  in 
the  belt  rail  then  is  1.5  X  ^513  =  11,250  lb. 

It  is  not  intended  by  this  article  to  question  the  sizes 
of  members  in  Mr.  Johnson's  design,  but  merely  to 
show  how  the  stresses  might  be  found  by  another 
method.  One  advantage  is  that  it  can  be  used  even 
if  there   is  more  than   one  redundant  member  in  the 


truss,  such  as  the  deck  plate  in  this  case.  The  above 
calculations  are  based  on  a  live  load  uniformly  dis- 
tributed over  the  whole  car.  If  we  had  assumed  the 
platforms  empty,  the  stress  in  the  upper  chord  would 
have  been  about  4000  lb.,  according  to  Mr.  Johnson's 
method,  and  about  30  per  cent  higher  according  to  the 
method  here  given. 

E.  W.  Rettger  and  S.  G.  George, 
Assistant  Professors  Applied  Mechanics. 


The  "  WE  "  Slogan  Sign 

Kentucky  Traction  &  Terminal  Company 

Lexington,  Ky.,  Jan.  27,  1915. 
To  the  Editors : 

I  think  that  you  may  be  interested  in  our  "WE"  slogan 
sign,  which  I  am  forwarding  you.  These  signs  we  have 
been  giving  to  the  truckmen,  merchants,  conveyances  of 
any  and  all  character,  and  automobiles,  with  the  request 
that  they  be  carried  on  the  conveyance  and  in  this  man- 
ner enlist  them  in  the  campaign.    This  sign,  as  you  will 


wnropi 

BEFORE 

WE 

CROSS 

THE 

TRACK 


=D 


(iltT-Tftf 


WE      SLOGAN  SIGN 

note  particularly,  is  not  directory  but  implies  that  the 
initiative  is  being  taken  by  the  truckmen  and-  is  not 
fostered  by  the  railroad  interest. 

Stop  to  consider  the  number  of  accidents,  steam  and 
electric,  which  have  come  under  your  direct  attention, 
and  probably  many  of  which  may  be  acquaintances,  and 
you  will  realize  the  value  of  this  slogan,  which  we  feel 
is  the  most  forcible  thing  we  have  brought  forward  in 
our  "safety  first"  campaign. 

F.  W.  Bacon,  Vice-President. 


Commission  Report  on  Electric  Interurban 

Lines  of  Iowa 

According  to  the  thirty-sixth  annual  report  of  the 
Board  of  Railroad  Commissioners  of  Iowa,  for  the  year 
ended  Dec.  1,  1913,  the  gross  earnings  from  operation 
for  the  electric  interurban  lines  of  the  State  amounted 
to  $2,330,385,  as  compared  with  $1,823,191  for  the 
year  previous.  The  operating  expenses  increased  from 
$1,272,340  in  1912  to  $1,453,624  in  1913,  while  the  net 
earnings  from  operation  increased  from  $550,851  in 
1912  to  $876,761  in  1913.  The  net  earnings  per  mile 
in  1912  were  $1,607  and  in  1913  $2,224.  The  interurban 
mileage  (single  track)  increased  from  342.74  miles  in 
1912  to  394.23  miles  in  1913.  The  outstanding  capitali- 
zation per  mile  in  1913  was  $39,832  for  stock  and 
$38,333  for  bonds,  as  compared  to  $40,443  and  $33,356 
in  1912,  respectively. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


293 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


American  Association  News 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


Committee  Activities  Continue  as  Middle  of  Association  Year  Approaches — Claims  Association  Selects  Subjects 
for  Convention  Program — Block  Signal  Committee  Especially  Busy 


JOINT  COMMITTEE  ON  BLOCK  SIGNALS 

Meetings  of  sub-committees  on  block  signal  details 
were  held  at  association  headquarters -on  Jan.  26  and  27. 
Members  of  the  committee  in  attendance  were:  J.  M. 
Waldron,  New  York;  J.  W.  Brown,  Newark,  N.  J.,  and 
G.  N.  Brown,  Syracuse,  N.  Y.  Others  in  attendance  by 
invitation  were  C.  L.  Cadle,  Rochester,  N.  Y. ;  R.  V. 
Collins,  United  States  Signal  Company;  S.  N.  Day,  Gen- 
eral Railway  Signal  Company,  and  H.  W.  Griffin,  Union 
Switch  &  Signal  Company,  who  gives  the  committee 
valuable  suggestions.  The  important  matter  taken  up  on 
Tuesday  was  the  preparation  of  a  form  of  statistical 
blank  for  the  recording  of  signal  maintenance  cost  re- 
ports. This  will  be  submitted  to  the  convention  next 
October.  A  suggested  list  of  requirements  for  trolley- 
contact  signal  operation  was  presented  by  Mr.  Collins 
and  this  was  discussed  in  detail,  being  accepted  for 
further  consideration  by  the  committee. 

At  the  meeting  on  Wednesday  the  discussion  on  the 
data  sheet  was  continued,  and,  as  an  aid  to  simplifying 
this  and  providing  for  uniformity  in  the  replies,  a  com- 
plete classification  of  signal  operations  was  prepared. 
This  provided  tentative  plans  for  expressing  signal  ef- 
ficiency which  would  serve  as  a  basis  for  comparing  the 
data  that  would  be  obtained  through  the  use  of  the  pro- 
posed data-sheet.  A  proposed  outline  of  information 
that  should  be  supplied  when  requesting  quotations  upon 
new  signal  installations  for  interurban  lines  was  also 
discussed,  and  changes  were  made  in  the  standard  clear- 
ance diagram  for  semaphore  signals  that  had  been  sub- 
mitted at  the  1914  convention  and  referred  back  to  the 
committee. 


CLAIMS  ASSOCIATION  EXECUTIVE  COMMITTEE 

A  meeting  of  the  executive  committee  of  the  Claims 
association  was  held  in  Washington  on  Jan.  29.  Those 
present  were:  W.  Tichenor,  Indianapolis,  Ind.,  presi- 
dent; R.  E.  MacDougall,  Rochester,  N.  Y.,  vice-presi- 
dent; S.  B.  Hare,  Altoona,  Pa.,  vice-president;  B.  B. 
Davis,  Columbus,  Ohio,  secretary-treasurer;  P.  C. 
Nickel,  New  York,  N.  Y.,  and  Wallace  Muir,  Lexington, 
Ky.  A  list  of  subjects  for  the  1915  meeting  was  pre- 
pared as  follows :  A  card  index  and  what  it  means ; 
safety  and  its  relation  to  conservation;  motor  vehicles 
(details  to  be  announced)  ;  standard  classification  of  ac- 
cidents. The  committee  on  the  last-named  subject  con- 
sists of  Messrs.  Nickel,  H.  K.  Bennett  and  H.  V.  Drown, 
of  whom  Mr.  Drown  is  a  recent  addition.  The  authors 
of  papers  are  to  be  selected  by  the  president  and 
the  secretary. 


POWER  DISTRIBUTION 

The  sub-committee  of  the  committee  on  "power  distri- 
bution, to  which  had  been  assigned  the  preparation  of 
standard  specifications  for  overhead  line  material,  met 
in  New  York  on  Jan.  28.  There  were  present  C.  R. 
Harte,  New  Haven,  chairman;  C.  L.  Cadle,  Rochester; 
C.  F.  Woods,  Boston,  and  G.  W.  Palmer,  Boston.  The 
sub-committee  discussed  in  detail  the  possible  schemes 
for  grouping  the  different  specifications  for  various 
parts  of  overhead  construction  so  that  they  might  be 
most  easily  available  for  use  in  permanent  form,  and  a 
schedule  covering  the  scope  of  the  work  was  prepared. 
Tentative  general  specifications  for  material  had  been 
prepared  by   Mr.  Harte  and  these  were  considered  in 


detail  by  the  sub-committee  as  a  whole  and  approved 
with  certain  modifications.  Detailed  specifications  for 
wrought  iron  and  steel  were  then  taken  up,  together 
with  requirements  for  such  parts  of  the  usual  types  of 
overhead  construction  as  are  made  wholly  of  these  ma- 
terials and  which,  in  consequence,  fall  naturally  under 
this  general  heading.  This  subject  was  extended  into 
an  evening  session  without  being  completed  and  it  was 
decided  to  hold  another  meeting  of  the  sub-committee  on 
Feb.  25,  the  meeting  to  be  carried  over  to  the  following 
day  if  necessary. 


COMMITTEE    ON    STANDARD    CLASSIFICATION 
OF  ACCOUNTS 

A  meeting  of  the  committee  on  a  standard  classifica- 
tion of  accounts  of  the  American  Electric  Railway  Ac- 
countants' Association  was  held  in  Washington  on  Jan. 
27  and  28.  Those  in  attendance  were:  H.  L.  Wilson, 
Boston;  W.  F.  Ham,  Washington,  D.  C;  R.  N.  Wallis, 
Fitchburg,  Mass.,  and  W.  H.  Forse,  Jr.,  Anderson, 
Ind.,  representing  the  Accountants'  Association,  and 
F.  W.  Sweeney  and  George  Geekie,  representing  the 
Interstate  Commerce  Commission.  These  gentlemen 
spent  two  days  in  preparing  the  manuscript  of  a  case 
book,  based  on  the  new  classification.  This  book  will 
publish  all  of  the  questions  in  the  old  case  book  and 
will  apply  them  to  the  new  classification.  There  will 
also  be  some  two  hundred  additional  questions  in  re- 
gard to  the  classification  of  accounts,  which  will  be 
answered  according  to  the  basis  of  the  new  classifica- 
tions. The  case  book  will  carry  a  complete  index  both 
of  subjects  and  case  numbers.  The  manuscript  of  this 
book  was  completed  at  the  meeting  of  the  committee 
in  Washington  and  it  will  be  issued  by  the  government 
as  soon  as  it  can  be  printed  at  the  Government  Print- 
ing Ofl^ice. 


DENVER  TRAMWAY  SECTION 

The  January  meeting  of  the  Denver  Tramway  Com- 
pany Section  was  held  on  Jan.  28,  having  been  postponed 
from  Jan.  21,  the  regular  meeting  date.  The  subject 
for  the  meeting  was  "Snow  Work  and  Equipment,"  the 
principal  paper  being  presented  by  W.  H.  McAloney,  su- 
perintendent of  rolling  stock.  This  was  discussed  by 
J.  M.  Tierney,  W.  L.  Whitlock,  A.  M.  Evans,  J.  J.  Fos- 
ter, A.  J.  Krick  and  R.  L.  Baker.  Mr.  McAloney  used  a 
large  number  of  lantern  slides  to  illustrate  his  talk,  in 
which  the  audience  of  200  was  intensely  interested. 
Preceding  the  formal  part  of  the  program  the  Central 
Tramway  Glee  Club  gave  a  brief  entertainment. 


COMING  COMMITTEE  MEETINGS 

Feb.  11,  New  York,  10  a.  m.,  standards  committee  of 
the  Transportation  &  Traffic  Association,  L.  H.  Palmer, 
Harrison  Williams  Company,  New  York,  chairman. 

Feb.  11,  New  York,  10  a.  m.,  rules  committee  of  the 
Transportation  &  Traffic  Association,  W.  H.  Collins, 
general  manager  Johnstown  &  Gloversville  Railroad 
Company,  Gloversville,  N.  Y.,  chairman. 

A  meeting  of  the  committee  on  way  matters  of  the 
Engineering  Association,  C.  S.  Kimball,  engineer 
maintenance  of  way  Washington  Railway  &  Electric 
Company,  Washington,  D.  C,  chairman,  will  probably 
be  held  in  New  York  before  the  end  of  February. 


294 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

(ContributioTis  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rates.) 


Electrolysis  Develops  Defects  in  But  Three    Case- Hardened  Collar  and    Welding   Re- 
Out  of  1500  Concrete  Poles  claim  Worn  Button-End  Axles 


BY   H.   G.   THROOP,   SUPERINTENDENT  LINE  AND  BUILDINGS 
NEW    YORK    STATE   RAILWAYS,    UTICA-SYRACUSE   LINES 

Several  articles  have  been  published  dealing  with 
the  effect  of  stray  electric  current  upon  concrete  poles. 
A  recital  of  our  experiences  in  this  line  may  be  of 
some  benefit  to  users  of  this  type  of  pole. 

Out  of  a  total  installation  of  some  1500  reinforced 
concrete  poles  placed  during  the  last  five  years,  three 
poles  have  developed  defects,  which,  upon  investiga- 
tion, proved  to  be  directly  traceable  to  the  flow  of 
current  through  the  reinforcing  rods  to  the  ground. 

The  first  case  was  indicated  by  a  vertical  crack  ex- 
tending from  the  top  of  the  pole  to  the  ground  line, 
from  one  of  the  corner  reinforcing  rods  to  the  surface 
of  the  concrete.  This  pole  was  one  of  the  first  built 
and  was  installed  in  the  spring  of  1911  and  removed 
in  December,  1914.  Evidently  there  had  been  a  lealc- 
age  of  current  into  this  pole  for  some  time,  due  to  a 
defective  strain  insulator  in  the  span  wire,  the  current 
flowing  from  the  eyebolt  into  one  of  the  corner  rein- 
forcing rods,  thence  to  ground.  When  the  concrete  was 
removed  from  the  reinforcement  of  this  pole,  the  rod 
in  contact  with  the  eyebolt  was  badly  oxidized,  and 
below  the  ground  line  some  2  ft.  of  this  rod  was  entirely 
eaten  away.  Within  the  portion  of  the  pole  which  was 
buried  in  the  ground  the  current  had  communicated 
through  the  damp  concrete  to  the  other  rods,  which 
were  all  badly  oxidized.  The  concrete  above  the  ground 
line  had  been  so  loosened  from  the  oxidized  rod  that 
this  concrete  would  in  time  have  fallen  away  from  the 
rod. 

The  second  case  was  that  of  an  extra  heavy  8-in. 
top  corner  pole,  into  which  there  had  been  a  gradual 
leakage  of  current.  This  leakage  resulted  in  the  spall- 
ing  of  the  concrete  below  the  ground  line  to  such  an 
extent  that  the  grip  of  the  concrete  on  the  reinforce- 
ment was  badly  weakened.  Due  to  its  weakened  condi- 
tion this  pole  had  been  pulled  1  ft.  out  of  line  by  the 
trolley  pole  of  a  passing  car  catching  into  the  attached 
curve. 

The  third  case  showed  spalling  of  the  concrete  below 
the  ground  line,  but  had  not  resulted  in  failure  when 
the  pole  was  removed  for  other  reasons. 

Conclusions 

All  of  the  foregoing  cases  of  failure  were  due  to 
leakage  of  600-volt  trolley  current  through  defective 
hangers  and  strain  insulators. 

The  evident  remedy  for  the  conditions  cited  is  to 
insulate  the  pole  completely  by  placing  in  the  spans  the 
proper  strain  insulators.  Poles  removed  for  other 
causes  than  defects  have  been  knocked  to  pieces  and 
all  of  their  rods  have  been  found  to  be  in  perfect  con- 
dition. 

In  favor  of  this  type  of  pole  it  may  be  stated  that 
in  all  of  the  foregoing  cases  ample  warning  was  given 
by  the  gradual  spalling  and  cracking  of  the  concrete, 
?nd  all  of  the  poles  mentioned  would  have  supported 
their  load  in  safety  for  some  time  after  the  defects 
were  detected. 


BY    A.    R.    JOHNSON,    ASSISTANT    TO    SUPERINTENDENT    OF 
EQUIPMENT   THIRD  AVENUE   RAILWAY  SYSTEM,   NEW  YORK 

Some  two  or  three  years  ago  the  Third  Avenue  Rail- 
way System  had  much  trouble  from  broken  check  plates 
on  the  No.  22-E  trucks  used  on  lines  in  the  outlying 
districts.  This  trouble  was  entirely  overcome  by  sub- 
stituting a  check  plate  made  of  manganese  bronze,  but 


No.  1  No.  2  No.  3 

FIG.    1 — WORN,    WELDED    AND    FINISHED    AXLES    OF    THIRD 


AVENUE    RAILWAY    SYSTEM 


J 


Worn  Check  Plofe 
Groove 


Chamfered 


End  of  Axle  turned  down  to 
receive  Collar 


,,£  -  Chamfered  and 
-  r  Welded 


Collar  attached 
to  Axle 

FIG.  2 — STFPS  IN  APPLICATION  OF  CASE-HARDENED  COLLAR 
TO  A  WELD-REPAIRED  AXLE 


FIG.      3 — DETAILS     OF     CASE-HARDENED 
COLLAR  AS  APPLIED  TO   PONY  AXLE 


— 1 V<t{{f^ 


'32 
-1^' 

I  IS? 


it  was  then  found  that  the  hard  wearing  qualities  of 
that  material  caused  much  wear  in  the  check  plate 
grooves  on  the  axles.  In  fact,  a  number  of  them  wore 
to  a  knife  edge,  as  shown  in  No.  1  of  the  accompanying 
half-tone.  Fig.  1. 

To  save  the  axles  from  the  scrap  pile  we  used  our 
electric  welding  plant  to  fill  in  the  grooves,  as  indicated 
by  No.  2  of  Fig.  1,  and  then  turned  the  axles  down,  as 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


295 


shown  by  No.  3  of  Fig.  1.  While  this  treatment  added 
to  the  life  of  the  axles,  the  welded  material  also  wore 
off  in  time.  The  question  of  reclaiming  these  axles, 
therefore,  came  up  a  second  time  with  the  result  that 
we  decided  to  try  the  scheme  of  attaching  a  case- 
hardened  collar  on  the  end  of  the  axles,  as  shown  in 
Figs.  2  and  3.  This  collar  consists  of  a  piece  of  steel 
which  is  case-hardened  to  a  depth  of  1/16  in.  in  the 
grooved  part  only.  The  axle  is  turned  down  at  the  end 
for  a  distance  of  ly  in.  and  chamfered  for  3/16  in. 
at  the  extreme  end.  The  collar  is  arranged  for  a  driv- 
ing fit.  The  outer  end  of  the  collar,  as  shown  in  Fig. 
3,  is  also  chamfered  to  permit  filling  in  the  welding  ma- 
terial to  insure  rigidity  and  to  prevent  the  collar  from 
turning  on  the  axle. 

Up  to  the  present  time  the  practice  described  has 
been  in  an  experimental  stage,  but  the  results  so  far 
obtained  have  proved  very  satisfactory.  One  car  on 
which  this  collar  was  applied  to  the  axle  had  made 
more  than  3000  miles  in  hard  service  up  to  Feb.  1  of 
the  current  year  and  still  showed  no  sign  of  wear  or 
other  possible  defects. 


Trolley  Wire  Pick-Up 

BY    HARRY     BRANSON,     SUPERINTENDENT    OF    EQUIPMENT 
LEHIGH   VALLEY  TRANSIT  COMPANY,  ALLENTOWN,   PA. 

All  cars  of  the  Lehigh  Valley  Transit  Company  are 
now  being  equipped  with  trolley  wire  pick-ups  designed 
to  handle  dropped  trolley  wires  without  danger.  The  ac- 
companying halftone  shows  this  device  in  its  case  on 
the  right,  while  on  the  left  it  is  shown  ready  for  use 
in  an  emergency. 

The  instrument  consists  of  a  well-seasoned  staff  of  ash 
about  18  in.  long  and  IY2  in.  thick  with  a  casting  mount- 
ed on  one  end  to  which  a  lever  is  pivoted,  as  shown.  On 
the  long  end  of  this  lever  is  fastened  about  50  ft.  of 
%-in.  rope  which  passes  through  a  slanting  hole  in  the 
center  of  the  rod.  The  top  of  the  casting,  which  is  made 
with  a  corrugated  curved  groove,  is  inserted  under  the 


TROLLEY  WIRE  PICK-UP  READY  FOR  USE  AND  PACKED  IN 
BOX   FOR   INSTALLATION    IN    CAR 

wire.  A  pull  on  the  rope  will  then  exerl  through  the 
lever  a  firm  grip  on  the  wire.  The  loose  end  of  the  rope 
is  thrown  over  the  limb  of  a  tree  or  other  support,  the 
wire  is  drawn  up  from  the  ground  and  the  rope  fastened. 
The  car  may  then  continue  its  run  without  waiting  for 
repairs  to  be  made  to  the  overhead  line. 

The  pick-up  is  stored  in  a  pine  box  fitted  with  a  glass 
cover.  This  box  is  mounted  either  under  a  seat  in  the 
car  or  near  the  roof  in  one  of  the  vestibules.  The  glass 
must  be  broken  to  get  hold  of  the  pick-up  just  as  in  the 
case  of  axes  for  emergency  use. 


Pine  Ties  Reused  by  Street  Railway  After 
Twenty-One  Years'  Service 

BY    R.    C.    CRAM,    ASSISTANT    ENGINEER   WAY    AND    STRUC- 
TURE BROOKLYN  RAPID  TRANSIT  SYSTEM 

The  average  life  of  the  several  kinds  of  untreated 
ties  generally  used  in  steam  railroad  track  structures 
is  now  quite  well  determined.  On  the  other  hand,  in- 
formation concerning  the  life  of  ties  in  electric  rail- 
way service  in  paved  streets  is  somewhat  meager.  The 
conditions  governing  the  two  forms  of  service  differ 
so  much  that  those  obtaining  in  steam  railroad  service 
cannot  be  taken  as  a  guide  for  electric  railway  service 
in  streets,  and  even,  to  some  extent,  in  private  right- 
of-way. 

The  ties  in  steam  railroad  service  are  constantly  ex- 
posed to  alternate  variable  wet  and  dry  conditions; 
they  are  subject  to  very  heavy  stresses  due  to  the  great 
weight  of  the  steam  railroad  equipment;  they  are  sub- 
ject to  mechanical  injury  from  more  or  less  constant 
tamping.  On  the  other  hand,  those  in  the  street  railway 
service  are  usually  in  a  comparatively  uniform  state 
with  respect  to  variation  in  moisture  content,  owing 
to  the  protection  from  evaporation  afforded  by  the 
paving;  they  are  subject  to  much  lighter  loads,  and 
are  seldom  retamped  after  their  installation.  It  is  con- 
ceded that  the  life  of  tie  timber  is  greatly  increased 
under  the  latter  conditions. 

The  character  of  the  soils  in  streets  may  affect  the 
life  of  the  ties  to  a  considerable  extent,  but  the  increas- 
ing use  of  concrete  in  the  track  structure  undoubtedly 
helps  to  preserve  ties  against  decay,  providing  fungi 
or  fermentation  are  not  present  at  the  time  of  installa- 
tion, and  should  offset  variable  soil  action  and  add  mate- 
rially to  the  ultimate  life  obtained. 

Fred  G.  Simmons,  then  superintendent  of  construc- 
tion. The  Milwaukee  Electric  Railway  &  Light  Com- 
pany, stated  at  the  1906  convention  of  the  American 
Street  &  Interurban  Railway  Engineering  Association 
that  he  had  taken  up  tracks  laid  with  red-cedar  ties 
which  were  from  sixteen  to  eighteen  years  old  and  that 
he  was  putting  back  between  40  per  cent  and  60  per 
cent  of  them  into  the  tracks,  surrounding  them  with 
concrete. 

Tie  Life  in  Brooklyn 

The  reconstruction  of  surface  tracks  carried  out  in 
Brooklyn  during  the  past  season  afforded  an  oppor- 
tunity to  investigate  this  subject.  Observation  was 
made  covering  nine  different  streets  in  widely  separated 
territory  involving  altogether  about  15  miles  of  single 
track. 

The  tracks  removed  were  constructed  almost  uni- 
formly with  9-in.  tram  girder  rail,  having  a  base  5V2 
in.  wide,  spiked  to  6  in.  x  8  in.  x  7  ft.  sawed  long-leaf 
yellow  pine  ties  spaced  2  ft.  6  in.  on  centers,  with 
brace  tieplates  spaced  from  6  ft.  to  8  ft.  apart.  In 
every  case  the  tracks  were  paved  and  had  been  since 
construction,  mostly  with  8-in.  deep  granite  blocks  laid 
on  sand,  with  sand  joints.  In  three  of  the  streets  the 
original  pavement  had  been  replaced  within  the  last  six 
or  seven  years  with  an  improved  type,  involving  the 
use  of  the  same  blocks  laid  with  grouted  joints  on 
cinder  concrete. 

No  attempt  was  made  to  count  the  old  ties  removed, 
but  careful  check  was  made  on  the  average  spacing. 
The  estimated  number  of  ties  removed  was  found  to 
be  about  33,000.  Upon  arrival  at  the  storage  yard  the 
ties  were  counted  and  selected  for  use  as  second-hand 
stock,  being  later  reissued  and  used,  in  some  cases,  in 
rehabilitated  tracks  where  old  rails  were  left  in  place 
and  new  grouted  pavement  was  being  installed. 


296 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  6 


The  count  at  the  yard  showed  that  there  was  an 
average  loss  of  about  24  per  cent  of  the  estimated  num- 
ber of  ties  between  the  street  and  the  yard.  In  one 
or  two  instances  the  losses  were  so  high  that,  consid- 
ering the  neighborhoods,  they  could  only  be  accounted 
for  as  being  due  to  their  being  appropriated  for  fire- 
wood. It  is  also  patent  that  a  fair  number  were  de- 
stroyed in  removal  and  went  direct  to  dumps  in  the 
clean-up. 

However,  the  interesting  features  are  that  the  aver- 
age age  of  the  ties  taken  into  stock  was  18.6  years ;  that 
72  per  cent  of  the  ties  which  were  sorted  were  taken 
into  stock,  representing  54  per  cent  of  the  estimated 
total  number  removed  from  the  street;  that  the  ages 
ranged  from  sixteen  to  twenty-one  years;  and  that 
in  one  case  94  per  cent  of  ties  sixteen  years  old  which 
were  sorted  went  into  stock,  or  82  per  cent  of  the 
estimated  original  number  in  that  street. 

When  all  the  features  are  considered  it  seems  rea- 
sonably safe  to  assume  that  at  least  60  per  cent  of  the 
total  number  of  ties  would  have  been  fit  for  stock  if 
all  of  them  could  have  been  recovered.  It  was  also 
observed  that  as  a  rule  there  was  comparatively  little 
damage  to  the  ties  due  to  rail  cutting,  especially  when 
the  5y2-in.  base  and  old  tie  spacing  are  borne  in  mind. 


Top  of  Block 


Section  A-A  Bolt  Forged  and 

Kcudy  to  Tbreud 
JSUetria  R]/.jQtirnal 

FORMING  BLOCK  FOR  GE-57 
MOTOR  BOLTS 


Preventing  Condensation  in  Under-Water 
Conduit 

BY  J.  G.  KOPPEL,  ELECTRICAL  SUPERINTENDENT  OF  BRIDGES, 
SAULT  STE.  MARIE,  MICH. 

The  accompanying  illustration  shows  a  6-in.  cast-iron 
power  cable  conduit  which  is  laid  under  a  canal.  It 
was  found  that  a  large  amount  of  water  had  accumu- 
lated in  this  conduit  from  the  condensation  of  entering 
air.     This  water  does  no  damage  so  long  as  the  lead 


Handy  Forming  Blocks  for  GE-57  Motors 

BY    J.    N.    GRAHAM,    MASTER    MECHANIC   ROCKFORD   &    IN- 
TERURBAN   RAILWAY,    ROCKFORD,    ILL. 

During  the  cold  weather  we  have  had  much  trouble 
from  the  breakage  of  steel  motor  bolts.  Such  failures 
allow  the  motor  case  to  drop  and,  worse  than  that,  the 
armature  occasionally  will  fall  on  the  pole  pieces.  To 
overcome  this  we  had  lately  been  making  these  bolts 
from  1%-in.  square  Swedish  or  Farnley  iron,  both  of 
which  brands  are  very  costly.    Further,  with  the  usual 

methods  of  operation  much 
material  was  lost  in  turning 
these  bolts  from  the  square 
iron  and  much  time  was  re- 
quired, thus  making  the 
bolts  very  expensive. 

To  make  such  bolts  at 
a  lower  cost  we  now  use  a 
block  made  from  a  piece 
of  an  old  steel  axle  in  which 
the  bolts  can  be  forged 
from  round  bars  of  the 
tough  steels  named  at  a 
big  saving  in  material  and 
time.  The  block,  as  illus- 
trated, is  easily  made  as 
follows :  First  cut  off  a 
piece  of  an  old  axle  a  little 
longer  than  the  length  of 
the  bolt  over  the  head,  then 
face  off  both  ends  in  a  lathe  to  the  exact  length  of  the 
bolt  over  the  head.  Next  allow  the  block  to  remain  in 
the  lathe  for  a  1  1  /32-in.  drilling  of  its  full  length.  After 
drilling  the  block  counterbore  for  the  round  shoulder  on 
the  head  of  the  bolt.  Then  take  the  block  from  the  lathe 
and  chisel  it  out  to  receive  the  square  part  of  the  bolt 
head.  The  block  is  then  ready  for  use.  Place  it  on  an 
anvil  or  forming  block,  heat  one  end  of  the  1-in.  round 
iron  of  which  the  bolt  is  to  be  made,  drop  it  in  the 
block  with  the  cool  end  down,  sledge  the  hot  end  down 
to  form  the  head  of  the  bolt,  drive  the  bolt  out  of  the 
block  as  soon  as  it  is  formed  and  allow  it  to  cool  slowly. 
Never  cool  in  water.  When  cool  the  bolt  is  ready  for 
threading. 


Etectrir  /T^.JwuDiai 


UNDER-WATER   CONDUIT    SEALED   WITH    ASPHALT-BITUMEN 
TO  AVOID  CONDENSATION 

covering  of  the  cable  stays  in  good  shape,  but  if  the 
lead  sheathing  is  damaged  a  little,  as  when  the  cable 
is  pulled  through  the  conduit,  water  becomes  very 
troublesome. 

To  stop  condensation  we  now  seal  the  conduit  ends 
with  asphalt-bitumen.  About  12  in.  from  the  end  of 
the  conduit  we  insert  a  piece  of  clean  waste  to  keep 
the  bitumen  from  running  too  far  down  the  conduit. 
The  material  is  hot-poured  and  the  end  of  the  conduit 
is  sealed  neatly  to  make  a  good-looking  job. 


Accident  Reduction  on  the  Third  Avenue 
Railway  System 

The  following  table  shows  a  number  of  boarding  and 
alighting  accidents  and  settlements  for  same  for  1913 
and  1914  for  the  Third  Avenue  division  of  the  Third 
Avenue  Railway.  This  includes  the  Third  Avenue  road 
proper,  125th  Street  line  and  the  Kingsbridge  line. 

Table  Showing  Accidents  and  Settlements  on  Third  Avenue 
Division 

, 1913.   Old  Style  Cars— ^  ^1914.    New  Type  Cars— < 

,— Boarding^  ^Alighting-^  ^BoardlnK^  ,-Alight!ng-> 
Acci-  Settle-  Acci-  Settle-  Acci-  Settle-  Acci-  Settle- 
dents  ments   dents   merits    dents  ments  dents  ments 

Sept 70      $1,245        33         $892        14         $235        30         $360 

Oct 100        1,790        34        1,335        14  75        41  375 

Mov     72        2,412        47        1,300        17  80        31  235 

Dec 97        1,370        48        2,140        19  61        38  140 

Totals   339      $6,817      162     $5,667        64         $451      140      $1,110 

De'creifs^e  '.'.'.'.'.'.'.'.'.'...■■.■■..■■■■■■■■■      275      $6,366        22     $4,557 

The  division  mentioned  was  equipped  throughout  with 
the  folding  door  and  step  device  of  the  Prepayment  Car 
Sales  Company  in  August,  1914,  and  the  railway  com- 
pany attributes  the  reduction  in  the  number  and  serious 
character  of  the  boarding  and  alighting  accidents  en- 
tirely to  this  improvement.  It  will  be  noticed  the  num- 
ber of  boarding  accidents  decreased  275  and  the  alight- 
ing accidents  22,  the  whole  reduction  in  settlements 
being  $10,923,  or  about  88  per  cent. 


February  G,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


297 


Experience  with  Malleable  Iron  Cross- 
Arms  on  Wooden  Poles 

Late  in  the  year  1908  the  New  York  State  Railways- 
liochester  Lines,  on  what  was  then  known  as  the  Roches- 
ter &  Sodus  Bay  Railway,  superseded  the  long-leaf  yel- 
low pine  cross-arms  with  steel-iron  arms.  The  first  in- 
stallations were  made  on  lines  up  to  13,000  volts,  but 
since  then  the  same  construction  has  been  applied  to 
transmission  lines  as  high  as  20,000  volts.  In  all  cases 
the  lines  are  carried  on  cedar,  chestnut  or  concrete 
poles. 

The  wooden  cross-arms  cost  only  35  cents  each,  but 
as  their  life  did  not  extend  beyond  five  years  it  was 
necessary  to  replace  them  at  a  cost  of  $1  per  arm  for 
labor  alone.  To  eliminate  this  maintenance  cost  for 
good,  C.  L.  Cadle,  electrical  en- 
gineer of  the  company,  decided  to 
try  steel-iron  cross-arms.  While 
these  arms  cost  76  cents  each  as 
compared  with  35  cents  for  wood, 
they  are  far  cheaper  in  the  end  be- 
cause they  will  last  as  long  as  the 
pole.  Thus,  for  a  pole  life  of  fifteen 
years  the  cost  of  wooden  arms  is 
$4.05  and  that  of  steel  $1.76.  These 
angle-iron  arms  are  purchased  un- 
der a  specification  which  calls  for 
hot  galvanizing  after  the  holes  have  been  drilled,  thus 
avoiding  the  possibility  of  rust.  The  company  buys  the 
arms  in  the  open  market,  but  quite  a  portion  of  those 
now  in  service  came  from  the  Archbold-Brady  Com- 
pany, Syracuse,  N.  Y.  Two  constructions  of  this  char- 
acter, one  for  single-line  13,000-volt  and  one  for  double- 
line  20,000-volt  service,  are  shown  in  accompanying 
drawings.  It  should  be  understood  that  the  braces  and 
other  fittings  used  with  the  steel  arms  do  not  differ  to 
any  degree  in  character  or  price  from  those  which  were 
used  with  wooden  arms. 
The  only  point  of  importance  which  came  up  after  the 


"  Bolt  Bpllt  irltb 
Chisel 
EUetrU  Ry-Jourtuil 

SAWED    AND    SPLIT 
BOLT 


Before  the  bolts  are  taken  to  the  field,  they  are  hack- 
sawed  for  %  in.  to  %  in.  on  that  portion  which  will 
come  below  the  nut.  Then  after  the  nuts  have  been 
applied  on  the  job  the  sawed  portion  is  split  with  a  cold 
chisel  just  enough  to  prevent  the  bolt  from  losing  its 
spring  while  assuring  enough  expansion  to  give  the 
effect  of  a  locknut.  In  fact,  while  the  nut  cannot  work 
ofT  of  its  own  accord,  it  can  readily  be  unscrewed  by  the 
lineman  for  use  somewhere  else,  and  of  course  there  is 
no  other  part  to  remove  first,  as  would  be  necessary  in 
cotter-key  fastenings. 


Front  Exit  Glasgow  Double-Deck  Car  With 
Folding  Step 

The  Glasgow  Corporation  Tramways  has  recently 
added  to  its  rolling  stock  a  double-deck  car,  the  chief 
features  of  which  are  a  front  exit  for  inside  passengers 
and  a  new  design  and  arrangement  of  the  upper-deck 


Sleetrie  Ry.Joumal 

PLAN  OF  UPPER  DECK  OF  CAR,  SHOWING  REVOLVING  SEATS 

seats.  The  car  body  and  platform  are  built  to  the 
standard  design  adopted  by  the  tramways  committee 
many  years  ago.  The  length  of  the  car  body  is  17  ft. 
and  the  length  of  each  platform  is  6  ft. 

In  the  original  design  the  top  of  the  stair  is  fitted 
hard  against  the  car  body,  leaving  accommodation  at 
the  foot  of  the  stair  for  placing  the  controller  close  up 
to  the  dashboard.  In  the  new  design,  the  stair  is  moved 
away  from  the  body  of  the  car,  in  order  to  provide  the 
necessary  headroom  between  itself  and  the  car  body, 
free  access  being  obtained  at  the  foot  of  the  stair  by 


I12Kx  2^^x9  3     Galv.Aiiglelron 
]  2K  X  2!.i'x  e's"      " 
:i}i"5  Wx2'T!i"    ■•    Iron  Brace  Bod 
JNo.27  Locke  Insulator  Tins 


'/l«  I  2X  Wide 
Rldgclron 


Section       Section 
at  A-A        St  E-B 


Bequircd 

2«'x  2H"i  H'Oal.Iron  Angles 
11K"x^"x20"  "      "  Brace  Bods 
s/'iG  x2?4"      "       "  Eidse  Irons 
I  iyQ.27"Loc!tc'lnsulator  Pins 


£l*otrie  Ri/.Journal 


STANDARD  FIXTURE  LAYOUTS  FOR  DOUBLE  LINES  UP  TO    20,000  VOLTS  AND  FOR  SINGLE  LINES  UP  TO  13,000  VOLTS 


first  change-overs  were  made  was  how  to  prevent  the 
nuts  from  working  off  of  the  pins.  First,  the  company 
tried  a  spring  washer  at  the  bottom  of  the  nut,  but  the 
nut  would  back  off  from  the  washer.  Next  a  cotter  key 
was  tried,  but  in  this  construction  the  nut  eventually 
wore  the  key  in  two.  Finally,  about  three  years  ago, 
the  following  scheme,  which  has  cured  the  trouble  en- 
tirely, was  devised: 


moving  the  controller  about  20  in.  away  from  the  dash- 
board. The  hand-brake  staff  is  placed  at  the  extreme 
end  of  the  platform,  and  a  vertical  wheel  with  suitable 
bevel  gearing  and  folding  handle  has  been  introduced  in 
place  of  the  ordinary  spindle  brake. 

The  hinged  exit  gate  is  geared  to  the  folding  step  in 
such  a  manner  that  when  the  gate  is  open  the  step  is 
lowered,  and  when  the  gate  is  closed  the  step  is  raised. 


298 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


The  arrangement  of  the  top  seats,  as  shown  on  the 
plan,  was  introduced  in  order  to  increase  the  passage- 
way up  the  center  of  the  car  and  at  the  same  time  to  pro- 
vide a  more  comfortable  seat.  By  this  arrangement, 
each  passenger  is  provided  with  an  independent  chair, 
with  a  back  rest,  mounted  on  a  pivot,  so  that  the  chairs 


■GLASGOW  DOUBLE-DECK  CAR  WITH  HINGED  EXIT  GATE  AND 
FOLDING  STEP 

can  be  turned  to  suit  the  direction  in  which  the  car  is 
traveling.  Each  pair  of  seats  is  set  at  such  an  angle 
that  the  shoulder  of  one  passenger  overlaps  the  shoulder 
of  the  passenger  occupying  the  next  seat. 

On  account  of  the  new  position  of  the  stair,  it  was 
necessary  to  increase  the  length  of  the  upper  dashboard 


PAIRS  OF  PIVOTED  SEATS  ON  UPPER  DECK  OF  GLASGOW  CAR  ; 
NOTE  ALSO  ABSENCE  OF   HEADLINING 

or  wind  screen,  the  effect  of  which  has  been  to  increase 
the  seating  capacity  under  the  canopy  at  each  end  of 
the  car  by  one  passenger.  The  seating  capacity  of  the 
original  type  of  car  is  sixty-two  and  in  the  new  car 
sixty-four. 


Local  and  interurban  railways  in  Cleveland  found 
operation  difficult  on  Feb.  1,  because  of  sleet  on  the 
trolley  wires  and  tracks  and  numerous  broken  wires 
Reports  from  Toledo  indicate  that  similar  difficulty 
was  encountered  on  Feb.  1  and  2.  Because  of  broken 
trolley  wires  power  was  shut  off  at  the  plant  of  the 
Lake  Shore  Electric  Railway  at  Fremont  and  for  a 
time  operation  of  cars  between  that  point  and  Toledo 
was  suspended. 


Curtain  Fixtures  Without  Pinch  Handles 

The  Dayton  Manufacturing  Company,  Dayton,  Ohio, 
has  recently  brought  out  an  improved  car  curtain  fixture 
in  which  friction  shoes  bearing  in  the  curtain  grooves 
hold  the  curtain  absolutely  at  any  position.  These  shoes 
are  pivoted  at  the  ends  of  spring-pressed  plungers,  and 
they  will  not  bind  in  the  curtain  grooves,  even  if  the 
lower  edge  of  the  curtain  is  slanted  at  an  unusual  angle. 


II 

1  i 

SHOE    EASILY    REMOVED    FROM    GROOVE    WHEN    NECESSARY 

The  bottom  rod  may  be  grasped  at  any  point  with  either 
hand  and  the  curtain  raised  or  lowered  smoothly  and 
easily.    No  pinch  handles  are  necessary. 

It  is  asserted  that  no  matter  how  rapidly  or  how 
roughly  the  curtain  may  be  operated,  the  tips  cannot  be 
jerked  from  the  grooves,  as  a  metal  retaining  strip, 
fastened  to  the  window  casing  along  the  edge  of  each 
groove,  effectually  prevents  the  accidental  displacement 


J 


RETAINING    STRIP    PREVENTS    ACCIDENTAL    MISPI^ACEMEN' 


of  the  shoes.  The  tendency  of  the  tips  of  other  types 
of  curtain  to  leave  the  grooves  if  the  finger  pieces  are  i 
pressed  too  strongly,  or  if  the  curtain  is  raised  or  low- 
ered too  rapidly,  is  a  source  of  much  annoyance  to  pas- 
sengers and  what  is  more  apparent,  of  considerable  dam- 
age to  the  curtain  and  the  finish  of  the  window  casing. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


299 


The  retaining  strips,  while  keeping  the  shoes  in  the 
-rooves  under  all  conditions  of  operation,  do  not  inter- 
re  with  the  ready  removal  of  the  curtain  when  neces- 
sary.   Each  strip  terminates  1%  in.  below  the  upper  end 
)f  its  groove  and  the  friction  shoe  may  be  tilted  and 
withdrawn  through  this  opening.    However,  the  shoe  is 
nearly  twice  as  long  as  this  opening  and  it  will  not  slide 
lit  under  use.    The  removal  of  the  curtain  must  be  in- 
.  iitional,  in  which  case  it  is  easily  and  quickly  effected. 
The  simplicity  of  this  curtain  fixture  is  apparent  from 
lie  accompanying  sectional  view.     The  lower  edge  of 
■le  curtain  is  formed  by  a  steel  tube,  in  either  end  of 
hich  slides  a  brass  plunger  with  its  shoe.    Adjustment 
:  the  spring  tension  and  for  different  widths  of  win- 
dow is  obtained  by  screwing  this  plunger  in  or  out  as 
required,  the  threaded  end  of  the  plunger  engaging  a 
ng  bronze  nut,  as  shown.    As  the  shoes  do  not  extend 


This  company's  curtains  will  be  regularly  made  from 
"Fabrikoid,"  a  durable  curtain  material,  which  can  be 
supplied  in  all  shades,  and  in  a  wide  variety  of  patterns, 
or  to  match  any  curtain  material  now  in  use.  All  cur- 
tains are  fitted  with  metal  rollers. 


DETAILS   OF   CURTAIN   FIXTURE   EXPOSED   IN    PART 


lar  below  the  lower  edge  of  the  tube,  a  long  apron  is  not 
required  and  this  feature  adds  greatly  to  the  durability 
of  the  fabric. 

The  "Dayton"  fixture  does  not  require  a  special  size 
of  groove  as  it  will  operate  equally  well  in  the  standard 
size  groove,  as  also  in  the  deeper,  wider  grooves  re- 
quired by  certain  other  types.  This  is  of  importance 
when  fixtures  are  being  specified  for  the  remodeling  of 
old  cars. 

The  retaining  strips  may  be  enameled  to  suit  the  color 
of  the  woodwork  or  they  may  be  finished  to  match  the 
other  bronze  trimmings  of  the  car. 


Two-Way  Dump  Cars 

The  "Universal"  is  the  name  of  the  modern  two-way 
dump  car  built  by  the  Universal  Car  &  Manufacturing 
Company  (Inc.),  New  York.  With  the  exception  of  the 
cabs  this  car  is  constructed  of  rolled-steel  sections  and 
plates  throughout,  and  it  may  be  used  either  as  a  motor 
car  or  as  a  trailer.  In  trailer  cars  the  cabs  are  usually 
omitted.  The  car  dumps  to  either  side  and  is  operated 
entirely  by  hand  power.  As  it  is  mounted  on  the  under- 
frame  by  means  of  cast-steel  rockers  the  car  comes  to 
its  full  angle  with  little  or  no  shock, 
and  it  is  easily  righted  when  the 
load  is  discharged.  The  entire 
dumping  and  righting  operation  is 
performed  within  two  minutes.. 

The  doors  open  automatically 
when  the  car  is  dumping  and,  as 
illustrated,  form  an  apron  for  the 
lading  to  pass  over,  thus  throwing 
the  load  entirely  free  of  the  track. 
A  spreader  is  also  attached  to  the 
rear  truck  as  a  further  aid  in  push- 
ing the  material  away  from  the 
track.  The  car  may  be  dumped  in 
an  empty  position  and  then  loaded 
by  hand  and  righted.  This  is  a 
decided  advantage  as  the  lift  from 
the  roadway  to  the  top  side  of  the 
car  is  only  4  ft.,  which  is  easy  for 
men  using  shovels. 
The  car  has  four  compartments,  each  of  which  may 
be  dumped  separately  if  so  desired.  The  car  may  also 
be  dumped  in  normal  running  position  without  tilting 
the  body.  When  partitions  are  not  wanted  the  com- 
pany substitutes  a  diaphragm  only  4  in.  high,  thus 
allowing  long  material  to  be  hauled.  Any  type  of 
couplers  may  be  used  and,  if  desired,  air  brakes  may 
be  added.  The  body  may  also  be  mounted  on  the  rail- 
way's standard  trucks. 

Cars  of  this  type  are  used  on  several  of  the  largest 
electric  railways  in  the  United  States,  such  as  the  Con- 
necticut Company,  the  Boston  Elevated  Railway,  Cleve- 


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TWO-WAY  DUMP  CAR  OF  STEEL  CONSTRUCTION   EXCEPT  CABS,  AND   MADE  FOR   MOTOR  OR  TRAILER  WE 


300 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


land  Railway,  Bangor  Railway  &  Electric  Company  and 
the  Public  Service  Railway.  Charles  H.  Clark,  engi- 
neer maintenance  of  way  Cleveland  Railway,  estimates 
the  earning  power  of  one  of  these  cars  to  his  company 
as  $100  a  day.  Since  this  car  requires  only  the  motor- 
man  and  conductor  for  unloading,  its  superiority  to  the 
old-time  hand-loaded  flat  car  is  manifest.  For  example, 
it  costs  one  Eastern  system  about  $2  to  unload  one 
flat  car. 

The  principal  data  on  a  typical  two-way  dump  car 
follow : 

Cubic  capacity  level  full 15  cu.  yd. 

Length  over  end  sills 50  ft. 

Length   inside  box 25  ft. 

Width   inside    8  ft. 

Height  from  top  of  rail  to  top  of  floor 5  ft.     %  in. 

Height  from  top  of  rail  to  top  of  side 6  ft.  1  %  in. 

Truck  centers    25  ft.  6 1/2  in. 

Height   inside    25  in. 

Weight   (without  electrical  equipment) 33,000  lb. 


Sand -Spreading  Wagon  for   Slippery 
Pavement 

Officials  of  the  Louisville,  Ky.,  Railway  have  been 
watching  the  efforts  of  the  Board  of  Public  Works  to 
improve  the  condition  of  the  streets  in  the  business  sec- 
tion by  means  of  a  sand-spreading  wagon.  This  wagon, 
which  is  made  by  the  Havass  Company,  New  York,  N.  Y., 
feeds  sand  through  a  revolving  disk  under  the  wagon 
bed.  It  can  be  adjusted  to  throw  sand  at  any  desired 
rate.  It  has  been  put  to  work  on  wood  block  and  certain 
asphalted  streets,  the  surface  of  which  has  been  made 
very  slippery  by  the  continued  cold  weather. 

In  the  sections  where  this  wagon  has  been  put  into 
service  the  railway  has  double  tracks,  which,  of  course, 
are  affected  by  the  same  conditions  that  make  the  streets 
slippery.  If  the  sand  distributed  by  the  city  is  of  the 
right  quality,  dry  and  sharp,  it  will  lessen  the  railway's 
own  requirements  for  sand ;  if  it  is  a  low  grade  of  sand, 
the  railway's  "slick  rail"  troubles  probably  would  be  in- 
creased. However,  the  city  is  now  using  a  sharp,  clear 
river  sand  similar  to  that  used  by  the  railway,  if  for  no 
other  reason  than  that  clayey,  wet  sand  would  not  run 
through  the  new  machine. 


Direct- Current  Generator  Capacity 

In  an  article  in  the  Electric  Journal,  B.  G.  Lamme, 
chief  engineer  Westinghouse  Electric  &  Manufacturing 
Company,  commented  on  direct-current  generators  as 
follows:  The  engine-type  machine  in  its  prime  was  a 
magnificent  piece  of  apparatus.  On  account  of  its  low 
speed,  it  was  of  comparatively  large  dimensions  for  a 
given  output.  In  the  largest  capacity,  low-speed  engine- 
type  generators,  over-all  dimensions  of  from  25  ft.  to 
27  ft.  were  attained.  However,  these  machines  were 
midgets,  both  in  size  and  capacity,  alongside  some  of 
the  a.c.  engine-type  generators  at  their  maximum.  The 
latter  were  constructed  up  to  capacities  of  from  5000 
kw  to  6000  kw  compared  with  3000  kw  for  direct  cur- 
rent, while  the  engine-type  alternators  attained  over-all 
diameters  as  high  as  42  ft.  Incidentally,  as  regards 
capacity  alone,  the  race  between  alternators  and  d.c. 
machines  has  been  very  much  one-sided,  almost  since 
the  polyphase  system  became  thoroughly  commercial. 
The  earliest  Niagara  generators  (constructed  in  1893), 
of  3750  kw  were  practjcally  of  as  large  capacity  as  the 
largest  d.c.  machine  ever  built;  while  in  later  polyphase 
work,  generators  of  the  usual  multipolar  construction 
have  been  built  up  to  17,000  kw  and  turbo-generators 
up  to  30,000  and  35,000  kw.  Obviously,  as  regards 
maximum  capacity,  the  d.c.  generator  makes  but  a  poor 
comparison,  but  this  should  in  no  way  detract  from  the 
appreciation  of  this  machine  as  an  energizing  accom- 
plishment. 


Electric  Garment  Dryer  Conserves  Health 
and  Schedules 

For  many  years  the  Brooklyn  Rapid  Transit  System 
has  provided  employees'  clubrooms  in  which,  among 
other  conveniences,  lockers  and  shower  baths  are  in- 
stalled. Through  its  benefit  association  and  medical 
inspe-ction  service,  however,  the  company  found  that 
these  facilities  were  insufficient  to  ward  off  the  ill- 
nesses that  follow  when  men  stay  in  wet  clothing  after 
coming  in  from  a  storm.  Very  few  platform  men  would 
be  likely  to  keep  an  extra  suit  of  clothing  at  the  club- 
rooms,  nor  is  it  convenient  for  them  to  go  homa  between 
runs  for  that  purpose. 

To  better  this  condition  the  company  tried  out  nearly 
two  years  ago,  an  electric  garment  dryer  of  the  style 
shown  in  the  accompanying  illustration.  This  device 
thoroughly  dries  wet  clothing  in  the  time  that  a  man 
requires  for  a  bath.  The  results  in  keeping  men  from 
becoming  ill  and  so  missing  their  runs,  to  say  nothing 
of  the  comfort  afforded,  were  so  satisfactory  that 
seven  more  dryers  have  now  been  installed  by  the  com- 
pany at  different  stations. 

The  dryers  are  made  to  fit  any  desired  location.  Their 
racks  pull  out  individually,  traveling  on  the  floor,  either 


ELECTRIC  GARMENT  DRYER  IN  SERVICE,  ONE  RACK  DRAWN 
OUT  TO   SHOW    HANGER 

inside  or  outside  of  the  dryer.  The  construction  is 
such,  that  each  rack  when  pulled  out  its  full  length, 
closes  the  aperture,  retaining  the  heat  within  the  dryer 
and  giving  constant  drying  efficiency  to  the  garments 
inside,  while  other  racks  are  being  loaded  or  removed. 

While  the  dryers  are  ordinarily  7  ft.  long  and  about 
7  ft.  6  in.  high,  their  dimensions  may  be  varied  to  con- 
tain the  necessary  numbers  of  racks  for  the  sizes  of  the 
crews,  etc.  Each  rack  is  16Vi  in.  wide,  with  a  hanging 
capacity  of  five  complete  suits  of  underwear,  linen  and 
uniforms.  The  dryers  have  a  double  casing,  insulated 
to  prevent  radiation  of  heat.  In  addition  to  the  natural 
ventilation  provided,  added  drying  efficiency  is  obtained 
by  forced  draft  circulation  from  a  fan  motor. 

The  first  use  of  these  dryers  in  the  connection  de- 
scribed is  to  be  credited  to  the  Brooklyn  Rapid  Transit 
System,  although  different  types  have  been  in  use  for 
some  years  in  various  municipal  fire  and  police  depart- 
ment houses.  They  are  available  as  conditions  demand 
for  heating  by  electricity,  coal,  gas  or  steam.  These 
dryers  are  made  by  the  Shannon  Manufacturing  Com- 
pany, New  York,  N.  Y. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


301 


LONDON  LETTER 


P.  A.  Y.  E.  Cars  Successful  in  Aberdeen — Last  of  London 
Horse  Tramways  to  Give  Way  to  Electrified  Lines 

(From  Our  Regular  Correspondent) 
The  annual  return  regarding  tramways  and  light  railways 
and  trackless  trolley  undertakings  issued  by  the  Local  Gov- 
ernment Board  shows  that  since  1878  the  route  length  of 
tramways  and  light  railways  on  public  roads  open  for  traffic 
in  the  United  Kingdom  has  increased  from  269  to  2703  miles, 
the  capital  expenditure  from  £4,207,350  to  £80,977,838,  the 
number  of  passengers  carried  from  146,000,000  to  3,426,000,- 
000,  and  the  net  receipts  from  £230,956  to  £5,628,321.  Of  the 
total  of  1848  miles  of  line  owned  by  local  authorities,  1640 
miles  are  worked  by  those  authorities  themselves,  or,  in  a 
few  cases,  by  other  local  authorities  leasing  from  them,  and 
the  remaining  208  miles  by  leasing  companies.  Last  year 
.  the  route  mileage  worked  by  electric  traction  was  2546  miles 
out  of  a  total  of  2662.  This  year  it  is  2595  miles  out  of 
2703.  Of  the  279  undertakings,  171  belong  to  local  authori- 
ties and  108  to  companies  or  other  parties.  The  net  receipts 
of  local  authorities  who  work  tramway  undertakings  belong- 
ing to  them,  or  leased  from  other  local  authorities,  amounted 
to  £4,071,610.  On  the  year's  traffic  £1,218,299  was  required 
to  pay  interest  or  dividends  on  capital,  and  £120,039  for  rent 
of  leased  lines.  The  sum  of  £1,371,263  was  applied  towards 
the  reduction  of  tramway  debt,  and  £589,886  for  relief  of 
rates,  while  £711,217  was  carried  to  reserve  and  renewal 
funds.  As  regards  the  length  of  line  open  for  public  traffic, 
the  London  County  Council  system  comes  first  with  146  1/6 
miles,  then  Glasgow  with  103%  (including  depot  connec- 
tions), while  Manchester  is  credited  with  78%  and  Liverpool 
with  64%.  Among  company  undertakings  the  London 
United  heads  the  list  with  53%  miles. 

The  Halifax  Town  Council  has  decided  to  promote  a  bill  in 
Parliament  giving  it  power  to  spend  about  £120,000  on  new 
tramway  works.  It  is  proposed  to  extend  the  tramways 
from  Brighouse  to  the  Huddersfield  border  via  Rastrick, 
from  Halifax  and  Elland,  from  West  Vale  to  Stainland, 
and  from  Triangle  to  Ripponden;  to  run  trolley  vehicles  and 
motor  buses  and  to  secure  extension  of  the  periods  during 
which  the  corporation  will  have  possession  of  the  tramways 
it  has  constructed  in  the  areas  of  other  local  authorities. 

[  The  Halifax  Corporation  is  also  seeking  powers  to  run  trail 
cars  and  to  deal  with  road  maintenance  in  connection  with 
the  running  of  motor  buses.  The  clause  regarding  the  buses 
follows  what  has  now  become  standard  practice,  namely,  the 
corporation  will  pay  to  the  road  authority  during  the  first 
three  years  %d.  per  car-mile  run  by  the  buses  in  the  outside 
area.  After  three  years,  and  at  the  end  of  every  subsequent 
three  years,  the  extra  cost  of  road  maintenance  caused  by 

!    the  running  of  the  buses  is  to  be  ascertained,  of  which  the 

I  corporation  will  pay  half,  but  in  no  case  will  this  contribu- 
tion exceed  %d.  per  car-mile  run.     Any  grant  made  by  the 

I    Imperial  Exchequer  is  to  be  taken  into  account. 

!  Mr.  Pilcher,  the  manager  of  the  Aberdeen  Corporation 
Tramways,  has  issued  a  report  to  the  members  of  the  tram- 
ways committee  to  refute  the  criticisms  on  P.  A.  Y.  E.  cars. 

'  He  states  that  the  cars  have  been  in  operation  on  the  Wood- 
side  route  for  twenty  months,  Beach  route  ten  months,  Torry 

;  route  seven  months,  and  Mannofield  route  four  months — 
practically  half  the  system  now  being  operated.  Generally 
speaking,  he  found  that  there  was  a  considerable  amount  of 
criticism  at  first.  From  an  administrative  and  operating 
point  of  view  they  have  been  an  unqualified  success.  The 
number  of  accidents  to  persons  attempting  to  board  or  alight 
from  the  ordinary  cars  while  in  motion,  for  twelve  months 

^    ended  Dec.  1,  1914,  was  87,  all  of  which  platform  accidents 

;  would  either  have  been  prevented  or  greatly  minimized  on 
P.  A.  Y.  E.  cars.    Most  of  these  occurred  while  the  conductor 

'   was  engaged  inside  or  on  top  collecting  fares.    It  very  rarely 

'   happens    that    a    serious    platform    accident    occurs    on    a 
P.  A.  Y.  E.  car,  as  the  conductor  is  always  present  to  prevent 
it.    It  is  interesting  to  note  also  that  nearly  all  the  conduc- 
tors and  motormen  are  in  favor  of  the  P.  A.  Y.  E.  cars. 
For  a  considerable  period  the  London  County  Council  and 

>.  the  Stepney  Borough  Council  have  been  at  variance  over  the 
system  on  which  the  tramway  between  South  Hackney  and 
the  Docks  (by  way  of  Grove  Road  and  Burdett  Road)  should 
be  electrified.     The   County   Council   wanted   to   install   the 


overhead  system;  the  Stepney  Council  insisted  upon  the 
conduit.  The  result  has  been  that  the  old  horse  cars  have 
ceased  to  run,  and  this  important  route  is  now  without 
trams,  though  not  without  motor  buses.  Recently  the  need 
for  reconstructing  the  tramway  became  urgent,  and  the 
County  Council  undertook  to  reconstruct  the  existing  tram- 
ways for  horse  traction,  but  in  such  a  way  that  they  would 
be  suitable  for  electrification  at  some  future  date,  on  the 
overhead  trolley  system.  Against  this  the  Stepney  Council 
entered  a  protest.  Now  it  has  been  asked  by  the  Board  of 
Trade  if  it  has  any  further  observations  to  offer  on  the  plans 
furnished  by  the  London  County  Council.  At  the  same  time, 
the  board  states  that  it  is  not  prepared  to  withhold  consent 
from  the  proposals  of  the  County  Council  on  the  ground 
that  that  authority  does  not  propose  to  renew  the  lines  in 
such  a  way  as  to  facilitate  their  equipment  for  electric 
traction  on  the  overhead  trolley  system.  The  board  trans- 
mitted copy  of  a  communication  from  the  Poplar  Borough 
Council,  showing  that  the  Borough  Councils  of  Poplar,  Beth- 
nal  Green  and  Hackney  have  agreed  to  the  overhead  system 
and  are  anxious  that  the  Stepney  Council  should  withdraw 
its  opposition.  The  works  committee  of  the  Stepney  Bor- 
ough Council  has  now  replied  to  the  Board  of  Trade  that  it 
has  no  further  observations  to  offer  except  that  it  is  doubtful 
whether  any  appurtenances  purely  germane  to  the  overhead 
trolley  system  can  be  provided  by  the  London  County  Coun- 
cil in  the  absence  of  the  consent  of  the  Borough  Council. 
In  other  words,  the  deadlock  continues. 

The  last  of  the  horse  tramways  in  London  are  shortly  to  be 
removed  as  the  London  County  Council  has  sanctioned  the 
expenditure  of  £22,000  for  the  widening  of  certain  ro:ids 
preparatory  to  electrifying  the  horse  tramway  at  present 
running  from  Tower  Bridge  Road  to  Rotherhithe.  The  total 
cost  of  electrifying  this  route,  which  is  about  27  miles  in 
length,  will  be  £74,700,  apart  from  the  cost  of  street  widen- 
ings,  the  track  work  alone  costing  £62,500.  The  new  tram- 
ways will  be  constructed  on  the  conduit  system,  thus  en- 
abling through  service  in  connection  with  the  other  routes 
linking  up  with  both  ends  of  this  branch.  The  reconstruction 
of  this  route  has  been  before  the  London  County  Council 
and  the  Bermondsey  Borough  Council  for  several  years,  the 
difficulty  being  that  the  London  County  Council  favored  the 
overhead  system,  while  the  Bermondsey  authority  refused  to 
consider  any  other  than  the  conduit  system.  After  several 
interviews  between  representatives  of  the  two  bodies  con- 
cerned, the  London  County  Council  yielded. 

London  is  to  have  a  second  bill  promoted  in  Parliament 
at  the  next  session  with  a  view  to  supplying  electrical  energy 
in  an  area  comprising  the  Administrative  County  of  London 
and  adjacent  areas.  It  will  be  in  substitution  for  the  London 
County  Council  bill,  a  few  particulars  of  which  were  pub- 
lished last  month.  This  second  bill  is  promoted  by  a  few 
of  the  London  electric  lighting  companies,  and  the  preamble 
states  that  electrical  energy  is  now  supplied  to  the  County 
of  London  by  a  number  of  companies  and  local  authorities, 
and  that  the  existing  conditions  are  unfavorable  for  the  best 
economy.  It  states  also  that  electrical  energy  can  be  sup- 
plied more  effectively  and  economically  from  one  combined 
undertaking,  and  that  the  existing  undertakings  in  the  area 
should  be  consolidated.  The  bill,  therefore,  proposes  to  in- 
corporate a  company  with  a  share  capital  of  £6,000,000  and  a 
loan  capital  of  £2,000,000  "for  the  purpose  of  consolidating, 
unifying  and  improving  the  generation  and  distribution  of 
electrical  energy  for  all  purposes  in  the  area  of  supply  as 
defined  by  the  act,  and  of  utilizing  to  the  best  economical 
advantage  all  existing  means  of  generation  and  distribution 
of  electrical  energy  within  the  area,  with  a  view  to  the  ulti- 
mate provision  within  the  area  of  one  system  of  supply  of 
electrical  energy  with  concentrated  generation  and  standard- 
ized distribution."  The  companies  proposed  to  be  trans- 
ferred to  the  new  statutory  company  are  the  Charing  Cross. 
West  End  &  City  Electricity  Supply  Company,  Ltd.,  the 
Brompton  &  Kensington  Electricity  Supply  Company,  Ltd., 
the  Central  Electric  Supply  Company,  Ltd.,  the  Chelsea 
Electricity  Supply  Company,  Ltd.,  the  Kensington  & 
Knightsbridge  Electric  Lighting  Company,  Ltd.,  the  London 
Electric  Supply  Corporation,  Ltd.,  the  Metropolitan  Electric 
Supply  Company,  Ltd.,  the  Netting  Hill  Electric  Lighting 
Company,  Ltd.,  the  St.  James  &  Pall  Mall  Electric  Company, 
Ltd.,  and  the  Westminster  Electric  Supply  Corporation,  Ltd. 

A.  C.  S. 


302 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


News  of  Electric  Railways 


BUFFALO-NIAGARA  FALLS  LINE 

Project   Involving  Expenditure  of  Several  Million   Dollars 
Approved  by  Commission 

The  Public  Service  Commission  of  the  Second  District  of 
Nevsf  York  has  granted  the  International  Railway  permission 
to  build  its  proposed  high-speed  electric  line  between 
Buffalo  and  Niagara  Falls  over  private  right-of-way,  and 
has  authorized  an  issue  of  the  company's  3  per  cent  fifty- 
year  refunding  and  improvement  mortgage  bonds  to  the 
amount  of  $2,395,000,  to  be  sold  at  not  less  than  87,  netting 
a  little  more  than  $2,000,000  to  pay  for  the  new  line. 

The  new  line  will  start  on  Main  Street,  Buffalo,  at  the 
intersection  with  the  Buffalo  &  Lockport  line  of  the  In- 
ternational Railway,  and  run  northwesterly  out  of  Buffalo 
to  Tonawanda,  through  Tonawanda  over  the  old  Buffalo, 
Thousand  Islands  &  Portland  Railroad  line,  through  North 
Tonawanda,  the  town  of  Wheatfield,  village  of  La  Salle 
and  into  the  city  of  Niagara  Falls  to  Portage  Road  and 
over  Portage  Road  to  Niagara  Street. 

Included  in  the  cost  of  the  new  line  is  provision  for  the 
purchase  of  sixteen  new  52-ft.  steel  underframe  interurban 
cars,  substations  at  Payne  Avenue  and  Niagara  Falls,  a 
carhouse  at  Niagara  Falls,  stations  at  La  Salle,  Division 
Street  and  Tonawanda,  waiting  rooms  at  Main  and  Erie 
Streets  and  at  Payne  Avenue,  and  a  shelter  house  at  Ward's 
Road.  It  is  provided  that  the  new  line  shall  cross  the  New 
York  Central  tracks  by  an  overhead  bridge,  and  bridges 
are  provided  for  over  Mill  Creek,  Ellicott  Creek,  State  Ditch, 
Tonawanda  Creek,  Cayuga  Creek,  Gill  Creek  and  the  Grat- 
wick  Trestle. 

The  right-of-way  and  real  estate  are  to  cost  $800,000, 
as  detailed  in  the  report  of  H.  F.  Riesinger;  bridges  and 
culverts,  $240,500;  substation  equipment,  $78,700;  buildings, 
$109,850;  rolling  stock,  $160,000;  track  line  and  grading, 
etc.,   $127,837. 


PUBLIC  SERVICE  COMMISSION  INQUIRY 

New    York    Legislative    Committee    Begins    Inquiry    into 

Practices  of  First  District  Commission — Secretary 

Whitney  Testifies 

The  taking  of  testimony  by  the  legislative  committee  ap- 
pointed to  inquire  into  the  workings  of  the  Public  Service 
Commissions  of  New  York  was  begun  in  New  York  City  on 
Jan.  30.  Travis  H.  Whitney,  secretary  of  the  commission 
for  the  first  district  since  its  creation  in  1907,  explained 
the  routine  of  the  organization.  Starting  with  403  em- 
ployees with  salaries  of  $724,216  in  1907,  the  commission 
last  year  had  2097  employees,  with  salaries  of  $2,903,321  and 
expenses  of  $2,971,000.  The  increase  was  attributed  to  the 
building  of  the  new  subway  system.  The  commission  had 
twelve  lawyers  on  its  staff,  but  spent  $57,825  for  special 
counsel  since  1907.  Some  of  the  questions  were  directed 
toward  ascertaining  the  qualification  for  office  of  Joseph 
Johnson,  head  of  the  transit  inspection  bureau  of  the  com- 
mission, former  fire  commissioner  of  New  York  and  cam- 
paign manager  for  Judge  McCall,  chairman  of  the  com- 
mission, when  the  latter  ran  for  Mayor. 

The  history  of  the  now  famous  wheel-guard  case  in  con- 
nection with  which  William  R.  Willcox,  former  chairman 
of  the  commission,  was  held  in  contempt  of  court,  was  re- 
viewed. Mr.  Whitney  said  that  the  policy  of  the  commission 
in  regard  to  pressing  suits  to  require  compliance  with  its 
orders  had  been  influenced  very  largely  by  the  outcome 
of  several  of  the  early  actions  brought  by  the  commission. 
In  one  of  them  the  commission  was  awarded  only  $1  dam- 
ages and  it  did  not  appeal,  while  in  another  action  by  the 
commission  to  compel  respect  for  its  orders  the  judge  dis- 
missed the  complaint. 

At  the  hearing  on  Feb.  1  it  was  brought  out  that  corre- 
spondence in  regard  to  informal  complaints  amounted  to 
some  twenty  or  thirty  letters  a  day  and  that  this  was 
cared  for  by  Mr.  Whitney  and  George  S.  Daggett,  the 
chief  clerk.  The  complaints  addressed  to  individual  mem- 
bers of  the  commission  went  to  such  members.    In  the  case 


of  informal  complaints  no  hearings  were  held  and  no  orders 
issued.  Citizens  who  made  complaints  usually  wished  to 
have  them  treated  as  informal  ones,  in  order  to  obviate 
the  necessity  of  having  to  testify  at  public  hearings.  Asked 
what  supervision  the  commission  exerted  over  this  corre- 
spondence, Mr.  Whitney  said  that  Commissioner  Woods, 
since  taking  office,  had  been  applying  to  him  for  copies 
of  complaints.  Mr.  Whitney  said  that  it  was  the  regular 
practice  to  hold  conferences  between  the  individual  commis- 
sioners and  officers  of  the  public  service  corporations,  but 
denied  that  informal  complaints  were  often  modified  after 
such   conferences. 

Mr.  Daggett,  who  followed  Mr.  Whitney  on  the  stand,  was 
asked  if  some  of  the  commissioners  had  not  been  displeased 
with  his  letters  to  some  of  the  public  service  companies,  and . 
if  such  displeasure  had  not  been  shown  after  the  commis- 
sioners had  consulted  with  officials  of  the  companies.  He 
replied  that  it  might  have  been.  Required  by  Mr.  Haywood, 
counsel  of  the  committee,  to  answer  specifically,  Mr.  Daggett 
said,  "On  one  or  two  occasions,  yes." 

Mr.  Haywood  expressed  himself  on  Feb.  2  as  being  well 
satisfied  with  the  progress  so  far  made  in  connection  with 
the  investigation.  He  said,  however,  that  if  the  committee 
was  to  conclude  its  labors  by  Feb.  17  it  would  not  be  pos- 
sible to  go  thoroughly  into  all  phases  of  the  commission's 
work.  Up  to  Feb.  2  no  plans  had  been  made  for  the  in- 
vestigation  of  the  commission  for  the   second  district. 


BRITISH  TRAMWAYS  AND  THE  WAR 

General  Managers  of  Manchester  and  Glasgow  Companies 

Report  Effect  of  War  Upon  Finances  and  Number 

of  Employees 

Mr.  McElroy,  the  general  manager  of  the  Manchester 
Corporation  Tramways,  has  submitted  a  report  as  to  the 
effect  of  the  war  upon  the  finances  of  the  department.  Since 
the  first  four  months  of  the  war  there  has  been  a  large 
decrease  in  the  receipts,  as  compared  with  the  previous  year, 
and  it  is  anticipated  that  at  the  end  of  the  financial  year  the 
income  will  be  £900,000,  or  £50,000  below  the  estimate. 
Notwithstanding  the  increased  expenditure  owing  to  allow- 
ances to  the  men  who  have  joined  the  colors,  and  the  en- 
gaging and  training  of  a  new  staff,  and  the  reduced  revenue, 
Mr.  McElroy  considers  that  the  tramways  committee  will,  at 
the  end  of  the  year,  be  in  a  position  to  pay  £100,000  in  relief 
of  the  rates  and  place  £50,000  to  renewals,  etc.,  fund,  instead 
of  the  estimated  £102,000.     The  report  continues: 

"The  number  of  men  from  the  tramways  department  who 
up  to  this  date  have  joined  the  colors  is  about  one  in  200, 
and  the  amount  now  allowed  to  them  or  their  dependents  is 
at  the  rate  of  £44,876  per  annum.  Our  men  are  still  leaving 
us  daily  to  enlist.  In  addition  to  supplying  so  many  men 
from  our  own  department,  we  have  assisted  in  the  general 
recruiting  campaign  in  Manchester  by  displaying  striking 
posters  in  the  tramcars,  which,  we  are  told,  have  had  a  good 
effect.  The  department  has  made  an  energetic  effort  to  raise 
funds  by  means  of  collections  in  the  tramcars.  The  weekly 
collections  since  the  commencement  have  amounted  to  £5,827. 
The  various  bills  and  posters  which  have  been  placed  in  the 
cars  in  connection  with  these  collections  have  cost  the  de- 
partment up  to  the  present  about  £150,  which  equals  2%  per 
cent  on  the  amount  collected.  Free  riding  on  the  tramcars 
has  been  granted  to  those  recruits  who  have  joined  the  city 
battalions  and  are  not  housed  at  the  places  where  their 
training  is  taking  place,  and  have  therefore  to  travel  daily 
to  and  from  their  homes.  The  free  traveling  facilities  are 
provided  by  granting  supplies  of  tokens  to  the  commanding 
officers,  who  undertake  to  distribute  the  tokens  and  to  see 
that  the  privilege  is  not  abused.  The  value  of  the  tokens 
distributed  up  to  the  present  has  been  £2,057,  which  equals 
nearly  500,000  Id.  fares." 

A  communication  to  the  Electric  Railway  Journal  from 
James  Dalrymple,  general  manager  Glasgow  Corporation 
Tramways,  states  that  the  company  is  at  the  present  time 
recruiting  an  additional  300  men  as  a  reserve  company  for 
the  tramway  battalion,  and  later  will  probably  be  asked  to 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


308 


procure  another  300.  The  men  of  the  "First  Glasgow" 
H.  L.  I.,  comfortably  housed  at  Gailes,  are  now  equipped  and 
almost  ready  for  the  front.  The  company  has  prepared  leaf- 
lets describing  its  troops  and  is  having  its  female  staff  dis- 
tribute these  in  the  cars. 

As  to  the  new  conductors,  Mr.  Dalrymple  says  that,  al- 
though practically  all  new  men  with  but  very  little  training, 
they  are  doing  quite  well.  The  revenues  of  the  company  are 
showing  a  slight  increase  over  last  year.  The  fiscal  year 
does  not  end  until  May  31,  but  if  conditions  continue  as  at 
present,  the  revenues  should  about  equal  those  of  last  year. 


The  nine-hour  day  bill,  covering  substation  or  switch- 
board operators  who  control  or  report  train  movements 
of  electric  railways,  has  been  killed  in  the  House. 


RAPID  TRANSIT  IN  CINCINNATI 

Representatives  of  a  number  of  civic  organizations  at- 
tended the  meeting  of  the  Rapid  Transit  Commission  of 
Cincinnati  at  the  Business  Men's  Club  on  Jan.  29.  Presi- 
dent Edwards  of  the  commission  explained  the  four  plans 
presented  by  the  engineers  recently  and  then  said  that  if 
the  east  and  west  sides  of  the  loop  in  scheme  No.  4  were 
built,  all  the  interurban  lines  with  one  exception  would  have 
entrance  to  the  business  section  of  the  city.  He  said  that 
this  line  could  be  brought  in  over  one  of  the  surface  tracks 
until  the  remainder  of  the  loop  is  completed.  The  cost  of 
constructing  the  two  sections  would  be  about  $3,000,000  less 
than  for  the  entire  loop.  A  suggestion  from  another 
speaker  that  only  one  side  of  the  loop  be  constructed  at  first 
met  with  disfavor. 

The  east  side  of  the  loop  extends  from  the  business  dis- 
trict to  Forest,  while  the  west  side  extends  to  Crawford. 
The  third  side  connects  these  two  points  and  passes  through 
Mitchell,  St.  Bernard,  Paddock  and  Montgomery.  Rapid 
transit  service  could  not  be  furnished  these  places  until  the 
city  is  able  to  build  the  third  section,  if  the  plans  suggested 
are  carried  out,  but  it  was  said  at  the  meeting  that  they 
do  not  form  a  portion  of  the  city  and  there  is  no  obligation 
to  furnish  their  residents  with  the  new  service  at  once. 

W.  W.  Freeman,  president  of  the  Union  Gas  &  Electric 
Company,  sent  a  communication  to  the  commission  in  which 
he  stated  that  his  company  would  do  everything  possible 
to  aid  in  the  improvement  and  that  power  might  be  fur- 
nished from  its  plants  for  the  operation  of  the  road  on  a 
more  economical  basis  than  if  generated  in  stations  built 
by  the  city.  The  commission  promised  to  give  this  matter 
serious  consideration. 

Walter  M.  Schoenle,  city  solicitor,  told  the  commission 
that  he  had  prepared  a  bill  for  introduction  in  the  Legisla- 
ture that  would,  if  passed,  result  in  relinquishing  the  city 
from  paying  a  rental  of  $32,000  a  year  for  the  use  of  the 
canal  bed  for  the  rapid  transit  line.  The  commission  de- 
layed any  expression  of  opinion  on  the  matter  until  the 
bill  has  received  careful  consideration. 


INDIANA  LEGISLATURE 

The  following  bills  have  been  introduced  in  the  Indiana 
House:  A  bill  providing  that  incorporated  towns  of  500 
or  more  inhabitants  may  by  order  of  the  Town  .Board  com- 
pel the  stationing  of  flagmen  or  installation  of  signal  sys- 
tems at  dangerous  railroad  or  interurban  crossings  within 
the  towns;  a  bill  amending  the  tax  laws  to  place  the  power 
of  evaluating  all  public  utilities  in  the  hands  of  the  State 
board  of  tax  commissioners;  a  bill  amending  the  old  rail- 
road commission  act  (now  thrown  under  the  Public  Service 
Commission)  providing  that  the  commission  shall  have  six 
months  instead  of  thirty  days  to  take  action  on  railroad 
tariffs;  a  bill  amending  the  present  2-cent  fare  law,  and 
fixing  the  maximum  fare  at  2%  cents  a  mile.     , 

In  introducing  the  last  measure,  Mr.  Waltz  called  the 
attention  of  the  General  Assembly  to  the  fact  that  the 
Interstate  Commerce  Commission  has  recommended  a  2%- 
cent  rate  in  interstate  business  and  that  the  various  states 
enact  laws  to  make  such  a  rate  legal  within  the  confines 
of  the  several  states. 

The  "anti-lobby"  bill  has  passed  the  Indiana  House,  and 
has  been  amended  and  passed  by  the  Senate.  One  of  the 
Senate  amendments  provides  that  if  any  newspaper  re- 
ceives compensation  for  printing  any  article  advocating 
or  opposing  any  measure  before  the  Legislature,  it  shall 
print  the  amount  of  the  compensation  received  for  such 
article  and  at  whose  instance  it  was  printed.  The  amended 
bill  has  been  approved  and  passed  by  the  House,  and  will 
probably  be  signed  by  the  Governor. 


SECURITY  SELLING  COMPANY  UNDER  INVES- 
TIGATION 

At  the  instance  of  the  Interborough-Metropolitan  Com- 
pany, New  York,  N.  Y.,  District  Attorney  Perkins  has  under 
investigation  the  Interborough-Metropolitan  Investing  &  Se- 
curity Company,  which  has  recently  been  selling  to  Italian 
subway  laborers  for  $24  a  share  Interborough-Metropolitan 
Company  common  stock  quoted  at  $11  and  $12  a  share.  The 
security  selling  company,  which  of  course  has  no  connection 
with  the  railway,  induced  the  Italians  to  purchase  these 
shares  through  advertising  in  Italian  newspapers.  The  ad- 
vertisement featured  the  great  "opportunity"  that  accom- 
panied the  sale  of  the  stock  at  $24,  but  carefully  refrained 
from  making  any  direct  promises  or  statements  that  might 
give  grounds  to  action  for  fraud.  The  railway  has. notified 
August  Belmont  &  Company,  transfer  agents,  not  to  trans- 
fer any  of  the  stock  to  the  Italian  buyers  and  altogether 
about  300  shares  of  stock  have  been  refused  for  transfer. 
It  is  reported  that  suit  will  be  brought  against  the  Inter- 
borough-Metropolitan Company  by  one  of  the  New  York 
Stock  Exchange  brokerage  houses  that  have  been  dragged 
into  the  affair,  to  recover  damages  for  the  holding  up  of  its 
stock  transfers.  The  railway,  however,  in  order  to  protect 
its  Italian  workers,  is  willing  to  allow  the  courts  to  decide 
the  legality  of  its  stand.  The  security  selling  company, 
which  is  said  to  be  headed  by  Roberto  Parodi,  was  formed 
to  deal  only  in  Interborough-Metropolitan  stock  and  has 
been  in  existence  for  little  more  than  two  week<?.  Accord- 
ing to  latest  advices,  Mr.  Parodi  has  been  arrested  on  the 
charge  of  grand  larceny  in  the  second  degree. 


BAY    STATE    ARBITRATION    HEARINGS 

Hearings  by  the  Bay  State  Street  Railway  wages  arbitra- 
tion board  were  suspended  during  the  week  ended  Jan.  30 
on  account  of  other  engagements  of  counsel.  At  the  later 
sessions  various  division  superintendents  located  at  impor- 
tant points  north  and  south  of  Boston  testified  that  the 
policy  of  the  company  was  one  of  leniency  toward  mistakes 
of  an  unintentional  character  and  that  there  was  no  diffi- 
culty in  securing  a  plentiful  supply  of  new  men  at  the  pre- 
vailing rate  of  wages.  Representatives  of  the  union  ad- 
mitted that  in  conferences  last  fall  the  company  had  offered 
to  put  into  effect  a  daily  guarantee  of  five  hours'  pay  for 
all  transportation  employees,  but  that  the  offer  was  refused 
by  the  union,  which  desired  a  seven-hour  guarantee.  P.  F. 
Sullivan,  president  of  the  company,  also  offered  to  increase 
the  wages  of  blue  uniformed  men  0.5  cent  an  hour  for  two 
successive  years,  pointing  out  at  the  conferences  that  the 
company's  finances  would  not  justify  a  further  advance. 
Extended  testimony  was  offered  by  employees  to  the  effect 
that  the  cost  of  living  has  risen  materially  in  the  last  five 
years  and  that  the  present  maximum  of  28  cents  an  hour 
should  be  increased  to  35  cents.  The  employees'  union  con- 
tends that  new  men  should  be  paid  30  cents  an  hour  and 
that  at  the  end  of  the  first  year  the  maximum  should  be  at- 
tained. The  company's  side  of  the  case  has  not  yet  been 
presented.  Prof.  Irving  Fisher  of  Yale  University  testified 
on  behalf  of  the  employees'  union  that  the  cost  of  living  has 
risen  about  50  per  cent  in  the  last  eighteen  years.  The  rise 
in  prices  is  the  resultant  of  five  different  factors:  amount  of 
money  in  circulation,  amount  of  deposits  subject  to  check, 
the  velocity  of  circulation,  activity  of  bank  accounts  and  the 
volume  of  trade.  Professor  Fisher  contended  that  $16  a 
week  is  the  minimum  wage  upon  which  a  family  of  five  can 
subsist. 


COUNCIL  MEETINGS  IN  CLEVELAND 

The  plan  to  have  the  Cleveland  (Ohio)  Railway  purchase 
the  North  Randall  line  at  $146,000  was  defeated  at  a  meet- 
ing of  the  City  Council  on  Feb.  1,  although  Peter  Witt, 
street  railway  commissioner,  favored  the  idea. 

The  street  railway  committee  has  presented  an  adverse 
report  on  Councilman  Gahn's  proposed  ordinance  requiring 
the  Cleveland  Railway  to  furnish  derailer  operators  at  all 
grade  crossings. 

In    reply   to    an    inquiry    from    Councilman    Dittrick,   on 


304 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


Feb.  1,  Mr.  Witt  said  that  the  $2,500,000  which  the  com- 
pany had  agreed  to  expend  in  extensions  and  betterments 
under  the  Tayler  agreement  has  been  exhausted.  Pro- 
posals for  the  expenditure  of  funds  for  this  purpose  must 
now  be  made  by  the  company.  Council  has  a  right  to  veto 
the  plans,  however.  The  money  has  been  used  for  the 
construction  of  division  carhouses  and  buildings,  track 
and  rolling  stock. 

Virgil  J.  Terrill  has  undertaken  to  relieve  certain  cities 
of  the  necessity  of  seeking  consents  from  the  owners  of 
property  abutting  on  proposed  street  railway  lines  by  in- 
troducing a  bill  in  the  Legislature  making  this  unnecessary 
in  cities  that  operate  under  a  charter  adopted  in  accordance 
with  the  State  constitution.  This  is  meant  to  apply  to 
Cleveland  and  especially  to  open  the  way  to  building  tracks 
on  Euclid  Avenue  between  East  Twenty-second  and  Fortieth 
Streets,  otherwise  known  as  "Millionaires'  Row."  The  city 
wants  this  section  of  road  built  the  coming  spring  and 
summer. 

The  Council  asked  the  company  to  operate  its  motor  buses 
on  East  Thirtieth  Street  to  test  the  need  for  a  crosstown 
line  at  that  point.  The  income  from  the  bus  operated  on 
Noble  Road  at  a  5-cent  fare,  for  December,  1914,  was  6.03 
cents  per  car-mile,  while  the  cost  of  operation  was  in  ex- 
cess of  20  cents,  it  is  said.  During  the  same  month  the 
bus  on  Pearl  Road  earned  only  4.68  cents  per  car-mile, 
with  the  cost  of  operation  about  the  same.  These  routes 
are  outside  the  city  limits. 


TRACKLESS  TROLLEY  BILL  IN  PENNSYLVANIA 

Representative  Cans  of  Philadelphia  has  introduced  a 
bill  in  the  Legislature  at  Harrisburg  that  would  overcome 
the  objections  of  the  Public  Service  Commission  to  granting 
charters  to  "trackless  trolley"  companies.  Recently  appli- 
cation was  made  to  the  commission  for  a  certificate  of 
public  convenience  by  the  Perkiomen  Electric  Transit  Com- 
pany, which  proposed  to  run  a  trackless  trolley  through 
the  Perkiomen  Valley.  The  commission  refused  the  appli- 
cation on  the  ground  that  under  the  general  corporation 
act  of  1874  no  provision  was  made  for  the  granting  of 
charters  for  such  a  company,  as  noted  in  the  Electric 
Railway  Journal  of  Jan.  16.  The  bill  of  Mr.  Gans  amends 
the  act  of  1874  governing  the  incorporation  of  motorbus 
and  omnibus  lines  by  providing  regulations  for  corpora- 
tions drawing  power  from  overhead  wires.  It  is  under- 
stood that  the  Perkiomen  company,  should  the  bill  become 
a  law,  will  apply  again  to  the  commission  for  a  charter. 


DETROIT  PURCHASE  NEGOTIATIONS 

James  Couzens,  president  of  the  Detroit  street  railway 
commission,  announced  in  an  interview  in  Detroit  news- 
papers that  negotiations  for  the  purchase  of  the  property 
of  the  Detroit  United  Railway  within  the  one-fare  zone 
would  be  undertaken  shortly  by  the  commission  on  the 
basis  of  the  appraisal  of  $21,000,000  made  for  the  commis- 
sion by  Prof.  E.  W.  Bemis.  He  intimated  that  the  city  had 
a  club  to  force  a  reasonable  price  in  the  3-cent  fare  ordi- 
nance which  was  dropped  at  the  time  the  day-to-day  agree- 
ment establishing  seven-for-a-quarter  tickets  was  reached. 
He  also  stated  that  if  the  people  rejected  the  price  as  agreed 
upon  by  the  commission  and  the  company  the  commission 
would  then  know  whether  the  electors  wanted  municipal 
ownership  and  what  plan  to  follow  thereafter.  Professor 
Bemis,  in  his  supplementary  report  to  the  commission,  fixed 
the  franchise  values  of  the  Detroit  city  lines  at  approxi- 
mately $2,.500,000,  making  the  total  appraisal  about  $21,- 
000,000  up  to  July  1,  1914.  Prof.  David  Friday,  of  the  Uni- 
versity of  Michigan,  who  appraised  the  franchises  for  the 
company,  set  the  value  at  $7,500,000. 


CLEVELAND  FARE  MATTER 

Members  of  the  Council  of  Cleveland,  Ohio,  are  threaten- 
ing the  Cleveland  Railway  with  an  invasion  of  auto  bus 
service.  Interviews  with  Councilman  William  Stolte  have 
appeared  in  the  local  papers  suggesting  bus  operation. 
Councilmen  W.  J.  Reynolds  and  J.  J.  McGinty,  however,  have 
seconded  his  ideas  to  a  large  extent.  They  will  try  to  have 
the  company  operate  its  three  auto  buses  on  East  Thirtieth 
Street,  where  the  next  crosstown   line  is  to  be  built,  and 


test  the  extent  to  which  a  bus  service  can  compete  with  the 
electric  railway.  These  vehicles  are  now  in  operation  on 
Noble  Road. 

Councilman  Dittrick  in  an  interview  on  Jan.  28  stated 
that  the  amount  paid  out  in  accident  claims  will  never  be 
less  so  long  as  the  cars  are  speeded  up  and  the  present 
schedules  are  maintained.  He  believes  that  people  will  have 
to  be  satisfied  with  a  few  minutes  added  to  the  running 
time  of  the  cars  if  they  wish  to  retain  the  low  fare. 

Several  councilmen  favor  the  plan  of  J.  J.  Stanley,  presi- 
dent of  the  company,  extending  the  Prospect  Avenue  line 
from  Fortieth  Street  to  Fifty-fifth  Street  and  linking  up 
one  of  the  West  Side  lines  with  it,  in  order  to  relieve  the 
congestion  at  the  Public  Square  by  running  cars  through. 
Within  a  short  time  it  is  thought  that  the  Euclid  line  will 
run  through  on  Euclid  and  not  around  on  Prospect,  as  at 
present. 


Bill  in  Kansas  Legislature. — A  bill  has  been  introduced 
in  the  Kansas  Senate  providing  that  at  all  railway  crossings 
in  Kansas  where  a  hedge  fence  approaches  the  crossing  the 
fence  must  be  kept  cut  down  to  a  height  not  exceeding  5  ft. 
for  a  distance  of  eight  rods  from  the  highway. 

Local  Control  of  Milwaukee  Utilities. — By  a  vote  of 
twenty-five  to  eleven,  the  Common  Council  of  Milwaukee 
on  Jan.  18  approved  a  bill  to  be  presented  to  the  State  Leg- 
islature asking  that  the  Wisconsin  Railroad  Commission  be 
relieved  of  all  jurisdiction  over  the  public  utilities  in  Mil- 
waukee, and  that  the  control  of  these  utilities  be  placed 
within  the  jurisdiction  of  the  Council. 

Legislation  on  Working  Conditions. — A  bill  has  been  in- 
troduced in  the  Ohio  House  which  will  require  that  street 
and  interurban  railways  have  motormen  and  conductors  in- 
structed in  their  work  for  fifteen  days  prior  to  taking 
charge  of  cars;  that  nine  hours  shall  constitute  a  work 
day,  which  is  to  be  completed  within  eleven  hours,  and  that 
motormen  and  conductors  shall  have  thirteen  consecutive 
hours  of  rest. 

Saskatoon  Railway  Results. — The  City  Council  of  Saska- 
toon, Sask.,  on  Jan.  7,  in  passing  the  street  railway  esti- 
mates for  this  year,  desired  to  have  the  commissioners 
bring  in  a  detailed  report  on  the  public  utilities,  of  which 
the  municipal  railway  shows  a  loss.  A  telegraphic  dispatch 
from  Saskatoon  states  that  notice  of  a  motion  has  been 
given  for  an  early  meeting  of  the  Council,  to  consider 
the  sale  of  the  municipal  railway. 

Report  on  Montreal  Franchises. — The  Board  of  Control 
of  Montreal,  Que.,  on  Jan.  4,  in  accordance  with  a  resolution 
passed  on  Dec.  30,  began  a  systematic  study  of  the  Montreal 
Tramway's  twenty-three  separate  franchises,  granted  by 
the  various  municipalities  now  forming  the  city  of  Montreal, 
and  the  numerous  engineering  and  statistical  reports  on 
the  system.  At  the  discussion  on  Jan.  9,  the  city  attorney 
was  asked  for  an  opinion  as  to  the  various  franchises,  the 
rights   comprised   in   them,   etc. 

Passaic  Gas  Rate  Case  Reopened. — The  New  Jersey  Court 
of  Errors  and  Appeals  on  Jan.  27  granted  a  rehearing  of 
the  Passaic  90-cent  gas  rate  case.  This  court,  as  noted  in 
the  Electric  Railway  Journal  of  Dec.  19,  page  1331,  re- 
versed the  decision  of  the  Public  Utilities  Commission  re- 
ducing the  gas  rate  to  90  cents,  on  the  ground  that  the  fran- 
chise values  of  the  gas  subsidiary  of  the  Public  Service 
Corporation  of  New  Jersey  had  not  been  considered  in  de- 
termining the  basis  for  a  fair  return.  No  date  has  yet  been 
set  for  the  rehearing. 

Brooklyn     Rapid     Transit     Assessment     Lowered. — The 

assessments  made  by  the  State  Tax  Commissioners  against 
the  Brooklyn  Rapid  Transit  System  for  the  1915  special 
franchise  tax  have  been  lowered  $3,000,000.  In  1913  the 
component  companies  were  assessed  at  sums  aggregating 
$47,130,835,  this  amount  being  voluntarily  cut  by  the  State 
Board  of  Equalization  in  1914  to  $34,356,263.  Corporation 
Counsel  Polk  has  protested  against  the  cut  on  the  ground 
that  the  cost  of  pavement  should  be  included  in  the  cost  of 
reproducing  the  tangible  property  in  the  streets. 

Legislation  in  Tennessee. — Three  measures  of  much  im- 
portance to  the  electric  railways  of  Tennessee  have  just 
been  introduced  in  the  State  Legislature.     One  would  give 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


305 


ejty  railways  the  right  to  acquire  and  operate  interurban 
lines.  Another  would  make  it  unlawful  for  passengers  to 
sell  or  give  away  transfers  and  provide  penalties  for  viola- 
tion of  the  law,  while  the  third  would  require  that  all  dam- 
age suits  to  persons  or  property  be  tried  in  counties  where 
the  accidents  out  of  which  they  grew  occurred,  except  when 
service  of  process  may  not  be  had  in  such  counties. 

Delay  on  New  York  Subway. — Drippings  of  water  and 
collections  of  dust  from  an  opening  near  the  Seventy-second 
Street  station  of  the  New  York  subway  caused  a  short- 
circuit  on  the  third-rail  on  one  of  the  uptown  express 
tracks  near  that  point  on  the  morning  of  Feb.  2.  The 
matter  would  have  been  remedied  in  about  ten  minutes  by 
the  switching  of  the  uptown  express  trains  to  the  uptown 
local  tracks  and  the  removal  of  the  defective  insulator  by 
a  repair  gang,  but  someone  rang  a  fire  alarm  signal  and 
the  fire  department  insisted  upon  stopping  all  traffic  and 
making  the  passengers  leave  all  trains  while  it  investigated 
the  trouble.  The  result  was  a  delay  of  an  hour  or  more 
during  the  height  of  the  rush-hour  traffic. 

Ontario  Hydro-Electric  Railways. — The  question  of  build- 
ing an  electric  railway  from  the  Niagara  frontier,  via 
Hamilton,  to  the  Georgian  Bay,  is  under  consideration  of 
the  Hydro-Electric  Power  Commission  of  Ontario.  Comp- 
troller Morris,  Hamilton,  stated  on  Jan.  4  that  F.  A.  Gaby, 
chief  engineer  of  the  commission,  had  shown  him  plans 
for  a  line  from  Queenston  and  Dunnville,  through  Hamil- 
ton, to  Georgian  Bay,  and  that  the  surveys  had  been  com- 
pleted for  this  and  connecting  lines  from  Dunnville  to 
Beamsville,  from  Queenston  to  Beamsville,  and  from 
Guelph  to  Toronto;  that  preliminary  surveys  had  been  made 
on  other  sections  of  the  district  to  be  served,  and  that  the 
surveys  would  be  resumed  almost  immediately.  The  con- 
struction of  the  line  would  depend  entirely  on  the  action 
Hamilton  was  prepared  to  take. 

Bills  Introduced  into  the  New  York  Legislature.— The 
following  measures  have  recently  been  introduced  into  the 
Legislature  of  New  York:  To  amend  the  public  service 
commission  law,  in  relation  to  the  free  transportation  of 
chiefs  of  police  of  the  municipalities  of  the  State;  to  amend 
the  code  of  criminal  procedure,  in  relation  to  the  payment 
of  expenses  and  prosecution  of  crimes  committed  on  rail- 
way trains;  to  amend  the  railroad  law,  in  relation  to  the 
names  of  railroad  stations;  to  make  an  appropriation  for 
the  elimination  of  certain  grade  crossings;  to  validate  the 
consolidation  of  the  Susquehanna  Valley  Electric  Traction 
Company  as  a  New  York  State  corporation,  with  the  Wav- 
erly,  Sayre  &  Athens  Electric  Traction  Company,  a  Penn- 
sylvania corporation,  by  which  the  Waverly,  Sayre  &  Athen- 
Traction  Company  was  formed;  to  amend  the  workmen's 
compensation  law  in  relation  to  abolishing  self-insurance. 

Disposition  of  Chicago's  Traction  Fund  Explained. — Mayor 
Harrison  of  Chicago  has  issued  a  statement  in  reply  to  nu- 
merous criticisms  regarding  the  loose  handling  of  the  $14,- 
000,000  traction  fund.  More  than  $2,500,000  of  the  fund  is 
kept  in  Chicago  banks.  The  records  of  authorization  for  dis- 
tributing the  remainder,  filed  in  the  city  comptroller's  office, 
show  that  the  city  has  been  taking  out  cash  for  the  last  four 
years  by  substituting  tax  anticipation  warrants.  These  war- 
rants are  said  to  be  a  first  lien  against  the  city's  taxes,  be- 
ing retired  as  rapidly  as  taxes  are  received.  'They  are  per- 
mitted to  be  issued  in  an  amount  equal  to  only  75  per  cent  of 
the  total  of  the  city's  share  in  the  taxes.  For  the  amount 
loaned  the  city  has  been  paying  the  banking  rate  of  3  per 
cent.  The  City  Council  has  taken  no  action  on  the  Mayor's 
proposal  to  contribute  a  portion  of  the  fund  to  a  pension  fund 
for  railway  employees.  It  was  assailed  by  the  employees' 
association  as  a  subterfuge  for  securing  votes. 

Merger  Measure  in  Washington. — Ben  Johnson,  chairman 
of  the  district  committee  of  the  House,  has  referred  to  the 
District  Commissioners  the  Page  bill,  which  would  authorize 
connecting  or  intersecting  street  railways  of  the  District 
of  Columbia  to  be  operated  under  joint  management.  The 
district  committee  will  take  no  action  on  the  bill  until  the 
commissioners  have  handed  in  their  recommendations.  The 
Page  bill,  in  short,  authorizes  any  street  railway  in  the 
District  to  acquire,  by  lease  or  purchase,  connecting  or 
intersecting  lines,  provided  the  holders  of  a  majority  of  the 
stock  of  the  two  lines  vote  for  consolidation  or  joint  man- 
agement.    It   is   stipulated,   however,   that   lines   which    so 


consolidate  shall  charge  only  a  single  fare  for  a  continuous 
ride  within  the  District  over  all  of  the  lines  affected  by  the 
consolidation.  It  is  also  stipulated  that  the  aggregate 
capital  stock  of  the  purchasing  company  shall  not  exceed 
the  combined  capital  stocks  of  the  contracting  companies. 

Massachusetts  Legislation. — Among  the  measures  intro- 
duced into  the  Massachusetts  Legislature  is  a  bill  providing 
that  the  rate  of  fare  on  street  railways  transporting  passen- 
gers from  one  town  to  another  shall  not  exceed  5  cents  where 
the  distance  involved  is  not  more  than  5  miles.  The  bill  is 
particularly  aimed  at  the  6-cent  fare  unit  established  on  the 
Middlesex  &  Boston  Street  Railway  by  recent  decision  of  the 
Public  Service  Commission  and  also  seeks  to  restrict  interur- 
ban fares  to  the  1-cent  per  mile  basis  indicated  above,  with- 
in the  5-mile  limit.  A  bill  has  been  introduced  into  the 
House  establishing  a  2.5-cent  fare  by  rebate  check  for  pas- 
sengers unable  to  obtain  seats  on  street  cars,  and  another 
bill  provides  that  all  street  railways  shall  equip  their  cars 
with  steps  not  more  than  8  in.  above  the  ground  and  with  a 
maximum  rise  of  7  in.  on  steps  leading  to  the  car  platform 
from  the  lowest  tread.  A  bill  is  also  before  the  House  re- 
quiring all  street  railways  to  meet  the  expense  of  oiling  sec- 
tions of  the  public  highways  covered  by  their  franchises, 
where  the  rest  of  the  traveled  way  has  already  been  oiled  by 
the  local  authorities. 

Suits  Against  Chicago  Railways  for  Ordinance  Violations. 
— In  accordance  with  the  general  policy  recently  adopted  by 
the  Chicago  city  administration  of  entering  suits  against 
railways  for  violation  of  city  ordinances,  more  than  100  suits 
have  been  begun  in  the  Municipal  Court  on  account  of  the 
failure  to  post  copies  of  the  traction  ordinances  in  the 
cars.  Another  suit  involves  the  right  of  passengers  to  de- 
mand and  receive  transfers  at  all  intersecting  points,  some 
of  which  were  specifically  excluded  by  provisions  in  the  1913 
merger  ordinance.  Still  other  suits  charge  the  Chicago  City 
Railway  with  posting  only  one  copy  of  transfer  regulations 
in  the  cars  instead  of  two,  as  required  by  the  ordinance.  Ac- 
tion on  suits  previously  brought  has  resulted  in  the  fact  that 
the  Surface  Lines  have  been  fined  in  the  Municipal  Court 
for  violating  the  ordinances  requiring  signs  on  cars  clearly 
to  designate  both  the  route  and  destination.  The  company 
was  fined  $25  in  each  of  sixty  cases.  Twenty-one  more 
sign  cases  have  just  been  submitted  to  the  court  and  a 
fine  of  $50  each  was  assessed  for  violating  the  city  ordi- 
nance. 


PROGRAMS  OF  ASSOCIATION  MEETINGS 


Central  Electric  Railway  Association 

The  program  for  the  annual  meeting  of  the  Central  Elec- 
tric Railway  Association,  to  be  held  at  the  Hotel  Severn, 
Indianapolis,  Ind.,  on  Feb.  25  and  26,  will  include  addresses 
by  Samuel  Ralston,  Governor  of  Indiana;  Judge  Thomas 
Duncan,  chairman  of  the  Indiana  Public  Service  Commis- 
sion; C.  Loomis  Allen,  president  of  the  American  Electric 
Railway  Association,  and  C.  E.  Peirce,  vice-president  of  the 
Manufacturers'  Association. 


A.  L  E.  E.  Mid-Winter  Convention 

The  third  New  York  mid-winter  convention  of  the  Ameri- 
can Institute  of  Electrical  Engineers  will  be  held  at  institute 
headquarters,  in  New  York,  on  Feb.  17,  18  and  19.  The  pro- 
gram will  be  of  a  general  nature.  Two  sessions  will  be 
under  the  auspices  of  the  transmission  committee;  one  of 
these  will  be  devoted  to  the  discussion  of  impact  testing  of 
high-tension  insulators;  the  other  to  miscellaneous  subjects 
connected  with  high  tension  wor!-.  Another  session  will  be 
devoted  to  papers  provided  by  the  electrophysics,  electric 
lighting  and  mining  committees.  The  last  technical  session 
of  the  convention  will  be  devoted  to  the  subject  of  applica- 
tion of  electric  motors,  and  a  number  of  prepared  discus- 
sions will  be  presented  giving  the  characteristics  of  each 
type  of  motor  which  govern  its  application  to  various  kinds 
of  work.  The  session  on  the  evening  of  Feb.  17  will  include 
addresses  by  a  number  of  prominent  engineers  on  the  gen- 
eral subject  of  the  status  of  the  engineer.  On  the  evening 
of  Feb.  18  a  dinner-dance  will  be  held  at  the  Hotel  Astor. 
The  afternoon  of  Feb.  19  will  be  devoted  to  inspection  trips 
to  points  of  engineering  interest. 


306 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


Financial  and  Corporate 

BANK  HOLDINGS  OF  PUBLIC  UTILITY  BONDS 

According  to  the  report  of  the  Comptroller  of  the  Cur- 
rency for  the  year  ended  June  30,  1914,  the  holdings  of 
public  utility  bonds  by  the  26,765  banks  of  all  kinds  in  the 
United  States  on  that  date  were  less  by  $137,500,000  than  on 
the  corresponding  date  in  1913.  At  the  same  time  holdings 
of  railroad  bonds  by  these  banks  increased  $145,100,000. 

This  decrease  in  public  utility  holdings  and  increase  in 
holdings  of  railroad  bonds  were  caused  by  changes  in  the 
investments  of  trust  companies  and  savings  banks.  The 
national  banks  took  the  opposite  course  in  increasing  their 
holdings  of  public  utility  bonds  and  decreasing  their  hold- 
ings of  railroad  bonds. 

The  holdings  of  these  classes  of  bonds  over  a  three-year 
period  are  as  follows: 

Public  Utility  Bonds 

1914                      1913  1912 

National  banks ?218,200,000      $197,400,000  $195,700,000 

Trust  companies 224,700,000         334,300,000  208,700,000 

State  banlts    50,800,000           52,900,000  53,600,000 

Savings  banks 88,500,000         135,300,000  143,500,000 

$583,900,000       $721,400,000       $603,500,000 

Railroad  Bonds 

National   banks   $341,700,000       $345,200,000  $384,300,000 

Trust  companies 395,300,000         297,200,000  380,200,000 

State  banks   76,600,000           65,500,000  71,500,000 

Savings  banks 859,600,000         821,500,000  794,100,000 

$1,675,300,000   $1,530,200,000  $1,631,600,000 

The  7525  national  banks  reporting,  increased  their  hold- 
ings of  public  utility  bonds  $20,800,000  in  the  period  from 
June,  1913,  to  July,  1914,  while  at  the  same  time  their  in- 
vestments in  railroad  bonds  decreased  $3,500,000.  The  1564 
trust  companies  in  this  period  increased  their  investments 
in  railroad  bonds  by  $98,100,000  and  decreased  their  holdings 
of  public  utility  bonds  by  $109,600,000.  The  14,512  state 
banks  decreased  their  public  utility  holdings  by  $2,100,000 
and  increased  their  investment  in  railroad  bonds  by  $11,100,- 
000.  The  2100  mutual  and  stock  savings  banks  increased 
their  investments  in  railroad  bonds  by  $38,100,000  and  de- 
creased their  public  utility  bond  holdings  by  $46,800,000. 

The  aggregate  amount  of  holdings  by  all  banks  on  June 
30,  1914,  was  $5,584,900,000,  of  which  10.43  per  cent  was  in 
public  utility  bonds.  The  proportion  of  public  utility  bonds 
to  the  total  holdings  by  each  class  of  banks  was  as- follows: 
State  banks,  13.70  per  cent;  mutual  savings  banks,  4.50  per 
cent;  stock  savings  banks,  0.427  per  cent;  private  banks, 
10.43  per  cent;  trust  companies,  17.82  per  cent;  national 
banks,  11.40  per  cent. 

CAPITALIZATION     REPORT     OF     NEW     YORK 
COMMISSION 

The  division  of  capitalization  of  the  Public  Service  Com- 
mission for  the  Second  District  of  New  York  reports  that 
the  net  amount  of  new  securities  authorized  during  the 
calendar  year  1914  was  $178,722,277.  Since  1907  the  com- 
mission has  authorized  nearly  a  billion  dollars'  worth  of  se- 
curities. A  large  part  of  the  increase  in  1914  was  probably 
due  to  refunding  operations  and  a  number  of  purchases 
where  securities  were  merely  exchanged.  During  the  year 
only  ninety-four  applications  were  made  for  authority  to 
issue  new  securities,  as  compared  to  126  in  1913  and  111  in 
1912.  For  the  first  time  since  it  was  created,  the  division 
began  the  new  year  with  practically  a  clean  slate.  Com- 
menting on  the  acquisition  of  one  property  by  another, 
H.  C.  Hopson,  chief  of  the  division,  says  that  in  many  cases 
the  purchasing  corporation  is  obliged  to  pay  a  price  in  ex- 
cess of  the  original  cost  of  the  physical  property  acquired. 
The  commission  allows  the  increased  purchase  price  but 
insists  upon  its  amortization  over  a  reasonable  number  of 
years.  This  practice  results  in  a  conservative  statement  of 
the  property  accounts  of  the  acquiring  company,  and  at  the 
same  time  makes  it  possible  to  put  into  effect  immediately 
the  savings  resulting  from  the  cutting  down  of  competition 
and  the  instituting  of  centralized  management.  Mr.  Hop- 
son  also  emphasizes  the  fact  that  corporations  should  take 
better  care  of  the  filing  of  their  vouchers  and  also  make 
better  explanations  for  entries  in  their  capital  accounts. 


ANNUAL  REPORT 

Lehigh  Valley  Transit  Company 

The  statement  of  income,  profit  and  loss  of  the  Lehigh 
Valley  Transit  Company,  Allentown,  Pa.,  for  the  year 
ended  Nov.  30,  1914,  follows: 

Operating  revenues : 

Revenue  from  transportation : 

Passenger    revenue." $1,446,694' 

Other  transportation  revenue 78,075 

Total $1,524,769 

Revenue    from    other    railway    operations :    Power 

sales,  etc 344,236 

Total  operating  revenue $1,869,005 

Operating  expenses 1,052,693 

Net  operating  revenue $816,312 

Taxes    97,961 

Operating  income    $718,351 

Non-operating  income: 

Dividend  income   $107,963 

Interest  on  notes,  bank  balances,  etc 14,985 

Total $122,948 

Gross  income $841,299 

Deductions  from  gross  income : 

Interest  on  funded  debt $530,894 

Rent  for  leased  roads 53,341 

Interest  on  unfunded  debt. 17,915 

Amortization  of  discount  on  funded  debt 20,432 

Miscellaneous  debits  ;  Legal  expenses,  etc 10,596 

Total $633,178 

Net  income   ■ $208,121 

In  spite  of  the  widespread  business  depression  and  the 
unusually  severe  winter,  the  gross  earnings  of  the  company 
increased  slightly  more  than  1  per  cent  during  the  year. 
The  report  states  that  the  company  maintained  its  property 
at  its  usual  standard  and  also  continued  to  carry  out  its 
original  program  of  improvements.  An  amount  of  22  per 
cent  of  the  gross  earnings  was  allowed  for  maintenance  and 
depreciation.  The  company  now  operates  167  miles  of  rail- 
way, of  which  146.38  miles  are  owned  and  20.62  miles  are 
leased.  Its  rolling  stock  consists  of  113  closed  cars,  forty- 
one  open  cars,  eleven  freight  cars  and  thirty  service  cars, 
making  a  total  of  195  cars. 

During  the  year  the  company  acquired  all  the  outstanding 
stock  of  the  Easton  Consolidated  Electric  Company.  This 
company,  in  addition  to  the  ownership  of  the  Edison  Illumi- 
nating Company  of  Easton,  owns  and  controls  54  miles  of 
railway  from  Easton  to  the  Bethlehem  district.  It  is  stated 
that  the  through  service  established  between  Easton  and 
Allentown  has  produced  a  large  increase  in  the  receipts  of 
this  line  over  the  previous  year,  to  the  profit  of  both  com- 
panies. The  surplus  earnings  of  the  controlled  company 
for  the  year  ended  Dec.  31,  1914  (December  estimated),  were 
stated  to  be  $87,163.  The  interest  charges  on  the  collateral 
trust  bonds  now  outstanding  amount  to  $55,446,  thus  leaving 
a  profit  of  $51,717  for  the  Lehigh  Valley  Transit  Company 
on  its  investment. 

In  regard  to  its  freight  and  express  service,  the  report 
says  that  an  efficient  service  of  this  character  is  operated 
from  all  points  on  the  Lehigh  Valley  Transit  Company  to 
Philadelphia  in  connection  with  the  freight  department  of 
the  Philadelphia  Rapid  Transit  Company.  Arrangements 
were  completed  to  include  the  Lansdale-Morristown  terri- 
tory on  Jan.  2,  1915.  The  company  rents  a  portion  of  the 
new  transfer  station  erected  by  the  Philadelphia  Rapid 
Transit  Company  at  Chestnut  Hill,  the  transfer  point.  Dur- 
ing the  year  the  surplus  from  the  freight  department  in- 
creased 25  per  cent  in  the  face  of  the  prevailing  adverse 
business  conditions.  Moreover,  the  surplus  from  the  Adams 
Express  Company  business  was  80  per  cent  more  than  during 
the  previous  year. 

In  summarizing  the  year's  work,  special  attention  was 
called  to  new  track  in  Allentown,  on  the  Bethlehem  Pike, 
and  in  New  Jersey;  the  installation  of  automatic  signals 
on  the  Slatington  Division;  the  removal  of  dangerous  curves 
and  steep  grades;  the  building  of  new  equipment  in  the 
company's  shops;  the  purchase  of  nine  new  prepayment 
cars  and  the  increased  patronage  of  the  company's  high- 
speed limited  service. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


307 


AMERICAN  CITIES  COMPANY  PROSPECTS 

Member  of  Visiting  Board  of  Directors  Describes  Conditions 
Existing  in  Company's  Subsidiaries 

The  board  of  directors  of  the  American  Cities  Company, 
\'ew  York,  recently  made  a  week's  tour  of  the  properties 

if  the  constituent  companies  at  Houston,  Tex.;  Little  Rock, 
Aik.;  Memphis,  Tenn.;  Knoxville,  Tenn.,  and  Birmingham, 
Ala.  One  of  the  directors,  Frank  B.  Hayne,  New  Orleans, 
in  describing  the  unanimous  conclusions  of  the  board,  states 
that  a  thorough  inspection  was  made  of  all  the  properties, 
iniluding  power  houses,  car  shops,  trackage  and  gas  works, 
and  the  physical  property  of  each  subsidiary  was  found  to 
be  modern,  up  to  date  and  competently  handled.  The  prop- 
erties are  fully  rounded  out  to  serve  each  community  ade- 
quately, and  the  existing  facilities  are  in  advance  of  require- 
ments. The  important  question  now  is  to  develop  fully  the 
available    business    for   which    the    systems    have    been    so 

ulequately  equipped. 
Continuing,    Mr.   Hayne   says: 

"A  most  gratifying  spirit  of  co-operation  on  the  part  of 
the  citizens  was  exhibited  toward  the  public  utilities  in 
each  city  visited.  It  was  very  pleasing  to  hear  one  Mayor 
refer  to  the  American  Cities  Company  as  the  greatest 
factor  in  helping  to  build  up  his  city.  In  each  city  we  were 
met  by  representative  men  who  spent  the  full  day  not  only 
in  going  around  the  properties  with  us,  but  also  in  ex- 
plaining the  advantages  and  constant  development  of  their 
cities.  It  was  most  encouraging  to  note  the  progressive 
development  of  these  communities,  and  to  know  of  the 
enthusiasm  of  each  with  respect  to  its  future  growth. 

"Of  equal  weight  with  this  spirit  of  co-operation  was  the 
outspoken  recognition  on  the  part  of  the  leading  citizens 
that  the  encouragement  of  outside  capital  was  of  the  highest 
importance,  that  the  most  successful  way  to  draw  additional 
outside  capital  to  their  cities  was  through  a  broad  distribu- 
tion of  the  local  company's  securities,  placed  in  the  hands 
of  satisfied  investors,  and  that  to  attack  outside  capital 
invested  in  their  cities  was  the  most  certain  way  to  de- 
prive their  communities  of  additional  outside  funds.  This 
attitude  toward  the  investment  of  capital  in  public  utility 

ompanies  is   most  encouraging." 


THIRD  AVENUE  DIVIDEND  RECOMMENDED 

\rter    Investigation,    Stockholders'    Committee     Asks    for 
Quarterly  Dividend  of  1  Per  Cent 

The  committee  of  stockholders  of  the  Third  Avenue  Rail- 
way, New  York,  N.  Y.,  appointed  by  President  Frederick 
W.  Whitridge  at  the  last  annual  meeting  to  investigate  the 
affairs  of  the  company,  as  noted  in  the  Electric  Railway 
Journal  of  Nov.  21,  1914,  submitted  a  report  on  Feb.  1,  in 
which  it  recommended  that  a  quarterly  dividend  of  1  per 
cent  be  declared  shortly  after  the  beginning  of  the  next  fiscal 
year,  to  be  paid  not  later  than  Oct.  1,  1915.  The  commit- 
tee stated  that  with  dividends  paid  at  such  a  rate,  there 
was  no  reason  why  the  assets  of  the  company  should  not 
continue  to  increase,  why  the  conservative  management  of 
the  company  should  suffer  interference,  or  why  the  com- 
pany should  not  be  able  to  keep  up  its  budget  requirements 
besides  adding  to  its  surplus. 

In  reaching  its  conclusions,  the  committee  said:  "The 
special  reserve  for  depreciation  and  contingencies  from  the 
statement  ended  June  30,  1914,  has  reached  a  total  amount 
of  $1,152,750.  This  amount  was  clearly  a  part  ,of  the  net 
earnings  of  the  property  and  should  be  considered  as  a  part 
of  the  surplus  earned  since  the  company's  organization, 
Jan.  1,  1912,  which  would  increase  the  net  income  from 
$2,050,173  to  $3,202,923.  In  1914  the  surplus  earnings  were 
$626,306  plus  the  reserve  created  for  depreciation  and  con- 
tingencies, or  $511,250— total,  $1,137,556.  These  figures 
show  that  the  net  earnings  of  the  company  for  1914  were 
the  equivalent  of  approximately  8  per  cent  on  the  stock, 
exclusive  of  the  high  maintenance  charges,  which  were 
themselves  a  very  liberal  offset  against  depreciation." 

The  report  gave  the  present  management  a  clean  bill  of 

health  and  found  that  the  physical  property  of  the  company 

;  is  in  commendable  condition.     In  regard  to  the  control  ex- 


ercised by  the  board  of  directors,  however,  the  committee 
reported  as  follows: 

"The  records  show  that  the  company's  directors,  collec- 
tively, have  at  no  time  owned  more  than  113  shares  of  the 
total  outstanding  stock.  The  directorate  is  justly  criticised 
as  representing  the  bondholders  and  not  the  stockholders. 
A  more  general  representation  of  the  latter's  interests  is 
desirable  as  a  matter  of  propriety  as  well  as  public  policy." 

The  committee  also  stated  that  the  annual  report  of  the 
company  should  be  in  the  hands  of  stockholders  thirty  days 
before  the  annual  meeting.  In  a  letter  to  the  board  of  di- 
rectors. President  Whitridge  agrees  to  this  recommendation, 
but  he  states  that  the  committee  is  in  error  in  considering 
the  depreciation  reserve  as  earnings.  Regarding  the  rep- 
resentative character  of  the  board,  he  says: 

"The  committee  is  mistaken  in  supposing  that  the  present 
board  represents  only  113  shares  of  stock.  One  director  is 
the  representative  of  a  company  which  has  6025  shares  of 
stock  in  its  name,  and  two  directors  are  members  of  firms 
which  at  the  time  of  the  stockholders'  meeting  held  2722 
shares  and  2015  shares,  respectively.  Besides  this,  I  be- 
lieve that  the  present  directors  represent  many  thousands 
of  shares  in  addition." 


British  Columbia  Electric  Railway,  Ltd.,  Vancouver,  B.  C. 

— It  is  announced  that  a  dividend  of  5  per  cent  per  year 
has  been  declared  on  the  preferred  ordinary  stock  of  the 
British  Columbia  Electric  Railway  for  the  half  year,  pay- 
able on  Feb.  1.  Last  year  a  dividend  of  6  per  cent  was 
paid. 

Brooklyn  (N.  Y.)  Rapid  Transit  Company. — In  regard 
to  the  gross  and  net  earnings  of  the  Brooklyn  Rapid  Tran- 
sit Company,  which  are  published  in  this  issue  in  the  Table 
of  Monthly  Earnings,  the  company  says  that  the  abnormal 
gain  in  the  operating  revenue  over  the  six  months  in  1913, 
$972,225,  or  7.69  per  cent,  was  caused  by  the  operation  this 
year  of  a  part  of  the  system  of  lines  of  the  Coney  Island 
&  Brooklyn  Railroad.  The  large  increase  in  operating  ex- 
penses, $801,834,  was  caused  by  the  same  factor.  The  de- 
crease in  fixed  charges,  $117,567,  was  brought  about  by  the 
conversion  of  refunding  4  per  cent  bonds  into  preferred 
stock.  At  the  recent  annual  meeting  of  the  company,  Eu- 
gene N.  Foss,  Boston,  was  added  to  the  board  of  directors 
to  fill  the  vacancy  caused  by  the  resignation  of  George  F. 
Porter.  At  the  present  time  the  company  has  8406  stock- 
holders, compared  to  6319  on  June  9,  1914,  and  3709  on 
June  9,  1913. 

Chicago  City  &  Connecting  Railways,  Chicago,  111. — The 
financial  statement  of  the  Chicago  City  &  Connecting 
Railways,  formed  as  a  collateral  trust  in  1910  to  hold  se- 
curities of  the  Chicago  City  Railway  and  various  connecting 
railways  serving  outlying  districts,  shows  that  the  gross 
income  for  the  year  ended  Dec.  31,  1914,  was  $2,052,026, 
consisting  of  $1,964,771  from  dividends  and  $87,255  from 
interest.  Disbursements  during  the  year  required  the  fol- 
lowing sums:  Bond  interest,  $1,100,000;  general  expense, 
$45,081,  and  interest  on  bills  payable,  $16,033,  a  total  of 
$1,161,114.  The  net  income,  therefore,  was  $890,912,  which 
after  a  deduction  of  $875,000  for  dividends  on  participation 
shares  gave  a  surplus  of  $15,912. 

Cleveland,  Youngstown  &  Eastern  Railway,  Cleveland, 
Ohio. — On  Jan.  30  Judge  Pearson  of  the  Cuyahoga  County 
Common  Pleas  Court  gave  the  Citizens'  Savings  &  Trust 
Company,  trustee  for  the  bondholders,  a  judgment  for  $53,- 
560  against  the  Cleveland,  Youngstown  &  Eastern  Railway 
on  mortgages  covering  the  portion  of  its  line  in  Geauga  and 
Portage  Counties.  Receiver  Robert  Beatty,  whose  appoint- 
ment was  noted  in  the  Electric  Railway  Journal  of  Jan. 
2,  was  ordered  to  sell  that  portion  of  the  property  within 
ten  days,  unless  the  mortgage  is  satisfied  within  the  period. 
Bondholders  charge  that  the  line  has  been  allowed  to 
deteriorate. 

Columbus  Railway,  Power  &  Light  Company,  Columbus, 
Ohio. — The  stockholders  of  the  Columbus  Railway,  Power 
&  Light  Company  on  Jan.  26  approved  the  proposition  to 
purchase  the  Columbus  Light,  Heat  &  Power  Company. 
Previous  references  to  this  purchase  were  made  in  the 
Electric  Railway  Journal  of  Nov.  7,  Nov.  14,  and  Nov. 
28,  1914,  and  Jan.  9  and  Jan.  23,  1915. 


308 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  6 


Electric  Bond  &  Share  Company,  New  York,  N.  Y.— The 

directors  of  the  Electric  Bond  &  Share  Company  have  called 
a  special  meeting  of  stockholders  on  Feb.  17  after  the  reg- 
ular annual  meeting  for  the  purpose  of  authorizing  an  in- 
crease in  the  company's  capitalization  from  $10,000,000  to 
$16,000,000  through  adding  $3,000,000  of  6  per  cent  pre- 
ferred stock  and  $3,000,000  of  common  stoqk. 

Gary  &  Interurban  Railroad,  Gary,  Ind. — It  has  just 
been  announced  that  the  payment  of  coupons  due  on  Sept. 
1,  1914,  on  the  $350,000  of  6  per  cent  convertible  notes  of 
the  Gary  &  Interurban  Railroad,  which  payment  was  for  a 
time  deferred,  was  made  on  Nov.  29,  1914. 

Long  Island  Railroad,  New  York,  N.  Y. — Dick  Brothers  & 
Company,  New  York,  are  asking  for  proxies  to  be  used 
at  the  annual  meeting  of  the  Long  Island  Railroad  on  April 
13.  It  is  asserted  by  the  bankers  that  during  the  fourteen 
years  when  the  Pennsylvania  Railroad  has  operated  this 
property  the  debts  have  increased  more  than  $50,000,000, 
and  the  net  earnings  have  been  reduced  from  a  substantial 
surplus  to  a  deficit  in  1915  of  almost  $1,000,000.  Accord- 
ing to  a  statement  issued  by  President  Ralph  Peters,  the 
Pennsylvania  Railroad  acquired  its  interest  in  the  stock 
of  the  Long  Island  Railroad  in  1901.  At  that  time  the 
Long  Island  Railroad  was  not  paying  dividends  and  had  not 
paid  any  for  five  years.  The  property  needed  rehabilitation 
to  eliminate  grade  crossings  and  electrify  its  road.  This 
work,  which  is  approaching  completion,  has  involved  an 
outlay  of  about  $50,000,000,  and  has  been  accomplished 
largely  through  the  co-operation  of  the  Pennsylvania  Rail- 
road and  by  the  use  of  that  company's  credit,  without  any 
assistance  from  the  other  stockholders.  Mr.  Peters  men- 
tioned several  improvements  which  have  been  to  the  ad- 
vantage of  the  Long  Island  Railroad,  but  which  have  been 
paid  for  by  the  Pennsylvania  Railroad.  In  his  opinion  the 
charges  made  for  the  use  of  the  Pennsylvania  Terminal  and 
the  East  River  Tunnels  are  moderate,  and  the  result 
through  their  aid  has  been  a  large  increase  in  passenger 
traffic. 

Mexico  Tramways,  Mexico  City,  Mexico. — It  is  reported 
that  the  Mexico  Tramways  has  deferred  the  interest  due 
on  Jan.  1  on  $6,083,333  of  6  per  cent  mortgage  second  issue 
bonds.  The  company  has  interest  due  on  March  1  on  $10,- 
298,000  of  first  consolidated  bonds,  and  it  is  probable  this 
will  also  be  defaulted,  as  conditions  in  Mexico  are  not  im- 
proving. 

Michigan  Railway,  Kalamazoo,  Mich. — E.  W.  Clark  & 
Company,  Philadelphia,  are  offering  to  yield  about  6.5  per 
cent  the  unsold  portion  of  an  issue  of  $5,000,000  of  first 
lien  6  per  cent  five-year  gold  notes  of  the  Michigan  Rail- 
way. The  notes  are  dated  June  1,  1914,  and  mature  on 
June  1,  1919.  The  payment  of  principal  and  interest  is 
guaranteed  by  the  controlling  company,  the  Commonwealth 
Power,  Railway  &  Light  Company.  A  full  description  of 
this  issue  was  given  in  the  Electric  Railway  Journal  of 
June  27,  1914,  in  connection  with  the  original  offer  of  the 
notes. 

Monterey  &  Pacific  Grove  Railway,  Monterey,  Cal. — At  a 

recent  meeting  of  .the  bondholders  of  the  Monterey  &  Pacific 
Grove  Railway,  a  protective  committee,  consisting  of  Car- 
ver Pomeroy,  W.  F.  Williamson  and  R.  H.  Cross,  was  ap- 
pointed. The  interest  default  on  the  first  mortgage  6  per 
cent  bonds  of  this  company  was  noted  in  the  Electric  Rail- 
way Journal  of  Jan  23.  "Jitney"  bus  competition  was 
stated  to  be  the  cause  of  the  default.  This  company  is 
controlled  by  the  Coast  Valleys  Gas  &  Electric  Company, 
a  subsidiary  of  the  California  Railway  &  Power  Company. 
New  England  Investment  &  Security  Company,  Spring- 
field, Mass — The  Boston  News  Bureau  of  Jan.  27  says:  "On 
April  1  the  $13,709,000  of  New  England  Investment  &  Se- 
curity Company  debentures  would,  under  their  indenture, 
be  entitled  to  a  2  per  cent  interest  payment,  or  one-half  of 
1  per  cent  more  than  the  semi-annual  rate  during  the  first 
five  years  of  their  fifteen-year  term.  According  to  the 
last  New  Haven  report,  these  debentures  were  owned  by 
the  New  England  Navigation  Company  and  carried  by  it 
at  a  book  value  of  almost  par,  although  appraised  at  only 
$9,000,000  as  collateral  behind  the  $20,000,000  of  short-term 
notes  of  the  New  England  Navigation  Company.  An  un- 
derstanding has  recently  been  reached  with  the  New  Haven 


interests  by  which  the  latter  will  on  April  1  receive  but  1 
per  cent  on  these  notes  and  be  afterwards  allotted  the  full 
interest  rate  only  if  earned.  Without  such  a  reduction  in 
charges,  the  income  of  the  New  England  Investment  Com- 
pany for  the  last  six  months  would  have  been  considerably 
short  of  the  2  per  cent  semi-annual  disbursement  made  on 
Jan.  1  on  its  40,000  preferred  shares.  Holders  of  about 
34,000  shares  of  preferred  stock  who  last  autumn  contributed 
$10  per  share  toward  the  purchase  of  the  company's  1000 
shares  of  common  stock,  are  likely  to  receive  back  from 
the  protective  committee  which  has  closed  that  transaction 
not  far  from  $1.75  per  share.  This  means  that  Sanderson 
&  Porter  received  about  $275,000  for  the  common  stock,  as 
compared  to  the  $200,000  which  they  paid  for  it." 

New  York  State  Railways,  Rochester,  N.  Y. — Harris, 
Forbes  &  Company,  New  York;  N.  W.  Harris  &  Company, 
Inc.,  Boston,  and  the  Harris  Trust  &  Savings  Bank,  Chi- 
cago, are  off'ering  for  sale  fifty-year  first  consolidated  mort- 
gage 4%  per  cent  gold  bonds  of  the  New  York  State  Rail- 
ways. These  bonds  are  dated  1912  and  due  Nov.  1,  1962, 
but  are  callable  at  105  and  interest  on  any  interest  date. 
The  purchase  of  these  bonds  through  J.  P.  Morgan  &  Com- 
pany for  a  banking  syndicate  was  noted  in  the  Electric 
Railway  Journal  of  Jan.  30.  An  amount  of  $6,925,000  of 
this  issue  is  already  listed  on  the  New  York  Stock  Ex- 
change, and  application  will  be  made  to  list  the  remainder. 

Oakland,  Antioch  &  Eastern  Railway,  Oakland,  Cal. — The 
committee  appointed  on  Dec.  11  by  the  security  holders  of 
the  Oakland,  Antioch  &  Eastern  Railway  to  look  into  the 
affairs  of  the  company,  as  noted  in  the  Electric  Railway 
Journal  of  Dec.  19,  has  reported  unfavorably  upon  the  plan 
of  the  management  for  the  financing  of  the  company  dur- 
ing the  next  three  years.  The  main  finding  of  the  com- 
mittee is  that  the  plan  is  unfair  to  the  bondholders,  in  that 
it  would  increase  the  liabilities  of  the  company  by  creating 
new  debts  through  the  issuance  of  new  notes  and  the  pledg- 
ing of  new  bonds.  After  the  report  was  submitted  the  se- 
curity holders  authorized  the  appointment  of  a  new  com- 
mittee of  seven  members,  three  to  be  appointed  by  the 
security  holders,  three  by  the  directors  and  the  seventh 
member  by  the  two  foregoing  groups.  It  is  reported  that 
the  time  for  the  payment  of  the  assessment  of  $1.50  per 
share  on  the  stock  of  this  company  and  of  $3  per  share 
on  the  stock  of  the  Oakland  &  Antioch  Railway,  called  for 
Jan.  15,  has  been  extended  to  Feb.  13. 

Ohio  Traction  Company,  Cincinnati,  Ohio. — On  Jan.  25 
the  Ohio  Public  Utilities  Commission  authorized  the  Ohio 
Traction  Company  to  issue  $1,500,000  of  6  per  cent  gold 
coupon  notes  to  be  sold  for  the  highest  price  obtainable  but 
for  not  less  than  95.  These  notes  mature  as  follows:  Sept. 
1,  1916,  $200,000;  Sept.  1,  1917,  and  Sept.  1,  1918,  $300,000, 
and  Sept.  1,  1919,  and  Sept.  1,  1920,  $350,000.  This  issue 
has  been  authorized  to  take  the  place  of  $750,000  of  5  per 
cent  preferred  stock  authorized  in  1912  to  be  sold  at  90,  and 
$300,000  authorized  in  1913,  which  the  company  has  been 
unable  to  market  on  the  terms  prescribed  by  the  com- 
mission. The  proceeds  from  this  note  issue,  just  as  in  the 
original  authorization  of  the  stock,  are  to  be  used  to  reim- 
burse the  company  for  expenditures  made  on  capital  ac- 
count. 

Quebec  Railway,  Light,  Heat  &  Power  Company,  Quebec, 
Can. — The  Quebec-Jacques  Cartier  Electric  Company,  a  sub- 
sidiary of  the  Quebec  Railway,  Light,  Heat  &  Power  Com- 
pany, has  defaulted  interest  on  its  first  mortgage  5  per  cent 
bonds  due  on  Dec.  1,  1914,  and  a  protective  committee  has 
been  formed  with  the  Bankers  Trust  Company,  New  York, 
as  depository.  It  is  reported  that  the  subsidiary  is  simply 
taking  advantage  of  the  ninety-day  period  of  grace  allowed 
by  the  indenture  and  that  arrangements  will  be  made  by 
March  1,  when  foreclosure  proceedings  would  be  possible, 
to  pay  the  interest. 

Republic  Railway  &  Light  Company,  New  York,  N.  Y. — 
White,  Weld  &  Company  and  Montgomery,  Clothier  &  Tyler, 
both  of  New  York,  are  offering  for  sale  at  98%  and  in- 
terest, to  yield  6V4  per  cent,  5  per  cent  secured  gold  notes 
of  the  Republic  Railway  &  Light  Company,  dated  April  1, 
1912,  and  due  on  Jan.  1,  1916.  These  notes  are  redeemable 
at  100  and  interest  at  thirty  days'  notice.  They  are  secured 
by  deposit  with  the  trustee  of  98.5  per  cent  of  the  stock  of 


\ 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


309 


the  Mahoning  &  Shenango  Railway  &  Light  Company,  and 
are  also  a  first  lien,  through  deposit  of  first  mortgage  bonds, 
(HI  new  power  house  and  other  physical  property  costing 
more  than  $1,720,000. 

San  Francisco-Oakland  Terminal  Railways,  San  Francisco, 
(ill. — The  California  Railroad  Commission  has  issued  a 
notice  to  the  effect  that  it  will  conduct  on  its  own  initiative 
an  investigation  as  to  the  value  of  the  property  of  the  San 
I"  luncisco-Oakland  Terminal  Railways.  A  public  hearing  in 
the  matter  has  been  set  for  Feb.  23  in  San  Francisco  before 
I  ommissioner  Phelen. 

['win  City  Rapid  Transit  Company,  Minneapolis,  Minn. — 
I  lonald  Goodrich,  who  is  a  son  of  C.  G.  Goodrich,  president 
Twin  City  Rapid  Transit  Company,  has  been  elected  a  direc- 
tor to  succeed  Sir  Henry  M.  Pellatt.  It  is  reported  that  a 
proposition  to  reduce  the  membership  of  the  board  from 
twelve  to  eleven  will  be  taken  under  consideration  at  a  later 
date. 

United  Light  &  Railways  Company,  Grand  Rapids,  Mich. — 
N.  W.  Halsey  &  Company,  New  York,  are  placing  on  a  6% 
per  cent  basis  $1,500,000  of  6  per  cent  gold  coupon  notes 
ol'  the  United  Light  &  Railways  Company.  These  notes  are 
dated  Jan.  1,  1915,  and  are  due  Jan.  1,  1918,  and  Jan.  1,  1920, 
!'  it  are  callable,  all  or  in  part,  upon  four  weeks'  i)^tice  at 
I  and  interest  and  101  and  interest,  respectively.  The 
.  oceeds  of  these  notes  will  be  used  to  complete  payments  on 
)  property  heretofore  acquired  and  to  reimburse  the  treasury 
'  for  improvements  to  subsidiary  properties.  The  notes  will 
be  secured  by  deposit  with  the  New  York  Trust  Company, 
as  trustee,  of  $2,000,000  of  first  and  refunding  mortgage 
5  per  cent  bonds,  due  in  1932.  The  authorized  note  issue  is 
$3,000,000,  but  in  addition  to  the  present  $1,500,000,  more 
notes  may  be  issued  only  as  additional  bonds  are  pledged 
and  only  in  an  amount  not  to  exceed  75  per  cent  of  their  par 
value. 


Traffic  and  Transportation 


DIVIDENDS   DECLARED 

Boston  (Mass.)  Elevated  Railway,  quarterly,  1%  per  cent. 

Illinois  Traction  System,  Peoria,  111.,  quarterly,  3  per 
cent,  common. 

Lincoln  (Neb.)  Traction  Company,  quarterly,  IV2  per 
cent,  preferred. 

Ohio  Traction  Company,  Cincinnati,  Ohio,  quarterly,  IV* 
per  cent,  preferred. 

Union  Street  Railway,  New  Bedford,  Mass.,  quarterly, 
2  per  cent. 


ELECTRIC   RAILWAY  MONTHLY   EARNINGS 


AMERICAN    RAILWAYS,    PHILADELPHIA,    PA. 

Gross  Operating         Net  Fixed  Net 

Period  Earnings  Expenses    Earnings  Charges     Surplus 

Im.,  Dec,     '14       $467,973  

i     1 13         462,149  

16 14      2,866,770  

1     6 13      2,872,839  


ATLANTIC  SHORE  RAILWAY, 
Im.,  Dec,     '14         $23,722       *$22,873 
1 13  24,608         •21,377 


SANFORD, 

$849 
3,231 


MAINE 


BROOKLYN    (N.  Y.)    RAPID  TRANSIT  COMPANY 

6m.,    Dec,'14  $13,607,760  $7,521,934  $6,085,826  $2,350,593  t$3,096,993 

16 13    12,635,535    6,720,100    5,915,435     2,733,794     t2, 733, 793 

CLEVELAND,     SOUTHWESTERN     &     COLUMBUS     RAILWAY, 

CLEVELAND,  OHIO. 

1     Im.,  Dec,     '14         $96,900         $62,470       $34,430       $30,791         $3,639 

1     1 13         105,365  62,807         42,557         33,087  9,470 

112"        "         '14      1,255,283         757,020       498,262       386,725       111,537 
jl2"        "         '13      1,255,235         759,387       495,848       381,930       133,918 

INTERBOROUGH   RAPID    TR.\NSIT    COMPANY,   NEW   YORK, 

I  N.  Y. 

,    Im.,  Dec,     '14   $3,000,365  $1,365,197  $1,635,168   $913,036   t$776,416 

'    1 13      3,035,729    1,332,748    1,702,981      913,149      t843,904 

16 14   16,270,705     7,404,178    8,866,527  7,209,819  13,689,954 

:     6 13   15,999,453    8,866,527    7,132,926  7,209,819  JS, 272, 574 

*  MONONGAHELA  VALLEY  TRACTION  COMPANY,  FAIRMONT, 
I  W.   VA. 

'  12m.,  Dec,     '14       $968,389       $415,724     $552,665    $308,642    $244,023 
■12 13         960,262         346,712       613,549       298,048       315,501 

I  PHILADELPHIA   (PA.)  RAPID  TRANSIT  COMPANY 

I     Im.,  Dec,     '14   $2,074,523   $1,202,654    $871,869     $807,016       $64,853 

!     1 13      2,141,522      1,248,860       892,662       808,663  83,999 

!    6 14   11,945,123      6,898,721   5,046,402   4,847,955       198,447 

6  "        "         '13   12,239,537      7,136,034   5,103,503   4,796,161       307,342 

•Includes  taxes,     flncludes  adjustments.    Jlncludes  other  income. 


THE  "JITNEY"  BUS 


Thirty-nine  Cities  Have  at  the  Present  Time  Been  Invaded 
by  the  Fare  Snipers 

Among  the  cities  in  which  "jitney"  bus  services  have 
been  installed  are  Los  Angeles,  Oakland,  Pasadena,  Fresno, 
San  Diego,  San  Francisco,  Portland,  Seattle,  Tacoma,  Van- 
couver, El  Paso,  Houston,  Galveston,  Ft.  Worth,  Dallas, 
Austin,  San  Antonio,  Beaumont,  Wichita,  Lawrence,  Topeka, 
Emporia,  Kansas  City,  Joplin,  St.  Joseph,  St.  Louis,  Ogden, 
Birmingham,  Des  Moines,  Fort  Smith,  Oklahoma  City, 
Tulsa,  Denver,  Baltimore,  Sterling,  111.;  Pittsburg,  Kan.; 
Omaha,  New  Orleans  and  Detroit. 

"Jitney"  owners  in  Kansas  City  have  been  besieging  the 
casualty  companies  for  liability  insurance,  but  without  suc- 
cess. A  slight  accident,  when  a  small  car,  heavily  loaded, 
overturned  at  a  curve,  injuring  three  persons,  has  brought 
to  the  attention  of  the  drivers  and  owners  the  question  of 
responsibility  for  damages.  One  insurance  agent  said: 
"We  are  very  careful  in  writing  liability  on  automobiles, 
and  it  is  unlikely  that  any  cars  in  the  service  have  pre- 
viously been  covered.  The  car  must  be  paid  for  or  be 
backed  by  substantial  assets  before  we  write  it.  Such  cars 
are  not  going  into  the  'jitney'  business." 

No  action  has  been  taken  at  Kansas  City  so  far  to  cancel 
liability  insurance  on  automobiles  that  are  put  into  "jitney" 
service,  but  such  procedure  was  intimated.  Liability  com- 
panies seem  uncertain  as  to  whether  the  usual  double  in- 
demnity for  injury  while  riding  in  a  public  conveyance 
would  be  collectible  by  the  holder  of  a  personal  accident 
policy. 

The  Kansas  City  Times  is  carrying  a  column  headed 
"Kansas  City's  'Jitney'  Service,"  under  which  the  bus  routes 
so  far  established  are  enumerated  and  number  of  cars  and 
leaving  times  given  wherever  possible,  and  also  the  name 
of  the  person  operating  the  route. 

So  significant  does  the  San  Antonio  Express  consider  the 
bus  situation  that  in  its  issue  of  Jan.  20  it  reproduced 
under  a  heading  from  San  Diego,  Cal.,  the  entire  letter  of 
William  Clayton,  managing  director  of  the  San  Diego 
Electric  Railway,  addressed  to  the  Common  Council  of  that 
city.  This  communication  had  been  published  in  abstract 
in  the  Electric  Railway  Journal. 

The  chief  engineer  of  the  Public  Service  Commission  of 
the  State  of  Washington  has  reported  to  Chairman  Charles 
Reynolds  of  the  commission  in  regard  to  the  operation  of 
the  "jitney"  buses  in  Seattle.  He  recommends  that  im- 
mediate action  be  taken  to  remedy  the  situation.  Accord- 
ing to  the  engineer  the  Seattle  Electric  Company  is  losing 
$2,450  in  revenues  daily,  while  the  bus  drivers  are  making 
an  average  net  profit  or  wage  of  $2.33  a  day.  The  report 
says  that  the  518  buses  in  that  city  are  carrying  49,000 
passengers  daily  who  formerly  rode  on  the  electric  street 
railways. 

Councilman  Allen  Dale,  of  Seattle,  is  fathering  a  bill  to 
compel  bus  owners  to  come  under  identical  regulation  with 
the  street  railways  in  the  matter  of  handling  passengers, 
gross  earning  tax,  construction  of  bridges  and  maintenance 
of  paved  streets.  Councilman  Hesketh  seeks  to  have  the 
capacity  of  every  vehicle  operated  for  hire  limited  to  its 
seating  capacity.  A  third  ordinance  is  in  course  of  prepa- 
ration to  settle  definite  routes  of  travel  through  the  down- 
town streets  for  buses.  "Jitney"  bus  drivers  will,  how- 
ever, come  under  the  provisions  of  the  ordinance  recently 
passed  by  the  City  Council  requiring  all  drivers  of  motor 
vehicles  for  hire  to  pass  not  only  a  medical  examination 
but  one  as  to  proficiency  in  handling  cars  on  crowded  thor- 
oughfares.    This  ordinance  becomes  effective  on  Feb.  7. 

Objection  to  the  operation  of  buses  has  taken  a  new  turn 
at  North  Yakima,  Wash.  In  that  city  the  Electrical  Work- 
ers' Union  has  gone  on  record  as  being  opposed  to  the 
buses  on  the  ground  that  they  are  jeopardizing  the  street 
railway   service  with  the  result  that  many  street  railway 


310 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


men,  among  them  electrical  workers,  will  be  thrown  out  of 
employment. 

The  "jitney"  bus  has  made  its  appearance  in  Detroit, 
one  car  operating  on  Woodward  Avenue  the  early  part  of 
the  week  ended  Jan.  30.  Newspaper  announcements  state 
that  others  are  to  be  placed  in  service.  It  has  also  been 
announced  that  a  company  is  to  be  organized  to  run  the 
buses  along  systematic  lines. 

Interviewed  by  the  Oklahoma  News  in  regard  to  the 
"jitney"  bus,  George  W.  Knox,  general  manager  of  the 
Oklahoma  Railway,  said  in  part: 

"I  am  not  at  all  downhearted  about  the  little  pest  that 
has,  I  am  sure  it  will  prove,  temporarily  infested  itself 
upon  us.  It  is  only  another  example  of  one  of  the  char- 
acteristic spasms  of  the  American  people  to  try  something 
new,  and  the  scheme  will  have  to  run  its  course,  regardless 
of  the  economic  features  involved;  that  is,  duplicating  an 
already  adequate  service  means  someone  is  squandering 
or  losing  resources  and  the  fiddler  vsdll  have  to  be  paid 
finally,  and  it  is  inevitable  that  the  public  will  have  to  foot 
the  bill. 

"Anyone  who  owns  an  automobile,  if  he  will  take  just  a 
few  moments  of  his  time  and  will  be  honest  with  himself, 
will  be  able  to  demonstrate  that  by  this  system  it  is  not 
possible  to  transport  passengers  for  5  cents,  even  short 
distances,  at  a  profit.  Taking  a  few  concrete  examples, 
here  is  a  case  where  under  most  favorable  conditions  the 
'jitney'  service  has  been  applied  with  the  following  results: 

Average  hours  per  day  of  cars  In  service 15 

Average  speed  in  miies,  per  liour 14 

Average  earnings  per  car,  per  liour,  in  cents 70 

Average  earning  per  car,  per  mile,  in  cents 5 

Operating  costs,  in  cents: 

Oil  and  gasoline,  per  mile , 1 

Tires  and  tubes,  per  mile 1 

Maintenance,  per  mile 1% 

Pepreciation,  per  mile 1 

Wages  of  operators,  per  mile 2 

Total  cost  of  operation  per  mile evi 

"The  cars  used  in  the  above  mentioned  instance  were  the 
best  type  of  light  efficient  machines  made.  If  larger  ca- 
pacity cars  are  used,  the  cost  of  operation  will  be  nearly 
doubled.  As  further  evidence  of  the  failure  of  the  plan, 
it  is  known  that  a  well-organized  and  equipped  auto  bus 
concern  on  the  Pacific  coast  has  had  to  go  into  the  hands 
of  a  receiver  and  has  quit  business. 

"I  have  always  found  the  people  of  Oklahoma  fair,  and 
in  fact,  the  great  strides  made  in  its  wonderful  develop- 
ment are  due  to  the  spirit  of  fairness  manifested,  one 
business  toward  the  other,  so  it  will  be  in  this  matter, 
further  than  this — ish  ka  bibble." 

The  State  Board  of  Equalization  of  California,  in  its  re- 
port, says: 

"The  Pacific  Electric  Railway,  which  has  made  careful 
observation  of  automobile  competition  with  its  lines,  reports 
to  this  board  that  the  company  alone  is  losing  $20,000  a 
month  or  .$240,000  per  annum  from  this  cause.  The  State 
tax  on  that  alone  would  have  been  $11,400.  One  company 
alone  carried  122,686  passengers  in  a  period  of  thirteen 
days  with  an  estimated  revenue  of  nearly  $24,000.  It  is 
probable  the  State  loss  from  this  source  is  at  least  $200,000 
per  annum. 

"In  addition  to  the  big  double-deck  buses  and  other  large 
motors  that  ply  over  more  or  less  regular  routes  and  on  a 
more  or  less  definite  time  schedule,  there  are  many  smaller 
vehicles  plying  for  hire  on  less  regular  schedules,  all  doing 
the  same  kind  of  business  which  comes  under  the  purview 
of  the  State  tax  system.  It  would  appear  that  the  State 
tax  system  ought  to  be  extended  to  cover  these  carriers, 
both  to  protect  the  State  revenues  and  in  justice  to  the 
taxed  transportation  companies." 

The  Denver  Tramway  Company  has  issued  a  modern  fable, 
entitled  "The  Landlord,"  written  by  John  A.  Beeler,  vice- 
president  and  general  manager.  In  this  fable  the  munici- 
pality represents  the  landlord;  and  the  premises,  the  city 
streets.  The  moral  is  that  the  taxes  and  sums  paid  for  city 
improvements  by  the  tramway  are  of  more  importance  to  the 
landlord  than  the  insignificant  license  fees  paid  by  "jitney" 
bus  operators.  In  addition  to  the  franchise  and  general  tax 
aggregating  more  than  $200,000  per  year,  the  tramway  com- 
pany pays  interest  on  about  $2,000,000  of  bonds  that  have 


been  issued  for  street  paving,  grading  and  other  public  im 
provements,  which  at  6  per  cent  amounts  to  about  $120,00 
per  year.  Repairs  to  paving  and  the  removal  of  snow  an 
ice  average  about  $50,000  per  year.  These  items  total  $370, 
000,  all  of  which  goes  to  the  public  good.  On  the  contrarj 
however,  if  the  proposed  sixty-six  "jitney"  buses  were  per 
mitted  to  operate  under  the  ordinary  $25  annual  motor  li 
cense,  as  they  desire  to  do,  they  would  pay  $1,650  yearlj 
and  their  operation  would  undoubtedly  involve  the  city  1 
tremendous  police  expense  for  handling  the  traffic. 

It  is  said  that  nearly  85  per  cent  of  the  expenditures  of  th 
tramway  company  for  combined  construction  and  operatio 
are  made  locally  for  home  products,  materials,  fuel  an 
wages.  Exactly  the  opposite,  however,  is  true  of  the  "jit 
ney"  buses,  for  fully  85  per  cent  of  their  expenditures  ar 
made  abroad  for  autos,  tires,  gasoline  and  repair  parts.  A 
regards  accidents,  too,  the  "jitney"  buses  are  reported  to  b 
leaving  behind  them  a  trail  of  killed,  maimed  and  injured  i: 
the  Pacific  coast  cities,  and  the  congestion  in  the  street 
there  has  become  dangerous  and  alarming.  In  summing  u 
the  case,  Mr.  Beeler  states  that  the  success  of  the  "jitney 
bus  depends  upon  their  escaping  the  responsibility  of  payini 
for  franchise  rentals,  street  paving,  grading,  viaducts  ani 
other  public  burdens  that  have  fallen  upon  the  street  ca 
companies,  and  upon  their  stealing  the  cream  of  the  trans 
portation  business.  If  such  buses  want  to  compete  wit: 
electric  railways,  they  should  be  required  to  do  so  on  equa 
terms  and  under  equal  conditions. 


THE  COPPER  ZONE  SYSTEM 

New  Fare  Collection  System  of  Union  Traction  Company  o 
Indiana  Working  Satisfactorily 

Oflicials  of  the  Union  Traction  Company  of  Indiana,  whic' 
on  Jan.  1  adopted  the  copper  zone  system  for  passenge 
fares,  approved  by  the  Public  Service  Commission  of  In 
diana,  state  that  the  new  system  is  working  out  very  satis 
factorily.  With  the  introduction  of  the  new  zone  plan  a  syster 
of  cash  fare  receipts  was  inaugurated  to  take  the  place  o 
the  recording  fare  registers  which  have  been  in  use  on  th 
interurban  cars  of  the  company,  and  the  fare  registers  hav 
been  removed  from  the  cars.  The  fare  receipts  are  ii 
duplicate,  passenger's  fare  receipt  and  auditor's  stub,  num 
bered  consecutively  and  bound  in  pads.  At  the  end  of  eacl 
run  the  conductor  turns  in  the  duplicate  receipts  in  ai 
envelope,  and  each  day  the  stubs  in  the  conductor's  bool 
and  the  cash  fares  for  the  day  are  audited  at  the  principa 
oflJices  of  the  company  at  Anderson. 

The  management  of  the  company  believes  that  the  nev 
system  of  fare  receipts  is  proving  most  satisfactory  in  ob 
taining  an  accurate  accounting  of  all  fares  collected  fron 
passengers  on  the  cars.  Since  the  new  copper  zone  systen 
went  into  effect  an  increase  has  been  shown  in  the  numbe 
of  passengers  who  purchase  tickets  before  boarding  the 
cars.  In  fact,  it  is  estimated  that  more  than  85  per  cen 
of  the  passengers  are  now  purchasing  tickets  at  the  sta 
tions.  Under  the  new  copper  zone  system  the  company  filet 
tariffs  which  put  into  effect  on  its  lines  in  Indiana  rate 
which  approximated  2  cents  a  mile  for  the  actual  distanC' 
traveled,  with  a  minimum  of  5  cents.  Commutation  ticket 
are  sold  in  books  of  twenty  round  trips  at  the  rate  of  IV 
cents  a  mile,  and  the  sale  of  round-trip  tickets  at  an  amoum 
less  than  two  full  one-way  fares  was  discontinued.  Man; 
inequalities  in  the  old  nickel  zone  system  have  been  elimi 
nated  by  the  adoption  of  the  new  system. 


TICKET   SALES   AT   BOOTHS   IN   KANSAS   CITY     i 

The  middle  of  January  the  Metropolitan  Street  Railway 
Kansas  City,  Mo.,  built  a  booth  at  the  corner  curb  line  wher, 
passengers  for  and  from  the  new  union  station  are  handlec, 
General  agents  of  the  company,  as  they  are  called,  occup* 
this  booth  from  the  first  regular  car  in  the  morning  unt; 
midnight,  chiefly  to  answer  questions  as  to  destination*! 
and  routes,  and  to  look  after  the  running  of  the  cars.  Inc: 
dentally,  tickets  are  sold  at  5  cents  each — no  reduction  fo 
quantities — at  the  booth.  There  was  some  doubt  as  to  ho' 
extensively  the  opportunity  to  buy  single-ride  tickets  woul 
be  taken  advantage  of,  but  the  feature  has  proved  ver 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


311 


popular.  Half-fare  tickets  are  also  sold  at  the  booth. 
Heretofore  the  full-fare  tickets  have  been  purchased  at  the 
company's  offices,  chiefly  by  firms  which  provide  their  em- 
ployees with  transportation.  Conductors  sell  half -fare  tick- 
ets only. 


No  Reduction  in  TraflSc  in  Washington. — The  Washington 
Railway  &  Electric  Company  has  been  informed  by  the 
Public  Utilities  Commission  of  the  District  of  Columbia 
that  observations  made  by  its  inspectors  show  that  the 
service  now  in  force  is  demanded  by  traffic  conditions  and 
must  be  continued. 

Chicago  to  Issue  Official  Booklet  of  Traffic  Facts. — It  was 

decided  at  a  recent  meeting  of  the  committee  on  local  trans- 
portation of  the  City  Council  of  Chicago,  111.,  to  authorize 
R.  F.  Kelker,  Jr.,  traction  supervisor,  to  prepare  a  booklet 
of  facts  hot  generally  known  to  the  public  regarding  street 
railway  service  in  the  city. 

Brooklyn  Inquiry  Concluded. — The  inquiry  being  con- 
ducted by  the  Public  Service  Commission  of  the  First  Dis- 
trict of  New  York  into  the  adequacy  of  the  service  of  the 
surface  lines  of  the  Brooklyn  Rapid  Transit  Company  was 
concluded  on  Feb.  1.  The  principal  witness  was  Slaughter 
W.  Huff,  vice-president  of  the  company. 

Louisville-Indianapolis  Hearing. — The  Louisville  Board  of 
Trade  has  received  notification  of  indefinite  postponement 
of  the  hearing  before  the  Interstate  Commerce  Commission 
in  connection  with  the  reopened  case  against  the  Indian- 
apolis, Columbus  &  Southern  Traction  Company  and  other 
lines  connecting  with  Indianapolis.  The  hearing  was  to 
have  been  held  on  Jan.  29. 

New  Freight  Rates. — The  Mahoning  &  Shenango  Railway 
&  Light  Company  has  filed  a  revision  of  its  freight  rates 
with  the  Interstate  Commerce  Commission  and  the  Ohio 
and  Pennsylvania  commissions,  to  become  effective  on  Feb. 
15.  The  new  tariff  provides  for  through  rates  over  all  lines 
of  the  system  based  on  the  distance  freight  is  carried.  A 
small  increase  is  made  in  the  rates  for  milk. 

New  Indianapolis  Traffic  Ordinance. — The  City  Council 
of  Indianapolis  recently  passed  an  ordinance,  which  is  now 
being  put  into  effect,  requiring  that  all  cars  shall  stop  on 
signal  on  the  far  side  as  well  as  the  near  side  of  certain 
street  intersections  in  the  downtown  district,  where  the 
distance  over  the  crossing  is  very  considerable  on  account 
of  the  intersection  of  wide  north  and  south  streets  with 
diagonal  avenues. 

Decision  in  Atlanta  Service  Case. — In  its  decision  upon 
the  petition  of  the  Georgia  Railway  &  Power  Company, 
Atlanta,  Ga.,  to  curtail  its  service  on  fourteen  lines  in  At- 
lanta, the  State  Railroad  Commission  has  granted  in  full 
the  prayer  of  the  company  for  curtailments  on  two  routes 
and  granted  in  part  or  conditionally  the  company's  petition 
regarding  five  other  lines.  The  other  seven  lines  were  not 
allowed  to  be  changed. 

New  Street  Rule  in  Detroit. — A  new  stopping  ordinance 
has  been  passed  recently  in  Detroit,  Mich.,  which  permits 
t  the  driver  of  a  vehicle  to  pass  between  the  running  board 
I  or  lower  step  of  a  car  headed  in  the  same  direction,  when 
I  stopping  to  discharge  or  take  on  passengers,  provided  there 
i  is  a  6-ft.  clearance  between  the  car  step  and  the  vehicle. 
I  If  it  is  not  possible  to  allow  this  clearance  the  vehicle  is 
required  to  stop  at  least  6  ft.  from  the  rear  end  of  the  car. 
Change  in  Zone  System  Deiiied. — The  Public  Service  Com- 
mission of  Maryland  has  rendered  a  decision  in  the  case  of 
F.  L.  Hawley  versus  the  City  &  Suburban  Railway,  Wash- 
ington, D.  C.    The  question  at  issue  was  the  division  of  the 
line  for  the  boundary  of  the  District  of  Columbia  to  Laurel 
into  five  zones  with  a  cash  fare  of  5  cents  for  each.     The 
complainant  desired  four  zones  with  the  same  fare,  but  the 
commission  decided  that  the  Interstate  Commerce  Commis- 
sion under  the  Shreveport  decision  had  the  final  authority  in 
the  matter,  and  it,  in  establishing  six  zones  between  Laurel 
and  Washington,  had  already  provided  five  between  Laurel 
and  the  district  boundary. 

Fares  in  Edmonton.^— The  following  fares  were  put  into 
effect  on  the  Edmonton  (Alta.)  Municipal  Electric  Railway 
on  Dec.  15:  Regular  fare,  5  cents  cash;  tickets  (lilac),  five 
for  25  cents,  good  at  all  hours;  tickets  (brown),  six  for  25 


cents,  good  from  6  a.  m.  to  8  a.  m.,  12  noon  to  2  p.  m.,  5  p.  m. 
to  7  p.  m.,  not  good  on  Sundays  or  public  holidays;  children's 
tickets  (green)  from  five  to  fourteen  years,  ten  for  25  cents. 
Two  children  are  permitted  to  travel  on  5  cents  cash  or  one 
regular  ticket.  A  double  fare  is  charged  after  midnight, 
payable  in  cash  or  tickets.  Tickets  intended  for  use  by  per- 
sons on  city's  business  are  sold  at  the  rate  of  twenty-five 
for  $1. 

Answer  to  Albany  Suit. — Ledyard  P.  Hale,  counsel  to 
the  Public  Service  Commission  for  the  Second  District  of 
New  York,  has  filed  an  answer  to  the  writ  of  certiorari 
obtained  by  the  United  Traction  Company,  Albany,  for  a 
review  of  the  commission's  order  requiring  better  service 
from  the  company  in  Albany.  In  the  answer  Mr.  Hale  de- 
nies that  the  commission's  order  is  illegal  or  erroneous  and 
states  that  a  hearing  is  the  proper  method  of  offering 
any  additional  facts  by  the  company  and  that  a  rehearing 
of  the  case  is  not  necessary.  The  papers  in  the  case  will 
be  printed  immediately  and  an  argument  had  before  the 
Appellate  Division  in  the  first  week  of  the  term  beginning 
March  2. 

Traffic  Survey  in  New  Orleans. — D.  D.  Curran,  president 
of  the  New  Orleans  Railway  &  Light  Company,  New 
Orleans,  La.,  has  presented  to  the  Mayor  of  that  city  a 
summary  of  a  traffic  survey  of  most  of  the  lines  of  the 
company  for  the  period  from  Dec.  7  to  Dec.  12,  inclusive. 
In  its  communication  to  the  Mayor  the  company  says  that 
since  making  the  check  it  has  added  twenty-one  cars  to  the 
various  lines  of  its  system  and  at  the  present  time  is  operat- 
ing a  total  of  443  cars  daily,  as  compared  with  422  for  the 
same  period  of  last  year.  In  addition  to  this,  the  company 
has  replaced  fourteen  large  cars  seating  fifty-two  persons 
each  on  the  St.  Charles  and  the  Tulane  Belt  lines  for  four- 
teen smaller  cars  with  a  seating  capacity  of  twenty-eight 
each.  A  traffic  bureau  has  been  organized  to  check  traffic 
on  all  the  lines  of  its  system. 

Highway  Accidents  in  New  York  and  New  Jersey. — One- 
third  fewer  deaths  in  January  in  the  streets  of  New  York 
than  a  year  ago  are  reported  by  the  National  Highways 
Protective  Society,  which  estimates  that  the  traffic  on  the 
streets  has  fallen  off  30  per  cent,  10  per  cent  of  which  is 
commercial  traffic.  During  January,  1915,  sixteen  children 
lost  their  lives,  fourteen  being  killed  by  automobiles,  one 
by  electric  railway  and  one  by  wagon.  The  total  number 
of  persons  killed  was  thirty-one,  of  which  number  automo- 
biles killed  twenty-three,  electric  railways  four  and  wagons 
four.  The  number  of  persons  killed  on  the  streets  and 
highways  of  New  York  State,  outside  of  New  York  City, 
during  the  past  month  was  eleven.  Automobiles  caused 
the  death  of  seven  and  electric  railways  four,  as  compared 
with  five  by  automobiles,  five  by  electric  railways  and  one 
by  wagon  in  January,  1914.  In  New  Jersey  thirteen  per- 
sons were  killed  by  automobiles,  as  compared  with  eight 
during  the  month  of  January,  1914.  Nine  persons  were 
killed  at  railroad  grade  crossings  in  New  York  and  six  in 
New  Jersey  during  January. 

Fare  Order  Respite. — Under  the  stipulation  reached  re- 
cently by  the  officers  and  patrons  of  the  Seattle-Everett 
Interurban  Railway  the  order  of  the  State  Public  Service 
Commission  of  Washington  of  Dec.  24,  reducing  the  rate 
charged  by  the  company  from  3  cents  to  2  cents  per  mile 
has  been  deferred  for  a  period  of  six  months.  The  stipula- 
tion will  ask  the  commission  to  validate  the  old  schedule  of 
rates,  except  that  the  company  will  issue  a  twenty-five  ride 
book  from  the  city  limits  to  Seattle,  as  follows:  To  Lake 
BalHnger  and  intermediate  points  at  the  rate  of  2  cents  a 
mile;  to  Esperance,  at  the  rate  of  2.1  cents  a  mile;  to  Seat- 
tle Heights,  at  the  rate  of  2.2  cents  a  mile;  to  Cedar  Valley 
substation,  at  the  rate  of  2.3  cents  a  mile;  to  Alderwood 
Manor,  at  the  rate  of  2.4  cents  a  mile;  from  the  city  limits 
of  Everett  to  Silver  Lake  and  intermediate  points,  at  the 
rate  of  2  cents  a  mile;  the  minimum  fare  in  the  case  of  a 
twenty-five  ride  ticket  book  to  be  5  cents,  the  coupons  to 
be  good  for  transportation  when  presented  with  the  book. 
The  twenty-five  ride  ticket  book,  if  continued  beyond  the 
term  of  six  months'  trial  period,  is  to  be  good  for  one  year 
from  the  date  of  sale.  Pending  a  six  months'  trial  of  this 
experiment,  no  action  will  be  taken  upon  the  commission's 
order  or  the  company's  petition  for  rehearing. 


312 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


Personal  Mention 

Mr.  C.  W.  Colvin  has  been  appointed  transmission  engi- 
neer of  the  British  Columbia  Electric  Railway,  Vancouver, 
B.  C. 

Mr.  C.  A.  Hoag,  who  has  been  the  assistant  secretary  and 
assistant  treasurer  of  the  Hagerstown  &  Frederick  Railway, 
Hagerstown,  Md.,  has  resigned. 

Mr.  Alexander  Armstrong,  Jr.,  was  elected  assistant  treas- 
urer of  the  Hagerstown  &  Frederick  Railway,  Frederick,  Md., 
to  succeed  Mr.  C.  A.  Hoag,  resigned. 

Mr.  J.  L,  Baird,  heretofore  assistant  secretary  and  treas- 
urer of  the  Windsor,  Essex  &  Lake  Shore  Rapid  Railway, 
Windsor,  Ont.,  has  been  appointed  auditor. 

Mr.  Carl  D.  Jackson,  Oshkosh,  has  been  confirmed  by  the 
Wisconsin  Senate  as  the  successor  to  Mr.  John  H.  Roemer 
on  the  Railroad  Commission  of  that  State. 

Mr.  C.  Loop,  who  has  been  acting  roadmaster  of  the 
Windsor,  Essex  &  Lake  Shore  Rapid  Railway,  Windsor, 
Ont.,  for  the  last  year,  has  been  appointed  roadmaster. 

Mr.  A.  R.  Keele,  heretofore  assistant  dispatcher  of  the 
Windsor,  Essex  &  Lake  Shore  Rapid  Railway,  Windsor, 
Ont.,  has  been  appointed  chief  dispatcher  of  the  company. 

Mr.  C.  D.  Flanigan,  vice-president  and  general  manager 
of  the  Athens  Railway  &  Electric  Company,  Athens,  Ga., 
has  been  elected  president  of  the  Athens  Chamber  of  Com- 
merce. 

Mr.  George  Bullock  has  been  elected  chairman  of  the 
board  of  directors  of  the  United  Gas  &  Electric  Engineer- 
ing Corporation,  New  York,  N.  Y.  He  was  formerly  presi- 
dent of  that  company. 

Mr.  W.  L.  Palmer  has  resigned  as  claim  agent  for  the 
Illinois  Northern  Utilities  Company,  at  Dixon,  111.,  to  become 
claim  agent  for  the  Terra  Haute  division  of  the  Terra 
Haute,  Indianapolis  &  Eastern  Traction  Company. 

Mr.  A.  Baltzer,  heretofore  shop  foreman  of  the  Windsor, 
Essex  &  Lake  Shore  Rapid  Railway,  Windsor,  Ont.,  has  been 
appointed  master  mechanic  of  the  company  in  charge  of 
shops  and  all  work  in  connection  therewith. 

Mr.  S.  J.  Dill,  vice-president  of  the  United  Gas  &  Electric 
Engineering  Corporation,  New  York,  N.  Y.,  has  been  placed 
in  charge  of  the  work  of  that  company  in  the  South,  "with 
headquarters  at  201  Baronne  Street,  New  Orleans,  La. 

Mr.  Charles  C.  Mumford,  one  of  the  trustees  of  the  Rhode 
Island  Company,  Providence,  R.  I.,  appointed  by  the  Federal 
Department  of  Justice,  has  been  elected  president  of  the 
leased  Providence  &  Danielson  Railway  to  succeed  Mr.  D.  F. 
Sherman. 

Mr.  C.  P.  Cooper  has  been  appointed  superintendent  of 
the  Windsor,  Essex  &  Lake  Shore  Rapid  Railway,  Windsor, 
Ont.,  in  charge  of  general  operation.  He  has  been  with  the 
company  in  various  capacities  from  its  construction  days, 
and  has  been  chief  dispatcher  for  four  years. 

Mr.  S.  H.  Bennett,  general  auditor  Hagerstown  &  Fred- 
erick Railway,  Frederick,  Md.,  was  elected  assistant  secre- 
tary of  the  company  at  the  recent  annual  meeting,  to  succeed 
Mr.  C.  A.  Hoag,  resigned.  Mr.  Bennett  will,  in  addition  to 
this  office,  continue  to  hold  that  of  general  auditor. 

Mr.  J.  S.  Pevear,  formerly  president  of  the  New  Orleans 
Railway  &  Light  Company,  New  Orleans,  La.,  has  been 
elected  president  of  the  United  Gas  &  Electric  Engineering 
Corporation,  New  York,  N.  Y.,  to  succeed  Mr.  George  Bul- 
lock, who  has  been  elected  chairman  of  the  board  of  di- 
rectors. 

Mr.  F.  Howard  Warfield,  trust  officer  of  the  Fidelity  Trust 
Company,  Baltimore,  Md.,  was  elected  vice-president  of  the 
Hagerstown  &  Frederick  Railway,  Frederick,  Md.,  at  the 
recent  annual  meeting  of  the  railway.  This  office  is  a  new 
one  in  addition  to  the  vice-presidency  held  by  Mr.  Henry 
Holzapfel,  who  was  re-elected. 

Mr.  F.  S.  Barnard,  Victoria,  B.  C,  who  has  been  appointed 
Lieutenant-Governor  of  British  Columbia,  was  born  at  To- 
ronto, Ont.,  on  May  16,  1856,  and  has  been  associated  with 
the  British  Columbia  Electric  Railway  for  many  years,  act- 


ing recently  as  local  adviser  to  the  directors,  most  of  whom 
reside  in  London,  England. 

Mr.  Beecher  W.  Waltermire,  an  attorney  of  Findlay,  has 
been  appointed  by  Governor  Willis  to  succeed  Mr.  E.  W.  Doty 
as  a  member  of  the  Ohio  Public  Utilities  Commission.  Mr. 
Doty's  term  expired  on  Feb.  1.  Mr.  Waltermire  was  a  can- 
didate for  lieutenant-governor  in  1912  and  has  been  suc- 
cessful on  the  lecture  platform.  He  took  part  in  the  cam- 
paign for  Governor  Willis. 

Mr.  Pope  Y.  White,  who  has  been  appointed  editor  of  the 
United  Railways  Bulletin,  published  in  the  interest  of  the 
employees  of  the  United  Railways,  St.  Louis,  Mo.,  was 
engaged  in  daily  newspaper  work  for  fourteen  years,  ad- 
vancing from  reporter  to  telegraph  editor,  make-up  editor, 
news  editor  and  finally  city  editor,  which  place  on  the  St. 
Louis  Times  he  resigned  to  become  connected  with  the 
United  Railways. 

Mr.  Walter  Alexander,  Milwaukee,  has  been  nominated 
as  a  member  of  the  Railroad  Commission  of  Wisconsin  to 
succeed  Mr.  David  Harlowe.  For  the  last  five  years  Mr. 
Alexander  has  been  district  master  mechanic  for  the  Chi- 
cago, Milwaukee  &  St.  Paul  Railway  with  headquarters  at 
Milwaukee.  Previous  to  this  time  he  served  on  the  faculties 
of  the  University  of  Wisconsin,  Armour  Institute  and  the 
University  of  Missouri. 

Mr.  Hugh  McCloskey  has  resigned  as  chairman  of  the 
board  of  directors  of  the  New  Orleans  Railway  &  Light 
Company,  New  Orleans,  La.  Mr.  McCloskey  was  elected 
chairman  of  the  board  of  the  company  and  president  of  the 
American  Cities  Company  in  October,  1913.  He  first  be- 
came identified  with  railway  work  in  New  Orleans  as  a 
member  of  the  board  of  directors  of  one  of  the  subsidiary 
companies  under  the  New  Orleans  Railway  &  Light  Com- 
pany. 

Mr.  Russell  A.  Sears,  to  whom  was  awarded  the  silver  rep- 
lica of  the  Anthony  N.  Brady  safety  medal,  was  born  in  New 
York  in  1869,  but  was  educated  in  the  Boston  public  schools. 

He  was  admitted  to  the 
Massachusetts  Bar  in  1890 
and  for  fifteen  years  was 
associated  in  law  practice 
with  Samuel  L.  Powers.  He 
resides  at  Quincy,  Mass.,  of 
which  he  was  Mayor  in 
1898  and  city  solicitor  in 
1900  and  1901.  He  had  ear- 
ly association  with  various 
street  railways  now  com- 
prising the  Middlesex  & 
Boston  Street  Railway  be- 
fore its  consolidation  with 
some  of  the  street  railways 
now  included  in  the  Bay 
State  Street  Railway.  He 
has  been  associated  with 
the  Boston  Elevated  Rail- 
way as  general  attorney 
since  October,  1902.  In  addition  to  his  Boston  Elevated  ac-: 
tivities,  Mr.  Sears  is  a  director  of  the  Massachusetts  Em-p 
ployees'  Insurance  Association,  the  Granite  Trust  Company 
and  the  Citizens'  Gas  Light  Company.  Mr.  Sears  was  nomi-i 
nated  by  his  company  to  receive  the  safety  award  because  hej 
has  taken  a  leading  part  in  accident  reduction.  In  addition 
to  the  activities  mentioned  elsewhere  in  this  issue  he  has 
developed  the  machinery  of  his  department  to  promote  safe 
operation.  For  example,  the  department  diligently  prose- 
cutes in  the  criminal  courts  all  persons  who  make  traveling 
upon  the  cars  unpleasant  and  dangerous.  Again,  in  connec- 
tion with  the  department,  accident  clerks  are  appointed  tr 
spend  their  time  in  carhouses  and  lobbies  instructing  em- 
ployees on  safety  matters.  Mr.  Sears  supervises  the  wort 
of  the  general  secretary  of  safety  committees.  He  has  alsc 
organized  a  number  of  public  campaigns,  among  them  beinc 
one  against  the  stealing  of  rides  and  the  jumping  on  -..m 
off  cars.  Another  was  one  to  stimulate  the  writing  u 
safety  verses  in  the  schools  by  means  of  a  prize  contest 
A  special  campaign  against  drunkenness  upon  street  ca 
gave  excellent  results. 


R.  A.   SEARS 


cux 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


313 


Mr.  William  W.  Chisholm,  who  has  been  appointed  elec- 
trical engineer  of  the  Windsor,  Essex  &  Lake  Shore  Rapid 
Kiiilway,  Kingsville,  Ont.,  was  born  at  Caradoc,  Ont.,  on 
Oct.  17,  1876.  He  entered  railway  service  in  June,  1896, 
and  to  April,  1897,  was  switchman  on  the  Michigan  Central 
Railroad,  St.  Thomas,  Ont.  From  April,  1897,  to  March, 
1  ^;I8,  he  was  yard  conductor  and  assistant  yardmaster  of 
the  Toronto,  Hamilton  &  Buffalo  Railway,  Hamilton,  Ont. 
i'  lom  March,  1898,  to  June,  1903,  he  was  brakeman  of  the 
.Michigan  Central  Railroad,  St.  Thomas,  Ont.  In  May,  1905, 
he  became  assistant  chief  engineer  of  the  city  pumping  sta- 
tion at  St.  Thomas,  Ont.,  and  since  November,  1907,  he  has 
leen  chief  engineer  of  the  power  plant  of  the  Windsor, 
Essex  &  Lake  Shore  Rapid  Railway,  Kingsville,  Ont. 

Mr.  Henry  V.  Neal,  to  whom  was  recently  awarded  the 
bronze  replica  of  the  Anthony  N.  Brady  medal,  is  sixty-six 
years  of  age.  He  has  been  in  the  employ  of  the  Boston  Ele- 
vated Railway  for  twenty- 
one  years  and  is  at  present 
a  mechanic  in  the  Albany 
Street  shops.  Before  com- 
ing to  the  Boston  Elevated 
Railway,  he  was  in  the  em- 
ploy of  the  Hinckley  Loco- 
motive Works  for  thirteen 
years  and  the  Boston  &  Al- 
bany Railroad  for  nine 
years,  and  was  actively  in- 
terested in  the  emergency 
work  of  the  latter  company. 
Mr.  Neal  for  many  years 
has  been  deeply  interested 
in  medical  matters.  In  the 
early  eighties,  while  with 
the  Hinckley  Company  he 
took  a  course  of  emergency  jj    y_  neal 

lectures,  and  later  helped  to 

organize  an  emergency  class  while  with  the  Boston  &  Albany 
Railroad.  In  connection  with  this  work  he  acted  as  assist- 
ant demonstrator  during  another  lecture  course.  All  of  this 
preparation  has  well  fitted  Mr.  Neal  to  take  up  his  present 
activities,  which  are  mentioned  in  connection  with  the  digest 
I   of  the  Brady  medal  committee  report  elsewhere  in  this  issue. 

[  OBITUARY 

I  James  D.  Parker,  one  of  the  promoters  of  the  Sandusky, 
.  Milan  &  Norwalk  Electric  Railway,  now  included  in  the 
I  system  of  the  Lake  Shore  Electric  Railway,  Cleveland,  Ohio, 
■   is  dead. 

John  C.  Brewster,  superintendent  of  construction  during 

I    the  building  of  the  Muskegon  (Mich.)   Street  Railway,  now 

I    included  in  the  system  of  the  Muskegon  Traction  &  Light 

Company,  is  dead.     Mr.  Brewster  was  born  on  June  5,  1829, 

in  New  York.     He  located  in  Muskegon  in  1869  as  a  civil 

engineer.     He   was    interested    in   the    construction    of   the 

'■   Chicago   &    Michigan   Railroad   and   the   Grarnd   Rapids   & 

'    Indiana  Railway. 

John  Wesley  Richardson,  general  superintendent  of  the 
Kansas  City-Western  Railway,  Kansas  City,  Kan.,  is  dead. 
Mr.  Richardson  was  born  at  Freeman,  Mo.,  on  March  25, 
1867.  When  seventeen  years  old  he  entered  the  employ  of 
Holmes  Brothers  with  the  local  railway  lines  in  Kansas 
City.  Later  he  became  superintendent  of  one  of  the  divi- 
sions of  the  Metropolitan  Street  Railway  in  Kansas  City, 
and  in  June,  1905,  was  made  general  superintendent  of  the 
Kansas  City-Western  Railway. 

John  M.  Mack,  financier  and  contractor,  who  took  a 
prominent  part  in  the  organization  of  the  Philadelphia 
(Pa.)  Rapid  Transit  Company,  is  dead.  Mr.  Mack  was  born 
in  Philadelphia  on  Aug.  15,  1852.  He  was  educated  in  the 
public  schools  there  and  in  1872  began  business  as  a  con- 
tractor. He  was  largely  responsible  for  organizing  the 
Asphalt  Company  of  America.  He  was  formerly  president 
and  a  director  of  the  Barber  Asphalt  Paving  Company,  the 
General  Asphalt  Company,  the  Mack  Paving  &  Construc- 
tion Company,  the  Norwich  Compressed-Air  Power  Com- 
pany, the  Hamburg  Vitrified  Brick  Company,  the  Railways 
Company  General,  and  was  president  of  the  Manhattan 
Trap  Rock  Company.  Mr.  Mack  retired  some  time  ago 
from  active  business. 


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 
*McConnellsburg  &  Fort  London  Railway,  McConnells- 
burg.  Pa. — Application  for  a  charter  has  been  made  by  this 
company  in  Pennsylvania  to  build  an  electric  railway  be- 
tween McConnellsburg,  Pa.,  and  Fort  London  in  Peters 
Township,  Pa.  Incorporators:  Edward  J.  Post,  D.  H.  Pat- 
terson, Herbert  A.  Duffy,  George  A.  Harris  and  B.  C. 
Lamberson. 

Portland,  Vancouver  &  Northern  Railway,  Vancouver, 
Wash. — Chartered  in  Washington  to  build  an  electric  rail- 
way between  Portland,  Ore.,  and  Vancouver,  Wash.  Capi- 
tal stock,  $300,000.  Henry  Crass,  511  United  States  Bank 
Building,  Vancouver,  Wash.,  president,  and  G.  W.  Ford, 
Vancouver,  secretary.     [E.  R.  J.,  Jan.  19,  '15.] 

FRANCHISES 

Fresno,  Cal. — The  Fresno  Interurban  Railway  has  asked 
the  Council  for  a  franchise  over  certain  streets  in  Fresno. 

Los  Angeles,  Cal. — Upon  being  informed  that  the  Los 
Angeles  Railway  corporation  is  desirous  of  removing  cer- 
tain tracks  on  Thirty-ninth  Street,  which  is  to  form  an  en- 
trance to  Exposition  Park,  the  Park  Commission  has  ap- 
proved new  plans  for  the  street  approach  to  the  park  in 
question. 

Riverside,  Cal. — Floyd  Brown  and  associates  have  asked 
the  Board  of  Supervisors  for  a  fifty-year  franchise  to  build 
an  electric  railway  along  the  county  highway  in  Riverside, 
and  by  motion  it  was  decided  to  advertise  for  bids  on  the 
franchise  to  be  opened  March  3. 

*Santa  Barbara,  Cal. — Application  has  been  made  to  the 
City  Council  by  Richard  Hamilton  Gaud  for  a  franchise 
granting  the  right  to  construct  an  electric  railway  upon 
certain  streets  in  Santa  Barbara  until  March  15,  1957. 
The  Council  will  receive  sealed  bids  up  to  Feb.  18  for  the 
franchiKe. 

Murphysboro,  111. — The  Murphysboro  &  Southern  Illinois 
Railway  will  ask  the  Mayor  and  City  Council  for  a  franchise 
in  Murphysboro  on  Feb.  9. 

Albany,  N.  Y.— The  International  Railway  has  received 
permission  by  the  Public  Service  Commission  in  Albany  to 
construct  its  high-speed  electric  line  between  Buffalo  and 
Niagara  Falls.  Permission  was  also  given  the  railway  to 
issue  3  per  cent  fifty-year  refunding  and  improvement 
mortgage  bonds  for  $2,395,000  to  be  sold  at  not  less  than  87. 
The  new  line  is  to  start  in  Buffalo  at  the  intersection  of  the 
Buffalo  &  Lockport  line  and  run  out  Main  Street  through 
Tonawanda  over  the  old  Buffalo,  Thousand  Islands  &  Port- 
land Railroad  line,  through  North  Tonawanda,  Wheatfleld, 
La  Salle  into  Niagara  Falls. 

Buffalo,  N.  Y. — The  Frontier  Electric  Railway  has  re- 
ceived a  franchise  to  extend  its  lines  across  Kenmore  Ave- 
nue, Main  Street  and  intervening  streets  in  Buffalo. 

Buffalo,  N.  Y. — The  International  Railway  has  accepted 
the  franchise  recently  granted  it  by  the  Tonawanda  Com- 
mon Council  giving  it  the  right  to  build  a  double-track 
line  from  Buffalo  to  Niagara  Falls.  In  the  acceptance, 
the  company  placed  a  clause  giving  it  the  right  to  cancel 
the  grant  at  any  time  before  the  building  of  the  new  line 
is  begun.  The  company  will  also  accept  the  North  Tona- 
wanda franchise  on  the  same  condition. 

*Clymer,  N.  Y. — The  Columbus  &  Mayville  Railroad  has 
asked  the  Council  for  a  franchise  in  Clymer.  This  is  part 
of  a  plan  to  build  an  electric  railway  between  Jamestown 
and  Clymer. 

New  Rochelle,  N.  Y. — The  trolley  committee  of  the  City 
Club  of  New  Rochelle  has  asked  the  Council  to  grant  the 
Westchester  Electric  Railway  a  franchise  to  build  a  new 
electric  line  from  Mount  Vernon  through  Winyah  Avenue, 
to  connect  the  end  of  the  line  in  North  Pelham  with  North 
Avenue,  and  to  extend  these  cars  to  Hudson  Park  and 
double-track  Franklin  Avenue. 


314 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


East  Linden,  Ohio. — On  Jan.  27  the  commissioners  of 
Franklin  County  granted  the  East  Linden  Electric  Railway 
a  franchise  for  a  line  between  the  Leonard  Avenue  viaduct 
in  Columbus  and  East  Linden.  Work  must  be  begun  within 
two  years  and  the  fare  is  to  be  5  cents  until  the  net  income 
excfeeds  6  per  cent  on  the  investment,  when  it  is  to  be  re- 
duced to  the  rate  of  six  tickets  for  25  cents.  Further  de- 
crease of  the  fare  is  provided  as  the  income  increases. 

Toronto,  Ont. — The  City  Council  has  authorized  the  issue 
of  debentures  to  the  amount  of  $455,961  for  civic  lines  in 
Toronto.  The  City  Council  authorized  the  issue  of  deben- 
tures, amounting  to  $66,418,  for  acquiring  the  portion  of 
the  Scarboro  division  of  the  Toronto  &  York  Radial  Railway 
within  the  city  limits. 

McConnellsburg,  Pa. — The  McConnellsburg  &  Fort  Lon- 
don Railway  has  received  a  fifty-year  franchise  from  the 
Council  in  McConnellsburg.  This  is  part  of  a  plan  to  build 
an  electric  line  between  McConnellsburg  and  Fort  London. 

*Knoxville,  Tenn. — M.  K.  Bell  has  asked  the  County  Court 
for  a  franchise  for  an  electric  interurban  railway  from 
Knoxville   to   Bristol    and    Newport. 

Seattle,  Wash. — The  City  Council  of  Seattle  has  voted 
to  submit  at  the  March  election  the  ordinance  of  Council- 
man Erickson  to  extend  Division  A  of  the  municipal  elec- 
tric  railway   into    Ballard. 

TRACK   AND  ROADWAY 

Gadsden,  Ala. — Application  for  a  charter  will  soon  be 
made  by  Louis  Hart  to  build  an  electric  railway  from 
Gadsden  to  Centre.  It  is  expected  the  capital  stock  will 
be  at  least  $250,000,  although  the  preliminary  organization 
of  the  company  may  be  effected  on  a  smaller  amount.  Prop- 
erty holders  of  Centre  are  greatly  interested  in  the  project 
and  will  give  material  assistance.  Power  will  be  purchased 
from  the  Alabama  Power  Company.     [E.  R.  J.,  Jan.  .30,  '15.] 

Mobile  Light  &  Railroad  Company,  Mobile,  Ala. — This 
company  has  in  contemplation  extensive  improvements  of 
its  lines  provided  the  franchise  rights  are  secured.  The 
company  has  been  considering  these  improvements  for  some 
time,  and  it  is  expected  that  if  the  proper  negotiations  are 
completed  the  work  will  begin  in  the  near  future. 

Tramways  Company,  Ltd.,  Edmonton,  Alta. — The  agree- 
ment between  the  Edmonton  City  Council  and  this  company 
has  been  ratified  by  the  ratepayers.  The  directors  are: 
A.  E.  Farncomb,  president;  H.  Stutchbury,  S.  D.  Hogan, 
G.  G.  Reedwell,  S.  Carson,  W.  Golley  and  S.  H.  Smith.  It 
is  reported  that  the  company  has  already  graded  several- 
miles  from  the  city  limits  and  has  bought  right-of-way 
from  the  landholders  along  the  side  of  the  road  allowance. 

San  Jose  &  Almaden  Railway,  San  Jose,  CaL — The  project 
to  build  a  12-mile  electric  line  between  Almaden,  San  Jose 
and  Hacienda  has  been  abandoned.     [E.  R.  J.,  Sept.  28,  '12.] 

Jacksonville,  Fla. — The  new  interurban  electric  railway 
from  Jacksonville  to  Middleburg,  on  which  construction  was 
recently  begun,  in  addition  to  being  in  shape  to  go  ahead 
with  its  building  for  the  first  10  miles,  has  the  co-operation 
of  every  land  owner  along  the  line.  These  have  con- 
tracted to  give  time,  labor  and  ties,  in  addition  to  offering 
to  take  stock  in  the  company  as  soon  as  the  organization 
is  completed. 

Miami  (Fla.)  Traction  Company. — Work  has  been  resumed 
by  this  company  on  its  line  in  Miami.  It  is  planned  to  have 
2  miles  of  track  laid  by  March  1.  B.  B.  Tatum,  Miami, 
president.     [E.  R.  J.,  Nov.  21,  '14.] 

Tarpon  Springs,  Fla. — Plans  to  build  an  interurban  rail- 
way from  Tarpon  Springs  to  St.  Petersburg  are  under  con- 
sideration. The  line  will  be  12  miles  long  and  will  be  oper- 
ated with  gasoline  motive  power.  M.  L.  Waggoner,  Third 
Avenue,  South,  St.  Petersburg,  is  interested.  [E.  R.  J., 
April  25,  '14.] 

Macon  Railway  &  Light  Company,  Macon,  Ga. — The  work 
of  relocating  the  track  on  College  Street,  removing  it  from 
the  lower  edge  of  Tattnall  Square  and  placing  it  in  the 
center  of  the  street,  will  be  begun  at  once  by  this  company. 

Union  Traction  Company,  Coffeyville,  Kan. — This  com- 
pany has  placed  in  operation  its  extension  to  Nowata. 
Other  extensions  are  contemplated. 


Manhattan,  Kan. — Municipal  bonds  to  the  amount  of 
$20,000,  voted  in  1910  as  a  bonus  to  the  Manhattan  City  & 
Interurban  Railway  when  it  should  complete  a  line  to  Fort 
Riley,  were  turned  over  to  the  traction  company  on  Jan.  23, 
the  line  having  been  placed  in  operation  three  months  ago. 

Arkansas  Valley  Interurban  Railway,  Wichita,  Kan. — 
Plans  are  being  considered  to  build  soon  the  extension  to 
Hutchinson.  Extensions  to  Great  Bend,  Larned  and  other 
western  towns  are  also  being  considered  and  plans  are  also 
contemplated  for  extensions  northward,  probably  to  Mc- 
Pherson  and  Salina. 

Kentucky  Traction  &  Terminal  Company,  Lexington,  Ky. 
— Orders  have  been  placed  by  this  company  with  the  Hard- 
wick  Lumber  Company,  Winchester,  for  30,000  crossties, 
which  are  for  use  in  the  reconstruction  of  the  railway. 

Louisville  &  Interurban  Railway,  Louisville,  Ky. — Plans 
are  being  made  by  this  company  for  a  7-mile  extension  from 
Fern    Creek   to   Mount  Washington. 

Louisville  (Ky.)  Railway. — There  will  be  no  extension  of 
the  Walnut  Street  line  in  Louisville  from  the  present  ter- 
minal in  Parkland  to  the  State  Fair  grounds  at  the  present 
time.  The  board  of  directors  of  the  company  so  decided 
at  their  regular  January  meeting  recently. 

Southwestern  Traction  &  Power  Company,  New  Iberim, 
La. — Plans  are  being  made  for  the  construction  of  an  elec- 
tric railroad  from  New  Iberia,  La.,  to  St.  Martinville,  a 
distance  of  10.5  miles,  also  from  Jeanerette,  La.,  through 
Franklin,  Baldwin  and  Patterson,  to  Berwich,  a  distance  of 
50  miles.  No  contracts  have  been  let,  but  it  is  expected 
that  work  will  soon  be  begun.  W.  S.  Henning,  New  Iberia, 
La.,  is  chief  engineer. 

*New  Orleans,  La. — Plans  are  being  made  to  build  a 
double-track  electric  railway  for  the  section  of  the  city 
below  Canal  Street.  Among  those  interested  are:  Charles 
Torreogrossa  and  Joseph  F.  Ebert,  New  Orleans. 

Orleans-Kenner  Electric  Railway,  New  Orleans,  La. — 
Work  has  been  begun  by  this  company  on  the  construction 
of  the  Metairie  Ridge  loop  line  in  New  Orleans.  [E.  R.  J., 
Jan.  9,  '15.] 

Shreveport  (La.)  Traction  Company. — Plans  are  being 
made  to  build  an  extension  from  Waverly  to  South  High- 
lands, about  1%  miles,  in  Shreveport. 

Asbury  Park,  N.  J. — Harry  W.  Smock,  retiring  president 
of  the  (ihamber  of  Commerce,  is  reported  as  stating  that 
the  recently  talked  of  Trenton  to  Asbury  Park  electric  rail- 
way is  now  assured.  He  announces  that  the  line  will  run 
through  Allentown,  Lakewood,  Farmingdale  and  Hamilton 
and  thus  into  Asbury  Park  with  a  spur  from  Lakewood  to 
Point  Pleasant.  The  project  will  go  through,  he  assured 
chamber  members,  without  local  financial  aid. 

Trenton  &   Mercer   County   Traction   Company,   Trenton, 

N.  J. — Wilbur  residents  are  agitating  the  extension  of  the 
Hamilton  Avenue  line  into  East  Trenton.  The  present 
terminus  of  this  branch  is  Olden  Avenue  and  State  Street. 
The  plan  is  to  have  the  tracks  extended  to  the  corner  of 
Clinton  Avenue  and  Olden  Avenue. 

Western  New  York  &  Pennsylvania  Traction  Company, 
Olean,  N.  Y. — This  company  has  been  asked  to  buy  the 
Buffalo-Susquehanna  Railway  extending  between  Buffalo 
and  Wellsville.  The  proposition  is  to  electrify  the  Buffalo- 
Susquehanna  Railway  which  would  provide  an  outlet  into 
Buffalo.  It  is  understood  the  Chamber  of  Commerce  of 
Olean  and  the  towns  of  Friendship,  Franklinville,  Wells- 
ville and  others  would  aid  such  an  undertaking. 

Goldsboro,  N.  C. — The  House  of  Representatives  at  Ra- 
leigh, N.  C,  has  passed  on  third  reading  the  bill  au- 
thorizing the  city  of  Goldsboro  to  issue  bonds  for  municipal 
street  railway  purposes.  ■ 

Pictou  County  Electric  Company,  Ltd.,  Stellarton,  N.  S.— 4 

This  company  has  under  consideration  the  construction  of 
an  extension  from  Potiers  Bridge  to  Pardale,  N.  S.,  %  mile. 
L.  T.  Flaherty,  New  Glasgow,  N.  S.,  manager. 

Youngstown  &   Southern   Railway,   Youngstown,   Ohio. —  - 

David  Tod,  receiver  for  this  railway,  has  announced  that  j 
the  line  will  be  double  tracked  from  Youngstown  to  South-  ■ 
ern  Park,  where  the  racetrack  is  located.     He  will  soon  ask 
the  Council  for  a  franchise  for  this  work. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


315 


Toronto  (Ont.)  Eastern  Railway. — This  company  has  an 
a[)i)lication  before  the  Dominion  Parliament  asking  for  an 
ixtension  of  time  for  completing  the  line  authorized  to  be 
built  from  Toronto  easterly  to  Cobourg,  Ont.,  with  branches 
as  follows:  From  Cobourg  or  Port  Hope  northerly  to  Peter- 
rough;  from  Scarborough  to  Markham,  Stouffville  or  Ux- 
iilge;  from  Oshawa  northerly  via  Lake  Scugog  to  Lind- 
ay;  from  Oshawa  southerly  to  Lake  Ontario. 

Niagara,  Welland  &  Lake  Erie  Railway,  Welland,  Ont. — 
This  company  has  an  application  before  the  Ontario  Legis- 
lature for  the  confirmation  of  an  agreement  granting  the 
riyht  to  the  company  to  operate  a  railway  in  Welland,  and 
the  confirmation  of  a  second  agreement  fixing  the  assess- 
ment of  the  company's  property  there  at  specific  sums  for 
five-year  periods,  terminating  in  1934. 

Portland  &  Oregon  City  Railway,  Portland,  Ore. — This 
railway  will  be  completed  and  in  operation  to  Baker's 
Bridge,  16  miles  from  Portland  end,  early  this  spring, 

Lancaster   &    Berks    Electric    Railway,    Lancaster,   Pa. — 

Plans  are  being  contemplated  by  this  company  to  change 
its  route  to  Womelsdorf  for  the  proposed  spur  line  that 
was  to  have  been  laid  from  Kleinfeltersville  to  Womelsdorf. 
It  has  been  stated  that  the  line  will  now  be  constructed 
along  an  altogether  different  route,  passing  through  Reist- 
ville,  Richland  and  Stricklerstov^m.  It  is  said  that  the  reason 
for  abandoning  the  original  project  is  that  the  right-of- 
way  could  not  be  secured  at  a  nominal  cost.  The  new  spur 
would  connect  with  the  Ephrata  &  Lebanon  lines. 

Montreal  (Que.)  Tramways  Company. — The  Quebe.c 
Legislature  is  being  asked  by  the  town  of  Mount  Royal  for 
an  extension  of  time  within  which  it  may  make  arrange- 
ments with  this  company  and  the  Montreal  Public  Service 
Corporation  for  the  building  of  electric  railways,  etc. 

Columbia  Railway,  Gas  &  Electric  Company,  Columbia, 
S.  C. — In  advance  of  the  paving  of  Elmwood  Avenue  by  the 
city,  this  company  will  lay  a  new  track  down  Elmwood 
Avenue  and  erect  concrete  poles.  The  company  will  soon 
replace  the  wooden  poles  on  Lady  Street  with  iron  poles. 

Brenham,  Tex. — Washington  will  join  in  the  project  to 
build  an  interurban  electric  railway  from  Brenham  via 
William  Penn  and  Independence,  thence  through  the  Brazos 
section.  This  will  add  6  miles  more  to  the  route  already 
surveyed.  Outside  capital  is  very  much  interested  in  the 
construction  of  this  interurban  line.  L.  M.  Hewitt,  Bryan, 
is  interested.     [E.  R.  J.,  Jan.  30,  '15.] 

El  Paso  Electric  Belt  Line,  El  Paso,  Tex. — No  definite 
plans  have  yet  been  formulated  by  this  company  for  the 
construction  of  its  proposed  electric  railway  from  the  center 
of  El  Paso  through  suburbs  to  Woodlawn  addition,  east  of 
El  Paso.  Thomas  P.  Ruddy,  Kansas  City,  is  interested. 
[E.  R.  J.,  Nov.  14,  '14.] 

San  Angelo  (Tex.)  Street  Railway. — Plans  are  being  con- 
sidered by  this  company  to  extend  its  lines  in  San  Angelo 
to  Austin,  a  distance  of  about  75  miles. 

Lynchburg  Traction  &  Light  Company,  Lynchburg,  Va. — 
This  company  contemplates  the  construction  of  an  exten- 
sion to  Madison  Heights  over  the  proposed  viaduct  from 
Seventh  Street  and  Commerce  Street  across  the  James 
River  in  Lynchburg. 

•Radford,  Va. — Plans  for  the  construction  of  an  electric 
railway  from  Willis,  in  Floyd  County,  to  Radford,  Va.,  28 
miles,  are  being  considered  by  residents  of  that  county  and 
the  Radford  Board  of  Trade.  It  is  understood  that  Floyd 
County  people  will  subscribe  about  $100,000  to  the  stock  of 
a  company  which  may  be  formed  to  build  the  railway,  and 
that  they  will  pay  for  it  in  crossties  and  labor.  A.  J.  Mc- 
Clung,  secretary  of  the  Radford  Board  of  Trade,  may  be  able 
to  give  further  information. 

Tacoma  (Wash.)  Municipal  Railway. — The  first  line  of 
this  railway  has  been  placed  in  operation  in  Tacoma.  It 
will  be  known  as  the  Tide  Flats  line  and  will  operate  from 
Pacific  Avenue  and  Eleventh  Street  to  the  shops  of  the 
Chicago,  Milwaukee  &  St.  Paul  Railway.  The  line  will  be 
operated  under  lease  by  the  Stone  &  Webster  Corporation. 

West  Virginia  Traction  &  Electric  Company,  Wheeling, 
W.  Va. — It  has  been  officially  stated  that  this  company  is 
contemplating  many  improvements  of  its  lines  in  Wheeling 
during    1915. 


SHOPS    AND    BUILDINGS 

Kankakee  &   Urbana  Traction  Company,   Urbana,   111. — 

T.  W.  Shelton,  superintendent  of  this  company,  has  just 
completed  the  plans  for  a  new  station  for  the  company  at 
Rantoul.  It  will  be  on  the  site  of  the  present  structure. 
Work  will  be  begun  as  soon  as  the  weather  will  permit. 
The  new  structure  will  be  of  brick,  20  ft.  x  50  ft.,  and  so 
arranged  that  100  ft.  more  can  be  added  to  it  when  neces- 
sary. The  front  will  be  used  as  a  waiting  room  for  pas- 
sengers, and  in  the  center  will  be  the  ticket  office.  The 
rear  part  will  be  used  as  a  freight  room,  switches  being  run 
to  it  to  make  loading  and  unloading  easy. 

Berkshire  Street  Railway,  Pittsfield,  Mass. — This  com- 
pany has  opened  a  new  passenger  station  in  Pittsfield. 

Piedmont  &  Northern  Railway,  Charlotte,  N.  C— The 
offices  of  this  company  have  been  moved  from  the  former 
place  on  Main  Street  to  the  new  office  on  Washington 
Street  over  the   new  depot. 

Cleveland  (Ohio)  Railway. — Plans  are  being  made  by  this 
company  to  ask  the  City  Council  for  permission  to  purchase 
19  acres  of  land  near  the  Big  Four  Railroad  at  Denison 
Avenue  and  Ridge  Avenue  in  Cleveland  on  which  the  com- 
pany plans  to  build  new  carhouses.  The  land  will  cost 
$60,000. 

Texas  Traction  Company,  Dallas,  Tex.— Negotiations  are 
now  being  conducted  between  the  Southern  Traction  Com- 
pany and  Texas  Traction  Company,  of  Dallas,  and  the  Dal- 
las Interurban  Terminal  Association  for  the  right  of  the 
cars  of  the  lines  mentioned  to  use  the  shed  and  station 
privileges  of  the  new  interurban  terminal  station  which  the 
association  will  erect.  This  is  one  of  the  most  important 
details  of  the  erection  of  the  new  interurban  terminal  sta- 
tion by  the  Stone  &  Webster  interests.  It  was  the  former 
purpose  of  the  Strickland-Goodwin  Managerial  Association, 
controlling  the  operation  of  the  Texas  and  Southern  Trac- 
tion companies,  to  build  a  station  of  their  own  out  of  the 
present  Santa  Fe  depot  at  Commerce  and  Murphy  Streets. 
They  bought  control  of  this  property  some  months  ago. 
If  the  new  contract  is  made,  their  plans  will  probably  be 
changed.  The  Southern  Traction  and  Texas  Traction 
Companies  hold  franchises  on  Commerce  Street  at 
the  present  time,  so  that  no  changes  would  have  to  be  made 
in  order  to  reach  the  new  stations.  The  franchise  on  the 
streets  entering  the  station  itself  is  a  blanket  franchise, 
issued  to  the  association,  covering  all  lines. 

POWER  HOUSES  AND  SUBSTATIONS 
United  Railroads  of  San  Francisco,  San  Francisco,  Cal.— 

Work  will  shortly  be  begun  by  this  company  on  the  con- 
struction of  a  new  substation  on  Eighth  Avenue,  near  Geary 
Street,  in  San  Francisco.  This  substation  is  designed  to 
handle  all  cars  operated  in  the  Richmond  district.  The  ulti- 
mate capacity  of  the  new  substation  will  be  6000-kw, 
equivalent  to  approximately  10,000  hp. 

Rockingham  Light  &  Power  Company,  Portsmouth,  N.  H. 

— The  electric  machinery,  formerly  in  use  at  the  power 
house  of  the  Portsmouth  &  Exeter  Street  Railway,  now 
abandoned,  at  Stratham,  is  being  moved  by  the  Rockingham 
Light  &  Power  Company  to  Portsmouth,  where  it  will  be 
installed  at  the  Daniel  Street  plant  and  connected  up  with 
the  power  lines.  The  lot  includes  a  rotary  converter, 
transformers,  switchboards  and  other  equipment. 

Toronto  (Ont.)  Suburban  Street  Railway. — Contracts  have 
been  awarded  by  this  company  for  three  substations  on  its 
Toronto  to  Guelph  line,  at  Islington,  Georgetown  and 
Guelph,  Ont.  The  latter  will  have  1000-kw.  capacity,  in 
two  500-kw  units,  while  each  of  the  other  two  will  have  a 
single  500-kw  unit,  with  provisions  for  the  addition  of  a 
similar  unit  in  the  future.  Power  will  be  received  at 
25,000  volts,  alternating  current,  three-phase,  twenty-five- 
cycle,  and  will  be  stepped  down  and  passed  through  500-kw 
rotary  converters,  which  will  deliver  to  the  line  at  1500 
volts  direct  current.  The  Georgetown  and  Guelph  stations 
will  contain  waiting,  baggage  and  express  rooms  and  dis- 
patching offices,  providing  railway  station  facilities. 

San  Angelo  (Tex.)  Street  Railway. — Plans  are  being  con- 
sidered by  this  company  to  build  a  new  power  house  in  San 
Angelo. 


316 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  6 


Manufactures  and  Supplies 

ROLLING  STOCK 

Reading  (Pa.)  Transit  &  Light  Companj'  is  contemplating 
the  purchase  of  a  few  cars. 

Iowa  Railway  &  Light  Company,  Boone,  la.,  is  reported  as 
expecting  to  buy  four  cars. 

International  Railway,  Buffalo,  N.  Y.,  is  reported  as  figur- 
ing on  buying  twenty-five. cars. 

Sioux  City  (la.)  Service  Company  is  reported  as  expecting 
possibly  to  rebuild  five  city  cars. 

Oakwood  Street  Railway,  Dayton,  Ohio,  is  reported  as  ex- 
pecting to  rebuild  cars  in  its  own  shops. 

Columbia  (S.  C.)  Railway,  Gas  &  Electric  Company  is  re- 
ported as  expecting  to  purchase  new  cars. 

Dayton  &  Troy  Electric  Railway,  Dayton,  Ohio,  is  reported 
as  expecting  to  buy  three  interurban  cars. 

Birmingham  &  Tuscaloosa  Railway  &  Utilities  Company, 
Tuscaloosa,  Ala.,  during  1915  will  purchase  four  passenger 
cars. 

Somerset  Traction  Company,  Skowhegan,  Me.,  expects  to 
purchase  one  semi-convertible  combination  passenger  and 
baggage  car. 

Columbus  Railway  &  Light  Company,  Columbus,  Ohio,  is 
rumored  as  considering  the  possible  purchase  of  twenty-five 
or  fifteen  city  cars. 

Hagerstown  &  Frederick  Electric  Railway,  Frederick,  Md.. 
has  ordered  two  electric  freight  locomotives  of  25  tons  each 
from  the  General  Electric  Company. 

Arkansas  Valley  Interurban  Railway,  Wichita,  Kan.,  noted 
in  the  Electric  Railway  Journal  of  Jan.  30,  1915,  as  ex- 
pecting to  purchase  one  car,  has  ordered  this  equipment  from 
the  Cincinnati  Car  Company. 

Tampa  &  Gulf  Coast  Railway,  Tampa,  Fla.,  contemplates 
either  electric  storage-battery  or  gasoline  motor  car  opera- 
tion on  its  recently  completed  line  between  Tampa  and  St. 
Petersburg,  Fla.  Other  cars  will  be  purchased  for  similar 
t;ervice  between  Tarpon  Springs  and  Port  Richey. 

Union  Electric  Company,  Dubuque,  la.,  which  operates  all 
the  electric  utilities  in  that  city,  placed  in  service  during 
1914  two  electric  buses  which  run  on  a  twenty-minute  sched- 
ule between  Dubuque,  la.,  and  East  Dubuque,  111.  This 
service,  which  could  not  be  furnished  in  any  other  manner, 
has  proved  so  popular  that  an  order  has  recently  been 
placed  with  the  General  Vehicle  Company,  Long  Island  City, 
N.  Y.,  for  a  third  bus. 

Shore  Line  Electric  Railway,  Norwich,  Conn.,  has  speci- 
fied the  following  details  for  the  ten  semi-convertible  cars 
recently  ordered  from  the  Wason  Manufacturing  Company: 

Date  of  delivery,  Control West.  H.  L. 

during  May    Couplers    West  C-I 

Seating  capacity    52    Curtain  fixtures National 

Weight    of   car   body,  Curtain  material . . .  Pantasote 

20,000  lb.   Gongs    Dedenda 

Bolster  centers 24  ft.    Hand  brakes. 

Length  of  body  over   corner  Peacock,  no  staff 

posts    36  ft.    Heaters    Consol. 

Length  over  vestibule.  Headlights    Golden   Glow 

45  ft.  5  in.    Motors four,  inside  hung 

Height,  rail  to  floor.  .40%  in.    Registers   No.  5  Sterling 

Height,  floor  to  trolley  board,    Sanders    Sterling 

8  ft.  4%  in.    Sash   fixtures Brill 

Width  over  sills... 8  ft.  2  in.    Seating  material rattan 

Width  over  all 8  ft.  4  in.    Springs   Brill 

Body    metal    Steps    Stanwood 

Interior  trim mahogany   Trolley  Catchers.  .Earll  No.  7 

Headlining    Agasote   Trolley  base U.  S.  No.  15 

Roof    arch   Trucks.  .  .Brill  No.  27  MCB  1 

Underframe   metal   Ventilators Brill 

Airbrakes West.  S.  M.  E.   Wheels Midvale,   34   in. 

Metropolitan  Street  Railway  Company,  Kansas  City,  Mo., 
has  advised  through  the  board  of  control  that  it  will  let 
a  contract  on  Feb.  8  for  fifty  new  cars  to  be  delivered  April 
15.  Specifications  call  for  single-end,  double-truck  cars 
with  an  inclosed  rear  door  and  folding  step  with  motor- 
man's  red  light  signal  for  starting  the  car.  White  enamel 
decorating  is  to  be  used  and  50  per  cent  more  heaters  will 


be  provided  than  have  been  in  use  on  the  Metropolitan's 
cars.  The  wheel  height  is  to  be  reduced  from  33  in.  to  30 
in.  in  order  to  save  space  and  facilitate  boarding  and 
alighting. 

TRADE  NOTES 

Lorain  Steel  Company,  Johnstown,  Pa.,  has  just  received 
an  order  from  the  International  Railway,  Buffalo,  N.  Y.,  foj 
5300  tons  of  9-in.  girder  rail.  No.  124—432. 

Electric  Controller  &  Manufacturing  Company,  Cleveland, 
Ohio,  announces  that  the  O.  H.  Davidson  Equipment  Com- 
pany, Ideal  Building,  Denver,  Colo.,  will  act  as  its  repre- 
sentative in  Colorado,  Utah,  Montana,  Wyoming,  South 
Dakota,  New  Mexico  and  Arizona. 

H.  Bortin,  formerly  engineer  in  charge  of  valuation  de- 
partment of  Union  Pacific  Railroad  for  four  years,  and 
member  of  its  valuation  committee;  lately  assistant  to  gen- 
eral secretary  of  Presidents'  Conference  Committee  on  P^ed- 
eral  Valuation  of  the  Railroads,  announces  his  entry  into 
private  practice  as  consulting  valuation  engineer,  with  of- 
fice at  149  Broadway,  New  York  City. 

Guy  E.  Marion,  secretary-treasurer  of  the  Special 
Libraries  Association,  has  resigned  from  Arthur  D.  Little, 
Inc.,  chemists,  engineers  and  managers,  93  Broad  Street, 
Boston,  Mass.,  where  he  has  been  located  for  the  last 
five  years  in  charge  of  its  information  department.  Mr. 
Marion  will  devote  himself  to  the  organization  and  de- 
velopment of  special  libraries,  or  information  departments, 
in  business  houses,  industrial  plants,  etc. 

American  Manufacturing  Company,  Chattanooga,  Tenn., 
of  which  J.  B.  Robinson  is  president,  manufacturer  of  hard- 
ware specialties,  such  as  electrically  welded  wire  oven 
racks,  etc.,  has  recently  purchased  the  plant  and  equipment 
of  the  Owensboro  Shovel  &  Tool  Company,  Owensboro,  Ky., 
of  which  J.  W.  McCulloch  was  president.  The  equipment 
has  been  installed  in  the  Chattanooga  manufacturer's  plant 
and  will  be  ready  for  operation  in  a  few  weeks. 

Edison  Storage  Battery  Company,  Orange,  N.  J.,  has  ap- 
pointed Charles  E.  Poyer  as  assistant  general  sales  man- 
ager. Mr.  Poyer  has  been  with  the  Edison  interests  for 
about  four  years,  having  served  first  on  the  personal 
engineering  staff  of  Mr.  Edison  in  the  development  of 
special  application  of  the  alkaline  battery,  and  later  as 
assistant  advertising  manager.  For  the  past  two  years 
he  has  been  manager  of  the  house  lighting  department. 

British  Westinghouse  Eectric  &  Manufacturing  Company, 
Ltd.,  Manchester,  England,  will  purchase  the  Societe  Ano- 
nyme  Westinghouse,  Havre,  France,  and  the  Societa  Italiana 
Westinghouse,  Genoa,  Italy.  The  English  company,  it  is  re- 
ported, will  take  over  the  Continental  companies  purely  as  a 
matter  of  business  policy,  and  not  as  an  expedient  under 
which  to  furnish  war  materials  for  the  Allies.  The  Ameri- 
can company,  by  virtue  of  its  stock  control  of  the  English 
company,  will  still  control  the  English  company,  and  through 
it  the  French  and  Italian  concerns.  The  plants  in  France 
and  Italy  will  continue  to  be  run  separately. 

E.  P.  Roberts,  who,  since  1912,  has  been  Commissioner 
of  Smoke  Abatement  at  Cleveland,  has  reopened  his  office 
as  consulting  engineer  at  Cleveland  with  temporary  head- 
quarters at  2053  East  Ninety-sixth  Street.  Mr.  Roberts  has 
had  an  extended  experience  as  consulting  engineer  for 
public  service  and  industrial  properties.  In  the  circular 
which  accompanies  the  announcement  in  regard  to  the 
opening  of  his  office,  it  is  stated  that  the  total  amount 
involved  in  properties  for  which  Mr.  Roberts  has  been 
engineer,  or  for  which  he  has  prepared  reports,  is  approxi- 
mately $175,000,000;  the  properties  for  which  he  has  been 
engineer  cost  from  a  few  thousand  dollars  up  to  $3,500,- 
000,  and  the  properties  existing  or  proposed  which  he 
investigated  or  reported  on  would  cost  from  a  few  thousand 
dollars  up  to  $8,500,000. 

ADVERTISING    LITERATURE 

Eclipse   Railway   Supply   Company,   Cleveland,  Ohio,   lias 

issued  a  folder  describing  its  trolley  retriever. 

Ohmer  Fare  Register  Company,  Dayton,  Ohio,  has  issued 
a  card  which  reproduces  an  editorial  which  appeared  in  the 
Dayton  Daily  Newx  of  Dec.  23,  1914,  commenting  upon  the 
proper  relationship  between  manager  and  conductor. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


43 


Traffic  Direction  Block  System 
of  automatic  signaling  for  Electric  Railways 


Scranton  &  Binghamton  Railroad 

This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  com- 
bines the  maximum  of  safety  and  efficiency 
with  the  least  amount  of  apparatus. 


Wbt  Mnion  ^tuitcji  Sc  ^tpial  Co. 


Trade 
Mark 


SWISSVALE,   PA. 


Hudson  Terminal  Bide. 
NEW  YOHK 
Canadian  Express  RldK.       Candler  Aanex 
MONTREAL  ATLANTA 


Peoples  Gas  Bids. 
CHICAGO 
Railway  Exchanse  Bids.  Pacific  Bldsr. 

ST.  LOUIS  MO.  SAN  FRANCISCO 


Represented  by  the  GENERAL  ELECTRIC  CO.  in  Australasia,  South  Africa  and  Argentina 


Trade 

B9 

Mark 


44 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


g  aixK^er©  0^  ^ivgiiveer^" 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

ENTIRE   ISSUES   PURCHASED 

N.  W.  HALSEY  &  CO. 

New  York         Boston         Philadelphia         Chicago         San  Francisco 


THE  J'G WHITE  COMPANIES 


FINANCIERS 
MANAGERS 

43  Exchange  Place 
Chicago 


ENGINEERS 
OPERATORS 

NEW  YORK 

San  Francisco 


The  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL- MECHANICAL 

IDS    SOUTH    LA  SALLE    STREET 

CHICAGO 


A 

Stone  &  Webster  Engineering  Corporation 


Constructing  Engineers 


NEW  YORK 


BOSTON 


CHICAGO 


'% 
#'', 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

■WORCESTER   POLYTECHNIC    INSTITUTE 

WORCESTER,    MASSACHUSETTS 

The  Ej^^uiomical  Production.  Distribution  and  Application  of  Povrer; 

Transportation  Efficiency;  Physical  Reports;  Electrolysis  Investigations; 

Estimates;  Designs;  Specifications;  Tests 


ALBERT  B.  HERRICK 

Engineer  to  Electric   Railway   Propertlet 

for  Greater  EflBciency  In 

Transmission   Power   Production   and 

Equipment    MaintenaDce 

Electrolysis  Surveys  and  Remedial  Measures  Applied 

Sole    Owner   of    Autographic    Patents    for    Railway    Testinft 

Office  and  Laboratory.  245  West  22d  Street.  New  York  City 


%  i^*  Bvllejsib^  &  Co»,  3Incotporatcti 


NEW  YORK, 

Trinity  Bldg. 


CHICAGO, 
Continental  &  Com- 
mercial  Bank    Bldg. 


TACOMA, 
Washington 


Purchase,  Finance,  Construct  and  Operate  Electric  Light, 
Gas,   Street   Railway  and  Water  Power  Properties. 
iKxamination  and  reports.  Utility  Securities  Bought  and  Sold, 


SANDERSON  8t  PORTER 

Engineers  ^  Contractors 

REPORTS  •  DESIGNS  •  CONSTRUCTION  -MANAGEMENT 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY.  LIGHTIEB  POWER  PROPERTIES 

New  York  San  Francisco 


.D.  C.  &  WM.  B.  JACKSON 

ENGINEERS 

CHICAGO  BOSTON 

HARRIS  TRUST   BLDG.  248  BOYLSTON   ST. 

Plans,  Specifications,  Supervision   of  Construction 
General  Superintendence  and   Management 
.1  Examinations    and    Reports 

Financial  Investigations  and  Rate  Adjustment! 


£n0tnccr0. 

115  BROAD'WAY, 
New  Orleans  NEVT  YORK         Sanrranciaco 


WOODMANSEE  &.  DAVIDSON. 

Inc. 

ENGINEERS 

MILWAUKEE                          CHICAGO 

Wells  Bldg.              1st  National  Bank  Bldg.              11 

H      E.   GREI  MS   COR  PORATION 

examiners  OF  PUBLIC  UTILITIES 
AUDITS— SYSTEMS— APPRAISALS— EXAMINATIONS 

TWENTY-FIRST  FLOOR.   WOOLWORTH   BUILDINO 
NEW  YORK 


A.  L.  DRUM  &  COMPANY 

CONSULTING  AND  CONSTRUCTINC  ENCINEKR* 

ELECTRICAL  •  CIVIL  •  MECHANICAL 

PHYSICAL  AND  FINANCIAL  REPORTS 

American  Trust  Building  CHICAGO 


Robert  W.  Hunt    Jiio.  J.  Cone    Jas.  C.  Hallsled     D.  W.  McNaugher 

ROBERTW.  HUNT  &  CO.,  Engineers 

BUREAU     OF    INSPECTION     TESTS    A    CONSULTATION 

Inspection   and   Test  of  all  Electrical    Equipment 

NEW  YORK,  90  West  St.        ST.  LOUIS,  Syndicate  Trust  BI.Ik 
CHICAGO,  2200  Insurance  Exchange. 
PITTSBURGH,  Monongahela  Bk.  Bldg. 


GULICK-HENDERSON  CO. 

Inspaotlon  Railway  Equipment  *  Matarlala 
PITTSBURGH  CHICAGO  NEW  YORK 


ScoHeld  Engineering  Co.  *^**2S?,?IUSpw2* pa*" 


POWER   STATIONS 
HYDRAULIC    DEVELOPMENTS 


PHILADELPHIA.  PA. 

GAS  WORKS 
ELECTRIC    RAILWAYS 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


45 


ra  ^  Jtsivaiiveei^^ 


American  Bridge  Company 

Hudson  Terminal-30  Church  Street;  NEw\bRK 


^\Man  ufa  cturers  oJ- Steel  Structures  of  a  II  classes 
particularly  BrIDGES  and  BuILDINGS 


/ 

•^ 

W^ 

H 

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•"1 

l^X 

h 

ta^ 

A.     «,^P>' 

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NEW  YORK,  N.  Y., 
Pkiladelpbia,  Pa.,  Peniitylvaiua  Building 
Boston,  Mao.  .  .  John  Hancock  BIdg. 
Baltimore,  Md. ,  Continental  Trust  BIdg. 
PITTSBURGH,  PA.  .  .  Frick  Building 
Rocbestrr,  N.  Y.  ...  Powers  Block 
Buffalo,  N.  Y.  .  Marine  National  Bank 
Cincinnati,  Ohio  .   Union  Trust  Building 

Atlanta,  Ga Candler  Building 

Cleveland,  Ohio  .   Rockefeller   Building 
Detroit, Mich., Beecher  Ave. &  M.C. R. R. 


SALES  OFFICES 
30  Church  Street      CHICAGO,  ILL.,  208  South  U  Salle  St. 
St.  Louis,  Mo. ,    Third  Nat 'I  Bank  BIdg. 
Denver,  Colo,,  First  Nat'l  Bank  Building 
Salt  Lake  City,  Utah,  Walker  Bank  BIdg. 

Duluth,  Minn Wolvin  Building 

Minneapolis,  Minn. ,  7th  Ave  &2nd  St .  ,S.  E. 


Pacific  Coast  Representative: 

U.  S.Steel  Products  Co.  Pacific  Coast  Dep't. 
SAN  FRANCISCO,  CAL.,  Rialto  Building 
Portland.  Ore.  ....  Selling  Building 
Seattle.  Wash,  ,4th  Ave.  So.  Cor.  Conn.  St. 


Transmission   Towers  at  Birmincliam, 
Alabama,    Alabama    Power    Company. 


Export  Representative: 
United  States  Steel  Products  Co.,  30  Church  St.,  N.  Y. 


EDWARD    P.  BURCH 

Consulting  Engineer 


APPRAISALS    OF 


STEAM  AND  ELECTRIC    RAILWAYS 


Plymouth     Building 
Dime   Bank   Building 


Minneapolis,   Minn. 
Detroit,   Mich. 


Drummond's    Detective    Agency 

A   quarter   of   a   centitry    in   business. 

A  L,  DRUMMONO,  Gen.  Mgr.,  Ei-Clilef  U,  S.  Secret  Service 
Park  Row  and  Ann  St.,  New  York 

Inside  Work  Strike  Breaking 

Checking  Investigating  of  Claims 


Frederick  Sargent 
\Vm.   S.   Monroe 


A.  D.  Lundy 
_  James  Lyman 

SARGENT  (a  LUNDY,  Engineers 

Railway  Exchange  Biag.  Chicago,  111. 


NEILER,  RICH  &  CO.,  ■"<: 

Successors  to 
PIERCE,  RICHARDSON  &  NEILER,  (Inc.)   Englnaars 

Miinhatcan  ituiidintt.  CliiCAGO.  ILL. 


The  Coal  &  Iron  National  Bank 
of  the  City  of  New  York 

Capital,  Surplus  &  Profits  $1,635,000 
Resources  Nearly  $10,000,000. 


Offers  to  dealers  every  facility  of  a  New  York 
Clearing  House  Bank. 


THE  P.  EDW.  WISCH  SERVICE 

Suite  1710  Detectives  Suite  715 

Park  Row  BIdg.,  New  York  Board  of  Trade  BIdg.,  Boston 


IT    IS    A    PAYING    INVESTMENT 

to  cany  an  adverHsement  in  the  ELECTRIC  RAILWAY  JOURNAL 
every  week  in  the  year. 


M.  H.  HOVEY,  Consulting  Signal  Engineer 

446  Washington  BIdg.     MADISON,  WISC. 
Investigations,    I'lans,    Specifications,    Estimates    and    Valuations. 


ROOSEVELT  &  THOA4PSON 

BKGINISBRS 

Report,  InTeatlgate,  Appraise.  Manage  Electric  Ballwa7, 

Light   and    Power    Properties. 

71    BroadTyay.  Hctt   Yorlt 


46 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS   FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD   POLES   QUICK"  AVENARIUS  CARBOLINEUM  TREATED   POLES  SPOKANE,  WASHINGTON 


U.  S.  Metal  &  Mfg.  Go. 

165  BROADWAY,        NEW  YORK  CITY 
Chicago  Atlanta 

RAILWAY  SUPPLIES 


Selling  Agents  for  Dunham  Hopper  Door  Device — Feas- 
ible Drop  Brake  Staff — Columbia  Lock  Nut — Kling"  Bolts — 
Shop  Cleaner — "Texoderm" — U.  S.  Metal  Rail  Filing  Ma- 
chine. Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint 
Co.  General  Eastern  Agents  for  Hutctiins  Car  Rooting  Co.— 
Multiple  Unit  Puttyless  Skylight — Car  and  Locomotive  Jacks 
— Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  for  C  &  C  Electric  &  Mfg. 
Co.     General  Agents  for  Anglo-American  Varnish  Co. 


Michigan 

CEDAR 

POSTS,  TIES 


Western 

POLES 
AND  PILING 


We  use  C-A-Wood-Preserver  in  Treating 

The  Valentine-Clark  Co. 

Minneapolis,  Minn.  St.  Maries,  Idaho 


Liquid 


Creosote  Oil 


Will  Cut  Your  Wood 

Preserving  Bills 

in  Half 

Write  for  Booklet 

Barrett  Mfg.  Co. 

NEW  YORK 

Branches    in    Principal    Cities 


TREATED 


POLES,   CROSS  ARMS,   TIES, 
TIMBERS,    PAVING  BLOCKS. 

CAPACITY    100,000,000    FEET    B.  M.    PER    ANNUM 
SEND   FOR   PAMPHLET 

INTERNATIONAL  CREOSOTING  &   CONSTRUCTION  CO. 

Address  all  cornmunications  to  Office,   Galveston,  Texas 
Works:   Beaumont,  Texas      Texarkana,  Texas 


FIRE  INSURANCE 

Special  Altentioo  Given  to  Traction  Insurance 

Insurance  Exchange,    CHICAGO 


MARSH  &  MCLENNAN 


19  Cedar  St. 
NEW  YORK 


1615  California  St. 
DENVER 


314  Superior  St. 
DULUTH 


300  Nicollet  Ave.    Ford  Bldg.     17  St.  John  St.      23  Leadenhall 
MINNEAPOLIS    DETROIT    MONTREAL         LONDON 


THESE  OFFICES  WILL  GIVE  YOU  THE  BEST  THERE  IS  IN  INSURANCE  SERVICE 


POLES 


NORTHERN  WHITE  CEDAR 


WESTERN    RED    CEDAR 


BUTT    TREATING 


PACE  &  HILL  CO. 

MINNEAPOLIS,    MINN. 


LETTENEY    IS    LASTING 


1867 

A  Carbolineum  of 
Highest  Quality. 


WDODim      1915 


LETTENEY 


PRESERVATIVE 

THE  NORTHEASTERN  CO., 


Carloads  or  less 
Shipped  promptly. 

BOSTON,  MASS. 


IN  A  WORD 
THE  RAPID  READY  CHANGE  CARRIER 

enahles  cotuluctors  to  give  change 
quickly.  Passengers  can  pass  into 
car  immediately — Prevents  crowded 
platforms — Shortens  time  at  car 
stops.  Just  what  you  need.  Price, 
$1.75. 

CHAS.  F.  ETTER 
904  N.  2nd  St.,  Harrisburg,  Pa. 


T*   T>  ***  carry  an  advertisement 

11  rays  in  the  ELECTRIC  RAIL- 
WAY JOURNAL  every  issue  of  the 
year  because  you   obtain    u  |. 

proportionately    better    rvCSUllS 


AETNA    INSULATION    LINE   MATERIAL 

Third  Kail  Insulators.  Trolley  Buses.  Poles.  Hariis  aud  Wheels, 
Hron/.e  and  Malleable  Iron  Frogs.  Crossings,  Section  Insulators. 
Seetion_  Switches. 

Albert  &  J.  M  Anderson  Mfg.  Co.  ^ 

■  288-83  A  Street  Boston.  Mass.  _ /^\— 
Established  1877.  /s^^ 
HUANCIIES:  rfl^SLTl^ 
New  York.  135  B'wav  Philadelphia,  429  Real  Estate  Trust  IlMg. 
Chicago.   lO.'i  So.   Ilearborn   SI.  London.   48  Milton  Sli t 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


47 


ALUMINUM 

Railway  Feeders 

kind.°o'f  Electrical  Conductors 

Aluminum  feeders  are  less  than  one-half  the 
weight  of  copper  feeders  and  are  of  equal  con- 
ductivity and  strength.  If  insulated  wire  or 
cable  is  required,  high-grade  insulation  is  guar- 
anteed.    Write  for  prices  and  full  information. 


Aluminum  Company  of  America 

PITTSBURGH,    PA. 


liOEBLINGt 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebllng's  Sons  Company 

TRENTON,   N.  J. 


ll 

BRACH 

AUTOMATIC 

FLAGMAN 

indicates     dan- 

ger by  effecting 

a  swinging  red 

light,  as  a  vis- 
ible signal,  and 
a   (locomotive) 

^^^^^^^^  t  i'^ 

bell,  as  the  au- 

dible   warning. 
Built    on    most 
advanced   engi- 
neering lines. 
They    are    now 
being      used 
everywhere. 

■-.~2^ — "^ 

Mostly  repeat 

Z.--^"^ 

orders. 

What's  more, 
the  cost  is  less 
than  you  think. 

L.  S.  BRACH  SUPPLY  CO.             || 

Mfr.  of  Railway  Signal  Material  and  Electrical  Specialties 

Main  Office:  143  Liberty  Street,  New  York 

PATENT   APPLIED   FOR 


White's  Type 'T'' 
Porcelain  Trolley  Hanger 

Better  Insulation. 
More  Economical. 
Easily  Adjusted. 

The  T.  C.  White  Company 

Electric  Railway  Supplies 

1122  Pine  St.,  St.  Louis 


An  Assurance  of  Uninterrupted  Service 

is  best  secured  by  a  careful  selection  of  the  transmission  line  insula- 
tors.    It  is  here  that  breakdowns  are  most  likely  to  occur. 

Hemingray  Insulators 

by  reason  of  their  continued  use  on  important  transmission  lines 
have  demonstrated  the  soundness  of  Hemingray  design.  The  teats 
on  the  petticoat  attract  water  on  the  outer  and  inner  surfaces  into 
drops — preventing  the  creeping  of  moisture  on  insulators  and  pins. 
The  line  is  complete  and  the  catalog  shows  it.     Have  you  a  copy? 

Hemingray  Glass  Company 

Established  1848     )_.     ^        ^ 
f  Covington^  Ky. 


No.  72—10000  Volts 


Incorporated  1870 
Factorias 


MUNCIE.  INDIANA 


No.  20 — 5000  Volt* 


48 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Many  Electric  Railway 
Power  Plants 


Clamp    Insulator 
Support 


are  now  equipped 
with  "Three  E" 
appliances.  If  you 
are  not  already 
familiar  with  our 
products  it  will 
pay  you  to  become 
acquainted  with 
this 


Third  Rail  Cable 
End  Bell 


Labor  Saving 

and 

Trouble  Eliminating 

line  of  Devices. 

Our  Bulletins  describe  them   fully.     Write 
today  for 

Bulletin  No.  loi— Station  and  Pole  Top 
Disconnects. 

"         No.  102 — Cable  End  Bells. 

"         No.  103 — Bus  Supports. 

"  No.  104 — Switchboard     and     Pipe 

Fittings,  Clamps, 
Racks,  etc. 

Electrical  Engineers 
Equipment  Co. 
,  711-715  Meridian  St.,  Chicago 

James  C.  Barr,  Boston,  Mass.  ;  Lewis  &  Roth  Co., 
Philadelphia.  Pa.;  The  Hawliins-Hamilton  Co.. 
Inc.  Lynchburg.  Va.  ;  Verne  W,  Shear  &  Co.. 
Akron,  O.  :  R.  B.  Clapp.  Los  Angeles.  Cal. 

Sortharn  Electr/c  Company 

LIMITED 
Distributors    for    Canada. 


The  Best  Engineering 
Practice 

in  the  installation  of  lead- 
covered  cables  of  all  kinds 
requires  that  the  same  care  be 
given  to  protecting  the  insula- 
txn  against  moisture,  etc.,  at 
the  ends  as  at  the  joints  in  the 
manholes. 

STANDARD 

D.  O.  A.  and  D.  S. 

Cable  Terminals 


provide  this  protection  and  their  many  exclusive  and 
patented  features  have  been  suggested  by  our  over 
,30  years'  experience  in  the  manufacture  and  instal- 
lation of  lead-covered  cables  of  all  kinds. 

Bulletins  Nos.  700  and  710  give  valuable  engineer- 
ing data  about  terminal  construction  and  installation. 

Write  our  nearest  office  for  copies. 

Standard  Underground  Cable  Co. 


New  York 
Boston 


Pittsburgh,  Pa. 

Philadelphia 
San  Francisco 


Chicago 
St.  Louis 


For  Canada :  Standard  Underground  Cable 
Co.  of  Canada,  Limited,  Hamilton,  Ont. 

We  manufacture  Electric  Wires  and  Cables  of 
iill  kinds,  all  sizes,  for  all  services,  also  Cable 
accessories  of  all  kinds. 


SHAW 

Overhead  and  Third  Rail 
Insulation 

FREE  FROM  Contraction,  Expansion,  Moisture, 
Absorption,  Surface  Leakage,  Varied  Dielectric 
Strength,  Mechanical  Imperfection,  Unnecessary 
Parts.  Will  stand  225°  F.  without  softening  and 
Impervious  to  Acids. 

Caps  and  Cones — Round  Top  Hangers — Globe 
Strains — Suspension  Bolts — Feed  Wire  Insulators 
— Arc  Lamp  Hangers — Third  Rail  Insulators. 


SHAW  LIGHTNING  ARRESTERS 
Standard  for  20  Years 


Newark  Engineering  Mfg.  Company 

221-225  Murray  St.,  Newark,  N.  J.,  U.  S.  A. 

GEO.  E.  AUSTIN  CO.,  Sales  Managers 
253  Broadway,  New  York  City 


n — m 1  rn  '         n — n 


I 


The  Narrow 
Right-of-Way 

has  its  efficiency  fully 
developed  by  using  a 
pole  like  this-  60  feet, 
Laced  Channel,  on 
the  East  St.  Louis  8b 
Suburban  Ry.  Co. 
line  -400      foot     spans! 

1>estgn  and  Manufacture 
of  Wire  Supporting 
Structures  Exclusi'bely 


ARCHBOLD^BRADY" 
COMPANY 

SYRACUSE,    N.  Y. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


49 


Twin  Terminal  Rail  Bonds 

The  ideal  bond  for  intenirban  railroads.  Can  be 
attached  to  the  outer  surface  of  any  rail  head  by 
four  studs  expanded  into  drilled  holes.  Secure 
against  moisture,  torsional  stresses  and  vertical 
movements  of  joints — affording  a  larger  contact  area 
than  any  other  type  of  terminal. 

The  cost  of  installation  is  very  low  when  it  is 
considered  that  the  Twin  Terminal  offers  all  the 
advantages  of  double  bonding. 

We  manufacture  four  forms  of  Twin  Terminal 
Bonds,    made    to    meet   all    possible    conditions. 

The  Conductor  loops  are  made  from  fine  copper 
wires,  stranded  together,  making  an  extremely  flex- 
ible and  durable  bond.  The  terminals  are  accurately 
forged  from  solid  copper  by  our  special  process,  with 
cylindrical  studs  having  blunt,  conical  ends.  The 
outer  face  of  terminals  is  provided  with  bosses  for 
expanding  into  rail. 

To  meet  the  requirements  of  the  Twin  Terminal 
bonding,  our  four-spindle  drills,  operated  by  hand 
lever  or  motor  power,  provide  accurate  and  ready 
means  of  drilling  one-half  inch  holes  in  the  rails. 
Easily  handled  and  operated,  fitted  with  positive 
automatic  feeding  device  and  clamping  solid  to  rails, 
the  work  is  done  quickly  and  accurately. 

Catalog  with  full  description  of  our  Rail  Bonds  and 
."Npp'iances   upon   application   at   any   of   our  offices. 

American  Steel  &  Wire  Company 

Cbloago,  New  York.  Worcester,  Cleveland,  Pittsburgh.  Denver. 
Export  Representative:  D.  S.  Steel  Products  Company,  30 
Church  Street,  New  Yorlt.  Pacific  Coast  Representative:  U. 
S.  Steel  Products  Company.  San  Francisco,  los  Angeles.  Port- 
land.  Seattle. 


If  It's  LIGHT  Gauge, 
Riveted  Culverts  You  Want 


"IMPERIAL" 

Corrugated  Metal 

Culverts  will  fill  the  bill 


In  addition  to  our  standard  "ACME"  (Nestable)  Cor- 
rugated Culverts,  vfe  make  this  common  style  of  cul- 
vert, here  illustrated,  both  in  STEEL  and  of  the  same 
Anti-Corrosive  NO-CO-RO  Metal  used  in  "ACME" 
(Nestable)  Culverts.  For  those  desiring  this  riveted 
type,  either  light  or  heavy  gauge,  in  preference  to 
"ACME"  (Nestable)  Culverts  (made  only  in  standard 
or  heavier  gauge),  this  is  an  excellent  product,  backed 
by  our  reputation  for  dependable  goods.  Printed 
matter  promptly  furnished.     Catalog  G-3. 


The  Q^TQN  QjLVERTSSiioGK 

Man  C  FACTU  RBRS 

(^NT  on.Ohio,  U.S.A. 


Quality  Manganese  Special  Work  Frogs  and  Switches 


Ottr  Facilities  permit  handling 

large  and  difficult  orders 

in  quick  time. 


New  York  Switch  &  Crossing  Co. 

Office  and  Works 
Hoboken,  New  Jersey 


TOOLS 


for  all  classes  of  electrical  construction  and  repair 
work.    Write  for  catalog. 

Mathias  Klein  &  Sons  cnn^s^,^""  Chicago 


" 

Street  Railway  Signal 

Co.,  Inc. 

' 

PHILADELPHIA,  PA. 

f^  i 

The  first  signal   having  official 
A.  E.  R.  A.  aspects. 

Metal  Grounds  Corrode 
HYDROGROUNDS 

Cannot    Corrode 

They  absorb  moisture  and  in- 
sure a  perfect  earth  connection 

Orders  Filled  Promptly. 

The  W*  R.  Garton  Company,  Chicago 


FEDERAL   SIGNAL   CO. 


[■  either         < 


AC. 

or 
D.C. 


Manufacturers    "|  (  Automatic 

Engi  ncers  >         for         -^  Signalling 

Contractors  j  ',       Interlocking 

No  Interlocking  Switches  Are  Safe  Without 
Federal  Switch  Guards 

MAIN  OFFICE  and  WORKS      -      -      ALBANY,  N.  Y. 

103  Park  Avenue,  New  York  Monadnock  Block,  Chicago 

118-130  New  Montgomery  St.,  San  Francisco,  Cal. 


50 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


A  Great  Combination 


No.  I  to  sweep  cross- 
ings 

2  to  handle  light 
dirt  and  snow 
in  the  frogs, 
switches,  and 
curves. 

3  to  remove  ice, 
slush  and  mud 
from  the  same 
places    and    a 

chisel  point  on 
the  end  of  the 
handle  to 
loosen  the  ice 
and  crust. 

No.  I  and  No.  3  con- 
tain Flat  Steel  Tem- 
pered Wire,  and  noth- 
ing superior  can  be 
produced.  Service- 
able all  the  year 
round.  Your  road  is 
not  complete  without 
them.  Write  for 
Prices. 


J.   W.  PAXSQN    CO.,    Mfrs. 

1021  N.  Delaware  Ave.,      Philadelphia,  Pa. 


HIGHEST     QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


The  "Superior  Rail  Joint"  combines  all  the  best  features 
of  suspended  and  supported  Joints.  Made  of  Rolled 
Cast  Steel  or  Malleable  Iron. 


IVfanganese     Steel     Track    Work 


FROM  THi: 
LARGEST  LAYOUT 
TO  THE 
SMALLEST  INSERT 

(1) 

1560  Kienlen,  St.  Lonis,  Mo. 

Co.   Mfg.  Co.,  St.  Louis. 


SI.  Louis  Steel  Foundry, 

Owned  ;iiid  operated  by  Curtis  ■ 


Ramapo  Iron  Works 

Main  Office,  Hillburn,  N.  Y. 
New  York  Office:  30  Church  St. 

Automatic  Switch  Stands, 
T-Rail  Special  Work, 
Manganese  Construction, 
Crossings,   Switches,  Etc. 


SPECIAL  TRACK  WORK 
For  ELECTRIC  RAILWAYS 

THE  AMERICAN  f^^^f^cH^  CO. 

HAMILTON,  OHIO 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM.  ALA. 
Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


GEO.  F».  NICHOLS  &  BRO. 

OLD    COLOXY    BUILDING  CHICAGO,    ILLINOIS 

DESIGNERS   AND   BUILDERS   OF 

Ellecfric    Transfer    Xables 

Our  trniT^fcr  tables  arn  nsod  on  nonrly  ovpry  important  steam 
rnilroad  sy.-^tfin  in  tills  country  and  on  many  electric  railways.  We 
can  fiirtiisli  tiu-iu  in  eitiier  tlie  surface  or  the  pit  types,  and  to  meet 
all   requirements. 


FROGS,  SWITCHES,  CROSSINGS 
SWITCH-STANDS,  RAIL  BRACES 

The  Cincinnati  Frog  and  Switch  Company 

Cincinnati,  Ohi  j 


G.  C.  REITER,  CANTON,  O. 

Manufacturer  of 

Car  Gongs  of  all  kinds 

Rotary  and  Single  Tap  Gongs 


ESTABLISHED   18«2 

The  Weir  Frog  Company 

Manganese    Track  Work 

Cincinnati,  O. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


51 


I-T-E 

Circuit    Breakers 

Best  in 

Design,  Construction,  Material 

For 

Heavy  Railway  Service 

Write  for  Hand  Book  of  the  I-T-E  Circuit  Breaker 
which  contains  Circuit  Breaker  data  for  every  Service 

The  Cutter  Company 

Philadelphia      ' 


8507 


Scale  and  Economy  Cannot 
Exist  in  the  Same  Boiler  Plant 

Enter  Scale — Exit  Economy 

And  that  is  true  whether  your  plant  is  small 
or  large,  whether  you  have  the  most  expen- 
sive boiler  equipment  in  the  world  or  the 
least  expensive. 

As  soon  as  scale  forms  on  the  heating 
surfaces  efficiency  decreases  and  coal  bills 
increase. 

In  fact,  you  can  get  as  much  work  out 
of  a  small  boiler  that  is  clean  as  you  can 
out  of  a  large  boiler  with  scale-filled  tubes. 

Economy  means  continually  clean  boil- 
ers— and  this  can  be  accomplished  only  by 
continuous  treatment  of  the  water  with 
proper  reagents. 

This  is  the  Dearborn  Method. 

Dearborn  Treatment  is  made  to  handle 
conditions  shown  by  analysis  of  the  water. 
Gallon  sample  required. 

Dearborn  Chemical  Company 

McCormick  Building,  Chicago 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 


Steam  Superheaters 


Mechanical  Stokers 


Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 


ATLANTA,  Candler  Building 
BOSTON.  35  Federal  St. 
CHICAGO,  Marquette  Building 
CINCINNATI,  Traction  Building 
CLEVELAND,  New  England  Building 


BRANCH  OFFICES: 

DENVER,  435  Seventeenth  St. 
HAVANA,  CUBA,  116}4  Calle  de  la  Habana 
LOS  ANGELES,  American  Bank  Building 
NEW  ORLEANS,  Shubert  Arcade 
PHILADELPHIA,  North  American  Building 


PITTSBURGH,  Farmers' Deposit  Bank  Building 
PORTLAND,  ORE.,  Wells-Fargo  Building 
SALT  LAKE  CITY,  313  Atlas  Block 
SAN  FRANCISCO,  99  First  Street 
SEATTLE,  Mutual  Life  Building 


FOSTER  SUPERHEATERS 


Greatly  Incraati 

Efficiency  and  Power  ol 

Steam  Turbines. 

POWER  SPECIALTY  GO. 

Trinity  Building,  111  Broadway 
NEW  YORK 


Service  and  Durability  —  The  Test  of  Economy 

AMERICAN  VULCANIZED  FIBRE 

will  meet  both  requirements  of  this  test  if  you  will  use  it  for 
Track  Insulation. 

Write  for  our  Bulletin  "For  Safeguarding  Safety  Signal  Appli- 
ances." 

Send  us  blue  prints  of  your  fibre  parts  and  let  us  quote  you 
prices. 

AMERICAN  VULCANIZED  FIBRE  CO.,    WILMINGTON,  DEL. 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

Order  from  our  Chicago  or  Elsmere  factory,  whichever  is  nearer, 
and  delivery  will  be  made  without  delay. 

Include  an  order  for  Disfico  Horn  Insulation  for  repair  work. 


Elsmere,  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chicago,  III. 


52 


ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


SPECIALTIES   FOR 

POWER  HOUSE 
LUBRICATION 


TURROIL 


TRADE  MARK 


FOR 
TURBINE    LUBRICATION 


W, 


GAS 
CYLINDER  OIL 

TRADE    MARK 

For  High-Duty  Gas  Engines  Using  Natural, 
Producer  or  Furnace  Gas.  Get  the  Original 
and  Successful  Brand.      Never  Failed. 

BORNE,  SCRYMSER  COMPANY 

80  SOUTH  STREET,   NEW  YORK 


If  you  don't  know  which  Webbing 
—ask  US 

Tell  us  your  service  requirements 
and  we'll  make  you  the  tapes  and 
Webbings  you  need.  Hope  Tapes  and 
Webbings  are  making  good  in  Elec- 
tric Railway  service  from  Maine  to 
California.     Write  for  Sample  Book. 

HOPE  WEBBING  CO. 
PROVIDENCE,  R.  I. 

396   Broadway   New   York 

Consumers'     Rubber    Co., 

829  Superior  Ave.   N.  W.,  Cleveland 

Belden  Mfg.  Co. 

23d   St.   and   Western   Ave.,   Chicago 

T.    C.    White   Co.. 

1124    Pine    St.,    St.    Louis 


71892 


Tapes  and  Webbings 

are  Standard  Materials 
produced  under  Specifi- 
cations oi  Railway  Motor 
Manufacturers. 

These  specificationB 
cover  permissible  varla  - 
tions  in  width  and  thick- 
ness, state  requlreil 
breaking  strength,  specify 
particular  yarns,  requis- 
ite warp  ends,  picks  pef 
inch  filling  to  produce  r«- 
quired  strength  and  thick- 
ness. Extensively  used 
by  manufacturers  of  mo- 
tors because  m.iterial  anH 
price   are    right 

Representatives t  Chicago — Mr.  B.  P.  Bartlett,  1368-70  Grand 
Ave.  St.  Louis — W.  D.  Wooley.  103  North  11th  St.,  Brown  &  Hall, 
620  Central  National  Bank  Bldg.  Cleveland,  Ohio — R.  S.  Mueller, 
42.T   Illsh   Ave..    S.    E. 


Anchor  Webbing  Co. 

Mill  &  Office,  Wooosocket,  R.  I. 


S. 


SAFETY  FIRST-ECONOMY  NEXT 

Non-renewable  fuses  are  an  expense.     A  good,  renewable  fuse  is  an  investment. 
The  only  good  Renewable  Fuse  on  the  market  is  marked  "Economy" 

Write  for  Catalog  No.  2  and  Bulletin 

ECONOMY  FUSE  &  MFG.  COMPANY,    KINZIE  AND  ORLEANS  STS.,  CHICAGO 


ANY  TYPE  OF  BOILER 

The  Murphy    Automatic  Smokeless   Furnace 

burns  slack  and  other  low  cost  fuels  with  unexcelled  economy  and 
with   practically   no   smoke.      Strictly   automatic   in   feeding  and  dis- 
tribution of  coal  and  the  removal  of  the  ash.     Send  for  a  complete 
description. 
113  UNITS  OF  ANY  SIZE 

Murphy  Iron  Works,  10  Walker  St.,  Detroit,  Mich. 

BUFFALO  PITTSBURGH  CHICAGO 


A.  G.  E.  LABOR  SAVING  MACHINES 

For  Armature  Banding,  Coil  Winding,  Taping,  Pinion  Pulling, 
Commutator  Slotting  and  Pit  Jaclcs,  Armatura  Buggiaa  and 
Armatur*  Ramoving  Machines. 

Manufactured  hj 

AMERICAN  GENERAL  ENGINEERING  CO. 

253  Broadway,  New  York,  U.  S.  A. 


JEFFREY 

Coal  and  Ashes  Handling   Machinery 

can  be  adapted  to  all  types  and  sizes  of  Power  Plants 

Write  for   Illustrated    Bulletin   No.   32-B. 

Jeffrey  Manufacturing  Co.,  Columbus,  O. 


The   MODERN   WAY   of    handling 

ASHES  is  by  the  PNEUMATIC 

SYSTEM 

Write  and  let  us  tell  you  all  about  it. 

GREEN  ENGINEERING  CO. 

Stagar  Buildinc  Chleaso,  III. 

Catalogue  8 — GECO   Pneumatic  Ash   Hand- 
ling:  Systems. 
Catalogue  "H" — Green  Chain  Grate  Stokers. 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


53 


\V^' 


^'V..A.^- 


When  a  Machine  "Shorts' 

1st.  "Cut  Out"  the  Machine 
2d.    Use 


FIRE  EXTINGUISHER 


Pyrene  instantly  quenches  fires  among 
the  most  inflammable  substances.  Re- 
fractory, smoldering  fires  yield  to 
Pyrene.  Pyrene  neither  injures  in- 
sulation nor  copper  and  quenches  arcs  as  well 
as  fires.  Can  be  played  on  bare,  "live"  conduc- 
tors carrying  high  voltage,  without  danger  to 
operator.  Write  for  data  on  Pyrene  efficiency 
in  electric  railway  service. 

Pyrene  Manufacturing  Co.,  1358  Broadway, N.Y. 

Aberdeen,  8.  D.       Charleston,  W.  \ 
Alton  Charlotte,  N.  0. 

Anderson.  8.  O.        Chicago 
Atlanta  Cincinnati 

Baltimore  ClevelaDd 

Blrmlncham  Dajton 

Brldseport  Denyer 

Boston  Detroit 

BufTaio  Dututb 

Distributors  to   Electrical  Trade:    Western   Electric  Co. 

Pacific  Coast   Distributors:  Gorliam  Fire  Apparatus  Co. 
San  Francisco  1-oa   Angeles  Seattle 

Canadian   Distributors:   IVIay-Oatway   Fire  Alarms,   Ltd. 

Winnipeg  Toronto 

Distributors   for   Great   Britain   and   the   Continent: 

The  Pyrene  Co.,  Ltd.,  19-21  Great  Queen  St.,  London,  W.   C. 

716)6 


Fargo,  N.  D. 

Philadelphia 

JacicsonvlUe 

Pittsburgh 

Louisville 

Richmond 

Memnhls 

St.  Loula 

Milwaukee 

St.  Paul 

New  Orleans 

Rait  Lalie  City 

Olilahoma  City 

San  Antonio 

Phoenix 

York.  Neb. 

9107 


CAMERON 
COMMUTATORS 

Any  user  of  Cameron  Commutators 
will  tell  you  that  they  give  splendid  serv- 
ice. That's  why  they  have  been  adopted 
all  over  the  country. 

Hard  Drawn  Copper  Bars  insulated 
with  Canadian  Amber  Mica  are  pressed 
together  hydraulically.  There  are  no 
loose  bars  to  cause  arcing  brushes.  Write 
for  our  booklet. 

Cameron  Electrical  Mfg.  Co. 

ANSONIA  CONNECTICUT 


IRCO 


FRICTION  rr/iprC 

are  the  Standard  1  rll  EiiJ 

For  Electric  Railway  and  Lighting  'Jse 

Economy  and  Efficiency  Combined 

IMPERIAL  RUBBER  CO.,   253Bioadway,  New  York,  U.  S.  A. 


"   !«= 


Railroad    and    Tram    Car   Specialties 

New  Inventions  developed,  perfected 
and  worked  for  the  English  market 

Messrs.  G.  D.  Peters  &  Co.,  Ltd. 

Moorgate  Works,  Moorfields,  LONDON,  E.  C. 


SKYLIGHTS 

without    packing    or    filling    substance — Of    GLASS    and 
METAL    ONLY  —  ABSOLUTELY    and    PERMANENTLY 
PROOF  AGAINST  LEAKAGE.     Send  for  details. 
WE  BUILD  THEM  RIGHT. 


National  Ventilating  Co., 


339  E.  26th  St.,  N.  Y. 


JACKS 


Barrett  Track  and  Car  Jacks 
Barrett  Emet^ency  Car  Jacks 
Duff  Bail  Bearing  Screw  Jacks 
Duff    Motor    Armature    Lifts 


The  Duff  Manufacturing  Co.,  Pittsburgh,  Pa. 


54 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


The  Need  of  the  Hour 
is  Efficiency 

This  is  the  cry  of  every  industry. 
In  yours  it  is  attained  by  using 

Sherwin-Williams 
Paints  and  Varnislies 


used  according  to  our  new  Modern 
Method  Car  Painting  System. 
Send  for  our  new  booklet,  "Effi- 
ciency the  Need  of  the  Hour."  It 
will  tell  you  how  to  attain  it  in  your 
Paint  Shop. 

THESHERWIN-WlLUAimS  CO. 

RAtLWAY   SALES    DEPARTMENT 
801  CANAL  ROAD,  CLEVELAN  D,  OHIO  ' 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating purpose. 

The  Sterling  Varnish  Co. 

Pittsburgh,  Pa. 


^^^S\    INSULATING 

TRADE       MARK 

A  black,  quick-drying  protective  varnish  made 
especially  for  electrical  wiremen  and  contractors  and 
telephone  and  electric  light  systems.  It  has  high  insu- 
lating properties  and  is  not  affected  by  the  extremes 
of  heat  or  cold.  It  also  repels  moisture  and  resists 
the  action  of  alkalis,  gases  and  acids. 

STANDARD  VARNISH  WORKS 

New  York  Chicago  London 

International  Varnish  Co.    Limited, 

Toronto,  Canada 


Do  You  Figure  the  6ost  of  Insulation  by 
the  Pound  or  by  the  Year? 

It's  easy  to  buy  insulation  by  the  pound  and  buy  it  cheap,  but  to  prac- 
tice economy  you've  got  to  check  up  what  it  cost  you  by  the  year,  in 
replacement  cost  and  in  loss  of  revenue  from  idle  cars,  etc. 
The  yearly  cost  of  "Micanite"  is  lowrer  than  that  of  the  cheapest  in- 
sulation  you   can   buy.    Write   for  bulletins. 


M  tANiTF 


AeCISTEit&O 


MieaNiTE 

Commutator  Insulators, 
Tubes,  Washers,  Rings, 
Segments,  Sheets,  Tapes, 
etc.,  made  of  imported  mica. 


New  York 
68  ehurch  St. 


EMPIRE 

Linseed  oil  treated  Cam- 
bric, Linen,  Silk,  Canvas, 
Duck  and  Papers.  High 
puncture  voltage,  long  life. 


LINOTAPE 

Linseed  oil,  coated  tape 
both  straight  and  bias  cut 
for  coil  winding,  cable 
splicing,  bus  bars,  etc. 


KABLAK 

Black  varnished  Cambric 
Linen,  Silk,  Canvas,  Duck 
&  Papers,  Flexible,  efficient 
under  high  temperature. 


Mie© 


Untreated  insulating  fab- 
rics. Papers,  Fibres,  Linen 
Tapes,  Sleeves,  Shellacs, 
Cements      and      Varnishes 


Miea  INSULATOR  e©. 


Chicago 
542  So.  Dearborn  St. 


KiNNEAR 

Steel  and  Wood 
Rolling  Doors 

For  Car  Barns  and  Power  Houses 


Write  for  new  Catalog  "  M  "  and  Booklet 
"Car  Barn  Doors." 


The  Kinnear  Mfg.Co.,Columbus,0 

Boston  Philadelphia  Chicag( 


^1 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


55 


Holds   its   Cutting  Edge 


Woodman 

Quality 

Punch 


The  tool-steel  die  gives  the  long  service  and  sharp, 
clean  work  that  you  require. 

The  R.  Woodman  Mfg.  &  Supply  Co. 

63  Oliver  Street,  Boston,  Mass. 

E.  G.  LONG  CO.,  50  Church  St.,  New  York  City 
Eastern   Electrical  and   Export   Representatives. 


947 


Stowe  Ticket  Punches — 

Best  malleable  iron  castings — 

Hard  tempered  plungers — 

Tool  steel  dies— Visible — 

Music  wire  springs  — 

Highest  polish — Utmost  durability — 

Prices  the  lowest — Ask  — 

Samples  free — Repairs  at  Cost — 

Stowe  Ry.  Punch  Co  — Newark,  N.  J. 


This 


Represents  Cost 
of  Deltabeston 
over  Cotton  Insulated  Wire 


Represents  the 

Savings  Deltabeston 

Effects  in  the  Long  Run 

Which  Will  YOU  Take  ? 

The  above  is  simply  a  graphic  illustration  of 
the  "penny  wise,  pound  foolish"  policy  of  let- 
ting price  stand  in  the  way  of  using  "DEL- 
TABESTON" MAGNET  WIRE  on  your 
coils.  "Deltabeston" — the  wire  with  the  tough, 
permanently  flexible,  pure  asbestos  insulation 
— saves  coil  failures — motor  burnouts — stalled 
cars — rewinding  expense.  Because  "Delta- 
beston" stands  up  where  ordinary  insulation 
breaks  down.  That's  all.  Proof,  if  you  ask 
for  it. 


D  &  W  FUSE  CO. 

Providence,  R.  I. 


u 


1912 


AMER.  RY.  SUPPLY  CO.* 


AMERICAN  RAILWAY  SUPPLY  CO.,  134-136  Charles  St.,  NEW  YORK 


Get  Our 
Price  Lists  on 

BADGES     and 


"For  your  new  cars  and  old  ones,  buy  The 
Peter  Smith  Forced  Ventilating  Hot  Air  Heaters, 
or  Hot  Water  System,  from  the  Originators,  who 
can  furnish  an  acceptable  guarantee." 

THE  PETER  SMITH  HEATER  COMPANY 

1759  Mt.  Elliott  Ave.  Detroit,  Mich. 


THERAiimYSuPPLY&CuRTAINCo.  If 


CHICAGO 

CAR  CURTAINS  &  FIXTURES 
FOR  ALL  PURPOSES 

CATALOGUE  ON   REQUEST 


Ventilation— Sanilaiion— Economy— Safely 


All  Combined  in 


THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Patented  September  30,  1913.  Ask  for  the  full  story. 

We  Also  Manufacture  Pressed  Steel  Hot  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


'UTILITY"  Electric  Thermometer  Control 
.    SAVES  70%  In  Heating  Current 

UTILITY  Ventilators  Represent  the  Highest 

Efficiency-^Various  types  to  Meet 

All  Conditions 

RAILWAY  UTILITY  CO.  Chicago  and  New  York 


56 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


SAFETY  FIRST 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


The 

International 
Fare  Box 


ASSURES 

Full  and 
Complete 

Fare 
Collection. 
Accurate 
Registra- 
tion. 
Increased 
Earnings. 


This 

Box 

Is 


Well  Built— Fool  Proof— Tamper  Proof.  Working  Parts 
Are  of  Hardened  Steel  to  Insure  Long  Service  at  Minimum 
Upkeep  Expense.     Registers  nickels,  pennies  and  dimes. 

Write  for  detailed  information 

INTERNATIONAL  REGISTER  CO. 

IS  South  Throop  Street  CHICAGO,   ILL. 


Hale  &  Kilburn 

Steel    Interior  Finish 


is  the  product  of  the 
largest  works  in  the 
world  devoted  to  all- 
steel  car  products. 
One  of  the  most  wide- 
ly used  products  is  the 


H&K 

Walkover  Seat 


used  by  prac- 
tically every 
leading  railway 
because  it  saves 
in  car  weight, 
power  and 
maintenance. 
Specify  it. 


Hale& 

Kilburn 

Company 

New  York 

Philadelphia 

Chicago 


"Watch  Your  Step" 

If  it  has 

Universal  Safety  Tread 

on  it 

Proceed  in  Safety. 

If  Not 

Be  Careful 

Universal  Safety  Tread  Co.,  Waltham,  Mass. 


New  York 


Philadelphia 


Chicago 


SIMPLEX 
Roller  Bearing  Trolley 


Base^ 


Safest— most  economical.     Tension  INCRHASHS  as  pole 
goes  Ul',  decreases  as  i>ole  comes  DOWN. 
No  more  bent  i>oles  or  knocked  down  wires. 
Full  larticulars  from 

THE  TROLLEY  SUPPLY  CO. 

Canton,  Ohio 


•z^^- 


MASON     SAFETY    TREADS— prevent    illpplntr    and    thus    ob- 
viate damage  suits. 
KARBOI.ITH    CAR    FLOORING— for    steel    earn    la    aanltarT. 

fircpnMif  and   light  In  weight. 

STANWOOn    STEPS— are  non-sllppinn  and  seKcleanlnn. 

Above    products    are    used    on    all    leading    Railroads.      For    details 

address  _ 

AMERICAN   MASON   SAFETY   TREAD   CO. 
Main  Offli-es:      Branch  Offlces :  Boston.   New  York  City.  Gblca)ro,  Phlla- 
Ixjwill,  Mass.  delphla.  Kansas  City.  Clevpland.  St.  Lonls. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


57 


Eclipse  and  Acme 
Fenders  Give  Im- 
munity from  Ac- 
cident Suits 


The   function  of   any   fender 

is  to  protect  the  human  body 

from  the  first  impact  with  car 

body.     That  the  "Eclipse"  does  this  successfully 

up  to  speeds  of  thirty  miles  per  hour  is  being 

demonstrated  daily  throughout  the  country. 

The  Eclipse  Trolley  Retriever 

is  designed  for  any  range  of  service.  Retrieves 
in  less  than  three  inches.  Compulsory  set;  weak 
spring  controlled  by  thumb  nut  on  face  of  casing. 
No  tools  required  for  winding  or  adjusting. 
Fool  proof.  Furnished  with  open  or  closed  rope 
drum.  Use  knotted  rope  or  ferrule,  as  preferred. 
Less  parts  than  any  other  retriever  on  market. 

Will  send  sample  for  trial. 

ECLIPSE 

RAILWAY  SUPPLY  CO. 
Cleveland,  O. 


Why  Not  Buy  Trolley 
Base  and  Retriever 
All  in  One 


That's 
What  You 
Get  In 


^e  WASSON 

Jlir'RetrieVing 

Trolley  "Base 

It  performs  the  double  function.  It  combines 
the  ordinary  trolley  base  with  a  retrieving  mech- 
anism operated  by  air.  It's  the  "last  word,"  the 
latest  development  in  the  field.  It  means  maxi- 
mum efficiency  in  car  operation,  as  far  as  the 
trolley  can  contribute  toward  it.  It  means  rapid 
transit  without  fear  of  jumping  trolleys.  It 
means  freedom  from  damaged  or  torn  down 
overhead  if  the  trolley  should  leave  the  wire. 
Try  it  out.  If  it  does  not  "make  good"  it  costs 
you  nothing.     Order  one  today. 

The  Wasson  Engineering  &  SupplyJCo. 

Milwaukee,  Wis. 


The  Right  Metal  in  the  Right  Place 

is  a  blj?  factor  in  keeping  cars  In  service.     Car  axles 

need   a    bearing   metal   specially   designed  for  car 

axles — tbat'8    Post's    "Zero"    Metal.      Motors 

need    a    bearing    metal    specially   designed 

for     motora — that's     Post's     "Motor" 

Metil.      Both    are    standard    with 

large  companies.  Post's  Metals 

are    guaranteed     made     of 

Virgin     raw     materials 

only. 


7352 


For  Armature 

Bearings  use 

Post's  "Motor" 

Metal 


E.  L.  POST  &  COm  Inc. 

Sole  Manufacturers 

50  Cliff  Street  New  York 


UNION  SPRING  &   MFG.   CO. 

SPRINGS 

Coil  and  Elliptic 

M.  C.   B.   Pressed   Steel    Journal    Box    Lids 

General  Office:      Oliver  Bldg., 

PITTSBURGH,  PA. 
Works:     New   Kensington,    Pa. 

EO  Church  St.,  New  York.         1204  Fisher  Bldg.,  Chicago,  III. 
Missouri  Trust  Bldg.,  St.  Louis,  Mo. 


Nichols-Lintern 
Car  Ventilators 

will  change  a  car's  atmosphere  every 
ten  minutes 

or  in  fact,  from  six  to  ten  times  per  hour.  They 
are  neat  and  inconspicuous  in  appearance  and 
maintain  constantly  a  refreshing  circulation  of 
pure  air  at  the  same  time  obviating  drafts.  Im- 
prove heat  distribution  and  prevent  stuffiness. 
Write   for  details. 

The  Nichols-Lintern  Company 

Cleveland,  Ohio 

REPRESENTED    BT : 
William  R.  Garton.  Sales  Engr..   299  Broadway.   New  York,  N.  T. 
Henderson-Lee  Co..    11-17   So.    Desplaines  St.,   Gtiicago,   111.     Frank 
P.  Bodler,  903  Monadnock  Bldg.,  San  Francisco,  Cal.     S.  I.  Walles, 
Los    Angeles,    Cal.      Allen    Gen'l    Supplies,    Ltd.,    205    Yonge    St., 

Toronto,  Canada. 
729-P 


58 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Stackpole  Carbon  Co. 

Manufacturers  of 

Motor  and  Generator 

Brushes 


---^ 

v  1 

|3T,CKP0ltB 

-=fl^ 

^P 

■i 

Metallic  and  Graphite  Brushes 
Carbon  Specialties 


St.  Marys,  Pa. 


This  is  the 
man  .  who 
developed  the 

ACME 
TRACTION 
MOTOR 
BRUSH 

It  is  a  distinctly 
high  grade  pro- 
duct —  uniform 
— eliminates 
wear — Longest 
life  and  worthy 
of  your  choice 
if  you  want  the 
best. 


Ask  us — 

THE  NUNGESSER 
CARBON  &  BATTERY  CO. 

Cleveland,  Ohio 


to  IT  QICTRKAUV 


"Hard  Service" 

Railway  Motor  Gears  and  Pinions 

have  for  years  consistently  represented 
SUPERIORITY,  and  appeal  to  the  man 
who  considers  EFFICIENCY  as  well  as  first 
cost.  Supplied  in  four  grades :  Standard, 
Special,  Treated,   Hardened. 

THE    VAN    DORN   &   DUTTON    CO. 

Gear  Specialists 
CLEVELAND  (Sixth  City) 

NEW  YORK  LOS  ANGELES  SAN  FRANCISCO 


Wheel  Condition  No.  3 


If  only  the 
wheel  tread 
needs  truing 
this  type  of 


Pat.  May  31,  1898;  Sept. 
1,  1903;  Aug.  2,  1904;  Dec. 
29,  1908;  June  IS,  1909;  April  21,  1911 


r  W^heel  Truini(  BraKe  Shoe 

will  solve  the  difficulty  cheaper  than  any  other  method 
and   without  removing  the  car   from  service. 

Wheel  Truing  BraKe  Shoe  Co.    ^r,'£?iL 


^^^^^^^^^^^^^^^^^^^^^^^^-=^-=== 

— it's  the  economical 

//      it'  a           >v 

brush ! 

Wgood  brush! 

If  you  want  a  brush  that  w^ill 
give  good  credit  to  your  choice 

v^\                                                    vmmrn 

— get  Speer's  type  G. 

\   \                                                  ^^1 

It's  a  big  advance  in  the  brush 

\\.                                                  W^ 

making  art. 

XXjj,^               ^^gjj^P^ 

Write  for  samples  and  data. 

Speer  Carbon  Co.,  St.  Marys,  Pa. 

1     3926 

February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


59 


A  Prominent  Ry.  Tested 
"Tool  Steel"  Pinions 
vs.  Case-Hardened 


S 


Here  are  the  results.  This 
is  the  "Tool  Steel"  pini- 
on after  170,760  miles, 
worn  .086"  at  the  pitch 
line. 


K 


7 


c 


'^ 


This  is  the  case-hardened^^  ' "^ 

pinionafterl23, 351  miles;  "^^ 

worn    .165"  at  the  pitch  .^  — ^ 

line.  ^  -  ^ 

Efificiency  2%  to  1  in  favor  of  "Tool 
Steel."  We  talk  records  because  we 
believe  they  mean  more  than  salesman's 
promises. 

The  Tool  Steel  Gear  &  Pinion  Co. 

Cincinnati,  Ohio 


There's  a  BLISS 

for  every  motor 
— for  every  service 


We  furnish  gears  and  pinions  for 
every  style-  and  size  motor  in 
service. 

We  have  a  grade  for  every 
service  condition,  each  and  every 
grade  carries  its  own  guarantee. 


B/iss  Gears  and  Pinions 


E.  W.  Bliss  Co. 

Brooklyn,  N.  Y. 


Smoother,  Safer, 
More  Economical 
Car  Operation 


results  from  use  of 

The  ANDERSON 

Automatic  SlaCK.  Jidjuster 

Increases  in  mileage  of  car  per  year 
and  therefore  earning  capacity  of  each 
car  by  lengthening  time  between  in- 
spections. 

Increases  speed  of  operation  by  in- 
suring maximum  efficiency  and  posi- 
tive working  of  brakes  at  all  times 
under  all  conditions. 

Decreases  labor  costs  by  eliminating 
the  man  in  the  pit. 

Write  for  full  description. 

Anderson  Brake  Adjuster  Co. 

Omaha,  Neb, 

William  R.  Garton,  Sales  Engr.,  299  Broadway,  N.  Y. 
Grayson  Railway  Supply  Co.,  Southwestern  Rep.,  St.  Louis,  Mo. 


A  Road  May  be  Proud  of 
Its  Braking  Efficiency 


Yet  it  may  be  wrong  to  conclude  that  the  type 
they  used  should  be  on  your  cars.  Your  oper- 
ating conditions  are  probably  different.  What 
is  profitable  for  one  line  may  be  unsuited  to 
many  others.  The  easiest  way  to  make  sure 
of  getting  maximum  braking  economy  and 
efficiency  for  your  road  is  to  consult  special- 
ists.   That  is  our  business.    Consult  us. 

American  Brake  Shoe  &  Foundry  Co. 

MAHWAH,   N.  J. 
30  Church  St.,  New  York    McCormick  Bldg.,  Chicago 

71605  3 


60 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Edison  Non-Acid 

Storage  Battery  Lighting 


Night  service  is  made  popular  by  the 
Edison  Battery  System 

of  non-dimming,  even  illumination 
which  is  offered  to  Street  Railway 
Companies  in  a  Practical  Form. 
Edison  Storage  Battery  Informa- 
tion regarding  Car  Lighting,  Elec- 
tric Street  and  Baggage  Trucks  and 
Railway  Car  Power  should  be  in 
the  Data  File  of  every  Electric  Railway  Engineer. 

Write  For  It. 

Edison  IStorage  Battery  Co. 

221  Lakeside  Ave.,  Orange,  N.  J. 


E  .G.Ixmg  ComDang 

EDWARD  H.  MAYS,  President 

Office!,  SO  Church  Street    New  York 

PRINGS 
^<1^ASTINGS 
^TE=^ORGINGS 

Peckham  Truck  Parts 
Diamond  Truck  Parts 

Car  and  Truck  Accessories 

ELECTRICAL  REPRESENTATIVES 
Union  Spring  &  Mfg.  Co. 

Leaf  and  Coil  Springi 
MCB  Prattmd  SUal  Joarnal  Box  Covn 


There's  No  Hidden  Weakness  in 
"Jones-Built"  Cars 

When  you  specify  "Jones-Built"  cars  you've 
specified  quality  construction  then  and  there. 
Specifications  aid  us  in  turning  out  the  type 
of  car  you  want,  but  the  quality  of  work- 
manship that  goes  into  it  varies  no  whit  in 
all  the  cars  we  build. 

They're  Built  on  Honor 
Through  and  Through 

We  build  cars  for  electric  railways  only, 
but  we  build  them  well,  and  have  been  do- 
ing so  since  cars  for  surface  railways  were 
introduced.  Some  of  our  cars  are  still  in 
daily  operation  after  a  quarter  century  of 
service.    Write  for  data. 

J.  M.  Jones'  Sons  Company 

Builders  of  Can  for  Electric  Railways  Exclusively 

Established  1839  Incorporated  1911 

Watervliet,  N.  Y. 


The  **1H^cap*=Bxibe  •   Battery 


for 


STORAGE  BATTERY  STREET  CARS 


TheElectric  Storage  R«TERYCa 

PHILADELPHIA 


TU  LC 


WE    WANT  YOUR  BUSINESS 

IT  DOES  NOT  MATTER 

How  Large  or  How  Small  Your  System  is 
IT  DOES  NOT  MATTER 

Whether  Your  Cars  have  Old  or  New  Equipment 

TULC  WILL  SHOW  A  SAVING  ON  ANY  TYPE 
OF  EQUIPMENT  IF  GIVEN  A  TRIAL. 


THE  UNIVERSAL  LUBRICATING  CO. 


Schofield  Building 


CLEVELAND,  O. 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


61 


IT  has  been  truly  said  that  "the  alloy  which 
may  be  best  for  use  in  Trolley  Wheel  serv- 
ice may  be  far  from  being  the  best   for 
bearing  use"  and  this  is  why  the 

KALAMAZOO 

Trolley  Wheels 


,^»/«OFTHf;. 


are  so  satisfactory,  the  rims  of  which  are  made  of  a  soft  but  tough  metal 
having  long  life  without  injury  to  the  wire,  and  the  bushing  of  bearing 
metal,  a  combii  ation  impossible  in  a  one-part  wheel. 

MADE  BY 

THE  STAR  BRASS  WORKS 

Kalamazoo,  Mich. 


Bayonet  Non-Detachable  Trolley  Harp 

Something  new,  yet  tried  and  true 


Made  to  meet  the  demands  for  an  inexpensive 
trolley  harp.  For  those  who  consider  price  before  the 
time-saving  as  well  as  money-saving  features  of  our 
well-known  detachable  harp. 


SMOOTH,  SYMMETRICAL.  LIGHT  WEIGHT. 
NO  PROJECTING  CORNERS.  Its  efficiency  is 
only  surpassed  by  our  Detachable  Trolley  Harp. 


Largest  and  heaviest  contact  washers  made.  Kept 
flat  against  faces  of  wheel  hub  by  the  best  contact 
spring  made  with  uniform  tension.  Springs  most 
easily  attached  and  they  stay  attached.  Protected 
from  all  injury  by  outside  influence. 


Any  kind  of  bearing  you  want — 25  styles  and  sizes 
to  select  from,  half-inch  solid  steel  to  one-inch  hol- 
low  steel,   any   way  you   desire. 

Write  for  discounts  and  our  plain  harp  circular. 


Bayonet  Trolley  Harp  Co.,  Springfield,  Ohio 

Eastern  Representative: 
Wm.  R.  Garton,  Sales  Engineer,  299  Broadway,  New  York  City,  N.  Y. 


62 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


This  Index  Prevents 

Destination  Display 

Errors 

Many  a  passenger  has  been  sub- 
jected to  an  irksome  wait  because 
the  car  he  should  have  taken  passed 
him  with  an  incorrect  destination 
display.  Had  a  proper  destination 
index  been  provided  even  the  dull- 
est motorman  or  conductor  could 
make  no  such  annoying  error. 
That's  one  strong  reason  why  you 
need 

THE  CREAGHEAD 

DAY  AND  NIGHT 
CAR  SIGN 

But  the  index  is  not  the  only  advan- 
tage of  the  Creaghead.  The  handy 
crank  arrangement  means  quick 
change  of  display — no  time  is  lost. 
And  the  Creaghead  never  sticks — 
always  works  easily  and  freely,  yet 
keeps  the  display  tight  and  taut  at 
all  times.  Lettering  is  always  kept 
clean  and  legible — it  shines  out 
clear  and  distinct  night  and  day.  An 
illegible  sign  is  worse  than  none. 
To  insure  good  sign  service  inquire 
about  the  Creaghead.    Write  now. 


Creaghead  Engineering  Co. 


Cincinnati,  Ohio 


Quadruple 
Protection 


— four  operating  movements — 
every  one  positive  in  action — is 
the  multiple  safeguard  that  saves 
life  and  limb  to  the  public  and 
dollars  and  cents  to  the  electric 
railway  that  adopts 


PARMENTER 
FENDERS 


Parmenter  Fenders  not  only 
scoop  up  man,  woman  or  child 
with  automatic  precision,  but  also 
provide  perfect  protection  against 
the  shock  of  collision  and  the 
dangerous  rebound  following. 

Write  for  details  of  the  1914 
model  with  the  yielding  and  lock- 
ing apron. 


Parmenter  Fender 
&  Wheel  Guard  Co. 

89  State  St.,  Boston,  Mass. 


71573 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


63 


Five  Economy  Factors 

in  the 

Universal  Trolley  Wheel 

WHEEL — never  needs  lubrication.  Big  grease  pockets  keep  it 
permanently  supplied.  These  last  as  long  as  the  wheel  contact 
metal,  and  that  gives  twice  the  service  of  ordinary  wheels. 

PIN — with  patented  interlocking  grease  pockets  that  regulate  the 
lubrication.  A  time  and  money  saver  in  any  wheel,  but  doubly 
efficient  when  combined  with  the  Universal. 

BUSHING — improved  hard  bronze  that  presents  a  wide  bearing 
surface  and  prolongs  its  life.     Slotted  to  feed  the  lubricant. 

CONTACT  METAL — composition  proven  by  test  the  best  to 
resist  wear.     Easily  replaced  when  worn. 

CONTACT  SPRING— maintains  perfect  contact.  Detachable 
in  seven  seconds  without  removing  the  pole  from  the  car. 

THE  PRICE  makes  you  wonder  why  you  never  investigated 
the  Universal  before. 

Write  for  the  full  data. 


The  Universal  Trolley  Wheel  Co.,  Northampton,  Mass. 

Automatic  Ventilator  Co.,  Sales  Agent,  2  Rector  St.,  New  York 


"Change  those 

Brushes — 

put  on  Le  Carbone" 


A  command  like 
that  will  do  more  to 

— cut  shop  costs 

— cut     commutator 
costs 

— cut  brush  costs 

— improve  service, 

than  any  other  sin- 
gle thing  that  can  be 
done. 

Do  it  now. 

W.  J.  Jeandron 

173  Fulton  Street 

New  York 


64 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Double  Skin  Compromise  Arch  Type. 


*    *     > 


Most  modern  types  of  cars  are  equipped  with 

PERRY  VENTILATORS 

Over  fifty  thousand  in  operation 

— They  ventilate — 

Special  designs  for  Arch  or  Compromise  Arch  Roofs,  eliminating  all 
ungainly  projections  by  methods  impossible  to  other  devices. 

PERRY  VENTILATOR  CO. 

NEW  BEDFORD,  MASS. 

Sales  Manager:  F.  C.  Stowell,  200  Devonshire  St.,  Boston,  Mass. 

1  *  ♦         ♦ 


What  you  get  out  of  your 
Electric  Railway  Journal 

depends  upon  the  time  and  thought  you  put  into  the  reading  of  it. 


Thought,  time,  energy  and  money  are  ex- 
pended in  abundance  to  mal:e  each  issue  of 
maximum  value  to  the  greatest  possible  num- 
ber of  readers.  You  benefit  by  this  expendi- 
ture in  direct  proportion  to  the  attention  which 
you  give  to  your  paper. 

A  mind  alert  for  suggestions  will  find  in 
every  issue  food  for  thought  and  help  in  its 
daily  tasks.  This  applies  to  the  reading  of 
the  advertising  pages,  as  well  as  to  the  read- 
ing of  the  text. 

Remember  that  electric  railway  progress 
is  due  as  much  to  the  efforts  of  the  engi- 
neers engaged  in  developing  new  equipment 


for  manufacturers  as  to  those  who  buy  and 
use  what  these  manufacturers  tell  about  in 
their  advertisements. 

These  engineers  who  give  their  talents  to 
the  manufacturing  branch  of  the  industry  are 
always  ready  to  give  the  benefit  of  their  study 
and  experience  to  their  fellows  in  the  field. 
An  inquiry  addressed  to  the  advertiser  is 
usually  all  that  is  required.  It  will  receive 
prompt  attention  whether  or  not  you  are  in 
the  class  of  potential  buyer  at  the  time. 

Advertisers  know  the  advantage  of  giving 
full  and  reliable  information  to  everybody  in 
the  field  who  indicates  his  interest  in  any- 
thing relating  to  the  advertised  product. 


Make  the  Most  of  It 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


65 


9-  '-^^ 


J^H^ 


HIGH 
EFFICIENCY 


Portable  Air  Compressors 

,..^_^___  equipped    with    electric    or    gas    motor    drive. 
For  electric  power  house,  repair  shop  and  construction  work 

Built  in  capacities  ranging  from  11  to  300  cu.  ft.  of  free  air  per  minute. 

Twenty-Five  Types  To  Select  From 


dif- 

ly 


These  outfits  will  be  found  most  efficient  and  economical  where  the  floor  space 
limited  or  the  nature  of  the  work  requires  that  a  supply  of  air  be  delivered  m    ' 
ferent  places  and  under  constantly  changing  conditions  because  they  can  be  easi 
moved  from  place  to  place.    They  eliminate  the  necessity  of  extensive  piping 
National  Portable  Outfits  with  Gas  Motor  Drive  are  especially  adapted 
for  construction  work  or  where  electric  power  is  not  immediately  available. 


Catalog  E-400  illustrates  and  describes   these  outfits    together 
with  many  other  types  of  National  Air  Compressors.      You 
ought    to    have    a    copy.     Better    write    for  one    today.  | 

National  Brake  &  Electric  Co. 

Works  at  Milwaukee,  Wis. 


SALES  OFFICES 

New  York 165  Broadway 

Chicago..    827  Railway  Exchange 

St.  Louis 318  Security  Building 

Pittsburgh   Ninth  and  Penn  Avenue 

London,  England 14  Great  Smith  Street 


Guaranteed 
Mileage 


With  the  ^^^  4< 

uncertainties    of  ^^^ 

traffic      conditions, 
rolling  stock,  loads  and 
trackage  it  might  be  consid 
ered    a    risk    to    guarantee    wheel 
mileage. 

Knowing  the  composition  and  actual  re- 
sults in  service  of  F.  C.  S.  Wheels,  however,  we  do 
not  hesitate  to  give  users  an  iron-clad  guarantee  of 
wheel  mileage  and  to  protect  the  user  in  each  case  against 
deficient  mileage  (should  such  occur)  by  either  a  cash  allow- 
ance or  wheel  replacements. 

Aren't  F.  C.  S.  Wheels  worth  investigating  if  we  will  do  this? 

For  safety  and  economy  specify  the  F.  C.  S.  Wheel. 

Griffin  Wheel  Company 

PLANTS- Chic > go,    Detroit,     Danver,     Lot  Angelet,    SI.  Paul,    Taeoma,    Kansas  City,    Boston 


66 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Standard  Trucks 

For  Safe,  Long-time  Service 


Opposite  is 
"SHORT 
TRUCK. 


shown    our    Standard    O-50 
WHEEL    BASE"     DOUBLE 


STANOARDMOTORTRUCKCOMPANY,FrlekBldg.,PITTSBURGH,PENN. 

Pacific   Coast    Agents:    Ecc'es   &   Smith   Co..    Inc.      Offices.         San 


Frames  solid  forged  without  welds,  1.  e.. 
made  from  one  continuous  bar  of  open- 
hearth  steel.  Carrying  capacity  50,000 
pounds  at  king  pins,  34"  Forged  Steel 
wheels,  3%  x  7"  M.C.B.  journals.  Brake 
shoes  hung  on  the  equalizer  bars  (thus 
insuring  uniform  wearing  of  brake  shoes). 
All  wearing  holes  steel-thimbled  and  bolts 
case-hardened.  This  truck  is  used 
throughout  the  New  England  cities.  New 
York,  Detroit,  Toledo,  Oklahoma  City, 
Seattle,  Jacksonville,  Kansas  City,  San 
Francisco,  Cincinnati,  Indianapolis  and 
many  other  cities. 


Our  STANDARD  C-60-P  "INTERBOR- 
OUGH"  DOUBLE  TRUCK  is  ideal  for 
high-speed  "Interborough"  service.  Car- 
rying capacity  60,000  pounds  at  king  pins. 
Pressed  steel  channel  side  frames,  end 
frames  and  transoms.  Brake  shoes  hung 
on  the  equalizer  bars.  All  wearing  holes 
steel-thimbled  and  bolts  case-hardened, 
36"  Forged  Steel  wheels,  M.C.B.  Journals 
414  X  8".  These  trucks  are  in  service  in 
the  following  cities: — Cincinnati,  Detroit, 
Pittsburgh,  Youngstown,  Vancouver,  Se- 
attle, Oklahoma  City  and  other  cities. 
Can  be  safely  operated  at  a  speed  of  60 
to  70  miles  per  hour. 


We  make  Standard  Trucks  for  all  kinds 
of  electric   railway   service. 

New  York  Office!  170  Broadway.    Works i  New 
Castle.  Pa.     ChieaKO  Offlpe:  FlNlier  BiilialiiK 

Francisco,    Cal.  :    Los    Anjreles.    Cal.  ;    Portland.    Ore.  2 


"Taylor-Made"  Trucks 

Simplicity  of  Construction — Low  Cost  of  Maintenance — Ease  of  Riding 


'*•>"  f'x^,' 


-;t-  '2r^  "(^  '"■^, 


Taylor  Improved  S.  B.  Truck  for  City  and  Interurban  Service 

To  obtain  the  latest  developments  in  truck  design  and  construction, 
SPECIFY  TAYLOR  TRUCKS.  They  have  interchangeable  wearing 
parts  and  many  other  TAYLOR  advantages  which  you  should  know. 

Write  for  Truck  Photos  and  data. 


We  also  manufacture  T.M.C. 
Steel  Tired  Wheels  and 

"TAYLOR-MADE" 

Elliptic  and  Coil  Springs  for 
every  make  of  truck. 


TAYLOR  ELECTRIC  TRUCK  CO. 


Main  Office  and  Works: 
TROY,  N.  Y. 


Established  1892 

TROY,  N.  Y. 


CHICAGO  OFFICE: 
First  National  Bank  Bldgi. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


67 


THE  "STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL   WHEELS 
FORCINGS 


TIRES 


AXLES 


SPRINGS 

GEAR    BLANKS 


STEEL  TIRED  WHEELS 


ROLL    SHELLS 


RINGS 


CASTINGS 


RING   DIES 
PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO, 


Portland,  Ore. 
Denver,  Colo. 
San  Francisco,  Cal. 
City  of  Mexico,  Mex. 
St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  in. 
New  York,  N.  Y. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Pa. 


BALL  BEARINGS 


Type  of  Bearing  Used  on 
Above  Car — Deflected  Position 


for 


Electrical    equipment    supplied    by    the    Railway    Storage    Battery 
Car  Co.     Car  body  built  by  the  J.  G.  Brill  Co. 


Cambria  &  Indiana  Railway 
Storage  Battery  Car 

S  K  F  Ball  Bearings  again  demonstrate  their  supe- 
riority by  their  selection  for  service  on  the  new 
storage  battery  car  operated  by  the  Cambria  & 
Indiana  Railway. 

In  no  type  of  car  is  the  question  of  bearings  more 
vitally  important  than  in  storage  battery  car  service. 
The  efficiency  of  S  K  F  Bearings  contributes  mate- 
rially to  the  high  speed  and  exceptionally  long,  range 
per  battery  charge  possible  to  the  above  car.  Write 
for  figures  on  S  K  F  economy  in  the  above  and  simi- 
lar services. 


SKF-  BALL  BEARING  BO.  'N^w'?^fLX" 


7 108-P 


68 


ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


The  basic  idea  in  designing  railway  equipment  should  be 


SAFETY  FIRST 


To  insure  this  feature  in 
Baldwin  Trucks,  a  stress  dia- 
gram is  made,  and  the  principal 
parts  are  figured  for  strength 
and  deflection,  allowing  the 
proper  factor  of  safety.  The 
calculations  are  corroborated 
by  years  of  practical  experi- 
ence. 

A  safety  first  feature  of  Bald- 
win trucks  is  the  brake  work. 

The  parts  are  bolted  instead  of  pinned  together;  a  sure  preventive  of  their  working 

loose  and  falling  on  the  track. 

BALDWIN  TRUCKS  stand  for  "SAFETY  FIRST." 

THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 

REPRESENTED     BY 
Charles  RIddell,  625  Railway   Exchange,  Chicago,   III.  George   F.  Jones,  407  Travelers   Building,   Richmond,  Va. 

C.  H.  Peterson,  1610  Wright  Building,  St.  Louis,  Mo.  A.    Wm.    HInger,  722   Spalding    Buildina,   Portland,   Ore. 

F.  W.  Weston,  50  Church   Street,   New  York,   N.   Y.  Williams,  Dimond  &  Co.,  310  Sansome  St.,  San  Francisco,  Cal. 

J.  A.   Hanna,   Niies,  Ohio 


New  End-Entrance  Car  built  for  the 
Stark  Electric  Railroad 

The  novel  idea  of  placing  the  door-location  at  the  end 
of  the  above  car  to  facilitate  prepayment  renders  this 
example  of  Jewett  construction  of  special  interest.  Ler 
us  furnish  estimates  on  your  specifications. 

The  Jewett  Car  Company 


71698 


Newark,  Ohio 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


69 


Your  Own 
Electric  Railway  Journal 


THESE  are  the  advantages  of  being  a  personal 
subscriber  for  the  Journal:  You  receive  your 
own  copy  of  the  paper  each  week.  You  have  it 
to  read  when  you  want  it  and  as  long  as  you  want 
it.  You  can  keep  your  own  file  of  the  paper  for  reference. 
If  you  are  not  a  regular  subscriber,  you  probably  see 
the  Journal  from  time  to  time.  But,  are  there  not  times 
— and  many  of  them — when  you  want  to  read  the  latest 
issue  and  some  one  else  has  it?  Are  there  not  many  other 
times  when  you  want  to  refer  to  an  article  in  a  back  num- 
ber but  cannot  find  that  number? 

For  less  than  6  cents  a  week  you  can  be  a  personal 
subscriber — you  can  get  all  the  news  of  the  field  while  it  is 
still  fresh  and  valuable — you  can  have  a  constantly  grow- 
ing library  of  your  own  on  all  branches  of  electric  rail- 
roading. 

You  will  never  miss  the  subscription  price,  but  you  will 
miss  a  lot  of  things  if  you  do  not  get  the  Journal. 


Better  send  your  order  to-day 
before  it  is  forgotten 


!    Electric  Railway  Journal,  239  W.  39th  St.,  New  York,  N.  Y. 


70 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


NE  Vv  •,  I  N  Y.  lWORK,S 


Westinghouse 

Lamp  Company 

Atlanta 

Los  Angeles 

Baltimore 

Memphis 

Boston 

New  Orleans 

Buffalo 

New  York 

Butte 

Philadelphia 

Chicago 

Pittsburgh 

Cincinnati 

Portland 

Cleveland 

St.  Louis 

Dallas 

Salt  Lake  City 

Denver 

San  Francisco 

Detroit 

Seattle 

Kansas  City 

Syracuse 

Member  Society  for  Electrical  De- 

velopment. 

Do  It  Electrically." 

Westinghouse 
Mazda  Lamps 
Are  Made  in 
Westinghouse 
Factories 


Three  modern  up-to-date 
completely  equipped  lamp 
factories — owned  and  oper- 
ated by  the  Westinghouse 
Lamp  Company — manufac- 
ture the  millions  of  Westing- 
house Mazda  lamps  used 
each  year  in  the  United 
States. 

The  enormous  output  of 
these  plants  enables  us  to 
offer  you  the  best  of  service 
on  lamp  deliveries. 

Our  large  experimental 
laboratories  give  us  the  abil- 
ity to  set — not  merely  keep 
—the  pace  in  the  rapid  devel- 
opments in  lamp  manufac- 
ture. 

When  you  sign  a  contract 
for  Westinghouse  Mazda 
lamps  you  get  satisfactory 
lamps  and  satisfactory  serv- 
ice. 

The   name    "Westinghouse" 
is  your  guarantee. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


71 


MARKET 


A    Complete   Sign 

You  can  get  most  any  type  of  Keystone  Car  Destination  Sign — types 
for  installation  in  boxes  built  in  as  a  permanent  part  of  the  car;  types  for 
installation  in  side  monitor  windows,  above  doors  in  center-entrance  cars, 
side  windows,  vestibule  windows,  on  the  surface  of  the  deck,  hood  signs, 
route  signs,  and  signs  to  meet  many  more  conditions,  regular  or  special, 
signs  to  be  illuminated  or  otherwise.  The  line  of  Keystone  Car  Destina- 
tion Signs  is  complete. 

The  illustrations  above  show  front  and  rear  views  of  standard  Type  I 
signs,  well  adapted  for  installation  in  side  vestibule  windows;  a  glazed 
sign,  installed  in  a  weatherproof  steel  box,  illuminated,  and  having  the 
well-known  Keystone  advantages  of  one  piece  curtain,  removable  curtain 
and  mechanism,  positive  gear,  and  clutch  drive,  centering  and  destination 
indicators  and  many  more. 

This  type  and  many  others  are  yours  for  the  solving  of  your  sign  prob- 
lems in  the  best,  jiiost  efificient  and  cheapest  manner. 

Tell  us  the  conditions  you  have  to  face  and  let  us  recommend  the 
Keystone  Destination  Sign  that  will  best  fill  them— all  without  obligation 
on  your  part. 

Elixtric  Service^  SuppcrES  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
1 7th  and  Cambria  Sts. 


NEW  YORK 
Hudson  Terminal 


CHICAGO 
417  So.  Dearborn  St. 


72 


ELECTRIC     RAILWAY    JOURNAL 


[Februaky  6,  1915 


It  Picks  Tkem  Up 
Instead  of 
Crusning  Them. 
Under! 

FONGER  Tip-Tilting 

Automatic  Fender 

Observe  the  photos. 

No.  I  shows  child,  unconscious  of  danger, 
crossing  track  in  front  of  car. 

No.  2  shows  overturnable  shield  automatically 
tripped  by  contact  with  child's  body  and  thereby 
instantly  filling  the  space  between  fender  and 
street  surface,  making  it  impossible  for  child  to 
become  wedged  beneath  fender. 

No.  3  shows  shield  completely  tripped,  "scoop- 
ing up"  the  child. 

No.  4  shows  the  child  safely  landed  in  basket 
of  fender. 

One  of  the  decided  advantages  of  the  Fonger 
Fender  is  the  manner  in  which  it  prevents  a 
person  being  caught  under  it.  The  tip-tilting  or 
overturnable  shield  guards  against  this  by  auto- 
matically and  instantly  tipping  back  and  drop- 
ping to  street,  thereby  "scooping  up"'  the  person 
struck. 

By  depressing  a  plunger  with  his  foot,  motor- 
man  may  quickly  swing  fender  back  under  car 
in  order  to  avoid  contact  with  wagons  or  other 
obstructions. 

In  normal  running  position,  fender  projects 
but  2  feet  ahead  of  car,  as  shown  in  photo  No.  i. 

Trial  set  of  these  fenders  sent  on  request  free 
of  charge  and  fitted  to  any  type  of  car. 

Fonger    Fender   Company 

3852  Cottage  Grove  Ave.  CHICAGO,   ILL. 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


73 


FABRIKOID 

for  Seat  Covering 
and  Curtains 


on  new  cars  of 


V  DU  PONT  1^ 


Altoona  &  Logan 
Valley  Electric  Ry. 


the  tough,  weather-      rec.u.s.pat.off.  the  non-splitting,  non- 
proof  Curtain  Material  peeling,  Seat  Covering 

Fabrikoid  is  absolutely  impervious  to  moisture ;  it  can  be  easily  and 
perfectly  cleaned  with  soap  and  water.  Dirt  does  not  cling  to  it 
as  to  woven  surfaces.  Fabrikoid  is  more  sanitary.  It  is  extremely 
durable,  does  not  crack  or  peel,  yet  is  very  pliable  and  easily  applied. 
It  is  economical — in  first  cost  as  well  as  maintenance.  Use  it  for 
curtains  and  seating.  Fabrikoid  saves  money  and  betters  service. 
Made  in  many  weights,  widths,  patterns  and  colors.  Write  for 
samples  and  prices.    • 

DUPONT  FABRIKOID  COMPANY 

Dupont  Building,  Wilmington,  Del. 

Railroad  Dept.  Representatives: 

WENDELL  &  MacDUFFIE  COMPANY 
63  BROADWAY,  NEW  YORK 


74 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Chilled  Iron 
Street  Car  Wheels 

The  fact  that  97  per  cent  of  all 
our  freight  cars  in  this  country  are 
equipped  with  Chilled  Iron  Wheels 
is  convincing  proof  of  their  supe- 
riority. 

The  Chilled  Iron  Wheel  is  a  single 
service  wheel  and  in  STREET  CAR 
SERVICE  is  superior  to  other  types 
because  of  the  harmony  of  its  struc- 
ture with  the  parts  with  which  it 
comes  in  contact,  such  as  brake  shoe 
and  rail. 

No  cutting  action  in  Chilled  Iron 
Wheels  on  the  rail  or  brake  shoe 
which  is  common  in  other  types; 
therefore  the  rail  lasts  longer,  the 
brake  shoes  yield  25  to  50  per  cent 
more  service  and  there  is  10  per  cent 
less  power  required. 

The  Wonderful  Single  Service  Chilled  Iron  Car  Wheel 

ASSOCIATION  OF  MANUFACTURERS  OF  CHILLED  CAR  WHEELS 

1214  McCormick  Building,  Chicago 

Representing  forty-eight  wheel  foundries  throughout  the  United  States  and  Canada. 
Capacity  20,000  Chilled  Iron  Wheels  per  day. 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


75 


''^\j\nr\j\N'^ 


Six  Spoke 

Gears 


6 -SPOKE  GEARS  for  railway  motor 
service  have  greatly  eliminated  the 
inherent  defects  in  cast  steel  gears. 

The  spokes  are  elliptical  in  section, 
and  so  proportioned  as  to  reduce  shrink- 
age stresses  to  a  minimum. 

These  gears  can  be  furnished  either 
split  or  solid  in  any  grade  previously 
supplied  in  four-spoke  gears. 


Address  Dept.  E 

Nuttall 
Pittsburgh 

Made  in  U.  S.  A. 


76 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


BEMIS  TRUX 

Built  in  a  NEW  Plant 

The  Product  of  Ncaa^  and  Improved  Facilities 
THE  BEMIS  STANDARD  SINGLE  TRUCK 


Easy 
Running 


Built 
Any  Wheel  Base 


Steel   Yokes  or  Pedestals,   Either  Regular  Bemis  Standard 

Brakes,  or  Special  Non-Chattering  Adjustable  Brakes. 
Also  Standard  Heads.  All  parts  drilled  and  Machined  in  Jigs. 

All  parts  Interchangeable. 


The  Best  Brake  Pins  on  the  Market 


CASE 

HARDENED 
yii  DEEP. 


BRAKE   Piroe  Bf     C^Se      Tl  BUeHlNGS, 

ABSOLUTELY  SMOOTH     HH^'^'^^^f tj  P]  COLO  DRAWN 

AND  l-'IgUSHiNG^IJ  STEEL  TUBING 

TRUE  TO  DIAMETER.     **■  **  OF  ArjY  SIZE. 

SPECIAL    PINS   aOl_TS   OR  STUDS  MADE  TO  QRDEPl. 

Bemis  Car  Truck  Co. 


<^_FORGEO_J 

lilANGANEStJ 


TOUCH 
ALL  WAY 
THROUOK 


.  e_ 


t 


Springfield.Mass. 


t 


40D1FFE  RENT  SIZES  OF 

CASE  HARDENED  PiN3 

CARRIEDIN   STOCK 


SEND   FOfl   OflDEH 
CU(DC    C   IS3. 


t^ 


TEST  WITH  HAMMER,  SAW,  FILE  OR  CHISEL. 

Compare  with  any  other  pins. 
We  cannot  suffer  by  comparison. 

BEMIS  CAR  TRUCK  CO.,  SPRINGFIELD,  MASS. 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


77 


As  practiced  in  large  oil-electric  battery  self-pro- 
pelled cars  for  steam  railroad  branch  lines  and  fast 
interurbans. 

Continuous  steel  center  sills  should  be  used  in  all 
cars  subject  to  buffing  and  drawbar  stresses  of  train 
service  and  for  protection  against  telescoping  in 
collisions.  Center  sills  are  omitted  from  Niles  cars 
only  when  for  single  unit  service  exclusively. 

The  diamond  rolled  steel  floor  is  for  engine  and 
baggage  rooms  only.  Steel  and  Flexolith  floors  will 
be  used  in  passenger  compartments. 


Continuous  steel  angle  top  plates  are  better  than 
continuous  posts  and  carlines  as  they  provide  better 
upper  members  for  the  girder  sides. 

Roof  will  be  entirely  of  steel  with  sheets  fastened 
to  carlines  outside  and  inside  with  3"  air  space  be- 
tween. The  channel  flanges  provide  better  body  of 
steel  for  rivets  than  thin  special  pressings  and  have 
the  webs  punched  out. 

Over  -,  tons  of  electric  batteries  are  carried  on 
special  trusses  under  car,  independent  of  body 
frame. 


There  are  absolutely  no 
special  pressings  or  forg- 
ings  in  this  car.  It  can  be 
repaired  or  replaced  from 
warehouse  stock  by  your 
own  mechanics  with  or- 
dinary tools. 


NILES 

Car  and  Mfg.  Co. 

NILES,   OHIO 


78 


ELECTRIC     RAILWAY    JOURNAL 


[February  6,  1915 


SAFETY  FIRST 


A  Collision 
— The  Result 


Running  at  full  speed  (60  miles  an  hour)  Coach  No.  25  ran  smack  into  Traction  Engine 
stalled  on  the  tracks.  What  happened  is  most  convincingly  told  in  the  accompanying 
illustrations. 


THE  COACH.      Not  a  Passenger  Injured.     Damage  to  Coach  Infinitesimal. 


i 

1 
i 

\ 

* 

> 

W 

^>-:* 

i 

\  ■              •  ^ 

L 

^JMB 

i 

^ 

^ 

k 

Jl 

-■  ^ 

BBBH5ir^^^^?^*^^^^^^^^wv  .■*^'' 

THE  ENGINE. 
Most  gratifying  to  the  Designer  and  to  the  Builder  of  the  61-ft.  Steel  Coach. 

SAFETY  FIRST 

ST.  LOUIS  CAR  COMPANY,  St.  Louis 

Electric  and  Steam  Railway  Coaches,  Steel  Cars,  Trucks  and  Journal  Bearings, 
Curtains,  Seats,  Rattan,  Bronze  Trimmings,  Miscellaneous  Car  Supplies. 

Eastern  Representative:  Pacific  Coast  Representative: 

WENDELL  &  MacDUFFIE  CO.  GUS  KOCH 

6i  Broadway,  NEW  YORK  797  Monadnock  Bldg.,  SAN  FRANCISCO 


FEBRUARY   6,   1915] 


ELECTRIC    RAILWAY    JOURNAL 


79 


CAR  DATA  AND   DETAIL   TABLE 
Advertisers'  Statistical  Section 


THIS  section  constitutes  a  collective 
advertising  plan  on  new  lines,  par- 
ticipated in  by  the  following  manu- 
facturers who  availed  themselves  of  this 
opportunity  to  advertise  their  1914  salies 
of  cars  and  car  equipment. 


NAME 

ABBREVIATION 
OR  TRADE  NAME 

Auto  UtiUties  Mfg.  Co. 

Peerless 
r  American 

Brill  Co.,  The  J.  G. 

Brill 
Kuhlman 

.  Wason 

Cincinnati  Car  Co. 

Cin.  Car 

Consolidated  Car  Fender  Co. 

f  H-B 
1  Prov. 

Consolidated  Car-Heating  Co. 
Curtain  Supply  Co. 
Edwards  Co.,  The  O.  M. 

Consol. 
Cur.  S.  Co. 
Edwards 

Esterline  Co.,  The 

Esterline 

Johnson  Fare  Box  Co. 
Lord  Mfg.  Co. 

Johnson 
f  Lord 
1  Earll 

National  Brake  Co. 

N.  B.  Co. 

New  Haven  Trolley  Supply  Co. 
Ohio  Brass  Co. 

Sterling 
O-B  Co. 

Ohmer  Fare  Register  Co. 
Prepayment  Car  Sales  Co. 
Railway  Improvement  Co. 
Railway  Roller  Bearing  Co. 
Sauvage-Ward  Brake  Co. 
Southern  Car  Co. 

Ohmer 

P.  C.  S.  Co 

Rico 

Rollway 

S-W-B 

Southern 

Thayer  &  Co.,  Inc. 

Chil'wth. 

The  table  on  the  succeeding  pages  is  based 
on  information  furnished  by  the  adver- 
tisers in  this  section. 


80 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Table  of  Advertisers  in  this  Section  whose  eq 


Purchaser 

No. 

General  Type 

Motor  or 
Trailer 

Length 
of  Car 
Body 

City 
or 
Int. 

AU-eteel, 
Semi-steel 
or  Wood 

Body 

Pre-        Door 
pay-        Op. 
ment       Mech. 

Com-   1 

pressor     llrnket 
Air          Haw 
Cleaners 

Albany  Southern  R  R 

2 
1 
1 

5 
4 
1 
1 
1 
2 
1 
2 
1 
1 
1 
1 
100 
3 
! 
1 
2 

? 
1 
10 
1 
2 
1 
2 
2 
4 
3 
1 
6 
1 

8 
6 
2 

10 
2 
1 
2 
2 
1 
2 
3 

12 
7 
2 
.5 
1 
3 

10 

62 

66 
1 

12 
228 

20 

200 
2 

8 
1 

1? 
4 
1 
1 
1 

9 
1 

2 
1 
10 
10 
2 
2 
2 

15 
2 
4 
3 
5 
6 
4 
1 
i 
1 
4 
1 
9 
1 
1 
6 

14 
2 

28 
1 
t 
1 
1 

12 

12 

a 

3 
3 
1 
I 
12 

Ps.Clsd 

Express 

Car 

Motor... . 

Motor.  ... 

30-6 

Int. . . 
Int... 

Semi-steel., 
Semi-steel.. 

Brill 

, 

N.BCo 

Wason .... 

Ps.Clsd 

Ps.Clsd 

Snow  Plow 

Ps.Clsd 

Ps.Conv 

Motor.  . 
Motor... 

Motor... . 
Motor... 
Motor..,. 
Motor... . 
Motor... . 

28-  0 
32-  0 
30-  0 
70-  0 
30-  0 
30-  8 
21-  0 
21-  0 
30-  0 

City.. 
Int. . . 
Int... 
Int... 
City.. 
City.. 
City. , 
City, , 
City.. 

Semi-steel. - 
Semi-steel., 
Semi-steel.. 
All-steel. . . 

Brill PCSCo.. 

Brill   .  - 

PCSCo.. 

1 

Wood 

1 

Semi-steel., 
Semi-steel.. 
Semi-steel.. 
Semi-steel.. 

Wason 

Bartiesvillelnt  Ry 

Ps.Clsd 

Ps.Clsd 

Ps.Conv 

Snow  Plow 

Kuhlman,. 

Bav  State  St  Ry 

Lord... 

Ps.Conv 

El.  Loco 

Pass 

2-Way  Dump 

Snow  Plow 

Snow  Plow 

Sweeper 

Ps.Clsd 

Express 

Ps.Clsd 

Ps.Clsd 

Ps.Exp 

City.. 

Motor... 
Trail 

30-0 

City.. 
City. . 
City.. 
City.. 
City. . 
City.. 
City.. 
City.. 
City.. 

Semi-steel.. 
Steel 

Brill 

Consol . . 

Motor... , 
Motor. - . 
Motor..- . 
Motor... . 
Motor.... 
Motor.... 
Motor... . 

24^i0} 
31-  61 
30-  0 
27-  0 
21-  0 
45-  0 
29-6 

Wood 

Wood 

Wason 

Wood  ..   . 

SemiHitecl.. 
Wood  ... 

BridKeton&MillvilleTr.Co 

Semi-steel.. 

Brill 

Brit.  Columbia  Elec  Ry 

Motor  . 

Int 

1 

Bryan  &  Cent.  Texas  Int.  R.R 

Brvan&ColIecelnt.Ry 

Buffalo  &  Depew  Ry 

Buff.&WilliamsvilleEl.Rv 

52-4 
45-  0 

Int... 
Int.. 

Ali-steel,., 

1  ■   ■■ 

Ps.Clsd 

Snow  Plow 

Motor... 

Semi-steel.. 

s 
\ 

Ps.CUd 

El. Loco 

El. Loco 

Gasoline  Mech.  Drive.. 
Ps.Clsd 

Motor... 
Motor... 
Motor... 

Motor.'.!. 

41-10 

80-Ton. . . 

40-Ton,.. 
6.5-  0 
41-10 

City.. 
Int... 

Semi-steel. 

Kuhlman. . 

PCSCo.. 

prisco 

Int 

Int.. 
City. . 
City.. 
Int.,., 
Sub... 
Sub. . . 

All-steel... 

Butte  Elec.  Ry 

All-steel... 

Steel 

St.Bat 

Ps.Clsd 

El.  Loco 

St.Bat 

Ps.Clsd 

Ps.Clsd 

Motor... 
Motor... 
Motor... 
Motor.... 
Motor... 
Motor... 

44^  4 
67-  7 
S.l-Ton  . 
18-  0 
44-8 

47-  0 
41-  0 

48-  0 
32-0 

Semi-steel.. 
All-steel  . . 

Brill 

Canadian  Northern  R.  R.  (Montreal  Tunnel  &  Ter.) 

Carolina  Trac  Co 

City.. 
City. . 
Int... 
Int.., 
Int . . . 
Int. . 

Semi-steel.. 
Semi-steel.. 
Semi-steel. 
Semi-steel.. 
Semi-steel.- 

Brill  

Cedar  Rap.  &  Marion  City  Ry 

Cfntervilie  AlbiaASo  Ry 

American. . 

Central  lil.  Trac.  Co 

Ps.Clsd 

St.Bat 

Express _. . . 

Gasoline,  Mech.  Drive 
Ps.Clsd  

Motor.... 
Motor. . . . 
Trail 

Central  N.Y.  Southern  R.R     

70-  0 
21-  0 
30-  0 
21-0 
44-4 
32-  0 

35-  0 

36-  0 
44-  6 
37-10 
37-10 

260-Ton.. 

Int.  . 

City., 
City., 
City., 
Int. . . 

Ali-eteel. . . 



.Motor.... 
Motor... 
Motor.... 
Motor... 

Motor... . 
Motor... . 
Motor.., . 
Trail 

Motor... . 
Motor... . 
Motor... 

Wood 

Charleston  Inf^r  R  R 

Ps.Clsd 

Ps.Clsd 

Ps.&Bag 

Flat 

Work 

Ps.Clsd 

Ps.Clsd 

Ps.Clsd 

Ps.Clsd 

Gasoline  Mech.  Drive.. 

El.  Loco 

Ps.Clsd 

All-steel,., 
Semi-steel.. 
Semi-steel.. 

Cin.  Car. . . 

Chattanooga  Trac.  Co 

Brill 

int.:: 

City.. 
City. . 
City. . 
Int. . . 

Steel 

Semi-steel.. 
Semi-steel., 
All-steel... 
All-steel  . . 
All-steel . . . 

Chicago  &  West  Towns  Ry 

Cin  Car 

Cin.  Car.. 

Chicago  Great  Western  K.  R       

C'hicaco  Surface  Lines 

32-  8 
29-  0 
37-lOi 
51-  0 



City.  , 
City. . 
Int.. 
City. . 

Semi-steel., 

Steel 

Wood 

Brill 

CityRy.Co.  (Davton).      .. 

Cin.  Car. . . 

Pass 

P8.Clsd 

Cleveland  Ry 

Motor... 

Semi-steel., 

Conaoi.  . 

Dump 

Motor  .  . 

Steel    .... 

Yd  Loeo              

Cleveland  Southw  A;  Col  Ry 

Wood 

Columbus,  Del.  &  Marion  Ry 

Flat                  

32-  6 

32-  0 
40-  0 
40-  0 

33-  6 
28-  0 

Int.. 
Int... 
City.. 
City., 
City;. 
City.. 

Wood  .... 

Work 

Wood 

Columbus  Ry.,  Lt.  &  Pwr.  Co 

Snow  Plow 

Motor... . 
Motor... 
Motor  ... 
.Motor.... 

Wood 

Wood 

Semi-steel  . 
Semi-steel.. 

Semi-steel.. 
Semi-steel., 

Kuhlman. 
Cin.  Car, 
Cin.  Car.. 

Cooestoga  Traction  Co     

Ps.Clsd 

Ps.Clsd 

Work         

I'CSCo 

ixstd. 

PCSCo 

s 

3-Comp.  Dump 

4-Comp.  Dump 

EL  Loco 

Ps.Clsd 



Motor  .. . 
Motor... - 

Motor...  , 
Motor... 

39-  9 
25-  81 
2.5-Ton 

Both. . 
Both. . 

Wason 

\ 

21-  6 
.34-  3 
50-Ton,,. 
26-  6 
43-  0 
47-  6 
29-  0 
29-  0 

40-  8 

28-  3 
39-  2 
,50-  0 

31-  U 

32-  0 
30-8 
20-  8 
23-  8 

41-  8 

29-  0 
60-  0 
71-0 

int... 

Cin.  Car... 

Lord... 

Cumb.  &  Westernport  El  Ry 

Ps.Clsd 

El.  Loco 

Ps.Clsd 

Ps.CUd 

Int... 
Int 

Semi-steel. 

Brill  

NBTn 

Dallas  Consol.  St  Ry 

City.. 
City.. 
Int... 
Int... 
City.. 
City.. 
City.. 
City. . 
Int... 

Semi-steel., 
All-steel... 
Wood 

American. . 

\ 

Danville  Trac  &  Pwr  Co 

Ps.Clsd 

Ps.Clsd 

Ps.Clsd 

Motor... 
Motor... 
Trail 

Steel 

.\ll-steel... 
Wood     ... 

Cin.  Car 

Cin.  Car.  . 

NH.l'o 

Semi-steel.. 
Semi-steel.. 
Semi-steel.. 

Dcs  Moines  City  Ry 

Detroit  United  Ry 

Express 

Sw.I«;o 

Ps.Clsd 

Ps.Conv 

Ps.Clsd 

trail 

Motor... 
Motor... . 
Motor  .. . 
Motor... . 

\ 

East  Liverpool  Trac  &  Lt  Co 

Citv.. 

Int.. 

City. 

Int  .. 

Both.. 

City.. 

Int 

Steel 

\ 

Easton  Transit  Co 

Steel 

Semi-steel., 
Wood 

Brill 

Brill 

PCSCo.. 

PCSCo.. 

,1 

N.H.lo 

N.B.Co 

Work 

Steel    .     . 

Elec.  Short  Line  Ry 

P9.Clsd 

Pass 

Gas-electric 

Flat 

Motor... 

Trail 

Motor... 

Semi-steel.. 

«n(i> 

Int... 

All-steel  . 

Elmira  Water,  Lt.  A  R.  R.  Co 

Ps.Conv 

Motor... 

Int... 

SteeL 

PCSCo.. 

PCSCo.. 

Wood  .... 

Work 

22-0 

Semi-steel.. 

Empire  United  Rys 

p,  cisd             

Motor.... 
Motor  . 

2ft-  0 

City.. 
City 

Semi-steel.. 

PC,<?Cn.   'PCSCo.. 

\ 

Pa  clsd 

PCSCo..  PCSCo..' 

N 

Freight 

Ps.Clsd 

Ps  &  Bag.              

Motor 

Int. . . 
Sub.. 
Sub    . 

City.': 
City.. 

Wood 

All-steel  .. 
All-steel  . 

Wood 

.Semi-steel. 
AIMteel 

Kuhlman. 
Cin.  Car... 

EphrataA  Lebanon  Bt  Ry 

Motor... 

41-  6 
43-  0 
40-  0 
31-  6 
28-0 

\ 

Cin.  Car... 
Cin.  Car  .. 

Bag  kRx 

Ps  Clsd                .     . . 

Motor  ... 
Motor  .. 

Ni>'" 

Ps.Clsd 



S.Bl'< 

1 

February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


fent  was  supplied  for  cars  ordered  during  1914 

I  .  I  ~i     ~    ~     '  ~r      "■        ~ — 


81 


Thermo- 
stats 


Window 
Futures 


. .    Edwards.. 
. .  ,  Edwards, . 


Edwards.. 


Fare         Regis- 
Boxes     I      ters 


Electric 
Sanitary         Car 
Straps    I  Signals 


Coup- 
lers 


..,  Consol. 


Consol . 


Ohmer. . 
Ohmer . . 


Ohmer. . 
Ohmer. . 


Sterling. 


Rico iConsoi.. 

Consol. . 


Rico. . . 


Edwards.. 


Rico 


Fenders 

and     I    Head- 
Whig  ds:     lishts 


Consol. . 


.  .jConsoi. . 


I  Johnson. 


Consol . . 


I  Johnson. . 


Ohmer. .  .|Rico. 


Rico. 


Ohmer . . 
Ohmer . . 


•  -  lOhmer. 


Rico. 
Rico. 


Consol. . 
Consol . . 


O-BCo... 


O-BCo.. 


Prov....| 

Esterline.' 

H-B....  

H-B....  Esterline.. 


H-B. 


Air        Trolley      Venti- 
Sanders    Catch's      lators 


O-B.Co.  Earll ... 
O-BCo'.;  O^B Co. 

'.'.'.'.'.\d-BCd.'. 
'.'.'.'.'.  Eatii...'. 


Anti- 
Slack    I  Climb- 
Adj't'rs       era 


H-B. 


Edwards. 
!  Edwards. 


Conaol . . 
Consol. , 


Consol . 
Conpo! , 


Consol . 


Ohmer. 
Ohmer . 


Ohmer . . 


Rico. 
Rico. 


Rico. . 


Rico. 
Rico. 


Rico. 


O-BCo. 


Esterline. 


Esterline 


S-W-B.    Rico.': 
Peerless.  S-W-B  .  


Rico. 
Rico. 


Ball 

Bases       Roller       Doors        Cases 

Beannga 


O-BCo.. 

jLord 

Lord.... 

O-BCo'.; 


Earll. 
Earil'.'. 


Peerless .  I . . . 


Edwards. 


Edwards. 


Edwards. 


Edwards,. 
Edwards. 


Edwards. 


Johnson. 
Ohmer . . , 

Johnson.. 

Johnson . . 
Johnsop . . 


Consol. . . 
d-BCo. 

Consol. 
Consol . 


O-BCo.. 

aBCo'.; 


O-BCo.. 


H-B. 


H-B... 


Earn 
Earil,; 


Rico. . . 


Rico. 


Rico. 


H-B. 


Ohmer. 


Ohmer. 
Ohmer. 
Ohmer . 


Ohmer . 


Rico. 


Rico. 


Consol . . . 
Consol . . . 


Consol . . . 
Consol. . . 


Consol., 
Consol . . 

Consol . . 


Johnson - 
Johnson , 


O-BCo... 

6-BCo;; 
aBco;; 


H-B... 

PlOT... 


H-B. 


O-BCo 


O-BCo., 

Earii;;;; 


Lord., 


Peerless.  S-W-B ; 


Part 
Peerless 


Rico. . . 
Rico.. . 


Rico. . 
Rico. . 


H-B. 
H-B. 


O-BCo...  h-b;;;; 


v^§  o°-  ■  5?™  ■  ■  ■ '  co'iiaoi ; ; ; '  o-b  co;  ; ; 

u-BLo,..,Rico I  Conaol...  O-B  Co... 


Ohmer . . 
i Ohmer. . 


Rico. , . 


Rico Consol ; 


Prov.. 


Esterline. 
Esterline.. 


Esterline. 


Esterline. 
Esterline. 


Esterline., 


Esterline. 


Earll. 


O-BCo., 


..;;; 


Prov...  I  Esterline. 
Prov Esterline. 


Esterline. 
Esterline. 
Esterline. 


...  H-B. 


Earll... 
EarU. 

Earii;; 


Earll. 


Earll... 


Rico. 

Rico, 
Rico.. 


Rico. . . 


Peerless, 


Rico. 


Rico. 
Rico. 


Rico., 
Rico.. 


..  RoUway. 


;;;;;; 


Chil'wtJi.' 


....  Chil'wth  , 
. . , .  Chil'wth  . 


ChU'wth  . 

chii'Wi'h ; 


Chil'wth  . 
Chil'wth  . 


82 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Table  of  Advertisers  in  this  Section  whose  equip 


Purchaser 


EvansvilleSub.A  Newb.Ry 

Fargo  AMoorhead  St.  Ry 

Fitchburgft  Leominster  St.  Ry 

Florence  &  Huntsville  Int.  Ry 

Fort  Dodge,  Dea  Moines  &  Southern  R.  R . . . 

Fort  William  Elec.  Ry 

Freeport  Ry.  *  Lt.  Co.  ......-•■■■:■•■  •■ 

Gadsden,  Bellevue  &  Lookout  Mountam  Ky . 

Gary,  Hobart  &  Ea.  Trac.  Co 

Geneva,  Seneca  Falls  &  Auburn  R.  R 

GoldsboroSt.Ry 

Grafton  Lt .  &  Pwr .  Co 

Greeley  &  Denver  R.  R 

Guelph  Radial  Ry 

Hagerstown  &  Frederick  Ry 

Harrisburg  Rys ^ 

Havana  Central  R.R 

Havana  Central  R.R 

Hershcy  Transit  Co 

Hocking-Sunday  Creek  Trac.  Co 

Homestead  &  Mifflin  St.Ry 

Houston  Elec.  Co 

Hutchinson  Inter  Ry 

Idaho  Rv.,  Lt.  &  Pwr. Co 

Illinois  Central  R.R 

Illinois  Traction  System •■ 

Indianapolis  4  Louisville  Trac.  Co 

Interborough  Rapid  Transit  Co 

Ithaca  Traction  Corp 


Jackson  Ry.  &  Lt.  Co . 


Jacksonville  Trac.  Co.  ■•;■•;■•  v  '    ni.' ' 
Jamestown,  Westfield  &  Northwestern  R.R. 


Janesville  Trac.  Co 

Jefferson  Tract.  Co 

Jersey  Central  Traction  Co 

K«nBa«  City,  Clay  County  &  St.  Joseph  Ry . 
Kansas  City,  Kaw  Valley  &  Western  Ry . . . 


Kansas CiW.Lawrence&TopekaElec.R.R. . 

Kansas-Oklahoma  Trac.Co 

Keokuk  Elec. Co 

Kingston  ConBol.  R.  R ■  ■  ■ 

Lackawanna*  Wyoming  Valley  R.R 

Lancast«r  Trac.  A  Power  Co 

Lawton  Ry.  &  Lt.  Co 

Lebanon  ACampbelltownRy 

Lehigh  Valley  Tract.  Co 


Michigan  Railway . 


No. 


Lewisburg  &  Ronceverte  Ry 

Lincoln  Trac.  Co 

London  &  Port  Stanley  Ry 

London  St.  Ry 

Long  Island  R.R 

Los  Angeles  &  San  Diego  B'h  Ry  — 

Los  Angeles  Ry.... 

Macon  Ry.&Lt.  Co ■. 

Mahoning  &  Shcnango  Ky.  A  Lt.  Co 
Manhattan  Bridge  Three-Cent  Lme 
Manhattan  &  Queens  Trac.  Corp . . . 

Mansfield  Ry.,  Lt.  A Pwr.Co 

Memphis  St.  Ry 


MeaabaRailway 

Miami  Trac.  Co .■  ■^;  ■■■,;,■■■■  V^ '  \' 

Michigan  Central  R.  R.  (Detroit  River  Tunnel  Co.) 


Michigan  United  Tiac.  Co 

Milford  AUxbridgeSt.Ry. 

Minneapolis,  St.  Paul  A  Sault  Ste.  Marie  Ry ......  ^  . . 

Minneapolis.  St.  Paul.  Rochestor  A  Dubuque  El.  Tr.Oo . 

Minneapolis  A  Northwestern  Elec.  Ry 

Missouri  A  Kansas  Inter.  Ry 

Missouri  A  N.  Arkansas  R.  R 

Mobile  ABaldwin  Co.  R.R 


Montreal  A  So.  Counties  Ry 
Morris  (Jounty  Trac.Co 


Motley  County  R.R 

Mt.ManaBeldElcc.Ry 

Mun.Rys.ofSanFrancisco. . 
New  Bedford  A  Onset  St.  Ry . 
New  Jersey  A  Penna.  Tr.  Co. . 


General  Type 


10 
1 
1 
2 
2 
1 
1 
1 
2 
2 
2 
2 
1 
2 
2 
3 
2 
2 


4 
3 
1 
3 
1 
3 
1 

10 
1 
1 
4 

30 
1 

10 
S 
5 
4 
1 

15 
6 
2 
1 
1 
1 
4 
1 
5 
1 
1 
4 
4 
1 
6 
1 
1 
1 
1 
1 
1 

16 

2 

2 

2 

2 

1 

1 

1 

1 

1 

4 

2 

3 

4 

2 

5 

4 

1 

9 

20 

6 

1 

2 

25 

10 

1 

1 

4 

4 


4 
6 
4 
2 
1 
5 
1 
2 
1 
1 
2 
1 
1 
1 

10 
1 
1 
1 
128 
1 
4 
2 


Gondola 

Pa.  Clad 

Ps.Conv 

Pass 

Pass 

Ps.Clsd 

Work  A  Snow  Plow. 

Ps.Clsd 

Ps.Open 

Pass 

Ps.Open 

Ps.Conv 

Ps.Clsd 

Ps.Clsd 

Ps.Clsd 

Pass 

Ps.Clsd 

Ps.Clsd 

Ps.Conv 

Ps.  Conv 

Ps.Conv 

Pa.ss .'. 

Work 

Flat 

Snow  Plow 


Ps.Clsd 

Ps.Conv 

Ps.Conv 

Work 

Ga.s-electric. .. 
Hopper  Bot... 

Pass 

Side  Dump. . . 

Ps.  Open 

Ps.Clsd 

Ps.Clsd 

Work 

Ps.Clsd 

Ps.Clsd 

Bagg 

Sweeper 

I  Work 

I  El.Loco 

Pass 

Ps.Clsd 

!  Ps.Clsd 

!  Flat 

!  Line  Car.  . . . 

Ps.Clsd 

Ps.ABag... 

Express 

Gondola 

Flat 

Work 

Express 

Ps.ABag... 

Ps.Clsd 

Snow  Plow . . 

Steel  Hop . . . 

Ps.Clsd 

Ps.  Open . . . 

Ps.Conv... 

Freight 

Work 

Work 

Line 

Private. . . . 
El.Loco... 
Ps.Clsd.... 


El.Loco 

Ps.Clsd 

Ps.Clsd 

Ps.  Calif.  Type. 
Ps.  Calif.  Type. 
Ps.Clsd 


Length 
Motor  or  of  Car 
Trailer        Body 


Motor.... 
Motor.... 

TraU 

Motor... . 
Motor... . 

Motor... . 
Motor... . 

Trail 

Motor... 
Motor... 
Motor... 
Motor... . 
Motor... 

Motor... 
Motor.. 
Motor.. 
Motor  . 
Motor.. 
St.  Bat. 


Motor... 
Motor... 
Motor... 
Motor... 

Motor... 

1  Trail'.'.'.' 

Motor.. 
Motor.. 
Motor.. 

Motar.. 
Motor.. 
Motor.. 


36-  0 
33-  0 
30-  8 


32-  0 
30-  0 
30-  0 


42-  6 


City 
or 
Int. 


All-steel, 
Semi-steel 
or  Wood 


Motor... 

Motor... 
Motor... 
Motor... 

Motor... 
Trail. . . . 
Motor... 


Motor... 
Motor... 
Motor... 
Motor... 

Motor  .. 
Trail... 
Motor... 


34-  0 

'21-6 
28-  0 
32-  0 

30-  6! 
25-  0 

31-  8 


32-  6 
21-  0 
26-  6 
30-  0 
28-  0 
71-  0 

'42-6' 

33-  0 
28-  8 
20-  8 
32-  0 
26-  0 
26-  6 
53-  6 
43-  0 
28-  3 
4.5-  0 

45-Ton.. 
30-  0 
33-10 
42-  2 
34-  0 
40-  0 
50-  0 
48-  0 
48-  0 


City.. 

Int.. 

Int., 

Int.. 

City 

City 

City.. 

Int... 

Int... 

City.. 

Int... 

City. . 

Int. . . 

City.. 

City., 

Citv. 

City. 

City. 

City. 

Int.. 


Int... 
City.. 
City.. 
City.. 

int.'!! 

int.!! 

City!! 

City.. 

City.. 

City. 

City., 

Int.. 

Int.. 

City. 

City. 

City! 
Int.. 
Int.. 

int!! 

Int.. 
Int.. 
Int.. 


Wood 

Wood 

Semi-steel. 


Semi-st«el. 
Wood. . . . 
Semi-steel, 


Body 


Pre- 
pay- 
ment 


American. 
Wason . . . 


Wood 

Wood 

Wood 

Semi-steel. 

Wood.!.. 
Semi-steel. 
Semi-steel. 
Semi-steel. 
Semi-steel. 
Semi-steel..  Brill 


Door       Com- 
Op.        pressor 
Mech.         Air 
Cleaner 


Brill. 
Brill. 


Brakes, 
Hand 


N.B.Co.. 


N.B.Co. 
N.B.C0. 


PCSCo. 


PCSCo..  Lord 


Motor... 
Tral... 

Motor... 
Motor... 
Motor , . . 
Trailer. . 
Motor... 


All-steel. . 
Wood... 

Steel 

All-steel.. 

Ali-steel! 

Wood 

Steel 

Semi-steel., 
Semi-steel.. 
Semi-steel.. 

Wood 

Semi-steel.. 
All-steel. . . 
Semi-steel.. 
Semi-steeL. 
All-steel... 

.Ml-steei! ! . 
Semi-steel. 
Semi-steel. 

Steel 

Wood 

All-steel , . 
Wood,... 
Wood... 


Cin-Gar.. 
American. 


PCSCo.. 


Wason — 
Wason .... 
.\merican. , 


pcaco. 


American, 
Cin.Car.. 


Cin.Car. 


Pass 

Ps.Conv 

Sprinkler 

Pass 

Ps.ClBd 

p^gg  

Sprinkler 

Ps.Clsd 

St.Bat 

El.Loco 

Wreck  Crane 

Ps.Clsd 

Ps.Clsd 

Eipress 

Ps.Clsd 

Pass -. 

Snow  Plow 

Gasoline,  Mech,  Drive. 

Gafl-elec 

Gas-elec 

Pass 

Gas-elec 

Pass 

GasoUne 

Service 

Flat 

Flat 

Ps.Clsd 

Sweeper 

Gasoline,  Mech.  Drive, 

Express 

Ps.  Calif.  Type 

Flat 

P«.Ctod 

Ban 


Motor  . 
Motor.. 


Motor,.. 
Trail. . . . 

Motor,., 
Motor.. 
Motor.. 

Motor,. 
Motor.. 
Motor,. 
Motor.. 
Trail... 


Motor.. 
Motor.. 
Trail... 
Motor.. 

Motor,. 


Motor,. 


30-  0 
40-  0 
50-  5 
21-  0 
26-  0 

31-  2i 
18-  0 
34-  0 
30-  8 
45-  0 

40-  0 
30-  0 
33-  0 
.50-  2 

25-Ton.. 

41-  0 
39-  0 

60-Ton  . 
21-0 
22-  7 
50-  0 
.50-  0 
46-  0 
20-  0 
45-  0 
33-  3 
33-  0 
1»-  6i 
31-  6 
30-  3 

"49^6 

i2(^Ton. 

"67-6 
61-  0 
61-  0 
61-  0 
86-  8 

76^' 6' 


38-10 
70-  0 
22-  0 


Kiihlman. 
Brill 


Heaters 


NJ8.C0.. 


N.B.CO. 


Lord. 


Cin.Car., 
Cin.Car, 


Int... 
Int... 
City. . 
City.. 

City!! 
City.. 
Int. . . 
Both. , 
Both. , 
Both.. 
Both. . 
Both., 

City!! 
City. 

City! 
Int.. 
City. 
City. 
City. 
City. 
City. 
City. 
City. 
City. 
City. 
City. 
City. 
Int.. 
City. 


Int. . . 
Int... 
Int. . . 
Int. . 
Int.. 

int!! 

Int.. 
Int, . 
Int., 
Int.. 
City. 
Int.. 


w'dASt'r.i!!!!!!.... 
Wood 

Semi-steel..  American. . 
Semi-steel. .  ■  .American. . 

Wood iWason.... 

All-steel-..  

All-steel. ..ICin.  Car... 

Wood iBrill 

Semi-steel..  jBrill 

Wood I 

Wood 
Wood 


Consol. 


Consol. 
Consol. 


Consol. 
Consol. 


N.B.Co.. 
N.B.C0..  Consol. 


Lord Consol... 

Lord Consol..  J 


N.B.Co 


Consol . 


Consol . 
Consol . 


N.B.C0. 


Wood,, 
Wood. 


Semi-steel., 
Semi-at€el. 

Semi-steel. 
Semi-steel. 
Semi-steel. 
Semi-steel. 
Compos. . 
Semi-steel. 
.Ml-steel.. 
Semi-steel. 

Wood 

Semi-steel. 
SflUn.Fr 
St'lUn.Fr. 

Steel 

Steel 

Wood 


American. 
American. 


Brill. 


N.B.C0. 


PCSCo. 


Southern . 

Brill 

Brill 


Motor.. 
Motor  . 


Motor.. 


34-0 
36-  0 
28-  3 
70-  0 
38-0 
32-  4 
40-  0 
82-  0 
48-0 


Int.. 
City 
Int  . 
Int,  , 
City. 
Int.. 
Int.. 
Int.. 


All-steel, . 
All-steel.. 
All-steel. . 
All-steel., 
All-steel. 

All-steel! 
Steel.... 


Wason. 


Wood... 
Steel 


Wood 

All-steel... 

Semi-steel. 

I  All-steel,., 

Semi-steel. 

I  Semi-steel. 

AU-staol.. 

I  Steel 


PCSCo. 


N.B.C0. 


Consol . 


Consol . . 


Consol. 


Lord. 


N.B.C0. 
N.B.'Co! 


Consol. 


Ni.Co.. 
Lord 


Consol. 
Consol. 


N.B.Co. 
N.B.Co. 


Cin.Car. 


an.Car. 
Brill... 


Consol 
Consol 


Consol 


Lord. 


N.B.C0. 
N.B.'Co! 


Conso 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


ment  was  supplied  for  cars  ordered  during  1914 


83 


Curtain 
Fixtures 


Thermo- 
stats 


Cur.S.Co. 
Cur.S.  Co. 


■Cur.S.  Co. 
<}ur.S.Co. 


Cur.S.  Co. 
Cur.S.  Co. 
Cur.S.  Co. 


Window 
Fixtures 


Fare 
Boxes 


[■•■• 


3nr.S.Co.. 


3«r.8.  Co. 
3ur.R.Co. 
V.S.Co. 

;ur!s.'co'.: 

hir.S.  Co. 


Jur.S.Co.. 
iur.S.Co.. 


Johnson . . 
Johnson . . 


Regis- 
ters 


Sanitary 
Straps 


Consol. 


Edwards. 


.  Edwards. 


Edwards. 


Consol. 


Johnson . 


Ohmer . 


Ohmer . 


Rico. 
Rico. 


. .  Ohmer. 


nr.S.Co. 
ur.S.Co. 


lur.S.  Co. 


ir.S.Co. 
ir.S.Co. 


ir.S.  Co. 
ir.S.  Co. 
ir.S.  Co. 

ir^S.Co. 
ir.S.Co. 


ir.S.Co. 
ir.S.  Co. 


ff.S.Co. 


T.S.Co., 
r.S.Co.. 


r.S.Co.. 


r.S.  Co. 


Johnson. 


Edwards. 


■.S.Co. 


Edwards.. 

Edwards.. 
Edwards.. 


Edwards. 


Edwards. 
Edwards. 


Edwards. 


Edwards. 
Edwards. 


Edwards 


Sterling. 


Rico. 


Rico. 


Johnson . 


Ohmer . 
Ohmer. 


Ohmer. . 


Ohmer. 


Johnson. 


Rico. 


Rico. 


Electric 

Car 
Signals 


Coup- 
lers 


Fenders 

and 
Whlgds 


Head- 


. .  Prov... 


O-BCo.. 


Consol. 


Consol . 


Consol. 
Consol. 


Consol. 


H-B... 


Prov. 
H-B.! 


Consol . . 
0-BCo.. 
0-BCo.. 
0-BCo. 
0-BCo.. 
0-BCo.. 


Consol. 


Consol. 


0-BCo.. 


0-BCo.. 
0-BCo.. 
0-BCo.. 
0-BCo.. 
0-BCo.. 


0-BCo.. 
O-BCo.. 


H-B. 


H-B. 
H-B.' 


Rico 

Rico 


Rico. .. 


Consol.. 


Consol. 


0-BCo.. 
0-BCo.. 
0-BCo.. 
0-BCo.. 
0-BCo.. 


H-B. 


Consol. 
Consol. 


0-BCo... 


Consol.. 


0-BCo.. 


0-BCo.. 


0-BCo. 
0-BCo. 
0-BCo... 
0-BCo. 


0-BCo.., 


Esterline. 
Esterline. 


Esterline. 
Esterline. 
Esterline., 
Esterline., 

Esterline.. 

"Esterline.. 
Esterline. 


H-B... 


H-B. 
Prov.... 


Esterline. 
Esterline. 


Esterline. 


EsterUne. 


Esterline. 


Prov.... 


Air 

Sanders 


Trolley     Venti- 
Catch's      lators 


EarU., 


Earil. 


Earn... 


Slack 
Adi't'iB 


EarU. 


Earll... 


0-BCo. 
0-BCo. 
0-BCo. 
0-BCo. 


EarU. 


EarU. 
EarU. 


Esterline. 


EarU. 


Anti- 
Climb- 
ers 


TroUey 


Ball 

or 

Roller 

Bearings 


SW-B..  Rico. 
S-W-B. 


Trap 
Doors 


Gear 

Cases 


RoUway. 
RoUway. 


Rico .... 
Rico . . 


Rico.. . 
Rico. . . 


ChU'wth  . 
Chii'Wtii '. 


Rico... 


Rico 

Rico 

Rico 

Rico 

Rico 

Rico 

Rico 

Rico. . . 


Edwards. 


0-BCo. 
0-BCo. 


Rico. 


Rico. . . 


Rico 

Rico 


0-BCo. 
0-BCo. 


Edwards. 


Edwards.. 
Edwards, 


Chil'wth  ' 


. .  chU'Wth  ■ 


84 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Table  of  Advertisers  in  this  Section  whose  equi 


Purchaser 

No. 

General  Type 

Motor  or 
Trailer 

Leneth 
of  Car 
Body 

City 
or 
Int. 

AU-steel, 

Semi-fiteel 
or  Wood 

Body 

Pre- 
pay- 
ment 

Door 

Op. 

Mech. 

Com- 
pressor 

Air 
Cleaners 

Brakes,      Hca 
Hand 

50 
1 
200 
1 
1 
6 
6 
2 
2 

12 
1 
1 

16 
5 
2 

20 
3 
1 
5 
4 

14 
1 
4 
1 
2 
8 

24 
6 
2 
1 
2 

4 
4 

2 
5 
8 
2 

T 

5 

1 

50 

50 

1 

3 

4 

4 

3 

3 

3 

1 

3 

4 

15 

10 

1 

6 

1 

1 

12 

1 

1 

50 

32 

4 

1 

1 

12 
2 
1 
1 
8 
2 
2 
2 
2 
2 
2 
1 
2 
2 
5 
2 
2 
1 
3 
11 
41 
2 
1 
4 
10 
1 
1 
2 
1 
8 
2 
1 
6 
6 
11 
1 
1 
12 
10 
10 
2 
1 
4 

Ps.Clsd 

Motor. . . . 

47-8 

City.. 

Semi-steel., 

Southern.. 

PCSCo... 

PCSCo... 

N  Y  Central  &  H.  R.  R.  R 

Wreck  Crane 

Ps.Clsd 

Motor... . 
Motor,., . 
Motor... 
Motor... 
Motor,.., 
Motor... 
Motor... . 
Motor... 
Motor... . 

66-  2} 
130-Ton 

S.&E.. 

All-eteel  . 

Conaol 

N.B.Co 

Conn 

New  York  New  Haven  &  Hartford  R.  R 

El.  Loco 

45-0 
55-  6 
45-  0 

34-Ton. . . 
51-  0 

270-Ton.. 

int.'!; 
City.. 

int!!! 
Int. . . 

Wood 

Ps.Clsd 

Lord... 

tl.B.Co.,  Cons. 
N.B.Co..  Cons 
N.B.CO 

Ps.Clsd 

Semi-steel. 

EI.Ixwo 

Steel 

Ps.Clsd 

El.Ixwo 

Semi-steel., 

Norfolk  &  Western  Ry 

Ft.  Loco 

All.«teel... 

Ft.  Loco 

Motor.... 

W'd&Sfl.. 

Ps.Clsd 

Motor... 

Motor..!! 

Motor... 

Motor.... 

Motor... 

Motor.... 

Motor  ... 

35-  5i 
42-  li 
26-  0 
33-9 
60-0 
20-  8 
50-3 
50-  0 
38-  6 
36-0 
54-  8 
45-0 

City. . 
Int. . , 
City.. 
City.. 
Int.. 
City.. 
Int... 
Int... 
Int. . . 
Int. . . 
Int... 
Int. . . 

Semi-steel.. 

Wood 

Steel 

N.B.CO 

Ps.Smok 

Ps.  Conv  

North  Carolina  Pub  Ser.  Co 

Cons 

Ps.Clsd 

Semi-steel- 
AlUteel... 
Semi-steel.. 
Steel      . . . 

NJi.Co..  Cons 

Ps.Clsd 

Lord 

Ps.Clsd 

Wason 

N.B.C0..  Cons 

Ohio  Elec  Rv                  

Ps.Clsd 

PCSOo... 

PCSCo... 

Express 

Wood 

Box  Ft 

Wood  .... 

r"- 

Box  Ft 

Wood 

Ps.&Smoking 

Express         

Motor  ... 
Motor... , 

Semi-steel.. 

Otseco  &  Herkimer  R.  R 

Lord 

Gondola 

Ps.Clsd 

Motor... 
Motor... 

68-  1 
38-0 
65-  0 

Int.., 
City. . 
Int... 

All-steel... 

Cons 

Pacific  Gas  &  Elec   Co 

Ps.  Calif.  Type 

Semi-steel.. 
All-steel... 

Pass 

St.Bat  . . 

Parkersburg  Marietta  &  Int.  Ry 

Ps.Clsd 

Motor  ... 
Motor,.. . 
Motor... . 

50^6  ' 

38-0 

22-0 

Int.  . . 
City. . 
City. . 

All-steel. . . 
Semi-steel. 

Cin.Car... 

PCSCo... 

PCSCo 

Lord 

Ps.Clsd 

Ps.Clsd 

... 

PCSCo... 

PCSCo... 

Pennsylvania  &  Ohio  Ry 

Pass.&Smok 

Ps.Clsd 

Motor... . 
Motor.... 
Motor,.. , 
Motor... 
Trail 

31-  8 
54-  6 
30- 0 

44-  6 
62-0 
62-  0 
25-0 
64-0 
35-0 

45-  2 
4.5-  2 
26-  0 
26-  0 
32-0 
21-0 
47-0 
50-0 
50-0 

50-Ton... 

int. . . 
Sub. . , 
City. 
Int... 
Int. . . 
Int.. 

int!!! 

Int... 
City.  , 
City. , 
Citv. , 
City.. 
City,  . 
City.. 
Int... 
Int. . . 
Int... 

int 

Wood 

AU-steel... 

Penn.  R.  R.  (also  84  pass,  coaches  equipped  with  motora). . 

Com 

Peterborough  Radial  Ry 

Ps.Clsd 

Wood 

N3.Co..  Coni| 

Phila.&GarretsfordSt.Ry 

Ps.Clsd 

Lord  ... 

Ps.Clsd 

All-steel. . . 
AUH.teel, . . 
Wood  ... 

N.B.C0  . 

Parlor 

Ft.  Loco 

Ps.Clsd 

Motor... 
Motor.... 
Motor... . 
Motor... . 
Motor... 
Motor... 
Motor... 
Motor... , 
Motor... 
Motor.... 

Trail 

Motor... 

Wood 

N.B.CO 

Express 

Wood  .... 

Pittsburgh  Rys 

Ps.Clsd 

Steel 

N.iB.Co,.Ci)4 

N.B.Co..Con[ 

.  .     , .    Con 

Ps.Clsd 

Steel 



Port  Arthur  Municipal  Ry 

Ps.  Conv 

Wood 

Ps.Conv. 

Semi-steel. 

Con,. 

Port  Arthur  Traction  Co 

Ps.Clsd 

N.B.Co..  Con 

Con:, 

Semi-steel., 
Steej 

Bagg.AMail 

Ps.Clsd 

Brill 

Con 

Portland  Ry.  Lt.&Pwr.Co 

Lord ....    r 

Ps.Clsd 

El.  Loco 

Steel  

Ps.Clsd 

Ps.Clsd 

Motor... 

Ps.Clsd      .. 

Motor... 
Motor... . 

34-0 
32-  0 
28-0 
33-0 
18-  0 
50- 0 
38-0 
21-  0 
.34-  0 
29-  0 
28-0 

Int. . . 
City 

Wood    .. 

Lord 

Ps.Clsd 

Cit.v!! 
City.. 
City.. 
City.. 
City.. 
City.. 
City 

Wood  ... 

Trail 

Steel 

Wood  ... 

Puget  Sound  Trac,  Lt.  &  Power  Co.  (Bellingham  Div.) . . . 

Ps.Conv 

Motor.... 
Motor.... 

Semi-steel.. 
Semi-steel. 

N.B.CO 
Lord ' 

Puget  Sound  Trac,  Lt.  &  Power  Co.  (Seattle  Div.) 

Ps.Clsd  

Flat 

Wood 

Ps.Clsd 

Motor..., 
Motor.... 
Motor... 

N.B.Co 
Lord... 

Richmond  Light  &R.R.  Co 

Ps  Clsd 

All-fiteel 

PCSCo... 

PCSCo.. 

Ps  Clsd 

Rockland,  Thomaeton  &  Camden  St.  Ry 

30-  0 

Int.. 
City 

Saginaw  Bay  City  Ry 

Sprinkler 

N.B.CO 
N.B.CO. 

St  John  Ry  

Ps  Clsd 

Motor... 

31-  0 

City.. 
City 

Wood 

St.  Joseph  Ry.  Light,  Heat  &  Power  Co 

Pass 

Work  

St.  Joseph  Valley  Ry 

66-  0 

Int... 
Int... 
Sub.  , 
Int... 
Int.., 
Both,. 
Both,, 
Both, , 
Both,, 
Both,. 
City ,  , 
Int .  .  , 
Int... 
Int. . . 
Int 

All-steel  . 

St.  Louis  Southwestern  Ry 

Gas-Elec 

All-steel 

St.  LouLs  Water  Works  Ry 

Motor... . 
Motor... . 
Motor,.. , 
Motor.... 
Motor... . 
Motor... 
Motor... 

39-0 
51-  0 
51-0 
36-0 
40-0 
46-  0 
40-  0 
20-0 
31-8 
59-  8 
58-  7i 
50-0 
50-0 

( 

St.  Paul  Southern  Ry 

Ps  Clsd 

Semi-steel 

N3.C0. 

Ps  Open 

Wood 

i43.C0j«i| 

Semi-steel.. 
Semi-steel. 

Brill  

Ps  Conv 

!!!..:. 911 

Semi-steel. 
Wood 

Brill 

HI 

Flat  

'•"•''11 

ealtLake&Utah  R.R 

Ps.Clsd 

Motor  ... 
Motor... 

Trail 

Motor... 
Motor,... 

All-steel  .. 

Ps  Clsd 

All-steel 

N3.C«!^" 

Ps  Clsd 

\ll-steel 

Ft 

All-steel  .. 

El  Loco 

San  Antonio  Trac.  Co 

Work 

Lord 

Lord 

N3.C0.. 

Ps.  Calif.  Type 

Ps  Clfld 

Motor  ... 
Motor... 
Motor.... 

50-0 
39-4 
35-  0 
34-0 
30-  6 
42-0 
24-0 
49-  0 

City.. 
City.. 



City!! 
City. . 

int!!! 
City.. 

Santa  Barbara  &  Sub.  Ry 

Semi-steel. 
Wood 

Brill 

FhS      

Wood 

Ps  Clsd        

Motor... 

Semi-etecl.. 

Brill 

N.B.CO. 

Motor.... 
Motor.... 

Wood 

Brill 

Ps.CM 

PCSCo... 

PCSCo... 

N-B.Co 
N.B.CO. 

Pa  Clad 

Motor... . 
Motor... 
Motor.... 
Motor.... 
Motor... . 
Motor... 

38- C 
30-  1 
51-0 
39-0 
38-0 
28-0 
46-  8 

j 

Rtfttr  Rclt  Floe  St  Rv 

Ps  Conv 

Int. . . 
Int,  . . 
City.. 
Int.  . . 
City. . 

Serai-steel. 
Wood 

Brill 

PCSCo... 

PCSCo... 

Lord... 

N.B.CO. 

Ps  Clsd 

Scmi-steel., 

Pg  Clsd 

Ps  Clad 

AU-steel.... 

N.B.CO. 

Pass 

Gas*eleo 

Motor 

Int, . . 
City.. 
City,, 
City.. 
Int... 
Int.. 
City.. 

Steel 

I^  Op«n 

Motor... 
Motor... 
Motor... . 

38-10 
28-  0 
30-  0 
65-  0 

Wood  ... 

Pa  Clad 

Rrill 

PCSCn 

PCSCo... 
PCSCo... 

Lord... 

Pa  Conv 

Srmi-steei.,lWason IPCSCo... 

N.B.CO. 

Pass 

Steel    

Wood 

Semi-steel.. 

iCiihimu. .  PCSCo... 

PCSCo.'. 

NJi.'C!i|^H 

Pa  Cbd 

33-2 

11 

February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


85 


mt  was  supplied  for  cars  ordered  during  1914 


Thermo- 
stats 

Window 
Fixtures 

Fare 
Boxes 

Regis- 
ters 

Straps 
Sanitary 

Electric 

Car 
Signals 

Coup- 
lers 

Fenders 

and 
Whigds 

Head- 
lights 

1 

Air        Trolley 
Sanders  '  Catch's 

Venti- 
lators 

Slack 
Adj'fra 

Anti- 
Climb- 
ers 

Trolley 
Bases 

Ball 

or 

Roller 

Bearings 

Trap 
Doors 

i 

Gear 
Cases 

Edwards. 

Consol 

;F.iirll 

Rico  . 

Chil'wth. 

Edwards. . 

Consol 

S-W-B. 

Rico 

Chil'wth  . 

rinhn 

Rico... 
Rico. . . . 

O-BCo.. 

Edwards.. 

Consol  .    ItT-T*  Cn 

O-BCo. 

O-BCo.  . 

O-BCo.. 

, 

Edwards.. 



Edwards.. 

O-BCo... 
0-BCo... 

O-BCo 

O-BCo 

Rico 

Edwards.. 

Ohmer. . . 

O-BCo 

O-BCo 

Earll 

Edwards.. 

Johnson. . 

O-BCo... 
O-BCo 

Esterline. 

O-BCo 

Rico 

O-BCo.  . 
Consol 

Earll 

Rico. . . . 

0-B  Co- 

Ohmer. . . 

O-BCo... 

O-BCo 

0-B  Co      PBorloan 

Rico... 

O-BCo 

Rico 

O-BCo 

Earll 



Edwards.. 

Ohmer... 

Edwards.. 

Johnson. . 

EstCTlinp 

RoUway. 

Sterling.. 

Rico 

Consol... 
Consol . . . 
Consol... 

O-BCo 

O-BCo 

Rico. 

O-BCo 

O-BCo 

Sterling.  . 

O-BCo 

O-BCo 

Ohmer... 

Ohmer. .. 

Edwards.. 

Chil'wth  . 

H-B 

Edwards.. 

O-BCo 

Earll 

Rico. . . 

Edwards.. 

Rico 

O-BCo 

Rico 

O-BCo 

Esterline 

Edwards.. 

Ohmer. . . 

Rico 



_, 

Sterling . . 

Peerless. 
Pewless. 

Edwards. . 

. 

Sterling . . 





0-B  Co" 

O-BCo 

Edwards.. 



Consol . . . 

O-BCo 

..   . 



Edwards  . 
Edwards. . 



Ohmer . . . 

Rico 

iUco 

Edwards, . 
Edwards,. 

Sterlini; .  . 

Consol . . . 
Consol . . . 

0-13' Co... 
O-BCo.  . 
O-BCo 

H-B.... 
H-B 

Rico. . . , 
Rico  . 

Chil'wth  . 

Johnson. . 

Sterling . , 

ChiPwth.. 

Rico 

O-BCo 

Rico 

Edwards.. 

Rico  . 

Edwards.. 

Consoi... 

Esterline. 

O-BCo 

Rico. . . . 

O-BCo 

(■ 

Johnson.. 

Consol 

Lord 

8-W-B 

C  (onsol... 

Rico 

H-B... 

Earll 

r 

1  Johnson. 

Consol... 

O-BCo 

Rico 

Lord... 



■; 

Consol 

Rico 

Edwards." 

Earil 

* 

Edwards.. 

Edwards 

;:::::;■■ 

■:::::::: 

H-B.::; 

Esterline.. 
Esterline.. 

O-BCo.. 

Edwards.. 

f?terling.  . 
Sterling.. 

Rico 

Consol 

Earll 

Rico 

. Johnson . 

Consol . . . 

H-B 

Earll 

Rico 

"1...  Edwards.. 

Sterling,, 

Rico 

Consol 

H-B 

Peerless. 

S-W-B.. 

Rico    . . 

Earll 

i.'lwards.. 

Ohmer. . . 

Esterline, 
Esterline.. 

Rico! ! ! 

Ohmer! '. . 

Rico 

Prov.... 

Rico. . . . 



Ohmer!!! 

Rico 

Esterline-! 

Rico. . . . 
Rico... 

Chil'wth  . 

•ixd::: 

Ohmer!!! 

Consoi!!! 

h-b!!!! 

flico. . . . 

Rico 

Rico.... 



Ohmer!!! 

O-BCo... 

H-B 

86 


ELECTRIC    RAILWAY    JOURNAL 


[Februaky  6,  1915 


Table  of  Advertisers  in  this  Section  whose  eq 


Purchaser 

No. 

General  Type 

Motor  or 
Trailer 

Length 

of  Car 
Body 

City 
or 
Int. 

All-steel, 

Semi-steel 
or  Wood 

Body 

Pre- 
pay- 
ment 

Door 
Op. 
Mech. 

Com- 
pressor 

Mr 
Cleaners 

Brakes 
Hand 

1 
4 
3 
5 

1 

1 

1 
50 

2 
12 

2 

1 

3 

2 

2 

6 

2 

1 
26 

2 
10 

5 
60 

6 

6 

1 

1 

5 
85 
68 
18 

6 

2 

1 
10 

3 

6 

3 

1 

2     ■ 

5 

4 

3 

1 

2 

4 

1 

1 

3 

3 

6 

1 

2 
20 

1 

4 
10 

4 

1 

1 

Ps.Clsd 

Ps.Clad 

Gaaoline,  Mech.  Drive. 
Pa  CM 

Motor... . 
Motor.... 

28-  0 
41-0 
10-  0 
34-5 
70-  0 
45-0 
28-  0 
24-0 
40-0 
26-  0 
29-0 
29-0 
20-  8 

City.. 
Int... 
Int...i 
City.. 
Int... 
Int... 
City.. 
City.. 
City.. 
City.. 
City.. 
City. . 
City.. 

Brill 

N.B.CO 

Cin.Car... 

All-steel... 

Motor... . 

N  B  Co 

Gasoline,  Mech.  Drive. 

All-steel  . . 

Trail 

Motor... 
Motor.... 

Ps.Clsd 

All-8t«el... 

Ps.Conv 

Semi-st*el.. 
Wood 

Brill 

PCSOo.. 

PCSCo.. 

Snow  Plow 

Wood    . .. 

Wood 

WinRCar 

Wood 

Motor.... 

Semi-steel.. 

Brill 

Lord... 

Toledo*:  Western  R.R             

Cars        

Ps.Clsd 

Motor  ... 

Trail 

Motor... . 

51-  0 
45-  0 
4ft-  0 
28-3 
26-0 
53-0 

32-  8 
30-  6 
48-0 
27-4 

33-  0 
31-61 
35-0 
70-0 
30-  8 

Int... 
Park.. 
Int.  .. 
City.. 

aiy.. 

Int... 
City.. 
City.. 
Int... 
Both. . 
City. . 
Int... 
City. . 
Citv 

Steel 



N.B.Co 

Toneka  Rv                         . .          

Pass       

Semi-steel.. 

Ps  CIsd      

Tnil 

Motor... . 
Motor.... 
Motor.... 
Motor... 
Motor.... 

Wood    ... 

Rail  Trucks 

Ps  Clsd  

All-steel. . . 

Semi-steel.. 
Semi-steel.. 

Brill 

Brill 

PCSCo.. 

PCSCo.. 

TjirH 

N.B.Co 

Ps.Clsd ■ 

PCSCo.. 

PCSCo.. 

N.B.Co 

Twin  City  Rapid  Transit  Co 

Ps.Clsd 

Ps.Clsd 

Snow  Plow 

Semi-steel.. 
Wood  .... 

American. . 

PCSCo.. 

N3.Co 

TfnionSt  Rv                                          ..... 

Lord  .. 

Wood 

Tlninn  Pacific  R  R 

Gasoline,  Mech.  Drive. 

All-steel. 

Motor.... 

Semi-steel.. 

Brill 

United  Rva  of  St  Louifl                                   .    . 

Pass         .   ... 

Ps.  Clsd  

Motor... 
Motor... . 
Motor... . 
Motor.... 
Motor.... 

36-  0 
36-  0 
21-  0 
41-0 
51-  0 
51-2 
.50-  8 
21-  9 
30-0 
30-  8 

60-Ton... 
68-  0 
61-  0 
30-  6 
56-  0 
46-  0 
36-  0 

35-Ton. . . 

City. . 
City. . 
City. . 
Int... 
Int. . . 
Int... 
Int. . . 

int.!; 

Int... 
Int... 
Int.. 
Int... 
Int... 
Sub. . . 
Both.. 

Semi-steei.. ' American.. 'PCaCo..'PC.SCo.- 

Ps  Clsd     

1 

Ps.Clsd 

Walla  Waila  Valley  Ry                         .... 

Semi-steel.  ' 

N.B.Co 

Ps.Clsd 

All-steel.. .. 

Cin.Car... 

Ps  &  Bag       . .   . 

All-steel... 
All-steel. . . 
Wood  .... 

Cin.Car... 

Ps.Clsd 

Motor... 

Lord... 

Washington  Ry  &  Elec.  Co         

Work     

El.I,oofl 

Ps.Conv 

El  Loco 

Motor... . 
Motor... . 
Motor.... 

Semi-steel.. 
All-steel 

Wason.... 

"Waterloo  Cedar  Falls  &  Nor  Rv 

N.B.Co 

All-steel.., 

Observ 

Ali-st«el 

Motor... 
Motor... . 
Motor.... 
Motor.... 
Motor... . 

Motor 

Motor.... 
Motor.... 

Wood 

Wfflt  Penn  Trac  Co                               .   . 

Ps  Clsd 

Semi-steel. 

Ps  Clsd 

Wood 

El.  Loco 

Ps  Clsd 

40-0 
27-0 
47-0 
55-0 

Int... 
City.. 
City.. 
City.. 
Int 

Steel 

Semi-steeL. 
Semi-steel.. 
All-steel 

Cin.  Car. . . 

"Wichita  Falls  Trac.  Co 

Ps.Clsd  

NJB.Co 

Ps  Clsd 

Brill 

'Willamette-  Pacific  Rv 

Gasoline,  Mech.  Drive. 
Ps  Clsd 

Pass  

33-  0 

34-  0 
28-0 
30-0 
46-  0 
46-  0 
85-0 

City.. 

Conaol.. 

N.B.CO 

Ps  Clsd 

Motor.... 
Motor.... 
Motor — 

Trail 

Trail 

Int... 
City. . 
City. . 
Int... 
Int... 
Int... 

Ps  Clsd 

All-steel    . 

PCSCo.. 

PCSCo.. 

N.B.Co 

Yakima  VallevTranBD  Co 

Wood 

N.B.Co 

York  RyB 

Pass 

N.B.  Cc 

Yuma  Valiev  Rv 

Gasoline,  Mech.  Drive. 

AU-ateel    . 

■  i 

illll 


List  of  Articles  and  Specifications   wh 

describing  some  of  the  i 


NAMB    OP    ROAD 

Albany,    Southern    R.R. 
BartlesviUe  Interurban  Ry 
Boston   Elevated   Ry. 
Cambria   &   Indiana    Ry. 
Central   N.   Y.    Southern  B.   R. 
Charleston    Interurban    R.    R. 
Charlottesville   &   Albemarle  By. 
Chicago  Elevated  Rys. 


Chicago,   Mil.   &  St.   Paul  n.   R. 
Chicago   &    West   Towns   By. 
City  Railway,  Dayton,  O. 
Cleveland  Ry. 

Dallas  Cons.  Elec.   St.  By. 
Easton    Transit   Co. 
Editorial 


El- Paso  Elec.    Ry. 
Empire  Dnitcd  Railways 
Evanston  Ry. 

■Geneva.   Seneca  Palls  &  Auburn  Ry. 
Ilniiston   Elec.    Co. 
Ithnea    Street    By. 
JackponvlUe    Traction    Co. 
Jersey  Central  Traction  Co. 
Manhattan  Bridge  3  cent  Line 


Memphis   Street   By. 
Michigan  By. 


TITLE  OF  ARTICLE  PAGE  NO. 

New    All-steel    Cars   (or  224 

A  single  Truck  fully  enelosed  car  85 

Center  Entrance  trailers  87 

Storage   Battery    Car   (or  1356 

Gasoline  Motor  Cars  for  1409 

Specifications,  12  Closed  Cars  1126 

Rolling   Stock  906 

New  Steel  Cars  (or  84 

Pressed    Steel    Cars    (or  1234 

Specifications,    128   Cars  508 

Locomotives  1153 

Rolling  Stock  468 

Specifications.    20  Pass.   Cars  290 

Center  Entrance  Motor  Cars  455 

Specifications.  200  Closed  Cars  944 

Speclflcatlons,  15  Closed  Cars  1084 

Speclflcations,    9    Single    Truck    Cars  803 

The  All-steel  Car  3 

Car  Design  in  1914  11 

Corrosion  of  All-Steel  Cars  415 

Hybrid    Stcel-Dnderframe    Car  374 

Life    of    All-steel    Cars  507 

Somnolence   In   Car  Design  294 

Spcclllcations,   6  Closed   Cars  1018 

Specifications,   12  City  Cars  .148 

Specifications,   10  City  Cars  439 

Vestibule  Prepayment   Cars   for  174 

Combination  Car  for  Central  New  York  Line  1408 

Specifications.    10    Closed    Cars  1369 

Specifications,   10  Open  &  Closed  Cars  191 

Speclflcatlons,  15  Closed  Cars  1485 

Specifications,   5  Closed  Cars  240 

Boiling  Stock  384 

Specifications,    6   SemlConvertlMe   Cars  1425 

Specifications,   25  Motor  &  Trailer  Cars  954 

All-steel  Cars  for  1087 


ISSUE 

Aug.    1.  19 

July  11,  19 

Jan.  9,  19; 

Dec.   19.  19 

June  20,  19 

Nov.   14,  19 

Oct.   17.  19 

Jan.  10.  191 

Dec.    5.  19 

Feb.    28,  19! 

Nov.    21,  19l 

Sept.   12.  19; 

Jan.   m.  19! 

Feb.  28,  19' 

Oct.  17,  19 

Not.  7,  19i 

Apr.  4.  19i 

Jan.  2.  19 

Jan.  2,  19 

Sept.   5,  19 

Aug.  29.  10 

Sept.    19.  18 

Feb.   7.  10 

May  2,  16 

Sept.  19.  18 

Feb.  21,  18 

July  25.  18 

June  20,  IC 

June  1.1.  16 

July  25.  If 

June   27,  It 

Aug.  1.  ir 

Ang.  2a,  It 

June  20,  If- 

Apr.  2.' 

May  1'' 


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i 

1      February  6,  1915] 

lient  was  supp 

diei 

ELECTRIC 

d  for 

RAILWAY    JOURNAL 

cars  ordered 

du 

irir 

»g 

19 

14 

87 

j 

tain    '  Thermo- 
ures        stats 

Window 
Fixtures 

Fare 

Boxes 

Regis- 
ters 

Sanitary 
Straps 

Electric 

Car 
Signals 

Coui>- 
lers 

Fenders 

and 
Whlgds 

Head- 
lights 

Air 
Sanders 

Trolley 
Catch's 

Venti- 
lators 

Slack 
Adj'frs; 

Anti- 
Climb- 
ers 

Trolley 
Bases 

Ball 

or 

RoUer 

Bearings 

Trap 
Doors 

Gear 
Cases 

Co 



H-B.... 

Earll.... 

Earll... 



0-BCo... 

Rico 

Ohmer... 

{0-BCo... 

. 

■.O) 

Rico 

Consoi ...  

Lord... 

Earll... 

Rico 

» 

Rollway4 

I.Co. 

H-B.... 

1  Co.  1      

Proy. . . . 

EarU... 

Rico 

Ester  line.. 

1  Co. 

Consoi . . . 

Sterling. . 

Consoi . . . 

;  Co 

Edwards 

Rico 

Consoi . . . 

H-B.... 

Earll... 

Rico 

;  Co 

Consoi . . . 

'.Co. 

Con8oI... 

Edwards.. 

Johnson. . 

' 

H-B lEsterline. 

;  Co. 

Rico 

Consoi . . . 

Esrll... 

Rico 

tCo.. 

O-BCo... 

Edwards  . 

Sterling' 

Consoi... 

tco' 

Edwards 

Consoi . . . 

Esterline.. 

O-BCo.. 

Rico.... 
Rico 

O-BCo. 

).Co. 

Edwards 

Sterling. . 

Consoi... 

i.Co.. 

Rico..... 

H-B.... 

Eaterline.. 

!.Co.. 

Edwards. . 

0-BCo... 

Edwards 

;.Co.. 

0-BCo... 

I.Co., 

Consoi . . . 

Edwards, 

Ohmer . . . 

Rico 

ChU'wth 

Consoi . . . 

0-BCo.. 

Rico  . 

0-BCo.. 

I.Co. 

ProT.... 

Edwards. 

Earll.... 

Ohmer . . . 

Conaol... 

Consoi... 

Consoi... 

0-B  Co. . . 

Earll.... 

:::::  ::::::::: 

U    f,,. 

Edwards.. 

Ohmer... 



Rico 

0-BCo... 

Rico 

Ohmer . . . 

Eaterline.. 

Lord.... 

Earn.... 

Johnson.. 

Rico 

Prov.... 

Peerless. 

ConBol... 

Consoi . . . 

b-BCo..'. 
OB  Co... 

Rico. . . . 
Rico. . . . 

O^BCo.! 

Edwards.. 

Ohmer... 







1 

! 

1      -  .         [ 

llilllilllllilillllllll 


IIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIIII^ 


lave  appeared  in  Electric  Railway  Journal 

ars  listed  in  this  table 


NAME    OP    ROAD 

Michigan    United    Traction    Co. 
Morris  County  Tr.  Co. 
Municipal  Rys.   of  San   Francisco 
New  York  Municipal  Ry.  Corp. 


Editorial 

New  Orleans  Ry.   &  Light  Co. 

-Niagara.   St.   Catherines  &  Toronto  Ry. 

-Niagara.   St.   Catherines  &  Toronto  Ry. 

Pacific  Electric   Ry. 

Pennsylvania  R.    R. 

Phlla.  &  Garretsford  St.  Hy. 

Pittsburg  Railways 

Portland  Eugene  &  Eastern  R.  R. 

Puget   Sound   Traction,   Light  &  Power  Co.    (Puget 

Sound    DIv.) 
Puget  Sound  Traction,  Light  &  Power  Co.    (Seattle 

Division) 
Puget  Sound  Traction.  Light  &  Power  Co.    (Seattle 

Division) 
Richmond  Light  &  R.   R.   Co. 
St.  Louis  Southwestern  Ry. 
Scranton   Railway 
Spokane.   Portland  &  Seattle  Ry. 
Sunset  Central   R.    R. 
Third  Ave.  Ry. 

Trenton  Bristol  &  Phlla.  St.  Ry. 
Trenton  &  Mercer  County  Tr.  Corp. 
Union  Electric  Co. 
United  Railways  &  Eleo.   Co.,   Baltimore 


Utah  Light  &  Ry.    Co. 
Washington  Virginia  Ry. 


TITLE   OF   ARTICLE 

New   Steel  Cars   for 

Specifications,    10   Closed    Cars 

Specifications,    125   California   Type  Cars 

The  New  York  Municipal  Car — Trucks,  Brake, 

Riggings  and  Draft  Gear 

The  New   York  Municipal  Car — Body 

The  New   York  Municipal  Car — Design 

The    New    York    Municipal    Car 

New  Cars  for 

New  Int.  Cars  for 

Spcclflcations,   0  Int.   Cars 

Specifications,.  24    Int.    Cars 

Passenger  Coaches,   Motor  Equipped 

St)eciacations.   5   Int.   Cars 

Center-Entrance,    End-Exit   Cars   for 

One  Man  Near-Side  Cars 

LIght-Weight  Cars  for 

Single  End   Cars 

Specifications,  12  Closed  Cars 

Speoiflcations,  32  Closed  Cars 

Specifications,   8  Gas-Elec.  Cars 

Specifications,  10  Closed  Cars 

Gas   Electric   Motor   Car 

Gasoline  Cars  for 

Single    Truck    Convertible    Car 

Specifications.   Single  Track  Convertible  Cars 
Specifications.    5   Closed   Cars 
Specifications,   10  Closed  Cars 
Specifications,    6  Closed  Cars 
Specifications,    85    Semi-Convertible   Cars    . 
Enclosed  Cars  for 
Specifications,    24    City    Cars 
Specifications.   5   Closed   Cars 


miiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiuiiiiiiiii^^ 


PAGE  NO. 

ISSUE 

106 

July  18, 

1914 

1237 

May  30. 

1914 

856 

Apr.  11, 

1914 

1378 

Dec.   26. 

1914 

1326 

June  13, 

1914 

1261 

June    6. 

1914 

1243 

June    6, 

1914 

270 

Feb.    6, 

1915 

246 

Jan.   30, 

1915 

751 

Mar.  28. 

1914 

164 

Jan.   16. 

1915 

860 

April  18. 

1914 

1181 

May  23, 

1914 

808 

Apr.    11. 

1914 

85 

July  11, 

1914 

1110 

Not.  14, 

1914 

1022 

Oct.   31, 

1914 

905 

Apr.   18. 

1914 

1036 

Oct.   SI, 

1914 

818 

Mar.   14. 

1914 

1369 

June  13. 

1914 

881 

Oct.   15. 

1914 

144 

Jan.   17, 

1914 

3.50 

Feb.   14, 

1914 

Ml 

Mar.  28, 

1914 

148R 

June  27. 

1914 

191 

July  25, 

1914 

1181 

May  23, 

1914 

1425 

June  20, 

1914 

1065 

May  9. 

1914 

86 

Jan.  9, 

1915 

697 

Mar.  21, 

1914 

1237 

May  30, 

1914 

88 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


For  the  200  New  Cars 

Ordered  by  the 

N.  Y.  Municipal  Railway 

EDWARDS 
SASH  FKTURES 


The  superior  efficiency  of  their  service  as  demonstrated 
on  the  cars  of  other  roads  throughout  the  country  natur- 
ally led  to  the  selection  of  Edwards  Sash  Fixtures  for 
the  new  lines  in  Metropolitan  New  York.  For  no  service 
are  requirements  more  exacting.  In  no  service  is 
efficiency  more  important.  Under  the  most  trying  con- 
ditions Edwards  Sash  Fixtures  are  trouble-proof  and 
rattle-proof. 

Take  advantage  of  this  service  by  specifying  Edwards 
Sash  Fixtures. 


13-0  lock  and  phantom  view  of  stop  bar  in  operative  position 


EDWARDS  ALL-STEEL  TRAP  DOORS 


Write  for 
Catalogs 


are  the  trap  doors  of  permanent  satisfaction.  Why?  Because  they  don't 
swell,  warp  and  stick  in  wet  weather  as  wooden  doors  often  do.  They 
are  noiseless  in  operation  and  are  virtually  trouble-proof.  Being  made 
of  steel  they  are  much  stronger  and  more  durable  than  wood.  And — 
reckoning  in  the  fixtures  required  with  wood  doors — they  are  cheaper. 

The  efficiency  and  convenience  of  a  trap  door  is  greatly  enhanced 
by  the  installation  of  EDWARDS  TRAP  DOOR  LOCKS,  which  arej 
provided  with  a  powerful  starting  lever.  The  pressure  on  the  foot! 
plunger  unlocks  and  raises  the  door,  and  the  pressure  exerted  will  raise  f 
a  person  standing  on  the  door.  These  locks  are  positively  automatic  and] 
eliminate  the  hand  lift,  both  on  the  top  of  the  door  and  in  the  platformJ 
and  sill.  Get  acquainted  with  O.  M.  EDWARDS  SERVICE  and  write 
for  data  on  all  our  products. 

THE  O.  M.  EDWARDS  COMPANY,  INC. 

SYRACUSE,  N.  Y. 


Window  Fixtures. 
All  Metal  Sash  Balances. 
Metal  Sash  and  Mouldings. 
Top,  Bottom  and  Side  Weather  Stripping^ 
Metal  Extension  Platform  Trap  Doors 
All  Metal  Shade  Rollers. 

719 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


89 


CONSOLIDATED 

Car  Equipment  Specialties 


"EO.  0.5.  par.  OFfK-^ 


The  Electric  Heater  Wire  Tliat  Won't  Corrode 

The  use  of  this  wire  in  Consolidated  Heaters  retains  all  the  efficiency 
of  our  old  heater  coils  but  yields  a  much  longer  life.  The  new  Con- 
solidated Heaters  are  thus  the  acme  of  coil  maintenance  economy  as 
well  as  heater  efficiency. 


Buzzer 

Signal 

System 


A  dependable   system   for   signalling  conductor  and 
motormen. 

[    Does  away  with  dry  batteries,  is  always  reliable  and 
gives  a  clear,  distinct  signal. 
Operates  directly  from  trolley  voltage. 
More  than  lo.ooo  equipments  in  use. 
Write  for  bulletins  and  list  of  roads  using  the  system. 


Ele  ct  ro-  Pneumatic 
Door  Control 


Controlled  by  push  buttons. 

The  engine  fits  snugly  in  the  door  pocket  and  does 

not  occupy  valuable  space  in  the  car. 

Door  is  always  under  the  control  of  the  gateman  and 

can  be  closed  without  slamming,  in  i]/^  seconds. 

Write  for  bulletins  and  for  list  of  roads  using  this 

control. 


CONSOLIDATED  CAR -HEATING  CO. 


ALBANY 

T171-P 


NEW  YORK 


CHICAGO 


90 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


91 


On  the  Big  Car  Orders 
Last  Year 


— Boston  Elevated,  100  Cars. 

— Chicago  Surface  Lines,  228 
Cars. 

— Munic.  Rys.,  San  Francisco, 
125  Cars. 

— New  York  Municipal  Rail- 
way, 200  Cars. 

— on  these  and  on  the  small 
car  orders  for  the  year  our 
hand  brakes  were  specified 
to  the  tune  of  more  than 


Two  thousand  five  hundred  sets. 


This  does  not  take  into  con- 
sideration the  hundreds  of  sets 
of  Peacock  Improved  brakes 
that  were  ordered  and  applied 
to  old  cars  which  formerly  car- 
ried antique  hand  brakes. 

It  points  out  the  modern 
tendency  toward  efficiency  in 
hand  brakes  by  the  roads  that 
study  and  practice  efficiency 
methods. 

It  is  a  tribute  to  the  product  of 
the 


National  Brake  Co. 

888-890  Ellicott  Sq.,  Buffalo 


92 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Fare  Collecting 
Devices  should 
not  be  CAR 
Equipment 


The  Rooke  Register 
is  MAN  Equipment 

The  subject  of  car  equipment  now  being  uppermost,  it  is 
opportune  to  consider  fare  collection  as  applied  to  car. 
equipment. 

Most  systems  become  a  part  of  the  car  and  may  be  rightly 
considered  car  equipment. 

The  Rooke  System  is  not  car  equipment,  but  rather  man 
equipment,  and  that  is  why  it  is  more  flexible  to  meet  oper- 
ating and  loading  needs  than  any  system  which  becomes 
part  of  the  car. 

The  only  inflexible  part  of  the  Rooke  Register  is  fare 
registration. 

In  this  it  is  always  thorough  and  accurate,  based  upon  a 
man-to-man  exchange  between  conductor  and  passenger. 

In  other  respects,  too,  the  Rooke  System  is  far  in  advance 
of  car  equipment  devices  because  there  are  no  charges  for 
interest,  depreciation  or  maintenance  connected  with  it — 
no  appliances  necessary  to  operate  it. 

Every  cent  paid  for  the  Rooke  System  is  paid  for  Service, 
and  any  improvement  which  may  later  be  made  in  the  sys- 
tem immediately  becomes  a  part  of  your  system,  at  no  extra 
cost. 

The  system  is  leased  on  a  basis  whereby  we  take  care  of 
all  repairs  and  replacements. 

In  other  words,  the  uncertainty  of  eventual  cost  is  entirely 
eliminated  in  the  Rooke  System.  It  is  a  known  uniform 
charge  which  amounts  to  only  a  percentage  of  the  actual 
money  it  saves. 

You  install  the  system,  on  all  types  of  cars  you  operate, 
without  the  expenditure  of  a  penny  and  without  loss  of  a 
minute  in  preparing  the  cars  to  receive  the  system  and  with- 
out friction  from  employees  or  the  public. 

Get  all  the  facts — and  the  viewpoints  of  users. 

Write  us  for  them. 

Rooke  Automatic  Register  Co. 

Providence,  R.  I. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


93 


Our  1914  Cars 


Recently  q  noted  financier  stated  that  there  were  three  requisites  for 
a  man's  success:  honesty,  education  and  thrift.  These  same  requisites 
can  be  applied  to  the  success  of  a  manufacturing  institution; 
HONESTY  to  cover  good  workmanship  and  materials;  EDUCA- 
TION to  cover  versatility  of  construction  and  THRIFT  to  get  the 
business.  Our  honesty  is  proven  by  our  duplicate  orders;  our  educa- 
tion is  proven  by  the  different  types  of  cars  that  we  have  constructed; 
our  thrift  is  proven  by  the  record  we  have  made  by  not  having  our  plant 
closed  a  single  day  for  the  past  two  years,  for  the  want  of  orders. 
Let  us  have  your  specifications  and  inquiries. 

Southern  Car  Co.,  High  Point,  N.  C. 


94 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


42 


Per  Cent 


of  the  all-steel  cars  order- 
ed during  1914  for  elec- 
tric traction  service  were 
'^Cincinnati"  Cars. 

It  is  a  noteworthy  fact 
that  the  Cincinnati  Car 
Co.  was  awarded  orders 
for  a  majority  of  the  cars 
of  this  type  built  —  in 
this  —  the  most  impor- 
tant year  in  the  advance 
of  all-steel  cars. 


The  Cincinnati  Car  Co, 


Winton  Place 

Cincinnati,  Ohio 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


95 


Note  Inactive 
Position  of 
loosely  mounted 
rings  in 
lowering 
curtain 


Note  Holding 
Position  of 
loosely  mounted 
rings  in 
raising 
curtain 


The  passenger  may  seize 

any  part  of  the  curtain 

AND 

The  Ring  Fixture 

TAKES    HOLD  when  the    passenger    LETS  GO 
And  LETS  GO  when  the  passenger  TAKES  HOLD 

The  Result: 

The  curtain  stays  in  the  groove  when  being  raised  or  lowered 
Remains  level  and  holds  fast  in  any  set  position 

THOSE  ARE  THE  REASONS  WHY 
83%  of  All  the  Cars  Purchased  by  Electric  Railways  in  1914 
Were  Equipped  with  The  Ring  Fixture  ! 

(See  Pages  80-87  Statistical  Section  of  this  issue) 


Write  for  This  Bulletin 
{It  shows  you  "How"  and  ''Why") 

Ask  for  "C-3" 


The  action  of  this  fixture  in  operation  is  as  near  the 
automatic  as  can  be  obtained. 

In  pulling  down  the  curtain  the  loosely  mounted 
rings  simply  roll  back  away  from  the  groove  and 
allow  the  pull  to  overcome  strong  roller  spring  tension. 
(See  illustration  at  left.) 

On  the  raising  of  the  curtain,  loosely  mounted  rings 
assume  a  wedging  position,  thus  neutralizing  the  up- 
ward pull  of  the  roller  spring  and  tending  to  keep  the 
curtain  squarely  in  grooves. 

This  wedging  action  is  sufficiently  strong  to  hold 
curtain  in  any  set  position. 

The  Curtain  Supply  Co. 

322  West  Ohio  Street,  Chicago 

48  Church  Street,  New  York 


96 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


No  Prepayment  Car 

is  complete 

without  a 

JOHNSON 

Registering 
Fare  Box 


IN  PROOF  OF  THIS:— 

Sixty  leading  railway  systems  are  more  efficient. 
Sixty  leading  properties  load  their  cars  20%  faster. 
Sixty  leading  operating  boards  are  enthusiastic. 
Sixty  sets  of  leading  railway  executives  are  satisfied. 
Sixty  leading  operating  engineers  are  convinced. 
Sixty  big  "leaks"  have  been  stopped  up  tight. 
Sixty  leading  systems  are  getting  increased  receipts. 
Sixty  leading  roads  are  giving  us  repeat  orders. 


JOHNSON  FARE  BOX  COMPANY 


30  CHURCH  STREET 
NEW  YORK 


JACKSON  BOULEVARD  AND  ROBEY  STREET 
CHICAGO 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


97 


The 
Ohmer  System 


Throw  your  burden  of  worry  about  fare  protection  upon 
our  shoulders. 

"  We  have  concentrated  our  attention  for  years  on  such 
matters.  The  Ohmer  System  is  the  result.  It  is  a  plan 
which  has  made  good  in  the  Electric  Railway  industry.  It 
stands  for  an  idea  based  on  truth  and  applied  practically 
to  the  relation  between  manager  and  man. 

We  can  tell  you  ofiE-hand  how  the  general  plan  can  be 
applied,  but  we  want  to  know  just  what  your  local  diffi- 
culties are,  so  we  can  go  into  every  detail  with  you.  You 
will  be  under  no  obligation  to  us  whatever  for  anything 
we  do,  and  you  will  possibly  be  able  to  add  something  to 
your  knowledge  of  the  subject  from  our  experience. 

Our  methods  are  being  applied  successfully  to  meet 
the  most  difficult  situations. 

The  continued  and  growing  success  of  our  business, 
and  the  rapidly  increasing  number  of  our  clients  are  proof 
that  we  can  help  you  if  you  will  let  us. 

We  manufacture  a  large  variety  of  practical  fare  ac- 
counting mechanisms,  but  more  important  than  the 
mechanism  is  the  basic  idea  of  the  Ohmer  System. 

Let's  get  together  and  co-operate. 


Ohmer  Fare  Register  Co. 

Dayton,  Ohio 


98 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


The  Three  Big  Dayton  Leaders 


NO.   1 

Dayton  Computing  Fare  Recorders 

for  City,  Suburban  and  Interurban 

Service . 

Made    in    the    following    standard 

sizes : 

4-fare,  6-fare,  8-fare,  lo-fare,  12- 

fare,  15-fare,  i8-fare,  20-fare  and 

24-fare. 


All  Dayton  Recorders  are  guaran- 
teed right  in  design  and  construc- 
tion. 

The  double-dial  fare  indicators  are  a  valuable  feature,  as  they  constantly 
attract  attention  when  fares  are  being  registered,  making  both  public 
and  private  inspection  easy  and  effective. 

By  the  Dayton  System  every  fare  is  indicated  as  paid,  is  registered  and 
recorded  as  indicated  and  is  as  effectually  checked  and  verified  by  the 
double  system  of  recording  as  money  paid  in  bank, 

NO,  2 

The  Dayton  standard  DB  registering 
Fare  Box  is  a  masterpiece  of  mechanical 
construction — right  in  design — superior 
in  material  and  construction — supreme 
in  service. 

Every  Dayton  Fare  Box  is  guaranteed  to 
be  practically  infallible  and  indestructible 
under  normal  conditions  of  use  and  will 
give  years  and  years  of  service  at  the 
very  minimum  of  maintenance  cost. 
Ask  us  to  send  you  a  sample  box  for 
your  examination  and  trial. 

NO,  3 

The  Dayton  Combination  Fare  Box-Re- 
corder is  the  full  and  logical  develop- 
ment of  the  fare  box  method  of  fare- 
getting  and  fare  handling: 

All  cash  fares  registered  through  the  fare  box. 

All  fares  indicated  and  registered. 

Indisputable  records  obtained  of  the  fare  collections. 

No  figure  drudgery. 

No  arguments  in  settlement. 

No  money-losing  errors  in  trip  sheet  footings  and  extensions — but  full 

collections,  full  settlements,  and  a  square  deal  for  both  company  and 

employees. 

Write  today   for   information   regarding   the  type  of 
fare  register  equipment  in  which  you  are  interested. 


The  Dayton  Fare  Recorder  Company 

Dayton,  Ohio 


Jo  S  2i  E* 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


99 


Get  the  Concrete  Facts 

on 

Coasting  Recorders 

1.  How  you  cannot  afford  to 
operate  cars  without  Coast- 
ing Recorders. 

2.  How  they  will  pay  for  them- 
selves out  of  their  own  econ- 
omies effected. 

3.  How  we  will  finance  the 
purchase  of  Coasting  Re- 
corders during-  the  present 
financial  condition. 

Another  prominent  railroad  adopts 

COASTING  RECORDERS 

Northern  Texas  Traction  Co.,  Fort  Worth,  Texas 
Stone  &  Webster,  Management 
Just  placed  an    order  for  a  complete    equip- 
ment of  Coasting  Recorders  for  all  its  183  Cars 

Railway  Improvement  Company 

61  Broadway,  New  York 

Chicago  Los  Angeles  London 


100 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Peerless 
Ventilators 


For 


Patented    Arch 

Roof  Model 

Type  4 


Arch  and  Monitor  Roof  Cars 


Its  positive 
exhaust  freedom 
from  down  drafts 
makes  the  Peerless 
the  modern  venti- 
lator for  the  mo- 
dern car. 


mftsi^fl^S,-. 


//ow  io^roperly  yeni,iciLeJ%n,toTp, 


<^ofCs, 


Simply  Close  Up  the  Deck 

Sash  and  Install  the 
Peerless  Ventilator  as  Shown 

The  change  is  quickly  and  easily  accom- 
plished— The  cost  per  car  very  low — 
The  result :  Proper  ventilation  auto- 
matically provided  at  all  times  without 
the  discomforts  of  down  drafts,  or  dust, 
dirt,  rain,  snow,  etc. 


The  adoption  of  the  Peerless  by  our 
foremost  Electric  and  Steam  roads 
for  both  old  and  new  cars  is  the 
best  evidence  of  its  efficiency. 

Complete  information  upon  request. 

Auto  Utilities  Mfg.  Co. 

SOLE  MAKERS 

514-524  Insurance  Exchange  Bldg. 

CHICAGO,  ILL. 


Patented  Monitor  Roof  Type  4 
Phantom  View  Showing  Interior  Construction 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


101 


Add  this  to 


Your 

Statistical 

Table 


The  individual  consumption 
of  "Bound  Brook"  Bushings 
by  the  electric  railways 
during-  1914  is  not  listed  in 
the  table  published  in  this 
issue  of  the  "Electric  Rail- 
way Journal"  because  our 
bushings  are  handled 
through  the  intermediary  of 
so  many  supply  houses. 

Practically  all  of  the  large 
roads*  listed  in  the  table 
are,  ho w^ ever,  users  of 
"Bound  Brook"  Bushings, 
and  during  1914  their  pur- 
chases of  these  high  efficiency 
bushings  aggregated  over 
1,000,000  bushings. 

All  genuine  Graphited 
"Oil-less  Bearings"  have  al- 
ways been  made  at  Bound 
Brook,  N.  J.,  in  the  United 
States  of  America. 

Insist  on  the  genuine. 


Specify  the  NEW  "Bound 
Brook"  Bushing — its  new 
feature  is  your  protection 


Trade  Mark  Reg.  U.  S.  Pat.  Off. 


Graphite  Lubricating  Co. 

Bound  Brook,  N.  J. 


102 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


SAFETY  FIRST  © 

\L 


®  STOP,  LOOK,  LISTEN!  ® 

"Safety  First"  Card  Supplied  to  Chicago  School  Rooms 

"Safety  First"  on  the  Chicago  Surface  Lines 

is  more  than  a  figure  of  speech.  A  very  comprehensive  Safety  Publicity  Cam- 
paign has  been  and  is  being  conducted  with  great  energy  and  ability  by  Mr.  H.  L. 
Brownell,  Safety  Inspector  of  the  Chicago  Surface  Lines. 

But  not  only  upon  publicity  do  the  surface  lines  depend  for  safeguarding  the 
public.  Many  will  be  taught  to  avoid  danger,  but  some  will  run  before  approach- 
ing cars — some  will  be  struck — and  only  the  Safety  devices  applied  to  the  car 
can  save  the  life  at  hazard.  That  is  why  the  Chicago  Surface  Lines  back  up 
their  campaign  by  having  their  cars 


Completely  Equipped  with 

H-B  LIFE  GUARDS 

That  is  why  the  traction  systems  of  New  York,  Brooklyn,  Philadelphia,  Buffalo, 
Newark,  are  completely  equipped  with  H-B  Life  Guards.  That  is  why  over 
100,000  cars  in  the  United  States  are  equipped  with  Providence  Fenders  or 
H-B  Life  Guards.  That  is  why  over  200  foreign  roads  use  H-B  Life  Guards. 
The  public  is  awakened  to  the  need  for  adequate  protection  from  street  car 
accidents.  H-B  Life  Guards  afford  maximum  protection  at  a  minimum  cost  to 
you.    Write  for  data. 


The  Consolidated  Car  Fender  Co.,  Providence,  R.  I. 

Manufacturers  of  The  Providence  Fender  and  H-B  Life  Guard 

Wendell  &  MacDuffie  Co.,  61  Broadway,  New  York 

General  Sales  Agents 


7198 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


103 


Tomllnson   Automatic   Couplers — Patented 


O-B  Car  Equipment 
Materials 


were    designed    by    practical    and 
experienced  men. 

Before  designing,  careful  inves- 
tigations were  made  of  the  require- 
ments of  the  trade.  Suggestions 
were  obtained  from  many  railway 
men. 

Thorough  tests  in  service  were 
made  on  every  device  before  it  was 
offered  for  sale. 

The  result — a  line  of  devices 
thoroughly  in  keeping  with  the 
O-B  watchword 

"Quality  First" 
Look  in  Catalog  No.  14  for  Full  Details 


THE  OHIO  BRASS  CO., 
Mansfield,  Ohio 


Electric  Signals 


Lighting  Regulator 
Pat  Applied  For 


Whistle  Valve 


Trolley  Base — Patented 


Diaphragm  Sander  Valve — Pat. 


Trolley  Wire  PIck-Up 
Pat.  Applied  For 


104 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


1914  Was  a  Wonderful  Year  for 


Railway 


DEN 

TRADE  HARK  RU. 


\i      Headlights 


SR-95,   SM-9S— For  city 
and  suburban  cars 


SE-95 — For    city    and 
suburban  cars 


1200  Per  Cent  More  Railways  are  using  Golden 
Glow  "Safety  Illumination"  headlights  now  than 
twelve  months  ago.  The  successes  achieved  in  that 
time  by  Golden  Glow  headlights  have  been  unpar- 
alleled  in   the   records   of   front-end   illumination. 

Now  Over  i6o  Progressive  properties  are  lighting  their  road- 
ways for  hundreds  of  feet  ahead  by  Golden  Glow  lamps,  and 
have  discarded  wasteful  and  inefficient  apparatus. 

A  Year  Ago  Only  a  Few  had  realized  the  econoiiiy  and  effi- 
ciency of  this  equipment.  The  advance  of  Goldeii  Glow 
installation  has  witnessed  the  relegation  of  arc  lights  and 
incandescents  giving  only  35  feet  of  light  to  the  storeroom  or 
to  "useless  stock." 

The  List  of  Purchasers  of  Golden  Glow  headlights  for  new  cars 
is  only  a  small  portion  of  the  number  who  adopted  them  during 
1914.  The  great  majority  purchased  Golden  Glow  lamps  last 
year  to  bring  existing  rolling  stock  up  to  date. 

During  January,  1915,  the  shipments  of  Golden  Glow  lamps, 
and  the  orders  for  February  and  March  delivery,  total  exactly 
47  per  cent,  of  the  entire  1914  business. 


tXT'Co. 


=EsterlinE 

219   East  South  Street,   Indianapolis 


L-128 — For  locomotives 


Will  Your  Property 

in  191 5  be  one  to  secure 
greater  illumination  and 
to  save  real  money — 
elimination  o  f  repair 
costs,  reduction  of  main- 
tenance, prevention  of 
accidents,  increase  of  ef- 
ficiency— by  the  adoption 
of  Golden  Glow? 

Send  for  Catalogue  and 

Trial  Offer.     Represent 

tatives   in    all   principal 

cities. 


T-128 — For  interurban 
cars 


February  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


105 


Are  Your  Cars  on  the  List  ? 

55% 

of  all  city  and  interurban  passenger  motor  cars  purchased  during 
1914 — in  the  United  States  and  Canada — were  equipped  with  the 

Chillingworth  Seamless 

Drawn  Steel  Gear  Case 

Doesn't  this  Record  Indicate  Merit  ? 


CHILLINGWORTH  JERSEY  CITY  PLANT 
is  the  largest  plant  in  the  United  States  devoted 
exclusively  to  the  manufacture  of  Gear  Cases. 

We  are  Gear  Case  Specialists  and  will  solve  your 

problems  if  you  will  submit  them. 

Convince  Yourself 

By  an  examination  and  test — which  you  can  do  without  spending  any  more  money 
than  you  are  now  paying  for  steel  cases — you  have  nothing  to  lose  and  every- 
thing to  gain  in  the  investigation  of  a  case  we  claim  will  eliminate  bracket  and 
rivet  trouble — ask  those  who  are  using  hundreds  of  them.     We  will  send  you 

a  list,  if  requested. 

Thayer  &  Company,  Inc.,  Agents 

111  Broadway,  New  York  City 


U.  S.  Metal  and  Mfg.  Co.,  New  York. 

Allen  General  Supplies,  Canada. 

H.   F.    Keegan   &  Company,   Chicago. 


REPRESENTATIVES: 


Grayson  Railway   Supply  Co.,   St.   Louis. 
W.  R.  Garten  Company,  Chicaco. 
Union   Electric  Company,  Pittsburgh. 


106 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


While  you 
are  urging 
your  men 
to  coast 
more 

dorft  forget  that 

ROLLWAY  BEARINGS 

increase  coasting  time 

Many  roads  have  found  that  the  coasting  time 
records  of  their  cars  equipped  with  Rollway  Bear- 
ings have  been  much  better  than  those  of  cars 
having  plain  bearings.  The  difference  is  of 
course  due  to  the  large  degree  in  w^hich  Rollw^ay 
Bearings  reduce  friction. 

This  means  a  considerable  saving  in  power 
consumption. 

Besides,  Rollway  Bearings  effect  a  very  sub- 
stantial saving  in  lubrication. 

They  cut  the  cost  of  wheel  maintenance,  too, 
by  reducing  flange  wear. 

In  the  aggregate  these  savings  amount  to  a 
figure  you  can't  afford  to  overlook.  Let  us  prove 
it  by  quoting  facts  on  Rollway  Bearings  from 
actual  service  records. 


Railway 
Roller  Bearing  Co. 

Syracuse,  N.  Y. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


107 


Take  Your  Choice 

from  the  two  latest  and  most  improved  Hand  Power  Brakes  yet  designed 

Lord  Differential  Staffless  Brake 


The  old  mechanical  prin- 
ciple of  the  differential  has  in 
its  application  to  car  brak- 
ing solved  the  most  exacting 
of  modern  car  design  re- 
quirements. 


Adequate    power 
for  heaviest  cars. 


furnished 


Only  63/^"  space  taken  from 
dash  sheet  on  platform ;  be- 
neath crown  piece  chain 
alignment  can  be  confined 
to  a  depth  varying  from 
1"  to  S". 


A  vertical  wheel  application 
without  bevelled  gearing. 

Power  mechanism  above 
platform,  away  from  mud 
and  dirt. 

An  automatic  pawl  in  lieu  of 
ordinary  ratchet  dog  greatly 
increases  efficiency  of  opera- 
tor. 

An  automatic  stop  which  is 
adjustable. 

Pressed  steel  case;  bronze 
bearings;  light  in  weight, 
yet  inexpensive. 


Giant  Perfected  Brake 

A  geared  brake  furnished  with  two-to-one,  three-to-one  and  four- 
to-one  ratios. 

Weighs  only  45  pounds.    The  lightest  yet  strongest  geared  brake 
yet  designed. 


Requires  less  space 
below  platform 
than  any  other 
geared  brake. 
Automatic  oiling 
provision  for  both 
pinion  and  gear 
shafts;  an  exclu- 
sive feature. 
Patented  method 
of  quick  take-up 
of  chain  has 
proved  to  be  rnost 
effective  of  vari- 
ous quick  take-up 
schemes. 


No  lost  motion  when  applying 
brakes  by  reason  of  novel  pat- 
ented automatic  stop.  (A  pawl 
in  gear  drum  operates  through 
spiral  cast  in  roof  of  housing 
against  stop  block.) 
More  power  at  a  given  gear 
ratio  than  any  other  geared 
brake. 


Three  types  of  drum  are 
ofifered ;  also  a  new  special  de- 
sign for  installation  at  center 
of  stepless,  center  entrance 
cars. 


Lord  Manufacturing  Company 

105  W.  40th  St.,  New  York  City 

We  sell   Service 
Call   on   our   engineers  to   assist  in  solving  your  brake  problems 
"THE  RAILWAYS  BE  PLEASED" 


108 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


When   Studying  the   Statistical  Table 

note  the  representative  class  of  roads  for  the  cars  of  which — both  city  and 
interurban — S.  W.  B.  Automatic  Shim  Slack  Adjusters  were  specified.  This 
includes  the  200-car  order  of  the  New  York  Municipal  Railways,  for  which 
the  very  severe  service  requirements  demand  the  highest  type  of  equipment. 
The 

S.  W.  B.  Automatic  Shim  Slack  Adjuster 


The  S.  W.  B.  automatically  takes  care  of 
brake-shoe  clearance  and  wear  on  the  rigging. 
This  means:  Shoes  last  longer — saving 
shoes  and  mechanics'  time.  Brakes  are  sure 
to  ac.t  quickly — no  excessive  slack  to  take  up. 
Cars  "handle"  all  alike — motormen  always 
know  where  to  "find  their  brakes."  Increased 
life  of  brake  rigging — due  to  shorter  brake 
travel. 


As  slack  occurs  the  metal  shims  drop  into 
place  under  the  fulcrum  of  the  brake  lever, 
maintaining  the  correct  gap  between  brake 
shoe  and  wheel. 

The  S.  W.  B.  Slack  .\djuster  does  away 
with  brake  adjustment  troubles  completely. 
Write   for  proof. 


The  Sauvage-Ward  Brake  Co.,  Inc. 

Whitehall  Bldg.,  New  York 


7186 


February  6,  1915]  ELECTRIC    RAILWAY    JOURNAL  109 


PREPAYMENT 
PROGRESS 


In  calling  attention  to  the  following  list,  it  is  pointed  out 
that  the  present  remarkable  success  of  the  Prepayment  - 
system  has  been  the  result  of  much  work,  inventive  genius 
and  unstinting  expenditure  whenever  necessary  to  experi- 
ment, to  improve  on  old  models  or  to  acquire  new  ideas. 
The  list  of  United  States  patents  which  follows  is  evi- 
dence of  liow  securely  the  strength  of  the  Company's 
position  is  maintained. 

PREPAYMENT  PATENTS. 

Date  of  Issue.  Number       Date   of   Issue  Number 

May   17,   1898 604,128       Oct.  26,  1909 937,870 

Feb.   14,   1899 619,350       Oct.  26,  1909 938,037 

Oct.    16,   1900 659,699       n„„      g    ,909  939  899 

M?;.1^.'i^::;:::::::::::::::;::  ZfA   no.so:  i^,:::::::;:::::::::-:::     ; 
^^'^:::::::::::-::::::l^   {:":  iM^lS:::;:::::::::::::::::  ^1^;^^^ 

Jan.  7,   1908 875,740  Feb.    15,1910 949,131 

Oct.  20,  1908 901,786  I-eb.    15,1910 949,717 

Oct.  20,   1908 901,787  Feb.    22,1910 949,877 

Oct.  20,  1908 901,902  Feb.    22,  1910 949,878 

Oct.  20,  1908 901,903  March    1,  1910 951,040 

Oct.  27,  1908 902,368  April     12,1910 954,592 

Oct.  27,  1908 902,381  April    12.1910 954,908 

Oct.  27,  1908 902,405  May  10,   1910 957,639 

Nov.  24,  1908 905,100  July     5,    1910 963,722 

Dec.   1,  1908 905,665  Aug    16,1910 967,245 

Dec.  29,  1908 908,199  Nov.  29,   1910 .• 976,924 

Feb.   9,    1909 911,987  Nov.  29,  1910 976,926 

Feb.  9,   1909 912,019  Aug.  29,  1911 1,001,942 

Feb.  16,  1909 912,792  Aug.  29,  1911 1,001,943 

March   2,   1909 913,773  Aug.  29,   1911 1,001,944 

March  2,   1909 913,853  Aug.  29,  1911 1,001,988 

April     6,   1909 917,607    ,  Aug.  29,   1911 1,001,989 

April   13,   1909 918,344  Aug.  29,   1911 1,001,990 

April  27,   1909 920,062  Aug.  29,   1911 1,002,027 

May     4,   1909 920,183  Aug.  29,   1911 1,002,028 

May  18,   1909 922,395  Aug.  28,   1911 1,002,029 

.May  18,  1909 922,430  Aug.  28,  1911 1,002,030 

June     8,   1909 924,420  Aug.   29,   1911 1,002,031 

June  22,   1909 925,786  Aug.  29,  1911 1,002,180 

Aug.    17,    1909 931,724  Jan.    16,   1912 1,014,907 

Aug.   24,    1909 931,224  July    IS,    1913 1,067,681 


Sept.   14,    1909 934,350       Sept.  23,  1913 1,073,930 

Oct.   5,   1909 935,853       Jan.    27,  1914 1,085,255 

Oct.   5,   1909 935,929       March  3,   1914 1,088,936 


In  addition  to  the  above,  there  are  forty-six  applications  cov- 
ering further  improvements  pending  in  the  Patent  Office  at 
Washington — further  evidence  that  we  are  constantly  investing 
energy  and  capital  in  the  interests  of  our  customers  and  the 
electric  railway  industry  as  a  whole. 

The  Prepayment  Car  Sales  Company  owns  or  controls  the 
patents  which  cover  all  forms  of  practical  fare  prepayment 
cars,  and  grants  a  license  to  Car  Builders  and  Railway  Com- 
panies for  the  building  and  operation  of  such  cars. 

Prepayment  Car  Sales  Company 

50  Church  Street,  New  York 


110 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Cut  Down  Overhead  Charges 
on  Your  Cars 


Bayonne   Car  Roofing  on   Car   uf  Pacific   Klectric  Railway,  Los  Angeles,  Cal 


with 


ROOFIHG 


26"  to  120"  wide 


It's  waterproof. 
It's  not  ordinary  duck,  painted. 
It's  specially  prepared  CANVAS — treated. 

Paint  cracks,  peels  off,  exposing  the  fabric  beneath  to  the  deteriorating 
effects  of  sun,  snow,  rain. 

BAYONNE  CAR  ROOFING  LASTS.     It  defies  the  elements. 
For  over  eight  years  BAYONNE  Car  Roofing  has  been  giving  satis- 
faction.    It  is  used  on  many  of  the  largest  steam  and  electric  roads, 
which  have  adopted  it  after  severe  tests. 

Cut  down  the  overhead  charges  on  your  cars  by  adopting  BAYONNE 
CAR  ROOFING. 

Specify  it  for  your  new  cars — USE  it  when  remodelling.  We  will 
be  glad  to  send  you  a  sample  book  and  to  quote  prices.  When  writing 
please  specify  Price  List  J-40. 

John  Boyle  &  Co.,  Inc. 

112-114  Duane  Street      New  York  City       70-72  Reade  Street 

Branch  House,  202-204  Market  St.,  St.  Louis,  Mo. 
Wide  Cotton  Duck 


7142 


Largest  Stock  and  assortment  in  United  States 
Also  headquarters  for  Cheesecloth  and  Bunting 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


111 


We   are   having   quite   a   run   on   our 

Journal  and  Motor 
Brass  Bearins^s 


and  of  course  we  are  pleased  to  see  the  way 
they  have  taken  a  hold  on  the  trade. 

But  it  stands  to  reason,  doesn't  it,  that  the 
quality  and  efficiency  of  these  bearings  is  the 
basis  of  their  success  just  as  that  is  true  of 
any  other  successful  product. 

If  you  are  not  already  taking  advantage  of 
the  superior  economy   of   Columbia  Journal 


and  Motor  Brass  Bearings,  now  is  a  good 
time  to  begin.  Certainly,  investigate  their 
service  records ;  study  them  from  every  angle. 
The  first  thing  to  do  is  to  send  for  the  Colum- 
bia Bulletin. 

Probably  there  will  be  some  of  your  old 
bearings  that  you  prefer  to  nurse  along  awhile 
before  replacement.    In  that  case  the 


Columbia  Rebabbitting  Moulds  and  Lathe  Chucks  will 
help  you  get  a  lot  more  Service  out  of  your  old  bearings 

With  this  outfit  you  can  quickly,  easily  and  economically  repair  your  old  wornout 
bearings,  restoring  to  them  their  original  efficiency. 


Columbia  Rebabbitting  Mould 


Columbia  Lathe  Chuck 


Get  Columbia  Bulletins 
on  these  Columbia  Shop  Cost  Cutters: 


Axle  Straighteners. 

Bearings  for  Armatures  and  Axles. 

Armature  Stands,  Armature  Buggies. 

Car  Hoists,  Car  Replacers. 

Brake   Appliances,   Handles,   Forgings   for 

Ringing,   etc. 
Babbitting    Moulds.   Lathe   Chucks. 
Coil    Winding    Machines    for    field    and 

armature  coils 


Coils  for  Armatures  and   Fields. 

Coil     Taping     Machines     for     Armature 

Leads. 
Rolls   for   Flattening    Leads   of   Armature 

Coils. 
Car     Trimmings,     Car     Signs — Day     and 

Night. 
Banding  and  Heading  Machines. 
Pinion   Pullers,  Trolley   Poles— Steel. 


Commutators,     Controller-Handles,     Door 

Locks. 
Gear    Cases— All    Steel    and    M.    I.,     Pit 

Jacks. 
Grid      Resistances,      Signal      or      Target 

Switches. 
Trolley  Wheels,  Tension  Stands. 
Track    Special    Work,    N.    W.    Cartridge 

Fiuo. 


Columbia  Machine  Works  &  Malleable  Iron  Co. 

Atlantic  Ave.  and  Chestnut  St.,  Brooklyn,  N.  Y. 


112 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


Installed  July,  1912 
Maintenance  to  Date:  ZERO 

Two  and  a  half  years'  service  and  not  a  dollar  spent  for  maintenance  since  the 
above  steel  crossing  foundations  were  laid.  What  would  the  same  length  of 
time  have  done  to  wooden  tie  construction? 

I NTERN  ATION  AL 
STEEL  CROSSING  FOUNDATIONS 


mean  that  your  crossings  are  supported  in 
their  entirety;  the  rocking  and  sagging  of 
wooden  tie  construction  is  entirely  eliminated 
and  the  consequent  breaking  avoided ;  the 
great  bearing  area  reduces  maintenance 
charges  to  a  minimum  far  below  the  best  pos- 
sible performance  of  wood  ties.  In  the  extra 
life  added  to  the  crossing,  International  steel 
crossing  foundations  save  double  their  cost. 


These  foundations  are  saving  money  and  bet- 
tering service  for  leading  railways  throughout 
the  country  and  some  of  the  largest  roads  are 
rapidly  extending  their  use  on  their  lines. 
Make  a  trial  installation  on  your  hardest 
worked  crossings.  Send  details  of  require- 
ments and  get  list  of  users.  See  what  they 
say. 


International  Steel  Tie  Company 

General  Sales  Office  and  Works :  Cleveland,  Ohio 


REPRESENTATIVES 


Parrott    &    Company, 

San  Francisco,  C'al. 

Los  Angeles,  Cai. 


Western  Eng'g  Sales  Co.,  R. 

Seattle,    Wash.  Salt 

Portland,  Ore, 


t   Cooper  Co., 
ake  City,  Uuh 


J.  E.   Lewis  &  Co., 
Dallas,  Texas. 


Maurice  Jov, 
Philadelphia. 


William     II.    Ziegler, 
Minneapolis,     Minn. 


February  6,  19151 


ELECTRIC    RAILWAY    JOURNAL 


113 


The  McGUIRE-CUMMINGS 
Car  ^Building  Service 

can  demonstrate  its  value  to  you  not  only  from  the  Engi- 
neering and  Construction  standpoint  but  in  the  highly 
imnortant  essential — COST. 


I 


Send  us  your  inquiry  for  whatever  you 
have  in  contemplation,  and  we  shall  be 
pleased  to  place  at  your  disposal  an  advisory 
and  co-operative  service  the  decided  value  of 
which  has  been  acknowledged  by  hosts  of 
our  clients. 

The  McGuire-Cummings'  method  of 
building  cars  is: 

1st:  To  carefully  analyze  the  traffic  con- 
ditions and  problems  to  be  met,  and  to  then 


design  the  cars  to  fully  suit  the  individual 
requirements  in  each  case. 

2nd:  To  produce  only  well  built  cars  of 
substantial  construction,  based  on  the  most 
advanced  engineering  practice — cars  which 
will  render  maximum  of  service  at  a  mini- 
mum of  cost. 

You  may  find  it  decidedly  profitable  to 
confer  with  us  relative  to  your  1915  require- 
ments. 


McGuire-Cummings  Mfg.  Company 

General  Offices — Harris  Trust  Building,  Chicago 

Builders  of   City  and   Interurban  Cars  and  Trucks,  Work  Cars,  Sprinklers,  Snow  Sweepers 
and  Plows,  Baggage  and  Express  and  Combination  Cars. 


114 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


FOR  SALE 

10 — 42'     Kuhlman     Interurban    Cars,     Baldwin    Trucks,    4 

West.   121    Motors. 
30— Brill    20'    Closed    Cars,    G.E.    1000    Motors,    Brill    21-E 
Trucks. 

2 — Jackson   and   Sharp  18'   Bar   Bodies. 
20 — Jones  20'  Closed  Cars,  G.E.  52  Motors,  Bemis  Trucks. 
10 — Wason  10  Bench  Open  Cars,  G.E.   1000  Motors,  Bemis 
Trucks. 

5 — Brill    10    Bench    Open    Cars,    West.    12A    Motors,    Brill 
21 E   Trucks. 

8— Brill  14  Bench  Open  Cars,  West.  56  Motors,  Brill  22-E 
Trucks. 

4 — Brill  30'  Express  Cars,  Brill  22-E  Trucks. 

9 — Brill  30'    Express  Cars   complete,  4   G.E.   1000   motors, 
AA-1  Air  Brakes,  Brill  27-G  Trucks. 

8 — Brill    22'     Closed    Cars,    West.    68    Motors,    Peckham 
Trucks. 

1 — Jackson  and  Sharp  20'  Car  Body. 
20 — G.E.  80  Railway  Motors  complete. 
12 — G.E.  54  Railway  Motors  complete. 
60 — G.E.  1000   Railway   Motors  complete. 
60 — G.E.  800  Railway  Motors  complete. 
40 — West.   12A   Railway   Motors  complete. 
32 — West.  49   Railway   Motors  complete. 

8 — West.  38B  Railway  Motors  complete. 
10 — West.  112  Railway  Motors  complete. 

4 — West.  68-C  Railway  Motors  complete. 

4 — West.  68   Railway   Motors  complete. 
12 — G.E.  73   Railway   Motors   complete. 
24 — G.E.  87  Railway  Motors  complete. 
20 — G.E.  57  Railway  Motors  complete. 

3 — West.  101 -B2  Armatures,  brand   new. 

3 — West.   93-A2  Armatures,   brand   new. 

3 — West.  93A  Armatures,  brand   new. 
22 — G.E.  80  Armatures,  brand  new. 

2 — G.E.   87  Armatures,   brand   new. 

2 — G.E.  73-C  Armatures,  brand  new. 

4 — G.E.   67  Armatures,  brand   new. 
18 — G.E.  57  Armatures   (second-hand),  two  turn. 
30 — G.E.  57  Form  A   Motor  Casings. 
22— K6  Controllers. 
44 — K11  Controllers. 

28— K2  Controllers.  ; 

62— K10  Controllers. 
30— K14  Controllers. 
28 — B29  Controllers. 

2 — Sets  Brill  27G  Trucks,  4'  6"  wheel   base. 

6 — Brill  21 E   Trucks,  7'  6"   and  8'  wheel   base. 
10 — Dupont  Trucks,  7'  6"  wheel  base. 

All  of  the  above  apparatus  Is  in  first  class  condition  for 
Immediate  service.      For  further  particulars  apply  to 

W.  R.  KERSCHNER  CO.,  Inc.,  new  y^rk,  n?y! 


MACGOVERN  AND  COMPANY, 

INC. 

FRANK  MACGOVERN,  Pres.  &  Gen.  Mgr. 

114  LIBERTY  STREET  NEW  YORK  CITY 

'Phone,  3375-3376  Rector 

60  CYCLE  ROTARY  CONVERTERS 

2—1000  K\V.  Gen,  Elec,  type  IIC,  6  phase,  360  RPM.,  form  P, 
600  volts  DC,  with  AB-BI  Transformers,  2300  V.  pri- 
mary;  also  switchboard  panels  and  instruments. 

2—  500  KW.  Gen.  Elec.,  type  HC,  form  P,  6  phase,  12  pole, 
600  RPM.,  575  volts  DC.,  with  AB-BI  Transformers, 
2300  V.  primary;  also  switchboard  panels  with  instru- 
ments. 

IMMEDIATE    DELIVERY. 

THIS    IS    OF    NBCBSSITY    ONLY    A    PARTIAL    LIST— 
SBND    FOR  CATALOG 


An  Unusual  Bargain 

One  double  truck,  single  track  snow  plow, 
length  over  all  40  ft.,  width  8'6",  height 
lo'p",  truck  centers  I3'8"  wheel  base  4'. 
Plows  raised  and  lowered  by  hand  or  com- 
pressed air. 

Equipped  with  two  K-14  controllers,  rheo- 
stats and  cable,  one  main   reservoir,  brake 
cylinder  and  brake  valves,  air  cylinders  and 
valves  for  operating  plows. 
Price  $1,000,  F.O.B.  Rensselaer,  New  York. 

Albany  Southern  R.  R.  Co. 

Rensselaer,  N.  Y. 


HAROLD  R.  WILSON  MACHINERY  CO. 

423  Pine  Street,  St.  Louis  Cars  of  All  Kinds 

By  Far  the  Best  2nd  Hand  Cars  Ever  Offered 


Will  Alter  to  Salt— Overbanl  and  Repaint 

8  complete  motor  cars  like  above  cut,  in  perfect  condition;  each 
42  feet  6  inches  long;  seat  50;  4  motors;  complete  equipment. 
Extremely   low  price  to  move  quickly.     Write  for  our  new  list. 

A  C  &  D  C  UNITS-MOTORS-ROT  ARIES-ENGINES-BOILERS 


FOR  SALE 

Two  Snow  Plows:  One  Sprinkler:  Cars,  Motors,  Ralls, 
Generators.  Everything  for  Track,  Rolling  Stock,  Power 
Plant  bought  and  sold.     Send  us  your  requirements. 

Write  for  our  Lists  and  Catalogs. 

Railway  &  Power  Equipment  Co. 

Charles  F.  Johnson      P.  O.  Box  155     Ellicott  Sq.,  Buffalo,  N.  Y. 


COMPLETE  ARMATURES  FOR  SALE 

FOR     ALL     THE      STANDARD 
STREET    RAILWAY     MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

America'*  Createsi  Repair  Works 

CLEVELAND    ARMATURE   WORKS,   Cleveland,   0. 


If  you  are  seeking  new  methods  for 
your  departrnent  you  need  to  read  the 
Electric    Railway    Journal    regularly. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


115 


150  K.W.  Motor  Generator  Set 

1—220  H.P..  3  phase.  60  cycle,  2080  volt.  514  R.P.M..  General  Elec- 
tric induction  motor,  direct  coupled  to  150  K.W  General  Electric, 
550  Tolt.   CLE,   compound  wound  generator.      Instant  shipment. 

Booster  Set 

Generator — West'gh'se  70  K.W.,   350  volt.   200  amp.   series  wound. 
Motor— West'gh'se  105  H.P.,  575  TOlt,  950  R.P.M..  type  "SA"  shunt 
wound. 

Complete  with  coupling  and  panel. 

60  Cycle,  Rotary  Converters 

2 — General  Electric  1000  K.W.,  600  v..  360  H.P.M.,  type  "HC,"  comp. 
wound.  6  phase.  Complete  with  air  cooled  2300  t.  trans.,  react- 
ances and  panel)?. 

2 — General  Electric  500  K.W.,  575  volt,  600  K.P.M.,  type  "HC,"  comp. 
wound.  6  phase.  Complete  with  air  cooled  trans.,  2300  v.  react- 
ance.s  and  panels. 


1 — 300  K.W.  Westinghouse.  600  volt  D.C.,  370    rolt  A.C..  600  K.P.M. 

with  oil  cooled  G.E.   trans.   II.UOO  v.  primary 
1 — 200   K.W.    Westinghouse,   000   volt  D.C..   370   volt  a.."'..   720   R.P.M. 
Also  following  transformers ; 

3 — 125  K.W.   G.E.   2400  volts  prim.,  370  volts  sec. 
6 — 75   K.W.   Ft.   Wayne.    10.000-9000-185-370   v. 
3 — 175  K.W.   Stanley.   10,000-2300  volts. 

25  Cycle,  Rotary  Converters 

1 — 500  K.W.   General  Electric,  3  phase,  25  cycle,  600  volt  D.C..   370 

volt  A.C..  375  R.P.M. 
2 — 300  K.W.  Genl.  Elect.,  3  ph.,  25  cycle,  750  R.P.M.,  600  volts. 
1 — 250  K.W.  Genl.  Elect..  3  ph.,  25  cycle,  500  R.P.M..  600  volts. 

Can  also  furnish  transformers — ali  voltages. 

Railway  Car  Equipment 

8 — West.   112  Motors,   75  H.P.,  newly  rewound. 

5 — Type  M.  Single  End  Control  for  4  motors.  75  H.P.  ea. 

2 — K.  14  controllers. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ROOM  302 
'Phone  Rector  4337-433S-4339 
SEND  FOR  CATALOG— JUST  OUT 
ENGINES— BOILERS— MOTORS— CONDENSERS— ETC. 


New  York 


1    CARS 

FOR 

SALE 

OPEN  and  CLOSED 
MOTOR  and  TRAIL 

Write    for    P 

ice    and    Full    Particulars    to 

ELECTRIC 

Qmmon wealth  BUo. 

EQUIPMENT    CO. 

Philadelphia,  Pa. 

Try  Journal  "  Positions  Wanted  " 
columns  for  high  grade  positions. 

Try   Journal   "  Positions    Vacant " 
columns  for  high  grade  assistants. 


POSITIONS  WANTED 


(  AR  painter — A  competent  and  thoroughly  all 
around  mechanic,  best  of  references,  good 
worker,  efficient  in  handling  men,  or  will 
work  under  good  fireman,  desirous  of  making 
change.  Can  give  good  recommendation  from 
past  and  present  employers.  Box  678,  Elec. 
.  Ky.   Jour. 

LECTRICAL  engineer  and  superintendent, 
t  technical  graduate,  with  15  years'  practical 
Lexperience,  engineering,  construction  and 
roperation;  railway,  lighting  and  power  sys- 
|tems.  Now  with  large  company,  desires 
tchange.  Al  references.  Box  675,  tlec.  Ry. 
|Jour. 

CPERIENCED  man  wishes  to  change  posi- 
r  tion.  Has  qualified  as  general  superintend- 
[  ent,  superintendent,  constructing  and  oper- 
■  ating  engineer.  Age  45,  24  years'  experi- 
f  ence.  Identified  with  two  very  large  and 
[  conspicuous  engineering,  constructing  and 
f  o[)erating  developments.  First — Hydro-elec- 
rtric,  transmission,  transformation  and  dis- 
;  tribution,  8  years.  Second — High  tension, 
I  transmission,  transformation  for  large  elec- 
[  trie  railway,  6  years.  Now  holding  a  very 
[important  position  with  one  of  the  largest 
Mlluminating  comi>anies.  Specially  qualified  to 
I  handle  engineering,  construction,  mainte- 
1  nance,  and  operation  of  an  extensive  trans- 
t.mission  and  distribution  system,  either  for 
[railway  or  lighting  purposes.  Very  success- 
[  ful   on  organization,  efficiency   and  economy. 

Sixteen  years'  record  as  a  producer  of  re- 
[  suits.  References,  present  and  past  employ- 
[ers.     Box  656,  Elec.  Ry.  Jour. 

RADUATE  civil  engineer.  Experienced  in 
ttrack,  overhead,  car  equipment  and  building 
I  construction,  and  maintenance  drafting,  esti- 
I  mating,  valuation,  car  schedules,  and  traffic 
[data.  At  present  supt.  track  and  overhead. 
JDesires  change.     Box  676,  Elec.  Ry.  Jour. 

\N,  37,  accustomed  to  handling  material  ac- 
I  counts,  job  costs,  payrolls,  distribution 
[sheets,  etc.,  wishes  position  with  street  or 
linterurban  electric   road.      Address   Box   673, 

Elec.    Ry.    Jour. 

MANAGER — General  superintendent,  purchas- 
ing agent.  Position  with  medium  sized  rail- 
way or  combined  railway  and  light  plant. 
Good  practical  experience  in  construction  and 
operation.  Good  references.  Box  663,  Elec. 
Ry.   Jour. 

MASTER  mechanic  open  for  immediate  en- 
gagernent.  Lone  experience,  reliable  and  un- 
questioned ability.  Best  references.  Box 
671,   Elec.    Ry.   Jour. 


POSITIONS  WANTED 


POSITION  wanted  by  young  man  with  valuable 
electric  railway  experience  embracing  all 
activities  of  way  department,  together  with 
valuation  work.  Investigations  of  traffic  Con- 
ditions, service,  and  fare  regulations,  etc. 
Best  of  references.     Box  664,  Elec.  Ry.  Jour. 

PRACTICAL  engineer,  many  years'  experi- 
ence, seeks  position  as  General  Supt.,  supt. 
motive  power  or  master  mechanic;  wide  ex- 
perience all  branches  both  mechanical  and 
electrical  from  power  house  to  track^  includ- 
ing operation;  expert  in  car  design  and 
maintenance;  best  references.  Box  662, 
Elec.   Ry.  Jour. 

STOREKEEPER^  thoroughij;  acquainted  with 
all  electric  railway  material  and  accounts, 
desires  change.  Can  cut  the  mustard  in  re- 
gard to  efficiency  and  economy.  Box  674, 
Elec.    Ry.    Jour. 

SUPERINTENDENT  of  equipment  or  master 
mechanic  desires  position.  At  present  in 
charge  of  a  first  class  road  but  desires  to 
change.  Have  had  18  years'  experience  on 
city  elevated  and  high  speed  interurljan. 
Good  organizer  and  equipment  manager, 
thoroughly  up  to  date  on  all  types  of  equip- 
ment. Best  of  references.  Box  661,  Elec. 
Ry.   Jour. 

YOUNG    man    desires    position    as  auditor    of 

electric    railway    company.        At  present    so 

employed.       Best    of    references.  Box    679, 
Elec.    Ry.    Jour. 


POSITIONS  VACANT 


WANTED — A  salesman  who  has  had  experi- 
ence in  selling  friction  tape  and  insulating 
compounds.  Address  Box  677,  Elec.  Ry. 
Jour. 

WANTED — Bookkeeper,  young  man,  to  take 
charge  of  set  of  books  of  street  railway 
company;  must  have  had  previous  experi- 
ence and  be  able  to  furnish  satisfactory 
references.  Give  both  in  application.  Ad- 
dress Box  668,  Elec.  Ry.  Jour. 

WANTED — Good  experienced  foreman  _  on 
heavy  catenary  or  trolley  construction. 
Apply  in  person  or  by  writing,  giving  ex- 
perience, to  M.  J.  Griffith,  Supt.  Const., 
Gibbs  &  Hill  Consulting  Engrs.,  Bluefield, 
West   Virginia. 


FOR  SALE 


Chestnut  Poles  For  Sale         ' 

We  furnish  A,  B,  C  and  E  grades  in  any 
length,  20'  to  75'  and  stubbs,  chestnut  poles 
and  R.R.  ties,  locust  posts  and  hardwood 
lumber  and  timbers.  A  good  stock  of  poles 
on  hand.  Can  make  prompt  shipments.  Ad- 
dress Lewis  Lumber  Co.,  Relief,  N.  C. 


For  Sale 

Two  Briggs  10-bench,  single  truck.  Open  Car 
Bodies,  fitted  with  2-motor  cables  and  mount- 
ed on  Peckham  9-A  extension  truck,  7.ft. 
wheel  base,  33"  wheel.  One  Jackson  & 
Sharpe  single  truck  Closed  Car  Body,  length 
over  corner  posts  20  ft.,  longitudinal  seats, 
fitted  with  2-motor  cables  and  mounted  on 
Peckham  9-A  extension  truck,  7  ft.  wheel 
base,  33"  wheel.  Above  cars  can  be  in- 
spected at  Kennebunk,  Maine.  Atlantic 
Shore   Railway. 


POLES  AND  PILING 


NEW  CYPRESS. 


PRICES  LOW. 


RAILS— EQUIPMENT— TANKS— ETC. 


Armature  Coil  Taping 
Machine 

Saves  Time,  Labor  and  Money 

A  boy  can  tape  40 
coils  for  Westinghouse 
12A  Armature  in  an 
hour.  Further  par- 
ticulars gladly  fur- 
nished. 


Geo.  M.  Griswold  Machine  Ce. 

New   Haven,  Conn. 


116 


(Acetylene  Service  to  Commutator  Truing  Devices) 


[February  6,  1915 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  300  different  products  are  here  listed. 

The  Alphabetical  Index  (see  eighth  page  following) 
gives  the  page  number  of  each  advertisement. 

As  far  as  possible  advertisements  are  so  arranged 
that  those  relating  to  the  same  kind  of  equipment  or 
apparatus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
l)cing  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Acetylene  Service. 

Prest-O-Llte    Co.,    Inc.,    The 

Advertising,  Street  Car. 
Collier,    Barron   G.,    Inc. 

Air  Cleaner. 

Lorcl   Manufacturing   Co. 

Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Alloys,  Steel  and  Iron. 
American    Vanadium    Co. 

Amusement  Devices. 
Este   Co.,   The  J.   D. 

Anchors,  Guy. 

Garton  Co..  W.  R. 
Johns-Manville  Co..   H.    W. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 

Antl-Cllmbers. 
Railway  Improvement  Co. 

Automobiles  and   Buses. 
Brill  Co.,  The  J.   G. 

Axle  Stralghteners. 

Columbia.  M.  W.   &  M.   I.   Co. 

Axles — Car  Wheel. 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Cambria    Steel    Co, 

Carnegie  Steel   Co. 

Cincinnati    Car   Co. 

Hadfield's,    Ltd. 

McGuire-Cummings   Mfg.   Co. 

National  Tube  Co. 

Niles   Car  &   Mfg.   Co. 

St.    Louis    Car    Co. 

Standard  Motor  Truck  Co. 

Standard   Steel  Works  Co. 

Taylor    Elec.    Truck    Co. 

Westinghouse  Elec.    &  M.   Co. 
Babbitting    Devices. 

American  Gen'l  Eng'g  Co. 

Columbia  M.   W.    &   M.    I.    Co. 

Badges   and    Buttons. 

American  Railway  Supply  Co. 

International   Register   Co. 

Western  Electric  Co. 

Woodman  Mfg.  &  Sup.  Co.,  R. 
Bankers   and    Brokers. 

Coal  &  Iron  National  Bank. 

Halsey  &  Co.,  N.  W. 
Batteries,  Dry. 

Johns-Manville  Co.,   H.   W. 

Nungesser  Carb.  &  Bat'ry  Co. 

Protective  Signal  Mfg.   Co. 

Stackpole  Carbon  Co. 

Western  Electric  Co. 
Batteries,  Storage. 

Edison  Storage  Battery  Co. 

Electric    Storage    Battery    Co. 

Western  Electric  Co. 
Bearings   and    Bearing    Metals. 

American   General   Engrg.   Co. 

Columbia.  M.   W.   &  M.  I.  Co. 

General   Electric   Co. 

Long  Co.,  E.  G. 

More-Jones  Brass  &  M.  Co. 

Post  &  Co.,   E.  L. 

St.   Louis   Car  Co. 

Taylor   Elec.   Truck   Co. 

Westinghouse  Elec.  &  M.   Co. 
Bearings,  Center. 

Baldwin  Loco.   Works. 
Bearings,    Ollless,    Graphite, 

Bronze  &  Wooden. 

Graphite    Lubricating   Co. 
Bearings,   Roller   and    Ball. 

Railway  Roller  Bearing  Co. 

S  K   F  Ball   Bearing  Co. 
Bells  and  Gongs. 

Brill  Co.,  The  J.  O. 

Electric    Service    Supplies    Co. 

National  Tube  Co. 

Protective  Signal  Mfg.  Co. 

Relter,  G.  C. 

St.  Louis  Car  Co. 

Trolley  Supply  Co. 

Western   Electric  Co. 
Belt  Conveyori. 

Jeffrey   Mfg.   Co. 


Belting. 

Jeffrey   Mfg.   Co. 

Benders,   Rail. 
Niles-Bement-Pond   Co. 
Watson-Stillman   Co. 
Zelnicker   Sup.   Co.,    W.    A. 

Blowers. 
General  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Blow  Torches  for  Soldering  and 
Brazing. 
Prest-O-Lite  Co.,  Inc.,  The. 

Boilers. 
Babcock  &  Wilcox  Co. 

Boiler   Cleaning   Compounds. 
Dearborn    Chemical   Co. 
Johns-Manville  Co.,   H.   W. 

Boiler  Coverings. 
Johns-Manville   Co.,   H.    W. 

Boiler  Tubes. 
National  Tube  Co. 

Bond  Testers. 
American   Steel  &   Wire  Co. 
Lord    Manufacturing    Co. 

Bonding    Apparatus. 
Prest-O-Lite  Co.,  Inc.,  The. 

Bonding  Tools. 
American  Steel  &  Wire  Co. 
Elec.   Ry.   Improvement  Co. 
Elec.  Service  Supplies  Co, 
Ohio  Brass  Co, 
Prest-O-Lite  Co,,  Inc,  The, 

Bonds,    Rail. 

American  Steel  &  Wire  Co, 

Elec,    Ry.    Improvement    Co. 

Electric    Service    Supplies    Co. 

Electric  Ry,  Equipment  Co, 

Garton  Co..   W,   R, 

General   Electric    Co, 

Johns-Manville  Co,,   H,  W, 

Lord  Manufacturing  Co, 

Ohio  Brass  Co. 

Western   Electric  Co, 

Westinghouse   Elec,   &  M,   Co, 
Book  Publishers. 

McGraw-Hill  Book   Co.,   Inc, 
Boring  Tools,  Car  Wheel. 

Niles-Bement-Pond    Co. 
Braces,    Rail. 

Kllby   Frog   &   Switch   Co. 

Weir  Frog  Co, 
Brackets  and  Cross  Arms.    (See 

also   Poles,   Ties,    Posts,    Etc.) 

American  Bi-idge  Co, 

Creaghead  Engineering  Co, 

Electric  Ry,   Equipment  Co, 

Electric    Service    Supplies    Co, 

Int'l  Creosoting  &  Constr,  Co. 

Ohio  Brass  Co. 

Lindsley  Bros.   Co. 

Western  Electric  Co. 
Brake  Adjusters. 

Anderson   Brake   Adjuster   Co. 

Sauvage-Ward   Brake   Co. 
Brake  Shoes. 

Amer,  Brake  Shoe  &  Fdy,  Co, 

Barbour-Stockwell   Co, 

Brill  Co.,  The  J,  G, 

Columbia  M.   W.   &  M,   I,   Co, 

Long  Co,,  E.  G, 

McGuire-Cummings  Mfg,  Co, 

St,  Louis  Car  Co, 

Taylor  Elec,  Truck  Co, 

Wheel  Truing  Brake  S,  Co, 
Brakes,      Brake      Systems      and 

Brake   Parts. 

Allls-Chalmers  Mfg.   Co, 

Anderson   Brake   Adjuster  Co. 

Brill   Co.,  The  J,   G, 

Columbia  M,   W,   &  M,   I,   Co, 

General  Electric  Co, 

Jones'    Sons   Co,,   J,   M, 

Long  Co.,  E,  G, 

Lord  Manufacturing  Co, 

McGuire-Cummings  Mfg,   Co, 

National  Brake  Co, 

National  Brake  &  Elec,  Co. 

St.  IjouIs  Car  Co, 

Taylor  Elec,  Truck  Co. 

U.  S,  Metal  &  Mfg.  Co. 

Westinghouse  Trac.   B.  Co, 


Brazing  and  Welding  Processes. 
Davis-Bournonviile  Co. 
Electric  Railway  Improv.   Co. 
Falk   Co,,    The, 
Goldschmidt-Thermit  Co, 
Indianapolis  Switch  &  Frog  Co, 
Oxweld  Acetylene  Co, 
Prest-O-Lite  Co,,   Inc..  The, 
Westinghouse  Elec,   &  M,   Co, 

Bridges  and  Buildings. 
American  Bridge  Co, 
Brown  Hoisting  Mach.   Co. 

Brooms,  Track,  Steel  or  Rattan. 
Paxson  Co,,  J,  W. 
Western  Electric  Co, 
Zelnicker  Sup,   Co,,   W,   A. 

Brushes,  Carbon. 

Dixon    Crucible   Co.,   Jos, 
General  Electric  Co. 
Jeandron.  W.  J. 
Morgan  Crucible  Co, 
Nungesser  Carb,  &  Bat'ry  Co, 
Speer  Carbon  Co, 
Stackpole    Carbon   Co, 
Western  Elec,  Co, 
Westinghouse   Elec.   &  M.   Co, 

Bumpers,  Car  Seat. 

Elastic  Tip  Co, 
Elec,   Service  Supplies   Co, 
Imperial  Ruliber  Co, 
Massachusetts  Chemical  Co, 
Walpole  Tire  &  Rubber  Co, 

Bunkers,  Coal. 

American  Bridge  Co, 

Brown  Hoisting  Machinery  Co, 

Bunting. 

Boyle  &  Co,,  Inc,  John, 
Bushings,    Fibre. 

Diamond   State   Fibre   Co, 
Bushings,  Graphite  and  Wooden. 

Graphite  Lubricating  Co. 
Bushings,  Rubber. 

Imperial  Rubber  Co, 
Buttons.        (See       Badges      and 

Buttons.) 
Cables.    (See  Wires  and  Cables.) 
Carbon  Brushes.      (See    Brushes, 

Carbon.) 
Car   Equipment.       (For  Fenders, 

Heaters,      Registers,     Wheels, 

etc. — see   thoses   headings.) 
Car  Trimmings.     (For  Curtains, 

Registers,   Doors,  Seats,  etc. — 

See  those    headings.) 
Cars,    Passenger,    Freight,    Ex- 
press, etc. 

American  Car  Co, 

Brill  Co,,  The  J.  G, 

Cambria  Steel  Co. 

Cincinnati    Car    Co. 

Jewett   Car  Co. 

.Tones'    Sons   Co.,    J.    M, 

Kuhlman  Car  Co,.  G.  C, 

McGuire-Cummings  Mfg.  Co. 

Nile.s  Car  &  Mfg.  Co. 

St,   Louis  Car  Co. 

Southern  Car  Co, 

United  Electric  Car  Co. 

Wason  Mfg,  Co, 
Cars,  Prepayment. 

Prepayment  Car  Sales  Co, 
Cars,  Self-Propelled. 

Electric  Storage  Battery  Co. 

General  Electric  Co, 
Castings,    Composition    of    Cop- 
per. 

Anderson  M.  Co.,  A.  &  J.  M, 
Castings,  Gray  Iron  and  Steel. 

Amer,  Brake  Shoe  &  Fdry,  Co 

American  Bridge  Co, 

American    Gen'l    Eng'g   Co. 

Bemis  Car  Truck  Co. 

Columbia  M.  W,  &  M,  I,  Co. 

Falk  Co..  The. 

Hadfield's,  Ltd. 

Jeffrey  Mfg.  Co. 

Jones'  Son  Co.,  J.  M, 

Long  Co,,  E,  G, 

St  Louis  Car  Co, 

St,  Louis  Steel  Foundry, 

Standard  Steel  Works  Co, 

Union  Spring  &  Mfg.  Co. 


Castings,  Malleable  and  Brass. 
Amer,  Brake  Shoe  &  Fdry.  Co. 
American  Gen'l  Eng'g  Co. 
Bemis  Car  Truck  Co. 
Hadfield's,  Ltd. 
Jeffrey  Mfg.  Co. 
Long  Co.,   E,   G, 
St,  Louis  Car  Co, 

Catchers   and    Retrievers,    Trol- 

ley. 

Eclipse  Railway  Supply  Co. 

Elec.  Service  Supplies  Co. 

Long  Co.,  E,  G. 

Lord  Manufacturing  Co. 

New  Haven  Trolley  Sup.  Co. 

Trolley  Supply  Co. 

Wasson  Engr'g  &  S,  Co, 

Wood  Co,,  Chas,  N. 
Ceiling,  Car. 

Keyes  Products  Co, 

Pantasote   Co, 
Checks,  Employees'. 

American   Ry.   Supply  Co, 
Chemists. 

Little,  Arthur  D,,   Inc, 
Cheese  Cloth. 

Boyle  &  Co.,  Inc.,  John, 
Circuit  Breakers. 

Cutter  Electrical  &  Mfg,  Co, 

Garton  Co,,  W,  R, 

General  Electric  Co, 

Western  Electric  Co. 

Westinghouse   Elec,    &  M,   Co, 
Clamps      and      Connectors      for 

Wires  and   Cables. 

American  Gen'l   Eng'g  Co, 

Anderson  M,  Co,,  A.  &  J,  M, 

Elec.  Engrs,  Equipment  Co, 

Elec.    Service   Supplies   Co, 

General    Electric    Co. 

Klein   &   Sons.    Mathias, 

Ohio    Brass    Co, 

Western    Electric    Co, 

Westingiiouse   Elec,    &   M,   Co. 
Cleaners    and    Scrapers,    Track, 

(See  also  Snow-Plows,  Sweep- 
ers and    Brooms.) 

Brill    Co,,    The    J.    G, 

Cincinnati   Car  Co. 

McGuire-Cummings    Mfg, 

Ohio   Brass   Co. 

Van  Dorn  &  Dutton  Co, 

Western    Electric    Co, 
Cleats,    Car    Wiring. 

General   Electric  Co, 
Clusters  and  Sockets. 

General    Electric   Co. 
Coal    and    Ash     Handling, 

Conveying    and    Hoisting 

chlnery.) 
Coasting   Clocks. 

Railway    Improvement    Co. 
Coll   Banding   and  Winding   Ma 

chines. 

American   Gen'l   Eng'g  Co 

Columbia  M.   W,    &   M.   I.   Co. 

Electric   Service   Supplies  Co. 

Garton   Co,,    W,    R, 

Western   Electric   Co. 
Colls,    Armature    &    Field. 

Cleveland    .\rmature    vC'orks 

Columbia  M.    W.    &   M.    I,   Coi 

D  &  W  Fuse  Co. 

Electric    Operations    Co. 

General    Electric   Co. 

Mica  Insulator  Co. 

Westinghouse  Elec,   *   M,   C 
Colls,  Choke  &   Kicking. 

Electric  Service  Supplies  Co. 

General   EJiectric  Co, 

Lord   Manufacturing  Co, 

Westinghouse   Elec,    &   M,    Co. 
Coin  Carriers. 

Etter,  Chas,  F. 
Coin-Counting    Machines. 

International    Register    Co. 

.iohnson   Fai-e  Box  Co. 
Commutator   Slotters. 

.American  General  Eng'g  Co, 

Gener.ai    Electric    Co. 

Westinghouse  Elec.   &   M,   Co, 

Wood    Co,.    Chas.    N. 
Commutator  Truing   Devices. 

American  General  Eng'g  Co, 

General  Electric  Co. 


Cm 


(See 
Ma. 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


117 


"He  Done  Witch 
Himself" 


is  the  verdict  of  a  post-mortem 
in  Middle  Congo  when  the 
cause    of    death    is    unknown. 

Every  race  has  a  stock 
phrase  to  throw  aside  any  sub- 
ject which  it  cannot  master. 

Just  as  shop  men  will  explain 
away  some  unknown  motor 
trouble  by  the  old  reliable  "It's 
cranky,"  when  as  a  matter  of 
fact  the  poor  machine  is  throw- 
ing out  symptoms  of  improper 
brush  application. 

That  is  why  we  insist  that 
brushes  should  be  prescribed 
for  you,  not  merely  sold  to  you. 

In  our  organization  brush 
engineering  is  inseparable  from 
brush  selling. 

But  it  is  up  to  us  to  prescribe 
the  Morganite  brushes  you 
need — that's  good  commuta- 
tion insurance. 


Factory,  Brooklyn 

AGENTS: 

Lewis  &  Roth  Co.,  312  Denckla  Bldg.,  Philadelphia 


389 


Electrical  Engineering  &  Mfg.  Co. 
First  National  Banlc  Bldg.,  Pittsburgh 


The  Highest  Development 

In  Very  Small  Indicating  Instruments 
for  Direct  Current 

is  marked  by  the 


>fODET.    280,    SinRle 

RanKe     Portable 

Voltmeter 

(One-quarter  Size.) 


Miniature 

Precision    Instruments 

PORTABLE 

Volt-Meters,         Mtlli  voltmeters. 

Volt- Am  meters.      Ammeters, 

Mil- Ammeters 

are  supplied  in  single,  double  and 
triple  rauEes.  the  Triple  Rauffe 
Volt-Ammeter  comprising  six  In- 
struments In  one.  This  group  also 
includes      BATTERY      TESTERS. 

SWITCHBOARD 

Voltmeters,      Volt-Amme- 
ters,   Ammeters,    Mil- 
Ammeters 

This  new  line  of  instruments  rep- 
resents the  finest  development  of 
small  size  pivoted  moving  coil, 
permanent  magnet  type  of  in- 
struments. 

They  embody  characteristics  which 
have  made  the  well-known  Wes- 
ton Standard  famous  throughout 
the    world.       They    are    accurate. 

dead  boat  and  extremely  sensitive. 

They   may  be   left  continuously  in  circuit  at  full  load  and  are 

shielded  against   external  electrical  and  magnetic   influences. 

They  are  substantially   constructed   and   have   the   longest  scale 

ever  provided  In  Instruments  of  similar  size. 

The  prices  are  surprisingly  low  for  Instruments  of  such  quality. 

The   seveiiil   models  and  ranges  offer  a  selection  from  over  300 

different   combinations.      They   are   listed   in   BULLETIN    NO.   8. 

WHICH   WILL   BE   MAILED   UPON   REQUEST. 

Weston  Electrical   Instrument   Co.,  Newark,  N*  J. 


MODBL.  267,  Switch 
board    Ammeter. 

(One-quarter  Size.) 


New  York  St.   Louis  Detroit 

Chicago  Denver  Cleveland 

Philadelphia  Wan  Francisco  Buffalo 

Boston  Atlanta 


Richmond        Winnipeg 
Toronto  Vancouver 

Montreal  Berlin 

London 


50,000  is  the  answer 


ANTI-PLUVIUS 

(Trade  Mark) 

Puttyless  Skylights 


Patented 


About  50,000  square 
feet  of  "Anti-Plu- 
vius"  Puttyless  Sky- 
lights are  a  feature  of 
the  Harvard  Road 
Shops  of  the  Cleve- 
land City  Railway. 
You  can  investigate 
them  there  or  send 
for  our  catalog. 


The  G.  Drouv^  Co.  E^^^SS^^, 


118 


(Commutators  or  Parts  to  Hose,  Pneumatic  and  Fire) 


[February  6,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Commutators   or    Parts., 
American  General  Eng'g  Co. 
Cameron    Electrical    Mfg.    Co. 
Cleveland    Armature    Works. 
Columbia  M.    W.    &   M.    I.   Co. 
Garton  Co.,  W.   R. 
General  Electric  Co. 
Long    Co.,    E.    G. 
Mica    Insulator   Co. 
Western   Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Compressors,   Air, 

AUis-Chalmers    Mfg.     Co. 

Curtis   &   Co.    Mfg.   Co. 

General  Electric  Co. 

National  Brake  &   Elec.   Co. 

Westinghouse    Trac.    B.    Co. 
Condensers. 

AUis-Chalmers    Mfg.     Co. 

General  Electric   Co. 

Westinghouse    Machine   Co. 
Conduits. 

Fibre  Conduit  Co. 

Johns-Manville  Co.,    H.   W. 

Standard    Underground    Cable 
Co. 

Western   Electric  Co. 
Conduits,    Flexible. 

Tubular  Woven  Fabric  Co. 
Controller    Regulators. 

Electric    Service    Supplies    Co. 

Lord    Manufacturing    Co. 
Controllers   or   Parts. 

Allis-Chalmers  Mfg.   Co. 

American  General  Eng'g  Co. 

Columbia  M.   W.    &   M.   I.   Co. 

Electric    Service    Supplies    Co. 

General  Electric  Co. 

Johns-Manville  Co..  H.  W. 

Lord   Manufacturing   Co. 

Kerschner  Co.,  Inc.,  W.  R. 

Westinghouse  Elec.   &    M.    Co. 
Controlling   Systems. 

General   Electric  Co. 

Westinghouse   Elec.   &  M.   Co. 
Converters,   Rotary. 

Allis-Chalmers  Mfg.    Co. 

General    Electric    Co. 

Western  Electric  Co. 

Westinghouse  Elec.   &  M.  Co. 
Conveying     and     Hoisting     Ma- 
chinery. 

American    Bridge    Co. 

Brown   Hoisting  Machy.   Co. 

Green    Bng.    Co. 

Hadfield's,   Ltd. 

Jeffrey  Mfg.  Co. 
Cord,  Bell,  Trolley,  Register,  etc. 

Brill   Co..    The  J.    G. 

Electric    Service    Supplies    Co. 

Garton  Co.,   W.  R, 

Imperial    Rubber    Co. 

International    Register    Co. 

Long  Co.,  E.,  G. 

Lord  Manufacturing  Cof  V 

Roebling's    Sonfe   Co..    J6hn    A. 

Samson   Cordage   Works. 
Cord  Connectors  &,  Couplers. 

Electric  Service  Supplies  Co. 

Samson    Cordage    Works. 

Wood  Co.,  Chas.  N. 
Cotton    Duck. 

Hoyle  &  Co.,  Inc.,  John. 
Couplers,  Car. 

Brill  Co  ,  The  J.  G. 

Cincinnati  Car  Co. 

Long  Co.,   E.    G. 

McGuire-Cummings    Mfg.    Co. 

Ohio  Brass  Co. 

Westinghouse   Trac.    B.    Co. 
Cranes.     (See  also   Hoists.) 

Allis-Chalmers    Mfg.    Co. 

Brown   Hoisting  Mchy.   Co. 

Niles-Bement-Pond   Co. 

Thew  Automatic  Shovel  Co. 
Creosotlng.        (See     Wood     Pre- 

servatlves.) 
Cross  Arms.    (Sec   Brackets.) 
Crossing    Foundations. 

International  .Sttel  'J'ie  Co. 

Crossing  Signals.      (See  Signals, 

Crossing.) 
Crossings,    Track.        See     Track 

Special  Work.) 
Crushers  and    Pulverizers. 

Jeffrey    M'tr     Ct 
Culverts. 

American   Rolling  Mill  Co. 

Atlas  Metal  Works. 

Bark  River  B.  &  Culvert  Co. 

California   Corr.   Culvert   Co. 

Canton   Culvert   &   Silo  Co. 

Coast  Culvert  &  Flume  Co. 

Corrugated   Culvert   Co. 


Delaware  Metal  Culvert  Co. 
Dixie  Culvert  &   Metal  Co. 
Hardesty  Mfg.   Co.,   R. 
Illinois    Corrugated    Metal    Co. 
Independence  Cor.  Culvert  Co. 
Iowa  Pure  Iron  Culvert  Co. 
Kentucky.  Culvert  Co. 
Lee-Arnett   Co. 
Ijone    Star    Culvert    Co. 
Lyle  Corrugated  Culvert  Co. 
Michigan  Bridge  &  Pipe  Co. 
Montana   Culvert   Co. 
Nebraska  Culvert   &   Mfg.   Co. 
Nevada   Metal  Mfg.   Co. 
New    England    Metal    Cul.    Co. 
North    East    Metal   Cul.    Co. 
Northwestern  Sheet  &  I.  Wks. 
O'Neall   Co.,    W.,  Q. 
Ohio    Corrugated  •  Culvert    Co. 
Pennsylvania  Metal  Cul.  Co. 
Koad    Supply    &    Metal    Co. 
Sioux  Falls  Metal  Culvert  Co. 
Spencer,   J.    N. 
Spokane  Corr.   Cul.  Co. 
Tennessee  Metal  Culvert  Co. 
Utah    Corr.    Culvert    &    Flume 

Co. 
Virginia  Metal   &   Culvert   Co. 
Western  Metal  Mfg.  Co. 

Curtains    and    Curtain    Fixtures. 
Brill  Co.,  The  J.   G. 
Curtain  Supply  Co. 
Dupont  Fabrikoid  Co. 
Edwards  Co..   Inc.,  The  O.   M. 
Electric    Service    Supplies    Co. 
Pantasote  Co. 

Railway  Supply  &  Curtain  Co. 
St.    Louis   Car  Co. 

Cushions,  Field  Coll. 

Massachusetts  Chemical  Co. 

Walpole   Tile  &  Rubber  Co. 
Cutting    Processes. 

Prest-O-Lite  Co..   Inc.,   The. 
Derailing       Devices.       (See   also 
Track  Work.) 

Cleveland  Frog  &  Cross.  Co. 

U.  S.  Metal  &  Mfg.  Co. 
Despatching   Systems. 

Northey-Simmen    Sig.    Co. 

Simmen    Automatic     Ry.     SIg. 
Co. 

Western  Electric  Co. 

Detective  Service. 

Drummond's     Detective    Ag'y. 

Wisch  Service,   P.'  Edward. 
Disinfectants. 

Gardner  &  Co. 
Door   Operating    Devices. 

Electric  Service  Supplies  Co. 

Prepayment  Car  Sales  Co. 
Doors  and    Door   Fixtures. 

Brill  Co.,  The  J.  G. 

Edwards  Co.,   Inc.,  The  O.  M. 

General  Electric  Co. 

Electric  Service  Supplies  Co. 

Hale  &  Kilburn  Co. 
Doors,-  Asbestos. 

Johns-Manville  Co.,  H.  W. 
Doors,    Folding    Vestibule. 

Electric  Service  Supplies  Co. 

Prepayment  Car  Sales  Co. 
Doors,  Steel  Rolling. 

Kinnear  Mfg.  Co. 
Doors,  Trap. 

Edwards  Co.,  Inc.,  The  O.  M. 
Draft,  Rigging.  (See  Couplers.) 
Drills,  Track. 

American  Steel  &  Wire  Co. 

Elec.   Service   Supplies  Co. 

Long   Co..    E.    G. 

Niles-Bement-Pond     Co. 

Ohio  Brass  Co. 
Dryers   and    Purifiers,    Oil.     (See 

Purifiers   and    Dryers.    Oil.) 
Dryers,  Sand. 

Zelnicker  Sup.    Co.,   W.   A. 
Engineers,  Consulting,  Contract- 
ing  and    Operating. 

Archbold-Brady   Co. 

Arnold   Co. 

Burch.   Edw.    P. 

Bylleshy  &  Co..   H.  M. 

Ford,   Bacon  &  Davis. 

Grelms  Corpor.ation.  H.  E. 

Gulick-Henderson    Co. 

Herrlck,    Albert    B. 

Hovey,  M.   H. 

Hunt  &  Co.,    Robert  W. 

.lackson,   D    C.  <Sr   Wm.   B, 

Little.     Arthur    D.,    Inc. 

Neller.   Rich   &   Co. 

Richey,  A.  S. 

Roosevelt   &    Thompson. 

Sanderson  &  Porter. 

Sargent    &    Lundy. 


Scofield  Engineering  Co. 
Stone    &   Webster    Eng.    Corp. 
White  &  Co.,  J.  G. 
Woodmansee  &  Davidson,  Inc. 

Engines,  Gas  and  Oil. 
Allis-Chalmers  Mfg.   Co. 
Westinghouse    Machine    Co. 

Engines,  Steam.* 
Allis-Chalmers  Mfg.   Co. 
W^estinghouse  Machine  Co. 

Fare  Boxes 
American  General  Eng'g  Co. 
Brill  Co.,  The  J.   G. 
Cleveland  Fare  Box  Co. 
Dayton   Fare   Recorder   Co. 
International    Register    Co. 
Johnson  Fare  Box  Co. 

Fences  and   Fence   Posts. 

American  Steel  &  Wire  Co. 

Fencing    Wire. 

American  Steel  &  Wire  Co. 

Fenders  and  Wheel  Guards. 
Brill  Co.,   The  J.   G. 
Cincinnati  Car  Co. 
Cleveland    Fare    Box  -Co. 
Consolidated    Car    Fender    Co. 
Eclipse    Railway    Supply    Co- 
Electric    Service    Supplies    Co. 
Fonger  Fender  Co. 
Lord    Manufacturing    Co. 
McGuire-Cummings    Mfg.    Co. 
Parmenter.    F.   &   W.   G.   Co. 
Star  Brass  Works. 
Western  Electric  Co. 

Fibre. 
Amer.   Vulcanized  Fibre  Co. 
Diamond   State  Fibre  Co. 
Westinghouse   Elec.   &   M.    Co. 

Fibre   Tubing. 
Diamond    State    Fibre   Co. 
Fibre   Conduit   Co. 
Johns-Manville  Co.,  H.   W. 

Field  Colls.      (See  Coils.) 

Fire     Extinguishing     Apparatus. 

Electric    Operations    Co. 

Imperial  Rubber  Co. 

Johns-Manville  Co.,  H.  W. 

Pyrene  Mfg.  Co. 
FIreproofing  Materials. 

Johns-Manville  Co.,   H.   W. 
Flooring   Composition. 

Amer.    Mason  Safety  Tread  Co. 

Johns-Manville  Co.,   H.  W. 

Western  Electric  Co. 
Forging  &  Punching   Machinery. 

Bliss  Co.,   K.   W. 
Forglngs. 

Bliss  Co.,    E.    W. 

Standard   Motor  Truck   Co. 

Standard    Steel    Works   Co. 
Frogs,  Track.  (See  Track  Work.) 
Furnaces.      (See    Stokers.) 
Fuses   and    Fuse    Boxes. 

American   General   Eng'g  Co. 

Columbia   M.    W.    &   M.    I.   Co. 

D   &   W   Fuse   Co. 

General  Electric  Co. 

Johns-Manville   Co.,   H.   W. 

Lord    Manufacturing    Co. 

Western   Electric  Co. 

Westinghouse    Elec.   &  M.    Co. 
Fuses,    Refillable. 

Columbia   M.    \V.    &    M.    1.   Co. 

Economy    Fuse    Mfg.    Co. 

Johns-Manville   Co.,   H.    W. 
Gaskets. 

Diamond  State  Fibre  Co. 

Imperi.ii    Rubber   Co. 

Johns-Manville   Co.,    H.  W. 

Power    Specialty    Co. 
Gas    Producers. 

Westinghouse   Machine  Co. 
Gates,    Car. 

Brill   Co.,    The  J.   G. 

Cincinnati   Car   Co. 

Jewett   Car    Co. 
Gauges,  Oil  and  Water. 

Ohio  Brass  Co. 
Gear   Blanks. 

Carnegie   Steel   Co. 

Diamond    State    Fibre    Co. 

Standard   Steel    Works   Co. 
Gear  Cases. 

Bemis  Car  Truck  Co. 

Columbia    M.    W.    &   M.    I.    Co. 

Electric    .Service    Supplies    Co. 

Jeffrey    Mfg.    Co. 

Kerschner  t^o..   Inc.,  W.   R. 

Thayer  &  Co.,  Inc. 

Westinghouse   Elec.   &  M.   Co. 


Gears  and   Pinions. 

American    Gen'l    Eng'g   Co. 
Amer.   Vulcanized  tibre  Co. 
Bemis  Car  Truck  Co.  : 

Bliss  Co.,   E.  W.  , 

Columbia  M.   W.   &   M.   I.    Co. 
Diamond    State    Fibre   Co. 
Elec.  Service  Supplies  Co. 
Garton    Co.,    W.    R. 
General  Electric  Co. 
Hadfield's,   Ltd. 
Kerschner  Co.,  Inc.,   W.   R. 
Long  Co.,    E.    G. 
Nuttall  Co.,  R.  D. 
Tool   Steel  Gear  &   Pinion   Co. 
Van  Dorn  &  Dutton  Co. 

Generators,  Alternating  Current. 

AUis-Chalmers    Mfg.    Co. 
General    Electric    So. 
National  Brake  &  Electric  Co. 
Western    Electric    Co. 
Westinghouse  Elec.   &   M.    Co. 

Generators,    Direct   Current. 

Allis-Chalmers  Mfg.   Co. 

Dick,   Kerr   &   Co. 

General  Electric  Co. 

Jeffrey  Mfg.   Co. 

National  Brake  &  Electric  Co. 

Western   Electric   Co. 

Westinghouse   Elec.   &   M.    Co. 

Gongs.      (See   Bells  and  Gongs.) 

Gongs,    Rotary    Foot. 

Reiter,  G.  C. 

Graphite. 
Dixon  Crucible  Co..    Joseph. 
Morgan  Crucible  Co. 

Greases.       (See    Lubricants.) 

Grinders    and    Grinding    Wheels. 

Hadfield's,    Ltd. 

Railway  'Track-work   Co. 

U.  S.  Metal  &  Mfg.  Co. 

Western    Electric    Co. 
Grinders,  Portable,  Electric. 

Railway  Track-work  Co. 

U.  S.  Metal  &  Mfg.  Co. 

Western  Elec.  Co. 
Grounds. 

Lord    Manufacturing    Co. 
Guards,   Cattle. 

American    Bridge    Co. 
Guards,  Trolley. 

Electric    Service    Supplies    Co 

Lord  Manufacturing  Co. 

Ohio  Brass  Co. 
Harps,  Trolley. 

American  Gen'l  Eng'g  Co. 

Anderson  M.  Co.,  A.  &  .1.  M. 

Bayonet  Trolley  Harp  Co. 

Elec.  Service  Supplies  Co. 

Garton   Co.,    W.   R. 

Hensley  Trolley  &  Mfg.  Co. 

More-Jones  Brass  &  Metal  Co. 

Nuttall  Co.,    R.  D. 

Star  Brass  Works. 

Univers.il  Trolley  Wheel  Co. 

AVcstern  Electric  Co. 
Headlights. 

Electric    Service    Supplies    >    - 

Garton  Co.,  W.  R. 

General    Electric    Co. 

Jones'  Sons  Co.,  J.  M. 

Long  Co.,    E.   G. 

Ohio  Brass  Co. 

St.  Louis  Car  Co. 

Trolley   Supply   Co. 

Westinghouse   Elec.    &   M.   ' 
Headlining. 

Keyes  Products  Co. 

Pantasote   Co. 
Heaters,   Car   (Electric). 

Johns-Manville   Co.,    H.   W. 
Heaters,   Car,   Hot  Air. 

Cooper  Heater  Co. 

Smith  Heater  Co..  Peter. 
Heaters,  Car,   Hot  Water. 

Cooper  Heater  Co. 

Smilli  Heater  Co.,  Peter. 
Heaters,   Car,   Stove. 

Electric    Service    Supplies    0^ 

McGuire-Cummings   Mfg.    Co. 
Hoists   and    Lifts. 

Curtis  &   Co.   Mfg.   Co. 

Duff   Mfg.    Co. 

Ford.  Chain   Block  &  Mfg.   C%| 

Niles-Bement-Pond    Co. 

Van  Dorn  &  Dutton  Co. 
Hose  Bridges. 

Ohio  BnisH  Co. 
Hose,  Pneumatic  &  Fire. 

Imj>erial    Kubl>er  Co. 

.Tohns-Manville   Co.,   H.   V 

NIchols-Lintern  Co. 


FebrIjary  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


119 


Artnalac  is  Permanently 
Plastic  —  Never  Hardens 
nor  Crumbles — 

— Write  for  Data. 


High  Speeds  and 

High  Temperatures 

Can't  Force 

ARMALAC 

Out  of  an  Armature 


Once  an  armature  winding  has  been  thoroughly 
treated  with  Armalac,  the  highest  operating  tem- 
peratures— the  greatest  speeds — the  most  severe 
expansion  and  contraction  strains — cannot  force  it 
out  of  armature.  Armalac  is  permanently  mois- 
ture-])roof — a  permanently  efficient  insulator — a 
permanent  guard  against  costly  "shorts"  and  shut- 
downs. 


©ofpofeTlre  ^Ihxttcr  Cb. 

Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 
Pioneers  in  Insulation  Engineering 


VTA     1   /<             ,^       Adjustable     ^^^ 

IN  (J.  14  0f^  ^-^z^  igM 

with   the  new    auxiliary      ^VBS^^^I 
foot — adjustable  without          ^fl^l^^^l 
tools — is  preeminently                 ^«^^^l 
THE  SPEED  JACK                    (aP"* 
FOR  EM  ERGENC  Y                    ^  f  " 
Write  for  full  details  in                 ^B^^ 
the    Buckeye     Catalog.                 ^^HH 
Get  your  copy  now.                          ^I^Hl 

The  Buckeye  Jack        ^^j^^HI 

r 

1 

^J         71388 

GAR  SEAT  BUMPERS 

VARIOUS   SHAPES 

Elastic  Tip  Co. 

370  Atlantic  Ave. 
BOSTON,     MASS. 


Samson  Bell  and  Register  Cord 

Solid  braided  cotton,  extra  quality.  All  sizes  and  colors. 
More  durable,  more  economical  and  better  looking  than 
leather  or  rawhide.  Send  for  samples  and  full  information. 
SAMSON  CORDAGE  WORKS  BOSTON.  MASS.        2 


The  OSCILLATOR  makes 

Your  Highway  Crossing 
Signals  Infallible 

It's  simple — trouble-proo  f — automatic — positive 
— inexpensive.  Requires  no  track  circuits  or 
bonding.  Costs  little  to  install — practically  noth- 
ing to  maintain.    Write  for  details. 


The  Protective  Signal  Mfg.  Co. 

Denver.  Colorado 

-WILLIAM    R.    GARTOJf, 

General   Sales    Managrer, 

290  Broadway,  New  York,  N.  Y. 

W.  R.  Garton  Co.,  1117  So.  Desplaines  St., 
Chicago.  The  Allen  General  Supplies,  Ltd.,  205 
Yonge  St..  Toronto.  John  S.  Black  Co.,  908 
Hennen  Bldg.,  New  Orleans.  Benton  C.  "' 
7184  Kansas  City,   Mo. 


120 


(Hydraulic  Machinery  to  Sash  Fixtures,  Car) 


[February  6,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Hydraulic  Machinery. 
Allis-Chalmers  Mfg.   Co. 
Niles-Bement-Pond  Co. 
Watson-Stillman   Co. 

Hydrogrounds. 
Brach  Supply  Co.,  L.  S. 
Lord  Mfg.  Co. 

Impregnating    Apparatus.      (See 
Vacuum   Drying  Apparatus.) 

Inspection. 
Hunt  &  Co.,  Robt.  W. 

Instruments,  Measuring,  Testing 
and   Recording. 
General  Electric  Co. 
Johns-Manville   Co.,   H.  W. 
Western   Electric  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 
Weston   Elec'l  Instrument  Co. 

Insulating      Cloth,      Paper     and 
Tape. 

Anchor  Webbing  Co. 
Diamond    State   Fibre   Co. 
Garton  Co.,  W.   R. 
General  Electric  Co. 
Hope   Webbing  Co. 
Imperial    Rubber   Co. 
Johns-Manville   Co.,   H.   W. 
Lord    Manufacturing  Co. 
Massachusetts  Chemical  Co. 
Mica  Insulator  Co. 
Okonite    Co.,    The. 
Sherwin-Williams   Co. 
Standard  Paint  Co. 
Walpole  Tire  &   Rubber  Co. 
Western   Electric   Co. 
Westinghouse   Elec.   &  M.   Co. 

Insulations.      (See   also   Paints.) 

Anderson  M.  Co.,  A.  &  J.  M. 

Diamond  State  Fibre  Co. 

Electric  Service  Supplies  Co. 

Garton  Co.,   W.  R. 

General  Electric  Co. 

Imperial  Rubber  Co. 

Johns-Manville   Co.,   H.   W. 

Massachusetts  Chemical  Co. 

Okonite  Co.,  The. 

Sherwin-Williams    Co. 

Standard  Varnish  Works. 

Sterling  Varnish  Co. 

Walpole  Tire   &   Rubber  Co. 

Western   Electric   Co. 

Westinghouse   Elec.   &  M.    Co. 
Insulators,      Including      3d-Rall. 
(See   Line  Material.) 

Anderson   M.   Co.,   A.   &   J.   M. 

Creaghead   Engineering  Co. 

Electric  Ry.  Equipment  Co. 

Electric    Service    Supplies    Co. 

Garton  Co.,  W.  R. 

General  Electric  Co. 

Hemingray  Glass  Co. 

.Tohns-ManvlUe  Co.,   H.   W. 

Macallen   Co.,    The. 

Newark  Engrg.   Mfg.   Co. 

Ohio  Brass  Co. 

Western  Electric   Co. 

Westinghouse  Elec.   &  M.   Co. 

White   Co..   T.   C. 
Insurance,  Fire. 

Marsh  &  McLennan. 
Inventions    Developed    and    Per- 

fected. 

Peters  &  Co..   G.  D. 
Jack     Boxes.     (See     also     Tele- 
phone  Apparatus   and    Parts.) 

Electric    Service    Supplies    Co. 

Western   Electric  Co. 
Jacks.     (See  also  Cranes,  Hoists 
and    Lifts.) 

American  Gen'l  Eng'g  Co. 

Brill  Co.,  The  J.   G. 

Buckeye  Jack  Mfg.  Co. 

Columbia  M.  Wks.   &  M.  I.  Co. 

Duff  Manufacturing  Co. 

Watson-Stlllman  Co. 
Joints,   Rail. 

Carnegie   Steel  Co. 

Falk   Co. 

Hadfleld's,  Ltd. 

Rail  Joint  Co. 

Track   Specialties   Co. 

Zelnicker  Supply  Co.,  W.  A. 
Journal  Boxes. 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Long  Co.,   E.  G. 

McCfulre-CummlngB    Mfg.    Co. 

Railway   Roller  Bearing  Co. 

S  K  F  Ball  Bearing  Co. 

Junction  Boxes. 

Standard    Underground    Cable 
Co. 
Laboratory. 

Little.  Arthur  D.,  Inc. 


Lamp   Guards  and    Fixtures. 
Anderson  M.    Co.,   A.   &   J.    M. 
Electric  Service  Supplies  Co. 
General  Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Westinghouse  Elec.  &  Mfg.  Co. 

Lamps,    Arc    and    Incandescent. 
(See    also    Headlights.) 
Anderson  M.  Co..  A.  &  J.  M. 
General  Electric  Co. 
Lord  Manufacturing  Co. 
Western   Electric  Co. 
Westinghouse  Elec.   &  M.   Co 
Westinghouse  Lamp  Co. 

Lamps,  Signal  and  Marker. 
Nichols-Lintem   Co. 
Ohio  Brass  Co. 

Lathes,  Car   Wheel. 

Niles-Bement-Pond  Co. 
Lifters,  Car  Step. 

Consolidated    (Jar    Fender    Co. 
Lightning   Protection. 

Anderson   M.   Co.,   A.    &  J.   M. 

Brach  Supply  Co.,  L.  S. 

Electric    Service    Supplies   Co. 

Garton  Co.,  W.  R. 

General  Electric  Co. 

Lord  Mfg.   Co. 

Newark  Engrg.   Mfg.   Co. 

Ohio   Brass  Co. 

Western  Electric  Co. 

Westinghouse    Elec.  &    M.  Co. 
Line  Material,     (See  also  Brack- 
ets,   Insulators,    Wires,   etc.) 

American  Gen'l  Eng'g  Co. 

Anderson   M.    Co.,   A.   &  J.    M 

Archbold-Brady   Co. 

Creaghead  Engineering  Co. 

Diamond  State  Fibre  Co. 

Dick.  Kerr  &  Co. 

Elec'l  Engrs.  Equipment  Co. 

Electric  Ry.  Equipment  Co. 

Electric    Service    Supplies    Co 

Garton  Co.,  W.   R. 

General  Electric  Co. 

Johns-Manville    Co.,    H.    W. 

Macallen  Co. 

Newark  Engrg.  Mfg.  Co. 

Ohio  Brass  Co. 

Western   Elec.    Co. 

Westinghouse   Elec.    &   M.    Co. 

White  Co.,  T.   C. 
Lock  Nuts.     (See   Nuts.) 
Lockers.    Metal. 

rCdwards  Co.,   Inc..   The  O.   M 
Locomotives,    Electric. 

Halrlwin  Locomotive  Works. 

ISrill  Co..  The  J.   G. 

General   Electric  Co. 

Internal    Combustion   Co. 

Jeffrey  Mfg.  Co. 

Jones'   Sons  Co.,  J.  M. 

McGuire-Cummings  Mfg.    Co. 

Westinghouse   Elec.   &    M.   Co. 
Lubricants.   Oil   iS.  Grease. 

Borne,   Scrymser  Co. 

Dearborn   Chemical  Co. 

Dixon  Crucible  Co.,  Jos. 

Galena-Signal  Oil  Co. 

Universal  Lubricating  Co. 
Lubricating    Engineers. 

Galena  .Signal  Oil  Co. 
Lumber.     (See  Poles,  Ties,  etc.) 

Machine   Tools, 
Niles-Bement-Pond    Co. 
Watson-Stillman  Co. 

Mats. 

Imperial   Rubber   Co. 

Johns-Manville    Co..    H.    W. 

Massachusetts  Chemical   Co 

Walpole   Tire   &   Rubber   Co 
Meters.      (See    Instruments.) 

Mica. 

Long  Co.,  E.  G. 

Macallen  Co. 

Mica  Insulator  Co. 
Motormen's  Seats. 

Klec.   Service   Supplies  Co. 

Wood  Co.,  Chas.  N. 
Motors,    Electric. 

Allis-Chalmers  Mfg.   Co. 

Dick,   Kerr  &  Co, 

General  Electric  Co, 

National   Brake  &  Elec.  Co. 

Western   Electric  Co. 

Westinghouse   Elec.    &   M.    Co. 

Nuts  and  Bolts. 

Allis-Chalmers  Mfg.   Co. 

Barbour-Stockwell  Co. 

Long  Co.,  E.  G. 

Standard  Motor  Truck  Co. 

U.  S.  Metal  &  Mfg.  Co. 
Oils,      (See   Lubricants.) 


Oscillators,  Signal. 

Protective  Signal  Mfg.  Co. 
Ozonators. 

General  Electric  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 

Packing. 

Diamond  State  Ii^bre  Co. 

Electric  Service  Supplies  Co. 

Garton  Co.,  W.   R. 

Imperial   Rubber  Co. 

Jobns-Manville  Co.,  H.  W. 

Post   &  Co.,   E.   L. 

Power    Specialty   Co. 
Padlocks. 

Edwards  Co.,   Inc.,   The   O.   M. 
Paints  and  Varnishes.     (Insulat- 
ing.) 

General  Electric  Co. 

Imperial  Rubber  <Jo. 

Johns-Manville   Co.,   H.    W. 

Long  Co.,    E.   G. 

Massachusetts  Chemical   Co. 

Mica  Insulator  Co. 

Sherwin-Williams  Co. 

Standard  Paint  Co. 

Standard  Varnish  Works. 

Sterling  Varnish  Co. 

Walpole  Tire  &  Rubber  Co. 
Paints     and     Varnishes.       (Pre- 
servative.) 

Dixon  Crucible  Co.,  Jos. 

Johns-Manville  Co.,  H.  W. 

Long  Co.,   E.  G. 

Massachusetts   Chemical  Co. 

Sherwin-Williams  Co. 

Standard   Paint  Co. 

Sterling  Varnish  Co. 

Walpole  Tire  &  Rubber  Co. 
Paints  and  Varnishes  for  Wood- 
work. 

Massachusetts  Chemical   Co. 

Sl'i-erwin-Williams  Co. 

Wiilpole  Tire  &  Rubber  Co. 
Park  Attractions. 

Este  Co.,  The  J.  D. 
Paving   Material. 

Am.   Brake  Shoe  &  Fdy.  Co. 

Barrett   Mfg.    Co. 

International  Creo.  &  Con.  Co. 

U.   S.  Metal  &  Mfg.  Co. 
Paving    Pitch. 

Barrett   Mfg.    Co. 
Pickups,   Trolley   Wire. 

Electric  Sei'vice  Supplies  Co. 

Ohio  Brass  Co. 
Pinion   Pullers. 

American  General  Eng.   Co. 

Columbia  Mach.   Wks.  &  M.   I. 
Co. 

General  Electric  Co. 

Wood  Co.,  Chas,  N. 
Pinions,  (See  Gears.) 
Pins,  Wood  &   Iron, 

Elec.    Service  Supplies  Co. 

National  Tube  Co, 

Ohio  Brass  Co, 
Pipe. 

.\ationaI  Tube  Co. 
Pice   Fittings. 

National   Tube    Co. 

Power   Specialty  Co. 

Standard   Steel  Works  Co. 

Wat.son-Stillnian    Co. 
Planers.      (See    Machine   Tools.) 
Platforms,    Extension,    Car. 

Edwards  Co.,   Inc.,    The  O.   M. 
Poles,  Metal  Street, 

Electric  Ry.  Equipment  Co. 

Garton   Co.,   W,   R. 

National  Tube  Co. 

Poles,     Ties,     Posts,     Piling     and 
Lumber. 

Garton  Co..  W,   R, 

International  Creo.  &  Con.  Co. 

I..indsley  Bros.   Co. 

Page  &  Hill  Co. 

Valentine-Clark  Co. 

Western  Electric  Co, 
Poles  and  Ties,  Treated. 

International  Creo,  &  Con.  Co. 

Lindslev  Bi-os.  Co. 

Page  &   Hill  Co. 

^■alentine-ClaI•k  Co, 

^\'estern  Electric  Co, 
Poles,   Trolley. 

Anderson   M.    Co,.    A,    &  J,    M 

Bayonet  Trolley  Harp  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec,   Service  Supplies  Co. 

Garton  Co,.  W,   R. 

Long  Co,,   E,  O. 

Lord  Manufacturing  Co. 

National  Tube  Co. 

Nuttall  Co.,  R.   D, 


Potheads. 

Okonite  Co.,   The. 
Pressure   Regulators. 

General  Electric  Co. 

Ohio   Brass  Co. 
Pumps. 

Allis-Chalmers  Mfg.   Co, 

Watson-Stillman  Co. 
Punches,  Ticket. 

.^m.   Itailway  Supply  Co. 

Bonney-Vehslage  Tool  Co. 

International    Register    Co, 

Lord    Manufacturing    Co. 

Stowe   Railway    Punch  Co. 

Wood    Co,,    Chas.    N, 

Woodman  Mfg,  &  Sup.  Co.,  R. 
Punching    Machinery. 

Watson-Stillman   Co. 
Rail    Grinders.      (See    Grinders.) 
Rail  Welding.     (See  Brazing  and 

Welding    Processes.) 
Ralls,   New. 

Cambria  Steel  Co. 
Rails,    Relaying. 

Zelnicker   Supply   Co.,    W.    A. 
Rattan. 

Brill  Co..   The  J.   G. 

Electric  Service  Supplies  Co. 

Hale  &  Kilburn  Co. 

Jewett   Car   Co. 

McGuire-Cummings   Mfg,   Co. 

St.    Louis   Car  Co. 
Registers  and  Fittings. 

Brill   Co.,   J.   G. 

Cincinnati  Car  Co. 

Dayton    Fare   Recorder   Co. 

Electric   Service   Supplies  Co. 

International   Register   Co. 

Long  Co.,  E,  G, 

New  Haven  Trolley  Sup.  Co. 

Ohmer  Fare  Register  Co. 

Rooke  Auto,  Register  Co. 
Reinforcement,  Concrete. 

American  Steel  &  Wire  Co. 
Relays. 

I'rotective  Signal  Mfg.  Co. 
Repair    Shop    Appliances.      (See 

also   Coil,    Banding   and   Wind- 
ing  Machinery.) 

American   Gen'l    Eng'g   Co. 

Columbia  M.   W.  &  M.   I.  Co.    J 

Elec.    Service   Supplies  Co. 
Repair  Work.      (See  also  Coils.) 

(Cleveland  Armature  Works. 

Columbia  M,  W.  &  M,  I.  Co 

Electric  Operations   Co. 

General   Electric   Co. 

Westinghouse  Elec,  &  M,  I'ci 
Replacers,   Car. 

Columbia  M,  W,  &  M.  I.  Co. 

Elec.   Service   Supplies  Co. 

U.  S.  Metal  &  Mfg.  Co. 
Resistances.  Wire  and  Tube. 

General   Electric  Co. 

Western   Electric   Co. 

Westinghouse  Elec.   &  M.  Co. 
Retrievers,  Trolley.     (See  Catch- 
ers and   Retrievers,  Trolley.) 
Rheostats. 

General  Electric  Co. 

Mica  Insulator  Co, 

Westinghouse  Elec.  &  Mfg.  t'c 
Roofing,    BtJilding. 

Johns-Manville  Co.,  H.  W, 

Standard  Paint  Co. 
Roofing,  Car. 

Boyle  &  Co.,  Inc.,  John. 

Johns-Manville  Co.,   H.   W, 

Keyes  Products  Co, 

Pantasote    Co. 
Rubber   Specialties. 

Imperial  Rubber  Co, 

Massachusetts    Chemical    Co. 

Walpole  Tire  &  Rubber  Co, 

Rubbing    Cloth. 

Boyle  &  Co.,  Inc.,  John. 
Sand   Blasts. 

Curtis  &  Co.,  Mfg,  Co. 
Sanders,  Track. 

Brill  C;o,,  The  J,  G. 

Cleveland  Fare  Box  Co, 

Electric  Service  Supplies  Co, 

Jewett  Car  Co. 

Jones'  Sons  Co.,  J.  M. 

Lord  Manufacturing  Co. 

McGuire-Cummings   Mfg. 

Nlchols-Llntern  Co. 

Ohio  Brass  Co. 

St,  Louis  Car  Co. 
Sash  Fixtures,  Car, 

Brill  Co.,  The  J.  G. 

Edwards  Co.,  Inc.,  The  O. 


February  6,  1915] 

f;i    . — 1 — _-i 


ELECTRIC    RAILWAY    JOURNAL 


I 

I 

T 


University  Avenue  S,   E.,  Minneapolis,  Minn.     Creosote  Blocks  lilled  witli  liarrelt's  Paving  Pitch 

Adds  to  the  Life  of  Wood  Block  Pavements 


/^REOSOTED  wood  block  pavement  on 
^-^  a  concrete  foundation  forms  a  very 
durable  and  satisfactory  pavement.  The 
creosote  saturation  prevents  decay  in  the 
wood,  but  it  does  not  prevent  the  expansion 
of  the  wood  when  wet.  Laboratory  experi- 
ments and  service  tests  have  indicated  that, 
no  matter  how  thoroughly  creosoted,  the 
wood  fibre  still  retains  some  capacity  for 
absorbing  moisture. 

To  be  sure,  most  of  the  rain  will  quickly 
run  off  a  wood  block  pavement  and  the  sur- 
face will  be  dry  in  a  very  short  time.  This, 
however,  is  because  the  surface  of  the  wood 
block  pavement  gets  pounded  down  and  be- 
comes very  hard  and  compact,  and  thus  is 
armored  against  the  intrusion  of  water  at 
that  point. 

There  is,  however,  no  such  compacting  pro- 
cess going  on  at  the  base  of  the  block,  and 
the  water  which  finds  its  way  down  there 
is  absorbed  by  the  wood  and  a  certain 
amount  of  expansion  is  set  up.  This  neces- 
sitates expansion  joints,  which  are  always 
troublesome  affairs,  and   which  are  bv  no 


means  always  successful. 
The  ideal  remedy  is  to  prevent  the  expan- 
sion altogether  by  protecting  the  block  abso- 
lutely from  water  at  the  sides  and  bottom 
of  the  block.  This  can  be  done  with  Pitch 
Filler.  Pitch  will  adhere  tightly  to  the  wood 
at  all  times  of  the  year  and  at  all  tempera- 
tures. Sand  filler,  of  course,  has  no  water- 
resisting  capacity,  while  asphalt  filler  does 
not  cling  to  creosoted  wood  as  well  as  pitch, 
which,  being  of  kindred  nature,  will  unite 
and  form  a  homogeneous  compound  with 
such  creosote  oil  as  may  exude  on  the  sur- 
face of  the  block. 

The  favorite  method  of  using  Pitch  Filler 
with  wood  block  is  to  pour  it  on  the  surface 
and  work  it  into  the  joints  by  the  use  of 
squeegees.  This,  for  example,  is  the  prac- 
tice in  Minneapolis,  which  has  the  largest 
area  of  wood  block  pavement  of  any  city 
of  the  United  States.  It  is  also  the  common 
practice  in  London,  which  has  300  miles  of 
wood  block  pavetrient. 

Booklet  telling:  all  about  Paving  Pitch  free 
on  request.     Address  our  nearest  office. 


BARRETT  MANUFACTURING  COMPANY 

NEW    YORK        CHICAGO         PHILADELPHIA        BOSTON        ST.  LOUIS       CLEVELAND 
CINCINNATI  PITTSBURGH  DETROIT  BIRMINGHAM  KANSAS      CITY 

MINNEAPOLIS  SALT  LAKE  CITY         SEATTLE 


i^— r 


1^1-1"     1 


!        I 


'm'-^ 


1~-T 


(Sash,  Metal,  Car  Window  to  Wrenches,  Track) 


[February  6,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Sash,   Metal,   Car  Window. 
Edwards  Co.,  Inc.,  The  O.  M. 
Hale  &  Kilburn  Co. 

Scrapers,    Track.    (See    Cleaners 
and   Scrapers,   Track.) 

Seating     Materials.        (See     also 
Rattan.) 
Dupont  Fabrikoid  Co. 
Pantasote  Co. 

Seats,  Car. 

Brill  Co.,  The  J.  G. 

Hale  &  Kilburn  Co. 

Jewett  Car  Co. 

Peters  &  Co.,  G.  D. 

St.  Louis  Car  Co. 
Second-hand   Equipment. 

(See  pages  114,  115) 
Shade  Rollers. 

Edwards  Co.,  Inc.,  The  O.  M. 

Hartshorn  Co.,  Stewart. 
Shades,  Vestibule. 

Brill  Co.,  The  J.  G. 

Electric  Service  Supplies  Co. 
Shovels,  Power. 

Allis-Chalmers  Mfg.  Co. 

Thew  Auto  Shovel  Co. 
Signal  Systems,  Block. 

l^'ederal  Signal  Co. 

Hoeschen  Mfg.  Co. 

Northey-Simmen  Sig.   Co. 

Simmen     Automatic     Railway 
Signal  Co. 

Street  Railway  Signal  Co. 

Union  Switch  &  Signal  Co. 

U.  S.  Electric  Signal  Co. 

Western  Electric  Co. 

Wood  Co.,  Chas.  N. 
Signals,  Car  Marker. 

Xichols-Lintern  Co. 
Signals,   Highway  Crossing. 

Brach  Supply  Co.,  L.  S. 

Cook  Railway  Signal  Co. 

Elec.  .Service  Supplies  Co. 

Hoeschen  Mfg.  Co. 

Ohio  Signal  Co. 

Protective  Signal  Mfg.  Co. 

U.  S.  Electric  Signal  Co. 
Signs,  Car  and  Track. 

Columbia  M.  W.  &  M.  I.  Co. 

Creaghead  Engineering  Co. 

Elec.  Service  Supplies  Co. 

Western  Electric  Co. 
Skids,  Car. 

Garton  Co.,  W.  R. 

Lord  Manufacturing  Co. 

Skylights. 

National  Ventilating  Co. 
Slack  Adjusters. 

(See  Brake  Adjusters.) 
Sleet  Wheels  and  Cutters. 

American  General  Eng'g  Co. 

Anderson  Mfg.  Co.,  A.  &  J.  M. 

Bayonet  Trolley  Harp  Co. 

Bonney-Vehslage  Tool  Co. 

Garton  Co.,  W.  R. 

Nuttall  Co.,  R.  D. 
Smoke  Jackets. 

Auto  Utilities  Co. 
Snow. Plows,    Sweepers    and 
Brooms. 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Consolidated  Car  Fender  Co. 

McGuire-Cummings   Mfg.    Co. 
Soaps. 

Sherwin-Williams  Co. 
Solder  and  Solder  Flux. 

Lord  Manufacturing  Co. 

Westinghouae  Elec.  &  Mfg.  Co. 
Speed  Indicators. 

Johns-Manville  Co.,  H.  W. 

Woodman  Mfg.  &  Sup.  Co.,  R. 
Spikes. 

American  Steel  &  Wire  Co. 
Splicing  Compounds. 

American  Oen'l  l':ng*g  Co. 

Imperial  Rubber  Co. 

Johns-Manville  Co.,  H.  W. 

Massachusetts  Chemical  Co. 

Walpolft  Tire  &  Rubber  Co. 

Westlnghouse  Elec.  &  Mfg.  Co. 
Splicing   Sleeves.       (See   Clamps 
and  Connectors.) 


Springs. 

American  Steel  &  Wire  Co. 

McGuire-Cummings  Mfg.  Co. 
Springs,  Car  &  Truck. 

American  Steel  &  Wire  Co. 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Jones'  Sons  Co.,  J.  M. 

Long  Co.,  E.  G. 

Niles  Car  &  Mfg.  Co. 

Standard  Steel  Works  Co. 

Taylor  Elec.  Truck  Co. 

Union  Spring  &  Mfg.  Co. 
Sprinklers,  Track  &  Road. 

Brill  Co.,  The  J.  G. 

McGuire-Cummings  ilfg.  Co. 

St.  Louis  Car  Co. 
Steel  Ties. 

International  Steel  Tie  Co. 
Steps,  Car. 

Am.  Mason  Safety  Tread  Co. 

Universal  Safety  Tread  Co. 
Stokers,  Mechanical. 

Babcock  &  Wilcox  Co. 

Green  Eng.  Co. 

Jeffrey  Mfg.  Co. 

Murphy  Iron  Works. 

Westlnghouse  Machine  Co. 
Storage     Batteries.       (See     Bat- 
teries, Storage.) 
Straps,  Car,  Sanitary. 

Railway  Improvement  Co. 
Strike  Breakers. 

Drummond's  Det.  Agency. 
Structural    Iron.      (See    Bridges.) 
Superheaters. 

Babcock  &  Wilcox  Co. 

Power  Specialty  Co. 
Sweepers,     Snow.       (See     Snow 
Plows,  Sweepers  &  Brooms.) 
Switchboard  Mats. 

Imperial  Rubber  Co. 

Massachusetts  Chemical  Co. 

Walpole  Tire  &  Rubber  Co. 

Western  Electric  Co. 
Switch  Stands. 

Kilby  Frog  &  Switch  Co. 

Ramapo  Iron  Works. 

Weir  Frog  Co. 
Switches,  Automatic. 

Railway  Materials  Co. 

U.   S.  Electric  Signal  Co. 

Western  Electric  Co. 
Switches,    Track.      (See    Track, 
Special  Work.) 

Switches  &  Switchboards. 

Allis-Clialmers  Mfg.  Co. 

Anderson  M.  Co.,  A.  &  J.  M. 

Cutter  Electrical  &  Mfg.  Co. 

Elec'l  Engrs.  Equipment  Co. 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Nichols-Lintern  Co. 

Western  Electric  Co. 

Westlnghouse  E.  &  M.  Co. 
Tape,  Friction. 

Lord  Manufacturing  Co. 
Tapes  and  Cloths.     (See  Insulat- 
ing Cloths,  Paper  and  Tape.) 
Telephones  and   Parts. 

Electric  Service  Supplies  Co. 

Lord  Manufacturing  Co. 

Western  Electric  Co. 
Terminals,  Cable. 

Standard    Underground    Cable 
Co. 
Testing,  Electrical. 

Hunt  &  Co.,  Robert  W. 
Testing   Instruments.       (See  In- 
struments,   Electrical    Meas- 
uring, Testing,  etc.) 
Thermostats. 

Railway  Utility  Co. 
Tickets  and  Transfers. 

American  Ry.  Supply  Co. 
Ties  and  Tie  Rods,  Steel. 

American  Bridge  Co. 

Barbour-Stockwell  Co. 

Carnegie  Steel  Co. 
Tie  Plates. 

Cambria  Steel  Co. 
Ties,   Wood   Cross.      (See   Poles, 
Ties,  Posts,  Etc.) 


Tools,  Track  &  Miscellaneous. 

American  Gen'l  Eng'g  Co. 
American  Steel  &  Wire  Co. 
Columbia  M.  Wks.  &  M.  I.  Co. 
Electric  .Service  Supplies  Co. 
Johns-Manville  Co.,  H.  W. 
Klein  &  Sons,  Mathias. 
Prest-O-Lite  Co.,  Inc.,  The. 
Railway  Track-work  Co. 

Towers    &    Transmission    Struc- 
tures. 

American  Bridge  Co. 

Archbold-Brady  Co. 

Westlnghouse  Elec.  &  Mfg.  Co. 
Track,  Special  Work. 

American  Frog  &  Switch  Co. 

Barbour-Stockwell  Co. 

Cincinnati  Frog  &  Switch  Co. 

Cleveland  Prog  &  Cross.  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Falk  Co. 

HadHeld's,  Ltd. 

Kilby  Frog  &  Switch  Co. 

New  York  Sw.  &  Cross.  Co. 

Ramapo  Iron  Works. 

St.  Louis  Steel  Fdy. 

Track  Specialties  Co. 

Weir  Frog  Co. 
Transfer  Issuing  Machines 

Ohmer  Fare  Register  Co. 
Transfers.     (See  Tickets.) 
Transfer  Tables. 

American  Bridge  Co. 

Arclibold-Brady  Co. 

Nichols  &  Bro.,  G.  P. 
Transformers. 

Allis-Chalmers  Mfg.  Co. 

General  Electric  Co. 

National  Brake  &  Elec.  Co. 

Western  Elec.  Co. 

Westlnghouse  E.  &  M.  Co. 
Trap   Doors. 

Edwards  Co.,   Inc.,   Tlie  O.   M. 
Treads,  Safety,  Stairs  Car  Step. 

Am.  Mason  Safety  Tread  Co. 

Garton  Co.,  W.  R, 

Imperial  Rubber  Co. 

Universal  Safety  Tread  Co. 
Trolley  Bases. 

Anderson  M.  Co.,  A.  &  J.  M. 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

Holland  Trolley  Supply  Co. 

Lord  Manufacturing  Co. 

Nuttall  Co.,  R.  D. 

Ohio  Brass  Co. 

Trolley  Supply  Co. 

Wasson  Eng'g.    &   Supply   Co., 
The. 

Trolleys  &  Trolley  Systems. 

Curtis  &  Co.  Mfg.  Co. 
Trolley    Wheels.       (See    Wheels, 

Trolley.) 
Trucks,  Car. 

Baldwin  Locomotive  Works. 

Bemis  Car  Truck  Co. 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Long  Co.,  E.  G. 

McGuire-Cummings  Mfg.  Co. 

Niles  Car  &  Mfg.  Co. 

St.  Louis  Car  Co. 

Standard  Motor  Truck  Co. 

Taylor  Elec.  Truck  Co. 
Tubing,  Steel. 

National  Tube  Co. 
Turbines,  Steam. 

Allis-Chalmers  Mfg.  Co. 

General  Electric  Co. 

Western  Electric  Co. 

Westlnghouse  Machine  Co. 
Turbines,  Water. 

Allis-Chalmers  Mfg.  Co. 
Union  Couplings. 

National  Tube  Co. 
Vacuum   Drying  &  Impregnating 
Apparatus. 

Allis-Chalmers  Mfg.  Co. 

Electric  Operations  Co. 
Valves. 

Edwards  Co..  Inc.,  The  O.  M. 

National  Tube  Co. 
Vanadium    Steel. 

American  Vanadium  Co. 
Varnishes.      (See   Paints,  etc.) 


Ventilators,    Building. 

National  Ventilating  Co. 
Ventilators.   Car. 

Auto  Utilities  Co. 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Glolie  Ventilator  Co. 

Nichols-Lintern  Co. 

Perry  Ventilator  Co. 

Railway  Utility  Co. 

St.  Louis  Car  Co. 
Vestibules,  Portable. 

Brill  Co.,  The  J.  G. 

Voltmeters.     (See   Instruments.) 
Washers. 

Diamond  State  Fibre  Co. 
Gi-apliite  Lubricating  Co. 
Waste  Boxes. 

Garton  Co.,  W.  R. 
Welding,      Car     Wheels,      Truck 
Frames,      Ralls,      etc.       (See 
Brazing    and    Welding    Proc- 
esses.) 

Wheel    Gauges.      (See    Hydraul- 

agraphs.) 
Wheel  Guards.      (See   Fenders  & 

Wheel  Guards.) 
Wheel     Presses.      (See     Machine 

Tools.) 

Wheels,  Car,  Cast  Iron. 

Assn.    of  Mtrs.   of   Chilled  Car 

Wheels. 
Bemis  Car  Truck  Co. 
Griffin  Wheel  Co. 
Hadfleld's,  Ltd. 
Long  Co.,  E.  G. 

Wheels,     Car,    Steel     and     Steel 
Tired. 

Bemis  Car  Truck  Co. 

Carnegie  Steel  Co. 

Hadfleld's,  Ltd. 

Standard  Steel  Works  Co. 
Wheels,  Trolley. 

American  Gen'l  Eng'g  Co. 

Anderson  M.  Co.,  A.  &  J. 

Bayonet  Trolley  Harp  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.  Service  Supplies  Co. 

Garton  Co.,  W.  R. 

General  Electric  Co. 

Graphite  Lubricating  Co. 

Hensley  Trolley  &  Mfg.  Co. 

Johns-Manville  Co.,  H.  W. 

Long  Co..  E.  G. 

Lord  Manufacturing  Co. 

More-Jones  Brass  &  M.  Co. 

New  Haven  Trolley  Sup.  Co. 

Nuttall  Co.,  R.  D. 

Star  Brass  Works. 

Universal  Trolley  Wheel  Co 
Whistles,  Air. 

General  Electric  Co. 

Ohio  Brass  Co. 
Winding    Machines.       (See    Coll, 
Banding    and    Winding    Ma- 
chines.) 
Window  Operating  Devices.  (See! 
Sash    Operating    Apparatus.)! 
Wire  Rope. 

American  Steel  &  Wire  Co. 
Wires  and  Cables. 

Aluminum  Co.  of  America. 

American  Electrical  Works 

American  Steel  &  Wire  Co. 

Bridgeport  Brass  Co. 

D  &   W  Fuse   Co. 

Garton  Co.,   W.   R. 

General  Electric  Co. 

Okonite  Co.,  The. 

Roebling's  Sons  Co.,  John  _ 

Standard    Underground    Cal 
Co. 

Western  Electric  Co. 

Westlnghouse   Elec.    &   M. 
Wood  Preservatives. 

Barrett  Mfg.  Co. 

International  Creo.  &  Con.  Co 

Ijiiulsle.v  Bros.  Co. 

Northeastern  Co.,  The. 

Sherwin-Williams  Co. 

Valentine-Clark  Co. 
Woodworking   Machinery. 

Allis-Chalmers  Mfg.  Co. 
Wrenches,  Track. 

Jeffrey  Mfg.  Co. 


k  .... 

Ctnalng  RolUr 

"3 

^m^ 

•>■>  Ih*  nini« 

or               , 

m»nufacIufBf. 

SUWART 

HARTSHORN 

<n|^^ 

InicrrvtonlatMl 

^^ 

HARTSHORNS  .SPECIAL  CAR^ROLLEl 

f  or  .itrect  and  stcani   railway  car*.     Ilrackcli  aultaMc 
tiaiiae.i  uf  titling*.   I'srd  th«  world  over,  r.'h«rc\«r  car*  ai 

STEWART  HARTSHORN  CO.,  onioK  and  Faciorr:  E.  Newark,  I 
NEW  tOrK:   383  latiT«lle  St,         CHlCiao  :   .118-344  Wibiih  A<r| 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


It^s  all  cast  in 
One  Piece 

No  Bushing 
Necessary 

And  it's  made  of 
RESISTO 
BRONZE ! 


Those  are  some  of  the  reasons  for  the 

SERVICE,  DURABILITY  and 

ECONOMY  of  the 

HENSLEY  Trolley  Wheels 

Resisto  Bronze  is  a  tough,  long-lived  metal  which  gives  maxi- 
mvmi  length  of  service  with  least  wear  on  the  trolley  wire. 

The   pitrity   of   metal    we   use    reduces   arcing   and   the  con- 
sequent     burning  up"   to   a  minimum. 

^,7',"^. '"'"■''^''"8   cavity   is   in   the  hub  of  wheel   and   can  be 
filled    in    3    seconds. 

The  lubrication  is  of  the  "forced  feed"  method  not  "drip." 

The    Hensley    Trclley    Wheel    is    ex|)ertly    molded    to   guard 
against  imperfections,  lack  of  symmetry  and  imperfect  balance. 

Maue    m    any    desired    diameter    with    any    width,   shape    or 
depth  of  groove  and  to  fit  our  own  harps  or  any  other. 

Write  for  catalog. 

Hensley  Trolley  &  Mfg.  Co.       Detroit,  Mich. 


More-Jones  Specialties 

Trolley  Wheels  and  Harps,  Contact  Springs, 
Motor  Axle  Bearings,  Armature  Bearings, 
Truck  Journal  Bearings,  Air  Compressor  Bear- 
ings, Armature  Babbitt  Metal  and  similar 
products. 

More-Jones  Brass  &  Metal  Company 

ST.  LOUIS,  MO. 


Effective 
Ventilation 
Costs  Little 


"How  much"  you  pay  for  a  ventilator  does  not  de- 
termine its  effectiveness.  Simple,  inexpensive  means 
oftentimes  are  best.     So  with 

"GLOBE"  VENTILATORS 

First  cost  is  last  cost.  Nothing  to  become  disar- 
ranged.    No  upkeep  expense.     Get  our  proposition. 

GLOBE  VENTILATOR  CO.,  Troy,  N.  Y. 

6S71 


Insulation 


We  manufacture  insulating  var- 
nishes, compounds  and  tapes  for 
specific  purposes.  The  following 
is  a  partial  list: 

Clear  and  Black  Baking  Var- 
nishes for  armature  and  field  coils, 
transformers  and  magnet  coils, 
where  high  insulation  is  required. 

Black    Air-Drying    Varnish    for 

quick  repairs  to  dynamos,  motors 
and  taped  connections,  for  feed 
wires,  overhead  and  underground 
work,  and  for  car  motor  leads. 

Black  Finishing  Varnish,  a  quick- 
drying,  absolutely  oil-proof  spirit 
varnish. 

Electrical  Compounds  for  switch- 
boards, junction  boxes,  under- 
ground cables,  etc. 

P&B  Insulating  Tape,  the  most 
durable  weather-proof  tape  made. 

For  thirty-one  years  P&B  insu- 
lation has  been  standard,  and 
electrical  engineers  have  given 
their  approval  and  preference 
to 


Weatherproof  Tape 
Insulating  Compound 
Baking  Varnishes 
Air-Drying     Varnishes 
Solid  Compounds 


greatest 
Trade-Marks 

The  Standard  F»alnt  Company- 

I     100  William  Street,  New  York  BOSTON   CHICAGO  DENVER         I 


ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


I  ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 

t  NOTICE  TO  ADVERTISERS  : 

PrtntlnK  b«srfn«  on  Toesday  of  each  week.  I       to  Wednesday  noon  can  appear  In  the  Issue  of  that  we«k.  but  ma 

Changrea  of  copy  received  up  to  10  A.   M.   Monday  will  ai>-      |        proofs  can   be  shown, 
pear  in   the  issue  of  the  following  week,  but  no  proofs  can  be  sub-       j  If   proofs    before   printing;  are  required,   changes  of  copT 

mltted   for  OK   before  publication.  and  copy  for  new  adTertisements  must  be  in  our  hands  10  days  In 

NeTT    AdrertlsenientM    (not    changes    of    copy)    receired    np      j        ndrance  of   the  date   of  publication. 

(An  asterisk   •  indicates  advertisements  appearing  in  the  International  Edition  only.) 


A 

Page 

Albany   Southern   R.    R.    Co 114 

Allis-Chalmers   Mfg.    Co 32 

-Muminum  Co.  of  America 47 

Amer,  Brake  Shoe  &  Fdry.  Co..    59 

American    Bridge    Co 45 

American    Car    Co 127 

.^merican    Electrical    Works 22 

American  Frog  &  Switch   Co....    50 
American    General    Eng'g    Co...    52 

American  Mason  S.  T.  Co 56 

American   Railway   Supply  Co...   55 

.American    Rolling   Mill   Co 13 

.American   Steel  &  Wire  Co 49 

American    Vanadium    Co 32 

American  Vulcanized  Fibre  Co.  .    51 

.\nchor  Webbing   Co 52 

-Anderson    Brake   Adj.    Co 59 

Anderson  Mfg.  Co.,  A.  &  J.  M..   46 

-Archbold-Brady    Co 48 

Archer    &    Baldwin 115 

Arnold    Co.,  The 44 

Assn.    of    Mfrs.    of    Chilled    Car 

Wheels    74 

Atlas   Metal   Works 13 

Auto  Utilities  Mfg.   Co 100 


B 

Babcock  &  Wilcox  Co 51 

Baldwin  Locomotive  Works,  The  68 

Barbour-Stockwell    Co 28 

Bark  River  Bridge  &  Culv.  Co..    13 

Barrett   Mfg.   Co 46,   !21 

Bayonet  Trolley  Harp  Co 61 

Bemis  Car  Truck  Co 76 

Bliss  Co.,  E.   W 59 

Bonney-Veh-sIage    Tool    Co 33 

Borne-Scrymser    Co 52 

Boyle  &  Co.,  Inc.,  Tohn 110 

Brach   Supply  Co.,  L.   S 47 

Bridgeport    Brass    Co 11 

Brill  Co.,  The  J.  G 127 

Brown   Hoisting  Machinery  Co..    10 

Buckeye  Jack   Mfg.    Co 119 

Burch.  Edw.   P 45 

Byllesby  &  Co.,  H.   M 44 


C 

California   Corr.   Culv.   Co 13 

Cambria   Steel   Co 28 

Cameron   Electrical    Mfg.   Co 53 

Canton  Culvert  &■  Silo  Co 49 

Carnegie  Steel  Co 29 

Cincinnati    Car    Co 94 

Cincinnati  Frog  &  Switch  Co....    50 

Cleveland    Armature   Works 114 

Cleveland  Fare  Box  Co 56 

Cleveland   Frog  &  Crossing  Co.  .    50 

Coal  &  Iron  National    Bank 45 

Coast  Culvert   &   Flume   Co 13 

Collier,  Inc.,   Barron   G 125 

Columbia  M.  W.  &  M.  I.  Co 111 

Consolidated  Car  Fender  Co....  102 
Consolidated  Car-HeaHng  Co.  . .  89 
Cook  Railway  Signal  Co.,  The...   24 

Cooper   Heater  Co.,  The 55 

Corrugated    Culvert    Co 13 

Creaghead    P^ngineering  Co 62 

Curtain  Supply  Co.,  The 95 

Curtis  &  Co.  Mfg.  Co 50 

Cutter    Co 51 


D 

D  &  W  Fuse  Co 55 

Davis-Bournonville    Co 21 

Oayton    Fare    Recorder   Co 98 

Dearborn    Chemical    Co 51 

Delaware  Metal  Culvert  Co 13 

Diamond    State    Fibre   Co 51 

•Dick,  Kerr  &  Co A 

Dixie   Culvert    &    Metal    Co 13 

Dixon   Crucible   Co..   Joseph 30 

Drouve   Co.,   The   G 117 

Drum  &  Co.,  A.   L 44 

Drummond's    Detective    Aeency.  45 

Duff  Manufacturing  Co.,  The...  53 

Dupont    Fabrikoid    Co 73 


E 

Eclipse  Railway   Supply   Co 57 

Economy  Fuse  &  Mfg.  Co 52 

Edison   Storage   Battery   Co 60 


Page 
Edwards  Co.,  Inc.,  The  O.  M.  .  .   88 

Elastic  Tip  Co 119 

Electric    Equipment    Co 115 

Electric  Operations  Co 20 

Electric  Railway  Equipment  Co.  .   26 

Electric  Railway  Imp.   Co 14 

Electric    Railway   Journal 3,    6 

Electric  Service  Supplies  Co....  71 
Electric  Storage  Battery  Co....  60 
Electrical  Engineers  Equip.   Co..   48 

Este   Co.,   The   T.   D 17 

Esterline    Co.,   'The 104 

Etter,  Chas.   F 46 


F 

Falk     Co 16 

Federal  Signal  Co 49 

Fibre   Conduit   Co 23 

Fonger    Fender   Co 72 

Ford,  Bacon  &  Davis 44 

P'ord  Chain  Block  &  Mfg.  Co...  30 

"For   Sale"   .Ads 114,   115 


G 

Galena  Signal   Oil  Co 126 

Gardner    &    Co 33 

Garton  Co.,  W.  R 49 

General  Electric  Co.  .34,  Back  Covet 

Globe    Ventilator    Co 123 

Goldschmidt  Thermit  Co 15 

Graphite    Lubricating    Co 101 

Green    Eng'g   Co 52 

^^reims  Corporation,  H.  F 44 

GrifRn  Wheel  Co 65 

Cri^woM  Mach.  Co..  G.  M 115 

GuHck-Henderson    Co 44 


H 

•Hadfields.    Ltd D 

T'ale  &  Kilburn  Cn 56 

IT.-Isey  &  Co.,  N.  W 44 

I'ardcstv   Mfg.    Co.,    R n 

TTarthsorn   Co..   Stewart 122 

"Ilelo    Wanted"    .Ads 115 

Hemingray   Ci'ass  Co 47 

Ilerslev  Trolley  H:  Mfg.  Co 123 

Herrick,  .Albert   B 44 

Hoeschen   Mfg.   Co 24 

Hope  Webbing  Co 52 

Hovey.  M.   H 45 

Hunt  &  Co.,  Robert  W 44 


r 

Illinois  Corrugated  Metal  Co....  13 

Tmnerial    Rubber  Co 53 

Independence   Corr.    Culv.    Co...  13 

Tnternational  Creo.  &  Con.  Co..  .  46 

International  Register  Co..  The.  .  56 

Tnternatioral   Steel  Tie  Co 112 

Iowa   Pure   Iron    Culv.   Co 13 


J 

Tackson,  D.  C„  &  Wm.  B 4-« 

leandron.   W.   J 63 

Teffrev  Mfg.  Co 52 

Tewett  Car  Co 6H 

"•olm-s-Manville  Co.,   H.   W.. 2=. 

Johnson,   Chas.   F 114 

Tohnson  Fare  Box  Co 9^ 

Jones'  Son.s'  Co.,  J.  M 60 


K 

Kentucky  Culvert  Co 13 

Kerschner   Co.,    Ire 114 

Kilby   Frog  &•   Switch  Co 50 

Kinnear  Mfg.  Co 54 

Klein  &  Sons,  M 49 

Kuhlman  Car  Co.,  G.  C 127 


L 

Page 

Le  Carbone  Co 63 

Lee-Arnett    Co 13 

Lindsley    Bros.    Co 46 

Little.    Arthur    D.,    Inc 7 

Lone    Star    Culvert  Co 13 

Long   Co.,    E.    G £0 

Lord    Manufacturing   Co 107 

Lyle   Corrugated   Culv.    Co 13 


M 

McGraw-Hill  Book  Co 19 

McGuire-Cummings  Mfg.  Co....  113 

Macallen   Co.,   The    27 

MacGovern   &  Co.,    Inc 114 

Marsh  &  McLennan    46 

Massachusetts     Chemical    Co.  ...  119 

Mica    Insulator    Co 54 

Micliigan   Bridge   &   Pipe   Co....    13 

Montana    Culvert    Co 13 

More-Jones  Brass  &  Metal  Co...  123 

Morgan    Crucible    Co 117 

Murphy    Iron    Works 52 


N 

National     Brake    Co 91 

National   Brake  &  Electric  Co...  65 

National    Tube    Co 46 

National     Ventilating    Co 53 

Nebraska   Culvert   &   Mfg.    Co . .  .  13 

Neilcr,    Rich    &    Co 45 

Nevada  Metal  Mfg.   Co...., 13 

Newark    Engrg.    Mfg.    Co 48 

New    England   Metal   Culv.    Co..  13 
New   Haven   Trolley   Supply   Co.. 

Front  Cover 

New  York  Switch  &  Crossing  Co.  49 

Nichols  &   Bros.,  Geo.   P 50 

Nichols-I.intern    Co 57 

Niles-Bemcnt-Pond  Co 31 

Niles   Car   &   Mfg.    Co 77 

Northeastern    Co.,    The 46 

North    East    Metal    Culv.    Co 13 

Northev-Simmen  Signal  Co.,  Ltd.  8 

North  West  Sheet  &  I.  Wks 13 

Nungesser  Carbon  &  Battery  Co.  58 

Nuttall  Co.,  R.   D 75 


O 

Ohio  Brass  Co 103 

Ohio    Corr.    Culv.    Co 13 

Ohmer   Fare   Register   Co 97 

Okonite    Co.,    The 22 

O'Neall    Co.,    W.    0 13 

Oxweld    .Acetylene    Co 29 


P 

Page  &  Hill  Co 46 

Pantasote  Co 90 

Parmenter  Co.,  F.  &  W.  G 62 

Paxson   Co.,   J.    W 50 

Pennsylvania   Metal    Culv.   Co...    13 

Perry  Ventilator  Co 64 

Peters  &  Co.,  G.  D 53 

"Positions    W.inted"    .Ads 115 

Post  &  Co..  E.   L 57 

Power    Specialty    Co 51 

Prepayment    Car    Sales   Co 109 

Protective   Signal  Mfg.  Co 119 

Publisher's    Page     6 

Pyrcne    Mfg.    Co 53 


R 

Rail  Joint  Co ; ^. .    12 

Railway  &  Power  Equipment  Co.  114 

Railway    Improvement    Co 99 

Railway    Roller    Bearing    Co....  106 
Railway   Supply   &   Ctirtain  Co.  .   55 

Railway    Track-work    Co 26 

Railway    Utility    Co 55 

Uamapo     Iron     Works 50 

Reiter,    (1.    C 50 

Richey,  -Albert  S 44 

Road    Supply    &   Metal   Co 13 


Page 

Roebling's  Sons  Co.,  John  A....  47 
Rooke  .Automatic  Register  Co...  92 
Roosevelt  &  Thompson 45 


S 

S  K  F  Ball  Bearing  Co 67 

St.  Louis  Car  Co 78 

St.    Louis    Steel    Fdry 50 

Samson    Cordage   Works 119 

Sanderson  &  Porter '»4 

Sargent   &   Lundy    45 

Sauvage-Ward    Brake    Co..    Inc.. 108 

Scofield    Engineering    44 

Searchlight    Section    115 

Second-Hfold   Equip 115 

Sherwin-Williams   Co.,    The......    54 

Simmen    Automatic   Railway    Sig- 
nal Co 8 

Sioux   Falls   Metal    Culv.    Co 13 

Smith  Heater  Co.,  Peter 55 

Southein    Car    Co 93 

Speer   Carbon    Co 58 

Spencer,    T.    N ■  ■  •    1' 

Spokane  Corr.  Culv.  &  Tank  Co.   13 

Stackpole    Carbon    Co 58 

Standard  Motor  Truck  Co 66 

Standard   Paint  Co.,   The 123 

Standard    Steel   Works   Co 67 

Standard  Underground  Cable  Co.  48 

Standard    Varnish    Works 54 

Star    Brass   Works    61 

Stephenson   Co.,   John    127 

Sterling    Varnish    Co 54 

Stone   &    Webster    Eng'g   Corp..   44 

Stowe   Railway   Punch   Co 55 

Street  Railway  Signal  Co 49 


T 

Taylor  Elec.  Truck  Co 66 

Thayer    &    Co.,    Inc 105 

Thew  .Automatic  Shovel  Co 27 

Tennessee  Metal  Shovel  Co 13 

Tool   Steel  Gear  &  Pinion  Co...    59 

Track    Specialties    Co 50 

Trolley     Supply    Co 56 

Tubular   Woven    Fabric    Co 53 


U 

Union   Switch   &   Signal   Co 43 

Union    Spring   &   Mfg.    Co 57 

•United   Electric   Car   Co B 

U.    S.    Electric   Signal   Co 9 

U.  S.  Metal  &  Mfg.  Co 46 

Universal    Lubricating  Co.,   The.  60 

Universal   Safety   Tread   Co 56 

Universal  Trolley  Wheel  Co....  63 

Utah  Corr.   Culv.   &   Flume  Co..  13 

V 

Valentine-Clarke   Co.,   The 46 

Van   Dorn  &   Dutton   Co 58 

Virginia  Metal  &  Culvert  Co....   13 


W 

Walpole  Tire  &  Rubber  Co 119 

"Want"    -Ads    115 

Wason    M  f g.    Co .^ 127 

Wasson  Eng'g  &  Siipply  Co 57 

Watson-Stillman     Co 31 

Weir  Frog  Co.. 50 

Western    Electric   Co 25 

Western    Metal    Mfg.    Co 13 

Westinghouse  Elec.  &  Mfg.  Co. .2,  S 

Westinghouse    Lamp    Co 70 

Westinghouse  Traction  Brake  Co.     4 

Weston   Elec.   Instrument   Co 117 

Wheel   Truing  Brake   Shoe   Co..  58 

White  Companies,  The  J.  G 44 

White  Company,  The  T.   C 47 

Wilson  Mach.  Co.,  H.  R HJ 

Wisch   Service,   The  P.   Edw 45 

Wood  Co.,  Chas.   N ••••■•  U 

Woodman  Mfg.  &  Supply  Co..  R.  55 
Woodmansee   &    Davidson,    Inc..  44 


February  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


NOW 
RADIATES 

from   the 

NEW 

HOME 

OFFICES 

and  reaches 


Candler 
Building" 

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New  Y>rk.  Giy 


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ELECTRIC    RAILWAY    JOURNAL 


[February  6,  1915 


W 


f 
"Competent  counsel  cannot  come  from  one 
man.  All  around  us  are  the  laws  of  the  uni- 
verse. Counsel,  direct  or  indirect,  is  wanted 
from  each  man  who  knows  the  most,  so  that 
we  may  not  be  floundering  along  on  last 
week's,  last  month's,  last  year's,  last  decade's 
or  last  century's  knowledge,  but  use  special 
knowledge,  today  the  possession  of  the  few, 
but  destined  to  become  world  practice." 
HARRINGTON  EMERSON 


The  italics  are  our  own.  Galena  Expert  Service  is 
ready  to  send  men  who  know  most  about  the  proper 
LUBRICANTS     and     proper     LUBRICATION, 

— to  work  with  your  men  until  doing  the  right 
things,  at  the  right  time,  in  the  right  way,  becomes 
a  fixed  habit, 

— and  to  undertake  all  this  on  a  basis  of  GUAR- 
ANTEED SAVINGS. 

Have  you  seen  a  Galena  Contract?     Write  us. 


Galena  Signal  Oil  Co.,  Franklin,  Pa. 


41464 


01 


-•O.^ 


r-. 


■Z-'^^^rMS 


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^^-Ty*.. 


LECTRIC  RAILWAY 


'olume  45 
[umber  7 
eb.   13,   1915 


JOURN 


McGraw 

Publishing 

Co.,    Inc. 


Motormau  clumps  and  rights 
car  in  two  minutes.  Ope 
along  with  regular  passenger  ti 
Entire  car  dumped  at  one  oper. 
or  by  separate  compartments 
desired. 


iiiii«i 


UNIVERSAL 

DUMP  CARS 

12,  15  and  IS  yard  capacities 

are  made  for  every  class  of  service. 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


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The  Triumph 

of  Electro-Pneumatic  Control 


"The  type  of  control  that  is  destined 

to  become  the  standard  of  the  country." 

(Our  Prophesy  made  5  years  ago) 


ELECTRO-PNEUMATIC     Control     has     been 
adopted  as  standard  by  the  Interborough  Rapid 
Transit  Company  for  the  Steinway-Belmont 
Tunnel. 

The  new  Municipal  Subways  in  New^  York  are 
equipping  200  cars  with  Westinghouse  Unit  Switch 
Control. 


Manhattan-L 
Boston-L 


Brooklyn-L 
ChicagO'L 


and  the  Cambridge  Subw^ays,  as  w^ell  as  hundreds 
of  leading  Interurban  and  City  lines  are  using 
electro-pneumatic  control. 

HL  Control 

has  no  equal  for  city 
and  interurban  service 


Westinghouse  Electric  &  Manufacturing  Co. 


East  Pittsburgh,  Pa. 


Atlanta,  Ga. 
Baltimore,  Md. 
Birmingham.  Ala. 
Bluelield,  W.  Va. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,  Mont. 
Charleston,  \V.  Va. 


Charlotte,  N.  C. 
Chicago,  111. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Columbus,  Ohio 
*  Dallas,  Tex. 
Dayton,  Ohio 
Denver,  Colo. 


Detroit,  Mich. 
♦El  Paso,  Tex. 
•Houston,  Tex. 
Indianapolis,  Ind. 
Toplin,  Mo. 
Kansas  City,  Mo. 


Louisville,  Ky. 
Los  Angeles,  Cal. 
Memphis,  Tenn. 
Milwaukee,  Wis. 
Minneapolis,  Minn. 
New  Orleans,  La. 


New  York,  N.  Y. 
Omaha,  Neb. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Portland,  Ore. 
Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  LRah 


San  Francisco,  Cal. 
Seattle,  Wash. 
Syracuse,  N.  Y. 
Toledo,  Ohio 
Washington,  D.  C. 
•W.  E.  &  M.  Co. 
of  Texas 


ailway  Journal 


New  York,  February  13,  1915 


Volume  XLV     No.  7 


Contents 


Pages  317  to  360 


A  Solution  for  the  Snow  Problem 


320         American  Association  News 


The  New  York  Railways  Company  has  tested  success- 
fully a  new  form  of  snow  sweper  with  an  outboard 
broom  which  clears  a  12-ft.  path  beside  the  rails,  thus 
eliminating  restriction  of  the  service  during  snow 
storms  through  vehicular  congestion  on  the  tracks. 


Electric  Railway  Journal,  Feb.  13,  1915. 


The  Jitney-Bus  Competition 


71/4  cols. 


324 


R.  W.  Meade,  Charles  N.  Black  and  others  analyze 
economic  problems  raised  by  this  new  means  of  con- 
veyance. Various  regulative  measures  to  control  reck- 
less competition  are  compared. 


Electric  Railway  Journal,  Feb.  13,  1915. 


11  cols. 


Proportioning  of  Railway  Motor  Resistances  330 

A  simple  graphical  method  of  calculating  starting  re- 
sistances differing  in  detail  from  that  described  in  the 
issue  for  Dec.  26  is  given  and  illustrated,  by  A.  M.  Buck, 
Assistant  Professor  of  Railway  Electrical  Engineering, 
University  of  Illinois,  Urbana,  111. 


Electric  Railway  Journal,  Feb.  13,  1915. 


Higher  Fares  Ordered  in  Milwaukee 


cols. 


333 


Commission  rescinds  low  fare  order.  Says  interest  of 
greatest  number  best  promoted  by  rates  high  enough 
to  cover  cost  of  reasonably  adequate  service. 


Electric  Railway  Journal,  Feb.   13,   1915. 


Communications 


5  cols. 


335 


Mr.  Murray's  Franklin  Institute  Paper.    Calculation  of 
Starting  Resistances  for  Railway  Motors. 


337 


Association  activity  invades  Philippine  Islands.  Public 
Service  Section  announces  comprehensive  program. 
Company  Section  Committee  expending  liberal  effort  to 
enlist  interest. 


Electric  Railway  Journal,  Feb.  13,  1915. 


Equipment  and  Its  Maintenance 


3  cols. 


339 


Fixed  Squeegee  for  Vestibule  Cars.  Recording  Progress 
in  Construction  of  Cars  and  Assembly  of  Equipment — 
By  Norman  Litchfield.  Illuminated  Train  Number  Box 
— By  J.  N.  Graham.  Voltmeter  Measurements  of  Di- 
rect Current — By  G.  H.  McKelway.  Bridge  and  Build- 
ing Inspection  Report  Forms.  Siphon  Motor  Lubrica- 
tion at  Budapest.  Series  Trip  for  High  Voltage  Oil 
Switches.  New  Trolley  Retrievers  and  Catchers.  Third 
Rail  Cable  End  Bell.  Modern  Gongs.  Bali-Bearings  on 
Storage-Battery  Cars. 


Electric  Railway  Journal,  Feb.  13,  1915. 


13  cols. 


Electric  Railway  Journal,  Feb.  13,  1915. 


2%  cols. 


Editorials  317 
Mid- Winter  Meeting  of  Southwestern  Electrical  &  Gas 

Association  323 

Reducing  the  Fire  Risk  329 
Northern    Ohio    Traction    &    Light    Company    "Safety 

First"  Work  332 

Sources  of  Creosote  Used  in  the  United  States  332 

Editor  Eichel  on  Conditions  in  Germany  345 

News  of  Electric  Railways  346 

Financial  and  Corporate  350 

Traffic  and  Transportation  353 

Personal  Mention  356 

Construction  News  357 

Manufactures  and  Supplies  359 


James  H.  McGraw,  President.       A.  E.  Clifford,  Secretary.       J.  T.  De  Mott,  Treasurer.        H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 


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Cleveland,  Leafier-News  Bldg. 
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United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4,50;  elsewhere,  $6.    Single  copy,  lOc. 

Copyright,  1915,  by  McCSraw  Publishing  Company,  Inc.     Published  Weekly.    Entered  at  N.  T.  Post  Office  as  Second-Class  Mall, 

No  back  volumes  for  more  than  one  year,  and   no  back  copies  for  more  than  three  months. 


Circulation  of  this  issue  8000  copies. 


ELECTRIC    RAILWAY     JOURNAL 


[February  13,  1915 


High  efficiency,  long  life 
and  simplicity  are  the 
characteristic  features 
of  Westinghouse  Turbine- 
Driven  Pumps,  which  are 
built  for  hi£^h  and  lew- 
heads  and  all  capacities. 

The  V^stinghouse  Machine  Co., 

Prime   Movers  S^  Auxiliaries, 

East   Pittsburgh,  Pa. 


I 


i 


February  13,  1915]  ELECTRIC    RAILWAY    JOURNAL  5 


nDaDDDnDnnaDDDDDDDDDDDDDaDDDDDDDDDnaDDDDDDaDDaanna 


□ 


SPEED 

(Speed  is  good,  Safety  is  better,    Speed-Safety  is  best) 


FIRMLY  LINKED  WITH  THE  THOUGHT  OF  TRAVEL 
IN  THE  MIND  OF  THE  AVERAGE  AMERICAN  IS  THE 
IDEA  OF  SPEED.  THE  RESTLESS  ENERGY  OF  A  NATION 
EXPRESSES   ITSELF  IN  A  DESIRE  TO   MOVE   QUICKLY. 


□  WE    TAKE   THE   "EXPRESS"    IN    PREFERENCE    TO    THE 

g  "LOCAL"  EVERY  TIME. 

D 
D 
D 
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ELECTRIC  OPERATION  TENDS  TOWARDS  HIGH 
SPEEDS.  SUBWAY  AND  ELECTRIC  TRAIN  MOVEMENT 
COMPARE  WITH  THE  BEST  STEAM  ROAD  SCHEDULES, 
WHILE  "A  MILE  A  MINUTE"  IS  COMMON  ON  INTER- 
URBAN  LINES. 

SPEED  IS  GOOD  IF  SAFE.  AIR  BRAKES  CONTROL 
SPEED.     THE  BEST  BRAKES  CONTROL  SPEED  BEST. 


Suggested  by  the 


Westinghouse  Traction  Brake    Company 

Works:  Wilmerding,   Pennsylvania 

P  TTSBURGH:  Westinghouse  Building  NEW  YORK:  City  Investing  Building 

CHICAGO:  Railway  Exchange  Building  ST.  LOUIS:  Security  Building 


D 
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ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Electric  Railway 
Directory 

for  February  1915 


Send 
Your 

Subscription 
Now 


$5.00  a  year  for  issues  of  Feb- 
ruary and  August,  or  $3.00  for 
single  copies. 

The  only  electric  railway  di- 
rectory published  which  gives 
the  addresses  of  all  the  electric 
railway  officials,  and  is  com- 
pletely revised  prior  to  each 
issue. 

This  directory  should  be  in  the 
hands  of  every  sales  manager 
and  every  salesman  selling  to 
the  electric  railway  field. 


McGRAW   ELECTRICAL   DIRECTORY 

239  West  39th  Street 
New  York 


Febkuary  13,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


Type  J  Bond  on  Ball  of  Rail— Patented 


O-B  Rail  Bonds 

For  Your  Spring  Bonding 


If  you  want  bonds  in  a  hurry,  the  O-B  factory  can  help  you  out. 
Shipments  from  stock  can  be  made  of  all  standard  bonds.  If 
something  special  is  needed,  sufficient  equipment  is  available  to 
put  it  through  promptly.  Three  trunk  line  railroads  touch  the 
O-B  plant,  giving  unexcelled  shipping  facilities. 

O-B  engineers  have  had  long  experience  in  bonding.  Their 
services  are  at  your  disposal  in  helping  to  solve  any  difficult 
problem. 

All  of  the  above  comes  under  the  head  of  O-B  service  and  goes 
with  O-B  bonds  which  in  every  step  of  manufacture  are  under  the 
O-B  watchword: 


ii 


Quality  First" 


There  is  an  O-B  Bond  for  every  condition.  Catalog  No.  14  gives 
complete  listing. 

The  Ohio  Brass  Company 

Mansfield,  Ohio 


Type  F  Bond  on  Web  of  Rail— Patented 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Every  Joint  in  Your  Car  Resistances 
is  a  Bid  for  Trouble 


A  joint  in  an  electric  circuit  is  a  bid  for  trouble. 
And  especially  a  contact  joint.  Most  cast  grid 
resistances  have  many  such  joints.  That's  vhy 
such  resistances  are  subject  to  so  much  trouble. 
Overloads  cause  expansion  and  contraction 
strains  and  the  joints  loosen.  Trouble  starts; 
they  heat  up  and  loosen  still  more.  Soon  open 
circuits  and  intermittent  contacts  occur.  Then 
repairs  and  expense  follow. 


XijKr 


MB 

Unbreakable  Rust  Proof  Resistances 

Minimize  Resistance  Troubles  by 
Minimizing  Resistance  Joints 


E.  M.  B.  Resistances  have  95%  less  joints  than  cast  iron  resistances.  That 
means  the  elimination  at  one  stroke  of  95%  of  resistance  troubles. 

And  E.  M.  B.  Resistances  are  rustproof — can't  corrode  and  become  eaten 
through. 

They're  not  brittle  like  cast  iron  either ;  they  are  really  unbreakable. 

We  can  give  many  other  sound  practical  reasons  why  E.  M.  B.  Resistances 
improve  your  service  at  a  saving:  And  we  can  back  our  talk  up  by  citing 
instances — by  quoting  real  facts  and  figures  from  real  installations  where 
E.  M.  B.  Resistances  have  effected  such  savings.  Get  the  facts.  Best  of 
all — let  a  trial  equipment  prove  the  worth  of  E.  M.  B.  on  your  oivn  cars. 

Send  us  electrical  data  and  details  of  your  service  for  trial  set. 


7127 


THE  ELLCON  COMPANY 

50  Church  Street,  New  York 


FEBRUARY  13,  1915]  ELECTRIC    RAILWAY    JOURNAL 


In  the  interest  of  the  public  and  good  service 
local  transportation  should  be  a  monopoly 
and  should  be  subject  to  regulation  and  pro- 
tection by  the  state  rather  than  by  local 
authorities. 

— From  Code  of  Principles. 
Adopted  by  A.  E.  R.  A. 


The  broader  view  of  electric  traction  matters  se- 
cured by  the  state  is  practically  certain  to  provide 
a  better  guide  to  what  the  public  and  the  roads 
need,  than  is  a  narrow,  local  view. 

The  broader  the  viewpoint  of  all  concerned,  the 
better  will  be  the  results  all  around. 

This  same  kind  of  broad  viewpoint  in  connection 
with  car  design  is  freely  at  the  disposal  of  all 
roads  which  take  up  the  question  of 

Prepayment  Cars 

Our  nation-wide — even  world-wide — experience 
in  designing  cars  to  meet  the  various  conditions 
existing  on  our  clients'  properties  has  fitted  us  to 
act  as  competent  advisers. 

Our  decade  of  concentrated  thought,  our  un- 
stinted investment  in  research  and  development 
and  our  record  of  achievement  insure  an  ample 
return  for  the  small  charge  which  we  make  to 
those  who  use  the  fruit  of  our  labors. 


PREPAYMENT  CAR  SALES  COMPANY 


10 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Modern  Manufacturing  Facilities  and 
a  Most  Ample  Capacity  enable  us  to 
serve  you  to   unusual]  advantage   in 

Solid  Manganese — Built  Up,  or 
Manganese  Insert  Track  Work 

of  the  Highest  Grade  and  the  Most 
Advanced  Engineering  Design 


Thousands  of  Miles  of  Worn, 
Cupped  and  Battered  Rails  were 
made  as  Good  as  New  Last  Year 
by  means  of 

The  Indianapolis  Portable 

Electric 

Welder 


INDIANAPOLIS  Manganese  Track  Work  stands  pre-eminently 
for  the  greatest  operating  value  and  the  UTMOST  IN  FINAL 
ECONOMY.  It  represents  not  only  the  highest  type  of  construction; 
but  the  most  advanced  engineering  designs  based  on  standard  practice 
and  special  requirements. 

We  embody  in  this  construction  the  same  economic  features  which 
we  apply  to  steam  railway  construction  and  which  has  practically 
eliminated  maintenance  renewals  and  reinstallations. 

Illustrated  above  is  a  special  type  of  Solid  Manganese  Construction 
for  Tongue  Switches,  Mates  and  Frogs  for  ordinary  TEE  rail,  which 
are  installed  on  a  uniform  tie  level. 

We  make  a  specialty  of  SOLID  MANGANESE  Boltless  Con- 
struction. 

Tremendous  money  saving  adjuncts  to  Manganese  Track  Work 
are  the  twin  workers — The  Indianapolis  Portable  Electric  Welder  and 
its  companion.  The  Grinder.  They  repaired  and  reclaimed  thousands 
of  miles  of  battered,  cupped,  worn  and  corrugated  trackwork  of  all 
kinds  last  year,  all  over  the  country.  You  most  certainly  ought  to 
know  about  them. 
Write  for  complete  details.     Prompt  shipments  assured. 


Indianapolis  Switch  &  Frog  Co. 


New  York 
Portland 


Springfield,  Ohio 

SALES  OFFICES: 
Chicago  Kansas  City 

Seattle  Los  Angeles 


Spokane 
San  Francisco 


The   Indianapolis   Portable 
Electric  Welder 


February  13^  1915] 


ELECTRIC    RAILWAY    JOURNAL 


11 


You  want  the  Public's  Confidence: — 
GET  IT 

There's  One  Way 


When  H.  W.  Thornton  sailed  from  New  York  to  become 
head  of  the  Great  Eastern  Railway  of  England  he  said: 

"The  road  that  offers  the  best  and  safest  transporta- 
tion is  the  one  that  always  gets  the  business." 

Good  management  can  produce  good  service. 

United  States  Electric  Signals  produce  safe  service. 

The  former  is  a  matter  in  your  own  hands. 

The  latter  is  available  for  you. 

Any  road  can  purchase  U.  S.  Electric  Signals  because 
the  cost  and  upkeep  are  small. 


United  States  Electric  Signal  Company 

^  West  Newton,  Massachusetts  /i^^s^ 

Foreign  Representatives : 

Quilliam  Brothers.  Cleggs  Court,  Chapel  Street,  Salford,  England        \^^?^5|^ 


12 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


I 


SYNCHRONOUS  CONVERTERS 


BEST    MECHANICAL    AND    ELECTRICAL 

CHARACTERISTICS 


ALLIS-CHALMERS  MANUFACTURING  CO. 

MILWAUKEE,  WIS. 


Foreign  Representatives: 


H.  I.  Keen 732  Salisbury  House,  London  Wall,  E.  C,  England 

Mark  K.  Lamb Hueifanos  1157,  Casilla  2653.  Santiago,  Chile 

Herbert  Alnsworth Johannesburg.  South  Africa 

American  Trading  Co 

Representatives  in  China,  Japan,  South  America  and  Philippine  Islands 

For  all  Canadian  Business  refer  to 

Canadian  Allls- Chalmers,  Ltd.,  Toronto,  Ont.,  Canada 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


13 


^Phono-[lectric' 


"Phono-Electric'' 

Trolley   Wire  Will 

Save  You  Money 

The  long  arm  of  expense  reaches  out  the  min- 
ute your  trolley  wire  goes  wrong;  it  means  a 
general  demoralization  of  schedules,  extra  cars 
to  fill  in  space,  the  emergency  wagons  and 
their  crews. 

A  trolley  wire  to  withstand  the  test 
of  service  should  not  only  be  strong, 
but  tough  and  ductile  and  maintain 
these  properties  under  all  the  vary- 
ing conditions  of  service. 

"PHONO-ELECTRIC"  is  much 
stronger  and  tougher  than  hard 
drawn  copper  wire.  It  will  give 
vou  more  than  twice  the  service  life 
that  copper  will.     IT'S  TOUGH! 

Send  for  our  Red  Booklet 


wm 


,:«-r^/^'^«^* 


..  'JJf*''' 


North    American    Copper    Company 
164  Front  Street      New  York,  U.  S.  A. 


Pierson,  Roeding  &  Company- 
San  Francisco    Portland     Seattle    Los  Angeles 


The     Equipment      &       Engineering      Company 
2  &  3  Norfolk  St.,  Strand,  W.  C,  London,  England 


BRIDGEPORT     BRASS     COMPANY 

BRIDGEPORT  CONNECTICUT 


14 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Type  F  C  Bond 


Type  P  4  P  Bond 

''The  Bond  with  the 
'Shot-Over'  Sleeve''— Use  It 

Because  its  terminals  are  made  of  soft,  dense  copper,  forged  to  shape  in 
dies.    They  are  very  soft  and  ductile  and  will  not  crack  under  compression. 

Because  the  body  of  the  bond  is  made  of  pure  lake  copper,  in  both  cable 
and  flat  wire  types.  This  gives  you  a  flexible  bond,  one  that  absorbs  vibra- 
tion perfectly  and  one  in  which  the  strands  won't  break  or  crack. 

Because  body  is  forged  and  welded  to  the  terminals  by  a  special  proc- 
ess; and  on  every  "Protected"  Rail  Bond,  whether  compressed  terminal 
type,  pin  driven  type  or  duplex  stud  type,  this  provides  a  mechanically  pro- 
tecting sleeve — a  "shot-over"  sleeve — around  the  strands  at  their  point  of 
emergence  from  the  terminal.  It  allows  the  cables  or  wires  to  emerge  from 
the  terminals  in  their  original  form,  neither  flattened,  distorted,  reduced  in 
area  or  burnt. 

In  every  "Protected"  Rail  Bond,  where  vibration  is  most  severe — at 
the  junctidn  of  terminal  and  strand,  you  get  new,  live,  unburnt,  mechanic- 
ally protected  copper  to  absorb  it.  This  is  why  "Protected"  Rail  Bonds 
don't  crack  at  this  point. 

In  considering  your  Spring  bonding,  remember  that  "Protected"  Rail 
Bonds  are  furnished  in  compressed  terminal  type,  pin  driven  type  and  du- 
plex stud  type;  remember  that  every  one  has  the  valuable  "shot-over" 
sleeve  features;  and  remember  that  the  proof  of  their  service  lies  in  the 
over  eight  millions  that  are  now  in  use. 

Wouldn't  our  broad  experience  in  connection  with  every  class  and  kind 
of  rail  bonding  problem  be  of  great  value  to  you  right  now? 

It  is  yours  for  the  asking,  without  the  slightest  obligation  on  your  part. 


Elixttric  Simjvici>  SuppI/Xes  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
17th  and  Cambria  SU. 


NEW   YORK 
Hudion  Terminal 


CHICAGO 
417  So.  Dearborn  St. 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


15 


Don't  Miss  the  Special  Offer 


•/ 


^LECTmc  R.,LW^  „^„,„„^ 


Only  a  few  weeks  until  this  special  offer  ex- 
pires. Don't  wait  for  the  last  day.  Make 
sure  right  now  of  getting  a  copy  at  the  special 
price  to  advance  subscribers.  Merely  fill  in  the 
attached  coupon  and  return  to  us  today. 

Special  Offer 

We  will  send  a  copy  of  this  book  to  every  advance  sub- 
scriber on  the  day  of  publication  at  the  special  price  of 
$3.50.  In  addition,  we  will  stamp  your  name  in  gold  on 
the  cover  absolutely  free  of  charge. 

The  price  on  the  day  of  publication  will  be  $4.00  net,  postpaid. 

Professor  Richey  has  produced  a  book  of  high  authority  and 
absolute  reliability.  It  gives  the  essential  reference  data  on  all 
phases  of  electric  railway  construction  and  operation.  It  is  de- 
signed for  rapid  use.  Every  article  is  indexed  so  that  you  can  find 
it  instantly.     The  book  represents  a  combination  of  these  ideals: 

(1)  To  present  data  on  subjects  which  come  up  in  everyday 
electric  railway  practice,  for  constant  use  by  the  operat- 
ing, constructing  or  designing  engineer. 

(2)  To  produce  a  book  of  service  to  the  non-technical  man- 
ager or  operator  as  well  as  to  the  engineer. 

(3)  To  produce  a  reference  book  on  electric  railway  practice 
for  those  who  may  be  specializing  in  other  or  allied  lines. 

You  will  need  this  book.    Don't  delay.    Order  today. 


Merely  Send  Us  This  Coupon 


McGraw-Hill  Book  Co.   I 


Incorporated 

239  West  39th  Street  New  York 

Publishers  of  Books  for  Electric  Railway  Journal 


McGraw-Hill  Book  Co.,  Inc. 

239  West  39th  Street.  New  York. 
I  agree  to  buy  Richey's  Electric  Railway  Handbook  on 
publication  at  the  special  price  of  $3.50  (15s)  net,  postpaid. 
(This  offer  good  only  in  the  United  States  and  Canada.) 


Name 


Address 


.B  2-13 


J 


16 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


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Regardless  of  business  conditions,  maintenance  of  equip- 
ment such  as  illustrated  must  go  on  wherever  electric 
railway  cars  operate. 
It  is  a  necessary  part  of  operation. 

Fifty-five  million  dollars  is  spent  annually  by  electric 
railways  for  maintenance. 

The  bulk  cf  this  maintenance  work  must  start  in  the 
spring — so  that  electric  railway  men  are  now  seeking 
information  about  anything  that  will  help  them  toward 
efficiency  and  economy  in  making  purchases  for  this 
work. 

And  this  year  as  in  past  years  they  will  eagerly  welcome 
Electric  Railway  Journal's  Annual  Maintenance  Number. 
It  is  their  buying  guide.  Its  advertising  pages  show 
what's  on  the  market.  That  is  why  this  issue  has  always 
been  welcomed  by  manufacturers  of  electric  railway 
materials  as  an  opportunity  to  present  and  drive  home 


Annual  Maintenance 

Electric  Railway  Journal,  2 


Member  Audit 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


17 


V'Five  Million 


their   selling   arguments.     This   year's   opportunity,   the 

1915     Annual     Maintenance     Number,    will    be    issued 

March    20. 

The   text  pages  will   be  devoted   primarily  to  this  live 

subject  of  maintenance  work.    Shop  methods,  descriptive 

articles  featuring  phases  of  maintenance  work,  helpful 

editorial   articles  —  all   tending   further  to   intensify   the 

interest  in  maintaining  equipment  in  prime  condition — 

all   tending   toward   more   active   buying    for   buildings, 

power   houses   and  substations,   rolling   stock,   overhead 

and  track. 

Make  your  advertising  story  a  part  of  this  big,  helpful, 

interesting  and  timely  issue. 

There  is  just  enough  time  left  to  prepare  an  attractive 

advertisement  for  this  issue. 

Our  service  department  will  help. 

Write  us. 


imber— March  20th 


^  t  39th  St.,  New  York 


;:iSie- 


Circulations 


18 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Efficiency  in  Car  Cleaning 


In  every  industry  the  advantages  of  the 

Western  Electric 


Vacuum  Cleaner 


as  a^remover  of  dirt  and  dust  are  becoming  fully  recognized 

ELECTRIC  RAILWAY  COMPANIES  will  find 
these  cleaners  particularly  suitable  in  cleaning  cars  and 
car  furnishings. 

The  suction  removes  the  dirt  and  germs  from  the 
crevices,  at  the  same  time  renovating  upholstery,  bedding, 
etc.,  and  reduces  odors  from  tobacco  smoke  and  other 
causes. 

Ask  our  nearest  house  for  a  demonstration. 


Western  Electnc  Company 

Manufacturers  of  the  8.000,000  "Belt"  Tetephonei 

NmYark  AiUnla  Cbiu|v  Kkruu  Cttf  S*n  Frint>*c«  MsnirMi  Lmi^m 

BwHato  RKhfMAd  MiWanVM  Onatw  OiIiUhI  ToraM*  ftnt 

PKJa4*lptua  Savmnnah  UdunspotM  Okbtien*  C«r  Lm  An|*l«  W.f<ni^(  B*rt>i( 

8«tan  Nao  OrlMfw  [MrM  Dm<«*  5«h  Ud ■  Ctfr  C<l|ui  A«i«fy 

P<mt>urth  H«u«M  Cntuxiuti  MinnMpeUa  Smn)*  V.neoy.*.  Mdws 

Cte*«U>Hl  D>Qu  5t  L«>»  Si  Paul  Portlaiut  UiwmlM  Do** 

^oKaBBatbti't  S>4nvT  St.  pHvriburt  V.inna  Butfwa  Afraa  Tohin 

EQUIPMENT     FOR     EVERY     ELECTRICAL     NEED        SontLtcTRic 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


19 


Modernizing  2411  Cars 


More  than  $1,000,000  Has  Been  Spent  by  the  Brooklyn  Rapid  Transit  System  in  Completing  at  Its  Own  Shops 

the    Further    Improvement    and   Rebuilding  of    1612  Cars    and   Equipping    1133    of    Them    with   Air 

Brakes — In  Addition,  Air  Brakes  Are  to  Be  Installed  on  800  Open  Cars,  Making  a  Total  Expenditure 

of  $1,250,000— The  Grand  Total  for  Improved  Brakes  Alone  Will  Be  About  $750,000 


The  mechanical  department  of  the  Brooklyn  Rapid 
Transit  System  is  completing  the  further  rebuilding  and 
thorough  modernization  of  1612  surface  cars,  or  all  of 
those  exceeding  25,000  lb.  dead  weight  each,  to  fit  them 
for  operation  with  improved  maximum  traction  trucks 
with  semi-automatic  air  brakes,  automatic  slack  ad- 
justers, emergency  conductor's  valve,  geared 
brakes  for  contingency  service  and  minor  better 


Read  That! 


Peacock 
Improved  Brakes 

for  the  "167  per  cent"  cars 

(as  the  Electric  Railway  Jovirnal 
refers  to  them  editorially) 

Are  you  familiar  with  the  reasons 
■why  Peacock  Improved  Brakes  were 
chosen?  There  are  GOOD  reasons — ■ 
many  of  them.  They  are  told  about 
in  our  Bulletin  5.     A  copy? 


next  three  winters,  making  a  grand  total  of  2411  cars. 
One  of  the  most  remarkable  features  of  this  moderni- 
zation was  that  so  many  cars  were  handled  without 
affecting  the  transportation  department.  This  was 
made  possible  by  working  on  the  closed  cars  during  the 
periods  when  the  open-bench  cars  could  be  used  in  their 

ely 
ile- 


alsO  to  affora  gieatci  ■ytuv'^K.'.iuLi  Li^iLi  ^..^ 

flashing  to  ground. 

The  geared  hand  brake  is  of  the  Peacock  "Improved" 
type,  geared  12:4i[!r  It  is  connected  with  a  brake  shaft 
consisting  of  a  2-in.  double  extra  strength  welded  steel 
pipe  to  which  the  sheaves  are  attached.  Two  12-in. 
diameter  sheaves  are  pulled  from  the  hand-brake  rods, 
and  these  are  on  the  same  shafts  as  the  6-in.  diameter 
sheaves  which  are  connected  to  the  live  levers.  The 
use  of  the  sheaves  instead  of  the  customary  combination 
of  levers  for  multiplying  the  braking  effort  was  due  to 
the  limited  space  and  to  the  consideration  that  sheaves 
allow  a  straight  pull  to  be  obtained  under  all  conditions. 
With  the  geared  brake  a  braking  effort  of  40  lb.  to  45  lb. 


B.   R.   T.   RECONSTRUCTION — REBUILT  UNDERSIDE,  SHOW- 
ING BRAKING  SHEAVES,  CONDUIT,  ETC. 

at  the  handle  is  sufficient  to  take  care  of  regular  operat- 
ing conditions.  It  may  be  interestmg  to  point  out  here 
that  it  is  customary  for  the  Brooklyn  company  to  operate 
the   geared   hand   brake   on   air-brake  cars    in  certain 


specified  zones  on  each  trip  to  be  sure  that  it  is  in  good 
working  order.  The  geared  brake  will  also  replace  the 
staff  brake  even  on  those  cars  which  are  not  equipped 
with  air  brakes. 

The  brake  rigging  is  of  the  closed  jaw  type  with 
safety  bolts,  so  that  if  the  shopman  omits  any  pins  the 
brake  rigging  will  continue  to  operate.     It  will  be  seen 


Make  the  most  of  it! 


41384 


NATIONAL  BRAKE  CO. 

888-890  Ellicott  Square,  Buffalo,  N.  Y. 


20 

ELECTRIC    RAILWAY    JOURNAL                  [February  13,  1915 

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COUPON 

Name 

Position  and  Company  

Address  

Electric  Railway  Journal,  239  W.  39th  St.,  New  York,  N.  Y. 

1 

February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


21 


Built  for  High  Speed  Service 

Install  G-E  Luminous  Arc  Headlights  on  all  your  high  speed  cars — there's 
safety  behind  them. 

This  headlight  is  made  with  a  semaphore  lens  for  a  long  powerful  beam  or 
with  parabolic  reflector  and  plain  glass  door  for  a  wide  angle  beam. 

You  can  dim  this  headlight  for  intown  running  by  simply  throwing  a  switch, 
which  reverses  polarity  of  the  arc,  or  the  same  type  is  made  with  an  incandes- 
cent lamp  for  dimming. 

A  special  ventilating  feature  on  all  G-E 
Headlights  keeps  the  glass  and  mechanism 
free  from  fumes  and  deposit. 

The  line  of  G-E  Headlights  is  so  com- 
plete that  you  can  select  just  the  right  type 
to  suit  your  various  service  conditions. 

Put  a  G-E  Headlight  on  every  car  you 
have  so  that  motormen  can  maintain  sched- 
ules with  the  maximum  degree  of  safety. 
Write  us  for  further  particulars. 

General  Electric  Company 


General  Office: 


Schenectady,  N.  Y. 


List  of  Sales  Offices  on  Back  Cover 


22  ELECTRIC    RAILWAY    JOURNAL  [FEBRUARY  13,  1915 


XJ 


Form  D  Form  E  ^  „  , 

Form  M  1 


Form  F  Form  C  Form  A 


Look  Inside  Your  Railbonds 

and  prove  G-E  quality  for  yourself 


The  outside  appearance  of  a  railbond  is  an  insufficient  indication 
of  its  quality.    You  must  get  inside. 

G-E  Railbonds  Are  Properly  Welded 

Saw  the  stud  on  a  railbond  terminal  through  to  the  weld  and  break 
off  one  part.  If  properly  welded,  a  bright,  clean  break  will  be 
shown. 

G-E  Railbond  Studs  Will  Flow  Under  Compression 

Compress  the  terminal  of  one  of  your  railbonds  into  a  grooved  hole 
in  a  steel  block  of  the  same  thickness  as  a  rail  section.  If  the  stud 
is  soft  and  malleable,  a  cross  section  will  show  the  grooves  com- 
pletely filled  with  copper. 

G-E  Railbond  Studs  Are  Ductile 

Smash  down  a  terminal  stud  to  a  thickness  of  a  quarter  inch.     If 
the  copper  is  really  ductile,  it  will  show  no  cracks. 
Do   not   take    the   quality   of   your   railbonds   for   granted.      Try 
them  out  for  yourself  and  know. 

Will  the  Railbonds  You   Are  Using 
Stand  These  Tests?    G-E  Bonds  Will 

General  Electric  Company 


General  Office:  ^^^j       Schenectady,  N.  Y. 

List  of  Sales  Offices  on  Back  Cover 


4510 


Electric  Railway  Journal 

Published  by  the  McGraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway   Journal  and  Electric  Railway  Review 


\ol.  XLV 


NEW  YORK,  SATURDAY,  FEBRUARY  13,  1915 


No.  7 


THE  PASSING  Elsewhere    in    this    issue    is    de- 

OF  THE  scribed    a    new    form    of    snow- 

sweeper  that  has  just  been  suc- 
cessfully tried  out  by  the  New  York  Railways.  Its 
principle  is  simple,  involving  merely  the  use  of  an 
out-board  broom  to  clear  a  passageway  beside  the  rails 
for  the  wagons  and  trucks  which  otherwise  could  not 
be  forced  off  the  tracks  during  snow  storms.  Not- 
withstanding the  almost  obvious  nature  of  the  under- 
lying idea,  its  importance  to  the  industry  is  much  more 
likely  to  be  under-  than  over-estimated.  In  fact,  the 
surface  railways  have  become  so  inured  to  the  losses 
occasioned  by  snow  storms  that  these  have  come  to  be 
accepted  as  a  regular  risk  of  the  business,  and  great 
reductions  in  gross  earnings  for  periods  of  two  weeks 
or  more,  such  as  were  reported  in  New  York  City  last 
winter,  are  looked  upon  with  calmness  if  not  with 
equanimity.  Manifestly,  the  major  part  of  the  loss 
from  snow  is  traceable  directly  to  reduced  car  move- 
ment. No  one  cares  to  pay  even  a  nickel  for  a  ride 
when  walking  is  quicker  and  much  more  reliable,  and 
just  as  long  as  the  street-railway  track  offers  the  only 
pathway  through  a  snow-covered  street  the  speed  of 
the  cars  will  be  measured  by  that  of  the  slowest  wagon 
upon  it.  Of  course,  it  is  easy  to  say  that  the  muni- 
cipality ought  to  clear  the  streets  promptly,  but  on  the 
other  hand,  practical  experience  shows  that  this  is  not 
going  to  be  done.  There  remains  only  the  alternative 
for  the  street  railways  to  do  the  work.  But  if  they  do 
it  themselves,  the  hypothesis  that  a  snow  storm  in  a 
large  city  means  an  immediate  reduction  in  schedule 
speed  to  3  m.p.h.  need  no  longer  be  accepted. 


THE 

EMPLOYER'S 
OPPORTUNITY 


The  educational  committee  of  the 
American  Electric  Railway  As- 
sociation has  announced  the  in- 
auguration of  the  correspondence  courses  for  employees 
engaged  in  construction,  maintenance  and  operating 
work.  For  this  purpose  arrangements  were  made  with 
a  well-known  correspondence  school.  Students  are  en- 
rolling, and  a  number  have  already  passed  sections  of 
the  courses  very  creditably.  The  committee,  of  course, 
had  the  sanction  of  the  association  in  adopting  these 
arrangements,  which  were  made  only  after  the  former 
had  demonstrated  to  the  satisfaction  of  all  interested 
persons  that  it  was  impracticable  to  conduct  correspon- 
dence courses  by  the  association  itself.  While  co- 
operation with  a  commercial  concern  is  not  entirely 
without  precedent  in  the  association,  such  an  alliance 
must  be  guarded  most  carefully  if  the  results  are  to  be 
permanently  satisfactory.  The  correspondence  schools 
are  responsible  for  the  results  of  their  work,  but  as 


they  have  authority  to  approach  member  companies 
with  the  backing  of  the  association,  the  very  consider- 
able influence  of  the  latter  will  cause  many  persons  to 
enroll  as  students  who  would  not  otherwise  have  done 
so.  The  association  must  see  to  it  that  these  especially, 
but  also  all  others  who  follow  the  courses  conscien- 
tiously, are  not  disappointed.  To  this  end  it  is  the 
manifest  duty  of  every  employer  to  take  an  active  inter- 
est in  the  work  of  students  in  his  employ  and  promptly 
to  notify  the  association  officers  of  any  weaknesses  or 
defects  which  are  discovered  in  the  courses.  The  use 
of  special  correspondence  courses  by  large  industrial 
concerns  is  on  the  increase,  and  the  officers  take  a  lively 
interest  in  the  progress  of  their  young  men.  In  the 
association  courses  the  same  principle  applies,  but  the 
industry  is  so  enormous  that  greater  effort  must  be 
made  to  keep  track  of  this  movement  which,  in  its  in- 
ception, will  properly  be  inconspicuous. 

STARTING  RESIST-  In  the  issue  of  the  ELECTRIC 
ANCES  FOR  Railway  Journal  for  Dec.  26  we 

RAILWAY  MOTORS  p^j^ted  and  commented  upon  an 
interesting  article  on  this  subject 
by  Mr.  Castiglioni.  As  a  result  of  this  publication  J. 
W.  Corning  of  the  Boston  Elevated  Railway  sent  us  an 
account  of  an  experience  of  that  company  which  bore 
testimony  to  the  importance  of  the  subject,  and  this 
was  printed  last  week.  Since  then  Prof.  A.  M.  Buck 
has  contributed  the  article  printed  elsewhere  in  this 
issue.  We  are  pleased  to  print  these  articles  for  their 
reference  value  and  because  they  contain  information 
not  readily  accessible.  Calculating  resistances  is  a 
mathematical  rather  than  a  controversial  problem. 
There  can  be  only  one  correct  result  of  the  application  of 
different  methods  of  solution.  The  interest  seems  to  us, 
therefore,  to  center  in  the  method  rather  than  in  the 
result.  Mr.  Corning  puts  an  ammeter  on  the  car  and 
records  the  current  and  thus  obtains  data  for  the  read- 
justment of  resistance  steps.  Mr.  Castiglioni,  by 
methods  necessarily  laborious,  works  out  sets  of  curves 
which  when  completed  are  applicable  to  all  cases  and 
for  all  time.  Professor  Buck  replots  the  torque-current 
curve  of  the  motor  in  terms  of  current  and  torque  per 
ampere,  and  by  applying  to  it  a  simple  geometrical 
device  makes  it  possible  to  calculate  the  starting  resist- 
ances for  a  given  equipment  very  quickly.  For  a  manu- 
facturer who  has  to  make  these  calculations  by  whole- 
sale Mr.  Castiglioni's  method  appears  to  possess  ad- 
vantages as  a  time  saver.  For  purposes  of  instruction, 
which  naturally  impelled  the  development  of  Professor 
Buck's  plan,  it  is  probable  that  his  method  is  better  in 
impressing  fundamental  principles  more  graphically. 


318 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  7 


ABOLITION  OF  SELF-INSURANCE 

A  pending  bill  in  the  New  York  Assembly  contains  a 
serious  threat  at  one  of  the  good  features  of  the  work- 
man's compensation  law  passed  at  the  last  session. 
Whether  it  was  inspired  by  the  casualty  companies  or 
by  one  of  those  persons  who  actually  believe  that  the 
government  can  do  everything  better  than  the  indivi- 
dual or  private  corporation,  we  do  not  know,  but  its 
purpose  is  to  remove  the  provision  permitting  employ- 
ers, upon  deposit  of  proper  security  with  the  compensa- 
tion commission,  to  carry  their  own  risks  for  compensa- 
tion to  injured  workmen.  The  fact  that  all  of  the  large 
electric  railway  companies  in  New  York  City  early 
adopted  the  self-insurance  plan  after  the  law  went  into 
effect  last  July  shows  to  what  an  extent  electric  rail- 
ways would  be  affected  by  such  a  prohibition. 

The  alacrity  with  which  these  companies  took  advan- 
tage of  the  self-insurance  provision  is  ample  evidence 
of  the  fact  that  this  method  of  insurance  is  considered 
by  railways  with  large  organizations  and  extensive  re- 
sources better  than  insurance  in  the  State  fund  or  with 
casualty  companies.  Not  only  can  these  railways  follow 
the  mandates  of  the  workman's  compensation  law  most 
easily  and  cheaply  in  this  way,  but  the  self-insurance 
method  more  fully  safeguards  the  interests  of  the  em- 
ployees. For  years  the  large  electric  railways  in  the 
State  had  been  paying  compensation  to  their  employees, 
even  where  no  legal  liability  existed,  as  part  of  their 
systems  of  welfare  work,  and  in  the  necessary  investiga- 
tion of  passenger  injuries  and  claims  they  .had  developed 
departments  that  were  able  with  the  utmost  facility  to 
handle  the  clerical  and  medical  work  necessitated  under 
the  new  law.  Thus,  not  only  did  the  existing  depart- 
ments make  it  possible  to  adopt  the  self-insurance 
method  without  the  piling-up  of  high  administrative 
costs  and  overhead  charges,  but  there  was  also  an  ab- 
sence of  the  "loading"  charges  so  inseparable  from 
State  fund  and  casualty  insurance  operations.  In  other 
words,  each  company  was  not  compelled  to  make  con- 
tributions to  any  general  fund,  made  up  by  averaging 
good  and  bad  risks,  whereby  the  more  stable  companies 
have  to  pay  the  losses  incurred  by  bad  risks.  Lastly, 
under  this  method,  each  self-insuring  company  was 
made  more  than  ever  the  guardian  of  its  own  workmen, 
for  aside  from  humanitarian  reasons  the  fact  that  it 
alone  had  to  meet  all  its  compensation  expenses  gave  it 
the  most  powerful  incentive  to  minimize  injuries  by  im- 
proving the  physical  conditions  of  its  plant  and  provid- 
ing safety  appliances  for  operation. 

The  adoption  of  the  self-insurance  method,  however, 
meant  no  lack  of  protection  to  the  employees,  for  the 
self-insuring  companies  were  required  to  prove  to  the 
compensation  commission  that  they  were  financially  re- 
sponsible and  had  to  file  with  the  commission,  to  insure 
the  faithful  discharge  of  their  duties,  high-class  securi- 
ties in  an  amount  equal  to  the  semi-annual  premium  in 
the  State  fund,  less  10  per  cent.  This  latter  amount 
had  to  be  deposited  in  cash  with  the  commission  for 
use  in  the  case  of  any  immediate  call  for  compensation 
payments.    In  the  event  of  any  death  resulting  in  com- 


pensation payments,  the  self-insurers  were  required  to 
deposit  immediately  the  full  amount  estimated  to  be 
necessary  to  cover  the  risk  involved  to  its  full  maturity. 
In  the  light  of  these  facts,  it  is  difficult  to  see  wherein 
lies  the  justice  or  economy  of  abolishing  self-insurance. 
Insurance  experts  are  at  loggerheads  on  the  question 
of  whether  or  not  the  State  fund  is  operating  success- 
fully. Governor  Whitman  in  a  special  message  on  the 
subject  expresses  his  sincere  hope  that  the  compensation 
commission  may  be  so  reorganized  as  to  reduce  its  ex- 
penses and  states  that  the  results  so  far  indicate  that 
"the  attempt  by  the  State  to  do  the  business  of  its  citi- 
zens must  inevitably  cause  enormous  expense  to  the 
Government,  besides  the  inconvenience  and  disorganiza- 
tion of  private  business  and  injury  to  private  interests, 
whether  of  capital  or  labor."  He  accordingly  desires  the 
work  of  the  commission  to  be  relieved  somewhat  by 
making  the  commission  a  supervisory  party  in  com- 
pensation settlements  between  employers  and  employees 
instead  of  the  settling  party  itself.  If  the  cutting  of 
expenses  is  so  much  needed,  why  abolish  the  very  method 
of  insurance  that  large  electric  railways  have  chosen 
for  its  cheapness  and  ease  of  administration?  Small 
companies  of  all  sorts  must  find  strength  in  union 
through  the  State  fund,  casualty  companies  or  mutual 
associations,  but  the  expenses  resulting  therefrom  and 
the  cost  of  insurance  to  self-insurers  need  not  be  in- 
creased under  cover  of  politics  and  the  delusion  that 
state  operation  is  necessary  for  compensation  insurance 
success. 


THE  RAINBOW-CHASING  JITNEY 

The  more  we  learn  about  the  cost  of  operation  of 
the  motor-bus  in  city  transportation  the  more  apparent 
it  becomes  that  this  "menace"  is  likely  to  take  care  of 
itself  by  the  simple  process  of  self-elimination.  In 
many  large  cities  there  may  be  special  circumstances 
in  particular  localities  which  will  enable  a  bus  line 
over  a  short  route  to  exist  on  a  5-cent  fare.  But  that 
the  bus  can  be  extensively  profitable  and  in  a  large 
sense  therefore  a  serious  menace  to  the  surface  car, 
is  not  at  all  apparent.  Several  companies  and  many 
individuals  have  rushed  into  motor-bus  operation  to 
their  sorrow.  They  knew  nothing  about  cost  of  opera- 
tion and  maintenance,  and  there  was  little  or  nothing 
that  could  be  found  out  about  these  costs  had  the  in- 
formation been  sought.  On  paper  the  jitney-bus  is  a 
gold  mine.  At  the  end  of  a  few  months  the  cost  of 
tires,  repairs,  accidents  and  operation  of  almost  empty 
buses  for  five  or  six  hours  a  day  usually  changes  the 
golden  glow  to  a  dark  blue. 

Even  when  second-hand  automobiles  of  the  five-pas- 
senger touring-car  type  are  used  instead  of  the  bus  thej 
same  condition  will  obtain,  whether  these  cars  are  opeM 
ated  by  a  number  of  individual  owners  or  by  a  singW 
company.  A  second-hand  touring  car  represents,  oi 
course,  a  much  smaller  investment  than  an  automobill 
bus,  but  its  carrying  capacity  is  proportionately  less  anfl 
the  per  cent  of  maintenance  on  its  cost  should  certain!^ 
be  no  less.  The  rate  of  depreciation  obviously  is  higher.  1 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


319 


There  is  no  more  reason  for  believing  that  a  fleet  of 
second-hand  passenger  automobiles  can  be  operated  at 
a  lower  rate  per  passenger  than  the  automobile  bus  than 
that  the  same  number  of  second-hand  carriages,  when 
horses  were  used  as  motive  power,  could  compete  in 
cheapness  per  passenger  with  a  regular  horse-drawn 
bus.  The  jitney-bus  competition  which  has  been  felt 
so  keenly  on  the  Pacific  Coast  and  elsewhere  in  this 
country  as  described  in  recent  issues  of  this  paper  has 
been  largely  from  cars  of  this  nondescript  character, 
that  is  to  say,  while  there  have  been  a  few  buses,  most 
of  the  competing  vehicles  have  been  old  automobiles  of 
practically  every  type,  make  and  condition. 

While  there  are  many  owners  of  private  automobiles 
who  can  testify  as  to  the  cost  of  operation  and  main- 
tenance of  their  own  cars  there  are  comparatively, few 
reliable  data  on  the  cost  of  motor  bus  operation.  The 
London  figures,  for  reasons  which  have  already  been 
published  in  these  pages,  are  not  of  very  great  assist- 
ance because  the  transportation  conditions  in  that  city 
differ  so  greatly  from  those  prevailing  in  American 
cities.  The  latest  and  almost  the  only  reliable  informa- 
tion we  have  is  that  of  the  Fifth  Avenue  Coach  Com- 
pany in  New  York,  and  we  present  in  this  issue  a  dis- 
cussion of  these  figures  by  the  president  of  the  com- 
pany, supplemented  by  other  data,  including  a  very  clear 
analysis  of  the  situation  in  San  Francisco  by  Charles 
N.  Black. 

The  Fifth  Avenue  Coach  Company  gets  a  10-cent  fare 
and  gives  10-cent  service,  both  as  to  quality  and  quan- 
tity. Few  cities  can  or  will  pay  for  such  a  service,  but 
in  the  comparatively  rare  occasions  where  buses  can  be 
operated  the  electric  railway  company  might  well  con- 
sider motor-bus  operation  as  a  supplement  to  its  own 
service,  if  there  is  a  genuine  demand  for  it,  rather  than 
to  leave  it  to  others.  But  in  support  of  the  claim  that 
for  general  city  transportation  the  automobile  can  com- 
pete on  at  all  equal  terms  with  the  electric  car,  not  one 
scintilla  of  evidence  can  be  adduced. 

In  addition  to  the  information  we  now  have  in 
regard  to  New  York  and  San  Francisco,  there  may  be 
cited  the  experience  of  Wilkes-Barre  and  Pittsburgh, 
Pa.,  and  Washington,  D.  C.  In  the  Pennsylvania  cities 
bus  operation  has  not  been  a  financial  success,  and  in 
Pittsburgh  it  has  been  abandoned.  In  Washington  the 
bus  company  has  a  3-mile  route  through  the  heart  of  the 
best  residence  district,  reaching  the  business  and  shop- 
ping centers,  the  theaters  and  several  government  de- 
partments, yet  the  six-for-a-quarter  fare  barely  earns 
operating  expenses,  and  in  the  two  years  of  its  life  the 
company  has  been  unable  to  charge  off  a  dollar  for  de- 
preciation. It  has  carried  a  large  number  of  passengers 
per  bus  mile  run,  but  the  expense  of  upkeep  has  ab- 
sorbed the  revenue  as  fast  as  it  came,  or  faster.  Any 
railway  man  who  has  been  losing  sleep  over  the  inroads 
of  the  motor-bus,  and  those  who  are  contemplating  the 
operation  of  these  vehicles  as  a  short  road  to  wealth, 
should  study  Washington's  experience.  The  railway 
man  will  save  his  sleep  and  the  other  man  will  save  his 
money. 

There  still  remains  the  question  of  the  best  way  in 


which  the  electric  railways  can  protect  their  short  haul 
business  in  large  cities  from  jitney  competition.  So 
long  as  second-hand  automobiles  can  be  purchased  at  a 
low  price  there  will  remain  the  temptation  for  indi- 
vidual chauffers  and  perhaps  garage  owners  to  operate 
one  or  more  of  these  cars,  when  these  cars  cannot  make 
more  money  elsewhere  and  until  they  break  down,  in  a 
5-cent  fare  service  along  certain  profitable  routes.  This 
is  a  matter  where  the  municipality  can  fairly  interfere, 
as  indeed  it  has  been  done  in  a  number  of  western 
cities.  Mr.  Black  has  shown  that  under  parallel  condi- 
tions an  electric  railway  can  transport  passengers  more 
cheaply  than  they  can  be  carried  in  an  automobile,  and 
if  the  company  should  abandon  its  long  unprofitable 
lines  or  charge  a  higher  fare  on  them  it  could  carry 
passengers  on  the  more  profitable  lines  for  less  than  5 
cents. 

However,  the  interests  of  the  public  as  a  whole  have 
always  been  felt  to  lie  in  the  American  system  of  a 
uniform  fare.  This  was  what  the  authorities  in  both 
New  York  and  Chicago  fought  for  and  obtained  in  the 
recent  negotiations  with  their  transportation  lines. 
The  railways  of  the  country  have  been  willing  to  haul 
some  passengers  long  distances  for  5  cents  because  they 
also  had  the  short  haul  business,  but  they  would  be 
unwilling  to  take  the  unprofitable  business  without  the 
part  which  shows  a  profit. 

But  the  financial  side  is  not  the  only  one  to  consider, 
as  Mr.  Black  clearly  points  out.  There  is  the  increased 
danger  on  the  streets  to  pedestrians  from  an  added 
number  of  automobiles,  driven  in  most  cases  by  irre- 
sponsible drivers,  as  well  as  the  physical  limitations  of 
space  on  the  streets.  Then  again,  there  is  the  question 
of  taxes,  street  paving  and  other  contributions  to  the 
welfare  of  the  city  in  which  the  electric  railway  takes 
a  large  part.  The  income  derived  by  the  city  from  the 
electric  railway  companies  from  these  sources  is  consid- 
erable, and  it  is  only  by  the  neglect  of  equivalent  obli- 
gations that  the  jitney  can  thrive  even  temporarily. 
All  in  all,  there  is  every  reason  why  the  city  should 
favor  the  electric  railway  rather  than  the  automobile 
pirate.  Regulation  can  be  and,  in  many  cases,  has  been 
applied,  and  from  any  standard  of  equity  it  should  be 
applied.  There  should  be  no  difficulty  in  getting  com- 
munities to  pass  such  measures.  But  in  so  doing  it 
would  be  well  for  them  to  realize  that,  if  they  do  not 
reserve  the  right  to  control  the  routes  of  the  jitneys, 
and  the  railways  lose  business  on  their  only  profitable 
lines,  it  is  inevitable  that  all  of  the  existing  lines  that 
now  run  at  a  loss  will  have  to  be  abandoned.  This  may 
be  a  serious  matter  for  many  cities. 

It  may  be  that  some  vehicle  more  economical  of  oper- 
ation than  those  now  available  will  be  developed.  Until 
then  the  electric  car  can  easily  undersell  the  motor-bus 
and  give  better  as  well  as  cheaper  service.  The  mo- 
bility (it  may  almost  be  regarded  as  gregariousness) 
of  the  motor-bus  is  an  undeniable  advantage,  but  this 
will  usually  mean  merely  that  it  can  run  where  there 
is  not  enough  traffic  to  support  electric  car  lines,  and  it 
can  therefore  take  proportionately  little  from  the  elec- 
tric railway  company's  revenue. 


320 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


A  Solution  for  the  Snow  Problem 


The   New    York    Railways   Company  Has  Tested  Successfully  a  New  Form  of  Snow  Sweeper  with  An  Out- 
Board  Broom    Which  Clears  a  12-Ft.  Path  Beside  the  Rails,  Thus  Eliminating   Restriction  of  the 
Service  During  Snow  Storms  Through  Vehicular  Congestion  on  the  Tracks 


For  every  really  large  city  in  the  United  States  east 
of  the  Rockies  and  north  of  the  thirty-eighth  parallel 
a  heavy  snow-storm  constitutes  a  disaster  that  is  quite 
comparable  to  a  cyclone  in  its  costliness.  The  spectacu- 
lar features  of  the  cyclone,  of  course,  are  lacking,  but 
should  the  snow  be  allowed  to  lie  where  it  fell  the  orderly 
course  of  the  city's  domestic  economy  would  be  rudely 
interrupted.  The  alternative  is  snow  removal,  and  this 
involves  an  expense  which  may  reach  a  figure,  as  it 
has  in  New  York,  of  more  than  $2,000,000  per  annum. 
Only  an  extraordinary  visitation  of  nature  in  a  malig- 
nant mood  could  inflict  damage  to  this  extent. 

Ethically  speaking,  the  responsibilities  of  the  electric 
railways  in  such  emergencies  are  limited  to  keeping 
their  tracks  sufficiently  clear  of  snow  so  that  cars  can 
move,  and  to  that  end,  elaborately  equipped  organiza- 
tions have  been  developed  for  the  sole  purpose  of  fight- 
ing snow.  Yet,  thus  far,  these  have  generally  failed  in 
the  complete  accomplishment  of  their  purpose  for  the 
very  reason  that,  when  the  railway  tracks  are  clean  and 
the  rest  of  the  street  is  piled  with  snow,  every  truck 
and  wagon  gravitates  naturally  to  the  pathway  thus 
afforded,  and  the  electric  cars  are  almost  as  effectively 
blocked  as  if  the  tracks  had  not  been  swept  at  all. 

From  the  practical  standpoint  this  condition  is  un- 
avoidable. The  economic  life  of  the  city  demands  con- 
tinuous movement  for  goods  as  well  as  for  persons,  and 
an  interruption  of  the  facilities  for  communication 
means  almost  immediate  privation  and  even  danger  to 
the  citizens.  Regardless  of  orders  or  ordinances,  trucks, 
fire-engines  and  ambulances  are  bound  to  use  the  tracks 
if  these  provide  the  only  passage  through  a  snow-cov- 
evered  street,  and,  obviously,  the  one  method  of  keeping 
them  off  is  the  provision  of  a  clear  space  outside  the 
rails  which  may  be  occupied  by  the  irregularly-moving 
vehicles. 

Operating  Results  with  New  Sweepers 

It  is  this  phase  of  the  snow  problem  that  has  been 
attacked,  with  apparently  complete  success,  by  the  New 
York  Railways.     A  new  form  of  sweeper  with  a  16-ft. 


out-board  rotary  broom  has  been  developed  by  J.  S. 
JJoyle,  superintendent  of  equipment,  and  the  equipment 
engineermg  department  of  that  company,  under  the 
direction  of  Frank  Hedley,  general  manager,  and  dur- 
ing last  week's  storm  in  New  York  City  this  sweeper 
was  operated  with  most  satisfactory  results.  The  ma- 
chine is  designed  to  clear  a  path  12  ft.  wide  alongside 
of  the  track,  and  the  actual  experiences  in  its  first  test 
under  the  most  severe  conditions  showed  that  it  was 
fully  capable  of  doing  this  work. 

ine  results  were  lound  to  be  largely  dependent  upon 
the  relative  peripheral  speed  of  the  broom  as  compared 
with  its  forward  movement.  When  the  sweeper-car 
moved  slowly,  the  moderately  rapid  rotation  of  300  r.p.m. 
for  the  broom  was  sufficient  to  clear  even  packed  snow 
from  a  paving  surface  composed  either  of  wood  or 
granite  block.  When  the  car  was  stationary  sleet  or 
freezing  rain  could  be  removed.  This  is  ascribed  partly 
to  the  heat  of  friction  developed  at  the  line  of  contact 
between  the  broom  and  the  pavement  and  partly  to  the 
minute  chipping  action  of  each  of  the  numerous  rattan 
stems  forming  the  broom  filling.  On  asphalt,  however, 
presumably  on  account  of  the  smoothness  and  greater 
heat-absorbing  ability,  the  broom  failed  to  remove 
packed  snow  except  when  the  sweeper-car  was  prac- 
tically stationary. 

It  is,  of  course,  of  the  utmost  importance  (if  it  really 
is  a  physical  possibility  to  remove  sleet  as  well  as  packed 
snow)  that  the  sweeper  should  be  able  to  clean  the 
street  surface  on  asphalt  as  well  as  on  wood  pavement 
because  there  is  much  of  the  former  in  use  in  New 
York  and  because  a  sleet  storm  is  quite  as  effective  as  a 
fall  of  snow  in  sending  trucks  upon  the  car  tracks.  Con- 
sequently, the  designers  plan  to  increase  the  broom 
speed  from  300  r.p.m.  (as  it  is  at  present)  to  800  r.p.m., 
with  the  expectation  that  the  increased  speed  will  per- 
mit the  complete  cleaning  of  all  kinds  of  pavement.  If 
necessary  to  enable  the  sweeper  to  maintain  the  normal 
speed  of  the  passenger  cars,  and  still  clean  sleet  from 
the  pavement,  the  broom  will  be  direct-connected  to  its 
motor  and  run  at  1300  r.p.m. 


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NEW   YORK   SNOW-SWEEPER — VIEW   SHOWING  BROOM    SWUNG    IN-BOARD    INTO    CLEAR    POSITION    AND    WITH    FENDER 

RAISED 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


321 


One  of  the  most  remarkable  features  of  the  test  in 
last  week's  storm  of  freezing  rain  followed  by  snow  was 
the  fact  that  when  the  relative  speeds  of  broom  and  car 
were  properly  adjusted  the  pavement  was  left  not  only 
clear  of  sleet  but  actually  dry.  What  this  means  from 
a  humanitarian  standpoint,  as  well  as  in  the  saving  of 
expense  and  loss  of  time  for  the  owners  of  horse-drawn 
vehicles,  is  obvious. 

Another  feature  of  the  test  on  the  new  machine  was 
the  discovery  that  even  with  light  snow  there  was  a 
proper  speed  of  car  for  every  broom  speed.  When  the 
sweeper-car  moved  faster  than  the  speed  to  which  it 
should  have  been  limited  by  the  broom  speed,  the  snow 
was  invariably  left  across  the  broom's  path  in  a  series 
of  windrows  instead  of  being  swept  completely  out  be- 
yond the  end  of  the  broom. 

Plan  of  Operation 

The  custom  followed  by  the  New  York  Railways  in 
snow-fighting  at  the  present  time  with  standard  sweep- 


that  pass  or  are  passed  by  the  sweeper  as  it  moves  for- 
ward. Arrangement  has  also  been  made  so  that  the 
direction  of  movement  of  the  sweeper  car  can  be  re- 
versed and  the  broom  can  be  extended  on  either  side  and 
at  any  angle.  This  has  involved  the  use  of  two  cabs, 
one  at  each  end  of  the  sweeper  body,  between  which  is 
a  bridge  structure  which  carries  the  broom  and  which 
permits  it  to  be  swung  out-board  on  either  side. 

The  broom  is  rotated  by  an  independent  motor 
mounted  on  the  broom  carriage  and  another  motor  pro- 
vides power  for  swinging  the  carriage  out  board  at  the 
desired  angle.  In  operation,  these  two  motors  are  con- 
trolled by  a  man  stationed  in  the  forward  cab  who 
swings  the  broom  in-board  whenever  a  vehicle  is  passed 
and  who  also  varies  the  broom  speed  and  pressure  to 
suit  conditions.  The  motorman  who  runs  the  sweeper 
car  is,  of  course,  located  in  the  front  cab  and  his  duties 
are  confined  to  this  work  alone.  A  mechanic  is  also  car- 
ried in  accordance  with  the  standard  practice  of  the  New 
York  Railways,  to  care  for  the  sweeper  mechanism.     At 


NEW   YORK   SNOW-SWEEPER — REAR  VIEW   SHOWING  ARRANGEMENT  OF  WARNING  LIGHTS  AND  BELL  AT  END  OF  BROOM 


ers  is  to  put  out  all  equipment  as  rapidly  as  possible 
whenever  threatening  snow  begins  to  fall.  Sweepers 
are  sandwiched  in  between  the  regular  equipment  in 
service,  at  intervals  averaging  roughly  ten  cars.  The 
sweepers  are  kept  continuously  at  work  on  the  line  un- 
til the  snow  stops,  and  as  the  best  of  electrical  equip- 
ments is  used  for  the  snow-fighting  facilities,  the  com- 
pany's lines  have  not  been  actually  tied  up  on  account 
of  sn,ow  for  several  years  past,  although  the  speed  is  so 
much  reduced  by  vehicular  congestion  that  for  several 
days  after  a  severe  storm  receipts  fall  off  very  ma- 
terially. 

The  new  type  of  sweeper  is  designed  for  a  similar 
scheme  of  operation,  and  consequently,  as  it  will  have 
to  be  used  during  hours  when  vehicular  traffic  is  heavy, 
provision  has  been  made  whereby  the  out-board  broom 
can  be  swung  at  will  inside  of  the  tracks  to  clear  vehicles 


switch  backs  or  at  the  stub  ends  of  lines  the  broom  is 
swung  to  the  opposite  side  of  the  sweeper-car  and  the 
broom  carriage  is  moved  to  the  opposite  end  of  the  open 
structure  between  the  cabs  so  that  the  in-board  end  of 
the  broom  is  in  advance  of  the  out-board  end.  This 
operation  has  been  made  possible  by  mounting  the  sup- 
porting mechanism  of  the  broom  carriage  on  what  is 
called  a  mast-carriage,  or  trolley,  that  runs  on  an  over- 
head track  supported  by  the  open  structure  between 
cabs,  a  small  motor  being  provided  to  move  the  mast- 
carriage  as  desired. 

As  the  plan  of  operation  involves  the  sandwiching  of 
sweepers  in  between  the  passenger  cars,  frequent  sweep- 
ings will  be  the  rule.  A  snow  fall,  therefore,  will  not 
be  permitted  to  pile  up,  and  no  sweeper  will  be  called 
upon  to  handle  snow  that  has  a  depth  greater  than 
say   Yi  in.     This  scheme  of  eliminating  the  necessity 


322 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


NEW    YORK    SNOW-SWEEPER — VIEW    SHOWING    KROOM    SWUNG    OUT-KOARD    READY    FOR    OPERATION 


for  "plowing"  snow  is  to  some  extent  a  new  one,  and, 
naturally,  it  provides  against  strangulation,  even  for 
short  periods,  of  the  electric  car  service  because  of 
teams  on  the  tracks.  The  anticipated  result  will  be  to 
permit  practically  normal  schedule  speed  for  cars  even 
during  snow  storms.  As  the  speed  under  present  snow- 
storm conditions  is  sometimes  reduced  to  the  vicinity  of 
3  m.  p.  h.,  and  as  the  effectiveness  of  the  present 
sweepers  is  reduced  in  proportion  to  their  speed,  it  is 
believed  that  a  sweeper  of  the  new  type  will  do  about 
twice  as  much  work  as  one  of  the  old  ones  because  of  its 
higher  speed.  On  the  New  York  Railways  the  present 
snow-fighting  equipment,  which  is  known  to  be  ample, 
consists  of  one  sweeper  for  every  2  miles  of  single 
track,  so  that  the  capacity  of  one  of  the  new  machines 
under  New  York  conditions  is  estimated  roughly  at  4 
track  miles.  The  cost  of  the  new  machines,  it  may  be 
said,  is  roughly  estimated  at  50  per  cent  more  than 
that  of  a  standard  double  truck  sweeper  so  that,  con- 
sidering the  increased  capacity,  equipment  of  the  new 
type  will  really  cost  less  than  the  old.  However,  as 
expressed  by  Mr.  Doyle,  the  cost  is  almost  immaterial 
if  equipment  can  be  provided  to  prevent  the  recurrence 
of  such  conditions  as  existed  in  New  York  last  winter, 
when  two  heavy  falls  of  snow  in  close  succession  prac- 
tically paralyzed  transportation  for  more  than  a  week. 


resulted  in  great  privation,  cut  heavily  into  railway 
receipts,  and  even  left  the  city  open  to  disastrous  con- 
flagration through  the  inability  of  the  fire  department 
to  respond  promptly  to  calls. 

Details  of  Construction 

As  shown  in  the  accompanying  illustrations,  the  new 
sweeper-car  consists  of  two  cabs  mounted  on  standard 
trucks  and  connected  by  an  open  bridging.  Close  under 
the  roof  of  this  central  portion  are  a  pair  of  rails  that 
carry  the  mast-carriage,  which  may  be  moved  from  one 
end  of  the  bridging  to  the  other  by  means  of  a  small 
motor  geared  to  the  wheels.  In  bearings  at  the  center 
of  the  mast-carriage  a  7-in.  shaft,  or  mast,  is  carried, 
and  upon  this  shaft  between  the  upper  and  lower  bear- 
ing in  the  dropped-frame  of  the  carriage  is  keyed  a 
heavy  worm-wheel,  48  in.  in  diameter.  The  worm  that 
meshes  with  the  wheel  is  driven  by  a  5-hp  motor 
mounted  on  the  carriage  frame  so  that  as  the  motor  is 
rotated  the  shaft  turns  and  the  broom  carriage,  which 
is  keyed  solidly  to  the  shaft  and  is  in  fact  supported 
solely  by  it,  is  swung  either  to  the  right  or  to  the  left 
according  to  the  direction  of  rotation  of  the  motor. 

It  may  be  of  interest  to  state  that  the  force  which  is- 
exerted  by  the  broom  as  it  drags  forward  on  the  street 
surface   has    been    found   bv    dynamometer   test   to   be 


NEW    YORK    SNOW-SWEEPER — VIEWS    SHOWING    ORIGINAL   ARRANGEMENT  OF  OPERATOR'S  CABIN   WITH    HINGED  ROOF 
AT  END  OF  BROOM.      THIS  LOCATION  FOR  OPERATOR    WAS    GIVEN    UP    BECAUSE    OF    THE    FLYING    SNOW 

THROWN  BY  THE  BROOM 


February  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


331 


for  example,  from  the  characteristic  curves  in  Fig.  1) 
a  value  may  be  obtained  proportional  to  the  flux : 

-^=fc$  (4) 

Since  tractive  effort  and  torque  only  differ  by  the  con- 
stant ratios  of  gearing  and  wheel  diameter,  the  former 
may  be  used  equally  well  in  equation  (4),  merely 
changing  the  value  of  the  constant  k.  A  curve  plotted 
between  tractive  effort  per  ampere  and  motor  amperes, 
as  TYWT'  in  Fig.  2  will  then  represent  the  variation 
in  flux  with  magnetizing  current.  This  relation  holds 
true  only  in  the  case  of  motors  whose  field  current 
varies  directly  with  the  load  current. 


(5) 


EUcrrLeJtp.Jt.uma', 

Motor  Amperes 

MOTOR  STARTING  RESISTANCE — FIG.   2 — DIAGRAM   FOR 
CALCULATING  RESISTANCES 

In  finding  the  increase  of  counter-emf  when  the  re- 
sistance is  reduced  so  that  the  current  increases  from 
/"  amp  to  /'  amp,  it  is  only  necessary  to  determine  the 
values  of  tractive  effort  per  ampere  for  the  two  values 
of  current.     That  is, 

Ec:  D"   F 

where  E,.,  and  £',-,  are  the  counter-emfs  corresponding 
to  currents  /'  and  /"  respectively,  and  D'  and  D"  the 
values  of  tractive  effort  for  those  currents.  The  value 
of  Ec,  having  been  found  already  by  equation  (2),  the 
value  of  Ecn  can  be  determined  from  equation  (5). 
The  new  value  of  resistance  will  have  to  be  such  as  to 
give  the  counter-emf  Ec,  when  a  current  /'  flows 
through  the  circuit,  which  will  satisfy  the  equation 
.  E-2E., 

^  -    R,  +  2r  ^^^ 

This  equation  is  similar  in  form  to  equation  (1),  but 
takes  account  of  any  value  of  counter-emf  which  may 
exist  at  the  moment. 

Applying  these  equations  to  the  example  cited,  we 
have  from  equation    (2), 

2Ec^  =  500  —  150  (2.036  +  2  X  0.232)  =  125  volts. 


This  is  the  counter-emf  existing  the  instant  before  the 
resistance  is  reduced.    The  instant  after  the  resistance 
.  has  been  reduced,  this  becomes 

125  X  l^^  =  135  volts. 


2Ec 

The  necessary 
relation 


12.40 
value  of  resistance 


is  found  from  the 


200  = 


500—135 


Ec,  =  E  —  21 


t-i) 


(7; 


/?,  -f  2  X  0.232 
from  which  R^  is  found  to  be  1.361  ohms. 

The  same  reduction  in  torque  as  the  speed  of  the 
motor  increases  will  be  noted,  and,  when  the  current 
has  fallen  to  150  amp,  the  counter-emf  may  be  calcu- 
lated by  equation  (2)  as  before.  A  new  value  of  re- 
sistance may  then  be  found  by  the  use  of  equations 
(5)  and  (6).  This  process  will  be  continued  until  all 
the  resistance  is  cut  out,  and  the  motors  are  connected 
in  series  directly  across  the  line. 

To  obtain  further  acceleration  it  is  necessary  to  re- 
connect the  motors  in  parallel.  The  counter-emf  per 
motor  will  be  the  same;  but  when  the  connections  are 
changed  to  parallel  the  two  emfs  will  not  add.  Equa- 
tion  (2)  will  have  to  be  rewritten  as  follows: 

r 

"2" 

Having  found  the  new  value  for  Ec^,  the  value  of  Ec, 
may  be  found  by  equation  (5).  By  this  method  all  the 
values  for  the  parallel  resistances  may  be  determined. 
The  table  shows  these  values  as  determined  for  the  prob- 
lem outlined.  In  the  columns  for  counter-emf,  the  upper 
values  are  for  each  motor  (£,:),  and  the  lower  for  the 
two  motors  when  they  are  in  series.  In  the  columns 
for  resistance,  the  upper  values  are  per  motor  and  the 
lower  for  two  motors  in  parallel. 

It  may  be  seen  that  on  points  5  and  9,  on  which  all 
resistance  has  been  cut  out,  the  current  will  not  rise 
to  quite  200  amp.  This  is  unavoidable  with  the  as- 
sumptions made. 

This  method  of  calculation  lends  itself  very  readily 
to  a  graphical  solution.  Referring  to  Fig.  2,  a  diagram 
has  been  plotted  between  motor  amperes  and  motor 
volts.  If  the  line  emf  is  500  volts,  then  when  the  two 
motors  are  in  series,  each  will  be  taking  250  volts,  less 
what  is  consumed  in  the  resistance.  The  lines  SE  and 
PJ  have  been  drawn  at  an  angle  such  that  the  ordinate, 
ag  S'E'  or  P'J',  represents  the  IR  drop  in  one  motor  at 
any  current  /.  The  line  SA  has  been  drawn  to  repre- 
sent the  IR  drop  per  motor  for  any  value  of  current, 
when  the  resistance  is  so  chosen  as  to  bring  the  motor 
to  a  standstill  at  200  amp.  When  the  current  has 
fallen  to  150  amp,  the  total  IR  drop  is  represented  by 
the  ordinate  S'A',  and  the  drop  in  external  resistance 
by  E'A'.  If  the  resistance  is  then  reduced  so  as  to  in- 
crease the  current  to  200  amp,  the  counter-emf  will  be 
increased  by  the  ratio  given  in  equation  (5).  The 
curve  TYWT'  between  tractive  effort  and  current  has 
been  plotted  to  the  same  base,  although,  if  the  current 
limits  are  to  be  those  decided  on,  the  points  Y  and  W 
are  all  that  need  to  be  located.  The  straight  line 
WYX  is  then  drawn  through  Y  and  W,  intersecting  the 
current  axis  prolonged  at  X.  It  will  be  seen  at  once, 
from  similar  triangles,  that  any  line  drawn  through  X 
will  produce  intersections  on  the  lines  UP'  and  AP" 
that  are  proportional.  That  is, 
UA'  _  UY 
~AB~AW 

and  so  on,  for  any  possible  line  drawn  through  .X".  If 
then  the  line  XA'B  is  drawn  through  X  and  A',  inter- 
secting AP"  at  B,  the  ordinate  AB  will  represent  the 
counter-emf  developed  when  the  current  has  been  in- 


332 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


creased  from  150  amp  to  200  amp  without  changing  the 
speed.  The  ordinate  S"B  gives  the  total  IR  drop,  and 
EB,  the  drop  external  to  the  motor;  this  latter,  divided 
by  the  current,  determines  the  new  value  of  resist- 
ance. The  IR  drop  will  then  decrease  along  the  line 
BB'  as  the  current  falls  off,  until,  at  point  B',  the  cur- 
rent must  be  increased  again.  The  same  construction 
is  repeated  until  the  two  motors  are  in  series  without 
resistance.  The  current  which  will  be  obtained  when 
the  last  point  of  resistance  is  cut  out  may  be  readily 
determined,  since  the  IR  drop  in  the  motor  alone  is 
plotted  as  SE.  When  the  last  line  radiating  from  X 
is  drawn  it  will  intersect  this  line  at  some  point  as  E". 
The  abscissa  determines  the  current. 

In  changing  to  parallel  it  is  only  necessary  to  move 
the  axis  of  reference  for  IR  drop  to  the  proper  point,  in 
this  case  the  ordinate  for  500  volts,  and  continue  the 
construction  from  that  point.  The  construction  is 
otherwise  exactly  the  same  as  before. 

As  shown,  the  diagram  is  theoretically  correct,  and  a 
comparison  of  the  values  found  graphically  for  resist- 
ances  with    those   calculated   and   tabulated   as   below 


rSi 

o  = 

Speed 

Counter  emf 

/  B  Drop 

Resistance 

cfi 

200 

150 

200 

150 

200 

150 

Ex- 

o o 

1 

amp 

amp 

amp 

amp 

amp 

amp 

Total 

Motor 

ternal 

0.0 

2.35 

0.0 

62.5 

500.0 

375.0 

2.5 

0.464 

2.036 

125.0 

2 

2.35 

4.26 

67.5 

113.0 

135.0 

226.0 

365.0 

274.0 

1.825 

0.464 

1.361 

3 

4.26 

5.82 

122.2 

154.5 

244.4 

309.0 

255.6 

191.0 

1.278 

0.464 

0.814 

4 

5.82 

7.06 

167.0 

188.5 

334.0 

377.0 

166.0 

123.0 

0.830 

0.464 

0.366 

5 

7.06" 

8.09 

203.6' 

215.2 

407. 2» 

430.4 

92.8 

69.6 

0.464 

0.464 

0.0 

6 

8.09 

11.24 

232.0 

299.0 

268.0 

201.0 

1.340 
0.670 

0.232 
0.116 

1.108 
0.554 

7 

11.24 

13.8 

322.5 

366.7 

177.5 

133.3 

0.887 
0.443 

0.232 
0.116 

0.655 
0.327 

8 

13.8 

15.8 

395.0 

421.0 

105.0 

79.0 

0.525 
0.262 

0.232 
0.116 

0.293 
0.146 

9 

15.8* 

453.6* 
amperes. 

46.4 

0.232 

0.232 

0.0 

* 

At  196 

Northern  Ohio  Traction  &  Light  Company 

"  Safety  First  "  Work 

During  the  past  year  the  number  of  accidents  of  all 
kinds  on  this  property  was  34  per  cent  smaller  than 
that  for  1913,  and  there  were  45  per  cent  fewer  fatali- 
ties from  all  causes.  The  number  of  persons  injured 
in  getting  on  or  off  cars  was  reduced  by  35  per  cent 

and  the  number  of  col- 
lisions with  vehicles  by 
43  per  cent.  This  com- 
pany operated  during 
the  past  year  a  total 
track  mileage  of  233.2 ; 
the  number  of  car-miles 
run   was   8,810,466. 

The  safety  work  of 
the  company  is  care- . 
fully  organized  in  the 
department  of  the  gen- 
eral claim  agent,  who 
has  also  the  title  of 
supervisor  of  safety. 
He  is  assisted  by  a 
large  safety  committee 
carefully  chosen  by  the 
men.  One  of  the  ef- 
fective features  of  the  work  is  The  Traction  Bulletin, 
published  twice  a  month  for  distribution  on  the  cars. 
The  Bulletin  contains  information  regarding  the  opera- 
tion of  the  company,  time-tables  and  useful  general  in- 
formation, not  omitting  a  few  jokes.  An  illustration 
used  in  a  recent  issue  is  the  one  taken  from  The  Phila- 
delphia Times,  shown  herewith.  It  was  reproduced  with 
editorial  comment.  E.  H.  Clinedinst  is  supervisor  of 
safety  of  the  company. 


shows  how  closely  they  agree.  Further,  the  diagram 
may  be  used  for  any  value  of  line  potential  without  any 
further  change  than  shifting  the  origin  for  the  IR  drop. 
For  different  current  limits  it  is  necessary  to  take  new 
points  on  the  tractive  effort  per  ampere  curve,  thus  get- 
ting a  new  location  for  X.  The  shape  of  the  curve,  as 
drawn  on  the  diagram,  shows  that  a  small  variation 
may  be  made  without  relocating  this  point,  and  the 
error  will  not  be  great. 

In  general,  as  the  resistors  must  be  used  both  for  the 
series  and  the  parallel  connections,  a  certain  amount 
of  adjustment  must  be  made  of  the  values  found  for 
definite  current  limits.  The  method  of  doing  this  is  to 
continue  the  IR  drop  line  corresponding  to  the  actual 
resistance  until  it  intersects  the  corresponding  dash 
line.  The  current  values  will  then,  of  course,  not  be 
those  selected  at  the  outset  as  the  limiting  ones. 

The  great  advantage  in  the  use  of  this  diagram  for 
determining  motor  resistances  lies  in  its  extreme  sim- 
plicity. All  that  is  needed  is  the  tractive  effort  curve  of 
the  motor,  and  the  motor  resistance.  The  accuracy 
depends  on  the  care  with  which  the  diagram  is  drawn, 
and  makes  no  use  of  assumed  constants,  so  that  it  can 
be  used  with  any  type  of  series  motor. 


According  to  Railway  and  Locomotive  Engineering 
painful  accidents  have  sometimes  been  caused  by  molten 
lead  exploding  while  being  poured,  and  many  workmen 
have  had  their  patience  sorely  tried  when  pouring  melted 
lead  around  a  wet  joint  to  find  the  lead  explode,  blow  out 
or  scatter  from  the  effect  of  the  steam  generated  by  the 
heat  of  the  metal.  The  whole  trouble  may  be  stopped  by 
putting  a  piece  of  rosin  about  the  size  of  a  hickory 
nut  into  the  ladle  before  pouring. 


ILLUSTRATION  FROM  THE 
COMPANY'S     BULLETIN 


Sources  of  Creosote  Used  in  the  United 

States 

The  increasing  demand  for  coal-tar  creosote  in  the 
United  States  and  the  apprehension  regarding  the 
supply  because  of  the  European  war,  makes  the  ques- 
tion of  our  sources  of  supply  a  pertinent  one.  In  a 
recent  issue  of  the  Wood  Preservers'  Bulletin  it  is 
stated  that  the  consumption  of  coal-tar  creosote  in  the 
United  States  during  1913  amounted  to  109,373,359 
gal.,  which  was  the  largest  on  record.  Of  this  amount 
less  than  40  per  cent  was  produced  in  this  country, 
while  that  imported  totaled  more  than  69,800,000  gal, 
or  64.4  per  cent  of  the  total  consumption.  Practically 
all  of  the  coal-tar  creosote  imported  came  from  coun- 
tries now  at  war,  although  as  stated  in  the  proceedings 
of  the  American  Wood  Preservers  Association's  last 
annual  convention,  shipments  are  still  being  made  from 
all  these  countries  except  Germany.  According  to  the 
information  furnished  by  the  United  States  Department 
of  Foreign  Commerce,  the  sources  of  supply  and  their 
growth  in  1912  and  1913  were  as  follows: 

Imports  of  Creosote 

, 1912 V  , 1913 , 

Imported  from  Gallons  Gallons 

^"Belgium    396,652         tl9.103     7,675,174       $326,925 

rlrmTny".".!!!'.  ;!".■.■.  15,602,683         6"lV,454   17,9V7'.56i         7oV,802 

Netherh-inds 3  638.793         161,700     7,062,248         412,003 

Sweden       9,588  1,124  3,600  618 

^n^la^"^^"!"::...  21,380,832     1,064,143   22,383,966     1,268.988 

Scotland     ..:. 9:596;i83         428,298   13,581,965         930,954 

Ireland 635  40  j 

Total  Europe    50.625,366   $2,285,862  68,664,454   $3,644,290 

North  Ameflca 1.672,836  95,724      l,151.ii24  67.05» 

Total    Imports    62,298,202   $2,381,586   69,805,678   $3,711,340  i 


¥ 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


333 


Higher  Fares  Restored  in  Milwaukee 

Commission  Rescinds  Low  Fare   Order — Says  Interest  of   Greatest  Number   Best  Promoted  by   Rates  High 

Enough  to  Cover  Cost  of  Reasonably  Adequate  Service 


An  order  has  been  issued  by  the  Railroad  Commission 
ot  Wisconsin  rescinding  the  decision  of  Aug.  23,  1912, 
which  required  the  Milwaukee  Electric  Railway  &  Light 
Company  to  discontinue  the  ticket  rate  of  twenty-five 
tickets  for  $1  and  substitute  therefor  a  ticket  rate  of 
thirteen  for  50  cents.  The  decision  of  the  commission, 
dated  Jan.  30,  1913,  is  signed  by  John  H.  Roemer,  who 
has  just  retired  as  chairman,  and  Halford  Erickson. 
David  Harlowe,  the  third  member  of  the  commission, 
who  has  also  retired,  did  not  sign  the  decision. 

The  order  was  issued  after  a  hearing  on  a  petition  of 
Christ  Woehsner,  Mayor  of  Cudahy,  Wis.  He  expressed 
his  belief  that  the  order  of  Aug.  23,  1912,  was  unrea- 
sonable and  unjust  in  preventing  the  Milwaukee  Electric 
Railway  &  Light  Company  from  getting  a  fair  return. 
He  asked  that  the  order  be  so  modified  that  the  earnings 
of  the  suburban  railway  system  owned  by  the  Milwaukee 
Light,  Heat  &  Traction  Company  and  the  earnings  of 
the  city  system  of  The  Milwaukee  Electric  Railway  & 
Light  Company  should  be  combined  and  considered  as  a 
whole. 

Counsel  for  the  city  of  Milwaukee  objected  that  the 
complaint  should  be  dismissed  on  the  ground  that  under 
the  railroad  commission  law  an  individual  does  not  have 
the  right  to  complain  as  to  the  amount  of  earnings  made 
by  a  corporation  under  an  order  of  a  commission ;  that 
the  proper  method  to  test  orders  is  through  the  right  of 
appeal  provided  in  the  statutes.  Counsel  for  the  city 
also  felt  that  the  Milwaukee  Light,  Heat  &  Traction 
Company  had  no  franchise  to  do  business  within  the  city 
limits  of  Milwaukee. 

The  Milwaukee  Electric  Railway  &  Light  Company 
declared  that  by  the  modifying  order  issued  Oct.  28, 
1914,  the  commission  unjustly  and  improperly  extended 
fare  limits  and  reduced  rates  of  fare  of  the  company  and 
the  Milwaukee  Light,  Heat  &  Traction  Company.  On 
Dec.  5,  1914,  the  Milwaukee  Light,  Heat  &  Traction 
Company  instituted  an  action  in  the  Circuit  Court  of 
Dane  County  against  the  Railroad  Commission  alleging 
that  the  order  of  Oct.  28,  1914,  did  not  provide  a  fair 
and  equitable  return  upon  the  property.  The  company 
also  declared  that  the  ordinance  of  Jan.  2,  1900,  and 
other  franchises  constitute  contracts.  The  company 
alleged  that  the  return  on  the  street  railway  system  for 
many  years  has  been  and  is  now  less  than  5  per  cent  per 
annum,  whether  based  on  the  proper  investment  therein 
or  on  the  fair  value  of  the  property  used  and  useful  in 
the  conduct  of  the  railway,  and  that  the  rate  of  return 
which  would  be  earned  under  the  rates  of  fare  existing 
prior  to  the  order  of  Aug.  23,  1912,  has  been  at  all  times 
and  would  be  less  than  6  per  cent  per  annum,  whether 
based  on  the  investment  in  the  street  railway  property 
or  on  the  fair  value  thereof,  and  that  the  order  of  Aug. 
23,  1912,  requires  reductions  in  the  fares  which  will 
diminish  the  revenues  and  return  more  than  $170,000 
per  year. 

The  Milwaukee  Light,  Heat  &  Traction  Company  in 
an  answer  to  the  petition  alleged  that  the  return  which 
it  is  now  earning  and  has  earned  for  many  years  on  its 
railway  system  is  less  than  5  per  cent  per  annum, 
whether  based  upon  the  proper  investment  or  the  fair 
value  of  the  property  used  and  useful  for  railway  pur- 
poses. 

Physical  Property  Changes  Large 

I         In  taking  up  the  changes  which  have  occurred  since 
I     Dec.  31,  1911,  and  their  effect  upon  the  future,  the  de- 


cision first  considers  physical  property.  By  far  the 
most  significant  of  the  factors  which  have  contributed  to 
the  changed  conditions  existing  at  present  have  been 
the  additions  to  physical  property.  During  the  four 
years  ending  Jan.  1,  1915,  the  additions  aggregated  $4,- 
691,843,  resulting  in  a  total  cost  new  of  $15,206,044  or 
an  increase  of  44.6  per  cent  over  the  property  on  Jan. 
1,  1911.  In  round  numbers  the  physical  property  used 
for  railway  purposes  by  the  company  in  Milwaukee  in- 
creased from  approximately  $10,000,000  in  1910  to  $15,- 
000,000  at  the  beginning  of  1915,  or  50  per  cent.  In 
1910  the  revenues  a,mounted  to  $3,787,323,  producing  an 
investment  ratio  of  38.1  per  cent.  For  1911  the  rev- 
enues of  $3,969,072  resulted  in  the  slightly  lower  ratio 
of  37.7  per  cent,  while  for  1914,,  with  property  at  $15,- 
000,000  and  revenues  of  $4,110,717,  the  ratio  is  27.35 
per  cent,  or  a  decrease  of  more  than  10  per  cent. 

"In  other  words,"  adds  the  commission,  "in  1911  there 
existed  $2.65  of  property  for  every  $1  of  revenue,  which 
increased  to  $3.66  of  property  for  every  $1  of  revenue 
in  1914.  To  place  the  year  1914  upon  the  same  profit- 
able basis  as  that  of  1911  it  is  significant  to  show  that 
the  revenues  should  have  totaled  $5,665,186,  or  a  neces- 
sary increase  in  1914  over  1911,  assuming  the  same 
operating  ratio,  of  $1,702,114,  or  43  per  cent.  This 
last  figure,  compared  with  the  actual  increase  in  rev- 
enues of  1914  over  1911,  $147,645,  or  3.7  per  cent,  brings 
out  the  differences  in  conditions  admirably.  It  may  be 
contended  that  this  comparison  would  be  effected  by 
the  depressed  business  conditions  during  the  latter  half 
of  1914,  but  the  maximum  revenues  collected  by  the 
company  during  its  entire  history  occurred  in  1913  and 
were  only  greater  by  $110,592  than  those  of  1914." 

In  analyzing  the  expenditures  for  additions  the  com- 
mission called  attention  to  paving  as  an  important  item 
contributing  to  the  decrease  in  net  earnings.  The  ex- 
penditure for  four  years  was  $593,871,  or  14.5  per  cent 
of  the  total  other  additions  to  property. 

Maintenance  Costs  Higher 

Maintenance  at  present  requires  higher  relative 
charges  than  those  prevailing  during  the  period  covered 
by  the  3-cent  fare  case.  This  is  due  to  several  reasons. 
There  was  an  element  of  deferred  maintenance  in  1908 
to  1911,  inclusive.  The  new  physical  property  installed 
since  1911  has  caused  additional  maintenance  to  cover 
new  property  and  has  caused  the  maintenance  per  unit 
to  increase  and,  finally,  the  nation-wide  increases  in 
prices  of  materials  and  wages  have  affected  the  urban 
transportation  business  very  materially. 

In  the  service  case  the  commission  concluded  that  at 
least  1.8  cents  per  car-mile  would  be  required  to  keep 
equipment  in  proper  repair.  The  company  contended 
for  and  still  contends  for  2.006  cents  per  car-mile  as  an 
adequate  allowance  for  maintenance  of  equipment.  The 
final  necessary  cost,  the  commission  declares,  is  certain 
to  be  from  0.5  cent  to  0.7  cent  per  car-mile  higher  than 
the  average  prevailing  during  1908  to  1911.  The  final 
average  of  1.8  cents  per  car-mile  or  higher  indicates  the 
amount  of  additional  maintenance  which  will  be  required 
to  cover  pay-as-you-enter  mechanism,  air  brakes,  sign 
and  signal  systems,  etc.,  added  to  the  old  equipment. 

If  no  appreciable  increases  have  appeared  in  main- 
tenance due  to  other  new  property  there  is  no  doubt 
that  these  will  occur  within  several  years  when  the 
newness  of  the  additions  has  worn  off. 


334 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


Operation 

Certain  increases  in  wages  of  labor,  expense  of  super- 
vision and  general  overhead  charges  have  been  due  to 
larger  power  plant  and  repair-shop  capacity,  additional 
crosstown  lines,  single-fare  extensions,  additional  car- 
house  accommodations  and  other  developments.  Train- 
men's wages  per  car-hour  in  1911  cost  49  cents,  in  1912 
49.8  cents,  in  1913  51.5  cents  and  in  1914  53.8  cents. 
During  1914  an  increase  of  $83,400  took  place  over  1911, 
of  which  about  $24,000  was  traceable  to  the  spread  of 
duty  and  minimum  wage  policy,  $2,700  to  fare-box  col- 
lectors placed  at  important  intersections  where  heavy 
loading  occurs  during  the  rush  hour  periods,  and  $58,000 
to  wage  increases. 

Revenues 

In  1909  operating  revenues  increased  7.6  per  cent  over 
the  preceding  year,  in  1910  9.2  per  cent,  in  1911  4.7  per 
cent,  in  1912  4.3  per  cent  and  in  1913  2.2  per  cent,  while 
in  1914  there  was  a  decrease  of  2.6  per  cent. 

In  1908  operating  expenses,  taxes  and  depreciation 
were  approximately  65  per  cent  of  revenues.  In  1913 
the  percentage  was  75,  and  in  1914,  78. 

Rides  per  capita  increased  from  about  100  in  1897 
to  250  in  1913.  Recent  indications  point  to  the  ten- 
dency that  the  present  growth  in  rides  per  capita  is  not 
keeping  pace  with  the  former  growth  nor  with  the  popu- 
lation curve.  Revenues  per  capita  increased  from  $5.39 
in  1897  to  $10.43  in  1913.  The  situation  seems  to  be 
that  the  riding  habit  is  approaching  a  more  complete 
saturation  than  ever  before  in  the  history  of  the  com- 
pany of  eighteen  years. 

Another  factor  is  the  decreasing  average  revenue  per 
revenue  passenger.  The  proportion  of  passengers  pay- 
ing cash  fares  has  decreased  to  15.68  per  cent  in  1914. 
The  cash-fare  passengers  were  84  per  cent  of  the  total 
revenue  passengers  in  1900.  The  average  fare  has 
reached  as  low  as  4.163  cents  for  1914,  whereas  prior  to 
1900  it  was  approximately  5  cents. 

Another  important  cause  is  the  extended  use  of  trans- 
fers. The  per  cent  of  revenue  passengers  using  trans- 
fers increased  from  25.52  in  1897  to  36.94  in  1913  and 
39.66  per  cent  in  1914.  Revenue  passengers  decreased 
from  100,073,659  in  1913  to  97,874,919  in  1914,  or  a 
difference  of  2,198,740,  while  transfer  passengers  in- 
creased from  37,402,570  in  1913  to  39,263,919  in  1914, 
or  a  difference  of  1,861,349.  The  most  important  causes 
were  the  installation  of  crosstown  lines  and  extended 
transfer  privileges.  A  conservative  estimate  of  the  an- 
nual loss  occasioned  by  the  use  of  these  privileges  is 
$80,000  for  1914  alone. 

Among  other  causes  which  are  affecting  revenues 
adversely  are  automobiles,  cycle  cars  and  motorcycles. 

Another  more  tangible  cause  is  the  order  of  the  com- 
mission. The  probable  full  effect  of  the  issue  of  the 
tickets  under  the  reduction  order  would  be  to  reduce 
the  revenues  for  1912  by  an  additional  amount  of 
$116,000,  and  those  for  1913  and  1914  by  additional 
amounts  of  respectively  $58,000  and  $63,000. 

Finally  the  general  trend  of  industrial  and  financial 
conditions  has  increased  materially  the  prices  of  ma- 
terial, labor  and  capital  and  altered  economic  conditions 
considerably  in  many  ways.  During  the  past  eighteen 
years  prices  on  commodities  generally  appear  to  have 
increased  not  far  from  50  per  cent,  while  labor  in  prac- 
tically all  lines  also  commands  much  higher  prices. 

The  commission  reached  the  conclusion  that  no  en- 
couragement can  be  found  that  for  a  considerable  time 
to  come  the  revenues  can  recoup  th"ir  own  losses,  due 
to  both  permanent  and  temporary  causes,  and  also  make 
up  the  relative  differences  which  now  exist  in  the  in- 
vestment and  operating  ratios  due  to  the  large  addi- 


tions to  physical  property  with  the  attendant  outlays, 
to  the  increased  costs  in  maintenance  charges  and  opera- 
tion and  to  the  constantly  increasing  demands  upon 
revenues  on  account  of  public  requirement. 

Income  Account 

No  allowances  were  made  for  working  capital  or 
going  value,  as  it  was  not  deemed  essential  for  the 
general  conclusions  reached  in  this  decision  to  deter- 
mine a  final  value. 

Summary  ok  t.hk  Milwaukee  Electric  Railway  &  Light  Com- 
pany— Income  Accounts,  1912-14 

1912  1913*                 1914 

Cash  investment $16,563,559  $17,508,284  $19, 246, 541s 

Per  cent  return 6.377  5.906                 3.634 

Commission's  earning  value.    $12,502,836  $13,862,874  $15,441,000 

Per  cent  return 8.448  7.460                 4.530 

.Tax   commission's   value...,    $18,191,000  $18,700,000  $20,235,104 

Per  cent  return 5.806  5.530                 3.457 

Note — Values  under  1912  and  1913,  as  of  Jan.  1.  Values  under 
1914  as  of  June  30. 

Summary  of  the  Milwaukee  Light,  Heat  &  Traction  Company 
— Income  Accounts,  1912-14 

1912  1913*  1914» 

Cash  investment $7,781,305  $7,890,635  $8,124,627 

-Per  cent  return 2.800  2.907  3.739 

Commission's  earning  value.  .  $6,184,929  $6,195,208  $6,274,889 

Per  cent  return 3.523  3,702  4,841 

Tax   commission's   value $5,780,000  $6,900,000  $7,084,000 

Per  cent  return 3,769  3.324  4.289 

*Year  ending  June  30,  - 

Note — Values  as  of  Jan.  1. 

Percentage  returns  upon  the  cost  of  reproduction  for 
the  city  company  as  of  Jan.  1,  1912,  1913  and  1914, 
respectively,  were  9.87,  7.29  and  5.45.  For  the  traction 
company  the  returns  for  these  years  were  2.16,  3.77, 
2.28.  Taking  the  two  companies  combined  the  per- 
centage returns  were  7.29,  6.14  and  4.47.  The  income 
account  of  the  city  company,  which  was  used  as  the 
basis  for  these  calculations,  does  not  reflect  the  actual 
condition  of  the  finances.  The  amount  of  revenue  de- 
ducted on  the  basis  of  the  coupon  redemption  reserve 
fund  has  not  equalled  the  probable  reduction  in  rev- 
enues when  the  thirteen-for-50-cents  tickets  should  be 
sold  as  ordered  originally.  To  place  the  income  account 
for  the  three  years  subject  to  the  estimated  effect  would 
require  a  reduction  of  $116,000  in  1912,  $58,000  in  1913 
and  $63,000  in  1914,  resulting  in  a  per  cent  return  on 
the  cost  new  for  the  years  named  of  8.92,  6.86  and  4.79. 
It  has  been  estimated  that  an  additional  amount  for 
the  improvement  of  service  will  no  doubt  aggregate 
approximately  $100,000.  When  this  allowance  is  incor- 
porated in  the  income  account  together  with  an  allow- 
ance for  reduction  in  revenues  on  the  basis  of  the  full 
effect  of  thirteen-for-50-cents  tickets,  the  per  cent  re- 
turns are  reduced  to  8.10  for  the  year  1912,  6.12  for 
1913  and  3.7  for  1914.  Another  burden  upon  the  city 
company  is  the  deficits  in  suburban  territory.  It  falls 
upon  the  city  system  income  account  to  produce  suffi- 
cient net  earnings  to  provide  something  like  fair  returns 
upon  the  suburban  plant  values.  When  these  plant 
values  are  included  in  the  income  account  of  the  city 
company  together  with  the  allowance  for  the  additional 
reduction  to  the  thirteen-for-50-cents  tickets  and  for 
service  requirements  the  per  cent  returns  foot  up  to 
7.38  in  1912,  5.61  in  1913  and  3.48  in  1914.  "Any  ad- 
justments that  can  possibly  be  made,"  the  commission 
adds,  "will  not  prevent  the  conclusion  that  during  the 
last  two  calendar  years  the  revenues  have  not  been  suffi- 
cient to  cover  all  legitimate  demands  for  the  adequate 
transportation  of  passengers  in  the  city  of  Milwaukee 
and  the  adjacent  suburban  territory." 

Income  accounts  in  the  accompanying  table,  although 
not  accepted  by  the  commission  in  their  entirety,  "con- 
tain certain  merits  which  warrant  a  summary  repre- 
sentation in  this  decision." 


1 


ft 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


335 


Conclusion 


"The  increases  in  the  operating  expenses  and  fixed 
charges  of  the  companies  and  the  failure  of  their  gross 
and  net  revenues  to  maintain  their  ordinary  annual 
growth  during  the  past  few  years  are  due  to  causes 
that  are  wholly  beyond  the  control  of  the  companies," 
the  commission  says  in  conclusion.  "The  net  earnings 
of  the  respondent  now  are  and  for  some  time  have  been 
considerably  lower  on  the  investment  than  the  rates  or 
costs  at  which  it  is  well  known  new  capital  for  similar 
undertakings  can  in  the  long  run  be  had.  The  con- 
ditions in  this  respect  are  also  considerably  aggravated 
by  the  fact  that  in  this  case,  as  in  nearly  all  large  and 
growing  cities,  there  is  a  constantly  growing  demand 
for  improvements  in  and  extensions  to  the  local  street 
railway  service. 

"The  tendencies  and  changes  in  the  expenses  and 
earnings  in  question  were  seen  when  the  order  com- 
plained of  was  made,  but  it  was  not  then  thought  that 
they  were  permanent  but  rather  temporary  in  their 
nature.  Had  the  nature  of  these  changes  then  been 
better  understood  it  is  very  certain  that  the  order 
would  not  have  been  made.  Justice  and  the  law  demand 
that  the  rates  charged  by  public  utilities  for  the  serv- 
ices they  render  shall  be  reasonable  to  the  utilities  as 
well  as  to  their  patrons.  The  best  interest  of  the  great- 
est number  in  matters  of  this  kind  can  as  a  rule  be  best 
promoted  by  allowing  rates  that  are  high  enough  to 
cover  the  cost  of  reasonably  adequate  service.  As  the 
rates  provided  by  the  order  complained  of  fall  short  of 
this,  we  are  in  fairness  to  the  petitioner  and  in  the  in- 
terest of  patrons  compelled  to  find  that  this  order  is  un- 
reasonable and  that  it  should  be  repealed  or  abrogated." 

Comment  of  Mr.  Mortimer  on  the  Decision 

Commenting  on  the  decision  of  the  Railroad  Commis- 
sion of  Wisconsin,  James  D.  Mortimer,  president  of  the 
Milwaukee  Electric  Railway  &  Light  Company,  said  to 
the  Electric  Railway  Journal: 

"The  order  of  the  commission  restoring  the  franchise 
rates  of  fare  prevailing  prior  to  the  previous  order  of 
Aug.  23,  1912,  was  determined  upon  after  a  most  thor- 
ough examination  of  the  facts  and  the  finances  of  the 
railway  department  of  the  Milwaukee  Electric  Railway  & 
Light  Company.  The  original  order  of  1912  was  predi- 
cated upon  a  relation  between  earnings  and  value  of 
property  which  was  the  maximum  ever  attained  in  the 
history  of  the  company.  During  1911  and  1912,  the  com- 
pany was  engaged  in  a  large  amount  of  construction  work 
which  added  very  materially  to  its  property  account.  The 
original  decision  contained  no  adequate  recognition  of 
this  large  additional  investment  then  in  process  of  com- 
pletion or  the  further  investment  that  would  be  required 
during  the  remainder  of  1912  and  during  the  year  1913. 
This  additional  investment,  together  with  expenses 
arising  out  of  higher  wages,  greater  expense  on  account 
of  injuries  and  damages,  and  additional  burdens  imposed 
by  virtue  of  the  police  powers  of  the  municipality,  such 
as  sprinkling  streets,  replacing  pavement  not  apparently 
contemplated  under  the  franchise,  and  raising  and  low- 
ering tracks  to  conform  to  new  grades,  all  contributed 
to  bring  about  the  low  ratio  between  net  earnings  and 
value  of  physical  property,  upon  which  the  commission 
based  its  recent  rescinding  order. 

"The  commission  has  indicated  its  breadth  of  view 
and  strength  of  character  in  frankly  admitting  that  the 
order  of  1912  was  in  error  and  was  issued  without  suffi- 
ciently complete  recognition  of  the  then  current  ten- 
dencies of  the  costs  of  street  railway  operation. 

"The  facts  would  have  justified  a  rate  of  fare  higher 
than  6  tickets  for  25  cents  and  25  tickets  for  $1,  but  in 
view  of  these  long  established  commutation  rates,  any 


departure  therefrom  would  probably  not  be  in  line  with 
sound  public  policy.  Even  with  rates  of  fare  lower  than 
the  standard  nickel,  the  same  aggregate  return  may  be 
attained  by  shortening  the  length  of  haul  for  a  single 
fare.  There  are  opportunities  for  this  treatment  on  a 
number  of  our  suburban  lines." 


COMMUNICATIONS 


Mr.   Murray's   Franklin   Institute    Paper 

Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh,  Pa.,  Feb.  5,  1915. 
To  the  Editors: 

In  your  issue  of  Jan.  30  you  give  an  abstract  of  a 
paper  by  W.  S.  Murray,  which  was  presented  at  Phila- 
delphia on  Jan.  20.  This  last  paper  on  the  New  Haven 
electrification,  giving  as  it  does  costs  of  operation,  is 
of  the  greatest  interest,  as,  in  fact,  are  all  of  Mr.  Mur- 
ray's papers.  The  costs  given  speak  for  themselves 
and  need  no  comment.  It  may  not  be  amiss,  however, 
to  discuss  some  of  the  statements  in  the  remainder  of 
the  paper.  The  pause  in  the  onward  march  of  the 
electrification  of  steam  railways,  due  to  financial  de- 
pression, is  not  an  unmixed  evil.  It  is  of  great  value 
not  only  to  the  railways  themselves  but  to  the  manu- 
facturing companies.  It  offers  an  opportunity  for  a 
study  of  ways  and  means,  of  necessity  and  cost,  of  ad- 
vantages and  disadvantages  of  electrification,  and  for 
planning  the  work  which  it  is  recognized  must  come 
sooner  or  later,  so  that  it  can  be  done  in  the  most 
economical  manner  and  at  the  same  time  secure  the 
maximum  of  advantage.  The  writer  is  very  much  op- 
posed to  legislation  designed  to  force  the  electrification 
of  steam  railways.  Electrification  under  such  condi- 
tions will  inevitably  cost  a  great  deal  more  than  neces- 
sary and  the  city  securing  electrification  by  such  means 
will  lose  a  great  part  of  the  advantage  which  it  should 
have.  The  work  would  have  to  be  done  under  pressure, 
and  plans  which  really  require  years  of  study  would 
have  to  be  rushed  through  in  a  few  months.  The  ex- 
amples of  electrification  which  are  now  in  progress 
are  in  places  where  an  actual  financial  saving  will 
result  from  them,  and  this  is  what  every  thorough 
electrical  engineer  expects  will  ultimately  be  the  case 
on  a  great  many  of  the  roads  in  this  country.  The 
problem  is  so  vast,  however,  that  it  must  not  be  forced 
or  there  will  be  a  heavy  loss  instead  of  a  financial 
gain. 

Another  subject  which  is  touched  upon  in  Mr.  Mur- 
ray's paper  is  the  administration  in  electrical  operation. 
Manufacturers  of  electric  locomotives  are  familiar  with 
the  expression  "That  is  railroading,"  which  has  come 
to  mean  that  the  operating  men  expect  a  locomotive 
to  stand  any  amount  of  abuse  that  can  be  heaped 
upon  it  no  matter  whether  it  is  injured  or  not;  that 
it  will  be  expected  to  haul  continuously  any  load  that  it 
can  start.  This  method  of  operation  is  usually  sufllicient 
to  eliminate  entirely  any  possibility  of  financial  profit 
from  the  investment  in  electrification,  and  reduces  the 
matter  simply  to  a  question  of  how  much  more  it  is 
going  to  cost  the  company  to  operate  electrically  than 
by  steam.  Fortunately,  as  Mr.  Murray  says,  this  atti- 
tude has  changed  to  a  great  extent  on  railroads  where 
the  operating  men  are  coming  to  understand  that 
electrical  apparatus  has  limitations  and  that  it  costs 
vastly  more  to  maintain  it  if  it  is  abused  than  if  it  is 
treated  as  any  valuable  piece  of  machinery  should  be 
treated — namely,  with  some  degree  of  intelligence  and 
respect.  There  is  nothing  in  Mr.  Murray's  paper  that 
is  any  truer  than  this  statement:  "Successful  electrifi- 
cation, therefore,  requires  that  there  be  in  the  admin- 


336 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


istrative  forces  men  trained  to  the  necessity  of  a 
different  viewpoint  from  that  which  has  been  developed 
in  eighty  years  of  steam  service." 

The  writer  would,  however,  take  issue  with  Mr.  Mur- 
ray as  to  the  disadvantage  of  the  employment  of  steam 
locomotive  engineers  for  operating  electric  locomotives. 
He  believes  that  such  men,  if  properly  educated  as  to 
the  capabilities  and  limitations  of  these  locomotives,  will 
operate  them  as  well  as  new  men  specially  trained. 
They  must,  however,  be  given  a  proper  point  of  view 
by  men  who  are  thoroughly  familiar  with  electric  loco- 
motives and  have  authority  to  enforce  their  instructions. 

One  thing  that  would  be  of  the  greatest  advantage 
on  a  railroad  is  a  more  thorough  co-operation  between 
the  motive  power  department  and  the  transportation 
department  than  is  usually  found  on  trunk-line  rail- 
ways. Both  departments  should  have  a  voice  in  the 
selection  of  apparatus  for  the  operation  of  the  railway. 
The  transportation  department  should  state  the  service 
requirements  before  the  capacity,  speeds,  etc.,  of  loco- 
motives are  decided  upon.  The  equipment  should  be 
purchased  upon  this  basis  if  it  is  approved  by  the 
management  of  the  railway,  and,  after  it  has  been 
installed,  the  transportation  department  should  be  re- 
quired to  adhere  as  closely  as  possible  to  these  specifica- 
tions and  not  be  permitted  to  take  the  equipment  and 
see  how  much  more  can  be  done  with  it.  Such  methods 
always  result  in  financial  loss  to  the  company  and  dis- 
satisfaction with  the  apparatus  if  it  has  been  designed 
with  the  ordinary  factor  of  safety. 

N.  W.  Stoker. 


Calculation   of   Starting   Resistances  for 

Railway  Motors 

New  York,  Feb.  2,  1915. 
To  the  Editors : 

In  recent  issues  of  the  Electric  Railway  Journal 
several  communications  have  appeared  commenting  upon 
the  method  which  I  proposed  in  the  issue  of  Dec.  26, 
1914,  for  calculating  starting  resistance.  Allow  me  to 
take  up  some  of  the  points  raised  by  Professor  Harding, 
Mr.  Cameron  and  Mr.  Simmon. 

If  Professor  Harding  recognizes  that  the  proposed 
method  and  the  calculation  in  itself  are  of  interest  to 
the  manufacturer  who  is  studying  a  new  proposition 
based  on  certain  data,  it  is  difficult  to  see  why,  in  case 
the  data  have  to  be  changed  or  the  existence  of  some 
trouble  suggests  the  desirability  of  investigating  the 
matter,  the  same  procedure  shall  not  be  useful  to  any- 
one else  who  wishes,  with  little  time  and  effort,  to  de- 
termine the  correct  arrangement  of  the  grids. 

Referring  to  Mr.  Cameron's  communication,  I  am  of 
the  opinion  that  problems  regarding  traction  can  be 
studied  better  on  paper  than  by  tests  because,  if  the 
variables  entering  the  problem  are  numerous  we  can, 
on  paper  at  least,  make  use  of  reasonable  averages  and 
have  some  basis  for  comparisons,  while  in  actual  opera- 
tion there  are  many  causes  of  difference  in  addition  to 
the  variables  under  study.  Hence  it  is  difficult  to  ob- 
tain two  runs  with  all  conditions  but  the  one  in  ques- 
tion absolutely  identical.  This  is  especially  true  in  the 
problem  of  starting  a  train  where  the  sudden  "jerks" 
of  the  current  corresponding  to  the  controller  opera- 
tion are  not  easily  and  precisely  followed  by  means  of 
an  ordinary  ammeter,  and  are  given  in  an  uncertain 
manner  and  on  a  small  scale  by  recording  instruments. 
To  the  uncertainty  of  these  tests  are  added  others 
due  to  the  manner  of  operating  the  controller  which, 
with  very  slight  variations,  can  produce  remarkable 
differences  in  the  current  peaks,  as  the  motors  are 
operated  at  starting  on  the  flat  part  of  the  torque-cur- 
rent curve. 


Primarily  the  difference  in  ideas  as  to  the  best 
method  of  determining  the  proper  resistance  is  this: 
By  the  theoretical  method,  as  described  in  my  plan, 
the  work  can  be  done  on  paper,  accurately  and  in  an 
hour's  time  at  a  cost  of,  say,  50  cents.  By  the  prac- 
tical method  a  car  has  to  be  prepared  for  test,  the  re- 
sults must  be  plotted,  the  resistors  must  be  readjustea 
and  the  car  again  tested,  etc.  This  process  must  be 
continued  without  the  operator  in  the  end  being  sure 
that  any  final  good  results  are  due  to  a  better  arrange- 
ment of  steps  or  rather  than  to  changes  in  some  of  the 
variables  not  under  the  control. 

In  making  calculations  by  my  method  it  is  not  neces- 
sary to  make  arbitrary  assumptions,  such  as  that  there 
is  no  line  drop,  that  resistance  grids  run  cold  in  city 
service  or  red  hot  in  interurban  service.  To  take  care 
of  such  matters  only  good  engineering  judgment  is 
required  in  assuming  reasonable  average  data,  and  then 
the  theoretical  study  will  yield  satisfactory  average 
results. 

Mr.  Simmons  hints  at  some  of  the  difficulties  of  the 
starting  resistance  problem,  such  as  the  necessity  for 
correcting  the  resistance  on  the  first  step.  I  need 
simply  note  that  as  the  method  which  I  outlined  is 
based  on  simple  and  rapid  calculations  it  permits  allow- 
ance to  be  made  for  such  matters  without  great  effort. 

In  conclusion,  it  should  be  understood  that  the  pro- 
posed solution  does  not  pretend  to  eliminate  the  "cut 
and  try"  inherent  to  the  problem,  but  only  to  hint  how 
to  "cut"  and  to  make  the  "trying"  less  discouraging. 
These  two  operations  might  be  irksome  to  the  man  who 
has  not  the  experience  of  the  specialist  and  the  free 
use  of  the  accumulated  data  of  a  manufacturing  com- 
pany. F.  Castiglioni. 


Efforts  will  be  made  to  bring  about  repeal  of  the  full 
crew  laws  in  Pennsylvania  and  New  Jersey  at  the  pres- 
ent sessions  oT  the  Legislatures  in  these  States.  Thir- 
teen railroads  operating  in  the  two  States  have  joined 
to  make  a  public  appeal  to  the  people  for  their  support 
in  accomplishing  this  object.  "These  railroads  have  or- 
ganized a  committee  to  take  charge  of  the  work.  R.  L. 
O'Donnel,  general  superintendent  of  the  Pennsylvania 
Railroad,  is  chairman  of  the  committee.  The  other 
members  are:  C.  H.  Ewing,  general  superintendent  of 
the  Philadelphia  &  Reading  Railway;  F.  Hartenstein, 
assistant  to  general  manager  of  the  Lehigh  Valley  Rail- 
road; Robert  Finney,  general  agent  of  the  Baltimore  & 
Ohio  Railroad;  J.  S.  Fisher,  solicitor  of  the  New  York 
Central  &  Hudson  River  Railroad.  This  executive  com- 
mittee represents  the  committee  which  in  turn  repre- 
sents the  Pennsylvania  Railroad,  Baltimore  &  Ohio  Rail- 
road, Philadelphia  &  Reading  Railway,  Lehigh  Valley 
Railroad,  Erie  Railroad,  Lackawanna  Railroad,  New 
York  Central  Railroad,  Delaware  &  Hudson  Railroad, 
Buffalo,  Rochester  &  Pittsburgh  Railway,  Pittsburgh, 
Summerville  &  Clarion  and  Cumberland  Valley  Railroad. 


The  Public  Service  Commission  of  Missouri  has 
issued  its  first  volume  of  reports  for  the  period  from 
April  16,  1913,  to  Sept.  24,  1914.  Besides  the  com- 
plete reports  of  all  cases  decided  during  this  period, 
the  volume  contains  a  table  of  the  cases  reported,  a 
table  of  the  cases  cited,  an  index  of  cases  by  localities 
and  also  an  index-digest  of  findings  for  all  the  cases 
with  cross   references. 


Arrangements  have  been  completed  for  handling  mail 
at  Junction  City,  Kan.,  over  the  Interurban  Railway 
from  Manhattan,  and  contracts  have  been  sent  to  the 
Post-Office  Department  at  Washington  for  approval.  It 
is  planned  to  serve  Fort  Riley  and  Ogden  in  the  same 
manner  if  the  Junction  City  contracts  are  approved  ' 
Washington. 


id^ 

M 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


337 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


American  Association  News 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


Association  Activity  Invades  Phillipine  Islands — Public  Service  Section  Announces  Comprehensive  Program- 
Company  Section  Committee  Expending  Literary  Effort  to  Enlist  Interest 


MANILA    ELECTRIC    RAILROAD  &  LIGHT    COM- 
PANY SECTION 

The  organization  meeting  of  joint  company  section 
No.  5  of  the  American  Electric  Railway  Association 
and  the  National  Electric  Light  Association  was  held 
in  Manila,  P.  I.,  on  Dec.  15.  The  following  officers  were 
elected:  President,  Oscar  Keesee,  superintendent  of 
transportation;  vice-president,  Arthur  J.  Grant,  su- 
perintendent of  lighting  installation;  secretary,  Walter 
E.  Smith,  purchasing  agent;  treasurer,  E.  A.  Barretto, 
cashier;  directors  (1  year)  H.  P.  L.  JoUye,  assistant 
auditor;  (2  years)  B.  Solano,  chief  clerk  accounting  de- 
partment; (3  years)  Roman  Lopez,  superintendent  of 
electrical  distribution.  J.  B.  Russell,  auditor,  was  desig- 
nated by  the  company  as  the  director  ex-officio. 

J.  B.  Russell  addressed  the  meeting  on  the  aims  and 
objects  of  a  company  section,  the  character  and  scope  of 
its  work,  its  advantages  and  benefits,  and  on  the  neces- 
sity of  each  individual  member  doing  his  share  in  fur- 
thering the  interest  of  the  section.  He  dwelt  with  spe- 
cial emphasis  upon  the  advantage  of  a  company  section 
in  Manila  because  of  its  geographical  location,  far  re- 
moved from  the  headquarters  of  the  parent  associations. 
As  this  isolation  makes  it  difficult  for  employees  of  the 
company  to  attend  the  annual  conventions  of  the  as- 
sociations, they  can  profit  to  an  unusual  extent  from 
the  local  association. 

C.  N.  Duffy,  vice-president    and    general    manager, 

called  particular  attention  to  the  gold  medals  awarded 

annually  by  the  Railway  Association  and  the  Electric 

Light  Association  respectively  for  the  best  papers  read 

j  before  company  sections,  and  urged  the  members  to  be 

,  competitors  for  these  medals.    As  an  extra  inducement 

I  Mr.  Duffy  announced  that  he  would  personally  give  the 

I  sum  of  $100  to  the  winner  of  either  medal  and  that  he 

!  hoped  that  the  Manila  company  section  would  win  both 

;  medals  in  1915. 

Before  the  election  of  officers  the  constitution  of  the 
joint  company  section  was  acted  upon  section  by  sec- 
tion.   This  has  since  been  printed  in  convenient  pamph- 
t  let  form.     It  provides  for  two  classes  of  membership; 
i  active,  consisting  of  officers  or  employees  of  the  Manila 
*  Electric  Railroad  &  Light  Company  or  its  affiliated  com- 
I  panics,  who  are  members  of  the  American  Electric  Rail- 
■  way  Association  or  Class  D  members  of  the  National 
I  Electric  Light  Association;  and  associate,  any  persons 
interested  in  the  objects  of  the  section  and  members  of 
1  either  of  the  national  associations.    Associate  members 
j  have  all  privileges  of  active  members  except,  the  right 
,  to  vote,  to  hold  office  and  to  attend  the  meetings  of  the 
executive  council. 

There  are  no  membership  dues  other  than  those  re- 
quired for  membership  in  these  associations. 

The  officers  of  the  section  are  a  president,  a  vice- 
president,  a  secretary,  a  treasurer  and  four  directors. 
Three  directors  are  elected,  one  each  year,  and  the  fourth 
is  a  member  of  the  official  staff  of  the  company  and 
designated  by  it.  There  are  two  standing  committees, 
one  on  program  and  the  other  on  membership.  The 
latter  is  to  consist  of  not  less  than  one  member  from 
each  department  of  the  company  represented  in  the  sec- 
tion. This  committee  is  to  report  to  the  executive  coun- 
cil, consisting  of  the  officers  and  directors,  twice  an- 
nually. 


PUBLIC  SERVICE  COMPANY  SECTION 

The  following  program  has  been  announced  for  the 
meetings  of  the  Public  Service  Railway  company  sec- 
tion for  this  season  and  next.  The  program  was 
inaugurated  with  the  January  meeting  when  the  topics 
considered  were:  Historical  review  of  the  development 
of  transportation,  with  particular  reference  to  the  or- 
ganization of  the  Public  Service  Railway;  discussion  of 
a  chart  giving  various  constituent  companies  of  the 
system,  and  dates  of  organization ;  and  analytical  review 
of  cost  of  operation  and  maintenance  for  1914,  with 
suggestions  for  1915. 

February:  Organization  and  financing  of  a  street 
railway  company.  Explanation  of  stock  and  bond  issues 
of  an  electric  railway  and  the  reasons  for  increasing 
them  at  various  times. 

March:  Legal  steps  and  obstacles  in  the  formation 
of  the  organization.  Procedure  to  be  followed  in  secur- 
ing franchise  rights,  property  owners'  consents,  right  of 
way,  etc.    Tribulations  of  the  promoter. 

April:  Engineering  work  in  surveying,  preparation 
of  plans  and  estimates,  etc.  Preparation  of  roadbed 
and  construction  of  track  and  bridges. 

May:  Design  and  construction  of  power  house  and 
substation.  Construction  of  line  and  distribution  sys- 
tems. 

June:  Design  and  construction  of  carhouses  and 
shops.  Equipment  of  shops  and  construction  of  rolling 
stock. 

September:  Determining  the  rate  of  fare,  showing 
limits  of  profitable  haul  per  unit  fare. 

October:  Cost  of  operation.  Including  platform  ex- 
penses, superintendence,  power,  etc.  Increased  cost  per 
passenger  mile  during  commission  hours.  Cost  of  run- 
ning extra  car.    Operating  costs. 

November:  Maintenance  of  tracks  and  bridges. 
Maintenance  of  distribution  system. 

December:    Social. 

January,  1916:  Maintenance  of  powerhouses  and  sub- 
stations.    Maintenance  of  equipment. 

February :  Claim  Department.  Welfare  work.  Costs 
of  accidents.     Costs  of  welfare  work. 

March :  Overhead  charges,  general  expenses,  interest, 
taxes,  etc. 

April:  What  constitutes  the  value  of  a  service  cor- 
poration ? 

The  above  will  be  followed  by  six  lectures  on  rates  of 
return,  valuation,  regulation,  franchise  life,  etc. 


TRAINING    OF    TRANSPORTATION    EMPLOYEES 

The  Transportation  &  Traffic  Association  committee 
on  this  subject,  C.  S.  Ching,  Boston,  Mass.,  chairman, 
has  just  sent  out  data  sheet  No.  127  calling  for  informa- 
tion as  follows:  Rules  and  regulations  of  public  service 
or  railroad  commissions  and  city  ordinances  relating  to 
or  affecting  the  employment  of  men  on  street  railways; 
practice  regarding  the  issuing  of  letters  or  the  posting 
of  notices  of  commendation  in  cases  where  employees 
may  have  been  commended  by  the  public  or  may  have 
performed  meritorious  acts ;  practice  regarding  the  pub- 
lication of  company  magazines  to  which  employees  con- 
tribute, and  the  issuing  of  pamphlets  on  general  topics, 
such  as  courtesy,  etc.;  opinions  and  experience  regard- 


li 


338 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


ing  employees'  meetings  and  programs  therefore;  proba- 
tion periods  and  discipline;  watch  inspection  and  stand- 
ards, and  bonding  conductors. 


COMMITTEE  ON  COMPANY  SECTIONS  AND  INDI- 
VIDUAL MEMBERSHIP 

The  chairman  of  this  committee,  Martin  Schreiber, 
engineer  maintenance  of  way  Public  Service  Railway 
Company,  Newark,  N.  J.,  is  preparing  an  instructive 
pamphlet  on  the  advantages  of  company  sections.  The 
committee  hopes  to  assist  in  the  formation  of  several 
company  sections  this  year.  One  of  the  most  promising 
prospects  is  the  Chicago  Elevated  Railways  which  has  a 
thriving  "Chicago  Elevated  Railway  Club."  The  Chi- 
cago club  has  a  membership  of  more  than  a  hundred 
and  definitely  expects  to  enroll  as  a  company  section  of 
the  American  Electric  Railway  Association,  probably 
this  year.  It  gives  every  indication  of  having  a  mem- 
bership of  150  before  the  end  of  the  year. 


JOINT  COMMITTEE  ON  OVERHEAD  AND  UNDER- 
GROUND LINE  CONSTRUCTION 

A  largely  attended  meeting  of  this  committee  was 
held  at  the  New  York  Railroad  Club  rooms,  30  Church 
street.  New  York,  on  Jan.  27.  The  discussion  was  of  a 
general  nature. 


COMING  COMMITTEE   MEETING 

Feb.  19,  and  20  (if  necessary),  10:00  a.  m..  New 
York,  committee  on  way  matters  of  the  Engineering 
Association,  C.  S.  Kimball,  engineer  maintenance  of 
way  Washington  Railway  &  Electric  Company,  Wash- 
ington, D.  C,  chairman. 


Annual  Meeting  U.  S.  Chamber  of 
Commerce 

The  third  annual  meeting  of  the  Chamber  of  Com- 
merce of  the  United  States  was  held  in  Washington, 
D.  C,  on  Feb.  3,  4  and  5.  At  a  meeting  of  the  national 
council  before  the  convention  on  Feb.  2,  Harvey  S. 
Chase,  Boston,  spoke  in  advocation  of  a  national  budget 
in  order  to  give  citizens  a  more  intelligent  understand- 
ing of  the  financing  of  the  government.  At  the  opening 
meeting  of  the  chamber  on  Feb.  3,  President  John  H. 
Fahey,  Boston,  described  the  progress  of  the  Chamber 
of  Commerce  into  its  present  position  as  the  largest, 
most  representative  and  most  democratic  organization 
of  its  kind  in  the  world.  He  told  how  the  Chamber 
was  performing  its  functions  of  crystallizing  the  busi- 
ness opinion  of  the  country  in  legislative  matters  and 
of  bringing  into  closer  co-operation  the  business  men 
and  the  government. 

At  the  afternoon  session  on  Feb.  3,  William  Jennings 
Bryan,  Secretary  of  State,  discussed  the  factors  that 
enter  into  the  extension  of  American  trade  in  foreign 
lands,  the  advantages  of  the  administration  shipping 
bill  and  the  work  of  the  Department  of  State  in  es- 
tablishing amity  and  good-will  between  foreign  nations 
and  this  country.  Following  Mr.  Bryan,  Samuel  Mc- 
Roberts,  vice-president  National  City  Bank,  New  York, 
outlined  government  co-operation  with  business  through 
consular  channels  and  diplomatic  intervention,  and  said 
that  a  campaign  of  education  and  publicity  regarding 
foreign  trade  and  enterprises  was  necessary.  At  the 
evening  session  the  feature  was  an  address  by  President 
Wilson.  The  most  serious  reference  made  was  that  the 
anti-trust  laws  should  be  amended  so  as  to  make  it  pos- 
sible for  American  business  houses,  particularly  the 
small  firms,  to  band  together  for  common  action  in  the 
export  trade,  provided  they  did  not  form  combinations 
to  exclude  any  manufacturer  or  exporter. 


In  discussing  trade  expansion  and  the  European  war 
on  Feb.  5,  Edward  A.  Filene,  Boston,  recommended  that 
business  men  should  begin  a  national  discussion  of  peace 
terms  as  a  means  of  helping  to  end  the  European  war, 
that  banks  should  do  more  pioneer  work  for  trade  ex- 
pansion, that  foreign  trade  contracts  should  be  pro- 
tected by  insurance  and  indemnity  provisions  and  that 
the  Chamber  of  Commerce  should  adopt  a  quality  stamp 
for  the  goods  of  its  members.  Other  papers  and  re- 
ports were  of  less  interest  to  electric  railways. 


Presentation  of  Brady  Medals 

The  ceremony  in  connection  with  the  presentation  of 
the  Anthony  N.  Brady  memorial  medals  for  safety  work 
on  electric  railways  occurred  at  the  annual  meeting  of 
the  American  Museum  of  Safety,  Feb.  10.  This  meet- 
ing was  held  in  the  auditorium  of  the  United  Engineer- 
ing Societies'  Building,  New  York,  and  four  other  med- 
als were  presented  and  addresses  were  made  on  the  work 
of  the  museum  during  the  year.  President  Wilson  sent 
a  message  to  those  at  the  meeting  saying  that  he  was 
very  much  interested  in  the  effort  made  to  conserve  life 
and  safeguard  health  by  the  museum.  The  dies  for  the 
medals  are  now  being  cut  according  to  the  accepted 
artist's  sketch  published  on  page  239  of  the  issue  of 
Jan.  30,  and  the  medals  will  be  delivered  in  due  course. 

The  speech  in  connection  with  the  presentation  of  the 
medals  was  made  by  Prof.  F.  R.  Hutton,  chairman,  jury 
of  award  of  museum  medals.  The  gold  medal  was 
awarded  to  the  Boston  Elevated  Railway,  and  the 
speech  of  acceptance  was  made  by  Gen.  William  A.  Ban- 
croft, who  said  that  he  realized  the  honor  conferred  by 
the  award  and  expressed  the  appreciation  of  the  com- 
pany for  it.  Russell  A.  Sears  of  the  legal  department 
and  Henry  V.  Neal  of  the  mechanical  department  of  the 
company,  to  whom  were  respectively  awarded  the  silver 
and  bronze  replicas,  were  also  present.  In  his  presen- 
tation speech  Prof.  Hutton  referred  to  the  fact  that  the 
jury  of  awards  had  made  honorable  mention  in  its  re- 
port of  the  Public  Service  Railway  of  New  Jersey  and 
the  Northern  Ohio  Traction  &  Light  Company.  E.  W. 
Heilig  of  the  former  company  and  E.  A.  Clinedist  of 
the  latter  company  were  the  representatives  of  those 
companies  in  attendance. 

At  the  same  meeting  the  E.  H.  Harriman  memorial 
medal,  which  is  awarded  to  the  steam  railroads  each 
year  under  very  similar  conditions  to  those  covering  the 
Brady  medal  and  the  electric  railways,  was  presented 
to  the  New  York  Central  Railroad.  A.  H.  Smith,  presi- 
dent of  the  company,  received  the  medal  for  the  com- 
pany. Mrs.  Anthony  N.  Brady  and  Mrs.  E.  H.  Harri- 
man were  among  those  seated  on  the  platform. 

Berlin  Stadtbahn  Will  Test  High-Tension 
Direct  Current 

In  the  Elektrotechnische  Zeitschrift  for  Dec.  24,  1914, 
Dr.  Zehme  states  that  the  Prussian  State  Railways  have 
decided  to  test  high-tension  d.c.  motor  car  third-rail 
operation  as  well  as  single-phase  equipment  in  connec- 
tion with  the  Berlin  Stadtbahn  electrification.  The  sum 
of  $6,250,000  has  already  been  granted  by  the  Prussian 
Diet  for  this  electrification.  This  change  in  plans  is 
the  result  of  the  government's  study  of  recent  progre.s-i 
made  in  high-tension  d.c.  operation. 

The  experiments  will  be  conducted  on  the  Wannsee- 
Stahnsdorf  branch  of  the  State  Railways  with  a  1600_; 
volt  third  rail,  four  motor  cars  and  six  trailers.     D| 
Zehme  suggests   that  the  experimental  section,  whic 
later  would  form  a  part  of  the  electrified  network, 
so  equipped  that  the  third-rail  voltage  could  be  raise 
later  to,  say,  3000. 


February  13,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


339 


Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

(Contributions  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rates.) 


Fixed  Squeegee  for  Vestibuled  Cars 

HY    A.    R.    JOHNSON,    ASSISTANT    TO    SUPERINTENDENT    OF 
KQUIPMENT  THIRD  AVENUE  RAILWAY   SYSTEM,   NEW  YORK 

In  remodeling  about  630  convertible  cars  to  the  pay- 
within  type  the  Third  Avenue  Railway  System,  New 
York,  realized  that  the  removal  of  the  bulkheads  necessi- 
tated some  means  of  keeping  the  vestibule  sash  free  of 
rain,  snow  and  ice  with  the  least  discomfort  to  the  pas- 


two  center  vestibule  posts.  Where  the  straps  project 
beyond  the  posts  they  are  twisted,  their  ends  being 
secured  by  means  of  two  thumbscrews.  Furthermore, 
springs  are  set  between  the  straps  and  the  posts  to 
allow  clearance  between  the  sash  and  the  straps  while 
permitting  close  contact  of  the  sash  and  rubber.  The 
squeegee  extends  across  the  bottom  vestibule  sash, 
which  is  stationary,  and  close  to  the  upper  stile  of  the 
same  in  order  to  be  out  of  the  way.  As  the  top  center 
sash  is  lowered  and  then  raised  by  the  motorman,  the 
outer  side  of  the  pane  is  swept  by  the  rubber  tongue  so 
effectually  that  rain  streaks  and  snow  are  readily 
cleaned  off. 


Recording    Progress    in    Construction  of 
Cars  and  Assembly  of  Equipment 

BY  NORMAN  LITCHFIELD,   M.  E. 

The  modern  electric  multiple-unit  motor  car  is  a 
highly  complex  machine  requiring  in  its  construction 
the  completion  of  a  number  of  processes  at  the  works  of 
the  car  body  and  truck  builders,  and  also  necessitating 
for  its  full  equipment  the  assembling  of  multitudinous 
detail  parts  after  the  main  body  and  truck  structures 
are  completed.  It  is  often  advantageous  for  the  rail- 
way company  to  purchase  various  specialties  such  as 
doors,  seats,  etc.,  directly  from  the  manufacturers  in- 
stead of  from  the  car  builders,  and  if  this  course  be 
followed  then  it  is  essential  that  these  parts  be  deliv- 
ered to  the  car  builders  at  a  sufficiently  early  date  to 
permit  the  prompt  construction  of  the  cars  to  proceed 
without  interruption  from  lack  of  material. 

It  is  often  impossible  to  place  the  order  for  these 
parts  at  an  earlier  date  than  that  of  the  order  for  the 
car  bodies  themselves,  and  it  becomes,  therefore,  a  diffi- 
cult matter  to  keep  track  of  the  various  items  and  to  be 
able  to  ascertain  quickly  just  what  material  is  coming 
forward  properly  and  what  needs  attention  to  insure  its 
arrival  in  time. 

In  the  same  manner  parts  may  be  bought  separately 
for  the  trucks,  such  as  wheels,  axles,  springs,  etc.,  and 


FIXED   SQUEEGEE   FOR  VESTIBULED   CARS 

sengers  and  also  of  avoiding  accidents  from  clouded 
sash.  To  attain  this  end  a  fixed  window  cleaner  or 
squeegee  was  devised.  This  cleaner  consists  of  two 
pieces  of  Vg-in.  x  %-in.  strap  iron  with  a  strip  of  rubber 
clamped  between  them,  the  straps  being  bolted  to  the 


opnngis 
Axles 
Wheels 
Motor  Tr. 

Curtains 
Seats 
Bodies 


^.Cotihop    '  •^°"-    ^  '^  2^  '^^■*-     ^  '^  ^2  ///a/r     6  15  22  I  Apr.      6  15  22 

DATE  OF  ORDER 
JAM.  I 

FIG.  1 — CO-ORDINATION  OF  PARTS  DELIVERED  FOR  ASSEMBLY  AT  TRUCK  AND  CAR-BODY    BUILDERS    AND    THEN    SHIPPED 
TO  RAILWAY.     THE  DIAGONAL  LINES  INDICATE  THE  TIME  THAT  THE  MATERIAL  IS  IN  TRANSIT 


1       ; 

1       1 

1 

[ 

^^ 

\ 

\ 

1       1 

\ 

\ 

"^ 

^\ 

340 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


they  must  reach  the  truck  builders  at  specified  dates. 
Furthermore,  if  the  trucks  are  built  by  contractors 
other  than  the  body  builders  and  it  is  desired  that  the 
cars  be  shipped  on  their  own  wheels,  then  it  must  be  seen 
to  that  they  arrive  at  the  car  builders'  works  at  the 
proper  time. 

All  of  these  matters  involve  considerable  accounting, 
and  numerous  methods  have  been  devised  to  prevent  the 
tangles  that  arise  when  shipments  of  materials  fail  to 
meet  the  progress  in  construction.  The  problem  be- 
comes more  complicated  when,  as  is  often  the  case,  the 
contract  for  the  bodies  and  trucks  is  divided  among  sev- 
eral firms  for.  reasons  of  economy,  convenience  and  quick 
delivery. 

Some  railroads  permit  the  car  builders  not  only  io 
build  the  body  and  truck  structure  but  also  to  assemble 
the  electrical  and  brake  equipment  on  the  car.  Other 
roads  prefer  to  send  a  force  of  their  own  men  to  the 
cat  builders'  works  and  do  that  work  themselves.  Still 
others  have  the  car  builders  do  only  a  very  limited 
amount  of  strict  equipping  work  and  wait  until  the 
cars  arrive  at  the  railroad's  own  shops  before  applying 
the  equipment.  The  deliveries  of  material  to  the  com- 
pany's own  shops  then  have  to  match  with  the  progress 
in  the  construction  of  the  cars  at  the  builders  and  also 
with'  the  progress  obtained  in  the  equipment  of  the  ckrk 
at  th^  home  point. 

As  in  all  other  matters,  an  orderly  procedure,  well 
and  definitely  recorded,  has  proved  not  only  convenient 
but  economical  in  this  work,  and  the  following  method 
has  proved  its  worth  in  a  series  of  construction  jobs  of 
considerable  magnitude. 

As  scion  as  arrangements  have  been  definitely  com- 
pleted With  the  car-body  builders,  and  an  agreement  has 
been  reached  in  regard  to  the  promised  rate  of  delivery, 
a  chart  is  made  up  as  shown  in  Fig.  1.  This  chart  gives 
a  list  of  the  parts  to  be  furnished  to  the  car  and  truck 
builder,  and  the  approximate  dates  at  which  they  should 
be  delivered.  This  form,  with  the  aid  of  the  diagonal 
lines,  shows  at  a  glance  at  what  date  the  wheels,  etc., 
must  be  delivered  to  the  truck  builders  in  order  that  the 
trucks  may  be  completed  to  be  shipped  in  their  turn  to 
the  body  builders  in  time  to  meet  their  requirements. 
Requisitions  are  then  made  in  manifold,  giving  the  num- 
ber of  each  article  required  for  the  complete  job,  a  de- 
scription of  the  material  and  reference  to  the  detail  blue- 
print number  and  specification  number,  and  date  of  de- 
sired delivery.  In  addition  to  the  copies  forwarded  to 
the  purchasing  and  storekeeping  departments,  copies 
are  furnished  to  the  material  clerk  of  the  car  equipment 
department,  the  engineer's  office,  the  construction  fore- 
man and  the  inspector  at  the  works  of  the  car  builder. 

From  these  requisitions,  file  cards  are  made  out  and 
handled  by  the  material  clerk  in  a  regular  card  index 
system,  with  the  usual  follow-up  methods.  The  value 
of  the  card  index  for  this  work  is  very  great,  but  on 
account  of  the  great  number  of  detail  parts,  each  vary- 
ing in  the  number  required  per  car,  and  made  by  num- 
erous different  manufacturers,  it  is  very  difficult,  almost 
impossible  to  be  sure  that  some  items  have  not  fallen 
behind  in  their  delivery  and  will  cause  a  serious  delay 
by  their  non-appearance.  In  other  words,  a  compre- 
hensive, lucid  picture  is  lacking. 

For  this  purpose  the  charts  shown  in  Figs.  2  and  3 
have  been  devised.  These  charts  have  been  in  success- 
ful use  for  some  years.  Fig.  2  is  a  chart  of  progress 
at  the  works  of  the  car  and  truck  builders.  This  chart, 
made  on  tracing  cloth,  is  held  at  the  railroad  company's 
home  office,  and  its  chief  value  lies  in  the  fact  that  the 
unit  used  throughout  is  that  of  the  complete  car,  and 
not  the  detail  itself,  i.e.,  if  twenty  y2-in.  x  3y2-in.  ma- 
chine bolts  are  required  per  car  and  up  to  date  200  have 
been  delivered,  then  they  are  shown  on  the  chart,  not 


5Ptcinc 

ATIONMO 

DATE. 
BIDS 
SENT  m 

NO.  PER 
CAR 

REOUISIT 
!0M  NO 

DATE  Of 
ORDER 

MANUFAC- 
TURER 

ITEM 

5 

10 

15 

20 

A 

Cars  Complete 

... 

'F' 

■Ty 

!■ 

in  Trimming  Oepf. 

.... 

+f 

■ 

•     'Nith  Roof  &  Iron  PainM 

ji 

■ 

-  J"*  Coat  Varnish 

1 

i 

-       -    2"     - 

1 

.-,!'. 

-       Lettered 

■ 

■      2"'  Coat  Color 

.      l"       ■■          - 

Rubdown 

Staining 

-     5"  Coat'  Surface  No.  5 

.    2»d    .        . 

-      /*r       ,           „ 

-     Puffy 

-     mfhCoaf- Surface  r/o,  2 

•      -        "  Mefa/lic  Primer 

-      -  Brake  lagging  Applied 

"Cement  Floor  Laid 

"  Inside  Finish  Applied 

-     in  Finishing  Dept 

«     Sand  Blasted 

'    Side^RoofSheefimjRndat 

"      Super  Structured 

"     Underframe 

ioe-A 

7-16-IZ 

IZ 

«•» 

5-1-15 

B 

Seats 

so 

" 

20 

SO 

501 

■ 

2 

- 

2-1-15 

Air  Reservoir 

501  A 

7-26-11 

2 

- 

A  ir  Brake  Cylinders 

a-50-12 

iStIs 

105 

" 

Door  Hanger  overhead  Track 

C 

Motor  Trucks  Complete 

80% 

60% 

linn 

407» 

20% 

ttnI 

10% 

m 

■4S'B 

7-16-12 

2 

8/ 

s-9-n 

Wfieels 

/l-C 

' 

; 

- 

S-6-12 

Axles 

5-15-15 

; 

215 

5-20-15 

Gears 

///•£■ 

9-ie-i 

2 

J 16 

425-I2 

Elliptic  Springs 

'• 

" 

2 

116 

3-25-12 

Double  Coil  Springs 

II-IH2 

2 

144 

11-2512 

Journal  Boxes 

D 

Trailer  Trucks  Complefe 

4SB 

7-16-12 

2 

SI 

1024-12 

Wtjeels 

4t-B 

" 

/ 

30 

S-SI2. 

Axles 

511' B 

9-«« 

2 

116 

3-/9-I2 

Single  Coil  Springs 

11-11-12 

2 

144 

11-25-12 

Journal  Boxes 

■ 

■ 

■ 

ORDER 
NO. 

NO.  PER 
CAR 

REQUISIT- 
ION MO. 

DATE  OF 
ORDER 

MAHUTAC 
TURER 

ITEM 

h 

10     15 

344 

A 

Cars  Completed 

■I""T 

•> 

60% 

60% 

40% 

20% 

10% 

"  arrived  at  Rii.  Shops 

2 

2^4 

i-a-li 

Motors 

2 

" 

Master  Control 

1 

- 

" 

Reverse  HantJIes 

1 

- 

- 

L  ine  Switches  ' 

■• 

- 

Motor  Resistances 

^^^^H 

" 

- 

Fuse  Blocks  &.  Fuses 

- 

Main  Fuses  Oc  Boxes 

- 

" 

Control  Junction  Boxes 

- 

- 

limit  Switches 

.- 

» 

Floy/  Sockets 

• 

- 

Plow  Socket  Plugs 

- 

- 

Control  Circuits,  ft.  Fuses 

233 

1-6-I5 

B 

Cut-out  Cocks 

- 

" 

Compressors 

- 

- 

Suction  Strainers 

• 

- 

Pump  Gov. 

• 

* 

Safe  tig  Valims 

- 

- 

Brake  Valves 

- 

- 

Brake  Valve  Handles 

- 

- 

Air  Gages 

• 

- 

Fx/ioust  Mufflers 

- 

- 

Drain  Cocks  ■ 

62 

4-12-15 

Cob  Heaters 

- 

- 

Truss  Plank  Heaters 

- 

- 

Seat  Heaters 

105 

2-1-15 

Pneu.  Cylinders 

- 

- 

Plunger  with  rolled  Pins 

- 

- 

Trip.  Bars  Complete 

M 

- 

Moval>le  Brockets 

- 

- 

Pivots  for  Supp  Angles 

- 

- 

Poor  Shoe  Cams 

- 

- 

Ratchet  Foo  t  Switches 

11901 

567 

6  2$t5 

/fed  Seal  Batteries 

65SS 

180 

4-26-15 

Collapsible  Shoes  RH. 

•• 

- 

• 

-      l.H 

45J2 

- 

5-15- 15 

Headlight  Frames 

8464 

202 

5-17-15 

Coin  Ifegister  A  Fare  80X3 

9920 

265 

5/7-/5 

Wheel  Guards 

9902 

2// 

5-/6-I5 

"      Hoods 

6645 

216 

4-5-15 

Motor  Support  Spring 

- 

- 

- 

» 

6726 

- 

- 

-           "   SpringBolt 

215 

3-20-/5 

Pinions 

9161 

216 

4-5-fl 

Washer  No  1 

i 

- 

- 

" 

Washer  No.  2 

^^H 

FIG.  2- 


-PROGRESS  OF  CARS,  TRUCKS  AND  PAINTING ; 
PROGRESS  IN  DELIVERY  TO   HOME  SHOPS 


FIG.  3 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


341 


as  200  bolts  but  as  twenty  cars.  Each  day  the  reports 
of  the  inspector  at  the  car  builders'  works  as  to  the 
progress  in  the  construction  of  the  cars  are  noted  on  this 
chart  and  in  conjunction  therewith  the  progress  in  de- 
livery of  material.  For  material  which  has  been  shipped 
but  not  yet  arrived  the  chart  is  cross-hatched,  and  for 
material  delivered  and  found  O.  K.  it  is  filled  in  solid. 

Fig.  3  shows  a  similar  chart  for  material  delivered  to 
the  company's  own  shops  and  the  rate  of  progress  in 
turning  out  the  cars  complete  for  service. 

These  charts  permit  the  executive  to  see  at  a  glance 
whether  any  items  are  falling  behind.  Thus  in  Fig.  3  it 
is  evident  that  the  delivery  of  heaters  and  batteries 
must  be  pushed  if  work  is  to  proceed  at  the  desired  rate. 

The  charts  give  a  ready  picture  of  the  status  of  the 
work  from  the  placing  of  the  order  for  the  car  bodies 
to  the  placing  of  the  complete  cars  in  service.  Together 
with  an  index  card  file  system  they  have  furnished  a 
satisfactory  solution  of  the  equipment  problem. 


They  are  held  firmly  in  the  rolls  by 


FRONT 


Illuminated  Train  Number  Box 

BY  J.  N.  GRAHAM,  MASTER  MECHANIC  ROCKFORD  &  INTER- 
URBAN  RAILWAY,  ROCKFORD,  ILL. 

The  accompanying  sketch  of  our  train  number  box 
shows  one  that  is  very  easily  made  in  any  railway  shop. 
The  body  of  the  box  is  cut  from  a  single  piece  of  tin 
or  light  galvanized  iron.  If  cut  according  to  measure- 
ments no  trouble  will  be  experienced.  All  lines  marked 
A  must  be  turned  at 
a  clean  sharp  angle, 
a  machinist's  vise 
being  used  for  the 
purpose.  After  the 
bends  are  made  the 
box  is  ready  to  sol- 
der together.  The 
divisions  that  sepa- 
rate the  numbers 
are  made  of  two 
strips  of  tin  11/2  in. 
x  6  in.  in  size,  sol- 
dered to  the  front  of 
the  box  as  shown  in 
the  sketch.  The 
round  hole  shown  is 
for  an  ordinary  sign 
socket,  preferably  of 
Federal  type.  The 
rectangular  hole,  3 
in.  XAV2  in.  in  size, 

is  for  the  door  on  the  outside  of  the  box.  Two  U-shaped 
slides  are  soldered  to  the  box  to  hold  the  door  in  place. 
This  door  is  made  from  a  piece  of  tin  or  iron  and  has 
a  small  loop  soldered  thereto  for  convenient  removal. 
The  door  gives  access  to  the  box  when  it  is  necessary 
to  replace  the  lamp. 

The  number  strips  are  made  of  painter's  white  mus- 
hn  placed  against  a  black  background.  These  num- 
bers run  from  1  to  9  and  0.  One  strip  is  furnished 
with  an  E  to  designate  extra  trains.  All  strips  are  also 
provided  with  a  black  blank  to  be  used  when  fewer  than 
three  numbers  are  needed.  These  number  strips  are 
glued  at  the  ends  to  1/2-in.  x  6-in.  wooden  rolls.  These 
rolls  have  a  i/4-in.  hole  through  the  center  through 
which  the  operating  rod  passes.  For  such  operating 
rods  we  use  trip  rods  from  GE  ML-2  circuit-breakers. 
However,  a  piece  of  l^-in.  round  iron  will  answer  the 
purpose  if  provided  with  some  sort  of  a  knob  with 
which  to  turn  it.  The  rods  pass  through  the  small 
holes  shown  in  the  sketch  and  through  the  hole  in  the 


PATTERN  FOR  CUTTING  OUT  TRAIN 
NUMBER   BOX 


wooden   rolls, 
friction. 

The  boxes   are   placed   in   the  center   front  window 
of  the  car  and  are  supported  by  iron  or  brass  brackets 


TRAIN  NUMBER  BOX 

screwed  to  the  sash.  In  wiring,  enough  slack  is  left 
so  that  the  motorman  can  lift  the  box  out  of  the  brack- 
ets while  changing  the  numbers.  The  light  can  be 
wired  either  in  series  with  one  of  the  car  circuits  or 
with  the  marker  and  classification  light  circuit. 


Voltmeter  Measurements  of  Direct 
Current 

BY  G.   H.   MCKELWAY,  DISTRIBUTION  ENGINEER  BROOKLYN 
RAPID  TRANSIT  SYSTEM 

Practically  all  engineers  are  familiar  with  the  use  of 
a  voltmeter  for  determining  current  in  a  wire  from 
voltage  drop,  but  few  of  them  have  tables  that  will  give 
them  quickly  and  easily  a  statement  of  the  amount  of 
current  m  the  wire  causing  the  drop  found.  Generally, 
after  the  measurement  has  been  made,  it  is  necessary  to 
look  up  m  a  table  the  resistance  per  1000  ft.  of  the  size 
of  wire  upon  which  the  measurements  have  been  taken 
and  then  calculate  from  that  the  amount  of  current 

Much  time  will  be  saved  by  using  tables  which  give 
the  number  of  amperes  in  each  size  of  wire  correspond- 
ing with  a  drop  of  1  millivolt  over  any  specified  length 
A  table  such  as  the  following  is  a  great  help. 

Amperes  per  Millivolt 

•Number  of  Feet 


Size  of  Copper  Wire  1 

5,000,000  circ.  mils 476  0 

2,500,000  circ.  mils 2380 

2,000,000  circ.  mils 190  4 


1,500,000  circ.  mils '    1427 

1,000,000  circ.  mils 95.2 


2 
268.0 
134.0 

95.2 
71.4 

.500,000  circ  miis: '. '. '. '. '.  47.6  tl'.l 

No.    0000 20.1  iSo 

No.    000 16.0  8  0 

No.    00 12.7  6:4 

S°-    ? 10.1  5.0 

No.    1 7.9  40 

No.    1 6.3  3.2 

No.    3 5.0  2.5 

No.    4 4.0  2.0 

No.    6 2.5  1.2 

No.    8     1.6  0.8 

No.    10 1.0  0.5 


3 

4 

5 

158.6 

134.0 

95.2 

79.3 

67.0 

47.6 

63.4 

47.6 

38.0 

47.6 

35.7 

28.5 

31.7 

23.8 

19.0 

15.9 

11.9 

9.5 

6.7 

5.0 

4.0 

5.3 

4.0 

3.2 

4.2 

3.2 

2.6 

3.4 

2.5 

2.0 

2.7 

2.0 

1.6 

2.1 

1.6 

1.3 

1.7 

1.2 

1.0 

1.3 

1.0 

0.8 

0.8 

0.6 

0.5 

0.5 

0.4 

0.3 

0.3 

0.25 

0.2 

An  even  quicker  method  is  to  measure  off  different 
lengths  on  different  sizes  of  wire  and  so  arrange  these 
lengths  that  the  current  in  the  wire  can  be  read  off 
either  directly  from  the  indications  of  the  millivoltmeter 
or  with  a  constant  of  100,  10,  1  or  0.1.  This  will  avoid 
all  figuring  after  the  meter  reading  has  been  obtained. 


Copp 

circ. 
circ. 
circ. 
circ. 
circ. 
circ. 

er  Wire 
mils.  .  . 

Lbngth  of 

Wire 

tant- 

] 
Ft. 

95 
47 
20 
16 
16 
12 

7 

6 

5 

4 

2 

1 

1 

la         1 

0 
0 

1?^      - 

0           4 
6          2 

Size  of 
5,000,000 

100 

Ft.  In. 

4        9 

10 
Ft.  In. 
47      7 
23      9% 
19      91^ 
14     -SVi 

9      6% 

4      9 

2      0 

1      7 

1      7 

1      3% 

0.1 
5^.  In 

2,500,000 

2        4  V. 

2,000,000 

mils.  .  . 

:::  i  n 

1,500,000 

1        6 

1,000,000 
500,000 
No.    0000 
No.    000. 
No.    00.. 

mils.  . . 
mils.  . . 

No.    0 .  .  . 

No.    1 .  .  . 
No.    2 .  .  . 

r9    '6 

>3        0 
0        0 
0        0 

5  0 

6  0 
0       0 

No.    3 .  .  . 
No.    4 .  .  . 
No.    6... 

No.    8  .  .  . 
No,    10... 

342 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


Some  objection  may  be  made  that  the  measurements 
just  given  are  not  close  enough  for  very  fine  work,  but 
they  are  close  enough  for  anything  required  by  engi- 
neers in  the  field.  When  it  is  remembered  that  i/4  in. 
in  5  ft.  is  within  0.5  per  cent  of  the  total  distance  few 
will  dispute  that  the  measurements  are  close  enough  for 
practical  purposes  and  as  close  as  can  be  readily  meas- 
ured on  a  wire.  Even  if  the  measurements  could  be 
made  more  exact  it  would  be  unnecessary,  for  with  the 
fluctuating  current  in  railway  circuits  any  reading  even 
approximating  0.5  per  cent  would  be  very  close.  For  the 
reasons  given,  no  correction  has  been  attempted  to  allow 
for  the  change  in  the  resistance  of  the  conductor  with 
varying  temperature,  the  values  given  being  correct  for 
about  68  deg.  Fahr. 


Bridge   and   Building   Inspection   Report 
Forms 

Rather  unusual  and  extensive  inspection  report  forms 
have  been  devised  by  the  maintenance  of  way  depart- 
ment of  the  Chicago,  Ottawa  &  Peoria  Railway,  Ottawa, 
111.  A  feature  of  these  reports  is  that  the  same  form 
serves  for  both  the  inspector's  record  and  the  depart- 
ment record.  For  example,  the  bridge  and  building  in- 
spectors are  furnished  with  a  loose-leaf  binder,  5^/2  in. 
wide  X  14  in.  long,  which  may  be  slipped  into  a  work- 
coat  pocket.  On  this  form  the  inspector  records  infor- 
mation as  required  and  indicated  in  a  reproduction  of 
the  form  shown. 

For  the  convenience  of  the  men,  a  complete  list  of 
abbreviations  is  furnished  at  the  bottom  of  each  report 
form  so  that  the  inspector  will  be  able  to  supply  all  the 
data  required  in  the  space  allotted  for  it.  In  order  that 
the  report  record,  which  is  written  in  pencil,  will  be 
legible  when  it  reaches  the  department  office  to  be  trans- 
cribed, each  inspector  is  supplied  with  a  2-H  pencil 
which  is  hard  enough  to  prevent  the  writing  from  be- 
coming unreadable. 

Thorough  inspections  of  bridges  and  buildings  are 
made  twice  a  year,  in  the  spring  to  determine  that  no 
more  material  than  was  required  at  the  previous  fall  in- 
spection is  necessary,  and  in  the  fall  to  determine  the 
safety  of  the  structure  for  winter  operation,  as  well  as 
to  estimate  what  new  material  will  be  necessary  for  re- 
pairs for  the  following  year.  In  addition  to  these  in- 
spections   track    foremen    are    required   to   inspect    all 


Siphon  Motor  Lubrication  at  Budapest 

In  1908  the  Budapest,  Hungary,  Railway  installed  on 
a  number  of  its  railway  motors  for  experimental  use  a 
siphon  lubricator  invented  by  Joseph  Zsarko,  its  chief 
engineer.  The  results  under  great  variations  of  service 
and  temperature  were  so  satisfactory  that  the  railway 
equipped  all  of  its  cars  in  the  following  year.  Most  of 
the  motors  are  of  the  Westinghouse  or  Allgemeine  types, 
made  originally  for  grease  lubrication.  For  this  system 
the  company  substituted  cast-iron  cups  equipped  with 
the  new  lubricating  device  as  illustrated. 

This  lubricator  consists  of  a  suction  pipe  in  which  a 


I! 


DETAIL  AND  GENERAL  VIEWS   OF   SIPHON   LUBRICATOR 

copper  wire  is  inserted  to  increase  the  surface  of  con- 
tact for  the  transmitted  oil ;  thereby  clogging  is  practi- 
cally obviated.  The  oil  is  conducted  to  the  point  of  use 
in  a  uniform  degree,  the  rate  of  flow  being  fixed  in 
advance  by  selecting  the  proper  diameter  of  pipe  and 
wire. 

To  start  the  lubricator,  water  is  first  drawn  through 


Bridge  Inspection  Report 


CHICAGO.  OTTAWA  &  PEORIA  RAILWAY 


Bridge  No. 

Date 
Erected 

Kind  of  Bridge 
or  Culvert 

No.  of       Lengtfi  of 
Spans          Spans 

Size  of  Pipe 

Total     1     or  Culvert. 

Length    ,    Width  First, 

I     then  Height 

Approximate 

Drainage 

Area 

Date 
Inspected 

Condition  of  Bridge 
and  Description  of 
Work  to  be  Done 

Material  Required 

Remarks 

1 

! 

BRIDGE   INSPECTION    REPORT  OF  THE  CHICAGO,  OTTAWA  &  PEORIA  RAILWAY 


bridges  and  culverts  within  their  territories  and  report 
any  unsafe  or  unusual  condition  upon  its  discovery.  As 
a  check  against  this  inspection  by  the  track  foreman, 
the  foreman  of  bridges  and  buildings  inspects  all  tim- 
ber bridges  once  each  month,  following  which  all  de- 
fects needing  immediate  repairs  are  cared  for  promptly. 
In  connection  with  each  way  and  structure  inspec- 
tion a  list  of  the  material  needed  is  compiled  by  the 
foreman  of  the  way  department  so  that  repairs  may 
be  made  promptly  and  in  accordance  with  his  ideas  as 
to  what  is  needed. 


the  pipe,  after  which  the  shorter  branch  is  dipped  in 
the  oil.  The  pipe  will  then  fill  with  oil  automatically  and 
be  ready  for  use  with  the  expulsion  of  the  water.  The 
pipes  can  be  maintained  in  perfect  condition  by  blowing 
them  out  about  once  every  three  months.  It  is  asserted 
that  the  saving  in  lubrication  as  compared  with  the 
grease  is  75  per  cent,  and  50  per  cent  as  compared  with 
wick  and  oil  lubrication.  This  lubricating  system  has 
given  no  trouble  from  freezing  because  the  heat  coi 
ducted  from  the  bearing  by  way  of  the  brass  sucti 
pipe  actually  will  melt  frozen  oil  at  a  greater  rate  th; 


'Mi 

1 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


343 


is  required  for  lubrication.  The  representative  for  the 
inventor  in  this  country  is  Joseph  Gelbert,  who  is  in  the 
way  and  structure  department  of  the  Brooklyn  Rapid 
Transit  System. 


Series  Trip  for  High-Voltage  Oil  Switches 

Low-voltage  current  is  usually  employed  to  trip  high- 
voltage  automatic  oil  switches  on  the  occurrence  of 
abnormal  conditions  against  which  the  automatic  fea- 
tures are  intended  to  guard.  Electrically-operated 
switches  are  usually  tripped  by  direct  current;  and  for 
tripping  hand-operated  switches,  alternating  current  is 
generally  used.  In  many  cases,  however,  neither  low 
voltage  direct  current  nor  alternating  current  is  conven- 
iently or  cheaply  available;  and  then,  automatic  protec- 
tion is  secured  by  the  aid  of  a  high-voltage  series  trip. 

For  this  service,  the  General  Electric  Company  has 
developed    an    arrangement   representing    considerable 


TRIPLE-POLE  SINGLE-THROW  45,000-VOLT  OIL  SWITCH  WITH 
TRIPLE-POLE  TIME-LIMIT  SERIES  TRIP 

improvement  on  types  of  high-voltage  series  tripping 
devices  heretofore  in  use.  The  new  features  are:  ac- 
cessibility of  the  working  parts  for  inspection ;  cleaning 
or  adjustment  while  in  service  without  danger;  calibra- 
tion at  the  oil  switch  itself,  and  not  at  the  insulator 
supporting  the  series  tripping  solenoid;  and  the  use 
of  a  new  type  of  solenoid,  which  consists  of  but  a  few 
simple  and  rugged  parts  that  need  practically  no  atten- 
tion whatever  after  installation. 

The  solenoid  plunger  is  connected  to  the  tripping 
mechanism  of  the  oil  switch  by  a  wooden  rod.  Calibra- 
tion, namely,  change  in  current  tripping  values,  is 
accomplished  by  a  movable  weight  located  near  to  the 
operating  mechanism  of  the  switch  at  a  considerable 
distance  from  the  high  voltage  current.  This  type  of 
series  trip  is  furnished  for  instantaneous  or  inverse 
time-limit  operation.  Time  delay  is  obtained  by  means 
of  a  dashpot  mounted  on  the  tripping  mechanism  at 
the  switch. 


New  Trolley  Retrievers  and  Catches 

The  New  Haven  Trolley  Supply  Company,  New 
Haven,  Conn.,  is  just  placing  on  the  market  the  "Sterl- 
ing Universal"  trolley  retriever,  and  the  "Sterling" 
trolley  catcher.  These  devices  contain  a  number  of 
novel  features.  For  example,  only  one  weight  retriev- 
ing spring  is  used  in  the  trolley  retriever.    This  spring 


EXTERIOR   VIEW    OF   TROLLEY   RETRIEVER 

can  be  adjusted  to  meet  any  tension  of  trolley  pole  de- 
sired, thereby  making  it  unnecessary  to  carry  in  stock 
various  sizes  of  retrieving  springs.  Action  of  the  re- 
trieving spring  does  not  affect  the  service  spring.  It 
is  asserted  that  these  machines  positively  will  prevent 
skipping  or  "walking  up"  of  the  pole  after  it  leaves  the 
wire.  They  contain  very  little  mechanism,  and  the  few 
parts  are  strong  and  simple.  Repairs  can  be  made  with- 
out the  use  of  tools  other  than  a  wrench  with  which  to 
remove  the  case.  The  company  absolutely  guarantees 
for  a  period  of  five  years  all  parts  except  springs.  The 
springs,  nevertheless,  are  said  to  be  the  best  obtainable, 
and  were  designed  specially  for  the  characters  of  service 
required.  Where  desired,  the  company  can  supply  ma- 
chines that  are  interchangeable  with  present  equipment. 


Third-Rail  Cable  End  Bell 

A  cable  end  bell  for  use  in  connection  with  feeders 
supplying  third  rails  has  recently  been  developed  and 
placed  on  the  market  by  the  Electrical  Engineers  Equip- 
ment Company,  Chicago,  111.  The  desire  for  more  ade- 
quate protection  for  this  class   of  feeders  by  a  large 


THIRD-RAIL    CABLE    END   BELL 

electric  railway  in  the  West  prompted  the  development. 
The  bell  is  so  constructed  that  it  can  be  mounted  upon 
any  size  of  iron  pipe  or  fiber  conduit,  which  is  used 
in  conducting  the  feeder  cable.  In  case  a  lead-covered 
cable  is  used  for  the  feeder,  the  lead  sheath  is  cut 
away  for  a  short  distance  from  the  end.  The  lead  is 
then  belled  out  so  as  to  make  a  tight  fit  into  the  patented 
grounding  clamp  with  which  all  of  this  company's  end 


344  ELECTRIC 

bells  are  equipped.  The  cable  insulation  is  also  cut 
away  a  few  inches,  depending  upon  the  size,  and  a  split 
tinned  copper  sleeve  is  slipped  over  the  bare  end.  A 
similar  sleeve  is  placed  over  the  bare  end  of  the  rail 
cable  which  is  introduced  into  the  bell  through  a  por- 
celain bushing.  The  two  cables  are  then  bolted  rigidly 
together  by  means  of  a  copper  angle  connector  which 
fits  over  the  copper  sleeves.  The  bell  can  be  used  in 
connection  with  braided  as  well  as  lead-covered  cables. 
This  construction  is  shown  in  the  accompanying  cuts. 

The  lower  portion  of  the  bell  is  then  filled  with  a 
compound  completely  sealing  the  cable,  and  the  cover  is 
put  in  place.  This  cover  has  been  designed  with  an 
extension  over  the  porcelain  bushing  to  form  a  water- 
shed which  prevents  moisture  from  entering  the  bell. 
By  removing  the  cover  and  loosening  the  angle  con- 
nectors the  bell  is  readily  made  detachable.  The  com- 
pleted bell  forms  a  safe,  simple  and  efficient  means  of 
protecting  this  class  of  feeders. 

While  designed  originally  to  meet  the  specifications 
of  one  railway  a  number  of  other  third-rail  systems 
are  now  using  the  same  equipment. 


RAILWAY    JOURNAL 


[VOL.  XLV,  No.  7 


Modern  Gongs 

One  of  the  two  accompanying  cuts  shows  a  combina- 
tion rotary  multiple  ringing  and  single  stroke  foot  gong 
made  by  G.  C.  Reiter,  Canton,  Ohio.  This  gong  gives 
forth  a  loud,  clear  ring  which  can  be  varied  from  a  single 


COMBINATION    ROTARY    MULTIPLE    RINGING    AND    SINGLE- 
STROKE  FOOT  GONG 

tap  to  a  continuous  alarm.  No  springs  are  used.  The 
gong  itself  is  made  of  a  most  resonant  bell  steel,  the 
hanger  and  knocker  wheel  are  of  cast  iron  and  the  lugs. 


stroke  foot  or  hood  gongs  and  single-tap  inside  striking 
gongs.  Although  it  is  not  generally  known,  this  manu- 
facturer not  only  makes  gongs  for  every  purpose  but 
supplies  a  large  number  of  those  sold  by  the  leading 
supply  houses  and  car  builders.  These  gongs  are  also 
used  in  large  numbers  by  foreign  tramways. 


SINGLE-TAP    FOOT    GONG 

which  are  electrically  welded  to  the  gong,  are  of  steel. 
The  mechanism  inside  the  gong  includes  a  centrifugal 
internal  gear  connected  to  a  pinion  whose  ratchets  en- 
gage with  teeth  on  the  rocker  arm.  A  black  japan  finish 
is  usually  employed  to  prevent  oxidation,  etc.  Mr.  Reiter 
also  supplies  gongs  of  simpler  form,  such  as  single- 


Ball-Bearings  on  Storage-Battery   Cars 

Arthur  V.  Farr,  M.  E.,  who  is  with  the  S.  K.  F. 
Ball  Bearing  Company,  New  York,  has  recently  pre- 
pared the  following  summary  of  the  value  of  ball  bear- 
ings in  electric  railway  service: 

The  necessity  for  extreme  accuracy  in  energy  con- 
sumption has  made  the  builders  of  storage-battery  cars 
lead  in  the  use  of  anti-friction  bearings  for  journal 
boxes  and  motors.  Every  tie-up  required  for  charging 
or  boosting  and  every  percentage  increase  in  the  coeffi- 
cient of  friction  of  the  bearings  limits  directly  the  ap- 
plication of  this  type  of  car. 

A  storage  battery  of  given  ampere-hour  capacity  is 
able  to  take  the  car  over  a  definite  schedule.  The 
amount  of  the  starting  and  tractive  efforts  determines, 
among  other  factors,  the  limitations  of  this  schedule. 
The  use  of  ball  bearings  has  reduced  the  starting  effort 
upward  of  50  per  cent,  which  makes  possible  either 
quicker  acceleration,  using  the  same  size  motor,  or 
greater   mileage   on   the  one  charge,    using  a   smaller 


BALL-BEARING    HEADS    FOR    A    65-HP    RAILWAY    MOTOR 


1 — Motor  shaft 

2 — Bearing   head 

3 — Outer  ball  race 

4 — Balls  and  ball  retainer 

5 — Inner  ball  race 

6 — Oil   retaining  grooves 


7 — Lubricant  chamber 

8 — Tap  for  lubricant  supply 

9 — Housing  cap 

10 — Lock-nut  to  hold  inner  race 

11 — Driving  pinion 

12 — -Pinion  casing 


motor.  Ball  bearings  in  this  way  increase  the  sphere 
of  application  of  accumulator  cars,  improving  the  run- 
ning schedule  and  decreasing  the  number  and  duration 
of  charging  periods. 

The  reduced  starting  effort  directly  affects  the  bat- 
tery characteristics.  Battery  efficiencies  vary  widely, 
depending  upon  the  rate  at  which  the  battery  is  charged 
and  discharged,  and  the  extent  to  which  the  discharge 
has  been  carried  when  the  charge  is  begun.  High 
rates  of  discharge  lower  the  efficiency,  consequently 
types  of  axle  bearings  which  necessitate  heavy  starting 
effort  put  a  severe  handicap  on  the  storage-battery  car. 

Ball  bearings,  besides  decreasing  the  starting  effort, 
permit  the  car  to  coast  farther  than  where  plain  bear- 
ings are  used.  This  coasting  feature  is  so  noticeable 
that  it  is  possible  to  take  advantage  of  even  the  slight- 
est inclines.  On  the  whole,  actual  tests  have  shown  that 
an  increase  of  10  per  cent  in  mileage  may  be  expected 
from  the  use  of  ball  bearings. 

Almost,  if  not  quite,  as  important  to  the  car  main- 
tenance department  is  the  saving  in  upkeep  and  inspec- 
tion which  results  from  the  use  of  ball  bearings.  The 
saving  in  maintenance  charges  due  to  the  freedom  from 
hot  journals,  frequent  lubricant  renewals,  repairs,  etc.. 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


345 


is  held  to  be  from  35  per  cent  to  70  per  cent.  This 
signiiicant  saving  is  due  to  the  fact  that  where  ball 
bearings  are  properly  mounted  they  do  not  require 
adjustment  or  repairs  and  are  free  from  the  intrusion 
of  dirt  and  grit. 

The  saving  in  the  lubricant  used  on  the  car  journals  is 
about  85  per  cent.  The  ball-bearing  journals  can  be 
sealed  so  that  there  is  no  leakage  out  of  the  journal 
box,  and  it  is  not  necessary  to  lubricate  the  bearings 
more  often  than  once  in  three  months. 

The  reason  for  the  reduced  friction  of  ball  bearings 
is  that  they  substitute  rolling  action  for  the  rubbing 


BALL-EEARING  JOURNAL  BOX  FOR  STANDARD  0-50  TRUCK — 
RADIAL  LOAD  ON  EACH   JOURNAL  6500   LB. 

friction  of  plain  bearings.  With  bearings  that  are  self- 
aligning,  binding  or  wedging  action  of  the  balls  is 
impossible.  Also,  bearings  with  the  double  row  of  balls 
permit  the  use  of  twice  as  many  balls  per  bearing  to 
carry  the  load  and  consequently  reduce  the  load  carried 
by  each  ball. 

Ball   bearings    on   the   driving    motors    increase   the 
life  of  the  driving  gears  by  maintaining  the  gsar  center 


CAMBRIA    &    INDIANA    RAILROAD    BALL-BEARING    AXLES- 
CAR  WEIGHT   59,100  LB.      TRUCKS,  BRILL  69-E 

distances.  To  prevent  rapid  wear,  gears  must  mesh 
properly.  When  plain  motor  bearings  wear  or  the 
armature  shaft  wears,  the  entire  driving  strain  is  taken 
by  the  inside  corners  of  the  driving  teeth,  and  rapid 
wear  with  frequent  failure  of  teeth  results.  Ball  bear- 
ings minimize  bearing  wear  and  eliminate  shaft  wear, 
keeping  the  gears  properly  in  mesh. 

The  substitution  of  the  rolling  of  ball  bearings  for 
the  rubbing  action  of  plain  bearings  reduces  the  bear- 
ing wear  to  an  amount  that  is  so  small  that  it  cannot 
be  measured  and  consequently  the  armature  air  gap  is 


maintained  constant.  This  eliminates  the  danger  of  the 
armature  falling  on  to  the  pole  pieces  and  causing 
costly  repairs.  In  fact,  a  prime  cause  of  motor  repairs 
is  thus  eliminated.  Cars  in  the  repair  shop  for  motor 
trouble  are  generally  there  because  of  worn  bearings, 
worn-out  armatures,  burnt-out  armatures,  etc.,  due 
directly  to  the  fact  that  the  plain  bearings  have  worn 
down. 


Editor  Eichel  on  Conditions  in  Germany 

In  a  personal  letter  to  a  member  of  the  editorial  staff 
of  the  Electric  Eailway  Journal,  Eugen  Eichel,  edi- 
tor of  Elektrische  Kraftbetriebe  und  Bahnen  has  some 
interesting  things  to  say  on  conditions  in  Germany  at 
this  time,  particularly  with  regard  to  railway  and  elec- 
trical affairs. 

Mr.  Eichel  says  that  the  war  has  led  to  a  relaxation 
in  the  police  rules  governing  passengers  standing  in 
electric  railway  cars,  so  that  it  is  now  quite  common  to 
see  a  car  carrying  as  many  passengers  as  it  will  hold. 
Consequently,  the  railways  are  operating  at  a  lower 
service  cost  than  in  times  of  peace. 

A  number  of  autobuses  and  automobiles  are  still  run- 
ning in  Berlin  with  the  consent  of  the  war  department, 
although  rubber  tires  and  gasoline  are  extremely  costly. 
In  many  cases  a  mixture  of  gasoline  and  wood  alcohol 
is  used,  as  the  latter  is  abundant  in  Germany.  Gaso- 
line is  also  manufactured  largely  in  Germany  as  a  by- 
product of  the  coal-tar  industry,  and  as  both  tar  and 
coal  are  at  hand  in  large  quantities  the  question  of  fuel 
is  not  a  pressing  one. 

Naturally  the  war  offers  a  very  favorable  opportunity 
for  the  exploitation  of  electric  lighting  and  electric 
vehicles,  since  both  gasoline  and  petroleum  have  risen 
in  price  very  much.  The  military  authorities  who  first 
installed  petroleum  lighting  for  barracks,  military  hos- 
pitals, encampments  and  prisoners'  quarters  prefer 
electricity  wherever  it  is  possible  to  make  connections 
with  existing  central  stations  or  transmission  systems. 
The  use  of  electricity  is  particularly  valuable  for  prison 
camps  because  the  wiring  and  lamps  can  be  so  ar- 
ranged that  the  turn  of  a  switch  will  flood  any  sus- 
picious area  with  light.  In  connection  with  the  prison 
camps,  Mr.  Eichel  writes  that  large  numbers  of  illiter- 
ate Russian  prisoners  are  being  taught  to  read  and 
write. 

The  large  electrical  companies  of  Germany  have  done 
praiseworthy  service  in  fitting  out  military  hospitals 
with  electrical  apparatus  for  sterilizing,  cooking,  x-ray 
and  electro-therapeutical  purposes.  The  Siemens- 
Schuckert  Company,  in  particular,  has  equipped  part 
of  its  new  main  building  as  a  hospital  with  400  to 
500  cots,  including  an  all-electric  kitchen. 


War  Affects    Buenos  Aires  Underground 

The  Compagnie  Generale  de  Tramways  de  Buenos 
Aires  of  Brussels  reports  that  the  first  section  of  the 
Anglo-Argentine  Tramways  in  Buenos  Aires  was 
opened  for  traffic  in  December,  1913,  the  length  being 
4.2  miles.  During  the  first  nine  months  of  operation 
the  average  receipts,  if  applied  to  a  whole  year,  would 
amount  to  about  $368,000  per  mile  per  anuum,  as 
compared  with  $249,600  in  Paris,  $179,200  in  London 
and  $377,600  per  mile  in  New  York.  As  a  consequence 
of  the  financial  crisis  in  Argentina  the  construction  of 
the  second  underground  section  has  been  indefinitely 
postponed,  although  the  hope  is  expressed  that  an  ex- 
tension of  time  will  be  granted  by  the  authorities.  The 
European  war  has  reacted  unfavorably  on  Argentina 
and  a  reduction  in  the  operation  of  the  tramways  is 
held  in  prospect. 


346 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  7 


News  of  Electric  Railways 


NEW    YORK    COMMISSION    INVESTIGATION 

Summary  of  Testimony  of  Commissioners  McCall  and  Wood 
Before  Legislative  Committee 

Edward  E.  McCall,  chairman  of  the  Public  Service  Com- 
mission of  the  First  District  of  New  York,  was  the  witness 
before  the  legislative  investigating  committee  on  Feb.  4. 
He  was  examined  first  as  to  the  methods  and  scope  of  the 
commission.  Mr.  McCall  explained  that  he  took  the  posi- 
tion because  he  believed  a  crisis  had  arisen  in  the  subway 
contract  situation.  The  commission  was  divided  two  to  two 
over  the  dual  system  now  well  under  way.  He  cast  the 
deciding  vote,  after  considering  the  matter  five  weeks. 
Five  commissioners  were  necessary  to  the  work  of  the  com- 
mission. Colonel  Hayward,  counsel  for  the  committee,  re- 
cited the  record  of  work  outside  of  the  commission  on  which 
Mr.  McCall  had  been  engaged  during  his  early  connection 
with  the  commission,  to  show  that  Mr.  McCall  had  spent 
fifty-seven  days  in  court  or  sitting  as  a  referee  and  had 
missed  nine  stated  meetings  of  the  commission.  Mr.  Mc- 
Call expressed  the  opinion  that  the  jurisdiction  of  the  com- 
mission should  be  extended  so  as  to  take  in  more  of  the 
Long  Island  Railroad  and  all  Westchester  County.  He 
favored  the  first  district  commission  looking  after  the  New 
York  telephones.  He  did  not  believe  that  any  of  the  tran- 
sit managers  were  disregarding  the  people's  interests.  He 
did  not  favor  turning  over  the  supervision  of  the  construc- 
tion of  the  new  rapid  transit  lines  to  the  Board  of  Estimate. 

At  the  hearing  on  Feb.  5  Mr.  McCall  said  that  he  was 
familiar  with  the  conditions  at  the  Brooklyn  Bridge  in  rush 
hours  and  that  he  often  used  the  subway.  The  fleet  of 
automobiles  of  the  commission  consisted  of  five  autos  and 
two  trucks.  Colonel  Hayward  read  into  the  record  the 
chauffeur's  slips.  Mr.  McCall  explained  that  he  was  accus- 
tomed after  his  work  at  the  office  to  ride  in  the  commission's 
car  toward  his  country  home  until  he  was  met  by  his  own 
and  could  transfer  to  it.  All  the  rides  were  taken  for  the 
public  service.  His  experience  showed  that  a  commissioner 
could  not  possibly  practice  law.  He  found  that  if  he  tried 
to  do  so  he  would  break  down.  Mr.  McCall  considered  that 
the  civil  remedies  were  adequate  for  the  commission's  pur- 
pose. He  did  not  believe  it  was  ever  intended  that  the 
commissioners  should  seek  an  indictment  for  misdemeanor 
because  a  train  was  five  minutes  late  or  twcity-five  people 
were  standing  in  one  place  for  ten  minutes.  He  referred  the 
committee  to  Commissioners  Maltbie  and  Williams  when  the 
question  of  security  issues  was  brought  up. 

Robert  Colgate  Wood,  the  member  of  the  Public  Service 
Commission  appointed  from  the  Bronx  about  eight  months 
ago  by  Governor  Glynn,  was  the  witness  on  Feb.  6.  He  had 
been  solicited  to  take  the  appointment.  He  was  not  a  law- 
yer and  had  had  no  administrative  experience  except  as  a 
corporation  director  and  in  contract  work.  His  lack  of 
exact  knowledge  of  the  commission  law  he  attributed  to 
his  short  term  of  service  with  the  commission.  He  con- 
sulted counsel  for  the  commission  in  regard  to  all  matters 
concerning  the  law.  He  had  been  active  in  public  service 
corporation  work  only  with  the  New  York  City  Interbor- 
ough  Company  and  the  Lincoln  Gas  Company,  but  retired 
from  the  former  seven  years  ago.  This  experience  had 
been  valuable  to  him  in  his  commission  work.  The  property 
of  the  New  York  City  Interborough  Company  was  now  in- 
cluded in  the  system  of  the  Third  Avenue  Railroad.  Mr. 
Wood  had  two  telephones  to  his  office  in  the  commission,  one 
connected  through  the  local  switchboard  in  the  commission 
office  and  one,  a  personal  wire,  connected  with  the  telephone 
central  at  headquarters.  Mr.  Wood  did  not  know  whether 
other  commissioners  had  similar  unlisted  wires.  He  under- 
.stood,  however,  that  there  had  always  been  two  wires  con- 
necting his  ofl!ice.  In  this  connection  Senator  Foley,  the 
Tammany  member  of  the  investigating  committee,  explained 
that  everybody  in  public  service  had  a  private  wire.  The 
testimony  showed  that  Mr.  Wood  had  paid  personally  for  his 
private  wire. 

The  hearings  were  resunied  on  Feb.  10. 

In  consequence  of  the  attention  that  thk  legislative  com- 


mittee has  devoted  to  the  regulatory  side  of  the  commis- 
sion's functions  as  apart  from  its  work  in  providing  for  the 
dual  subway  system,  the  commission  has  caused  to  be  issued 
a  statement  of  what  it  has  accomplished  in  the  way  of  regu- 
lating public  utilities  since  its  creation  on  July  1,  1907. 


BAY   STATE  ARBITRATION   HEARINGS 

Testimony  by  Prof.  Irving  Fisher  of  Yale  University  in 
regard  to  the  cost  of  living  was  the  feature  of  the  Bay 
State  Street  Railway  arbitration  at  Boston  during  the  week. 
In  general  Professor  Fisher's  evidence  dealt  with  the  rela- 
tion between  the  cost  of  living  and  the  shrinking  value  of 
the  dollar,  which  topic  is  discussed  at  length  in  Professor 
Fisher's  book,  "Why  the  Dollar  Is  Shrinking,"  reviewed  in 
the  Electric  Railway  Journal  of  Jan.  30,  1915,  page  264. 
Under  cross-examination  by  Attorney  James  M.  Swift, 
counsel  of  the  company.  Professor  Fisher  said  that  the  ex- 
pense of  increasing  the  wages  of  employees  should  be  laid 
upon  the  passengers.  He  said  in  conclusion:  "It  seems  to  me 
that  the  true  solution  for  this  difficulty  into  which  the  world 
is  put  by  the  rising  cost  of  living  and  the  shrinkage  of  the 
dollar,  is  for  the  railroads  to  raise  their  rates.  That  course 
was  granted  to  a  limited  degree  for  the  steam  railroads 
against  opposition  with  which  I  have  no  sympathy.  I  think 
it  may  well  be  true  that  the  electric  roads  will  come  to 
the  same  necessity  of  raising  their  rates  over  the  fixed  5- 
cent  fare,  to  a  6-cent  or  a  7-cent  fare,  or  a  fare  that 
changes  from  time  to  time  like  other  prices  in  the  com- 
munity. This  depreciation  of  gold  necessitates  the  raising 
of  all   prices   to   correspond." 

Professor  Fisher  held  that  almost  all  the  large  public 
problems  of  the  day  were  due  to  the  fact  that  the  prices 
of  commodities,  labor,  and  of  public  service  do  not  move 
together.  He  advanced  the  opinion  that  in  reality  the  ad- 
justment was  not  taken  out  of  the  passenger,  because  he 
got  higher  wages  and  income  himself.  In  response  to  an 
inquiry  by  Chairman  Pelletier,  the  witness  said  that  the 
company  should  increase  wages  first  and  then  apply  to  the 
Public  Service  Commission  for  permission  to  establish 
higher  rates  of  fare,  along  the  lines  followed  in  the  Mid- 
dlesex &  Boston  Street  Railway  case,  which  offered  an  ex- 
cellent precedent. 


FRANCHISE  UPHELD 

Supreme  Court  of  Minnesota  Decides  in  Favor  of  the  Duluth 
Street  Railway 

An  important  decision  concerning  the  validity  of  the  fran- 
chises of  the  Duluth  (Minn.)  Street  Railway  was  rendered 
recently  by  the  Supreme  Court  of  Minnesota.  The  case  was 
brought  before  the  court  on  quo  warranto  proceedings  by  the 
Attorney-General  of  the  State  and  was  tried  first  in  the  Dis- 
trict Court,  where  a  decision  was  rendered  in  favor  of  the 
company  on  May  23,  1914.  The  contention  of  the  State  was 
that  the  original  franchise  of  the  company,  granted  in  1881, 
provided  that  the  company  should  build  1  mile  of  street  rail- 
way within  one  year  of  the  date  of  the  grant;  that  while  the 
company  did  lay  such  a  mile  of  track,  the  line  was  not 
equipped  and  put  in  operation  until  some  months  later  after 
it  had  been  reconstructed;  that  consequently  the  terms  of 
the  franchise  had  not  been  complied  with,  and  since  then  the 
company  had  been  operating  on  the  street  merely  on  suf- 
ferance and  not  by  virtue  of  its  contract.  The  company's 
claim  was  briefly  that  the  State  and  the  city,  after  thirty 
years'  acquiescence  and  recognition  of  the  franchise,  was 
now  estopped  from  raising  any  question  on  its  validity. 

In  the  trial  in  the  lower  court  it  was  brought  out  that 
since  the  railway  had  been  in  operation,  various  actions  had 
been  brought  against  the  company  by  the  city  and  State  on 
taxation  and  other  matters,  and  that  during  this  time  there 
had  been  no  claim,  with  one  exception,  which  was  not  mate- 
rial, that  the  company  was  not  occupying  the  streets  by  vir- 
tue of  its  franchise,  and  that  the  city  had  levied  taxes  on  the 
company  in  which  the  franchise  was  assessed  at  a  large  sui.o. 
It  was  also  shown  that  the  company  had  sold  securities  to 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


347 


the  public,  based  on  the  validity  of  the  franchise,  that  these 
securities  had  been  purchased  in  good  faith  and  that  the 
company  had  been  encouraged  to  do  this  because  the  city 
during  this  long  period  of  time  had  never  disputed  the  valid- 
ity of  the  franchise.  In  view  of  these  facts  the  court  held 
that  even  had  there  been  any  failure  to  meet  the  terms  of 
the  franchise,  action  now  was  barred  by  the  statute  of  limi- 
tations. 

The  court  did  not  deny  that  a  statute  may  create  a  self- 
executing  forfeiture,  but  it  held  that  none  of  the  cases  cited 
where  such  self-execution  was  held  to  have  occurred 
contained  facts  especially  like  the  case  in  question.  The 
court  held  that  the  intent  of  the  Legislature  in  the  original 
grant  was  to  have  a  railway  built,  but  that  the  terms  on 
which  it  should  be  built  were  largely  of  local  concern.  This 
was  shown  by  the  fact  that  the  city  could  require  exten- 
sions. Moreover,  the  city  in  1882  had  consented  by  formal 
resolution  to  a  postponement  of  operation,  and  the  railway 
was  in  operation  within  the  time  fixed  by  this  last  resolu- 
tion. 

The  court  finally  held  that  as  the  franchises  of  the  com- 
pany were  granted  in  1881  for  a  period  of  fifty  years,  they 
would  not  terminate  until  1931. 


LEGISLATION  IN  INTEREST  OF  TORONTO 

The  Council  of  Toronto,  Ont.,  has  decided  to  oppose  the 
application  of  the  Metropolitan  Radial  Railway  for  power 
to  lay  double  tracks  on  Yonge  Street  within  the  city  limits; 
to  apply  to  the  Legislature  for  a  declaratory  act  restoring 
the  order  of  the  Ontario  courts  declaring  the  Toronto 
Suburban  Railway  was  liable  to  restore  pavements  as  well 
as  to  repair,  and  to  give  the  same  definition  to  the  word 
"tracks"  as  given  by  the  courts;  to  seek  an  order  for  the 
cancellation  of  the  company's  franchise  within  the  city  lim- 
its for  having  refused  to  carry  out  the  provisions  of  the 
agreement,  and  to  give  the  city  power  to  take  over  the 
system  on  similar  terms  to  which  it  took  over  the  Mimico 
&  Scarboro  divisions  of  the  York  Radial.  A  special  com- 
mittee has  been  appointed  to  confer  with  representatives 
of  the  Harbor  Board  and  the  Provincial  Hydro-Electric 
Power  Commission  and  consider  and  report  upon  a  plan  for 
a  rapid  transit  system  for  the  city  and  for  the  entrance 
of  the  radial  lines.  It  was  also  decided  to  apply  for  an  act 
declaring  that  the  agreement  between  the  city  and  the 
Toronto  Railway  means  that  the  company  is  compelled  to 
extend  its  tracks  and  to  operate  a  service  within  the  limits 
of  the  city  as  they  may  exist  at  any  time,  and  not  solely 
within  the  old  limits  of  the  city;  for  the  confirmation  of 
the  Barnes  report  suggesting  the  company  spend  $2,950,000 
on  new  cars  and  extensions;  for  an  amendment  to  the  assess- 
ment act  to  provide  for  the  assessment  of  railway  rolling 
stock,  and  for  the  imposition  of  a  percentage  tax  on  capital 
stock  of  the  railway  companies.  The  Mayor's  proposal  that 
application  be  made  to  the  Ontario  Railway  Board  for  an 
order  compelling  the  Metropolitan  Railway  to  reduce  its 
fares  within  the  city  limits  was  referred  back  to  the  Board 
of  Control,  as  was  his  suggestion  that  power  should  be 
sought  to  enable  the  city  to  purchase  and  operate  a  system 
of  motor  busses. 

At  a  joint  meeting  of  the  members  of  the  City  Council 
of  Toronto,  the  Harbor  Commissioners  and  Sir  Adam  Beck, 
representing  the  Hydro-Electric  Power  Commission  of  On- 
tario, on  Feb.  4,  it  was  decided  that  the  engineers  and 
;  legal  advisers  of  the  three  bodies  should  confer  on  the 
i  legal  and  engineering  aspects  of  the  transportation  situa- 
tion and  that  the  engineers  should  prepare  a  general  scheme 
I  for  a  rapid  transit  system  for  the  city  and  suburbs,  em- 
J  bracing  a  common  entrance  for  the  radial  lines  on  the  north, 
west  and  east  of  the  city.  Sir  Adam  Beck  said  the  Govern- 
ment intended  to  oppose  the  granting  of  new  franchises 
to  electric  companies  and  refuse  an  extension  of  time  for 
construction  to  those  who  had  obtained  franchises  in  the 
past.  The  Provincial  Hydro-Electric  contemplated  the  con- 
struction of  1600  miles  of  radials  in  the  province,  and  the 
success  of  the  system  depended  upon  being  able  to  obtain 
an  entrance  into  Toronto,  the  hub  of  the  system.  As  soon 
as  the  engineers  have  prepared  the  general  scheme  for 
the  radial  railways  it  will  be  submitted  to  the  conference, 
the  object  being  to  advance  the  project  so  that  it  may  be 
submitted  to  the  people  at  the  next  municipal  elections. 


INDIANA  LEGISLATURE 

The  following  new  bills  have  been  introduced  in  the  House: 
a  bill  providing  that  the  officers  of  all  incorporated  compa- 
nies in  the  State  shall  send  annually  to  the  stockholders  a 
report  of  the  business  transacted;  a  bill  providing  that  news- 
papers may  contract  with  railroads  for  advertising,  taking 
mileage  or  transportation  in  payment  for  the  same;  a  bill 
providing  for  the  regulation  of  labor  for  hire,  for  the  adjust- 
ment of  all  controversies  arising  therefrom  by  arbitration, 
and  that  all  labor  for  hire  shall  be  "compensated  on  a  truly 
competitive  basis." 

The  following  bills  have  been  killed  in  the  House:  House 
bill  554  of  the  1913  session,  which  was  vetoed  by  the  Gov- 
ernor after  the  Legislature  adjourned  in  March,  1913,  pro- 
viding that  railroad  engineers  be  permitted  to  run  their 
trains  across  electric  railway  tracks  without  stopping;  bill 
for  amendment  providing  that  towns  of  500  population  can 
order  the  installation  of  protective  signal  devices  or  flagmen 
at  railroad  crossings;  bill  providing  for  installation  of  suita- 
ble signs  at  railroad  crossings,  cost  to  be  borne  between 
township  and  companies;  bill  providing  that  electric  rail- 
ways shall  pave  between  the  tracks  with  the  same  material 
that  is  used  for  the  remainder  of  the  street. 

A  bill  has  been  passed  by  the  House  providing  that  steam 
and  electric  railways  shall  maintain  station  flagmen  or  auto- 
matic signal  devices  at  all  crossings  where  the  view  is  ob- 
structed, provided  a  petition  for  such  man  or  device  is  pre- 
sented by  five  freeholders. 

The  following  new  bills  have  been  introduced  in  the  Sen- 
ate: a  bill  providing  certain  regulations  for  the  ventilation 
of  street  and  interurban  cars  and  passenger  stations;  a  bill 
providing  that  where  a  public  utility  does  an  interstate  busi- 
ness the  rates  charged  in  Indiana  shall  be  no  greater  than 
the  rates  charged  by  the  utility  in  another  State;  a  bill  pro- 
viding for  a  uniform  bill  of  lading  to  be  used  by  all  ship- 
pers; a  bill  making  uniform  the  law  in  regard  to  transfer  of 
stocks  of  corporations;  a  bill  making  it  unlawful  for  a  pub- 
lic service  corporation  to  supply  service  to  another  State  un- 
less a  schedule  of  rates  charged  in  the  foreign  State  shall 
first  have  been  filed  with  the  Public  Service  Commission  of 
Indiana;  a  bill  prohibiting  the  payment  of  dividends  by  cor- 
porations unless  the  dividends  have  been  actually  earned;  a 
bill  prohibiting  any  person  from  acting  as  a  director  in  any 
corporation  unless  he  is  a  bona  fide  stockholder  in  such  cor- 
poration; a  bill  giving  the  Public  Service  Commission  power 
to  order  the  separation  of  grade  crossings  in  cities  of  20,000 
population  or  less. 

■The  bill  to  prevent  public  utilities  from  diverting  funds  or 
assets  after  an  examination  of  the  property  of  the  company 
has  been  ordered  by  the  Public  Service  Commission  has 
passed  the  Senate. 

STORM  IN  ONTARIO 

The  whole  Province  of  Ontario  was  in  the  grip  of  the 
storm  king  on  Feb.  2.  In  one  of  the  worst  gales  which  has 
swept  over  the  province  during  the  past  decade,  Toronto 
was  cut  off  entirely  from  railway  communication  for  more 
than  eight  hours.  The  storm  paralyzed  radial  traffic  in  and 
out  of  Toronto.  During  the  morning  all  traffic  was  practi- 
cally at  a  standstill,  and  only  the  snowplows  were  able  to 
make  headway  against  the  gale.  These  were  of  little 
practical  use,  however,  as  the  wind  swept  the  drifts  over 
the  tracks  again.  The  Toronto  Railway  ran  cars  without 
any  attempt  to  keep  to  the  schedule,  and  residents  of  the 
eastern  and  western  sections  were  without  service  for 
more  than  three  hours.  About  noon,  however,  the  street 
railway  officials  succeeded  in  bringing  about  the  opening  of 
all  lines  in  the  city. 

The  Gait,  Preston  &  Hespeler  Railway  ran  sweepers  all 
night  in  Gait  so  as  to  keep  the  line  open.  The  service  was 
irregular.  Street  railway  service  in  Guelph  has  practi- 
cally been  out  of  business  since  Jan.  30.  The  electric  rail- 
way service  between  Woodstock  and  Ingersoll  was  com- 
pletely tied  up.  The  Hamilton  Street  Railway  operated  cars 
all  night  in  order  to  keep  the  system  open.  In  Kingston 
.steam  and  electric  railway  service  was  demoralized  and 
business  was  practically  at  a  standstill,  and  in  St.  Thomas 
the  street  railway  system  was  tied  up  all  day  and  the  elec- 
tric line  from  St.  Thomas  to  London  and  Port  Stanley  was 
blocked. 


348 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


CLEVELAND  MATTERS 

The  opinion  prevails  in  Cleveland  that  the  Council  will 
not  authorize  the  Cleveland  Railway  to  purchase  some  addi- 
tional auto  busses  to  determine  their  adaptability  for  passen- 
ger business.  John  J.  Stanley,  president  of  the  company, 
said  recently  that  a  dozen  busses  in  addition  to  the  two 
now  in  use  would  be  necessary  to  test  their  work  on  East 
Thirtieth  Street,  as  is  proposed  in  the  Stolte  resolution  now 
before  Council.    He  is  not  in  favor  of  the  plan. 

City  engineers  have  reported  that  the  plan  to  build  a 
subway  under  the  Cuyahoga  River,  in  connection  with  the 
elimination  of  a  dangerous  bend  near  the  site  of  the  pro- 
posed Lorain-Huron  bridge,  is  feasible.  Councilman  Moylan 
requested  the  investigation  in  the  belief  that  a  tube  could 
be  built  in  connection  with  the  construction  of  the  bridge 
and  that  it  could  be  used  by  a  rapid  transit  line  in  the 
Walworth  Run  valley. 

At  a  recent  meeting  of  the  Lakewood  Chamber  of  Com- 
merce it  developed  that  Lakewood  is  willing  to  grant  the 
Cleveland  Railway  an  extension  of  franchise  in  return  for 
the  extension  of  the  West  Madison  line  from  West  117th 
Street  to  Riverside  Avenue,  Lakewood.  The  company  de- 
sires the  franchise  to  expire  with  that  of  the  Tayler  grant 
in  1934.  The  plan  would  give  the  Lakewood  people  3-cent 
fare  within  their  own  city. 


than  those  designated  in  its  franchise,  if  its  plan  should 
interfere  with  the  rapid  transit  road  that  is  now  under 
consideration. 


ONTARIO    RAILWAYS   UNDER   COMPENSATION   ACT 

The  steam  and  electric  railways  of  the  Province  of  Onta- 
rio learned  through  their  representatives  on  Jan.  15  what 
the  Workmen's  Compensation  Commission  expects  of  them 
under  the  operation  of  the  compensation  act.  Lawyers  rep- 
resenting the  different  companies  called  upon  the  commis- 
sion and  went  fully  into  the  subject  of  their  responsibilities 
and  duties  under  the  act.  The  board  pointed  out  the  proce- 
dure established.  The  railways  are  in  Schedule  1  of  the 
act,  which  means  that  while  they  are  under  the  general  pro- 
visions of  the  measure  they  are  not  brought  within  the 
grouping  system,  each  company  being  held  individually  lia- 
ble for  the  compensation  due  a  workman  or  his  dependents 
in  case  of  injury  or  death.  According  to  the  board's  plans, 
when  a  workman  is  injured  or  killed,  the  company  must  at 
once  notify  the  commission,  supplying  a  physician's  report 
and  other  data.  The  commission  passes  upon  the  case,  fixes 
the  compensation  due  the  workman  and  notifies  the  com- 
pany. A  check  for  the  amount  fixed  must  then  be  forward- 
ed to  the  commission,  which  places  it  upon  record  and  sends 
it  on  to  the  workman.  In  every  respect  the  employee  of  a 
railway  receives  the  same  protection  and  compensation  as 
the  worker  under  the  general  scheme,  the  only  difference  be- 
ing that  he  gets  his  compensation  from  his  employer  instead 
of  from  a  general  fund.  The  board  has  met  one  objection  to 
the  individual  liability  system  advanced  by  the  men  by  ar- 
ranging that  the  worker  need  not  go  to  the  employer  to 
claim  his  rights.  This  is  designed  to  protect  the  timid  work- 
man against  relinquishment  of  his  compensation  or  a  part 
of  it,  especially  in  case  of  slight  injury,  owing  to  the  fear 
that  the  pressing  of  his  claim  may  prejudice  his  situation. 


DEVELOPMENTS  IN   CINCINNATL 

The  Rapid  Transit  Commission  of  Cincinnati  has  been 
asked  by  the  Central  Avenue  Improvement  Association  to 
have  the  subway,  necessary  to  the  proposed  rapid  transit 
road,  run  down  Central  Avenue  instead  of  Plum  Street,  no 
matter  which  of  the  four  schemes  under  consideration  may 
be  adopted. 

On  Feb.  5  the  People's  Power  League  filed  a  petition  with 
the  city  auditor,  with  10,632  signatures,  asking  that  a 
referendum  vote  on  the  franchise  granted  the  Cincinnati, 
Newport  &  Covington  Street  Railway  be  taken  at  the  regu- 
lar election  in  November.  The  auditor  has  asked  the  city 
solicitor's  opinion  as  to  whether  two  elections  will  be  neces- 
sary, one  at  the  regular  date  in  the  fall,  in  compliance  with 
this  petition,  and,  a  special  election  on  March  9,  as  asked 
in  a  petition  filed  by  the  business  men  of  the  city  previously. 
The  latter  contained  30,000  names.  While  City  Solicitor 
Schoenle  had  given  no  opinion  early  in  the  week,  it  is 
believed  that  the  special  election  will  be  held.  This  company 
has  informed  the  city  that  it  will  use  some  other  streets 


L  C.  C.  ACCIDENT  BULLETIN  FOR  YEAR 

The  Interstate  Commerce  Commission  has  issued  accident 
bulletin  No.  52,  covering  the  three  months  ended  June  30, 
1914,  and  the  year  ended  June  30,  1914.  The  table  of 
collisions  and  derailments  on  electric  railways  for  the  year 
contained  in  the  bulletin  follows: 

Damage  to 
Road  and 
Number  of        Equipment 
Persons  and  Cost 

I * ^  of  Clearing 

No.  Classes  Number  Killed     Injured      Wrecks 

Collisions  : 

1  Rear     69  18  675  $24,793 

2  Butting    32  4  143  51,906 

4  Miscellaneous     53  1  208  17,473 

Total     154  23  1,026  $94,172 

Derailments  due  to : 

5  Defects   of    roadway....      18  1  38  $11,032 

6  Defects    of    equipment..      16  ..  37  8,033 

7  Negligence   of   trainmen, 

signalmen,     etc 8  . .  9  1,173 

8.  Unforeseen      obstruction 

of  track,   etc 14  1  38  5,750 

9  Malicious   obstruction    of 

track,    etc 3  .  .  7  395 

10         Miscellaneous  causes. .. .  19  2  134  11,003 

Total    78  4  263  $37,386  , 

Total      collisions      and 

derailments    232  27  1,289  $131,558 

Total  for  year : 

1913      275  29  1,401  211,777 

1912     261  21  1,605  117,865 

1911      255  92  1,291  110,466 

The  summaries  of  casualties  to  persons  on  the  electric 
railways  for  the  years  ended  June  30,  1914,  and  1913 
follow : 

Passengers  ; 

r-^ — 1914 V   ,--—1913 , 

No.  Item  Killed    Injured  Killed  Injured 

1  In  train  accidents 18  1,182  10  1,252 

2  Other   causes    40  2,047  26  1,789 

Total     58  3,229  36  3,041 

Employees  on  duty : 

3  In  train  accidents 9  100  18  154 

4  In    coupling   accidents 2  25  1  19 

5  Overhead    obstructions,   etc...  2  28  6  34 

6  Falling  from  cars,  etc 8  126  8  138 

7  Other   causes    25  289  17  203 

Total     46  568  50  548 

Total   passengers    and   em-  „  ,„„ 

ployees    on    duty 104  3,797  86       •  3,5 SO 

Employees  not  on  duty : 

8  In    train    accidents 16 

9  In    coupling    accidents ....  ..  .••• 

10  Overhead  obstruction,  etc ....  ..  ••■• 

11  Falling  from  cars,  etc 1  13  1  1^ 

12  Other   causes    2  5  2  I 

Total     ~i  34  3  2S 

Other  persons  not  trespassing: 

13  In  train   accidents 1  4  1  8 

14  Other  causes    247  1,081        196  860 

Total    248  1,085        197  86S 

Trespassers : 

15  In  train  accidents ....  .  .  . .  .  • 

16  Other   causes    168  139        117  123 

Total 168  139        117  123 

Total     accidents     involving 

train    operation    523  5,005        403  4,fiiiN 

17  Industrial   accidents    28  1,053  19  79.S 

Grand  total 551  6,108        422  5,406 


CHICAGO  TRACTION  FUND  FOR  AUTO  BUSES 

According  to  an  opinion  handed  down  by  the  corporation 
counsel  of  Chicago,  the  City  Council  is  at  liberty  to  use  the 
traction  fund,  which  represents  the  city's  share  of  the  net 
earnings  of  the  surface  lines,  for  the  purchase  and  operation 
of  a  municipal  bus  system.  In  brief  the  opinion  states  that 
the  city  may,  upon  the  passage  of  an  appropriate  ordinance, 
use  the  traction  fund  to  acquire  these  buses  and  other  prop- 
erty necessary  for  the  operation  of  the  bus  line.  The  city 
may  also  acquire  and  own  a  bus  system  and  lease  it  to  a  cor- 
poration for  operation.  Before  an  ordinance  for  acquiring 
and  conducting  the  system  would  be  legal,  however,  it  must 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


349 


have  the  approval  of  the  voters,  and  they  must  also  approve 
the  plan  for  operating  the  system.  This  opinion  was  based 
upon  the  fact  that  although  the  traction  ordinances  provide 
that  the  city  traction  fund  shall  be  used  for  the  purchase  and 
construction  of  street  railways,  the  Supreme  Court  held  that 
subways  come  under  this  provision.  Furthermore,  it  was 
claimed  that  the  1907  City  Council  had  no  right  to  bind  the 
succeeding  councils  on  the  purpose  for  which  the  traction 
fund  should  be  used,  providing  the  city's  contractual  rela- 
tions were  not  molested. 


Ohio  Legislation. — A  bill  has  been  introduced  in  the  Legis- 
lature to  require  all  interurban  and  street  cars  to  be 
equipped  with  a  particular  style  of  air  brake  and  a  par- 
ticular Sander. 

Utah  Commission  Bill  Opposed. — The  Evans  bill  to  create 
a  public  utilities  commission  in  Utah  was  opposed  by  the 
representatives  of  the  railroads  and  the  public  utilities  on 
Feb.  5  as  being  unfair  and  unduly  burdensome.  The  hear- 
ing was  continued  by  the  Senate  committee  to  Feb.  9. 

Kansas  City  Enabling  Act. — A  bill  has  been  introduced  in 
the  Legislature  of  Missouri  authorizing  Kansas  City  to  put 
aside  the  percentage  it  receives  under  the  new  franchise 
granted  the  Metropolitan  Street  Railway  until  sufficient 
money  has  accumulated  to  purchase  the  system. 

Transfer  of  Ferry  Service  Sought. — Mayor  Malone,  of 
Chelsea,  Mass.,  will  shortly  confer  with  the  Boston  Cham- 
ber of  Commerce  on  behalf  of  turning  over  the  ferry  service 
between  Chelsea  and  Boston  to  the  Boston  Elevated  Railway 
and  Bay  State  Street  Railway  in  case  the  consolidation  of 
the  two  companies  is  approved  by  the  Legislature. 

Toledo  Prize  Awards. — In  the  contest  for  the  best  criti- 
cism of  the  first  franchise  draft  prepared  by  Henry  L. 
Doherty  and  his  associates  in  the  Toledo  Railways  &  Light 
Company  awards  were  announced  on  Feb.  2.  Judge  John  A. 
Doyle  received  the  first  prize,  $100;  Orville  S.  Brumbach, 
second,  $75;  William  C.  Clark,  third,  $50,  and  S.  P.  Bowles, 
fourth,  $25. 

Recent  New  York  Bills. — Among  the  bills  introduced  re- 
cently in  the  New  York  Legislature  are  the  following:  to 
amend  the  public  service  commissions  law  in  relation  to 
quotation  of  rates  by  common  carries;  to  amend  the  rail- 
road law  in  relation  to  the  minimum  number  of  employees 
to  be  employed  in  the  operation  of  certain  trains;  to  amend 
the  railroad  law  in  relation  to  the  length  of  trains. 

Extension  Question  in  Toronto. — The  suggestion  of  Mayor 
Church,  of  Toronto,  Ont.,  that  application  be  made  to  the 
Ontario  Legislature  for  the  passing  of  an  act  compelling 
the  Toronto  Railway  and  the  Toronto  Suburban  Railway  to 
extend  their  lines  and  improve  their  services  and  equip- 
ment forthwith  was  adopted  by  the  Board  of  Control  on 
Jan.  29.  The  matter  was  expected  to  come  before  the  Coun- 
'  cil  on  Feb.  1. 

Subway  Report  in  Los  Angeles. — The  Council  of  Los  An- 
geles, Cal.,  by  a  unanimous  vote,  has  adopted  a  resolution 
instructing  the  Board  of  Public  Utilities  to  make  a  careful 
study  of  the  traffic  situation  between  Temple  Street  on  the 
north,  Tenth  Street  on  the  south.  Main  Street  on  the  east, 
Hill  Street  on  the  West,  and  submit  a  report  showing  the 
results  of  such  investigations  and  estimates  of  cost  covering 
the  construction  of  a  subway  system. 

Rehearing  Denied  in  Mill-Tax  Case. — The  Supreme  Court 
of  Missouri  has  denied  the  application  of  the  United  Rail- 
ways, St.  Louis,  Mo.,  for  permission  to  file  a  motion  for 
a  rehearing  in  the  mill-tax  case.  The  case  will  be  appealed 
to  the  Supreme  Court  of  the  United  States.  The  company 
will  contend  in  presenting  the  case  to  the  United  States 
Supreme  Court  that  the  Missouri  Supreme  Court  misinter- 
prets a  former  decision  of  the  United  States  Supreme  Court. 

Important  Question  Before  Ohio  Commission. — Walter 
M.  Schoenle,  city  solicitor  of  Cincinnati,  and  Lawrence 
Maxwell  and  Ellis  G.  Kinkead,  attorneys  for  the  company, 
requested  the  Public  Utilities  Commission  of  Ohio  on  Jan.  25 
to  state  the  extent  to  which  the  Cincinnati  Traction  Com- 
pany will  be  allowed  credit  in  its  reproduction  value  for 
the  money  spent  in  paving  between  its  tracks.  The  opinion 
of  the  commission  is  desired  as  a  guide  in  the  consideration 
of  the  questions  that  have  come  up  with  regard  to  the 
road. 


Illinois  Public  Utilities  Commission  Closes  First  Year. — 

The  State  Public  Utilities  Commission  of  Illinois  has  closed 
its  first  year  of  work  and  reports  receipts  of  $510,173  and 
expenditures  of  $180,000,  including  all  salaries  and  the 
fitting  up  of  offices  in  Springfield  and  Chicago.  More  than 
3000  cases  were  considered  during  the  year,  and  of  approxi- 
mately 500  formal  cases  heard  eighteen  appeals  were  taken 
from  the  decision  of  the  commission.  Nine  of  these  appeals 
were  heard  in  the  circuit  court  of  Sangamon  County  at 
Springfield  and  in  no  case  was  the  decision  of  the  com- 
mission reversed. 

Bills  Introduced  in  Maine. — Two  workmen's  compensation 
measures  known  respectively  as  the  Swift  bill  and  the  Cole 
bill,  have  been  introduced  intp  the  Legislature  of  Maine.  A 
bill  regarded  as  the  most  drastic  bill  by  far  presented  at 
the  present  session  has  just  made  its  appearance  in  the 
Senate.  This  measure  would  create  the  People's  Water 
Rates  &  Power  Commission.  Under  it  all  water  powers 
now  privately  owned  would  be  taken  over  by  the  commis- 
sion, rented  for  the  benefit  of  the  State  and  the  entire  ques- 
tion of  the  control  of  water  powers  taken  from  the  jurisdic- 
tion of  the  Public  Utilities  Commission. 

Key  Route  Must  Build  Interlocker. — The  Railroad  Com- 
mission of  California  has  rendered  a  decision  in  which  it 
finds  that  the  interlocking  plant  at  Lowell  Street  and  Stan- 
ford Avenue  in  the  city  of  Oakland  is  inadequate  and  un- 
safe. This  tower  protects  the  tracks  of  the  San  Francisco- 
Oakland  Terminal  Railways,  the  Southern  Pacific  Company 
and  the  Atchison,  Topeka  &  Santa  Fe  Railway.  These  car- 
riers are  directed  to  replace  the  present  tower  with  a  first- 
class,  standard,  interlocking  plant  within  six  months  from 
the  date  of  the  commission's  order.  The  first-named  com- 
pany will  have  to  bear  the  greater  portion  of  the  expense. 

Proposed  Consolidation  of  Utilities  and  Tax  Commissions. 

— ^There  has  been  talk  in  Ohio,  in  connection  with  the  Gov- 
ernor's program  of  economy,  of  consolidating  the  State 
Public  Utilities  and  the  State  Tax  Commissions.  James 
Boyle  and  J.  H.  McGiffert  have  been  nominated  as  mem- 
bers of  the  Tax  Commission  to  succeed  Frank  E.  Munn  and 
Christian  Pabst.  Mr.  Boyle  served  as  private  secretary 
of  the  late  William  McKinley  when  he  was  Governor  and 
as  consul  to  Liverpool  during  Mr.  McKinley's  administra- 
tion as  president.  Mr.  McGiffert  was  connected  with  the 
State  Auditor's  office  under  Walter  D.  Guilbert  and  E.  M. 
Pullington  and  afterwards  was  transferred  to  the  State 
Tax  Commission  in  charge  of  the  collection  of  the  excise 
tax  on  corporations. 

Los  Angeles  Railway  Purchase  Considered  by  City. — The 

City  Council  of  Los  Angeles,  Cal.,  is  considering  what  policy 
it  shall  follow  in  handling  expiring  street  railway  fran- 
chises. The  acquisition  of  the  street  railways  by  the  city 
under  the  charter  provision  whereby  the  city  may  issue 
bonds  against  a  revenue-producing  utility  is  being  urged. 
At  a  recent  executive  conference  of  the  Council,  George  A. 
Damon,  associate  of  Bion  J.  Arnold,  Chicago,  who  made  the 
transportation  study  for  the  city  several  years  ago,  said 
that  the  city  could  take  over  the  railways  by  paying  a  por- 
tion of  the  equity  value  of  the  railways,  and  issuing  bonds 
against  the  railways  themselves  for  the  balance.  The  Coun- 
cil as  a  committee  of  the  whole  has  referred  the  matter  to 
the  board  of  utilities. 

Philadelphia    Councils    Desire    Rapid    Transit    Details. — 

Councils,  in  both  chambers,  on  Feb.  4,  adopted  a  resolution 
requesting  Transit  Director  A.  Merritt  Taylor  to  present 
to  Councils,  if  possible  by  Feb.  18,  a  complete  list  and  full 
description  of  the  subway,  elevated  and  surface  lines  con- 
templated to  be  constructed  under  his  rapid  transit  improve- 
ment plans.  Robert  S.  Dripps,  reform  floor  leader  in  Com- 
mon Council,  declared  that  Mr.  Taylor  had  made  a  full  re- 
port to  Councils  on  his  plans  last  summer  and  that  the  reso- 
lution w'as  aimed  to  prevent  the  people  expressing  their 
views  at  the  proposed  special  election  next  month  on  the 
Taylor  plans  by  vote  at  the  polls  on  the  $30,000,000  perma- 
nent loan  for  carrying  on  the  work.  Mr.  Taylor  said:  "All 
the  information  required  by  the  resolution  has  been  worked 
out  in  detail  and  is  on  file  in  the  Department  of  City  Transit. 
I  am  very  glad  to  have  the  opportunity  of  furnishing  this 
information  to  the  City  Councils  in  the  specific  form  re- 
quested, with  every  detail  which  is  relevant  thereto." 


350 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


Financial  and  Corporate 

MR.   BYLLESBY   ON   BUSINESS 

This  Public  Utility  Operator  Looks  Forward  to  a  Recurring 
Period  of  Reasonable  Expansion  of  Utility  Business 

H.  M.  Byllesby,  speaking  in  a  recent  interview  particu- 
larly about  electric  light,  power  and  gas  properties,  stated 
that  these  seem  to  be  enjoying  a  greatly  increased  popular 
standing  on  account  of  the  stability  which  they  have  shown 
during  the  last  few  years  of  legislative  attacks  and  gen- 
erally depressed  business  conditions. 

In  regard  to  the  general  business  conditions,  Mr.  Byllesby 
said: 

"From  one  end  of  the  country  to  the  other  there  is  a 
growing  confidence  in  a  revival  of  general  business,  and 
there  is  no  enterprise  which  responds  more  quickly  to  such 
a  revival  than  the  public  utilities.  The  corollary  naturally 
follows  that  with  a  revival  in  the  activity  of  the  utilities, 
a  corresponding  increase  is  immediately  felt  in  the  opera- 
tion of  the  vast  industries  whose  business  is  the  manufac- 
ture of  wire,  pipe,  structural  material,  electrical  machinery, 
boilers  and  various  adjuncts  for  utility  operation. 

"Within  the  last  few  years  there  has  been  a  very  pro- 
nounced curtailment  of  the  development  of  all  classes  of 
utilities  on  account  of  a  variety  of  reasons,  principal  among 
which  have  been  the  extreme  difficulty  of  providing  capital 
for  their  further  development  and  the  disinclination  of 
the  operators  of  such  properties  to  engage  in  further 
development  risks  in  the  face  of  the  drastic  attitude  of  the 
public  and  regulatory  bodies  and  the  uncertain  business 
conditions.  Believing  that  both  of  these  conditions  have 
materially  changed  for  the  better  within  the  last  few 
months,  however,  I  have  reason  to  expect  a  recurring  of 
reasonable  expansion  of  the  utility  business." 


ANNUAL    REPORTS 


MR.  FARRELL  SEES  BUSINESS  BOOM 


Head  of  Steel  Corporation  Sees  Unprecedented  Opportuni- 
ties at  Hand  in  the  United  States 

President  Farrell  of  the  United  States  Steel  Corporation, 
in  a  recent  address  before  the  Engineers'  Society  of  West- 
ern Pennsylvania,  stated  that  the  financial  tide  in  the  United 
States  has  turned  and  that  the  country  now  has  before  it  a 
period  of  unprecedented  prosperity.  In  his  opinion,  every 
day  now  records  a  marked  improvement  in  the  general  situa- 
tion. 

Continuing  Mr.  Farrell  said: 

"Our  foreign  trade  balance  for  January  will  approximate 
$150,000,000,  a  figure  never  before  approached  in  our  his- 
tory. Eminent  authorities  have  Calculated  that  this  may 
easily  reach  $1,000,000,000  for  1915.  This  is  important,  for 
the  years  of  greatest  prosperity  have  been  when  the  bal- 
ances were  largely  in  our  favor. 

"We  are  furnishing  Canada  with  capital  and  we  have 
made  a  beginning  in  extending  investment  to  South  and 
Central  America.  Moreover,  the  United  States  is  to-day  the 
chief  granary  of  Europe.  The  prices  received  should  insure 
for  our  farming  population  and  therefore  for  the  general 
population  an  unprecedented  measure  of  prosperity. 

"The  steel  trade  is  improving  and  the  outlook  is  encourag- 
ing. The  lumber  industry  is  showing  similar  results.  Large 
orders  from  belligerents  and  neutrals  in  Europe  are  keeping 
various  lines  of  industry  quite  busy.  Building  has  been 
quiet,  but  investors  are  coming  to  realize  that  money  can  be 
saved  by  starting  operations  now,  material  being  available 
at  unusually  attractive  prices.  There  is  evidence  of  increas- 
ing merchandise  traffic  on  the  railroads,  of  opportunity  to 
earn  more  money  to  establish  credit  and  make  expenditures 
for  materials  and  equipment — which  all  mean  activity  in 
manufacturing  lines  dependent  upon  railroads  for  orders." 

Mr.  Farrell,  in  closing  his  address,  announced  the  resump- 
tion of  new  construction  work  by  the  United  States  Steel 
Corporation.  He  said  that  last  year  the  company  had  sus- 
pended all  operations  of  new  construction  in  the  Pittsburgh 
district,  but  as  evidence  of  its  faith  in  the  immediate  future 
it  had  decided  to  proceed  with  work  at  once  in  order  that  it 
might  be  prepared  for  greater  things. 


Cleveland  Railway 

The  statement  of  income,  profit  and  loss  of  the  Cleveland 
(Ohio)   Railway  for  the  year  ended  Dec.  31,  1914,  follows: 

Based  on  Ordinance  Allowances 

Cents 
Per 

Operating  revenues  :  MHe 

Revenue  from  transportation $7  610  ")9'' 

Revenue    from    operations    other    than    trans- 
portation       81  751 

Total  operating  revenues $7,692,343  23.80 

Expense  allowances  : 

Maintenance   allowance    $1,602,398  4.96 

Operating  expense  allowance 3,910,934  12.10 

Total   expense   allowances $5,513,332  17.06 

Operating    income    $2,179,011  6  74 

Non-operating    income    43,334  o!l3 

Gross    income    $2,222  345  6  87 

Taxes 466,996  1^44 

Net   income    $1,755,349  5.43 

Interest     1,702,259  5.27 

Surplus      .  .    $53,090  0.16 

Special   allowances 180,000  .055 

Deficit    $126.910  0.39 

Based  on  Disbursements 

Operating    revenues    $7,692,343  23.80 

Actual  expenses : 

Maintenance  of  way  and  structures $1,158,683  3.58 

Maintenance     of     equipment  —  except     power 

plant     649,898  2.02 

Maintenance  of  power  plant 119,677  0.37 

I'ower    728  227  2  25 

Conducting    transportation 2,406[999  7^45 

Traffic    S99  0.00 

General   and   miscellaneous 815,113  2.52 

Total  maintenance  and  operating  expenses.    $5,879,676  18.19 

Operating  income $1,812,667  5.61 

Non-operatirg    income    43,334  0.13 

Gross    income    $1,856,001  5.74 

Taxes     466,996  1.44 

Net   income    $1,389,005  4,30 

Interest     1,702,259  5.27 

Deficit      $313,254  0.97 

Obsolete  equipment    120,000  0.37 

Total   deficit $433,254  1,34 


The  increase  in  passenger  revenue  during  the  year,  ex- 
clusive of  transfers,  amounted  to  $299,616  or  4.31  per  cent, 
while  the  increase  in  passenger  revenue,  including  trans- 
fers, was  $532,336  or  7.66  per  cent.  Gross  income  increased 
$554,911  or  7.58  per  cent.  The  increase  in  maintenance 
allowance  was  $99,267  or  6.6  per  cent,  and  the  increase  of 
maintenance  expenses  was  $235,427  or  13.91  per  cent.  The 
operating  allowance  increased  $216,111  or  5.85  per  cent, 
while  the  operating  expenses  increased  $246,953  or  6.66  per 
cent.  Taxes  increased  $32,323  or  7.3  per  cent,  and  interest 
$130,688  or  8.31  per  cent.  The  total  increase  in  operating 
expenses,  taxes  and  interest  amounted  to  $409,965  or  7.18 
per  cent,  and  the  increase  in  maintenance  and  operating 
expenses,  taxes  and  interest  was  $645,392  or  8.72  per  cent. 
The  year  showed  the  following  increases  in  transportation 
statistics:  Fares,  9,638,017  or  4.37  per  cent;  transfers, 
5,056,031  or  5.77  per  cent;  rides,  14,349,271  or  4.61  per  cent; 
ordinance  car-miles,  1,965,425  or  6.52  per  cent,  and  actual 
car-miles,  2,605,760  or  8.43  per  cent. 

The  report  states  that  the  most  important  development 
during  the  year,  in  its  effect  upon  the  finances  of  the  com- 
pany, was  the  Increase  in  the  rate  of  fare.  In  July  the  net 
balance  in  the  interest  fund  fell  below  $300,000  and  on 
Sept.  1  the  company  began  to  retain  the  1  cent  charge  per 
transfer  instead  of  returning  it.  The  effect  of  this  on  the 
pas.senger  revenue  was  an  increase  of  8.97  per  cent  for  Sep- 
tember, 11.21  per  cent  for  October,  16.06  per  cent  for  No- 
vember, and  9.07  per  cent  for  December  as  compared  to  the 
corresponding  months  of  1913.  The  first  eight  months  of 
1914  showed  an  increase  in  passenger  revenue  of  5.84  per 
cent  and  the  last  four  months  an  increase  of  11.21  per  cent, 
or  an  average  for  the  twelve  months  of  7.66  per  cent. 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


351 


The  receipts  for  transfers  in  the  last  four  months 
amounted  to  $232,719.  Omitting  these  transfer  receipts,  the 
report  shows  that  the  increase  for  the  last  four  months 
dropped  to  1.32  per  cent,  which  was  made  up  of  increases 
as  follows:  September,  0.87  per  cent;  October,  1.24  per 
cent;  November,  5.75  per  cent  and  December,  0.42  per  cent. 
The  receipts  for  November,  1913,  was  less  by  about  $40,000 
than  they  would  have  been  but  for  the  great  storm  of  that 
month.  If  this  amount  were  added  to  this  month's  revenues 
to  bring  them  up  to  normal,  the  increase  in  November, 
1914,  would  be  changed  to  a  decrease.  The  last  four  months 
of  the  year  would  then  show  a  decrease  of  0.375  per  cent 
instead  of  an  increase  of  1.32  per  cent.  The  serious  drop 
in  earnings  came  in  August.  On  the  basis  of  actual  earn- 
ings the  passenger  revenue  for  the  first  seven  months  in- 
creased 6.59  per  cent  and  for  the  last  five  months  1.27  per 
cent.  On  the  basis  of  the  revised  figures  for  November, 
1913,  the  passenger  revenue  during  the  last  five  months 
decreased  0.07  per  cent,  giving  an  average  of  3.71  per  cent 
as  compared  to  4.31  per  cent  under  the  preceding  calcula- 
tion. The  increase  in  the  rate  of  fare,  which  was  intended 
to  make  up  the  depletion  in  the  interest  fund,  was  therefore 
but  little  more  than  enough  in  the  four  months  to  take  the 
place  of  the  reduction  in  earnings  in  the  last  five  months 
caused  by  the  change  in  general  business  conditions. 

The  charges  to  expense  during  the  year  for  repairs  of 
the  physical  property  and  for  such  renewals  as  were  prop- 
erly chargeable  to  expense,  amounted  to  $1,928,437  or  5.97 
cents  per  revenue  car  mile.  The  total  amount  allowed  for 
these  purposes  and  for  depreciation  was  $1,602,398.  The 
expenditures,  therefore,  exceeded  the  ordinance  allowance 
by  $326,039,  and  the  maintenance,  renewal  and  deprecia- 
tion reserve  at  the  end  of  the  year  was  over-expended  to 
the  extent  of  $490,687.  During  the  ten  months  ended  Dec. 
31  the  company  deducted  from  gross  receipts  and  credited 
to  the  reserve  $120,000  for  abandoned  property,  whose  re- 
production value  is  set  at  $705,348.  The  company  is  also 
charging  gross  receipts  and  crediting  to  the  reserve  $6,000 
per  month  from  March  until  $217,444  has  been  paid  in,  this 
sum  being  the  amount  of  over-expenditures  in  the  mainte- 
nance, depreciation,  and  renewal  reserve  on  March  1,  1913. 
The  operating  expenses  for  the  year  were  12.22  cents  per 
car  mile,  or  0.12  cents  in  excess  of  the  operating  expense 
allowance.  The  report  states  that  it  may  be  necessary, 
therefore,  to  make  an  application  to  the  City  Council  before 
the  end  of  the  ordinance  year  for  at  least  a  temporary 
increase  in  the  allowance.  It  is  stated  that  there  was  an 
increase  in  revenue  car  miles  in  the  year  as  a  whole,  but 
that  the  service  was  reduced  in  August  and  figures  for  the 
last  four  months  show  a  decrease  of  about  305,000  miles. 
If  this  reduction  in  service  had  not  been  made,  the  operat- 
ing expense  allowance  would  have  been  $37,000  greater,  but 
the  actual  expenses  would  have  been  increased  only  about 
half  of  this  amount.  Furthermore,  the  earnings  of  the 
entire  road  per  car  mile  were  23.32  cents,  but  the  earnings 
of  new  crosstown  lines  varied  from  10.09  cents  to  20.75 
cents  and  their  total  cost  of  operation,  including  mainte- 
nance, operating  expenses,  taxes  and  interest,  was  25.27 
cents.  There  was  also  an  increase  of  expenditures  in  the 
accident  department,  due  to  causes  beyond  the  control  of  the 
management,  from  1.02  cents  to  1.27  cents  per  car  mile. 

One  hundred  and  sixty  new  cars  were  added  to  the  com- 
pany's rolling  stock  during  the  year,  and  sixty-nine  cars 
were  retired.  On  the  basis  of  numbers  only,  the  net  increase 
in  the  year  was  8  per  cent.  On  Dec.  31  the  company  had 
1373  revenue  cars  and  183  service  cars.  Its  single  track  mile- 
age was  344.746  miles.  Betterment  expenditures  during  the 
year  amounted  to  $2,577,867. 

The  total  number  of  stockholders  of  the  company  is  4262, 
with  average  holdings  of  thirty-nine  shares.  The  stock- 
holders residing  in  Ohio,  3813  or  89.5  per  cent,  own  88  per 
cent  of  the  outstanding  stock.  Of  these  stockholders,  2979 
with  an  average  holding  of  sixty-six  shares,  reside  in  Cleve- 
land and  Cuyahoga  County. 

In  March  the  stockholders  were  allowed  to  purchase  addi- 
tional capital  stock  to  the  amount  of  10  per  cent  of  their 
holdings.  Of  the  $2,141,000  offered,  $2,137,400  was  so  sold. 
In  September  an  additional  offering  of  $2,382,000  was  made, 
of  which  $1,914,800  had  been  issued  up  to  Jan.  20.  On  Dec. 
31  the  total  amount  of  capital  stock  outstanding  was  $25,- 
221,200. 


KANSAS  CITY  REORGANIZATION  PLAN 

No  Assessment  on  Stock  Issues  of  Kansas  City  Railway  & 

Light    Company— New    Bonds   Proposed — $3,400,000 

of  Working  Capital  Needed 

Chairman  Dunham  of  the  reorganization  committee  of  the 
Kansas  City  Railway  &  Light  Company,  Kansas  City,  Mo., 
on  Feb.  8  announced  the  details  of  the  proposed  plan  of 
reorganization  for  the  company.  The  $9,407,500  of  preferred 
stock  and  $9,543,080  of  common  stock  of  the  Kansas  City 
Railway  &  Light  Company  outstanding  in  the  hands  of  the 
public  will  remain  undisturbed,  and  no  assessments  will  be 
levied. 

The  secured  indebtedness  of  the  company,  amounting  to 
$28,700,000,  is  to  be  cared  for  in  the  following  ways:  To 
pay  off  $24,920,000  of  overdue  securities  (including  $10,- 
200,000  of  Kansas  City  Railway  &  Light  Company  first  lien 
refunding  mortgage  5's,  $5,478,000  of  Kansas  City  Railway 
&  Light  Company  Series  A  and  Series  B  6  per  cent  notes, 
$7,242,000  of  Metropolitan  Street  Railway  consolidated  mort- 
gage 5's  and  $2,000,000  of  Central  Electric  Railway  first 
mortgage  5's),  to  provide  for  additions  and  to  pay  debts, 
there  will  be  a  new  issue  of  twenty-five-year  5  per  cent 
first  mortgage  bonds  exclusively  upon  the  street  rail- 
way property  of  the  Kansas  City  Railways,  the  successor 
to  the  Metropolitan  Street  Railway,  and  also  an  issue  of 
new  twenty-five-year  6  per  cent  first  lien  collateral  mort- 
gage notes  of  the  Kansas  City  Railway  &  Light  Company. 
The  collateral  for  this  second  new  issue  will  be  the  stock  of 
both  the  street  railway  and  the  lighting  properties.  The 
electric  light  company  will  be  left  without  a  direct  lien  on 
its  property,  and  will  have  power  to  mortgage  it  for  future 
extensions,  provided  the  stockholders  under  commission  ap- 
proval raise  $150  for  every  $850  raised  by  bonds. 

In  changing  the  old  overdue  issues  into  these  two  new 
issues,  the  Metropolitan  Street  Railway  consolidated  mort- 
gage 5's  and  the  Kansas  City  Railway  &  Light  Company 
first  lien  refunding  mortgage  5's  are  to  be  exchangeable 
at  107  for  the  new  Kansas  City  Railway  bonds.  Provision 
is  made,  however,  that  the  Metropolitan  bonds  may  be 
changed  at  par  into  a  separate  issue  of  three-year  5%  per 
cent  notes  of  the  Kansas  City  Railway  &  Light  Company. 
The  matured  Series  A  and  Series  B  notes  of  the  Kansas 
City  Railway  &  Light  Company  are  to  be  exchanged  at  105 
for  the  new  Kansas  City  Railway  &  Light  Company  first 
lien  collateral  mortgage  6  per  cent  notes.  The  $2,000,000 
of  Central  Electric  Railway  first  mortgage  5's  are  also  to  be 
exchanged  for  these  first  lien  notes  at  105. 

Thus  far  all  the  outstanding  issues  except  $680,000  of 
Corrigan  Consolidated  and  East  Side  bonds  and  railway  and 
light  5  per  cent  notes  to  banks,  and  except  $3,100,000  of  Kan- 
sas City  Elevated  Railway  and  Kansas  City  &  Westport 
Belt  Railway  first  mortgage  bonds  have  been  covered.  The 
first  named  group  will  be  paid  in  cash,  while  the  bonds  of 
the  second  group,  maturing  in  1922  and  1926,  will  be  left 
lying  on  their  respective  properties.  An  amount  of  $3,410,- 
000  of  the  new  Kansas  City  Railways  bonds,  however,  is  set 
aside  to  acquire  these  unmatured  bonds  or  obtain  a  clear 
title  to  the  property  securing  them.  Portions  not  so  used 
are  to  be  cancelled. 

To  insure  the  success  of  this  reorganization  plan  it  is 
necessary  to  raise  working  capital  estimated  at  $3,400,000. 
For  this  purpose  an  arrangement  has  been  made  to  under- 
write at  85  $4,000,000  of  an  authorized  issue  of  $15,000,000 
of  new  twenty-five-year  6  per  cent  second  lien  Kansas  City 
Railway  &  Light  Company  notes.  The  stockholders  are 
offered  the  option  of  taking  their  proportionate  share  of 
these  notes  at  the  same  figure.  Chairman  Dunham  states 
that  it  is  hoped  to  have  the  plan  in  operation  by  July  1. 
It  must  be  approved  by  the  Federal  Court,  the  Mayor  and 
City  Counselor  and  the  Public  Service  Commission. 


Auburn  &  Syracuse  Electric  Railroad,  Syracuse,  N.  Y. — 

The  Public  Service  Commission  for  the  Second  District  of 
New  York  has  authorized  an  issue  of  $150,000  of  eighteen- 
months  6  per  cent  notes  and  $43,400  of  6  per  cent  equipment 
trust  certificates  of  the  Auburn  &  Syracuse  Electric  Rail- 
road. The  notes  are  dated  Feb.  1,  1915,  and  due  on  Aug. 
1,  1916,  and  are  to  be  sold  at  not  less  than  99%.  The  net 
proceeds,  or  $149,250,  are  to  be  applied  toward  the  pay- 


352 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  7 


ment  of  outstanding  notes  payable  and  bills  payable  and 
also  part  of  the  company's  $300,000  of  notes  heretofore 
authorized.  The  equipment  trust  certificates,  issued  in 
connection  with  the  Guaranty  Trust  Company,  New  York, 
are  to  be  accompanied  by  a  cash  payment  of  $10,580  and 
are  to  be  paid  in  four  installments  with  interest  on  the  de- 
ferred payments  at  6  per  cent.  The  proceeds  are  to  be  used 
to  purchase  twelve  new  enclosed  body  electric  passenger 
cars. 

Bryan  &  Central  Texas  Interurban  Railroad,  Bryan,  Tex. 

— It  is  reported  that  J.  A.  Turner  was  on  Jan.  26  appointed 
receiver  of  the  Bryan  &  Central  Texas  Interurban  Railroad. 
The  appointment  was  made  at  Houston  by  the  United  States 
District  Court  on  the  application  of  A.  C.  Price,  New  York, 
trustee. 

Columbus  Railway,  Power  &  Light  Company,  Columbus, 
Ohio. — The  Ohio  Public  Utilities  Commission  has  authorized 
the  Columbus  Railway,  Power  &  Light  Company  to  issue 
and  deliver  to  the  holders  of  a  like  amount  of  the  pre- 
ferred and  common  stocks  of  the  Columbus  Light  &  Power 
Company,  an  amount  of  $516,300  of  the  preferred  stock, 
series  A,  and  $210,500  of  the  preferred  stock,  series  B,  of 
the  Columbus  Railway,  Power  &  Light  Company,  in  full 
and  final  payment  for  the  property  of  the  Columbus  Light, 
Heat  &  Power  Company.  These  amounts  constitute  an 
amendment  to  the  original  order  of  consolidation  of  April 
22,  1913,  and  show  the  basis  for  the  purchase  of  the  lighting 
and  heating  company,  which  was  authorized  by  the  stock- 
holders of  the  railway  company  on  Jan.  26,  as  noted  in  the 
Electric  Railway  Journal  of  Feb.  6. 

Jersey  Central  Traction  Company,  Keyport,  N.  J. — The 
Board  of  Public  Utility  Commissioners  of  New  Jersey  has 
issued  a  certificate  approving  an  issue  of  bonds  to  the 
amount  of  $1,754,000  by  the  Jersey  Central  Traction  Com- 
pany. 

Lincoln  Railway  &  Heating  Company,  Lincoln,  111. — The 

Lincoln  Railway  &  Heating  Company  has  been  granted 
a  certificate  of  incorporation  by  the  Secretary  of  State  of 
Illinois.  The  company's  capital  stock  is  stated  to  be  $15,000. 
The  incorporators  are  J.  R.  Patton,  John  A.  Hoblit  and 
Frank  S.  Bevan.  This  company  succeeds  the  Lincoln  Rail- 
way &  Light  Company,  which  was  sold  at  public  auction  on 
Jan.  14  to  J.  R.  Patton,  as  noted  in  the  Electric  Railway 
Journal  of  Jan.  23. 

New  York  State  Railways,  Rochester,  N.  Y.  —  Harris, 
Forbes  &  Company,  New  York,  announce  that  practically  all 
of  the  first  consolidated  mortgage  fifty-year  4V4  per  cent 
gold  bonds  of  the  New  York  State  Railways  recently  offered 
by  this  company  and  N.  W.  Harris  &  Company,  Inc.,  Boston, 
and  the  Harris  Trust  &  Savings  Bank,  Chicago,  as  noted  in 
the  Electric  Railway  Journal  of  Jan.  30  and  Feb.  6,  have 
already  been  sold. 

Oakland,    Antioch    &    Eastern   Railway,    Oakland,    Cal. — 

The  Sacramento  Valley  Electric  Company  has  leased  its 
12-mile  line,  connecting  the  town  of  Dixon  with  the  Oakland, 
Antioch  &  Eastern  Railway's  tracks,  to  the  latter  company 
for  a  period  of  six  months,  with  the  privilege  of  then  re- 
newing the  lease.  The  lessee  plans  to  operate  the  Dixon 
line  as  a  feeder  for  the  main  system.  The  Railway  Com- 
mission of  California  has  authorized  the  Oakland,  Antioch 
&  Eastern  Railway  to  issue  two  notes  in  the  sum  of  $58,000 
to  replace  two  other  notes  previously  issued  without  the 
consent  of  the  commission.  The  company  is  further  granted 
authority  to  mortgage  certain  real  estate  in  the  city  of 
Sacramento  now  used  for  terminal  purposes,  as  security 
for  the  notes.  The  amount  of  these  notes  was  by  a  mis- 
print stated  to  be  $68,000  in  the  Electric  Railway  Journal 
of  Jan.   30. 

Oklahoma  Union  Traction  Company,  Tulsa,  Okla. — The 
Oklahoma  Union  Traction  Company  was  sold  on  Feb.  5  at 
receiver's  sale  for  $53,500  to  A.  J.  Biddleson,  who  rep- 
resented interests  of  the  Colonial  Trust  Company.  This 
company  has  5  miles  of  track  completed  and  15  mijes  under 
construction. 

Ottumwa  Railway  &  Light  Company,  Ottumwa,  Iowa. — 

H.  M.  Byllesby  &  Company  reports  that  the  gross  earnings 
and  miscellaneous  income  of  the  Ottumwa  Railway  &  Light 
Company  for  the  twelve  months  ended  Dec.  31,  1914,  were 
$324,928,  as  compared  to  $320,684  in   1913.     The  expenses 


and  taxes  in  the  two  years  amounted  to  $179,126  and 
$175,172,  leaving  net  earnings  of  $145,802  and  $145,512. 
The  interest  charges  were  $66,918  and  $66,786,  and  the  pre- 
ferred stock  dividends  in  each  year  $31,493,  so  that  the 
balance  was  $47,390  for  1914  and  $47,233  for  1913. 

Peoria  Railway,  Peoria,  111. — The  Peoria  Railway  has 
been  granted  authority  by  the  Illinois  Pacific  Utilities  Com- 
mission to  issue  $570,000  of  first  and  refunding  mortgage 
bonds,  dated  June  20,  1906,  and  secured  by  a  mortgage  to 
the  Chicago  Title  &  Trust  Company,  trustee. 

Public  Service  Railway,  Newark,  N.  J. — The  Board  of 
Public  Utilities  Commissioners  of  New  Jersey  has  granted 
permission  to  the  Public  Service  Railway  for  the  thirty-year 
extension  at  5  per  cent  of  the  payment  date  for  $100,000 
of  5  per  cent  bonds  of  the  North  Hudson  County  Railway, 
due  on  Feb.  1. 

Puget  Sound  Traction,  Light  &  Traction  Company,  Seattle, 
Wash. — Lee,  Higginson  &  Company,  Boston,  and  Harris, 
Forbes  &  Company,  New  York,  are  offering  at  100%  and 
interest,  to  yield  about  5.85  per  cent,  an  additional  $557,000 
of  five-year  6  per  cent  mortgage  gold  bonds  of  the  Puget 
Sound  Traction,  Light  &  Power  Company.  These  bonds 
are  dated  Jan.  15,  1914,  and  are  due  on  Feb.  1,  1919.  This 
issue  will  make  $8,067,000  outstanding  of  the  $15,000,000 
issue. 

San  Francisco  (CaL)  Municipal  Railways. — The  Decem- 
ber net  earnings  of  the  San  Francisco  municipal  railway 
system  amounted  to  $42,136,  according  to  a  report  filed  on 
Jan.  29  with  the  Board  of  Works.  The  city's  cars  are  un- 
harmed by  the  "jitney"  busses,  the  report  stated,  as  the 
new  carriers  have  not  come  into  competition  with  the  city 
except  for  the  short  distance  on  Market  street.  The  total 
receipts  for  December  were  $110,483,  less  United  Railroad 
transfer  reductions,  and  the  expenses  totaled  $68,347. 

San  Francisco-Oakland  Terminal  Railways,  Oakland,  Cal. 

— The  Railroad  Commission  of  California  has  issued  a 
supplemental  order  amending  a  previous  decision  in  which 
the  San  Francisco-Oakland  Terminal  Railways  was  allowed 
to  use  $75,000  of  a  promissory  note  issue  for  the  purchase 
of  new  cars,  as  noted  in  the  Electric  Railw.4Y  Journal  of 
Jan.  2.  Under  the  terms  of  the  new  order,  the  company 
receives  permission  to  expend  $60,000  of  this  $75,000  in 
reimbursing  its  treasury  for  moneys  expended  from  income, 
provided  after  such  reimbursement  the  money  is  used  for 
the  payment  of  taxes  falling  due  on  Feb.  1,  1915. 

Seattle,  Renton  &  Southern  Railway,  Seattle,  Wash. — In 

a  recent  decision  holding  the  Illinois  law  declaring  interest 
rates  higher  than  7  per  cent  to  usury  applied,  Judge  A.  W. 
Frater  of  the  King  County  Superior  Court  awarded  Peabody, 
Houghtaling  &  Company,  Chicago,  only  $270,000  of  its 
$300,000  claim  against  the  Seattle,  Renton  &  Southern  Rail- 
way on  collateral  trust  notes  of  this  electric  line  held  by 
the  banking  firm.  The  amount  allowed  was  the  principal 
of  the  notes,  the  court  holding  that  $30,000  of  interest  and 
discount,  amounting  to  8  per  cent,  was  invalid  because  in 
excess  of  the  interest  allowed  by  Illinois  law.  Judge  Frater, 
however,  decided  that  a  bond  issue  of  $125,000  made  by  the 
railway,  bought  by  the  banking  house  and  resold  to  small 
investors,  was  valid,  inasmuch  as  the  combined  interest  and 
discount  did  not  exceed  6.8  per  cent. 

Southern  Pacific  Company,  San  Francisco,  Cal. — Accord- 
ing to  a  statement  issued  in  the  West,  the  Southern  Pacific 
Company  is  preparing  to  take  over  various  lines  which  it 
owns  in  Oregon  and  Washington.  These  include  the  elec- 
trically-operated Portland,  Eugene  &  Eastern  Railway.  The 
statement  says  that  the  Southern  Pacific  Company  owns 
the  capital  stocks  of  these  companies,  and  their  purchase 
is  merely  in  accordance  with  the  stock  ownership.  It  is 
largely  a  bookkeeping  matter  and  does  not  affect  the  public 
interest. 

Southern   Public    Utilities    Company,    Charlotte,    N.    C. — 

The  Southern  Public  Utilities  Company  has  sold  $2,600,000 
of  first  and  refunding  mortgage  5  per  cent  gold  bonds,  due 
on  July  1,  1943,  to  William  Morris  Imbrie  &  Company.  This 
banking  house  has  been  appointed  the  fiscal  agent  of  the 
company.  The  Southern  Public  Utilities  Company  owns  and 
operates  various  electric  power  and  lighting  plants,  gas 
plants  and  water  works  in  the  Piedmont  section  of  North 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


353 


and  South  Carolina.  It  also  owns  the  propei'ty  of  the 
former  Winston-Salem  Railway  &  Electric  Company. 

United  Traction  Company,  Pittsburgh,  Pa. — No  action  has 
been  taken  upon  the  declaration  of  a  dividend  on  the  pre- 
ferred stock  of  the  United  Traction  Company,  and  the  com- 
mittee representing  the  preferred  stockholders  has  called 
for  deposits  with  the  Philadelphia  Trust,  State  Deposit  & 
Insurance  Company.  Previous  references  to  the  dividend 
situation  with  this  company  were  made  in  the  Electric 
Railway  Journal  of  Jan.  9  and  Jan.  16. 

Waverly,   Sayre   &   Athens  Traction  Company,  Waverly, 

N.  Y.— A  bill  has  been  filed  in  the  New  York  State  Senate 
to  validate  the  consolidation  of  the  Susquehanna  Valley 
Electric  Traction  Company,  a  New  York  State  railway  cor- 
poration, with  the  Waverly,  Sayre  &  Athens  Electric  Trac- 
tion Company,  a  Pennsylvania  railway  corporation,  by  which 
the  Waverly,  Sayre  &  Athens  Traction  Company  was 
formed  in  1894.  The  bill  requires  the  certification  of  the 
Public  Service  Commission  for  the  Second  District  of  New 
York  that  the  consolidation  was  made  with  the  consent  of 
the  holders  of  more  than  two-thirds  of  the  capital  stock  of 
each  of  the  constituent  companies  and  that  all  of  the  stock- 
holders have  acquiesced  therein. 

West   Jersey   &   Seashore   Railroad,  Camden,   N.  J. — The 

stockholders  of  the  West  Jersey  &  Seashore  Railroad  voted 
on  Feb.  4  to  increase  the  common  capital  stock  of  the 
company  by  $3,000,000  and  to  execute  a  mortgage  to  secure 
not  to  exceed  $6,000,000  of  general  and  refunding  bonds. 
Preliminary  mention  of  these  changes  was  made  in  the 
Electric  Railway  Journal  on  Jan.  2. 


DIVIDENDS  DECLARED 

Central  Arkansas  Railway  &  Light  Corporation,  Hot 
Springs,  Ark.,  quarterly,  1%   per  cent,  preferred. 

Connecticut  Valley  Street  Railway,  Greenfield,  Mass., 
quarterly,  three-fourths  of  1  per  cent,  common. 

Detroit   (Mich.)   United  Railway,  quarterly,  1%   per  cent. 

Massachusetts  Consolidated  Railways,  Greenfield,  Mass., 
quarterly,  1%   per  cent,  preferred. 

Pacific  Gas  &  Electric  Company,  San  Francisco,  Cal., 
quarterly,  li^  per  cent,  first  preferred;  quarterly,  1%  per 
cent,  original  preferred. 

Philadelphia  Company,  Pittsburgh,  Pa.,  2%  per  cent,  pre- 
ferred. 


(ELECTRIC   RAILWAY  MONTHLY  EARNINGS 
'        BERKSHIRE  STREET  RAILWAY,  PITTSPIELD,  MASS. 


Period 
Im.,  Dec, 
1  " 
6  •• 


Gross  Operating  Net           Fixed            Net 

Earnings  Expenses  Earnings  Charges  Surplus 

'14         $76,639  •$67,046  $9,593       $17,385  tt$7,697 

•13           76,164  •71,253  4,911         15,523  ttl0,528 

•14         524,025  •466,938  57,087       103,306  tJ45,304 

•13         541,338  •450,954  90,384         90,881          t  +  369 


CONNECTICUT  COMPANY,  NEW  HAVEN,  CONN. 

Im.,  Dec,      14  $630,642  •$446,564     $184,078  $97,462  ±$108,479 

1            "         '13  631,963  ^472,854       159,109  88,374       ±93,076 

S            "         '14  4,192,386  •3,097,200   1,095,186  589,707    ±635,637 

6 13  4,282,333  •3,113,432   1,168,902  537,153    t763,728 

NEW  Y'ORK  &  STAMFORD  RAILWAY,  PORT  CHESTER,  N.  Y. 


Im.,  Dec,  '14 

1 13 

6"    "    '14 
6 13 


$24,466 

24,879 

214,808 

210,133 


•$23,590 

•23,759 

•161,924 

•155,594 


$876 

1,120 

52,884 

54,538 


$7,876  tt$6,9S0 

7,726  tt6,580 

47,254  tt5,902 

46,092  t1:8,733 


NEW  Y'ORK,  WESTCHESTER  &  BOSTON   RAILWAY, 
NEW  YORK,  N.  Y. 

Im.,  Dec,     '14  $38,043  ^$45,618  t$7,575  $6,878  tt$14,383 

1            "         '13  34,173  •47,705  tl3,532  4,976    ttl8  073 

^                      '14  225,116  •261,352  t36,236  36,886    tt72,386 

^5 13  205,185  •296,005  t90,820  31,550  1*119,763 

RHODE  ISLAND  COMPANY,   PROVIDENCE,  R.   I. 

Im.,  Dec,  '14  $411,509  •$314,187  $97,323  $117,308  tt$18,337 

1  .          "  '13  424,554  ^327, 952  96,603  107,589     ttlO,255 

5  "  '14  2,788,017  •2,038,480  749,537  709,108       ±78,440 

6  "  '13  2,833,670  •2,021,454  812,217  638,467    1235,365 

WESTCHESTER   STREET  RAILWAY,  WHITE  PLAINS,   N.   Y. 


Im., 
1 
6 
6 


Dec, 


'14 
'13 
'14 
•13 


$18,421 

19,334 

141,806 

137,008 


•$21,922 

•20,154 
•138,562 
•128,466 


$3,501 

821 

3,244 

8,543 


$1,312  tt$4,807 

1,137  tn,944 

7,537  tt4,219 

6,417  tt2,273 


'Includes  taxes.     tDeflcit.     Jlncludes  other  income. 


Traffic  and  Transportation 

THE    "JITNEY"    BUS 

Failure   of    Original    Los    Angeles    Company — Jitney    Idea 

Still  Spreading — Notes  Regarding  New  Regulatory 

Measures  and  Services  Discontinued 

A  weird  series  of  developments  presents  itself  for  record 
this  week  in  connection  with  the  "jitney."  That  the  theory 
of  the  small  profit  and  the  quick  turn-over  in  connection 
with  the  large  bus  has  been  carried  to  excess  in  one  case  at 
least  is  instanced  by  the  news  from  Los  Angeles  that  the 
Pacific  Motor  Coach  Company  of  that  city  has  filed  a  volun- 
tary petition  in  bankruptcy  in  the  United  States  Court. 
Insolvency  proceedings  had  been  previously  instituted.  The 
schedule  of  assets  and  liabilities  shows  the  total  indebted- 
ness of  the  short-lived  corporation  amounts  to  $86,788.  This 
includes  a  claim  for  thirty-three  double-deck  motor  buses 
and  one  2-ton  fuel  wagon.  An  aggregate  of  $1,729  is  due 
employees  for  wages.  The  assets  of  the  company  are 
scheduled  at  $3,026.  This  company  is  not  to  be  confused 
with  any  of  the  "jitney"  bus  associations,  and  was,  in  fact, 
hastened  into  bankruptcy  by  the  diversion  of  such  traffic  as 
it  at  first  enjoyed  to  the  more  speedy  "jitney." 

The  idea  of  the  "jitney"  is  still  spreading.  Two  of  the 
most  important  cities  to  be  invaded  are  Toledo  and  Louis- 
ville. On  Feb.  2  "jitney"  service  was  started  in  Toledo,  in 
competition  with  the  Cherry  Street  line  of  the  Toledo  Rail- 
ways &  Light  Company.  In  an  address  before  the  Toledo 
Automobile  Association  on  the  day  the  bus  was  started, 
F.  R.  Coates,  president  of  the  Toledo  Railways  &  Light 
Company,  said  that  the  operation  of  the  "jitney"  will  teach 
the  people  that  a  ride  is  worth  5  cents  and  in  that  way 
benefit  the  local  railway. 

In  the  case  of  Louisville,  a  charter  has  been  filed  in  the 
county  court  there  by  the  Nickel  Automobile  Company,  with 
an  authorized  capital  of  $10,000.  The  incorporators  an- 
nounce that  they  will  have  lines  of  specially  designed  motor 
buses,  each  capable  of  hauling  ten  or  fifteen  passengers,  and 
that  they  will  ply  between  residence  districts  and  the  busi- 
ness section.  Close  on  the  heels  of  this  project  comes  the 
announcement  that  other  similar  companies  are  in  process 
of  formation.  William  P.  McDonough,  attorney  and  secre- 
tary of  the  Louisville  Retail  Grocers'  Association;  Louis  C. 
Heck,  Jr.,  attorney;  Stephen  S.  Jones,  attorney,  and  William 
A.  Baker,  real  estate  man,  are  incorporators  of  the  first 
company.  J.  S.  Roberts,  formerly  with  the  Overland  Auto- 
mobile Agency,  is  promoting  another  company,  while  R.  M. 
Cunningham,  a  lumberman  with  offices  in  the  Inter-South- 
ern Building,  Louisville,  is  interested  in  organizing  a  third 
venture.  It  is  stated  the  first  of  the  Nickel  Company's 
vehicles  will  be  put  on  the  streets  some  time  in  March,  while 
it  is  declared  by  promoters  of  other  venture  that  they  will 
begin  service  immeditely.  Officials  of  the  Louisville  Railway 
have  declined  to  discuss  the  development. 

H.  M.  Byllesby  &  Company,  Chicago,  111.,  report  that  two 
days'  operation  of  "jitney"  buses  at  Fort  Smith  convinced  an 
auto-livery  concern  of  that  city  that  such  competition  with 
the  street  cars  would  not  be  profitable  and  the  buses  have 
been  discontinued.  The  "jitney"  line  was  started  on  the 
principal  traffic  artery  of  the  city,  and  a  ten-minute  service 
with  5-cent  fare  was  announced  to  the  public  in  newspaper 
advertisements. 

It  is  reported  from  Phoenix,  Ariz.,  that  the  twelve  cars 
which  were  started  there  in  "jitney"  service  have  been 
ordered  to  suspend  operations  by  the  Mayor.  The  service 
was  installed  in  December.  The  city  asked  a  license  of  $60 
a  year  from  the  operators  of  the  service  and  a  $2,000  bond 
on  each  car.  The  owners  of  the  service  were  censured 
severely  by  the  city  officials  for  allowing  the  passengers  to 
ride  on  the  steps  of  the  cars  and  were  finally  forced  to 
suspend. 

On  Feb.  2  the  Board  of  Commissioners  of  Oklahoma  City 
passed  an  ordinance  regulating  the  "jitneys,"  and  on  the 
same  day  the  Mayor  signed  the  measure.  This  measure 
provides  among  other  thing  that  all  vehicles  called  "jitneys" 
must  file  an  application  with  the  city  clerk  stating  the  type 
of  ear,  horse  power,  factory  number,  seating  capacity,  name 
of  chauffeur,  terminals,  hours  of  operation,  file  a  bond  of 


354 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


$10,000,  pay  an  annual  fee  of  $50  for  each  eight-passenger 
vehicle,  $75  for  each  vehicle  seating  more  than  eight  pas- 
sengers, and  $150  for  each  seating  more  than  twelve  pas- 
sengers. Specifications  are  set  out  for  signs  to  be  carried 
and  speed  limits  are  fixed.  It  is  made  unlawful  for  "jitneys" 
to  operate  longitudinally  upon  any  street  occupied  by  a 
street  car  line,  except  that  within  the  fire  limits  the  vehicles 
may  operate  for  not  more  than  two  blocks  in  one  direction 
along  such  streets  where  necessary  in  crossing  such  fire 
limits. 

The  "jitney"  did  not  make  any  large  inroads  on  the  re- 
ceipts of  the  Oklahoma  Railway.  On  Feb.  5  they  were  still 
plying  their  service,  however,  but  there  was  a  marked  fall- 
ing off  in  the  number  of  vehicles  running.  At  no  time  does 
it  seem  that  they  made  anything  like  their  expenses. 

An  ordinance  is  pending  in  Spokane  to  require  "jitney" 
operators  to  file  a  bond  of  $5,000  and  in  addition  pay  an 
annual  tax  ranging  from  $25  to  $100  a  year. 

The  ordinance  enacted  by  the  City  Commissioners  of  Den- 
ver to  regulate  the  "jitney"  was  passed  by  a  vote  of  four 
to  one.  An  emergency  clause  was  attached  which  made  it 
effective  immediately  without  having  to  wait  the  usual 
thirty  days.  The  ordinance  provides  in  short  that  it  shall 
be  unlawful  to  operate  an  automobile  or  other  vehicle  for 
hire  without  first  securing  a  franchise  and  that  violations 
of  the  ordinance  shall  be  punishable  by  a  fine  of  not  less 
than  $100  nor  more  than  $300  or  by  imprisonment  for  not 
more  than  ninety  days,  or  both.  Every  trip  is  to  constitute 
a  separate  offense. 

On  Jan.  29  the  City  Council  of  Corpus  Christi,  Tex., 
took  prompt  measures  to  regulate  the  operation  of  "jitney" 
cars,  when  under  the  emergency  clause  an  ordinance  was 
passed  requiring  that  any  person,  firm  or  corporation  oper- 
ating a  "jitney"  line  must  first  secure  a  franchise  from  the 
city.  In  addition  the  ordinance  provides  that  the  applicant 
shall  also  furnish  to  the  city  a  bond  in  a  sufficient  amount 
to  guarantee  the  payment  of  any  claims  that  arise  as  a 
result  of  damages,  and  that  "any  person  injured  by  a  'jitney' 
car  may  sue  the  bondsmen." 

In  regard  to  the  effort  to  regulate  the  "jitney"  in 
Birmingham  the  Herald  of  that  city  said  recently:  "Dis- 
agreement among  the  members  of  the  city  commission  over 
the  provisions  of  the  proposed  ordinance  to  regulate  the 
'jitney'  auto  lines  of  the  city  has  temporarily  at  least  held 
up  the  new  law,  and  in  all  probability  has  killed  it.  The 
proposed  ordinance  provided  for  a  $2000  indemnity  bond 
to  be  placed  on  each  company  operating  cars  and  a  license 
to  be  charged  for  each  car  in  operation  of  probably  $15  or 
$20.  A  very  authentic  report  was  to  the  effect  that  counsel 
for  the  Birmingham  Railway,  Light  &  Power  Company 
has  prepared  an  ordinance  for  the  regulation  of  the  'jitney' 
autos,  but  which  was  not  accepted  by  the  commission  be- 
cause it  was  in  some  ways  too  drastic." 

The  City  Council  of.  Portland,  Ore.,  has  authorized  Com- 
missioner Daly  to  proceed  at  once  with  the  formulation  of 
legislation  to  govern  the  operation  of  "jitney"  buses  in  that 
city.     Mr.  Daly  hopes  to  report  by  Feb.  15. 

Two  hundred  thousand  little  "missionaries"  are  to  be 
sent  out  by  the  San  Antonio  (Tex.)  Traction  Company  in 
the  interest  of  public  patronage  of  the  street  railway.  The 
"missionaries"  are  in  the  form  of  "stickers"  printed  in  blue, 
yellow,  green  and  red,  with  this  caption:  "The  Traction 
Company  Has  Helped  Build  San  Antonio — Use  the  Street 
Gars."  A  picture  of  one  of  the  modern  steel  cars  operated 
by  the  company,  as  a  background  for  a  small  mule  car  of 
the  type  used  when  the  public  carrier  service  first  was 
established,  is  shown  on  the  stamps.  Printed  under  the 
drawing  is:  "1881-1915." 

Automobile  Topics  seems  to  see  the  hand  of  the  Standard 
Oil  behind  the  "jitney"  development.  That  paper  says: 
"One  of  the  most  extensive  fields  of  influence  that  the  auto- 
mobile industry  has  yet  encountered  lies  in  the  'jitney'  bus. 
No  less  than  a  revolution  has  been  effected  in  the  used  car 
market;  the  Standard  Oil  Company,  seeing  large  increases 
in  gasoline  sales,  is  throwing  its  influence  in  favor  of  the 
movement;  the  leading  tire  companies  are  contemplating 
the  strongest  possible  support  for  the  promoters  and  oper- 
ators of  'jitney'  lines;  and  traction  interests  are  concerned 
lest  the  values  of  their  street  railroad  securities  be  impaired 
by  traffic  losses  occasioned  by  the  new  competitors." 


The  Dallas  Dispatch,  Dallas,  Tex.,  is  offering  prizes  of 
$2  for  best  jingles  about  the  "jitney."  Here  are  a  few  of 
the  gems  published  by  that  paper: 

Hush,  little  Ford, 

Don't  you  cry. 
You  will  be  a  "jitney" 

Bye  and  bye. 

"Jitney"  means  a  nickel, 

A  nickel  means  a  ride. 
If  the  "jitney"  hadn't  come  along, 

I  suppose  I  would  'a'  died. 

If  the  "jitneys"  jar  and  jingle  like 

The  "jitney"  jingles  jar. 
You  can't  blame  a  single  human  for 

Preferring  the  trolley  car. 

The  Fort  Worth  Telegram  has  also  gone  in  for  "jitney" 
jingles.  There  appeared  in  that  paper  recently  the  fol- 
lowing: 

Oh  you  "jitney"! 

You  give  me  a  pain; 
I  rode  in  you  once. 
But  never  again. 

If  a  street  car  meets  a  "jitney" 

Coming  down  the  lane. 
And  the  street  car  hits  the  "jitney," 

I  wonder  who's  to  blame. 

The  trolleys  are  bad. 

The  "jitneys"  are  worse; 
I  always  walk, 

Safety  first. 


ATLANTA    SERVICE    DECISION 


Synopsis  of  Georgia  Railroad  Commission's  Decision  Deals 
Interestingly  with  Seating  Capacity 

The  Georgia  Railway  &  Power  Company,  Atlanta,  Ga., 
asked  the  Georgia  Railroad  Commission  recently  for  author- 
ity to  discontinue  certain  tripper  or  extra  cars  among  the 
number  operated  in  its  system  during  rush  hours,  its  posi- 
tion being  that  traflfic  had  fallen  off  on  the  lines  involved 
to  an  extent  justifying  the  withdrawal  of  services  not 
needed.  The  commission's  decision,  referred  to  very  briefly 
in  the  Electric  Railway  Journal  of  Feb.  6,  was  against 
the  company  in  all  but  three  counts  and  was  partially  favor- 
able in  some  four  others.  The  synopsis  of  the  decision  of 
the  commission  contains  one  or  two  interesting  points,  par- 
ticularly that  which  the  commission  makes  as  to  the  num- 
ber of  passengers  above  seating  capacity  that  are  allowable 
under  abnormal  conditions  at  rush  hours.  The  commission 
said  in  part: 

"While  it  is  reasonable  and  wholly  probable  that  during 
December,  1914,  there  was  a  smaller  volume  of  traffic  than 
during  rush  hours  in  1913,  the  commission  is  of  the  opinion, 
from  many  considerations,  that  this  decrease  has  been  rela- 
tively smaller  than  in  non-rush  hours.  Granting,  however, 
that  the  rush-hour  traffic  is  reduced  under  1913,  the  com- 
mission is  not  inclined  to  agree  with  the  assumption  that 
the  facilities  supplied  during  these  periods  in  1913  were 
entirely  adequate  on  every  route.  On  some  routes  we  feel 
sure  they  were  not,  and  in  making  this  statement  the  com- 
mission does  not  base  it  upon  the  contention  that  every  pas- 
senger on  every  car  operated  should  be  furnished  a  seat. 
This  contention  may  be  sound  in  theory.  Under  street  car 
traffic  conditions  as  they  exist  daily,  such  a  theory  is  fre- 
quently impossible  of  actual  operation. 

"In  our  opinion  it  is  the  duty  of  the  common  carrier  to 
provide  seats,  that  is,  reasonable  accommodations,  in  its  cars 
for  such  patrons  as  desire  them,  in  so  far  as  they  can 
reasonably  anticipate  and  measure  the  volume  of  traflic 
which  will  offer.  Experience  shows  that  there  is,  with  fair 
regularity,  an  estimable  volume  of  traffic  during  certain 
hours  of  the  day.     This  should  be  provided  for.     But  this 


February  13,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


355 


does  not  mean  that  if  an  average  of  forty  passengers  cus- 
tomarily board  a  given  schedule  car  on  a  certain  route  upon 
which  is  operated  a  forty-seat  car,  the  car  is  then  loaded  to 
its  reasonable  capacity,  and  that  when  forty-one  passengers 
begin  to  ride  additional  facilities  must  be  provided. 

"Careful  observation  has  shown  that  an  appreciable  per- 
centage of  regular  street  car  patrons  prefer  riding  on  the 
platforms  to  occupying  seats  inside  the  cars.  These  are 
styled  'voluntary  standees.'  Again,  it  must  be  borne  in 
mind  that  city  street  car  transportation  is  generally  for 
comparatively  short  distances.  A  given  route  we  will  say  is 
5  miles  long;  cars  are  operated  regularly  the  entire  distance 
of  the  route.  At  an  ascertained  peak  point,  where  the  load 
is  always  heaviest,  a  forty-seat  car  will  customarily  have 
on  board,  say,  forty-eight  passengers.  This  maximum  was 
only  reached  one  block  back.  At  the  next  block  forward 
the  car  begins  to  discharge  its  load,  and  within  two  or  three 
blocks  the  load  is  again  below  the  seating  capacity,  no  one 
having  stood  for  a  longer  distance  than  three  or  four  blocks 
or  for  a  longer  time  than  five  or  ten  minutes.  This  par- 
ticular schedule  may  have  been — and  observation  demon- 
strates this — the  only  one  at  all  overloaded  during  the  whole 
day.  Conditions  frequently  arise  in  street  car  traffic  when 
it  is  impossible  to  avoid  overloading  for  short  distances  or 
for  short  periods  of  time. 

"Taking  into  consideration  such  conditions  some  commis- 
sions have  held  that  facilities  are  fairly  reasonable  where 
the  peak  point  loads  do  not  exceed  30  per  cent  of  the  seat- 
ing capacity  offered  for  a  continuous  period  of  thirty  or 
forty  minutes.  In  our  opinion,  an  allowance  of  30  per  cent 
over  the  seating  capacity  for  standees,  whether  voluntary 
or  involuntary,  is  too  large.  We  are  rather  inclined  to 
allow  only  20  per  cent  on  this  account,  to  be  extended  not 
longer  than  thirty  minutes  with  schedules  operated  or  not 
exceeding  ten-minute  headway.  It  would  not  be  reasonable 
to  apply  this  rule  to  only  one  day's  travel,  or  even  a  week's. 
The  congestion  should  extend  over  such  a  reasonable  period 
as  would  show  that  it  is  regular  and  not  spasmodic;  that  it 
is  permanent  in  nature  and  not  due  to  temporary  conditions. 
It  would  be  unreasonable  to  require  a  carrier  to  operate  suf- 
ficient cars  to  provide  a  seat  for  every  passenger  on  every 
schedule  or  every  day  of  every  year  and  for  every  distance. 
Moreover,  it  is  impossible  even  if  the  public  would  render  the 
absolutely  necessary  co-operation  in  distributing  the  loads  as 
between  the  cars  offering. 

"We  have  deemed  it  advisable  to  submit  the  foregoing 
general  observations  in  order  that  the  public  may  be  re- 
minded that  the  carrier  is  only  required  by  law  to  supply 
reasonably  adequate  and  comfortable  facilities.  It  is  the 
province  of  the  commission  to  compel  this  reasonably  ade- 
quate and  efficient  service.  If  at  any  time  or  upon  any 
route  there  are  shown  to  be  facilities  and  service  in  excess 
of  the  reasonable  needs  of  the  public,  it  is  just  as  much  our 
duty  to  allow  a  reasonable  reduction  of  this  excess  as  to 
i  order  more  cars  when  service  is  shown  to  be  inadequate. 
In  the  pending  application  our  conclusions  and  action  are 
based  upon  such  facts  as  we  have  found  to  exist." 


633  the  conductors'  examination.  Those  who  passed  success- 
fully were  then  listed  in  the  order  of  the  written  examina- 
tion percentage  made,  and  the  first  ninety  men  in  each  of 
the  two  lists  were  employed. 


SAN  FRANCISCO  EXAMINATION  RESULTS 


Instructing    Ninety    New    Crews   in   Twenty   Days   on   San 
Francisco  Municipal  Line 

When  the  Panama-Pacific   Exposition  opens   on  Feb.  20, 
the    Municipal    Railways    of    San    Francisco    plans    to    add 
ninety   new   cars   to   the   number   now   in    service,   and   the 
motormen    and    conductors    who    will    be    employed    were 
selected  from  the  Civil  Service  Commission  eligible  lists  in 
time  to  allow  twenty  days  for  instruction,  as  most  of  the 
new  men  are  without  experience.     The  Civil  Service  Com- 
mission,  working   in   conjunction  with  Thomas   A.   Cashin, 
superintendent  of  the  Municipal  Railway,  some  months  ago 
planned  the  general  nature  of  the  examination  and  results 
,  have  been  highly  satisfactory,  it  is  now  reported.     The  ex- 
amination consisted  of  two  parts,  physical  and  written,  and 
i  applicants  who  failed  to  pass  in  the  first  were  not  allowed 
',  to  take   the    second.     The    physical    tests   were    considered 
j  rather  severe,  and  although  about  3000  men  made  applica- 
I  tions   only   711   took  the   written   part   of  the   examination 
for  motormen,  and  798  the  written  examination  for  conduc- 
tors.   Of  these,  554  passed  the  motormen's  examination  and 


New  Freight  Service. — The  Pacific  Electric  Railway,  Los 
Angeles,  Cal.,  has  begun  a  freight  service  between  San 
Bernardino,   Los   Angeles   and   way   stations. 

Increase  in  Fare. — The  Cumberland  &  Westernport  Elec- 
tric Railway,  Cumberland,  Md.,  has  increased  the  price  of 
books  of  one  hundred  tickets  good  over  its  lines  from  $4 
to  $4.50.    The  cash  fere  remains  at  5  cents  in  each  zone. 

Fare  Hearing  Continued. — The  hearing  in  connection  with 
the  fare  complaint  against  the  Public  Service  Railway,  New- 
ark, N.  J.,  by  representatives  of  Gloucester  City,  Woodbury 
and  other  towns  will  be  continued  before  the  Board  of 
Public  Utilities  Commissioners  on  Feb.  23  at  Trenton. 

Hitching  Sleds  to  One-Man  Cars. — Instructions  have  been 
issued  to  the  city  police  force  of  Regina,  Saskatchewan,  to 
take  vigorous  measures  to  suppress  the  practice  indulged  in 
by  youths  of  the  city  of  tying  their  sleds  to  the  cars  of  the 
Regina  Municipal  Railway.      One-man  cars  are  operated. 

Rounding  Up  Deaf  Teamsters. — The  Metropolitan  Street 
Railway,  Kansas  City,  Mo.,  has  this  order  posted  in  the 
carhouses:  "Conductors  and  motormen  will  obtain  the  names 
of  all  wagons  which  remain  on  the  tracks  after  sounding 
the  gongs  and  report  the  same  to  the  division  superinten- 
dents." 

Ventilation  in  Louisville. — Instructions  to  conductors  of 
the  Louisville  (Ky.)  Railway  provide  that  at  all  times  two 
of  the  ventilators  in  the  cars  shall  be  kept  open.  This  is  the 
answer  of  the  company  to  the  agitation  of  the  question  of 
street  car  ventilation  in  which  certain  Louisville  newspapers 
and  the  city  health  authorities  have  been  indulging. 

I.  T.  S.  Reduction  in  Fare. — The  Illinois  Traction  System, 
Peoria,  111.,  has  announced  reduced  passenger  tariffs  between 
Blooming-ton,  Peoria  and  St.  Louis,  claiming  a  differential 
over  steam  lines.  The  old  round-trip  rate  from  Bloomington 
to  St.  Louis  was  $5.30;  the  new  rate  is  $5;  the  old  rate, 
round  trip,  Peoria  to  St.  Louis,  $5.50;  new  rate,  $5.30;  old 
rate,  round  trip,  Springfield  to  St.  Louis,  $3.10;  new,  $2.80. 

E.  R.  Kelsey  Wins  in  Membership  Contest. — .A  member- 
ship contest  for  the  Young  Men's  Christian  Association  at 
Toledo,  Ohio,  ended  on  Jan.  28.  Two  teams  were  organized 
and  christened  the  "Electrics"  and  the  "Steams."  E.  R. 
Kelsey,  publicity  manager  of  the  Toledo  Railways  &  Light 
Company,  captained  the  "Electrics"  and  Hugh  Campbell,  the 
"Steams."  The  object  was  to  increase  the  membership  by 
at  least  300.  Mr.  Kelsey's  team  won  with  185,  while  Mr, 
Campbell's  team  secured  130. 

Hearing  Regarding  Trailers. — The  Public  Utilities  Com- 
mission of  the  District  of  Columbia  will  hold  a  formal 
hearing  on  Feb.  16  to  consider  the  application  of  the 
Capital  Traction  Company  with  respect  to  Section  13  of 
order  No.  21  regulating  the  operation  and  equipment  of 
cars  in  the  District  of  Columbia.  Section  13  provides  that 
no  trail  car  shall  be  operated  for  the  purpose  of  carrying 
passengers  unless  a  separate  conductor  or  an  employee  act- 
ing as  such  is  provided  for  each  car  of  the  train. 

New  Fare  on  Schenectady  Railway. — Local  round-trip 
tickets  good  until  used  for  transportation  between  Stop  19, 
or  any  stop  between  Stop  19  and  Stop  14%,  inclusive,  and 
Schenectady,  or  for  transportation  between  Stop  19,  or  any 
stop  between  Stop  19  and  Stop  22%,  inclusive,  and  Albany, 
will  be  sold  in  the  Schenectady  and  Albany  terminals  and 
at  a  convenient  place  in  the  vicinity  of  Stop  19  at  25  cents  a 
ticket.  This  is  a  new  fare  established  under  order  of  the 
Public  Service  Commission  in  cases  Nos.  4545  and  4587  and 
will  go  into  effect  on  March  1,  1915. 

Action  on  "Jim  Crow"  Bill  Postponed. — The  House  by  a 
vote  of  168  to  107  has  decided  not  to  take  up,  for  the  pres- 
ent, the  bill  introduced  by  Representative  Clark,  of  Florida, 
providing  for  the  operation  of  "Jim  Crow"  cars  on  the  elec- 
tric railways  in  the  District  of  Columbia.  The  Clark  bill 
was  introduced  in  the  House  on  April  7,  1913.  After  lying 
dormant  for  almost  two  years,  it  was  suddenly  revived 
on  Feb.  2,  1915,  when  it  was  ordered  reported  to  the  House. 
It  is  possible  for  this  legislation  to  come  up  on  Feb.  22,  or 


356 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  7 


by  a  special  agreement  among  the  House  leaders  on  some 
other  day. 

Accident  on  New  York  Elevated. — Nine  persons  were  in- 
jured in  an  accident  on  the  Manhattan  Elevated  Railway,  at 
8:37  a.  m.  on  Feb.  6,  when  a  south-bound  Ninth  Avenue 
local  train  crashed  into  the  rear  car  of  a  local-express 
that  was  halted  at  the  Fiftieth  Street  station.  After  the 
collision  a  short  circuit  started  a  fire  in  the  wrecked  rear 
car  of  the  local  express  and  the  first  car  of  the  local,  which 
had  telescoped  each  other  by  the  force  of  the  collision. 
The  immediate  effect  of  the  accident  was  to  suspend  all 
traffic  on  the  Sixth  Avenue  elevated  line,  the  trains  of 
which  turn  into  Ninth  Avenue  through  Fifty-third  Street. 

Brooklyn  Transfer  Order. — The  Public  Service  Com- 
mission for  the  First  District  of  New  York  has  rescinded 
an  order  adopted  in  November  last  and  adopted  three  new 
orders,  requiring  the  Van  Brunt  Street  &  Erie  Basin  Rail- 
road to  exchange  transfers  with  the  intersecting  lines  of 
the  Coney  Island  &  Brooklyn  Railroad,  the  Brooklyn  Heights 
Railroad  and  the  Nassau  Electric  Railroad  at  Hamilton 
Avenue.  The  order  directs  the  companies  to  agree  between 
them  as  to  the  portion  of  the  5-cent  fare  to  which  each 
shall  be  entitled  by  Feb.  10,  1915,  and  to  report  to  the  com- 
mission upon  Feb.  11  whether  such  an  agreement  has  been 
reached,  so  that  the  commission  may  apportion  the  joint 
rate  if  the  companies  fail  to  agree. 

Motorman  Not  Entitled  to  Engineer's  Pay. — In  the  hear- 
ing before  the  Railroad  Board  of  Arbitration,  which  is  con- 
sidering the  demand  of  engineers  and  firemen  of  the  West- 
ern district  for  an  increase  in  wages,  R.  E.  Hewitt,  general 
foreman  of  electric  car  shops.  Southern  Pacific  Company, 
West  Alameda,  Cal.,  stated  that  motormen  on  electrified 
steam  roads  are  not  entitled  to  the  wages  of  the  locomotive 
engineer.  Mr.  Hewitt  is  quoted  as  saying:  "The  only  thing 
the  motorman  has  to  do  is  to  lift  his  kit  of  tools  into  the  cab 
and  to  see  that  he  has  a  supply  of  fuses.  Everything  has 
been  made  ready  for  him  before  the  motor  leaves  the  shop. 
The  employees  have  dubbed  the  motor  'the  dead  man's  out- 
fit,' and  the  motormen  certainly  are  not  entitled  to  an  engi- 
neer's wages." 

Ambulance  Chaser  Fined  at  Boston. — The  first  case  to  be 
brought  at  Boston,  Mass.,  under  the  so-called  ambulance- 
chaser  law  (Chap.  432)  of  1914  has  resulted  in  the  convic- 
tion of  Harry  Noonan  and  the  imposition  of  a  fine  of  $100 
for  soliciting  a  claim  in  a  damage  case  against  the  Boston 
Elevated  Railway.  The  act  provides  penalties  for  disbarred 
attorneys  and  also  includes  in  its  prohibition  any  person 
not  having  been  admitted  to  the  bar  who  represents  him- 
self as  having  authority  in  behalf  of  persons  having  claims 
for  damages  to  procure  settlements  for  such  claims,  oi 
whoever,  not  being  an  attorney,  solicits  either  for  himself 
or  for  another  the  management  and  control  of  such  claims. 
The  maximum  penalty  for  the  first  offense  is  a  fine  of  $100 
or  six  months'  imprisonment  and  for  each  subsequent 
offense  a  fine  of  $500  or  imprisonment  of  one  year. 

Accident  Figures  for  Detroit. — During  1914  a  total  of 
16,331  accident  reports  were  filed  with  the  Detroit  (Mich.) 
United  Railway  as  against  17,938  the  year  before,  a  reduc- 
iton  of  9  per  cent.  The  records  of  the  company  show  that 
while  4142  cars  were  in  collision  in  1913  this  number  was 
cut  down  to  2343  in  1914,  a  reduction  of  43  per  cent.  There 
was  a  decrease  of  11  per  cent  in  derailment  of  cars,  an 
increase  from  seventy-one  to  eighty  reports  on  running 
into  open  switch  points,  while  there  was  a  decrease  of  47 
per  cent  in  running  over  street  and  steam  railroad  cross- 
ings. In  1913  there  were  2595  reports  on  passengers  hurt 
in  boarding  or  alighting  from  cars,  while  last  year  this 
was  cut  to' 2143,  a  reduction  of  17  per  cent.  In  reports  on 
falling  from  cars,  mostly  moving,  there  was  a  reduction 
from  304  in  1913  to  191  in  1914,  or  37  per  cent.  There  was 
an  increase  from  248  to  309  in  reports  of  passengers  hurt 
while  within  the  body  of  the  car.  In  1913  there  were  3210 
automobile  collisions  with  cars  on  the  Detroit  United  Lines, 
mostly  within  the  one-fare  zone.  In  1914  this  class  of  acci- 
dent reports  increased  to  4072.  This  is  an  increase  of  27 
per  cent,  with  more  than  eleven  automobiles  struck  every 
day.  The  worst  month  of  all  was  December,  when  491 
automobiles  were  struck,  an  average  of  sixteen  a  day.  "The 
company  says:  "Let  us  have  some  'safety  first'  operation 
among  the  automobile  drivers." 


Personal  Mention 

Mr.  C.  E.  Brown  has  succeeded  Mr.  J.  H.  Hornung  as 
manager  of  the  San  Francisco,  Napa  &  Calistoga  Railway 
and  will  make  his  headquarters  at  Napa,  Cal. 

Mr.  H.  E.  Blain  has  been  appointed  operating  manager  of 
the  Metropolitan  District  Railway,  London  Electric  Railway, 
City  &  South  London  Railway  and  Central  London  Railway, 
London,  England. 

Mr.  Frederick  L.  Siddons  has  been  appointed  an  associate 
justice  of  the  Supreme  Court  of  the  District  of  Columbia 
and  has  been  succeeded  as  a  member  of  the  Public  Utilities 
Commission  by  Mr.  Louis  Brownlow. 

Mr.  J.  M.  Nelson  has  resigned  as  chief  engineer  of  the 
power  station  of  the  Houghton  County  Traction  Company, 
Houghton,  Mich.,  to  become  connected  with  the  Standard 
Oil  Company  as  a  traveling  engineer. 

Mr.  Z.  E.  Knapp  has  been  appointed  manager  of  mainte- 
nance and  construction  of  the  Metropolitan  District  Railway, 
London  Electric  Railway,  City  &  South  London  Railway  and 
the  Central  London  Railway,  London,  England. 

Mr.  J.  P.  Thomas  has  been  appointed  general  superinten- 
dent to  the  London  (England)  General  Omnibus  Company, 
Ltd.,  and  in  this  capacity  will  have  charge  of  all  the  work 
of  operation,  under  the  general  control  of  Mr.  H.  E.  Blain, 
operating  manager. 

Mr.  W.  E.  Mandelick,  in  addition  to  his  office  as  secretary 
to  the  Metropolitan  District  Railway,  London  Electric  Rail- 
way Company,  City  &  South  London  Railway  and  the  Cen- 
tral London  Railway,  London,  England,  has  been  appointed 
business  manager  of  the  companies. 

Mr.  W.  E.  Blake,  in  addition  to  his  position  as  superin- 
tendent of  the  line  to  the  District  Railway,  has  been  ap- 
pointed superintendent  of  the  line  to  the  London  Electric 
Railway,  City  &  South  London  Railway  and  Central  London 
Railways,  in  place  of  Mr.  J.  P.  Thomas,  who  has  resigned 
from  these  companies  to  become  general  superintendent  of 
the  London  General  Omnibus  Company,  Ltd. 

OBITUARY 

G.  Benz,  director  of  the  Gesellschaft  fiir  den  Bau  von 
Untergrundbahnen  (Underground  •  Railways  Construction 
Company,  Berlin,  Germany),  is  reported  killed  in  battle. 
Mr.  Benz  had  previously  received  the  iron  cross  for  valor. 

James  F.  McElroy,  president  of  the  Consolidated  Car  Heat- 
ing Company,  Albany,  N.  Y.,  died  at  Laconia,  N.  H.,  on  Feb. 
10.  Mr.  McElroy  was  born  in  Greenfield,  Ohio,  Nov.  25,  1852, 
and  was  graduated  from  Dartmouth  College  in  1876.  For 
four  years  following  Mr.  McElroy  was  the  principal  teacher 
cf  the  Indianapolis  Institution  for  the  Blind,  and  then  for 
seven  years  was  superintendent  of  the  Michigan  Institution 
for  the  Blind.  In  1887  he  organized  the  McElroy  Car  Heat- 
ing Company.  Two  years  later  it  was  combined  with  the 
Sewall  Car  Heating  Company. 

Norman  B.  Ream,  capitalist,  died  in  New  York  on  Feb.  9. 
Mr.  Ream  was  born  in  Somerset  County,  Pa.,  on  Nov.  15, 
1844.  At  the  age  of  fourteen  he  became  a  teacher,  and  in 
1861  enlisted  as  a  private  in  the  Union  army.  He  was 
wounded  in  a  battle  near  Savannah  and  returned  from  the 
war  a  commissioned  officer.  He  then  clerked  for  awhile  in 
Pennsylvania,  but  in  1866  opened  a  general  store  in  Prince- 
ton, 111.  The  following  year  he  moved  to  Osceola,  la.,  in- 
creasing the  line  of  goods  handled.  In  1871  he  moved  to 
Chicago  and  engaged  in  the  commission  business.  He 
prospered  immensely  and  was  a  member  of  the  famous  big 
four  which  included  N.  S.  Jones,  John  Cudahy  and  Sidney 
A.  Kent.  Mr.  Ream  had  made  his  headquarters  in  New 
York  for  many  years.  He  was  connected  with  many  cor- 
porations as  an  officer  or  director,  among  them  the  follow- 
ing: Baltimore  &  Ohio  Railroad,  Brooklyn  Heights  Rail- 
road, Brooklyn  Rapid  Transit  Company,  Chicago  &  Erie 
Railroad,  Chicago  &  Alton  Railroad,  Chicago,  Burlington  & 
Quincy  Railroad,  Erie  Railroad,  International  Harvester 
Company,  National  Biscuit  Company,  New  York,  Susquehan- 
na &  Western  Railroad,  Pennsylvania  Coal  Company,  Pull- 
man Company,  Seaboard  Air  Line  Railway,  United  States 
Steel  Corporation. 


I 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


357 


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 

*Black  Mountain  &  Eastern  Railroad,  Combs,  Ark. — Char- 
tered in  Arkansas  to  build  a  20-mile  interurban  railway  be- 
tween Combs  and  Cass.  Capital  stock,  $250,000.  Edward 
C.  Jeter,  Payetteville,  Ark.,  director. 

*New  Britain  (Conn.)  Street  Railway. — Application  for 
a  charter  has  been  made  by  this  company  in  Connecticut 
to  build  an  electric  railway  from  the  corner  of  Myrtle  Street 
and  Main  Street,  in  New  Britain,  to  connect  with  the  exist- 
ing electric  line,  westerly  along  Myrtle  Street  to 
Grove  Street,  to  Broad  Street,  Washington  Street,  Farm- 
ington  Avenue  to  Stanley  Street  and  on  the  Hartford  road 
to  connect  with  the  existing  line  at  Elmwood.  Another 
line  would  begin  at  Grove  Street  and  extend  along  Plain- 
ville  road  to  the  center  in  Plainville.  A  third  line  would 
extend  westerly  from  Main  and  Broad  Streets  to  Wash- 
ington Street  and  a  fourth  would  extend  from  North  Bur- 
ritt  Street  to  Farmington  Avenue  and  Commonwealth  Ave- 
nue where  it  would  connect  with  the.  line  first  mentioned. 
Capital  stock,  $50,000  to  be  increased  to  $500,000.  Incor- 
porators: Mayor  George  A.  Quigley,  George  M.  Landers, 
Joseph  M.  Halloran,  Edward  O.  Kilbourne,  William  J.  Far- 
ley, George  Glover,  George  P.  Spear  and  Mortimer  H.  Camp. 

*  Lincoln  Railway  &  Heating  Company,  Lincoln,  111. — In- 
corporated in  Illinois,  presumably  as  the  successor  to  the 
Lincoln  Railway  &  Light  Company,  the  property  of  which 
was  sold  under  foreclosure  recently,  and  to  build  electric 
lailways  in  Lincoln.  Capital  stock,  $15,000.  Incorporators: 
J.  R.  Patton,  John  A.  Hoblit  and  Frank  S.  Bevan. 

*Marietta-Parkersburg  Railway,  Marietta,  Ohio. — Char- 
tered in  Ohio  to  build  an  interurban  railway  between  Mari- 
etta and  Parkersburg.  Capital  stock,  $10,000.  Incorpora- 
tors:    H.  H.  Archer,  E.  Clark,  Jr.,  and  John  Kaiser. 

FRANCHISES 

fPhoenix,  Ariz. — The  Phoenix  Railway  has  received  a  fran- 

hise   from    the    Council   for    an    extension    along   Monroe 

Street  between  First  Street  and  Second  Avenue  in  Phoenix. 

Los  Angeles,  Cal. — The  Los  Angeles  Railway  has  received 
an  extension  of  time  on  its  franchise  in  which  to  complete 
the  work  of  reconstruction  of  tracks  and  paving  certain 
sections  of  its  lines  in  Los  Angeles. 

Los  Angeles,  Cal. — The  public  utilities  committee  of  the 
City  Council  decided  recently  to  recommend  the  granting 
!  of  a  franchise  for  an  incline  railway  in  Griffith  Park,  for 
which  Colonel  Lewis  Ginger  has  made  application.  The 
Board  of  Public  Utilities  is  to  outline  the  route  and  the 
mode  of  operation,  and  the  city  attorney  will  then  prepare 
the  notice  of  sale.  Colonel  Ginger  states  that  he  is  ready 
to  begin  construction  as  soon  as  the  legal  phases  of  the 
subject  are  fulfilled  and  he  hopes  to  have  the  line  in  opera- 
tion within  six  months  after  it  starts.  [E.  R.  J.,  Dec. 
26,  '14.] 

Mill  Valley,  Cal. — The  Railroad  Commission  has  denied 
the  application  of  the  Marin  County  Electric  Railways  for 
permission  to  proceed  with  the  construction  of  1  mile  of 
new  track  from  the  Northwestern  Pacific  Depot,  Mill  Val- 
ley, to  the  Cascades.     [E.  R.  J.,  Jan.  30,  '15.] 

Riverside,  Cal. — The  Pacific  Electric  Company  has  re- 
ceived permission  from  the  Council  to  abandon  portions  of 
its  second  track  franchise  on  New  Magnolia  Avenue  in 
Riverside.  The  company  will  be  granted  a  new  double 
track  franchise  over  the  street  with  the  understanding  that 
if  the  second  track  is  not  installed  within  three  years  the 
city  will  have  the  power  to  require  the  company  to  place 
its  tracks  in  the  center  of  the  street. 

San  Francisco,  Cal. — The  Board  of  Works  has  been  di- 
rected to  prepare  plans  and  specifications  and  advertise  for 
bids  along  the  lines  of  Engineer  O'Shaughnessy's  plan  No.  9 
for  the  Church  Street  railway  in  San  Francisco. 


Evansville,  Ky.— Extension  of  the  Bell  Street  line  of  the 
Evansville  Railway  from  Kentucky  Avenue  to  the  city  lim- 
its is  to  be  undertaken  at  once  under  a  franchise  which  has 
just  been  approved  by  the  Board  of  Public  Works.  The 
East  End  Improvement  Association  has  subscribed  a  part 
of  the  money  needed.  Construction  work  will  begin  when 
the  weather  permits. 

Henderson,  Ky. — A  thirty-year  contract  under  which  the 
Henderson  Street  Railway  has  been  operating  its  lines  in 
Henderson  expires  on  Oct  21  and,  although  it  is  reported 
never  to  have  declared  a  dividend  the  company  wants  to 
extend  the  contract  on  the  same  terms.  There  has  been 
much  agitation  of  the  questions  which  have  been  raised  in 
this  connection  and  it  is  intimated  rather  definitely  that  the 
city  authorities  will  requi."e  that  certain  conditions  be  com- 
plied with  before  action  on  extending  the  franchise  is  taken. 
Among  these,  it  is  said,  will  be  extensions  of  the  lines  to 
outlying  towns  and  establishment  of  schedule  services  on 
them  before  the  Council  votes  a  franchise. 

Hamilton,  Ont. — A  special  committee  of  the  City  Coun- 
cil will  request  the  Hamilton  Street  Railway  to  build  two 
cross  town  lines  and  also  relay  new  tracks  on  several  streets 
in  Hamilton. 

Toronto,  Ont. — The  Toronto  &  York  Radial  Railway  will 
apply  at  the  next  session  of  the  Ontario  Legislature  for 
power  to  construct  a  double  track  line  on  Yonge  Street, 
from  the  Canadian  Pacific  Railroad  to  the  north  city  limits 
of  Toronto. 

Three  Rivers,  Que. — The  Three  Rivers  Traction  Company 
has  received  a  twenty-year  franchise  from  the  Council  in 
Three  Rivers. 

TRACK    AND    ROADWAY 

Gadsden,  Ala. — Application  for  a  charter  will  soon  be 
made  to  build  a  30-mile  line  between  Gadsden  and  Centre, 
Ala.  Louis  Hart,  Gadsden,  is  interested.  [E.  R.  J.,  Nov. 
7,  '14.] 

Mobile  Light  &  Railroad  Company,  Mobile,  Ala. — Two 
new  loop  lines  to  connect  with  its  present  tracks  will  soon 
be  built  by  this  company  in  Mobile. 

Birmingham-Tuscaloosa  Railway  &  Utilities  Company, 
Tuscaloosa,  Ala. — This  company  has  completed  its  electric 
line  in  Tuscaloosa  and  will  place  it  in  operation  at  once. 

Montecito  Railroad,  Las  Angeles,  Cal. — This  company  has 
placed  in  operation  its  electric  railway  over  Montecito 
drive,  beginning  at  the  north  end  of  Griffin  Avenue  and 
East  Avenue  Forty-seven  in  Los  Angeles.  W.  L.  Larrabee, 
president.     [E.  R.  J.,  Aug.  22,  '14.] 

Hartford  &  Springfield  Street  Railway,  Warehouse  Point, 
Conn. — Plans  are  being  made  by  this  company  for  an  ex- 
tension from  the  local  waiting  station  in  ThompsonvIUe 
through  Main  Street  and  across  the  Connecticut  River,  con- 
necting at  a  point  on  Mapleton  Avenue  in  Sufiield  with  the 
present  Suffleld  Street  Railway. 

*Washington,  D.  C. — A  recommendation  to  Congress  for 
legislation  that  will  permit  the  extension  of  electric  lines  to 
East  Potomac  Park  will  be  made  in  the  next  annual  report 
of  the  chief  of  engineers  in  Washington. 

Palm  Beach  &  Everglades  Railway,  West  Palm  Beach, 
Fla. — Offices  have  been  opened  by  this  company  in  the  Mc- 
Ginley  Building,  West  Palm  Beach.  Plans  are  being  con- 
sidered to  award  contracts  in  the  near  future  to  build  this 
steam  or  electric  railway  from  West  Palm  Beach  westerly 
to  a  point  6  or  8  miles  from  the  shore  of  Lake  Okeechobee; 
thence  south  and  northwesterly  parallel  with  the  shore  of 
Lake  Okeechobee  to  a  point  at  or  near  Lake  Hicopochee,  the 
line  to  be  about  75  miles.     [E.  R.  J.,  Jan.  23,  '15.] 

Georgia  Railway  &  Power  Company,  Atlanta,  Ga. — Pre- 
liminary surveys  have  been  made  and  plans  are  being  con- 
sidered by  this  company  to  build  an  extension  to  the  site 
of  the  Oglethorpe  University,  about  1%  miles  north  of  the 
present  terminus  at  the  DeKalb  County  line  near  the  Capi- 
tal City  Country  Club. 

Augusta-Aiken  Railway  &  Electric  Corporation,  Augusta, 
Ga. — Plans  are  being  considered  by  this  company  for  im- 
proving its  lines  in  Augusta. 

Waycross  Street  &  Suburban  Railway,  Waycross,  Ga. — 
Plans  are  being  made  by  this  company  to  build  an  exten- 
sion through  the  southern  section  of  Waycross. 


358 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  7 


East  St.  Louis  &  Suburban  Railway,  East  St.  Louis,  III. 

— This  company  is  asked  to  consider  plans  to  build  its 
tracks  along  Main  Street  from  Broadway  to  Missouri  Ave- 
nue in  East  St.  Louis. 

Chicago,  Peoria  &  Quincy  Traction  Company,  Peoria,  111. 

— This  company  has  decided  to  run  its  new  line  from  Peoria 
to  Canton  on  the  most  direct  route  from  Hollis  to  Glasford 
and  from  Glasford  direct  to  Canton.  The  Chapman  Con- 
struction Company  of  Chicago  is  the  engineer  for  the  con- 
struction and  the  Woolf  Company  will  sell  the  stock.  A  con- 
siderable amount  of  stock  has  been  sold  in  both  Peoria  and 
Quincy.     [E.  R.  J.,  Jan.  9,  '15.] 

Fort  Wayne  &  Northern  Indiana  Traction  Company,  Fort 
Wayne,  Ind. — This  company  is  now  engaged  in  installing 
automatic  block  signals  between  Huntington  and  Peru,  Ind., 
a  distance  of  25  miles.  This  work  is  being  done  in  pursu- 
ance of  the  order  of  the  Indiana  Public  Service  Commission. 

Union  Traction  Company,  Coffeyville,  Kan. — It  is  re- 
ported that  plans  are  being  considered  by  this  company  to 
extend  the  line  from  Coffeyville  to  Collinsville.  Eventually 
this  line  will  be  extended  south  from  Collinsville  to  Tulsa. 

Arkansas  Valley  Interurban  Railway,  Wichita,  Kan. — 
Plans  are  being  made  by  this  company  to  build  Vz  mile  of 
new  track  within  the  city  limits  of  Hutchinson.  It  will 
extend  through  the  Carey  district. 

Hagerstown  &  Frederick  Electric  Railway,  Frederick,  Md, 
- — Many  plans  for  improvements  of  this  railway  during  the 
summer  are  being  considered  by  this  company.  One  of  the 
extensions  contemplated  is  a  branch  from  Hagerstown  to 
Security,  2  miles  east  of  Hagerstown,  where  the  new  power 
house  of  the  company  is  located.  Straightening  curves 
and  strengthening  culverts  over  the  entire  system  are  also 
planned. 

Boston,  Mass  — Bids  are  desired  until  Feb.  25  by  the 
Boston  Transit  Commission,  15  Beacon  Street,  Boston  (B. 
Leighton  Beal,  secretary),  for  building  Section  H  of  the 
Dorchester  Tunnel,  located  in  Dorchester  Avenue,  between 
Old  Colony  Avenue  and  Woodward  Street  and  is  about  2200 
ft.  long.  The  structure  is  to  be  mainly  of  reinforced  con- 
crete and  consists  of  a  single-span  double-track  tunnel,  to 
be  built  by  the  cut  and  cover  method.  The  work  also  in- 
cludes a  pump  well,  an  emergency  exit  and  sewer  changes. 
Specifications  and  forms  of  contract  can  be  obtained  at  15 
Beacon  Street,  ninth  floor.  The  right  to  reject  any  and  all 
bids  and  to  award  the  contract  as  is  deemed  to  be  for  the 
best  interest  of  the  city  of  Boston  is  reserved. 

United  Railways,  St.  Louis,  Mo. — This  company  is  asked 
to  consider  plans  to  extend  its  lines  along  Tamm  Avenue  in 
St.  Louis  to  Art  Hill,  in  Forest  Park. 

International  Railway,  Buffalo,  N.  Y. — As  soon  as  the 
legal  preliminaries  in  connection  with  the  construction  of 
this  company's  line  between  Niagara  Falls  and  Buffalo,  per- 
mission for  which  was  granted  by  the  Public  Service  Com- 
mission recently,  are  concluded  and  the  $2,395,000  bond  issue 
floated,  actual  construction  work  will  begin.  This  will  prob- 
ably be  early  in  the  spring.  The  company  has  yet  to 
obtain  permission  of  the  State  Canal  Commission  to  bridge 
the  Erie  canal  at  Tonawanda,  arrange  with  the  New  York 
Central  and  the  Erie  for  crossing  the  tracks  of  the  steam 
roads  and  obtain  a  few  consents.  While  items  for  the  con- 
struction of  new  carhouses  at  the  Falls  and  stations  along 
the  line  are  included  in  the  estimated  cost  of  the  line  au- 
thorized by  the  Public  Service  Commission,  the  company 
has  not  yet  definitely  decided  upon  the  exact  location  of 
these  buildings.  This  is  a  matter  that  probably  will  not  be 
decided  upon  until  actual  construction  work  is  well  under 
way. 

Black  River  Traction  Company,  Watertown,  N.  Y. — Plans 
are  being  contemplated  by  this  company  to  re-track  its  line 
on  the  Public  Square  in  Watertown  during  the  summer. 

Cleveland  (Ohio)  Railway. — This  company  is  asked  to  con- 
sider plans  for  an  extension  of  the  West  Madison  Avenue 
electric  line  from  West  117th  Street  to  Riverside  Avenue, 
Lakewood.  Other  extensions  and  betterments  of  its  lines 
in  Cleveland  are  being  contemplated. 

Conneaut,  Kingsville  &  Ashtabula  Railway,  Kingsville, 
Ohio. — Surveys  have  been  completed  by  this  company  on  its 
14-mile  line  between  Conneaut  and  Ashtabula.     It  has  not 


been  decided  when  construction  will  be  begun.  W.  E.  Haw- 
ley,  Kingsville,  president.     [E.  R.  J.,  Oct.  26,  '12.] 

Ohio    Valley    Traction     Company,    Portsmouth,    Ohio. — 

Right-of-way  has  been  received  by  this  company  through 
eight  pieces  of- property  in  Porter.  Plans  are  being  con- 
sidered by  this  company  to  build  its  23-mile  extension  from 
Sciotoville  to  Ironton  within  the  next  few  months. 

Portsmouth  Street  Railway  &  Light  Company,  Ports- 
mouth, Ohio. — Plans  are  being  made  by  this  company  to 
build  an  extension  in  Portsmouth. 

Muskogee  (Okla.)  Electric  Traction  Company. — It  is  re- 
ported that  R.  D.  Long,  general  manager  of  this  company, 
plans  to  build  an  electric  railway  between  Muskogee  and 
Drumright. 

Oklahoma  &  Interstate  Railway,  Oklahoma  City,  Okla. — 
An  interurban  line  130  miles  long  and  connecting  Columbus 
and  Galena  in  southeastern  Kansas  with  northern  and 
central  Oklahoma  and  Oklahoma  City,  will  be  begun  this 
spring,  according  to  John  R.  Rose,  Oklahoma,  president  of 
this  company.  Mr.  Rose  put  his  proposal  to  the  commer- 
cial clubs  of  the  cities  affected  at  a  meeting  recently.  The 
cities  represented  were  Columbus,  Galena  and  Baxter 
Springs,  Kan.,  and  Commerce  and  Miami,  Okla.  Interurban 
lines  already  extend  as  far  south  as  Columbus  and  Galena, 
and  the  representatives  of  the  commercial  clubs  expressed 
the  belief  that  the  cities  would  co-operate  to  obtain  the 
right-of-way  and  the  money  that  has  been  asked  for  the 
line. 

Sand  Springs  Interurban  Railway,  Tulsa,  Okla. — It  is  re- 
ported that  this  company  plans  to  build  an  extension  this 
summer  to  Owasso  Lake,  north  of  Owasso,  and  that  the  new 
line  will  enter  Tulsa  over  the  tracks  of  the  Sand  Springs 
Railway,  which  would  save  the  construction  of  10  miles  of 
new  track. 

Hamilton,  Ont. — In  order  to  improve  the  present  railway 
service  in  Hamilton,  Mayor  Walters  has  suggested  the  con- 
struction of  a  crosstown  line  from  the  new  Burlington 
Street  line  to  Barton  and  King  Streets,  the  tracks  to  be  laid 
on  Wentworth  Street  in  Hamilton.  Mayor  Walters  and  the 
Board  of  Control  were  told  by  representatives  of  the  Hamil- 
ton Street  Railway  on  Jan.  26  that  no  railway  extensions 
or  important  improvements  could  be  thought  of  until  the 
present  war  was  over.  Industrial  and  financial  conditions 
made  it  impossible. 

Kirkton,  Ont. — It  is  reported  that  the  Hydro-Electric 
authorities  in  Kirkton  have  agreed  to  the  resolutions  ap- 
proving of  the  construction  of  a  hydro-radial  line  in  Kirk- 
ton, and  also  a  hydro-radial  line  to  connect  London  and 
Stratford,  via  St.  Mary's. 

London  &  Port  Stanley  Railway,  London,  Ont. — This  com- 
pany has  completed  the  reconstruction  of  its  track  and 
roadbed  on  the  line  between  London  and  Port  Stanley  and 
will  proceed  at  once  with  the  erection  of  the  overhead  con- 
struction. 

Ottawa  &  St.  Lawrence  Electric  Railway,  Ottawa,  Ont. — 
Work  will  be  begun  in  the  spring  by  this  company  on  the 
Perth  to  Smith  Falls  section  of  the  electric  railway  which 
is  making  a  belt  300  miles  in  length  in  Eastern  Ontario. 
E.  Malone,  chief  engineer.     [E.  R.  J.,  Dec.  12,  '14.] 

Toronto,  Ont. — Another  step  was  taken  on  Feb.  4  toward 
a  start  upon  the  Toronto-Port  Perry  Hydro  Radial  Railway 
when  the  Hydro-Electric  Power  Commission  of  Ontario  for- 
warded to  the  Provincial  Government  for  approval  the  by- 
laws and  contracts  of  eleven  municipalities  in  the  radial 
zone  which  have  voted  in  favor  of  the  establishment  of  a 
radial  service.  The  contracts  were  from  Scarboro,  Mark- 
ham,  Pickering,  Stouffville,  Port  Perry,  Whitby  town  and 
township,  Uxbridge  and  Whitchurch.  As  the  system  now 
stands  it  will  comprise  94  miles  of  track.  Two  matters  of 
importance  have  yet  to  be  dealt  with  before  work  can  be 
begun  on  the  line.  The  entrance  to  Toronto  must  be  agreed 
upon  and  will  be  taken  up  in  the  consideration  of  the  gen- 
eral transportation  question  in  Toronto.  The  other  matter 
yet  to  be  settled  is  that  of  a  Federal  subsidy  to  aid  in  the 
construction. 

Toronto,  Ont. — Ratepayers  in  Rosedale  will  seek  legisla- 
tion to  compel  the  construction  of  an  electric  railway  loop 
around  Rosedale. 


I 


I 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


359 


Toronto,  Ont. — The  city  will  oppose  the  application  to  the 
Ontario  Legislature  of  the  Forest  Hill  Electric  Railway  for 
an  extension  of  its  contract.  The  company's  original  bill 
gave  them  until  December,  1913,  to  expend  $50,000  in  con- 
struction. An  amendment  extended  the  time  to  December, 
1914,  and  now  the  company  is  asking  until  December,  1915. 
All  that  has  been  done  up  to  the  present  is  some  grading 
work  on  Forest  Hill  Road.  The  bill  was  put  through  in 
the  face  of  strenuous  opposition  by  the  city. 

Toronto  &  York  Radial  Railway,  Toronto,  Ont. — Plans 
are  being  considered  by  this  company  to  build  a  double 
track  line  on  Yonge  Street,  from  the  company's  southerly 
terminals  to  the  north  limits  of  the  city  of  Toronto. 

'Klamath  Falls,  Ore. — An  electric  railway  is  being 
planned  from  Eureka,  Cal.,  up  the  coast  to  Requa,  and 
thence  up  the  Klamath  River  to  Klamath  Falls  according 
to  an  announcement  recently  made.  D.  W.  Hanson,  presi- 
dent of  the  Eureka  Development  Association,  Eureka,  Cal., 
is  interested. 

*Chambersburg,  Pa. — Application  for  a  charter  will  soon 
be  made  to  build  an  electric  railway  to  connect  McConnells- 
burg  and  Fort  Louden,  a  distance  of  10  miles.  Edward 
J.  Post,  D.  H.  Patterson  and  Herbert  A.  Duffy  are  among 
those  interested. 

*Monaca,  Pa. — It  is  reported  that  residents  of  Monaea, 
Pa.,  will  organize  a  company  to  build  an  electric  line  from 
Monaea  south  to  Coraopolis,  about  20  miles.  J.  W.  Reid, 
D.  J.  Mitchell,  J.  J.  Allen  and  H.  L.  Grimmell,  all  of  Monaea, 
are  among  those  who  are  reported  to  be  interested  in  the 
project. 

Joplin  &  Pittsburgh  Railway,  Pittsburgh,  Pa. — Plans  are 
being  considered  by  this  company  to  build  an  extension 
of  its  line  from  Dunkirk,  Kan.,  to  Arcadia,  Kan.,  via  Hazen 
and  other  coal  camps,  probably  within  the  next  few  months. 

Pottstown  &  Phoenixville  Railway,  Pottstown,  Pa. — This 
company  has  placed  in  operation  its  extension  from  Sanatoga 
Park  to  Linfield.  Grading  has  been  begun  on  the  section 
between  Linfield  and  Spring  City. 

Bristol  (Tcnn.)  Traction  Company.  —  This  company  has 
been  asked  to  consider  plans  for  an  extension  of  its  line 
from  Big  Creek  into  the  Shady  Valley  section  of  Johnson 
County. 

Jonesboro,  Tenn. — In  the  interest  of  the  project  to  con- 
nect Jonesboro  and  Johnson  City,  7  miles  distant,  by  an 
electric  railway,  Mayor  A.  S.  Murray  has  appointed  a  com- 
mittee composed  of  J.  H.  Epps,  J.  H.  Anderson,  R.  M.  May, 
A.  L.  Shipley  and  J.  S.  Pritchett  to  confer  with  representa- 
tives of  Johnson  City  and  the  Tennessee  Eastern  Electric 
Company.  Jonesboro  has  voted  bonds  of  $25,000  to  fur- 
ther the  project,  and  it  is  proposed  that  Johnson  City  issue 
an  equal  amount  and  that  the  electric  company  make  up  the 
remainder.  Six  miles  of  railway  would  be  necessary  to  con- 
nect with  the  Johnson  City  line,  and  it  is  estimated  that 
construction  and  equipment  would  cost  from  $75,000  to 
$100,000. 

Portland,    Vancouver    &    Northern    Railway,    Vancouver, 

Wash. — Surveys   have   been   begun   to   determine   the   most 

practicable  route  for  an  electric  line  in  Vancouver  to  extend 

i  east  of  Garrison,  to  be  constructed  by  this  company.     [E,  R. 

'  J.,  Feb.  6, '15.] 

SHOPS    AND    BUILDINGS 

Puget  Sound  Traction,  Light  &  Power  Company,  Seattle, 
Wash. — A  lease  for  a  term  of  years  of  the  entire  eighth 
floor  of  the  new  Stuart  building  at  Fourth  and  University 
Streets,  owned  by  the  Metropolitan  Building  Company,  has 
I  been  made  to  the  Puget  Sound  Traction,  Light  &  Power 
Company,  whose  offices,  long  located  in  the  Pioneer  Build- 
ing at  First  and  Yesler  Streets,  will  be  removed  to  the 
new  quarters  at  once. 

POWER  HOUSES   AND   SUBSTATIONS 

Pacific  Gas  &  Electric  Company,  San  Francisco,  Cal. — 

The  contract  between  this  company  and  the  Great  Western 
Power  Company,  whereby  the  latter  supplies  the  former 
company  with  electric  power,  has  been  renewed  for  eighteen 
months. 

Holyoke  (Mass.)  Street  Railway. — This  company  is  in- 
creasing the  capacity  of  its  Berkshire  Street  plant. 


Manufactures  and  Supplies 

ROLLING  STOCK 

Warren-Bisbeie  Railway,  Warren,  Ariz.,  during  1915  will 
probably   purchase   two   closed   cars. 

Gary,  Hobart  &  Eastern  Traction  Company,  Hobart,  Ind., 

will  purchase  two  interurban  and  one  baggage  and  express 
car   during    1915. 

Charles  City-Western  Railway,  Charles  City,  la.,  expects 
to  purchase  two  interurban  cars,  one  electric  locomotive  and 
three  city  cars  during  1915. 

Manhattan  City  &  Interurban  Railway,  Manhattan,  Kan., 
expects  to  purchase  several  trailers  and  good  single-truck 
motor  cars  during  1915. 

Charleston-Dunbar  Traction  Company,  Charleston,  W.  Va., 
expects  to  purchase  one  motor  express  car  and  one  electric 
locomotive  during  1915. 

Kansas  City,  Clay  County  &  St.  Joseph  Railway  Com- 
pany, Kansas  City,  Mo.,  has  ordered  five  all-steel  cars  from 
the  Cincinnati  Car  Company.  The  cars  will  have  a  seating 
capacity  of  68;  length  over  all,  59  ft.;  length  over  body, 
58  ft.;  length  of  smoking  compartment,  14  ft.  8  in.;  ex- 
treme width,  9  ft.;  truck  centers,  37  ft.;  dia.  of  wheels,  36 
in.;  wheelbase,  7  ft.;  width  of  seats,  40  in.;  width  of  aisle, 
22  in.  The  specifications  call  for  a  center  entrance  ar- 
ranged somewhat  along  the  lines  used  on  this  company's 
present  center-entrance  equipment,  except  that  the  smok- 
ing compartment  will  be  smaller.  This  is  accomplished  by 
an  additional  partition  separating  one-half  of  the  car  into 
smoker  and  passenger  compartments.  The  equipment  will 
include  four  100-hp  motors;  air  brakes,  both  automatic 
and  straight.  The  seats  will  be  of  the  Hale  &  Kilburn  type 
with  those  in  the  passenger  compartment  upholstered  in 
green  plush,  while  those  in  the  smoking  compartment  will 
be  covered  with  a  black  fabrikoid.  The  interior  finish  of 
the  car  body  will  be  mahogany,  and  all  windows  will  be 
fitted  with  storm  sashes.  The  ceilings  of  the  car  body  are 
to  be  of  steel  with  no  covering,  so  that  the  carlines  are 
exposed.  Heat  and  ventilation  are  furnished  by  Peter  Smith 
heaters  and  sixteen  8-in.   Railway   Utility  ventilators. 

Interborough  Rapid  Transit  Company,  New  York,  N.  Y., 

noted  in  the  Electric  Railway  Journal  of  Jan.  9,  1915, 
as  having  ordered  twelve  all-steel  subway  cars  from  the 
Pressed  Steel  Car  Company,  has  specified  the  following  de- 
tails for  this  equipment: 


Date  of  delivery,  about  May  1 
Length     over     body     corner 

posts 39  ft.  4  in. 

Length  over  draw-bars. 


Couplers,    West,    automatic, 

car,  air  &  electric 
Curtain  fixtures, 

Cur.  Sup.  Co. 


51  ft.  4  in.    Curtain  material . .  .  Pantasote 


Width  over  side  sills 

8  ft.  6%  in. 
Width  over  window  sills 

8  ft.  10  1/16  in. 
Bolster  centers,  length,  36  ft. 

Interior  trim steel 

Roof monitor 

Air  brakes, 


Gears  and  pinions, 

stub-tooth,  oil-tempered 

Hand  brakes ....  geared  type 

Journal  boxes ry.  std. 

Motors, 
Two  100  hp,  field  coijtrol 
6  equipments,  West.  302-F2 
6  equipments,  G.E.  240-C 


Westinghouse  automatic  Seats,  Hale  &  Kilburn,  rattan 
Axles. .  .ry.  std.,  heat  treated  Springs. . .  .Std.  Steel  Works 
Bumpers,  Hedley  anti-climber  Trucks,  Hedley  cast  steel 
Car  trimmings . . .  Aero  metal        frame  type,  built  by  Brill 

Control,  6  West.,  type  A  B  F    Wheels solid  rolled  steel 

6  G.  E.,  type  PC 

TRADE  NOTES 

Asbestos  Protected  Metal  Company,  Pittsburgh,  Pa.,  has 

removed   its   head   office   from    Beaver    Falls   to    the    First 
National  Bank  Building,  Pittsburgh,  Pa. 

Cambria  Steel  Company,  Philadelphia,  Pa.,  will  appoint  C. 
B.  McElhany,  who  has  been  assistant  general  manager  of 
sales,  to  the  position  of  general  manager  of  sales,  succeeding 
J.  Leonard  Replogle. 

Cement-Gun  Construction  Company,  Chicago,  IlL,  has  re- 
ceived a  contract  to  encase  all  the  structural  steel  work 
on  the  new  power  house  now  being  erected  by  the  Ford 
Motor  Company  at  its  Detroit  factory. 


360- 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  7 


Murphy  Varnish  Company,  Newark,  N.  J.,  at  a  meeting 
of  its  board  of  directors  on  Jan.  12  created  the  oflBce  of 
chairman  of  the  board  and  appointed  Franklyn  Murphy 
to  that  position.  Franklyn  Murphy,  Jr.,  was  appointed  to 
succeed  his  father  as  president  of  the  company.  John  J. 
Nicholson  succeeds  Mr.  Murphy,  Jr.,  as  vice-president.  The 
office  of  second  vice-president  was  abolished. 

J.  Leonard  Replogle,  vice-president  and  general  manager 
of  sales  of  the  Cambria  Steel  Company,  with  headquarters 
in  Philadelphia,  has  terminated,  by  resignation  effective 
March  1,  1915,  a  connection  of  twenty-six  years  with  that 
company  and  will  become  vice-president  and  general  man- 
ager of  sales  of  the  American  Vanadium  Company.  His  new 
headquarters  will  be  at  both  New  York  and  Pittsburgh. 

Titan  Storage  Battery  Company,  Newark,  N.  J.,  owing 
to  the  existence  of  a  battery  jar  marketed  under  the  name 
"Titan"  and  the  fact  that  any  battery  using  these  jars 
might  appear  as  a  Titan  battery,  has  changed  its  name  to 
the  General  Lead  Batteries  Company.  No  change  whatever 
in  ownership,  officers  or  policy  is  involved.  The  change  is 
made  entirely  to  avoid  confusion.  ' 

Industrial  Works,  Bay  City,  Mich.,  has  ^dded  to  its 
extensive  line  of  locomotive  and  wrecking  cranes,  a  small 
locomotive  bucket  crane  operated  by  a  gasoline  engine. 
This  crane  is  especially  adapted  for  light  or  intermittent 
work,  such  as  handling  coal,  ashes,  etc.,  or  for  service  in 
places  where  the  use  of  steam  is  objectionable.  A  crane 
of  this  type  has  a  further  advantage  in  that  it  is  always 
available  for  immediate  use  without  waiting  to  get  up 
steam.  In  operation  it  should  be  very  economical  as  there 
is  no  waste  of  fuel  when  the  crane  is  not  actually  working. 

Union  Switch  &  Signal  Company,  Swissvale,  Pa.,  has  ap- 
pointed Thomas  S.  Grubbs,  auditor  and  secretary  of  the 
Westinghouse  Machine  Company,  as  secretary  and  assistant 
treasurer.  George  F.  White,  of  the  Westinghouse  Machine 
Company,  has  been  appointed  assistant  secretary  of  the 
signal  company.  Mr.  Grubbs  has  been  with  the  machine 
company  for  twenty-seven  years  and  was  one  of  the  oldest 
employees,  having  previously  been  with  the  Philadelphia 
company  which  was  owned  by  the  Westinghouse  interests. 
Mr.  White  has  been  with  the  machine  company  for  the  past 
eleven   years. 

Edison  Storage  Battery  Company,  Orange,  N.  J.,  has  had 
a  pleasant  custom  for  several  years,  in  common  with  other 
Edison  interests,  of  celebrating  in  a  quiet  but  loyal  way, 
Feb.  11,  the  birthday  of  Mr.  Edison.  The  custom,  in  which 
all  of  the  employees  of  the  Edison  interests  as  well  as  a 
number  of  Mr.  Edison's  intimate  friends  participate,  is  to 
wear  a  small  ribbon  or  button  containing  Mr.  Edison's  por- 
trait in  the  left  lapel  of  the  coat.  As  Mr.  Edison  was  born 
in  1847,  he  is  sixty-eight  years  old  this  year.  The  esprit 
de  corps  of  the  Edison  organization,  which  is  always  very 
strong,  is  intensified  this  year  by  the  energy  which  the 
company  and  its  distinguished  chief  have  exhibited  in  re- 
habilitating the  works  after  the  fire  a  short  time  ago. 

Esterline  Company,  Indianapolis,  Ind.,  manufacturer  of 
"Golden  Glow"  headlights,  reports  shipments  during  the 
month  of  January  to  the  following  railway  companies: 
Roanoke  (Va.)  Railway  &  Electric  Company;  Boston  & 
Maine  Railroad,  North  Adams,  Mass.;  Great  Northern  Rail- 
way, Cascade  Tunnel,  Wash.;  Mahoning  &  Shenango  Railway 
&  Light  Company,  Youngstown,  Ohio;  Scranton  (Pa.) 
Railway;  Windsor,  Essex  &  Lake  Shore  Rapid  Railway, 
Kingsville,  Ont.;  New  York  &  Long  Island  Traction  Com- 
pany, Hempstead,  L.  I.,  N.  Y.;  Niles  Car  &  Manufacturing 
Company,  for  new  cars  of  East  Liverpool  Traction  &  Light 
Company;  Cincinnati  Car  Company  for  new  cars  of  Corpus 
Christi  Street  &  Interurban  Railway;  Philadelphia  &  West- 
ern Railway,  Upper  Darby,  Pa.;  Wausau  (Wis.)  Street 
Railroad;  Jamestown  (N.  Y.)  Street  Railway;  Osgood-Brad- 
ley  Car  Company,  for  new  cars  of  Richmond  Light  &  Rail- 
road Company;  Empire  United  Railways,  Syracuse,  N.  Y.; 
St.  Petersburg  &  Gulf  Railway,  St.  Petersburg,  Fla.;  Muske- 
gon (Mich.)  Traction  &  Lighting  Company;  San  Antonio 
(Tex.)  Traction  Company;  Lincoln  (Neb.)  Traction  Com- 
pany; Texas  City  (Tex.)  Street  Railway;  Central  New  York 
&  Southern  Railway  Company,  Ithaca,  N.  Y.;  Altoona  &  Lo- 
gan Valley  Electric  Railway;  Des  Moines  (la.)  City  Railway. 

Kennedy-Stroh  Corporation,  Pittsburgh,  Pa.,  with  a  capi- 
talization of  approximately  $2,500,000,  has  taken  over  all 


rights,  processes  and  factories  of  the  Kennedy  Manufactur- 
ing &  Engineering  Company,  New  York,  the  Stroh  Steel 
Hardening  Process  Company,  the  Lawrence  Steel  Casting 
Company  and  the  Best  Manufacturing  Company,  Pittsburgh, 
Pa.  The  corporation  will  operate  as  a  main  plant  the  factory 
at  Oakmont,  Pa.,  formerly  operated  by  the  Best  Manufactur- 
ing Company,  also  the  old  Lawrence  Steel  Plant  at  Thirty- 
second  Street  and  A.  V.  R.  R.,  Pittsburgh,  as  the  Lawrence 
department.  The  Kennedy  line  of  mining,  crushing,  cement 
making  and  conveying  machinery  is  one  of  the  most  ex- 
tensive of  American  manufacture.  The  Stroh  steel  hardening 
process  is  a  method  of  casting  two  kinds  of  steel  in  one 
solid  casting  in  such  a  manner  that  the  hard  alloy  comes 
on,  and  only  on,  the  parts  which  are  subjected  to  wear. 
The  Lawrence  Steel  Casting  Company,  which  was  estab- 
lished in  1883,  is  one  of  the  first  concerns  of  its  kind  in  the 
Pittsburgh  district,  and  is  well  known.  The  Best  Manufac- 
turing Company  has  been  manufacturing  a  line  of  power 
piping  flanges,  fittings  and  valves  for  thirty  years  and  has 
made  some  of  the  largest  piping  installations  in  service  in 
the  United  States.  W.  H.  Schoen,  formerly  connected  with 
the  Schoen  Pressed  Steel  Company,  now  the  Pressed  Steel 
Car  Company,  is  president  of  the  new  corporation  and  will 
be  the  active  business  head.  J.  E.  Kennedy,  who  is  vice- 
president  and  chief  engineer,  has  been  well  known  as  a 
designer  of  mining  and  other  machinery  for  more  than 
twenty  years.  J.  L.  Kendall,  of  the  Kendall  Lumber  Com- 
pany and  allied  interests,  is  treasurer.  J.  D.  Hiles,  who 
has  been  connected  with  the  Best  Manufacturing  Company 
for  the  past  fourteen  years,  is  secretary.  W.  Y.  Stroh  of 
the  Stroh  Steel  Hardening  Process  Company,  is  general 
manager  and  metallurgist. 

ADVERTISING  LITERATURE 

Ohio  Brass  Company,  Mansfield,  Ohio,  has  issued  a  folder 
describing  and  illustrating  its  O.  B.  trolley  retriever. 

American  Veneer  Company,  Hoboken,  N.  J.,  has  issued  a 
folder  describing  its  three-ply  laminated  wood  headlining  for 
railway  and  street  cars.  The  headlinings  are  light  and  sub- 
stantial and  are  supplied  ready  for  installing  in  any  re- 
quired curve.  They  are  furnished  in  the  following  woods: 
mahogany,  quartered  oak,  birds-eye  maple,  white  maple, 
sycamore,  plain  oak  and  poplar. 

Terry  Steam  Turbine  Company,  Hartford,  Conn.,  has 
issued  a  sixty-four  page  bulletin  on  the  subject  of  cen- 
trifugal pumps.  The  bulletin  gives  details  and  data  on. 
various  turbo-pump  applications.  The  principles  of  opera- 
tion and  construction  of  the  centrifugal  pump  are  fully 
explained,  as  are  the  details  of  the  steam  turbines,  which 
have  been  used  during  the  past  ten  years  for  driving  them. 
Because  of  the  wide  latitude  of  speed  possible  with  the 
turbine  the  unit  occupies  a  much  smaller  space  than  would 
be  required  for  performing  the  same  duty  but  driven  by 
a  reciprocating  engine.  The  range  of  conditions  in  this 
service  varies  from  large  volumes  of  water  pumped  against 
low  heads  up  to  high  head  work.  Special  attention  is 
directed  to  the  reliability  of  these  pumping  units  and  free- 
dom from  shutdown  owing  to  accidents,  repairs  or  packing 
renewals. 

Delta-Star  Electric  Company,  Chicago,  111.,  has  issued  Bul- 
letin No.  15,  which  describes  and  contains  188  illustrations 
of  its  "unit  type"  high-tension  indoor  equipment,  including 
switches,  fuses,  choke  coils  and  entrances.  These  insulators 
are  said  to  eliminate  the  disadvantages  and  embody  the  good 
points  of  both  pillar  and  post  types,  in  that  the  top  and  bot- 
tom fittings  are  adjustable,  detachable  and  occupy  minimum 
space.  The  unity  type  insulator  consists  of  a  corrugated  pil- 
lar, each  end  having  a  socket,  into  which  is  "key  cemented" 
a  threaded  malleable  iron  thimble.  By  means  of  standard 
bolts  any  desired  fitting  can  be  secured  to  an  insulator  unit. 
"Key  cementing"  thimbles  into  the  insulator  ends  to  receive 
fittings  rather  than  clamping  fittings  around  the  outside 
maintains  a  maximum  creepage  distance  between  live  parts 
and  ground.  The  voltage  ratings  conform  to  the  standard 
commercial  pressure  of  6600,  13,200  and  22,000  volts,  .^t 
the  end  of  the  bulletin  is  a  technical  data  section,  containing 
a  number  of  useful  tables  essential  for  reference  in  dealing 
with  busbar  operation.  This  company  has  also  issued  Bulle- 
tin No.  20,  which  describes  its  high-capacity  outdoor  substa- 
tion high-voltage  equipment,  including  pole-top  air-brake 
switches  and  S.  &  C.  lightning  arresters. 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


27 


Traffic  Direction  Block  System 
of  automatic  signaling  for  Electric  Railways 


Scranton  &  Binghamton  Railroad 

This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  com- 
bines the  maximum  of  safety  and  efficiency 
with  the  least  amount  of  apparatus. 


W^t  Wimm  ^U)ttc|i  ^  Signal  Co. 


SWISSVALE,   PA. 


89 

Mark 


Hndson  Terminal  Bldsr. 
NEW  YORK 
Canadian  Express  Bids.       Candler  Annex 
MONTREAL  ATLANTA 


Peoples  Gas  Bldg. 
CHICAGO 

Railway  Exchange  Bide.  Pacific  Bldar. 

ST.  LOU  IS  MO.  SAN  FRANCISCO 


Represented  by  the  GENERAL  ELECTRIC  CO.  in  Aiutraluia.  South  Africa  uid  Argentina 


Trade 

eg 

Marie 


28 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


B  aixl^ers  ^  E^ivgiive er-s 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

ENTIRE  ISSUES   PURCHASED 

N.  W.  HALSEY  &  CO. 

New  York         Boston         Philadelphia        Chicago         San  Francisco 


THE J'GWHITE  (COMPANIES 


FINANCIERS 
MANAGERS 

43  Exchange  Place 
Chicago 


London 


ENGINEERS 
OPERATORS 

NEW  YORK 

San  Franc  Iko 


The  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL- MECHANICAL 

105   SOUTH    LA  SALLE    STREET 

CHICAGO 


115  BROA.DW^A.Y. 
New  Orl*»na  NCW  YORK         San  rr»nclsco 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER    POLYTECHNIC    INSTITUTE 

WORCESTER.    MASSACHUSETTS 

The  Economical  Production,  Distribution  and  Application  of  Po^ver; 

Transportation  Efficiency;  Physical  Reports;  Electrolysis  Investigations; 

Estimates:  Designs;  Specifications;  Tests 


D.  C.  &  WM.  B.  JACKSON 

ENGINEERS 

CHICAGO  BOSTON 

HARRIS  TRUST   BLDG.  248  BOYLSTON  ST. 

Plans,  Specifications,  Supervision  of  Construction 

General  Superintendence  and   Management 

Examinations    and    Reports 

Financial   Investigations  and  Rate  Adjustments 


r 


A 

Stone  &  Webster  Engineering  Corporation 


Constructing  Engineers 


NEW  YORK 


BOSTON 


CHICAGO 


Kobcrt  VV.  Hunt    Jno.  J.  Cone    Jas.  C.  Hallsled    D.  W.  McNsugher 

ROBERTW.  HUNT  &  CO..  Engineers 

BUREAU    OF    INSPECTION    TESTS    A    CONSULTATION 

Inspection   and  Test  of  all  Electrical   Equipment 

NEW  YORK,  90  West  St.        ST.  LOUIS,  Syndicate  Trust  Bldg. 
CHICAGO,  2200  Insurance  Exchange. 
PITTSBURGH,  Monongahela  BI(.  Bldg. 


ALBERT  B.  HERRICK 

Engloeer   to  Electric   RlUway   Properties 

for  Greater  Efficiency   In 

TraDHmlsBion    Power   Production   and 

Equipment    Maintenance 

Electrolysis  Surveys  and  Remedial  Measures  Applied 

Sole    Owner   of    Autographic    Patents    for    Railway    Testing 

Office  and  Laboratory,  245  West  22d  Street.  New  York  City 


H      E.  GREI  MS   CORPORATION 

EXAMINERS  OF  PUBLIC  UTILITIES 
AUDITS— SYSTEMS— APPRAISALS— EXAMINATIONS 

TWENTY-FIRST  FLOOR.  WOOLWORTH   BUILDINO 
NEW  YORK 


WOODMANSEE  &.  DAVIDSON. 

ENGINEERS 

MILWAUKEE                          CHICAGO 
Wells  Bldg.              1st  National  Bank  B 

Inc. 
Idg. 

SANDERSON  &  PORTER 

Engineers  ssi  Contractors 

REPORTS  •  DESIGNS  •  CONSTRUCTION  -MANAGEMENT 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY,  LIGHT  555   POWER  PROPERTIES 

New  York  y^aM  FoftNri«;rn 


T 


%  iWi.  Brlleisbr  &  Co.,  3Incot:pot:ateD 


NEW  YORK, 
Trinity  Bldg. 


CHICAGO, 
Continental  &  Com- 
mercial   Bank    Bldg. 


TACOMA, 
Washington 


Purchase,  Finance,  Construct  and  Operate  Electric  Light, 
Gas,  Street  Railway  and  Water  Power   Properties. 
Eitamination  and  reports.  Utility  Securities  Bought  and  Sold. 


ROOSEVELT  &  THOVIPSON 

RMCi  ink:  Kits 

B*port,   iDTeatlgate,   Apprnlm-.  Manage  Electric  Rallwar, 
_^    _  Light    and    Power    Properties. 


ANTHONY  J.  BEMIS 

CONSULTING  ENGINEER 

Reports,  Valuations  and  Estimates,  Efficiency  Investigations 

Construction  and  Operation  Railway 

and  Lighting  Properties 

New  York  Life  Bldft.  ChlcaSo,  III. 


T 


M.  H.  HOVEY,  Consulting  Signal  Engineer 

446  Washington  Bldg.     MADISON,  WISC.  ^ 
Investigations,    Plans.    Spccificilions.    E.stimatcs    and    V.iUiations. 


FEBRUARY    13,    1915] 


ELECTRIC    RAILWAY    JOURNAL 


29 


There's  little  to  add  to  this: 


Fifth  Edition 

Revised 

Published 

March 

1914 


'  Previous  editions  of  this  pocket  hand- 
book, beginning  with  the  first  one  in  1899, 
have  demonstrated  that  it  is  well  suited  to 
the  needs  of  the  student,  as  well  as  of  the 
practising  engineer  in  field  and  office.  By 
revising  and  extending  the  chapters  on 
turnouts,  connecting  tracks  and  crossings, 
and  spirals,  the  author  has  filled  a  need 
which  has  been  quite  generally  felt  by  the 
profession  for  several  years.  These,  with 
other  revisions,  have  perfected  the  entire 
text  and  tables  to  a  degree  that  is  certain  to 
win  general  approval.  Prominent  attention 
should  be  given  here  to  the  excellence  of 
^typography,  binding,  and  the  other  details 
of  manufacture  which  characterize  the  book 
and  which  are  so  particularly  appropriate 
and  important  in  a  work  of  this  kind. 


Taken  from 

A.  F.  Comstock's 

Review  in  the 

Engineering  Record 

May  30,  19J4 


Allen-Railroad  Curves  and  Earthwork 
Field  and  Office  Tables 


By  C.  FRANK  ALLEN 

Prof,  of  Railroad  Engineering,  Mass.  Inst,  of  Tech. 


PUBLISHED  IN  TWO  FORMS 

A — Two  Parts  in  One  Volume. 

516  pages,   flexible  leather,   pocket   size,   gilt 
edges,  $3.00  (12/6)  net,  postpaid. 

B — In  Two  Parts,  as  follows : 
RAILROAD    CURVES    AND    EARTHWORK. 
234  pages,  $2.00  (8/4)  net,  postpaid. 

FIELD  AND  OFFICE  TABLES. 
282  pages,  $2.00  (8/4)  net,  postpaid, 

A  SUMMARY  OF  CONTENTS 

Railroad  Curves  and  Earthwork — 234  Pages 
Reconnoissance — Preliminary  Survey — Location  Surrey — Simple  Currea 
— Compound    Cupvcb — ReTeraed    CarveB — Parabolic    Carres — Turnouts — 


Connecting  Tracks  and  Oroesinge — Spiral  Basement  Ourre — Setting 
Stakes  for  Earthwork — Methods  of  Computing  Earthwork — Bpedai 
Problems  In  Earthwork — Earthwork  Tables — Earthwork  Diagrams — 
Haul^Mass  Diagram. 

Field  and  Office  Tal>les--282  Paffea 

Radii  and  Their  Logarltbnm — Tangent  Offsets  and  Middle  Ordinatep 
— Tangent  Distances  for  1*  Curve — Corrections  for  Tangent  Distances — 
External  Distances  for  a  1*  Curve — Spirals  for  Various  Degrees  of 
Curve — Deflection  Angles  to  Chord  Points  of  Spirals — Deflection  Angles 
from  Intermediate  Points  on  Spirals — Coefficient  of  xc,  yc,  p,  q — Dia- 
gram for  Lengths  of  Spirals — Long  Chords  and  Actual  Arcs — Acres  for 
Strip  100  Feet  Wide — Curves  for  Metric  System — Barometric  Heights — 
Logarithms  of  Numbers — Logarithmic  Sin,  Cos,  Tan  and  Cotan — Loga- 
rithmic Sin  and  Tan  of  Small  Angles — Logarithmic  Verse  and  Eisec — 
Logarithmic  Verse  and  Exsec  of  Small  Angles — Natural  Slnee  and 
Cosines — Natural  Tangents  and  Cotangents — Natural  Versed  Sines  and 
External  Secants — Lengths  of  Circular  Arcs  ;  Radius  =  1 — Differences 
between  Circular  Arcs  and  Chords — Squares,  Cubes,  Square  Roots, 
Cube  Roots  and  Reciprocals — Turnouts  for  Stub  Switch — Split  Switches. 
FroiTs,  Theoretical  Leads — Split  Switches,  Practical  Leads — Velocity 
Heights — Rise  per  Mile  of  Various  Grades — Elevation  of  Outer  Rail  on 
Curves — Inches  in  Decimals  of  a  Foot — Middle  Ordinates  for  Curving 
Rails — Stadia  Reductions,  Horizontal  and  Vertical — Mean  Refractions 
in  Declination— Triangular  Prisms,  Cubic  Yards  per  50  Feet — Prismold- 
al  Correction ;  Cubic  Yards  per  100  Feet — Three  Level  Sections :  Cubic 
Yards    for    50    Feet — Numbers    and    Formulas    Explanation    of    TalileiK. 


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stitute of  Electrical  Engineers,  a  reference  will  give  you 
the  same  privilege. 

No  books  sent  on  approval  outside  of  the  United 
States  or  to  booksellers  and  agents 

McGraw-Hill  Book  Co.,  Inc. 

239  West  39th  Street,  New  York 
Berlin  London 

Publishers  of  Booh*  for  Electric  Railway  Journal 


30 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Save  Your  Overhead 


with  the 
Pivoted  Ears 
of  the 


Anderson  Swing-up  Crossing 


It  relieves  the  continual  hammer 
blows  of  the  trolley  wheel  on  the 
crossing,  reducing  crystallization 
and  breakage. 


Built  with  a  strong  frame  of 
tough,  close  grained  malleable  iron. 

This  device  has  been  highly  ap- 
proved by  the  roads  where  it  is  in- 
stalled. 


-®- 


ALBERT  &  J.  M.  ANDERSON  MFG.  CO. 

Established  1877 

289-293  A  Street,  Boston,  Mass.,  U.  S.  A. 

BRANCHES: 
New  York,   135   Broadway.  Philadelphia,  429  Real  Estate  Trust  Bldg. 

Chicago,   105   So.   Dearborn  Street.  London,  48   Milton  Street. 


iiS. 


-must 

com© 
— .down 


Every  ampere  that  leaves  your  power-station  on  the  live  leg — the 
trolley  wire — must  come  back  to  the  negative  side  of  your  gener- 
ator somehow.    By  bonding  your  rails  with 

WELDED  RAIL  BONDS 

You  provide  a  natural,  easy,  low-resistance  pathway  for  this  return 
current. 

Write  for  our  booklet  on  better  bonding  methods. 


The  Electric  Railway  Improvement  Co.,     2070  E.  61st  St.,     Cleveland,  Ohio 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


31 


ROLLED 

FROM 

BEST  QUALITY 

STEEL 


AGENCIES 

Boston,  Mass India  BIdg. 

Chicago,  111.  .(IRailway  Exchange  Bldg. 

Denver,    Colo Equitable    BIdg. 

Philadelphia,    Pa. Pennsylvania    Rldg. 

Pittsburgh,    Pa Oliver    Bldg. 

Portland,    Ore Wilcox    Bldg. 

St.    Louis,    Mo., 

Commonwealth  Trust   Bldg. 
Troy,  N.  Y Burden  Avenue 

Montreal,  Can. Board  of  Trade  Bldg. 

London,  E.  C,  Eng., 

36  New  Broad  St. 


ONE  HUNDRED  PER  CENT.  RAIL  JOINT 


Makers  also  of  BASE-SUPPORTED  RAIL  JOINTS  of  CONTINUOUS,  WEBER  and  WOL- 

HAUPTER  TYPE  for  Standard,  Girder  and  Special  Rail  Sections.    Also  Joints  for 

Frogs  and  Switches;  Insulated  Rail  Joints  and  Step  or  Compromise  Rail  Joints 

PATENTED  IN  UNITED  STATES  AND  CANADA 


CAMBRIA 

RAILS 


Open  Hearth  Bessemer 

BOLTS   AND    NUTS 

100% 

Splice  Bars 

Tie  Plates 


All  Standard 
Sections 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Y. 


Sales    Offices:     Atlanta,     Boston,     Buffalo,     Chicago,     Cincinnati,    Cleveland,    Detroit,    New    York,    Philadelphia, 

Pittsburgh,   St.    Louis,   San    Francisco,    Tacoma,    Montreal 

Works  at  Johnstown,  Pa. 


32 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Opinions  from 

YOUR 
Side  of  the  fence 

No.  1 


Engineer 
of  Way 
165  Miles 
of  Track 


■'^ 


"Relative  to  the  Re- 
ciprocating Rail  and 
Joint  Grinder  which  is 
manufactured  by  your 
company,  would  ad- 
vise that  before  pur- 
chasing a  machine  the 
writer  went  into  the 
matter  of  removing 
corrugat  ions  and 
grinding  joints  to  a 
considerable  extent 
and  could  find  nothing 
which,  in  his  opinion, 
was  more  fool-proof 
and  less  apt  to  give 
trouble  than  the  Re- 
ciprocating Grinder 
which  you  manu- 
facture. 

One  of  the  greatest 
advantages  we  find  is 
the  ease  with  which 
this  machine  can  be 
removed  and  replaced 
on  the  track  to  allow 
cars  to  pass." 


Railway  Track-work  Co. 

IHeed  Building,  Philadelphia 


H 

1!-^                                                                        \  \\   TlJ*  A 

Quadruple 
Protection 

— four  operating  movements — 
every  one  positive  in  action — is 
the  multiple  safeguard  that  saves 
life  and  limb  to  the  public  and 
dollars  and  cents  to  the  electric 
railway  that  adopts 

PARMENTER 
FENDERS 

Parmenter  Fenders  not  only 
scoop  up  man,  woman  or  child 
with  automatic  precision,  but  also 
provide  perfect  protection  against 
the  shock  of  collision  and  the 
dangerous  rebound  following. 

Write  for  details  of  the  1914 
model  with  the  yielding  and  lock- 
ing apron. 

Parmenter  Fender 
&  Wheel  Guard  Co. 

89  State  St.,  Boston,  Mass. 


71573 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


33 


Where  Double  Tracks 

~ 

Double  the  Danger 

^Sw^  f ]^gm^^l^^^^_^__J!       _i                   ^^KffKK^t^ 

—  where     short    headway  —  heavy 

Sfl^Hta^^M^^H^^^^^^H 

traffic — rush-hour  crowds — swarm- 

^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^I^^^^^^^^^^^^^^^^^^H 

ing  pedestrians — frequent  crossings 

H^^^^^^^^^^^^^^^^^^H 

— make  car  operation  with  safety  to 

■^^^^^^^^^^^^^^I^^B^^^H 

the  passing  public  doubly  difficult — 

^^^l^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^^l 

Providence 

f                I^^^P*^ 

Fenders 

^                                 1 

are  doubly  needed 

Persons  of  every  age  and  stature  are 

Write  for  data  on 

deftly  picked  up  in  safety  by  Provi- 
dence Fenders.    The  safety  cushion 
protects  them  from  the  impact. 

Providence  Fenders 
in  Life  Saving  Service. 

The  Consolidated  Car  Fender  Co. 

Manufacturers  of 

The  Providence  Fender  and  H-B  Life  Guard 

PROVIDENCE,  R.  I. 

Wendell  &  MacDuffie  Co. 

General  Sales  Agents 
61  BROADWAY,  NEW  YORK 

226 

This  Man  is  Killing  a  High  Tension  Electric  Arc 

with  a 


FIRE  EXTINGUISHER 

Notice  that  he  isn't  wearing  rubber 
gloves  either,  although  the  stream  of 
Pyrene  is  thrown  straight  into  the  arc. 
He  knows  he  can  safely  play  Pyrene  on 
a  high  tension  arc,  even  with  bare  hands, 
because  of  the  high  dielectric  strength  of 
Pyrene  liquid.  Pyrene  is  the  thin.i^  to 
have  around  all  electric  railway  shops, 
car  houses,  cars,  etc.  It  kills  the  arc  as 
well  as  the  fire. 

PYRENE  MANUFACTURING  CO.,  1358  Broadway,  N.  Y. 


Aberdeen,  S.  D. 

Alton 

Anderson,  S.  C. 

Atlanta 

Baltimore 

Birmingham 


Boston 
Bridgeport 
Buffalo 

Charlotte,  N.C. 
Charleston.W.  Va. 
Chicago 


Cincinnati 

Duluth 

Milwaukee 

Richmond 

Cleveland 

Fargo,  N.  D. 

New  Orleans 

St.  Louis 

Dayton 

Jacksonville 
Louisville 

Oklahoma  City 

St.  Paul 

Denver 

Philadelphia 

Salt  Lake  City 

Detroit 

Memphis 

Phoenix 

San  Antonio 

Pittsburgh 

York,  Neb. 

71317 


DISTRIBUTORS   TO   ELECTRICAL  TRADE:  WESTERN  ELECTRIC  CO. 
PACIFIC    COAST    DISTRIBUTORS:    GORHAM    FIRE  APPARATUS  CO.,  San  Francisco,  Los  Angeles,  Seattle 
Distributors   for    Canada:    May-Oatway    Fire    Alarms,  Ltd.,  Winnipeg,  Toronto 
Distributors  for  Great  Britain  and  the  Continent:  The  Pyrene  Co.,  Ltd.,  19-21  Great  Queen  St.,  London,  W.  C. 


34 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Standard  Trucks 

For  Safe,  Long-time  Service 

Opposite  is  shown  our  Standard  O-50 
•'SHORT  WHEEL,  BASE"  DOUBLE 
TRUCK. 

Frames  solid  forged  without  welds,  1.  e., 
made  from  one  continuous  bar  of  open- 
hearth  steel.  Carrying  capacity  50,000 
pounds  at  liing  pins.  34"  Forged  Steel 
wheels,  3%  x  7"  M.C.B.  journals.  Brake 
shoes  hung  on  the  equalizer  bars  (thus 
Insuring  uniform  wearing  of  bralte  shoes). 
All  wearing  holes  steel-thimbled  and  bolts 
case-hardened.  This  truck  Is  used 
throughout  the  New  England  cities.  New 
York,  Detroit,  Toledo,  Oklahoma  City, 
Seattle,  Jacksonville,  Kansas  City,  San 
Francisco,  Cincinnati,  Indianapolis  and 
many  other  cities. 

Our  STANDARD  C-80-P  "TRUNK 
LINE  SERVICE"  DOUBLE  TRUCK  Is 
for  extra  high-speed  'Trunk  Line  Serv- 
ice." Carrying  capacity  80,000  pounds  at 
king  pins.  Pressed  steel  channel  side 
frames,  end  frames  and  transoms.  Brake 
shoes  hung  on  equalizer  bars.  All  wear- 
ing holes  steel-thimbled  and  bolts  case- 
hardened.  36"  Forged  Steel  wheels.  5x9 
M.C.B.  journals.  In  service  on  N.  Y.,  N. 
H.  &  H.  R.  R.  (electric  zone),  Detroit 
United  Railway,  Western  Ohio,  Ohio 
Electric,  Lake  Shore  Electric,  Indiana 
Union  Traction  Co.,  Terre  Haute.  Indian- 
apolis &  Eastern  Traction  Co.,  New  York 
Central  R.  R.  (electric  zone),  Toledo  & 
Western  B.  R.   Co. 

There  are  STANDARD  TRUCKS  for  all 
services. 

STANDARD  MOTOR  TRUCK  COMPANY.  Frick  BldQ.,  PITTSBURGH.  PENN.'''"^"''Tw«g;"ofHc%r/^^^^^^ 

Pacific  Coast  Agents:    Eccles  &  Smith  Co.,  Inc.    OfBces,  San  Francisco,  Cal.;  Los  Angeles,  Cal.;  Portland.  Ore.  3 


For  Speedy  Coil  Production 

— for  the  reduction  of  shop  costs  to  minimum — make 
sure  that  your  machines  are  as  efficient  as  your  men 

COLUMBIA  COIL  WINDING 
MACHINES 

by  their  superior  efficiency  are  in  many  cases  making  up  for  the  deficiencies 
of  the  men  operating  them.  But  consider  how  much  better  your  good  men 
could  do  if  furnished  with  these  latest  perfected  winding  machines. 
Columbia  machines  not  only  insure  swifter  winding,  but  better  winding, 
too.    We'll  send  you  a  Bulletin  that  tells  why. 

Our  other  Columbia   Specialties  mean   other  Economies — Write 


.^xIe  and  Armature  St'/aighteners. 

Bearings   for  Armatures  and   Axles. 

Armature   Stands,   Armalure   Buggies. 

Car  Hoists,  Car  Replacers. 

Brake   Appliances,   Handles,   Forgings   for  Rig- 

,7ing,  etc. 
Babbitting  Moulds,  Lathe  Chucks. 
Banding  and  Heading  Machines. 
Coil  Winding  Machines  for  field  and  .^rmatu^e 

coils. 


Coils  for  Armatures  and  Fields 
Coil   Taping   Machines   for   Armature   Leads. 
Car  Trimmings,  Car  Signs— Day  and  Night. 
Commutators,  Controller-Handles,   Door  Locks. 
Gear  Cases— All  Steel  and  M.  I.,  Pit  Jacks. 
Grid  Resistances,  Signal  or  Target  Switches. 
Pinion   Pullers,  Trolley  Poles-Steel. 
Trolley  Wheels,  Tension  Stands. 
Fuses,    Track    Special   Work. 


Columbia  Field  Coil 
Winding  Machine 


^ 


Columbia  Machine  Works  &  Malleable  Iron  Co. 

Atlantic  Avenue  and  Chestnut  Street,  Brooklyn,  N.  Y. 


7139 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


35 


Thtres  no  leak  proof  rin^  but  the' 


Look  at  the  Evidence  in 
Favor  of  the 


Packing  Rings 

A  leading  Air  Compressor  Manufacturer 
in  a  thoroughly  reliable  and  impartial  test 
found  that  \»AvtB»i.o».  Packing  Rings  produced 
90  lbs.  pressure  from  zero  in  two-thirds  of  the 
time  required  by  segmental  rings  and  held  the 
pressure  with  check-valve  removed  one-third 
longer. 

Here's  the  reason: 


Made  in 
all   ftizes 


Easily 
adjusted 


Piston  Head  Packing  Rings 

Made  by  McQuay-Norris  Mfg.  Co. 

consist  of  two  pieces  only — these  halves  of  the 
same  strength,  concentric  and  interlocking,  so 
that  equal  tension  is  obtained  around  the 
entire  ring.  They  are  so  opposed  as  to  seal 
all  expansion  vents,  making  of  the  ring  when 
installed  in  the  cylinder  a  perfect  and  com- 
plete check  to  .all  pressure  leakage.  As  the 
\ttA,w.^oeF  Ring  has  no  segments  it  cannot  de- 
velop sharp  corners  with  which  to  score  the 
cylinder  or  wear  it  out  of  round.  The  ring  is 
permanently  efficient,  unfailingly  strong  and 
elastic. 

We   will    send   you   a   trial   set   of 
Xs^^ov     Rings  FREE  for  you  to 
make  any  test  you  wish. 
Avoid  imitations  and  substitutionby  insisting 

on       \£M^^oor 

MANUFACTURED  BY 

McQuay-Norris  Manufacturing  Co. 

Dep't  L,  St.  Louis,  U.  S.  A. 

Canadian  Factory 
W.  H.  Banfield  &  Sons,  No.  120  Adelaide 

Street  West,  Toronto. 
BRANCHES 
New  York— 1919-29  Broadway  at  64th  St. 
Pittsburg— 7620  Tioga  St. 
Kansas  City — 513  New  Nelson  Bldg. 
Chicago — Suite  71S,  Michigan  Blvd. 

Bldg.,  Michigan  Ave.   and 

Washington  St. 
San   Francisco — 164  Hansford  Bldg. 
Los  Angeles— 224  Central  Bldg. 
Dallas — 1509  Commerce  St. 


Look  for  the  name  \twj:\ROor  stamped  on  the  Ring 


Increase 

Your 

Air  Brake 

Efficiency 

by  using  tlie 

%HMi  Expander 
Ring 

Why  spend  a  large  amount  of 
money  for  devices  to  reduce 
brake  cylinder  leakage  and  pack- 
ing leather  wear  when  this  can 
be  accomplished  by  the  use  of 
the  J-M  Slip  Type  Expander 
Ring. 

We  make  the  unqualified  state- 
ment that  the  J-M  Slip  Type 
Expander  Ring  will  benefit  the 
operation  of  the  air  brake  from 
the  time  the  air  is  compressed  at 
the  air  pump  to  the  time  the 
breaking  power  is  developed  at  the 
brake  shoes  affecting  almost  every 
part  of  the  brake  apparatus  by 
utilizing  and  retaining  to  the 
fullest  extent  the  pressure  that 
may  be  applied  to  the-  brake 
cylinder.  ■'*'.'  ■ 

A  mechanic  will  only  hav*'  to 
look  at  the  device  to  realize  its 
economy  and  efficiency  when 
compared  with  the  old  type  of  ex- 
pander  ring. 

Write  our  nearest  Branch  for 
booklet. 

H.   W.  JOHNS- 
MANVILLE  CO. 

Member  of  the  Society  for 

Electrical  Development, 

Incorporated. 

**Do  It  Electrically" 


Manufacturere  of  Service,  Subway 
Fuses  ;  Line  Material ;  Insulating 
Fireproof  Wood  ;  Friction  Tapes  ; 
Systems ;  Etc. 


and  Transformer  Boxes ; 
Material ;  Fibre  Conduit ; 
Dry  Batteries ;  Lighting 

Newarli  Portland 

New  Orleans  St.    Louis  . 

New  York  Salt  Lake  City 

Omaha  San  Francisco 

Philadelphia  Seattle 

Pittsburgh  Toledo 

THE   CANADIAN   H.    W.    JOHNS-MANVILLBJ  CO.,   LIMITED. 
Toronto.  Montreal.  Winnipeg.  Vancouver. 

For  Great  Britain  and  Continent  of  Europe: 

TURNERS  &  MANVIIJ^,  LTD.,  Hopetoun  House,  5,  Lloyds  Ave.. 

London,   E.   C. 

2466 


Atlanta 

Baltimore 

Boston 

Buffalo 

Chicago 

Cincinnati 


Cleveland 

Columbus 

Denver 

Detroit 

Galveston 

Indianapolis 


Kansas  City 
Los  Angeles 
Louisville 

Memphis 

Milwaukee 

Minneapolis 


36 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


THE  "STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL    WHEELS 
FORCINGS 


TIRES 


STEEL  TIRED  WHEELS 


ROLL    SHELLS 


AXLES 


RINGS 


CASTINGS 


SPRINGS 

GEAR    BLANKS 


RING   DIES 
PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO. 


Portland,  Ore. 
Denver,  Colo. 
San  Francisco,  Cal. 
City  of  Mexico,  Mex. 
St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  111. 
New  York,  N.  V. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Fa. 


n  WW  J 


^■npiiiiiBB  ■< 


New  End-Entrance  Car  built  for  the 
Stark  Electric  Railroad 

The  novel  idea  of  placing  the  door-location  at  the  end 
of  the  above  car  to  facilitate  prepayment  renders  this 
example  of  Jewett  construction  of  special  interest.  Let 
us  furnish  estimates  on  your  specifications. 

The  Jewett  Car  Company 

Newark,  Ohio 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


37 


ECONOMICAL  MAINTENANCE 


is  the  second  characteristic  fea- 

y'^^^^fk.  Viv^  ^^J^^^iS^^^^^^^^^^^Jtl^K^^    ture  of  Baldwin  trucks.     They 
faL  ^M      ^tfli[^^C^^*^^^^^M!aflS^nSk     ^^^  correctly  designed  and  ac- 

■l^k^  '^M.Jm^^^f^^^S.      .^^IHBbSsJ^hA     curately  built,  and  this  in  itself 

insures  low  maintenance  costs. 
Every  wearing  part  has  a  wear- 
ing plate  or  bushing  which  may 
be  replaced  at  small  expense. 
Furthermore,  Baldwin  trucks 
are  economical  to  operate,  as 
they  contain  no  superfluous 
weight  and  hence  require  a  minimum  amount  of  power  for  their  propulsion. 


Baldwin  Truck  Economy  has  been  Proved  by  Actual  Tests. 


THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 


REPRESENTED     BY 


Charles  Rlddell,  625  Railway  Exchange,  Chicago,  III. 
C.  H.  Peterson,  1610  Wright  Building,  St.  Louis,  Mo. 
F.  W.  Weston,  50  Church   Street,   New  York,   N.   Y. 


J-  A.  Hanna,  Niles,  Ohio 


George   F.  Jones,  407  Travelers   Building,   Richmond,  Va. 
A.    Wm.    Hinger.   722   Spalding    Bulldlna.    Portland,   Ore. 
Williams.  Dimond  &  Co.,  310  Sansome  St.,  San  Francisco,  Cal. 


Don't 

Worty 

About 

Signal 

Wires 

Conducted 

by 

THIS 

Conduit 


in  marshy  soil 


years 

^^  without  concrete 


ORANGEBURG 

Fibre  Conduit 

Specimens  of  this  conduit  buried  20  years  have 

been  found  in  perfect  condition 

Book  "R"  tells  the  story 

The  Fibre  Conduit  Company 


New  York 


Orangeburg,  N.  Y. 

Boston  Chicago  San  Francisco 


KERITE 


KERITE    USED   THROUGHOUT    FOR    POWER. 
LIGHTING,  SIGNALLING  AND  INTERLOCKING 


KERITE^ 


^COMPANY 


k.. 


38 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS   FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD  POLES   QUICK"  AVENARIUS  CARBOLINEUM  TREATED  POLES  SPOKANE.  WASHINGTON 


ROEBLING 


'■■-i 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebling's  Sons  Company 

TRENTON,   N.  J. 


ALUMINUM 

Railway  Feeders 

kind.'ot  Electrical  Conductors 

Aluminum  feeders  are  less  than  one-half  the 
weight  of  copper  feeders  and  are  of  equal  con- 
ductivity and  strength.  If  insulated  wire  or 
cable  is  required,  high-grade  insulation  is  guar- 
anteed.    Write  for  prices  and  full  information. 


Aluminum  Company  of  America 

PITTSBURGH,   PA. 


Liquid 


Creosote  Oil 


Will  Cut  Your  Wood 

Preserving  Bills 

in  Half 

Write  for  Booklet 

Barrett  Mfg.  Co. 

NEW  YORK 

Branches   in    Principal   Cities 


TREATED 


POLES,  CROSS  ARMS,  TIES, 
TIMBERS,  PAVING  BLOCKS 

CAPACITY  100,000,000  FEET  B.  M.  PER  ANNUM 
SEND  FOR  PAMPHLET 

International  Creosoting  &  Construction  Co. 

Address  all  communications  to  Office,  Galveston,  Texas 
Works:  Beaumont,  Texas       Teiarkana,  Texas 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

Write  for  our  New  Descriptive  Catalog. 

ARCHBOLD-BRADY  CO. 

Engineers  &  Contractors  SYRACUSE,  N.  Y. 


1867 

A  Carbolincum  of 
Highest  Quality. 


LETTENEY    IS    LASTING 

WOOD! 


1915 


LETTENEY 


Carloads  or  less 
PRESERVATIVE  i      shipped  promptly. 


THE  NORTHEASTERN  CO., 


BOSTON,  MASS. 


SHAW  Overhead  and  Third  Rail  Insulation 

Caps  and  Cones,  Round  Top  Hangers,  Globe  Strains,  Suspension 
Bolts,    Feed    Wire    Insulators,    Arc    Lamp    Hangers,    Third    Rail 
Insulators. 
SHAW  Lightning  Arresters,  Standard  for  20  Years 

Newark  Engineering  Mfg.  Company 

221-225  Murray  St.,  Newark.  N.  J.,  V.  S.  A. 
Geo.  E.  Austin  Ck).,  Sales  Managers.  25S  B'way,  New  York  Qty 


TOOLS 


L 


■-for  all  classes  of  electrical  construction  and  repair 

work.    Write  for  catalog. 
Mathias  Klein  &  Sons  cnj^s^ttion  Chicago 


DIXON'S 


GRAPHITE 
CURVE  GREASE 


Saves  Wear  on  Rails  and  Wheel  Flanges 
Send  for  "Curve  Grease"  Booklet  No.  108 

Joseph  Dixon  Crucible  Company 


Jersey  City 


New  Jersey 


GEO.  F».  NICHOLS  &  BRO. 

OI,D   COI,0\V   BUILDING  CHICAGO,   ILLINOIS 

DESIONEU.S    AND   BCILDEUS   OF 

Electric    Transfer    Tables 

Oiir  trnnufpr  tnbloH  are  nspd  on  nenrly  every  Important  stcnni 
rallrond  «yHtfni  In  this  country  and  on  many  rleotrlc  railways.  Wi- 
f-an  furnish  tliftii  in  fitlicr  the  siirfuce  or  the  pit  typt's,  and  to  nn-ct 
all   rtKjulrt'int'iits. 


Ramapo  Iron  Works 

Main  Office,  Hillburn,  N.  Y. 

New  York  Office:  30  Church  St. 

Automatic  Switch  Stands, 
T-Rail  Special  Work, 

, ^    Manganese  Construction, 

^^    Crossings,   Switches,  Etc. 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


39 


U.  S.  Metal  &  Mfg.  Co. 

165  BROADWAY,        NEW  YORK  CITY 
Chicago  Atlanta 

RAILWAY  SUPPLIES 


Selling  Agents  for  Dunham  Hopper  Door  Device — Feas- 
ible Drop  Brake  Staff — Columbia  Lock  Nut — Kling  Bolts — 
Shop  Cleaner — "Texoderm" — U.  S.  Metal  Rail  Filing  Ma- 
chine. Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint 
Co.  General  Eastern  Agents  for  Hutchins  Car  Roofing  Co. — 
Multiple  Unit  Puttyless  Skylight — Car  and  Locomotive  Jacks 
—Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  for  C  &  C  Electric  &  Mfg. 
Co.     General  Agents  for  Anglo-American  Varnish  Co. 


Built  along  quality  lines  to 
withstand  long,  severe 
service. 


Special  Track  Work 


Switches, 

Frogs,  Crossings, 

Manganese  Centers 

New  York  Switch  &  Crossing  Co. 

Hoboken,  New  Jersey 


The  Smooth  Under-run 
Insures  Continuous  Contact 

The  smooth  under-run  of  Samson  Splic- 
ers produced  by  the  lugs  cast  on  the  in- 
side of  the  tapered  lips  insures  perfect 
and  continuous  trolley  wheel  contact  that 
prevents  the  heavy  arcing  common  at 
splices  and  promotes  the  life  of  both 
trolley  wheels  and  wire. 

SAMSON  SPLICERS 

are  not  only  efficient  but  enduring.  Their 
smooth  under-run  is  everlasting.  Once 
you  install  a  Samson,  arcing  troubles  at 
that  splice  are  permanently  over. 

Write  for  new  200-page  Drew  Catalog. 


Drew  Electric  &  Manufacturing  Co. 

614  Traction  Bldg. 

Indianapolis,  Indiana,  U.  S.  A. 


Highway  Crossing  Signals 

Visible  and  Audible  Type  Day  and  Night 

Trolley  and  Rail  Contacts 

Car  Counting  Signals 

Ohio  Signal  Co.  Canton,  O. 


flfflft 


JheSimmen  System 


Direct  Contact  Between 

Dispatcher  and  Motorman 

Write  for  Details 

SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 

1575  Niagara  St.,  Buffalo,  N.  Y. 


^(ijililjl 


Waving  Arms— by  day 

Red  Flashing  Lights — by  night 

Clanging  Locomotive  Bell— day  and  mght 

Alone  or  in  Combination  Are 
What  You  Get  In 

The  HOESCHEN 
CROSSING  SIGNALS 

Maximum  Certainty  and  Safety — Minimum 

Installation  and  Maintenance  Cost! 

What  are  Your  Requirements 

Hoeschen  Mfg.  Co.,        Omaha,  Neb. 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


'^^9  Street  Railway  Signal 
m               Co.,  Inc. 

■           PHILADELPHIA,  PA. 

fl   The  first  signal  having  official 
^^^B              A.  E.  R.  A.  aspects. 

Manufacturers 

Engineers 

Contractors 

No 


FEDERAL  SIGNAL   CO 

"I                          (  Automatic       "j 

>         for         -l  Signalling       > 

j                          '.  Interlocking       j 


either 


f  AC. 
<      or 
I  D.C. 


Automatic 
Signalling 
Interlocking 
nterlocking  Switches  Are  Safe  Without 
Federal  Switch  Guards 

MAIN  OFFICE  and  WORKS      - 

103  Park  Avenue,  New  York  Monadnock  Block,  Chicago 

118-130  New  Montgomery  St.,  San  Francisco,  Cal. 


ALBANY,  N.  Y. 


PROTECTIVE 

Highway  Crossing  Signals 

Automatic — positive.  Require  no  track  cir- 
cuits or  bonding.  Costs  little  to  install — 
practically  nothing  to  maintain. 

Protective  Signal  Mfg.  Co. 

299  Broadway,  New  York 


40 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Backed  by  a 


^utetp  lontJ 


IS   THE   99.90%   PURITY   OF   THE   NO-CO-RO 
METAL  IN 

ACMEBINESIABID 

and  "IMPERIAL"  Riveted  Corrugated  Culverts. 

If  you  demand  it,  we  will  furnish  a  Surety  Bond 
guaranteeing  the  purity  of  this  reinarkable  anti- 
corrosive  metal.  Actual  service  records  of  impres- 
sive efficiency  back  up  this  bond.  This,  in  addition 
to  the  well  known  nestable  construction  advantages 
of  "ACME"  Culverts.    Catalog  G-3. 


The  G^ton  CulvertsSiloG>^ 

Manufacturers 

C5.NT  ON, Ohio.  U.S.A. 


United  States  Rail  Bonds 

Our  five  types  of  United  States  Rail  Bonds 
are  designed  for  use  in  rail  joints  having  nar- 
row space  between  joint  plates  and  rail  web. 

They  are  furnished  in  both  balanced  for 
single  bonding,  and  unbalanced  for  double 
bonding. 

The  flexible  conductors  are  made  of  flat 
parallel  laid  ribbons  of  annealed  copper  — 
specially  cleaned  and  proof  against  oxidation. 
The  terminals  are  forged  from  one  piece  of 
solid  copper  and  our  designs  include  plain 
terminals  for  compression,  tubular  for  pin 
expansion,  and  tinned  for  soldering. 

We  recommend  the  use  of  our  Type  61 
Hydraulic  Screw  Compressor  for  attaching 
all  compression  type  terminals.  This  machine, 
built  upon  an  entirely  new  plan,  with  no 
valves  or  intricate  parts  to  get  out  of  order, 
is  extremely  strong  and  durable,  and  very 
rapid  in  action. 

Catalog  with  full  degeription  oj  our  Hail  Bonds  and  Ap- 
pliances upon  appUoation  at  any  of  our  offices. 

American  Steel  &  Wire  Company 

Cbicago,  New  York,  Worcester,  Cleveland,  Pittsburgh.  Denver. 
Export  Representative:  U.  S.  Steel  Products  Company.  30 
Church  Street.  New  York.  Paclflc  Coast  Representative:  U. 
•S.  Steel  Products  Company.  San  Francisco.  Ix»s  Angeles.  Port- 
liind,    Seattle.  ^ 


Hundreds  of  Installations  of 


Folk 
Track'Work 


are  proving  it  worthy  of  your  fullest  consideration 
Let  us  figure  on  your  requirements 

The  Falk  Company,  Milwaukee,  Wis.,  U.S.A. 

Eastern  Representatives:  Wendell  St  MacDuffie  Co.,  New  York 
Western  Representative:  Alplionso  A.  Wi^more,  Los  Angetes 


HIGHEST    QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


The 

ESTABLISHED    1 

882 

Weir  Frog  Company 

Manganese    Track  Work 

Cincinnati, 

O-                1 

The  Thew  Electric  Railway  Shovel 

was  designed  after  a  thorough  investigation  of  the  work 
to  be  done.  It  is  especially  adapted  to  the  peculiar  re- 
quirements of  Electric  Railway  Companies. 

Write  for  catalog  *'F"  and  list  pf  Electric  Railway  Com- 
panies using  Thews. 

The  Thew  Automatic  Shovel  Co. 

Lorain,  Ohio 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM.  ALA. 
Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


MANGANESE  STEEL  TRACK  WORK 

FUIJCS  -~Cl!USSI.S(i— SVVITCHKS.    &c. 


St.  Louis  .ilcd  Foundry,  1560  Kienlen  St.,  St.  Louis,  Mo. 

(hvnc.l    MiKl    (.pcnitcil    h.v    C'mi-|I»    &    C<J.     .Mfg.    Co..     St.     l.oills.  2 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


41 


Wherever  There 
Are  Steam  Plants 

you'll  find  that  Dearborn  Feed  Water  Treat- 
ment is  saving  money  and  trouble  for  the 
steam  plant  operators — year  after  year. 

Our  customers  are  numbered  by  thousands 
— we  analyze  over  8oco  samples  of  feed 
water  annually — and  prepare  treatment  for  the 
special  conditions  at  each  plant,  that  prevents 
the  trouble  caused  by  the  boiler  water,  whether 
it  be  scale,  corrosion,  pitting  or   foaming. 

No  matter  in  what  section  you  may  be  lo- 
cated, we  have  a  satisfied  user  in  your  vicinity 
— we  know  we  can  prepare  treatment  that 
will  end  your  boiler  troubles. 

Send  us  a  gallon  of  your  feed  water — we 
will  analyze  and  let  you  know  the  cost  of 
proper  effective  treatment. 

You'll  save  enough  in  repairs  to  more  than 
pay  for  the  treatment. 

Dearborn  Chemical  Company 

General  Office,  Laboratory  and  Works 

Chicago 


Better  Protection 


for  feeder  supplying  Third 
Rails.  We  have  recently  de- 
veloped a  new  type  of  Third 
Rail  End  Bell  for  Ending  and 
Protecting  this  class  of  feeder. 

A  number  of  Electric  lines 
employing  third  rails  are  now 
using  this  device  to  a  good  ad- 
vantage. Bulletin  No.  I02  de- 
scribes it.  Also  if  interested: 
Bulletin  No.  lOi — Station  and 
Pole  Top  Disconnects. 

Bulletin  No.  103 — Bus  Insu- 
lators. 

Bulletin  No.  104 — Switch- 
board and  Pipe  Fittings, 
Clamps,  Racks,  etc. 


Electrical  Engineers  Equipment 
Company 

711  Meridian  St.,  Chicago 

James  C.  Barr,  Boston,  Mass. ;  Lewis  &  Rotb  Go., 
Philadelphia.  Pa.  ;  The  Hawkins-Hamilton  Co.. 
Inc..  Lynchburg.  Va. ;  Verne  W.  Shear  &  Co.. 
Akron.  O. ;  R.  B.  Clapp.  Los  Aneeles.  Cal. 

Northern  Electric  Company 

LIMITED 
Distributors    for    Canada. 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 

Steam  Superheaters  Mechanical  Stokers 


Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 
BRANCH  OFFICES: 


ATLANTA,  Candler  Building 
BOSTON,  35  Federal  St. 
CHICAGO,  Marquette  Building 
CINCINNATI,  Traction  Building 
CLEVELAND,  New  England  Building. 


DENVER,  435  Seventeenth  St.  PITTSBURGH,  Farmers' Deposit  Bank  BuU«li»f 

HAVANA,  CUBA,  116>4  Calle  de  la  Habana  PORTLAND,  ORE.,  Wells-Fargo  Building 

LOS  ANGELES,  American  Bank  Building  SALT  LAKE  CITY,  313  Atlas  Block 

NEW  ORLEANS,  Shubert  Arcade  SAN  FRANCISCO,  99  First  Street 

PHILADELPHIA,  North  American  Building  SEATTLE,  Mutual  Life  Building 


Foster  Superheaters 

lisuri  unilorm  supcrheai  at  ttmptraiuri  tpeciiiid 
Power    Specialty    Company 

111   Broadway,  New  York  City 


MURPHY  Automatic  Smokeless  FURNACES 

effectively  burn  low  grade  coals.  They  are  automatic  in  all  their 
functions.  36  years*  successful  perfo-rmance.  Adapted  to  any  type  of 
boiler.  They  handle  variable  loads  and  heavy  overloads  with  mini- 
mum   attention.       Details    in    Catalog. 

Murphy  Iron  Works,    10  Walker  St.,  Detroit 

112  BUFFALO  CHICAGO  PITTSBURGH 


SKYLIGHTS 

Without    packing    or    filling    substance — Of    GLASS    and 
METAL    ONLY  —  ABSOLUTELY    and    PERMANENTLY 
PROOF  AGAINST  LEAKAGE.     Send   for  details. 
WE  BUILD  THEM  RIGHT. 


National  Ventilating  Co., 


339  E.  26th  St.,  N.  Y. 


GREEN   CHAIN  GRATE  STOKERS 

For  Water  Tube  and  Tubular  Boilers 
GREEN   ENGINEERING   CO. 

1300  Steger  Bldg.         Chicago,  III. 

Catalogue   "G" — Green  Chain   Grate   Stoken 

Catalogue  No.  8 — Geco  Ash  Handling  Syatemi 

Sent  on  application 


■-^ 


42 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Using 

Inflammable 

Insulation 

is  like 

Putting  a  Match 

to  Your  Money 

Ordinarily  coil  insulating  tapes  lose  their  strength 
after  they've  "baked  out"  a  bit  under  the  grilling 
heat  of  heavy  loads.  And  when  the  tape  breaks 
down  your  coil  follows  soon  after. 

"DELTATAPE" 

Safeguards  Your  Coil  Investment 

It's  made  of  pure  asbestos — it  withstands  tem- 
peratures far  above  your  motor  operating  tem- 
peratures. "Deltatape"  remains  unailfected  under 
temperatures  up  to  500  degrees.  It's  tough,  too, 
yet  flexible,  and  has  a  very  high  dielectric 
strength.     Ideal  for  ribbon-wound  field  coils. 

D  &  W  FUSE  CO. 

Providence,  R.  I. 


71823 


Oxweld  Acetylene  Co. 

Largest   Makers   of   Oxy-Acetylene   Welding 
and     Cutting     Equipment     in     the     World. 

Originators  of  the  Oxweld  Process 

Full  information  on  all  classes 
of  Welding  and  Cutting  will 
be  sent  on  request. 

Oxweld  Acetylene   Company 

CHICAGO.  ILL.  NEWARK,  N.  J. 


Repair  Shop 
Machinery 
and  Cranes 

Built  by 

NIIES-BEMENT-POND  CO. 

111  Broadway,  New  York 

Boston  Philadelphia  Pittsburgh  Chicago 

St.   Louis         Birmingham,   Ala.  London 


KIN  NEAR  steel  Rolling  Doors 
FOR  CAR  HOUSES 

Compact,  Durable,  Easily  and  Speedily  Operated  and  Fire- 
proof.     Openings  of   any  size   may   be   equipped   and  the 
doors  motor-operated  if  desired.     Manufactured  by  the 
KINNEAR    MANUFACTURING   CO.,   Columbus,  Ohio 
BOSTON  PHILADELPHIA  CHICAGO 


I.  T.  E. 

Circuit  Breakers 

for  hepvy  street  railway  work  are  the 
best  obtainable.  Write  for  New  Com- 
plete  Catalogue. 


A.  G.  E.  LABOR  SAVING  MACHINES 

For  Armature  Bandinc  Coil  Windins,  Taping*  Pinion  PuUInc, 
Commutator  Slottinc  and  Pit  Jacks,  Armatur*  Bugsies  and 
Arntatur*  Removing  Machines. 

Manufactured  by 

AMERICAN  GENERAL  ENGINEERING  CO. 

253  Broadway,  New  York,  V.  S.  A. 


L 


SOFTENING 

OR 

FILTRATION 

rOR  BOILER  FEED  AND  ALL  INDUSTRIAL  USES 

WM.   B.   SCAIFE  &  SONS  CO.  PITTSBURGH,   PA. 


D   THERAJLWaySuPPLY&CuRTAlNCQ. 


CHICAGO 

CAR  CURTAINS  &  FIXTURES 
FOR  ALL  PURPOSES 

CATALOGUE  ON   REQUEST 


Over  three  hundred  Electric  Railways  are  now 
using  Peter  Smith  Car  Heaters.  Are  you  one? 
If  not,  why?  Ask  us  to  show  you  what  you 
can  save  by  using  our  Forced  Ventilation  Hot 
Air  or  Hot  Water  System. 

The  Peter  Smith  Heater  Co.,  '"SMt.Eiiioit  av... 

'      Detroit,  Michigan 


IN  A  WORD 
THE  RAPID  READY  CHANGE  CARRIER 


25  -  10-  5  -      1  or  5 


enables  conductors  to  give  change 
quickly.  Passengers  can  pass  into 
car  immediately — Prevents  crowded 
platforms — Shortens  time  at  car 
stops.  Just  what  you  need.  Price, 
$1.75. 

CHAS.  F.  ETTER 

904  N.  2nd  St..  Harrisburg,  Pa. 


Venlilalion— Sanitation— Economy— Safety 


Alt  Combined  in 


THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Patented  Seplembtr  30,  1913.  AbH  for  the  full  ttory. 

Ws  Also  Manufacture  Pressed  Steel  Hot  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


43 


SAFETY  FIRST 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


Insure  Your  Income 


The  DAYTON  FARE 
BOX  checks  your  in- 
come at  its  source.  It 
insures  that  there  is  no 
leak.  It  gives  no  chance 
for  error. 

DAYTON 

Fare  Box 

receives  and  regis- 
ters i-cent,  5-cent 
and  lO-cent  pieces  in 
United  States  money 
and  Canadian  dimes 
and  half-dimes.  It 
is  a  rugged,  simple 
mechanism  that  is 
practically  indestruc- 
tible and  infallible. 

Write   for  data  and  our   free  trial  proposition. 

The  Dayton  FarelRecorder  Co. 

Dayton,  Ohio 

980 


The  JOHNSON  Registering 
Fare  Box 

— increases  fare  re- 
ceipts 2  to  15  per  cent. 
— is  the  fare  box  you 
can  rely  on  for  cer- 
tainty, accuracy  and 
economy. 


Johnson   Fare    Box 
Company 

Jackson  Blvd.  and  Robey  St. 
CHICAGO 
For  Ca.h  Fares      jq  Church  St.,  NEW  YORK 


For  Cash  Fares 
and    Tickets 


For  Speed  and 
Durability 

B-V 

Visible 
Punches 


The  visible  feature 
and  tool  steel  dies 
of  the  flnely  fin- 
ished B-V  Punches 
make  them  Lead- 
ers. Their  dura- 
bility and  speed  of 
operation  cannot 
be  duplicated. 
Write    for    catalog. 


BONNEY-VEHSLAGE  TOOL  CO. 

124  Chambers  St.,  New  York 

Factory,  Newark,  N.  J. 


INTERNATIONAL    SPECIALTIES 
TALK  FOR  THEMSELVES 

Registers  and   Register  Fittings,   Badges, 
Punclies,  Bell  and  Trolley  Cord. 

THE  INTERNATIONAL  REGISTER  GO. 


15    SOUTH    THROOP    ST., 


CHICAGO 


{^'^'"^^""'r'  -'^"•'"'='»- 


Direct 

Antomalic 

Registration 

By  the 

Passenger 

Rooke  Aatomatle 
Register  Co. 

Providence,  K.  1. 


This  Is  the  Punch  for  Rapid 
Handling 

of 
Transfers 


The  McQHl 
Visible   No.   5  Ticket   Punch 


When  the  platform  of  a  car  is  crowded  with  entering  pas- 
sengers every  second  lost  in  fare  collection  counts  heavily. 
"Blind"  punches  and  punches  that  "stick"  cost  considerable  loss 
of  time  in  punching  transfers.  Equip  your  conductors  with 
the  McGill  Visible  No.  5  and  note  the  difference.  Samples  sent 
for  inspection  and  trial.     Write  for  Catalog  25  J. 


MdGill  Ticket  Punch  G>;     * 

S38  W.  HARRISON  STREET,  CHICAGO 


44 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Lubricates  Itself 


Universal  Trolley  Wheel 

Big  pockets  in  the  hub  contain  enough  grease  to 
amply  lubricate  the  wheel  as  long  as  the  contact  metal 
lasts.  That  lasts  twice  as  long  as  most  metal.  A 
special  slotted  pin  and  a  removable  bushing  help  feed 
the  grease.  Contact  spring  is  readily  renewable  with- 
out removing  the  pole  from  the  car. 

A    money-saver    that    is    worth    knowing    all    about. 
IVrite. 

The  Universal  Trolley  Wheel  Co. 

Northampton,  Mass. 

Automatic  Ventilator  Co.,  Sales  Agent 
9485  2  Rector  Street,  New  York  City 


The  Kalamazoo  Trolley  Wheels 


have  always  been  made  of  entirely 
new  metal,  which  accounts  for  their 
long  life  WITHOUT  INJURY  TO 
THE  WIRE.  Do  not  be  misled  by 
statements  of  large  mileage,  because 
a  wheel  that  will  run  too  long  will 
damage  the  wire.  If  our  catalogue 
does  not  'show  the  style  you  need, 
write  us— the  LARGEST  EXCLU- 
SIVE TROLLEY  WHEEL 
MAKERS  IN  THE  WORLD. 


THE    STAR    BRASS    WORKS 

KALAMAZOO.  MICH..  V.  S.  A. 


PANTASOTE 

The  National  Standard 
for  Car  Curtains  and 
Car  Upholsteiy 

AGASOTE  HEADLINING 

The  only  headlining  made  in  one  solid  piece.     Will  not 
separate,  warp  or  blister.    Waterproof  and  homogeneous. 

The  Pantasote  Company 

11  Broadway,  New  York  People's  Gas  BIdg.,  Chicago,  111. 

797  Monadnock  Bldg.,  San  Francisco,  Cal. 


Light  Weight  Steel  Seats 

save  the  drain  on  current  at  "traffic 
peaks." 

WALKOVER 

Pressed  Steel  Seats 

give  more  room  — 
more  comfort — more 
money  value  than  any 
other  seat.  Specify 
them  for  your  new 
cars. 

Hale  and  Kilburn  Company 


New  York 


Philadelphia 


Chicago 


Efficiency 
Economy 
Safety 


A  WASSON 

TROLLEY  BASE 

Soon  Pays  for  Itself 
Order  One  Today 

and  Convince  Yourself 

WASSON  ENGINEERING  &  SUPPLY  CO. 

MILWAUKEE,  WISCONSIN 


The  Eclipse  Railway  Supply  Co. 
CLEVELAND,  OHIO 

Manufacturer*  of  the 

ECLIPSE  LIFE  GUARD  ECLIPSE  WHEELGUARD 

ECLIPSE  TROLLEY  RETRIEVER  ACME  FENDER 


"UTILITY"  Electric  Thermometer  Control 
SAVES  70%  In  Heating  Current 

UTILITY  Ventilators  Represent  the  Highest 
Efficiency-^Various  types  to  Meet     • 
All  Conditions 
RAILWAY  UTILITY  CO.  Chicago  and  New  York 


■/m. 


MASON     SAFETY     TREADS— preyent     bUdpIdk    ind     thin    ob- 
viate damage  suits. 

KAKBOLITH    CAR    FLOORING— for    steel    can    Is   unlttrr. 
fireproof  and   liKlit  in  welRbt. 

STANWOOI)   STEPS— are  non-sUpplnu  and  self-cleanlnit. 

AlK>Te    products    are    used    on    all    leadlUK    Railroads.      For    detail* 
address 

AMERICAN   MASON   SAFETY   TREAD    CO. 
Main  Offices :      Branch  Offices ;  Boston,   New  York  City.  Chlcaifo,  Phlla- 
Ix)well.  Mass.  delpbla,  Kansas  Cttj.  Cleyeland.  St.  Lonls. 


UNION  SPRING  &  MANUFACTURING  CO. 

SPRINGS    COIL  AND  ELLIPTIC 
M.  C.  B.  Pressed  Steel  Journal  Box  Lids 

General  Office,  Oliver  Bldg.,  PITTSBURGH,  PA. 

Worka:  New  Kensington,  Pa. 

149  Broadway,  New  York.  1204  Fisher  Bldg.,  Chicago,  III. 

Missouri  Tiust  Bldg.,  St,   Louis,  Mo. 


Railway  Headlights 
Used  by  153  Railroads 


See  Our  Full  Page 
Advertisement   in 
February  6th  issue 


Indianapolis 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


45 


A  Road  May  be  Proud  of 
Its  Braking  Efficiency 


Yet  it  may  be  wrong  to  conclude  that  the  type 
they  used  should  be  on  your  cars.  Your  oper- 
ating conditions  are  probably  different.  What 
is  profitable  for  one  line  may  be  unsuited  to 
many  others.  The  easiest  way  to  make  sure 
of  getting  maximum  braking  economy  and 
efficiency  for  your  road  is  to  consult  special- 
ists.   That  is  our  business.    Consult  us. 

American  Brake  Shoe  &  Foundry  Co. 
MAHWAH,  N.  J. 

30  Church  St.,  New  York    McCormick  Bldg.,  Chicago 

71606  3 


There's  a  BLISS 

for  every  motor 
— for  every  service 


We  furnish  gears  and  pinions  for 
every  style  and  size  motor  in 
service. 

We  have  a  grade  for  every 
service  condition,  each  and  every 
grade  carries  its  own  guarantee. 


Bliss  Gears  and  Pinions 


E.  W.  Bliss  Co. 

Brooklyn,  N.  Y. 


ii 


Hard  Service" 


Railway  Motor  Gears  and  Pinions 

have  for  years  consistently  represented 
SUPERIORITY,  and  appeal  to  the  man 
who  considers  EFFICIENCY  as  well  as  first 
cost.  Supplied  in  four  grades :  Standard, 
Special,   Treated,   Hardened. 

THE 


VAN    DORN    &    DUTTON 

Gear  Specialists 
CLEVELAND  (Sixth  City) 


CO. 


NEW  YORK 


LOS  ANGELES 


SAN  FRANCISCO 


It  means  EFFICIENT  LUBRICATION 
With  LESS  LABOR 

And  NO  TROUBLE 

Figure  out   the  percentage  of  oil  which   runs  through   with- 
out pertoi-ming  its  function  of  lubrication. 

TULC  WILL  SHOW  ECONOMY 

It    feeds    to    the    bearings    only    when    needed — and    only    in 
fuflicient  quantity  to  thoroughly  lubricate. 


,/r;l 


fA 


Reduce    Gear    and 
Pinion  Maintenance 


WHITM0RE15  GEAR 
PROTECTIVE  COMPOSmON 

Whitmore  Manufacturing  Co. 

Lubricating  Engineers 
CLEVELAND   OHIO 
Whitmore  Product  Sales  Company 
Monadnocic  BIdg.,  Chicago 
Western  Branch  Office 


46 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


FOR  SALE 

10—42'    Kuhlman    Interurban    Cars,    Baldwin    Trucks,    4 

West.   121    Motors. 
30— Brill    20'    Closed    Cars,    G.E.    1000    Motors,    Brill    21-E 
Trucks. 

2 — Jackson  and  Sharp  18'   Bar  Bodies. 
20 — Jones  20'  Closed  Cars,  G.E.  52  Motors,  Bemis  Trucks. 
lO^Wason  10  Bench  Open  Cars,  G.E.  1000  Motors,   BemIs 
Trucks. 

5 — Brill    10   Bench    Open   Cars,    West.    12A    Motors,    Brill 
21E   Trucks. 

8 — Brill  14  Bench  Open  Cars,  West.  56  Motors,  Brill  22- E 
Trucks 

4 — Brill  30'  Express  Cars,  Brill  22-E  Trucks. 

9 — Brill  30'    Express  Cars   complete,  4   G.E.   1000  motors, 
AA-1  Air  Brakes,  Brill  27-G  Trucks. 

8 — Brill    22'    Closed    Cars,    West.    68    Motors,    Peckham 
Trucks. 

1 — Jackson  and  Sharp  20'  Car  Body. 
20 — G.E.  80  Railway  Motors  complete. 
12 — G.E.  54  Railway   Motors  complete. 
60 — G.E.  1000  Railway  Motors  complete. 
60 — G.E.  800  Railway  Motors  complete. 
40 — West.  12A  Railway  Motors  complete. 
32 — West.  49   Railway  Motors  complete. 

8 — West.  38B  Railway  Motors  complete. 
10 — West.  112  Railway  Motors  complete. 

4 — West.  68-C  Railway  Motors  complete. 

4 — West.  68  Railway   Motors  complete. 
12 — G.E.  73   Railway   Motors  complete. 
24 — G.E.  87  Railway  Motors  complete. 
20 — G.E.  57  Railway  Motors  complete. 

3 — West.  101 -B2  Armatures,  brand  new. 

3 — West.   93-A2   Armatures,   brand   new. 

3 — West.  93A  Armatures,  brand  new. 
22 — G.E.  80  Armatures,  brand  new. 

2 — G.E.   87  Armatures,   brand   new. 

2 — G.E.  73-C  Armatures,  brand  new. 

4 — G.E.   67  Armatures,   brand   new. 
18 — G.E.  57  Armatures  (second-hand),  two  turn. 
30 — G.E.  57  Form  A   Motor  Casings. 
22 — K6  Controllers. 
44 — K11  Controllers. 
28 — K2  Controllers. 
62— K10  Controllers. 
30 — K14  Controllers. 
28 — B29  Controllers. 

2 — Sets  Brill  27G  Trucks,  4'  6"  wheel   base. 

6 — Brill  21 E  Trucks,  7'  6"   and  8'  wheel   base. 
10 — Dupont  Trucks,  7'  6"  wheel  base. 

All  of  the  above  apparatus  Is  In  first  class  condition  for 
Immediate  service.      For  further  particulars  apply  to 

WD     VrDCrniKIVD    en      ln<>       so  church   street, 
.  K.  HKKSLIinEiH   \jV.,  lUt.t    new  York.  n.  y. 


0 


Do  Not  ScrapTourOld  Coils 

Save  money  by  having  them  rejuvenated. 
An  impregnated  coil  is  far  better  than  a  new- 
one   and   costs   about   40%   less. 

Write    for    our    prices. 

Federal  Electrical  Mf^.  Co. 

626  Federal  St.,  Chicago 


MACGOVERN  AND  COMPANY, 

INC. 

PRANK  MACGOVERN,  Pres.  &  Gen.  Mgr. 

U4  LIBERTY  STREET  NEW  YORK  CITY 

'Phone,  3375-3376  Rector 

60  CYCLE  ROTARY  CONVERTERS 

2—1000  KW.  Gen.  Elec,  type  HC,  6  phase,  360  RPM.,  form  P, 
600  volts  DC,  with  AB-BI  Transformers,  2300  V.  pri- 
mary;  also  switchboard  panels  and  instruments. 

2—  500  KW.  Gen.  Elec.,  type  HC,  form  P,  6  phase,  12  pole, 
600  RPM.,  575  volts  DC,  with  AB-BI  Transformers, 
2300  V.  primary;  also  switchboard  panels  with  instru- 
ments. 

IMMEDIATE   DELIVERY. 

THIS    IB    OF    NBCBSSITT    OTtVY   A    PARTIAL    LIST— 
SBND   FOR  CATALOG 


FOR  SALE 

Two  Snow  Plows:  One  Sprinkler:  Cars,  Motors,  Ralls, 
Generators.  Everything  for  Track,  Rolling  Stock,  Power 
Plant  bought  and  sold.     Send  us  your  requirements. 

Write  for  our  Lists  and  Catalogs. 
Railway  &  Power  Equipment  Co. 

Charles  F.  Johnson      P.  O.  Box  1 55     Ellicott  Sq.,  Buffalo,  N.  Y. 


COMPLETE  ARMATURES  FOR  SALE 

FOR     ALL     THE     STANDARD 
STREET    RAILWAY     MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

Amarloa's  Crealesf  Rapair  Works 

CLEVELAND    ARMATURE   WORKS,   Cleveland,   0. 


m      Save  Your  Old  Field  Coils 

i3By^^  and  let  us  make  them  over  into 

'"^^  NEW  FIRE-PROOF  COILS 

.^Sk    At    the   same    time    increase    their    capacity    at 
.^^fe.  Peakload  five  to  ten  times. 

;^'     The  W.  R.  GARTON  COMPANY 

CHICAGO 


Big  Results 
from  Little  Ads 

The  advertisements  in  the  Searchlight  Section  are  constantly- 
bringing  together  those  who  buy  and  sell,  rent  and  lease  or  ex- 
change. They  convert  idle  commodities  into  useful  cash,  idle 
cash  into  useful  commodities,  and  that  which  you  have  but  don't 
want  into  that  which  you  want  but  don't  have.  The  cost  is  a  trifle, 
the  results  considerable. 

Get  your  Wants 
into  the  Searchlight 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


47 


150  K.W.  Motor  Generator  Set 

1 — 220  H.P.,  3  phase.  60  cycle,  2080  volt.  514  R.P.M..  General  Elec- 
tric Induction  motor,  direct  coupled  to  150  K.W  General  Electric, 
650  volt,   CLB,   compound  wound  generator.      Instant  sbipment. 

Booster  Set 

Generator— West'Kh'se  70  K.W.,   350  volt,  200  amp.  .series  wound. 
Motor— West'gh'se  105  H.P.,  575  volt,  950  K.P.M..  type  "SA"  shunt 
wound. 

Complete  with  coupling  and  panel. 

60  Cycle,  Rotary  Converters 

2 — General  Electric  1000  K.W.,  600  v..  360  R.P.M.,  type  "HC,"  comp. 
wound,  6  phase.  Complete  with  air  cooled  2300  T.  trans.,  react- 
ances and  panels. 

2 — General  Electric  500  K.W.,  575  TOlt,  600  R.P.M.,  type  "HC,"  comp. 
wound.  6  phase.  Complete  with  air 'cooled  trans.,  2300  v.  react- 
ances and  panels. 


1 — 300  K.W.  Westlnghouse.  600  volt  D.C..  37U  rolt  A.O.,  600  R.P.M. 

with  oil  cooled  G.E.   trans.   11,000  T.  primary 
1 — 200  K.W.  Westlnghouse,  600  volt  D.C..  370  Tolt  A.a.  720  R.P.II. 
Also  following  transformers: 

3 — 125  K.W.  G.E.   2400  volts  prim.,  370  voltg  set. 
6 — 75  K.W.  Ft.  Wayne.   10.000-9000-186-370  v. 
3—175  K.W.  Stanley,  10,000-2300  volts. 

25  Cycle,  Rotary  Converters 

1 — 500  K.W.  General  Electric,  3  phase,  25  cycle,   600  volt  D.O.,   870 

volt  A.C.,  375  R.P.M. 
2 — 300  K.W.  Genl.  Elect.,  3  ph..  25  cycle,  750  R.P.M.,  600  volta. 
1 — 250  K.W.   Genl.  Elect..  3  ph.,  25  cycle,  500  R.P.M..  600  volta. 

Can  also  furnish  transformers — all  voltages. 

Railway  Car  Equipment 

S — West.   112  Motors.   75  H.P.,  newly  rewound. 

5 — Type  M.  Single  End  Control  for  4  motors.  75  H.P.  ea. 

2— K.  14  controllers. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ROOM  302 
'Phone  Rector  4337-4338-4339 
SEND  FOR  CATALOG— JUST  OUT 
ENGINES— BOILERS— MOTORS — CONDENSERS — ETC. 


New  York 


CARS 

FOR 

1 

SALE 

OPEN  and  CLOSED 
MOTOR  and  TRAIL 

Write   for   P 

ice  and    Full   Particulars  to 

ELECTRIC 

Commonwealth   BIdg. 

EQUIPMENT    CO. 

Philadelphia,  Pa. 

When    writing    to    Advertisers    in    this    pub- 
lication   you    will    confer    a     favor    on    both 
publisher    and    advertiser    by    mentioning    the 
Electric   Railway   Journal 


An  Unusual  Bargain 

One  double  truck,  single  track  snow  plow, 
length  over  all  40  ft.,  width  8'6",  height 
lo'p",  truck  centers  I3'8".  wheel  base  4'. 
Plows  raised  and  lowered  by  hand  or  com- 
pressed air. 

Equipped  with  two  K-14  controllers,  rheo- 
stats and  cable,  one  main  reservoir,  brake 
cylinder  and  brake  valves,  air  cylinders  and 
valves  for  operating  plows. 
Price  $1,000,  F.O.B.  Rensselaer,  New  York. 

Albany  Southern  R.  R.  Co. 

Rensselaer,  N.  Y. 


POSITIONS  WANTED 


CAR  painter — A  competent  and  thoroughly  all 
around  mechanic,  best  of  experience,  good 
worker,  efficient  in  handling  men,  or'  will 
work  under  good  fireman,  desirous  of  making 
change.     Can  give  good  recommendation  from 

Sast  and  present  employers.      Box  678,  Elec. 
:y.   jour. 


ELECTRICAL  engineer  and  superintendent, 
technical  graduate,  with  15  years'  practical 
experience,  engineering,  construction  and 
operation;  railway,  lighting  and  power  sys- 
tems. Now  with  large  company,  desires 
change.  Al  references.  Box  675,  Elec.  Ry. 
Jour. 


GRADUATE  civil  engineer.  Experienced  in 
track,  overhead,  car  equipment  and  building 
construction,  and  maintenance  drafting,  esti- 
mating, valuation,  car  schedules,  and  traffic 
data.  At  present  supt.  track  and  overhead. 
Desires  change.     Box  676,   Elec.  Ry.  Jour. 

HIGH-GRADE  manager  of  railroad  and  public 
utility  properties  open  for  engagement.  De- 
sire to  change  on  account  of  climate.  Box 
522,  Elec.   Ry.  Jour. 

POSITION  wanted  by  young  man  with  valuable 
electric  railway  experience  embracing  all 
activities  of  way  department,  together  with 
valuation  work.  Investigations  of  tratfic  Con- 
ditions, service,  and  fare  regulations,  etc. 
Best  of  references.    Box  664,  Elec.  Ry.  Jour. 


PRACTICAL  engineer,  many  years'  experi- 
ence, seeks  position  as  General  Supt.,  supt. 
motive  power  or  master  mechanic;  wide  ex- 
perience all  branches  both  mechanical  and 
electrical  from  power  house  to  track^  includ- 
ing operation ;  expert  in  car  design  and 
maintenance ;  best  references.  Box  662, 
Elec.   Ry.  Jour. 


ADVERTISING  RATES 

Positions  Wanted,  Evening  Work  WanteJ, 
2  cents  a  word,  minimum  charge  30  cents  an 
inacTtion,  payable  in  advance. 

Positions  Vacant.  Salesmen  Wanted,  Agencies. 
■1)  undispiayed  Miicellaneous  ads.  Machinery  and 
Plants  For  Sale  (withonel  ineofdisplayheading). 
3centsa  word,  minimum  charge  $1.30  an  insertion. 

All  advertisements  for  bids  cost  $2.40  an  inch. 

Advertisements  in  display  type  cost  as  follows 
(or  single  insertions: 

L-I6page.  $5.00  I  in.  single  col..  $3.00 

I -8  page.      10.00  4  in.  single  col.     11.60 

I -4  page.     20.00  6  in.  single  cd.    22.40 

In  replying  to  adoertlaementM,  tend  copkM  of 
Uttimonials,  etc.,  inttead  of  originals. 


POSITIONS  WANTED 


STOREKEEPER^  thoroughly  acquainted  with 
all  electric  railway  material  and  accounts, 
desires  change.  Can  cut  the  mustard  in  re- 
gard to  efficiency  and  economy.  Box  674, 
Elec.    Ry.   Jour. 


WANTED — A  {)osition  as  barn  foreman  or 
master  mechanic  of  a  road  of  about  75  cars. 
Strictly  sober;  15  years*  experience  in  re- 
modeling old  cars;  also  equipping  new  cars. 
Can  give  past  ancl  present  references.  Can 
come  at  once.      Box  682,  Elec.   Ry.  Jour. 


YOUNG    man    desires    position    as  auditor    of 

electric    railway    company.        At  present    so 

employed.       Best    of    references.  Box    679, 
Elec.    Ry.   Jour. 


POSITIONS  VACANT 


WANTED — Bookkeeper,  young  man,  to  take 
charge  of  set  of  books  of  street  railway 
company ;  must  have  had  previous  experi- 
ence and  be  able  to  furnish  satisfactory 
references.  Give  both  in  application.  Ad- 
dress Box  668,  Elec.  Ry.  Jour. 


WANTED — A  thoroughly  reliable  and  compe- 
tent general  freight  and  passenger  agent.  A 
good  opening  for  one  thoroughly  posted  in 
all  details  of  the  passenger  traffic  business 
with  some  knowledge  of  freight  traffic.  Loca- 
tion, Middle  West.  Give  full  information 
regarding  experience,  standing  and  salary 
desired.     Address  Box  681,  Elec.  Ry.  Jour. 


FOR  SALE 


Chestnut  Poles  For  Sale 

We  furnish  A,  B,  C  and  E  grades  in  any 
length,  20'  to  75'  and  stubbs,  chestnut  poles 
and  R.R.  ties,  locust  posts  and  hardwood 
lumber  and  timbers.  A  good  stock  of  poles 
on  hand.  Can  make  prompt  shipments.  Ad- 
dress Lewis  Lumber  Co.,  Relief,  N.  C. 


25-Ton8  6"  HIGH  "T"  RAILS 

POLES  AND  PILING 

NEW  CYPRESS.  PRICES  LOW. 


New  and  Relaying  Rails, — Equipment — 
Tanks— Etc. 


48 


(Accountants  to  Conduits) 


[February  13,  1915 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  300  different  products  are  here  listed. 

The  Alphabetical  Index  (see  eighth  page  following) 
gives  the  page  number  of  each  advertisement. 

As  far  as  possible  advertisements  are  so  arranged 
that  those  relating  to  the  same  kind  of  equipment  or 
apparatus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
being  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Accountants, 
Greims  Corporation,   H.   B. 

Advertising,  Street  Car. 
Collier,   Inc.,   Barron  G. 

Alloys,  Steel  and  iron. 
Titanium  Alloy  Mfg.   Co. 

Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Ancliors,    Quy. 
Garton  Co.,  W.   R. 
Johns-Manvllle  Co.,  H.  W. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Mec.   &  M.   Co. 

Architects. 
Kennard,  Ralph  B. 

Automobiles   and    Busses, 
BrlU  Co.,  The  J.   Q. 

Axle   Stralghteners. 
Columbia  M.  W.   &  M.   I.  Co. 

Axles. 
BrtU  Co..  The  J.   Q. 
Cambria  Steel  Co. 
Cincinnati  Car  Co. 
National   Tube  Co. 
Nlles  Car  &  Mfg.  Co. 
Standard  Motor  Truck  Co. 
Standard   Steel   Works  Co. 
n.  S.  Metal  &  Mfg.  Co. 
Westinghouse  Blec.   &  If.  Co. 

Babbitting    Devices. 
American    General    Eng'g    Co. 
Columbia  M.  W.   &   M.   I.    Co. 

Badges  and  Buttons. 
Western  ISlectric  Co. 

Bankers  and    Brokers. 
Halsey   &   Co.,   N.   W. 

Batteries,    Dry. 
Johns-ManviUe  Co.,  H.   W. 
Protective  Signal  Mfg.   Co. 

Western  Electric  Co. 

Batteries,    Storage. 
Electric    Storage    Battery    Co. 
Esterline  Co. 
Western  Electric  Co. 


Bearings  and    Bearing    Metals. 
American   General   Eng'g  Co. 
Columbia  M.   W.   &  m!   I.   Co. 
General   Electric   Co. 
Long  Co.,  E.  G. 
Uore-Jones  Brass  &  Metal  Co. 


Bearings,  Roller  and  Ball. 
Railway  Roller  Bearing  Co. 

Bells  and    Gongs. 
Brill  Co.,   The  J.   G. 
Electric  Service  Supplies  Co. 
Ohio  SlRnal  Co. 
Protective  Signal  Mfg.  Co. 
Reiter.  G.  C. 
Western  Electric  Co. 


Benders,    Rail, 
Nlles-Bement-Fond   Co. 


Blowers. 
General  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 

Boiler    Cleaning    Compounds. 
Dearborn  Chemical  Co. 
Johns-Manvllle  Co.,   H.   W. 

Boiler  Coverings. 
Jobns-ManviUe  Co.,  H.  W. 


Boiler   Graphite. 
Dixon  Crucible  Co.,  Jos. 

Boiler  Tubes. 
National  Tube  Co. 

Boilers. 
Babcock  &  Wilcox  Co. 

Bond  Clips. 
Electric  Railway  Imp.   Co. 

Bond  Testers. 
American  Steel  &  Wire  Co. 

Bonding  Tools. 
American  Steel  &  Wire  Co. 
Electric   Railway   Imp.    Co. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 

Bonds,   Rail. 
American  Steel  &  Wire  Co. 
Electric   Railway   Imp.    Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General   Electric  Co. 
Johns-Manvllle    Co.,    H.   W. 
Ohio  Brass  Co. 
Roebling's   Sons   Co..   John  A. 
Western  Electric  Co. 

Book  Publishers. 
McGraw-Hill   Book  Co.,   Inc. 


Boring  Tools,  Car  Wheel. 
Niles-Bement-Pond   Co. 


Braces,   Rail. 
Kilby  Frog  &   Switch  Co. 
Weir  Frog  Co. 

Brackets  and  Cross  Arms.  (See 
also  Poles,  Ties,  Posts,  Pil- 
ing and  Lumber.) 

Creaghead    Engineering   Co. 

Electric    Service    Supplies   Co. 

Lindsley  Bros.  Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 


Brake  Shoes. 
American  Brake  S.  &  Fdy.  Co. 
Brill   Co.,    The   J.   G. 
Columbia  M.   W.    &  M.   I.   Co. 
Long  Co.,    E.   G. 

Brakes,      Brake      Systems     and 
Brake    Parts. 
AUis-Chalmers   Mfg.   Co. 
Anderson  Brake  Adjuster  Co. 
Brill  Co.,  The  J.  G. 
Columbia  M.   W.   &  M.   I.    Co. 
General   Electric  Co. 
Long  Co.,  E.  G. 
McGuire-Cummings    JAtg.    Co. 
National  Brake  Co. 
U.   S.   Metal  &  Mfg.   Co. 
Westinghouse    Air    Brake    Co. 


Brazing.     (See   Welding.) 

Brooms,  Track,  Steel  or  Rattan. 
Western  Electric  Co. 


Brushes,    Carbon. 
Dixon   Crucible  Co.,   Jos. 
General   Electric  Co. 
Jeandron,    W.    J. 
LeCarbone  Co. 
Morgan  Crucible  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 

Bumpers,   Car  Seat. 
Elastic  Tip  Co. 
Electric    Service    Supplies    Co. 
Imperial    Rubber   Co. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &  Rubber  Co. 


Bushings,   Fibre. 
Diamond    State    Fibre    Co. 


Bushings,  Rubber. 
Imperial  Rubber  Co. 

Buttons.  (See  Badges  and 
Buttons.) 

Cables.    (See  Wires  and  Cables.) 

Carbon  Brushes.  (See  Brushes, 
Carbon.) 

Car  Equipment.  (For  Fenders, 
Heaters,  Registers,  Wheels, 
etc.,  see  those  Headings.) 


Car  Trimmings.  (For  Curtains, 
Doors,  Seats,  etc.,  see  those 
Headings.) 


Cars,   Dump. 
Universal  Car  &  Mfg.  Co. 


Cars,    Passenger,    Freight,    ex- 
press,   etc. 
American  Car  Co. 
BriU   Co.,    The  J.   O. 
Cambria  Steel  Co. 
Cincinnati    Car   Co. 
Jewett  Car  Co. 
Kuhlman  Car  Co.,  O.  . 
Nlles  Car  &  Mfg.   Co. 
Wason  Mfg.  Co. 


Cars,    Prepayment. 
Prepayment  Car  Sales  Co. 


Cars,  Self- Propelled. 
Electric    Storage    Battery    Co. 
General  Electric  Co. 


Castings,    Composition    or    Cop- 
per. 
Anderson  M.   Co.,  A.  &  J.  M. 


Castings,   Gray   Iron   and   Steel. 
American   B.    S.    &   Fdry.    Co. 
American    General    Eng'g    Co. 
Chisholm-Moore  Mfg.  Co. 
Columbia  M.   W.   &  M.  I.   Co. 
Falk  Co. 
Lone  Co.,  B.  G. 
St.  Louis  Steel  Fdry.  Co. 
Standard   Steel  Works  Co. 
Union  Spring  &  Mfg.  Co. 


Castings,    Malleable   and    Brass. 
American  B.  S.  &  Fdry.   Co. 
American    General    Elng'g    Co. 
Long  Co..    E.   G. 


Catchers    and     Retrievers, 
Trolley. 
Eclipse  Railway  Supply  Co. 
Mectric    Service   Supplies   Co. 
Long  Co.,  E.  G.  ' 

Ohio  Brass  Co. 

WasBon  Engrg.  &  Supply  Co. 
Wood  Co.,   C.   N. 


Celling,    Car. 
Pantasote  Co. 


Change  Carriers. 
Chas.  F.  Etter. 


Circuit    Breakers. 
Cutter  Electrical  &  Mfg.  Co. 
Garton    Co..   W.    R. 
General    Electric    Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 


Clamps  and  Connectors,  for 
Wires    and    Cables. 

American    General    Eng'g    Co. 

Anderson  M.   Co.,   A.  &  J.  M. 

Electrical  Engineers  Equip- 
ment  Co. 

Electric    Service    Supplies    Co. 

General    Electric    Co. 

Klein  &  Sons.  M. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 

Cleaners  and  Scrapers,  Track. 
(See  also  Snow-Plows, 
Sweepers    and     Brooms.) 

Brill  Co.,   The  J.    G. 

Cincinnati    Car   Co. 

Ohio  Brass  Co. 

Van  Dorn  &  Dutton  Co. 

Western  Electric  Co. 

Cleats,    Car   Wiring. 
General  Electric  Co. 

Clusters   and   Sockets. 

General  Electric  Co. 

Coal  and  Ash   Hundllng. 

(See  Conveying  and  Hoisting 
Machinery.) 

Coll  Banding  and  Winding  Ma- 
chines. 
American  General  Eng'g  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Supplies  Co. 
Garton  Co..  W.  R. 
Western  Electric  Co. 

Colls,    Armature    and    Field. 
Cleveland   Armature   Works. 
Columbia  M.  W.    &  M.   I.  Co. 
D  &  W  Fuse  Co. 
General   Electric  Co. 
Roebling's    Sons    Co.,    J.    A. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Colls,   Choke   and    Kicking. 
Electric    Service    Supplies    Co. 
General  Electric   Co. 
Westinghouse   Elec.   &  M.   Co. 

Coll  Impregnation. 
Federal  Electrical  Mfg.  Co. 

Coln-Counting    Machines. 
Johnson  Fare  Box   Co. 

Commutator    Slottera. 

American  General  Engrg.  Co. 
General   Electric   Co. 
Westinghouse  Elec.   &  M.  Co. 
Wood  Co..  Cba.e.  N. 

Commutator    Truing    Devices. 
American  General  Engrg.  Co. 
General    Electric   Co. 


Commutators  or  Parts. 
American  General  Eng'g  Co. 
Cleveland   Armature   Works. 
Columbia  M.  W.  &  M.  I.  Co. 
Garton  Co.,  W.   R. 
General   Electric   Co. 
Long  Co.,  E.   G. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 


Compressors,    Air. 
Allls-Chalmers  Mfg.  Co. 
Curtis  &  Co.,  Mfg.  Co. 
General   Electric   Co. 
Westinghouse  Trac.   Br.  Co. 


Condensers. 
Allls-Chalmers  Mfg.  Co. 
General    Electric   Co. 
Westinghouse  Machine  Co. 

Conduits,  Flexible. 
Fibre  Conduit  Co. 


I 


FEBRUARY   13,    1915] 


ELECTRIC    RAILWAY    JOURNAL 


49 


Le  Carbone 

— the  always  Uniform 
always  Efficient  carbon 
brush. 

W.  J.  Jeandron 

173  Fulton  St.,     New  York 


The  Highest  Development 

In  Very  Small  Indicating  Instruments 
for  Direct  Current 

is  marked  by  the 


MODEL.    2S0,    Slnarle 

RanRTe     Portable 

Voltmeter 

(One-quarter  Size.) 


Miniature 

Precision    InstrumentB 

PORTABLE 

Volt-Meters,        Millivoltmeter*. 

Volt-Ainnieters,      Ammeters, 

Mil- Ammeters 

are  supplied  In  sinKle,  double  aod 
triple  ranses.  the  Triple  Range 
Volt-Ammeter  comprising  six  In- 
struments in  one.  This  group  also 
includes      BATTERY      TESTERS. 

SWITCHBOARD 

Voltmeters,      Volt-,*mme- 

ters.    Ammeters,    MIl- 

Ammetera 

This  new  line  of  inatruments  rep- 
resents the  finest  development  of 
small  size  pivoted  moving  coil, 
permanent  magnet  type  of  in- 
struments. 

They  emljody  characteristics  which 
have  made  the  well-known  Wes- 
ton Standard  famous  throughout 
the    world.      They    are    accurate. 

dead  beat  and  extremely  sensitive. 

They   may  be  left  continuously  in  circuit  at  full  load  and  are 

shielded  against  external  electrical  and  magnetic   influences. 

They   are  substantially   constructed   and  have   the   longest  scale 

ever  provided  in  Instruments  of  similar  size. 

The  prices  are  surprisingly  low  for  Instruments  of  such  quality. 

The   several  models  and  ranges  offer  a  selection  from  over  300 

different  combinations.      They  are  listed  in  BULLETIN   NO.   8. 

WHICH   WILL  BE  MAILED   UPON   REQUEST. 

Weston  Electrical   Instrument   Co.,  Newark,  N.  J. 

New  York 
Chicago 
Philadelphia 
Boston 


MODEL.  267,  STvltch' 
board    Ammeter. 

(One-quarter  Size.) 


St.    Louis 

Detroit 

Richmond 

WinnipcB 

Denver 

Cleveland 

Toronto 

Vancouver 

San  Francisco 

Buffalo 

Montreal 

Berlin 

Atlanta 

London 

LONGWEAR  BUSHINGS 


Hardened 

Steel 
Accurate 
Uniform 


Dimensions 

Exactly 

as 

You  Specify 


E.G.Ixang  Copxpaii^ 


50  Church  Street 


New  York 


THE  RIGHT  BABBITT  IN  THE  RIGHT  PLACE 
MEANS  RIGHT  SERVICE 

More-Jones'  24-grades  of  bab- 
bitt metal  enables  us  to  furnish  just 
the  kind  of  babbitt  that  will  give 
the  best  result  in  a  given  service. 
Our  armature  babbitt  is  made  es- 
pecially to  stand  up  under  severe 
armature  service.  It  is  used  ex- 
clusively by  many  leading  electric 
railways. 
Use  More-Jones  babbitt  and  obtain  maximum  mile- 
age per  bearing  replacement. 

MORE-JONES  BRASS  &  METAL  CO. 

ST.  LOUIS,  MO.  6 


50 


(Conduits  to  Inspection) 


[February  13,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers   in  this  issue  of  Electric  Railway  Journal 


Conduits,    Underground. 
Fibre  Conduit  Co. 
Johns-Manville  Co.,   H.  W. 
Western  Electric  Co. 


Controller    Regulators. 
Electric   Service    Supplies    Co. 


Controllers  or  Parts. 
AlUs-Chalmers   Mfg.    Co. 
American  General  Eng'g  Co. 
Columbia  M.   W.   &  M.   I.   Co. 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Johns-Manville  Co.,   H.  W. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.  &  M.   Co. 


Controlling   Systems. 
General   Electric   Co. 
Westinghouse  Elec.   &  M.   Co. 


Converters,    Rotary. 

Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 


Conveying     and     Hoisting     Ma- 
chinery. 

Chish  dm -Moore   Mfg.    Co. 
Green   Eng'g  Co. 


Cord,     Bell,     Trolley,     Register, 
etc. 
Brill  Co.,   The  J.   G. 
Electric  Service  Supplpies  Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  Co. 
Long   Co.,    E.    G. 
Roebllng's   Sons  Co.,   John   A. 
Samson    Cordage    Worlts. 


Cord    Connectors   and    Couplers. 
Electric   Service    Supplies   Co. 
Samson   Cordage   Works. 
Wood   Co.,   Chas.    N. 

Couplers,  Car. 
Brill   Co.,   The  J.   G. 
Cincinnati   Car  Co. 
Long  Co.,   E.   G. 
Ohio  Brass  Co. 

Westinghouse  Traction   Brake 
Co. 

Cranes.     (See   also    Hoists.) 
Allis-Chalmers   Mfg.    Co. 
Chisholm-Moore   Mfg.   Co. 
Niles-Bement-Pond   Co. 
Thew  Automatic  Shovel  Co. 


Disinfectants. 
Gardner  &   Co. 


Door  Operating    Devices. 
Electric    Service   Supplies    Co. 
Prepayment  Car  Sales  Co. 


Doors,  Asbestos. 
Johns-Manville   Co., 


H.    W. 


Doors  and   Door  Fixtures. 
Brill  Co.,  The  J.  G. 
Electric   Service    Supplies    Co. 
Hale  &  Kllburn  Co. 


Doors,    Folding    Vestibule. 
Electric    Service    Supplies   Co. 
Prepayment  Car  Sales  Co. 


Doors,   Steel   Rolling. 
Kinnear  Mfg.  Co. 

Draft   Rigging.       (See   Couplers, 
Car.) 


Drills,   Track. 
American   Steel  &  Wire  Co. 
Electric    Service    Supplies   Co. 
Long  Co.,   E.  G. 
Ohio  Brass  Co. 


Dryers  and    Purifiers,   Oil.     (See 
Purifiers    and    Dryers,    Oil.) 


Dryers,  Sand. 
Zelnicker  Supply  Co.,  W.  A. 


Engineers,       Consulting,       Con- 
tracting   and    Operating. 

Archbold-Brady  Co. 

Arnold  Co. 

Bemis,  Anthony  J. 

Ford,  Bacon  &  Davis. 

Greims  Corporation,  H.   E. 

Gulick-Henderson   Co. 

Herrick.    Albert   B. 

Hovey,  M.  H. 

Hunt  &  Co.,   Robert  W. 

Jackson,   D.   C.   &  Wm.   B. 

Kennard,   Ralph  B. 

Richey,   Albert   S. 
1      Roosevelt  &   Thompson. 
j      Sanderson   &   Porter. 

Scofleld   Engineering   Co. 

Schott  Co.,  W.  H. 

Stone   &   Webster   Eng.    Corp. 

White  Companies,  J.   G. 

Woodmansee  &  Davidson,  Inc. 


Creosotlng.       (See     Wood     Pre- 
servatives.) 

Cross  Arms.     (See   Brackets.) 

Crossing  Signals.      (See  Signals, 
Crossing. 

Crossings,  Track.       (See  Track, 
Special  Work.) 

Culverts. 
Canton  Culvert  &   Silo  Co. 


Curtains   and   Curtain    Fixtures. 
Brill   Co.,   The  J.  G. 
Electric    Service    Supplies   Co. 
Pantasote  Co.    The. 
Railway  Supply  &  Curtain  Co. 

Cushions,    Field    Coll. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &   Rubber  Co. 


Oeralling  Devices. 
U.  S.  Metal  &  Mfg.  Co. 


Despatching  Systems. 
Northey-Simmen    Signal    Co., 

Ltd. 
Slmmen  Auto.  Ry.  Big.  Oo. 

Detective  Service. 
Wlsch   Service,   P.   EMward. 


Engines,   Gas  and  Oil. 
Allis-Chalmers   Mfg.    Co. 
Westinghouse    Machine   Co. 


Engines,    Steam, 
Allis-Chalmers   Mfg.    Co. 
Westinghouse    Machine   Co. 


Fare    Boxes. 
American  General   Engrg.   Co. 
Brill  Co.,  The  J.  G. 
Cleveland    Fare   Box   Co. 
Dayton   Fare   Recorder  Co. 
Johnson  Fare  Box  Co. 


Fences,  Woven  Wire  and  Fence 
Posts. 
American  Steel  &  Wire  Co. 


Fencing   Wire. 
American  Steel  &  Wire  Co. 


Fenders  and  Wheel   Guards. 
Brill  Co.,  The  J.   G. 
Cincinnati    Car    Co. 
Cleveland   Fare  Box  Co. 
Consolidated    Car   Fender   Co. 
E<cllpse   Railway  Supply  Co. 
Electric    Service    Supplies    Co. 
Parmenter  F.  &  W.  G.  Co. 
Star   Brass   Works. 
Western  Electric  Co. 


Fibre. 
American  Vul.   Fibre  Co. 
Diamond    State    Fibre    Co. 
Westinghouse  Elec.   &  M.  Co. 

Fibre  Tubing. 
Diamond  State  Fibre  Co. 
Fibre  Conduit  Co. 
Johns-Manville   Co.,   H.    W. 
Westinghouse  Elec.   &  M.  Co. 

Field  Colls.    (See  Colls.) 

Filters,  Water. 
Scaife  &  Sons  Co.,  Wm.  B. 

Fire    Extinguishing    Apparatus. 
Imperial   Rubber  Co. 
Johns-Manville   Co.,   H.    W. 
Pyrene  Mfg.   Co. 


Fire-proofing   Material. 
Johns-Manville   Co.,    H.    W. 


Fittings,  Malleable,  Cast  Iron  & 
Brass. 

National   Tube  Co. 


Flooring,   Composition. 
American  Mason  Safety  T.  Co. 
Johns-Manville    Co.,    H.    W. 
Western  Electric  Co. 


Forglngs. 
American  Bridge  Co. 
Bliss  Co.,   E.   W. 
Standard  Motor  Truck  Co. 
Standard  Steel  Works  Co. 


Forging  &  Punching  Machinery. 
Bliss  Co.,   E.   W. 


Furnaces.    (See  Stokers.) 

Fuses  and   Fuse   Boxes. 
American    General    Eng'g    Co. 
Columbia  M.  W.   &  M.   I.   Co. 
D   &   W   Fuse   Co. 
General   Electric  Co. 
Johns-Manville  Co.,  H.   W. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 

Fuses,    Reflllable. 
Columbia  M.  W.  &  M.  I.  Co. 
Johns-Manville   Co.,   H.    W. 

Gaskets. 
Diamond   State  Fibre   Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty  Co. 

Gas   Producers. 
Westinghouse   Machine    Co. 

Gates,   Car. 

Brill  Co.,  The  J.  G. 
C!incinnatl  Car  Co. 
Jewett   Car  Co. 


Gauges,  Oil  and  Water. 
Ohio  Brass  Co. 


Gear  Blanks. 
Diamond  State  Fibre  Co. 
Standard  Steel  Wks.  Co. 


Gear    Cases. 
Columbia  M.   W.   &  M.  I.   Co. 
Electric   Service   Supplies    Co. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.  &  M.   Co. 


Gears   and   Pinions. 
American    General    Eng'g   Co. 
Amer.    Vulcanized    Fibre    Co. 
Bliss  Co.,   E.  W. 
Columbia  M.   W.   &  M.   1.   Co. 
Diamond    State    Fibre    Co. 
Electric   Service  Supplies  Co. 
Garton  Co.   W.   R. 
General   Electric   Co. 
Kerschner  Co.,  Inc.,  W.  R. 
Long  Co.,  E.  O. 
Van  Dom  &  Dutton  Co. 


Generators,  Alt. -Current. 
Allis-Chaimers    Mfg.    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 

Generators,    DIr. -Current. 
Allis-Chalmers    Mfg.    C<J. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 

Gongs.     (See    Bells  and   Gongs.) 

Gongs,    Rotary   Foot. 
Reiter,  G.  C. 

Graphite. 
Dixon  Crucible  Co..  Jos. 
Morgan  Crucible  Co. 


Grates,    Chain. 
Green   Eng.    Co. 

Greases.      (See    Lubricants.) 

Grinders   and   Grinding    Wheels. 
Indianapolis  Sw.  &  F.  Co. 
Railway  Track-work  Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western  Electric  Co. 

Grinders,    Portable,    Electric. 
Indianapolis  Sw.  &  F.  Co. 
Railway    Track-work    Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western  Electric  Co. 

Guards,   Trolley.     '  j 

Electric   Service   Supplies   Co.  I 
Ohio  Brass  Co. 

Harps,  Trolley. 
American  General  Engrg.   Co. 
Anderson  M.   Co.,   A.   &  J.  M. 
Electric   Service   Supplies   Co.i 
Garton  Co,.  W.  R.  ; 

More- Jones  Brass  &  Metal  Co., 
Star  Brass  Works.  ; 

Universal    Trolley    Wheel    (JO.) 
Western  Electric  Co.  I 

Headlights.  „    i 

Electric   Service    Supplies   (3oJ 
Esterline  Co. 
Garton  Co..  W.  R. 
General   Electric  Co. 
Long  Co.,   E.   G. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M 

Headllnlngs. 
Pantasote  Co. 
U.  S.  Metal  &  Mfg.  Co. 

Heaters,    Car,    Electric. 
Johns-Manville  Co.,  H.  W. 

Heaters,  Car,   Hot  Air. 
Cooper   Heater   Co. 
Smith   Heater   Co.,   Peter. 

Heaters,  Car,  Hot  Water. 
Cooper   Heater   Co. 
Smith  Heater  Co.,  Peter. 

Heaters,  Car,  Stove. 

Electric  Service  Supplies 

Hoists  and  Lifts. 

Curtis  &  Co.,   Mfg.   Co. 
Duft    Manufacturing    Co. 
Ford  Chain   Block  &  Mfg.  Co. 
Niles-Bement-Pond   Co. 
Van  Dorn  &  Dutton  Co. 

Hose  Bridges. 
Ohio  Brass  Co. 


Hose,   Pneumatic  and  Fire, 

Imperial    Rubber    Co.       

Johns-Manville  Co.,  H.  W 


Hydraulic   Machinery. 
AlUs-Chalmers    Mfg.    Co. 
Niles-Bement-Pond   Co. 


Impregnating     Apparatus.     . 
Vacuum  Drying  Apparatus.) 


I 


Inspection.  

Hunt   &  Co.,   Robert   W. 


I 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


51 


7180 


Buckeye  Emergency 
Jack  No.  239 


An  extra  powerful  and  handy 
Jack    for   extra   difficult    jobs. 

Forged  Parts  are 
Special  Heat  Treated 

This  Jack  can  be  worked 
from  many  angles  to  load,  yet 
full  lifting  power  is  available 
from  any  position.  Write  for 
catalog,  details  and  price. 

The  Buckeye  Mfg.  Co. 

Alliance,  Ohio 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating purpose. 

The  Sterling  Varnish  Co. 

Pittsburgh,  Pa. 


Tape  Talks  No.  5 

When  Waterproofness  is  a 
Prime  Requisite 

Every  central  station  man  has,  under 
scores  of  different  conditions,  felt  the  need 
of  a  Friction  Tape  that  is  ABSOLUTELY 
WATERPROOF. 

Realizing  this  need,  we  set  to  work  to 
fill  it.  After  several  years'  experimenting 
we  finally  evolved  a  specially  processed 
friction  tape  that  is  perfectly  and  perma- 
nently waterproof.  That  is  our  No.  269, 
which  a  number  of  large  central  stations 
have  already  found  ideal  for  their  needs.. 
A  trial  will  convince  you  of  its  efficiency. 
Send  in  a  trial  order  now. 

Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 

Pioneers  in  Insulation  Engineering 


Service  and  Durability 


Tlie  Test  of  Economy 


AMERICAN  VULCANIZED  FIBRE 

will  meet  both  requirements  of  tliis  test  if  you  will  use  it  for 
Track  Insulation. 

Write  for  our  Bulletin  "For  Safeguarding  Safety  Signal  Appli- 
ances." 

Send  us  blue  prints  of  your  fibre  parts  and  let  us  quote  you 
prices. 

AMERICAN  VULCANIZED  FIBRE  CO..    WILMINGTON,  DEL. 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

9'^?'.^  ^'■°™  °"''  Chicago  or  Elsmere  factory,  whichever  is  nearer, 
and  delivery  will  be  made  without  delay. 

Include  an  order  for  Disfico  Horn  Insulation  for  repair  work. 


Elsmere,  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chicago,  III. 


The  '^TH^cap^Exlbe"   Battery 


for 


STORAGE  BATTERY  STREET  CARS 


THEELECTRIC  STORAGEBATTErof  Ca 

PHILADELPHIA 


IKCU  arc  the  Standard  TAPES 

For  Electric  Railway  and  Lighting  'Jse 

Economy  and  Etficiency  Combined 

IMPERIAL  RUBBER  CO.,   253B.oadway,New  York.  U.  S.  A. 


CAR  SEAT 
BUMPERS 

VARIOUS  SHAPES 

Elastic  Tip  Co. 

370  Atlanilo  Ava. 
BOSTON    -    ■     MASS. 


I  ANY  NUMBER  OF 
'  ROUTE  CHANGES 

Can   be  carried   lo 
'      CREAGHEAD  DAY 
.AND  NIGHT  CAR  SIGNS 
I   Better   learn    more 
i  about  them 

'      CREAGHEAD 
ENGINEERING  CO. 
Cincinnati,  0      2 


Samson  Bell  and  Register  Cord 

Solid  braided  cotton,  extra  quality.  All  sizes  and  colors. 
More  durable,  _  more  economical  and  better  looking  than 
leather  or  rawhide.  Send  for  samples  and  full  information. 
SAMSON  CORDAGE  WORKS  BOSTON.  MASS.       2 


52 


(Instruments  to  Rubber  Specialties) 


[February  13,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  tliis  issue  of  Electric  Railway  Journal 


Instruments,  Measuring,  Testing 
and  Recording. 
Esterline  Co. 
General   Electric   Co. 
Johns- ManvlUe  Co.,  H.   W. 
Westinghouse  Elec.   &  M.   Co. 
Western  Electric  Co. 
Weston   Elec.    Instrument   Co. 

Insulating     Cloths,     Paper     and 
Tape. 
American  Vul.   Fibre  Co. 
Anderson  M.   Co.,  A.  A  J.  M. 
Diamond   State   Fibre  Co. 
Garton  Co.,  W.  K. 
General   Electric  Co. 
Imperial    Rubber    Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts   Chemical    Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 

Insulation.     (See   also    Paints.) 
Anderson  M.   Co.,  A.   &  J.   M. 
Diamond   State   Fibre   Co. 
Electric    Service    Supplies    C«. 
Imperial  Rubber  Co. 
Garton  Co.,  W.    R. 
General  Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts    Chemical    Co. 
Sterling  Varnish  Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Insulators.     (See  also   Line   Ma- 
terial.) 
Anderson  M.   Co..   A.   &  J    M. 
Creaghead   Engineering    Co. 
Drew  Elec.   &  Mfg.   Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,   W.   R. 
General   Electric  Co. 
Johns-Manville  Co.,   H.   W. 
Newark  Engineering  Mfg.  Co. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Jacks.    (See  also  Cranes,  Hoists 
and    Lifts.) 
American  General  Engrg.   Co. 
Brill  Co.,   The  J.   G. 
Buckeye  Jack  Mfg.  Co. 
Columbia  M.   W.   &   M.  I.   Co. 
Duff  Manufacturing  Co 

Jack     Boxes.      (See    also    Tele- 
phones and   Parts.) 
Electric    Service    Supplies    Co. 

Joints,   Rail. 
Falk  Co. 
Rail  Joint  Co. 
Zelnlcker   Supply  Co.,   W.  A. 

Journal    Boxes. 
Brill  Co.,   The  J.  G. 
Long  Co.,  E.  G. 
Railway  Roller  Bearing  Co. 

Lamp   Guards    and    Fixtures. 
Anderson  M.  Co.,  A.   &  J.  M. 
Creaghead    Engineering    Co. 
Electric    Service    Suppfles    Co. 
General   Electric   Co. 
Johns-Manville  Co.,  H.  W. 
Westinghouse  Elec.   &  M.   Co. 

Lamps,    Arc   and    Incandescent. 
Anderson  Mfg.  Co.,  A.  &  J.  M. 
Esterline  Co. 
General    Electric   Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 

Lamps.  Signal  and  Marker. 
Ohio  Brass  Co. 

Lathes,  Car  Wheel. 
NIIes-Bement-Pond  Co. 

Lifters,   Car  Step. 
Consolidated    Car   Fender   Co. 

Lightning   Protection. 
Anderson  M.   Co.,  A.   &  J.  M. 
Electric    Service    Supplies    Co. 
Garton  Co..  W.  R. 
General   Electric  Co. 
Newark  Engineering  Mfg.  Co. 
Ohio  Br.ass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 


Line  Material.  (See  also  Brack- 
ets,  Insulators,   Wires,  etc.) 

American    General    Eng  g    Co. 

Amer.    Vulcanized    Fibre    Co. 

Anderson  M.   Co.,   A.  &  J.   M. 

Archbold-Brady    Co. 

Creaghead  Eng'g  Co. 

Diamond   State   Fibre   Co. 

Drew  Elec.  &  Mfg.  Co. 

Electrical  Engineers  Equip- 
ment Co. 

Electric    Service    Supplies   Co. 

Garton  Co.,  W.  R. 

General    Electric   Co. 

Johns-Manville  Co.,  H.  W. 

Newark  Engineering  Mfg.  Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse  Elec.   &  M.  Co. 


Lock   Nuts  and   Washers.     (See 
Nuts  and    Bolts.) 


Locomotives,    Electric. 
Baldwin   Locomotive  Works. 
Brill  Co.,   The  J.   G. 
General  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 


Lubricants,    Oil    and    Grease. 
Dearborn  Chemical  Co. 
Dixon  Crucible  Co.,  Jos. 
Galena  Signal  Oil   Co. 
Universal    Lubricating   Co. 
Whitmore  Mfg.   Co. 


Lubricating  Engineers. 
Galena  Signal  Oil  Co. 
Whitmore  Mfg.   Co. 


Lumber.    (See  Poles,  Ties,  Posts, 
etc.) 


Machine  Tools. 
Niles-Bement-Pond   Co. 

Mats. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 


Meters.     (See  Instruments.) 


Mica. 
Long  Co.,   B.   G. 


Mirrors  for   Motormen. 
Drew  Elec.  &  Mfg.  Co. 


Motormen's    Seats. 
Electric    Service    Supplies    Co. 
Wood   Co.,    Chas.    N. 


Motors,  Electric. 
Allis-Chalmers  Mfg.  Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 


Nuts  and   Bolts. 
Allis-Chalmers  Mfg.  Co. 
Long  Co.,  E.  G. 
Standard  Motor  Truck  Co. 
U.  S.  Metal  &  Mfg.  Co. 


Oils.     (See   Lubricants.) 


Oils,   Paints. 
Sterling  Varnish  Co. 


Oscillators,   Signal. 
Protective   Signal   Mfg.    Co. 


Overhead   Equipment.    (See  Line 
Material.) 


Ozonators. 
General    Electric   Co. 
Westinghouse  Elec.  &  M.  Co. 


Packing. 
Diamond  State  Fibre  Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  C!o. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty   Co 

Packing  Rings,  Piston  Head. 
McQuay-Norris  Mfg.  Co. 

Paints    and    Varnishes.      (Insul- 
ating.) 
General   Electric  Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,    E.   G. 
Massachusetts  Chemical  Co. 
Sterling  Varnish   Co. 
Walpole  Tire  &  Rubber  Co. 


Paints    and    Varnishes.        (Pre- 
servative.) 
Dixon   Crucible   Co.,   Jos. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,  E.  G. 
Massachusetts  Chemical  Co. 
Sterling  Varnish  Co. 
Walpole  Tire  &  Rubber  Co. 


Paints  and  Varnishes  for  Wood- 
work. 
Massachusetts  Chemical   Co. 
Walpole  Tire  &  Rubber  Co. 

Paving    Material. 
American  B.   S.   &  Fdy.  Co. 
Barrett   Mfg.    Co. 
International  Creo.  &  Con.  Co. 
U.    S.   Metal  &  Mfg.   Co. 

Paving  Pitch. 
Barrett   Mfg.   Co. 

Pickups.     (Trolley   Wire.) 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 


Pinion    Pullers. 
American   General  Engrg.   Co. 
Columbia  M.   W.   &  M.   I.   Co. 
General   Electric   Co. 
Wood   Co..    Chas.    N. 

Pinions.     (See   Gears.) 

Pins,    Wood    and    Iron. 
Electric    Service    Supplies    Co. 

Ohio  Brass  Co. 


Pipe. 
National   Tube    Co 


Pipe    Fittings. 
National  Tube  Co. 
Power   Specialty  Co. 
Standard  Steel  Works  Co. 


Poles,    Metal   Street. 
American    Bridge   Co. 
Creaghead    Egineerlng    Co. 
Garton  Co.,  W.  R. 
National  Tube  Co. 
U.  S.  Metal  &  Mfg.  Co. 


Pole  Sleeves. 
Drew  Elec.    &  Mfg.  Co. 


Poles,    Ties,    Posts,    Piling    and 
Lumber. 
Garton    Co.,    W.    R. 
International  Creo.  &  Con.  Co. 
Llndsley  Bros.   Co. 
Western  Electric  Co. 


Poles  and  Ties,  Treated. 
International  Creo.  ft  Con.  Co. 
Llndsley  Bros.   Co. 
Western  Electric  Co. 


Poles,  Trolley. 
Anderson  M.   Co.,  A.  ft  J.  H. 
Columbia  M.   W.   &  M.   I.   Co. 
Electric    Service    Supplies    Co 
Garton  Co.,  W.  R. 
Long  Co.,  E.  Q. 
National  Tube  Co. 


Preservatives.     (See  Wood   Pre- 
servatlves.) 

Pressure   Regulators. 
General  Electric  Co. 
Ohio  Brass  Co. 

Pumps. 
Allis-Chalmers  Mfg.  Co. 

Punches,  Ticket. 
Bonney-Vehslage  Tool  Co. 
McGill  Ticket  Punch  Co. 
Wood  Co.,   C.   N. 

Purifiers,  Feed  Water. 
Scaife  &  Sons  Co.,  Wm.  B. 

Rail    Grinders.     (See   Grinders.) 

Rail    Welding.    (See   Brazing  « 
Welding    Processes.) 


Ralls,  New. 
Cambria  Steel  Co. 


Ralls,   Relaying. 
Zelnicker    Supply    Co.,    W.    A. 


Rattan. 
BriU  Co.,  The  J.  G. 
Electric    Service    Supplies    Co. 
Hale  &   Kilburn  Co. 
Jewett  Car   Co. 


Registers  and    Fittings. 
Brill   Co.,   The   J.   G. 
Cincinnati  Car  Co. 
Dayton  Fare  Recorder  Co. 
Electric    Service    Supplies   Co. 
Long  Co.,  E.  G. 
Rooke  Automatic  Register  Co. 


Reinforcing  Concrete. 
American  Steel  &  Wire  Co 


Relays. 
Protective  Signal  Mfg.   Co. 

Repair    Shop    Appliances.      (Set 
also  Coll  Banding  and  Wind- 
ing   Machines.) 
American    General    Eng'g    C!o 
Columbia  M.   W.    &  M.   I.   Co 
Electric    Service    Supplies   Co 

Repair  Work.      (See  also  Colli, 
Armature   and   Field.) 
Cleveland  Armature  Works. 
Columbia  M.   W.  &  M.   I.   Ce 
General   Electric   Co. 
Westinghouse  Elec.  &  M.   Co. 

Replacers,  Car. 
Columbia  M.   W.    &  M.   I.   Co 
Electric    Service    Supplies   Ce. 
U.  S.  Metal  &  Mfg.  Co. 


Resistance,  Grid. 
Ellcon  Company,  The. 

Resistance,    Wire   and    Tube. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  EUec.  &  Mfg.  Co. 

Retrievers,  Trolley.    (See  Catch- 
ers and  Retrievers,  Trolley.) 


Rheostats. 

Ellcon  Company,  The. 
General  Electric  Co. 


Roofing,    Building. 
Johns-Manville    Co.,    H. 


Roofing,   Car. 
Pantasote  Co. 
Johns-Manville  Co., 


H.  -W. 


Rubber  Specialties. 
Imperial  Rubber  Co. 
Massachusetts  Chemical  Co 
Walpole  Tire  &  Rubber  Oo 


FEBRUARY    13,    1915] 


ELECTRIC    RAILWAY    JOURNAL 


53 


THE 

CINCINNATI 

CAR 

COMPANY 


WORKS: 

WINTON  PLAGE 
CINCINNATI,  OHIO 


Niles  Car  &  Manufacturing  Company 

NILES,  OHIO 

This  car  was  designed  both  for  single  unit  motor  service 
and  for  train  service  hauling  one  trailer.  When  oper- 
ated singly,  the  rear  compartment  is  for  general  pas- 
sengers, and  smoking  is  provided  for  on  folding  seats 
in  the  baggage  room. 

When  run  in  trains,  the  rear  compartment  is  used  by 
smokers,  the  front  compartment  for  baggage  or  express 
exclusively,  and  general  passengers  are  carried  in  a 
trailer  coach. 


Length,  Si'  i" ;  width,  g'  z'/i" ;  weight,  complete  on 
track  with  Baldwin  trucks,  G.E.  600-1200  volt  equip- 
ment and  Westinghouse  air  brakes  with  dynamotor,  35 
tons.  At  purchaser's  option  this  car  is  made  of  com- 
posite or  all  steel  construction  with  solid  walls  of  steel, 
cork  and  Agasote. 

Standard  commercial  shapes  and  plates  and  riveted 
separable  joints  are  used  according  to  Niles  standard 
practice,  thus  avoiding  dependence  on  the  maker  for 
repairs  and  maintenance. 


Trade 


Odorless  Disinfectant 

Keeps  the  air  in  a 
crowded  car  pure 
Mark       and  sweet 

Solves  the  Toilet  Problem. 
Write   for  information. 

Gardner  &  Co.,  Joliet,  111. 


^ 

Ralph  B.  Kennard 

Architect 

Car  House  and  Shop 

Designing  a  Specialty 
906  N.  7th  St.,  Allentown,  Pa. 

GULICK-HENDERSON  CO. 

Inspsotlon  Railway  Equlpmant  &  Matarlala 
PITTSBURGH  CHICAGO  NEW  YORK 


THE  P.  EDW.  WISCH  SERVICE 

Suite  1 7 1 0  Detectiva  Suite  7 1 5 

Ptrk  Row  Bldg..  New  York  Board  of  Trade  BIdg.,  Boston 


h 


IT    IS    A    PAYING    INVESTMENT 


to  carry  an  adTertlwment  In  the  ELECTRIC  RAILWAY  JOURNAL 
eTery  week  in  the  year. 


Scolield  Engineering  Co.  Consmtlng  Engineers 

"  ^  PHIUiDELPHIA,  PA. 

POWER   STATIONS  GAS  WORKS 

HYDRAULIC    DEVELOPMENTS  ELECTRIC    RAILWAYS 


ROLLWAY 

Motor  Bearings 

maintain  the  armature  absolutely  cen- 
tral within  the  fields  and  thus  insure 
uniformly  high  motor  efficiency  and 
greatly  reduces  the  cost  of  mainte- 
nance. Thus  in  connection  with  the 
reduction  of  current  consumption, 
friction  and  lubricating  expenses 
soon  save  their  cost. 
They  can  be  installed  in  any  new 
or  old  box  frame  type  of  motor. 
Write  for  data. 

Railway   Roller  Bearing  Co. 

SYRACUSE,  N.  Y. 


54 


(Sand  Blasts  to  Woodworking  Machinery; 


[February  13,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Sand    Blasts. 
Curtis  &  Co.  Mfg.  Co. 

Sanders,  Track. 

Brill  Co.,   The  J.   G. 
Cleveland  Fare  Box  Co. 
Electric    Service    Supplies    Co. 
Jewett   Car   Co. 
Ohio  Brass  Co. 

Sash    Fixtures,   Car. 
Brill  Co.,  The  J.  G. 

Sash,   Metal,   Car  Window. 
Hale  &  Kilburn  Co. 

Seats,    Car. 
Brill  Co.,  The  J.  G. 
Hale  &  Kilburn  Co. 
Jewett  Car  Co. 

Seating      Material.       (See      also 
Rattan.) 
Brill  Co.,   The  J.  G. 
Jewett  Car  Co. 
Pantasote  Co. 

Second  Hand  Equipment 

(See  pages  48,  49.) 

Shade  Rollers. 

Hartshorn  Co.,   Stewart. 

Shades,  Vestibule. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies    Co 

Shovels,   Power. 

Allls-Chalmers  Mfg.   Co. 
Thew  Automatic  Shovel  Co. 

Signals,  Highway  Crossing. 
Electric    Service    Supplies   Co. 
Hoeschen  Mfg.  Co. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Ohio  Signal  Co. 
Protective  Signal  Mfg.  Co. 
Simmen  Auto.  Ry.  Sig.  Co. 
U.    S.    Electric   Signal   Co. 

Signal  Systems,    Block. 
Federal    Signal    Co. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Simmen  Auto  Ry.   Sig.  Co. 
Street  Railway  Signal  Co. 
Union  Switch  &  Signal  Co. 
U.   S.  Electric  Signal  Co. 
Western  Electric  Co. 
Wood  Co.,  Chas.   N. 

Signs,  Car  and  Track. 

Columbia   M.  W.   &  M.   I.   Co. 
Creaghead  Engineering  Co. 
Electric    Service    Supplies    Co. 
Western  Electric  Co. 

Skylights. 

National  Ventilating  Co. 

Sleet  Wheels  and  Cutters. 
American    General    Eng'g    Co. 
Anderson  M.   Co.,  A.  &  J.  M. 
Bonney-Vehslage  Tool  Co. 
Drew  Elec.   &  Mfg.  Co. 
Garton   Co.,  W.  R. 

Snow- Plows,    Sweepers    and 
Brooms. 
Brill   Co.,    The  J.   G. 
Columbia  M.  W.  &  M.  I.  Co. 
Consolidated  Car  Fender  Co. 

Solder  and  Solder  Flux. 
Westinghouse  Elec.  &  Mfg.  Co. 

Speed   Indicators. 
Johns-Manville  Co.,  H.  W. 
Wood  Co.,  C.  N. 


Splicing    Compounds. 
American  General  Eng'g  Co. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,   H.   W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &   Rubber  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Splicing    Sleeves.      (See    Clamps 
and    Connectors.) 

Springs. 
American  Steel  &  Wire  Co. 
Brill  Co.,   The  J.   G. 
Niles  Car  &  Mfg.  Co. 
Standard  Steel  Works  Co 
Union    Spring    &    Mfg.    Co. 

Sprinklers,    Track    and    Road. 
Brill  Co.,   The  J.   G. 

Steps,  Car. 

American  Mason   S.  T.   Co. 

Stokers,   Mechanical. 
Babcock  &  Wilcox  Co. 
Green  Eng'g  Co. 
Murphy  Iron  Works. 
Westinghouse  Machine  Co. 

Storage    Batteries.       (See    Bat- 
teries,   Storage.) 

Structural   Iron.      (See  Bridges.) 

Superheaters. 
Babcock  &  Wilcox  Co. 
Power  Specialty  Co. 

Sweepers,  Snow.  (See  Snow- 
Plows,  Sweepers  and  Brooms.) 

Switchboard  Mats. 
Imperial   Rubber  Co. 
Indianapolis  S.   &  Frog.   Co. 
Massachusetts  Cliemical  Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 

Switchstands. 

Indianapolis  Sw.  &  F.  Co. 
Kilby  Frog  &   Switch  Co. 
Ramapo  Iron  Works. 
Weir  Frog  Co. 

Switches,  Automatic. 
U.  S.  Electric  Signal  Co. 
Western  Electric  Co. 

Switches,    Track.       (See    Track, 
Special  Work.) 

Switches    and    Switchboards. 
Allis- Chalmers  Mfg.   Co. 
Anderson  M.   Co.,  A.   &  J.   M. 
Cutter  Electrical  &  Mfg.  Co. 
Electrical     Engineers     Equip- 
ment Co. 
Electric    Service    Supplies    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &   M.    Co. 

Tapes  &  Cloth.     (See  Insulating 
Cloths,   Paper  and   Tape.) 

Telephones   and    Parts. 

Electric    Service    Supplies    Co. 
Western  Electric  Co. 

Testing,    Electrical. 

Hunt  &  Co.,   Robert   W. 

Testing  Instruments.  (See  in- 
struments. Electrical,  Measur- 
ing,   Testing.) 

Thermostats. 
Railway  Utility  Co. 


Tie  Plates. 

Cambria  Steel  Co. 

Ties,    Wood.      (See    Poles,   Ties, 
etc.) 

Tools,  Track  and   Miscellaneous. 
American  General  Eng'g  Co. 
American  Steel  &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric    Service    Supplies    Co. 
Johns-Manville  Co.,   H.   W. 
Klein  &  Sons.  M. 
Railway  Track-work  Co. 

Towers    &    Transmission    Struc- 
tures. 
Archbold-Brady  Co. 
Westinghouse  Elec.   &  M.   Co. 

Track,  Special  Work. 

Columbia   M.    W.    &  M.    I.    Co. 
Falk  Co..  The. 
Indianapolis  .Sw.  &  F.  Co. 
Kilby   Frog   &   Switch   Co. 
New  York  S.   &  Cross.  Co 
Ramapo  Iron  Works  Co. 
St.    Louis   Steel  Fdry.   Co.  | 

Weir  Frog  Co. 

Transfers,     (See  Tickets.) 

Transfer  Tables.  i 

Archbold-Brady   Co. 
Nichols  &  Bro..  G.  P. 

Transformers. 
Allis-Chalmers  Mfg.   Co. 
General  Electric  Co. 
Western  Electric  Co.  i 

Westinghouse  Elec.   &  M.  Co.  i 


Ventilators,   Building. 
National  Ventilating  Co. 

Ventilators,  Car. 
Brill  Co.,   The   J.   G. 
Cincinnati   Car  Co. 
Railway  Utility  Co. 
Smith  Heater  Co.,   Peter, 

Vestibules,   Portable. 
Brill  Co.,  The  J.  G. 

Volt  Meter.     (See  Instruments.) 

Washers. 

Diamond  State  Fibre  Co. 


Treads,       Safety,       Stair,       Car 
Step. 
American  Mason  Safety  T.  Co. 
Garton  Co.,   W.  R.  1 

Imperial  Rubber  Co. 

Trolley  Bases.  ' 

Anderson   M.    Co.,   A.   &  J.    M. 
Electric    Service    Supplies    Co. 
General   Electric   Co. 
Oliio  Brass  Co. 
Wasson   Engrg.   &   Supply  Co.  [ 

Trolleys  and  Trolley  ^sterns. 
Curtis  &  Co  ,   Mfg.   Co.  . 

Trucks,  Car. 
Baldwin  Locomotive  Works. 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Long  Co..  E.  G. 
Niles  Car  &  Mfg.  Co.     • 
Standard  Motor  Truck  Co. 

Tubing,  Steel. 
National  'Tube  Co. 

Turbines,  Steam. 

Allis-Chalmers  Mfg.   Co. 
General   Electric   Co. 
Western  Electric  Co. 
Westinghouse  M)achine  Co 

Turbines.  Water. 

Allis-Chalmers  Mfg.   Co. 

Union  Couplings. 
National  Tube  Co 

Vacuum   Drying  and   Impregnat- 
ing Apparatus. 
Allis-Chalmers  Mfg.  Co. 

Valves. 
National  Tube  Co. 
Ohio   Brass   Co. 

Varnishes.       (See    Paints,    etc.) 


Waste   Boxes. 
Garton  Co.,  W.   R 

Water,     Softening     &     Purifying 
Systems. 
Scaife  &  Sons  Co.,  Wm.  B. 

Welders,  Portable,  Electric.  ! 

Indianapolis  Sw.  &  F.  Co. 

Welding  Processes.  : 

Electric  Ry.  Improvement  Co    ' 
Falk  Co.  ; 

Indianapolis  Sw.  &  F.  Co. 
Oxweld  Acetylene  Co. 

Wheel      Guards.       (See     Fender  , 
and  Wheel  Guards.)  [ 

Wheels,  Car,  Cast  Iron.  ' 

Long  Co.,  E.  G. 

Wheels,    Car     (Steel    and    Stee)  ! 
Tired). 
Standard  Steel  Works  Co  ; 

Wheels,  Trolley. 
American    General    Eng'g    Co. 
Anderson.  M.  Co.,  A.   &  J.  M. 
Columbia  M.   W.    &   M.   I.    Co. 
Electric  Service  Supplies  Co 
Garton   Co.,   W.   R. 
General  Electric  Co. 
Johns-Manville  Co.,   H.  W. 
Long  Co.,   E.   G. 
MJore-Jones,  B.  &  M.  Co. 
Star  Brass  Works. 
Universal  Trolley  Wheel  Co. 

Whistles,  Air. 
General  Electric  Co. 
Ohio  Brass  Co. 

Winding  Machines.  (See  Coll 
Banding  and  Winding  Ma- 
chines.) 

Window  Operating  Devices. 
(See  Sash  Operating  Appa- 
ratus.) 

Wire  Rope. 

American  Steel  &  Wire  Co 

Wires  and  Cables. 
Aluminum    Co.    of    America. 
American  Steel  &  Wire  Co. 
Bridgeport  Brass  Co. 
D  &  W  Fuse  Co. 
Garton  Co..  W.  R. 
General   Electric  Co. 
Kerite  Insui.  Wire  &  Cable  Co.i 
Roebling's   Sons   Co.,   John   A.] 
Western  Electric  Co. 
Westinghouse   Elec.   &   M. 

Wood    Preservatives. 
Barrett  Mfg.  Co. 
International  Creo.  &  Con. 
Lindsley    Brothers   Co. 
Northeastern  Co..    The. 

Woodworking    Machinery. 
Allis-Chalmers  Mfg.  Co. 


FORD     TRIBLOC 

A  Chain  Hoist  that  excels  in  every  feature.  It 
has  Planetary  Gears,  Steel  Parts,  3^  to  1  factor 
of  Safety.  It's  the  only  Block  that  carries  a 
five-year  guarantee. 

FORD     CHAIN     BLOCK     fis     MFG.     CO. 
142    Oxford    Street,  Philadelphia 


JACKS 


Barrett    Track    and    Car  Jacks 

Barrett     Emergency    Car  Jacks 

Duff  Bail    Bearing    Screw  Jacks 

Duff    Motor    Armature  Lifts 


The  Duff  Manufacturing  Co.,  Pittsburgh,  Pa. 


Eviry 

tinaln*  Rolltr 

t'  hiilhs  nami 


Kant 

f"" 

>    manuFicturer, 
:        SIEWART 

HARTSHORN 
^.Intorlptonlabil 


WtRT^^tims 


■pw^ 


HARTSHORNS  SPECIAL  CAR 'ROLLER: 


TIN  ROLL 


STEWART  HARTSHORN  CO.,  Odic*  and  Fictoryi  E.  Newark, 
NEW  rORK;   3B2  Lala)etlc  St,         CHICAOO :   338-344  Wabath  Atai 


I 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


55 


aj*e  cordially 

INVITED 
itolNSPECT 


NEW 

CENTRAL 

PLANT 

V 

CANDLER 
BUILDINC 

220  W:  42  «d.  Si. 
NEW    YORK    CITY 


^n^tHcn 


56 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 


NOTICE  TO  ADVERTISERS: 


Prtntingr  beffins  on  Tuesday  of  earh  week. 

ClianK^B  of  copy  received  up  to  10  A.  M.  Monday  will  ap- 
pear in  the  issue  of  the  following  week,  but  no  proofs  can  be  sub- 
mitted  for  OK   before   publication. 

Ne^v    AtlvertlHenienti*    (not   changes   of   copy)    received    up 


to  Wednesday  noon  can  appear  in  the  issue  of  that  week,   but  no 
proofs  can  be  shown. 

If  proofs  before  printing  are  required,  change  of  copy 
and  copy  for  new  advertisements  must  l>o  in  our  bands  10  days  in 
advance  of  the  date  of  pubii<-ation. 


A 

Page 

Albany  Southern  R,  R.  Co 47 

Allis-Chalraers    Mfg.    Co 12 

Aluminum   Co.    of   America 38 

Amer.  Brake  Shoe  &  Fdry.  Co..  45 

American   Car   Co 59 

American  General  Eng'g  Co 42 

American  Mason  S.  T.  Co 44 

American  Steel  &  Wire  Co 40 

American  Vulcanized  Fibre  Co..   51 
Anderson  Mfg.  Co.,  A.  &  J.  M.  .   30 

Archbold,  Brady  Co 38 

Archer   &    Baldwin 47 

Arnold   Co.,   The 28 


Babcock  &   Wilcox  Co 41 

Baldwin  Locomotive  Works,  The.  37 

Barrett  Mfg.   Co 38 

Berais,  Anthony  J 28 

Bliss  Co.,   E.    W 45 

Bonney-Vehslage    Tool    Co 43 

Bridgeport   Brass  Co 13 

Brill  Co.,  The  J.  G 59 

Buckeye  Jack  Mfg.   Co 51 

Byllesby  &  Co.,  H.  M 28 


Cambria  Steel  Co 31 

Canton  Culvert  &  Silo  Co 40 

Cincinnati    Car    Co 53 

Cleveland  Armature  Works 46 

Cleveland  Fare  Box  Co 43 

Cleveland  Frog  &  Crossing  Co..   40 

Collier,    Inc.,    Barron    G 55 

Columbia  M.  W.  &  M.  I.  Co...  34 

Consolidated  Car  Fender  Co 33 

Cooper  Heater  Co.,  The 42 

Creaghead    Engineering    Co 51 

Curtis  &  Co.  Mfg.  Co 40 

Cutter    Co 42 


D  &  W  Fuse  Co 42 

Dayton  Fare  Recorder  Co 43 

Dearborn    Chemical    Co 41 

Diamond  State  Fibre  Co 51 

Dixon    Crucible    Co.,    Joseph 38 

Drew  Elec.  &  Mfg.  Co 39 

Duff  Manufacturing  Co.,  The...   54 


Eclipse  Railway  Supply  Co 44 

Elastic  Tip  Co 51 

Electrical    Engineers    Equipment 

Co "0 

Electric  Eqiiipment  Co 47 

i^lectric  Railway  Imp.  Co 30 

Electric  Railway  Journal. 3,  6,  16,  17 
Electric   Service  Supplies  Co....    14 


Page 

Electric  Storage  Battery  Co 51 

Ellcon   Company,    The 8 

Esterline   Co.,   The 44 

Etter,    Chas.    F 42 


Falk    Co 40 

Federal  Electrical  Mfg.  Co 46 

Federal    Signal    Co 39 

Fibre  Conduit   Co 37 

Ford,   Bacon   &    Davis 28 

Ford  Chain  Block  &  Mfg.  Co...  54 

"For   Sale"  Ads 46,  47 


Galena  Signal  Oil  Co 58 

Gardner  8e  Co 53 

Carton  Co.,  W.  R 46 

General  Electric  Co., 

21,  22,  Back  Cover 

Green    Eng'g    Co 41 

Greims   Corp.,   H.    E 28 

Gulick-Henderson    Co 53 


Hale   &   Kilburn   Co 44 

Halsey  &  Co.,  N.  W 28 

Hartshorn   Co.,   Stewart 54 

"Help  Wanted"   Ads 47 

Herrick,    Albert    B 28 

Hoeschen  Mfg.   Co 39 

Hovey,   M.   H 28 

Hunt  &  Co.,  Robert  W 28 


Imperial   Rubber   Co 51 

Indianapolis  Switch  &  Frog  Co..  10 

International  Creo.  &  Con.  Co..  38 

International    Register   Co.,   The.  43 

'I 


Jackson,  D.  C.  &  Wm.  B 28 

Jeandron,  W.  J 49 

Jewett  Car  Co 36 

Johns-Manville    Co.,    H.    W 35 

Johnson,   Chas.    F 46 

Johnson   Fare  Box  Co 43 


Kennard,  Ralph  B 53 

Kerite  Insul.  Wire  &  Cable  Co..   37 

Kerschner  Co.,  Inc.,  W.  R 46 

Kilby  Frog  &  Switch   Co 40 

Kinnear   Mfg.    Co 42 

Klein   &   Sons,   M 38 

Kuhlman  Car  Co.,  G.   C 59 


L 

Page 

Le   Carbone   Co 49 

Lindsley  Bros.  Co 38 

Long  Co.,  E.  G 49 


M 

McGill   Ticket    Punch    Co 43 

McGraw-Hill  Book  Co 15,  29 

McQuay-Norris   Mfg.    Co 35 

MacGovern  &  Co.,   Inc 46 

Massachusetts   Chemical   Co 51 

More-Jones  Brass  &  Metal  Co.  ..   49 

Morgan    Crucible    Co 49 

Murphy    Iron    Works 41 


N 

National   Brake   Co 19 

National  Tube   Co 38 

National  .Ventilating    Co 41 

Newark    Eng'g    Mfg.    Co 38 

New  York  Switch  &  Crossing  Co.  39 

Nichols   &    Bros.,   Geo.    P 38 

Niles-Bement-Pond     Co 42 

Niles  Car  &  Mfg.  Co 53 

Northeastern  Co.,  The 38 

Northey-Simmen  Signal  Co.,  Ltd.  39 


Ohio    Brass   Co 7 

Ohio   Signal  Co 39 

Oxweld  Acetylene  Co 42 


Pantasote    Co 44 

Parmenter  F.   &  W.   G.  Co 32 

"Positions  Wanted"  Ads 47 

Power   Specialty   Co 41 

Prepayment  Car  Sales  Co 9 

Protective   Signal  Mfg.   Co 39 

Publisher's    Page 6 

Pyrene  Mfg.  Co 33 


Rail    Joint    Co 31 

Railway  &  Power  Equipment  Co.  46 

Railway  Roller    Bearing  Co 53 

Railway  Supply  &  Curtain  Co...  42 

Railway    Track  work    Co 32 

Railway    Utility    Co 44 

Ramapo  Iron  Works 38 

Richey,    Albert    S 28 

Roebling's  Sons  Co.,  John  A 38 

Rooke  Automatic  Register  Co...  43 
Roosevelt  &  Thompson 28 


8 

Page 

St.   Louis  Steel  Fdry 40 

Samson   Cordage   Works 51 

Sanderson  &'  Porter 2>^ 

Scaife  &  Sons  Mfg.  Co.,  Wn.     B.  42 

Scofield  Engineering  Co 5."' 

Searchlight    Section 46,  47 

Second  Hand  Equip 46,  47 

Simmen  Automatic  Railway  Sig- 
nal   Co 39 

Smith  Heater  Co.,  Peter 4/ 

Standard  Motor  Truck  Co 34 

Standard   Steel   Works  Co 36 

Star  Brass  Works 44 

Stephenson    Co.,   John 59 

Sterling  Varnish  Co 51 

Stone  &  Webster  Eng'g  Corp...   28 
Street  Railway  Signal  Co 39 


Thew  Automatic  Shovel  Co 40 

Titanium  Alloy  Mfg.  Co 5" 


Union    Switch   &   Signal  Co 27 

Union  Spring  &  Mfg.  Co 44 

U.  S.  Electric  Signal  Co 11 

U.  S.  Metal  &  Mfg.  Co 39 

Universal  Car  &  Mfg.  Co.,  Inc., 

Front  Cover 

Universal  Lubricating  Co.,  The..  45 

Universal  Trolley  Wheel  Co 44 


Van  Dorn  &  Dutton  Co 4.S 


W 

Walpole  Tire  &  Rubber  Co 5) 

"Want"    Ads 47 

Wason  Mfg.  Co 59 

Wasson  Engrg.  &  Supply  Co....  44 

Weir   Frog  Co 40 

Western  Electric  Co 18 

Westinghouse  Elec.  &  Mfg.  Co. .     ^m 

Westinghouse  Machine  Co ^M 

Westinghouse  Traction  Brake  Co.    ^B 

Weston  Elec.  Instrument  Co 49 

White  Companies,  The  J.  G 28 

Whitmore  Mfg.    Co 45 

Wisch  Service,  The   P.   Edw 53 

Wood   Co.,  Chas.   N 39 

Woodmansee  &  Davidson,  Inc..  28 


Zelnicker  Supply  Co.,   Walter  A.l 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


57 


TITANIUM  IN  RAIL  STEEL 


No.  14 


Standard  Open  Hearth  A  Rail 


--Si 


Sulphur  Prints 

and 

Chemical  Analyses 


Titanium-Treated  Open  Hearth  A-Rail 


It  is  a  well  known  fact  that  Carbon,  Phosphorus  and  Sulphur  segregate  along 
similar  lines.  Diagrams  below — showing  average  segregation  of  Carbon,  Phos- 
phorus and  Sulphur  in  17  Samples  of  Standard  and  17  of  Titanium  Treated  Open 
Hearth  A-Rails  reported  upon  in  Bulletins  i  to  7  inclusive  prove  this  fact  and 
show  graphically  the  greatly  reduced  segregation  of  these  elements  in  the 
Titanium-Treated  Rails. 


Carborv 


fapof>l~< 

C  H 

Wob 

Flango 

./\ 

/ 

•            \ 

\ 

^ 

/ 

Standard 


Titanium  Treated 


In  studying  Sulphur  Prints  it  should  be  remembered  that 
excessive  segregation  of  Sulphur  there  illustrated  indicates 
similar  segregation  of  Carbon  and  Phosphorus — those  two 
dangerous  embrittling  elements. 


TITANIUM  ALLOY  MANUFACTURING  COMPANY 


Operating  Under  Rossi  Patents 

General  Office  and  W^orks: 
Niagara  Falls,  N.  Y. 

New  York  Office:  15  Wall  Street 


Processes  and  Products  Patented 

Pittsburgh  Office :       Oliver  Building 
Chicago  Office :  Peoples  Gas  Building 


AGENTS: 
Great  Britain  and  Europe:    T.  ROWLANDS  &  CO.,  Sheffield,  England 


58 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


Galena  Service  is  not  a 
case  of  explaining  what 
to  do— 

Galena  experts  work  with  and  for  your  men 
— establish  their  proper  co-operation  with 
efficient  methods — and  through  the  medium 
of  Galena  Oils  produce  a  saving  in  your  lubri- 
cating cost. 

A  Galena  contract  makes  no  restrictions 
on  the  quantity  of  oil 
to  use — quantities  may 
vary  but  the  cost  can- 
not go  above  the  guar- 
anteed maximum. 

Why  not  get  ALL 
the  details  of  the  sav- 
ings we  are  ready  to 
guarantee  under  con- 
tract? 

Galena 
Signal  Oil  Co. 

Franklin,  Pa. 


-pts 


February  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


59 


BRILL  No.  27-M.CB.  TRUCK 


\ 


7i^ 


Q)    ' 


„J  , '1  iiiik.; 


i-AJi'# 


/  /■ 


<*'~r'HE.  provision  of  a  short  bearing  for  the  equalizing  bars  on  the  journal 
■  boxes  by  means  of  pockets  was  a  special  feature  of  the  first  Brill  No. 
27-M.C.B.  Truck  built  and  has  been  a  special  feature  ever  since.  It  cuts 
nearly  one-half  from  the  length  of  the  bearing  of  the  ends  of  the  equali- 
zers and  so  lets  the  box  move  up  and  down  between  the  pedestals  with 
a  minimum  of  friction.  The  longer  the  bearing  of  the  equalizers  the 
greater  the  friction  because  the  longer  bearing  holds  the  box  rigidly  in 
a  canted  position  and  makes  it  scrape  and  grind.  A  steel  plate,  1/8-in. 
thick,  is  put  in  the  bottom  of  each  pocket  to  prevent  the  equalizers  from 
wearing  into  the  boxes." 


THE     J.     G.    BRILL     COMPANY 

Philadelphia,  Pa. 
AMERICAN    CAR     COMPANY 

5t.  Louis,  Mo. 
G.    C.     KUHLMAN     CAR     CO. 

Cleveland,  Ohio 

WASON   MANUFACTURING   CO. 

Springfield,  Mass. 

COMPAGNIE     J.     G.     BRILL 

Paris.  France 


AGENCIES:  Pierson,  Robdimo  &  Co.,  San 
Francisco,  Los  Angeles.  Portland,  Seattle.  Noyks 
Brothers, Melbourne.  Sidney,  Dunedln, Brisbane, 
Perth.  C.  DuBBELMAN,  48  Rue  du  Luxembourg, 
Brussels.  Shacklekord  &  Co.,Calle  San  Martin 
201,  Buenos  Aires.  Thomas  Barlow  &  Sons, 
Durban,  Natal.  Shewan,Tomes&Co.,  HonfeKon^, 
Canton,  Shanghai.  G.  Checchetti,  Piazza  Sicllla, 
I.Milan.  London  Oefice.I  1 0  Cannon  Street,  E..C. 


60 


ELECTRIC    RAILWAY    JOURNAL 


[February  13,  1915 


G-E  60  Cycle  Synchronous  Converters 
Prove  Successful  on  168  Mile 
Transmission  Line 

One  of  the  most  interesting  installations  on  the  Pacific 
Coast  is  the  1500  Kw.  commutating  pole  synchronous  con- 
verter of  the  United  Railways  of  San  Francisco,  illustrated  ^ 
above. 

This  unit  has  been  operating-  successfully  for  over  a  year 
under  the  severe  conditions  imposed  by  a  long  60  cycle  trans- 
mission line  and  a  heavy  city  railway  load. 

Starting  is  easily  accomplished.  Heavy  overloads  have 
failed  to  throw  the  machine  out  of  step. 

A  repeat  order  recently  received  proves  its  success. 


General  Electric  Company 


Atlanta,  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,  Mont. 
Charleston,  W.  Va. 
Charlotte,  N.  C. 
Chattanooga,  Tcnn. 
Chicago,  III. 
Cincinnati,  Ohio 
Cleveland,  Ohio 


Columbus,  Ohio 
Dayton,  Ohio 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich. 
(Office  of  Agent) 
Duluth,  Minn. 
Elmira,  N.  Y. 
Eric,  Pa. 

Fort  Wayne,  Ind. 
Indianapolis,  Ind. 


General  Office:  Schenectady,  N.Y. 

ADDRESS  NEAREST  OFFICE 


Jacksonville,  Fla. 
Joplin,  Mo. 
Kansas  City,  Mo. 
Knoxville,  Tcnn. 


Los  Angeles,  Cal. 
Louisville,  Ky. 
Memphis,  Tcnn. 
Milwaukee,  Wi». 


Minneapolis,  Minn. 
Nashville,  Tenn. 
New  Haven,  Conn. 
New  Orleans,  La. 
New  York,  N.  Y. 
Niagara  Falls,  N.  Y. 
Omaha,  Neb. 
Philadelphia,  Pa. 
PittsburR,  Pa. 
Portland,  Ore. 
Providence.   R.  I. 
Richmond,  Va. 


Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  Utah 
San  Francisco,  Cat. 
Schenectady,  N.  Y. 
Seattle,  Wash. 
Spokane,  Wnsh. 
Springfield,  Mass, 
Syracuse,  N.  Y. 
Toledo.  Ohio 
Washington,  D,  C. 
Youngstown,  Ohio 


For  Texas,  Oklahoma  and  Arizona  business  refer  to   Southwest  General  Electric  Company    (formerly  Hobson  Electric  Co.),  Dallas, 
El    Paso.   Houston   and   Oklnhnma   City.     For  Canadian  buainess  refer  to   Canndian  General  Electric  Company.  Ltd.,  Toronto,  Ont. 


r>.^30 


LECTRLLRAILWAY 


/olume  45 
Slumber  8 
^eb.  20,   1915 


'\ 


S 


'^4y 


AL 


McGraw 
Publishing 
Co.,    Inc. 


^ 


GOMBUSTJOrj 
LOCOriOTIVE 


,u 


I 


a^Mi^m 


40-Ton  Gasoline  Locomotive 


Operated  from  either  end. 
Constructed  to  take  short  curves. 
Speeds  to  60  miles  per  hour 
Clutch  operates  pneumatically. 
Especially  applicable  to  Elevated 
and  Interurban  Railways  and  for 
Terminal  and  other  Railroad  ser- 
vice. 
ONE-MAN  OPERATION. 


Heats  and  lights  its  own  train. 
Standard  Gauge  and  Standard  equip- 
ped with  couplers  and  airbrakes. 
Economical  in  its  use  of  fuel. 
"Picks -up"  quickly  and  "gets  away" 
speedily . 

Has  54-inch  drivers. 
Is  very  responsive  to  its  con- 
trol. 


WRITE  US  ABOUT  THIS  40-TON,  DOUBLE-END  PROPOSITION.   IT  WILL  PAY  YOU  I 


INTERNAL  COMBUSTION  LOCOMOTIVE  COMPANY 
Equitable  Building,  Wilmington,  Dela^ware 

J.  W.  McKay,  Gen.  Mgr. 


2 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


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No.  323- V— 35  HP         No.  532-B— 40  HP 


Split  Frame 


B 


ox   r  rame 


No.  632-B— 40  HP 

Split  Frame 


No.  307-V— 45  HP       No.  307-CV— 45  HP       No.  306-CV— 55  HP 

Split  Frame  Box  Frame  Box  Frame 


No.  306- V— 55  HP 

Split  Frame 


No.  547-A— 60  HP        No.  548-A— 75  HP 


B 


ox   r  rame 


B 


ox  frame 


All  railway  men  recognize 
the  great  value  of 

Efficient  Standards 


THE  Westinghouse  Line  of  Railway  Motors  represents  no  radical   depar- 
tures in  design,  standards  of  proven  reliability  and  economy  have  been 
adhered  to,  only  minor  detail  improvements  being  introduced,  and  the 
fact  remains  that 

Westinghouse   Railway  Motors  Are  the  Recognized 
Standards  of  Ideal  Construction 

Lighter  Weight  Efficient  Speed 

Study  every  detail  part  and  be  convinced. 

Westinghouse  Electric  &  Manufacturing  Co. 

East  Pittsburgh,  Pa. 


Atlanta,  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Bluefield,  W.  Va. 
Boston,  Mass. 
Buffalo.  N.  Y. 
Hutte,  Mont. 
Charleston.  W.  Va. 


Charlotte,  N.  C. 
Chicago,  111. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Coliimhus,  Ohio 
*  Dallas,  Tex. 
Dayton,  Ohio 
Denver,  Colo. 


Detroit,  Mich. 
•El  Paso,  Tex. 
•Houston,  Tex. 
Indianapolis,  Ind. 
loplin.  Mo. 
Kansas  City,  Mo, 


Louisville,  Ky. 
I^os  Angeles,  Cal. 
Memphis,  Tenn. 
Milwaukee^  Wis. 
Minneapolis,  Minn. 
Ne«'  Orleans,  La. 


New  York,  N.  Y. 
Onialia,  Neb. 
Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Portland,  Ore. 
Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City.  Utah 


San  1-rancisco,  Cal. 
Seattle,  Wash. 
Syracuse,  N.  Y. 
Toledo,   Ohio 
Washington,  D.  C. 
•W.   E.  &  M.  Co. 
of  Texas 


a 

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Electric  Railway  Journal 


New  York,  February  20,  1915 


Volume  XLV     No.  8 


Contents 


Pages  361  to  lO't 


Front  Entrance,  Center-Exit  Car  for  Cleveland 

364 

This  new  semi-steel  car,  whicti  is  designed  especially 
for  crosstown  service,  combines  the  principles  of  the 
near-side  and  center-entrance  types,  and  also  the  pay- 
as-you-leave  and  pay-as-you-enter  systems  of  fare 
collection. 


Communications 


380 


Electric  Railway  Journal,  Feb.  20,  1915. 


4Vj  cols. 


Results  Obtained   by   Instruction   Department, 
New  York  State  Railways,  Rochester  Lines 

367 

The  author,  George  Lawson,  who  is  supervisor  of  em- 
ployment and  instruction,  describes  the  methods  of  in- 
stiuction  employed  and  the  remarkable  reduction  in 
number  of  accidents  secured  by  concentration  of  effort 
on  instruction  of  new  platform  men. 

Electric  Railway  Journal,  Feb.  20,  1915.  5  cols. 

The  Code  of  Principles  370 

In  a  letter  to  the  editors,  O.  T.  Crosby  suggests  certain 
changes  in  the  present  code.  The  sliding  scale  of  re- 
turns to  capital  is  discussed  and  co-operation  with  other 
public  utility  associations  recommended. 

Electric  Railway  Journal,  Feb.  20,  1915.  714  cols. 

Regulation  for  the  Jitney  Bus  374 

Recent  .developments  have  shown  the  need  for  con- 
trolling the  operation  of  itinerant  5-cent  bus  lines,  and 
the  steps  taken  in  this  direction  by  various  communi- 
ties are  outlined,  with  brief  accounts  of  the  experiences 
making  them  necessary. 

Electric   Railway  Jouknal,  Feb.   20,   1915.  7  cols. 

American  Association  News  379 

Reports  of  meetings  of  committees  on  rules,  engineer- 
in  er-accounting  and  passenger  traffic — Additional  de- 
tails of  first  Manila  section  meeting — Manufacturers' 
Association  notes. 


Important  Factors  in  Railway  Electrification.  Start- 
ing Resistances  for  Railway  Motors.  The  Sales  of 
Scrap  Metals. 

Electkic  Railway  Journal,  Feb.  20,  1915.  2Vi  cols. 

Equipment  and  Its  Maintenance  382 

Equipment  Defects — Controller  Reverse  Drums  and  In- 
terlocking Mechanism — By  C.  W.  Squier.  Car  Life 
of  Plain  Curves — By  M.  Bernard.  Maintenance  of 
Cars  at  Rome,  Ga. — By  A.  Wade.  A  Home-Made  Junc- 
tion Box — By  J.  G.  Koppel.  Maintenance  Costs — Cor- 
rect Handling  of  Equipments — By  H.  A.  Leonhanser. 
Block  to  Protect  Switch  Blades  of  Type  K  Controller. 
Pennsylvania  Locomotive  on  Turn  Table  at  Panama- 
Pacific  Exposition.  Portable  Fault  Localizer.  A  Test 
of  Vanadium  Rails.    Vending  Machine  for  Cars. 

Electric  Railway  Journal,  Feb.  20,  1915.  14  cols. 


Electric  Railway  Journal,  Feb.  20,  1915. 


31/0  cols. 


Editorials 

Novel  Service  Record  Chart 
A.  I.  E.  E.  Midwinter  Convention 
Ohio  Compensation  Rules 
Standard  Boiler  Code  Approved 
Status  of  the  Engineer 
Needs  of  Regulation 
News  of  Electric  Railways 
Financial  and  Corporate 
Traffic  and  Transportation 
Personal  Mention 
Construction  News 
Manufactures  and  Supplies 


361 
366 
369 
373 
377 
378 
378 
389 
393 
396 
400 
401 
403 


James  H.  McGeaw,  President.       A.  E.  Clifford,  Secretary.       J.  T.  De  Mott,  Treasurer.        H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 


Chicago,  1570  Old  Colony  Bldg. 
Cleveland,  Leader-News  Bldg. 
Philadelphia,  Real  Estate  Trust  Bldg. 


239  West  39th  St.,  New  York  City 


San  Francisco,  502  Rlalto  Bldg. 

Denver,  Boston  Bldg. 

London,  10  Norfolk  St.,  Strand. 


United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4.50;  elsewhere,  $6.    Single  copy,  10c. 

Copyright,  1915,  by  McOraw  Publishing  Company,  Inc.     Published  Weeltly.    Entered  at  N.  T.  Post  Office  as  Second-Class  Mall. 

No  back  volumes  for  more  than  one  year,  and  no  back  copies  for  more  than  three  months. 


Circulation  of  this  issue  8000  copies. 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


CEKTMaSZ 


»i'v^fe..-''^'>.L^''  ■■ 


High  efficiency,  long  life 
and  simplicity  are  the 
characteristic  features 
of  \^^stinghouse  Turbine- 
Driven  Pumps,  which  are 
built  for  hi£^h  and  lew- 
heads  and  all  capacities. 

The  Westinghouse  I^chine  Co., 

Prime   Movers  3^  Auxiliaries, 

East   Pittsburgh,  Pa. 


February  20,  1915]  ELECTHIC    RAILWAY    JOURNAL 


SPEED 

(Speed  is  good,  Safety  is  better,    Speed-Safety  is  best) 


FIRMLY  LINKED  WITH  THE  THOUGHT  OF  TRAVEL 
IN  THE  MIND  OF  THE  AVERAGE  AMERICAN  IS  THE 
IDEA  OF  SPEED.  THE  RESTLESS  ENERGY  OF  A  NATION 
EXPRESSES  ITSELF  IN  A  DESIRE  TO  MOVE  QUICKLY. 
WE  TAKE  THE  "EXPRESS"  IN  PREFERENCE  TO  THE 
"LOCAL"  EVERY  TIME. 

ELECTRIC  OPERATION  TENDS  TOWARDS  HIGH 
SPEEDS.  SUBWAY  AND  ELECTRIC  TRAIN  MOVEMENT 
COMPARE  WITH  THE  BEST  STEAM  ROAD  SCHEDULES, 
WHILE  "A  MILE  A  MINUTE"  IS  COMMON  ON  INTER- 
URBAN  LINES. 

SPEED  IS  GOOD  IF  SAFE.  AIR  BRAKES  CONTROL 
SPEED.     THE  BEST  BRAKES  CONTROL  SPEED  BEST. 


Suggested  by  the 


Westing  house  Traction  Brake   Company 

Works:  Wilmerding,   Pennsylvania 

PITTSBURGH:  Westinghouse  Building  NEW  YORK:  City  Investing  Building 

CHICAGO:  Railway  Exchange  Building  ST.  LOUIS:  Security  Building 


G 
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L_ 

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n 
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D 
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D 
D 
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'jaaaanuDDaauDauLjuDaijDDuaaDDuuuuuuuaaDuauuuaGuaaDaGa! 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


PUBLISHER'S  PAGE 


Certified  Circulation 


A  Message  to  Advertisers 

The  Audit  Bureau  of  Circulations  is  an  organization  formed 
by  advertisers  and  publishers  to  provide  audited  circulation  data 
for  advertisers. 

Publishers  who  avail  themselves  of  this  service  are  required 
periodically  to  file  with  the  Audit  Bureau  specified  information 
on  the  character  and  volume  of  their  circulation  and  circulation 
methods  in  the  form  of  an  affidavit. 

These  statements  are  subject  to  audit  by  the  Bureau  at  any 
time  without  previous  warning — just  as  a  bank  is  subject  to  audit 
by  a  bank  examiner. 

Detailed  information  in  regard  to  circulation  may  be  secured 
from  the  Audit  Bureau  by  any  advertiser  or  prospective 
advertiser. 

Advertisers  now  have,  therefore,  the  means  for  securing  circu- 
lation facts  verified  by  an  independent  source. 

Electric  Railway  Journal  is  a  member  of  the  Audit  Bureau  of 
Circulations. 

This  publication  has  nothing  to  hide.  All  facts  regarding 
Electric  Railway  Journal  subscribers  are  open  to  everybody. 

Advertisers  who  believe  that  they  are  entitled  to  know  what 
they  are  buying  are  urged  to  insist  on  an  A.  B.  C.  statement  from 
every  publication  in  which  they  are  considering  the  use  of  space. 

Any  publication  that  supplies  an  A.  B.  C.  statement  thereby 
shows  its  willingness  to  have  its  circulation  facts  verified  by  an 
impartial  organization  which  has  merited  the  united  approval  of 
the  biggest  advertisers  and  the  best  publications. 

Concentrate  your  advertising  appropriation  in  the  A.  B.  C. 
papers  and  compare  the  A.  B.  C.  statements  to  learn  which  paper 
offers  you  the  best  value  for  your  money — not  merely  in  gross 
quantity  of  circulation,  but  in  useful,  self-renewing,  buying- 
power  circulation. 

Mr.  Russell  Whitman,  Managing  Director  of  the  A.  B.  C,  330 
Railway  Exchange  Building,  Chicago,  will  gladly  supply  any 
advertisers  with  details. 


Buy 


Certified  Circulation 
Only 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


O-B  Electric  Lanterns 
No  filling— No  clean- 
ing.   Can't  jar  out. 


An  Oil  Signal  Room 
Is  Unnecessary 

You  can  eliminate  the  expense  and  annoyance 
of  filling  and  cleaning  signal  lanterns,  taking  them 
off  and  putting  on  cars,  and  breakage  in  handling, 
by  equipping  your  cars  with 

O-B  Electric  Car  Signals 

Used  by  many  large  roads  and  daily  proving  savers  of 
time,  money,  trouble  and  uncertainty  of  operation. 

Conservative  figures  show  that  the  maintenance  cost 
of  O-B  Electric  Signals  is  less  than  one-third  that  of  oil 
signals. 

Absolute  protection  to  cars  is  provided  under  all  con- 
ditions, w^hether  the  trolley  current  is  on  or  off. 

See  pages  526-533  of  Catalog  No.  14  or  let  us  give  you 
details. 


The  Ohio  Brass  Company 

Mansfield,  Ohio 


"8 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


A  New  Lamp  for  Headlights 

— a  "Westinghouse  Mazda" 


25  &  36  Watt 
G-I8V2  Bulb 


One-half  actual  size 


This  lamp  has  a  concentrated  coiled  fila- 
ment which  concentrates  the  light  at  the  focal 
point  of  the  reflector — insuring  unusual  pro- 
jection. 

The  coiled  filament  is  the  strongest  possible 
construction — especially  adapting  the  lamp  to 
the  service  for  which  it  is  intended. 

Made  in  six  sizes  to  operate  directly  in  cir- 
cuit with  the  lamps  inside  the  car. 

SPECIFICATIONS 


Voltage 

Range  and 

Average 

Volts 

Type 
and 
Size 

Bulb 

Maxi- 
mum 
Over 
All 
Length, 
Inches 

Base 
Regularly 
Supplied 

Stand- 
ard 

Pack- 
age 

Quan- 
tity 

LIST   PRICE 

Watts 

Clear 

Bull's 

Eye 
Frosted 

(n)23 
(a)36 
(6)46 
(a)56 
(c)72 
(<l)94 

105-130  \     G-18H 
105-130  ) 
105-1301 
105-130  }    G-25 
105-130 j 
105-130        G-25 

3)4 
4K 

Med.  screw 

Med.  screw 
Med.  screw 

100 

SO 
50 

$1.25 

1.50 
2.00 

$1.57 

1.88 
2.50 

(a)  To  bum  in  series  with  one  circuit  of  regular  railway  lamps  of  same 
wattage  rating. 
(6)  To  burn  in  series  with  two  circuits  of  regular  23  watt  railway  lamps. 
(c)  To  burn  in  series  with  two  circuits  of  regular  36  watt  railway  lamps. 

THERE  IS  A  WESTINGHOUSE  MAZDA 
FOR  EVERY  REQUIREMENT— INSIDE  OR 
OUTSIDE  THE  CAR  — IN  THE  SHOPS, 
YARDS  AND  OFFICES. 


46,  56,  72  &  94  Watt 
G-25  Bulb 


One-half  actual  size 


r 


Westinghouse  Lamp  Company 


Atlanta 

Haltimore 

lloston 

lUiffalo 

Hutte 

Chicago 

Cincinnati 

Cleveland 

Dallas 

Denver 

Detroit 

Kansas  City 

# 

Los  Angeles 
Memphis 
New  Orleans 
New  York 
Philadelphia 
Pittsburgh 

EXPORT 

SALES  DEPARTMENT- 

-165 

Broadway 

,  N.  Y. 

363 


Portland 
St.  Louis 
Salt  Lake  City 
San  Francisco 
Seattle 
Syracuse 


The  Name  "Westinghouse*'  is  Your  Guarantee 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


PKono-Eloctric 


Schedules 

Maintained 

All  Along  the  Line 

No  matter  where  your  lines  may 
he  —  in  the  city  or  country  —  the 
question  of  service  is  upi^ermost  in 
the  minds  of  your  ixitrons. 

The  most  important  factor  in  the 
accomplishment  of  the  best  service 
is  in  the  installation  of  a  trolley 
wire  that  is  unusually  stron|f  and 
tough.  A  trolley  wire  that  will  give 
the  longest  service  life  and  lowest 
cost  of  maintenance. 

"Phono-Electric" 

will  give  you  long  service  life.  It 
has  more  than  twice  the  wearing 
qualities  of  hard  drawn  copper. 

It  has  no  hardened  surface — is 
uniform  throughout  its  cross-sec- 
tion. 

IT'S  TOUGH — saves  renewals, 
and  renewals  cost  money. 


BRIDGEPORT    BRASS  COMPANY 


BRIDGEPORT 


North  American  Copper,  J^nipany 
164  Front  Street,  New  Vi  ~' 


CONNECTICUT 


Piers  (fff^ 

f^rvn  Francif;co        Portia^ 


&    Comp 


The  Equir-: 
t:  2  and  3  Kortoilc 


sLtaaKiSaEu 


10 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


$3384  per  Mile  Saved 

on  cost  of  above  track  by 
INTERNATIONAL  STEEL  TIE  CONSTRUCTION 


Read  what  the  road  says 
about  it  and  write  for 
complete  data  showing 
savings  on  FIRST  cost  as 
well  as  maintenance  of 
International  Twin  Steel 
Ties  over  wood  tie  con- 
struction. 


THE     CITY     RAILWAY    COMPANY 

IJayton,  Ohio,  March  20,  1914. 
The  International  Steel  Tie  Company,  Cleve".and.  Ohio 
Gentlemen:— (Attention  W.  P.  Day,  V.  P.) 

We  are  in  receipt  of  your  favor  of  March  13,  1014, 
with  enclosed  print  number  106,  showing  steel  tie  con- 
struction as  installed  by  us. 

This  construction  looks  very  good,  and  the  figures 
that  you  have  given  conform  with  that  which  we  ngure 
this  track  cost  us  compared  with  wooden  tie  constiuj- 
tion. 

We  are  pleased  to  say  that  this  tracl<  is  holding  up 
perfectly,  .ind  we  believe  it  is  the  correct  construction 
where  good  gravel  and  a  solid  subsoil  is  used. 
Your  very  truly, 

THE  CITY  RAILWAY  COMPANY, 
(SIGNED)     T.  E.  Howell,  Supt. 


International  Steel  Tie  Company 

General  Sales  Office  and  Works:  Cleveland,  Ohio 


REPRESENTATIVES 


Parrott    &    Company, 

San  Francisco,  Cal. 

Los  Angeles,  Ca^ 


Western  Eng'g  Sales  Co., 
Seattle,     Wash. 
Portland,  Ore. 


R.    T.    Cooper   Co., 
Salt  Lake  City,  Utah 


J.  K.  Lewis  &  Co., 
Dallas,  Texas. 


MaiiiiCc    .Io\, 
Philadelphia. 


William     II.     Zie^la 
Minneapolis,    Mir 


February  20,  1915]  ELECTRIC    RAILWAY    JOURNAL  11 


In  the  interest  of  the  public  and  good  service 
local  transportation  should  be  a  monopoly 
and  should  be  subject  to  regulation  and  pro- 
tection by  the  state  rather  than  by  local 
authorities. 

— From  Code  of  Principles. 
Adopted  by  A.  E.  R.  A. 


The  broader  view  of  electric  traction  matters  se- 
cured by  the  state  is  practically  certain  to  provide 
a  better  guide  to  what  the  public  and  the  roads 
need,  than  is  a  narrow,  local  view. 

The  broader  the  viewpoint  of  all  concerned,  the 
better  will  be  the  results  all  around. 

This  same  kind  of  broad  viewpoint  in  connection 
with  car  design  is  freely  at  the  disposal  of  all 
roads  which  take  up  the  question  of 

Prepayment  Cars 


Our  nation-wide — even  world-wide — experience 
in  designing  cars  to  meet  the  various  conditions 
existing  on  our  clients'  properties  has  fitted  us  to 
act  as  competent  advisers. 

Our  decade  of  concentrated  thought,  our  un- 
stinted investment  in  research  and  development 
and  our  record  of  achievement  insure  an  ample 
return  for  the  small  charge  which  we  make  to 
chose  who  use  the  fruit  of  our  labors. 


PREPAYMENT  CAR  SALES  COMPANY 


12 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


A  Complete  Signal  System 


It  has  been  announced  in  various  technical 
journals  during  the  past  few  weeks  that  the 
Simmen  Automatic  Railway  Signal  Co.  has 
entered  into  a  license  agreement  with  the  Gen- 
eral Railway  Signal  Co.,  by  which  the  latter  has 
obtained  a  license  to  manufacture  and  sell 
Simmen    Speed    Control   in    the  United   States. 

The  Simmen  Automatic  Railway  Signal  Co. 
will  continue  to  sell  and  install  the  Simmen 
System  as  heretofore,  and  this  company  is  pre- 
pared to  give  prices  on  installations  of  the  follow- 
ing systems  of  the  Simmen  type : 

(a)  CONTINUOUS  CAB  SIGNALS,  CENTRAL  CONTROL, 
and  AUTOMATIC  RECORDING  OF  TRAIN  MOVE- 
MENTS, as  now  installed  on  electric  lines  in  the  States  of 
Indiana,  Minnesota  and  Tennessee,  and  in  the  Province  of 
Ontario. 

(b)  CONTINUOUS  CAB  SIGNALS  as  auxiliary  to  fixed  auto- 
matic block  signals,  either  single  or  double  track,  steam  or 
electric  roads. 

(c)  CONTINUOUS  CAB  SIGNALS  as  auxiliary  to  manual  or 
controlled  manual  block  with  both  home  and  distant  indi- 
cations. 

(d)  CONTINUOUS  CAB  SIGNALS  operated  by  continuous 
track  circuit. 

(e)  The  combination  of  any  of  the  above  with  THE  SIMMEN 
DISPATCHING  SYSTEM,  which  includes  CENTRAL 
CONTROL  OF  SIGNALS  by  means  of  INTERLOCKED 
LEVERS  and  AUTOMATIC  RECORDING  OF  TRAIN 
MOVEMENTS. 

(f)  The  combination  of  SIMMEN  AUTOMATIC  SPEED  CON- 
TROL wherever  CENTRAL  CONTROL  OF  SIGNALS 
is  used. 


THE  SIMMEN  SYSTEM 

P.  J.   Simmen,   Buffalo 


THE  NORTHEY-SIMMEN  SIGNAL  CO.,  Ltd. 

TORONTO 


SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 

BUFFALO 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


13 


Better  Business 

is  here 

—right  NOW 


1 

This  statement  is  borne  out  by  the  books  of 
this  company. 


So  far  this  year  we  have  made  and  sold  more 
United  States  Signals  than  during  the  last 
6  months  of  1914. 


During  the  first  ten  days  of  this  month  more 
U.  S.  Signals  were  contracted  for  than  dur- 
ing ANY  full  month  of  1914. 


Indications  point  to  a  record  month  in  the 
history  of  the 

United.    Stette/vy- 
E'leotrio  Signal  Co. 

West  Newton.        Mavs.s. 

Foreign  Representatives: 

Quilliam  Brothers,  Clegg  Court,  Chapel  Street,  Salford,  England 


14 


ELECTRIC     RAILWAY    JOURNAL 


[FEBRUARY    20,    1915 


Headings  of  Sections  and  Sub-Sections 

RICHEY'S 

ELECTRIC  RAILWAY 

HANDBOOK 


I.   Roadbed  and  Track 

lilngineering   Costs. 

Right  of  Way. 

Grading. 

Handling  Earthworic. 

Power  Shovels. 

Transix)rtation  of  Earth. 

Culverts,  Trestles  and  Bridges. 

Jiallast   and   Ties. 

Fences. 

Street   Railway   Roadbed. 

Rails;    Sections  and   Composition. 

Rail  Joints. 

Kail   Corrugation  and  Wear. 

Track    Layinct,    Bolts,    Spikes. 

Track  Grades  and  Curves. 

Track    Si>ecial    Work. 

Electric    Track    Switches. 

Subway    and    Tunnel    Sections. 


II.   Buildings 

Car  House  Track  Layout. 
Design  of  Car  House  Building. 
Fire   Protection   and   Prevention. 
Details  of  Car   House  Design. 
Repair    Shop    Design, 


III.   Train  Movement 

Schedules,   Headways,   Stops. 

Coefficient  of   Adhesion. 

Grades,    Actual,    Ruling,    Virtual. 

•Train  Resistance. 

Track  Curve  Resistance. 

Track    Grade    Resistance. 

Acceleration. 

Run    Curves. 

Traction    Power    Rcquiremcnte. 

Energy   Consumption. 

Electric  Car  Tests. 


IV,   Railway  Motors 

A.  I.  E.  E,  Standardization  Rules  on  Rail- 
way   Motors. 

Preliminary   Selection   of   Motor   Rating, 

Comparison  of  Motor  Capacity  and  Service 
Requirements. 

Lists  of  Commercial  Motors. 

Characteristic    Curves. 

Alternating  Current  Motors, 

Gear    Ratio    Selection. 

Ventilation. 

Commutator. 

Brush    Holders. 

Brushes. 

Commutating  Poles. 

Armature  Maintenance. 

Field  Coils  and   Maintenance. 

Insulating  Materials. 

Gears  and   Pinions. 

Bearings   and    Lubrication. 

Motor  Suspension  and   Transmission. 


V.   Controlling  Apparatus 

Types  of  Controllers. 

Booster  Control. 

Resistance  Connections. 

Commercial    Drum-type   Controllers. 

Resistance    Calculations. 

Auxiliary  Contactors. 

Power   Operated   Control. 

Multiple  Unit  Control. 

Field  Control. 

Alternating   Current   Motor    Control. 

Maintenance  of  Control  Apparatus. 


VI.   Current  Collecting 
Devices 

Trolley  Wheels. 
Trolley  Bases. 
Trolley  Maintenance. 
Trolley  Pressure. 
Third-rail  Collectors. 
Pantograph   and   Bow   Collectors. 
Roller  Trollies. 
Slot    Plows. 

VII.   Trucks 

Classification   and    Description    of   Trucks. 

Axles. 

Wheels. 

Wheel  Turning,  Grinding  and  Mounting. 

Wlieel   Defects  and    Inspection. 

Standard    Wheel    Dimensions. 

Wheel   Base   and   Track  Curves. 

Journal    Bearings. 

Flange    Lubrication. 


VIII.   Braking 

Shoe   Pressure,    Rate   and    Time  of   Stop. 

Coefficient  of  Friction  between  Shoe  and 
Wheel. 

Braking   Distance. 

Hand    Brakes  vs.   Air   Brakes. 

Weight    Transfer   in    Braking. 

Bralce-shoc   Suspension, 

Relation  between  Air  Pressure,  Piston  Area 
and  Leverage. 

Brake  Cylinders  and  Levers, 

Clasp  Bralre. 

Automatic   Slack   .Adjuster. 

Brake    Rigging    Calculations. 

Hand  Brakes,  Arrangement  and  Mainte- 
nance. 

Straight   Air   Brake. 

Emergency  Straight  Air  Brake. 

Automatic  Air  Brake, 

Electro    Pneumatic    Brake. 

Magnetic   Brake. 

Electric    Braking,    Regeneration,   etc. 

Brake   Inspection   and   Maintenance, 

.Storage    Air-brake   System. 

Air  Compressors. 

Brake-shoes  and    Shoe  Heads. 


IX.   Rolling  Stock 

Car  Weights  and  Operating  Costs. 

Typical    City    Cars. 

Types  of    Framing. 

Center   Entrance  Cars. 

Articulated    Car. 

Double-deck    Cars. 

Storage  Battery  Cars. 

Rapid   Transit   Cars. 

Interurban   Cars. 

Freight  and  Express  Cars. 

Standard    Dimensions   of   Cars. 

Height  of  Car   Steps. 

Couplers  and   Draft    Rigging. 

Train  Operation. 

Cleaning    Cars. 

Track   Sanders. 

Car   Heating. 

Car  \"entilation. 

Car  Lighting. 

Motor   lius  Operation. 

Electric    Locomotives. 

X.  Transmission  and 

Distribution 

Contact  Conductor,  A.  I.  E.  E.,  Standard- 
ization   Rules. 

Overliead  Trolley  Construction. 

Catenary    Trolley    Construction. 

Sag  and  Tension  in  Span  Wire. 

Trolley-wire  Specifications. 

Slee!  Poles. 

Wood    Poles. 

Concrete  Poles. 

Transmission-line    Construction. 

Overhead  Crossings  of  Electric  Light  and 
Power   Lines. 

Galvanizing  or  Sherardizing  Tests. 

Terminology    Electric   Wire   and   Cable. 

Rubber  Insulated  Wire  and  Cable. 

Weatherproof  Braid. 

Cable  Sheath   and   .Armor. 

Paper  Insulated  Cable. 

Tile   Duct   Conduit    Construction. 

Third-rail    Construction   and    Material. 

Conduit    (Slot)    Contact   Conductor. 

Track  Bonding. 

Electrolysis. 

Transmission-line  Calculations. 

Positive  Feeder  System  and  Substation  Lo- 
cation. 

Feeder  Calculations. 

Negative  Return    Systems. 

Wire   Tables. 

Wood   Preservation. 

XI.  Signals  and  Com- 

munication 

Block-signal  Definitions, 
Signal   Location  and   Arrangement. 
Signaling  Schemes  for  Suburban  and  Inter- 
urban  Service. 
Signal  Indications,  Aspects  and  Clearances. 
Light  Signals  in  Sunlight  and  Size  of  Lens. 
Block-signal   Classification. 
Trolley   Operated   Signals. 
Track  Circuits. 
Dispatchers'  Signal  Systems. 
Signal  Maintenance. 
Crossing  Protection. 
Automatic  Train   Stops. 
Telephone  Dispatching. 
Telephones. 
Index. 


READ  THE  SPECIAL  OFFER  ON  THE  NEXT  PAGE 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


15 


At  Last 


A  real  pocket  book  for 
the  men  who  Build, 
Maintain  and  Operate 
Electric  Railways. 

The  Special  Offer 

to  Advance  Subscribers 
expires  March  10th 

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No  longer  will  it  be  necessary  for  the 
Electric  Railway  Engineer  to  equip  himself 
with  a  battery  of  pocket  books  covering  Elec- 
trical, Mechanical  and  Civil  Engineering. 

No  longer  will  it  be  necessary  for  him  to 
search  through  hies  of  periodicals  and  pro- 
ceedings for  the  specific  fact,  figure  or  formula 
for  his  problem. 

■  Albert  S.  Richey  has  prepared  a  pocket 
book  of  over  8oo  pages,  which  gives  in  concise 
and  condensed  form  all  of  the  tables,  formulas 
and  data  which  the  Electric  Railway  man 
needs. 

Study  the  contents  on  the  opposite  page. 
Note  the  broad  scope  and  contents  of  the 
book. 

You  can  examine  the  book  before  you 
decide  to  buy  it,  if  you  are  a  subscriber  to  the 
Electric  Railway  Journal  residing  in  the 
United  States. 

Check  your  preference  of  the  two  offers 
on  the  coupon  and  mail  it  to  us  today. 


Read  the  full  list  of 

Contents  on 
the  Opposite  Page 


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Berlin  London 

Publithera  of  Books  for  Electric  Railway  Journal 


Ready  March  10th 

By  Albert  S.  Richey,  Electric  Railway  Engineer, 
Profes.sor  of  Electric  Railway  Engineering, 
Worcester  Polytechnic  Institute. 

830  pages,  over  600  illustrations,  leather,  pocket 
si"e.  full  gilt,  $4.00  (English  price  17s),  net  post- 
paid. 

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out stamping  of  name. 


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239   West   39th   St.,   N.   Y.   City. 

You    mav    enter    my    order    for    Richey's    "ELECTRIC    RAILWAY 
HANDBOOK"  on  the  offer  checked. 

....A.     At   $3.50  with  my   name  stamped  in  gold  on  the  cover.      Print 
name   clearly.      Not   returnable. 

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If   not   a   subscriber  to  the   Electric   Railway   Journal,   give   reference 
I   here. 


16 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


An   H-B  Life   Guard    Demonstration 

in  the  Chicago  Surface  Lines  Safety  First  Campaign 


The  above  photo  was  loaned  us  by 
courtesy  of  Mr.  H.  L.  Brownell,  Safe- 
ty Inspector  of  the  Chicago  Surface 
Lines.  Reproductions  of  it  are  being 
used  in  the  Chicago  Surface  Lines 
Safety  I\iblicity  Campaign,  which  Mr. 
Brownell  is  ably  promoting,  to  show 
how  street  car  accidents  often  befall 
pedestrians  carelessly  crossing  in 
front  of  moving  cars. 

It    well    illustrates    the    important 


place  in  life-saving  work  that  H-B 
LIFE  GUARDS  play  in  protecting 
the  Chicago  public  and  the  above 
company.  Note  that  the  instant  the 
gate  struck  the  man  the  wheel-guard 
dropped. 

Every  car  operated  by  the  Chicago 
Surface  Lines  is  equi])ped  with  ll-l^) 
Life  (niards.  The  reason  lies  in  their 
efficiency  and  low  maintenance. 
WRITE  FOR  SERVICE  DATA. 


The  Consolidated  Car  Fender  Co.,     Providence,  R.  I. 

Manufacturers  of  The  Providence  Fender  and  H-B  Life  Guard 

Wendell  &  MacDuffie  Co.,    61  Broadway,  New  York 


February  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


17 


AR/ACO  nr.^5Jl  CULVERTS 


The  following  excerpts  are  from  an  article  entitled  "Corrugated 
Iron  Construction  on  the  Sacramento  Valley  Irrigation  Project" 
bv  E.  C.  Mills,  Engineer,  published  in  Engineering  News  Jan- 
u'ary  22d,  1914: 


For  permanent  Lonstruction,  the  materials 
used  were  limited  to  concrete,  either  plain  or 
reinforced,  and  corrugated  iron,  or  to  a  com- 
bination of  corrugated  iron  and  concrete.  The 
corrugated  iron  used  was  that  known  to  the 
trade  as  American  Ingot  Iron,  this  having  been 
chosen  by  reason  of  its  exceptionally  high 
purity.  There  seems  to  be  no  doubt  that  the 
principal  cause  of  rusting  in  iron  and  steel  is 
its  content  of  substances  of  different  electric 
potential,  and  in  the  case  of  this  metal,  the 
manufacturer's  guaranteed  analysis,  the  ex- 
cellent coating  of  galvanizing  which  it  carries 
and  the  condition  of  a  large  number  of  struc- 
tures which  have  already  seen  quite  a  period 
of  service  were  considered  sufficient  grounds 
for  placing  it  in  the  same  class  with  well  built 
concrete  in  respect  to  lasting  qualities.    *    *    * 


The  advisability  of  the  employment  of  cor- 
rugated iron  for  purposes  similar  to  those  here 
described  is  dependent  upon  the  character  of 
the  construction  almost  as  much  as  upon  the 
grade  of  the  material  itself.  Hasty  and  care- 
less work  at  the  pipe  factory  may  involve  re- 
sults which  will  nullify  all  the  benefits  to  be 
derived  from  a  durable  metal.  The  rivets 
should  be  of  sufficient  size  and  number  and, 
where  possible,  of  the  same  metal  as  the  re- 
mainder of  the  pipe.  Thorough  and  accurate 
work  in  cinching  up  the  sections  before  rivet- 
ing makes  a  decided  difference  in  the  strength 
and  serviceability  of  the  conduit.  With  this 
material,  as  with  many  others,  when  used  in 
construction  of  a  permanent  character,  it  is 
economical  to  pay  a  price  which  constitutes 
a  reasonable  premium  for  intelligent  work  and 
high  standards  of  commercial  policy. 


Write  the  Nearest  Manufacturer  for  particulars  and  prices  on  Armco 

Corrugated  Culverts,  Siphons,  Plates,  Sheets,  Roofing 

and  Formed  Products 


Arkansas,   Little   Rock 

Dixie  CulTert  &  Metal  Co. 

California,   IjOS    Ansreles 

California    Corrugated    Culvert  Co. 

California,   West   Berkeley 

California   Corrugated    Culvert   Co. 
Colorado,   Denver 
B.    Hardesty   Mfg.    Co. 

Delaivare,    Clayton 

Delaware  Metal  Culvert  Co. 

Florida,   Jacksonville 

Dixie  Culvert  &  Metal  Co. 
Gcorsla,  Atlanta 

Dixie  Culvert  &  Metal  Co. 

Illinois,   BloomlnKton 

Illinois  Corrugated  Metal  Co. 

Indiana,    Cravrfordsville 

W.  Q.  O'Neall  Co. 

Iowa,  Des  Moines 

Iowa   Pure   Iron   Culvert  Co. 

lOTva,  Independence 

Independence  Culvert  Co. 


Kansas,    Topeka 

The  Road  Suppl;  &  Metal  Co. 

Kentticky,  Lonlsvllle 

Kentucky  Culvert  Co. 

Louisiana,  New  Orleans 

Dixie  Culvert  &  Metal  Co. 
Maryland,    Havre    de   Grace 

Spencer,  J.   N. 

Massachnsetts,    Palmer 

New   England    Metal    Culvert   Co. 
Michigran,  Bark  River 

Bark  River  Bridge  &  Culvert  Co. 
Michigan.   LanslnK 

Michigan   Bridge  &   Pipe  Co. 
Minnesota,   Minneapolis 

Lyle  Corrugated  Culvert  Co. 
Minnesota,   Lyle 

Lyle  Corrugated  Culvert  Co. 
Missouri,    Moberly 

Corrugated    Culvert   Co. 
Montana*   Missoula 

Montana  Culvert  Co. 
Nebraska,   Lincoln 

Lee-Arnett  Co. 


Nebraska,  Wulioo 

Nebraska  Culvert  &  Mfg.  Co. 

Nevada,  Reno 

Nevada  Metal  Mfg.  Co. 

New   Hampshire,   Nashua 

North-East  Metal   Culvert   Co. 

NeTv    Jersey,    Flemlnirton 

Pennsylvania   Metal   Culvert   Go. 

New  York,  Anbnrn 

Pennsylvania    Aletal   Culvert   Co. 


Pennsylvania,    Warren 

Pennsylvania  Metal  Culvert  Co. 

South  Dakota,   Slonx  Falls 

Slonz  Falls  Metal  Culvert  Co. 

Tennessee,   Nashville 

Tennessee  Metal  Culvert  Co. 

Texas.  Dallas 

Atlas   Metal  Works 

Texas,   Ell   Paso 

Western  Metal  Mfg.  Co. 


North    Carolina,    Greensboro  Texas,  Houston 

Dixie  Culvert  &  Metal  Co.  lone   Star   Culvert   Co. 


North  Dakota,  "Wahpeton 

Northwestern  Sheet  &   Iron  Works 

Ohio,  Mlddletown 

American  Rolling  Mill  Co. 

The  Ohio  Corrugated  Culvert  Co. 

Oklahoma,    Shafvuee 

Dixie  Culvert  &  Metal  Co. 

Oresron,  Portland 

Coast  Culvert  &  Flume  Co. 


Utah.  IVoods   Cross 

Utah  Corrugated  GnlvertftFInme  Oo.| 

Virginia.  Roanoke 

Virginia  Metal  Culvert  Co. 

'^ashlnmrton,    Spokane 

Spokane  Cor.   Culvert  A  Tank  Co. 

W^isconsln,    Elan    Claire 

Bark  River  Bridge  *  Culvert  Co. 


18 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


Get  Youi 


Milli 


om 


spent  annually  for  ( 


Regardless  of  business  conditions,  main- 
tenance of  equipment  such  as  illustrated 
must  go  on  wherever  electric  railway  cars 
operate. 

It  is  a  necessary  part  of  operation. 

Fifty-five  million  dollars  is  spent  annually 
by  electric  railways  for  maintenance. 

The  bulk  of  this  maintenance  work  must 
start  in  the  spring — so  that  electric  rail- 
way men  are  now  seeking  information 
about  anything  that  will  help  them  to- 
ward efficiency  and  economy  in  making 
purchases  for  this  work. 

And  this  year  as  in  past  years  they  will 
eagerly  welcome  Electric  Railway  Jour- 
nal's Annual  Maintenance  Number.  It  is 
their  buying  guide.  Its  advertising  pages 
show  what's  on  the  market.  That  is  why 
this  issue  has  always  been  welcomed  by 
manufacturers  of  electric  railway  mate- 
rials as  an  opportunity  to  present  and 
drive  home  their  selling  arguments. 


Electric  Railway  Journal  is  re- 
ceived and  read  each  week  by 
95.3%  of  the  roads  in  the  field, 
which  operate  and  maintain 
99.3%  of  the  existing  rolling 
stock. 


Get  Stro 


Annual  Maintenan 


{ 


Electric  Railway  Joum 

MemI 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


19 


^hare  of  the 
f  Dollars 

:  railway  maintenance 


Electric  Railway  Journal  is  re- 
ceived and  read  each  week  by 
95.3%  of  the  roads  in  the  field, 
which  operate  over  98.8%  of  the 
total  mileage  of  the  industry. 


vipresentation 

h 


K 


umber— March  20th 


'f't  39th  St.,  New  York 

"iu  of  Circulations 


This  year's  opportunity,  the  1915  Annual 
Maintenance  Number,  will  be  issued 
March    20. 

The  text  pages  will  be  devoted  primarily 
to  this  live  subject  of  maintenance  work. 
Shop  methods,  descriptive  articles  fea- 
turing phases  of  maintenance  work,  help- 
ful editorial  articles — all  tending  further 
to  intensify  the  interest  in  maintaining 
equipment  in  prime  condition — all  tend- 
ing toward  more  active  buying  for  build- 
ings, power  houses  and  substations,  roll- 
ing stock,  overhead  and  track. 

Make  your  advertising  story  a  part  of 
this  big,  helpful,  interesting  and  timely 
issue. 

There  is  just  enough  time  left  to  prepare 
an  attractive  advertisement  for  this  issue. 

Our  service  department  will  help. 

Write  us  today,  and  insure  a  strong  posi- 
tion for  your  announcement. 


20 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


SAFETY  FIRST 


A  Collision 
— The  Result 


Running  at  full  speed  (60  miles  an  hour)  Coach  No.  25  ran  smack  into  Traction  Engine 
stalled  on  the  tracks.  What  happened  is  most  convincingly  told  in  the  accompanying 
illustrations. 


THE  COACH.      Not  a  Passenger  Injured.     Damage  to  Coach  Infinitesimal. 


THE  ENGINE. 
Most  gratifying  to  the  Designer  and  to  the  Builder  of  the  61-ft.  Steel  Coach. 

SAFETY  FIRST 

ST.  LOUIS  CAR  COMPANY,  St.  Louis 

Electric  and  Steam  Railway  Coaches,  Steel  Cars,  Trucks  and  Journal  Bearings, 
Curtains,   Seats,   Rattan,   Bronze  Trimmings,  Miscellaneous   Car  Supplies. 

Eastern  Representative:  Pacific  Coast  Representative: 

WENDELL  &  MacDUFFIE  CO.  GUS  KOCH 

6i  Broadway,  NEW  YORK  797  Monadnock  Bldg.,  SAN  FRANCISCO 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


21 


The  Claim  Agent's  Best  Friend 


•  Loud  Locomotive  Bell 
fSv/inginy  Day  VIorning 
flllumiriat<!<i   NiqhtSianal 


Oscillating  blades  which  keep  swinging  until  the  train 
has  passed ;  a  night  illuminated  warning ;  a  loud-voiced 
locomotive  bell,  with  a  peremptory  note  that  can  be 
heard  above  the  noise  of  automobile  traffic :  a  mechan- 
ism that  needs  no  bond  wires,  track  circuits  or  delicate 
apparatus — these  are  the  strong  features  that  have 
made  the  HOESCHEN  HIGHWAY  CROSSING 
SIGNAL  the  backbone  of  the  "Safety  First"  move- 
ment. 


HOESCHEN 

Highway  Crossing 
Signal 

Does  not  interfere  with  track  circuits  and  is  not 
operated  by  trolley  current.  Free  from  electri- 
cal troubles. 

The  bell  is  started,  stopped  and  wound  by  the 
movement  of  the  car  wheels  over  the  track.  The 
bell  is  connected  by  a  metallic  circuit  with  mag- 
neto generator  which  is  operated  by  means  of  an 
arm  clamped  rigidly  to  the  base  of  the  rail.  A 
slight  lateral  movement  of  the  rail  head,  caused 
by  the  pressure  of  the  wheels  of  train  passing 
over  it,  is  multiplied  many  times  at  the  outer  or 
free  end  of  the  arm.  This  operates  the  generator. 
Installed  on  more  than  lOO  steam  and  electric 
railroads  in  America  and  abroad. 

Write  for  Descriptive  Matter  and  Photographs 

Hoeschen  Mfg.  Company 

Omaha,   Neb. 


Where  Poles  are  Heavily  Loaded 

Diamond  construction  is  safety  construction.  There  is  no 
po.s-sibility  of  a  Diamond  Pole  telescoping,  the  joints  are  longi- 
tudinal. The  design  allows  the  greatest  distortion  without 
danger  of  permanent  set. 


DIAMOND 
Tapered  Steel  Poles 


are  of  uniform  strength  the  entire  length. 
They  are  watertight,  light  weight  and 
the  tapered  design  makes  the  fittings 
proof  against  slipping.  Particularly 
recommended  for  modern  high  tension 
service. 

Wnte  fnr  full  data. 

Diamond  Steel  Pole  Co. 


Philadelphia 
Pa. 


9194 


22 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


"AH  along  our  lines 

said  the  chief  dispatcher,  ''you 
will  find  our  road-men — con- 
ductors, inspectors  and  con- 
struction   foremen  —  carrying 

Western  Electric 

Portable  Telephones 

as  a  part  of  their  regular  equipment. 

The  portables  have  prevented  a 
great  many  expensive  delays  and 
some  possible  accidents  simply  by 
giving  our  men  a  means  of  getting 
in  touch  with  the  division  dis- 
patcher from  any  point  on  the  road. 
They're  worth  their  weight  in 
gold." 

Write  for  prices  of  our  various  types 
of  portables. 


Western  Ehctric  Company 

Manufacturers    of    the    8,000,000    "Bell"    Telephones 

New  York  Allanla  Cliica;io  Kansai  City  San  Kranciico 

BiifTalo  Richmond  Milwaukee  Omaha  Oakland 

Philadelphia       Savannah  Indianapolis       Oklahoma  City      Lot  An£ele« 

Boston  New  Orleans      Cleveland  Minneapolis  Seattle 

Pittsburgh  Houston  Cincinnati  St.  Paul  Portland 

St.  Louis  Dallas  Denver  Salt  Lake  City 

EQUIPMENT    FOR    EVERY    ELECTRICAL    NEED 

^••mber   Sociely  for  Elrctrical  Developmrnt.         "Do  it  Eleclrically" 


"UNIVERSAL 
ROUND  TOP 
HANGERS" 

with  Revolving  Stud  and  Hexagon  Floating 
Jam  Nut 

Patented  April  19,  1910 


Straight  Line 


Single  Curve 


^J  Double  Curve  ^^^ 


Standardize    your    Overhead 

Equipment. 

Use  UNIVERSAL  ONE-PIECE 

HANGERS,    and    eliminate    all 

line  troubles.     Descriptive  folder 

on  request. 

ELECTRIC  RAILWAY  EQUIPMENT 
COMPANY 

Cincinnati,  Ohio 

30  Church  Street,  New  York  City 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


23 


Undirected  Energy  is  Destructive  Energy 


The  flooding'  river  flowing  be- 
}'ond  its  banks  sweeps  away  life 
and  property. 

So  stray  currents,  leaving  the 


high  resistance  path  of  faulty 
bonded  rails,  seek  an  easier  path 
in  the  water  mains,  much  to  the 
damage  of  the  latter. 


WELDED  RAIL  BONDS 
Keep  Your  Return  Currents  in  the  Proper  Channels 

The  Electric  Railway  Improvement  Co.,  Cleveland,  Ohio 


Clamping  Molds  in  Position  in  Making  up 
Thermit  Compromise  Joints 


Compromise  Joints 
Made  Over  Night 

3  men  can  make  6  joints  in  10  hours 


W'e  have  an  inexpensive  outfit  that  will  enable 
you  to  make  your  own  compromise  joints  at  a  great 
deal  lower  cost  than  the  mechanical  or  cast  joint, 
and  make  them  in  a  jiffy. 

The  Thermit  fully  welded  compromise  joint  will 
give  pjerfect  electrical  conductivity  and  stand  up 
under   the   most   severe   traffic. 

You  can  end  your  compromise  joint  troubles  by 
installing  a  Thermit  Outfit  for  this  work. 

In  the  event  of  your  ordering  an  outfit,  we  will 
be  pleased  to  have  one  of  our  representatives  call 
and  give  the  necessary  instructions. 


Full  information  is  given  in  our  pamphlet  No.  3932. 

ir     GOLDSCHMIDT  THERMIT  CO. 

WILLIAM  C.  CUNTZ,  General  Manager 

90  WEST  STREET,  NEW  YORK 


I 


329-333  Folsom  St.,  San  Francisco  103  Richmond  St.,  W.  Toronto, 

7300  So.  Chicago  Ave..  Chicago 


Ont. 


24 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


m%  Ball  jr^mf  '^^m 


SHnnnna 


ROLLED 

FROM 

BEST  QUALITY 

STEEL 


WEBER  RAIL  JOINT 


AGENCIES 

Boston,   Mass India   Bldg. 

Chicago,  JU.  .'Railway  Exchange  Bldg. 

Denver,    Colo Equitable    Bldg. 

Philadelphia,    Pa. Pennsylvania    Bldg. 

Pittsburgh,    Pa Oliver    Bldg. 

Portland,    Ore Wilcox    Bldg. 

St.    Louis,    Mo., 

Commonwealth   Trust    Bldg. 
Troy,   N.   Y Burden   Avenue 

Montreal,  Can.  Board  of  Trade  Bldg. 

London,  E.  C,  Eng., 

36  New  Broad  St. 


Makers  also  of  CONTINUOUS,  WOLHAUPTER  and  ONE  HUNDRED  PER  CENT,  RAIL  JOINTS 

for  Standard,  Girder  and  Special  Rail  Sections.     Also  Joints  for  Frogs  and  Switches; 

Insulated  Rail  Joints  and  Step  or  Compromise  Rail  Joints 

PATENTED  IN  UNITED  STATES  AND  CANADA  2 


Opinions  From  YOUR  Side  of  the  Fence 


No.  2 


Consulting  Engineer 
400  Mile  Road 


...  -^juj^-jt 


"After  looking  into  the  compara- 
tive merits  of  similar  devices  on 
the  market,  we  arrived  at  the 
conclusion  last  spring  that  the 
machine  sold  by  you  is  superior 
to  all  others. 

We  therefore  do  not  hesitate  to 
recommend  to  all  street  railway 
officers  the  advisability  of  adopt- 
ing this  method  of  eliminating 
rail  corrugation,  and  further  more 
to  state  that  your  machine  will 
produce  results  which  will  be 
satisfactory." 


Railway  Track-work  Co.,    Heed  BWg.,  Philadelphia 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


25 


Brakin 


Costs 


Have 


Gone 


Down 


Braking-  costs  USED  to  include 
wheel  wear,  brake  shoe  wear  and  the 
cost  of  accidents  resultant  on  poor 
brake  control. 

But  all  that  is  changed  now. 

Changed  since  the  introduction  of 
PEACOCK  IMPROVED  BRAKES. 

The  Peacock  feature  of  THE 
AUTOMATIC  STOP  which  prevents 
the  chain  from  unwinding  beyond  the 
point  of  full  release  has  done  more  to 
lower  braking  costs  than  any  other 
brake  improvement  whatsoever. 

Booklet  on  request. 


National  Brake  Co. 

Ellicott  Square,  Buffalo,  N.  Y. 


26 


ELECTRIC     RAILWAY    JOURNAL 


[February  20,  1915 


Order  G-E  Direct  Suspension 
Line  Material  from  Stock 


Large  stocks  of  every  variety  of  device  used  for  over- 
head direct  suspension  are  carried  in  G-E  warehouses  all 
over  the  country.  Orders  for  standard  material  can  be 
filled  promptly  from  stock  arid  shipped  without  delay 
from  the  warehouse  nearest  purchaser. 

A  special  feature  of  the  G-E  Line  Material  is  that  all 
iron  and  steel  parts  are  absolutely  protected  against  cor- 
rosion under  the  most  severe  weather  conditions  by  the 
electric  oven  method  of  Sherardizing. 

G-E  standard  designs  of  line  material  meet  the  speci- 
fications issued  by  many  of  the  largest  street  railway  com- 
panies. Save  time  by  writing  G-E  in  your  specifications 
and  be  assured  of  the  highest  quality  for  the  money  ex- 
pended. 

Ask  for  new  bulletin  No.  44004 

General  Electric  Company 


Atlanta.  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte.  Mont. 
Charleston,  W.  Va. 
Charlotte,  N.  C. 
Chattanooea,  Tenn. 
Chicago,  111. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Columbus,  Ohio 
Dayton,  Ohio 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich. 
(Office  of  Ajtent") 


General  Office:  Schenectady,  N.  Y. 

ADDRESS   NEAREST   OFFICE 


Duluth,  Minn. 
Elmira,  N.  Y. 
Erie,  Pa. 

Fort  Wayne,  Ind. 
Indianapolis.  Ind. 
Tacksonville,  FU. 
Joplin,  lio. 
Kansas  City,  Mo. 
Knoxville,  Tenn. 


Los  Angeles,  Cal. 
Louisville,  Ky. 
Memphis,  Tenn. 
Milwaukee,  Wis. 
Minneapolis,  Minn. 
Nashville.  Tenn. 
New  Haven,  Conn. 
New  Orleans,  La. 
New  York,  N.  Y. 
Niagara  FalU.  N.  Y 


Omaha,  Neb. 
Philadelphia.  Pa. 
Pittsburgh,  Pa. 
Portland,  Ore. 
Providence,  R.  I. 
Richmond,  Va. 
Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  Utah 
San  Francisco.  Cal. 
Schenectady,  N.  Y. 
Seattle,  Wash. 
Spokane,  Wash. 
Springfield,  Mast. 
Syracuse.  N.  Y. 
Toledo,  Ohio 
Washington,  D.  C. 
Youngstown,  Ohio 


For  Texas,  Oklahoma  and  Arizona  business  refer  to  Southwest  General   Electric  Company    (formerly  Hobson 

Electric   Co.),  Dallas,   El  Paso,   Houston  and   Oklahoma  City.     For  Canadian  business  refer  to 
Canadi.in  Ccneral  Electric  Company,  Ltd.,  Toronto,  Ont. 


Electric  Railway  Journal 

Published  by  the  McGraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway   Jouknal  and  Electric  Railway  Review 


Vol.  XL\- 


NEW  YORK,  SATURDAY,  FEBRUARY  20,  1915 


No.  8 


THE  STATUS 
OF  THE 
ENGINEER 


It  was  a  notable  group  of  engi- 
neers that  gathered  on  the  audi- 
torium platform  at  the  home  of 
the  United  Engineering  Societies  in  New  York  last 
Wednesday  evening  to  define  the  status  of  the  engineer 
and  to  suggest  means  for  improving  it.  The  group  in- 
cluded the  presidents  of  two  great  electrical  manufac- 
turing companies,  a  chief  telephone  engineer  and  four 
past  presidents  of  the  electrical,  civil  and  mechanical 
national  societies,  all  prominent  in  their  respective 
fields  and  two  of  them  also  as  educators.  Surely  the 
composite  picture  drawn  by  these  men  without  collabo- 
ration ought  to  be  worth  more  than  a  passing  glance. 
To  epitomize  our  impressions  of  the  picture  it  can  be 
said  first  that  the  engineer  as  a  man  is  more  important 
than  the  engineer  as  a  technician.  It  was  clearly  shown 
that  the  nature  of  engineering  compels  accuracy  and 
honesty  in  all  technical  matters  and  this  fact  produces 
the  same  qualities  in  the  engineer's  character;  that  no 
amount  of  specious  argument  can  offset  the  inexorable 
test  of  the  laws  of  nature.  But  the  status,  or  reputa- 
tion of  the  engineer  depends  partly  upon  his  personal 
qualities,  largely  inherited,  and  partly  upon  his  activity 
in  taking  a  practical  interest  in  the  large  problems  of 
his  community  and  his  profession.  To  be  of  benefit  to 
the  auditor  a  pronouncement  like  that  of  the  A.  I.  E.  E. 
symposium  must  suggest  action.  The  practicable  and 
desirable  thing  for  the  conscientious  engineer  to  do  is, 
by  introspection,  to  determine  whether  or  not  he  is 
doing  what  he  can  personally  to  enhance  the  reputation 
of  the  profession  as  a  body  of  effective  citizens  and  then 
to  map  out  his  course  by  the  result. 

REGULATION  One    feature    of    the    jitney  bus 

FOR  THE  situation  that  stands  out  above  all 

JITNEY  BUS  others  is  the  need  for  regulation. 

Primarily  the  new  conveyance  aims  only  at  competition 
with  the  much-regulated  street  railway  for  the  cream 
of  its  traflSc — a  fact  borne  out  by  the  naive  testimony 
of  a  jitney  operator  in  one  of  the  western  cities  to  the 
effect  that  he  couldn't  operate  on  streets  other  than 
those  occupied  by  railway  tracks  because  he  could  keep 
his  ear  full  only  by  picking  up  groups  of  people  who 
were  waiting  for  the  street  cars.  From  the  standpoint 
of  ethics  it  is  manifestly  impossible  to  enforce  the  prin- 
ciple of  regulation  for  the  electric  railway  and  to  per- 
mit its  competitor  to  go  free  of  all  restraint.  Unfor- 
tunately, however,  ethics  are  frequently  a  poor  basis  for 
argument,  and  regulation  of  the  jitney,  at  least  during 
its  early  stages,  will  probably  come  about  not  so  much 
through  a  spirit  of  fair  play  as  through  the  realization 
by  the  affected  cities  that  the  advent  of  the  unrestricted 


jitney  involves  more  direct  dangers  to  the  community 
than  the  abandonment  of  outlying  and  unprofitable  elec- 
tric railway  lines.  Already  reports  of  extreme  vehicu- 
lar congestion  are  heard  from  the  western  towns  where 
appreciable  numbers  of  jitneys  are  operating,  and  fatal- 
ities to  pedestrians  struck  by  the  recklessly  driven 
vehicles  have  brought  home  generally  the  need  for  im- 
posing responsibility  by  means  of  indemnity  bonds. 
This  matter  is  a  serious  one  for  every  citizen  to  con- 
sider. If  a  man  is  injured  while  on  the  public  thor- 
oughfares he  can  look  for  damages  only  to  the  owner 
of  the  vehicle  that  hits  him,  and  if  the  owner's  only 
asset  is  a  second-hand  automobile,  the  victim  is  not 
likely  to  be  well  compensated.  This  is  a  point  which 
might  well  be  emphasized  in  communities  where  the 
advent  of  the  jitney  has  been  hailed  as  a  complete  solu- 
tion for  the  transportation  problem.  Another  is  that, 
to  the  jitney,  a  schedule  has  not  even  the  value  of  a 
"scrap  of  paper,"  one  driver  admitting  with  perfect 
frankness  that  he  never  completed  his  advertised  route 
in  rush-hours  because  it  wasn't  profitable. 

WORDING  OF  The  use  of  public  notices  on  rail- 

NOTICES  TO  THE  way  property  is  essential  to  safe 
PUBLIC  gjjj     expeditious     service.       The 

wording  of  these  often  leaves  much  to  be  desired.  "This 
way  out,"  "Leave  by  the  front  door,"  "Keep  to  the 
right,"  etc.,  do  not  necessarily  indicate  curtness  in  the 
attitude  of  the  management,  but  patrons  would  be  bet- 
ter pleased,  unconsciously  perhaps,  if  the  signs  were 
more  diplomatically  worded.  If  brevity  is  sought  a  sim- 
ple notice,  "Entrance"  or  "Exit,"  answers  the  same  pur- 
pose and  cannot  offend  the  most  peevish  passenger.  The 
liberal  use  of  the  word  "please"  in  the  proper  places 
involves  little  extra  cost  for  lettering  and  is  an  effec- 
tive lubricant  in  eliminating  friction  in  the  contact  be- 
tween management  and  public.  The  term  "proper 
places"  was  used  advisedly  above.  There  are  sign- 
boards upon  which  it  would  be  out  of  place  or  incon- 
gruous. "Look  out  for  the  locomotive"  is  none  too  curt 
to  startle  the  heedless  pedestrian — it  suggests  the  im- 
perativeness of  appropriate  action.  "Watch  your  step" 
would  be  weakened  by  "politeness."  The  criterion  for 
notice  wording  appears  to  be  this :  Where  the  patron  is 
asked  to  do  a  favor  for  the  convenience  of  the  company 
and  his  fellows  a  notice  should  be  phrased  much  as  a 
verbal  request  would  be,  with  due  allowance  for  brevity. 
Where  the  favor  is  to  the  passenger,  particularly  if  it 
relates  to  his  safety,  the  wording  should  be  chosen 
primarily  on  the  basis  of  securing  attention.  Harsh- 
ness in  an  automobile  horn  is  justified,  but  there  are 
places  where  deference  is  preferable  to  emphasis. 


362 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


THE  COMPANY  We  have  discussed  various  phases 

SECTION  AND  ^f  ^]^g  company-section  movement, 

INDIVIDUALISM  ,,  ■   /  v.-  v.  v. 

but  one  point  which  has  not  been 

mentioned  is  the  development  of  the  individual  em- 
ployee. After  such  a  section  has  been  organized,  ex- 
perience shows  that  a  great  many  surprises  in  the  form 
of  latent  ability  will  be  discovered,  the  reason  being 
that  hitherto  there  had  been  no  channel  through  which 
it  could  express  itself.  In  a  large  industry  like  electric 
traction  in  this  country,  it  is  of  the  utmost  importance 
that  the  prudent  managers  or  department  heads  sur- 
round themselves  with  efficient  assistants.  Moreover, 
these  understudies  should  be  selected  from  the  ranks 
rather  than  from  outside  sources,  because  of  the  moral 
effect  such  a  plan  will  produce.  Some  railways  have 
been  averse  to  publicity  in  any  form,  and  this  policy 
has  tended  to  suppress  individualism  among  the  em- 
ployees. But  the  company-section  movement  encourages 
these  employees,  especially  among  the  younger  men,  who 
have  ideas  which  may  be  of  help  to  the  company,  to 
demonstrate  their  ability  to  solve  difficult  service  prob- 
lems. Many  instances,  no  doubt,  can  be  recalled  where 
employees  have  shown  an  inaptitude  for  certain  work, 
but  a  change  in  their  duties  has  revealed  unlimited 
capacity.  The  broad  policy  of  showing  no  favoritism 
in  the  company-section  work  is  also  certain  to  result  in 
improvement  in  the  personnel  of  any  organization. 
Other  opportunities  assisting  in  this  development  pre- 
sent themselves  from  time  to  time,  and  the  individual 
employee  should  be  encouraged  by  and  under  the  direc- 
tion of  his  superior  to  take  advantage  of  every  occasion. 


SUGGESTED   CHANGES  IN  THE  CODE 

An  extended  discussion  of  the  code  of  principles, 
written  by  Oscar  T.  Crosby,  is  published  elsewhere  in 
this  issue  in  the  form  of  a  letter  to  the  editors. 
Although  we  do  not  agree  with  all  of  the  author's  con- 
tentions, we  are  glad  to  give  space  to  this  communica- 
tion, partly  because  of  Mr.  Crosby's  attainments  and 
service  in  the  field,  and  partly  because  we  consider  with 
Mr.  Crosby  that  the  Journal  should  be  the  forum 
where  those  who  wish  to  better  the  conditions  in  the 
industry  should  have  an  opportunity  to  express  their 
views,  whether  or  not  these  views  coincide  with  those 
of  the  editors.  Again,  some  of  the  changes  suggested 
by  Mr.  Crosby,  perhaps  all  of  them,  may  have  occurred 
to  others,  and  it  is  well  to  have  expression  given  to 
them  so  that  they  can  be  analyzed  and  discussed.  Be- 
fore taking  up  the  suggestions  in  detail,  however,  it  is 
well  to  state  that  in  the  present  code,  as  we  understand 
it,  brevity  was  considered  one  of  the  essentials.  The 
purposes  for  which  it  was  intended  necessitated  that 
it  should  be  kept  within  small  compass.  This  made  it 
impossible  for  the  committee  to  expand  on  any  of  the 
principles  and  give  the  reasons  for  the  wording  used. 

Mr.  Crosby's  objections  to  the  code  are  principally 
on  two  points.  The  first  of  these  is  in  regard  to  the 
return  which  a  public  utility  should  be  allowed  to  earn. 
The  second  is  in  regard  to  labor  disputes.  These  two 
points  will  be  considered  in  their  order. 


The  code  says  that  in  an  appraisal  of  an  electric 
railway  for  the  purpose  of  determining  reasonable  rates 
all  methods  of  valuation  should  have  due  considera- 
tion. This  means,  as  Mr.  McCarter  explained  in  our 
issue  of  Nov.  7,  a  consideration  of  the  investment,  the 
reproduction  cost  new,  the  amount  and  market  value 
of  the  stocks  and  bonds,  the  going  concern  value  and 
all  intangible  elements  which  have  served  to  bring  the 
physical  property  and  the  business  of  the  company  to 
its  present  state  of  development.  After  this  is  done, 
and  the  rate  for  service  to  give  a  fair  return  on  the 
value  so  obtained,  all  things  considered,  is  found  to  be 
abnormally  high,  it  may  properly  be  reduced,  but  if 
found  to  be  abnormally  low  it  should  be  raised.  Mr. 
Crosby,  on  the  other  hand,  believes  that  where  a  specific 
charge  for  service  has  been  agreed  to,  the  railway  and 
the  public  should  stand  or  fall  by  that.  Where  no 
specific  service  charge  appears  in  the  contract,  he 
says:  "The  investor  is  not  to  be  forced  into  loss  by 
arbitrary  exercise  of  power  in  fixing  rates." 

The  discussion,  therefore,  centers  largely,  as  we  un- 
derstand it,  on  the  case  where  there  is  a  specific  charge 
for  service,  such  as  exists  on  most  city  lines.  Is  it 
for  the  benefit  of  the  public  and  the  public  utility  that 
this  rate  should  be  always  fixed,  for  eternity  in  the 
case  of  a  perpetual  franchise,  or  should  either  side  un- 
der restrictions  be  able  to  petition  for  a  change  in  the 
rate?  Again,  are  there  not  precedents  to  show  that  the 
public,  acting  through  the  legislature  or  other  authori- 
tative body,  will  reduce  rates  for  public  utility  service 
when  they  are  abnormally  high?  If  this  is  being  done 
where  the  rates  are  high,  or  are  considered  to  be  so  by 
the  public,  should  not  the  public  utility  make  the  claim 
that  the  opposite  should  prevail  and  its  rates  should 
be  increased  when  they  are  abnormally  low? 

The  idea  of  a  flexible  charge  for  public  utility  serv-  < 
ice,  depending  on  the  rate  of  return  earned  by  the  ■ 
public  utility  and  the  quality  of  service,  is  compara- 
tively new,  and  the  argument  has  been  made  that  it  is 
theoretically  unsound  because  it  is  equivalent  to  a  guar- 
anteed return  on  the  capitalization  of  the  public  utility, 
irrespective  of  the  quality  of  its  management.  Wo 
think  this  claim  is  incorrect.  But  if  the  state  is  to 
exercise  authority  over  rates  for  service,  as  it  seems 
disposed  to  do  and  practically  has  to  do  on  account  of 
the  monopolistic  character  of  public  utility  service,  it 
can  take  into  consideration  the  questions  of  manage^ 
ment,  capitalization,  return  requisite  to  attract  n^ 
capital,  etc.,  in  establishing  its  service  rates.  Undi 
such  a  system  there  would  be  fewer  bonanzas  and  fe 
bankruptcies  among  public  utilities  than  under  the 
"common  law"  system  of  free  competition  and  rates 
which  the  traffic  will  bear.  But  for  good  or  evil,  the 
former  times  when  the  public  utilities  could  be  con 
ducted  with  the  same  freedom  from  restraint  as  a 
private  business  have  passed.  The  present  plan  of 
state  control  of  rates  and  service  may  not  be  the  ideal 
system,  but  it  at  least  is  better  for  the  community  as 
well  as  the  companies  than  municipal  ownership,  which 
seems  now  practically  the  only  alternative.     For  these 


lage- 
ew<H 


tiese 

i 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


363 


reasons  we  prefer  the  thought  as  expressed  in  the  code 
on  this  point  to  Mr.  Crosby's  proposed  substitute. 

Let  us  pass  now  to  the  criticism  of  Mr.  Crosby  upon 
the  seventh  principle,  which  is  the  one  on  labor.  We 
think  that  there  is  a  difference  in  meaning  which  is  an 
essential  one  between  the  principle  as  it  appears  in  the 
code  and  the  wording  suggested  by  Mr.  Crosby.  Mr. 
Crosby's  principle  reads :  "Electric  railway  companies, 
being  public  servants  regulated  by  public  authorities, 
should  be  protected  from  all  forms  of  violence  or  in- 
timidation during  strikes."  This,  of  course,  is  entirely 
proper,  but  protection  against  violence  or  intimidation 
is  a  kind  of  protection  to  which  every  employer  of  labor 
is  entitled.  The  code  goes  further  than  this  and  says 
that  owing  to  its  public  character  an  electric  railway 
company  is  entitled  to  something  more,  just  what  it 
does  not  state,  but  this  added  protection  may  be  simply 
a  sympathetic  public  opinion.  As  Mr.  McCarter  said  in 
his  article  in  our  issue  for  November  7,  "a  strike  among 
the  employees  of  such  a  railway  company  should  be  re- 
garded with  as  much  public  disfavor  as  a  strike  in  the 
police  department  of  the  municipality."  Owing  to  the 
public  character  of  his  services  the  railway  employee 
should  recognize  a  duty  to  the  public  as  well  as  to  his 
employer  and  take  a  justifiable  pride  in  ft.  As  it  reads, 
the  code  does  not  require  the  service  to  be  put  upon  a 
military  basis  nor  does  it  recommend  any  interference 
with  an  employee's  freedom  to  stop  work  in  a  reason- 
able manner. 

Mr.  Crosby  concludes  his  letter  with  the  suggestion 
that  before  any  changes  are  introduced  in  the  code  an 
endeavor  should  be  made  to  interest  other  public  util- 
ities in  the  adoption  of  a  standard  set  of  principles  ap- 
plying to  all.  To  this  proposal  that  the  other  classes 
of  utilities  should  co-operate  in  formulating  the  "rules 
of  the  game,"  as  described  by  President  Wilson,  there 
can  be  no  dissent.  Such  a  plan  should  greatly  help  in 
clarifying  public  opinion  in  this  important  matter. 
But  as  the  electric  railway  companies  have  formulated 
a  code  applicable  in  principle  to  any  class  of  utility 
and  as  none  of  the  other  interests  has  drafted  any 
similar  statement,  so  far  as  we  know,  it  seems  to  us 
that  the  present  electric  railway  code  could  well  be 
used  as  a  basis  for  such  a  standard  code,  or  even 
adopted  in  toto,  with  such  changes  in  wording  as  are 
required  to  make  it  apply  to  public  utilities  in  general. 


A  RATIONAL  UNIT  FOR  STEAM  BOILER  RATING 

Our  esteemed  contemporary.  Power,  has  taken  rather 
an  iconoclastic  stand  in  regard  to  the  method  of  rating 
boilers  which  has  been  recently  suggested  by  The  Loco- 
I  motive,  whereby   the   anomalous    "boiler   horse-power" 
;  may  be  replaced  by  the  more  rational  unit,  heating  sur- 
face.    Of  course,  every  one  admits  the  inadequacy  of 
the  boiler  horse-power  as  a  convenient  or  even  intel- 
ligible term.    In  fact,  it  was  admittedly  misnamed  when 
it  was  originated  some  forty  years  ago  as  an  arbitrary 
j  basis  for  comparison  in  the  famous  boiler  tests  at  the 
Centennial  Exposition,  and  it  has  held  on,  in  spite  of 
its  limitations,  merely  because  of  the  lack  of  attention 


that    has    been    devoted    to    getting    something    better. 

Apparently  the  difficulty  that  stands  in  the  way  of  any 
change  is  the  fact  that  the  boiler  instead  of  the  furnace 
is  almost  invariably  considered  as  the  productive  unit. 
The  very  acceptance  of  a  unit  of  boiler  output  on  a 
power  basis  shows  that  fact  beyond  a  doubt,  and  it  is 
obvious  that  in  the  minds  of  engineers  generally  the 
true  meanings  of  the  terms  boiler,  heating  surface,  and 
furnace  are  inextricably  confused.  For  example,  take 
the  case  of  the  description  of  a  plant  with  300-hp  boil- 
ers, as  cited  by  our  contemporary,  and  assume  that  the 
data  about  the  so-called  boiler  output  are  worth  men- 
tioning. If  the  plant  has  a  150-ft.  stack  and  Roney 
stokers,  each  boiler  will  do  well  to  make  9000  lb.  of 
steam  per  hour,  but  if  forced-draft,  underfeed  stokers 
are  installed  under  the  same  boilers,  is  there  any  doubt 
that  each  can  evaporate  27,000  lb.  of  water?  Just 
what  difference  does  the  size  of  the  boiler  make,  ex- 
cept to  a  boiler  expert?  Is  not  the  stoker  the  important 
feature?  Here  is  a  case  where  the  same  boiler  might 
have  two  perfectly  legitimate  but  widely  different  ratings 
if  the  fallacy  of  measuring  boiler  output  is  persisted 
in.     How  much  simpler  it  would  be  to  rate  the  stokers ! 

As  a  matter  of  fact,  the  ultimate  ability  of  boiler 
heating  surface  to  transfer  heat  has  not  even  been  ap- 
proached in  stationary  practice,  and  within  limits  that 
are  far  beyond  anything  that  is  now  considered  per- 
missible, the  whole  matter  of  output  and  practically  the 
whole  matter  of  economy  rests  directly  upon  the  fur- 
nace or  stoker.  Before  the  recent  years  of  scientific 
stoker  operation  we  were  all  obsessed  with  the  idea  that 
the  extent  of  heating  surface  had  a  vast  influence  upon 
economy,  but  now  that  the  principle  of  reduced  excess 
air  is  understood,  it  is  recognized  that  the  admission 
of  a  few  more  pounds  of  air  than  are  needed  to  burn 
the  coal  will  have  far  more  influence  upon  the  coal  pile 
than  any  reasonable  increase  in  the  rate  of  driving. 

The  heating  surface — a  term  which  is  frequently  con- 
sidered to  be  synonymous  with  "boiler" — is  merely  a 
means  for  transmitting  the  energy,  or  heat  that  is  lib- 
erated by  the  stoker,  into  a  form  that  is  available  for 
use.  It  would  be  quite  as  reasonable  to  rate  steam  piping 
on  a  horse-power  basis  as  it  is  to  speak  of  boiler  output 
in  terms  of  horse-power,  unless,  perchance,  the  term 
boiler  was  intended  to  mean  furnace.  The  piping  trans- 
mits heat  in  the  form  of  steam  between  the  water  in 
the  boiler  and  the  prime  mover,  and  the  duty  of  the 
heating  surface  is  no  whit  different  in  principle  when 
it  transfers  heat  between  the  furnace  and  the  water. 

When  a  boiler  is  bought,  the  purchaser  gets  heating 
surface,  which  is  nothing  but  a  means  for  heat  transfer, 
and  what  he  obtains  from  this  heating  surface  in  the 
way  of  heat  transferred  will  depend  solely  upon  himself. 
If  he  is  up  to  date  he  will  use  the  boiler  in  connection 
with  a  modern  stoker  and  will  get  10  lb.  of  steam  or 
more  from  each  square  foot.  If  he  is  somewhat  be- 
hind the  procession  he  will  only  get  3  lb.  Manifestly 
the  measure  by  which  he  should  buy  is  heating  surface, 
because  that  is  the  practical  measure  of  the  cost  of 
boiler  construction. 


364 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


Front  Entrance,  Center-Exit  Car  for  Cleveland 

This  New  Semi-Steel  Car,  Which  Is  Designed  Especially  for  Crosstown  Service,  Combines  the  Principles  of 
the  Near-Side  and  Center-Entrance  Types,  and  also  the  Pay-As- You-Leave  and    Pay-As- You-Enter 

Systems  of  Fare  Collection 


The  most  recent  experiment  in  car-body  arrangement 
is  the  Cleveland  Railway's  new  combination  near-side- 
entrance,  center-exit,  pay-as-you-leave  car  for  crosstown 
line  service.  In  this  car  there  are  longitudinal  seats  in 
the  front  half  of  the  body,  and  the  fare  box  is  located 
beside  the  center-exit  doors,  so  that  the  front  entrance 
loading  area  embraces  practically  one-half  of  the  car 
body  in  addition  to  the  vestibule.    Practically  speaking, 


Since  all  stops  on  crosstown  lines  are  on  the  near  side, 
the  reason  for  the  adoption  of  the  front-end  entrance 
is  obvious.  Past  experience  also  has  shown  that,  even 
with  the  roomy  platforms  as  are  used  on  Cleveland  cars, 
the  number  of  transfer  passengers  picked  up  at  any  in- 
tersection is  so  large  that  they  cannot  be  handled  with- 
out considerable  delay.  However,  with  the  enlarged 
loading  area  provided  by  the  pay-as-you-leave  system 


CLEVELAND   CROSSTOWN   CAR — GENERAL  VIEW  OF  CAR 


the  arrangement  is  expected  to  permit  loading  the  maxi- 
mum number  of  passengers  found  at  any  transfer  point 
without  the  delay  incident  to  collecting  fares  on  the 
platform.  At  the  same  time  the  usual  jostling  of  in- 
going and  outgoing  passengers  on  center-entrance  cars 
IS  eliminated,  while  the  center-exit  assures  quick  alight- 
ing. Loading  at  the  front  end  also  is  advantageous,  be- 
cause the  boarding  passengers  are  under  the  surveil- 
lance of  the  motorman. 

Dimensions  and  Weights  of  Cleveland  Car 

Length    over    bumpers 51  ft.    1  5/16  in. 

Length  over  corner  posts 40  ft.    4%  in. 

Truck    centers    z,>  ii.    1  ui. 

Wheelbase     4  ft.  10  in. 

Floor   to  rail    32  in. 

Width   over   side   plates 8  ft.    2  in. 

Width   over  belt  rail 8  ft.    4  %  in. 

Height   inside   8  ft. 

Height  of  exit  doors 7  ft.    2  %  in. 

Height   of   entrance    doors 6  ft.    4  %  in. 

Step  heishts  front  vestibule 12 — 11 — 9  in. 

Step  heights  center  entrance 12% — 9% — 9%  in. 

Passengers    seated    in    summer .'jfi 

Pas.sengers  seated  in  winter S.^i 

Passengers    standing    77 

Total  passenger  load 133 

Weight  of  body  with  accessories 27, ',90  lb. 

Trucks    .5,300  lb. 

Air-brake  equipment    1,826  lb. 

Motors    9,600  lb. 

Control   1,300  lb. 

Total  weight  completely  equipped 45,616  lb. 

The  car  was  designed  especially  for  crosstown-line 
service,  and  if  the  experiment  proves  successful  other 
cars  of  this  type  will  be  built  in  the  near  future.  The 
necessity  for  it  is  found  in  the  fact  that,  in  Cleveland, 
some  of  tke  crosstown  lines  intersect  as  many  as  twelve 
main  trunk  lines  within  a  distance  of  less  than  3  miles, 
and  this  makes  transferring  passengers  the  principal 
business  of  the  crosstown  lines.  The  character  of  this 
service  involves  the  movement  of  a  large  number  of  pas- 
sengers at  each  transfer  point,  and  it  is  important  that 
they  should  be  encouraged  to  move  quickly. 


that  is  applied  to  the  front  half  of  the  new  car,  it  is 
believed  that  this  delay  will  be  obviated. 

Features  of  Design 

The  new  car,  like  most  cars  in  Cleveland,  is  equipped 
for  single-end  operation.  Its  construction  is  semi-steel, 
and  it  is  practically  similar  to  that  of  the  Cleveland 
center-entrance  motor  cars,  which  were  described  in  the 


CLEVELAND  CROSSTOWN  CAR — VIEW  OF  CENTER  EXIT 


February  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


365 


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CLEVELAND  CROSSTOWN  CAR — INTERIOR  VIEW   LOOKING  TO 
FRONT    PLATFORM 


CLEVELAND  CROSSTOWN   CAR — INTERIOR  VIEW  LOOKING  TO 

REAR 


Electric  Railway  Journal  of  Feb.  28,  1914,  on  page 
455,  the  only  modifications  being  to  make  the  body  floor 
continuous  from  the  front  to  the  rear  by  the  elimination 
of  the  center-entrance  well  and  to  provide  for  a  front 
platform.  The  table  on  the  opposite  page  gives  general 
dimensions  and  weights. 

The  clear  width  of  the  front  entrance  with  the  fold- 
ing doors  open  is  approximately  40  in.,  and  this  is  suf- 
ficient to  permit  two  passengers  abreast  to  board  at  one 
time.    Stanchions  flanlting  each  side  of  this  opening  are 
I  installed  to  encourage  the  rapid  movement  of  passengers 
in  boarding  the  car.     The  10-in.  step  from  the  front 
,  platform  to  the  car  body  floor  is  flanked  by  two  pipe 
•  stanchions  which,  in  addition,  protect  the  feet  of  pas- 
sengers   seated    on    the    longitudinal    seats.      All    pipe 
stanchions  are  white  enameled. 

The  clear  width  of  each  of  the  two  center-exit  doors 
is  33%  in.    Stanchions  on  each  side  of  this  opening  and 
one  at  the  center  are  installed  on  the  second  step,  while 
I  two  more  stanchions  are  located  inside  the  car.     Two- 
leaf  folding  doors  are  used  instead  of  the  sliding  doors 
employed  on  the  Cleveland  center-entrance  motor  cars. 
In  the  open  position  these  occupy  a  portion  of  the  avail- 
able entrance  and  exit  width,  but  the  clear  openings  are 
still  ample  for  the  free  movement  of  passengers.    At  the 
same  time  the  use  of  this  style  of  door  eliminates  the 
usual  complications   incident  to  providing  sliding-door 
pockets  in   the  side  of  the  car,  which,   in   the  center- 
i  entrance  motor  car,  were  in  the  panel  separating  the 
I  two  door  openings.    In  the  new  car,  of  course,the  panel 
!  between  the  center  doors  is  unnecessary. 

Seats  for  fifty-six  passengers  are  provided  in  summer 


and  for  fifty-five  in  winter,  two  of  these  occupying  space 
immediately  to  the  rear  of  the  motorman's  cab  on  the 
front  platform.  In  winter  one  of  the  platform  seats  is 
removed,  the  space  being  occupied  by  a  Peter  Smith 
heater.  The  motorman  is  inclosed  in  a  small  cab  with 
windows  on  all  sides.  Partly  as  a  means  for  getting 
passengers  to  occupy  the  rear  of  the  car  twelve  cross- 
seats  and  a  semicircular  seat  in  the  rear  vestibule  were 
provided,  as  it  was  believed  that  the  passengers  would 
avail  themselves  of  vacant  seats  in  the  rear  end  of  the 
car  before  the  longitudinal  seats  would  be  occupied. 

Method  of  Collecting  Fares 

All  passengers  availing  themselves  of  the  seats  in  the 
rear  of  the  car  pay  their  fares  as  they  move  by  the 
conductor's  stand.  Passengers  remaining  in  the  front 
half  of  the  car  and  occupying  the  longitudinal  seats, 
however,  are  not  required  to  pay  their  fares  until  they 
approach  the  center-exit  doors  to  alight.  In  conse- 
quence, all  the  advantage  of  the  center-entrance  car  in 
shortening  the  movements  of  alighting  passengers  is 
afforded,  and  an  increased  loading  area  is  provided,  thus 
tending  to  eliminate  congestion  incident  to  collecting 
fares  at  the  entrance.  A  hand-rail,  in  place  of  the  usual 
hand-straps,  has  been  provided  at  a  convenient  height 
over  the  longitudinal  seats  in  the  front  half  of  the  car 
body.  The  brackets  supporting  the  hand-rail,  as  well  as 
the  other  car  hardware,  are  made  of  Aero  metal — a  new 
light-weight,  high-strength  alloy  which  recently  has 
been  placed  on  the  market  by  the  Garford  Engineering 
Company,  Elyria,  Ohio,  through  its  selling  agents,  the 
Ellcon  Company,  New  York. 


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CLEVELAND    CROSSTOWN    CAR — SEATING    PLAN 


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366 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,-No.  8 


Equipment 

By  a  combination  of  the  Peter  Smith  Heater  Com- 
pany's forced  hot-air  heater  and  the  Scullin  exhaust 
ventilator,  which  takes  the  form  of  a  dummy  monitor  on 
the  arch-roof  car,  with  louvres  along  its  sides  and 
grated,  circular  ventilator  openings  in  the  car-body  ceil- 
ing, ample  ventilation  is  assured.  The  scheme  of  arti- 
ficial illumination  that  is  used  is  the  result  of  exhaustive 
tests  conducted  by  Mr.  Scullin,  being  similar  to  that 
adopted  for  the  Cleveland  center-entrance  motor  cars. 
The  lighting  system  includes  five  92-watt  Mazda  lamps 
in  series.  These  lamps  are  fitted  with  Alba  shades  and 
are  mounted  in  the  headlining  along  the  center  line  of 
the  car.  A  sixth,  or  spare,  lamp  is  so  connected  with  a 
selector  switch  that  it  can  be  instantly  cut  into  the  cir- 
cuit in  case  of  failure  of  any  one  of  the  five  lamps  reg- 
ularly lighted.  In  addition  to  these  lamps  for  general 
illumination,  five  23-watt  tungsten  lamps  are  also  used, 
one  on  the  front  platform,  one  over  the  fare-box,  one 
in  the  headlight  and  two  in  the  destination  sign. 

This  car  body  is  mounted  on  two  Brill  51-E-l  trucks 
with  26-in.  wheels.  Each  truck  carries  two  Westing- 
house,  No.  340,  40-hp,  550-volt  commutating-pole  motors 
with  PK  control.  This  type  of  motor  was  selected  be- 
cause it  was  well  adapted  to  low-floor  cars  where  wheels 
smaller  than  33  in.  were  used.  The  motor  equipment  is 
also  exactly  like  that  used  on  the  center-entrance  motor 
cars,  but  the  adoption  of  the  PK  control  is  new,  the 
advantages  claimed  for  it  being  the  removal  from  the 
car  platform  of  all  heavy  current-carrying  parts,  thus 
eliminating  controller  burnouts  and  circuit-breaker 
flashes,  and  at  the  same  time  providing  increased  plat- 
form space  through  the  use  of  a  small  master  controller. 
It  was  described  in  full  in  the  Electric  Railway 
Journal  for  Nov.  28,  1914. 

The  novel  combination  of  passenger-interchange  fa- 
cilities and  fare-payment  systems  imbodied  in  the  new 
car  should  be  credited  to  Peter  Witt,  street  railway 
commissioner,  Cleveland.  The  experimental  car  itself 
was  designed  and  built  in  the  shops  of  the  Cleveland 
Railway  Company  under  the  supervision  of  Terrance 
Scullin,  master  mechanic. 

A  Novel  Service  Record  Chart 

From  time  to  time  engineers  making  service  checks 
are  confronted  with  the  problem  of  putting  these 
checks  in  such  form  as  to  make  them  readily  under- 
standable to  the  layman.  In  its  effort  to  accomplish  this 
end,  R.  F.  Kelker,  Jr.,  in  charge  of  the  transportation 
bureau  of  Chicago's  Department  of  Public  Service,  has 
devised  a  service  record  chart  which  at*  once  indicates  to 
the  alderman  the  service  condition  existing  at  certain 
fixed  points  during  certain  periods  of  the  day.  As 
shown  in  the  accompanying  illustration  of  one  of  these 
charts,  which  was  originally  designed  to  show  in  a  com- 
parative form  a  record  of  the  number  of  seats  offered 
and  the  number  of  passengers  on  the  car,  the  white 
space  in  the  center  of  each  ring  represents  the  number 
of  seats,  and  the  black  area  surrounding  it  shows  the 
number  of  passengers  standing. 

While  this  chart  does  not  show  the  instantaneous 
peaks  at  any  one  period,  it  does  indicate  the  average 
number  of  seats  offered  to  the  total  number  of  passen- 
gers during  any  half  hour  between  4  o'clock  p.  m.  and  7 
o'clock  p.  m.,  which  comprises  the  evening  rush  period. 
In  addition  to  the  diagrammatic  indications,  the  actual 
number  of  seats  offered  and  the  total  number  of  pas- 
sengers carried  are  also  shown  in  figures.  The  circles 
on  each  horizontal  line  show  the  condition  at  any  single 
checking  station  for  each  of  the  half-hour  periods,  and 
the  circles  in  the  vertical  columns  show,  comparatively, 
the  character  of  service  rendered  in  each  period  at  each 


checking  station.  Many  other  interesting  comparisons 
may  be  made  from  a  study  of  this  chart,  such  as  the 
maximum  number  of  passengers  carried  in  the  maxi- 


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mum  half  hour,  the  minimum  number  of  passengers 
carried  in  the  minimum  half  hour,  the  minimum  and 
maximum  traffic  checking  points,  and  as  the  compara- 
tive service  offered  at  the  different  checking  points. 


C.  A.  Reynolds,  chairman  of  the  Public  Service  Com- 
mission of  the  State  of  Washington,  has  announced 
that  the  board  will  organize  a  department  to  handle 
all  complaints  relative  to  service.  According  to  Mr. 
Reynolds,  the  distance  between  the  city  in  which  the 
complaint  arises  and  the  city  in  which  the  office  of  the 
commission  is  located  frequently  precludes  the  possi- 
bility of  immediate  attention.  Complaint  branches 
have  already  been  established  in  Spokane,  Everett, 
Seattle  and  Tacoma. 


The  Pueblo  Star-Journal  in  a  recent  industrial  edi- 
tion devoted  nearly  a  page  to  an  illustrated  description 
of  the  electrical  and  street  railway  properties  of  the  Ar- 
kansas Valley  Railway  Light  &  Power  Company  which 
serves  Pueblo,  Colorado,  the  Cripple  Creek  mining  dis- 
trict. Canon  City  and  the  Arkansas  Valley  agricultural 
district  between  Pueblo  and  La  Junta. 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


367 


Results  Obtained  by  Instruction    Department 
New  York  State  Railways,  Rochester  Lines 

The  Author  Describes    the  Methods   of  Instruction   Employed  and  the    Remarkable  Reduction  in  Number  of 
Accidents  Secured  by  Concentration  of  Effort  on  Instruction  of  New  Platform  Men 


BY  GEORGE  LAWSON,  SUPERVISOR  EMPLOYMENT  AND  INSTRUCTION 


A  brief  description  of  the  instruction  department  of 
the  New  York  State  Railways,  Rochester  lines,  appeared 
in  the  Electric  Railway  Journal  for  Dec.  2,  1913. 
The  results  obtained  since  July,  1913,  are  given  in  this 
article,  with  further  details  of  the  methods  used  in  in- 
structing and  recording  the  work  of  new  men. 

INSTRUCTION   METHODS 

Men  are  employed  for  the  train  service  between  8  a.  m. 
and  10  a.  m.  daily  except  Saturday,  by  the  supervisor  of 
employment  and  instruction.  After  filling  out  the  neces- 
sary application  blanks,  they  are  taken  out  on  an  instruc- 
tion car  operated  over  some  2000  ft.  of  track  that  has 
been  laid  for  this  purpose  in  the  Blossom  Road  yards  of 
the  company.     This  car  is  used  in  regular  service,  and 


employment  office  for  final  instruction.  The  men  report 
between  8  a.  m.  and  9  a.  m.,  and  read  over  the  bulletin 
book  while  other  men  are  being  employed.  This  work  is 
usually  completed  by  10  o'clock,  and  the  men  are  then 
taken  in  hand  and  examined  on  their  work  and  duties. 
Full  instruction  is  given  on  accident  reports,  handling 
complaints  from  passengers,  and  conduct  while  in  uni- 
form, as  well  as  explanation  of  the  why  and  wherefore  of 
the  various  rules.  Suggestions  are  given  as  to  how  the 
work  may  be  most  easily  and  accurately  done  and  how 
men  may  get  work  other  than  that  provided  by  the  extra 
board.     New  men  are  told  of  the  irregular  hours  they 


NEW   YORK    STATE    RAILWAYS 
MOTORMAN'8   INSTRUCTION   CAND- 

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MOCHESTER    UNBS 

INSTRUCTORS    REPORT 

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NEW  YORK   STATE  RAILWAYS — MOTORMAN'S  INSTRUCTION  CARD  AND  INSTRUCTOR'S  REPORT 


differs  in  no  way  from  others  of  the  same  type  except 
that  it  is  equipped  with  an  air  brake  in  addition  to  the 
hand  brake.  Along  the  instruction  track  are  found  the 
usual  signs  used  throughout  the  system,  such  as  pas- 
senger stop,  circuit  breaker  and  safety  stop  signs,  with 
which  the  student  thus  becomes  familiar. 

Students  are  given  one  or  two  hours'  practice  on  this 
car  under  the  supervision  of  the  traveling  instructors 
and  are  then  sent  to  the  company's  doctor  for  medical 
examination.  After  passing  the  doctor  they  are  sent  to 
the  divisions  to  which  they  have  been  assigned,  where 
they  present  to  the  station  master  the  instruction  card 
shown  in  an  accompanying  illustration.  On  this  card  is 
kept  the  record  of  the  men  with  whom  the  student  breaks 
in  on  each  line,  and  the  number  of  hours  of  practice  done 
each  day.  A  list  of  instructing  motormen  and  con- 
ductors is  furnished  to  each  station  master  by  the  super- 
visor of  employment  and  instruction,  by  whom  the  time 
slips  of  the  instructing  trainmen  are  compared  with  the 
time  entries  on  the  students'  cards  before  they  are 
passed  for  payment. 

Motormen  are  required  to  practice  for  ninety  hours, 
and  conductors  seventy  hours  before  reporting  to  the 


will  work  while  "bucking  the  list"  and  are  advised  to  be 
regular  in  their  habits  to  avoid  sickness  and  depression. 
The  writer  has  known  men  who  were  thoroughly  dis- 
couraged to  take  an  entirely  different  view  of  their  work 
after  one  or  two  visits  to  the  company's  physician,  whose 
services  are  furnished  by  the  benefit  association. 

The  final  instruction  occupies  usually  from  one  and  a 
half  to  two  hours;  the  shorter  this  can  be  made  the 
better  it  is  for  the  student  and  the  company.  More  good 
can  be  done  by  impressing  a  few  necessary  and  import- 
ant details  than  by  giving  vague  ideas  on  a  number  of 
points  of  minor  importance. 

During  the  first  six  months  of  his  service,  the  new  man 
is  followed  up  by  the  traveling  instructor,  who  corrects 
his  faults  and  tries  to  impart  the  fine  points  of  his  duties 
that  can  only  be  learned  by  experience.  The  instructor 
makes  a  report  on  the  forms  shown  in  accompanying 
figures  every  time  he  rides  with  a  student.  In  the 
column  headed  "Admonished"  a  punch  mark  denotes 
that  the  man  has  been  in  error  on  the  subject  opposite 
the  punch  mark,  and  that  he  has  been  instructed  on  this 
point.  A  punch  mark  outside  this  column  would  denote 
that  he  was  in  error  but  was  not  admonished.    Such  a 


368 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


report  would  be  made,  for  instance,  if  the  instructor 
noticed  a  man  following  his  leader  too  closely,  but  did 
not  have  an  opportunity  at  the  time  to  warn  him. 

KECORDS  AND  KESULTS 

The  reports  received  from  the  instructor  are  entered 
on  the  men's  record  of  instruction,  on  forms  like  those 
reproduced  herewith,  which  are  kept  in  the  office  of  the 
supervisor  of  employment  and  instruction.  On  these 
records  the  reports  are  stamped  in  red  ink  in  the  ap- 
propriate column,  the  letter  on  the  stamp  showing  by 
whom  the  report  was  made,  and  the  horizontal  line  show- 
ing the  date.  If  a  man's  work  was  correct  under  any 
general  head,  a  green  stamp  is  used  instead  of  the  red. 
It  is,  therefore,  possible  to  tell  at  a  glance  what  sort 
of  a  record  any  individual  is  making,  and  on  what  points 
he  needs  additional  instruction. 

The  reports  of  accidents  made  out  by  men  during 


Employment    Table — New     York    State    Railways,    Rochester 

Lines 

, Motormen >     , Conductors > 

Per  Cent  Per  Cent 

Unrter  Under 

,1913                                        Total       Six  Months  Total  Six  Months 

July 459               18,01  478  la.9.') 

August    477              20.69  474  18  68 

September    474              19.31  475  19  25 

October 486              20.74  519  26.37 

November .      489              20.08  578  25  09 

December 492              18.80  520  34.23 

1914' 

January   503  17.67  521  22  48 

February   490  12.85  576  20.34 

March 488  12.08  512  17  02 

April 495  11.30  527  16.90 

May 477  10.25  522  15.54 

June    467  9.00  488  12.07 

July 473  9,29  479  12.93 

August 460  7.60  483  13.02 

September    464  7.11  489  12.46 

During  the  two  years  previous  to  July,  1913,  the  com- 
pany had  found  difficulty  in  keeping  enough  men  to  oper- 
ate the  cars  during  the  rush  hours,  and  it  was  necessary, 


Form  «1 

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RECORD 

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N«m*_ 

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Experience 

Hours  Pfacti«e                                                Entered  Service 

Left 

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CONTROLLER                                      |                                                     GENERAL 

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Experienoe                                            Hours   Practice 

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COLLECTIONS 

GENERAL                                                                                1    1 

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NEW  YORK   STATE  RAILWAYS — RECORD-OF-INSTRUCTION  BLANKS 


their  first  six  months  of  service  are  also  sent  to  the  in- 
struction department.  On  the  backs  of  the  instruction 
record  cards  of  the  individual  trainmen  the  records  of 
these  accidents  are  entered  in  columns  headed  as  fol- 
lows: On  the  back  of  the  motorman's  card  are  columns 
for  date,  claim  number,  collisions  with  vehicles,  collisions 
with  persons,  rear-end  collisions  with  cars,  side-swipe 
with  cars,  derailments,  open  switches,  injured  on  car, 
frightened  horses,  damage  to  company's  property,  con- 
troller trouble,  heater  trouble,  grade  crossing  accidents 
and  miscellaneous.  On  the  back  of  the  conductor's  card 
are  columns  for  date,  claim  number,  alighting,  boarding, 
fare  trouble,  injured  on  car,  disturbance  on  car,  damage 
to  company's  property,  heater  trouble,  grade  crossing 
and  miscellaneous.  On  each  card  is  a  liberal  space  al- 
lowed for  remarks  in  which  is  entered  a  short  history  of 
the  accident  and  the  discipline  administered. 

Instead  of  being  disciplined  under  the  merit-and- 
demerit  system,  the  new  men  receive  additional  instruc- 
tion. This  takes  the  form  either  of  verbal  instruction, 
written  instruction,  e.g.,  copying  out  a  rule  nine  or  ten 
times,  or  additional  practice  on  the  road  of  from  five  to 
thirty  hours.  In  some  cases  a  little  talking  is  sufficient, 
and  an  offense  which  is  followed  by  written  instruction 
is  not  apt  to  be  repeated.  Additional  practice  has  a  good 
effect  not  only  on  the  man  at  fault  but  also  on  other 
new  men. 

The  following  table  shows  the  number  of  men  in 
service  on  the  first  of  each  month  from  July,  1913,  to 
September,  1914,  and  the  percentages  under  six  months 
in  service : 


on  the  organization  of  the  employment  and  instruction 
department,  to  employ  additional  men  immediately.  The 
most  pressing  need  was  for  motormen,  which  accounts 
for  the  rapid  increase  in  numbers  from  July,  1913,  to 
January,  1914.  During  the  late  fall,  trailers  were  put 
in  service,  but  the  snowplow  crews  required  additional 
men,  and  no  reduction  in  the  number  of  motormen  was 
possible  until  February  or  March,  when  the  number 
begins  to  fall  off.  About  the  same  time  the  age  limit  for 
motormen  was  changed  from  21  years  to  25  years,  which 
resulted  in  our  obtaining  more  reliable  men  who  were 
less  likely  to  leave  the  service.  Economic  causes  were 
also  at  work  to  reduce  the  number  of  changes  in 
personnel.  The  names  of  a  number  of  inspectors  who 
were  still  carried  on  the  seniority  list  were  also  taken 
off,  which  had  the  effect  of  reducing  the  number  of 
names  counted  in  compiling  the  figures  for  1913.  The 
net  result  of  all  changes  has  been  that  the  number  of 
motormen  has  increased  from  459  on  July  1,  1913,  to  464 
on  Sept.  1,  1914 ;  while  the  percentage  of  men  with  less 
than  six  months'  experience  has  fallen  from  18.01  to 
7.11  during  the  same  period. 

The  need  for  additional  conductors  was  not  felt  until 
the  winter  schedules  were  put  in  operation  during  Sep- 
tember, 1913,  when  the  total  number  of  conductors 
shows  a  rapid  increase.  The  number  then  attained  was 
maintained  throughout  the  winter  months,  and  allowed 
to  drop  off  during  the  spring.  A  rapid  reduction  is  ap' 
parent  during  May,  caused  by  the  calling  in  of  old 
badges  and  the  weeding  out  of  undesirable  men.  Eco- 
nomic causes,  of  course,  had  the  same  effect  as  in  the  I 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


369 


case  of  motormen,  but  the  age  limit  for  conductors  was 
not  changed  from  21  years  and  the  greater  instability 
of  the  younger  men  is  shown  by  the  larger  proportion 
that  are  under  six  months  in  service.  The  net  change 
in  number  of  conductors  has  been  an  increase  from  478 
on  July  1,  1913,  to  489  on  Sept.  1,  1914,  while  the 
percentage  of  men  less  than  six  months  in  service  has 
decreased  from  19.95  to  12.46  during  the  same  period. 

A  comparison  between  the  number  of  men  employed 
for  the  two  years  from  July,  1912,  to  July,  1914,  is 
shown  on  the  accompanying  diagram. 

The  effect  of  the  instruction  on  the  number  of  acci- 
dents occurring  to  new  men  is  shown  in  the  accom- 
panying table.  In  this  table,  column  5  shows  the  acci- 
dent index  for  the  men  under  six  months  in  service,  i.e., 
the  ratio  of  the  accidents  per  100  men  under  six  months 
to  the  accidents  per  100  men  for  all  periods  of  service. 
The  low  figures  for  October  and  November  are  due  to 
changes  that  were  made  in  the  method  of  compiling  the 


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July    Aug.  Sept.  Oct.    Nov.    Dec.    Jan.    Feb.    Mar.  Apr.    May  June 
COMPARATIVE  CURVES,  MEN  EMPLOYED  1912-1913 

1  figures  at  the  time  this  record  was  first  kept.  Since  De- 
1  cember  these  figures  have  been  computed  on  the  same 
I    basis  and  the  index  shows  that  the  performance  of  the 


ACCIDBNT 

Table — New  York  State 

Railways, 

Rochester 

Lines 

(1) 

(2) 

(3) 

(4) 

(5) 

Percent- 

Percentage Accidents 

Accidents 

age  of 

of  Accidents       per 

per 

Men  Less 

for  Men 

100  Men 

100  Men. 

than  Six 

less  than 

Under  Six 

lor  Total 

Months 

Six  Months 

Months 

Men  in 

Index 

1913 

in  Service 

in  Service 

In  Service 

Service 

3  -T-  4 

October    . 

22.66 

35.16 

67.5 

43.4 

1.55 

November 

21.63 

35.00 

66.2 

40.9 

1.62 

December 

20.10 

34.60 

83.5 

48.5 

1.72 

1914 

January  , 

16.72 

27.60 

76.8 

46.3 

1.65 

February 

14.60 

23.31 

78.0 

48.9 

1.60 

March    . . 

14.18     • 

21.92 

83.4 

54.0 

1.54 

April    .  .  . 

13.02 

18.30 

50.0 

35.7 

1.40 

May    .... 

10.58 

20.43 

94.0 

48.7 

1.92 

June  .... 

11.16 

20.98 

76.4 

40.6 

1.88 

July   .... 

,....      10.40 

18.24 

78.5 

44.7 

1.75 

August     . 

9.87 

19.30 

63.8 

33.1 

1.93 

new  men  improved  steadily  up  to  April,  1914.  At  that 
time  changes  were  made  in  the  organization  of  the  de- 
partment due  to  the  necessity  for  retrenchment,  and  the 
efficiency  of  the  new  men  has  decreased  to  some  extent. 
It  should  also  be  noted  that  with  smaller  numbers  in- 
volved a  numerically  small  increase  in  the  number  of 
accidents  makes  a  relatively  larger  showing  in  the  per- 
centage table. 

It  has  been  the  aim  of  the  instruction  department  to 
make  the  new  men  as  efficient  as  the  old  men  in  respect 
to  the  record  of  accidents,  and  this  result  was  apparently 
at  one  time  within  the  possibility  of  achievement.    The 


net  result  obtained,  however,  has  not  been  altogether 
unsatisfactory,  as  the  reduction  in  the  number  of  men 
new  in  the  service  has  brought  down  the  proportion  of 
accidents  due  to  new  men  from  35.16  per  cent  in  Octo- 
ber, 1913,  to  19.30  per  cent  in  August,  1914;  a  reduction 
of  45.2  per  cent,  and  this  reduction  has  accompanied  a 
reduction  in  the  total  number  of  accidents  of  approx- 
imately 21.50  per  cent  for  the  current  year. 


A.  I.  E.  E.  Midwinter  Convention 

The  third  midwinter  convention  of  the  American  In- 
stitute of  Electrical  Engineers  was  held  in  New  York  on 
Feb.  17,  18  and  19.  The  program  comprised  a  dozen 
papers  of  which  five  contained  practical  information  on 
power  transmission  matters.  In  other  papers  the  topics 
discussed  were:  Characteristics  of  electric  motors,  dis- 
tortion of  a.c.  wave  form,  dimmers  for  tungsten  lamps, 
searchlights,  and  the  theory  and  practice  of  electrical 
precipitation  of  matter  suspended  in  gases.  An  evening 
was  devoted  to  a  symposium  on  "The  Status  of  The 
Engineer,"  abstracted  elsewhere  in  this  issue,  in  which 
several  very  prominent  engineers  took  part. 

F.  W.  Peek,  Jr.,  consulting  engineer  General  Electric 
Company,  compared  the  results  of  line  corona  loss  tests, 
made  during  ten  years  under  various  conditions,  with 
formulas  developed  on  the  basis  of  laboratory  measure- 
ments. The  agreement  was  satisfactory.  The  discus- 
sion brought  out  that  voltages  of  less  than  visible 
corona  values  produce  uncertain  losses  due  to  irregu- 
larities on  conductor  surfaces. 

L.  E.  Imlay,  superintendent  Niagara  Falls  Power 
Company,  described  a  successful  method  for  keeping 
underground  cables  cool  by  insuring  moistness  of  the 
earth  surrounding  conduits.  Temperatures  of  cables 
are  measured  systematically  and  when  they  indicate 
deficient  heat  radiating  capacity,  due  to  soil  dryness, 
water  is  distributed  through  porous  drain  tiles  laid 
parallel  with  the  conduits.  Mr.  Imlay  gave  valuable 
test  data  bearing  on  the  heat  conductivity  of  soils. 

K.  C.  Randall,  engineer  Westinghouse  Electric  & 
Manufacturing  Company,  spoke  upon  arc  phenomena 
in  oil  circuit  breakers  showing  that  an  arc  hangs  on 
until  the  next  zero  value  of  current  after  a  switch  opens, 
generating  an  amount  of  heat  depending  upon  the  fre- 
quency. He  described  the  improvements  being  made  in 
breaker  design,  including  the  accelerating  feature  and 
the  reactance  shunt.  On  the  rating  of  circuit  breakers 
he  recommended  that  "if  a  unit  may  immediately  be 
put  back  into  permanent  satisfactory  operation  without 
immediate  repair,  it  is  proper  for  the  particular  appli- 
cation." In  this  he  was  seconded  by  Philip  Torchio, 
chief  electrical  engineer  New  York  Edison  Company. 

The  100,000-volt  portable  substation  described  by  _C. 
I.  Burkholder,  general  manager  Southern  Power  Com- 
pany, and  Nicholas  Stahl,  commercial  engineer  West- 
inghouse Electric  &  Manufacturing  Company,  consisted 
of  three  1000-kva,  self-cooling  transformers  with  sup- 
plementary fan  ventilation  and  three  horn  gap  switches 
mounted  on  a  steel  flat  car.  It  was  arranged  for  con- 
venient connection  to  the  transmission  lines  of  the 
Southern  Power  Company  and  adapted  to  use  a  wide 
range  of  supply  voltage.  The  weight  was  135,000  lb. 
and  the  cost  $21,000,  i.e.,  $7  per  kva. 

The  paper  on  electrical  porcelain  by  E.  E.  F.  Creigh- 
ton,  consulting  engineer  General  Electric  Company,  was 
a  100-page  report  of  exhaustive  character.  It  was 
divided  into  three  parts,  the  first  covering  the  principles 
and  methods  of  testing  insulators;  the  second,  the  fac- 
tors in  porcelain  manufacture,  and  the  third,  the  re- 
sults of  elaborate  tests  made  with  the  high-frequency 
oscillator.  The  paper  contained  the  results  of  extensive 
research    many   of   which   were   presented   graphically. 


370 


ELECTRIC     RAILWAY    JOURNAL 

The  Code  of  Principles 


[Vol.  XLV,  No.  8 


In  a  Letter  to  the  Editors,  O.  T.  Crosby  Suggests  Certain  Changes  in  the  Present  Code — The  SHding  Scale  of 
Returns  to  Capital  Discussed  and  Co-operation  with  Other  Public  Utility  Associations  Recommended. 


Warrenton,  Va..  Jan.  26,  1915. 
To  the  Editors : 

It  is  with  sincere  regret  that  I  find  myself  unable  to 
approve  all  that  the  Code  seems  to  stand  for.  May  I 
point  out  some  of  the  difficulties  as  they  appear  to  me? 

It  is  doubtless  your  habit,  as  it  is  mine,  to  consider 
all  problems,  first,  from  the  point  of  view  of  a  citizen 
of  the  United  States,  and  second,  from  the  point  of 
view  of  one's  own  personal  interest.  In  my  judgment, 
the  question  of  private  ownership  versus  public  owner- 
ship rises  above  any  question  of  the  interests  of  those 
now  putting  their  money  or  their  time  into  public  util- 
ities. If  every  dollar  which  I,  myself,  happen  to  have 
in  public  utilities,  and  all  the  other  dollars  that  my 
friends  have,  were  to  be  fully  repaid  by  the  state  in  the 
taking  over  of  public  utilities,  I  should  still  feel  strongly 
opposed  to  that  action.  The  opposition  would  be  based 
upon  fundamental  political  convictions.  It  is  because 
some  of  the  opinions  stated  in  the  code  seem  to  lead 
inadvertently  toward  state  ownership  or  its  equivalent, 
purely  bureaucratic  private  ownership,  that  I  feel  it  a 
duty  to  comment  upon  them. 

It  is  not  probable  that  the  Association — a  numerous 
body  having  very  short  hours  of  discussion  every  year — 
would  undertake  to  amend  a  code  presented  to  it  by  a 
committee  of  distinguished  members.  It  is  not  with 
this  presumption  that  I  suggest  changes  in  the  language 
of  several  articles.  It  is  only  that  such  redrafting  of- 
fers a  convenient  form  of  expressing  my  own  views. 
The  expansion  suggested  of  Articles  III  and  VIII  results 
in  mere  commentary  on,  rather  than  change  in,  the  orig- 
inal text. 

Whether  the  forum  in  which  we  have  usually  appeared 
for  such  discussions,  namely,  the  Journal,  is  open  for 
criticisms  of  the  code,  I  do  not  know.  You  alone  have 
the  right  to  make  that  determination. 

The  first  article  of  the  code  reads  as  follows : 

The  first  obligation  of  public  utilities  engaged  in 
transportation  is  service  to  the  public.  The  first  essen- 
tial of  service  is  safety.  Quality  of  service  must  pri- 
marily depend  upon  the  money  received  in  fares.  For 
this  reason  it  is  necessary  that  the  rate  of  fare  should 
be  sufficient  to  permit  the  companies  to  meet  the  rea- 
sonable demands  of  patrons  and  to  yield  a  fair  return  on 
a  fair  capitalization. 

I  think  the  last  two  sentences  should  be  changed  to 
read  as  follows: 

"Quality  of  service,  must,  in  the  long  run,  depend 
upon  the  money  received  in  fares.  For  this  reason,  it 
is  necessary  that  the  rate  of  fare  should  be  sufficient  to 
permit  companies  to  meet  the  reasonable  demands  of 
patrons  and  to  yield  average  returns  to  the  whole  in- 
dustry sufficient  to  obtain,  in  competition  with  all  other 
enterprises,  necessary  capital  from  the  general  inves- 
tor." 

My  reason  for  substituting  the  words  "in  the  long 
run"  for  the  word  "primarily"  rests  upon  the  fact  that 
in  the  inception  of  any  enterprise  the  selling  price  of 
its  product  may  be  placed  so  low,  or  there  may  be  tem- 
porarily such  sm^U  market  for  its  product,  that  its  oper- 
ations are  carried  on  at  a  loss  of  original  capital.  More- 
over, as  the  excellent  brief  of  the  Public  Service  Cor- 
poration in  its  recent  gas  case  points  out,  the  company 
undertakes  an  obligation  which  may  require  the  exhaus- 
tion, in  losses,  of  all  its  capital.  It  is  important  that 
this  element  of  risk  should  never  be  obscured.     But, 


in  the  long  run,  the  operation  will  cease  unless  selling 
prices  be  greater  than  costs. 

The  change  suggested  in  the  last  sentence  reflects  my 
objection  to  the  use  of  the  term  "fair,"  when  it  is  pos- 
sible to  express  more  clearly  the  specific  conditions  which 
we  mean  to  set  forth.  The  fact  that  this  word  "fair" 
has  found  its  way  into  decisions  of  courts  and  commis- 
sions, has  not,  unfortunately,  clarified  its  meaning. 

We  are  quite  likely  to  cut  each  others'  throats  in  con- 
troversy over  the  application  of  such  words.  Today  in 
Europe,  both  the  British  and  the  Germans  conscien- 
tiously believe  that  they  are  upholding  a  "fair"  cause. 
In  all  rate  controversies,  commissions  and  companies 
declare  for  these  same  "fair"  words. 

Article  II  of  the  code  reads  as  follows: 

Regulated  private  oumership  and  operation  of  electric 
raihoays  is  more  conducive  to  good  service  and  the  pub- 
lic welfare  than  government  ownership  and  operation 
because  the  latter  are  incompatible  with  administrative 
initiative,  economy  and  efficiency,  and  with  the  proper 
development  of  cities  through  the  extension  of  transpor- 
tation lines.  The  interests  of  the  public  are  fully  pro- 
tected by  the  authority  given  to  regulatory  bodies. 

I  merely  suggest  that  the  word  "is"  should  be  changed 
to  the  word  "are,"  thus  securing  euphony  and  gram- 
matical uniformity  at  the  same  time.  The  general  idea 
expressed  by  this  article  seems  to  be  sound. 

Article  III  of  the  code  reads  as  follows: 

In  the  interest  of  the  public  and  good  service  local 
transportation  should  be  a  monopoly  and  should  be  sub- 
ject to  regulation  and  protection  by  the  state  rather  than 
by  local  authorities. 

The  preference  here  expressed  for  state  control  as 
distinguished  from  local  control  is  a  wise  one  in  our 
present  political  development.  My  own  thought  on  the 
matter  would  be  more  fully  expressed  if  we  should  add 
to  the  article  as  it  stands,  the  following: 

"When  sound  general  principles  of  regulation  shall 
have  been  developed  by  the  state,  and  when  municipal 
or  other  local  governments  shall  have  developed  higher 
efficiency  and  conservatism  than  is  now  usually  found, 
then  the  regulation  of  local  monopolies  might  be  left  | 
to  local  authorities."  ' 

Article  IV  of  the  code  reads  as  follows: 

Short-term  franchises  are  detrimental  to  civic  wel- 
fare and  growth  because  they  ultimately  check  the  ».'- 
tension  of  facilities  and  discourage  good  service. 

This  is  so  sound  that  even  short-term  advocates  of  a 
few  years  ago  have  been  generally  converted  wherever 
the  twenty-year  limitation  has  been  tried. 

Article  V  of  the  code  reads  as  follows: 

In  order  to  render  good  service,  electric  railways  must 
be  alloived  to  earn  a  fair  return  on  a  fair  capitalization, 
and  the  foundation  for  this  result  will  be  obtained  if 
the  issuance  and  sale  of  securities  representing  such 
fair  capitalization  shall  be  legally  authorized  on  such 
terms  as  will  produce  the  requisite  funds. 

I  would  suggest  that  this  article  be  changed  to  read 
as  follows: 

"In  order  to  render  good  service,  the  electric  railway 
industry  must  be  allowed  to  earn  average  returns  on 
investment  comparable  to  those  obtained  in  other  en- 
terprises of  like  ri.skfulness,  and  the  foundation  for  this 
result  will  be  obtained  if  companies  be  legally  author-i 
ized  to  sell  their  shares,  or  to  borrow  money  on  s^ 
terms  as  will  produce  the  requisite  funds." 


1 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


371 


It  will  be  observed  that  the  word  "securities"  is 
stricken  out.  The  reason  for  this  will  be  found  in  the 
comment  on  Article  VI.  The  word  "average"  inserted 
before  "returns"  has  an  important  bearing,  appearing 
below. 

Article  VI  of  the  code  reads  as  follows: 

Securities  which  have  been  issued  in  accordance  with 
the  laiv  as  it  has  been  interpreted  in  the  past  should  be 
'  valid  obligations  on  which  an  electric  railtvay  is  entitled 
to  a  fair  return. 

In  substitution  for  it,  I  would  suggest  the  f611owing 
language : 

"Shares  of  capital  stock  and  evidences  of  debt  which 
have  been  issued  in  accordance  with  the  law,  as  it  was 
interpreted  at  the  time  of  issue,  should  be  considered  as 
valid,  and  on  the  total  capitalization  composed  of  evi- 
dences of  debts  (including  net  floating  debt)  and  shares 
of  stock,  the  company  should  be  entitled  to  earn  such 
returns  as  its  contract  for  rendering  service  will  per- 
mit, when  the  charge  for  such  service  is  made  specific 
in  the  contract.  In  the  absence  of  a  specific  contract 
charge  for  service,  the  company  should  not  be  prevented, 
merely  by  the  arbitrary  use  of  public  authority,  from 
earning  such  returns  on  its  legal  capitalization  as  might 
have  been  legally  contemplated  from  time  to  time  when 
investments  were  made  or  debts  incurred." 

It  will  be  observed  that  the  word  "obligation"  has 
been  stricken  out.  This,  I  think,  follows  from  the  fact 
that  shares  of  stock  are  not  obligations,  but,  on  the  other 
hand,  they  plainly  were  meant  to  be  included  in  the 
term  "securities."  We  have  all  come  to  use  the  latter 
term  rather  loosely,  as  standing  for  everything  which 
represents  the  capital  of  a  company.  Such  loose  usage 
is  quite  excusable  in  many  discussions,  but  it  is  out  of 
place,  it  seems  to  me,  in  such  a  formal  document  as  the 
Code  of  Principles. 

It  will  be  noted  that  a  suggestion  is  made  limiting 
the  returns  on  legal  capitalization  to  those  that  may 
have  been  "legally  contemplated."  This  is  the  reason 
for  that  suggestion.  It  is  (or  it  has  been)  possible  in 
many  states  to  issue  legally  capitalization  which  might 
be  in  excess  of  the  investment  by  many  hundreds  of 
per  cent.  Thus,  $100,000  in  cash,  or  cash  values,  might 
be  legally  capitalized  at  $1,000,000  par  value.  Can  it 
be  said  that  stockholders  in  such  a  corporation,  should, 
immediately  after  its  organization,  be  "entitled  to  a 
fair  return,"  on  such  capitalization? 

Is  this  "legal  capitalization"  necessarily  the  same  as 
the  "fair  capitalization"  of  Article  V?  Has  not  the  mass 
of  legislation,  adjudication  and  discussion  of  the  last 
twenty  years  created  at  least  the  beginnings  of  a  new 
common-law  rule,  which  would  put  the  investor 
on  notice  that  he  would  not  be  permitted  to  make  a 
profit  of  80  per  cent  or  100  per  cent  per  annum,  on  his 
real  investment,  unless,  perchance,  it  should  flow  from 
a  specific  (or  fixed  customary)  service  charge?  And  in 
such  case,  is  it  not  true  that  such  a  profit  "would  rest, 
not  upon  the  basis  of  legal  capitalization  but  upon  the 
contract  right  to  perform  service  on  a  given  piece- 
work basis? 

I  have  also  thought  it  important  to  make  a  distinc- 
tion, which  does  not  appear  in  the  Code  of  Principles, 
between  the  case  of  a  company  which,  on  the  one  hand, 
has  a  contract  right  and  a  contract  obligation  to  per- 
form service  at  a  specific  rate,  and,  on  the  other  hand,  a 
company  which  finds  itself  subject  wholly  to  public  au- 
thority in  the  matter  of  rates. 

In  the  electric  railway  field  it  was  thought  that  a 
majority,  at  least,  of  the  franchises  were,  in  fact,  con- 
tracts for  the  performance  of  service  at  what  may  be 
called  "piecework"  rates.  And  it  was  thought  that  that 
rate  was  fixed  in  the  contract. 

There  were,  indeed,  variations  in  the  language  of  the 


contracts  concerning  this  point.  In  some  cases,  the 
doubt  was  great  enough  to  justify,  perhaps,  some  of  the 
surprising  decisions  which  have  been  made.  On  the 
other  hand,  a  good  many  franchises  still  stand  unat- 
tacked,  and  probably  unattackable,  in  the  matter  of  a 
specific  charge  for  service  as  being  a  contract  right  and 
obligation.  That  specific  charge  may  be  found  too  small 
for  profit,  but  when  it  is  large  enough  for  profit,  then 
even  if  the  returns  be  considerably  above  average,  they 
should  in  no  way  be  disturbed  unless  by  mutual  consent. 
That  is  what  the  investor  is  "entitled"  to — that  is  to 
say,  to  losses  or  to  gains,  as  the  contract  happens  to 
work  out. 

In  the  other  case,  namely  that  in  which  no  specific 
service  charge  appears  in  the  contract,  and  if  there  be 
no  customary  charge  then  ruling  the  field  of  operations, 
the  investor  must  fall  back  upon  the  good  faith  of  the 
public  and  upon  the  contemplation  of  law,  that  he  is 
"entitled"  to  try  for  the  usual  returns  to  capital  and 
that  he  is  not  to  be  forced  into  loss  by  arbitrary  exercise 
of  power  in  fixing  rates. 

If  a  company  enters  a  field  in  which  rates  have  long 
been  fixed  by  custom,  then  the  case  is  similar  to  that  of 
the  contract  rate.  The  investor  must  lose — he  is  not 
"entitled"  to  win — if  he  guessed  wrongly  as  to  the 
profits  derivable  from  a  customary  rate.  That  is  the 
sound  common-law  rule.  He  is  entitled  to  big  returns, 
if  things  go  well.  He  is  not  to  be  held  to  the  "average" 
return.  That  average  is  made  up  of  his  good  luck  and 
his  neighbors'  bad  luck,  and  it  is,  under  another  aspect, 
made  up  of  his  good  luck  today  and  his  bad  luck  yester- 
day. 

Invention  has  destroyed  the  force  of  custom  in  mod- 
ern affairs.     Hence  our  turmoils. 

Ancient  common  law  looked  to  custom  for  the  fixation 
of  rates.  It  declined  to  consider  return  to  capital  in  any 
specific  case.  Nevertheless,  underneath  the  customary 
rate,  there  must  have  been  an  implication  of  variable 
returns  from  very  high  to  very  low.  One  innkeeper 
might  grow  rich,  another  might  grow  poor.  Differences 
of  result  were  due  to  differences  in  management  and  to 
other  conditions  over  which  the  innkeepers  had  no  con- 
trol. 

In  the  long  run,  however,  there  must  have  been 
"a  return  to  capital"  in  the  inn  business,  substantially 
equivalent  to  that  in  other  lines  of  industry.  The  par- 
ticular innkeeper  was  not  "entitled"  to  any  particular 
return  to  capital,  whether  called  "fair"  or  otherwise. 
He  was  entitled,  while  charging  customary  rates,  to  the 
presumption  that  he  might  grow  rich  or  poor.  He  was 
not  to  be  made  poor  by  interference  of  the  state  in 
lowering  the  customary  rates. 

The  novelty  of  modern  methods  in  nearly  all  public 
utility  work  renders  it  very  difficult  to  rest  any  case 
upon  custom.  But  the  presumption  that  even  very  high 
returns  may  occasionally  be  made,  still  existed  as  an 
implication  in  common  law,  when  vast  quantities  of 
private  money  went  into  the  development  of  public 
utilities. 

It  is  this  presumption  which  is  threatened  by  the 
frequent  use  of  the  expression,  "entitled  to  a  fair  re- 
turn." The  courts,  when  using  that  expression,  have, 
for  the  most  part,  been  engaged  in  preventing  confisca- 
tion of  property.  The  Supreme  Court  of  the  United 
States  has  gone  from  V2  of  1  per  cent  to  8  per  cent, 
under  certain  conditions,  in  an  endeavor  to  establish 
return  to  capital  as  the  definition  or  measure  of  the 
property  which  was  threatened.  As  they  have  groped 
their  way  toward  some  understanding  of  the  problem, 
they  have  always  been  handicapped  by  the  natural  de- 
sire to  interfere  as  little  as  possible  with  legislative 
enactments. 

At  first  they  contented  themselves  by  stating  substan- 


372 


ELECTRIC     RAILWAY    JOURNAL 


[VOL.  XLV,  No.  8 


tially,  as  in  the  Munn  case,  that  property  was  not  taken 
unless  the  actual  fee  was  transferred.  In  later  cases 
they  have  seen  that  the  property  is  valueless  unless  it 
can  be  used  for  making,  or  trying  to  make,  an  annual 
net  profit,  and  that  such  profit  is,  in  the  last  analysis, 
the  measure  of  the  value  of  the  property. 

Their  recent  decisions  substantially  establish  the  fact 
that  a  going  concern  has  a  property  right,  good  against 
state  intervention,  to  charge  such  rates  as  may  yield  6, 
7  or  8  per  cent  on  the  value  arrived  at  by  considering  a 
number  of  elements.  The  decision  is  far  from  clear  in 
respect  to  these  elements. 

The  court  has  not  recognized  a  right  which  was 
generally  contemplated  by  investors  fifty  or  sixty 
years  ago,  namely,  that  they  might  occasionally  secure 
big  profits,  far  beyond  8  per  cent,  as  an  off-set  to  oc- 
casional losses.  It  may  be  urged  that  practically  this 
failure  to  recognize  such  a  right  has,  in  fact,  through 
the  power  of  the  court,  destroyed  the  right. 

But  we  are  now  concerned  in  educating  ourselves,  the 
public,  the  legislative  bodies  and  the  courts,  as  to  the 
true  and  necessary  principles  underlying  such  a  treat- 
ment of  public  utilities  as  will  continue  to  bring  into 
existence  new  ventures  and  such  as  will  preserve  in 
old  ventures  the  desirable  qualities  of  private  ownership. 
In  view  of  the  great  steps  forward,  made  by  the  Su- 
preme Court  itself,  in  its  own  education,  it  is  no  disre- 
spect to  authority  that  any  citizen  should  urge  views 
which,  if  adopted,  would  carry  the  Court  still  further. 

Not  only  has  invention  destroyed  substantially  the 
force  of  custom  for  the  determination  of  rates  in  the 
past  hundred  years  but,  in  my  opinion,  it  will  continue 
to  make  so  many  changes  in  productive  and  distributive 
processes  that  we  can  no  longer  count  upon  this  ancient 
guide  to  lead  us  through  the  mazes  of  the  future. 

Contracts  for  long  periods  at  specific  rates  of  service 
will  also,  in  my  opinion,  gradually  cease  to  be  desired  by 
public  authorities.  They  may  not  even  be  wanted  by 
investors  in  public  utilities. 

It  seems  to  me,  therefore,  that  new  relations  must  be 
established  in  respect  to  the  important  matter  of  rates. 
I  believe  that  the  basis  of  that  new  relation  will  be  "re- 
turn to  capital."  And  I  believe,  also,  that  this  new  basis 
must  be  made  far  more  clear  th?in  it  now  is,  before  wa 
can  feel  that  we  are  working  under  a  regime  of  law. 

In  trying  to  find  a  way  out  of  the  chaos  which 
exists  at  present,  it  seems  to  me  necessary  to  hold 
clearly  before  our  minds  just  what  the  conditions  are 
which  are  being  changed  or  cast  aside.  That  is  the 
reason  I  feel  we  should  refer  in  the  code  to  the  returns 
that  must  go  to  the  industry  as  a  whole,  rather  than 
those  which  go  to  individual  companies,  unless  in  the 
case  of  specific  contract  rates,  or  clear  customary  rates. 
The  original  language  of  the  code,  in  Articles  V  and 
VI  is  not  clear,  it  seems  to  me,  as  to  this  distinction. 
Hence  the  suggested  change. 

When  we  shall  have  emerged  from  the  present  diflS- 
culties,  I  believe  we  shall  have  statutes  drawn  which 
will  express  clearly  the  principle  of  a  sliding  scale  re- 
turn to  capital.  Such  a  statute  would  provide  that  spe- 
cific sliding  scale  returns  might  be  adopted,  varying 
from  case  to  case.  Maximum  and  minimum  rates  of 
return  to  capital,  with  intermediate  rates  for  varying 
periods  and  varying  conditions,  would  appear  in  such 
contracts.  In  the  general  case,  none  of  these  returns  to 
capital  would  be  guaranteed. 

The  spirit  of  the  contract  would  permit  service  rates 
to  be  controlled  by  the  companies  operating  within  the 
limits  of  the  permitted  returns  to  capital. 

The  same  statute  would  provide  such  a  sliding  scale 
guidance  for  those  cases  in  which  public  service  might 
be  undertaken  without  specific  understandings  as  to  re- 
turn to  capital.    It  would  impose  upon  such  cases  lim- 


itations of  profit  which  the  investor  is  supposed  to  con- 
template, just  as  if  to-day  a  loan  should  be  made  with- 
out specific  interest  rate,  it  might  be  presumed  to  carry 
the  so-called  legal  rate  of  interest. 

And  the  same  statute  would  provide  that,  as  nearly  as 
possible,  the  principles  thus  enunciated  for  new  enter- 
prises should  be  applied  in  the  solution  of  the  diffi- 
culties presented  by  old  enterprises.  In  this  latter  case, 
however,  an  extremely  important  consideration  must 
always  be  held  in  view,  namely,  that  of  the  market 
values  of  stocks  and  bonds  during  past  periods,  when 
such  stocks  and  bonds  had  been  permitted  to  be  freely 
bought  and  sold  throughout  the  world,  on  the  assump- 
tion that  the  investment  would  be  controlled  by  the  old 
common  law  rule  which  gave  to  the  investor  the  full 
profits  of  customary  or  contract  service  rates,  and  at 
the  same  time  threw  upon  him  losses  resulting  from  the 
application  of  such  rates.* 

If  by  the  words  "fair  returns,"  as  they  appear  in  the 
adjudicated  cases,  we  could  assume  that  in  some  cases 
unusually  large  returns  would  be  authorized,  then  one 
need  not  fear  the  use  of  such  an  expression.  The  fact  is, 
however,  the  continued  use  of  the  expression  "entitled 
to  a  fair  return,"  both  in  the  briefs  of  attorneys  repre- 
senting established  corporations  and  in  the  appeals  of 
public  prosecutors,  is  gradually  crystallizing  to  a  max- 
imum of  8  per  cent.     That  is  the  danger. 

The  principle  to  be  preserved  is  this — that  any  in- 
dustry, as  a  whole,  must  receive  "fair  returns,  etc. — " 
or  it  will  cease  to  exist.  But  within  the  industry,  there 
will  be  occasional  bankruptcies,  balanced  by  bonanzas. 
Unless  the  bankruptcies  be  prevented,  the  bonanzas 
should  be  permitted. 

Article  VII  of  the  code  reads  as  follows: 

The  relation  of  adeqiMte  loages  to  efficient  operation 
should  always  be  recognized,  but  electric  railways,  being 
public  servants  regulated  by  public  authorities,  should 
be  protected  against  excessive  demands  of  labor  and 
strikes. 

I  should  make  it  read  as  follows: 

"The  relation  of  adequate  wages  to  efficient  operation 
should  always  be  recognized.  Electric  railway  com- 
panies being  public  servants,  regulated  by  public  au- 
thorities, should  be  protected  from  all  forms  of  violence 
or  intimidation  during  strikes." 

It  is  apparent  that  one  element  considered  important 
by  those  who  drafted  the  code,  is  in  my  suggestion 
eliminated,  viz.,  that  of  protection  by  the  state  from 
"excessive  demands"  and  from  strikes.  I  do  not  be- 
lieve that  any  employer  can  be  protected  against  exces- 
.live  "demands"  of  labor.  This  clause,  as  written,  seems 
to  imply  that  the  rate  of  wages  paid  by  public  utilities 
should  be  fixed  by  public  authority. 

But  even  more,  it  is  further  implied  that  the  right 
to  leave  the  employment  of  the  company  is  denied  to  its 
employees,  if  they  go  out  simultaneously  and  make 
what  is  known  as  a  strike. 

Of  course,  the  converse  of  the  proposition  is,  that 
they  shall  be  forced  to  serve  against  their  will.  It  is 
true  that  enforced  service  of  citizens  is  required  by  all 
governments  in  military  defense.  It  is  equally  true  that 
enforced  service,  except  for  military  defense  and  as  a 
punishment  for  crime,  is  considered  as  contrary  to  all 
that  modern  political  progress  has  assured  us.  Nobody 
knows  better  than  I  how  serious,  even  how  tragic,  may 
be  the  result  of  strikes,  yet  I  cannot  approve  any  re- 
strictions of  personal  liberty  in  the  relation  contem- 
plated, except  that  which  restrains  an  ex-employee,  or 
anybody   else,   from   violence  or   intimidation    directed 

•A  st.atute  expressing  these  views  in  legal  form  and  drawn  for 
application  to  interstate  railway  commerce,  was  presented  by  me 
several  years  ago  to  the  Senate  committee  on  interstate  commerce. 
It  appeared  on  page  94  of  the  Electric  Railway  Journal  for 
July  20,  1912. 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


373 


against  an  employer,  whether  an  individual  or  a  com- 
pany. 

We  may  make  progress  by  the  adoption  of  contracts 
for  personal  service,  including  a  money  penalty  for  fail- 
ure to  continue  the  service  during  an  agreed  period. 
In  the  case  of  such  contracts,  the  protection  which 
would  be  given  by  the  state  is  only  that  which  it  must 
afford  to  all  citizens  in  the  enforcement  of  legal  con- 
tracts freely  made. 

We  should  not  forget  that  if  the  principle  of  submis- 
sion of  wages  to  public  authority  is  adopted,  it  cannot 
consistently  be  restricted  in  application  to  the  wages 
paid  to  motormen,  conductors  and  others  constituting  the 
more  numerous  body  of  employees.  It  would  be  legit- 
imately extended  to  the  determination  of  all  salaries 
paid,  from  that  of  the  president  to  that  of  the  sweeper. 
If  commissioners  are  to  stand  between  the  stockholders 
and  the  demands  of  motormen,  they  may  legitimately 
stand  between  the  stockholders  and  officials  of  the 
company. 

If,  however,  the  commissioners  are  supposed  to 
protect — not  the  stockholder — but  the  receipts  of  the 
company  required  for  improving  the  service,  then 
equally  should  they  control  big  salaries  as  well  as  little 
salaries.  The  result  would  be  a  complete  hierarchy  of 
employees,  who  must  look  to  the  public  authorities  for 
fixing  their  compensation.  This  would  be  a  long  step 
towards  public  ownership. 

Even  if  this  step  were  not  followed  by  others  in  the 
same  direction,  it  would  do  much  to  paralyze  the  effect- 
iveness of  private  ownership  as  we  now  understand  the 
term.  The  subject  is  a  large  one.  I  content  myself 
with  expressing  very  positive  views  on  the  subject, 
without  much  argument. 

Article  VIII  of  the  code  reads  as  follows: 

The  principle  of  ownership  of  securities  of  local  com- 
panies by  centralized  holding  companies  is  economically 
sound  for  the  reason  that  the  securities  of  the  latter 
have  protection  against  the  varying  business  conditions 
of  a  single  locality  or  company  and  because  money  for 
construction  and  improvements  can  thus  be  more  readily 
obtained. 

The  principle  appearing  in  this  article  seems  to  me 
sound.  However,  for  the  word  "because"  I  would  sub- 
stitute the  word  "hence."  Furthermore,  to  be  quite  ac- 
curate, the  last  statement  of  this  article  should  be  ex- 
tended to  read  as  follows : 

" — and  hence  money  for  construction  and  improve- 
ments can  thus  be  more  readily  obtained,  unless  public 
authorities  strike  down  occasional  prosperity  in  an  elec- 
tric railway  company  to  the  low  level  of  the  most  un- 
profitable among  such  enterprises." 

It  is  well  known  that  the  opposition  to  holding  com- 
panies rests  chiefly  on  the  idea  that  one  locality  is 
milked  for  the  benefit  of  another.  Put  in  other  words, 
that  means  that  in  the  present  hectic  temper  of  the 
public  no  locality  is  willing  to  see  its  own  public  utilities 
showing  a  prosperity  above  the  average.  Indeed,  there 
are  not  a  few  critics  who  desire  to  depress  every  pros- 
perous public  utility  to  the  lowest  known  level  of  mere 
existence.  Should  this  sentiment  become  more  general 
than  it  now  is,  it  will  make  the  last  statement  of  this 
article  unsound. 

The  fact  which  that  statement  intends  to  bring  out 
is  this:  that  of  several  companies  whose  stocks  are  all 
owned  by  a  holding  company,  one  may  be  prosperous 
and  another  unfortunate,  and  that  the  strength  given 
by  the  prosperous  company  to  the  holding  company's 
stock  will  permit  money  to  be  advanced  to  the  weak 
concern.  The  investor  is  given  a  chance  in  a  very 
simple  way,  through  the  purchase  of  one  stock,  to  aver- 
age his  returns,  which  is  the  very  essence  of  all  invest- 


ment, but  if  the  average  is  to  be  made  a  maximum  and 
no  guaranty  be  given  to  support  the  bad  cases,  obvi- 
ously a  new  low  average  is  created  and  the  whole  scheme 
fails. 

Article  IX  of  the  code  reads  as  follows: 

Jn  the  appraisal  of  an  electric  railway  for  the  pur- 
pose of  determining  reasonable  rates,  all  methods  of 
valuation  should  have  due  consideration. 

In  my  judgment  there  should  be  added  to  this  article 
the  following  words: 

" — but  actual  investment  in  cash  or  cash  values, 
including  profits  invested,  and  average  market  values  of 
bonds  and  stocks,  during  a  period  of  years,  should  be 
given  greater  weight  than  valuations  by  other  and  more 
artificial  methods." 

Article  X  of  the  code  is  sound  and  requires  practi- 
cally no  comment. 


Since  writing  the  above,  I  find  that  one  of  the  speak- 
ers at  the  mid-winter  convention,  adverted  to  the  prob- 
ability of  action  by  the  Association  looking  to  pos- 
sible modifications  in  the  code. 

Although  the  letter  above  written  expresses  my  own 
dissatisfaction  with  some  portions  of  the  code  as  it 
ROW  stands,  I  venture  to  suggest,  before  formal  action 
be  taken  in  the  matter  of  change,  that  endeavor  be 
made  to  co-operate  with  other  public  utility  associa- 
tions, such  as  those  of  the  gas,  electric  light,  telephone 
and  steam  railway  interests. 

The  latter  industry,  particularly  by  reason  of  its 
magnitude  and  by  reason  of  the  influence  throughout 
the  country  of  the  Interstate  Commerce  Commission,  is 
likely  to  affect  very  seriously  the  public  utility  policies 
in  every  state.  These  policies  in  the  long  run  and  in 
principle  should  be  the  same  for  all  public  utilities. 
Hence,  it  seems  to  me  desirable  that  co-operation  should 
be  brought  about  in  giving  formal  and  public  expres- 
sion to  the  views  of  those  who  are  conducting  public 
utilities  of  all  kinds. 

Oscar  T.  Crosby. 


Ohio  Compensation  Rulings 

The  Ohio  Industrial  Commission,  in  connection  with 
the  claim  of  Flora  Hamilton  for  the  death  of  her  hus- 
band, has  announced  the  following  four  principles  on 
compensation  of  importance  to  electric  interurban  rail- 
ways: 

"1.  Electric  interurban  railways  and  their  employees 
engaged  only  in  interstate  commerce  are  subject  to 
the  provisions  of  the  workmen's  compensation  act  of 
1913. 

"2.  Electric  interurban  railways  and  their  employees 
engaged  in  intrastate  and  also  in  interstate  and  for- 
eign commerce  are  subject  to  the  provisions  of  the 
compensation  act  only  to  the  extent  that  their  mutual 
connection  with  intrastate  commerce  may  and  shall 
be  clearly  separable  from  interstate  commerce,  and 
then  only  when  the  railroad  and  its  employees  have 
filed  written  acceptances  of  the  provisions  of  the  act. 

"3.  There  is  no  distinction  between  steam  railroads 
and  electric  interurban  railways  so  far  as  the  applica- 
tion of  the  compensation  act  is  concerned. 

"4.  An  electric  interurban  railway  company  whose 
track  lies  wholly  within  the  State,  but  which  has  traffic 
arrangements  with  other  common  carriers  and  accepts 
freight  and  passengers  for  transportation  into  other 
states,  and  which  has  filed  its  freight  and  passenger 
traffics  with  the  Interstate  Commerce  Commission,  is 
engaged  in  intrastate  and  also  in  interstate  and  for- 
eign commerce." 


374 


ELECTRIC     RAILWAY    JOURNAL 


[VOL.  XLV,  No.  8 


Regulation  for  the  Jitney  Bus 

Recent  Developments  Have  Shown  the  Need  for  ControlHng  the  Operation  of  Itinerant  5-Cent  Bus  Lines,  and 

the  Steps  Taken  in  This  Direction  by  Various  Communities  Are  Outlined,  with  Brief 

Accounts  of  the  Experiences  Making  Them  Necessary 


The  sudden  advent  of  the  jitney  bus  in  urban  trans- 
portation has  placed  before  the  electric  railway  systems 
of  the  country  a  situation  which  obviously  needs  prompt 
attention.  To  this  end  it  may  be  said  that  the  policy  of 
regulation  for  the  new  conveyances  appears  to  have 
been  generally  accepted  as  a  satisfactory  solution  by 
most  communities  that  have  taken  the  problem  under 
serious  consideration,  and  in  many  cases  restrictive 
measures  either  have  been  or  are  about  to  be  applied. 
Even  in  Los  Angeles,  where  the  jitney  bus  movement 
started  and  where  the  city's  friendliness  toward  the 
auto  bus  has  been  demonstrated,  the  need  for  regulative 
measures  has  become  obvious  to  many  of  the  citizens. 

Essentials  of  Jitney  Bus  Ordinance  in  Los  Angeles 

As  a  result  of  this  sentiment  Mayor  Rose  of  Los  An- 
geles submitted  on  Feb.  8  an  urgent  request  for  imme- 


PETITION. 


TO   THE  HONORABLE  MAYOR  AND   CITY 
COUNCIL  OF   THE    CITY    OF   PORTLAND: 

WhmreaM.  there  are  now  being  operated  on  the  streets  of  Portland,  a  number  of  auto  busses  and  a  number 
of  smaller  atHomobiles  for  the  purpose  of  transporting  passenfrers  with  the  aim  to  give  urban  transportation  ser- 
vice similar  to  that  rendered  by  street  cars,  and 

WhtTtat,  such  service  lo  be  of  benefit  to  the  citizens  of  the  City  of  Portland  should  be  conducted  in  a  re- 
sponsible manner  along  defined  routes  with  definite  scheduled  and  with  reasonable  protection  to  the  patrons  of 
iuch  service  and  the  citizens  of  Portlanri.  and 

_    Whereat,  the  experience  of  other  cities  where  similar  autajDUSsea  and  automobiles  are  operated  has  shown 
Ihe  imperative  need  of  making  such  service  responsible  and  reliable, 

Thtrefon,  we  the  undersigned  residents  and  citizens  of  the  Cily  of  Portland  do  hereby  petition  your  Hon- 
orable Body 

TO  ENACT  AN  ORDINANCE  requiring  that  such  auto  busses  and  smaller  automobiles 
be  permitted  to  operate  O^Viy  under  &  FRANCHISE  in  order  that  they  maybe  conduct- 
ed in  a  responsible  manner  along  properly  defined  routes  with  definite  schedules  and  with 
reasonable  protection  to  the  patrons  of  such  service  and  the  citizens  of  the  City  of  Portland 

and,  we  further  request  that,  in  the  interest  of  public  health  and  safety,  such  ordinance  carry  with  it  the  custom- 
ary emergency  clause  and  be  made  effectiue  immediately  from  and  after  its  passage  and  due  publication 


PETITION  FOR  REGULATION  OF  JITNEY  SERVICE  CIRCULATED 
in  PORTLAND,  ORE. 

diate  regulation  of  the  jitney  bus  traffic.  His  statement 
pointed  out  that  the  city  of  Denver  had  met  the  situa- 
tion by  passing  an  ordinance  requiring  each  bus  to  take 
out  a  franchise,  that  San  Francisco  had  under  consid- 
eration a  regulatory  ordinance,  and  that  Pasadena  had 
already  passed  such  a  measure.  He  then  outlined  the 
following  points  which  appeared  to  be  essential  for  a 
satisfactory  ordinance: 

A  proper  definition  distinguishing  automobiles  acting 
as  public  carriers  from  those  engaged  in  delivery  busi- 
ness. A  proper  form  of  application  covering  the  name 
of  the  owner,  make  of  the  machine  and  the  carrying 
capacity,  the  proposed  route  and  the  schedule.  The 
vesting  in  the  Public  Utility  Board  of  the  right  to  pass 
upon  all  applications  and  to  adjust  them  if  the  routes 
as  scheduled  are  unsatisfactory,  together  with  the  right 
to  change  or  modify  routes  when  traffic  conditions  or 
public  necessity,  in  the  opinion  of  the  Board,  demand 
such  action.  An  approved  indemnity  bond  of  not  less 
than  $10,000  to  accompany  each  application.  A  prohi- 
bition for  carrying  passengers  on  the  running  board, 
and  a  provision  for  uniform  signs.  Provision  for  the 
revocation  of  the  license  for  failure  to  cover  route  and 


meet  schedule,  carrying  passengers  upon  running  board, 
failure  to  pay  claims  for  damages,  changing  routes 
without  permission  of  Board,  and  running  an  insuffi- 
ciently lighted  car  after  dark. 

CAMPAIGN  FOR  EEGULATION  IN  PORTLAND,  ORE. 

Shortly  after  the  jitney  bus  appeared  in  Portland 
the  Portland  Railway  Light  &  Power  Company,  recog- 
nizing the  need  for  regulation  of  the  jitney  competition 
with  its  railway  lines,  published  two  pamphlets,  one  of 
which  explained  the  situation  in  detail  to  the  company's 
employees,  but  copies  were  also  available  for  the  public. 
The  text  of  this  pamphlet  appears  in  full  on  page  396 
of  this  issue.  The  other  pamphlet  was  addressed  di- 
rectly to  the  public  and  was  generally  distributed.  It 
contained  the  following  statements: 

"Concerning  Taxes — Nearly  one  million  dollars!  $971,- 
836.06  per  year,  $80,986.33  per  month,  $2,662.50  per 
day,  or  ISVb  per  cent  of  its  gross  revenue  was  contrib- 
uted in  1914  by  the  Portland  Railway,  Light  &  Power 
Company  to  federal,  state,  county  and  city  governments 
for  the  mere  privilege  of  doing  business!     Thus: 

Taxes    and    licenses $649,762.16 

Bridge   tolls    61,464.00 

Interest,  depreciation  and  maintenance  on  street  paving  260,609.90 

Total    ?971, 836.06 

"Consider  the  annual  charge  for  paving.  The  com- 
pany is  required  under  its  franchise  to  pay  for  the  pav- 
ing along  its  tracks,  to  maintain  this  paving  during  its 
life  and  to  renew  it  when  it  is  worn  out.  The  actual 
bare  cost  of  the  specific  construction  of  this  paving  now 
in  use  amounts  to  the  vast  sum  of  $1,737,399.33  which  is 
151/2  per  cent  of  Portland's  total  investment  in  street 
paving.  This  great  sum  does  not  include  any  allowance 
for  overhead  charges,  for  engineering,  superintendence, 
etc.,  a  very  large  amount  in  itself,  which  could  be  fairly 
included,  but  figuring  only  the  actual  specific  construc- 
tion cost,  the  company,  on  account  of  the  street  paving, 
must  take  from  its  revenues  yearly:  Interest  at  6  per 
cent;  maintenance  at  3  per  cent;  depreciation  at  6  per 
cent,  or  a  total  annual  charge  of  15  per  cent  of  $1,737,- 
399.33,  equal  to  $260,609.90  per  annum. 

"Excepting  such  paving  charges  which  are  levied 
against  the  company's  realty,  all  paving  assessments 
along  the  company's  tracks  are  but  a  survival  of  the 
system  of  charges  from  the  old  horse  car  days  when  the 
motive  power  did  wear  out  the  paving,  but,  in  these 
days,  since  the  electric  cars  do  not  need  or  use  the  pave- 
ment, assessments  for  its  construction,  up-keep  and  re- 
newal are  in  effect  nothing  more  nor  less  than  a  gov- 
ernmental charge  or  franchise  tax  on  the  street  car 
company. 

"Do  you  believe  in  double  taxation?  Of  the  total 
taxes  collected  by  the  city  and  county  for  the  operation, 
maintenance,  bond  interest,  rentals  and  sinking  funds, 
for  all  bridges  used  by  the  general  public,  crossing  the 
Willamette  River  in  this  city,  the  pro-rata  share  of  the 
taxes  paid  by  the  company  apportioned  to  these  pur- 
poses for  1914  was  $11,513.  On  top  of  this  the  com- 
pany was  required  to  pay  $61,464  for  bridge  tolls.  Was 
any  other  firm,  person  or  corporation  in  Portland  re- 
quired to  pay  a  toll  in  addition  to  their  regular  tax  for 
the  privilege  of  using  the  bridges?    Even  forgetting  the 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


375 


tolls,  did  any  other  firm,  person  or  corporation  contrib- 
ute as  much  to  the  expense  of  these  bridges  as  this 
company  ? 

"Over  $10,000  per  month  for  the  schools!  Do  you 
know  that,  of  the  total  taxes  paid  by  the  utility  com- 
pany in  1914,  $120,110  was  applied  to  the  education  of 
children  in  public  schools  in  Portland?  This  is  over 
$10,000  per  month  or  about  $550  per  school  day. 

"Nearly  $1,500  per  month  for  the  fire  department! 
Of  the  total  general  taxes  paid  by  the  company,  $17,720 
per  year  was  applied  to  the  support  of  the  fire  depart- 
ment. 

"Over  $1,000  per  month  for  the  police  department! 
In  the  same  manner,  $12,739  per  year  went  to  the  sup- 
port of  the  police  department. 

"Over  $555,000  a  year  from  the  street  car  system 
alone,  or  18  per  cent  of  total  street  car  revenues!  Of 
the  huge  sum  of  nearly  $1,000,000  charged  the  Portland 
Railway,  Light  &  Power  Company  in  1914  for  the  priv- 
ilege of  doing  business,  about  $550,000  per  year,  $45,800 
per  month,  or  over  $1,500  per  day  must  be  contributed 
by  the  city  street  car  system.  The  average  revenue  per 
passenger  carried  (cash,  commutation  ticket  and  trans- 
fer passengers)  for  all  of  whom  facilities  have  to  be 
furnished,  was  3.58  cents  for  the  year  1914. 

"Even  omitting  the  cost  of  carrying  them,  consider 
how  many  passengers  at  the  average  fare  must  be  car- 
ried to  pay  this  immense  charge!  In  round  numbers — 
42,000  passengers  per  day,  1,275,000  passengers  per 
month,  15,350,000  passengers  per  year. 

"Also  just  figure  for  yourself  how  many  passengers 
had  to  be  carried  during  the  year  to  help  maintain  the 
police  department,  the  fire  department,  the  public 
schools  and  the  bridges.  Furthermore,  letter  carriers 
and  county  employees  are  carried  for  several  hundred 
thousand  rides  at  compensation  which  is  less  than  cost 
for  the  service. 

"In  conclusion,  did  you  ever  stop  to  think  that  during 
1914,  police  and  firemen  and  other  city  employees,  en- 
joyed free  transportation  as  required  by  our  franchises 
to  considerably  more  than  750,000  rides,  which,  at  the 
usual  ticket  rate,  would  have  cost  the  city  for  this  .sei'v- 
ice  about  $33,750.     Is  not  this  additional  tax?" 

The  effect  of  these  two  pamphlets  had  almost  imme- 
diate results.  The  employees  of  the  company,  realizing 
that  they  would  be  directly  affected  by  unrestricted 
jitney  bus  competition,  prepared  and  circulated  a  peti- 
tion to  the  Mayor  and  City  Council.  A  reproduction 
of  this  is  shown  in  an  accompanying  illustration.  Last 
reports  indicated  that  some  40,000  signatures  would  be 
on  the  petition  when  it  was  presented  to  the  Council. 

One  of  the  complications  arising  in  Portland  is  the 
general  opinion  that  regulation  over  the  jitney  buses 
should  be  in  the  hands  of  the  State  Railroad  Commis- 
sion. The  State  Railroad  Commission,  however,  can  do 
nothing  legally  until  the  jitneys  obtain  franchises  from 
the  city.  Two  State  bills  are  under  consideration  at  the 
present  time  in  Oregon,  one  of  which  plans  to  make  the 
jitney  subject  to  the  same  regulations  as  the  street  rail- 
ways and  the  other  provides  for  regulation  of  automo- 
bile common  carriers  outside  of  the  city,  placing  them 
in  the  category  with  steam  railroads.  Another  measure 
is  at  the  present  time  under  consideration  by  the  State 
Senate  requiring  the  issuance  of  a  certificate  of  public 
convenience  and  necessity  prior  to  the  beginning  of  any 
new  construction  or  exercising  of  franchise  rights  by 
public  utilities.  This  also  appears  to  affect  the  jitney 
situation. 

It  is  interesting  to  note  that  in  Portland  the  princi- 
pal owners  and  drivers  of  jitney  buses  have  formed  a 
temporary  organization  and  plan  a  permanent  organi- 
zation and  a  general  system  for  the  service  throughout 
the  city.    Four  citizens  have  already  petitioned  the  City 


Council  for  a  franchise  for  a  permanent  jitney  line. 
The  applicants  intend  to  establish  routes  to  all  parts 
of  the  city,  running  on  schedule  from  seven  in  the  morn- 
ing to  twelve  at  night,  the  fare  being  5  cents.  Waiting 
stations  are  planned  for  designated  places,  together  with 
signs  erected  at  proper  points. 

Ordinance  in  Boise,  Idaho 

Jitney  service  in  Boise  City,  Idaho,  has  been  recently 
proposed  by  several  promoters,  but  in  every  case  it  has 
been  discouraged  by  an  ordinance  which  was  recently 
passed  by  the  city  council.  This  ordinance  appears  in 
full  on  page  397  of  this  issue.  In  Lewiston,  Idaho,  a 
peculiar  situation  has  developed  in  connection  with  the 
jitney-bus  craze.  The  city  has  at  present  no  local  street 
railway,  but  the  inauguration  of  jitney  service  on  Jan. 
26  brought  out  a  great  deal  of  comment  that  was  un- 
favorable. This  attitude  was  emphasized  by  the  possi- 
bility that,  within  a  short  time,  an  electric  railway  will 
be  brought  into  the  city  of  Lewiston  and  that  the  pros- 
pect of  jitney  competition  would  tend  to  discourage  the 
promoters.  Another  interesting  situation  arising  from 
the  jitney  in  Lewiston  was  the  statement  of  the  opera- 
tors of  the  jitney  buses  that  the  first  day's  operation 
had  shown  that  the  5-cent  rate  could  not  be  maintained 
and  that  consequently  the  fare  for  all  routes  would 
have  to  be  raised  to  10  cents. 

Jitney  Service  in  St.  Louis 

In  St.  Louis  the  introduction  of  the  jitney  has  devel- 
oped along  unusual  lines.  An  unincorporated  organi- 
zation has  been  formed  by  an  individual  who  styles 
himself  as  president  and  general  manager.  The  mem- 
bers act  as  chauffeurs  of  the  cars,  each  chauffeur  own- 
ing his  own  machine.  Each  chauffeur  is  supposed  to  pay 
to  the  general  manager  5  per  cent  of  his  gross  receipts. 

Under  these  circumstances  jitney  service  was  inau- 
gurated on  Feb.  8.  On  the  second  day  of  operation 
seven  cars  were  in  use  and  amid  considerable  enthusi- 
asm the  president  of  the  company  reported  a  most  sat- 
isfactory day.  On  the  third  day,  however,  two  of  the 
jitney  buses  fell  by  the  wayside  after  counting  up  the 
day's  receipts.  Features  of  succeeding  days'  operation 
were  the  entrance  of  women  chauffeurs,  and  the  wave 
of  indignation  which  arose  because  of  the  announced 
ban  on  negro  passengers,  anonymous  communications 
from  negroes  being  reported  to  have  stated  that,  "Street 
cars  are  good  enough  for  us  anyhow."  The  jitneys  re- 
maining in  service  were  all  seriously  overcrowded,  flve- 
passenger-machines  carrying  eight  and  ten  persons  on 
one  trip,  and  one  seven-passenger  car  having  been  re- 
ported to  have  carried  eighteen  passengers,  of  whom 
six  stood  on  the  running  boards,  while  two  sat  on  the 
housed  canopy  with  their  legs  hanging  over  the  should- 
ers of  the  passengers  in  the  rear  seat. 

At  the  end  of  last  week,  the  reports  were  that  2000 
passengers  were  being  carried  daily  by  eleven  automo- 
biles and  one  thirty-passenger  auto  truck.  The  average 
daily  earnings  of  the  touring  cars  in  operation  are  said 
to  have  been  about  $10,  the  record  for  receipts  reach- 
ing a  maximum  of  $13.50.  This  applied  to  a  man  driv- 
ing a  seven-passenger  touring  car. 

A  remark  made  by  the  promoter  of  one  of  the  auto- 
bus lines  in  St.  Louis  provides  an  interesting  insight 
into  the  mental  attitude  of  the  jitney-bus  operator.  The 
statement  was  that  it  was  doubtful  whether  the  jitney- 
bus  could  be  made  to  pay  on  streets  other  than  those 
upon  which  cars  were  run.  The  passengers  who  were 
waiting  for  street  cars  were  those  to  whom  the  jitney- 
bus  appealed,  and  they  had  to  see  the  jitney  in  front  of 
them  before  they  would  consider  riding  in  one.  It  was 
doubtful  whether  they  would  seek  another  street  to  get 
a  bus. 


376 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


No  provisions  for  regulation  of  the  jitney  service 
have  been  made  as  yet  in  St.  Louis,  and  on  Sunday  last 
the  fares  were  all  raised  to  10  cents  for  the  day,  rides 
being  given  to  those  looking  for  an  outing  at  various 
parks.  Contrary  to  experience  in  other  cities  no  serious 
accidents  to  pedestrians  have  been  reported  from  St. 
Louis,  but  the  operators  have  already  provided  that 
damages  from  accidents  are  not  to  be  assessed  upon  the 
jitney-bus  organization  as  a  whole. 

Many  Accidents  in  Kansas  City 

The  jitney  appeared  in  Kansas  City  about  the  middle 
of  February.  The  service  was  well  received  by  the 
public,  and  the  business  has  grown  until  they  now  have 
over  200  buses  in  service  and  there  are  all  kinds  of 
plans  for  special  uses  of  jitney  buses  in  the  air  as 
well  as  plans  for  new  routes.  In  Kansas  City  the  jit- 
neys are  organized  under  two  non-incorporated  com- 
panies, to  which  the  bus  operators  pay  weekly  fees  of 
$1  and  50  cents  respectively  for  arranging  schedules 
and  routes  and  preventing  competition.  Each  organi- 
zation has  rented  a  waitiro-  station  in  the  downtown 
district  past  which  all  cars  run. 

Congestion  is  the  notable  feature  of  the  situation  at 
Kansas  City,  although  as  yet  no  definite  means  for  regu- 
lating the  service  has  been  developed.  A  number  of 
serious  accidents  have  already  occurred,  and  the  first 
death  caused  by  a  jitney-bus  took  place  on  Feb.  7.  There 
appears  to  be  difficulty  in  placing  insurance  for  jitney 
owners,  as  the  insurance  companies  do  not  care  to  take 
the  risk.  The  committee  of  the  city  council  has  asked 
the  city  counselor  to  draft  an  ordinance  providing  for 
the  control  of  the  cars  and  for  the  imposition  of  a  rea- 
sonable tax. 

During  the  past  week  numerous  fines  have  been  im- 
posed on  jitney  drivers  for  violating  traffic  rules,  and 
frequent  hard-luck  tales  have  thus  been  brought  out. 
These  are  borne  out  by  the  report  that  the  number  of 
small  automobiles  in  jitney  service  in  Kansas  City 
seems  to  be  diminishing.  However,  many  larger  cars, 
chiefly  trucks  fitted  with  bodies  capable  of  seating  from 
twelve  to  eighteen  passengers,  have  been  recruited,  and 
these  have  good  custom  during  rush  hours  in  fair 
weather.  The  managers  of  the  jitney  associations  are 
admitting  frankly  that  the  small  cars,  at  least,  cannot 
be  operated  profitably  except  on  definitely  arranged 
schedules  over  routes  of  less  than  2  miles.  Several 
large  passenger  cars  have  assumed  boulevard  routes, 
one  owner  picking  up  passengers  from  several  family 
hotels. 

The  "Kansas  City  Jitney  Transportation  Company" 
is  now  being  organized,  the  trustee  being  W.  H.  Miller, 
who  ran  the  first  jitney  and  has  been  organizing  the 
service  at  one  of  the  jitney  stations.  An  advertisement 
was  published  on  Sunday,  Feb.  14,  stating  that  sub- 
scriptions for  stock  would  be  received. 

The  police  have  been  attempting  to  regulate  the  jitney 
traffic,  but  owing  to  the  absence  of  a  restrictive  ordi- 
nance the  only  recourse  is  arrest  for  violation  of  traffic 
rules.  Judges  of  city  courts  are  fining  violators  $5  and 
$10  for  failure  to  stop  behind  a  standing  street  car,  for 
driving  on  the  wrong  side  of  the  street,  for  blocking 
traffic  by  standing  at  street  crossings,  for  fast  driving 
and  for  failure  to  show  licenses.  The  judges  have  de- 
clared that  fines  would  soon  be  increased  if  frequent 
violations  continued. 

There  have  been  at  least  two  holdups  of  jitney  driv- 
ers and  passengers.  In  one  case  the  robbers  forced  the 
driver  to  go  to  the  State  line,  where  $7.85  was  taken 
from  him  and  $1.75  from  a  passenger.  Another  case 
was  that  of  a  visitor  to  Kansas  City,  whose  pockets  were 
picked  of  $75  and  railroad  tickets  in  a  jitney.  One 
jitney  owner  narrowly  escaped  arrest  by  federal  officers. 


He  had  a  picture  of  a  nickel  painted  on  the  side  of  his 
car  but  covered  it  after  being  warned  that  money  must 
not  be  pictured. 

Jitney  Men  Oppose  Spokane  Regulation 

Ever  since  the  first  of  February  the  city  of  Spokane, 
Wash.,  has  been  in  the  throes  of  development  of  regu- 
latory measures  of  the  jitney  bus.  Numerous  letters 
from  citizens  have  been  received  from  the  City  Council 
and  four  different  ordinances  have  been  under  consider- 
ation. Among  these  is  one  that  has  been  prepared  by 
the  jitney  operators,  who  have  combined  and  employed 
counsel  to  meet  the  issue  of  regulation. 

The  ordinance  proposed  by  the  jitney  operators  in- 
cludes a  flat-rate  license  tax  ranging  from  $25  for  cars 
carrying  five  passengers  or  less,  and  $75  for  cars  carry- 
ing ten  or  more  passengers.  No  bond  is  provided  for 
on  the  ground  that  the  jitney  men  will  voluntarily  carry 
insurance  to  protect  themselves  and  their  patrons.  In 
commenting  on  this  at  a  recent  hearing,  the  attorney 
for  the  jitney  operators  stated  that  a  $5,000  bond  or 
even  a  $2,000  bond  would  mean  the  practical  exclusion 
of  many  men  from  the  business,  but  how  protection 
could  be  given  without  it  was  not  explained  in  detail. 
Owing  to  the  existence  of  the  initiative-and-referendum 
law  in  the  State  of  Washington,  the  jitney  operators  are 
talking  about  the  use  of  a  referendum  to  protect  the 
interests  of  the  jitney  operators  in  case  a  drastic  ordi- 
nance should  be  passed,  with  the  expectation  that  the 
public  would  support  the  jitney  buses. 

In  a  recent  hearing  a  .great  deal  of  stress  was  laid 
on  the  lack  of  protection  in  the  car  to  women  and 
girls.  Other  comments  by  citizens  are  "The  jitneys 
run  when  they  feel  like  it  and  only  where  the  business 
is  best."  "Any  old  automobile  will  do  for  a  jitney  as 
long  as  it  hangs  together."  "If  barbers  need  an  exam- 
ination, jitney  drivers  certainly  do."  "The  jitneys  are 
no  more  than  pirates,  unless  they  are  made  to  go  as  far 
as  the  street  cars."  "Do  not  let  the  jitneys  pile  in 
passengers  like  pigs.  I  have  no  sympathy  for  adult 
women  who  sit  on  men's  laps,  but  I  do  not  approve  of 
this  for  young  girls."  One  sarcastic  citizen  suggested 
that  the  jitneys  should  provide  free  rides  for  police  and 
firemen  and  half  fare  for  children. 

Competition  with   San   Francisco   Municipal  Line 

Notwithstanding  the  fact  that  the  city  of  Oakland 
has  passed  a  jitney  ordinance  as  outlined  in  the  Elec- 
tric Railway  Journal  for  Feb.  13,  the  city  of  San 
Francisco,  just  across  the  bay,  took  no  action  for  a 
considerable  period  after  the  jitneys  began  to  operate, 
regardless  of  the  protests  against  them.  On  Feb.  6, 
however,  the  jitneys  began  to  operate  on  Geary  Street 
alongside  of  the  municipal  street-railway  line,  and  this, 
according  to  press  reports,  has  awakened  the  interest 
of  the  local  authorities  in  the  preparation  of  a  jitney 
ordinance.  When  inquiries  began  to  be  made  as  to  who 
was  responsible  for  the  invasion  of  the  territory  of  the 
municipal  line,  the  leaders  of  the  local  jitney-bus  asso- 
ciation pleaded  not  guilty  with  considerable  vehemence. 
In  consequence  a  rumor  promptly  started  to  the  effect 
that  the  United  Railroads  of  San  Francisco  were  behind 
the  scheme,  with  the  idea  of  showing  the  city  fathers 
how  the  jitney  competition  felt.  According  to  the  local 
newspapers,  Charles  N.  Black,  of  the  railroad  company, 
unemotionally  stated  that  he  did  not  even  know  the 
jitneys  were  running  on  Geary  Street.  However,  the 
Mayor  of  San  Francisco  is  going  to  investigate  the 
unfair  competition  with  the  city-owned  railroad  and 
will  announce  his  findings  later  on. 

Newspaper  comments  point  to  the  fact  that  the  jitney 
buses  as  at  present  conducted  in  San  Francisco  con- 
stitute an  almost  intolerable  nuisance  to  all  except  those 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


377 


who  wish  to  ride  in  them,  and  that  at  present  those 
who  do  not  ride  in  the  jitneys  greatly  outnumber  those 
who  do.  It  is  said  already  that  pedestrians  are  unable 
to  cross  Market  Street  in  the  congested  district  without 
taking  grave  risks  of  accident,  thus  bearing  out  the 
prophecy  that  transportation  by  jitney-bus  on  a  large 
scale  was  a  physical  impossibility. 

Regulation  by  Competition  in  Joplin,  Mo. 

The  Southwest  Missouri  Railroad,  which  operates  the 
electric  railways  in  Joplin,  Mo.,  and  adjacent  cities,  has 
suffered  from  the  jitney-bus  competition  for  some  weeks 
without  any  prospects  of  relief  by  regulation  of  the  new 
service.  Therefore  the  organization  of  an  auto-bus 
company  to  compete  with  the  jitneys  has  been  hit  upon 
as  a  means  for  driving  the  latter  out  of  business.  This 
novel  expedient  has  been  fathered  by  the  stockholders 
of  the  railway,  although  they  are  acting  in  their  in- 
dividual capacities  and  not  in  behalf  of  the  railroad. 

The  new  company  already  has  bought  four  new  auto- 
buses, each  with  a  seating  capacity  of  twenty  passen- 
gers. All  are  of  the  latest  and  best  type,  and  upon 
arrival  from  the  factory  they  will  be  placed  in  service 
between  Carthage  and  Jasper,  Joplin  and  Neosho,  and 
Galena  and  Baxter  Springs.  The  four  buses  contracted 
for  are  said  to  be  only  a  beginning,  and  as  many  more 
will  be  obtained  as  may  be  necessary  to  give  adequate 
interurban  service  between  the  towns  named  or  to  supply 
the  demand  for  service  elsewhere  if  it  should  arise. 

The  citizens  of  the  towns  to  which  the  new  auto-bus 
service  is  to  be  given  have  been  waiting  for  some  time 
for  the  Southwest  Missouri  Railroad  Company  to  ex- 
tend its  lines  into  their  precincts,  but  for  good  reasons 
these  extensions  of  the  electric  railway  tracks  have  not 
been  built.  Now,  however,  the  towns  will  have  an  inter- 
urban service  by  the  use  of  gasoline  propelled  vehicles. 

One  of  the  promoters,  in  sardonic  vein,  states  that 
two  advantages  in  the  proposed  mode  of  transportation 
are:  First,  freedom  from  the  cost  of  constructing  and 
maintaining  street  paving.  Second,  the  ability  to  flit 
into  a  new  territory  whenever  regulation  in  the  original 
one  becomes  unbearable. 

Mysterious  Plan  for  Regulation 

In  connection  with  the  matter  of  jitney-bus  regula- 
tion the  following  self-explanatory  letter  is  of  certain 
interest.  It  has,  apparently,  been  sent  to  a  large  num- 
ber of  electric  railways  in  the  country: 

"To  the & Railway  Company, 

"Gentlemen: 

"Conscious  of  the  growing  evil  of  the  'Jitney  Bus' 
as  a  competitor  of  the  Street  Railway  Companies,  I 
have  evolved  a  plan,  which,  in  my  judgment,  if  placed 
in  operation,  will  practically,  and  perhaps  completely, 
eliminate  the  'Jitney  Bus'  as  a  competitor  of  your  Street 
and  Suburban  Railways. 

"My  Plan  is  short,  simple  and  comparatively  inex- 
pensive to  put  into  operation,  and  will  in  no  way  disturb 
the  present  order  of  your  management;  and  I  hereby 
offer  to  communicate  to  you  the  Plan  upon  the  execu- 
tion of  the  enclosed  agreement. 

"My  Plan  is  one  which  your  Company  can  operate 
successfully  without  interference  by  State,  City  or 
County  Authorities. 

"Your  prompt  attention  will  be  profitable  to  you. 
"Yours  truly, 

"F.  A.  Marcher." 

Attached  to  the  letter  is  a  blank  form  for  a  formal 
agreement  proposing,  for  a  consideration,  to  put  the 
recipient  next  to  "a  Plan  which,  if  put  into  operation  by 
the  parties  of  the  second  part,  will  work  greatly  to 
their  advantage  in  eliminating  the  jitney."  The  con- 
sideration appears  to  vary  from  $5,000  down  to  $50,    Jt 


is  not  known  how  many  clients  have  been  obtained,  but 
no  doubt  the  idea  is  a  gem.  Mr.  Marcher  is  a  Los 
Angeles  jeweler. 


Standard  Boiler  Code  Approved 


The  American  Societyof  Mechanical  Engineers  Has  Adopted 

Universal  Standard  Specifications  for  the 

Construction  of  Steam  Boilers 

The  American  Society  of  Mechanical  Engineers  has 
placed  its  final  stamp  of  approval  upon  the  standard 
code  for  the  design  and  construction  of  steam  boilers 
which  has  been  in  course  of  preparation  for  the  past 
three  years.  This,  it  is  hoped,  will  become  standard 
throughout  the  United  States.  Its  general  adoption 
will  make  it  possible  for  manufacturers  and  the  public 
to  obtain  from  any  manufacturer  in  any  state  a  uni- 
form and  safe  boiler.  Its  formulation  has  made  pos- 
sible the  elimination  of  the  necessity  which  exists  at 
present  for  making  a  special  design  of  boiler  for 
each  state  in  the  Union,  and  owing  to  the  fact  that 
boilers  built  under  the  new  code  may  be  universally 
used  the  cost  of  manufacture  will  be  materially  re- 
duced. Before  this  condition  is  reached,  however,  it 
will  be  necessary  for  five  states,  namely,  Massachu- 
setts, Ohio,  Pennsylvania,  Wisconsin  and  Indiana  to 
amend  their  present  laws  so  as  to  permit  the  use  of 
the  standard  code.  The  laws  existing  in  these  states 
are  so  different  from  each  other  as  to  make  conditions 
chaotic. 

It  is  expected  that  immediate  legislative  action  to- 
ward the  legal  adoption  of  the  new  code  will  be  taken  in 
many  of  the  states  in  the  country  as  the  American 
Society  of  Mechanical  Engineers  has  been  advised  in 
many  cases  that  measures  legalizing  the  use  of  the 
standard  code  are  to  be  proposed  at  the  present  sessions 
of  various  state  legislatures.  This,  in  fact,  accounts 
for  the  pressure  which  has  been  brought  upon  the 
American  Society  of  Mechanical  Engineers  and  the 
boiler-code  committee  to  bring  out  at  the  earliest  pos- 
sible moment  specifications  in  a  form  such  that  they 
could  be  used  by  the  state  legislatures. 

The  successful  formulation  of  a  single  code  which 
can  be  universally  used  has  been  due  largely  to  the 
faithful  and  painstaking  efforts  of  the  boiler-code  com- 
mittee of  the  American  Society  of  Mechanical  Engi- 
neers. This  has  been  composed  of  John  A.  Stevens, 
chairman;  William  H.  Bohn,  Rolla  C.  Carpenter,  Rich- 
ard Hammond,  Charles  L.  Huston  and  Edward  S. 
Miller.  On  the  original  committee  were  also  H.  C. 
Meinholtz  and  E.  D.  Meier,  but  both  of  these  members 
died  before  the  work  of  the  committee  was  complete. 
During  the  last  seven  weeks  the  committee  met  daily 
including  Saturdays  and  holidays,  and  would  frequently 
work  until  midnight,  in  order  to  complete  the  code  and 
to  harmonize  the  necessities  of  the  various  interests 
involved.  These  included  the  manufacturers  of  steel 
and  of  tubes,  the  builders  of  boilers  of  various  types, 
such  as  heating  boilers,  pressure  boilers,  and  agri- 
cultural boilers,  and  the  makers  of  safety  valves  and 
other  classes  of  boiler  equipment. 

By  instruction  of  the  Council  of  the  American  So- 
ciety of  Mechanical  Engineers,  the  code  as  now  issued 
covers  only  the  design,  construction  and  materials  en- 
tering into  the  boiler.  Rules  for  inspection,  for  opera- 
tion and  for  licensing  operators  have  not  been  included 
at  the  present  time.  The  society,  as  such,  will  have 
nothing  to  do  with  the  work  of  getting  the  standard 
code  adopted  by  the  various  state  legislators,  as  that 
is  obviously  the  province  of  the  various  governing 
bodies  interested.  It  has  not  been  thought  consistent 
for  the  organization  which  has  been  interested  in  the 


378 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


technical  details  of  the  code  to  concern  itself  with  the 
making  of  the  laws  by  which  these  details  may  be 
brought  about  as  a  universal  standard. 

It  might  be  said  at  this  time  that  the  new  specifica- 
tions do  not  apply  to  boilers  which  are  subject  to  federal 
inspection  and  control,  including  marine  boilers,  and 
boilers  of  locomotives  and  other  self-propelled  appa- 
ratus. The  new  code  will  be  printed  and  ready  for 
distribution  within  a  few  weeks. 


Status  of  the  Engineer 

Noted  Engineers,  Executives  and  Educators  Contribute  to 
Important  Symposium  in  New  York  on  February  17 

The  Wednesday  evening  session  of  the  third  midwin- 
ter convention  of  the  American  Institute  of  Electrical 
Engineers  was  devoted  to  a  symposium  on  the  status 
of  the  engineer.  Those  contributing  to  the  discussion 
were  L.  B.  Stillwell,  E.  W.  Rice,  Jr.,  E.  M.  Herr,  Alex- 
ander C.  Humphreys,  George  F.  Swain,  H.  G.  Stott  and 
J.  J.  Carty.  The  chairman  of  the  meeting  was  Presi- 
dent P.  M.  Lincoln. 

Mr.  Stillwell  defined  the  character  and  reputation  of 
the  engineer  and  pointed  out  how  the  latter  can  be  im- 
proved. He  outlined  what  the  engineering  societies 
can  do  in  this  direction,  particularly  by  more  carefully 
selecting  and  grading  their  members  and  by  enforcing 
their  codes  of  ethics,  expelling  members  who  violate 
them.  Joint  committees  of  the  engineering  societies 
might  also  reach  a  decision  for  or  against  the  licensing 
of  engineers.  Engineering  societies  can  also  assist  in 
improving  the  status  of  the  engineer  by  furnishing  in- 
formation to  legislative  bodies  regarding  broad  eco- 
nomic policies. 

Mr.  Rice  pointed  out  that  honesty  is  a  habit  with  the 
engineer,  necessarily  so  because  his  work  must  stand 
the  test  of  experience.  He  pointed  out  a  new  field  for 
the  engineer  in  politics.  The  House  of  Representatives 
and  the  Senate  of  the  United  States  are  largely  made 
up  of  lawyers,  65  per  cent  in  the  former  and  75  per 
cent  in  the  latter,  while  there  is  only  one  engineer  in 
both  houses.  He  believed  that  the  engineering  frater- 
nity should  be  represented  not  only  in  an  advisory  ca- 
pacity but  also  in  an  administrative  one. 

Mr.  Herr  showed  that  engineering  and  the  engineer 
must  stand  for  progress  and  improvements.  An  im- 
portant field  in  addition  to  others  mentioned  for  the 
engineer  is  the  commercial  one.  The  handling  of  men 
is  a  most  important  part  of  his  work.  Mathematics, 
which  forms  a  vital  element  of  the  engineer's  train- 
ing, unfits  him  for  solving  human  problems.  He  must 
apply  himself  to  solving  these  human  problems  and  in 
doing  so  the  reaction  upon  him  will  be  favorable. 

Dr.  Humphreys  stated  that  the  sooner  a  young  man 
gets  the  fundamentals  of  engineering  and  graduates 
into  the  school  of  experience  the  quicker  will  he  become 
a  real  engineer.  He  should,  of  course,  have  more  than 
the  mathematics  and  science  of  engineering,  but  life  is 
too  short  to  study  in  college  all  that  might  be  desired. 
Dr.  Humphreys  especially  dwelt  upon  the  work  of  engi- 
neers as  public  service  commissioners.  While  he  did 
not  advocate  commissions  made  up  exclusively  of  engi- 
neers, he  thought  that  an  adequate  representation  of 
engineers  should  be  the  rule. 

Prof.  Swain  contended  that  the  engineer  is  recog- 
nized to  the  extent  that  he  deserves.  In  analyzing  the 
status  of  the  engineer  as  a  leader,  he  pointed  out  that 
this  depends  upon  knowledge  and  personal  qualities, 
of  which  the  latter  are  more  important.  If  the  engi- 
neer does  not  lead  it  is  largely  because  he  lacks  the 
necessary  personal  qualities.  In  Prof.  Swain's  opin- 
ion, engineers  are  adequately  paid  and  recognized  as 


compared  with  other  professional  men.  Engineering 
training  as  given  does  not  attract  the  best  type  of  men 
and  it  has  a  tendency  to  narrow  the  outlook  of  those 
who  take  it.  The  remedies  for  this  condition  are  first 
to  induce  more  able  men  to  embrace  the  profession  by 
pointing  out  to  them  its  possibilities.  Technical  edu- 
cation should  be  influenced  in  the  direction  of  providing 
broader  training  and  giving  skill  in  the  use  of  English. 
The  engineer  should  somehow  be  given  a  broader  out- 
look upon  engineering  problems,  as  the  great  questions 
of  the  day  are  not  mathematical  but  social. 

Mr.  Stott  made  a  plea  for  the  government  engineer, 
who,  in  his  opinion,  does  not  receive  proper  recognition. 
The  great  public  works  performed  under  government 
supervision  are  due  to  engineers  who  are  not  adequately 
paid  and  who  receive  little  fame  for  their  endeavors. 
Taking  up  the  subject  of  specializing,  Mr.  Stott  showed 
that  engineers  must  necessarily  be  divided  into  two 
classes:  first,  those  who  specialize  and  whose  reward  is 
in  achievement  in  one  or  two  lines;  second,  those  who 
generalize  and  gradually  pass  from  engineering  to  ad- 
ministrative work. 

In  closing  the  discussion,  Mr.  Carty  showed  that  the 
engineer  is  one  who  can  design  machinery  to  produce 
results  at  an  ultimate  cost  lower  than  is  possible  with- 
out it.  A  labor-saving  machine  is  really  a  labor-making 
machine  unless  it  produces  this  result,  for  while  it  may 
transfer  the  labor  to  remote  parts  of  the  economic 
system,  the  labor  is  there  just  the  same. 

Need  of  Regulation 

W.  W.  Atterbury,  vice-president  in  charge  of  opera- 
tion of  the  Pennsylvania  Railroad,  in  a  recent  address 
before  the  combined  commercial  organizations  of  Phil- 
adelphia, discussed  the  subject  of  regulation.  Mr.  At- 
terbury said  that  regulation  heretofore  has  largely 
consigned  itself  to  correcting  transportation  abuses. 
The  evils  are  obvious,  but  so  much  attention  has  been 
paid  to  the  pulling  of  the  weeds  in  the  transportation 
garden  that  the  very  important  duty  of  cultivating  and 
strengthening  the  growth  of  the  healthy  and  useful 
plants  has  been  neglected.  In  Mr.  Atterbury's  opin- 
ion, the  great  transportation  machine  of  this  country 
is  found.  It  needs  continued  regulation,  but  the  regu- 
lation must  be  competent  and  sympathetic.  The  most 
pronounced  weakness  of  the  present  system  is  that  it 
is  incompetent.  Laws  are  lightly  passed  by  legislatures 
without  any  real  knowledge  of  what  is  involved,  and 
action  is  taken  by  commissions  who  have  no  full  con- 
ception of  the  delicate  mechanism  they  are  handling,  or 
of  how  the  public  interest  may  be  finally  affected  by 
their  lack  of  experience  and  training. 

To  overcome  these  defects,  Mr.  Atterbury  made  the 
following  suggestions: 

"  'A  minority  of  the  railroad  commissioners  of  the 
states  and  nations  should  consist  of  men  trained  in  the 
practical  conduct  of  railroad  affairs.  All  appointments 
should  be  for  life  or  during  good  behavior,  and  the  sal- 
ary should  be  such  as  to  attract  the  ablest  brains  in 
the  country.  These  positions  should  be  surrounded 
with  such  prestige  and  honor  that  any  citizen  would 
feel  that  he  could  serve  his  country  and  his  fellowmen 
in  no  more  exalted  capacity  than  in  representing  the 
people  in  promoting,  encouraging  and  regulating  the 
development  of  its  transportation  agencies.  The  busi- 
ness men  of  the  country,  whose  welfare  is  so  intimately 
interdependent  with  the  transportation  system,  repre- 
sent the  class  of  citizens  from  whom  the  initiative 
should  come  in  putting  a  new  spirit  into  the  present 
system  of  regulation.  Scientific  management  is  needed 
in  business  but  it  is  also  needed  in  regulation  or  the 
latter  must  and  will  result  in  strangulation.'  " 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


379 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


American  Association  News 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


Reports   of    Meetings    of    Committees   on   Rules,    Engineering-Accounting    and    Passenger   Traffic- 
Details  of  First  Manila  Section  Meeting — Manufacturers'  Association  Notes 


-Additional 


COMMITTEE   ON  RULES 

A  meeting  of  the  committee  on  rules  was  held  in 
New  York  on  Feb.  11,  1915.  There  were  present  W.  H. 
Collins,  chairman,  Gloversville,  N.  Y. ;  Edward  Dana, 
Boston;  W.  R.  W.  Griffln,  East  Liverpool,  Ohio;  S.  W. 
Greenland,  Fort  Wayne,  Ind. ;  C.  E.  Morgan,  Jackson, 
Mich.;  W.  C.  Callaghan,  Helena,  Mont.;  and  L.  H. 
Palmer,  New  York.  J.  W.  Brown,  Newark,  N.  J,  repre- 
senting the  committee  on  block  signals,  also  attended  the 
meeting. 

The  matter  of  indexing  of  rules  of  the  city  and  in- 
terurban  codes  was  first  taken  up  and  this  was  referred 
to  Mr.  Palmer  to  act  in  conjunction  with  Secretary  Bur- 
ritt.  The  rules  covering  markers  and  their  location, 
which  had  been  referred  back  to  the  committee  by  the 
1914  convention,  were  then  discussed  at  length,  and  a 
new  rule  regarding  display  of  markers  was  adopted,  pro- 
viding greater  flexibility  in  the  character  of  signals  than 
was  the  case  in  the  rule  proposed  last  year,  yellow  flags 
and  unlighted  marker  lamps  being  permitted  as  alterna- 
tives to  the  usual  green  flags  for  day  indications,  and 
yellow  as  well  as  green  lights  at  night.  It  was  then 
decided  unanimously  to  re-submit  to  the  1915  convention 
the  three  rules  covering  the  display  of  classification 
signals  that  were  submitted  in  the  1914  report  to  take 
the  places  respectively  of  present  rules  105,  106  and  107. 

In  connection  with  a  subsequent  discussion  as  to  the 
advisability  of  displaying  flags  by  night  as  well  as  lights, 
it  was  decided  to  follow  present  customary  practice  on 
interurban  railways,  and  to  omit  flags  by  night,  lights 
only  being  displayed. 

The  matter  of  the  use  of  the  flagging  rule  on  block 
signalled  roads  in  cases  where  communication  with  the 
dispatcher  could  not  be  established,  as  referred  to  the 
committee  by  the  1914  convention,  was  then  taken  up. 
Mr.  Collins  read  a  number  of  replies  to  a  letter  that  had 
been  sent  by  the  committee  asking  for  opinions  from 
electric  railway  operators.  It  was  moved  by  Mr.  Dana 
to  appoint  a  sub-committee  to  confer  with  the  block- 
signal  committee  regarding  the  modification  of  rule  554 
now  in  the  standard  code  of  block  signal  rules.  This 
sub-committee  was  instructed  to  draft  a  new  form  for 
the  rule  for  the  information  of  the  block  signal  com- 
mittee and  to  submit  it  by  mail  for  the  consideration 
of  that  committee.  The  sub-committee  was  instructed 
also  to  consider  possible  further  modifications  in  all  of 
the  block  signal  rules.  Chairman  Collins  appointed  to 
this  sub-committee  Messrs.  Palmer,  Morgan  and  Green- 
land. 

J.  W.  Brown  of  the  committee  on  block  signals  then 
presented  a  statement  from  the  block  signal  committee 
regarding  the  contactor  signal  rule  No.  10,  as  sub- 
mitted at  last  year's  convention.  This  statement  in- 
cluded letters  from  the  signal  manufacturers,  whose 
opinions  were  divided.  It  was  decided  to  send  copies 
of  the  correspondence  to  the  members  of  the  newly- 
appointed  sub-committee  on  block  signal  rules  for  their 
consideration  and  action  on  the  matter. 

Mr.  Morgan  then  moved  to  re-submit  at  the  next  con- 
vention the  modified  form  of  present  rule  159  that  was 
proposed  in  the  1914  report  of  the  rules  committee.  This 
was  carried. 

It  was  then  decided  to  have  published  a  statement 
that  the  rules  committee  was  prepared  to  pass  upon 
questions  of  interpretation  of  the  standard  rules  that 


might  arise  on  the  lines  of  member  companies,  in  ac- 
cordance with  the  resolution  to  this  effect  passed  at  the 
last  convention. 

The  committee  referred  to  Secretary  Burritt  the  work 
of  compiling  and  analyzing  operating  rules  that  have 
been  established  by  the  various  state  commissions  and 
also  asked  him  to  report  upon  the  number  of  railways 
that  have  adopted  the  standard  rules  of  the  association 
since  the  1914  convention.  The  committee  then  took  un- 
der advisement  the  request  of  one  of  the  member  com- 
panies to  pass  upon  the  scope  of  an  order  that  had  been 
issued  on  one  of  its  lines  to  cover  a  specific  train  move- 
ment, and  after  discussion  a  detailed  reply  was  formu- 
lated and  submitted  to  Secretary  Burritt  for  trans- 
mittal. 


JOINT       COMMITTEE       ON       ENGINEERING-AC- 
COUNTING 

A  meeting  of  this  committee  was  held  at  the  rooms 
of  the  Railroad  Club  of  New  York,  30  Church  Street, 
on  Feb.  5.  Those  present  were  C.  R.  Harte,  New  Haven, 
Conn.,  chairman;  F.  H.  Sillick,  New  York,  co-chairman; 
C.  H.  Clark,  Cleveland,  Ohio;  M.  W.  Glover,  Mobile, 
Ala.;  C.  H.  Lahr,  Akron,  Ohio;  R.  J.  S.  Pigott,  New 
York,  and  J.  P.  Ripley,  New  York.  After  general  dis- 
cussion to  determine  the  best  possible  organization  the 
following  members  were  assigned  as  sub-committees  to 
consider  the  subjects  indicated:  To  draft  a  set  of 
standard  forms  for  use  with  the  system  recommended 
by  the  1914  committee;  J.  P.  Barnes,  Rochester,  N.  Y., 
chairman,  and  Messrs.  J.  C.  Collins,  Rochester,  N.  Y., 
Lahr  and  Clark.  To  revise  sub-division  of  operating 
maintenance  accounts  to  meet  the  new  Interstate  Com- 
merce Commission  classifications;  F.  H.  Sillick,  New 
Vork,  chairman;  and  Messrs.  Harte,  Ripley  and  H.  A. 
Gidney,  Boston,  Mass.  To  develop  a  proper  ledger  for 
the  maintenance  of  a  continuous  inventory;  F.  H. 
Sillick,  chairman;  and  Messrs.  Clark,  Glover  and  Mar- 
tin Schreiber,  Newark,  N.  J.  A  general  discussion  on 
the  broader  phases  of  the  subject  followed  the  appoint- 
ment of  committees.  The  sub-committee  on  the  con- 
tinuous inventory  ledger  was  scheduled  to  meet  the  fol- 
lowing day  and  the  other  sub-committees  were  to  meet 
on  early  dates. 


COMMITTEE  ON  PASSENGER  TRAFFIC  ' 

This  committee,  of  which  P.  P.  Crafts,  Davenport, 
Iowa,  is  chairman,  has  sent  out  a  form  for  collecting 
data  on  one-man  car  operation,  on  the  effect  of  the  use 
of  automobiles  on  interurban  and  suburban  passenger 
traffic  and  on  the  motor  bus  and  trackless  trolley.  The 
last  named  does  not  include  the  so-called  "jitney"  bus, 
which  is  to  be  covered  in  another  data  sheet.  More  than 
fifty  main  topics  are  considered,  some  of  these  being 
divided  into  many  sub-topics.  The  committee  wishes 
full  information  concerning  the  extent  of  one-man  car 
operation,  the  conditions  under  which  such  cars  are  op- 
erated and  the  results  secured.  The  proposed  analysis  is 
very  thorough  and  includes  all  factors  even  to  details  of 
car  arrangement  and  alterations  made  in  old  cars  when 
such  were  adapted  to  fit  the  new  service.  Opinions  are 
requested  as  to  the  effect  of  the  use  of  automobiles  on 
passenger  traffic  with  details  of  the  methods  followed 
in  studying  the  situation.    The  motor  bus  and  trackless 


380 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


trolley  situation  is  taken  up  to  determine  the  effect  on 
trolley  lines  of  the  use  of  these  vehicles,  especially  as  to 
whether  the  buses  act  as  feeders  or  as  competitors. 


PUBLIC   SERVICE  COMPANY  SECTION 

The  regular  meeting  of  Company  Section  No.  2  was 
held  in  Newark  on  Feb.  18.  In  accordance  with  the 
program  outlined  in  last  week's  issue,  page  337,  the 
topic  of  the  meeting  was  electric  railway  promoting  and 
financing.  L.  D.  H.  Gilmour,  general  solicitor  of  the 
company,  summarized  the  history  of  New  Jersey  laws 
under  which  electric  railways  are  incorporated  and 
enumerated  the  steps  involved  in  promoting  and  incor- 
porating a  project.  He  illustrated  some  of  the  diffi- 
culties of  such  work  by  relating  several  humorous  per- 
sonal experiences.  He  showed  by  census  returns  that,  in 
northern  New  Jersey,  Public  Service  serves  a  popula- 
tion of  two  millions  and  at  the  assured  rate  of  growth 
due  partly  to  nearness  to  New  York,  a  good  future  is 
before  the  company. 

H.  C.  Donecker,  assistant  general  manager,  prefaced 
his  paper  with  an  excellent  summary  of  the  benefits  of 
company  section  activity  to  the  men  and  their  employ- 
ers. He  emphasized  the  Public  Service  motto,  "Safety, 
Courtesy,  Loyalty."  He  then  contrasted  old  and  new 
methods  of  corporation  financing,  defining  clearly  such 
terms  as  bond,  stock,  mortgage,  car-trust  certificate, 
discount,  bonus,  "water,"  etc.,  and  concluded  with  an 
explanation  of  the  details  of  the  Board  of  Public  Util- 
ities' supervision  of  electric  railway  financing. 


J.  Clark,  Edwin  B.  Meissner  and  A.  S.  Partridge,  at- 
tended the  National  Foreign  Trade  Council  Convention 
held  recently  in  St.  Louis.  The  chairman  reported  that 
Secretary  McConnaughy's  office  would  be  furnished 
promptly  with  a  report  of  the  discussion  on  foreign  trade 
conditions,  to  be  filed  for  the  use  of  members. 

Another  committee,  consisting  of  C.  C.  Peirce  and  H. 
G.  McConnaughy  attended  the  third  annual  meeting  of 
the  Chamber  of  Commerce  of  the  United  States  in  Wash- 
ington. They  call  attention  particularly  to  the  papers  by 
the  Argentine  ambassador,  Hon.  R.  S.  Naon  and  Vice- 
President  McRoberts  of  the  National  City  Bank  of  New 
York.  The  former  suggests  to  manufacturers  the  de- 
sirability of  initiative  in  sending  at  least  small  cargoes 
to  Argentina,  and  especially  of  their  adapting  themselves 
to  the  custom  of  not  demanding  payment  on  delivery. 
Mr.  McRoberts  made  a  clear  statement  regarding  the 
practical  possibilities  of  financial  investments  abroad, 
showing  remarkable  opportunities  for  American  manu- 
facturers. Full  reports  of  this  meeting  will  be  sent  to 
the  members  of  the  association. 


MANILA    ELECTRIC    RAILROAD    &   LIGHT    COM- 
PANY SECTION 

In  the  issue  of  the  Electric  Railway  Journal  for 
Feb.  13,  page  337,  some  details  of  the  organization  of 
section  No.  5  were  given.  The  first  meeting,  held  on 
Dec.  15,  was  a  great  event  in  the  community.  The  at- 
tendance was  over  500  and  the  meeting  was  held  in  the 
roof  garden  on  the  Company's  building,  which  compares 
favorably  with  any  roof  garden  in  New  York. 

L.  L.  Vincent,  superintendent  of  electrical  testing, 
presented  a  paper  on  "The  Future  of  Electricity  in  the 
Philippines."  He  first  outlined  the  history  of  the  devel- 
opment of  electric  lighting  and  of  the  telephone  and  the 
telegraph,  and  then  analyzed  the  conditions  in  the  isl- 
ands as  they  relate  to  the  use  of  electricity.  In  his  opin- 
ion there  appears  to  be  little  prospect  that  the  power 
business  will  be  much  more  than  a  by-product  of  the 
lighting  business  for  some  time  to  come.  He  urged  the 
development  of  the  water  powers,  with  government  aid 
if  necessary,  as  a  factor  in  the  economic  independence 
of  the  country  and  showed  the  relation  of  this  to  elec- 
tric railroading.  He  said  also  "that  electrical  transpor- 
tation awaits  that  condition  of  intense  commercial  ac- 
tivity when  a  people  has  already  amassed  wealth,  and 
can  afford  expensive  machinery  for  applying  it,"  imply- 
ing thereby  that  the  future  of  the  electric  railways  in 
the  Philippines  will  keep  pace  with  the  industrial  growth 
of  the  country. 

In  closing  the  discussion  C.  N.  Duffy,  vice-president, 
outlined  the  relative  status  of  railways,  lighting  and 
power  in  the  United  States  and  took  a  different  point  of 
view  from  that  of  Mr.  Vincent  with  respect  to  the  future 
of  the  local  power  business. 

The  executive  committee  has  appointed  the  following 
chairmen  of  committees:  Membership,  F.  J.  Tew,  su- 
perintendent of  shops  and  carhouses;  program,  C.  E. 
Haywood,  superintendent  of  track;  reception,  Jerome 
Grindstaff.  inspector  transportation  department. 


COMMUNICATIONS 


MANUFACTURERS'  ASSOCIATION 
A  committee  consisting  of  W.  F.  Cnllor,  chairman,  E. 


Important  Factors  in  Steam  Railway 
Electrification 

Philadelphia,  Pa.,  Feb.  5,  1915. 
To  the  Editors : 

Mr.  Murray's  presentation  of  the  electrification  prob- 
lem, as  abstracted  in  the  issue  of  the  Electric  Railway 
Journal  for  Jan.  30, 1914,  is  most  interesting,  especially 
as  figures  are  given  for  the  various  costs.  These  are 
likely  to  prevent  any  careless  assumption  that  electrifi- 
cation should  be  introduced  indiscriminately  but  that 
each  problem  must  be  studied  in  connection  with  its  own 
environment. 

Mr.  Murray  states  that  the  success  of  electrification 
is  entirely  dependent  upon  density  of  traffic,  but  the 
writer  thinks  that  uniformity  of  traffic  is  equally  im- 
portant, otherwise  the  power  plant  must  be  large  enough 
to  take  care  of  the  occasional  "peak  loads,"  and  the  aver- 
age load  factor  may  be  so  low  that  the  savings  in  opera- 
tion will  be  more  than  overcome  by  the  excessive  over- 
head charges.  This  was  demonstrated  several  years  ago 
in  connection  with  the  New  York  Central  electrification, 
which  showed  a  saving  over  steam  operation,  but  if  a 
greater  variation  in  the  load  had  entailed  a  power  plant 
of  twice  the  size,  the  economy  of  operation  would  have  , 
been  in  favor  of  steam  locomotion.  j 

In  the  discussion  of  this  paper  at  the  Franklin  Insti- 
tute meeting  it  was  stated  that  the  fuel  comparison  was 
made  with  the  former  saturated  steam  locomotives,  so 
that  modern  superheater  engines  would  probably  use 
only  one  and  one-half  times  as  much  coal  as  the  electric 
power  plant,  instead  of  twice  as  much  for  the  same 
power  at  the  drawbar.  This  will  very  considerably  , 
affect  the  comparison.  j 

In  considering  the  cost  of  equipment  and  installation,  ■ 
it  is  stated  that  electric  and  steam  locomotives  for  sub- 
urban service  would  cost  about  $40,000  and  $15,000 
respectively,  and  that  for  every  electric  engine  purchased 
the  railroad  would  be  justified  in  making  a  capital  in- 
vestment of  $40,000  to  cover  cost  of  power  plant  and 
transmission  equipment.  As  the  latter  depends  largely 
upon  the  mileage  operated,  it  is  evident  that  a  great  dif- 
ference due  to  environment  would  exist  between  a  road, 
like  the  New  Haven  with  about  IV2  miles  of  track  per 
locomotive,  and  another,  such  as  the  Northern  Pacific 
with  41/2  miles  to  each  engine.  In  the  latter  case  the 
capital  investment  per  locomotive  would  be  about  50  per 
cent  greater  than  in  the  former  case.    Such  an  applica- 


Febrdaky  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


381 


tion  to  terminal  yards  would  be  very  costly,  as  the  pro- 
portional mileage  would  be  even  greater. 

In  pleading  for  conservatism  in  these  matters,  Mr. 
Murray  shows  that  he  has  a  clear  conception  of  the  costs 
and  difficulties  in  the  matter  of  financing,  and  does  not 
claim  the  unconditional  advantages  assumed  a  few  years 
ago  by  some  electrical  experts,  regardless  of  the  local 
conditions  and  environment  of  the  properties  to  be 
electrified. 

George  R.  Henderson,  Consulting  Engineer. 


Starting  Resistance   for  Railway  Motors 

New  York,  Feb.  16,  1915. 
To  the  Editors: 

I  have  read  the  article  by  Professor  A.  M.  Buck,  ap- 
pearing in  the  issue  of  the  Electric  Railway  Journal 
for  Feb.  13,  1915,  page  330. 

I  find  this  study  very  interesting,  especially  the  graph- 
ical solution,  which  gives  a  clear  idea  of  how  the  IR 
drop  subdivides  itself  between  motor  and  external  re- 
sistance and  also  shows  the  variation  of  the  rather  elus- 
ive counter-emf.  A  further  merit  of  this  study  is  that 
it  explains  clearly  how  to  produce  a  good  equivalent  of 
the  saturation  curve,  which  is  very  seldom  in  the  hands 
of  the  railway  engineer  not  connected  with  the  manu- 
facturing concern.  A  glance  at  this  substitute,  which 
is  defined  as  the  "tractive  effort  per  ampere"  curve,  re- 
minds one  of  another  very  familiar  curve,  the  usual 
speed  characteristic  curve  as  it  would  appear  if  turned 
upside  down.  In  fact,  it  would  be  easy  to  demonstrate 
that  if  the  efficiency  of  the  motor  were  constant  the 
ordinates  of  this  curve  would  be  proportional  to  the  re- 
ciprocals of  those  of  the  speed  curve.  As  it  is,  the 
variation  of  the  efficiency,  which  is  not  very  great  be- 
tween the  ordinary  current  limits,  alters  somewhat  the 
reciprocal  relation. 

The  foregoing  consideration  is  made  to  point  out  how 
this  solution  to  determine  the  starting  resistances,  al- 
though absolutely  different  from  mine  published  in  the 
Electric  Railway  Journal  of  Dec.  26,  1914,  has,  how- 
ever, some  points  in  common  with  it.  In  Fig.  2  of  Pro- 
fessor Buck's  article  the  lines  of  voltage  drop  corre- 
spond to  the  speed  lines  in  Fig.  6  of  my  article.  Again, 
in  his  Fig.  2,  we  might  consider  the  lines  A'B,  B'C,  etc., 
to  be  corrections  of  the  counter-emf  corresponding  to 
corrections  in  the  speed  factor  in  my  construction. 

As  to  the  practical  use  of  Professor  Buck's  method, 
the  graphical  solution  as  given  is  indeed  of  very  simple 
character  and  general  use,  but  it  saves  but  a  small  part 
of  the  work  required  to  reach  the  final  determination  of 
the  resistances.  In  this  problem  the  graphical  solution 
is  there  to  check  up  the  final  results  and  to  give  the  first 
hint  as  to  how  the  resistance  steps  are  to  be  chosen. 
It  would  require  good  luck  indeed  to  strike  at  once  the 
values  of  resistance  which  would  serve  equally  well  for 
series  and  parallel.  The  fact  is  that,  after  having  ob- 
tained a  satisfactory  arrangement  either  for  series  or 
for  parallel  only,  we  have  first  to  calculate  the  resis- 
tances of  the  resistors  per  motor  for  the  position  con- 
sidered, series  or  parallel,  and  then  to  check  up  to  see  if 
the  resulting  resistances  per  motor  for  the  other  posi- 
tion are  acceptable.  This  operation  will  very  likely  have 
to  be  repeated.  Hence,  what  we  need  is  not  only  a 
simple  graphical  solution  but  also  simple  and  quickly 
usable  formulas  connecting  the  data  of  the  figure  with 
the  resistances  which  we  wish  to  determine. 

In  my  method  I  use  R  =  (a  —  1)  r,  which  is  simple 
enough.  In  Professor  Buck's  method  the  graphical  so- 
lution gives  only  voltage  drops  and  counter-emfs,  thus 
saving  only  part  of  the  work  to  solve  for  the  values  of 
R  in  the  formulas.  F.  Castiglioni. 


The  Sale  of  Scrap  Metals 

Pittsburgh  Railways  Company 

Pittsburgh,  Pa.,  Feb.  5,  1915.   , 
To  the  Editors : 

The  article  in  your  issue  of  Jan.  23,  1915,  on  the 
"Sales  of  Scrap  Metals"  is  one  which  is  of  particular 
interest  to  me,  and  it  seems  is  entitled  to  much  thought 
and  study  by  every  one  who  handles  such  business  for 
any  company. 

The  article  states  that  the  average  scrap  value  of  cop- 
per and  brass  sold  during  a  period  of  four  years,  ending 
1911,  was  20  cents  per  pound.  There  would  seem  to  be 
some  unusual  condition  surrounding  the  sale  of  scrap 
where  such  prices  were  paid,  since  the  average  price 
per  pound  of  new  electrolytic  copper  during  the  four 
years  mentioned  was  $.12985,  New  York,  according  to  the 
statistics  of  a  national  authority.  Your  readers  would 
undoubtedly  be  interested  in  knowing  how  such  prices 
can  be  obtained. 

The  sale  of  scrap  metals  at  regular  intervals  is  equiva- 
lent to  a  practice  by  a  steel  mill  or  brass  foundry  of 
making  its  purchases  of  new  or  scrap  metals  at  regular 
intervals  during  the  year  without  regard  for  the  market 
conditions.  If  the  whole  country  were  canvassed,  I  doubt 
whether  it  would  be  possible  to  find  any  concerns  who 
would  do  such  a  thing. 

The  brains  of  the  organization  will  be  found  studying 
the  problem  and  taking  advantage  of  the  market  to  in- 
crease the  profits.  The  scrap  dealers  make  their  living 
by  taking  advantage  of  the  varying  market  conditions. 

Even  though  the  sale  of  scrap  material  is  merely  an 
incident  to  the  operation  of  a  transportation  company, 
and  inefficiency  in  this  regard  would  not  mean  success 
or  failure  to  the  same  extent  as  with  a  foundry,  for 
instance,  yet  it  is  just  as  important  for  an  electric  rail- 
way to  exercise  the  brains  of  its  organization  in  hand- 
ling such  business  and  taking  the  profits. 

We  have  observed  that  with  some  companies  the  sale 
of  scrap  materials  is  handled  by  one  who  is  unfamiliar 
with  the  subject,  who,  himself,  has  no  knowledge  of  the 
materials,  how  it  can  be  assembled  and  graded  to  bring 
the  best  prices.  Some  companies  large  enough  to  have 
a  considerable  accumulation  of  scrap  materials  still  ad- 
here to  the  old-time  practice  of  selling  "mixed  scrap" — 
meaning  that  no  attempt  is  made  to  assort  it  according 
to  the  standard  classifications,  which  specify  the  grading 
most  convenient  for  the  mills.  Where  it  is  not  properly 
assorted  it  is  usually  impossible  to  sell  to  the  mills.  The 
scrap  dealer  who  buys  it  grades  as  he  loads  it  or  ships 
the  indiscriminate  mass  to  his  yard  and  grades  it  there. 
For  all  of  which  the  company  selling  the  scrap  must  pay 
in  reduced  prices. 

There  is  such  a  diversity  of  practice,  which  is  not 
wholly  the  result  of  peculiar  local  conditions,  that  it 
would  be  interesting  to  have  a  discussion  through  the 
columns  of  your  journal  on  this  important  subject. 

Many  five-cent  fares  can  be  saved  right  at  the  scrap 
pile. 

B.  J.  Yungbluth,  General  Storekeeper. 

[Note — In  answer  to  the  inquiry  in  Mr.  Yungbluth's 
letter,  Mr.  Alexander  says  that  the  price  of  20  cents  in 
his  article  in  the  issue  of  Jan.  23,  referred  to  copper 
scrap  only. 

He  states  that  this  was  obtained  as  an  average 
during  a  six  months'  period  of  reconstruction  by  a 
medium-sized  electric  railway  in  the  year  mentioned, 
owing  to  the  high  price  of  copper  at  that  time.  He 
says  that  the  figure  was  given  to  indicate  the  desir- 
ability of  being  able  to  arrange  and  carry  out  sales 
quickly  to  take  the  advantage  of  good  prices  that  might 
prevail  temporarily. — Eds.] 


382 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

(Contributions  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rates.) 


Equipment    Defects — Controller    Reverse 
Drums  and  Interlocking  Mechanism 

BY  C.  W.  SQUIER,  E.E. 

Reverse  Drums. — The  most  common  form  of  con- 
troller reverse  drum  consists  of  a  wooden  cylinder  with 
the  necessary  copper  contacts  mounted  on  it  and  fas- 
tened with  screws.  Some  of  the  later  types  of  con- 
troller have  reverse  drums  made  of  a  molded  insulating 
material  and  have  the  contacts  molded  in  place.  This 
is  a  much  better  construction  as  it  does  away  with  the 
trouble  of  loose  contacts  due  to  the  working  out  of 
screws.  The  principal  argument  against  its  general 
adoption  is  that  the  entire  drum  has  to  be  replaced 
whenever  the  contacts  become  excessively  worn  or 
burned.  The  wear  on  the  reverse  contacts  is  very 
small,  however,  due  to  the  few  operations  of  the  re- 
verse drum  as  compared  with  that  of  the  main  drum. 
Hence  the  contacts  do  not  require  frequent  renewal. 
As  the  circuit  is  never  opened  on  the  reverse  drum  the 
only  cause  for  burning  of  the  contacts  is  insufficient 
pressure  of  the  fingers  for  carrying  the  motor  current 
or  poor  contact  between  the  fingers  and  their  contacts. 
By  proper  care  of  the  fingers  excessive  burning  will 
be  prevented  and  the  life  of  the  molded  reverse  drum 
thus  made  equal  to  that  of  the  wooden  drum  with  less 
liability  to  short-circuits. 

A  type  of  reverse  drum  built  up  of  insulating  bush- 
ings fitted  to  a  shaft  and  held  in  place  by  a  clamping 
nut  was  developed  several  years  ago.  While  this  type 
has  not  come  into  general  use,  it  has  an  advantage  over 
the  molded  cylinder  in  that  the  contacts  can  be  easily 
renewed  without  the  necessity  of  replacing  the  com- 
plete drum,  as  the  contacts  consist  of  punchings 
clamped  between  the  bushings. 

Aside  from  contact  troubles,  the  difficulties  ex- 
perienced with  reverse  drums  are  very  few.  The  drums 
sometimes  become  loose  on  the  shaft  due  to  wear  on  the 
pins  or  drum  but  this  is  overcome  by  more  frequent 
renewal,  and  short-circuits  sometimes  occur  due  to  the 
accumulation  of  oil  and  dirt  on  the  surface  of  the  drum. 
Whenever  a  short-circuit  does  take  place  the  drum  is 
usually  destroyed  as  no  provision  is  made  for  opening 
the  circuit  on  these  drums. 

Interlocking  Mechanism 

■  Controller  power  and  reverse  drums  are  so  inter- 
locked that  the  reverse  drum  can  be  thrown  only  while 
the  power  drum  is  in  the  "off"  position,  and  the  power 
drum  can  not  be  operated  while  the  reversed  drum  is 
in  the  "off"  position.  This  interlocking  prevents  the 
opening  of  the  motor  circuit  on  the  reverse  drum,  as  it 
is  necessary  to  shut  off  power  by  throwing  the  main 
drum  to  the  "off"  position  before  the  reverse  drum  can 
be  thrown. 

One  form  of  interlocking  mechanism  for  a  railway 
controller  is  shown  in  an  accompanying  illustration. 
The  star  wheel  A  is  pinned  to  the  reverse  drum  shaft, 
so  that  any  movement  of  this  drum  operates  the  re- 
verse pawl  B,  which  is  pivoted  at  C  and  held  in  contact 
with  the  reverse  star  wheel  by  the  spring  D.  The  main 
star  wheel,  which  is  shown  at  E,  is  pinned  to  the  main 


or  power  drum  shaft.  F  is  the  main  pawl,  and  its 
function  is  to  make  certain  that  the  main  drum  is 
stopped  only  on  the  operating  points  of  the  controller, 
and  not  between  notches,  by  the  roller  at  the  end  of  the 
pawl  riding  into  the  different  notches  of  the  star  wheel. 
This  insures  a  quick  movement  in  passing  from  notch 
to  notch  and  also  enables  the  motorman  to  feel  when 
he  has  the  controller  drum  on  the  various  points. 

The  mechanism  as  drawn  shows  a  position  with  both 
the  power  and  reverse  drums  in  their  "off"  position. 
It  is  seen  that  the  upper  end  of  the  reverse  pawl  B  fits 


DETAIL   OF   interlocking   MECHANISM 

into  an  opening  in  the  rib  G  of  the  main  star  wheel  to 
lock  the  main  drum  against  turning.  By  throwing  the 
reverse  drum  to  either  the  "forward"  or  "reverse"  posi- 
tion the  pawl  fits  into  a  deeper  notch  of  the  reverse  star 
wheel  so  that  the  end  of  the  reverse  pawl  is  withdrawn 
from  the  opening  in  the  rib  of  the  main  star  wheel, 
and  the  main  drum  can  then  be  rotated.  As  soon  as  the 
main  drum  has  been  moved  from  its  "off"  position,  how- 
ever, the  rib  G  on  the  main  star  wheel  prevents  the  re- 
verse pawl  from  moving  far  enough  to  permit  throwing 
the  reverse  drum.  The  drum  is  then  locked  against 
turning. 

Troubles  with  the  Interlocking  Mechanism 

The  principal  troubles  experienced  with  the  inter- 
locking mechanism  are  broken  pawl  springs  and  loose 
star  wheels.  Most  pawl  springs  break  at  the  first  turn 
from  the  end.  This  may  be  due  to  improper  material 
or  manufacture,  or  to  the  method  used  in  installing  the 
springs.  The  end  loops  of  the  springs  should  be  made 
with  a  sufficient  opening  so  that  these  loops  may  be 
readily  hooked  into  the  eye  of  the  pawl  or  stationary 
post  where  this  method  of  fastening  is  used.  Where 
the  end  loops  are  entirely  closed  it  is  necessary  to  open 
them  when  the  springs  are  installed.  The  usual  prac- 
tice is  to  open  the  loops  with  a  pair  of  pliers  or  a  screw 
driver,  hook  the  end  into  the  eye  and  then  close  the  loop 
slightly  again.  This  is  liable  to  start  a  fracture  in  the 
spring  which  will  ultimately  cause  it  to  break.  All 
springs  should  be  made  with  a  large  radius  curve  be- 
tween the  loop  and  the  first  turn  as  sharp  bending  at 
this  point  is  often  the  cause  of  their  breakage  later. 

when  installing  springs  after  the  loop  has  been 
hooked  into  the  eye,  it  is  necessary  to  stretch  the  spring 
in  order  to  fasten  the  other  end.  This  is  usually  done 
by  one  of  the  following  methods:     By  using  a  pair  of 


F 


February  20,  1915J 


ELECTRIC    RAILWAY    JOURNAL 


383 


gas  pliers  around  the  spring,  by  gripping  the  loop  with 
a  pair  of  pliers,  by  using  a  screwdriver  as  a  lever 
through  the  loop,  by  forcing  a  screwdriver  between  the 
turns  of  the  spring  or  by  using  a  wire  or  cord  through 
the  loop  of  the  spring.  Where  the  last  method  can  be 
used,  it  is  the  best  because  it  is  least  liable  to  injure  the 
spring.  Some  controllers  are  so  constructed,  however, 
that  it  is  next  to  impossible  to  install  a  spring  without 
straining  it. 

In  a  number  of  cases,  I  have  found  that  a  slight 
change  in  the  stationary  spring  post  will  permit 
easier  and  quicker  installation  of  the  springs.  The 
practice  of  forcing  the  point  of  a  screwdriver  between 
the  turns  of  the  spring  and  then  using  this  as  a  lever 
to  stretch  the  spring  is  very  bad.  I'his  is  sure  to  force 
the  turns  apart,  so  that  they  will  not  close  again,  thus 
weakening  the  spring.  The  turns  at  this  point  suffer 
a  severe  strain  as  well. 

I  have  seen  controller  men  use  a  blow-torch  to  take 
the  temper  out  of  the  springs  to  make  them  easier  to 
install.  They  were  also  under  the  impression  that  it 
was  the  tension  that  caused  the  springs  to  break,  and 
that  by  taking  the  temper  out  of  them  the  troubles  due 
to  breaks  would  decrease.  It  is  needless  to  say  that  such 
a  spring  is  worthless  in  a  short  time  because  it  takes  a 
permanent  set  too  readily.  The  best  design  of  inter- 
locking mechanism  is  one  in  which  all  the  parts  are  car- 
ried on  the  controller  cap  plate,  so  that  when  this  is 
removed  the  entire  mechanism  is  open  to  inspection,  and 
any  necessary  renewals  can  be  made  quickly  and  easily 
at  the  bench. 


Car  Life  of  Plain  Curves 

BY    M.    BERNARD,    ASSISTANT    ENGINEER   WAY   AND   STRUC- 
TURE DEPARTMENT  BROOKLYN  RAPID  TRANSIT  SYSTEM 

Not  many  data  seem  to  be  published  concerning  the 
life  of  open-hearth  steel  rails  in  comparison  with  man- 
ganese steel  rails  located  in  curves.  For  this  reason 
the  following  service  study  may  be  of  interest  to  other 
way  engineers. 

The  curves  in  question  are  located  under  the  Brook- 
lyn Bridge  deck  near  Fulton  and  Tillary  Streets,  Brook- 
lyn; the  inner  (east-bound)  curve  is  at  the  foot  of  a 
4.5  per  cent  grade  while  the  outer  (west-bound)  curve 
is  located  practically  in  a  horizontal  plane. 

East-Bound  Plain  Curve 

Number 
Installed  Construction  Renewed  Life  of  Cars 

December,  VO  lb.  A.  S.  C.  E.  April,  1  yr.  4  mos.  750,000 

1907  1909 

Running  rail  with  guard  of  same  section. 
Open-hearth  steel. 
Estimated  cost  of  1907  installation,  $600. 

Renewal  op  East-Bound  Plain  Curvb 

Number 
Installed  Construction        Renewal  Life  of  Cars 

April,  1909       80  lb.  A.  S.  C.  E.        Probably        6  yr.  3  mos.        3,52S,000 

July, 1915 
Manganese   steel   double-web   section   for   inner   rail   as   shown    in 

sketch 
Open-hearth  steel  SO-lb.  A.  S.  C.  E. 

Running  rail  with  bolted-on  rolled  guard  for  outer  rail. 
Estimated  cost  of  1909  installation,  $1,600. 
Inside  radius  of  middle  portion  of  this  curve,  37  ft.  7%  in. 

West-Bound  Plain  Curve 

Number 
Installed  Construction        Renewed  Life  of  cars 

December,        70  lb.  A.  S.  C.  E.  June,  3  yr.  6  mos.  1,290,000 

1907  1911 

Running  rail  with  guard  rail  ol:  same  section. 
Open-hearth  steel. 

Number 
Installed      Construction        Renewal  Life  of  Cars 

June,  1911    SO  lb.  A.  S.  C.  E.  Probably  4  yr.  9  mos.  1,750,000 

March,  1916 
Open-hearth  steel. 
Inside  radius  of  the  middle  portion  of  curve,  47  ft.  T^^   in. 

The  foregoing  comparison  will  give  an  approximate 
idea  of  the  relative  values  of  weight  of  rail  and  kind 
of  steel  in  curves.  It  shows  also  the  influence  of  grade 
upon  the  life  of  curves. 


Maintenance  of  Cars  at  Rome,  Ga. 

BY  A.  WADE,   MASTER  MECHANIC,  ROME    (GA.)    RAILWAY  & 
LIGHT    COMPANY 

We  operate  five  equipments  of  12-A  motors,  one  92-A, 
two  101-B,  one  GE  52,  one  GE  54,  six  GE  67  and  four 
GE  219.  All  of  these  motors  are  mounted  on  single 
trucks,  with  cars  averaging  11  %  tons  in  weight.  The 
data  follow: 

1913  1914 

Total  car-miles    607,100  627,428 

Total  cost  of  maintenance  of  cars $8,892.78  J8,176.48 

Total  maintenance  of  cars  per  car-mile,  cents. .         l-*65  ,,l\^^i 

Total  cost  of  oil  for  cars  and  truck  curves.  .  .  .     ♦153.61  '^gj-g' 

Cost  of  oil  per  1000  car-miles,  cents 25. dl  ii.ii 

Average   mileage   made   by    33-in.   chilled   iron  0091/1 

car  wheels 46,700  6\),^li 

Average  energy   required   to   operate   cars   per 

ton-mile,   watts    l**-?  it 

Derailments    - o»  'S 

Car  failures    '■"  ' 

The  low  wheel  mileage  in  1914  was  due  to  several 
broken  axles,  which  prevented  the  wheels  on  such  axles 
from  being  used  up  to  the  limit  of  their  useful  life. 

In  the  item  of  "car  failures"  we  have  listed  only  the 
car  failures  that  were  serious  enough  to  delay  the  sched- 
ule ten  minutes  or  more. 

In  the  item  of  "average  energy  required  to  operate 
cars  per  ton-mile"  we  have  metered,  at  the  d.  c.  busbars 
at  the  power  house,  the  entire  kilowatt  hours  required 
to  operate  the  motors,  heaters,  interior  lighting,  arc 
headlights,  and  we  have  also  included  the  line  losses. 


A  Home-Made  Junction  Box 

BY  J.  G.  KOPPEL,  ELECTRICAL  SUPERINTENDENT  OF  BRIDGES, 
SAULT  STE.  MARIE,  MICH. 

The  accompanying  illustration  shows  a  home-made 
junction  box,  installed  between  paper-insulated,  lead- 
covered  and  extra  flexible  rubber-insulated  loomed 
cables. 

A  short  time  ago  a  steam  drive  for  a  drawbridge 


Flexible  Loom 


Copper  TertninalB         Electric  Ry-Journal 


JUNCTION    BOX    INSTALLED    ON    CENTER    PIER    OF    DRAW- 
BRIDGE  TO   CONNECT   STRAIGHT  RUN   AND  FLEXIBLE 
CABLES 

was  replaced  by  an  electric  motor.  The  cables  for 
the  motor  energy  supply  were  installed  underground 
in  clay  ducts  and  the  ends  were  run  up  the  center  pier 
of  the  bridge.  From  the  base  of  this  center  pier  a 
coil  of  extra  flexible,  rubber-insulated  and  loomed  cable 
was  run,  so  arranged  that  when  the  draw  swings  out 
the  coil  will  unwind,  and  when  the  draw  swings  in  the 
coil  will  rewind.  The  problem,  however,  was  to  find  a 
suitable  junction  box  which  would  permit  the  lead- 
covered  cables  to  stay  in  place  permanently  while  the 
flexible  cables  could  be  disconnected  after  due  wear 
without  breaking  a  costly  wiped  joint. 


384 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


Several  catalogs  were  examined  for  a  suitable  pot- 
head  but  without  success,  because  the  clearance  be- 
tween the  steel  and  the  masonry  was  too  small  to 
permit  the  use  of  a  standard  pothead.  The  problem 
was  solved  by  making  a  steel  box  with  a  hinged  and 
rubber-gasketed  cover  into  which  was  placed  a  slate 
slab  cut  from  an  old  switchboard  and  drilled  for  four 
copper  terminals,  with  thumbscrews  on  each  end  of 
the  terminal.  On  one  end  of  the  box  two  lead  sheaves 
were  soldered  to  take  the  lead-covered  cables  and  to 
make  a  wiped  joint,  while  the  other  end  of  the  box 
was  fitted  with  two  iron-pipe  nipples  to  take  the 
loomed  cables.  Lugs  were  put  on  the  cable  ends  and 
secured  to  the  terminals,  after  which  the  box  was  filled 
with  hot  ozite  compound.  The  job  was  finished  by 
coating  the  outside  of  the  box  with  weatherproof  paint. 


Maintenance  Costs — Reducing    Handling 

of  Equipment  and  Departmental 

Co-operation 

BY  H.  A.  LEONHAUSER,  ASSISTANT  SUPERINTENDENT  ROLL- 
ING STOCK  AND  SHOPS  UNITED  RAILWAYS  &  ELECTRIC 
COMPANY,  BALTIMORE,   MD. 

Much  has  been  said  and  published  in  the  past  two  or 
three  years  in  regard  to  maintenance  costs  of  railway 
equipments,  while  but  little  has  been  published  as  to  the 
enormous  saving  that  could  be  effected  by  proper  sched- 
ule speeds,  proper  car  spacing,  proper  handling  of  equip- 
ment by  the  platform  men,  especially  the  motormen,  and 
proper  co-operation  of  the  several  departments ;  namely, 
transportation,  power  and  overhead  line,  maintenance  of 
way  and  purchasing. 

The  operating  department  as  a  rule  endeavors  to  bring 
its  receipts  per  car-mile  up  to  the  highest  standard.  In 
order  to  accomplish  this  it  generally  does  three  things: 
first,  reduces  the  running  time,  which,  of  course,  means 
greater  speed;  second,  reduces  the  lay-overs,  and  third, 
lengthens  the  headway,  which  means  increased  capacity 
and  weight  of  car.  The  first  means  that  the  equipment 
i.«  called  upon  to  withstand  conditions  for  which  it  was 
not  designed ;  namely,  the  improper  handling  by  the 
operator;  the  second  and  third  mean  the  overloading  of 
the  motors,  axles,  springs,  etc.,  thereby  increasing  the 
maintenance  costs  decidedly,  to  say  nothing  of  the  pos- 
sibilities of  increasing  the  troubles  of  the  claim  depart- 
ment as  well  as  loss  of  revenue  due  to  the  inability  of 
the  conductor  to  collect  all  fares. 

There  is  not  the  slightest  doubt  in  the  minds  of  those 
who  are  in  charge,  or  those  who  have  studied  main- 
tenance costs,  that  a  saving  of  at  least  25  per  cent  can  be 
effected  by  the  proper  schedule  speed,  spacing,  and,  above 
all,  the  proper  and  careful  handling  of  the  equipment 
while  in  service.  There  is  a  great  difference  in  motor- 
men.  Some  take  an  interest  in  the  equipment  generally, 
which  means  not  only  an  enormous  saving  but  adds 
much  to  the  safety  and  comfort  of  the  riding  public, 
while  others  do  not  take  the  proper  care  and  interest.  It 
is  the  men  in  the  latter  class  who  are  responsible  for 
many  failures,  delays  and  increased  costs  generally.  It 
is  not  uncommon  to  see  a  motorman  operating  a  car 
with  the  controller  on  the  proper  running  notch  either 
in  series  or  in  parallel  with  the  brakes  applied.  If  we 
stop  to  analyze  this  particular  "stunt"  to  find  out  what 
it  means  we  can  readily  see  without  the  slightest  doubt 
how  it  increases  the  maintenance  costs. 

Improper  Controller  Manipulation  with  Brakes  On 

First,  improper  controller  operation  with  brakes  on 
means  the  overloading  of  the  motors.  This  causes  a 
decided  rise  in  temperature,  which  means  deterioration 
of  the  insulation  and  consequent  burn-outs  of  armature 


and  field  coils,  burning  off  of  leads,  and  the  flashing  at 
the  brushes,  which  frequently  extends  to  the  motor 
frame,  melting  a  portion  of  the  brush-holder  as  well  as 
the  spring.  The  last  trouble  leads  in  many  instances  to 
controller  explosions  which,  in  turn,  add  to  the  troubles 
of  the  claim  department.  Further  unnecessary  and  fre- 
quent blowing  of  the  circuit  breaker  increases  the  main- 
tenance costs  of  that  part  of  the  equipment  and  also  dis- 
turbs, even  if  it  does  not  frighten,  the  passengers.  In 
cutting  out  the  controller  a  much  heavier  current  is 
broken,  and  when  we  consider  how  often  a  controller  is 
cut  out  in  a  day  (to  say  nothing  of  a  year)  we  can  read- 
ily understand  how  this  cutting  out  increases  the  cost 
due  to  excessive  burning  of  the  fingers,  tips,  contact 
plates  and  arc  dividers.  These  troubles  also  lead  more 
or  less  to  controller  explosions. 

If  the  motorman  dwells  on  the  resistance  points  under 
the  conditions  aforesaid  the  resistors  reach  a  red 
heat  in  a  few  moments,  causing  the  mica  tubes  to  break 
down  and  the  grids  to  warp ;  the  same  result  applies  par- 
ticularly to  grades  without  the  brakes  applied.  It  is  far 
better  on  steep  grades  to  bring  the  car  to  a  stop  and  then 
start  up  with  the  controller  on  the  series  notch  or  run- 
ning point,  rather  than  to  cut  in  and  out  continually. 
The  latter  action  not  only  makes  resistance  defective  in 
time  but  is  severe  on  gears  and  pinions. 

Second,  the  application  of  the  brakes  with  the  power 
on  means  the  grinding  away  of  brakeshoes  and  wheels. 
Both  are  very  expensive  items,  wheels  especially  so.  It 
has  been  my  good  fortune,  as  well  as  duty,  to  inspect  all 
worn-out  wheels  in  this  city  for  many  years.  It  is  ap- 
palling to  one  who  has  had  years  of  experience  in  the 
inspection  of  cast-iron  car  wheels  to  see  so  many  rele- 
gated to  the  scrap  heap,  when  they  should  have  given 
approximately  from  four  to  six  months'  further  service; 
or  in  other  words  from  12,000  to  20,000  miles  more. 

Running  Over  Special  Work 

Third:  "Run  slow  through  switches,  curves  and  over 
crossings"  is  a  splendid  rule.  What  does  this  rule  mean? 
It  means  that  we  would  have  very  few  broken  or  bent 
trolley  poles,  bent  trolley  wheels,  broken  or  torn-off  trol- 
ley boards,  and  last  but  not  least,  damaged  hoods.  What 
does  it  mean  to  the  overhead  line  department,  and  still 
more,  what  does  it  mean  to  the  maintenance  of  way  de- 
partment? In  so  far  as  the  latter  department  is  con- 
cerned, the  passing  or  running  over  crossings  or  special 
work  soon  hammers  them  out  of  shape,  bringing  or  di- 
verting the  trouble  again  to  the  car  equipment,  resulting 
in  bent  axles  and  chipped  and  broken  flanges.  Passing 
or  running  through  switches  too  rapidly  very  often 
causes  the  rear  wheels  or  truck  to  jump  the  switch. 
This  generally  means  considerable  damage  and  expense 
to  the  equipment,  to  say  nothing  of  the  possibility  of 
disabling  the  car  by  breaking  off  motor  leads,  etc.,  or  of 
bending  the  brake  rods. 

Correct  Use  of  Air  Brakes 

Further,  the  proper  and  careful  handling  of  air  brakes 
means  a  great  reduction  in  maintenance  costs  to  those 
in  charge  of  the  equipment.  An  air  brake  is  really  a 
luxury  and  should  be  looked  upon  as  such  by  all  motor- 
men.  To  stop  an  ordinary  42,000-lb  semi-convertible  car 
iH  city  service  under  average  rail  conditions,  two  appli- 
cations, or  two  movements  of  the  valve,  are  sufficient. 
Yet  in  many  cases  motormen  make  from  four  to  six 
applications,  thereby  wasting  from  50  per  cent  to  60  per 
cent  of  the  air.  This  increases  the  maintenance  consid- 
erably, due  to  the  grinding  in,  or  scraping,  of  the  valve 
parts.  In  short,  wa.sting  air  means  increased  energy 
consumption,  as  well  as  increased  maintenance  costs  for 
the  electrical  and  mechanical  parts  of  the  compressor, 
for  the  governor,  brake  cylinder,  brake  levers,  rods,  pins. 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


385 


r 


wheels  and  shoes.  One  more  point  is  the  heavy  shock 
that  is  transmitted  to  the  transom  bars  by  failure  to 
exhaust  the  air  to  make  a  smooth  and  even  stop.  This 
adds  appreciably  to  the  maintenance  account,  to  say 
nothing  of  the  inconvenience  to  passengers,  especially  to 
those  who  are  standing. 

Flat  Wheels 

The  question  of  flat  wheels  is  another  item  that  is  di- 
rectly in  the  hands  of  the  motormen  as  one  which  not 
only  increases  maintenance  costs  decidedly,  but  also 
brings  into  play  the  wheel  grinder  with  costly  carborun- 
dum wheels  and  expensive  energy  or  truing  shoes,  to 
say  nothing  of  rail  corrugations.  Another  point  which 
should  be  kept  before  the  motormen  is  that  flat  wheels 
not  only  pound  and  loosen  bolts,  but  are  detrimental  to 
the  equipment  generally.  They  also  lead  to  complaints 
from  the  public,  and  oflficials  of  the  company  know 
where  these  complaints  generally  end. 

Storms 

Operating  and  drifting  through  water  slowly  and  care- 
fully again  depends  upon  the  judgment  of  the  motor- 
man.  Lamps  should  be  turned  on  at  the  beginning  of  an 
electrical  storm.  The  spinning  of  the  wheels  during  a 
snow  storm  may  be  avoided  by  the  proper  feeding  of  the 
controller  as  well  as  the  use  of  a  little  sand  at  the  right 
time. 

Damages 

Motormen  as  a  rule  believe  that  the  angle-iron  bumper 
will  stand  all  sorts  of  abuse,  simply  because  it  is  called 
a  bumper.  When  they  bring  cars  into  the  carhouse, 
either  during  the  day  or  night,  they  strike  the  bumper 
of  the  car  ahead,  bending  both.  This  practice  is  very 
bad  indeed,  as  the  platform  knees  which  support  the 
bumper  are  generally  bolted  to  the  crossing  and  side  sills 
by  one  bolt  passing  through  each  knee.  The  heavy  bolts 
which  pass  through  the  end  sills  simply  carry  the  plat- 
form. There  should  be  a  strict  rule  demanding  that  a 
small  space  must  always  be  left  between  bumpers. 

In  passing  vehicles,  panels  frequently  are  damaged. 
What  the  motorman  terms  a  scratch  in  reality  means 
the  removal  and  replacement  of  three  or  four  panels,  to- 
gether with  their  painting,  striping,  lettering  and  num- 
bering.    All  of  this  spells  a  large  sum. 

Grab-handles  of  both  open  and  closed  cars  are  fre- 
quently knocked  loose  in  passing  vehicles,  but  at  times 
this  fact  is  not  reported  promptly,  which,  aside  from 
the  repair  charges,  makes  trouble  for  the  claim  depart- 
ment. Passing  over  stones  and  other  foreign  sub- 
stances causes  the  breakage  of  gear  cases,  with  pos- 
sible derailments  and  long  delays.  The  motormen  should 
be  instructed  to  stop  the  car  and  remove  the  stone  or 
foreign  substance. 

MoTORMEN's  Daily  Report 

It  is  of  the  utmost  importance  to  the  mechanical  de- 
partment that  the  motormen  should  turn  in  reports  prop- 
erly and  carefully  marked  covering  any  and  all  defects, 
promptly  for  each  and  every  car  that  they  operate  at 
any  time. 

Instructions  to  Motormen 

The  writer  does  not  believe  in  trying  to  crowd  a  lot 
of  "stuff"  into  the  heads  of  motormen.  On  the  contrary, 
he  believes  that  they  should  be  taught  a  few,  and  only  a 
few  essential  things ;  namely, 

1.  Safety  first. 

2.  Cutting  out  the  defective  motor  or  motors  and  do- 
ing it  properly. 

3.  The  right  way  of  placing  the  coupling  link  and  pin 
in  order  to  make  proper,  safe  and  quick  coupling. 

4.  Proper  braking. 

5.  To  know  when  wheels  are  sliding  or  revolving. 


6.  To  use  sand  on  a  "bad"  rail  while  wheels  are  re- 
volving in  making  a  stop. 

7.  To  cut  in  and  out  the  controller  as  little  as  possible. 

8.  To  drift  as  much  as  possible  and  use  the  brakes  as 
little  as  possible,  and  to  use  the  reverse  only  to  avoid  an 
accident. 

Departmental  Co-operation 

The  writer  is  a  firm  believer  in  the  old  adage,  "People 
living  in  glass  houses  should  not  throw  stones."  There- 
fore he  will  go  after  the  rolling  stock  and  shops  depart- 
ment first. 

It  is  of  the  first  importance  to  design  a  car  that  will 
properly  meet  the  requirements  of  city  service  and  ap- 
peal to  the  public.  The  writer  has  always  maintained 
that  the  single-truck  car  is  the  only  car  for  city  service, 
and  that  a  modern,  comfortable  car  body  of  the  pay- 
within  semi-convertible  type  seating  forty-two  people 
would  earn  the  largest  dividends.  Let  us  see  from  the 
following  comparison  whether  this  statement  is  correct: 


Single-Truck  Car  (Sem 
vertiblb) 

Cost,   approximately 

Seating   capacity 

Weight,      approximately 

I-CON- 

,$2,700 
42 

'22,000 
1 
4 

4 
4 
4 
2 
2 
2 
1 

Double-Truck      Car 
Convertible) 
Cost,    approximately  .  .  . 

Seating  capacity 

Weight,      approximately 
'bounds 

(SEMI- 

.$5,200 
42 

.'42,200 

Trucks   

Wheels 

Trucks    

Wheels                         .    . 

2 
g 

Axles    

Journal  bearings 

Journal  boxes    

Brakeshoes   

Gears   

.\xles    

Journal    bearings    

Journal   boxes    

Brakeshoes   

Gears 

4 

8 
8 
8 
4 
4 

Motors    

Trollev  base 

Motors   

Trolley  bases   

4 

2 

In  addition  to  the  foregoing  we  must  consider  that 
the  differences  in  the  design  of  the  controllers  and  in 
the  number  of  brake  levers  and  brake  parts  also  favor 
the  single-truck  car  most  decidedly.  Again  the  differ- 
ence in  energy  consumption,  feeder  distribution,  the 
pounding  of  crossings,  maintenance  of  all  special  track 
work,  etc.,  must  also  be  taken  into  account.  Other  items 
may  also  be  added.  Finally,  when  it  is  considered  that 
a  car  runs  nineteen  hours  on  an  average  all-day  schedule 
and  that  for  fifteen  of  those  hours  a  single-truck  car 
would  carry  all  of  the  passengers  without  inconvenience, 
leaving  a  few  extra  single-truck  trippers  to  take  care 
of  the  rush-hour  surplus,  it  is  only  fair  to  conclude  that 
the  single-truck  car  eventually  will  replace  the  double- 
truck  car  for  city  service.  In  fact,  the  writer  can  see 
no  other  answer,  since  both  labor  and  material  have  in- 
creased steadily  for  the  past  twelve  years,  while  the 
nickel  must  carry  people  further  than  ever. 

Power  and  Overhead  Line  Department 

Increases  in  rolling  stock  costs  in  a  great  many  in- 
stances are  brought  about  by  high  voltage  playing  havoc 
with  the  older  types  of  equipment,  and  picking  the 
"bugs"  out  of  modern  equipments,  especially  at  or  near 
substations.  Numerous  brush-holder  troubles  and  con- 
troller explosions  have  been  due  to  this  cause.  On  the 
other  hand,  low  voltages  lead  to  the  heating  of  the 
motors  and  compressors,  the  burning  of  the  governor 
contacts  and  to  low  air  pressure,  which  is  followed  by 
bad  braking. 

The  failures  and  damages  due  to  bad  alignment  of 
the  trolley  wire  or  slack  wire  and  malleable-iron  frogs 
are  as  follows :  Badly  bent  and  twisted  trolley  poles, 
broken  hoods,  and  trolley  boards  torn  from  the  roof  of 
car.  In  many  instances  the  use  of  a  malleable-iron  frog 
is  responsible  for  pitted  wheels.  Such  wheels  arc,  caus- 
ing the  burning  of  the  trolley  wire  and  the  early 
scrapping  of  the  wheel  itself. 

Maintenance  of  Way  Department 

Having  had  the  opportunity  of  inspecting  and  pass- 
ing on  all  worn-out  or  defective  wheels  for  the  past 


386 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  8 


ten  to  twelve  years  in  our  city,  I  have  reached  the  con- 
•clusion  that  a  girder-grooved  rail  is  very  expensive  from 
the  standpoint  of  both  cast-iron  and  steel  wheels,  owing 
to  the  fact  that  it  causes  very  irregular  flange  wear. 
Cast-iron  wheels  particularly  are  frequently  relegated 
to  the  scrap  heap  for  this  reason.  Loose  and  broken 
•crossings,  as  well  as  loose  switches,  are  responsible  for 
many  chipped  flanges,  especially  on  pilot  wheels,  and  are 
liable  to  cause  derailments  which  lead  to  damages  to  the 
electric  equipment,  car  body  and  brake  rigging  gen- 
erally. In  both  instances  the  mileage  of  the  wheel  is 
greatly  reduced.  Broken  tie-rods  and  badly-worn  cross- 
ings, especially  steam  railroad  crossings,  are  respon- 
sible for  many  bent  axles;  the  former  are  responsible 
for  the  sudden  swerving  of  the  car,  especially  a  single- 
truck  car;  the  latter  are  due  to  the  hard  jolt.  The  flat, 
square  flanges  caused  by  badly-worn  rail  necessitate  the 
removal  of  the  wheels  while  they  still  possess  plenty  of 
chill  and  mileage.  Badly-worn  rail  also  leads  to  the 
rapid  destruction  of  both  bodies  and  trucks. 

Purchasing  Department 

The  purchasing  department  can  be  of  invaluable  as- 
sistance to  the  rolling  stock  and  shops  department  by 
keeping  in  close  touch  with  the  superintendent  of  that 
department  and  his  assistants.  This  is  absolutely  essen- 
tial for  the  following  reasons :  To  combine  quality  with 
price;  to  inform  it  about  the  performance  of  the  ma- 
terial that  has  been  purchased;  to 
maintain  at  all  times  an  adequate 
stock  of  repair  parts;  to  promote 
"better  deliveries.  It  is  also  abso- 
lutely necessary  that  reliable,  intel- 
ligent men  should  be  selected  to  as- 
sist the  storekeeper  to  keep  up  a 


the  co-operation  of  the  heads  of  all  departments  and 
employees  generally.  He  earnestly  hopes  that  he  has 
not  offended  anyone;  not  even  our  own  gray-haired, 
congenial  purchasing  agent,  who  has  caused  him  on 
numerous  occasions  to  warm  up  considerably  under  the 
collar. 


Block  to  Protect   Switch    Blades    of 
Type  K  Controllers 

BY  R.   H.  PARSONS,  ELECTRICAL  FOREMAN 

The  later  patterns  of  Type  K  controllers  are  fitted 
with  motor  cut-out  switches  constructed  of  two  metal 
strips  riveted  together,  replacing  the  older  ones  which 
were  cast  solid  of  bronze  or  similar  composition. 

After  many  of  the  common  controller  troubles  have 
been  eliminated  by  redesign,  special  care,  etc.,  it  will  be 
found  that  a  large  number  of  controllers  still  give 
trouble  from  failures  caused  by  burning  or  poor  contact 
of  the  cut-out  switches.  Perhaps  some  careless  shop- 
man has  allowed  the  car  to  go  out  with  the  blade  bent 
or  the  clips  out  of  position.  Again,  the  motorman,  in  a 
hurry  to  make  time,  imagines  that  he  has  a  grounded 
motor  because  his  circuit  breaker  is  blowing.  So  he 
cuts  out  first  one  and  then  the  other  switch,  hoping  to 
overcome  the  trouble.  Sometimes  he  replaces  the 
switches  properly  but  often  he  leaves  them  in  only  partly 

Fig.  3 


Fig.l 

'Switch  Blade 


Fig.  2 


Switch  Blade 


Wood  Block 
Stop  in/ 
Place 


Sleetrx  R^Jaumal 


FIGS.  1  AND  2 — PERFECT  AND  IMPERFECT  CONTACT  OF  SWITCH    BLADES.        (ELEVATION    45    DEC.    TO    HORIZONTAL)  ; 
FIGS.  3  AND  4 — WOOD  BLOCK  SWITCH  LEVER  STOP  IN  PLACE ;   FIG.   5,   APPLICATION  OF  BLOCK 


regular  and  legitimate  stock  of  all  standard  sup- 
plies. To  be  out  of  supplies  means  very  often  the 
shopping  of  the  car  or  cars,  or  else  their  tempor- 
ary retention  in  service  before  going  to  the  shops. 
Then  the  cost  of  renewing  or  replacing  the  part  or  parts 
is  much  higher  because  the  diflSculties  have  increased. 
Volumes  could  be  written  on  this  subject,  but  the  fact 
still  remains  that  in  order  to  assist  the  rolling  stock 
and  shops  department  to  operate  economically  it  is 
necessary  for  the  purchasing  department  to  bear  in 
mind  the  following: 

1.  Have  reliable  and  intelligent  help. 

2.  Eliminate  the  stories  "just  out,"  or  "it  has  been 
shipped,"  etc. 

3.  Get  the  best  at  the  best  price. 

4.  Secure  prompt  deliveries  (no  fake  promises). 

5.  Keep  up  your  stock  and  save  us  from  losing  our 
religion. 

Conclusion 

The  writer  has  tried  to  show  in  a  very  brief  manner 
how  maintenance  costs  of  car  equipment  can  be  reduced, 
aside  from  the  rolling  stock  and  shops  department,  by 


or  else  uses  his  controller  handle  to  drive  them  down 
hard,  with  the  result  shown  in  Fig.  2  instead  of  re- 
taining the  correct  position  shown  in  Fig.  1.  The  usual 
consequence  is  a  poor  contact  which  heats  up  the 
swftch  and  melts  the  solder  from  the  wires  at  their  con- 
nections back  of  the  terminal  board. 

To  overcome  this  trouble  a  block  has  been  designed 
constructed  as'  shown  in  Figs.  3  and  4  and  applied  as 
shown  in  Fig.  5.  This  block  is  screwed  to  the  terminal 
board  under  the  switch  blade,  in  which  position  it  so 
limits  the  travel  of  the  blade  that  the  blade  cannot  be 
forced  down  to  spread  the  contacts. 

The  block  is  made  of  well-seasoned  hardwood  and  is 
fitted  accurately.  After  finishing  the  block  smoothly, 
it  is  treated  like  controller  boards,  as  described  by  the 
writer  in  the  issue  of  Jan.  2,  1915.  The  block  illustrat- 
ed is  used  in  a  K-27  controller.  Its  dimensions,  of 
course,  vary  according  to  the  type  of. controller  used. 


The  Southwestern  Electrical  &  Gas  Association  has 
increased  its  active  membership  to  125  public  utilities 
in  Texas.  Its  membership  now  includes  every  interurban 
line  in  the  State  and  all  but  two  of  the  street  railways. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


387 


Pennsylvania    Locomotive    on  Turntable 
at  Panama-Pacific  Exposition 

One  of  the  mammoth  exhibits  to  be  made  at  the 
Panama-Pacific  Exposition  will  undoubtedly  be  that  of 
the  Westinghouse  u^lectric  &  Manufacturing  Company. 
This  exhibit  will  include  one  of  the  Pennsylvania  Rail- 
road locomotives  mounted  on  a  turntable. 

The  location  of  the  turntable  is  under  the  center  of 
the  dome  of  the  immense  transportation  building  at  the 
junction  of  the,.;  two  main  aisles.  The  turntable  is 
65  ft.  long,  and,  including  the  locomotive,  weighs  440,000 
lb.  The  height  of  the  track  is  12  ft.  above  the  floor, 
and  steel  ties  are  used,  a  new  type  of  construction  for 
this  class  of  work.  By  means  of  a  10  hp.,  three-phase, 
-220-volt  motor  the  turntable  is  caused  to  revolve  at  a 
rate  of  once  in  three  minutes,  thus  giving  the  crowds 
in  each  end  of  the  building  different  views  of  the 
locomotive.  The  rotation,  which  can  be  reversed,  is 
under  the  control  of  ^an  operator  in  a  booth  nearby. 

An  unusual  metnod  of  collecting  the  current  for 
lighting  the  locomotive  is  employed.  This  was  designed 
by  the  Westinghouse  engineers  and  involves  bringing 
the  leads  up  through  the  center  bearings  to  collector 
rings,  thus  obviating  the  use  of  third-rail  shoes  or 
trolleys.  The  locomotive  is  arranged  and  lighted  to 
permit  visitors  to  pass  through  it  and  inspect  the  equip- 
ment. It  is  clamped  to  the  turntable  by  means  of  steel 
bands  to  prevent  any  possibility  of  its  becoming  dis- 
lodged. 

This  locomotive  is  said  to  be  the  largest  in  the  world 
in  passenger  service.  It  consists  of  two  units  and 
weighs  156  tons,  and  is  the  first  side-rod  gearless  loco- 
motive ever  placed  in  service.  It  has  two  motors  having 
a  total  capacity  of  4000  hp,  and  Westinghouse  unit 
switch  control  equipment  of  the  HBF  type,  which  has 
made  the  phenomenal  record  of  99,549  miles  per  train 
minute  delay  due  to  power  control  failure.  Locomotives 
of  this  type  haul  12,000,000  passengers  annually  over 
the  electrified  terminal  of  the  Pennsylvania  Railroad 
from  Harrison,  N.  J.,  to  Pennsylvania  Station,  New 
York  City.  These  locomotives  are  capable  of  attaining 
a  speed  of  60  m.p.h.  with  full  load. 


Other  Exhibits 

In  addition  to  the  locomotive,  the  newly-developed 
Types  PK  and  HL  control  for  railway  motors  will  be 
shown  in  operation.  These  control  equipments  will 
operate  motor  racks  equipped  with  40-hp  motors.  The 
PK  control  operating  head  can  be  applied  to  any  stan- 
dard Type  K  controller. 

A  complete  line  of  commutating-pole  railway  motors, 
including  box  and  split  frame  types  for  various  volt- 
ages from  600  to  1500,  will  also  be  shown,  and  in  addi- 
tion a  preliminary  sample  of  the  new  pressed  steel  rail- 
way motor. 


Portable  Fault  Localizer 

A  portable  fault  localizer,  for  quickly  locating  a 
ground  on  a  power  cable,  is  now  being  marketed  by  the 
Westinghouse  Electric  &  Manufacturing  Company,  East 
Pittsburgh,  Pa.  The  position  of  a  ground  is  read  di- 
rectly off  the  dial  in  terms  of  per  cent  of  length  of  de- 
fective cable.  It  is  an  application  of  the  wheatstone 
bridge  with  all  the  necessary  apparatus  contained  in  one 


Parallel  Conductor 


Jumper 


DIAGRAM  OF  CONNECTIONS  FOR  PORTABLE  FAULT  LOCALIZER 

portable  case  wired  for  connection  to  the  circuit  to  be 
tested.  Its  use  assumes  that  the  cable  is  grounded  at 
only  one  point  and  that  a  parallel  conductor  of  the  same 
length  and  resistance  as  the  faulty  cable  is  available. 
After  proper  connections  are  made,  a  dial  on  the  in- 
strument is  revolved  by  means  of  a  knob  in  the  middle 
of  the  localizer  until  the  galvanometer  shows  no  deflec- 


PENNSYLVANIA   LOCOMOTIVE   EXHIBIT   AT   PANAMA-PACIFIC  EXPOSITION  UNDER  WAY 


388 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


tion  when  the  key  is  closed.  The  reading  of  the  meter 
then  gives  the  percentage  of  length  of  the  feeder  from 
the  point  where  the  test  is  being  made  to  the  location  of 
the  ground,  assuming  the  total  length  of  the  feeder  to 
be  100  per  cent;  the  red  scale  indicating  that  the  ground 
is  on  the  conductor  connected  to  the  binding  post  marked 
red,  and  the  black  scale  indicating  to  the  binding  post 
marked  "Black."  Direct  current  only  is  used  in  these 
tests. 

The  fault  localizer  consists  of  a  polished  wooden  case 
which  contains  all  the  parts  necessary  for  the  test  ex- 
cept the  source  of  direct-current  supply  and  the  leads 
to  the  cables.  Two  styles  are  furnished,  one  containing 
a  galvanometer  and  the  other  for  use  with  a  separate 
galvanometer.  The  variable  resistance  arms  consist  of 
two  loops  of  low  resistance  wire  attached  to  the  side  of 
a  revolving  disk,  upon  which  the  dial  is  attached,  so  that 
contact  is  easily  made  from  two  brushes  attached  to  the 
case  and  connected  to  the  galvanometer  terminals.  As 
the  disk  is  revolved  the  point  of  contact  between  the 
brushes  and  the  resistance  loops  is  thus  varied,  as  in  the 
slide-wire  bridge.  The  dial  is  calibrated  in  percentage 
of  the  length  of  the  conductor  tested,  so  that  the  reading 
is  direct. 

The  galvanometer  is  highly  sensitive,  having  a  "uni- 
pivot"  bearing  which  does  not  have  to  be  leveled  to  take 
readings.  It  can  be  used  for  general  testing  wherever 
a  portable  galvanometer  of  its  sensibility  is  desirable, 
and  can  easily  be  removed  from  the  case  when  this  is 
desired.  It  has  a  resistance  of  5  ohms,  full  scale  reading 
0.00036  amp,  and  sensibility  0.00001  amp  per  division. 


A  Test  of  Vanadium   Rails 

Two  100-ton  heats  of  vanadium  stesl  for  rails  were 
recently  made  for  the  Delaware,  Lackawaina  &  West- 
ern Railroad  by  the  Pennsylvania  Steel  Company,  the 
rails  being  rolled  to  the  railroad's  105-lb.  section.  These 
heats  were  made  according  to  the  standard  composition 
that  was  being  regularly  furnished  to  the  railroad,  ex- 
cepting for  the  addition  of  vanadium  and  the  reduction 
of  from  0.10  per  cent  to  0.15  per  cent  in  the  carbon. 
The  vanadium  rails  were  required  to  meet  the  same 
drop  test  requirements  as  to  deflection  and  ductility 


J 

» 

1 

J 

ultimate  strength.  The  vanadium  rails  also  showed 
greater  hardness.  With  tha  increased  strength  and 
hardness,  they  showed  the  same  deflection  under  the 
first  blow  of  the  drop  test  and  slightly  better  ductility 
than  the  carbon-steel  rails. 

The  following  table  gives  minimum  figures  obtained 


^H 


RAIL    TEST — ETCHED    SECTIONS    OF    VANADIUM    RAILS    FOR 
DELAWARE,   LACKAWANNA    &    WESTERN    RAILROAD 

from  test  pieces  in  eight  different  Iccations  in  the  rails 
from  each  of  the  heats: 

Vanadium  Carbon 

Elastic    limit    80,000  lb.  .")fi,000  lb. 

Tensile  strength    1  37,000  lb.  1  26,000  lb. 

Elongation     in     2     in 9  per  cent  9  per  cent 

Reduction  in  area 14  per  cent  13  per  cent 

Hardness    ( Brii  nell)    277  255 

The  drop  tests  were  made  with  a  2240-lb.  tup  falling 
from  a  height  of  19  ft.  These  showed  deflection  that 
were,  in  all  cases  except  one,  within  8  per  cent  of  1  in. 
after  the  first  blow,  and  between  1.8  in.  and  2.0 
after  the  second  blow.  Two  vanadium  rails  out  of  six 
in  the  drop  test  broke  at  the  third  blow. 


Vending  Machine  for  Cars  of  Two  Penn- 
sylvania Electric  Lines 

The  Wilkes-Barre  &  Hazleton  Electric  Railway  and 
the  Lehigh  Traction  Company,  Hazleton,  Pa.,  have 
lately  installed  on  their  cars  a  penny-in-the-slot  vend- 
ing machine  furnished  by  Scott  E.  DrXim,  Hazleton,  Pa. 
These  machines  are  of  the  compact  design  necessary  for 


RAIL    TEST — ETCHED    SECTIONS    OF    CARBON-STEEL    RAILS 
FOR  DELAWARE,  LACKAWANNA  &  WESTERN  RAILROAD 


CAR  VENDING  MACHINES  AS  INSTALLED  FOR  PENNSYLVANIA 
ELECTRIC  RAILWAYS 


that  are  prescribed  in  the  standard  specificiticns  of  he 
Delaware,  Lackawanna  &  Western  Railroad,  which  call 
for  a  minimum  and  maximum  deflection  fr-  '■ho  first 
blow. 

The  tests  showed  that,  although  the  vanadium  rails 
were  from  10  points  to  15  points  lower  in  carbon  than 
the  standard  rails  rolled  by  the  Pennsylvania  Steel  Com- 
pany, they  had  about  40  per  c?nt  higher  elastic  limit,  or 
useful    strength,   combined   with    increased   tensile   or 


car  service,  their  dimensions  being  only  24  in.  high.  3 
in.  wide  and  2%  in.  deep.  To  install,  the  back  of  the 
machine  is  first  attached  with  four  screws  to  panels 
between  the  windows.  Then  the  front  is  locked  on  to 
this  back.  The  front  has  an  attractive  French  beveled 
plate  mirror  7  in.  long  and  2  in.  wide,  set  in  a  frame  of 
German  silver.  The  machine  is  of  metal  and  the  finish 
is  in  mahogany.  The  machine  is  arranged  to  return  the 
coin  in  case  the  article  desired  is  out  of  stock. 


February  20,  1915] 


:lectric   railway   journal 


389 


News  of  Electric  Railways 


NEW   YORK   COMMISSION    INVESTIGATION 

A  Summary   Is  Presented  of  Testimony  by  Commissioners 
Wood,  Cram  and  Williams 

Both  Robert  Colgate  Wood  and  J.  Sergeant  Cram  of  the 
Public  Service  Commission  for  the  First  District  of  New 
York  were  the  witnesses  before  the  Legislature's  investi- 
gating committee  on  Feb.  10.  Mr.  Wood  was  examined 
first.  He  would  want  to  consult  the  legal  advisor  of  the 
commission  before  he  could  state  finally  whether  or  not 
he  believed  complaints  against  officers  of  public  service 
corporations  should  be  turned  over  to  the  District  Attorney 
with  prison  sentences  if  convicted  of  misdemeanors.  He 
did  not  know  that  the  orders  of  the  commission  were  being 
violated  by  the  Interborough  Rapid  Transit  Company  and 
the  Brooklyn  Rapid  Transit  Company  until  the  transit 
bureau  had  brought  them  to  his  attention  in  December. 
He  had  spoken  to  Frank  Hedley,  vice-president  and  general 
manager  of  the  Interborough  Rapid  Transit  Company,  about 
the  alleged  violations  in  New  York  and  Mr.  Hedley  had 
promised  to  remedy  the  matter. 

Mr.  Cram  said  he  seldom  used  a  city  automobile  before 
he  hurt  his  leg,  about  a  year  ago.  Thereafter  the  car  was 
sent  to  bring  him  to  commission  meetings  which  otherwise 
he  might  not  have  been  able  to  attend.  In  contradistinction 
to  Chairman  McCall  of  the  commission  Mr.  Cram  said  three 
commissioners  could  do  the  work  if  competent  men  were 
secured.  The  sum  of  $15,000,  the  salary  paid  to  each  com- 
missioner, was  large,  but  New  York  was  an  expensive  place 
in  which  to  live,  and  really  competent  men  could  make  much 
more  money  in  private  business.  To  have  a  really  effective 
commission  there  should  be  a  fixed  tenure  of  office  and  the 
commission  should  not  be  made  the  buffet  of  politics.  As 
to  whether  the  commission  was  efficient  Mr.  Cram  said  that 
if  he  were  asked  questions  he  would  answer.  The  committee 
could  not  compel  him  to  express  opinions.  Mr.  Cram,  who 
is  a  lawyer,  did  not  read  the  public  service  commission  law 
the  same  as  counsel  for  the  committee.  He  kept  no  track 
of  the  time  he  spent  at  the  commission  meetings.  He  stayed 
until  his  work  was  done.  The  meetings  of  the  commission 
were  a  joke.  He  said:  "They  called  it  a  meeting  of  the 
committee  of  the  whole.  That  consisted  in  passing  judgment 
first  and  holding  a  hearing  afterwards  "  Ho  le't  tho  disposal 
of  informal  complaints  to  the  staff,  which  he  understood  was 
efficient.  The  companies  always  tried  to  obey  orders,  but  at 
times  could  not.  The  difficulty  about  penalty  actions  was 
that  "intent"  to  disobey  orders  could  seldom  be  shown.  The 
companies  were  not  "habitual  lawbreakers." 

At  the  session  of  the  committee  on  Feb  11,  both  Com- 
missioners Williams  and  Wood  were  questioned  in  regard 
to  the  recent  subway  signal  award.  This  contract  was 
approved  by  Commissioners  Williams,  Cram  and  Wood. 
Three  years  ago  Commissioner  Wood  and  the  president  of 
one  of  the  signal  companies  which  had  sought  to  retain  him 
called  on  Chairman  Willcox  of  the  commission  in  regard 
to  the  signals,  but  they  decided  that  it  was  too  early  to 
arrange  details.  Mr.  Wood  dropped  the  matter  there  and 
had  not  seen  the  president  of  the  company  for  two  and 
one-half  years  until  he  called  regarding  the  new  contract. 
Suits  for  infringement  of  patents  had  been  threatened.  He 
did  not  delay  matters.  At  the  end  he  was  convinced  by  the 
attorneys  for  the  Brooklyn  Transit  Company  that  a  bond 
would  cover  any  liability  for  patent  litigation. 

Commissioner  Cram  was  questioned  at  length  in  regard 
to  the  operations  of  the  New  York  &  Queens  County  Rail- 
way. Colonel  Hayward,  counsel  for  the  committee,  read  into 
the  records  a  statement  of  the  ownership  of  stock  of  the 
New  York  &  Queens  County  Railway  by  the  Interborough 
Rapid  Transit  Company  and  a  comparison  of  the  cost  of 
operation  of  the  power  plant,  cost  of  power  purchased  and 
yearly  deficit  of  the  New  York  &  Queens  County  Railway  for 
the  years  ended  June  30,  1904,  to  June  30,  1913,  inclusive. 

On  Feb.  13  Commissioner  Williams  entered  an  emphatic 
protest  against  the  proposal  to  take  from  the  commission 
the  work  of  constructing  the  new  subways  and  to  hand  it 


over  to  the  Board  of  Estimate.  Mr.  Williams  said  that  it 
was  immaterial  to  him  whether  or  not  he  stayed  on  the 
commission.  He  had  done  his  duty,  but  he  did  not  want  to 
see  a  law  destroyed  that  was  so  well  thought  of  by  Governor 
Hughes.  It  would  be  well  if  some  means  could  be  devised 
by  which  complaints  could  be  disposed  of  more  expeditiously 
than  at  present,  but  he  denied  that  the  informal  complaints 
to  which  the  committee  had  called  attention  were  typical 
of  those  which  were  presented  to  the  commission.  Not 
enough  had  been  said  at  the  hearings  about  what  the  com- 
mission had  accomplished.  He  intended  to  prepare  a  state- 
ment for  the  committee  in  which  the  work  of  the  commis- 
sion and  its  achievements  would  be  set  forth  in  detail.  At 
the  hearing  on  Feb.  15  Mr.  Williams  was  questioned  more 
particularly  in  regard  to  the  adequacy  of  the  service  fur- 
nished by  the  Brooklyn  Rapid  Transit  Company.  The  wit- 
ness indulged  his  propensity  to  make  speeches  rather  than 
to  reply  direct  to  questions,  and  the  members  of  the  commit- 
tee criticised  him  for  this.  The  question  of  more  cars  for  the 
Brooklyn  Rapid  Transit  Company  was  traced  from  its  incep- 
tion in  July,  1911,  in  case  No.  1438,  which  came  up  before 
Commissioner  McCarroll.  Colonel  Haywood  reviewed  briefly 
the  hearings,  many  of  which  were  adjourned  without  any 
testimony  having  been  taken. 

The  New  York  Evening  Post  of  Feb.  12  contained  an 
interview  with  Senator  Thompson,  chairman  of  the  joint 
committee  conducting  the  investigation,  in  which  that  gen- 
tleman was  quoted  as  saying  that  the  committee  had  made 
up  its  mind  to  give  the  State  a  law  about  the  constitu- 
tionality of  which  there  will  be  no  question.  He  said  the 
committee  would  be  at  work  two  weeks  longer  and  that  it 
would  call  members  of  the  Interstate  Commerce   Commis- 


FUTURE  PLANS  OF  NEW  HAVEN   RAILROAD 

The  directors  of  the  New  Y'ork,  New  Haven  &  Hartford 
Railroad  on  Feb.  16  announced  the  plans  for  future  opera- 
tion as  recently  authorized  by  the  board.  These  plans, 
which  follow  closely  the  decree  of  the  United  States  Circuit 
Court  entered  last  October,  have  been  submitted  to  the  Pub 
lie  Service  Commission  of  Massachusetts  for  approval. 
They  pledge  the  company  to  concentrate  attention  hereaf- 
ter on  the  railroad  property  itself,  to  wind  up  as  soon  as 
practicable  all  its  connections  with  subsidiaries  not  directly 
affecting  the  prosperity  of  the  main  line  properties  and  not 
to  acquire  any  new  properties.  The  Housatonic  Power 
Company  will  be  sold  with  the  exception  of  the  undeveloped 
water  rights  of  the  Housatonic  River,  which  will  be  neces- 
sary to  provide  power  for  the  electrified  division  between 
New  York  and  New  Haven.  The  large  real  estate  holdings 
along  the  New  York,  Westchester  &  Boston  Railway  held  in 
the  name  of  the  Millbrook  Company,  will  be  sold  as  soon  as 
proper  prices  can  be  obtained.  The  New  York,  Westchester 
&  Boston  Railway  itself  will  continue  to  be  under  the  opera- 
tion of  the  New  Haven  company,  the  directors  now  intend- 
ing to  develop  the  territory  in  the  belief  that  the  line  will 
become  a  paying  investment.  In  the  meantime,  the  com- 
pany is  to  be  consolidated  with  the  Westchester  Northern 
Railroad,  a  company  which  was  formed  in  1912  with  the 
intention  of  building  an  extension  to  the  New  York,  West- 
chester &  Boston  Railway  from  White  Plains  to  Danbury, 
Conn.  No  construction  work  has  yet  been  undertaken  on 
this  proposed  extension. 


THE   CINCINNATI   FRANCHISE 

The  Federated  Improvement  Association  on  Feb.  11 
adopted  a  resolution  to  the  effect  that  the  organization 
will,  under  certain  conditions,  relinquish  its  opposition  to 
the  franchise  granted  the  Cincinnati,  Newport  &  Covington 
Street  Railway  by  the  city  of  Cincinnati.  Three  changes  in 
the  franchise  are  desired  by  this  organization,  namely,  that 
the  company  agree  to  remove  its  tracks  from  any  street 
in  the  city  that  may  be  wanted  for  the  use  of  the  interur- 
ban  loop  system,  that  it  will  never  charge  as  fare  between 
any   two   points   in    Cincinnati   an   amount   greater   than   is 


390 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


charged  by  the  Cincinnati  Traction  Company,  and  that  if 
at  any  time  the  Cincinnati  Traction  Company  decides  to 
operate  its  cars  by  other  means  than  the  overhead  trolley, 
it  will  adopt  the  same  means.  The  ordinance  would  have 
to  go  back  to  Council  for  these  amendments.  This  com- 
pany has  already  accepted  the  franchise  offered  it  and  filed 
a  bond  of  $25,000  to  insure  that  its  terms  will  be  observed. 
In  addition,  it  has  notified  the  Council  in  writing  that  it 
will  change  its  route  to  accommodate  the  interurban  loop 
plan,  if  that  becomes  necessary. 

On  Feb.  17  Polk  Lafoon,  secretary  of  the  Cincinnati, 
Newport  &  Covington  Street  Railway,  sent  a  communica- 
tion to  the  association  in  which  he  pointed  out  the  un- 
reasonableness of  re-submitting  the  ordinance  to  the  City 
Council  in  order  to  avoid  the  expense  of  an  election,  be- 
cause the  organization  is  not  in  position  to  prevent  a 
referendum  vote  on  the  amendments,  after  they  are  made, 
and  the  expense  would  be  incurred  any  way.  The  number 
of  signatures  this  organization  secured  to  its  petitions  was 
714,  while  Mr.  Bigelow's  organizations  secured  10,276,  and 
the  number  filed  for  a  special  election  was  30,960.  He 
assured  the  organization  that  the  city  would  have  the  right 
to  use  the  streets  on  which  the  company's  franchise  is 
granted  for  the  rapid  transit  interurban  loop,  if  it  so  de- 
sired and  that  competition  would  keep  the  rate  of  fare 
as  low  as  that  charged  by  the  Cincinnati  Traction  Company. 
As  to  the  change  in  mechanical  equipment,  he  said  no 
determination  could  be  reached  without  knowing  what  such 
a  change  involved,  but  he  did  not  anticipate  any  trouble 
in  that  direction. 

The  Council  at  Dayton,  Ky.,  has  adopted  a  resolution 
asking  the  officials  of  Covington  to  take  steps  to  appeal 
the  case  in  which  the  United  States  District  Court  recently 
decided  that  the  South  Covington  &  Cincinnati  Street  Rail- 
way owns  a  perpetual  franchise  in  the  streets  of  Covington. 

NEW  YORK  INSURANCE  LEGISLATION 

The  votes  cast  by  four  Republican  Senators,  all  from 
Brooklyn,  prevented  the  passage  in  the  Senate  on  Feb.  17 
of  the  Sage  bill  making  an  emergency  appropriation  of 
$425,000  for  the  Workmen's  Compensation  Commission  and 
carrying  a  provision  which  authorized  the  direct  settlement 
of  compensation  claims  between  employers  or  insurance 
carriers  and  injured  workmen. 

Superintendent  of  Insurance  Frank  Hasbrouck  in  his  re- 
port to  the  Legislature,  speaking  of  workmen's  compensa- 
tion, indorses  the  main  features  of  the  New  York  law,  but 
says  that  it  should  be  amended  in  certain  particulars.  He 
advocates  that  the  forty-two  groups  be  eliminated  and  the 
benefits  extended  to  cover  practically  all  employments. 
Another  feature  which  should  be  corrected,  he  says,  is  the 
cumbersome  method  prescribed  for  settling  claims.  The 
four  methods  of  insurance  provided  by  the  law  are  indorsed 
as  affording  healthy  competition  based  upon  service  to  the 
public.  It  is  sugested  that  all  employers  be  required  by 
law  to  keep  accurate  payroll  records  for  insurance  purposes. 

ANOTHER  BOND  ORDINANCE  AT  TOLEDO 

On  the  evening  of  Feb.  13,  an  ordinance  was  introduced 
into  the  City  Council  of  Toledo,  Ohio,  providing  for  a  bond 
issue  of  $4,000,000,  the  proceeds  to  be  used  in  acquiring 
the  light,  power,  heat  and  artificial  gas  properties  of  the 
Toledo  Railways  &  Light  Company,  under  the  provisions 
of  the  initiated  municipal  ownership  ordinance,  passed  on 
Aug.  4,  1914.  The  ordinance  was  prepared  by  City  Solicitor 
Thurstin  and  is  similar  to  the  one  he  introduced  some  time 
ago  relating  to  the  railroad  properties  of  the  company.  The 
bonds  are  to  run  for  twenty  years  and  draw  5  per  cent 
interest.  Under  the  ordinance  the  rate  for  service  is  to  be 
fixed  by  the  Public  Utilities  Commission  of  Ohio  or  any 
other  body  that  may  be  empowered  to  look  after  such 
duties.  A  maximum  of  6  cents  per  kw.-hr.  is  provided  for 
energy  and  65  cents  per  thousand  feet  for  artificial  gas.  The 
measure  has  been  referred  to  the  committee  of  the  whole. 

The  same  evening  a  resolution  was  introduced  fixing  the 
rate  to  be  charged  by  the  Toledo,  Bowling  Green  &  Southern 
Traction  Company  at  5  cents  for  carrying  passengers  from 
all  parks  and  boulevards  into  the  city.  This  is  meant  to 
cover  certain  lands  the  city  has  purchased  for  park  purposes 
about  1  mile  south  of  the  southern  city  limits. 


NEW  JERSEY  UTILITIES  LEAGUE 

The  New  Jersey  Utilities  League  has  been  formed  for  the 
purpose  of  keeping  its  members  informed  of  the  introduction 
and  progress  of  legislation  affecting  them.  The  formation  of 
the  league  was  due  primarily  to  the  introduction  of  a  recent 
bill  providing  for  certain  taxation  of  franchises  of  public  util- 
ity corporations  in  addition  to  the  franchise  and  other 
taxes  which  they  now  pay.  Many  representatives  of  public 
utilities  appeared  at  a  hearing  on  this  bill  scheduled  for  last 
week,  and  as  a  result  the  hearing  was  postponed  to  Feb.  23. 

There  are  more  than  225  public  utilities  in  the  State,  few 
of  which  have  taken  interest  in  legislative  matters.  The  re- 
sult was  that  the  utilities  and  the  public  failed  to  realize  that 
there  were  so  many  varied  interests  and  companies.  The 
league  will  unify  these  interests  and  enable  them  to  work  to- 
gether to  furnish  correct  information  to  the  public  and  the 
legislators.  A  permanent  bureau  with  headquarters  proba- 
bly in  Trenton,  where  the  Public  Utilities  Commission  has 
oflices,  may  be  provided  in  the  near  future.  The  Public  Serv- 
ice Corporation  has  become  a  member  of  the  league.  The 
officers  of  the  league  for  the  coming  year  are:  President, 
John  A.  Riggins,  New  Jersey  Northern  Gas  Company,  Cam- 
den; secretary,  W.  H.  Roth,  112  North  Broad  Street,  Phila- 
delphia, Pa.  An  executive  committee  has  been  appointed 
to  look  after  the  details. 


INDIANA    LEGISLATURE 

The  following  new  bills  have  been  introduced  in  the 
House:  a  bill  providing  that  interurban  or  street  railways 
place  tracks  in  the  middle  of  the  highways  for  a  distance 
of  1  mile  from  the  corporate  limits  of  towns  having  a 
population  of  from  30,000  to  58,000;  a  bill  providing  that 
the  franchises  of  all  public  service  corporations  be  sub- 
mitted to  the  state  board  of  tax  commissioners  for  assess- 
ment for  taxation;  a  bill  providing  a  fine  of  $100  to  $500 
for  railroads  carrying  into  or  from  point  to  point  in  the 
state  intoxicating  liquors,  when  such  are  to  be  sold  in 
"dry"  territory,  and  providing  that  packages  must  be  la- 
beled to  proper  consignee  and  as  to  nature  of  contents; 
a  bill  providing  that  traction  companies  operating  more 
than  18  miles  of  track  must  maintain  two  toilet  rooms  in 
each  car;  a  bill  providing  that  public  service  companies 
giving  service  by  measured  rates  shall  not  fix  any  mini- 
mum charge;  an  amendment  providing  that  where  a  rail- 
road intersects  a  person's  land  and  takes  property  by  con- 
demnation, the  owner  shall  have  the  right  to  construct 
driveways  across  the  right-of-way;  amendment  to  the  pub- 
lic utility  commission  law  curtailing  the  powers  of  the 
public  service  commission  by  giving  municipalities  direct 
control  of  utilities,  the  right  to  order  joint  use  of  utility 
systems,  city  authorities  the  right  to  regulate  mergers, 
leases  and  sales  of  public  utilities,  cities  the  right  to  issue 
franchises  for  duplication  of  public  utility  service,  and 
further  provides  that  cities  may  decide  if  indeterminate 
permits  are  to  be  issued;  a  bill  providing  a  maximum  fare 
of  1%  cents  a  mile  for  adult  passengers  and  %  cent  for 
persons  five  to  twelve  years  of  age  on  interurban  rail- 
ways, with  the  right  to  carry  150  lb.  of  baggage. 

'The  following  new  bills  have  been  introduced  in  the 
Senate:  a  bill  providing  that  all  street  cars  in  cities  of  the 
third  class  shall  be  equipped  with  double  trucks  and  air 
brakes;  a  workmen's  compensation  bill  making  it  optional 
whether  the  state  insurance  feature  or  other  proposal  for 
liability  insurance  is  chosen  by  the  employer;  a  bill  amend- 
ing the  public  utility  commission  law  by  more  fully  defin- 
ing the  terms  "unjust  discrimination"  in  service;  a  bill 
providing  that  no  public  service  company  shall  receive  a 
franchise  unless  a  petition  showing  that  public  convenience 
and  necessity  demand  such  a  franchise  has  been  filed  with 
the  public  service  commission;  a  bill  amending  the  public 
utility  commission  law  by  eliminating  the  clause  which  re- 
quires all  officers  of  public  service  corporations  to  be  bona 
fide  residents  of  Indiana,  and  extending  the  time  when  in- 
determinate permits  may  be  taken  by  public  utilities;  a 
bill  amending  the  public  utility  commission  act  to  permit 
railroad  companies  to  give  employees  passes  where  such 
employees  are  holding  public  office. 

The  Fleming  bill  making  certain  provisions  for  the  ven- 
tilation of  street  and  interurban  railway  cars  has  been 
killed  in  the  Senate. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


391 


RAPID   TRANSIT   PLANS   IN   PHILADELPHIA 

A.  Merritt  Taylor,  director  of  city  transit,  Philadelphia, 
submitted  to  the  Select  and  Common  Councils  of  that  city  on 
Feb.  11  a  special  report  on  rapid  transit  development  for 
Philadelphia  in  accordance  with  the  resolution  adopted  by 
Councils  on  Feb.  4.  This  report  contained  a  complete  list  of 
the  subway,  elevated  and  surface  lines  contemplated  to  be 
constructed  under  plans  recommended  by  the  department  of 
city  transit,  with  the  cost  of  each.  In  his  communication  to 
Councils,  Mr.  Taylor  requested  that  the  finance  committee 
report  out  the  ordinances  provided  for  the  holding  of  the 
special  election  to  authorize  an  increase  in  the  city's  indebt- 
edness to  the  extent  of  at  least  $6,000,000  to  provide  money 
for  beginning  the  transit  development,  and  that  the  ordi- 
nance be  passed  by  Councils  without  delay  in  order  that  the 
election  might  be  held  and  the  $6,000,000  be  appropriated 
and  the  designating  ordinances  passed  before  the  summer 
adjournment,  so  that  actual  construction  of  the  high-speed 
lines  could  be  commenced  on  July  1.  He  said  that  it  would 
not  be  necessary  to  vote  more  than  $6,000,000  of  the  transit 
loan  until  after  the  constitutional  amendment  had  been  voted 
on  by  the  people  in  November. 

The  matter  came  up  before  Councils  on  Feb.  18.  On  that 
day  a  transit  ordinance  was  introduced  by  John  P.  Connelly, 
chairman  of  the  committee  on  finance,  differing  from  the 
plans  proposed  by  Mr.  Taylor.  The  Philadelphia  Public 
Ledger  said  in  its  issue  of  Feb.  19  that  the  Connelly  bill  in 
part  was  based  upon  a  "joker"  ordinance  introduced  several 
months  ago  by  Peter  E.  Costello,  an  organization  leader. 
The  report  from  Mr.  Taylor  in  regard  to  the  transit  plan 
was  meanwhile  referred  by  Councils  to  the  joint  committee 
on  street  railways  and  finance. 

The  Philadelphia  Public  Ledger  said  editorially  on  Feb.  19: 

"The  people  of  Philadelphia  have  yet  to  be  heard  from. 
They  are  in  no  mood  to  be  trifled  with,  and  this  proposition 
is  worse  than  trifling.  They  have  a  right  to  know  under 
whose  inspiration  this  scheme  of  the  finance  committee's 
was  concocted,  and  what  special  interests  it  was  intended  to 
serve.  This  mutilated  program  would  perpetuate  conditions 
the  escape  from  which  is  the  whole  purpose  of  the  struggle 
for  the  last  two  years.  Who  inspired  the  change,  and  what 
are  the  ends  sought  to  be  accomplished  by  such  a  betrayal 
of  the  city's  rights  and  needs?" 


OHIO  LEGISLATION 

Electric  and  steam  railway  interests  are  opposing  two 
bills  introduced  in  the  Ohio  Legislature  by  Senator  Pink, 
of  Hamilton  County,  which  make  proof  of  an  accident  in 
which  any  one  is  injured  or  property  damaged  prima  facie 
evidence  that  the  car  or  train  was  improperly  handled  at 
the  time.  The  railway  men  say  that  the  bills  rob  the 
railways  of  any  possible  defense  in  case  of  accidents. 

Somewhat  akin  to  these  bills  is  one  introduced  by  Rep- 
resentative Terrell,  of  Cuyahoga  County,  which  would 
establish  the  doctrine  of  comparative  negligence  in  con- 
nection with  cases  in  which  street  cars,  automobiles,  wag- 
ons and  other  vehicles  are  involved.  This  bill  would  make 
it  mandatory  that  the  degree  of  carelessness  of  all  parties 
be  established  and  that  damages  be  awarded  on  that  basis. 

The  Senate  committee  on  public  utilities  heard  arguments 
on  Feb.  10  on  the  Winans  bill,  which  gives  the  Public 
Utilities  Commission  the  right  to  suspend  railroad,  railway 
and  other  public  service  rates  for  a  certain  time  after  their 
promulgation  and  places  the  burden  of  proof  as  to  their 
reasonableness  on  the  companies. 

The  Cleveland  branch  of  the  Amalgamated  Association 
of  Street  &  Electric  Railway  Employees  arranged  to  send 
five  members  to  Columbus  on  Feb.  18  to  attend  the  hearing 
on  the  bill  that  defines  the  number  of  hours  in  each  day 
that  employees  shall  work  and  fixes  other  conditions.  This 
bill,  intended  primarily  to  benefit  the  men  in  Cleveland,  will 
apply  to  the  entire  state. 


Smith,  real  estate  experts,  stated  that  thfey  had  already- 
appraised  the  property  at  the  request  of  the  company  and 
had  filed  their  report  in  which  the  total  value,  irrespective- 
of  buildings,  assemblage,  continuity  values,  cost  of  acquir- 
ing and  surveys,  was  $589,107.  Mr.  Mayer  said  the  gross 
cost  of  the  property  including  leases,  commissions,  per- 
centage and  surveys  was  $878,613.  The  "Somers  system"' 
was  used  in  reaching  the  valuation  placed  on  the  property. 
Walter  Draper,  vice-president  of  the  company,  testified  as 
to  the  cost  of  the  property  and  its  present  condition. 

L.  F.  Huntington,  another  local  real  estate  man,  testified 
that  the  cost  of  consents  secured  from  property  owners 
along  the  various  routes,  in  his  opinion,  was  about  54 
cents  per  front  foot.  On  this  basis  the  total  cost  of  con- 
sents to  the  company  would  have  been  $609,609,  as  the 
trackage  in  the  city  is  estimated  at  1,111,000  ft.  A.  L. 
nrum,  building  expert,  and  Bert  Baldwin,  electrical  engi- 
neer, testified  as  to  the  value  of  superceded  property,  much, 
of  which  had  been  abandoned  before  its  useful  life  was 
spent,  due  largely  to  improvements  made  in  equipment  for 
transportation.  The  total  given  for  this  item  was  $2,277,- 
995.  The  most  costly  property  to  be  thus  abandoned  were- 
horse  cars,  cable  cars,  steel  rails  that  were  unfitted  for 
electric  cars,  inclined  planes,  cost  of  street  repairing  due  to 
changing  rails,  etc.  Mr.  Baldwin,  who  was  engineer  for 
the  Cincinnati  Street  Railway  when  horse  and  cable  cars 
were  used,  said  that  the  practice  of  the  city  was  to  require 
the  company  to  do  much  more  in  the  way  of  repaving  than 
it  should  have  done  and  that  this  often  worked  a  hardship. 

The  members  of  the  commission  visited  the  properties  of 
the  company  on  the  following  day  in  company  with  W.  Kes-  " 
ley  Schoepf,  president,  and  Walter  Draper,  vice-president. 
They  will  take  the  information  secured  from  the  men  who 
testified,  experts  employed  by  the  company,  and  the  state- 
ments that  have  been  filed  by  the  company,  from  which 
a  tentative  valuation  will  be  fixed.  Then  there  will  be 
hearings  during  which  disputed  points  will  be  argued  and 
further  detail  added,  if  necessary. 


THE   CINCINNATI   APPRAISAL 

The  three  members  of  the  Ohio  Public  Utilities  Commis- 
sion went  to  Cincinnati  on  Feb.  12  to  begin  work  on  de- 
termining the  value  of  the  property  of  the  Cincinnati 
Traction  Company.  They  were  accompanied  by  L.  G. 
White,  the  electrical  engineer  of  the  department,  and  Law- 
rence K.  Langdon,  its  attorney.     Theodore  Mayer  and  L.  R. 


New  California  Road  Opened. — The  Monticeto  Railroad 
has  placed  its  new  line  in  Los  Angeles  in  operation.  The 
road  is  2.4  miles  long. 

New  Line  in  Alabama. — The  line  of  the  Birmingham- 
Tuscaloosa  Railway  &  Utilities  Company  in  Tuscaloosa  has 
been  placed  in  operation. 

Municipal  Railway  Bonds  for  Pekin. — Arrangements  have- 
been  concluded  between  the  city  of  Pekin,  111.,  and  Counsel- 
man  &  Company,  New  York,  N.  Y.,  under  which  that  com- 
pany will  take  the  $48,000  of  bonds  voted  by  the  citizens 
of  Pekin  last  year  for  the  reconstruction  and  rehabilitation 
of  the  local  railway  line  in  Pekin  as  a  municipal  under- 
taking. 

Need  for  Signals  on  New  York  Elevated. — Clifton  W. 
Wilder,  electrical  engineer  for  the  Public  Service  Commis- 
sion for  the  First  District  of  New  York,  has  reported  ta 
the  commission  that  the  accident  on  the  Ninth  Avenue  ele- 
vated line  of  the  Manhattan  Railway  on  Feb.  6  demonstrates 
the  necessity  for  some  form  of  protective  signals  on  the 
local  and  the  express  tracks  on  all  elevated  structures. 

Fender  Test  in  Toronto. — As  a  result  of  the  conference 
on  safety  devices,  held  by  representatives  of  the  Toronto 
Railway  with  the  Ontario  Railway  Board  on  Feb.  12  in- 
structions have  been  issued  by  the  board  for  the  company 
to  try  out  a  new  style  of  fender  on  its  new  cars.  Engineer 
Royce  of  the  board  and  an  engineer  of  the  railway  have 
been  instructed  to  report  later  on  the  experiment. 

Hearing  on  School  Fare  Bill. — The  bill  providing  for  a 
half-fare  for  school  children  in  New  York  State  was  op- 
posed at  a  hearing  before  the  railroads  committee  of  the 
Senate  and  Assembly  on  Feb.  16  by  the  Interborough  Rapid 
Transit  Company  on  the  ground  that  such  action  would 
constitute  an  infringement  of  the  franchise  by  the  Legis- 
lature. Representatives  of  the  Brooklyn  Rapid  Transit 
Company  and  of  the  International  Railway,  Buffalo,  opposed 
the  bill  on  the  ground  that  it  constituted  discriminatory 
legislation  in  that  it  favored  school  children  as  against 
minors  who  were  forced  to  work  for  a  living. 

Kansas  City  Extensions. — The  board  of  control  of  Kansas 
City,  Mo.,  has  made  formal  recommendations  for  improve- 
ments of  service,  which  are  now  in  the  hands  of  John  M. 


392 


ELECTRIC     RAILWAY    JOURNAL 


[VOL.  XLV,  No.  8 


Egan,  president  of  the  Metropolitan  Street  Railway.  Among 
the  items  was  the  suggestion  that  the  $250,000  of  improve- 
ments provided  for  in  the  franchise  ordinance  should  be 
met  by  the  building  of  3  miles  of  single  track,  Prospect, 
48  to  71;  1  mile  of  single  track,  along  the  south  side  of 
Swope  Park;  1%  miles  of  single  track.  Twelfth,  eastward 
from  Jackson.  If  the  city  wants  these  extensions  now,  and 
President  Egan  decides  for  them,  the  city  will  probably 
ask  Judge  Hook  to  authorize  the  issuance  of  certificates. 

Bills  Before  Texas  Legislature. — The  interurban  railway 
interests  of  Texas  are  opposing  the  bill  which  Senator 
Darwin  has  introduced  in  the  Senate  providing  for  placing 
interurban  lines  under  the  jurisdiction  of  the  State  Railroad 
Commission.  At  a  hearing  on  the  measure  before  the 
Senate  committee  on  internal  improvements  representa- 
tives of  practically  all  of  the  existing  interurban  railways 
as  well  as  those  which  are  in  course  of  promotion  appeared 
and  argued  against  the  proposition.  The  committee  made 
a  majority  adverse  report  on  the  bill,  but  a  minority  report 
was  also  signed  which  will  bring  the  measure  upon  the 
floor  of  the  Senate  for  consideration.  Senator  Robbins 
has  introduced  a  bill  providing  for  the  creation  of  a 
public  utility  commission  which  shall  have  jurisdiction 
ever  municipal  public  utility  plants. 

Toronto  Improvement  Order. — One  Feb.  9  representa- 
tives of  the  city  of  Toronto,  Ont.,  and  the  Toronto  Rail- 
way appeared  before  the  Ontario  Railway  &  Municipal 
Board  in  connection  with  the  issuing  of  a  formal  order  by 
the  board  based  upon  the  judgment  rendered  last  fall. 
Mr.  Osier,  counsel  for  the  company,  urged  inability  on  the 
part  of  the  company  to  secure  money  to  comply  with  the 
recommendations  of  the  board  and  asked  for  an  extension 
of  time  after  July  1  for  building  the  Ossington  Avenue 
line,  completing  the  fifty  new  cars  and  finishing  the  13 
miles  of  new  track  required.  The  appeal  regarding  the 
13  miles  of  line  was  favorably  received  by  Chairman  Mc- 
Intyre.  By  the  board's  order,  the  railway  will  have  until 
July  1  to  finish  this  work.  No  extension  was  granted 
for  the  other  work.  If  the  company  finds  that  it  cannot 
finish  the  cars  and  the  Ossington  Avenue  line  within  the 
time  fixed  the  board  must  be  convinced  of  the  company's 
inability  to  finance  them. 

Opposition  to  Full  Crew  Laws. — The  railroads  of  the  States 
of  Pennsylvania  and  New  Jersey  have  begun  in  the  news- 
papers an  advertising  campaign  to  obtain  the  repeal  of  full 
crew  acts  in  those  States.  Daniel  Willard,  the  president  of 
the  Baltimore  &  Ohio  Railroad;  Samuel  Rea,  president  of  the 
Pennsylvania  Railroad;  Theodore  Voorhees,  president  of  the 
Philadelphia  &  Reading,  and  R.  L.  O'Donnell,  chairman  of 
the  executive  committee  of  the  Associated  Railroads  of 
Pennsylvania  and  New  Jersey,  have  issued  "an  open,  square, 
above-board,  direct  appeal  to  the  intelligence  and  judgment 
of  the  people."  The  advertisement  says  that  the  official  fig- 
ures show  that  for  the  three-year  period  prior  to  the  enact- 
ment of  the  law  in  Pennsylvania  the  total  number  of  em- 
ployees and  passengers  killed  was  10,186.  Since  the  law  be- 
came operative  that  figure  has  been  increased  to  10,372  per- 
sons. The  extra  man  on  each  train,  representing  $3,000,000 
yearly,  means  an  expenditure  that  could  have  been  spent  for 
200  steel  coaches,  80  locomotives,  67,000  tons  of  rails,  65 
grade  crossings  or  800  miles  of  track. 

Labor  Bills  in  Ohio. — Representative  Bohm,  Cleveland,  is 
the  author  of  a  bill  that  makes  it  compulsory  on  employers 
to  see  that  their  employees  work  only  six  days  out  of  each 
week.  Representative  Smith's  bill,  requiring  that  conduct- 
ors and  motormen  on  street  and  electric  railway  cars  be 
provided  with  dust-proof  compartments,  has  been  approved 
for  passage  by  the  committee  that  considered  it.  The 
penalty  for  violation  is  from  $25  to  $100.  Representative 
Ott,  Hamilton,  has  introduced  a  new  section  to  the  statute 
that  limits  the  hours  of  work  for  railroad  men.  It  applies 
f'-pecially  to  street  and  interurban  men  and  provides  in 
the  first  place  that  no  car  shall  be  placed  in  the  hands 
rf  a  motorman  and  a  conductor  unless  they  shall  have  had 
an  experience  of  at  least  fifteen  days  under  the  guidance 
cf  men  who  have  had  as  much  as  two  years'  experience 
on  the  line  on  which  they  are  students.  The  men  shall 
not  be  permitted  to  work  more  than  nine  out  of  any 
consecutive  eleven  hours  in  any  twenty-four-hour  day  and 
they  must  have  thirteen  hours  off-duty.     Fines  for  viola- 


tion of  this  provision  range  from  $100  to  $500  for  each 
car  each  day.  A  bill  by  Representative  King,  of  Hocking 
County,  makes  an  agreement  between  employers  and  labor- 
ers a  personal  and  not  a  property  right,  and  denies  the 
right  to  issue  an  injunction  in  cases  where  labor  contracts 
are  violated  but  where  no  irreparable  loss  or  damage  is 
about  to  occur.  An  application  for  an  injunction  must 
contain  a  detailed  statement  of  the  property  rights  in 
jeopardy.  Another  bill  by  the  same  author  provides  that 
all  street  and  interurban  cars  shall  be  provided  with  air- 
brakes, the  rigging  of  the  brakeshoe  to  be  attached  to  the 
journal  beam  of  the  truck  and,  also,  that  an  adequate 
sanding  device  be  furnished.  It  is  required  that  50  per  cent 
of  the  cars  in  the  State  be  thus  equipped  before  Jan.  1, 
1916,  and  the  remainder  within  twelve  months  after  that 
date.     No  penalty  is  attached. 


PROGRAMS  OF  ASSOCIATION  MEETINGS 

Arkansas  Association  of  Public   Utility   Operators 

At  a  meeting  of  the  executive  committee  of  the  Arkansas 
Association  of  Public  Utility  Operators,  held  at  the  office 
of  the  Little  Rock  Railway  &  Electric  Company  on  Feb. 
9,  May  11,  12  and  13  were  fixed  as  the  dates  for  the  1915 
meeting  of  the  association.  The  meeting  will  be  at  Little 
Rock,  with  headquarters  at  the  Marion  Hotel. 

Central  Electric  Railway  Association 

The  following  program  has  been  announced  for  the  an- 
nual meeting  of  the  Central  Electric  Railway  Association  to 
be  held  on  Feb.  25  and  26  at  the  Hotel  Severn,  Indianapolis: 
Feb.  25 

Address  by  Joseph  E.  Bell,  Mayor  of  Indianapolis. 

Address  by  C.  Loomis  Allen,  president  of  the  American 
Electric  Railway  Association. 

Paper,  "Is  the  Handling  of  Free  Baggage  a  Traffic  Error," 
by  C.  J.  Laney,  traffic  manager  of  the  Cleveland,  South- 
western &  Columbus  Railway,  Cleveland,  Ohio. 

Address  by  Samuel  M.  Ralston,  Governor  of  Indiana. 

Address  by  Charles  C.  Peirce,  vice-president  of  the 
American  Electric  Railway  Manufacturers'  Association. 

Address    by    Thomas    Duncan,    chairman    of    the    Public 
Service  Commission  of  Indiana. 
Feb.  26 

Address,  "Safety,"  by  Dana  Webster,  inspector  for  the  ac- 
cident and  liability  department  of  the  ^Etna  Life  Insurance 
Company,  Indianapolis,  Ind. 

Annual  report  of  the  secretary  and  treasurer. 

Annual  address  of  E.  F.  Schneider,  president  of  the  Cen- 
tral Electric  Railway  Association. 

Report  of  the  nominating  committee  and  the  election  of 
officers. 

New  York  Electric  Railway  Association 

The  New  York  Electric  Railway  Association  will  hold  its 
twentieth  quarterly  meeting  at  the  Fort  William  Henry 
Hotel,  Lake  George,  N.  Y.,  Tuesday  and  Wednesday,  March 
2  and  3.  The  meeting  will  be  opened  with  an  informal 
dinner  at  8  o'clock  on  the  evening  of  Tuesday,  March  2, 
after  which  there  will  be  several  addresses  by  distinguished 
guests.  There  will  be  one  business  session  of  the  associa- 
tion. This  will  be  held  at  10  a.  m.  on  the  following  day, 
Wednesday,  March  3.  At  this  meeting  the  following  pro- 
gram of  subjects  will  be  presented  for  discussion: 

"What  the  New  York  Electric  Railway  Association  Could 
Do  for  Me."  This  subject  will  be  considered  in  three-minute 
written  discussions  by  all  members. 

"Collection  and  Registration  of  City  and  Interurban 
Fares."  Introductory  paper  by  James  E.  Hewes,  general 
manager  of  the  Albany  Southern  Railroad,  Albany,  N.  Y., 
followed  by  three-minute  written  discussions  by  the  mem- 
bers. 

"What  Constitutes  Good  and  Sufficient  Maintenance?"  In- 
troductory paper  by  James  P.  Barnes,  general  manager  of 
the  Buffalo,  Lockport  &  Rochester  Railway,  followed  by 
three-minute  written  discussions  by  the  members. 

Applications  for  hotel  accommodations  should  be  made 
to  Albert  Thieriot,  manager  of  the  Fort  William  Henry 
Hotel,  Lake  George,  N.  Y. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


393 


Financial  and  Corporate 

SECURITIES   FOR  NEW  CONSTRUCTION 

More    Than    $8,000,000   of   New    Securities    Authorized    for 

Electric  Railway   Construction  Purposes  in 

New  York  in  1914 

According  to  information  obtained  through  the  Division 
of  Capitalization  of  the  Public  Service  Commission  for  the 
Second  District  of  New  York,  the  amounts  of  new  securi- 
ties authorized  for  steam  and  electric  railway  new  con- 
struction in  New  York  State  during  1914  and  for  other 
purposes  were  as  follows: 

Purpose  Steam  Electric  Total 

New  construction $14,739,767        $5,163,650        $19,903,417 

Payment  of  .urrent  liabili- 
ties incurred  for  new  con- 
struction           90,065,000  2,965,750  93,030,750 

Total   $104,804,767  $8,129,400  $112,934,167 

Refunding    and    acquisition 

of  constructed  properties.      72,525,000  2,447,000  74,972,000 

Acquisition  of  capital  stock    888,000  888,000 

Grand  total $177,329,767      $11,464,400      $188,794,167 

The  foregoing  figures  were  difficult  of  compilation  on 
account  of  the  feature  of  discount  on  securities  and  the 
fact  that  not  infrequently  an  amount  of  bonds  is  author- 
ized, the  proceeds  of  which  are  slightly  more  or  considerably 
less  than  suflBcient  to  cover  the  purposes  toward  which 
the  proceeds  are  to  be  applied.  With  such  complications 
eliminated  as  far  as  possible,  the  figures  may  be  taken  to 
show  the  amount  of  new  money  authorized  for  construction 
during  the  year.  Of  the  total  of  $188,794,167  authorized  for 
all  purposes,  an  amount  of  $112,934,167  or  59.8  per  cent  was 
for  new  construction.  Of  this  sum  $19,903,417  or  17.6  per 
cent  was  purely  for  subsequent  new  construction,  while  $93,- 
030,750  or  82.4  per  cent  was  for  the  payment  of  current  lia- 
bilities already  incurred  for  new  construction. 

Of  the  total  of  $112,934,167  for  all  new  construction, 
$8,129,400  or  7.2  per  cent  was  authorized  to  electric  rail- 
ways and  $104,804,767  or  92.8  per  cent  to  steam  railroads. 
As  just  between  the  steam  and  electric  railway  totals,  the 
steam  railroad  securities  for  new  construction  were  12.9 
times  as  large  in  amount  as  the  similar  electric  railway 
securities,  but  it  must  be  remembered  that  the  previously 
existing  steam  railroad  capitalization  was  about  13.4  times 
as  great  as  the  electric  railway  capitalization.  On  the 
basis  of  the  approximate  $3,124,511,870  of  steam  railroad 
capitalization,  the  rate  of  increase  for  new  construction 
was  3.3  per  cent,  while  on  the  $225,053,330  of  electric  rail- 
way capitalization  the  corresponding  increase  was  3.6  per 
cent.  It  is  interesting  to  note,  too,  that  of  the  $104,804,767 
for  steam  railroads  only  14.0  per  cent  was  authorized  for 
new  construction  not  yet  undertaken,  while  in  the  face  of 
the  depression  of  1914  the  electric  railways  secured  the 
authorization  of  63.5  per  cent  of  all  the  construction  securi- 
ties for  absolutely  new  work. 

All  the  computations  to  which  reference  has  been  made  do 
not  contain  any  figures  for  securities  authorized  by  the 
Public  Service  Commission  for  the  First  District  in  New 
York  City.  If  these  and  the  city's  expenditures  of  $2,000,- 
000  a  month  for  the  new  subway  system  could  be  included, 
the  new  construction  of  electric  railways  in  New  York 
State  during   1914  would  appear  even  better. 


ANNUAL  REPORTS 


ELECTRIC  BOND  &   SHARE  CAPITAL  INCREASE 

The  stockholders  of  the  Electric  Bond  &  Share  Company, 
New  York,  at  the  annual  meeting  on  Feb.  17  elected  William 
Darbee  and  G.  E.  Claflin  as  directors  to  succeed  Benjamin 
Strong,  Jr.,  and  R.  Treat  Paine.  A  special  meeting  of  stock- 
holders was  subsequently  held  and  an  increase  in  the  com- 
pany's capital  stock  from  $10,000,000  to  $16,000,000  was  ap- 
proved. Of  the  additional  stock  $3,000,000  is  common  atid 
$3,000,000  6  per  cent  preferred.  It  was  announced  that  part 
of  the  newly  authorized  preferred  stock  will  soon  be  offered 
to  stockholders  for  subscription  at  par,  and  also  that  at  the 
same  time  the  General  Electric  Company  is  expected  to  take 
an  equal  amount  of  the  new  common  stock  for  cash  at  its 
par  value. 


British    Columbia    Electric    Railway,    Ltd. 

The  statement  of  income,  profit  and  loss  of  the  British 
Columbia  Electric  Railway,  Ltd.,  Vancouver,  B.  C,  for  the 
year  ended  June  30,  1914,  follows: 

Income    £560,150 

Registration  fees,  etc 424 

Total .    £560,574 

Renewals,    maintenance    £149,921 

Office  rent,  salaries,  etc 7,367 

Directors'   fees  and   percentage 5,994 

Trustees  fees   881 

Capital  amortization    2,455 

Total £166,618 

Balance £393,956 

Add: 

Balance  from  previous  year 9,51S 

Transferal  from   reserve    10,000 

Total    £413,475 

Deduct:  -loo  ooi 

Interest  on  debentures sJj'XAft 

Dividends  already   paid 216,000 

Total    £348,991 

Balance   available   for   distribution *?l'cnn 

Dividend  declared  on  deferred  ordinary  stock 57,600 

Balance  carried  forward  for  year £6,884 

The  report  states  that  the  showing  in  the  fiscal  year  was 
not  of  such  a  satisfactory  character  as  that  made  in  the 
past,  and  that,  in  order  to  maintain  the  usual  dividend,  it 
was  necessary  to  supplement  the  profit  by  a  transfer  of 
£10,000  from  the  reserve.  The  earnings  in  the  early  part 
of  the  year  were  adversely  affected  by  the  prevailing  condi- 
tions, but  the  depression  of  trade  in  Canada  became  accentu- 
ated as  the  year  advanced  and  rigid  economy  was  necessary 
to  achieve  the  results  shown.  The  large  employers  of  labor 
in  British  Columbia  were  temporarily  forced  to  postpone 
all  new  work,  and  there  was  a  decrease  in  the  population 
of  Vancouver  and  the  neighboring  districts  of  approximately 
20,000  inhabitants  and  consequently  a  decrease  of  more  than 
8,500,000  in  the  number  of  passengers  carried  during  the 
year.  It  is  believed,  however,  that  the  halt  in  the  develop- 
ment of  the  province  will  in  the  end  result  in  more  stable 
conditions.  The  amount  expended  for  capital  account  dur- 
ing the  year  was  £530,103,  but  until  more  prosperous  times 
further  expenditures  will  be  limited  to  absolute  necessities. 
The  company  paid  5  per  cent  on  its  cumulative  perpetual 
preference  stock  for  the  year,  6  per  cent  on  its  preferred 
ordinary  stock  and  8  per  cent  on  its  deferred  ordinary  stock. 
The  directors  state,  however,  that  on  account  of  the  Euro- 
pean war  the  revival  in  trade  may  be  greatly  retarded  and 
there  may  be  a  drastic  reduction  in  future  dividends. 


The  J.  G.  Brill  Company 

The  total  combined  output  of  the  five  plants  owned  and 
operated  by  The  J.  G.  Brill  Company  for  the  year  ended 
Dec.  31,  1914,  amounted  in  sales  value  to  $4,903,511.  In 
only  two  other  years,  1908  and  1909,  have  the  sales  fallen 
below  the  $5,000,000  mark.  In  1907  and  1913  they  ran  more 
than  $9,000,000,  and  from  1910  to  1912  inclusive  the  amount 
ranged  from   about  $5,871,000   to    $7,842,000. 

The  combined  profit  from  operations  for  the  year  was 
$313,106,  after  charging  against  current  earnings  $158,475 
expended  for  repairs  and  maintenance.  From  this  profit 
there  was  set  aside  in  the  reserve  for  depreciation  $154,222, 
making  the  total  reserve  now  $1,601,312.  The  net  profit 
for  the  year  was  therefore  $158,884.  Instead  of  the  regu- 
lar quarterly  1%  per  cent  preferred  dividend  in  November, 
the  company  paid  1  per  cent,  making  the  dividend  total 
for  the  year  $286,250.  This  with  sundry  adjustments 
brought  the  accumulated  surplus  of  the  company  down 
from  $1,535,417  to  $1,368,370. 

During  the  year  the  company  strengthened  the  position 
of  its  liquid  assets  in  face  of  the  depressed  conditions  and 
reports  as  of  Dec.  31,  1914,  as  its  only  current  liability 
$220,348  of  accounts  in  course  of  payment.  In  other  years 
this  item  has  ranged  from  $700,000  to  $900,000.  On  the 
asset  side,  cash  stands  at  $633,893  as  compared  with  about 
$400,000    one    and    two    years    ago.     Material,   raw   and   in 


394 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


process  of  manufacture,  and  bills  and  accounts  receivable 
by  their  reduction  in  size  indicate  conversion  into  still  more 
liquid  assets.  On  Feb.  6,  1915,  the  combined  orders  of  the 
plants  in  process  of  execution  amounted  to  $1,147,100. 

As  regards  the  present  outlook,  the  annual  report  of  the 
company   says: 

"It  is  difficult  at  this  time  to  form  an  estimate  of  the 
outlook  for  business  in  1915.  While  general  business  con- 
ditions have  improved  and  seem  to  be  improving,  it  must 
be  uncertain,  in  vievi^  of  the  extraordinary  causes  which 
brought  about  and  which  serve  to  continue  the  present 
depression,  when  a  condition  will  be  reached  which  will 
make  it  not  only  necessary,  but  possible  as  well,  for  the 
railways  to  purchase  equipment,  in  what  may  be  consid- 
ered from  past  experience,  normal  amounts." 


"BUY   IT   NOW"   MOVEMENT 

Various   Steam   Railroad  Presidents  Follow  Out  Principles 
of  This  Movement  by  Contributing  Large  Purchases 

Advices  received  from  C.  C.  Rosewater,  chairman  of  the 
national  "Buy  It  Now"  campaign  committee,  indicate  that 
tangible  results  most  gratifying  in  character  are  being  re- 
ceived by  the  committee.  Steam  railroads  in  particular  have 
been  sending  news  of  large  orders  for  equipment  and  sup- 
plies. D.  Willard,  president  Baltimore  &  Ohio  Railroad, 
states  that  his  company  recently  placed  an  order  for  2000 
new  freight  cars,  the  first  order  for  equipment  in  more  than 
a  year.  This  order  was  made  in  spite  of  the  fact  that  the 
company  has  now  more  equipment  than  is  needed  under 
existing  conditions.  According  to  S.  M.  Felton,  president 
Chicago  Great  Western  Railroad,  the  company  has  already 
purchased  $385,000  of  material  in  anticipation  of  its  re- 
quirements for  the  next  six  months  and  year,  and  is  just 
about  to  enter  into  contracts  for  $200,000  of  additional 
material  covering  the  year's  requirements.  W.  A.  Gardner, 
president  Chicago  &  Northwestern  Railroad,  states  that  the 
approval  of  the  board  of  directors  has  been  secured  for  the 
purchase  of  about  $1,500,000  of  material  for  which  the  com- 
pany will  solicit  bids  in  the  very  near  future.  As  an 
indication  of  what  the  New  York  Central  Lines  are  doing, 
A.  H.  Smith,  president,  advises  the  committee  that  orders 
have  been  placed  for  4500  tons  of  steel  rails  and  that  it  is 
hoped  to  buy  more  shortly  for  use  during  1915.  The  com- 
pany recently  bought  eighteen  engines  and  is  now  receiving 
7000  freight  cars  purchased  some  time  ago.  W.  H.  Myers, 
vice-president  Pennsylvania  Railroad,  states  that  the  com- 
pany has  already  asked  for  proposals  for  150,000  tons  of 
steel  rails  for  1915,  and  also  for  17,000  tons  of  structural 
steel  and  1200  tons  of  reinforcing  steel.  Communications 
from  other  railroad  presidents  contain  no  actual  notices  of 
material  purchased  but  promises  of  co-operation. 


Aurora,    Elgin   &   Chicago   Railroad,   Wheaton,    III. — The 

Aurora,  Elgin  &  Chicago  Railroad  has  received  authority 
from  the  Illinois  Public  Utilities  Commission  to  issue  $800,- 
000  of  collateral  trust  securities.  It  is  reported  that  the  col- 
lateral indenture  has  not  yet  been  prepared,  and  no  at- 
tempt has  yet  been  made  to  sell  the  securities. 

Binghamton  (N.  Y.)  Railway. — At  the  annual  meeting  of 
the  Binghamton  Railway  on  Feb.  15,  the  following  officers 
were  elected:  President,  F.  L.  Fuller;  vice-president,  R.  W. 
Day;  vice-president  and  general  manager,  C.  S.  Banghart; 
secretary,  W.  H.  Hecox;  treasurer,  E.  M.  White,  and  assist- 
ant treasurer,  H.  I.  Jackson.  The  following  members  now 
constitute  the  board  of  directors:  F.  L.  Fuller,  R.  W. 
Day,  C.  S.  Banghart,  A.  J.  Parsons,  T.  J.  Keenan,  W.  H. 
Hecox,  W.  L.  Connell,  F.  W.  Ogden,  C.  R.  Bedford,  George 
E.  Green  and  G.  T.  Rogers. 

Chicago  (111.)  Elevated  Railways. — The  National  City 
Bank,  New  York,  is  offering  at  the  market  price,  to  yield 
about  5.75  per  cent,  first  mortgage  4%  per  cent  gold  bonds 
of  the  South  Side  Elevated  Railroad,  dated  July  1,  1904,  and 
due  on  July  1,  1924.  The  amount  of  these  bonds  authorized 
and  outstanding  is  $8,000,000.  They  are  redeemable  at  105 
and  interest  on  any  interest  date  on  three  months'  notice. 

Federal  Light  &  Traction  Company,  New  York,  N.  Y. — 

John  Dunhill  has  been  elected  a  director  of  the  Federal 
Light  &  Traction  Company  to  succeed  Samuel  McRoberts. 


Georgia  Railway  &  Power  Company,  Atlanta,  Ga. — Lewis 
Lillie,  treasurer  United  Gas  Improvement  Company,  has 
been  elected  a  member  of  the  board  of  directors  of  the 
Georgia  Railway  &  Power  Company. 

Glendale  &  Montrose  Railway,  Los  Angeles,  Cal. — The 
Glendale  &  Montrose  Railway  Company  has  filed  an  applica- 
tion with  the  Railroad  Commission  of  California  requesting 
authority  to  increase  its  capital  stock  from  $25,000  to  $250,- 
000.  The  company  further  asks  for  authority  to  issue  to 
J.  Frank  Walters,  its  president  and  the  owner  of  all  the 
now  outstanding  stock,  stock  of  the  new  issue  in  such  amount 
as  the  commission  shall  find  to  represent  the  total  cost  of 
the  railway's  property  at  the  time  of  the  hearing  of  the 
application.  The  company  proposes  to  use  the  balance  of 
this  stock  for  such  additions  and  extensions  and  improve- 
ments as  may  be  subsequently  authorized  by  the  commis- 
sion. The  company  also  filed  a  supplemental  application 
asking  that  the  authority  previously  granted  to  issue  $200,- 
000  of  bonds  be  set  aside,  since  it  has  found  it  impossible 
to  sell  these  bonds  now  owing  to  the  existing  financial 
conditions. 

Grand  Rapids  (Mich.)  Railway. — Frank  I.  Silliman,  Jr., 
Philadelphia,  and  Bert  C.  Cobb,  New  York,  have  been 
elected  directors  of  the  Grand  Rapids  Railway  to  succeed 
C.  M.  Clark  and  A.  G.  Hodenpyl.  Louis  J.  De  Lamarter  was 
elected  treasurer  to  succeed  George  L.  Estabrook,  resigned, 
the  office  of  treasurer  thus  being  added  to  that  of  secretary. 
S.  E.  Wolff  was  elected  assistant  secretary-treasurer. 

Gray's  Harbor  Railway  &  Light  Company,  Aberdeen, 
Wash. — E.  N.  Sanderson,  New  York,  has  been  elected  presi- 
dent of  the  Gray's  Harbor  Railway  &  Light  Company  to 
.succeed  W.  J.  Patterson.  F.  G.  Foster  has  been  chosen  a 
director  of  the  company. 

Humboldt  Transit  Company,  Eureka,  Cal. — The  Railroad 
Commission  of  California  has  issued  an  order  authorizing 
the  Humboldt  Transit  Company  to  issue  to  the  First  Na- 
tional Bank  of  Eureka  a  promissory  note  for  $20,000,  to  be 
secured  by  pledge  of  $40,000  of  first  mortgage  5  per  cent 
bonds.  This  note,  which  will  be  executed  by  the  Transit 
Company  and  William  Butterworth  as  joint  makers,  is  to 
take  the  place  of  a  similar  note  of  like  amount  previously 
issued  by  the  company. 

Interborough-Metropclitan  Company,  New  York,  N.  Y. — 
The  United  States  Circuit  Court  of  Appeals  on  Feb.  10 
affirmed  the  decision  of  Judge  Hough  of  the  Federal  District 
Court,  dismissing  two  suits  brought  by  the  Continental 
Securities  Company,  of  which  Clarence  Venner  is  the  head, 
to  have  the  Interborough-Metropolitan  Company  declared 
an  illegal  monopoly  and  to  set  aside  a  mortgage  covering 
$55,000,000  of  bonds  given  to  the  Morton  Trust  Company 
as  trustee.  The  court  stated  that  even  if  the  Interborough- 
Metropolitan  Company  were  a  monopoly,  the  Continental 
Securities  Company  had  no  cause  of  complaint  about  the 
condition  of  the  Interborough  Rapid  Transit  Company  stock 
as  a  result  of  the  merger.  In  the  matter  of  the  mortgage, 
the  court  stated  that  the  questions  involved  had  become 
academic  by  reason  of  the  subsequent  payment  of  the 
mortgage. 

Interborough  Rapid  Transit  Company,  New  York,  N.  Y. — 
The  National  City  Bank,  New  York,  is  offering  for  sale  at 
97%  and  interest,  to  yield  5.11  per  cent,  first  and  refunding 
mortgage  5  per  cent  gold  bonds  of  the  Interborough  Rapid 
Transit  Company,  dated  Jan.  1,  1913,  and  due  on  Jan.  1, 
1966.  Of  the  authorized  amount  of  $300,000,000  of  these 
bonds,  $98,658,000  are  outstanding.  They  are  redeemable 
at  110  and  interest  on  any  interest  date,  as  a  whole  or  in 
blocks  of  not  less  than  $500,000  or  in  any  amount  for  the 
sinking  fund.  It  is  estimated  that  it  will  be  necessary  to 
issue  about  $160,000,000  of  these  bonds  to  provide  for  the 
commitments  of  the  Interborough  Rapid  Transit  Company 
under  its  subway  contracts  with  the  city. 

Jacksonville  (Fla.)  Traction  Company. — With  reference 
to  the  recent  passing  of  the  usual  Feb.  1  dividend  on  the 
$1,000,000  of  common  stock  of  the  Jacksonville  Traction 
Company,  as  noted  in  the  Electric  Railway  Journal  of 
Jan.  30,  Hardy  Croom,  local  manager  of  the  company,  states 
that  the  action  is  a  result  of  the  decrease  in  the  company's 
earnings  and  the  public  improvements  which  the  company 
has    heretofore    been    required   by   law   to   put   into   effect, 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


395 


and  also  the  large  amount  of  work  that  it  now  has  on  hand 
and  intends  to  complete  during  1915.  Mr.  Croom  states 
that  the  majority  of  the  inhabitants  of  Jacksonville  are  en- 
tirely in  accord  with  the  company  in  its  efforts  to  give 
service  in  proportion  to  the  patronage  it  is  receiving,  and 
that  as  business  continues  to  grow  better,  conditions  will 
go  back  to  what  they  were  before  the  present  period  of  de- 
pression. 

London  (Eng.)  Underground  Railways. — The  secretary  of 
the  London  Underground  Railways  has  officially  announced 
that  subject  to  confirmation  of  the  respective  dividend  an- 
nouncements for  owned  stock  and  also  to  the  final  audit  of 
its  accounts,  the  revenues  of  the  company  will  be  suflScient  to 
pay  full  interest  to  Dec.  31,  1914,  on  its  6  per  cent  first  cu- 
mulative income  debenture  stock  and  on  its  6  per  cent  in- 
come bonds  and  leave  about  £35,000  to  carry  forward. 

Long  Island  Railroad,  New  York,  N.  Y. — Dick  Brothers 
&  Company,  New  York,  have  issued  another  circular  to 
the  stockholders  of  the  Long  Island  Railroad  requesting 
proxies  for  the  annual  meeting  on  April  13.  They  ex- 
press dissatisfaction  with  the  present  management  and  say: 
"We  are  willing  to  conduct  a  campaign  against  the  pres- 
ent management  at  our  own  expense  as  we  are  the  largest 
minority  stockholders,  owning  and  controlling  11,000  shares 
which  we  have  held  for  many  years,  and  all  we  ask  is 
your  moral  support."  A  previous  reference  to  the  call 
for  proxies  was  made  in  the  Electric  Railway  Journal 
of   Feb.   6. 

Massachusetts  Electric  Companies,  Boston,  Mass. — It  is 
reported  that  the  Massachusetts  Electric  Companies  will 
proceed  at  this  time  with  the  refunding  of  $3,100,000  of  5 
per  cent  notes  maturing  on  May  1,  and  for  this  purpose  will 
issue  $300,000,000  of  5  per  cent  three-year  notes  to  be  dated 
April  1.  The  new  notes,  like  the  maturing  obligations,  will 
be  a  collateral  issue,  secured  by  a  deposit  of  a  majority  of 
the  common  stock  of  the  Bay  State  Street  Railway. 

Minneapolis  &  Northern  Railway,  Minneapolis,  Minn. — 
W.  C.  Leary,  judge  of  the  District  Court  for  the  Fourth 
Judicial  District  of  Minnesota,  on  Feb.  1  issued  an  order 
that  the  creditors  of  the  Minneapolis  &  Northern  Railway, 
the  Minnesota  Loan  &  Trust  Company  as  former  receiver 
and  F.  H.  Hunter  as  present  receiver,  should  all  appear 
before  the  court  on  Feb.  6  and  show  cause  why  an  order 
should  not  be  granted  requiring  the  receiver  to  surrender 
all  the  railway  property  to  the  trustees,  W.  P.  Veitch.  L. 
H.  Bolduc,  H.  F.  Balch,  M.  H.  Coolidge  and  C.  T.  Brat- 
nober.  At  the  same  time  an  order  was  issued  for  creditors 
to  show  reason  why  the  receiver  should  not  deliver  to  the 
McKeen  Motor  Car  Company  the  locomotive  and  two  motor 
cars  now  used  by  him  in  the  operation  of  the  railway.  Mr. 
Hunter's  application  for  the  dissolution  of  the  receivership 
was  noted  in  the  Electric  Railway  Journal  of  Jan.  23. 

Municipal  Tramways  Trust,  Adelaide,  Australia. — Accord- 
ing to  the  report  of  the  Municipal  Tramways  Trust  for 
the  two  years  ended  July  31,  1914,  the  revenue  account 
for  the  electric  traction  system  showed  gross  earnings  for 
the  year  ended  July  31,  1913,  of  £310,240  and  for  the  year 
ended  July  31,  1914,  £328,809.  For  the  first  year  the  total 
operating  expenses  amounted  to  £207,318,  giving  an  excess 
of  income  over  expenses  of  £102,323.  The  operating  ratio 
for  the  year  was  66.82  per  cent.  The  total  operating  ex- 
penses for  the  second  year  amounted  to  £202,503,  the  excess 
of  income  over  expenses  being  £125,365.  The  operating 
ratio  for  this  year  amounted  to  61.58  per  cent.  During 
the  two  years  £150,899  was  advanced  by  His  Majesty's 
Treasury  on  construction  account.  A  sum  of  £36,877  was 
added  to  the  reserve  for  renewals,  this  sum  being  2%  per 
cent  on  the  capital  cost  of  the  renewable  parts  of  the 
line  already  opened,  plus  interest.  An  amount  of  1  per 
cent  of  the  total  receipts,  or  £6,713,  was  placed  to  the 
credit  of  the  accident  reserve.  During  the  period  1993 
third  party  accidents  occurred,  697  affecting  the  general 
public  and   1296  the   passengers. 

New  York  Municipal  Railway  Corporation,  Brooklyn,  N.  Y. 
— Eugene  N.  Foss  was  on  Feb.  4  elected  a  director  of  the 
New  York  Municipal  Railway  Corporation  to  succeed  A.  N. 
Brady,  deceased. 

Oakland,  Antioch  &  Eastern  Railway,  Oakland,  Cal. — At 
the  recent  annual  meeting  of  the  Oakland,  Antioch  &  East- 


ern Railway,  Henry  T.  Scott  was  elected  a  member  of  the 
board  of  directors  to  succeed  H.  J.  Sutherland. 

Pacific  Power  &  Light  Company,  Astoria,  Ore. — The  Pa- 
cific Power  &  Light  Company  has  sold  to  William  A.  Read 
&  Company  and  White,  Weld  &  Company,  New  York,  $1,052,- 
000  of  first  mortgage  5  per  cent  bonds,  due  1930,  and  has 
sold  to  a  syndicate  headed  by  White,  Weld  &  Company 
5000  shares  of  7  per  cent  cumulative  preferred  stock.  The 
bonds  have  practically  all  been  resold  privately  by  the 
bankers.  These  sales  bring  the  amount  of  bonds  outstand- 
ing up  to  $7,001,000  and  the  amount  of  preferred  stock  up 
to  $2,500,000.  This  company  operates  electric  railways  in 
Astoria  and  controls  the  Walla  Walla  Valley  Railway. 

Philadelphia  (Pa.)  Railways. — The  gross  earnings  of  the 
Philadelphia  Railways  for  the  year  1914  were  $99,402  as 
compared  to  $100,157  for  1913,  and  the  operating  ex- 
penses $74,015  as  compared  to  $82,694,  giving  net  earnings 
$25,387  and  $17,463,  respectively.  Bond  interest  remained 
the  same  at  $20,000,  other  interest  increased  from  $843  to 
$1,106  and  taxes  from  $2,082  to  $2,217.  The  result,  there- 
fore, was  a  surplus  of  $2,064  for  1914  as  compared  to  a 
deficit  of  $5,462  for  1913.  For  1914  a  charge  of  $4,000 
for  depreciation  was  included  in  operating  expenses. 

Riverside,  Rialto  &  Pacific  Railroad,  Riverside,  Cal. — The 
Riverside,  Rialto  &  Pacific  Railroad  has  been  authorized 
to  issue  3000  shares  of  capital  stock  and  $200,000  of  2% -year 
promissory  notes  bearing  interest  at  6%  per  cent  per  annum 
in  exchange  for  the  property  of  the  formerly  sole-owned 
Crescent  City  Railway.  The  change  in  the  legal  form  of 
the  latter  company  was  noted  in  the  Electric  Railway 
Journal  of  Jan.  30.  W.  J.  Bohon,  general  manager  of  the 
company,  has  issued  a  report  denying  that  the  Riverside, 
Rialto  &  Pacific  Railroad  will  be  taken  over  by  the  Pacific 
Electric  Railway.  According  to  Mr.  Bohon,  there  may  be  a 
traffic  agreement  between  the  two  companies,  but  the  former 
company  will  continue  to  be  operated  separately. 

San  Joaquin  Light  &  Power  Corporation,  Bakersfield,  Cal. 
— The  San  Joaquin  Light  &  Power  Corporation  recently 
filed  an  application  with  the  Railroad  Commission  of  Cali- 
fornia, requesting  authority  to  issue  a  new  series  of  first 
and  refunding  mortgage  bonds,  to  be  known  as  series  "C" 
and  to  bear  interest  at  6  per  cent  per  annum.  The  company 
now  has  outstanding  $2,924,000  of  series  "B"  5  per  cent 
bonds,  and  it  is  proposed  to  allow  the  holders  to  exchange 
these  bonds  for  the  new  series  "C"  bonds  upon  payment  of 
a  premium  of  $100  per  bond.  The  company  also  has 
$1,523,000  of  series  "B"  bonds  in  its  treasury,  which  it 
wishes  to  cancel  and  replace  by  bonds  of  the  new  series. 
In  addition,  the  company  requests  authority  to  issue  $136,- 
000  of  the  series  "C"  bonds  outright. 

Springfield  &  Xenia  Railway,  Springfield,  Ohio. — The 
gross  and  net  earnings  of  the  Springfield  &  Xenia  Railway 
for  1914  were  less  than  in  1913,  on  account  of  the  fact 
that  in  1913  the  earnings  were  larger  by  virtue  of  the 
company  with  its  connections  at  Xenia  being  the  only  line 
open  between  Springfield  and  Dayton  during  the  flood.  The 
net  earnings  for  1914,  however,  exceeded  those  of  1912  or 
any  previous  year  by  about  20  per  cent.  The  company  paid 
dividends  of  5  per  cent  on  its  preferred  stock  and  3  per  cent 
on  its  common  stock. 

United  Traction  Company,  Pittsburgh,  Pa. — The  protec- 
tive committee  of  preferred  stockholders  of  the  United 
Traction  Company  has  received  a  letter  from  the  Philadel- 
phia Company,  stating  that  the  latter  in  connection  with 
the  Pittsburgh  Railways  will  give  due  consideration  to  sug- 
gestions made  by  the  committee's  counsel  regarding  the 
non-payment  of  the  semi-annual  preferred  dividends  due 
in  January.  The  Pittsburgh  Railways,  which  is  controlled 
by  the  Philadelphia  Company,  operates  the  United  Traction 
Company  by  lease.  The  letter  also  said  that  for  the  pur- 
pose of  considering  the  dividend  question  a  special  com- 
mittee has  been  formed,  consisting  of  James  D.  Callery, 
president  United  Traction  Company  and  Pittsburgh  Rail- 
ways; Mason  B.  Starring,  president  United  Railways  In- 
vestment Company,  and  George  S.  Davison,  a  practical 
street  railway  man.  The  protective  committee  has  received 
deposits  of  between  15,000  and  20,000  shares  out  of  a  total 
of  60,000  outstanding,  in  response  to  the  call  noted  in  the 
Electric  Railway  Journal  of  Feb.  13. 


396 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.  XLV,  No.  8 


United  Railways  of  St.  Louis,  St.  Louis,  Mo. — James  At- 
kins, Breckenridge  Jones  and  C.  A.  Tilles  have  been  elected 
directors  of  the  United  Railways  of  St.  Louis  to  succeed 
A.  C.  Einstein  and  Frederick  J.  Kinsella,  and  Robert  Mc- 
Culloch,  deceased.  Richard  McCulloch  has  been  elected 
president  to  succeed  his  father.  The  Mississippi  Valley 
Trust  Company  and  Altheimer  &  Rawlings  Investment  Com- 
pany are  offering  for  sale  at  99  and  interest,  to  yield  5.15 
per  cent,  an  unsold  balance  of  $200,000  of  first  mortgage  5 
per  cent  gold  bonds  of  the  St.  Louis  &  Suburban  Railway, 
a  constituent  company  of  the  United  Railways  of  St.  Louis. 
The  bonds  are  now  a  closed  first  mortgage  on  the  main  line 
of  the  former  company. 

Virginia  Railway  &  Power  Company,  Richmond,  Va. — The 
New  York  Stock  Exchange  has  listed  an  additional  $32,000 
of  first  and  refunding  mortgage  5  per  cent  bonds  of  the 
Virginia  Railway  &  Power  Company,  making  the  total 
amount  listed  $12,285,000. 

Warren,  Brookfield  &  Spencer  Street  Railway,  Boston, 
Mass. — According  to  a  direct  communication  from  Thomas 
T.  Robinson,  receiver  of  the  Warren,  Brookfield  &  Spencer 
Street  Railway,  the  Massachusetts  Supreme  Court  on  Feb. 
10  issued  a  decree  fixing  $50,000  as  the  upset  price  for  the 
property  at  the  adjourned  sale  to  be  held  on  March  11.  It 
is  understood  that  the  property  will  be  purchased  by  a  com- 
mittee representing  the  bondholders,  and  that  a  new  cor- 
poration will  be  organized  in  the  interest  of  the  bond- 
holders to  take  over  and  operate  the  property.  Previous 
items  regarding  the  attempted  foreclosure  sale  of  this 
property  for  $150,000  appeared  in  the  Electric  Railway 
Journal  of  May  2,  June  2,  July  25,  Aug.  15  and  Sept.  12i 
1914. 


DIVIDENDS   DECLARED 

American  Railways,  Philadelphia,  Pa.,  quarterly,  1%  per 
cent,  common. 

Columbus  Railway  &  Light  Company,  Columbus,  Ohio, 
75  cents. 

Middle  West  Utilities  Company,  Chicago,  111.,  quarterly, 
1%  per  cent,  preferred. 


ELECTRIC   RAILWAY  MONTHLY  EARNINGS 

AURORA,  ELGIN  &  CHICAGO  RAILROAD,  WHEATON,  ILL. 

Gross      Operating         Net  Fixed  Net 

Period                Earnings    Expenses    Earnings  Charges  Surplus 

Im.,  Dec,     '14       $152,658     •$143,817         $8,841  $2,989  $5,852 

1 13         168,957       '148,938         20,018  347  19,671 

6 14      1,097,376       •924,647       172,729  21,681  151,048 

6 13      1,137,190       '915,396       221,794  2,082  219,712 

BATON  ROUGE    (LA.)    ELECTRIC  COMPANY 

Im.,  Dec.,     '14         $17,128         •$9,524         $7,604         $2,053  $5,551 

1 13           16,386           •9,541           6,845           2,100  4.745 

12 14         178,825       '114,279         64,546         25,024  39,522 

12 13         163,128       ^102, 342         60,747         24,775  35,972 

BROCKTON   &  PLYMOUTH   STREET  RAILWAY,  PLYMOUTH, 

MASS. 

Im.,  Dec,     '14          $8,071        ^$8,091  $20        $1,145      t$l,165 

1  "         "         -13             7,689           ^7,836  147           1,079         tl,228 

12"         "         '14         121,757       '101,749  20,007         13,141           6,866 

12 13         124,403         '98,728  25,676         13,044         12,632 

CAPE  BRETON   ELECTRIC  COMPANY,   SYDNEY,  N.    S. 
Im.,  Dec,      '14         $29,794       '$18,778       $11,017         $6,694         $4,323 
1  "         "         '13  36,169         '17,633         18,537  6,367         12,170 

12 14    349,894   '211,119   138,774    76,779    61,195 

12 13    380,952   •209,953   170,999    72,913    98,086 

FEDERAL  LIGHT  &  TRACTION  COMPANY,  NEW  YORK,  N.  Y. 
Im.,  Dec,      '14       $227,665     ^$131, 530       $96,135       $51,115    t$49,069 

1 13    219,869   '151,702    68,167    46,110   $20,420 

3 14    643.122   '373,798   269,324   152,687  $121,540 

3  "    "    '13    623,392   '401,288   222,104   138,703   179,800 

HOUGHTON  (MICH.)  COUNTY  TRACTION    COMPANY 

Im.,  Dec,     '14  $21,486  '$13,823  $7,663         $5,605         $2,058 

1 13  24,833  '15,450  9,383     5,610     3,773 

12 14  276,633  '178,857  97,776    67,063    30,713 

12 13  296,853  '180,260  116,593    67,592    43,001 

PADUCAH   TRACTION   &  LIGHT   COMPANY,  PADUCAH.   KY. 

lm..Dec,      '14         $29,461  '$16,527       $12,934  $7,699         $5,235 

1  "         "         '13           29,523  '16,630         12,893  7,707           5,186 

12 H         303,515  '194,084   109,431  91,431    18,000 

12 13    296,565  '194,091   102,474  89,964    12,510 

TAMPA   (FLA.)   ELECTRIC  COMPANY 

Im.,  Dec,      '14         $85,501       '$42,327       $43,174         $4,423  $38,751 

1 13           83,107         '49,386         33,722           5,059  28,663 

12  "         "         '14         981,000       '520.078       460,923         54,489  406,434 

IJ 13         844,941       '466,499       378,442         55.749  322,693 


•Includes  taxes.     tDeflclt.     ^Includes  other  income. 


Traffic  and  Transportation 

PORTLAND  COMPANY  ON  "JITNEY"  BUS 

Statement  Made  Public  at  Portland,  Ore.,  on  Feb.  1  Published 

in  Full 

The  full  text  of  a  statement  in  regard  to  the  "jitney"  bus 
made  to  its  employees  under  date  of  Feb.  1  by  the  Portland 
Railway,  Light  &  Power  Company,  Portland,  Ore.,  follows: 
"The  advent  of  the  'jitney'  bus  in  competition  with  our 
street  car  service  has  created  a  condition  fraught  with  seri- 
ous menace  to  the  welfare  of  the  company  and  its  em- 
ployees and,  by  reason  of  the  important  position  occupied 
by  the  Portland  Railway,  Light  &  Power  Company  in  the 
affairs  of  Portland,  there  are  possibilities  of  far  reaching 
consequences  affecting  disastrously  the  prosperity  and 
progress  of  the  city  itself. 

"For  your  information  and  also  to  assist  you  in  meeting 
the  arguments  of  others,  this  circular  has  been  prepared 
for  distribution  among  yourselves  and  others  whom  you  be- 
lieve are  interested. 

"First  of  all,  it  should  be  remembered  that  a  distinction 
should  be  drawn  between  the  auto  bus  and  the  'jitney'  car. 
The  former,  the  name  of  which  is  self-explanatory,  may 
have  a  legitimate  field  in  urban  or  suburban  transportation 
of  both  passengers  and  freight,  but  just  what  this  field  may 
be,  we  are  not  yet  certain,  but  we  do  know  that  auto  bus 
companies  have  failed  in  Philadelphia,  Indianapolis,  Pitts- 
burgh, St.  Louis,  New  Haven,  Dallas,  Los  Angeles,  and 
nearly  all  other  American  cities  where  they  have  been  tried. 
So  far,  we  know  of  but  one  auto  bus  company  which  has 
made  a  reasonable  success  in  urban  transportation,  and  that 
is  the  company  charging  a  10-cent  fare  operating  on  Fifth 
Avenue,  New  York,  a  street  without  a  car  line  and  of  very 
dense  and  heavy  traffic.  The  'jitney'  car  service,  however, 
by  which  is  meant  the  transportation  of  passengers  in  small 
automobiles  in  direct  competition  with  street  car  systems 
and  with  the  auto  bus,  can  never  be  organized  into  a  sys- 
tematic service  even  approximating  reliability.  Let  us 
see  why  this  is  so. 

"In  the  first  place  it  probably  needs  no  argument  to 
demonstrate  that  new  or  nearly  new  automobiles  cannot 
be  profitably  employed  in  this  service.  Indeed,  those  who 
are  familiar  with  automobile  costs  and  operating  expenses 
know  that  even  with  the  second-hand  car,  despite  its  small 
investment  charge,  the  margin  remaining  above  operating 
costs,  exclusive  of  the  driver's  compensation,  is  generally 
so  small  except  in  the  districts  of  dense  population  and 
short  hauls,  that  it  would  constitute  not  a  very  attractive 
wage  for  the  driver.  The  Seattle  Post-Ivfelligencer  of 
Jan.  24,  1915,  published  the  report  of  the  chief  engineer  of 
the  Public  Service  Commission  of  Washington,  certainly  a 
disinterested  body,  showing  that  the  average  earnings  of 
the  'jitney'  driver  is  only  23  cents  an  hour. 

"Unfortunately,  alike  for  the  'jitney'  operator,  as  well 
as  for  yourselves,  for  the  company  and  indeed  all  concerned, 
excepting  perhaps  the  vendors  of  second-hand  automobiles 
and  supplies,  the  'jitney'  in  the  beginning  shows  an  ap- 
parent though  fictitious  profit,  and  it  usually  takes  several 
months  before  the  misled  'jitney'  operator  realizes  that  his 
fancied  profits  are,  after  all,  only  imaginary.  Hence,  much 
time  may  elapse  before  all  the  prospective  'jitney'  operators 
realize,  by  sad  experience,  this  phase  of  'jitney'  service, 
but  in  the  meantime  very  considerable  harm  and  damage 
may  be  done  to  the  city,  to  the  citizens,  including  yourselves, 
and  to  the  street  railway. 

"Since  the  'jitney'  service  must  then  be  confined  to  very 
low  priced  or  second-hand  cars,  it  seems  very  doubtful  that 
any  responsible  business  man  or  group  of  business  men, 
would  put  a  considerable  investment  in  apparatus  bordering 
upon  junk  for  so  important  a  venture  as  a  system  of  trans- 
portation, and  even  if  a  speculative  individual  or  group 
were  willing  to  provide  the  necessary  equipment,  they 
would  be  faced  at  once  by  the  problems  of  how  to  collect 
and  conserve  the  revenues.  Manifestly,  they  would  find  it 
impossible  to  gather  together  a  number  of  trained,  reliable 
operatives  such  as  are  found  in  organized  transportation 
service.  Certainly,  it  would  take  a  time  approximating  that 
of  the  street  railways  whose  men   have  been  years  in  ac- 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


397 


quiring  their  training  and  experience,  which  includes  physi- 
cal examination  for  which  a  high  standard  has  been  set, 
also  extended  training  and  instruction  before  the  applicant 
is  allowed  to  operate  a  car  and  thereafter,  constant  instruc- 
tion by  men  long  experienced  and  with  considerable  ability 
in  transportation  service. 

"Assuming,  however,  that  a  number  of  'jitney'  operators 
had  been  secured,  a  little  reflection  will  make  clear  that  the 
system  in  vogue  on  street  cars  and  auto  busses  of  paying 
the  operators  a  fixed  hourly  or  daily  wage  and  having  them 
turn  in  their  revenue  checked  by  registers  or  other  mechan- 
ical devices  is  out  of  the  question  in  'jitney'  service.  But 
one  other  method  apparently  is  possible,  and  that  is  to 
allow  the  operators  to  retain  the  earnings  of  their  'jitney' 
cars  but  pay  to  the  would-be  organizer  a  flat  sum  daily, 
weekly,  or  at  other  periods  as  agreed,  in  consideration  of 
the  organizer's  work  of  planning  routes,  schedules  and 
perhaps  supplying  collective  insurance. 

"Having  got  that  far  and  having  assigned  the  'jitney'  op- 
erators to  routes,  let  us  consider  the  invidiual  whose  run 
is  at  hours  not  convenient  to  him  or  whose  line  is  in  thin 
territory  with  relatively  much  smaller  revenue  possible, 
or  the  combination  of  both,  and  figure  for  yourself  how 
long  he  will  stay  there.  As  shown  by  the  experience  in  all 
the  cities  where  the  service  is  operated,  the  'jitneys'  will 
inevitably  gravitate  to  the  thickly  settled,  short  haul  dis- 
tricts with  the  natural  consequence  of  dissatisfaction  on  the 
part  of  the  'jitney'  drivers  already  in  that  territory.  And 
when  to  this  is  added  a  number  of  independent  operators, 
responsible  to  no  one  but  themselves  as  to  choice  of  routes 
and  time  of  operation,  the  inevitable  result  is  confusion  and 
irresponsibility  and  all  efforts  at  organization  must  fail 
and  each  operator  then  becomes  a  free  lance.  Such  has 
been  the  experience  of  all  the  cities  at  present  afflicted  with 
the   'jitney.' 

"In  Los  Angeles,  for  example,  nearly  all  the  'jitney' 
drivers  aimed  to  be  in  the  downtown  district  at  the  same 
time  to  pick  up  and  carry  away  homeward-bound  loads. 
This  resulted  in  enormous  traffic  congestion  against  which 
have  been  recorded  strong  protests  by  the  fire  department, 
the  police  department,  the  Chamber  of  Commerce,  the  Mer- 
chants &  Manufacturers  Association,  the  Mayor,  the  im- 
provement clubs,  the  realty  board,  and  finally  the  mothers 
of  the  city  have  taken  up  the  cudgels  against  the  'jitney.' 

"The  Los  Angeles  Times,  under  date  of  Dec.  29,  1914, 
makes  the  statement  that  accidents  have  increased  60  per 
cent  since  the  advent  of  the  'jitney'  in  that  city.  The 
Seattle  Post-Intelligencer,  under  date  of  Jan.  17,  1915,  re- 
ported nine  automobile  accidents  in  that  city,  of  which  seven 
involved  'jitneys.' 

"In  some  of  the  California  cities  the  serious  menace  of 
the  'jitneys'  from  the  standpoint  of  morality  has  aroused  the 
women  of  those  cities  to  take  urgent  action  to  safeguard 
girls  and  young  children  against  the  evils  which  have  fol- 
lowed in  their  wake.  Numerous  items  in  the  press  cite 
instances  of  insult  and  mistreatment  to  girls  in  crowded 
'jitneys.'  In  Los  Angeles,  fake  'jitneys'  are  held  responsible 
for  the  disappearance  of  several  young  women,  while  in 
Berkeley  two  co-eds  narrowly  escaped  such  experience.  In- 
deed, it  is  asserted  that  questionable  resorts  are  sending  out 
'jitneys'  operated  by  women  as  well  as  by  men. 

"Some  of  the  above  instances  are  specifically  mentioned 
in  the  Los  Angeles  Examiner,  Jan.  9,  1915;  San  Francisco 
Chronicle,  Jan.  21,  1915;  Los  Angeles  Times,  Jan.  24,  1915. 

"In  the  southern  cities  where  the  .street  car  companies 
found  it  necessary  to  curtail  the  car  service  because  of  the 
'jitney,'  the  adverse  effect  upon  the  patrons  and  the  business 
interests  of  the  outlying  districts  brought  home  to  these 
people  at  once  the  serious  result  of  the  continuance  of  irre- 
sponsible 'jitney'  service. 

"The  'jitney'  has  but  two  things  to  offer  as  advantages. 
The  first  is  novelty,  which  will  soon  wear  off.  The  second 
is  somewhat  higher  speed.  As  against  these  are  so  many 
disadvantages  and  evils,  such  as  utter  irresponsibility,  in- 
crease of  accidents,  of  serious  menace  to  morality,  lesser 
convenience,  lesser  service  and  lack  of  transfers  as  com- 
pared with  the  street  car  systems,  depreciation  of  business 
and  property  interests,  that  there  can  be  no  valid  objec- 
tion to  any  reasonable  and  legitimate  movement  to  subject 
the  'jitney'  to  proper  municipal  regulation. 


"A  number  of  California  cities  have  enacted  ordinances 
regulating  the  'jitney,'  among  them  Venice,  Long  Beach, 
Pasadena,  Los  Angeles,  Oakland,  Fresno. 

"In  Los  Angeles,  where  a  flat  5-cent  fare,  without  com- 
mutation rates  is  charged,  the  railway  cited  statistics  to  the 
effect  that 

"  'For  every  nickel  collected  in  fares  more  than  3  cents 
is  expended  directly  for  labor  in  this  city.  On  the  remain- 
ing 2  cents  at  least  1  cent  goes  for  taxes,  license,  street 
improvements  and  material,  four-fifths  of  the  whole  is  re- 
turned whence  it  came,  to  benefit  the  people  of  Los  Angeles. 
The  remaining  fifth  takes  care  of  the  interest  charges  on 
the  bonded  indebtedness,  and  as  many  of  the  bonds  are 
owned  in  California,  a  share  of  this  last  fifth  also  remains 
here. 

"  'In  contrast  to  this  showing  is  the  5-cent  fare  paid  to 
the  'jitney'  bus  driver.  Four-fifths  of  this  sum  must  go 
for  gasoline,  oil,  rubber  tires  and  to  pay  for  the  machines, 
for  few  of  them  are  owned  outright  by  the  men  operating 
them.  It  is  a  direct  reversal  of  conditions.  In  the  latter 
case  4  cents  in  5  goes  out  of  the  city;  in  so  far  as  the  street 
cars  are  concerned,  that  same  proportion  in  the  nickel  stays 
here.' 

"The  above  quotation  is  from  the  Mayor's  message  to  the 
City  Council  and  will  hold  substantially  true  in  nearly  every 
American  city  of  similar  class." 


EFFECTIVE  "JITNEY"  ORDINANCE 

Full   Text   of   "Jitney"   Regulatory   Ordinance   Passed   and 
Approved  in  Boise 

An  ordinance  passed  by  the  City  Council  of  Boise,  Idaho, 
regulating  the  "jitney"  had  up  to  Feb.  12  acted  effectively 
as  a  deterrent  to  the  starting  of  "jitney"  service  in  that 
city  previously  planned.  This  ordinance  as  passed  follows  in 
full: 

"An  ordinance  making  it  unlawrful  for  any  person,  firm, 
association  of  persons,  or  corporation,  either  as  principal, 
officer,  agent  or  employee,  to  use  or  occupy  any  street, 
alley,  or  other  public  place  in  Boise  City,  Idaho,  with  any 
automobile  or  other  vehicle  whatever  for  the  carriage  of 
persons  fcr  hire,  and  operating  for  the  purpose  of  afford- 
ing a  means  of  local  street  transportation  similar  to  that 
ordinarily  afforded  by  street  railways  by  indiscriminately 
accepting  and  discharging  such  persons  as  may  offer  them- 
selves for  transportation  along  the  way  or  course  on  which 
it  is  used  or  operated  or  may  be  running,  without  first  ob- 
taining a  license  from  Boise  City;  providing  for  the  giving 
of  indemnity  as  security  to  the  public;  providing  for  the 
filing  of  the  designation  of  the  route  intended  to  be  trav- 
eled by  such  vehicles;  providing  regulations  for  the  con- 
ducting of  such  business;  prescribing  a  penalty  for  the 
violation  thereof;  and  repealing  all  ordinances  "and  parts 
of  ordinances  in  conflict  therewith.  Be  it  ordained  by  the 
Mayor  and  Council  of  Boise  City,  Idaho: 

"Sec.  1.  It  shall  be  unlawful  for  any  person,  firm,  asso- 
ciation of  persons  or  corporation  either  as  principal,  agent 
or  employee,  to  use  or  occupy  any  street,  alley  or  other 
public  place  within  the  corporate  limits  of  Boise  City. 
Idaho,  with  any  automobile  or  vehicle  whatever  for  the 
carriage  of  persons  for  hire,  and  operating  for  the  pur- 
pose of  affording  a  means  of  local  street  transportation 
similar  to  that  ordinarily  afforded  by  street  railways,  by 
indiscriminately  accepting  and  discharging  such  persons 
as  may  offer  themselves  for  transportation  along  the  way 
or  course  on  which  it  is  used  or  operated  or  may  be  run- 
ning, without  first  obtaining  a  license  from  Boise  City, 
Idaho. 

"Sec.  2.  Any  person,  firm,  association  of  persons  or  cor- 
poration shall,  before  receiving  a  license  for  carrying  on 
the  business  defined  by  this  ordinance,  file  with  the  city 
clerk  a  map  of  its  designated  route,,  showing  the  streets, 
alleys  and  public  places  upon  which  it  is  intended  to  oper- 
ate, together  with  the  operating  schedule  or  headway  to 
be  maintained,  the  number  of  cars  or  vehicles  to  be  oper- 
ated, with  the  tariff  of  fares  to  be  charged  for  such  serv- 
ice. Before  granting  a  license  the  Council  shall  approve 
or  modify,  and  approve  as  modified,  any  such  route,  oper- 
ating schedule  or  headway,  and  tariff  of  fares;  and  the 
acceptance  of  such  licence  shall  be  deemed  aii  agreement; 


398 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


by  any  such  person,  firm,  association  of  persons  or  cor- 
poration to  operate  its  cars  over  the  route  upon  the  sche- 
dule or  headway,  and  for  the  fares;  and  for  failure  so  to 
do  the  license  which  may  be  in  force  shall  be  subject  to  rev- 
ocation. 

"Sec.  3.  Every  person,  firm,  association  of  persons  or 
corporation  shall  pay  to  the  city  clerk  of  said  city  the  sum 
of  $75  per  annum  in  advance  as  a  license  for  any  auto- 
mobile or  vehicle  carrying  not  to  exceed  five  passengers; 
from  five  to  ten  passengers,  the  sum  of  $100,  and  from 
ten  to  twenty  passengers,  the  sum  of  $150;  before  it  shall 
be  lawful  for  any  such  automobile  or  vehicle  to  engage  in 
the  business  herein  defined. 

"Sec.  4.  Every  person,  firm,  association  of  persons  or 
corporation  shall  provide  and  file  with  the  city  clerk  an  in- 
demnity bond  in  the  sum  of  ten  thousand  ($10,000)  dollars 
for  the  operation  of  not  to  exceed  two  automobiles  or  ve- 
hicles, and  when  it  is  desired  to  operate  more  than  two 
such  vehicles  an  indemnity  bond  shall  be  filed  in  the  sum 
of  twenty  thousand  ($20,000)  dollars;  and  it  shall  be  the 
duty  of  the  clerk  to  present  such  security  to  the  Council  at 
its  first  meeting,  and  such  security  shall  be  acceptable  to 
and  approved  by  the  Council  before  it  shall  be  lawful  to 
operate  any  such  automobile  or  vehicle  in  conducting  the 
business  herein  defined;  and  it  shall  be  and  is  hereby  made 
the  duty  of  any  person,  firm,  association  of  persons  or 
corporation  engaging  in  the  business  herein  defined  to 
keep  and  maintain  such  indemnity  bond  at  the  amounts 
herein  specified,  during  the  whole  time  of  their  operation; 
and  such  bond  or  indemnity  shall  be  conditioned  to  the  ef- 
fect that  in  the  event  of  any  person  or  property  being 
injured  or  damaged  by  negligence  or  carelessness  in  the 
operation  of  any  automobile  or  vehicle  owned  or  operated 
by  the  person,  firm,  association  of  persons  or  corporation 
filing  such  indemnity,  the  person  so  injured  in  his  person 
or  property  shall  have  a  right  of  action  thereon,  and  such 
bond  shall  not  be  void  upon  first  recovery,  but  may  be 
sued  upon  and  recovered  upon  from  time  to  time  until  the 
full  penalty  thereof  is  exhausted. 

"Sec.  5.  It  shall  be  unlavi^ful  for  any  person,  firm,  asso- 
ciation of  persons,  or  corporation,  to  allow,  permit  or 
•cause  any  automobile  or  other  vehicle  used  in  the  busi- 
ness herein  defined  to  be  operated  by  any  person  other 
than  one  over  twenty-one  years  of  age,  skilled  in  the  art 
•of  driving  automobiles,  and  having  a  sufficient  knowledge 
•of  the  English  language  to  carry  on  an  intelligent  conver- 
sation. The  names  of  such  operators  shall  be  registered 
with  the  chief  of  police,  and  he  shall  report  to  the  Council 
the  names  of  any  operators  who  are  not  qualified  under 
this  section,  or  the  operation  of  any  such  automobile  or 
vehicle  by  any  person  whose  name  is  not  so  registered, 
and  any  violations  by  any  such  operators  of  the  traffic  or- 
dinance of  Boise  City;  and  the  Council  may,  if  they  find 
any  such  operator  unqualified,  or  that  any  such  violation 
of  the  traffic  ordinances  has  been  committed  by  any  such 
operator,  take  the  action  prescribed  by  the  following  sec- 
tion. 

"Sec.  6.  All  applications  for  licenses  required  m  the 
business  defined  by  this  ordinance  shall  be  made  to  the 
Council  of  said  city,  and  no  license  shall  be  granted  unless 
in  the  opinion  of  the  Council  the  applicants  shall  meet  all 
the  requirements  of  this  ordinance;  and  it  shall  be  deemed 
and  considered  a  part  of  such  license  that  the  Council  re- 
serves the  right  to  suspend,  cancel  or  revoke  the  same  for 
any  infraction  of  the  traffic  ordinances  of  said  city,  or 
•when  in  the  judgment  of  the  Council  it  shall  be  to  the  best 
interest  of  the  public  that  such  license  be  suspended,  can- 
•celled  or  revoked. 

"Sec.  7.  Any  person  violating  any  of  the  provisions  of 
•this  ordinance  shall  be  deemed  guilty  of  a  misdemeanor, 
and  upon  conviction  thereof  in  the  police  court  of  Boise  City, 
Idaho,  shall  be  fined  in  any  sum  not  less  than  $25  nor  more 
than  $100.  And  every  day's  violation  of  this  ordinance  by 
.■any  one  automobile  or  vehicle  shall  constitute  a  separate 
and  distinct  offense. 

"Sec.  8.  That  all  ordinances  and  party  ordinances  of  the 
city  of  Boise  in  conflict  herewith  be  and  the  same  are  hereby 
repealed. 

"Sec.  9.  This  ordinance  shall  be  in  force  and  take  ettect 
within  a  period  of  ten  days  after  its  passage,  approval  and 
publication." 


PRESIDENT  LILIENTHAL  TALKS 

Describes  His  Experiences  After   Assuming  Presidency  of 
the  United  Railroads,  San  Francisco 

An  interview  with  Jesse  W.  Lilienthal,  president  of  the 
United  Railroads,  San  Francisco,  Cal.,  appeared  in  the 
New  York  Evening  Post  of  Feb.  10.  The  interview  was 
particularly  interesting  in  the  light  that  it  shed  on  the 
conditions  imposed  by  Mr.  Lilienthal  when  he  assumed 
office  with  the  company.  The  work  that  Mr.  Lilienthal  has 
done  for  the  company  and  men  under  him  in  connection 
with  instituting  pensions  for  them,  arranging  a  plan  under 
which  they  may  own  their  own  homes,  releasing  them  from 
the  machinations  of  the  money  lenders  and  otherwise  bet- 
tering their  conditions  has  been  reviewed  from  time  to  time 
by  the  Electric  Railway  Journal.  In  connection  with 
other  matters  Mr.  Lilienthal  said  in  part: 

"One  day  about  a  year  and  a  half  ago  I  received  a  brief 
telegram  from  New  York  asking  me  if  I  would  accept  the 
presidency  of  the  United  Railroads.  If  you  had  received 
a  message  of  somewhat  the  same  nature  from  the  Czar  of 
Russia,  and  I  presume  you  do  not  know  him,  you  would  not 
have  been  more  surprised  than  I  was.  After  realizing  what 
it  meant,  I  said  to  myself:  'I'll  have  to  go  off  into  a  corner 
alone  and  think  this  thing  over.' 

"There  wasn't  any  political  or  corporation  position  that 
I  wanted  then  or  that  I  want  now.  My  income  from  my 
practice  as  a  lawyer  was  sufficient  for  myself  and  my  fam- 
ily, and  I  was  satisfied  with  the  quiet  life  I  was  leading. 
The  offer,  however,  tempted  me,  for  I  saw  the  possibilities 
of  running  a  public-service  corporation  that  would  stand  as 
a  pattern. 

"After  talking  with  my  friends  and  naming  certain  con- 
ditions, I  accepted  the  position.  The  conditions  were  that  I 
was  to  have,  without  any  question,  a  free  hand  in  the  man- 
agement and  operation  of  the  company.  Interests  owning 
a  majority  of  the  stock  actually  turned  their  proxies  over 
to  me,  and  I  selected  and  elected  my  own  board  of  directors. 
The  list  is  made  up  entirely  of  San  Francisco  men,  who  are 
generally  recognized  in  their  own  city  for  character,  intelli- 
gence, and  experience. 

"After  electing  my  own  board  I  immediately  issued  a 
public  statement  to  the  effect  that  I  was  going  to  try  to 
give  good  service,  that  I  was  going  to  take  care  of  my  em- 
ployees, and  that  it  was  up  to  the  public  to  let  me  know 
when  anything  was  wrong.  I  merely  asked  the  public 
over  my  own  name  to  give  me  a  chance  to  correct  anything 
that  was  wrong;  to  come  to  me  and  let  me  know,  personally. 
In  that  same  statement  I  announced  that  the  United  Rail- 
roads, as  long  as  I  remained  president,  would  kesp  out  of 
politics.  It  was  stated  further  that  if  the  company  ever  un- 
dertook to  influence  public  opinion  it  would  do  so  openly 
and  over  the  name  of  the  company. 

"I  made  it  my  business  to  go  to  dances  and  sociables 
given  by  our  men,  and  I  come  in  contact  with  them  daily 
while  they  are  in  service,  and  while  they  are  using  our 
recreation  and  reading-rooms,  and  to  get  in  touch  with 
them  in  another  way  we  publish  a  magazine  for  employees 
only.  What  we  are  driving  at  there  is  to  establish  a  kind 
of  family  relation.  In  articles  I  write  for  that  magazine 
regularly  I  talk  things  over  with  the  men,  and  ask  them 
to  come  in  to  see  me  when  they  have  anything  of  interest 
or  importance  to  discuss.  And  when  they  come  I  do  not 
turn  them  over  to  my  secretary  or  some  other  official;  I 
see  them  myself. 

"I  am  not  trying  to  become  a  railroad  magnate,  nor  am 
I  trying  to  make  money.  I  am  getting  old,  and  all  I  am 
trying  to  do  to  polish  off  the  end  of  my  life  is  to  set  an 
example  with  labor  that  will  be  followed  by  some  other 
public  service  corporations. 

"While  we  are  competitors  with  the  municipal  railway 
lines  in  San  Francisco  we  do  not  have  any  trouble  vrith  the 
city.  We  told  the  city  officials  publicly  long  ago  that  we 
would  build  lines  wherever  they  were  needed,  and  we  do. 
We  do  not  build  lines  that  will  not  pay;  we  said  that  while 
such  lines  are  wanted,  the  work  should  be  done  by  the  city 
and  charged  to  an  account  fund,  much  as  would  be  done  in 
maintaining  or  building  a  hospital  in  the  interest  of  the  gen- 
eral public." 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


399 


THE  BOSTON  SAFETY  RECORD 

Boston  Elevated  Railway  Advertises  Its  Award  of  the  Brady 

Medal 

The  Boston  (Mass.)  Elevated  Railway,  to  which  was 
awarded  the  Anthony  N.  Brady  gold  medal  by  the  American 
Museum  of  Safety,  had  a  full-page  advertisement  in  the 
Boston  papers  of  Feb.  12  calling  attention  to  its  being 
awarded  the  medal  and  to  the  record  made  by  the  company 
in  safeguarding  the  lives  of  its  passengers  and  employees 
during  the  year  ended  June  30,  1914,  in  which  not  a  single 
passenger  was  killed  as  a  result  of  the  negligence  of  the 
company  or  its  employees  and  not  a  single  fatal  accident  oc- 
curred on  the  elevated  or  subway  trains.  The  entire  pas- 
senger traffic  during  this  period  averaged  more  than  1,500,- 
000  passengers  a  day.  The  company  announced  that  the  ad- 
vertisement was  prepared  and  paid  for  by  it  in  the  belief 
that  it  was  the  most  effectual  method  of  bringing  to  the 
attention  of  the  public  the  facts  related,  in  the  expectation 
that  it  would  lead  to  still  better  results  for  all.  The  com- 
pany said  that  the  remarkable  record  which  had  been  estab- 
lished was  made  possible  through  the  combined  efforts  of 
the  company,  the  public,  the  safety  campaign  committee  of 
the  Chamber  of  Commerce,  and,  particularly,  the  splendid 
response  made  by  the  employees  in  their  efforts  toward  the 
saving  of  life  and  preventing  injury.  In  making  its  acknowl- 
edgment to  the  public  the  company  said: 

"For  the  distinction  which  comes  to  our  community  and 
the  Boston  Elevated  Railway,  the  company  desires  to  make 
pupblic  and  grateful  acknowledgment  to  its  patrons,  school 
and  all  other  public  authorities,  the  Boston  Chamber  of  Com- 
merce, business  concerns,  parents,  newspapers,  and  espe- 
cially to  its  employees  for  their  co-operation  in  making  a 
reality  the  words  'Safety  First.'  " 

M.  C.  Brush,  second  vice-president  of  the  company,  had 
the  following  notice  posted  in  all  the  carhouses  and  power 
houses  of  the  company: 

"I  wish  to  thank  all  the  employees  of  the  bureau  of 
transportation  for  their  sincere  co-operation  and  efforts  in 
helping  to  make  such  a  record  in  the  prevention  of  accidents 
as  to  have  warranted  the  selection  of  this  company  for  first 
place  by  the  Brady  Memorial  Jury.  It  should  be  a  thought 
of  great  satisfaction  to  each  and  every  one  who  through  his 
or  her  thoughtfulness  has  helped  to  prevent  needless  injury 
and  suffering,  and  I  sincerely  trust  that  you  will  earnestly 
try  to  continue  your  efforts  and  so  improve  that  our  com- 
bined record  may  be  still  better  the  coming  year." 


CHICAGO  LOOP  TRACK  CAPACITY  REACHED 

While  a  witness  before  the  Illinois  Public  Utilities  Com- 
mission, L.  A.  Busby,  president  of  the  Chicago  Surface 
Lines,  stated  that  the  lack  of  track  capacity  rather  than 
the  lack  of  cars  accounted  for  the  congestion  during  the 
rush  hours  in  the  Chicago  down-town  loop.  He  stated  that 
on  occasions  20  per  cent  of  the  cars  on  a  line  entering  the 
loop  were  idle  during  the  rush  hours,  because  they  were 
unable  to  move  more  than  a  car  length  at  a  time  owing 
j  to  the  interference  of  cross-traffic  at  street  intersections. 
',  Summing  up,  Mr.  Busby  stated  that  it  was  impracticable 
i  to  put  any  more  cars  into  the  loop  on  the  existing  tracks. 
1  Mr.  Busby  also  furnished  other  interesting  information. 

j       He  stated  that  the  Chicago  Surface  Lines  averaged  3,0G0,- 
I       000   passengers   a   day,   including   cash,  transfers   and   free 
rides.     The  ratio  of  cash  fares  to  total  rides  was  approxi- 
mately 50  per  cent.     Fully  80  per  cent  of  the  local  passen- 
ger traffic  was  on  the  surface  lines.     The  number  of  cars 
!       operated  varied  from  2700  to  2740  each  day.     The  surface 
lines   operated   902   miles   of  track   and   employed   approxi- 
I       mately    7150    motormen    and    conductors,    and    about    4000 
I       other  employees.     Mr.  Busby  offered  as  the  most  important 
suggestion  for  remedying  the  existing  congested  conditions 
during  the  rush-hour  period  an  initial  subway  system  built 
!      approximately  along  the  lines  suggested  by  Bion  J.  Arnold 
I       more   than   a   year   ago.     Other   suggestions   included   uni- 
:       versal   transfers,  the   elimination   of  team   traffic  from  the 
,      street  railway  tracks,  the  turning  back  of  cars  outside  of 
I      the  congested  district,  the  electrification  and  through  rout- 
ing of  steam  suburban  lines  and  the  adoption  of  trail-car 
operation.    It  would  be  feasible  to  use  trailers  now  and  they 
would  help  materially  to  reduce  congestion. 


Complaints  in  Legal  Form. — The  International  Railway, 
Buffalo,  N.  Y.,  announces  it  will  no  longer  consider  com- 
plaints regarding  service,  etc.,  unless  they  are  made  in 
legal  manner  and  sworn  to  before  a  notary  public. 

How  to  Avoid  Catching  Cold.— The  Brooklyn  (N.  Y.) 
Rapid  Transit  Company  has  issued  employees'  bulletin  No. 
12,  dated  Jan.  15,  in  which  advice  in  regard  to  how  to  avoid 
catching  colds  is  given  by  Edward  T.  Gibson,  physician  in 
charge  of  the  medical  inspection  bureau  of  the  company. 

Service  in  Dayton. — On  Jan.  20  the  public  utilities  com- 
mission of  the  Greater  Dayton  Association  decided  to  for- 
ward suggestions  submitted  to  it  for  the  improvement  of 
the  street  railway  service  to  the  Presidents'  &  Managers' 
Association,  composed  of  the  heads  of  the  various  local 
electric    railways. 

One-Man  Operation  on  New  York  Road.^The  Putnam  & 
Westchester  Traction  Company,  Peekskill,  N.  Y.,  has  adapted 
the  one-man  principle  to  its  line  from  Peekskill  to  Mohegan 
Lake.  The  cars  are  of  single-truck  design  and  no  changes 
were  made  in  them  other  than  the  erection  of  a  stanchion 
to  hold  a  fare  box. 

Fare  Change  of  New  York  State  Railways. — The  Fonda, 
Johnstown  &  Gloversville  Railroad  has  been  eliminated  from 
the  list  of  carriers  over  whose  lines  interchangeable  coupon 
ticket  books,  sold  by  the  New  York  State  Railways,  will  be 
accepted  for  transportation.  The  change  is  effective  on 
March  1,  1915,  and  applies  only  to  books  sold  on  and  after 
that  date. 

"Car  Full"  Signs  for  Toronto.— The  Ontario  Railway  & 
Municipal  Board  has  approved  the  plan  of  the  Toronto 
Railway  for  limiting  the  capacity  of  its  cars.  When  the 
company's  by-law  becomes  effective,  probably  in  the  spring, 
the  accommodation  of  each  car  will  be  limited  to  its 
seating  capacity  and  a  number  standing  equal  to  50  per 
cent  of  the  seating  capacity.  When  that  point  is  reached 
the  conductor  will  post  a   sign  declaring  the  car  full. 

I.  C.  C.  Indianapolis-Louisville  Case. — The  Interstate 
Commerce  Commission  has  fixed  Feb.  23  as  the  date  for 
hearing  the  case  of  the  Board  of  Trade  of  Louisville,  Ky., 
against  the  Indianapolis,  Columbus  &  Southern  Traction 
Company  and  other  lines,  concerning  the  division  of  earn- 
ings on  through  business  among  the  electric  railways  oper- 
ating between  Louisville  and  Indianapolis.  The  hearing 
will  take  place  in  Indianapolis  before  Examiner  Fleming. 

Matters  Before  Maine  Commission. — Several  petitions  re- 
garding electric  railway  service  have  been  filed  with  the 
newly  formed  Maine  Public  Utilities  Commission.  The  citi- 
zens of  Saco  ask  for  an  extension  of  the  5-cent  fare  on  the 
Saco  Division  of  the  Portland  Railroad,  from  Saco  to  the 
Scarboro  line.  Employees  of  the  car  shops  of  the  Maine 
Central  Railroad  at  Waterville  have  petitioned  the  commis- 
sion for  better  electric  railway  service  between  Waterville 
and  Fairfield. 

New  Pittsburgh  Transfers. — A  new  transfer  system  will 
soon  be  placed  in  operation  by  the  Pittsburgh  Railways  in 
exchange  for  rights  and  privileges  to  be  granted  by  Council, 
such  as  use  of  the  new  Point  bridge,  turnouts  and  switches 
in  downtown  streets,  it  is  unofficially  announced.  The  report 
followed  numerous  conferences  between  J.  D.  Gallery,  presi- 
dent, and  P.  N.  Jones,  general  manager  of  the  company,  with 
Mayor  Joseph  G.  Armstrong,  members  of  Council  and  the 
city's  legal  department. 

Wireless  an  Aid  to  Traffic. — On  February  13  the  Cleve- 
land &  Buffalo  Transit  Company  completed  arrangements 
with  the  Cleveland  Railway  through  which  the  railway  will 
be  notified  by  wireless  each  morning  of  the  number  of  pas- 
sengers on  the  steamer  bound  for  Cleveland.  The  steamer 
company  will  use  the  new  East  Ninth  Street  piers  during 
the  coming  summer  and  cars  will  always  be  parked  on  the 
loop  at  the  foot  of  that  street  to  take  care  of  the  traffic 
when  the  boat  lands. 

Freight  Ordinance  in  Pittsburgh. — The  Pittsburgh  Cham- 
ber of  Commerce  has  adopted  a  resolution  directing  its 
municipal  affairs  committee  to  prepare  an  ordinance  to 
legalize  the  hauling  of  light  freight  by  street  railways.  Dr. 
J.  P.  Shaw,  who  made  the  motion,  asserted  that  this  is 
now  being  done  illegally.  The  Legislature  in  1907  passed 
an  act  permitting  street  railways  to  haul  light  freight,  but 


400 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


provided  that  an  acceptance  ordinance  must  be  adopted  by 
the  Councils.  Dr.  Shaw  claimed  that  this  has  never  been 
done. 

Plan  to  Suppress  "Jay  Walkers"  in  New  York. — The 
Mayor's  central  committee  on  street  traffic  and  safety  at  its 
session  at  Police  Headquarters  in  New  York  on  Feb.  15 
indorsed  the  plan  to  forbid  persons  on  foot  to  cross  con- 
gested streets  except  at  corners  and  at  street  crossings  in 
the  middle  of  long  blocks.  The  crossing  in  the  middle  of 
long  blocks  will  be  designated  by  painted  lines,  according 
to  this  plan.  Whether  the  regulation  must  be  enacted  by 
the  Aldermen  or  by  the  Legislature  was  left  for  the  Police 
Commissioner  to  decide. 

Discussion  on  Massachusetts  Workmen's  Compensation 
Act. — At  the  regular  monthly  meeting  of  the  Massachusetts 
Street  Railway  Association  in  Boston  on  Feb.  10,  H.  R. 
Bygrave,  of  the  Frankford  General  Insurance  Company,  dis- 
cussed the  effect  of  the  Massachusetts  Workman's  Compen- 
sation Act  since  its  passage  about  three  years  ago.  The 
cost  of  this  compensation  has  risen  from  $1,500,000  for  1913 
to  an  estimated  total  of  $3,500,000  for  1915.  The  Industrial 
Accident  Board  has  found  in  the  employee's  favor  in  80 
per  cent  of  the  cases  brought  before  it. 

B.  R.  T.  Objects  to  a  New  Line  Order.— The  Brooklyn 
(N.  Y.)  Rapid  Transit  Company  has  served  notice  on  the 
Public  Service  Commission  for  the  First  District  of  New 
York  that  it  will  not  obey  the  commission's  order  of  Feb. 
9  calling  for  the  operation  of  a  new  surface  car  route  from 
Meeker  Avenue  across  Newtown  Creek  and  over  the  Williams- 
burg Bridge  to  Manhattan,  with  suitable  connections  with 
the  Lorimer  Street  line  to  provide  for  transfers.  The  com- 
pany contends  that  the  commission  has  no  power  to  make 
the  order;  that  it  has  no  authority  to  order  changes  in  the 
Lorimer  Street  line  which  will  necessitate  abandoning  cars; 
that  there  is  no  demand  by  the  public  for  the  change,  and 
that  the  extension  is  unreasonable  because  of  the  expense 
it  would  involve. 

Chicago  Questions  Authority  of  Utilities  Body. — A  demand 
by  Berwyn,  a  suburb  of  Chicago,  for  a  5-cent  fare  to  Chi- 
cago with  all  transfer  privileges,  in  a  hearing  before  the 
Illinois  Public  Utilities  Commission,  raised  for  the  first  time 
the  question  of  the  authority  of  the  commission  to  regulate 
contract  ordinances  with  transportation  companies.  The 
commission's  authority  was  questioned  by  an  attorney  repre- 
senting the  Chicago  City  Railway  in  enumerating  his  objec- 
tions to  granting  the  demands  of  Berwyn.  Assistant  corpo- 
ration counsel  for  the  city  of  Chicago  objected  that  as  the 
constitution  of  the  State  gave  the  city  exclusive  control  over 
the  operation  of  its  street  railways,  neither  the  Legislature 
nor  any  agency  created  by  the  Legislature  could  impair  or 
contravene  such  rights. 

Campaigning  for  Increased  Passenger  Rates. — Application 
has  been  made  in  Illinois  by  the  Middle  West  steam  railroads 
for  an  increase  in  the  passenger  rates  from  2  cents  to  2% 
cents  a  mile.  Presidents  and  other  officials  of  eleven  rail- 
roads operating  in  this  State  have  called  upon  Governor 
Dunne  and  requested  his  co-operation.  The  Governor  favors 
a  full  and  fair  hearing  before  the  Legislature,  but  has 
warned  that  in  view  of  the  fact  that  the  2-cent  rate  has  been 
in  force  eight  years  without  a  protest,  the  representatives  of 
the  steam  roads  will  have  to  satisfy  the  Legislature  that  the 
present  2-cent  rate  is  unfair  and  unremunerative.  In  the 
meantime  the  railroad  officials  are  requesting  the  public 
through  commercial  organizations  or  at  public  hearings  to 
express  themselves  favorably  on  the  question  of  increased 
passenger  rates. 

Kentucky  "Jim  Crow"  Law  Upheld. — Violation  of  the 
"Jim  Crow"  law  by  the  Louisville  &  Interurban  Railroad  was 
made  basis  of  a  suit  for  damages  just  heard  in  the  Circuit 
Court  at  Louisville,  Ky.,  and  resulted  in  peremptory  instruc- 
tions that  the  jury  find  for  the  plaintiff.  Judge  W.  H.  Field, 
before  whom  the  case  was  brought,  held  that  the  "Jim  Crow" 
law  is  applicable  to  interurban  railroads  with  a  mileage 
greater  than  29  miles,  saying  that  the  Interstate  Commerce 
Commission  had  upheld  the  validity  of  the  State  act  requir- 
ing separate  compartments  for  the  white  and  the  colored 
passengers,  and  that  under  the  law  the  plaintiff  was  en- 
titled to  damages.  He  so  instructed  the  jury,  pointing  out 
that  the  award  must  not  be  in  excess  of  $2,500  and  the  jury 
returned  a  verdict  of  $30  in  favor  of  the  plaintiff. 


Personal  Mention 


Mr.  S.  E.  Wolff  has  been  elected  assistant  secretary- 
treasurer  of  the   Grand   Rapids    (Mich.)    Railway. 

Mr.  E.  N.  Sanderson,  New  York,  has  been  elected  presi- 
dent of  the  Gray's  Harbor  Railway  &  Light  Company, 
Aberdeen,  Wash.,  to  succeed  Mr.  W.  J.  Patterson. 

Mr.  Howard  Walker  has  been  appointed  district  superin- 
tendent of  District  "C"  of  the  Ohio  Service  Company,  with 
office  at  Cambridge,  Ohio,  to  succeed  Mr.  W.  S.  Hayes. 

Mr.  L.  J.  DeLamarter,  secretary  of  the  Grand  Rapids 
(Mich.)  Railway,  has  been  elected  to  the  additional  office  of 
treasurer  of  the  company  to  succeed  Mr.  G.  L.  Estabrook, 
resigned. 

Mr.  Daniel  W.  Reese,  formerly  in  the  mechanical  depart- 
ment of  the  Philadelphia  &  Reading  Railroad,  has  been  ap- 
pointed as  master  mechanic  of  the  Reading  Transit  &  Light 
Company,  Reading,  Pa.,  succeeding  Mr.  John  L.  Gould,  re- 
cently resigned. 

Mr.  G.  L.  Estabrook  has  resigned  as  treasurer  and  assist- 
ant secretary  of  the  Grand  Rapids  (Mich.)  Railway.  He 
is  succeeded  as  treasurer  by  Mr.  L.  J.  DeLamarter,  secre- 
tary of  the  company,  and  as  assistant  secretary  by  Mr.  S. 
E.  Wolff. 

Mr.  Edward  J.  Carroll,  who  is  in  charge  of  the  electric 
railway  operated  in  Shanghai,  China,  is  on  a  visit  to  the 
United  States.  He  was  in  Berlin  when  war  was  declared. 
He  expects  to  leave  from  San  Francisco  shortly  for  Naga- 
saki, Japan. 

Mr.  W.  L.  Palmer,  who  resigned  recently  as  claim  agent 
for  the  Illinois  Northern  Utilities  Company  at  Dixon,  111., 
will  not  become  connected  with  the  Terre  Haute,  Indianapo- 
lis &  Eastern  Traction  Company,  Terre  Haute,  Ind.,  as  an- 
nounced previously. 

Mr.  W.  H.  Hazlitt  has  resigned  as  purchasing  agent  of 
the  British  Columbia  Electric  Railway,  Vancouver,  B.  C, 
after  a  service  of  fifteen  years,  and  Mr.  C.  A.  Lee,  formerly 
connected  with  the  engineering  staff  of  the  company,  has 
been  appointed  to  fill  the  vacancy. 

Mr.  A.  E.  Beck,  who  has  been  connected  with  the  legal 
department  of  the  British  Columbia  Electric  Railway,  Van- 
couver, B.  C,  for  seven  years  as  claim  agent,  has  resigned. 
The  duties  of  the  office  will  hereafter  be  carried  out  under 
the  direction  of  Mr.  V.  Laursen,  the  company's  permanent 
counsel. 

Mr.  Allen  Purvis,  manager  of  the  interurban  lines  of  the 
British  Columbia  Electric  Railway,  Vancouver,  B.  C,  has 
resigned.  The  interurban  lines  will  hereafter  be  operated 
under  the  direction  of  Mr.  W.  G.  Murrin,  general  superin- 
tendent. The  work  of  the  various  divisions  will  be  carried 
out  by  division  superintendents  as  heretofore. 

Mr.  Robert  M.  Feustel,  chief  engineer  of  the  State  Pub- 
lic Utilities  Commission  of  Illinois,  has  tendered  his  resig- 
nation to  the  commission  to  take  effect  on  March  1.  Mr. 
Feustel  is  a  member  of  the  firm  of  Sloan,  Huddle,  Feustel 
&  Freeman,  consulting  engineers  of  Madison,  Wis.,  and  was 
formerly  assisting  chief  engineer  of  the  Railroad  Commis- 
sion of  Wisconsin.  His  withdrawal  at  this  time  is  for  the 
purpose  of  resuming  his  consulting  engineering  practice 
with  the  above  firm,  which  practice  he  temporarily  relin- 
quished in  order  to  organize  the  engineering  department 
for  the  Illinois  Commission.  During  the  last  year  the  or- 
ganization of  the  engineering  staff  has  been  effected,  rules 
establishing  standards  of  service  for  various  types  of  utility 
properties  have  been  prepared  for  the  commission's  adop- 
tion, and  the  general  method  of  collecting  data  for  rate 
making  cases  has  been  outlined,  which  latter  information 
the  commission  will  issue  in  pamphlet  form  in  the  near 
future.  It  is  understood  that  the  commission  has  not  as  yet 
determined  upon  the  successor  to  Mr.  Feustel. 

Mr.  Walter  N.  Cargill,  for  the  last  four  years  a  member 
of  the  engineering  staff  of  the  Stone  &  Webster  Engineering 
Corporation,  Boston,  Mass.,  will  sever  his  connection  with 
the  Stone  &  Webster  organization  on  April  1,  1915,  to  be- 
come superintendent  of  power  and  lines  of  the  Rhode  Island 
Company,  with  headquarters  at  Providence,  R.  I.  Mr.  Car- 
gill  is  a  native  of  Liberty,  Maine,  anfi  was  graduated  in 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


401 


1900  from  the  University  of  Maine  in  the  electrical  engineer- 
ing course.  He  immediately  joined  the  staff  of  the  Lynh 
&  Boston  Street  Railway,  with  duties  in  the  motive  power 
department.  In  1903  he  was  appointed  superintendent  of 
power  stations,  with  headquarters  at  Lynn,  Mass.,  and  for 
eight  years  was  in  charge  of  the  design,  construction  and 
operating  features  of  the  ten  generating  plants  of  what  is 
now  the  northern  portion  of  the  Bay  State  Street  Railway 
system.  Joining  the  Stone  &  Webster  forces  in  1911,  Mr. 
Cargill  devoted  his  attention  chiefly  to  the  mechanical  side 
of  power  plant  work,  including  reports  and  appraisals.  He 
is  a  member  of  the  New  England  Street  Railway  Club,  the 
American  Society  of  Mechanical  Engineers,  and  is  an  asso- 
ciate member  Of  the  American  Institute  of  Electrical  Engi- 
neers. 

OBITUARY 

George  W.  Risser,  associated  with  former  Governor  Has- 
kell of  Oklahoma  in  the  promotion  of  the  People's  Electric 
Railway  at  Muskogee,  is  dead. 

Robert  A.  Balfour,  banker,  broker,  and  who,  with  his 
brother,  James  G.  Balfour,  held  much  stock  of  the  Union 
Traction  Company,  Philadelphia,  Pa.,  died  on  Feb.  11  at  his 
home  in  Germantown.  He  was  forty-eight  years  old.  Mr. 
Balfour  was  born  in  Rockdale,  Delaware  County,  and  came 
to  Philadelphia  with  his  father,  Alexander  Balfour,  when  a 
child.  The  elder  Balfour  died  twelve  years  ago,  and  follow- 
ing his  death  Robert  A.  was  elected  a  director  in  the  Union 
Company  to  fill  his  father's  place. 

Charles  H.  Ladd,  who  for  the  last  three  years  had  charge, 
as  superintendent,  of  the  work  done  by  the  Stone  &  Webster 
Engineering  Corporation,  Boston,  Mass.,  in  El  Paso,  Tex., 
is  dead.  Mr.  Ladd  was  graduated  from  Harvard  University, 
in  a  scientific  course,  in  1900.  After  serving  with  various 
steam  railroads,  he  entered  the  employ  of  the  Houston 
(Tex.)  Electric  Company  in  1905  as  engineer  of  track  and 
overhead  lines.  In  1906  he  entered  the  service  of  the  Stone 
&  Webster  Engineering  Corporation  and  spent  about  a  year 
as  engineer  of  construction  in  connection  with  the  rebuilding 
of  track  for  the  city  lines  in  Houston.  In  1907  he  was 
transferred  to  Fort  Worth  as  superintendent  of  construc- 
tion. After  two  years  spent  in  Arizona  Mr.  Ladd  returned 
to  the  Stone  &  Webster  organization  at  El  Paso  in  the 
capacity  previously  mentioned. 

D.  G.  Hamilton,  for  more  than  ten  years  president  of 
the  Chicago  (111.)  City  Railway,  now  included  in  the  sys- 
tem of  the  Chicago  Surface  Lines,  died  on  Feb.  16  at  his 
home  in  Chicago.  Mr.  Hamilton  was  born  in  Chicago  sev- 
enty-three years  ago.  He  received  the  degrees  of  A.B.  and 
A.M.  from  De  Pauw  University  and  was  graduated  from 
Douglas  University  in  1867.  He  was  president  of  the 
Anglo-American  Land  &  Claim  Association  in  Texas  in  1890, 
and  from  1889  to  1899  was  president  of  the  National  Rail- 
■way  Company,  the  predecessor  of  the  present  United  Rail- 
ways of  St.  Louis.  He  was  also  president  of  the  Texas  & 
Central  Mexican  Railway.  At  the  time  of  his  death,  he  was 
resident  director  in  Chicago  of  the  Union  Mutual  Life  Insur- 
ance Company  of  Maine,  a  member  of  the  Chicago  Historical 
Society,  trustee  of  De  Pauw  University,  a  member  of  the 
Knights  Templar  and  a  Thirty-second  Degree  Mason.  He 
belonged  to  the  Chicago  and  the  Union  League  Clubs. 

H.  Ward  Leonard,  electrical  engineer  and  inventor,  died 
suddenly  of  apoplexy  on  Feb.  18  as  he  was  about  to  attend 
the  annual  banquet  of  the  American  Institute  of  Electrical 
Engineers.  After  graduation  from  the  Massachusetts  Insti- 
tute of  Techno'ogy  in  the  early  eighties,  Mr.  Leonard  at  the 
age  of  twenty-three  became  associated  with  the  Edison  in- 
terests, first  with  Mr.  Ediso  personally  and  then  in  the  in- 
stallation and  operation  of  Edison  plants.  In  1889  he  was 
appointed  general  manager  of  the  light  and  power  depart- 
ment of  the  Edison  Electric  Manufacturing  Company  in  New 
York  and  later  of  the  Edison  General  Electric  Company.  In 
1891  he  established  an  independent  manufacturing  business, 
still  operating  as  the  Ward-Leonard  Electric  Company  at 
Bronxville,  N.  Y.  Mr.  Leonard's  inventions  have  been  prin- 
cipally in  the  direction  of  systems  of  motor  control,  which 
were  designed  first  for  elevator  service  but  later  were  adapt- 
ed to  railway  locomotive  use.  Several  electric  locomotives 
in  Switzerland  and  France  have  been  equipped  with  this  sys- 
tem. 


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 

*Riverside,   Rialto  &   Pacific   Railroad,   Riverside,   Cal. — 

Incorporated  in  California  as  a  successor  company  to  the 
Crescent  City  Railway  Company.  This  incorporation  means 
nothing  more  than  that  the  Crescent  City  Railway  has 
changed  its  n^me.  There  is  no  change  in  the  management. 
This  line,  when  it  was  built  from  Riverside  to  Crestmore, 
was  incorporated.  Since  it  was  extended  to  Bloomington 
and  Rialto  it  has  operated  without  being  incorporated. 
Capital  stock,  $500,000.  Directors:  William  G.  Henshaw, 
Tyler  Henshaw,  Henry  Chickering  and  William  Lees,  Oak- 
land, and  William  Metcalf,  Piedmont,  San  Francisco.  Head- 
quarters of  the  company  are  at  San  Francisco. 

*West  Sacramento  Electric  Company,  Sacramento,  Cal. — 
Incorporated  in  California  to  build  electric  railways  and 
other  public  utilities  in  Sacramento.  Capital  stock,  $100,000. 
Incorporators:  Benjamin  P.  Lilienthal,  San  Francisco;  Her- 
bert W.  Furlong,  Pleasanton;  William  Berlitz,  San  Fran- 
cisco, and  T.  T.  C.  Gregory,  Suisun. 

FRANCHISES 

Pocatello,  Idaho. — J.  D.  Browning  has  given  the  certifi- 
cate of  necessity  and  convenience  for  an  electric  railway  in 
Pocatello  over  to  J.  R.  Munn,  who  is  asking  for  a  franchise 
to  build  this  line.  The  proposition  is  now  before  the  Coun- 
cil.    [E.  R.  J.,  Oct.  24,  '15.] 

Henderson,  Ky. — The  Henderson  Traction  Company  has 
asked  the  Council  for  a  franchise  in  Henderson.  This  is 
part  of  a  plan  to  build  an  extension  from  Henderson  to 
Owensboro. 

Henderson,  Ky. — The  Evansville,  Henderson  &  Owensboro 
Traction  Company  has  asked  the  Council  for  a  franchise  in 
Henderson. 

Greenfield,  Mass. — The  Connecticut  Valley  Street  Railway 
has  asked  the  Council  for  a  franchise  to  extend  its  tracks 
along  Silver  Street  in  Greenfield. 

Leominster,  Mass. — The  Worcester  Consolidated  Street 
Railway  has  asked  the  Council  for  a  franchise  in  Leo- 
minster. 

Salem,  Mass. — Officials  of  the  Bay  State  Street  Railway 
have  assured  Mayor  O'Keefe  of  Salem  that  they  will 
soon  build  a  loop  line  through  the  Castle  Hill  district.  A 
franchise  for  the  line  was  secured  twenty  years  ago. 

Kansas  City,  Mo. — The  Metropolitan  Street  Railway  has 
received  a  franchise  from  the  Council  to  double-track  its 
line  on  Sixty-seventh  Street  from  Swope  Parkway  to  Elm- 
wood  Avenue  in  Kansas  City. 

Geneva,  N.  Y. — The  Geneva  &  Auburn  Railway  has  asked 
the  Council  for  a  franchise  to  double-track  its  line  on  Ex- 
change Street  from  Seneca  Street  to  Lewis  Street  in 
Geneva. 

Toronto,  Ont. — The  Humber  Valley  Electric  Railway  has 
asked  the  Ontario  Legislature  for  an  indefinite  extension 
of  time  on  its  franchise  in  which  to  begin  to  build  its 
electric  railway  through  the  Humber  Valley  from  Lambton 
to  the  mouth  of  the  Humber  River  and  along  the  shore  to 
Sunnyside.     [E.  R.  J.,  Mar.  29,  '13.] 

Portland,  Ore. — The  City  Dock  Commission  has  approved 
the  amended  franchise  of  the  United  Railways,  permitting 
the  company  to  establish  its  electric  lines  in  Stark  Street 
and  in  Twelfth  Street,  between  Burnside  and  Stark  Streets, 
in  Portland.  The  City  Commissioners  have  approved  the 
ordinance. 

Philadelphia,  Pa. — The  Philadelphia  Rapid  Transit  Com- 
pany has  received  the  approval  of  the  Public  Service  Com- 
mission for  a  franchise  granted  by  the  Philadelphia  Council 
for  the  right  to  extend  its  tracks  on  Leland  Street  in  Phila- 
delphia. 

Marshall,  Tex. — The  Texas-Louisiana  Traction  Company 
has  asked  the  Council  for  a  franchise  in  Marshall.  A.  B. 
Blevins,  Jefferson,  president.      [E.   R.  J.,  Jan.   23,   '15.] 


402 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  8 


TRACK    AND    ROADWAY 

Pacific  Electric  Railway,  Los  Angeles,  Cal. — The  exten- 
sion to  Corona  has  been  completed  by  this  company  and 
will  be  placed  in  operation  at  once. 

San  Francisco  (CaL)  Municipal  Railway. — The  Utilities 
Committee  has  advised  the  city  engineer  to  proceed  with 
the  preparation  of  plans  for  the  municipal  railway  across 
Golden  Gate  Park,  the  cost  of  which  is  estimated  at 
$200,000.  This  amount  is  to  be  taken  out  of  Geary  Street 
Railway  earnings.  The  line  across  the  park  is  to  be  sunken 
and  the  crossings  will  be  bridged  over.  The  cost  will  be 
$50,000  more  than  for  level  construction. 

San  Rafael  &  San  Anselmo  Valley  Railway,  San  Rafael, 
Cal. — This  railway  project  has  been  abandoned  by  order  of 
the  Railroad  Commission.  About  5  miles  of  the  line  be- 
tween San  Rafael  and  Fairfax  had  been  surveyed.  E.  S. 
Rake,  San  Rafael,  president.     [E.  R.  J.,  Nov.  21,  '15.] 

Connecticut  Company,  Bridgeport,  Conn. — Plans  are  being 
made  to  begin  work  within  the  next  few  weeks  on  an  exten- 
sion from  Stratford  Avenue  down  Hollister  Avenue  and 
along  the  Lordship  road  to  a  point  at  Lordship  Manor  near 
the  Stratford  lighthouse.  Arrangements  for  the  construc- 
tion of  five  bridges  along  the  right-of-way  have  been  com- 
pleted and  work  on  the  structures  will  begin  at  once. 

Palm  Beach  &  Everglades  Railway,  West  Palm  Beach, 
Fla. — The  40-mile  railway  to  be  constructed  between  West 
Palm  Beach  and  Lake  Okeechobee  will  be  operated  by 
steam  and  not  by  electricity.  H.  G.  Geer,  West  Palm  Beach, 
vice-president.     [E.  R.  J.,  Feb.  13,  '15.] 

Southern  Illinois  &  St.  Louis  Railway,  Harrisburg,  111. — 
It  is  announced  that  this  company  has  awarded  contracts 
for  the  construction  of  electric  lines  to  connect  Harrisburg, 
Marion,  West  Frankfort  and  Benton.  Work  will  soon  be 
begun.  [E.  R.  J.,  Nov.  21,  '14.] 

Kansas  City,  Kaw  Valley  &  Western  Railway,  Bonner 
Springs,  Kan. — Contracts  for  grading  have  been  awarded 
and  work  has  been  begun  by  this  company  on  its  line 
from  Bonner  Springs  to  Lawrence. 

Union  Traction  Company,  Coffeyville,  Kan. — Plans  are 
being  considered  by  this  company  for  an  extension  to 
Pryor,  Okla.  It  would  probably  follow  the  old  Oklahoma 
and  Cherokee  Central  grade  from  Nowata  to  Pryor. 

Boston  (Mass.)  Elevated  Railway. — Plans  are  being  made 
by  this  company  to  build  at  once  the  extension  on  the  via- 
duct from  Summer  Street  to  Commonwealth  Pier,  then 
branch  off  to  the  Fish  Pier  in  Boston. 

Connecticut  Valley  Street  Railway,  Greenfield,  Mass. — 
Plans  are  being  made  by  this  company  to  extend  its  tracks 
in  Greenfield. 

Detroit  (Mich.)  Railway. — This  company  has  placed  in 
operation  its  extension  of  the  Crosstown  line  to  Thirty- 
fourth  Street  and  West  Warren  Avenue  in  Detroit.  This 
line  will  connect  the  Crosstown  line  and  Junction  Avenue 
belt  lines  in  Detroit. 

Minneapolis  &  Central  Minnesota  Railway,  Minneapolis, 
Minn. — Plans  are  being  considered  by  this  company  to  build 
a  line  between  Little  Falls  and  Pierz.  E.  G.  Potter,  433 
Andrews  Building,  Minneapolis,  president.  [E.  R.  J.,  Jan. 
2,  '15.] 

United  Railways  Company  of  St.  Louis,  St.  Louis,  Mo. — 
Plans  are  being  contemplated  by  this  company  for  an  ex- 
tension of  its  Fourth  Street  line  in  St.  Louis  through  the 
Lafayette  Park  district. 

International  Railway,  Buffalo,  N.  Y. — E.  G.  Connette, 
president  of  this  company,  has  announced  that  plans  are 
being  made  to  double-track  the  West  Utica  Street  line  on 
Ferry   Street  in   Buffalo. 

Yonkers  (N.  Y.)  Railroad. — Early  in  the  spring  this  com- 
pany will  complete  the  double  tracking  of  the  Park  Avenue 
line  in  Yonkers  by  laying  a  double  track  from  Ashburton 
Avenue  to  the  terminal  at  Roberts  Avenue,  a  distance  of 
about  IVz  miles.  At  the  same  time  the  company  will 
double  track  the  Mount  Vernon  line  on  Yonkers  Avenue 
from  Sherwood  Park  to  Wilbur  Street.  A  special  layout 
is  also  to  be  laid  at  Nepperhan  Avenue  and  New  Main 
Street.  According  to  general  manager  Leslie  Sutherland 
the  remaining  single  track  portion  of  the  railway  will  be 


double  tracked  as  rapidly  as  the  company's  finances  will 
admit. 

Newbern-Ghent  Street  Railway,  Newbern,  N.  C— Plans 
are  being  made  by  this  company  to  extend  its  lines  in 
Newbern.  Among  the  improvements  planned  will  be  a  line 
from  the  Union  Depot  along  Queen  Street  and  Metcalf 
Street  to  New  Street  where  it  will  connect  with  its  present 
track  which  extends  to  the  Norfolk  Southern  Railroad 
tracks  in  Riverside.  It  is  also  planned  to  extend  the  line 
in  Riverside  to  Duffytown  and  through  Reizenstein.  These 
improvements  will   mean  an  expenditure  of  about  $40,000. 

Ohio  Electric  Railway,  Cincinnati,  Ohio. — This  company 
has  awarded  a  contract  to  H.  C.  Wolff,  Chillicothe,  Ohio,  for 
200,000  ties. 

Cleveland  (Ohio)  Railway. — Plans  have  been  made  by 
this  company  for  the  renewal  of  21  miles  of  track  this 
year.  It  is  said  that  5  miles  of  track  in  addition  should  be 
re-surfaced.  Within  a  short  time  this  will  be  brought  to 
the  attention  of  the  City  Council.  The  largest  section  of 
track  renewal  contemplated  is  on  Cedar  Avenue  between 
East  Seventieth  Street  and  Fairmont  Boulevard.  Short 
sections  on  many  of  the  other  lines  have  been  selected 
for   improvement. 

Youngstown  &   Southern   Railway,   Youngstown,   Ohio. — 

David  Tod,  receiver  for  this  railway,  states  that  the  line 
will  be  double-tracked  from  Youngstown  to  Southern  Park. 
He  will  petition  the  court  to  this  effect  soon  and  expects 
the  request  to  be  granted.  A  complete  plan  of  reorgan- 
ization for  Youngstown  &  Southern  Railway  affairs  is  also 
under  way. 

*Tulsa,  Okla. — Surveys  and  preliminary  arrangements 
for  an  electric  interurban  line  between  Collinsville  and 
Tulsa  are  being  made.  The  line  will  connect  a  number  of 
towns  between  Nowata  and  Tulsa.  No  names  are  yet  given 
of  those  interested  in  the  project. 

Aylmer,  Ont. — A  by-law  will  be  submitted  to  the  rate- 
payers to  guarantee  the  bonds  of  the  proposed  hydro-radial 
line  from  Tillsonburg  to  London,  by  way  of  Brownsville, 
Springfield,  Aylmer,  Lyons,  Belmont,  Westminster  and  the 
London  &  Port  Stanley  line  to  London. 

Wentworth  Street  Incline  Railway,  Hamilton,  Ont.— The 
steam  system  of  operation  of  this  railway  has  been  replaced 
by  hydro-electric  power  supplied  by  the  municipality  of 
Hamilton.  A  storage  battery  has  also  been  installed  for 
emergency  purposes.     [E.  R.  J.,  Dec.  26,  '14.] 

Ottawa  &  St.  Lawrence  Electric  Railway,  Ottawa,  Ont. — 
Work  on  the  Perth  to  Smith's  Falls  section  of  this  railway 
will  be  begun  in  the  spring. 

West  Stayton  Power  &  Railway  Company,  Stayton,  Ore. — 

Plans  are  being  considered  by  this  company  to  begin  work 
in  the  spring  on  this  proposed  electric  railway  between 
Salem  and  East  Stayton.  E.  O.  Stafter  is  interested. 
[E.  R.  J.,  Aug.  30,  '13.] 

Lehigh    Valley    Transit    Company,   Allentown,    Pa. — It   is 

reported  that  this  company  expects  to  lay  a  new  double- 
track  between  South  Bethlehem  and  Hellertown,  Pa.  Sur- 
veyors are  at  work  laying  out  a  proposed  electric  line  be- 
tween Richlandtown  and  Hellertown.  It  is  rumored  that 
this  company  is  behind  the  project.  It  is  also  reported  that 
the  company  plans  to  build  a  short  route  for  a  fast  line 
between  Bethlehem  and  Philadelphia.  Resurveys  are  now 
being  made  over  what  is  known  as  the  old  North  Pennsylva- 
nia route. 

Lansdowne,  Pa. — It  is  announced  that  plans  are  under 
way  for  the  construction  of  an  electric  railway  from  Lans- 
downe Avenue  and  Baltimore  Avenue  in  Lansdowne  to  East 
Lansdowne  and  Cardington,  connecting  with  the  Sixty- 
second  Street  and  Spruce  Street  line  of  the  Philadelphia 
Rapid  Transit.  It  is  reported  that  this  line  is  to  be  leased 
by  the  Philadelphia  Rapid  Transit  Company. 

Pittsburgh,  Pa. — John  W.  Reid,  Colona,  Pa.,  Edward 
Thomas  and  others,  of  Monaca,  Pa.,  have  incorporated  with 
$250,000  capital  and  will  soon  ask  for  a  franchise  to  build 
an  electric  line  to  make  direct  connections  between  East 
Liverpool,  Ohio,  and  Pittsburgh.  They  propose  to  construct 
a  line  from  Monaca  to  Aliquippa,  where  a  connection  will  be 
made  with  the  Woodlawn  &  Southern  Railway  and  from 
another  connection,  near  South  Heights,  on  through  to  Cor- 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


403 


aopolis,  Pa.,  where  the  Pittsburgh  Railways  system  will 
be  met. 

Kingsport,  Tenn. — It  is  reported  that  work  is  to  begin 
at  an  early  date  on  the  proposed  electric  railway  from 
Kingsport  to  Newport.  An  office  building  has  been  rented  in 
Greenville  by  those  interested  in  the  project.  [E.  R.  J.,  Jan. 
2,  -15.] 

Corpus  Christi  Street  &  Interurban  Railway,  Corpus 
Christi,  Tex. — This  company  is  asked  to  consider  plans  for 
an  extension  of  Third  Street  from  Buford  Avenue  to  Starr 
Street  in  Corpus  Christi. 

Gulf  &  Pecos  Valley  Railway,  Lufkin,  Tex. — As  soon  as 
financial  arrangements  can  be  arranged  this  company  plans 
to  build  its  120-mile  railway  from  Sabine  Lake  to  Lufkin. 
R.  B.  Bledsoe,  Lufkin,  president,  and  the  P.  A.  McCarthy  & 
Sons  Company,  Lufkin,  Tex.,  chief  engineers.  [E.  R.  J., 
Dec.  27,  '13.] 

Pier  Railway,  Port  Arthur,  Tex. — Work  will  be  begun  by 
this  company  about  March  1  on  its  proposed  line  from  the 
center  of  the  city  of  Port  Arthur  at  Procter  Street  and 
Austin  Avenue  to  the  end  of  the  causeway  on  the  pleasure 
piers  in  Port  Arthur.     [E.  R.  J.,  Oct.  5,  '14.] 

Southwestern  Traction  Company,  Temple,  Tex. — An  ex- 
tension between  Cleburne  and  Ballinger  is  being  contem- 
plated by  this  company  in  the  near  future.  There  is  a 
possibility  of  the  proposed  line  being  extended  as  far  as 
San  Angelo. 

Ogden,  Logan  &  Idaho  Railway,  Ogden,  Utah. — After 
considering  the  matter  for  several  months,  directors  of  this 
company  have  definitely  decided  to  build  the  Brigham  City- 
Wellsville  extension  of  the  Idaho  line  by  way  of  Collinston, 
Utah.  The  proposed  route  of  the  electric  line  extension 
follows  closely  the  old  route  of  the  Utah  Northern  Railroad, 
crossing  the  divide  into  Cache  County  at  Summit.  Much 
of  the  material  for  this  link  of  the  railway,  as  well  as 
that  portion  from  Smithfield  north  to  Preston,  Idaho,  has 
already  been  ordered  and  work  on  both  portions  of  the 
extension  will  be  rushed  during  the  coming  summer.  It 
is  believed  by  the  officials  of  the  company  that  the  entire 
line  from  Ogden  to  Preston  will  be  ready  for  operation 
by  next  fall.  This  will  mean  a  continuous  electric  line 
between   Provo,   Utah  and   Preston,   Idaho. 

*  Radford,  Va. — Plans  are  being  made  to  build  an  electric 
railway  between  Floyd,  Willis  and  Radford.  About  $500 
has  been  subscribed  by  citizens  of  Radford.  Among  those 
interested  are  T.  W.  Simpson,  John  L.  Vaughan,  Shawsville, 
and  W.  J.  Phillips,  Willis. 

Marietta-Parkersburg  Interurban  Company,  Parkersburg, 
W.  Va. — Within  the  next  few  months  this  company  plans  to 
begin  work  on  its  proposed  14-mile  electric  line  to  connect 
Parkersburg,  Belpre  and  Marietta  via  the  new  bridge  over 
the  Ohio  River  between  Parl-ersburg  and  Belpre.  It  is 
planned  to  use  90-lb.  T  rails.  H.  H.  Archer,  Parkersburg,  is 
interested.     [E.  R.  J.,  Jan.  19, '15.] 

Sheboygan  Railway  &  Electric  Company,  Sheboygan, 
Wis. — An  extension  to  Elkhart  Lake,  Kiel,  New  Holstein 
;and  Chilton  will  soon  be  built  by  this  company. 

SHOPS    AND    BUILDINGS 

Little   Rock   Railway   &   Electric   Company,   Little   Rock, 

Ark. — Work  has  been  begun  by  this  company  remodeling 
-the  building  at  417  Main  Street,  Little  Rock,  to  be  occupied 
"by  the  company's  commercial  department  and  salesrooms. 

The  general  office  will  remain  at  the  present  quarters,  115 

West  Fourth  Street,  Little  Rock. 

Gray's    Harbor    Railway    &    Light    Company,    Aberdeen, 

Wash. — Plans  are  being  made  by  this  company  to  move  its 
•  offices  from  the  present  location  in  the  Hicks  Building  to 

the  corner  of  Eighth  Street  and  K  Street  in  Hoquiam. 

POWER   HOUSES   AND    SUBSTATIONS 

Quincy  (111.)  Railway. — A  new  circulating  pump,  of  2400 
gallons  per  minute  capacity,  is  being  installed  in  the  power 
house  of  this  company  in  Quincy. 

Cleveland  (Ohio)  Railway. — The  purchase  of  turbine  gen- 

.erators  for  utilizing  exhaust  steam   is  under  consideration 

by   this   company.     A   contract   for    supplying   steam   with 

the  Cleveland  Salt  Works  expires  on  July  1  and  the  ques- 

ition  as  to  renewal  must  be  decided   soon. 


Manufactures  and  Supplies 

ROLLING  STOCK 

Columbia    (S.    C.)     Railway,    Gas    &    Electric    Company 

is   building  six  double-truck   cars  in  its   own   shops. 

Caldwell  (Idaho)  Traction  Company  will  probably  pur- 
chase during  1915  one  passenger  car  and  one  substation. 

Seranton  &  Binghamton  Traction  Company,  Scranton,  Pa., 
expects  to  purchase  four  new  cars  for  its  new  extension. 

Willapa  Electric  Company,  Raymond,  Wash.,  will  order 
in  1915  one  motor  express  car  about  30  ft.  in  length,  single- 
truck  and  of  wood  construction. 

Metropolitan  Street  Railway,  Kansas  City  Mo.,  noted  in 
the  Electric  Railway  Journal  of  Feb.  6,  1915,  as  expect- 
ing to  purchase  fifty  new  cars,  has  ordered  this  equipment 
from  the  American  Car  Company.  Brill  trucks  are  speci- 
fied. 

TRADE  NOTES 

Westinghouse  Traction  Brake  Company,  New  York,  N.  Y., 

has  received  an  order  to  equip  with  automatic  air  brakes 
the  interurban  cars  recently  ordered  by  the  Kansas  City, 
Clay  County  &  St.  Joseph  Railway,  Kansas  City,  Mo. 

Lee  H.  Parker,  for  several  years  electric  railway  engineer 
with  the  Stone  &  Webster  Engineering  Corporation,  Boston, 
Mass.,  has  become  president  of  the  Spray  Engineering  Com- 
pany, with  headquarters  at  93  Federal  Street,  Boston. 

Union  Switch  &  Signal  Company,  Swissvale,  Pa.,  has 
received  an  order  from  the  Northern  Texas  Traction  Com- 
pany to  install  six  miles  of  T.  D.  B.  signals  on  its  Fort 
Worth-Dallas  line  between  Boundary  and  Mountain  Creek 
Spur. 

C.  W.  Rhoades,  formerly  assistant  sales  manager  in  the 
railway  department  of  Valentine  &  Company,  Chicago,  111., 
has  been  appointed  railway  representative  of  the  Kay  &  Ess 
Company,  Dayton,  Ohio,  in  the  territory  included  in  the 
Mississippi  River  Valley. 

Railway  Appliances  Company,  Chicago,  111.,  of  which  the 
entire  capital  stock  was  owned  by  Percival  Manchester,  has 
been  sold  to  C.  F.  Quincy,  president  of  the  Q  &  C  Com- 
pany, Chicago,  111.  The  business  of  the  Railway  Appliances 
Company  will  in  the  future  be  operated  by,  and  in  the 
name  of,  the  Q  &   C  Company. 

Louis  O.  Duclos,  for  fifteen  years  sales  manager  of  the 
Massachusetts  Chemical  Company,  is  aljout  to  enter  into 
business  for  himself  with  headquarters  in  Boston.  Mr. 
Duclos  has  developed  a  full  line  of  insulating  varnishes  and 
friction  tape,  which  he  will  market  to  electric  railway  repair 
shops,  dealers  and  electrical  contractors. 

Westinghouse  Electric  &  Manufacturing  Company,  East 
Pittsburgh,  Pa.,  announces  the  removal  of  the  offices  of  its 
newly  organized  automobile  equipment  department  from 
East  Pittsburgh  to  Shadyside  Station,  Pittsburgh,  Pa.,  where 
they  will  be  located  in  the  works  devoted  exclusively  to  the 
manufacture  of  Westinghouse  automobile  equipments. 

Wasson  Engineering  &  Supply  Company,  Milwaukee, 
Wis.,  has  received  an  order  to  equip  with  its  air-retrieving 
trolley  bases  all  the  cars  on  the  new  Kalamazoo-Grand 
Rapids  line  of  the  Michigan  Railway,  as  well  as  the  Grand 
Rapids,  Holland  &  Chicago  Railway,  the  former  being  a 
2400-volt  third-rail  and  trolley  line  and  the  latter  a  1200- 
volt  trolley  line. 

Coil  Manufacturing  &  Repair  Company,  Cleveland,  Ohio, 

which  recently  purchased  the  plant  of  the  Cleveland  Coil  & 
Manufacturing  Company,  has  enlisted  the  services  of  R.  P. 
Pascoe,  formerly  manager  of  the  latter  company,  succeeding 
Mr.  Kuehle,  recently  resigned.  Mr.  Pascoe  was  formerly 
connected  with  the  Van  Dorn  &  Dutton  interests  as  superin- 
tendent of  their  electric  department. 

Standard   Underground   Cable  Company,  Pittsburgh,  Pa., 

has  appointed  A.  B.  Saurman,  for  the  past  twelve  years 
Pacific  Coast  manager  for  this  company,  as  southeastern 
manager,  succeeding  the  late  T.  E.  Hughes,  with  headquar- 
ters in  Philadelphia.  John  P.  Bell,  fcr  the  past  eight  years 
assistant  secretary  and  treasurer  of  the  company,  will  suc- 
ceed Mr.  Saurman  as  Pacific  Coast  manager. 


404 


ELECTRIC     RAILWAY    JOURNAL 


[VOL.  XLV,  No.  8 


Prepayment  Car  Sales  Company,  New  York,  N.  Y.,  has  in- 
structed its  attorneys  to  carry  its  case  against  the  Orange 
County  Traction  Company  to  the  United  States  Supreme 
Court,  for  review.  The  decision  in  this  case  in  the  United 
States  Circuit  Court  of  Appeals  for  the  Second  Circuit  was 
mentioned  on  page  195  of  the  issue  of  this  paper  for  Jan.  23. 
The  company's  case  against  Douglas  Robinson  as  receiver 
of  the  Metropolitan  Street  Railway,  mentioned  in  the  same 
article,  is  handed  down  for  retrial. 

Cole,  Ives  &  Davidson,  New  York,  N.  Y.,  is  the  name  of  a 
new  engineering  firm  with  offices  at  61  Broadway,  formed 
by  the  partnership  of  William  W.  Cole,  43  Exchange  Place, 
and  Arthur  S.  Ives  and  Rolland  A.  Davidson,  composing  the 
firm  of  Ives  &  Davidson,  84  William  Street.  Especial  atten- 
tion will  be  given  to  investigations  and  reports  for  financial 
interests,  inventories  and  valuations  of  public  utility  or 
industrial  properties  and  design.  Installation  or  manage- 
ment of  power  plants  of  all  descriptions. 

O.  C.  Hirtzel  severed  his  connection  with  the  Westing- 
house  Electric  &  Manufacturing  Company,  February  1,  and 
is  now  engaged  in  forming  a  corporation  at  North  East,  Pa., 
with  a  capital  of  $100,000,  for  the  manufacture  of  street 
railway  supplies,  repair  parts,  drop  forgings,  etc.  Mr. 
Hirtzel  has  been  with  the  Westinghouse  Company  since  1912 
as  railway  supply  specialist  of  the  detail  and  supply  depart- 
ment at  East  Pittsburgh.  Prior  to  that  he  was  treasurer 
and  manager  of  the  Eureka  Company,  formerly  the  Eureka 
Tempered  Copper  Works,  since  the  formation  of  that  cor- 
poration nearly  twenty  years  ago.  The  factory  site  has 
been  selected  at  North  East  and  as  soon  as  the  new 
organization  is  perfected  up-to-date  new  buildings  will  be 
constructed.  The  new  plant  is  expected  to  be  in  operation 
about  July  1,  1915.  The  name  of  the  new  company  has  not 
yet  been  decided  upon,  but  it  is  expected  that  an  announce- 
ment regarding  this  will  be  made  shortly. 

Anthony  J.  Bemis,  who  has  opened  an  office  as  consulting 
engineer  in  electric  railway  and  lighting  work  at  39  South 
LaSalle  Street,  Chicago,  has  had  a  varied  experience  in  the 
field  of  utility  engineering,  construction  and  operation.  In 
1898  Mr.  Bemis  joined  the  Stone  &  Webster  organization  as 
manager  of  their  Maine  properties,  later  becoming  manager 
of  the  Breton  &  Plymouth  Railway  for  two  years.  Another 
years  was  spent  as  manager  of  the  Cape  Breton  Electris 
Company.  From  1903  to  1905  Mr.  Bemis  represented  the 
Stone  &  Webster  properties  at  Savannah,  Ga.;  Jacksonville, 
Fla.;  Columbus,  Ga.,  and  Tampa,  Fla.  In  1905  he  was  ap- 
pointed general  manager  of  the  Grand  Rapids-Muskegon 
Power  Company,  Grand  Rapids,  Mich.,  in  charge  of  con- 
struction and  operation.  In  1909  Mr.  Bemis  joined  the  staff 
of  the  J.  G.  White  &  Company,  acting  for  a  time  as  general 
manager  of  the  Oklahoma  (Okla.)  Railway.  In  1912  he 
became  engineer  in  charge  of  construction  and  operation  for 
Elston,  Clifford  &  Company,  utility  operators,  Chicago,  su- 
pervising construction  of  plants  at  Vicksburg,  Miss.,  and 
Mineral  Point,  Wis.  Mr.  Bemis  will  retain  his  present  con- 
nection with  the  Elston-Clifford  company,  but  will  devote 
his  consulting  engineering  practice  to  reports,  investiga- 
tions and  valuations  of  utility  properties  and  advice  on  oper- 
ating and  commercial  problems  in  connection  with  electric 
utilities. 

Harry  M.  Hope,  assistant  engineering  manager,  Stone  & 
Webster  Engineering  Corporation,  Boston,  Mass.,  will  open 
an  office  for  consulting  electrical  and  mechanical  engineer- 
ing on  March  1,  .1915.  in  the  Oliver  Building,  141  Milk 
Street,  Boston.  Mr.  Hope  was  educated  in  the  grammar 
and  manual  training  schools  of  Muskegon,  Mich.,  and  at 
Northwe.stern  University  and  the  Lewis  Institute  of  Tech- 
nology. During  his  grammar  school  course  he  had  about 
one  and  one-half  years'  experience  with  the  Muskegon 
Traction  &  Lighting  Company.  After  installing  a  number 
of  small  electric  lighting  plants  in  Michigan  he  entered  the 
testing  laboratory  of  the  Chicago  Edison  Company  in  1902, 
being  transferred  in  1903  to  the  engineering  department  as 
draftsman  in  charge  of  the  high-tension  features  of  the  Fisk 
Street  station.  During  about  five  months  of  this  time  Mr. 
Hope  also  operated  substations  of  the  company.  From  1904 
to  1907  he  was  electrical  engineer  of  the  North  Shore  Elec- 
tric Company,  Chicago,  and  in  June  of  the  latter  year  he 
joined  the  staff  of  the  Stone  &  Webster  Engineering  Cor- 


poration at  Boston,  becoming  assistant  engineering  manager 
in  1911.  Since  taking  up  his  duties  with  Stone  &  Webster 
Mr.  Hope  has  been  in  charge  of  the  design  of  transmission 
lines,  substations  and  the  electrical  equipment  of  generating 
plants  in  many  parts  of  the  country  and  has  made  many 
investigations  and  reports  on  electric  lighting,  railway, 
hydroelectric  and  industrial  properties. 

ADVERTISING   LITERATURE 

Union  Electric  Company,  Pittsburgh,  Pa.,  has  issued  a 
price  list  of  its  Washington  fir  cross-arms  for  shipment 
from  Pittsburgh  stock. 

American  Oil  Pump  &  Tank  Company,  Cincinnati,  Ohio, 

issued  a  catalog  describing  its  self-measuring  and  non- 
measuring  oil  pumps  and  tank  outfits  for  paint,  oil,  var- 
nishes, turpentine,  lubricating  oils,  etc.  Bulletins  Nos.  201, 
202  and  203  describe  storage  systems  for  these  oils. 

Esterllne  Company,  Indianapolis,  Ind.,  has  issued  a  reprint 
of  a  description  which  appeared  in  the  Electric  Railway 
Journal  of  Jan.  16,  1915,  of  successful  tests  of  the  pene- 
trating yet  non-blinding  qualities  of  this  company's  "Golden 
Glow"  lamps,  held  on  the  lines  of  the  Mobile  Light  &  Rail- 
road Company,  which  resulted  in  an  order  for  ninety-two 
SM-95  headlights. 

Ohmer  Fare  Register  Company,  Dayton,  Ohio,  has  issued 
a  reprint  of  an  article  written  by  B.  F.  Williams,  a  well- 
known  educator  of  Des  Moines,  Iowa,  entitled  "Elements 
that  Build  for  Better  Business."  The  principles  of  correct 
relations  between  employer  and  employee  laid  down  in  the 
article  are  said  by  the  company  to  be  especially  applicable  to 
its  fare  register  system. 

Henry  L.  Doherty  &  Company,  New  York,  N.  Y.,  has  is- 
sued a  14-page  booklet  calling  attention  to  the  present 
opportunity  for  investment  and  unusually  attractive  rates  of 
income.  It  is  stated  that  bonds  and  notes  of  public  utility 
properties  with  stable  and  increasing  earnings  may  be  ac- 
quired at  prices  to  yield  from  4%  to  7%  per  cent.  Among 
the  specific  issues  described  are  included  the  first  mortgage 
5  per  cent  bonds  of  the  St.  Joseph  &  Savannah  Interurban 
Railway,  St.  Joseph,  Mo.,  the  first  mortgage  5  per  cent 
bonds  of  the  City  Light  &  Traction  Company,  Sedalia,  Mo., 
and  the  five-year  7  per  cent  convertible  notes  of  the  Cities 
Service  Company,  New  York. 

Bowman,  Cost  &  Company,  St.  Louis,  Mo.,  have  issued 
"The  Investor's  Almanac"  for  1915.  The  book  contains  more 
than  150  pages  and  is  handsomely  illustrated.  "The  Blue- 
book  of  American  Investment,"  as  the  almanac  has  been 
called,  treats  of  every  feature  of  business  economics  and 
finance,  with  particular  relation  to  the  safety  of  American 
securities.  This  year's  edition  contains  specially  contrib- 
uted articles  from  such  financial  authorities  as  Lawrence 
Chamberlain,  Festus  J.  Wade  and  Louis  Guenther.  The 
tenor  of  these  articles  is  optimistic.  Mr.  Chamberlain  looks 
for  an  appreciation  in  security  prices  in  the  ensuing  six 
months,  Mr.  Wade  expects  beneficial  results  from  the  Fed- 
eral reserve  system  and  advocates  greater  consideration 
for  the  railroads,  and  Mr.  Guenther  concludes  that  the 
wheels  of  industry  will  soon  start  to  whirr  with  unwonted 
regularity. 

NEW  PUBLICATION 

The  Future  of  the  Working  Classes.    By  Roger  W.  Babson; 

Babson's    Statistical    Organization,   Boston.     76   pages. 

$1. 
This  little  book  is  really  a  treatise  on  the  subject  of  the 
value  of  education  to  the  working  classes.  The  first  section 
treats  of  the  relations  of  labor  and  capital,  and  the  second 
discusses  the  economic  strife  between  three  nations  now  at 
war — England,  France  and  Germany.  The  writer's  conclu- 
sions in  the  latter  section,  however,  were  based  on  peace 
conditions.  The  closing  section  offers  the  evidence  which 
has  led  Mr.  Babson  to  conclude  that  the  working  classes 
can  become  prosperous  only  through  education.  He  de- 
plores the  fact  that  no  part  of  the  nation's  educational  sys- 
tem is  devoted  to  alleviating  strikes  through  training  youths 
in  the  fundamentals  of  character  and  economic  intelligence. 
It  is  recommended  that  those  interested  in  the  future  of  the 
working  classes  look  to  education  rather  than  to  arbitration 
and  the  courts. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


35 


Traffic  Direction  BiocJi  System 
of  automatic  signaling  for  Electric  Railways 


Scranton  &  Binghamton  Railroad 

This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  com- 
bines the  maximum  of  safety  and  ef^ciency 
with  the  least  amount  of  apparatus. 


W^t  anion  ^lottc{i  Sc  S^tpal  Co. 


Trade 

89 

Mark 


SWISS  VALE,   PA. 


Hudson  Terminal  BldSi 
NEW  YORK 
Canadian  Express  Bldsr.       Candler  Annex 
MONTRKAL,  ATLANTA 


Peoples  Gas  BldK> 
CHICAGO 

Bailvray  Exchange  Bids,  Pacific  Bidgr. 

ST,  LOUIS  MO.  SAN  FRANCISCO 


Represented  by  the  GENERAL  ELECTRIC  CO.  in  Australasia,  South  Africa  and  Argentina 


Trade 
Marie 


36 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


g§ E^ivgiixe  er« 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

ENTIRE   ISSUES   PURCHASED 

N.  W.  HALSEY  &  CO. 

New   York         Hoston         Pliiladelphia         Chxngo         San   Francisco 


THEJ'GWHITE  COMPANIES 

FINANCIERS  A^  ENGINEERS 


MANAGERS 

43  Exchange  Place 
Chicago      


London 


OPERATORS 
NEW  YORK 

San  Franc i«co 


The  Arnold  roMPANY 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL  -  MECHANICAL 

105    SOUTH    LA  SALLE    STREET 

CHICAGO 


115  BROADWAY 
Ne-w  Orleans  SK'W  YORK        San  Francisco 


ALBERT  S.   RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER    POLYTECHNIC    INSTITUTE 

WORCESTER,    MASSACHUSETTS 

The  Economical  Production,  Distribution  and  Application  of  Power; 

Transportation  Efficiency;  Physical  Reports;  Electrolysis  Investigations; 

Estimates;  Designs;  Specifications;  Tests 


D.  C.  &  WM.  B.  JACKSON 

ENGINEERS 


C;iICAGO 
HARRIS  TRUST   BLDG. 


BOSTON 
248    BOYLSTON   ST. 


Plans,  Specifications,  Stipervision  of  Construction 

General    Superintendence    and    Management 

Examinations  and  Reports 

Financial    Investigations   and    Rate    Adjustments 


A 

Stone  &  Webster  Engineering  Corporation 


NEW  YOBK 


Constructing  Engineers 

BOSTON 


CHICAGO 


Kolicrt  W.  Iliiiit       Jno.  J.  Cone       Jas.  C.  ITallsted       D.  W.  McNaugher 

ROBERT  W.  HUNT  &  CO.,  Engineers 

BUREAU    OF    INSPECTION    TESTS    &    CONSULTATION 

Inspection  and  Test  of  all    Electrical    Equipment 

MvW  YOItK,  90  West   St.  ST.   LOUIS,   Synillciite  Trust  Bldg. 

CI1IC.\(U).   1!200  In.-^urnuf-e  Kxchango. 
PITTSBUUUU,   Monongaliela  Bk.  Bldg. 


ALBERT  B.  HERRICK 

Engineer   to   Electric    Railway   Properties 

for    Greater    Etficiency    in 

Transmission    Power    Production    and 

Eqviipnient    Maintenance 

Electrolysis    Surveys   and    Keinedial    Measures   Applied 

Sole    Owner    of    Autographic    Patents    for    Railway    Testing 

Office  and  Laboratory,  245  West  22d  Street  New  York  City 


H  . 

E  .    G  R  E  1  M  S    C  O  R  PO  R  ATI  O  N 

EXAMINERS  OF  PUBLIC  UTILITIES 

AUD 

TS—SYSTEIVIS— APPRAISALS— EXAMINATIONS 

TWENTV-FIHST    FLOOR,     WOOLWORTH     BUILDING 
NEW    YORK 

WOODMANSEE&  DAVIDSON, 

.1 
Inc. 

ENGINEERS 

MILWAUKEE                          CHICAGO 

Wells  Bldg.              1st  National  Bank  Bldg.                1 

SANDERSON  8t  PORTER 

Engineers  *hh  Contractors 

REPORTS  •  DESIGNS  •  CONSTRUCTION  •MANAGEME^^■ 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY.  LIGHT  5SB  POWER  PROPERTIES 

Ntw  York  San  FRANci<;rn 


f  ♦  M.  isvllt^lfV  &  ^0.,  3Incorporateli 


NKW  YORK, 
Trinity  Bldg, 


CHTCAGO, 
Continental     &     Com- 
mercial   Bank    Bldg. 


TACOMA. 
Washington 


Purchase^  Finance,  Construct  and  Operate  Electric  Light 
(las,  Street   Railway  and  Water  Power  }^ropert!es. 


]'.:.amination  and    reports 


pert. I 
Utility    Securities    Bought   and    Sold, 


EDWARD   P.  BURCH 

Consulting   Engineer 

APPRAISALS    OF 

STEAM  AND  ELECTRIC    RAILWAYS 


Plymouth     Building 
Dime    Bank   Building 


Minneapolis,    Minn. 
Detroit,   Mich, 


roose:ve:lt  &  thoivipson 

71  Broadway  ENGINFERS  New  York 

Itfjiort.    Invi'stigfitf.    Apprnist'.   .M:iii!igo  Kloctrlc  Railway, 
IJglit  anil   I'liwi-r   Trupcrtlcs, 


M.  H.  HOVEY,  Consulting  Signal  Engineer 

446  Washington  nidg.     MADISON,  WISC. 
Investigations,    Plans,    .Sfiecifications,    Estimates    and    Valuations. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


37 


Drummond's  Detective  Agency 

A  quarter  of  a  century  in  business. 
A.  L,  UuniMOND,  Gen.  Mgr.,  Ex-Chief  U.  S.  Secret  Service 

Park  Row  and  Ann  St.,  New  York 
Inside  Work  Strike  Breaking 

Checking  Investigating  of  Claims 


A.  L.  DRUM  &  COMPANY 

CONSULTING  AND  CONSTRUCTING  ENGINEERS 

ELECTRICAL  ■  CIVIL  ■  MECHANICAL 

PHYSICAL  AND  FINANCIAL  REPORTS 

Amarican  Trust  Building  CHICAGO 


ANTHONY  J.  BEMIS 

CONSULTING  ENGINEER 

Reports,  Valtiations  and  Estimates,  Efficiency  Investigations 

Construction  and  Operation  Railway 
and  Lighting  Properties 

New  York  Life  Bldg.  Chicago,  III. 


GULICK-HENDERSON  CO. 

Inspactlon  Railway  Equlpmsnl  A  Materials 
PITTSBURGH  CHICAGO  NEW  YORK 


Scofield  Enqineerinq  Co.  consulting  Engineers 

»  "»       "•  PHILADELPHIA.  PA. 


POWF.R     ST.\TIO\.S 
HYDR.XULIC  DEVELOPMENTS 


PHILADELPHIA.  PA. 

r;,\s   WORKS 

ELECTRIC    R.MLW.'^YS 


THE  P.  EDW.  WISCH  SERVICE 

Suite  1710  DETECTIVES  Suite  715 

Park  Row  Bldg.,  New  York Board  of  Trade  Bide.,  Boston 


Read  the 

Searchlight  Section 

EVERY  WEEK 

The  For  Sale  pages  are  a  weekly  "Bargain 
Sale" — the  biggest  to  be  found  anywhere,  because 
the  JOURNAL  publishes  more  ads  of  this  kind 
than   can  be  found  in  any  other  paper  in  its  field. 

Every  issue  contains  offers  of  equipment  and 
machinery  that  are  real  bargains.  It  is  a  habit 
counting  for  economy  to  look  over  the  For  Sale 
pages  every  week  whether  or  not  you  intend  to 
buy  anything  at  the  moment.  This  keeps  you  in 
touch  with  what  is  available — and  where — when 
you  must  buy. 

Keep  an  eye  on  the  Want  column*  at  the  same 
time.  They  afford  an  easy  mean*  of  marketing 
equipment  for  which  one  concern  may  have  no 
further  use,  but  which  may  be  just  what  another 
concern  wrants. 

Altogether  the  Want  and  For  Sale  pages  of  the 
ELECTRIC  RAILWAY  JOURNAL  form  an  "Op- 
portunity Department"  that  hardly  anybody  in  the 
electric  railway  field  can  pass  by  without  losing 
money. 

Tell    u*    Your    Want*   and    let    u*    help   you 

ELECTRIC  RAILWAY  JOURNAL 


239  WEST  39(h  STREET 


NEW  YORK 


Applying  copper  bonds  to  rails  by  the  oxy- acetyl  ens  procsss 

Easily  Adapted  to 
Shop  or  Yard  Use 

No  railway  system  can  afford  to  ignore  the  won- 
derful savings  made  possible  by  Oxy-Acetylene  Weld- 
ing and  Cutting — not  only  in  the  repair  of  damaged 
and  worn  equipment,  but  in  construction  work  as 
well. 

Prest-O-Lite  Dissolved  Acetylene,  used  with  stand- 
ard equipment,  makes  it  doubly  efficient — more  widely 
useful. 

The  cost  of  necessary  equipment  is  low.  We  fur- 
nish a  thoroughly  high  grade  welding  apparatus  for 
$60.00,  not  including  acetylene  cylinders  which  are 
extra  and  are  furnished  under  a  liberal  service  plan. 
Truck  and  special  equipment  for  cutting  operations 
at  extra  cost. 

If  you  are  now  using  acetylene  for  .WY  purpose, 
investigate  the  advantages  of 

PREST-O-LITE 

Dissolved  Acetylene 

(Ready-made  Carbide  Gas) 

Prest-O-Lite  Acetylene  Service  fur- 
nishes the  highest  grade  of  Dissolved 
Acetylene  in  portable  cylinders,  used  as 
conveniently  as  you  use  cylinders  of 
oxygen.  Saves  the  large  initial  outlay 
and  heavy  depreciation,  trouble  and  in- 
convenience of  making  crude  acetylene 
in  carbide  generators.  Besides,  Prest- 
O-Lite  Dissolved  Acetylene  is  perfectly 
dried,  cleaned  and  purified — makes  bet- 
ter wrelds  and  is  cheaper  to  use. 

Send  for  special  reports  and  engineering  data  on 
the  use  of  Oxy-Acetylene  Welding  and  Cutting  in 
Railway  Work,  and  particulars  of  Prest-O-Lite 
Acetylene  Service. 

The  Prest-O-Lite  Co.,  Inc. 

805  Speedway,  Indianapolis,  Ind. 

53  direct  factory  branches  and  charging 
plants   in   principal    industrial   center*. 


m^ 


38 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


American  Bridge  G)mpany 

Hudson Terminal-30  Church  Street,  New^ork 


jManufacturers  or  Steel  Structures  of  all  classes 
particularly-  BrIDGES  and  BuILDINGS 


SALES  OFFICES 
30  Church  Street      CHICAGO,  ILL,  208  South  La  Salle  St. 
St.  Louis,  Mo. ,    Third  Nat'l  Bank  Bldg. 
Denver,  Colo.,  First  Nat'l  Bank  Bailding 
Salt  Lake  City,  Utah,  Walker  Bank  Bld(. 

Duluth,  Minn Wolvin  Building 

Minneapolis,  Minn.,  7th  Are  &2nd  St.,S.  £. 


NEW  YORK,  N.  Y 

Philadelphia,  Pa.,  Pennsylvania  Building 
Boston,  Mass.  .  ,  John  Hancock  Bldg. 
Baltimore,  Md. ,  Continental  Trust  Bldg. 
PITTSBURGH,  PA.  .  .  Frick  Building 
Rochester,  N.  Y.  ...  Powers  Block 
Buffalo,  N.  Y.  .  Marine  National  Bank 
Cincinnati,  Ohio  .   Union  Trust  Building 

Atlanta,  Ga Candler  Building 

Cleveland,  Ohio  .  Rockefeller  Building 
Detroit,  Mich.,  Beecher  Ave.  &  M.  C.  R.  R. 

Export  Representative: 
United  States  Steel  Products  Co.,  30  Church  St 


Pacific  Coast  Representative:    . 

U.  S.Steel  Products  Co.  Pacific  Coast  Dept. 
SAN  FRANCISCO,  CAL.,  Rialto  Building 
Portland,  Ore.  ....  Selling  Building 
Seattle,  Wash,  ,4th  Ave.  So.  Cor. Conn.  St. 


N.  Y. 


We  make  new 
field  coils 
out  of 
old. 


The  saving  in 

cost   is  very 

much  worth 

while. 


A  Bunch  of  Money  Saved!!! 


We  rebuild  your  old  coils  and  send  them 
back  practically  new. 

This  means  a  distinct  saving  in  cost 
which  electric  railroads  all  over  the  coun- 
try are  taking  advantage  of.     We  guaran- 


tee every  rebuilt  coil  that  comes  out  of  our 
shops,  and  we  have  an  investment  in  equip- 
ment and  reputation  that  makes  our  guar- 
antee worth  something.  I.et  us  show  you 
how  much  we  can  save  for  you  right  now. 


Electric  Operations  Co.,   Bush  Terminal,  Brooklyn,  N.  Y. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


39 


CAMBRIA 
RAILS 


Open  Hearth  Bessemer 

BOLTS   AND   NUTS 

100% 

Splice  Bars 

Tie  Plates 


All  Standard 
Sections 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Sales    Offices:      Atlanta,     Boston,    Buffalo,    Chicago,    Cincinnati,    Cleveland,    Detroit,    New    York,    Philadelphia, 

Pittsburgh,  St.   Louis,  San   Francisco,  Tacoma,   Montreal 

Works   at   Johnstown,    Pa. 


CARNEGIE  STEEL  COMPANY 

General  Offices — Pittsburgh,   Pa. 


i^^^ 

u     yH 

l^.ttr"^':^---"^55i> 

^j^^!?  V ,  ■/■■. 

t          -■"^»ffi»B».._;^S^^K: 

JS^p^^Vjiji  T^^E^^Dk  -^^^^^^^^1 

EW-^^i^ 

^^^ 

^^^P 

V"  '^'    \^!k.^^^^^  '■'      ^ 

STEEL 
CROSS  TIES 

are  absolutely  the  best  and 
cheapest  permanent  con- 
struction. 

Introduction  of  econo- 
mies are  always  desirable, 
especially  where  they  are 
combined  with  efficiency,  as 
in  the  case  of  steel  ties. 

By  their  use  economy  is 
reflected  through  your  va- 
rious departments. 


40 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1&15 


Keystone  Motorman's  Seat — Open  and  Folded  Positions 


Better  Work  From  Motormen 

That  seats  for  the  motorman  enable  him  to  do  more  work,  better  and  more  careful  work  and 
result  in  much  greater  efficiency  in  car  operation  is  well  known. 

Do  you  know  why  so  many  properties  are  using  Keystone  Motorman's  Seats  in  preference  to 
others?     Just  because  of  the  following: 

They  are  permanently  attached  to  the  car  and  are,  strictly  speaking,  a  regular  car  fitting.  They 
overcome  every  disadvantage  of  portable  seats,  do  not  have  to  be  carried  from  one  end  of  the 
car  to  the  other  and  are  not  subject  to  theft.  The  motorman  has  free  use  of  both  hands  and  feet 
when  sitting  on  them.  To  collapse,  he  kicks  the  supporting  rod ;  his  attention  is  not  taken 
from  his  work  for  even  an  instant. 

Just  a  few  advantageous  features.  Their  increasing  sales,  combined  with  improved  manufac- 
turing facilities,  have  enabled  us  to  considerably  reduce  former  prices. 

A  mighty  attractive  proposition.     Why  not    take  up  with  us  now? 

Electric  Sehvicb  Sxjppmes  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
1 7th  and  Cambria  Sts. 


NEW  YORK 
Hudson  Terminal 


CHICAGO 
417  So.  Dearborn  St. 


Could  Anything  be  More  Simple  than  the  Construction  of 

N-W 

RENEWABLE  CARTRIDGE  FUSES 

One  thing  is  Sure — Nothing  could  be  more  EFFECTIVE 


You  can  see  by  the  above  illustration  how  simple 
is  the  construction  of  the  N-W  Renewable  Car- 
tridge Fuse.  You  can  see  how  simple  it  is  to 
renew  —  how  quickly  and  easily  the  fusible 
element  can  be  removed  or  inserted. 

But  what  you  can't  see  by  the  above  illustra- 
tion is  the  fuse  in  action.  You  can't  see  how 
surely  it  cuts  out  the  endangered  circuit — how 


positive  is  that 

And  you  save  from  8o  to  90  per  cent,  of  the 
cost  of  non-renewable  fuses. 

But  if  you  prefer  STANDARD  FUSES  we'll 
supply  them.  In  fact,  our  Standard  Fuses  are 
now  preferred  by  many  leading  roads. 

Send  in  a  trial  order  for  either  N-W  Renew- 
able Fuses  or  our  Standard  make. 


7138 


Columbia  Machine  Works  &  Malleable  Iron  Co. 

Atlantic  Avenue  and  Chestnut  Street,  Brooklyn,  N.  Y. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


41 


Wasn't  She  Lucky? 


"1  had  the  fright  of  my  Hfe  this 
morning,  George.  You  see,  it  was 
this  way.  I  was  late,  and  seeing  a 
car  standing  at  the  corner  with 
several  persons  getting  on,  I 
thought  1  could  make  it.  But  just 
as  I  had  one  foot  on  the  step  of 
the  car,  the  conductor  rang  the 
bell  to  go  ahead.  I  thought  my 
day  had  come,  George,  but  what 
do  you  think?  The  car  didn't 
budge.  I  found  out  the  reason 
afterward. 

"The  Motorman  had  a  DREW 
SAFETY  MIRROR  on  the  front 
of  the  car  and  he  saw  the  whole 
situation  perfectly.  He  didn't  start 
the  car  until  I  was  safely  inside. 

"That  little  mirror  was  worth  a 
lot  to  the  Company  that  time  and 
to  me,  too.  I  don't  see  why  every 
car  in  the  world  isn't  equipped 
with  them.  They  are  inexpensive. 
I  understand,  and  I  am  sure  they 
would  save  Street  Railway  Com- 
panies and  Interurban  Companies, 
too,  heaps  of  money  every  year,  to 
say  nothing  of  the  saving  in  aches 
and  pains  to  the  Public. 

"It's  the  greatest  little  'Safety 
First'  idea  you  ever  saw. 

"I  think  all  Claim  Agents  and 
.Superintendents  who  are  not  ac- 
quainted with  the  merits  of  the 
Mirror  ought  to  write  Drew  Elec- 
tric &  Mfg.  Co.,  Indianapolis,  Ind., 
for  information." 


t^  Electrobestos 
Arc  Deflectors 

Tliese  deflcclors  positively  reduce  maintenance  costs — • 
because  they  require  fewer  renewals  than  any  others  on 
the  market,  .i^nd  they  also  clip  the  cost  of  your  con- 
trollers   by    increasing   their    life. 

Actual  tests  show  that  more  than  30,500  volts  arc 
needed  in  order  to  puncture  a  5^-inch  thick  J-M  Elec- 
trobestos Arc  Deflector,  and  more  than  2,500  deg.  Fah- 
renheit of  heat  to  crack  it. 

Made  of  a  high-grade  Asbestos  composition  moulded 
in  tool-steel  moulds  under  hydraulic  pressure,  giving 
great  density  and  tensile  strength.  Moisture-proof  and 
unafifected    by   climatic    conditions. 

Fits  all  standard  electric  railway  controllers.  Spe- 
cial  forms  made  from  blue  prints  if  desired. 

Write  nearest  Branch  for  Samples  and  Prices. 

H.  W.  Johns-Manville  Co. 

Manuraeturers  of  Service,  Subway  and  Transformer  Boxes:  Fuses; 
Line  Material;  Insulatng  Materials;  Fibre  Conduit;  Fireproof 
Wood  ;   Friction  Tapes ;  Dry  Batteries ;  Lightine  Systems,   Etc. 


Atlanta 

Baltimore 

Boston 

BufTato 

ChlcaKO 

Cincinnati 

Cleveland 

Columbus 

Denver 

Detroit 

Qalreston 


Xew  Orleans 
New  York 
Omaha 

Philadelphia 
Pittsburgh 
Portland 
St.    Louis 
Salt  Lake  City 
San  Francisco 
Seattle 
Toledo 


Indianapolis  Memphis 

Kansas  City  Milwaukee 

Los  Angeles  Minneapolis 

Louisville  Newark 

THE   CANADIAN   H.    W.    JOHNS-MANVILLE   CO..    LIMITED. 
Toronto  Montreal  Winnipeg  Vancouver 

For  Great  Britain  and  Continent  of  Europe : 

TURNERS  &  MANVILLE.  LTD.,  Hopetoun  House.  5.  Lloyds  Ave.. 

London.  E.  C. 

Member  of  the  Society  for  Electrical  Development.    Inc. 

"Do  It  Electrically." 

2373 


42 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


Parmenter  Protection 


Fenders- 


Wheel 
Guards^ 


Parmenter   protection   is   proven   protection   against 
costly    "avoidable    accidents." 

Parmenter  Fenders  never  fail  to  drop  instantly  in 
response  to  any  one  of  four  movements ;  they  never 
make  a  miss  in  catching — without  injuring — any 
body  on  the  rails  or  road  bed.    Our  1914  mo"del  has 


a  yielding  and  locking  background,  preventing  any 
possible  rebound. 

Parmenter  Wheel  Guards,  being  attached  to  the 
trucks  instead  of  the  car  body,  always  cover  the  raib 
— even  on  the  sharpest  curves. 

Parmenter  protection  pays.    Get  details  and  prices. 


Parmenter  Fender  &  Wheel  Guard  Co. 

89  State  Street,  Boston,  Mass. 


75>4 


The  Problem 
of  the 
Interurban 


The  Foul 
Air  Problem 
of  the  City 
Car 


BOTH  are  Solved  by  Use  of 

The  ODORLESS  DISINFECTANT 


It  acts  at  once,  purifying  and  deodorizing 
the  air,  killing  floating  typhoid,  diphtheria  '  ''^^'^ 

and  pus  bacteria  and  sweetening  and  sterilizing  what- 
ever it  comes  in  contact  with. 

Requires  but  a  few  ounces  of  O  D  liquid  to  the  gallon  of 
water  to  make  a  disinfecting  scrubbing  solution  for  floors 
seats,  straps,  toilets,  etc.,  etc. 

Its  germicidal  or  germ-killing  qualities  and  its  value  as  a  preventive  of  con- 
tagion is  proven  by  tests  and  reports  of  eminent  bacteriological  experts. 

Put  up  in  quantities  from  two-gallon  size  to  s-barrel  lots.   We  can  cite  you  the 
best  of  references  and  indorsements. 

Send  us  trial  order.     Prices  on   request. 

Gardner  &  Company,  Joliet,  III. 

WRITE  FOR  DESCRIPTIVE  LITERATURE 


Mark 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


43 


THE  "STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL    WHEELS 
FORCINGS 


TIRES 


STEEL  TIRED  WHEELS 


ROLL    SHELLS 


SPRINGS 


GEAR    BLANKS 


RINGS 


CASTINGS 


RING   DIES 


PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO. 


Portland,  Ore. 
Denver,  Colo. 
San  Francisco,  Cal. 
City  of  Mexico,  Mex. 

St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  111. 
New  York,  N.  Y. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Pa. 


Wei^lht,  Size  and  the  Proper  Proportioning 
of  Metal   Are   Distinct    Factors  in   Car 

Wheel  Mileage 


F.  c.  s. 

Wheels 


FOR    ALL    CLASSES    OF    SERVICE 


The  basic  principle  contributing  to  the  success  of  the 
F.  C.  S.  Wheel  is  primarily  non-homogeneous  metal, 
that  is,  the  wheel  is  composed  of  metal  of  different 
degrees  of  hardness  and  texture  to  correspond  to  the 
particular  function  each  part  of  the  wheel  is  called  upon 
to  perform. 

For  example,  th?siirface  of  flange  and  tread  is  of 
3J4  per  cent  carbon  white  iron  (harder  than  tool  steel), 
specially  chilled  to  reduce  abrasion  to  a  minimum. 

The  plates  of  the  wheel  are  made  of  a  soft  strong 


metal  that  will  successfully  withstand  the  shocks  of 
strains  and  service. 

The  hub  of  the  wheel  is  sufficiently  soft  to  permit  of 
easy  machining  and  possesses  sufficient  elasticity  to  give 
and  to  hold  the  proper  pressure  against  the  axle  to  pre- 
vent loose  wheels. 

It  is  clearly  apparent  that  a  homogeneous  material 
cannot  possess  all  the  qualities  required  by  the  perfect 
wheel.  You  will  find  yourself  well  repaid  by  investi- 
gating the  merits  of  the  F.  C.  S.  Wheel. 


GRIFFIN    WHEEL    COMPANY 

PI'ANTSt    CKica^o      Detroit     Denver     Los  Angeles     St.  Pa«al     Tacoma     Kanaaa  City     Boaton 


44 


ELECTRIC    RAILWAY    JOLRNAL 


[February  20,  1915 


Standard  Trucks 


For  Safe,  Long-time  Service 


Opposite  Is  shown  our  Standard  O-50 
"SHORT  WHEEL  BASE"  DOUBLE 
TRUCK. 

Frames  solid  forged  without  welds,  i.  e., 
made  from  one  continuous  bar  of  open- 
hearth  steel.  Carrying  capacity  50,000 
pounds  at  king  pins.  34"  Forged  Steel 
wheels,  3%  x  7"  M.C.B.  Journals.  Brake 
shoes  hung  on  the  equalizer  bars  (thus 
insuring  uniform  wearing  of  brake  shoes). 
All  wearing  holes  steel-thimbled  and  bolts 
case-hardened.  This  truck  is  used 
throughout  the  New  England  cities.  New 
York,  Detroit,  Toledo,  Oklahoma  City, 
Seattle,  Jacksonville,  Kansas  City,  San 
Francisco,  Cincinnati,  Indianapolis  and 
many  other  cities. 

Our  STANDARD  C-80-P  "TRUNK 
LINE  SERVICE"  DOUBLE  TRUCK  Is 
for  extra  high-speed  "Trunk  Line  Serv- 
ice." Carrying  capacity  80,000  pounds  at 
king  pins.  Pressed  steel  channel  side 
frames,  end  frames  and  transoms.  Brake 
shoes  hung  on  equalizer  bars.  All  wear- 
ing holes  steel-thimbled  and  bolts  case- 
hardened.  36"  Forged  Steel  wheels.  5x9 
M.C.B.  journals.  In  service  on  N.  T.,  N. 
H,  &  H.  R.  R.  (electric  zone),  Detroit 
United  Railway,  Western  Ohio,  Ohio 
F51ectrlc,  Lake  Shore  Electric,  Indiana 
Union  Traction  Co.,  Terre  Haute,  Indian- 
apolis &  Eastern  Traction  Co.,  New  York 
Central  R.  R.  (electric  zone),  Toledo  & 
Western   B-   R.   Co. 


There    are 
services. 


STANDARD    TRUCKS   for   all 


STANDARD  MOTOR  TRUCK  COMPANY.  Frick  BWOm  PITTSBURGH,  PENN.^*""^°"''Th?«.6o"ofH?erFi^he'?B^^^^^^ 

Pacific  Coast  Agents:    Eccles  &  Smith  Co.,  Inc.    Offices,  San  Francisco,  Cal. ;  Los  Angeles,  Cal.;  Portland,  Ore.  3 


NAIEE 


"RRAKEWa;^ 


You  can 


cut  down  your  shop  expense 


and   improve   the   effectiveness    of    your    Braking    Apparatus,    by 
discarding  those  troublesome  leaky  valves  and  equipping  your  cars  with 


^^^  (F^^^^  They  eliminate 

^^^^  ing  and  regrindi 


PV  Valves 


the  expense  of  refac- 
egrinding  because  they  are 
made  without  ground  joints  and  have  no  metal  to  metal  seat.     Many  of  the 
largest  Electric  Traction  Companies  have  adopted  them  as  their  standard. 
Nearly  15000  now  in  service.    That  proves  their  high  efficiency. 
Better  send  us  a  trial  order  for  a  few  now,  and  give  them  a  thorough 
test    under  your  own  service  conditions.        They  are  illustrated  and 
fully    described   in   Bulletin   E-388.       May  we    send    you    a    copy  ? 


^^    -W-- 


National  Brake  &  Electric  Co. 

Works  at  Milwaukee,  Wis. 

Sales  Offices 
Chicago,  III.  New  York,  N.  Y.  Pittsburgh,  Pa. 

St.  Louts,  Mo. 
London,  England,  14  Great  Smith  Street 


m  r 


I5S2 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


45 


The  third  characteristic  feature  of  Baldwin  trucks  is 

SIMPLE  CONSTRUCTION 

Unnecessary       complication 

^^  -^--s^  .^^  should  be  avoided  in  any  me- 

Z'*''**^ '^&^^^^iifc''li^*^^*^^^^-^iiP^^    chanical     device.       Baldwin 

1^^         jr  ^^^Kjh^jtr-f^-^Sna^^^^^^   trucks  are  designed  v^^ith  this 

■         '"  ''*~'  I     principle  in  view^.     Each  one  is 

a  unit,  built  with  substantial 
frame  gussets  and  having  its 
parts  held  together  by  taper 
turned  bolts  in  reamed  holes. 
Such  a  truck  is  not  only  easily 
assembled,  but  also  easily  dis- 
mantled and  repaired;  and  this  work  can  be  done  in  any  railway  shop  of  ordinary 
facilities. 

THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 

REPRESENTED     BY 
Charles  RIddell,  625  Railway   Exchange,  Chicago,   III.  George   F.  Jones,  407  Travelers   Building,   Richmond,  Va. 

C.  H.  Peterson,  1610  Wright  Building,  St.  Louis,  Mo.  A.    Wm.    HInger,  722   Spalding    Building,    Portland,   Ore. 

F.   W.   Weston,  50  Church   Street,   New   York,   N.  Y.  Williams,  Dimond  &  Co.,  310  Sansome  St.,  San  Francisco,  Cal. 

J.   A.   Hanna,   Niles,  Ohio 


tyip 

arrii 

u,                                      _               ..ajiH^^s-^     """                         ''J 

mj^' """^^  ""  ■■ 

*                                      ■                                      ^^^                 — -.        ill 

1  * 

mm  mm  ■^■pik  HP  ■«  i'fp 

New  End-Entrance  Car  built  for  the 
Stark  Electric  Railroad 

The  novel  idea  of  placing  the  door-location  at  the  end 
of  the  above  car  to  facilitate  prepayment  renders  this 
example  of  Jewett  construction  of  special  interest.  Let 
us  furnish  estimates  on  your  specifications. 

The  Jewett  Car  Company 


71698 


Newark,  Ohio 


46 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS   FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD  POLES   QUICK"  AVENARIUS  CARBOLINEUM  TREATED  POLES  SPOKANE.  WASHINGTON 


ROEBLINC 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebling's  Sons  Company 

TRENTON,  N.  J. 


ALUMINUM 

Railway  Feeders 

Mnd."o'f  Electrical  Conductors 

Aluminum  feeders  are  less  than  one-half  the 
weight  of  copper  feeders  and  are  of  equal  con- 
ductivity and  strength.  If  insulated  wire  or 
cable  is  required,  high-grade  insulation  is  guar- 
anteed.     Write  for  prices  and  full  information. 


Aluminum  Company  of  America 

PITTSBURGH,    PA. 


MARSH  &  MCLENNAN 


FIRE  INSURANCE 

Special  Atlenlion  Given  to  Traction  Insarance 

Insurance  Exchange,    CHICAGO 

ig  Cedar  St.      1615  California  St.     314  Superior  St      300  Nicollet  Ave.    Ford  Bldg.     17  St.  John  St.      23  Leadenhall 
NEW  YORK  DENVER  DULUTH  MINNEAPOLIS    DETROIT    MONTREAL         LONDON 

THESE  OFFICES  WILL  GIVE  YOU  THE  BEST  THERE  IS  IN  INSURANCE  SERVICE 


Liquid 


Creosote  Oil 


Will  Cut  Your  Wood 

Preserving  Bills 

in  Half 

Write  for  Booklet 

Barrett  Mfg.  Co. 

NEW  YORK 

Branches    in    Principal    Cities 


TREATED 


POLES,  CROSS  ARMS,  TIES, 
TIMBERS,  PAVING   BLOCKS 

CAPACITY  100,000,000  FEET  B.  M.  PER  ANNUM 
SEND  FOR  PAMPHLET 

International  Creosoting  &  Construction  Co. 

Address  all  communications  to  Office.  Galveston,  Texas 
Wcrks:  Beaumont,  Texas        Texarkana,  Texas 


Michigan 

CEDAR 

POSTS.  TIES 


Western 


POLES 

AND  PILING 


We  use  C-A-Wood-Preserver  in  Treating 

The  Valentine-Clark  Co. 
Minneapolis,  Minn.  St.  Maries,  Idaho 


POLES 


NORTHERN  WHITE  CEDAR   WESTERN  RED  CEDAR 
BUTT  TREATING 

PAGE  &  HILL  CO. 

MINNEAPOLIS,  MINN. 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

Write  for  our  New  Descriptive  Catalog. 

ARCHBOLD-BRADY  CO. 

Engineers  &  Contractors  SYRACUSE,  N.  Y. 


LETTENEY    IS    LASTING 


1867 

Anthiacene    Oil    of 
Highest  Quality. 


ID 


LETTEN'EY 


PRESERVATIVE 


THE  NORTHEASTERN  CO., 


1915 

Carloads  or  less 
Shipped  promptly. 

BOSTON,  MASS. 


_jx^  ^^lONAL"  Tubular  Steel  Polwj 

.;,;t.,r,,i/fcA  ^  fHlliilii     1^    II 1 


fbr  Te.lc^'a.pfv.Tclephotv3 

Electric  U^ht  and  Electnc 

KailwayoxisU-dJCtiOn. 

WritA  for  liter-. 


SHAW  Overhead  and  Third  Rail  Insulation 

Caps  and  Cones,  Round  Top  Hangers,  Globe  Strains,  Suspension 
Bolts,  Feed  Wire  Insulators,  Arc  Lamp  Hangers,  Third  Rail 
Insulators. 

SHAW  Lightning  Arresters,  Standard  for  20  Years 

Newark  Engineering  Mfg.  Company 

221-225  Murray  -St.,  Newark.  N.  J..  U.  S.  A. 
Geo.  E.  Austin  Co.,  Sales  Managers,  253  B'way,  New  York  City 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


47 


BRACH 

AUTOMATIC 

FLAGMAN 

1           ^ 

indicates     dan- 
ger by  effecting 
a  swinging  red 
light,  as  a  vis- 
ible signal,  and 
a   (locomotive) 
bell,  as  the  au- 
dible   warning. 
Built    on    most 
advanced   engi- 

1   ^g^iMir 

!s^ 

neering  lines. 
They    are    now 

^^^^K^         'S*, 

being      used 
everywhere. 
Mostly  repeat 
orders. 

What's  more, 
the  cost  is  less 

than  you  think. 

L.  S.  BRACK  SUPPLY  CO. 

Mfr.  of  Railway  Signal  Material  and  Electrical  Specialties 
Main  Office:  143  Liberty  Street,  New  York 

**Both  Signals  working 

Splendidly" Says  official 


"Your  signals  at  two  crossings  are  both 
working  splendidly  and  giving  entire 
satisfaction,"  says  this  enthusiastic  rail- 
way man.     Others  echo  his  statement. 

PROTECTIVE 

Signal  Efficiency 

makes  enthusiasts  of 
its  users 

because  even  conditions  most  adverse  to 
ordinary  signals  cause  no  trouble  where 
Protective  Signals  are  installed.  The 
secret  is  in  the  OSCILLATOR,  This 
device  does  away  with  track  circuits, 
is  automatic,  positive,  simple.  Write 
for   catalog   "1-C." 

The  Protective  Signal  Mfg.  Co. 
299  Broadway,  New  York 


Here  Is  WHITE'S  New  Porcelain  Trolley  Hanger 


This  remarkable  improve- 
ment in  trolley  line  sus- 
pension has  a  high-grade 
porcelain  _body,  protected 
by  a  sherardized  yoke  and 
supporting  the  trolley  ear 
by  a  forged  steel,  sherar- 
dized hanger  bolt. 


Patent 
Applied  For 


Better  Insulation 
Longer  Life 
Economical 
Eadly  Put  Up 

Ask  for  details. 

The  T.C.White  Co. 

Electric  Railway  Supplies 
1122  Pine  Street,  St.  Louis 


AETNA    INSULATION   LINE   MATERIAL 

Third  Rail  Insulators,  Trolley  Bases.  Poles.  Harps  and  Wheels, 
Bronze  and  .Malleable  Iron  Frogs,  Crossings,  Sectisn  Insulators. 
Section^  Switches. 

Albert  &  J.  M  Anderson  Mfg.  Co. 

•  289-93  A  Street  Boston,  Mass. 

Established  1877. 

BRANCHES:  

.Vew  York.  13.5  B'wa.y         Philadelphia,  429  Real  Estate  Trust  Bldg. 
~   "*  London.   48  Milton  Street 


'/ 


Chicago,    105  So.   Dearborn  St. 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


i 

^  street  Railway  Signal 
1               Co.,  Inc. 

K.-r'  ijMF 

1          PHILADELPHIA,  PA. 

= 

13 

M  The  first  signal   having  official 
^^^^■j             A.  E.  R.  A.  aspects. 

FEDERAL   SIGNAL   CO. 

Manufacturers     ]                        f          Automatic      ) 
Engineers              >■         for         -<            Signalling       >         either 
Contractors          J                        1.      Interlocking      J 

f  AC. 
•j      or 
(  D.C. 

No  Interlocking  Switches  Are  Safe  Without 
Federal  Switch  Guards 

MAIN  OFFICE  and  WORKS      -      -      ALBANY, 

N.  Y. 

103  Park  Avenue,  New  York                                Monadncck  Block, 
118-130  New  Montgomery  St.,  San  Francisco,  Cal. 

Chicago 

48 


ELECTRIC    RAILWAY     JOURNAL 


[February  20,  1915 


The  Main  Tracks 

over  which  your  entire 
output  has  to  travel 

Are  Your  Buses 

One  great  aid  in  keep- 
ing this  Right  of  Way 
Clear  is  to  employ  only 
bus  supports  of  unques- 
tioned   reliability. 

Our  Bulletin  No.  103  de- 
scribes Bus  Supports  for 
every  voltage  and  every 
conceivable  condition  of 
service.  They  are  guar- 
anteed. Write  for  it 
today. 

Also   if   interested 

Bulletin  101 — Station  and  Pole  Top  Disconnects 
Bulletin  102— Cable  end  Bells 
Bulletin  104 — Switchboard  and  Pipe   Fittings, 
Clamps,  Racks,  etc. 

Electrical  Engineers  Equipment 
Company 

711-715  Meridian  St.,  Chicago 

Write  Our  Nearest  Agent 
James  C.  Barr,  Boston,  Mass.  ;  Lewis  &  Roth  Co., 
Philadelphia,    Pa.  ;    The    Ilawklns-Hamllton    Co., 
Inc.,    Lynchburg,    Va.  ;    Verne   W.    Shear   &   Co., 
Akron,  O.  :  R.  B.  Clapp,  Los  Angeles,  Cal. 

Northern  Electr/'c  Company 

LIMITED 

Distributors    for    Canada. 


Riveted  Corrugated  Culverts? 


.\  Carload  of  Our  "IMPERIAL"  Riveted  Coiri.t;;ilLd 
.\nti-Corrosive   NO-CO-RO   MET.-\L   Culverti. 

We  make  two  styles  of  Culvert.  Our  standard — the 
BEST  culvert  In  the  field— Is  the  "ACME"  (Nestable) 
Corrugated  Culvert,  made  only  of  Anti-Corrosive, 
NO-Cb-RO  Metal,  in  Standard  and  heavy  gauges.  Our 
second  grade  is 

IMPERIAL 

RIVETED  CORRUGATED  CULVERTS 

made  of  STEEL,  or  of  NO-CO-RO  Metal,  in  either  LIGHT 
or  heavy  gauge.  The  manner  of  construction,  the  high 
purity  of  NO-CO-RO  Metal  and  the  better  w^orkmanship 
of  "Imperial"  will  Justify  you  in  making  this  your  choice 
for  the   riveted   type  culvert.      Catalog   G-3. 


The  ©nton  Gilyeri^6SiloG>1 

Manufacturers  .;• 

(^nton,Ohio.U.S.A.  - 


Special   Work    for   Street   Railways 

Frogs,  Crossings,  Switches  and  Mates 

Manganese  Steel  Center  Layouts 


BARBOUR-STOCKWELL  CO. 

205   Broadway,  Cambridgeport,   Mass. 


It  will  be 
profitable 
for  you 


to     know 
about      the 


more 
effici- 


ency, economy 
and  flexibility  of 
Standard  Cable 
Junction    Boxes. 


ll'rilc  our  netirest  office  for  complete  information. 

Standard  Underground  Cable  Co. 
Pittsburg,  Pa. 

New  York   Uoston   Chicago   I*ll^l.^deIpllia,   St.  Louis,   San  I'Vancisco 

For  Canada:    Standard   Underground  Cai>le  Co.  of  Canada,  Limited, 

llamiltnn,   Ont. 


Don't  Be  Delayed  on  Conduit  Delivery — Order 

ORANGEBURG  FIBRE  CONDUIT 

THE  FIBRE  CONDUIT  COMPANY 

ORANGEBURG.  N.  Y. 

New  York      Boston      Chicago      San  Francisco 
Send  tor  Book  "R" 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


49 


A 

Great 

Combination 

WHH  ^V 

^^^^^  No.  I  to  sweep  cross- 

^^fc    B^H 

ffltWB^   \*o.  2  to  handle  light 

^Hi 

™  1 

1 

^                airt   ana  snow 
in    the     frogs, 
switches,     and 
curves. 

Xo.   3  to   remove   ice, 
slush  and  mud 
from  the  same 
places    and     a 
chisel  point  on 
the  end  of  the 
handle    to 
loosen  the  ice 
and  crust. 

No.  I  and  No.  3  con- 
tain  Flat   Steel   Tem- 
pered Wire,  and  noth- 
ing   superior    can    be 
produced.        Service- 
able     all      the     year 
round.    Your   road   is 
not   complete   without 
them.      Write     for 
Prices. 

1 

J  W.  PAXSO] 

N  CO.,  Mfrs. 

1021  N.  Delaware 

Ave.,  Philadelphia,  Pa. 

Hydraulic  Compressor  No.  61 

An  efficient  compressor  for  installing  railway  bond- 
ing; weighing  only  115  lbs.,  but  having  a  pressure 
exerting  capacity  of  70,000  lbs. 

One  compression  with  this  machine  on  the  terminal 
stud  is  sulTicient  to  secure  straight,  smooth  and 
clean   bonded  installations. 

Built  on  an  entirely  new  plan^strength  and  dura- 
bility being  features  of  its  design.  Its  compactness 
and  simplicity  recommend  it  for  the  use  of  un- 
skilled labor.  Free  from  valves  or  other  intricate 
parts,  it  is  the  ideal  compressor  for  all  conditions. 
Our  No.  21  Drilling  Machine,  together  with  this 
Hydraulic  Compressor,  constitutes  an  equipment 
meeting  railway  bonding  requirements  with  the 
hghest  efficiency. 

The  No.  61  meets  all  ordinary  conditions — however, 
we  are  prepared  to  furnish  it  with  extra  heavy 
frame    for   special   compression    work. 

Catalog  with  full  description  of  our 
Rail  Bonds  and  Appliances  upon  ap- 
plication   at   any    one    of    our    offices. 

American  Steel  &  Wire  Company 

Cliira:.'<>.  New  York.  Worccstor.  Cleveland.  PittsburRh.  Denver. 
Export  Representative:  U,  S.  Steel  Products  Co..  30  Church 
St.,  New  York.  t^aeitic  Coast  Representative:  U.  S.  Steel 
Products  Co..    San    Francisco.    I.os    Angeles.    Portland.    Seattle. 


FROGS,  vSWITCHES,   CROSSINGS 
SWITCH-STANDS,  RAIL  BRACES 

The  Cincinnati  Frog  and  Switch  Company 

Cincinnati,  Ohi  1 


ESTABLISHED   1882 


The  Weir  Frog  Company 

Manganese    Track  Work 

Cincinnati,  O. 


Hundreds  of  Installations  of 


Folk 
Track-Work 


are  proving  it  worthy  of  your  fullest  consideration 
Let  us  figure  on  your  requirements 

The  Falk  Company,  Milwaukee,  Wis.,  U.  S.  A. 

Eastern  Representatives:  Wendell  &  MacDuffie  Co.,  New  York 
Western  Representative:  Alphonse  A.  Wigmore,  Los  An^ales 


The  Thew  Electric  Railway  Shovel 

waa  designed  after  a  thorough  investigation  of  the  work 
to  be  done.  It  is  especially  adapted  to  the  peculiar  re- 
quirements of  Electric  Railway  Companies. 

Write  for  catalog  "F"  and  list  of  Electric  Railway  Com- 
panies using  Thews. 

The  Thcw  Automatic  Shovel  Co. 

Lorain*  Ohio 


Ramapo  Iron  Works 

Main  Office,  Hillburn,  N.  Y. 
New  York  Office:  30  Church  St. 

Automatic  Switch  Stands, 
T-Rail  Special  Work, 
Manganese  Construction, 
Crossings,   Switches,  Etc. 


I 


MANGANESE   STEEL   TRACK  WORK 


FROGS,  CROSSINGS 
SWITCHES,  ETC. 
OUR  SPECIALTY 


St.  Louis  Steel  Foundry,  1560  Kienlen,  St.  Louis,  Mo. 

Owned  and   operated  by  Curti.s  &  Co.   Mfg.  Co.,   St.   Louis.         3 


TOOLS 


for  all  classes  of  electrical  construction  and  repair 

work.    Write  for  catalog. 
Mathias  Klein  &  Sons  cnj^iuion  Chicago 


50 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


Wherever  There 
Are  Steam  Plants 


you'll  find  that  Dearborn  Feed  Water  Treat- 
ment is  saving  money  and  trouble  for  the 
steam  plant  operators — year  after  year. 

Our  customers  are  numbered  by  thousands 
— we  analyze  over  8000  samples  of  feed 
water  annually — and  prepare  treatment  for  the 
special  conditions  at  each  plant,  that  prevents 
the  trouble  caused  by  the  boiler  water,  whether 
it  be  scale,  corrosion,  pitting  or  foaming. 

No  matter  in  what  section  you  may  be  lo- 
cated, we  have  a  satisfied  user  in  your  vicinity 
— we  know  we  can  prepare  treatment  that 
will  end  your  boiler  troubles. 

Send  us  a  gallon  of  your  feed  water — we 
will  analyze  and  let  you  know  the  cost  of 
proper  effective  treatment. 

You'll  save  enough  in  repairs  to  more  than 
pay   for  the  treatment. 

Dearborn  Chemical  Company 

General  Office,  Laboratory  and  Works 

Chicago 


HIGHEST    QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


Special  Track  Work 


Built  along  quality  lines  to 
withstand  long,  severe 
service. 


Switches, 

Frogs,  Crossings, 

Manganese  Centers 

New  York  Switch  &  Crossing  Co. 

Hoboken,  New  Jersey 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 

Steam  Superheaters  Mechanical  Stokers 

Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 


.ATLANTA,  Candler  Building 
BOSTON,  35  Federal  St. 
CmCWGO,  Marquette  Building 
riNClNNATI.  Traction   Building 
CLEVELAND,  New  England  Building 


BRANCH  OFFICES: 

DENVER,  435  Seventeenth  St. 
HAVANA,  CUBA,  116K  Calle  de  la  Habana 
LOS  ANGELES.  American  Bank  Building 
NEW  ORLEANS,  Shubert  Arcade 
PIIILADELPIUA,  North  American   Building 


PITTSBURGH,  Farmers'  Deposit  Bank  Building 
PORTLAND,  (JRE.,  W  ells-Fargo  Building 
S.\LT  LAKE  CITY,  313  Atlas  Block 
SAN   FRANCISCO,  99  First  Street 
SE.\TTLE,  Mutual  Life  Building 


FOSTER  SUPERHEATERS 


Greatly  Incraas* 

Efficiency  and  Fewer  of 

Steam  Turbines. 

POWER  SPECIALTY  CO. 

TrlnltyBulldlng,  111  Broadwiy 
NEW  YORK 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM.  ALA. 
Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


I.  T.  E. 

Circuit  Breakers 

for  heavy  street  railway  work  are  the 
best  obtainable.  Write  for  New  Com- 
plete  CataloKue. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


51 


Cameron  Armature  Coils 

Cameron  Commutators  have  achieved  a  remarkable 
success.  The  same  careful,  dependable  manufacture 
that  made  such  success  possible  is  behind  Cameron 
Armature  and  Field  Coils.    You  can  bank  on  them. 

Write  for 
Proposition 
and  free 
Booklet 

Cameron 
Electrical 
Mfg.  Co. 

Ansonia, 
Conn. 


U.  S.  Metal  &  Mfg.  Co. 

165  BROADWAY,        NEW  YORK  CITY 
Chicago  Atlanta 

RAILWAY  SUPPLIES 


Selling  Agents  for  Dunham  Hopper  Door  Device — Feas- 
ible Drop  Brake  Staff — Columbia  Lock  Nut — Kling  Bolts — 
Shop  Cleaner — "Texoderm" — U.  S.  Metal  Rail  Filing  Ma- 
chine. Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint 
Co.  General  Eastern  Agents  for  Hutchins  Car  Rooiing  Co. — 
Multiple  Unit  Puttyless  Skylight — Car  and  Locomotive  Jacks 
—Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  for  C  &  C  Electric  &  Mfg. 
Co.     General  Agents  for  Anglo-American  Varnish  Co. 


A  MOTOR  BURNOUT  = 

Stalled  Cars  -|- 
Costly  Repairs  -|- 
Public  Complaints  + 
Car  Out  of  Service 

The  ultimate  cost  of  a  motor  burnout  can  never 
be  correctly  estimated.  It  frightens  passengers  and 
causes  delays  besides  much  expense. 


<( 


55 


DELTABESTON 

Magnet  Wire 

Saves  this  Trouble  and  Expense 


"Deltabeston"  Magnet  Wire — insulated  with  spe- 
cially purified  asbestos — carries  the  overload  that 
burns  out  the  ordinary  cotton  covered  wire.  The 
cotton  can't  stand  the  heat.  Overloads  are  bound 
to  come — and  with  them  will  come  costly  burnouts 
unless  you  specify  "Deltabeston"  for  all  your  coils. 
Just  ask  us  to  prove  its  money-saving  value. 

D  &  W  FUSE  CO. 


71825 


Providence,  R.  I. 


A  Dollar's  Worth  of  Tape 

for  every  dollar  you  pay  for 

COLUMBIA  ^^^ 

FRICTION  TAPE  ^# 

We    carry    a    big    stock    of    both    friction    and 
rubber  tape— trades  AAA  to  XXXX 

TheW.  R.  GARTON  COMPANY 

CHICAGO 


0 


Do  Not  Scrap  Tour  Old  Coils 

Save  money  by  having  them  rejuvenated. 
An  impregnated  coil  is  far  better  than  a  new 
one   and   costs   about   40%   less. 

Write    for    our    prices. 

Federal  Electrical  Mf^*  Co. 

626  Federal  St.»  Chicago 


FORD     TRIBLOC 

A  Chain  Hoist  that  excels  in  every  feature.  It 
has  Planetary  Gears,  Steel  Parts,  3j^  to  1  factor 
of  Safety.  It's  the  only  Block  that  carries  a 
five-year  guarantee. 

FORD     CHAIN     BLOCK     &     MFG.     CO. 
142    Oxford    Street,  Philadelphia 


JACKS 


Barrett    Track    and    Car  Jacks 

Barrett     Emergency    Car  Jacks 

DufT  Ball   Bearing    Screw  Jacks 

Duff    Motor    Armature  Lifta 


The  Duff  Manufacturing  Co.,  Pittsburgh,  Pa. 


A.  G.  E.  LABOR  SAVING  MACHINES 

For  Armature  Banding,  Coil  Winding,  Taping,  Pinion  Pulling, 
Commutator  Slotting  and  Pit  Jacks,  Armature  Buggies  and 
Armature  Removing  Machines. 

Manufactured  by 

AMERICAN  GENERAL  ENGINEERING  CO. 

253  Broadway,  New  York,  U.  S.  A. 


SKYLIGHTS 

Without    packing    or    fllline    substance — Of    GLASS    and 
METAL,    ONLY  —  ABSOLUTELY    and    PERMANENTLY 
PROOF  AGAINST  LEAKAGE.     Send  for  details. 
WE  BUILD  THEM  RIGHT. 


National  Ventilating  Co., 


339  E.  26th  St.,  N.  Y. 


2,32 


([CONSERVES  energy 
and  triples  the  steam- 
ing capacity  of  your 
boilers.  Write  for  Cat- 
alog "  C." 

MURPHY     IRON     WORKS 
Detroit,     ^IVIich.     "U.S.A. 


The   MODERN   WAY   of    handlinx 

ASHES  is  by  the  PNEUMATIC 

SYSTEM 

Write  and  let  us  tell  you  all  about  it. 

GREEN  ENGINEERING  CO. 

Stecar  Building  Chicit(o,  III. 

Catalogue  8 — GECO   Pneumatic  Ash  Hand- 
ling  Systems. 
Catalogue  "H" — Green  Chain  Grate  Stokers. 


52 


ELECTRIC     RAILWAY    JOURNAL 


[February  20,  1915 


The  Need  of  the  Hour 
is  Efficiency 

This  is  the  cry  of  every  industry. 
In  yours  it  is  attained  by  using 

Sherwin-Williams 
Paints  and  Varnishes 

used  according  to  our  new  Modern 
Method  Car  Painting  System. 
Send  for  our  new  booklet,  "Effi- 
ciency the  Need  of  the  Hour."  It 
will  tell  you  how  to  attain  it  in  your 
Paint  Shop. 

The  Sherwin-Williams  Co. 

RAILWAY   SALES    DEPARTMENT 
601  CANAL   ROAD,  CLEVELAND,  OHIO  ' 


Oxweld  Acetylene  Co, 

Largest   Makers   of    Oxy-Acetylene    Welding 
and      Cutting     Equipment     in     tlie     World. 

Originators  of  the  Oxweld  Process 

Full  information  on  all  classes 
of  Welding  and  Cutting  will 
be  sent  on  request. 

Oxweld  Acetylene   Company 

CHICAGO.  ILL.  NEWARK,  N.  J. 


Repair  Shop 
Machinery 
and  Cranes 


Built  by 


NILES-BEMENT-POND  GO. 

Ill  Broadway,  New  York 

Boston  Philadelphia  Pittsburgh  Chicago 

St.   Louis         Birmingham,   Ala.  London 


^eg  US.  Pat  of"- 


P  &  B  Insulation 

For  thirty-one  years  the  Standard 

.  Weatherproof  Tape      Solid  Compounds      Baking  Varnishes 
Insulating  Compound  Air-Drying  Varnishes 

For  over  three  decades  P  &  B  Insulation  and  P  &  B 
Preservative  Paints  have  played  an  important  part  in  the 
reduction  in  cost  of  maintenance  of  electric  railway 
equipment. 

The  Standard  Paint  Company 

100  William  St.,  New  York— Boston,  Chicago 


KIN  NEAR  Steel  Rolling  Doors 
FOR  CAR  HOUSES 

Compact,  Durable,  Easily  and  Speedily  Operated  and  Fire- 
proof.     Openings  of  any  size   may   be   equipped  and  the 
doors  motor-operated  if  desired.     Manufactured  by  the 
KINNEAR    MANUFACTURING   CO.,   Columbus,   Ohio 
BOSTON  PHILADELPHIA  CHICAGO 


DIXON'S 


GRAPHITE 
WOOD  GREASE 


stops  Noise  and  Wear  in  the  Gear  Cases 
Send  for  "Wood  Grease"  Booklet  No.  108 

Made  in  JERSEY  CITY,  N.  J.,  by  the 

Joseph  Dixon  Crucible  Company 


Service  and  Durability  —  The  Test  of  Economy 

AMERICAN  VULCANIZED  FIBRE 

will  meet  both  requirements  of  this  test  if  you  will  use  it  for 
Track  Insulation, 

Write  for  our  Bulletin  "For  Safeguarding  Safety  Signal  Appli- 
ances." 

Send  us  blue  prints  of  your  fibre  parts  and  let  us  quote  you 
prices. 

AMERICAN  VULCANIZED  FIBRE  CO.,     WILMINGTON,  DEL. 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

Order  from  our  Chicago  or  Elsmere  factory,  whichever  is  nearer, 
and  delivery  will  be  made  without  delay. 

Include  an  order  for  Disfico  Horn  Insulation  for  repair  work. 


gisfte 


Elsmere,  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chicago,  III. 


February  20,  1915J 


ELECTRIC    RAILWAY    JOURNAL 


53 


SAFETY  FIRST 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


The  Car  Cash  Register 


i 


DAVTON  ELECTRIC  RAILWAY  COMPANV. 
Com.  Ha./.*>S-HM«...Q«*«rt-,**  jP^Ja-H^^^t:.... 
MOT.  N«.Vt./-J(AHE.-</j^^-^-.;y**^*i^ 

FARE  BOX 

rf?.I^r. 

U»ro 

3CEIITI 

TICRtTS 

StWTS   J 

2  3   4.  9   e 

2  3  ».s  ^ 

2  4   3.4  B 

2  4  «.-r  s 

2  4   li  1   3 

2  3  3.4   g 
2  9   &«   5 

2  5   9.Z  • 

23   t.^1 

4  5 1 3  s: 

r*  • 

0   0  0 

0   I    0 
0   2   0 

0  2   9 
0   3k 

0  0  0 
0   2   4 
0   4   4 
0   5  6 

0  T  « 

1  0   1 

1    3  Z 
1    5  3 
1   <   S 

0  0   0    0 

0  «   S     1 

£   !   i    4 

3   3   4     T 

13 

U 
6 

f  oS" 

Trip  record  card,   yi   size,  produced  on 

DAYTON  Computing 
Fare-Box  Recorder 

Hardly  a  retail  store  in  the  land  lacks  a  cash 
register.  The  daily  income  of  a  trolley  car 
on  a  busy  route  would  make  some  of  these 
stores  sit  up  and  take  notice.  Is  this  income 
worth  protecting? 

Write  for  our  trial  proposition. 

DAYTON  FARE  RECORDER  CO. 

Dayton,  Ohio 


The  JOHNSON  Registering 
Fare  Box 

— increases  fare  re- 
ceipts 2  to  15  per  cent. 
— is  the  fare  box  you 
can  rely  on  for  cer- 
tainty, accuracy  and 
economy. 

Johnson   Fare    Box 
Company 

Jackson  Blvd.  and  Robey  St. 
CHICAGO 

For  Cash  Fares     30  Church  St..  NEW  YORK      F°'  S^^sh  Fares 

and   Tickets 


Our  forty  years  of 
successful  punch  making 
are  well  demonstrated  in 
the  perfection  of  our 
product,  which  is  Stan- 
dard throughout  the 
world. 

These  punches  prove 
the  most  efficient,  be- 
cause they  operate  Quick- 
est and  easiest,  and  the 
most  economical  because 
they    wear    longest. 

Let  us  show  you  WHY. 

Funchmakers  since  '72. 

R.  Woodman  Mfg.  & 
Supply  Co. 

63  Oliver  St.,  Boston, 
Mass. 

E.  G    Long  Co.,  50  Church  St.,  New  York  City 

Eastern  Electrical  and  Export  Representatives. 


B-V 


Visible  Punches 

The  Choice  of  the  Conductor 


Let  your  old,  experienced  conductors 
— the  men  who  have  used  all  kinds 
and  makes  of  punches — choose  the 
kind  they  prefer.  Unanimously 
they'd  vote  for  B-V.  Why?  Be- 
cause the  clean-cutting  qualities  of 
the  tool  steel  dies  and  the  speed  of 
the  visible  feature  are  the  essentials 
of  quick  and  efficient  service.  Write 
for  list. 


Bonney-Vehslage  Tool  Co. 

124  Chambers  St.,  New  York 

Factory:  Newark,  N.  J. 


54 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


One  Lamp 
burned  out 
may  plunge 
a  series  lighted 
car  in  darkness 

— but  not 

if  you're 
equipped  with 


Nichols- Lintern  Selector 
Switches 

■-.'v-'j'-.-     '  ":  , 

Nothing  IS  more  annoying  to  passengers  than 

to  have  the  hghts  go  out.  It  arouses  uneasi- 
ness I  ii?  .all;  in  some,  panic.  By  simply  turn- 
ing the  knob  of  the  Nichols-Lintern  Selector 
Switch'  a  new  lamp  is  cut  into  the  ]3lace  of  the 
burned-out  one.  Light  is  restored  at  once — 
no  trouble — no  delay — no  annoyance.  Get 
details. 

The  Nichols-Lintern  Company 

Cleveland,  Ohio 

KEPRESBNTED  HY : 
William  R.  Carton,  Sales  Engr..  299  Broadwa.v.  New  York.  N.  Y. 
llfiiderson-Lee  Co.,  11-17  So.  Desplaines  St..  Cliicago.  111.  Frank 
F  llodlor,  903  Monadnock  Bldg..  San  Francisco,  Cal.  S.  I.  Wailes. 
T.(is  .ViiKclcs,  ('ill.  Allen  Gen'l  Supplies.  Ltd..  20.".  Ynng,.  St., 
Toronto,  Canada. 


Light  Weight  Steel  Seats 

.save  the  drain  on  current  at  "traffic 
peaks." 

WALKOVER 

Pressed  Steel  Seats 

give  more  room  — 
more  comfort — more 
money  value  than  any 
other  seat.  Specify 
them  for  your  new 
cars. 

Hale  and  Kilburn  Company 

New  York  Philadelphia  Chicago 


PANTASOTE 

The  National  Standard 
for  Car  Curtains  and 
Car  Upholsteiy 

AGASOTE  HEADLINING 

The  only  headlining  made  in  one  solid  piece.     Will  not 
separate,  warp  or  blister.    Waterproof  and  homogeneous. 

The  Pantasote  Company 

11  Broadway,  New  York  People's  Gas  Bldg.,  Chicago,  111. 

797  Monadnock  Bldg.,  San  Francisco,  Cal. 


Try  Journal  "  Positions  Wanted  " 
columns  for  high  grade  positions. 

Try   Journal   "  Positions    Vacant  " 
columns  for  high  grade  assistants. 


INTERNATIONAL    SPECIALTIES 
TALK  FOR  THEMSELVES 

Registers  and   Regi.'iter  Fittings,   Badges, 
Pinu-lies,  Beii  and  Trolley  Cord, 

THE  INTERNATIONAL  REGISTER  GO. 


15    SOUTH    THROOP    ST., 


CHICAGO 


IN  A  WORD 
THE  RAPID  READY  CHANGE  CARRIER 


25  -  10-  5  -     1  or  5 


enables  conductors  to  give  change 
quickly.  Passengers  can  pass  into 
car  immediately — Prevents  crowded 
platforms- — Shortens  time  at  car 
stops.  Just  what  you  need.  Price, 
$1.75. 

CHAS.  F.  ETTER 
904  N.  2nd  St..  Harrisburg,  Pa. 


company 


Direct 

Antomallc 

Regislraiion 

By  the 

Passenger 

Rooke  Aatomalie 
Register  Co. 

I'ro^  idence,  K.  I. 


The  Peter  Smith  Heater  Company  leads  the  world  on 
heating  City  and  Interurban  Electric  cars  of  all  sizes 
and  makes.  Ask  us  to  prove  this  statement.  We  have 
the  experience  back  of  us. 

PETER  SMITH  HEATER  COMPANY 

1759  Mt.  Elliott  Ave.,  Detroit,  Mich. 


Ventilation— Sanitation— Economy— Safely 

All  Combined  in 

THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Patented  September  30,  1913.  Atk  for  the  full  ttory. 

We  Also  Manufacliire  Pressed  Steel  Hot  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


G.  C.  REITER,  CANTON,  O. 


Manufacturer  of 


Car  Gongs  of  all  kinds 

Rotary  and  Single  Tap  Gongs 


"UTILITY"  Electric  Thermometer  Control 
SAVES  70%  In  Heating  Current 

UTILITY  Ventilators  Represent  the  Highest 

Efficiency-^  Various  types  to  Meet 

All  Conditions 

RAILWAY  UTILITY  CO.  Chicago  and  New  York 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


55 


The  Kalamazoo  Trolley  Wheels 


have  always  been  made  of  entirely 
new  metal,  which  accounts  for  their 
long  life  WITHOUT  INJURY  TO 
THE  WIRE.  Do  not  be  misled  by 
statements  of  large  mileage,  because 
a  wheel  that  will  run  too  long  will 
damage  the  wire.  If  our  catalogue 
does  not  show  the  style  you  need, 
write  us— the  LARGEST  EXCLU- 
SIVE TROLLEY  WHEEL 
MAKERS  IN  THE  WORLD. 


THE    STAR    BRASS    WORKS 

KALAMAZOO,  MICH.,  V.  S.  A. 


"Correctly  Balanced" 
More- Jones  Trolley  Wheels 

By  original  methods  we  insure  a  precision  of  balance  in 
trolley  wheels  when  they  are  cast,  without  using  "rapped" 
molds.  This  perfect  balance  results  in  minimizing  arcing 
troubles,  insuring  long  life  of  wheels  even  under  highest- 
speed  conditions.  Made  in  48  styles  and  sizes  to  fit  all 
harps.  Highest  quality  of  metal  and  precision  machining 
insure  superior  construction. 

The  high  standing  MORE-JONES  Wheels  enjoy  with  lead- 
ing trolley  companies  should  induce  you  to  make  an  in- 
vestigation. 

More-Jones  Brass  &  Metal  Company 

St.  Louis,  Mo. 


Whether  the  Fire  Causes  the 
Arc  or  the  Arc  Causes  the  Fire 

Pyrene  protects  you.  Broken  wires  and 
imperfect  contacts  often  start  serious 
fires.  And  fire  in  railway  power-houses 
by  attacking  insulated  cables  sets  up 
"shorts"  resulting  in  furious  arcs.  But — 
arc  or  fire — 


There  is  Safety  in 


FIRE  EXTINGUISHER 


//  Gets  Both 


Pyrene  has  in  actual  emergency  service 
extinguished  arcs  of  a  potential  as  high 
as  66,000  volts.  The  high  dielectric 
strength  of  Pyrene  broke  the  arc  and  pro- 
tected the  operator.  A  few  seconds  use 
of  Pyrene  extinguishes  the  most  intense 
flame  or  arc.    Write  for  data. 


Pyrene  Manufacturing  Co.,  1 358  Broadway ,N.Y. 

Offices  in  all  large  cities 

Distributors   to    Electrical    Trade:     Western    Electric    Co. 

Pacific   Coast   Distributors:     Gorham    Fire   Apparatus   Co. 

San  Francisco  Los  Angeles  Seattle 

Canadian    Distributors:     May-Oatway    Fire    Alarms,    Ltd. 

Winnipeg  Toronto 

Distributors    for    Great    Britain    and    the    Continent: 

The  Pyrene  Co.,  Ltd.,  19-21  Great  Queen  St.,  London,  W.   C. 

7197 


f-  KSMM^  Z'it?i%'$t  FUSES  4 


^'^V 


y/?s: 


SAFETY  FIRST-ECONOMY  NEXT 

Non-renewable  fuses  are  an  expense.     A  good,  renewable  fuse  is  an  investment. 
The  only  good  Renewable  Fuse  on  the  market  is  marked  "Economy" 

Write  for  Catalog  No.  2  and  Bulletin 

ECONOMY  FUSE  &  MFG.  COMPANY,    KINZIE  AND  ORLEANS  STS.,  CHICAGO 


Efficiency 

^   A  WASSON 

Economy 

-jj^               TROLLEY  BASE 

Safety          . 

^^     Soon  Pays  for  Itself 

P^           Order  One  Today 

and  Convince  Yourself 

1             ^§ 

WASSON  ENGINEERING  &  SUPPLY  CO. 

MILWAUKEE,  WISCONSIN 

-                 — ■■ = J 

Railway  Headlights] 

Used  by  153  Railroads 


See  Our  Full   Page 
Advertisement  in 
February  6th  issue 

ssF-sterlinf:^ 

Indianapolis 


The  Eclipse  Railway  Supply  Co. 
CLEVELAND,  OHIO 

Manufacturers  of  the 

ECLIPSE  LIFE  GUARD  ECLIPSE  WHEELGUARD 

ECLIPSE  TROLLEY  RETRIEVER  ACME  FENDER 


SIMPLEX 
Roller  Bearing  Trolley 


BasF" 


most  economical.    Tens!  m  INCREASES  as  pole 
eoes  UI",  decreases  as  pole  comes  DOWN. 
No  more  bent  poles  or  knocked  down  wires. 
Full  particulars  from 

THE  TROLLEY  SUPPLY  CO. 

Canton.  Ohio 


96 


ELECTRIC     RAILWAY    JOURNAL 


[February  20,  1915 


Our  Idea  of  Service 


When  a  road  ties  up  to  our  service,  we  tie 
up  to  that  road.  Our  service  begins  with 
a  study  of  operating  conditions.  We  learn 
what  is  needed  in  the  way  of  brake  shoes. 
Usually  we  have  suitable  types  of  shoes  and 
heads  already  designed.  If  not,  we  make 
a  special  design.  After  the  cars  are  fitted 
we  follow  up  our  customers  and  see  to  it 
that  our  brake  shoes  serve  them  right.  Our 
customers  find  that  our  service  pays.  Let's 
get  together. 

American  Brake  Shoe  &  Foundry  Co. 
MAHWAH,  N.  J. 

30  Church  St.,  New  York     McCormick  Bldg.,  Chicago 

71608  4 


No  Lubrication 


Universal  Trolley  Wheel 

It  lubricates  itself.  Large  grease  cups  in 
the  hub  provide  lubricant  as  long  as  the 
wheel  lasts,  and  some  of  our  users  tell  us 
that  its  life  is  twice  as  long  as  many. 

Built  with  a  special  harp,  contact  spring, 
bushing  and  pin,  that  all  make  a  saving  in 
time  and  cost. 
THE  PRICE  WILL  INTEREST  YOU. 

The  Universal  Trolley  Wheel  Co. 

Northampton,  Mass. 

AUTOMATIC  VENTILATOR  CO.,  Sales  Agent 

2  Rector  Street,   New  York  City 


9484 


1915  "Bound  Brook"  Bushings  are  made  like  this 

I  Trade  Mark  Reg.  V.  S    Tat.  Off. 

for  your  protection 


Genuine  "Bound  Brook"  Bushings  insure 
you  minimum  trolley  wheel  cost.  Our  mil- 
lion-a-year  sales  are  the  well-earned  reward 
of  quality  service.  Be  sure  you  get  this 
service. 

All   Genuine   Graphited   "Oilless    Bearings'' 
have   always   been   made   at   Bound   Brook, 
X.  J.,  in  the  United  States  of  America. 
Specify  "Bound  Brook" 


Graphite  Lubricating  Co.,  Main  and  John  Sts.,  Bound  Brook,  N.  J. 


7252 


"Watch  Your  Step" 

If  it  has 

Universal  Safety  Tread 

on  it 

Proceed  in  Safety. 

If  Not 

Be  Careful 

Universal  Safety  Tread  Co.,  Waltham,  Mass. 


New  York 


Philadelphia 


ChicaHo 


MASON     SAFETY     TREADS— preyent     «11bd1iik    »nd    tliu»    •!>- 
Tiate  damaKe  suits. 
KARBOLITH    CAR    FLOORING— for    steel    can    Is    unlUiT. 

fireproof  and   lidlit  In   weight. 

STANWOOI)    STEPS— are   non-sllpplni!  and   self-cleanlnil. 

AbOTe    products    are    used    on    all    leadlDK    Railroads,       For    detalla 
address 

AMERICAN  MASON   SAFETY   TREAD    CO. 
Main  Offices :      Branch  Offlces  t  Boston.   New  York  City,  Chicago.  PblU- 
Lowell,  Mass.  delphla,  Kansas  City,  Cleyeland.  St.  Lonia. 


UNION  SPRING  &  MANUFACTURING  CO. 

SPRINGS    COIL  AND  ELLIPTIC 
M.  C.  B.  Pressed  Steel  Journal  Box  Lids 

General  Office,  Oliver  Bldg.,  PITTSBURGH,  PA. 
Worka:  New  Kenaington,  Pa. 

149  Broadway,   New   York.  1204   Fisher   Bldg.,  Chicago,   111. 

Missouri   Trust   Bldg.,   St.    Louis,   Me. 


February  20,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


57 


Allis  -  Chalmers  Type 
"C"  Engineers'  Valves 
and  OB-4  Governors 
will  reduce  your  air- 
brake maintenance  ex- 
pense. Write  for  bulle- 
tins. 


AUis-Chalmers  Manufacturing  Company 

Milwaukee,  Wisconsin 

For  all  Canadian  Business  refer  to  Canadian  Allis-Chalmers,   Ltd.,  Toronto,  Ont.,  Canada 

(  H.  I.  Keen 732  Salisbury  House,  London  Wall,  E.  C,  England 

Offir^e      in      Air  Fopvinn  I  Mark  R.  Lamb Huerfanos  1157,  Casilla  2653,  Santiago,  Chile 

„,  .^  „        rureign  ;  Herbert  Ainsworth Johannesburg.   South  Africa 

Principal    Cities  Representatives  American    Trading   Co., 

I-  Representatives  In  China,  Japan,  South  America  and  Philippine  Islands 


Getting  the  Most  out  of  Brakes 

^        Most  mileage — most  safety — most  ease  of  handling — most  economy 
— these  and  other  direct  returns  accrue  from  the 

S-W  BRAKE  AUTOMATIC  SHIM 
SLACK  ADJUSTER 

It  is  simple  and  positive  in  action — the  shims  take  up  the  slack  as 
shoes  wear.  An  emergency  always  makes  it  act.  It  cuts  out  pit- 
work  at  the  car  barn.    WRITE  FOR  THE  BULLETIN. 

The  Sauvage-Ward  Brake  Co.,  Inc. 

Whitehall  Building,  New  York 


"Hard  Service" 

Railway  Motor  Gears  and  Pinions 

have  for  years  consistently  represented 
SUPERIORITY,  and  appeal  to  the  man 
who  considers  EFFICIENCY  as  well  as  first 
cost.  Supplied  in  four  grades :  Standard, 
Special,   Treated,  Hardened. 

THE    VAN    DORN   &   DUTTON    CO. 

Gear  Specialists 
CLEVELAND  (Sixth  City) 


NEW  YORK 


LOS  ANGELES 


SAN  FRANCISCO 


TPt' 


THE  SAVING  BY  THE  USE  OF 

TULC 

EQUALS 


{ 


THE  COST  OF  WASTE 

COST  OF  ARMATURE  REPAIRS 

ONE-HALF  OF  THE  COST  OF  BEARINGS 

CLEAN— EASY  TO  HANDLE— READY  TO  INSTALL 


58 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


CHLIGHT 


FOR  SALE 

10—42'     Kuhlman     fnterurban    Cars,    Baldwin    Trucks,    4 
West.   121    Motors. 

30— Brill    20'    Closed    Cars,    G.E.    1000    Motors,    Brill    21-E 
Trucks. 

2 — Jackson   and   Sharp   18'   Bar   Bodies. 
20— Jones  20'  Closed  Cars,  G.E.  52  Motors,  Bemis  Trucks. 

10— Wason  10  Bench  Open  Cars,  G.E.  1000  Motors,  BemIs 
Trucks. 

5 — Brill    10   Bench    Open   Cars,    West.    12A    Motors,    Brill 
21 E  Trucks. 

8 — Brill  14  Bench  Open  Cars,  West.  56  Motors,  Brill  22- E 
Trucks. 

4 — Brill  30'  Express  Cars,  Brill  22-E  Trucks. 

9 — Brill  30'    Express  Cars  complete,  4   G.E.   1000  motors, 
AA-1  Air  Brakes,  Brill  27-G  Trucks. 

8 — Brill    22'    Closed    Cars,    West.    68    Motors,    Peckham 
Trucks. 

1 — Jackson  and  Sharp  20'  Car  Body. 
20 — G.E.  80  Railway  Motors  complete. 
12 — G.E.  54  Railway   Motors  complete. 
60 — G.E.  1000  Railway   Motors  complete. 
60 — G.E.  800  Railway  Motors  complete. 
40 — West.  12A  Railway  Motors  complete. 
32 — West.  49   Railway   Motors  complete. 

8 — West.  38B  Railway  Motors  complete. 
10 — West.  •112  Railway  Motors  complete. 

4 — West.  68-C  Railway  Motors  complete. 

4 — West.  68  Railway  Motors  complete. 
12 — G.E.  73   Railway   Motors  complete. 
24 — G.E.  87  Railway  Motors  complete. 
20 — G.E.  57  Railway  Motors  complete. 

3 — West.  101 -B2  Armatures,  brand  new. 

3 — West.  93-A2  Armatures,  brand  new. 

3 — West.  93A  Armatures,  brand  new. 
22 — G.E.  80  Armatures,  brand  new. 

2 — G.E.  87  Armatures,   brand  new. 

2 — G.E.  73-C  Armatures,  brand  new. 

4 — G.E.  67  Armatures,  brand  new. 
18 — G.E.  57  Armatures  (second-hand),  two  turn. 
30 — G.E.  57  Form  A   Motor  Casings. 
22 — K6  Controllers. 
44 — K11  Controllers. 
28 — K2  Controllers. 
62 — K10  Controllers. 
30 — K14  Controllers. 
28 — B29  Controllers. 

2— Sets  Brill  27G  Trucks,  4'  6"  wheel   base. 

6 — Brill  21E   Trucks,  7'  6"  and  8'   wheel   base. 
10 — Dupont  Trucks,  7'  6"  wheel  base. 

All  of  the  above  apparatus  Is  In  first  class  condition  for 
Immediate  service.      For  further  particulars  apply  to 

W.  R.  KERSCHNER  CO.,  Inc.,  Skw  york^'S?',?: 


MACGOVERN  AND  COMPANY, 

INC. 

FRANK  MACGOVERN,  Pres.  &  Gen.  Mgr. 

114  LIBERTY  STREET  NEW  YORK  CITY 

'Phone,  3375-3376  Rector 

60  CYCLE  ROTARY  CONVERTERS 

2—1000  KW.  Gen.  Elec,  type  HC,  6  phase,  360  RPM.,  form  P, 
600  volts  DC,  with  AB-BI  Transformers,  2300  V.  pri- 
mary;  also  switchboard  panels  and  instruments. 

2—  500  KW.  Gen.  Elec.,  type  HC,  form  P,  6  phase,  12  pole, 
600  RPM.,  575  volts  DC,  with  AB-BI  Transformers, 
2300  V.  primary;  also  switchboard  panels  with  instru- 
ments. 

IMMEDIATE    DELIVERY. 

THIS    IS    OF    NECBSSITY    ONLY    A    PARTIAL    LIST- 
SEND   FOR  CATALOG 


An  Unusual  Bargain 

One  double  truck,  single  track  snow  plow, 
length  over  all  40  ft.,  width  8'6",  height 
lo'g",  truck  centers  i3'8"  wheel  base  4'. 
Plows  raised  and  lowered  by  hand  or  com- 
pressed air. 

Equipped  with  two  K-14  controllers,  rheo- 
stats and  cable,  one  main  reservoir,  brake 
cylinder  and  brake  valves,  air  cylinders  and 
valves  for  operating  plows. 
Price  $1,000,  F.O.B.  Rensselaer,  New  York. 

Albany  Southern  R.  R.  Co. 

Rensselaer,  N.  Y. 


COMPLETE  ARMATURES   FOR   SALE 

FOR     ALL     THE     STANDARD 
STREET    RAILWAY    MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

America's  Craatast  Repair  Works 

CLEVELAND    ARMATURE  WORKS,   Cleveland,   0. 


FOR  SALE 


Two  SnOw  Plows:  One  Sprinkler:  Cars,  Motors,  Ralls, 
Generators.  Everything  for  Track,  Rolling  Stock,  Power 
Plant  bought  and  sold.     Send  us  your  requirements. 

Write  for  our  Lists  and  Catalogs. 

Railway  &  Power  Equipment  Co. 

Charles  F.  Johnson     P.  O.  BoxtSS    EllicottSq.,  Buffalo,  N.  Y. 


Big  Results 
from  Little  Ads 

The  advertisements  in  the  Searchlight  Section  are  constantly 
bringing  together  those  who  buy  and  sell,  rent  and  lease  or  ex- 
change. They  convert  idle  commodities  into  useful  cash,  idle 
cash  into  useful  commodities,  and  that  which  you  have  but  don't 
want  into  that  which  you  want  but  don't  have.  The  cost  is  a  trifle, 
the  results  considerable. 

Get  your  Wants 
into  the  Searchlight 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


59 


cHLicm;  sEcriQij 


1 


150  K.W.  Motor  Generator  Set 

1 — 220  H.P.,  3  phase,  60  cycle,  2080  TOlt,  614  B.P.M..  General  Elec- 
tric Induction  motor,  direct  coupled  to  150  K.W  General  Electric, 
550  TOlt,  CLB,  compound  wound  generator.     loatant  sblpment. 

Booster  Set 

Generator — West'gh'se  70  E.W.,  350  Tolt,   :!00  amp.  series  wound. 
Motor— West'gh'se  105  H.P.,  575  TOlt,  950  R.P.M..  type  "SA"  sbunt 
wound. 

Complete  with  coupling  and  pauel. 

60  Cycle,  Rotary  Converters 

2 — General  Electric  1000  K.W.,  600  v.,  360  R.P.M..  type  "HC,"  comp. 
wound,  6  phase.  Complete  with  air  cooled  2300  v.  trans.,  react- 
ances and  panels. 

2 — General  Electric  500  K.W.,  575  TOlt,  600  R.P.M..  type  "HO,"  comp. 
wound,  6  phase.  Complete  with  air  cooled  trans..  2300  t.  react- 
ances and  panels. 


1 — 300  K.W.  WesUngbouse,  600  volt  D.C..  37U   rolt  A.O.,  600  B.P.U. 

with  oil  cooled  G.E.  trans.  11,000  v.  primary 
1 — 200  K.W.  Westinghouse,  600  yolt  D.O..  370  volt  A.O..  720  R.P.M. 
Also  following  transformers; 

3 — 125  K.W.  G.E.  2400  volts  prim.,  370  volts  see. 
6 — 75  K.W.  Ft.  Wayne,  10,000-9000-185-370  T. 
8—175  K.W.  Stanley,  10,000-2300  volts. 

25  Cycle,  Rotary  Converters 

1 — 500  K.W.  General  Electric,  3  phase,  25  cycle,  600  volt  D.C..  870 

volt  A.C.,  375  R.P.M. 
2—300  K.W.  Genl.  Elect.,  3  ph.,  25  cycle,  760  R.P.M.,  600  volts. 
1 — 250  K.W.  Genl.  Elect.,  3  ph.,  25  cycle,  500  R.P.M.,  800  volts. 

Can  also  furnish  transformers — all  voltages. 

Railway  Car  Equipment 

S — West.   112  Motors,  75  H.P..  newly  rewound. 

5 — Type  M,  Single  End  Control  for  4  motors,  75  H.P.  ea. 

2 — K.  14  controllers. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ROOM  302 
'Phone  Rector  4337-4338-4339 
SEND  FOR  CATALOG— JUST  OUT 
ENGINES— BOILERS— MOTORS— CONDENSERS— ETC. 


New  York 


CARS 

FOR 

SALE 

OPEN  and  CLOSED 
MOTOR  and  TRAIL 

Write   for   P 

ice   and    Full    Particulars   to 

ELECTRIC 

Commonwealth  BIdg. 

EQUIPMENT    CO. 

Philadelphia,  Pa. 

When    writing    to    Advertisers    in    this    pub- 
lication   you    will    confer    a     favor    on    both 
publisher    and    advertiser    by    mentioning    the 
Electric  Railway  Journal 


POSITIONS  WANTED 


CAR  painter — A  competent  and  thoroughly  all 
around  mechanic,  who  is  desirous  of  making 
a  change  wants  position.  Best  of  experience, 
good  worker,  efficient  in  handling  men,  or 
will  work  under  good  foreman,  desirous  of 
making  change.  Can  give  good  recommenda- 
tion from  past  and  present  employers.  Box 
678,   Elec.  Ry.  Jour. 

ELECTRICAL  engineer  and  superintendent, 
technical  graduate,  with  15  years'  practical 
experience,  engineering,  construction  and 
operation;  railway,  lighting  and  power  sys- 
tems. Xow  with  large  company,  desires 
change.  Al  references.  Box  692,  Elec.  Ry. 
Jour. 

EXPERIENCED  man  wishes  to  change  posi- 
tion. Has  qualified  as  general  superintend- 
ent, superintendent,  constructing  and  oper- 
ating engineer.  Age  45,  24  years'  experi- 
ence. Identified  with  two  very  large  and 
conspicuous  engineering,  constructing  and 
operating  developments.  First — Hydro-elec- 
tric, transmission,  transformation  and  dis- 
tribution, 8  years.  Second — High  tension, 
transmission,  transformation  for  large  elec- 
tric railway,  6  years.  Now  holding  a  very 
important  position  with  one  of  the  largest 
tlluniinating  companies.  Specially  qualified  to 
handle  engineering,  construction,  mainte- 
nance, and  oi>eration  of  an  extensive  trans- 
mission and  distribution  system,  either  for 
railway  or  lighting  purposes.  Very  success- 
ful on  organization,  efficiency  and  economy, 
.'Nixteen  years'  record  as  a  producer  of  re- 
sults. References,  present  and  past  employ- 
ers,    r.ox  656,  Elec.   Ry.  Jour. 


EXPERIENCED  man,  age  32,  wishes  to  change 
position,  any  location.  At  present  employed 
as  assistant  super  in  tende'it  transportation. 
Twelve  years  present  employer.  Thoroughly 
experienced  on  time  tables,  and  general  trans- 
portation duties.  Al  references.  Box  685, 
Elec.   Ry.   jour, 

HUSTLING  young  manager  of  electric  rail- 
way and  light  companies  open  for  engage- 
ment immediately.  Experience,  references, 
etc.:  will  pass  Missourian  investigation,  Es- 
peciallv  able  on  public  policy.  Box  690, 
Elec.    Ry.   Jour. 


MA.STER    mechanic    open    for    immediate    en- 
gagement.    Long  experience,  reliable  and  un- 
ueslioned    ability.        Best    references.       Box 
■'^A,  Elec.    Ry.   Jour. 

POSITION  wanted  by  a  man  who  has  had 
18  years'  experience  as  superintendent  and 
roadmaster  and  constructing  street  car  lines. 
Best   references.      Box    691,    Elec.    Ry.    Jour. 


ADVERTISING  RATES 

Positioiu   Wanted,  ^  Evenins  Work  Wantecl, 

2  cents  a  word,   mintmum  charge  30   centi  an 
insertion,  payable  in  advance. 

Positions  Vacant.  Salesmen  Wanted,  Agencies, 
all  undisplayed  Mitcetlaneous  ads.  Machinery  and 
Plants  For  Sale  (with  onel  ineof  display  headins), 

3  cento  a  word,  minimum  charge  $  1 .30  an  insertion. 

AIladvcrtisemeDbforbids  cost  $2,40  an  inch. 

Advertisemento  in  display  type  cost  as  foUowi 
(or  single  insertions: 

T-16page,  $5.00  I  in.  single  col.,  $3.00 

1-6  page,      10.00  4  in.  single  col.     11.60 

I  -4  page.     20.00  8  in.  single  col.    22.40 

In  replying  to  aJoertisemenU,  send  copk*  o/ 
tettimoniaU,  etc, ,  instead  of  originals. 


POSITIONS  WANTED 


PRACTICAL  engineer,  many  years'  experi- 
ence, seeks  position  as  General  Supt.,  supt. 
motive  power  or  master  mechanic;  wide  ex- 
perience all  branches  both  mechanical  and 
electrical  from  power  house  to  track^  includ- 
ing operation;  expert  in  car  design  and 
maintenance;  best  references.  Box  662, 
Elec.   Ry.  Jour. 

STOREKEEPER,  thoroughly  acquainted  with 
all  electric  railway  material  and  accounts, 
desires  change.  Can  cut  the  mustard  in  re- 
gard to  efficiency  and  economy.  Box  674, 
Elec.    Ry.   Jour. 

WANTED — A  position  as  barn  foreman  or 
master  mechanic  of  a  road  of  about  75  cars. 
Strictly  sober ;  1 5  years*  experience  in  re- 
modeling old  cars;  also  equipping  new  cars. 
Can  give  past  and  present  references.  Can 
come  at  once.      Box  682,  Elec.    Ry.  Jour. 

\VIRF:MAN — Experienced  on  all  types  of 
equipment  and  cars.  Old  and  new  work. 
Have  also  general  car  barn  experience. 
Armature  winding.  Can  you  use  me?  Box 
686,   Elec.    Ry.  Jour. 

YOUNG  man  desires  position  as  auditor  ot 
electric  railway  company.  At  present  so 
employed.  Best  of  references.  Box  679, 
Elec.    Ry.    Jour. 


POSITIONS  VACANT 


WANTED — Bookkeeper,  young  man,  to  take 
charge  of  set  of  books  of  street  railway 
company ;  must  have  had  previous  experi- 
ence and  be  able  to  furnish  satisfactory 
references.  Give  both  in  application.  Ad- 
dress  Box  668,  Elec.   Ry.  Jour. 

WANTED — A  thoroughly  reliable  and  compe- 
tent general  freight  and  passenger  agent.  A 
good  opening  for  one  thoroughly  posted  in 
all  details  of  the  passenger  traffic  business 
with  some  knowledge  of  freight  traffic.  Loca- 
tion, Middle  West.  Give  full  information 
regarding  experience,  standing  and  salary 
desired.     Address  Box  681,  Elec.   Ry.  Jour. 

MISCELLANEOUS 


Car  Heaters  Wanted 

Wanted — -About  twenty-five  used  hot  water  car 
heaters.  Must  be  in  cood  condition.  Address 
Box  688,   Elec.   Ry.  jour. 


FOR  SALE 


Chestnut  Poles  For  Sale 

We  furnish  A,  B,  C  and  E  grades  in  any 
length,  20'  to  75'  and  stubbs,  chestnut  poles 
and  R.R.  ties,  locust  posts  and  hardwood 
lumber  and  timbers.  A  good  stock  of  poles 
on  hand.  Can  make  prompt  shipments.  Ad- 
dress Lewis  Lumber  Co.,  Relief,  N.  C. 

For  Sale — Cheap — Electric  Heaters 

110  volts,  or  can  be  used  five  in  series  for  550 
volts.  Used,  but  in  good  condition.  In- 
quire Purchasing  Department,  Empire  United 
Railways,  Inc.,  112  West  Genesee  Street, 
Syracuse,    N.    Y. 


25-Ton8  6"  HIGH  "T"  RAILS 

POLES  AND  PILING 


NEW  CYPRESS. 


PRICES  LOW. 


New  and  Relaying  Rails, — Equipment— 

Tanks— Etc. 


m 


(Accountants  to  Conduits) 


[February  20,  1915 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  ,;oo  different  products  are  here  listed. 

The  Alphahetical  Index  (see  eighth  page  following) 
gives  the  page  number  of  each  advertisement. 

As  far  as  possible  advertisements  are  so  arranged 
that  those  relating  to  the  same  kind  of  equipment  or 
api)aratus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
being  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Accountants. 
Greims  Corporation,   H.  E. 

Acetylene  Service. 

Prest-0-L,ite  Co.,  Inc.,  The. 

Advertising,  Street  Car. 
Collier,    Inc.,    Barron   G. 

Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Anchors,    Guy. 
Garton   Co.,   W.   R. 
Johns-Manville  Co.,  H.   W. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Automobiles    and    Busses. 
Brill  Co.,   The  J.   G. 

Axle    Stralghteners. 
Columbia  M.   W.   &  M.    I.   Co. 

Axles. 

Brill  Co..   The  J.   G. 

Cambria  Steel  Co. 
Carnegie  Steel  Co. 
Cincinnati  Car  Co. 
National   Tube  Co. 
Niles  Car  &  Mfg.  Co. 
St.  Louis  Car  Co. 
Standard  Motor  Truck  Co. 
Standard   Steel   Works   Co. 
U.  S.  Metal  &  Mfg.  Co. 
Westinghouse  Elec.   &  M.   Co. 

Babbitting    Devices. 
American    General    Eng'g    Co. 
Columbia  M.   W.   &   M.   I.    Co. 

Badges  and  Buttons. 
International  Register  Co. 
Western  Electric  Co. 
Woodman  Mfg.  &  Sup.  Co.,  R. 

Bankers   and    Brokers. 
Halsey    &   Co.,    N.    W. 

Batteries,    Dry. 
Johns-Manville   Co.,   H.    W. 
Nungesser    Carbon    &    Battery 

Co. 
Protective  Signal  Mfg.   Co. 
Western  Electric  Co. 

Batteries,    Storage. 
Electric    Storage    Battery    Co. 
Esterline   Co. 
Western  Electric  Co. 

Bearings  and    Bearing    Metals. 
American   General   Eng'g  Co. 
Columbia  M.   W.   &  M.    I.   Co. 
General   Electric   Co. 
Long  Co.,  E.  G. 
More-Jones  Brass  &  Metal  Co. 
St.  Louis  Car  Co. 

Bearings,    Ollless,    Graphite, 
Bronze  cS.  Wood. 
Graphite  Lubricating  Co. 

Bearings,  Roller  and   Ball. 
Railway  Roller  Bearing  Co. 

Bells  and    Gongs. 
Brill  Co.,   The  J.   G. 

Electric  Service  Supplies  Co. 

Ohio  Signal  Co. 

Protective  Signal  Mfgr.  Co. 

Reiter,  G.  C. 

St.  Louis  Car  Co. 

Trolley  Supply  Co. 

Western  Electric  Co. 

Benders,    Rail. 
Nlles-Bement-Pond    Co. 

Blow  Torches  for  Soldering  and 
Brazing. 
Prest-O-Llte  Co.,  Inc.,  The. 

Blowers. 
General   Electric   Co. 
Westinghouse   Elec.   &  M.   Co. 

Boiler   Cleaning    Compounds. 
Dearborn  Chemical  Co. 
Johns-Manville  Co.,  H.  W. 

Boiler  Coverings. 
Johns-Manville  Co.,  H.  W. 


Boiler   Graphite. 
Dixon  Crucible  Co.,  Jos. 

I  Boiler  Tubes. 

National  Tube  Co. 

j  Boilers. 

Babcock  &  Wilcox  Co. 

Bond  Clips. 
Electric  Railway  Imp.   Co. 

Bond   Testers. 
American  Steel  &  Wire  Co. 

Bonding  Apparatus. 
Prest-O-Lite  Co.,  Inc.,  The. 

Bonding  Tools, 
American  Steel  &  Wire  Co. 
Electric   Railway  Imp.    Co. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 
Prest-O-Lite  Co.,   Inc.,  The. 

Bonds,    Rail. 
American  Steel  &  Wire  Co. 
Electric  Railway  Imp.    Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,   W.  R. 
General   Electric   Co. 
Johns-Manville    Co.,    H.    W. 
Ohio  Brass  Co. 
Roebling's   Sons   Co..   John  A. 
Western  Electric  Co. 

Book   Publishers. 
McGraw-Hill  Book  Co..   Inc. 

Boring  Tools,   Car  Wheel. 
Niies-Bement-Pond    Co. 

Braces,    Rail. 
Kllby  Frog  &  Switch  Co. 
Weir  Frog  Co. 

Brackets  and  Cross  Arms.  (See 
also  Poles,  Ties,  Posts,  Pll- 
Ing  and   Lumber.) 

American  Bridge  Co. 
Creaghead    Engineering   Co. 
Electric  Railway  Equip.  Co. 
Electric    Service    Supplies   Co. 
Llndsley  Bros.  Co. 
Ohio  Brass  Co. 
Western  Electric  Co. 

Brake   Adjusters. 
Anderson  Bralte  Adjuster  Co. 
Sauvage-Ward    Brake    Co. 

Brake  Shoes. 
American  Brake  S.  &  Fdy.  Co. 
Bai'bour-Stocltweli  Co. 
Brill   Co.,    The   J.   G. 
Columbia  M.   W.   &  M.   I.   Co. 
Long   Co.,    E.   G. 
St.  Louis  Car  Co. 

Brakes,      Brake      Systems     and 
Brake    Parts. 
Allis-Chalmers   Mfg.   Co. 
Anderson  Brake  Adjuster  Co. 
Brill  Co.,  The  J.  G. 
Columbia  M.   W.   &  M.   I.    Co. 
General   Electric   Co. 
Long  Co.,   E.   G. 
McGuire-Cummings    Mfg.    Co. 
National  Brake  Co. 
National  Brake  &  Electric  Co. 
St.  Louis  Car  Co. 
U.   S.   Metal  &  Mfg.   Co. 
Westinghouse    Air    Brake    Co. 

Bridges  &  Buildings. 
American  Bridge  Co. 

Brazing.     (See    Welding.) 

Brooms,  Track,  Steel  or  Rattan. 

Pa.N-son  Co..  .7.  W. 
Western  Electric  Co. 

Brushes.    Carbon. 
Dixon    Crucible   Co.,   Jos. 
General    Electric   Co. 
Jeandron,    W.    J. 
LeCarbone  Co. 
Morgan  Crucible  Co. 
Nungesser    Carbon    &    Battery 

Co. 
Western  Electric  Co. 
Westinghouse  EHec.  &  M.  Co. 


Bumpers,   Car  Seat. 
Elastic  Tip  Co. 
Electric    Service    Supplies    Co. 
Imperial    Rubber   Co. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &   Rubber  Co. 

Bunkers,  Coal. 
Anieiican  Bridge  Co. 

Bushings,   Fibre. 
Diamond    State    Fibre    Co. 

Bushings,  Graphite  &  Wooden. 
Graphite  l^ubricating  Co. 

Bushings,   Rubber. 
Imperial   Rubber  Co. 

Buttons.  (See  Badges  and 
Buttons.) 

Cables.    (See  Wires  and  Cables.) 

Carbon  Brushes.  (See  Brushes, 
Carbon.^ 

Car  Equipment.  (For  Fenders, 
Heaters,  Registers,  Wheels, 
etc.,  see  those  Headings.) 

Car  Trimmings.  (For  Curtains, 
Doors,  Seats,  etc.,  see  those 
Headings.) 

Cars,     Passenger,    Freight,    Ex- 
press,   etc. 
American  Car  Co. 
Brill   Co.,    The  J.    G. 
Cambria  Steel  Co. 
Cincinnati    Car    Co. 
Jewett  Car  Co. 
Kuhlman  Car  Co.,   G.  . 
NUes  Car  &  Mfg.   Co. 
St.  Louis  Car  Co. 
Wason  Mfg.  Co. 

Cars,    Prepayment. 
Prepayment   Car  Sales  Co. 

Cars,   Self-Propelled. 
Electric    Storage    Battery    Co. 
General  Electric  Co. 
Internal  Combustion  Loco.  Co., 
Inc. 

Castings,    Composition    or    Cop- 
per. 
Anderson  M.   Co.,  A.   &  J.,  M. 

Castings,    Gray    Iron    and    Steel. 
.\merican  Bridge  Co. 
American    B.    S.    &    Fdry.    Co. 
American    General    Eng'g    Co. 
Columbia  M.   W.   &  M.   I.   Co. 
Falk  Co. 
Long  Co.,  E.  G. 
St.  Louis  Car  Co. 
St.   Louis   Steel  Fdry.   Co. 
Standard   Steel  Works   Co. 
Union  Spring  &  Mfg.  Co. 

Castings,    Malleable   and    Brass. 
American  B.  S.  &  Fdry.   Co. 
American    General    Eng'g    Co. 
Long  Co.,    E.   G. 
St.  Louis  Car  Co. 

Catchers    and     Retrievers, 
Trolley. 
Eclipse  Railway  Supply  Co. 
Electric    Service    Supplies    Co. 
Long  Co..  E.  G. 
Ohio  Brass  Co. 
Trolley    Supply   Co. 
Wasson   Engrg.   &  Supply  Co. 
Wood   Co.,   C.   N. 

Celling,    Car. 
Pantasote  Co. 

Change  Carriers. 
Chas.  F.  Etter. 

Circuit    Breakers. 
Cutter  Electrical  &  Mfg.   Co. 
Garton    Co..    W.    R. 
General    Electric    Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 


Clamps  and  Connectors,  for 
Wires    and    Cables. 

American    General    Eng'g    Co. 

Anderson   M.    Co.,   A.   &  J.   M. 

Electrical  Engineers  Equip- 
ment  Co. 

Electric    Service    Supplies    Co 

General    Electric    Co. 

Klein  &  Sons.  M. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse   Elec.   &   M.   Co. 

Cleaners  and  Scrapers,  Track. 
(See  also  Snow-Plows, 
Sweepers    and     Brooms.) 

Brill  Co.,   The  J.    G. 

Cincinnati    Car   Co. 

Ohio  Brass  Co. 

Van  Dorn  &  Dutton  Co. 

Western  Electric  Co. 

Cleats,    Car   Wiring. 
General   Electric  Co. 

Clusters    and    Sockets. 

General  Electric  Co. 

Coal  and  Ash   Hiindiing. 

(See  Conveying  and  Holstino 
Machinery.) 

Coll  Banding  and  Winding  Ma- 
chines. 
American  General  Eng'g  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Supplies  Co. 
Garton  Co..  W.  R. 
Western  Electric  Co. 

Coils,    Armature    and    Field. 
Cleveland    Armature   Works. 
Columbia   M.   W.    &   M.    I.    Co. 
D  &  W  Fuse  Co. 
Electric  Operations  Co. 
General    Electric  Co. 
'      Roebling's    Sons    Co..    J.    A 
Western   Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Coils,   Choke   and    Kicking. 

Electric    Service    Supplies    Co. 
General   Electric   Co. 
Westinghouse   Elec.  &  M.   Co. 

CoM  Impregnation. 
I'^lectric  Operations  Co. 
Federal  Electrical  Mfg.  Co. 

Coin-Counting    Machines. 

International  Register  Co. 
Johnson   Fare   Box   Co. 

Commutator    Blotters. 

American  General  Engrg.  Co. 
General    Electric   Co. 
Westinghouse   Elec.   &  M.  Co. 
Wood  Co..  Chas.   N. 

Commutator    Truing    Devices. 
American  General  Engrg.  Co. 
General    Electric   Co. 

Commutators  or   Parts. 
American  General  Eng'g  Co. 
Cameron  Electrical  ^Ifg.  Co. 
Cleveland   Armature   works. 
Columbia  M.  W.  &  M.  I.  CO. 
Garton   Co.,   W.   R. 
General    Electric  Co. 
I      Long  Co..  E.   G. 

Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 

Compressors,    Air. 
Allis-Chalmers  Mfg.  Co. 
Curtis  &  Co.,   Mfg.  Co. 
General    Electric   Co. 
National  Brake  &  Elec.  Co. 
Westinghouse  Trac.   Br.  Co. 

Condensers. 
Allis-Chalmers  Mfg.  Co. 
General    Electric   Co. 
Westinghouse  Machine  Co. 

Conduits,  Flexible. 
Fibre  Conduit  Co. 
Tubular  Woven  Fabric  Co. 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


61 


Maintenance 

In  China,  when  a  road  gets  bad  they 
strengthen  their  cart  wheels. 

The  reasoning  is  upside  down,  but 
they  get  some  kind  of  results  that 
way,  so  they  figure  that  they  have  the 
right  idea. 

This  custom  has  a  pretty  close  anal- 
ogy to  the  practice  of  tightening  up 
the  spring  tension  on  railway  motor 
brushes  when  track  conditions  are  bad. 

The  shop  man  figures  that  because  the 
brushes  chip  off,  it  is  due  to  a  ham- 
mering action  when  going  over  rough 
track,  but  the  chances  are  that  it  isn't 
that  at  all. 

If  brushes  chip  —  they  are  ivron^^ 
brushes,  and  we  can  prescribe  the  right 
Morganite  brushes  to  overcome  the 
trouble. 

To  do  this  is  a  part  of  Morganite  ser- 
vice, and  it  saves  the  railway  lots  of 
good  money. 


Factory,  Brooklyn 

AGENTS: 
Lewis  &  Roth  Co.,  312  Denckla  Bldg.,  Philadelphia 

Electrical  Engineering  &  Mfg.  Co. 
First  National  Banlc  Bldg.,  Pittsburgh 


The  Highest  Development 

In  Very  Small  Indicating  Instruments 
for  Direct  Current 

is  marked  by  the 


MODGL.    280.    Single 

RanKe     Portable 

Voltmeter 

(One-quarter  Size.) 


Miniature 

Precision    Instruments 

PORTABLE 

Volt-Meters,        Mllllvoltmeters, 

Volt-AnimeterH,      Ammeters, 

Mil- Ammeters 

are  supplied  in  single,  double  and 
triple  ranges,  the  Triple  Range 
Volt-Ammeter  comprising  six  in- 
struments in  one.  This  group  also 
includes      BATTERY      TESTERS. 

SWITCHBOARD 

Voltmeters,      Volt-Amme- 
ters,   Ammeters,    Mil- 
Ammeters 

This  new  line  of  instruments  rep- 
resents the  finest  development  of 
small  size  pivoted  moving  coil, 
permanent  magnet  type  of  in- 
struments. 

They  embody  characteristics  which 
have  made  the  well-known  Wes- 
ton Standard  famous  tbrougbout 
the    world.      They    are    accurate. 

dead  beat  and  extremely  sensitive. 

They   may   be  left  continuously  in  circuit  at  full   load  and  are 

shielded  against   external  electrical  and  magnetic  influences. 

They   are   substantially   constructed   and   have   the   longest  scale 

ever  provided   in  instruments  of  similar  size. 

The  prices  are  surprisingly  low  for  instruments  of  such  quality. 

Tlie  several   models  and  ranges  offer  a  selection  from  over  300 

different  combinations.      They  are  listed  in   BULLETIN   NO.  8. 

WHICH   WILL  BE  MAILED   UPON   REQUEST. 

Weston  Electrical   Instrument   Co.,  Newark,  N.  J. 


MODKL.  267,  Switcli 
board    Ammeter. 

(One-quarter  Size.) 


New  York  St.   Louis  Detroit 

Chicago  Denver  Cleveland 

Philadelphia  San  Francisco  Buffalo 

Boston  Atlanta 


Richmond        Winnipeg 
Toronto  Vancouver 

Montreal  Berlin 

London 


DUF?ADUOT 

iHiaoa.miT.arf: 

HIOHEST       GRADE 
FLEXIBLE   NOH-HETALUC   CONDUIT 


Sim>S2'V6)Imoh  —  1000  Feet 


DURADUCT 

Weighs  only  15%  as  much  as 
rigid  iron  conduit 

You  save  on   freight  charges  and  on  installation  labor 
costs. 
The  Conduit  with  "The  Roller  Bearing  Wireway" 

Customers  say :     "It's  a  pleasure  to  receive   Duraduct. 
It  comes  to  hand  in  corrugated  cases — fresh  and  clean 
— and  we  get  the  whole  shipment — no  lost  coils."     Im- 
mediate shipments  through  your  jobber. 
Use  it  for  your  car  and  power  house  wiring. 
Write  for  samples  and  data. 

Tubular  Woven  Fabric  Co.,  Mfrs. 

Pawtucket,  R.  I. 
A.  HALL  BERRY,  General  Sales  Agent,  97  Warren  St.,  New  York 

3 


62 


(Conduits  to  Inspection) 


[February  20,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers   in  this  issue  of  Electric  Railway  Journal 


Conduits,    Underground. 
Fibre  Conduit  Co. 
Johns-Manville  Co..   H.   W. 
Standard  Undergr'd  Cable  Co. 
Western  Electric  Co. 

Controller    Regulators. 

Electric    Service    Supplies    Co. 

Controllers  or  Parts. 
AUis-Chalmers    Mfg.    Co. 
American  General  Eng'g  Co. 
Columbia  M.   W.   &  M.   I.   Co. 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Johns-Manville  Co.,  H.  W. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.   &  M.   Co. 

Controlling   Systems. 
General   Electric   Co. 
Westinghouse   Elec.   &  M.   Co. 

Converters,    Rotary. 

Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Conveying     and     Hoisting     Ma- 
chinery. 

American  Bridge  Co. 
Green   Eng'g  Co. 

Cord,     Bell,     Trolley,     Register, 
etc. 
Brill  Co.,   The  J.   G. 
Electric  Service  Supplpies  Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  Co. 
International  Register  Co. 
Long   Co.,    E.    G. 
Roebllng's    Sons   Co.,    John   A. 
Samson    Cordage    Works. 

Cord    Connectors    and    Couplers. 
Electric    Service    Supphes    Co. 
Samson    Cordage   Works. 
Wood    Co.,   Chas.    N. 

Couplers,  Car. 
Brill  Co.,   The  J.   G. 
Cincinnati   Car  Co. 
Long  Co.,   E.  G. 
Ohio  Brass  Co. 
Westinghouse  Traction    Brake 
Co. 

Cranes.     (See   also    Hoists.) 
Allis-Chalmers   Mfg.    Co. 
Nlles-Bement-Pond   Co. 
Thew  Automatic  Shovel  Co. 

Creosotlng.        (See     Wood     Pre- 
servatives.) 

Cross   Arms.     (See   Brackets.) 

Crossing   Foundations. 

International  Steel  Tie  Co. 

Crossing  Signals.      (See  Signals, 
Crossing. 

Crossings,  Track.       (See  Track, 
Special  Work.) 

Culverts. 

American  Rolling  Mill  Co. 
Atlas   Metal  Works. 
Bark  River  B.  &  Culvert  Co. 
California  Corr.   Culvert  Co. 
Canton  Culvert  &  Silo  Co. 
Coast  Culvert  &  Flume  Co. 
Corrugated  Culvert  Co. 
Delaware  Metal  Culvert  Co. 
Dixie  Culvert  &  Metal  Co. 
Hardesty  Mfg.   Co.,   R. 
Illinois  Corrugated  Metal  Co. 
Independence  Cor.  Culvert  Co. 
Iowa   Pure  Iron   Culvert  Co. 
Kentucky    Culvert    Co. 
Lee-Arnett  Co. 
Lone  Star  Culvert  Co. 
Lyle  Corrugated  Culvert  Co. 
Michigan  Bridge  *  Pipe  Co.       ' 
Montana  Culvert  Co.  i 

Nebraska  Culvert  &  Mfg.  Co. 
Nevada  Metal  Mfg.  Co. 
New  England  Metal  Cul.  Co. 
North  East  Metal  Cul.  Co. 
Northwestern  Sheet  &  I.  Wks 
O'Neall  Co..  W.  O. 
Ohio  Corrugated  Culvert  Co. 
Pennsylvania  Metal  Cul.  Co. 
Road  Supply  &  Metnl  Co. 
Sioux  Falls  Metal  Culvert  Co. 
Spencer,  J.  N. 
Spokane  Corr.  Cul.  Co. 
Tennessee  Metal  Culvert  Co. 
I'tah    Corr.    Culvert    &    Flume 

Co. 
Virginia  Metal  *  Culvert  Co. 
Western  Metal  Mfg.  Co. 


Curtains   and    Curtain    Fixtures. 
Brill  Co.,   The  J.   G. 
Electric    Service    Supplies    Co. 
Pantasote  Co..  The. 

St.  Louis  Car  Co. 

Cushions,    Field    Coll. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &    Rubber  Co. 

Cutting   Processes. 

Prest-O-Lite  Co.,  Inc.,  The 

Derailing   Devices. 
U.   S.  Metal  &  Mfg.  Co. 

Despatching  Systems. 
Northey-Simmen     Signal    Co., 

Ltd. 
Slmmen  Auto.  Ry.  Big.  Co. 

Detective  Service. 

Drummond's  Detective  Agency 
Wlsch  Service,   P.   Edward. 

Disinfectants. 
Gardner  &   Co. 

Door  Operating    Devices. 
Electric    Service    Supplies    Co. 
Prepayment  Car  Sales  Co. 

Doors,  Asbestos. 
Johns-Manville   Co.,    H.    W. 

Doors  and   Door  Fixtures. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies    Co. 
Hale  &  Kilburn  Co. 

Doors,    Folding    Vestibule. 
Electric    Service    Supplies    Co. 
Prepayment  Car   Sales  Co. 

Doors,   Steel    Rolling. 
Kinnear  Mfg.  Co. 

Draft   Rigging.       (See   Couplers, 
Car.) 

Drills,    Track. 
American   Steel  &  Wire  Co. 
Electric    Service    Supplies    Co. 
Long  Co..  E.  G. 
Ohio  Brass  Co. 

Dryers  and    Purifiers,  Oil.     (See 
Purifiers    and    Dryers,    Oil.) 

Dryers,   Sand. 
Zelnicker  Supply  Co.,  W.  A. 

Engineers,       Consulting,       Con- 
tracting  and   Operating. 
Archbold-Brady  Co. 
Arnold  Co. 
Bemis,  Anthony  J. 
Burch,  Edw.   P. 
Drum   &   Co.,  A.   L. 
Ford,  Bacon  &  Davis. 
Greims  Corporation,   H.    E. 
Gulick-Henderson    Co. 
Herrick,   Albert  B. 
Hovey,  M.  H. 
Hunt  &  Co.,   Robert  W. 
Jackson,    D.   C.   &   Wm.    B. 
Richey,    Albert    S. 
Roosevelt   &    Thompson. 
Sanderson   &   Porter 
Scofleld    Engineering   Co. 
Schott  Co.,  W.  H. 
Stone   &   Webster    Eng.    Corp. 
White  Companies.  J.   G. 
Woodmansee  &  Davidson,  Inc. 

Engines,  Gas  and  Oil. 
Allis-Chalmers    Mfg.    Co. 
Westinghouse    Machine    Co. 

Engines,    Steam. 
Allis-Chalmers    Mfg.    Co. 
Westinghouse    Machine    Co. 

Fare    Boxes. 
American  General    Engrg.    Co. 
Brill  Co.,  The  J.  G. 
Cleveland    Fare    Box    Co. 
Dayton   Fare    Recorder  Co. 
International  Register  Co. 
Johnson  Fare  Box  Co. 

Fences,  Woven  Wire  and  Fence 
Posts. 
American   Steel  &  Wire  Co. 

Fencing   Wire. 
American   Steel  &  Wire  Co. 


Fenders   and    Wheel    Guards. 
Brill  Co.,   The  J.   G. 
Cincinnati    Car    Co. 
Cleveland  Fare  Box  Co. 
Consolidated    (iar    Fender    Co. 
Eclipse   Railway  Supply  Co. 
Electric    Service    Supplies    Co. 
Parmenter  F.  &  W.  G.  Co. 
Star    Brass    Works. 
Western  Electric  Co. 

Fibre. 

American  Vul.   Fibre  Co. 
Diamond    State    Fibre    Co. 
Westinghouse  Elec.   &  M.   Co. 

Fibre  Tubing. 
Diamond  State  Fibre  Co. 
Fibre  Conduit  Co. 
Johns-Manville    Co.,   H.    W. 
Westinghouse  Elec.   &  M.  Co. 

Field  Colls.    (See  Colls.) 

Fire    Extinguishing    Apparatus. 

Electric  Operations  Co. 
Imperial   Rubber   Co. 
Johns-Manville   Co.,    H.    W. 
Pyrene  Mfg.   Co. 

Fire-proofing   Material. 
Johns-Manville    Co.,    H.    W. 

Fittings,  Malleable,  Cast  Iron  & 
Brass. 
National   Tube  Co. 

Flooring,   Composition. 
American  Mason  Safety  T.  Co. 
Johns-Manville   Co.,    H.    W. 
Western  Electric  Co. 

Forglngs. 
American  Bridge  Co. 
Standard  Motor  Truck  Co. 
Standard  Steel  Works  Co. 

Furnaces.     (See  Stokers.) 

Fuses  and    Fuse   Boxes. 
American    General    Eng'g    Co. 
Columbia  M.   W.   &  M.   I.    Co. 
D   &   W   Fuse   Co. 
General   Electric  Co. 
Johns-Manville  Co.,  H.   W. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 


Fuses,    Refillable. 
Columbia  M.  W.  &  M.  I.  Co. 

Economy  Fuse  Mfg.  Co. 
Johns-Manville   Co.,    H.    W. 


Gaskets. 

Diamond   State   Fibre   Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty  Co. 

Gas   Producers. 
Westinghouse    Machine    Co 

Gates,   Car. 

Brill  Co..  The  J.  G. 
Cincinnati  Car  Co. 
Jewett   Car  Co. 

Gauges,  Oil  and  Water. 
Ohio  Brass  Co. 

Gear   Blanks. 

Carnegie  Steel  Co. 
Diamond  State  Fibre  Co. 
Standard  Steel  Wks.  Co. 

Gear   Cases. 

Columbia  M.    W.   &  M.   I.   Co. 
Electric    Service    Supplies    Co. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse   Elec.   &   M.   Co. 

Gears   and    Pinions. 
American    General    Eng'g    Co. 
Amer.    Vulcanized    Fibre    Co. 
Columbia   M.    W.    &   M.    I.   Co. 
Diamond    State    Fibre    Co. 
Electric   Service   Supplies  Co. 
Garton  Co.   W.    R. 
General    Electric   Co 
Kerschner  Co..  Inc.,  W.  R. 
Long  Co..  E.  G. 
Van   Dorn   &   Dutton   Co. 


Generators,   Alt.-Current. 
Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
National  Brake  &  Elec.  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co 

Generators,    Dlr.-Current. 
Allis-Chalmers   Mfg.    Co. 
General  Electric  Co. 
National  Brake  &  Elec.  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 

Gongs.     (See    Bells  and   Gongs.) 

Gongs,    Rotary   Foot. 
Reiter,  G.  C. 

Graphite. 
Dixon  Crucible  Co.,  Jos. 
Morgan  Crucible  Co. 

Grates,    Chain. 
Green   Eng.   Co. 

Greases.      (See    Lubricants.) 

Grinders   and    Grinding    Wheels. 
Railway  Track-work  Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western  Electric  Co. 

Grinders,    Portable,    Electric. 

Goldschmidt-Thermit  Co. 
Railway    Track-work    Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western  Electric  Co. 

Guards,  Cattle. 

American  Bridge  Co. 

Guards,    Trolley. 
Electric    Service    Supplies    Co 
Ohio  Brass  Co. 

Harps,  Trolley. 
American  General  Engrg.    Co. 
Anderson  M.   Co.,   A.    &  J.  M. 
Electric    Service    Supplies    Co 
Garton  Co.  W.  R. 
More-Jones  Brass  &  Metal  Co. 
Star  Brass  Works. 
Universal    Trolley    Wheel    Co 
Western  Electric  Co. 

Headlights. 
Electric    Service    Supplies   Co 
Bsterline  Co. 
Garton  Co..  W.  R. 
General   Electric  Co. 
Long  Co.,    E.    G. 
Ohio  Brass  Co. 
St.  Louis  Caf  Co. 
Trolley  Supply  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M    Co. 

Headllnlngs. 
Pantasote  Co. 
U.   S.  Metal  &  Mfg.  Co. 

Heaters,    Car,    Electric. 
Johns-Manville  Co.,  H.  W 

Heaters,  Car,   Hot  Air. 
Cooper    Heater   Co. 
Smith  Heater   Co.,    Peter. 

Heaters,  Car,   Hot  Water. 
Cooper   Heater   Co. 
Smith  Heater  Co.,  Peter. 

Heaters,  Car,  Stove. 

Electric  Service  Supplies  Co 

Hoists  and   Lifts. 
Curtis  &  Co.,   Mfg.  Co. 
Duff    Manufacturing    Co. 
Ford  Chain  Block  &  Mfg.  Co 
Nlles-Bement-Pond   Co. 
Van  Dorn  &  Dutton  Co. 

Hose  Bridges. 
Ohio  Brass  Co. 

Hose,   Pneumatic  and   Fire. 
Imperial    Rubber    Co. 
.Tohns-Manvilie  Co..   H.   W. 
Nichols-LIntern  Co. 

Hydraulic   Machinery. 
Allls-Chalmers    Mfg.    Co 
Niles-Bement-Pond   Co. 

Hydrogrounds. 

Brach  .Supply  Co.,  L.  S. 

Impregnating     Apparatus.     (See 
Vacuum   Drying  Apparatus.) 

Inspection. 
Hunt    &    Co..    Robert   W. 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


63 


When  You  Cut  into  an 
Old  Cable  Splice 

that  was  made  with  Neponset  Splicing  Compound,  what  do  you  find?  You 
find  a  solid,  homogeneous  jacket  high-grade  insulating  compound.  You  find 
a  splice  insulation  that  is  as  safe  and  sound  as  the  day  it  was  put  on — because 

Neponset  Splicing  Compound 

has  a  permanent  efficiency  that  enables  it  to  meet  all  service  conditions  with- 
out deterioration.  This  permanency  of  dielectric  strength,  adhesiveness  and 
all-round  efficiency  renders  it  of  great  value  for  important  insulating  jobs. 
Write  for  quotations. 

©ctpofeTtre  StfUMerOo. 

Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 

Pioneers  in  Insulation  Engineering 


71675 


The  famous  men  of  the 
electric  railway  field 
contribute  the  benefit 
of  their  experience  to  the 

ELECTRIC  RAILWAY  JOURNAL 


TDrri  F^Ricxioiv  rr/|DrC 

IK^if  are  the  standard  i/ilLiJ 

For  Electric  Railway  and  Lighting  "Jse 

Economy  and  Efficiency  Combined 

IMPERIAL  RUBBER  CO.,   253Bioadway,  New  York,  U.  S.  A. 


I  ^, 


'P^ 


^^  "Trade  ?4ark  Reg.   U.   S.   Pat.   OfT." 

Samson  Spot  Waterproofed  Trolley  Cord 

Made  of  fine  cotton  yarn  braided  hard  and  smooth.  Inspected 
and  fruaranteed  free  from  flaws.  Proved  to  be  the  most  durable 
and  economical.      Samples  and  information  gladly  sent. 

SAMSON  CORDAGE  WORKS,   BOSTON,   MASS. 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating purpose. 

The  Sterling  Varnish  Co. 

Pittsburgh,  Pa. 


Car  Seat  Bumpers 

VARIOUS  SHAPES 

ELASTIC  TIP  CO. 

370    Atlantic    Avenue 
BOSTON ,    MASS. 


See  the  Crank  of  the 

GREAGHEAD  DESTINATION  SIGN  I 

By  means  of  it,  conductor  or  motorman 
can  change  sign  without  leaving  platform. 
All  that  has  to  be  done  is  to  turn  the 
crank.      Better   investigate. 


CREAGHEAD  ENGINEERING  CO.,  CINCINNATi.  0. 


64 


(Instruments  to  Rubber  Sjjecialties) 


February  20,  1915] 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Instruments,  Measuring,  Testing 
and  Recording. 
Esterllne  Co. 
General   Electric   Co. 
Johns-Manvllle  Co.,  H.  W. 
Westinghouse  Elec.  &  M.   Co. 
Western  Electric  Co. 
Weston   Elec.    instrument   Co. 


Insulating     Cloths,     Paper     and 
Tape. 
American  Vul.  Fibre  Co. 
Anderson  M.  Co.,  A.  &  J.  M. 
Diamond    State  Fibre   Co. 
Garton  Co.,  W.  R. 
General   Electric   Co. 
Imperial    Rubber    Co. 
Johns-Manville  Co.,  H.   W. 
Massachusetts    Chemical    Co. 
Sherwin-Williams  Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 


Insulation.     (See    also    Paints.) 
Anderson  M.   Co.,  A.   &   J.   M. 
Diamond   State   Fibre   Co. 
Electric    Service    Supplies    C*. 
Imperial  Rubber  Co. 
Garton  Co..  W.    R. 
General  Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts    Chemical    Co. 
Sherwin-Williams  Co. 
Sterling  Varnish   Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 


Insulator*.    (See  also  Line  Ma- 
terial.) 
Anderson  M.   Co..   A.   &  J.   M. 
Creaghead    Engineering    Co. 
Drew   Elec.   &   Mfg.    Co. 
Electric     Railway     Equipment 

Co. 
Electric    Service    Supplies   Co. 
Garton  Co.,   W.   R. 
General   Electric  Co. 
Johns-Manville  Co.,   H.   W. 
Newark  Engineering  Mfg.  Co. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 
White  Co.,  T.  C. 

Insurance,  Fire. 
Marsh  &  McLennan. 


Jacks.    (See  also  Cranes,   Hoists 
and    Lifts.) 
American  General  Engrg.   Co. 
Brill  Co.,  The  J.  G. 
Buckeye  Jack  Mfg.  Co. 
Columbia  M.   W.   &   M.  I.   Co. 
Dutt  Manufacturing  Co 

Jack     Boxes.      (See    also    Tele- 
phones and   Parts.) 
Electric    Service    Supplies    Co. 

Joints,   Rail. 

Carnegie  Steel  Co. 

Falk  Co. 

Rail  Joint  Co. 

Zelnicker   Supply  Co..   W.   A. 

Journal    Boxes. 
Brill  Co.,   The  J.  G. 
Long  Co.,  E.  G. 
Railway  Roller  Bearing  Co. 

Junction  Boxes. 

Standard  Undergr'd  Cable  Co 

Lamp   Guards    and    Fixtures. 
Anderson  M.   Co.,   A.   &  J.  M. 
Creaghead    Engineering    Co. 
Electric    Service    Supplies    Co. 
General    Electric   Co. 
Johns-Manvllle  Co.,  H.  W. 
Westinghouse  Elec.   &  M.   Go. 

Lamps,    Arc    and    Incandescent. 
Anderson  Mfg.  Co.,  A.  &  J.  M. 
Esterllne   Co. 
General   Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.    &  M.   Co. 

amps.  Signal  and  Marker. 
Nlchols-Llntern  Co. 
Ohio  Brass  Co. 


Lathes,  Car  Wheel. 
Niles-Bement-Pond  Co. 

Lifters,   Car  Step. 
Consolidated    Car    Fender    Co. 

Lightning    Protection. 
Anderson  M.   Co.,  A.   &  J.  M. 

Brach  Supply  Co.,  L.  S. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General    Electric   Co. 
Newark   Engineering  Mfg.   Co. 
Ohio   Brass   Co. 
Western  Electric  Co. 
Westinghouse   Elec.    &  M.    Co. 

Line  Material.  (See  also  Brack- 
ets,   Insulators,   Wires,   etc.) 

American    General    Eng'g    Co. 

Amer.     Vulcanized    Fibre    Co. 

Anderson  M.   Co.,   A.   &  J    M. 

Archbold-Brady    Co. 

Creaghead  Eng'g  Co. 

Diamond   State   Fibre   Co. 

Drew  Elec.  &  Mfg.  Co. 

Electrical  Engineers  Equip- 
ment Co. 

Electric  Railway  Equipment 
Co. 

Electric    Service    Supplies   Co. 

Garton  Co.,  W.  R. 

General    Electric   Co. 

Johns-Manville  Co.,  H.  W. 

Newark  Engineering  Mfg.  Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse  Elec.   &  M.   Co. 

White  Co.,  T.  C. 

Lock  Nuts  and  Washers.  (See 
Nuts  and    Bolts.) 

Locomotives. 
Internal  Combustion  Loco.  Co., 
Inc. 

Locomotives,    Electric. 
Baldwin   Locomotive  Works. 
Brill  Co.,   The  J.   G. 
General  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Lubricants,    Oil    and    Grease. 
Dearborn  Chemical  Co. 
Dixon  Crucible  Co.,  Jos. 
Galena  Signal  Oil  Co. 
Universal    Lubricating    Co. 

Lubricating    Engineers. 
Galena   Signal   Oil  Co. 

Lumber.  (See  Poles,  Ties,  Posts, 
etc.) 

Machine  Tools. 
Nlles-Bement-Pond   Co. 

Mats. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 

Meters.     (See   Instruments.) 

Mica. 
Long  Co.,   E.  G. 

Mirrors  for   Motormen. 
Drew  Elec.  &  Mfg.  Co. 

Motormen's    Seats. 
Electric    Service    Supplies   Co. 
Wood   Co.,    Chas.    N. 

Motors,  Electric. 
Allls-Chalmers  Mfg.  Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Nuts  and   Bolts. 
Allis-Chalmers  Mfg.  Co. 
Barbour-Stockwell  Co. 
Long  Co.,  E.  G. 
Standard   Motor  Truck  Co. 
U.  S.  Metal  &  Mfg.  Co. 

Oils.     (See    Lubricants.) 

Oils,    Paints. 
Sterling  Varnish  Co. 

Oscillators,    Signal. 

Protective    Signal    Mfg.    Co. 


Overhead   Equipment. 
Material.) 


(See  Line 


Ozonators. 
General    Electric   Co. 
Westinghouse  Elec.   &  M.  Co. 

Packing. 
Diamond  State  Fibre  Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty   Co 

Paints    and    Varnishes.      (Insul- 
ating.) 
General    Electric  Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,    E.   G. 
Massachusetts  Chemical  Co. 
.Sherwin-Williams  Co. 
Sterling  Varnish   Co. 
Walpole  Tire  &  Rubber  Co. 

Paints    and    Varnishes.        (Pre- 
servative.) 
Dixon    Crucible  Co.,   Jos. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,   E.   G. 
Massachusetts  Chemical  Co. 
Sherwin-Williams  Co. 
Sterling  Varnish  Co. 
Walpole  Tire  &  Rubber  Co. 

Paints  and  Varnishes  for  Wood- 
work. 
Massachusetts  Chemical  Co. 
Sherwin-Williams  Co. 
Walpole  Tire  &  Rubber  Co. 

Paving    Material. 
American  B.  S.   &  Fdy.  Co. 
Barrett   Mfg.    Co. 
International  Creo.  &  Con.  Co. 
U.    S.    Metal   &  Mfg.   Co. 

Paving   Pitch. 
Barrett   Mfg.   Co. 

i  Pickups.     (Trolley   Wire.) 

Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 

Pinion    Pullers. 
American   General  Engrg.   Co. 
Columbia  M.   W.   &  M.   I.   Co. 
General   Electric   Co. 
Wood   Co..    Chas.    N. 

Pinions.     (See  Gears.) 

Pins,   Wood    and    Iron. 
Electric    Service    Supplies   Co. 
Ohio  Brass  Co. 

Pipe. 
National    Tube    Co 


Pipe    Fittings. 
National  Tube  Co. 
Power   Specialty  Co. 
Standard  Steel  Works  Co. 


Poles,   Metal  Street. 
American    Bridge   Co. 
Creaghead    Eglneering   Co. 
Diamond  Steel  Pole  Co. 
Electric     Railway     Equipment 

Co. 
Garton  Co.,  W.  R. 
National  Tube  Co. 
U.  S.  Metal  &  Mfg.  Co. 

Pole   Sleeves. 
Drew   Elec.   &  Mfg.   Co. 

Poles,    Ties,    Posts,    Piling    and 
Lumber. 
Garton    Co.,    W.    R. 
International  Creo.  &  Con.  Co. 
Lindsley  Bros.   Co. 
Page  &  Hill  Co. 
Valenflne-Clark  Co. 
Western  Electric  Co. 

Poles   and   Ties,   Treated. 
International  Creo.  &  Con.  Co. 
Lindsley   Bros.   Co. 
Page  &  HIM  Co. 
Valentine-Clark  Co. 
Western  Electric  Co. 


Poles,  Trolley. 

Anderson   M.   Co.,  A.   &  J.  M. 
Columbia  M.   W.   &  M.   1.    Co. 
Electric    Service    Supplies    Co 
Garton  Co.,  W.  R. 
Long  Co.,  E.  G. 
National  Tube  Co. 

Preservatives.     (See  Wood   Pre- 
servatlves.) 

Pressure   Regulators. 
General  Electric  Co. 
Ohio  Brass  Co. 


Pumps. 
Allis-Chalmers  Mfg.  Co. 

Punches,  Ticket. 
Bonney-Vehslage  Tool  Co. 
International  Register  Co. 
Wood   Co.,   C.   N. 
Woodman  Mfg.  &  Sup.  Co.,  R. 

Rail    Grinders.     (See   Grinders.) 

Rail    Welding.     (See    Brazing   A 
Welding    Processes.) 

Ralls,  New. 

Cambria  Steel  Co. 

Ralls,    Relaying. 
Zelnicker    Supply    Co.,    W.    A. 


Rattan. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies   Co. 
Hale  &   Kllburn  Co. 
Jewett  Car  Co. 
St.  Louis  Car  Co. 

Registers   and    Fittings. 
Brill   Co..   The   J.    G. 
Cincinnati  Car  Co. 
Dayton  Fare  Recorder  Co. 
Electric    Service    Supplies   Co. 
International  Register  Co. 
Long  Co.,  E.  G. 
Rooke  Automatic  Register  Co 

Reinforcing   Concrete. 
American  Steel  &  Wire  Co 


Relays. 

Protective  Signal  Mfg.   Co. 

Repair    Shop    Appliances.      (See 
also  Coll  Banding  and  Wind- 
ing   Machines.) 
American    General    Eng'g    Co 
Columbia  M.   W.   &  M.   I.   Co 
Electric    Service    Supplies    Co 

Repair   Work.      (See   also   Colls. 
Armature   and   Field.) 
Cleveland  Armature  Works. 
Columbia  M.   W.   &  M.   I.   Co 
Electric  Operation.s  Co. 
General   Electric   Co. 
Westinghouse  Elec.  &  M.   Co. 

Replacers,  Car. 
Columbia  M.   W.    &  M.   I.   Co 
Electric   Service    Supplies   Co. 
U.  S.  Metal  &  Mfg.   Co. 

Resistance,    Wire   and   Tuba. 
General   Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Retrievers,  Trolley.    (See  Catch- 
era  and  Retrievers,  Trolley.) 


Rheostats. 
General  Electric  Co. 


Roofing,    Building. 
Johns-Manvllle    Co..    H.    W- 


Rooflng,   Car. 
Pantasote  Co. 
Johns-Manvllle  Co.,  H.  W. 

Rubber  Specialties. 
Imperial  Rubber  Co. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &   Rubber  Co. 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


65 


Ask  us — 

THE  NUNGESSER 
CARBON  &  BATTERY  CO. 

Cleveland,  Ohio 


This  is  the 
man  who 
developed  the 

ACME 
TRACTION 
MOTOR 
BRUSH 

It  is  a  distinctly 
high  grade  pro- 
duct —  uniform 
— eliminates 
wear — Longest 
life  and  worthy 
of  your  choice 
if  you  want  the 
best. 


■»ITEUCTRK*llV 


i 


Get  after 
Brush  Costs 

Xot  initial  cost,  but  the 
complete  cost  of  brushes 
for  1914 

-then  let  me  state  what 
1  .e  Carbone  Brushes  would 
liave  saved. 


W.J.  Jeandron 

173  Fulton  St. 
New  York 


Eliminates  the  "Man  Factor' 
and  Changes  Uncer- 
tainty to  Certainty 


The  ANDERSON 

Automatic  Slack  Adjuster 

Keeps  the  Brakes  Always  in 
Proper  Adjustment 

Each  device  can  be  installed  on  any  type  of 
truck  in  about  15  minutes  without  involving 
changes  in  the  brake  rigging.  Once  installed 
requires  no  further  attention,  but  is  itself  always 
"on  the  job"  automatically  compensating  for 
wear  of  the  brake  shoes.  This  device  keeps  the 
brakes  in  proper  adjustment  at  all  times. 
Write  for  full  description. 

Anderson  Brake  Adjuster  Co. 

OMAHA,  NEB. 

William   K.   Garton,   Sales  Engr.,  299   Broadway,   N.   Y. 
Grayson  Railway  Supply  Co.,  Southwestern  Rep.,  St.  Louis,  Mo. 


E.G.long  Cooxpany 

EDWARD  H.  MAYS,  President 

Office*.  SO  Church  Street    New  York 

PRINGS 
^^ASTINGS 
^[E=50RGINGS 

Peckham  Truck  Parts 
Diamond  Truck  Parts 

Car  and  Truck  Accessories 


ELECTRICAL  REPRESENTATIVES 
Union  Spring  &  Mfg.  Co. 

Leaf  and  Coil  Springs 
MCB  PretBed  Steel  Joarnal  Box  Cooen 


66 


(Sand  Blasts  to  Woodworking  Machinery) 


[February  20,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Sand    Blasts. 

Curtis  &  Co.  Mfg.  Co 

Sanders,  Track. 
Brill  Co..  The  J.   G. 
Cleveland  Fare  Box  Co. 
Electric    Service    Supplies    Co. 
Jewett   Car   Co. 
Nichols-Lintern  Co. 
Ohio  Brass  Co. 
St.  Ix>uls  Car  Co. 


Sash   Fixtures,  Car. 
Brill  Co  ,   The  J.  G. 

Sash,   IVIetal,   Car  Window. 
Hale  &  Kilburn  Co. 

Seats,    Car. 

Brill  Co.,  The  J.  G. 
Hale  &  Kilburn  Co. 
.lewett  Car  Co. 
St.  Louis  Car  Co. 

Seating      Material.       (See      also 
Rattan.) 
Brill  Co.,  The  J.  G 
Jewett  Car  Co. 
Pantasote  Co. 

Second  Hand  Equipment 

(See   pages    .')8,    59.) 

Shade  Rollers. 

Hartshorn  Co.,   Stewart. 

Shades,  Vestibule. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies   Co 

Shovels,   Power. 

Allis-Chalmers  Mfg.   Co. 
Thew  Automatic  Shovel  Co. 


Signals,  Highway  Crossing. 
Brach  Supply  Co.,   L.   S. 
Electric   Service    Supplies   Co. 
Hoeschen  Mfg.  Co. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Ohio  Signal  Co. 
Protective  Signal  Mfg.  Co. 
Simmen  Auto.  Ry.  Sig.  Co. 
U.   S.    Electric   Signal   Co. 

Signal  Systems,   Block. 
Federal    Signal   Co. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Simmen   Auto  Ry.  Sig.  Co. 
Street  Railway  Signal  Co. 
Union  Switch  &  Signal  Co. 
U.   S.   Electric  Signal  Co. 
Western  Electric  Co. 
Wood  Co..   Chas.   N. 

Signs,  Car  and  Track. 

Columbia   M.   W.   &   M.   I.   Co. 
Creaghead  Engineering  Co. 
Electric    Service    Supplies   Co. 
Western  Electric  Co. 

Skylights. 
National  Ventilating  Co. 

Slack     Adjusters.       (See     Brake 
Adjusters.) 

Sleet  Wheels  and  Cutters. 
American    General    Eng'g    Co. 
Anderson  M.   Co.,   A.   &  J.  M. 
Bonney-Vehslage  Tool  Co. 
Drew  Elec.   &  Mfg.  Co. 
Garton   Co..   W.  R. 

Snow- Plows,    Sweepers    and 
Brooms. 
Brill  Co..   The  J.   G. 
Columbia  M.  W.  &  M.  I.  Co. 
(Consolidated  Car  Fender  Co. 

Soaps. 

Sherwin-Williams   Co. 

Solder  and   Solder  Flux. 
Westinghouse  Elec.  &  Mfg.  Co. 


:apeed    Indicators. 
Johns-Manville  Co.,  H.  W. 
Wood   Co.,  C.  N. 
Woodman  Mfg.  &  Sup.  Co.,  R. 

Splicing    Compounds. 
American  General  Eng'g  Co. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Splicing    Sleeves.      (See   Clamps 
and    Connectors.) 

Springs. 

I      American  Steel  &  Wire  Co. 
Brill  Co.,   The  J.   G. 
Nlles  Car  &  Mfg.  Co. 
Standard  Steel  Works  Co. 
Union    Spring    &    Mfg.    Co. 

Sprinklers,    Track    and    Road. 
Brill   Co.,   The  J.   G. 
St.  Louis  Car  Co. 

Steel  Ties. 

International  Steel   Tie   Co. 

Steps,  Car. 

American  Mason   S.   T.   Co. 
Universal  .Safety  Tread  Co. 

Stokers,   Mechanical. 
Babcock  &  Wilcox  Co. 
Green  Eng'g  Co. 
Murphy  Iron  Works. 
Westinghouse  Machine  Co. 

Storage    Batteries.       (See    Bat- 
teries,   Storage.) 

Strike  Breakers. 
Drummond's  Detective  Agency 

Structural   Iron.     (See  Bridges.) 

Superheaters. 
Babcock  &  Wilcox  Co 
Power  Specialty  Co. 

Sweepers,    Snow.       (See    Snow- 
Plows,  Sweepers  and  Brooms.) 

Switchboard  Mats. 
Imperial   Rubber  Co. 
Indianapolis  S.   cfe   Frog.   Co. 
Massachusetts  Chemical  CJo. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 

Switchstands. 
Kilby  Frog  &   Switch  Co. 
Ramapo  Iron  Works. 
Weir  Frog  Co. 

Switches,  Automatic, 
U.   S.   Electric  Signal  Co. 
Western  Electric  Co. 

Switches,    Track.       (See    Track, 
Special  Work.) 

Switches    and    Switchboards. 
Allis-Chalmers  Mfg.  Co. 
Anderson  M.    Co..   A.   &   J.   M. 
Cutter  Electrical  &  Mfg.  Co. 
Electrical     Engineers     Equip- 
ment Co. 
Electric   Service    Supplies   Co. 
General  Electric  Co, 
Nichols-Lintern  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Tapes  &  Cloth.     (See  Insulating 
Cloths,  Paper  and  Tape.) 

Telephones   and   Parts. 
Electric    Service    Supplies    Co. 
Western  Electric  Co. 

Terminals,  Cable. 

Standard   I'ndergr'd  Cable  Co. 

Testing,    Electrical. 

Hunt   *   Co.,    Robert    W. 


Testing  Instruments.  (See  In- 
struments.  Electrical,  Measur- 
ing,   Testing.) 

Thermostats. 
Railway  Utility  Co. 

Tie  Plates. 

Cambria  Steel  Co. 

Ties  &  Tie  Rods,  Steel. 
."Vmerican  Bridge  Co. 
Barbour-Stockwell  Co. 
Carnegie  Steel  Co. 

Ties,    Wood.       (See    Poles,   Ties, 
etc.) 

Tools,  Track  and  Miscellaneous. 
American  General  Eng'g  Co. 
American  Steel  &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric   Service    Supplies    Co. 
Johns-Manville  Co.,  H.  W. 
Klein  &  Sons.  M. 
Prest-O-Lite  Co.,  Inc.,  The 
Railway  Track -work  Co. 

Towers   &   Transmission    Struc- 
tures. 
American   Bridge   Co. 
Archbold-Brady  Co. 
Westinghouse  Elec.   &   M.   Co. 

Track,  Special  Work. 

Barbour-Stockwell  Co. 
Cincinnati  Frog  &  Switch  Co. 
Columbia  M.    W.    &  M.    I.    Co. 
Falk  Co.,   The. 
Kllby   Frog  &   Switch  Co. 
New  York  S.   &  Cross.  Co 
Ramapo  Iron  Works  Co. 
St.   Louis   Steel  Fdry.   Co. 
Weir  Frog  Co. 

Transfers.     (See  Tickets.) 

Transfer  Tables. 

American  Bl'idge  Co. 
Archbold-Brady  Co. 

Transformers. 
Allis-Chalmers  Mfg.  Co. 
General  Electric  Co. 
National  Bi-ake  &  Elec.   Co. 
Western  Electric  Co. 
Westinghouse  Elec.    &  M.  Co. 

Treads,       Safety.       Stair,       Car 
Step. 
American  Mason  Safety  T.  Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  Co. 
Universal  Safety  Tread  Co. 

Trolley  Bases. 

Anderson  M.    Co.,   A.   &  J     M. 

Electric    Service    Supplies   Co. 

General  Electric   Co. 

Ohio  Brass  Co. 

Trolley  Supply  Co. 

Wasson   Engrg.    &   Supply   Co. 

Trolleys  and  Trolley  Systems. 
Curtis   &  Co  ,   Mfg.   Co. 

Trucks,  Car. 
Baldwin  Locomotive  Works. 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Long  Co..  E.  G. 
Niles  Car  &  Mfg.  Co. 
St.  Louis  Car  Co. 
Standard  Motor  Truck  Co. 

Tubing,  Steel. 
National  "Tube  Co. 

Turbines,  Steam. 

Allis-Chalmers  Mfg.   Co. 
General   Electric   Co. 
Western  Electric  Cilo. 
Westinghouse  Mlachlne  Co 

Turbines.  Water. 

Allis-Chalmers  Mfg.  Co. 

Union  Couplings. 
National  Tube  Co 

Vacuum  Drying  and  Impregnat- 
ing Apparatus. 
Allis-Chalmers  Mfg.  Co. 


Valves. 
National  Tube  Co. 
Ohio   Brass  Co. 

Varnishes.       (See    Paints,    etc.) 

Ventilators,   Building. 
National  Ventilating  Co. 

Ventilators,  Car. 
Brill  Co.,   The  J.   G. 
Cincinnati  Car  Co. 
Nichols-Lintern  Co. 
Railway  Utility  Co. 
St.  Louis  Car  Co. 
Smith  Heater  Co.,  Peter. 

Vestibules,    Portable. 
Brill  Co.,  The  J.  G. 

Volt  Meter.     (See  Instruments.) 

Washers. 
Diamond  State  Fibre  Co. 
Graphite  Lubricating  Co. 

Waste   Boxes. 
Garton  Co.,  W.   R 

Welding  Processes. 
Electric  Ry.  Improvement  Co 
Falk  Co. 

Goldschmidt-Thermit  Co. 
Oxweld  Acetylene  Co. 
Prest-O-Lite  Co.,  Inc.,  The 

Wheel  Guards.  (See  Fender 
and  Wheel  Guards.) 

Wheels,  Car,  Cast  Iron. 

Griffin  Wheel  Co. 
Long  Co.,  E.  G. 

Wheels,  Car  (Steel  and  Steel 
Tired). 

Carnegie  Steel  Co. 
Standard  Steel  Works  Co 

Wheels,  Trolley. 
American    General    Eng'g    Co. 
Anderson   M.   Co.,  A.   &   J.   M. 
Columbia  M.   W.   &  M.  I.   Co. 
Electric  Service  Supplies  Co 
Garton   Co.,   W.   R. 
General  Electric  Co. 
Graphite  Lubricating  Co. 
Johns-Manville  Co.,   H.  W. 
Long  Co.,   E.   G. 
More-Jones,  B.  &  M.  Co. 
Star  Brass  Works. 
Universal  Trolley  Wheel  Co. 

Whistles,  Air. 
General   Electric  Co. 
Ohio  Brass  Co. 

Winding  Machines.  (See  Coll 
Banding  and  Winding  Ma- 
chines.) 

Window  Operating  Devices. 
(See  Sash  Operating  Appa- 
ratus.) 

Wire   Rope. 

American  Steel  &  Wire  Co. 


Wires  and  Cables. 
Aluminum   Co.    of   America. 
American  Steel  &  Wire  Co 
Bridgeport  Brass  Co. 
D  &  W  Fuse  Co. 
Garton  Co.,   W.  R. 
General   Electric  Co. 
Roebling's   Sons   Co.,   John   A. 
Standard  Undergr'd  Cable  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 

. »: 

Wood    Preservatives.  „ 

Barrett  Mfg.  Co. 
International  Creo.  &  Con.  Co 
LIndsley   Brothers   Co. 
Northeastern   Co..   The. 
Sherwin-Williams  Co.  , 

Valentine-Clark  Co.  , 

Woodworking    Machinery.  ■' 

Allis-Chalmers  Mfg.  (Jo 


HARTSHORNS  SPECIAL  CAR'ROLLEF 

rBllv>a>   <ir».     Brkckets  lulimhle  rnr  alt  ] 


STEWART  HARTSHORN  CO.,  oflitt  and  Facrorn  E.  Newark,  N.  Ij 
NEW  rORK:   382  Laliy«lt«  SI.         CHICAGO:   336-344  Wibtth  Im 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


67 


Niles  Car  &  Manufacturing  Co. 

Niles,  Ohio 

This  handsome  steel  trailer  is  for  approximately 
steam  railroad  conditions,  and  built  for  the  fast- 
est speed  run  on  electric  or  steam  lines. 

It  is  6o  feet  7)/^  inches  in  length,  9  feet  6  inches 
wide,  seats  66  passengers  and  weighs  2734  tons, 
complete  on  track  with  Baldwin  trucks  and  West- 
inghouse  air  brakes. 

It   is  equipped  according  to   Interstate   Com- 


-nnnnnnnnnnnnnnnr^A 


<. 


merce  Commission  regulations  and  was  hauled 
in  steam  railroad  trains  from  Niles,  Ohio,  to 
Salt  Lake  City,  Utah. 

Each  side  is  a  steel  plate  girder  from  letter  panel 
to  sill,  but  two  continuous  light  steel  center  sills 
transmit  the  buffing  stresses  of  train  service  inde- 
pendently of  the  body  frame.  Under  truss  rods 
are  optional  with  purchaser. 

We  make  this   style  of  trailer  coach   in   any 
size  to  suit  motor  car  capacity. 


THE 

CINCINNATI 

CAR 

COMPANY 


WORKS: 

WINTON  PLACE 
CINCINNATI,  OHIO 


1 


The  *  M^cap^lExlbe  •   Battery 


for 


STORAGE  BATTERY  STREET  CARS 


The  ELECTRIC  Storage  B/«TERYCa 

PHILADELPHIA 


Buckeye  Emergency 
Jack  No.  239 


An  extra  powerful  and  handy 
Jack    for   extra   difficult   jobs. 

Forged  Parts  are 
Special  Heat  Treated 

This  Jack  can  be  worked 
from  many  angles  to  load,  yet 
full  lifting  power  is  available 
from  any  position.  Write  for 
catalog,  details  and  price. 

The  Buckeye  Mfg.  Co. 

Alliance,  Ohio 


ROLLWAY 

Motor   Bearings 

maintain  the  armature  absolutely  cen- 
tral within  the  fields  and  thus  insure 
uniformly  high  motor  efficiency  and 
greatly  reduces  the  cost  of  mainte- 
nance. Thus  in  connection  with  the 
reduction  of  current  consumption, 
friction  and  lubricating  expenses 
soon  save  their  cost. 
They  can  be  installed  in  any  new 
or  old  box  frame  type  of  motor. 
Write  for  data. 

Railway   Roller   Bearing  Co. 

SYRACUSE,  N.  Y. 


68 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 


NOTICE  TO  ADVERTISERS: 


Printing  1>efclnfi  on  Tuesday  of  each  week. 

ChanKeM  of  e«py  received  up  to  10  A.  M.  Monday  will  ap- 
pear in  tile  issue  of  the  following  weeli,  but  no  proofs  can  be  sub- 
mitted   for    OK    before    publication. 

New    Advertisements    (not   changes   of    copy)    received    up 


to  Wednesday  noon  ran  appear  In   the  issue  of  that  week,   but  no 
proofs  can  be  shown. 

If  proofs  before  printing  are  required,  change  of  copy 
and  copy  for  new  advertisements  must  be  in  our  hands  10  days  in 
advance   of   the  date  of   publication. 


A 

Page 

Albany  Southern  R.  R.  Co 59 

Allis;Chalmers  Mfg.  Co 57 

.Muminum  Co.  of  America 40 

Amer.  Brake  Shoe  &  Fdry.  Co..  56 

American  Bridge  Co i7 

American    Car    Co 71 

American    General   Eng'g   Co....  51 

.American  Mason  S.  T.  Co 56 

American    Rolling   Mill   Co 17 

American  Steel  &  Wire  Co 49 

American  Vulcanized  Fibre  Co.  .  52 

Anderson    Brake   Adj.   Co 65 

Anderson  Mfg.  Co.,  A.  &  J.  M.  .  47 

Archbold-Brady    Co 46 

Archer  &  Baldwin 59 

Arnold  Co..  The 36 

Atlas   Metal   Works 17 


B 

Babcock  S:  Wilcox  Co 5U 

Baldwin  Locomotive  Works,  The.  45 

Barhour-Stockwell    Co 48 

Bark  River  Bridge  &  Culv,  Co..  17 

Barrett    Mfg.    Co 46 

Bemis,    Anthony    J 37 

Conney-Vehslage  Tool  Co 53 

Brnch  Supply  Co.,  L.  S 47 

Bridgeport    Brass  Co 9 

Brill  Co.,  The  J.  G 71 

Buckeye  Jack  Mfg.  Co 67 

Burch,  Edw.  P 36 

Byllesby  &  Co.,  H.  M-,: ..•..  36 


C 

California   Corr.   Culv.   Co 17 

Cambria   Steel   Co 39 

Cameron  Electrical  Mfg.  Co 51 

Canton  Culvert  &  Silo  Co 48 

Carnegie  Steel  Co 39 

Cincinnati  Car  Co 67 

Cincinnati  Frog  &  Switch  Co.....  49 

Cleveland    .Armature   Works.....  58 

Cleveland  Fare  Box  Co 53 

Cleveland   Frog  &  Crossing  Co .  .  50 

Coast  Culvert  &  Flume  Co 17 

Collier,   Inc.,   Barron   G 69 

Columbia   M.   W.   &   M.    I.   Co...  40 

Consolidated  Car   Fender   Co....  16 

Cooper  Heater  Co.,  Tlie 54 

Corrugated    Culvert    Co 17 

Creaghead    Engineering    Co 63 

Curtis  &  Co.  Mfg.  Co 49 

Cutter  Co 50 


D 

n  &  W  Fuse  Co 51 

Dayton  Fare   Recorder  Co 5.1 

Dearborn   Chemical  Co 50 

Delaware  Metal  Culvert  Co 17 

Diamond    State    Fibre    Co 52 

Diamond  Steel  Pole  Co 21 

Dixie   Culvert  &  Metal   Co 17 

Dixon   Crucible  Co.,  Joseph 52 

Drew  Elec.  &  Mfg.  Co 41 

Drum  &  Co..  A.  L 37 

Drummond's  Detective  Agency..  37 

Duff  Manufacturing  Co.,  The...  51 


E 

Page 

Eclipse   Railway   Supply  Co 55 

Economy  Fuse  &  Mfg.  Co 55 

Elastic  Tip   Co 63 

Electric  Equipment  Co 59 

Electric  Operations  Co 38 

I'^lectric  Railway  Equipment  Co.  .   22 

Electric   Railway  Imp.   Co 25 

Electric  Railway  Journal. 3,  6,  18,  19 
Electric   Service   Supplies  Co....   40 

Electric   Storage   Battery   Co 67 

Electrical  Engineers  Equip.  Co..   4i5 

Esterline  Co.,  The 55 

Etler,  Chas.  F 54 

f- 

Falk    Co 49 

Federal  Electrical  Mfg.  Co 51 

Federal  Signal  Co 47 

Fibre  Conduit  Co 48 

I'oril.  Bacon  &  Davis 36 

Ford  Chain  Block  &  Mfg.  Co...  5i 

"For  Sale"  Ads 58,  59 

G 

Galena   Signal  Oil   Co 70 

Gardner  &  Co 42 

Gallon  Co.,  W.  R 51 

General  Electric  Co.  .26,  Back  Cover 

Goldscbmidt  Thermit  Co 23 

Graphite   Lubricating   Co 56 

Green   Eng'g   Co 51 

Greims   Corporatipny -H.;  F 36 

Griffin  Wheel  Co '■'■ 4.^ 

Gulick-Henderson  Co ^7 

H  , 

Hale  &  Kilburn  Co '. 54 

Halsey  &  Co.,  N.  W 36 

Ilardesty  Mfg.   Co.,   R 17 

Hartshorn  Co.,   Stewart 66 

"Help  Wanted"  Ads 59 

Herrick,    Albert    B 36 

Hoeschen  Mfg.  Co 21 

Ilovey,  M.  H 36 

Hunt  &  Co.,  Robert  W 36 

I 

Illinois  Corrugated  .Metal  Co 17 

Imperial   Rubber  Co 63 

Independence  Corr.  Culv.  Co....    17 
Internal    Combustion    Locomotive 

Co.,    Inc Front  Cover 

luicruatijiMl  Creo.  JS:  Con,  Cc...   '10 
Internation.U  Register  Co.,  The..    54 

International  Steel  Tie  Co 10 

Iowa  Pure  Iron  Culv.  Co 17 

J 

Jackson,  D.  C,  &  Wm.   B 36 

jeandron,   W.  J 65 

Jevvett  Car  Co 45 

johns-Manville  Co.,   II.   W 41 

Johnson,  Chas.  F 58 

Johnson  Fare  Box  Co 53 

K 

Kentucky  Culvert  Co 17 

Ker.schner  Co.,  Inc..  W.   R 5.S 

Kilby  Frog  &  Switch  Co 50 

Kinnear  Mfc.  Co 52 

Klein  &  Sons.  M 49 

Kublman   Car  Co.,  G.   C 71 


L 

Page 

LeCarbone    Co 65 

Lee-Arnett     Co 17 

Lindsley    Bros.    Co 4b 

Lone   Star  Culvert  Co 17 

Long  Co.,  E.  G 65 

Lyle   Corrugated   Culv.   ("o 17 

M 

McGraw-Hill    Book    Co 14.  15 

MacGovern   &   Co.,    Inc 58 

Marsh    &    McLennan 46 

M.'issachusetts    Chemical    Co 63 

Michigan  Bridge  &  Pipe  Co 17 

Montana    Culvert   Co 17 

More-Jones  Brass  &  Metal  Co.  ,  .  55 

Morgan    Crucible    Co 61 

Murphy  Iron  Works 51 

N 

National    Brake   Co 25 

National   Brake  &  Electric  Co...  44 

National   Tube    Cc 46 

National    Ventilatinp    Co 51 

Nebraska  Culvert  &  Mfg.  Co 17 

Nev-.da   Metal   Mfg.   Co 17 

Newark   Engrg.    .Mfg.   Co 46 

New   England  Metal  ("ulv.  Co...  17 
New  York  Switch  &  Crossing  Co.  50 

Nichols-Lintern    Co 54 

Niles-Bement-Pond    Co 52 

Niles  Car  &  Mfg.  Co 67 

Northeastern.  Co.,    The 46 

North  East  Metal  Culv.  Co 1? 

Northey-Simmen  Signal  Co.,  Ltd.   12 

North   West   Sheet   &   I   Wks 17 

Xungesser  Carbon  &■   Battery  Co.  65 


O 

Ohio  Brass  Co 17 

Ohio  Corr.   Culv.  Co 17 

O'Neall  Co.,  W.  0 17 

O.xweld  Actcylene  Co 52 

P 

Page  &  Hill  Co 46 

Pantqsote  Co 54 

Parmenter     F.  &   W.   G.   Co 42 

Paxson    Co.,    J.    W 49 

Pernsylvania    Metal   Culv.    Co...    17 

"Positions  Wanted"   ;\ds 59 

Power    Specialty    Co 50 

Prepayment   Car  Sales   Co 11 

Prest-O-Lite  Co.,   Inc.,  The 38 

Protective   Signal    Mfg.    ("o 47 

Publisher's   Page    6 

Pyrene  Mfg.  Co 55 

R 

K?\\   Joint   Co 24 

Railway  &■  Power  Equipment  Co.  58 

Railway  Roller  Bearing  Co 67 

Railway    Track-work   Co 24 

Railway  Utility  Co 54 

Ramapo   Iron    Works. 49 

Reiter,    G.    C 54 

Richey,    Albert    S 36 

Road  Supplv  &  Metal  Co 17 

Roebling's  Sons  Co.,  John   .'\ .  . .  .  46 

Kooke  .Automatic  Register  Co....  54 

Roosevelt    &    Thompson 36 


St.    Louis   Car  Co JO 

St.   Louis  Steel  Fdry 49 

Samson    Cordage    Works 63 

Sanderson    &    Porter .^6 

Sauvage-Ward    Brake    Co.,    Inc..    .S7 

Scotield    Engineering    \7 

Searchlight   Section    58.   r'} 

Second-Hand    Equip 58,   -> 

Sherwin-Williams    Co.,    The ^J 

Simmen   .Automatic    Railway    Sig- 
nal   Co 12 

Sioux  Falls  Metal  Culv.  Co 17 

Smith  Heater  Co.,  Peter .54 

Spencer,    J.    N 17 

Spokane  Corr.  Culv.  &  Tank  Co.    17 

Standard   Motor  Truck   Co J4 

Standard  Paint  Co.,  The .i2 

Standard  Steel  Works  Co Ai 

Standard  Underground  Cable  Co.    -IS 

Star  Brass  Works 55 

Stephenson  Co.,  John 71 

Sterling   Varnish   Co 03 

Stone  &  Webster  Eng'g  Corp.  .  .    .?6 
Street   Railway  Signal  Co 47 

T 

Thew  Automatic  Shovel  Co 49i 

Tennessee  Metal  Shovel  Co 17; 

Trolley    Supply    Co 55; 

Tubular  Woven   Fabric  Co 61* 

U 

Union  Switch  &  Signal  Co 2y 

Union   Spring  &   .Mfg.  Co...    ...    56 

U.  S.   Electric  Signal  Co 13 

U.   S.  Metal  &  Mfg.  Co 51 

Universal    LubricatiiK    Co.,    T'lie.  57 

Universal   Safety   Tread   Co 56 

Universal  Tro'ley  Wheel  Co 56 

Utah   Corr.   Culv.  Jit    i-'lume  Co.  .    17 


Valentine-Clark?     Co 46; 

Van   Dorn  &  Dutton   Co 57 1 

Virginia  Metal  ^-  ('"ulvert  Co....    17 


W 

Walpole  Tire   X-   Rubber  Co 6.1: 

"Want"    Ads    59J 

VVason    Mfe.    Co 71 

Wasson  Eng'g  &■  Supply  Co SSl 

Weir   Frog    Co 49( 

Western    Electric    Co 22| 

Western    Metal   .Mfg.   Co 17 

Westinghouse  Elec.  &  Mfg.  Co..  .      2 

Westinghoiise    Lamp    Co 3 

Wcstinghoii.se    Mach'iie    Co 4 

Westinghouse  Traction  Brake  Co.  5: 
Weston  Elec.  Instrument  Co....  6!' 
White  Companies.,   The    T.   G....   30' 

White   Company,   The  T.   C 47: 

Wisch  Service,  The  P.  Edw 371 

Wood  Co.,  Chas.   N 

Woodman  Mfg.  &  .Supply  Co.,  R. 
Woodmansee   &    Davidson,    Inc.  . 


Zelncker   Supply  Co.,   Walter   .A.  59 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


69 


YOU 

sjro  cordially 

INVITED 
/oINSPECT 

our 

NEW 

CENTRAL 

PLANT 

V 


CAR^ 

ADVERnsiNC 

ALMOST 
EVERYWHERE 


CANDLER 
BUILDING 


:k 


70 


ELECTRIC    RAILWAY    JOURNAL 


[February  20,  1915 


Read  the  Clauses 
in  a  Galena  Contract 


and  you  will  quickly  realize  how  every  one  is  in  the 
road's  favor. 

The  guaranteed  savings  per  car  mile  and  per  kilo- 
watt hour  possible  under  a  Galena  contract  are 
effected  by 

Galena  Oils  and  Galena  Service 

We  provide  without  charge  the  services  of  experts, 
who  set  a  standard  for  lubrication,  with  the  object 
of  increasing  the  savings  above  the  specified  amount 
— and  this  additional  saving  accrues  to  you — not 
to  us. 

Let  us  state  what  we'll  guarantee  to  save  your 
road. 


Galena-Signal  Oil  Co. 

Franklin,  Pa. 


February  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


71 


\'^> 


^; 


x^-^ 


V 


k^y^ 


<  t'X'HE.  brake  system  of  the  new  76-E  is  the  same  as  has  been  standard 
on  Brill  two-motor  city  and  suburban  trucks  for  many  years.  This 
bottom  truck  connection  is  the  most  satisfactory  means  of  adjustment  that 
has  been  devised,  and  throughout  the  brake  rigging  is  scientifically  and 
substantially  designed,  insuring  equal  pressure  on  all  four  shoes.  Brill 
Half-Ball  brake  hangers,  with  their  self-adjusting-for-wear  and  self-clean- 
ing features,  long  ago  won  the  first  place  among  hangers." 


THE    J.    G.    BRILL     COMPANY 

Philadelphia,  Pa. 
AMERICAN     CAR     COMPANY 

St.  Louis,  Mo. 
G.    C.    KUHLMAN     CAR     CO. 

Cleveland.  Ohio 
WA50N   MANUFACTURING   CO. 

Springfield,  Mass. 

COMPAGNIE     J.     G.     BRILL 

Paris.  France 


AGENCIES:  Pierhon,  RoeuiNa  &  Co.,  San 
Francisco,  Los  Angeles,  Portland.  Seattle.  Noyeh 
BRoTHERs.Melbourne.Sldney.Dunedln, Brisbane, 
Perth.  .  DumiELMAN,  48  Rue  du  Luxembourg 
Brussels.  Shacklekoro  &  Co.,  Calle  San  Martin 
201,  Buenos  Aires.  Thomas  Barlow  &  Sons, 
Durban,  Natal.  She^van,Tomes&Co.,  Hong  Kong, 
Canton,  Shanghai.  G.  CHBccnETTi,  Piazza  Stcllla, 
I, Milan.  LoNuoN  Office,!  1 0  Cannon  Street,  E.C. 


72 


ELECTRIC     RAILWAY    JOURNAL 


[February  20,  1915 


6250  kw.  Curtis  Steam  Turbine,  Fort  Wayne  and  Northern  Indiana  Traction  Company, 

Fort  Wayne,  Ind. 


Seven  and  One-Half  Days 
from  Cars  to  Bus  Bars 


That  is  the  installation  record  of  the  6250  kw.  tur- 
bine shown  above.  In  seven  and  a  half  days  from  its 
arrival  in  Fort  Wayne,  this  turbine  was  ready  to  carry 
load. 

Such  quick  installation  is  not  always  necessary, 
but  the  fact  that  a  comparatively  large  Curtis  turbine 
can  be  put  in  service  in  so  short  a  time  indicates  that 
its  mechanical  construction  does  not  require  delicate 
adjustments  after  arrival  at  destination. 

Curtis  turbine  purchasers  are  assured  that  no  delay 
need  occur  in  turning  out  powei'  after  the  turbine  is 
delivered. 


General  Electric  Company 


Atlanta,  Ga. 
Ilaltimore,  Md. 
Birmingham,  Ala. 
I'oise,  Idaho 
Roston,  Mass. 
Buffalo,   N.  Y. 
Butte,   Mont. 
Charleston,  W.   Va. 
Charlotte,    N.    C. 
Chattanooga,  Tcnn. 
Chicago,   III. 
Cincinnati,    Ohio 


Cleveland,    Ohio 
Columbus,    Ohio 
Dayton,  Ohio 
Denver,    Colo. 
Dcs   Moines,   Iowa 
Detroit,   Mich. 
(Office  of  Agent) 
Duluth,  Minn. 
KImira,   N.   Y. 
Erie,   Fa. 
Fort   Wayne,   Ind. 


General  Office:  Schenectady,  N.  Y. 

ADDRESS     NEAREST     OFFICE 


Hartford,  Conn. 
Indianapolis,    Ind. 
Jacksonville,    Fla. 
Toplin,  Mo. 
Kansas  City,  Mo. 


Knoxville,  Tenn. 
Los  Angeles,  Cal. 
Louisville,    Ky. 
Memphis,  Tenn. 
Milwaukee,    Wis. 


Minneapolis.  Minn. 
Nashville,  Tenn. 
New   Haven,  Conn. 
New   Orleans,   La. 
New  York,  N.  Y. 
Niagara    Falls,    N.    ^ 
Omaha,  Neb. 
Philadelphia,    Pa. 
Pittsburg,   Pa. 
Portland,   Ore. 
Providence,    R.    I. 
Richmond,   Va. 


Texas,  Oklahoma  and  Arizona  business  refer  to  Southwest  General  Electric   Company    (formerly   Hobson   Electric   Co.),    Dallas,    El 
Houston   and   Oklahoma  City.     For   Canadian   business  refer  to   Canadian   General    Electric   Company,   Ltd.,   Toronto,  Ont. 


Rochester,    N.    Y. 
St.  Louis,  Mo. 
Salt   Lake   City.   Utah 
San  Francisco,  Cal. 
Schenectady,  N,  Y. 
Seattle,  Wash. 
Spokane,  Wash. 
Springfield,    Mass. 
Syracuse,  N.   Y. 
Toledo,   Ohio. 
Washington,  D.  C. 
Youngstown,   Ohio 

Paso. 


i^Lij;:^±M^Mfk%wk^mmwmmmimmm 


LECTRIC  RAILWAY 


1  me  45 
liber  9 
127,   1915 


JOURNAL 


McGraw 
Publishin 
Co.,    Inc. 


i*    - 
5^.    I 


BUSHINGS 


[ice  the  bushing  is  so  vital 
trolley  wheel  service  there  ^ 

^strong  significance  to  the 

lit  that  more  than  a  million 
5ound- Brook"     Trolley 

'heel   Bushings   were  sold  Q 

?it  year. 

ity  in  the  box  with  the  green  label 

Standard  for  25  years 

I  Genuine  Graphited  "Oil-less  Bear- 
1  i"  have  always  been  made  at  Bound- 
Siok,  N.  J.,  by  the 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


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Sand    Springs    Railway.      A    50-Ton   Bald  win- VVestinghoiise   Locomotive  and   Train. 

Quality  Counts 

Two  New  Roads  Adopt 

Westinghouse  Simplified 

High- Voltage,  Direct -Current  Apparatus 


The  Gushing 
Traction  Co, 

Baldwin  -  Westinghouse 
50-ton,  I  500  volt  Locomo- 
tive. Double  Westing- 
house  Passenger-car  Motor 
Equipment  vv^ith  HL  Con- 
trol. 

Hocking  Sunday 
Creek  Traction  Co, 

Quadruple  and  Double 
75  Horsepow^er  Passenger- 
Car  Motor  Equipment  with 
I  200  Volt  HL  Control. 


The   Connecticut   Company. 
Equipped  with  No.  301-D-2  Motors  and  H.  L.  Control. 


Lewjsburg    &    Ronceverte    Electric    Railway. 
A    26-Ton    Baldwin-Westinghouse    Locomotive. 
Note  the  Extra  Freight  on  Locomotive. 


Westinghouse  Electric  &  Manufacturing  Co. 

Sales  Offices  in  all  /lAf\  ^^^''  Pittsburgh 

large  Americcin  Cities  v^^V  Pennsylvania 


ggggggggggggggggggggggggau'jGggDGggggggggggGgggui  iL]  ]j 


Electric  Railway  Journal 


New  York,  February  27,  1915 


Volume^XLV     No.  9 


Contents 


Pages  405  to  446 


Signaling  on  the  Illinois  Traction  System      408 

The  author,  John  Leisenring,  signal  engineer  Illinois 
Traction  System,  gives  a  description  of  the  new  installa- 
tions made  by  the  company  during  the  past  year,  in- 
eluding  three  special  cases  where  complicated  track 
arrangements  required  the  use  of  intermediate  signals 
instead  of  preliminaries,  as  well  as  individual  treatment 
in  locating  the  signals. 
Electric  Railway  Journal,  Feb.  27,  191.5.  6  cols. 


Communications 


419 


Annual  Convention  of  C.  E.  R.  A. 


411 


Letter  from  Governor  of  Indiana,  and  Addresses  by 
Chairman  of  Public  Service  Commission,  Mayor  of  In- 
dianapolis, and  prominent  representatives  of  American 
Association  part  of  first  day's  proceedings.  Paper  on 
baggage  and  report  on  standard  charges  for  repairs  on 
foreign  equipment  also  presented. 

Electric  Railway  Journal,  Feb.  27,  1915.  514  cols. 


The  Cost  of  Bus  Operation 


414 


Actual  figures  on  the  cost  of  operation,  including  those 
furnished  by  the  supporters  of  the  motor-driven  ve- 
hicle, show  that  the  true  cost  of  transportation  by  the 
automobile  is  greater  than  by  the  electric  railway,  and 
that  frequently  even  the  unregulated  jitney  operates  at 
an  actual  loss. 


Electric  Railway  Journal,  Feb.  27,  1915. 


American  Association  News 


7  cols. 


418 


Reports  of  meetings  of  new  motor  vehicles  and  way 
matters  committees,  of  company  section  activities,  and 
of  Joint  Line  Construction  Committee  meeting. 


Corrosion  of  Metals  in  Natural  Soils.  The  Jitney  Situ- 
ation. 

Electric  Railway  Journal,  Feb.  27,  1915.  7  cols. 

Equipment  and  Its  Maintenance  423 

Chemical  Department  of  the  Illinois  Traction  System — 
By  N.  R.  Beagle.  Baffle  Plate  for  Motor  Bearing  Axle 
Caps  for  G.  E.-73  Motors — By  Ralph  Fox.  Tail  Light 
or  Classification  Light  Box — By  J.  N.  Graham.  Re- 
movable Ash  Pit  for  Blacksmith  Forges — By  J.  R.  Jen- 
kins. Restoring  Loaded  Freight  Cars  to  Side  Bearings 
in  Rounding  Short  Curves— By  F.  L.  Hinman.  Two 
Ways  of  Laying  Out  a  Compound  Curve — By  S.  Striez- 
heff.  Corrections  of  Volt-Meter  Measurements  of  Di- 
rect Current.  Equipment  Cost  Data.  Manganese 
Double-Web  Guard  Rail.  Steam-Electric  Tunnel 
Crane.  A  New  Principle  in  Trolley  Frogs.  Impreg- 
nation of  Railway  Motor  Coils.  Locking  Sockets  and 
Receptacles. 

Electric  Railway  Journal,  Feb.  27,  1913. 


Editorials 


14  cols. 


405 


Engineering    Features    of    Proposed    Cincinnati    Rapid 
Transit  Line  413 


Electric  Railway  Journal,  Feb.  27,  1915. 


3  cols. 


News  of  Electric  Railways 
Financial  and  Corporate 
Traffic  and  Transportation 
Personal  Mention 
Construction  News 
Manufactures  and  Supplies 


430 
435 
439 
442 
443 
445 


James  H.  McGraw,  President.       A.  E.  Cufford,  Secretary.       J.  T.  De  Mott,  Treasurer.        H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 

Chicaoo,  1570  Old  Colony  Bldg.  ^     _   .^,  ani.\.  Oj.       XT  "V      1     /Tj.  S*^  Francisco,  602  Rlalto  Bldg. 

Cleveland,  Leader-News  Bldg.  239   WeSt  39th  Ot.,  NgW   YorK  CltV         Denver,  Boston  Bldg. 

Philadelphia,  Real  Estate  Trust  Bldg.  London,  10  Norfolk  St,  Strand. 

United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4.50;  elsewhere,  $6.    Single  copy,  10c. 

Copyright,  1915,  by  McGraw  Publishing  Company,  Inc.     Published  Weekly.    Entered  at  N.  T.  Post  Office  as  Second-Claos  Mail. 

No  back  volumes  for  more  than  one  year,  and  no  back  copies  for  more  than  three  months. 

Circulation  of  this  issue  8000  copies. 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


D 


t 


High  efficiency,  long  life 
and  simplicity  are  the 
characteristic  features 
of  Westinghouse  Turbine- 
Driven  Pumps,  which  are 
built  for  hi£^h  and  low 
heads  and  all  capacities. 

The  M/bstinghouse  Machine  Co., 

Prime   Movers  B^  Auxiliaries, 

East   Pittsburgh,  Pa. 


***-« 


■^ 


rw 


February  27,  1915]  ELECTRIC    RAILWAY    JOURNAL 


D 


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INERTIA 

(What  It  Means  in  Railroad  Engineering) 


INERTIA  IS  THE  TENDENCY  OF  A  BODY  AT  REST  TO 
REMAIN  AT  REST;  OR  OF  A  BODY  IN  MOTION  TO 
CONTINUE  IN  MOTION. 

THE  INERTIA  OF  ANY  MOVING  TRAIN  CAN  BE  INDI- 
CATED IN  TERMS  OF  ENERGY,  WHICH  IS  EQUAL  TO 
ONE-HALF  THE  MASS  MULTIPLIED  BY  THE  SQUARE 
OF  THE  VELOCITY,  AND  USUALLY  EXPRESSED  IN 
FOOT  POUNDS. 

IF  A  MODERN  SIX  CAR  PASSENGER  TRAIN  WEIGHS 
1,500,000  POUNDS  AND  ATTAINS  A  SPEED  OF  60  MILES 
PER  HOUR,  IT  HAS  ACCUMULATED  OVER  ONE  HUN- 
DRED AND  EIGHTY  MILLION  FOOT  POUNDS  OF  EN- 
ERGY TENDING  TO  KEEP  THAT  TRAIN  IN  MOTION. 

INERTIA  IS  WHAT  THE  AIR  BRAKE  IS  UP  AGAINST. 
THE  CONTROL  OF  INERTIA  OR  THE  ENERGY  OF  MOV- 
ING TRAINS  WAS  A  MAN'S  JOB  IN  1870,  WHEN  AIR 
BRAKES  WERE  FIRST  APPLIED.  TODAY— 45  YEARS 
LATER— THIS  PROBLEM— WITH  TRANSPORTATION  IT- 
SELF—HAS GROWN  TO  GIANT  PROPORTIONS. 

WHAT   IS   THE   ANSWER? 

MODERN  BRAKES  CONTROL  MODERN  TRAINS  MORE 
PERFECTLY  AND  WITH  GREATER  SAFETY  AND  ECON- 
OMY THAN  EVER  BEFORE  IN  THE  HISTORY  OF  THE 
ART. 

IF  NECESSITY  IS  THE  MOTHER  OF  INVENTION, 
THEN  INERTIA  IS  THE  FATHER  OF  THE  AIR  BRAKE. 


Suggested  by  the 


Westinghouse  Traction  Brake   Company 

Works:  Wilmerding,   Pennsylvania 

PITTSBURGH:  Westinghouse  Building  NEW  YORK:  City  Investing  BuUding 

CHICAGO:  Railway  Exchange  Building  ST.  LOUIS:  Security  Building 


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yonnaaaaannnDnnanan 00000000000 □nnannnDDaannnnnnnDaa  . 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


PUBLISHER'S  PAGE 


The  Time  to  Advertise 


By 
ROGER  W.  BABSON 


44 


T 


HE  coming  year  promises  to 
be  one  of  encouragement  to 
those  who  intelligently  di- 
rect their  selling  and  advertising.  *  *  * 
"The  selling  and  advertising  pro- 
gram for  this  coming  year  needs  par- 
ticular attention,  and  clients  who 
study  this  question  now  and  advertise 
before  the  depression  is  over  will  se- 
cure the  lion's  share  of  business.  In 
most  lines  of  business,  now  is  the  time 
to  spend  money  for  advertising." 


Make  the  Most  of  It 


February  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


OB  Catenary  Materials 

The  Result  of  Experience 

O-B  designs  have  been  adopted  as  standard  on  many  of  the 
largest  roads  in  this  country  and  Canada  because  of  their  repu- 
tation for  satisfactory  service. 

Our  engineers  have  been  developing  new  ideas  for  years  and 
have  gained  a  fund  of  information.  Their  experience  is  at  your 
disposal.     Let  them  co-operate  in  solving  your  problems. 


O-B  Catenary  Book,  giving  details  of  many  roads,  sent  free. 


The  Ohio  Brass  Co.,    Mansfield,  Ohio 

30  Church  St.,  New  York  306  Fourth  Ave.,  Pittsburgh 

343  So.  Dearborn  St.,  Chicago 

Holabird-Reynolds  Co.,  San  Francisco  and  R.  D.  Holabird,  Los  Angeles — 

California  Agents 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


Some  of  the  Representative  Roads 
on  Avhich  We  are  Installing  Equip- 
ments of  EMB  Resistances 


Boston  Elevated  Ry.  Co. 

Third  Avenue  Railway 

New  York  Railways 

Interborough  Rapid  Transit  Co. 
(Subway  Division) 

Public  Service  Railway 

Columbus  Lt.,  Heat  &  Power  Co. 
(Columbus,  Ohio) 

Dominion  Power  &  Transmission  Co. 
(Hamilton,  Ont.) 


EMB  Unbreakable 
Rustless  Resistances 

Appealed  to  them  because 


The  Eilcon  Co. 

150  Church  St.,  New  York 


(a)  They  minimize  resistance  troubles  by 

minimizing  joints. 

(b)  They  do  not  corrode. 

(c)  They  are  of  unbreakable  material. 

The  mere  fact  that  such  roads  have  de- 
cided to  investigate  the  better  service  made 
possible  by  EMB  resistances  is  a  suggestion 
that  your  road  too  can  have  the  way  to  more 
economical  results  pointed  out  by  EMB 
grids. 

Drop  us  a  line  and  we  wiM  mail  you  data 
sheet  which  indicates  the  information  we 
need  in  order  to  submit  quotations  on  trial 
equipment. 


3S0 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


■.r\"- 


'PHONO-ELECTRIC" 
Trolley  Wire 

for 
Catenary,  Cross-span  or  Bracket  Construction 

"PHONO-ELECTRIC"  is  a  trolley  wire  you  can  absolutely 
depend  upon.  IT'S  TOUGH — does  not  rely  on  a  hardened  skin 
for  its  strength — it  is  uniform  throughout  its  cross-section. 

Unvarying  reliability  is  what  you're  looking  for  in  a  trolley 
wire.    More  car  mileage  and  longer  service  life. 

The  demand  for  better  cars,  better  road  beds  and  faster  sched- 
ules is  an  indirect  demand  for  better  overhead  wires. 

"PHONO-ELECTRIC"  saves  renewals  and  renewals  cost 
money.    It  will  give  the  longest  service  life. 

IT'S  TOUGH. 
BRIDGEPORT  BRASS  COMPANY 

BRIDGEPORT,  CONNECTICUT 

North  American  Copper  Company        Pierson,      Roeding      &      Company 


164  Front  St.,  New  York.  U.  S.  A. 


San  Francisco  Portland  Seattle  Los  Angeles 


The  Equipment  &  Engineering  Company 

2  and  3  Norfolk  St..  Strand,  W.  C,  London.  England 


tiono^lect 


s 


"p 


10 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


IN  SERVICE  LIKE  THIS 


STANDS  UP 


This  is  a  view  taken  near  Lookout  Mountain. 
Will  motors  get  any  overload  ?— will  they  get 
hot  ?  —  will  there  be  any  unusual  voltage 
strains? — ask  any  practical  railroad  man. 

Because  Packard  Insulation  DOES  stand 
up  in  spite  of  high  internal  heat  and  abnormal 
voltage — is  doing  it  every  day  in  service — we 
welcome  tests  under  killing  conditions. 


All  Packard  Insulation  Products  are  based  on 
related  formulas.  To  get  best  results,  a  motor 
or  dynamo  should  be  Packard  insulated 
throughout. 

Varnished  cloth  and  tapes  used  with  Pack- 
ard insulating  varnish  and  impregnating  com- 
pounds make  an  efficiency  combination  most 
satisfactory   to  the  maintenance   department. 


Get  acquainted  with  the  Packard  Insulation  family. 
A  postcard  request  will  bring  you  samples,  data  and  prices. 

THE  PACKARD  ELECTRIC  CO. 

525  Dana  Avenue,  Warren,  Ohio 


(35) 


February  27,  1915]  ELECTRIC    RAILWAY    JOURNAL  11 


Short-term  franchises  are  detrimental  to  civil 
welfare  and  growth  because  they  ultimately 
check  the  extension  of  facilities  and  discour- 
age good  service. 

— From  Code  of  Principles 
Adopted  by  A.  E.  R.  A. 

Extension  of  facilities  and  maintenance  of  good 
service  can  only  follow  profitable  operation. 
Every  one  of  the  hundreds  of  roads  which  have 
adopted  the 

Prepayment  Car 

has  found  that  move  to  be  one  which  con- 
tributed to  operating  profits.  The  elimination 
of  accidents,  the  augmented  passenger  comfort, 
and  the  increased  receipts  due  to  the  elimination 
of  missed  fares  have  made  the  charge  for  the  work 
and  investment  required  to  produce  the  designs 
and  devices  represented  by  the  Prepayment 
patents,  one  of  the  most  productive  investments 
that  any  road  can  make. 

The  work  which  we  have  done  in  the  past  is 
making  the  work  which  we  are  constantly  doing 
for  our  clients  produce  results  such  as  only  long, 
specialized  experience  like  ours  can  insure. 


PREPAYMENT  CAR  SALES   COMPANY 


12 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


The  Special  Offer  to  Advance  Subscribers 
Expires  Positively  in  10  Days 


BLECTR,C  RMLW^  „^„,,^^ 


A  book  of  high  authority  and  absolute  reliability.  It  gives  the  essential 
reference  data  on  all  phases  of  electric  railway  construction  and  operation.  It  is 
designed  for  rapid  use.  Every  article  is  indexed  so  that  you  can  find  it  instantly. 
The  book  represents  the  combination  of  these  ideals : 

(i)  To  present  data  on  subjects  which  come  up  in  everyday  electric  railway 
practice,  for  constant  use  by  the  operating,  constructing  or  designing  engineer. 

(2)  To  produce  a  book  of  service  to  the  non-technical  manager  or  operator 
as  well  as  to  the  engineer. 

(3)  To  produce  a  reference  book  on  electric  railway  practice  for  those  who 
may  be  specializing  in  other  or  allied  lines. 


SPECIAL  OFFER 


i 


We  will  send  this  book  on  the  day  of  publication  to  all  advance  subscribers 
at  the  special  price  of  $3.50  postpaid.  The  price  on  publication  will  be  $4.00 
net,  postpaid. 

In  addition — you  have  your  choice  of  the  following  offers  at  the  special  price : 

(a)  Your  name  stamped  in  gold  on  the  cover,  free  of  charge.  Stamped  books 
are  not  returnable. 

(b)  On  approval  for  ten  days,  with  the  privilege  of  return  if  unsatisfactory. 
No  money  in  advance. 

Check  your  preference  of  these  offers  on  the  coupon  and  return  today. 

Do  it  now.     The  offer  expires  in  ten  days. 


SPECIAL  OFFER  COUPON 


McGHAW-HILL   BOOK    COMPANY,    INC., 
239  West  39th  St.,  N.  Y.  City. 
You    may    enter    my    order    for    Rlchey'a    "ELECTRIC    RAILWAY 
HANDBOOK"    on   the  offer   checked. 

....A.  At  $3.50  with  my  name  stamped   in  gold  on  the  cover.     Print 
name  clearly.     Not  returnable. 

B.   On   approval,    to   remit    $3.50   or   return   book    within   ten   days 

of  receipt. 


Signed 


If  not  a  subscriber   to  the  Electric   Railway  Journal,   give   reference 
in   margin. 


By  Albert  S.  Richey,  Electric  Railway  Engineer, 
Professor  of  Electric  Railway  Engineering, 
Worcester    Polytechnic    Institute. 

830  pages,  over  600  illustrations,  leather,  pocket 
size,  full  gilt,  $4.00  {English  price  17s),  net  post- 
paid. 


McGraw-Hill  Book  Co.,  Inc. 

239  West  39th  Street,  New  York 
Berlin  London 

PublUhera  of  Book*  (or  Electric  Railway  Journal 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


13 


Better  Business 

is  here 

—right  NOW 


This  statement  is  borne  out  by  the  books  of 
this  company. 


So  far  this  year  we  have  made  and  sold  more 
United  States  Signals  than  during  the  last 
6  months  of  1914. 


During  the  first  ten  days  of  this  month  more 
U.  S.  Signals  were  contracted  for  than  dur- 
ing ANY  full  month  of  1914. 


Indications  point  to  a  record  month  in  the 
history  of  the 


United  States  Electric 


Signal  Co., 


West  Newton,  Mass. 


Foreign  Representatives: 

Quilliatn  Brothers,  Clegg  Court,  Chapel  Street,  Salford,  England 


14 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


We  are  ready  to  plan  an  unusual  but  ef- 
fective sales  move  in  the  form  of  a  special 
advertisement  that  will  help  you  get 
your  products  specified  for  this  Spring's 


Maintenance  Work 

Indoors  and  Out 


:i:.^' ^"^"- 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


15 


The  Annual 
Maintenance 
Number  of  the 
Electric  Railway  Journal 


is  the  buyers'  handl)ook  of  the  day 
while  maintenance  work  is  under  con- 
templation and  under  way.  Electric 
railway  men  who  control  the  buying 
for  98.8%  of  the  total  mileage  read  the 
Journal  regularly  and  read  the  Main- 
tenanceNumber  with  special  thorough- 
ness every  year  for  its  helpful  text 
pages  and  useful  advertisements. 

It  is  the  issue  which  tells  them  how 
best  to  do  their  maintenance  work  and 
what  to  buv. 


Use  a  double  page  spread  or  at  least 
a  full  page  advertisement  and  get  your 
share  of  the  $55,000,000,  which  will 
be  spent  for  maintenance  by  readers  of 
the  Electric  Railway  Journal. 

Bear  in  mind  that  the  Journal's 
Annual  Maintenance  Number  is  an 
institution  that  is  wanted  and  wel- 
comed and  used  every  year.  It  is  ex- 
pected. Your  advertisement  will  have 
careful  attention  by  big  buyers  if  you 
tell  the  right  kind  of  story  in  this  issue. 


We  are  ready  to  write  the  story  for  you  without  cost.      Send  your  catalog  and 

Get 


16 


ELECTRIC     RAILWAY    JOURNAL 


[February  27/  1915 


1914  Was  a  Wonderful  Year  for 


Railway 


)DENI 


|W      Headlights 


SR-95,   SM-95— For  city 
and  suburban  cars 


SE-gs — For    city    and 
suburban  cars 


1200  Per  Cent  More  Railways  are  using  Golden 
Glow  "Safety  Illumination"  headlights  now  than 
twelve  months  ago.  The  successes  achieved  in  that 
time  by  Golden  Glow  headlights  have  been  unpar- 
alleled  in   the   records   of   front-end   illumination. 

Now  Over  i6o  Progressive  properties  are  lighting  their  road- 
ways for  hundreds  of  feet  ahead  by  Golden  Glow  lamps,  and 
have  discarded  wasteful  and  inefficient  apparatus. 

A  Year  Ago  Only  a  Few  had  realized  the  economy  and  effi- 
ciency of  this  equipment.  The  advance  of  Golden  Glow 
installation  has  witnessed  the  relegation  of  arc  lights  and 
incandescents  giving  only  35  feet  of  light  to  the  storeroom  or 
to  "useless  stock." 

The  List  of  Purchasers  of  Golden  Glow  headlights  for  new  cars 
is  only  a  small  portion  of  the  number  who  adopted  them  during 
1914.  The  great  majority  purchased  Golden  Glow  lamps  last 
year  to  bring  existing  rolling  stock  up  to  date. 

During  January,  1915,  the  shipments  of  Golden  Glow  lamps, 
and  the  orders  for  February  and  March  delivery,  total  exactly 
47  per  cent,  of  the  entire  1914  business. 


iXnCo. 


=EsterlinE 

219   East  South  Street,   Indianapolis 


L-128 — For  locomotives 


Will  Your  Property 

in  191 5  be  one  to  secure 
greater  illumination  and 
to  save  real  money — 
elimination  o  f  repair 
costs,  reduction  of  main- 
tenance, prevention  of 
accidents,  increase  of  ef- 
ficiency— by  the  adoption 
of  Golden  Glow? 

Send  for  Catalogue  and 
Trial  Offer.     Represen- 
tatives in   all  principal 
cities. 


T-128 — For  interurban 
cars 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


17 


Your  Own 

Electric   Railway 

Journal 


THESE  are  the  advan- 
tages of  being  a  per- 
sonal subscriber  for 
the  Journal:  You  receive 
your  own  copy  of  the  paper 
each  week.  You  have  it  to 
read  when  you  want  it  and  as 
long  as  you  want  it.  You  can 
keep  your  own  file  of  the 
paper  for  reference. 

For  less  than  6  cents  a 
week  you  can  be  a  personal 
subscriber — you  can  get  all 
the  news  of  the  field  while  it 
is  still  fresh  and  valuable — 
you  can  have  a  constantly 
growing  library  of  your  own 
on  all  branches  of  electric 
railroading. 

You  will  never  miss  the 
subscription  price,  but  you 
will  miss  a  lot  of  things  if 
you  do  not  get  the  Journal. 


Name    

COUPON 

Position   and 
Address    .... 

Company 

Electric  Railway  Journal,  239  W.  39th  Street, 

New  York 

This  Insulation 
Has  Been  Standard 

For  Over  a 
Quarter  of  a  Century 


Vulcabcston  Insulating  Pieces 

For  over  twenty-five  years  we  have  been 
the  leading  manufacturers  of  moulded  in- 
sulating pieces  such  as  magnet  spools,  plug 
parts,  insulated  bushings,  etc.  These  pieces 
indefinitely  withstand  conditions  that  would 
cause  others  to  disintegrate  in  a  very  short 
time,  because  they  are  moulded  of 

Vulcabeston 
Insulation 

This  material  is  composed  chiefly  of  the 
highest  grade  of  Asbestos  fibre  moulded 
under  tremendous  pressure  into  one  solid, 
homogeneous  mass.  It  is  practically  a  pure 
asbestos  insulation. 

Possesses  remarkable  dielectric  and  me- 
chanical strength.  And  being  extremely 
tough,  it  will  withstand  hard  usage  without 
chipping  or  breaking. 

Resists  highest  temperatures.  Is  non- 
absorptive  and  won't  shrink  or  swell  under 
alternate  heating  and  cooling. 

Vulcabeston  is  made  for  hard  service 
rather  than  for  looks.  Where  high  finish  is 
required  we  would  recommend  our  J-P 
Bakelite. 

Our  nearest  Branch  will  gladly  forward 
sample  and  full  information.     Write  today. 

H.  W.  Johns-Manville  Co. 

Manufacturers  of  Service,  Subway  and  Transformer 
Boxes;  Fuses;  Line  Material;  Insulating  Materials;  Fibre 
Conduit;  Fireproof  Wood;  Friction  Tapes;  Dry  Batteries; 
LIglitIng   Systems,   etc. 


Atlanta 

Columbus 

Baltimore 

Denver 

Boston 

Detroit 

Buffalo 

Galveston 

Chicago 

Indianapolis 

Cincinnati 

Kansas  City 

Cleveland 

Los  A  nee  lea 

Milwaukee 

Minneapolis 

Newarli 

New  Orleans 

New  York 

Omaha 

Philadelphia 


PlttsburRh 
Portland 
St.    Louis 
Salt  Lake  C!ty 
San  Francisco 
Seattle 
Toledo 


LoulsTnie 
Memphis 

THE  CANADIAN   H.   W.    JOHNS-MANVILLE   CO..    LIMITED. 
Toronto  Montreal  Winnipeg  Vancouver 

For  Great  Britain  and  Continent  of  Europe: 

TURNERS  &  MANVILLE.  LTD..   Hopetoun  House.   5.  Lloyds  Ave., 

London.  E.  C. 

Member   of   the    Society   for    Electrical    Development,    Inc. 
"DO  IT  ELECTRICALLY"  2028 


18 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


CAMBRIA 
'RALS 


Open  Hearth  Bessemer 

BOLTS   AND    NUTS 

100% 

Splice  Bars 

Tie  Plates 


All  Standard 
Sections 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Sales    Offices;       Atlanta,     Boston,     Buffalo,    Chicago,    Cincinnati,     Cleveland,     Detroit,    New    York,     Philadelphia, 

Pittsburgh,  St.   Louis,  San   Francisco,  Tacoma,   Montreal 

Works   at   Johnstown,    Pa. 


Undirected  Energy  is  Destructive  Energy 


The  flooding  river  flowing  be- 
yond its  banks  sweeps  away  life 
and  property. 

So  stray  currents,  leaving  the 


high  resistance  path  of  faulty 
bonded  rails,  seek  an  easier  path 
in  the  water  mains,  much  to  the 
damacfe  of  the  latter. 


WELDED  RAIL  BONDS 
Keep  Your  Return  Currents  in  the  Proper  Channels 


The  Electric  Railway  Improvement  Co.,  Cleveland,  Ohio 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


19 


Ts)t  Eall  jr^mf 


11 


mm$m 


P^JJoA 


ROLLED 

FROM 

BEST  QUALITY 

STEEL 


AGENCIES 

Boston,  Mass India  Bldg. 

Chicago,  JU.  .Railway  Exchange  Bldg. 

Denver,    Colo Equitabre    Bldg. 

Philadelphia,    I'a. Pennsylvania    Bldg. 

Pittsburgh,    Pa Oliver   Bldg. 

Portland,    Ore Wilcox    Bldg. 

St.    Louis,    Mo., 

Commonwealth  Trust   Bldg. 
Troy,  N.   Y Burden  Avenue 

Montreal,  Can.  Board  of  Trade  Bldg. 

London,  E.  C,  Eng., 

36  New  Broad  St. 


ONE  HUNDRED  PER  CENT.  RAIL  JOINT 


Makers  also  of  BASE-SUPPORTED  RAIL  JOINTS  of  CONTINUOUS,  WEBER  and  WOL- 

HAUPTER  TYPE  for  Standard,  Girder  and  Special  Rail  Sections.     Also  Joints  for 

Frogs  and  Switches;  Insulated  Rail  Joints  and  Step  or  Compromise  Rail  Joints 

PATENTED  IN  UNITED  STATES  AND  CANADA 


Opinions  from  YOUR  side  of  the  Fence 


T^T  ^      Supt.  of  Roadway 

IN  O,    O      200  Miles  Track 


"As  to  the  use  of  the  track  grinding 
machine:  The  machine  has  given  us 
perfect  satisfaction.  On  one  stretch  of 
track  on  this  system  laid  in  concrete, 
during  the  past  year  fully  50%  of  the 
joints  had  begun  to  cup  on  the  receiv- 
ing side.  All  of  these  have  been  ground 
out  during  the  past  summer,  and  I  see 
no  reason  why  track  should  not  be  in 
good  shape  for  another  five  or  six  years, 
whereas,  if  these  joints  had  not  been 
ground  out,  the  chances  are  that  in  two 
or  three  years  more  the  track  would 
have  been  practically  ruined." 


Railway  Track- work  Co.,     Heed  Bldg.,  Philadelphia 


20 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


They  Act  on  the 
Instant 

There's  mighty  little  space  between  the  front  of 
your  car  and  the  forward  wheels.  It  takes 
mighty  quick  action  on  the  part  of  a  wheel  guard 
device  to  get  to  the  rails  before  the  body  gets 
to  the  wheels. 

PARMENTER  WHEEL  GUARDS 

are  instantaneous  in  their  operation.  Exacting  tests  (registered) 
show  Parmenter  equipment  to  be  wonderfully  efficient  when  car  is 
operating  at  speeds  as  high  as  15  miles  per  hour.  Parmenter  Wheel 
Guards  mean  perfect  protection  to  both  electric  railways  and  pub- 
lic. They  cover  the  rails  all  the  time — on  curves  as  well  as  straight 
track.    Write  for  details. 

Parmenter  Fender  &  Wheel  Guard  Co. 


89  State  Street,  Boston,  Mass. 


71574 


Eight  Years  of  Successful  Operation 


N 


Allis-Cbalmers  Gas  Engines,  Alternators,  Transformers,  Rotaries    and  .Switchboards — Milwaukee  Northern  Kai'lway. 

AT  T  fC  /^U  A  f  IV/ICDC   manufacturing  company, 
ALiLlO-l-^rlALilVlllIVO  Milwaukee,  wis. 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


21 


Standard  Trucks 

for  Every  Service 


THIS  STANDARD  0-36  SINGLE  MOTOR 
DOUBLE  TRUCK  meets  the  demand  for  a 
"Light  Weight"  Majcimum^  Traction  Double 
Truck.  It  weighs  4500  pounds  (per  truck)  with 
one-wear  steel  wheels.  The  bralce  shoes  are 
carried  on  the  equalizer  bars.  Holes  in  the 
levers  and  brake  rigging  are  steel-thimbled  and 
the  bolts  are  case-hardened.  Journals  are  care- 
fully machined  and  burnished.  It  will  carry 
safely  car  bodies  weighing  from  16,000  to  22,000 
pounds;  maximum  load  at  king  pins  of  36,000 
lbs.  These  trucks  are  in  service  in  New  York, 
Jacksonville,  Springfield,  Worcester,  Savannah, 
Newark,  Washington,  Dayton,  Houston  and 
Jackson,  Michigan.  THIS  IS  THE  LIGHTEST 
WEIGHT  TRUCK  OF  THIS  TYPE  MANUFAC- 
TURED. Also  made  46,000  capacity— the  0-45 
truck. 

THE  STANDARD  C-50-P  "LIGHT  WEIGHT 
PRESSED  FRAME"  DOUBLE  TRUCK  meets 
the  demand  for  a  Safe  and  Durable  Light 
Weight,  "Suburban"  Inside  Hung  Motor,  Double 
Truck.  The  Side  Frames,  End  Frames  and 
Transoms  are  pressed  from  sheet  steel  plates 
into  Channel-shaped  sections,  which  fo.ra  gives 
the  lightest  practicable  weight  of  metal  for  the 
required  strength.  The  Brake  Rigging  is  Solid 
Forged  Steel,  same  as  on  all  of  our  trucks. 
Steel  thimbles  and  case-hardened  bolts  are  u»ed 
on  all  wearing  parts.  These  trucks  are  in 
service  in  Pittsburgh,  Newark,  Indianapolis, 
Mansfield,  Pittsfield,   Springfield  and  Worcester. 

A'vaunann  •»•<»  ■.•.■■..■>  oounauu   w  t    I    mj        ni^wAnimAii    nruu    New  York  Office:  170  Broadway.    Work8:New  Castle,  Pa. 

STANDARD  MOTOR  TRUCK  COMPANY,  Frick  BIdg.,  PITTSBURGH,  PENN.  Chicago  office:  Fisher  Building 

Pacific  Coast  Agents:   Eccles   &  Smith   Co..    inc.      Offlces,   San  Francisco,  Cal.  ;  Los  Angeles,  Cal.  ;  Portland.  Ore. 


Keystone  Guards 
for  Every  Service 

Keystone  Lamp  Guards  are  made  for  service,  for 
service  in  car  barns,  engine  rooms,  repair  shops, 
locomotive  and  car  pits,  mines,  tunnels,  subways — 
in  short,  wherever  a  strong,  durable  lamp  guard  is 
required. 

The  Standard  Portable,  ESSCO  Portable  and 
Conduit  Box  Guards  are  made  entirely  of  malleable 
iron  and  steel  parts,  cages  being  made  of  Bessemer 
steel  wire,  spot  -  welded  at  joints  and  all  parts 
heavily  tinned. 

Conduit  Box  Guards  attach  directly  to  standard 
conduit  boxes,  where  sockets  are  placed  inside. 
Fine   for  locomotive  and  car  pits. 

Wall  Type  Guards  are  made  from  cold  rolled 
steel,  suitable  for  use  anywhere  a  wall  lamp  guard 
is  required. 

Profit  by  using  Keystone  Guards.  Booklet  and 
quotations  on  request. 

Electric  Service  Supplies  Co. 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
17th  and  Cannbria  Sts. 


NEW  YORK 
Hudson  Terminal 


CHICAGO 
417  S.Dearborn  St. 


22 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


It  is  just  as  Important  to  Tape 
Your  Coils  Tightly  as  it  is  to 
do  it  Swiftly 

Your  coils  must  be  taped  tightly,  if  the}'  are 
to  be  taped  rightly.  Besides,  it  uses  less  tape. 
You  will  learn  how  tight  taping  and  swift  tap- 
ing may  be  best  combined  if  you  investigate  the 

Columbia  Coil 
Taping  Machine 

Do  yourself  the  justice  of  looking  into  the 
merits  of  this  machine.  And  while  you  are 
looking  over  Columbia  Coil  Winding  and 
Columbia  Coil  Taping  Machines,  it  would  pay 
you  to  take  a  glance  at  some  of  the  many 
other  Columbia  Products. 

Probably  many  of  our  car  and  shop  specialties 

might  save  you  money  if  you  only  knew  it. 

Get  Bulletins  and  see. 


Axle  and   Armature   Stralghteners. 

BearinRs  for  Armatures  and  Axles. 

Armature  Stands,   j^rmature  Buggies. 

Car   Hoists,   Car  Keplaeers. 

Brake  Appliances,  Handles,  ForRings  for  Itigginjr,  etc. 

Babhitting  Moulds.  Lathe  Chucks. 

Banding  and  Heading  Machines. 

Coil  Winding  Machines  for  field  and  armature  colls. 

Coils  for  Armatures  and  Fields. 

Coil  Taping  Machines  for  Armature  Lends. 

Car  Trimmings.  Car  Signs — Day  and  Night. 

Commutators,    Controller-Handles,    Door   Locks. 

Cear  Cases— All  Steel   and   M.   I..   Pit  Jacks. 

Grid   Resistances,    Signal  or  Target   Switches. 

Pinion    Pullers.    Trolley  Poles — Steel. 

Trolley   Wheels.    Tension   Stands. 

Fuses — Track  Special  Work. 


Columbia  Machine  Works 
&  Malleable  Iron  Co. 

Atlantic  Ave.  and  Chestnut  St. 
Brooklyn,  N.  Y. 

7140 


Thfre's  no  leak  proof  rin<5  but  thyXtft^TwoorRintf 


Here's    One   Economy 

You  Can  Put  in 

Practice 

Install 


Made  in 
all    sizes 


Easily 
adjusted 


Piston  Head  Packing  Rings 

Made  by  McQuay-Norris  Mfg.  Co. 

in  all  your  Air  Compressors.     Their  use  ensures 

Reduced  Operating  Costs 

Because  they  will  produce  any  given  pressure  in  two- 
thirds  of  the  time  required  by  any  ordinary  segmental 
type  of  ring,  and  can  hold  the  pressure  one  -  third 
longer.  That  means  saving  of  power,  motor  wear 
and    tear. 

Reduced  Maintenance  Costs 

Because  they  will  not  cut  or  score  the  cylinders  or 
wear  them  out  of  round.  That  means  saving  in  repair 
and  renewal  expense — reduction  of  pump  and  motor 
troubles. 

VEftjS^ooF  Piston  Rings  ar6  two-piece  rings — 
simple,  strong,  durable,  ea.sy  to  adjust.  They  are  made 
of  Processed  Gray  Iron  possessing  a  high  degree  of 
elasticity  and  wonderfully  tough.  They  have  no  springs 
that  lose  temper  and  allow  the  segments  to  open — 
creating  gaps  for  compression  leakage  a:nd  corners  for 
cylinder  scoring. 

We  will  send  you  a  set  of  rings  FREE 
for  you   to   make   any  test   you   wish. 


McQ 


MANUFACTURED  BY 

uay-Norris  Manufacturing  Co. 

Dep't  L,  St.  Louis,  U.  S.  A. 

Canadian  Factory 
W.  H.  Banfield  &  Sons,  No.  12U  Adelaide 

Street  West,  Toronto. 
BRANCHES 
New  York— 1919-29  Broadway  at  64th  St. 
Pittsburg— 902  Second   Nat.   BanJc  Bldg. 
Kansas  City — 513  New  Nelson  Bldg. 
Chicago — Suite  718.   Michigan  Blvd. 

Bldg.,    Michigan   Ave.   and 

Washington  St. 
San   Francisco — 164   Hansford  Bldg. 
Los  Angeles — 224  Central  Bldg. 
Dallas — 1509  Commerce  St. 


Look  for  the  name  \tftK-^oor  stamped  on  the  Ring 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


23 


THE  ''STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL    WHEELS 
FORCINGS 


TIRES 


SPRINGS 

GEAR     BLANKS 


STEEL  TIRED  WHEELS 


ROLL    SHELLS 


RINGS 


CASTINGS 


RING   DIES 
PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO, 


Portland,  Ore, 
Denver,  Colo. 
San  Francisco,  CaJ. 
City  of  Mexico,  Mex. 
St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  111. 
New  York,  N.  V. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Pa. 


5000°  is  the  Temperature 
of  the  Electric  Arc 

— aiifl  even  more  on  high  amperage  circuits.  Iron  and  steel  flow 
before  its  heat  hke  water,  and  copper  vaporizes  and  vanishes  away 
in  greenish   smoke.     Yet 


^i:sS£r 


extinguishes  it  as  you  would  blow  out  a  candle 


Where  fires  are  comphcated  by  hissing  arcs 
and  live  circuits  charged  with  high  voltage 
encompass  the  fire  fighters  with  danger — 
PY'REXE  is  the  weapon  that  conquers  both 
arcs  and  fires.  Can  be  played  directly  on  high 


tension  circuits  with  safety  to  operator.  In- 
jures neither  insulation,  metals  or  fabrics. 
Write  for  special  electric  railway  men's 
booklet. 


PYRENE  MANUFACTURING  CO.,  1358  Broadway,  N.  Y. 

Offices  in  ail  large  cities 

mSTKIBUTORS  TO  ELECTRICAL  TK.ADE:  WESTERN  ELECTRIC  CO. 
PACIFIC    CO.AST    DISTRIBUTORS:    GORHAM    FIRE  APPARATUS  CO.,  San  Francisco,  Los  Angeles,  Seattle 
Distributors   for   CanaJa:    May-Oatway    Fire   Alarms,   Ltd..   Winnipeg,  Toronto 
Distributors  for  Great  Britain  ar.d  the  Continent:  The  Pyrene  Co.,  Ltd.,  19-21  Great  Queen  St.,  London,  W.  C. 


196 


24 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


The  fourth  characteristic  feature  of  Baldwin  Trucks  is 

NOISELESS  OPERATION 

Noise  and  wear  are  closely- 
related  in  this  respect,  that  as 
the  noise  is  decreased  the  wear 
is  reduced.  Baldwin  trucks  are 
noiseless  because  vibration  of 
the  truck  frame  is  avoided  by- 
rigid  construction,  and  the 
brake  work  does  not  chatter  or 
rattle.  The  "bolted  brake" 
used  on  these  trucks  is  fitted 
with       compression       springs 

which  hold  the  parts  in  contact,  this  removing  one   of  the   most   prolific  sources   of 

noise  in  a  railway  truck. 

A  quiet  running  truck  is  a  good  asset  for  your  road. 

THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 

REPRESENTED     BY 
Charles  RIddell,  625   Railway   Exchange,  Chicago,   III.  George   F.  Jones,  407  Travelers   Building,   Richmond,  Va. 

C.  H.  Peterson,  1610  Wright  Building,  St.  Louis,  Mo.  A.    Wm.    Hinger,   722   Spalding    Building,    Portland,   Ore. 

F.  W.  Weston,  50  Church   Street,   New  Yorl<,   N.   Y.  Williams.  Dimond  &  Co.,  310  Sansome  St.,  San  Francisco,  Cal. 

J.  A.   Hanna,   Niles,  Ohio 


New  End-Entrance  Car  built  for  the 
Stark  Electric  Railroad 


71698 


The  novel  idea  of  placing  the  door-location  at  the  end 
of  the  above  car  to  facilitate  prepayment  renders  this 
example  of  Jewett  construction  of  special  interest.  Let 
us  furnish  estimates  on  your  specifications. 

The  Jewett  Car  Company 

Newark,  Ohio 


February  27,  1915]  ELECTRIC    RAILWAY    JOURNAL  25 


Peacock 


Improved 


Brakes 

may  look  like  other  brakes  but 
their  reputation  is  due  to  the 
difference. 

OVER  93%  of  the  geared  brakes  installed  on  new  cars  last 
■year  were  PEACOCKS. 

Each  brake  is  equipped  with  roller  bearings,  automatic  stops, 
simple  and  positive.  Every  chain  is  tested  and  there  are  many 
other  exclusive  features. 

There  is  no  other  means  of  securing  so  much  power  with  so 
little  weight,  within  so  small  a  space  as  with  the  Peacock  Improved 
Brake. 

If  you  would  like  a  record  of  results  write  us  at  once,  but  don't 
forget  to  put  them  in  your  specifications. 

National  Brake  Co. 

888  Ellicou  Square,  Buffalo,  N.  Y. 


26 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


^^ 


^:. 


Where  the  Power  is  Concentrated 

All  the  strain  of  the  motor  operating  against  the 
weight  and  inertia  of  the  car  is  concentrated  on  the  small 
area  where  the  gear  and  pinion  mesh.  If  the  teeth  of  either 
are  worn  they  do  not  mesh  properly  and  there  is  loss  of 
power  and  increased  strain. 

The  gearing  is  the  vital  point  in  the  car  since  all  the 
power  of  the  motor  is  transmitted  by  it  to  the  driving 
wheels.  The  strength  and  wearing  qualities  of  the  gear- 
ing have  a  great  effect  upon  cost  of  operation. 

Grade  M  gears  and  pinions  will  stand  up  under  steady 
strain  and  sudden  shock.  Exhaustive  tests  in  actual 
service  have  demonstrated  the  long-life  qualities  of  this 
gearing. 

Ask  our  engineers 


General  Electric  Company 


Atlanta,  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,  Mont. 
Charleston,  W.  Va. 
Charlotte,  N.  C. 
Chattanooea,  Tenn. 
Chicago,  111. 
Cincinnati,  Ohio 
Cleveland,  Ohio 


Columbus,  Ohio 
Dayton,  Ohio 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich, 
(Office  of  Agent) 
Duluth,  Minn. 
Elmira,  N.  Y. 
Erie,  Fa. 

Fort  Wayne,  Ind. 
Hartford,  Conn. 
Indianapolis,  Ind. 


General  Office:  Schenectady,  N.Y. 

A  DDRESS   NEAREST  O F  F I C  E 


Tacksonville,  Fla. 
Joplin,  Mo. 
Kansas  City,  Mo. 
Knoxville,  Tenn. 


Los  Angeles,  Cal. 
Louisville,  Ky. 
Memphis,  Tenn. 
Milwaukee,  Wis. 


Minneapolis,  Minn 
Nashville,  Tenn. 
New  Haven,  Conn 
New  Orleans,  La. 
New  York,  N.  Y. 
Niagara  Falls,  N 
Omaha,  Neb. 
Philadelphia,  Pa. 
Pittsburg,  Pa. 
Portland,  Ore. 
Providence,   R.  I. 
Richmond,  Va. 


Y. 


Rochester.  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  Utah 
San  Francisco,  Cal. 
Schenectady,  N.  Y. 
Seattle,  Wash. 
Spokane,  Wash. 
Springfield,  Mass. 
Syracuse,  N.  Y. 
Toledo,  Ohio 
Washington,  D,  C. 
Youngstown,  Ohio 


For  Texas,   Oklahoma  and  Arizona  business  refer   to  Southwest  General  Electric  Company  (formerly  Hobson  Electric  Co.),  Dallas, 
El  Paso,  Houston  and  Oklahoma  City.     For  Canadian  busuK-ss   refer  to  Canadian  General  Electric  Company,  Lt'd,  Toronto,  On.. 


Electric  Railway  Journal 

Published  by  the  McGraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway   Journal  and  Electric  Railway  Review 


Vol.  XLV 


NEW  YORK,  SATURDAY,  FEBRUARY  27,  1915 


No.  9 


PROPOSED 
CHARGE  FOR 
BAGGAGE 


At  the  annual  meeting  of  the  Cen- 
tral Electric  Railway  Association, 
Mr.  Laney,  traffic  manager  Cleve- 
land, Southwestern  &  Columbus  Railway,  called  atten- 
tion to  the  discrimination  in  fares  involved  when 
passengers  are  allowed  to  carry  150  lb.  of  baggage  free 
if  they  desire.  This  practice  has  been  followed  on  the 
electric  roads  largely  because  of  its  use  on  steam  rail- 
roads, but  it  is  illogical  because  it  probably  costs  the 
railway  company  as  much,  if  not  more,  to  carry  a  trunk 
as  to  carry  a  passenger,  yet  it  gets  full  fare  for  the 
one  and  nothing  for  the  other.  As  is  well  known,  the 
steam  railroads  abroad  make  a  charge  for  baggage,  and 
we  believe  that  there  is  no  reform  which  is  more  log- 
ical in  the  transportation  business  than  this.  Of  course, 
a  change  in  the  steam  railroad  practice  in  the  matter 
would  help  enormously.  But,  while  it  may  not  come  for 
a  long  time,  the  tendency  of  the  steam  railroads,  with 
the  authority  of  the  Interstate  Commerce  Commission, 
is  to  increase  their  passenger  fares,  and  a  charge  for 
baggage  by  them  would  seem  to  be  the  natural  sequence 
of  this  condition,  especially  if  this  particular  change 
has  been  approved  in  principle  by  the  Interstate  Com- 
merce Commission  as  stated  by  Mr.  Laney. 


METERS 

AND 

MEN 


Without  questioning  the  worth 
of  car  meters  for  furthering  the 
correct  and  economical  use  of 
energy,  a  word  of  caution  is  due  with  regard  to  the  use ' 
of  meter  records  for  comparisons  of  individual  motor- 
men  in  city  service.  The  stumbling  block  in  all  such 
comparisons  lies  in  the  fact  that  the  number  of  slow- 
downs and  stops  for  a  trip  over  a  given  route  may  vary 
extremely  even  for  runs  which  are  made  during  the 
same  hour  of  successive  week  days.  For  example,  on 
a  dozen  lines  tested  by  one  city  company,  variations  of 
two  to  three  stops  per  mile  were  common,  and  in  one 
instance  the  stops,  because  of  exceptional  conditions, 
ranged  from  five  to  thirteen  for  almost  similar  loads. 
Therefore,  it  was  no  surprise  that  the  energy  used,  as 
registered  by  car  meters,  showed  from  120  to  180  watt- 
hours  per  ton-mile.  Now  it  is  evident  that  while  in- 
terurban  motormen  can  be  safely  checked  on  a  ton-mile 
basis  for  like  schedules  and  grades  of  equipment,  mo- 
tormen in  most  city  services  cannot,  since  the  number 
of  slowdowns  and  stops  is  beyond  their  control.  The 
law  of  averages  can  be  applied,  and  has  been  applied, 
where  meters  are  in  use,  but  this  demands  a  detail  study 
of  conditions  on  the  different  lines  in  order  to  allow 
for  all  classes  of  equipment  schedule  and  weather.  Yet 
such  a  survey  is  a  necessity  if  the  company  does  not 
want  to  make  the  error  of  punishing  the  honest  man 


who  obeys  all  signals  to  stop  and  who  coasts  cautiously, 
while  rewarding  the  dishonest  man  who  skips  stops 
and  coasts  recklessly.  We  repeat,  therefore,  that  while 
meters  should  be  of  much  value  to  a  railway  system  as 
a  whole,  they  should  be  used  very  conservatively  as  a 
gage  for  comparing  the  motormen  until  somebody  in- 
vents a  simple  means  for  registering  the  number  of 
stops  included  in  each  run  and  reading. 

RELATION  OF  In   the  debate  on   the   subject  of 

THEORY  AND  starting    resistances    for    railway 

PRACTICE  motors  which  has  been  going  on 

in  our  columns  for  a  few  weeks  past,  one  of  the  writers 
defends  the  use  of  analytical  methods  as  far  as  they 
are  applicable.  This  gives  us  the  occasion  for  express- 
ing an  idea  or  two  along  the  same  line  by  way  of  ex- 
plaining our  attitude  toward  articles  like  those  under 
discussion.  In  the  first  place  calculation  should  be  em- 
ployed in  place  of  "cut  and  try,"  whenever  possible, 
because  in  general  it  is  cheaper.  This  is  obvious,  but 
the  rub  comes  in  defining  "whenever  possible."  No 
one  who  wants  to  design  a  cubical  or  cylindrical  meas- 
ure just  large  enough  to  contain  a  cubic  foot  or  a 
bushel  would  apply  the  cut-and-try  method.  If  the 
formula  does  not  immediately  come  to  mind  recourse 
may  be  had  to  a  hand  book  or  text-book  on  mensuration. 
A  simple  sketch  will  help  out  the  memory.  The  same 
principle  should  apply,  whether  the  problem  is  one  most 
easily  solved  by  arithmetic  or  calculus.  Again,  an  enor- 
mous amount  of  time  is  spent  in  most  schools  and  col- 
leges on  mathematics,  the  whole  purpose  being  to  give 
the  student  facility  in  making  calculations.  For  some 
reason,  however,  in  the  desire  to  be  practical  most  stu- 
dents, after  leaving  school  or  college,  fail  to  use  their 
calculating  ability  and  often  resort  to  wasteful  methods 
of  accomplishing  results.  They  "shy"  at  a  technical 
article  because  it  contains  a  little  algebra  or  geometry. 
The  same  thing  is  true  in  the  use  of  the  so-called  "higher 
mathematics,"  which  is  only  a  more  highly-developed 
calculating  device.  The  state  of  affairs  described  is 
partly  due  to  the  way  in  which  mathematics  has  been 
taught,  but  nothing  is  to  be  gained  for  the  present 
generation  by  criticizing  the  faults  of  early  training. 
The  thing  to  do  is  to  overcome  the  results  of  those 
faults  by  practice  in  reading  and  interpreting  equa- 
tions. This  can  be  done,  if  necessary,  by  putting  them 
into  the  form  of  graphs.  Further,  the  practical  man 
should  acquire  a  respect  for  theory,  if  he  hasn't  it 
already,  for  there  can  be  no  progress  without  it. 
Neither  can  there  be  any  conflict  between  theory  and 
practice.  If  there  seems  to  be  such,  one  or  the  other 
is  false. 


406 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


THE   COMITY   OF    BUSINESS 

That  electric  railway  department  heads  are  less  mind- 
ful of  the  amenities  of  business  life  than  men  in  other 
lines  of  business  we  will  not  admit.  Nevertheless,  in- 
cidents like  the  following  tend  to  give,  to  those  affected, 
the  impression  that  in  cases  where  friction  has  de- 
veloped between  a  railway  company  and  a  manufac- 
turer the  former  is  not  always  as  considerate  as  it 
might  be. 

The  general  manager  of  an  electric  interurban  rail- 
way is  reported  to  have  requested  a  manufacturer  some 
time  ago  to  ship  him  certain  material  guaranteed  to 
produce  certain  results  within  a  year.  The  year 
elapsed,  when,  in  answer  to  an  inquiry  from  the  manu- 
facturer, the  reply  was  that  the  material  had  not  pro- 
duced the  guaranteed  results,  and,  therefore,  that  pay- 
ment was  not  in  order.  The  salesman,  however,  re- 
fused to  be  convinced  and  personally  visited  the  line, 
where,  to  his  amazement,  he  discovered  his  material 
stored  away  and  absolutely  untouched  since  its  arrival. 
The  failure  of  another  interurban  railway  to  pay  for 
goods  shipped  under  contract  blackened  the  reputation 
of  traction  managers  in  general  in  the  same  manufac- 
turer's opinion  and  caused  him  in  future  dealings  with 
electric  railways  to  refuse  the  guarantee  privileges 
previously  offered.  The  dread  of  incurring  heavy  liti- 
gation expenses  in  enforcing  payment  made  him  un- 
willing to  risk  the  guarantee  chance  except  with  steam 
roads,  which  in  his  words,  were  "either  more  honest  as  a 
class,  or  if  dishonest,  could  afford  to  be  dishonest  only 
on  a  large  scale." 

Somewhat  different  in  detail  but  involving  the  same 
general  principle  is  the  case  where  a  city  railway  is 
said  to  have  requested  detailed  prints  of  a  repair-shop 
device  from  another  manufacturer  and  to  have  told  him 
later  that  the  device  was  unsuited  to  the  conditions 
existing  in  its  shops.  Subsequent  investigation  on  his 
part  showed  the  device  to  be  in  use  there,  having  been 
manufactured  in  the  company's  shops  without  the  per- 
mission of  the  owner  of  the  original  drawings. 

In  the  minds  of  the  manufacturers  concerned  in  these 
three  cases  each  represented  deliberate,  dishonest  action 
on  the  part  of  the  railway  company  concerned.  We 
would  be  unwilling  to  agree  to  this  without  hearing  the 
railways'  side  of  the  story,  although  we  admit  that  if 
the  allegations  are  true,  each  exhibits  a  careless  dis- 
regard of  business  courtesy,  if  nothing  worse.  Where 
a  company  requests  a  service  from  a  manufacturer  or 
accepts  a  service  from  him,  such  as  goods  on  consign- 
ment for  trial,  it  is  in  duty  bound  within  a  reasonable 
time  to  report  to  him  upon  the  general  performance  of 
these  goods,  irrespective  of  whether  it  desires  to  order 
any  for  regular  use  or  not.  As  to  the  first  case,  the 
most  charitable  excuse  which  can  be  made  for  the 
statement  that  the  material  had  proved  unsatisfactory, 
although  it  had  never  been  tested,  is  poor  management. 

This  business  obligation  on  the  part  of  the  railway 
company,  however,  does  not  relieve  the  manufacturer 
from  a  corresponding  obligation,  namely,  to  show  proper 
diligence  in  following  up  the  performance  of  his  ma- 


terial when  on  trial.  There  is  a  legal  maxim  and  a 
sound  one  that  everyone  should  make  reasonable  efforts 
to  protect  himself  if  he  expects  consideration  from 
others.  This  applies  not  only  to  business  transactions 
where  material  is  under  test,  as  in  the  first  and  second 
examples  mentioned,  but  also  to  the  third  case,  where 
the  manufacturer  submitted  detailed  prints  of  a  repair 
shop  device.  In  this  case  the  device  may  have  been  in- 
dependently invented  by  one  of  the  engineers  of  the 
company  and,  unless  it  had  previously  been  patented 
by  the  manufacturer,  he  would  have  little  legal  redress. 
If  it  had  been  patented  his  duty  was  to  bring  suit 
promptly  and  press  the  suit  to  a  conclusion,  not  only 
for  his  own  benefit  but  for  the  benefit  of  other  in- 
ventors. 

The  technical  newspaper  occupies  a  sort  of  "neutral" 
position  between  the  manufacturing  and  operating 
sides  of  the  field  in  which  it  circulates,  and,  like  neutral 
countries  during  a  war,  it  is  often  the  recipient  of  com- 
plaints from  one  belligerent  that  the  other  is  violating 
the  rules  of  international  law  or  else  the  more  subtle 
regulations  of  the  Hague  tribunal.  Like  the  neutral 
country  the  newspaper  has  the  duty  of  pointing  out  the 
causes  of  friction.  We  do  so  in  this  case  not  primarily 
to  show  reprehensible  practice  on  the  part  of  the  buyers 
or  lax  methods  on  the  part  of  the  seller  but  to  assist 
to  a  better  understanding  between  both.  Where  a  case 
of  seeming  injustice  occurs,  the  best  way  is  for  the 
person  who  considers  himself  injured  to  state  his  posi- 
tion clearly  to  the  other  but  to  lay  no  great  .stress  on 
any  supposed  "rights"  except  those  which  can  be  en- 
forced at  law.  On  the  other  hand  the  buyer  who  recog- 
nizes only  legal  "rights"  and  ignores  the  reciprocal  val- 
ues of  comity  and  fair  dealing  is  a  pretty  poor  buyer. 


THE  MODERN  SINGLE-TRUCK  CAR 

Mr.  Leonhauser's  intensely  practical  article  on  "Re- 
ducing Maintenance  Costs,"  published  in  our  Equipment 
Department  last  week,  suggests  three  different  ways  for 
attaining  that  end:  First,  better  handling  of  the  car 
equipment;  second,  co-operation  with  other  departments, 
and,  third,  the  use  of  single-truck  cars.  As  the  author 
himself  has  ably  expatiated  on  the  first  two  ways  it  is 
necessary  to  elaborate  here  only  his  comparison  of  the 
double-truck  versus  the  single-truck  car. 

As  an  experienced  maintenance  man,  Mr.  Leonhauser 
advocates  the  single-truck  car  unreservedly  for  city  serv- 
ice. His  main  reasons  are  not  only  its  lower  first  cost 
($64.30  as  against  $123.80  per  seat,  according  to  a  com- 
parison of  some  recent  cars)  but  also  because  of  the 
simplified  maintenance  which  fewer  parts  assure.  Since 
neither  this  lower  first  cost  nor  lower  maintenance 
charge  are  disputed  by  any  one,  it  is  pertinent  to  ask: 
Why  is  the  double-truck  car?  In  the  past  the  answer 
has  been  three-fold :  Fewer  physical  limitations  in  nego- 
tiating curves;  superior  riding  quality  and,  most  im- 
portant, greater  capacity  or  less  platform  cost. 

We  believe,  however,  that  the  development  of  the 
radial  axle  truck  has  greatly  cut  down  the  superiority 
of  the  double-truck  car  along  the  three  lines  noted.  With 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


407 


the  new  truck  the  play  of  the  axles  is  enough  to  take 
care  of  long  cars  on  short  curves,  better-placed  springs 
assure  good  riding  at  moderate  city  speeds,  say  15  m.p.h., 
while  the  long  wheelbase  permits  a  carbody  of  appre- 
ciably larger  capacity.  The  practicability  of  the  radial 
axle  single-truck  car  is  clearly  shown  by  the  installation 
of  the  Third  Avenue  Railway  System,  New  York.  Since 
1914  that  company  has  been  operating  fifty  such  cars, 
each  35  ft.  over  all  and  seating  forty-five  passengers, 
chiefly  in  cross  seats.  Furthermore,  these  cars  are  of 
modern  low-floor  design,  and  they  have  produced  excel- 
lent results  in  reduction  of  accidents  and  other  operating 
costs. 

While  Mr.  Loenhauser's  figures  are  not  based  on  the 
use  of  radial  axle  trucks,  a  car  of  the  Third  Avenue  type 
should  prove  more  economical  for  the  car  equipment 
department  than  any  double-truck  car  of  equivalent 
capacity.  It  is  therefore  incumbent  upon  the  operating 
department  to  prove  that  the  capacity  of  the  biggest 
available  double-truck  car  still  exceeds  that  of  the  big- 
gest single-truck  car  by  so  much  that  the  platform  sav- 
ings of  the  first  will  offset  the  general  savings  of  the 
second. 


GRADE   CROSSING  ACCIDENTS 

Many  investigations  have  been  made  to  determine  the 
extent  to  which  it  is  possible  to  influence  the  public  to 
exercise  care  in  crossing  railway  tracks.  These  indi- 
cate an  appalling  degree  of  heedlessness  which  can  be 
reduced  by  systematic  effort.  It  cannot  be  inferred, 
however,  that  every  person  who  crosses  a  track  without 
looking  either  way  is  unaware  of  the  condition  of  the 
track,  otherwise  there  would  be  many  more  deaths  than 
there  are.  It  must  be  remembered  that  the  eyes  are 
wide  angle  lenses  and  can  take  in  a  great  deal  without 
moving.  They  can  be  turned  in  their  sockets  through 
another  wide  angle  without  movement  of  the  head. 
The  ears,  too,  are  invaluable  aids  to  safety. 

An  interurban  car,  travelling  at  say  35  m.p.h.  con- 
sumes about  a  second  in  passing  a  given  point.  If  we 
assume  that  two  cars  pass  the  point  in  an  hour  there 
would  be  one  chance  in  1800  that  a  perfectly  heedless 
person  would  run  into  a  moving  car.  It  happens  also 
that,  at  ordinary  walking  speed,  about  one  second  is 
required  to  cross  a  single  track,  hence  there  is  the  same 
chance  that  a  car  would  run  into  the  individual.  Ob- 
viously, the  number  of  accidents,  great  as  it  is,  is  not 
great  enough  to  indicate  100  per  cent  heedlessness  in 
any  considerable  number  of  individuals.  The  fact  is 
that  there  is  some  heedlessness  in  every  person  which 
is  but  crudely  indicated  by  the  lack  of  tangible  precau- 
tions taken  to  insure  safety. 

The  last  report  of  the  committee  on  grade  crossings 
and  trespassing  on  railroads  of  the  Association  of  Rail- 
road Commissioners  directs  attention  to  "that  class  (of 
our  population)  which  seem  to  have  little  regard  for 
law  or  custom  and  are  a  law  unto  themselves" ;  to  the 
"increased  use  of  motorcycles  and  automobiles  in  cities 
and  villages  by  those  having  little  regard  for  safety 
devices  installed  for  their  protection,"  and  to  the  "driv- 


ing of  this  same  class  of  vehicles  over  grade  crossings 
in  the  country  where  no  protection  has  been  installed 
and  in  many  instances  where  the  view  of  approaching 
trains  is  such  that  it  would  be  a  challenge  to  one's 
sanity  to  suggest  that  warning  signals  of  any  kind  are 
necessary."  All  of  which  goes  to  emphasize  the  fact 
that,  try  as  we  may,  we  cannot  make  a  grade  crossing 
fool-proof.  The  eye,  the  ear,  the  sense  of  touch  if 
necessary,  and  above  all  the  common  sense  must  be 
appealed  to  if  crossing  accidents  are  to  be  cut  down. 


THE  RE-EXAMINATION 

The  ever-advancing  standards  in  the  car  and  signal 
equipment  of  high-speed  interurban  railways  demand  a 
parallel  improvement  in  the  trainmen.  It  is  natural 
enough  to  make  the  new  men  show  their  fitness  to  handle 
the  latest  control  and  to  respond  to  the  indications  of 
modern  block  signal  systems  but  the  manager  is  less  in- 
clined to  set  the  same  stringent  standards  for  the  vet- 
erans. The  latter  are  willing  enough  to  go  to  the  school- 
room for  lessons  in  the  operation  of  new  car  equip- 
ment, but  they  fear  to  submit  to  an  examination  for 
heart  action  and  color  perception.  In  fact,  the  feeling 
against  recurring  physical  examinations  is  so  strong 
that  it  has  often  led  to  threats  of  a  strike.  Yet  the 
management  can  do  its  duty  to  the  riding  public  only 
by  insisting  that  it  is  just  as  necessary  to  check  men 
against  deterioration  as  it  is  to  check  material.  If  an 
accident  occurred  the  company  would  probably  be  pen- 
alized more  severely  for  retaining  a  color-blind  motor- 
man  than  for  using  a  defective  axle,  since  the  former 
often  may  be  detected  more  readily  than  the  latter.  As 
no  humane  and  sensible  management  would  willingly 
dismiss  a  man  who  had  proved  able  and  worthy  in  the 
past  it  should  be  prepared  to  handle  the  delicate  ques- 
tion of  re-examinations  along  these  lines:  First,  see 
that  the  re-examination  is  absolutely  fair;  second,  place 
the  retired  man  in  a  position  of  less  responsibility  but 
without  decreasing  the  rate  of  pay. 

The  need  of  the  first  requirement  is  illustrated  by  a 
case  where  a  motorman  of  seven  years'  unblemished 
service  on  a  high  speed  line  was  rejected  by  the  com- 
pany physician  because  of  a  weak  heart.  Although  pro- 
nounced sound  later  by  a  leading  heart  specialist,  the 
discharged  motorman  could  get  no  redress  because  the 
company  permits  no  appeal  from  its  doctor's  decisions. 
There  was  more  than  a  surmise  in  this  case  that  the 
opinion  of  the  company  physician  could  have  been  re- 
vised with  the  aid  of  a  $10  bill.  As  to  the  second  re- 
quirement, it  is  clear  that  if  the  company  had  selected 
its  men  carefully  in  the  past  the  number  of  deteriorated 
men  would  be  much  less  and  too  few  to  affect  the  cost  of 
less  responsible  labor  appreciably.  In  any  event  the 
company  is  under  a  moral  obligation  to  keep  its  faith- 
ful men  at  work  and,  if  possible,  at  the  old  rates. 

With  these  two  just  practices  in  force  the  manage- 
ment will  find  the  older  men  far  more  willing  to  submit 
to  physical  examination  from  year  to  year,  while  the 
sense  of  fairness  shown  by  the  company  will  have  a 
happy  effect  throughout  the  entire  organization. 


408 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


Signaling  on  the  Illinois  Traction  System 

A  Description  of  the  New  Installations  Made  by  the  Company  During  the  Past  Year,  Including  Three  Special 

Cases  Where  Complicated  Track  Arrangements  Required  the  Use  of  Intermediate  Signals  Instead 

of  Preliminaries,  as  Well  as  Individual  Treatment  in  Locating  the  Signals 


bY  JOHN  LEISENRING,  SIGNAL  ENGINEER  ILLINOIS    TRACTION   SYSTEM 


The  Illinois  Traction  System  has  recently  completed 
and  put  into  service  a  new  section  of  signaled  territory 
covering  a  distance  of  36.5  miles  between  Springfield 
and  St.  Louis.  This  completes  this  entire  division  of 
99  miles,  continuous  signal  protection  being  provided 
except  for  a  12-mile  stretch  between  Staunton  and  Ed- 
wardsville,  for  which  material  is  now  on  order.  This 
installation  follows  the  standard  arrangement  of  sig- 
nals that  is  generally  used  on  the  Illinois  Traction  Sys- 
tem, a  description  of  which  was  given  in  the  Electric 
Railway  Journal  of  May  16,  1914. 

In  addition  to  the  above  section,  there  have  been  in- 
stalled three  other  sections  in  which  marked  departures 
from  the  customary  arrangement  have  been  necessary 


way  being  changed  to  twenty  minutes  in  the  off-peak 
hours. 

The  bridge,  including  approaches,  is  approximately 
1600  ft.  long  and  is  made  up  of  four  through-truss 
spans,  four  through-girder  spans,  six  deck-girder  spans 
and  one  double-leaf,  lift  span,  141  ft.  long,  that  ex- 
tends over  the  river  channel.  As  an  added  complica- 
tion to  the  use  of  track  circuits,  there  is  a  50-ft.  sec- 
tion of  track,  near  the  Peoria  end  of  the  bridge,  in 
which  the  rails  are  attached  directly  to  longitudinal 
steel  girders,  no  cross-ties  being  used.  The  purpose  of 
this  is  to  allow  coal  to  be  dumped  during  the  night  from 
hopper-bottom  coal  cars  into  a  pit  below  the  bridge  su- 
perstructure.    From  this  the  coal  is  conveyed  into  the 


ILLINOIS   TRACTION   SIGNALS — SIGNALS  AT   SOUTH   END  OF 
PEORIA  BRIDGE 


ILLINOIS    TRACTION    SIGNALS — -SIGNALS    AT    EAST    PEORIA 
WHERE  CITY  AND  INTERURBAN  TRACKS  CONNECT 


on  account  of  local  conditions.  In  these  three  cases  the 
conditions  differed  enough,  one  from  the  other,  to  make 
each  one  a  study  in  itself,  and  in  none  of  them  could  the 
standard  arrangement  have  been  applied. 

Protecting  Peoria  Bridge 

Of  the  three,  perhaps  the  most  interesting  one  was 
that  made  near  Peoria,  where  it  was  desired  to  protect 
operation  on  a  single  track  bridge  over  the  Illinois 
River.  This  bridge  extends  from  Peoria  to  East  Pe- 
oria and  is  used  jointly  by  the  cars  of  the  Illinois  Trac- 
tion System  and  the  Peoria  City  Railway.  Fifty  regular 
interurban  trains  cross  this  bridge  in  twenty-four 
hours,  the  majority  of  these  movements  being  made  be- 
tween 5  a.  m.  and  12.30  a.m.  In  addition  to  the  passen- 
ger trains,  all  freight  and  power-house  coal  entering 
Peoria  over  the  system  must  use  this  bridge,  and  as  a 
classification  yard  is  located  on  the  East  Peoria  side 
of  the  river  a  large  number  of  switching  movements  also 
are  necessary.  The  city  service  operates  on  a  ten-min- 
ute schedule  during  the  morning  and  evening,  this  head- 


power  house  as  needed.  It  was  out  of  the  question  to 
insulate  one  rail  from  the  other  across  this  section,  and 
the  length  was  sufficient  to  allow  a  car  to  come  wholly 
within  its  limits.  Therefore,  special  arrangements  of 
circuits  had  to  be  used  so  that  the  signals  would  not 
clear  while  a  car  was  standing  on  the  dead  section. 

The  diagram  on  page  409  shows  a  general  layout  of 
the  tracks  adjacent  to  the  bridge,  and  from  this  it  will 
be  noticed  that  the  double-end  siding  of  Farm  Creek, 
the  entrance  to  the  classification  and  carload  delivery 
yard,  and  the  turn-outs  at  the  point  where  the  city  cars 
diverge,  are  all  within  signaled  territory  and  had  to  be 
protected.  The  new  section  of  signals  shown  in  the 
diagram  immediately  adjoins  a  section  that  had  been 
previously  signaled,  signal  1713  being  part  of  the  in- 
stallation from  East  Peoria  to  Mackinaw  Junction  that 
was  made  about  three  years  ago. 

In  order  that  following  movements  could  be  made 
with  as  little  delay  as  possible,  it  was  decided  to  divide 
the  section  into  two  blocks  for  following  movements,  but 
to  maintain  a  single  block  for  opposing  movements,  as  it 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


409 


was  impossible  to  use  the  Farm  Creek  Siding  for  meet- 
ing or  passing  trains,  because  this  siding  is  intended  for 
freight  service  only.  It  was  also  decided  that  no  per- 
missive movements  should  be  allowed  and  that  the  sig- 
naled section  must  be  self-contained  and  must  not  over- 
lap or  extend  into  the  territory  beyond  signal  1713. 
This,  of  course,  made  it  impossible  to  have  a  prelim- 
inary section  at  the  south  end  of  the  block  without 
leaving  an  unprotected  piece  of  track  between  signals 
1713  and  1710.  It  was  also  impossible  to  install  a  pre- 
liminary at  the  Peoria  end,  on  account  of  the  numerous 
switches  and  paved  streets.  Therefore,  it  seemed  prac- 
tically necessary  to  adopt  the  scheme  of  using  auxiliary 
home  signals  instead  of  a  preliminary  section. 

All  signals  installed  in  the  new  section  are  of  the 
semaphore  type  except  those  used  to  control  the  move- 
ment of  the  city  cars  on  the  main  track.  With  the  ar- 
rangement as  installed  the  operation  is  as  follows:  A 
south-bound  train,  passing  signal  1723,  will  set  signals 

1720,  1712,  1710,  1710-A  and  1710-B  in  stop  position. 
If  an  opposing  train  passes  either  semaphore  signal 
1710  or  the  light  signals  1710-A  or  1710-B  at  the  same 
instant  that  the  south-bound  train  passes  signal  1723, 
signal  1712  will  stop  the  north-bound  train  and  the 
south-bound  movement  can  continue  as  far  as  signal 

1721.  Orders  are  in  effect  that  any  train  which  finds 
signal  1712  against  it,  after  passing  signal  1710  at  pro- 
ceed, must  back  up  at  once  beyond  signal  1710,  so  that 
the  opposing  train  may  proceed  without  delay  at  signal 
1721.  When  the  south-bound  train  passes  signal  1712, 
signal  1723  will  clear  and  a  second  train  may  follow 
into  the  section. 

A  north-bound  train  passing  any  one  of  the  signals 
1710,  1710-A  or  1710-B  sets  signals  1723  and  1721,  as 
well  as  the  signals  behind  it.  All  three  signals  at  Farm 
Creek  clear  after  this  train  passes  signal  1720.  The 
switch  indicators  at  Farm  Creek  Siding  have  been  con- 
trolled only  to  the  point  marked  "1"  on  the  diagram,  and 
to  signals  1710,  1710-A  and  1710-B,  as  it  was  consid- 
ered to  be  desirable  to  reduce  the  control  section  to  the 
minimum  safe  distance.  This  decision  was  made  be- 
cause of  the  cutting  down  of  the  time  available  for 
switching  work  on  account  of  the  frequent  service. 

In  the  illustration  on  page  408  is  shown  the  double 
signal  location  at  the  south  end  of  the  bridge.  These 
signals  are  mounted  on  the  bridge  pier  considerably  be- 
low the  track  level.  The  wires  leaving  the  trunking  and 
attached  to  the  bridge  structure  would  normally  be  car- 
ried over  the  bridge  in  trunking  laid  next  to  the  wooden 
guard  rail,  but  on  account  of  redecking  work  these  had 
to  be  temporarily  removed.  The  right-hand  illustration 
shows  signals  1710,  1713  and  1712,  also  the  turnouts 
used  on  the  Peoria  cars. 

This  installation  cost  approximately  $6,000.     It  re- 


i                        f 
IP      ^ 

\.m               ^      . 

m 

■ 

ILLINOIS    TRACTION    SIGNALS — VIEW    OF    SIGNALS    AT    TOR- 
RENCE   SIDING   ON   THE   DECATUR   BELT   LINE 

places  an  installation  of  trolley-contact  signals  which 
did  not  give  complete  satisfaction  under  the  peculiar 
conditions  involved. 

Light  Signals  with  Self-Contained  Blocks 

The  two  other  special  installations  that  were  made 
last  year  are  of  the  light  signals  only,  one  being  on  the 
freight  belt-line  around  the  city  of  Decatur  and  the 
other  protecting  a  single-track  bridge  on  a  suburban  line 
that  runs  south  from  Danville  to  Ridge  Farm. 

The  general  layout  of  the  Decatur  Belt  installation  is 
shown  in  the  accompanying  diagram.  There  are  seven- 
teen signals  of  the  Union  Switch  &  Signal  Company's 
light  type  with  5%-in.  lenses,  and  these  protect  four 
blocks  which  vary  in  length  from  1700  ft.  to  7100  ft. 
Each  block  has  a  single-track  circuit,  and  auxiliary  sig- 
nals in  advance  of  those  at  the  ends  of  the  blocks  are 
used.  This  scheme  was  adopted  partly  because  it  elim- 
inated the  necessity  for  a  preliminary  section,  which 
was  not  considered  desirable  under  the  conditions  en- 
countered, and  partly  because  it  could  be  installed  at 
much  less  expense  than  the  standard  arrangement  used 
on  the  main  line. 

The  traffic  controlled  by  these  signals  is  of  the  most 
widely  different  class  imaginable,  a  light  single-truck 
city  car  being  one  extreme  and  the  heavy  interurban 
freight  trains  being  the  other.  The  freight  trains  often 
exceed  twenty  cars,  of  which  a  part,  at  least,  are  of 
100,000-lb.  capacity.    Trains  are  quite  infrequent  when 


il^w-' '  '1^ 


Electrii  Rt/,Journil 


ILLINOIS  TRACTION   SIGNALS — LAYOUT  OF  NEW   SIGNAL  SECTION   AT   PEORIA  BRIDGE 


Torrcncv  biding 


K.P.gldinc 


Em 


Cbampalfft 
Electric  Rj/.Jour'itl 


ILLINOIS   TRACTION  SIGNALS — LAYOUT  OF   NEW  SIGNAL  SECTION  FOR  DECATUR  BELT  LINE 


410 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


ILLINOIS  TRACTION   SIGNALS — APPROACH   TO  BRIDGE  OVER  VERMILION  RIVER  AT  DANVILLE 


compared  with  the  number  at  Peoria,  the  city  cars  op- 
erating in  each  direction  from  Marietta  wye  every  half 
hour.  The  freight  service  varies  according  to  traffic 
requirements  and  is  confined  to  the  early  morning  and 
after-dark  hours. 

The  operations  in  all  blocks  are  similar.  When  a 
train  enters  a  block,  as  at  signal  D-380,  the  opposing 
signals  D-383  and  D-385  display  stop  indications.  Sig- 
nal D-382  continues  to  give  a  proceed  indication  until 
the  train  passes  it,  when  the  indication  changes  to 
"stop."  This  is  accomplished  by  the  use  of  center-fed 
track  circuits  with  proper  voltage  adjustment  and  prop- 
er location  of  the  auxiliary  signals  in  relation  to  the 
transformer  and  relay  locations.  The  intermediate  or 
auxiliary-home  signals  are  used  to  indicate  to  a  motor- 
man  that  no  opposing  train  has  entered  the  block  at  the 
same  instant  as  his  own  train,  which  is  possible  because 
there  are  no  preliminary  sections.  If  such  a  thing  does 
happen,  both  trains  will  receive  stop  indications  at  the 
auxiliary-home  signals  which  in  the  block  in  question 
are  D-382  and  D-383. 

All  turn-outs  at  which  high  signals  are  not  installed 
are  protected  by  switch  indicators  that  are  controlled 
in  each  direction  to  the  ends  of  the  block  in  which  the 
siding  is  located.  The  connection  to  the  Wabash  Rail- 
road that  is  shown  in  the  diagram  is  one  over  which  all 
carload  shipments  are  received  from  and  delivered  to 
that  railroad. 

It  should  be  noticed  from  the  general  layout  that  sev- 
eral of  the  track  circuits  are  very  short — so  short,  in 
fact,  that  in  the  design  considerable  doubt  existed  as  to 
the  possibility  of  working  out  the  center-fed  track  cir- 
cuits satisfactorily.  Consequently,  thorough  tests  were 
made,  and  special  relays  were  used  where  necessary, 
the  galvanometer  type  being  installed  in  Sections  B  and 
D  and  the  vane  type  in  Sections  A  and  C.  Section  C  is 
the  shortest  circuit  ever  worked  on  the  center-fed  prin- 
ciple, but  it  has  given  perfect  satisfaction  in  every  way. 

On  page  409  is  a  view  looking  east  in  Section  B,  sig- 
nals D-380  and  D-381  being  seen  in  the  foreground  and 
signals  D-382  and  D-384  in  the  distance.  The  signal 
transmission  line  is  just  above  the  trolley  span  wires. 
This  is  a  2300-volt,  twenty-five-cycle,  single-phase  cir- 
cuit having  one  source  of  supply  at  the  Decatur  power 
house  and  another  at  the  Harrison  substation.  In  both 
of  these  plants,  step-up  transformers  are  used  for  step- 
ping up  the  370-volt  current  supplied  for  the  rotaries 
to  2300  volts.    The  low-tension,  signal-control  wires  are 


carried  on  the  alley  arm  opposite  the  d.c.  feeder  wire. 

At  Danville  there  is  installed  one  block  of  the  same 
arrangement  of  signals  as  described  above.  They  pro- 
tect a  single-track  bridge  over  a  deep  valley  and  the 
Vermillion  River.  Double  track  approaches  lead  to  the 
bridge  on  both  sides,  and  at  one  end  of  the  bridge  track 
circuits  are  carried  for  a  considerable  distance  through 
the  paved  street.  The  bridge  itself  is  1700  ft.  long, 
the  section  of  track  circuit  in  pavement  380  ft.  long, 
and  the  entire  block,  from  end  to  end,  2160  ft. 

The  end  of  the  block  in  pavement  is  shown  in  one  of 
the  accompanying  illustrations.  The  signal  that  ap- 
pears in  the  middle  distance  is  the  auxiliary-home  sig- 
nal, as  the  block  section  extends  several  hundred  feet 
back  of  the  camera.  The  signal  transmission  line  for 
this  block  is  carried  on  a  line  of  poles  extending  along 
the  right-of-way  beside  the  bridge,  while  the  low-ten- 
sion control  wires  are  run  in  trunking  laid  alongside  of 
the  wooden  guard  rail  on  the  bridge  floor. 
-  All  of  the  installations  described  above  were  made 
during  the  summer  of  1914,  the  company  doing  all  the 
work  with  its  own  forces,  the  material  having  been  pur- 
chased from  the  Union  Switch  &  Signal  Company. 


7  '          : 

9 

i 

ILLINOIS   TRACTION    SIGNALS — INTERMEDIATE   SIGNALS   ON 
DANVILLE  BRIDGE 


February  27,  1915] 


ELECTRIC     RAILWAY  .  JOURNAL 


411 


Annual  Convention  of  C.  E.   R.  A. 


Letter   from    Governor   of    Indiana,    and    Addresses  by   Chairman  of   Public   Service    Commission,    Mayor  of 

Indianapolis,  and  Prominent  Representatives  of  American  Association  Part  of  First  Day's 

Proceedings — Paper  on  Baggage    and    Report  on  Standard  Charges  for  Repairs 

on  Foreign  Equipment  Also  Presented 


The  spirit  of  helpfulness  expressed  in  Governor  Ral- 
ston's  letter  to  the  members  of  the  Central  Electric 
Railway  Association  assembled  in  its  annual  meeting  at 
the  Hotel  Severin,  Indianapolis,  Ind.,  Feb.  25  and  26,  was 
unquestionably  the  most  pleasing  part  of  the  regular 
program.  The  encouragement  also  gained  from  the 
address  of  Chairman  Thomas  Duncan  of  the  Public 
Service  Commission  of  Indiana  was  significant  of  a 
change  in  public  sentiment  toward  electric  railways 
which  should  aid  their  future  welfare. 

The  Governor  stated  that  it  was  his  intention  to 
recommend  to  the  legislature  that  it  empower  the  Pub- 
lic Service  Commission  of  Indiana  to  authorize  an  in- 
crease in  passenger  fares  in  the  state  to  2%  cents  per 
mile.  Chairman  Duncan  of  the  commission  expressed 
himself  as  in  sympathy  with  the  proposed  recommenda- 
tions of  the  Governor.  This  same  spirit  of  good  will 
toward  the  electric  railways  of  Indianapolis  was  ex- 
pressed by  Joseph  E.  Bell,  mayor  of  Indianapolis. 

More  than  120  members  of  the  association  attended 
the  meeting  which  was  opened  on  Thursday  morning, 
with  President  Schneider  in  the  chair,  with  address  of 
welcome  by  Mayor  Bell  of  Indianapolis. 

The  mayor  stated  that  it  was  a  most  regrettable  con- 
dition when  the  railway  managers  must  stand  on  guard 
each  time  the  state  legislature  was  in  session,  to  pre- 
vent the  confiscation  of  their  property.  He  expressed 
himself  as  in  hearty  accord  with  the  interests  of  the 
men  who  take  care  of  the  pay  rolls.  The  open  spirit 
of  hostility  on  the  part  of  the  public  through  its  regu- 
lative bodies  toward  the  transportation  companies  has 
produced  the  great  army  of  unemployed,  in  the  opin- 
ion of  the  mayor.  A  few  weeks  or  months  of  cessa- 
tion of  this  hostility  will  solve  the  unemployment  prob- 
lem. In  closing  Mayor  Bell  stated  that  he  believed  it 
his  duty  to  guard  the  business  interests,  and  in  so  doing 
he  hoped  to  see  new  electric  railways  constructed.  He 
said  they  had  done  much  for  the  state  and  were  in- 
valuable to  Indianapolis. 

Standard  Repair  Charges  for  Foreign  Equipment 

In  the  business  session  which  followed.  President 
Schneider  announced  that  the  first  order  of  business 
was  the  report  of  the  standards  committee.  R.  N. 
Hemming,  chairman  of  the  committee,  reported  that 
this  committee  had  under  consideration  the  question  of 
uniform  charges  for  repairs  to  foreign  equipment.  At 
the  last  committee  meeting  S.  W.  Greenland,  Fort 
Wayne  &  Northern  Indiana  Traction  Company,  had  sub- 
mitted a  tentative  form  of  report  and  emphasized  the 
necessity  of  further  and  more  detailed  consideration 
of  this  subject.  It  was  the  concensus  of  opinion  of  the 
committee  that  the  report  should  cover  the  conditions  in 
a  definite  and  comprehensive  manner,  not  only  as  re- 
gards the  subject  specifically  but  as  regards  responsi- 
bility in  case  of  damage  to  equipment.  The  committee 
recommended  that  the  subject  should  be  continued,  and 
to  this  suggestion  the  association  voted  to  give  its 
approval. 

Charge  for  Baggage 

President  Schneider  then  announced  that  the  next 
subject  on  the  program  would  be  the  paper  by  Charles 


J.  Laney,  traffic  manager  Cleveland,  Southwestern  & 
Columbus  Railway,  entitled  "Is  Handling  of  Free  Bag- 
gage a  Traffic  Error."  This  paper  is  published  in 
abstract  on  another  page  of  this  issue. 

The  discussion  of  Mr.  Laney's  paper  was  opened  by 
F.  D.  Norviel,  general  passenger  and  freight  agent 
Union  Traction  Company  of  Indiana.  Mr.  Norviel  took 
issue  with  the  author  regarding  traffic  errors  of  the 
past.  He  stated  that  low  fares  were  necessary  to  cre- 
ate the  business.  Since  then  traffic  had  developed  to  a 
point  where  the  character  of  service  permitted  an  in- 
crease in  rates  without  decreasing  the  business.  Mr. 
Norviel  doubted  the  advisability  of  charging  for  all 
baggage  handled  until  the  steam  roads  had  set  the  ex- 
ample. If  a  baggage  rate  was  applied  at  this  time  he 
felt  quite  certain  that  it  would  result  in  a  loss  of  long 
haul  business. 

J.  F.  Starkey,  general  passenger  agent  Lake  Shore 
Electric  Railway,  concurred  in  the  suggestion  made  in 
Mr.  Laney's  paper.  He  believed  that  the  traveling 
salesmen  did  not  use  the  electric  road  because  it  was 
cheaper  but  because  they  could  make  more  calls  in  a 
given  time.  Mr.  Starkey  also  stated  that  he  did  not 
believe  electric  roads,  so  far  as  their  passenger  traffic 
was  concerned,  should  consider  the  steam  roads  as 
serious  competitors.  It  was  the  service  that  got  and 
held  the  business. 

F.  I.  Hardy,  superintendent  of  transportation  Chi- 
cago, South  Bend  &  Northern  Indiana  Railway,  recalled 
a  case  where  a  steam  road  had  reduced  rates  and  in- 
creased its  service  to  meet  electric  railway  competition, 
but  it  could  not  obtain  any  more  business  than  at  the 
old  rate.  Mr.  Hardy  also  stated  that  he  had  found  that 
the  method  of  collecting  25  cents  for  each  piece  of  bag- 
gage checked  returned  about  the  same  revenue  as  that 
of  carrying  150  lb.  of  baggage  free  and  charging  for 
excess  baggage.  He  believed  that  it  would  be  better 
policy  to  await  similar  action  by  the  steam  roads  before 
charging  a  uniform  rate  for  baggage. 

R.  A.  Crume,  general  manager  Dayton  &  Troy  Elec- 
tric Railway,  believed  that  while  a  uniform  charge  for 
baggage  might  result  in  the  loss  of  some  business,  it 
would  enable  his  company  to  utilize  to  better  advantage 
the  20  per  cent  of  its  car  floor  space  which  was  now 
devoted  to  the  transportation  of  baggage.  Although 
his  road  charges  more  fare  than  its  steam  road  com- 
petitors, it  has  never  felt  the  competition.  It  was  Mr. 
Grume's  opinion  that  there  would  not  be  an  appreci- 
able loss  in  business  if  a  uniform  charge  for  all  checked 
baggage  was  applied  by  electric  roads. 

Addresses  by  Commissioner  Duncan  and  Represen- 
tatives OF  American  Association 

President  Schneider  then  announced  that  C.  Loomis 
Allen,  president  American  Electric  Railway  Association 
and  president  Newport  News  &  Hampton  Railway,  Gas 
&  Electric  Company,  had  expected  to  be  present  at  the 
meeting  and  deliver  an  address  but  was  detained  by 
Illness.  Mr.  Allen  has  just  undergone  an  operation  on 
his  throat.  In  his  absence,  Matthew  C.  Brush,  second 
vice-president  Boston  Elevated  Railway  and  president 
American  Electric  Railway  Transportation  &  Traffic  As- 
sociation read  a  paper  for  him. 


-412 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


At  the  Thursday  afternoon  session,  a  letter  addressed 
to  the  association  from  Governor  Ealston  was  read  by 
Charles  L.  Henry,  Indianapolis  &  Cincinnati  Traction 
Company.  This  was  followed  by  an  address  by  Thomas 
Duncan,  chairman  of  the  Public  Service  Commission  of 
Indiana. 

Continuing  the  regular  program,  C.  C.  Peirce,  Bos- 
ton, vice-president  American  Electric  Railway  Manu- 
facturers' Association,  addressed  the  meeting.  He  was 
followed  by  E.  B.  Burritt,  secretary  of  the  American 
Electric  Railway  Association.  Mr.  Burritt  emphasized 
the  good  that  could  come  from  closer  relations  between 
the  local  associations  and  the  parent  association.  At  the 
conclusion  of  Mr.  Burritt's  address  a  vote  of  thanks  was 
tendered  the  eastern  representatives  of  the  American 
Associations  who  had  addressed  the  association.  A  con- 
gratulatory telegram  was  sent  to  C.  Loomis  Allen  for 
having  successfully  passed  through  his  operation  and 
the  association  wished  him  "God  Speed"  toward  com- 
plete recovery. 

Friday's  Session 

At  the  session  on  Friday  the  report  of  A.  L.  Nee- 
reamer,  secretary  and  treasurer  of  the  association,  was 
presented.  An  abstract  of  this  report  is  published 
on  page  413.  A  full  report  of  the  session  on  Friday  and 
the  trip  taken  in  the  afternoon  to  the  plant  of  the 
Prest-0-Lite  Company  and  to  the  Speedway  will  be 
published  next  week. 

Central  Electric  Railway  Traffic  Association 

The  meeting  of  the  Central  Electric  Railway  Traffic 
Association  as  usual  preceded  the  meeting  of  the  Cen- 
tral Electric  Railway  Association,  being  held  on  Feb.  24. 
The  report  of  A.  L.  Neereamer,  chairman  of  this  as- 
sociation, will  appear   in   next  week's   issue. 


IS     THE     HANDLING     OF     FREE     BAGGAGE     A 
TRAFFIC     ERROR? 

BY    CHARLES    J.    LANEY,    TRAFFIC    MANAGER,    CLEVELAND, 
southwestern   &   COLUMBUS   RAILWAY 

There  is  quite  a  difference  of  opinion  among  railway 
men  whether  there  should  not  be  a  charge  for  handling 
baggage. 

In  discussing  the  recent  5  per  cent  freight  rate  in- 
crease, the  Interstate  Commerce  Commission  remarked 
that  the  railroads  had  overlooked  a  valuable  earning 
power  of  its  passenger  departments  in  its  handling  of 
baggage.  We  are  now  in  a  general  business  depression 
and  the  5  per  cent  rate  increase  does  not  as  a  whole 
materially  affect  our  member  companies.  No  interur- 
ban  has  yet  a  freight  earning  power  as  great  as  its 
passenger,  and  a  depression  in  the  passenger  earnings 
disturbs  the  whole  organization.  Therefore,  we  must 
analyze  the  situation  and  find  the  errors  of  the  traffic 
conditions. 

We  devote  about  20  per  cent  of  our  trains  to  the 
transportation  of  baggage,  most  of  which  is  carried  free 
under  our  tariffs.  We  go  to  more  trouble  and  expense 
to  accommodate  a  passenger  with  a  piece  of  free  bag- 
gage, from  whom  we  collect  $1  in  fare,  than  we  do  for 
two  passengers  without  baggage  traveling  the  same  dis- 
tance and  from  whom  we  collect  $2  in  fare.  In  the 
words  of  the  railroad  commissions,  is  that  not  a  dis- 
crimination? 

As  an  answer  to  this,  you  will  say  that  we  must  carry 
free  baggage  in  order  to  compete  with  the  steam  roads. 
Service  has  been  the  factor  in  making  the  interurban 
roads  popular  in  our  country  to-day,  and  by  this  service 
traveling  men  have  been  able  to  visit  two  and  three 
towns  a  day  instead  of  one  by  the  steam  road  way.  Do 
you  think  that  now  that  this  service  has  been  estab- 


lished this  reasonable  charge  for  baggage  would  tend  to 
drive  it  back  to  the  steam  roads?  I  do  not.  We  are 
operating  at  a  loss  when  we  carry  a  passenger  and  150 
lb.  of  baggage  free  at  one  fare,  and  why  should  we  not 
change  such  conditions?  If  a  reasonable  charge  was 
made  for  all  baggage  and  the  baggage  was  handled  in  a 
manner  satisfactory  to  our  patrons,  such  a  service  would 
have  a  tendency  to  increase  the  traffic  and  thereby  create 
a  profit,  rather  than  the  present  method  of  carrying 
baggage  free  because  some  one  else  does  it. 

Being  in  the  traffic  end  of  the  business,  I  realize  that 
we  are  apt  to  hesitate  in  making  any  recommendations 
that  would  have  a  tendency  to  disturb  the  custom  of  our 
department  or  to  eliminate  one  of  our  talking  points, 
that  of  giving  something  for  nothing.  But  we  must  be 
more  progressive.  We  must  present  to  the  public  a 
fair  return  for  their  investment  in  our  service  and,  at 
the  same  time,  not  lose  sight  of  the  fact  that  our  com- 
panies expect  a  fair  return  for  their  investments. 

Some  states  make  it  compulsory  for  railroads  to 
handle  baggage  free.  This  is  a  demoralizing  condition. 
Any  state  that  makes  it  compulsory  for  railroads  to 
handle  150  lb.  of  baggage  free  for  any  distance  on  a 
2  cent  per  mile  maximum  rate  of  fare  is  unreasonable 
in  its  demands  on  the  railroads  and  discriminatory 
among  its  people. 

The  Interstate  Commerce  Commission  is  quoted  as 
saying,  during  a  recent  hearing,  that  not  a  single  rail- 
road was  able  to  present  the  actual  cost  of  handling 
baggage.  Such  is  the  case  with  the  interurbans.  I  have 
had  letters  from  several  of  the  large  electric  lines  in 
reply  to  my  inquiry  for  certain  baggage  data,  but  not 
one  of  these  roads  was  able  to  give  me  the  number  of 
its  baggage-carrying  passengers  or  the  average  weight 
of  baggage  per  passenger.  But  we  all  know  this:  We 
are  handling  more  baggage  every  year.  We  are  devot- 
ing 20  per  cent  of  the  space  in  our  trains  to  baggage, 
which  could  be  used  at  a  profit  if  charging  for  baggage, 
or  this  space  could  be  used  for  passengers.  We  are 
compelled  to  establish  baggage  agents  and  erect  bag- 
gage rooms  in  most  of  our  towns  and  also  to  pay  mis- 
represented claims  for  baggage.  We  have  to  issue  free 
baggage  checks  and  establish  a  system  of  baggage 
records  with  no  financial  returns.  When  you  figure  up 
the  cost,  you  will  find  that  the  baggage-carrying  pas- 
sengers do  not  represent  a  profit. 

For  an  average  month  our  road  handled  2000  pieces 
of  free  baggage,  and  we  only  check  free  where  the  fare 
is  25  cents  or  more.  If  we  count  one  piece  of  baggage 
per  passenger,  this  is  about  5  per  cent  of  the  total  pas- 
sengers carried  on  a  fare  of  25  cents  or  more ;  not  a  very 
large  ratio,  but  a  very  strong  argument  in  favor  of 
charging  for  baggage.  If  we  charged  for  baggage  and 
should  lose  50  per  cent  of  the  baggage  carrying  pas- 
sengers, the  50  per  cent  that  did  pay  would  offset  the 
other.  But  we  should  not  lose  50  per  cent  by  reason  of 
such  charge.  I  am  safe  in  saying  that  5  per  cent  would 
be  a  large  allowance. 

Now  a  word  about  baggage  claims.  When  a  piece  of 
baggage  is  lost  or  stolen  while  in  our  possession  it  is 
wonderful  how  valuable  the  contents  of  a  trunk  are. 
Then,  delay  claims  are  continually  coming  to  us,  al- 
though we  do  not  agree  to  transport  a  passenger  and 
his  baggage  on  the  same  train,  nor  do  we  agree  to  get 
his  baggage  to  destination  at  a  certain  time. 

The  class  of  persons  who  are  most  strenuously  fight- 
ing the  proposed  advance  in  passenger  fares  are  the 
traveling  men.  These  men  get  the  benefit  of  less  than 
2  cents  per  mile  on  account  of  their  free  baggage  and 
travel  on  mileage  books,  and  90  per  cent  of  their  trans- 
portation is  not  paid  by  them  personally,  yet  they  are 
a  mighty  factor  in  influencing  our  legislation.  The 
saving  to  the  traveller  over  the  charge  made  by  the 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


413 


express  companies  is  not  great,  perhaps  25  cents,  for 
which  he  has  the  bother  of  checking.  Would  it  not  be 
better  for  u&  to  equalize  this  charge  and  get  a  revenue 
for  all  baggage  handled? 

We  must  get  away  from  the  notion  that  the  only  way 
to  get  business  is  to  cut  the  rate  and  revenue.  We  have 
been  guilty  as  electric  lines  in  the  past  in  making  our- 
selves believe  that  we  can  transport  passengers  cheaper 
than  the  steam  roads.  We  have  created  business  that 
did  not  exist  and  cannot  be  maintained  by  the  steam 
roads,  yet  we  have  been  contented  to  adopt  their  meth- 
ods in  handling  baggage  and  force  ourselves  to  believe 
it  is  remunerative.  If  we  continue  to  do  this,  when 
depression  in  business  comes,  we  must  cut  our  service, 
the  only  stock  we  have  in  trade,  to  make  both  ends  meet. 
This  would  invite  public  criticism,  which  always  results 
in  more  drastic  legislation  against  us.  Let  us  realize 
before  it  is  too  late  that  the  handling  of  free  baggage 
is  a  traffic  error. 


ANNUAL   REPORT   OF   SECRETARY-TREASURER 

OF  CENTRAL  ELECTRIC  RAILWAY 

ASSOCIATION 

By  a.  L.  Neereamer 

During  the  year  ending  Dec.  31,  1914,  the  associa- 
tion held  three  meetings  as  follows:  Feb.  26  and  27, 
Cleveland,  Ohio;  June  25  and  26,  Toledo,  Ohio;  Nov. 
19  and  20,  Fort  Wayne,  Ind.  All  of  these  meetings  were 
very  well  attended,  showing  increased  interest  in  the 
association. 

The  interurban  membership  of  this  association,  as 
shown  in  the  last  annual  report,  was  fifty-eight  lines, 
covering  3859  miles.  The  membership  on  Dec.  31,  1914, 
covers  sixty-six  interurban  lines  aggregating  4166 
miles,  with  two  city  lines.  This  is  an  increase  of  eight 
interurban  lines,  two  city  lines  and  807  miles  of  in- 
terurban mileage.  During  the  year  1913  we  had  121 
supply  members  and  for  the  year  just  ended  125,  an 
increase  of  four. 

Reckipts  and  Disbursements,  Jan.  1  to  Dec.  31,  1914 

Cash  on  hand  Jan.   1,   1914 $1,871.99 

Interurban  lines    4,064.4.5 

City   lines    158.33 

Supply   men    1,000.00 

Sale  of  buttons    16.00 

Stationery    and   printing 1,908.18 

Central  Electric  Ry.  Accts.  Assn 26.00 

Supply  men's  .special  fund 174.40 

Miscellaneous    5.35 

Interest 57.37 

Payroll   $3,287.30 

Traveling  expenses   202.35 

Stationery  and  printing 1,827.33 

Postage 175.00 

Telephone  and  telegraph 70.15 

Office  incidentals   10.50 

Taxes  and  insurance    6.65 

Freight  and  express 52.18 

Office  fixtures 14.00 

Office  rent 504.00 

Legal  expense 20.90 

C.  E.  R.  A.  A 309.75 

Checking  account    729.88 

Saving   account    1,895.36 

Supply  men's  special  fund 176.72 

$9,282.07     $9,282.07 

You  will  note  from  this  report  that  there  is  a  de- 
posit of  $2741.54,  of  which  $1895.36  is  invested  in  the 
Fletcher  Savings  &  Trust  Company  drawing  3  per  cent 
interest,  and  $176.72  belongs  to  the  supply  men  de- 
partment. This  sum  was  placed  in  the  hands  of  your 
treasurer  as  trustee. 

Your  attention  is  called  to  the  following  statement  of 
accounts  receivable  and  payable: 

Accounts  Receivable  and  Payable  Dec.  31,  1914 

Cash  on  deposit   $2,801.96 

Due  from  members ' 116.30 

Accounts  payable    $0,000.00 

Supply  men's  special  fund 176.72 

Cash  on  deposit   2,741.54 

$2,918.26      $2,918.26 


During  the  past  year  every  effort  was  made  by  your 
secretary,  with  the  assistance  of  the  officers  of  the  as- 
sociation, to  increase  the  membership,  and  the  results 
given  in  the  first  part  of  this  report  show  that  this 
effort  met  with  some  success. 

There  are  still  in  the  territory,  especially  in  Ohio, 
Illinois  and  Michigan,  a  number  of  lines  that  should 
affiliate  with  this  association,  and  your  secretary  is  of 
the  opinion  that  if  a  concerted  effort  was  made  and  the 
benefits  of  the  association  placed  before  these  lines,  that 
part  of  them  at  least  would  be  glad  to  join  in  our  work. 

No  printed  report  of  the  standards  adopted  was  dis- 
tributed this  year  for  the  reason  that  the  reports  al- 
ready issued  needed  revision  and  being  brought  up  to 
date.  This  is  now  in  the  hands  of  the  standardization 
committee,  being  edited,  and  when  this  work  is  com- 
pleted it  will  be  issued  in  loose  leaf  form. 

In  closing,  your  secretary  desires  to  extend  to  the 
officers,  committees  and  members  of  your  association 
his  thanks  and  hearty  appreciation  for  the  valuable  as- 
sistance and  support  given  him  during  the  past  year. 


Engineering  Features  of  Proposed  Cincin- 
nati Rapid  Transit  Line 

The  printed  report  on  the  proposed  rapid  transit  rail- 
way and  interurban  railway  terminal  for  the  city  of 
Cincinnati  by  F.  B.  Edwards  and  Ward  Baldwin,  trans- 
mitted to  Mayor  Spiegel  by  F.  N.  Kruge,  chief  engineer 
of  the  city,  has  just  been  published.  An  outline  of  the 
plan  was  published  on  page  108  of  the  Electric  Rail- 
way Journal  for  Jan.  9,  1915.  A  letter  discussing  the 
report  from  George  F.  Swain  on  the  plan  is  also  in- 
cluded. The  report  occupies  some  ninety-six  pages  and 
contains  drawings  of  the  elevated  structure,  subways, 
stations,  track,  cars,  etc.,  proposed,  as  well  as  detailed 
estimates  of  cost,  charts  of  current  consumption  for 
typical  runs,  schedules,  etc. 

The  car  suggested  is  similar  in  general  design  to  the 
latest  type  of  car  on  the  Boston  Elevated  Railway  as 
well  as  the  kind  recently  adopted  by  the  New  York 
Municipal  Railway  Corporation.  It  contains  three  side 
doors  and  is  70  ft.  long  by  10  ft.  wide.  There  are  no 
vestibules.  A  standard  gage  of  track  is  recommended. 
Certain  of  the  interurban  railways  entering  Cincinnati 
are  equipped  with  a  gage  of  5  ft.  2^2  in.  The  report 
considers  the  relative  cost  of  laying  an  additional  rail 
in  the  proposed  belt  line  to  care  for  these  cars  and  also 
the  cost  of  changing  these  interurban  lines  to  standard 
gage.  The  figures  are  respectively  $150,000  and  $112,- 
000,  so  that  the  change  of  the  interurban  lines  to  stand- 
ard gage  is  recommended.  In  this  conclusion  Professor 
Swain  coincides. 


An  American  consular  officer  in  Norway  reports  to 
the  Bureau  of  Foreign  and  Domestic  Commerce,  De- 
partment of  Commerce,  at  Washington,  that  a  firm  in 
his  district  is  inviting  bids  for  the  construction  of  an 
electric  mountain  railway.  When  these  plans  and  speci- 
fications arrive  they  may  be  examined  at  the  Bureau  of 
Foreign  and  Domestic  Commerce. 


A  dispatch  from  Berlin  announces  that  the  manage- 
ment of  the  municipal  street  railway  system  there  has 
forbidden  the  knitting  of  stockings  by  passengers  while 
sitting  in  the  cars.  Conductors  have  been  furnished 
with  copies  of  the  solemn  "ukase"  which  requires  them 
to  ask  women  engaged  in  this  occupation  to  stop  it  or 
"kindly  step  outside."  The  reason  given  by  the  street 
car  management  is  that  there  is  considerable  danger  of 
passengers  falling  into  the  needles. 


414 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


The  Cost  of  Bus  Operation 

Figures  Based  on  Actual   Results   Are    Published   Both    for  Auto  Buses  and  Jitneys,  as  Well  as  Estimates  of 

Cost  Made  by  Representatives  of  Projected  Bus  Companies 


The  fact  that  the  jitney  bus  has  succeeded  in  operat- 
ing at  all  with  a  5-cent  fare  has,  apparently,  obscured 
one  of  the  points  that  is  vital  to  its  ultimate  success, 
namely,  its  real  cost  of  operation.  The  idea  has  gone 
forth  broadcast  that  the  auto  bus  (if  not  the  small 
jitney)  can  compete  directly  with  the  street  car  and 
that,  in  consequence,  it  will  eventually  displace  the  latter 
in  urban  transportation.  This  viewpoint  was  voiced  by 
the  Hon.  A.  W.  Lafferty  of  Oregon  in  Congress  on  Feb. 
10  in  part  as  follows: 

"Mr.  Speaker,  recently  a  young  man  in  Oakland,  Cal., 
owning  an  old  automobile,  and  being  without  money 
or  patronage,  conceived  the  idea  of  competing  with  the 
electric  street  cars.  This  was  a  new  idea  to  the  young 
man  and  was  born  of  his  necessity,  but  it  was  not  in 
fact  new.  For  over  ten  years  more  passengers  have 
been  carried  through  the  streets  of  London  by  the 
buses  than  have  been  carried  by  the  trolley  lines.  The 
service  is  just  as  regular  and  just  as  cheap.    And  what 


i 

mm 

I 

:a«IB>                                       -'*"*'       y          111",  ■^-m 

1  ..,    ,_^-^    -IMmimiW- 

'           '1          !  1          1 1          II          11         1  1      -. 

)  i  i .  ■  ™. 

isj-i 

t^ 

What  every  city  should  do  is  to  own  its  own  trans- 
portation facilities.  These  facilities  constitute  a  monop- 
oly, and  if  the  cities  owned  them  they  could  make  a 
splendid  profit,  employ  men  at  fair  wages,  and  furnish 
every  part  of  each  city  with  good  service.  The  latest 
and  best  vehicles  could  be  adopted  as  fast  as  their  prac- 
ticability were  established." 

Cost  of  Auto  Bus  Operation 

In  view  of  the  remarkable  amount  of  misinformation 
contained  in  the  congressman's  remarks  it  is  interest- 
ing to  consider  the  actual  cost  of  motor  bus  operation 
as  set  forth  in  the  Commercial  Vehicle,  the  representa- 
tive paper  of  the  motor  truck  industry.  In  December, 
1914,  there  was  published  a  list  of  nineteen  companies 
using  auto  trucks  in  passenger  service  of  which  seven 
operated  in  cities,  six  on  suburban  runs,  and  six  in 
interurban  service.  The  average  bus  capacity  was 
twenty  passengers,  and  the  average  daily  mileage  91, 


JITNEY   BUS — VIEWS   OF   SEMI-CONVERTIBLE    STORAGE-BATTERY   BUS   PROPOSED   FOR   NEW    YORK 


happened  in  London  when  it  was  demonstrated  that  the 
motor  bus  was  going  to  become  more  popular  than  the 
trolley  car?  The  capitalists,  owning  surface  trolley 
lines,  promptly  unloaded  them  on  the  city  and  got  the 
city  council  to  grant  to  them  exclusive  franchises  to 
operate  the  motor-bus  lines  as  a  private  corporation. 

"It  is  amusing  to  watch  the  newspaper  representa- 
tives of  the  capitalists  in  our  Western  cities  fight  the 
'jitney  bus.'  They  say  the  electric  car  line  'has  helped 
to  build  up  our  beautiful  city  and  is  entitled  to  our 
patronage.'  One  Portland  paper  even  claims  that  the 
street  car  company  was  responsible  for  paving  a  street 
to  a  suburb.  Just  at  the  present,  when  the  jitney  bus 
is  owned  by  Tom,  Dick  and  Harry,  it  is  a  bad  thing 
and  ought  to  be  frowned  on,  according  to  these  news- 
papers. But  you  just  wait  till  the  jitney  bus  grows  to 
formidable  proportions  and  becomes  a  dangerous  com- 
petitor of  the  trolley  lines,  and  then  you  will  see  these 
same  newspapers  favoring  'regulation'  of  the  jitney  bus. 
And  in  order  to  regulate  it  to  the  satisfaction  of  the 
money  power  these  papers  will  favor  granting  an  ex- 
clusive franchise  to  one  big  corporation  to  handle  all 
the  motor  bus  business  of  the  city.  They  will  say  that 
we  should  have  the  latest  and  largest  and  most  im- 
proved motor  buses  and  that  the  interests  of  the  service 
demand  that  the  matter  be  placed  in  the  hands  of  one 
company  with  'aufficient  capital'  to  handle  the  situation. 

"When  that  time  comes,  these  same  corpwration-con- 
trolled  newspapers  will  favor  unloading  the  surface 
lines  onto  the  city  and  at  such  prices  as  to  let  the 
capitalists  out  at  a  big  profit  from  a  losing  proposition. 


or  33,200  miles  per  year.     The  average  costs  in  cents 
per  bus  mile  for  the  charges  mentioned  were  as  follows : 

Tires     6.74  cents  per  bus  mile 

Gasoline  at  18  cents  per  gal 4.0     cents  per  bus  mile 

Oil  and  grease   0.64  cents  per  bus  mile 

Repairs    1.92  cents  per  bus  mile 

Wages  of  chauffeur   3.36  cents  per  bus  mile 

A  figure  of  $25  per  bus  per  year  for  insurance  was 
also  given,  but  this  was  admitted  to  be  low  as  a  num- 
ber of  the  companies  did  not  insure,  the  proper  figure 
being  between  $60  and  $90.  No  housing  or  garage 
charges  were  included,  these  ranging  from  $100  per 
bus  per  year  in  country  towns  to  $600  in  the  largest 
cities.  The  average  truck  was  estimated  to  have  co.st 
$3000  and  to  weigh  7500  lb.,  and  at  the  time  to  which 
the  figures  applied  the  average  truck  had  an  age  of 
about  two  years.  This  comparatively  short  period  of 
service  would  tend  to  reduce  the  repair  cost,  as  given, 
below  that  which  might  be  expected  as  a  normal  aver- 
age, but  opposed  to  this  is  the  fact  that  nearly  every 
one  of  the  nineteen  companies  in  question  operated  only 
a  small  fleet  of  buses. 

As  the  expenses  shown  above  constitute  only  part  of 
the  true  operating  cost  estimated  additional  charges  are 
appended : 

Assuming  a  life  of  five  years  and  a  depreciation  of  20 
per  cent,  or  $600,  a  housing  charge  of  $300,  an  insur- 
ance charge  of  $70  and  an  interest  charge  of  6  per  cent, 
or  $180,  there  is  an  overhead  charge  of  $1150  on  each 
bus  or  3.46  cents  per  mile.  Also,  assuming  taxes,  gen- 
eral expenses  and  damages  to  constitute  the  same  per- 


February  27,  1915] 


eL'^ctric  railway  journal 


415 


centage  of  operating  expenses  that  they  do  in  electric 
railway  service,  there  should  be  added  respective 
charges  per  bus  mile  of  2.2  cents,  1.2  cents  and  1.3 
cents.  Summarizing  all  of  these  costs  would  give  the 
following  operating  expense  for  a  twenty-passenger 
bus: 

Tires     6.74  cents  per  bus  mile 

Gasoline    4.0     cents  per  bus  mile 

Oil  and  grease   0.64  cents  per  bus  mile 

Repairs    1.92  cents  per  bus  mile 

Wages   of   chauffeurs 3.36  cents  per  bus  mile 

Int.  dep'n,  housing  and   insurance 3.46  cents  per  bus  mile 

Taxes    2.2     cents  per  bus  mile 

General    1.2     cents  per  bus  mile 

Damages    1.3     cents  per  bus  mile 

...  24.82  cents  per  bus  mile 

On  a  seat-mile  basis  this  involves  a  cost  of  1.24  cents. 
According  to  estimates  of  those  interested  in  bus  oper- 
ation the  costs  vary  through  a  wide  range. 

Auto  Bus  Service  as  a  Supplement  to  Surface 
Railways 

^''  H.  B.  Weaver,  vice-president,  Manhattan  &  Queens 
Traction  Corporation,  and  engineer  for  the  New  York 
Motor  Bus  Company,  who  has,  as  a  consulting  en- 
gineer, devoted  a  great  deal  of  attention  to  auto  bus 
operation,  considers  that  the  gasoline-driven  vehicle 
cannot  compete  directly  with  the  electric  railway.  It 
can,  however,  be  used  to  advantage  as  a  supplement  to 
the  street  car  by  operating  not  on  outlying  lines  but  by 
giving  a  high  grade  parallel  service  at  a  higher  fare. 
Mr.  Weaver's  opinions  are  irt  part  as  follows: 

"The  great  problem  of  the  auto  bus  is  not  the  earn- 
ing capacity 'or  the  abundance  of  traffic,  but  rather  the 
operating  cost,  and  it  is  well  to  consider  in  connection 
with  this  problem  that  the  small,  cheap  jitney  auto- 
mobile carrying  only  about  six  passengers  must  operate 
at  one-seventh  the  cost  of  a  forty-two-seat  auto  bus 
in  order  to  equal  the  passenger-seat  cost,  which  after  all 
is  the  real  basis  of  computation. 

"On  the  electric  railway,  the  maintenance  of  rolling 
stock  amounts  to  11  per  cent  of  the  total  cost  of  opera- 
tion, exclusive  of  amortization.  In  the  case  of  the  bus 
line,  the  maintenance  of  rolling  stock  amounts  to  30 
per  cent  of  the  total  cost  of  operation  exclusive  of 
amortization,  and  this  30  per  cent  does  not  include  the 
item  of  tires  which  is,  in  itself,  about  one-quarter  of 
the  cost  of  maintenance.  I  have  been  informed  by  two 
of  the  managers  of  unsuccessful  bus  lines,  that  their 
buses  were  in  the  repair  shops  in  one  instance  for  two- 
thirds  and  the  other  instance  for  three-fourths  of  the 
time.  This  state  of  affairs  was  plainly  due  to  ineffi- 
cient management  as  well  as  to  improperly  designed 
vehicles,  but  it  is  a  striking  instance  of  the  cause  of 
failures  in  an  industry  which,  if  properly  handled,  can 
be  successful. 

"I   receive   innumerable   inquiries   as   to  the  cost   of 

i  motor  bus  operation.  There  seems  to  be  some  vague 
impression,  even  in  the  railroad  world,  that  not  only 
can  buses  be  bought  to  suit  any  purpose  as  readily  as 
one  would  buy  a  row  boat  but  that  the  cost  of  opera- 
tion of  these  vehicles  is  a  definite  and  predetermined 
amount.  Let  us  remember  that  the  car  mile  operating 
costs  of  various  successful  surface  lines  show  variance 
as  high  as  100  per  cent.  Such  is  true  with  regard  to 
motor  buses. 

"However,  the  following  figures  show  the  estimated 
cost  of  operation  on  a  particular  route  of  twenty 
vehicles  of  the  double-deck  type,  each  having  a  seating 
capacity  of  forty-two.  These  costs  were  compiled  as  a 
result  of  actual  chassis  tests  over  a  considerable  period 
of  time  and  after  the  cost  of  garage  rental,  gasoline 
and  other  items  had  been  definitely  determined.  The 
estimated  daily  mileage  is  85,  the  schedule  speed  be- 


tween 10  m.p.h.  and  13  m.p.h.,  the  stops  per  mile,  5,  and 
the  weight  of  bus  without  passengers  10,400  lb. 

Platform   time    4.00  cents  per  bus  mile 

Starters    and    inspectors    0.50  cents  per  bus  mile 

General    1.00  cents  per  bus  mile 

Lighting  and  heatmg  of  vehicles 0.20  cents  per  bus  mile 

Service    0.10  cents  per  bus  mile 

Dead  mileage  and   layovers 0.33   cents  per  bus  mile 

Gasoline   4.00  cents  per  bus  mile 

Tires   3.00  cents  per  bus  mile 

Car  cleaning,  oiling  and  car  moving....  0.,')5  cents  per  bus  mile 

Repairs  to  bodies,  motors,  etc 3.00  cents  per  bus  mile 

Garage   rent    0.33  cents  per  bus  mile 

Depreciation  and  obsolescence    3..')0  cents  per  bus  mile 

Accidents    2.00  cents  per  bus  mile 

Taxes    2.00  cents  per  bus  mile 

Total    24.51   cents  per  bus  mile 

"The  cost  of  tires  is  a  variable  factor  depending 
largely  on  street  surface  conditions.  As  an  illustration 
of  the  uncertainty  of  this  item,  I  may  say  that  the  cost 
of  tires  is  2^4  cents  per  bus  mile  in  the  case  of  one  of 
the  largest  bus  lines  in  the  country.  In  another  in- 
stance it  is  nearly  7  cents  per  bus  mile. 

"It  will  be  noted  that  the  cost  of  operation  shown 
above  is  approximately  0.6  cent  per  passenger  seat  mile, 
and  I  may  say  that  the  assumed  conditions  for  bus 
operation  are  quite  ideal.  The  proposed  service  is 
large  enough  to  afford  an  economical  operation  and  not 


JITNEY  bus — view  SHOWING  PROPOSED  PREPAYMENT  BUS 
WITH   LADY  CONDUCTOR 

too  large  to  be  cumbersome.  Traffic  conditions  are  such 
as  to  permit  of  a  very  high  schedule  speed,  consequently 
reducing  many  of  the  costs  and  increasing  the  annual 
earnings  of  the  vehicles. 

"In  general,  the  auto  bus  has  several  advantages  over 
street  cars.  It  is  apparent,  however,  that  the  cost  of 
operation  per  passenger  seat  mile,  or  passenger  space 
mile  of  the  bus,  is  so  much  greater  than  the  same  cost 
of  surface  car  operation  that  the  bus  cannot  hope  to 
compete  with  the  surface  lines  at  the  present  time. 

"However,  one  important  factor  must  be  seriously 
considered;  namely,  that  the  bus  is  in  its  infancy  and 
that  its  efficiency  is  growing  every  day.  In  one  large 
operation  in  this  country  the  bus-mile  cost  of  operation 
has  been  reduced  20  per  cent  in  three  years'  time. 
In  the  City  of  London  the  cost  of  operation  per  bus 
mile  was  reduced  in  1909  over  the  previous  year  3.5 
cents;  in  1910,  1.1  cents;  in  1911,  1.76  cents,  and  in 
1912,  1.6  cents,  making  a  total  reduction  of  8  cents 
per  bus  mile  in  the  operating  costs  during  four  years. 

"This  is  the  situation  as  I  see  it.  Four  years  ago 
the  auto  bus   possessed   a   limited   utility   due  to  its 


416 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


excessive  operating  cost.  During  this  time  the  art  has 
progressed  to  such  a  degree  that  to-day  its  field  of  utility 
has  become  tremendously  increased.  This  fact  has  been 
brought  to  the  attention  of  the  general  public,  strange 
to  say,  by  the  sporadic  growth  of  the  jitney  companies 
or  independent  jitney  operators.  The  jitneys  have  not 
yet  proved  their  own  value,  but  they  have  shown  the 
practicability  of  motor  buses. 

"How  shall  the  streeet  railways  deal  with  this  prob- 
lem? I  wonder  if  street  railway  managers  have  ever 
attempted  to  figure  the  cost  to  them  of  the  rush-hour 
with  its  over-crowded  traffic,  which  many  are  prone  to 
consider  as  their  principal  source  of  net  profits.  If 
we  will  be  honest  with  ourselves  for  a  moment,  is  it 
not  apparent  that  these  over-crowded  periods,  these  un- 
healthy, dangerous  and  disagreeable  conditions  which 
have  existed  on  almost  all  transportation  lines  at  cer- 
tain periods,  have  been  the  direct  cause  of  the  vicious 
legislation,  unfair  regulation,  exorbitant  taxes  and  fines 
initiated  by  the  states,  municipalities  and  courts,  which 
have  been  imposed  upon  street  surface  lines.  These 
conditions  have  produced  a  disgruntled,  unhappy,  bitter 
citizenry  who  have  been  in  a  mood  to  look  with  favor 
upon  anything  which  "soaked"  the  cause  of  their  dis- 
comfort in  the  shape  of  railroad  companies.  Is  not 
this  a  prime  reason  for  the  jitney's  success? 

"The  motor  bus  cannot  compete  with  street  surface 
lines  in  their  entirety.  It  can  afford  a  much  better 
service,  in  many  ways,  but  only  on  the  principle  of  a 
guaranteed  seat  to  every  passenger  at  a  higher  rate 
of  fare  than  that  prevailing  on  surface  lines.  There 
are  already  many  instances  in  the  country  where  a 
higher  rate  of  fare  is  charged  in  the  rush  hour  than 
in  the  non-rush  hour.  Many  of  us  believe  that  this 
is  a  reasonable  solution  of  the  problem.  A  simpler 
solution  is  to  operate  two  types  of  vehicles,  a  first  class 
and  a  second  class.  The  second  class  would  be  of  large 
dimensions  and  would  carry  a  greater  number  of  people 
with  a  reasonable  number  of  standing  passengers, 
though  free  from  overcrowding.  The  first  class  would 
furnish  a  guaranteed  seat,  and  a  higher  speed,  and  of 
course,  would  have  a  higher  rate  of  fare. 

"There  exists  in  every  city  a  large  proportion  of 
the  population  which  will  be  more  than  glad,  in  fact 
delighted,  at  the  opportunity  to  ride  under  such  con- 
ditions at  a  slightly  increased  cost.  The  motor  bus, 
therefore,  should  take  a  position  between  the  street 
car  and  the  taxicab,  and  nearer  to  the  street 
car.  In  this  form  it  would  actually  benefit  the  railways. 
This  is  exemplified  in  New  York  where  my  study  of 
the  situation  shows  that  there  are  thousands  of  cases 
of  women  riding  to  the  shopping  section  under  the 
pleasant  conditions  which  buses  provide,  although  they 
would  not  stir  out  of  doors  were  they  forced  to  use 
a  street  car  or  pay  the  exorbitant  price  of  a  taxicab. 

"Aside  from  this,  of  course,  traffic  congestion  of 
the  street  cars  would  be  relieved  to  such  an  extent 
that  I  believe  a  greater  harmony  would  exist  between 
the  people  and  the  companies,  and,  furthermore,  that 
in  a  few  years  the  rolling  stock  equipment  of  a  line 
could  be  better  balanced.  In  other  words,  the  great 
surplus  of  cars  needed  for  the  rush  service  over  the 
normal  service  could  be  reduced.  Or,  to  put  it  in 
another  way,  the  annual  mileage  per  car  would  be 
greatly  increased.  This  would  be  obtained  at  no  loss  to 
the  company  because  it  would  be  obtained  through  an 
increased  investment  in  another  type  of  rolling  stock 
from  which  a  higher  rate  of  fare  could  be  obtained. 

"It  may  be  said  that  still  the  jitney  exists.  But 
we  must  not  lose  sight  of  the  fact  that  after  the  first 
novelty  has  worn  off  no  one  would  think  of  riding  in  an 
improvised  small  touring  car,  crowded  in  on  a  longi- 
tudinal  seat   under   the  most  intimate  relations  with 


a  few  passengers,  unprotected  from  the  weather,  se- 
verely jounced  about,  and  disturbed  by  the  boarding 
or  alighting  of  every  other  passenger.  Obviously 
one  would  prefer  to  ride  in  a  modern,  well  designed, 
comfortable  street  car,  provided  that  street  car  was 
not   overcrowded. 

"The  street  cars  need  not  fear  the  operation  of  auto- 
buses at  this  time.  Their  comparatively  high  operat- 
ing cost  limits  their  utility  as  5-cent  vehicles.  What 
the  street  railway  companies  should  do  is  to  augment 
their  service,  even  paralleling  their  own  lines  with 
bus  lines  at  an  increased  fare,  or  if  they  do  not  desire 
to  undertake  this  service  or  cannot  because  of  un- 
popularity obtain  reasonable  franchise  privileges,  they 
should  aid  rather  than  obstruct  responsible  independent 
companies  in  the  establishment  of  such  lines  properly 
regulated  and  at  a  rate  of  fare  in  excess  of  5  cents. 

"The  weak  point  of  bus  operation  is  the  high  operat- 
ing cost.  The  crux  of  the  high  operating  cost  deals 
not  with  the  cost  of  power  as  is  apparently  generally 
assumed,  but  with  the  cost  of  maintenance,  amortiza- 
tion and  length  of  time  out  of  service.  There  are,  on 
the  other  hand,  certain  financial  characteristics  of 
motor-bus  operation  more  attractive  to  the  public  than 
street  railway  operation,  and  there  are  many  physical 
characteristics  in  which  the  bus  excels  the  street  car. 

"The  comparatively  high  seat-mile  cost  of  the  motor 
bus  should  no  longer  be  considered  as  a  prohibition  to 
its  use,  but  rather  as  a  limitation  to  its  utility.  This 
limitation  should  be  first  appreciated.  The  advantages 
should  be  carefully  appraised  and  the  operation  of  a 
proper  number  of  these  vehicles  at  a  reasonable  fare 
in  conjunction  with  the  street  surface  lines  may  well 
be  encouraged." 

Electric  Storage-Battery  Bus  Costs 

Mr.  Weaver's  novel  conception  of  a  supplementary 
bus  service  for  electric  railways  is,  of  course,  based 
upon  the  axiom  that  the  bus  is  more  costly  to  operate 
than  the  street  car,  but  this  view  is  combatted  by  the 
Peoples  5-Cent  Bus  Corporation  which  is  endeavoring 
at  the  present  time  to  establish  a  line  of  5-cent  storage 
battery  buses  in  New  York  City.  These  buses  are 
intended  to  compete  directly  with  any  of  the  existing 
means  for  surface  transportation.  The  estimated  costs 
of  operation  are  shown  in  the  following  table,  based 
on  a  yearly  mileage  of  30,000,  a  schedule  speed  of  8 
m.p.h.,  a  maximum  of  18  m.p.h.  and  10  stops  per  mile: 

Tires   3.0  cents  per  bus  mile 

Power    2.25  cents  per  bus  mile 

Repairs  to  body  and  (rear 0.75  cents  per  bus  mile 

Repairs   to  battery    1.5  cents  per  bus  mile 

Housing,    washing,    etc 1.0  cents  per  bus  mile 

I'latform  wages    8.0  cents  per  bus  mile 

Interest     1.0  cents  per  bus  mile 

Depreciation    1.8  cents  per  bus  mile 

General  and  administrative    1.0  cents  per  bus  mile 

Supplies,  licenses,  insurance  and  taxes.  .  1.5  cents  per  bus  mile 

Damage  claims 

Total     21.8     cents  per  bus  mile 

These  estimated  figures  apply  to  buses  of  the  unusual 
type  shown  in  the  accompanying  illustrations,  two  of 
which  are  being  operated  about  New  York  City  at  the 
present  time  as  a  popular  demonstration  of  what  the 
company  proposes  to  do.  The  bus  seats  36  passengers, 
and  weighs  11,000  lb.  including  the  battery.  A  2ii-hp 
motor  is  geared  to  each  of  the  four  wheels.  The  pro- 
posed schedule  will  require  an  acceleration  of  1.5  m.p.h. 
p.s.  and  the  10  hp  of  motors  is  expected  to  provide  this. 

The  cost  of  tires  as  shown  in  the  table  has  been 
guaranteed  by  a  manufacturer,  the  low  figure  being 
said  to  be  due  to  the  nature  of  the  drive.  Power  is 
figured  at  1.5  kw-hr  per  bus  mile  and  at  1.5  cents  per 
kw-hr.  The  repair  cost  for  the  battery  is  guaranteed 
by  the  maker. 

The  obviously  doubtful  points  in  the  estimate  are  the 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


417 


ins  of  depreciation,  insurance  and  taxes,  and  dam- 
e  claims.  Depreciation  is  based  on  a  ten-year  life 
lor  all  parts  of  the  bus  except  the  gearing  (which  is 
piven  only  five  years)  notwithstanding  the  fact  that  the 
racking  strains  of  travel  over  city  streets  causes  rapid 
deterioration,  one  large  bus  company  that  is  actually 
ill  operation  charging  off  33  per  cent  annually  for 
this  purpose. 

The  item  covering  supplies,  licenses,  insurance  and 
taxes  provides  only  $450  per  annum  per  bus,  although 
the  taxes  alone,  if  equivalent  to  the  average  imposed 
upon  electric  railways,  would  be  considerably  in  excess 
of  this  figure.  Also  the  neglect  of  damage  claims  is 
open  to  question,  as  at  least  one  bus-operating  company 
has  to  set  aside  3  cents  per  bus  mile  for  this  purpose, 
and  because  damages  amount  to  more  than  1  cent  per 
car  mile  for  the  average  electric  railway  according  to 
census  figures. 

Cost  of  Jitney  Bus  Operation 

As  the  foregoing  figures  apply  only  to  auto  buses  of 
the  largest  type  it  is  interesting  to  consider  the  actual 
cost  of  jitney  bus  operation  as  outlined  by  a  prominent 
automobile  dealer  of  St.  Louis,  where  the  jitney  has 
thrived  owing  to  the  refusal  of  the  authorities  to  bring 
it  under  regulation.  The  automobile  dealer  estimates 
the  tire  expense  to  be  $15  for  each  of  the  four  wheels 
for  3000  miles,  or  a  little  less  than  $2  a  day,  the  gaso- 
line 20  gallons  at  10  cents,  or  $2  a  day  and  the  driver's 
wages  $2  a  day,  making  the  total  expense  of  $6  a  day. 
On  the  assumption  that  the  income  is  $10  a  day,  the  net 
receipts  would  be  $4  a  day,  or  $120  a  month.  Of  this 
|60  per  month  is  allowed  for  a  sinking  fund  to  provide 
against  accidents,  repairs  and  depreciation,  and  a  net 
profit  of  $60  a  month  is  left  as  a  revenue  for  the  owner 
of  the  car. 

Aside  from  such  minor  items  as  the  low  price  allowed 
for  gasoline,  the  low  wages  for  the  driver  and  the 
unreasonably  high  receipts,  this  statement  constitutes 
an  excellent  argument  why  no  one  should  enter  the 
jitney-bus  business.  Assuming  an  average  trip  of  2 
miles,  and  also  the  extremely  high  average  of  three 
passengers  per  trip,  it  would  be  necessary  for  the 
jitney  to  make  about  50,000  miles  in  a  year  if  it  is 
to  have  gross  receipts  of  $10  per  day.  This  mileage 
is  about  that  which  is  obtained  by  the  average  private 
car  in  twelve  years.  It  does  not  make  the  allowance 
of  $60  per  month  for  repairs,  depreciation  and  accident 
look  sufficiently  large  within  about  100  per  cent.  In 
fact,  one  accident  would  wipe  out  the  profit  for  a  year. 

The  average  cost  of  operating  in  jitney  service  a 
Ford  car  capable  of  seating  five  passengers  was  stated 
by  representatives  of  one  of  the  largest  distributors 
in  the  country  to  be  approximately  as  follows : 

Tires   0.8  cent 

Gasoline   1.0  cent 

Oil  and   grease    0.2  cent 

Repairs 0.8  cent 

Depreciation 0.6  cent 

Total .  ..,i 3.4  cents 

On  a  seat-mile  basis  this  would  amount  to  0.8  cent 
as  the  machine  offers  four  revenue  seats.  If  camp 
stools  were  put  in  for  two  more  passengers  the  cost 
would  be  0.6  cent.  This  figure,  of  course,  does  not 
take  into  consideration  any  such  charges  as  taxes, 
housing,  insurance  and  accident  claims.  If,  as  is  in- 
dicated by  actual  records  in  Seattle,  the  car  makes  100 
miles  per  day  and  earns  $6,  there  remains  only  $2.40  per 
day  to  pay  these  charges  and  to  reimburse  the  driver. 

The  lack  of  real  profit  in  the  jitney  bus  is  brought 
put  also  by  the  following  remarks  of  M.  C.  Booth,  or- 
ganizer of  the  first  jitney-bus  company  in  Portland, 
Ore.    The   statement  was   made   before  the   Portland 


Realty   Board   and  covered   actual   figures   based   upon 
the  speaker's  experience: 


Interest  on  investment  at  6  per  cent $33  per  year 

Depreciation  on  car   150  per  year 

Current   repairs    438   per  year 

Tires  350  per  year 

Gasoline  and  oil    430  per  year 

Personal  liability  insurance    200  per  year 

License 5  per  year 

Overhead  charge    52  per  year 

Incidentals    36  per  year 

Total $1694  per  year 

"Gross  receipts,"  said  Mr.  Booth,  "would  be  $2190 
per  year  at  $6  per  day,  and  deducting  $1694  for  operat- 
ing expenses  leaves  $495  from  which  must  be  subtracted 
$250  to  cover  fines,  damage  to  other  people's  property 
and  to  the  car  in  case  of  accident,  as  well  as  attorney's 
fees  for  services  in  the  police  court,  leaving  a  balance 
of  $245  for  the  operator's  labor  for  the  year. 

"The  reason  why  so  many  have  engaged  in  this 
business  is  because  they  cannot  find  anything  else  to 
do." 

Receipts  Much  Overestimated 

It  is  probable  that  the  major  part  of  the  jitney  craze 
has  been  due  to  the  fact  that  receipts  have  been  greatly 
overestimated,  although  the  lack  of  appreciation  of 
real  operating  cost  also  has  undoubtedly  been  a  material 
factor  in  inducing  owners  of  cars  to  enter  the  business. 
As  an  example  of  the  misconception  of  the  real  situation 
it  might  be  said  that  in  St.  Louis  the  daily  earnings 
of  a  jitney-bus  driver  have  been  reported  in  general 
at  about  $10.  This  fact  has  been  given  wide  publicity 
in  the  daily  papers. 

However,  on  Feb.  20  the  manager  of  the  jitney-bus 
association  stated  with  considerable  pride  that  4000 
passengers  had  been  carried  on  the  day  before.  This 
number  at  5  cents  each  would  bring  total  receipts  of 
$200  for  the  day.  Reference  to  the  daily  papers  shows 
that  there  were  twenty-two  motor  cars  in  operation 
and  two  motor  buses  each  with  a  carrying  capacity 
of  thirty.  Assuming  that  the  motor  buses,  with  their 
large  capacity,  brought  in  a  proper  proportion  of  the 
receipts,  or  say  $30  each,  there  would  be  left  $140 
to  be  divided  among  twenty-two  cars.  This  indicates 
average  receipts  for  each  motor  car  of  $6.40  a  day. 
In  addition,  it  is  quite  possible  that  the  figure  of  4000 
passengers  was  somewhat  exaggerated. 

In  Kansas  City  the  same  peculiar  discrepancy  be- 
tween reported  receipts  and  actual  possible  receipts  may 
be  noted.  A  newspaper  report  of  Feb.  10  states  that 
35,000  passengers  were  carried  on  Feb.  9,  bringing 
in  a  total  of  $1750.  Two  hundred  jitneys  were  regis- 
tered as  belonging  to  the  jitney  operators'  association, 
and  the  unregistered  drivers  were  estimated  at  nearly 
a  hundred  more.  Assuming  that  the  actual  number 
of  jitney  operators  was  250,  the  receipts  per  car  came 
to  less  than  $7.  Even  neglecting  the  unregistered 
drivers  the  receipts  divided  among  the  two  hundred 
registered  cars  amounted  only  to  $8.75  each. 

In  Peoria,  Illinois,  one  of  the  jitney  operators  esti- 
mated that  his  average  day  included  25  trips  with  an 
average  of  five  passengers  a  trip,  making  $6.25  income 
for  the  day.  This  driver  had  a  seven-passenger  tour- 
ing car  and  he  estimated  the  expense  of  operating 
it  at  about  $1  per  day,  thus  making,  as  he  expressed 
it,  "an  easy  profit  of  $5  per  day  for  the  chauffeur." 
The  length  of  this  driver's  route  is  not  known,  but 
if  it  was  more  than  one  mile,  his  alleged  expenses 
of  $1  included  only  gasoline  and  did  not  give  any  con- 
sideration to  wear  on  tires,  repairs,  depreciation  and 
the  like.  With  such  misapprehension  of  the  real  facts 
in  the  case,  it  is  not  difficult  to  see  why  numerous 
owners  of  cars  have  been  induced  to  take  up  the  jitney 
bus  as  a  means  of  livelihood. 


418 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


ELECTRIC     RAILWAY    JOURNAL 

American  Association  News 


[Vol.  XLV,  No.  9 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


Reports  of  Meetings  of  New  Motor  Vehicle  and  Way  Matters  Committees,  of  Company  Section  Activities  and  of 

Joint  Line  Construction  Committee  Meeting 


COMMITTEE   ON   MOTOR  VEHICLES 

President  Allen  has  appointed  a  special  committee 
to  consider  the  subject  of  motor  vehicles,  consisting  of 
B.  I.  Budd,  president  Chicago  Elevated  Railways, 
chairman;  H.  G.  Bradlee,  president  Stone  &  Webster 
Management  Association,  Boston,  Mass.;  W.  A.  House, 
president  United  Railways  &  Electric  Company,  Balti- 
more, Md.,  and  C.  L.  S.  Tingley,  vice-president  Amer- 
ican  Railways   Company,   Philadelphia,   Pa. 

The  committee  met  on  Feb.  23  and  went  over  a  mass 
of  data  which  had  been  collected  and  adjourned  to 
meet  on  March  16,  at  which  time  a  report  will  probably 
be  completed. 


JOINT   COMMITTEE   ON   TRANSPORTATION- 
ENGINEERING 

A  meeting  of  the  above  committee  was  held  in  Cleve- 
land on  Feb.  12.  As  the  name  indicates,  this  committee 
comprises  members  of  the  Engineering  Association  and 
the  Transportation  &  Traffic  Association,  all  of  whom, 
as  follows,  were  present  at  the  meeting:  Engineering: 
R.  N.  Hemming,  co-chairman,  Anderson,  Ind. ;  W.  E. 
Rolston,  Michigan  City,  Ind.;  R.  D.  Beatty,  Cleveland, 
Ohio;  Transportation  &  Traffic:  P.  N.  Jones,  co-chair- 
man, Pittsburgh,  Pa.;  J.  B.  Stewart,  Jr.,  Youngstown, 
Ohio,  and  C.  N.  Wilcoxon,  Michigan  City,  Ind. 

After  general  discussion  the  committee  decided  to 
draw  up  data  sheets  covering  details  of  matters  perti- 
nent to  transportation  and  engineering.  In  this  the 
entire  membership  of  the  committee  will  co-operate  in 
order  to  cover  the  assignments  of  the  executive  com- 
mittee. These  assignments  will  be  found  on  page  1302 
of  the  issue  of  the  Electric  Railw^ay  Journal  for  Dec. 
12,  1914.  The  committee  also  hopes  to  make  some  inter- 
urban  train  tests  with  ball-bearings.  The  next  meeting 
of  the  committee  will  be  held  late  in  April  or  early  in 
May. 


COMMITTEE  ON  WAY  MATTERS 

A  meeting  of  the  committee  on  way  matters  of  the 
Engineering  Association  was  held  at  the  association 
headquarters  in  New  York,  Feb.  19  and  20.  The  fol- 
lowing members  attended:  C.  S.  Kimball,  Washington, 
D.  C,  chairman;  H.  F.  Merker,  East  St.  Louis,  111.;  E. 
H.  Berry,  Cincinnati,  Ohio;  E.  P.  Roundey,  Syracuse, 
N.  Y.;  W.  F.  Graves,  Montreal,  Quebec;  R.  C.  Cram, 
Brooklyn,  N.  Y. ;  C.  W.  Gennet,  Jr.,  Chicago,  111. ;  E.  M. 
Haas,  Chicago,  111.,  and  L.  A.  Mitchell,  Anderson,  Ind. 
The  work  of  the  various  sub-committees  for  this  year 
was  considered  by  the  committee  as  a  whole.  A  sub- 
committee to  consider  further  the  proper  foundations 
for  track  in  paved  streets  was  appointed  and  included 
Messrs.  Cram,  Haas,  Berry  and  Mitchell.  It  will  con- 
sider changes  in  the  four  designs  of  track  foundations 
submitted  at  the  1914  convention,  as  well  as  endeavor 
to  obtain  the  approval  of  the  American  Society  of 
Municipal  Improvements  of  the  types  finally  adopted. 
The  sub-committee  considering  pavements  for  use  in 
connection  with  girder  and  high  tee  rails  includes 
Messrs.  Graves,  Berry  and  Mitchell.  Its  work  will  be 
devoted  principally  to  securing  traffic  counts  in  connec- 
tion with  the  various  types  of  pavements.  The  sub- 
committee considering  specifications  with  definitions  for 
sundry  track  materials  includes  Messrs.  Gennet,  Haas 


and  Roundey.  Standard  specifications  for  special  work 
will  be  considered  by  a  sub-committee  composed  of 
Messrs.  Roundey,  Merker,  Kimball  and  Graves,  who  will 
issue  a  request  to  engineers  of  special-work  manufac- 
turers for  suggestions  relating  to  specifications  for  the 
several  types  of  special  work  now  in  use.  Specifications 
will  be  prepared  for  the  materials  used  in  the  various 
types  of  special  work  now  generally  used.  The  sub- 
committee considering  the  revision  of  the  recommended 
designs  of  7-in.  and  9-in.  joint  plates  with  special  refer- 
ence to  sizes  of  bolt  holes  and  fits,  includes  Messrs. 
Merker,  Gennet  and  Cram.  The  discussion  of  this  sub- 
ject was  devoted  to  the  advantages  and  disadvantages 
of  the  drive-fit  as  against  the  loose-fit  bolts.  In  the 
review  of  all  existing  standards  and  recommendations 
originating  with  the  committee  on  way  matters,  several 
sub-committees  were  appointed  to  consider  the  revision 
of  some  of  the  existing  standards  and  recommendations. 


MILWAUKEE  ELECTRIC  RAILWAY  &  LIGHT  COM- 
PANY SECTION 

The  January  and  February  meetings  of  this  section 
were  joint  ones  with  the  local  company  section  of  the 
N.  E.  L.  A.  The  January  meeting,  held  on  Jan.  22,  was 
a  social  affair  attended  by  700  persons,  including  mem- 
bers of  the  Wisconsin  Gas  and  Electrical  Associations 
which  were  in  convention  at  the  time.  The  feature  of 
the  evening  was  a  musical  skit  planned  and  written  by 
the  local  men,  in  which  Secretary  Abendroth  appeared 
as  the  star  performer.  President  W.  W.  Cook  was  also 
in  the  cast  so  could  not  read  his  preliminary  address 
which  was  read  for  him  by  vice-president  V.  M.  Dentz. 
The  play  was  followed  by  a  dance  with  a  grand  march 
led  by  the  presidents  of  the  two  local  company  sections. 


DENVER  TRAMWAY  SECTION 

The  regular  February  meeting  of  this  section  was  held 
at  the  club  rooms  of  the  north  division  of  the  railway 
on  Feb.  18.  The  subject  was  "Snow  Work  and  Equip- 
ment," a  continuation  of  the  topic  of  discussion  begun 
at  the  last  meeting  as  described  in  the  issue  of  the  Elec- 
tric Railway  Journal  for  Feb.  6,  page  293.  As  before, 
the  discussion  was  opened  by  W.  H.  McAloney,  superin- 
tendent rolling  stock,  whose  remarks  were  followed  by  a 
lively  discussion  on  snow  fighting  methods  and  the  equip- 
ment necessary  therefor.  Members  of  the  section  ren- 
dered musical  selections  and  a  section  photograph  was 
taken.    The  attendance  at  the  meeting  was  150. 


PUBLIC  SERVICE  COMPANY  SECTION 

At  the  last  meeting  of  the  section,  described  briefly 
on  page  380  of  the  issue  of  the  ELECTRIC  RAILWAY 
Journal  for  Feb.  20,  President  P.  F.  Maguire  an- 
nounced that  the  present  membership  is  289,  and  that 
it  has  increased  13  per  cent  since  the  course  in  public 
service  economics,  described  on  page  337  of  the  issue 
for  Feb.  13,  was  inaugurated.  H.  C.  Donecker,  for  the 
program  committee,  announced  that  coming  meetings 
will  be  addressed  by  Oscar  T.  Crosby,  Warrenton,  Va. ; 
George  J.  Roberts,  vice-president  Public  Service  Rail- 
way; F.  W.  Doolittle,  director  of  the  fare  research 
bureau  of  the  association;  J.  S.  Doyle,  superintendent 
of  car  equipment  Interborough  Rapid  Transit  Com- 
pany; R.  E.  Danforth,  general  manager  Public  Service 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


419 


Railway;  P.  S.  Young,  treasurer  Public  Service  Rail- 
way, and  other  prominent  specialists  in  the  electric 
railway  work. 

In  addition  to  the  more  formal  part  of  Mr.  Donecker's 
lecture  of  Feb.  18,  he  pointed  out  how  the  company  sec- 
tion plan  is  designed  to  benefit  both  the  men  and  their 
employers,  impelling  the  former  to  defend  the  latter. 
His  impression  is  that  the  employees  of  public  utilities 
do  not  stand  together  as  they  should,  being  passive  or 
negative  in  the  defence  of  the  policy  of  the  companies 
employing  them.  Electric  railway  employees  should 
realize  that  the  electric  railway  is  only  one  of  several 
utilities,  and  co-operation  with  other  utilities  is  very 
desirable.  Further,  co-operation  among  the  depart- 
ments of  one  company  is  necessary.  A  company  must 
help  itself  inside  if  outside  help  is  desired.  In  order  to 
please  the  public  generally  it  is  necessary  to  maintain 
good  service  and  good  dividends.  The  co-operation  of 
all  employees  is  necessary  in  both  of  these  directions  for 
permanent  success. 


COMMUNICATIONS 


WASHINGTON  RAILWAY  &  ELECTRIC  COMPANY 
SECTION 

The  feature  of  the  meeting  of  this  section  held  on 
Jan.  25  was  the  awarding  of  prizes  for  papers  on  "The 
Duties  of  a  Trainman  to  the  Traveling  Public"  pre- 
pared by  starters,  conductors,  motormen  and  depot 
clerks.  Thirty-six  papers  were  submitted  in  the  con- 
test. The  three  prizes  of  $10,  $5  and  $2.50  respectively 
were  awarded  to  Montgomery  Davis,  starter  eastern 
division;  James  T.  Trout,  conductor  southern  division, 
and  W.  M.  Rice,  conductor  eastern  division,  by  H.  C. 
Eddy,  engineer  District  of  Columbia  Public  Utilities 
Commission,  and  J.  R.  Putnam.  After  the  prizes 
had  been  awarded  brief  addresses  were  given  by 
T.  T.  Wong,  director  of  the  Chinese  Government  Bureau 
of  Education,  and  Mr.  Eddy.  The  serious  part  of  the 
meeting  was  relieved  by  motion  pictures,  vocal  music 
and  refreshments.  The  attendance  at  the  meeting 
was  48. 

The  meeting  of  Feb.  23  was  held  in  conjunction  with 
a  meeting  of  the  employees  of  the  Potomac  Electric 
Power  Company  and  Wm.  L.  Clarke,  assistant  secretary 
of  the  companies,  presided.  The  program  was  of  a 
non-technical  character,  comprising  musical  numbers, 
motion  pictures  and  an  address  on  "Real  Aristocracy." 
A  buffet  luncheon  was  served  after  adjournment. 


ASSOCIATION  OF  TECHNICAL  SOCIETY 
SECRETARIES 

A  meeting  of  the  above  association,  in  which  the 
American  Association  is  officially  represented  by  Sec- 
retary Burritt,  is  being  held  to-day  in  New  York.  The 
purpose  of  this  association,  as  outlined  on  pages  917,  991 
and  1061  of  the  last  volume  of  this  paper,  is  to  pro- 
vide for  occasional  meetings  of  the  secretaries  of 
national  societies  to  consider  overlapping  interests,  the 
avoidance  of  conflicts  in  convention  dates  and  the  meth- 
ods of  administration  found  most  effective.  In  the  ab- 
sence of  Secretary  Burritt  on  account  of  the  C.  E.  R.  A. 
convention,  he  is  being  represented  by  H.  H.  Norris, 
associate  editor,  Electric  Railway  Journal. 


COMMITTEE      ON      OVERHEAD      AND      UNDER- 
GROUND LINE  CONSTRUCTION 

A  meeting  of  this  committee  was  held  in  New  York 
on  Wednesday,  Feb.  24.  The  minutes  will  be  available 
in  time  for  the  next  issue  of  the  ELECTRIC  Railway 
Journal. 


Corrosion  of  Metals  in  Natural  Soils 

National  Bureau  of  Standards 

Washington,  D.  C,  Feb.  20,  1915. 
To  the  Editors  :— 

As  a  contribution  to  discussion  of  the  article  appear- 
ing in  the  issue  of  the  Electric  Railway  Journal  for 
Nov.  14,  1914,  entitled  "Corrosion  of  Metals  in  Natural 
Soils"  by  E.  H.  Scofield  and  L.  A.  Stenger,  we  submit 
the  following  comments: 

We  have  read  the  article  with  much  interest  and  re- 
gard it  as  a  valuable  experimental  demonstration  of 
self-corrosion  of  iron  and  lead  in  soils.  The  paper  deals 
with  a  phenomenon  long  recognized  but  too  often  over- 
looked by  engineers  or  not  given  sufficient  consideration. 
In  connection  with  our  electrolysis  investigation  we  have 
frequently  had  occasion  to  call  attention  to  the  fact  that 
in  certain  cases  corrosion  is  due  to  soil  conditions  and 
not  to  stray  currents.  Such  cases  often  occur,  and  this 
fact  renders  it  important  that  careful  investigations  be 
made  to  determine  the  cause  of  corrosion  in  any  given 
case.  Work  of  the  kind  done  by  Messrs.  Scofield  and 
Stenger  is  of  great  value  and  serves  to  emphasize  the 
need  for  giving  more  attention  to  soil  conditions  and 
the  physical  properties  of  pipes  than  is  generally  done. 

It  is  well  to  point  out  in  this  connection  that  although 
soil  corrosion  usually  exists  in  greater  or  less  degree 
and  under  certain  conditions  may  in  itself  become  very 
serious,  such  coil  corrosion  is  in  general  accelerated  by 
the  presence  of  stray  currents.  This  fact  is  shown  in 
Technologic  Paper  No.  25  of  the  Bureau  of  Standards 
dealing  with  the  subject  of  electrolytic  corrosion  of  iron 
in  soils,  and  some  of  the  principal  causes  of  this  acceler- 
ated soil  corrosion  are  there  pointed  out.  Because  of 
this  tendency,  whenever  stray  currents  are  being  dis- 
charged from  the  pipes,  not  only  will  there  be  more  or 
less  electrolytic  corrosion,  but  the  soil  corrosion  proper 
will  be  greater  than  if  such  stray  currents  did  not  exist. 
Where  soil  conditions,  therefore,  are  such  as  to  give  rise 
to  considerable  self-corrosion  it  is  more  important  that 
stray  currents  be  reduced  to  low  values  than  where  the 
tendency  toward  soil  corrosion  is  small. 

It  would  be  interesting  to  know  the  chemical  analyses 
of  the  soils  used  by  Scofield  and  Stenger,  since  they  were 
undoubtedly  of  an  unusually  corrosive  character. 

The  corrosion  due  to  the  presence  of  two  or  more 
electrolytic  soils  is  interesting,  but  it  is  probable  that 
soil  corrosion  in  practice  is  caused  in  this  way  only  to  a 
slight  extent  since  natural  diffusion  of  dissolved  sub- 
stances in  the  soil  would  soon  eliminate  potential  dif- 
ferences due  to  this  cause.  Soil  corrosion  usually  is 
probably  due  either  to  a  direct  chemical  attack  or  to 
the  galvanic  action  resulting  from  inhomogeneity  of 
the  surface  of  the  metal,  although  unquestionably  there 
are  cases  of  serious  corrosion  due  to  the  presence  of 
different  soils  in  contact  with  adjacent  portions  of  the 
metal. 

These  experiments  are  in  accord  with  a  great  deal  of 
data  previously  published  which  show  that  it  is  impos- 
sible to  establish  beyond  question  that  certain  cases  of 
corrosion  have  been  caused  by  electrolysis  unless  elec- 
trical conditions  favorable  to  such  corrosion  are  actu- 
ally found.  On  the  other  hand,  it  is  important  to  bear 
in  mind  that  the  absence  of  such  electrical  conditions 
at  any  particular  time  is  not  sufficient  indication  that 
corrosion  that  has  already  taken  place  was  not  caused 
by  electrolysis,  since  electrical  conditions  may  have 
changed  greatly  since  corrosion  occurred.  In  a  case 
where  serious  corrosion  has  been  caused  by  stray  cur- 
rents and  the  cause  of  these  stray  currents  has  been  re- 


420 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


moved,  the  only  certain  way  of  determining  whether  the 
previous  corrosion  was  caused  by  stray  currents  or  by 
local  influences  is  by  making  active  corrosion  tests  in 
the  same  soil  under  the  same  average  conditions  of 
moisture  and  using  the  same  kind  of  iron  as  that 
previously  found  corroded.  In  the  absence  of  a  test 
of  this  kind,  it  is  not  possible  to  fix  with  certainty  the 
cause  of  corrosion. 

It  would  be  interesting  to  know  whether  the  speci- 
mens shown  in  Figs.  1  and  7,  which  are  stated  to  have 
been  corroded  by  the  action  of  the  soil,  have  ever  been 
exposed  to  conditions  that  might  give  rise  to  elec- 
trolysis corrosion. 

E.  P.  Rosa,  Chief  Physicist,  and 

Burton  McCollum,  Electrical  Engineer. 


Stevens  Institute  of  Technology 

HOBOKEN,  N.  J.,  Feb.  15,  1915. 
To  the  Editors:— 

I  have  read  with  interest  the  article  entitled  "Cor- 
rosion of  Metals  in  Natural  Soils,"  by  E.  H.  Scofield 
and  L.  A.  Stenger,  published  in  the  Nov.  14,  1914,  issue 
of  your  valued  journal. 

The  authors  state  that  iron  and  lead  in  street  soils 
corrode  both  in  the  form  of  "uniform  rusting  or  oxida- 
tion," and  in  the  form  of  "the  more  destructive  pitting" ; 
and  that  the  uniform  rusting  is  generally  recognized  as 
a  "simple  chemical  action,"  while  pitting  "is  usually  at- 
tributed to  electrolysis,  and  when  found  in  localities 
where  electric  railways  operate  the  damage  is  charged 
to  the  action  of  electrical  current  originating  from  the 
return  circuits  of  such  railways."  I  do  not  believe  that 
this  is  a  fair  statement,  as  it  has  long  been  understood 
that  pitting  is  caused  by  rapid  localized  corrosion  which 
may  result  from  what  has  been  called  "simple  chemical 
action,"  as  well  as  from  electrolysis  due  to  stray  rail- 
way or  other  external  currents.  It  is  nevertheless  the 
fact  that  the  very  rapid  corrosion  of  underground  pipes 
and  cable  sheaths  resulting  in  pitting  in  a  relatively 
short  time  is  in  most  cases  in  practice  caused  by  elec- 
trolysis from  stray  railway  currents  leaving  the  pipes 
or  cable  sheaths  to  flow  to  surrounding  earth. 

It  has.  repeatedly  been  pointed  out  that  the  appear- 
ance of  a  corroded  pipe  or  cable  sheath  alone  does  not 
suffice  to  determine  whether  or  not  the  corrosion  has 
been  caused  by  electrolysis  from  stray  electric  current. 
I  stated  this  in  the  discussion  of  a  paper  on  electrolysis 
before  the  New  England  Association  of  Gas  Engineers, 
Boston,  Feb.  19,  1913,  and  I  quote  the  following  from 
this  discussion  published  in  the  1913-1914  Proceedings 
of  this  Association,  pages  66  and  67: 

"I  believe  that  I  can  give  a  satisfactory  answer, 
namely,  that  you  cannot  tell  from  the  appearance  of  a 
corroded  wrought-iron  or  steel  pipe  whether  the  cor- 
rosion and  destruction  was  caused  by  electrolysis.  In 
the  case  of  cast-iron  a  graphitic  material  left  as  the 
result  of  the  corrosion  usually  but  not  always  indicates 
electrolysis.  If  corrosion  from  electrolysis  is  going  on, 
it  is  perfectly  possible,  however,  to  make  a  suitable 
electrical  test  which  will  show  conclusively  whether  or 
not  stray  electric  current  is  leaving  the  pipe  and  is 
causing  the  corrosion.  For  this  purpose  we  use  an  in- 
strument known  as  an  earth  ammeter ;  we  place  this  next 
to  the  pipe  and  connect  it  to  a  recording  instrument, 
and  obtain  a  24-hr.  record  of  the  current  flowing  from 
the  pipe  to  the  surrounding  soil.  This  record  will  not 
only  show  the  presence  of  current  but  will  also  indicate 
whether  it  has  railway  characteristics.  If  such  current 
is  found  leaving  the  pipe  it  is  certain  proof  that  it 
must  produce  a  corresponding  amount  of  electrolysis. 
A  test  of  this  kind,  together  with  the  corroded  pipe, 
affords  in  my  opinion  the  best  possible  evidence  that 


we  can  have  of  corrosion  by  electrolysis.  The  corroded 
pipe  by  itself  without  any  connecting  electrical  measure- 
ments will  not  ordinarily  serve  as  complete  evidence." 

Wherever  a  metal  in  earth  is  found  to  be  corroded 
and  electric  current  is  found  flowing  from  this  metal  to 
earth,  this  is  conclusive  evidence  that  the  corrosion  is 
in  part  due  to  electrolysis  from  this  current.  From  a 
measurement  of  this  current  an  estimate  of  the  amount 
of  corrosion  produced  by  electrolysis  due  to  this  current 
in  a  given  time  can  be  formed  by  applying  Faraday's 
law,  and  it  can  frequently  be  shown  that  the  corrosion 
found  is  practically  wholly  accounted  for  by  this  elec- 
trolysis. Where  this  current  can  be  shown  to  be  stray 
current  from  an  electric  railway,  this  is  therefore  good 
evidence  that  this  railway  current  is  partly  and  some- 
times practically  wholly  responsible  for  the  corrosion 
found. 

The  article  is  summarized  by  the  statement  "The 
authors  show  that  electrolytic  corrosion  can  and  does 
occur  without  stray  railway  currents,  and  that  two  sets 
of  conditions  may  cause  it.  Experimental  data  are 
given  to  prove  the  contentions."  The  word  "electro- 
lytic" in  the  above  quotation  appears  to  me  to  be  used 
in  a  sense  which  is  likely  to  be  misleading.  What  the 
authors  have  found  is  that  corrosion  and  pitting  of  iron 
and  lead  in  soil  may  take  place  without  the  presence  of 
stray  railway  currents,  and  that  the  appearance  of  the 
corroded  metal  is  the  same  as  the  appearance  of  metal 
corroded  by  electrolysis  from  stray  railway  currents. 
In  my  opinion  tthe  expression  "electrolytic  corrosion" 
should  at  least  in  engineering  literature  be  confined  to 
cases  where  the  corrosion  is  caused  by  electrolysis  from 
external  electric  currents  and  should  not  be  used  for 
cases  where  the  corrosion  is  due  to  chemical  action  in 
soil. 

Albert  F.  Ganz,  Professor  of  Electrical  Engineering. 


New  York,  N.  Y.,  Feb.  3,  1915. 
To  the  Editors:— 

The  article  by  Scofield  and  Stenger  on  "Corrosion  of 
Metals  in  Natural  Soils,"  in  your  issue  of  Nov.  14th. 
was  one  of  special  interest.  It  seems,  however,  par- 
ticularly unfortunate  that  both  the  article  itself  and 
your  editorial  comment  should  convey  the  impression 
that  the  main  facts  set  forth  are  essentially  new  and 
that  they  call  for  revision  of  our  ideas  regarding  the 
effects  of  stray  currents. 

Nothing  could  be  farther  from  the  truth,  for,  except 
possibly  as  to  the  methods  of  experiment,  there  is  noth- 
ing in  the  article  not  well  known  to  those  who  keep  in- 
formed upon  this  subject.  It  has  been  known  for  a 
generation,  at  least,  that  iron  pipes  have  a  limited  life 
in  soil,  depending  upon  the  character  of  the  pipes  and 
the  soil  in  which  they  are  placed,  and  that  they  corroded 
by  deep  pitting,  by  scaling,  by  general  graphitic  de- 
generation and  by  general  exfoliation,  prior  to  the 
existence  of  electric  railways.  It  has  been  known, 
since  prior  to  1884,  that  pipes  containing  free  man- 
ganese were  subject  to  rapid  destruction  by  pitting 
similar  to  that  found  where  electrolysis,  due  to  stray 
currents,  is  active  at  the  present  time. 

Pipe  owners  are  also  familiar  with  the  fact  that 
there  are  localities  where  lead  service  pipes  are  rapidly 
destroyed  by  purely  natural  soil  corrosion,  particularly 
v/hen  laid  in  a  substratum  of  clay  and  the  trench  filled 
with  the  mixture  of  soils  resulting  from  the  excava- 
tion through  the  surface  loam  into  the  clay  substratum. 

All  this  has  been  known  and  is  always  considered  by 
qualified  engineers  making  electrolysis  investigations. 

It  is  probably  true  that  when  the  dangers  of  elec- 
trolysis were  first  recognized,  there  were  some  engi- 
neers   unfamiliar   with    the   subject   of   corrosion    who 


i 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


421 


thought  that  the  very  vigorous  attacks,  which  they 
observed  in  the  presence  of  stray  current,  were  pheno- 
mena peculiar  to  stray-current  corrosion.  These 
erroneous  views  were,  however,  soon  dissipated  as  ex- 
perienced investigators  gave  attention  to  the  subject, 
and  there  exists  at  the  present  time  an  extended  litera- 
ture giving  results  of  carefully  conducted  tests,  show- 
ing the  relative  rates  of  corrosion  which  may  be  ex- 
pected in  various  soils  and  electrolytes  in  the  presence 
of  current  leaving  the  pipes  through  a  wide  range  of 
current  densities,  the  tests  with  extraneous  current 
being  carefully  checked  against  like  tests  in  the  absence 
of  extraneous  current. 

Even  as  to  the  Twin  Cities  we  find  natural  corrosion 
recognized  by  C.  H.  Stone  and  H.  C.  Forbes,  writing 
in  1894  as  follows: 

"We  have  made  careful  inspections  of  pipes  taken 
from  a  large  number  of  cities,  and  in  most  cases  we 
find  as  stated  before  that  the  specimens  have  the  appear- 
ance of  being  acted  upon  by  natural  causes,  the  rate  of 
decay  simply  being  accelerated  by  the  electric  current. 
A  few  instances,  however,  have  been  brought  to  our 
attention  where  no  natural  decay  whatever  is  apparent; 
this  example,  for  instance,  is  one  which  was  taken  from 
the  ground  in  the  vicinity  of  the  power  station  at 
Minneapolis."  (N.  E.  W.  W.  Association,  Vol.  9,  page 
26.) 

In  1899  Hambuechen  studied  the  comparative  rates 
of  corrosion  of  a  large  number  of  samples  of  iron  and 
steel,  using  electrolytic  corrosion  for  the  purpose  of 
obtaining  accelerated  tests.     He  says: 

"By  use  of  a  suitable  electrolyte  the  iron  may  be 
corroded  as  much  by  this  means  (electrolysis)  in  a  few 
hours  as  it  would  be  corroded  in  as  many  years  by  ex- 
posure to  the  weather,  the  resultant  surfaces  being 
practically  the  same  in  each  case.  By  this  method  the 
character  of  the  corrosion  in  different  qualities  of  iron 
was  studied  and  from  the  results  obtained  by  these 
tests,  it  is  noted  that  the  effects  produced  by  ordinary 
corrosion  and  by  electrolytic  corrosion  are  similar." 
{The  Electro  chemist  and  Metallurgist,  Vol.  1,  page  79.) 

Probably  the  best  exposition  of  the  electrochemical 
features  of  stray  current  electrolysis  is  found  in  a 
classical  series  of  papers  which  Haber  began  to  publish 
some  eight  years  ago.  Almost  in  the  beginning  of  his 
text,  we  find  relative  to  this  problem  the  following: 

"Similar  changes  have  already  been  observed  for 
twenty-five  years  past  occurring  upon  cast-iron  pipes 
when  electric  street  railways  were  not  yet  in  existence, 
and  one  finds  them  also  to-day  often  enough  at  places 
where  no  stray  current  can  be  demonstrated  or  even 
assumed  to  be  present  in  case  the  pipes  are  located  in 
ground  of  unfavorable  properties."  (Zeitschrift  filr 
Electrochemie,  Vol.  12,  page  50.) 

Any  one  familiar  with  the  controversial  literature 
bearing  upon  the  choice  between  iron  and  steel  as  ma- 
terial for  pipes,  knows  that  pitting  is  continually  re- 
ferred to  as  a  measure  for  the  rate  of  corrosion  in  ex- 
posures to  the  action  of  steam,  acid  waters,  etc. 

In  so  far,  therefore,  as  the  interesting  paper  of 
Messrs.  Scofield  and  Stenger  undertakes  to  prove  that 
"pitting"  is  not  necessarily  an  evidence  of  electrolysis, 
it  is  "love's  labor  lost,"  for  no  one  conversant  with  the 
subject  so  contends.  In  so  far  as  it  conveys  the  impres- 
sion that  hereafter  any  new  or  different  view  of  cor- 
rosion or  electrolysis  phenomena  must  be  taken  it  is 
distinctly  misleading,  because  both  the  fact  of  natural 
pitting,  and  its  acceleration  by  stray  current  are  well 
established  and  it  has  been  clearly  proved  that  the  cor- 
rosion due  to  the  current  may  be  expected  to  occur  at 
substantially  the  rate  indicated  by  Faraday's  law. 
Laboratory  investigations  indicate  that  only  in  excep- 


tional   instances   will   conditions   exist   modifying   this 
rate. 

While,  therefore,  it  is  true  that  absence  of  current  is 
no  proof  of  safety  to  a  pipe,  it  is  equally  true  that  the 
presence  of  current  flowing  from  the  pipe  to  surround- 
ing soil  is  a  substantially  certain  indication  that  cor- 
rosion, in  excess  of  natural  corrosion,  is  taking  place  at 
a  rate  determined  by  the  ordinary  laws  of  electrolytic 
action.  Whether  the  stray  current  which  is  found  en- 
dangering a  pipe  or  other  underground  structure  comes 
from  an  electric  railway  is  determined  by  ascertaining 
whether  the  current  flowing  from  pipe  to  soil  varies 
with  the  operation  of  the  railway,  or,  in  other  words, 
whether  the  current-time  curve  of  pipe  current  follows 
the  load  curve  of  the  railway. 

F.  N.  Waterman,  Consulting  Engineer. 


The  Jitney  Situation 

Mobile  Light  and  Railroad  Company 

Mobile,  Ala.,  Feb.  15,  1915. 
To  the  Editors : 

I  have  been  studying  the  jitney  situation  for  several 
weeks  and  have  visited  Texas  in  order  to  ride  on  the 
jitneys  and  talk  with  the  men  operating  the  cars.  I 
found  they  were  not  earning  living  wages  and  deprecia- 
tion on  the  car,  to  say  nothing  of  a  reserve  for  injuries 
and  damages.  How  long  they  can  last  is  hard  to 
say.  The  San  Francisco  Chronicle  says  there  were  1400 
jitneys  in  Los  Angeles  in  October  and  November,  1914, 
and  only  700  in  February,  1915.  Of  this  latter  number 
few  were  engaged  in  the  business  last  October  and 
November,  nearly  all  of  the  1400  having  dropped  out 
and  new  ones  to  the  extent  of  700  taking  their  places. 

Although  this  statement  may  be  true,  I  believe  we 
shall  have  jitneys  for  some  time  to  come,  and  I  think 
we  may  look  for  automobiles  seating  eight  to  sixteen 
passengers  with  exit  and  entrance  at  the  front  and  near 
the  driver.  This  is  the  class  of  jitney  I  fear  more  than 
the  other  when  it  comes  to  permanency.  We  shall  also 
have  the  small  jitney  run  by  the  son  of  the  owner  who 
will  make  eight  or  ten  trips  in  the  morning  and  ten  or 
twenty  trips  in  the  evening,  going  to  school  between 
times. 

Strict  regulation  and  the  requirement  that  the  jit- 
neys carry  liability  insurance  to  guarantee  payment  for 
injuries  and  damages  caused  by  the  negligence  of  the 
driver  will  do  more  to  put  them  out  of  business  than 
anything  else,  other  than  high  operating  expense. 

It  seems  strange  that  so  few  data  have  been  obtained 
showing  the  cost  of  operating  a  jitney.  Mr.  Phipps, 
engineer  of  the  Public  Service  Commission  of  the  State 
of  Washington  has  made  a  report  to  the  commission 
in  which  he  placed  the  average  receipts  per  car  at  $6.69 
per  ten-hour  day  and  says  that  the  lowest  priced  car  to 
operate  cost  $4.36  per  day,  including  20  per  cent  de- 
preciation. The  balance,  or  amount  of  wages  for  driver, 
is  $2.33.  He  gives  the  average  passengers  per  trip  at 
3.60.  Mr.  Phipps  makes  a  mistake  I  think,  in  figuring 
depreciation  at  only  20  per  cent  per  year,  it  would  be 
nearer  50  per  cent  on  a  new  car,  and  on  a  second-hand 
car,  which  is  the  kind  usually  in  service,  it  is  nearer  100 
per  cent.  The  manager  of  the  Kansas  City  Association 
says  it  is  50  per  cent,  and  he  tries  to  make  it  appear 
bright  for  the  car  owner,  in  order  to  get  more  in  the 
game.  Inclosed  is  a  list  of  questions  showing  desir- 
able data  if  we  are  to  obtain  a  comprehensive  view  of 
the  jitney  bus  situation. 

We  had  five  jitneys  in  Mobile.  We  have  only  two 
now,  but  the  operator  says  he  expects  to  put  on  six 
more.  Those  in  use  are  running  over  routes  2%  miles 
long,  making  three  round  trips  per  hour,  or  six  single 


422 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


trips,  running  the  round  trip  of  5  miles  in  twenty 
minutes.  Being  a  novelty,  they  are  attracting  pas- 
sengers. 

The  jitneys  run  about  fifteen  hours  per  day,  which 
makes  225  miles  per  day  and,  if  this  rate  is  maintained, 
82,125  miles  per  year.  This  is  as  much  as  an  ordinary 
pleasure  vehicle  will  run  in  nine  or  ten  years,  so  it  is 
plain  that  the  depreciation,  even  on  a  new  car  would  be 
100  per  cent  and  on  second-hand  cars  such  as  are  used, 
it  will  be  100  per  cent  in  a  few  months. 

I  believe  the  Journal  can  do  a  great  deal  of  good  in 
furthering  the  campaign  for  regulation  and  especially 
the  carrying  of  insurance,  and  also  in  the  gathering  of 
operating  costs  of  jitneys  where  they  are  in  operation, 
including  cost  per  mile  for  gasoline  (lower  grade),  tires, 
miscellaneous  repairs,  garage  expense,  fire  insurance, 
depreciation,  interest  on  the  investment,  licenses,  taxes 
and  accident  insurance. 

The  guarantee  of  tire  makers  and  of  the  automobile 
manufacturer  as  to  consumption  of  gasoline  and  life  of 
car  would  be  interesting. 

I  inclose  an  advertisement  which  we  have  inserted  in 
one  of  our  daily  papers  calling  the  attention  of  the 
public  and. the  jitney  owners  to  the  facts  about  the  busi- 
ness. 

The  rapidity  with  which  a  passenger  is  taken  to  his 
destination  and  the  frequency  of  headway  are  the  chief 
attractions  of  the  jitneys.  I  have  always  believed  in 
the  single  truck  cars  and  in  putting  on  more  cars  when 
the  traffic  required  it  thereby  reducing  the  headway,  and 
I  sometimes  think  we  may  have  to  come  to  small  one- 
man  cars  in  order  to  give  rapid  and  frequent  service. 

J.  H.  Wilson,  President. 

[Note. — The  following  are  the  inclosures  referred 
to  in  Mr.  Wilson's  letter. — Eds.]  js 

ADVERTISEMENT    OF    COMPANY 
Tear  Up  the  Street  Car  Tracks 

The  Mobile  Register  says  the  tearing  up  of  the  street  railroad 
traclis  in  Des  Moines  is  urged.  Suppose  that  was  really  done  here 
in  Mobile,  who  would  be  aftected? 

First,  the  fifty-one  stockholders,  mostly  Mobilians.  Second, 
bondholders  in  Mobile  would  lose  $2,000,000.  Among  the  bond- 
holders are  widows,  orphans,  estates,  charitable  institutions,  bene- 
fit associations,  persons  of  small  means  whose  savings  are  so 
invested,  small  merchants,  school  teachers,  professional  men,  capi- 
talists and  banks. 

Third,  several  hundred  employes  who  receive  good  wages,  who 
would  give  way  to  boys  at  10  to  15  cents  per  hour. 

Fourth,  all  persons  now  paying  5  and  10  cent  fares. 

Fifth,  all  school  children  and  persons  using  transfers.  School 
tickets  and  transfers  would  not  be  practical  where  there  were  so 
many  jitney  owners. 

Sixth,  the  state,  county  and  city  would  lose  heavily  in  revenue. 

Seventh,  property  owners  who  would  hereafter  have  to  pave  the 
entire  street. 

Eighth,  .persons  injured  could  collect  no  damage  claims,  jitney 
ownei's  not  being  financially  responsible. 

Why  would  the  citizens  suffer?  Because  the  street  cars  now 
charge  only  5  cents  anywhere  in  the  city  and  to  Crichton,  Toulmin- 
ville  and  Prichard  and  only  10  cents  to  Spring  Hill  and  M^histler, 
but  with  the  doing  away  of  street  cars  the  jitneys  would  make  no 
rate  lower  than  10  cents  and  15  or  20  cents  to  Crichton,  Toulmin- 
ville  or  Prichard  and  40  cents  or  more  to  Spring  Hill  or  Whistler. 
Some  streets,  like  Michigan  Ave.,  Cedar,  Franklin,  etc.,  would  have 
no  service. 

What  would  the  sixty  jitneys  necessary  to  supply  the  profitable 
service  pay  the  city,  state  and  county?  Why,  just  $1,500  as 
against  $50,000  now  paid  by  the  street  car  company.  Yes,  by  all 
means  tear  up  the  tracks. 

QUESTIONS  ON  JITNEY  BUS  TRAFFIC 

The  following  questions  are  intended  to  cover  five-passenger  and 
seven-passenger  cars  and  the  different  sizes  of  buses  used. 

Name  of  company?  Name  of  city?  State?  Population  of  city? 
Jitney  cars  began  to  operate?  Number  owned  and  operated  by 
owner?  Number  operated  by  firms  or  companies?  Number  in 
Jitney  association?  Length  of  one-way  trip?  Time  of  one-way 
trip?  Hours  operated  per  day?  Fare?  Revenue  per  car  hour? 
Revenue  per  car  mile?  Operating  cost  per  mile?  Gasoline?  Oil? 
Tires?  Repairs  and  supplies?  Garage  expense?  Chauffeur's 
wages?  Superintendency ?  Taxes  and  licenses?  Depreciation? 
Fire  insurance?     Liability  insurance?     Total? 

When  owner  runs  car  (no  charge  for  chauffeur  or  superintend- 
ent) net  earnings  for  owner?  State  and  county  licenses  per  car? 
City  license  per  car?  Chauffeur's  license?  Percentage  of  gross 
receipts  paid?  Intangible  or  franchise  tax?  Paving  tax?  Ad- 
valorem  tax  per  car?  Excess  number  carried  above  seating  ca- 
pacity? Are  passengers  carried  on  running  board?  Are  tickets 
sold?  If  so,  give  price.  Are  school  tickets  sold?  If  so.  give 
price.  Are  children's  tickets  sold?  If  so,  give  price.  Are  trans- 
fers issued?    Are  policemen  and  firemen  carried  free?     Are  Sisters 


of  Charity  carried  free?  Are  waiting  rooms  provided?  Are  white 
and  black  passengers  separated?  Are  separate  cars  run  for  the 
whites  and  blacks? 

Do  jitneys  run  in  bad  weather?  Is  interior  of  jitney  lighted? 
Are  jitneys  classed  as  common  carriers?  Is  a  franchise  required? 
Are  jitneys  regulated  by  city  ordinance  If  so,  please  send  copy 
of  ordinJince.  Do  jitneys  follow  specified  routes?  Are  routes 
specified  by  ordinance?  Do  jitneys  operate  only  in  paved  streets? 
What  rate  of  wages  per  hour  is  paid  to  chauffeur? 

The  following  questions  are  of  a  general  nature. 

If  an  association  directs  the  operation  of  jitneys,  what  are  Its 
functions?  Does  the  association  provide  terminals,  schedules, 
starters  and  other  facilities?  What  are  the  charges  of  the  asso- 
ciation? 

Are  jitneys  permitted  to  parallel  street  railway  lines  of  same 
streets?  Are  jitneys  confined  by  ordinance  or  other  regulations  to 
streets  other  than  those  occupied  by  street  railway  lines?  Do 
ordinances  require  all  other  vehicles,  including  automobiles,  to  stop 
when  approaching  street  cars  taking  on  or  discharging  passengers? 
Are  jitneys  required  to  draw  up  to  curb  to  take  on  or  discharge 
passengers? 

Are  jitney  owners  required  by  statute  or  ordinance  to  carry 
liability  insurance  against  the  public?  If  so,  what  are  the  maxi- 
mum amount  covered  by  policy  for  any  one  person,  the  maximum 
for  any  one  accident,  and  the  date?  What  other  Important  points 
iire  covered  by  policy?  Do  you  know  if  application  for  such  insur- 
ance has  been  made  by  an  individual  or  by  a  company  and  same 
refused?     What  are  the  reasons  for  such  refusal? 

Have  any  serious  accidents  been  caused  by  jitney  buses?  What 
were  the  causes  of  some  of  these  accidents  which  indicate  to  you 
excessive  public  liability  due  to  improper  operating  methods,  or 
by  condition  of  streets  and  street  traffic?  Have  persons  injured 
in  sucli  accidents  been  compensated  therefor  without  suit?  Will 
you  give  specific  instances?  In  case  of  verdict  have  any  been 
able  to  collect  the  award?  Please  give  specific  instances.  What 
is  the  general  attitude  of  persons  injured  by  jitneys  toward  the 
owners  thereof? 

Do  jitneys  make  public  subscriptions?  Do  jitneys  operate  to 
city  parks,  and  to  the  ball  park?  Have  you  curtailed  street  car 
service?  Have  you  decreased  number  of  conductors  and  motormen, 
wages  of  conductors  and  motormen,  number  of  men  in  shops, 
wages  in  shops,  office  force,  wages  of  office  force,  number  of  heads 
of  departments,  salaries  of  heads  of  departments  and  salaries  of 
general  officers? 

Have  you  attempted  to  meet  competition  by  increased  car  serv- 
ice? Do  you  operate  single  or  double-truck  cars  on  lines  that  have 
competition  with  jitneys?  How  many  seats  per  100  passengers  on 
your  cars  per  entire  day  and  how  many  seats  per  100  passengers 
during  rush  hours?  Have  you  considered  the  operation  of  smaller 
cars  on  more  frequent  headway? 

Are  you  considering  the  operation  of  any  one-man  operated  cars? 
What  is  the  average  fare  per  revenue  passenger,  per  revenue  and 
transferred  passengers,  and  per  revenue  transferred  and  free 
passenger?  Could  you  abandon  the  giving  of  transfers?  If 
buses  parallel  any  of  your  lines  do  they  confine  their  activi- 
ties to  your  short-haul  traffic?  How  many  lines  do  you 
operate?  How  many  lines  are  operated  that  do  not  pay  cost  of 
operation,  taxes  and  fixed  charges? 

By  what  per  cent  of  gross  income  have  jitneys  cut  into  your 
receipts?  What  per  cent  of  short-haul  passengers  do  you  estimate 
are  now  carried  by  jitneys?  Do  you  contemplate  abandoning  any 
iines?  Do  you  contemplate  going  ahead  with  improvements  and 
extensions,  while  the  jitney  business  is  affecting  you?  It  you  have 
abftndoned  improvements  or  extensions,  state  estimated  cost  of 
abandoned  work?  Have  the  operation  of  jitneys  affected  the  value 
of  your  stock  and  bonds? 

Do  you  think  the  operation  of  jitneys  will  be  permanent?  If  so, 
what  kind  of  five  and  seven-passenger  cars,  or  busses?  If  your 
employes  are  organized,  has  their  organization  undertaken  to 
combat  the  jitneys?  If  so,  how?  Please  give  your  views  on  the 
general  subject. 


Report  on  Manila  Electric  Lines 

Results  of  operation  of  the  Manila  Electric  Railway, 
including  suburban  lines,  for  the  first  ten  months  of 
1914  show  a  decrease  in  net  earnings  of  approximately 
23.4  per  cent,  as  compared  with  the  same  months  in  the 
previous  year.  The  actual  decrease  in  receipts  was 
$48,882,  or  approximately  7  per  cent;  the  increase  in 
actual  cash  expenditures  for  operation  amounted  to 
$36,607,  or  approximately  11  per  cent;  the  outlay  for 
maintenance  of  track  and  roadway,  overhead  trolley  sys- 
tem, etc.,  increased  for  the  period  $4,239,  or  approxi- 
mately 10  per  cent;  the  maintenance  of  cars,  shop  ma- 
chinery and  tools  increased  $9,185.91,  or  approximately 
21.3  per  cent;  the  net  earnings  from  operation  de- 
creased $85,490,  or  approximately  23.4  per  cent.  Dur- 
ing the  period  mentioned  the  company  spent  $39,571.90 
in  improvements  over  and  above  those  mentioned. 

The  number  of  passengers  carried  during  the  first 
eleven  months  of  1914  was  24,867,641,  and  for  the  same 
period  in  1913  it  was  25,680,546,  a  decrease  for  1914 
of  812,905.  During  1914  the  company  erected  four 
public  waiting  stations  along  its  line  costing  about 
$1,000,  and  added  to  its  equipment  six  modern,  center- 
entrance,  steel  cars  of  latest  design  and  construction, 
costing  $33,000,  and  rebuilt  twenty  of  its  old  cars  at  a 
cost  of  $20,000. 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


423 


Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

{Contributions  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rates.) 


Chemical  Department  of  the  Illinois 
Traction  System 

BY    N.    R.    BEAGLE,    CHIEF    CHEMIST    ILLINOIS    TRACTION 
SYSTEM 

The  idea  of  establishing  a  chemical  laboratory  for 
the  Illinois  Traction  System  took  definite  form  during 
the  latter  part  of  1912,  when  a  chemist  was  engaged, 
whose  first  duty  was  to  design  and  equip  a  laboratory 
where  all  kinds  of  chemical  testing  might  be  con- 
ducted. This  laboratory  was  to  be  available  at  all 
times  for  testing  purposes,  to  the  Illinois  Traction 
System,  the  Chicago,  Ottawa  &  Peoria  Railway  and  all 
properties  of  the  Western  Railways  &  Light  Company, 
which  are  different  branches  of  properties  constituting 

»the  McKinley  System. 
The  entire  McKinley  System  comprises  about  600 
miles  of  interurban  railway  in  Illinois,  with  shops  and 
power  houses,  also  some  twenty-five  local  utility  prop- 
erties in  cities  varying  in  size  from  25,000  to  250,000 
inhabitants,  situated  in  Illinois,  Iowa,  Missouri  and 
Kansas.  Some  of  them  furnish  street  railway,  gas, 
electric  lighting  and  steam  heating  service  to  the  cities 
in  which  they  are  located,  while  others  supply  only  one 
or  more  of  these  branches  of  service  mentioned.  Also 
from  some  of  these  properties,  transmission  lines  fur- 
nish power  and  lighting  service  to  scores  of  the 
smaller  towns  and  villages  in  the  surrounding  terri- 
tories. 

At  the  outset,  the  work  to  be  undertaken  was  mainly 
to  include  those  problems  of  the  power  houses  in 
which  chemistry  plays  a  part,  that  is  to  say,  the  selec- 
tion of  fuels  and  the  provision  for  efficient  combus- 
tion through  flue  gas  analyses.  The  problems  with 
which  this  department  is  continually  confronted,  how- 
ever, cover  a  much  wider  field,  involving  not  only 
chemical  but  physical  problems  as  well.  With  this  in 
mind,  the  chemical  department  was  made  a  branch  of 
the  operating  engineering  department  under  the  super- 
vision of  R.  F.  Carley,  chief  operating  engineer.  The 
headquarters  were  located  in  Peoria  in  temporary 
offices,  a  permanent  location  having  been  designed  for 
it  in  the  new  terminal  building  which  is  now  under 
construction  in  Peoria. 

Fuel  Testing 

There  are  about  twenty-five  city  power  plants  in 
operation  upon  the  system,  also  four  large  interurban 
power  plants.  These  require  an  enormous  tonnage  of 
coal  each  year,  and  the  laboratory  work  here  has  been 
to  obtain  all  possible  information  concerning  the 
fields  and  mines  from  which  coal  can  be  secured  for 
these  stations.  The  kinds  of  coals  used  are  principally 
the  lower  grades,  or  screenings.  At  present  some  of 
this  coal  is  being  purchased  on  contract,  namely,  it  is 
bought  for  the  heat  units  contained  and  not  because 
of  the  trade  name  it  bears  or  the  locality  from  which 
it  comes.  The  quality  of  these  screenings  from  a  given 
locality  very  often  is  far  inferior  to  what  might  be 
expected,  especially  when  the  mine  run  coal  coming 
from  this  same  district  has  the  reputation  of  being 
high  grade.  The  ultimate  aim  of  this  work  is  toward 
the  discovery  of  that  quality  of  coal  which  gives  the 
best  results  when  burned  under  the  conditions  exist- 


ing at  the  various  power  plants.  This  fuel  will  then 
be  purchased  under  contract  for  the  heat  units  con- 
tained, or  in  other  words,  quantity  buying  of  a  definite 
product  from  a  limited  territory  will  be  attempted, 
rather  than  the  scattered  buying  of  coal,  the  heat-pro- 
ducing value  of  which  is  unknown. 

Feed  Water  Testing 

Each  of  the  generating  stations  require  millions  of 
gallons  of  boiler-feed  water.  At  many  of  the  plants 
this  water  contains  a  certain  percentage  of  minerals 
in  solution  which  are  deposited  in  the  form  of  scale  in 
the  boiler  tubes  and  drums.  It  is  estimated  that  a 
layer  of  scale  1/16  in.  in  thickness  will  cause  a  loss  of 
at  least  10  per  cent  in  the  amount  of  water  evaporated 
by  a  given  amount  of  coal  in  the  furnace.  There  are 
innumerable  boiler  compounds  on  the  market  which 
are  fed  into  the  boilers  along  with  the  feed  water  to 
prevent  the  formation  of  scale.  These  compounds 
necessarily  must  be  varied  with  each  station  and  from 
day  to  day,  hence  it  will  be  the  duty  of  the  chemical 
department  to  furnish  the  proper  water  softener.  On 
the  other  hand,  expensive  boiler  installations  were 
designed  not  as  water  softeners,  but  as  water  evapo- 
rators, and  to  that  end  the  problem  leans  toward  the 
classification  of  all  feed-water  supplies.  Later  water 
softening  systems  will  be  installed  to  remove  these 
scale-forming  minerals.  At  present  two  water  soften- 
ing plants  are  in  operation,  with  excellent  results.  If 
for  any  reason  the  installation  of  a  water  softening 
plant  is  not  practicable,  the  chemist  selects  or  supplies 
a  compound  which  is  most  effective  toward  alleviating 
the  scale  trouble  in  the  boilers. 

Lubrication,  Etc. 

Lubrication  problems  form  the  principal  study  for 
the  street  railways  and  600  miles  of  electric  inter- 
urban lines.  The  chemist  determines  the  proper  lubri- 
cants for  the  best  results  and  defines  their  correct  use. 
The  question  of  bearing  metals  and  their  proper  use 
is  also  being  studied.  An  analysis  of  paints  to  deter- 
mine those  which  give  the  best  service  on  street  inter- 
urban and  freight  cars,  and  on  the  interurban  bridges  is 
fl'so  handled  by  this  department.  In  this  latter  work 
the  desirability  of  having  standard  paints  for  use 
throughout  the  whole  system  is  being  considered. 

There  are  also  about  a  dozen  gas  plants  in  opera- 
tion on  the  Illinois  Traction  System,  the  problems  of 
which  include  the  testing  of  gas  coals  and  the  illu- 
minating gas  for  purity,  heating  value  and  candle- 
power.  Methods  also  are  devised  by  which  the  lar- 
gest possible  amounts  of  the  by-products  are  recov- 
ered. When  these  by-products  are  sold,  tests  are  made 
to  ascertain  their  percentage  purity. 

The  foregoing  are  only  a  few  of  the  problems  which 
have  come  before  the  chemical  department.  Besides 
these,  there  are  innumerable  ways  in  which  the  de- 
partment has  been  useful,  not  always  in  a  strict  chem- 
ical sense.  Until  recently  the  laboratory  has  been  in 
charge  of  one  man.  Now  an  assistant  has  been  added, 
which  allows  the  chemist  more  time  to  devote  to  the 
investigation  of  special  problems  and  to  study  condi- 
tions at  the  local  properties  where  changes  might 
mean  added  efficiency  and  saving. 


424 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


Baffle  Plate  for  Motor  Axle  Bearing  Caps 
of  GE-73  Motors 

BY  RALPH    FOX,   GENERAL   FOREMAN    OHIO   ELECTRIC   RAIL- 
WAY,  COLUMBUS,    OHIO 

The  mechanical  department  of  the  Ohio  Electric  Rail- 
way has  made  several  attempts  to  devise  an  appliance 
that  would  serve  as  a  baffle  plate  for  the  motor  axle 
bearing    caps    of    the    GE-73    motors.      Until    recently 


SKETCH    SHOWING    SHAPE    AND    DIMENSIONS    OF    BAFFLE 
PLATE  FOR   MOTOR  AXLE   BEARING  CAPS 

nothing  had  been  found  that  proved  satisfactory.  A 
short  time  ago,  however,  we  hit  upon  a  scheme  which 
can  be  quickly  and  easily  applied.  An  iron  plate  3/16 
in.  thick  and  8^^  in.  square  with  an  indenture  in  one 
side,  as  shown  in  the  accompanying  sketch,  is  the  only 
thing  required  aside  from  an  electric  welding  outfit. 
The  operation  is  very  simple.  With  the  welding  outfit, 
cut  two  slots  in  the  casting,  one  on  each  side  of  the 
opening  to  the  oil  chamber,  as  shown  in  the  upper 
right-hand  corner  of  the  accompanying  halftone.  When 
this  is  done,  slip  the  plate  into  these  slots,  as  shown  in 


BEARING  CAPS  WITH  AND  WITHOUT  BAFFLE  PLATE 

the  upper  left-hand  view.  Again  using  the  welding  out- 
fit, heat  the  top  of  the  plate  which  projects  above  the 
ca.sting  and  at  the  same  time  heat  the  casting  until  the 
plate  and  casting  are  welded  together  and  the  original 
shape  of  the  bearing  cap  is  obtained.  The  lower  views 
in  the  halftone  show  the  completed  job. 

When  completed,  this  bearing  cap  is  in  every  way 
equivalent,  from  the  point  of  service,  to  the  modern 
caps  in  which  the  baffle  plates  are  integral  with  the  re- 
mainder of  the  casting.  The  cost  is  very  small.  The 
plates  can  be  secured  from  any  boiler  shop,  cut  to  proper 


size  and  shape,  for  a  few  cents  each.  One  man  with  a 
helper  will  complete  about  two  bearing  caps  per  hour. 

This  baffle  plate  serves  the  same  purpose  as  the 
"filler"  described  on  page  66  in  the  article  on  "Oil- 
Saving  Filler  for  Motor  Axle  Cap"  published  in  the 
Jan.  2,  1915,  issue  of  the  Electric  Railway  Journal. 
Our  plan  was  worked  out  and  many  applications  had 
been  made  before  the  article  mentioned  appeared. 

One  of  the  most  important  results  secured  by  this 
arrangement  is  that  the  jolting  that  the  motor  gets 
tends  to  bring  the  packing  waste  up  against  the  axle  in- 
stead of  forcing  it  away  from  the  axle,  as  is  the  case 
when  no  baffle  plate  is  used  with  this  style  of  bearing. 
Another  important  point  in  the  construction  shown  is 
that  there  is  left  over  the  oil  pocket  an  opening  about 
1  in.  wide  and  the  full  length  of  the  oil  box  through 
which  an  oil  gage  may  be  inserted.  This  opening  also 
permits  the  oil  cellar  to  be  cleared  without  removing  the 
baffle  plate.  We  have  tried  gage  pipes  but  find  them 
unsatisfactory. 

We  have  also  found  the  present  device  an  oil  saver 
and  good  insurance  against  hot  bearings.  The  GE-73 
motor  axle  cap  is  much  like  that  of  the  GE-66  motor. 


Tail-Light  or  Classification  Light  Box 

BY  J.  N.  GRAHAM,  MASTER  MECHANIC  ROCKFORD  &  INTER- 
URBAN  RAILWAY,  ROCKFORD,  ILL. 

Many  of  the  older  interurban  cars  have  sign  panels 
that  are  too  narrow  to  allow  for  electric  markers  and 
tail-lights.  The  Rockford  &  Interurban  Railway  has 
overcome  this  difficulty  by  using  a  small  tin  box  of 
the  design  illustrated.  The  box  is  cut  from  a  single 
piece  of  tin-  or  galvanized  iron.  If  cut  according  to 
the  sketch  no  trouble  will  be  experienced  in  making 
one.  All  of  the  lines  marked  A  are  bent  at  right  angles, 
and  this  can  be  done  in  any  machinist's  vise.  The 
small  round  hole  is  for  the  lamp  socket,  one  of  Federal 
type  being  the  best.  The  large  round  hole  is  for  the 
lens.  We  use  an  ordinary  lens  holder  which  is  soldered 
to  the  outside  of  the  box.  White  lenses  are  used,  but 
we  carry  on  the  car  pieces  of  red  and  green  glass  which, 
when  needed,  are  dropped  through  the  opening  C  into 


A 

"■ 

A 

O    ' 

\ 

c 

/ 

A 

A 

B 

f 
<- 

\ 

-4i-j 

1 

1 
»■' 

A   <o 

1 

A 

> 

t 
-> 

^^_-^L 

1 

V 

> 

' 

/ 

A 

A 

K 

<--- 

e-.-A-. 

f 

SKETCH  SHOWING  CUTTING  PATTERN  FOR  TAIL-LIGHT  BOX 

the  slides  B  back  of  the  white  lens.  In  this  way  the 
boxes  can  be  used  on  double-end  cars  for  either  tail- 
lights  or  classification  lights.  The  rectangular  hole  3  in. 
x  4Vi>  in.  is  for  the  door  whereby  access  is  obtained 
to  the  lamp  when  it  needs  change.  Two  U-shaped  slides 
are  provided  to  hold  the  door.  The  door  is  made  of  a 
piece  of  tin  with  a  loop  by  which  it  can  be  handled. 
Each  box  is  provided  with  two  tin  lugs,  one  at  the  top 
and  one  at  the  bottom,  by  which  it  is  fastened  to  the 
inside  of  the  corner  posts  of  the  cab  close  to  the 
inside  of  the  window. 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


425 


Removable  Ashpit  for  Blacksmith 
Forges 

BY  J.  R.  JENKINS,  GENERAL  SHOP  FOREMAN  THIRD  AVENUE 
RAILWAY  SYSTEM,  NEW  YORK 

Various  appliances  such  as  blowers  and  fans  have  been 
installed  in  shops  for  the  comfort  of  the  employees,  but 
with  all  these  improvements  one  who  enters  many  black- 
smith shops  cannot  fail  to  notice  that  the  room  is  filled 
with  dust  while  the  faces  of  the  workmen  are  covered 
with  grime.  This  condition  is  due  principally  to  the  fact 
that,  while  cleaning  their  fires  to  apply  fresh  coal,  the 
attendants  are  invariably  more  occupied  in  turning  out 
work  than  in  paying  much  attention  to  the  disposition 
of  the  refuse  ashes.  In  so  doing  they  are  very  likely  to 
push  the  ashes  off  the  forge  onto  the  floor,  thereby  caus- 
ing the  dust  to  rise  and  settle  on  their  hands  and  faces 
as  well  as  on  all  parts  of  the  tools  and  shop.  Naturally, 
some  ashes  find  their  way  to  the  lungs  of  the  men. 

Always  alert  for  the  health  of  its  employees,  the  Third 
Avenue  Railway  System  has  tried  to  correct  this  evil  by 


Sliding  Door 


REMOVABLE   ASH    PIT  FOR  BLACKSMITH   FORGE 

devising  a  forge  attachment  which  consists  of  a  box  as 
long  as  the  forge  and  arranged  to  fit  immediately  under 
the  same.  This  box  is  made  of  sheet  iron  and  is  set  on 
wheels  to  permit  its  removal  and  also  its  use  under  one 
forge  while  another  is  being  cleaned.  To  the  outer  edge 
of  this  box  is  attached  a  galvanized  iron  hood.  This 
hood  tends  to  revert  to  the  draft  pipe  above,  all  dust 
which  rises  as  the  fire  is  cleaned,  while  the  ashes  are 
pushed  over  to  the  chute  and  down  into  the  box.  A  door, 
arranged  to  slide  up  and  down,  is  attached  on  the  outer 
side  of  the  box  for  the  purpose  of  removing  the  ashes 
when  the  box  is  filled. 

This  removable  ashpit  in  no  way  interferes  with  the 
heating  of  long  pieces  of  iron  as  it  can  be  easily  re- 
moved and  replaced. 


Restoring   Loaded   Freight   Cars   to   Side 
Bearings  in  Rounding  Short  Curves 

BY   F.   L.    HINMAN,    MASTER   MECHANIC    NEW   YORK   STATE 
RAILWAYS — SYRACUSE  AND  ONEIDA  LINES 

Occasions  arise  when  it  is  found  necessary  to  move 
steam  railroad  freight  cars  over  electric  railway  tracks 
which  were  not  originally  intended  to  handle  cars  of 
this  class.  In  such  cases  a  great  deal  of  trouble  is  often 
met  in  rounding  the  short  radius  curves  used  in  street 
railway  work,  due  to  the  turning  of  the  freight  car 
trucks  to  such  an  extent  that  the  body  bolster  bearing 
is  allowed  to  drop  off  from  the  truck  side  bearings. 

A  simple  device  for  lifting  the  body  back  on  to  the 
side  bearings,  and  one  not  known  to  many  electric  rail- 
way men,  is  by  means  of  two  hardwood  props  measur- 


ONE   OF  TWO  PROPS  USED  TO  RESTORE   A   FREIGHT  CAR  TO 
THE  TRUCK  SIDE  BEARINGS 

ing  about  4  in.  x  6  in.,  and  approximately  3  ft.  6  in. 
long,  with  the  ends  slightly  rounded.  The  method  of 
application  is  as  follows : 

When  the  truck  starts  to  straighten  about  as  it  is 
leaving  the  curve,  stop  the  car  and  place  one  prop  on 
each  side  of  the  car  with  the  top  end  as  near  to  the 
bolster  as  possible  and  with  the  other  end  resting  on  a 
block,  or  on  the  ground  if  the  latter  is  hard  enough  to 
support  the  weight  of  that  end  of  the  car. 

The  props  should  receive  a  slight  inclination  so  that 
as  the  car  is  started  forward  they  pivot  at  the  lower 
end,  thereby  raising  the  car  body  sufficiently  to  allow 
the  truck  side  bearings  to  swing  back  to  their  normal 
position  without  catching  on  the  body  bolster  bearings. 

A  little  practice  with  this  device  will  render  the  oper- 
ator very  adept  at  restoring  cars  to  the  side  bearings, 
thus  saving  a  great  deal  of  trouble  in  getting  cars 
around  short  radius  curves. 


The  Karachi  (India)  Tramway  has  received  a  fran- 
chise to  extend  its  tramway  lines.  American  firms  de- 
siring to  secure  details  of  the  new  work  should  write  to 
the  manager  Karachi  Electric  Tramway,  Karachi,  Sind, 
Northwest  India. 


On  Jan.  28  the  tramway  officials  of  Hull,  England, 
received  notice  from  the  military  authorities  that  the 
whole  town  must  be  in  complete  darkness  all  night. 
At  first  the  tramway  management  was  uncertain  wheth- 
er to  conduct  a  service  or  not  but  finally  decided  to  do 
so  although  it  meant  no  car  lights  and  no  street  lights 
and  the  house  lights  reduced  to  a  minimum.  Our  Eng- 
lish contemporary,  which  described  this  instance,  says 
that  fortunately  the  moon  was  shining  so  that  the  dark- 
ness was  not  absolute.  The  experience  must  have  been 
trying  although  no  accident  occurred.  On  the  following 
night  the  military  authorities  gave  word  that  lighting 
could  be  resumed. 


426 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


Two  Ways  of  Laying  Out  a  Compound 
Curve 

BY    S.    STRIEZHEFF,     WAY    AND    STRUCTURE    DEPARTMENT 
BROOKLYN  RAPID  TRANSIT  SYSTEM 

In  the  routine  of  his  daily  task  a  man  gets  accus- 
tomed to  doing  his  work  in  a  way  more  or  less  efficient 
and  according  to  methods  sanctioned  by  general  usage. 
But  occasionally  he  finds  that  others  go  about  it  in  a 
way  which  is  unusual  enough  to  disturb  him  somewhat 
rudely. 

The  writer  recently  had  occasion  to  lay  out  a  com- 
pound curve  for  a  single-track  branch-off  and  in  figur- 


«xEi-rcM      M»a 


LONG  AND  SHORT  WAYS  OF  LAYING  OUT  A  COMPOUND 
CURVE 

ing  the  tangents  made  use  of  the  method  shown  in  the 
accompanying  Sketch  2 — the  so-called  right-triangle 
method  commonly  used  in  this  kind  of  work,  which  af- 
fords an  easy  self-check.  He  then  asked  a  co-worker, 
who  usually  does  different  engineering  work,  to  check 
his  figures.  This  he  did  by  the  method  shown  in  Sketch 
1.  This  method,  as  may  be  seen  from  the  sketch,  was 
rather  clumsy  and  involved  a  formula  for  two  sides  and 
included  angle,  and  another  for  one  side  and  angles  at 
its  ends.  While  the  result  obtained  was  the  same,  this 
instance  shows  the  divergent  means  that  may  be  used 
in  track  work  calculations. 

The  trigonometrical  problem  before  us  is  this: 
Given   two  lines  making   a  known   angle  with   each 
other,  to  draw  tangent  to  them  a  compound  curve  made 
up  of  arcs  of  circles  of  known  radii  and  arc  lengths. 


In  Sketch  1  it  is  seen  that  the  problem  resolves  itself 
into  determining  C  and  Z,  the  distances  from  the  inter- 
section of  the  tangents  to  the  points  of  tangency. 

The  radii  of  the  curves  and  the  easement  angles  are 
chosen  from  experience.  In  this  case  100  ft.  was  con- 
sidered the  proper  value  of  the  radius  for  one  end  of 
the  curve  on  account  of  a  piece  of  special  work  to  be 
installed  there.  Similarly  75  ft.  was  chosen  for  the 
other  end,  50  ft.  for  the  intermediate  curve  and  10  deg. 
for  each  of  the  easement  angles. 

When  C  and  Z  are  known  they  can  be  laid  off  from 
the  intersection  /,  perpendiculars  can  be  laid  off 
from  b  and  h,  the  intersecting  point  d  can  be  determined 
by  laying  off  ac  and  ge,  giving  the  centers  for  the  three 
arcs. 

Method  No.  1 

In  the  construction  shown  in  Sketch  1 

C  =  A  +  5 
A  can  be  found  from  the  right  triangle  abc,  i.  e., 

A  =  75  ft.  tan  10°.    ■ 
B  is  one  side  of  triangle  ecf  of  which  angle  cfe  is 
known,  89°  32'  in  this  case,  and  side  ce  is  easily  found 
from  triangle  dee,  thus: 

dc  =  ac  —  ad 
but  ac  =  75  f  t.-f-  cos  10°, 

and  ad  =  75  ft.  —  50  ft.  =  25  ft. 

Similarly 

de  =^  ge  —  gd 
but  ge  =  100  ft.  ~  cos  10°, 

and  gd  =  100  ft.  —  50  ft.  =  50  ft. 

The  angle  cde  is  70°  28',  and  the  remaining  side  of  the 
triangle  is 

ce  =  V  cd'  +  de'  —  2cd   de~cos  70°  28' 

The  other  angles  are: 

de 

angle  dee  =  —  •  sin  70°  28' 

ce 

angle  dec  =  180  —  70°  28'  — dee  (just  found) 
Having  solved  triangle  cde,  triangle  cfe  follows  as  a 
matter  of  course. 

side  ce  is  known 

angle  ecf  =  180  —  80  —  dee  (just  found) 

angle  ce/ =  180  —  80  — dec   (just  found) 

angle  cfe  =  89°  32'. 

One  side  and  three  angles  are  known.    Then 

,       J,  sin  cef 

cf  =  B  =  ce „-  - 

sin  89*  32' 

Then  C  =  A  +  B. 

Z  can  be  found  in  a  similar  manner. 

Q.  E.  D. 

Method  No.  2 

Referring  to  sketch  No.  2,  the  distance  D  can  be  ob- 
tained from  three  right  triangles,  abc,  cef  and  cgh,  and 
the  parallelogram  cgif  indicated  by  heavy  lines,  as  fol- 
lows: 

Draw  be  parallel  to  di.     The  right  triangle  abc  is 
known  because,  as  explained  in  method  No.  1, 
ac  =  75  ft.  —  50  ft.  =  25  ft. 

As  angle  6ac  =  10°,  be  =  de  =  A  =  25  ft.  sin  10°  and 
ab  =  25  ft.  cos  10°. 

Draw  cf  parallel  to  hi.  But  angle  ecf  =  90°  —  89° 
32'  =  28',  and  ce  =  bd  =  75  ft.  —  ab   (just  found) . 

Hence 

ef  ==  B  =  ce-  tan  28'. 

To  find  fi  =  C  =  eg,  we  find  eg  from  the  right  tri- 
angle gch.  Thus  ch  =  100  ft.  —  (50  ft.  cos  10°),  and 
eg  =  ch~  cos  28'. 

We  thus  have  A,  B  and  C,  the  sum  of  which  is  D. 
Similarly  Z  can  be  found  as  the  sum  of  Y,  X  and  S. 

Q.  E.  D. 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


427 


Corrections  of  Volt-Meter  Measurements 
of  Direct  Current 

G.  H.  McKelway,  distribution  engineer  Brooklyn 
Rapid  Transit  System,  advises  that  a  number  of  errors 
crept  into  the  calculations  in  his  article  entitled  "Volt- 
meter Measurements  of  Direct  Current,"  as  published 
on  page  341  of  the  Electric  Railway  Journal  for  Feb. 
13.  The  figures  which  require  correction  are  as  fol- 
lows :  2  ft.  of  5,000,000  circular  mil  wire  should  be  238 
instead  of  268  amp  per  millivolt;  4  ft.  of  5,000,000 
circular  mil  wire  should  be  119  instead  of  134  amp  per 
millivolt;  2  ft.  of  2,500,000  circular  mil  wire  should  be 
119  instead  of  134  amp  per  millivolt,  and  4  ft.  of  2,500,- 
000  circular  mils  copper  wire  should  be  59.5  instead 
of  67  amp  per  millivolt. 

In  the  table  referring  to  length  of  wire  the  length 
under  constant  "10"  relative  to  5,000,000  circular  mil 
wire  should  be  47  ft.  7%  in.  instead  of  47  ft.  7  in. ;  the 
length  of  2,000,000  circular  mil  wire  for  the  same  con- 
stant should  be  19  ft.  OVz  in.  instead  of  19  ft.  9y2  in. 
The  length  of  1,000,000  circular  mil  wire  under  constant 
"1"  should  be  95  ft.  21/2  in.  instead  of  95  ft.  3  in. 


Installation  of  side  guards  on  102  single  truck 

open  cars 2,674.46 

SHOP  EQUIPMENT 

One  27-in.  engine  lathe  for  Market  St.  car- 
house    986.72 

One  Bay  State  compressed  air  vacuum  cleaner 

and  equipment   1,200.00 


26.20 

986.72 
1,200.00 


Equipment  Cost  Data 

The  following  data  are  from  the  expenditures  of  the 
Worcester  (Mass.)  Consolidated  Street  Railway  and 
are  printed  for  the  convenience  of  engineers  making 
estimates.  They  are  drawn  from  the  exhibits  filed  by 
the  company  with  the  Massachusetts  Public  Service 
Commission. 

POWER  BUILDINGS  AND  EQUIPMENT 

Total      Unit  Cost 

Erection  of  substation  building  and  installa- 
tion of  two  1500-kw  rotary  converters,  com- 
plete with  transformers,  lightning  arresters, 
switchboard,  etc.,  Madison  Sq.,  Worcester.  .$103,582.05         $34.52 

Addition  to  brick  and  concrete  building  Mill- 
bury  power  station  and  installation  of  one 
5000-kw  turbo  generator,  four  Edgemoor 
boilers,  four  stoker  equipments,  condenser, 
heater,  teed  pumps,  etc 272,539.11  54.50 

Four  Vigilant  Safety  water  columns  and  fix- 
tures for  Millbury  power  station 118.55  29.64 

Thirty-eight     Pyrene     fire     extinguishers     for 

power  and  substations 207.22  5.45 

Installation  of  2.5-kw.  engine  and  generator  at 
Charlton  City  power  station,  for  plant  light- 
ing   269.58         107.50 

New  ogee  expansion  ring  for  200-hp  Manning 

vertical   boiler    510.00        510.00 

One  steam   tube  cleaner   for   Fremont   Street 

power  station  318.50        318.50 

LINE  AND  WAY 

0.5  mile  No.  0000  weatherproof  feed  wire.  .  .  .  492.45         984.90 

One  Duntley  track  drill 226.25         226.25 

One  rail  bender   16.00  16.00 

Eleven  electric  track  switches,  Worcester....        2,090.52         190.94 

One     8-ft.     X     10-ft.     waiting     station,     West 

Boyleston 64.75  64.75 

16-ft.  X  50-ft.  addition  to  Uxbridge  car  house 

lobby,   heating    674.21         674.21 

ROLLING  STOCK 

Two  double-truck  snow  plows   complete  with 

tour  GE-SO  motors 9,370.62      4,685.31 

Three    40-ft.    gondola    trailer    cars,    with    air 

brakes,  trucks,   etc 2,971.48         990.49 

Two  30-ft.  Wason  closed  cars,  each  two  West- 
inghouse  101-B  four-motor  equipments  com- 
plete with  air  brakes 7,831.70      3,915.85 

Five   new    45-ft.    express   cars,    4    GE   motors, 

each   complete    29,066.42      5,813.28 

ROLLING  STOCK  DETAILS  " 

■Replacing    thirty-two    cast-iron    34-in.    wheels 

with  steel-tired  wheels  on  four  open  cars.  .        1,174.00  36.70 

Three  sets  Taylor  trucks,  complete  for  GE-67 

motors    1,370.43         456.81 

112  34-in.  steel-tired  wheels  4%-in,  rough 
bore,  from  National  Car  Wheel  Company.  .         3,619.13  32.30 

One    four-motor    GE-80    equipment,    complete 

for   supply   car 2,197.98      2,197.98 

Two  GE-80  four-motor  equipments 5,286.08      2,643.04 

Fifteen  sets  AUis-Chalmers  AAl  motor-driven 
air  compressors,  complete  with  engineer's 
valves,  gages,  etc 3,238.95         216.00 

Twenty-four    Titan     axle     gears     for     GE-80 

motors    715.20  29.80 

Equipping  130  cars  with  Murphy  sand  boxes.        2,089.44  16.10 

Equipping    250    cars    with    15-ton    jacks    with 

compartments   3,611.03  14.50 

Three  Crouse-Hinds  arc  headlights 36.86  12.02 

Six  Neal  electric  headlights 33.60  5.60 

Fifty   Knutson   trolley   retrievers 682.82  13.65 

Installation  of  motormen's  seats  in  sixty-flve 

cars     208.50  3.21 


Manganese  Double-Web  Guard  Rail 

In  Mr.  Bernard's  article  on  "Car  Life  of  Plain 
Curves,"  published  on  page  383  of  the  Electric  Rail- 
way Journal,  reference  was  made  to  a  manganese  steel 
double-web  section  for  inner  rail  employed  for  the  re- 
newal of  the  eastbound  plain  curve.    The  accompanying 


-  -Guard  to  be  j  high 
unless  ofhermse 
^ecified  in  the  order 


ELEVATION  or  END  OF  RAIL 


This  Side  of  Marxjanese 
Steel  Rail  fo  conform  tvifh 
dimensions  ofSSlb-A.SQE 


manganese  steel  double-web  guard  rail,  80  LB.  a.s.c.e. 

SECTION 

sketch  shows  details  of  the  rail  mentioned.  Mr.  Ber- 
nard, who  is  assistant  engineer  way  and  structure  de- 
partment, Brooklyn  Rapid  Transit  System,  advises  that 
this  section  has  given  satisfactory  results  in  all  shallow 
special  work  where  solid  manganese  steel  construction 
was  used.  It  has  proved  quite  an  advance  over  the  for- 
mer practice  of  using  a  T-rail  section  with  a  bolted-on 
guard. 


Steam-Electric  Tunnel  Crane 

A  combination  wrecking  crane  built  for  either  steam 
or  electric  operation  has  recently  been  received  by  the 
Michigan  Central  Railroad  for  use  in  and  about  the  De- 
troit River  tunnel.  It  is  hoped,  of  course,  that  an  acci- 
dent may  never  occur  in  the  tunnel  itself,  and  in  order 
that  the  crane  need  not  be  idle  under  normal  every-day 
conditions,  it  is  adapted  for  ordinary  uses  outside  the 
tunnel  as  well  as  for  special  use  underground.  To  this 
end,  energy  for  operation  may  be  taken  from  the  third- 
rail  or  from  a  flexible  cable  carried  on  the  crane,  but 
if  outside  the  limits  of  the  electric  zone  and  beyond  the 
reach  of  the  power  cable  the  crane  can  be  operated  by 
steam  from  any  outside  sources,  such  as  an  accompany- 
ing locomotive.  It  is  then  available  for  regular  wrecking 
duty,  or  for  construction  and  yard  work. 

In  general  the  construction  is  like  the  120-ton  capac- 
ity steam  wrecking  cranes  which  are  standard  on  Amer- 
ican railroads.  The  car  body  is  26  ft.  long  and  9  ft.  6  in. 
wide,  and  the  weight  of  the  crane  is  distributed  over  a 
wheelbase  of  19  ft.  8  in.  Telescopic  outriggers  are  pro- 
vided for  adding  stability  during  heavy  lifting.  Air 
and  hand  brakes  are  furnished  with  provision  for  both 
automatic  and  straight  air.  The  complete  air-brake 
system  is  under  the  control  of  the  operator,  with  engi- 
neer's valve,  electric  air  compressor,  etc. 

No  boiler  is  furnished  with  the  crane,  but  when  de- 
sired steam  is  taken  from  an  outside  source  through 
suitable  piping.  This  is  so  arranged  by  means  of  a 
steam-tight  slip  joint  at  the  center  of  revolution  that 
the  crane  will  slew  more  than  180  deg.  in  either  direc- 


428 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


tion  beneath  the  pipe  without  interference.  When  the 
crane  is  operated  by  electricity  this  piping  revolves  with 
the  crane. 

For  electric  operation  there  is  provided  a  motor  wound 
for '600  volts  d.c.  and  having  a  capacity  varying  from 
200  hp  for  a  short  period,  to  115  hp  for  one  hour's  con- 
tinuous service.  This  motor  will  operate  on  fluctuations 
of  line  voltage  ranging  from  300  to  700  volts.  The  con- 
troller is  of  the  street  railway  type  with  cast-grid  re- 
sistors. Current  is  taken  from  the  third  rail  shoes 
through  a  collector  ring.  It  is  delivered  to  a  switchboard 
that  is  furnished  with  all  necessary  switches  and  in- 
struments for  operating  the  electric  air  compressor, 
cable  reel,  third-rail  shoes,  lights,  etc. 

An  interesting  feature  is  the  automatic  cable  reel  for 
paying  out  and  reeling  in  the  main  power  cable.  This 
reel  has  capacity  for  500  ft.  of  insulated  power  cable. 
It  is  operated  by  a  motor  and  the  automatic  control  is 
obtained  by  the  action  of  the  motor  alone,  without  the 
use  of  any  intermediate  or  external  mechanical  devices, 
such  as  friction  clutches,  etc.  This  motor  has  current  on 
at  all  times  the  crane  is  in  service  and  taking  current 
through  the  cable,  so  that  practically  constant  torque  is 
exerted  by  the  motor  with  consequent  practically  con- 
stant pull  on  the  cable.  Any  change  in  the  pull  on  the 
cable,  such  as  would  be  produced  by  the  crane  moving 
forward  or  back,  results  automatically  in  the  desired 
paying  out  or  reeling  in  of  the  cable.  The  motor  is  capa- 
ble of  standing  stalled  continuously  without  danger  to  its 
parts  from  over-heating. 

The  motions  of  hoisting  with  either  the  main  or  auxil- 
iary hoist,  varying  the  boom  radius  and  slewing,  are 
independent  of  each  other  and,  with  loads  up  to  the  limit 
of  its  power,  these  motions  can  be  performed  simultane- 
ously. With  its  maximum  load  of  120  tons  the  crane  is 
capable  of  slewing  at  the  rate  of  a  complete  revolution 
in  one  minute  if  deemed  a  safe  speed.  The  boom  may 
be  raised  or  lowered  under  full  load.  There  is  provided 
a  special  drag  or  pulling  line  connection  attached  to  the 
underside  of  the  boom.  When  self-propelled  by  either 
steam  or  electricity  the  crane  has  a  speed  of  about  4 
m.p.h.,  but  it  may  be  safely  hauled  in  regular  trains  over 
main  line  tracks  at  a  speed  of  60  m.p.h.  This  large 
crane  was  constructed  by  the  Industrial  Works  of  Bay 
City,  Mich. 

The  maximum  radius  of  the  main  block  is  25  ft.  and 
the  minimum  is  16  ft.  Capacities  of  the  crane  are  as 
presented  at  the  top  of  the  next  column  as  follows: 


With  outriggers  in  position. 
Main   hoist,    240,000  lb.   at   17-ft.   radius. 
160,000  lb.   at  20-ft.  radius. 

With  end  outriggers  only 
Main  hoist,  140,000  lb.  at  16-ft.  radius. 
Auxiliary    hoist,     30,000  lb.  at  2D-tt.   radius. 

Without  outriggers 
Main  hoist  at  right  angles,  44,000  lb.  at  16-ft.  radius. 
32,000  lb.   at   20-n.  radius. 

Auxiliary    hoist,     24,000  lb.  at  25-ft.   radius. 


Trolley  Frogs  for  One  Degree  of  Angle 

An  addition  to  trolley  frogs  designed  in  only  one  de- 
gree of  angle  regardless  of  the  degree  of  track  curva- 
ture, necessitating  the  carrying  of  only  one  right-hand 
and  one  left-hand  style,  is  the  Westinghouse  type  BR. 
This  is  a  trolley  frog  without  movable  parts  that  can  be 
used  at  points  where  high  speeds  are  obtained,  the  de- 
sign being  such  that  the  trolley  wheel  does  not  travel 
on  its  flanges.  Therefore  no  bump,  and  consequent  dis- 
placement, occurs  when  the  bearing  of  the  wheel  is 
transferred  from  the  groove  to  the  flange.  The  type 
BR  is  asserted  to  be  the  only  trolley  frog  that  will  pre- 


FROG  DESIGNED  FOR  15  DEG.  ANGLE 


vent  a  wheel  from  traveling  on  its  flanges  without  using 
mechanical  or  electrical  devices  in  connection  with  a 
movable  tongue.  The  illustrations  show  this  frog  for 
a  15  deg.  angle  designed  for  city  service,  though  the 
company  is  prepared  to  furnish  this  type  of  frog  in 
either  an  8  deg.  or  10  deg.  angle  for  high-speed  inter- 
urban  service. 

The  malleable  iron  frog  has  recently  become  popular 
on  account  of  its  long  life  as  compared  with  the  bronze 
frog,  although  a  great  many  operating  men  prefer  the 
latter  on  account  of  the  longer  life  obtained  from  the 
trolley  wheels.  This  argument  does  not  apply  to  the 
present  malleable  iron  frog,  as  the  resistance  to  the 
passage  of  the  trolley  wheel  is  asserted  to  be  less  than 
with  any  design  of  bronze  frog. 

This  type  can  be  placed  almost  directly  over  the  track 
switch  point,  preventing  the  side  wear  of  the  wire 
caused  by  the  angular  riding  of  the  wheel  before  it 
enters  the  frog.    When  the  frog  is  placed  in  its  proper 


STEAM-ELECTRIC   WRECKING  AND  CONSTRUCTION   CRANE   FOR  MICHIGAN  CENTRAL  RAILROAD  DETROIT  RIVER  TUNNEL 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


429 


location  the  wheel  will  be  in  a  position  to  engage  the 
turnout  runner  before  it  commences  to  grind  the  side 
of  the  wire.  Due  to  the  over-lapping  of  the  runners,  as 
shown  in  the  illustration,  practically  continuous  con- 
tact of  the  tread  of  the  wheel  is  afforded  during  the 
period  of  transition. 

Hints  on  the  Impregnation  of  Railway 
Motor  Coils 

The  reinsulation  of  formed  wire  by  impregnation, 
especially  for  field  coils  of  traction  motors,  has  become 
a  regular  feature  of  electric  railway  practice,  for  with 
proper  workmanship  a  saving  up  to  25  per  cent  of  the 
cost  of  a  new  coil  is  attainable.  Many  of  the  early  at- 
tempts at  impregnation  were  not  successful,  because 
both  railways  and  manufacturers  lacked  experience  and 
proper   equipment.     In   recent  years   these   drawbacks 


fl! 

^B^wis^s^^T^HHf  ft 

a 

•*- 

^Jf  ■  \ 

^ijfe 

|T^;  ■••^ 

f.w^'^^^^'^'^^'^HBB 

Si' 

m 

i 

'_                               m- 

QUADRUPLE  TANK  EQUIPMENT  FOR  VACUUM  IMPREGNATION 
OF  COILS 

have  been  overcome  by  organizations  which  make  the 
impregnation  of  field  coils  either  their  sole  business  or 
a  logical  part  of  their  other  electrical  work.  The  Elec- 
tric Operations  Company,  Brooklyn,  N.  Y.,  is  a  concern 
of  this  character,  and  the  following  explanation  of  its 
impregnating  practice,  as  given  by  A.  M.  Leacock,  man- 
ager of  the  electric  railway  department,  should  therefore 
be  of  value. 

The  company  uses  steam-jacketed  tanks,  one  being  the 
liquid  (compound)  tank  and  the  other  the  vacuum  tank. 
To  the  latter  tank  is  connected  a  compressor  for  sup- 
plying compressed  air  or  vacuum  as  desired.  The  two 
tanks  are  connected  at  the  base  with  a  valve  intermedi- 
ate. Coils  to  be  treated  are  placed  in  the  vacuum  tank 
after  they  have  been  covered  with  one  layer  of  tape. 
In  this  tank  they  are  allowed  to  dry  while  the  compound 
is  liquefying  in  the  liquid  tank.  After  the  highest 
possible  vacuum  has  been  maintained,  say',  for  four  con- 
secutive hours,  the  intermediate  valve  is  opened  and 
compound  is  admitted  to  the  interior  of  the  vacuum  tank 
until  the  coils  are  submerged.  Then  the  compressor  is 
reversed  and  air  pressure  at  80  lb.  per  square  inch  is 
applied  for  four  hours  more,  after  which  the  compound 
is  drawn  back  into  the  liquid  tank  at  low  pressure,  the 
valve  is  closed  and  the  coils  are  allowed  to  drain  for 
one  hour. 

The  compound  used  on  railway  work  should  have  a 
dropping  point  of  at  least  215  Fahr.,  and  the  heat  should 
be  sufficient  to  make  it  perfectly  liquid.  When  the  drop- 
ping point  is  assured  as  correct  it  is  well  to  unwind  a 
coil  periodically  to  make  certain  that  the  penetration 


is  perfect.  A  compound  of  high  dropping  point  with 
insufficient  heat  is  always  followed  by  poor  results  in 
penetration,  and  a  compound  of  low  dropping  point 
should  be  detected  by  the  ordinary  use  of  a  test  tube  and 
thermometer.  To  have  these  two  features  exactly  right 
is  most  essential. 

In  preparing  old  coils  for  impregnation  it  is  wrong 
to  assume  that  any  coil  reading  O.K.  in  resistance  may 
be  successfully  treated.  Aside  from  the  fact  that  the 
wires  may  be  distorted  from  mechanical  strain  under 
vibration,  the  accumulation  of  decayed  insulation  forms 
a  barrier  against  the  compound  under  air  pressure 
which  prevents  the  impregnation  of  the  interior  of  the 
coil.  Most  coils,  possibly  90  per  cent,  require  rewind- 
ing and  reinsulation  of  the  wire  before  treatment.  Such 
rehabilitation  demands  much  skill  based  on  long  experi- 
ence in  order  that  each  turn  may  be  replaced  correctly 
and  the  coil  made  to  assume  the  proper  weight  and  re- 
sistance. When  the  coil  is  completed  for  service  it 
should  receive  a  final  test  for  mechanical  strength.  This 
may  be  done  by  placing  it  under  a  pressure  of  approxi- 
mately 2  tons  with  a  resistance  reading  instrument  in 
circuit.  Any  weaknesses  of  insulation  or  mechanical 
errors  will  thus  be  easily  detected. 


Locking  Sockets  and  Receptacles  to 
Prevent  Lamp  Thefts 

The  General  Electric  Company  has  recently  marketed 
an  improved  design  of  locking  sockets  and  receptacles 
of  both  the  key  and  keyless  types.  These  sockets  and 
receptacles  afford  positive  protection  to  lamps  in  cars 
and  waiting  rooms  where  losses  of  lamp  bulbs  often 
occur.    They  also  prevent  the  theft  of  current. 

The  locking  device  on  the  sockets  effectually  prevents 


LOCKING  SOCKET  AND  RECEPTACLE ;  CONSTRUCTION  OF  THE 
LOCKING  SOCKET 

the  removal  of  lamps  by  unauthorized  persons.  Lamps 
can  be  inserted  and  removed  only  by  aid  of  the  key,  and 
the  improved  principle  of  the  design  also  provides 
against  breakage  from  tampering.  When  the  key  is 
removed,  the  screw  shell  of  the  socket  swivels  freely,, 
thereby  avoiding  injury  either  to  the  lamp  base  or  sock- 
et if  a  sudden  attempt  is  made  to  twist  and  remove 
the  lamp  bulb  without  the  key. 


The  Fort  Wayne  &  Northern  Indiana  Traction  Com- 
pany, Fort  Wayne,  Ind.,  reports  that  during  the  year 
1914,  92.25  per  cent  of  its  trains  were  on  time.  Sum- 
marizing the'  averages  of  delays  to  train  service  and 
comparing  them  with  the  previous  year,  the  following 
figures  are  of  interest:  Total  number  of  trains  oper- 
ated, 1912;  total  number  of  minutes  delayed,  4120.  A 
comparison  of  the  per  cent  of  trains  on  time  during 
1913  and  1914  shows  89.9  per  cent  and  92.25  per  cent 
respectively. 


430 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


Ne\vs  of  Electric  Rail\vays 


NEW  YORK   COMMISSION  INVESTIGATION 


Commissioner  Maltbie,  on  Commission  Since  Its  Organiza- 
tion, Before  Investigating  Committee. 

At  the  hearing  on  Feb.  24  before  the  legislative  committee 
which  is  conducting  the  investigation  into  the  Public  Service 
Commissions  of  the  First  and  the  Second  Districts  of  New 
York,  Milo  Roy  Maltbie,  a  member  of  the  First  District  Com- 
mission since  it  was  formed  in  1907,  who  had  been  the  wit- 
ness for  several  days,  resented  the  attitude  of  the  commit- 
tee, dealt  with  his  conferences  with  the  Mayor  and  other  city 
officials,  referred  to  steam-roller  tactics  by  the  commission 
and  said  he  shocked  certain  people  by  asking  for  a  bill  for 
gasoline  used  on  the  one  private  trip  that  he  took  in  a  com- 
mission automobile.    Mr.  Maltbie  is  quoted  as  saying: 

"References  have  been  made  here  to  conferences  I  have 
had  vsdth  the  Mayor,  Mr.  McAneny  and  Mr.  Polk.  I  have 
had  such  conferences  and  they  have  come  about  in  this  way: 
It  has  been  necessary  to  confer  with  them  in  matters  requir- 
ing the  city's  approval.  I  have  done  my  best.  When  I 
have  seen  the  steam  roller  of  the  commission  start  I  have 
gone  to  the  Mayor  and  to  Mr.  McAneny  and  asked  them  to 
help  me  prevent  things  from  going  through  that  ought  not 
to  go  through.  Together  we  have  kept  things  from  being 
approved  that  would  have  been  detrimental  to  the  city.  It 
was  the  only  way  I  had.  I  tell  you  when  a  man  works  as  a 
minority  of  one  and  knows  he  does  not  hear  of  things  until 
a  week  after  they  are  under  way  he  has  to  do  the  best  he 
can.  I  haven't  a  word  of  apolo^'y  to  offer  for  my  confer- 
ences with  the  Mayor,  Mr.  McAneny,  Polk  and  others. 

"This  committee  has  set  so  high  a  standard  that  it  cannot 
be  lived  up  to.  A  new  commission  of  five  would  delay  the 
new  subways  while  they  are  studying  the  many  subjects  in- 
volved just  as  the  addition  of  each  new  commissioner  has 
tended  to  do.  If  you  have  archangel  standards  you  are 
bound  to  fail.  If  you  get  men  whose  hindsight  is  no  better 
than  their  foresight  they  will  be  so  far  up  in  the  clouds  the 
city  will  not  be  able  to  see  them. 

"In  regard  to  the  trip  that  I  made  to  Tuxedo  in  April, 
1914,  in  the  automobile  I  consider  that  under  the  circum- 
stances I  did  what  I  ought  to  do.  I  paid  for  the  gasoline, 
.  and  I  tell  you  when  I  went  to  the  auditor  and  asked  him  for 
the  bill  some  people  were  shocked  over  there.  I  have  been 
on  the  commission  seven  or  eight  years  and  I  think  this  is 
the  only  instance  of  a  personal  trip  out  of  town  in  a  commis- 
sion car.  I  say  there  was  nothing  wrong  in  what  I  did. 
Everybody  knows  the  cars  are  used  by  public  officials  to  take 
them  home.  A  man  ought  not  to  abide  by  just  what  the  law- 
requires,  something  he  must  do  to  escape  from  going  to  jail. 
It  is  a  matter  of  conscience  with  a  keen  edge.  A  man  ought 
to  have  one  and  live  by  it.  Produce  all  the  cards,  and  I  de- 
clare here  and  now  that  the  difference  between  the  cards  of 
any  other  public  official  in  New  York  and  mine  will  be  so 
striking  it  will  attract  attention.  I  tell  you  they  were 
shocked  over  there  when  I  wanted  to  pay  for  my  one  pleas- 
ure trip.  I  am  not  going  to  repeat  parrot-like  what's  been 
said  here  about  the  use  of  the  cars.  I  have  often  called  for  a 
car  to  come  to  my  home  when  all  the  commission's  cars  were 
in  use,  and  I  have  paid  for  those  cars  out  of  my  own  pocket 
when  I  have  gone  on  public  business.  I  tell  you  that  if  the 
balance  was  struck  I  would  get  a  dividend." 

William  M.  Ivins  was  the  other  witness  on  Feb.  24.  He 
expressed  himself  as  theoretically  in  favor  of  one  seven-men 
commission  for  the  whole  State,  three  of  the  members  of 
which  would  be  selected  from  up-state,  three  from  New 
York  City  and  one  from  any  part  of  the  State  to  act  as 
chairman.  It  would  be  an  economic  waste  to  dispense  with 
the  present  law,  which  had  been  in  a  large  measure  inter- 
preted and  determined.  He  favored  careful  amendment  and 
consolidation  of  certain  sections  of  the  law.  He  sounded  a 
warning  concerning  too  great  regulation  and  said  that  if  the 
Board  of  Estimate  of  New  York  adopted  the  policy  of  its 
Bureau  of  Franchises,  private  capital  would  be  driven  awav 
from  public  utilities  and  the  city  would  be  confronted  with 
the  necessity  of  adopting  municipal  ownership  and  provid- 


ing for  all  utilities  out  of  taxation.  He  attacked  the  pro- 
vision of  the  law  which  made  men  connected  with  public 
utilities  ineligible  for  appointment  to  the  commission. 

On  Feb.  18  evidence  in  the  shape  of  pictures  of  fused  cables 
and  of  drilling  holes  was  presented  to  bear  out  the  assertion 
made  on  the  previous  day  by  William  Hayward,  counsel  to 
the  committee,  that  the  real  cause  of  the  subway  accident 
at  Broadway  and  Fifty-first  Street  was  the  drilling  by  con- 
tractor's employees  into  a  feed  cable,  in  a  cable  duct,  which 
was  short-circuited  by  the  contact  of  the  steel-pointed  drill 
with  the  charged  wires.  The  members  of  the  investigating 
committee  and  Colonel  Hayward  went  into  conference  to 
determine  whether  or  not  it  was  best  for  the  committee  to 
carry  its  investigation  into  the  relation  of  the  man-hole  ac- 
cident to  the  accident  at  Fifty-third  Street.  It  was  finally 
decided  that  it  would  be  outside  of  the  scope  of  the  com- 
mittee's work.  Meanwhile  the  Public  Service  Commission 
was  conducting  an  inquiry  into  the  causes  of  the  accident 
simultaneously  with  the  inquiry  by  the  committee.  Refer- 
ence to  the  inquiry  by  the  commission  is  made  on  page  432 
of  this  issue. 

Considerable  time  was  spent  on  Feb.  18  in  going  over 
the  details  of  the  previous  day's  testimony.  Commissioner 
Maltbie  was  called  as  the  witness.  He  favored  the  extension 
of  the  jurisdiction  of  the  commission  for  the  First  District 
to  include  all  of  Long  Island  and  Westchester  County.  He 
had  never  found  any  difficulty  in  securing  the  co-operation 
of  the  commission  for  the  second  district  whenever  the 
interests  of  the  commissions  had  over-lapped.  Five  men 
had  all  they  could  do  to  cope  with  the  work  of  the  commis- 
sion. The  question  as  to  whether  or  not  the  present  salaries 
were  sufficient  was  an  academic  one.  He  agreed  with  the 
other  commissioners,  all  of  whom  had  testified,  that  the  com- 
mission for  the  first  district  should  have  jurisdiction  over 
the  telephones. 

On  Feb.  19  Mr.  Maltbie  asked  permission  to  amend  his 
testimony  of  the  previous  day  in  regard  to  the  length  of 
time  needed  to  complete  the  plans  and  specifications  for  the 
dual  system.  He  had  previously  thought  it  would  take  a 
year,  but  consultation  with  the  commission  engineers  had 
led  him  to  cut  that  time  in  half.  Mr.  Maltbie  thought  it 
would  be  advisable  to  give  the  city  entire  control  over  its 
own  property.  He  said,  however,  that  he  had  no  objection 
to  the  Governor  appointing  a  Public  Service  Commission 
since  every  member  of  the  commission  must  be  a  resident 
of  the  city.  He  did  not  think  the  Board  of  Estimate  should 
take  over  rapid  transit  work.  He  did  not  agree  with  Sena- 
tor Foley,  who  suggested  that  the  work  of  the  commission 
should  be  undertaken  by  commissioners  elected  by  the  peo- 
ple. An  ideal  arrangement  would  be  a  consolidation  of  the 
present  Municipal  Department  of  Bridges  and  Docks  and 
the  transfer  to  it  of  the  rapid  transit  work  of  the  Public 
Service  Commission.  Latterly  there  had  been  frequent  In- 
formal conferences  at  which  Commissioners  McCall,  Wood 
and  Williams  had  participated.  A  year  ago  stock  and  bond 
cases  were  under  his  jurisdiction.  They  were  then  taken 
from  him  and  assigned  to  Commissioner  Williams. 

The  precedents  established  by  Mr.  Maltbie  in  capitalization 
cases  were:  a  dollar  of  property  for  a  dollar  of  security  ex- 
cept in  the  case  of  amortized  bonds;  no  issue  of  security 
except  for  actual  expenses  checked  by  the  commission's 
engineers;  no  approval  of  an  issue  of  bonds  unless  it  could 
be  demonstrated  that  the  interest  could  be  earned;  bonds 
refunded  must  represent  property  in  existence;  all  ex- 
penditures to  be  checked  by  the  commission's  engineers  to 
show  whether  or  not  they  were  capital  expenditures.  Since 
the  transfer  of  supervision  over  capitalization  from  him  to 
Mr.  Williams  four  cases  had  arisen  in  which  Mr.  Maltbie 
had  contested  Mr.  Williams'  report.  In  one  of  them  he  had 
been  sustained.  In  the  others  he  had  been  overruled.  Every 
commissioner  was  responsible,  of  course,  for  his  action  on 
the  board,  but  the  primary  responsibility  of  each  com- 
missioner was  for  his  own  work.  Division  of  responsi- 
bility destroyed  responsibility.  According  to  Mr.  Maltbie, 
the  Brooklyn  Rapid  Transit  had  been  more  evasive 
than    defiant.     The    Interborough    Rapid    Transit   Company 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


431 


showed  a  persistent  determination   in  disregarding  orders. 

Mr.  Maltbie  presented  a  table  showing  the  number  of  cases 
heard  and  opinions  written.  During  the  last  six  months  of 
1914  there  had  been  220  hearings.  He  presided  over  115, 
with  the  balance  divided  as  follows:  McCall,  two;  Williams, 
forty-two;  Cram,  forty-nine;  Wood,  thirty-two.  The  record 
of  opinions  in  the  year  1914  was  Maltbie,  twenty-eight; 
McCall,  two;  Williams,  six;  Cram,  four;  Wood,  two;  Eustis, 
seven.  Colonel  Hayward  presented  a  table  showing  that 
from  1907  to  1914  inclusive,  Mr.  Maltbie  had  204  out  of 
1,286.  Mr.  Maltbie  replied  that  it  was  not  the  number  of 
cases,  but  the  hearings  and  opinions  that  counted. 

Commissioner  Williams  objected  on  Feb.  20  to  Mr.  Malt- 
bie's  testimony  in  regard  to  secret  conferences.  The  com- 
mittee promised  to  afford  him  an  opportunity  to  appear  be- 
ll fore  it  again,  and  this  he  said  he  would  probably  do  after 
the  testimony  of  Mr.  Maltbie  had  been  transcribed. 

There  is  a  great  deal  of  speculation  in  regard  to  the  out- 
come of  the  investigation.  Rumor  had  it  on  Feb.  22  that  so 
far  as  the  commission  for  the  first  district  was  concerned 
Messrs.  McCall,  Cram,  Wood  and  Williams  would  probably 
be  replaced  by  Col.  William  Hayward,  counsel  for  the  legis- 
lative committee;  Travis  H.  Whitney,  now  secretary  to  the 
commission;  William  R.  Willcox,  formerly  chairman  of  the 
commission,  and  possibly  Prof.  Edwin  R.  A.  Seligman  of 
Columbia  University.  It  was  thought  that  Mr.  Maltbie 
would  be  continued  with  the  commission. 


sion  as  to  its  plans  for  meeting  the  mortgage  obligations 
which  it  proposes  that  the  city  shall  assume,  but  unofficial 
information  is  to  the  effect  that  the  commissioners  believe 
the  earnings  of  the  lines  will  pay  the  interest  on  the  bonds 
and  provide  a  sufficient  sinking  fund  to  pay  the  mortgage 
which  expires  in  1932.  The  commission  will  not  make  any 
statement  of  its  ideas  until  it  has  received  an  answer  from 
the  company  on  the  proposition  submitted  to  it. 


DETROIT  MUNICIPAL  OWNERSHIP  PROPOSAL 


Text  of  Proposition  to  Detroit  United  Railway  Looking  to 
Municipal  Ownership  in  That  City 

The  Detroit  Street  Railway  Commission  has  proposed  to 
the  Detroit  United  Railway  that  it  will  submit  to  the  elect- 
ors at  an  early  date  a  proposition  to  have  the  city  assume 
the  bonded  indebtedness  of  the  lines,  amounting  to  $24,900,- 
000,  and  if  approved  by  a  three-fifths  vote  of  the  electors  the 
city  will  take  over  the  lines  within  the  one-fare  zone.  The 
commission  has  given  the  company  ten  days  in  which  to  ac- 
cept the  proposition  and  states  that  if  it  is  not  accepted  oth- 
er means  will  be  taken  to  secure  municipal  lines.  The  com- 
mission's proposition  for  the  acquisition  of  the  lines,  as  sent 
to  J.  C.  Hutchins,  president  of  the  Detroit  United  Railway,  is 
as  follows: 

"1.  For  all  of  your  property,  real,  personal  and  mixed,  in- 
cluding franchises  and  franchise  rights,  except  cash,  ac- 
counts receivable  and  securities,  called,  of  the  city  of  De- 
troit, as  of  this  date,  the  city,  to  the  extent  of  its  power,  will 
assume  the  payment  of  the  mortgage  debt  of  the  Detroit 
United  Railway  not  exceeding  $24,900,000. 

"2.  The  title  to  the  property  to  be  absolutely  free  and 
clear  on  the  date  the  transfer  is  effected  from  the  Detroit 
United  Railway  to  the  city  of  Detroit,  except  the  mortgage 
debt  aforesaid. 

"3.  The  board  of  street  railway  commissioners,  in  the 
name  of  the  city  of  Detroit,  to  take  possession  of  the  prop- 
erty immediately  upon  the  ratification  of  the  proposition  by 
the  requisite  number  of  electors  of  said  city  voting  thereon 
at  an  election  at  which  the  proposition  may  be  submitted, 
and  shall  be  enabled  to  operate  the  same  as  a  railway  sys- 
tem for  the  accommodation  of  public  travel. 

"4.  Your  company  to  keep  and  maintain  the  property  in 
its  present  physical  eflSciency  until  the  date  upon  which  the 
property  passes  from  the  possession  of  the  Detroit  United 
Railway  to  the  possession  of  the  city  of  Detroit. 

"The  board  is  moved  to  make  this  proposition  in  the  belief 
that  this  method  will  afford  an  opportunity  for  the  city  of 
Detroit  to  acquire  a  street  railway  at  the  earliest  possible 
date.  Time  is  the  essence  of  this  proposition,  and  the  board 
expects  a  reply  within  ten  days  from  the  date  hereof.  If 
your  company  fails  within  that  time  to  indicate  in  writing  its 
willingness  to  enter  into  a  contract  on  the  terms  substan^ 
tially  as  stated  in  the  proposition  herein  outlined,  then  the 
city  of  Detroit  will  proceed  to  secure  a  street  railway  system 
by  other  ways  and  means." 

The  figure  named  by  the  commission  is  about  $3,000,000  in 
excess  of  the  appraisal  total  compiled  by  Prof.  E.  W.  Bemis 
for  the  city  and  about  $5,000,000  less  than  the  amount  asked 
by  the  company  for  its  lines  within  the  one-fare  zone. 

No  official  statement  has  been  given  out  by  the  commis- 


MUNICIPAL  OWNERSHIP  IN  SEATTLE 

Communication  from  Mayor  Gill  Dealing  with  Ihe  Question 
of  the  Deficit  of  the  Municipal  Railways 

With  only  $127  left  of  the  original  $9,000  appropriated 
from  the  general  fund  last  March  to  the  credit  of  the  Seattle 
Municipal  Railway,  Division  "A"  and  possibly  Division  "C" 
of  the  city-owned  system  may  cease  to  be  operated  unless 
the  Council  takes  immediate  steps  to  finance  the  utilities. 
Approximately  $36,000  was  provided  in  this  year's  tax  levy 
for  the  operation  of  the  two  divisions.  As  the  lines  were 
expected  to  earn  their  own  way  it  was  figured  that  the 
revenues  from  the  lines  would  be  equal  to  the  amount  ex- 
pended. As  this  does  not  seem  possible,  the  Council  is 
expected  to  make  an  appropriation  from  the  general  fund  as 
a  loan  against  the  street  railway  fund  to  insure  continued 
operation.  This  loan  can  be  repaid  through  earnings  of 
the  roads  above  operating  expenses  if  they  attain  a  paying 
basis  or  absorbed  in  the  tax  levy  of  1916  as  a  1915  deficit. 
Mayor  Gill  recently  served  notice  on  the  Council  to  the 
effect  that  after  the  remaining  $127  is  exhausted  an  appro- 
priation must  be  authorized  by  ordinance  to  operate  the 
lines  before  additional  indebtedness  is  incurred.  Councilman 
Fitzgerald,  chairman  of  the  finance  committee,  and  Council- 
man Erickson,  chairman  of  the  city  utilities  committee,  say 
that  a  deficit  ordinance  is  not  necessary  to  appropriate 
money  to  operate  the  road.  Five  votes  are  required  to  pass 
a  bill  making  a  loan  from  the  general  fund.  Writing  to  the 
Council,  Mayor  Gill  said: 

"On  March  18,  1914,  you  appropriated  $9,000  from  the 
general  fund  to  the  credit  of  the  municipal  street  railway 
fund.  I  presume  it  was  supposed  that  with  this  sum  and 
the  earnings  of  the  street  railway  the  lines  could  be  operated 
without  further  city  aid.  To  this  sum  the  earnings  of  the 
lines  and  your  appropriations  from  month  to  month  have 
been  added  to  keep  up  the  operation  of  the  lines,  and  such 
amounts  have  been  charged  against  this  fund.  I  am  advised 
by  the  superintendent  of  public  utilities  that  the  balance  of 
this  fund  on  Feb.  1,  1915,  was  $127.  This  shows  that  since 
beginning  operation  the  lines  have  fallen  behind  the  entire 
$9,000.  In  May,  1914,  I  addressed  a  letter  to  the  heads  of 
each  department  of  the  city  over  which  I  have  control,  for- 
bidding in  the  future  the  expenditures  of  any  funds,  without 
an  appropriation  by  the  Council  covering  the  expenditures, 
and  while  that  communication  might  not  entirely  cover  this 
instance,  I  wish  it  to  apply  in  this  case  as  well  as  any  other. 
If  a  deficit  is  to  be  created  in  order  to  keep  these  lines  in 
operation,  it  can  only  be  done  when  you  have  placed  suffi- 
cient money  in  this  fund  to  cover  such  deficit. 

"Possibly  this  is  not  the  proper  time  to  discuss  this 
matter,  but  the  future  operation  of  these  lines,  or  at  least 
of  Division  'A,'  until  such  time  as  it  has  been  connected 
up  with  something  is  one  that  is  entitled  to  very  serious 
consideration,  and  1  suggest  that  if  it  is  your  desire  to  con- 
tinue operation,  you  immediately  pass  an  ordinance  placing 
money  in  the  city  railway  fund.  In  case  you  do  not  make 
such  appropriation  I  shall  instruct  Superintendent  Valen- 
tine, of  the  municipal  railways,  to  cease  operation  on  Divi- 
sion "A"  when  it  becomes  apparent  that  the  amount  ap- 
propriated for  the  street  railway  fund  has  been  exhausted. 
In  the  meantime  I  shall  be  glad  to  take  up  the  matter  of 
these  lines  with  you  at  your  convenience." 

Mayor  Gill  said  further: 

"People  bought  homes  in  the  Lake  Burien  District,  served 
by  Division  'C,'  and  made  improvements  with  the  expecta- 
tion that  the  city  would  continue  to  operate  a  railway 
system  there.  It  would  not  be  fair  to  them,  in  case  no 
money  is  directly  available  for  the  Lake  Burien  Railway 
fund,  to  close  down  the  line.  There  is  no  such  moral  obliga- 
tion, however,  as  regards  the  operation  of  Division  'A,' 
which  line  is  a  financial  burden." 


432 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


DES  MOINES  FRANCHISE  MATTER 

The  Des  Moines  (la.)  City  Railway  has  been  granted  an 
extension  of  time  until  June  22  in  which  to  negotiate  a 
franchise  with  the  city.  The  date  first  set  by  the  State 
Supreme  Court  was  March  22  and  on  account  of  the  failure 
of  the  recent  franchise  election  effort  the  company  asked 
for  an  extension  of  time,  which  was  granted  by  the  court. 

After  the  company  had  secured  a  petition  for  a  franchise 
election  and  the  City  Council  had  fixed  the  date  for  the  elec- 
tion the  same  was  invalidated  because  of  illegal  election 
notices  published  by  Mayor  James  R.  Hanna.  When  the 
mistake  was  discovered  it  was  too  late  to  publish  correct 
notices. 

The  City  Council  has  been  drafting  a  new  franchise  for 
submission  to  the  company.  This  has  been  characterized 
by  Emil  G.  Schmidt,  president  of  the  company,  as  less  ac- 
ceptable to  the  company  than  the  first  draft  by  Mayor 
Hanna.  Mr.  Schmidt  is  expected  to  return  to  Des  Moines 
within  a  short  time  and  a  move  toward  a  final  settlement 
may  then  be  made.  The  Greater  Des  Moines  Committee 
and  officers  of  the  Harris  Trust  &  Savings  Bank,  Chicago, 
have  conferred  1-ecently  regarding  the  settlement  of  the 
franchise  question. 


PORTLAND  VALUATION  FIGURES 

The  valuation  of  the  entire  property  of  the  Portland 
Railway,  Light  &  Power  Company,  Portland,  Ore.,  as  shown 
in  the  examination  of  W.  J.  Hegenah,  who  made  an  in- 
ventory of  the  holdings  of  the  company,  is  placed  at 
$56,942,464,  according  to  information  given  out  by  the 
Railroad  Commission  of  Oregon.    The  estimate  includes : 

Roadway  and  tracks    $8,694,866 

Buildings,  fixtures  and  grounds 4,357,145 

Land   9,076,326 

Rolling   stock   and   float  equipment 4,557,736 

Hydraulic   power   works 6,046,033 

Lighting  equipment    222,311 

Distribution   system,    underground 985,844 

Distribution  system,  overhead 638,903 

Telephone    system     49,003 

Equipment   4,987,100 

Shop    equipment    149,059 

Construction    equipment    150,015 

Utility  equipment 88,140 

Furniture   and   fixtures    .  .  . 82,631 

Miscellaneous  equipment 40,003 

Salem  gas  utility    238,866 

Working  capital    1,850,000 

Water  powers    4,767,750 

Development  cost    9,962,726 

The  reproduction  cost  new,  including  overhead,  is  placed 
at  $40,361,988;  and  working  capital  for  the  development  of 
waterpower  at  $16,580,476. 


INDIANA  LEGISLATURE 

The  following  new  bills  have  been  introduced  in  the  house: 
a  bill  amending  the  public  utility  law,  providing  that  fire- 
men in  uniform  may  ride  free  on  street  cars;  a  bill  provid- 
ing a  penalty  of  from  $5  to  $10,  to  which  may  be  added  ten 
days'  imprisonment,  for  requiring  stationary  engineers  to 
work  more  than  fifty-six  hours  a  week  or  more  than  eight 
hours  a  day  unless  to  shorten  the  working  hours  of  some 
other  day;  a  bill  requiring  railroad  and  interurban  railroads 
to  cut  weeds  along  the  right-of-way;  a  bill  providing  that 
upon  petition  of  ten  freeholders  boards  of  public  works  shall 
compel  the  fulfillment  of  franchise  requirements  as  to  ex- 
tensions and  improvements,  and  that  on  failure  of  the  board 
to  act  the  matter  may  be  taken  to  court  and  the  board  of 
works  and  the  corporation  made  joint  defendants;  a  bill 
providing  for  a  board  of  mediation  and  conciliation  and  for 
a  board  of  arbitration  in  controversies  between  employers 
and  employees. 

House  bill  346,  requiring  that  street  or  interurban  railroads 
place  their  tracks  in  the  middle  of  the  highways  for  a  dis- 
tance of  1  mile  from  the  corporate  limits  of  towns  of 
30,000  to  58,000  population,  was  killed  in  committee.  House 
bill  110,  providing  a  penalty  for  the  destruction  or  inter- 
ference with  any  fixed  railroad  signals  or  equipment,  has 
passed  the  House. 

The  following  new  bills  have  been  introduced  in  the  Sen- 
ate: a  bill  making  it  unlawful  for  any  person  to  trespass 
upon  the  right-of-way  of  a  railroad;  a  bill  providing  that 
any  person,  firm  or  corporation  engaged  in  the  business  of 
transporting  passengers  for  hire  by  automobile  shall  consti- 
tute a  "public  utility"  and  be  subject  to  all  the  provisions  of 


the  utility  commission  act,  and  that  such  person,  firm  or 
corporation  shall  not  engage  in  or  continue  in  such  business 
except  under  a  license  granted  pursuant  to  an  ordinance 
which  must  be  passed  by  the  municipality  wherein  such  util- 
ity is  operating,  fixing  the  terms  and  conditions  and  provid- 
ing for  a  satisfactory  bond,  the  public  service  commission  to 
have  the  right,  on  petition,  to  review  and  modify  the  terms 
of  any  such  ordinance  ("jitney  bus"  bill). 

The  following  bills  have  passed  the  Senate:  S.  B.  329,  giv- 
ing the  Public  Service  Commission  the  power  to  order  sep- 
aration of  grade  crossings  in  cities  of  20,000  population  or 
less;  S.B.  316  amending  the  public  utility  commission  act 
by  extending  the  time  for  the  taking  of  indeterminate  per- 
mits by  public  service  corporations;  S.B.  318,  amending  the 
public  utility  commission  act  by  permitting  railroads  to  give 
passes  to  employees  where  such  employees  are  holding  pub- 
lic office. 


CLEVELAND  PROPERTY  HOLDINGS 

Replying  to  a  resolution  introduced  in  the  City  Council  at 
Cleveland,  Ohio,  on  Feb.  8,  to  the  effect  that  the  Cleveland 
Railway  sell  all  its  surplus  lands,  J.  J.  Stanley,  president  of 
the  company,  a  day  or  two  later  said  the  company  has  no 
surplus  lands.  All  the  real  estate  now  owned  by  it  was 
being  used.  Later  the  land  used  for  a  carhouse  and  yards 
at  Superior  Avenue  and  East  105th  Street  would  be  placed 
on  the  market,  but  at  present  the  property  was  being  used. 
The  new  station  at  the  end  of  the  Superior  Avenue  line  has 
not  yet  been  completed. 

This  resolution  followed  the  decision  of  the  street  railway 
committee  to  give  its  approval  to  the  purchase  of  a  tract 
of  land  at  Denison  Avenue  and  West  Seventy-third  Street, 
where  the  company  will  build  an  operating  station.  The 
negotiations  for  this  land,  about  eighteen  acres,  were  closed 
late  in  the  week.  The  purchase  price  is  $58,168.  When  the 
station  has  been  completed  at  this  point  the  Holmden 
Avenue  carhouse  will  be  abandoned  and  the  land  will  prob- 
ably be  sold. 

The  arrangement  proposed  for  West  Madison  Avenue, 
within  the  boundaries  of  Lakewood,  is  3  cents  within  the 
boundaries  of  Lakewood  and  5  cents  from  any  point  in 
Lakewood  to  any  point  within  the  city.  It  is  argued  that 
another  step  will  bring  the  company  to  the  zone  system. 

SUBWAY   SHORT  CIRCUITS 

The  Public  Service  Commission  for  the  First  District  of 
New  York  continued  during  the  week  ended  Feb.  20  its 
investigation  into  the  subway  accident  of  Jan.  6,  when 
fire  from  a  short  circuit  of  the  electric  cables  caused  a 
serious  interruption  to  traffic  and  the  overcoming  of  many 
passengers  by  smoke,  resulting  in  the  death  of  one.  A 
new  phase  was  given  the  inquiry  by  testimony  produced 
before  the  legislative  investigating  committee  to  the 
effect  that  workman  employed  by  contractors  for  the  new 
subway  at  Forty-second  Street  and  Broadway  had  acci- 
dently  driven  a  drill  into  the  subway  cable  duct  early  in 
the  morning  of  Jan.  6,  when  the  short  circuit  and  fire  oc- 
curred. The  inference  drawn  was  that  this  act  was  re- 
sponsible for  the  short-circuit  which  followed.  The  work- 
men in  question  were  employed  by  the  Holbrook,  Cabot  & 
Rollins  Corporation,  which  has  the  contract  for  the  con- 
nection between  the  existing  subway  and  the  new  Seventh 
Avenue  subway  at  Times  Square.  The  commission  took  the 
testimony  of  these  workmen,  who  described  the  manner 
in  which  the  cable  duct  was  penetrated  by  the  drill.  Engi- 
neers for  the  commission  also  gave  testimony,  which  tended 
to  show  that  the  accident  as  described  by  these  workmen 
could  not  have  occurred,  for  the  reason  that  the  cable  at 
the  point  in  question  was  found  to  be  intact  after  the  acci- 
dent of  Jan.  6. 

Another  short  circuit  occurred  in  one  of  the  electric 
cables  of  the  subway  in  the  tunnel  under  the  East  River  on 
Feb.  15.  Power  was  shut  off  and  traffic  to  Brooklyn  inter- 
rupted for  a  half  hour  from  10:50  p.  m.  There  was  no 
fire,  but  some  smoke  resulted  and  penetrated  into  the 
tunnel.  As  a  matter  of  precaution  the  company  shut  off 
the  power.  The  accident  occurred  in  the  eastbound  tube, 
and  there  were  no  trains  in  it  at  the  time  or  if  any  were 
passing  when  the  short  circuit  occurred,  they  reached  the 
Brooklyn  side  without  interference.  The  cause  of  the  short 
circuit  has  not  been  learned. 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


433 


BAY   STATE  ARBITRATION 

Arbitration  hearings  in  the  Bay  State  Street  Railway 
"wages  case  during  the  week  ended  Feb.  20  were  occupied 
largely  by  testimony  regarding  living  conditions  in  the 
homes  of  employees,  features  of  daily  routine  and  details  of 
car  operation.  On  Feb.  17  an  adjournment  of  one  day  took 
place  as  a  result  of  falsification  of  testimony  by  Daniel  W. 
Cahill,  a  motorman.  Upon  being  recalled  to  the  stand  the 
witness  admitted  prevarication,  and  Chairman  Pelletier  of 
the  arbitration  board  administered  a  severe  rebuke,  declar- 
ing that  the  witness  should  be  discharged  from  the  company 
and  expelled  from  the  union.  Mr.  Pelletier  pointed  out  that 
false  evidence  submitted  relative  to  the  underclothing  of 
the  witness'  children  in  material  made  from  flour  bags  had 
abused  the  sympathies  of  the  public  and  had  nullified  the 
value  of  the  testimony  by  the  witness,  who  also  failed  to 
give  accurate  evidence  in  other  particulars.  Another  wit- 
ness was  caught  falsifying  a  few  days  ago.  A  meeting  of 
the  union  conference  committee  was  held  at  Boston  on  Feb. 
18  to  consider  the  situation. 

The  arbitration  hearings  were  resumed  on  Feb.  24.  Coun- 
sel James  M.  Swift  read  a  statement  from  the  company  to 
1;he  effect  that  it  had  decided  to  reinstate  Conductor  Henry 
-A.  Swartz  on  the  ground  that  his  discharge  had  tended  to 
Jrighten  other  employees  from  giving  testimony  before  the 
board,  and  that  in  order  to  preserve  to  the  utmost  the  spirit 
of  fair  play  the  company  had  concluded  to  forego  its  un- 
doubted right  of  discharge.  Swartz  had  been  reprimanded 
by  Chairman  Pelletier  for  falsification  of  testimony  at  a 
preceding  hearing  and  had  subsequently  been  discharged, 
following  the  expression  of  opinion  by  the  chairman  that 
such  an  employee  was  unfit  to  remain  a  member  of  the 
company's  organization  and  ought  to  be  dropped  from  the 
union.  Chairman  Pelletier  also  presented  a  statement  point- 
ing out  the  absolute  necessity  of  good  faith  and  serious 
effort  in  such  arbitrations  to  the  successful  solution  of 
labor  problems  and  stated  that  every  man  from  the  highest 
labor  leader  to  the  most  insignificant  employee  appearing 
as  a  witness  should  strive  to  carry  on  the  proceedings  in 
good  faith  and  with  all  the  seriousness  of  a  trial  before 
the  highest  court.  Charles  F.  Bancroft,  superintendent  of 
motive  power  and  machinery,  testified  that  most  shop  em- 
ployees had  received  wage  increases  of  17  per  cent  since 
1910. 


LEGISLATION  IN  NEW  YORK 

The  Senate  of  New  York  on  Feb.  22  passed  the  work- 
men's compensation  commission  appropriation  bill,  with  its 
amendment  providing  for  direct  settlement  of  compensation 
claims  between  employers  or  their  insurance  carriers  and 
injured  workmen.  The  measure  reached  the  Assembly  on 
Feb.  24.  After  a  discussion  of  two  hours  in  caucus  it  was 
voted  unanimously  by  the  Republicans  to  strike  out  every- 
thing in  the  bill  except  the  enacting  clause  and  the  section 
containing  the  provision  for  the  appropriation  to  carry  the 
•commission  through  the  fiscal  year. 

Among  the  bills  introduced  into  the  Legislature  recently 
are  the  following:  an  act  to  amend  the  transportation  cor- 
porations law  in  relation  to  motor  vehicles  carrying  pas- 
sengers for  hire  in  certain  cities  of  the  first  class;  an  act 
to  amend  the  railroad  law  in  relation  to  duty 
to  furnish  refrigerated  cars  for  the  shipment  of  perishable 
property;  to  amend  the  railroad  law  in  relation  to  crews 
for  engines  in  yard  and  terminal  service;  to  extend  the  time 
for  the  completion  of  the  New  York  Connecting  Railroad 
bridge  over  the  East  River;  to  extend  the  time  of  the 
Westchester  Northern  Railroad  to  begin  and  finish  the  con- 
struction of  its  road  and  put  it  in  operation  and  extending 
the  corporate  existence  and  powers  of  the  company;  to 
extend  the  time  of  the  New  York,  Westchester  &  Boston 
Railway  to  finish  the  construction  of  its  road  and  put  it  all 
in  operation  and  extending  the  corporate  existence  and 
powers  of  the  company;  to  amend  the  penal  law  in  relation 
to  certain  railroad  employees,  including  telephone  operators, 
signalmen  and  towermen;  to  amend  the  railroad  law  in  rela- 
tion to  powers  of  electric  light  and  power  corporations. 

At  the  request  of  the  Public  Service  Commission  for  the 
Pirst  District,  the  Legislature  has  passed  an  act  amend- 
ing the  civil  service  law  so  as  to  permit  the  continuance  of 


provisional  appointments  pending  the  establishment  of 
eligible  lists  until  July  1,  1915.  The  civil  service  law  con- 
templates that  provisional  appointments,  which  are  made 
in  the  absence  of  eligible  lists,  shall  last  for  only  two 
months,  but  the  Public  Service  Commission  has  been  com- 
pelled to  make  a  number  of  such  appointments  in  order  to 
keep  the  rapid  transit  work  going  and  on  account  of  its 
failure  to  get  eligible  lists  such  appointments  have  lasted 
longer  than  the  time  mentioned.  It  is  expected  that  eligible 
lists  for  various  classes  of  employees  will  be  provided  in 
the  near  future,  and  the  amendment  will  permit  provisional 
appointees  to  serve  until  such  lists  are  available. 


PRESIDENT   BANCROFT  ON   BOSTON   TRANSPORTA- 
TION  BILLS 

Before  the  committee  on  metropolitan  affairs  of  the 
Massachusetts  Legislature  on  Feb.  19,  William  A.  Bancroft, 
president  of  the  Boston  Elevated  Railway,  appeared  in 
opposition  to  a  group  of  about  a  dozen  bills  extending  or 
altering  the  existing  system  of  rapid  transit.  Several  of 
the  measures  provided  for  the  construction  of  a  subway 
station  at  Arlington  and  Boylston  Streets;  others  proposed 
the  removal  of  the  elevated  structure  in  southern  Washing- 
ton Street  and  the  construction  of  an  equivalent  subway, 
and  the  extension  of  the  Dorchester  tunnel  to  Codman 
Square  from  the  terminus  authorized  at  Andrew  Square. 
General  Bancroft  discussed  the  growth  of  the  system,  it? 
investment  and  earnings  during  the  past  eighteen  years 
along  lines  which  have  been  published  in  this  journal  and 
showed  the  need  of  the  company's  being  given  a  financial 
breathing  spell  before  undertaking  any  new  rapid  transit 
lines.  He  pointed  out  that  probably  no  other  city  in  the 
world  had  received  so  comprehensive  a  rapid  transit  de- 
velopment in  the  period  from  1897  to  1915  as  has  Boston 
and  said  that  the  rapid  transit  lines  in  themselves  were 
unprofitable,  with  the  exception  of  the  Tremont  Street  Sub- 
way and  East  Boston  tunnel,  which  about  "break  even." 
The  wages  increase  of  two  years  ago  was  costing  the  com- 
pany $500,000  a  year  more  than  before  and  the  public  was 
not  paying  the  proper  cost  of  transportation.  General 
Bancroft  quoted  numerous  figures  showing  that  a  substan- 
tial service  was  already  rendered  the  Arlington  Street  dis- 
trict and  stated  that  the  institution  of  a  new  station  would 
be  of  doubtful  value  to  the  community,  apart  from  costing 
the  company  $46,000  a  year  to  maintain,  carry  and  operate 
with  escalators.  Closing,  he  urged  that  the  rapid  transit 
facilities  authorized  in  1911  and  now  under  construction  be 
completed  and  tested  before  further  extensions  of  the  sys- 
tem were  added  to  the  company's  burdens.  The  hearing 
was  closed. 


EXTENSION    OF    SAN    FRANCISCO    MUNICIPAL 
RAILWAYS 

The  Church  Street  extension  of  the  San  Francisco  (Cal.) 
Municipal  Railway  system  has  been  approved  after  a  fight 
between  opposing  factions  that  extended  over  many  months 
and  earned  for  the  Church  Street  hill  the  name  of  "Battle 
Mountain."  On  Feb.  17  Mayor  Rolph  signed  an  order  to 
start  the  construction  of  this  branch  according  to  the 
scheme  known  as  plan  No.  9  prepared  by  the  city  engineer. 
This  plan  provides  for  a  deviation  from  Church  Street 
through  2700  ft.  of  private  right-of-way  so  as  to  avoid  the 
heaviest  grade,  and  is  estimated  to  cost  a  total  of  about 
$505,000  if  the  city  builds  its  own  tracks  parallel  to  the 
United  Railroads'  tracks  on  the  Market  Street  portion  of 
the  line.  It  is  not  yet  decided  whether  to  parallel  the  United 
Railroads'  tracks  or  to  arrange  for  joint  use.  Of  the  total 
cost  $305,000  is  to  cover  all  construction  work  exclusive  of 
acquiring  private  right-of-way  and  making  necessary  exca- 
vation thereon.  The  total  length  of  the  branch  from  Van 
Ness  Avenue  to  Thirtieth  Street  will  be  13000-ft.  (double 
track)  of  which  1135  ft.  (double  track)  will  have  to  be 
over  United  Railroads  line  regardless  of  whether  their 
lines  or  new  trackage  is  used  on  Market  Street.  The  initial 
cost  is  to  be  lessened  somewhat  by  the  use  of  T-rail  con- 
struction from  Eighteenth  to  Twenty-second  Streets.  Of 
the  original  bond  issue  there  is  now  available  $325,000  which 
was  set  aside  for  the  building  of  the  Church  Street  branch. 
This  is  to  be  supplemented  by  other  funds. 


434 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


FEDERAL  TRADE  COMMISSION  APPOINTMENTS 

President  Wilson  on  Feb.  22  sent  to  the  Senate  the  nom- 
inations of  the  five  members  of  the  new  Federal  Trade  Com- 
mission, as  follows:  Joseph  E.  Davies  of  Wisconsin,  now 
Commissioner  of  Corporations,  whose  bureau  the  new  com- 
mission will  absorb,  to  serve  seven  years;  Edward  N.  Hurley, 
president  of  the  Illinois  Manufacturers  Association,  to  serve 
six  years;  William  J.  Harris  of  Georgia,  now  director  of  the 
Census,  to  serve  five  years;  William  H.  Parry  of  Washing- 
ton, treasurer  of  the  Seattle  Chamber  of  Commerce,  to  serve 
four  years;  George  Rublee,  a  lawyer  of  New  Hampshire,  to 
serve  three  years.  Mr.  Davies,  Mr.  Hurley,  and  Mr.  Harris 
are  Democrats;  Mr.  Rublee  is  a  Progressive,  and  Mr.  Parry, 
while  nominally  a  Republican,  is  regarded  as  a  Progressive. 
The  law  creating  the  Federal  Trade  Commission  was  enacted 
five  months  ago.  It  requires  that  not  more  than  three  mem- 
bers of  the  commission  shall  be  of  any  one  political  party. 


Utility  Bill  Hearings  Concluded. — The  judiciary  commit- 
tee of  the  Utah  Senate  concluded  on  Feb.  14  the  hearings  on 
the  bill  to  establish  a  public  utility  commission  in  that  State. 
The  committee  is  expected  to  report  before  March  1. 

Mayor  Harrison  Defeated  at  Primaries. — At  the  mayoral 
primaries  held  in  Chicago,  111.,  on  Feb.  23,  Mayor  Harrison 
was  overwhelmingly  defeated  by  Robert  M.  Sweitzer,  an- 
other Democratic  aspirant.  An  admitted  factor  in  his  de- 
feat was  his  failure  to  put  into  effect  his  promises  to  im- 
prove transportation  conditions. 

Case  Against  Directors  Dismissed. — The  February  Grand 
Jury  at  New  York  has  dismissed  without  finding  indict- 
ments the  cases  against  T.  P.  Shonts,  August  Belmont  and 
other  members  of  the  board  of  the  Interborough  Rapid 
Transit  Company  in  connection  with  the  accident  on  the 
elevated  railway  on  Dec.  9.  The  cases  were  carried  to  the 
Grand  Jury  following  the  finding  of  the  coroner's  jury. 

Decision  Against  Seattle  Purchase. — The  proposition  for 
the  purchase  of  the  Seattle,  Renton  &  Southern  Railway 
by  the  city  of  Seattle,  Wash.,  will  not  go  on  the  ballot  to 
be  voted  upon  at  the  general  municipal  election  to  be  held 
on  March  2,  the  question  of  purchase  having  been  indefi- 
nitely postponed  at  a  recent  meeting  of  the  City  Council 
Both  the  City  Council  and  the  receivers  of  the  companj 
declare  that  a  favorable  vote  would  bind  neither  the  city 
nor  the  receivers,  except  in  an  advisory  way. 

The  Lexington  Dispute. — The  Kentucky  Traction  &  Ter- 
minal Company,  Lexington,  Ky.,  has  declined  to  reinstate 
Robert  Walker,  the  discharged  motorman  over  whom  the 
controversy  with  its  men  arose,  and  share  the  expense  of 
the  arbitration  proceedings.  The  proposition  was  made  by 
the  union,  which  is  said  to  be  anxious  to  have  the  dispute 
settled.  The  complaint  charges  the  company  with  discrimi- 
nation, though  the  company  insists  Walker's  accident  record 
was  sufficient  to  justify  dismissal. 

J.  J.  Sullivan  on  Advice  Brokers. — Jeremiah  J.  Sullivan, 
president  of  the  American  Railways,  Philadelphia,  Pa.,  drew 
up  on  Feb.  22  a  list  of  six  "don'ts"  for  Secretary  of  State 
W.  J.  Bryan,  to  match  the  seven  "don'ts"  for  bankers  which 
Secretary  Bryan  advocated  on  Saturday  night  in  a  speech 
at  a  dinner  in  Washington  of  the  American  Institute  of 
Banking.  Mr.  Sullivan  said  that  everybody  these  days  is 
offering  advice  and  everybody  seems  to  be  a  sort  of  an 
advice  broker. 

Utility  Bills  in  Arkansas. — Bills  are  pending  before  the 
Legislature  of  Arkansas  to  extend  the  powers  of  the  Rail- 
road Commission  to  other  public  utilities  and  to  abolish  that 
commission  and  create  a  public  service  commission.  At  a 
recent  hearing  on  the  measures  held  before  the  judiciary 
committee  of  the  Senate  opposition  to  the  bills  was  entered 
by  the  companies  affected  on  the  ground  that  both  are 
detrimental  to  the  best  interests  of  the  companies.  The 
committee  is  expected  to  report  by  March  1.  ^, 

New  Franchise  Desired  in  Henderson,  Ky. — The  Hender- 
son (Ky.)  Street  Railway  has  asked  the  City  Council  for  a 
new  franchise,  covering  a  period  of  twenty  years  from  Oct. 
16,  1916,  when  the  present  franchise  will  expire,  and  for 
which  the  company  may  be  permitted  to  bid.  It  is  set  forth 
that  the   only  way   funds  may  be   secured  for  repairs   is 


through  a  bond  issue,  which  could  not  be  floated  unless  a 
new  franchise  was  granted.  The  Mayor  has  appointed  a 
committee  to  draw  up  a  franchise  and  submit  it  to  the  Coun- 
cil. 

Hatters  Want  Government  to  Pay. — Before  the  House 
committee  on  appropriations  on  Feb.  20,  Judge  Alton  B. 
Parker,  Samuel  Gompers,  and  Frank  Morrison,  representing 
organized  labor,  asked  that  the  item  of  $290,000  be  placed 
in  the  general  deficiency  appropriation  bill  for  the  relief  of 
the  Danbury  Hatters  Union,  which  was  held  liable  under  a 
decision  of  the  United  States  Supreme  Court  for  heavy  dam- 
ages, caused  by  their  violation  of  the  Sherman  anti-trust 
law.  The  committee  postponed  further  consideration  of  the 
question. 

Bills  in  Michigan. — A  bill  introduced  in  the  Michigan  Leg- 
islature to  provide  that  motormen  and  conductors  on  street 
and  electric  railways  shall  not  work  in  excess  of  ten  hours  in 
twelve  is  now  before  the  committee  on  State  affairs,  which 
has  heard  representatives  of  the  employees.  A  formal  state- 
ment in  reply  to  the  claims  of  the  union  representatives  is 
being  prepared  by  the  street  railways  for  presentation  to  the 
committee.  A  bill  has  been  introduced  to  provide  for  volun- 
tary mediation  and  arbitration  in  labor  disputes.  It  follows 
closely  the  voluntary  arbitration  act  in  force  in  Canada. 

Access  to  Private  Correspondence  Denied  to  I.  C.  C. — The 
United  States  Supreme  Court  on  Feb.  23  put  strict  limits 
upon  the  power  of  the  Interstate  Commerce  Commission  to 
search  the  private  papers  of  railroads.  The  case  arose  in 
connection  with  the  Louisville  &  Northern  Railroad  when 
the  commission,  in  order  to  secure  evidence  regarding  the 
alleged  illegal  use  of  passes,  desired  to  examine  the  private 
correspondence  and  particularly  the  communications  with 
counsel.  The  decision  of  the  court  holds  that  it  was  the  ex- 
pressed intention  of  the  framers  of  the  Interstate  Commerce 
act  to  authorize  examiners  to  call  for  only  accounting  rec- 
ords and  memoranda. 

Carhouse  Destroyed.  —  The  Westboro  (Mass.)  carhouse 
of  the  Boston  &  Worcester  Street  Railway  was  destroyed 
by  fire  on  Feb.  18.  The  company  lost  ten  modern  double- 
truck  cars  valued  at  about  $90,000,  the  total  loss  being  about 
$140,000.  According  to  E.  P.  Shaw,  Jr.,  general  manager, 
the  fire  started  in  a  car  heater  and  spread  to  adjacent 
rolling  stock  before  the  arrival  of  the,  Westboro  fire  de- 
partment after  a  3-mile  run.  A  motorman  who  was  in  the 
building  at  the  time  succeeded  in  getting  out  a  box  car 
and  a  snow  plow.  The  carhouse  was  a  300-ft.  by  100-ft. 
brick  building  with  an  adjoining  substation.  The  latter 
was  saved  and  service  on  the  Worcester- Westboro  end  of 
the  line  was  well  maintained. 

Steel  for  Brooklyn  Third  Tracking.— The  Public  Service 
Commission  for  the  First  District  of  New  York  has  ap- 
proved plans  and  form  of  contract  submitted  by  the  New 
York  Municipal  Railway  Corporation  for  the  furnishing  of 
structural  steel  to  strengthen  and  widen  the  existing  ele- 
vated structure  to  provide  for  a  third-track  on  the  Broadway 
line,  Brooklyn,  from  a  point  near  Myrtle  Avenue  to  a  point 
near  Aberdeen  Street.  The  company  was  directed  to  submit 
the  contract  to  open  competitive  bidding.  The  contract  calls 
for  the  delivery  of  the  steel  to  begin  sixty  days  from  the 
date  of  the  contract  and  to  be  completed  within  six  months 
from  that  date.  The  company  has  already  purchased  the 
steel  and  let  the  contract  for  the  third-track  on  the  Broad- 
way line  from  Havemeyer  Street  to  Myrtle  Avenue. 

Legislative  Trend  in  Maine. — Among  the  measures  intro- 
duced in  the  Maine  Legislature  is  one  compelling  electric 
cars  to  be  equipped  with  fenders;  fixing  the  hours  of  motor- 
men  and  conductors  as  nine  within  eleven  consecutive  hours; 
compelling  every  electric  car  to  come  to  a  full  stop  at  least 
once  in  every  mile  to  allow  the  passenger  to  board  or  leave 
the  car;  authorizing  the  Norway  &  Paris  Street  Railway  to 
purchase  or  lease  the  property  of  the  Mechanic  Falls  Elec- 
tric Light  Company;  extending  the  charter  of  the  Rockland, 
South  Thomaston  &  St.  George  Railway  for  two  years. 
Edward  Clark  has  asked  for  an  extension  of  the  charter  of 
the  Skowhegan  &  Fairfield  Electric  Railroad,  it  being  the 
intention  to  complete  the  line  from  Skowhegan  to  connect 
with  another  system  at  Shawmut.  The  distance  it  is  intend- 
ed to  build  is  about  10  miles. 


i 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


435 


Railway  Number  of  Meco  News. — The  issue  of  Meco  News 
for  February,  published  by  the  Metropolitan  Electric  Com- 
pany Section  of  Reading,  Pa.,  of  the  National  Electric  Light 
Association  and  the  Reading  Transit  &  Light  Company,  is 
a  special  railway  number,  containing  sixty-eight  pages. 
The  frontispiece  is  a  likeness  of  Norman  McD.  Crawford, 
president  of  the  companies.  Among  the  features  are  an 
article  "A  Day  in  Court,"  by  R.  D.  Billings,  claim  agent  of 
the  company;  "Service  Not  First  but  Always,"  by  S.  E. 
Smith,  general  superintendent  of  railways;  "Rail  Joints  and 
Bonds,"  by  H.  H.  Kamm  of  the  engineering  department; 
"Retrospection,"  by  Bessie  Detweiler,  in  which  the  history 
of  the  constituent  companies  is  traced  briefly  from  the 
inception  of  railway  work  in  Reading  in  April,  1873,  by  the 
Penn  Street  Passenger  Railway;  "Controllers,"  by  William 
K.  Loos,  division  superintendent. 

Brooklyn  Rapid  Transit  Insurance. — Rates  on  the  $22,- 
600,000  of  Brooklyn  (N.  Y.)  Rapid  Transit  Company  insur- 
ance have  been  reached.  The  rate  on  the  buildings  and 
contents  is  44.4  cents  and  on  the  rolling  stock  of  the  company 
22  cents.  This  is  an  average  rate  of  76.15  cents  for  three 
years,  while  the  previous  average  rate  was  34.7  cents  for  one 
year,  or  an  average  three-year  rate  of  86.75  cents.  The  Brook- 
lyn Rapid  Transit  insurance  has  been  carried  on  open  binders 
by  the  insurance  companies  since  early  in  December,  await- 
ing the  determination  of  a  rate.  Lloyds  of  London,  it  is 
believed,  got  the  Brooklyn  Rapid  Transit  insurance  at  the 
rate  of  34.7  cents  per  annum,  and  through  a  special  ar- 
rangement the  rate  was  slightly  shaded  below  this  figure. 
The  reason  for  giving  the  insurance  to  Lloyds  of  London 
was  that  the  rate  had  been  increased  from  34.7  cents  per 
annum  to  63.2  cents  per  annum  by  the  Fire  Insurance 
Exchange.  The  latter  has  now,  however,  issued  a  rating 
as  above,  which  is  acceptable  to  the  Brooklyn  Rapid  Transit 
Company. 

National  Electrical  Week  Plans. — At  a  meeting  of  the 
board  of  directors  of  the  Society  for  Electrical  Develop- 
ment, Inc.,  held  in  New  York  on  Feb.  17,  the  principal  mat- 
ter under  discussion  was  the  plan  for  a  national  electrical 
week.  The  board  unanimously  approved  the  plans  of  the 
committee,  and  it  was  decided  to  go  ahead  with  the  plans 
for  an  electrical  week.  Many  of  those  present  were  in 
favor  of  a  week  early  in  the  spring  of  1916,  as  it  was  felt 
that  this  would  afford  a  good  opportunity  to  reap  a  substan- 
tial benefit.  The  matter  was  referred  to  a  committee  to  be 
appointed  by  the  president.  The  general  manager's  and 
the  treasurer's  reports  showed  the  society  to  be  in  a  very 
satisfactory  financial  condition.  A  very  small  percentage 
of  the  membership  had  resigned  while  many  members  had 
paid  their  subscriptions  for  the  first  half  of  1915,  and  new 
members  were  continually  joining.  The  matter  of  employ- 
ing a  resident  representative  of  the  society  on  the  Pacific 
Coast  was  referred  to  the  president  and  the  general  man- 
ager of  the  society  with  power  to  act.  James  Smieton,  Jr., 
who  has  been  acting  for  the  society  as  its  secretary-treas- 
urer for  the  past  year,  has  been  appointed  to  that  office. 


PROGRAM  OF  ASSOCIATION   MEETING 


New  England  Street  Railway  Club 

The  fifteenth  annual  meeting  and  dinner  of  the  New  Eng- 
land Street  Ra'ilway  Club  will  be  held  at  the  Copley-Plaza 
Hotel,  Boston,  Mass.,  on  March  25.  The  annual  meeting 
will  be  at  3  p.  m.,  the  reception  at  6  p.  m.,  and  the  dinner 
at  6:30  p.  m.  Following  the  dinner  there  will  be  speeches, 
music  and  entertainment.  The  change  to  the  Copley-Plaza 
Hotel  will  make  it  possible  to  accommodate  a  larger  num- 
ber of  people  and  the  arrangement  which  will  be  followed 
there  as  to  seating  will  permit  freer  movement  among  the 
tables  and  it  is  believed  will  facilitate  the  social  side  of  the 
meeting.  The  tickets  are  $4  each.  The  majority  of  the 
tables  will  seat  ten  persons.  A  limited  number  of  tables 
each  seating  six  persons  has  been  provided  and  will  be 
assigned  to  those  especially  requesting  them  in  the  order  in 
which  such  applications  are  received.  Members  will  be  per- 
mitted to  purchase  as  many  tickets  for  guests  as  they  may 
desire. 


Financial  and  Corporate 


CORPORATE  CHANGES  IN   UTAH 


Utah  Securities  Corporation  Through  Operating  Subsidiary, 
the  Utah  Power  &  Light  Company,  Takes  Over  Prop- 
erties in  Salt  Lake  City  and  Ogden 

Official  announcement  has  been  made  by  the  Utah  Secur- 
ities Corporation  that  its  subsidiary,  the  Utah  Power  & 
Light  Company,  has  formally  taken  over  the  electric  light 
and  power  and  street-railway  properties  in  Salt  Lake  City 
and  the  electric  light  and  power  and  gas  properties  in 
Ogden,  Utah,  heretofore  controlled  by  the  Oregon  Short  Line 
Railroad  and  now  owned  by  the  Utah  Light  &  Traction 
Company.  The  Utah  Power  &  Light  Company  owns  all  the 
stock  of  the  Utah  Light  &  Traction  Company,  except  direc- 
tors shares.  The  process  by  which  the  Utah  Light  &  Trac- 
tion Company  succeeded  the  former  Utah  Light  &  Railway 
Company  was  fully  described  in  the  Electric  Railway 
Journal  of  Sept.  12,  Sept.  26  and  Oct.  10,  1914. 

The  Utah  Power  &  Light  Company,  in  addition  to  owning 
all  the  stock  of  the  Utah  Light  &  Traction  Company,  has 
leased  for  ninety-nine  years  from  Jan.  1,  1915,  the  electric 
light  and  power  and  gas  properties  of  that  company,  and, 
therefore,  earnings  of  the  Utah  Power  &  Light  Company 
from  Jan.  1,  1915,  will  include  income  from  these  leased 
properties.  The  electric  railway  property  of  the  Utah  Light 
&  Traction  Company  in  Salt  Lake  City  and  vicinity  will  con- 
tinue to  be  operated  directly  by  it,  and  its  surplus  earnings 
will  accrue  to  the  Utah  Power  &  Light  Company  through 
the  stock  ownership. 

The  gross  earnings  of  the  Utah  Light  &  Traction  Company 
for  the  year  ended  Dec.  31,  1914,  were  $2,769,835,  and  the 
net  earnings,  after  depreciation  and  taxes,  $868,190.  The 
annual  interest  charge  on  all  outstanding  bonds  is  $762,670. 
It  is  expected  that  the  consolidation  of  the  electric  light  and 
power  systems  of  the  Utah  Light  &  Traction  Company  with 
those  of  the  Utah  Power  &  Light  Company  will  effect  ma- 
terial economies. 

C.  W.  Whitley  has  been  elected  president  of  the  Utah 
Light  &  Traction  Company,  with  H.  L.  Beach  manager  and 
Joseph  S.  Wells  secretary  and  treasurer.  The  board  of  di- 
rectors, as  chosen  at  a  recent  stockholders  meeting,  is  made 
up  as  follows:  C.  W.  Whitley,  Joseph  Scowcroft,  D.  C.  Jack- 
ling,  0.  J.  Salisbury,  C.  E.  Groesbeck,  Lawrence  Greene,  J. 
Frank  Judge,  E.  O.  Howard,  R.  C.  Gemmell,  S.  A.  Whitney, 
J.  M.  Bidwell  and  Joseph  S.  Wells. 

In  connection  with  the  present  outlook  confronting  the 
new  arrangement  of  companies,  C.  E.  Groesbeck,  vice-presi- 
dent and  general  manager  Utah  Power  &  Light  Company, 
says: 

"My  observations  of  business  conditions  throughout  the 
territory  we  serve  in  three  states,  Utah,  Idaho  and  Colorado, 
impress  me  that  the  ensuing  year  will  develop  a  substantial, 
steady  gain  in  practically  all  lines  of  business.  Salt  Lake 
and  Ogden  are  two  of  the  best  and  livest  cities  in  the  entire 
country,  and  1915  should  bring  a  large  share  of  prosperity  to 
both." 


NORTHERN  ELECTRIC  RAILWAY  FINANCES 

The  chairman  of  the  bankers'  committee  of  the  Northern 
Electric  Railway  has  mailed  a  second  circular  letter  to 
security  holders,  urging  them  to  sign  the  several  agreements 
for  the  refinancing  of  the  company,  as  noted  in  the  Electric 
Railway  Journal  of  Jan.  9.  Four  subsidiaries  of  the  North- 
ern Electric  Railway  on  Feb.  16  filed  a  petition  in  the  United 
States  District  Court  asking  to  be  included  in  the  receiver- 
ship. The  purpose  of  the  petition  is  to  have  the  financial 
tangle  worked  out  as  one  system,  the  management  of  all  the 
concerns  being  the  same.  The  corporations  joining  in  the 
petition  are  the  Northern  Realty  Company,  Sacramento  & 
Woodland  Railway,  Sacramento  Terminal  Company,  and 
Northern  Electric  Railway,  Marysville  and  Colusa  branch. 
The  reorganization  plan  of  the  company  is  said  to  be  pro- 
gressing smoothly,  and  the  subsidiary  receiverships  would 
only  save  a  multiplicity  of  proceedings  that  would  defer  a 
final  complete  settlement. 


436 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


ANNUAL  REPORTS 

California  Railway  &  Power  Company 

The  statement  of  income,  profit  and  loss  of  the  California 
Railway   &   Power   Company,   San   Francisco,   Cal.,  for  the 
period  from  Dec.  18,  1912,  to  June  30,  1914,  follows: 
Income ; 

Dividends  on  stocks  owned $605,000 

Interest  on  notes  and  accounts  receivable,  etc... 220,419 

Interest  on  bank  balances 4,482 

Total    $S29,901 

Expenses ; 

Salaries $2,355 

Taxes 7,741 

Transfer  agent's,  registrar's  fees,  etc 2,301 

Directors'   fees   and   expenses 1,602 

Legal    ; 529 

Stationery,  printing  and  postage 48S 

Traveling    1,982 

Organization — portion   charged  off    937 

General 3,232 

Total    }21,167 

Net  income    $808,734 

Dividends : 

On  prior  preference  stock $314,705 

On  preferred   stock    378,092 

Total    $692,797 

Profit  and  loss  surplus,  June  30,  1914 $115,937 

The  foregoing  statement  is  taken  from  the  first  annual 
report  of  the  company  since  its  incorporation  on  Dec.  18, 
1912.  This  holding  company  controls  the  United  Railroads 
of  San  Francisco,  the  Sierra  &  San  Francisco  Power  Com- 
pany, the  Coast  Valleys  Gas  &  Electric  Company  and  the 
San  Francisco  Electric  Railway,  and  is  itself  controlled  by 
the  United  Railways  Investment  Company.  A  comparison 
between  the  company's  income  for  the  twelve  months  ended 
June  .30,  1914,  and  any  subsequent  similar  period  can  be 
made  by  deducting  from  the  figures  given  above  the  amounts 
for  the  period  from  Dec.  18,  1912,  to  June  30,  1913,  as  fol- 
lows: Income,  $129,909;  expenses,  $1,884;  net  income,  $128,- 
025;  dividends  on  prior  preference  stock,  $108,205,  and  sur- 
plus on  June  30,  1913,  $19,819. 

The  statement  of  income,  profit  and  loss  of  the  United 

Railroads  of  San  Francisco  for  the  year  ended  June  30,  1914, 

follows: 

Oross  earnings: 

Passenger $8,450,725 

Advertising   56,000 

Total   $8,506,725 

Operating  expenses  and  taxes  : 

Maintenance  of  way  and  structure $624,097 

Maintenance  of  equipment 454,222 

Transportation  expenses    3,042,640 

General  expenses 601,7'78 

Total  operating  expenses   $4,722,737 

Taxes    503,800 

Total  operating  expenses  and  taxes $5,226,537 

Net  earnings $3,280,188 

Other  income : 

Sinking  fund  earnings $116,851 

Interest  and  discount 26,477 

Interest  bond  investments 29,608 

Rentals 3,232 

Miscellaneous   earnings    9,469 

Total $185,637 

Gross  Income   $3,465,825 

Current   income  charges 4  22,824 

Net  income  before  bond  interest  charges $3,043,001 

Bond  interest : 

United  Railroads'  bonds   $954,160 

Underlying  bonds   690,550 

Total $1,644,710 

Net  Income $1,398,291 

Surplus  at  beginning  of  period 462,139 

Profit  and  loss  credits 306,403 

Total   $2,166,833 

Profit  and  loss  charges .      1,148,200 

Profit  and  loss — surplus  June  30,  1914 $1.01 8,633 

Jesse  W.  Lilienthal,  president  of  the  company,  states  that 
■while  the  general  dullness  of  trade  and  some  competition 
on  the  part  of  the  municipal  lines  in  San  Francisco  tempo- 
rarily affected  the  earnings  of  the  United  Railroads,  it  is 
expected  that  these  ■will  be  materially  stimulated  by  the 


attendance  at  the  Panama-Pacific  Exposition  and  by  the 
growth  of  the  city  following  the  completion  of  the  Panama 
Canal.  The  operating  ratio  for  the  fiscal  year  was  55.52 
per  cent.  The  ratio  of  taxes  to  gross  earnings  was  5.92 
per  cent.  The  ratio  of  operating  expenses  and  taxes  to 
gross  earnings  was  61.44  per  cent.  The  company  now  has 
260.02  miles  of  electric  track  and  14.7  miles  of  cable  track, 
or  a  total  of  274.72  miles.  It  has  760  revenue  cars  and  a 
total  of  836  cars.  During  the  last  year  the  company  pur- 
chased and  put  into  operation  sixty-five  new  cars  and  recon- 
structed twenty-five  more.  Every  revenue  car  is  thoroughly 
overhauled  once  every  thirteen  months.  A  statement  of 
income,  profit  and  loss  of  the  United  Railroads  for  the 
period  of  approximately  nine  years  from  Jan.  1,  1906,  to 
June  30,  1914,  was  printed  in  the  Electric  Rail'way  Jour- 
nal of  Sept.  5,  1914. 

The  Sierra  &  San  Francisco  Power  Company  showed  an 
increase  of  13.2  per  cent  in  gross  earnings  for  the  year  and 
an  increase  of  13.4  per  cent  in  operating  expenses  and  taxes, 
including  depreciation,  giving  an  increase  of  13  per  cent  in 
net  earnings.  Bond  interest  and  uncollectible  accounts  in- 
creased 4.3  per  cent,  so  that  the  net  income  applicable  to 
investment  increased  29  per  cent.  The  rate  of  growth  of 
the  company's  business  reflects  largely  the  growth  of  the 
business  outside  of  San  Francisco,  this  having  increased  for 
the  year  23.4  per  cent  as  compared  to  an  increase  of  8.56 
per  cent  within  San  Francisco.  The  gross  earnings  of  the 
Coast  Valleys  Gas  &  Electric  Company  increased  16.8  per 
cent.,  while  the  operating  expenses,  including  taxes  and 
depreciation,  increased  20.6  per  cent.  The  net  earnings, 
therefore,  increased  11.1  per  cent,  which  with  increased  de- 
ductions of  18.9  per  cent  made  a  decrease  in  net  income  of 
2.3  per  cent. 


Detroit  United  Railway 

The  statement  of  income,  profit  and  loss  of  the  Detroit 
(Mich.)  United  Railway  for  the  fiscal  year  ended  Dec.  31, 
1914,  follows: 

1914  1913 

Passenger    earnings    $11,464,626  $11,952,286 

Express  earnings 717,129  708,473 

Mail     earnings     11,979  12,031 

Special  car  earnings 46,270  51,038 

Gross    earnings    from    operation $12,240,004      $12,723,828 

Operating  expenses   8,702,660  8,694,230 

Net  earnings  from  operation $3,537,344        $4,029,598 

Income  from  other  sources 273,728  251,937 

Gross  income  less  operating  expenses.  .  .    $3,811,072        $4,281,535 

Deductions  : 

Interest  on  funded  and  floating  debt  and 

Detroit  United  Railway $1,525,954  $1,553,133 

Rapid  Railway  System 178,648  168,098 

Sandwich,  'Windsor  &  Amherstburg  Rail- 
way       37,942  37,534 

Detroit,    Monroe    &    Toledo    Short    Line 

Railway    199,130  168,633 

Detroit,  Jackson  &  Chicago  Railway 224,397  233,660 

Total  interest  and  taxes $2,166,072  $2,151,058 

Credited   to   depreciation    reserve 294,000  500,000 

Credited  to  contingent  liabilitv  reserve..  50,000  100,000 

Dividends     750,000  750,000 

Total  deductions $3,260,072        $3,501,058 

Net    income   to   surplus $551,000  $780,477 

During  the  year  the  gross  earnings  from  operation  de- 
creased $483,824,  or  3.9  per  cent.  This  decrease  was  made 
up  of  a  slight  decrease  in  mail  and  special  car  earnings,  an 
increase  of  $8,656,  or  1.2  per  cent,  in  express  earnings,  and 
a  decrease  of  $487,630,  or  4.08  per  cent,  in  passenger  earn- 
ings. The  operating  expenses  increased  $8,430,  or  0.09  per 
cent,  but  the  income  from  other  sources  also  increased,  to 
the  amount  of  $21,791,  or  8.6  per  cent,  so  that  the  gross 
income  decreased  $470,463,  or  10.9  per  cent.  The  interest 
charges  and  taxes  increased  $15,014,  or  0.69  per  cent,  but 
only  $294,000  and  $50,000  were  credited  to  the  depreciation 
and  contingent  liability  reserves,  respectively,  as  compared 
to  $500,000  and  $100,000  for  the  previous  year.  The  total 
deductions,  therefore,  decreased  $240,986,  or  6.8  per  cent, 
and  the  net  income  to  surplus  decreased  $229,477. 

The  record  of  passengers  carried  during  the  year  showed 
the  following  figures:  Revenue  passengers,  252,961,221; 
transfer  passengers,  85,354,131;  employees,  7,865,048;  total 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


437 


passengers  carried,  346,180,400.  This  was  slightly  less  than 
a  7  per  cent  increase,  as  compared  to  an  increase  of  more 
than  16  per  cent  in  1913  over  1912.  Within  the  one-fare 
zone  the  decrease  in  revenue  from  fares  amounted  to  $585,- 
741,  although  within  the  same  zone  there  was  an  increase 
of  nearly  21,000,000  in  the  number  of  passengers  carried. 
The  receipts  per  revenue  passenger  were  $0.0453  and  per 
passenger  $0.0331.  The  total  car  mileage  was  44,882,720 
car  miles,  the  earnings  per  car  mile  $0.2727,  the  expenses 
per  car  mile  $0.1939,  and  the  net  earnings  per  car  mile 
$0.0788. 

The  depreciation  reserve  on  Dec.  31,  1914,  was  credited 
with  $2,703,627  as  compared  to  $2,483,627  at  the  beginning 
of  the  year.  During  the  twelve  months  the  company  spent 
the  following  amounts  on  capital  account:  Detroit  United 
Railway,  $917,597;  Rapid  Railway,  $87,071;  Detroit,  Monroe 
&  Toledo  Short  Line  Railway,  $48,926;  Detroit,  Jackson  & 
Chicago  Railway,  $3,982,  and  Sandwich,  Windsor  &  Am- 
herstburg  Railway,  $110,577.  The  company  also  expended 
$103,432  in  connection  with  the  State  and  city  appraisals, 
of  which  amount  $61,000  was  charged  to  the  contingent  lia- 
bility reserve  and  the  balance  to  the  operation  account. 
The  balance  in  this  reserve  on  Dec.  31,  1914,  was  $589,000. 

The  total  mileage  of  the  company,  including  side  and 
yard  tracks,  was  on  Dec.  31,  1914,  820.63  miles,  18  miles 
having  been  added  during  the  last  year.  The  company's 
rolling  stock  consists  of  1403  closed  passenger  cars,  263  open 
passenger  cars,  247  freight  and  construction  cars,  36  line 
cars,  84  express  cars,  16  miscellaneous  cars,  2  locomotives, 
3862  motors  and  3057  trucks.  There  are  eleven  power 
houses  with  a  combined  capacity  of  67,290  hp,  two  storage 
batteries  with  a  combined  capacity  of  4500  amperes,  and 
eighteen  substations  with  a  combined  capacity  of  18,900  kw. 


CO-RECEIVERSHIP  IN  BIRMINGHAM 

Independent    Bondholders'    Committee    Through    Court    De- 
cision Wins  Fight  for  Appointment  of  Co-Receiver 

S.  H.  Cunningham,  chairman  of  the  independent  bond- 
holders' committee  for  the  first  mortgage  thirty-year  5  per 
cent  bonds  of  the  Birmingham,  Ensley  &  Bessemer  Railroad, 
Birmingham,  Ala.,  has  announced  that  the  Federal  Court  for 
the  Northern  District  of  Alabama  has  entered  a  decree 
appointing  Augustus  Benners,  a  Birmingham  attorney,  as 
co-receiver  for  the  company  to  act  with  I.  W.  Ross. 

Mr.  Cunningham,  with  certain  stockholders,  recently  peti- 
tioned the  court  for  the  appointment  of  a  co-receiver  to 
bring  suit  for  an  accounting  from  Morris  Brothers,  Phila- 
delphia, who  promoted  the  railway,  expecting  such  minority 
stockholders  as  might  take  part  to  bear  the  expense  of  such 
j.roceedings  if  necessary.  The  co-receiver,  however,  was 
empowered  by  the  court  to  examine  the  facts  and  report  as 
to  the  prosecution  of  this  suit  at  the  expense  of  the  estate. 
If  he  should  not  so  recommend,  the  court  has  intimated  that 
the  suit  may  be  carried  on  for  the  benefit  of  the  railway  at 
the  expense  of  the  stockholders. 

Mr.  Cunningham  states  that  the  contemplated  action  will 
probably  call  on  promoters  for  the  return  of  bonds  or  funds 
in  excess  of  $500,000,  together  with  such  damages  as  have 
accrued  to  the  railway  through  the  failure  of  the  promoters 
to  complete  the  property.  The  independent  bondholders' 
committee  will  offer  every  aid  to  the  new  receiver  in  investi- 
gating this  claim,  including  the  reports  of  its  experts. 

Foreclosure  proceedings  were  recently  instituted  at  the 
expense  of  the  majority  committee  and  the  co-rcceivership 
is  extended  over  the  foreclosure  suit.  Previous  references 
to  the  finances  of  this  company  were  made  in  the  Electric 
Railway  Journal  of  Sept.  12  and  26,  Oct.  3  and  24,  Nov.  14, 
and  Dec.  5  and  19,  1914. 


Barcelona  Traction,  Light  &  Power  Company,  Barcelona, 
Spain. — As  a  result  of  the  announcement  that  the  Barcelona 
Traction,  Light  &  Power  Company  would  be  unable  to  meet 
on  Dec.  1  the  half-yearly  coupons  on  its  £7,500,000  of  5  per 
cent  first  mortgage  bonds,  as  noted  in  the  Electric  Rail- 
way Journal  of  Dec.  12,  a  committee  has  been  formed  in 
the  interests  of  the  bondholders  to  confer  with  the  company 
in  respect  to  a  financial  readjustment.  At  the  time  of 
deferring  the  interest,  the  directors  stated  that  they  had 
under  consideration  a  plan  for  providing  the  company  with 


the  necessary  funds  for  continuing  construction  and  for 
the  adjustment  of  the  maturing  interest.  The  new  com- 
mittee is  expected  to  arrange  for  a  meeting  of  the  bond- 
holders, at  which  it  is  hoped  the  directors  will  be  able  to 
present  proposals  for  the  refinancing. 

Cape  Electric  Tramways,  Ltd.,  Cape  Town,  South  Africa. 
— The  report  of  the  Cape  Electric  Tramways,  Ltd.,  shows 
that  during  the  year  ended  June  30,  1914,  the  company 
made  a  profit  of  £78,866,  and  after  providing  for  debenture 
interest,  redemption  of  debentures,  and  the  balance  from 
the  previous  year,  there  was  a  net  credit  balance  of  £32,617. 
From  this  amount  the  reserve  fund  was  credited  with 
£8,000,  leaving  a  balance  of  £24,617.  In  Cape  Town  the 
tramways  carried  16,576,992  passengers,  earning  £155,472, 
as  compared  to  14,779,709  passengers,  earning  £144,221,  in 
1913.  In  Port  Elizabeth  the  result  of  the  operations  showed 
4,309,154  passengers,  earning  £44,936,  as  compared  to  4,155,- 
711  passengers,  earning  £43,035,  in  1913.  The  report  states 
that  the  tramway  receipts  showed  satisfactory  advances, 
but  on  account  of  increased  maintenance  cost  and  taxes 
the  net  profits  decreased.  On  account  of  serious  financial 
and  trading  conditions  brought  about  by  the  European 
war,  the  directors  decided  to  recommend  the  declaration 
of  a  dividend  of  only  2%  per  cent. 

Columbus  Railway  &  Light  Company,  Columbus,  Ohio. — 
The  directors  of  the  Columbus  Railway  &  Light  Company 
have  declared  a  dividend  of  75  cents  a  share  on  the  capital 
stock,  payable  Feb.  25.  No  dividend,  however,  will  be  paid 
to  holders  of  stock  who  are  in  default  of  assessments  due 
on  Dec.  30,  1913,  or  on  June  30,  1914,  but  the  dividend 
instead  will  be  applied  on  the  assessments  as  of  Feb.  25. 

Dallas  Electric  Company,  Dallas,  Tex. — Perry,  Coffin  & 
Burr,  New  York,  are  offering  at  97 ^  and  interest,  to  yield 
more  than  5.4  per  cent,  $150,000  of  first  mortgage  (closed) 
collateral  trust  5  per  cent  bonds  of  the  Dallas  Electric  Cor- 
poration, due  on  April  1,  1922.  The  Dallas  Electric  Com- 
pany, which  is  the  successor  of  the  Dallas  Electric  Corpora- 
tion, controls  practically  all  the  street  railway,  lighting  and 
power  business  in  Dallas. 

Fairmount  Park  Transportation  Company,  Philadelphia, 
Pa. — Under  the  present  plan  of  reorganization  for  the  Fair- 
mount  Park  Transportation  Company,  an  assessment  of 
$3.50  per  share  is  proposed  to  provide  $70,000  required  to 
meet  the  floating  debt  of  $26,149,  improvements  to  plant 
to  cost  $7,000,  interest  and  sinking  fund  payments  on  the 
first  mortgage  bonds  of  $31,750  and  about  $5,000  of  or- 
ganization expenses  for  the  new  company  to  be  formed. 
The  present  capital  stock  will  be  reduced  from  $2,000,000, 
of  which  $1,750,000  is  now  outstanding,  to  $500,000  in  the 
new  company.  Of  the  new  stock,  $100,000  will  be  7  per 
cent  preferred,  cumulative  after  Jan.  1,  1916,  and  $400,000 
common,  par  value  $10.  The  first  mortgage  bonds  will  not 
be  disturbed.  Those  who  subscribe  to  the  new  company 
will  receive  one  share  of  preferred  stock  and  five 
shares  of  common  stock,  a  total  of  $60  par  value,  for 
each  $10  paid.  At  present  holders  of  about  24,500  shares 
of  stock,  out  of  40,000,  have  notified  the  committee  that 
they  would  agree  to  the  plan.  The  reorganization  com- 
mittee consists  of  P.  E.  Foerderer,  C.  J.  Jones,  A.  C. 
Gibson,  W.  L.  Chrisman  and  S.  M.  Clements,  Jr.  A  pre- 
liminary reference  to  the  reorganization  of  this  com- 
pany appeared  in  the  Electric  Railway  Journal  of 
Jan.   16. 

Fresno  (CaL)  Interurban  Railway. — The  Railroad  Com- 
mission of  California  has  denied  the  application  of  the 
Fresno  Interurban  Railway,  noted  in  the  Electric  Railway 
Journal  of  Jan.  2,  to  issue  twenty  shares  of  capital  stock 
to  be  sold  at  80  and  $14,700  of  ten-year  6  per  cent  bonds  to 
be  sold  at  90  for  the  purpose  of  providing  funds  for  the 
purchase  of  equipment  and  for  the  payment  of  certain  en- 
gineering, administration,  legal  and  contingent  costs.  It 
appears  on  examination  that  such  items  were  properly  taken 
care  of  in  the  original  authorization  of  securities  and  that 
an  additional  issue  is  not  necessary  at  present. 

Humboldt  Transit  Company,  Eureka,  Cal. — The  Railroad 
Commission  of  California  has  authorized  the  Humboldt 
Transit  Company  to  issue  and  pledge  $18,000  of  first  mort- 
gage 5  per  cent  sinking  fund  thirty-year  gold  bonds  to  the 
Pacific  Coast  Casualty  Company  as  surety  for  a  bond  cov- 
ering a  stay  of  execution  in  a  damage  case.     Previous  ref- 


438 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9' 


erence  to  this  application  was  made  in  the  Electric  Rail- 
way Journal  of  Jan.  30. 

International  Railway,  Buffalo,  N.  Y. — Harris,  Forbes  & 
Company,  New  York;  N.  W.  Harris  &  Company,  Boston, 
and  Harris  Trust  &  Savings  Bank,  Chicago,  are  offering 
at  921/2  and  interest  a  block  of  $600,000  of  refunding  and 
improvement  5  per  cent  gold  bonds  of  the  International 
Railway,  dated  Nov.  1,  1912,  and  due  on  Nov.  1,  1962.  These 
bonds  are  coupon  in  type  for  $1,000  denomination  and 
registered  for  $1,000  and  multiple  denominations,  and  are 
callable  at  110  and  interest  on  any  interest  date.  Including 
the  present  block,  there  are  now  outstanding  $11,156,000  of 
an  authorized  issue  of  $60,000,000,  of  which  $11,662,500  are 
reserved  to  retire  divisional  bonds.  The  bonds  are  secured 
by  a  direct  mortgage  on  the  entire  property  of  the  company, 
subject  to  the  divisional  bonds.  The  mortgage  contains 
provision  for  a  sinking  fund  whereby,  commencing  with 
1912,  annual  sums  will  be  set  aside  sufficient  by  July,  1949, 
to  retire  all  except  $640,500  of  the  divisional  bonds.  The 
refunding  and  improvement  bonds  will  then  be  secured  by  a 
first  mortgage  on  the  entire  property  of  the  company,  ex- 
cept a  small  amount  of  suburban  mileage  covered  by  the 
$640,500  of  divisional  bonds  before  mentioned.  For  the  year 
ended  Dec.  31,  1914,  net  earnings  were  more  than  twice  the 
bond  interest. 

Middle  West  Utilities  Company,  Chicago,  111. — The  Illinois 
Trust  &  Savings  Bank,  Russell,  Brewster  &  Company  and 
others  in  Chicago  and  a  syndicate  formed  by  A.  H.  Bickmore 
and  associates  in  New  York  are  offering  an  issue  of  $500,000 
of  6  per  cent  ten-year  collateral  gold  bonds  of  the  Middle 
West  Utilities  Company,  dated  Jan.  1,  1915.  The  bonds  are 
sold  to  yield  6.75  per  cent.  These  bonds  are  secured  by  the 
pledge  of  mortgage  bonds  on  property  of  subsidiary  com- 
panies owned  entirely  or  controlled  by  the  Middle  West 
Utilities  Company.  President  Insull  states  that  companies 
whose  bonds  are  pledged  for  this  issue  show  an  average 
ratio  of  net  earnings  to  bond  interest  of  1.6. 

Montreal  Tramways  &  Power  Company,  Montreal,  Que. — 

It  is  announced  that  Potter,  Choate  &  Prentice  have  pur- 
chased $7,000,000  of  two-year  6  per  cent  collateral  trust  gold 
notes,  to  be  dated  April  1,  from  the  Montreal  Tramways  & 
Power  Company.  These  notes  are  issued  to  refund  $1,350,- 
000  of  notes  which  came  due  on  Jan.  1,  and  which  were  se- 
cured by  bonds  of  the  Canadian  Light  &  Power  Company, 
and  also  to  refund  $5,000,000  of  6  per  cent  notes  coming  due 
on  April  1,  the  additional  amount  of  new  notes  being  issued 
for  various  corporate  purposes.  It  is  reported  that  a  large 
portion  of  the  notes  has  already  been  placed  privately,  and 
that  any  offer  of  exchange  to  the  old  holders  must  be  limited 
in  amount.  The  notes  will  be  callable  in  one  year,  April  1, 
1916,  at  the  option  of  the  company  at  par  and  interest,  on 
sitxy  days'  notice. 

Oakland,  Antioch  &  Eastern  Railway,  Oakland,  Cal. — 
The  committee  selected  to  prepare  a  new  financial  plan  for 
the  Oakland,  Antioch  &  Eastern  Railway  consists  of  Osgood 
Hooker,  A.  Christeson,  J.  J.  Mahony,  Philip  Bancroft,  John 
Lawson,  L.  S.  Bachman  and  Fred  H.  Beaver. 

Pacific  Gas  &  Electric  Company,  San  Francisco,  Cal. — The 
Railroad  Commission  of  California  has  authorized  the  Pacific 
Gas  &  Electric  Company  to  issue  $4,000,000  of  5  per  cent 
one-year  gold  notes  dated  Dec.  15,  1914,  these  bonds  being 
covered  by  a  trust  agreement  to  F.  N.  B.  Close,  trustee,  and 
secured  by  collateral  consisting  of  $5,000,000  of  convertible 
general  lien  bonds,  series  A,  and  $5,000,000  of  general  and 
refunding  mortgage  gold  bonds,  series  A.  The  application  for 
these  notes  and  the  sale  thereof  were  noted  in  the  Electric 
Railway  Journal  of  Jan.  16,  Jan.  23  and  Jan.  30. 

Stockton  Terminal  &  Eastern  Railroad,  Stockton,  Cal. — 
The  Stockton  Terminal  &  Eastern  Railroad,  operating  be- 
tween Stockton  and  Bolleta,  San  Joaquin  County,  on  Feb.  18, 
filed  an  application  with  the  Railroad  Commission  of  Cali- 
fornia requesting  authority  to  issue  $319,500  of  bonds  to  be. 
used  in  completing  its  line  to  Jenny  Lind,  Calaveras  County. 

Stockton  (Cal.)  Electric  Railroad. — The  official  headquar- 
ters of  the  Stockton  Electric  Railroad  have  been  moved 
from  Los  Angeles  to  San  Francisco. 

Third  Avenue  Railway,  New  York,  N.  Y. — At  a  meeting 
of  the  directors  of  the  Third  Avenue  Railway  on  Feb.  23, 


Lyon  F.  Strauss  and  Edwin  M.  Burghart  were  elected 
directors  to  succeed  F.  L.  Babcock  and  M.  Furgeson,  re- 
signed. Mr.  Strauss  represents  the  committee  of  stock- 
holders which  recently  investigated  the  affairs  of  the  com- 
pany and  recommended  a  dividend  payment,  as  noted  in  the 
Electric  Railway  Journal  of  Feb.  6.  Mr.  Burghart  repre- 
sents the  George  Ehret  Estate.  It  is  reported"  that  the 
question  of  the  dividend  was  not  raised  at  the  meeting  of 
the  directors,  and  that  no  dividend  will  be  thought  of  for  at 
least  six  months. 


DIVIDENDS  DECLARED 

Northern  Ohio  Traction  &  Light  Company,  Akron,  Ohio, 
quarterly,  H4  per  cent,  common. 

Terre  Haute  Traction  &  Light  Company,  Terre  Haute, 
Ind.,  3  per  cent,  preferred. 

Washington  Railway  &  Electric  Company,  Washington, 
D.  C,  quarterly,  1%  per  cent,  preferred;  quarterly,  1%  per 
cent,  common. 

ELECTRIC   RAILWAY  MONTHLY  EARNINGS 

BANGOR   RAILWAY   &   ELECTRIC    COMPANY,    BANGOR, 
MAINE. 

Gross  Operating  Net          Fixed  Net 

Period                Earnings  Expenses  Earnings  Charges  Surplus 

Im     Dec.     '14         $6.5,509  »$29,753  $35,756       $17,462  $18,294 

1  "         "         '13           65,645  'SO, 726  34,919         17,354  17,565 

12"         "         '14         777,752  •375,219  402,533       209,118  193,415 

12  ■'         •'         '13         764,085  '346,512  417,573       207,584  209,989 

CHATTANOOGA    RAILWAY    &    LIGHT    COMPANY,    CHATTA- 
NOOGA, TBNN. 

$29,337  $6,466 

26,114  13,490 

339,409  45,964 

298,082  189,221 

COMMONWEALTH   POWER,   RAILWAY  &  LIGHT   COMPANY, 
GRAND  RAPIDS,  MICH. 

Im  Dec.  '14  $1,341,385  •$666,266  $675,119  $372,263  $302,856 

1  ••    "    '13  1,349,191  '726,726  622,465  336,308   286,157 

12 14  14,006,484  •7,549,898  6,456,586  4,212,852  2,243,734 

12  "         "         '13  13,669,321  '7,678,891  5,990,430  3,864,853   2,125,577 

CUMBERLAND    COUNTY    POWER    &    LIGHT    COMPANY, 
PORTLAND,    MAINE. 


Im., 

Dec, 

'14 

$89,012 

•$66,141 

$22,871 

1  " 

" 

'13 

100,378 

•60,774 

39,604 

12  " 

<• 

'14 

1,085,096 

•699,723 

385,373 

12  " 

" 

'13 

1,204,928 

•717,625 

487,303 

Im.,  Dec,     '14  $203,510  •$124,269       $79,241 

1 13  205,547  •116,063         89,484 

12 14  2,513,620  $1,457,020  1,056,600 

12 13  2,354,797  •I, 312, 873  1,041,924 


$62,523  $16,718 

63,576  25,908 

758,859  297,741 

714,273  327,651 


EAST  ST.  LOUIS  &  SUBURBAN  COMPANY,  EAST  ST.  LOUIS, 

ILL. 

Im.,  Dec,   '14   $213,997  •$108,860  $105,137   $71,748  $33,389 

1  "    ••    '13    238,628   •142,954    95,674    46,652  49,022 

12 14   2,623,827  •1,616,214  1,007,613   701,949  305,664 

12 13  2,700,966  '1,604,403  1,096,563   589,134  507,429 

GRAND  RAPIDS    (MICH.)    RAILWAY. 

Im.,  Dec,   '14   $125,913   '$64,732   $61,181   $12,162  $49,019 

1 13    122,461    '72,321    50,140    12,421  37,719 

12 14  1,286,568   '829,637   456,931   161,778  295,153 

12  "    ■'    '13  1,301,403   '803,607   497,796   166,633  331,163 

LEWISTON,  AUGUSTA  &  WATERVILLE  STREET  RAILWAY, 
LEWISTON,    MAINE. 


Im.,  Dec,  '14 

1 13 

12 14 

12  "    "    '13 


$50,073 

50,420 

676,922 

675,554 


'$38,657 

'37,118 

'467,809 

'427,715 


$11,416 

13,302 

209,113 

247,839 


$15,634  t$4,218 

15,338  t2,036 

186,417  22,696 

179,575  68,264 


NASHVILLE    RAILWAY    &    LIGHT    COMPANY,    NASHVILLE, 

TENN. 


lm.,Dec,   '14  $197,278  '$109,647  $87,631 

1 13  197,893  '110,183  87,710 

12"    "    '14  2,240,308  '1,352,324  887,984 

12 13  2,207,246  '1,339,019  868,227 


$31,079  $56,552 

39,928  47,782 

499,671  388,313 

464,235  403,992 


PHILADELPHIA     (PA.)     RAPID    TRANSIT    COMPANY. 

Im.,  Jan.,      '15   $1,998,396   $1,173,758    $824,637    $812,414  $12,224 

1  "         "         '14      2,006,527      1,202,056       804,471       802,682  1,789 

7 15   13,943,518      8,072,479   5,871,040   5,660,369  210,671 

7"         "         '14   14,246,065      8,338,0915,907,974   5,598,842  309,132 

PORTI.,AND    (MAINE)    RAILROAD. 

lm.,Dec,      '14  $81,058  '$53,318  $27,740  $21,332  $6,408 

1 13  79,867  '51,057  28,810  23.498  5,312 

12 14  1,044,842  '647,241  397,601  250,604  146,997 

12"         "         '13  1,036,316  '689,476  346,840  180,881  165,959 

PORTLAND     RAILWAY,     LIGHT    &    POWER    COMPANY, 
PORTLAND,    ORE. 


Im.,  Dec, 

1  " 
12" 
12" 


•14  $514,493  '$255,483    $259,010  $182,974       $76,036 

'13  607,476  ^275, 872       331,604  175,483       156,121 

•14  6,273,171  •3,263,883   3,009,288  2,172,678       836,610 

'13  6,723,742  '3,298,310   3,425,432  2,008,602   1,416,830 


•Includes  taxes.     tDeflclt. 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


439 


Traffic  and  Transportation 

DECISION  IN  ROCHESTER  FARE  CASE 

Three-Cent  Fare  in  Rush  Hours  Denied  by  Public  Service 
Commission 

The  Public  Service  Commission  of  the  Second  District 
of  New  York  in  an  opinion  by  Commissioner  Martin  S. 
Decker  holds  that  on  the  case  as  submitted  it  is  bound  by 
law  to  dismiss  the  complaint  of  the  city  of  Rochester  asking 
for  a  3-cent  fare  during  rush  hours  on  the  New  York  State 
Railways  lines  in  the  Rochester  5-cent  fare  zone.  For  this 
case  both  parties  agreed  to  accept  the  tax  valuation  of  $10,- 
791,124  as  the  amount  on  which  the  company  is  entitled  to 
return  in  the  Rochester  5-cent  fare  zone,  and  the  commission 
finds  that  a  far©  reduction  to  3  cents  during  rush  hours 
would  bring  the  company  a  return  of  only  4.55  per  cent. 
This  rate  of  return  is  held,  in  accordance  with  ruling  cases 
in  the  courts,  to  be  below  the  fair  rate  which  the  company  is 
entitled  to  earn. 

It  was  argued  that  increased  business  resulting  from 
the  3-cent  fare  would  reimburse  the  company  for  the  cut 
from  5  cents.  The  commission  finds  that  such  an  increase 
would  have  to  amount  to  20  per  cent  of  the  business  of  the 
last  year.  This  increase  would  have  to  take  place  at  the 
time  of  day  when  the  system  is  already  taxed  to  its  capacity, 
and  the  opinion  of  Commissioner  Decker  says  that  it  is 
"far  beyond  any  increased  net  revenue  which  can  upon  any 
broad  estimate  be  safely  contemplated."  The  case  is  the 
first  application  that  the  commission  has  had  for  a  3-cent 
fare.  The  grounds  of  the  complaint  were  that  the  reduc- 
tion, which  it  was  alleged  the  company  could  afford  to 
make,  would  encourage  the  large  working  population  of 
Rochester  to  establish  homes  away  from  the  congested  busi- 
ness centers. 

The  commission  says  that  it  must  assume  that  the  rate 
complained  of  is  not  unreasonable  unless  it  shall  appear 
that  the  company's  revenue  from  Rochester  traffic  is  so 
greatly  in  excess  of  a  fair  return  that  the  reduction  as  de- 
manded in  the  complaint  would  be  fair  and  reasonable  and 
is  required  in  the  public  interest.  It  appears  from  the 
opinion  of  Commissioner  Decker  that  the  proposed  reduc- 
tion would  reduce  the  company's  revenue  as  for  the  year 
ended  June  30,  1914,  $434,459,  and  that  the  company  would 
have  left  a  remainder  of  revenue,  after  paying  operating 
expenses  and  taxes  of  $491,660.  Such  remaining  revenue 
applied  to  the  valuation  of  $10,791,124,  which  was  accepted 
by  agreement  of  the  parties,  would  give  the  company  a  re- 
turn of  4.55  per  cent.  This  rate  of  return  is  held,  in  accord- 
ance with  ruling  cases,  to  be  below  the  fair  rate  which 
the  respondent  company  is  entitled  to  earn. 

The  company  claimed  that  certain  large  amounts  should 
be  deducted  from  its  revenue  from  operation  in  the  Roches- 
ter 5-cent  fare  zone  for  that  year,  which  were  first  stated 
in  the  case  to  be  $1,033,658.  The  items  so  claimed  to  have 
been  omitted  by  the  company  were:  first,  $19,031,  for  rental 
of  subway  containing  wires  carrying  current  to  its  lines; 
second,  accrued  accident  and  damage  liabilities  for  the  year 
$108,209;  third,  wages  increased  as  the  result  of  an  arbi- 
tration award  made  while  the  hearings  were  in  progress 
and  which  dates  back  to  part  of  the  year  ended  June  30, 
1914,  $48,506.  The  commission  allows  the  first  and  third 
items,  and  reduces  the  second  item  to  $40,000.  The  com- 
pany also  claimed  a  reduction  for  extraordinary  renewals 
and  replacements,  the  claim  amounting  in  the  maximum  to 
$218,194.  The  commission  does  not  pass  upon  this  item  and 
excludes  it  in  its  determination.  The  total  reduction  from 
income  on  account  of  the  above  stated  omitted  expense  item 
is  $107,537. 

The  commission  also  finds  that  if  the  increase  of  wages 
is  excluded  from  consideration  the  net  operating  income 
would  be  $974,626,  and  after  deducting  the  reduction  which 
would  be  caused  by  lowering  the  fare  in  the  rush  hours 
from  5  cents  to  3  cents  the  amount  remaining  would  be 
$540,167,  and  that  this  sum  would  be  5  per  cent  upon  the 
agreed  valuation.  It  is  found  by  the  commission  upon  re- 
port of  its  electrical  engineer  that  the  company's  expense 
for  electric   power  in   Rochester  is   not  excessive  as  com- 


pared with  the  price  paid  for  street  railway  power  in 
Buffalo  or  Syracuse. 

The  commission  discusses  the  question  whether  there 
would  be  such  an  increase  of  net  revenue  from  the  operation 
of  the  reduced  rate  as  would  cause  the  net  revenue  to  reach 
a  fair  return  upon  the  agreed  valuation.  Assuming  the 
increase  of  net  revenue  must  be  2  per  cent  in  order  to 
reach  a  fair  return  upon  the  agreed  valuation  the  commis- 
sion holds  that  this  would  be  equal  to  $215,822,  this  being 
more  than  a  20  per  cent  increase  on  the  entire  net  revenue 
for  the  year  ended  June  30,  1914,  exclusive  of  any  deductions 
for  omitted  items.  The  commission  say  that  such  20  per 
cent  increase  in  net  revenue  must  come  from  an  increase  of 
persons  riding  due  to  the  3-cent  fare  during  the  busiest 
hours  of  the  day  when  the  present  car  capacity  is  most 
heavily  taxed,  and  new  travel  to  bring  in  such  net  revenue 
increase  must  be  sufficient  to  pay  for  the  operation  of  the 
required  additional  cars  properly  to  accommodate  all  pas- 
-sengers  during  the  rush  hours.  Of  this  Mr.  Decker's  opin- 
ion says: 

"In  all  cases  the  effect  of  a  reduced  passenger  rate  upon 
traffic  is  largely  speculative.  In  this  case  the  reduced  fare 
would  not  fill  empty  or  partly  empty  operated  cars,  for  it 
is  within  our  general  knowledge  that  Rochester  cars  during 
the  rush  hour  periods,  as  in  most  of  the  large  cities,  are 
all  fairly  and  we  think  fully  required  to  meet  present  de- 
mands. We  cannot  assume  from  these  considerations  that 
the  3-cent  fare  as  applied  to  rush  hour  travel  would  bring 
up  the  net  revenue  to  any  such  extent  as  under  the  figures 
guiding  us  here  must  result  in  order  to  warrant  the  reduc- 
tion sought  upon  this  complaint.  If  the  difference  were 
small  we  might  find  that  some  increase  of  net  revenue  would 
result.  This  large  deficit,  amounting  to  as  much  as  20  per 
cent  of  the  1914  revenue  from  operation  and  2  per  cent 
of  the  agreed  valuation,  is  far  beyond  any  increased  net 
revenue  which  can  upon  any  broad  estimate  be  safely  con- 
templated as  a  probable  result  of  the  proposed  decrease  of 
fare." 

Referring  to  the  valuation  of  $10,791,124  as  having  been 
agreed  upon  by  the  parties  themselves  for  the  purpose  of 
the  case  the  commission  says: 

"It  follows  that  we  have  here,  as  covering  valuation  of 
property,  an  'agreed  case,'  as  by  and  between  the  parties, 
and  therefore  one,  concerning  that  branch  of  the  case,  in 
which  there  is  no  room  for  further  inquiry  and  no  basis 
for  stating  objections  concerning  any  part  of  such  valua- 
tion, however  pertinent  and  forceful  in  an  open  case  in- 
volving valuations  such  objections  might  be." 

The  commission  points  out  that,  unlike  most  other  car- 
riers' rate  cases,  there  were  no  preliminary  considerations 
by  which  to  determine  whether  the  5-cent  rate  of  fare  was 
in  and  of  itself  or  as  applied  to  the  community  in  general 
unreasonable  or  unjust,  and  calls  attention  to  the  following 
facts:  The  rate  complained  of  has  not  been  advanced;  the 
rate  has  been  long  in  force;  it  applies  throughout  the  whole 
city  and  takes  in  all  line  extensions  which  may  be  maae 
from  time  to  time  throughout  the  city;  the  5-cent  rate  itself 
is  a  maximum  charge  fixed  by  the  Legislature;  it  is  the 
common  street  car  rate  of  fare  throughout  the  entire  State 
and  all  cities  and  other  municipalities;  there  have  not  been 
shown  to  exist  in  Rochester  any  special  or  peculiar  condi- 
tions affecting  actual  travel  which  do  not  obtain  in  other 
large  cities  such  as  Buffalo,  Syracuse,  Utica  or  Albany, 
certainly  none  that  create  any  sharp  distinctions. 

The  real  question  for  determination  in  this  case  was 
whether  the  respondent's  total  revenue  from  its  operations 
within  the  Rochester  5-cent  fare  zone  was  excessive  to  the 
extent  that  the  proposed  reduction  in  fare  from  5  cents  to 
3  cents  during  the  week  day  rush  hours  was  fairly  justified 
and  required.  For  the  reasons  above  stated  the  commis- 
sion found  that  the  reduction  asked  for  in  the  complaint 
would  reduce  the  company's  return  upon  the  agreed  valua- 
tion below  the  rate  of  return  which  is  justified  in  law,  and 
therefore  that  the  relief  sought  by  the  complainant  could 
not  be  granted.    In  conclusion  the  commission  said: 

"If  the  valuation  is  not  too  high,  and  that  is  a  matter 
which  can  not  be  discussed  under  the  agreement  to  use  the 
valuation,  then  the  return  of  4%  to  5  per  cent  is  too  low 
to  permit  the  reduction  demanded.  There  is  no  escape  from 
that  conclusion.    In  so  holding  we  are  controlled  by  the  law. 


440 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


with  no  room  in  any  sense  for  the  exercise  of  discretion. 
A  6  per  cent  return  upon  capital  employed  in  the  public 
service  has  been  deemed  to  be  a  minimum  fair  return,  and 
this  after  all  other  allowances  necessary  to  the  conduct  of 
the  business  shall  have  been  made.  In  many  cases  a  con- 
siderably higher  rate  of  return  has  been  held  to  be  re- 
quired. There  may  arise  here  and  there  cases  of  over 
installation  of  property  or  over  extension  of  lines  where,  the 
general  rate  being  involved,  peculiar  conditions  would  justify 
the  conclusion  that  a  lower  return  than  has  been  ordinarily 
allowed  would  be  fair.  But  we  have  no  such  peculiar  con- 
ditions in  this  case  where  a  special  rate  is  demanded  and  all 
of  respondent's  property  and  lines  are  fully  required  for 
the  public  service  in  Rochester.  Since  we  find  that  the  pro- 
posed reduction  would  reduce  respondent's  net  revenue  from 
operation  on  the  basis  of  the  traffic  for  the  year  ended 
June  30,  1914,  to  as  low  as  41/2  or  5  per  cent  upon  the 
valuation  agreed  upon  by  the  parties  herein  it  is  idle  to 
speculate  upon  what  would  be  a  fair  return  upon  such 
valuation  to  the  respondent." 


ANOTHER  COMPANY  PUBLICATION 

The  Southern  Public  Utilities  Company  Magazine  has 
been  established  by  the  Southern  Public  Utilities  Company, 
Charlotte,  N.  C,  "in  the  interests  of  the  company  and  for 
the  pleasure  and  profit  of  the  employees  and  the  public  they 
serve."  The  first  issue  is  dated  Feb.  10.  It  contains  twenty- 
eight  pages  and  cover.  The  size  is  6  by  9  in.  Z.  V.  Taylor, 
president  of  the  company,  in  announcing  the  publication 
said: 

"For  its  own  interests,  and  the  pleasure  and  benefit  of  its 
officers  and  employees,  the  Southern  Public  Utilities  Com- 
pany has  created  a  publicity  department,  the  chief  activity 
of  which  is  the  publication  of  this  magazine,  a  copy  of  which 
goes  to  every  officer  and  employee  of  the  company.  The 
publicity  department  has  been  created  for  the  sole  purpose 
of  bringing  the  men  in  the  various  departments  into  closer 
relation  with  the  management  and  with  themselves,  and  in 
this  way  developing  a  higher  degree  of  efficiency,  the  ulti- 
mate aim  being  to  make  every  patron  of  the  utilities  oper- 
ated by  Southern  Public  Utilities  Company  a  satisfied  cus- 
tomer. In  charge  of  this  department,  the  company  has 
placed  Leake  Carraway,  a  newspaper  man  of  long  years  of 
training,  competent  and  efficient,  and  for  him  the  company 
asks  the  co-operation  of  every  officer  and  employee,  so  that 
this  department  may  at  once  begin  performing  its  proper 
function.  The  purpose  of  the  department  and  the  magazine 
will  be  gone  into  more  in  detail  by  the  editor." 

Mr.   Carraway   said   in   part: 

"This  publication  will  be  used  to  tell  from  time  to  time 
of  especial  achievements  of  individuals,  departments,  and 
branches,  giving  credit  where  credit  is  due.  The  manage- 
ment desires  the  employees  to  consider  this  magazine  their 
own  personal  property,  and  suggestions  concerning  its  con- 
tents will  always  be  gladly  received,  the  object  being  to 
print  herein  such  matter  as  may  be  of  value  to  them.  The 
hearty  co-operation  of  the  men  is  asked  by  the  editor,  with- 
out which  the  publication  will  fail  to  perform  its  proper 
function.  He  invites  personal  letters  and  visits  from  the 
men  at  their  convenience  and  pleasure,  and  believes  that 
with  their  assistance  the  magazine  may  be  made  of  great 
benefit  and  pleasure  to  them,  and  incidentally  of  value  to 
the  public  through  service  rendered." 


TRANSFER  SUIT  DECISION 

Judge  A.  J.  Murphy,  of  the  Wayne  Circuit  Court,  handed 
down  an  important  and  interesting  opinion  in  a  suit  for 
damages  against  the  Detroit  (Mich.)  United  Railway  over 
a  transfer  dispute  when  he  held  that  it  is  not  proper  for  a 
passenger  so  to  conduct  himself  as  to  interrupt  the  con- 
tinuity of  street  railway  service.  In  directing  a  verdict  for 
the  defendant  company.  Judge  Murphy  laid  down  the  princi- 
ple that  the  inconvenience  of  the  individual  must  be  subordi- 
nated to  the  convenience  of  the  public.  He  outlined  that  the 
passenger  could  have  paid  another  fare  or  left  the  car,  and 
it  was  his  legal  duty  to  do  one  or  the  other.  Failing  in 
either,  and  holding  up  the  service  in  an  altercation  with  the 
conductor  to  the  inconvenience  of  the  traveling  public,  the 
plaintiff  was  without  redress,  the  judge  decided. 


INDIANAPOLIS  TRAFFIC 

Official    Statement    of    Passenger    Traffic    and    Interurban 
Statistics  at  the  Indianapolis  Traction  Terminal 

The  following  tables  relating  to  the  interurban  passen- 
ger traffic  handled  through  the  traction  terminal  station  at 
Indianapolis,  just  made  public  by  E.  B.  Peck,  vice-president 
of  the  Indianapolis  Traction  &  Terminal  Company,  who- 
has  the  direct  management  of  the  terminal  stations  and 
building,  show  an  increase  of  nearly  500,000  passengers 
for  the  year  1914  as  compared  with  1913.  The  population 
of  Indianapolis  in  1900,  when  the  first  interurbans  entered 
the  city,  was  169,164.  It  is  now  estimated  as  slightly  in 
excess  of  250,000,  and  a  great  deal  of  the  growth  of  the 
city  is  attributed  to  the  rapid  development  of  the  interurban 
systems.  In  considering  the  7,012,763  passengers  actually 
handled  in  and  out  of  Indianapolis  in  1914,  each  person  is. 
theoretically  considered  as  making  a  round  trip,  and  on 
this  basis  the  actual  number  of  visitors  to  Indianapolis, 
during  the  year  is  estimated  at  3,506,281. 

Dates  When  Interurban  I^ines  Commenced  Operating  Into 
Indhnapolis 

Indianapolis,  Columbus  &  Southern  Traction  Co Jan.       1,  190O 

T.  H,  I.  &  K. — Eastern  Division June  17,  1900 

Indiana  Union  Traction — Muncie  Division Jan.       1,  1901 

T.  H.  I.  &  K. — Martinsville  Division Auk 

T.  H.  I.  &  E. — Brazil  Division '    Sept 

Indianapolis  &  Cincinnati — Shelby ville  Division Sept 

T.  H.  I.  &  E. — Northwestern  Division Oct. 

Indiana  Union  Traction — Logansport  Division Dec. 

Indianapolis  &  Cincinnati — Rushville  Division July, 

T.  H.  I.  &  E, — Danville  Division Sept. 

Indianapolis,  Crawfordsville  &  Western July 

Indianapolis,  Newcastle  &  Toledo June  29,  1910 

Beech  Grove  Traction  Company March,     191] 

The  total  number  of  passengers  carried  since  1900  was  as 
follows:  1900,  377,761;  1901,  955,554;  1902,  1,523,411;  1903, 
2,347,936;  1904,  3,274,654;  1905,  3,881,332;  1906,  4,469,982; 
1907,  5,032,677;  1908,  4,979,371;  1909,  5,156,906;  1910,  5,736,- 
272;  1911,  6,279,822;  1912,  6,431,714;  1913,  6,524,366;  1914, 
7,012,763. 

Indianapolis    Traction    &    Terminal    Company,    Total    Number 

Interurba.m  and  Suburban  Passengers  Arriving  and 

Departing — Indianapolis 

Passengers, 
Month  1914 

January    478,863 

February    401,591 

March .509,399 

April   538,348 

May 715,284 

June    666,108 

July 735,369 

August    683,369 

September    618,406 

October 594,270 

November    527,556 

December 544,200 


2,  1902 
15,  1902 
12,  1902 

9.  1903 

3,  1903 
1905 

1,  1906 

4,  1907 


Passengers, 
1913 
479,855 
448,686 
411,531 
438,073 
645,432 
672,562 
710,220 
659,443 
584,804 
555,272 
381,853 
536,635 

6,524,366 

17,875 

Indianapolis    Traction    &    Terminal    Company,    Total    Number 
Interurban  and  Suburban  Cars  Arriving  and 
Departing — Indianapolis 
-1914 — 


Totals 7,012,763 

Average  per  day 19,213 


Passenger 

Month  Cars 

January    20,149 

February      17,315 

March 20,832 

April 20,584 

May     24,243 

June    23,078 

July     24,896 

August    23,984 

September    22,364 

October 21,230 

November    20,069 

December    21,062 

Totals 259,806 


Average  per  day. 


712 


Freight 
Cars 
2,036 
1,692 
2,021 
2,085 
2,113 
2,191 
2,266 
2,347 
2,260 
2,296 
2,051 
2,130 

25,488 

70 


, 1913- 

Passenger 

Cars 

20,058 

18,434 
tl6,442 

16,260 

22,499 

22,683 

24,120 
t23,506 

22,742 

22,053 
•15,692 

22,064 

246,823 


Freight 
Cars 
2,057 
1,832 
1,554 
1,503 
2,107 
2,182 
2,302 
2,058 
2,155 
2,320 
1,480 
1,951 

23,501 


676 


tFlood  March  25,  1913.     Jlnterurban  strike  Aug.  25,  1913.     'Indi- 
anapolis strike  Oct.  31,  1913. 

Through  I-,imited  Trains  Are  Operated   Between  Indianapolis 


and 


Miles 

Ft.  Wayne,  Ind 136 

(Soshen,  Ind 160 

Louisville,  Ky 117 

Terre  Haute,  Ind 72 

Marlon,  Ind 72 

Lafayette.    Ind 70 

Richmond,    Ind 70 

Muncie,  Ind 57 

Connersvlllc.  Ind 58 

Greensburg,  Ind 49 


Time 

4  hours  55  min. 

5  hours  27  min. 
4   hours 

2  hours  25  min. 
2  hours  4  0  min. 
2  hours  1(1  min. 
2  hours  35  min. 
1  hour  50  mill. 
1  hour  55  min. 
1  hour     45  min. 


No.  Trains 

Daily 

Each  Way 

10 

2 

6 

7 


10 
4 


February  27,  1915] 


ELECTRIC    RAILWAY     JOURNAL 


441 


FARES   IN    LETHBRIDGE 

The  Canadian  Railway  and  Marine  World  prints  the  fol- 
lowing report  made  to  the  City  Council  of  Lethbridge,  Can., 
by  Commissioner  A.  Raid,  who  recommended  the  raising  of 
fares  on  the  municipally  operated  street  railway  line: 

"From  Jan.  1  to  Oct.  31,  1914,  the  number  of  street  rail- 
way fares  paid  by  regular  tickets  (six  for  25  cents)  was 
396,737;  number  paid  by  limited  tickets  (8  for  25  cents)  was 
144,194,  or  nearly  31  per  cent  of  that  paid  by  regular 
tickets;  number  paid  by  cash  was  289,907,  or  73  per  cent  of 
that  paid  by  regular  tickets;  number  of  fares  paid  by 
limited  tickets  was  about  26  per  cent  of  that  paid  by  cash 
and  regular  tickets;  returns  from  children's  tickets  amount 
to  $786.39;  from  limited  tickets,  $4,506.08;  from  regular 
tickets,  $16,530.70,  and  from  cash  fares,  $14,495.34. 

"If  the  number  of  passengers  carried  remained  the  same 
up  to  Oct.  31,  1914,  and  we  had  charged  5  cents  instead  of 
giving  six  tickets  for  25  cents  the  revenue  would  have  been 
increased  $3,300,  and  if  six  tickets  for  25  cents  had  been 
given  instead  of  eight  for  25  cents  the  revenue  would  havo 
been  increased  $1,500,  making  a  total  of  $4,800. 

"After  a  careful  study  of  the  above,  and  considering  the 
small  percentage  of  passengers  using  limited  tickets,  I 
would  recommend  the  following  changes,  to  go  into  effect 
on  Dec.  1:  That  the  use  of  the  present  limited  tickets  be 
discontinued,  and  the  regular  tickets  (six  for  25  cents)  be 
substituted;  these  tickets  to  be  good  for  the  following  hours: 
6  to  8  a.  m.,  12  noon  to' 2  p.  m.,  and  5  to  7  p.  m.  The 
regular  fare  to  be  5  cents  and  10  cents  after  midnight. 
Children's  tickets  (ten  for  25  cents)  to  be  continued.  Two 
children  to  travel  on  one  5-cent  fare,  but  not  on  one  ticket 
If  children's  tickets  are  used,  each  child  must  have  a  ticket, 
and  the  age  limit  be  from  five  to  fourteen  years.  Children 
under  five  to  travel  free. 

"The  present  employees'  tickets  to  be  discontinued  and 
books  of  blue  tickets  substituted  (twenty-five  for  $1).  The 
carrying  of  policemen  and  firemen  free  to  be  discontinued, 
and  these  departments  to  purchase  blue  tickets  as  required." 


Report  on  Subway  Air. — Commissioner  of  Health  Gold- 
water  of  New  York  proposes  to  report  to  the  Public  Service 
Commission  of  the  First  District  the  result  of  tests  of  air 
taken  from  the  subway  and  examined  under  his  super- 
vision to  determine  the  degree  of  germ  saturation. 

Street  Flushing  in  Columbus. — The  city  officials  of  Co- 
lumbus, Ohio,  are  negotiating  with  the  Columbus  Railway, 
Power  &  Light  Company  to  flush  the  streets.  Figures 
already  secured  indicate  that  the  expense  will  be  less  than 
half  what  it  has  been  with  wagons.  If  the  arrangements 
are  completed  the  company  will  purchase  a  tank  car  with  a 
capacity  of  4000  gal. 

Interurban  Brings  Farmer  and  Laborer  Together. — J.  F. 
Strickland,  president  of  the  Texas  Traction  Company,  Dallas, 
Tex.,  announced  recently  that  a  "labor  special"  would  be 
run  between  Dallas  and  Sherman  to  afford  farmers  in 
Dallas,  Collin  and  Grayson  Counties  an  opportunity  to  get 
into  touch  with  prospective  farm  hands  aboard  the  train 
recruited  among  the  unemployed  in  Dallas. 

Hearing  on  Trailers. — At  the  hearing  before  the  District 
Electric  Railway  Commission  on  Feb.  16  representatives 
of  the  Washington  Railway  &  Electric  Company  and  the 
Capital  Traction  Company  urged  the  commission  to  rescind 
the  order  against  the  operation  of  trail  -cars  except  when 
separate  conductors  are  used.  They  contended  that  a  single 
conductor  made  for  safety.  The  commission  reserved 
decision. 

Report  on  Montreal  Traffic. — G.  R.  Macleod,  railway  engi- 
neer of  the  City  Council  of  Montreal,  Que.,  has  made  a  spe- 
cial report  on  the  tramway  system.  He  states  that 
additional  and  improved  facilities  are  needed,  both  for  the 
satisfactory  handling  of  street  railway  traffic  and  general 
street  traffic,  particularly  in  the  more  central  thoroughfares 
of  the  city.  Mr.  Macleod  is  against  the  opertion  of  motor 
buses.     He  suggests  the  building  of  several  subways. 

Prepayment  System  in  Suburban  New  York. — The  West- 
chester Electric  Railroad,  operating  in  Mount  Vernon  and 
New  Rochelle,  N.  Y.,  has  equipped  all  its  cars  with  fare 
boxes  and  hereafter  will  use  the  pay-as-you-enter  system  of 
fare    collection.      The    company    also    plans    to    rebuild    its 


closed  cars  and  install  a  prepayment  vestibule  with  a  door 
closing  and  step  lifting  mechanism  similar  to  that  recently 
developed  by  the  Third  Avenue  Railway,  New  York,  of  which 
it  is  a  subsidiary. 

Seattle  Fare  Hearing. — The  Public  Service  Commission 
of  Washington  has  set  March  1  as  the  date  for  hearing  the 
case  of  the  city  of  Seattle  against  the  Puget  Sound  Trac- 
tion, Light  &  Power  Company  relative  to  a  complaint  alleg- 
ing that  the  company  is  charging  more  than  a  5-cent  fare 
within  the  city  limits.  It  appears  that  there  are  some  small 
stations  where  stops  are  made  by  interurban  trains  inside  of 
what  was  formerly  Georgetown,  now  South  Seattle,  where 
the  fares  are  6  and  8  cents. 

Change  in  Fares  on  International  Railway. — The  Inter- 
national Railway,  Buffalo,  N.  Y.,  has  filed  with  the  Public 
Service  Commission  of  the  Second  District  the  following 
changes  in  local  round  trip  fares  effective  on  March  1: 
Between  Buffalo  and  Lockport  60  cents,  advance  of  10 
cents;  between  Buffalo  and  Niagara  Falls  60  cents,  reduc- 
tion in  unlimited  fare  5  cents;  fare  of  50  cents  for  ticket 
limited  to  within  ten  days  from  date  of  sale  is  canceled; 
between  Lockport  and  Niagara  Falls  60  cents,  an  advance  of 
10  cents. 

Through  Service  Discontinued. — On  account  of  the  with- 
drawal of  the  Dayton  &  Troy  Electric  Railway,  the  through 
service  between  Toledo  and  Dayton  over  the  lines  of  the 
Toledo,  Bowling  Green  &  Southern  Traction  Company,  the 
Western  Ohio  Railway  and  the  Dayton  &  Troy  Electric 
Railway  by  way  of  Lima  will  be  discontinued  on  March  1. 
This  service  was  established  five  years  ago.  The  route  is 
162  miles  in  length.  The  Toledo,  Bowling  Green  &  South- 
ern Traction  Company  and  the  Western  Ohio  Railway  will 
continue  the  service  over  their  lines,  the  terminals  being 
Toledo  and  Piqua,  131  miles  distant. 

Fare  Suit  Dismissed. — The  suit  to  compel  the  Portland 
Railway,  Light  &  Power  Company,  Portland,  Ore.,  to  charge 
a  5-cent  fare  to  all  points  on  the  Cazadero  Line  west  of 
Lents  Junction  and  to  issue  transfers  between  Lents  Junc- 
tion on  the  Mt.  Scott  line  and  Watson  Station  on  the  Caza- 
dero Division  has  been  dismissed  by  Circuit  Judge  Cava- 
naugh  on  demurrers  filed  by  the  company.  The  court  held 
that  the  State  law  prohibiting  a  charge  of  more  than  5 
cents  for  any  continuous  ride  within  city  limits  had  been 
repealed  by  implication  by  the  public  utility  law  and  that 
the  suit,  brought  by  the  District  Attorney  for  the  State, 
should  have  originated  with  the  State  Railroad  Commission. 

Change  in  Passenger  Rates. — The  Newark  &  Marion  Rail- 
way, Newark,  N.  Y.,  has  filed  with  the  Public  Service  Com- 
mission of  the  Second  District  of  New  York,  effective  on 
March  17,  the  following  changes  in  rates:  Local  cash  fares 
advanced  5  cents  between  Newark  and  Mills,  East  Palmyra, 
Jaggers,  Manders,  Rich  and  Marion;  10  cents  between  New- 
ark and  Mill  street;  5  cents  between  Town  Line  and  Man- 
ders, Mill  Street,  and  Marion,  and  5  cents  between  Fishers 
and  Mill  Street  and  Marion;  reduction  of  5  cents  between 
Mills  and  Fishers.  Ticket  fares  between  Newark  and 
Marion  advanced  5  cents  one  way  and  10  cents  round-trip. 
Fare  for  weekly  ticket,  good  for  six  round-trips  between 
Newark  and  Marion  within  seven  days  including  date  of 
sale,  advanced  from  $1.50  to  $1.80. 

Mr.  Whitridge's  Snow  Pictures. — As  a  result  of  a  notice 
posted  by  Frederick  W.  Whitridge,  president  of  the  Third 
Avenue  Railway,  New  York,  N.  Y.,  in  all  the  surface  cars 
of  the  system,  offering  prizes  of  $5  and  $10  for  the  best 
photographic  evidence  of  the  extent  to  which  surface  cars 
are  delayed  and  blocked  by  wagons  of  all  descriptions  fol- 
lowing snow  falls  the  oflSces  of  the  company  have  been 
swamped  with  offerings  from  competitors.  From  the  pho- 
tographs submitted  it  was  not  difficult,  according  to  the 
New  York  Sun  of  Feb.  21,  to  select  more  than  twenty  to 
which  the  awards  were  allotted.  Very  few  of  the  pictures 
needed  explanation,  although,  of  one,  which  showed  a  Third 
Avenue  car  shoving  a  loaded  coal  wagon  up  the  hill  on 
Amsterdam  avenue,  Mr.  Whitridge  remarked:  "I  venture 
to  say  that  there  is  not  a  pound  of  coal  goes  up  that  hill 
that  isn't  pushed  up  by  our  surface  cars."  The  Sun  pub- 
lished five  of  the  photographs. 

Fares  in  Edmonton. — The  item  regarding  fares  in  Ed- 
monton published  in  the  Electric  Railway  Journal  of 
Feb.  6,  page  311,  was  in  error  through  a  mistake  made  by 


442 


ELECTRIC    RAILWAY    JOURNAL 


[VOL.,XLV,  No.  9 


V. 


the  Canadian  correspondent  of  this  paper  in  dating  the 
item.  According  to  J.  H.  Larmonth,  superintendent  of  the 
Edmonton  (Alta.)  Radial  Railway,  there  has  been  no  change 
in  the  rate  of  fare  at  Edmonton  since  last  May,  when  prac- 
tically a  straight  5-cent  fare  was  adopted.  The  rates  of 
fare  in  Edmonton  now  are  for  adults,  good  at  all  times  of 
the  day,  5  cents  or  five  tickets  for  25  cents;  limited  tickets, 
during  the  hours  of  5:30  a.m.  and  8  a.m.,  six  tickets  for 
25  cents;  children  under  fourteen  years  old,  twelve  tickets 
for  25  cents.  The  item  as  originally  published  referred 
presumably  to  changes  at  Lethbridge  of  which  mention  is 
made  elsewhere  in  this  issue. 

Restoration  of  Through  Service  Ordered  at  Boston. — The 

Massachusetts  Public  Service  Commission  has  ordered  the 
Boston  Elevated  Railway  to  restore  through  service  be- 
tween Oak  Square,  Brighton  and  Central  Square,  Cam- 
bridge, via  River  Street,  covering  both  normal  and  rush 
hours.  In  a  petition  to  the  board  the  Paneuil  Improvement 
Association  objected  to  the  requirement  of  transferring  at 
either  of  two  points  in  the  Brighton  district  in  the  inter- 
suburban  trip  between  Central  and  Oak  Squares,  which  is 
afforded  by  the  River  Street  and  the  Western  Avenue  lines 
radial  to  the  Cambridge  subway  from  Central  Square.  In 
its  finding  the  board  holds  that  the  company  should  main- 
tain through  service  on  one  of  these  virtually  parallel 
routes  at  all  hours,  but  does  not  require  a  dual  through 
service  in  view  of  the  transfer  facilities  available  upon 
a   single  fare. 

Commission  Approves  Boston  Transfer  Facilities.  —  The 

Public  Service  Commission  of  the  State  of  Massachusetts 
has  approved  the  establishment  of  free  transfer  privileges 
by  the  Boston  Elevated  Railway  in  connection  with  the 
opening  for  service  of  the  westerly  section  of  the  Dorches- 
ter tunnel.  The  Washington  Street  and  Dorchester  tunnels 
cross  at  different  grades  at  Washington,  Winter  and  Sum- 
mer Streets  and  the  transfer  facilities  in  general  provide 
for  interchange  between  north  and  southbound,  east  and 
westbound  surface  and  tunnel  cars  and  trains.  The  board 
has  ordered  the  establishment  of  free  transfer  privileges 
at  Dewey  Square,  Boston,  between  southbound  Atlantic 
Avenue  and  Washington  Street-Dudley  Street  surface  cars, 
and  between  northbound  cars  boarded  on  Washington 
Street  between  Dover  and  Boyleston  Streets  and  Powers 
Wharf-Atlantic    Avenue    cars. 

Albany  Traffic  Figures. — C.  P.  Hewett,  general  manager 
of  the  United  Traction  Company,  Albany,  N.  Y.,  has  filed 
with  the  Public  Service  Commission  of  the  Second  District 
of  New  York  the  figures  of  the  check  which  the  company 
has  made  of  the  traffic  during  the  last  thirty  days.  In  a 
letter  accompanying  the  figures  Mr.  Hewitt  says:  "From 
our  first  analysis  of  these  checks  we  are  inclined  to  the 
belief  that  we  are  giving  very  satisfactory  service  on  all 
the  lines  checked,  with  the  exception  of  a  few  trips  in  the 
morning  and  evening  on  the  Delaware  Avenue  and  West 
Albany  lines,  and  it  would  seem  that  a  readjustment  of  the 
spacing  of  the  cars  should  be  made  to  more  suitably  con- 
form to  the  flow  of  traffic.  Before  we  take  this  step,  how- 
ever, and  after  your  electric  railroad  inspector  has  had  an 
opportunity  of  examining  these  checks,  we  would  like  to 
have  a  conference  with  him  in  reference  to  these  readjust- 
ments." 

Tobacco  Shipments. — In  view  of  the  fact  that  incoming 
freight  business  on  the  Louisville  &  Interurban  Railroad 
has  been  light  in  the  last  few  weeks,  C.  H.  Wyatt,  general 
freight  agent  of  the  company,  has  been  active  in  securing 
tobacco  traffic  between  Shelbyville,  which  is  an  important 
loose-leaf  market  30  miles  out,  and  Louisville,  where  the 
shipments  are  concentrated.  The  steam  roads  heretofore 
have  enjoyed  this  business,  but  by  going  after  it  vigorously 
Mr.  Wyatt  has  been  able  to  secure  shipments  to  make  the 
return  trips  to  Louisville  pay.  In  the  six  weeks  of  this 
year  the  company  has  hauled  about  1,200  hogsheads,  using 
extra  cars  only  when  quick  deliveries  were  imperative.  The 
Louisville  &  Interurban  Railroad  has  a  potential  advantage 
over  the  steam  roads  in  that  it  is  able  to  run  its  cars  to 
the  very  doors  of  the  tobacco  warehouses,  thus  eliminating 
the  expense  of  drayage.  The  largest  steam  cars  hold  about 
fifteen  or  sixteen  hog.sheads,  while  the  regular  freight  cars 
of  the  Louisville  &  Interurban  accommodate  about  thirteen 
or  fourteen  hogsheads. 


Personal  Mention 

Mr.  H.  L.  Beach,  Chicago,  has  been  appointed  manager 
of  the  Utah  Light  &  Traction  Company,  Salt  Lake  City, 
Utah,  to  succeed  Mr.  Joseph  S.  Wells. 

Mr.  Joseph  S.  Wells,  formerly  manager  of  the  Utah  Light 
&  Traction  Company,  Salt  Lake  City,  Utah,  has  been  elected 
secretary,  treasurer  and  a  director  of  the  company. 

Mr.  C.  S.  Banghart,  who  became  connected  with  the  Bing- 
hamton  (N.  Y.)  Railway  in  August,  1914,  as  general  man- 
ager, has  in  addition  been  elected  vice-president  and  a 
director  of  the  company. 

Mr.  Will  Clapper  has  been  appointed  traffic  manager  of 
the  Interurban  Railway,  Des  Moines,  la.,  to  succeed  Mr.  C. 
T.  Chapman,  whose  appointment  to  the  Dan  Patch  Air  Line 
is  referred  to  elsewhere  in  this  column. 

Mr.  H.  C.  Snyder  has  been  appointed  general  manager  of 
the  Wahpeton-Breckenridge  Street  Railway,  Breckenridge, 
Minn.,  to  succeed  Mr.  H.  C.  Hartung,  whose  appointment  to 
the  Lewiston-Clarkston  Transit  Company  is  noted  else- 
where in  this  column. 

Mr.  David  Daly,  manager  of  the  Houston  (Tex.)  Electric 
Company,  has  been  appointed  second  vice-president  of  the 
Southwestern  Electrical  &  Gas  Association,  succeeding  Mr. 
C.  W.  Kellogg,  Jr.,  who  recently  left  the  Southwest  to  be- 
come manager  of  the  Mississippi  River  Power  Company  at 
Keokuk,  la. 

Mr.  C.  W.  Whitley,  Salt  Lake,  has  been  elected  president 
of  the  Utah  Light  &  Traction  Company,  Salt  Lake  City, 
Utah,  which  controls  the  electric  railway  properties  in  Salt 
Lake  City  and  has  leased  the  electric  light  and  power  prop- 
erties in  Salt  Lake  and  Ogden  and  its  gas  business  in  Ogden 
to  the  Utah  Power  &  Light  Company. 

Mr.  H.  C.  Hartung  has  resigned  as  general  manager  of 
the  Wahpeton-Breckenridge  Street  Railway,  Breckenridge, 
Minn.,  effective  on  March  1  to  become  general  manager 
of  the  Lewiston-Clarkston  Transit  Company  at  Lewiston, 
Idaho.  The  construction  work  of  the  Levriston-Clarkstort 
Transit  Company's  line  is  expected  to  commence  about 
March  15. 

Mr.  Leake  Carraway,  a  newspaper  man  of  long  experi- 
ence, has  been  appointed  to  the  head  of  the  publicity  depart- 
ment of  the  Southern  Public  Utilities  Company,  Charlotte, 
N.  C,  with  direct  charge  of  the  Southern  Public  Utilities 
Company  Magazine,  established  by  the  company  in  its  own 
interest  and  for  the  pleasure  and  profit  of  the  employees  and 
the  public. 

Mr.  C.  T.  Chapman,  traffic  manager  of  the  Interurban 
Railway,  Des  Moines,  la.,  has  been  appointed  to  the  same 
post  with  the  Dan  Patch  Air  Line,  Minneapolis  and  St.  Paul, 
and  will  take  up  his  new  duties  on  March  1.  Mr.  Chapman 
became  connected  with  the  Interurban  Railway  with  Mr. 
James  R.  Harrigan  when  the  latter  took  charge  of  the  Des 
Moines  City  Railway  in  the  spring  of  1911. 

Mr.  C.  J.  Griffith,  general  manager  and  treasurer  of  the 
Little  Rock  Railway  &  Electric  Company,  Little  Rock,  Ark., 
has  been  elected  president  of  the  Chamber  of  Commerce  of 
that  city.  The  nominating  committee  of  the  chamber  named 
Mr.  Griffith  as  candidate  with  a  board  of  seventeen  mem- 
bers representing  the  blue  ticket  and  Mr.  W.  S.  Brandon 
with  a  board  of  seventeen  representing  the  red  ticket.  A 
campaign  was  conducted  for  two  weeks,  the  result  of  which 
was  the  election  of  the  entire  blue  ticket.  Some  800  busi- 
ness men  are  members  of  the  Chamber  of  Commerce  and 
Mr.  Griffith  and  the  blue  ticket  carried  the  election  two  to- 
one. 

Mr.  H.  M.  Byllesby  was  guest  of  honor  at  a  dinner  given 
by  the  employees  of  H.  M.  Byllesby  &  Company,  Chicago, 
111.,  on  Feb.  16  at  the  Congress  Hotel  in  that  city.  The  oc- 
casion was  Mr.  Byllesby's  fifty-sixth  birthday.  Mr.  M.  A. 
Morrison  was  toastmaster.  Among  the  speakers  were: 
Messrs.  J.  J.  O'Brien,  R.  J.  Graf,  E.  C.  Braun,  R.  G.  Hunt,. 
W.  R.  Thompson,  H.  W.  Fuller,  W.  H.  Hodge,  B.  W.  Lynch,, 
W.  H.  Clarke,  F.  H.  Lane  and  W.  C.  McKenna.  Mr.. 
Byllesby  replied  in  a  delightful  talk  filled  with  suggestions, 
advice,  optimism  and  reminiscences  of  some  of  the  promi- 
nent men  who  influenced  his  work  and  ambitions,  such  as: 


February  27,  1^15] 


ELECTRIC    RAILWAY    JOURNAL 


443 


Mr.  Thomas  A.  Edison  and  Mr.  C.  A.  Coffin  and  the  late  Wil- 

»liam  C.  Whitney  and  the  late  George  Westinghouse. 
Mr.  W.  W.  Magoon,  general  manager  of  the  Ohio  Valley 
Electric  Railway,  Huntington,  W.  Va.,  has  resigned,  effective 
on  May  1.     Mr.  Magoon  became  connected  with  the  street 

»  railway  properties  at  Huntington  in  1893  when  he  accepted 
the  position  of  bookkeeper  for  the  Consolidated  Light  & 
Railway  Company,  which  built  the  first  railway  in  that  city. 
In  September  of  the  same  year  he  was  made  superintendent, 
and  in  1894  was  elected  secretary  and  general  manager  to 
succeed  Mr.  F.  L.  Doolittle.  He  continued  in  that  position 
until  1904  when  he  resigned  to  become  connected  with  Cole 
&  Crane  in  Cincinnati,  where  he  remained  for  three  years. 
Returning  to  Huntington  in  1907,  he  resumed  the  position  of 
general  manager  of  the  Ohio  Valley  Electric  Railway.  Mr. 
Magoon  expects  to  take  a  vacation,  but  his  plans  for  the  fu- 
ture have  not  been  definitely  decided.  The  Huntington  Ad- 
vertiser, in  commenting  editorially  on  Mr.  Magoon's  resig- 
nation, said  that  his  retirement  from  the  company  "marks 
the  close  of  a  long  and  honorable  service  rendered  to  the 
Ohio  Valley  Electric  Railway  and  its  predecessors."  Anoth- 
er local  paper  said  editorially  it  was  the  sincere  wish  of 
those  who  had  so  long  known  him  and  been  associated  with 
him  that  Mr.  Magoon  would  continue  to  enjoy  the  privileges 
of  Huntington  citizenship. 

Mr.  Richard  McCulloch,  who  has  been  elected  president 
of  the  United  Railways,  St.  Louis,  Mo.,  was  born  in  St. 
Louis  County  on  June  3,  1869.  Mr.  McCulloch  was  educated 
in  the  St.  Louis  public 
schools  and  Washington 
University,  where  he  was 
graduated  from  the  engi- 
neering department  in  1891. 
He  was  later  (1905)  given 
the  honorary  degree  of 
Master  of  Arts  by  Wash- 
ington University.  After 
spending  one  season  in  the 
service  of  the  United  States 
Geological  Survey  and  one 
year  in  Mexico  in  the  min 
ing  business,  he  became 
chief  engineer  of  the  Na- 
tional Railway,  St.  Louis, 
which  at  that  time  owned 
the  railways  in  the  north- 
western part  of  the  city,  RICHARD  m'culloch 
which  are  now  the  Broad- 
way, Lee,  Cass,  Natural  Bridge,  Wellston  and  Seventh  Street 
lines.  The  Broadway  and  Wellston  lines  were  cable  roads, 
and  the  others  were  horse  roads,  which  were  converted  to 
electric  traction.  Most  of  this  work  was  done  under  the 
supervision  of  Mr.  McCulloch.  In  1899  Mr.  McCulloch 
went  abroad  for  two  years.  During  this  time  he  built  and 
put  in  operation  the  electric  railway  system  of  Geneva, 
Switzerland,  and  also  spent  some  time  planning  the  con- 
struction of  a  network  of  interurban  railways  radiating 
from  Lille,  northern  France,  near  the  Belgian  frontier.  In 
1901  Mr.  McCulloch  returned  to  America,  where  he  became 
assistant  general  manager  of  the  Chicago  City  Railway, 
which  operated  the  lines  on  the  South  Side,  comprising 
about  one-half  the  mileage  of  the  surface  lines  of  Chicago. 
In  1904,  the  year  of  the  World's  Fair,  Mr.  McCulloch  be- 
came connected  with  the  United  Railways,  St.  Louis,  as 
assistant  general  manager,  and  in  1909  "was  made  vice- 
president.  Upon  the  death  of  Capt.  Robert  McCulloch,  in 
the  Fall  of  1914,  he  was  made  general  manager,  and  was 
elected  president  at  the  annual  election  on  Feb.  9. 

OBITUARY 

A.  Wissel,  director  of  the  Rheydt  Municipal  Railways, 
Rheydt,  Germany,  was  killed  in  battle  in  Poland  on  Dec.  2, 
1914. 

Judge  William  M.  Kavanaugh,  ex-United  States  Senator 
from  Arkansas,  president  of  the  Little  Rock  Railway  & 
Electric  Company,  Little  Rock,  president  of  the  Southern 
Trust  Company,  Little  Rock,  and  president  of  the  Southern 
Association  of  Baseball  Clubs,  died  at  his  home  in  that  city 
on  Feb.  21  suddenly  from  acute  indigestion.  Judge  Kav- 
anaugh was  fifty  years  old.    He  was  a  native  of  Kentucky. 


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 

Lewiston-Ciarkston  Transit  Company,  Lewiston,  Idaho. — 

Application  for  a  charter  has  been  made  by  this  company 
in  Idaho  to  build  electric  railways  in  the  Lewiston-Ciarkston 
Valley  from  Lewiston  to  the  Orchard  Tracts,  to  Asotin  and 
through  Clarkston  and  to  the  fair  and  stock  grounds  east 
of  Lewiston.  Capital  stock,  $500,000.  Incorporators:  A.  G. 
Nortz,  E.  H.  Nortz  and  G.  W.  Burrows,  Breckenridge,  Minn.; 
W.  N.  Nortz,  Devil's  Lake,  N.  D.,  and  R.  C.  Dahlhjelm  and 
Eugene  A.  Cox,  Lewiston.     [E.  R.  J.,  Jan.  31,  '14.] 

*Alva,  Buffalo  &  Colorado  Railroad,  Buffalo,  Okla.— Char- 
tered in  Oklahoma  to  build  a  20-mile  interurban  railway,  the 
motive  power  to  be  either  steam,  electricity  or  gasoline,  be- 
tween Buft'alo  and  Rosston.  Capital  stock,  $10,000.  Incorpo- 
rators: J.  H.  Moran,  L.  A.  Walton,  George  Stafford,  L.  L. 
Walton  and  I.  M.  Morgan,  all  of  Alva,  Okla. 

FRANCHISES 

*Los  Angeles,  Cal. — A  number  of  the  improvements  asso- 
ciations of  the  southern  part  of  Los  Angeles  have  formally 
petitioned  the  City  Council  to  offer  for  sale  an  electric  rail- 
way franchise  on  South  Park  Avenue  from  Thirtieth  Street 
southerly  to  Manchester  Avenue,  a  distance  of  several  miles. 
The  matter  will  be  considered  by  the  Board  of  Public  Utili- 
ties within  the  next  few  days. 

Stockton,  Cal. — The  Central  California  Traction  Company 
has  asked  the  Council  for  a  franchise  to  extend  its  lines  on 
North  Sacramento  Street  in  Stockton. 

Chicago,  111. — The  Chicago  &  Northern  Interurban  Rail- 
way has  asked  the  State  Public  Utilities  Commission  of 
Illinois  for  a  certificate  of  convenience  and  necessity  to 
build  a  12-mile  electric  railway  from  the  city  limits  of 
Chicago  to  Wheeling.  Jordan  E.  Van  Natta,  Chicago,  attor- 
ney for  the  company.     [E.  R.  J.,  July  18,  '14.] 

Pocatello,  Idaho. — J.  R.  Munn  has  received  a  franchise 
from  the  Council  to  build  an  electric  railway  in  Pocatello. 
[E.  R.  J.,  Feb.  20,  '15.] 

Findlay,  Ohio. — An  ordinance  giving  the  Toledo,  Bowling 
Green  &  Southern  Traction  Company  a  twenty-five-year 
franchise  in  Findlay  has  had  its  first  reading  in  Council. 
It  requires  that  the  company  pay  the  city  2  per  cent  of  its 
earnings  on  the  local  lines,  after  it  has  paid  6  per  cent  divi- 
dends on  its  investment.  It  is  said  that  the  company  will  ac- 
cept the  ordinance. 

Lorain,  Ohio. — A  renewal  of  its  franchise  is  being  sought 
by  the  Lorain  Street  Railway  and  the  city  authorities  have 
asked  Street  Railway  Commissioner  Witt  of  Cleveland  to 
aid  them  in  their  negotiations  with  the  company. 

Massillon,  Ohio. — A  petition  has  been  signed  by  residents 
of  North  Mill  Street  asking  the  City  Council  to  confer  with 
the  Northern  Ohio  Traction  Company  in  regard  to  building 
a  line  in  North  Mill  Street  from  Cherry  Street  to  the  city 
limits  of  Massillon. 

Hamilton,  Ont. — Formal  application  will  be  made  by  the 
Council  to  the  railway  board  to  order  the  Hamilton  Street 
Railway  to  relay  its  tracks  on  York  Street,  King  West 
Street,  Margaret  Street  and  Herkimer  Street  in  Hamilton. 

Toronto,  Ont. — The  Forest  Hill  Electric  Railway  will  ask 
for  a  franchise  at  the  next  session  of  the  Ontario  Legis- 
lature for  an  extension  of  time  until  1917  in  which  to  begin 
the  construction  of  its  line.     [E.  R.  J.,  Feb.  13,  '15.] 

Toronto,  Ont. — The  Ontario  Railway  &  Municipal  Board 
has  instructed  the  Toronto  Railway  to  complete  certain  lines 
recently  ordered  by  the  board.  "     '''   '• 

Milwaukee,  Wis. — Residents  on  Green  Bay  Avenue  and  on 
Twenty-seventh  Street  in  Milwaukee  have  petitioned  the 
City  Council  for  an  extension  of  the  electric  railway  on  the 
Third  Street  and  Twenty-seventh  Street  lines  to  the  city 
limits  of  Milwaukee.  Under  the  blanket  franchise  the  Mil- 
waukee Electric  Railway  &  Light  Company  is  obliged  to 
develop  its  tracks  as  directed  by  the  Council  in  Milwaukee. 


444 


ELECTRIC    RAILWAY    JOURNAL 


LVol.  XLV,  No.  9 


TRACK    AND    ROADWAY 

Birmingham  Railway,  Light  &  Power  Company,  Birming- 
ham, Ala. — Something  more  than  $150,000  will  be  required 
to  complete  the  work  begun  in  1914  in  the  various  depart- 
ments of  this  company.  The  largest  item  is  for  the  com- 
pletion of  the  First  Avenue  viaduct.  Most  of  the  ex- 
penditures will  be  for  improvements  and  maintenance  of 
the  present  system. 

*Pratt  Consolidated  Coal  &  Iron  Company,  Birmingham, 
Ala. — This  company  is  building  an  electric  line  from  its 
Maxime  mine  to  a  point  near  the  Warrior  River,  where  the 
backwater  from  lock  17  will  touch.  Surveys  have  been 
made  and  work  will  soon  be  begun  laying  the  rails. 

North  Alabama  Traction  Company,  New  Decatur,  Ala. — 
This  company  has  received  permission  from  the  Senate  to 
build  a  new  bridge  over  the  Tennessee  River  near  Decatur, 
Ala. 

Argenta  (Ark.)  Railway. — During  the  next  few  weeks 
this  company  expects  to  complete  1,000  ft.  of  track  recon- 
struction and  2,000  ft.  of  new  track,  extending  its  Wash- 
ington Avenue  line  to  the  Rock  Island  station  in  Argenta. 

Phcenix  (Ariz.)  Railway. — The  Brill  extension  to  Prince- 
ton Heights  has  been  completed  by  this  company  and  will 
soon  be  placed  in  operation. 

Calico  Rock,  Ark. — As  soon  as  financial  arrangements  can 
be  made  this  company  will  begin  work  on  its  proposed  elec- 
tric railway  to  connect  Hoxie  and  Calico  Rock.  J.  W. 
Myers,  Calico  Rock,  is  interested.     [E.  R.  J.,  Jan.  23,  '15.] 

*Eureka,  Cal. — Plans  and  specifications  are  being  con- 
sidered to  build  an  electric  railway  to  enter  Eureka  over 
a  line  to  be  built  down  the  Klamath  River  from  Klamath 
Falls  to  Requa,  and  thence  down  the  coast  by  way  of 
Trinidad.  Power  will  be  obtained  at  Ishi  Pishi  Falls,  on 
the  Klamath  River,  near  the  mouth  of  the  Salmon  River. 

San  Francisco  (Cal.)  Municipal  Railway. — This  company 
has  placed  in  operation  its  California  Street  municipal  line 
as  far  as  Fourteenth  Street  in  San  Francisco.  It  will  be 
built  as  far  as  Thirty-third  Avenue.  This  new  line  connects 
with  the  Geary  Street  line  at  Second  Avenue,  its  route  being 
over  Second  Avenue  and  Cornwall  Street  and  California 
Street. 

Sausalito  (Cal.)  Incline  Street  Railway. — Plans  and  speci- 
fications for  this  proposed  electric  cable  railway  have  been 
completed  and  the  company  will  soon  call  for  bids  for  wind- 
ing machinery,  rails,  slot  bars,  cables,  ties,  pulleys,  electric 
motors,  cars  and  electric  trolley  equipment,  etc.  For  further 
information  address  A.  E.  Roberts,  Sausalito,  chief  engi- 
neer.    fE.  R.  J.,  Jan.  2,  '15.] 

New  Britain  (Conn.)  Street  Railway. — Preliminary  ar- 
rangements are  being  made  by  this  company  to  complete 
the  organization  of  this  company  to  build  an  electric  rail- 
way between  Hartford  and  New  Britain  and  between  New 
Britain  and  Plainville.  Capital  stock,  authorized,  $500,000. 
Mortimer  H.  Camp,  New  Britain,  is  interested.  [E.  R.  J., 
Feb.  13,  '15.] 

Jacksonville-Middleburg  Electric  Railway,  Jacksonville, 
Fla. — Grading  is  under  way  on  the  section  of  this  line 
from  Jacksonville  Heights  to  Jacksonville  and  will  stop  at 
the  Seaboard  Air  Line  Shops,  and  when  this  section  is  built 
the  company  will  begin  on  the  Middleburg  end  and  close  in 
the  section  between  the  two.  Right-of-way  along  the  entire 
24  miles  from  Jacksonville  to  Middleburg  has  been  secured. 
The  first  10  miles  have  been  financed  and  material  and  labor 
have  been  contracted  for.  Application  for  a  charter  will 
soon  be  made.  A.  W.  Mackinlay,  general  manager. 
[E.  R.  J.,  Feb.  6,  '15.] 

Lewiston-Clarkston  Transit  Company,  Lewiston,  Idaho. — 
Plans  are  being  made  by  this  company  to  begin  work  about 
March  15  on  its  electric  line  between  Lewiston  and 
Clarkston.  Orders  will  be  placed  at  once  for  material, 
machinery  and  line  material.  H.  C.  Hartung,  Lewiston, 
Idaho,  general  manager.    [E.  R.  J.,  Jan.  31,  '14.] 

Murphysboro  &  Southern  Illinois  Railway,  Murphysboro, 
111. — Preliminary  arrangements  are  being  made  by  this 
company  to  build  its  8-mile  line  between  Murphysboro  and 
Carbondale.  The  work  will  include  one  175-ft.  span  single- 
track  bridge  and  a  60-ft.  plate  girder  span.  The  date  of 
the  letting  of  contracts  has  not  been  decided.    Edward  Flad 


&  Company,  St.  Louis,  Mo.,  engineer.     [E.  R.  J.,  Feb.  6,  '15.] 

Pekin  &  St.  Petersburg  Interurban  Railway,  Pekin,  111. — 
Contracts  will  be  awarded  at  once  by  this  company  for  the 
proposed  reconstruction  and  extension  of  its  lines  in  Pekin. 

Chicago,  Peoria  &  Quincy  Traction  Company,  Peoria,  111. 
— Preliminary  surveys  will  be  begun  in  Quincy  the  first 
week  in  April  by  this  company  on  its  line  between  Quincy 
and  Peoria.  Work  has  already  been  begun  on  the  eastern 
section  of  this  proposed  line.  J.  L.  Soebbing,  president. 
[E.  R.  J.,  Feb.  13,  '15.] 

Peoria  &  Chillicothe  Electric  Railway,  Peoria,  111. — The 
stockholders  of  the  proposed  electric  railway  from  Peoria, 
111.,  to  Chillicothe,  111.,  have  held  their  first  meeting  and 
named  an  executive  committee  of  five  to  engage  an  en- 
gineer and  to  begin  the  work.  The  executive  committee 
consists  of  E.  V.  Mattice,  Henry  T.  Mallen,  W.  V.  Bur- 
roughs, E.  A.  Mitchell  and  Arthur  C.  Black.  This  committee 
was  given  full  power  in  matters  of  organization.  At  an 
organization  meeting  of  the  committee  Mr.  Mitchell  was 
elected  chairman  and  Mr.  Black  secretary.  It  is  expected 
that  work  will  begin  upon  this  route  shortly  after  March  1. 
The  line  will  run  from  Peoria  through  Mossville,  Rome 
and  Chillicothe  and  will  terminate  at  the  Santa  Fe  depot 
in  North  Chillicothe. 

Quincy  (111.)  Railway. — Plans  are  being  considered  by 
this  company  to  reconstruct  and  improve  some  of  its  lines 
in  Quincy. 

Springfield  &  Central  Illinois  Traction  Company,  Spring- 
field, 111. — Plans  are  being  considered  by  this  company  to 
begin  work  soon  on  its  electric  line  through  southern  Illinois 
and  Indiana,  with  St.  Louis  as  the  western  terminus.  The 
right-of-way  has  been  obtained  from  Terre  Haute,  Ind.,  to 
St.  Louis,  and  also  for  an  intersecting  line  from  Springfield 
to  Duquoin,  111.  The  necessary  franchises  have  been 
granted.  Isaac  A.  Smith,  St.  Louis,  Mo.,  president. 
[E.  R.  J.,  Jan.  9,  '15.] 

Trenton  &  Mercer  County  Traction  Corporation,  Trenton, 
N.  J. — .An  extension  of  the  Warren  Street  and  Fair  Street 
division  in  Trenton,  making  a  belt  line  to  parallel  the 
municipal  docks,  is  being  contemplated  by  this  company. 

Brooklyn  (N.  Y.)  Rapid  Transit  Company. — The  new 
Lutheran  Cemetery  Elevated  Line,  extending  from  Ridge- 
wood  depot  to  Fresh  Pond  station,  has  been  placed  in  opera- 
tion at  once  by  this  company. 

Manhattan  &  Queens  Traction  Corporation,  New  York, 
N.  Y. — Plans  are  under  way  for  the  extension  of  this  com- 
pany's tracks  from  Archer  Street  and  Jamaica  Avenue  down 
Archer  Street  to  Sutphin  Road  and  through  Sutphin  Road  to 
Pacific  Street  in  Jamaica. 

Cleveland  (Ohio)  Railway. — This  company  will  soon  ask 
the  Council  to  authorize  an  expenditure  of  approximately 
$840,000,  mainly  to  be  used  in  renewing  and  resurfacing 
track  in  Cleveland.  About  21  miles  of  tracks  are  to  be 
renewed,  5  miles  resurfaced  and  a  $200,000  turbine  installed, 
according  to  plans  recently  announced. 

Oklahoma  Union  Traction  Company,  Tulsa,  Okla. — Plans 
are  being  considered  for  improvements  of  this  company's 
lines  in  Tulsa. 

Berlin  &  Northern  Railway,  Berlin,  Ont. — During  the 
next  few  weeks  this  company  plans  to  complete  its  %-mile 
extension  in  Berlin. 

London  (Ont.)  Street  Railway. — Plans  are  being  made  by 
this  company  to  extend,  double-track  and  install  switches 
on  some  of  its  lines  in  London. 

Toronto  (Ont.)  Civic  Railway. — Work  on  the  civic  car 
line  on  Lansdowne  Avenue  south  from  St.  Clair  Avenue  in 
Toronto  will  be  begun  soon.  The  work  will  involve  an  ex- 
penditure of  $105,000. 

Toronto,  Ont. — Representatives  of  Whitchurch  Township 
waited  on  the  Hydro-Electric  Power  Commission  of  Ontario 
Feb.  17  at  Toronto,  requesting  that  a  survey  and  estimates 
be  prepared  of  a  proposed  new  radial  railway  starting  in 
Whitchurch  and  extending  northerly  to  Georgian  Bay.  The 
suggested  route  of  the  new  line  begins  at  the  northern  trunk 
of  the  Hydro  radial  proposed  to  run  to  Vandorf,  along  the 
Concession  of  East  Gwillimbury  and  thence  on  to  Queens- 
ville  and  Sharon,  and  northerly  to  Collingwood,  via  Barrie 
and  Innisfail. 


I 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


445 


McKinney,  Bonham  &  Paris  Interurban  Railway,  Mc- 
Kinney,  Tex. — Preliminary  arrangements  are  being  made  by 
this  company  to  begin  work  soon  on  its  line  between  Bon- 
ham, McKinney,  Paris  and  Blue  Ridge.  This  line  will  reach 
Dallas  by  way  of  the  Texas  Traction  Company's  line  from 
McKinney  to  Dallas.  L.  A.  Scott,  president.  [E.  R.  J., 
Nov.  21,  '14.] 

Dallas  (Tex.)  Northwestern  Traction  Company. — At  a  re- 
cent meeting  of  the  stockholders  of  this  company  directors 
were  named  who  selected  the  following  officers:  E.  P. 
Turner,  president;  L.  M.  Dabney,  vice-president;  Benjamin 
B.  Cain,  treasurer;  George  Williams,  secretary,  and  John 
T.  Witt,  chief  engineer.     [E.  R.  J.,  May  30,  '14.] 

Dallas  (Tex.)  Southwestern  Traction  Company. — Work 
will  soon  be  begun  by  this  company  on  its  extension  from 
Dallas  to  Brownwood  via  Mansfield,  Venus,  Alvarado,  Cle- 
burne, Glen  Rose,  Hico  and  other  towns.  Eventually  it  will 
be  extended  west  from  Brownwood  to  San  Angelo.  At  a 
recent  meeting  of  the  directors  of  this  company  the  fol- 
lowing officers  were  elected:  E.  P.  Turner,  president;  S.  P. 
Cockran,  vice-president;  George  Williams,  secretary  and 
treasurer,  and  John  T.  Witt,  chief  engineer. 

Ridgeley  &  Millerdale  Electric  Railway,  Ridgeley,  W.  Va. 
— Work  will  be  begun  within  the  next  few  weeks  by  this 
company  on  the  unfinished  electric  line  in  Ridgeley.  John 
L.  Miller,  president  of  the  company,  has  purchased  a  large 
amount  of  steel  rails  and  a  heavy  bridge  is  to  be  placed 
over  the  Western  Maryland  Railway  tracks  near  Knobley 
tunnel.  The  work  on  this  electric  line  has  been  going  on  in- 
termittently for  two  years.     [E.  R.  J.,  Nov.  11,  '11.] 

SHOPS    AND    BUILDINGS 

Pacific  Electric  Railway,  Los  Angeles,  Cal. — This  com- 
pany has  opened  its  new  depot  in  Culver  City. 

Lewiston-Clarkston  Transit  Company,  Lewiston,  Idaho. — 

During  the  next  few  weeks  this  company  expects  to  build 
a  new  carhouse  with  an  addition  to  be  used  as  a  power 
house  and  office  building  in  Lewiston. 

Arkansas  Valley  Interurban  Railway,  Wichita,  Kan. — 
This  company  has  opened  headquarters  in  the  Rorabaugh- 
Wiley  building  in  Hutchinson. 

Boston  &  Worcester  Street  Railway,  Boston,  Mass. — This 
company's  carhouse  in  Westboro  was  destroyed  by  fire  on 
Feb.  18.  The  loss,  which  includes  ten  cars,  is  estimated  to 
be  about  $100,000. 

Detroit  (Mich.)  United  Railway. — The  building  at  Jeffer- 
son Street  and  Bates  Street  in  Detroit  is  being  remodeled 
by  this  company  for  use  as  an  interurban  station  and  gen- 
eral offices.  It  is  expected  to  have  this  structure  completed 
within  the  next  four  months.  To  make  use  of  the  new 
building  a  re-routing  of  interurban  cars  will  be  necessary. 

POWER  HOUSES  AND  SUBSTATIONS 

Mobile  Light  &  Railroad,  Mobile,  Ala. — This  company  will 
add  to  its  equipment  a  two-unit,  two-bearing,  150-kw  gener- 
ator booster  set  ordered  from  the  General  Electric  Company. 

San  Joaquin  Light  &  Power  Company,  Bakersfield,  Cal. — 
New  machinery  is  being  installed  by  this  company  at  its  sub- 
station in  Madera. 

Lewiston-Clarkston  Transit  Company,  Lewiston,  Idaho — 
During  the  next  few  weeks  this  company  expects  to  purchase 
one  125  motor-generator  set  for  its  power  house  in  Lewiston. 

Chicago,  Milwaukee  &  St.  Paul  Railroad,  Chicago,  111. — 
This  company  has  ordered  from  the  General  Electric  Com- 
pany three  substation  equipments  for  the  electrification  of 
its  second  locomotive  division  between  Three  Forks  and 
Harlowton,  Mont.,  each  equipment  consisting  of  two  2000-kw 
motor  generator  sets  with  transformers  and  switchboard 
apparatus.  These  sets  are  to  be  duplicates  of  those  covered 
by  the  previous  order. 

Norfolk  &  Bristol  Street  Railway,  Foxboro,  Mass. — This 
company  has  bought  sixteen  General  Electric  200  C  inotors 
for   its  power  house. 

Texas  Traction  Company,  Dallas,  Tex. — This  company  will 
place  in  operation  in  substations  seven  200-kw  and  four  300- 
kw  synchronous  converters  with  switchboards  and  accesso- 
ries, the  contract  for  all  the  apparatus  having  been  awarded 
the  General  Electric  Company. 


Manufactures  and  Supplies 

ROLLING  STOCK 

Montoursville,  (Pa.)  Passenger  Railway  is  rebuilding  cars. 

Grand  Forks  (S.  D.)  Street  Railway  expects  to  purchase 
shortly  one  motor  and  one  trailer. 

Buffalo  &  Depew  Railway,  Depew,  N.  Y.,  expects  to  pur- 
chase one  second-hand  double  truck  for  a  work  car  to  be 
built  in  its  own  shops. 

Ogdensburg  (N.  Y.)  Street  Railway  expects  to  purchase 
within  the  next  six  weeks  four  one-man  pay-as-you-enter 
cars  with  two-motor  equipments. 

Sausalito  (CaL)  Incline  Electric  Cable  Railway  will  soon 
call  for  bids  on  cars  for  its  new  incline  railway.  A.  E. 
Roberts,  Sausalito,  Cal.,  is  engineer. 

Lewiston-Clarkston  Transit  Company,  Lewiston,  Idaho, 
expects  shortly  to  purchase  about  three  or  four  cars,  prob- 
ably double-truck,  and  very  likely  second-hand. 

New  York,  Westchester  &  Boston  Railway,  New  York, 
N.  Y.,  has  issued  requests  for  bids  on  fifteen  new  cars  of  the 
same  general  type  as  those  already  in  operation  on  this  line. 

Wilkesbarre  &  Hazleton  Railway,  Hazleton,  Pa.,  will  issue 
specifications  next  week  for  ten  all-steel  cars.  The  cars  are 
designed  by  L.  B.  Stillwell,  consulting  engineer,  100  Broad- 
way, New  York. 

Boston  &  Worcester  Street  Railway,  South  Framingham, 
Mass.,  at  the  recent  fire  which  destroyed  its  carhouse  on 
Feb.  18  lost  ten  of  its  modern  double-truck  cars,  as  noted 
in  detail  elsewhere  in  this  issue. 

Atlantic  City  &  Shore  Railroad,  Atlantic  City,  N.  J.,  is  at 
the  present  time  converting  two  of  its  open  running-board 
cross-bench  cars  into  open  cars  of  the  center-entrance  type 
with  the  prepayment  feature,  at  its  own  shops. 

Hagerstown  &  Frederick  Electric  Railway,  Frederick, 
Md.,  is  reported  as  expecting  to  purchase  two  50-ft.  50- 
passenger  cars  for  operation  between  Hagerstown  and 
Frederick  and  one  pay-as-you-enter  car  to  be  used  on  the 
Hagerstown  system. 

Chicago,  Milwaukee  &  St.  Paul  Railroad,  Chicago,  IlL,  has 
ordered  nine  additional  260-ton  electric  locomotives  from  the 
General  Electric  Company,  for  operation  on  the  second  en- 
gine division  of  its  new  electrification,  between  Three  Forks 
and  Harlowton,  Mont.,  a  distance  of  114  miles. 

Southern  Public  Utilities  Company,  Charlotte,  N.  C,  has 
ordered  from  the  Southern  Car  Company  six  40-ft.  semi- 
steel  closed  passenger  cars,  to  be  delivered  in  90  days. 
These  cars  will  be  mounted  on  39-E  Brill  trucks  with  rolled 
steel  wheels  and  equipped  with  two  GE-80  motors  and 
Westinghouse  air  brakes. 

Toronto  (Ont.)  Suburban  Railway  is  in  the  market  for  six 
steel  55-ft.  motor  cars.  The  company  wants  only  the  bodies 
and  trucks,  the  equipment  having  been  purchased  and  deliv- 
ered some  time  ago.  The  company  is  also  in  the  market  for 
five  steel  55-ft.  trailers.  All  these  cars  are  for  use  on  the 
Guelph  line  extension  which  it  is  intended  to  open  up  this 
summer. 

TRADE  NOTES 

The  J.  G.  Brill  Company,  Philadelphia,  Pa.,  its  organiza- 
tion, history  and  growth,  is  the  subject  of  a  descriptive  ar- 
ticle in  the  Philadelphia  Public  Ledger  of  Feb.  17,  1915. 

Ohio  Brass  Company,  Mansfield,  Ohio,  has  received  an 
order  for  porcelain  insulators  for  the  secondary  catenary 
insulation  of  the  Chicago,  Milwaukee  &  St.  Paul  Railroad's 
second  electrified  section  between  Three  Forks  and  Har- 
lowton. 

Walpole  Tire  &  Rubber  Company,  Walpole,  Mass.,  will,  by 
order  of  the  court,  offer  its  property  for  sale  at  Walpole  on 
March  10,  1915.  This  company  was  placed  in  the  hands  of 
receivers  on  Aug.  2,  1913,  on  account  of  the  failure  of  the 
Atlantic  National  Bank,  Providence,  R.  I.  During  the  pe- 
riod of  receivership  manufacturing  and  sales  operations  have 
been  carried  on  at  a  profit  for  each  month's  operations.  It 
is  expected  that  the  company  will  continue  to  carry  on  busi- 
ness in  a  vigorous  manner  after  the  sale.     F.  Y.  Stewart  is 


446 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  9 


general  sales  manager.  Branch  offices  are  maintained  at 
New  York  and  Chicago. 

H.  C.  Hopson,  member  of  the  District  of  Columbia  Bar  and 
certified  public  accountant,  Wisconsin,  formerly  with  the 
Wisconsin  Tax  Commission  and  the  Interstate  Commerce 
Commission,  has  severed  his  connection  of  upward  of  six 
years  with  the  New  York  Public  Service  Commission,  Second 
District,  where  he  was  in  charge  of  all  financial  and  account- 
ing examinations  relative  to  capitalization,  rates  and  reor- 
ganization and  has  opened  an  office  in  Suite  2425,  61  Broad- 
way. Mr.  Hopson  is  prepared  to  advise  about  or  undertake 
general  supervision  of  financing,  rates,  reorganizations,  ac- 
counting and  valuations  of  public  utilities  and  railways. 

Ford,  Bacon  &  Davis,  New  York,  N.  Y.,  have  just  issued  in 
pamphlet  form,  an  account  of  the  large  cotton-warehouses 
and  terminals  in  New  Orleans,  built  and  operated  by  the 
Board  of  Commissioners  of  the  port  of  New  Orleans,  of 
which  they  were  the  engineers.  In  addition  to  the  large 
size  of  these  warehouses,  the  principal  feature  is  the  meth- 
od of  internal  transportation  and  handling  of  the  cotton 
bales.  For  that  work  the  engineers  have  introduced  a  lib- 
eral system  of  electric  cranes  and  elevated  railways  as  well 
as  designed  a  method  of  withdrawing  one  or  more  bales 
from  the  bottom  of  a  pile  without  disturbing  the  other 
cotton  in  the  pile.  The  New  Orleans  papers  speak  of  the 
installation  as  representing  great  originality  and  efficiency 
in  its  engineering. 

Roller-Smith  Company,  New  York,  N.  Y.,  has  recently 
made  an  improvement  in  the  sensibility  of  its  galvanometer 
for  its  direct  reading  bond  tester,  which  was  described  in 
illustrated  articles  which  appeared  in  the  Electric  Rail- 
W.4Y  Journal  of  March  21,  1914,  page  682,  and  Sept.  15, 
1914,  page  442.  It  is  essential  that  the  galvanometer  in  an 
instrument  of  this  type  be  as  sensitive  as  possible  in  order 
that  the  highest  accuracy  may  be  obtained,  but  at  the  same 
time  it  is  not  practical  to  increase  sensibility  to  the  point 
where  ruggedness  of  design  is  impaired.  An  instrument  of 
this  type  is  necessarily  subjected  to  more  or  less  rough 
usage,  and  this  company  has  incorporated  into  the  instru- 
ment a  galvanometer  in  which  high  sensibility,  and  there- 
fore accuracy,  and  ruggedness  of  design  have  been  unusually 
developed. 

Westinghouse  Electric  &  Manufacturing  Company,  East 
Pittsburgh,  Pa.,  reports  the  receipt  of  the  following  recent 
orders:  Interborough  Rapid  Transit  Company,  six  No. 
302-F-2  field  control  motor  equipments,  equipped  with  auto- 
matic battery  control,  for  the  new  Belmont  Tunnel;  Oak- 
land, Antioch  &  Eastern  Railway,  equipments  of  quadruple 
No.  333-E,  100  hp  motors  and  HL  control,  duplicating 
previous  orders;  Los  Angeles  &  San  Diego  Beach  Railway, 
Westinghouse  No.  317  motors  with  automatic  control,  for 
a  number  of  motor  cars,  locomotives  and  trailer  cars  which 
they  will  shortly  place  in  service  and  operate  in  trains  dur- 
ing the  Exposition  at  San  Diego;  Hershey  (Pa.)  Transit 
Company,  several  quadruple  equipments  of  No.  lOl-B-2  mo- 
tors, duplicates  of  those  purchased  last  year;  Public  Service 
Railway  Corporation,  thirty-five  quadruple  equipments  of 
No.  307  motors  with  HL  control,  for  use  on  city  lines 
throughout  the  Newark  district  and  arranged  for  train 
operation.  This  company  has  standardized  on  this  type  of 
control  and  has  purchased  to  date  223  equipments  for  oper- 
ation on  both  city  and  interurban  lines. 

ADVERTISING  LITERATURE 

Prepayment  Car  Sales  Company,  New  York,  N.  Y.,  has 

issued  a  highly  attractive-looking  folder  entitled  "Might." 
Electric  Service  Supplies  Company,  Philadelphia,  Pa.,  has 
issued  an  attractive  folder  listing,  describing  and  illustrating 
"Never-Creep"  anchors.  Some  claims  made  for  this  new 
anchor  are  that  it  will  not  creep  because  the  entire  pull  is 
made  against  undisturbed  earth,  and  that  it  is  easy  to  install. 
In  this  folder  the  illustrations  compare  the  effectiveness  of 
the  different  anchors  now  most  popular  with  that  of  the 
"Never-Creep." 

Williams,  Dunbar  &  Coleman,  New  York,  N.  Y.,  have  is- 
sued the  second  number  of  their  four-part  series  entitled 
"Short  Stories  of  Public  Utilities."  This  pamphlet  deals  par- 
ticularly with  the  growth  of  gas  and  electric  light  properties, 
but  in  describing  the  investment  value  of  specific  companies 


includes  the  following  known  to  the  electric  railway  indus- 
try: American  Power  &  Light  Company,  Portland  Railway, 
Light  &  Power  Company  and  the  Pacific  Gas  &  Electric  Com- 
pany. 

Newark  Engineering  Manufacturing  Company,  Newark, 
N.  J.,  has  issued  a  folder  which  contains  illustrations  and 
data  on  "Shaw"  insulators,  third  rail  and  line  suspension 
composition  insulators.  Illustrations  are  shown  of  differ- 
ent types  of  insulators,  as  installed  on  the  following  rail- 
ways: New  York  Central  &  Hudson  River  Railroad,  Third 
Avenue  Railway,  Pennsylvania  Tunnel  &  Terminal  Com- 
pany, Long  Island  Railroad,  Interborough  Rapid  Transit 
Company,  Hudson  &  Manhattan  Railroad. 

Wm.  B.  Scaife  &  Sons,  Pittsburgh,  Pa.,  have  issued  a  fold- 
er describing  its  "We-Fu-Go"  water  softening  and  purifying 
system  for  boiler  feed  water  in  power  stations.  Views  are 
shown  of  installations  of  this  system  by  the  Harrisburg 
(Pa.)  Railways  and  the  Bay  State  Street  Railway.  Among 
other  railways  which  have  installed  this  system  are:  Day- 
ton &  Western  Traction  Company,  Rochester  (N.  Y.)  Rail- 
way &  Light  Company,  Auburn  &  Syracuse  Electric  Rail- 
way, South  Covington  &  Cincinnati  Street  Railway,  East 
Liverpool  (Ohio)  Traction  &  Light  Company,  Rochester, 
Syracuse  &  Eastern  Railway,  Pittsburgh  &  Butler  Railway. 

Electric  Railway  &  Tramway  Journal,  London,  England, 
has  issued  a  large  bound  diary  for  1915.  A  preface  to  the 
diary  contains  a  number  of  useful  tables  and  data  helpful 
to  English  and  Continental  electric  railway  practice,  on  such 
subjects  as  rails  dimensions  and  weights,  thicknesses  and 
equivalent  weight  per  foot  for  steel  plates,  town  planning 
in  relation  to  tramways  and  diameters,  area,  resistance  and 
weight  of  aluminum  conductors.  In  the  diary  section  oppo- 
site each  date  of  the  year  is  given  the  proper  lighting  up 
time  for  English  railway  operators,  which  is  one  hour  after 
sunset,  Greenwich  time.  The  greatest  practical  reference 
value  of  the  diary  consists  in  its  directory  section,  which 
contains  details  of  the  personnel  of  British  and  foreign 
electric   tramways. 

Stone  &  Webster,  Boston,  Mass.,  have  issued  their  1915 
analysis  of  electric  railway,  electric  lighting,  gas  and  water 
properties  managed  by  the  Stone  &  Webster  Management 
Association.  The  book,  which  is  leather-bound  and  eighty- 
four  pages  in  length,  contains  information  regarding  the  se- 
curity issues  of  each  one  of  the  companies,  the  coupons,  divi- 
dends, trustee  and  registrar  of  bonds,  transfer  agents,  mile- 
age, franchises,  population,  and  earnings  and  expenses  for 
the  year  ended  Dec.  31,  1914.  Maps  of  the  leading  proper- 
ties are  also  inserted.  At  the  back  of  the  book  there  are 
placed  tables  showing  coupons  and  dividends  due,  the  earn- 
ings and  expenses  of  all  of  the  companies  for  the  fiscal  year, 
the  approximate  income  from  stocks  paying  from  4  to  10  per 
cent  and  5  and  6  per  cent  bond  interest  yields. 

Harrison  Safety  Boiler  Works,  Philadelphia,  Pa.,  has  is- 
sued a  twenty-page  pamphlet  which  describes  the  Sorge- 
Cochrane  hot  process  system  of  softening  boiler  feed  water. 
This  process  is  based  upon  the  fact  that  chemical  reactions 
are  more  rapid  and  complete  in  hot  water  than  in  cold 
water,  and  the  precipitate  less  soluble  and  coarser,  so  that 
it  settles  more  rapidly.  It  is  claimed  that  for  these  reasons 
more  complete  elimination  of  scale-forming  matter  is  pos- 
sible with  an  apparatus  of  a  given  size  and  with  a  given 
amount  of  excess  reagent  than  if  the  water  be  treated  cold, 
and  that  since  the  boiler  feed  water  should  be  heated  in  any 
case,  the  hot  process  is  the  logical  system  to  use  for  prevent- 
ing scale  in  boilers.  The  fact,  which  has  been  deduced  from 
reports  by  boiler  inspection  and  insurance  companies,  that 
over  fifty  per  cent  of  all  boilers  in  use  are  defective  by  rea- 
son of  the  use  of  scale-forming  water,  should  render  this 
booklet  of  interest  to  owners  and  operators  of  steam  power 
plants. 

NEW   PUBLICATION 

Annuaire  pour  I'An  1915. — Published   (in  French)  by  Gau- 
thier-Villars  et  Cie.,  for  the  Bureau  des   Longitudes, 
Paris,  France;  paper,  1  fr.  50c. 
This  French  year-book,  published  as  usual  in  pocket  size, 

serves  as  an  almanac  for  general  scientific  information  and 

contains  various  tables  on  weights  and  measures  and  other 

statistical  data. 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


35 


Traffic  Direction  Block  System 
of  automatic  signaling  for  Electric  Railways 


Scranton  &  Binghamton  Railroad 

This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  cohit 
bines  the  maximum  of  safety  and  efficiency 
with  the  least  amount  of  apparatus. 


tS^e  ^nton  ^lottdb  ^  ^tpal  Co« 


Trade 

eg 

Mark 


SWISSVALE,  PA. 


Hudson  Terminal  BIdK. 
NEW  YORK 
Canadian  Bxpress  Bids.       Candler  Annex 
MONTREAL  ATLANTA 


Peoples  Gas  Bids. 
CHICAGO 
Railway  Exchangee  Bids.  Pacific  Bids. 

ST.  LOUIS  MO.  SAN  FRANCISCO 


Represented  by  the  GENERAL  ELECTRIC  CO.  in  Australasia,  South  Africa  and  Argentina 


Trade 

eg 

lUark 


36 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


aixK^era  ^  E^i\giiveer« 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

EXTIRE  ISSUES   PURCHASEn 

N.  W.  HALSEY  &  CO. 

New   York         Iloston         Philadelphia         Chicago         San   Francisco 


THEJ'GWHITE  COMPANIES 


FINANCIERS 
MANAGERS 

43  Exchange  Place 
Chicago 


ENGINEERS 
OPERATORS 

NEW  YORK 

San  Francitco 


The  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL- MECHANICAL 

105    SOUTH    LA  SALLE    STREET 

CHICAGO 


iforl),  Bacon  &  Vm^. 

115  BROADWAY 
New  Orleans  KE.'W  YORK        San  Francisco 


ALBERT  S.   RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER    POLYTECHNIC    INSTITUTE 

WORCESTER.    MASSACHUSETTS 

The  Economical  Production,  Distribution  and  Application  of  Power; 

Transportation  Efficiency;  Physical  Raports;  Electrolysis  Investigations; 

Estimates;  Designs;  Specifications;  Tests 


D.  C.  &  WM.  B.  JACKSON 


ENGINEERS 

CHICAGO 
HARRIS  TRUST    BLDG. 


BOSTON 
248    BOYLSTON    ST. 


Plans,  Specifications,  Supervision  of  Construction 

General    Superintendence    and    Management 

Examinations  and  Reports 

Financial    Investigations   and    Rate   Adjustments 


A 


Stone  &  Webster  Engineering  Corporation 

Constructing  Engineers 


NEW  YORK 


60ST0N 


CHICAGO 


Itolicrt  W.  Hunt       Jno.  J.  Cone       Jas.  C.  Ilallsted       D.  W.  McXaughcr 

ROBERT  W.  HUNT  &  CO.,  Engineers 

BUREAU    OF    INSPECTION    TESTS    &    CONSULTATION 

Inspection  and  Test  oi  all    Electrical    Equipment 

NEW  YOUK,  90  West   St.  ST.  LOUIS,   Syndicate  Trust  BUlg. 

CHIC.\(iO.   2200  Insmanre  E.xcliange. 
PITTSUUKGll,   Monougaliela  Bk.  Bldg. 


ALBERT  B.  HERRICK 

Engineer   to   Electric   Railway   Properties 

for    Greater   Efficiency    in 

Transmission    Power   Production   and 

Kqtupment    Maintenanee 

Electrolysis    Surveys   and    Remedial    Measures    Applied 

Sole    Owner    of    Autograpbic    Patents    for    Railway    Testing 

Office  and  Laboratory,  245  West  22d  Street  New  York  City 


H.     E,    GREIMS    CORPORATION 

EXAMINERS  OF  PUBLIC  UTILITIES 

AUDITS— SYSTEMS— APPRAISALS— EXAMINATIONS 

TWENTY-FIRST    FLOOR,    WOOLWORTH    BUILDING 

NEW    YORK 

WOODMANSEE&  DAVIDSON, 

Inc. 

ENGINEERS 

MILWAUKEE                         CHICAGO 

Wells  Bldg.              1st  National  Bank  Bldg.                11 

i 

SANDERSON  &  PORTER 

Engineers  see  Contractors 

REPORTS  •  DESIGNS  "  CONSTRUCTION  •MANAGEMENT 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY.  LIGHT  550   POWER  PROPERTIES 

Ntw  York  ^an  FRAwnf^ro 


^.  M.  T5vllt^^V  &  ^Om  91ncorpot:ateJi 

NEW  YORK,  CTIICAGO,  TACOMA, 

Trinity  Bldg,  Continental     &     Com-  Washington 

mercial   Bank    Bldg. 

Purchase,  Finance,  Construct  and  Operate  Electric  Light, 
Cas,  Street   Railway  and  Water  Power  Pro|>erlies. 

Kxamination   and   reports.  Utility    Securities    Bought   and    Sold. 


ANTHONY  J.  BEMIS 

consulting  engineer 

Reports,  Valtiations  and  Estimates,  EflSciency  Investigations 
Construction  and  Operation   Railway 


and  Lighting  Properties 

New  York  Life  Bldft. 


Chlcafto,  III. 


ROOSEVELT    &   THOIUPSON 

71  Broadway  ENGINFERS  New  York 

llcporl.    liivcstlEatc.   Appriilsc.   Mjuiiiiie  Klectrli;  Railway, 
Light   and    I'nwer    I'lulji-rties. 


M.  H.   HOVEY,   Consulting  Signal  Engineer 

446  Washington  Bldg.     MAniSON,  WISC. 
Investigations.    Plans,    Si>ecifications,    Kstimates    and    Valuations. 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


37 


Write  "H-B"  Life  Guards 
into  the  specifications  for 
new  cars. 

They  Pay. 


The  Consolidated  Car  Fender  Co.,     Providence,  R.  I. 

Manufacturers  of  The  Providence  Fender  and  H-B  Life  Guard 

Wendell  &  MacDuffie  Co.,       61  Broadway,  New  York 

381 


Anderson  Aetna- Insulated  Strains 


Giant  Strain  Insulator 


Wood  Strain  Insulator 


For  service  where  severe  mechanical  strains  are  to  be 
encountered,  and  where  perfect  insulation  must  be  main- 
tained under  all  conditions,  we  specially  recommend  Giant 
Strains.  Made  with  malleable  iron  or  steel  terminals 
separated  by  high-grade  sheet  mica  ehclosed  by  a  one- 
piece  spherical  steel  shell  and  with  the  body  entirely  en- 
closed by  Aetna  Insulation,  these  strains  afford  a  maxi- 
mum of  both  mechanical  and  electrical  strength. 

Anderson  Specially  Treated 
Wood  Insulators 


are  made  with  the  malleable  iron  insep- 
arably compressed  upon  the  wood  pin. 
These  wood  pins  are  made  of  selected 
second  growth  stock,  cut  and  split  to 
approximate  size  to  get  the  benefit  of 
the  wood's  full  strength.  Special  treat- 
ment expells  and  excludes  all  moisture, 
thus  preserving  the  life  of  the  pin. 

Write    for     the    Anderson     Catalog — 
every    item   a   money-saving   pointer. 


Albert  &  J.  M.  Anderson  Mfg.  Co. 


289-293  A  Street 


(Established  1877) 


Boston,  Mass.,  U.  S.  A. 


a- 


BRANCHES: 
New  York,   135   Broadway 
Chicago,  105  So.  Dearborn  Street 
Philadelphia,  429  Real  Estate  Trust  BIdg. 
London,  E.  C,  48  Milton  St. 


7244 


38 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS   FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD  POLES   QUICK"  AVENARIUS  CARBOLINEUM  TREATED  POLES  SPOKANE.  WASHINGTON 


ROCBLIN& 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebling's  Sons  Company 

TRENTON,  N.  J. 


ALUMINUM 

Railway  Feeders 

kPna.il  Electrical  Conductors 


Aluminum  feeders  are  less  than  one-half  the 
weigl\t  of  copper  feeders  and  are  of  equal  con- 
ductivity and  strength.  If  insulated  wire  or 
cable  is  required,  high-grade  insulation  is  gmr- 
anteed.     Write  for  prices  and  full  information 

Alunninum  Company  of  America 

Pittsburgh,  Pa. 


Liquid 


Creosote  Oil 


Will  Cut  Your  Wood 

Preserving  Bills 

in  Half 

Write  for  Booklet 

Barrett  Mfg.  Co. 

NEW  YORK 

Branches    in    Principal    Cities 


TREATED 


POLES,  CROSS  ARMS,  TIES, 
TIMBERS,   PAVING   BLOCKS 

CAPACITY  100,000,000  FEET  B.  M.  PER  ANNUM 
SEND  FOR  PAMPHLET 

International  Creosoting  &  Construction  Co. 

Address  all  communications  to  Office,  Galveston,  Texas 
Works;  Beaumont,  Texas        Texarkana,  Texas 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

Write  for  our  New  Descriptive  Catalog. 

ARCHBOLD-BRADY  CO. 

Engineers  &  Contractors  SYRACUSE,  N.  Y. 


LETTENEY    IS    LASTING 


1867 

Anthracene    Oil    of 
Highest  Quality. 


1915 


THE  NORTHEASTERN  CO., 


WOOD 


LETTENEY 


Carloads  or  less 
PRESERVATIVE  I      shipped  promptly. 

BOSTON,  MASS. 


Diamond  Tapered 

Steel  Poles 

save  money 

Diamond  Steel  Pole  Co. 
Philadelphia,  Pa. 


SHAW  Overhead  and  Third  Rail  Insulation 

Caps  and  Cones,  Kound  Top  Ilnngcrs,  (ilobe 
Strains,  Suspension  Holts.  l'"eed  Wire  Insulat- 
ors, Arc  Lamp  Hangers,  Third  Rail  Insulators. 

SHAW  Lightning  Arresters,  Standard  for  20  Years 
Newark  Engineering  Mfg.  Company 

221-225  Murray  St.,  Newark,  N.  J.,  U.  S.  A. 
Ceo.  E.  Austin  Co.,  Sales  Managers.  25J  B'way,  New  York  City 


Ramapo  Iron  Works 

Main  Office,  Hillburn,  N.  Y. 
New  York  Office:  30  Church  St. 

Automatic  Switch  Stands, 
T-Rail  Special  Work, 
Manganese  Construction, 
Crossings,  Switches,  Etc 


(,V«TO*, 


m0 


Universal    Hangers 

WITH  THE   REVOLVING  STUD 

Get  the  angle  with  the  Trolley  instantly.  Lock  the 
ear  so  it  cannot  work  loose.  Use  any  length  ear 
with  solid  head. 

Ask  for  sample. 

THE  W.  R.  GARTON  COMPANY,  CHICAGO 


TOOLS 


for  all  classes  of  electrical  construction  and  repair 
work.    Write  for  catalog. 

Mathias  Klein  &  Sons  cnj^s^t..ioo  Chicago 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


39 


The  On-Time 
Advertiser 

who  gets  his  copy  and  cuts  to  us 
well  before  the  day  his  advertise- 
ment should  go  to  press,  gets  better 
type  composition,  better  location 
and  a  better  opportunity  to  make 
necessary  corrections  on  the  proofs 
which  can  then  be  submitted  before 
publication. 

The  Last-Hour 
Advertiser 

whose  copy  and  cuts  come  in  at  the 
last  minute  or  even  later,  gets  the 
best  attention  we  can  possibly  give 
him.  We  work  overtime  to  do 
what  we  can  for  him.  But  the  lack 
of  sufficient  time  makes  it  physically 
impossible  to  do  as  well  for  him  as 
for  the  advertiser  whose  instruc- 
tions come  in  well  before  the  last 
hour. 

Get  Your  Copy 
and  Cuts  in  Early 

Do  this,  not  on  our  account,  but  for  the 
sake  of  your  own  advertising.  We  want 
to  serve  all  advertisers  equally  well — but 
we  can't  put  more  hours  into  a  day,  and 
the  advertiser  who  gives  us  the  most  time 
gets  the  best  results. 

Copy  and  cuts  should  be  in  our  hands 
by  Thursday  of  the  week  preceding  the  date 
of  issue.  This  means  that  Thursday  is  the 
last  day  on  which  copy  can  be  handled 
normally. 

After  that  we  cannot  promise  proofs,  and 
we  cannot  insure  classification. 

For  good  advertising,  get  your  cuts  and 
copy  in  every  week  before  Thursday. 

Electric  Railway  Journal 

239  West  39th  Street,  New  York 


This  RoUing  Wedge 
Does  It! 


That's  the  Reason  for  the 
Absolute  Locking,  Safety, 
Security  and  Economy 
of  the 

"ABSOLUTE" 

Lock-Nut 


Observe  the  recess  which  has  been  cut  across  the  nut 
at  right  angles  to  the  threads.  The  floor  of  this  re- 
cess slopes.  Notice  also  the  rolling  wedge.  When  the 
nut  is  being  applied  the  pin  rests  in  a  deeper  part  of 
the  recess  and  rolls  with  the  bolt. 

The  moment  the  nut  starts  to  back,  it  immediately 
encounters  the  resistance  caused  by  the  rolling  pin 
wedging  itself  into  the  higher  level  of  the  sloping 
floor  of  the  recess.  The  result — all  motion  is  stopped. 
The  nut  is  locked  absolutely.  The  greater  the  pres- 
sure tending  to  back  the  nut,  the  tighter  it  locks. 

Vibration  tightens  the  Absolute.  Rust  and  dirt  do 
not  destroy  its  action. 

Easily  removed  by  inserting  a  common  nail  alongside 
the  rolling  wedge,  preventing  it   from  wedging. 

It's  as  strong  as  any  bolt.    Write  for  results  of  tests. 

The  Absolute  Lock  Nut  is  nut  and  lock-nut,  all  in 
one.  Saves  in  bolt  length  and  time  of  application,  as 
well  as  insures  safety  and  certainty. 

Costs  no  more  than  nut-locks.  Write  for  catalog 
describing  it. 

The  American  Lock-Nut  Co. 

Pullman  Station,  Chicago 


40 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


The  Main  Tracks 

over  which  your  entire 
output  has   to   travel 

Are  Your  Buses 

One  great  aid  in  keep- 
ing this  Right  of  Way 
Clear  is  to  employ  only 
bus  supports  of  unques- 
tioned   reliability. 

Our  Bulletin  No.  103  de- 
scribes Bus  Supports  for 
every  voltage  and  every 
conceivable  condition  of 
service.  They  are  guar- 
anteed. Write  for  it 
today. 

Also   if  interested 

Bulletin  101— Station  and  Pole  Top  Disconnects 
Bulletin  102— Cable  end  Bells 
Bulletin  104 — Switchboard  and  Pipe   Fittings, 
Clamps,  Racks,  etc. 

Electrical  Engineers  Equipment 
Company 

711-715  Meridian  St.,  Chicago 

Write  Our  Nearest  Agent 
James  C.  Barr,  Boston,  Mass. ;  Lewis  &  Roth  Co., 
Philadelphia.    Pa. ;    The    Hawkins-Hamilton    Co., 
Inc.,    Lynchburg,    Va. ;    Verne   W.    Shear   &   Co., 
Akron,  0. ;  B.  B.  Clapp,  Los  Angeles.  Cal. 

Northern  Electnc  Com  patty 

LIMITED 

Distributors    for    Canada. 


ORANGEBURG  FIBRE  CONDUIT 


Is  Replac 


Facts  and  Figures  in  BOOK  R 

THE  FIBRE  CONDUIT  COMPANY 
ORANGEBURG,  N.  Y. 


New  York 


Boston 


Chicago 


San  Francisco 


Waving  Arms — by  day 

Red  Flashing  Lights — by  night 

Clanging  Locomotive  Bell— day  and  night 

Alone  or  in  Combination  Are 
What  You  Get  In 

The  HOESCHEN 
CROSSING  SIGNALS 

Maximum  Certainty  and  Safety — Minimum 

Installation  and  Maintenance  Cost! 

What  are  Your  Requirements 

Hoeschen  Mfg.  Co.,        Omaha,  Neb. 


PROTECTIVE 

Highway  Crossing  Signals 

Automatic — positive.  Require  no  track  cir- 
cuits or  bonding.  Cost  littje  to  install — 
practically  nothing  to  maintain. 

Protective  Signal  Mfg.  Co. 

299  Broadway,  New  York  2 


^^^ 


rrheSlmmen  System 


HOTORMAN 


Direct  Contact  Between 
Dispatcher  and  Motorman         ^ 
Write  for  Details 
SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 

1575  Niaiiara  St.,  Buffalo,  N.  Y. 


r 1 

= 

Street  Railway  Signal 
Co.,  Inc. 

PHILADELPHIA,  PA. 

The  first  signal  having  official 
A.  E.  R.  A.  aspects. 

===^ — =J 

Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


r 


Highway  Crossing  Signals 

Visible  and  Audible  Type  Day  and  Night 

Trolley  and  Rail  Contacts 

Car  Counting  Signals 

Ohio  Signal  Co.  Canton,  O. 


FEDERAL   SIGNAL   CO. 

Manufacturers     ]  (  Automatic      ^  (AC 

Engineers  >         for         •<  Signalling       >         cither         <      or 

Contractors  )  I.       Interlocking       )  I  D.C. 

No  Interlocking  Switches  Are  Safe  Without 

Federal  Switch  Guards 

MAIN  OFFICE  and  WORKS      -      -      ALBANY,  N.  Y. 

103  Park  Avenue,  New  York  Monadnock  Block,  Chicauo 

118-130  New  Montgomery  St.,  San  Francisco,  Cal. 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


41 


C  ro  wn  Rail  Bonds 

Pin  .Driven 

Designed  for  use  underneath  splice  bars,  where 
they  are  protected,  and  attached  to  webs  of  rails. 
Satisfactory  for  every  requirement  of  severe  service. 
Widely  used  and  adopted  by 

The  New  York  Central  and 
Hudson   River    Railroad. 
New  York,  New  Haven  and 
Hartford  Railroad. 
Pennsylvania   Lines. 
Southern   Pacific   Railroad. 
Norfolk   &   Western 
and   other   roads. 

We  manufacture  many  forms  of  Crown  Bonds  to 
supply  the  demands  for  satisfactory  single  and 
double  iaonding.  Can  be  furnished  in  different 
capacities,  lengths,  and  fitted  with  any  of  the  differ- 
ent types  of  our  solid  forged  copper  terminals ;  plain 
terminals  for  compression,  tubular  terminals  for  pin 
expansion,   and   tinned   terminals    for   soldering. 

The  flexible  conductors  are  made  of  fine  stranded 
copper  wires,  specially  cleaned  and  proof  against 
oxidation.  Welded  by  our  special  process  to  the 
terminals,  this  form  of  railway  bond  is  declared  the 
most  superior  bond  on  the  market. 

Xo  tools  except  a  hammer  required  to  install. 

Catalog  with  full  description  of  our  Rail  Bonds  and 
Appliances  upon  application  at  any  one  of  our  offices. 

American  Steel  &  Wire  Company 

Chicago.  New  York.  Worcester.  Clevclanil,  Pittsburgh,  Denver. 
Export  Representative  :  U.  S.  Steel  Products  Company.  30  Cliurch 
Street.  New  York.  Pacific  Coa^t  Representative :  U.  S.  Stool 
Products  Company.  San  Francisco.  I>os  Aneeles.  Portland, 
Scuttle, 

1 


This  Shows  Oiu  e  Many  Uses  Engineers  and 

Contractors  Find  for 

a.CME"©(NES1MftB 

Corrugated  NO-CO-RO  Metal  Culverts 

Gave  Satisfactory  Service  as  a  Temporary  Sewer 

These  culverts  are  frequently  used  for  Intakes, 
Outlets,  Irrigation  Ditches,  Conduits,  Casings  for 
Electric  Wires,  Cables,  Gas  Mains,  Water  Pipes, 
Collapsible  Forms,  etc.  You  can  build  on,  break- 
joint,  section  by  section,  without  limit;  and  readily 
open  up  at  any  point  by  simply  taking  out  a  few 
bolts  and  removing  a  section  or  two.  Catalog  G-3 
tells  the  story.     A  copy? 


The  C^ton  QjlvertsSilo©^ 

Max  U  PACTU  RERS 

(^ntgn.Ohio,  U.S.  A. 


Special   Work    for   Street   Railways 

Frogs,  Crossings,  Switches  and  iViates 

Manganese  Steel  Center  Layouts 


BARBOUR-STOCKWELL  CO. 

205   Broadway,   Cambridgeporf,   Mass. 


The  Thew  Electric  Railway  Shovel 

was  designed  after  a  thorough  investigation  of  the  work 
to  be  done.  It  is  especially  adapted  to  the  peculiar  re- 
quirements of  Electric  Railway  Companies. 

Write  for  catalog  "F"  and  list  of  Electric  Railway  Com* 
panics  using  Thews. 

The  Thew  Automatic  Shovel  Co. 

Lorain,  Ohio 


IVianganese    Steel     Track    WorK 


FROM  THE 
LARGEST  LAYOUT 
TO  THE 
SMALLEST  INSERT 

(1) 


SI.  Louis  Steel  Foundry, 

(Jwned  and  operated  by  Curtis 


1560  Kienlen,  St.  Loais,  Mo. 

Co.  Mfg.  Co.,  St.  Louis. 


Hundreds  of  Installations  of 


Folk 
Track-Work 


are  proving  it  worthy  of  your  fullest  consideration 
Let  us  figure  on  your  requirements 

The  Falk  Company,  Milwaukee,  Wis.,  U.S.A. 

Eastern  Representatives:  Wendell  &  MacDuffie  Co.,  New  York 
Western  Representative:  Alphonso  A.  Wi^more,  Los  Angeles 


42 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


Wherever  There 
Are  Steam  Plants 


you'll  find  that  Dearborn  Feed  Water  Treat- 
ment is  saving  money  and  trouble  for  the 
steam  plant  operators — year  after  year. 

Our  customers  are  numbered  by  thousands 
— we  analyze  over  8000  samples  of  feed 
water  annually — and  prepare  treatment  for  the 
special  conditions  at  each  plant,  that  prevents 
the  trouble  caused  by  the  boiler  water,  whether 
it  be  scale,  corrosion,  pitting  or  foaming. 

No  matter  in  what  section  you  may  be  lo- 
cated, we  have  a  satisfied  user  in  your  vicinity 
— we  know  we  can  prepare  treatment  that 
will  end  your  boiler  troubles. 

Send  us  a  gallon  of  your  feed  water^we 
will  analyze  and  let  you  know  the  cost  of 
proper  effective  treatment. 

You'll  save  enough  in  repairs  to  more  than 
pay  for  the  treatment. 

Dearborn  Chemical  Company 

General  Office,  Laboratory  and  Works 

Chicago 


HIGHEST    QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


Special  Track  Work 


Built  along  quality  lines  to 
withstand  long,  severe 
service. 


Switches, 

Frogs,  Crossings, 

Manganese  Centers 

New  York  Switch  &  Crossing  Co. 

Hoboken,  New  Jersey 


' 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 

Steam  Superheaters  Mechanical  Stokers 

Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 
BRANCH  OFFICES: 


ATLANTA,  Candler  Building 
BOSTON.  35  Federal  St. 
CHICACO,  Marquette  BuiHing 
CINCINNATI,  Traction    lUiildiilK 
CLEX'ELAND,  New  England  Building 


DEN\'ER,  435  Seventeenth  St. 
HA\ANA,  CUBA,   II6V2   Calle  de  la  Habana 
LOS  .XNCEl.ES,  American  Bank  Building 
NEW  ORLEANS,  Shubert  Arcade 
P1I1L.\I)KLI'11I.\,  North  American  Building 


PITTSBURGH,  Farmers'  Deposit  Bank  Building 
PORTLAND,  ORE.,  Wells-Fargo   Building 
SALT  LAKE  CITY,  313  Atlas  lilock 
S.\.\   FRANCISCO,  99   First   Street 
SE.XTTLE,  Mutual  Life  Building 


JACKS 


Barrett  Track  and  Car  Jacks 
Barrett  Emergency  Car  Jacks 
Duff  Ball  Bearing  Screw  Jacks 
Duff   Motor    Armature    Lifts 


The  Duff  Manufacturing  Co.,  Pittsburgh,  Pa. 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM,  ALA. 

Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


FORD  TRIBLOC 

A  Chain  Hoist  that  excels  in  every  feature.  Tt  has 
Planetary  Gears,  Steel  Parts,  3^  to  i  factor  of  Safety. 
It's  the  only   lilock  that  carries  a  five-year  guarantee. 

FORD  CHAIN  BLOCK  &  MFG.  CO. 
142  Oxford  Street,  Philadelphia 


ESTABLISHED  1882 


The  Weir  Frog  Company 

Manganese  Track  Work 

Cincinnati,  O. 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


43 


Repair  Shop 
Machinery 


and  Cranes 

Built  by 

NILES-BEMENT-POND  CO. 

Ill  Broadway,  New  York 

Boston  Philadelphia  Pittsburgh  Chicago 

St.   Louis         Birmingham,   Ala.  London 


U.  S.  Metal  &  Mfg.  Go. 


165  BROADWAY, 
Chicago 


NEW  YORK  CITY 
Atlanta 


RAILWAY  SUPPLIES 


Selling  Agents  for  Dunham  Hopper  Door  Device — Feas- 
ible Drop  Braise  Staff — Columbia  Lock  Nut — Kling  Bolts — 
Shop  Cleaner — "Texoderm" — U.  S.  Metal  Kail  Filing  Ma- 
chine. Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint 
Co.  General  Eastern  Agents  for  Hutchins  Car  Roofing  Co. — 
Multiple  Unit  Puttyless  Skylight — Car  and  Locomotive  Jacks 
—Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  for  C  &  C  Electric  &  Mfg. 
Co.     General  Agents  for  Anglo-American  Varnish  Co. 


Represents  Cost 
of  Deltabeston 
over  Cotton  Insulated  Wire 


Represents  the 

Savings  Deltabeston 

Effects  in  the  Long  Run 

Which  Will  YOU  Take  ? 

The  above  is  simply  a  graphic  illustration  of 
the  "penny  wise,  pound  foolish"  policy  of  let- 
ting price  Stand  in  the  way  of  using  "DEL- 
TABESTON" MAGNET  WIRE  on  your 
coils.  "Deltabeston" — the  wire  with  the  tough, 
permanently  flexible,  pure  asbestos  insulation 
— saves  coil  failures — motor  burnouts — stalled 
cars — rewinding  expense.  Because  "Delta- 
beston" stands  up  where  ordinary  insulation 
breaks  down.  That's  all.  Proof,  if  you  ask 
for  it. 


D  &  W  FUSE  CO. 

Providence,  R.  I. 


Foster  Superheaters 

Insure  uniform  superheat  at  temperature  specified 

Power  Specialty  Company 

III  Broadway,   New  Yorl<  City 


SKYLIGHTS 

Without    packing    or    filling    substance — Of    GLASS    and 
MI-:TAL    ONLY  — ABSOLUTEI^Y    and    TEUMANENTLY 
PROOF  AGAINST   LEAKAGE.      Send    for   details. 
WE   BUILD  THEM   RIGHT. 

National  Ventilating  Co.,  339  E.  26th  St.,  New  York 


233 


DAISES   the    possibil- 
ity of  efficient  stok- 
ing to  a  maximum. 

Write  for  catalog  "C." 

MURPHY  Iron   11/ o 
Detroit,     iMich.     W    U 


ORKS 

S.A. 


DIXON'S 


BOILER 
GRx\PHITE 

Cleans     Boilers     and     Keeps     Them     Clean 
Send  for  "Graphite  for  the  Boiler"  No.   108 

Joseph  Dixon  Crucible  Company 


Jcrsty    City 


New  Jersey  1 


I.  T.  E. 

Circuit  BreaKers 

for  hepvy  street  railway  work  are  the 
best  obtainable.  Write  for  New  Com- 
plete  CataloRue. 


GREEN  CHAIN  GRATE  STOKERS 

For  Water  Tube  and  Tubular  Boilers 
GREEN   ENGINEERING   CO. 

1300  Steger  BIdg.        Chicago,  III. 

Catalogue    "G" — Green   Chain    Grate   Stokers 

Catalogue  No.  8 — Geco  Ash  Handling  Syatema 

Sent  on  anplicatlon 


A.  G.  E.  LABOR  SAVING  MACHINES 

For     Armature    Banding,    Coil    Windins;,   Taping,    Pin- 
ion Pulling,  Commutator  Slotting  and  Pit  Jacks,  Arma- 
ture Buggies  and  Armature  Removing  Machines 

Manufactured  by 

AMERICAN  GENERAL  ENGINEERING  CO. 


253  Broadway, 


New  York,  U.  S.  A. 


=.      L 


SOFTENING 

OR 

FILTRATION 

FOR  BOILER  FEED  AND  ALL  INDUSTRIAL  USES 

WM.   B.  SCAIFE  &  SONS  CO.  PITTSBURGH,   PA. 


44 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


What  you  get  out  of  your 
Electric  Railway  Journal 

depends  upon  the  time  and  thought  you  put  into  the  reading  of  it. 


Thought,  time,  energy  and  money  are  ex- 
pended in  abundance  to  mal:e  each  issue  of 
maximum  value  to  the  greatest  possible  num- 
ber of  readers.  You  benefit  by  this  expendi- 
ture in  direct  proportion  to  the  attention  which 
you  give  to  your  paper. 

A  mind  alert  for  suggestions  will  find  in 
every  issue  food  for  thought  and  help  in  its 
daily  tasks.  This  applies  to  the  reading  of 
the  advertising  pages,  as  well  as  to  the  read- 
ing of  the  text. 

Remember  that  electric  railway  progress 
is  due  as  much  to  the  efforts  of  the  engi- 
neers engaged  in  developing  new  equipment 


for  manufacturers  as  to  those  who  buy  and 
use  what  these  manufacturers  tell  about  in 
their  advertisements. 

These  engineers  who  give  their  talents  to 
the  manufacturing  branch  of  the  industry  are 
always  ready  to  give  the  benefit  of  their  study 
and  experience  to  their  fellows  in  the  field. 
An  inquiry  addressed  to  the  advertiser  is 
usually  all  that  is  required.  It  will  receive 
prompt  attention  whether  or  not  you  are  in 
the  class  of  potential  buyer  at  the  time. 

Advertisers  know  the  advantage  of  giving 
full  and  reliable  information  to  everybody  in 
the  field  who  indicates  his  interest  in  any- 
thing relating  to  the  advertised  product. 


Make  the  Most  of  It 


This  Is  the  Punch  for  Rapid 
Handling 

of 
Transfers 


The  McQHI 
Vl»lble   No.   5  Ticket   Punch 


When  the  platform  of  a  car  is  crowded  with  entering  pas- 
f.^i?'j?  "^■■y  second  lost  in  fare  collection  counts  heavily. 
Blind  '  punches  and  punches  that  "stick"  cost  considerable  loss 
of  time  in  punching  transfers.  Equip  your  conductors  with 
the  McGiU  Visible  No.  5  and  note  the  difference.  Samples  sent 
for  inspection  and  trial.     Write  for  Catalog  25  J. 


/\^     Odorless  Disinfectant 

yf^^^^      ihw  Keeps  the  air  in  a 

>|||||l   ^r"^      llllW  crowded  car  pure 

Trade^liil^k  W^^V    llp^  Mark       and  sweet 

^sUJI  ^^B^^     BJUk^  Solves  the  Toilet  Problem. 

X.     ^L^^^^  Write  for  information. 

nIv^    Gardner  &  Co.,  Joliet,  111. 


McGill  Ticket  Punch  Co. 


538  W.  HARRISON  STREET, 


CHICAGO 


•/^/ 


MASON    SAFETY    TREADS— prevent    illpDinjr    »nd    thus    <* 
viate  damage  suits. 
KAHBOLITH    CAR    FLOORING— for    steel    cam    Is    sanlUrr. 

fireproof  and  llRht  In  weight. 

STANWOOI>    STEPS— are  non-sllppinj!  and  scIf-cleanlnK. 

Above    products    are    used    on    all    leading    Railroads.      For    details 
address 

AMERICAN  MASON  SAFETY  TREAD   OO. 
Main  calces :      Branch  Offices :  Boston.  New  York  City.  Chlcauo,  PhtU- 
Lowell,  Mass.  delphla.  Kansas  City.  Cleveland.  St.  Loola. 


KINNEAR  Steel  Rolling  Doors 
FOR  CAR  HOUSES 

Compact,  Durable,  Easily  and  Speedily  Operated  and  Fire- 
proof.     OpcninBs    of  any    size    may    be    equipped    and    the 
doors  motor-operated   if  desired.     Manufactured  by  the 
KI^'N'^AR    MANUFACTURING   CO.,    Columbus.    Ohio 
BOSTON  PHILADELPHIA  CHICAGO 


IRCO  are  the  Standard  TAP LS 

For  Electric  Railway  and  Lighting  Use 

Economy  and  Efficiency  Combined 

IMPERIAL  RUBBER  CO.,   253Bioadway,  New  York.  U.  S.  a. 


Service  and  Durabi:ity      —      The  Test  of  Economy 

AMERICAN  VULCANIZED  FIBRE 

will  meet  hoth  requirements  of  this  test  if  you  will 

use  it   for  Track   Insulation. 
Write   for   our    Hulletin   "For  Safeguarding   Safety 

SiKnal  Appliances." 
Send   us  blue  prints  of  your  fibre  parts  and  let  Ub 

quote  y(ui   i)riccs. 
AMERICAN  VULCANIZED  FIBRE  CO..    WILMINGTON.  DEL. 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

Order  from  our  Chicago  or  Elsmere  factory,  whichever  is  near". 
ind  delivery  will  be  made  without  delay. 

Include  «n  order  for  Disfico  Horn  Insulation  for  repair  work. 


Elsmere.  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chica&o,  III. 


February  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


45 


SAFETY  FIRST 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


Insure  Your  Income 

The  DAYTON  FARE 
BOX  checks  your  in- 
come at  its  source.  It 
insures  that  there  is  no 
leak.  It  gives  no  chance 
for  error. 

DAYTON 

Fare  Box 

receives  and  regis- 
ters i-cent,  5-cent 
and  lo-cent  pieces  in 
United  States  money 
and  Canadian  dimes 
and  half-dimes.  It 
is  a  rugged,  simple 
mechanism  that  is 
practically  indestruc- 
tible and  infallible. 

Write   for   data  and  our   free  trial  proposition. 

The  Dayton  Fare  Recorder  Co. 

Dayton,  Ohio 


The  JOHNSON  Registering 
Fare  Box 


For  Cash  Fares 


— increases  fare  re- 
ceipts 2  to  15  per  cent. 
— is  the  fare  box  you 
can  rely  on  for  cer- 
tainty, accuracy  and 
economy. 

Johnson    Fare    Box 
Company 

Jackson  Blvd.  and  Robey  St. 

CHICAGO 
30  Church  St.,  NEW  YORK 


For  Cash  Fares 
and    Tickets 


For  Speed  and 
Durability 


B-V 

Visible 
Punches 


The  visible  feature 
and  tool  steel  dies 
of  the  finely  fin- 
ished B-V  Punches 
make  them  Lead- 
ers. Their  dura- 
bility and  speed  of 
operation  cannot 
be    duplicated. 

Write    for    catalog- 


BONNEY-VEHSLAGE  TOOL  CO. 

124  Chambers  St.,  New  York 

Factory.  Newark,  N.  J. 

71696 


The  Eclipse  Railway  Supply  Co. 
CLEVELAND,  OHIO 

Manufacturers  of  the 

ECLIPSE  LIFE  GUARD  ECLIPSE  WHEELGUARD 

ECLIPSE  TROLLEY  RETRIEVER  ACME  FENDER 


INTERNATIONAL    SPECIALTIES 
TALK  FOR  THEMSELVES 

Registers   and    negister   Fittings,    Badges, 
Punches,  Bell  and  Trolley  Cord. 

THE  INTERNATIONAL  REGISTER  GO. 


15    SOUTH    THROOP    ST., 


CHICAGO 


IN  A  WORD 
THE  RAPID  READY  CHANGE  CARRIER 


25  -  10-  5  •     1  or  5 


enables  conductors  to  give  change 
quickly.  Passengers  can  pass  into 
car  immediately — Prevents  crowded 
platforms — Shortens  time  at  car 
stops.  Just  what  you  need.  Price, 
$1.75. 

CHAS.  F.  ETTER 
904  N.  2nd  St..  Harrisburg,  Pa. 


p3,sens;_--^-'        G,nd„,f,^ 


Direct 

Auiomatic 

Registration 

By  the 

Passenger 

Rooke  Aatomatie 
Register  Co. 

Providence,  K.  1. 


46 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


rjj  feMif  gi-T-ta  Jjga 


Note  tlie  single   wall  construction — nothing  to  break,  blister,  pull 
apart    or    collapse. 


IF  you  are  using  any  other  type  of 
conduit  than  Duraduct  for  your 
lighting  and  heating  systems,  you  are 
wasting  money. 

DURADUCT 

Reg.  U.S.  Pat.  Off. 

Flexible  Non-Metallic  Conduit  will 
give  100%  in  efficiency — saves  66  2/3% 
in  cost — and  85%  in  weight.  It  is  also 
easier  and  cheaper  to  install. 

Tubular  Woven  Fabric  Co.,  Mfrs.,  Pawtucket,  R.  I. 

A.  HALL  BERRY,  General  Sales  Agent 

97  Warren  St.,  New  York  309  So.  Desplainei  St.,  Chicago 


The  Kalamazoo  Trolley  Wheels 


have  always  been  made  of  entirely 
new  metal,  which  accounts  for  their 
long  life  WITHOUT  INJURY  TO 
THE  WIRE.  Do  not  be  misled  by 
statements  of  large  mileage,  because 
a  wheel  that  will  run  too  long  will 
damage  the  wire.  If  our  catalogue 
does  not  show  the  style  you  need, 
write  us— the  LARGEST  EXCLU- 
SIVE TROLLEY  WHEEL 
MAKERS  IN  THE  WORLD. 


THE    STAR    BRASS    WORKS 

KALAMAZOO.  MICH..  V.  S.  A. 


More -Jones  Trolley   Wheels 
To  Fit  ALL  Harps 

Many  roads  prefer  them 
because  they  get  Improved 
trolley  wheel  service  without 
the  necessity  of  changing 
harps.  This  faciUtates 
standardizing  of  equipment 
at  the  same  time  that  it 
saves  expense.  Travelling  at 
high  speed,  these  perfectly 
balanced  wheels  are  less 
liable  to  chatter  or  vibrate. 
This  Is  one  of  the  several 
reasons  why  More-Jones 
Trolley  Wheels  give  such 
satisfactory  service.  Made 
in  48  styles  and  sizes. 

More- J  ones  Brass  &  Metal  Co.,  St.  Louis,  Mo. 


PANTASOTE 

The  National  Standard 
for  Car  Curtains  and 
Car  Upholsteiy 

AGASOTE  HEADLINING 

The  only  headlining  made  in  one  solid  piece.     Will  not 
separate,  warp  or  blister.    Waterproof  and  homogeneous. 

The  Pantasote  Company 

11  Broadway,  New  York  People's  Gas  Bldg.,  Chicago,  III. 

797  Monadnock  Bldg.,  San  Francisco,  Cal. 


Light  Weight  Steel  Seats 

save  the  drain  on  current  at  "traffic 
peaks." 

WALKOVER 

Pressed  Steel  Seats 

give  more  room  — 
more  comfort — more 
money  value  than  any 
other  seat.  Specify 
them  for  your  new 
cars. 

Hale  and  Kilburn  Company 


New  Yorli 


Philadelphia 


Chicago 


The  Peter  Smith  Heater  Company  leads  the  world  on 
heating  City  and  Interurban  Electric  cars  of  all  sizes 
and  makes.  Ask  us  to  prove  this  statement.  We  have 
the  experience  back  of  us. 

PETER  SMITH  HEATER  COMPANY 

1759  Mt.  Elliott  Ave.,  Detroit,  Mich. 


D   The  Railway Supply&  Curtain  Co. 


CHICAGO 

CAR  CURTAINS  &  FIXTURES 
FOR  ALL  PURPOSES 

CATALOGUE  ON  REQUEST 


Yenlllalion—Sanilalion— Economy— Safely 

All  Combined  in 

THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Patented  September  30,  1913.  Atk  tor  the  full  story. 

We  Also  Manufacture  Pressed  Steel  Hot  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


"UTILITY"  Electric  Thermometer  Control 
SAVES  70%  In  Heating  Current 

UTILITY  Ventilators  Represent  the  Highest 

Efficiency -^Various  types  to  Meet 

All  Conditions 

RAILWAY  UTILITY  CO.  Chicago  and  New  York 


Febe-jaly  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


47 


Buckeye  Emergency 
Jack  No.  239 


An  extra  powerful  and  handy 
Jack   for   extra   difficult   jobs. 

Forged  Parts  are 
Special  Heat  Treated 

This  Jack  can  be  worked 
from  many  angles  to  load,  yet 
full  lifting  power  is  available 
from  any  position.  Write  for 
catalog,  details  and  price. 


The  Buckeye  Mfg. 

Alliance,  Ohio 


Co. 


WE   WANT  YOUR  BUSINESS 


IT  DOSS  NOT  MATTER 

H  »'v  Large  ')r  H  '  v  Small  Your  System  is 
IT  DOES  NOT  MATTER 

Whether  Your  Cars  have  Old  or  New  Equipment 

TULC  WILL  SHOW  A  SAVING  ON  ANY  TYPE 
OF  EQUIPMENT  IF  GIVEN  A  TRIAL. 


triA][IlW(IS5§&[Lii!B[S0@a?0C^@  ©®„ 


/J/. //////////w////////mMw//////////m///////^//m///^^^^^ 


•yMMmMMMmmmMRy:'. 


The   Brake  Shoe 
Business 


No  one  man  can  know  more  than  a  small 
portion  of  the  vast  fund  of  information 
relating  to  brake  shoe  design,  construction 
and  application.  But  collectively  the  mem- 
bers of  the  American  Brake  Shoe  and  Foun- 
dry Company  know  a  great  deal  about  brake 
shoes  and  braking.  Our  knowledge  has 
saved  thousands  of  dollars  to  many  electric 
railways.    We  are  at  your  service. 

American  Brake  Shoe  &  Foundry  Co. 

MAHWAH,   N.  J. 
30  Church  St.,  New  York     McCormick  Bldg.,  Chicafto 

71607  1 


The  Simplified  Slack  Adjuster 

When  the  shoe  wear  is  sufficient  to  require  it,  steel 
shims  dropping  down  behind  a  bifiircated  push  rod 
forming  the  brake  lever  fulcrum  insure  the  simple, 
positive  action  of  the  S-W  Brake  Adjuster.    WRITE 
FOR  THE  FOLDER. 

The  Sauvage-Ward  Brake  Co.,  Inc. 

Whitehall  Building,  New  York 

9381 

UNION  SPRING  &  MANUFACTURING  CO. 

SPRINGS    COIL  AND  ELLIPTIC 
M.  C.  B.  Pressed  Steel  Journal  Box  Lids 

General  Office,  Oliver  BIdg.,   PITTSBURGH,  PA. 
Works:  New  Kensington.  Pa. 

149  Broadway,  Xew  Vork.  1204  Fisher  BMg.,  Chicago,  III. 

Mis.'^ouri  Trust   BIdj;.,   .St.    Louis,   Mo. 


Efficiency 
Economy 
Safety          . 

^   A  WASSON 

-g#P               TROLLEY  BASE 

^M;      Soon  Pays  for  Itself 
W           Order  One  Today 

and  Convince  Yourself 

»    WASSON  ENGINEERING  &  SUPPLY  CO. 

MILWAUKEE,  WISCONSIN 

■**^s 

LONGWEAR  BUSHINGS 


Hardened 

Steel 
Accurate 
Uniform 


Dimensions 

Exactly 

as 

You  Specify 


E.G.Xong  Conxpam} 

50  Church  Street  New  York 


48 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


iiltmiLlLl^lJUi^lKI' 


-  >■  -  '- 


FOR  SALE 

10—42'    Kuhlman     Interurban    Cars,    Baldwin    Trucks,    4 

West.   121    Motors. 
30— Brill    20'    Closed    Cars,    G.E.    1000    iVIotors,    Brill    21-E 
Trucks. 

2 — Jackson  and  Sharp  18'   Bar  Bodies. 
20 — Jones  20'  Closed  Cars,  G.E.  52  Motors,  Bemls  Trucks. 
10 — Wason  10  Bench  Open  Cars,  G.E.  1000  Motors,   Bemls 
Trucks. 

5 — Brill    10    Bench    Open    Cars,    West.    12A    Motors,    Brill 
21E   Trucks. 

8— Brill  14  Bench  Open  Cars,  West.  56  Motors,  Brill  22- E 
Trucks. 

4 — Brill  30'  Express  Cars,  Brill  22-E  Trucks. 

9 — Brill  30'    Express  Cars   complete,  4   G.E.   1000   motors, 
AA-1  Air  Brakes,  Brill  27-G  Trucks. 

8 — Brill    22'    Closed    Cars,    West.    68    Motors,    Peckham 
Trucks. 

1 — Jackson  and  Sharp  20'  Car  Body. 
20 — G.E.  80  Railway  Motors  complete. 
12 — G.E.  54  Railway   Motors  complete. 
60 — G.E.  1000  Railway   Motors  complete. 
60 — G.E.  800  Railway  Motors  complete. 
40 — West.   12A   Railway   Motors  complete. 
32 — West.  49   Railway   Motors  complete. 

8 — West.  38B  Railway  Motors  complete. 
10 — West.  112  Railway  Motors  complete. 

4 — West.  68-C  Railway  Motors  complete. 

A — West.  68  Railway  Motors  complete. 
12 — G.E.  73   Railway   Motors   complete. 
24 — G.E.  87  Railway  Motors  complete. 
20 — G.E.  57  Railway  Motors  complete. 

3 — West.  101-B2  Armatures,  brand  new. 

3 — West.   93-A2  Armatures,   brand   new. 

3 — West.  93A  Armatures,  brand  new. 
22 — G.E.  80  Armatures,  brand  new. 

2 — G.E.   87  Armatures,   brand   new. 

2 — G.E.  73-C  Armatures,  brand  new. 

4 — G.E.   67  Armatures,   brand   new. 
18 — G.E.  57  Armatures   (second-hand),  two  turn. 
30 — G.E.  57  Form  A   Motor  Casings. 
22— K6  Controllers. 
44— K11  Controllers. 
28— K2  Controllers. 
62— K10  Controllers. 
30 — K14  Controllers. 
28 — B29  Controllers. 

2 — Sets   Brill  27G   Trucks,  4'  6"  wheel   base. 

6— Brill  21E   Trucks,  7'  6"   and  8'   wheel   base. 
10 — Dupont  Trucks,  7'  6"  wheel  base. 

All  of  the  above  apparatus  Is  in  first  class  condition  for 
Immediate  service.      For  further  particulars  apply  to 

W.  R.  KERSCHNER  CO.,  Inc..  S?ew "ork^ n"i?: 


MACGOVERN  AND  COMPANY, 

INC. 

FRANK  MACGOVERN,  Pres.  &  Gen.  Mgr. 

114  LIBERTY  STREET  NEW  YORK  CITY 

'Phone,  3375-3376  Rector 

60  CYCLE  ROTARY  CONVERTERS 

2—1000  KVV.  Gen.  Elec,  type  HC,  6  pliase,  360  RPM.,  form  P, 
600  volts  DC,  witli  AB-BI  Transformers,  2300  V.  pri- 
mary;  also  switchboard  panels  and  instruments. 

2—  500  KW.  Gen.  Elec.,  type  HC,  form  P.  6  phase,  12  pole, 
600  RPM.,  575  volts  DC,  with  AB-BI  Transformers, 
2300  V.  primary;  also  switchboard  panels  with  instru- 
ments, 

IMMEDIATE    DELIVERY. 

THIS    lis    OF    NECESSITY    ONLY    A    PARTIAl,    LIST- 
SEND   FOR   CATALOG 


An  Unusual  Bargain 

One  double  truck,  single  track  snow  plow, 
length  over  all  40  ft.,  width  8'6",  height 
lo'g",  truck  centers  i3'8"  wheel  base  4'. 
Plows  raised  and  lowered  by  hand  or  com- 
pressed air. 

Equipped  with  two  K-14  controllers,  rheo- 
stats and  cable,  one  main   reservoir,  brake 
cylinder  and  brake  valves,  air  cylinders  and 
valves  for  operating  plows. 
Price  $1,000,  F.O.B.  Rensselaer,  New  York. 

Albany  Southern  R.  R.  Co. 

Rensselaer,  N.  Y. 


COMPLETE  ARMATURES  FOR  SALE 

FOR     ALL     THE      STANDARD 
STREET    RAILWAY     MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

America'*  Crealesf  Repair  Works 

CLEVELAND    ARMATURE   WORKS,   Cleveland,   0. 


FOR  SALE 


Two  Snow  Plows:  One  Sprinkler;  Cars,  Motors,  Ralls, 
Generators.  Everything  for  Track,  Rolling  Stock,  Power 
Plant  bought  and  sold.'   Send  us  your  requirements. 

Write  for  our   Lists  and   Catalogs. 

Railway  &  Power  Equipment  Co. 

Charles  F.  Johnson      P.  O.  BoxlSS     Eilicott  Sq.,  Buffalo,  N.  Y. 


Big  Results 
from  Little  Ads 

The  advertisements  in  the  Searchlight  Section  are  constantly 
bringing  together  those  who  buy  and  sell,  rent  and  lease  or  ex- 
change. They  convert  idle  commodities  into  useful  cash,  idle 
cash  into  useful  commodities,  and  that  which  you  have  but  don't 
want  into  that  which  you  want  but  don't  have.  The  cost  is  a  trifle, 
the  results  considerable. 

Get  your  Wants 
into  the  Searchlight 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


49 


150  K.W.  Motor  Generator  Set 

1 — 220  e.P.,  3  phase.  60  cycle,  20S0  volt.  614  K.P.M..  General  Elec- 
tric Induction  motor,  direct  coupled  to  150  K.W  General  Electric, 
660  Tolt.   CLB.   compound  wound  generator.      Instant  shipment. 

Booster  Set 

Generator — West'gh'se  70  K.W.,  350  volt,   JOO  amp.  series  wound. 
Motor— Wesfgh'se  105  H.P.,  575  volt,  950  R.P.M..  type  "SA"  shunt 
wound. 

Complete  with  coupling  and  panel. 

60  Cycle,  Rotary  Converters 

2 — General  Electric  1000  K.W.,  600  v..  360  R.P.M..  type  "HO,"  comp. 
wound.  6  phase.  Complete  with  air  cooled  2300  v.  trans.,  react- 
ances and  panels. 

2 — General  Electric  500  K.W.,  575  volt.  600  R.P.M..  type  "HO,"  comp, 
wound.  6  phase.  Complete  with  air  cooled  trans..  2300  v.  react- 
ances and  panels. 


600  R.P.Ii. 


1 — 300  K.W.  Westlnghouse.  600  volt  D.C.,  37u  folt  A.O., 

with  oil  cooled  G.B.  trans.  11,000  v.  primary 
1 — 200  K.W.  Westlnghouse,  600  yolt  D.O..  370  Tolt  ».:<..  720  R.P.M. 
Also  following  transformers: 

3 — 125  K.W.  G.K.  2400  volts  prim.,   370  voita  sec. 
6 — 75   K.W.   Ft.   Wayne,   10.000-9000-185-370  v. 
3 — 175  K.W.  Stanley,  10,000-2300  volts. 

25  Cycle,  Rotary  Converters 

1 — 500  K.W.   General  Electric,  3  phase,   25  cycle,  600  volt  D.C..   370 

volt  A.C..   375  R.P.M. 
2 — 300  K.W.  Genl.  Elect.,  3  ph.,  25  cycle,  750  R.P.M.,  600  volts. 
1 — 250  K.W.  Genl.  Elect..  3  ph.,  25  cycle,  500  R.P.M.,  600  volts. 

Can  also  furnish  transformers — all  voltages. 

Railway  Car  Equipment 

S — West.   112  Motors,   75  H.P.,  newly  rewound. 

5 — Type  M.  Single  End  Control  for  4  motors,  75  H.P.  ea. 

2 — K.  14  controllers. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ROOM  302 
'Phone  Rector  4337-4338-4339 
SEND  FOR  CATALOG— JUST  OUT 
ENGINES— BOILERS— MOTORS— CONDENSERS— ETC. 


New  York 


CARS    FOR    SALE 

OPEN  and  CLOSED 
MOTOR  and  TRAIL 

Write   for   Price   and    Pull   Particulars  to 

ELECTRIC    EQUIPMENT    CO. 

Ctmmonwealth  Bldg.  Philadelphia,   Pa. 


When    writing    to    Advertisers    in    this    pub- 
lication   you    will     confer    a     favor    on    both 
publisher    and    advertiser    by    mentioning    the 
Electric   Railway   Journal 


POSITIONS  WANTED 


CAR  painter — A  competent  and  thoroughly  all 
around  mechanic,  wlao  is  desirous  of  making 
a  change  wants  position.  Best  of  experience, 
good  worker,  etncient  in  handling  men,  or 
will  work  under  good  foreman,  desirous  of 
making  cliange.  Can  give  good  recommenda- 
tion from  past  and  present  employers.  Box 
678,   Elec.   Ry.  Jour. 


ELECTRICAL  engineer  and  superintendent, 
technical  graduate,  with  15  years'  practical 
experience,  engineering,  construction  and 
operation;  railway,  lighting  and  power  sys- 
tems. Now  with  large  company,^  desires 
change.  Al  references.  Box  692,  Elec.  Ry. 
Jour. 

HIGH  grade  man  desires  position  as  secre- 
tary or  assistant  to  btisv  executive.  Fully 
experienced  and  thorougnly  trained  in  man- 
agement of  various  departments.  At  pres- 
ent operating  official  of  system  of  city  and 
interurban  lines.  Age  35,  health  good  and 
am  willing  to  go  anywhere.  Address  Box 
694,  Elec.   Ry.  Jour. 


MAX,  37,  7  years*  electric  railway  experience 
handling  material  and  shop  accounts,  shop 
payrolls,  etc.,  wishes  to  change.  Thoroughly 
conversant  with  stores  systems;  no  objection 
to  leaving  New  York.  Box  698,  Elec.  Ry. 
Jour, 

Master  mechanic,  14  years'  experience  with 
city  and  interurban  railways.  Capable  of 
installing  and  upkeeping  all  kinds  of  equip- 
ment, solicits  correspondence  with  railway 
company  needing  same.  Box  699,  Elec.  Ry. 
Jour. 

MASTER  mechanic  open  for  irnmediate  en- 
gagement. Long  experience,  reliable  and  un- 
•luestioned  ability.  Best  references.  Box 
684,   Elec.    Ry.   Jour. 

POSITION  wanted  by  a  man  who  has  had 
18  years*  experience  as  superintendent  and 
roadmaster  and  constructing  street  car  lines. 
Best   references.      Box   691,    Elec.    Ry.    Jour. 


SECRET  service  work;  several  years'  experi- 
ence. Traffic  and  register  inspections,  plat- 
form service,  both  street  car  and  inter- 
urban. .M  liberty  after  March  30th.  Besf 
of  reference^  from  Middle  Western  proner- 
ties.  Age  27,  married.  Box  693,  Elec. 
Ry.   Jour. 


ADVERTISING  RATES 

Positioiu  Wanted,  Evening  Work  Wanted, 
2  cents  a  word,  minimum  charge  30  cents  ao 
iiuertion,  payable  in  advance. 

Positions  Vacant.  Salesmen  Wanted,  Agencies, 
all  undisplayed  Miscellaneous  ads.  Machinery  and 
Plants  For  Sale  (with  onel  ineof  display  heading), 
3cenbta  word,  minimum  charge  $  1 .30  an  insertion. 

AUadveitiscmentsforbids  cost  $2.40  an  inch. 

Advertisements  in  display  type  cost  as  follows 
for  single  insertions: 

I-I6page,  $5.00  1  in.  single  c<J.,  $3.00 

I -8  page.      10.00  4  in.  single  col.     11.60 

1-4  page.     20.00  8  in.  single  col.    22.40 

/n  replying  to  aJvertiaementM,  tend  copie*  o/ 
te$timoniaUf  etc. ,  instead  of  originals. 


POSITIONS  WANTED 


STOREKEEPER,  thoroughly  acquainted  with 
all  electric  railway  material  and  accounts, 
desires  change.  Can  cut  the  mustard  in  re- 
gard to  efficiency  and  economy.  Box  674, 
Elec.    Ry.   Jour. 

W.WTED — A  fKJsition  as  barn  foreman  or 
master  mechanic  of  a  road  of  about  75  cars. 
Strictly  sober;  15  years'  experience  in  re- 
modeling old  cars;  also  equipping  new  cars. 
Can  give  past  and  present  references.  Can 
come  at  once.      Box   682,  Elec.   Ry.  Jour. 

WANTED — By  a  thoroughly  up-to-date,  reliable 
and  competent  man,  40  years  of  age,  experi- 
enced in  all  branches  of  railway  operation 
and  maintenance,  position  as  superintendent 
or  superintendent  of  equipment.  Best  of 
references^  past  and  present.  Correspond- 
ence solicited  concerning  any  good  opening. 
Box   697,   Elec.    Ry.   Jour. 

YOUNG    man    desires    position    as  auditor    ot 

electric    railway    company.        At  present    so 

employed.       Best    of    references.  Box    67*), 
Elec.    Ry.   Jour. 

POSITIONS  VACANT 

SALESMAN  wanted,  one  who  sells  to  whole- 
sale nlumher  and  hardware  suppliers,  to  sell 
machinery  cotton  waste.  Box  695,  Elec. 
Rv    Tonr. 


FOR  SALE 


Chestnut  Poles  For  Sale 

We  furnish  A,  B,  C  and  E  grades  in  any 
length,  20'  to  75'  and  stubbs,  chestnut  poles 
and  R.R.  ties,  locust  posts  and  hardwood 
lumber  and  timbers.  A  good  stock  of  poles 
on  hand.  Can  make  prompt  shipments.  Ad- 
dress Lewis  Lumber  Co.,  Relief,  N.  C. 


25-Ton8  6"  HIGH  *'T"  RAILS 

POLES  AND  PILING 


J<EW  CYPRESS. 


PRICES  LOW. 


New  and  Relaying  Rails, — Equipment- 
Tanks — Etc. 


The  Classified  Advertising  in 
Electric  Railway  Journal 

is  read  carefully  by  men  whose  success  depends 
upon  thorough  knowledge  of  means  to  an  end 
— whether  it  be  the  securing  of  a  good  second- 
hand dinky  engine  at  a  moderate  price,  an  ex- 
pert draftsman  or  superintendent,  or  the  serv- 
ices of  a  firm  of  engineers  for  designing  a 
large   modern   plant. 

The  Best  Proof 

of  this  is  the  regularity  with  which  such  ad 
vertisements  are  carried — the  extent  and  va 
riety  of  the  JOURNAL'S  want  ads.  With 
out  a  constant  and  appreciable  demand  for 
such  machinery  or  services,  by  the  JOURNAL, 
readers,  the  market-place  which  these  adver- 
tisements represent  could  not  exist  for  any 
length    of  time. 

Electric  Railway  Journal 
239  West  39th  St.  New  York  City 


50 


(Accountants  to  Conduits) 


[February  27,  1915 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  300  different  products  are  here  listed. 

The  Alphabetical  Index  (see  eighth  page  following) 
gives  the  page  number  of  each  advertisement. 

As  far  as  possible  advertisements  are  so  arranged 
that  those  relating  to  the  same  kind  of  equipment  or 
apparatus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
being  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Accountants. 
Ureiiiis  Corporation,    H.    E. 

Advertising,  Street  Car. 
Collier,    Inc.,    Barron   G. 

Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Alloys,  Steel  &  Iron. 
Titanium  Alloy  Mfg.  Co. 

Anchors,    Guy. 

Garton   Co.,   W.    R. 
Johns-Manvllle  Co.,   H.   W. 
Ohio  Brass  Co. 
Westlnghouse  Blec.   &  M.   Co. 

Automobiles    and    Busses. 
Brill  Co.,   The  J.   G. 


Axle    Stralghteners. 

Columbia  M.   W.    &  M.    I.    Co. 


Axles. 

Brill  Co..   The  J.   G. 
Cambria  Steel  Co. 
Cincinnati  Car  Co. 
National   Tube  Co. 
Niles  Car  &  Mfg.  Co. 
Standard  Motor  Truck  Co. 
Standard   Steel   Works   Co. 
TJ.  S.  Metal  &  Mfg.  Co. 
Westlnghouse  Elec.   &  M.   Co. 

Architects. 

Kennard,    Ralph   B. 

Babbitting    Devices. 
American    General    Eng'g    Co. 
Columbia   M.    W.   &   M.   I.    Co. 

Badges  and  Buttons. 
International  Register  Co. 

Bankers   and    Brokers. 
Halsey   &   Co.,   N.   W. 

Batteries,    Dry. 
Johns-Manvllle  Co.,  H.  W. 
Protective  Signal  Mfg.   Co. 

Batteries,    Storage. 
Electric    Storage    Battery    Co. 
Esterline  Co. 

Bearings  and    Bearing    Metals. 
American   General   Eng'g   Co. 
Columbia  M.    W.   &   M.    1.   Co. 
General   Electric   Co, 
Long  Co.,  E.  G. 
More-Jones  Brass  &  Metal  Co. 

Bearings,    Ollless,     Graphite, 
Bronze  &  Wood. 
Graphite  Lubricating  Co. 

Bearings,  Roller  and   Ball. 
Railway   Roller  Bearing  Co. 

Bells   and    Gongs. 
Brill  Co..   The  J.   G. 
Electric  Service  Supplies  Co. 
Ohio  Signal  Co. 
Protective  Signal  Mfg.  Co. 
Reiter,  G.  C. 

Benders,    Rail. 
Niies-Bement-Pond   Co. 

Blowers. 
General   Electric  Co. 
Westlnghouse  Elec.  &  M.  Co. 

Boiler   Cleaning    Compounds. 
Dearborn  Chemical  Co. 
Johns-Manvllle  Co.,   H.  W. 


Boiler  Coverings. 
Johna-Manvlfle  Co.,  H.  W. 


Boiler    Graphite. 
Dixon  Crucible  Co.,  Jos. 

Boiler  Tubes. 
National   Tube  Co. 

Boilers. 
Babcock   &   Wilcox  Co. 

Bond  Clips. 
Electric  Railway  Imp.   Co. 


Bond   Testers. 
American  Steel  &  Wire  Co. 


Bonding  Tools. 
American   Steel  &  Wire  Co. 
Klectric    Railway   Imp.    Co. 
Klectric    Service    Supplies    Co. 
Ohio  Brass  Co. 

Bonds,    Rail. 
American   Steel  &   Wire   Co. 
Electric   Railway   Imp.    Co. 
i^llectric    Service    Supplies    Co. 
Garton  Co.,   W.  R. 
General   Electric   Co. 
Johns-Manville    Co.,    H.    W. 
Ohio  Brass  Co. 
Roebling's   Sons   Co.,    John   A. 


Book   Publishers. 
McGraw-Hill   Book   Co.,   Inc. 


Boring  Tools,  Car  Wheel. 
Niles-Bement-Pond   Co. 


Braces,   Rail. 

Kilby  Frog  &    Switch   Co. 
Weir  Frog  Co. 


Brackets  and  Cross  Arms.  (See 
also  Poles,  Ties,  Posts,  Pil- 
ing and  Lumber.) 

Creaghead    Engineering   Co. 

Electric    Service    Supplies    Co. 

Lindsley  Bros.  Co. 

Ohio  Brass  Co. 

Brake   Adjusters. 
Sauvage-Ward    Brake    Co. 

Brake  Shoes. 

American  Brake  S.  &  Fdy.  Co 
Barbour- Stoekwell  Co. 
Brill   Co.,    The   J.    G. 
Columbia  M.   W,   &  M.   I.    Co. 
Long  Co.,    E.   G. 


Brakes,      Brake      Systems     and 
Brake    Parts. 
AUis-Chalmers   Mfg.    Co. 
Anderson  Brake  Adjuster  Co. 
Brill  Co.,  The  J.   G. 
Columbia   M.   W.   &  M.  I.    Co. 
General   Electric   Co. 
Long  Co.,   E.   G. 
McGuire-Cummlngs    Mfg.    Co. 
National  Brake  Co. 
U.   S.   Metal  &  Mfg.  Co. 
Westlnghouse    Air    Brake    Co. 

Brazing.     (See   Welding.) 

Brushes,    Carbon. 
Dixon   Crucible   Co.,   Jos. 
General    Electric   Co. 
Jeandron,    W.    J. 
LeCarbone  Co. 
Morgan  Crucible  Co. 
Westlnghouse  Elec.   &  M.  Co. 

Bumpers,   Car  Seat, 
Elastic  Tip  Co. 
Electric    Service    Supplies    Co. 
Imperial    Rubber   Co. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &  Rubber  Co. 


Bushings,   Fibre. 
Diamond    State    Fibre    Co. 


Bushings,  Graphite  &  Wooden. 

Graphite  l.,ubricating  Co. 


Bushings,   Rubber. 
Imperial   Rubber  Co. 


Buttons.        (See       Badges      and 
Buttons.) 


Cables.    (See  Wires  and  Cables.) 


Carbon   Brushes.     (See  Brushes, 
Carbon.) 


Car  Equipment.  (For  Fenders, 
IHeaters,  Registers,  Wheels, 
etc.,  see  those  Headings.) 

Car  Trimmings.  (For  Curtains, 
Doors,  Seats,  etc.,  see  those 
Headings.) 

Cars,    Passenger,    Freight,    Ex- 
press,   etc. 
American  Car  Co. 
Brill   Co.,    The  J.    G. 
Cambria  Steel  Co. 
Cincinnati  "Car    Co. 
Jewett  Car  Co. 
Kuhlman  Car  Co.,   G.  . 
Niles  Car  &  Mfg.   Co. 
Wason  Mfg.  Co. 


Cars,    Prepayment. 
Prepayment   Car  Sales  Co. 


Cars,   Self-Propelled. 
Electric    Storage    Battery    Co. 
General  Electric  Co. 


Castings,    Composition    or    Cop- 
per. 
Anderson  M.   Co.,  A.  &  J.  M. 


Castings,    Gray    Iron    and    Steel. 
American    B.    S.    &    Fdry.    Co. 
American    General    Eng'g    Co. 
Columbia   M.   W.    &   M.    I.    Co. 
Falk  Co. 
Long  Co.,  E.  G. 
St.    Louis   Steel  Fdry.   Co. 
Standard   Steel   Works   Co. 
Union  Spring  &  Mfg.   Co. 


Castings,    Malleable    and    Brass. 
American  B.  S.  &  Fdry.   Co. 
American    General    Eng'g    Co. 
Long  Co.,    E.    G. 


I  Catchers    and     Retrievers, 

!         Trolley. 

I      Eclipse  Railway  Supply  Co. 

Electric    Service    Supplies    Co. 

Long  Co..  E.  G. 

Ohio  Brass  Co. 

Wasson   Engrg.   &  Supply  Co. 

Wood  Co.,   C.   N. 


Celling,    Car. 
Pantasote  Co. 


Change  Carriers. 
Chas.  F.  Etter. 


Circuit    Breakers. 
Cutter  Electrical  *  Mfg.   Co. 
Garton    Co..    W.    R. 
General    Eaectric    Co. 
Westlnghouse  Elec.   &  M.  Co. 


Clamps  and  Connectors,  for 
Wires    and    Cables. 

American    General    Eng'g    Co. 

Anderson    M     Co..   A.   &   J.   M. 

Electrical  Engineers  Equip- 
ment Co. 

Electric    Service    Supplies    Co. 

General    Electric    Co. 

Klein  &  Sons,  M. 

Ohio  Brass  Co. 

Westlnghouse   Elec.  &  M.   Co. 

Cleaners    and    Scrapers,    Track. 
(See        also        Snow-Plows, 
Sweepers    and     Brooms.) 
Brill  Co.,   The  J.    G. 
Cincinnati    Car   Co. 
Ohio  Brass  Co. 
Van  Dorn  &  Dutton  Co. 


Cleats,    Car    Wiring. 
General  Electric  Co. 


Clusters    and    Sockets. 

General  Electric  Co. 

Coal   and   Ash    Handling. 

(See    Conveying    and    Hoisting 
Machinery.) 

Coll  Banding  and  Winding  Ma- 
chines. 
American  General  Eng'g  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Supplies  Co. 
Garton  Co.,  W.  R. 


Coils,    Armature    and    Field. 
Cleveland    Armature   Works. 
Columbia  M.   W.    &  M.   I.   Co. 
D  &  W  Fuse  Co. 
General    Electric   Co. 
Roebling's    Sons    Co.,    J.    A. 
Western  Electric  CJo. 
Westlnghouse  Elec.   &  M.   Co. 


Coils,   Choke   and    Kicking. 
Electric    Service    Supplies    Co. 
General   Electric   Co. 
Westlnghouse   Elec.   &  M.   Co. 


'  Coin-Counting    Machines. 
international  Register  Co. 
Johnson   Fare   Box   Co. 


Commutator    Slotters. 
American  General  Engrg.  Co. 
General    Electric    Co. 
Westlnghouse   Elec.   &  M.  Co. 
Wood  Co..  Chas.  N. 


Commutator    Truing    Devices, 
American  General  Engrg.  Co. 
General    Electric   Co. 


Commutators  or   Parts. 
American  General  Eng'g  Co. 
Cleveland   Armature   work*. 
Columbia  M.  W.  &  M.  I.  Co. 
Garton   Co.,  W.  R. 
General    Electric  Co. 
Long  Co.,  E.   G. 
Westlnghouse  Elec.   &  M.   Co. 


Compressors,    Air. 

Allis-Chalmers  Mfg.   Co. 
Curtis  &  Co.,   Mfg.  Co. 
General   Electric   Co. 
Westlnghouse  Trac.  Br.  Co. 


Condensers. 
Allis-Chalmers  Mfg.  Co. 
General   Electric   Co. 
Westlnghouse  Machine  Co. 

Conduits,  Flexible. 
Fibre  Conduit  C". 
Tubular  Woven  Fabric  Co. 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


51 


Le  Carbone 

— the  always  Uniform 
always  Efficient  carbon 
brush. 

W.  J.  Jeandron 

173  Fulton  St.,     New  York 


The  Highest  Development 

In  Very  Small  Indicating  Instruments 


for  Direct  Current 

is  marked  by  the 


MODEL.    280,    Slnarle 

RanKe     Portitble 

Voltmeter 

(One-quarter  Size.) 


Miniature 

Precision    Instruments 

PORTABLE 

Volt-Meters,        Mllll-roltmetera, 

Volt-Ammeters,      Ammeters, 

Mil- Ammeters 

are  supplied  in  single,  double  and 
triple  ranges,  the  Triple  Range 
Volt-Ammeter  comprising  six  in- 
struments in  one.  This  group  also 
includes      BATTERY      TESTBKS. 

SWITCHBOARD 

Voltmeters,      Volt- Amme- 
ters,   Ainmeters,    Mil- 
Ammeters 

This  new  line  of  instruments  rep- 
resents the  finest  develooment  of 
small  size  pivoted  movinK  coil, 
permanent  magnet  type  of  in- 
struments. 

They  embody  characteristics  which 
have  made  the  well-known  Wes- 
ton Standard  famous  throughout 
the    world.       They    are    accurate. 

dead  beat  and  extremely  sensitive. 

They   may  be   left  continuously  in  circuit  at  full  load  and  are 

shielded  against  external  electrical  and  magnetic   Influences. 

They  are   substantially   constructed   and  have   the   longest  scale 

ever  provided  in  instruments  of  similar  size. 

The  prices  are  surprisingly  low  for  Instruments  of  such  quality. 

The  several  models  and  ranges  offer  a  selection  from  over  300 

different  combinations.      They  are  listed  in  BULLETIN  NO,  8 

WHICH  WILL  BE  MAILED   UPON   REQUEST. 

Weston  Electrical   Instrument   Co.,  Newark,  N.  J. 

New  York  St.   Louis  Detroit  Richmond  Winnipeg 

Chicago  Denver  Cleveland  Toronto  Vancouver 

Philadelphia  San  Francisco  Buflfalo  Montreal  Berlin 

Boston  Atlanta  London 


MODE]!^  267,  Switch- 
board   Ammeter. 

{One-quarter  Size.) 


"Hard  Service" 

Railway  Motor  Gears  and  Pinions 

have  for  years  consistently  represented 
SUPERIORITY,  and  appeal  to  the  man 
who  considers  EFFICIENCY  as  well  as  first 
cost.  Supplied  in  four  grades :  Standard, 
Special,   Treated,   Hardened. 

THE    VAN    DORN   &   DUTTON    CO. 

Gear  Specialists 

CLEVELAND  (Sixth  City) 
NEW  YORK  LOS  ANGELES  SAN  FRANCISCO 


The  ^^MKap^Bxlbe"   Battery 


for 


STORAGE  BATTERY  STREET  CARS 


THEELECTRIC  STORAGERmnRYCO. 

PHILADELPHIA 


52 


(Conduits  to  Inspection) 


[February  27,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Conduits,    Underground. 
Fibre  Conduit  Co. 
Johns-Manville  Co.,   H.  W. 

Controller    Regulators. 

Electric    Service    Supplies    Co. 

Controllers  or  Parts. 

Allls-Chalmers    Mfg.    Co. 
American  General   Eng'g  Co. 
Columbia  M.    W.    &   M.    I.    Co. 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Johns-Manville  Co.,   H.  W. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.   &  M.   Co. 

Controlling   Systems. 
General   Electric   Co. 
Westinghouse  Elec.   &  M.   Co. 

Converters,    Rotary. 

Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Conveying     and     Hoisting     Ma- 
chinery. 
Green   Eng'g   Co. 

Cord,      Bell,     Trolley,     Register, 
etc. 
Brill   Co.,    The  J.   G. 
Electric  Service  Supplpies  Co. 
Garton  Co.,  W.  R. 
Imperial   Rubber  Co. 
Long   Co.,    E.    G. 
Roebllng's   Sons  Co.,   John   A. 
Samson    Cordage    Works. 

Cord    Connectors    and    Couplers. 

Electric    Service    Supplies    Co. 
Samson   Cordage   Works. 
Wood    Co.,    Chas.    N. 

Couplers,  Car. 
Brill   Co.,   The  J.    G. 
Cincinnati   Car  Co. 
Long  Co.,   E.  G. 
Ohio  Brass  Co. 

Westinghouse  Traction   Brake 
Co. 

Cranes.     (See    also    Hoists.) 
Allis-Chalmers   Mfg.    Co. 
Niles-Bement-Pond   Co. 
Thew  Automatic  Shovel  Co. 

Creosotlng.       (See     Wood     Pre- 
servatives.) 

Cross   Arms.     (See   Brackets.) 

Crossing  Signals.      (See  Signals, 
Crossing. 


Crossings,  Track.       (See  Track, 
Special  Work.) 


Culverts. 

Canton  Culvert  cS;  Silo  Co. 

Curtains   and    Curtain    Fixtures. 
Brill   Co..    The  J.   G. 
Electric    Service    Supplies    Co. 
Pantasote  Co..  The. 
Railway  Supply  &  Curtain  Co. 


Cushions,    Field    Coll. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &   Rubber  Co. 


Derailing   Devices. 
U.   S.  Metal  &  Mfg.  Co. 


Despatching  Systems. 
Northey-Simmen     Signal     Co.. 

Ltd. 
Simmen  Auto.  Ry.  8lc.  Co. 


Detective  Service. 
Wlsch   Service,   P.   BMward. 


Disinfectants. 
Gardner  &  Co. 

Door  Operating   Devices. 
Electric    Service    Supplies    Co. 
Prepayment  Car  Sales  Co. 


Doors,   Asbestos. 

Johns-MaiivlUe    Co.,    H.    W. 


Doors  and   Door  Fixtures. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies    Co. 
Hale  &  Kilburn  Co. 


Doors,    Folding    Vestibule. 
Electric    Service    Supplies    Co. 
Prepayment  Car  Sales  Co. 


Doors,   Steel    Rolling. 
Kinnear  Mfg.  Co. 


Draft   Rigging.       (See   Couplers, 
Car.) 


Drills,    Track. 
American   Steel  &  Wire  Co. 
Electric    Service    Supplies    Co. 
Long  Co..  E.  G. 
Ohio  Brass  Co. 


Dryers  and    Purifiers,   Oil.     (See 
Purifiers    and     Dryers,    Oil.) 


Dryers,   Sand. 
Zelnicker  Supply  Co.,  W.  A. 


Engineers,       Consulting,       Con- 
tracting   and    Operating. 
Archbold-Brady  Co. 
Arnold  Co. 
Bemis,  Anthony  J. 
Ford,  Bacon  &  Davis. 
Greims  Corporation,   H.    E. 
Gulick-Henderson    Co. 
Herrick.   Albert  B. 
Hovey,  M.  H. 
Hunt  &  Co.,   Robert  W. 
Jackson.    D.    C.    *   Wm.    B. 
Kennard,  Ralph  B. 
Richey,    Albert    S. 
Roosevelt  &   Thompson. 
Sanderson   &   Porter. 
Scofleld    Engineering   Co. 
Schott  Co.,  W.  H. 
Stone   &   Webster   Eng.    Corp. 
White  Companies,  J.  G. 
Woodmansee  &  Davidson,  Inc. 


Engines,  Gas  and  Oil. 
Allis-Chalmers    Mfg.    Co. 
Westinghouse    Machine   Co. 


Engines,    Steam. 
Allis-Chalmers    Mfg.    Co. 
Westinghouse    Machine    Co. 


Fare    Boxes. 
American  General   Engrg.   Co. 
Brill  Co.,  The  J.  G. 
Cleveland    Fare   Box   Co. 
Dayton   Fare   Recorder  Co. 
International  Register  Co. 
Johnson  Fare  Box  Co. 


Fences,  Woven  Wire  and  Fence 
Posts. 
American  Steel  &  Wire  Co. 


Fencing   Wire. 
American   Steel  &  Wire  Co. 


Fenders   and    Wheel    Guards. 
Brill   Co.,   The  J.    G. 
Cincinnati    Car    Co. 
Cleveland   Fare  Box  Co. 
Consolidated    Car    Fender    Co. 
Eclipse  Railway   Supply  Co. 
Electric    Service    Supplies    Co. 
Parmenter  F.   &  W.  G.  Co. 
Star   Brass   Works. 


Fibre. 
American  Vul.   Fibre  Co. 
rilamond     Ptatf    Fihr«    Co 
Westinghouse  Elec.   &  M.   Co. 


Fibre   Tubing. 
Diamond  State  Fibre  Co. 
Fibre  Conduit  Co. 
Johns-Manville    Co.,    H.    W. 
Westinghouse  Elec.   &  M.   Co. 


Field  Colls.     (See  Coils.) 

Filters,  Water. 

Scaife  &  Sons  Co.,  Wm.  B. 


Fire    Extinguishing    Apparatus. 
Imperial    Rubber  Co. 
Johns-Manville    Co.,    H.    W. 
Pyrene  Mfg.   Co. 


Flre-prooflng    Material. 
Johns-Manville    Co.,    H.    W. 


Fittings,  Malleable,  Cast  Iron  & 
Brass. 

National   Tube  Co. 


Flooring,   Composition. 
American  Mason  Safety  T.  Co. 
Johns-Manville   Co.,    H.    W. 


Forgings. 
American  Bridge  Co. 
Standard  Motor  Truck  Co. 
Standard  Steel  Works  Co. 


Furnaces.     (See   Stokers.) 


Fuses  and   Fuse    Boxes. 
American    General    Eng'g    Co. 
Columbia   M.   W.    &   M.   I.    Co. 
D    &    W   Fuse    Co. 
General   Electric  Co. 
Johns-Manville  Co.,  H.   W. 
Westinghouse  Elec.   &  M.  Co. 


Fuses,    Refiilable. 
Columbia  M.  W.  &  M.  I.  Co. 
Johns-Manville    Co.,    H.    W. 


Gaskets. 

Diamond   State   Fibre    Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty   Co. 


Gas   Producers. 
Westinghouse    Machine    Co 


Gates,   Car. 
Brill  Co.,   The  J.   G. 
Cincinnati    Car    Co. 
Jewett   Car   Co. 


Gauges,  Oil  and  Water. 
Ohio  Brass  Co. 


Gear  Blanks. 
Diamond  State  Fibre  Co 
Standard  Steel  Wks.  Co. 


Gear    Cases. 
Columbia  M.   W.   &  M.  I.   Co. 
Electric    Service    Supplies    Co. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.   &  M.   Co. 


Gears   and    Pinions. 
American    General    Eng'g    Co. 
Amer.    Vulcanized    Fibre    Co 
Columbia  M.   W.   &  M.   I.   Co 
Diamond    State    Fibre    Co. 
Electric   Service   Supplies  Co. 
Garton  Co.   W.   R. 
General    Electric   Co 
Ker.schner  Co..  Inc.,  W.  R. 
Long  Co..  E.  G. 
Van   Dorn   &   Dutton   Co 


Generators,   Alt.-Current. 
Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Westinghouse   Elec.   &  M.   Co 


Generators,     Dlr. -Current. 
Allls-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 

Gongs.     (See    Bells  and    Gongs.) 

Gongs,    Rotary    Foot. 
Reiter,  G.  C. 

Graphite. 
Dixon  Crucible  Co..  Jos. 
Morgan  Crucible  Co 


Grates,    Chain. 
Green    Eng.    Co. 


Greases.      (See    Lubricants.) 


Grinders   and    Grinding    Wheels. 
Railway   Track-work   Co. 
U.  S.  Metal  &  Mfg.  Co. 


Grinders,    Portable,    Electric. 
Railway    Track-work    Co. 
U.  S.  Metal  &  Mfg.  Co. 


Guards,    Trolley. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 


Harps,   Trolley. 
American  General  Engrg.   Co. 
Anderson  M.   Co.,  A.   &  J.  M. 
Electric    Service    Supplies   Co. 
Garton  Co.  W.  R. 
More-Jones  Brass  &  Metal  Co. 
Star  Brass  Works. 
Universal    Trolley    Wheel    Co. 


Headlights. 
Electric    Service    Supplies    Co. 
Esterline  Co. 
Garton  Co.,  W.  R. 
General    Electric   Co. 
Long  Co.,   E.    G. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse   Elec.    &  M    Co. 


Headllnlngs. 
Pantasote  Co. 
U.  S.  Metal  &  Mfg.  Co. 


Heaters,    Car,    Electric. 
Johns-Manville   Co.,   H.   W, 


Heaters,  Car,    Hot  Air. 
Cooper    Heater   Co. 
Smith  Heater   Co.,   Peter. 


Heaters,  Car,   Hot  Water. 
Cooper    Heater  Co. 
Smith  Heater  Co.,  Peter. 


Heaters,  Car,  Stove. 
Electric  Service  Supplies  Co 


Hoists  and   Lifts. 
Curtis  &  Co.,   Mfg.   Co. 
Duff    Manufacturing    Co. 
Ford  Chain  Block  &  Mfg.  Co. 
Niles-Bement-Pond    Co. 
Van  Dorn  &  Dutton  Co. 


Hose  Bridges. 
'   Ohio  Brass  Co. 


Hose,   Pneumatic  and  Fire. 
Imperial    Rubber    Co. 
Johns-Manville  Co.,  H.  W. 


Hydraulic   Machinery. 
Allls-Chalmers    Mfg.    Co. 
Niles-Bement-Pond   Co. 


Impregnating     Apparatus.     (See 
Vacuum  Drying  Apparatus.) 


Inspection. 
Hunt    &   Co.    Robert    W 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


53 


This  Trade  Mark  is  a  Certificate  of  Quality 
and  a  Guarantee  of  Good  Service 

Thirty-one  years'  experience  with  P  &  B  Insulation 
and  P  &  B  preservative  paints  has  won  for  this  trade- 
mark instant  recognition  by  electric  railway  men. 


Weatherproof  Tape 
Insulating  Compound 
Baking  Varnishes 
Air-Drying  Varnishes 
Solid  Compounds 


The  Standard  Paint  Company 

100  William  Street,  New  York 
7256  Boston  Chicago  Denver 


Tape  Talks  No.  6 

The  Tape  for  Insulating 
Field  Coils 

should  lend  itself  readily  to  application  to 
the  coils,  making  smooth  turns  at  the  bends 
— should  be  waterproof  and  weather-resist- 
ant —  should  be  non-deteriorating  —  and 
should  possess  a  permanently  high  dielec- 
tric strength. 

All  of  these  requirements  are  exceedingly 
well  met  in  our  No.  280  High  Tension 
Cable  and  Field  Tape.  In  the  car  motor, 
on  the  overhead  and  in  the  power-house, 
it  has  created  demand  for  itself  by  its 
efficiency  in  service.     Write  for  quotations. 

©ofpofeTire  ^ftuttere?. 

Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 

Pioneers  in  Insulation  Engineering 


71680 


Samson  Bell  and  Register  Cord 

Solid  braided  cotton,  extra  quality.  All  sizes  and  colors. 
More  durable,  more  economical  and  better  looking  than 
leather  or  rawhide.  Send  for  samples  and  full  information. 
SAMSON  CORDAGE  WORKS  BOSTON,  MASS. 


Ralph  B.  Kennard 

Architect 

Car  House  and  Shop 

Designing  a  Specialty 
906  N.  7th  St.,  Allentown,  Pa. 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating purpose. 

The  Sterling  Varnish  Co. 

Pittsburgh,  Pa. 


GULICK-HENDERSON  CO. 

Inspaotlon  Railway  Equlpmant  A  Malarial* 
PITTSBURGH  CHICAGO  NEW  YORK 


Scolicld  Engineering  Co.  *^"^*h"1ade%^h1?.*  ptf ' * 

r,.\S    WdRKS 
F.LECTRIC    RAILWAYS 


POWER    STATIONS 
HYDRAULIC  DEVELOPMENTS 


I 


^ 


CAR     SEAT 

BUMPERS 

Various  Shapes 

ELASTIC   TIP   CO. 

370  Atlantic  Ave. 
BOSTON,  MASS.   2 


IT  IS  A  PAYING  INVESTMENT 

to  carry  an  advertisement  In  the  F.LECTRIC  RAILWAY  JOURNAL 
every  week  in  the  year. 


THE  P.  EDW.  WISCH  SERVICE 

Suite  1710                         DETECTIVES  Suite  715 

Park  Row  BMg..  New  York Board  of  Trade  Bldg.,  Boston 


ANY  NUMBER  OF 
ROUTE  CHANGES 

Can  be  carried  In 

CREAGHEAD  DAY 

AND  NIGHT  CAR  SIGNS 

Better   learn   more 

about  them 

CREAGHEAD 
ENGINEERING  CO. 

Cincinnati,  O      2 


54 


(Instruments  to  Rubber  Specialties) 


[February  27,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Instruments,  Measuring,  Testing 
and  Recording. 
Esterline  Co. 
General   Electric  Co. 
Johns-Manville  Co.,  H.   W. 
Westinghouse  Elec.  &  M.   Co 
Weston   Elec.    Instrument    Co. 


Insulating     Cloths,     Paper     and 
Tape. 
American  Vul.   Fibre  Co. 
Anderson  M.  Co.,   A.   &  J.  M. 
Diamond    State   Fibre   Co. 
Garton  Co.,  W.  R. 
General   Electric  Co. 
Imperial    Rubber    Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts    Chemical    Co. 
Packard  Electric  Co. 
Standard  Paint  Co. 
Walpole  Tire  &  Rubber  Co. 
Westinghouse  Elec.   &  M.  Co. 


Insulation.     (See    also    Paints.) 
Anderson  M.    Co.,  A.   &   J.   M. 
Diamond   State  Plbre   Co. 
Electric    Service    Supplies    Co. 
Imperial  Rubber  Co. 
Garton  Co.,  W.    R. 
General  Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts    Chemical    Co. 
Sterling  Varnish   Co. 
Walpole  Tire  &  Rubber  Co 
Westinghouse  Elec.  &  M.  Co. 


Insulators.     (See  also   Line   Ma- 
terial.) 
Anderson  M.    Co..   A.   &  J    M. 
Creaghead    Engineering   Co 
Electric    Service    Supplies    Co. 
Garton   Co.,   W.   R. 
General   Electric   Co. 
Johns-Manville  Co.,  H.  W. 
Newark  Engineering  Mfg.  Co. 
Ohio  Brass  Co. 
Westinghouse  Elec.   &  M.  Co. 


Jacks.    (See  also  Cranes,  Hoists 
and    Lifts.) 
American   General   Engrg.   Co. 
Brill  Co.,  The  J.  G. 
Buckeye  Jack  Mfg.  Co. 
Columbia  M.   W.   &   M.  I.   Co. 
Duff   Manufacturing  Co 


Jack     Boxes.      (See    also    Tele 
phones  and   Parts.) 
Electric    Service    Supplies    Co. 


Joints,   Rail. 
Falk  Co. 
Rail  Joint  Co. 
Zelnlcker   Supply  Co.,  W.   A. 


Journal    Boxes. 
Brill  Co.,   The  J.  G. 
Long  Co.,  E.  G. 
Railway  Roller  Bearing  Co. 


Lamp   Guards   and   Fixtures. 
Anderson  M.  Co.,   A.   &  J.  M. 
Creaghead    Engineering    Co. 
Electric    Service    Supplies    Co. 
General   Electric   Co. 
Johns-Manville  Co.,  H.  W. 
Westinghouse  Elec.   &  M.   Co. 


Lamps,    Arc    and    Incandescent. 
Anderson  Mfg.  Co.,  A.  &  J.  M. 
Esterline   Co. 
General    Electric   Co. 
Westinghouse  Elec.   &  M.   Co. 


Lamps,  Signal  and  Marker. 
Ohio   Brass   Co. 


Lathes,  Car  Wheel. 
Nlles-Bement-Pond  Co. 


Lifters.  Car  Step. 
Consolidated    Car   Fender   Co. 


Lightning    Protection. 
Anderson   M.    Co.,   A.    &  J.   M. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General   Electric  Co. 
Newark  Engineering  Mfg.  Co. 
Ohio  Brass  Co. 
Westinghouse  Elec.   &  M.   Co. 


Line  Material.  (See  also  Brack- 
ets,   Insulators,    Wires,  etc.) 

American    General    Eng  g    Co. 

Amer.    Vulcanized    Fibre    Co 

Anderson  M.  Co.,   A.  &  J     M 

Archbold-Brady    Co. 

Creaghead  Eng'g  Co. 

Diamond   State   Fibre   Co. 

Electrical  Engineers  Equip- 
ment Co. 

Electric    Service    Supplies   Co 

Garton  Co.,  W.  R. 

General    Electric   Co. 

Johns-Manville  Co.,   H.   W 

Newark   Engineering  Mfg.   Co. 

Ohio  Brass  Co. 

Westinghouse  Elec.   &  M.   Co. 


Lock    Nuts   and    Washers.     (See 
Nuts  and    Bolts.) 


Locomotives,    Electric. 
Baldwin   Locomotive  Works. 
Brill  Co.,   The  J.    O. 
General  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Lubricants,    Oil    and    Grease. 
Dearborn  Chemical  Co. 
Dixon  Crucible  Co.,  Jos. 
Galena  Signal  Oil   Co. 
Universal    Lubricating    Co. 
Whitmore  Mfg.  Co. 


Lubricating  Engineers. 
Galena  Signal  Oil  Co. 
Whitmore  Mfg.  Co. 


Lumber.    (See  Poles,  Ties,  Posts, 
etc.) 


Machine  Tools. 
Niles-Bement-Pond    Co. 


Mats. 
Imperial  Rubber  Co. 
Johns-Manville   Co.,   H.   W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 


Meters.     (See   Instruments.) 

Mica. 
Long  Co.,    E.   G. 

Motormen's    Seats. 
Electric    Service    Supplies    Co. 
Wood    Co.,    Chas.    N 

Motors,   Electric. 
AUIs-Chalmers  Mfg.  Co 
General  Electric   Co. 
Westinghouse   Elec.  &  M.   Co. 

Nuts  and   Bolts. 
American  Lock-Nut  Co. 
AUIs-Chalmers  Mfg.  Co. 
Barbour-Stockwell  Co. 
Long  Co.,  B.  G. 
Standard   Motor  Truck  Co. 
U.  S.  Metal  &  Mfg.  Co. 

Oils.     (See   Lubricants.) 


Oils,    Paints. 
Sterling  Varnish  Co. 

Oscillators,   Signal. 

Protective   Signal   Mfg.    Co. 

Overhead   Equipment.    (See  Line 
Material.) 


Ozonators. 

General    Electric   Co. 
Westinghouse  Elec.   &  M.  Co. 


Packing. 
Diamond  State  Fibre  Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,   H.   W. 
Power    Specialty    Co 


Paints    and    Varnishes.      (Insul- 
ating.) 
General   Electric   Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,    E.   G. 
Massachusetts  Chemical  Co. 
Packard  Electric  Co. 
Standard  Paint  Co. 
Sterling  Varnish    Co. 
Walpole  Tire  &  Rubber  Co. 


Paints    and    Varnishes.        (Pre- 
servative.) 
Dixon    Crucible   Co.     Jos. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,   E.   G. 
Massachusetts  Chemical  Co. 
Standard  Paint  Co. 
Sterling  Varnish  Co. 
Walpole  Tire  &  Rubber  Co. 


Paints  and  Varnishes  for  Wood- 
work. 
Massachusetts  Chemical   Co. 
Walpole  Tire  &  Rubber  Co. 


Paving    Material. 
American   B.   S.   &  Fdy.  Co. 
Barrett    Mfg.    Co. 
International  Creo.  &  Con.  Co. 
U.    S.    Metal   &   Mfg.    Co. 


Paving  Pitch. 
Barrett   Mfg.   Co. 


Pickups.     (Trolley   Wire.) 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 


Pinion    Pullers. 
American   General  Engrg.   Co. 
Columbia  M.   W.    &  M.   I.   Co 
General   Electric   Co. 
Wood   Co..    Chas.    N. 


Pinions.     (See   Gears.) 


Pins,   Wood    and    Iron. 
Electric    Service    Supplies    Co 
Ohio  Brass  Co. 


Pipe. 

.National    Tube    Co 


Pipe    Fittings. 
National  Tube  Co. 
Power   Specialty  Co. 
Standard  Steel  Works  Co. 


Poles,    Metal   Street. 
American    Bridge    Co. 
Creaghead    Eglneerlng    Co. 
Diamond  Steel  Pole  Co. 
Garton  Co.,  W.  R. 
National  Tube  Co. 
U.  S.  Metal  &  Mfg.  Co. 

Poles,    Ties,    Posts,    Piling    and 
Lumber. 
Garton    Co..    W.    R. 
International  Creo.  &  Con.  Co. 
Llndsley  Bros.   Co. 

Poles   and    Ties,    Treated. 
International  Creo.  &  Con.  Co. 
Llndsley   Bros.   Co. 

Poles,  Trolley. 

Anderson   M.   Co.,   A.   &  J.   M 
Columbia  M.    W.    &   M.   I     Co 
Electric    Service    Supplies    Co 
Garton  Co..  W.  R. 
Long  Co.,  E.  G. 
National  Tube  Co. 

Preservatives.     (Se*  Wood   Pr' 
servatlves.) 


Pressure    Regulators. 
General   Electric  Co. 
Ohio  Brass  Co. 

Pumps. 
AUIs-Chalmers  Mfg.  Co 

Punches,  Ticket. 
Bonney-Vehslage  Tool  Co. 
International  Register  Co. 
McGIU  Ticket  Punch  Co. 
Wood   Co.,   C.   N. 


Purifiers,  Feed  Water. 
.Seaife  &  Sons  Co.,  Wm.  B. 


Rail    Grinders.     (See    Grinders.) 


Rail    Welding.     (See    Brazing    A 
Welding    Processes.) 

Ralls,  New. 

Cambria  Steel  Co. 

Ralls,    Relaying. 
Zelnlcker    Supply    Co.,    W.    A 


Rattan. 

Brill   Co.,  The  J.   G. 
Electric    Service    Supplies    Co 
Hale   &   Kilburn   Co. 
Jewett  Car   Co. 


Registers   and    Fittings. 
BriU    Co..    The    J.    G. 
Cincinnati   Car  Co. 
Dayton  Fare  Recorder  Co. 
Electric    Service    Supplies    Co. 
International  Register  Co. 
Long  Co.,   E.   G. 
Rooke  Automatic  Register  Co. 

Reinforcing   Concrete. 
American  Steel  &  Wire  Co. 


Relays. 
Protective  Signal  Mfg.   Co. 


Repair    Shop    Appliances.      (See 
also  Coil  Banding  and  Wind- 
ing   Machines.) 
American    General    Eng'g    Co 
Columbia  M.    W.    &   M.   I.   Co 
Elfectric    Service    Supplies    Co 


Repair   Work.      (See   also   Colla. 
Armature   and    Field.) 
Cleveland   Armature  Works. 
Columbia  M.   W.   &  M.   I.   Co 
General    Electric   Co. 
Westinghouse   Elec.   &  M.    Co. 


Replacers,  Car. 
Columbia  M.   W.    &  M.   I.   Co 
Electric    Service    Supplies    Co. 
U.   S.  Metal  &  Mfg.   Co. 


Resistance,   Grid, 

Ellcon  Co. 

Resistance,    Wire   and   Tube. 
General   Electric  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 


Retrievers,  Trolley.    (See  Catch- 
ers and  Retrievers,  Trolley.) 


Rheostats. 

Ellcon  Co. 

General  Electric  Co. 


Roofing,    Building, 
Johns-ManvlUe    Co..    H.    W. 


Roofing,  Car. 
Pantasote  Co. 
Johns-ManvlUe   Co.,  H.  W. 


Rubber  Specialties. 
Imperial  Rubber  Co. 
Massachusetts  Chemical  Co 
Walpole  Tire  &  Rubber  Oo. 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


55 


THE 

CINCINNATI 

CAR 

COMPANY 


WORKS: 

WINTON  PLACE 
CINCINNATI,  OHIO 


NilesCar  &  Manufacturing  Co. 
Niles,  Ohio 

This  one-compartment  interurban  trailer  coach  is 
Si'  i"  in  length,  9'  o"  wide  over  side  panels,  has  toilet 
room,  entrance  at  each  corner,  and  seats  58  passengers, 
having  38"  seats  and  29"  aisle.  It  provides  a  seat  for 
each  pasenger  in  normal  traffic,  large  standing  room 
in  the  wide  aisle,  and  open  space  at  ends  for  excursions 
and  special  occasions. 

It  is  constructed  throughout  for  equipment  as  a  motor 
car  if  so  desired. 


nnnnnnnnnnnnn 


The  side  walls  are  solid  with  lower  sashes  raising  to 
top  plate.  Steel  construction,  continuous  tee  post-car- 
lines,  omission  of  truss  rods  and  lighter  underframe 
for  trailer  service  only  are  optional  with  purchaser. 

We  make  this  type  of  trailer  car  any  length  and  width 
desired. 


Reduce    Gear    and 
Pinion  Maintenance 


WHITMOREI5  GEAR 
PROTECTIVE  COMPOSmON 

Whitmore  Manufacturing  Co. 

Lubricatins  Engineers 
CLEVELAND   OHIO 
Whitmore  Product  Sales  Company 

Monadnock  Bldg.,  Chicago 
Weatem  Branch  Office 


ROLLWAY 

Motor   Bearings 

maintain  the  armature  absolutely  cen- 
tral within  the  fields  and  thus  insure 
uniformly  high  motor  efficiency  and 
greatly  reduces  the  cost  of  mainte- 
nance. Thus  in  connection  with  the 
reduction  of  current  consumption, 
friction  and  lubricating  expenses 
soon  save  their  cost. 
They  can  be  installed  in  any  new 
or  old  box  frame  type  of  motor. 
Write  for  data. 

Railway   Roller  Bearing  Co. 

SYRACUSE,  N.  Y. 


56 


(Sand  Blasts  to  Woodworking  Machinery) 


[February  27,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Sand    Blasts. 
Curtis  &  Co.  Mfg.  Co. 

Sanders,  Track. 

Brill   Co.,    The  J.   G. 
Cleveland  Fare  Box  Co. 
Electric    Service    Supplies    Co. 
Jewett   Car   Co. 
Ohio  Brass  Co. 


Sash   Fixtures,   Car. 
Brill  Co  ,  The  J.  G. 


Sash,   Metal,   Car   Window. 
Hale  &  Kilburn  Co. 


Seats,    Car. 
Brill  Co.,  The  J.  G. 
Hale  &  Kilburn  Co. 
Jewett  Car  Co. 


Seating      Material.      (See     also 
Rattan.) 
Brill  Co..   The  J.  G. 
Jewett  Car  Co. 
Pantasote  Co. 


Second  Hand  Equipment 

(See  pages  48,  49.) 


Speed    Indicators. 
Johns-Manville  Co., 
Wood  Co.,  C.   N. 


H.   W. 


Shade  Rollen. 

Hartshorn  Co., 


Stewart. 


Splicing    Compounds.  ' 

American  General  Eng'g  Co. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &   Rubber  Co 
Westinghouse  Elec.  &  Mfg.  Co. 

Splicing    Sleeves.      (See   Clamps 
and    Connectors.) 

Springs. 
American  Steel  &  Wire  Co. 
Brill  Co.,    The  J.    G. 
Niles  Car  &  Mfg.  Co. 
Standard  Steel  Works  Co. 
Union    Spring    &    Mfg.    Co. 

Sprinklers,    Track    and    Road. 
Brill  Co.,   The  J.   G.  j 

Steps,  Car. 

American  Mason   S.   T.   Co. 


Stokers,  Mechanical. 
Babcock  &  Wilcox  Co. 
Green  Eng'g  Co. 
Murphy  Iron  Works. 
Westinghouse  Machine  Co. 


Shades,  Vestibule. 
Brill  Co.,  The  J.  O. 
Electric    Service    Supplies    Co. 


Shovels,   Power. 

Allis-Chalmers  Mfg.   Co. 
Thew  Automatic  Shovel  Co. 


Signals,  Highway  Crossing. 
Electric    Service    Supplies    Co. 
Hoeschen  Mfg.  Co. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Ohio  Signal  Co. 
Protective  Signal  Mfg.  Co. 
Simmen  Auto.  Ry.  Sig.  Co. 
U.    S.    Electric   Signal   Co. 

Signal   Systems,    Block. 
Federal    Signal    Co. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Simmen  Auto  Ry.  Sig.  Co. 
Street  Railway  Signal  Co. 
Union  Switch  &  Signal  Co. 
U.   S.   Electric  Signal  Co. 
Wood  Co.,   Chas.   N. 


Signs,  Car  and  Track. 

Columbia   M.   W.    &   M.    I.    Co. 
Creaghead  Engineering  Co. 
Electric    Service    Supplies    Co. 


Skylights. 

National  Ventilating  Co. 


Storage    Batteries.       (See 
teries.    Storage.) 


Bat- 


Slack    Adjusters. 
Adjusters.) 


(See     Brake 


Sleet  Wheels  and  Cutters. 
American    General    Eng'g    Co. 
Anderson  M.   Co.,  A.  &  J.  M. 
Bonney-Vehslage  Tool  Co. 
Garton  Co.,  W.  R. 

Snow-Plows,    Sweepers    and 
Brooms. 
Brill   Co.,   The  J.   G. 
Columbia  M.  W.  &  M.  I.  Co. 
Consolidated  Car  Fender  Co. 


Solder  and  Solder  Flux. 
Westinghouse  Elec.  &  Mfg.  Co. 


Structural   Iron.      (See  Bridges.) 

Superheaters. 
Babcock  &  Wilcox  Co. 
Power  Specialty  Co. 

Sweepers,    Snow.       (See    Snow- 
Plows,  Sweepers  and  Brooms.) 

Switchboard  Mats. 
Imperial    Rubber  Co. 
Indianapolis  S.   &   Frog.   Co. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 


Switchstands. 
Kilby  Frog  &   Switch   Co. 
Ramapo  Iron  Works. 
Weir  Frog  Co. 


Switches,  Automatic. 
U.  S.  Electric  Signal  Co. 


Switches,    Track.       (See    Track, 
Special  Work.) 


Switches    and    Switchboards. 
Allis-Chalmers  Mfg.   Co. 
Anderson  M.   Co.,   A.  &  J.   M. 
Cutter  Electrical  &  Mfg.  Co. 
Electrical     Engineers     Equip- 
ment Co. 
Electric    Service    Supplies    Co. 
General  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 


Tapes  &  Cloth.     (See  Insulating 
Cloths,  Paper  and  Tape.) 


Telephones   and    Parts. 
Electric    Service    Supplies    Co. 


Testing,    Electrical. 
Hunt  &  Co.,  Robert  W. 


Testing  Instruments.  (See  In 
struments.  Electrical,  Measur 
Ing,    Testing.) 


Thermostats. 
Railway   Utility  Co. 

Tie  Plates. 
Cambria  Steel  Co. 

Ties  &  Tie  Rods,  Steel. 

Baibour-Stockwell  Co. 


Ties,    Wood, 
etc.) 


(See    Poles,    Ties, 


Tools,  Track  and  Miscellaneous. 
American  General  Eng'g  Co. 
American  Steel  &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric    Service    Supplies    Co. 
Johns-Manville  Co.,  H.  W. 
Klein  &  Sons.   M. 
Railway  Track-work  Co. 

Towers    &    Transmission    Struc- 
tures. 
Archbold-Brady  Co. 
Westinghouse  Elec.   &  M.   Co. 

Track,  Special  Work. 
Barbour-Stockwell  Co. 
Columbia   M.    W.    &  M.   I.    Co. 
Falk  Co.,   The. 
Kilby   Frog  &   Switch   Co. 
New  York  S.  &  Cross.  Co 
Ramapo  Iron  Works  Co. 
St.    Louis   Steel  Fdry.    Co. 
Weir  Frog  Co. 


Transfers.      (See  Tickets.) 

Transfer  Tables. 
Archbold-Brady  Co. 

Transformers. 

Allis-Chalmers  Mfg.   Co. 
General  Electric  Co. 
Packard  Electric  Co. 
Westinghouse  Elec.    &  M.   Co. 

Treads,       Safety,       Stair,       Car 
Step. 
American  Mason  Safety  T.  Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  Co. 

Trolley  Bases. 

Andefpon  M.   Co.,   A.   &  J.    M. 

Electric    Service    Supplies   Co. 

General   Electric   Co. 

Ohio  Brass  Co. 

Wasson    Engrg.    &   Supply   Co. 

Trolleys  and  Trolley  Systems. 
Curtis  &  Co.,  Mfg.  (5o. 

Trucks,  Car. 

Baldwin  Locomotive  Works 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Long  Co..  E.  G. 
Niles  Car  &  Mfg.  Co. 
Standard  Motor  Truck  Co. 

Tubing,  Steel. 
National  Tube  Co. 

Turbines,  Steam. 
Allis-Chalmers  Mfg.    Co 
General    Electric   Co. 
Westinghouse  Machine  Co 

Turbines,  Water. 
Allis-Chalmers  Mfg.  .Co 

Union  Couplings. 
National  Tube  Co 

Vacuum  Drying  and  Impregnat- 
ing Apparatus. 
Allis-Chalmers  Mfg.   Co. 

I  Valves. 

National  Tube  Co. 
Ohio  Brass  Co. 

Varnishes.       (See    Paints,    etc.) 


Ventilators,    Building. 
National  Ventilating  Co. 

Ventilators,  Car. 

Brill  Co.,   The   J.   G. 
Cincinnati   Car  Co. 
Railway  Utility  Co. 
Smith  Heater  Co..  Peter. 

Vestibules,   Portable. 
Brill  Co.,  The  J.  G. 

Volt  Meter.     (See   Instruments.) 

Washers. 

Diamond  State   Fibre  Co. 
Graphite  Lubricating  Co. 

Waste   Boxes. 

Garton  Co.,   W.   R 

Water     Softening     &     Purifying 
Systems. 
Scaife  &  Sons  Co.,  Wm.  B. 

Welding  Processes. 
Electric  Ry.   Improvement  Co 
Falk  Co. 

Wheel     Guards.       (See     Fender 
and  Wheel  Guards.) 

Wheels,  Car,  Cast  Iron. 
Long  Co.,  E.  G. 

Wheels,    Car     (Steel    and    Steel 
Tired). 
Standard  Steel  Works  Co 

.Wheels,  Trolley. 

American    General    Eng'g    Co. 

Anderson   M.   Co.,   A.   &   J.   M. 

Columbia  M.   W.    &  M.   I.    Co. 

Electric  Service  Supplies  Co 

Garton   Co.,   W.   R. 

General  Electric  Co. 

Graphite  Lubricating  Co. 

Johns-Manville  Co.,   H.  W. 

Long  Co.,   E.   G. 

More-Jones,  B.  &  M.  Co. 

Star  Brass  Works. 
I      Universal  Trolley  Wheel  Co. 

Whistles,  Air. 

General  Electric  Co. 
Ohio  Brass  Co. 

1 

I  Winding  Machines.  (See  Coll 
Banding  and  Winding  Ma- 
chines.) 


Window  Operating  Devices. 
(See  Sash  Operating  Appa- 
ratus.) 


Wire  Rope. 

American  Steel  &  Wire  Co. 


Wires  and  Cables. 
Aluminum    Co.    of    America. 
American  Steel  &  Wire  Co. 
Bridgeport  Brass  Co. 
D  &  W  Fuse  Co. 
Garton  Co..  W.  R. 
General    Electric   Co. 
Packard  Electric  Co. 
Koebling's    Sons    Co.,    John    A 
Westinghouse  Elec.   &   M.   Co. 


Wood    Preservatives. 
Barrett  Mfg.  Co. 
International  Creo.  &  Con.  Co 
Llndsley    Brothers   Co. 
Northeastern  Co.,   The. 

Woodworking    Machinery. 
Allis-Chalmers  Mfg.  c5o. 


HARTSHORNS  SPECIAL  CAR'ROLLE 


STEWART  HARTSHORN  CO. 
NEW  rORK :  382  lili,«lt«  II. 


OMc*  and  Fu(or,i  E.  Newrark,  N, 
CHICAOQ :   33B.344  WabMh  A.t.'l 


* 


February  27,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


57 


YOU 

ajra  cor<iJaIIy  '    i*    I 

INVITEDBI 
/oINSPECTHI 

our 

NEW 

CENTRAL 

PLANT 

V 

CANDLER 
BUILDINC 

220  W:  4.2  nd.  Si. 
NEW    YORK    CITY 


$<IHW^ 


CAR^ 

ADVERTISING 

ALMOST 
EVERYWHERE 


58 


ELECTRIC     RAILWAY    JOURNAL 


[February  27,  1915 


ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 


NOTICE  TO  ADVERTISERS: 


Printing  l>Offiiis  on  Tuesday  of  eaoh  week. 

Chuiif^eN  tit  copy  received  up  to  10  A.  M.  Monday  will  ap- 
pear in  tlie  issue  *if  the  following  week,  but  no  proofs  can  be  sub- 
mitted  for  OK   before   itublication. 

New    Aflvertisemeiiti*    (not   changes   of   copy)    received    up 


to  Wedu<'sday  noon  can  appear  in   the  issue  of  that  week,   but  no 
proofs  cjin  be  shown. 

If  proofM  l>efore  ]>rin(ln^  are  required,  change  of  copy 
and  copy  for  new  advertisements  must  be  in  our  hands  10  days  in 
advance  of  the  date  of  publication. 


A 

Page 

Albany  Southern   R.    R.    Co 48 

Allis-Chalmers    Mfg.    Co 20 

Aluminum    Co.    of   America 38 

Amer.  Brake  Shoe  &  Fdry.  Co..  47 

American  Car    Co.     61 

American  General    Eng'g    Co....  43 

American   Lock-Nut   Co ■.  .  39 

American  Mason  S.  T.  Co 44 

American  Steel    &   Wire    Co 41 

American  Vulcanized   Fibre  Co.  .  44 

Anderson  Mfg.  Co.,  A.  &  J.  M..  37 

Archbold-Brady    Co 38 

Archer    &    Baldwin 49 

Arnold    Co.,    The 36 


B 


Babcock  &  Wilcox   Co 42 

Baldwin  Locomotive  Works,  The.  24 

Barbour-Stockwell   Co 41 

Barrett   Mfg.    Co 38 

Bemis,  Anthony  J 36 

Bonney-Vehslage  Tool  Co 45 

Bridgeport    Brass    Co 9 

Brill  Co.,  The  J.  G 61 

Buckeye  Jack    Mfg.   Co 47 

Byllesby  &  Co.,  H.   M 36 


Cambria   Steel    Co 18 

Canton  Culvert  &  Silo  Co 41 

Cincinnati  Car  Co s.'i 

Cleveland   Armature  Works.....  48 

Cleveland    Fare    Box    Co 4.i 

Cleveland   Frog  &  Crossing  Co..  42 

Collier,   Inc.,   Barron  G 57 

Columbia  M.   W.  &   M.   I.   Co...  22 

Consolidated  Car   Fender   Co....  37 

Cooper  Heater  Co.,  The 46 

Creaghead  Engineering  Co 53 

Curtis  &  Co.  Mfg.    Co 41 

Cutter   Co 43 


n   &  W  Fuse   Co 43 

Bayton   Fare   Recorder   Co 45 

Dearborn    Chemical    Co 42 

Diamond   State    Fibre   Co 44 

Diamond    Steel   Pole  Co 38 

Dixon    Crucible    Co.,    Joseph....  43 

T)iiS  Manufacturing  Co.,  The...  42 


Eclipse   Railway   Supply   Co 45 

Elastic    Tip    Co 53 

Electrical     Engineers     Equipment 

Co 40 

Electric   Equipment    Co 49 

Electric  Railway  Imp.   Co 18 


Page 
Electric  Railway  Journal. 3,  6,  14,  15 
Electric  Service  Supplies  Co....  21 
Electric    Storage    Battery    Co....    51 

Ellcon    Company,    The 8 

Esterline    Co..    The 16 

Etter,    Chas.    F 45 


Falk  Co 41 

Federal    Signal    Co 40 

Fibre    Conduit     Co 40 

Ford,    Bacon    &    Davis 36 

Ford  Chain  Block  &  Mfg.   Co...   42 
"For   Sale"    .\ds 48,  49 


"alena  Signal  Oil  Co 60 

''ardner    &    Co 44 

Carton    Co.,   W.   R 38 

General  Electric  Co.  .26,  Back  Cover 
Graphite    Lubricating    Co., 

Front  Cover 

Green    Eng'jr    Co 43 

Greims  Corci.,   H.   E 36 

(Uilick-Hende^son    Co 53 


Hale  &   Kilburn   Co 46 

Halsey  &  Co.,   N.   W 36 

Hartshorn    Co.,    Stewart 56 

'Help   Wanted"    Ads 49 

Herrick,  Albert   B 36 

Uoeschen   Mfg.    Co 40 

Hovey,    M.    JI 36 

Hunt  Co.,   Robert  W 36 


Imperial    Rubber    Co 44 

International  Creo.   &   Con.   Co.  .    38 
International    Register    Co.,    Tlie.  45 


T.ickson,  D.  C.  &  Wm.   B 36 

Jeandron,  W.  J 51 

Jewett  Car  Co 24 

Johns-Manville  Co.,  II.   W 17 

Johnson,    Chas.    F 48 

Johnson    Fare   Box  Co 45 


K 

Kennard,    Ralph    B ^i 

Kerschncr  Co.,  Inc.,  W.  R 48 

Killiy  Frog  &  Switch  Co 42 

Kinncar    Mfg.    Co 44 

Klein  &  Sons,  M 38 

Kulilman  Car  Co.,  fi.  C 61 


L 

Page 

Le  Carbone  Co.    .  . ". 51 

Lindsley  Bros.  Co 38 

Long  Co.,  E.  G 47 


M 

McGill    Ticket    Punch    Co 44 

McGraw-Hill   Book  Co 12 

McQuay-Norris  Mfg.   Co 22 

MacGovern   &   Co.,   Inc 48 

Massachusetts    Chemical    Co......  53 

More-Jones  Brass  &  Metal  Co.  .  .  46 

Morgan  Crucible  Co 51 

Murphy  Iron   Works 43 


N 

National  Brake   Co 25 

National  Tube    Co 38 

National  V^entilating  Co 43 

Newark   Eng'g  Mfg.   Co 38 

New;  York  Switch  &  Crossing  Co.  42 

Niles-Bement-Pond    Co 43 

Niles  Car  &  Mfg.  Co 55 

Northeastern  Co.,  The 38 

Northey-Sinnnen  Signal  Co.,  Ltd.  40 


Ohio  Brass  Co 7 

Ohio  Signal  Co 40 


Packard   Electric  Co 10 

Pantasote  Co 46 

Parmenter  F.  &  W.  G.  Co 20 

"Positions  Wanted"  Ads 49 

Power  Specialty  Co 43 

Prepayment  Car  Sales  Co 11 

Protective  Signal  Mfg.  Co 40 

Publisher's  Page   6 

Pyrene  Mfg.  Co 23 


Rail  Joint  Co 19 

Railwpy  &  Power  Equipment  Co.  48 

Railway  Roller  Bearing  Co 55 

Railway  Supply  &  Curtain  Co...  46 

Railway  Track-work  Co 19 

Railway  Utility  Co 46 

Ramapo   Iron   Works 38 

Richey,    Albert    S 36 

Roebling's  Sons  Co.,  John  A....  38 

Rooke   Automatic   Register  Co...  45 

Roosevelt  &  Thompson 36 


Page 

St.   Louis  Steel  Fdry 41 

Samson  Cordage  Works 53 

Sanderson  &  Porter 36 

.Sauvage-Ward  Brake  Co.,  Inc...    47 
Scaife  &  Sons  Mfg.  Co.,  Wm.  B.  43 

Scoiield    Engineering  Co 53 

Searchlight  Section 48,  49 

Second  Hand  Equip 48,  49 

Simmen  Automatic   Railway   Sig- 
nal Co 40 

Smith  Heater  Co.,  Peter 46 

Standard  Motor  Truck  Co 21 

Standard  Paint  Co 53 

Standard  Steel  Works  Co 23 

Star  Brass  Works 46 

Stephenson  Co.,  John 61 

Sterling  Varnish  Co 53 

Stone  &  Webster  Eng'g  Corp.  ...    36 
Street  Railway  Signal  Co. 40 


Thevv  Automatic  Shovel  Co 41 

Titanium  Alloy  Mfg.  Co 59 

Tubular  Woven  Fabric  Co 46 


Union  Switch  &  Signal  Co 35 

Union  Spring  &  Mfg.  Co 47 

U.  S.  Electric  Signal  Co 13 

U.  S.  Metal  &  Mfg.  Co 43 

Universal  Lubricating  Co.,  The.  .  47 


Van  Dorn  &  Button  Co. 


W 

Walpole  Tire  &  Rubber  Co 53 

"Want"  Ads   49 

Wason  Mfg.  Co 61 

Wasson  Engrg,  &  Supply  Co 4  7 

Weir  Frog  Co 42 

Westinghouse  Elec.  &  Mfg.  Co..  2 

Wcstinghouse   Machine  Co 4 

Westinghouse  Traction  Brake  Co.  5 

Weston  Elec.  Instrument  Co....  51 

White  Companies,  The  J.  G 36 

Whitmore  Mfg.  Co 55 

Wisch  Service,  The  P.  Edw 53 

Wood  Co.,  Chas.  N 40 

Woodmansee  &  Davidson,  Inc...  36 


Zelnicker  Supply  Co.,  Walter  A.  49 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


59 


TITANIUM  IN  RAIL  STEEL 

No.  15 

The  White-Souther  Endurance  Test 


Results  of  Tests  on  17  Standard  and  17  Titanium-Treated 
Open  Hearth  A-Rails — reported  in  Bulletins  i  to  7,  inclusive. 


STANDARD 
OPEN  HEARTH 

White-Souther 
Endurance 

2,689,000 
12,122,700 

9,799,750 

9,947,300 

30,000,000 

17,478,150 

27,880,150 

29,843,450 

38,622,950 

26,716,150 

40,000,000 

40,000,000 

40,000,000 

193,500 

306,200 

872,000 


Average,  20,404,456 


-^^ 


Courtesv  Tinius  Olsen  &  Co. 


TITANIUM-TREATED 
OPEN  HEARTH 

White-Souther 

Endurance 

25,281,800 
30,000,000 
fNo  Test 
30,000,000 
22,473,750 
30,000,000 
28,951,100 
22,137,800 
40,000,000 
30,445,700 
31,753,400 
40,000,000 
40,000,000 
104,100 
28,200,450 
13,169,850 

Average,  27,501,196 


TEST  PIECE 


.  -»  ar 


r— (K-i:, 


rT7 


=^fi^ 


w" 


HOW  THIS  TEST  IS  MADE 


The  test  piece  for  the  White-Souther  machine  is  of 
special  shape  and  is  held  rigidly  in  the  axis  of  a 
wheel,  which  is  revolved  at  a  speed  of  1.300  revolu- 
tions per  minute,  and  the  ends  of  the  piece  projecting 
on  each  side  of  the  wheel  are  loaded  with  weights 
which  hang  constantly  downward.  Each  complete 
revolution  of  the  wheel  thus  involves  two  reversals 
of  stress  in  the  specimen.  A  counter  on  the  macliine 
records  automaticallv  the  numher  of  hundred  revo- 
lutions   endrred    licfore    fracture,    and    this    numher 


gives  an  estimate  of  the  steel's  resistance  to  fatigue. 
Since  the  stresses  used  in  this  test  are  always  well 
below  the  elastic  limit  of  the  steel,  it  is  the  nearest 
approach  of  any  test  to  the  conditions  of  actual 
service. 

Note  that  average  increased  endurance  for 
Titanium-Treated  Rails  is  approximately  35% — very 
nearly  the  same  as  average  increased  life  in  Service 
Tests. 


TITANIUM  ALLOY  MANUFACTURING  COMPANY 


Operating  Under  Rossi  Patents 

General  Office  and  Works: 
Niagara  Falls,  N.  Y. 

New  York  Office:  15  Wall  Street 


Reic.  n.  8.  Pat.  Off. 
.  .TRADE   MMUf. 


Processes  and  Products  Patented 

Pittsburgh  Office :       Oliver  Building 
Chicago  Office :  Peoples  Gas  Building 


AGENTS: 
Great  Britain  and  Europe:    T.  ROWLANDS  85  CO.,  Sheffield,  England 


60 


ELECTRIC    RAILWAY    JOURNAL 


[February  27,  1915 


"Competent  counsel  cannot  come  from  one 
man.  All  around  us  are  the  laws  of  the  uni- 
verse. Counsel,  direct  or  indirect,  is  wanted 
from  each  man  who  knows  the  most,  so  that 
we  may  not  be  floundering  along  on  last 
week's,  last  month's,  last  year's,  last  decade's 
or  last  century's  knowledge,  but  use  special 
knowledge,  today  the  possession  of  the  few, 
but  destined  to  become  world  practice." 
HARRINGTON   EMERSON 


The  italics  are  our  own.  Galena  Expert  Service  is 
ready  to  send  men  who  know  most  about  the  proper 
LUBRICANTS     and     proper     LUBRICATION, 

— to  work  with  your  men  until  doing  the  right 
things,  at  the  right  time,  in  the  right  way,  becomes 
a  fixed  habit, 

— and  to  undertake  all  this  on  a  basis  of  GUAR- 
ANTEED SAVINGS. 

Have  you  seen  a  Galena  Contract?     Write  us. 


Galena  Signal  Oil  Co  ,  Fraoklin,  Pa. 


ii 


'  j& 


r:-s: 


■-<ife... 


-■^    -* 


February  27,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


61 


liillli     BRILL  CENTRIFUGAL  SPRINKLING  CAR 


WHEN  the  summer  schedule  is  in  force  and  all  the  available  cars  are 
on  the  lines,  each  dragging  a  cloud  of  dust  after  it,  bringing  dis- 
comfort where  otherwise  would  be  found  the  most  comfortable  place  on  a 
hot  day;  then  is  the  time  that  sprinklers  make  trolley  riding  a  pleasure  and 
attract  many  extra  riders  from  sultry  streets  and  suffocating  rooms  to  the 
breezy  cars.  But  to  run  sprinklers  in  between  strings  of  cars  without 
slowing  up  the  running  time,  is  the  problem;  or  rather,  it  used  to  be  a 
problem,  because  in  these  days  there  is  a  power  sprinkler  that  can 
thoroughly  sprinkle  a  wide  street  from  curb  to  curb  while  running  at  the 
same  speed  as  passenger  cars.  The  Brill  Centrifugal  Car  is  the  machine 
that  will  do  the  work  and  do  it  efficiently.  Ten  years  of  operation  on 
many  systems  at  home  and  abroad  have  made  sure  its  entire  practica- 
bility under  all  operating  conditions.  The  motor-driven  centrifugal  pump 
supplies  a  uniform  pressure  at  the  sprinkling  heads,  which  may  be  ad- 
justed for  any  range  and  amount ;  gate  valves  stop  the  water  instantly  at 
crossings  without  changing  the  adjustment.  There  is  no  possibility  of 
the  pump  heating  up  and  the  whole  apparatus  has  so  few  wearing  parts 
that  maintenance  costs  are  practically  nil.  Single  and  double-truck 
sprinklers  with  tank  capacity  of  from  2,100  to  4,200  gallons  are  shown  In 
the  Brill  Centrifugal  Sprinkling  Car  catalog.    Write  for  a  copy. 


THE     J.    G.    BRILL     COMPANY 

Philadelphia,  Pa. 

AMERICAN     CAR     COMPANY 

.St.  Louis,  Mo. 
G.     C.     KUHLMAN     CAR     CO. 

Clevelaiid,  Ohio 

WA50N   MANUPACTURING   CO. 

Springfield,  Mass. 

COMPAGNIE     J.     G.     BRILL 
Paris.  France 


AGENCIES:    Puckson.  Rokoinc.  &  Co.,  San 

Francisco,  Los  Angeles.  Portland,  Seattle.  Noyem 
BKoTiiKKM.Melbourne.Sldney.Dunedln, Brisbane, 
Perth,  .  Di'HUKL.MAN'.  48  Rue  du  Luxembourg, 
Brussels.  Shacki-kkouo  &  Cu.,Calle  San  Martin 
201,  Buenos  Aires.  Tuomah  Baki.ow  &  Siinh, 
Durban,  Natal.  Shkwan.Tomks&Co.,  HonS  Kong, 
Canton,  Shanghai.  G.  Chkccukt'ii,  Piazza  SlclUa, 
1, Milan,  London  Oi-i'ici-;,!  10  Cannon  Street,  E.G. 


CTRK    RAILWAY  JOl  RN^ 


FKHRlAltY  27,    1915 


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LECTRIC  RAILWAY 


Volume  45 
Number  10 
March  6,  1915 


JOURNAL 


^*  fo^e*,^.^.WcMe_„n-bes  the 

S4Slf 


Acme  Supply 


ilOO-IIO,;^!^^     ^-    JACKSON     BLVD.,    CHiCA 

EASTERN     REPRESENTATIVES 
TD  A  MCDODX  AXir^M       1    Ixll     ITICTC      ("l^ 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


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A  Comparison 

44I"  lERE'S  that  report  you  asked  for,"  said  Joe,  the 
I  I  Superintendent,  to  the  General  Manager,  "showing 
the  difference  in  maintenance  cost  between  our  old 
motors  and  the  new  Westinghouse  Motors  we  have  in  serv- 
ice on  our  city  cars.  It  show^s  the  ne-w  motors  cost  about 
$8.90  less  to  maintain  per  1000  car  miles.     The  figures  are: 


Old  Motors. 
New^  Motors. 


$9.16      per    1000 
.232   per    1  000 


car  miles 
car  miles 


Difference $8,928  per    1 000  car  miles 

"According  to  those  figures,  Joe,"  said  the  General  Man- 
ager, "our  new^  motors  almost  pay  for  themselves  every 
eighteen  months  as  compared  with  our  old  equipment,  based 
upon  30,000  car  miles  per  year,  w^hich  is  the  average  for  our 
city  cars.  I  had  no  idea  the  saving  was  so  great.  At  our  next 
board  meeting  I  w^ill  strongly  recommend  getting  rid  of  all 
our  old  motors  and  equipping  our  cars  throughout  w^ith  new^ 
Westinghouse  Motors.      It's  a  paying  proposition." 


Westinghouse  Electric  &  Manufacturing  Co. 


Sales  Offices  in  all 
large  American  Cities 


East  Pittsburgh 
Pennsylvania 


DDDDnDDDDDDDDDDDDDDDnDDDDDDDDDDnDDDaaDannnnDaDDDDa 


ric  Railway  Journal 


New  York,  March  6,  1915 


Volume  XLV     No.  10 


Contents 


Pages  447  to  492 


Some  Results  of  Italian  Three-Phase  Electrifi- 
cations 450 

G.  Pontecorvo  shows  from  operating  curves  and  statis- 
tics of  the  original  Giovi  three-phase  electrification  that 
regeneration  in  practice  has  saved  $19,000  a  year  at 
the  coal  pile  regardless  of  brakeshoe  and  other  savings. 
Electric  Railway  .Iournai,,  March  6,  1915.  9  cols.    111. 


Annual  Convention  of  C.  E.  R.  A. 


455 


The  sessions  on  Friday  were  devoted  to  a  discussion  on 
safety  and  to  business  matters.  Abstracts  of  papers 
read  at  both  sessions  are  published. 

Electric  Railway  Jot'rnal,  March  6,  1915,  13  cols. 


Equipment  and  Its  Maintenance 


469 


Removing  Snow  from  Under-Running  Third-Rail — By 
F.  L.  Hinman.  High- Voltage  Third-Rail  Construction 
— By  A.  H.  Tracy.  Painters'  Putty  for  Repairing  Con- 
troller Division  Plates — By  R.  H.  Parsons.  Power  Dis- 
patching— By  G.  L.  Fitch.  Linemen's  Non-Electric  and 
Electric  Searchlights.  Fire-Fighting  Car  at  Duluth. 
London  Ticket-Selling  Machine.  Illuminated  Guide 
Sigrns  in  England.  Non-Arcing  Harp  and  Oil-less  Bush- 
ing. Double-Throw  Horn  Gap  Switch.  Winch  for  Pole 
Handling.     A  One-Man  Rail  Grinder. 


Electric  Railway  Journal,  March  6,  1915. 


14   cols.     111. 


Syndicated  Anti-Railway  News 


462 


An   account  of  how   some  daily   newspapers  get  their 
"news."     Anti-railway  material  sent  out  as  "features" 
for  local  paper  reproduction. 
Electric  Railway  Joitrnal,  March  6,  1915.         31/.  cols.    III. 


Twentieth  Quarterly  Meeting  of  N.  Y.  E.  R.  A. 

464 

At  the  Lake  George  meeting  held  March  2  and  3,  the 
main  topics  discussed  were  maintenance  and  fare  col- 
lection. 


Electric  Railway  Journal,  March  6,  1915. 


Communications 


7%  cols. 


468 


Rational  Units  for  the  Boiler  Room.    Uniformity  in  Car 
Colors. 


Electric  Railway  Journal,  March  6,  1915. 


1%  cols. 


Editorials 

447 

Employment  on  City  Lines 

454 

Legal  Aspects  of  Accidents 

461 

The  Red  Book 

463 

Consular      Recommendations      on      South 

American 

Trade 

463 

Joint  Committee  on  Line  Construction 

467 

Chicago  Elevated  Qub 

468 

London  Letter 

476 

News  of  Electric  Railways 

477 

Financial  and  Corporate 

481 

Traffic  and  Transportation 

484 

Personal  Mention 

488 

Construction  News 

489 

Manufactures  and  Supplies 

491 

James  H.  McGRAVSf,  President.  A.  E.  Clifford,  Secretary.        J.  T.  De  Mott,  Treasurer.         H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 

239  West  39th  St. ,  New  York  City       I.E^Nv^E^^B'o'srn  'Al^'^''"  ^'''- 

''  London,  10  Norfolk  S 


Chicago,  1570  Old  Colony  Bklg. 

Cleveland,  Leader-News  Bldg. 

Philadelphia,  Real  Estate  Trust  Bldg.  -  -    -  ,       .  „  London,  10  Norfolk  St.,  Strand. 

United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4.50  ;  elsewhere,  $6.     Single  copy,  10c. 

Copyright,  1914,  by  McGraw  Publishing  Company,  Inc.     Published  Weekly.     Enteied  at  N.  Y.  Post  Office  as  Second-Class  Mail. 

No  back  volumes  for  more  than  one  year,  and   no  back  copies  for  more  than  three  months. 


Circulation  of  this  issue  8000  copies. 


ELECTRIC    RAILWAY    JOURNAL  [MARCH  6,  1915 


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INERTIA 

(What  It  Means  in  Railroad  Engineering) 


D 
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□  IF   A  MODERN   SIX   CAR  PASSENGER  TRAIN   WEIGHS 

□  1,500,000  POUNDS  AND  ATTAINS  A  SPEED   OF  60  MILES 
■J                                                 PER   HOUR,   IT   HAS   ACCUMULATED    OVER    ONE    HUN- 

DRED   AND    EIGHTY   MILLION    FOOT    POUNDS   OF   EN- 


INERTIA  IS  THE  TENDENCY  OF  A  BODY  AT  REST  TO 
REMAIN  AT  REST;  OR  OF  A  BODY  IN  MOTION  TO 
CONTINUE  IN  MOTION. 

THE  INERTIA  OF  ANY  MOVING  TRAIN  CAN  BE  INDI- 
CATED IN  TERMS  OF  ENERGY,  WHICH  IS  EQUAL  TO 
ONE-HALF  THE  MASS  MULTIPLIED  BY  THE  SQUARE 
OF  THE  VELOCITY,  AND  USUALLY  EXPRESSED  IN 
FOOT  POUNDS. 


ERGY  TENDING  TO  KEEP  THAT  TRAIN  IN  MOTION. 

INERTIA  IS  WHAT  THE  AIR  BRAKE  IS  UP  AGAINST. 
THE  CONTROL  OF  INERTIA  OR  THE  ENERGY  OF  MOV- 
ING TRAINS  WAS  A  MAN'S  JOB  IN  1870,  WHEN  AIR 
BRAKES  WERE  FIRST  APPLIED.  TODAY— 45  YEARS 
LATER— THIS  PROBLEM— WITH  TRANSPORTATION  IT- 
SELF—HAS GROWN  TO  GIANT  PROPORTIONS. 

WHAT   IS  THE  ANSWER? 

MODERN  BRAKES  CONTROL  MODERN  TRAINS  MORE 
PERFECTLY  AND  WITH  GREATER  SAFETY  AND  ECON- 
OMY THAN  EVER  BEFORE  IN  THE  HISTORY  OF  THE 
ART. 

IF  NECESSITY  IS  THE  MOTHER  OF  INVENTION, 
THEN  INERTIA  IS  THE  FATHER  OF  THE  AIR  BRAKE. 


Suggested  by  the 


Westing  house  Traction  Brake   Company 

Works:  Wilmerding,   Pennsylvania 

PITTSBURGH:  Westinghouse  Building  NEW  YORK:  City  Investing  Building 

CHICAGO:  Railway  Exchange  Building  ST.  LOUIS:  Security  Building 


n 

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UGDDQDUaaaaQDGUGUGaGQGGDaDDaQDGaGDaaDQQQDDaaQQDGQGal 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


DDgpaD  DDPaDDDDD  DDaaDDnanDD  DngDaDnajanaD □Qnapna jg □naDDaaaaDaaDD 

D 
D 
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D 


Westinghouse 

Type  BR  Trolley  Frog 


The 
Trolley 
Wheel 


never   travels   on   its 
flanges  w^hile  passing 
under  a  BR  Frog. 


(The   illustration   to   the 
right  shows  why. ) 

BR  Frogs  can  be  installed 
nearer   to   a   point   directly 
over  the  track-sw^itch  point 
than  any  other  type. 


This    means    longer    life    for   the 
frog;    longer    life    for    the    trolley 
wheel;     higher    speeds;     and    better 
service  all  around. 


Prove  these  statements  by  putting  one  in  service 


Westinghouse  Electric  &  Manufacturing  Company 

East  Pittsburgh,  Pa. 


Atlanta,  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Bluefield,  W.  Va. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,  Mont. 
Charleston,  W.  Va. 


Charlotte,  N.  C. 
Chicago,  III. 
Cincinnati,  Ohio. 
Cleveland,  Ohio. 
Columbus,  Ohio. 
•Dallas,  Tex. 
Dayton,  Ohio. 
Denver,  Colo. 


Detroit,  Mich. 
•El  Paso,  Tex. 
•Houston,  Tex. 
Indianapolis,  Ind. 
Joplin,  Mo. 
Kansas  City,  Mo. 
Louisville,  Ky. 


Los  Angeles,  Cal. 
Memphis,  Tenn. 
Milwaukee,  Wis. 
Minneapolis,  Minn. 
New  Orleans,  La. 
Nfw  York,  N.  Y. 
Omaha,  Neb. 


Philadelphia,  Pa. 
Pittsburgh,  Pa. 
Portland,  Oregon. 
Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City.  Utah. 
San  Francisco,  Cal. 


Seattle,  Wash. 
Syracuse,  N.  Y. 
Toledo,   Ohio. 
Washington,  P.  C. 

*W.  E.  &M.  Co. 
of  Texas. 


DGGaaaaDaGGGDaaaaaaanaDaaaDDaaDaDDDDDajjiZiijGJGGJGJJGaGaaDDriDaDa 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


PUBLISHER'S  PAGE 


One  Feature  of  One  Department 
of  the  Electric  Railway  Journal 

''Equipment  Defects" 

By  C.  W.  SQUIER,  E.  E. 

(Contributed  to  the  Department  on  "Equipment  and  its  Maintenance") 


1.  Records  of   those  caught  in   operation 
or  at  inspection 

2.  The  Trolley  Wheel 

3.  Trolley  Poles 

4.  Trolley  Bases 

5.  Contact  Shoes 

6.  The  Contact  Plow 

7.  Circuit  Breakers  and  Hood  Switches 

8.  Determining    the    character    of    arma- 
ture winding 

9.  Fuses,  Fuse  Blocks  and  Fuse  Boxes  ( 1 ) 

10.  Fuses,  Fuse  Blocks  and  Fuse  Boxes  {2)' 

11.  Control  Apparatus  and  Connections 

12.  Grouping  Motors 

13.  Changing  Motors  from  series  to  parallel 

14.  The  Bridging  Method  of  Transition 

15.  Controllers  for  Electric  Braking 

16.  Increased  Size  of  Motors  for  Rheostatic 
Braking 

17.  Connections   for  Backward  Braking 


Seventeen  articles  equivalent 
to  a  6  in.  X  9  in.  book  of  70  pages 
on  the  vital  question  of 
properly  selecting  and  properly 
maintaining  the  current-con- 
ducting apparatus  of  the  car. 

The  articles  by  Mr.  Squier, 
who  is  the  electrical  car  trouble 
expert  of  one  of  our  largest 
systems,  will  be  continued  dur- 
ing the  year  1915.    No  railway 

man  interested  in  car  main- 
tenance should  miss  one  in- 
stallment. Watch  for  them. 
Read  them. 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


1    k:a        ^LEATHER 


DISC 


Sectional  View 


The  Diaphragm  Sander  Valve- 

An  Exclusive  Feature  of  0-B  Equipment 


Diaphragm  between  plunger  (1)  and  stem 
(2)  absolutely  prevents  leakage  of  air  around 
plunger  pin,  regardless  of  whether  valve  is 
open  or  closed. 

Leather  disc  closes  tightly  on  seat  at  all 
times — is  not  affected  by  small  particles  of 
dirt. 

A  good  valve  is  essential  for  successful  air 
sanding. 


Form    1    Diaphragm  Valve 

Patented 

0-B  Air  Sand  Trap 

A  compact  and  efficient  trap  that  can  be 
placed  at  any  convenient  location  on  car 
where  hose  will  reach  rails. 

Sand  cannot  get  out  except  by  applica- 
tion of  air. 

Easily  cleaned. 


See  pages  519-522  of  Catalog  No.  14  for  full  listing. 

The  Ohio  Brass  Co.,  Mansfield,  Ohio 

30  Church  St.,  New  York  306  Fourth  Ave.,  Pittsburgh  343  So.  Dearborn  St.,  Chicago 

Holabird-Reynolds    Co.,    San    Francisco    and    R.    D.    Holabird,    Los    Angeles  —  California    Agents 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


Here's  the  Biggest  ImprovemeiJ 
in  Trolley  Harps  ever  Announceij 

The  new,  perfected  "  V-K  "  OILLESS  TROLLEY  WHEEL  and  "  V-K  "  NON- 
ARCING  HARP  have  just  been  added  to  the  well-known  MORE-JONES  Line. 

They  mark  an  improvement  in  Trolley  Equipment  so  complete,  effective  and  prac- 
tical in  its  nature  that  their  superiority  over  other  types  and  designs  is  beyond  ques- 
tion. 

That  the  "V-K"  type  of  trolley  wheel  and  harp  gives  better  service,  with  reduced 
operating  and  maintenance  expense,  has  been  proved  to  be  a  fact,  and  this  is  capa- 
ble  of   conclusive   demonstration   by   any    test  you  may  devise. 


The  Ideal 
Combination 


The 


V-K 

NON-ARCIN(J 
HARP 


This  type  of  harp  used  with  the  "V-K"  OILLESS  WHEEL,  provides  the  best 
form  of  contact  yet  invented.  It  enables  the  current  from  the  wheel  to  be  taken 
right  through  the  bearing  without  loss  or  interruption  from  arcing.  The  contact 
springs,  while  they  serve  to  facilitate  the  flow  of  current,  also  act  as  cushions  and 
prevent  excessive  shocks  and  dewirements  of  the  wheel.  This  is  a  factor  of  consid- 
erable importance  in  increasing  the  life  of  both  wheel  and  harp. 

The  distinctive  and  patented  feature  of  this  harp  is  the  "V-K"  gripping  device. 
By  means  of  this,  the  axle-pin  is  firmly  held  and  locked,  thus  preventing  arcing,  which 
is  the  inevitable  result  of  operating  with   loose  or  badly  fitting  pins. 

It  simplifies  the  removal  of  the  axle-pins  when  wheels  are  changed — is  quickly  oper- 
ated— requires  no  inspection  when  set — cannot  work  loose. 


_ 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


4ere*s  the  Biggest  Improvement 
n  Trolley  Wheels  ever  Announced 

The  "  V-K"  OILLESS  TROLLEY  WHEEL  has  been  directly  designed  to  elim- 
inate the  defects  found  in  all  other  types  of  trolley  wheels  used  in  common  practice. 

The  most  distinctive  feature  this  type  possesses  is  the  power  of  permanent  self- 
lubrication.  This  is  due  to  the  use  of  the  Simpson  patent  graphite  and  gauze  bush- 
ing, which  is  also  heat-proof  and  almost  indestructible.  The  bushing  is  interchange- 
able, easily  removed  when  desired. 

By  reason  of  this  self -lubrication,  there  is  no  oil  or  grease  around  the  bearing  to 
interfere  with  the  free  flow  of  current  through  the  "V-K"  WHEEL.  Once  installed 
it  recjuires  no  attention,  will  run  until  worn  out,  and  this  in  itself  constitutes  an  econ- 
omy of  a  very  considerable  nature. 

The  "V-K"  WHEEL  is  made  of  special  metal,  perfect  in  texture,  tough  and  dura- 
ble, and  properly  balanced.  Its  quality  of  conductivity  is  the  highest  obtainable ;  it 
operates  with  the  minimum  of  destructive  wear  upon  overhead  construction  and  main- 
tains perfect  and  continuous  contact  with   the  wire  at  the  highest  speeds. 


with  This 


The 


V-K 


OILLESS 
OLLEY  WHEEL 


The  MORE-JONES  Line  has  always  stood  for  progressiveness  in  ideas,  expert 
research  and  concentrated  effort  towards  improvement  in  designs  and  sound,  prac- 
tical knowledge  pertaining  to  the  field  of  Trolley  Equipment. 

We  make  this  Announcement  in  the  firm  conviction  that  "V-K"  OILLESS  TROL- 
LEY WHEELS  and  "V-K"  NON-ARCING  HARPS  are  all  that  we  claim  them  to 
be — and  more.    We  invite  correspondence,  inspection,  test. 

Send  for  our  new  illustrated  Catalog,  now  on  the  press.  It  contains  full  information 
on  sizes,  prices,  etc.,  covering  our  whole  line. 


More-Jones  Brass  &  Metal  Co.,  St.  Louis,  Mo. 


10 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


Reduce    Your    Maintenance    Forces 
Put  a  BROWNHOIST  at  Work 


Did  you  ever  calculate  how  much  saving  a 
Brownhoist  Work-Car  Crane  would  make  on 
your  roadway  and  construction  costs?  Ask 
the  companies  who  are  using  the  Brownhoist 
Crane. 

The  upper  picture  shows  the  Pittsburg 
Railway  Co.  Crane  fitted  with  a  hook  block 
for  handling  dump  buckets,  rails,  ties,  cross- 
overs, poles,  timbers  and  other  construction 
material. 


The  Cleveland  Railway  Co.  has  two  of  these 
Brownhoist  Cranes.  The  one  below;  which  is 
shown  with  the  grab  bucket,  has  proven  eco- 
nomical in  handling  sand,  gravel,  crushed 
stone,  cinders,  coal,  etc. 

And  the  Brownhoist  WORK-CAR  CRANE 
handles  its  own  work  trains,  being  self-pro- 
pelling. 

Send  for  catalogue  "  I,"  which  shows  how 
and  where  some  of  these  cranes  are  used. 


The  Brown  Hoisting  Machinery  Company 

Cleveland,  Ohio 


9618 


March  6,  1915]  ELECTRIC    RAILWAY    JOURNAL 

aiiiiiiiiiiiiiiiiiiiiwiiiiiiiiuiiiiiniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiniiiiiiiiiiniiiiiiM 


11 


iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiim^^^ 


The  Chemistry  of  Car  Painting 

is  a  comparatively  new  science  which  recognizes  the  fact  that 
climatic  and  atmospheric  conditions,  character  of  service  and 
materials  of  construction  are  big  factors  in  determining  the  kind  of 
paint  and  varnish  that  should  go  on  your  rolling  stock.  Whether 
you  paint  your  cars  as  plainly  as  a  house  or  as  Stradivarius  var- 
nished his  violins,  your  end  is  to  get  the  greatest  service  for  the 
least  money.  The  factors  that  afifect  painting  perfection  and 
economy  are  so  many  that  you  cannot  settle  them  by  adopting 
so-and-so's  materials  and  colors  just  because  they  made  good  on 
some  other  railway. 


Aside  from  analyses  of  your  paints  and  var- 
nishes to  protect  you  against  adulteration 

Our  Painting  Service 

will  study  your  case  from  other  standpoints. 
The  analyses  alone  may  save  you  $20  to  $30 
per  car,  but  this  gain  is  small  compared  with 
the  reduction  possible  in  paint  shop  time  by 
substituting,  say,  the  oil  and  varnish  method, 
or  baking,  for  the  old  lead  and  oil  process. 
Further,  a  close  relation  exists  between 

Car  fV ashing  Methods  and 
Paint  Life 

so  that  a  study  of  your  washing  compounds 
and  temperature  conditions  in  washroom  and 
paint  shop  may  lead  to  surprising  economies. 


Again,  only  the  painting  specialist  can  best 
determine  what  pigments  and  shades  will  re- 
tain their  splendor  for  years  and  what  ones  will 
accentuate  dirt  five  minutes  after  they  leave 
the  paint  shop. 

The  Painting  of  Steel  Cars 

is  still  another  problem  that  can  be  solved  best 
only  by  the  aid  of  an  organization  which  com- 
bines and  harmonizes  the  knowledge  of  the 
chemist  in  paints  and  of  the  engineer  in  car 
structures.  Competent  advice  regarding  car 
painting  practice  is  only  one  angle  of  the  serv- 
ice our  technical  experts  are  prepared  to 
render. 

For  Inspections,  Tests,  Analyses,  Physical  and 
Electrical  Tests — wherever  you  desire  higher  effi- 
ciency or  greater  economy — the  Arthur  D.  Little, 
Inc.,  service  is  at  your  command. 


A  Circular  describing  the  scope  of  our  work  sent  at  your  request 

ARTHUR  D.   LITTLE,  Inc. 

Chemists  and   Engineers 
93  Broad  Street,  Boston,  Mass. 


JIIIBIMIIIIIIIIIIillillllUIHIIIIIillUllUllllllllilillllll 


12 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915  |j 


CoPyrtghted 


Now  Is  the  Time! 


No  man  yet  has  succeeded  in  getting  full  measure  of  protection  from 
lightning  arresters  without  careful  and  systematic  inspection.  Lightning 
arresters,  like  every  other  piece  of  electrical  apparatus,  need  inspection. 

And  now  is  the  time  to  inspect!  Do  this  before  the  first  storm  hits  you; 
get  your  lightning  arresters  in  first-class  shape;  test  their  ground  connection; 
bring  your  protective  installation  to  its  highest  efificiency;  and  be  safe  from 
lightning. 

The  ease  and  certainty  of  testing 

Gar  ton- Daniels  Lightning  Arresters 

has  always  appealed  to  the  operating  man;  for  railway  arresters,  just  stick 
the  point  of  a  pencil  or  screw  driver  momentarily  in  the  air  gap  and  "watch 
the  plunger."  Watch  it  "pop"  if  both  arrester  and  ground  are  in  good  condi- 
tion; note  its  sluggish  action  if  your  ground  is  not  up  to  standard. 

A  sure  test ;  a  positive  test ;  a  reliable  test. 

Can  you  do  this  with  any  arrester  other  than  the  Garton-Daniels?  Can 
you  see  any  other  arrester  operate?  With  any  other  arrester  can  you  see 
whether  both  arrester  and  ground  are  in  good  condition  by  so  simple  a  test? 

No  book  that  we  know  of  contains  more  valuable  information  about  in- 
specting and  testing  lightning  arresters  than  our  1915  catalog,  a  copy  of 
which  will  be  sent  you  upon  your  request.  And  when  you  write  for  copy, 
tell  us  your  requirements  for  1915;  we'll  be  glad  to  quote  you  and  furnish 
full  information  without  obligating  you  in  any  way. 

Tackle  this  matter  while  you  yet  have  time;  be  prepared  for  the  lightning 
season — and  be  safe. 

Elix:tric  Service^  Supplies  Cxx 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
17th  and  Cambria  Sts. 


NEW   YORK 
Hudson  Terminal 


CHICAGO 
417  So.  Dearborn  St. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


13 


dho  -Electric 


for 

Catenary,  Cross-span  or 
Bracket  Construction 


"PHONO-ELECTRIC"  is  a  trolley  wire  you  can  absolutely 
depend  upon.  IT'S  TOUGH— does  not  rely  on  a  hardened  skin 
for  its  strength — it  is  uniform  throughout  its  cross-section. 

Unvarying  reliability  is  what  you're  looking  for  in  a  trolley  wire. 
More  car  mileage  and  longer  service  life. 

The  demand  for  better  cars,  better  roadbeds  and  faster  schedules 
is  an  indirect  demand  for  better  overhead  wires. 

"PHONO-ELECTRIC"  saves  renewals,  and  renewals  cost 
money.    It  will  give  the  longest  service  life.    IT'S  TOUGH. 

Send   for  our  new  Red  Booklet. 


BRIDGEPORT  BRASS  COMPANY 

BRIDGEPORT  CONNECTICUT 


14 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


For  Speedy  Coil  Production 

— for  the  reduction  of  shop  costs  to  minimum 
—make  sure  that  your  machines  are  as  effi- 
cient as  your  men. 


Columbia 

Coil  Winding 

Machines 

by  their  superior  efficiency  are  in  many  cases 
making  up  for  the  deficiencies  of  the  men 
operating  them.  But  consider  how  much  bet- 
ter your  good  men  could  do  if  furnished  with 
these  latest  perfected  winding  machines.  Co- 
lumbia machines  not  only  insure  swifter  wind- 
ing but  better  winding  too.  We'll  send  you  a 
Bulletin  that  tells  zvhy. 


Columbia  Field  Coil  Winding  Machine 

It  is  just  as  Important 
to  Tape  Your  Coils 
Tightly  as  it  is  to  do 
it  Swiftly 

Your  coils  must  be  taped  tightly,  if  they 
are  to  be  taped  rightly.  Besides,  it  uses 
less  tape.  You  will  learn  how  tight  taping 
and  swift  taping  may  be  best  combined  if 
you  investigate  the 

Columbia  Coil 
Taping  Machine 

Do  yourself  the  justice  of  looking  into  the 
merits  of  this  machine.  And  while  you  are 
looking  over  Columbia  Coil  Winding  and 
Columbia  Coil  Taping  machines,  it  would 
pay  you  to  take  a  glance  at  some  of  the 
many  other  Columbia  Products. 


Our  other  Columbia  Specialties  mean  other  Economies 
Better  ^et  some  of  these  Bulletins: 


Axle    Straighteners. 

Bearings  for  Armatures  and   Axles. 

Armature  Stands,  Armature   Buggies. 

Car  Hoists,  Car  Replacers. 

Brake   Appliances,   liandles,   Forgings   for 

Rigging,   etc. 
Babbitting  Moulds,  Lathe   Chucks. 
Banding  and  Heading  Machines. 


Coil  Winding  Machines  for  Field  and 
Armature  Coils. 

Coils  for  Armatures  and  Fields. 

Coil  Taping  Machines  for  Armature 
Leads. 

Rolls  for  Flattening  Leads  of  .Arma- 
ture Coils. 

Car  Trimmings,  Car  .  Signs — Day  and 
Night. 


Commutators,    Controller — Handles,    Door 

Gear  Cases — All  Steel  and  M.  I.,  Pit  Tacks. 
Grid      Resistances,      Signal      or      Target 

Switches. 
Pinion  Pullers,  Trolley  Poles— Steel. 
Trolley    Wheels,    Tension    Stands. 
Track    Special    Work,    N.    W.    Cartridge 

Fuses. 


Columbia  Machine  Works  &  Malleable  Iron  Co. 

Atlantic  Ave.  and  Chestnut  St.,  Brooklyn,  N.  Y. 


71014 


March  6,  1915]  ELECTRIC    RAILWAY    JOURNAL  15 


Short-term  franchises  are  detrimental  to  civil 
welfare  and  growth  because  they  ultimately 
check  the  extension  of  facilities  and  discour- 
age good  service. 


-From  Code  of  Principles 
Adopted  by  A.  E.  R.  A. 


Extension  of  facilities  and  maintenance  of  good 
service  can  only  follow  profitable  operation. 
Every  one  of  the  hundreds  of  roads  which  have 
adopted  the 

Prepayment  Car 


has  found  that  move  to  be  one  which  con- 
tributed to  operating  profits.  The  elimination 
of  accidents,  the  augmented  passenger  comfort, 
and  the  increased  receipts  due  to  the  elimination 
of  missed  fares  have  made  the  charge  for  the  work 
and  investment  required  to  produce  the  designs 
and  devices  represented  by  the  Prepayment 
patents,  one  of  the  most  productive  investments 
that  any  road  can  make. 

The  work  which  we  have  done  in  the  past  is 
making  the  work  which  we  are  constantly  doing 
for  our  clients  produce  results  such  as  only  long, 
specialized  experience  like  ours  can  insure. 


PREPAYMENT  CAR  SALES  COMPANY 


16 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Automatic  Recording 
of  Car  Movements 


The  instant  a  car  enters  the  block,  it  auto- 
matically records  on  this  sheet  its  entry  to 
that  block,  and  the  exact  time  at  which  it 
entered.  The  sheet  then  records  automatically 
the  length  of  time  the  car  remains  in  the  block 
and  records  the  time  of  its  entry  to  the  next 
block. 

With  this  continuous  graphic  train  sheet,  as 
utilized  in  the 


Simmen  System  of  Railway  Signaling 


the  dispatcher  has  before  him,  every  instant, 
the  location  of  every  car  on  the  division,  and 
that  location  is  visualized  to  him.  He  has 
literally  a  moving  picture  of  the  movements 
of  every  car  on  the  road  all  the  time,  a  per- 
manent record  of  the  time  of  entry  to  every 
block,  and  a  permanent  record  of  the  length 
of  time  each  block  is  occu]Med. 

By  means  of  interlocked  control  levers  on 
his  table,  the  dispatcher  controls  continuous 
cab  signals  in  every  car  on  the  division.  These 
signals  positively  indicate  the  dispatcher's 
orders  to  each  motorman,  and  are  so  placed 
in  the  cab  that  the  motorman  MUST  see  them. 
By  consulting  his  record  sheet,  the  dispatcher 
can  see  the  location  of  every  car,  and  if  he 
desires  to  change  the  signals  given  to  any  of 
them,  he  can  do  so  by  simply  turning  one  of 
his  control  levers.     This  combination  provides 


SAFE  OPERATION  and  greatly  increases 
FACILITY  OF  OPERATION. 

The  value  of  this  permanent  record  sheet 
does  not  by  any  means  end  with  its  value  to 
the  dispatcher  in  moving  cars  safely  and  ex- 
peditiously. It  forms  a  permanent  document 
of  the  highest  value  for  inijjroving  schedules, 
and  for  fixing  individual  responsibility  under 
all  circumstances. 

The  indication  of  the  records  cannot  be 
questioned,  as  they  are  automatically  made  by 
the  movement  of  the  cars  themselves. 

Automatic  recording  of  car  movements  is 
only  one  of  the  interesting  features  of  the 
Simmen  System.  This  system  presents  a  flex- 
ibility which  enables  it  to  meet  varying  con- 
ditions of  traffic  from  those  encoimtered  on 
the  light  traffic  interurban  road  to  those  found 
in  the  heavy  traffic  subways. 


May  %ve  tell  you  how  we  can  meet  your  conditions  ? 

THE  SIMMEN  SYSTEM 


THE  NORTHEY-SIMMEN  SIGNAL  CO.,  Ltd. 
TORONTO 


SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 
BUFFALO 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


17 


Better  Business 

is  here 

—right  NOW 


1 

This  statement  is  borne  out  by  the  books  of 
this  company. 

2 

So  far  this  year  we  have  made  and  sold  more 
United  States  Signals  than  during  the  last 
6  months  of  1914. 


During  the  first  ten  days  of  this  month  more 
U.  S.  Signals  were  contracted  for  than  dur- 
ing ANY  full  month  of  1914. 


Indications  point  to  a  record  month  in  the 
history  of  the 


United  States  Electric 

Signa.1  Co.,  west  Newton,  Mass. 

Foreign  Representatives: 

Quilliam  Brothers,  Clegg  Court,  Chapel  Street,  Salford,  England 


18 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


TfiDt  lall  J^imt  &mi 


II 


Ipfe^JjOffSC 


Makers  of  Base-Supported  and  One  Hundred  Per  Cent.  Rail  Joints  for  Standard  Girder, 
and  Special  Rail  Sections.  Also  Joints  for  Frogs  and  Switches;  Insulated  Rail  Joints 
and  Step  or  Compromise  Rail  Joints.     Patented  in  United  States  and  Canada. 


ROLLED 

FROM 

BEST  QUALITY 

STEEL 


AGENCIES 

Boston,  Mass.  India  BIdg. 

Chicago,   III.        Ry,    Exchange  BIdg. 
Denver,  Colo.  Equitable  BIdg. 

Philadelphia,   Pa. 

Pennsylvania    BIdg. 
Pittsburgh,   Pa.  Oliver   BIdg. 

Portland,  Ore.  Wilcox  BIdg. 

St.    Louis,   Mo., 

Commonwealth  Trust  BIdg. 
Troy,  N.  Y.  Burden  Avenue 


Montreal,   Canada. 

Board  of  Trade  BIdg. 


London, 


England. 
36  New  Broad  St. 


WEBER  GIRDER  RAIL  JOINT 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


19 


/ 


The  Trouble 

and 
the  Remedy 


/^ 


^*'*-**  Homogeneously  Unii'ed Sieel and  Copper 


WELDED   RAIL   BONDS 


While  it  is  problematical  whether 
stray  currents  can  be  justly  charged 
with  as  large  a  share  of  electrolytic 
damage  to  water  pipes  as  has  been 
held  against  them  by  water  supply 
companies,  the  railway  company  with 
imperfectly  bonded  rails  lays  itself 
open  to  such  charges.  Much  expense 
and  trouble  frequently  arise  from 
such  causes. 


WELDED  RAIL  BONDS  applied  to 
your  rail  joints  would  rid  your  road 
forever  of  such  troubles  by  eliminat- 
ing stray  currents.  The  current  can- 
not stray  from  rails  that  are  bonded 
with  Erico  Welded  Bonds.  Moreover, 
energy  now  leaking  from  your  system 
is  saved  to  you.  Write  for  better 
bonding  booklet. 


The  Electric  Railway  Improvement  Co. 


Cleveland,  Ohio 


20 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


NO 
TROLLEY 

PARK 

COMPLETE 

WITHOUT 


S 


B 


KEE-DALL 


THE  NEWEST, 

CLEVEREST 

AND  MOST 

PROFITABLE 

ATTRACTION 


(TY  SHOP 


SKBE  BALL    9  BALLS  5<|: 


In  this  modest  looking  establishment  these  four  Skee-Ball  Alleys 
earned  an  average  of  Fifty-two'  Dollars  and  Fifteen  Cents  ($52.15) 
every  day  last  summer.    Write  for  Booklet. 


The  Automatic  Scoring  Device  attracts  the  crowd ;  the  Automatic 
Slot  Machine  collects  the  money,  and  the  skill  and  fascination  of 
the  game  holds  the  players. 

Place  orders  NOW  for  early  deliveries 

THE  J.  D.  ESTE  COMPANY 

1534  Sansom  Street,  PHILADELPHIA 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


21 


22 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


How  Fast  Does  Your  Scrap  Heap  Grow? 


These  were  saved  from  the  scrap,  reclaimed  and  put  to  work  again  by  welding 
with  the  Davis-Bournonville  Oxy-Acetylene  process.  In  the  pile  were  motor 
frames  for  street  railway  motors,  seven  automobile  cylinders,  an  automobile 
crank  case,  rear  axle  housing  cover,  license  plate  holder,  motor  cycle  crank  case, 
headliglit  bracket,  power  shear  frame,  machine  bracket,  two  hydro-carbon  con- 
verters, exhaust  manifold  and  intake  manifold. 

Where  a  Davis-Bournonville  welding  outfit  or  plant  is  installed  there  is  little 
danger  of  throwing  good  money  on  the  scrap  heap.  An  outfit  is  of  even  greater 
value  on  emergency  repair  work,  saving  time  for  repairs  when  time  is  a  big 
factor,  or  for  steel  cutting  when  quick  changes  in  construction  or  wrecking  is 
required. 

The  difference  between  a  welding  outfit  and  a  complete  Oxy-Acetylene  plant  is  deter- 
mined by  the  extent  to  which  the  process  can  be  used.  We  provide  the  most  complete  range 
of  equipment,  adapted  to  all  requirements,  including  portable  outfits  and  the  most  complete 
plants.  The  "cost"  of  welding  equipment  is  determined  by  the  results  obtained  with  it. 
Davis-Bournonville  apparatus  has  both  experience  and  service  back  of  it  and  has  been  pro- 
ducing profitable  results  for  the  most  prominent  concerns  eneaged  in  metal  working  for  many 
years  past. 


DAVIS-BOURNONVILLE  COMPANY 


NEW  YORK 


General  Offices  and  Demonstrating  Plant 
JERSEY  CITY,  N.  J. 


CHICAGO 


Sjtle.s   ( )fiices;    New    York.   Chicago,   Cleveland,   Detroit 
Philadelphia    I'ittsbtirKh. 


Cieneral    Dealers    with    demonstrating    plants    in    New- 
England  and  Western  States. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


23 


This  Special  Offer  expires  absolutely  on 
l)ublication  date,   March   loth. 

If  you  will  sign  and  mail  the  coupon  imme- 
diately we  will  extend  the  time  to  cover  delay 
in  mail  transmission. 

SPECIAL  OFFER 

We  will  send  this  book  on  the  day  of  pub- 
lication to  all  advance  subscribers  in  the  United 
States  at  the  special  price  of  $3.50  postpaid. 
The  price  on  publication  will  be  $4.00  net, 
postpaid. 

In  addition — you  have  your  choice  of  the 
following  offers  at  the  special  price : 

(a)  Your  name  stamped  in  gold  on  the 
cover,  free  of  charge.  Stamped  books  are  not 
returnable. 

(b)  On  approval  for  ten  days,  with  the  priv- 
ilege of  return  if  unsatisfactory.  No  money 
in  advance. 

THE  BOOK 

A  book  of  high  authority  and  absolute  relia- 
bility. It  gives  the  essential  reference  data  on 
all  phases  of  electric  railway  construction  and 
operation.  It  is  designed  for  rapid  use.  Every 
article  is  indexed  so  that  you  can  find  it  in- 
stantly. The  book  represents  the  combination 
of  these  ideals : 

( 1 )  To  present  data  on  subjects  which  come 
up  in  everyday  electric  railway  practice,  for 
constant  use  by  the  operating,  constructing  or 
designing  engineer. 

(2)  To  produce  a  book  of  service  to  the  non- 
technical manager  or  operator  as  well  as  to 
the  engineer. 

(3)  To  produce  a  reference  book  on  electric 
railway  practice  for  those  who  may  be  special- 
izing in  other  or  allied  lines. 


Your   Last  Chance 

at  the  SPECIAL  OFFER 
to   Advance   Subscribers 


Return  the  coupon 
TODAY 


Ready  March  10th 


McGraw-Hill  Book  Co.,  Inc.  I 

239  West  39th  Street,  New  York  | 

Berlin  London  J 

Publitherm  of  Bookt  for  Electric  Railway  Journal  I 


MCGRAW-HILL  BOOK  COMPANY,  INC.,  239  West  39th  St.,  N.  Y.  City. 
I  You  may  enter  my  order  for  Richey's  "ELECTRIC  RAILWAY 
I   HANDBOOK"  on  the  offer  checked. 

,     ...  .A.  At  $3.50  with  my  name  stamped  in   gold  on  the  cover.     Print 
I    name  clearly.     Not  returnable. 

....B.   On  approval,  to  remit  $3. .'in  or  return  boolt  within  ten  days  of 

receipt. 


Signed   . 
Address 


E3-6 


If  not  a  subscriber  to  the  Electric  Railway  Journal,  give  reference  in 
margin.  '" 


24 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


THE  OHMER  SYSTEM 


The  OHMER  SYSTEM  stands  today  as  the 
only  thoroughly  proven  and  universally  suc- 
cessful method  of  fare  protection. 

We  have  gone  to  infinite  pains  to  satisfy  ourselves  that  we  are 
right.  We  have  investigated  every  device  offered  to  the  industry 
and  have  studied  every  possible  operating  condition. 

Our  efforts  coupled  with  the  co-operation  of  hundreds  of  satis- 
fied clients  have  opened  greater  possibilities  for  the  effective  appli- 
cation of  the  OHMER  SYSTEM  than  we  had  ever  before  thought 
possible. 


This  year  new  problems 


are  confronting  the 


electric  railways 
of  this  country.  Conditions  will  be 
analyzed  more  carefully  than  ever 
before.  Economy  coupled  with  the 
necessity  of  wise  administration 
will  prevail  among  electric  railway 
managers.  It  is  because  the 
OHMER  SYSTEM  stands  for 
economy  in  its  truest  sense  that 
many  have  stopped  experimenting 
and  are  turning  to  us  for  help,  while 
our  old  patrons  are  regularly  re- 
newing their  contracts  as  they 
expire.  We  take  considerable 
pride  in  this  continued  and  grow- 
ing confidence  in  the  OHMER 
SYSTEM. 

This  year  we  are  concentrating  our  ef- 
forts towards  giving  better  OHMER 
SERVICE  than  ever  before.  We  shall 

he  very  glad  to  study  your  local  conditions  and  make  you  a  proposition 

without  putting  you  under  any  obligation  to  us. 


OHMER  FARE  REGISTER  CO. 

DAYTON,  OHIO 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


25 


"Passenger-Interest 

in  Fare  Collection 


J? 


-w 


*,j.,.^        What  is  it? 

UNCERTAINTY  CERTAINTY 

Passenger-interest  must  be  properly  timed  with  reference  to  other  interests 
involved,  i.  e.,  towrfwc^or-interests  of  all  kinds,  and  com/>aw3'-interests. 

Passenger-interest  must  be  automatically  enforced,  otherwise  you  do  not  get  it. 
You  cannot  secure  this  interest  through  any  friendly  mental  process  on  the  part 
of  the  passenger  or  optional  act  on  the  part  of  the  conductor. 


The 

Rooke 

System 


The  passenger  must  give  attention  to  the  method 
of  paying  his  fare  under  the  ROOKE  SYSTEM. 
He  must  look  in  order  to  insert  his  coin ;  must 
necessarily  feel  the  coin  being  mechanically  drawn 
from  his  hand  and  registered ;  must  hear  the  ring- 
ing of  the  bell  which  announces  a  completed  trans- 
action in  which  the  passenger,  company  and 
conductor  have  all  been  automatically  brought 
into  proper  business  relationships,  one  with  the 
other. 

The  passenger  KNOWS  his  fare  has  been  prop- 
erly registered.  In  effect  he  has  been  given  a  re- 
ceipt   (something   the    N.    C.    R.    people    are   vainly 


alone  properly 
secures  and 
utilizes 
passenger- 
interest 


trying  to  hook  up  with  their  store  register  in  order 
to  materially  add  to  its  efficiency).  Unless  a  fare 
collection  system  gets  this  whole  and  undivided  at- 
tention of  the  passenger  that  one  instant — and  un- 
less that  one  instant  of  time  is  automatically  used 
by  the  company  to  insure  registration,  classification 
and  delivery  of  money  to  the  conductor — unless 
your  fare  collecting  system  comprehends  all  these 
things  you  certainly  "kiss  yourself  goodbye"  to 
maximum  earnings  and  enforce  on  your  employees 
unfair   working  conditions. 

Permit  us  to  enlarge  on  this  absolutely  vital  phase 
of   the    fare   collecting   game. 


The  Fundamental 
Purpose 

in  all  systems  of  fare  collec- 
tion is  to  secure  passenger- 
interest. 


The  Fundamental 
Fault 

in  nearly  all  systems  of  col- 
lection is  that  they  do  NOT 
secure  this  passenger-inter- 
est—-at  least  the  QUALITY 
of  interest  necessary. 


The  Fundamental 
Reason 

for  the  success  of  the 
ROOKE  SYSTEM  is  that 
it  alone  DOES  secure  this 
Passenger-interest. 


Uniform  System  for  all  Cars 

Rooke  Automatic  Register  Co, 

Providence,  R.  I. 


26 


ELECTRIC    RAILWAY     JOURNAL 


[March  6,  1915 


FABRIKOID 
Electric  Railway 
Car  Curtains 
and  Upholstery 


PDNT 
ABRIKCa 


REG.  U.S.  PAT.  OFF. 


FABRIKOID 

Curtains  on 

this  Car 


ffs  Weatherproof  and  Durable 


Wind  and  storm  beat  in  vain  against 
DU  PONT  FABRIKOID  CUR- 
TAINS. Fabrikoid  is  weatherproof. 
Rain  won't  shrink  it — it's  impervious 
to  moisture.  In  fact  you  can  freely 
use  soap  and  water  on  it,  which  cleans 
it  perfectly.  Dust  and  dirt  can't  cling 
to  its   smooth   surface,   nor  catch   in 


cracks.  Because  it  doesn't  crack — nor 
peel — nor  flake.  It's  sanitary,  durable 
and  rich  in  appearance.  Yet  its  cost 
is  low — its  maintenance  still  lower. 
Economical,  made  in  many  weights, 
widths,  patterns  and  colors.  Write 
for  samples  and  prices. 


DUPONT  FABRIKOID  COMPANY 

DuPont  Building,  Wilmington,  Del. 

Railroad  Dept.  Representatives: 

WENDELL  &  MacDUFFIE  COMPANY 
63  BROADWAY,  NEW  YORK 


March  6,  1915J 


ELECTRIC    RAILWAY    JOURNAL 


27 


JOHNS  -MANVILLE      SERVICE 


TO    THE    ELECTRICAL    INDUSTRY 


COVERS  „■■  ^ 

THE  CONTINENT^, 


The  men  in  the  Trenches 

That  installation  crew  whose  time  eats  into 
so  much  money  will  move  along  three  times 
as  fast  when  they  work  with 

J^  FIBRE  CONDUIT 

Every  time  they  nipple  up  a  length — five  feet  of  duct  is  fin- 
ished, with  an  airtight  joint  made  in  a  trice. 
They  will  work  quicker  and  easier  too,  because  of  the  light- 
ness of  this  conduit,  nor  can  they  break  it  when  it  gets  thrown 
around,  as  it  often  does. 

J-M  Fibre  Conduit  answers  every  railway  requirement,  elec- 
trical or  mechanical.     It  can  be  used  generally  all  over  the 
underground  system  in  Generating  Stations,  Sub-Stations,  back 
of  Switchboards,  on  Feeders  and  on  Signal  Systems. 
Why  not  use  it  on  your  system? 


This  is  the  Factory  Test  on  all 
"NOARK"  Subway  Boxes 

While  immersed  in  water  each  box  is  subjected  to 
an  internal  air  pressure  of  IS  lbs.  per  sq.  inch. 


Before  sliipment  every  "Noark"   Subway   Box  must  successfully  pass 
this  test — tlie  severest  ordeal  to  which  it  can  be  subjected. 
You  will  note  that  not  only  is  the  box  water-tight   from  the  outside, 
but  is  also  air-tight  from  the  inside. 

Doesn't  this  argue  well  for  its  manhole  efficiency ;  for  protection  of 
your  feeders,  subfeeders  and  other  cables — against  seepage  and  sub- 
terranean gases? 

When  you  install  "Noark"  Subway  Boxes  you  are  using  a  box  with  a 
big  factor  of  safety — a  box  that  is  electrically  and  mechanically  per- 
fect, from  the  nuts  that  hold  down  the  cover  to  the  slate  base  on  whicli 
the  copper  is  mounted. 

The  copper  in  "Noark"  Subway  Boxes  is -ample  and  well  assembled. 
All  contacts  are  carefully  ground.  The  line  is  complete,  embracing 
every  network  and  distribution  condition. 


Write  for  Catalog  No.  406 


H.   W.   JOHNS-MANVILLE    COMPANY 


Akron 

Boston 

Columbus 

Duluth 

Kansas  City 

Albany 

Buffalo 

Dallas 

Galveston 

Los  Angeles 

Atlanta 

Chicago 

Dayton 

Houghton 

Louisville 

Baltimore 

Cincinnati 

Denver 

Houston 

Memphis 

Birmingham 

Cleveland 

Detroit 

Indianapolis 

Milwaukee 

Minneapolis  , 
Newark,  N.  J. 
New  Orleans 
New  York 
Omaha 


Philadelphia 
Pittsburg 
Portland,  Ore. 
Rochester 
St.  Louis 


St.  Paul 

Salt  Lake  City 

San   Francisco 

Seattle 

Syracuse 


Toledo 
Washington 
Wilkes-Barre 
Youngstown 


THE  CANADIAN  H.  W.  JOHNS-MANVILLE  CO.,  LTD.,  Toronto,  Winnipeg,  Montreal,  Vancouver    3os4 


28 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


See  Our  Exhibit  of  Ties 
and  Crossing  Founda- 
tions at  Chicago,  March 
15th  to  19th,  in  Colise- 
um Annex.  Spaces  207- 
208. 


There's  no 
replacement 
expense  with 
these  ties; 
they're 


Main  Street.  Elyria,  Ohio 


International  Steel  Ties 


When  you  put  "Internationals"  into  your  road  bed,  you  know 
they're  in  to  stay — that  you've  cut  that  part  of  your  maintenance 
expense  to  the  vanishing  point. 

And  you  know^  they're  not  only  durable  but  they  give  you  a 
much  larger,  stronger  rail  support  than  you  can  get  w^ith  a  wood 
tie.  And  the  anchorage  is  solid — you  can  lift  a  whole  section  of 
track  without  loosening  a  single  clip. 

Use  them  in  a  section  of  your  track  and  you'll  understand  why 
they  are  rapidly  being  standardized  by  many  of  the  large  electric 
roads  throughout  the  country. 

You  can't  afford  to  continue  building  track  in  paved  streets 
without  first  investigating  what  has  been  and  is  being  done  in  this 
type  of  construction. 

Our  references  are  our  users.    Write  us  today. 

International  Steel  Tie  Co. 

General  Sales  Office  and  Works :  Cleveland,  Ohio 


Parrott  &  Company, 

San  Francisco,  Cal. 

Los  Angeles,  Cal. 


Western  Eng'g  Sales  Co., 
Seattle,  Wash. 
Portland,  Ore. 


REPRESENTATIVES: 

R.  J.  Cooper  Co., 
Salt  Lake  City,  Utah 

William  H.  Zicgler, 


J.  E.  Lewis  &  Co., 
Dallas,  Texas 


Maurice  Joy, 
Philadelphia 


Minneapoli 


.  Zicgler, 

is,  Minn. 


7!'6.')-P 


March  6,  1915] 

T     ^ 


ELECTRIC     RAILWAY    JOURNAL 


29 


T* 


Order  them  Equipped 
with  H-B  Life  Guards 


Your  cars  must  be  provided  with  some 
means  for  life  saving.  You'll  find  that 
H-B  Life  Guards  afford  the  economical 
means  to  this  desirable  end. 

Service  records  prove  it. 

Above  is  shown  a  car  built  by  the  St. 
Louis  Car  Co.,  loaded  for  shipment.  It 
is  provided  with  the  H-B. 

The  Consolidated  Car  Fender  Co.,  Providence,  R.  I. 

Manufacturers  of  The  Providence  Fender  and  H-B  Life  Guard 

Wendell  &  MacDuffie  Co.,  61  Broadway,  New  York 

General  Sales  Agents 


:--r 


3110  i 


30 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


Electric  Railway 
Directory 

for  February  1915 


Send 
Your 

Subscription 
Now 


$5.00  a  year  for  issues  of  Feb- 
ruary and  August,  or  $3.00  for 
single  copies. 

The  only  electric  railway  di- 
rectory published  which  gives 
the  addresses  of  all  the  electric 
railway  officials,  and  is  com- 
pletely revised  prior  to  each 
issue. 

This  directory  should  be  in  the 
hands  of  every  sales  manager 
and  every  salesman  selling  to 
the  electric  railwav  field. 


McGRAW   ELECTRICAL   DIRECTORY 

239  West  39th  Street 
New  York 


March  G,  1915]  ELECTRIC    RAILWAY    JOURNAL  31 


Here's  How  J||pf| 

"Tool  SteeF'  Gears  and  Pinions 

work  in 

NEW  ORLEANS 

Record  of  pinion  installations  at  Magazine  shops  New  Orleans  Ry.  &: 
\A.  Company  (these  figures  used  with  their  permission)  : 

1912  Total  number  of  pinions  installed  604 

They  were  just  beginning  to  equip  with  "Tool  Steel"  and  this 
was  the  rate  at  which  the  untreated  pinions  were  wearing  out. 

1913  Total  number  of  pinions  installed  168 

1914  Total  number  of  pinions  installed  96 

Reduction  in  Gear  and  Pinion  Expenses  for  1914 
Was  Over  $2300.00 

Do  you  wonder  New  Orleans  Ry.  &  Lt.  Co.  is  under  contract  for 

"Tool  Steel"  gears  and  pinions? 


You  can  reduce  your  pinion  renewals  in  a  ratio  of  604  to  96  if  you  use  "Tool 
Steel."  Most  of  those  who  read  this  advertisement  are  doing  so.  If  you  are 
not,  it's  your  loss. 

THE  TOOL  STEEL  GEAR  AND  PINION  CO. 

CINCINNATI,  OHIO 

(  New  York  W.  F.  McKenney,  Portland,  Ore.  S.  I.  Wailes,  Los  Angeles,  Cal. 

U.  S.  Metal  &  Mfg.  Co.     <  Chicago  F.  E.  Huntress,  Boston,  Mass.  F.  F.  Bodler,  San  Francisco. 

t  Atlanta  Allen  General  Supplies,  Toronto,  Ont.  General  Supplies,  Ltd.,  Calgary,  Alta, 

Tool  5«ei  Face.  Scholey  &  Co.,  Ltd.^  London  Exports  Into  British  Territory 

THE  ACKLEY  COMPANIES        OTHER  EXPORTS 

Ackley  Brake  &  Supply  Co.,  Inc'd,  New  York. 
British  Ackley  Brake  &  Supply  Co.,  Ltd.,  London. 

For  Belgium,  Holland,  Denmark,  Norway  and  Sweden 
Cie,  Francais  Des  Freins  Ackley,  Paris. 
Deutsche  Ackley  Bremsen  Co.,  Berlin. 


32 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Now 

is  the 
Time! 


Send  us  your  catalog 

We  are  ready  to  plan  an  unusual  but  ef- 
fective sales  move  in  the  form  of  a  special 
advertisement  that  will  help  you  get 
your  products  specified  for  this  Spring's 

Maintenance  Work 

Indoors  and  Out 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


33 


The  Annual 
Maintenance 
Number  of  the 
Electric  Railway  Journal 


is  the  buyers'  handbook  of  the  day  while 
maintenance  work  is  under  contemplation 
and  under  way.  Electric  railway  men  who 
control  the  buying-  for  98.8%  of  the  total 
mileage  read  the  Journal  regularly  and  read 
the  Maintenance  Number  with  special  thor- 
oughness every  year  for  its  helpful  text 
pages  and  useful  advertisements. 

It  is  the  issue  which  tells  them  how  best  to 
do  their  maintenance  work  and  what  to  buv. 


Use  a  double  page  spread  or  at  least  a  full 
page  advertisement  and  get  your  share  of 
the  $55,000,000,  which  will  be  spent  for 
maintenance  by  readers  of  the  Electric  Rail- 
way Journal. 

I'ear  in  mind  that  the  Journal's  Annual 
Maintenance  Number  is  an  institution  that 
is  wanted  and  welcomed  and  used  every 
year..  It  is  expected.  Your  advertisement 
will  have  careful  attention  by  big  buyers  if 
you  tell  the  right  kind  of  story  in  this  issue. 


We   Are   Ready   to    Write   the   Story   for   You  Without   Cost. 
Send  Your  Catalog  and 

Get 


your 
products 
into 
the 
speci- 
fica- 
tions 


This  is 

the  Last 

Call 


34 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


This  Rolling  Wedge 
Does  It! 


That's  the  Reason  for  the 
Absolute  Locking,  Safety, 
Security  and  Economy 
of  the 

"ABSOLUTE" 

Lock-Nut 


Observe  the  recess  which  has  been  cut  across  the  nut 
at  right  angles  to  the  threads.  The  floor  of  this  re- 
cess slopes.  Notice  also  the  rolling  wedge.  When  the 
nut  is  being  applied  the  pin  rests  in  a  deeper  part  of 
the  recess  and  rolls  with  the  bolt. 

The  moment  the  nut  starts  to  back,  it  immediately 
encounters  the  resistance  caused  by  the  rolling  pin 
wedging  itself  into  the  higher  level  of  the  sloping 
floor  of  the  recess.  The  result — all  motion  is  stopped. 
The  nut  is  locked  absolutely.  The  greater  the  pres- 
sure tending  to  back  the  nut,  the  tighter  it  locks. 

Vibration  tightens  the  Absolute.  Rust  and  dirt  do 
not  destroy  its  action. 

Easily 'removed  by  inserting  a  common  nail  alongside 
the   rolling  wedge,  preventing  it   from   wedging. 

It's  as  strong  as  any  bolt.    Write  for  results  of  tests. 

The  Absolute  Lock  Nut  is  nut  and  lock-nut,  all  in 
one.  Saves  in  bolt  length  and  time  of  application,  as 
well  as  insures  safety  and  certainty. 

Costs  no  more  than  nut-locks.  Write  for  catalog 
describing  it. 

The  American  Lock-Nut  Co. 

Pullman  Station.  Chicago 


In  up-to-date  shop  practice,  the  above  arrangement  for 
removing  axle  sct.s  and  motor  armatures  for  repairs,  is 
much  in  evidence;  the  use  of  the  Barrett  jack  for  this 
purpose  is  a  detail  insuring  lasting  satisfaction. 


Motor  Armature  Lifts 

consist  of  a  Barrett  Pit  Jack,  mounted  on  a  truck  liav- 
ing  plain  or  flanged  wheels.  The  jack  can  be  adjusted 
in  four  directions — up  or  down  by  means  of  ratcheting, 
sideways  on  truck  by  means  of  small  crank  at  side  of 
truck,  and  forward  or  backward  the  length  of  the  pit 
on  the  truck  wheels.  Accurate  adjustment  of  jack  for 
receiving  axle  or  armature  is  thus  obtained.  The  long 
operating  handle  affords  easy  leverage  for  one-man  op- 
eration. 

The  whole  installation  is  economical  in  first  cost,  in- 
sures safe  handling  of  costly  equipment,  speed  and  con- 
venience. 

Stock  Sizes 

The  genuine  Barrett  jacks  are  only  made  by  the  Duft 
Company,  and  include  the  largest  variety  of  stock  sices 
for  track  and  car  repair  work,  as  well  as  for  equipment 
of  cars  for  use  in   cases  of  emergency  and  accidents. 

Designing  New  Jacks 

We  offer  our  services  in  designing  jacks  to  handle 
special  equipment  and  for  special  lifting  purposes,  hav- 
ing at  our  disposal  the  best  engineering  talent  backed 
by  25  years'  experience  exclusively  in  the  design  and 
manufacture  of  jacks. 

The  Duff  Manufacturing  Co. 

Established  1883  Pittsburgh,  Pa. 


so  Church  St., 
New  York 


People's  Ga.s   I31dg., 
Chicago,  111, 


Merchants'  Natl.  Bk.  Bldg.,  St.  Paul. 


Candler  Rldg., 
.\tlanta. 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


35 


^,ff  ^f'^  •   ''/ ■„^„/,y  ,^^ '^    't'/f^^''''^y'4/t>/. 


•^-'-  --'-'•-•'    ' 


Knocking  Dollars  Out 
of  Your  Profits 


Write  to-day  for  a  statement  of 
what  we  have  done  for  others. 


every  time  you  have  a  colli- 
sion, and  most  collisions  can 
be  prevented.  Aren't  you 
taking  too  much  of  a  chance 
on  that  piece  of  single  track 
that  has  no  signal?  Aren't 
you  crowding  it  just  a  little 
too  much  during  the  summer 
rush? 

Chapman  Automatic  Signals 
installed  this  spring  will  give 
you  safe,  better  and  more  sat- 
isfactory operation,  and  will 
cost  much  less  than  one  ordi- 
narv  collision. 


Charles  N.  Wood  Co. 

General  Sales  Agents  79  Milk  St.,  Boston,  Mass, 


The  Claim  Agent's  Best  Friend 


■  Loud Locomoii'^e  5e// 

^Swinging  Day  Warning 

f Illuminated   NighiSignal 


Oscillating  blades  which  keep  swinging  until  the  train 
has  passed ;  a  night  illuminated  warning ;  a  loud-voiced 
locomotive  bell,  with  a  peremptory  note  that  can  be 
heard  above  the  noise  of  automobile  traffic ;  a  mechan- 
ism that  needs  no  bond  wires,  track  circuits  or  delicate 
apparatus — these  are  the  strong  features  that  have 
made  the  HOESCHEN  HIGHWAY  CROSSING 
SIGNAL  the  backbone  of  the  "Safety  First"  move- 
ment. 


HOESCHEN 

Highway  Crossing 
Signal 

Does  not  interfere  with  track  circuits  and  is  not 
operated  by  trolley  current.  Free  from  electri- 
cal troubles. 

The  bell  is  started,  stopped  and  wound  by  the 
movement  of  the  car  wheels  over  the  track.  The 
bell  is  connected  by  a  metallic  circuit  with  mag- 
neto generator  which  is  operated  by  means  of  an 
arm  clamped  rigidly  to  the  base  of  the  rail.  A 
slight  lateral  movement  of  the  rail  head,  caused 
by  the  pressure  of  the  wheels  of  train  passing 
over  it,  is  multiplied  many  times  at  the  outer  or 
free  end  of  the  arm.  This  operates  the  generator. 
Installed  on  more  than  lOO  steam  and  electric 
railroads  in  America  and  abroad. 

Write  for  Descriptive  Matter  and  Photographs 

Hoeschen  Mfg.  Company 

OmaJia,   Neb. 


36 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Needed  by  EVERY  Electric  Railway  in  the  Country! 

An  OXWELDING  Outfit 

The  tremendous  amount  of  work  your  men  can  do  in  track  construction  and  shop 
practice  through  the  use  of  the  OXWELD  Process  of  Welding  and  Cutting  Metals 
will  prove  a  revelation  to  you  when  you  investigate  the  subject. 

Expensive  car  equipment  may  be  repaired  at  comparatively  trifling  cost  and  not 
only  avoid  expensive  delays  waiting  for  new  parts ;  but  save  tremendously  by  eliminat- 
ing the  need  for  new  equipment. 

Steel  parts  may  be  cut  Ijy  the  OXWELD  ACETYLENE  Blow  Torch  in  a  fraction 
of  the  time  required  by  any  other  method. 

Some  Savings  on  the  Indianapolis 
Traction  and  Terminal 

BRILL  NO.  27-F  SIDE  FRAME— Nature  of  repairs,  refilling  worn  pedestal 
faces.  Cost  of  repairs,  $8.  Cost  of  replacement,  $38.  Scrap  jfalue,  $1.50. 
STAND.A.RD  NO.  0-50  END  FRAME— Nature  of  repairs,  refilling  end  con- 
necting holes.  Cost  of  repairs,  $4.50;  Cost  of  re- 
placement. $7.  Scrap  value.  $0.60. 
WESTINGHOUSE  NO.  93-A2  MOTOR  FRAME 
(TOP  HALF) — Nature  of  repairs,  welding  gear 
case  suspension  lug.  Cost  of  repairs,  $8.91.  Cost  of 
replacement,  $105.17.     Scrap  value,  $2.76. 

WESTINGHOUSE  NO.  56  MO- 
TOR FRAME  (TOP  HALF)  — 
Nature  of  repairs,  welding  axle  bear-  ' 
ing  housing.  Cost  of  repairs,  $12. 
Cost  of  replacement,  $77.76.  Scrap 
value,  $2.66. 

Isn't  apparatus  which  will  effect 
such  savings  worth  investigating? 
Write  for  further  particulars 

Oxweld  Acetylene  Co, 

Newark,  N.  J.  Chicago 


What  you  get  out  of  your 
Electric  Railway  Journal 

depends  upon  the  time  and  thought  you  put  into  the  reading  of  it. 


Thought,  time,  energy  and  money  are  ex- 
pended in  abundance  to  mal:e  each  issue  of 
maximum  value  to  the  greatest  possible  num- 
ber of  readers.  You  benefit  by  this  expendi- 
ture in  direct  proportion  to  the  attention  which 
you  give  to  your  paper. 

A  mind  alert  for  suggestions  will  find  in 
every  issue  food  for  thought  and  help  in  its 
daily  tasks.  This  applies  to  the  reading  of 
the  advertising  pages,  as  well  as  to  the  read- 
ing of  the  text. 

Remember  that  electric  railway  progress 
is  due  as  much  to  the  efforts  of  the  engi- 
neers engaged  in  developing  new  equipment 


for  manufacturers  as  to  those  who  buy  and 
use  what  these  manufacturers  tell  about  in 
their  advertisements. 

These  engineers  who  give  their  talents  to 
the  manufacturing  branch  of  the  industry  are 
always  ready  to  give  the  benefit  of  their  study 
and  experience  to  their  fellows  in  the  field. 
An  inquiry  addressed  to  the  advertiser  is 
usually  all  that  is  required.  It  will  receive 
prompt  attention  whether  or  not  you  are  in 
the  class  of  potential  buyer  at  the  time. 

Advertisers  know  the  advantage  of  giving 
full  and  reliable  information  to  everybody  in 
the  field  who  indicates  his  interest  in  any- 
thing relating  to  the  advertised  product. 


Make  the  Most  of  It 


March  6,  1915]  ELECTRIC    RAILWAY    JOURNAL  37 


Peacock 


Improved 


Brakes 

may  look  like  other  brakes  but 
their  reputation  is  due  to  the 
difference. 

OVER  93%  of  the  geared  brakes  installed  on  new  cars  last 
year  were  PEACOCKS. 

Each  brake  is  equipped  with  roller  bearings,  automatic  stops, 
simple  and  positive.  Every  chain  is  tested  and  there  are  many 
other  exclusive  features. 

There  is  no  other  means  of  securing  so  much  power  with  so 
little  weight,  within  so  small  a  space  as  with  the  Peacock  Improved 
Brake. 

If  you  would  like  a  record  of  results  write  us  at  once,  but  don't 
forget  to  put  them  in  your  specifications. 

National  Brake  Co. 

888  EUicoti  Square,  Buffalo,  N.  Y. 


38 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Boosting  Brake-Shoe  Mileage 


5.  W.  B. 

Automatic  Shim 
Slack  Adjuster 


Has  no  moving  parts.  Posi- 
tive in  action^]  ust  like  put- 
ting another  block  under  a 
crow-bar  —  only  the  thin 
S.  W.  B.  Shims  take  up  the 
slack  a  little  at  a  time,  just 
as  fast  as  the  shoes  wear,  and 
no  faster. 

You  need  it  to  cut  costs — 
your  motormen  need  it  for 
safety's  sake. 

Write  for  the  full  data. 


THE  SAUVAGE-WARD  BRAKE  CO ,  INC. 

Whitehall  Building,  New  York 

Agents  for  Virginia,  North  and  S^uth  Carolina,  and  Georgia:  J.  B.  N.  Cardoza  &  Co.,  Citizens  Bank  Bldg.,  Norfolk,  Va. 


You  Will  be  Interested  in  it  too 

The  Xew  Sterling  Catchers  and  Retrievers  contain  novel  features  that 

will  interest  you : 

Retrieving  Spring  adjusted  to  meet  any  trolley  pole  tension. 

Action  of  this  spring  does  not  affect  service  spring. 

.\bsolutely  prevents  skipping  of  pole  after  it  leaves  wire. 

Little  mechanism,  few  parts  easily  cared  for. 

Guaranteed  for  5  years. 


Write  for  full  details.  

STERLING  ^(^^ 


The  New  Haven 

Trolley  Supply 

Company 

New  Haven,  Conn. 

STERLING 
Trolley  Wheels 

STERLING 

Fare 

Registers 

RECORD- 
ING Fare 
Registers 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


30 


G-E  Catenary  Line  Material 


Wherever  extreme  flexibility  is  required  of  the  overhead  instal- 
lation, G-E  Catenary  Line  Material  should  be  used.  "Hard 
spots"  in  the  wire  are  entirely  eliminated  by  the  use  of  flexible 
hangers  and  pull-offs,  as  shown  in  the  above  illustrations.  All 
material  is  rendered  rust  proof  by  the  G-E  electric  oven  sherar- 
dizing  process. 

The  many  new  and  improved  designs  originated  by  G-E 
engineers  make  the  catenary  type  of  line  material  especially 
suited  to  high  speed  operation  and  readily  adaptable  to  the 
varied  problems  of  electric  railway  construction. 

G-E  Catenary  Line  Material  is  in  use  on  the  154-mile  inter- 
urban  line  of  the  Southern  Traction  Co.  and  the  Butte-Ana- 
conda  lines  and  will  be  used  in  the  big  St.  Paul  electrification. 

Recommendations  and  estimates  will  be  furnished  on  re- 
quest. 


General  Electric  Company 


General  Office 


Schenectady,  N.  Y. 


List  of  Sales  Offices  on  Back  Cover. 


5304 


40 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Proof  of  Protection 
by  Aluminum  Car  Arresters 


Last  year  a  certain  railway  company 
equipped  50  of  its  cars  with  G-E  Alumi- 
num Lightning  Arresters. 

No  car  equipment  protected  by  these 
arresters  was  damaged.  At  one  time  when 
a  substation  was  struck  by  lightning  the 
car  equipments  were  uninjured,  although 
a  large  number  of  cars  protected  by  these 
arresters  were  operating  in  that  locality. 

During  another  storm,  fifteen  protected 
cars  and  four  unprotected  cars  were  oper- 
ating on  one  line.  Two  unprotected 
equipments  were  badly  damaged;  the  pro- 
tected equipments,  as  usual,  escaped  with- 
out harm. 

G-E   Aluminum    Arresters    have   made 


uninterrupted  service  possible,  in  the 
worst  lightning  areas  in  the  country, 
where  it  had  been  customary  to  stop  the 
cars  during  lightning  storms.  Even  in 
these  localities,  the  arresters  have  kept 
damage  down  to  a 
point  where  it  is 
almost  negligible. 

For  line  installa- 
tion the  well-known 
G-E  Magnetic 
Blowout  Arresters 
give  a  high  degree 
of  protection  with  a 
minimum     of     cost 

nnrl    n  f  f  i^tn  f  i/-itn  Magnetic  Blowout  Arrester 

clIlU    aitentlOn.  with  Cover  Removed 


General  Electric  Company 


Atlanta,  Ga. 
Baltimore.  Md. 
BfrmtnKhflin.  Ala. 
BoHton,  Mass. 
Biiffnlo.  N.  Y. 
Bntte.  Mont. 
Gharlenton.  W.  Va. 
Charlotte.  N.  C. 
CbattanooKa.  Teno. 
ChlcaKo.  111. 
dnrlnnatl.  Ohio 
CleTeland,  Ohio 


GolumbUR,  Ohio 
Dayton.  Ohio 
Denvf  r.  Colo. 
Des  MolnpR.  lown 
Detroit,  Mich. 

fOffloeof  ARent) 
Diiluth.  Minn. 
Elmlra.  N.  Y. 
Erie,  Pa. 
Fort  Wayne.  Ind. 
Ilnrtforrt.   Conn. 
Indianapolis,  Ind. 


General  Office:  Schenectady, N,Y. 

ADDRESS   NEAREST  OFFICE 


JackRonTllle.  Fla. 
Joplln.  Mo. 
KannQfi  City,  Mo. 
KnoxTllle.  Tenn. 


Tx)s  Ancreles,  Gal. 
Loijlaville.  Ky. 
Memphis.  Tenn. 
Milwaukee.  Wis. 


Minneapolis,  Minn. 
NaRhvIlle.  Tenn. 
New  Haven,  Conn. 
New  Orleans,  La. 
New  York.  N.  Y. 
Nlajrara  Falls.  N.  Y. 
Omaha.  Neb. 
Philadelphia.  Pa. 
Plttsburif.  Pa. 
Portland,  Ore. 
Providence.  R.  I. 
Richmond.  Va. 


Rochester,  N.  Y. 
St.  Louis.  Mo. 
Sail  I.nkeCIty.  ITtali 
San  Frnncisco.  Cal. 
Schonectndy.  N.  Y. 
.Seattle,  Wash. 
Spokane,  Wash. 
SprlnKfleUi.  Mass. 
Syracuse,  N.  Y. 
Toledo.  Ohio 
WashinRton,  D.  0. 
YounRstown.  Ohio 


For  Texas.  Oklahoma  and  Arizona  buslnecs  refer  to  Southwest  General   Electric  Company    (formerly   Hobson   Electric  Co.),   Dallas, 
El   Vn^o.   Houston  itnd  OUInhnnin  City.     For  Canadian  business  refer  to  Canadian  General  Electric  Company.   Ltd..  Toronto.  Ont. 


Electric  Railway  Journal 

Publishea  by  the  McGraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway   Journal  and  Electric  Railway  Review 


Vol.  XLV 


NEW  YORK,  SATURDAY,  MARCH  6,  1915 


No.  10 


AS  TO  Some  good  friends  of  the  JOURNAL 

HOLDING  have     taken     exception     to     the 

BRIEFS  editorial— "A  Brief  for  the  Rail- 

ways"— which  appeared  in  a  recent  issue.  The  ex- 
ception is  taken  on  the  ground  that  we  should  not  hold 
a  brief  for  any  interest.  This  is  on  the  theory  that  a 
brief  in  this  sense  means  a  one-sided  presentation;  that 
it  means  special  pleading  and  in  general  a  declaration 
of  "My  country  (or  its  electric  railways),  right  or 
wrong!"  This,  however,  was  not  our  idea.  The 
Journal  is  the  voice  of  the  electric  railway  industry. 
When  this  industry  is  unfairly  attacked  the  Journal 
seeks  to  defend;  but  when  policies  or  individuals  go 
wrong  it  is  the  Journal's  business  to  point  out  the 
error.  The  principal  aim  to  be  accomplished  is  a  better 
understanding  of  the  problems  of  the  electric  railways 
both  by  themselves  and  others.  In  these  problems  we 
include  questions  in  respect  to  their  construction,  equip- 
ment and  operation  and  also  those  of  public  policy. 
Anything  that  will  aid  in  bringing  about  this  under- 
standing— whether  it  is  defense,  criticism  or  merely 
exposition — is  a  part  of/ the  brief  that  we  hold  for  the 
electric  railway  industry.  Owing  to  the  fact  that  mis- 
understanding is  rife  and  attack  not  infrequent,  it  may 
occur  that  the  JOURNAL  will  often  be  placed  in  the  at- 
titude of  defense,  but  always,  it  is  to  be  hoped,  defense 
of  the  right. 

R.\TIONAL  UNITS  '^^®  communication  from  H.  G. 
IN  THE  Stott,  published  elsewhere  in  this 

BOILER  ROOM  issue,    constitutes    the    strongest 

argument  of  which  we  can  conceive  for  the  abolition  of 
the  unit,  "boiler  horse-power."  In  this  Mr.  Stott  points 
out  that  there  are  two  uses  for  the  term,  one'  being  to 
rate  boilers  in  making  purchases,  and  the  other  being 
to  measure  outputs  of  steam-generating  apparatus.  In 
both  cases  there  are  introduced  material  disadvantages, 
of  which  the  imposition  of  unnecessary  labor  in  en- 
gineering calculations  (owing  to  the  odd  value  of  the 
unit)  is  certainly  worth  consideration  by  all  engineers. 
The  term  has  been  perpetuated  in  part  by  its  appear- 
ance in  boiler-maker's  catalogs,  although  "its  effect  is 
modified  by  the  practice  of  the  best  manufacturers  in 
specifying  the  area  of  heating  surface  that  applies  to 
each  rating.  But  in  the  main  it  is  the  use  of  the  "boiler 
horse-power"  in  the  standard  boiler-testing  code  of  the 
American  Society  of  Mechanical  Engineers  that  oifers 
the  real  obstacle  to  the  adoption  of  a  rational  unit.  In 
the  "short"  code  the  term  "boiler  horse-power"  appears 
twice,  once  as  the  "manufacturers'  rating"  and  once  to 
express  the  actual  output  of  the  boiler  under  test,  and 
as  the  society  has  now  completed  the  monumental  work 


of  standardizing  a  code  for  boiler  construction,  the 
time  seems  most  opportune  for  a  revision  of  the  test- 
ing code  as  well.  Even  if  opposition  to  the  myriawatt 
(or  some  other  rational  unit)  should  prevent  its  use  in 
such  a  revision,  the  testing  code  at  least  will  be  better 
off  with  the  two  references  to  boiler  horse-power 
eliminated  altogether. 

NEW  YORK  That  the  quarterly  meeting  of  the 

ASSOCIATION  New   York   Electric   Railway   As- 

MEETING  sociation  held  this  week  at  Lake 

George  was  unusually  successful  was  due  in  large  part 
to  the  plan  used  in  producing  the  program.  That  it  was 
a  profitable  meeting  was  attested  by  all  present,  one 
long-time  convention  goer  stating  that  he  had  never  vol- 
untarily sat  so  continuously  at  a  meeting  of  the  asso- 
ciation before.  The  device  employed  by  President  J.  F. 
Hamilton  was  as  follows:  Three  topics  of  vital  interest 
were  selected  for  discussion  and  two  of  these  were  as- 
signed to  two  members  with  the  request  that  they  pre- 
pare brief  papers  suitable  for  opening  the  discussion. 
Copies  of  these  were  distributed  to  all  members  with 
the  request  that  three-minute  contributions  be  prepared 
in  advance  and  delivered  at  the  meeting.  The  result 
was  that  the  available  time  was  not  sufficient  for  the 
presentation  of  all  of  these  and  for  the  expression  of 
ideas  spontaneously  developed  during  the  discussion. 
The  advantages  of  this  plan  are  that  it  insures  a  con- 
siderable reading  of  the  papers  in  advance,  these  being 
brief  and  calculated  to  bring  out  differences  of  opinion ; 
it  encourages  members  unaccustomed  to  speaking  to 
venture  on  a  small  scale;  it  permits  the  prompt  launch- 
ing of  discussion  at  the  meeting,  and  it  minimizes  the 
amount  of  rambling  discussion  which  always  accom- 
panies lack  of  preparation.  The  plan  is  especially  well 
adapted  to  the  smaller  associations  at  whose  meetings 
a  large  proportion  can  have  the  floor  if  they  do  not 
want  to  keep  it  too  long. 

ENCOURAGING  I*    'S    encouraging   to   have    such 

SIGNS  FOR  THE  utterances   from   high  officials  as 

RAILWAYS  those    presented    at    the    Indian- 

apolis meeting  last  week  of  the  Central  Electric  Rail- 
way Association  by  Governor  Ralston  of  Indiana  and 
Chairman  Duncan  of  the  Public  Service  Commission. 
Both  are  evidences  of  a  saner  view  of  the  functions  of 
the  railways,  which  is  becoming,  we  believe,  more  gen- 
eral. Both  of  these  gentlemen,  in  representing  the  pub- 
lic, spoke  about  the  responsibility  of  the  railways  to 
give  good  service,  and  if  this  was  done  the  willingness 
of  the  public  to  grant  rates  that  would  furnish  a  rea- 
sonable return  on  a  fair  capitalization.     Requests  from 


448 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  10 


the  railways  for  an  increase  in  fares  must  be  justified 
by  a  presentation  of  the  facts,  but  Mr.  Duncan,  in  his 
interesting  analysis  of  the  financial  reports  of  the  In- 
diana roads,  showed  that  on  the  copper-zone  basis  the 
returns  should  be  about  6  per  cent  on  a  capitalization 
per  mile  of  tra<;k,  which  does  not  differ  greatly  from 
the  actual  capitalization  of  a  considerable  number  of 
the  interurban  companies.  Finally,  Governor  Ralston 
stated  in  unequivocal  terms  that  it  was  his  intention  to 
recommend  to  the  Legislature  that  it  empower  the 
Public  Service  Commission  to  authorize  an  increase  in 
the  passenger  fares  not  to  exceed  V2  cent  per  mile. 
These  expressions,  coupled  with  the  recent  fare  de- 
cisions in  the  cases  of  the  Rochester  and  Schenectady 
railways  in  New  York,  the  Middlesex  &  Boston  fare 
decision  in  Massachusetts  and  the  Manchester  fare  de- 
cision in  New  Hampshire  indicate  that  the  public  is 
beginning  to  realize  the  importance  to  its  general  wel- 
fare of  a  prosperous  condition  of  its  transportation 
companies. 

METERS  In  the  issue  of  Feb.  27  we  dis- 

AND  cussed     under     the     heading     of 

MANAGERS  "Meters  and  Men"  the  desirability 

of  judging  the  men  with  due  regard  to  the  number  of 
stops.  Another  and  really  fundamental  aspect  of  the 
car-meter  problem  is  found  in  the  different  attitudes  of 
the  managers  who  buy  electrical  energy  and  of  the  man- 
agers who  make  it.  Talks  with  the  class  first  mentioned 
bring  out  the  fact  that  they  appreciate  the  energy- 
saving  possibilities  of  the  meter,  and  if  they  are  not 
enthusiastic  meter  users  they  are  at  least  ripe  for  a 
demonstration.  On  the  other  hand,  talks  with  the  sec- 
ond class  develop  a  certain  degree  of  skepticism.  After 
all  it  is  not  difficult  to  accpunt  on  purely  psychological 
grounds  for  these  differences  in  opinion.  The  manager 
who  buys  energy  gets  a  distinct  shock  once  a  month 
when  the  power  bill  is  presented  to  him  for  payment. 
Writing  big  checks  is  painful  exercise.  Therefore,  any- 
thing that  promises  an  immediate  reduction  is  ex- 
amined at  once  and  will  usually  get  a  chance  to  make 
good.  But  where  the  railway  generates  its  own  power 
the  effect  of  the  meters  is  not  so  direct,  although  the 
saving  might  be  in  the  same  ratio.  A  difference  of  a 
few  dollars  in  each  of  the  many  accounts  of  the  power 
department  would  hardly  be  noticed  on  the  individual 
invoices,  yet  the  aggregate  for  a  year  would  be  very 
large.  The  fuel  saving  is  the  one  large  and  conspicuous 
item,  but  even  this  would  not  reach  its  maximum  until 
the  operation  of  the  power  machines  had  been  adjusted 
to  meet  the  new  conditions.  Thus  it  is  that  one  man- 
ager sees  waste  in  all  its  hideous  nakedness  while  from 
the  sight  of  the  other  it  is  screened  by  a  maze  of 
accounting  detail.  Let  the  meter  question  be  faced 
with  an  open  mind,  no  matter  what  the  power  situation 
is.  As  we  said  years  ago  in  these  columns,  it  is  as 
absurd  to  allow  a  motorman  the  unchecked  use  of  elec- 
tricity as  it  would  be  for  an  electric  lighting  company 
to  discard  meters  and  charge  all  of  its  customers  a  uni- 
form rate  independent  of  the  amount  of  energy  which 
they  used. 


THE    AUTOMOBILE    AND    THE    INTERURBAN 

One  of  our  subscribers,  in  calling  our  attention  to  the 
astonishing  growth  of  the  automobile  industry,  asks 
whether  the  1,735,000  motor  cars  reported  by  The  Auto- 
mobile as  being  registered  in  the  United  States  do  not 
constitute  a  disturbing  factor  of  serious  import  in  our 
economic  life.  The  figures  are,  at  least,  worth  con- 
sideration, for  the  cost  of  these  machines  is  approxi- 
mately $1,500,000,000.  Last  year's  output  alone  is  re- 
ported to  have  been  515,000  cars  with  a  value  of  nearly 
half  a  billion  dollars,  and  the  expense  of  operating  the 
cars  in  service  during  the  same  twelvemonth  may  be 
estimated  at  another  half  billion. 

Undeniably,  these  are  enormous  sums  to  be  turned 
into  the  very  restricted  channel  of  a  single  industry, 
especially  when  it  is  considered  that  only  about  7  per 
cent  of  the  total  number  of  cars  in  service  can  be 
classed  as  commercial,  or  useful,  vehicles.  Indeed,  the 
manufacture  of  motor  cars  has  now  reached  first  place 
among  the  great  "non-productive"  industries  of  the 
world,  as  it  absorbs  without  bringing  anything  definite 
in  return,  a  far  greater  sum  annually  than  is  spent  for 
tobacco,  confectionery,  or  the  "movies."  As  a  means 
for  diverting  surplus  cash  from  the  savings  banks  it 
even  exceeds,  by  a  20  per  cent  margin,  the  cup  that 
cheers  and  sometimes  (if  taken  with  sufficient  fre- 
quency)  inebriates. 

We  shall  not  attempt  here  to  analyze  the  economic 
effect  of  this  expenditure  of  such  a  large  part  of  the 
wealth  produced  annually  in  this  country,  nor  attempt 
to  decide  whether  it  has  increased  the  general  cost  of 
living,  as  has  been  claimed,  or  whether  the  greater  part 
of  the  money  thus  spent  is  not  simply  diverted  from 
other  non-productive  channels.  We  are  more  inter- 
ested in  the  effect  on  the  electric  railway  industry,  and 
here  the  outlook  is  not  altogether  reassuring. 

Competition  from  automobiles  can  come,  of  course, 
from  the  commercial  car  or  the  private  car.  So  far  as 
the  former  is  concerned,  we  have  already  expressed 
our  opinion  that  the  independent  car  cannot  compete 
with  the  trolley  car  in  cheapness  of  operation,  where 
the  traffic  to  be  carried  is  sufficient  to  warrant  the  in- 
stallation of  an  electric  railway  system.  For  this 
reason,  in  all  places  where  the  franchise  conditions  for 
the  two  classes  of  transportation  are  at  all  equal,  there  , 
is  no  great  danger  from  the  automobile  bus.  I 

With  private  cars  the  situation  is  somewhat  dif- 
ferent. In  their  case  the  electric  railway  company  not 
only  loses  the  fare  of  the  owner  of  the  automobile  and 
of  his  family,  when  they  make  business  trips,  but  often  < 
even  those  of  his  friends,  when  they  are  traveling  in 
the  same  direction  and  the  owner  places  the  unoccupied 
seats  in  his  car  at  their  disposal.  Both  city  and  inter- 
urban roads  report  that  they  have  lost  some  fares  from 
this  cause,  but  probably  the  interurban  lines  have  lost 
most,  owing  to  the  many  indirect  restrictions  on  the 
use  of  automobiles  in  city  streets,  especially  when  con- 
gestion is  present. 

Unfortunately  there  is  no  direct  way  of  determining 
the  extent  to  which  the  interurban  roads  have  lost  pas- 
senger travel  from  this  competition  of  the  private  auto- 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


449 


mobile.  However,  in  the  strictly  farming  states  of 
North  Dakota,  Kansas  and  Iowa  there  are  respectively 
7.5,  8.3,  and  4.8  families  per  motor  car  owned,  while  in 
New  York,  Massachusetts  and  Delaware,  where  the 
population  is  largely  an  urban  one,  the  corresponding 
figures  are  12.7,11  and  15.  Manifestly  this  indicates 
that  the  farmers  are  buying  automobiles,  and  if  they 
once  have  them  they  are  likely  to  use  them  even  though 
they  may  be  a  costly  means  for  transportation. 

As  to  what  can  be  done  to  meet  this  new  form  of 
competition,  the  most  obvious  procedure  (and  appar- 
ently the  only  one)  is  to  explain  the  facts  to  the  public. 
The  automobile  offers  the  one  great  advantage  of  con- 
venience, but  to  offset  this  the  interurban  offers  speed 
and  cheapness.  Between  towns  an  electric  car  ought 
easily  to  outrun  a  motor  car  in  the  hands  of  anyone 
but  an  expert  or  a  lunatic,  and  for  the  light,  cheap  cars 
so  generally  sold  in  rural  districts  a  speed  of  30  m.p.h. 
is  about  the  maximum  under  any  circumstances.  In 
the  matter  of  cost,  even  the  light  automobiles  will  aver- 
age some  6  cents  per  mile,  at  least,  against  the  1.5 
cents  or  2  cents  charged  on  the  interurban.  If  the 
farmer  realized  this,  as  he  could  be  made  to  do  by  a 
small  amount  of  publicity  consistently  and  continu- 
ously applied,  it  seems  reasonable  to  expect  that,  after 
the  novelty  of  the  automobile  has  worn  off,  it  will  cease 
to  be  a  competitor  except  for  very  short  distances  or 
in  the  almost  impossible  cases  where  four  or  more 
people  were  invariably  carried.  On  the  other  hand,  the 
conveniences  of  the  automobile  will  cause  many  people 
to  reside  in  the  country,  a  fact  which  should  ultimately 
be  of  benefit  to  the  interurban  electric  railway  in  both 
its  passenger  and  freight  business. 


CALCULATION  AND  JUDGMENT 

Last  week  under  the  caption  "Relation  of  Theory  and 
Practice"  we  pointed  out  what  we  consider  the  relative 
positions  of  "cut-and-try"  and  mathematical  solutions 
of  every  day  problems.  The  argument  therein  set  forth 
was  that  better  use  should  be  made  of  the  skill  in  cal- 
culating, which  a  large  part  of  our  educational  system 
is  designed  to  develop.  We  can  go  farther  in  this  direc- 
tion and  state  that  skill  in  calculation  is  essential  to 
progress.  Its  relation  to  the  exercise  of  judgment, 
however,  must  not  be  overlooked.  When  a  designer 
makes  a  study  for  a  bridge  truss  he  first  assumes  cer- 
tain conditions  of  loading  and  calculates  the  proportions 
of  parts  to  exactly  meet  these  conditions,  at  the  same 
time  allowing  "factors  of  safety"  which  his  trained 
judgment  dictates  to  be  prudent.  Calculating  skill  and 
practical  experience  thus  go  hand  in  hand. 

Another  example  may  be  quoted  from  the  electric 
railway  field.  A  certain  company  wished  to  secure 
capital  for  an  important  extension.  Well-considered 
plans  were  laid  before  the  bankers  by  the  railway  en- 
gineer of  way.  The  proposed  rail  section  appeared  light 
to  the  bankers,  who  referred  to  the  practice  of  certain 
other  roads  in  using  much  heavier  rail.  The  engineer 
asked  the  bankers  how  they  knew  that  the  heavier  rail 
section  was  better  and  received  an  evasive  reply.     In 


his  turn  he  protested  that  he  knew  what  he  was  talking 
about  because  he  had  calculated  accurately  the  necessary 
size  of  rail.  Of  course  the  bankers,  being  good  bankers, 
deferred  to  the  engineer's  judgment  because  it,  unlike 
theirs,  was  based  upon  calculation.  His  contention  was 
that,  in  this  case  at  least,  the  lighter  rail  was  safe  and 
economical  if  the  track  was  properly  maintained,  and 
he  proposed  to  see  that  it  was  so  maintained.  This 
indicated  that  he  was  not  blindly  following  the  results 
of  calculation  but  had  considered  all  factors  involved. 
The  whole  matter  can  be  summed  up  thus:  Calcula- 
tion must  be  the  basis  of  judgment  and  not  a  substitute 
for  it.  Again,  calculation  enables  one  to  pioneer  on  the 
fiontier  of  industrial  progress  on  the  basis  of  past  ex- 
periences. It  is  only  a  question  of  time  when  rule-of- 
thumb  methods  must  be  relegated  to  the  limbo  of  in- 
efl[iciency. 


SYNDICATED  WELL-POISONING 

Railway  men  will  read  with  mixed  emotions  the  ar- 
ticle on  another  page  describing  the  circulation  by  a 
newspaper  syndicate  of  articles  deliberately  fabricated 
to  create  anti-railway  agitation.  It  is  to  be  noted  that 
these  articles  were  not  written  to. describe  or  to  hit  any 
particular  situation;  they  were  not  inspired  by  abuses 
or  bad  service.  They  are  "canned"  agitation,  prepared 
with  a  view  to  pleasing  any  editor  anywhere  who  may 
find  that  the  war  news  is  getting  dull  and  who  is  on  the 
look-out  for  something  more  exciting.  So  far  as  we 
have  observed,  this  matter  has  not  had  wide-spread  cir- 
culation but  has  been  published  sporadically. 

The  fact  of  pfimary  interest  in  this  connection  is 
that  a  syndicate  is  found  to  be  circulating  libels  almost 
as  comprehensive  as  the  declaration  that  "all  men  are 
liars."  And  for  the  light  thrown  oh  one  method  of 
poisoning  the  well-springs  of  public  opinion  we  cannot 
be  too  grateful.  We  have  here  a  fine  exhibit  of  how  an 
anti-railway  campaign  may  be  started.  The  syndicate 
or  "press  association"  sees  a  prospect  of  making  a  few 
dollars  by  capitalizing  a  belief  that  it  will  be  popular 
almost  anywhere  to  "roast"  the  electric  railway  com- 
pany.' If  the  idea  appeals  to  the  editor  in  goes  the  syn- 
dicate's plates.  And  the  "war  of  the  strap  hangers"  is 
on — on  paper.  The  syndicate  has  made  a  dollar  a 
column,  and  the  newspaper  has  filled  its  space,  but 
what  about  the  reader  and  the  railway?  One  has  been 
swindled  by  a  stereotyped  fake,  and  the  other  has  been 
exploited  and  defamed  for  the  profit  of  the  syndicate 
and  the  newspaper. 

There  is  quite  enough  home-made  agitation,  with  and 
without  cause  or  reasonable  basis.  It  is  beyond  tolera- 
tion that  agitation  should  be  made  to  order  and  sold  by 
the  inch  or  the  pound.  The  more  important  and  in- 
fluential dailies  are  not  likely  to  print  matter  of  this 
description,  but  wherever  it  appears  it  should  be  pro- 
tested against  and  exposed.  The  typographical  ear- 
marks of  ready-to-print  agitation  are  not  difficult  to 
recognize.  Wherever  they  are  noted  it  will  aid  in  ex- 
posing attacks  of  this  nature  to  send  newspapers  con- 
taining them  to  the  Electric  Railway  Journal. 


450 


ELECTRIG     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


Some   Results   of  Italian    Three- Phase 

Electrifications 


The  Writer  Shows  from  Operating  Curves  and  Statistics  of  the  Original  Giovi  Three-Phase  Electrification  That 
Regeneration  in  Practice  Has  Saved  $19,000  a  Year  at  the  Coal  Pile  Regardless  of 

Brakeshoe  and  Other  Savings 


BY  G.  PONTECORVO,  EAST  PITTSBURGH,  PA. 


Some  of  the  results  of  three-phase  electrifications 
in  Italy  are  already  well  known  in  this  country,  but 
some  very  interesting  results  and  tests  have  recently 
been  carried  out  by  the  Italian  State  Railway*  and  are 
worth  a  brief  description.  They  were  conducted  on  the 
old  Giovi  line,  which  is  the  most  important  of  all  the 


JP 

~'Iwms"'''"mB 

"a 

'  '^^^HR^9 

'■"^'"                     am 

it  .. 

fej-^^i.;Afe4=** 

|)=..:=---=3 

y-.9 

mmm^ .  ..  ■-..^::^.^  ,  _ 

.^.^.^^^m^a^^^^ 

THREE-PHASE    IN    PRACTICE FIG.    1 — STANDARD    LOCOMO- 
TIVE   OF    GIOVI    LINE 

lines  electrified  by  the  Italian  State  Railways  on  account 
of  its  heavy  traffic  and  steep  grades. 

The  three-phase  electrifications  of  the  State  Railways 
in  Italy  now  aggregate  approximately  417  miles  of 
track,  and  approximately  300,000-hp  capacity  of  three- 
phase  locomotives  are  already  in  service  or  on  order. 
The  electrified  portion  of  the  Giovi  line  is  14.4  miles 
long  with  38  miles  of  track.     It  has  a  maximum  grade 


•Rpvista  Tecnica  delle  Ferrovie  Italiane,  Anno  III,  Vol.  5,  No.  1. 
"Operating  Results  on  the  Old  Giovi  Line,"  F.  Santoro  and  L. 
Calzolarl. 


of  3.5  per  cent  on  a  curve  and  has  seven  tunnels,  of 
which  one  is  2.02  miles  long  with  a  3  per  cent  grade. 
The  importance  of  the  line  and  the  traffic  handled  on  it 
are  indicated  by  the  statement  that  the  electric  equip- 

THREB-PHAaE    El-BXTTHIC    RAILWAY    LINES    IN    ITALT. 

Length  ot  Tracks  in  Miles. 

, « , 

Opened  for       Single        Double  At 

Lines.  traffic.  track.  track,      stations.     Total. 

Valtellina 1902  65. S  12.3  78.1 

Giovi  (old)  including 

Branch  Line    1910-1913  17.6  l 

}         38.5  105.6 

Giovi  (subsidiary)..      1914  ....  15.5  J 

Savona-Ceva 1914  28.3  15.1  43.4 

Monza-Lecco 1914  19.3  4.3  12.4  40.4 

Mt.  Cenis; 

Bussoleno-Bardo- 

necchia    1912  14.7  10.5) 

Bardonecchia-Mo-  V        12.4  71.7 

dane 1914  11.8  ) 

•Simplon  Tunnel    ..       1907  12.4  1.9  14. J 

Being 

Turin-Pinerolo Electrified         23.6  7.5  31.1 

tSampierdarena- 

Genoa   "  ....  3.7  3.7  11.1 

Sampierdarena- 

Savona   "  24. «  ....  10  34.« 

Total  length  of  tracks 431. B 

•This  line  runs  on  Italian  territory  for  half  of  its  length  only 
and  is  operated  by  the  Swiss  Federal  Railways. 

tThis  line  is  the  connection  of  the  Giovi  lines  to  Genoa  Stations. 

ment  was  designed  for  trains  every  ten  minutes.  The 
line  has  a  parallel  subsidiary  which  is  also  double  track. 
This  line  is  also  electrified  with  the  same  system  of 
traction. 

REGENERATION    OF    ENERGY 

The  principle  of  the  regeneration  of  energy  by  a 
polyphase  induction  motor  is  very  well  known  and  is 
common  to  other  types  of  electric  motors,  such  as  the 
d.c.  shunt  motor.  However,  the  induction  motor  has 
the  advantage  of  greater  simplicity  of  construction, 
allows  the  use  of  higher  voltages  and  is  more  automatic 
in  its  operation.  When  a  polyphase  motor  is  inserted 
on  a  line,  it  will  absorb  electric  power  and  deliver  me- 
chanical energy.  But  as  soon  as  by  external  means  the 
speed  of  the  rotating  part  is  increased  above  the  syn- 
chronous speed,  without  having  to  change  the  direction 
of  the  field  the  motor  will  pump  current  back  into  the 


0  1 

Pontodeclmo 


15'  16' 

Uusalln 


THREE-PHASE  IN  PRACTICE — FIG.  2— ENERGY  REQUIREMEN  TS  OF  TRAIN   WITH  TWO  LOCOMOTIVES   HAVING  THE  SAME 

WHEEL  DIAMETER  AND  WITH   RHEOSTAT  SHORT-CIRCUITED 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


451 


line.  This  characteristic  of  the  induction  motor  is  play- 
ing- a  very  important  part  in  railway  electrification,  as 
shown  by  the  results  hereinafter  described.  The  tests 
ti)  which  we  shall  refer  have  been  made  principally  on 
tlie  Pontedecimo-Busalla  section,  or  the  one  with  the 
steepest  grades  on  the  old  Giovi  line. 

rhe  locomotives.  Fig.  1,  used  have  the  following 
I  naracteristics:  Five  coupled  axles;  weight,  60  metric 
tons,  all  available  for  adhesion;  two  3000- volt,  fifteen- 
cycle,  three-phase,  2000-hp  motors;  motors  which  can 
be  connected  in  cascade  or  in  parallel  to  obtain  two 
speeds,  namely  14  m.p.h.  and  28  m.p.h.  The  contact 
line  is  at  3000  volts,  and  the  motors  are  used  direct  on 
the  line  and  without  transformers.  The  main  trans- 
niLssion  line  is  three-phase,  13,000  volts,  with  four  sub- 
stations each  equipped  with  four  single-phase  trans- 
formers, 13,000  3000  volts,  of  which  one  is  a  spare. 
The  central  station  is  near  Genoa  and  has  two  6000-kva 
turbo  alternators. 

If  now  we  compare  the  energy  absorbed  and  regen- 
erated by  a  train  of  normal  composition  when  running 
at  28  m.p.h.  and  at  14  m.p.h.,  we  find  from  actual  runs 
that  the  regenerated  energy  represents  respectively  47 
per  cent  and  46  per  cent  of  that  absorbed  by  the  train 
when  going  up  grade.     For  a  train  hauled  up  grade  by 


3500 


3000 


2000 


1500 


1000 


5  0  Ulnutes 

EUctric  liy.Jour'tal 

THREE-PHASE      IN      PRACTICE — FIG.      3 — ^PROPORTION      Of 
ENERGY  ABSORBED  AND  REGENERATED 

=  14  per  cent  of  the  generated  energy.  Although  this 
energy  is  not  a  very  large  amount,  yet  the  saving  in 
actual  money  is  fairly  large  as  the  electric  energy  is 
produced  by  a  steam  plant  and  the  cost  of  coal  in  Italy 


HJl^^H 

^  '■             .  -:C..^:.^tmmKm.M>^M  mL 

^^^■~-,*mk  • 

)^UL  "  *^ 

THREE-PHASE  IN  PRACTICE — FIG.  4 — WATER  RHEOSTAT  AT  CENTRAL  STATION   DISSIPATING  REGENERATED  ENERGY 


two  locomotives  at  a  speed  of  28  m.p.h.,  with  the  expen- 
diture of  energy  shown  in  Fig.  2,  the  regenerated  en- 
ergy amounted  to  54.5  per  cent  of  the  absorbed  energy ; 
that  is  to  say,  on  this  section  of  the  line  the  trains 
coming  down  grade  regenerate  more  than  half  of  the 
energy  they  absorb  when  going  up  grade.  If  we  as- 
sume only  two  trains  on  this  section,  one  ascending  and 
one  descending.  Fig.  3  shows  respectively  the  energy 
absorbed,  the  energy  regenerated  and  the  difference 
tietween  the  two. 

But,  as  already  mentioned,  the  really  important  fig- 
ures are  those  which  represent  the  saving  effected  by 
regeneration  in  the  energy  produced  at  the  central  sta- 
tion. This  saving,  of  course,  depends  on  the  total 
traffic  in  both  directions  and  on  the  way  the  schedule  is 
arranged  for  a  given  service.  The  Giovi  line  is  not 
particularly  fortunate  in  this  respect,  as  most  of  the 
traffic  is  in  the  up-grade  direction,  the  trains  on  the 
down  grade  being  composed  mostly  of  empty  cars.  The 
energy  generated  at  the  central  station  for  a  train 
service  according  to  schedule  with  and  without  regen- 
eration of  energy  on  the  trains  down  grade  shows  a 
>aving  for  the  former  of  3160  kw-hr.,  or  3160  ~  22,650 


is  rather  high,  approximately  $6  a  ton.  In  this  case  the 
saving  for  a  year  was  3166  tons,  or  approximately 
$19,000.  All  this  shows  the  distinct  advantage  of  poly- 
phase motors  for  this  class  of  service  as  they  are  highly 
efficient,  can  develop  very  high  torques  and  are  very 
light. 

Advantages  of  Regenerating  Apparatus 

There  are  many  cases  where  a  three-phase  electrifi- 
cation, if  properly  arranged,  can  take  care  of  an  enor- 
mous traffic  with  a  very  small  central  station  and  a 
minimum  expenditure  of  energy.  We  refer  particu- 
larly to  lines  with  steep  grades  where  most  of  the  heavy 
traffic  is  on  the  down  grade.  But  regeneration  has 
other  advantages,  of  which  one  is  a  reduction  in  the 
size  of  the  generator  at  the  central  station  and  a  better 
load  factor  on  it  and  on  all  of  the  auxiliary  apparatus. 
Another  is  the  saving  in  brakeshoes  and  in  Ihe  wear  of 
the  rolling  stock.  Trains  driven  by  a  three-phase  loco- 
motive when  going  down  grade  and  regenerating  do  not 
need  to  use  any  brake.  Brakes  are  used  only  for  com- 
ing to  a  dead  stop  quicky  and  for  safety.  When  regen- 
erating, the  locomotive  cannot  exceed  the  synchronous 


452 

ELECTRIC 

RAILWAY 

JOURNAL 

[Vol.  XLV,  No.  10 

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THREE-PHASE    IN    PRACTICE — FIG.    5 — RHEOSTATIC   REGULATION   OF  LOAD  OBTAINED   WHEN   THE  DIFFERENCE  IN   THE 

WHEEL  DIAMETER  OF  THE  TWO  LOCOMOTIVES  WAS  1.41  IN. 


speed  plus  the  slip,  which  is  but  2  or  3  per  cent,  and  the 
composition  of  the  trains  on  the  down  grade  is  such  as 
to  regenerate  an  energy  equivalent  to  that  absorbed  on 
the  up  grade. 

For  a  short  time  the  electric  service  on  the  Giovi  line 
was  operated  without  regeneration,  as  the  safety  water 

rheostat  of  the  cen- 
tral station  was  not 
ready  for  operation, 
and  during  this 
time  the  average 
life  of  the  locomo- 
tive brakeshoes  was 
7455  km,  or  4620 
miles.  Since  regen- 
eration began  the 
average  life  of 
brakeshoes  has  in- 
creased to  22,969  km 
(14,200  miles),  or 
more  than  three 
times.  The  locomo- 
tive has  twelve 
brakeshoes,  and  as 
the  saving  includes 
not  only  the  cost  of 
the  shoes  themselves 
but  the  cost  of  re- 
placing  them  in 
labor  and  time  saved 
by  keeping  the  loco- 
motive in  commis- 
s  i  o  n  the  gain  is 
considerable. 

Under  normal 
conditions  the 
safety  water  rheo- 
stat of  the  cen- 
tral station  is  never  in  operation,  but  it  is  a 
kind  of  safety  valve  to  take  care  of  the  regenerated 
energy  at  the  central  station  should  this  energy  be  larger 
than  that  absorbed.  Such  a  condition  can  occur  through 
a  disarrangement  of  the  schedule  by  which  more  or 
heavier  trains  will  be  descending  than  those  ascending. 


THREE-PHASE    IN     PRACTICE — FIG. 
6 — ^LIQUID    RHEOSTAT 


The  rheostat  consists  of  three  clay  tubes,  through  ' 
which  condensing  water  can  circulate.  Three  bare 
copper  wires  connected  to  the  primary  line  at  13,000 
volts  are  brought  in  contact  with  the  water  cir- 
culating in  the  rheostat.  A  small  induction  motor 
automatically  opens  the  valve  to  admit  the  condensing 
water  every  time  energy  is  sent  back  to  the  central  sta- 
tion from  the  line,  the  rheostat  being  connected  in 
parallel  with  the  generators.  This  rheostat  is  situated 
in  a  pit  in  the  central  station.  Fig.  4,  but  of  course  for 
most  of  the  time  is  not  in  operation. 

Other  advantages  of  electric  braking  are  the  in- 
creased life  of  rolling  stock,  especially  of  couplings,  due 
to  the  smooth  running  down  grade  at  constant  speed. 

Last  but  not  least  is  the  record  of  interruptions. 
During  the  year  1911-1912  there  were  only  five  inter- 
ruptions of  supply  in  excess  of  ten  minutes.  Not  one 
reached  an  hour,  thus  showing  that  the  regeneration 
of  energy  gives  better  operating  conditions  because  of 
the  reduction  effected  in  peak  loads. 

Equalization  of  Load  on  Trains  with  Two  Loco- 
motives 

Some  doubts  have  been  expressed,  even  by  electric 
traction  engineers,  as  to  the  operation  of  three-phase 
locomotives  in  multiple,  in  case  there  should  be  a  wide 
difference  in  the  wheel  diameters  of  the  locomotives. 
L  has  been  held  that  such  a  difference  would  distribute 
the  load  unequally.  This  problem  has  been  solved  by 
the  employment  of  the  liquid  rheostat  used  to  start  the 
motors.  When  a  train  is  being  hauled  up  grade  by 
more  than  one  locomotive,  the  rheostat  is  not  fully 
short-circuited  in  the  locomotive  with  larger  wheel 
diameter,  and  when  two  locomotives  are  operating  on 
the  down  grade  (and  regenerating)  the  rheostat  is  not 
fully  short-circuited  on  the  locomotive  with  the  smaller 
wheel  diameter.  How  close  it  is  possible  to  equalize 
the  load  on  the  locomotive  by  this  method  is  shown  by 
Fig.  5.  Fig.  2  shows  that  the  load  is  well  equalized  on 
two  locomotives  (one  pulling  and  one  pushing)  of  the 
same  wheel  diameter.  The  same  applies  when  the  loco- 
motives are  regenerating.  Fig.  5  shows  an  extreme 
case,  the  two  locomotives  having  1.41  in.  difference  in 
wheel    diameter.      Even    then    the    difference    of    load 


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three-phase  in  practice — FIG.  7 — regulation  obtained  for  speeds  up  to  28  m.p.h. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


453 


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THREE-PHASE  IN  PRACTICE — FIG.  8 — OPERATING  CHARACTERISTICS  OF  A   TWO-LOCOMOTIVE  TRAIN 


Electric  I!y.Journ>ti 


(average)  was  less  than  2  per  cent  with  an  instan- 
taneous variation  of  8  per  cent.  Of  course  this  method 
of  equalizing  the  load  requires  a  small  loss  in  the  rheo- 
stat, but  as  in  actual  practice  the  difference  between 
wheels  is  seldom  very  large,  this  loss  is  practically 
negligible.  As  this  method  does  not  require  any  com- 
plicated connection  or  difficult  operation  or  a  train  line 
between  the  two  locomotives,  it  can  be  considered  very 
satisfactory. 

Analysis  of  Starting   Conditions — Use  of   Liquid 
Rheostat 

The  operation  of  a  three-phase  locomotive  is  ex- 
tremely simple.  Apart  from  the  air  brake,  which,  as 
noted,  is  never  used  except  to  bring  the  train  to  a  stop 
or  for  safety  in  case  the  locomotive  cannot  regenerate 
on  a  down  grade,  the  motorman  has  only  two  handles  to 
operate.  The  first  handle  is  used  to  insert  the  motors 
on  the  line  and  connects  them  in  series  or  parallel.  It 
operates  the  main  controller  for  making  motor  connec- 
tions by  means  of  an  electro-pneumatic  relay,  but  the 
main  controller  never  operates  under  load.  The  other 
handle  operates  the  liquid  rheostat,  Fig.  6,  and  the  auto- 
matic regulator  connected  with  it.  This  regulator  con- 
trols the  level  of  the  water  in  the  rheostat  in  such  a 
way  that  for  each  position  of  the  handle  the  power  ab- 
sorbed from  the  line  is  kept  constant  at  any  desired 
value.  Figs.  7  and  8  show  the  exactness  of  regulation 
maintained.  Fig.  7  shows  the  starting  condition  up  to 
28  m.p.h.  on  the  curve  section  of  the  Giovi  line  with  a 
3.5  per  cent  grade  for  a  train  of  190  tons  hauled  by  one 
locomotive. 

This  test  was  taken  with  snow  on  the  ground  and, 
therefore,  under  unfavorable  conditions  for  traction. 
An  examination  of  Fig.  8  shows  that  to  accelerate 
the  train  from  zero  up  to  full  speed  required  183  sec- 
onds, and  in  this  diagram  five  different  periods  can  be 
observed,  as  follows:  (1)  Insertion  of  motors  on  line 
and  opening  of  brakes;  (2)  starting  up  with  motor  con- 
nected in  cascade  up  to  14  m.p.h.;  (3)  running  at  14 
m.p.h.;  (4)  changing  over  to  parallel  connection  of 
motors  and  acceleration  up  to  28  m.p.h.;  (5)  running  at 
28  m.p.h. 

It  will  be  seen  that  the  time  necessary  for  changing 
over  from  cascade  to  parallel  connection  is  extremely 
small,  so  that  the  reduction  in  speed  of  the  train  is 
negligible.  Again,  the  absorbed  energy  was  kept  nearly 
constant  during  the  entire   starting  period  by  means 


of  the  automatic  regulator  in  the  liquid  rheostat.  This 
allowed  the  locomotive  to  keep  safely  near  the  limit  of 
adhesion  without  causing  high  peaks  in  power  demand. 
F'ig.  8,  which  is  a  curve  for  a  train  with  two  locomo- 
tives starting  on  the  same  section  of  the  line,  shows 
that  the  total  time  was  183  seconds.     It  will  be  noted 


THREE-PHASE     IN     PRACTICE — FIG.     10 — OVERHEAD 
ON  THE   LECCO-CALOLZIO   LINE 


WORK 


that  there  is  a  good  equalization  of  loads  between  the 
two  locomotives  and  no  sudden  stresses  in  the  train 
when  either  of  the  two  locomotives  changes  over  from 
cascade  to  parallel.  The  diagram  also  shows  that  for 
starting  this  train  on  such  a  heavy  grade  only  16.5  per 
cent  more  energy  was  required  than  was  needed  when 
running  on  the  same  grade.  This  is  due  chiefly  to  the 
automatic  regulation  by  which  the  torque  is  kept  below 
the  point  of  slip. 

Experiments  on  this  section  of  3.5  per  cent  grade 
with  trains  of  increasing  weight  up  to  450  tons  with 
two  locomotives,  or  a  total  weight  of  train  of  570  tons. 


THREE-PHASE   IN   PRACTICE— FIG.    9— CONNECTIONS   OF   MOTORS   TO  DRIVING  WHEELS 


454 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


show  a  coefficient  of  traction  of  1/  4.5  =  0.222.  The  two' 
speeds,  14  m.p.h.  and  28  m.p.h.,  for  this  heavy  freight 
service  have  shown  themselves  quite  suitable  for  all 
operation.  For  yard  switching,  the  speed  of  the  loco- 
motive can  easily  be  regulated  by  means  of  the  liquid 
rheostat. 

Other  Developments 

The  results  obtained  on  the  Pontedecimo-Busalla  line 
are  more  striking  than  those  obtained  on  other  railways 
but  only  in  degree.  On  the  Valtellina  line,  in  operation 
since  1900,  the  three-phase  locomotives,  built  by  the 
Ganz  Company  and  designed  by  K.  de  Kando,  show  the 
same  advantages  due  to  the  regeneration  of  energy,  etc., 
and  electric  traction  has  reduced  the  operating  expenses 
on  this  line  by  12  per  cent. 

During  the  last  fourteen  years  the  three-phase  loco- 
motive has  had  a  notable  development,  and  the  two  latest 
large  locomotives  built  by  the  Societa  Italiana  Westing- 
house  for  the  Italian  State  Railways  are  designed  to 
solve  the  high-speed  (62  m.p.h.)  passenger  service**  as 
well  as  the  heavy  freight  traffic. 

The  necessity  for  two  overhead  wires  has  not  proved 
a  serious  objection  in  practice.  The  two  Giovi  lines,  the 
Mt.  Cenis,  the  Simplon,  the  Valtellina  and  the  Savona 
Ceva,  are  all  naturally  unfavorable  for  overhead  con- 
struction because  of  many  tunnels,  very  sharp  curves, 
reverse  curves,  heavy  grades  and  stations  with  many 
sidings.  Yet  no  inconvenience  has  been  experienced  be- 
cause of  these  matters. 

The  line  potential  of  3000  to  4000  volts  used  in  Italy 
seems  to  have  proved  very  satisfactory.  The  winding 
for  large  motors  for  this  voltage  does  not  present  any 
difficulty  from  the  insulation  point  of  view.  The  loco- 
motive apparatus  is  of  such  simplicity  that  the  voltage 
of  3000  is  not  dangerous,  especially  as  no  connections 
are  made  under  load  and  the  motorman  does  not 
handle  any  apparatus  under  line  voltage.  Again,  the 
choice  of  this  voltage  allows  the  line  current  to  be  kept 
at  about  400  amp,  which  can  be  easily  collected  by  the 
trolley.  The  low  frequency,  15  to  16  2/8  cycles,  allows 
the  motors  to  be  wound  for  a  low  number  of  poles  like 
four,  six  or  eight,  which  gives  a  good  power  factor  and 
permits  direct-connection  to  the  wheels  without  gears, 
as  shown  in  Fig.  9.  The  connection  is  made  through 
the  very  satisfactory  means  of  a  Scotch  yoke.  Another 
characteristic  which  is  considered  one  of  the  weak 
points  of  the  three-phase  system  is  the  limitation  of 
speed.  Yet  the  fact  that  the  synchronous  speed  of  the 
locomotive  cannot  be  increased  by  the  motorman  has  a 
great  advantage.  In  the  preparation  of  schedules  the 
speed  of  the  train  is  often  made  less  than  that  per- 
mitted by  the  track,  weight  of  trains,  rolling  stock  and 
signal  installations,  so  that  the  motorman  may  have 
opportunity  to  make  up  time  when  the  train  is  behind 
schedule.  As  this  cannot  be  done  with  three-phase 
locomotives  it  follows  that  the  electrification  can  be  de- 
signed with  safety  for  the  maximum  speed  and  that  the 
capacity  of  the  line  can  thereby  be  increased. 

A  slight  increase  in  the  speed  of  all  locomotives  is 
then  sometimes  possible  by  increasing  the  frequency  at 
the  generating  plant.  This  can  be  done,  as  in  the  Giovi 
locomotives,  by  designing  the  motors  and  generators  for 
15  and  16  2/3  cycles — a  fairly  easy  undertaking,  because 
the  overload  capacity  of  three-phase  motors  wound  for 
a  small  number  of  poles  is  such  as  to  allow  the  reduc- 
tion in  field  strength  due  to  the  increase  in  frequency. 
The  lightness  of  the  locomotive  due  to  the  three-phase 
motors  and  to  the  absence  of  transformers,  the  motors 
being  wound  for  high  voltage,  is  also  a  very  striking 
feature  and  makes  the  system  especially  valuable  for 
mountain  roads. 

""••See  Electric  Railway  Journal,  Feb.  6,  1915. 


Employment  on  City  Lines 


New  York  City  Board  of  Education  Is  Conducting  a  Series 

of  Vocational  Lectures  in  Which  One  Was  Delivered 

Recently  by  H.  A.  Bullock 

Under  the  title  "Opportunities  for  Employment  in  a 
Great  Urban  Transportation  Company"  H.  A.  Bullock, 
secretary  New  York  Municipal  Railway  Corporation, 
delivered  a  lecture  on  Feb.  15  in  New  York,  under  the 
auspices  of  the  bureau  of  public  lectures  of  the  Board 
of  Education.     It  was  one  of  the  vocational  series. 

He  stated  that  a  street  railway  is  essentially  a  co- 
operative enterprise,  two  most  essential  conditions  in 
the  success  of  the  management  being  the  maintenance 
of  a  spirit  of  co-operation  and  the  establishment  of  ad- 
ministrative methods  to  facilitate  it.  An  illustration 
of  the  co-operative  spirit  was  given  last  winter's  snow- 
storm. The  Brooklyn  Rapid  Transit  Company  had  all 
of  its  eighty-three  plows  and  sweepers  in  continuous 
service  and,  in  addition  to  its  regular  force  of  track 
laborers,  had  a  special  snow-fighting  force  of  1500  men. 
These  worked  in  shifts  until  through  the  turning  of 
the  snow  to  rain,  and  the  rapid  and  deep  formation  of 
ice  the  difficulties  became  almost  insurmountable.  The 
men  who  manned  the  sweepers  and  those  on  the  plows 
worked  uncomplainingly  and  their  fellows  on  the  uni- 
formed force  at  the  depots  volunteered  by  the  score  to 
shovel  snow  when  the  snow-fighting  force  finally  suc- 
cumbed to  the  elements.  The  superintendents  in  charge 
worked  just  as  hard  as  the  men  until  the  storm  was 
conquered  after  two  days  of  fighting. 

Mr.  Bullock  stated  that  when  a  candidate  applies  for 
employment  with  the  company  his  personal  record  is 
inquired  into,  his  references  are  investigated  and  he  is 
subjected  to  a  thorough  physical  examination.  He  is 
then  sent  to  the  schoolroom  for  a  week's  instruction  fol- 
lowed by  an  instruction  week  on  the  road.  He  next 
goes  on  the  extra  list  at  a  depot,  continuing  for  three 
months  as  a  probationer  under  the  eyes  of  a  force  of 
specially  selected  men  known  as  the  line  inspection  force. 
At  the  end  of  the  probational  period  his  record  is  ex- 
amined and  he  is  either  rejected  or  given  permanent 
employment.  After  this  a  system  of  credits  and  de- 
merits is  used  to  determine  eligibility  for  promotion  in 
the  ranks  and  to  positions  as  starters,  dispatchers  or 
inspectors.  The  administration  of  the  disciplinary  sys- 
tem is  keyed  up  to  a  standard  of  instruction  and  correc- 
tion rather  than  to  one  of  punishment. 

For  the  benefit  of  the  men  the  company  maintains 
club  rooms  in  the  depots,  in  some  of  which  are  restau- 
rants where  food  is  offered  at  prices  corresponding  to 
those  in  dairy  lunch  rooms,  a  good  meal  being  obtainable 
for  25  cents.  These  club  rooms  are  operated  by  the 
Employees'  Benefit  Association,  which  is  the  principal 
medium  through  which  the  social  activities  of  employees 
find  expression.  It  operates  a  comprehensive  sick  and 
death  benefit  plan,  paying  out  to  its  members  more  than 
it  receives  in  dues,  the  difference  being  made  up  from 
the  revenue  of  more  than  $17,000  per  year  from  the 
pool  tables  and  bowling  alleys.  There  are  about  8500 
members  in  the  Employees'  Association  out  of  about 
14,000  employees  in  the  service  of  the  company.  The 
company  supplies  baseball  regalia  to  its  men  and  last 
year  a  regular  league  containing  fourteen  teams  was 
organized  in  the  transportation  department.  The  med- 
ical department  is  well  organized  and  the  company  doc- 
tors are  always  on  the  lookout  for  incipient  disorders 
which  may  become  chronic.  In  the  first  year  of  its 
operation,  1913,  the  medical  system  produced  a  reduc- 
tion of  about  24  per  cent  in  the  number  of  days  lost  by 
the  operating  employees  on  account  of  illness,  a  saving 
of  18,000  days'  time. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


455 


Annual  Convention  of  C.  E.  R.  A. 


The    Sessions   on    Friday    Were    Devoted   to    a   Discussion  on  Safety  and   to    Business  Matters — Abstracts  of 

Papers  Read  at  Both  Sessions  Are  Published 


The  Friday  morning  session  of  the  Central  Electric 
Railway  Association's  annual  meeting,  held  at  Indian- 
apolis, Feb.  25  and  26,  inclusive,  was  attended  by  more 
than  100  members.  President  Schneider  opened  the  ses- 
sion with  the  announcement  that  applications  for  mem- 
bership had  been  received  from  thirteen  supply  men  and 
would  be  acted  upon  by  the  executive  committee.  The 
next  order  of  business  was  a  paper  on  "Safety"  by  Dana 
Webster,  inspector  accident  and  liability  department 
Aetna  Life  Insurance  Company,  Indianapolis,  Ind.  This 
paper  is  published  in  abstract  on  another  page.  In  in- 
troducing Mr.  Webster,  President  Schneider  said  that 
his  paper  dealt  with  a  subject  which  was  very  necessary 
to  the  electric  railway  business,  since  it  offered  a  means 
of  reducing  expenses  which  were  non-productive. 

In  the  discussion  which  followed  A.  G.  Olberding, 
American  Brake  Shoe  &  Foundry  Company,  emphasized 
the  importance  of  obtaining  the  co-operation  of  em- 
ployees in  safety  work.  His  experience  had  been  that 
the  employees'  committee  should  be  changed  about  every 
two  months  so  as  to  bring  as  many  into  the  safety  work 
as  possible.  In  closing  he  stated  that  the  wave  of  safety 
which  has  swept  over  the  country  has  resulted  in  the 
expenditure  of  many  thousands  of  dollars  which  have 
eliminated  a  large  percentage  of  common  accidents.  Un- 
fortunately, however,  the  insurance  rates  for  accident 
liability  had  not  been  reduced  in  proportion  to  the  num- 
ber of  accidents. 

Charles  L.  Henry,  president  Indianapolis  &  Cincinnati 
Traction  Company,  continuing  the  discussion,  said  that 
one  of  the  weak  points  in  liability  insurance  was  the 
practice  of  the  insurance  companies  of  paying  for  claims 
where  the  injured  party  was  alone  responsible  for  the 
accident.  Mr.  Henry  was  of  the  opinion  that  this  prac- 
tice encouraged  the  filing  of  claims  which  otherwise 
would  not  cost  more  than  the  fees  paid  to  the  attending 
physician. 

H.  A.  Nicholl,  general  manager  Union  Traction  Com- 
pany of  Indiana,  outlined  the  safety  organization  and 
methods  used  by  his  company.  His  organization  essen- 
tially consists  of  a  general  safety  board  made  up  of  the 
heads  of  departments  and  executives,  with  a  number  of 
local  safety  committees  at  central  points.  He  stated  that 
frank  criticisms  of  the  acts  of  the  different  departments 
was  encouraged  among  employees  with  good  results.  In 
order  to  promote  esprit  de  corps  banquets  are  held  peri- 
odically, where  addresses  are  made  by  company  execu- 
tives, department  heads  and  the  chairmen  of  the  local 
safety  committees.  Mr.  Nicholl  said  that  these  banquets 
had  brought  forth  addresses  by  employees  which  were 
surprisingly  good.  During  the  summer  months 
employees'  picnics  were  held  and  baseball  teams  were 
organized  among  the  employees  at  the  various  head- 
quarters along  the  line.  In  conclusion  he  stated  that  his 
company  felt  that  the  results  obtained  justified  the  effort 
and  expense. 

W.  A.  Carson,  general  manager  Evansville  Railways, 
stated  that  his  company  had  a  safety  committee  organi- 
zation similar  to  that  described  by  Mr.  Nicholl,  but  that 
one-half  of  each  local  committee  were  changed  every  six 
months.  His  experience  had  been  that  it  was  difficult 
to  get  the  employees  to  send  in  safety  suggestions,  par- 
ticularly at  the  beginning  of  the  work.  In  order  to  have 
a  complete  understanding  a  meeting  of  all  the  employees 
was  called,  where  the  purpose  of  the  campaign  and  the 


need  of  safety  suggestions  were  explained,  with  the  re- 
sult that  he  now  has  the  co-operation  of  all  the  em- 
ployees. Despite  this,  interest  lagged  at  times,  and 
safety  suggestions  were  few.  It  appears  that  the  fail- 
ure to  adopt  the  suggestions  of  some  discouraged  them 
so  that  the  plan  has  been  adopted  of  explaining  to  each 
employee  whose  suggestion  had  been  rejected  why  that 
decision  was  reached.  Mr.  Carson  also  stated  that  he 
made  it  a  practice  to  pay  the  employees  for  the  time 
during  which  they  attend  the  safety  committee  meetings. 

T.  W.  Ketteman,  Ohmer  Fare  Register  Company,  said 
that  his  company  had  been  able  to  increase  the  number 
of  safety  suggestions  by  eliminating  the  names  of  the 
employees  until  the  suggestion  had  been  approved. 
Safety  suggestion  boxes  have  been  installed  in  the  dif- 
ferent shop  departments.  The  names  of  the  employees 
offering  suggestions  were  not  known  to  the  board  or 
committee  passing  on  the  suggestion  until  the  award 
was  made.  The  secretary  of  the  safety  board  opened  the 
safety  suggestion  boxes,  and  he  was  the  only  one  who 
was  permitted  to  know  the  names  of  employees  making 
suggestions.  The  same  practice  was  adopted  in  regard 
to  complaints,  and  it  has  been  found  that  the  elimination 
of  the  name  encourages  better  results  and  excludes  fric- 
tion between  employees  and  departments. 

W.  Tichenor,  claim  agent  Terre  Haute,  Indianapolis  & 
Eastern  Traction  Company,  said  that  the  biggest  factor 
in  the  safety  movement  was  that  of  making  the  em- 
ployees think.  Many  accidents  could  have  been  avoided 
if  employees  had  just  thought  or  had  been  disciplined 
to  keep  their  minds  constantly  on  their  work. 

Business  Session 

Following  this  discussion  President  Schneider  called 
for  the  report  of  Secretary-Treasurer  Neereamer.  This 
was  published  on  page  413  of  the  issue  of  last  week. 
Following  this  report,  the  president  addressed  the  as- 
sociation briefly  and  thanked  the  members  for  their  co- 
operation in  making  the  year's  work  a  success.  At  this 
point  the  report  of  the  nominating  committee  was  re- 
ceived and  approved,  and  the  following  officers  were 
elected  for  the  ensuing  year: 

President,  Charles  L.  Henry,  president  and  general 
manager  Indianapolis  &  Cincinnati  Traction,  Indian- 
apolis, Ind.;  first  vice-president,  A.  Benham,  general 
manager  Ohio  Electric  Railway,  Springfield,  Ohio;  sec- 
ond vice-president,  C.  N.  Wilcoxon,  president  Chicago, 
Lake  Shore  &  South  Bend  Railway,  Michigan  City,  Ind. ; 
treasurer,  A.  L.  Neereamer. 

The  new  executive  committee  consists  of  the  following 
members:  E.  F.  Schneider,  general  manager  Cleveland, 
Southwestern  &  Columbus  Railway ;  W.  S.  Whitney,  gen- 
eral freight  and  passenger  agent  Ohio  Electric  Railway ; 
H.  A.  Nicholl,  general  manager  Union  Traction  Company 
of  Indiana;  W.  A.  Carson,  general  manager  Evansville 
Railways;  E.  B.  Peck,  vice-president  Terre  Haute,  In- 
dianapolis &  Eastern  Traction;  R.  A.  Crume,  general 
manager  Dayton  &  Troy  Electric  Railway;  H.  Cavan- 
augh,  auditor  Cleveland,  Southwestern  &  Columbus  Rail- 
way ;  J.  F.  Keys,  general  passenger  agent  Detroit  United 
Railway;  F.  D.  Carpenter,  general  manager  Western 
Ohio  Railroad;  S.  W.  Greenland,  general  manager  Fort 
Wayne  &  Northern  Indiana  Traction;  S.  D.  Hutchins, 
Westinghouse  Air  Brake  Company,  and  W.  H.  Bloss, 
Ohio  Brass  Company. 


456 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


It  is  planned  that  the  next  meeting  of  the  associa- 
tion will  be  held  on  June  17  and  18,  1915,  and  if  enough 
members  will  take  part,  a  boat  will  be  chartered  for  a 
forty-eight-hour  trip  from  Cleveland  to  Buffalo  and  re- 
turn. Both  the  railway  and  supply  members  voted 
unanimously  for  the  boat  trip  meeting. 

On  Thursday  evening,  Feb.  25,  the  members  of  the 
association  and  their  ladies  were  the  guests  of  the  Drew 
Electric  &  Manufacturing  Company  in  a  theater  party 
given  at  Keith's  Theater.  On  Friday  afternoon,  Feb.  26, 
about  seventy-five  members  of  the  association  were  the 
guests  of  the  Prest-0-Lite  Company,  Inc.  The  trip  to 
the  plant  was  made  on  two  special  cars  furnished  by 
the  Terre  Haute,  Indianapolis  &  Eastern  Traction  Com- 
pany. At  the  plant  the  members  inspected  the  manufac- 
ture of  prest-o-lite  and  the  pressed-steel  holders.  After 
following  the  various  processes  through  the  plant,  the 
Indianapolis  speedway,  which  was  nearby,  was  inspected. 

Abstracts  of  Governor  Ralston's  letter  and  of  ad- 
dresses presented  at  both  sessions  follow. 


LETTER  FROM  THE  GOVERNOR  OF  INDIANA 

Hon.  Samuel  M.  Ralston,  Governor  of  Indiana,  sent  a 
letter  to  President  Schneider  of  the  association,  which 
was  mentioned  briefly  in  the  report  of  the  meeting  last 
week.     Governor  Ralston  said  in  part: 

"Both  as  a  citizen  and  as  an  official,  I  am  greatly 
interested  in  the  business  in  which  you  are  engaged. 
The  work  of  the  common  carrier  has  grown  to  such 
proportions  in  this  country  and  is  so  intimately  asso- 
ciated with  the  country's  welfare  that  when  it  ceases  to 
be  profitable,  the  injurious  effects  are  immediately  ap- 
parent. For  the  last  few  years  it  has  been  the  conten- 
tion of  the  railroad  and  interurban  interests  of  the 
country — especially  in  Indiana — that  the  passenger  fares 
allowed  by  law,  are  not  sufficient  to  cover  the  expenses 
incurred  in  passenger  traffic.  This  point  has  been 
pressed  with  much  vigor  upon  the  public  mind,  and  at 
this  time  there  is  a  bill  pending  before  the  Legislature 
of  Indiana  proposing  to  fix  the  passenger  fares  at  2i/-) 
cents  per  mile. 

"On  all  hands  it  is  agreed  that  all  railroads  and  inter- 
urbans  are  expected  to  furnish  the  best  service  possible 
in  consideration  of  the  charges  they  are  permitted  to 
make  therefor.  Generally  speaking,  there  is  no  com- 
plaint on  the  part  of  the  public  of  the  character  of  serv- 
ice furnished,  but  it  is  the  contention  by  these  companies 
that  their  passenger  traffic  is  losing  them  money.  If 
this  be  true,  it  is  not  as  it  should  be.  So  long  as  the 
public  demands  a  high  grade  of  service  it  should  be 
willing  to  make  that  service  possible  on  the  basis  of  a 
reasonable  profit  to  those  furnishing  the  service;  and, 
broadly  speaking,  I  think  the  public  is  willing  that  this 
should  be  done. 

"The  difficult  question  is,  however,  What  are  the 
facts?  Does  the  service  rendered  the  traveling  pub- 
lic for  the  charges  permitted  in  Indiana  make  it  im- 
possible for  the  railroads  and  interurbans  to  realize  a 
reasonable  profit?  If  the  ex  parte  statements  of  the 
railroads  and  interurbans  can  be  taken  as  the  truth,  this 
question  must  be  answered  in  the  affirmative.  I  believe 
it  is  conceded  that  the  increase  in  passenger  fares  sought 
by  these  roads  would  yield  them  in  Indiana  approx- 
imately $500,000  a  year.  This  is  a  large  sum  of  money; 
too  large,  I  think  you  will  agree  with  me,  for  represen- 
tatives of  the  people  to.  authorize  the  railroads  to  col- 
lect from  the  people  on  the  ex  parte  statement  of  the 
interested  party,  r  am  not  insinuating  that  this  ex 
parte  statement  is  or  would  be  erroneous,  but  I  believe 
that  the  question  it  seeks  to  influence  favorable  action 
upon  is  of  such  vast  importance  to  the  public  that  no 
official,  either  in  executive  or  representative  capacity. 


would  be  warranted  in  acting  favorably  upon  it  without 
hearing  from  both  of  the  interested  parties.  It  would 
be  difficult,  if  not  impossible,  for  the  present  Legisla- 
ture at  this  late  day,  with  all  the  other  work  demanding 
its  attention,  to  take  up  this  important  subject  and  give 
it  a  thorough  investigation  and  come  to  an  equitable 
conclusion. 

"Personally  I  am  friendly  to  these  great  properties, 
and  I  know  the  people  of  Indiana  are.  I  want  them  to 
receive  a  fair  profit  for  their  service  and  to  succeed; 
but  this  should  be  done  on  a  basis  that  will  be  fair,  so 
far  as  it  is  possible  to  arrive  at  such  a  basis,  to  both 
the  roads  and  the  public. 

"With  this  idea  in  view,  it  is  my  intention  to  recom- 
mend to  the  Legislature  that  it  empower  the  Public 
Service  Commission  of  Indiana  to  authorize  an  increase 
in  the  passenger  fares  in  this  State  not  to  exceed 
Vo  cent  per  mile.  The  commission  should,  of  course, 
make  an  investigation  of  the  conditions  of  any  road, 
upon  its  filing  a  petition  with  the  commission  asking 
for  an  increase  of  fares.  This  petition  should  contain 
such  facts  as  would  warrant  such  increase  and  as  may 
be  required  to  be  set  forth  therein,  under  a  rule  of  the 
commission;  and  it  may  be  the  showing  made  by  some 
roads  in  support  of  their  petitions  will  be  so  conclusive 
of  the  question  at  issue,  although  ex  parte,  that  but 
little  additional  evidence  will  be  required  by  the  com- 
mission. This  course  it  appears  to  me,  considering 
the  circumstances  of  the  case,  will  best  promote  an  in- 
telligent settlement  of  this  difficult  public  question; 
one,  too,  in  which  all  the  factors  of  a  political  nature 
or  party  advantage  will  disappear." 


ADDRESS  BY  HON.  THOMAS  DUNCAN 

Hon.  Thomas  Duncan,  chairman  Public  Service  Com- 
mission of  Indiana,  began  his  address  by  referring  to 
the  condition  of  the  interurban  electric  railways  in  the 
State,  and  saying  that  the  volume  of  the  business  con- 
ducted by  this  class  of  lines,  their  readiness  to  serve  the 
public  at  many  places  and  at  frequent  intervals,  and  the 
strength  of  their  cars.  He  commended  the  plan  of  hold- 
ing annual  conventions  for  the  consideration  of  mutual 
interests,  as  he  believed  the  time  has  passed  when  a  com- 
petitor can  hope  to  outstrip  his  rival  by  secret  means  or 
undermine  him  by  silent  encroachment. 

He  then  analyzed  some  of  the  causes  of  the  present 
business  depression,  and  its  moral,  as  he  saw  it,  was 
the  homely  old  maxim,  "Live  within  your  income."  He 
said  that  the  people  of  Indiana  were  proud  of  the 
achievements  of  those  who  invested  in  electric  railway 
properties,  and,  if  he  read  the  times  correctly,  there  is 
among  the  people  of  the  State  a  friendly  feeling  toward 
these  properties.  There  prevails  a  general  solicitude 
for  the  welfare  of  the  business  and  a  desire  to  be  help- 
ful at  this  time.  In  return  for  this  helpfulness,  how- 
ever, the  people  demand  absolute  honesty,  the  highest 
efficiency  consistent  with  prudent  economy  and  a  faith- 
ful public  service.  This  public  service  does  not  favor 
the  increase  of  the  revenues  of  the  companies  to  fill 
their  coffers  and  make  them  rich  but  to  furnish  suffi- 
cient revenues  to  save  them  from  distress  and  ruin  in  a 
time  of  general  business  depression.  The  public  is 
willing  to  pay  a  reasonable  return  upon  the  fair  value 
of  the  property  that  has  been  prudently  provided  for 
the  performance  of  a  public  service.  The  people  are 
willing  to  forego  any  further  expenses  for  what  might 
be  adequately  termed  the  luxuries  of  transportation  and 
are  only  demanding  that  they  be  carried  in  safety  by 
the  transportation  companies^ 

Mr.  Duncan  then  presented  a  summary  of  statistics 
from  the  reports  filed  with  the  Public  Service  Commis- 
sion of  Indiana  for  the  year  ended  June  30,  1914.     He 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


457 


said  that  the  roads  so  reporting  at  that  time  had  out- 
standing the  following  capital  liabilities: 

Common   stock    $81,587,291.67 

Preferred   stock    39,996,510.00 

Funded  and  floating  debt 104,869,134.05 

Total  capital  liabilities   J226,452, 936.72 

There  was  paid  in  dividends  the  following  amounts: 

On  common  stock    $139,335.00 

On  preferred  stock    400,802.11 

Interest  debts  of  leased  roads 2,049,622.82 

Total    $2,589,759.93 

Interest  accrued  during  year $3,925,928.46 

The  book  value  of  the  entire  lines  June  30,  1914,  was 
$207,328,208.42. 

The  total  operating  revenues  for  all  these  lines  were 
as  follows: 

Passenger  revenues   $16,736,164.21 

l-'rt'ight  revenues    1,223,716.80 

.■\11  other  operating  revenues 606,241.43 

Total    $18,566,122.44 

Revenues  from  other  than  operating  sources  increased 
this  total  to  $19,188,610.77. 

Of  all  the  revenues  of  the  interurban  lines  86.06  per 
cent  was  derived  from  passenger  transportation  and 
7.68  per  cent  was  derived  from  freight  transportation. 
The  four  street  railway  systems  derived  from  passenger 
transportation  92.7  per  cent,  97.8  per  cent,  98.6  per  cent 
and  98.6  per  cent  of  their  revenues,  respectively. 

There  was  expended  in  operating  expenses  $11,580,- 
787.08,  or  slightly  more  than  60  per  cent  of  the  total 
revenue.    This  sum  was  divided  as  follows : 

Total  Per  Cent 
Maintenance  of  way  and  structures.  ..  .    $1,974,315.98  17.04 

Maintenance    of    equipment 1,285,971.80  11.10 

Traffic     113,649.61  0.98 

Conducting   transportation    6,230,502.98  r-3.80 

General  and  miscellaneous 1,976,346.71  17.07 

Total     $11,580,787.08  100.00 

There  was  paid  for  superintendence  of  transpsrtation 
about  $236,248.05.  Payment  for  injuries  and  damages 
required  $556,877.75  during  this  year.  Trainmen  re- 
ceived $2,453,968.96,  or  21.19  per  cent,  of  the  operating 
revenues.  This  is  a  little  over  12.7  per  cent,  or  more 
than  one-eighth  of  all  revenue  received. 

After  defraying  the  operating  expenses  of  these  vari- 
ous lines  there  was  left  for  the  industry  $7,607,823.69. 
There  accrued  during  the  year  interest  liabilities  against 
these  companies  in  the  sum  of  $3,925,928.46.  There 
was  also  a  fixed  charge  for  taxes,  the  aggregate  of 
which  was  $1,010,464.31.  The  sum  of  these  two  items 
is  $4,936,392.77.  Deducting  this  sum  from  $7,607,- 
823.69  leaves  $2,671,430.92,  as  the  net  return  of  this 
industry  for  that  time.  This  would  pay  a  dividend  of 
6  per  cent  on  the  $39,996,510  of  the  preferred  stock  of 
the  electric  railways  and  leave  nothing  for  dividends  on 
the  common  stock,  or  it  would  pay  4  per  cent  on  the 
preferred  stock  and  leave  practically  1  per  cent  for 
common  stock.  This,  Mr.  Duncan  said,  was  not  an  in- 
viting picture  from  the  standpoint  of  the  investors,  even 
if  a  certain  percentage  of  the  common  stock  represents 
water. 

Analysis  of  Return  on  Investment 

Continuing,  Mr.  Duncan  said  in  part: 

"These  properties  are  private  properties  clothed  with 
a  public  interest  subject  to  the  reasonable  regulation  of 
the  State  but  with  the  management  of  this  left  largely 
to  the  owners.  The  public  is  under  no  obligation  to 
protect  the  investors.  It  does  not  guarantee  returns  or 
underwrite  investments  in  electric  railway  properties. 
Its  duty  ends  by  paying,  above  operating  expenses  and 
taxes,  including  depreciation,  such  a  sum  as  will  yield 


a  fair  return  upon  the  reasonable  value  of  the  property 
used  and  useful  for  the  convenience  of  the  public. 
Tested  by  this  rule  let  us  reason  together. 

"After  the  payment  of  taxes  and  all  operating  ex- 
penses for  the  year  1914  there  was  left  from  the  earn- 
ings $6,597,359.38. 

"The  total  mileage  of  the  electric  railways  reporting 
to  this  commission  is  3099.93,  or,  for  practical  purposes, 
3100.  This  surplus  would  yield  a  return  of  5  per  cent 
on  a  value  of  $42,583  per  mile.  It  would  yield  a  return 
of  6  per  cent  on  a  value  of  $35,469  per  mile.  It  would 
yield  a  return  of  7  per  cent  on  a  value  of  $30,402  per 
mile.  It  is  believed,  that  when  the  interurban  railways 
of  the  State  are  placed  on  the  copper-zone  basis,  the 
revenues  of  these  roads,  considered  as  a  whole,  will 
yield  a  return  of  6  per  cent  on  a  valuation  of  the  roads 
at  between  $35,000  and  $40,000  per  mile. 

"Our  commission  has  not  yet  been  able  to  complete 
the  valuation  of  a  single  line  of  interurban  road.  Our 
engineers  have  been  for  some  time  engaged  in  the 
valuation  of  the  Indianapolis,  Columbus  &  Southern 
Traction  Company.  The  reports,  however,  show  that 
six  of  these  roads  are  capitalized  at  less  than  $40,000 
per  mile  and  twelve  are  capitalized  at  less  than  $50,000 
per  mile.  The  total  operating  revenues  of  the  interur- 
ban lines  was  30.34  cents  per  car-mile,  and  the  average 
operating  expenses  of  these  lines  was  18.30  cents  per 
car-mile. 

"It  is  my  judgment  that  the  people  of  the  State 
served  by  these  lines  have  very  little  reason  to  com- 
plain of  unjust  charges  and  of  inadequate  services.  We 
have  encouraged  the  change  from  the  nickel  to  the 
penny  zone.  This  we  have  done  upon  the  theory  that  it 
was  more  equitable  to  the  passenger  and  would  add 
something  to  the  revenues  of  the  company.  But  one 
line  so  far  has  actually  changed  the  basis  of  its  fares. 

Basis  op  Rates  to  Be  the  Cost  of  Service 

"Unless  I  have  misapprehended  the  spirit  of  recent 
legislation  touching  public  utilities,  it  means  that  ulti- 
mately the  basis  of  all  rates  will  be  the  cost  of  the 
service  rendered.  This  will  not  be  adverse  to  the  pros- 
perity of  the  electric  railway  business,  unless  the 
electric  lines  are  overwhelmed  by  competition  arising 
from  the  activities  of  its  younger  competitor.  For,  if 
rates  were  to-day  based  wholly  upon  a  just  and  reason- 
able return  of  the  actual  value  of  the  properties  used,  it 
is  my  judgment  that  there  would  be  no  reduction  in 
the  rates  for  the  transportation  of  either  freight  or 
passengers.  It  is  my  further  judgment  that  these  roads 
are  now  entitled  to  at  least  the  increased  earnings  that 
would  follow  the  penny-zone  basis  of  fares.  But  it  is 
also  my  opinion,  that  when  the  rate  for  the  transporta- 
tion of  passengers  is  fixed  at  2  cents  per  mile,  these 
roads  will  earn  a  net  return  of  at  least  6  per  cent  on 
the  fair  value  of  any  one  of  the  interurban  lines.  A 
further  increase  of  fares  above  the  penny-zone  basis 
would  probably  add  nothing  to  the  revenues  of  the  elec- 
tric carriers,  while  the  rate  for  the  steam  passenger 
carriers  remains  at  a  maximum  of  2  cents  per  mile. 

"The  spirit  of  the  age  is  not  philanthropic.  It  does 
not  pay  fares  for  the  sole  purpose  of  assisting  the  car- 
riers, nor  do  the  carriers  establish  and  operate  their 
business  for  the  sole  purpose  of  rendering  a  public 
service  nor  for  the  purpose  of  adding  comfort  and  con- 
venience to  that  part  of  the  public  which  desires  to 
travel.  The  age  is  largely  utilitarian.  The  people  are 
constantly  endeavoring  to  secure  adequate  service  at 
the  least  reasonable  rate.  The  carriers  are  with  equal 
pertinacity  endeavoring  to  obtain  the  largest  return 
that  is  practicable  to  earn  upon  the  investment  in  the 
property. 


458 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  lO 


"So  long  as  the  public  and  the  carriers  assume  to- 
ward each  other  the  attitude  of  opposing  interest,  so 
long  the  day  of  justice  will  be  deferred.  The  interests 
are  not  opposing  but  are  identical,  and  when  I  say  the 
age  is  utilitarian,  I  do  not  mean  that  the  people  or  the 
utilities  have  lost  any  of  their  sense  of  justice.  I  am 
not  a  believer  in  the  idea  that  the  golden  age  is  in  the 
past.  On  the  contrary,  I  am  firmly  of  the  opinion  that 
each  generation  lives  in  a  golden  age.  I  am  optimistic. 
I  believe  that  in  the  business  world  and  in  all  relations 
of  life  there  were  never  greater  opportunities  than 
there  are  at  the  present  hour.  We  have  the  embarrass- 
ment arising  from  a  temporary  depression  in  the  busi- 
ness world,  but  this  can  only  be  the  shifting  of  clouds 
in  front  of  a  splendid  sun.  With  the  unbounded  re- 
sources of  this  country,  with  its  splendid  people  and 
with  the  best  government  in  the  world,  we  have  no  rea- 
son to  complain  and  no  reason  to  insist  that  at  any 
other  time  or  in  any  other  age  there  were  opportunities 
better  than  there  are  at  this  hour. 

"There  has  been  less  criticism  of  the  conduct  of  the 
interurban  railways  in  this  State  than  of  any  other 
public  utility  under  the  jurisdiction  of  our  commission. 
There  have  been  complaints  from  private  individuals 
in  an  informal  way  against  a  number  of  the  street  car 
lines,  but  no  formal  proceeding  has  been  filed  on  this 
subject  before  the  commission.  It  is  a  pleasure  to  note 
that  the  managers  of  these  properties  have  shown  a 
friendly  disposition  toward  the  law,  and  a  spirit  of 
co-operation  with  the  commission.  I  do  not  recall  that 
we  have  at  any  time  asked  any  one  of  the  managers 
of  these  properties  for  information  that  has  not  been 
cheerfully  given,  even  though  at  times  granting  the 
request  necessarily  incurred  some  inconvenience  and 
some  expense. 

"I  do  not  believe  that  State  regulation  of  the  electric 
railways  has  been  harmful  to  the  industry.  On  the 
contrary,  I  think  it  has  been  helpful.  Whatever  of  pres- 
ent embarrassment  encompasses  some  of  the  lines  is  not 
chargeable  to  the  State  regulation  of  public  utilities 
nor  to  the  administration  of  the  regulatory  laws.  I  am 
firmly  convinced  that  the  electric  railway  business  has 
no  greater  discouragements  and  encounters  no  greater 
adversities  than  any  other  great  business  has  encount- 
ered in  its  infancy.  After  watching  with  as  much  care 
as  the  manifold  duties  of  my  position  would  permit  for 
a  period  of  nearly  two  years  the  management  and  the 
conduct  of  the  electric  railway  business  in  this  State, 
I  feel  that  the  people  of  the  State  are  proud  of  these 
properties,  and  that  the  owners  and  managers,  as  a 
whole,  have  no  just  grounds  for  complaint.  The  busi- 
ness can  be  established  on  foundations  of  permanent 
and  continued  success  only  by  the  attainment  of  such 
efficiency  as  will  render  to  the  public  such  services  at 
such  reasonable  rates  as  just  men  ought  to  appreciate 
and  be  willing  to  pay. 

Responsibilities  of  Railways 

"I  am  convinced  that  the  public,  and  even  the  man- 
agers of  these  properties,  have  underestimated  the 
great  responsibilities  this  industry  assumes.  When  we 
reflect  upon  the  fact  that  in  one  single  year  more  than 
two  and  one-half  times  the  population  of  the  United 
States  entered  and  alighted  from  the  cars  of  the  elec- 
tric railways  of  Indiana,  we  begin  to  comprehend  the 
tremendous  responsibilities  this  business  carries.  The 
safety  of  all  that  Indiana  respects,  honors  and  loves  is 
confided  to  you  many  times  during  the  year. 

"As  a  commission  we  will  enforce  the  laws  in  a  spirit 
of  justice,  without  fear  and  without  favor,  and  you  will 
observe  that,  in  so  far  as  any  one  but  the  utilities  them- 
selves are  concerned,  the  law  moves  only  against  trans- 
gressors. 


"The  only  advice  that  I  could  give  to  you  at  this  time 
would  be  to  husband  your  resources  with  the  most  rigid 
economy,  increase  the  efficiency  of  yourself  and  your  em- 
ployees by  every  method  known  to  the  industry,  and  at 
every  opportunity  inspire  the  public  mind  with  a  con- 
fidence in  your  integrity  and  in  your  unselfish  devotion 
to  the  people's  service.  Realize  as  fully  as  you  can  a 
great  fact  often  ignored,  that  public  sympathy  and  a 
friendly  public  spirit  toward  you  is  an  asset  of  suprem- 
est  value." 


ADDRESS  BY  DANA  WEBSTER 

Dana  Webster,  inspector  accident  and  liability  de- 
partment Aetna  Life  Insurance  Company,  Indianapolis, 
read  a  paper  entitled  "Safety"  at  the  meeting  on  Fri- 
day.   Mr.  Webster  said,  in  part: 

"It  is  the  experience  of  every  large  employer,  as  well 
as  other  agencies  which  have  taken  an  active  interest 
in  accident  prevention,  that,  if  a  successful  safety  cam- 
paign is  to  be  waged,  a  comprehensive  organization  to 
formulate  and  carry  out  a  definite  plan  or  program  is 
absolutely  essential.  The  necessity  for  organization  in 
safety  work  is  apparent  when  we  consider  the 
many-sided  problem  that  is  involved  in  accident  pre- 
vention. Broadly  speaking,  it  may  be  said  to  include 
as  its  chief  branches: 

"(1)  Ascertaining  the  actual  conditions  of  a  risk 
under  which  employees  in  any  institution  perform  each 
task  and  determining  the  practical  possibilities  of  elim- 
inating or  reducing  the  risk. 

"(2)  The  provision  of  proper  working  conditions  and 
of  efficient  safeguards  for  dangerous  conditions  or  for 
dangerous  machinery  and  appliances. 

"(3)  The  careful  selection,  instruction  and  supervi- 
sion of  workmen  and  their  assignment  to  work  for 
which  they  are  not  unsuited. 

"(4)  The  promulgation  of  rules  for  safeguarding  and 
their  rigid  enforcement. 

"(5)  The  inculcation  of  habits  of  caution  in  the  minds 
of  all  concerned. 

"Workmen  can  well  be  selected  for  their  caution  as 
well  as  for  their  ability  to  do  work.  A  reckless  em- 
ployee, no  matter  how  skilled  he  may  be,  costs  his  em- 
ployer more  money  than  he  is  worth.  Every  employee 
should  be  carefully  instructed  in  his  work,  not  only  in 
how  to  get  results  but  in  how  to  avoid  danger  to  him- 
self and  others.  The  'stitch  in  time'  adage  applies  no 
place  better  than  it  does  here.  In  assigning  a  man  to 
work  and  in  keeping  him  at  it,  his  personal  character- 
istics should  always  be  duly  considered. 

"Another  very  important  function  in  accident  preven- 
tion work  is  that  of  impressing  upon  the  employee  the 
sincerity  of  the  employer  in  his  desire  to  prevent  acci- 
dents. You  cannot  consistently  ask  the  workman  to  do 
hrs  share  in  accident  prevention  unless  you  are  doing 
your  own.  Spending  some  of  your  money,  however,  in 
a  way  which  he  cannot  help  see  will  inure  to  his 
benefit  is  the  best  sort  of  a  guarantee  of  good  faith. 

"When  we  come  to  consider  the  inculcation  of  habits 
of  caution  as  a  means  of  accident  prevention  we  reach 
the  most  difficult  and,  at  the  same  time,  the  most  im- 
portant part  of  the  problem.  Any  accident  prevention 
campaign  must  fail  largely  in  its  purpose  unless  the 
co-operation  of  the  workmen  themselves  is  secured.  As 
a  great  safety  leader  said  recently  'Safety  men  are  more 
important  than  safety  things.' 

"One  of  the  most  efficient  means  of  getting  employees 
interested  in  'safety  first'  is  to  have  the  employee  servo 
on  a  safety  committee  which  will  go  over  the  plan  and 
equipment  once  a  week  and  look  for  dangerous  condi- 
tions and  the  means  of  guarding  them,  seeing  if  the 
safeguards  provided  are  being  used,  and  observing  if 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


459 


the  workmen  are  doing  their  work  as  safely  as  possible. 
This  not  only  results  in  better  safeguarding  and  work- 
ing methods,  for  in  many  respects  no  one  knows  so  well 
as  the  workmen  themselves  what  is  needed  to  prevent 
accidents,  but  it  also  greatly  stimulates  the  interest  of 
the  men  in  safety  work.  The  members  of  this  com- 
mittee can  be  changed  from  time  to  time  so  as  to  get 
the  widest  range  of  suggestions  and  to  bring  as  many 
men  as  possible  within  this  sphere  of  influence,  and 
each  man  who  has  served  on  a  committee  js  urged  to 
consider  himself  an  unofficial  safety  inspector  ever  after- 
wards, keeping  up  his  active  interest  and  making  any 
suggestions  that  may  occur  to  him. 

"One  of  the  greatest  fields  for  productive  safety  work 
is  among  the  workmen  of  the  future,  through  sys- 
tematic education.  This  education  can  well  be  given  to 
apprentices,  in  the  industrial  schools,  in  the  training 
departments  of  our  great  industrial  establishments,  in 
the  vocational  schools,  in  the  manual  training  depart- 
ments of  our  public  schools  and,  to  some  extent,  possibly 
in  the  ordinary  school  classes.  If  habits  of  caution  are 
inculcated  in  our  future  workmen  during  the  formative 
period  of  youth,  when  they  are  most  inclined  to  be 
receptive,  they  will  cling  to  them  through  life." 


ADDRESS  BY  CHARLES  C.  PEIRCE 

Charles  C.  Peirce,  vice-president  American  Electric 
Railway  Manufacturers'  Association  and  manager  rail- 
way department.  General  Electric  Company,  Boston, 
Mass.,  spoke  first  of  the  work  of  the  Manufacturers' 
Association.  He  referred  to  the  permanent  office  at 
165  Broadway,  New  York,  where  electric  railway  men 
and  manufacturers  of  electric  railway  apparatus  and 
their  agents  are  always  assured  of  a  hearty  welcome; 
of  the  plans  of  the  secretary  and  treasurer,  Mr.  McCon- 
naughy,  to  supply  the  members  of  the  association  in- 
formation in  regard  to  openings  for  foreign  trade 
through  an  arrangement  made  with  the  bureau  of 
foreign  and  domestic  commerce  of  the  Department  of 
Commerce,  and  of  attendance  by  committees  of  the  as- 
sociation at  the  National  Foreign  Trades  Council  at 
St.  Louis  and  at  the  meeting  of  the  Chamber  of  Com- 
merce of  the  United  States  at  Washington  a  short  time 
ago.  The  results  of  the  observations  of  the  committees 
will  be  transmitted  to  members  as  soon  as  possible. 

Mr.  Peirce  then  referred  to  the  status  of  the  electric 
railway  companies,  which  he  said  were  carrying  about 
all  of  the  troubles  they  could  stand,  and  to  the  influence 
on  public  opinion  of  the  press.  He  quoted  Dr.  Hadley, 
of  Yale  University,  that  the  power  now  possessed  by  the 
press  carries  with  it  a  grave  responsibility  to  the 
public,  and  said  that  it  was  the  duty  of  the  press  to 
clear  up  any  misunderstandings  that  may  have  arisen 
between  the  public  and  the  transportation  utility.  He 
said  that  he  had  recently  had  an  opportunity  of  review- 
ing the  editorial  comments  from  more  than  fifty  news- 
papers of  the  United  States  upon  the  mid-year  meeting 
at  Washington.  Much  of  these  comments  had  to  do 
with  the  address  of  President  Wilson,  and  they  were 
couched  in  various  tones  of  commendation  and  criticism, 
but  through  them  all  ran  a  spirit  of  friendliness  to  the 
business  interests  of  the  country,  which  is  encouraging 
to  a  degree.  It  was  Mr.  Peirce's  belief  that  the  Ameri- 
can newspaper  to-day  had  become  America's  greatest 
utility,  and  therefore,  to  paraphrase  Grover  Cleveland's 
celebrated  remark,  "The  position  of  the  editors  of  a 
newspaper  is  an  absolute  position  of  public  trust." 

The  Management  and  Public  Relations. 

In  continuing  Mr.  Peirce  said,  in  part:  "During  the 
last  decade,  which,  in  this  country,  has  been  one  of 
marvelous   growth,   the   individual    ownerships   of   our 


utilities  have  passed  over  to  corporations,  and  there  has 
resulted  an  unfortunate  attitude  on  the  part  of  the 
public  toward  the  street  railways  which  has  been  caused 
sometimes  by  the  unthinking  acts  of  mistaken  corpora- 
tion officials,  who  gave  the  impression  that  corporations 
were  not  human;  that  they  were  organized  under  the 
laws  mainly  to  evade  personal  responsibility,  and  that, 
having  accepted  the  acts  which  give  them  the  right  of 
incorporation,  they  set  themselves  up  as  greater  than 
the  people  from  whom  their  power  was  derived. 

"And  we  ofttimes  hear  it  said  that  the  attitude  of  a 
corporation  is  reflected  in  the  acts  of  its  officials.  I 
have  often  felt  that,  given  the  opportunity  of  getting 
upon  the  rear  platform  of  a  car,  I  could,  in  nine  cases 
out  of  ten,  tell  the  peculiar  characteristics  of  the  man- 
agement which  handles  that  property.  Being  a  new 
art,  in  many  cases  we  have  made  the  mistake  of  select- 
ing weak  men  for  managerial  positions.  It  has  been  no 
uncommon  thing  in  the  early  days  to  see  properties 
which  have  cost  hundreds  of  thousands  of  dollars  being 
managed  by  directorates  who  thought  they  were  wise 
in  hiring  men  at  very  low  salaries,  thinking  thereby  to 
save  money  for  the  benefit  of  their  enterprise.  But 
a  workman  is  always  worthy  of  his  hire,  and  you  only 
get  in  this  world  for  labor  return  exactly  what  you 
pay  for,  and  low-priced  men,  generally  speaking,  are 
able  to  give  only  a  low-priced  return. 

"In  the  evolution  of  all  forms  of  corporations  in  the 
last  decade,  there  has  been  a  tendency  to  do  away  with 
the  personality  of  the  active  agent  in  almost  every  in- 
stance. This  is  a  reaction  from  the  so-called  one-man 
control,  which  has  been  unpopular  from  the  belief  that 
has  crept  into  the  minds  of  the  American  people  that 
no  one  man  should  be  allowed,  under  our  democratic 
form  of  government,  to  exercise  such  abnormal  control. 
Yet  it  seems  to  me  that  this  works  to  destroy  the 
strength  of  the  corporation,  as  the  successes  of  most 
of  our  great  corporations  have  generally  been  made  un- 
der the  personal  magnetic  direction  of  a  single  mind. 

"The  tendency  has  been  toward  doing  away  with 
direct  responsibility  and  going  into  committee  manage- 
ment. But  it  is  a  well-known  saying  that  divided  re- 
sponsibility is  no  responsibility.  Committee  manage- 
ment in  many  cases  does  not,  and  cannot,  give  anything 
except  a  compromise  direction.  Of  course  we  know  that 
in  committee  work,  generally  speaking,  there  is  always 
a  strong  mind  which  dominates.  If  this  is  a  fact,  to  get 
properties  back  to  the  most  efficient  basis,  strong  men 
should  be  placed  at  the  helm,  and  if  they  are  not  strong 
emough  to  do  the  work  they  should  be  replaced  and 
others  appointed  who  are  able  and  will  produce  the  re- 
sults aimed  at. 

"In  corporation  growth  the  personality  of  the  active 
agent  and  the  potentiality  of  personality  have  seemingly 
been  lost  sight  of  by  the  various  authorities  who  pose 
as  organizers,  efficiency  engineers  and  students  of  so- 
called  'system.'  The  very  magnitude  of  our  American 
corporations  to-day  requires  positive  personalities  for 
efficient  direction.  In  the  street  railway  business 
especially,  unlike  the  other  utilities,  our  agents  are  in 
immediate  contact  with  the  community  every  hour  of 
the  day  and  night.  How  easy  it  is,  therefore,  for  our 
agents  to  create  a  wrong  impression  for  our  company 
by  some  little  act  or  statement." 

The  Problems  of  the  Industry 

Mr.  Peirce,  in  continuation,  said  that  the  ten  years 
which  ended  in  1905  were  the  banner  years  for  electric 
railway  extension.  Their  power  for  good  was  recog- 
nized by  the  people  and  their  promoters  received  every 
encouragement.  Since  that  time  the  situation  had 
changed  materially,  and  more  and  more  restrictions 
have  been  thrown  around  electric  railway  development. 


460 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  lo 


with  the  consequence  that  there  had  been  a  slackening 
and  in  some  communities  an  almost  total  cessation  of 
electric  railway  extension.  Those  in  the  electric  rail- 
way business  believe  that  if  the  public  knew,  as  the 
railway  men  know,  that  the  profits  are  not  exorbitant, 
and  in  fact  hardly  commensurate  with  the  risks  taken, 
there  would  be  fewer  such  restrictions. 

The  nickel  of  the  passenger  has  been  divided  into 
its  component  parts  according  to  the  uses  to  which  it  is 
put,  and  it  has  been  shown  that  1.68  cants  goes  into 
wages  of  employees;  0.97  cent  for  supplies;  0.74  cent 
for  interest;  0.56  cent  for  rent;  0.23  cent  for  taxes; 
0.21  cent  for  claims  of  damages;  0.16  cent  for  reserve 
funds;  0.14  cent  for  salaries,  and  0.31  cent  to  the  stock- 
holder. 

The  interest  of  the  supply  man  in  electric  railways 
is  very  marked,  as  it  is  the  nickel  of  the  passenger 
that  enables  electric  railways  to  live,  and  it  is  the  nickel 
of  the  passenger  that  enables  the  electric  railways  to 
buy  supplies.  When  the  flow  of  these  nickels  into  the 
pockets  of  electric  railway  companies  ceases,  or  is 
diminished,  the  life-blood  of  the  manufacturer  of  rail- 
way supplies  is  vitiated.  Hence,  the  manufacturers 
should  help  the  railways,  and  by  so  doing  they  are 
helping  not  only  the  interests  of  the  railways,  but  their 
own   interest. 

In  the  American  Electric  Railway  Association  there 
is  a  splendidly  equipped  and  most  potential  means  of 
securing  the  object  which  the  railway  men  and  the 
manufacturers  seek.  Through  its  committees  and  pub- 
lications and  numerous  other  channels,  it  is  battling, 
and  with  some  degree  of  success,  for  the  rehabilitation 
of  conditions  as  they  have  existed.  It  deserves  the  sup- 
port of  every  railway  man  and  of  every  manufacturer 
and  of  every  representative  of  a  manufacturer. 

In  conclusion  Mr.  Peirce  said,  "I  am  sorry  that  there 
is  no  more  intimate  way  in  which  it  can  be  designated 
than  by  the  somewhat  coldly  impersonal  term  of  'asso- 
ciation,' since  it  is  rather,  the  railway  man  and  the 
manufacturer  who  are  fighting  through  the  association 
than  it  is  that  the  association  in  itself  is  performing 
the  work.  It  is  our  organization,  gentlemen.  Its  suc- 
cess is  our  success;  its  failure,  if  such  a  thing  is  con- 
ceivable, would  be  our  failure.  And  I  trust  that  I  am 
not  pre-empting  the  prerogatives  of  my  fellows  in  the 
operating  field  when  I  urge  upon  you  the  duty,  not 
of  supporting  its  interests  by  your  co-operation  and 
enthusiasm,  but  of  supporting  your  interests  through 
this  instrument  which  stands  'ready  made'  for  your 
use." 


ADDRESS  OF  MATTHEW  C.  BRUSH 

In  his  address  on  Feb.  25  at  the  Central  Electric  Rail- 
way Association,  M.  C.  Brush,  second  vice-president 
Boston  Elevated  Railway  and  president  American  Elec- 
tric Railway  Transportation  &  Traffic  Association,  ex- 
plained that  he  had  been  requested  by  President  Allen 
of  the  American  Electric  Railway  Association  to  rep- 
resent him  at  the  meeting.  He  said  he  had  been  se- 
lected because  one  of  the  vice-presidents,  Mr.  Henry, 
was  a  member  of  the  Central  Electric  Railway  Associ- 
ation and  Mr.  Allen  felt  that  it  was  unfair  to  call  upon 
him  for  this  reason,  and  the  three  other  vice-presidents 
were  unable  to  attend.  Mr.  Allen  could  not  be  at  the 
meeting  on  account  of  an  expected  operation. 

Mr.  Brush  complimented  the  Central  Electric  Railway 
Association  on  its  membership  and  representative  char- 
acter. He  then  showed  the  growth  of  the  electric  rail- 
way industry  during  the  past  83  years  by  giving  some 
statistics  for  1882,  when  the  national  association  was 
organized,  and  at  the  present  time.     He  then  sketched 


briefly  the  work  being  undertaken  by  the  American 
Electric  Railway  Association,  mentioning  particularly 
the  committee  on  public  relations,  the  committee  on 
federal  relations,  the  bureau  of  fare  research,  the  joint 
committee  on  overhead  and  underground  line  construc- 
tion, the  committee  on  standard  classification  of  ac- 
counts of  the  Accountants'  Association,  the  committee 
on  standards  of  the  Engineering  Association,  the  board 
of  accident  prevention  and  the  association's  monthly  pub- 
lication. He  also  referred  to  the  mid-year  convention 
at  Washington,  which  he  said  was  the  most  successful 
winter  meeting  the  association  had  ever  had,  and  com- 
mended the  selection  of  Washington  instead  of  New 
York.  The  speaker  believed  that  the  publicity  which 
the  association  received  in  connection  with  this  meet- 
ing would  help  the  public  to  understand  some  of  the 
problems  of  the  railways.  Continuing,  he  said:  "The 
public  as  a  whole  is  fair,  but  the  great  difficulty  in  the 
past  has  been  that  the  public  has  not  understood  the  real 
facts  relating  to  the  conduct  of  the  transportation  busi- 
ness, for  which  misunderstanding  the  companies  them- 
selves are  in  a  measure  at  fault  for  not  having  earnestly 
endeavored  to  acquaint  the  public  with  the  facts. 

"Mr.  Allen  was  very  anxious  that  I  endeavor  to  con- 
vey to  you  his  thought  that  while  corporations  can  be 
members  of  the  associations,  the  corporations  them- 
selves cannot  do  anything  in  the  line  of  work.  The  work 
of  the  association,  like  all  their  work,  must  be  performed 
by  individuals.  Individual  effort,  or  the  efforts  of  three 
or  four  individuals,  would  produce  a  certain  amount  of 
work.  The  highest  efficiency,  therefore,  in  the  associa- 
tion work  is  produced  with  a  large  group  of  individuals, 
and  the  larger  the  group  the  higher  the  standard  of 
the  association  work.  Mr.  Allen  believes  that  the  associ- 
ation must  tell  the  story  of  the  electric  railway  industry 
to  the  world.  One  of  the  means  is  to  tell  those  engaged 
in  the  industry  what  the  story  is,  make  them  believe  in 
it  to  such  an  extent  that  they  will  tell  it  to  their  neigh- 
bor, to  the  butcher,  the  baker,  the  barber,  etc.  He  be- 
lieves that  the  majority  of  electric  railway  employees  to- 
day do  not  understand  what  the  real  story  is  and  what 
the  real  troubles  are.  Associations  like  the  Central 
Electric  Railway  Association,  co-operating  with  the 
American  Association,  can  be  of  great  value  to  the  in- 
dustry in  educating  the  men  now  depending  on  the  in- 
dustry for  their  bread  and  butter  to  the  true  story,  and 
then  having  them  go  forward  and  tell  it  to  the  world." 

In  conclusion,  Mr.  Brush  congratulated  the  companies 
in  the  Central  States  on  the  support  they  had  given  to 
the  national  association  and  on  the  services  which  repre- 
sentatives from  that  section  had  rendered  to  the  national 
association.  He  then  made  a  plea  for  continued  support 
of  the  association  from  all  present. 


ANNUAL  REPORT  OF  CHAIRMAN  OF  THE  CEN- 
TRAL ELECTRIC  TRAFFIC  ASSOCIATION 

BY    A.    L.    NEEREAMER 

During  the  year  ended  Dec.  31,  1914,  your  association 
has  held  eleven  meetings,  all  of  which  have  been  well 
attended  and  as  a  result  a  great  deal  of  good  work  has 
been  accomplished.  Of  the  membership  of  the  Central 
Electric  Trafllic  Association,  forty-seven  lines  represent- 
ing 3626  miles,  participate  in  tariffs  and  other  publi- 
cations of  our  association.  This  is  an  increase  of  one 
line  and  57  miles  over  the  previous  year.  Joint  and 
local  baggage  tariff  No.  8,  participated  in  by  forty-three 
lines  and  cancelling  joint  and  local  baggage  tariff  No.  7. 
was  issued  Aug.  14,  1914.  This  is  the  second  issue  of 
this  tariff  during  the  year. 

The  interchangeable  1000-m.ile  ticket  is  now  partici- 
pated in  by  thirty-one  lines  representing  2868  miles,  as 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


461 


shown  by  joint  passenger  tariff  No.  13,  issued  Sept.  24, 
1914,  an  increase  of  one  line  and  76  miles  over  the  year 
preceding.  This  ticket  appears  to  grow  in  popularity 
as  6000  tickets  were  ordered  and  placed  in  the  hands 
of  the  agents  during  the  year  past,  making  in  round 
numbers  28,000  tickets  ordered  since  its  inception,  or 
an  average  of  more  than  4200  per  annum. 

The  official  classification  is  filed  by  the  chairman  for 
thirty-nine  member  lines,  an  increase  of  one  over  the 
year  preceding.  There  has  been  only  one  issue  of  the 
official  classification  during  the  year,  but  that  publica- 
tion now  has  ten  supplements,  and  from  present  indi- 
cations it  will  be  reissued  about  July  1,  1915,  with  quite 
a  number  of  very  important  changes  in  its  construction. 

In  September,  joint  passenger  tariff  No.  14,  which  is 
a  reissue  of  joint  passenger  tariff  No.  6,  was  placed  in 
the  hands  of  the  member  lines.  This  publication  is  par- 
ticipated in  by  thirty-seven  of  the  member  lines,  and 
when  the  present  supplement,  which  is  now  in  the 
course  of  compilation,  is  completed,  two  additional  lines 
will  be  added. 

Joint  freight  tariff  No.  10,  participated  in  by  thirty- 
eight  lines,  covering  exceptions  to  official  classification, 
is  now  about  ready  to  be  placed  in  the  hands  of  our 
member  companies.  This  tariff  cancels  joint  freight 
tariff  No.  8,  which  was  issued  March  31,  1914. 

The  committee  having  in  charge  the  basis  of  uniform 
class  rates  has  been  working  diligently  on  this  subject, 
and  the  information  collected  by  them  will  be  of  great 
value  to  us. 

The  official  interurban  map  is  now  in  the  hands  of  the 
map  makers,  being  revised,  and  when  finished  will  be 
complete  and  up  to  date.  An  index  of  all  cities  and 
towns  will  be  printed  on  the  back,  thereby  making  it  of 
greater  value  to  the  traveling  public.  The  committee 
having  this  in  charge  devoted  considerable  time  to  se- 
curing the  necessary  data. 

In  a  paper  read  before  the  parent  body  at  the  meeting 
held  in  Toledo  last  June,  your  chairman  referred  to 
"intangible  benefits"  derived  from  the  association  by 
its  members.  The  past  year  is  one  in  which  this  has 
been  more  perceptible  than  any  period  during  the  life 
of  the  association. 

The  past  year  has  been  fraught  with  great  activities 
as  well  as  being  one  of  progression  and,  notwithstand- 
ing the  depressed  financial  condition,  of  success  to  the 
association.  This  success  and  the  results  achieved  is 
due  to  the  co-operation  of  the  members  and  the  valuable 
assistance  given  by  members — individually  and  collec- 
tively— as  well  as  the  various  committees  (all  of  which 
have  been  active  and  energetic)  to  the  chairman  in  the 
discharge  of  his  duties.  And  for  that  support  he  now 
extends  his  heart-felt  thanks.  The  display  of  the  same 
spirit  and  loyal  co-operation  during  the  coming  year 
will  achieve  greater  and  more  valuable  results,  as  well 
as  extend  the  scope  of  the  association. 


Legal  Aspects  of  Accidents 

At  a  recent  meeting  of  the  Washington  Railway  & 
Electric  Company  section  of  the  American  Electric  Rail- 
way Association,  George  P.  Hoover,  attorney  for  the 
company,  presented  the  attorney's  view  of  the  accident 
question.  He  contrasted  the  old  and  the  new  conditions 
in  regard  to  the  attitude  of  the  courts  toward  respon- 
sibility for  accidents  and  explained  how  the  work  of 
the  trial  attorney  can  be  lightened  through  co-operation. 

Mr.  Hoover  quoted  an  early  accident  report  as  fol- 
lows: "On  trip,  north  bound,  at  4V'2  and  Mis- 
souri Avenue,  Chinaman  jumped  off  car  and  fell; 
couldn't  get  his  name;  chased  him  two  squares  and 
couldn't  catch   him."      Mr.   Hoover   said   that   accident 


reports  in  the  early  days  were  written  principally  upon 
the  backs  of  transfers.  People  at  that  time  had  not 
become  so  enlightened  upon  the  subject  of  suing  for 
damages,  lawyers  were  not  so  active  in  the  prosecution 
of  claims  against  railroads,  and  doctors  had  not  become 
so  proficient  in  the  discovery  of  the  various  ailments 
which  are  now  attributed  very  largely  to  accidents  on 
railroads. 

In  the  early  days  it  was  easy  for  the  railroad  to  win 
accident  cases  because  the  courts  held  that  if  it  ap- 
peared that  the  person  injured  had  failed  to  look  out 
for  approaching  cars,  as  a  matter  of  law  he  was  guilty 
of  contributory  negligence  even  if  the  employees  of 
the  company  were  negligent  in  the  operation  of  the 
cars.  Under  such  circumstances  the  courts  did  not  un- 
dertake to  measure  the  degree  of  negligence  on  the  one 
hand  or  the  other.  During  the  past  few  years  the  courts 
have  adopted  what  is  commonly  termed  the  "human- 
itarian doctrine"  or  the  "doctrine  of  last  chance."  In 
simple  language,  this  means  that  even  though  the  man 
who  sustains  the  injury  has  himself  not  exercised  the 
degree  of  care  which  is  imposed  upon  him  by  the  law 
and  by  his  own  carelessness  has  placed  himself  in  a 
position  of  peril,  nevertheless,  if  the  motorman  of  the 
car  by  the  exercise  of  reasonable  care  could  have  seen 
him  in  a  position  of  peril  and  then  by  the  exercise  of 
ordinary  care  could  have  stopped  the  car  in  time  to 
avoid  the  accident,  the  company  is  liable  to  the  man 
injured.  The  courts  have  practically  nullified  the  doc- 
trine of  contributory  negligence  in  this  class  of  cases. 

There  is  also  a  variation  in  the  law  itself  and  in  the 
enunciations  of  the  principles  of  the  law  which  make 
it  more  difficult  for  railroad  companies  to  win  their 
cases  in  court  and  more  important  for  the  railway  to 
prevent  accidents,  and  in  those  which  cannot  be  pre- 
vented to  secure  as  many  witnesses  as  possible,  and  to 
make  observations  as  to  its  exact  location.  A  com- 
pany's attorneys,  even  after  investigation  of  an  accident 
by  the  claim  department,  sometimes  have  difficulty  in 
determining  the  nature  of  the  charge  which  is  to  be 
presented  against  the  company  upon  the  trial  of  the 
case.  Hence  any  statement  by  the  plaintiff  made  before 
the  trial  of  how  the  accident  occurred,  or  how  he  claims 
the  accident  occurred,  is  valuable.  As  the  claimant  may 
deny  or  correct  this  statement  in  court,  other  testimony 
should  be  secured. 

Mr.  Hoover  showsd  that  the  operating  department  is 
primarily  charged  with  the  responsibility  for  keeping 
the  road  open  and  the  public  is  primarily  interested  in 
being  transported  to  their  destinations,  and  not  in  help- 
ing to  secure  the  names  of  witnesses.  Further,  the  use 
of  a  curtain  behind  the  motorman  often  makes  it  diffi- 
cult for  passengers  to  see  an  accident.  But  a  system- 
atic investigation  by  the  company's  representative  fre- 
quently secures  the  names  of  people  who  have  seen  the 
accident,  and  this  is  the  only  means  by  which  the  com- 
pany can  defend  itself  against  claims.  The  names  of 
witnesses  should  be  secured  even  if  an  accident  appears 
trivial  at  the  time,  for  a  slightly  injured  person  may 
later  have  an  exaggerated  idea  of  his  injury  and  may 
decide  to  present  a  claim. 

In  conclusion  the  speaker  instanced  a  number  of 
classes  of  accidents  which  are  very  difficult  to  defend, 
particularly  those  due  to  persons  crossing  behind  a  car 
which  is  passing  another  at  a  high  rate  of  speed,  to  the 
swinging  of  the  rear  end  of  double  truck  cars,  to  unsafe 
or  improperly  located  platforms,  to  icy  platforms  and 
steps,  etc.  Finally  he  urged  the  managements  of  elec- 
tric railways  to  impress  upon  employees  the  necessity 
for  avoiding  accidents  and  to  commend  them  for  prompt 
action  when  accidents  occur. 


46ii 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


Syndicated  Anti- Railway  News 

An  Account  of    How    Some    Daily    Newspapers    Get    Their    "News" — Anti-Railway    Material    Send   Out    as 

"Features"  for  Local  Paper  Reproduction 


Those  who  are  not  acquainted  with  the  methods  fol- 
lowed by  daily  newspapers  in  securing  the  material 
which  they  print  in  their  pages  have  little  idea  of  the 
great  variety  of  sources  from  which  news  comes.  Many 
readers  believe  that  practically  all  the  matter  printed  in 
a  daily  paper,  except  that  received  from  the  associated  or 
other  news  bureaus  by  wire  and  the  advertisements,  is 
originated  in  the  editorial  office  of  the  daily  paper.  By 
inference  they  apply  this  same  deduction  to  editorial 
articles,  local  news,  cartoons,  the  joke  columns,  the  book 
reviews,  the  society  column  and  so  on.  This  is  as  far 
from  the  facts  as  would  be  the  conclusion  of  the  man  in 
the  street  that  a  railway  company  manufactured  all  of 


subject  apropos  of  nothing.  The  answer  may  be  that  the 
newspaper  is  a  subscriber  to  some  national  bureau  which 
is  sending  out  news  or  "feature"  material  of  this  partic- 
ular kind  at  this  particular  time.  The  article,  when 
received  by  the  local  daily  paper,  may  be  changed  around 
somewhat  to  give  it  local  color,  but  the  idea  and  central 
thought  are  not  that  of  the  local  editor  at  all.  Very 
often  the  pictures  used  to  illustrate  the  article  are 
syndicated. 

The  local  editor  is  protected  as  regards  the  "news" 
feature  because  he  knows  that  the  national  bureau  does 
not  sell  to  more  than  one  paper  in  a  city,  and  to  the  local 
editor  it  makes  very  little  difference  if  the  same  ma- 


"i4ny  City  Can  Profit  in  Jitney  Bus  Business^ 

TRANSPORTATION  EXPERT  DECLARES  MUNICIPAL  JITNEY  BUS  UNES  WILL  SOLVE  STREET  CAR  EVIL  AND  SHOW 

A  PROFIT. 


BY  J.  BRADLEY  SMOLLEN 

MtoS  HpecUL 

CHICAGO.  Feb.  0. — "Wheo  gigantic  tractton  corporations,  secure 
Id  the  poBsesaion  of  cast  iron  franchises,  abuse  their  privileges  by 
furnlshtng  Inadequate  service, 
then  It  ts  time  for  the  municipal- 
ity to  step  In  and  comitete  with 
tliem.  And  it  can  compete  with 
them — and  make  money  I" 

That  is  the  conviction  of  Al- 
derman Eugene  Blocli,  chairman 
of  the  committee  on  local  trans- 
portation of  the  Chicago  city 
council,  father  of  the  movement 
;o  establish  a  system  of  city- 
uwDed  "Jitney  buses." 

Block  has  Just  proponed  that 

the  city  set  aside  $300,000  to  es- 

^^^  tablish  the  nucleus  of  a  city-wide 

t'MJP^"*    ^  ^1^  series     of     flve-cent     auto     buses 

^H^^^^Ji  ^W^  ^^^    solve    tbe    traction    problem 

^^^^^^r^     *tlfm0*  ^'^*t   subway-less  Chicago   ts  con- 

^H^ra^^'  'ill0  ilnually   compelted   to   bear. 

^^BHwL^  He  Is  very  much  a  Jitney  bus 

,«^  ^^■BK^    .^'"X      k       '""    where    municipal    ownership 

0\  ^^^^^.W     wtfj       "'  '^^  vehicles  Is  concerned;   and 

\  m   ^K/g^    UHg       just  as  pronounced  In  hia  opposl- 

\  m  ^^^^^ /^  XB      ^^°^  '°  ^^^  privately  owned  cars. 

\         M  ^^^^r/  He's   out  to   create   bettf-r   public 

x*,,^^  W^^\y^  service  conditions  and  will  accept 

^*'**^°*''ft*  "*'  ***"  measures. 

HrXJjfene    £>Lock  ^®   proved    his   sincerity   the 

(^  other  day.      A   sample  jitney   bus 

rolled  up  to  the*  city  iiall  and 
aldermen  and  other  city  employes  were  Invited  to  Uke  a  lest  ride. 
Block,  naturally  by  virtue  of  his  iKwltion  was  the  recipient  of  a  special 
reo.u«at. 


/^k.'i 


JITNEYS  ROUT  NEW  ORLEANS  TROLLEYS; 

BRING  3-CENT  FARE  TO  THOUSANDS 

OF  SCHOOL  CHILDREN. 


Hl>«cliU   forrespoiidence. 

NEW  ORLEANS.  La.,  Feb.  00. — "All  aboard!  No  strap- 
baiiKlng!"  cries  Dan  Feltel,  head  ol  the  New  Orleans  Jltoey- 
uiDbile  company,  JUBt  establtabed. 

"Plenty  of  seats  now,"  echoes  the  car  company. 

"Three  cent  fare  for  school  children!"  rfltorta  the  "Jitney" 
man. 

The  railway  company  hasn't  yet  answered  the  three-cent 
try  of  the  "jitneys." 

The  Jitneys  have  gone  the  railway's  company  one  better, 
but  the  betting  for  Mr  .and  Mrs.  Public's  patronage  still  Is  on! 

In  the  meantime,  with  competition  keen,  thousands  are  rid- 
ing to  and  from  work  in  Jitneys  de  luxe  and  others  are  "Joy- 
riding;" about  New  Orleans  in  them. 

For  months  past  the  city,  led  by  Mayor  Martin  liehrman. 
has  been  hot  and  fast  after  the  railway  company  to  get  more 
cars  and  better  schedules,  hoping  against  hope  to  afftwd  aome 
relief  for  the  countless  straphangers. 

Promises  galore  were  made  by  the  company. 

But,  were  they  carried  out? 
Not  until  the  "Jitneys"  came  along! 

Now,  however,  in  desperation  the  car  company  is  trying  to 
get  hack  the  straphangera'  patronage,  grabbed  by  the  "Jitneys." 
Great,  big  cars  are  being  hurriedly  placed  In  operation— the  type 


SYNDICATED    ANTI-RAILWAY    "NEWS" — TWO    "SPECIALS"  DIRECTED  TO  EDITORS  BOOMING  THE  JITNEY  BUS 


its  cars,  trucks,  motors,  over-head  equipment  and  power 
station  equipment  in  its  own  shops. 

Practically  no  newspaper  could  afford  the  force  to 
prepare  in  its  own  office  all  of  the  material  which  ap- 
pears in  its  columns,  and  the  smaller  the  city,  the  more 
the  daily  paper  has  to  depend  on  outside  sources  for 
its  material.  The  result  is  that  there  is  a  large  number 
of  bureaus  of  national  scope  which  supply  all  classes  of 
information  to  daily  papers,  syndicating  it  so  that  the 
cost  of  the  service  for  each  paper  is  comparatively 
small.  These  services  include  practically  anything  that 
an  editor  may  think  a  considerable  number  of  his  read- 
ers might  want,  that  is  to  say,  society  news,  sporting 
news,  literary  news,  comic  pictures,  political  gossip, 
travelogues  and  even  "plate  material,"  which  is  matter 
already  stereotyped  so  that  the  local  editor  does  not  even 
have  to  set  it. 

This  explanation  may  be  of  help  to  a  reader  in  ex- 
plaining why  his  local  daily  paper  may  take  up  a  certain 


erial  does  appear  at  the  same  time  in  other  papers  in 
other  cities. 

Anti-Electric  Railway  Campaign 

The  Electric  Railway  Journal  has  had  drawn  to  its 
attention  some  syndicated  material  of  this  kind  which 
has  recently  been  sent  out  to  daily  papers  by  a  news- 
paper publicity  bureau,  together  with  the  "mats,"  or 
matrices,  required  for  the  illustrations.  •  Three  of  these 
are  reproduced  herewith.  The  interest  to  electric  rail- 
way companies  lies,  of  course,  in  the  fact  that  this  par- 
ticular bureau,  having  exhausted  other  subjects  which  it 
thinks  of  live  interest,  is  suggesting  an  attack  on  local 
railway  companies  as  a  means  of  "winning  new  readers." 
The  note  to  the  editors  on  the  reproduction  on  page  463 
is  particularly  significant.  The  rank  injustice  inflicted  on 
the  local  company  or  the  immorality  of  attacking  a  legiti- 
mate business  enterprise  without  cause  does  not  seem 
to  have  occurred  to  the  news  bureau.    This  month  it  is 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


463 


the  railway  company.  Next  month  it  may  be  some  other 
interest  or  enterprise.  And  during  the  excitement  pro- 
duced by  the  jitney  bus  movement,  it  is  possible  that 
other  concerns  of  this  kind  will  utilize  all  sorts  of  muck- 
raking material  on  this  subject.  How  little  regard  may 
be  shown  for  facts  is  fairly  well  indicated  by  the  article 
headed  "Any  City  Can  Profit  in  the  Jitney  Bus  Busi- 
ness." 

To  just  what  extent  this  material  has  been  published 
by  daily  papers  in  this  country  the  Electric  Railway 
Journal  is  unable  to  say.     The  bureau  in  question  is 


Straphangers  Start  War  on  Rotten  Gar 

Service— Demand  Seats,  Clean 

Air  and  Warm  Cars. 

SECOND  OTY  JOINS  NATION'S  FIGHT  ON  HOGGING  CORPORATIONS;  PEO- 
PLE OUT  TO  CLEAN  UP  EVILS  OF  STRAPHANGING,  IRREGULAR  SERV- 
ICE. COLD  CARS  AND  CONDUCTORS  WHO  "BUST  YOU  ON  THE  JAW." 


MOTE  TO  EDITORS: 

Why  not  ^et  your  gwo 
stnphiin^ra  Btarteo.  ok 
thi*  better  car  service 
thing?  One  Chicago 
paper  Is  getting  fine  ac- 
tion -vith  its'  campaign 
and  certainly  winning 
new  readers.  luat  give 
voar  people  a  chance  to 
write  you  letters  kicking 
on  the  car  «rvice  in 
voar  town  and  they'll 
find  plenty  of  things  to 
kick  about  You  can 
condense  their  letUrs 
and  carry  the  main  com- 
plaint in  a  nentence  or 
Iwo.  N.  E.  A. 


CmCACO-S  SARDim  SYSTEM. 


Mali  roiT*HiicinrtCT>r*' 

CHICAGO,  111^.  iuii  00  — 
Tlie  man  la  ntftiidlDii  on  the  cor- 
ner He  l>  waiting  for  a  car  Poor 
boob.  One  whiue*  put.  Theo 
another.  The  cltlieo  bOBlna  Up 
lt«t  exaciMrBtad.  Hla  te«t  are 
rold  aiid  till  head  bot. 

Flftwn  mlnutei  -later  anotber 
car  comeit  dashlni  alontc  In  d«<- 
peratlOB  the  would-be  pa>Mt)(«r 
■tatids  In  the  middle  of  ih»  trBi-k 
and  delermlDedly  holdi  hli 
(round  The  speeding  .car  atops 
with  a  Jolt  two  yard«  away  The 
man  runs  around  to  the  rear,  but 
the  car.  with  a  "ta(.  roar  It" 
abandon.  eUrta  olt  quickly  ud 
the  cltliens  oTer-anilety  I"  pan 
with  6  cenU  coaU  blm  a  fall     In 

^  But  here  come  more  car»— lota 
of  them.  Orer  the  tame  spot 
where  only  three  cars  pused  In 
half  an  hour  a  doten  now  paaa  In 
half  a  minute.  The  Irritated  cltl- 
rrn  boards  the  firal  one.  crowded 
to  tha  guard),  and  clings  on  the 
back  itep. 

Tb*  e«nductor,  a  btg  burly  fel- 
low, la  threateolng  a  paaaeoger 
with  a  "bust  In  the  Jaw"  when 
ih*  rar  <Mimei  to  s  audden  stop 
The  oae  ahead  haa  hit  a  woman 
■nd  a  crowd  haa  gathero>t. 

"Ixiok  o«it  for  Ihe  'gr*T' 
irbaiM.-  Call  the  pollre,"  ad- 
nHMlahP*  a  paMcoe^  who 
ha*  MieB  Ui«  traction  rom- 
paay**'  famoita— no.  infaim- 
(lua-^-lalm     department     ta 

Dut  hardly  doe*  ne  ipeah  the 
n'orda  before  a  ipeedlnit  cloud- 
Folored  auto  ambuUnr«  eomea 
around  the  corner.  The  ancon- 
aeloui  woman  la  loaded  fn  and 
rarrled  off  to  a  hpspital,  ber 
whereabouta  to  be  nnknown  to 
relatlvea  or  trtenda  until  the  baa 
been  bullied  lotto  accepting  a 
•mall  eaab  amount  for  her  In- 
]url«i  and  rellnqulablnc  all 
ri«hla   to   aue   the  corporation. 

nat  la  what  the  traettoa  com- 
paalM  of  Cfakxa  "«  imUtOmt  m 


the  public  and  uylug  to  make  th* 
public  like  it,  according  to  the 
complaints     flled      by        dltguated 

The  faet  remains  Ihal  Clil- 
caKo,  tb«'*ecoD<l  city  of  th« 
I'nlted  Stale«.  U  harlng  the 
kind  of  (rouble  with  Its  strevt 
«*r  service  that  would  not  b* 
tolerated  In  any  other  city  of 
the  world! 

Cara  run  irregularly  and  alm- 
leaily.  They  do  not  even  main- 
tain the  same  routes  Entering  the 
loop  One  cannot  tell  where  a 
car  is  going  to  take  him  half  pt 
the  time.  It  la  either  that  or  be- 
ing ordered  off  half  way  down- 
town wltli  the  words.  "Par  as  we 


ISO  jienons  |ir«  rmwdeil  ln(n 
a  trolley  that  kmIh  40,  ac- 
cording tu  reporta  o»  Ble  In 
I  lie  health  department. 

Only  a  feu-  days  ago  a 
woman  was  pushed  off  ■ 
crowded  hark  plalform  and, 
bHog  rtwiied  tit  a  hiMpltal, 
fin*e  blrtfi  to  her  f hlld  pre 
malnrely,  the  phyalclanH  hkM. 
Persons  residing   In     the     out- 


'b'rts  suffer  the  moil.  Cars  run 
Infrequently  and  theh  usually  only 
part  way.  neceaaltatlng  a  long 
wail  at  some  cold  tranater  corner 
Woe  to  the  cltlien  wUo  triei  lo 
catch  [he  '"owl  ear."  He  uaually 
uigs  up  from  tl.GO  to  t!>  (or  a 
tail  Tide  home.  Taxi  driver*  fol- 
low the  las:  cara  on  vartoua  lines 
and  the  motormen  obligingly 
pass  LP  the  belated  clllcens.  It  la 
aatd,,  .One  laxl  driver  admitted 
he  picked  up  fifteen  fare*  In  one 
night  In   till*   manner. 

Chh-aco  Kireet  car  Mn- 
ployea  have  won  a  repute- 
tloB  for  their  ronchMCw  and 
Insolence.  This  could  not 
r<^tUt  unleaa  a*  a  reOeclkMi 
of  the  rompMiy'e  ajrtMn — 
that  of  obtaining  rooxh  and 
Inaolent  hrlp.  It  I*  notable 
iftai  no  small  men  erxr  crt 
•  urh  Job*.  Thry  are  all  hl«, 
honk):   feUoirs. 

Now  CblcaKO  I*  dl*gust»d  with 
II*  car  tervke  And  li  take* 
fcomrt.hing  lo  gel  a  Chicago  strap- 
hanger dieguated  But  the  na- 
ilon-wlde  flghl  on  hogging  public 
B' rvlce  corporations  has  reached 
this  city  and  the  cltliens  promlM 
n  day  of  reckoning  for  the  «re« 
car  lompany 


CHICAGO,  JAN.  4. 


SYNDICATED  ANTI-RAILWAY  "NEWS" — CIRCULAR  IN  WHICH 

EDITORS   ARE   URGED  TO   START   A   CAMPAIGN 

AGAINST  "ROTTEN  CAR  SERVICE" 

said  to  issue  from  five  to  eight  pages  of  newspaper  ma- 
terial with  illustrations  in  mat  form  every  day  from  its 
central  office,  as  well  as  additional  material  from  two 
other  offices  which  it  has  in  other  parts  of  the  country. 
If  the  usual  course  is  followed,  the  matter  prepared  by 
this  syndicate  will  be  offered  to  every  newspaper  in  the 
country  that  is  a  possible  purchaser.  This  matter  car- 
ries in  one  of  its  headlines  the  declaration  that  strap- 
hangers are  starting  a  war  on  "rotten  car  service." 
No  particular  city's  car  service  could  have  been  in 
mind  when  this  head  was  written.    It  is  merely  a  cheaply 


multiplied  and  broad-coated  libel  offered  at  a  trifling 
sum  per  column  in  the  hope  that  some  editor  too  feeble 
minded  to  think  for  himself  will  use  the  copy.  The  case 
would  be  much  the  same  if  a  newspaper  syndicate 
offered  a  story  headed  "Mothers  Start  War  on  Clerical 
Child  Poisoners." 

The  attempt  to  capitalize  in  the  cheapest  form  a  pre- 
conceived animosity  toward  city  transportation  compan- 
ies might  easily  have  been  the  text  for  another  para- 
graph in  President  Hadley's  article  in  the  February 
North  American  Review  under  the  title  "The  Organiza- 
tion of  Public  Opinion."  As  it  is,  the  following  sen- 
tences, should  they  come  to  the  eye  of  the  railway  bait- 
ing syndicate  or  of  newspaper  editors,  will  not  seem  un- 
germane  to  the  subject  here  discussed: 

"A  man  who  desires  to  make  his  newspaper  popular 
is  under  a  constant  temptation  to  cater  to  the  prejudices 
of  his  public.  Without  actually  making  grave  mis-state- 
ments he  can  print  the  facts  which  they  like  in  large 
type  and  suppress  or  relegate  to  the  obscure  columns 
the  facts  which  they  do  not  like.  Under  these  circum- 
stances their  judgment  is  distorted  and  their  precon- 
ceived opinions  confirmed,  until  they  become  incapable 
of  weighing  the  real  evidence  on  which  their  political 
action  ought  to  be  based.  If  another  paper  tries  to 
furnish  them  with  the  true  facts,  they  do  not  believe  it. 
They  are  accessible  only  to  the  kind  of  evidence  that 
their  particular  journal  prefers  to  furnish." 


The  Red  Book 

The  McGraw  Publishing  Company,  Inc.,  will  not  here- 
after issue  the  McGraw  Electric  Railway  Manual,  com- 
monly called  "The  Red  Book."  When  publication  of  this 
manual  was  begun  in  1894,  very  few  electric  railway 
companies  published  annual  reports,  and  there  was  no 
place  where  the  financial  statistics  of  these  companies 
could  be  obtained  except  for  the  roads  of  about  six 
states  in  which  the  reports  of  railroad  commissions 
were  published. 

This  condition  has  now  changed.  A  sense  of  the  im- 
portance of  making  such  statistics  available  has  led  most 
companies  to  issue  annual  reports  in  a  form  available  to 
the  investor.  Elaborate  statistics  also  are  published  by 
regulatory  commissions  in  nearly  every  state.  Again, 
at  least  three  financial  manuals  devoted  originally  to 
steam  railroad  securities  now  include  statistics  of  elec- 
tric railway  companies.  A  further  publication  of  the 
Red  Book  would  therefore  seem  largely  to  duplicate 
the  reports  being  made  by  the  electric  railway  companies 
and  others. 


Consular  Recommendations  on  South 
American  Trade 

That  the  United  States  has  in  the  last  few  years  been 
making  steady  advances  in  the  markets  of  the  various 
South  American  countries  is  plainly  brought  out  in  a 
publication  just  issued  by  the  Bureau  of  Foreign  and 
Domestic  Commerce,  of  the  Department  of  Commerce, 
entitled  "Consular  Recommendations  in  South  American 
Trade."  Consular  recommendations  are  well  summar- 
ized in  a  report  from  Rosario,  Argentina,  which  states 
that  the  principal  factors  in  extending  American  trade 
may  be  included  under  five  heads :  Investment  of  Amer- 
ican capital,  steamship  facilities,  credits,  direct  personal 
effort,  and  willingness  on  the  part  of  American  manu- 
facturers to  comply  with  local  requirements.  The  first 
two  of  these  points  have  been  thoroughly  discussed  in 
the  press  and  in  official  publications,  and  steps  have 
been  and  are  being  taken  to  provide  the  missing 
facilities. 


464 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


Twentieth  Quarterly  Meeting  of  N.  Y.  E.  R.  A. 

At    the  Lake   George    Meeting,    Held   March   2    and   3,    the  Main    Topics  Discussed    Were    Maintenance    and 

Fare  Collection 


The  twentieth  quarterly  meeting  of  the  New  York 
Electric  Railway  Association  was  held  at  the  Fort  Wil- 
liam Henry  Hotel,  Lake  George,  on  March  2  and  3,  with 
President  James  F.  Hamilton,  Schenectady,  in  the  chair. 
The  meeting  opened  with  a  banquet  on  Tuesday  evening, 
attended  by  104  persons,  and  the  formal  proceedings 
were  confined  to  a  Sy^-hour  session  held  on  Wednesday 
morning.  The  latter  was  preceded  by  a  meeting  of  the 
executive  committee. 

The  Banquet 

The  banquet  toast  list  was  prepared  with  a  view  to 
giving  the  railway  men  the  point  of  view  of  the  outsider 
as  far  as  possible.  In  introducing  the  speakers  Mr. 
Hamilton  compared  the  association  to  a  school  which 
comprises  both  teachers  and  students.  Several  speakers 
took  a  cue  from  this  and  made  reference  to  education 
in  its  relation  to  railway  work. 

James  O.  Carr,  counsel  for  the  General  Electric  Com- 
pany, explained  the  relation  of  the  lawyer  to  the  public 
service  corporation,  which  includes,  he  thinks,  the  func- 
tion of  helping  his  employer  to  comply  with  the  law  and 
not  to  evade  it.  J.  Teller  Schoolcraft,  mayor  of  Sche- 
nectady, told  a  string  of  stories  designed  to  show  the 
pleasant  relation  existing  between  the  officials  of  that 
«ity  and  the  railway.  He  concluded  with  a  poem  "Mak- 
ing Your  Dreams  Come  True,"  which  expressed  the  re- 
lation of  the  track  worker  to  the  railway  official  from 
the  former's  standpoint.  C.  S.  Sims,  vice-president  and 
general  manager  D.  &  H.  Railroad,  emphasized  the  un- 
satisfactory financial  condition  of  electric  railway  prop- 
erties and  urged  the  companies  to  work  primarily  to 
secure  fare  rate  increase.  N.  I.  Schemerhorn,  a  mer- 
chant of  Schenectady;  Rev.  C.  B.  McGill,  a  Presby- 
terian clergyman  of  the  same  city;  Harlow  C.  Clark, 
representing  the  American  Electric  Railway  Associa- 
tion, and  Elmer  J.  West,  president  of  the  Chamber  of 
Commerce  of  Glens  Falls,  also  spoke.  Mr.  McGill  gave 
a  condensed  history  of  invention  in  this  country  and 
its  relation  to  electric  railway  development  and  Mr. 
Clark  showed  briefly  the  identity  of  the  railway  men 
present  and  the  national  association.  Mr.  West,  who  is 
also  vice-president  of  the  Adirondack  Electric  Power 
Corporation,  spoke  from  the  standpoint  of  a  civic  body 
which  has  taken  a  reasonable  attitude  in  the  recent  agi- 
tation against  the  D.  &  H.  Railroad.  He  said  that  the 
■corporation  needs  friends  in  these  days  but  the  corpora- 
tion is  not  free  from  blame  for  the  present  condition. 

Wednesday's  Session 

The  main  session  of  the  meeting  was  devoted  to  three 
topics:  "What  the  New  York  Electric  Railway  Associa- 
tion Can  Do  For  Me,"  "Collection  and  Registration  of 
City  and  Interurban  Fares,"  and  "What  Constitutes 
Good  and  Sufficient  Maintenance?" 

In  opening  the  discussion  on  the  first  topic  Mr.  Ham- 
ilton outlined  the  manner  in  which  the  program  had  been 
prepared.  As  the  association  is  made  up  of  individuals, 
each  must  take  advantage  of  the  opportunities  which  it 
affords.  There  followed  what  might  be  termed  an  "ex- 
perience meeting,"  opened  by  C.  J.  Witherwax,  passen- 
ger agent  Schenectady  Railway  Company.  He  defined 
the  purpose  of  the  association,  which  is  to  discuss  topics 
of  every-day  practical  iise.    The  educational  function  is 


prominent,  and  even  if  a  particular  discussion  is  not 
exactly  along  the  line  of  one's  everyday  work  it  is  im- 
portant in  promoting  interdepartmental  sympathy.  The 
association  can  help  in  developing  a  higher  grade  of 
ability  necessary  to  success.  W.  H.  Hyland,  claim  agent 
Fonda,  Johnstown  &  Gloversville  Railroad,  thought  that 
the  banquet  benefits  him  most,  as  the  speeches  reflect 
the  experience  of  important  men.  The  "personality"  of 
the  meetings,  that  indefinable  something  which  results 
in  "liking  the  fellows"  is  also  important. 

C.  H.  Smith,  assistant  general  manager  United  Trac- 
tion Company,  Albany,  took  another  "tack"  in  urging 
that  railway  income  must  be  increased  and  that  the  as- 
sociation should  secure  legislation  permitting  charging 
for  transfers.  Coming  back  to  the  course  previously 
marked  out,  B.  Penoyer,  engineer  maintenance  of  way, 
and  C.  J.  MacAleer,  claim  agent,  Schenectady  Railway, 
and  C.  F.  Hewitt,  general  manager  United  Traction 
Company,  reinforced  the  claims  of  earlier  speakers  re- 
garding the  value  of  the  meetings. 

Harlow  C.  Clark,  New  York,  started  the  meeting  off 
on  another  "tack"  by  using  the  jitney  bus  situation  to 
illustrate  the  lines  of  cleavage  of  national  and  state  as- 
sociation work.  Mr.  Hewitt  followed  with  the  statement 
that  these  bus  lines  must  be  kept  within  the  jurisdic- 
tion of  the  public  service  commissions.  J.  E.  Hewes, 
general  manager  Albany  Southern  Railroad,  gave  fresh 
information  showing  the  injustice  of  the  present  terms 
of  competition,  illustrating  by  a  case  in  which  a  bus 
line  has  an  exclusive  franchise  to  use  a  state  highway 
under  practically  no  restrictions.  He  believes  that  buses 
on  state  highways  should  obey  crossing  laws.  He  urged 
the  association  to  secure  legislation  to  that  effect  and 
also  to  make  failure  to  register  fares,  on  a  conductor's 
part,  prima  facie  evidence  of  theft.  He  gave  amusing 
instances  of  how  railway  property  is  valued  for  taxation 
purposes  and  said  that  the  railways  should  exert  a  regu- 
lating influence  on  commissions. 

George  A.  Lewis,  Auburn  local  manager  Auburn  & 
Syracuse  Electric  Railroad,  noted  a  tendency  of  the 
commissions  to  make  concessions  and  urged  the  rail- 
ways to  stand  firm  in  their  reasonable  requests.  Wil- 
liam M.  Lawyer,  Whitmore  Manufacturing  Company, 
Cleveland,  Ohio,  stated  that  the  larger  salaries  and  more 
secure  tenure  of  office  of  Canadian  commissions  produce 
more  satisfactory  results  than  our  system. 

J.  P.  Barnes,  general  manager  Buffalo,  Lockport  & 
Rochester  Railway,  spoke  for  association  publicity. 
Charging  for  transfers  is  but  scratching  the  surface. 
To  convince  the  public  of  the  good  faith  of  the  railways 
the  full  message  with  reasons  must  be  given.  Referring 
to  the  appropriate  clause  in  the  first  article  of  the  asso- 
ciation's constitution  he  recommended  the  establishment 
of  a  permanent  secretarial  office  for  the  supply  of  am- 
munition with  which  to  fight  false  statements.  F.  E. 
Belleville,  auditor  Schenectady  Railway,  gave  statistics 
showing  that  out  of  $370,000  of  net  income  of  his  com- 
pany last  year  $100,000  went  into  taxes  of  one  kind  or 
another.  H.  C.  Prather,  Syracuse  local  manager  Roch- 
ester, Syracuse  &  Eastern  Railroad,  then  read  a  reso- 
lution embodying  Mr.  Barnes'  suggestion  of  a  perma- 
nent association  office,  which  was  referred  to  the  ex- 
ecutive committee  with  power,  the  sentiment  favoring 
such  action  if  practicable. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


465 


Following  the  above  discussion  James  E.  Hewes,  gen- 
eral manager  Albany  Southern  Railroad,  read  the  paper 
on  "Collection  and  Registration  of  City  and  Interurban 
Fares,"  abstracted  elsewhere.  He  explained  extempor- 
aneously the  plans  used  and  to  be  used  on  his  road  and 
incidentally  mentioned  that  the  cost  of  producing  trans- 
portation is  9  mills  per  passenger  mile  and  that,  by  in- 
creasing rates  considerably  last  year,  the  gross  income 
was  increased  with  110,000  fewer  passengers  carried. 
In  the  discussion  C.  H.  Smith  said  that,  in  his  opinion, 
the  best  system  for  collecting  city  fares  is  the  pay-enter 
plan  with  cash-box  and  register.  Inspectors  should 
check  up  conductors  frequently.  Mr.  Hewes  agreed  with 
this.  C.  F.  Hewitt  pointed  out  the  difference  between 
city  and  interurban  fare  collection  and  that  railway  men 
differ  as  to  the  necessity  for  auxiliary  registers.  W.  S. 
Hamilton,  superintendent  Schenectady  Railway,  ex- 
pressed his  belief  in  the  use  of  available  methods,  the 
financial  condition  of  many  properties  not  being  such 
as  to  permit  of  the  rental  or  purchase  of  registering 
devices.  In  Schenectady  cars  are  equipped  with  count- 
ing fare-bcxes,  revenue  and  non-revenue  registers,  and 
pay-enter  conductors  are  required  to  balance  fare-boxes 
and  registers  on  each  half  trip,  recording  balances  on  the 
daily  reports.  These  are  checked  frequently  and  imme- 
diate explanations  of  discrepancies  are  called  for.  All 
cash  and  revenue  tickets  are  registered  on  the  "cash" 
register.  A  poor  system  rigidly  enforced  is  superior  to 
a  good  system  more  loosely  conducted.  All  cash  and 
revenue  fares   should  be  deposited  by  the  passengers. 

J.  P.  Barnes  took  up  the  subject  of  conductor  honesty, 
dividing  men  into  three  classes:  (1)  Those  normally  and 
naturally  honest;  (2)  those  who  will  study  out  ways  to 
"beat"  any  system,  and  (3)  those  whose  honesty  is  dic- 
tated by  circumstances.  With  honest  conductors  regis- 
tration of  fares  is  simply  a  counting  mechanism  for 
supplying  data  for  changes  in  service,  etc.  Devices 
should  protect  honest  men  and  encourage  the  third  class 
to  be  honest.  The  system  also  should  produce  legal  evi- 
dence of  theft,  not  necessarily  for  use  in  prosecuting 
cases,  but  for  the  moral  effect. 

In  reply  to  the  question  as  to  what  evidence  will  be 
satisfactory  in  court,  James  McPhillips,  attorney  Hud- 
son Valley  Railway,  replied  that  he  did  not  know  any  way 
by  which  such  evidence  can  be  produced  by  a  system  of 
fare  collection.  These  systems  are  thwarted  in  their 
real  purpose  by  dishonest  conductors.  He  thought  that 
most  conductors  are  honest  and  did  not  believe  in  hav- 
ing much  patience  with  dishonest  ones.  He  did  not  be- 
lieve that  a  law  would  be  effective  in  making  failure  to 
register  fare  prima  facie  evidence  of  theft. 

F.  E.  Belleville,  Schenectady  Railway,  stated  that  the 
"tear-off  duplex"  system  is  in  operation  on  the  lines  of 
this  company  and  that  the  use  of  the  register  has  been 
discontinued.  The  ticket  serves  as  a  receipt  and  an 
identification  check.  Conductors  at  the  end  of  each  trip 
collect  the  "squares"  in  the  passengers'  hands  and  turn 
them  over  to  the  auditor.  At  the  end  of  each  trip  con- 
ductors are  required  to  note  on  their  trip'  sheets  the 
opening  and  closing  numbers  of  the  duplexes  torn,  to- 
gether with  their  denominations.  These  are  checked 
against  the  station  master's  report. 

V.  L.  Edmunds,  Railway  Audit  &  Inspection  Com- 
pany, Philadelphia,  Pa.,  stated  that  discharging  men  for 
dishonesty  has  little  effect  as  it  is  apt  to  be  taken  as  a 
joke.  He  instanced  a  motion-picture  film  in  which  the 
hero  was  "Rob  Nickels."  Preaching  rather  than  law 
must  be  resorted  to,  as  the  preachers  formerly  got  re- 
sults with  "eternal  damnation."  H.  W.  Peck,  general 
manager  Schenectady  Illuminating  Company,  thought 
that  reward  would  be  better  than  penalty,  say  the  use 
of  a  bonus  for  good  work,  but  C.  F.  Hewitt  replied  that 


"virtue  would  have  to  be  its  own  reward."  J.  P.  Ripley, 
J.  G.  White  Management  Corporation,  said  that  the 
bonus  had  been  tried  without  success.  L.  A.  Hall,  pur- 
chasing agent  Fonda,  Johnstown  &  Gloversville  Rail- 
road, thought  that  a  dishonest  conductor  can  beat  any 
register  especially  with  a  totalizer  on  it,  while  Elmore 
De  Witt,  Pennsylvania  Steel  Company,  ventured  the  sug- 
gestion that  it  may  be  considered  a  bright  thing  to  beat 
a  register. 

In  closing  Mr.  Hewes  expressed  general  agreement 
with  previous  speakers,  but  said  that  an  occasional 
change  of  system  is  good  if  for  nothing  more  than  the 
moral  effect. 

What  Is  Good  Maintenance? 

The  last  feature  of  the  meeting  was  the  reading  by 
Mr.  Barnes  of  his  paper  abstracted  elsewhere  in  this  is- 
sue and  the  discussion  briefly  summarized  below. 

B.  Penoyer,  engineer  maintenance  of  way  Schenec- 
tady Railway,  said  that  as  far  as  the  track  is  concerned 
it  must  be  kept  well  aligned  and  the  joints  must  be 
promptly  and  well  repaired,  all  welds  being  ground 
smooth.  Especially  in  paving  is  the  removal  of  small 
evidences  of  wear  necessary.  Sometimes  entire  paving 
is  ordered  replaced  when  repair  of  only  part  was  re- 
quired. C.  H.  Smith,  United  Traction  Company,  agreed 
with  this,  urging  incessant  inspection  and  prompt  re- 
pair, the  latter  carefully  supervised.  Insufficient  track 
maintenance  means  high  operating  cost;  accidents,  de- 
railments and  wear  and  tear  of  rolling  stock,  etc.  Good 
and  sufficient  maintenance  also  means  "safety  first." 

J.  P.  Ripley  followed  with  the  statement  that  Mr. 
Barnes  is  really  arguing  for  economical  maintenance. 
The  real  question  is  how  much  money  the  directors 
will  grant  for  maintenance,  no  matter  how  desirable  and 
profitable  the  latter  may  be.  Mr.  Hewitt  agreed  with 
this,  but  encouraged  the  engineers  to  keep  up  their  good 
work,  stating  that  if  their  recommendations  could  be 
carried  out  property  would  be  improved  and  returns 
would  be  better. 

F.  A.  Bagg,  chief  engineer  Fonda,  Johnstown  &  Glov- 
ersville Railroad,  instanced  improved  bonding  as  an  ele- 
ment in  maintenance  and  said  that  the  word  "Best" 
should  replace  "Good"  in  the  title  of  the  paper  under 
discussion.  Physical  perfection  in  maintenance  is  rarely 
justified  for  operation  and  maintenance  are  interlinked. 
H.  L.  Barber,  general  manager  Plattsburgh  Traction 
Company,  discussed  waterproofing  around  track  struc- 
ture and  showed  that  sometimes  municipal  specifications 
for  paving  do  not  take  the  railway's  requirements  into 
consideration.  He  wondered  if  the  association  could  do 
anything  to  improve  this  condition. 

J.  E.  Hewes,  Albany  Southern  Railroad,  pointed  out 
certain  inconsistencies  in  the  public  service  commis- 
sion's requirements  regarding  maintenance  due  to  lack 
of  experience  on  the  part  of  commissioners.  He  thought 
that  commissions  should  include,  each,  a  financier  and  a 
railway  manager.  Replying  to  this  and  the  remarks  of 
other  speakers,  James  McPhillips,  Hudson  Valley  Rail- 
way, summed  up  as  follows:  Railway  directors  will  al- 
ways give  favorable  consideration  to  clear  and  definite 
recommendations.  Railways  should  not  tolerate  illogi- 
cal rulings  of  commissions.  These  matters  should  not 
be  regulated  by  laws,  already  too  numerous.  City  coun- 
cils will  usually  give  consideration  to  explanation  of 
what  type  of  railway  construction  is  best  suited  to  local 
conditions. 

F.  S.  Doyle,  master  mechanic  Schenectady  Railway, 
gave  the  mechanical  man's  point  of  view  regarding  main- 
tenance. Equipment  should  have  daily  inspection  duly 
recorded.  Inspection  on  a  mileage  basis  should  also  be 
enforced  and  light  repairs  should  be  made  promptly.  An- 


466 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


nual  inspection  should  be  more  complete.  The  record  of 
car  failures  is  a  good  indication  of  the  eificiency  of  the 
mechanical  department. 

President  Hamilton  then  closed  the  meeting  after  a 
resolution  of  sympathy  to  Mrs.  J.  H.  Pardee  on  account 
of  Past-President  Pardee's  critical  illness  had  been 
passed  and  ordered  sent  by  telegraph. 


COLLECTION     AND     KEGISTRATION     OF     CITY 
AND    INTERURBAN    FARES 

BY  JAMES  E.   HEWES,  GENERAL  MANAGER  ALBANY  SOUTH- 
ERN RAILROAD  COMPANY 

Years  ago  the  cash  drawer  of  the  retail  and  wholesale 
traders  was  replaced  by  the  cash  register,  and  to-day 
even  the  bootblack,  with  his  one  assistant,  must  have  a 
cash  register.  The  financial  outlay  represented  by  this 
cash  register  is  as  nothing  when  compared  to  the  results 
accomplished  by  the  new  mechanical  bookkeeper. 

The  value  of  the  public  indication  has  made  the  cash 
register  indispensable  in  all  lines  of  business  activity, 
including  the  railway  business. 

Publicity  is  the  safeguard  against  dishonesty,  and 
therefore  the  more  publicity  we  have  the  better.  Money 
is  the  greatest  tempter.  Dishonesty  is  a  recognized  fac- 
tor in  railway  operation.  We  do  not  doubt  that  our 
men  are  honest,  they  would  not  be  in  our  employ  if  we 
knew  them  to  be  otherwise,  but  a  check  is  necessary  to 
make  dishonesty  as  nearly  impossible  as  we  can. 

There  are  many  so-called  cash  fare-registers  in  use 
throughout  the  country  to-day,  but  some  are  not  ade- 
quate. To  my  mind  the  essential  feature  of  a  car  regis- 
ter is  that  it  be  capable  of  recording  each  fare  registered 
under  its  separate  classiiication.  The  principle  of  regis- 
tering a  five-cent  cash  passenger  and  a  three-cent  cash 
passenger  simply  as  two  passengers  is  wrong,  and  is  one 
to  be  discouraged  because  of  the  opportunity  it  gives 
the  conductor  to  "knock  dovra"  two  cents  on  each  five- 
cent  fare  registered,  aside  from  the  fact  that  it  is  not 
good  business. 

A  fare  registering  system  to  be  successful  must  be  one 
that  is  fair  to  the  conductors'  interests  as  well  as  to  the 
company's  interests.  If  your  conductor  is  collecting 
five  different  denominations  of  fares  and  is  registering 
three  of  these  of  widely  different  value  upon  one  counter, 
what  means  has  your  conductor  to  show  you  that  he  has 
turned  over  all  of  the  various  fares  as  were  paid  by  the 
passengers  ?  If  you  provide  means  for  a  separate  reg- 
istration and  indication  for  each  of  these  five  different 
denominations  of  fares  the  conductor  is  collecting,  he 
knows  that  he  has  indicated  to  his  passengers  the  re- 
ceipt of  their  fares,  and  the  permanent  register  record 
shows  that  he  has  registered  them  as  paid.  This  same 
register  record  shows  you  that  you  are  getting  all  of 
the  fares  paid  by  the  passengers. 

So  much  for  the  man  who  cares,  but  what  about  the 
man  who  does  not  care,  the  man  who  believes  he  is  en- 
titled to  more  of  the  company's  money  than  is  paid  him 
in  wages?  How  does  the  former  system  affect  him? 
You  virtually  say  to  him:  "Here  is  a  machine  upon 
which  to  register  your  fares ;  for  every  fare  you  regis- 
ter upon  it  you  must  turn  in  a  fare";  thus  leaving  it 
to  him  to  say  how  many  of  the  various  kinds  of  fares 
he  has  collected.  If  it  suits  his  convenience  to  turn  in 
a  lesser  number  of  5-cent  fares  than  were  collected  and 
to  turn  in  a  correspondingly  larger  number  of  school 
tickets  than  were  received,  making  up  the  excess  of 
school  tickets  from  a  stock  previously  purchased  by  his 
friends,  how  can  you  know  of  this  substitution,  as  he 
has  turned  in  a  fare  for  every  fare  the  register  calls  for? 
His  chances  to  substitute  school  and  regular  tickets  for 
5-cent  fares  enable  him  to  pilfer  an  enormous  amount 
of  money  within  a  short  time. 


Now,  a  fare-register  providing  a  separate  counter  for 
the  school  tickets,  for  the  4  1/6-cent  tickets  and  for  the 
5-cent  cash  fares  would  prevent  this  substitution.  When 
the  conductor  registers  a  fare  he  should  indicate  to  the 
passenger  its  value  by  registering  the  same,  and  once 
the  fare  is  recorded  it  should  remain  an  untamperable 
record,  compelling  the  conductor  to  turn  in  fare  for 
fare  as  received. 

In  like  manner  there  should  be  a  separate  registration 
and  classification  for  each  pass,  special  ticket,  commuta- 
tion ticket,  etc.  There  is  danger  in  the  register  which 
permits  a  change  of  the  indication  on  the  register  after 
the  fare  has  been  recorded.  Thus,  on  such  machines  it  is 
the  practice  of  disloyal  conductors  to  register  one  value 
and  to  indicate  another,  that  is,  a  man  may  register  a 
5-cent  fare  and  then  quickly  indicate  50  cents  on  the 
register. 

It  is  the  aim  of  most  interurban  railway  companies 
to  require  passengers  to  secure  tickets  at  all  agency  sta- 
tions before  entering  the  cars.  In  some  cases  arbitrary 
measures  are  taken  to  attain  this  end;  in  others  it  is 
sought  by  indirect  means,  such  as  by  levying  an  extra 
charge  upon  those  who  neglect  to  buy  tickets,  a  receipt 
being  given  the  passenger  whereby  he  can  have  this 
extra  charge  rebated  upon  presentation  of  the  receipt 
at  a  ticket  office.  With  the  car  register,  such  a  transac- 
tion is  handled  by  the  conductor  registering  the  actual 
value  of  the  ride,  and  collecting,  say,  ten  cents  in  excess 
of  the  fare,  for  which  he  issues  a  ten-cent  redeemable 
excess  receipt.  If  the  conductor  starts  with  one  hun- 
dred excess  checks,  at  the  end  of  the  day  he  must  account 
for  these  one  hundred  receipts  or  their  cash  equivalent 
over  and  ab.ove  the  amount  which  is  shown  on  his  reg- 
ister record. 

The  necessary  thing  in  connection  with  handling  tick- 
ets is  the  immediate  cancellation  of  tickets  and  prompt 
transmission  of  such  tickets  to  the  auditing  department. 
Until  canceled,  a  ticket  is  in  some  respects  like  a  bank 
bill;  the  general  demand  for  it  gives  it  a  value.  Con- 
sequently some  men  are  tempted,  and,  through  collusion, 
some  take  advantage  of  this  circumstance  to  resell  or 
replace  on  the  market  tickets  that  should  be  canceled  and 
destroyed. 

There  are  two  ways  to  prevent  the  manipulation  of 
tickets,  which  on  interurban  properties  is  a  serious 
problem;  first  to  place  time  limitations  on  them,  and, 
second,  to  register  the  tickets  as  collected  at  their  actual 
cash  value. 

Furthermore,  the  classified  register  record  should  be 
hidden  from  the  conductor.  With  the  record  locked 
within  the  register,  he  has  no  means  of  knowing  what 
this  record  calls  for,  consequently  he  must  turn  in  all 
his  collections.  He  counts  his  change  before  starting  to 
work,  deducts  this  amount  when  he  quits,  and  turns  in 
all  of  his  day's  collections.  Now  he  is  turning  in  upon 
the  basis  of  what  has  been  collected  and  not  what  has 
been  registered. 

By  means  of  this  closed  record  of  registration  we 
have  a  basis  for  figuring  the  personal  efficiency  of  the 
conductor  and  therefore  we  can  grade  our  men  accord- 
ingly. At  the  present  time,  when  so  much  stress  is 
laid  upon  the  human  factor  and  the  efficiency  of  our  em- 
ployees, this  grading  of  our  men  according  to  their 
merit  is  very  important.  With  such  information  the 
operating  official  is  placed  in  most  intimate  touch  with 
the  work  of  his  conductors  that  he  cannot  see. 

So  far  as  human  ingenuity  can  provide  for  the  per- 
formance of  a  duty,  there  is  a  moral  force  behind  the 
system  that  compels  some  registration — the  proper  reg- 
istration for  each  fare  collected.  The  several  indicators 
make  the  registration  compulsory,  for  the  reason  that 
the  conductor  does  not  know  but  that  the  very  passenger 
from  whom  he  has  received  a  fare  is  on  the  car  for  the 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


467 


purpose  of  watching  him.  If  that  particular  passenger 
is  not  doing  so,  some  other  may  be,  and  this  fact  re- 
quires him  to  be  careful  and  honest.  It  raises  his  stand- 
ard of  efficiency,  gives  him  a  better  opinion  of  himself 
and  makes  him  a  more  competent,  all-around  employee, 
capable  in  time  of  filling  a  position  "higher  up." 

As  a  summation,  we  know  that  any  system  which 
makes  a  bookkeeper  out  of  the  conductor  is,  at  best,  in- 
accurate, and,  furthermore,  inaccuracy  breeds  careless- 
ness, and  carelessness  breeds  inefficiency,  and  inefficiency 
makes  dissatisfied  patrons.  Inaccuracy,  carelessness,  in- 
efficiency, dissatisfied  patrons;  these  spell  "loss." 


WHAT    CONSTITUTES    GOOD    AND    SUFFICIENT 
MAINTENANCE? 

BY  JAMES  P.  BARNES,  GENERAL  MANAGER  BUFFALO,  LOCK- 
PORT  &  ROCHESTER  RAILWAY   COMPANY 

Opinions  diifer  widely  as  to  the  degree  of  mainte- 
nance which  could  be  defined  as  good  and  sufficient  on 
various  properties,  but  it  may  be  defined  broadly  as 
that  which  keeps  a  property  in  such  condition  as  to 
permit  and  facilitate  good  and  efficient  operation. 

As  maintenance  expense  is  a  part  of  operating  ex- 
pense, maintenance  and  operation  are  closely  inter- 
linked, and  maintenance  must  always  be  considered  in 
the  light  of  the  operating  conditions  and  problems  of 
the  individual  property. 

If  current  maintenance  is  as  thorough  as  possible, 
the  depreciation  charges  will  be  relatively  small,  while 
if  the  current  maintenance  is  kept  to  as  low  an  expen- 
diture as  possible  the  deterioration  of  the  property  will 
be  more  rapid  and  consequently  the  depreciation  charge 
should  be  correspondingly  increased.  This  fact  will  tend 
toward  a  constant  expenditure  on  maintenance ;  with  the 
special  divisions  as  between  current  maintenance  and 
depreciation  —  which  may  be  described  as  deferred 
maintenance — varying  in  respect  to  each  other  in  accord- 
ance with  the  manner  in  which  the  current  maintenance 
is  handled. 

There  are  two  matters  in  connection  with  current 
maintenance  which  seem  of  prime  importance: 

(1)  Maintenance  of  such  degree  as  positively  to  in- 
sure safety,  reliability  and  convenience  of  operation. 

(2)  Maintenance  of  such  degree  as  to  insure,  so  far 
as  possible  of  determination,  a  minimum  depreciation 
charge. 

Considering  the  first  requisite,  it  is  obviously  essen- 
tial for  any  property  that  it  be  maintained  to  such  a 
degree  as  to  insure  safety  and  reliability  of  operation, 
no  matter  what  its  earnings  or  conditions  of  operation 
may  be.  This  is  the  first  duty  the  transportation  cor- 
poration owes  the  traveling  public,  and  it  will  not  be 
disputed.  The  fulfillment  of  this  condition  requires  that 
roadbed,  pavement,  line,  power  house,  and  car  equipment 
shall  be  maintained  to  a  standard  sufficient  to  fulfill 
the  conditions  of  safety  and  convenience.  For  example, 
track  must  be  maintained  in  such  condition  as  to  permit 
operation  at  schedule  speeds  without  danger  of  derail- 
ment, not  only  on  account  of  the  physical  dangers  in- 
volved, but  equally  for  the  reason  that  the  results  of 
derailments  are  deranged  schedules,  dissatisfied  patrons 
and  all  the  ills  resultant  from  adverse  public  opinion. 

Continuing  the  reference  to  track  structures,  an  ex- 
cessive number  of  low  joints  and  the  consequent  noisy 
operation  may  bring  about  the  same  results,  so  far 
as  adverse  public  opinion  is  concerned,  but  the  revenues 
of  the  company  may  be  insufficient  to  allow  for  the 
complete  elimination  of  this  particular  source  of  diffi- 
culty and  at  the  same  time  allow  for  the  proper  standard 
of  safety  in  maintenance  of  other  structures  and  equip- 
ment.    Under  these  conditions  it  would  certainly  not 


be  wise  to  repair  the  low  joints  if  the  expense  of  that 
repair  necessitated  the  departure  from  standards  of 
safety  in  the  maintenance  of  other  structures  and  equip- 
ment, and,  therefore,  it  would  seem  that  this  poor  con- 
dition of  track  might  be,  for  the  property  so  situated, 
properly  classified  as  good  and  sufficient  maintenance. 

The  question  now  arises  as  to  whether  the  property, 
situated  as  we  have  supposed  in  the  above  instance, 
should  make  any  charge  to  depreciation,  or  deferred 
maintenance.  If  the  depreciation  is  considered  in  the 
light  of  a  periodical  increment,  based  upon  the  cost  of 
eventual  replacement,  the  charges  may  be  spread  out 
over  a  long  period  of  time  and  be  individually  small, 
or  may  be  grouped  within  a  small  period  and  be  individ- 
ually large. 

The  second  method  may  be  considered  as  drawing 
upon  the  future  for  present  needs,  as  the  amount  which 
would  otherwise  be  charged  to  depreciation  would  thus 
be  made  available  for  current  maintenance. 

Numerous  instances  might  be  cited  where  the  earn- 
ings of  a  property  are  not  more  than  sufficient  to  pay 
its  operating  expenses,  taxes  and  fixed  charges.  Whether 
an  allowance  for  depreciation  should  be  included  in  the 
operating  expense  of  such  a  property  is  a  question  for 
consideration. 

Considering  the  second  requisite,  where  the  earnings 
of  the  property  are  sufficient  properly  to  care  for  its 
maintenance,  it  would  seem  obvious  that  the  standards 
of  maintenance  should  be  such  that  the  physical  condi- 
tion of  structures  and  equipment  will  be  at  all  times 
the  best  possible,  resulting  in  the  longest  possible  life 
and  the  greatest  convenience  and  reliability  of  operation. 

Experience  has  taught  all  of  us  that  equipment  which 
is  kept  up — well  lubricated,  bearings  renewed  when  they 
should  be,  bolts  kept  tight,  small  defects  remedied  be- 
fore attaining  large  proportions,  etc. — ^will  actually  have 
a  longer  useful  life  than  equipment  which  is  not  so 
carefully  and  completely  maintained.  This  standard  of 
maintenance  would  result  in  a  small  depreciation  charge. 
This  may  be  carried  to  the  extreme. 

To  be  good  and  sufficient,  maintenance  must  be 
economical.  In  this  connection,  economical  is  taken  to 
mean  that  money  expended  on  maintenance  is  expended 
only  where  actual,  positive  and  beneficial  results  are 
to  be  obtained.  Maintenance  must  be  planned  ahead 
so  that  relatively  heavy  jobs  may  be  undertaken  and 
accomplished  at  times  when  the  operating  requirements 
of  the  property  are  light. 


Joint  Committee  on  Line  Construction 

The  fifth  meeting  of  the  national  joint  committee  on 
overhead  and  underground  line  construction  was  held 
in  New  York  on  Feb.  24.  The  committee  devoted  prac- 
tically all  day  to  a  continuation  of  the  revision  of  the 
present  power  wire  crossing  specifications,  and  divided 
the  work  up  into  sections  to  be  apportioned  to  various 
sub-committees  for  revision.  The  committee  expresses 
a  desire  for  suggestions  as  to  desirable  requirements, 
and  also  detailed  criticism  of  any  of  the  clauses  of  the 
present  standard  power  wire  crossing  specifications. 
The  next  meeting  is  scheduled  for  March  31. 


Although  1913  and  1914  were  years  of  strikes  and  de- 
pression in  Colorado,  the  new  business  department  of 
the  Arkansas  Valley  Eailway,  Light  &  Power  Company, 
Pueblo,  under  the  superintendency  of  E.  F.  Stone,  made 
a  record  in  securing  new  business.  During  this  period 
the  horse-power  of  connected  motor  load  was  increased 
from  14,956  to  18,485— a  gain  of  23.6  per  cent.  Gross 
receipts  from  this  source  during  the  same  period  in- 
creased 29  per  cent. 


468 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


COMMUNICATIONS 


Rational  Units  for  the  Boiler  Room 

INTERBOROUGH    RAPID    TRANSIT    COMPANY 

New  York,  Feb.  26,  1915. 
To  the  Editors: 

Your  editorial  support  of  the  plan  to  rate  boilers  on 
a  heating-surface  basis  is  very  much  to  the  point.  Pres- 
ent American  practice  in  this  regard  is  most  illogical, 
and  it  is  not  surprising  that  confusion  results  from  a 
system  of  nomenclature  under  which  3000-sq.  ft.  boilers 
can  have  ratings  that  range  between  250  hp  and  350  hp 
and  then  are  put  into  service  wherein  they  are  said  to 
have  outputs  that  range  from  200  hp  to  1000  hp.  The 
unit,  "boiler  horsepower,"  has  long  since  outlived  its 
usefulness,  and  it  may  well  be  discarded.  Obviously, 
the  proper  basis  for  the  purchase  of  a  boiler  is  area  of 
heating  surface. 

There  is,  however,  a  point  in  connection  with  the 
matter  which  was  mentioned  only  indirectly  in  your  edi- 
torial of  Feb.  20.  This  is  that  the  boiler  horsepower  has 
come  to  be  widely  used  not  only  as  a  basis  for  purchase 
but  also  as  a  unit  of  production,  or  output,  for  steam- 
generating  apparatus.  When  it  is  applied  in  the  latter 
sense  there  is  somewhat  more  excuse  for  it  than  in  the 
former,  but  still  it  has  two  serious  objections :  First,  the 
fact  that  it  is  an  absolutely  arbitrary  unit  which  can 
be  converted  only  with  difficulty  into  the  common  terms 
of  heat  production  and  power ;  and  second,  the  fact  that 
it  is  thoroughly  misleading. 

With  regard  to  the  first  of  these  objections  it  may  be 
said  that  the  output  of  steam-generating  apparatus  can 
be  directly  expressed  only  in  thermal  units.  In  ninety- 
nine  cases  out  of  one;  hundred,  however,  the  heat  of  the 
steam  is  eventually  transformed  into  electrical  energy. 
For  this  reason  a  unit  of  output  which  is  easily  con- 
vertible into  electrical  terms  would  be  somewhat  more 
convenient  than  the  b.t.u.,  because  a  calculation  for 
changing  heat  units  into  kilowatt-hours  would  have  to 
be  made  anyway. 

The  boiler  horsepower  offers  no  such  convenience.  Its 
value  expressed  in  b.t.u.  is  a  complex  number,  difficult 
to  remember,  and  its  value  in  kilowatt-hours  is  equally 
unhandy  in  calculations.  In  fact,  it  is  divisible  by  no 
common  unit  and  its  retention  imposes  entirely  unneces- 
sary labor  upon  engineers  merely  for  the  sake  of  an 
outworn  precedent  which  even  was  established  in  error. 
In  consequence,  I  have  been  for  some  time  past  strongly 
in  favor  of  the  use  of  the  myriawatt,  but  if  this  cannot 
be  generally  accepted,  some  unit  such  as  100,000  b.t.u. 
is  the  only  logical  alternative. 

The  second  objection,  or  the  misleading  character  of 
the  "boiler  horsepower"  as  applied  to  output,  also  con- 
stitutes an  important  argument  against  it,  and  abolition 
of  the  term  would,  perhaps,  serve  to  clarify  some  of 
the  fundamental  principles  of  boiler  operation  which 
have  become  decidedly  obscured.  Most  important  among 
these  is  the  necessity  for  distinguishing  clearly  between 
the  different  functions  of  the  furnace  and  the  heating 
surface. 

The  furnace  gives  out  heat — the  heating  surface  ab- 
sorbs it.  The  duties  of  the  two  are  fundamentally  dif- 
ferent. Only  the-  former  is  properly  subject  to  a  rating 
in  terms  of  power,  because  the  output  of  the  heating 
surface  (or  that  which  is  commonly  called  the  boiler)  is 
<iuite  incapable  of  being  definitely  measured  by  a  single 
expression.  Little  or  no  control  can  be  exercised  over 
heat  absorption  by  the  heating  surface.  Cleanliness  is 
the  only  factor.  On  the  other  hand,  flame  conditions 
and  excess  air  in  the  furnace  may  alter  the  efficiency 
20  or  30  per  cent,  according  to  the  character  of  stoker 
operation.    Manifestly,  the  stoker  or  furnace  is  the  con- 


trolling factor,  and  the  heating  surface  is  largely  in- 
cidental to  steam  generation. 

That  apparatus  of  such  indeterminate  duty  as  this 
should  be  endowed  with  a  definite  output,  at  least  by 
implication,  because  of  the  existence  of  the  term  "boiler 
horsepower"  is  a  most  unfortunate  misapplication  of 
names.  No  engineer  would  try  to  express  the  output  of 
a  condenser  in  horsepower  without  qualifying  his  state- 
ment by  giving  the  vacuum  and  intake  temperature. 
Why  should .  it  be  considered  any  more  reasonable  to 
speak  of  the  horsepower  of  heating  surface?  No  heat- 
transfer  apparatus,  such  as  condensers,  evaporators  or 
feedwater  heaters,  can  logically  be  rated  in  horsepower. 
H.  G.  Stott,  Superintendent  of  Motive  Power. 


Uniformity  in  Car  Colors 

Denver  Tramway  Company 

Denver,  Col.,  Feb.  23,  1915. 
To  the  Editors : 

I  have  read  with  interest  the  editorial  in  your  issue 
of  Feb.  6,  on  the  question  of  car  colors.  Most  of  us 
are  strong  for  uniformity  and  standards  and  accus- 
tomed to  working  out  savings  of  even  less  amounts,  but 
if  a  certain  color  is  pleasing  to  the  public,  that  fact  no 
doubt  has  a  value  equal  to  several  times  the  amount 
saved — should  some  other  color  be  cheaper.  Assuming 
the  same  durability  in  both  cases,  $5  per  car  is  probably 
the  full  amount  which  can  be  saved  by  any  change  in 
color  on  a  large  city  car.  On  a  system  which  I  have  in 
mind,  having  a  total  of  386  cars,  and  possibly  an  aver- 
age of  300  cars  during  a  period  of  six  years  ending 
Dec.  31,  1914,  226  cars  were  repainted  during  this 
period.  This  is  equivalent  to  thirty-seven  a  year,  which, 
at  $5  a  piece,  would  mean  a  saving  of  only  |185. 

No  doubt  the  steam  railroads  chose  their  present 
general  standards  on  the  basis  of  the  colors  on  which 
coal  dust  and  smoke  would  show  the  least  and  not  par- 
ticularly because  the  color  in  other  ways  was  cheaper 
to  maintain  or  that  it  would  look  better  for  a  longer 
time.  I  doubt  very  much  whether  there  is  any  great 
difference  in  the  cost  of  maintaining  the  various  tints 
or  shades  now  in  use,  provided  always  that  the  best 
quality  is  used. 

There  is  good  reason  for  standards  of  color  on  steam 
roads,  but  with  electric  cars  in  city  service  I  can  hardly 
see  any  good  reason  for  them,  and  in  view  of  the  strong 
efforts  now  being  made  by  electric  railway  companies  to 
"please  the  public,"  and  the  popular  maxim  that  "it 
pays  to  advertise"  it  seems  most  important  for  a  com- 
pany to  continue  with  the  color  which  it  considers  is 
most  cheerful  and  pleasing  to  the  greater  number  of 
competent  judges.  W.  H.  McAloney, 

Superintendent  Rolling  Stock. 


Chicago  Elevated  Club 

The  Elevated  Club  of  the  Elevated  Railroads  of  Chi- 
cago held  its  fourth  meeting  on  Thursday,  Feb.  25, 
1915.  The  principal  part  of  the  program  was  taken  up 
by  C.  C.  Farmer,  of  the  Westinghouse  Traction  Brake 
Company,  who  gave  an  illustrated  talk  on  air  brakes. 
The  difference  between  the  old  and  the  new  methods  of 
application  of  air  brakes  was  described,  and  the  marked 
advantage  obtained  by  the  latest  equipment  as  installed 
on  the  new  steel  cars  recently  purchased  by  the  com- 
pany as  compared  with  the  old  types  was  explained.  Mr. 
Farmer  described  in  detail  the  new  air-brake  equip- 
ment, as  well  as  the  construction  and  operation  of  the 
new  Universal  valve  with  its  quick  action  feature  which 
was  also  installed  on  the  new  all-steel  cars.  Although 
this  club  is  only  about  three  months  old,  its  membership  i 
now  approximates  180  and  is  growing  rapidly. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


469 


Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

{Contributions  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rates.) 


Removing  Snow  from  Under-Running 
Third-Rail 

BY  F.   L.   HINMAN,    MASTER   MECHANIC   NEW  YORK    STATE 
RAILWAYS — SYRACUSE  AND  ONEIDA  LINES 

Some  trouble  has  been  experienced  during  several 
winters  past  in  the  operation  of  the  under-running 
third-rail  system  between  Oneida  and  Syracuse  (West 
Shore  electrification)  due  to  the  drifting  up  of  snow 
under  the  third  rail  in  such  quantities  as  to  cause  the 


PATTERN  PLAN  FOR  THIRD-RAIL  SNOW  SLIPPER 


in  use.  However,  the  substitution  of  a  stronger  spring 
overcame  this  defect.  During  several  trials  made  this 
past  winter  it  was  found  that  at  speeds  of  from  25  to 
40  m.p.h.  this  device  is  very  effective,  although  it  clears, 
fairly  well  even  at  lower  speeds. 


High-Voltage  Third-Rail  Construction 

BY   A.    H.    TRACY,   ASSISTANT    ELECTRICAL   ENGINEER   COM- 
MITTEE  OF   INVESTIGATION   ON   SMOKE   ABATE- 
MENT,   CHICAGO,    ILL. 

The  accompanying  drawings  show  a  suggested  type 
of  third-rail  support  and  protection  suitable  for  high- 
voltage  operation.    The  improvement  in  the  support  con- 


/fvn  Strap  about  eyenj  trvo  fv«t 


V-  shaped  piece  of  strap  iron 
holding  insulators  in  position  against 
Rail 


INSULATOR 
SIDE  VIEW 


THIRD-RAIL  PROTECTION   BETWEEN   SUPPORTS 


collecting  slipper  to  lose  contact  with  the  rail  and  seri- 
ously interfere  with  schedules.  In  order  to  overcome 
this  trouble  a  sheet-steel  snow  slipper  of  the  design 
illustrated  was  developed.     This  slipper  is  easily  and 


sists  in  so  mounting  the  supporting  bracket  on  a  cup- 
shaped  casting  that  the  third-rail  and  its  insulators  are 
relieved  of  all  strains  due  to  the  depression  of  the  ties 
caused  by  passing  trains.     The  third-rail  is  prevented 


D 

Front 


THREE  VIEWS  OF  THE  THIRD-RAIL  SNOW  SLIPPER 


Top  of  Tie  ■"      B  9  SECTIOMA-B 

HIGH-VOLTAGE    THIRD-RAIL    SUPPORT 


quickly  attached  to  the  collecting  shoe,  and  by  its  use 
the  space  under  the  third  rail  is  kept  free  from  snow. 
When  this  slipper  was  first  tried  out  we  found  that 
the  additional  weight  of  the  snow  slipper  was  too  great 
to  be  taken  care  of  properly  by  the  shoe  springs  then 


from  turning  over  by  the  T-shaped  portion  of  the 
bracket  base  which  is  limited  in  its  upward  movement 
by  the  two  cross  webs  at  the  top  of  the  cup-shaped 
casting. 

To  erect  the  third-rail  a  nail  is  driven  into  the  tie  at 


470 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


the  point  c  which  has  previously  been  located  by  a  tem- 
plate. The  cup  is  then  centered  by  means  of  the  nail 
and  is  revolved  horizontally  so  that  the  T-shaped  pro- 
jection on  the  bracket  will  pass  between  the  webs  of  the 
cup.  When  the  bracket  has  been  mounted  the  cup  is 
revolved  90  deg.  into  its  normal  position  and  bolted  to 
the  tie.  The  third-rail  is  then  blocked  up  into  position 
and  erected  in  the  usual  manner. 

Between  supports  the  major  portion  of  the  insulating 
qualities  is  provided  by  porcelain  insulators  held  in  po- 
sition by  U-shaped  pieces  of  flat  iron  strap.  These  in- 
sulators also  serve  as  the  supports  for  the  protection 
proper  which  is  simply  an  inverted  trough. 

The  construction  described  permits  rapid  and  cheap 
erection  and  at  the  same  time  provides  high  insulating 
qualities.  Since  the  protection  boards  or  trough  are  not 
relied  upon  for  the  major  portion  of  the  insulating 
quality  they  can  be  creosoted  and  their  life  thus  mate- 
rially increased  without  appreciable  detriment  to  the  in- 
sulation. Rapid  deterioration  of  the  inner  surface  of 
the  protection  due  to  contact  with  the  rail  is  avoided. 
The  first  cost  of  the  protection  will  probably  be  less 
since  the  protection  trough  can  be  made  in  quantity  in 
the  shop  and  the  high  cost  of  carpenter  work  in  fitting 
the  protection  to  the  rail  along  the  right  of  way  will  be 
avoided.  Space  for  bonding  is  provided  between  insu- 
lators. 


Painters'  Putty  and  Shellac  for  Repairing 
Controller  Division  Plates 

BY  R.  H.  PARSONS,  ELECTRICAL  FOREMAN 

Controller  division  plates  are  subjected  continually  to 
heavy  arcs  so  that  they  are  gradually  eaten  away  until 
there  are  holes  through  them.  Long  before  that  time 
it  is  necessary  to  renew  the  plate  to  prevent  more  seri- 
ous trouble.  These  plates  vary  in  cost  from  11  cents 
each  upward,  according  to  the  type  of  controller  and 
the  manufacturer,  in  addition  to  which  some  labor  is 
involved  in  renewing  them. 

A  very  simple  and  surprisingly  efficient  manner  of 
repairing  such  plates  lies  in  the  use  of  painter's  putty 
and  shellac  as  hereinafter  described.  Although  the  use 
of  putty  would  seem  to  mean  patch  work  a  trial  will 
prove  it  to  be  a  kink  worth  knowing. 

When  the  car  comes  in  for  inspection  or  shop  repairs 
and  the  division  plate  is  found  with  a  burn  hole  it 
can  be  repaired,  unless  the  plate  is  nearly  gone,  in  the 
following  way: 

Without  removal  from  the  arc  deflector,  scrape  every 
particle  of  burned  or  glazed  parts  from  the  division 
plates  to  leave  the  hole  well  cleaned.  Then  shellac  the 
entire  surface. 

Mix  together  good  shellac  and  putty  until  it  is  thinner 
than  putty  alone,  but  pliable  and  sticky.  Then  fill  up  the 
hole,  making  a  neat,  smooth  job.  After  a  few  minutes 
shellac  again  over  the  plate.  For  the  best  results  the  fill- 
ing should  be  allowed  to  stand  as  long  as  possible,  say 
twelve  hours.  If  the  car  or  controller  cannot  be  held  out 
of  service,  one  hour  will  do.  In  the  latter  instance  the 
surface  would  burn  a  little  when  exposed  to  a  heavy 
arc,  but  the  harder  under-layer  would  not  be  affected. 

Any  plate  which  has  enough  left  for  the  putty  to  cling 
to  can  be  repaired  in  this  manner  for  a  life  equal  to 
and  often  longer  than  that  of  a  new  plate.  The  same 
scheme  will  apply  to  line  switches  and  contactors,  ex- 
cept in  cases  where  the  arcing  plates  are  purposely  made 
of  light  material.  In  the  latter  case  it  would  be  cheaper 
to  throw  them  away  than  to  spend  labor  on  repairs. 
The  arc  plates  and  chutes  of  circuit  breakers  can  also 
be  repaired  advantageously  by  the  same  process. 


Power   Dispatching 

BY    G.    L.    FITCH,    POWER   DISPATCHER    ILLINOIS    TRACTION 
SYSTEM 

The  position  of  power  dispatcher  on  an  electric  rail- 
way has  been  advanced  until  it  now  has  become  one  of 
the  most  prominent  in  the  economic  operation  of  the 
road.  The  time  when  the  electric  energy  could  be 
handled  by  the  train  dispatchers  or  the  line  could  be 
cleared  for  work  by  the  co-operation  of  the  linemen  and 
the  substation  attendants  has  passed,  and  many  of  the 
larger  roads  now  place  the  responsibility  on  one  man. 

In  order  to  give  an  idea  of  the  duties  involved  in 
power  dispatching  on  the  Illinois  Traction  System,  a 
brief  description  of  the  arrangement  of  the  power 
houses,  substations  and  facilities  for  handling  power,  is 
necessary.  In  general  the  system  radiates  in  three 
principal  branches  from  Springfield,  111.,  situated  at 
the  approximate  center  of  the  State.  One  branch  ex- 
tends to  Peoria,  111.,  a  distance  of  75  miles,  another  to 
St.  Louis,  Mo.,  a  distance  of  98  miles,  and  a  third  to 


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Slectrie  ByJournai 


I.  T.   S.   POWER  DISPATCHING — DIAGRAM   OP  HIGH-TENSION 
CIRCUITS 

Danville,  111.,  a  distance  of  123  miles.  These  branches, 
together  with  several  connecting  lines,  form  an  inter- 
urban  system  of  427  miles  in  length. 

Energy  at  33,000  volts  for  these  interurban  lines,  as 
well  as  for  supplying  power  and  light  to  consumers  dis- 
tributed over  the  entire  system,  is  furnished  by  foui 
power  houses  situated  one  at  the  end  of  each  branch 
and  one  at  Riverton,  111.,  near  Springfield,  or  the  center 
of  the  system. 

The  Venice  power  house  at  the  St.  Louis  extremity  of 
the  line  is  the  largest  and  contains  two  turbo-genera- 
tors, one  5000  kw  and  one  3000  kw,  and  also  one  1000- 
kw  Corliss,  direct-connected  engine.  In  this  power 
house  also  is  a  substation  with  two  rotaries,  each  of 
1800-kw  capacity,  which  supply  the  interurban  lines  and 
a  small  city  railway  system.  A  1700-volt  lighting  and 
power  transmission  line  to  Edwardsville,  111.,  22  miles 
distant,  is  also  supplied  from  this  station. 

The  Riverton  power  house,  at  the  center  of  the  sys- 
tem, has  a  total  rating  of  4000  kw  with  three  units 
consisting  of  two  turbines  of  2000-kw  and  1000-kw 
capacity,  and  one  1000-kw  Corliss,  direct-connected  en- 
gine. This  station  also  contains  one  rotary  converter 
of  300  kw  and  the  generating  capacity  will  be  increased 
further  by  a  5000-kw  turbine  which  is  in  the  course  of 
installation. 

At  Danville,  the  eastern  extremity  of  the  line,  is  one 
of  the  smaller  stations  which  also  furnishes  power  for 
the  city  railways,  one  of  the  properties  of  the  Illinois 
Traction  System.  This  station  contains  a  2000-volt  a.c. 
Corliss  unit,  direct  connected,  one  1000-kw  d.c.  gen- 
erator and  one  1000-kw  rotary  converter.     Additional 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


471 


capacity  is  being  provided  for  by  the  installation  of  one 
5000-kw  a.c.  turbine. 

Peoria,  at  the  northern  extremity  of  the  system,  has 
a  capacity  of  4000  kw  a.c.  in  two  units,  a  3600-kw  d.c. 
unit  and  two  rotary  converters  of  1800  kw  each.  In 
addition  to  the  energy  furnished  to  the  interurban  lines 
this  station  supplies  power  to  the  Peoria  City  Railway 
And  the  Peoria  &  Pekin  Terminal  Railway. 

Spaced  at  equal  distances  of  approximately  10  miles, 
between  these  power  stations  are  thirty-four  substa- 
tions in  which  the  33,000-volt  a.c.  energy  is  trans- 
formed to  650  volts  d.c,  at  which  potential  it  is  fed  tcf 
the  trolley.  These  rotaries  are  of  several  types  embrac- 
ing the  Stanley,  Westinghouse  and  General  Electric  and 
range  in  capacities  from  300' kw  to  750  kw. 

A  three-phase,  33,000-volt  transmission  line  connects 
all  of  the  power  houses  and  substations  through  two 
sets  of  disconnecting  switches  located  at  each  substation. 
Also  on  the  outside  of  each  substation  in  the  line,  be- 
tween the  ingoing  and  outgoing  lines,  are  disconnecting 
switches  of  the  Burke,  Delta-Star  air-break  and  Gen- 
eral Electric  outdoor,  underhanging  type,  which  permit 


ILLINOIS  TRACTION  SYSTEM 


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I.    T.    S.    POWER   DISPATCHING — TROUBLE    CARD 

any  station  to  be  cut  out  without  breaking  the  line. 
These  last  switches  have  been  found  very  convenient  on 
numerous  occasions,  being  used  to  clear  the  high  ten- 
sion in  a  substation  while  repairs  are  being  made. 

There  are  two  separate  telephone  lines  connecting  the 
power  houses  and  substations.  One  line  is  used  by  the 
train  dispatchers  and  the  other  for  commercial  busi- 
ness, both  centering  on  a  switchboard  in  the  power  dis- 
patcher's office  at  Springfield.  The  power  dispatcher 
has  precedence  over  all  other  business  during  high- 
tension  trouble,  hence  direct  conversation  may  be  held 
with  the  engineers  at  the  power  houses  or  with  sub- 
station attendants  at  all  times.  In  case  both  these  tele- 
phone lines  are  out,  a  long-distance  Bell  telephone  is 
available.  All  maintainers  are  provided  with  a  test  set 
which  they  connect  to  the  telephone  line  when  request- 
ing that  the  high  tension  be  cleared  for  making  repairs. 
Thus  the  power  dispatcher  is  enabled  to  notify  them  in 
case  any  trouble  occurs  on  another  part  of  the  system, 
which  would  make  it  necessary  to  put  the  power 
through  the  cleared  section. 

Procedure  in  Handling  Power 

The  Illinois  Traction  System  has  passed  through  the 
experimental  stage  of  handling  power  through  the  train 
dispatchers.  This  method  proved  unsatisfactory  on  ac- 
count of  the  different  dispatching  divisions,  in  which 
each  dispatcher  endeavored  to  handle  the  power  for  the 
best_  interest  of  his  own  division.  Power  dispatchers 
were  first  located  at  Decatur,  111.,  where  they  worked 
shifts  of  twelve  hours  each  and  reported  to  the  operat- 
ing engineer.  At  that  time  they  were  made  responsible 
for    the    proper    distribution    of  the  power  and  the 


handling  of  all  high-tension  switches  in  power  houses 
or  substations.  In  other  words,  no  one  was  allowed  to 
open  or  close  a  switch  without  direct  orders  from  the 
power  dispatcher.  This  also  applied  to  the  2300-volt 
signal  power  transmission  line  which  is  fed  from  sev- 
eral of  the  substations. 

This  arrangement  continued  until  about  two  years 
ago,  when  the  superintendency  of  the  overhead  and 
substations  was  transferred  to  the  signal  engineer  and 
the  power  dispatcher  was  moved  to  Springfield.  This 
new  arrangement  has  worked  out  very  satisfactorily 
since  it  gives  the  power  dispatcher  the  proper  authority 
over  the  signal  maintainers,  thus  permitting  cases  of 
trouble  to  be  handled  with  greater  dispatch. 

Power  Dispatching  Methods 

When  the  power  dispatcher  is  asked  to  clear  the  line 
between  two  stations,  the  lineman  must  stay  on  the 
line  until  it  is  reported  clear.  During  this  time  the 
lineman  hears  each  order  given  to  the  substation  at- 
tendant, and  is  thereby  assured  that  the  correct  direc- 
tions have  been  given.  In  clearing  the  line  the  power 
dispatcher  first  orders  the  attendant  to  drop  his  oil 
switch,  pull  out  his  disconnecting  switches  on  the  side 
of  the  station  he  wishes  to  clear,  and  be  certain  that  his 
tie-overs  are  open.  When  the  attendant  reports  back 
that  the  orders  have  been  executed,  the  dispatcher  clears 
the  substation  at  the  other  side  of  the  defective  section 
by  similar  orders.  After  ascertaining  that  the  lineman 
has  his  test  set  connected,  the  dispatcher  reports  the  line 
clear.  This  makes  the  lineman  who  is  asking  for  the 
line  responsible  for  the  rest  of  the  men  with  him,  since 
no  one  else  can  order  the  power  on,  and  then  only 
through  the  power  dispatcher. 

Most  power  interruptions  occur  during  electrical 
storms  due  to  the  breaking  down  of  insulators,  and  in 
many  cases  the  wire  is  burned  in  two.  This  has  been 
overcome  as  much  as  possible  by  requiring  the  main- 
tainers to  keep  close  watch  for  broken  insulators  and  to 
make  renewals  promptly  with  new  45,000-volt  insula- 
tors which  have  been  adopted  as  standard. 

In  addition  to  handling  the  power,  the  night  power 
dispatcher  has  charge  of  the  terminal  at  Springfield. 
The  day  power  dispatcher  operates  the  telephone  ex- 
change from  the  six  lines,  keeps  in  touch  with  the  line- 
men, telephone,  signal  and  substation  maintainers,  who 
report  to  him  three  times  a  day  to  receive  orders  or  re- 
port cases  of  trouble.  In  addition  to  these  duties  a 
record  is  kept  and  turned  in  to  the  assistant  general 
manager  each  day  showing  the  trouble  of  the  previous 
twenty-four  hours  for  all  substations,  high-tension 
lines,  telephone  lines,  trolley  and  signal  systems. 

In  order  to  facilitate  the  work  of  the  dispatcher  a 
chart  of  the  transmission  lines  and  substations  is  placed 
in  front  of  his  desk.  This  shows  the  manner  in  which 
the  33,000-volt  lines  enter  each  station,  also  the  locations 
of  the  smaller  power  lines.  Another  conveniently- 
located  chart  enables  the  power  dispatcher  to  keep  a 
record  of  the  substations  at  which  extra  men  are  worked. 
A  third  chart,  also  hung  near  by,  shows  the  2300-volt 
signal  line  with  all  switches,  and  a  fourth  chart  is  used 
to  show  the  different  places  where  the  33,000-volt  line 
may  be  cut,  red  pegs  being  inserted  to  indicate  at  a 
glance  which  switches  are  out  in  every  substation.  In 
addition  to  this  last  chart,  as  a  further  check,  a  large 
record  sheet  is  kept  to  make  note  of  each  change,  all 
cases  of  station  and  high-tension  trouble  and  the  names 
of  persons  who  are  working  on  the  high-tension  line.  A 
report  is  turned  in  each  day  by  the  different  substa- 
tions, and  a  trouble  card  is  made  out  for  every  case  of 
power  interruption,  the  latter  being  shown  in  one  of 
the  illustrations.  These  reports  are  filed  as  to  date 
and  are  kept  as  a  permanent  record. 


472 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


Linemen's  Non-Electric  and  Electric 
Searchlights 

A  necessary  part  of  the  equipment  of  the  cross-coun- 
try lineman  is  a  searchlight  outfit  to  permit  him  to  ex- 
amine insulator  or  other  line  equipment  on  the  poles  or 
towers.  In  a  recent  trip  through  central  New  York  two 
different  combinations  for  this  purpose  were  found. 

The  Buffalo,  Lockport  &  Rochester  Railway,  which 
has  60,000-volt  transmission  lines,  furnishes  its  line- 
men with  an  outfit  comprising  a  Prestolite  Type  MC 
(motorcycle)  tank,  a  "Grandad"  solar  lamp  of  Q'o-in. 
front  diameter  and  6i/4-in.  depth,  made  by  the  Badger 
Brass  Manufacturing  Company,  Kenosha,  Wis.,  and  the 
necessary   harness   for  conveniently  carrying  the   out- 


MANNER  OF  CARRYING  AND  USING  TANK   OUTFIT 

fit.  The  tank  holds  fuel  to  provide  light  for  twenty 
hours,  from  which  it  is  evident  that  its  weight,  now 
10%  lb.  including  the  strap,  could  be  somewhat  reduced 
by  providing  a  size  to  hold  only  one  night's  supply.  The 
lamp  alone  weighs  7%  lb.  Its  rays  will  show  a  cracked 
or  crumbled  insulator  at  50  ft.  The  cost  of  charging 
the  twenty-hour  tank  is  only  50  cents  to  60  cents,  as 
against  twice  that  sum  for  five  dry  cells. 

The  neighboring  New  York  State  Railways — Roch- 
ester Lines — have,  for  the  last  three  years,  been  using 
a  battery  outfit  with  tungsten  lamp  and  high-power  par- 
abolic reflector,  all  mounted  in  an  aluminum  case  and 


k 

-XjLcK^' 

IM 

^^^^Bfl 

LINEMAN'S     SEARCHLIGHT     OUTFIT     ASSEMBLED     BY     THE 
BUFFALO,   LOCKPORT   &  ROCHESTER  RAILWAY 

weighing  2' 4  lb.  The  cell  capacity  is  good  for  ten  hours, 
and  the  illumination  is  ample  for  inspecting  cross-arm 
fittings  on  poles  40  ft.  to  45  ft.  high.  The  trade  name 
of  this  outfit  is  "Niagara  Flashlight"  and  it  is  made  by 
the  Niagara  Searchlight  Company,  Niagara  Falls,  N.  Y. 
It  is  listed  at  $10,  but  is  usually  sold  at  about  one-third 
less.  It  has  the  distinct  advantage  of  being  readily  car- 
ried as  a  part  of  the  equipment  in  a  lineman's  belt. 


Fire- Fighting  Car  at  Duluth 

George  D.  McCarthy,  assistant  secretary  Commercial 
Club,  Duluth,  Minn.,  presents  in  the  February  issue  of 
The  American  City  the  following  data  on  a  fire-fighting 
trolley  car  used  at  Park  Point,  a  suburb  of  Duluth. 

An  unusual  condition  was  responsible  for  the  equip- 
ment, but  the  same  idea  may  be  found  applicable  to 
other  isolated  suburbs  where  poor  roads  or  other  bar- 
riers prevent  ready  response  by  horse  or  motor  equip- 
ment. 

The  harbor  of  Duluth  is  formed  by  a  narrow  strip  of 
land  extending  across  the  western  end  of  Lake  Superior. 
This  strip,  only  400  to  600  ft.  wide,  extends  for  7  miles 
from  the  Minnesota  to  the  Wisconsin  shore.  About  3 
miles  of  it,  extending  from  the  Duluth  shore,  are  built 
up  with  a  variety  of  residences. 

The  settled  portion  of  Park  Point,  as  the  suburb  is 
called,  is  cut  off  from  the  city  proper  by  the  entrance 
to  the  harbor,  which  is  spanned  by  an  aerial  bridge. 
It  would  take  too  long  to  cross  this  bridge  to  respond 
in  time  to  a  fire  alarm.  However,  this  is  not  the  main 
obstacle  to  reaching  the  houses  at  Park  Point  with  fire- 


DULUTH    OPEN    CAR    USED    FOR    FIRE-FIGHTING 

fighting  apparatus.  This  suburb  is  so  narrow  that  only 
one  street  is  laid  out.  The  car  tracks  are  laid  in  that 
street,  the  surface  of  which  is  beach  sand,  loose  and 
shifting  and  offering  no  foundation  to  team  travel. 

The  fire-fighting  problem  proved  a  difficult  one  for 
many  years.  Bucket  brigades  did  what  they  could,  but 
when  a  house  on  Park  Point  took  fire  the  chances  were 
ten  to  one  that  it  would  burn  to  the  ground.  Insurance 
rates  were  high,  permanent  residence  was  discouraged 
and  cheap  construction  encouraged.  A  fire  tug  would 
solve  the  problem  under  ordinary  circumstances,  but 
the  water  along  the  shore  is  so  shallow  that  a  fire  tug 
could  not  approach. 

Some  bright  mind  hit  upon  a  trolley  fire  department. 
The  co-operation  of  the  Park  Point  Traction  Company 
was  obtained.  In  1907  a  car  that  was  in  good  condition, 
but  had  served  its  usefulness  as  a  passenger  car,  was 
purchased  by  the  city  for  $650.  The  seats  were  taken 
out  and  the  braces  retained.  A  hose  box  was  installed 
the  whole  width  of  the  car.  It  was  left  open  at  both 
ends,  so  that  no  matter  which  way  the  car  is  going  it 
can  carry  the  hose  line  from  the  hydrant  to  the  point  of 
the  fire. 

The  equipment  consists  of  1500  ft.  of  2y2-in.  hose, 
two  shut-off  nozzles,  twenty  26-  and  30-ft.  ladders,  a 
14-ft.  roof  ladder,  six  axes,  four  pike-poles,  two  6-gallon 
Babcock  extinguishers,  extra  charges,  rubber  coats  and 
hats  for  volunteers. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


473 


Under  the  arrangements  with  the  railway,  the  city 
agreed  to  pay  the  company  $30  a  month,  for  which  the 
company  erected  a  house  for  the  car,  keeps  it  in  repair 
and  furnishes  a  man  to  operate  it  when  an  alarm  of  fire 
is  turned  in.  The  car  is  stored  near  the  main  offices 
of  the  company,  so  there  is  always  a  motorman  on  hand 
to  respond  to  an  alarm. 

When  an  alarm  is  turned  in  from  Park  Point  the  car 
is  started  down  the  tracks  immediately,  and  has  abso- 
lute right  of  way;  an  automatic  electric  gong  is  cut 
in  as  soon  as  the  car  starts,  so  that  all  along  the  Point 
notice  is  given  that  a  fire  alarm  is  being  answered. 
Volunteers  are  picked  up  on  the  way  and  are  usually 
plentiful.  As  soon  as  the  alarm  arrives  at  headquarters 
it  is  conveyed  to  the  nearest  regularly  organized  com- 
pany, and  the  members  respond  without  equipment. 
Usually  the  volunteers  have  checked  the  fire  before  they 
arrive. 


London  Ticket-Selling  Machine 

A  ticket-printing  machine  has  been  on  trial  service 
at  the  Victoria  underground  station  of  the  Metropolitan 
District  Railway,  London,  England. 

This  machine  is  arranged  to  print,  cut  and  deliver 
at  the  counter  five  distinct  types  of  li4-in.  x  2i/4-in. 
tickets  of  the  following  fare  denominations:  Id.,  iVad., 
2d.,  3d.,  and  4d.  Cardboard  in  narrow  strips  is  stored 
in  five  rolls  and  is  fed  into  the  machine.  The  motor  of 
this  machine  is  put  in  operation  by  the  ticket  agent, 
who  depresses  the  small  lever  corresponding  to  the 
denomination  of  the  ticket  required. 

The  mechanism  is  contained  in  a  metal  box  about 
2Yz  ft.  wide  and  11/2  ft.  high  attached  to  the  wall  above 


5poo/s  of 
Blank  Card- 
board Strip  \ 

5tnp  , . 
entering 
Mactiine 

Operating- 
Levers 


Tict^ef  printed' 
and  Cut  issu- 
ing from 
If  a  chine 


Indicators 
Showing  Number 
ofTictfets  Issued 

Specimen  Tickets 


INSTALLATION  OF  TICKET-PRINTING  MACHINE  AT  VICTORIA 

STATION,  METROPOLITAN  DISTRICT  RAILWAY, 

LONDON,  ENGLAND 

the  booking  window.  Counting  machines  are  located 
above  the  levers,  with  indicators  showing  to  the  operator 
the  number  of  tickets  issued  of  each  denomination. 
During  nine  weeks  the  machine  issued  119,568  tickets. 

Each  ticket  is  printed  in  the  regular  form,  and  gives 
the  destination,  route,  transfer  directions,  class  and 
fare.     The  date  is  also  printed  across  the  end. 

The  machine  has  proved  satisfactory  except  for  occa- 
sional imperfections  in  cutting  from  the  roll,  and  some- 
what indistinct  printing.  The  delivery  of  the  ticket 
is  very  rapid;  in  fact,  it  is  often  on  the  counter  before 
the  purchaser  is  ready  for  it.  One  hundred  tickets  a 
minute  can  be  issued.  The  management  believes  there 
is  a  future  for  such  a  machine  and  that  present  defects 
will  be  overcome  after  a  reasonable  period  for  experi- 
ment with  different  inks,  paper  stock,  etc. 


Illuminated  Guide  Signs  In  England 

Transparencies  installed  on  trolley  poles,  to  denote 
the  direction  of  various  routes  from  important  centers, 
are  a  favorite  mode  of  advertising  with  European  street 
railway    companies.      The    London    United    Tramways, 


TRANSPARENCY   OF   LONDON   UNITED   TRAMWAYS   WITH 
ARROW   INDICATOR 

Ltd.,  utilizes  signs  of  this  description,  notably  at  the 
Shepherd's  Bush  terminal  point  in  West  London,  and  at 
other  transfer  points. 

The  signs  are  about  2  ft.  x  3  ft.  x  5  in.,  a  sheet-metal 


TRANSPARENCY  OF  LONDON   UNITED   TRAMWAYS  CARRYING 
SCENE   ON   COLORED  GLASS 

frame  with  ground-glass  panes  forming  a  transparency. 
The  glass  faces  are  variously  inscribed,  some  merely  set- 
ting forth  principal  destinations  in  black  letters,  with 
red  arrow,  as  in  the  case  of  the  route  direction  to 
Ealing  and  other  towns,  reproduced  herewith.  Other 
signs  bear  painted  scenes  or  figures   in  colors,  men- 


474 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


tioning  some  notable  attraction — a  park  or  public  re- 
sort, for  example.  These  signs  are  illuminated  by  eight 
or  ten  small-wattage  lamps,  half  on  either  side,  in  simple 
white  refractors  which  diffuse  the  light  throughout  the 
interior,  lighting  both  faces.  Connection  with  the  elec- 
tric railway  poles  is  with  ornamental  iron  brackets 
clamped  on  the  pole. 

While  the  cost  of  operating  such  signs  on  the  railway 
lighting  services  is  Inconsiderable,  their  effectiveness  in 
directing  the  public  to  its  proper  destination  is  sure  to 
be  of  value. 


Non-Arcing  Harp  and  Oil-less  Bushing 

New  designs  in  trolley-wheel  harps  and  bushings  are 
now  being  offered  by  the  More-Jones  Brass  &  Metal 
Company,  St.  Louis,  Mo.  The  company's  non-arcing 
harp  for  high  and  low-speed  service  has  as  its  chief 
feature  a  method  for  gripping  the  axle  pin  securely. 
This  feature  prevents  deterioration  due  to  the  arcing 
which  arises  between  the  pin  and  harp  when  the  con- 
nection between  these   parts  is  loose. 

The  other  new  product  is  the  V  &  K  type  oil-less 
bushing  which  has  been  developed  for  use  in  all  of  the 
forty-eight  wheel  designs  of  this  manufacturer  and 
which  is  also  adapted  to  any  other  make  of  wheel. 
These  oil-less  bushings  are  recommended  particularly 
for  city  and  suburban  service. 

An  accompanying  illustration  shows  the  new  harp 
with  a  portion  of  the  frame  cut  away,  so  that  the  de- 
tails of  the  pin-locking  device  may  be  clearly  seen.  This 
harp  is  bottle-shaped,  to  eliminate  the  possibilty  of 
catching  on  the  overhead  wires.  The  harp  is  made  of 
malleable  iron  or  bronze,  as  required,  and  is  designed 
with  standard  pole-fit  dimensions. 

The  patented  gripping  device  for  locking  solidly  and 
holding  the  axle  pin  securely  consists  of  right  and  left- 
hand  steel  screws  fitted  into  the  limbs  of  the  harp.  A 
central  gripping  nut  made  of  bronze  connects  the  two 
opposing  screws.  Movement  of  this  nut  in  one  direc- 
tion serves  to  clamp  the  harp  body  metal  tightly  around 


NON-ARCING   HARP 

the  axle  pin.  Reverse  movement  loosens  the  pin.  In 
practice  this  movement  is  obtained  by  turning  the  nut. 
The  axle  pin  is  locked  in  place  by  a  cotter  pin  passing 
through  harp,  axle  pin  and  the  center  of  the  locking 
nut.  Thus  the  pin  is  held  rigidly  in  place  and  no  op- 
portunity for  chattering  and  arcing  is  afforded.  This 
tight  fit  in  the  harp  assures  maximum  wheel  mileage 
because  it  affords  a  rigid  bearing  for  the  wheel.  Also 
this  rigid  fastening  maintains  a  good  path  for  the  flow 
of  current  between  the  axle  and  the  harp  and  thus  the 
contact  springs  are  relieved  of  part  of  their  usual  duty. 
By  means  of  the  expanding  and  contracting  feature 
of  the  gripping  nut  a  wide  range  of  adjustment  is  pos- 


sible in  the  axle  pinhole.  This  greatly  simplifies  the 
operation  of  inserting  or  removing  a  pin.  It  obviates 
entirely  the  necessity  for  the  common  and  sometimes 
destructive  practice  of  driving  pins  in  and  out  with  a 
hammer  whenever  wheels  are  changed.  From  the 
operating  standpoint  the  foregoing  features,  par- 
ticularly that  of  being  able  to  change  wheels  on  the 
road  without  the  use  of  tools,  should  be  attractive. 

The  manufacturer  states  that  this  type  of  harp  is 
adapted  for  any  make  of  wheel  and  that  any  wheel  in 
this  harp,  notwithstanding  its  type  or  manufacture,  will 
show  30  per  cent,  to  50  per  cent,  greater  life  than  with 
the  ordinary  harp,  this  increase  being  due  to  the  rigid 
pin  bearing.  The  gain  is  effected  because  of  the 
absence  of  wear  in  the  pinholes.    This  harp  when  fitted 


SECTIONS  OF  TROLLEY  WHEEL  AND  OIL-LESS  BUSHING 

for  high-speed  service  has  contact  springs  with  single 
rubbing  surfaces.  The  springs  are  held  in  place  by  two 
screws  threaded  into  bosses  on  the  harp  casting.  With 
this  construction  the  springs  may  easily  be  replaced 
without  cutting  rivets. 

For  high-speed  service  the  company  recommends  its 
solid  or  hollow  case-hardened  axle  pin,  lubricated  with 
grease.  For  city  and  suburban  service  the  new  More- 
Jones  oil-less  trolley-wheel  bushing  is  recommended.  A 
wheel  Vvith  this  type  of  bushing  inserted  is  illustrated 
herewith.  The  distinctive  feature  of  this  wheel  is  the 
patented  Simpson  graphite  and  bronze  gauze  bushing. 
This  bushing  consists  of  a  solid  bronze  housing  of 
standard  exterior  dimensions  which  make  it  inter- 
changeable, and  an  interior  bearing  material  of  bronze 
gauze  impregnated  with  graphite  and  hydraulically 
compressed  into  the  bronze  housing. 

One  of  the  important  claims  which  is  made  for  this 
type  of  bushing  is  the  following:  It  has  high  conductivity 
and  consequent  low  drop  in  voltage  between  the  line  and 
the  motor  circuit,  because  the  bearing  is  made  of  con- 
ducting material  and  because  it  is  self-lubricating  with- 
out the  use  of  oil  or  grease.  Another  important  factor 
in  favor  of  the  oil-less  bushing  is  that  the  expense  con- 
nected with  the  usual  frequent  lubrication  of  other 
types  of  wheels  and  the  destructive  effect  of  oil  on  car 
roofing  are  avoided.  Also  the  first  cost  of  the  bushing 
includes  the  final  and  only  lubricating  cost.  In  cold 
weather  the  lubricating  qualities  do  not  vary  as  when 
oil  or  grease  are  used.  The  harp  and  wheel  are  always 
clean  and  in  fit  condition  to  be  handled  by  car  crews  if 
wheel  changes  on  the  road  are  necessary.  When  once 
properly  assembled  no  further  attention  is  required 
until  the  wheel  is  worn  out. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


475 


Double-Throw  Horn   Gap  Switch 

A  single-pole  unit  of  a  new  double-throw  horn  gap 
switch  is  shown  in  the  accompanying  cut.  The  main 
contacts  of  the  switch  are  protected  from  all  burning 
by  auxiliary  arcing  horns.  A  feature  of  particular  in- 
terest is  the  use  of  two  blades  at  an  angle  of  60  deg. 
from  each  other.  With  the  use  of  two  blades  mounted 
in  this  way   it  is  necessary  for  the  switch  to  rotate 


DOUBLE-THROW    HORN   GAP  SWITCH 

"through  less  than  120  deg.  of  the  circle,  which  condition 
.■allows  a  simple  crank  and  connecting  bar  type  of  operat- 
ing mechanism  to  be  used  for  interconnecting  three 
:such  units  for  simultaneous  operation. 

A  three-pole  switch  of  this  type  for  22,000-volt  serv- 
ice can  be  carried  on  the  top  of  a  single  wooden  pole. 
The  equipment  is  manufactured  by  the  Railway  &  In- 
dustrial Engineering  Company,  Pittsburgh,  Pa. 


Winch  for  Pole  Handling 

The  Northern  Engineering  Works,  Detroit,  Mich.,  has 
.recently  supplied  one  of  its  Northern  motor  truck  hoists 


PLATFORM   DRUIVf   WINCH   SETTING  POLES 

or  winches  on  a  Packard  truck  for  use  by  the  Public 
Lighting  Commission  of  Detroit. 

This  hoist  is  of  the  platform  drum  winch  type  with 
inclosed  gears,  is  made  in  both  spur-geared  and  worm- 
geared  form,  and  is  driven  by  a  clutch  connection  from 
the  motor  shaft  of  the  truck.  It  can  be  used  either  in 
the  form  of  an  ordinary  winch  for  hauling  articles  off 
and  on  the  truck  or  in  connection  with  boom  and  tackle 
as  shown.  The  gears  are  all  cut,  running  inclosed  in  oil. 
The  drum  is  machined  and  is  made  in  various  sizes,  ac- 


cording to  the  amount  of  rope  that  is  to  be  wrapped. 
This  winch  can  be  applied  to  any  truck  but  is  usually 
recommended  for  those  of  very  heavy  capacity.  It  is 
made  in  various  sizes  from  1000  to  2000  lb.  capacity, 
single  line. 


A  One-Man  Rail  Grinder 

The  Equipment  Engineering  Company,  London,  Eng., 
is  the  maker  of  the  "Celerity"  rail  grinder  which  is 
designed  for  leveling  rail  joints,  deepening  grooves, 
switches  and  crossings,  and  executing  all  other  kinds 
of  grinding  work  in  connection  with  rails.  It  is  very 
light,  weighing  only  about  420  lb.  complete.  The  weight 
of  the  motor  is  balanced  over  the  running  wheel  to  give 
the  requisite  pressure  for  the  grinding  wheel  and  re- 
lieve the  operator  as  much  as  possible. 

The  machine  can  easily  be  wheeled  along  the  track 
by  one  man,  or  placed  on  the  car  front.  Street  obstruc- 
tion is  reduced  to  a  minimum,  as  a  width  of  only  2  ft. 
is  occupied,  and  the  ordinary  highway  traffic  can  use 
the  side  paving  just  as  if  no  grinding  were  in  progress. 
As  but  one  rail  is  occupied  at  a  time,  it  is  easy  to  wheel 
the  machine  out  of  the  way  of  passing  cars,  and  put  it 
on  the  track  again  as  soon  as  the  line  is  clear. 

The  power  is  obtained  direct  from  the  overhead  wire, 
and  as  the  motor  is  close  to  its  work,  one  of  low  output 


ONE-MAN  ONE-RAIL  GRINDER  READY  FOR  WORK 

is  sufficient  to  drive  the  grinding  wheel.  The  power  is 
transmitted  by  belting,  the  elasticity  of  which,  in  such 
intermittent  work  as  grinding,  is  valuable. 

The  machine  is  operated  by  one  man  only,  who  stands 
in  an  easy  upright  position  and  moves  the  grinder  for- 
ward and  backward  over  the  rail  joints.  The  motor 
starter  is  within  easy  reach,  so  that  the  machine  can  be 
stopped  instantly  by  the  operator  without  the  assistance 
required  in  the  case  of  most  grinders.  The  labor  costs 
of  operating  this  machine  are  about  one-half  of  those 
for  other  types,  since  one  man  only  is  required  to  work 
the  grinder,  with  the  help  of  a  boy,  if  the  condition  war- 
rants it,  to  ward  off"  other  traffic  and  remove  the  trolley 
attachment  when  cars  are  passing. 

As  the  machine  is  of  the  mono-rail  type,  its  bearing 
is  instantly  obtained.  The  second  wheel  is  merely  pro- 
vided to  carry  the  frame  and  is  fitted  with  an  adjust- 
able spring  sufficiently  powerful  to  lift  the  grinding 
wheel  clear  of  the  rail  immediately  the  pressure  of  the 
hand  is  removed,  so  that  the  depth  of  cut  is  regulated 
by  the  pressure  of  the  hand  on  the  shafts.  In  addition 
to  the  sense  of  touch,  the  operator  is  also  enabled  to 
know  the  depth  of  cut  taken  by  the  quantity  of  sparks 
from  the  grinding  wheel.  The  automatic  cutout  in  con- 
nection with  the  starter  is  so  arranged  that  the  machine 
cannot  be  made  to  cut  too  deeply.  The  grinder  is  al- 
ready in  use  on  many  systems  in  England  and  elsewhere 
including  Blackburn,  Darwen,  West  Ham,  Southampton, 
Wigan,  S.  Shields,  Bolton  and  Salford. 


476 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


LONDON  LETTER 


Tramway    Prosperity   Affected   by    War — Some   Roads   Ex- 
tending— Women  Conductors  Considered  in  Edinburgh 

(From  Our  Regular  Correspondent) 

A  further  reduction  in  the  dividend  of  the  Dublin  United 
Tramways  from  b^^  per  cent  to  5  per  cent  was  recently 
announced.  The  report  shows  that  the  distribution  could 
have  been  maintained,  but  the  directors  decided  on  a  con- 
servative policy,  owing  to  the  war.  After  paying  all 
interest  charges,  the  sum  of  £98,000  was  available  for  divi- 
dends. A  year  ago,  only  £10,000  was  set  aside  for  renewals. 
This  year  £23,000  in  all  is  specially  appropriated,  and  the 
amount  carried  forward  is  increased  from  £9,500  to  £11,400. 

Although  the  revenue  of  the  Manchester  Corporation 
Tramways  undertaking  shows  a  considerable  falling  off  for 
the  nine  months  of  the  municipal  year  recently  completed 
as  compared  with  the  corresponding  period  of  the  previous 
year,  the  receipts  for  the  past  few  weeks  have  been  on  the 
up-grade,  and  have  been  actually  in  excess  of  those  for  the 
early  part  of  last  year.  The  all-night  cars,  which  have  now 
been  running  upwards  of  a  year,  have  not  been  profitable, 
but  as  they  have  proved  a  great  convenience  the  committee 
has    decided    to   continue   them. 

Owing  to  the  increased  cost  of  living,  the  executives  of 
the  Amalgamated  Society  of  Tramway  &  Vehicle  Workers 
at  the  monthly  meeting  at  Salford  unanimously  decided 
to  permit  all  branches  of  the  society  to  apply  for  an  in- 
crease of  15  per  cent  in  wages.  The  society  has  a  member- 
ship of  nearly  30,000,  and  the  meeting  was  attended  by  rep- 
resentatives from  London,  Manchester,  Birmingham,  Leeds 
and  Wales.  At  the  close  of  the  meeting  the  secretary  stated 
that  the  executives  had  a  number  of  applications  from  the 
branches  for  permission  to  apply  for  increases  in  wages 
owing  to  the  extra  cost  of  living. 

Railless  trolley  omnibus  schemes  seem  popular  in  South 
Wales,  and  following  upon  the  opening  of  the  5-mile  route 
from  Williamstown,  through  Tonyrefail,  to  Gilfach  Goch,  in 
the  Rhondda  Valley  District,  comes  a  proposal  from  the 
Aberdare  Urban  District  Council  to  make  extensions 
totaling  about  5  miles  in  that  area  for  operation  by  rail- 
less  traction.    The  estimated  cost  is  nearly  £50,000. 

The  question  of  the  lighting  of  ■  the  Leicester  tramway 
routes  was  discussed  recently  at  the  meeting  of  the  Leices- 
ter watch  committee.  Experiments  have  been  made  with 
the  high  pressure  gas  system  near  the  gas  offices  and  else- 
where, and  with  electric  light  at  the  end  of  Horsefair  Street, 
the  Midland  Station,  and  suspended  central  lights  on  the 
recently  constructed  tramway  in  King  Richard's  Road.  The 
lighting  sub-committee  submitted  a  unanimous  recom- 
mendation to  the  watch  committee  in  favor  of  electric  light 
for  the  illumination  of  tramway  routes  generally,  and  this 
was  adopted  subject  to  the  approval  of  the  Council. 

The  extension  of  the  Bakerloo  Railway  from  Paddington 
to  Queen's  Park  has  been  opened  for  traffic.  It  makes  an 
addition  of  2  miles  36  chains  to  the  mileage  of  this  railway, 
which  now  extends  from  the  Elephant  &  Castle,  on  the  south 
side  of  the  river,  to  the  Queen's  Park  station  on  the  main 
line  of  the  London  &  Northwestern  Railway,  a  total  distance 
of  about  7  miles.  There  are  four  stations  on  the  new 
extension.  The  extension  serves  a  large  and  populous  dis- 
trict, and  enables  travelers  on  the  tube  system  to  join  the 
trains  of  the  London  &  Northwestern  Railway  running  on 
its  new  line  to  Watford.  When  this  new  line  has  been 
electrified  through  trains  will  be  run  from  the  Elephant 
to  Watford,  but  at  present  it  is  necessary  to  change 
at  Queen's  Park.  The  lifts  at  these  new  stations  have  been 
abandoned  in  favor  of  escalators,  and  long  passages  have 
been   carefully  avoided. 

The  report  of  the  Board  of  Trade  on  London  traffic,  just 
issued,  deals  largely  with  the  growing  necessity  for  in- 
creasing main  arterial  roads  owing  to  the  constant  ex- 
pansion of  traffic.  Theoretically,  the  substitution  of  motor 
for  horse-drawn  vehicles  should  tend  to  lessen  congestion, 
but  practice  shows  that  the  intermingling  of  fast  motor 
traffic  and  slow  horse  traffic  neutralizes  the  advantage.  As 
to  obstruction,  the  horse  vehicle  takes  first  place  and  the 
electric  tramcar  second.  The  report  adds  that  opinions 
have  been  unduly  influenced  in  favor  of  the  electric  tram- 
car  by  its  carrying  capacity  and  its  comparative  immunity 


from  fatal  accident,  but  that  these  factors  cannot  be  taken 
into  consideration  when  dealing  with  road  obstruction.  In 
the  case  of  the  motor  omnibus,  while  its  power  of  accelera- 
tion and  retardation  is  not  so  good  as  that  of  the  tramcar, 
its  flexibility  enables  it  to  circumvent  obstructions  and 
to  give  room  to  overtaking  or  meeting  vehicles. 

The  Edinburgh  Tramways,  which  has  sent  between  .300 
and  400  men  to  the  army,  is  considering  a  proposal  to  re- 
place some  of  the  enlisted  employees  with  women  conduc- 
tors. The  work  is  not  more  arduous  physically  than  some 
in  which  women  already  engage,  and  much  of  the  mounting 
of  stairs  which  it  involves  on  most  types  of  tramcars  might 
easily  be  avoided  if  passengers  would  tender  their  fares 
to  the  conductor  as  soon  as  they  stepped  on  the  platform. 

In  the  report  of  the  London  &  Southwestern  Railway 
for  the  year  ended  Dec.  31,  1914,  it  is  stated  that  the  work 
connected  with  the  electrification  of  the  company's  suburban 
lines  has,  notwithstanding  various  difficulties,  made  steady 
progress  during  the  year.  The  main  power  house  at 
Wimbledon  and  the  substations  at  other  places  are  practi- 
cally complete,  and  the  machinery  is  being  erected.  Sev- 
eral of  the  trains  are  ready.  Good  progress  has  also  been 
made  with  the  placing  of  conductor  rails,  the  bonding  of 
track  rails  and  the  laying  of  high-tension  cables  on  the 
first  section  of  the  railway  to  be  electrified,  namely  from 
Waterloo  to  Kingston  via  "Twickenham  and  Maiden. 

According  to  the  London  County  Council  returns  as  to 
recent  tramway  receipts,  about  £10,000  was  lost  as  a  conse- 
quence of  the  tramway  breakdown  some  weeks  ago.  During 
that  week  3,000,000  fewer  passengers  were  carried.  Now 
the  Council  proposes  to  ai-range  for  linking  up  the  system 
with  other  sources  of  electrical  supply.  The  London  Electric 
Supply  Corporation  is  already  furnishing  the  Council  with 
energy,  and  the  company  has  now  offered  a  further  supply 
up  to  3500  kw  at  a  price  of  £3  a  kilowatt  a  year,  plus  a  stated 
price  per  unit  for  at  least  six  months.  The  Council  is 
to  have  the  option  of  extending  the  arrangement  for  a 
further  period  of  six  months.  If  at  any  time  after  the  ex- 
piration of  the  first  period  of  six  months  the  Council  merely 
requires  a  supply  of  power  for  standby  purposes  only,  the 
charge  to  be  made  will  be  at  the  rate  of  £2  a  kilowatt  a 
year.  The  electrical  energy  will  be  provided  at  the  com- 
pany's Deptford  generation  station,  and  the  Council  is  to 
furnish  the  requisite  high-tension  cables  to  connect  this 
generating  station  in  parallel  with  the  Council's  Greenwich 
generating  station.  When  the  necessity  for  continuing 
these  arrangements  has  ceased,  the  cables  can  be  retained 
between  the  two  generating  stations  and  utilized  for  provid- 
ing such  power  as  may  be  required  on  emergency,  or  they 
can  be  withdrawn  from  the  ducts  and  used  elsewhere. 

The  electricity  scheme  promoted  by  the  London  County 
Council  has  been  killed  by  the  Council  itself.  In  November 
last  the  Council  decided  to  obtain  Parliamentary  authority 
for  its  proposals,  and  the  bill  dealing  with  the  matter  has 
been  duly  deposited.  Under  Act  of  Parliament,  however,  it 
was  necessary  that  the  resolution  of  November  should  be 
confirmed  by  an  absolute  majority  of  the  whole  Council. 
That  majority  the  scheme  has  not  secured.  The  reasons  for 
Progressive  hostility  were  explained  by  Sir  John  Benn,  who 
pointed  out  that  the  scheme,  on  its  technical  side,  contained 
the  basis  of  a  settlement,  but  that  the  proposals  were 
vitiated  by  bad  finance,  the  flouting  of  Parliament,  the 
breaking  up  of  local  government,  and  the  surrender  of  the 
rights  of  the  ratepayers.  The  borough  councils,  as  a  body, 
were  also  against  the  bill,  while  ten  of  the  wealthy  com- 
panies were  combining  against  the  Council  with  a  view  to 
presenting  an  opposing  bill. 

At  the  annual  meeting  of  the  City  &  South  London  Rail- 
way, the  chairman  stated  that  but  for  the  war  the  company 
would  now  have  been  well  forwaM  with  the  reconstruction 
authorized  by  Parliament  in  1913.  When  the  war  came 
plans  and  drawings  had  been  passed  and  arrangements 
made  with  contractors  and  a  portion  of  the  money  had  been 
raised,  but  no  contractors'  men  had  been  set  at  work.  When 
this  railway  passed  under  the  control  of  the  Underground 
Electric  Railways,  London,  it  was  intended  to,  increase  the 
tubes  to  the  same  size  as  the  other  tubes  controlled  by  the 
company  and  to  furnish  new  rolling  stock  of  a  type  similar 
to  that  used  on  the  other  railways.  This  work,  however, 
has  been  entirely  suspended  for  the  time  being. 

A.  C.  S. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 

News  of  Electric  Railways 


477 


NEW    YORK    COMMISSION    INVESTIGATION 

Among  those  who  testified  on  Feb.  25  were  Mayor 
Mitchell,  President  McAneny  of  the  Board  of  Estimate,  and 
Frederick  W.  Whitridge,  president  of  the  Third  Avenue 
Railway.  Both  Mayor  Mitchel  and  Mr.  McAneny  agreed 
in  the  main  points  of  their  testimony.  About  transferring 
the  construction  work  from  the  commission  to  the  Board 
of  Estimate,  they  thought  it  advisable  theoretically.  The 
drafting  of  a  new  charter  seemed  to  afford  an  opportunity 
for  the  transfer.  Mayor  Mitchel  thought  that  the  transfer 
should  come  into  force  on  Jan.  1,  1918,  at  the  beginning 
of  the  next  city  administration. 

Mr.  Whitridge  thought  that  the  original  commission,  ap- 
pointed by  Governor  Hughes,  had  made  the  public  service 
law  ridiculous,  while  their  successors  were  courteous  and 
sensible.  The  first  commission  treated  its  large  powers 
like  a  plaything.  He  had  to  call  the  attention  of  the 
original  commissioners  to  the  fact  that  it  was  a  misde- 
meanor to  disseminate  false  information  about  the  value  of 
securities.  Asked  what  he  would  do  about  constructing  the 
subways,  Mr.  Whitridge  said  he  would  get  Colonel  Goethals 
and  tell  him  to  go  ahead.  He  thought  the  expenditures  of 
the  commission  should  be  limited  to  $400,000  or  $500,000  a 
year.  He  favored  taking  from  the  commission  the  right  to 
issue  orders,  and  requiring  it  merely  to  report  facts  to  the 
courts,  which  would  have  the  right  to  make  orders.  If  he 
were  commissioner  he  would  send  for  the  right  man  and 
tell  him  what  he  wanted  and  if  he  refused  he  would  call 
in  the  newspapers  and  have  a  hearing. 

On  Feb.  26  the  committee  had  on  the  stand  as  witnesses 
ex-Mayor  Seth  Low,  ex-Chairman  of  the  Commission  W.  R. 
Willcox,  George  B.  Cortelyou,  president  of  the  Consolidated 
Gas  Company;  Theodore  P.  Shonts,  president  of  the  Inter- 
borough  Rapid  Transit  Company,  and  Timothy  S.  Williams, 
president  of  the  Brooklyn  Rapid  Transit  Company.  Mr. 
Shonts  favored  regulation.  He  did  not  consider  that  the 
commissioners  so  far  appointed  had  tried  with  earnestness 
to  solve  difficult  problems.  He  did  not  see  how  regulation 
could  be  carried  on  effectively  except  by  somebody  in  daily 
touch  with  the  companies.  He  had  a  very  high  opinion  of 
Alfred  Craven,  chief  engineer  of  the  commission,  and  the 
other  engineers  of  the  commission,  but  even  these  men 
were  not  so  well  qualified  as  the  company's  own  men  to  say 
what  was  best  for  the  practical  operation  of  a  railroad. 
There  had  never  been  any  conscious  effort  on  the  part  of  the 
Interborough  Rapid  Transit  Company  to  evade  the  orders 
of  the  commission.  He  thought  that  the  rule  of  reason 
should  be  applied  to  violations  of  the  commission's  orders. 
He  did  not  quite  know  how  far  the  authority  of  the  com- 
mission went,  but  it  certainly  should  not  extend  to  making 
up  the  company's  train  schedules  or  saying  how  much 
it  should   spend   on  maintenance. 

Mr.  Williams  said  that  without  any  disrespect  to  any 
of  the  gentlemen  who  had  occupied  the  position  of  com- 
missioner it  was  indisputable  that  not  one  of  them  had, 
at  the  time  of  his  appointment,  any  administrative  or  tech- 
nical experience  to  qualify  him  for  the  office.  The  men  on 
the  commission  were,  with  few  exceptions,  of  sincere  purpose 
and  industry,  but  they  had  to  be  educated  in  office  to  a 
knowledge  of  the  necessarily  complicated  problems  upon 
which  they  were  called  to  decide.  He  thought  that  the 
wheelguard  order  of  the  comrnission  was  purely  a  matter 
of  personal  pride  and  prejudice  on  the  part  of  Mr.  Maltbie. 
Mr.  Williams  criticised  the  report  on  Brooklyn  Rapid 
Transit  service  made  to  the  commission  by  Joseph  Johnson, 
head   of  the  commission's   transit  bureau. 

Mr.  Willcox  reviewed  the  points  of  difference  at  which 
the  commission  and  Mr.  Whitridge  had  come  into  contact. 
The  law  was  opposed  to  the  transfer  of  the  rapid  transit 
work  of  the  commission  to  the  Board  of  Estimate.  He 
thought  that  a  member  of  the  Board  of  Estimate  might  be 
appointed  to  the  commission. 

The  hearings  as  regards  the  commission  for  the  first 
district  were  concluded  with  a  session  open  to  the  public 
to  present  suggestions  on  Feb.  27.  Only  two  persons  availed 
themselves  of  the  opportunity. 

The  drafting  of  the  report  to  the  Governor  in  regard  to 


the  inquiry  into  the  first  district  commission  by  the  legis- 
lative committee  has  been  intrusted  to  a  sub-committee  con- 
sisting of  the  chairman,  the  counsel.  Senators  Mills  and 
Foley,  and  Assemblymen  Meier  and  MacQuistion.  This 
committee  met  on  March  2  to  frame  its  findings  for  sub- 
mission to  the  full  committee.  It  was  said  at  the  time  that 
the  sub-committee  was  divided  on  the  question  of  how  far 
the  report  should  go  in  criticising  the  official  conduct  of  the 
public  service  commissioners,  but  it  was  expected  that  the 
report  to  the  full  committee  would  be  made  by  March  4. 
On  that  date  the  committee  was  still  at  odds  and  the  in- 
quiry into  the  commission  for  the  second  district  was  be- 
gun despite  the  previous  threat  of  William  Hayward,  coun- 
sel to  the  committee,  that  he  would  delay  the  investigation. 


DETROIT  PURCHASE  VOTE  ON  MARCH  31 

A  special  meeting  of  the  stockholders  of  the  Detroit  (Mich.) 
United  Railway  has  been  called  for  March  31  to  take  action 
on  the  proposal  of  the  City  Street  Railway  Commission  to  as- 
sume, with  the  approval  of  the  electors,  bonded  indebtedness 
of  $24,900,000  in  exchange  for  the  lines  of  the  company  with- 
in the  one-fare  zone.  The  company  has  not  as  yet  given  any 
indication  as  to  what  recommendation  it  will  make  to  the 
stockholders,  but  it  is  understood  that  the  board  of  directors 
is  inclined  to  recommend  that  the  city's  offer  be  accepted. 

The  announcement  of  the  commission's  proposal  to  pur- 
chase has  already  called  forth  numerous  attacks  upon  the 
plan,  and  in  the  event  that  the  commission  and  the  company 
reached  an  agreement  a  bitter  fight  is  sure  to  occur  before 
the  proposition  reaches  the  public.  There  are  many  legal 
questions  involved  which  must  be  adjusted  before  the  matter 
will  be  in  shape  for  presentation  to  the  electors;  in  fact  it  is 
held  by  several  legal  authorities  in  communications  to  the 
newspapers  that  charter  amendments  and  special  action  by 
the  Legislature  will  be  required  before  the  city  is  empowered 
to  assume  the  company's  bonds.  The  commission  is  now  giv- 
ing most  of  its  attention  to  the  legal  phases. 

It  is  understood  that  the  traffic  survey  prepared  by  Barclay 
Parsons  &  Klapp,  New  York,  will  be  presented  to  the  com- 
mission by  March  15.  This  survey  is  an  exhaustive  study  of 
the  transportation  needs  of  Detroit  covering  present  lines, 
needed  lines,  rerouting  and  the  subway  question.  It  will  un- 
doubtedly have  a  large  bearing  upon  the  entire  street  railway 
question. 

BAY  STATE  ARBITRATION  HEARINGS 

In  the  hearings  before  the  arbitration  board  in  the  Bay 
State  Street  Railway  wages  investigation,  C.  F.  Bancroft, 
superintendent  of  motive  power  and  machinery,  was  called  as 
a  witness  by  the-  employees'  organization.  Mr.  Bancroft 
stated  that  the  average  hourly  wages  of  armature  winders 
had  been  increased  from  21.05  cents  in  1905  to  27.74  cents  in 
1914.  The  company  had  more  than  thirty  carhouses  and 
stations.  About  1200  men  were  employed  in  the  motive 
power  and  machinery  department.  Wages  varied  with  the 
locality,  tending  toward  higher  amounts  in  the  larger  places. 
The  company  had  offered  the  operating  staff  at  the  Quincy 
Point  (Mass.)  power  plant  a  bonus  dependent  upon  reduc- 
tions in  the  consumption  of  coal,  and  in  this  way  wages  had 
been  increased.  Fifteen  years  ago  the  power  plants  of  the 
various  roads  now  making  up  the  system  generally  were  op- 
erated in  two  twelve-hour  daily  shifts;  about  ten  years  ago 
ten-hour  shifts  were  substituted,  and  in  1910  the  plants  were 
put  upon  an  eight-hour  basis.  The  wages  of  all  employees 
in  stations  had  remained  unchanged  per  day,  but  automatic- 
ally increased  per  hour.  Mr.  Bancroft  did  not  consider  pow- 
er-station work  difficult,  but  felt  that  it  was  responsible  and 
trying.  There  were  now  forty-three  power-station  engi- 
neers, fifty  firemen  and  thirty-five  oilers  in  the  company's 
service,  compared  with  thirty-four  engineers,  forty-six  fire- 
men and  twenty-seven  oilers  in  1910.  A  reduced  working 
day  in  a  generating  plant  correspondingly  decreased  the 
amount  of  work  done  per  man.  A  10,000-hp  generating  unit 
now  requires  less  labor  than  a  2500-hp  machine  did  twelve 
years  ago.  Such  units  were  increasingly  automatic  in  their 
operation. 


478 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


INDIANA  LEGISLATURE 

A  bill  has  been  introduced  in  the  Senate  of  Indiana  pro- 
hibiting the  location  of  freight  depots  within  1000  ft.  of 
places  of  worship.  The  following  bills  have  been  passed  by 
the  Senate:  Bill  regulating  news  agencies  and  requiring  the 
Associated  Press  to  file  a  schedule  of  rates  with  the  Public 
Service  Commission;  the  Symons  bill  providing  that  rail- 
roads shall  maintain  flagmen  or  automatic  crossing  signals 
at  all  crossings  where  the  view  is  obstructed;  bill  providing 
that  employers  must  give  service  letters  to  discharged  em- 
ployees upon  request.  The  bill  making  it  unlawful  to  tres- 
pass upon  railroad  property  was  killed  in  the  Senate. 

Representative  Waltz  has  had  withdrawn  the  2Vi  cent 
railroad  fare  bill  introduced  by  him,  and,  in  accordance  with 
the  recommendations  made  to  the  Legislature  by  Governor 
Ralston  and  outlined  in  his  letter  to  the  Central  Electric 
Railway  Association  at  the  meeting  in  Indianapolis  last 
week,  Mr.  Waltz  has  introduced  a  bill  giving  the  Public 
Service  Commission  of  Indiana  the  right  to  increase  the 
passenger  rates  of  railroads  to  2%  cents  per  mile  upon  peti- 
tion and  examination  of  the  facts  showing  that  such  increase 
is  justified. 

The  following  bills  have  passed  the  House:  the  Sare 
workmen's  compensation  bill,  amended  and  made  a  com- 
promise measure;  the  Feick  bill  providing  for  a  board  of 
mediation  and  arbitration  for  all  labor  controversies;  the 
bill  amending  the  public  utility  act  by  placing  stock  yards 
under  the  jurisdiction  of  the  commission;  the  bill  providing 
penalties  for  ofiicers  of  public  utility  corporations  that  col- 
lect money  in  excess  of  published  tariffs,  but  exempting 
from  this  law  utility  corporations  of  fourth  and  fifth  class 
cities  that  contracted  to  give  free  service  to  manufacturing 
industries  prior  to  May  1,  1913.  The  following  bills  have 
been  killed:  amendment  to  the  boiler  inspection  law  pro- 
viding that  all  boilers  placed  in  service  after  July  1,  1915. 
shall  be  allowed  a  factor  of  safety  of  not  less  than  5.5;  bill 
providing  that  public  service  corporations  giving  service  by 
measured  rates  shall  not  fix  a  minimum  charge  for  service. 


CINCINNATI  SUBURBAN  FRANCHISE 

The  Council  of  Cincinnati,  Ohio,  on  Feb.  16  refused  to 
entertain  the  suggestion  of  the  Federated  Improvement  As- 
sociation that  the  franchise  recently  granted  to  the  Cin- 
cinnati, Newport  &  Covington  Street  Railway  be  repealed 
and  that  a  new  ordinance  be  passed  specifically  providing 
that  the  company  shall  change  the  location  of  its  tracks  to 
streets  other  than  those  designated  to  be  occupied. 

Richard  P.  Ernst,  attorney,  representing  the  company, 
made  an  address  before  the  Cincinnati  Real  Estate  Ex- 
change on  Feb.  18,  in  which  he  furnished  a  complete  analy- 
sis of  the  franchise.  The  new  routes  forced  upon  the  com- 
pany have  been  found  unprofitable  by  the  Cincinnati  Trac- 
tion Company,  and  the  purely  local  business  in  Cincinnati 
will  not  amount  to  much.  The  road  carries  30,000  people 
into  Cincinnati  every  morning.  The  franchise  granted  to 
the  company  will  necessitate  the  giving  of  rights,  even  to 
a  road  that  might  come  into  Cincinnati  from  northern  Ohio. 
Mr.  Ernst  read  letters  from  President  Hinsch  of  the  Fifth- 
Third  National  Bank  and  E.  W.  Edwards,  president  of  the 
Rapid  Transit  Commission,  stating  that  they  will  support 
the  ordinance  at  the  referendum  election  in  March. 


CLEVELAND  CONSTRUCTION  ORDINANCES 

An  ordinance  was  passed  by  the  City  Council  of  Cleveland, 
Ohio,  on  the  evening  of  March  1  authorizing  the  laying  of  a 
double  track  on  Euclid  Avenue  between  East  Twenty-second 
and  East  Fortieth  Streets.  The  consents  of  property  owners 
have  not  yet  been  secured.  Peter  Witt,  street  railway  com- 
missioner, says  that  the  consents  are  unnecessary  under  the 
charter  provisions.  This  section  of  Euclid  Avenue  is  known 
as  "Millionaires'  Row." 

It  seems  likely  that  there  will  be  serious  opposition  to  the 
construction  of  a  street  railway  on  East  123rd  Street, 
Cleveland,  although  the  Council  adopted  a  resolution  in 
April,  1914,  agreeing  to  authorize  the  expenditure  of  funds 
for  that  purpose  on  the  dedication  of  the  street.  The 
changed  financial  conditions  of  the  country  have  made 
several  members  doubtful  as  to  the  propriety  of  building 
the  line  the  coming  summer,  and  the  city  may  not  accept 
the  street  until  there  are  better  prospects  for  business. 


LEGISLATION  IN  NEW  YORK 

The  following  bills  have  been  introduced  in  the  Senate: 
to  amend  chapter  478  of  the  laws  of  1893,  entitled  "An  act 
to  incorporate  the  city  of  Olean,"  in  relation  to  the  location 
of  street  surface  railroad  tracks  in  the  streets  of  said  city; 
to  amend  the  railroad  law,  in  relation  to  fencing  right-of- 
way;  to  amend  the  railroad  law,  in  relation  to  footpaths 
upon  certain  trestles;  making  an  appropriation  for  the 
elimination  of  certain  grade  crossings. 

The  following  bills  have  been  introduced  in  the  Assembly: 
to  amend  the  railroad  law,  in  relation  to  lighting  railroad 
cars  on  steam  railroads  in  cities  of  the  first  class ;  to  amend 
the  railroad  law,  in  relation  to  the  rate  of  fare  on  certain 
elevated  railroads  operating  in  Kings  County;  to  provide 
for  the  improvement  of  the  New  York  Central  &  Hudson. 
River  Railroad  tracks  and  property  along  Riverside  Park,, 
in  the  city  of  New  York,  to  require  trains  to  be  operated 
thereon  by  electricity;  to  amend  the  workmen's  compensa- 
tion law;  to  amend  the  penal  law,  in  relation  to  persons- 
unable  to  read  and  write  not  to  act  or  be  employed  as  engi- 
neers, firemen,  hostlers,  watchers  or  trainmen  in  running 
or  operating  locomotive  engines  or  trains;  to  amend  chap- 
ter 478  of  the  laws  of  1893,  entitled  "An  act  to  incor- 
porate the  city  of  Olean,"  in  relation  to  the  location  of 
street  surface  railroad  tracks  in  the  streets  of  said  city; 
to  amend  chapter  345  of  the  laws  of  1888  entitled  "An  act 
to  provide  for  the  relief  of  the  city  of  Buffalo  and  to 
change  and  regulate  the  crossing  and  occupation  of  the 
streets,  avenues  and  public  grounds  in  said  city  by  rail- 
roads," in  relation  to  the  care,  repair  and  maintenance  of 
bridges,  viaducts  and  subways  at  street  crossings  above 
and  below  railroad  tracks;  to  amend  the  railroad  law,  in 
relation  to  footpaths  upon  certain  trestles;  to  extend  the 
time  of  the  New  York  Connecting  Railroad  to  finish  its 
road  and  put  the  same  in  operation;  to  extend  the  time  of 
the  New  York  Connecting  Railroad  to  complete  the  con- 
struction of  its  bridge  across  the  East  River,  as  authorized 
by  chapter  752  of  the  laws  of  1900,  chapter  691  of  the  laws 
of  1905  and  chapter  606  of  the  laws  of  1910;  making  an 
appropriation  for  the  elimination  of  certain  grade  cross- 
ings; to  amend  the  general  corporation  law,  in  relation  to 
an  action  against  a  corporation  to  compel  specific  perform- 
ance of  obligations. 

OHIO  LABOR  LEGISLATION 

Representatives  of  a  number  of  street  and  interurban  rail- 
ways appeared  before  the  labor  committee  of  the  House  of 
Representatives  at  Columbus  on  Feb.  18  to  protest  against 
the  passage  of  the  Ott  bill  regulating  the  hours  of  labor 
for  conductors  and  motormen.  The  principal  objection  was 
to  the  requirement  that  the  men  have  thirteen  consecutive 
hours  of  rest.  J.  J.  Stanley,  president  of  the  Cleveland 
Railway,  said  that  such  a  requirement  would  make  a  3-cent 
fare  impossible,  as  the  schedules  could  not  be  arranged  so 
that  the  men  could  have  that  period  of  rest  without  increas- 
ing the  number  of  motormen  and  conductors  very  ma- 
terially. The  company  employed  2500  motormen  and  con- 
ductors and  this  change  would  mean  a  large  increase  in  the 
wage  item. 

Frank  B.  Carpenter,  of  the  Western  Ohio  Railway;  E.  F. 
Schneider,  of  the  Cleveland,  Southwestern  &  Columbus  Rail- 
way, and  F.  W.  Coen,  of  the  Lake  Shore  Electric  Railway, 
represented  the  interurban  interests.  They  contended  that 
it  would  be  impractical  to  apply  the  conditions  of  this  bill 
to  the  train  service  without  employing  many  men  who  would 
be  called  upon  to  work  only  one  or  two  hours  a  day.  G. 
Davies,  Cleveland,  and  W.  W.  Smith,  Cincinnati,  presidents 
of  the  local  unions  in  the  two  cities,  represented  the  em- 
ployees. They  argued  that  the  schedules  of  hours  could  be 
applied  to  the  operation  of  cars  without  much  additional 
expense. 

The  Myers  bill  has  been  recommended  for  passage  by  the 
Senate  judiciary  committee.  It  makes  legal  the  service  by 
a  sheriff  on  a  receiver  of  an  interurban  railway  in  any 
county  through  which  the  road  passes.  The  Smith  bill  re- 
quiring dust-proof  screens  for  the  protection  of  motormen 
and  conductors  on  both  street  and  interurban  cars  was 
passed  by  the  House  on  Feb.  16. 

A  hearing  was  held  on  Senator  Louis  P.  Pink's  bills  by 
the  Senate  judiciary  committee  on  Feb.  24.  These  bills 
provide   that   proof   of   injury   to   persons   or   property   by 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


479 


steam  or  electric  railways  shall  be  prima  facie  evidence  of 
carelessness  on  the  part  of  the  operators  of  the  locomo- 
tives or  cars  which  caused  the  injury.  Attorneys  for  the 
roads  said  that  the  bills  virould  make  them  practically  in- 
surers of  everything  along  their  right-of-way.  It  is  likely 
another  bill  may  be  formulated  that  will  require  claim  de- 
partments to  produce  all  the  evidence  they  secure. 

A  resolution  has  been  introduced  in  the  Legislature  call- 
ing for  a  detailed  statement  of  the  finances  from  the  State 
treasurer,  in  order  that  appropriations  might  be  made  in 
an  intelligent  manner.  This  would  give  public  utility  com- 
panies, insurance  companies  and  other  corporations  an  op- 
portunity to  show  what  they  are  paying  for  the  support 
of  boards,  commissions  and  other  organizations  estab- 
lished to  regulate  their  operation. 

Senator  William  Behne  introduced  a  municipal  owner- 
ship measure  on  Feb.  24  which  is  practically  a  reproduc- 
tion of  the  Mills  bill  of  the  preceding  session.  It  provides 
that  bonds  issued  by  a  municipality  for  the  purpose  of 
constructing  a  public  utility  plant  or  purchasing  one  al- 
ready in  existence  shall  be  a  lien  on  the  entire  tax  dupli- 
cate of  the  municipality  instead  of  on  the  property  only, 
as  the  law  now  stands.  It  also  provides  that  bonds  issued 
for  this  purpose  shall  not  be  considered  with  those  issued 
for  other  purposes.  The  Mills  bill  in  its  original  form  was 
defeated  at  the  last  session  of  the  Legislature. 

Senator  W.  R.  Collins  of  Cincinnati  has  introduced  a  bill 
that  provides  for  the  cancellation  of  the  lease  of  the  Miami 
&  Erie  canal  and  the  payment  by  the  State  to  the  city  of 
Cincinnati  of  $74,707,  which  the  State  has  already  received 
as  rental  for  that  portion  of  the  property  within  the  city. 
The  bill  further  provides  for  a  new  lease  with  rent  on  the 
property  free.  The  city  desires  to  use  this  property  for  a 
portion  of  its  rapid  transit  line. 


car,  and  additional  cars  cannot  be  put  on  unless  the  service 
demands  them. 

"The  company  has,  we  believe,  an  excellent  corps  of 
employees  who  share  with  the  directors  the  desire  to  make 
the  service  the  best  possible.  The  trustees  hope  to  give 
the  community  all  the  service  that  it  is  in  their  power  to 
give.  To  this  end  they  invite  rather  than  resent  fair  and 
intelligent  criticism,  and  suggest  that  such  criticism  be 
made  in  the  first  instance  to  the  ofiicers  of  the  company 
and  especially  to  A.  T.  Potter,  the  vice-president,  who  will 
either  himself  act  upon  them  or  else  bring  the  matter  to 
the  attention  of  the  board  of  directors." 


CONDITIONS    IN    RHODE    ISLAND 

Men  in  Charge  Under  Federal  Dissolution   Decree   Review 
Problems  Before  Them 

The  trustees  appointed  under  the  dissolution  decree  in 
the  New  Haven  Railroad  case  to  hold  the  stock  of  the 
Rhode  Island  Company,  Providence,  R.  I.,  have  issued  a 
statement  in  part  as  follows: 

"The  trustees  find  that  nearly  all  of  the  property  is 
held  by  the  company  under  leases  calling  for  the  payment 
of  large  annual  rentals  and  imposing  burdensome  require- 
ments; that  the  company  is  subject  to  the  terms  of  a  strict 
franchise  agreement  with  the  city  of  Providence;  that  there 
is  a  contract  between  the  company  and  organized  labor, 
and  that  the  company  has  been  operated  for  many  years 
with  what,  under  ordinary  conditions,  would  be  considered 
an  undue  regard  for  economy.  They  find  at  the  present 
time  a  reduced  income  and  the  necessity  for  increased  ex- 
penditure. These  are  conditions  which  the  trustees  did  not 
create  and  which  at  present  they  are  unable  to  change  and 
they  seem  to  call  for  considerate  judgment  on  the  part  of 
the  public. 

"That  which  is  most  needed  for  safety  of  operation  must 
be  done  first  and  less  pressing  needs  must  be  attended  to 
in  their  order.  Within  the  last  fifteen  years  the  company 
has  adopted  as  its  standard  a  type  of  platform  collection 
or  prepayment  car  which  compares  favorably  with  the  cars 
of  other  cities,  except  that  in  many  places  where  there 
are  wider  streets  a  much  larger  car  can  be  used.  The 
adoption  of  the  prepayment  car  as  approved  by  the  city 
of  Providence  necessitates  a  very  early  abandonment  of 
the  small  cars  still  in  use,  and  large  expenditures  for 
radical  repairs  to  such  small  cars  are  not  therefore  justified. 
New  cars  are  needed  and  are  being  constantly  put  in 
commission,  but  all  that  are  required  cannot  be  obtained 
at  once. 

"Neither  in  Providence  nor  elsewhere  has  it  been  found 
possible  to  provide,  by  any  system  on,  or  above,  or  below 
the  surface  of  the  ground,  all  the  transportation  that  is  de- 
manded at  rush  hours.  Every  effort  will  be  made  to  provide 
it  here,  but  complete  success  cannot  be  hoped  for.  It  is  to 
be  borne  in  mind  that  during  the  greater  part  of  the  day 
cars  are  not  occupied  to  nearly  their  seating  capacity,  and 
that  there  must  be  some  relation  between  income  and  outgo. 
It  costs  about  $10,000  per  year  to  keep  in  operation  a  single 


PHILADELPHIA'S   AMENDED   ORDINANCE 

The  ordinance  in  the  interest  of  high-speed  rapid  transit 
was  put  through  the  Philadelphia  Councils  on  March  4  as 
amended  recently  in  opposition  to  Director  of  City  Transit 
Taylor.  The  bill  was  passed  by  a  vote  of  sixty-two  to  eight- 
een in  the  Common  Chamber  and  thirty-four  to  eleven  in  the 
Select  branch.  The  forces  on  either  side  had  been  sharply 
aligned  long  in  advance  of  the  meeting.  A  plan  offered  by 
Councilman  Dripps  to  eliminate  the  specification  of  routes 
from  the  measure  was  lost.  As  one  paper  put  it  there  were 
"hours  of  caustic  debate  and  insinuation."  The  Ledger  said 
on  March  5: 

"The  ordinance  as  passed.  Director  Taylor  declares,  nulli- 
fies Philadelphia's  purpose  to  build  a  comprehensive  system 
of  high-speed  transit.  It  destroys  plans  for  which  the  citi- 
zens spent  thousands  of  dollars.  Common  Councilmen  Dripps, 
Conn  and  Horn,  as  leaders,  fought  valiantly  to  so  amend  it 
that  it  would  be  possible  to  construct  practical  subway  and 
elevated  structures.  The  voters  in  the  galleries  and  corri- 
dors, hundreds  who  had  turned  out  in  support  of  their  inter- 
ests as  taxpayers,  added  their  voices  to  the  pleas  of  these 
men,  but  Connelly,  Seger  and  Costello  held  the  balance  of 
power." 


ONTARIO  RADIAL  RAILWAYS 

At  the  annual  meeting  of  the  Hydro  Radial  Union  of  On- 
tario on  Feb.  24  representatives  of  municipalities  from  all 
parts  of  the  province  indorsed  the  project  for  constructing 
a  network  of  municipally  owned  radial  railways  to  serve 
the  rural  districts.  Sir  Adam  Beck  said  the  Dominion  gov- 
ernment should  grant  the  usual  subsidies  to  the  municipali- 
ties, as  the  proposed  lines  were  for  the  general  benefit  of 
Canada.  The  time  had  arrived  for  stopping  the  payment 
of  subsidies  to  private  companies.  He  praised  the  Toronto 
City  Council  and  the  Harbor  Board  for  the  provision  made 
for  entrances  for  the  radial  lines.  Resolutions  were  passed 
requesting  the  Dominion  and  Provincial  governments  to 
grant  subsidies  towards  the  cost  of  constructing  the  pro- 
posed lines. 

Reports  on  Utah  Utility  Bill. — It  was  stated  on  Feb.  25 
that  two  reports  on  the  Evans  public  utility  bill  will  be 
made  to  the  judiciary  committee  of  the  Senate.  The  ma- 
jority report,  it  was  said,  would  be  unfavorable. 

P.  A.  Y.  E.  Coin  Boxes  for  Ferryboats. — It  is  announced 
that  the  Southern  Pacific  Company  will  install  coin  boxes 
at  the  San  Francisco  ferry  terminal  so  that  local  ferry  pas- 
sengers for  Oakland,  Berkeley  and  Alameda  will  not  be  re- 
quired to  buy  ferry  tickets. 

New  Oklahoma  Road.— The  Cushing  (Okla.)  Traction- 
Company  placed  about  17  miles  of  line  in  operation  recently 
from  Cushing  to  Drumright  and  has  construction  work 
under  way  for  the  electrification  of  17  miles  of  steam  track 
between  Drumright  and  Jennings.  This  is  a  freight  handling 
line  with  a  large  oil  tank-car  traffic. 

Toronto's  Transit  Plans. — The  three  engineers  who  are  to 
plan  the  new  rapid  transit  system  for  Toronto  conferred 
with  Mayor  Church,  Sir  Adam  Beck  and  the  Board  of  Con- 
trol on  Feb.  26.  The  Mayor  announced  later  that  satisfac- 
tory arrangements  had  been  made  for  the  completion  of  a 
general  plan  and  that  the  details  and  the  estimates  of  cost 
would  probably  be  ready  by  Nov.  1. 

Chicago  to  Build  20  Miles  of  New  Track. — In  compliance- 
with  its  contract  agreement  with  the  city  of  Chicago,  the 
Chicago  Surface  Lines  has  planned  to  undertake  during  1915- 


480 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


new  track  extensions  which  will  total  approximately  20  miles 
and  rehabilitation  work  on  fifty-one  different  streets,  the 
amount  of  work  varying  from  short  sections  of  one  block  to 
sections  of  more  than  a  mile  in  length. 

Full  Crew  Legislation  in  New  Jersey. — A  bill  was  intro- 
duced in  the  New  Jersey  Assembly  on  March  2,  calling  for 
the  repeal  of  the  full  crew  law.  Another  bill  authorizes  the 
State  Board  of  Public  Utility  Commissioners  to  determine 
the  number  of  men  that  shall  be  hired  to  operate  passenger 
and  freight  trains  when  the  passenger  trains  are  made  up 
of  three  or  more  cars  and  the  freight  trains  of  six  or  more 
cars. 

New  Haven  Reindictments. — The  Federal  Grand  Jury  at 
New  York  has  returned  a  superseding  indictment  against 
the  twenty-one  officers,  directors  and  lawyers  of  the  New 
York,  New  Haven  &  Hartford  Railroad,  charging  violation 
of  the  Sherman  anti-trust  law.  The  indictment  is  similar  to 
the  one  returned  last  November,  but  was  found  for  the  pur- 
pose of  overcoming  objections  made  to  the  manner  in  which 
the  first  indictment  was  obtained. 

Illinois  Legislative  Deadlock. — Owing  to  a  deadlock  which 
has  lasted  for  seven  weeks,  the  General  Assembly  of  Illinois 
is  just  now  preparing  to  begin  work.  A  speaker  has  been 
elected,  but  he  has  not  appointed  his  committees.  The 
Senate  has  been  tied  up  by  a  contest  for  power  between 
Republicans  and  Democrats,  and  committees  have  not  been 
named  there.  In  neither  house  had  the  introduction  of 
bills  been  commenced  on  Feb.  27. 

Municipal  Line  Receives  Financial  Aid. — Claiming  that 
the  Seattle  (Wash.)  Municipal  Railway  System  is  still  in- 
complete and  will  not  have  a  fair  test  until  it  is  extended 
to  Ballard  on  the  north,  six  of  the  nine  Councilmen  at  a 
recent  meeting  of  the  Council  voted  to  appropriate  $10,000 
from  the  general  fund  to  continue  the  operation  of  Division 
"A."  Mayor  Gill  opposed  the  loan,  as  noted  in  the  Electric 
Railway  Journal  of  Feb.  27,  page  431. 

Extension  to  Toronto  Civic  Line  Opened. — Mayor  Church, 
of  Toronto,  Ont.,  assisted  by  several  Aldermen  and  chief 
civic  officials,  formally  opened  the  new  civic  car  line  on 
Bloor  Street  on  Feb.  23.  The  civic  party  made  a  trip  over 
the  entire  route  from  Dundas  Street  to  Quebec  Avenue  and 
return.  The  Mayor  acted  as  motorman  and  Works  Com- 
missioner Harris  as  conductor.  After  the  trip  short  ad- 
dresses were  made,  and  it  was  suggested  the  line  should 
be  extended  to  Jane  Street. 

Couple  Arrested  for  Forgeries. — Frank  Harris  was  re- 
cently arrested  in  Chicago  and  Mrs.  Dora  Fitzgerald  was 
arrested  in  Cleveland  on  Feb.  23  on  the  charge  of  issuing 
forged  checks  for  more  than  $2,000,  the  Northern  Ohio 
Traction  &  Light  Company  being  the  victim.  Harris  was 
formerly  employed  by  the  company.  Shortly  after  he  left 
bogus  checks  began  to  come  in  bearing  the  signature  of 
M.  M.  Erdman,  treasurer.  The  woman  is  supposed  to  have 
been  responsible  for  the  penmanship  on  the  checks. 

Suit  in  Seattle. — Scott  Calhoun  and  Joseph  Parkin,  re- 
ceivers of  the  Seattle,  Renton  &  Southern  Railway,  recently 
filed  in  the  Federal  Court  a  .suit  against  the  city  of  Seattle, 
seeking  to  restrain  and  enjoin  the  city  from  proceeding  to 
appropriate,  condemn  or  damage  the  company's  right-of- 
way,  extending  from  Jackson  Street  on  the  north  to  Ryan 
Street,  the  city  limits,  on  the  south.  The  value  fixed  by 
the  receivers  on  this  right-of-way  is  in  excess  of  $1,000,000. 
The  petition  will  be  heard  by  the  court  on  March  15  unless 
some  other  date  is  agreed  upon  by  the  parties  in  interest. 

Bus  Franchise  Considered  in  New  York. — Members  of  the 
committee  on  franchises  of  the  Board  of  Estimate  met  on 
March  1  to  consider  the  applications  for  motor  bus  fran- 
chises in  Manhattan.  Applications  for  franchises  were  made 
more  than  a  year  ago.  In  July  so-called  model  routes  were 
laid  out  by  the  bureau  of  franchises.  Mayor  Mitchel  was 
asked  on  March  1  if  action  on  the  motor  bus  franchises 
could  not  be  expedited  so  that  such  vehicles  could  be  placed 
in  operation  to  relieve  the  traffic  congestion  on  the  Eighty- 
sixth  Street  Crosstown  railway  and  the  Ninth  Street  Cross- 
town  line.  He  said  that  traffic  congestion  was  no  reason  for 
acting  on  franchise  matters  not  fully  matured. 

Washington  Senate  Passes  Utility  Bill. — With  but  one 
vital  change,  the  public  utilities  bill  passed  the  Senate  of 
the  State  of  Washington  on  Feb.  24.     The  measure  is  an 


amendatory  substitute  for  the  Taylor  bill,  which  estab- 
lished the  new  principals  of  granting  indeterminate  fran- 
chises, and  required  the  issuance  of  certificates  of  necessity 
and  convenience  after  a  full  hearing  on  the  question  before 
a  new  or  competing  utility  company  can  enter  a  field  already 
occupied.  The  bill  gives  supervisory  powers  over  municipal 
corporations  which  have  the  franchise-granting  privilege, 
but  vests  in  the  various  city  councils  the  right  to  issue  the 
original  franchise.  As  amended  by  Senator  Taylor,  its 
sponsor,  the  bill  is  to  be  submitted  to  popular  vote  by 
referendum  in  1916. 

Elevated  Third-Tracking  in  New  York. — Alfred  Craven, 
chief  engineer  of  the  Public  Service  Commission  for  the  First 
District  of  New  York,  has  reported  to  the  commission  that 
with  additional  reinforcement,  which  will  not  cost  more  than 
$200,000,  the  Second  Avenue  elevated  railroad  in  Manhattan 
will  be  strong  enough  for  the  operation  of  trains  composed 
of  the  composite  cars  now  used  in  the  subway  which  the 
Interborough  Rapid  Transit  Company  proposes  to  transfer 
to  lighter  trucks  and  to  operate  upon  the  elevated  railroads. 
He  is  also  of  the  opinion  that  the  Third  Avenue  elevated 
railroad  will  be  strong  enough  for  the  same  operation  after 
the  third-tracking  work  is  completed,  but  suggests  that  he 
be  allowed  six  months  in  which  to  complete  his  investiga- 
tion and  decide  finally  as  to  the  Third  Avenue  road. 

Safety  First  Federation  Meeting. — The  Safety  First  Fed- 
eration of  America,  which  has  for  its  objects  uniform  laws 
for  control  of  automobile  traffic  and  improvement  of  street 
traffic  conditions  throughout  the  country  by  a  standard  sys- 
tem of  supervision,  was  organized  in  New  York  on  Feb.  26. 
In  addition  to  the  election  of  a  board  of  directors,  which 
includes  police  commissioners,  representatives  of  automobile 
clubs,  and  civic  organizations  from  fourteen  cities,  these 
officers  were  elected:  Vice-presidents,  Harold  W.  Nevnnan, 
police  commissioner,  New  Orleans;  Charles  M.  Talbert,  direc- 
tor of  streets,  St.  Louis;  John  Gillespie,  police  commissioner, 
Detroit;  J.  H.  Lippincott,  New  Jersey  Traffic  Commission; 
treasurer,  Charles  L.  Bernheimer;  executive  secretary,  Fred- 
erick H.  Elliott,  New  York.  The  federation  will  meet  again 
in  Detroit  in  the  fall. 

Severe  Storm  in  Missouri. — A  storm  the  night  of  Feb.  22, 
followed  by  a  fall  in  temperature,  resulted  in  the  downfall 
of  sixty-two  poles  on  the  Excelsior  Springs  division  of  the 
Kansas  City,  Clay  County  &  St.  Joseph  Railway.  Most  of 
the  poles  were  blown  over  and  not  broken.  The  line  was 
out  of  operation  between  Kansas  City  and  Liberty  for  about 
eighteen  hours,  and  the  section  between  Liberty  and  Ex- 
celsior Springs  was  tied  up  until  Friday  evening,  Feb.  26. 
The  poles  carrying  the  high-tension  line  fell  over  the  track. 
Not  all  the  damage  was  continuous,  the  longest  series  of 
felled  wires  being  about  1%  miles.  The  other  damage  was 
scattered.  There  was  no  damage  to  other  equipment  or  to 
persons.  None  of  the  other  interurban  railways  reported 
damage  to  wires  or  poles,  but  telephone  and  telegraph  com- 
panies in  eastern  Kansas  and  northern  Missouri  suffered 
heavily. 

Decision  in  New  York  Labor  Case. — During  the  week 
ended  Feb.  27,  the  Court  of  Appeals  of  New  York  handed 
down  decisions  in  the  Heim  and  Crane  cases,  upholding  the 
constitutionality  of  the  labor  law  in  respect  to  the  provision 
which  forbids  the  employment  of  any  but  citizens  of  the 
United  States  upon  contracts  for  public  work.  This  de- 
cision affects  practically  all  of  the  contracts  on  the  new 
subways  which  the  city  of  New  York  now  has  outstanding, 
and  which  aggregate  about  $142,000,000.  There  are  thirty 
separate  contracting  firms  engaged  in  the  work,  which  em- 
ploy about  16,000  men.  Two  days  after  the  decision  was 
published  one  of  the  contractors  had  suspended  work  and 
others  were  proceeding  with  reduced  forces.  It  is  the  con- 
tention of  the  contractors  that  it  is  next  to  impossible  to 
procure  American  citizens  to  do  the  kind  of  work  which  in 
the  past  has  been  done  by  foreigners.  The  contractors, 
however,  have  announced  that  they  will  obey  the  law.  It 
was  announced  on  March  1  that  the  case  would  be  carried 
to  the  United  States  Supreme  Court  on  an  appeal  on  a  writ 
of  error  from  the  decision  of  the  New  York  Court  of  Ap- 
peals. On  March  4  the  operation  of  the  alien  labor  law  in 
New  York  State  was  suspended  by  the  United  States  Su- 
preme Court  pending  the  review  of  the  decision  of  the 
Court  of  Appeals  declaring  the  law  constitutional. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


481 


Financial  and  Corporate 

PRESENT  INVESTMENT  TREND 

Now  that  banking  business  and  credit  facilities  have  been 
fairly  well  restored  from  a  domestic  point  of  view,  it  is  the 
opinion  of  A.  B.  Leach  &  Company,  New  York,  that  the  pres- 
ent points  of  interest  are  the  rapid  accumulation  of  capital 
on  account  of  business  far  below  normal,  and  the  higher 
trend  of  security  prices  on  account  of  low  money  rates.  This 
banking  house  looks  for  an  era  of  unparalleled  business  ac- 
tivity at  the  close  of  the  European  War,  with  an  increased 
demand  for  capital,  higher  money  rates  and  security  prices 
at  a  lower  level. 

As  regards  the  present  returns  on  securities  it  is  said  that 
6  per  cent  has  fairly  represented  the  value  of  money  for  the 
last  twenty  years,  and  the  average  investor  has  been  able  to 
loan  his  funds  at  this  rate.  During  the  last  ten  years  public 
utility  bonds  have  generally  carried  5  per  cent  coupons.  This 
has  had  its  effect  in  enlisting  the  interest  of  the  investor  as 
against  3%  to  4  per  cent  railroad  issues,  and  the  investor  to- 
day looks  upon  utility  issues  as  the  most  satisfactory  for  his 
surplus  funds.  Refunding  operations,  new  financing  and 
higher  money  rates  will  exert  comparatively  little  effect  on 
prices  of  public  utility  issues;  they  will  even  hold  their  place 
against  offerings  of  5  per  cent  railroad  bonds. 


ANNUAL   REPORTS 


KANSAS  CITY  REORGANIZATION 


Federal  Court   Refuses  to  Sanction  the  Plan  Proposed  for 
Financial  Reorganization 

Judge  William  C.  Hook  in  the  United  States  Court  at 
Kansas  City,  Mo.,  listened  on  Feb.  26  to  the  arguments  of 
attorneys  representing  stockholders  and  bondholders  and 
other  creditors,  in  support  of  their  suggestions  for  the  re- 
organization of  the  street  railway  of  Kansas  City.  The 
court  declined  to  approve  the  plan,  and  the  session  ad- 
journed with  the  interested  parties  still  at  variance,  but 
with  confidence  prevailing  that  some  method  of  reorgani- 
zation could  be  devised  that  would  avoid  foreclosure. 

The  plan  proposed  depended  chiefly  upon  a  combination 
of  the  electric  light  company  with  the  Metropolitan  Street 
Railway  so  that  the  credit  of  the  former  could  be  available 
as  an  unincumbered  equity  in  case  of  later  emergencies. 
Judge  Hook  insisted  that  he  would,  under  no  circumstances, 
consent  to  any  arrangement  resembling  the  operation  of 
a  holding  company,  and  that  the  electric  light  company  and 
the  street  railway  must  be  kept  separate.  The  court 
pointed  out  that  the  railway  owned  power  houses,  while 
the  light  company  had  none,  and  that  the  city,  interested 
under  the  franchise  in  only  the  street  railway  property, 
would,  if  the  suggested  plan  were  adopted,  want  to  see  as 
large  a  revenue  for  current  as  possible,  while  the  light  com- 
pany would  want  to  obtain  its  current  as  cheaply  as  possible. 
If  the  city  should  wish  to  sell  power  to  other  concerns  be- 
sides the  light  company,  it  would  soon  be  competing  with 
itself. 

The  court  criticisd'd  the  efforts  of  the  attorneys  to  in- 
sist upon  the  union  of  the  light  and  railway  interests.  He 
also  Intimated  that  heretofore,  and  in  the  proposed  plan, 
the  bond  and  stockholders  and  noteholders  were  seeking  to 
take  the  settlement  of  the  affairs  of  the  companies  out  of 
the  court's  hands,  and  to  protect  only  their  own  interests. 
He  said  that,  under  the  new  franchise,  the  Kansas  City 
Railways,  the  new  company,  must  start  out  free  of  debt 
and  that  many  obligations  must  be  taken  care  of,  the 
creditors  in  which  had  not  yet  been  heard  from.  The 
court  would  see  that  all  interests  and  creditors  were  pro- 
tected. 

Mayor  Jost  of  Kansas  City  addressed  the  court  after  the 
opinion  was  delivered.  He  insisted  on  strict  compliance 
with  the  terms  of  the  franchise.  The  court  asked  explic- 
itly if  the  Mayor  would  insist  on  the  bonds  running  the 
full  term  of  the  franchise,  and  the  answer  was  positive 
that  he  would  so  insist.  Both  Judge  Hook  and  the  Mayor 
expressed  the  opinion  that  no  better  franchise  than  that 
granted  was  obtainable  from  Kansas  City,  and  the  Mayor 
added  that  no  other  franchise  would  be  considered  while 
he  was  the  city's  executive. 


United   Railways   of   St.   Louis 

The  comparative  statement  of  income,  profit  and  loss  of 
the  United  Railways  of  St.  Louis,  St.  Louis,  Mo.,  for  the 
years  ended  Dec.  31,  1913  and  1914,  follows: 

1914  1913 

Revenue    from    transportation $12,359,219  $12,612,787 

Revenue  from  operation  other  than  trans- 
portation               91,705  89,8.57 

Total  operating  revenue    $12,450,924   $12,702,644 

Operating      expenses       (depreciation      in- 
cluded)         8,644,735        8,573,617 

Surplus   over  operating  expenses $3,806,189      $4,129,027 

Taxes    767,794  653,674 

Net  income  from  operation    $3,038,395      $3,475,353 

Income  from   other   sources 87,901  84,350 

Gross  income   (less  operating  expenses  and 

taxes)     $3,126,296      $3,559,703 

Deductions  from  income    2,618,255        2,660,673 

Net    income   $508,041         $899,030 

Di\-idends  on  preferred  stock 

Surplus     $508,041         $899,030 

The  passenger  revenue  for  the  year  1914  was  $12,280,581, 
a  decrease  of  $246,791,  or  1.97  per  cent,  compared  with  the 
year  1913.  During  the  first  six  months  of  the  year  the  pas- 
senger revenue  showed  an  increase  of  $95,263,  or  1.55  per 
cent,  but  during  the  second  six  months  a  decrease  of  $342,- 
054,  or  5.35  per  cent.  Other  revenue  from  transportation 
decreased  $6,777.  Revenue  from  operation  other  than  trans- 
portation increased  $1,848,  and  income  from  other  sources 
increased  $3,551.  The  gross  earnings  and  other  income 
amounted  to  $12,538,825,  a  decrease  of  $248,169.  Total  op- 
erating expenses  (including  depreciation)  increased  $71,- 
118.  The  taxes  applicable  to  the  year  1914  were  $767,794, 
an  increase  of  $114,120,  or  17.46  per  cent,  of  which  $112,855 
was  in  favor  of  the  city  of  St.  Louis.  The  average  number 
of  employees  in  the  service  of  the  company  during  the  year 
was  5500.  The  amount  of  money  paid  in  wages  was 
$4,304,408,  or  34.57  per  cent  of  the  gross  earnings. 

The  total- number  of  passengers  carried  during  the  year 

1914,  as  compared  with  the  year  1913,  and  the  car  mileage 

figures  in  these  two  years,  follow: 

1914  1913 

Revenue   passengers   5   cents 243,183,207   247,936,404 

Revenue   passengers   2V,    cents 4,856,826        5,222,072 

Total     248,040,033   253,158,476 

Transfer  passengers 127,444,829   123,266,765 

Total  passengers    375,484,862   376,425,241 

Passenger   car    mileage    44,355,113      42,409,907 

Other  car  mileage   377,536  380,179 

Total  car  mileage 44,732,649      42,790,086 

These  figures  show  an  increased  passenger  car  service 
of  1,945,206  car  miles,  or  4.59  per  cent,  as  compared  to  the 
decrease  in  passenger  revenue  of  $246,791,  or  1.97  per  cent. 
The  percentage  of  revenue  passengers  using  transfers  dur- 
ing the  year  1914  was  51.38,  an  increase  over  the  year  1913 
of  2.69.  This  large  increase  in  the  percentage  of  transfer 
passengers  was  caused  by  the  more  generous  transfer  sys- 
tem put  into  effect  July  1. 

During  1914  there  was  expended  and  charged  to  capital 
account,  for  added  property,  the  sum  of  $247,876,  as  fol- 
lows: real  estate,  buildings,  tools  and  fixtures,  $27,515; 
track  and  roadway  construction,  $104,549;  electric  line  con- 
struction, $61,273;  power  plant — buildings  and  equipment, 
$19,693,  and  cars  and  electric  equipment  of  cars,  $105,081 
— less  real  estate  sold,  $70,235.  During  the  years  1910 
to  1914,  inclusive,  the  company  spent  on  its  property  $12,- 
841,652— $1,382,966  for  construction  and  equipment,  $7,251,- 
433  for  maintenance  and  $4,207,253  for  reconstruction  and 
replacement  charges.  The  expenditures  so  made  were  23.24 
per  cent  of  the  gross  earnings  during  the  period,  which 
amounted  to  $55,251,087. 

The  total  mileage  of  single  track  on  Dec.  31,  1914,  was 
345.52  miles  for  city  track  and  112.67  miles  for  county  track, 
or  458.19  in  all.  During  the  year  1.91  miles  of  track  were 
added,  5.79  miles  were  removed,  21.77  miles  were  recon- 
structed and  12.69  miles  of  unpaved  track  were  retied  and 
reballasted.  In  addition  to  the  regular  repair  and  main- 
tenance work,  the  following  cars  and  equipment  were  built: 


482 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  10 


Sixty-two  steel  center  entrance  trailers,  one  steel  bottom 
motor  car  (sample  design),  two  motor  cars,  forty-one  com- 
bination cars  converted  into  closed  cars,  382  cars  thor- 
oughly overhauled  and  converted  into  the  closed  rear  plat- 
form type,  and  three  new  work  cars.  During  the  year  1690 
cars  passed  through  the  repair  shops  for  truck  repairs,  body 
repairs  or  painting. 

New    York   State   Railways 

The  statement  of  income,  profit  and  loss  of  the  New  York 
State  Railways,  Rochester,  N.  Y.,  for  the  year  ended  Dec. 
31,  1914,  follows: 

Earnings  from  operation    $7,595,001 

Expenses  of  operation    (including  deipreciation) . . . .        4,600,572 

Net  earnings  from  railroad  operation $2,994,429 

Taxes    496,659 

Net  earnings    $2,497,770 

Net   non-operating   revenues 165,466 

Gross  income    $2,663,236 

Income  deductions   (interest  and  rentals) 1,355,466 

Net  income $1,307,770 

Schenectady   Railway   surplus    $37,985 

New  York  State  Railways  proportion  50  per  cent  18,992 

Ontario  Light  &  Traction  Company  surplus..    $2,453 

New  York  State  Railways  proportion  100  per  cent  2,453 

Total  income  applicable  to  dividends $1,329,215 

Dividends  preferred  stock  5  per  cent 193,125 

$1,136,090 
Dividends  common  stock  5  per  cent 997,350 

Balance    $138,740 

The  total  owned  mileage  of  main  track  and  sidings  of 
the  New  York  State  Railways  is  439.48  miles,  divided  as 
follows:  Rochester  lines,  227.16  miles;  Syracuse  lines,  85.5 
miles;  Utica  lines,  114.44  miles,  and  Oneida  lines,  12.38 
miles.  The  total  leased  mileage  is  143.33  miles,  separated 
in  this  way:  Rochester  lines,  12.47  miles;  Syracuse  lines, 
9.58  miles;  Utica  lines,  15.68  miles,  and  Oneida  lines,  105.6 
miles  (trackage  rights  only).  The  total  owned  and  leased 
is  582.81  miles,  but  this  includes  0.33  miles  for  a  Syracuse 
line  leased  but  not  operated,  giving  a  net  figure  of  582.48. 
The  total  equipment  is  1038  cars,  divided  554  for  the  Roch- 
ester lines,  253  for  the  Syracuse  lines,  199  for  the  Utica 
lines  and  32  for  the  Oneida  lines. 

The  following  statement  shows  the  result  of  operations 
of  the  Schenectady  Railway  for  the  year  ended  Dec.  31, 
1914: 

Earnings  from   operation    $1,304,303 

Expenses  of  operation   833,372 

Net  earnings  from  railroad  operations $470,931 

Taxes   84,803 

Net  earnings    $386,128 

Net  non-operating  revenues   .  ^ 5,683 

Gross  income   $391,811 

Income  deductions    107,826 

Net  income  $283,985 

Dividends — 6    per    cent 246,000 

Surplus    $37,985 

During  the  same  fiscal  year  the  earnings  from  operation 
of  the  Ontario  Light  &  Traction  Company,  Canandaigua, 
N.  Y.,  were  $53,980  and  the  expenses  $36,600,  leaving  net 
earnings  from  operation  of  $17,380.  Taxes  and  uncollect- 
able  bills  totaled  $2,678  and  $64  and  net  non-operating 
revenues  $5,288,  so  that  the  gross  income  resulting  was 
$19,925.  After  making  income  deductions  of  $17,472,  there 
was  left  a  net  income  of  $2,453. 

Binghamton  (N.  Y.),  Railway. — The  total  revenue  of  the 
Binghamton  Railway  for  the  year  which  ended  Dec.  31, 
1914,  was  $485,430,  divided  as  follows:  Passenger  revenue, 
$476,701;  chartered  car  revenue,  $945;  mail  revenue,  $416; 
express  revenue,  $4,777;  advertising  revenue,  $2,400,  and 
rent  of  building,  $191.  The  operating  expenses  of  $321,- 
473  were  made  up  of  $90,418  for  maintenance  expenses, 
$4,881  for  traffic  expenses,  $178,188  for  expenses  of  opera- 
tion and  $47,986  for  general  expenses.  Taxes  accrued 
amounted  to  $16,200,  giving  income  for  railway  operation 
of  $147,757.  The  addition  of  $12,974  for  electric  lighting 
revenue  gave  an  operating  income  of  $160,694.  Interest 
accrued  totaled  $108,729,  making  a  net  corporate  income 


of  $51,924.  The  car-miles  operated  during  the  year  were 
1,974,019,  the  car-hours  226,127,  and  the  car-seat-miles, 
72,616,067.  The  revenue  passengers  carried  during  the 
year  totaled  9,524,652,  and  the  transfers  1,772,147.  The 
company  now  has  48.26  miles  of  track. 

Chicago  (III.)  Elevated  Railways. — At  the  recent  annual 
meeting  of  the  Metropolitan  West  Side  Elevated  Railway, 
the  South  Side  Elevated  Railroad  and  the  Northwestern 
Elevated  Railroad,  subsidiaries  of  the  Chicago  Elevated 
Railways,  the  number  of  directors  in  each  company  was 
reduced  from  seven  to  five.  The  members  elected  to  the 
boards  are  the  following:  Samuel  InsuU,  Henry  A.  Blair, 
Britton  I.  Budd,  William  H.  Fox  and  G.  H.  Gulick. 

(Columbus  Railway,  Power  &  Light  Company,  Columbus, 
Ohio. — The  Ohio  Public  Utilities  Commission  has  amended 
its  order  of  Oct.  15,  1914,  so  as  to  allow  the  Columbus 
Railway,  Power  &  Light  Company  to  extend  its  issue  of 
first  refunding  and  extension  sinking  fund  5  per  cent  gold 
bonds  to  retire  the  following  underlying  bonds  from  time  to 
time  as  the  holders  thereof  may  agree:  For  the  $511,000  of 
general  mortgage  6  per  cent  gold  bonds  of  the  Columbus 
Light,  Heat  &  Power  Company,  dated  Aug.  1,  1908,  $1,100 
in  face  value  of  the  first  refunding  and  extension  bonds 
for  each  $1,000  of  these  latter  general  mortgage  bonds;  and 
for  the  $182,000  of  first  mortgage  6  per  cent  gold  bonds 
of  the  Columbus  Public  Service  Company,  dated  Feb.  1, 
1901,  $1,100  in  face  value  of  the  first  refunding  and  ex- 
tension bonds  for  each  $1,000  of  these  latter  first  mortgage 
bonds. 

Fairmount   Park   Transportation   Company,   Philadelphia, 

Pa. — The  reorganization  committee  of  the  Fairmount  Park 
Transportation  Company  on  Feb.  26  sent  out  letters  to  the 
stockholders  who  had  assented  to  the  reorganization  plan, 
calling  for  payment  of  the  second  subscription  installment 
of  $1  per  share  by  March  15.  The  first  payment  of  $1  was 
made  at  the  time  the  shares  of  stock  were  deposited.  As 
noted  in  the  digest  of  the  reorganization  plan  appearing  in 
the  Electric  Railway  Journal  of  Jan.  16  and  Feb.  27,  the 
total  amount  to  be  subscribed  was  fixed  at  $3.50  per  share. 
More  stockholders  assented  than  was  anticipated,  however, 
and  this  amount  has  been  cut  to  about  $2.95.  The  remain- 
ing 95  cents  will  probably  be  called  by  Sept.  15.  On  the 
27,174  assenting  shares  the  company  will  receive  about 
$80,000  in  subscriptions. 

Gary  &  Interurban  Railroad,  Gary,  Ind. — In  view  of  the 
recent  defaults  in  interest,  a  protective  committee  of  bond- 
holders composed  of  Dimmer  Beeber,  president  Common- 
wealth Trust  Company,  Philadelphia,  David  Halstead  and 
Morgan  J.  Saupp  is  receiving  deposits  of  $400,000  of  Gary 
&  Connecting  Railway  first  mortgage  bonds.  A  similar 
committee,  including  the  same  chairman,  Edward  McLain 
Waters  and  Edward  B.  Wilford,  is  receiving  deposits  for 
the  $1,000,000  of  Gary  &  Interurban  Railway  refunding  and 
first  mortgage  5  per  cent  bonds  of  1910.  Coupons  of  Dec. 
1,  1914,  and  Jan.  1,  1915,  respectively,  are  in  default.  If 
any  financial  plan  is  adopted,  dissenting  depositors  will  be 
given  thirty  days  in  which  to  withdraw,  on  payment  of 
their  share  of  expenses,  not  to  exceed  2%  per  cent  on  their 
deposited  bonds.  • 

Georgia    Railway    &    Electric    Company,    Atlanta.    Ga. — 

Charles  C.  Harrison,  Jr.,  &  Company,  Philadelphia,  have 
purchased  a  block  of  refunding  and  improvement  mort- 
gage forty-year  5  per  cent  sinking  fund  gold  coupon  bonds 
of  the  Georgia  Railway  &  Electric  Company.  The  authori- 
zation of  $160,000  of  these  bonds  by  the  Georgia  Railway 
Commission  to  cover  expenditures  made  from  Jan.  1  to 
June  30,  1914,  for  extensions  and  betterments  was  noted  in 
the  Electric  Railway  Journal  of  Nov.  28,  1914. 

Holyoke  (Mass.)  Street  Railway. — The  Holyoke  Street 
Railway  has  applied  to  the  Massachusetts  Public  Service 
Commission  for  authority  to  issue  $850,000  of  twenty-year 
5  per  cent  first  mortgage  bonds  to  retire  $250,000  of  bonds 
maturing  on  April  1  and  to  provide  $600,000  for  paying 
floating  indebtedness.  This  proposed  bond  issue  is  the 
initial  amount  of  a  bonded  debt  of  $2,500,000  authorized  at 
a  meeting  of  the  stockholders  on  Feb.  17. 

Kansas  City  Railway  &  Light  Company,  Kansas  City, 
Mo. — John  B.  Dennis,  chairman  of  the  committee  of  holders 
of  the  6  per  cent  notes  of  the  Kansas  City  Railway  &  Light 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


483 


Company,  due  on  Sept.  1,  1912,  has  announced  to  the  hold- 
ers of  certificates  of  deposit  representing  these  notes  that 
the  company  has  arranged  for  the  payment  on  March  1  at 
the  New  York  Trust  Company,  New  York,  of  interest  on 
the  notes  from  Sept.  1,  1914,  to  March  1,  1915,  at  the  rate 
of  7  per  cent  per  annum. 

Lake  Shore  Electric  Railway,  Cleveland,  Ohio. — The  Lake 
Shore  Electric  Railway  has  filed  a  certificate  increasing  the 
authorized  capital  stock  of  the  company  from  $7,500,000  to 
$8,000,000. 

Manila  Electric  Railroad  &  Light  Corporation,  Manila, 
P.  L — A  quarterly  dividend  of  1%  per  cent  has  been  de- 
clared on  the  $5,000,000  of  capital  stock  of  the  Manila  Elec- 
tric Railroad  &  Light  Corporation,  payable  on  April  1  to 
holders  of  record  March  18.  This  compares  with  1%  per 
cent  from  April,  1913,  to  Jan.,  1915,  both  inclusive. 

Massachusetts  Electric  Companies,  Boston,  Mass. — Blake 
Brothers  &  Company,  Hayden,  Stone  &  Company,  and  Jack- 
son &  Curtis  are  offering  at  98  and  interest,  to  yield  about 
5.75  per  cent,  $3,000,000  of  5  per  cent  gold  coupon  notes  of 
the  Massachusetts  Electric  Companies.  These  notes,  which 
are  of  a  par  value  of  $1,000,  are  dated  April  1,  1915,  and 
are  due  on  April  1,  1918.  They  are  issued  to  take  up 
$3,100,000  of  coupon  notes  due  on  May  1  and  will  then 
constitute  the  only  debt  of  the  company,  except  current  bills 
payable. 

Mexico  Tramways,  Mexico  City,  Mexico. — On  Feb.  23,  U. 
de  B.  Daly,  secretary  Mexico  Tramways,  announced  that 
owing  to  the  continued  unsatisfactory  condition  of  affairs 
in  Mexico  the  directors  had  no  alternative  but  to  defer  the 
payment  of  the  half-yearly  coupons  due  March  1  on  the 
general  consolidated  first  mortgage  fifty-year  5  per  cent 
gold  bonds  of  the  company.  As  previously  reported,  the 
Mexican  government  has  taken  over  the  control  of  the 
business  of  the  tramways  and  is  receiving  the  earnings 
from  the  operation  thereof.  The  company,  therefore,  is 
not  in  a  position  to  remit  the  necessary  funds  to  meet  the 
coupons.  With  a  view  to  protecting  the  interests  of  those 
holding  the  company's  securities,  however,  representations 
have  been  made  to  the  British  and  United  States  govern- 
ments on  behalf  of  the  company. 

Montgomery  Light  &  Traction  Company,  Montgomery, 
Ala. — Howard  R.  Taylor  &  Company,  Baltimore,  are  offering 
at  105  and  interest,  to  yield  5.25  per  cent,  a  block  of  the 
$350,000  of  Montgomery  Street  Railway  first  mortgage  6's 
of  1893,  due  in  August,  1923.  These  bonds  are  a  closed 
first  mortgage  issue  on  about  30  miles  of  electric  railway, 
ranking  prior  to  $1,000,000  of  first  and  refunding  bonds 
of  the  Montgomery  Light  &  Traction  Company,  which  oper- 
ates the  entire  system  or  street  railways  and  an  electric 
light  and  power  system  in  Montgomery  and  suburbs. 

New  York  (N.  Y.)  Railways. — The  amount  of  interest 
that  is  payable  upon  New  York  Railways  5  per  cent  in- 
come bonds  for  the  six  months  ended  Dec.  31,  1914,  will  be 
submitted  to  arbitration.  The  bondholder  directors  are  un- 
willing to  sign  the  income  statement  for  six  months  ended 
Dec.  31,  1914,  as  recently  submitted  by  the  company,  and 
prefer  to  have  the  whole  matter  arbitrated  as  provided  in 
the  mortgage  covering  the  bonds.  Under  these  provisions 
one  arbitrator  is  chosen  by  the  company,  one  by  the  trus- 
tee under  the  mortgage,  who  is  E.  S.  Marston,  president 
Farmers  Loan  &  Trust  Company,  and  those  two  choose  the 
third  arbiter.  Payment  on  the  bonds  for  the  six  months 
ended  June  30,  1914,  which  was  1.288  per  cent,  was  also 
decided  upon  by  arbitrators. 

Petaluma   &   Santa   Rosa   Railway,   Petaluma,   Col. — The 

Petaluma  &  Santa  Rosa  Railway  is  asking  the  holders  of 
$217,000  of  second  mortgage  6  per  cent  bonds  maturing  on 
April  1  to  extend  the  same  for  two  years. 

San  Francisco-Oakland  Terminal  Railways,  Oakland, 
Cal. — At  a  hearing  before  the  California  Railroad  Commis- 
sion on  Feb.  23  Richard  Sachse,  chief  engineer  of  the  com- 
mission, fixed  the  valuation  figures  of  the  San  Francisco- 
Oakland  Terminal  Railways  as  follows:  Reproduction  value 
— operative  properties,  $18,959,281;  non-operative  proper- 
ties, $4,564,077;  total,  $23,523,358;  reproduction  value,  less 
depreciation — operative  properties,  $16,011,870;  non-opera- 
tive properties,  $4,334,844;  total,  $20,346,714.  The  repro- 
duction value  as  found  by  the  engineers  is  about  $32,000,000, 


and  the  company's  own  book  total  for  all  its  assets  is  more 
than  $50,000,000.  Mr.  Sachse  testified  that  the  element 
wherein  the  greatest  difference  was  found  as  between  his 
and  the  company's  figures  was  land.  He  said  the  com- 
pany's book  figures  were  not  of  much  value,  because  they 
contained  "large  intangible  or  non-existent  values." 

Springfield  Railway  &  Light  Company,  Springfield,  Mo. — 
Bodell  &  Company,  Providence,  R.  L,  are  offering  at  par 
and  dividends  $750,000  of  7  per  cent  cumulative  preferred 
stock  of  the  Springfield  Railway  &  Light  Company.  The 
stock  is  redeemable  at  the  option  of  the  company  at  115 
and  dividends.  The  company  has  outstanding  $2,183,000 
of  first  lien  5  per  cent  bonds  and  $1,100,000  of  common 
stock.  The  company  controls  the  entire  street  railway, 
steam  heating,  electric  light  and  power  business  in  Spring- 
field. 

Toronto  (Ont.)  Civic  Railway. — The  gross  revenue  of  the 
Toronto  Civic  Railway  for  the  year  ended  Dec.  31,  1914,  was 
$166,994  and  the  operating  expenses  $166,087.  The  total  ex- 
penditures, including  operating  expenses,  interest  and  sink- 
ing fund  charges,  were  $253,698.  On  the  basis  of  the 
1,097,088  car  miles  traveled  during  the  year,  the  revenue 
per  car  mile  was  15.2216  cents,  the  operating  expenses  15.- 
1389  cents  per  car  mile  and  the  total  expenditures  23.1246 
cents  per  car  mile.  Hence  the  profit  over  operating  ex- 
penses was  0.0827  cent  per  car  mile,  while  the  loss  on  total 
expenditures  was  7.903  cents  per  car  mile.  The  number  of 
passengers  carried  was  9,829,765  and  the  revenue  ^er  pas- 
senger 1.6988  cents.  The  passengers  per  car  mile  numbered 
8.9598  and  the  cost  of  power  per  car  mile  4.7764  cents. 

United  Gas  &  Electric  Corporation,  New  York,  N.  Y. — 
The  United  Gas  &  Electric  Corporation  has  sold  (1)  to 
Drexel  &  Company,  Philadelphia,  $5,500,000  of  three-year  6 
per  cent  gold  notes  secured  by  $7,650,000  of  its  new  thirty- 
year  6  per  cent  collateral  trust  sinking  fund  gold  bonds, 
and  (2)  to  Bertron,  Griscom  &  Company,  New  York  and 
Philadelphia,  and  Reilly,  Brock  &  Company,  Philadelphia, 
the  remaining  $2,350,000  of  the  $10,000,000  of  such  thirty- 
year  collateral  trust  bonds  issuable  during  the  life  of  the 
notes.  The  notes  are  offered  at  98%  and  interest  to  yield 
more  than  6.5  per  cent.  The  proceeds  are  to  be  used  to 
provide  working  capital  and  funds  for  the  payment  at  ma- 
turity of  $7,500,000  of  three-year  5  per  cent  secured  notes, 
due  on  April  1.  It  is  understood  that  the  holders  of  the 
maturing  notes  will  be  offered  the  privilege  of  exchange  on 
a  desirable  basis. 

Utah  Securities  Corporation,  Salt  Lake  City,  Utah. — 
The  Utah  Securities  Corporation,  which,  as  noted  in  the 
Electric  Railway  Journal  of  Feb.  27,  has,  through  its 
subsidiary,  the  Utah  Power  &  Light  Company,  assumed 
formal  control  of  the  Utah  Light  &  Traction  Company, 
has  deposited  with  the  Guaranty  Trust  Company,  New 
York,  as  trustees  of  its  ten-year  6  per  cent  notes,  $500,115 
with  which  to  take  up  on  tenders  such  part  of  these  notes 
as  the  money  will  purchase.  In  April,  1914,  $7,008,000  of 
the  notes  were  bought  at  an  average  price  of  84.881,  not 
including  accrued  interest,  and  in  July  $1,151,000  were 
bought  at  84.81  and  accrued  interest. 

Winnipeg  (Man.)  Electric  Railway. — G.  V.  Hastings  has 
been  elected  a  director  of  the  Winnipeg  Electric  Railway 
to  succeed  Sir  William  Whyte. 


DIVIDENDS  DECLARED 

Brooklyn  (N.  Y.)  Rapid  Transit  Company,  quarterly,  1% 
per  cent. 

California  Railway  &  Power  Company,  San  Francisco, 
Cal.,  quarterly,  1%  per  cent,  prior  preferred. 

Connecticut  Valley  Street  Railway,  Greenfield,  Mass.,  3 
per  cent,  preferred. 

El  Paso  (Tex.)  Electric  Company,  quarterly,  2^  per 
cent,  common. 

Frankfort  &  Southwark  Passenger  Railway,  Philadelphia, 
Pa.,   quarterly,  $4.50. 

Galveston-Houston  Electric  Company,  Galveston,  Tex.,  3 
per  cent,  preferred;  3%  per  cent,  common. 

Louisville  (Ky.)  Traction  Company,  2%  per  cent,  pre- 
ferred; quarterly,  1  per  cent,  common. 

Manhattan  Bridge  3-Cent  Line,  Brooklyn,  N.  Y.,  quar- 
terly, 1%  per  cent. 


484 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


Manila  Electric  Railroad  &  Light  Corporation,  Manila, 
P.  L,  quarterly,  1%   per  cent. 

Second  &  Third  Streets  Passenger  Railway,  Philadelphia, 
Pa.,   quarterly,   $3. 


Traffic  and  Transportation 


THE  "JITNEY"  BUS 


ELECTRIC   RAILWAY   MONTHLY   EARNINGS  Trend  of  Recent  Legislation-Companies  State  Their  Atti- 

AMERICAN  RAILWAYS.  PHILADELPHIA,  PA.  tude— Automobile  Man  Sanguine 

Gross      Operating         Net  Fixed  Net 

Inf^J^      '15     ffsf'm     ^'^P'^"^'^^    Earnings  Charges     Surplus  History  in  regard  to  legislation  covering  the  operation  of 

J™-     '}."■■    ,j^       429;oiS         '.'.'.'.'.'.       '.'.'.'.'.'.       '.'.'.'.'.'.       '.'.'.'.'.'.  buses  is  being  made  rapidly.     On   Feb.   18  the   City   Com- 
mission   of   Ogden,    Utah,    passed    an    ordinance    abolishing 

ATLANTIC  SHORE  ELECTRIC  RAILWAY,  SANPORD,  MAINE  i:,.„„„„„  f           %        '     Y         '    ^'';''™    •*"    "'U"i«ince    aooiisning 

im.,  Jan.,    'ID       $22,627       $20,360       $2,177       licenses  for  automobiles  used  for  carrymg  passengers  where 

1"       "        '14         22,657       •20,779         1,878       charges   for    hire   were    made.      Under    this    ordinance   the 

CITIES  SERVICE  COMPANY,  NEW  YORK,  N.  Y.  operation  of  5-cent  auto  buses  in  Ogden  is  impossible  unless 

im.,  Dec,    -14     $404,808      •$12,045    $392,763      $40,833    $351,929  ^  tranchise  Similar  to  that  of  the  street  railways  is  granted 

1 13       413,862         •3,897      409,964       29,166     380,797  to  the  motor-bus  operators.     On  Feb.  17  the  Citv  Commi.s- 

12 14      3,934,453       •116,908   3,817,545       420,000   3,397,545       =ionpr<3  of  Pnrt   ArtVinr    To^r     r^o=o<.^  o„  ^..^;„„^«„ i„ 

12 13     2;i7o;4ll       •85)348  2;os7;o63      l23;o62  i:964;ooo  s'oners  01  I'ort  Arthur,  lex.,  passed  an  ordinance  governing 

the  operation   of  "jitney"  cars.     That  measure  places  the 

COLUMBUS  (GA.)  ELECTRIC  COMPANY  "jitneys"  under  bond,  and  permits  their  use  only  on  certain 

Im.,  Dec,     '14         $59,937       •$27,603       $32,334       $28,791         $3,543  J,.„^t„   „f  tv,„   „;+„      Vu           a-                u             =  "     ^   "J'  ^-^ '•'>"' 

1  "       '■        '13         561904       •19;446       37;458       25,099       12;359  stieets  of  the  City.     The  ordinance  became  operative  three 

12 14       681,606      •298,335      383,271      324,637       58,635  days  after  its  passage  and  on  the  day  that  it  went  into  effect 

'' ''       ">'■'''     *'''■'''      '''■'''      '''■'">     ^''■'"'  the    owners    of   the   "jitney"   buses    decided   to   discontinue 

COLUMBUS  RAILWAY,   POWER  &  LIGHT  COMPANY,  operation.      A    petition    is    being    circulated    asking    for    a 

COLUMBUS,  OHIO.  referendum  vote  on  the  measure, 

im.,  Dec,    ;i4      $278,561    '1151.427    $127,134     $43,463     $83,671  Qn  Feb.  19  the  City  Council  of  Beaumont,  Tex.,  passed 

12 14     3,066',298  *l, 8861746  1,179!55'2     5'2'o',438      659,114  unanimously  an  ordinance  governing  the  operation  of  the 

12 13     3,003,454  '1,939,520  1,063,934       "jitney"   cars.     The    new   measure    requires    the    operators 

DALLAS  (TEX.)  ELECTRIC  COMPANY  to   apply  to   the   City   Council   for   a  franchise   and   makes 

im.,  Dec,    '14      $186,415      •$96,203      $90,212      $33,390     $56,822  it  an  offense  punishable  by  a  fine  of  not  more  than  $200 

1  "         "          '13          203,917       •lis, 832         85,085         26,670         58,414  f„  nnpmfp  a    "iitnov"  witVinnt   „   fv<.r,^V,;=Q       TIr,  i-^  H,„f   A^t„ 

12 "       •■        '14     2,208,879  •1,287,660     921,219      370,961      5501258  ,    operate  a     Jitney     without  a  franchise.     Up  to  that  date 

12"       "        '13     2,193,500  •I, 280, 057      913,443      302,971     610,473  the  members  of  the  City   Council  had  not  decided  on  the 

EASTERN  TEXAS  ELECTRIC  COMPANY,  BEAUMONT.  TEX.  ^f'^'"'^  ^^^^  should  be  incorporated  in  the  "jitney"  bus  fran- 

Im.,  Dec,    '14       $55.6.'i6      •$31,445     $24,211       $8,773    t$l5,438  ^"^^^    ordinance.      The    "jitney"    bus    ordinance    that    was 

1 13         55,001       ^32,903       22,098         8,244      tl8,'724  passed   in   Fort  Worth,  Tex.,  went  into  effect  on   P'eb.  22. 

II-       '■•        '-W       Wl'HW     :|?J;59i      IWifo      ''iMfl    WWfi  A„  effort  was  made  by  the  operators  of  "jitney-  buses  to 

secure  an  injunction  against  the  further  publication  of  the 

in...  Dec,  "^4""^$?8,^r-^$f^9'lf  "$'4l^3T"1?,l91       $41,239  -'^^'^^   ^^^^^  ^'^T  t"^^    "'^^  •^""^^'^•-H  "T   f'V 

1 13         87,721        ^47,452       40,269         4  210       36  059  Petition  tor  referendum  election  IS  being  considered.     In  the 

11"       "        '\\     ^'ssfi'sso     llll-Vrl     tf,ti9]       4«'n?r    !^JJ'?5?  Toxas  Legislature  the  Mendell  bill  to  regulate  "jitney"  auto- 

Lx,-.^r  =  Jl                                                                       *  "mobile  lines  in  cities  of  10,000  or  more  has  been  killed  by 

FORTY-SECOND  STREET    MANHATTAN  &  ST.  NICHOLAS  the  committee  on  judiciary  on  the  ground  that  under  the 

AVENUE  RAILWAY  v,„™      »    l           t      -j.-                                          j^                 i    ^      ^, 

3m.,  Sept.,  -14      $481,951      $237,723    $244,228    $148,028    t$96  623  *'.°"'^  ™'®  f      "*^'^^  '>'"®  empowered  to  regulate  the  opera- 

3 13       477,501       228,662     248,839       ti04,828  t'on  of  such  transportation  lines. 

GALVESTON-HOUSTON  ELECTRIC  COMPANY,  GALVESTON,  A"  ordinance  regulating  "jitney"  automobiles  was  adopted 

TEXAS                                                 '  on  Feb.  9  by  the  City  Commission  of  Tulsa,  Okla.,  and  is 

}™'  ^?.''-    ',1^      $192,136    ^$102, 226     $89,910     $36,209      $53,701  being  enforced.    The  main  features  of  the  ordinance  are  that 

12"       •'       '14     2,424;i20  'hlloMl  i.iil'Ml      uHtl     672'i36  '^  prohibits  the  "jitneys"  on  streets  where  street  cars  are 

12"       "        '13     2;373,'o66  •i;352;374  i;o2o!692     42l[2l3      599)479  operating,  makes  them  adopt  routes  and  schedules  of  their 

NEW  YORK  CITY  INTERBOROUGH  RAILWAY,  NEW  YORK,  own  not  used  by  the  car  lines,  and  requires  them  to  operate 

N.  Y.  continuously  for  sixteen  hours  each  day;  in  other  words,  to 

3m„  Sept.,   '14      $171,425      $106,795     064,630     $43,063    t$2i,904  have  their  own  routes  and  give  dependable  public  service.    A 

3                    13       160,705       109,372       51,333       $12,746  conviction  has  already  been  secured  for  violation  of  this  fea- 

NEW  YORK  &  LON«jiSLANl>  T^RA^TION  COMPANY,  ture  of  the  ordinance.     The  City  Commission  of  Tulsa  took 

3m.,  Sept.,  '14      $130,708       $81,99.5'     $48,713     $24  549    t$25  344  the  view  that  duplication  of  service  was  of  no  advantage  to 

3 13       126,489         93,345       33,144       ts'.hhe  the  city,  but  that  they  would  Welcome  the  "jitney"  bus  pro- 

NEW  YORK  &  QUEENS  COUNTY  RAILROAD,  NEW  YORK,  vided  operators  selected  fixed  routes  and  rendered  the  public 

N.  Y.  proper  service  by  maintaining  schedules.    As  burdens  in  the 

3m.,  Sept.,  '14     $381,879     $357,422     $24,457     $86,410  tt$6l.936  way  of  licenses,  assessments,  etc.,  the  only  fee  required  is 

RTniL^T.;?.                          ''•''"       ^*'''""  one  of  $5  a  passenger  seat  a  year,  with  a  credit  for  the 

RICHMOND  LmHT^&^RAlLROAD  COMPANY,  regular  license  charged  automobiles,  so  that  in  the  case  of 

3m.,  Sept.,  '14      $131,55.5       $93,638      $37,917      $38  121    ±$41  517  ^  ^'°'''^'  ^.""^  instance,  seating  four  passengers,  the  extra  fee 

3"       "        '13       131,225       115,193       16,032       {191286  charges  IS  only  $5  a  year.     On  March  1  only  two  "jitney" 

SAVANNAH  (GA.)  ELECTRIC  COMPANY  routes  were  being  operated  in  Tulsa.     They  were  on  streets 

im.,  Dec,    '14       $71,678      ^$45,578      $26,099      $23,420       $2,679  paralleling   the   Tulsa   Street   Railway   one  block   away. 

.1!'.         "         '13           74,505         ^49,864         24,642         22,967           1,675  Ud  to  Feb    24  neither  Los  Anp-plp«  nnr  San  Fr-infiapn  )inH 

12"       "        '14       842,639      •552,987      289,652      275  333       14  319  >^P  "-"  ^  ^D.  .ijt  neuner  Los  Angeies  nor  San  !•  rancisco  had 

12"       "        '13       827,780     •557,921      269,859      263,264         9)595  taken   final   action   With  regard   to  the   traffic   measures   to 

SECOND  AVENUE  RAILROAD,  NEW  YORK,  N.  Y.  regulate  the  "jitney  bus"  service.     Previous  to  that  date, 

3m.,  Sept.,  '14     $260,724     $155,953    $104,771      $65,393    t$39,377  however.    City    Attorney    Albert    Lee     Stephens,    of    Los 

3 13       287,167       165,647      121,520       t63,356  Angeles,  had  completed  the  draft  of  a  proposed  ordinance 

STATEN  ISLAND  MIDLAND  RAILWAY,  NEW  YORK,  N.  Y.  for  that  city  and  it  was  expected  that  action  on  the  matter 

3m.,  Sept.,  ;i4      $121,352       $69,244      $52,108      $18,333    t$33,972  would  be  taken  within  a  few  days.     The  proposed  ordinance 

**                          ■'-'*         A.  1 1  ,j  i  o            iS.>,i>yu         Zd.ooD         114.808  •        j.i                ■        i»fi              ii                                  i.«             »,i            ..... 

THIRD  AVENUE  RAILWAY,  NEW  YORK.  N    Y  Zr^tlf'^^'^       7^            recommendation   of   the   utilities 

3m.,  Sept..  '14  $1,005,281      $584,807    $420,474    $612,605    t$36,577  ^^^"^^•    "contains  eighteen  sections  and  approximately 

3 13     1,035,830       534,027     501,803       t87!o97  loOO  words.    The  ordinance  does  not  apply  to  street  or  inter- 

UNION  RAILWAY,  BRONX,  N.  Y.  urban   railway  cars,  sight-seeing  vehicles,  hotel  buses,  ve- 

3m.,  Sept.,  '14     $773,591      $490,896    $282,695    $157,680  t$l3a  153  hides   operated   from   a   fixed   stand   in  the   street   or  from 

3"       "        '13       762,489       538,972     223,517       t74,371  a   private  or   public   garage,   the   destination   and   route   of 

YONKRRS  (N.  Y.)   RAILROAD  which  are  under  the  direction  of  a  passenger  or  passenger,^ 

3m.,  Sept.,    '14      $194,066      $133,272      $60,794      $49,025    t$ll,904  beinff   carried 

3 13         194,013         123,234         70,779        ......       121490  tru          u         u           •    *.      j        j    •      ...u      t    j- 

There  has  been  introduced  in  the  Indiana   Senate  a  bill 

•Includes  taxes.    fDeflclt.    tlncludes  other  income.  providing  that  any  person,  firm  or  corporation  engaged  in 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


485 


the  business  of  transporting  passengers  for  hire  by  auto- 
mobile shall  constitute  a  "public  utility"  and  be  subject  to 
all  the  provisions  of  the  utility  commission  act,  and  that 
such  person,  firm  or  corporation  shall  not  engage  in  or  con- 
tinue in  such  business  except  under  a  license  granted  pur- 
suant to  an  ordinance  which  must  be  passed  by  the  munici- 
pality wherein  such  utility  is  operating,  fixing  the  terms 
and  conditions  and  providing  for  a  satisfactory  bond,  the 
Public  Service  Commission  to  have  the  right,  on  petition, 
to  review  and  modify  the  term  of  any  such  ordinance. 

The  commissioners  of  Spokane,  who  have  been  consider- 
ing the  matter  of  the  regulation  of  the  "jitney"  bus,  have 
decided  on  the  general  terms  of  the  franchise  which  it  is 
likely  will  be  passed  in  that  city.  Under  the  measures  as 
tentatively  drawn  "jitney"  buses  will  be  placed  in  a  class 
by  themselves,  required  to  run  over  a  stated  route  on  a 
fixed  schedule,  secure  a  Councilmanic  permit,  give  a  bond  of 
$5,000,  have  lights  in  the  cars,  collect  no  fares  when  in 
motion  and  allow  no  riding  on  the  running  boards  or  undue 
crowding  on  the  cars. 

The  City  Council  of  San  Diego  has  taken  a  tack  different 
from  that  employed  in  most  of  the  other  cities.  It  is  seeking 
an  injunction  to  prevent  the  Red  Star  Auto  Line  from 
operating  on  city  streets,  claiming  that  the  "jitney"  is  a 
common  carrier  and  that  it  must  apply  to  the  city  for  a 
franchise  to  use  the  streets. 

The  question  of  an  ordinance  to  govern  the  "jitney"  bus  at 
Pueblo,  Col.,  having  come  up,  City  Attorney  Alva  P.  Adams, 
in  a  formal  report  to  the  City  Council  said  that  while  the 
city  could  not  prohibit  the  operation  of  buses  it  did  hold  the 
power  to  license  and  regulate  the  cars  in  such  a  manner  as 
to  insure  the  safety,  welfare  and  convenience  of  the  city 
and  its  inhabitants.  He  said  he  reached  his  conclusion  re- 
luctantly, and  that  his  opinion  was  at  least  at  variance  with 
what  seemed  the  opinion  of  certain  public  organizations  in 
the  city  and  with  the  conclusions  reached  upon  the  subject 
at  Denver. 

In  the  city  of  Memphis  the  question  of  the  regulation  has 
been  passed  on  to  the  city  attorney  with  instructions  for  an 
opinion.  On  Feb.  21  Director  of  Streets  and  Sewers  Talbert 
of  St.  Louis  began  preparing  amendments  to  the  pending 
taxicab  bill  to  regulate  the  operation  of  the  "jitney"  as  a 
common  carrier  in  that  city. 

A  great  deal  has  been  printed  about  the  proposed 
ordinance  to  be  introduced  in  the  Council  of  Kansas  City. 
It  was  said  a  few  days  ago  that  this  ordinance  would  pro- 
vide for  a  bond  of  $10,000  for  each  car,  an  occupation 
license  tax  of  about  $.5  a  car  annually  and  a  vehicle  tax  of 
$10  a  car  annually.  The  bond  requirement  would  compel  each 
"jitney"  driver  to  put  up  $10,000  security  himself,  as  the 
bonding  companies  have  refused  to  assume  "jitney"  risks. 

From  all  parts  of  the  country  come  stories  of  the  organ- 
ization of  the  "jitney"  bus  owners  and  operators  for  their 
own  protection.  Some  of  these  organizations  are  showing 
a  considerable  amount  of  strength.  In  one  city  in  Texas  the 
city  officials  at  present  holding  office  were  loath  to  put 
themselves  on  record,  fearful  of  the  consequences  at  the  im- 
pending  election. 

John  N.  Willys,  of  the  Willys  Overland  Automobile  Com- 
pany, and  Henry  Ford  are  said  to  have  expressed  them- 
selves freely  recently  in  regard  to  the  "jitney"  bus.  Mr. 
Ford  was  quoted  in  the  papers  in  the  East  on  Feb.  27  as 
stating  that  he  contemplated  putting  into  service  in  Chicago 
Ford  cars  with  a  seating  capacity  of  sixteen  persons  each. 
Mr.  Ford  subsequently  denied  this.  Mr.  Willys  is  reported 
to  have   said: 

"The  tremendous  political  influences  exerted  by  the  elec- 
tric street  railway  interests  may  succeed  for  a  short  period 
of  time  in  retarding  the  sudden  and  great  development  of  the 
automobile  transportation  property  known  as  the  'jitney' 
bus,  but  it  will  never  be  able  to  suppress  the  new  and  popu- 
lar means  of  locomotion.  The  public  in  this  country  is  just 
awakening  to  the  possibilities  and  advantages  of  motor 
transportation.  The  promise  of  cheap,  satisfactory  trans- 
portation for  the  American  public  has  been  made  possible 
by  the  wonderful  strides  in  this  country  in  the  construction 
of  good,  serviceable  automobiles  at  only  about  half  the  price 
at  which  they  can  be  produced  abroad.  This  means  more  to 
the  'jitney'  bus  business  than  might  at  first  be  supposed, 
when  one  thinks  only  of  first  cost  or  the  original  investment 
carried  as  a  fixed  charge." 


Among  the  electric  railways  that  have  gone  on  record 
recently  in  regard  to  the  'jitney'  are  the  Louisville  Railway, 
the  United  Railways  of  St.  Louis,  the  Georgia  Railway  & 
Power  Company,  the  Birmingham  Railway,  Light  &  Power 
Company  and  the  Capital  Traction  Company.  The  attitude 
of  the  Louisville  Railway  is  discussed  in  its  publication. 
Trolley  Topics.    The  company  says: 

"Should  an  attempt  be  made  (to  operate  'jitney'  buses) 
they  should  be  regulated  in  as  substantial  a  way  as  is  the 
Louisville  Railway,  in  that  the  rate  of  fare,  the  tax  to  be 
paid,  the  route  to  be  followed,  should  be  prescribed;  also  the 
routes  should  be  sufficiently  long  to  be  a  benefit  to  the  riding 
public  and  not  merely  operated  in  the  congested  districts, 
which  are  already  thoroughly  covered  by  street  car  lines; 
for,  unless  so  regulated,  they  can  be  of  no  real  benefit  to 
any  class  of  citizens,  but,  on  the  contrary,  would  be  a  detri- 
ment to  the  entire  city  and  cause  increased  taxation  on  every 
citizen  in  the  city.  Indeed,  it  is  by  no  means  certain  that 
the  'jitney'  buses  can  be  legally  operated  in  Louisville,  as 
it  seems  there  is  a  city  ordinance,  which  has  been  in  effect 
for  many  years,  prohibiting  the  operation  of  a  bus  or  other 
vehicle  to  carry  passengers  in  competition  with  established 
street  railroads,  carrying  a  penalty  of  $5  to  $50  for  each 
offense." 

The  article  which  appeared  in  the  February  issue  of  the 
United  Railway  Bulletin,  published  by  the  United  Railways, 
St.  Louis,  reviewed  the  "jitney"  situation  in  general  and 
more  particularly  the  ordinances  and  regulatory  measures 
which  have  been  adopted  in  various  cities  in  which  the 
"jitney"  has  been  placed  in  operation.  In  conclusion  the 
article  said: 

"If  any  evidence  of  the  viciousness  of  this  lack  of  inspec- 
tion is  needed  it  is  only  necessary  to  tabulate  the  automobile 
accidents  any  Sunday  during  the  summer,  when  the  streets 
are  full  of  automobiles  run  by  amateur  drivers.  The  street 
railways  pay  a  large  part  of  their  gross  earnings  as  taxes 
and  also  are  required  to  maintain  the  pavement  between 
their  rails  and  tracks.  It  is  hardly  likely  that  the  munici- 
palities will  allow  automobiles  conducting  a  similar  business 
to  go  free  of  license  and  taxes." 

J.  P.  H.  de  Windt,  vice-president  and  general  manager  of 
the  Birmingham  Railway,  Light  &  Power  Company,  Birming- 
ham, Ala.,  stated  the  attitude  of  his  company  recently  to  the 
members  of  the  city  commission.  He  is  quoted  as  having  said 
among  other  things: 

"All  I  ask  is  a  square  deal.  I  am  willing  to  meet  com- 
petition any  time.  I  will  turn  over  the  books  of  my  com- 
pany to  any  member  of  the  commission  or  to  any  man  of 
fair  principles  to  show  him  whether  or  not  we  are  making 
any  improper  profits.  The  'jitneys'  have  cut  our  gross 
revenues  perhaps  $700  a  day." 

George  E.  Hamilton,  president  of  the  Capital  Traction 
Company,  Washington,  D.  C,  in  a  letter  to  the  Public 
Utility  Commission  of  the  District,  protested  against 
"jitney"  bus  operation  without  regulation.  He  said  that  it 
was  essential  for  the  commission  in  the  true  performance 
of  its  duties  to  protect  common  carriers  in  the  enjoyment 
of  their  legal  rights  and  charter  privileges,  and  that  the 
progress  and  development  of  the  District  depended  in  a 
considerable  measure  on  the  service  given  by  the  street 
lailways  and  the  development  and  betterment  of  that  serv- 
ice. To  allow  the  "jitney"  to  enter  the  field  as  a  free  lance 
without  franchise,  without  regulation  and  without  responsi- 
bility and  compete  under  such  unequal  conditions  with  the 
street  railroad  would  probably  cripple  and  might  destroy  a 
service  that  was  good  and  dependable.  This,  he  thought, 
was  the  last  thing  that  the  public  utilities  commission  would 
desire. 

The  Georgia  Railway  &  Power  Company  recently  carried 
in  the  papers  of  Atlanta  a  long  advertisement  in  which  it 
gave  seven  reasons  why  Atlanta  should  proceed  in  the 
matter  of  the  "jitney"  bus  regulation  with  full  thought  of 
future  consequences.  It  said  frankly  that  the  company's 
profits  were  concerned  with  the  proposed  inauguration  of 
the  "jitney"  buses.     In  conclusion  the  company  said: 

"  'Jitney'  buses  were  novelties.  Now  the  novelty  is  wear- 
ing off.  Regulations  to  control  the  buses  are  being  shaped 
in  many  cities — but  with  more  difficulty  than  if  those  regu- 
lations had  been  prepared  in  advance.  Will  Atlanta  look 
before  she  leaps?" 

The  Fort  Wayne  News  of  Feb.  20  sounded  an  editorial 


486 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


note  of  caution  in  regard  to  the  "jitney"  bus.     The  paper 
said   in  part: 

"The  city  authorities  will  do  well  to  go  slow,  very  slow, 
in  the  matter  of  'jitney'  bus  lines  in  Fort  Wayne.  While 
justice  demands  that  a  corporation  that  has  invested  an 
immense  sum  of  money  here  be  given  decent  consideration, 
the  claims  of  the  people  are,  after  all,  paramount,  and  it  is 
certain  that  'jitney'  bus  lines  are  decidedly  inimical  to  their 
interests.  There  always  has  been  fault-finding — most  of  it 
captious — and  there  always  will  be,  yet  we  all  know  that  the 
street  car  is  a  pretty  dependable  proposition  and  that  its 
management  is  responsible.  It  is  really  a  pretty  good  thing 
to  have  about  the  municipal  house.  The  same  cannot  be 
said,  however,  for  the  owners  of  the  'jitney'  buses  whose 
operation  increase  the  probability  of  accidents  to  passengers 
and  pedestrians  fourfold.  These  people  are  practically 
irresponsible  in  a  financial  way.  The  'jitney'  bus  has  no 
proper  place  in  our  social  economy." 

The  Puget  Sound  Traction,  Light  &  Power  Company, 
operating  in  Seattle,  estimates  from  January  business  that 
it  will  carry  20,736,000  fewer  passengers  in  1915  than  it 
hauled  in  1914,  if  the  competition  of  5-cent  motor  buses  con- 
tinues unabated.  The  company  has  placed  stub  cars  on  the 
outer  portions  of  the  suburban  lines,  transferring  passengers 
to  downtown   cars. 

In  Tucson,  Ariz.,  "jitney"  drivers  have  been  arrested  under 
the  old  "hack  stand"  ordinance.  Injunction  proceedings  are 
threatened.  E.  N.  Sanderson,  New  York,  president  of  the 
Federal  Light  &  Traction  Company,  protested  against  the 
operation  of  the  "jitneys." 

The  special  "jitney"  service  feature  is  being  used  more 
generally  in  Kansas  City  with  large  passenger  cars,  the 
charge  being  10  cents,  however,  and  the  machine  gathering 
its  passengers  from  hotels  and  apartment  houses  for  boule- 
vard rides  downtown.  The  use  of  automobiles  is  being  wel- 
comed by  residents  of  suburban  districts  as  the  solution  of 
their  transportation  problems  in  respect  to  lines  where 
street  railways  would  not  be  profitable  for  several  years  to 
come. 

T.  F.  Grover,  general  manager  of  the  Terre  Haute  division 
of  the  Terre  Haute,  Indianapolis  &  Eastern  Traction  Com- 
pany, took  the  "jitney"  bus  for  his  subject  at  the  regular 
monthly  meeting  of  the  employees  of  the  company  on  Feb. 
24.  His  remarks  were  published  practically  in  full  in  the 
Terre  Haute  Star  and  by  the  other  daily  newspapers  in 
Terre  Haute.  He  has  had  the  statement  printed  in  pamphlet 
form.  He  replied  in  his  remarks  to  the  questions  of  the 
efl'ect  of  the  "jitney"  on  the  future  of  the  company,  whether 
there  would  be  a  war  between  the  company  and  the  "jit- 
ney," and  what  effect  the  "jitney"  would  have  on  the  city  of 
Terre  Haute  should  it  continue  to  operate  under  present 
•conditions.  He  included  in  his  remarks  a  very  interesting 
summary  of  the  cost  of  "jitney"  operation.  On  Feb.  18  there 
were  about  seventy-five  "jitneys"  in  operation  in  Terre 
Haute,  while  on  Feb.  25  Mr.  Grover  estimated  that  there 
were  not  more  than  fifteen  in  operation. 


sion  of  freight  earnings,  and  many  traffic  managers  of 
Indiana  interurban  lines  appeared  before  Examiner  Flem- 
ing. As  there  are  still  a  number  of  briefs  and  arguments 
to  be  filed  with  the  commission,  it  is  probable  that  three 
or  four  months  will  elapse  before  any  decision  will  be 
handed  down. 


|fc        HEARING   IN   INDIANAPOLIS-LOUISVILLE 
L  C.  C.  CASE 

A  supplemental  hearing  was  held  at  Indianapolis  on  Feb. 
23  and  24  before  Examiner  Fleming  of  the  Interstate  Com- 
merce Commission  on  Interstate  Commerce  Commission 
docket  No.  5217,  originally  brought  in  the  name  of  the 
Louisville  Board  of  Trade  vs.  Indianapolis  Columbus  & 
Southern  Traction  Company,  et  al,  in  the  matter  of  through 
freight  service  between  Louisville  and  Indianapolis.  As  a 
result  of  the  original  hearing  the  Interstate  Commerce  Com- 
mission ordered  that  through  freight  service  be  established 
between  Louisville  and  Indianapolis  and  intermediate  points, 
which  service  was  instituted  on  Sept.  15,  1914.  The  par- 
ticipating carriers,  the  Interstate  Public  Service  Company, 
Indianapolis  &  Louisville  Traction  Railway,  Louisville  & 
Northern  Railway  &  Light  Company  and  Louisville  & 
Southern  Indiana  Traction  Company,  were,  however, 
unable  to  agree  on  the  ^asis  of  divisions  of  the 
resulting  revenue,  and  finally  the  Louisville  &  North- 
ern Railway  &  Light  Company  petitioned  the  commission 
for  a  supplemental  hearing  for  the  purpose  of  having 
the  basis  of  divisions  of  freight  revenues  fixed  by  the 
Interstate  Commerce  Commission.  A  great  deal  of 
.testimony  was  introduced  bearing  upon  the  equitable  divi- 


CHICAGO  SERVICE  QUESTIONS 

Several  points  to  be  considered  in  seeking  relief  from  con- 
gestion in  the  Chicago  downtown  loop  district  were  brought 
out  by  L.  A.  Busby,  president  of  the  Chicago  Surface  Lines, 
at  the  recent  hearing  before  the  Illinois  Public  Utilities  Com- 
mission. Mr.  Busby  stated  that  the  basis  for  calculating  the 
regular  rush-hour  schedules  was  eighty  passengers  to  each 
car  seating  fifty-two  persons.  He  considered  it  advisable  to 
allow  about  3%  sq.  ft.  for  each  passenger  after  deducting 
reasonable  space  for  entrances,  exits  and  the  car  crew.  It 
should  be  borne  in  mind  that  the  physical  capacity  of  certain 
lines  in  the  downtown  district  was  greatly  exceeded  during 
the  rush  hours  by  the  number  of  passengers  demanding  serv- 
ice and  that  the  problem  of  meeting  the  labor  agreement  has 
to  be  taken  into  consideration.  He  laid  stress  on  the  relief 
that  could  be  obtained  by  the  immediate  elimination  of  teams 
from  the  tracks  in  the  loop  district.  Relief  could  not  be  se- 
cured through  the  use  of  trail  cars,  as  their  operation  on 
lines  passing  through  the  loop  was  prohibited  under  the  pres- 
ent franchise  ordinance.  Mr.  Busby  expressed  the  opinion 
that  the  public  would  object  to  the  walk  which  would  be  in- 
volved if  the  present  dovratown  terminals  of  the  surface 
lines  were  changed  by  turning  back  cars  before  they  reached 
the  center  of  the  business  district.  The  police  would  be  im- 
potent to  enforce  service  standard  regulations  such  as  obtain 
in  some  foreign  cities. 

While  before  the  commission  R.  F.  Kelker,  Jr.,  city  trac- 
tion supervisor,  submitted  a  plan  for  rerouting  cars  in  the 
Chicago  loop  district  in  order  to  reduce  the  number  of  dou- 
ble-track crossings  and  thereby  speed  up  schedules.  Under 
the  present  routing  there  are  twenty-five  double-track  cross- 
ings in  the  loop  district,  and  if  Mr.  Kelker's  plan  was  adopted 
'this  number  would  be  reduced  to  the  equivalent  of  six  double- 
track  crossings  by  turning  back  east  and  west  lines  at  Clark 
Street,  or  at  a  point  where  they  would  not  intersect  the  heavy 
north  and  south  lines. 


SERVICE  STANDARD  ORDINANCE 

The  local  transportation  committee  of  the  City  Council  of 
Chicago,  111.,  with  the  aid  of  the  Bureau  of  Public  Service 
and  Prof.  E.  W.  Bemis,  the  city's  representative  on  the 
Board  of  Supervising  Engineers,  has  drafted  a  service  stand- 
ard ordinance.  In  preliminary  form  this  ordinance  requires 
that  all  lines  must  operate  on  a  written  schedule,  a  copy  of 
which  must  be  filed  with  the  commissioner  of  public  service 
in  Chicago.  In  case  schedules  are  changed  the  revisions 
must  be  submitted  to  the  commissioner  of  public  service  at 
least  three  days  before  the  new  schedules  are  put  into  effect. 
All  cars  are  required  to  carry  run  numbers  which  will  fix 
their  position  in  the  schedule,  and  extra  cars  are  also  to  be 
indicated. 

The  non-rush-hour  service  standard  requires  that  the  ag- 
gregate number  of  seats  within  the  cars  passing  any  point  in 
any  one  direction  shall  not  be  less  than  the  aggregate  num- 
ber of  passengers  carried  during  any  period  of  fifteen  con- 
secutive minutes.  It  is  provided,  however,  that  if  less  thar 
three  cars  of  any  line  or  lines  pass  any  point  at  which  a 
check  is  made  during  the  fifteen-minute  period,  then  the  ag- 
gregate number  of  seats  carried  by  three  consecutive  cars 
passing  in  any  one  direction  shall  not  be  less  than  the  aggre- 
gate number  of  passengers  carried.  The  service  standard 
also  requires  that  at  no  time  or  place  on  any  line  operating 
within  the  city  of  Chicago  shall  there  be  scheduled  less  than 
one  car  during  each  twenty-minute  period  of  the  entire 
twenty-four  hours,  the  four  hours  between  1  a.  m.  and  5  a.  m. 
being  excepted.  The  right  to  designate  checking  points  is 
retained  by  the  commissioner  of  public  service,  who  is  re- 
quired to  notify  the  railway  company  of  its  location.  Ex- 
ceptions are  made  in  cases  where  it  is  physically  impractical 
to  comply  with  the  standard  of  car  loading,  or  where  the  ele- 
ments interfere,  but  the  burden  of  proof  is  on  the  railway. 
A  fine  of  $200  for  each  violation  of  this  ordinance  is  in- 
cluded. 


March  6.  1915] 


ELECTRIC     RAILWAY     JOURNAL 


487 


SAFETY   ARTICLES   FOR   SCHOOL   CHILDREN 

In  connection  with  a  systematic  and  permanently-organ- 
I    ized  safety  movement  the  Chicago  &  Joliet  Electric  Rail- 
)    way,   Joliet,    111.,    has   prepared   a   set   of   twenty   printed 
I   articles  with  the  assistance  of  the  superintendent  of  the 
I    city   schools   and   heads   of  the   city   departments.     These 
j   articles   were   written   for   children   of  different  ages   and 
vary  in   length  from   300   to   750  words.     J.   R.   Blackhall, 
general  manager,  and  W.  H.  Heun,  superintendent  trans- 
'    portation   and   claim   agent   of  the   company,   have   experi- 
;    «nced    no    difficulty    in    obtaining    the    co-operation    of    the 
I    parochial  and  public   school  teachers  and   superintendents 
!    in  the  distribution  of  these  leaflets.    They  are  given  to  the 
teachers  in  sets,  each  set  being  contained  in  an  envelope 
appropriately   indexed.     The    titles   follow:      "Meaning   of 
Safety";    "Fire    Facts    by    the    Fire    Chief";    "Health    and 
Happiness";    "Suggestions   by   Chief   of   Police";    "Danger 
from  Live  Wires";  "Keep  on  the  Sidewalk";  "Keep  Away 
from  Wagons  and  Automobiles";  "Trolley  Cars  are  Danger- 
ous"; "Better  Safe  Than  Sorry";  "Help  Others";  "Danger- 
ous    Fun";     "Be     Thoughtful"     (for    younger    children); 
^'Thoughtfulness"   (for  older  children);  "Those  Who   Seek 
Excitement  Court  Danger"  (for  older  children) ;  "The  Cruel 
Giant";    "Ed's    Mishap";    "The    Safety    Button    Soliloquy"; 
"'Safety  Everywhere";  "First  Aid";  "Fair  Play." 


DEALING  WITH  THE  SPITTER 

Officers  of  the  Louisville  &  Interurban  Railway  and  the 
county  health  authorities  have  agreed  upon  a  plan  by  which 
they  hope  to  help  keep  down  disease  and  improve  the  ap- 
pearance of  the  cars  on  the  several  electric  lines  running  out 
of  Louisville,  Ky.  In  future  when  conductors  or  motormen 
of  the  company  remonstrate  with  those  who  spit  in  the  cars 
they  will  speak  with  authority,  for  they  will  be  State  officers, 
with  the  titles  of  sanitary  inspectors.  The  officials  of  the 
company  have  been  exerting  themselves  to  keep  down  the 
filthy  practice,  and  they  readily  assented  to  the  plan  when 
it  was  suggested  by  the  health  authorities. 

When  a  conductor  or  motorman  discovers  a  passenger 
violating  the  law  against  spitting  he  will  fill  out  a  blank 
which  he  will  carry  and  which  will  rank  as  a  legal  notice. 
These  blanks  will  be  handed  to  the  violators  and  warn  them 
that  repetition  of  the  offense  will  mean  arrest,  the  train 
men  being  empowered,  even  charged,  to  swear  out  warrants 
so  providing.  The  names  of  all  the  trainmen  on  the  cars 
running  out  of  Louisville  have  been  furnished  to  the  State 
board  of  health  and  the  appointments  are  to  be  issued 
immediately.  The  Louisville  &  Interurban  Railway  and  the 
Louisville  Railway  are  co-operating  with  the  health  authori- 
ties, city,  county  and  State. 


Accident  Record  in  Louisville,  Ky. — The  Louisville  Rail- 
way has  carried  a  total  of  417,449,000  passengers  and  the 
Louisville  &  Interurban  Railway  17,812,000  since  there  has 
been  a  fatal  accident  to  any  of  their  passengers. 

Mileage  Books  Discontinued. — The  Cortland  County  Trac- 
tion Company,  Cortland,  N.  Y.,  has  announced  that  the  sale 
of  interchangeable  ticket  or  mileage  books  at  $10  per  book 
will  be  discontinued  after  April  1.  Books  outstanding  after 
that  date  will  be  honored  in  accordance  with  the  terms  and 
conditions  under  which  they  were  sold. 

Service  Hearing  in  St.  Louis. — The  final  hearing  before 
the  Public  Service  Commission  of  Missouri  in  connection 
with  the  inquiry  into  the  adequacy  of  the  service  of  the 
United  Railways,  St.  Louis,  was  held  in  that  city  on  Feb.  24. 
Henry  S.  Priest  and  Morton  Jourdan  represented  the  com- 
pany as  counsel.  Each  side  has  been  given  ten  days  in  which 
to  file  briefs. 

Testimony  Completed — Testimony  has  practically  been 
completed  in  the  arbitration  proceedings  which  have  been 
under  way  for  some  weeks,  involving  the  differences  be- 
tween the  Kentucky  Traction  &  Terminal  Company  and 
the  union  trainmen.  F.  W.  Bacon,  vice-president  of  the 
company,  was  the  last  witness  for  the  company,  after  which 
rebuttal  testimony  was  offered  by  the  union.  Arguments 
are  to  be  heard  in  conclusion  by  Charles  C.  Bagby,  Dan- 
ville, the  umpire. 

Safety  Work  to  Continue. — The  Ontario  Safety  League 
will  continue  its  work  in  1915.    The  officials  hope  to  be  able 


to  take  up  the  question  of  industrial  safety  and  co-operate 
with  employers  of  labor  in  an  endeavor  to  reduce  accidents 
in  factories,  workshops,  etc.  The  help  of  the  General  Min- 
isterial Association  was  enlisted  on  Feb.  22  when  a  deputa- 
tion appeared  before  the  association  and  asked  for  its 
assistance  in  forwarding  the  objects  of  the  league.  The 
association  has  arranged  for  an  announcement  to  be  made 
in  the  churches  of  Toronto  to  bring  the  matter  before  the 
whole  public. 

Welfare  Work  in  New  York. — H.  H.  Vreeland,  director  of 
welfare  of  the  Interborough  Rapid  Transit  Company  and  the 
New  York  Railways,  has  contributed  to  the  February  issues 
of  the  magazines  published  in  the  interest  of  the  emplolyees 
of  the  companies  reviews  of  the  work  of  his  department  as 
it  relates  to  each  company.  He  says  the  work  reflects  prog- 
ress, reveals  the  wisdom  of  the  officials  in  thus  co-operating 
with  the  employees  and  sustains  the  most  sanguine  expecta- 
tions of  both  officials  and  employees.  The  figures  which  are 
included  in  the  reviews  are  especially  significant  of  the  ac- 
tivities carried  on. 

Toronto  Civic  Fares. — The  proposal  to  increase  the  fare 
on  the  civic  railway  lines  in  Toronto,  Ont.,  has  been  re- 
vived by  Alderman  McBride.  The  plan  has  the  support  of 
Works  Commissioner  Harris,  who  suggests  selling  nine 
tickets  for  25  cents.  The  present  charge  of  2  cents  or  six 
tickets  for  10  cents  is  not  sufficient  to  make  the  system 
self-supporting.  On  Feb.  26  the  works  committee  of  the 
City  Council  adopted  the  recommendation  of  Commissioner 
Harris  to  increase  the  cash  fare  to  3  cents,  with  nine  tickets 
for  25  cents.  An  amendment  to  make  it  ten  tickets  for  25 
cents  was  voted  down,  seven  to  five. 

Safety  Council  at  Columbus. — On  Feb.  26  Columbus 
Council  No.  19,  National  Safety  Council,  was  organized  at 
Columbus,  Ohio.  Thirty  representatives,  superintendents 
and  safety  directors  of  local  industries  were  present,  in- 
cluding those  from  the  Columbus  Railway,  Power  &  Light 
Company.  Victor  T.  Noonan,  safety  director  of  the  In- 
dustrial Commission,  said  that,  through  educational  work, 
the  accidents  in  the  State  may  be  reduced  50  per  cent.  E. 
E.  Watson,  actuary  of  the  commission,  spoke  on  the 
economic  phases  of  the  work.  Secretary  Babbitt  of  the 
Columbus  Railway,  Power  &  Light  Company  explained  the 
results  of  the  safety  work  that  has  been  done  by  his 
company. 

Welfare  Work  in  St.  Louis. — The  pamphlet  report  of  the 
United  Railways,  St.  Louis,  Mo.,  for  the  year  ended  Dec.  31, 
1914,  contains  the  following  reference  to  the  welfare  work 
of  the  company:  "The  Employees'  Mutual  Benefit  Associa- 
tion, which  was  started  in  February,  1914,  has  proved  a 
great  success.  On  Dec.  31,  1914,  the  association  had  3247 
members,  and  during  the  eleven  months  of  its  existence 
paid  out  in  sick  benefits  $19,212,  and  in  death  benefits  $5,100. 
Nothing  which  the  company  has  ever  done  has  been  of  so 
much  benefit,  and  nothing  has  brought  about  such  close  rela- 
tions between  our  employees  and  the  company  as  the  institu- 
tion of  this  association.  We  propose  to  put  into  effect  in 
the  year  1915  a  pension  system  for  aged  and  incapacitated 
employees,  and  also  a  savings  and  loan  association  for  the 
benefit  of  those  employees  who  wish  to  save  their  money, 
or  build  or  purchase  homes  of  their  own." 

Health  Commissioner  Seeks  to  Fix  Car  Capacity. — On 
March  1  Commissioner  of  Health  Goldwater  of  New  York 
affirmed  his  intention  of  strictly  inforcing  his  order  limit- 
ing the  number  of  passengers  to  150  per  cent  of  the  seating 
capacity  of  the  Fifty-ninth  and  Eighty-sixth  Street  cars. 
He  also  announced  that  similar  orders  affecting  several 
Brooklyn  car  lines  will  soon  be  issued.  Dr.  Goldwater  said 
in  part:  "If  the  Board  of  Health  is  compelled  to  take  its 
case  into  court  we  shall  be  able  to  present  not  only  the 
testimony  of  our  own  inspectors  but  that  of  numerous  citi- 
zens who  have  volunteered  to  join  us  in  the  effort  to  obtain 
their  rights,  and  we  shall  keep  right  on  until  we  get  results. 
The  order  issued  by  this  department,  largely  because  of  its 
unprecedented  character,  has  aroused  varied  comment  and 
has  given  rise  to  some  misunderstanding.  It  is  to  be  ob- 
served that  the  order  is  not  general,  but  relates  to  specific 
nuisances  which  the  railroad  companies  are  requested  to 
abate."  On  March  2  the  New  York  Railways  obtained  a 
stay  of  the  order  of  the  Board  of  Health  until  March  16.  A 
public  hearing  will  be  held  on  March  15. 


488 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


Personal  Mention 


Mr.  A.  M.  Nanton  has  been  elected  vice-president  of  the 
Winnipeg  (Man.)  Railway  to  succeed  Sir  William  Whyte. 

Mr.  A.  T.  Davidson  has  been  appointed  purchasing  agent 
of  the  Augusta-Aiken  Railway  &  Electric  Corporation,  Au- 
gusta, Ga.,  to  succeed  Mr.  Lewis  Keim. 

Mr.  C.  Nesbitt  Duffy,  vice-president  in  charge  of  opera- 
tion of  the  Manila  Electric  Railroad  &  Light  Company, 
Manila,  P.  L,  has  been  elected  vice-president  of  the  Manila 
Merchants'  Association. 

Mr.  John  S.  Moore,  formerly  assistant  traffic  manager  of 
the  Chicago,  Lake  Shore  &  South  Bend  Railway,  Michigan 
City,  Ind.,  has  been  appointed  traffic  manager  of  the  com- 
pany to  succeed  Mr.  W.  0.  Woodward,  resigned. 

Mr.  Lewis  Keim,  who  has  been  purchasing  agent  of  the 
Augusta-Aiken  Railway  &  Electric  Corporation,  Augusta, 
Ga.,  for  the  last  four  years,  has  been  appointed  general  in- 
spector of  the  company,  with  duties  corresponding  to  those 
of  the  position  of  assistant  general  manager. 

Mr.  C.  T.  Chapman,  whose  resignation  as  traffic  manager 
of  the  Interurban  Railway,  Des  Moines,  la.,  was  announced 
in  the  Electric  Railway  Journal  of  Feb.  27,  was  the  guest 
of  honor  at  a  banquet  of  the  traffic  men  of  Des  Moines  on 
Feb.  23.  Mr.  William  Clapper,  who  has  succeeded  Mr.  Chap- 
man, was  also  present. 

Gen.  George  H.  Harries,  who  was  recently  elected  presi- 
dent of  the  Omaha  Electric  Light  &  Power  Company,  Omaha, 
Neb.,  and  who  continues  to  serve  as  president  of  the  Louis- 
ville Gas  &  Electric  Company,  Louisville,  Ky.,  will  in  the  fu- 
ture take  active  charge  of  the  Omaha  property  and  devote 
only  a  portion  of  his  time  to  the  Louisville  property,  accord- 
ing to  an  announcement  made  by  H.  M.  Byllesby  &  Company, 
Chicago,  111.,  by  which  company  both  of  these  properties  are 
controlled. 

Mr.  Charles  L.  Henry,  president  and  general  manager  of 
the  Indianapolis  &  Cincinnati  Traction  Company,  Indianap- 
olis, Ind.,  was  elected  president  of  the  Central  Electric  Rail- 
way Association  at  the 
annual  meeting  held  in 
Indianapolis  on  Feb.  25  and 
26.  Mr.  Henry  was  edu- 
cated as  a  lawyer.  He  be- 
came interested  in  railways 
in  1891,  when  he  purchased 
the  horse  car  line  in  Ander- 
son, Ind.  Under  his  direc- 
tion the  line  was  electrified. 
In  1897  Mr.  Henry  built  an 
electric  railway  from  Ander- 
son to  Alexandria,  which  in 
the  year  following  was  ex- 
tended to  Summittville.  This 
was  the  first  interurban  line 
in  Indiana  and  became  a 
part  of  the  Union  Traction 
Company   of  Indiana   when  c.  L.  henry 

that  organization  was 

formed  in  1899.  Mr.  Henry,  as  general  manager  of  this 
company,  constructed  the  lines  from  Muncie  to  Indianapolis 
via  Anderson.  Several  years  ago  Mr.  Henry  sold  out  his 
■interest  in  the  Union  Traction  Company  and  interested 
himself  in  the  Indianapolis  &  Cincinnati  Traction  Company. 
Mr.  Henry  was  born  on  a  farm  in  Hancock  County,  Ind.,  on 
July  1,  1849,  and  received  his  education  in  the  common 
schools,  in  the  literary  department  of  Asbury  (now  De 
Pauw)  University,  and  graduated  from  the  law  school  of 
Indiana  University  in  1872,  practising  law  in  Pendleton  and 
Anderson  until  he  began  his  connection  with  the  electric 
railway  industry.  Mr.  Henry  served  in  the  Indiana  State 
Senate  from  1881  to  1885,  and  as  a  Representative  in 
Congress  from  1895  to  1899.  He  was  made  fourth  vice- 
president  of  the  American  Electric  Railway  Association  in 
1911,  third  vice-president  in  1912,  second  vice-president  in 
1913  and  first  vice-president  in  1914.  Mr.  Henry  is  credited 
with  having  been  the  pioneer  builder  of  interurban  electric 
railways  in  Indiana  and  with  having  originated  the  word 
"interurban,"  as  applied  to  electric  railways. 


Mr.  C.  S.  Banghart,  who  has  been  elected  second  vice- 
president  and  a  director  of  the  Binghamton  (N.  Y.)  Rail- 
way in  addition  to  general  manager,  became  connected  with 

the  company  as  general 
manager  on  Aug.  1,  1914. 
Previous  to  that  he  had 
been  superintendent  of  the 
New  York  &  Queens  County 
Railway,  operating  about 
75  miles  of  electric  railway 
in  Long  Island  City  and 
elsewhere  in  the  Borough  of 
Queens.  He  was  appointed 
to  that  position  in  1908, 
having  served  for  five  years 
previously  as  master  me- 
chanic of  the  company.  In 
all  Mr.  Banghart  has  been 
engaged  in  electric  railway 
work  about  twenty-five 
years.  His  first  position 
c.  s.  banghart  was   with   the   line   depart- 

ment of  the  Allentown  & 
Bethlehem  Traction  Company.  After  leaving  that  com- 
pany he  entered  the  service  of  the  Thomson-Houston 
Company  during  the  electrification  of  the  Union  Railway, 
New  York.  On  the  completion  of  that  installation  he 
became  connected  with  the  M.  A.  Greene  Engine  Com- 
pany, Altoona,  Pa.,  with  which  he  remained  about  eight- 
een months.  Mr.  Banghart  then  accepted  the  posi- 
tion of  chief  electrician  with  the  Flushing  &  College 
Point  Railway  &  Lighting  Company,  with  which  he  re- 
mained until  he  was  appointed  master  mechanic  of  the 
Union  Traction  Company,  Reading,  Pa.  He  was  with  that 
company  from  1895  to  1903  and  then  accepted  the  position 
of  master  mechanic  of  the  New  York  &  Queens  County 
Railway.  The  Binghamton  Railway  operates  31  miles  of 
line  and  controls  the  Scranton  &  Binghamton  Railroad 
which  has  under  way  the  construction  of  an  electric  rail- 
way to  connect  Binghamton  with  Scranton,  Pa. 

Mr.  F.  L.  Fuller  has  been  elected  president  of  the  Bing- 
hamton (N.  Y.)  Railway  to  succeed  Mr.  G.  Tracy  Rogers, 
resigned.  Mr.  Puller  was  formerly,  up  to  1909,  president 
and  general  manager  of  the  New  York  &  Queens  County 
Railway,  Long  Island  City,  N.  Y.,  and  before  taking  charge 
of  that  property  was  general  manager  of  the  United  Power 
&  Transportation  Company,  which  controlled  electric  rail- 
way and  light  properties  in  the  neighborhood  of  Philadel- 
phia and  Wilmington,  Del.  Mr.  Fuller  entered  street  rail- 
way work  in  1888  as  foreman  of  the  Selby  Avenue  Cable 
Line  of  the  St.  Paul  City  Railway.  The  following  year  elec- 
tricity was  installed  in  St.  Paul  and  Mr.  Fuller  acted  as  as- 
sistant superintendent.  On  the  consolidation  of  the  St.  Paul 
and  Minneapolis  systems  in  1893,  Mr.  Fuller  became  connect- 
ed with  the  West  Chicago  (111.)  Street  Railway  as  assistant 
superintendent.  The  Chicago  company's  system  was  then 
divided  between  cable  and  horse  lines,  and  in  1894  the  work 
was  begun  of  equipping  the  horse  lines  with  electricity,  with 
Mr.  Fuller  as  superintendent.  In  1899  Mr.  Fuller  became 
connected  with  the  United  Power  &  Transportation  Com- 
pany, Philadelphia,  going  from  there  to  Long  Island  City. 

OBITUARY 

Edgar  Allen,  the  founder  and  chairman  of  Edgar  Allen 
&  Company,  Ltd.,  London,  England,  died  at  Sheffield  on  Jan. 
28.    He  was  seventy-seven  years  of  age. 

Col.  N.  H.  Heft,  formerly  head  of  the  electrical  depart- 
ment of  the  New  York,  New  Haven  &  Hartford  Railroad,  is 
dead.  Colonel  Heft  had  for  years  been  the  electrical  expert 
for  the  company  and  it  was  under  his  supervision  that  the 
Nantasket  Beach  line  was  equipped  with  the  third-rail,  the 
first  application  of  its  kind  in  the  United  States.  Colonel 
Heft  had  been  president  of  the  Bridgeport  (Conn.)  Traction 
Company,  the  Greenwich  Tramway,  the  Meriden  Street  Rail- 
road, and  the  Stamford  Street  Railroad.  He  was  formerly 
president  of  the  Bridgeport  Board  of  Trade.  He  had  not 
been  active  in  electric  railway  work  for  a  number  of  years. 
In  1901-02  Mr.  Heft  was  second  vice-president  of  the  Amer- 
ican Street  Railway  Association.  He  also  presented  several 
papers  before  that  association  on  heavy  electric  traction 
subjects. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


489 


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 

*Richwood-Hamilton  Traction  Company,  Hamilton,  Ohio. 

— Incorporated  in  Ohio  to  build  an  electric  railway  between 
Richwood  and  Hamilton.  Capital  stock,  $10,000.  Incor- 
porators: Eugene  Purtelle  and  others. 

McConnellsburg  &  Fort  London  Railway,  McConnells- 
burg.  Pa. — Chartered  in  Pennsylvania  to  build  a  9-mile 
electric  railway  between  McConnellsburg  and  Fort  London. 
Capital  stock,  authorized,  $60,000.  Incorporators:  Edward 
J.  Post,  D.  H.  Patterson,  George  A.  Harris  and  B.  C.  Lamber- 
son.     [E.  R.  J.,  Feb.  6,  '15.] 

FRANCHISES 

Fresno,  Cal. — The  Railroad  Commission  has  issued  an 
order  approving  a  lease  between  the  Fresno  Traction  Com- 
pany and  the  Southern  Pacific  Company,  by  which  the 
latter  company  will  operate  the  traction  company's  line 
from  Muscatel  Station  eastward,  a  distance  of  8.1  miles. 

Webster,  Mass. — Worcester  &  Webster  Street  Railway 
has  asked  the  Council  for  a  franchise  in  Webster. 

Worcester,  Mass. — The  Worcester  Consolidated  Street 
Railroad  has  received  a  franchise  from  the  Council  to  ex- 
tend its  tracks  on  Adams  Street  in  Worcester  to  the  site 
selected  for  the  new  distributing  station. 

Cleveland,  Ohio. — The  Cleveland  Railway  has  received  a 
franchise  from  the  Council  to  extend  its  double  track  line 
in  Clark  Avenue  from  the  intersection  with  West  Sixty- 
fifth  Street  thence  in  West  Seventy-third  Street  to  its  in- 
tersection with  Denison  Avenue  in  Cleveland. 

Columbus,  Ohio. — Philip  B.  Gaynor,  New  York,  president 
of  the  East  Linden  Electric  Railway,  has  made  application 
to  the  Columbus  City  Council  for  franchises  for  two  new 
routes.  One  of  them  would  extend  north  from  the  inter- 
section of  Joyce  and  Leonard  Avenues  to  the  corporation 
line  and  thence  to  Linden.  The  other  would  begin  at  the 
terminus  of  the  present  Leonard  Avenue  line  and  pass 
through  the  village  of  Shepard  to  the  west  bank  of  Alum 
Creek.  The  latter  line  would  be  a  competitor  of  the  Co- 
lumbus, New  Albany  &  Johnstown  Railway,  on  which  the 
fare  between  Columbus  and  Shepard  is  15  cents.  It  is 
understood  that  Mr.  Gaynor  proposes  to  make  the  fare 
5  cents,  which  would  probably  be  added  to  the  fare  on  the 
lines  of  the  local  company  to  reach  the  central  portion  of  the 
city.     [E.  R.  J.,  Jan.  6,  '15.] 

Columbus,  Kenton  &  Toledo  Traction  Company,  Kenton, 
Ohio. — Surveys  have  been  completed  by  this  company  over 
88  miles  of  its  line  between  Columbus  and  Findlay.  No 
definite  plans  have  been  made  when  construction  will  be 
begun.  This  138-mile  line  will  connect  Columbus  and  To- 
ledo. J.  W.  Caine,  Kenton,  vice-president.  [E.  R.  J.,  Aug. 
16,  '13.] 

Toronto,  Ont. — The  Eastern  Ontario  Electric  Railway  has 
asked  the  Ontario  Parliament  for  an  extension  of  time  on  its 
franchise  to  build  its  line  from  Toronto  to  Cornwall  via  the 
counties  along  Lake  Ontario.  The  Board  of  Control  is  op- 
posed to  granting  the  extension  of  time  to  the  company. 

Portland,  Ore. — The  United  Railways  has  "filed  an  ac- 
ceptance of  the  provisions  of  a  franchise  granted  on  Feb.  10, 
1915,  by  the  Council,  for  the  construction  for  a  line  along 
Front  Street  and  in  North  and  South  Portland.  By  the 
terms  of  the  franchise  the  company  will  remove  its  tracks  on 
Stark  Street  in  Portland. 

Phoenixville,  Pa. — The  Phoenixville,  Valley  Forge  & 
Strafford  Electric  Railway  has  received  a  franchise  from  the 
Council  to  lay  tracks  across  Gay  Street  Bridge  in  Phoenix- 
ville, but  only  under  certain  conditions. 

Collegeville,  Pa. — The  Perkiomen  Traction  Company  has 
received  a  renewal  of  its  franchise  in  Collegeville  from 
the  Council.  This  is  part  of  a  plan  to  build  an  electric  line 
from  Collegeville  to  Schwenkville  and  vicinity.  [E.  R.  J., 
Jan.  23,  '15.] 


TRACK   AND   ROADWAY 

Alabama  City,  Gadsden  &  Attalla  Railway,  Gadsden,  Ala. 

— Work  has  been  begun  by  this  company  raising  its  tracks 
on  North  Fourth  Street  between  Town  Creek  and  the  South- 
ern Railway  in  Gadsden. 

♦Buffalo,  Ark.— G.  T.  Uplegraff,  Helena,  and  Phillip  De- 
Wolf,  Bristol,  R.  I.,  are  considering  plans  to  build  an  elec- 
tric railway  from  Buffalo  to  Yellville,  via  the  Buffalo  River. 
Power  would  be  secured  from  the  Buffalo  River.  This  line 
would  furnish  transportation  to  all  the  zinc  mines  in  the 
Buffalo  River  zinc  district. 

Lone  Pine  Utilities  Company,  Big  Pines,  Cal. — Work  on 
the  construction  of  the  trackless  trolley  up  Swarthout 
canyon  by  this  company  will  be  begun  soon,  according  to 
Manager  Denton,  who  is  getting  ready  to  put  a  force  in 
the  mountains  to  finish  the  project  started  last  spring.  The 
right-of-way  for  the  power  line  has  been  secured.  The  line 
will  be  9  miles  long  from  Grava,  on  the  Santa  Fe,  south  and 
southeast  up  the  canyon  to  Lytle  Creek,  where  the  company 
has  a  tract.  It  is  stated  that  $50,000  will  be  spent  on  the 
project  during  the  coming  months.  It  is  planned  to  have 
it  completed  before  the  opening  of  the  summer  season. 
[E.  R.  J.,  Feb.  28,  '14.] 

Northern  Electric  Railway,  Chlco,  Cal.— Plans  are  being 
made  to  rebuild  the  section  of  this  railway  between  Meridian 
and  Colusa  recently  damaged  by  floods.  One  abutment  of  a 
steel  bridge  crossing  the  Sacramento  River  was  carried  away 
and  3  miles  of  track  washed  away.  The  cost  of  repairs  will 
be  approximately  $50,000. 

Humboldt  Transit  Company,  Eureka,  Cal. — Right-of-way 
is  being  secured  by  this  company  for  an  extension  around 
the  bay  to  Arcadia  and  out  on  Mad  River  bottom  in  Areata. 
Fresno  (Cal.)  Interurban  Railway. — During  the  next  six 
weeks  this  company  expects  to  award  contracts  to  build  6% 
miles  of  electric  railway  from  Barton  to  Clovis.  Also  1% 
miles  of  new  track  in  Fresno. 

Marin  County  Electric  Railway,  Mill  Valley,  Cal. — Con- 
tracts will  soon  be  awarded  by  this  company  to  build  the 
Cascade  Canyon  unit  of  this  railway.  [E.  R.  J.,  Feb.  13, 
'15.] 

San  Francisco  (CaL)  Municipal  Railway. — Mayor  Rolph 
has  signed  a  resolution  of  the  Board  of  Supervisors  direct- 
ing that  the  Church  Street  municipal  railway  be  constructed 
according  to  plan  No.  9.  This  plan  provides  that  between 
Eighteenth  Street  and  Twentieth  Street  the  railway  shall 
extend  through  Mission  Park,  and  that  a  right-of-way  shall 
be  acquired  for  it  through  private  property  between  Twen- 
tieth Street  and  Twenty-second  Street  in  San  Francisco. 

Stockton  Terminal  &  Eastern  Railway,  Stockton,  Cal. — 
This  company  has  requested  authority  to  issue  $319,500  of 
bonds  to  be  used  in  completing  its  line  to  Jenny  Lind,  Cal- 
averas County.  The  company  asks,  if  the  commission 
should  not  grant  its  application  in  full,  that  it  be  allowed 
to  sell  sufficient  bonds  to  construct  2  miles  of  railway  in 
order  to  reach  certain  gravel  beds,  from  which  it  is  ex- 
pected considerable  traffic  can  be  secured. 

Connecticut  Company,  Bridgeport,  Conn. — Work  on  the 
new  line  from  Hollister  Avenue,  Bridgeport,  Conn.,  to  Lord- 
ship Manor  will  be  begun  soon.  The  first  work  to  be  done 
will  be  the  erection  of  five  new  bridges.  The  Fred  T.  Ley 
Company,  which  has  the  contract  for  the  laying  of  the 
tracks,  expects  to  begin  the  work  on  the  railway  as  soon  as 
the  weather  permits. 

Washington  Railway  &  Electric  Company,  Washington, 
D.  C. — Formal  notice  was  given  this  company  recently  that 
its  application  for  permission  to  issue  bonds  to  cover  cer- 
tain improvements,  including  the  building  of  an  extension 
on  Fourteenth  Street  from  F  Street  to  Pennsylvania  Ave- 
nue, will  be  considered  by  the  Public  Utilities  Commission. 
The  total  amount  of  the  issue  for  which  authority  is 
sought  is  $207,000.  In  addition  to  the  Fourteenth  Street 
improvement,  the  bonds  will  provide  for  placing  under 
ground  electric  connections  of  the  Anacostia  line,  between 
Anacostia  Bridge  and  Talbert  Street,  and  an  extension  of 
the  line  on  Nichols  Avenue.  The  commission  also  notified 
the  company  that  it  will  consider  an  application  for  bonds 
to  cover  certain  expenditures  for  equipment  authorized  by 
Congress  and  the  orders  of  the  commission. 


490 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


St.   Petersburg  &   Gulf   Railway,   St.   Petersburg,   Fla.— 

Work  will  soon  be  begun  by  this  company  on  the  extension 
on  Twenty-second  street  to  the  ball  park  at  Coffee  Pot  B^you 
in  St.  Petersburg. 

Augusta-Aiken  Railway  &  Electric  Corporation,  Augusta, 

Ga. — Improvements  of  its  lines  in  Augusta  are  being 
planned  by  this  company. 

Southern  Illinois  &  St.  Louis  Railway,  Harrisburg,  111. — 

Preliminary  arrangements  are  being  made  by  this  company 
to  build  its  line  between  East  St.  Louis  and  Harrisburg, 
via  Belleville,  Duquoin,  Herrin  and  Johnston  City.  [E.  R. 
J.,  Feb.  20,  '15.] 

Lee  County  Central  Electric  Railway,  Lee  Center,  111. — 

Possible  early  extensions  planned  by  this  company  include 
a  branch  northerly  to  Ashton  or  Rochelle  or  DeKalb  and  a 
branch  southwesterly  to  Princeton,  111. 

Peoria  &  Chillicothe  Electric  Railway,  Peoria,  111. — This 
company  has  awarded  the  contract  to  the  Allen  Engineering 
Company  to  make  the  surveys  for  the  proposed  electric 
railway  from  Peoria  to  Chillicothe  via  Mossville  and  Rome, 
and  terminating  at  the  Santa  Pe  Railroad  depot  in  North 
Chillicothe.  Work  will  be  begun  at  once  on  this  line.  Among 
those  interested  are:  Arthur  C.  Black,  E.  A.  Mitchell  and 
E.  V.  Mattice. 

Rockford  &  Interurban  Railway,  Rockford,  111. — Plans 
are  being  considered  by  this  company  to  build  a  new  bridge 
over  Rock  River  in  Rockford. 

Lafayette  &  Northwestern  Railway,  Lafayette,  Ind. — Sur- 
veys are  being  made  and  construction  will  be  begun  in  April 
on  this  line  to  connect  Lafayette  and  Chicago,  via  Rens- 
selaer, Hammond,  Princeton,  Round  Grove  and  West  Point. 
It  is  stated  that  contracts  are  about  to  be  closed  for  250,000 
ties  for  the  line.  0.  L.  Brown,  general  manager.  [E.  R.  J., 
Nov.  7,  '14.] 

Keokuk,  la. — Preliminary  work  on  the  proposed  Keokuk, 
la.,  to  Jefferson  City,  Mo.,  interurban  railway  is  progress- 
ing. This  line  will  extend  to  Argyle  where  connections  with 
the  Santa  Fe  Railroad  viall  be  made  direct  to  Keokuk.  At 
Melrose  this  railway  will  turn  south  into  Missouri  terri- 
tory, and  cross  the  Des  Moines  River  at  Francisville.  H. 
W.  Knight  and  Thomas  Pettersen,  Chicago,  are  interested. 
[E.  R.  J.,  Nov.  21,  '14.] 

Kansas  City,  Kaw  Valley  &  Western  Railway,  Bonner 
Springs,  Kan. — During  the  next  two  weeks  this  company 
will  award  contracts  to  build  23  miles  of  new  track.  It 
also  expects  to  build  a  1500-ft.  steel  bridge  and  a  1200-ft. 
pile  trestle. 

Manhattan  City  &  Interurban  Railway,  Manhattan,  Kan. 

— During  the  next  few  weeks  this  company  plans  to  build  1 
mile  of  new  track  in  Manhattan. 

•Louisville,  Ky. — A  syndicate  of  Louisville,  Jeffersonville 
and  Glasgow,  Ky.,  men  have  purchased  the  property  of  the 
Olympian  Springs  Hotel  Company,  in  Bath  County,  and  the 
plans  for  improvement  include  the  construction  of  a  3-mile 
electric  railway  to  connect  the  hotel  and  the  Chesapeake  & 
Ohio  Railroad.  G.  W.  Armes,  who  will  be  manager  of  the 
property,  said  that  an  Eastern  syndicate  is  considering  the 
plan  to  build  the  lines  and  that  the  construction  would  prob- 
ably begin  this  spring  or  early  summer.  M.  H.  Thatcher, 
Dr.  Armes,  John  P.  Haswell  and  J.  T.  Doores,  Louisville; 
Frank  A.  Best,  Jeffersonville,  Ind.,  and  William  Henry  H. 
Jones,  Glasgow,  are  the  proposed  incorporators  of  the  pro- 
jected company,  which  is  to  be  capitalized  at  $200,000. 

Southwestern  Traction  &  Power  Company,  New  Iberia, 
La. — Plans  are  being  considered  by  this  company  to  build  a 
12-mile  line  between  New  Iberia  and  Jeanerette. 

New  Orleans  Railway  &  Light  Company,  New  Orleans, 
La. — The  new  South  Claiborne  Avenue  and  Broadway  line 
of  this  company  in  New  Orleans  has  been  placed  in  opera- 
tion. 

Shreveport  (La.)  Traction  Company. — Work  has  been  be- 
gun at  once  by  this  company  on  the  extension  of  the  Fair- 
field line  from  the  present  terminus  at  a  point  a  few  blocks 
beyond  King's  highway  to  Delaware  Street  in  Shreveport,  a 
distance  of  1  mile. 

Saginaw-Bay  City  Railway,  Saginaw,  Mich. — During  the 
next  few  weeks  this  company  will  award  contracts  to  build 
a  %-mile  extension  of  its  tracks  in  Saginaw.' 


*Benton  Harbor,  Mich. — Plans  are  being  considered  to 
build  an  electric  railway  to  connect  Benton  Harbor,  Sister 
Lakes  and  Keeler  and  later  to  extend  it  to  Paw  Paw. 
Among  those  interested  are:  Henry  D.  Deam,  Charles 
Sutherland,  Sister  Lakes,  and  N.  Simpson,  Jr. 

*Libby,  Mont. — Amos  L.  Thompson,  one  of  the  directors 
of  the  First  State  Bank  of  Libby,  is  reported  to  have  stated 
that  plans  are  under  way  to  build  an  electric  railway  from 
Spokane  to  Kalispell  by  way  of  Kootenai  valley. 

New  York  &  Long  Island  Traction  Company,  Brooklyn, 
N.  Y. — This  company  is  asked  to  consider  plans  to  double- 
track  its  line  on  the  Rockaway  Road  and  Rockaway  Turn- 
pike from  Broadway,  Ozone  Park,  to  City  Line,  at  Rose- 
dale,  a  distance  of  7  or  8  miles.  The  line  extends  from 
the  Brooklyn  city  line  to  Freeport,  in  Nassau  County. 

Buffalo  &  Depew  Railway,  Depew,  N.  Y. — During  the 
next  few  weeks  this  company  expects  to  award  contracts 
to  build  about  2  miles  of  extensions.  It  will  also  award 
contracts  for  200  30-ft.  and  35-ft.  poles  and  4000  6-ft.  x  8  ft. 
ties. 

Grand  Forks  (N.  D.)  Street  Railway. — During  the  next 
two  weeks  this  company  expects  to  award  contracts  to 
build  about  1  mile  of  new  track  in  Grand  Forks. 

Cleveland,  Alliance  &  Mahoning  Valley  Railway,  Cleve- 
land, Ohio. — The  extension  of  this  railway  between  New- 
ton Falls  and  Warren  viall  be  completed  and  ready  for 
operation  by  April  1. 

Hocking-Sunday  Creek  Traction  Company,  Nelsonville, 
Ohio. — The  tracks  of  this  company  have  now  reached  a 
point  within  the  corporate  limits  of  Athens,  Ohio.  When 
ready  for  operation  on  this  end  of  the  line  there  will  be  a 
complete  connection  between  Nelsonville  and  Athens. 

Toledo,  Bowling  Green  &  Southern  Traction  Company,  To- 
ledo, Ohio. — Since  the  City  Council  of  Findlay  has  granted 
a  franchise  that  this  company  will  accept,  an  announcement 
has  been  made  that  the  company  will  spend  $116,000  in 
Findlay  upon  its  property  during  the  coming  summer. 
New  rails,  ties  and  other  changes  will  be  made  on  the 
city  line  to  cost  $38,000,  while  the  company's  share  of  re- 
paving  the  streets  will  cost  $48,000. 

Cleveland,  Painesville  &  Eastern  Railroad,  Willoughby, 
Ohio. — This  company  has  purchased  22  miles  of  3/0,  figure- 
8  trolley  wire  to  be  installed  in  a  two-wire  electric  line  be- 
tween Willoughby  and  Nottingham  on  its  Shore  Line  Divi- 
sion. 

Gushing  (Okla.)  Traction  Company. — This  company  is 
now  operating  about  17  miles  of  its  line  between  Gushing 
and  Drumright  and  has  construction  work  under  way  for 
the  electrification  of  17  miles  of  steam  track  between  Drum- 
right  and  Jennings.  Frank  Brown,  Independence,  presi- 
dent.    [E.  R.  J.,  Dec.  19,  '14.] 

Toronto,  Ont. — Bids  are  desired  until  March  16  by  T.  L. 
Church  (Mayor),  chairman  Board  of  Control,  for  furnishing 
material  for  the  Lansdowne  Avenue  line  in  Toronto  as  fol- 
lows: (a)  track  material.  Contract  "A"  (rails,  plates,  bolts, 
spikes,  etc.);  (b)  overhead  line  material  Contract  "B"  (wire, 
fittings,  etc.);   (c)  oak  ties.  Contract  "C." 

Toronto,  Ont. — The  new  car  line  on  Bloor  Street  from 
Dundas  Street  to  Quebec  Avenue  in  Toronto  has  been  placed 
in  operation.  Plans  are  being  contemplated  to  extend  this 
line  to  Jane  Street  in  Toronto. 

Conestoga  Traction  Company,  Lancaster,  Pa. — Surveys 
have  been  completed  by  this  company  for  a  new  13-mile 
branch  which  will  be  an  extension  of  the  Lancaster  & 
Coatesville  division.  The  new  line  will  begin  about  a  mile 
east  of  Conestoga  Park,  near  Mellinger's  Church,  follow 
the  old  turnpike  to  the  Horseshoe  Road,  and  along  it  to 
Witmer,  from  which  place  it  will  cross  the  country  to  Bird- 
in-Hand,  and  thence  along  the  old  Philadelphia  turnpike  to 
Intercourse. 

Pennsylvania  &  Maryland  Street  Railway,  Elk  Lick,  Pa. 
— This  company  is  building  a  new  steel  bridge  across  the 
Elk  Lick  Creek  in  Elk  Lick. 

Montoursville  (Pa.)  Pass  Railway. — During  the  next 
few  weeks  this  company  plans  to  rebuild  its  bridge  on 
park  section  in  Montoursville. 

Carolina,  Greenville  &  Northern  Railroad,  Greenville, 
Tenn. — Contracts  will  be  awarded  on  May  1  by  this  com- 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


491 


pany  to  build  an  electric  line  from  Kingsport  southwest  to 
Newport,  75  miles.  There  will  be  five  steel  bridges  on  the 
line.  H.  S.  Reed,  205  Grant  Building,  Los  Angeles,  presi- 
dent.    [E.  R.  J.,  Jan.  30, '15.] 

SHOPS    AND    BUILDINGS 

Boston  &  Worcester  Street  Railway,  South  Framingham, 

Mass. — This  company  is  preparing  plans  for  the  construc- 
tion, at  an  early  date,  of  a  new  carhouse  and  a  large  repair 
shop.  It  has  not  yet  been  decided  definitely  just  where 
these  new  buildings  will  be  located. 

New  York  Municipal  Railway  Corporation,  Brooklyn, 
N.  Y. — The  Public  Service  Commission,  First  District,  has 
approved  the  proposed  award  by  the  New  York  Municipal 
Railway  Corporation  for  the  construction  of  nine  stations  on 
the  Sea  Beach  line  to  Post  &  McCord,  Inc.,  the  lowest 
bidders,  for  $331,163.  The  Sea  Beach  line  is  a  recon- 
structed four-track  railroad,  which  will  join  the  Fourth 
Avenue  subway  at  Sixty-fifth  Street,  Brooklyn,  and  extend 
from  there  to  Coney  Island.  The  reconstruction  of  this  line 
is  about  completed,  with  the  exception  of  the  stations, 
tracks  and  other  equipment.  The  stations  to  be  constructed 
are  at  Eighth  Avenue,  Fort  Hamilton  Avenue,  New  Utrecht 
Avenue,  Eighteenth  Avenue,  Twentieth  Avenue,  Twenty-sec- 
ond Avenue,  Kings  Highway,  Avenue  U  and  Eighty-sixth 
Street. 

Oklahoma  Interstate  Railroad,  Miami,  Okla. — This  com- 
pany has  opened  an  office  in  Miami. 

POWER  HOUSES  AND  SUBSTATIONS 

United  Railroads  of  San  Francisco,  San  Francisco,  Cal. — 

This  company  will  add  to  its  substation  equipment  a  1500-kw 
synchronous  converter,  three  525-kva  transformers  and 
switchboard  ordered  from  the  General  Electric  Company. 

Arkansas  Valley  Railway  Light  &  Power  Company, 
Pueblo,  Col. — This  company  has  placed  an  order  with  the 
Westinghouse  Electric  &  Manufacturing  Company  for  three 
150-kva,  single-phase,  thirty-cycle,  22,000-volt  high  tension, 
460-volt  low  tension  outdoor  O.  I.  S.  C.  transformers. 

Danbury  &  Bethel  Street  Railway,  Danbury,  Conn. — This 
company  will  place  in  operation  in  its  power  house  a  new 
937-kva  Curtis  turbo-generator  and  has  awarded  the  con- 
tract to  build  and  install  the  unit  to  the  General  Electric 
Company. 

Morris  County  Traction  Company,  Morristown,  N.  J. — 
During  the  next  few  weeks  this  company  expects  to  build 
a  new  substation.  Machinery  for  this  structure  has  already 
been  contracted  for. 

Cleveland,  Painesville  &  Eastern  Railroad,  Willoughby, 
Ohio. — This  company  recently  purchased  a  new,  all-steel, 
portable  substation  with  complete  electrical  equipment  from 
the  Westinghouse  Electric  &  Manufacturing  Company  to 
replace  its  Ashtabula  substation  which  was  destroyed  by  fire. 
The  electrical  equipment  includes  a  stepdown  transformer 
and  a  300-kw,  650-volt  rotary  convertor. 

Toronto  (Ont.)  Suburban  Railway. — This  company's  new 
substation  at  Thistledown,  which  has  been  in  course  of  erec- 
tion for  several  months,  has  now  been  completed  and  will  be 
in  operation  in  a  few  days.  The  station  was  built  in  connec- 
tion with  the  extension  of  the  railway  to  Woodbridge.  A 
telephone  system  of  dispatching  the  cars  has  also  been  in- 
stalled. 

Carbon  Transit  Company,  Mauch  Chunk,  Pa.. — During  the 
next  six  weeks  this  company  expects  to  purchase  substation 
equipment  including  two  300-kw,  sixty-cycle,  rotaries  with 
transformers,  etc.,  to  convert  11,600-volt,  three-phase  to 
600-volt  direct  current  for  railway  work. 

Scranton  &  Binghamton  Railroad,  Scranton,  Pa. — During 
the  next  four  weeks  this  company  expects  to  build  a  new 
substation  at  Foster,  Pa.  It  plans  to  purchase  transformers 
for  its  power  plant  to  step  up  the  voltage  to  66,000  for  transi 
mission. 

Chattanooga  Railway  &  Light  Company,  Chattanooga, 
Tenn. — This  company  has  placed  an  order  with  the  Westing- 
house Electric  &  Manufacturing  Company  for  one  300-kva, 
three-phase,  sixty-cycle,  11,400-volt  high  tension,  440-volt 
low  tension,  O.  I.  S.  C.  transformers. 


Manufactures  and  Supplies 

ROLLING  STOCK 

Scranton  &  Binghamton  Railway,  Scranton,  Pa.,  has  or- 
dered four  cars  from  The  J.  G.  Brill  Company. 

Binghamton  (N.  Y.)  Railway  has  ordered  twenty  double- 
truck  cars  from  the  Cincinnati  Car  Company,  through  W.  R. 
Kerschner,  its  eastern  agent. 

Consolidated  Street  Railway,  Cottonwood  Falls,  Kan.,  ex- 
pects to  purchase  within  the  next  twelve  weeks  one  storage- 
battery  car  complete. 

New  York  State  Railways,  Rochester,  N.  Y.,  has  issued 
specifications  for  forty  prepayment  center-entrance  cars 
for  its  Rochester  lines. 

Fresno  Interurban  Railway,  San  Francisco,  Cal.,  expects 
to  purchase  within  the  next  six  weeks  one  suburban  and 
one  interurban  passenger  car. 

Manhattan  City  &  Interurban  Railway,  Manhattan,  Kan., 
will  purchase  six  open  bench  trailers  and  about  two  or  three 
good  second-hand,  single-truck  motor  cars. 

Wilkes-Barre  &  Hazleton  Railway,  Hazleton,  Pa.,  has 
issued  specifications,  through  L.  B.  Stillwell,  consulting 
engineer.  New  York,  N.  Y.,  for  ten  all-steel  interurban  cars. 

Carolina,  Clinchfield  &  Ohio  Railway,  Johnson  City,  Tenn., 
has  purchased  from  the  McKeen  Motor  Car  Company  one 
40-ft.  200  hp  gasoline  motor  concrete  mixing  car  for  lining 
tunnels. 

Chicago,  Waukegan  &  Fox  Lake  Traction  Company,  Chi- 
cago, 111.,  has  purchased  one  55-ft.  200  hp  combined  passen- 
ger-baggage gasoline  motor  car  from  the  McKeen  Motor 
Car  Company. 

Empire  United  Railways,  Syracuse,  N.  Y.,  is  considering 
the  purchase  of  ten  light  interurban  cars.  Specifications 
have  not  yet  been  issued.  It  is  reported  that  the  company  is 
also  contemplating  the  purchase  of  about  eighty  additional 
cars  at  a  later  date. 

Chicago  &  Milwaukee  Electric  Railway,  Highwood,  111., 
noted  in  the  Electric  Railway  Journal  of  Jan.  2,  1915,  as 
expecting  to  buy  fifteen  cars,  has  ordered  this  equipment 
from  The  J.  G.  Brill  Company.  The  cars  will  be  all-steel. 
The  railway  company  retains  an  option  of  ordering  fifteen 
more  cars  of  the  same  type. 

Yonkers  (N.  Y.)  Railroad  will  soon  go  into  the  market 
for  some  new  cars,  probably  a  large-sized  order.  The 
Third  Avenue  Railway's  new  radial  axle  car  was  tried  out 
in  Yonkers  recently  and  was  operated  very  successfully  on 
the  steep  hills  with  which  the  city  abounds.  Quite  likely 
this  will  be  the  type  ordered. 

Boston  &  Worcester  Street  Railway,  South  Framingham, 
Mass.,  will  probably  order  within  a  few  days  six  closed  and 
six  open  cars,  twelve  trucks  and  electrical  equipment  for 
same,  to  replace  the  eleven  open  cars  and  one  closed  car 
which  were  destroyed  in  its  recent  Westboro  carhouse  fire. 
E.  P.  Shaw,  general  manager  of  the  company,  advises  that 
the  railway  may  possibly  decide  to  purchase  good  second- 
hand open  cars  instead  of  new  cars,  if  the  former  are  avail- 
able in  first-class  condition. 

TRADE    NOTES 

The  J.  G.  Brill  Company,  Philadelphia,  Pa.,  has  received 
an  order  for  forty  auto  buses  from  a  concern  in  Chicago. 

Quasi-Arc  Company,  New  York,  N.  Y.,  dealer  in  Quasi 
Arc  weldtrodes  and  electric  welding  accessories,  has  re- 
moved its  offices  from  111  Broadway  to  61  Broadway. 

Ed.  Elson,  of  the  Walter  A.  Zelnicker  Supply  Company, 
Universal  Iron  &  Supply  Company  and  the  Zelnicker 
Crayon  Works,  St.  Louis,  who  formerly  made  his  headquar- 
ters in  New  Orleans,  La.,  is  now  making  his  headquarters 
in  Chicago  at  the  Hotel  Morrison. 

Tool    Steel    Gear    &    Pinion    Company,    Cincinnati,    Ohio, 

announces  that  it  has  again  been  awarded  the  exclusive 
gear  and  pinion  contract  for  the  Stone  &  Webster  Engineer- 
ing Corporation,  this  being  the  fourth  year  that  the  Stone 
&  Webster  companies  have  purchased  tool  steel  gears  and 
pinions  under  contract. 


492 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  10 


Sangamo  Electric  Company,  Springfield,  111.,  has  received 
an  order  from  the  Pullman  company  for  several  thousand 
ampere-hour  meters.  This  is  the  second  large  contract,  be- 
tween the  tvi^o  companies  for  this  type  of  meter.  As  rapidly 
as  possible  each  and  every  Pullman  sleeping  and  parlor  car 
is  being  equipped  with  these  ampere-hour  meters  to  control 
the  battery  charge  by  the  method  developed  by  Ernest  Lunn, 
chief  electrician  of  the  Pullman  company. 

General  Electric  Company,  Schenectady,  N.  Y.,  has  re- 
ceived orders  for  the  following  equipment:  Norfolk  & 
Bristol  Street  Railway,  four  GE-200,  40-hp  four-motor  car 
equipment;  Chicago  &  Joliet  Electric  Railway,  four  GE- 
240-hp  four-motor  car  equipment;  Pacific  Electric  Rail- 
way, twenty-four  GE-254,  135-hp  four-motor  car  equip- 
ment; Empire  United  Railways,  Syracuse,  N.  Y.,  twelve 
GE-200  40-hp  two-motor  car  equipments  and  twelve  straight 
air-brake  equipment;  Metropolitan  Street  Railway,  Kansas 
City,  Mo.,  fifty  50-hp,  four-motor  car  equipments  and  fifty 
control  and  air-brake  equipments;  Sheboygan  Railway  & 
Electric  Company,  Sheboygan,  Wis.,  two  GE-247,  35-hp, 
four-motor  car  equipments;  two  CP-25  straight  air-brake 
equipments  and  four  GE-201  60-hp  motors. 

William  Wharton,  Jr.,  &  Company,  Inc.,  Philadelphia,  Pa., 
now  a  subsidiary  to  the  Taylor- Wharton  Iron  &  Steel  Com- 
pany, are  building  a  new  and  extensive  plant  at  Easton,  Pa., 
having  begun  work  about  June  1  last.  The  plot  of  ground 
on  which  the  plant  will  be  situated  comprises  fifty  acres  and 
is  located  just  west  of  the  city  of  Easton,  with  direct  con- 
nections with  both  the  Lehigh  Valley  Railroad  and  the  Cen- 
tral Railroad  of  New  Jersey,  through  which  five  other  rail- 
roads entering  Easton  are  reached.  Nearly  ten  acres  will 
be  under  roof  when  all  the  buildings  are  completed.  The 
main  shop,  which  will  be  devoted  entirely  to  the  manufac- 
ture of  special  track  work  for  electric  railways  and  steam 
railroads,  will  be  more  than  450  ft.  square,  consisting  of 
seven  bays  and  one  cross-bay,  and  one  bay  for  storage  of 
supplies  and  partly  finished  material.  Other  buildings  are 
the  power  house,  a  fine  ofl^ice  building,  a  foundry  for  both 
steel  and  iron  castings,  a  large  pattern  shop  with  laying-out 
floor  and  a  forge  shop.  The  Wharton  company  expects  to 
combine  the  business  of  its  present  Philadelphia  plant  and 
Jenkintown  plant  at  the  new  works,  and  in  the  forging  de- 
partment the  business  in  all  kinds  of  steel  and  iron  forgings 
of  the  Tioga  Steel  &  Iron  Company,  another  subsidiary  of 
the  Taylor- Wharton  Iron  &  Steel  Company  will  be  handled. 
The  works  will  be  equipped  throughout  with  the  most  mod- 
ern and  improved  machinery  for  the  purpose.  The  plant  will 
be  in  operation  early  next  summer.  As  it  is  within  20  miles 
of  the  large  foundry  plant  of  the  Taylor- Wharton  Iron  & 
Steel  Company  at  High  Bridge,  N.  J.,  where  are  made  all 
the  manganese  steel  castings  for  the  special  track  work 
manufactured  and  sold  by  Wm.  Wharton,  Jr.,  &  Company,  a 
concentrated  organization  is  possible. 

ADVERTISING   LITERATURE 

Zelnicker  Crayon  Works,  St.  Louis,  Mo.,  has  issued  a 
folder  on  its  railroad  crayons. 

Keystone  Varnish  Company,  Brooklyn,  N.  Y.,  has  issued 
a  catalog  describing  its  washable  linseed  oil  paint  for  in- 
terior painting. 

Railway   Supply   &   Curtain   Company,   Chicago,   111.,  has 

issued  a  folder  describing  its  car  curtains,  curtain  fixtures, 
curtain  rollers,  vestibule  curtains,  vestibule  curtain  fittings, 
and  curtain  material. 

Stow  Manufacturing  Company,  Binghamton,  N.  Y.,  has 
issued  a  catalog  describing  its  combination  of  flexible  shaft 
and  electric  motor  for  drilling,  grinding,  buffing,  die-sink- 
ing and  screw-driver  work. 

Thew  Automatic  Shovel  Company,  Lorain,  Ohio,  has  issued 
a  catalog  describing  its  electric  railway  shovels.  The  cata- 
log contains  illustrations  of  the  shovel  in  actual  operation 
in  St.  Louis,  Cincinnati,  Indianapolis  and  Cleveland,  and 
also  includes  data  on  the  results  obtained. 

Street  Railway  Signal  Company,  Inc.,  Philadelphia,  Pa., 
has  issued  a  catalog  which  describes  and  illustrates  its 
contactor  signal  for  either  single  or  double  track.  These 
signals,  "Model  E,"  are  of  the  all  light  trolley-contact 
operated  type,  having  the  three-position  aspect  for  single 
track  opposing  protection,  but  permitting  following  move- 
ments.    The  catalog  shows  photographs  of  installations  of 


these  signals  on  several  electric  railways,  including  the  New 
York  &  Queens  County  Traction  Company,  Wilkes-Barre 
(Pa.)  Railway  and  Terre  Haute,  Indianapolis  &  Eastern 
Railway. 

Railway  Improvement  Company,  New  York,  N.  Y.,  has 
issued  a  very  attractive  and  clearly-planned  book  entitled 
"The  Clock  Trust."  The  book  contains  a  series  of  pages 
which  show  the  brakeshoe,  power  and  coal  savings  eff'ected 
by  twelve  prominent  electric  railways,  through  the  use  of 
coasting  recorders  supplemented  by  the  system  of  induc- 
ing motormen  to  use  current  economically  by  offering  re- 
wards and  by  ranking  them.  The  book  also  includes  re- 
productions of  letters  which  contain  operating  engineering 
data  on  the  saving  of  coasting  recorders  on  about  thirty 
difl'erent  railways. 

Westinghouse  Electric  &  Manufacturing  Company,  East 
Pittsburgh,  Pa.,  has  issued  Catalog  No.  22  which  describes 
its  type  AR  single-phase  motor,  in  sizes  of  V2,  %,,  1,  IV2,  2,  3, 
5,  7%  and  10  hp  for  60-cycle  circuits,  110  and  220  volts. 
This  motor  is  designed  for  starting  heavy  loads  with  min- 
imum starting  current.  It  starts  as  a  repulsion  motor  and 
operates  as  an  induction  motor  with  constant  speed  char- 
acteristics. It  is  constructed  for  hard  service  under  severe 
operating  conditions,  especially  where  the  starting  current 
must  be  kept  at  a  low  value.  The  company  has  also  issued  a 
catalog  on  its  electric  fans  and  data  sheets  on  its  current- 
limiting  reaction  coils  and  cam  limit  switches. 

Cambria  Steel  Company,  Johnstown,  Pa.,  has  issued  a 
catalog  describing  its  "Slick"  steel  mine  ties  for  mine  and 
industrial  railroads.  These  ties  are  of  rolled  steel  section, 
combining  light  weight  with  sufficient  strength.  The  neces- 
sary rail  fastenings,  which  consist  of  flanged  buttons,  are 
always  in  place,  ready  for  use  and  cannot  become  lost  or 
misplaced.  The  fastening  buttons  are  adapted  to  be  turned 
with  comparative  ease  by  means  of  an  ordinary  adjustable 
or  solid  wrench.  One  of  the  greatest  advantages  of  the  tie 
as  used  in  mine  room  is  due  to  the  fact,  illustrated  by 
photographs  in  the  catalog,  that  it  is  only  Vz  in.  high,  as 
compared  with  a  wooden  tie,  which  is  at  least  3  in.  in 
height. 

General  Electric  Company,  Schenectady,  N.  Y.,  has  issued  as 
a  supplement  of  the  General  Electric  Review  a  remarkably 
beautiful  reproduction  of  two  pages  which  were  included 
in  resolutions,  contained  in  highly  artistic  book  form,  of 
appreciation  on  the  occasion  of  the  retirement  of  C.  A. 
Coffin  and  the  election  of  E.  Wilbur  Rice  as  president  of 
the  company.  These  resolutions  were  adopted  at  the 
twenty-ninth  annual  convention  of  the  Association  of  Edison 
Illuminating  Companies,  Cooperstown,  N.  Y.,  1913.  The 
resolutions  express  deep  appreciation  of  the  constructive 
thought  and  effort  of  Mr.  CoflSn  in  furthering  the  develop- 
ment of  the  electrical  industry,  and  tender  congratulations 
to  Mr.  Rice  on  his  appointment  as  a  well-deserved  recogni- 
tion of  his  abilities  and  service. 

Graphite  Lubricating  Company,  Bound  Brook,  N.  J.,  has 
issued  an  unusually  complete  catalog  on  the  subject  of  oil- 
less  bearings,  which  have  special  application  as  trolley 
wheel  bushings  for  electric  cars.  As  stated  in  a  chapter  in 
the  catalog  entitled  "The  Story  of  the  Trolley  Wheel  Bush- 
ing" this  company  received  its  first  order  for  twelve  trolley 
bushings  in  1889.  It  is  now  producing  over  a  million  per 
year.  A  remarkable  instance  of  wearing  quality  is  shown  by 
an  illustration  of  a  trolley  bushing  which  was  recently  re- 
turned to  the  company  by  the  Colorado  Springs  &  Interur- 
ban  Railway,  Colorado  Springs,  Col.  This  particular  bush- 
ing, still  in  fine  condition,  had  been  removed  from  a  worn- 
out  4-in.  trolley  wheel,  after  having  run  27,633  miles.  The 
catalog  also  contains  ample  testimony  as  to  the  excellent 
service  of  the  "Bound  Brook"  bushings  when  used  in  con- 
nection with  various  other  types  of  machinery. 

The  following  significant  editorial  comment  on  the  atti- 
tude of  the  Georgia  Railway  &  Power  Company  in  connec- 
tion with  the  "jitney"  bus  appeared  in  the  Charleston  (S.  C.)' 
News  and  Courier: 

"Incidentally,  the  plan  taken  by  the  street  car  people  of 
arguing  this  matter  out  with  the  public  on  its  merits  is 
significant  of  the  new  attitude  of  capital  in  such  matters. 
Such  a  move  even  ten  years  ago  would  have  been  regarded 
with  amazement.  Now  it  is  accepted  as  a  matter  of." 
course." 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


63 


Traffic  Direction  Block  System 
of  automatic  signaling  for  Electric  Railways 


Indianapolis,  Columbus  &  Southern  Traction  Co. 

This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  com- 
bines the  maximum  of  safety  and  efficiency 
with  the  least  amount  of  apparatus. 


Ctie  ^ttton  ^bttd)  Sc  ^tpal  Co« 


Trade 

89 

Mark 


SWISSVALE,   PA. 


Hndson  Terminal  Bids. 
NEW  YORK 
Canadian  Express  BldK.        Candler  Annex 
MONTREAL,  ATLANTA 


Peoples  Gas  Bids. 
CHICAGO 
Railway  Exchange  Bids.  Pacific  Bids. 

ST.  LOUIS  MO.  SAN  FRANCISCO 


Represented  by  the  GENERAL  ELECTRIC  CO.  in  Australasia,  South  Africa  and  Argentina 


Trade 

eg 

Mark 


64 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


atxfe^ers  j^  E^ivgirve  er« 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

ENTIRE  ISSUES   PURCHASED 

N.  W.  HALSEY  &  CO. 

New  York         Tloston         PliiladeJphia         Chicago         San   Francisco 


THEJ'GWHITE  COMPANIES 


FINANCIERS 
MANAGERS 

43  Exchange  Place 
Chicago 


London 


ENGINEERS 
OPERATORS 

NEW  YORK 

San  Francitco 


The  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL- MECHANICAL 

lOS   SOUTH    LA  SALLE    STREET 

CHICAGO 


A 

Stone  &  Webster  Engineering  Corporation 


Constructing  Engineers 


NEW  YORK 


BOSTON 


CHICAGO 


ALBERT  S.  RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER    POLYTECHNIC    INSTITUTE 

WORCESTER.    MASSACHUSETTS 

The  Economical  Production,  Distribution  and  Application  of  Power; 

Transportation  Efficiency;  Physical  Reports;  Electrolysis  Investigations; 

Estimates;  Designs;  Specifications;  Tests 


ALBERT  B.  HERRICK 

Engineer   to   Electric   Railway   Properties 

for   Greater   Efficiency   in 

Transmission   Power    Production   and 

Equipment    Maintenance 

Electrolysis    Surveys   itnd    Keniedlal    Measures    Applied 

Sole    Owner    of    Autographic    I'a  tents    for    Kail  way    Testing 

Office  and  Laboratory.  245  West  22d  Street  New  York  City 


"$.  M*  TB^lU^hv  &  €o.,  3IncorporateIi 


NEW  YOKK, 
Trinity   Bldg, 


CHICAGO, 
Continental     &     Com- 
mercial  Bank   Bldg. 


TACOMA, 

Washington 


Purchase,  Finance,  Construct  and  Operate  Electric  Light, 

Gas,   Street    Railway  and   Water   Power   Propert'es. 

Examination  and  reports.  Utility   Securities  Bought  and  Sold. 


SANDERSON  8t  PORTER 

Engineers  esi  Contractors 

REPORTS  •  DESIGNS  •  CONSTRUCTION  •MANAGENIEm' 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY,  LIGHT  aSB  POWER  PROPERTIES 

New  York  Ran  FR/vNr,t<;(~'^ 


D.  C.  &  WM.  B.  JACKSON 

ENGINEERS 


C;ilCAGO 
HARRIS   TRUST    BLDG, 


BOSTON 
248    BOYLSTON   ST, 


Plans,  Specifications,  Supervision  of  Construction 

General    SLiperintendence    and    Management 

Examinations  and  Reports 

Financial    Investigations   and    Rate   Adjustments 


115  BROADVITAY 
New  Orleans  NEMT  YORK         San  Francisco 


WOODMANSEE&  DAVIDSON, 

Inc. 

ENGINEERS 

MILWAUKEE                          CHICAGO 

Wells  Bldg.              1st  National  Bank  Bldg.                || 

=— = 

H  .     E  .    G 

E> 

AUDITS— SYS 

TWENTY 

REIMS 

AMINERS  or 

CORPORATI 

PUBLIC  UTILITIES 

RAISALS— EXAMINA 

O  N 

TIONS 

TEMS- 

-FIHST 

—APP 

FLOOR 

NEW 

WOOLWORTH 
YORK 

BUILDING 

A.  L.  DRUM  &  COMPANY 

CONSULTING  AND  CONSTRUCTING  ENGINEERS 

ELECTRICAL  -.  CIVIL  •  MECHANICAL 

PHYSICAL   AND  FINANCIAL  REPORTS 

Amsrican  Trust  Building  CHICAGO 


l;(.licit  W.  Hunt       .Ino.  J.  Cone       Jas.  C.  Ilallstod       D.  W.  McXauglier 

ROBERT  W.  HUNT  &  CO.,  Engineers 

BUREAU    OF    INSPECTION    TESTS    A.    CONSULTATION 

Inspection  and  Test  of  all   Electrical   Equipment 

NKW  YOItK,  nn  West  St.  ST.   I,nt-IS.   S.vlulli'ntc  Trust  Bldg. 

CPHWIK).   I'l'tMl   Itisiirjinc''  lOx'JimiL'f. 
i'l'l'lsr.lllli...    Mummj;iilhhi    UU.   lild^-. 


[ 


GULICK-HENDERSON  CO. 

Inspsollon  Railway  Equipment  A  Matarlals 
PITTSBURGH  CHICAGO  NEW  YORK 


ELECTRICAL    TESTING     LABORATORIES,     INC. 

Electrical,    Photometrlcal    and 

Mechanical  Testing. 

80th   Street   and   East   End   Ave.,    New   York,   N.   Y, 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


65 


5Sii^^i?iFi^^^^^^S^!^^^^^^^^^^^ 


'Manufacturers  o/ Steel  Structures  of  all  classes 

^ar/^/c«/ar^  Bridges  AND  Buildings 


NEW  YORK,  N.  Y 

PbiUdelpbia,  Pa.,  Penntylvaiua  Building 
Boston,  Mass.  .  .  John  Hancock  BIdg. 
Baltimore,  Md. ,  Continental  Trust  Bldg. 
PITTSBURGH,  PA.  .  .  Frick  Building 
Rochester,  N.  Y.  ...  Powers  Block 
Buffalo,  N.  Y.  .  Marine  National  Bank 
Cincinnati,  Ohio  .   Union  Trust  Building 

Atlanta,  Ga Candler  Building 

Cleveland,  Ohio  .  Rockefeller  Building 
Detroit, Mich., Beecher  Ave. &  M.C. R. R. 


SALES  OFFICES 
30  Church  Street      CHICAGO,  ILL,  208  South  U  Salle  St. 
St.  Louis,  Mo. ,    Third  Nat'l  Bank  Bldg. 
Denver,  Colo.,  First  Nat'l  Bank  Building 
Salt  Lake  City,  Utah,  Walker  Bank  Bldg. 

Dululh,  Minn Wolvin  Building 

Minneapolis,  Minn., 7th  Ave  &2nd  St., S.E. 


Pacific  Coast  Representative: 

U.S.SteeI  Products  Co.  Pacific  Coast  Dept. 
SAN  FRANCISCO,  CAL.,  Rialto  Building 
Portland,  Ore.  ....  Selling  Building 
Seattle,  Wash., 4th  Ave.So.Cor.Cono. St. 


Export  Representative: 
United  States  Steel  Products  Co.,  30  Church  St.,  N.  Y. 


Drummond's  Detective  Agency 

A  quarter  of  a  century  in  business. 
A.  L.  DRUMMOND,  Gen.  Mgr.,  E.\-Chief  U.  S.  Secret  Service 

Park  Row  and  Ann  St.,  New  York 
Inside  Work  Strike  Breaking 

Checking  Investigating  of  Claims 


EDWARD   P.  BURCH 

Consulting   Engineer 

APPRAISALS   OF 

STEAM  AND  ELECTRIC    RAILWAYS 


Plymouth     Building 
Dime   Bank   Building 


Minneapolis,    Minn. 
Detroit,   Mich. 


THE      MOST      SUCCESSFUL      MEN      IN      THE 
ELECTRIC    RAILWAY    INDUSTRY    READ    THE 

ELECTRIC  RAILWAY  JOURNAL 

EVERY  WEEK 


Frodorick  S,irgent 
Will,    S.   .M.iiiro,. 


A.   T).   T.nndy 
James  I.yiiian 

SARGENT  CO.   LUNDY,  Engineers 

Ratl^vay  Exchange  Bldg.  Chicago,  111. 


NEILER,  RICH  &  CO., 


IKC. 


Successors  to 


PIERCE,  RICHARDSON  &  KLILER,  (Inc  )   Enginaers 
Manhattan  Buildinft.  (:IIK:A(;().  ILL. 


ANTHONY  J.  BEMIS 

CONSULTING  ENGINEER 

Reports,  Valuations  and  Estimates,  Efficiency  Investigations 

Construction  and  Operation  Railway 

and  Lighting  Properties 

New  York  Life  Bldg.  Chicago.  111. 


THE  P.  EDW.  WISCH  SERVICE 

Suite  1710  DETECTIVES  Suite  715 

Park  Row  Bldg..  New  York  Board  of  Trade  Bldg..  Boston 


Scolicld  Engineering  Co.  ^** "^""aqe^p^hIa.*  pa!"^* 

rOWKR    STATIONS  C.VS    WoKKS 

HYDRAULIC  DEVELOPMENTS  ELECTRIC    KAIIAV.WS 


M.  H.  HOVEY,  Consulting  Signal  Engineer 

•446  Washinfton  BUlg.     MADISON,  WIST, 
Investigations.    Plans,    Specifications,    Estimates    and    \':iluations. 


ROOSEVELT    &   THOIVIPSON 

71  Broadway  ENGINFERS  New  York 

Ileport,   Investigate,   Appraise,   Manage  Electric  Railway, 
Liglit  anil   I'ower  Properties. 


66 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Peerless  Ventilators 

for  all  types  of  electric  cars 

Peerless  Smoke  Jacks 

for  car  stoves 


Peerless  Roof 

Ventilators 


for  all  kinds  of  buildings 


All  produce  the  same  results — 

— Proper    Ventilation 
at    a    minimum    cost 

Auto  Utilities  Mfg.  Co. 

Sole  Makers 

Insurance  Exchange  Bldg.,  Chicago 


Mark 


Pure  Air 
In  Crowded  Cars 

the  year  'round 

by  using  Trade 

The  ODORLESS 

DISINFECTANT 


Purifies,  deodorizes  and  sweetens  the  air.     Kills  conta- 
gion.    A   few  ounces  of  "O  D"  Liquid  to  a  gallon  of 
water  makes  a  positive,  germicidal,  disinfecting,  scrub- 
bing solution  for  floors,  seats,  straps,  toilets,  etc. 
Trial  orders  filled. 

Gardner  &  Company,    -  -   Joliet,  III. 


PANTASOTE 

The  National  Standard 
for  Car  Curtains  and 
Car  Upholsteiy 

AGASOTE  HEADLINING 

The  only  headlining  made  in  one  solid  piece.     Will  not 
separate,  warp  or  blister.    Waterproof  and  homogeneous. 

The  Pantasote  Company 

11  Broadway,  N'ew  York  People's  Gas  Bldg.,  Chicago,  111. 

797  Monadnock  Bldg.,  San  Francisco,  Cal, 


Tested  on  the  largest  steam  and  electric  roads 


I-os  Anpelcs,  Cal. 


BAYONNE  CAR 
ROOFING 

For  over  eight  years  Bayontie 
Car  Roofing  has  heen  giving  satis- 
faction. It  is  used  on  many  of  the 
largest  steam  and  electric  roads, 
which  have  adopted  it  after  severe 
tests. 

The  disintegrating  elements  of  all 
weathers  attack  in  vain  this  specially 
waterproofed    material. 

SPECIFY  liayonne  Car  Roofing 
for  your  new  cars— ;USE  it  when 
remodelling.  We  will  gladly  send 
samnles  and  prices.  Write  for  Price 
List  J-40. 


T^^Vft*-h     Oj^-itI  rx     il:y    r^^         T  ♦-»  x>         112-114  Duane  Street— 70-72  Reade  Street^  New  York  City 
JOIIII    DOyie    OL    yjyj.^    IIIC*^    Branch  House,  202-204  Market  Street»  St.  Loms 


THE 
CELEBRATED 

TRENTON  TROLLEY 
WAGON 

J.R.McCARDELL&CO. 

Patentees  and 
Sole  Manufacturers 

TRENTON,  N.  J. 

CORRESPONDENCE 
SOLICITED 

II  meets  every  requiriment 


See  Our  Full   Page 
Advertisement   in 
February  27th  issue 


Railway  Headlights 

Used  by  153  Railroads 


— ESTEBLINE^ 

Indianapolis 


to  carry  an  advertisement 


T^  l>r»-«rt  "*  carry  an  advertisement 
11  rays  in  the  ELECTRIC  RAIL- 
WAY JOURNAL  every  issue  of  the 
year  because  you   obtain    -wj  | 

proportionately    better    rvGSlHtS 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


67 


Winter   Winds  and    Driving    Sleet 
Will  Soon  be  Sweeping  Against 
Your  Overhead  System 

Streaming  arcs  of  fire  will  soon  mark  the  course  of  your  trolley  wheels 
as  they  follow  the  ice-bound  wire.  It  takes  tough  trolley  zvire  to  with- 
stand the  winter  service,  and  it  takes  tough  feeder  wires  and  cables,  too, 
to  bear  the  strain  of  the  tons  of  ice.    Our 


ROUND,  GROOVED  AND  FIGURE  8 

TROLLEY  WIRE 

and 

Star  Brand  Weatherproof  Wire  and  Cables 


on  hundreds  of  miles  of  electric  railway  lines  is 
proving  its  efficiency  and  economy  by  its  endur- 
ing strength  and  successful  resistance  to  the  furv 


of  wind  and  storm.  In  every  clime  our  trolley 
wire  and  Star  Brand  weatherproof  wire  and 
cables    is    cutting    overhead    maintenance    costs. 


Write  for.  list  and  data. 


American  Electrical  Works 


NEW  YORK:    165  Broadway 
CHICAGO:    112  West  Adams  Street 
BOSTON:    176  Federal  Street 
71659 


Phillipsdale,  R.  I. 


CINCINNATI:    Traction  Building 
SAN  FRANCISCO:    612  Howard  Street 
SEATTLE-    1002  First  Ave.  So. 


„^,^HANgyVg^ 


TRADE     MARK 
BEG.  U.  S.  PATENT    OFFICE. 


The*STANDARD  for  RUBBER  INSULATION 

Railway  Feed  Wires  insulated  with  OKONITE  are 
unequalled  for  flexibility,  durability,  and  efficiency,  and 
are  in  use  by  the  leading  Electric  Street  Railway 
Companies.  OKONITE  is  preferred  above  any  other  insu- 
lation for  Car  Wiring,  Telegraph  and  Telephone  Purposes. 

OKONITE  WIRES— OKONITE  TAPE— 
MANSON  TAPE— CANDEE  WEATHER- 
PROOF WIRES— CANDEE  PATENTED 
POTHEADS. 

Samples  and  Estimates  on  Application 


THE  OKONITE  COMPANY, 


253  Broadway,  New  York 


CENTRAL  ELECTRIC  CO.,  Chicago,  III.,  General  Western  Agents 


F,  D.  Lawrence  Electric  Co.,  Cincinnati,  O. 


Novelty  Electric  Co.,  Philadelphia,  Pa. 


Pettingell-Andrews  Co.,  Boston,  Mass. 


68 


ELECTRIC     RAILWAY     JOURNAL 


[March  6,  1915 


Why  Elreco  Tubular  Poles  Are 
Trouble-Proof 


The  Chamfered  Joint  prevents  water  accumulating  at 
this  point,  obviating  all  tendency  towards  corrosion. 

The  "Wire-Lock"  absolutely  prevents  telescoping  of 
ELRECO  poles  at  the  joint. 

Catalog  No.  16  contains  valuable  information  and 
recommendations  of  the  A.  E.  R.  A.  for  proper  size 
poles  for  various  conditions.     Write  for  a  copy. 

Electric  Railway  Equipment  Co. 

Cincinnati,  Ohio 
NEW  YORK:  30  CHURCH  ST. 


IF 


all  the 
100,000,000  feet  of 


Write  on  your  Letter- 
head for  a  Sample  Box 


ORANGEBURG 

FIBRE  CONDUIT 

now  in  active  service  was  laid  end  to  end. 
it  would  reach  over 

one-and-a-quarter 
times  around  the  earth 

Make  a  note: 

This  is  the  Lightest  Conduit  made — 
and  shipments  of  standard  stock  on  three 
days'  notice. 


.    The  Fibre  Conduit  Company 

Orangeburg,  N.  Y. 

New  York  Boston  Chicago  San  Francisco 

Ask  for  Catalog  R 


4206 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


69 


Little  things  tliese— but  vital  to  your  line 

A   ^MPu\c  strain  ineilla frir o  fcmlf-ir  VionrrAi- o   Aafat^¥i-%ra  cr,T<r>i-,n- 


A  weak  strain  insulator — a  faulty  hanger — a  defective  splicing 
ear — may  cause  a  lot  of  trouble  at  a  most  inconvenient 
moment.  Big  responsibilities  rest  on  these  "little"  details  of 
overhead  construction.  The  selection  of  materials — the  pains- 
taking care  and  skill  devoted  to  design  and  construction — the 
scrupulous  inspection — that  goes  into  the  production  of 
Macallen  overhead  specialties  is  in  every  way  commensurate 
with  the  importance  of  the  work  these  "little  things"  must  do. 


1  i  m,    y  fJSS 

mm  »!^w 


The  least  detail  of  the 

Macallen  Line  is  of  the 

First  Importance 


The  Macallen  Company» 

Macallen  and  Foundry  Sts.,  Boston 


lACALLEI 


7240 


70 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


CARNEGIE  STEEL  COMPANY 

General  Offices — Pittsburgh,   Pa. 


STEEL 
CROSS  TIES 

are  absolutely  the  best  and 
cheapest  permanent  con- 
struction. 

Introduction  of  econo- 
mies are  always  desirable, 
especially  where  they  are 
combined  with  efficiency,  as 
in  the  case  of  steel  ties. 

By  their  use  economy  is 
reflected  through  your  va- 
rious departments. 


Here  Is  The  Thew's  Work 


Here  Is  How  The  Thew  Does  It 


Shallow  cuts — removal  of  old  macadam  for  track  laying — grading  work  in 
close  quarters — tearing  up  old  track,  etc. — these  are  your  problems.  The  Thew 
is  designed  especially  for  such  work.  The  horizontal  crozvding  motion  of  The 
Thew  cuts  clean  and  true  to  grade — does  the  work  quickly  and  cheaply. 

Used  on  old  macadam  or  concrete  foundations,  the  crowding  motion  is 
reversed  to  apply  a  pozverful  prying  motion. 

The  Full  Circle  Swing  of  The  Thew  enables  it  to  work  in  close  quarters 
without  stopping  traffic. 

Write  for  Catalogue  "F"  and  list  of  Electric  Railways  using  Thews. 

The  Thew  Automatic  Shovel  Co.,  Lorain,  Ohio 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


71 


Frogs,  Crossings,  Switches  and 
Mates  for  Electric  Railway  Service 

Products  of  the  Highest  Grade  Workmanship  and  Material. 
May  we  Estimate  on  Your  Requirements? 


BARBOUR-STOCKWELL  CO. 

205  Broadway,  Cambridge,  Mass. 


CAMBRIA 
RAE^ 


Open  Hearth  Bessemer 

BOLTS   AND    NUTS 

100% 

Splice  Bars 

Tie  Plates 


All  Standard 
Sections 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Sales    Offices: 


Atlanta,     Boston,     Buffalo,    Chicago,    Cincinnati,     Cleveland,     Detroit,     New    York,     Philadelphia, 
Pittsburgh,  St.    Louis,  San   Francisco,  Tacoma,   Montreal 
Works   at    Johnstown,    Pa. 


72 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


Opinions  from  YOUR  Side  of  the  Fence 


•     No.  4 

From  Engineer  of  Way 
500  mile  road 

T 

^P    The   Power  Plant  ■ 

^^^^^^      The   Reciprocating    Drive       jj^       ^^^^ 


The  Abrasive  Bricks 


"I  am  strongly  in  favor  of  this  practice 
(track  grinding),  particularly  for  the 
removal  of  corrugations  and  other  de- 
pressions, from  the  heads  of  rails  in 
tracks  in  paved  streets.  This  position 
is  taken  after  several  years'  experience 
in  the  use  of  modern  apparatus  for  the 
purpose  stated  *  *  *  *.  In  the  removal 
of  incipient  defects,  at  least,  the  use  of 
apparatus  having  a  filing  or  planing  ac- 
tion is  preferable  to  avoid  the  excessive 
removal  of  metal  while  securing  a  true 
surface." 

That  describes  the  motion  of  the 
Reciprocating    Track    Grinder. 


Railway  Track- work  Co.,  Heed  Building,  Philadelphia 


Clamping  Molds  in  Position  in  Making  up 
Thermit  Compromise  Joints 


Compromise  Joints 
Made  Over  Night 

3  men  can  make  6  joints  in  10  hours 


We  have  an  inexpensive  outfit  that  will  enable 
you  to  make  your  own  compromise  joints  at  a  great 
deal  lower  cost  than  the  mechanical  or  cast  joint, 
and  make  them  in  a  jifify. 

The  Thermit  fully  welded  compromise  joint  will 
give  perfect  electrical  conductivity  and  stand  up 
under   the   most   severe   traffic. 

You  can  end  your  compromise  joint  troubles  by 
installing  a  Thermit  Outfit  for  this  work. 

In  the  event  of  your  ordering  an  outfit,  we  will 
be  pleased  to  have  one  of  our  representatives  call 
and  give  the  necessary  instructions. 


Full  information  is  given  in  our  pamphlet  No.  3932. 

GOLDSCHMIDT  THERMIT  CO. 


329-333  Folaom  St. 


WILLIAM  C.  CUNTZ.  General  Mana&er 

90  WEST  STREET,  NEW  YORK 

San  Francisco  103  Richmond  St. 

7.»00  So.  Chicago  Ave..  Chlcatto 


W.  Toronto.  Ont. 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


73 


DIXON'S 

Graphite 
Curve  Grease 


[Tiu/r,i 


mm 


:i»- 


Here's  a  track  grease  that  stays 
where  it  is  put  and  does  good  work 
longer  than  any  other  grease. 

It's  a  heavy-bodied  combination  of 
grease  and  graphite  that  is  easily  ap- 
plied and  covers  a  great  deal  of  track. 

The  graphite  content  identifies  it- 
self with  the  metal  of  tlie  rails  and 
will  not  wash  off  or  dry  up  and  blow 
away,  or  melt  and  run  off. 

This  graphite  film  gives  lubrica- 
tion that  saves  tractive  power,  stops 
curve  noises  and  reduces  the  wear 
on  rails  and  wheel  flanges. 

No  system  of  street  railway  opera- 
tion on  economical  lines  is  complete 
which  does  not  use  this  highly  efficient 
and  economical  curve  grease. 

Send  for  "(jraphite  Products  for 
the  Railroad,"'  No.  io8. 


Made  in  Jersey  City,  N.  J.,  by  tiie 

Joseph  Dixon  Crucible  Co. 


Established  1827 


dXxXn 


RADt^r  WARN 


xXn 


RAOE.Ar  MARK. 


The  Yale 

Triplex  Block- 
First  in  safety, 

First  in  value, 
First  in  efficiency, 
Standard  in  price, 
Standard    in    capacity, 
Standard  in  headroom. 

Some  of  the  reasons 
why  the  Yale  Triplex 
Block  is  the  leading- 
hoist  are:  steel  parts, 
wrought  steel  suspen- 
sion plates,  electric 
w  elded  steel  chain, 
long  ton  rating,  great- 
est overload  test. 

Ask  for  the  book  "A 
YALE  DEVICE  THAT 
LAUGHS  AT  GRAV- 
ITY." It  will  make 
your  hoisting  problems 
easier. 


The  Yale  &  Towne  Mfg.  Co. 

9  East  40th  St.,  New  York 


74 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Niles  Hydraulic  Car  Wheel  Presses 

Steel  cylinders  and  resistance  heads,  triple  plunger 
pumps,  heavy  tie-bars  and  base  plates  enable  Xiles 
presses  to  exert  high  pressures  for  forcing  wheels  on 
or  off  with  rapidity.     Cylinders  are  lined  with  copper 
spun   into   place  and 
l)urnished.    All  parts 
are  of  most   durable 
construction. 
All     three     plungers 
may      be      worked 
s  i  m  u  1 1  a  n  eously   or 
one    or    two    thrown 
out  giving  variety  of 
pressures  up  to  maxi- 
mum. 

Write  for  Catalog 
"Wheel  and  Axle  Machinery"  4,s  ixi  ii,    .vio-xox    xir.ES    in'nRAULic    car-Wiieel   press. 


Boston 


NILES  -  BEMENT  -  POND  CO. 


Ill  Broadway 


New  York 


Pittsburgh 


Birmingham,  Ala. 


Philadelphia 


Chicago 


St.  Louis 


London 


HYDRAULIC  TOOLS 
FOR  THE  RAILWAY  SHOP 

We  build  a  kirge  line  of  hydraulicall}-  (jperated  tools  for  railway  shop 
use.  including  jacks,  pit  jacks,  motor  lifts,  battery  lifts,  shaft  straight- 
eners,  pipe  benders,  rail  benders,  rail  bonders,  pitnches,  shears,  etc.  We 

show  here  one  of  these  tools,  a  mo- 
tor lift  jack,  built  in  telescopic  ram 
form  to  give  close  clearances.  This 
tool  is  built  with  flanged  or  flat 
wheels.  It  is  equipped  with  two 
caps,  one  shown  on  machine  and  the 
other  on  the  floor.  The  movement 
of  the  ram  is  42  in. ;  height  from  rail 
to  saddle  34  in.  when  closed. 


Telescopic 
Motor  Lift 

3000  Pounds 
Capacity 


Write  for  Catalog  82 

The  Watson- Stillman  Co. 

Engineers  and  Builders  of  Hydraulic  Machinery 
46  Church  Street  New  York 


!?'371!5^«(IB' 


(  illCAGO— McCormick  liiiiWins. 
PITTSBURGH— nrowii    &   Zortm.iii 
ST.    I.OUIS— Corby  Supply  Co. 
KANSAS   CITY— Geo.   T.   Cook. 
DE.NVER— r>.    C.    Ullrich. 
.\Tr.ANTA— Sterling  G.  Turner. 


l^l[<>^ 

\^^^ 


March  6,  1915] 


ELj:CTRIC     RAILWAY     JOURNAL 


75 


,-■;::.■         -     ,::■■;       ■:  ■■      Ix/iilwav     Storage     liattciy 

I  ar'  Cu.      tar   Ijoily   biiili   by   ibc    T.   <;."  Urill  Co. 


This   29%  Ton  Storage 
Battery  Car 

cover-s  a  range  of  i,^o  miles  on  a  single 
normal  liattcry  charge.  These  figures 
show  the  unusual  mileage  per  charge 
possessed  bv  the  new  storage  battery  car 
recent!}-  ])Ut  in  service  by  the  C'am1)ria 
&  Indiana  Railway.  i'he  car  has  an 
extra    powerful    storage   battery    and  — 

it's  equipped  with 


BALL 
p-  BEARINGS 


'J'liey  contribute  particularh'  io  the  o])cr- 
ating  economy  of  the  car.  This  fact  can 
be  easily  demonstrated  by  facts  and  fig- 
ures from  .S.  K.  F.  service  records.  Let 
us    c|uote    to    save    yoii   money.      Write. 


SKF-BALL  BEARING  CD. 

50  Church  Street,  New  York 


Type  of  Bearing  Used  on 
Above  Car — Deflected  Position 


7107-P 


^eg  U.S.Pat  of"- 

INSULATION 
SERVICE 

Our  Laboratories  are  main- 
tained to  solve  your  problems 
of  insulation. 

Our  laboratories  are  maintained,  not  onl\- 
for  the  purpose  of  checking  up  and  improv- 
ing our  regular  products,  but  also  for  the 
purpose  of  aiding  you  in  special  cases.  So 
comprehensive  is  the  P  &  B  line,  however, 
that  you  can,  as  a  rule,  obtain  from  our 
regular  stock  exactly  what  you  need.  Be- 
low  we  list  a   few  of  our  products : 

Clear   and   Black   Baking    Varnishes    fur 

armature  and  field  coil-s  and  for  trans- 
former and  magnet  coils  where  high  insu- 
lation is  re(|uired. 

Black  Air-Drying  Varnish  for  quick  re- 
])airs  to  dynamos  and  motors  and  for  taped 
connections,  feed  wires,  overhead  and  un- 
derground work  and  for  underframe  work 
of  cars. 

Black  Finishing  Varnish,  a  quick-drying, 
absolutely  oil-proof  spirit  varnish. 

Electrical  Compound  for  switchboards, 
junction  boxes,  tmdergrovmd  cables,  etc. 

Write  for  Data  on  P  &  B  Products. 

The  Standard  Paint  Co. 


Boston 


100  William  St.,  New  York 
Chicago 


Denver 


76 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Perry  Ventilators 
are  perfectly 
adapted  for  arch 
roof,  raised  deck 
and  compromise 
arch. 


Perry  Ventilators  for 
your  rush-hour  crowds 


Raise  Your  Line  in  the  Estimation  of  Your  Passengers 
in  these  days  when  Public  Relations  to  Transportation 
Companies  are  the  Consideration  by  equipping  your  cars 
with  Perry  Ventilators. 

PERRY  VENTILATOR  CO.,  New  Bedford,  Mass. 

SALES   MANAGER 

F.  C.  Stowell,  200  Devonshire  St.,  Boston,   Mass. 


Vi     to    2    Ton 
TribloeHolat 


The  Easy-Running  Chain  Hoist  is  the 

FORD  TRIBLOC 

It  has  planetary  gearing  (which  is  enclosed  in  a  dust-proof 
steel  case),  steel  parts,  a  3>^-to-l  factor  of  safety  in  its  weak- 
est parts,  and  eighty  per  cent,  of  the  power  applied  to  the  hand 
chain  is  converted  into  lifting  energy. 

It  is  built  in  sizes  from  ^-ton  to  40-ton  capacity.  No  matter 
what  size  you  need  or  how  severe  the  service  you  will  find  the 
Tribloc    the   most    satisfactory  Chain  Hoist  built. 

The  chains  and  hooks  used  on  the  Ford  Tribloc  are  of  the  best 
material  and  workmanship  procurable,  and  all  our  claims  are 
backed  by  a  five-year  guarantee. 

We  also  build  Screw  Hoists,  Differential  Hoists,  and  Steel 
Plate  Trolleys.  Our  catalog  describes  them  all.  Write  for 
your  copy  now. 

Ford  Chain  Block  &  Manufacturing  Company 

142  Oxford  Street,  Philadelphia,  Pa. 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


77 


^■Ut--^ 


It  happened  on 
a  Curve! 

But  the 


PARMENTER  WHEEL  GUARD  Saved  Him 


Make  your  cars  ready  for  any  emergency.  When 
rounding  curves  fenders  project  out  on  a  tangent 
leaving  the  front  wheels  exposed — careless  pedes- 
trians often  stumble  on  curves.  Be  ready  for  the 
emergency. 

Parmenter  Fenders  and  Wheel  Guards  do  great 
"team-work."  On  curves  and  at  all  times  the  wheel 
guard  furnishes  that  final  perfection  in  safety  which 


every  street  railway  needs.  Anybody  who  gets  by 
the  fender  is  protected  positively  from  the  wheels. 
Your  claim  agent  will  welcome  the  advent  of  this 
combination. 

Parmenter  Fenders  are  called  the  "four-way"  safe- 
guard. The  latest  model  is  locked  against  the  dan- 
gerous rebound  action.  Write  for  the  interesting 
details  of  this  new  mndcl  Parmenter. 


Parmenter  Fender  &  Wheel  Guard  Co. 

89  State  Street,  Boston,  Mass. 


9268 


If  you  have  a  kick 

coining  on  carbon  brush 
service — just  investigate 

Le  Carbone 


The  always  Uniform  Efficient  Carbon  Brush 
We'll  assist  you — Write 

W.  J.  Jeandron 

173  Fulton  Street,      New  York 


4328 


78 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


KNOW  FROM  EXPERIENCE 


Tool  Sieel 
We  a  i"'i  n^ 
Surface 


Cor 


Tou>jhened 
re 


Grade  HARDENED 


Refined 

and 


Toughened 
fhroudhoui 


Grade  TREATED 


"\'  D  &  D"  GEARS  AND  PINIONS— our 
grades  HARDENED  and  TREATED  meet 
every  phase  of  present  day  requirement,  each  at 
the  same  time  representing  marked  superiority 
over  all  other  products  proffered  for  the  same 
service. 

Equip  a  few  of  your  cars  with  one  or  the  other, 
whichever  may  especially  suit  your  requirements 
— Watch  the  service  secured — Regardless  of 
what  you  have  used  compare  the  results.  This 
assures  us  of  your  patronage. 

The   Van    Dorn   &  Dutton   Co. 


Gear   Specialists 

CLEVELAND 


NEW  YORK 


SAN  FRANCISCO 


C.   E.   A.   CARR,   Canadian   Representative,    2   Toronto  St.,   Toronto,   Canada 


Here  is  One  of  the  Best 
Kinds  of  Protection 

Western  Etectrtc 

Friction  Tapes 

and 

Splicing  Compounds 

For  all  insulating  purposes, 
indoors  or  outdoors,  on  lines 
or  apparatus.  Get  prices  from 
our  nearest  house. 

Western  Etecttk  Company 

Manufacturers     of    the    8,000,000     "Belt"     Telephones 
New  York  Ailanra  (^hicajio  Kansas  City  San  Francisco 

Buflfalo  Richmond  Milwaukee         Omahn  Oakland 

Philadelphia      Savannah  lndi;inapolis      Oklahoma  City      Lo(  An£elef 

Botlon  New  Orleans      Cleveland  Minneapolis  Seattle 

Piltsbiirfih  Houston  Cincinnati  Si.  Paul  Portland 

Si    Louis  Dallas  penver  Salt  Lake  City 

EQUIPMENT  FOR  EVERY  ELECTRICAL  NEED 

Member    Socicly  (or  fcletrric^tl  Devclopmcnr.         'Do  ti  Klrcirically" 


Amazon  Tape  is  the  tape  of 
exceptional  quality.  High  insu- 
lating compound,  suitable  for 
coil  wrapping,  etc. 


Victor  Tape  for  all  outdoor  work 
where  exposed  to  severe  weather 
conditions. 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


79 


BP 


B  P  Gearing 

Gears  and  Pinions  have  a  high  surface  hardness,  com- 
bined with  great  strength  and  refinement  of  structure, 
resulting  in  gear  mileag'e  which  will  approximate  the  life 
of  the  average  railway  axle.  The  relatively  low  cost  assures  more 
economy,  ultimately,  than  any  other  grade  of  gearing  now  on  the 
market. 

Address  Dept.  E 

N  u  t  t  a  1  1 

Pittsburgh 

Made  in  U.  S.  A. 


IT  has  been  truly  said  that  "the  alloy  which 
may  be  best  for  use  in  Trolley  Wheel  serv- 
ice may  be  far  from   being  the  best   for 
bearing  use"  and  this  is  why  the 

KALAMAZOO 
Trolley  Wheels 


%%■ 


are  so  satisfactory,  the  rims  of  which  are  made  of  a  soft  but  tough  metal 
having  long  Hie  without  injury  to  the  wire,  and  the  bushing  of  hearing 
metal,  a  combir  ation  impossible  in  a  one-part  wheel. 


MADE  BY 


THE  STAR  BRASS  WORKS 

Kalamazoo,  Mich. 


80 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


THE  "STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL    WHEELS 
FORCINGS 


TIRES 


STEEL  TIRED  WHEELS 


ROLL    SHELLS 


AXLES 


RINGS 


CASTINGS 


SPRINGS 


GEAR    BLANKS 


RING    DIES 
PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO, 


Portland,  Ore. 
Denver,  Colo. 
San  FraJicisco,  Cal. 
City  of  Mexico,  Mex. 
St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  111. 
New  York,  N.  Y. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Pa. 


The  Allis-Chalmers  3 
Air  Compressor 

is  SMALLER— LIGHTER— HAS 
NO  GEARS  and  yet  has  GREAT- 
ER CAPACITY  than  the  Ordinary 
Compressor. 

Weighs  390  (425  with  cage)  as  compared  to  850  lbs. 
Height  is  14  inches  as  compared  to  25  inches 

Type  AA7 


Write  for  Bulletin 


Some  of  the  Advantages  of  the 

Allis-Chalmers  AA7  Air  Compressor 

over  other  compressors  of  the  same  type — 

One-Piece  Herringbone  Gear,  insuring  accurate  meshing  and  great 
strength — Replaceable  Bushing  takes  the  wear  in  the  cylinder  and  obviates 
the  High  Cost  of  Reboring — Pipeless  Construction  facilitating  easy  re- 
moval of  Cylinder  Head — Improved  Brush  Holder,  adjustable  with  screw- 
driver.   Oil  supplied  through  one  vent  and  distributed  automatically. 

ALLIS-CHALMERS  MANUFACTURING  COMPANY 

MILWAUKEE,  WIS. 

For    all    Canadian    business    refer    to    Canadian    Allis-Chalmers    Co.,    Ltd..    Toronto, 

Ontario,   Canada. 

FOREIGN  REPRESENTATIVES:  H.  I.  Keen,  732  Salisbury  House,  London  Wall, 

E.  C,  London,  Eng.     Frank  R.   Perrot,  883  Hav  St.,  Perth,  W.  Australia.     Frank  R. 

Perrott,  204  Clarence  St.,  Sydney,  N.  S.  W.     Mark  R.  Lamb,  Muerfanos  1157,  Casilla 

2652,  Santiago,  Chile.  2 


Makch  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


81 


VANADIUM  STEEL 


VANADIUM    STEEL   LOCOMOTIVE   AXLE 
BENT  COLD  WITHOUT  FRACTURE. 


Its  Advantages  for  Motor  Axles 

Vanadium  steel  has  50%  greater  elastic  limit 
than  plain  carbon  steel.  The  strength  and 
endurance  of  an  axle  depend  directly  upon  its 
elastic  limit. 

In  resistance  to  fatigue,  vanadium  steel  is 
acknowledged  to  have  no  equal. 

It  is  much  more  wear-resistant  than  plain  car- 
bon steel. 

These  are  the  advantages  of  vanadium  over 
carbon  steel  for  motor  truck  axles.  They  mean 
much  longer  service  and  greatly  increased  pro- 
tection against  failures. 

Let  us  send  you  specifications  for  vanadium 
steel  axles. 


American  Vanadium  Company 

343  Vanadium  Building,  Pittsburgh 


Weight,  Size  and  the  Proper  Proportioning 
of  Metal  Are   Distinct    Factors  in   Car 

Wheel  Mileage     ^^ 

F.  c.  s.  '  - 

Wheels 


FOR    ALL    CLASSES    OF    SERVICE 


The  basic  principle  contributing  to  the  success  of  the 
F.  C.  S.  Wheel  is  primarily  non-homogeneous  metal, 
that  is,  the  wheel  is  composed  of  metal  of  different 
degrees  of  hardness  and  texture  to  correspond  to  the 
particular  function  each  part  of  the  wheel  is  called  upon 
to  perform. 

For  example,  the  surface  of  flange  and  tread  is  of 
3^  per  cent  carbon  white  iron  (harder  than  tool  steel), 
specially  chilled  to  reduce  abrasion  to  a  minimum. 

The  plates  of  the  wheel  are  made  of  a  soft  strong 


metal  that  will  successfully  withstand  the  shocks  of 
strains  and  service. 

The  hub  of  the  wheel  is  sufficiently  soft  to  permit  of 
easy  machining  and  possesses  sufficient  elasticity  to  give 
and  to  hold  the  proper  pressure  against  the  axle  to  pre- 
vent loose  wheels. 

It  is  clearly  apparent  that  a  homogeneous  material 
cannot  possess  all  the  qualities  required  by  the  perfect 
wheel.  You  will  find  yourself  well  repaid  by  investi- 
gating the  merits  of  the  F.  C.  S.  Wheel. 


GRIFFIN    WHEEL    COMPANY 

PLi^NTSt    CklcKtfo      Detroit     Denver     I^os  Angeles     St.  Paul     Tacoma     KaaaaaCity      Boston 


82 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Standard  Trucks 

For  Safe, 
Long-time  Service 

Opposite  is  shown  our  Standard  0-50 
"SHORT  'VVHEKL  HASH"  DOUBLE 
TRUCK. 

Frames  solid  forced  without  welds,  i.e., 
made  from  one  continuous  liar  ol'  open- 
hearth  steel.  Carrying  capacity  50,000 
piiunds  at  king  pins.  ;J4"  Forged  Steel 
wheels.  3%  x  7"  M.C.B.  journals.  Brake 
shoes  hung  on  the  equalizer  bars  (thus 
insuring  uniform  wearing  of  brake  shoes). 
All  wearing  holes  steel-thimbled  and  bolls 
ciise-hardened.  This       truck       is      used 

throughout  the  New  England  cities.  New 
York.  Detroit,  Toledo,  Oklahoma  City, 
Seattle,  Jacksonville,  Kansas  City,  San 
Francisco.  Cincinnati,  Indianapolis  and 
nia!iy   other   cities. 

Our  STANDARD  C-fiO-P  "IXTERBOR- 
or<;H"  DOTTHLF  TKI'CK  is  ideal  for 
high-speed  "Interborougli"  service.  Car- 
rying capacity  60,000  pounds  at  king  pins. 
] Messed  steel  channel  side  frames,  end 
fi'ames  and  transoms.  Brake  shoes  hung 
on  the  equalizer  bars.  All  wearing  holes 
steel- thiml)Ied  and  bolts  case-hardened, 
36"  Forged  Steel  wheels.  ^I.C.B.  journals 
4*^  X  8".  These  trucks  are  in  service  in 
the  following  cities: — Cincinnati,  Detroit, 
I'ittsburgh,  Voungstown.  Vancouver,  Se- 
attle, Oklahoma  City  and  other  cities. 
Can  he  safely  operated  at  a  speed  of  60 
to  TO   miles   per  hour. 

We  make  Standard  Trucks  for  all  kinds 
of   electric    railway   service. 

fk-raftinanM  uawmr   vhiimi^  MM»nauw    w  i    t    nu         miwamiihmii     n^uu    Ncw  York  Office:  170  Broadway.  Works:  New  Castle.  Pa. 

STANDARD  MOTOR  TRUCK  COMPANY,  Frick  BIdg.,  PITTSBURGH,  PENN,  Chicago  ofrice:  Fisher  Building 

I':i>ifir  (■..;!>(    .\-riits;,  i:.rlis  \    Sinitli   Cn..    Iiir.      otfir.s.   San  Franrisco,  Cal.  :   I.os  Anjrdrs.  Cnl. ;   PortlanO,   On-.  2 


"Taylor-Made"  Trucks 

Simplicity  of  Construction — Low  Cost  of  Maintenance — Ease  of  Riding 

The  new  cars  of  the  United  Traction  Co.,  Albany,  N.  Y.,  are  mounted 
on  TAYLOR  IMPROVED  S.  B.  DOUBLE  TRUCKS. 
We  SPECIALIZE  on  TRUCKS,  and  build  them  RIGHT  for  YOUR 
Service    requirements.      Write   us    for   quotations,   portfolio   of   Truck 
Photos  and  data. 

W't  also  manufacture  T.   M.   C.   Steel  Tired   Wheels  and  TAYLOR- 
MADE  Elliptic  and  Coil  Springs  for  all  makes  of  trucks. 

Taylor  Electric  Truck  Co. 


Main  Office  and  Works: 
TROY,  N.  Y. 


EstabUshed   1892 


TROY,  N.  Y. 


CHICAGO  OFFICE: 
First  National  Bank  Bldg. 


iJl.V«eiHi 


|lii/Jf  9 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


83 


CITY  SERVICE 


imposes  severe  require- 
ments on  rolling  stock  and 
equipment.  This  applies 
particularly  to  trucks.  The 
Baldwin  characteristics  — 
safety,  economy,  simplic- 
ity and  noiseless  running 
— insure  satisfaction  when 
Baldwin  trucks  are  used. 
The  Class  M  truck,  illus- 
trated herewith,  is  a  single 
motor  design.  It  should 
be  investigated  before  se- 
lecting new  equipment. 


THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 

REPRESENTED     BY 
Charles  RIddell,  625  Railway   Exchange,  Chicago,   III.  George   F.  Jones,  407  Travelers   Building,   Richmond,  Va. 

Q    H.  Peterson,  1610  Wright  Building,  St.  Louis,  Mo.  A.    Wm.    Hlnger,   722   Spalding    Buildinq,    Portland,   Ore. 

F.   W.   Weston,  50  Church   Street,   New   York,    N.   Y.  Williams.  Dimond  &  Co.,  310  Sansome  St.,  San  Francisco,  Cat. 

J.   A.   Hanna,   Nlles,  Ohio 


71698 


New  End-Entrance  Car  built  for  the 
Stark  Electric  Railroad 

The  novel  idea  of  placing  the  door-location  at  the  end 
of  the  above  car  to  facilitate  prepayment  renders  this 
example  of  Jewett  construction  of  special  interest.  Let 
us  furnish  estimates  on  your  specifications. 

The  Jewett  Car  Company 

Newark,  Ohio 


84 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS   FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD   POLES   QUICK"  AVENARIUS   CARBOLINEUM   TREATED  POLES  SPOKANE.  WASHINGTON 


ALUMINUM 

Railway  Feeders 

tr^i.ff  Electrical  Conductors 


Ahimimim    feeders   are    less   than    one-half    the 
weight  of  copper  feeders  and  are  of  equal  con- 
ductivity   and    strength.      If    insulated    wire    or 
*  cahle  is  required,  high-grade  insulation  is  guir- 

anteed.      Write   for  prices  and   full   information 

Aluminum  Company  of  America 

Pittsburgh,  Pa. 


ROEBLING 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebling's  Sons  Company 

TRENTON,   N.  J. 


TREATED 


POLES,   CROSS  ARMS,   TIES, 
TIMBERS,    PAVING  BLOCKS. 

CAPACITY    100,000,000    FEET    B.  M.    PER    ANNUM 
SEND   FOR  PAMPHLET 

INTERNATIONAL  CREOSOTING  &  CONSTRUCTION  CO. 

Address  all  cornmunications  to  Office,   Calveston,  Texas 
Works:    Beaumont,  Texas      Texarkana,  Texas 


MARSH  Rr  MCT  FINJNTAISJ    ^^^^  insurance 

^^-*-  ^  ^'■^<-''-  -■■     *-^    -l-TA      J-Vi-^X  ^  X  ^  ^  ^i  ^       Spjjjgj  Attention  Given  to  Traclion  Insarance 

Insurance  Exchange,    CHICAGO 

1 9  Cedar  St.     1615  California  St.     314  Superior  St      300  Nicollet  Ave.    Ford  Bldg.     17  St.  John  St.     23  Leadenhall 
NEW  YORK  DENVER  DULUTH  MINNEAPOLIS    DETROIT    MONTREAL         LONDON 

THESE  OFFICES  WILL  GIVE  YOU  THE  BEST  THERE  IS  IN  INSURANCE  SERVICE 


POLES 


NORTHERN  WHrTE  CEDAR   WESTERN  RED  CEDAR 
BUTT  TREATING 

PAGE  &  HILL  CO. 

MINNEAPOLIS,  MINN. 


Michigan  Western 

CEDAR    POLES 

POSTS,  TIES  AND  PILING 

We  use  C-A-Wood-Preserver  in  Treating 

The  Valentine-Clark  Co. 

Minneapolis,  Minn.  St.  Maries,  Idaho 


LETTENEY    IS    LASTING 


1867 

Anthracene   Oil    of 
Highest  Quality. 


iiiirwooD 


LETTENEY 


PRESERVATIVE'! 


THE  NORTHEASTERN  CO., 


1915 

Carloads  or  lesa 
Shipped  promptly. 

BOSTON,  MASS. 


Will  Cut  Your  >yood 
f^*       Preserving  Bills 


Grade  One 

Creosote  Oil 


m  Half 

Write  for  Booklet 

Barrett  Mfg.  Co. 

NEW  YORK 

Branches    in    Principal    Cities 


Diamond  Tapered 
Steel  Poles 

save  money 
Diamond  Steel  Pole  Co. 

Philadelphia,  Pa. 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


85 


Elasticity 

of  the  individual  poles 
in  a  transmission  line 
is  of  the  highest 
importance.      Both  our 

"A"    Frame 

and 

Laced  Channel  r  oles 

will  bend  and  twist  with- 
out permanent  distortion. 
The  "  A  "  Frame  shown 
went  back  to  its  original 
position  after  being 
twisted  nearly  90  . 

'Design  and  Manafadure 
of  Wire  Supporting 
Stractares  Exclasi'bely 


Double  Braid  Weatherproof  Wire 

STANDARD  for  Your  Service 

You  can  depend  upon  the  durabilty  and  economy  of 
Standard  products  because  they  have  been  tested  by 
over  30  years  of  service. 

We  wish  to  call  your  special  attention  now  to 
STANDARD 

Bare,  Weatherproof  and  Rubber 
Insulated  Wires 

We  have  large  fresh  stocks  of  these  materials  and 
can  make  immediate  shipment  6f  large  or  small  orders. 
It  will  pay  you  to  get  our  prices  before  buying  else- 
where. 

Write  our  nearest  office. 

Standard  Underground  Cable  Co. 
Pittsburgh,  Pa. 

New  York  Pliiladelphia  Chicago 

Boston  San  Francisco  St.  Louis 

Manufacturers  of  electric  wires  and  cables  of  all  kinds  and  sizes, 

also  cable  terminals,  junction  boxes,  etc. 

For   Canada:    Standard  Underground   Cable  Co.    of   Canada, 

Limited,    Hamilton,    Ont. 


White's  Type  "F" 
Porcelain 
Trolley 
Hanger 


u 


Easily  and  quickly  ad 
justed    (low    installation 
cost). 

Efficient  and  very  dur- 
able (low  maintenance 
cost). 

High  grade  insulation 
(troubleproof  in  serv- 
ice"). 

The  T.  C.White  Company 

Electric  Railway  Supplies 
1122  Pine  St.,  St.  Louis 


An  Assurance  of  Uninterrupted  Service 

is  best  secured  by  a  careful  selection  of  the  transmission  line  insula- 
tors.    It  is  here  that  breakdowns  are  most  likely  to  occur. 

Hemingray  Insulators 

by  reason  of  their  continued  use  on  important  transmission  lines 
have  demonstrated  the  soundness  of  Hemingray  design.  The  teats 
on  the  petticoat  attract  water  on  the  outer  and  inner  surfaces  into 
drops — preventing  the  creeping  of  moisture  on  insulators  and  pins. 
The  line  is  complete  and  the  catalog  shows  it.     Have  you  a  copy? 

Hemingray  Glass  Company 


Established  \M&     )^     . 
Incorporated  1870  i  Covington,  Ky. 


No.  72—10000  Volts 


Factories 


MUNCIE,  INDIANA 


No.  20— BOOO  Volt* 


86 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


r 

*                      /        / 

/                 / 

BRACK 

AUTOMATIC 
FLAGMAN 

»     IT    

indicates     dan- 

ger by  effecting 

<§|jg^jg» 

a  swinging  red 
light,  as  a  vis- 

"^pa^^^                     ^^ 

^-^M 

ible  signal,  and 
a   (locomotive) 
bell,  as  the  au- 

^^ tm 

H^IH 

dible    warning. 
Built    on    most 

advanced   engi- 

^^H^^^^^^H^^^^^^^^^^^^^HSfl 

neering  lines. 

ipHMH^^^^^fl 

They    are    now 

■  '  ^^^H 

being      used 
everywhere.  . 

^^^,        ^^1 

Mostly  repeat 

^^Hb) 

orders. 

^^H 

What's  m  ore, 

^^HU-;,/--^ 

the  cost  is  less 

than  you  think. 

L.  S.  BRACK  SUPPLY  CO. 

Mfr.  of  Railway  Signal  Material  and  Electrical  Specialties 

Main  Office:  143  Liberty  Street,  New  York 

IDAN  GER 


A 

Flashing 
Light 


in  a  Danger  transparency 
is  an  arrestive  warning  to 
an  automobilist  who  fails 
to  hear  the  bell. 

In  the  Nachod  Highway 
Crossing  Signal  the  stroke 
of  the  bell  clapper  flashes 
the  lights.  One  of  these 
down  the  track  forms  a 
motorman's  ringing 
indicator. 

Nachod  Spells  Safety 


Nachod  Signal  Co. 

Inc. 
Louisville,  Ky. 

Write  for  circular 


SHAW 

Overhead  and  Third  Rail 
Insulation 

FREE  FROM  Contraction,  Expansion,  Moisture, 
Absorption,  Surface  Leakage,  Varied  Dielectric 
Strength,  Mechanical  Imperfection,  Unnecessary 
Parts.  Will  stand  225°  F.  without  softening  and 
Impervious  to  Acids. 

Caps  and  Cones — Round  Top  Hangers — Globe 
Strains — Suspension  Bolts — Feed  Wire  Insulators 
— Arc  Lamp  Hangers — Third  Rail  Insulators. 


SHAW  LIGHTNING  ARRESTERS 
Standard  for  20  Years 


Newark  Engineering  Mfg.  Company 

221-225  Murray  St.,  Newark,  N.  J.,  U.  S.  A. 

GEO.  E.  AUSTIN  CO.,  Sales  Managers 
253  Broadway,  New  York  City 


1 h 

ft. 

.. ini n-n 


"■'m    " 

Street  Railway  Signal  1 
Co.,  Inc. 

PHILADELPHIA,  PA. 

The  first  signal  having  official 
A.  E.  R.  A.  aspects. 

FEDERAL   SIGNAL   CO, 


Manufacturers 

Engineers 

Contractors 


}  '"  { 


Automatic 

Signalling 

Interlocking 


Y         either         < 


D.C. 


No  Interlocking  Switches  Are  Safe  Without 
Federal  Switch  Guards 


MAIN  OFFICE  and  WORKS 


-      ALBANY,  N.  Y. 

103  Park  Avenue,  New  York  Monadnock  Block,  Chicago 

118-130  New  Montgomery  St.,  San  Francisco,  Cal. 


PROTECTIVE 

Highway  Crossinsi 
SIGNALS 

No  track  circuits  or 
boiKlins.  Simple- 
automatic. 

PROTECTIVESIGNtLMFG.CO 
299    Broadway,    N.   Y. 


AETNA    INSULATION    LINE   MATERIAL 

Harps   and   WheeLs. 


Section    Insulators. 


Third  Hall  Insulators,  Trolley  Bases.  Poles. 
nronzG  and  Malleable  Iron  Progs.  Crossings 
Section   Switches. 

Albert  &  J.  M  Anderson  Mfg.  Co. 

■  289-93  A  Str»et  Boston.   Mass, 

Established  187T. 

BRANCHES: 

New  York.  1.15  B'wav         Philadelphia,  429  Real  Estate  Trust  Bl<lR. 
ChleaKO.   lO.I  So.   Dearborn   St.  London.   48   Milton   Street 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


87 


A  Great  Combination 


No.  I  to  sweep  cross- 
ings. 

No.  2  to  handle  light 
dirt  and  snow 
in  the  frogs, 
switches,  and 
curves. 

No.  3  to  remove  ice, 
slush  and  mud 
from  the  same 
places  and  a 
chisel  point  on 
the  end  of  the 
handle  to 
loosen  the  ice 
and  crust. 

No.  I  and  No.  3  con- 
tain Flat  Steel  Tem- 
pered Wire,  and  noth- 
ing superior  can  be 
produced.  Service- 
able all  the  year 
round.  Your  road  is 
not  complete  without 
them.  Write  for 
Prices. 


J.  W.  PAXSON  CO.,  Mfrs. 

1021  N.  Delaware  Ave.,  Philadelphia,  Pa. 


A  Remarkable  Carload! 


A  Cirlrmd  of  Our  ".\CME"    (Nestable)    Corrugated 
NO-CO-ItO    METAI.    Culverts. 

iiCME"®(NESttBlB 

Corrugated  Culverts 

—demonstrating  the  way  they  are  shipped.  it  doesn't 
tai<e  much  thought  to  imagine  this  same  nestabillty  (a 
pioneer  "ACIVIE"  feature)  playing  its  money-saving  and 
space-saving  part  when  these  culverts  are  being  trans- 
ported on  wagons  or  miiie-back.  Nor  does  it  need  imag- 
ination to  understand  why,  in  the  ground,  these  culverts 
have  so  much  PERMANENCE,  it's  the  wonderful  purity 
y--7;~>.^  of  the  standard  or  heavy  gauge  NO-CO-RO 

{i«<V^'"'A-vj         Metal   of  which   they   are   made  that  does 
'5*A.'£-":5'i.\,'>"         it.      No   secret.      Very   s 


•<*'ET>b^>* 


simple.      Just   good 


goods.     Catalog  G-3  tells  the  story. 


iHE  ©NTON  QjLVERTSSlLOGK 

Mahufacturers 

(^TsITo^f  Ohio.  U.5.  A. 


HIGHEST    QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


The  "Superior  Rail  Joint"  combines  all  the  best  features 
of  suspended  and  supported  Joints.  Made  of  Rolled 
Cast  Steel  or  Malleable  Iron. 


MANGANESE  STEEL  TRACK  WORK 

Fr:<"!S      f'l;(iSSlN(;--  SWITCHES,    &c. 


St.  Louis  Steel  Foundry,  1560  Kienlen  St.,  St.  Louis,  Mo. 

Owned    Mini    operated    b.v    Curtis    &   Co.    .Mfg.    Co.,    St.    Louis.  2 


Ramapo  Iron  Works 

Main  Office,  Hillburn,  N.  Y. 
New  York  Office:  30  Church  St. 

Automatic  Switch  Stands, 
T-Rail  Special  Work, 
Manganese  Construction, 
Crossings,   Switches,  Etc 


SPECIAL  TRACK  WORK 
For  ELECTRIC  RAILWAYS 

THE  AMERICAN  ^l^fxcS^  CO. 

HAMILTON,  OHIO 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM,  ALA. 

Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


88 


ELECTRIC    RAILWAY    JOURNAL 


[March  6,  1915 


Twin  Terminal  Rail  Bonds 

The  ideal  bond  for  interurban  railroads.  Can  be 
attached  to  the  outer  surface  of  any  rail  head  by 
four  studs  expanded  into  drilled  holes.  ■  Secure 
against  moisture,  torsional  stresses  and  vertical 
movements  of  joints — affording  a  larger  contact  area 
than  any  other  type  of  terminal. 

The  cost  of  installation  is  very  low  when  it  is 
considered  that  the  Twin  Terminal  ofifers  all  the 
advantages  of  double  bonding. 

We  manufacture  four  forms  of  Twin  Terminal 
Bonds,    made    to    meet   all   possible    conditions. 

The  Conductor  loops  are  made  from  fine  copper 
wires,  stranded  together,  making  an  extremely  flex- 
ible and  durable  bond.  The  terminals  are  accurately 
forged  from  solid  copper  by  our  special  process,  with 
cylindrical  studs  having  blunt,  conical  ends.  The 
outer  face  of  terminals  is  provided  with  bosses  for 
expanding  into  rail. 

To  meet  the  requirements  of  the  Twin  Terminal 
bonding,  our  four-spindle  drills,  operated  by  hand 
lever  or  motor  power,  provide  accurate  and  ready 
means  of  drilling  one-half  inch  holes  in  the  rails. 
Easily  handled  and  operated,  fitted  with  positive 
automatic  feeding  device  and  clamping  solid  to  rails, 
the  work  is  done  quickly  and  accurately. 

Catalog  with  full  description  of  our  Rail  Bonds  and 
Appliances   upon   application   at   any   of   our  offices. 

American  Steel  &  Wire  Company 

Chicago.  New  York.  Worcester.  Cleveland,  Pittsburgh,  Denver. 
Export  Representative ;  U,  S.  Steel  Products  Company,  30 
Church  Street,  New  York.  Pacific  Coast  Representative:  TJ. 
S.  Steel  Products  Comiiany,  San  Francisco,  IjOS  Angeles,  Port- 
land,  Seattle.  2 


How  About  Your  Road  ? 

^  Are  you  going  to  take  advantage  of  the  big  saving 
afforded    by    doing   your   bonding,    welding    of    broken 
metal  parts  of  all   kinds,  cutting  of  steel   rails,  beams, 
etc.,    with    the    Oxy-Acetylene    Process? 
fl  If  so.   it  will  be  to  your  advantage  to  consider  the 
many  distinctive  features  of  IMPERIAL  equipment. 
^  IMPERIAL  Equipment  has  established   a  new  high 
standard  of  efficiency,  because  it  embodies,  to  the  high- 
est  attainable   degree,   SAFETY,   PRACTICABILITY 
DURABILITY  and  PORTABILITY. 
q  The  new  IMPERIAL  mix- 
ing principle  our  regulator  that 
accurately  controls  delivery  of 
gas.    from    the    lowest    to    the 
highest  pressures,  and  the  fact 
that     ONE     torch     covers     a 
GREATER     range     of     work 
than  any  other  make,  are  points 
readily  appreciated  by  practical 
welders. 

q  Our  engineering  department 
will  gladly  give  you  the  benefit 
of  their  years  of  practical 
welding  and  cutting  experience 
and  aid  you  in  selecting  the 
equipment  best  suited  to  your 
individual   requirements. 

Write  today  for  our  prices 

and    full    particulars 

Imperial  Brass  Mfg.  Co. 

1208  W.  Harrison  St.,  Chicago 


New  York  Switch  and  Crossing  Co. 

Hoboken,  N.  J. 

Special  Track   Work 

Manganese  Steel  and  Hard  Center  Frogs 
Switches       Mates       Crossings 


Hundreds  of  Installations  of 


Folk 
Track-Work 


are  proving  it  worthy  of  your  fullest  consideration 
Let  us  figure  on  your  requirements 

The  Falk  Company,  Milwaukee,  Wis.,  U.S.A. 

Eastern  ReprflsentativeBt  Wendell  &  MacDulfJe  Co.,  New  York 
Western  Representative;  Alphonso  A.  Witfmore,  Los  Ani^eles 


FROGS,  SWITCHES,  CROSSINGS 
SWITCH-STANDS,  RAIL  BRACES 

The  Cincinnati  Frog  and  Switch  Company 

Cii^cinnati.  Olli  > 


ESTABLISHED  1882 


The  Weir  Frog  Company 

Manganese  Track  Work 

Cincinnati,  O. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


89 


Ultra- 
Conservative 

You  are  on  the  safe  side  when 

vou  specify  "Three  E"  appliances 
for  your  Power 
House  and  Dis- 
tributing  Lines. 

Ours  are  Qual- 
ity Products  backed  by  an  Iron- 
Clad  Guarantee. 

It  will  pay  you  to  become 
acquainted  with  this  excellent 
line  of  station  devices. 


Single    Conductor 

Outside     Type 

Cable  End  Bell 


35,000  Volt  Post 
Insulator  with 
Fittings  for  Car- 
rying Round  Bus. 


Write  for  our 
new  Bulletins. 


Electrical  Engineers  Equipment 
Company 

711-715  Meridian  St.,  Chicago 


James  C.  Barr,  Boston,  Mass.  :  Lewis  &  Roth  Co., 
Philadelphia.  Pa.  ;  The  Hawlilns-Hamlltoll  Co., 
Inc.,  Lynchburg,  Va. :  Verne  W.  Shear  &  Co., 
Akron,  O. ;  R.  B.  Clapp.  Los  Angeles,  Cal. 

Northern  Electric  Com  party 

LIMITED 

Distributors    for    Canada. 


Wherever  There 
Are  Steam  Plants 


you'll  find  that  Dearborn  Feed  Water  Treat- 
ment is  saving  money  and  trouble  for  the 
steam  plant  operators — year  after  year. 

Our  customers  are  numbered  by  thousands 
—we  analyze  over  8000  samples  of  feed 
water  annually — and  prepare  treatment  for  the 
special  conditions  at  each  plant,  that  prevents 
the  trouble  caused  by  the  boiler  water,  whether 
it  be  scale,  corrosion,  pitting  or  foaming. 

No  matter  in  what  section  you  may  be  lo- 
cated, we  have  a  satisfied  user  in  your  vicinity 
— we  know  we  can  prepare  treatment  that 
will  end  your  boiler  troubles. 

Send  us  a  gallon  of  your  feed  water — we 
will  analyze  and  let  you  know  the  cost  of 
proper  effective  treatment. 

You'll  save  enough  in  repairs  to  more  than 
pay  for  the  treatment. 

Dearborn  Chemical  Company 

General  Office,  Laboratory  and  Works 

Chicago 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 

Steam  Superheaters  Mechanical  Stokers 

Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 


ATL.ANT.A,  Candler  Building 
BOSTON,  35  Federal  St. 
CHICAGO,  Marquette  Building 
riNClXN.ATI,  Traction   BuildinR 
CLEVEL.WD,  New  England  Building 


BRANCH  OFFICES: 

DENVER,  435  Seventeenth  St. 
HAVAN.A,  CUBA,  H6}4  Calle  de  la  Habana 
LOS  ANGELES,  American  Bank  Building 
NEW  ORLEANS,  Shubert  Arcade 
IMUL.VDELPHIA,  North  American  Building 


PITTSBURGH,  Farmers'  Deposit  Bank  Building 
PORTLAND,  ORE.,  \\  ells-Fargo  Building 
SALT  LAKE  CITY,  313  Atlas  Block 
SAN  FRANCISCO,  99  First  Street 
SE.ATTLE,  Mutual  Life  Building 


FOSTER  SUPERHEATERS 


Greatly  Increase 

Efficiency  and  Power  of 

Steam  Turbines. 

POWER  SPECIALTY  CO. 

Trinity  Building,  111  Broadway 
NEW  YORK 


ANY  MAN  who  can  fire  a 
boiler  and  obtain  as  high 
an  efficiency  as  the  Murphy  is 
worth  more  money  to  you  in 
some  other  department. 

Write  for  Catalog  "C" 
IV^URPHY  Iron   \X7orks 


iDetroit, 


Iron   ^ 


U.S.A. 


The   MODERN   WAY   of    handling 

ASHES  is  by  the  PNEUMATIC 

SYSTEM 

Write  and  let  us  tell  you  all  about  it. 

GREEN  ENGINEERING  CO. 

Steg«r  Building  Chicago,  III. 

Catalogue  8 — GECO   Pneumatic  Ash  Hand- 
ling  Systems. 
Catalogue  "H'* — Green  Chain  Grate  Stokers. 


90 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


SPECIALTIES   FOR 

POWER  HOUSE 
LUBRICATION 


TRAM  MARK 


FOR 
TURBINE    LUBRICATION 


<^ 


GAS 
CYLINDER  OIL 

TRADE    MARK 

For  High-Duty  Gas  Engines  Using  Natural, 
Producer  or  Furnace  Gas.  Get  the  Original 
and  Successful  Brand.      Never  Failed. 

BORNE,  SCRYMSER  COMPANY 

80  SOUTH  STREET,   NEW  YORK 


I-T-E 
Circuit    Breakers 

Best  in 

Design,  Construction,  Material 

For 

Heavy  Railway  Service 

Write  for  Hand  Book  of  the  I-T-E  Circuit  Breaker 
which  contains  Circuit  Breaker  data  for  every  Service 

The  Cutter  Company 

Philadelphia 


8507 


KiNNEAR 

Steel  and  Wood 
Rolling  Doors 

For  Car  Barns  and  Power  Houses 


Write  for  new  Catalog  "M"  and  Booklet 
"Car  Barn  Doors." 


The  Kinnear  Mf  g .  Co. ,  Columbus,  O. 

Boston  Philadelphia  Chicago 


A.  G.  E.  LABOR  SAVING  MACHINES 

For     Armature    Banding,    Coil    Winding,   Taping,    Pin- 
ion Pulling,  Commutator  Slotting  and  Pit  Jacks,  Arma- 
ture Buggies  and  Armature  Removing  Machines 

Manufactuied  by 

AMERICAN  GENERAL  ENGINEERING  CO. 


253  Broadway, 


New  York,  U.  S.  A. 


Service  and  Durability      —      Tile  Test  of  Economy 

AMERICAN  VULCANIZED  FIBRE 

wilJ  nieel   t)(}tli   requirements  of  tliis  test  if  you  will 

use  it   for  Track  Insulation. 
Write  for   our    Rulletin   **For   Safeguarding   Safety 

SiRual   Apiiliances." 
Scud    us   blue   prints   of  your   fibre  parts  and   let   us 

ijuotc  you  prices. 
AMERICAN  VULCANIZED  FIBRE  CO..    WILMINGTON,  DEL. 


JEFFREY 

Coal  and  Ashes  Handling  Machinery 

can  be  adapted  to  all  types  and  sizes  of  Power  Plants 

Write  for  Illustrated  Bulletin   No.  32-B. 

Jeffrey  Manufacturing  Co.,  Columbus,  O. 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

Order  from  our  Chicago  or  Elsmere  factory,  whichever  ii  neir"- 
and  delivery  will  be  made  without  delay. 

Include  ar  order  for  Disfico  Horn  Insulation  for  repair  work. 


ssfte 


Elsmere.  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chicafto,  III. 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


91 


Specify  HOPE  Tapes  &  Webbings 

for  Your 
Electrical  Work 

TIk-  ijuality  of  llcipc  webliing?  is 
proven  1)y  its  service  records.  The 
lariety  of  HOPE  webbiiiKs  cov- 
ers every  electrical  need.  Send 
for  the  Hope  Sample  Book. 

HOPE  WEBBING  CO. 
PROVIDENCE,  R.  I. 

396  Broadway,  New  York 

Consumers'   Rubber  Co., 

829  Superior  .Ave.  N.  W.,  Cleveland 

Belden  Mfg.  Co. 

23d   St.   and   Western   .\ve.,   Chicago 

T.    C.    Wliitc   Co.,    11 -'2    Pine    St. 

St.    \Ai\n>.  2 


Tapes  and  Webbings 

are  Standard  Materials 
produced  under  Specifi- 
cations of  Railway  Motor 
Manufacturers. 

These  speclflcationa 
cover  permissible  varia- 
tions In  width  and  thick- 
ness, state  required 
breaking  strength,  specify 
particular  yarns,  requis- 
ite warp  ends,  picks  per 
inch  filling  to  produce  re- 
quired strength  and  thick- 
ness. Extensively  used 
by  manufacturers  of  mo- 
tors because  material  and 
price  are  right. 

Representatives:  Chicago — Mr.  B.  P.  Bartlett.  1368-70  Grand 
Avp.  St.  Louis— W.  D.  Wooley.  103  North  11th  St.,  Brown  &  Hall, 
020  Central  National  Bank  Bldg.  Cleveland,  Ohio — R.  S.  Mueller, 
42.S   HlJlh   Ave..    S.    B. 


Anchor  Webbing  Co. 

Mill  &  Office.  Woonsocket.  R.  1 


A 


MOTOR  BURNOUT  = 

Stalled  Cars  -f- 
Costly  Repairs  -|- 
Public  Complaints  + 
Car  Out  of  Service 


The  ultimate  cost  of  a  motor  burnout  can  never 
be  correctly  estimated.  It  frightens  passengers  and 
causes  delays  besides  much  expense. 


(( 


59 


DELTABESTON 

Magnet  Wire 

Saves  this  Trouble  and  Expense 

"Deltabeston"  Magnet  Wire — insulated  with  spe- 
cially purified  asbestos — carries  the  overload  that 
burns  out  the  ordinary  cotton  covered  wire.  The 
cotton  can't  stand  the  heat.  Overloads  are  bound 
to  come — and  with  them  will  come  costly  burnouts 
unless  you  specify  "Deltabeston"  for  all  your  coils. 
Just  ask  us  to  prove  its  money-saving  value. 

D  &  W  FUSE  CO. 


Providence,  R.  I. 


71825 


CAMERON 
COMMUTATORS 

Any  user  of  Cameron  Commutators 
will  tell  you  that  they  give  splendid  serv- 
ice. That's  why  they  have  been  adopted 
all  over  the  country. 

Hard  Drawn  Copper  Bars  insulated 
with  Canadian  Amber  Mica  are  pressed 
together  hydraulically.  There  are  no 
loose  bars  to  cause  arcing  brushes.  Write 
for  our  booklet. 


9107 


Cameron  Electrical  Mfg.  Co. 

ANSONIA  CONNECTICUT 


TOr'A  FRICTION  TAprc 

iK\^vr  are  the  standard  iiirljiJ 

For  Electric  Railway  and  Lighting  'Jse 

Economy  and  Efficiency  Combined 

IMPERIAL  RUBBER  CO.,   253  B.oadway.New  York.  U.  S.  a. 


SKYLIGHTS 

Without    packing    or    filling    substance — Of    GLASS    and 
MIOT.XL    ONLY  — .ABSOLUTELY    and    PERMANENTLY 
PIIOOF  AGA1X.ST   LEAKAGE.      Send    for   details. 
WE  BUILD  THEM   PJGHT. 

National  Ventilating  Co.,  339  E.  26th  St.,  New  York 


0 


Do  Not  Scrap YourOld  Coils 

Save  money  by  having  them  rejuvenated. 
An  impregnated  coil  is  far  better  than  a  new 
one   and   costs  about   40%   less. 

Write    for    our    prices. 

Federal  Electrical  Mfg.  Co. 

62G  Federal  St.,  CHica^o 


JACKS 


Barrett  Track  and  Car  Jacks 
Barrett  Emergency  Car  Jacks 
Duff  Ball  Bearing  Screw  Jacks 
Duff  Motor    Armature    Lifts 


The  Duff  Manufacturing  Co.,  Pittsburgh,  Pa. 


92 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


1 


The  Need  of  the  Hour 
is  Efficiency 

This  is  the  cry  of  every  industry. 
In  yours  it  is  attained  by  using 

Sherwin-Williams 
Paints  and  Varnishes 

used  according  to  our  new  Modern 
Method  Car  Painting  System. 
Send  for  our  new  booklet,  "Effi- 
ciency the  Need  of  the  Hour."  It 
will  tell  you  how  to  attain  it  in  your 
Paint  Shop. 

The  Sherwin-Williams  Co. 

RAILWAY   SALES    DEPARTMENT 
601  CANAL  ROAD,  CLEVELAN  D,  OHIO  ' 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating purpose. 

The  Sterling  Varnish  Co. 

Pittsburgh,  Pa. 


VH.^X 


TRAOF        f^AR  K 


INSULATING 
BLACK 


A  black,  quick-drying  protective  varnish  made 
especially  for  electrical  wiremen  and  contractors  and 
telephone  and  electric  light  systems.  It  has  high  insu- 
lating properties  and  is  not  affected  by  the  extremes 
of  heat  or  cold.  It  also  repels  moisture  and  resists 
the  action  of  alkalis,  gases  and  acids. 

STANDARD  VARNISH  WORKS 

New  York  Chicago  London 

International  Varnish  Co.     Limited, 

Toronto,  Canada 


f  ECaO>1Y  ^^l&  PUSES  4 


SAFETY  FIRST-ECONOMY  NEXT 

Non-renewable  fuses  are  an  expense.     A  good,  renewable  fuse  is  an  investment. 
The  only  good  Renewable  Fuse  on  the  market  is  marked  "Economy" 

Write  for  Catalog  No.  2  and  Bulletin 

ECONOMY  FUSE  &  MFG.  COMPANY,    KINZIE  AND  ORLEANS  STS..  CHICAGO 


Do  You  Piqure  the  6ost  of  Insulation  by 
the  Pound  or  by  the  Year? 

It's  easy  to  buy  insulation  by  the  pound  and  buy  it  cheap,  but  to  prac- 
tice economy  you've  got  to  check  up  what  it  cost  you  by  the  year,  in 
replacement  cost  and  in  loss  of  revenue  from  idle  cars,  etc. 
The  yearly  cost  of  "Micanite"  is  lower  than  that  of  the  cheapest  in- 
sulation  you   can   buy.     Write   for  bulletins. 

LINOTYPE  KABLaK  MICO 

Untreated  insulating  fab- 
rics, Papers,  Fibres,  Linen 
Tapes,  Sleeves,  Shellacs, 
Cements      and      Varnishes 

Chicago 
542  So.  Dearborn  St* 


ItEQISTUIKO 

MieaNITE  EMPIRE 


Commutator  Insulators, 
Tubes,  Washers,  Rings, 
Segments,  Sheets,  Tapes, 
etc.,  made  of  imported  mica. 


Xew  Vork 
68  ehurch  St. 


Linseed  oil  treated  Cam- 
bric, Linen,  Silk,  Canvas, 
Duck  and  Papers.  High 
puncture  voltage,  long  life. 


Linseed  oil,  coated  tape 
both  straight  and  bias  cut 
for  coil  winding,  cable 
splicing,  bus  bars,  etc. 


Black  varnished  Cambric 
Linen,  Silk,  Canvas,  Duck 
&  Papers,  Flexible,  efficient 
under  high  temperature. 


MieA  INSULATOR  6©. 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


93 


r 


SAFETY  FIRST 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


The 

International 
Fare  Box 


ASSURES 

Full  and 
Complete 

Fare 
Collection. 
Accurate 
Registra- 
tion. 
Increased 
Earnings. 


Well  Built — Fool  Proof — Tamper  Proof.  Working  Parts 
Are  of  Hardened  Steel  to  Insure  Long  Service  at  Minimum 
Upkeep  Expense.     Registers  nickels,  pennies  and  dimes. 

Write  for  detailed  information 

INTERNATIONAL  REGISTER  CO. 

15  South  Throop  Street  CHICAGO,   ILL. 


The  JOHNSON  Registering 
Fare  Box 

— increases  fare  re- 
ceipts 2  to  1 5  per  cent. 
— is  the  fare  box  you 
can  rely  on  for  cer- 
tainty, accuracy  and 
economy. 

Johnson   Fare    Box 
Company 

Jackson  Blvd.  and  Robey  St. 
CHICAGO 

For  Cash  Fares      30  Church  St.,  NEW  YORK       For  Cash  Fares 

and    Tickets 


IN  A  WORD 
THE  RAPID  READY  CHANGE  CARRIER 

enables  conductors  to.  give  change 
quickly.  Passengers  can  pass  into 
:ar  immediately — Prevents  crowded 
platforms — Shortens  time  at  car 
stops.  Just  what  you  need.  Price, 
$1.75. 

CHAS.  F.  ETTER 
904  N.  2nd  St.,  Harrlsburg,  Pa. 


25  -  10-5  -     1  or  5 


Railroad  and  Tram  Car  Specialties 

New     inventions     developed,     perfected 
and     worked     for     the     English     market 

Messrs.  G.  D.  Peters  &  Co.,  Ltd. 

Moorgate  Works,  Moorfields,  LONDON,  E.  C. 


The  Car  Cash  Register 


DAYTON  ELECTRIC  RA 
Con.  Ho../.'>f..HfMC...Q(i- 
Mot.  Na.J.i./..NmK..i/^ 

ILWAY   COMPANY. 
,^L.>??*^^^'^Tvr 

/P?,l^r. 

rMM^ruB 

JCEKtS 

TICKETS 

SCeMTS    { 

Z  3  *.»  8 
E  3   ».3   S 

;  4   3.4   8 

e  s  9.  e  • 

13  -i   ^t 

4  3  U  3  f 

000 
0  1   B 

0  »  0 

0  r  5 

1  t  8 

000 
0  0   4 

0   t    0 

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3   19    6 
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IS 

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mmmmm 

Trip  record  card,   %   size,  produced  on 

DAYTON  Computing 
Fare-Box  Recorder 

Hardly  a  retail  store  in  the  land  lacks  a  cash 
register.  The  daily  income  of  a  trolley  car 
on  a  busy  route  would  make  some  of  these 
stores  sit  up  and  take  notice.  Is  this  income 
worth  protecting? 
Write  for  our  trial  proposition. 

DAYTON  FARE  RECORDER  CO. 

Dayton,  Ohio 


94 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Hale  &  Kilburn 

Steel    Interior   Finish 


is  the  product  of  the 
largest  works  in  the 
world  devoted  to  all- 
steel  car  products. 
One  of  the  most  wide- 
ly used  products  is  the 

H&  K 

Walkover  Seat 


used  by  prac- 
tically every 
leading  railway 
because  it  saves 
in  car  weight, 
power  and 
maintenance. 
Specify  It. 


Hale& 

Kilburn 

Company 


New  York 

Philadelphia 

Chicago 


B-V 

Visible 
Punches 


As  Neat  in 
Appearance 
as  they  are 
Efficient  in 
Service 


Tlxe  handsome  appearance  of  B-V 
Punclies  is  a  source  of  pride  to  tlie 
conductor,  and  their  clean-cutting  tool 
steel  dies  are  an  important  factor  in  in- 
creasing his  efficiency.  Write  for  in- 
formation  and   list. 

BONNEY-VEHSLAGE  TOOL  CO. 

124  Chambers  St.,  New  York 

Factory,  Newark,  N.  J. 

71695 


Speed  in  Rush  Hours 

Woodman 

Quality 

Punch 


Conductors  handle  the  crowds  quicker  when 
they  can  pass  out  transfers  fast.  A  good  sharp 
punch  is  a  big  help.  Buy  the  punch  that  stays 
sharp — the  punch   with   the  tooI-steel  die. 

The  R.  Woodman  Mfg.  &  Supply  Co. 

63  Oliver  Street,  Boston,  Mass. 

E.  G.  Long  Co.,  50  Church  St.,  New  York  City 
Eastern  Electrical  and  Export    Representatives  V48 


AMER.  RY.  SUPPLY  CO. 


Get  Our 
Price  Lists  on 

BADGES     and 

PUNCHES 


AMERICAN  RAILWAY  SUPPLY  CO.,  134-136  Charles  St.,  NEW  YORK 


ID   The  RAiimv  Supply&  Curtain  Co. 

f*^  CHICAGO 

V    CAR  CURTAINS  &  FIXTURES 
FOR  ALL  PURPOSES 

CATALOGUE  ON   REQUEST 


"UTILITY"  Electric  Thermometer  Control 
SAVES  70%  In  Heating  Current 

"utility  Ventilators  Represent  the  Highest 

Efficiency- Various  types  to  Meet 

All  Conditions 

RAILWAY  UTILITY  CO.  Chicago  and  New  York 


The  I'eter  Smith  Heater  Company,  will  send  you 
upon  request,  data  sheet  for  estimate  of  cost  of  car 
Iieating  (electrically)  to  be  filled  out.  You  return  same 
to  us  and  we  will  forward  you  data  in  detail  showing 
tlic  saving  you  can  make  by  using  our  Forced  Ventila- 
tion Hot   -Air  System. 

THE  PETER  SMITH  HEATER  COMPANY 

17.S9  MT.   F.LLIOTT  AV.,  DKTROIT,  MICH. 


Ventilation— Sanitation— Economy— Safety 

All  Combined  in 

THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Patented  September  30,  1913.  Atk  for  the  full  etory. 

Wa  Also  Haniificture  Pressed  Steel  Hot  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


95 


Eclipse  and  Acme 
Fenders  Give  Im- 
munity from  Ac- 
cident Suits 


The   function  of  any   fender 

is  to  protect  the  human  body 

from  the  first  impact  with  car 

body.    That  the  "Eclipse"  does  this  successfully 

up  to  speeds  of  thirty  miles  per  hour  is  being 

demonstrated  daily  throughout  the  country. 

The  Eclipse  Trolley  Retriever 

is  designed  for  any  range  of  service.  Retrieves 
in  less  than  three  inches.  Compulsory  set;  weak 
spring  controlled  by  thumb  nut  on  face  of  casing. 
No  tools  required  for  winding  or  adjusting. 
Fool  proof.  Furnished  with  open  or  closed  rope 
drum.  Use  knotted  rope  or  ferrule,  as  preferred. 
Less  parts  than  any  other  retriever  on  market. 

Will  send  sample  for  trial. 

ECLIPSE 

RAILWAY  SUPPLY  CO. 

Cleveland,  O. 


300  Roads 

use  the 

Drew 

Safety  Mirror 


The  most  common  sort  of 
car  accident  is  a  step  acci- 
dent. Car  starts  too  soon — 
passengers  still  getting  on 
or  off — conductor  confused 
— pressed  by  a  dozen  de- 
mands on  his  attention. 
If  the  motorman  could  clearly  and  easily  see 
whether  the  steps  are  clear  or  not  no  step  acci- 
dents could  occur.  But  in  order  to  be  able  to  do 
that  he  would  need  eyes  in  the  back  of  his  head — 
or  else  be  operating  a  car  equipped  with  the 
DREW  SAFETY  MIRROR.  A  glance  at  the 
illustration  shows  you  how  clearly  the  motorman 
sees  the  step  without  turning  his  head.  A  slight 
expense  for  Drew  Safety  Mirrors  is  saving  many 
roads  a  big  percentage  of  claims.  Write  for  list 
and  details. 

Drew  Electric  &  Manufacturing  Co. 

614  Traction  Bldg. 

Indianapolis,  Indiana,  U.  S.  A. 

71534 


N-L  SPECIALTIES 

Pneumatic  Sanders,  Valves,  Hoppers  of  Special  Design,  Sprint; 
Wire   Hose,    Hose   Clamps,  and   Cotton   Hose. 
Deck  and    Root"   Car    Ventilators. 
Selector   Switches   for   High   Unit   Lighting. 
Interchangeable    Marker    Lanterns,    Semaphore    Lenses. 
Lintern   Tail   Light  and   Indicating  Train    Signal. 
Modern   and  economical  method  of  Switch   Stand   Lights. 
"STOP"   Signal  Lanterns  and   Switches. 
Resistance   Units   for  special   purposes. 

Write  Us  for  Partici'I-ars. 

THE  NICHOLS-LINTERN  COMPANY 

CLEVELAND,  OHIO 

UKI'RICSEKTED  BV: 
William  K.  Ciarlon,  Sales  Engr.,  299  Ilioaduay,  New  Vork, 
N.  Y.  Henderson-Lee  Co.,  11-17  So.  Desplaines  St.,  Chicago,  HI. 
Frank  F.  Bodler,  903  Monadnock  Bldg^  San  Francisco,  Cal. 
S.  I.  Wailes^  Los  Angeles^  Cal.  Allen  General  Supplies,  Ltd., 
205    Yonge    St.,    Toronto,    Canada. 


(( 


>> 


Watch  Your  Step 

If  it  has 

Universal  Safety  Tread 

on  it 

Proceed  in  Safety. 

If  Not 

Be  Careful 


Universal  Safety  Tread  Co.,  Waltham,  Mass. 


New  York 


Philadelphia 


Chicago 


1 

Efficiency 
Economy 
Safety          . 

^   A  WASSON 

^^|#P               TROLLEY  BASE 

^m.      Soon  Pays  for  Itself 
^          Order  One  Today 

and  Convince  Yourself 

1    WASSON  ENGINEERING  &  SUPPLY  CO. 

MILWAUKEE,  WISCONSIN 

-'^Hpv 


MASON     SAFETY     TREADS— prevent     lUpplng    tnd    tlim    •!»- 
rlate  damage  suits. 
KARBOLITH    CAR    FLOORING— for    steel    can    la    MuiUiT. 

fireproof  and  ItKht  in  weight. 

STANWOOD    STEPS— are  non-sUpplnu  and  self-cleanlnic. 

Above    products    are    used    on    all    leading    Railroads.      For    detail* 
address 

AMERICAN  MASON  SAFETY   TREAD   OO. 
Main  Offices :      Branch  Offices  :  Boston,  New  York  Oltr.  ChlcaKO,  FhlU- 
Lowell,  Mass.  delphla,  Kansas  City.  Cleveland.  St.  Lonle. 


THE    IDEAL    TROLLEY    CATCHER 
NEVER     FAILS 


Pole  cannot   fly  up  again   after   Catcher  pullg   It 

:lear    of    wires.  If    rope    breaks,    conductor    can 

make     catcher  ready     for     further     gerrlce     in 

5  minutes.  Write  for  full  particulars. 

THE  TROLLEY  SUPPLY  CO.,    Canton,  Ohio 


G.  C.  REITER,  CANTON,  O. 


Manufacturer  of 


Car  Gongs  of  all  kinds 

Rotary  and  Single  Tap  Gongs 


96 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


The  Anderson  Automatic 
Slack  Adjuster 


Automatically  KEEPS 
The  Brakes  Adjusted 

Promotes  Safety — Cuts  Down  Labor  Costs 
Increases  Shoe  and  Wheel  Mileage 

"The  Easily  Installed 
Adjuster" 

This  device  automatically  maintains  the  proper  shoe 
clearance,  keeping  the  brakes  at  the  highest  point  of 
efficiency,  preventing  the  too  close  adjustment  which  not 
only  causes  undue  wear  on  wheels  and  shoes  but  wastes 
current.  Get  our  new  schedule  of  prices  and  trial  prop- 
osition.    They  will  interest  you. 

Anderson  Brake  Adjuster  Co. 

OMAHA,  NEB. 

William  R.  Garton,  Sales  Engr.,  299  Broadway,  N.  Y. 
Grayson  Railway  Supply  Co.,  Southwestern  Rep.,  St.  Louis,  Mo. 


The  "Show  Me"  Spirit 
Is  a  Good  Sign 

The  spirit  of  today  is  "show  me"  ■ —  and 
the  reputable  and  successful  company  has 
to  show  'em. 

We've  followed  the  policy  of  "showing" 
the  electric  railway  industry  good  brake 
shoe  service  ever  since  we  started  in  the 
business.  Service  is  the  keynote  of  our 
business.  The  records  of  roads  which  use 
our  service  brake  shoes  back  up  these  state- 
ments.    Get  the  data. 

American  Brake  Shoe  &  Foundry  Co. 

MAHWAH,   N.  J, 
30  Church  St.,  New  York     McCormick  Bldg.,  Chicago 

71609  2 


The  Right  Metal  in  the  Right  Place 

is  a  big  factor  In  keeping  cars  In  service.     Gar  axles 

need  a  bearing   metal  specially   designed  for  oar 

axles — that*B    Post's    '  'Zero' '    Metal.      Motors 

need   a   bearing    metal    si)eclally   designed 

for     motors — that's     Post's     "Motor" 

Metal.      Both   are    standard    with 

large  companies.  Post's  Metals 

are    guaranteed     made    of 

Virgin    raw    materials 

only. 


7352 


For  Armature 

Bearings  use 

Post's '*Motor" 

Metal 


E.  L.  POST  &  CO.,  Inc. 

Sole  Manufacturers 
50  Cliff  Street  New  York 


UNION  SPRING  &   MFG.   CO. 

SPRINGS 

Coil  and  Elliptic 

M.  C.    B.    Pressed   Steel    Journal    Box    Lids 

General  Office:      Oliver  Bldg., 

PITTSBURGH,  PA. 
Works:     New   Kensington,    Pa. 

50  Church  St.,  New  York.        1204  Fisher  Bldg.,  Chicago,  III. 
Missouri  Trust  Bldg.,  St.  Louis,  Mo. 


The  '^IH^cap^Bxibe  '   Battery 


for 


STORAGE  BATTERY  STREET  CARS 


TheElectric  Storage  B/ffTERYCa 

PHILADELPHIA 


TPt© 


m 


TULC  THE  BEARINGS— 

It  means  EFFICIENT  LUBRICATION 
With  LESS  LABOR 

And  NO  TROUBLE 

Figure  out   the  [KTccntaffe  of  oil  which   runs   throUKb   with- 
out performing  its  function  of  lubrication. 

TULC  WILL  SHOW  ECONOMY 
It   feeds   to   the   bearings   only    when    needed — and   only    Id 
sufficient  quantity  to  thoroughly  lubricate. 


March  6,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


97 


Stackpole  Carbon  Co. 

Manufacturers  of 

Motor  and  Generator 

Brushes 


. 


Metallic  and  Graphite  Brushes 
Carbon  Specialties 


St.  Marys,  Pa. 


Ask 


us — 


This 


is  the 
man  who 
developed  the 


ACME 
TRACTION 
MOTOR 
BRUSH 

It  is  a  distinctly 
high  grade  pro- 
duct —  uniform 
— eliminates 
wear — Longest 
life  and  worthy 
of  your  choice 
if  you  want  the 
best. 


THE  NUNGESSER 
CARBON  &  BATTERY  CO. 

Cleveland,  Ohio 


to  n  tLtCTRlCAllY- 


Wheel  Condition  No.  4 

When  the  flange 
only  needs  cor- 
rection, this  type 

Wheel 
Trui  ng 
Brake 
SHoe 

will   do  it— without  jacking  car  up — without  remov- 
ing trucks — without  removing  car  from  service. 
It's  the  economical,  efficient  way. 

"Wheel  TruiniC  BraRe  Shoe  Co. 

Detroit  Michigan 


P.at.  May  31,  1898  ;  Sept.  1,  1903  ; 
Aug.  2,  1904  ;  Dec.  29,  1908  ;  June 
15,  1909;  April  21.  1914. 


U.  S.  Metal  &  Mfg.  Co. 

165  BROADWAY,        NEW  YORK  CITY 
Chicago  Atlanta 

RAILWAY  SUPPLIES 


Selling  Agents  for  Dunham  Hopper  Door  Device — Feas- 
ible Drop  Brake  Staff — Columbia  Lock  Nut — Kling  Bolts — 
Shop  Cleaner— "Texoderm"—U.  S.  Metal  Rail  Filing  Ma- 
chine. Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint 
Co,  General  Eastern  Agents  for  Hutchins  Car  Roofing  Co. — 
Multiple  Unit  Puttyless  Skylight — Car  and  Locomotive  Jacks 
— Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  /or  C  &  C  Electric  &  Mfg. 
Co.     General  Agents  for  Anglo-American  Varnish  Co. 


"l^T  HEN  you  get  to  com- 
paring  costs  per  car 
mile  for  brush  service — 
don't  forget  to  include  fig- 
ures on  the  Speer  Type  G 
Brush. 

You  can't  get  bed-rock 
costs  vvfithout  the  Type  G. 
Write  for  data. 


SPEER  CARBON  CO. 

ST.  MARYS,  PA. 


98 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


Making  "JONES -Built" 
Means  Cars  that  Endure 

For  seventy-six  years — since  the  first  Jones 
car  was  built — this  company  has  been  striving^ 
to  build  cars  ^vell.     That  is 

A  Jones  Ideal 

that  is  strictly  observed  today.  We  can  fill 
rush  orders  if  necessary,  and  do  it  on  time, 
too,  but  quality  construction  goes  into  every 
car,  from  trolley  to  wheels,  just  the  same.  As 
a  result  of  our  adherence  to  these  standards. 
"Jones-Built"  has  come  to  be  a  certificate  of 
sturdy  cars  —  of  smooth-running  cars  —  of 
long-lived  cars — of  cars  with  low  maintenance 
records.  Write  for  details  of  Jones  car- 
btiilding  achievements. 

J.  M.  Jones'  Sons  Company 

Builders  of  Cars  for  Electric  Railways  Exclusively 

Established  1839  Incorporated  1911 

Watervliet,  N.  Y. 


Niles  Car  &  Manufacturing  Co. 
Niles,  Ohio 

This  steel  iiiR-riirhan  nuitor  car  is  6i'8"  long.  9'6" 
wide,  is  geared  for  60  m.p.li..  seats  66  persons,  has 
ample  space  for  l)aggage,  and  is  built  for  hauling 
trains,  yet  it  weighs  only  43  tons  complete  on  track 
with  quadruple  110  h.p.  motors,  750-1500  volt  DC, 
automatic  air  brakes  with  dynamotor,  and  Baldwin 
trucks  with  t,6"  M.  C.  B.  steel  wheels.  We  now  are 
shipping  a  duplicate  order. 


^UUUUUUUU 

nnnnnnnnn 


jum 


w 


3— \ 


We  have  worked  out  construction  details  in  our  steel 
cars  from  the  smallest  one-man  city  car  to  the  largest 
interurbaji,  which  include  only  standard  commercial 
steel  shapes,  plates  and  sheets  of  the  lightest  sections 
consistent  with  necessary  strength.  Xo  pressings  or 
forgings  from  special  dies  from  which  repair  parts 
must  be  obtained  are  permitted. 


THE 

CINCINNATI 

CAR 

COMPANY 


WORKS: 

WINTON  PLACE 
CINCINNATI,  OHIO 


E  .G.long  CoiiM>ang 

EDWARD  H.  MAYS,  President 

Office*,  50  Church  Street    New  York 

PRINGS 

^Iq^ORGINGS 

Peckham  Truck  Farts 
Diamond  Truck  Parts 

Car  and  Truck  Accessories 


ELECTRICAL  REPRESENTATIVES 
Union  Spring  &  Mfg.  Co. 

Leaf  and  Coil  Springs 
MCB  Pretsed  Ste*l  Journal  Box  Covn 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


99 


RoUway  Bearings 


Save 


Lubrication 
Maintenance 


Power 


Journal    Box   Assembled 


Rollway  Bearings  save  lubrication  in  two  ways:  (1)  They  reduce  friction 
and  therefore  require  less.     (2)  Rollway  JJearings  are  oil-tight  and  dust-proof. 

Rollway  Bearings  save  maintenance  because  they  have  fixed  adjusinient. 
They  are  taniperproof,  foolproof,  and  cannot  work  out  of  adjtistnient  in  serv- 
ice. There  is  no  play  on  end  thrust  discs.  Rollway  Bearing^s  can  be  cared  for 
by  the  ordinary  meclianic. 

Rollway  Bearings  save  Power.  We  will  gladly  furnish  records  of  numer- 
'lus  tests  that  show  exactly  how  watthotir-consumption  is  reduced  with  variotis 
types  of  cars  and  motors,  how  coasting  is  increased,  how  temperature  rise  of 
motors  is  reduced,  how  general  operating  efficiency  is  increased.  Write  for  this 
information. 

The  Railway  Roller  Bearing  Co. 

SYRACUSE,   N.  Y. 


1^0 


ELECTRIC     RAILWAY     JOURNAL 


[March  6,  1915 


New  Fittings  for  old  cars 

-a  St.  Louis  Car  Co.  Specialty 


Remember  this;  we  build — not  only  every  type  of  car 
— wooden,  semi-steel  and  all-steel — in  accord  with  the 
most  advanced  ideas  in  modern  electric  railway  car  design 
—but  also  a  complete  line  of  CAR  FITTINGS. 

And  we've  been  doing  this  for  years. 

Therefore  we  are  in  a  position  ])erculiarly  advanta- 
geous to  electric  railways  who  are  in  the  market  for  new 
fittings  adapted  to  their  old  cars. 

If  you  want  fittings  designed  way  back  in  1880  we  can 
supply  them. 

If  you  want  1915  fittings  we  have  them,  too. 

We  have  the  patterns,  the  "jigs,"  the  machinery,  the 
experience,  the  skill. 

You  can  save  time  and  trouble  b^•  coniiny  to  us  first. 


ST.  LOUIS  CAR  COMPANY,  St.  Louis 

Electric  and  Steam  Railway  Coaches,  Steel  Cars,  Trucks  and  Journal  Bearinj^s, 
Curtains,    Scats,    Rattan,    Bronze    Trimming's,    Miscellaneous    Car    Supplies. 

Eastern  Rci.>resentative :  Pacific  Coast  itepresentative : 

WENDELL  &  MacDUFFIE  CO.  GUS  KOCH 

61  Broadway,  NEW  YORK  797  Monadnock  Bldg.,  SAN  FRANCISCO 


7243 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


101 


McGuire-Cummings  Cars 

are  Designed  and  Constructed 

to  Meet  Any  and  All 

Service  Conditions 


i"roni  the  Atlantic  to  the  Pacific  Coast  and 
from  the  Gulf  of  Mexico  to  Canada,  McGuire- 
Cummings  car«  are  in  service  and  are  estab- 
lishing excellent  performance  records. 

The  mere  fact  that  this  company  has  sold 
its  products  in  all  parts  of  the  United  States 
is  not  in  itself  especially  remarkable. 

But  there  is  a  deeper  significance  to  the 
foregoing  statement.  In  no  localities  are 
operating  conditions  identical.  Cars  that  will 
successfully  meet  local  conditions  on  one  road 
may  be  totally  inadequate  for  operation  in 
another  section. 

Each  railway  line  has  its  own  peculiar  oper- 
ating conditions.     And  in  each  case  this  com- 


pany has  designed  and  built  cars  to  success- 
fully meet  these  local  service  conditions. 

In  other  words,  this  company  does  not  build 
cars  merely  in  accordance  with  "cut-and-dried" 
technical  details  of  a  set  of  specifications. 
Something  else  enters  into  the  construction  of 
the  cars  we  build.  And  that  something  be- 
comes a  vital,  tangible  service  asset  in  the 
finished  product  —  a  well-built,  thoroughly 
practical  car  that  represents  full  value  for  your 
investment.  A  car  that  stands  up  under  your 
peculiar  conditions.  A  car  that  insures  profit- 
able results. 

You  may  find  it  highly  profitable  to  ascer- 
tain just  how  we  can  serve  you. 


McGuire-Cummings  Mfg.  Company 

General  Offices-   HARRIS  TRUST  BUILDING,  CHICAGO 

Builders  of  City  and  Inter  urban  Cars  and  Trucks 


102 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


FOR  SALE 

10 — 42'     Kuhlman     Interurban    Cars,     Baldwin    Trucks,    4 

West.  121   Motors. 
30— Brill    20'    Closed    Cars,    G.E.    1000    Motors.    Brill    21.E 
Trucks. 

2 — Jackson   and   Sharp   18'    Bar   Bodies. 
20 — Jones  20'  Closed  Cars,  G.E.  52  Motors,   Bemis  Trucks. 
10 — Wason  10  Bench  Open  Cars,  G.E.  1000  Motors,   Bemis 
Trucks 

5 — Brill    10    Bench    Open    Cars,    West.    12A    Motors,    Brill 
21 E   Trucks. 

8— Brill  14  Bench  Open  Cars,  West.  56  Motors,  Brill  22-E 
Trucks. 

-I — Brill  30'  Express  Cars.   Brill  22-E  Trucks. 

9 — Brill  30'    Express  Cars  complete,  4   G.E.   1000   motors, 
AA-1  Air  Brakes,  Brill  27-G  Trucks. 

8 — Brill    22'     Closed     Cars,    West.    68     Motors,    Peckham 
Trucks. 

1 — Jackson  and  Sharp  20'  Car  Body. 
20 — G.E.  80  Railway  Motors  complete. 
12 — G.E.  54  Railway  Motors  complete. 
60 — G.E.  1000   Railway   Motors  complete. 
60 — G.E.  800  Railway  Motors  complete. 
40 — West.   12A   Railway   Motors  complete. 
32 — West.  49   Railway   Motors  complete. 

8 — West.  38B  Railway  Motors  complete. 
10 — West.  112  Railway  Motors  complete. 

4 — West.  68-C  Railway  Motors  complete. 

4 — West.  68   Railway   Motors  complete. 
12 — G.E.  73    Railway    Motors   complete. 
24 — G.E.  87  Railway  Motors  complete. 
20 — G.E.  57  Railway  Motors  complete. 

3 — West.  101 -B2  Armatures,  brand   new. 

3 — West.  93-A2  Armatures,  brand  new. 

3 — West.  93A  Armatures,  brand   new. 
22 — G.E.  80  Armatures,  brand  new. 

2 — G.E.  87  Armatures,   brand  new. 

2 — G.E.  73-C  Armatures,  brand  new. 

A — G.E.   67  Armatures,  brand   new. 
18 — G.E.  57  Armatures  (second-hand),  two  turn. 
30 — G.E.  57  Form  A   Motor  Casings. 
22— K6  Controllers. 
44 — K11  Controllers. 
28— K2  Controllers. 
62 — K10  Controllers. 
30— K14  Controllers. 
28 — B29  Controllers. 

2 — Sets   Brill  27G   Trucks,  4'   6"  wheel   base. 

6 — Brill  21 E   Trucks,  7'  6"   and  8'   wheel   base. 
10 — Dupont  Trucks,  7'  6"  wheel  base. 

AM  of  the  above  apparatus  Is  In  first  class  condition  for 
Immediate  service.      For  further  particulars  apply  to 

wff*   K*  ttCKdvllllLK    Vtl«»  10C«v     NEW  YORK.    N.  y! 


MACGOVERN  AND  COMPANY, 

INC. 

FRANK.  MACGOVERN,  Pres.  &  Gen.  Mgr. 

114  LIBERTY  STREET  NEW  YORK  CITY 

'Phone,  3375-3376  Rector 

60  CYCLE  ROTARY  CONVERTERS 

2—1000  K\V.  Ucn.  Elec,  type  HC,  6  phase,  360  RPM.,  form  P, 
600  volts  DC,  with  AB-BI  Transformers,  2300  V.  pri- 
mary; also  switchboard  panels  and  instruments. 

2—  500  KW.  Gen.  Elec.,  type  HC,  form  P,  6  phase,  12  pole, 
600  RPM.,  575  volts  DC,  with  .\B-BI  Transformers, 
2300  V.  primary;  also  switchboard  panels  with  instru- 
ments. 

IMMEDIATE   DELIVERY. 

THIS    IS    OF    NECESSITY    ONLY    A    PARTIAL,    LIST- 
SEND   FOR  CATALOG 


An  Unusual  Bargain 

One  double  truck,  single  track  snow  plow, 
length  over  all  40  ft.,  width  8'6".  height 
lo'g",  truck  centers  i3'8"  wheel  base  4'. 
Plows  raised  and  lowered  by  hand  or  com- 
pressed air. 

Equipped  with  two  K-14  controllers,  rheo- 
stats and  cable,  one  main   reservoir,  brake 
cylinder  and  brake  valves,  air  cylinders  and 
valves  for  operating  plows. 
Price  $1,000.  F.O.B.  Rensselaer,  New  York. 

Albany  Southern  R.  R.  Co. 

Rensselaer,  N.  Y. 


FOR  SALE 

ONE  31 -Ton 
Double  truck 
electric  2.000 
G.  E.  motor, 
series  multiple 
w  o  u  n  d  ,  500 
volt  D.C.,  40" 
wheel,  complete 
with  Westing- 
house    air. 


HOBOKKN  MANUFACTURERS'  R.  R.  CO. 

IIOUOKKN.  NKW  .lERSKY 


FOR  SALE 

Two  Snow  Plows:  One  Sprinkler:  Cars,  IMotors,  Ralls, 
Generators.  Everything  for  Track,  Rolling  Stock,  Power 
Plant  liought  and  sold.     Send  us  your  requirements. 

Write  for  our   Lists  and   Catalogs. 

Railway  &  Power  Equipment  Co. 

Charles  F.  Johnson      P.  O.  Box  155     Ellicott  Sq.,  Buffalo,  N.  Y. 


When  writing  to  Advertisers  in  this  publication 

you  will  confer  a   favor  on  both  publisher  and 

advertiser  by  mentioning  the 

Electric  Railway  Journal 


CARS 

FOR    SALE    1 

OPEN  und  CLOSED 
MOTOR  ana  TRAIL 

Wi-itf    lor    1' 

ice    :iikI    I-'uII    Parlitulars    to 

ELECTRIC 

Ccmmonweallh  BIdy. 

EQUIPMENT    CO. 

Philadelphia,   Pa. 

COMPLETE  ARMATURES  FOR  SALE 

FOR     ALL     THE     STANDARD 
STREET    RAILWAY    MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

Amarloa's  Create*!  Repair  Work* 

CLEVELAND    ARMATURE   WORKS,   Cleveland,   0. 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


103 


60  Cycle,  Rotary  Converters 

J  Gciit-nil  Elet-tric  1000  K.W.,  000  v..  ^(JO  It.l'.M.,  tyiK-  ■■IIC,"  coiiiij. 
woiiDd,  U  phase.  Comjilete  with  air  cooled  1^300  v.  traus.,  react- 
ances and  panels. 

-•  -General  Electric  500  K.W..  573  volt.  000  R.P.M..  type  "H.C." 
comp.  wound.  0  phase.  Complete  with  air  cooled  trans.,  2300  t. 
rea*'tances  ami  panels. 

1  -300  K.W".  Westinghousc,  600  volt  D.C.,  .■570  volt  A.C.,  000  I!. P.M. 
with  oil  cooled  G.E.   trans.   11,000   v.    jtrimary. 

1—200   K.W.    Westinghouse,   600  volt   U.C,    370  volt  A.C.,    720   R.P.M. 

Also  following  transformers: 

;;--12.-.  K.W.   O.K.  2-400  volts  prim.,  370  volts  sec. 

•  ;— 7.-.  K.W.  Ft.   Wa.vne.    10.000-9000-185-370  v. 

.;-17.-    K.W.    Stanle.v,    10,000-2300   volts. 

25  Cycle,  Rotary  Converters 

I  —500  K.W.  General  Electric,  3  phase,  25  cycle,  600  volt  D.C.,  370 
volt  A.C.,   375   R.P.W. 


2—300  K.W.   Gcnl.   Elect.,   3   ph.,   2.j  c.vcle.    T.VI   li.l'.M..  600  volts. 
1—2.50  K.W.   Genl.   Elect.,   3  ph.,   25  c.vcle.   .500  I!. P.M..   600  volts, 
(.'an  also   furnish   transformers — all   vfjltages. 

Railway  Car  Equipment 

S — 75    H.P.    "WestliiBhonse.    Ua     Itiiilnuy    Motul-N,    000 

volts,  newly  rewound  armatures,  full  c-«iuuuntators.  rebuilt  entirely. 
Will  be  sold  fully  guaranteed,  upon  any  reasonable  terms  of  pay- 
ment. 

12 — O.K.  57  Motorn,  .50  II. P.   Each. 

JC— G.K.  07  Motors,  40  II. P.   Each. 

20— G.E.  aOl   Motors.   il5   H.P,   Eiirli. 

Booster  Set 

Geiierat«»r — West'sh'se  70   K.W.,   350  volt.   200  amp.   series   wound. 
Motor— Wcst'ghse  105  H.P.,  575  volt.  950  R.P.M. ,  type  ■SA"  shunt 


wound. 


Complete  with  coupling  and  panel. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ROOM  302 
'Phone  Rector  4337-4338-4339 
SEND  FOR  CATALOG— JUST  OUT 
ENGINES— BOILERS— MOTORS— CONDENSERS— ETC. 


New  York 


POSITIONS  WANTED 


CAR  painter — A  competent  and  thoroughly  all 
around  mechanic,  who  is  desirous  of  making 
a  change  wants  position.  Best  of  experience, 
good  worker,  emcient  in  handling  men,  or 
will  work  under  good  foreman,  desirous  of 
making  change.  Can  give  good  recommenda- 
tion from  past  and  present  employers.  Box 
678,   Elec.   Ry.  Jour. 

CLAIM  attorney,  desiring  change,  is  open  for 
engagement  with  electric  railway  compnny, 
where  the  services  of  a  practical  and  com- 
petent claim  adjuster  are  needed.  Have  10 
years'  active  experience  in  street  and  inter- 
urban  railway  work,  in  transportation,  con- 
struction and  claim  departments.  High  class 
references  furnished.  Address  Box  701, 
Elec.    Ry.    Jour. 


ELECTRK'AL  engineer  and  superintendent, 
technical  graduate,  with  15  years'  practical 
experience,  engineering,  construction-  and 
operation;  railway,  lighting  and  power  sys- 
tems. Now  with  large  company,  desires 
change.  Al  references.  Box  692,  Elec.  Ry. 
Jour. 

EXPKRIKXCED  man  open  for  engagement  as 

■  r.eral  superintendent  or  master  mechanic: 
itiy  years'  experience  all  branches;  Al 
1.  fences.     Box  700,  Elec.  Ry.  Jour. 

HIGH  grade  man  desires  position  as  secre- 
tary or  assistant  to  busy  executive.  Fully 
experienced  and  thoroughly  trained  in  man- 
agement of  various  departments.  At  pres- 
ent operating  official  of  system  of  city  and 
interurban  lines.  Age  35,  health  good  and 
am  willing  to  go  anywhere.  .Address  Box 
694,  Elec.   Ry.  Jour. 


MASTER  mechanic,  14  years'  experience  with 
city  and  interurban  railways.  Capable  of 
installing  and  upkeeping  all  kinds  of  equip- 
ment, solicits  correspondence  with  railway 
company  needing  same.  Box  699,  Elec.  Ry. 
Jour. 


POSITIOX  wanted  by  line  foreman,  on  con- 
struction or  maintenance.  Experienced  on 
heavy  catenary  and  trolley  construction. 
Married,  sober  and  good  references.  Box 
703,  Elec.  Ry.  Jour.,  1570  Old  Colony  Bldg., 
Chicago,  111. 


SECRET  service  work;  several  years'  experi- 
ence. Traffic  and  register  inspections,  plat- 
form service,  both  street  car  and  inter- 
urban. At  liberty  after  March  30th.  Best 
of  references  from  Middle  Western  proper- 
ties. Age  27,  married.  Box  693.  Elec. 
Ry.   Jour. 

STREET  railway  superintendent  with  twenty 
years'  experience  desires  to  make  change. 
Thoroughly  acquainted  with  all  branches  of 
the  work.      Box   702,   Elec.   Ry.  Jour. 

SUPERINTENDENT  of  equipment  or  master 
mechanic,  open  for  position;  22  years  ex- 
perience installing,  maintaining  and  rebuild- 
ing; up-to-date  shop  manager.  Box  704.  Elec. 
Ry.    Tonr. 


ADVERTISING  RATES 

Positions  Wanted.  _  EveniDg  Work  Wanted, 
2  cents  a  word,  minimum  charge  30  cents  an 
insertion,  payable  in  advance. 

Positions  Vacant,  Salesmen  Wanted,  Asendei. 
all  undisplayed  Miscellaneous  ads.  Machinery  and 
Plants  For  Sale  (with  onel  ineof  display  heading), 
3centsa  word,  minimum  charge  $1.50  an  insertion. 

All  adveitisementsfoT  bids  cost  $2.40  an  inch. 

Advertisements  in  display  type  cost  as  ftdlows 
for  single  insertions: 

M6page.  $5.00  1  in.  single  col.,  $3.00 

I -8  page,      10.00  4  in.  single  col.     11.60 

l-4pa8e.     20.00  Sin.  single  col..  22.40 

In  replying  to  advertisements,  send  copies  of 
ketimonials,  etc. ,  instead  of  originals. 


POSITIONS  WANTED 


\V.\NTED — A  position  as  barn  foreman  or 
master  mechanic  of  a  road  of  about  75  cars. 
Strictly  sober;  15  years'  experience  in  re- 
modeling old  cars;  also  equipping  new  cars. 
(;an  give  past  and  present  references.  Can 
come  at  once.     Box  682,  Elec.   Ry.  Jour. 

WANTED— Position  as  superintendent  of 
track  and  way,  or  roadmaster  by  a  man,  age 
37  years,  with  23  years'  practical  experience 
in  all  branches  of  street  and  interurban  rail- 
way construction  and  maintenance  work. 
At  present  employed  as  roadmaster  by  large 
eastern  property.  Desired  change  not  com- 
pulsory.     Box  707,  Elec.   Ry.   Jour. 


POSITIONS  VACANT 


SALESMAN  wanted,  one  who  sells  to  whole- 
sale plumber  and  hardware  suppliers,  to  sell 
machinery  cotton  waste.  Box  695,  Elec. 
Ry   Jour. 

MISCELLANEOUS 


Rotary  Converters  Wanted 

WANTED— Two  500  K.W.  60  cycle.  6  phase 
shunt  wound  Rotary  Converters,  nuist  be  in 
first-class  condition.  Give  full  data  regard- 
ing length  of  time  run,  jioint  of  inspection, 
etc.     Box  705,  Elec.  Ry.  Jour. 


FOR  SALE 


Chestnut  Poles  For  Sale 

We  furnish  A,  B,  C  and  E  grades  in  any 
length,  20'  to  75'  and  stubbs,  chestnut  poles 
and  R.R.  ties,  locust  posts  and  hardwood 
lumber  and  timbers,  A  good  stock  of  poles 
on  hand.  Can  make  prompt  shipments.  Ad 
dress  Lewis  Lumber  Co.,  Relief,  N.  C. 


FOR  SALE 


500  Volt  Meters  For  Sale 

-Approximately  75  T.  R.  W.  and  Duncan  500* 
volt,  2-wire  meters  from  2^2  to  150  amperes 
in  first  class  mechanical  and  electrical  condi- 
tion. Have  been  recently  tested  and  cali- 
brated. Selling  on  account  of  changing  cus- 
tomers to  A.  C.  Address  bids  to  Meter 
Department,  Lehigh  Valley  Light  N:  Power 
("o.,    AUentown,    Pla. 


25-Ton8  6"  HIGH  "T"  RAILS 

POLES  AND  PILING 

NEW  CYPRESS.  PRICES  LOW. 


New  and  Relaying  Rails, — Equipment — - 
Tanks — Etc. 


Armature  Coll   Taping 
Machine 

Saves  lime,  Labor  and  Money 

A  boy  can  tape  40 
coils  for  Westinghousc 
I2A  Armature  in  an 
hour.  I'urther  par- 
ticulars gladly  fur- 
nished. 


Geo.  M.  Griswold  Machine  Ce 

New    Haven.    Conn. 


The  Classified  Advertising  in 
Electric  Railway  Journal 

is  read  carefully  by  men  whose  success  dependf 
upon  thorough  knowledge  of  means  to  an  end' 
— whether  it  be  the  securing  of  a  good  second- 
hand dinky  engine  at  a  moderate  price,  an  ex- 
pert draftsman  or  superintendent,  or  the  serv- 
ices of  a  firm  of  engineers  for  designing  » 
large   modern   plant. 

The  Best  Proof 

of  this  is  the  regularity  with  which  such  ad- 
vertisements are  carried — the  extent  and  va 
riety  of  the  JOURNAL'S  want  ads.  With 
out  a  constant  and  appreciable  demand  for 
such  machinery  or  services,  by  the  JOURNAL 
readers,  the  market-place  which  these  adver- 
tisements represent  could  not  exist  for  any 
length   of   time. 

Electric  Railway  Journal 
239  West  39th  St.  New  York  City 


104 


(Acetylene  Regulators  to  Commutator  Truing  Devices) 


[March  6,  1915 


I 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  300  different  products  are  here  listed. 

The  Alphabetical  Index  (see  eighth  page  following) 
gives  the  page  number  of  each  advertisement. 

As  far  as  possible  advertisements  are  so  arranged 
that  those  relating  to  the  same  kind  of  equipment  or 
apparatus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
being  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Acetylene  Regulators. 
Imperial   Rrai^.s  Mfg.   Co. 

Advertising,  Street  Car. 
Collier,    Barron    G..    Inc. 

Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Alloys,  Steel  and   Iron. 
American   Vanadium    Co. 

Amusement  Devices. 
Este   Co.,    The   J.  D. 

Anchors,  Guy. 

Garton  Co.,  W.  R. 
Johns-Manville   Co.,   H.    W. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.  Co. 

Automobiles  and   Buses. 

Brill  Co.,   The  J.  G. 

Axle  Straighteners. 
Columbia.  M.  W.   &   M.   1.   Co. 

Axles — Car  Wheel. 
Brill  Co.,  The  J.  G. 
Cambria    Steel    Co. 
Carnegie  Steel  Co 
Cincinnati    Car    Co. 
Hadfield's,   Ltd. 
McGuire-Cummings  Mfg.   Co. 
National  Tube  Co. 
Niles   Car   &   Mfg.    Co. 
St..  Louis   Car   Co. 
Standard  Motor  Truclv  Co. 
Standard    Steel   Works   Co. 
Taylor   Elec.    Truck   Co. 
Westinghouse   Elec.   &  M.   Co. 

Babbitting    Devices. 
.\merican  Gen'l  Eng'g  Co. 
Columbia  M.   W.   &   M.   I.   Co. 

Badges   and    Buttons. 
American  Railway  Supply  Co. 
International    Register   Co. 
Western  Electric  Co. 
Woodman  Mfg.  &  Sup.  Co.,  R. 

Bankers   and    Brokers. 
Coal  &  Iron  National  Bank. 
Halsey  &  Co.,  N.  W. 

Batteries,   Dry. 

Johns-Manville  Co.,   H.  W. 
Nungesser  Garb.  &  Bat'ry  Co. 
Protective  Signal  Mfg.   Co. 
Stackpole  Carbon  Co. 
Western  Electric  Co. 

Batteries,   Storage. 
Electric    Storage    Battery    Co. 
Western  Electric  Co. 

Bearings  and    Bearing    Metals. 
American  General  Engrg.   Co. 
Columbia,  M.   W.   &  M.  I.  Co. 
General  Electric  Co. 
Long  Co.,  E.  G. 
More-Jones  Brass  &  M.  Co. 
Post  &  Co^  E.  L. 
St.  Louis   Car  Co. 
Taylor  Elec.   Truck   Co. 
Westinghouse  Elec.   &  M.   Co. 

Bearings,  Center. 
Baldwin  Loco.    Works. 

Bearings,    Ollless,    Graphite, 
Bronze  &  Wooden. 
Graphite    Lubricating   Co. 

Bearings,    Roller   and    Ball. 
Railway  Roller  Bearing  Co. 
S  K  F  Ball   Bearing  Co. 

Bells  and  Qongs. 
Brill  Co.,  The  J.   G. 
Electric    Service    Supplies    Co. 
National  Tube  Co. 
Protective  Signal  Mfg.  Co. 
Relter,  G.  C. 
St.  Loul8  Car  Co. 
Trolley  Supply  Co. 
Western  Electric  Co. 


Belt  Conveyors. 
Jeffrey   Mfg.    Co. 


Belting. 
Jeffrey   Mfg. 


Co. 


Benders,   Rail. 

Niies-Bement-Pond    Co. 
Watson-Stillman   Co. 
Zelnicker   Sup.   Co.,    W.    A 

Blowers. 

General  Electric  Co. 
Westinghouse  Elec.    &   M.    Co. 

Boilers. 
Babcock  &  Wilcox  Co. 

Boiler    Cleaning    Compounds. 
Dearborn    Chemical    Co. 
Johns-Manville  Co.,   H.   W. 

Boiler  Coverings. 
Johns-Manville   Co.,    H.    W. 

Boiler  Tubes. 

National  Tube  Co. 

Bond  Testers. 

American  Steel  &  Wire  Co. 

Bonding  Tools. 
American  Steel  &  Wire  Co. 
Elec.  Ry.  Improvement  Co. 
Elec.  Service  Supplies  Co. 
Ohio  Brass  Co. 

Bonds,   Rail. 

American  Steel  &  Wire  Co. 
Elec.    Ry.    Improvement    Co. 
Electric    Service    Supplies    Co. 
Electric  Ry.  Equipment  Co. 
Garton  Co.,  W.  R. 
General  Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &   M.   Co. 

Book  Publishers. 
McGraw-Hill  Book  Co.,  Inc. 

Boring  Tools,  Car  Wheel. 
Niles-Bement-Pond    Co. 

Braces,    Rail. 
Kllby  Frog  &  Switch   Co. 
Weir  Frog  Co. 

Brackets  and  Cross  Arms.    (See 
also    Poles,   Ties,    Posts,    Etc.) 
American  Bridge  Co. 
Creaghead  Engineering  Co. 
Electric  Ry.   Equipment  Co. 
Electric    Service    Supplies    Co. 
Int'l  Creosoting  &  Constr.  Co. 
Ohio  Brass  Co. 
Lindsley  Bros.  Co. 
Western  Electric  Co. 

Brake  Adjusters. 
Anderson   Brake  Adjuster  Co. 
Sauvage-Ward   Brake   Co. 

Brake  Shoes. 
Amer.  Brake  Shoe  &  Fdy.  Co. 
Barbour-Stockwell   Co. 
Brill  Co.,  The  J.  G. 
Columbia  M.   W.   &  M.   I.   Co. 
Long  Co.,  E.  G. 
McGuire-Cummings  Mfg.  Co. 
St.  Louis  Car  Co. 
Taylor  Elec.  Truck  Co. 
Wheel  Truing  Brake  S.  Co. 

Brakes,      Brake     Systems     and 
Brake    Parts. 
Allis-Chalmers  Mfg.  Co. 
Anderson   Brake  Adjuster  Co. 
Brill  Co.,   The  J.   G. 
Columbia  M.   W.   &  M.   I.  Co. 
General  Electric  Co. 
Jones'   Sons  Co.,  J.  M. 
Long  Co.,  E.  G. 
McGuire-Cummings  Mfg.    Co. 
National  Brake  Co. 
St.  Liouia  Car  Co. 
Taylor  Elec.  Truck  Co. 
U.  S.  Metal  &  Mfg.  Co. 
Westinghouse  Trac.  B.  Co. 


Bridges  and  Buildings. 
American  Bridge  Co. 
Brown  Hoisting  Mach.   Co. 

Brooms,  Track,  Steel  or  Rattan. 
Paxson  Co.,  J.  W. 
Western  Electric  Co. 
Zelnicker  Sup.   Co.,   W.   A. 

Brushes,  Carbon. 
Dixon  Crucible  Co.,   Jos. 
General  Electric  Co. 
Jeandron,  W.  J. 
Morgan  Crucible  Co. 
Nungesser  Carb.  &  Bat'ry  Co. 
Speer  Carbon  Co. 
Stackpole   Carbon   Co. 
Western  Elec.  Co. 
Westinghouse  Elec.   &  M.   Co. 

Bumpers,  Car  Seat. 

Elastic  Tip  Co. 
Elec.  Service  Supplies  Co. 
Imperial  Rubber  Co. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 

Bunkers,  Coal. 
American  Bridge  Co. 
Brown  Hoisting  Machinery  Co. 

Bunting. 

Boyle  &  Co.,  Inc.,  John. 
Bushings,    Fibre. 

Diamond    State   Fibre    Co. 
Bushings,  Graphite  and  Wooden. 

Graphite  Lubricating  Co. 
Bushings,  Rubber. 

Imperial  Rubber  Co. 
Buttons.        (See       Badges      and 

Buttons.) 
Cables.    (See  Wires  and  Cables.) 
Carbon  Brushes,     (See    Brushes, 

Carbon.) 

Car  Equipment.  (For  Fenders, 
Heaters,  Registers,  Wheels, 
etc. — see  theses  headings.) 

Car  Trimmings.  (For  Curtains, 
Registers,  Doors,  Seats,  etc. — 
See  those   headings.) 

Cars,    Passenger,    Freight,    Ex- 
press, etc. 
American  Car  Co. 
Brill  Co.,  The  J.  G. 
Cambria  Steel  Co. 
Cincinnati    Car    Co. 
Jewett   Car  Co. 
Jones'   Sons   Co.,   J.   M. 
Kuhlman  Car  Co..  G.  C. 
McGuire-Cummings  Mfg.  Co. 
Niles  Car  &  Mfg.  Co. 
St.  Louis  Car  Co. 
United  Electric  Car  Co. 
Wason  Mfg.  Co. 

Cars,  Prepayment. 
Prepayment  Car  Sales  Co. 

Cars,  Self- Propelled. 
Electric  Storage  Battery  Co. 
General  Electric  Co. 

Castings,  Composition  of  Cop- 
per. 

Anderson  M.  Co.,  A.  &  J.  M. 
Imperial  Brass  Mfg.   Co. 

Castings,  Gray  Iron  and  Steel. 
Amer.  Brake  Shoe  &  Fdry.  Co. 
American  Bridge  Co. 
American   Gen'l   Eng'g  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Falk  Co.,  The. 
Hadfield's,  Ltd. 
Jeffrey  Mfg.  Co. 
Jones'  Son  Co.,  J.  M. 
Long  Co.,  E.  G. 
St  Louis  Car  Co. 
St.  Louis  Steel  Foundry. 
Standard  Steel  Works  Co. 
Union  Spring  &  Mfg.  Co. 

Castings,  Malleable  and  Brass. 
Amer.  Brake  Shoe  &  Fdry.  Co. 
American  Gen'l  Eng'g  Co. 
Hadfield's.  Ltd. 
Imperial   Brass  Mfg.    Co. 
Jeffrey  Mfg.  Co. 
Long  Co.,   E.  G. 
St.  Louis  Car  Co. 


Catchers  and  Retrievers,  Trol- 
ley. 

Eclipse  Railway  Supply  Co. 
Elec.   Service  Supplies  Co. 
Long  Co.,  E.  G. 
New  Haven  Trolley  Sup.  Co. 
Trolley  Supply  Co. 
Wasson  Engr'g  &  S.  Co. 
Wood  Co.,  Chas.  N. 

Celling,  Car. 
Keycs  Products  Co. 
Pantasote  Co. 

Checks,  Employees'. 

American  Ry.   Supply  Co. 

Chemists. 

Little,  .\rthur  D.,  Inc. 

Cheese  Cloth. 

Boyle  &  Co.,  Inc.,  John. 

Circuit  Breakers. 

Cutter  Electrical  &  Mfg.  Co. 
Garton  Co.,  W.  R. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Clamps      and      Connectors      for 
Wires  and   Cables. 
American  Gen'l  Eng'g  Co. 
Anderson  M.  Co.,  A.  &  J.  M. 
Elec.  Engrs.  Equipment  Co. 
Elec.    Service    Supplies   Co. 
General    Electric    Co. 
Klein   &   Sons,   Mathias. 
Ohio   Brass   Co. 
Western    Electric    Co. 
Westinghouse  Elec.   &  M.  Co 

Cleaners    and    Scrapers,    Track. 
(See  also  Snow-Plows,  Sweep- 
ers and   Brooms.) 
Brill    Co.,    The    J.    G. 
Cincinnati  Car  Co. 
McGuire-Cummings    Mfg.    Co. 
Ohio   Brass   Co. 
Van  Dorn  &  Dutton  Co. 
Western    Electric    Co. 

Cleats,    Car    Wiring. 
General  Electric  Co. 

Clusters  and  Sockets. 

General   Electric   Co. 

Coal  and  Ash  Handling.  (See 
Conveying  and  Hoisting  Ma- 
chinery.) 

Coll  Banding  and  Winding  Ma- 
chines. 

American   Gen'l   Eng'g  Co. 
Columbia  M.  W.    &  M.   I.    Co. 
Electric   Service   Supplies   Co. 
Garton   Co.,   W.    R. 
Western  Electric  Co. 

Coll   Impregnation. 
Electric   Operations  Co. 
Federal  Electrical  Mfg.  Co. 

Colls,    Armature   &    Field. 
Cleveland    Armature    Works. 
Columbia  M.   W.    &  M.   I.   Co. 
D  &  W  Fuse  Co. 
Electric    Operations    Co. 
General   Electric   Co. 
Mica  Insulator  Co. 
Westinghouse  Elec.   &  M.   Co. 

Colls,  Choke  £   Kicking. 
Electric  Service  Supplies  Co. 
General  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Coin  Carriers. 
Etter,  Chas.  F. 

Coin-Counting    Machines. 
International   Register   Co. 
Johnson  Fare  Box  Co. 

Commutator  Slotters. 
American  General  Eng'g  Co. 
General    Electric    Co. 
Westinghouse  Elec.   &  M.   Co. 
Wood   Co.,   Chas.    N. 

Commutator  Truing   Devices. 
American  General  Eng'g  Co. 
General  Electric  Co. 


March  6,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


105 


In  Thibet 

A  certain  type  of  Thibetan  punish- 
ment consists  in  tying  the  criminal  to 
a  horse  and  jogging  him  over  the 
streets. 

Seems  like  harsh  punishment,  and  you 
naturally  have  sympathy  for  the  crimi- 
nal because  he  is  a  human  being. 
But  you  have  no  sympathy  for  the  car 
motor  that  is  dragged  through  the 
streets  revolving  against  brushes  that 
act  on  the  commutator  like  the  cobble 
stones  act  on  the  criminal. 
Those  who  haven't  sympathy  for  a 
commutator  because  it  has  no  feeling 
should  show  some  for  the  humans 
who  pay  for  the  extra  commutator 
wear  and  repair  incident  to  the  use  of 
ill-chosen  brushes. 

They  should  have  the  right  Morganite 
brushes  prescribed  for  them — we  say 
Morganite  advisedly. 
To  prescribe  properly  is  the  service 
our  engineering  department  offers 
your    road. 


"M  or^  an  Crucible 
Company  Limited 

120libpr»y  St,NowY<,rKCi*y 


Factory,  Brooklyn 

AGENTS: 

lewis  &  Roth  Co.,  312  Denckla  Bldg.,  PhUadelphia 

Electrical  Engineering  &  Mfg.  Go. 
First  National  Bank  Bldg.,  Pittsburgh 

.<93 


The  Highest  Development 

In  Very  Small  Indicating  Instruments 
for  Direct  Current 

is  marked  by  the 


MODBL    280,    Slnsle 

Rangre     Portable 

Voltmeter 

*  One-quarter  Slie.) 


Miniature 

Precision    Instruments 

PORTABLE 

Volt-Meters,        MIlllTOltmetera, 

Volt-AmmeterB,      Ammeters. 

Mil- Ammeters 

are  snpplicd  in  slnKle,  double  and 
triple  ranees,  the  Triple  Range 
Volt-Ammeter  comprislnR  six  In- 
struments In  one.  This  Kroup  also 
Includes      BATTERY      TESTERS. 

SWITCHBOARD 

Voltmeters.      Volt-Amme- 
ters,   Aniineters,    Mll- 
Aiumeters 

This  new  line  of  instruments  rep- 
resents the  finest  development  of 
small  size  pivoted  movlnx  coll. 
permanent  maenet  type  of  in- 
struments. 

They  embody  characteristics  which 
have  made  the  well-known  Wes- 
ton Standard  famons  throuRbout 
the    world.      They    are    accurate. 

dead  beat  and  extremely  sensitive. 

They  may  be  left  continuously  in  circuit  at  full  load  and  are 

shielded  against  external  electrical  and  magnetic  influences. 

They  are  substantially  constructed  and  have  the  longest  scale 

ever  provided  In  instruments  of  similar  slie. 

The  prices  are  surprisingly  low  for  instruments  of  such  quality. 

The  several  models  and  ranges  offer  a  selection  from  over  300 

different  combinations.     They  are  listed  in  BULLETIN  NO.  8. 

WHICH  WILL  BE  MAILED  UPON  REQUEST. 

Weston  Electrical   Instrument  Co.,  Newark,  N.  J. 


MODEL,  267,  Switch 
board     Ammeter. 

(One-quarter  Size.) 


New  York 
Chicago 
Philadelphia 
Boston 


St.  Louis 
Denver 

San  Francisco 


Detroit 
Cleveland 
Butralo 
Atlanta 


Richmond 

Toronto 

Montreal 


Winnlpei 
Vancouver 
Berlin 
London 


Mr.  Purchasing  Agent: 

Won't  you  try  us  with  your  next  punch  order?  Here 
is  our  motto : 

"Nobody  can  sell  you  better  punches  than  we  can. 
Nobody  will  sell  you  punches  cheaper  than  we  will. 

"We  guarantee  against  all  defects.  We  repair  our 
customers'  old  punches  at  cost." 

We  have  most  business  where  best  known.  Our 
whole  business — punches  for  railways.    Try  us. 

Stowe  Railway  Punch  Go. 

Newark,  N.  J. 


Technical  Men  Want  Facts 

Journal  advertisers  who  present  facts 

see  ample  evidence  that  their 

advertisements  are  read. 


# 


ADAMANTINE  BUSHINGS 

A  Special  Bronze-Graphite  Trolley  Bushing 
True  to  Measurements     Impervious  to  Moisture 

.Standard  sizes  carried  in  stock.    Quick  deliveries  of  specials 

THE  W.  R.  GARTON  COMPANY 

CHICAGO 


106 


(Commutators  or  Parts  to  Hose,  Pneumatic  and  Fire) 


[March  6,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers   in  this  issue  of  Electric  Railway  Journal 


Commutators    or    Parts. 
American  General  Eng'g  Co. 
Cameron    Electrical    Mfg.    Co. 
Cleveland    Armature    Works. 
Columbia  M.   «'.   &   M.   I.   Co. 
Garton  Co.,  W.   R. 
General  Electric  Co. 
Long    Co.,    E.    G. 
Mica   Insulator   Co. 
Western   Electric  Co. 
Westinghouse   Elec.    &  M.   Co. 

Compressors,   Air. 

Allis-Chalmers     Mfg.     Co. 
Curtis    &    Co.    Mfg.    Co. 
General  Electric  Co. 
Westinghouse    Trac.    B.    Co. 

Condensers. 

Allis-Chalmers    Mfg.     Co. 
General  Electric   Co. 
Westinghouse    Machine   Co. 

Conduits. 

Fibre   Conduit  Co. 
.Johns-Manville  Co.,    H.   W. 
Standard    Underground    Cable 

Co. 
Western    Electric   Co. 

Controller    Regulators. 

Electric    Service    Supplies    Co. 

Controllers  or   Parts. 

Allis-Chalmers  Mfg.   Co. 
American  General  Kng'g  Co. 
Columbia  M.   W.    &   M.   I.   Co. 
Electric    Service    Supplies    Co, 
General  Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Kerschner  Co..  Inc.,  W.  R. 
Westinghouse  Elec.   &   M.   Co. 

Controlling   Systems. 
General  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Converters,  Rotary. 

Allis-Chalmers  Mfg.    Co. 
General    Electric    Co. 
Western  Electric  Go. 
Westinghouse   Elec.   &   M.   Co. 

Conveying     and     Hoisting     Ma- 
chinery. 

American    Bridge    Co. 

Brown  Hoisting  Machy.   Co. 

Green   Eng.   Co. 

Hadfield's,   Ltd. 

Jeffrey  Mfg.  Co. 
Cord,  Bell,  Trolley,  Register,  etc. 

Brill  Co..    The  J.    G. 

Electric    Service    Supplies    Co. 

Garton  Co.,  W.  R. 

Imperial    Rubber    Co. 

International   Register    Co. 

Long  Co.,  E.  G. 

Roebling's    Sons    Co..    John    A. 

Samson   Cordage   Works. 

Cord  Connectors  &  Couplers. 
Electric  Service  Supplies  Co. 
'  Samson    Cordage    Works. 
mood  Co.,  Chas.  N. 

Cotton    Duck. 
Boyle  &  Co.,  Inc.,  John. 

Couplers,  Car. 

Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Long  Co.,   E.   G. 
McGuire-Cummings    Mfg.    Co. 
Ohio  Brass  Co. 
Westinghouse   Trac.    B.    Co. 

Cranes.     (See  also   l-iolsts.) 
AUis-Chalmers    Mfg.    Co.  | 

Brown  Hoisting  Mchy.   Co. 
Niles-Bement-Pond  Co. 
Thew  Automatic  Shovel  Co. 

Creosoting.        (See     Wood     Pre- 
servatlves.) 

Cross  Arms.     (Sec   Brackets.) 

Crossing    Foundations. 

International  Steel  Tie  Co. 

Crossing  Signals.     (See   Signals, 
Crossing.) 

Crossings,    Track.       See     Track 
Special  Work.) 

Crushfers  and   Pulverizers. 
Jeffrey    Mftr     Ci 

Culverts. 
American  Rolling  Mill  Co. 
Atlas  Metal  Works. 
Bark  River  B.  &  Culvert  Co. 
California  Corr.   Culvert   Co. 
Canton  Culvert   &   Silo  Co. 
Coast  Culvert  &  Flume  Co. 
Corrugated   Culvert   Co. 


Delaware  Metal  Culvert  Co. 
Dixie  Culvert  &   Metal  Co. 
Hardesty  Mfg.   Co.,  R. 
Illinois    Corrugated    Metal    Co. 
Independence  Cor.  Culvert  Co. 
Iowa  Pure  Iron  Culvert   Co. 
Kentucky  Culvert  Co. 
Lee-Arnett   Co. 
Lone    Star    Culvert    Co. 
Lyle  Corrugated  Culvert  Co. 
Michigan  Bi-idge  &  Pipe  Co. 
Montana    Culvert    Co, 
Nebraska  Culvert  &   Mfg.   Co. 
Nevada  Metal   Mfg.    Co. 
New    England    Metal    Cul.    Co. 
North    East    Metal    Cul.    Co. 
Northwestern  Sheet  &  I.  Wks. 
O'Neall   Co.,    W.    Q. 
Ohio    Corrugated    Culvert    Co. 
Pennsylvania  Metal  Cul.  Co. 
I^.oad   .Supply   &   Metal   Co. 
Siou.x  Falls  Metal  Culvert  Co. 
.Spencer,    J.    N. 
Spokane  Corr.    Cul.   Co. 
Tenne.ssee  Metal  Culvert  Co. 
Utah    Corr.    Culvert    &    Flume 

Co. 
Virginia  Metal  &   Culvert  Co. 
Western  Metal  Mfw.   Co. 

Curtains    and    Curtain    Fixtures. 
Acme  Supply  Co. 
Brill  Co.,  The  J.   G. 
Dupont  Fabrikoid  Co. 
TSlectric    Service    Supplies    Co. 
Pantasote  Co. 

Railway  Supply  &  Curtain  Co. 
St.    Loui.s   Car  Co. 

Cusiiions,   Field  Coll. 

Massachusetts  Chemical   Co. 
Walpole  Tire  &  Rubber  Co. 

Derailing       Devices.       (See    also 
Track  Work.) 
Cleveland  Frog  &  Cross.  Co. 
U.  S.  Metal  &  Mfg.  Co. 

Despatching    Systems. 

Northey-.Simmen    Sig.    Co. 
Simmen    Automatic    Ry.     Sig. 

Co. 
Western  Electric  Co. 

Detective  Service. 
Drummond's     Detective    .Ag'y. 
Wisch   Service,   P.   Edward. 

Disinfectants. 

Gardner  &  Co. 

Door    Operating    Devices. 

Electric  Service  Supplies  Co. 
Prepayment  Car  Sales  Co. 

Doors   and    Door   Fixtures. 

Brill  Co.,  Tlle  J.  G. 

General   Electric  Co. 

Electric  Service  Supplies  Co. 

Hale  &  Kilburn  Co. 
Doors,    Asbestos. 

Johns-Manville  Co.,  H.  W. 
Doors,    Folding    Vestibule. 

iOlectrlf  .Service  Supplies  Co. 

I'repayment  Car  Sales  Co. 
Doors,  Steel. 

Acme   Supply  Co. 
Doors,  Steel  Rolling. 

Kinnear  Mfg.  Co. 
Draft,   Rigging.     (See  Couplers.) 
Drills,  Track. 

American  Steel  &  Wire  Co. 

Elec.   Service   Supplies  Co. 

Long   Co..    E.    G. 

Niles-Bement-Pond     Co. 

Ohio  Brass  Co. 
Dryers  and   Purifiers,   Oil.     (See 

Purifiers   and    Dryers,   Oil.) 

Dryers,  Sand. 
Zelnickcr  Sup.    Co.,  W,  A. 

Engineers,  Consulting,  Contract- 
ing  and    Operating. 
Arclibold -Brady  Co. 
Arnold    Co. 
Bemis,   Anthony  J. 
Burch.   Kdw.    P. 
Byllesby  &  Co.,  H.  M. 
Ford,  Bacon  &  Davis. 
Greims  Corporation.  H.  E. 
GuUck-Henderson    Co. 
Herrlck,   Albert  B. 
Hovey,  M.   H. 
Hunt  &  Co.,    Robert  W. 
.Jackson.  D.  C.  &  Wm.  B. 
Little.    Arthur    D.,    Inc. 
Neller.   Rich   &   Co. 
Rlchey,  A.  S. 
Roosevelt   &   Thompson. 
Sanderson  &  Porter. 
Sargent    &    Lundy. 


Scofleld  Engineering  Co. 
Stone    &    Webster   Eng.    Corp. 
White  &  Co.,  J.  G. 
Woodmansee  &  Davidson,  Inc. 

Engines,  Gas  and  Oil. 

Allis-Chalmers   Mfg.    Co. 
Westinghouse    Macliine    Co. 

Engines,   Steam. 
AUis-Chalmers  Mfg.   Co. 
Westinghouse  Machine  Co. 

Fare  Boxes 
American  General  Eng'g  Co. 
Brill  Co.,  The  J.   G. 
Cleveland  Fare  Box  Co. 
Dayton   Fare   Recorder   Co. 
International    Register    Co. 
Johnson  Fare  Box  Co. 

Fences  and   Fence   Posts. 

American  Steel  &  Wire  Co. 

Fencing    Wire. 
American  Steel  &  Wire  Co, 

Fenders  and  Wheel  Guards. 
Brill  Co.,   The  J.   G. 
Cincinnati  Car  Co. 
Cleveland   Fare    Box    Co. 
Consolidated    Car    Fender    Co. 
Eclipse    Railway    Supply    Co. 
Electric    Service    Supplies    Co. 
McGuire-Cummings    Mfg.    Co. 
Parmenter,   F.    &   W.   G.   Co. 
Star  Brass  Works. 
Western  Electric  Co. 

Fibre. 
Amer.   Vulcanized   Fibre   Co. 
Diamond  State  Fibre  Co. 
Westinghouse   Elec.   &   M.    Co. 

Fibre   Tubing. 
Diamond    State    Fibre    Co. 
Fibre   Conduit   Co. 
Johns-Manville   Co.,   H.   W. 

Field  Coils.      (See  Coils.) 

Fire     Extinguishing     Apparatus. 

Electric    Operations    Co. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Pyrene  Mfg.  Co. 

FIreproofing  Materials. 
Johns-Manville  Co.,   H.    W. 

Flooring   Composition. 
Acme  Supply  Co. 
Amer.    Mason  Safety  Tread  Co. 
Johns-Manville  Co.,   H.  W. 
Western  Electric  Co. 

Forglngs. 
Standard   Motor  Truck    Co. 
Standard    Steel    AVorks   Co. 

Frogs,  Track.  (See  Track  Work.) 

Furnaces.      (See    Stokers.) 

Fuses   and    Fuse    Boxes. 
American  General  Eng'g  Co. 
Columbia  M.   W.   &  M.   I.   Co. 
D   &  W   Fuse   Co. 
General  Electric  Co. 
.Johns-Manville  Co.,   H.  W. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Fuses,    Refillable. 
Columbia   M.   W.    &   M.   I.   Co. 
Economy   Fuse   Mfg.   Co. 
Johns-Manville   Co.,   H.   W. 

Gaskets. 

Diamond  State  Fibre  Co. 
Imperial   Rubber  Co. 
.Johns-Manville  Co.,   H.  W. 
Power    Specialty    Co. 

Gas    Producers. 

Westinghouse   Machine  Co. 

Gates,   Car. 

Brill   Co.,    The  J.    G. 
Cincinnati  Car  Co. 
Jewett   Car   Co. 

Gauges,  Oil  and  Water. 
Ohio  Brass  Co. 

Gear   Blanks. 

•  Carnegie   Steel   Co. 
Diamond    State    Fibre    Co. 
Standard   Steel   Works   Co. 

Gear  Ca«es. 
Bemis  Car  Truck  Co. 
Columbia  M.   W.   &  M.   I.   Co. 
Electric    Service   Supplies    Co. 
Jeffrey  Mfg.   Co. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.  &  M.   Co. 


Gears  and    Pinions. 

American    Genl    Eng'g   Co. 
Amer.   Vulcanized  Fibre  Co. 
Columbia  M.   W.    &   M.    1.    Co. 
Diamond    State    Fibre    Co. 
Elec.  Service  Supplies  Co. 
Garton    Co.,    W.    R. 
General  Electric  Co. 
Hadfield's,   Ltd. 
Kerschner  Co.,   Inc.,   W.   R. 
Long  Co.,    E.    G. 
Nuttall  Co.,   R.  D. 
Tool   Steel  Gear  &   Pinion   Co 
Van  Dorn  &•  Dutton  Co. 

Generators,  Alternating  Current. 
Allis-Chalmers    Mfg.    Co. 
General   Electric    So. 
Western    Electric   Co. 
Westinghouse   Elec.    ii    M.    Ci 

Generators,    Direct    Current. 
Allis-Chalmers  Mfg.   Co. 
Dick,   Kerr   &   Co. 
General  Electric  Co 
Jeffrey   Mfg.    Co. 
Western    i'llectric   Co. 
Westinghouse    Elec.   &    M.    C" 

Gongs.      (See    Bells   and    Gongs.) 

Gongs,    f^otary    Foot. 

Reiter,  G.  C. 

Graphite. 

Dixon   Crucible   Co..    Josepli. 
Morgan  Crucible  Co. 

Greases.       (See    Lubricants.) 

Grinders   and    Grinding    Wheels. 
Hadfield's.    Ltd. 
Railw-av   Track-work   Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western    Electric    Co. 

Grinders,  Portable.  Electric. 
Railway  Track-work  Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western  Elec.  Co. 

Guards,   Cattle. 

American    Bridge    Co. 

Guards,  Trolley. 

Electric    Service    Supplies    Cn 
Ohio  Brass  Co. 

Harps,  Trolley. 

American  Genl  Eng'g  Co 
Anderson  M.  Co.,  A.  &  J.  M. 
Elec.  Service  Supplies  Co. 
Garton    Co.,    W.    R. 
More-,Iones  Brass  &  Metal  ۥ 
Nuttall  Co.,    R.  D. 
Star  Brass  Works. 
Western  Electric  Co. 

Headlights. 
Electric    Service    Supplies    Co 
Garton  Co.,  W.  R. 
General    Electric   Co. 
.Jones'   Sons  Co.,  J.  M. 
Long  Co..   B.   G. 
Ohio  Brass  Co. 
St.  Louis  Car  Co. 
Trolley   Supply   Co. 
Westinghouse   Elec.    &   M.   Co 

Headlining. 
Keyes  Products  Co. 
Pantasote   Co. 

Heaters.  Car   (Electric). 
Johns-Manville  Co.,   H    W. 

Heaters,   Car,   Hot  Air. 
Cooper  Heater  Co. 
Smith  Heater  Co.,  Peter. 

Heaters,  Car,   Hot  Water. 
Cooper  Heater  Co. 
Smith  Heater  Co..  Peter. 

Heaters,   Car,   Stove. 

Electric    Service    Supplies    c^' 
McGuire-Cummings   Mfg.    C  > 

Hoists   and    Lifts. 
Curtis  &  Co.  Mfg.  Co. 
DulT  Mfg.   Co. 

Ford  Chain  Block  &  Mfg.   Co. 
Niles-Bement-Pond    Co. 
Van  Dorn  &  Dutton  Co. 

Hose  Bridges. 
Ohio  Brass  Co. 

Hose,  Pneumatic  &  Fire. 
Imperial   Rubber  Co. 
•Tohns-Manville  Co..   H.   W 
Nichols-Lintern  Co. 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


107 


Put  it  Under  the 
Magnifying  Glass 

— ^You  won't  See  a  Single 
Pinhole  in  an  Entire  Roll 


Put  a  roll  of  our  friction  tape  under  the  magnifying  glass.  Examine 
it  carefully — from  end  to  end,  if  you  like.  Vou  won't  find  a  single 
pinhole,  not  one.  \Va!|iole  manufacturing  and  inspection  method  safe- 
guard you  against  such  imperfections.     That's  why 

Walpole  Insulating  Tapes 

command  the  confidence  of  so  many  big  central  stations.  They  know 
their  consistent,  uniform  quality.  They  know  that  Walpole  Tapes  will 
not  weaken  with  age  and  will  last  and  last — in  the  storeroom  or  on 
the  job — without  drying  out.  They  know  that  these  things  count  in 
keeping  down  trouble  and  expense.     Make  a  trial  order  now. 


®  o^ofe  Ttre  &  Gutter  Cb, 

Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 


Pioneers  in  Insulation  Engineering 


The  Car  without  a 
Ventilation  Regret 

"Globe  Ventilators"  of  course!  They  happen  hero 
to  be  on  the  "Perfect  Cars"  of  the  Pacific  Electric 
Railway.  The  "Globe"  is  indifferent  to  car  direc- 
tion. It  clears  the  foul  air  rapidly.  Once  installed, 
it  stays  put  at  no  cost  to  speak  of.  Our  data  of  the 
wide  use  of  the  "Globe,"  and  bhie  prints  ouo:ht  to  be 
in  your  hands. 

Globe  Ventilator   Company 

Troy,  N.  Y. 


TOOLS 


for  all  classes  of  electrical  construction  and  repair 
work.    Write  for  catalog. 

Mathias  Klein  &  Sons  c-r,^^^^""  Chicago 


See  the  Crank  of  the 

CREA6HEAD  DESTINATION  SIGN  I 

\iy  iiieani  of  it.  coiiduclur  or  mntoiiuan 
can  change  sign  without  leaving  platform. 
-Ml  that  has  to  be  done  is  to  turn  the 
craiik.       Better    investigate. 


CREAGHEAD  ENGINEERING  CO.,  CINCINNATi,  0. 


D^^^^ 


"Trade  .M.iric  lioc.   L.  h.   Pat.  Off." 

Samson  Spot  Waterproofed  Trolley  Cord 

Made  of  fine  eotton  yarn  braided  hard  and  smooth.  Inspected 
and  guaranteed  free  from  flaws.  Proved  to  be  the  most  durable 
and  economical.      Saniplos  and  information  gladly  sent. 

SAMSON  CORDAGE  WORKS,  BOSTON,  MASS. 


Car  Seat  Bumpers 

Various  Shapes 


Elastic   Tip    Co. 

370  Atlantic  Ave. 
BOSTON,  MASS. 


108 


(Hydraulic  Machinery  to  Sash   I'lxtures,  Car) 


[March  6,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers   in  this  issue  of  Electric  Railway  Journal 


Hydraulic  Machinery. 
Allis-Chalmers  Mfg.   Co. 
Niles-Bement-Pond  Co. 
Watson-Stillman   Co. 

Hydrogrounds. 
Brach  Supply  Co.,  L.  S. 
Lord  Mfg.  Co. 


Impregnating  Apparatus.  (See 
Vacuum   Drying  Apparatus.) 

Inspection. 
Hunt  &  Co.,   Robt.  W. 

Instruments,  Measuring,  Testing 
and   Recording. 
General  Electric  Co. 
Johns-Manville  Co.,   H.   W. 
Western  Electric  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 
Weston  Elec'l  Instrument  Co. 

insulating  Cloth,  Paper  and 
Tape. 

-■Anchor  Webbing  Co. 
Diamond   State   Fibre   Co. 
Garton  Co.,  W.  K. 
General  Electric  Co. 
Hope  Webbing  Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.   W. 
Massachusetts  Chemical  Co. 
Mica  Insulator  Co. 
Okonite   Co.,   The. 
Sherwin-Williams  Co. 
Standard  Paint  Co. 
Walpole  Tire  &  Rubber  Co. 
Western   Electric   Co. 
Westinghouse  Elec.   &  M.   Co. 

insulations.      (See   also  Paints.) 
Anderson  M.  Co.,  A.  &  J.  M. 
Diamond  State  Fibre  Co. 
Electric  Service  Supplies  Co. 
Garton  Co.,  W.  R. 
General  Electric  Co. 
Imperial  Rubber   Co. 
.lohns-Manville  Co.,   H.   W. 
Massachusetts  Chemical  Co. 
Okonite  Co.,   The. 
Sherwin-Williams    Co. 
Standard  Varnish  Works. 
.Sterling  Varnisli  Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Insulators,      Including      3d-Rali. 
(See  Line  Material.) 
Anderson  M.  Co.,   A.  &  J.  M. 
Creaghead  Engineering  Co. 
Drew  Elec.   &  Mfg.   Co. 
Electric  Ry.  Equipment  Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General  Electric  Co. 
Heraingray  Glass  Co. 
•Tohns-Manville  Co.,  H.  W. 
Macallen  Co..   The. 
Newark  Engrg.   Mfg.   Co. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 
White  Co..   T.   C. 

Insurance,  Fire. 

Marsh  &  McLennan. 

Inventions    Developed    and    Per- 
fected. 
Peters  &  Co.,   G.  D. 

Jack  Boxes.  (See  also  Tele- 
phone Apparatus  and  Parts.) 
Electric  Service  Supplies  Co. 
Western  Electric  Co. 

Jacks.    (See  also  Cranes,  Hoists 
and   Lifts.) 
American  Gen'l  Eng'g  Co. 
Brill  Co.,  The  J.  G. 
Buckeye  Jack  Mfg.  Co. 
Columbia  M.  Wks.   &  M.  I.  Co. 
DufT  Manufacturing  Co. 
Watson-Stillman  Co, 

Joints,   Rail. 

Carnegie  Steel   Co. 

Falk   Co. 

Hadfield's,  Ltd. 

Rail  Joint  Co. 

Track  Specialties   Co. 

Zelnicker  Supply  Co.,  W.  A. 
Journal  Boxes. 

Brill  Co.,  The  J.  G. 

Long  Co.,   E.  G. 

McGuire-Cummlngs    Mfg.    Co. 

Railway   Roller  Bearing  Co. 

S  K  F  Ball  Bearing  Co. 
Junction  Boxes. 

Standard    Underground    Cable 
Co. 
Laboratory. 

Little,  Arthur  D.,  Inc. 


Lamp    Guards   and    Fixtures. 

Anderson   .VI.    Co..   A.   <&   J.    M. 

Electric  Service  Supplies  Co. 

General  Electric  Co. 

Johns-Manville  Co.,  H.  W. 

Westinghouse  Elec.  &  Mfg.  Co. 
Lamps,    Arc    and    Incandescent. 
(See   also    l-ieadlights.) 

Anderson  M.  Co..  A.  &  J.  M. 

General   Electric  Co. 

Western   Electric  Co. 

Westinghouse  Elec.   &  M.   Co. 
Lamps,  Signal  and  Marker. 

Nichols-Lintern   Co. 

Oiiio  Brass  Co. 
Lathes,   Car   Wheel. 

Niles-Bement-Pond  Co. 
Lifts.   Electric  &  Pneumatic. 

Yale   &   Towne   Mfg.   Co. 
Lifters,   Car  Step. 

Consolidated    Car    Fender    Co. 
Lightning  Protection. 

Anderson   M.   Co.,   A.    &  J.   M. 

Brach  Supply  Co..  L.   S. 

Electric    Service    Supplies    Co. 

Garton  Co.,  W.  R. 

General  Electric  Co.  i 

Newark  Engrg.   Mfg.   Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse   Elec.  &   M.  Co. 
Line  Material,    (See  also  Brack-  i 

ets,    insulators,   Wires,   etc.) 
\      American  Gen'l  Eng'g  Co. 
:      Anderson  M.    Co..   A.   &  J.    M. 

Archbold- Brady   (Do. 

Creaghead  Engineering  Co. 
I      Diamond  .State  Fibre  Co. 

Dick,  Kerr  &  Co. 
!      Drew  Elec.   &  Mfg.   Co.  ; 

Elec'l  Engrs.   Equipment  Co. 

Electric  Ry.  Equipment  Co. 

Electric    Service    Supplies   Co 

Garton  Co.,  W.   R. 

General  Electric  Co. 

Johns-Manville    Co.,    H.    W. 

Macallen  Co. 

Newark  Engrg.  Mfg.  Co. 

Ohio  Brass  Co. 

Western  Elec.    Co. 

Westinghouse  Elec.   &   M.   Co. 

White  Co.,  T.   C.  , 

Locks.  I 

Yale  &  Towne  Mfg.  Co.  | 

Lock  Nuts.     (See  Nuts.) 
Locomotives,    Electric.  ' 

Baldwin  Locomotive  "^'orks. 

Brill  Co..  The  J.   G. 

General  Electric  Co. 

Internal    Combustion    Co.  I 

Jeffrey  Mfg.  Co.  I 

.Tones'  Sons  Co..  J.  M. 

McGuire-Cummings  Mfg.    Co.    j 

Westinghouse  Elec.   &   M.   Co.  i 
Lubricants,  Oil  &  Grease. 

Borne,  Scrymser  Co. 

Dearborn  Chemical  Co. 

Dixon  Crucible  Co.,  Jos. 

Galena-Signal  Oil  Co. 

Universal  Lubricating  Co. 
Lubricating   Engineers, 

Galena  Signal  Oil  Co. 
Lumber.     (See  Poles,  Ties,  etc.) 
Machine  Tools. 

Niles-Bement-Pond   Co. 

Watson-Stillman  Co. 
Mats. 

Tmperial  Rubber   Co. 

.Tohns-Manville    Co.,    H.    W. 

Massachusetts  Chemical  Co. 

Walpole  Tire  &  Rubber  Co 
Meters.     (See   Instruments.) 
Mica. 

I>ong  Co.,  E.  G. 

Macallen  Co. 

Mica  Insulator  Co. 
Mirrors   fop    Motormen. 

Drew  Elec.   &  Mfg.   Co. 
Motormen's  Seats. 

Elec.   Service  Supplies  Co. 

Wood  Co.,  Chas.  N. 
Motors,    Electric. 

Allis-Chalmers  Mfg.  Co. 

Dick.   Kerr  &  Co. 

General  Electric  Co. 

National   Brake  &  Elec.   Co. 

Western   Electric  Co. 

Westinghouse  Elec.   &  M.   Co. 
Nuts  and  Bolts. 

Allls-Chalmers  Mfg.   Co. 

American    Lock-Nut    Co. 

Barbour- Stockwell  Co. 

Long  Co.,  B.  G. 

Standard  Motor  Truck  Co. 

U.  S.  Metal  &  Mfg.  Co. 
Otis.     (See  Lubricants.) 


Oscillators,   Signal. 

Protective  .Signal  Mfg.  Co. 
Oxy-Acetylene    Apparatus. 

Imperial   Brass    Mfg.    Co. 
Ozonators. 

General  Electric  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 

Packing. 

Diamond  State  Fibre  Co. 

Electric  Service  Supplies  Co. 

Garton  Co.,   W.   R. 

Imperial   Rubber  Co. 

Jobns-Manville  Co.,  H.  W. 

Post  &  Co.,   E.   L. 

Power   Specialty   Co. 
Paints  and  Varnishes.     (Insulat- 
ing.) 

General   Electric  Co. 

Imperial  Rubber  (IJo. 

Johns-Manville   Co.,   H.    W. 

Long  Co.,    E.   G. 

Massachusetts  Chemical   Co. 

Mica  Insulator  Co. 

Sherwin-Williams  Co. 

Standard  Paint  Co. 

Standard  Varnish  Works. 

.Sterling  Varnish  Co. 

Walpole  Tire  &  Rubber  Co. 
Paints     and     Varnishes.       (Pre- 
servative.) 

Dixon  Crucible  Co.,  Jos. 

Johns-Manville  (To.,  H.  W. 

Long  Co..   E.  G. 

Massachusetts  Chemical  Co. 

Sherwin-Williams  Co. 

Standard  Paint  Co. 

Sterling  Varnish  Co. 

Walpole  Tire  &  Rubber  Co. 
Paints  and  Varnishes  for  Wood- 
work. 

Massachusetts  Chemical   Co. 

Sl'.'erwin-Williams  Co. 

Walpole  Tire  &  Rubber  Co. 
Park  Attractions, 

Este  Co.,   The  J.  D. 
Paving   Material. 

Am.   Brake  Shoe  &  Fdy.  Co. 

Barrett   Mfg.    Co. 

International  Creo.  &  Con.  Co. 

U.   S.  Metal  &  Mfg.  Co. 
Paving   Pitch. 

Barrett  Mfg.    Co. 

Pickups.   Trolley  Wire. 

Electric  Service  Supplies  Co. 
Ohio  Brass  Co. 
Pinion  Pullers. 
American  General  Eng.   Co. 
Columbia  Mach.  Wks.  &  M.  I. 

Co. 
General  Electric  Co. 
Wood  Co.,  Chas.  N. 

Pinions.     (See  Gears.) 

Pins,  Wood  <£.  Iron. 
Elec.   Service  Supplies  Co. 
National  Tube  Co. 
Ohio  Brass  Co. 

Pipe. 
National  Tube  Co. 

Pipe   Fittings. 
National  Tube   Co. 
Power   Specialty  Co. 
Standard   Steel  Works   Co. 
Watson-Stillman  Co. 

Planers.      (See    Machine    Tools.) 

Poles,  Metal  Street. 
Diamond  Steel  Pole  Co. 
Electric  Ry.  Equipment  Co. 
Garton  Co.,  W.  R. 
National  Tube  Co. 

Poles,    Ties,    Posts,    Piling    and 
Lumber, 
Garton  Co..  W.   R. 
International  Creo.  &  Con.  Co. 
Lindsley  Bros.  Co. 
Page  &  Hill  Co. 
Valentine-Clark  Co. 
Western  Electric  Co. 

Poles  and  Ties,  Treated. 

International  Creo.  &  Con.  Co. 
Lindsley  Bros.  Co. 
Page  &  Hill  Co. 
Valentine-Clark  Co. 
Western  Electric  Co. 

Poles,  Trolley. 

Anderson   M.    Co.,   A.    &   J.    M. 
Columbia  M.  W.  &  M.  I.  Co. 
Elec.   Service  Supplies  Co. 
Garton  Co.,  W.  R. 
Long  Co.,  E.  O. 
National  Tube  Co. 
Nuttall   Co.,  R.   D. 


Pole  Sleeves. 

Drew  Klec.   &   Mfg.   Co. 
Potheads. 

Okonite   Co.,   The. 
Pressure   Regulators. 

General  Electric  (20. 

Ohio  Brass  Co. 
Pumps. 

Allis-Chalmers  Mfg.   Co. 

Watson-Stillman  Co. 
1  Punches,  Ticket. 

Am.  Railway  Supply  Co. 

Bonney-Vehslage  Tool  Co. 

International    Register   Co. 

Stowe  Railway  Punch  Co. 

Wood    Co.,    Chas.    N. 

Woodman  Mfg.  &  Sup.  Co., 
Punching    Machinery. 

Watson-Stillman   Co. 
I  Rail    Grinders.      (See    Grinders.) 
!  Rail  Welding.    (See  Brazing  and 
Welding   Processes.) 
Rails,   New/. 

Cambria  Steel  Co. 
Rails,    Relaying. 

Zeinicker   Supply   Co.,    W.    A. 
Rattan. 

Brill  Co.,   The  J.  G. 

Electric  Service  Supplies  Co. 

Hale  &  Kilbum  Co. 

Jewett  Car  Co. 

McGuire-Cummings   Mfg.    Co. 

St.    Louis   Car   Co. 
Registers  and  Fittings, 

Brill  Co.,   J.   G. 

Cincinnati  Car  Co. 

Dayton   Fare   Recorder  Co. 

Electric   Service   Supplies  Co. 

International  Register  Co. 

Long  Co.,  E.  G. 

New  Haven  Trolley  Sup.  Co. 

Ohmer  Fare  Register  Co. 

Rooke  Auto.  Register  Co. 
Reinforcement,   Concrete. 

American  Steel  &  Wire  Co. 
Relays. 

Protective  Signal  Mfg.  Co. 
Repair    Shop    Appliances.      (See 

also  Coll,   Banding  and  Wind-  ' 

ing  Machinery.) 

American    Gen'l   Eng'g  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.   Service  Supplies  Co. 
Repair  Work.      (See  also  Coils.) 

Cleveland  Armature  Works. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric  Operations  Co. 

General   Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Replacers,   Car. 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.   Service  Supplies  Co. 

U.  S.  Metal  &  Mfg.  Co. 
Resistances,  Wire  and  Tube. 

General  Electric  Co. 

Western  Electric  Co. 

Westinghouse  Elec.  &  M,  Co. 
Retrievers,  Trolley.     (See  Catch- 
ers and  Retrievers,  Trolley.) 
Rheostats. 

General  Electric  Co. 

Mica  Insulator  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 
Roofing,    Building. 

Johns-Manville  Co.,  H.  W. 

Standard  Paint  Co. 
Roofing,   Car, 

Boyle  &  Co.,  Inc„  John. 

Johns-Manville  (Jo.,   H.  W. 

Keyes  Products  Co. 

Pantasote   Co. 

Rubber   Specialties. 
Imperial  Rubber  Co. 
Massachusetts   Chemical   Co. 
Walpole  Tire  &  Rubber  Ob. 

Rubbing    Cloth. 

Boyle  &  Co.,  Inc.,  John. 

Sand   Blasts. 

Curtis  &  Co.,  Mfg.  Co. 

Sanders,  Track. 
Brill  Co.,  The  J.  G. 
Cleveland  Fare  Box  Co. 
Electric  Service  Supplies  Cs. 
Jewett  Car  Co. 
Jones'  Sons  Co.,  J.  M. 
McGuire-Cummings  Mfg.   Co. 
Nichols-Lintern  Co, 
Ohio  Brass  Co. 
St.  Louis  Car  Co. 

Sash  Fixtures,  Car. 
Brill  Co.,  The  J.  G. 


March  6.  1915J 


ELECTRIC     RAILWAY     JOURNAL 


109 


Irving  Park  Boulevard,  Chicago,  111.      Brick  and  Granite  Pavement  filled  with  Barrett's  Paving  Pitch 

The  Seal  of  Superiority 


A  FILLER  that  seals  the  pave- 
ment both  winter  and  sum- 
mer, so  that  water  and  frost  cannot 
attack  the  foundation,  is  absolutely 
essential. 

Only  one  filler  can  be  relied  upon  to 
maintain  a  perfect  bond  for  all  sea- 
sons, and  that  is  a  reliable  paving 
pitch. 

Brick  shrinks  away  from  asphalt  in 
cold    weather,    causing   cracks    be- 


tween the  blocks.  Cement  does  not 
allow  for  expansion  in  hot  weather, 
and  cracks  and  "blow-outs"  result. 

Good  paving  pitch  has  none  of  these 
faults.  With  it  street  repairs  can 
be  easily,  quickly  and  economically 
made.  It  will  outlast  the  pavement 
itself — and  the  initial  cost  is  low. 

Not  all  pitch  is  reliable — don't  take 
chances — use  a  proved  pitch,  made 
especially  for  the  purpose.  Barrett's 
is  just  that. 


Illustrated  booklet  free  on  request. 

BARRETT  MANUFACTURING  COMPANY 

NEW  YORK        CHICAGO        PHILADELPHIA      BOSTON        ST.  LOUIS        CLEVELAND 
CINCINNATI        PITTSBURGH         DETROIT         BIRMINGHAM        KANSAS  CITY 
MINNEAPOLIS         SALT  LAKE  CITY         SEATTLE 


I.   ^.i^ssMjatgy 


I        I        111 


-•-'^'-!.i'>.rI^.r.^/ii,'^v>v?.C*l'.;<!i.'>,-s-^   ■ 


I        11 


110 


(Sash,  Metal,  Car  Window  to  Wrenches,  Track) 


[March  6,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Sash,   Metal,   Car  Window, 
Acme    Supply    Co. 
Hale  »t  Kilburn  Co. 

Scrapers,    Track.    (See    Cleaners 
and  Scrapers,   Track.) 

Seating     iVIaterials.        (See     also 
Rattan.) 
Dupont  Fabrikoid  Co. 
Fantasote  Co. 

Seats,  Car. 

Brill  Co.,   The  J.  G. 
Hale  &  Kilburn  Co. 
Jewett  Car  Co. 
Peters  &  Co.,  G.  D. 
Si.  Louis  Car  Co. 

Second-hand   Equipment. 
(See  pages  102,  103) 

Shade  Rollers. 

Harl.sliorii  Co.,  Stewart. 
Shades,  Vestibule. 

Brill  Co.,  The  J.  G. 

I'^lertric  Service  Supplies  Co. 
Shovels,  Power. 

Alli.s-Chalmers  Mfg.  Co. 

Theu-  Auto  Shovel  Co. 
Signal  Systems,  Block. 

Federal  Signal  Co. 

Hoeschen  Mfg.  Co. 

Nachod   Signal  Co.,   Inc. 

Xorthey-Simmen  Sig.  Co. 

Simmen      Automatic     Railway 
Signal  Co. 

Street  Railway  Signal  Co. 

Union  Switch  &  Signal  Co. 

U.  S.  Electric  Signal  Co. 

Western  Electric  Co. 

Wood  Co.,  Chas.  N. 
Signals,  Car  Marker. 

Nichols-Lintern  Co. 
Signals,   Highway  Crossing. 

Brach  Supply  Co.,  L.  S. 

Cook  Railway  Signal  Co. 

Elec.  Service  Supplies  Co. 

Hoeschen  Mfg.  Co. 

Nachod   Signal  Co.,   Inc. 

Ohio  Signal  Co. 

Protective  Signal  Mfg.  Co. 

U.  S.  Electric  Signal  Co. 
Signs,  Car  and  Track. 

Columbia  M.  W.  &  M.  I.  Co. 

Creaghead  Engineering  Co. 

Elec.  Service  .Supplies  Co. 

Western  Electric  Co. 
Skids,  Car. 

Garton  Co.,  W.  R. 
Skylights. 

National  Ventilating  Co. 
Slack  Adjusters. 

(See  Brake  Adjusters.) 
Sleet  Wheels  and  Cutters. 

American  General  Eng'g  Co. 

Anderson  Mfg.  Co.,  A.  &  J.  M. 

Bonney-Vehslage  Tool  Co. 

Drew    Elec.    &   Mfg.    Co. 

Garton  Co.,  W.  R. 

Nuttall  Co.,  R.  D. 
Smoke  Jackets. 

Auto  Utilities  Co. 

Snow- Plows,    Sweepers    and 
Brooms. 

Brill  Co.,  The  J.  G. 

Columbia  M.  W.  &  M.  I.  Co. 

Consolidated  Car  Fender  Co. 

McGuire-Cummings  Mfg.   Co. 
Soaps. 

Sherwin-Williams  Co. 
Solder  and  Solder  Flux. 

Westinghouse  Elec.  &  Mfg.  Co. 
Speed  Indicators. 

.lohns-ManvlUe  Co.,  H.  W. 

Woodman  Mfg.  &  Sup.  Co.,  R. 
Spikes. 

American  Steel  &  Wire  Co. 
Splicing  Compounds. 

,\merlcan  Gen'l  Eng'g  Co. 

Imperial  Rubber  Co. 

Johns-Manville  Co.,  H.  W. 

Massachusetts  Chemical  Co. 

Walpole  Tire  &  Rubber  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 
Splicing    Sleeves.       (See   Clamps 
ana  Connectors.) 


Springs. 

American  Steel  &  Wire  Co. 
McGuire-Cummings  Mfg.  Co. 

Springs,  Car  &  Truck. 

American  Steel  &  Wire  Co. 

Brill  Co.,  The  J.  G. 

Jones'  Sons  Co.,  J.  M. 

Long  Co.,  E.  G. 

Niles  Car  &  Mfg.  Co. 

Standard  Steel   Works  Co. 

Taylor  Elec.  Truck  Co. 

Union  Spring  &  Mfg.  Co. 
Sprinklers,  Track  &  Road. 

Brill  Co.,  The  J.  G. 

McGuire-Cummings  Mfg.  Co. 

St.  Louis  Car  Co. 
Steel  Ties. 

International  Steel  Tie  Co. 

Steps,  Car. 

Am.  Mason  Safety  Tread  Co. 

Universal  Safety  Tread  Co. 
Stokers,  Mechanical. 

Babcock  &  Wilcox  Co. 

Green  Eng.  Co. 

Jeff  re  J-  .Mfg.  Co. 

Murphy  Iron  Works. 

Westinghouse  Maeliine  Co. 

Storage     Batteries.       (See     Bat- 
teries, Storage.) 

Strike  Breakers. 

Drumniond's  Det.  Agency. 

Structural    Iron.      (See    Bridges.) 

Superheaters. 

Babcock  &  W'ilco.K  Co. 

Power  Specialty  Co. 
Sweepers,     Snow.       (See     Snow 
Plows,  Sweepers  &  Brooms.) 
Switchboard  Mats. 

Imperial  Rubber  Co. 

Massachusetts  Cliemical  Co. 

Walpole  Tire  &  Rublier  Co. 

Western  Electric  Co. 
Switch  Stands. 

Kilby  Frog  &  Swit.:h  Co. 

Ramapo  Iron  Works. 

Weir  Frog  Co. 
Switches,  Automatic. 

Railway  Materials  Co. 

U.  S.  Electric  Signal  Co. 

Western  Electric  Co. 
Switches,    Track.       (See    Track, 
Special  Work.) 

Switches  &  Switchboards. 

Allis-Clialmers  Mfg.  Co. 

Anderson  M.  Co.,  A.  &  J.  M. 

Cutter  Electrical  &  Mfg.  Co. 

Elec'l  Engrs.  Equipment  Co. 

Electri*'  Service  Supplies  Co. 

General  Electric  Co. 

Nichols- I^intern  Co. 

Western  Electric  Co. 

Westinghouse  E.  &  M.  Co. 
Tapes  and  Cloths.     (See  Insulat- 
ing Cloths,  Paper  and  Tape.) 
Telephones  and   Parts. 

Electric  Service  Supplies  Co. 

Lord  Manufacturing  Co. 

Western  Electric  Co. 
Terminals,  Cable. 

Standard    Underground    Cable 
Co. 
Testing,  Commercial   &   Electri- 
cal. 

Electrical    Testing    Laborato- 
ries, Inc. 
Testing,  Electrical. 

Hunt  &  Co.,  Robert  W. 
Testing   Instruments.       (See   In- 
struments,   Electrical    Meas- 
uring, Testing,  etc.) 
Thermostats. 

Railway  Utility  Co. 
Tickets  and  Transfers. 

American  Ry.  .Supply  Co. 
Ties  and  Tie  Rods,  Steel. 

American  Bridge  Co. 

Barbour-Stockwell  Co. 

Carnegie  Steel  Co. 
Tie  Plates. 

Cambria  Steel  Co. 
Ties,   Wood   Cross.      (See   Poles, 
Ties,  Posts,  Etc.) 


Tools,   Track  &    Miscellaneous. 

American  Gen'l  Eng'g  Co. 

American  Steel  &  Wire  Co. 

Columbia  M.   \\"ks.  &  M.  I.  Co. 

Electric  Service  Supplies  Co. 

Johns-Manville  Co.,  H.  W. 

Klein  &  Sons,  Mathias. 

Railway  Track-work  Co. 
Towers    &    Transmission    Struc- 
tures. 

American  Bridge  Co. 

Archbold-Brady  Co. 

Westinghouse  Elec.  &  .Mfg.  Co. 
Tower  Wagons  and  Automobiles 

McCardell   &   Co.,   J.   R. 
Track,  Special  Work. 

American  Frog  &  Switch  Co. 

Barbour-Stockwell  Co. 

Cincinnati  Frog  &  Switch  Co. 

Cleveland  FYog  &  Cross.  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Falk  Co. 

Hadfleld's,  Ltd. 

Kilby  Frog  &  Switch  Co. 

New  York  Sw.  &  Cross.  Co. 

Ramapo  Iron  Works. 

St.  Louis  Steel  Fdy. 

Track  Specialties  Co. 

Weir  Frog  Co. 
Transfer  Issuing  Machines 

Ohmer  Fare  Register  Co. 
Transfers.     (See  Tickets.) 
Transfer  Tables.  i 

.\merican  Bridge  Co. 

.\rchhold-Brady  Co. 

Transformers.  i 

.'Mhs-Chalmers  Mfg.  Co.  j 

General  Electric  Co. 

Western  Elec.  Co. 

Westinghouse  E.  &  M.  Co. 
Trap   Doors. 

Edwards  Co.,   Inc.,   The  O.   M.  ■ 
Treads,  Safety,  Stairs  Car  Step. 

Acme    Supply   Co. 

Am.  Mason  Safety  Tread  Co. 

Garton  Co.,  W.  R. 

Imperial  Rubber  Co.  j 

Universal  Safety  Tread  Co.  | 

Trolley  Bases. 

Anderson  M.  Co..  A.  &  J.  M. 

Elec.  Service  Supplies  Co. 

General  Electric  Co. 

Holland  Trolley  Supply  Co. 

Nuttall  Co.,  R.  D. 

Ohio  Brass  Co.  j 

Trolley  Supply  Co.  , 

Wasson  Eng'g.    &   Supply   Co.,  ! 
The. 
Trolleys  &  Trolley  Systems. 

Curtis  &  Co.  Mfg.  Co. 
Trolley    Wheels.       (See    Wheels, 

Trolley.) 
Trucks,  Car. 

Baldwin  Locomotive  Works. 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co.    .  i 

Long  Co.,  E.  G. 

McGuire-Cummings  Mfg.  Co. 

Niles  Car  &  Mfg.  Co.  I 

St.  Louis  Car  Co.  i 

Standard  Motor  Truck  Co. 

Taylor  Elec.  Truck  Co. 
Tubing,  Steel, 

N.ational  Tube  Co. 
Turbines,  Steam. 

.Vllis-Chalmeis  Mfg.  Co. 

General  Electric  Co. 

Western  Electric  Co. 

Westinghouse  Machine  Co. 
Turbines,  Water. 

Allis-Chalmers  Mfg.  Co. 
Union  Couplings. 

National  Tube  Co. 
Vacuum   Drying  <£.  Impregnating 
Apparatus. 

.'\llis-Chalmers  Mfg.  Co. 
Valves. 

National  Tube  Co. 
Vanadium    Steel. 

American  Vanadium  Co. 
Varnishes.      (See   Paints,  etc.) 
Ventilators,   Building. 

National  Ventilating  Co. 
Ventilators,   Car. 

Auto  Utilities  Co. 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 


Glol)e  Ventilator  Co. 

Nichols-Lintern  Co. 

Perry  Ventilator  Co 

Railway  Utility  Co. 

St.  Louis  Car  Co. 
Vestibules,  Portable. 

Brill  Co.,  The  J.  G. 
Voltmeters.     (See   Instruments.) 
Washers. 

Diamond  State  Fibre  Co. 

Grtipliite   Lubri'-ating  Co. 
Waste  Boxes. 

Garton  Co.,  \\'.    K. 
Weather  Strip. 

Acme   Supply   Ci. 
Welding    &    Cutting    Apparatus. 

Imi>erial  Brass  Mfg.   Co, 

Welding,      Car     Wheels,      Truck 
Frames,      Rails,     etc.       (See 
Brazing    and    Welding    Proc- 
esses.) 
Welding    Processes. 

Davis-Bournon\ille    Co. 

Electric    Itailwa\"    Improv.    i '. 

Falk   Co.     The. 

Goldsclimidt -Thermit    Co. 

Imperial  Brass   iV   Mfg.   Co. 

Indianapolis     .'Switch     &     Fi  ml 
Co. 

Oxweld   -Vcetylene    Co. 

Westinghouse    Elec.    &   M.    ■ 
Wheel    Gauges.      (See    Hydrai 

agraphs.) 
Wheel    Grinders. 

Wheel  Truing  Brake  S.  Co. 
Wheel  Guards.      (See  Fenders  4. 

Wheel  Guards.) 
Wheel     Presses.      (See     Machine 

Tools.) 
Wheels,  Car,  Cast   Iron. 

Griffin  Wheel  Co. 

Hadfleld's,  Ltd. 

Long  Co.,  E.  G. 
Wheels,     Car,     Steel     and     Steei 
Tired. 

Carnegie  Steel  C^' 

Hadfleld's,  Ltd. 

Standard  Steel  Works  Co. 
Wheels,  Trolley. 

American  Gen'l  Eng'g  Co. 

Anderson  M.  Co.,  .\.  &  J 

Columbia  M.  W.  &  M.  I.  Co. 

Elec.  Service  Supplies  Co. 

Garton  Co.,  W.  R. 

General  Electric  Co. 
,  Graphite  Lubricating  Co. 

Johns-Manville  Co.,  H.  W. 

Long  Co.,  E.  G. 

More-Jones  Brass  &  M.  Co. 

New  Haven  Trolley  Sup.  Co. 

Nuttall  Co.,   R.   D. 

Star  Brass  Works. 
Whistles,   Air. 

General  Electric  Co 

Ohio  Brass  Co. 

Winding    Machines.       (See    Coi 

Banding    and    Winding    Ml 

chines.) 

Window  Operating  Devices.  (Se 

Sash    (Operating    Apparatus. 

Wire   Rope. 

American  Steel  ct  Wire  Co. 
Wires  and  Cables. 

Aluminum  Co.  of  America. 

American  Electrical  Works. 

American  Steel  &  Wire  Co. 

Bridgeport  Brass  Co. 

D  &   W  Fuse  Co. 

Garton   Co.,    W.    R. 

General  Electric  Co. 

Okonite  Co.,  The. 

Roebling's  Sons  Co..  John  A. 

Standard    Underground    Cabl 
Co. 

Western  Electric  Co. 

Westinghouse   Elec.    &    M. 
Wood  Preservatives. 

Barrett  Mfg.  Co. 

International  Creo.  &  Con. 

Llndsley  Bros.  Co. 

Northeastern  Co..  The. 

Sherwin-Williams  Co. 

Valentine-Clark  Co. 
Woodworking   Machinery. 

Allls-Chalmers  Mfg.  Co. 
Wrenches,  Track. 

Jeffrey  Mfg.  Co. 


HARTSHORN'S  SPECIAL  CAR^ROLLE 

r«r  str«el    *nd   •! 
claMf.i  of  fitllnti*. 

STEWART  HARTSHORN  CO..  omc*  and  Fictory:  E.  Nrwark,  I 
NCW  YORK:  382  Ura**tl*  St,         CKlCIGO :   338-344  Wabath  Jti«l| 


March  6.  1915] 


ELECTRIC     RAILWAY    JOURNAL 


111 


The  Coal  &  Iron  National  Bank 
of  the  City  of  New  York 

Capital,  Surplus  &  Profits  $1,635,000 
Resources  Nearly  $10,000,000. 


Offers  to  dealers  every  facility  of  a  New  York 
Clearing  House  Bank. 


7180 


Buckeye  Emergency 
Jack  No.  239 


An  extra  powerful  and  handy 
Jack    for   extra   difficult    jobs. 

Forged  Parts  are 
Special  Heat  Treated 

This  Jack  can  be  workf  d 
from  many  angles  to  load,  vet 
full  lifting  power  is  available 
from  any  position.  Write  for 
catalog,  details  and  price. 

The  Buckeye  Mfg.  Co. 

Alliance,  Ohio 


Whether  the  Fire  Causes  the 
Arc  or  the  Arc  Causes  the  Fire 

Pyrene  protects  you.  Broken  wires  and 
imperfect  contacts  often  start  serious 
tires.  And  fire  in  railway  power-houses 
by  attacking  insulated  caliles  sets  up 
"shorts"  resulting  in  fuiions  arcs.  But — 
;irc  or  fire — 


^/y>^       There  is  Safety  in 


FIRE  EXTINGUISHER 


It  Gets  Both 


Pyrene  has  in  actual  emergency  service 
extinguished  arcs  of  a  potential  as  high 
as  66,000  volts.  The  high  dielectric 
strength  of  Pyrene  broke  the  arc  and  pro- 
tected the  operator.  A  few  seconds  use 
of  Pyrene  extinguishes  the  most  intense 
flame  or  arc.    Write  for  data. 


Pyrene  iVlaaufacturiog  Co.,  1 358  Broadway  ,N.Y. 

Offices  in  all  large  cities 

Distributors   to    Electrical    Trade:     Western    Electric    Co. 

Pacific  Coast   Distributors:     Gorham    Fire    Apparatus  Co, 

San  Francisco  Los  Angeles  Seattle 

Canadian    Distributors:     May-Oatway    Fire    Alarms,    Ltd. 

Winnipeg  Toronto 

Distributors    for    Great    Britain    and    the    Continent: 

The  Pyrene  Co..  Ltd.,  19-21  Great  Queen  St.,  London,  W.  C. 

7197 


LEWIS  J.  BIRD  CO.,   General  Auctioneers,     7  BOSWORTJi  STREET,   BOSTON,  MASS. 


Receiver's  Sale 

WALPOLE  TIRE  &  RUBBER  COMPANY 

Wednesday,  March  10,  1915—11.30  A.  M. 

AT  WALPOLE,  MASS. 

Bids  will  be  received  for  the  property  offered  in  one  lot 
as  an  entirety  and  as  a  going  concern,  subject  to  accept- 
ance and  confirmation  by  the  court. 

For  Particulars  Apply  to 


ROBERT  C.  FISHER,  Walpole,  Mass. 

ROBERT  O.  HARRIS,  633   Tremont  Bldg.,   BOSTON,   MASS. 

Receivers 


or  SWIFT,  FREIDMAN  &  ATHERTON 
30  State  St.,  Boston,  Mass. 
Counsel  for  Receivers 


112 


ELECTRIC     RAILWAY    JOURNAL 


[March  6,  1915 


ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 


NOTICE  TO  ADVERTISERS 


Frintins  beffins  on  Tuesday  of  Mch  week. 

Chanirea  of  copy  received  up  to  10  A.  M.  MondiT  will  ap- 
pear In  the  Issue  of  the  following  week,  but  DO  proofs  can  be  anb- 
mitted  for  OK   before  publication. 

Me\T    Advertisements    (not    changes    of   copy)    received   up 


to  Wednesday  noon  can  appear  in  the  Issue  of  that  waek,   bat  b« 
proofs  can  be  shown. 

If  proofs  before  printing:  are  required,  chaofea  of  copy 
and  copy  for  new  adyertisements  must  be  in  our  hands  10  days  is 
advance  of   the  date   of  publication. 


(An  asterisk   *   indicates  advertisements  appearing  in  the  International  Edition  only.) 


A 

Page 

Acme    Supply     Co Front  Cover 

Albany   Soutliern   R.    R.   Co 102 

Allis-Chalmers  Mfg.  Co 8Q 

Aluminum  Co.  of  America 84 

Amer.  Brake  Shoe  &  Fdry.  Co..   96 

.American  Bridge   Co 66 

American  Car  Co 115 

American  Electrical  Works 67 

American  Frog  &  Switcli  Co 87 

American  General  Eng'g  Co 90 

American   Lock-Nut   Co 34 

American  Mason  S.  T.  Co 95 

.American  Railway   Supply    Co...   94 

American  Rolling   Mill    Co 21 

American  Steel  &  Wire  Co 88 

American  Vanadium  Co 81 

American  Vulcanized  Fibre  Co..   90 

.Anchor  Webbing  Co 91 

Anderson    Brake  Adj.   Co 96 

Anderson  Mfg.  Co.,  A.  &  J.  M..   86 

Archbold-Brady  Co 85 

Archer  &  Baldwin 103 

Arnold  Co.,  The 64 

Atlas  Metal  Works 21 

Auto  Utilities  Mfg.  Co 66 


B 

Babcock  &  Wilcox  Co 89 

Baldwin  Locomotive  Works,  The  83 

Barbour-Stockwell  Co 71 

Bark  River  Bridge  &  Culv.  Co. .   21 

Barrett  Mfg.  Co 84,  109 

Bemis,    Anthony    J 65 

Bonney-Vehslage  Tool  Co 94 

Borne-Scrymser  Co 90 

Boyle  &  Co.,  Inc.,  John 66 

Brach  Supply  Co.,  L.  S 86 

Bridgeport  Brass  Co 13 

Brill  Co.,  The  J.  G 115 

•British  Westinghouse  El.  &  Mfg. 

Co D 

Brown  Hoisting  Machinery  Co. ..    10 

Buckeye  Jack  Mfg.  Co 1 1 1 

Burch,  Edw.  P 65 

Byllesby  &  Co.,  H.  M 64 


California  Corr.  Culv.  Co 21 

Cambria  Steel  Co 71 

Cameron  Electrical  Mfg.  Co 91 

Canton  Culvert  &  Silo  Co 87 

Carnegie  Steel  Co 70 

Cincinnati  Car  Co 98 

Cincinnati  Frog  &  Switch  Co.  . . .   88 

Cleveland  Armature  Works 102 

Cleveland  Fare  Box  Co 93 

Cleveland  Frog  &  Crossing  Co . .   87 

Coal  &  Iron  National  Bank Ill 

Coast  Culvert  &  Flume  Co 21 

Collier,  Inc.,  Barron  G 113 

Columbia  M.  W.  &  M.  L  Co 14 

Consolidated  Car  Fender  Co ...  .   29 
Cook  Railway  Signal  Co.,  The. . .   69 

Cooper  Heater  Co.,  The 94 

Corrugated  Culvert  Co 21 

Creagnead  Engineering  Co 107 

Curtis  &  Co.  Mfg.  Co 87 

Cutter  Co 90 


1)  &  W  Fuse  Co 91 

I^avis-Bournonville  Co 22 

i)ayton  Fare  Recorder  Co 93 

Dearborn  Chemical  Co 89 

Delaware  Metal  Culvert  Co 21 

Diamond  State  Fibre  Co 90 

Diamond  Steel  Pole  Co 84 

•Dick,  Kerr  &  Co A 

Dixie  Culvert  &  Metal  Co 21 

Dixon  Crucible  Co.,  Joseph 73 

Drew  Elec.  &  Mfg.  Co 95 

Drum  &  Co.,  A.  L 64 

Drummond's  Detective  Agency...  65 
Duff  Manufacturing  Co., TTie. 34,  91 
Dupont  Fabrikoid  Co 26 


E 

Page 

Eclipse  Railway  Supply  Co 95 

Economy  Fuse  &  Mfg.  Co 92 

Elastic  Tip  Co 107 

Electric  Equipment  Co 102 

Electric  Operations   Co 36 

Electric  Railway  Equipment  Co..    68 

Electric  Railway  Imp.  Co 19 

Electric  Railway  Journal, 

3,  6,  32,  33 
Electric  Service  Supplies  Co.   ...    12 

Electric  Storage  Battery  Co 96 

Electrical  Engineers  Equip.  Co .  .   89 
Elec.  Testing  Laboratories,  Inc..  64 

Este  Co.,  The  J.  D 20 

Esterline  Co^  The 66 

Etter,  Chas.  F 93 


Falk  Co 88 

Federal  Electrical  Mfg.  Co 91 

Federal  Signal  Co 86 

Fibre  Conduit  Co 68 

Ford,  Bacon  &  Davis 64 

Ford  Chain  Block  &  Mfg.  Co. . .  .   76 
"For  Sale"  Ads 102,  103 


Galena  Signal  Oil  Co 114 

Gardner  &  Co 66 

Garton   Co.,   W.    R 105 

General  Electric  Co., 

39,  40,  Back  Cover 

Globe  Ventilator  Co 107 

Goldschmidt  Thermit  Co 72 

Green    Eng'g   Co 89 

Greims  Corporation,  H.  F 64 

Griffin    Wheel    Co 81 

Griswold  Mach.  Co.,  G.  M 103 

Gulick-Henderson    Co 64 


H 

•Hadfields,   Ltd C 

Hale  &  Kilburn  Co 94 

Halsey  &  Co.,  N.  W 64 

Hardesty  Mfg.  Co.,  R 21 

Hartshorn    Co.,    Stewart 110 

"Help   Wanted"    Ads 103 

Hemingray   Glass   Co 85 

Herrick,   Albert  B 64 

Iloboken    Manufacturers'    R.    R. 

Co 102 

Hoeschen   Mfg.   Co 35 

Hope  Webbing  Co 91 

Hovey,  M.  H 65 

Hunt  &  Co.,  Robert  W 64 


Illinois  Corrugated  Metal  Co....  21 

Imperial  Brass   Mfg.   Co 88 

Imperial  Rubber  Co 91 

Independence  Corr.   Culv.   Co...  21 

International  Creo.  &  Con.  Co...  84 

International  Register  Co.,  The. .  93 

International  Steel  Tie  Co 28 

Iowa  Pure  Iron  Culv,  Co 21 


Jackson,  D.  C,  &  Wni.  B 64 

J  eandron,  W.   T 77 

Teffrey    Mfg.    Co 90 

Jewett  Car  Co 83 

Tohns-Manville   Co.,   H.    W. 27 

Johnson,   Chas.    F 102 

Johnson  Fare  Box  Co 93 

Jones'  Sons'  Co.,  J.  M 98 


K 

Kentucky  Cuivcrt  Co 21 

Kerschner    Co.,    Inc 102 

Kilby   Frog  &   Switch  Co 87 

Kinnear   Mfg.    Co 90 

Klein   &   Sons,   M 107 

Kuhlman  Car  Co.,  G.  C 115 


L 

Page 

Le  Carbone  Co 77 

Lee-Arnett  Co 21 

Lindsley    Bros.    Co 84 

Little,   Arthur   D.,   Inc 11 

Lone  Star  Culvert  Co 21 

Long  Co.,  E.  G 98 

Lyle   Corrugated    Culv.   Co......  21 


M 

McCardell  &  Co.,  J.  M 66 

McGraw-Hill    Book    Co 23 

McGuire-Cummings   Mfg.   Co....  101 

Macallen    Co.,   The 69 

MacGovern   &   Co.,   Inc 102 

Marsh  &  McLennan 84 

Massachusetts  Chemical  Co.  107,    ill 

Mica   Insulator    Co 92 

Michigan  Bridge  &  Pipe  Co 21 

Montana    Culvert    Co 21 

More-Jones  Brass  &  Metal  Co.  .8,  9 

Morgan    Crucible    Co 105 

Murphy    Iron    Works 89 


N 

Nachod   Signal  Co.,  Inc 86 

National  Brake  Co 37 

National  Tube  Co 84 

National    Ventilating   Co 91 

Nebraska  Culvert  &  Mfg.   Co...  21 

Neiler,  Rich  &  Co 64 

Nevada  Metal  Mfg.   Co 21 

Newark  Engrg.  Mfg.  Co 86 

New  England  Metal  Culv.  Co. . .  21 

New  Haven  Trolley  Supply  Co.  .  38 

New  York  Switch  &  Crossing  Co.  88 

Nichols-Lintern    Co 95 

Niles-Bement-Pond    Co 74 

Niles   Car   &  Mfg.   Co 98 

Northeastern  Co.,  The 84 

North  East  Metal  Culv.  Co 2! 

Northey-Simmen  Signal  Co.,  Ltd.  16 

North  West  Sheet  &  I.  Works.  .  21 

Nungesser  Carbon  &  Battery  Co.  97 

Nuttall  Co.,  R.  D 79 


Ohio  Brass  Co 7 

Ohio  Corr.  Culv.  Co 21 

Ohmer   Fare   Register   Co 24 

Okonite   Co.,   The 67 

O'Neall  Co.,  W.  Q 21 

Oxweld    Acetylene   Co 36 


Page  &  Hill  Co 84 

Pantasote    Co 66 

Parmenter,  F.  &  W.  G.  Co 77 

Paxson  Co.,  J.  W 87 

Pennsylvania  Metal  Culv.  Co....  21 

Perry    Ventilator    Co 76 

Peters  &  Co.,  G.  D 93 

"Positions  Wanted"  Ads 103 

Post  &  Co.,  E.  L 96 

Power    Specialty    Co 89 

Prepayment  Car  Sales  Co 15 

Protective  Signal  Mfg.   Co S6 

Publisher's  Page 6 

Pyrene    Mfg.    Co Ill 


Rail  Joint  Co 18 

Railway  &  Power  Equipment  Co.  102 
Railway  Roller  Bearing  Co.....  99 
Railway  Supply  &  Curtain  Co...  94 

Railway  Track-work  Co 72 

Railway  Utility  Co 94 

Ramapo  Iron   Works 87 

Reiter,  G.  C 95 

Richey,  Albert  S 64 

Road  Supply  &  Metal  Co 21 

Roebling  s  Sons  Co.,  John  A....  84 
Rooke  Automatic  Register  Co...  25 
Roosevelt   &  Thompson 65 


S 

Page 

S  K  F  Ball  Bearing  Co 75 

St.    Louis   Car  Co 100 

St.  Louis  Steel  Fdry 87 

Samson    Cordage   Works 107 

Sanderson  &  Porter 64 

Sargent   &   Lundy 65 

Sauvage-Ward  Brake  Co.,  Inc...  38 

Scofield  Engineering   65 

Searchlight  Section 102,  103 

Second-Hand  Equip 102,  103 

Sherwin-Williams  Co.,  The 92 

Simmen   Automatic  Railway   Sig- 
nal Co 16 

Sioux  Falls  Metal  Culv.  Co 21 

Smith  Heater  Co.,  Peter 94 

Speer   Carbon    Co 97 

Spencer,  J.  N 21 

Spokane  Corr.  Culv.  &  Tank  Co.  21 

Stackpole  Carbon  Co 97 

Standard  Motor  Truck  Co 82 

Standard  Paint  Co.,  The 75 

Standard  Steel  Works  Co 80 

Standard  Underground  Cable  Co.  85 

Standard  Varnish  Works 92 

Star  Brass   Works 79 

Stephenson    Co.,   John 115 

Sterling    Varnish    Co 92 

Stone  &  Webster  Eng'g  Corp ...  64 

Stowe  Railway  Punch  Co 105 

Street  Railway  Signal  Co 86 


Taylor  Elec.  Truck  Co 82 

■Tbew  Automatic  Shovel  Co 70 

Tennessee  Metal  Shovel  Co 21 

Tool  Steel  Gear  &  Pinion  Co 31 

Track  Specialties  Co 87 

Trolley   Supply    Co 95 


U 

Union  Switch  v<i  Signal  Co 63 

Union  Spring  &  Mfg.  Co 96 

•United  Electric  Car  Co « 

U.  S.  Electric  Signal  Co 17 

U.  S.  Metal  &  Mfg.  Co.........  97 

Universal  Lubricating  Co.,  The.  96 

Universal   Safety  Tread  Co 95 

Utah  Corr.  Culv.  S:  Flume  Co.    .   21 


Valentine-Clarke    Co.,    The 

Van  Dorn  &  Dutton  Co...... 

Virginia   Metal   &   Culvert   Co. 


W 

Walpole  Tire  &  Rubber  Co.  107. 

"Want"    Ads    

Wason  Mfg.   Co ■■ 

Wasson  Eng'g  &  Supply  Co •'' 

Watson-Stillman  Co 'J 

Weir   Frog  Co ?; 

Western    Electric    Co 

Western  Metal  Mfg.  Co. . ..... 

Westinghouse  Elec.  &  Mfg.  Co... 
Westinghouse  Traction  Brake  Co.    * 

Weston  Elec.  Instrument  Co 1( 

Wheel  Truing  Brake  Shoe  Co . 
White  Companies,  The  J.  G... 

White  Company.  The  T.   C 3, 

Wisch  Service,  The  P.  Edw « 

Wood  Co.,  Chas.  N ........ 

Woodman  Mfg.  &  Supply  Co.,  K 
Woodmansee   &   Davidson,   Inc. 


Yale  &  Towne  Mfg.  Co. 


Zelnicker  Supply  Co.,  Walter  A  103 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


113 


YOU 

srG  cordially 

INVITED 
itolNSPECT 

our 

NEW 

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PLANT 

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ADVERTISING 

ALMOST 
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114 


ELECTRIC     RAILWAY     JOURNAL 


[March  6.  1915 


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Galena  Service  is  not  a 
case  of  explaining  what 
to  do— 

Galena  experts  work  with  and  for  your  men 
— establish  their  proper  co-operation  with 
efficient  methods — and  through  the  medium 
of  Galena  Oils  produce  a  saving  in  your  lubri- 
cating cost. 

A  Galena  contract  makes  no  restrictions 
on  the  quantity  of  oil 
to  use — quantities  may 
vary  but  the  cost  can- 
not go  above  the  guar- 
anteed maximum. 

Why  not  get  ALL 
the  details  of  the  sav- 
ings we  are  ready  to 
guarantee  under  con- 
tract? 

Galena 
Signal  Oil  Co. 

Franklin,  Pa. 


E)OIN(^ 


March  6,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


115 


BRILL  CENTRIFUGAL  SPRINKLING  CAR 


VY/HEN  the  summer  schedule  is  in  force  and  all  the  available  cars  are 
^  on  the  lines,  each  dragging  a  cloud  of  dust  after  it,  bringing  dis- 
comfort where  otherwise  would  be  found  the  most  comfortable  place  on  a 
hot  day;  then  is  the  time  that  sprinklers  make  trolley  riding  a  pleasure  and 
attract  many  extra  riders  from  sultry  streets  and  suffocating  rooms  to  the 
breezy  cars.  But  to  run  sprinklers  in  between  strings  of  cars  without 
slowing  up  the  running  time,  is  the  problem;  or  rather,  it  used  to  be  a 
problem,  because  in  these  days  there  is  a  power  sprinkler  that  can 
thoroughly  sprinkle  a  wide  street  from  curb  to  curb  while  running  at  the 
same  speed  as  passenger  cars.  The  Brill  Centrifugal  Car  is  the  machine 
that  will  do  the  work  and  do  it  efficiently.  Ten  years  of  operation  on 
many  systems  at  home  and  abroad  have  made  sure  its  entire  practica- 
bility under  all  operating  conditions.  The  motor-driven  centrifugal  pump 
supplies  a  uniform  pressure  at  the  sprinkling  heads,  which  may  be  ad- 
justed for  any  range  and  amount;  gate  valves  stop  the  water  instantly  at 
crossings  without  changing  the  adjustment.  There  is  no  possibility  of 
the  pump  heating  up  and  the  whole  apparatus  has  so  few  wearing  parts 
that  maintenance  costs  are  practically  nil.  Single  and  double-truck 
sprinklers  with  tank  capacity  of  from  2,100  to  4,200  gallons  are  shown  in 
the  Brill  Centrifugal  Sprinkling  Car  catalog.    Write  for  a  copy. 


AGENCIES:  Piekson.  Ruboino  &  Co.,  San 
Francisco.  Los  Angeles.  Portland.  Seattle.  No  yes 
BuoTUKRH.Melbourne.Sldney.Dunedln, Brisbane, 
Perth.  .  DcBUELMAN.  48  Rue  du  Luxembourg 
Brussels.  Shacklekord  &  Co.,Calle  San  Martin 
201,  Buenos  Aires.  Thomas  Bahlow  &  Soxs, 
Durban,  Natal.  5hewan,Tomes&Co.,  Hong  Kong, 
Canton, Shanghai.  G.  Checchetti,  Piazza  Slcllla, 
I, Milan.  London  Office,  1 1 0Cannon  Street,  E.C. 


116 


ELECTRIC     RAILWAY     JOURNAL 


[March  6,  1915 


G-E  247   \"entilateil   KailwMv   M..l..r 


A  Recognized  Standard 
for  the  Small  Wheel  Car 

The  G-E  247  Railway  Motor 

is  designed  especially  for  small  wheel  cars. 

It  has  positive,  uniform  ventilation,  commutating  poles,  and 
every  improvement  which  has  developed  in  producing  over 
15,000  ventilated  railway  motors  during  the  past  three  years. 

Four  of  these  motors  on  small  wheel  trucks  have  a  service 
capacity  sufficient  to  replace  any  four  motor  city  car  on  your 
road.  The  Metropolitan  Street  Railway  of  Kansas  City  has  just 
ordered  200  of  these  motors  with  K-35  control  and  G-E  air 
hrakes,  for  30-inch  wheel  cars. 


General  Electric  Company 


Atlanta,  Ga. 
Baltimore,  Md. 
Hirmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Mutte,  \font. 
Charleston,  W.  Va. 
Charlotte,  N.  C. 
Chattanooga,  Tenn, 
Chicago,  III. 
('incinnati,  Ohio 
Cleveland,  Ohio 


Columbus,  Ohio 
Dayton,  Ohio 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich. 

(Office  of  Agent) 
Duluth,  Minn. 
Elmira,  N.  Y. 
Erie,  Pa. 

Fort  Wayne,  Ind. 
Hartford,  Conn. 
Indianapolis,  Ind. 


General  Office:  Schenectady,  N.Y. 

ADDRESS   NEAREST  OFFICE 


Jacksonville,  Fla. 
Toplin,  Mo. 
Kansas  City,  Mo. 
Knoxville,  Tenn. 


Los  Angeles,  Cal. 
Louisville,  Ky. 
Memphis,  Tenn. 
Milwaukee,  Wis. 


Minneapolis,  Minn. 

Nashville,  Tenn. 

New  Haven,  Conn. 

New  Orleans,  La. 

New  York,  N.  Y. 
Niagara  Falls,  N.  Y. 
Omaha,  Neb. 
Philadelphia,  Pa. 
Pittsburg,  Pa. 
Portland,  Ore. 
Providence,  R.  I. 
Richmond,  Va. 


Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  Utah 
San  Francisco,  Cal 
Schenectady,  N.  Y 
Seattle,  Wash. 
Spokane,  Wash. 
Soringtield,  Mass. 
Syracuse,  N.  Y. 
Toledo,  Ohio 
Washington,  D.  C. 
Youngstown,  Oliiti 


For  Texas,   Oklahoma  and   Arizona  business   refer  to    Southwest   General   Electric  Company    (formerly    Hobson    Klectric  Co.),   Dallas, 
El   Paso,  Houston  and  Oklahoma  City.     For  Canadian  business  refer  to  Canadian  General  Electric  Company,  Ltd.,  Toronto,  Ont. 


5388 


LECTRIC  RAILWAY 


ie45 
jr  11 
13,  1915 


JOURNA 


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McGraw 

Publishing 

Co.,  Inc. 


ELECTRIC    RAILWAY    JOURNAL 


[March  13,  1915 


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High  Street,  Columbus,  Ohio 


Columbus 


Capital  of  the  Buckeye  State 


THE    transportation    requirements    of    this    beautiful 
city  are  well  provided  for  by  the  Columbus  Railway 
Power  and  Light  Company. 

The  enterprising  management,  aWays  on  the  look- 
out for  improvement  of  the  service,  after  a  most  careful 
investigation  selected  Westinghouse  No.  306-CV  RaiWay 
Motors,  w^hen  it  became  necessary  to  replace  the  motor 
equipment  on  some  of  their  cars  w^ith  more  pow^erful  units. 


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Westinghouse  Electric  &  Manufacturing  Co. 

East  Pittsburgh 
Pennsylvania 


Sales     Offices     in     All 
Large  American  Cities 


Electric  Railway  Journal 


New  York,  March  12,  1915 


Volume  XLV    No.  11 


Contents 


Pages  493  to  538 


The  New  York  Municipal  Car — Motors,  Control, 
Conduit  and  Collectors  496 

Tapped-field  motors  give  economical  operation  in  both 
local  and  express  service.  The  control  ties  in  with  the 
auxiliary  circuits  and  its  switches  are  placed  in  one 
box  to  obtain  lowest  weight  and  simplest  inspection. 
Conduit  runs  have  been  reduced  by  eliminating  sep- 
arate conduits  for  each  of  the  wires  in  the  main  cir- 
cuits. 

Electric  Railway  Journal,  March  13,  1915.     14 '^  cols.    111. 

Transportation  Exhibits  at  San  Francisco    504 

The  electric  railway  exhibits  at  the  Panama-Pacific 
Exposition  divided  between  two  buildings,  the  Palaces  of 
Transportation  and  of  Machinery.  The  transportation 
exhibits  are  briefly  described. 

Klectric  Railway  Journal,  March  13,  1915.  4  cols.    Til. 


Electric  Railway  Statistics  506 

Comparison  by  bureau  of  fare  research  with  statistics 
of  steam  railroads,  bank  clearings  and  building  con- 
struction for  a  period  of  seven  months  from  June, 
1914,  to  January,  1915. 


Communications 


511 


Klectric  Railway  Journal,  March  13,   1915. 


American  Association  News 


3  cols.    111. 


510 


Manufacturers'  Association  announces  reduction  in 
dues.  Biographical  sketches  of  officers  of  Manila  Sec- 
tion, completing  the  series,  are  given.  Other  activities 
are  reported. 


Electric  Railway  Journal,  March   13,   1915. 


cols.     111. 


Maximum  Motor  Input.  The  Company  Section  Move- 
ment. Filing  of  Technical  Literature.  Engineering 
Considerations  in  a  Proposed  Line. 

Electric  Railway  Journal,  March  13,  1915.  4  cols. 

Equipment  and  Its  Maintenance  513 

Portable  Lamp  Bank  for  Equipment  Tests — By  F.  L. 
Hinman.  Carhouse  of  Seattle  Municipal  Railway — 
By  H.  J.  Kennedy.  Chart  for  Use  in  Transforming 
Motor  Speed  Curves  for  Different  Voltages — By  F. 
Castiglioni.  Car-Cleaning  Practice.  Trolley  Wheel  and 
Harp  Run  22,608  Miles  Without  Lubrication  or  Ad- 
justment. Kansas  City  Tractor  and  Trailer  Truck. 
Oxy-Acetylene  Equipment  for  Wide  Range  of  Service. 
A  Geared  Hand  Brake  Weighing  Only  25  Lb.  Center- 
Entrance  Cars  for  Wilkes-Barre.  Small  Mazda  Lamps 
with  Concentrated  Filaments.  Outdoor  Substation. 
Field-Control  Motor  Speeds. 
Electric  Railway  Journal,  March   13,   1915.       16  cols.     111. 

Editorials  493 

Qualifications  of  a  Railway  President  503 

President   Harmer  on  Springfield    (Mass.)    Electrolysis 
Report  507 

Insulation  for  Railway   Motors  508 

Syndicated  Anti-Railway  News  509 

Abstracts  of  Electric  Railway  Reports  509 

Exhibits  at   Panama-Pacific  Exposition  519 

News  of  Electric  Railways  521 

Financial  and  Corporate  526 

Traffic  and  Transportation  530 

Personal  Mention  534 

Construction  News  535 

Manufactures  and  Supplies  538 


James  H.  McGraw,  President.  A.  E.  Clifford,  Secretary.        J.  T.  De  Mott,  Treasurer.         H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 


Chicago.  1570  Old  Colony  Bldg. 
Cleveland,  Leader-News  Bldg. 
Philadelphia,  Real  Estate  Trust  Bldg. 


239  West  39th  St.,  New  York  City 


San  Francisco,  502  Rialto  Bldg. 

Denver,  Boston  Bldg. 

London,  10  Norfolk  St.,  Strand. 


United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4.50;  elsewhere,  $6.     Single  copy,  10c, 

Copyright,  1914,  by  McGraw  Publishing  Company,  Inc.     Published  "Weekly.     Entered  at  N.  Y.  Post  Office  as  Second-Class  Mail. 

No  back  volumes  for  more  than  one  year,  and   no  back  copies  for  more  than  three  months.  ; 

Circulation  of  this  issue  8000  copies. 


4:  -^ 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


-*'-«*«^"*        ^f^   -CAift*-  -'^-j-       ■;" 


March  13,  1915]  ELECTRIC    RAILWAY    JOURNAL 


innnaDDDnDDaaaDDDDDDDDDDDaDDaaaDDaDaaDDDaaaDDaaaD] 


INERTIA 

(What  It  Means  in  Railroad  Engineering) 


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INERTIA  IS  THE  TENDENCY  OF  A  BODY  AT  REST  TO 
REMAIN  AT  REST;  OR  OF  A  BODY  IN  MOTION  TO 
CONTINUE  IN  MOTION. 

THE  INERTIA  OF  ANY  MOVING  TRAIN  CAN  BE  INDI- 
CATED IN  TERMS  OF  ENERGY,  WHICH  IS  EQUAL  TO 
ONE-HALF  THE  MASS  MULTIPLIED  BY  THE  SQUARE 
OF  THE  VELOCITY.  AND  USUALLY  EXPRESSED  IN 
FOOT  POUNDS. 

IF  A  MODERN  SIX  CAR  PASSENGER  TRAIN  WEIGHS 
1,500,000  POUNDS  AND  ATTAINS  A  SPEED  OF  60  MILES 
PER  HOUR,  IT  HAS  ACCUMULATED  OVER  ONE  HUN- 
DRED AND  EIGHTY  MILLION  FOOT  POUNDS  OF  EN- 
ERGY TENDING  TO  KEEP  THAT  TRAIN  IN  MOTION. 

INERTIA  IS  WHAT  THE  AIR  BRAKE  IS  UP  AGAINST. 
THE  CONTROL  OF  INERTIA  OR  THE  ENERGY  OF  MOV- 
ING TRAINS  WAS  A  MAN'S  JOB  IN  1870,  WHEN  AIR 
BRAKES  WERE  FIRST  APPLIED.  TODAY— 45  YEARS 
LATER— THIS  PROBLEM— WITH  TRANSPORTATION  IT- 
SELF—HAS  6ROWN  TO  GIANT  PROPORTIONS. 

WHAT   IS  THE  ANSWER? 

MODERN  BRAKES  CONTROL  MODERN  TRAINS  MORE 
PERFECTLY  AND  WITH  GREATER  SAFETY  AND  ECON- 
OMY THAN  EVER  BEFORE  IN  THE  HISTORY  OF  THE 
ART.  I 

IF  NECESSITY  IS  THE  MOTHER  OF  INVENTION, 
THEN  INERTIA  IS  THE  FATHER  OF  THE  AIR  BRAKE. 


Suggested  by  the 

Westinghouse  Traction  Brake   Company 

Works:  Wilmerding,  Pennsylvania 

PITTSBURGH:  Westinghouse  Building  NEW  YORK:  City  Investing  Building 

CHICAGO:  Railway  Exchange  Building  ST.  LOUIS:  Security  Building 


ELECTRIC     RAILWAY    JOURNAL 


[Maech  13,  1915 


PUBLISHER'S  PAGE 


Next  Week 


The 

Maintenance 

Number 


The  Electric  Railway  Journal  of  March  20 
will  be  the  Annual  Maintenance  Number. 

The  editors  have  been  preparing-  the  text 
pages  for  this  issue  for  some  time.  The  standard 
for  timely  helpfulness  set  in  past  years  will  be 
fully  maintained. 

The  special  articles  on  maintenance  matters 
this  year  will  be  particularly  valuable. 

The  advertising  section  will  be  worth)'  of 
special  attention. 

Manufacturers  in  general  have  been  prepar- 
ing interesting,  informative  copy  that  points  the 
way  to  many  important  short-cuts  and  econ- 
omies. 

Many  of  the  advertisers  have  taken  additional 
space  so  that  they  could  more  fully  tell  Journal 
readers  the  details  of  the  service  which  is  offered. 

It  is  well  to  bear  in  mind  that  the  advertisers 
are  specialists  in  their  several  lines  and  that  ren- 
dering real  service  is  one  of  the  fundamentals  of 
their  business  activities. 

Watch  for  the  Maintenance  Number. 

Read  the  text  pages. 

Read  the  advertising  pages. 


Make  the  Most  of  Them 


March  13,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


Stations  Using  O-B  Insulators 

are  usually  those  enjoying-  reputations  for  good  service.     Interrup- 
tions due  to  insulators  are  rare. 

O-B  Insulators  have  a  record  for  continuous  service  under  the 
most  severe  conditions  because  the  designs  are  right  and  material, 
manufacture  and  testing  are  of  the  highest  order.  In  other  words, 
they  are  made  after  the  O-B  w^atchword, 

"Quality  First" 

The  Ohio  Brass  Company 

Mansfield,  Ohio 


O-B  Wall  Insulatdr  Xo.  1 1909.  for  150.CXX)  Volts.     See  Catalog  Xo.  14  for  complete 

listing 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


As  Durable  as  the 
Old  Style  Carbon  Lamp 


The  only  logical  reason  for  any  continued  use  of 
carbon  lamps  in  cars  is  durability. 


Westinghouse  Mazda 
Lamps  for  Railway  Service 

give  this  durability  coupled  with  Mazda  economy. 

This  is  an  opportunity  for  your  road  to  effect  large 
economies  in  energy  consumption. 

The  name  "Westinghouse"  is  your  guarantee  of 
satisfactory  service. 

Westinghouse  Lamp  Company 


Atlanta 

Baltimore 

Boston 

Buffalo 

Butte 

Chicago 

Cincinnati                                            /^SimS§\ 
Kansas  City                                         >^5^ 

Los  Angeles 
Memphis 
New  Orleans 
New  York 
Philadelphia 
Pittsburgh 

Portland 
St.  Louis 
Salt  Lake  City 
San  Francisco 
Seattle 
Syracuse 

EXPORT  SALES  DEPARTMENT- 

-165 

Broadway,  N.  Y. 

363 


The  Name  "Westinghouse"  is  Your  Guarantee 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


Here^s  the  Plain 

Truth  about  Trolley 

Service 


IF  you  measure  trolley  wheel  efficiency  by  mile- 
age alone,  you've  chosen  a  wrong  standard 
of   measurement.     You  should  realize  that 
excessive  wheel  mileage  is  most  often  obtained 
at   the   expense   of    overhead   construction,    and 
costs  more  than  it  is  worth. 

When  you  do — you'll  appreciate  the  unusual 
quality  of  the  service  given  by  the  new,  perfected 


OHLLESSTMLLEYWyiEL 


This  combination  is  the  biggest  improvement  in  Trolley  \\  heels  and  Harps  ever  an- 
nounced and  has  proved  its  superiority  by  the  most  complete  and  exhaustive  tests. 

The  "V-K"  OILLESS  TROLLEY  WHEEL  is  made  of  special  alloy,  in  which 
toughness  supplies  durability  to  the  metal  instead  of  hardness.  Our  special  methods 
of  casting  and  finishing  ensure  proper  balance. 

This  wheel  is  self-lubricating — yet  has  no  oil  or  grease  around  the  bearing  to  act 
as  insulation — and  requires  no  attention    when  once  installed. 

The  "V-K"  NON-ARCING  HARP  has  a  patented  and  exclusive  adjustable  grip- 
ping device  for  holding  the  axle-pin  in  its  socket.  This  prevents  arcing  between  bear- 
ing and  axle-pin — interruption  of  current,  and  lengthens  life  of  both  wheel  and  harp. 

The  "V-K"  combination  of  Wheel  and  Harp  will  quickly  save  you  their  first  cost 
in  the  greater  efficiency  and  substantial  reduction  in  both  operating  and  maintenance 
costs  they  continuously  provide. 

Send  for  new  illustrated  Catalog  covering  all  the  "V-K" 
equipment  and  the  whole  More  -  Jones  line  of  Trolley 
Wheels  and  Harps. 


MORE-JONES  BRASS  &  METAL  CO. 


ST.  LOUIS,  MO. 


10 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


mFmmmim 


T 


DJ/A 


'^hi?  Uliimaie  of  (SfJieiGnev 


There  is  no  type  of  weed  which  Trackoline  will  not  kill,  clear  to 
the  root,  quickly  and  positively.  It  has  solved  the  weed  problem 
for  hundreds  of  electric  roads  in  this  country  during  the  past  three 
years. 

There  is  no  soil,  however  fertile,  that  it  will  not  sterilize  completely 
for  an  entire  season.  One  treatment  is  all  that  is  required  to 
insure  absolutely  clean  track  from  the  date  of  application  until  the 
following  spring. 

There  is  no  method  of  weeding  which  costs  as  little  per  mile  per 
year,  as  the  Trackoline  method.  The  cost  of  application  is  less 
than  the  cost  of  a  single  hand  weeding. 

Trackoline  is  unconditionally  guaranteed  to  be  harmless  to  live- 
stock and  non-injurious  to  ties  or  rails. 

It  is  unqualifiedly  endorsed  by  those  who  have  used  it.  After  three 
years'  experience,  the  manager  of  one  of  the  largest  electrified 
lines  in  America,  writes  as  follows: 

"Having  used  a  large  quantity  of  Trackoline,  I  have 
found  that  it  will  do  all  that  is  claimed  for  it,  there  are 
no  injurious  eiTects  on  ties  or  rails.  IT  IS  THE 
ONLY  REAL  HERBICIDE  I  HAVE  EVER 
FOUND." 

Full  particulars  on  request 


COMMERCIAL  CHEMICAL  COMPANY 


1733  Grand  Central 

New  York  CSty 


March  13,  1915]  ELECTRIC    RAILWAY    JOURNAL  11 


In  order  to  render  good  service,  electric 
railways  must  be  allowed  to  earn  a  fair 
return  on  a  fair  capitalization. 


-From  Code  of  Principles 
Adopted  by  A.  E.  R.  A. 


The  returns  on  an  investment  can  frequently  be 
considerably  increased  by  very  slightly  increas- 
ing the  investment. 

For  example,  the  additional  investment  required 
to  make  an  ordinary  car  into  a 

Prepayment  Car 

amounts  to  approximately  2%.  Yet  the  advan- 
tages gained  by  this  slight  increment  result  in 
increased  receipts  which  frequently  return  this 
investment  ten  times  over  within  every  year  of 
the  car's  life — actually  repay  the  entire  invest- 
ment in  the  car  four  times  during  the  life  of  the 
car. 

Progressive     roads     everywhere     have     shown 
that  they  appreciate  the  fact  that  our  pioneer 
Jk  work  and  our  continuous  study  of  car  engineer- 

ing represented  by  the  Prepayment  patents  en- 
able us  to  render  a  distinct  service — and  that  the 
investment  required  to  apply  our  ideas  is  insig- 
nificant as  compared  with  the  returns  which  such 
applications  insure. 


PREPAYMENT  CAR  SALES  COMPANY 


12 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


Type  F  C  Bond 


Type  P  4  P  Bond 


*'  The  Bond  with  the 
'Shot-Over'  Sleeve"— Use  It 


Because  its  terminals  are  made  of  soft,  dense  copper,  forged  to  shape  in 
dies.    They  are  very  soft  and  ductile  and  will  not  crack  under  compression. 

Because  the  body  of  the  bond  is  made  of  pure  lake  copper,  in  both  cable 
and  flat  wire  types.  This  gives  you  a  flexible  bond,  one  that  absorbs  vibra- 
tion perfectly  and  one  in  which  the  strands  won't  break  or  crack. 

Because  body  is  forged  and  welded  to  the  terminals  by  a  special  proc- 
ess; and  on  every  "Protected"  Rail  Bond,  whether  compressed  terminal 
type,  pin  driven  type  or  duplex  stud  type,  this  provides  a  mechanically  pro- 
tecting sleeve — a  "shot-over"  sleeve — around  the  strands  at  their  point  of 
emergence  from  the  terminal.  It  allows  the  cables  or  wires  to  emerge  from 
the  terminals  in  their  original  form,  neither  flattened,  distorted,  reduced  in 
area  or  burnt.  ' 

In  every  "Protected"  Rail  Bond,  where  vibration  is  most  severe — at 
the  junction  of  terminal  and  strand,  you  get  new,  live,  unburnt,  mechanic- 
ally protected  copper  to  absorb  it.  This  is  why  "Protected"  Rail  Bonds 
don't  crack  at  this  point. 

In  considering  your  Spring  bonding,  remember  that  "Protected"  Rail 
Bonds  are  furnished  in  compressed  terminal  type,  pin  driven  type  and  du- 
plex stud  type;  remember  that  every  one  has  the  valuable  "shot-over" 
sleeve  features;  and  remember  that  the  proof  of  their  service  lies  in  the 
over  eight  millions  that  are  now  in  use. 

Wouldn't  our  broad  experience  in  connection  with  every  class  and  kind 
of  rail  bonding  problem  be  of  great  value  to  you  right  now? 

It  is  yours  for  the  asking,  without  the  slightest  obligation  on  your  part. 

Elix:tric  Serviced  Supplies  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
17th  and  Cambria  St*. 


NEW  YORK 
Hudson  Terminal 


CHICAGO 
417  So.  Dearborn  St. 


March  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


13 


"Starting  Resistances 
for  Railway  Motors" 


If  you  have  been  reading  the 
many  communications  on 
the  above  subject  in  this  jour- 
nal recently  you  have  noticed 
that  they  favor  the  "cut  and 
try"  method  of  adjusting  the 
steps. 


EMB 


Unbreakable  Resistances 
are  particularly  adapted  to 
the  "cut  aiid  try"  method 


Notice  the  terminals. 

Note  that  the  loops  are  used  for  attaching  terminals. 
The  large  number  of  tapping  points  make  terminal  shift- 
ing from  one  to  another  very  easy. 

In  addition  to  this  important  feature  E.  M.  B.  resistances 
are  rustproof  and  being  drawn,  instead  of  cast,  are  prac- 
tically indestructible. 

Write  us  for  data  sheet  which  will  enable  you  to  give  us 
just  the  right  material  for  quoting. 


The  EUcon  Company 

50  Church  Street,  New  York 


3126 


14 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


"^^, 


For  Electric  Railway 

»Line  Construction 


V 


'^^. 


'^^. 


^/^ 


'<^o 


O  O 


The  Genuine 


^  Western  Electric 

Buffalo  Grip 

It  has  our  name  on  it.  It  locks  open  while  being  slipped 
over  the  wire  then  is  snapped  shut  and  Holds  Against 
Any  Pull. 

Furnished  also  with  pulley 
attached  as  shown  to  right 
or  with  a  lineman's  tool. 

The  jaws  hold  all  sizes  of 
bare  or  insulated  wire  up 
to  and  including 

No.  0000  B  &  S. 


Get  Prices  from  Our 
Nearest  House 


E-fiME  «lIo?l»lC 


wm 


The  All-Western  Electric  Tool  Equipment  gives 
safety  and  speed. 


"<f'€^  B  E  R~^F 


tlEtWNt  OW  MAHbU 


Western  Etectric  Company 

Manufacturen  of  the  8.000.000  "Bell"  Telephones 

N*w  Y«rk  AlUnU  ClHur*  K*nM>  CNr  San  FratwiMa  M««tTMl  Lm>4m 

BuCUo  Rtfkmowi  Mil«*«kM  Om*IU  OkhUnd  Tgnn's  P«n*       i 

PHiUiMpKM  3>*ul>Mh  liiduMpabt  OkUK*<M  C()r  Um  An|*lH  V4ml>tp*t  B^>il      ' 

BmIoo  N*v  OtIhaj  OMroM  Dm*«  Sah  Lair*  Cifr  C*lf  ar|  AMi**ft 

P^tUburfli  HfluMon  Cntcmnali  Mhum*pqU  ShnI*  V«n«vvM  MiUa 

CI*«*Und  DkllM  5i  Lauit  S«  Paut  ParOaixl  UmvMM  K(M« 

J«lunBC*lnir|  S>dntr  &   PHantM'i  V.«nni  Bu*f>M  AirrM  Ti>kr« 

EQUIPMENT     FOR     EVERY     ELECTRICAL     NEED        SontucTRic* 


March  13,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


15 


IjOHNS-MANVILLE 


COVERS  

THE  CONTINENTX^ 

Getting  Service   Quick 

It  doesn't  matter  where  you  are  located,  Johns-Manville  Service  can  reach  you, 

quickly,  easily  and  efficiently.    It  is  a  continental  service. 

When  occasions  arise  due  to  unusual  conditions,  when  the  pressure  of  your  needs 

necessitates  quick  action,  call  on  Johns-Manville  Service. 

At  a  moment's  notice  any  of  our  branches  are  ready  to  start  the  wheels  of  the  whole 

organization  turning  to  serve  you. 

Don't  you  think  it's  a  good  plan  to  get  close  to  such  a  service.  Why  not  now? 

More  Braking  and  Less   Breaking 
than  ever  by  using 

J-M  Air  Brake  Expander 

Ring 

You  can't  be  on  every  car  all  the  time  to  see  how  the  air 
brake  performs.     But  you  do  know  the  cylinder  packing 
wears  out  and  must  be  renewed. 
Long  before  the  brake  is  worn  out  it  has  probably  been  "lazy,"  and  your  cars  have  been  coast- 
ing.    Maybe  you  can  lay  an  accident  to  faulty  braking,   or  at   least  you   aren't   playing   safe. 
For  the  same  money  you  are  spending  now  on  leather  renewals  you  can  buy 

J-M  Expander  Rings 

and  improve  the  braking  on  all  your  cars.     The  leather  will  last  longer,  too.     Safety  and  econ- 
omy are  both  offered  with  J-M  Expander  Rings.     Look  at  the  cut  and  notice  WHY  the  leather 
lasts.     Then  try  them  on  your  own  brakes  and  prove  it. 
Write  nearest  branch  for  booklet. 

Your  line  crew  with  tie  wires  do  in  minutes 
what  this  clamp  does  in  a  second 

J-M  TOGGLE  CLAMP 

Can  you  picture  anything  easier  than  this  in  line  work? 
String  a  1,000,000  cm.  cable  along  the  line,  then  snap  it  into  place 
"tight,"  where  it  stays  by  its  own  weight.     Then  you  go  on  to  the 
next  pole. 

The  seating  jaws  of  this  clamp  are  long  and  smooth.  They  will  posi- 
tively not  mar  the  cable  nor  will  they  allow  it  to  pull  loose  or  even 
slip. 

The  labor  saving  on  one  fair  sized  job  will  pay  for  all  the  clamps  the 
job  takes. 

Let  us  quote  you  on  J-M  Toggle  Clamps,  and  at  the  same  time  give 
you  information  on  all  our  overhead  material. 
Write  nearest  branch  for  booklet. 

H.   W.   JOHNS-MANVILLE    COMPANY 


Akron 

Albany 

Atlanta 

Baltimore 

Birmingham 


Boston 

Buffalo 

Chicago 

Cincinnati 

Cleveland 


Columbus 

Dallas 

Dayton 

Denver 

Detroit 


Duluth 

Galveston 

Houghton 

Houston 

Indianapolis 


Kansas  City 
I^os  Angeles 
Louisville 
Memphis 
Milwaukee 


Minneapolis 
Newark,  N.  J. 
New  Orleans 
New  York 
Omaha 


Philadelphia 
Pittsburg 
Portland.  Ore. 
Rochester 
St.  Louis 


.St.  Paul 

Salt  Lake  City 

San    Francisco 

Seattle 

Syracuse 


Toledo 
Washington 
Wilkes-Barre 
Youngstown 


THE  CANADIAN  H.  W.  JOHNS-MANVILLE  CO.,  LTD.,  Toronto,  Winnipeg,  Montreal,  Vancouver 


3051 


16 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


Golden   Glow   replaced   4   ampere   arc  and  incandescent  lieadiights  at   Omaha 
after  thorough  competitive  test. 


OMAHA  &  COU.N'CIL  BLUFFS 
STREET  RAILWAY  CO. 

Omaha,  February  2,  1915. 
Brown  &  Hall,  St.  Louis,  Mo. 
Gentlemen : 

I  feel  that  some  explanation  is  due  re- 
garding this  photograph. 

You  will  note  that  this  picture  shows 
the  Golden  Glow  headlight  and  also  the 
ordinary  dash  type  incandescent  head- 
light below.  You  will  recall  that  we  for- 
merly used  arc  headlights  in  the  outly- 
ing districts  and  the  incandescent  light 
when  in  town. 

We  replaced  the  arc  light  with  the 
Golden  Glow  and  use  it  exclusively  on 
these  cars,  the  semaphore  lens  lamp  not 
being  used  at  any  time. 

The  latter  was  set  in  the  dash  and  as 
we  have  not  needed  them  elsewhere  and 
the  cars  have  not  been  overhauled,  the 
lower  light  has  been  left  in  the  car  dash 
up  to  this  time. 

Yours  very  truly, 
(Signed)  F.  S.  Welty, 
Purchasing  Agent. 


Golden  Glow  Headlights 

Are  Winning  in  Every  Test 


Because 

They  Give  More  Light  than  an  arc  or  any 
other  incandescent  headlight.  This  is  easily 
proven.  You  can  actually  see  further  down 
the  track,  pick  out  switch  points,  distinguish 
passengers  in  easy  stopping  distance. 

They  Provide  a  Different  Quality  of  Light 
— a  soft  golden  beam  which  will  not  dazzle  or 
blind  those  approaching.  It  will  penetrate  fog 
and  rain  far  better  than  a  white  light.  On 
city  streets  where  lights  are  numerous  the 
beams  from  the  "Golden  Glow"  blend  with  the 
general  illumination.  In  dark  sections  "Golden 
Glow"  gives  a  result  which  cannot  be  secured 
with  any  other  headlight. 


They  Decrease  Expense  of  front-end  illumi- 
nation. The  average  arc  light  costs  $75  to 
$80  per  year  for  current  and  maintenance.  It 
consumes  from  2>^  to  5  amperes,  1.4  to  3 
K.W.,  a  very  considerable  amount.  "Golden. 
Glow"  uses  between  23  and  150  watts,  depend- 
ing upon  the  type  and  service.  There  is  no 
maintenance  to  the  "Golden  Glow"  mirrored 
glass  reflector,  nothing  to  wear  out,  and  re- 
placements are  limited  to  the  renewal  of  in- 
candescent bulbs. 

They  Increase  Efficiency.  Your  motorman 
always  has  an  operating  light,  a  light  which 
is  always  on  the  right  of  way,  never  flickers 
nor  kicks  out.  There  has  never  been  an  acci- 
dent to  a  car  so  equipped  because  of  lack  of 
light. 


Let  us  Make  a  Trial  for  You 


Scores  of  operating  officials  all  over  the 
country  have  accepted  our  offer  to  make  an 
actual  service  demonstration  of  "Golden  Glow" 
headlights.     We  leave  the  lamps  on  the  car 

E.   R.   -Mason   Co..  2038  Grand  Central  Term.,  New  York. 
The  Walker-Smith  Co.,  Knickerbocker  fildg..   Baltimore. 
The  C.   E.  A.   Carr  Co.,  2  Toronto  Street,  Toronto,  Canada. 
T.   B.    Sebring  Co.,  Baum   and  Euclid   Streets,   Pittsburgh. 
L.  L.  Parkinson,  634  Cass  Avenue,  Detroit. 
C.  F.   Saenger  &  Co.,  Electric  Buildin.i;,  Cleveland. 
R.    R.    Iloldtn,   320   New    York   Life    hiiilding,   Chicago. 
Grayson    Railway   Suppiv   Co..   LaSallc   Building.  St.   Louis. 
Brown  &  Mall  Supply  Co.,  620  Central  National  Bank  Build- 
ing,   St.   Louis. 


for  a   month   or   two,   subject   to   their  most 
severe  conditions. 

We  will  be  glad  to  do  this  for  you.  Either 
write  direct  to  the  factory  or  to  our  nearest 
office. 

Railway    Signal    Supply   Co..   Hackney    Building,   St.    Paul. 

Alfred   Connor,   Majestic   Building,    Denver. 

K.    C.   Morton,   Walker   Bank   Building,   Salt  Lake   City. 

G.    L.    Priest,   229    Sherlock    Buildinp,    Portland,   Oregon. 

F.   F.   Bodler,  901    Monadnock   Building,   San   Francisco. 

S.   L   Wailes,  Trust  and  Savings  Building,   Los  -Angeles. 

fiiovanni    Chechetti,    Milan,    Italy. 

Ammann   &   Co.,   Zurich,   Switzerland. 

Forest  City  Electric  Services  Supply  Co.,  Salford,  England. 


TheTp; 


tTT^Co. 


EsterunE 

219  East  South  Street,  Indianapolis,  Indiana 


March  13,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


17 


"The  oxygen  that  the 
lungs  of  modern  busi- 
ness take  in  is  the  oxy- 
gen of  the  public  confi- 
dence and  if  you  have 
not  got  that  your  busi- 
ness is  essentially 
paralyzed  and  asphyxi- 
ated." 


President  Wilson  Told  You 
Railway  Men  This 

at  Washington,  on  January  29th.  And  you  agreed  with 
him. 

And  you  know  that  accidents  shake  public  confidence 
and  that  safe  operation  establishes  confidence. 

Knowing  this,  what  are  you  going  to  do  about  it? 

Are  you  going  to  operate  without  signals  or  under  the 
meagre  protection  that  hand-throw  signals  give — OR  will 
you  consider  United  States  Electric  Signals  provided  you 
can  be  shown  that  they  are  the  most  reliable  and  the  low- 
est cost  signals  you  can  consistently  install? 

Write  us  for  our  plan  whereby  you  can 
obtain  these  signals  on  a  new  basis. 

United  States  Electric  Signal  Company 

West  Newton,  Massachusetts 

Foreign  Representatives 
Quilliam  Brothers,  Cleggs  Court,  Chapel  Street,  Salford,  England 


18 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


PRESERVATION 

A  big  factor  in  modern  electric  railway  management  and  economics. 
Have  you  investigated  these  four  books,  two   covering   the   preservation    of   wood   and 
steel,  and  two  giving  the  best  data  on  paints   and  preservative  coatings? 
You  can  examine  them  without  obligation  to  purchase. 

Weiss  The  Preservation  of  Structural  Timber 

By  Howard  F.  Weiss,  Director,  Forest  Products  Laboratory,  U.  S.  Forest  Service ; 
Honorary  Member,  American  Wood  Preservers'  Association. 

312  pages,  6  X  (),  fully  illustrated,  $3.00   (12/6)   net,  postpaid. 
In   all   the   extensive   literature  of   the   wood  preservation  industry,  this  is  the  first  book 
to  cover  systematically  the   subject  in  its  broad   aspect.      It   gives   a   complete   survey   of 
the  entire  industry. 

cushman  and  Gardner-Corrosiou  aud  Prcservatioii  of  Iron  and  Steel 

By  Dr.  Allerton  S.  Cushman,  Formerly  Ass't  Director  and  Chemist  in 'charge  of  Physi- 
cal and  Chemical  Investigations,  U.  S.  Dept  of  Agriculture,  and  Henry  A.  Gardner, 
Ass't  Director  of  Industrial  Research,  Washington,  D.  C. 

375  P<^ge^,  6  .r  9,  illustrated,  $4.00  (17^)   net,  postpaid. 
A  careful  analysis  of  the  entire  problem  of  corrosion  and  preservation  of  iron  and  steel. 
It    gives    the    results    of    extended    research   work  by   the  authors  and   other  leading 
investigators. 

Gardner-Paint  Techuology  and  Tests 

By    Henry    A.    Gardner,    Ass't    Director    of    Industrial 

Research,  Washington,  D.  C. 
256  pages,  6  .r  9,  illustrated,  $3.00  (12/6)  net,  postpaid. 
It  gives  concisely  and  with  important  facts  the  results  of 
elaborate  exposure  tests  conducted  by  the  Scientific  Sec- 
tion of  the  American  Paint  Manufacturers'  Association, 
together  with  much  valuable  material  on  thinners,  pig- 
ments, oils,  etc. 

Gardner  and  Shaeffer- Aualysis  of   PaiutS  aud 

Painting  Materials 

Ry  Henry  A.  Gardner  and  John  A.  Shaeffer 

96  pages,  6  X  9,  illustrated,  $1.50  (6/3)  net,  postpaid. 
An  authoritative  manual  and  reference  book  for  manu- 
facturers and  users  of  paint  materials,  industrial  chem- 
ists, etc. 


FREE  EXAMINATION  COUPON 


McOrnH-HllI   Rook   Co.,  Inc., 

23J»  ^Ve«t  :«Kh   Street,  New  YcpIc,  N.  Y. 

You  may  send  me  on  10  dayK"  approval: 
....WcIsH — PrcKprvation  of  Structural  Timber,   $3.00  net. 
....CuHliman  and  Gardner — Iron  and  Steel.  $4.00  net. 
.... Gardner — Paint  TeehtioloKj-  and  TestH.  $,'1.00  net. 
....Gardner  and   Shaeffer^Pfilnts  and   Painting   Mat.,    $1.50. 

I  agree  to  pay  for  the  bookH  or  return  them  postpaid  within  10 
days  of  receipt. 

I  am  n  regular  siibucriber  to  the  Electric  Railway  Journal. 

—  —   I  am  a  member  of  A.  I.  E.  E. 

( Signed )      

( AddreKH)     , 

Referenee    E3-13 

(Not    required    of    suliserlb^'rn    to    the    Eleetrle    Knllwny    Journal    or 
members  of  A.    I.   E.    E.) 


McGraw-Hill   Book  Co.,  Inc. 

239  West  39th  Street,  New  York 
London  Berlin 

Publi$h*ra  of  Booka  for  Eiocttic  Railway  Journal 


March  13,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


19 


You  Cartt  Go  Wrong 

with  Anderson  Electric  Railway  Specialties 


** Every  Anderson  Product 
is  a  Perfect  Product" 


The  Anderson  Cross- Over 

is  built  to  take  up  witFiout  any  "after  effects"  crossing  hammering,  and 
has  kept  down  visits  of  the  repair  wagon. 

The  Anderson  Trolley  Wheel 

has  won  road  approval  because  of  its  perfect  balance  and  grip  on  the  line 
at  all  car  speeds. 

Also: 
Third  Rail  Insulators,  Trolley   Bases,   Poles,   Harps  and  Wheels,   Bronze 
and  Malleable  Iron  Frogs,  Crossings,  Section  Insulators,  Section  Switches. 


ANDERSON  Trolley  Wheel 


Albert  &  J.  M.  Anderson  Mfg.  Co. 

289-293  A  Street  (Established  1877)  Boston,  Mass.,  U.  S.  A. 


i 


BRANCHES: 
New  York,  135  Broadway 
Chicago,  105  So.  Dearborn  Street 
Philadelphia.  429  Real   Estate  Trust   BIdg. 
London,   E.  C,  48  Milton   St. 


TO   OPtRAIE 
TuRXnAMOU  TOLtn 
WOOKUKC  APUMP 


5000°  is  the  Temperature 
of  the  Electric  Arc 

— and  even  more  on  high  amperage  circuits.  Iron  and  steel  flow 
before  its  heat  like  water,  and  copper  vaporizes  and  vanishes  away 
in   greenish   smoke.     Yet 


''S 


C£M^ 


extinguishes  it  as  you  would  blow  out  a  candle 


Where  fires  are  complicated  by  hissing  arcs 
and  live  circuits  charged  with  high  voltage 
encompass  the  fire  fighters  with  danger — 
PYRENE  is   the   weapon   that  conquers  both 


arcs  and  fires.  Can  be  played  directly  on  high 
tension  circuits  with  safety  to  operator.  In- 
jures neither  insulation,  metals  or  fabrics. 
Write   for  special  electrical  booklet. 


PYRENE  MANUFACTURING  CO.,  1358  Broadway,  N.  Y. 

Offices  in  all  large  cities 

DISTRIBUTORS  TO   ELECTRICAL  TRADE:  WESTERN  ELECTRIC  CO. 
PACIFIC    COAST    DISTRIBUTORS:    GORHAM    FIRE  APPARATUS  CO.,  San  Francisco,  Los  Angeles,  Seattle 
Distributors   for    Canada:    May-Oatway   Fire   Alarms,   Ltd..    Winnipeg,   Toronto 
Distributors  for  Great  Britain  and  the  Continent:  The  Pyrene  Co.,  Ltd.,  19-21  Great  Queen  St.,  London,  W.  C. 


7196 


20 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


Undirected  Energy  is  Destructive  Energy 


The  flooding  river  flowing  be- 
yond its  banks  sweeps  away  life 
and  property. 

So  stray  currents,  leaving  the 


high  resistance  path  of  faulty 
bonded  rails,  seek  an  easier  path 
in  the  water  mains,  much  to  the 
damage  of  the  latter. 


WELDED  RAIL  BONDS 
Keep  Your  Return  Currents  in  the  Proper  Channels 

The  Electric  Railway  Improvement  Co.,  Cleveland,  Ohio 

7189 


CAMBRIA 
RAILS 


Open  Hearth  Bessemer 

BOLTS   AND    NUTS 

100% 

Splice  Bars 

Tie  Plates 


All  Standard 
Sections 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Sales    Offices:      Atlanta,     Boston,    Buffalo,    Chicago,    Cincinnati,    Cleveland,    Detroit,    New    York,    Philadelphia, 

Pittsburgh,  St.   Louis,  San   Francisco,  Tacoma,   Montreal 

Works   at   Johnstown,    Pa. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


21 


Tit  Bail  Amf  (J^mp 


I^ 


•JjoA 


ROLLED 

FROM 

BEST  QUALITY 

STEEL 


CONTINUOUS  RAIL  JOINT 


AGENCIES 

Boston,    Mass India   Bldg. 

Chicago,  Jll.  .^Railway  Exchange  Bldg. 

Denver,    Colo Equitable    Bldg. 

Philadelphia,    Pa.  Pennsylvania    Bldg. 

Pittsburgh,    Pa Oliver    Bldg. 

Portland,    Ore Wilcox    Bldg. 

St.    Louis,    Mo., 

Commonwealth   Trust   Bldg. 
Troy,   N.   V Burden  Avenue 

Montreal,  Can .  Board  of  Trade  Bldg. 

London,  E.  C,  Eng., 

36  New  Broad  St. 


Makers  also  of  WEBER,  WOLHAUPTER  and  ONE   HUNDRED  PER  CENT.  RAIL  JOINTS  for 

Standard,  Girder  and  Special  Rail  Sections.     Also  Joints  for  Frogs  and  Switches; 

Insulated  Rail  Joints  and  Step  or  Compromise  Rail  Joints 


t 


PATENTED  IN  UNITED  STATES  AND  CANADA 


Opinions  From  YOUR  Side  of  the  Fence 

No.  5 
Engineer  400  Mile  Road 


"It  will  be  recalled  that  several  years  ago 
we  were  rather  skeptical  as  to  the  perma- 
nent results  to  be  obtained  from  rail  grind- 
ing. But  since  the  completion  of  several 
contracts  for  grinding  with  your  company, 
we  have  become  fully  convinced  not  only 
of  the  practicability  of  the  proposition  as 
a  whole,  but  of  the  absolute  necessity  of 
a  street  railway  company's  adopting  a  rail 
grinder  as  one  of  their  regular  Maintenance 
of  Way  Tools." 


Write   us    for   additional   information. 


396 


Railway  Track- work  Co.,    Heed  Bldg.,  Philadelphia 


22 


ELECTRIC     RAILWAY    JOURNAL 


[Mabch  13,  1915 


RAILWAY  ROTARIES 


25  and  60  Cycles 
3  and  6  phase 

Voltage  up  to  1500  per  Machine  ^ 
Wide  range  of  Capacities 
— but  one  standard  of  efficiency 
— ALLIS-CHALMERS 

AUis-Ch  aimers  Manufacturing  Co. 

Milwaukee,  Wis. 

For  all   Canadian    Business  refer  to  Canadian   Allis-Chalmers,    Limited,   Toronto,  Ont. 
FOREIGN  REPRESENTATIVES 

Frank  II.  Perrot.  883  Hay  St.,  Perth,  W.  A.;  204  Clarence  St.,    Sydney,    N.    S.    W.  H.  I.  Keen,  732  Salisbury  House, 

Standard-Waygood,   Limited.   Sydney,   N.    S.    W.  London  Wall,  E.  C,  London,  Eng, 

Mark  R.  Lamb,  Huerfanos  1157,  Casilla  2653,  Santiago,  Chile. 
71382-P 


For  Speedy  Coil  Production 

— for  the  reduction  of  shop  costs  to  minitnum — make 
sure  that  your  machines  are  as  efficient  as  your  men 

COLUMBIA  COIL  WINDING 
MACHINES 

by  their  superior  efficiency  are  in  many  cases  making  up  for  the  deficiencies 
of  the  men  operating  them.  But  consider  how  much  better  your  good  men 
could  do  if  furnished  with  these  latest  perfected  winding  machines. 
Columbia  machines  not  only  insure  swifter  winding,  but  better  winding, 
too.     We'll  send  you  a  Bulletin  that  tells  why. 

Our   other  Columbia   Specialties   mean   other   Economies — Write 


.\xlc  and   Armature   St/aighteners. 

Hearings    for   Armatures   and   Axles. 

Armature   Stands,    Armature    Buggies. 

Car   Hoists,  Car   Replacers. 

Brake    Appliances,   Handles,    Forgings    for   Rig- 

fzing,  etc. 
Babbiiting  Moulds,   Lathe  Chucks. 
Bandinjr  and   Keading  Machines. 
Coil  Winding  Machines  for  field  and  armature 

coils. 


Coils   for   Armatures  and   Fields 
Coil    Taping    Machines    for    Armature    Leads. 
Car  Trimmings,  Car  Signs — Day  and  Night. 
Commutators,   Controller-Handles,    Door   Locks. 
Gear  Cases— All  Steel  and  M.  I..  Pit  Jacks. 
Grid    Resistances,  Signal  or  Target   Switches. 
Pninn    Pun«rs,   Trolley    Poles-Steel. 
Trolley  Wheels.  Tension   Stands. 
Fuses,    Track    Special    Work, 


Columbia  Field  Coil 
Winding  Machine 


Columbia  Machine  Works  &  Malleable  Iron  Co. 

Atlantic  Avenue  and  Chestnut  Street,  Brooklyn,  N.  Y. 


7139 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


23 


Thefts  no  I«ak  proof  rin<J  but  the  \»fc»^-\«oor  Rin^  —  insist 


Is  It  Worth  While 

to  Eliminate 
Scored  Cylinders? 

That's  one  item  of  expense  connected  with 
^ir  Compressor  operation  you  can  certainly 
ut  out  permanently  by  using 


TfUOC  -MARK  -  RCCISTEMO 


lade  in 
I  sizes 


Easily 
Adjusted 


Piston  Head  Packing  Rings 

Made  by  McQuay-Norris  Mfg.  Co. 

The  two-piece  ring  without  segments  or 
prings — therefore  no  corners  can  develop 
rhich  score  the  cylinder  or  wear  it  out  of 
Dund.  You  are  saved  the  expense  of  fre- 
uent  repairs  and  renewals  and  the  extra  tax 
pon  the  motor  caused  by  excessive  friction. 

\aA![^^oov  Rings  effect  other  important  eco- 
omics  because  they  are  leak-proof  in  fact  and 
ffectively  check  all  compression  losses.  A 
loroughly  fair  and  reliable  test  proved  that 
ley  will  produce  90  lbs.  pressure  in  two- 
lirds  of  the  time  required  by  the  segment 
^pe  of  ring.  It  will  pay  you  to  know  more 
bout  \s^s,^oo»  Rings. 

We  will  send  you  a  set  of  Rings  free 
for  you  to  make  any  test  you  wish. 

Manufactured  by 

McQuay-Norris  Manufacturing  Co. 

Dep't  L,  St.  Louis,  U.  S.  A. 

Canadian    Factory 

W.   H.   Banfleld  &  Sons,   No.   120  Adelaide 

Street  West,   Toronto. 

BRANCHES 
New  York — 1919-29  Broadway  at  64th  St. 
Pittsburg— 902  Second  Nat.  Bank  Bldg. 
Kansas  City — 513  New  Nelson  Bldg. 
Chicago — Suite  718.  Michigan  Blvd. 

Bldg.,  Michigan  Ave.  and 

Washington  St. 
San  Francisco^l64  Hansford  Bldg. 
Los  Angeles— 224  Central  Bldg. 
Dallas — 1509  Commerce  St. 


ook  for  the  name  \twfc;\Hoor  stamped  on  the  Ring 


I  AM  the  mind  that  never  sleeps ;  the  eye 
that  never  closes ;  the  hand  that  never 
falters. 

I  fear  neither  rain  or  snow,  heat  or  cold. 
Day  after  day,  night  after  night,  month 
after  month,  year  after  year,  I  am  at  my 
post  to  guard  and  guide  those  passing 
below. 

My  nerves  are  pure  copper;  my  muscles 
hard  iron.  The  slightest  contact  with  my 
sensitive  nervous  system  (altho  afar  off) 
arouses  me  to  instant.actjon. 

If  the  message  is  to  "sfbp"  those  passing 
below,  I  do  so  immediately — holding  my 
pose  until  all  is  well  again ;  or  if  the  mes- 
sage is  to  "proceed"  I  smile  and  those  be- 
low smile  with  me,  for  they  know  full  well 
that  by  smiling  I  have  saved  them  time  and 
time  safely  saved,  for  they  have  learned 
that 

NACHOD  SPELLS  SAFETY 

I  am  the 
NACHOD  SIGNAL  SYSTEM 


Nachod  Signal  Co. 

Inc. 

Louisville,  Ky. 


24 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


Standard  Trucks 

For  Safe, 
Long-time  Service 

Opposite  is  shown  our  Standard  O-50 
"SHORT  WHEEL  BASE"  DOUBLE 
TRUCK. 

Frames  solid  forged  witliout  welds,  i.  e., 
made  from  one  continuous  liar  of  open- 
hearth  steel.  Carrying  capacity  50,000 
pounds  at  king  pins.  34"  Forged  Steel 
wheels,  3%  x  7"  M.C.B.  journals.  Brake 
shoes  hung  on  the  equalizer  bars  (thus 
insuring  uniform  wearing  of  brake  shoe^. 
All  wearing  holes  steel-thimbled  and  bolts 
case-hardened.  This  truck  is  used 
throughout  the  New  England  cities.  New 
York,  Detroit,  Toledo,  Oklahoma  City, 
Seattle,  Jacksonville,  Kansas  City,  San 
Francisco,  Cincinnati,  Indianapolis  and 
many  other  cities. 

Our  STANDARD  C-80-P  "TRUNK 
LINE  SERVICE"  DOUBLE  TRUCK  is 
for  extra  high-speed  "Trunk  Line  Serv- 
ice." Carrying  capacity  80,000  pounds  at 
king  pins.  Pressed  steel  channel  side 
frames,  end  frames  and  transoms.  Brake 
shoes  hung  on  equalizer  bars.  All  wear- 
ing holes  steel-thimbled  and  bolts  case- 
hardened.  36"  Forged  Steel  wheels.  5x9 
M.C.B.  journals.  In  service  on  N.  Y.,  N. 
H.  &  H.  R.  R.  (electric  zone),  Detroit 
United  Railway,  Western  Ohio,  Ohio 
Electric.  Lake  Shore  Electric,  Indiana 
Union  Traction  Co.,  Terre  Haute,  Indian- 
apolis &  Eastern  Traction  Co.,  New  York 
(Central  R.  R.  (electric  zone),  Toledo  & 
Western  R.   R.   Co. 

There  are  STANDARD  TRUCKS  for  all 
services. 

oTauit.nn  uMvon  vxiiou  «»••».>■»   m  >   •    •.i.i       •>.«>•«••■.••»■•    niiuu   New  York  Office:  170  Broadway.  WorkstNew  Castle,  Pa, 

STANDARD  MOTOR  TRUCK  COMPANY,  Frick  BIdg.,  PITTSBURGH,  PENN.  Chicago  office:  Fisher  Bunding 

PiKilic  Const   .\gents:   Etilcs  &  Siiiitli   Co..    Ino.      Offlci-s,   San  Franiisco,  Cal.  ;  I.os  Angeles.  Cal.  ;   Portland,   Ore. 


Helping  Out 
the  Motors — 

RoUway  Bearings 


Make  the  most  of  your  opportunities  to  save  power 
and  wear  on  motors.  Rollway  Bearings  encourage 
"coasting" — reducing  power  requirements  and  cooling 
the  motors. 

The  oil-tight  and  dustproof  boxes  are  another  big 
factor  in  keeping  down  operating  and  maintenance 
cost.    IVe  will  send  you  figures  on  request. 


The  Railway  Roller  Bearing  Co. 

Syracuse,  N.  Y. 


9273 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


25 


We  Don't  Know  How 
to  Operate  a  Railway 


rrirrm 


The  Peacock  Improved  Brake 


BUT 


— we  do  know  hand  brakes 
and  how  they  affect  opera- 
tion. 

Hand  brakes  represent  our 
whole  business. 

So  when  it  comes  to  brake 
problems — our  service  is 
that  of  the  specialist. 

We've  been  working  on 
these  problems — and  these 
problems  alone  for  many 
years. 

Perhaps  some  of  your  cars 
are  causing  trouble.  If  you 
think  we  can  be  of  any  ser- 
vice, write 

National  Brake  Co. 

888-890  Ellicott  Square,  Buffalo 


26 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


A  Pioneer  Double  Beam 
Section  Insulator 


Two  years  ago  the  Form  L  4  section  insulator  was  designed  by  G-E  engineers 
and  was  the  first  of  its  kind  in  the  field.  It  is  designed  to  meet  all  requirements  of  a 
first-class  device  for  sectionalizing  a  trolley  line  and  the  large  number  now  in  use 
all  over  the  country  demonstrates  the  serviceability  of  the  device.  The  Form  L  4 
insulator  has  a  greater  tensile  strength  than  4/0  copper  trolley  wire  and  hence  is 
very  durable  and  efficient.  Wooden  parts  are  oil  treated  and  metal  parts  sherard- 
ized  by  the  G-E  electric  oven  method. 

All  wearing  parts  of  the  G-E  Form  L  4  section  insulator  are  renewable  and 
replacements  can  be  made  without  disturbing  trolley  or  guy  wires,  thus  minimizing 
delays  to  traffic. 

Punched  steel  end-tongues  transfer  trolley  wheel  from  wire  to  the  smooth,  level 
runway  with  practically  no  interference.  Simplicity  of  design  insures  the  maxi- 
mum of  serviceability. 

« 

Specify  G-E  Form  L  4  Section  Insulators  this  year 

General  Electric  Company 


AtlantSt  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,  Mont. 
Charleston,  W.  Va. 
Charlotte,  N,  C. 
Chattanooga,  Tenn. 
Chicago,  III. 
Cincinnati,  Ohio 
Cleveland,  Ohio 


Columbus,  Ohio 
Dayton,  Ohio 
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For  Texas,   Oklahoma  and   Arizona   business   refer  to   Southwest   General    Electric  Company    (formerly  Hobson  Electric  Co.),  Dallas, 
El   Paso,   Houston   and  Oklahoma   City.     For  Canadian  business  refer  to  Canadian  General  Electric  Company,  Ltd.,  Toronto,  Ont. 


ric  Railway  Journal 

Published  by  the  McOraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway   Journal  and  Electric  Railway  Review 


Vol.  XLV 


NEW  YORK.  SATURDAY,  MARCH  13,  1915 


No.  11 


NEW  YORK  The  amended  Spring  bill  that  has 

ALIEN  LAW  just  passed  the  New  York  State 

AMENDMENT  Senate  points  the  way  to  an  ap- 

parently workable  settlement  of  the  alien  labor  question 
in  connection  with  subway  construction  in  New  York. 
The  bill  provides  that  preference  shall  be  given  to  citi- 
zens over  aliens  in  work  on  public  contracts  but  that 
aliens  may  be  employed  where  citizens  are  not  available. 
The  term  "not  available"  would  supposedly  give  con- 
tractors the  proper  freedom  of  action  and  make  it  pos- 
sible for  them  to  select  their  laborers  on  the  basis  of 
physical  fitness  and  willingness  to  work  for  the  wages 
paid  to  aliens.  The  bill  does  not  admit  the  illegality 
of  the  exclusion  of  aliens,  but  in  a  hedging  fashion  it  is 
a  confession  of  the  inexpediency  and  unfairness  of  so 
doing.  As  long  as  aliens  are  admitted  to  this  country, 
they  should  not  be  deprived  of  equal  opportunities  of 
livelihood  by  exclusion  from  labor  on  public  works  or 
similar  provisions.  If  they  are  to  be  seriously  hampered 
in  their  labor,  it  would  be  better  to  attack  the  matter  at 
the  source  and  prohibit  the  immigration.  As  long  as 
this  is  allowed,  comity  between  state  and  national 
governments  demands  fair  treatment  of  them  in  this 
country. 


LEGISLATIVE 
REiORT  ON 
REGULATION 


The  most  striking  feature  of  the 
report  of  the  legislative  committee 
on  the  investigation  of  the  Public 
Service  Commission  of  the  First  District,  New  York, 
is  that  it  was  not  unanimous.  While  the  members 
of  one  political  party,  constituting  the  majority  of 
the  committee,  condemn  the  commissioners,  a  minor- 
ity, including  all  the  members  of  the  other  politi- 
cal party,  defends  them.  Even  the  majority  is  not  en- 
tirely unanimous  in  its  conclusions  on  its  own  findings. 
There  was  an  excellent  opportunity  here  for  a  careful 
and  unbiased  examination  of  the  efficacy  of  commission 
regulation.  At  the  time  it  was  begun  the  New 
York  system  constituted  a  radical  departure  from 
those  followed  by  other  states,  and  the  extent  of  the 
interests  involved  made  the  experiment  which  was 
initiated  by  Governor  Hughes  in  1907  of  great  im- 
portance to  the  country.  The  chief  question  on  trial 
was  whether,  under  our  political  system,  it  was 
possible  to  keep  the  commission  free  of  politics,  a  con- 
dition which  many  doubted.  The  report  of  the  legisla- 
tive committee,  dividing  as  it  does  on  party  lines,  will 
emphasize  this  doubt  so  long  as  the  law  governing  the 
appointment  of  the  commissioners  and  their  removal 
from  office  as  it  exists  at  present  remains  on  the  statute 
books.  This  conclusion  will  remain  irrespective  of  the 
qualifications  of  the  present  commissioners  in  New  York 


for  their  office.  We  believe  in  the  regulation  of  public 
utilities  by  commissions  but  insist  that  the  office  should 
be  surrounded  by  as  many  safeguards  to  secure  inde- 
pendence of  judgment  and  action  by  the  commissioners 
as  in  the  case  of  justices  of  the  Supreme  Court.  In  no 
other  way  can  good  men  be  obtained  or  retained. 


CUTTING  DOWN 

ASSOCIATION 

DUES 


It  is  not  often  that  an  association 
makes  a  reduction  in  dues  as  the 
American  Electric  Railway  Manu- 
facturers' association  has  just  done.  This  reduction, 
while  temporary,  is  an  indication  of  a  desire  on  the  part 
of  the  management  to  share  with  the  members  the  sav- 
ing which  is  to  be  effected  by  omitting  special  exhibits 
at  San  Francisco.  The  amount  of  money  saved  to  each 
member  is  not  great,  but  the  impression  created  by  the 
reduction  cannot  but  be  favorable.  While  the  great  in- 
dustrial show  which  has  come  to  be  such  an  important 
feature  of  the  annual  conventions  is  the  most  conspicu- 
ous of  the  association's  activities  it  is,  after  all,  only  a 
part  of  the  machinery  for  fostering  good  relations  be- 
tween the  operating  and  manufacturing  divisions  of  the 
electric  railway  industry.  Those  who  are  in  touch  with 
the  permanent  headquarters  know  that  it  is  a  center  of 
unceasing  diligence.  There  is,  therefore,  a  necessity 
for  a  reasonable  income  aside  from  that  connected  with 
the  exhibits.  The  omission  of  the  convention  exhibits 
will  be  a  relief  to  those  who  would  otherwise  have  been 
responsible  for  its  management.  As  a  former  associa- 
tion president  said  recently  in  the  writer's  hearing,  few 
of  the  attendants  at  a  convention  realize  the  weight  of 
the  burden  of  responsibility,  for  the  safety  of  the  mem- 
bers and  guests  and  the  smooth  working  of  the  exhibit 
and  entertainment  plans,  which  rests  upon  the  few  who 
bear  it.  Any  slight  faults  of  the  superstructure  are  so 
much  more  conspicuous  than  the  virtues  of  the  founda- 
tion that  they  are  apt  to  cause  more  comment.  A  little 
relief  this  year,  will  produce  results  in  renewed  effort 
on  behalf  of  the  1916  meeting. 

REGULATION  While    the    investigation    of    the 

FROM  A  New  York   Public   Service   Com- 

NEW  QUARTER  mission  has  been  going  on  Dr.  S. 

S.  Goldwater,  Health  Commissioner  of  New  York,  has 
hit  upon  a  plan  which  he  thinks  has  solved  the  problem 
of  public  service  regulation.  His  method  is  simple.  It 
consists  simply  in  invoking  the  police  power  which 
under  the  law  is  granted  to  the  health  commissioner  to 
make  the  railways  do  what  he  thinks  proper.  An  ob- 
vious merit  of  this  plan  is  that  it  obviates  extended 
hearings  with  counsel  on  both  sides,  any  division  of 
opinion  among  several  commissioners  and  any  necessity 


494 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


<jf  a  staff  of  legal,  engineering  or  transportation  ex- 
perts to  advise  the  commission.  Under  this  new  system 
of  regulation,  if  the  health  commissioner  thinks  that 
the  railway  cars  should  not  carry  more  than  one-and-a- 
half  times  their  seating  capacity,  the  conductors  of  the 
cars  must  close  their  gates  when  that  number  is  on  the 
car,  and  those  who  cannot  get  on  the  cars  must  walk 
home.  Another  advantage  of  Dr.  Goldwater's  plan,  be- 
sides its  simplicity,  is  its  comprehensiveness.  Its  ap- 
plication is  by  no  means  confined  to  the  surface  rail- 
ways. If  the  water  supply  of  the  city  becomes  insuf- 
ficient, it  is  dangerous  to  health,  and  the  health  commis- 
sioner may  order  more  aqueducts.  Theaters  inade- 
quately supplied  with  exits  must  be  closed  until  the  con- 
dition is  remedied.  Building  laws  must  be  modified  ac- 
cording to  the  ideas  of  the  health  commissioner,  and 
parks  must  be  opened  in  different  parts  of  the  city  be- 
cause they  are  necessary  as  breathing  spaces  to  the  pub- 
lic. Still  another  advantage  of  Dr.  Goldwater's  plan  is 
that  it  reduces  all  of  the  city  offices  and  commissions  to 
one,  with  the  possible  exception  of  the  police  department, 
which  we  assume  will  be  retained  in  order  to  carry  out 
the  orders  of  the  health  department.  We  commend  the 
idea  to  tha  consideration  of  students  of  municipal 
problems. 


THE  "JITNEY"  SITUATION 

The  "jitney"  has  now  reached  Portland,  Me.,  having 
completed  the  journey  from  California  to  Maine  in  less 
than  four  months,  because  it  was  only  last  November 
that  its  advent  in  Los  Angeles  began  to  attract  atten- 
tion in  other  cities.  Some  railway  men  profess  to  see 
the  wane  of  the  movement  and  base  this  idea  upon  the 
adverse  legislation  which  has  been  passed  in  different 
cities.  Others  do  not  yet  see  any  material  reduction 
in  the  "jitney"  movement.  They  base  this  belief  on  the  ' 
large  number  of  second-hand  automobiles  in  the  country 
and  the  desire  of  their  owners  to  get  the  most  out  of 
them  before  they  are  thrown  on  the  scrap  heap,  the 
favor  of  the  public  at  large  for  novelties,  and  the  in- 
fluence which  the  automobile  manufacturers  will  pre- 
sumably be  willing  to  exert  to  stimulate  the  demand 
for  both  old  and  new  automobiles.  This  influence  is  apt 
to  be  powerful,  especially  when  exerted  through  local 
dealers,  agents  and  branch  managers,  all  of  whom  are 
large  advertisers  for  their  local  business  in  the  daily 
papers. 

Those  who  do  not  see  an  early  end  to  the  "jitney" 
movement  say  that  it  may  not  be  difficult  to  prove  that 
the  "jitney"  is  a  losing  proposition;  that  an  attempt 
to  substitute  "jitneys"  for  electric  cars  on  streets  in 
any  large  numbers  would  produce  the  worst  kind  of 
congestion,  and  that  to  meet  "jitney"  competition  the 
electric  roads  would  have  to  reduce  their  service  to  the 
.suburbs  and  perhaps  increase  their  long-haul  fares. 
But  these  points,  they  believe,  would  not  greatly  in- 
fluence the  owner  of  an  old  car  that  has  practically  no 
value  except  in  "jitney"  service,  nor  would  it  deter  a 
great  many  people  from  patronizing  a  "jitney"  instead 
of  a  street  car  if  it  carried  them  to  the  place  to  which 
they  wished  to  go. 


How,  then,  can  the  situation  be  combatted  by  all 
those  who  realize  the  conditions  under  which  the  elec- 
tric railways  are  carrying  people  long  distances  for  a 
5-cent  fare?       , 

One  thing  which  can  be  done,  and  must  be  done,  is 
to  correct  misstatements  as  to  the  cost  of  "jitney" 
operation  when  they  appear  in  the  local  papers.  Articles 
of  this  kind  will  not  be  uncommon  during  the  next  few 
months.  The  "jitney"  bus  is  a  novelty  and,  as  such, 
appeals  to  the  editor  of  the  average  local  daily  paper. 
The  arrival  of  the  first  "jitney"  in  a  town  makes  a  good 
"news"  item,  and  the  arrival  of  a  second  or  third  will 
make  another.  It  is  to  be  expected,  also,  that  stock 
companies  will  be  organized  to  operate  buses  of  this 
kind  by  promoters  who  see  through  them  an  easy 
plan  to  draw  money  from  confiding  stockholders  in 
small  amounts  by  alluring  statements.  Railway  men 
who  see  figures  of  this  kind  in  print  and  know  the 
facts  should  not  hesitate  to  set  the  public  right  as  to 
the  profits  which  can  be  made  in  this  kind  of  trans- 
portation. They  should  also  point  out  the  most  con- 
spicuous objections  of  the  unrestricted  "jitney"  for 
general  transportation,  such  as  the  lack  of  regulation 
over  their  routes  and  schedules,  the  dangers  to  women 
from  riding  in  closed  cars,  the  unsanitary  features  of 
the  cars  as  compared  with  electric  cars  which  are 
cleaned  regularly,  perils  to  pedestrians,  etc.  We  believe 
that  the  "jitney"  will  not  be  a  permanent  competitor  of 
the  electric  car,  even  for  short  distance  business,  but 
we  also  believe  that  its  disappearance  can  be  hastened 
by  active  local  attack  upon  its  weak  features  by  the 
electric  railway  companies. 


IMPROVEMENT  OF  CONVENTION  PROGRAMS 

We  know  of  hardly  any  place  where  careful,  conscien- 
tious planning  will  return  a  larger  amount  of  money  for 
work  expended  than  in  the  drafting  of  a  convention  pro- 
gram. If  we  assume  that  the  average  expenses  per  del- 
egate attending  a  convention  lasting  a  day  is  from  $10 
to  $20  and  the  value  of  his  time  the  same  amount,  we  get 
from  $20  to  $40  as  the  amount  which  each  delegate  or 
his  company  will  spend  for  his  attendance.  With  100 
delegates  at  a  convention  we  have  from  $2,000  to  $4,000 
as  the  expense  of  a  convention  with  that  number  of 
attendants  and  lasting  for  but  one  day.  Expressing 
this  in  the  electric  railway  man's  fiscal  unit,  it  is  from 
80,000  to  160,000  nickel  fares.  This  is  a  considerable 
amount  of  money,  and  every  effort  should  be  made  to  see 
that  the  association  as  well  as  the  delegates  get  full 
return  for  its  expenditure.  Assuming  that  the  sessions 
cover  six  hours,  the  cost  of  this  time  is  of  the  order 
of  $10  per  minute.  Now,  a  considerable  part  of  the 
value  of  a  convention  to  those  in  attendance  is  repre- 
sented by  the  papers  and  discussions  presented ;  that  is, 
by  the  technical  proceedings.  There  are  other  advan- 
tages, such  as  meeting  representatives  of  other  com- 
panies and  exchanging  experiences  with  them  in  private 
conversation,  but,  after  all,  the  official  program  is  the 
piece  de  resistance  of  the  meeting,  as  well  as  the  means 
of  gathering  the  largest  attendance  and  of  eliciting  t 
best  exchanges  of  experience.     For  this  reason  the  coi 


1 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


495 


mittee  on  subjects  is  one  of  the  most  important  which 
any  association  can  appoint. 

In  this  connection  the  Southwestern  Electrical  &  Gas 
Association  has  established  an  interesting  plan  to  se- 
cure a  program  of  this  kind.  The  secretary,  in  laying 
his  plans  for  the  annual  convention  some  two  months  off, 
has  called  the  attention  of  the  members  to  the  fact  that 
it  would  be  a  waste  of  time  "to  give  up  the  various  ses- 
sions to  matters  full  information  as  to  which  may  be 
obtained  at  any  time  from  the  secretary  or  from  the 
technical  papers  or  from  text  books."  In  consequence, 
the  members  are  urged  to  send  in  suggestions  as  to 
topics  of  a  practical  but  unfamiliar  nature  so  that  the 
papers  and  discussions  may  give  information  not  avail- 
able elsewhere  and  where  the  experience  of  the  members 
will  be  most  valuable  to  each  other.  The  plan  is  a  good 
one  in  principle  and  should  also  be  so  in  practice,  as, 
indeed,  it  has  proved  in  previous  sessions  of  the  South- 
western Association.  Progress  is  being  made  so  rapidly 
in  the  electrical  field  that  there  should  be  no  dearth  of 
good  subjects,  and  we  have  no  doubt  that  the  South- 
western Association  can  find  this  year  a  sufficient  num- 
ber of  them  to  make  a  live  program  for  its  1915  meeting. 

Why  would  it  not  be  a  good  idea  for  a  sectional 
association  in  search  of  a  good  topic  to  select  one  which 
has  been  considered  at  one  of  the  other  sectional  ses- 
sions? The  subject  could  be  introduced  by  the  presen- 
tation of  a  summary  of  the  paper  as  read  at  the  other 
convention  and  an  abstract  of  the  conclusions  reached 
there.  The  Electric  Railway  Journal  believes  in  the 
value  of  sectional  associations  and  has  always  made  a 
feature  of  the  publication  of  their  proceedings,  so 
that  this  information  is  easily  available.  Starting  at 
this  point,  those  in  attendance  could  give  their  views 
without  retracing  any  ground  already  covered,  and  in 
this  way  a  consensus  of  opinion  from  all  parts  of  the 
country  would  be  obtained  on  different  subjects  which 
would  be  of  the  greatest  value  to  the  industry. 


ENERGY  REGENERATION  IN  HEAVY  TRACTION 

In  the  steam  railway  electrifications  on  lines  having 
grades  the  possibility  of  energy  regeneration  has  had  a 
potent  influence  in  the  selection  of  system.  Not  that  the 
actual  saving  in  energy  was  necessarily  a  prime  consid- 
eration, but  the  accompanying  braking  effect,  with  re- 
duction in  brakeshoe  wear,  has  been  considered  a  feature 
to  be  secured  if  possible.  Assuming  that  total  resistance 
would  be  about  the  same  for  a  train  ascending  a  grade 
and  descending  it  while  regenerating,  it  should  regen- 
erate all  of  the  power  due  to  the  grade  in  excess  of  1 
per  cent.  It  should,  of  course,  be  capable  of  holding  back 
when  going  down  any  grade  that  it  can  climb.  Actual 
data  of  regeneration  on  a  section  of  the  Italian  State 
Railways  were  given  in  an  article  by  G.  Pontecorvo 
which  appeared  in  last  week's  issue  of  the  Electric 
Railway  Journal.  These  showed  a  regeneration  of  50 
per  cent  on  a  grade  of  3  per  cent  to  3' 4  per  cent  and  a 
reduction  of  two-thirds  in  brakeshoe  wear.  There  is  no 
doubt,  therefore,  that  practice  bears  out  theory  in  this 
case. 


One  complication  of  the  regenerative  systems  has 
been  the  necessity  for  taking  up  surplus  power  supplied 
by  a  train  descending  a  grade  when  there  was  not  a 
demand  for  it  from  other  parts  of  the  line.  This  has  to 
be  provided  by  rheostats  in  the  power  house,  as  de- 
scribed in  the  article  referred  to  above,  as  it  would 
scarcely  be  practicable  to  take  it  up  by  train  brake 
application. 

The  three-phase  system,  which  has  had  some  vogue 
abroad,  has  made  its  claim  to  favor  on  the  basis  of  its 
natural  or  inherent  regenerating  ability.  When  one 
thinks  of  regeneration  this  system  instinctively  comes 
to  mind.  But  the  thinking  usually  stops  there  because 
the  imagination  immediately  conjures  up  a  picture  of 
networks  of  overhead,  entangled  wires,  at  the  entrance 
to  some  familiar  freight  yard,  for  example.  As  a  conse- 
quence, we  have  in  this  country  but  one  lonely  three- 
phase  electrification  in  full  commercial  operation  to-day, 
and  this  is  so  far  away  that  very  little  is  heard  of  it. 
In  this  Great  Northern  Cascade  tunnel  plant,  braking 
qualities  were  considered  of  prime  importance,  but 
energy  saving  was  not,  as  the  water-power  could  be 
used  for  nothing  but  the  railway  and  hence  had  little 
value  after  having  served  its  purpose. 

The  next  step  in  regeneration  progress  is  the  single- 
phase-three-phase  electrification  now  rapidly  approach- 
ing completion  on  the  Norfolk  &  Western  in  West  Vir- 
ginia. In  this  three-phase  power  is  produced  in  the 
locomotive  from  single-phase  in  the  heretofore  little- 
used  phase  converter.  In  this  case,  also,  economical 
braking  was  considered  more  important  than  energy 
saving.  Unofficial  reports  from  that  region  indicate 
that  the  converters  are  doing  their  work  in  first-class 
fashion. 

In  the  meantime  the  regenerative  principle  is  being 
applied  in  the  designs  for  the  great  Chicago,  Milwaukee 
&  St.  Paul  electrification,  and  details  of  the  regenera- 
tive equipment  are  awaited  with  great  interest.  To 
date  the  d.c.  series  motor  has  not  been  considered  a 
satisfactory  generator  although  it  has  been  so  used  with 
the  magnetic  brake  to  a  limited  extent.  The  St.  Paul 
plan,  whatever  it  is,  will  constitute  the  third  important 
step  in  the  series.  To  offset  the  additional  complication 
of  equipment,  the  d.c.  regenerative  scheme  will  have 
an  advantage  over  the  a.c.  in  that  the  motors  become 
self-exciting  generators  and  do  not  therefore  depend 
upon  the  power  house  for  excitation.  A  three-phase 
locomotive  would,  of  course,  "run  away"  if  it  were  not 
held  by  the  brakes  if  for  any  reason  power  went  off  the 
line. 

These  examples  show  conclusively  that  for  heavy 
trains  on  steep  grades  regeneration  is  practicable. 
That  to  date  it  should  have  been  used  primarily  for  the 
sake  of  a  by-product  is  interesting.  On  general  prin- 
ciples of  energy  conservation  it  is  gratifying  to  realize 
that  we  shall  shortly  have  in  operation  three  heavy 
electrifications,  all  employing  different  types  of  equip- 
ment and  all  regenerating  energy  on  down  grades. 
Some  valuable  data  should  soon  be  available  for  com- 
parison from  the  regeneration  standpoint. 


496 


ELECTRIC     RAILWAY    JOURNAL 


[Vol.  XLV,  No.  11 


The  New  York  Municipal  Car — Motors,  Con'r; 
trol,   Conduit  and  Collectors 

Tapped-Field  Motors  Give  Economical  Operation  in  Both  Local  and  Express  Service — The  Control  Ties  in  with 
1  the  Auxiliary  Circuits  and  Its  Switches  Are  Placed  in  One  Bax  to  Obtain  Lowest  Weight  and 

Simplest  Inspection — Conduit  Runs  Have  Been  Reduced  by  Eliminating  Separate 
Conduits  for  Each  of  the  Wires  in  the  Main  Circuits 


The  motors,  the  control  and  the  accessories  of  both 
on  the  New  York  Municipal  car  embody  the  same  prin- 
ciple of  progress  that  characterizes  the  features  of 
design  and  equipment  which  have  been  previously  de- 
scribed in  these  columns.*  As  the  following  para- 
graphs will  show,  the  New  York  Municipal  Railway 
Corporation  has  not  only  taken  advantage  of  the  latest 
advances  in  the  art  but  it  has  also  set  up  new  standards 
and  devised  new  practices  which  will  accrue  to  the 
benefit  of  other  electric  railway  operators. 

Character  of  Forthcoming  Service 

To  appreciate  the  reason  for  electing  to  use  the  tap- 
field  motor  in  the  forthcoming  service  it  is  well  to  point 


ft.  and  the  average  7230  ft.  The  length  of  this  run 
will  be  43,380  ft. 

On  a  typical  combined  express  and  local  run  like  that 
from  Forty-eighth  Street,  New  York,  to  Coney  Island 
via  a  7000-ft.  tunnel  and  the  Brighton  Beach  line  the 
shortest  distance  between  stations  will  be  1263  ft., 
the  longest,  9870  ft.  and  the  average  4573  ft.  The 
length  of  the  run  will  be  82,327  ft.  In  general  the  local 
runs  will  be  longer  but  the  express  runs  shorter  than  on 
the  present  rapid  transit  lines  of  New  York. 

It  was  obvious  that  the  tap-field  motor  was  ideal  for 
running  conditions  of  the  character  described,  inas- 
much as  such  a  motor  could  b6  run  on  full  field  in 
local  service  and  on  tapped  field  in  express  service.   Self- 


NEW  YORK  MUNICIPAL  CAR — THE  FIRST  EIGHT-CAR  TRAIN    READY  FOR  A  TRIAL  RUN   ON   THE  NEW   SEA  BEACH   LINE 


out  that  three  distinct  services — local,  express  and  a 
combination  or  these  two — are  contemplated.  For 
purely  local  runs  the  schedule  speed  will  be  15  m.p.h. 
with  an  average  station  stop  of  20  seconds,  and  for 
purely  express  service  the  speed  will  be  25  m.p.h.  with 
an  average  stop  of  30  seconds. 

On  a  typical  local  run  like  that  of  Fifty-ninth  Street, 
New  York,  to  Coney  Island,  by  way  of  the  Manhattan 
Bridge  and  Brighton  Beach  line,  the  shortest  distance 
between  stations  will  be  1100  ft.,  the  longest  6220  ft., 
exclusive  of  the  Manhattan  Bridge,  and  the  average 
2430  ft.  The  length  of  this  run  will  be  68,090  ft. 
plus  the  10,560  ft.  of  the  Manhattan  Bridge. 

On  a  typical  express  run  like  that  from  Forty-eighth 
Street,  New  York,  to  Sheepshead  Bay,  the  shortest  dis- 
tance between  stations  will  be  3930  ft.,  the  longest,  9870 

•See  New  York  Municipal  Car  articles  on  "Design,"  "Body" 
and  "Trucks,  Brake  Rigging  and  Draft  Gear,"  June  6,  June  13  and 
Dec.  26,  1914,  respectively. 


ventilation  was  also  desirable  for  the  motor  because 
the  limiting  weight  per  driving  axle  made  it  essential 
to  combine  greatest  output  with  least  weight.  Besides 
this,  the  motor  equipments  will  be  kept  in  almost  con- 
tinuous service,  as  some  of  them  will  have  only  three 
minutes  lay-over  at  terminals  during  continuous  work- 
ing periods  of  eighteen  hours.  Local  trains  will  con- 
sist of  two  to  five  cars  each  and  express  trains  of  two 
to  eight  cars  each. 

The  Motor 

The  motor  selected  for  the  first  100  cars  (two  per 
car)  is  the  GE-248-A  commutating  pole  type  with  fan 
assembled  on  the  pinion  end  of  the  armature  head.  The 
frames  are  also  constructed  with  openings  in  the  covers. 
The  motor  weight,  including  the  gear,  pinion  and  gear 
case,  is  5975  lb.  The  motor,  under  the  A.  I.  E.  E. 
standards,  has  an  hourly  rating  of  160  hp  at  600  volts. 


I 


March  13,  1915] 


ELECTRIC    RAILWAY    JOURNAL 


497 


■<-(! 


8O0O 

7000 

6000 

5000  50  100 

I  90 

^4000  40  80 

g  70 

a 

^.3000  30  '3  60 

s;  -3  50 


1000  10  20 

,    10 
0 


Gear 
Pinioa 

i^issjk    ^^^^i,'-S"  / 

y 

^ 

-'- 

>  ^^^ 

/ 

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\ 

550 

¥jkZ.t.  icif..,, 

^ 

:# 

1 

=iss^ 

/if 

-^liiSiif'aic 

\ 

// 

'^^^^^^ 

\ 

// 

\ 

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iiX 

/ 

iilii£M_ 

- 

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! 

100    200 


300    400    500    600 

Amperes  SCectrie  Ry^oumal 


NEW  YORK   MUNICIPAL  CAR — CHARACTERISTIC  CURVES 
OF    160-HP    TAP-FIELD    MOTOR 


22^ ->^< .^i 


NEW   YORK    MUNICIPAL   CAR — OUTLINE   DRAWINGS   OF    160-HP 
MENTS  FOR  VENTILATION,  OUTSIDE  OIL  GAGE 


z-ni 


^ la'S"  ^  _ 


-->J 


MOTOR,  USED  TWO  PER  CAR,  SHOWING  ALSO  ARRANGE- 
WELLS  AND  ARRANGEMENT   OF  LEADS 


NEW  YORK   MUNICIPAL  CAR — COMBINED  SIDE  AND  END  VIEW   OF   COMPLETELY   EQUIPPED   CAR 


498 


ELECTRIC    RAILWAY    JOURNAL 


[Vol.  XLV,  No.  11 


NEW     YORK 


MUNICIPAL     CAR — AXLE 
END  OF   MOTOR 


SIDE,    COMMUTATOR 


This  motor  must  operate  over  a  voltage  range  of 
450  to  750  volts,  and  its  continuous  ratings  up  to  600 
volts  are  as  follows:  140  amp  at  300  volts,  147  amp  at 
400  volts,  154  amp  at  500  volts  and  157  amp  at  600 
volts,  with  a  temperature  rise  in  the  windings  not  ex- 
ceeding 75  deg.  Cent,  when  all  the  covers  are  off.  The 
general  characteristics  are  shown  in  the  curves  on  page 
497.  The  ability  of  two  of  these  motors  to  propel  at 
an  average  of  550  volts  a  car  weighing  113,000  lb.  fully- 
loaded  (200  passengers  at  140  lb.  each)  is  based  on  an 
assumed  adhesion  of  27.5  per  cent  between  the  driving 
wheels  and  rails,  a  curve  resistance  of  0.8  lb.  per  ton  per 
degree  of  curvature  and  the  following  train  resistance 
values : 


M.P.H. 


10 

12 

14 

16 

18 

20 

22 

24'.'.'.'.'.'.'.'.'.\'.'.'.'.  .'.  .  .  .    10.23 

26 10.72 

28 11.22 


Pounds 
Per  Ton 

.  7.26 
.  7.4.S 
.  7.81 
.  8.14 
.  8.47 
.  8.91 
9.35 
9.79 


Pounds 
M  P.H.  Per  Ton 

30 11.86 

32 12.21 

34 12.76 

36 13.20 

38 13. 7r, 

40 14.19 

42 14.74 

44 1.'').29 

4fi iri.9.=. 

48 16.r,0 

.^0 17.05 


The  train  resistance  values  were  derived  from  tests 
made  on  near-by  rapid  transit  lines. 

The  motor  frame  is  of  the  box  type,  of  cast  steel  fitted 
with  a  removable  wearing  plate  of  hardened  steel  on 
the  motor  suspension  lug,  and  with  cast  bales  for 
handling  the  completely  assembled  motor.  A  feature 
in  the  construction  of  the  field  coils  is  that  their  final 
coating  of  insulating  compound  has  the  unusually  high 
melting  point  of  135  deg.  Cent.  Other  features  are 
that  metal  shields  are  fastened  on  the  inner  perimeter 
of  the  coils  to  prevent  chafing  on  the  pole  pieces  and 
that  all  the  field  coils  are  held  in  place  against  flat 
steel  springs  to  prevent  their  movement  in  service. 


The  brush-holders,  which  are  designed  to  permit 
1-in.  safe  radial  wear  of  the  commutator,  have  shunts 
so  constructed  that  they  will  not  have  any  wearing 
action  against  the  brush-holder  casting.  The  brushes 
are  placed  in  staggered  relation,  and  their  tension  is 
adjustable  between  3  lb.  and  10  lb.  The  mica  insulation 
between  the  commutator  bars  is  cut  3/64  in.  and  ex- 
tends Vn  in.  back  of  the  commutator  neck. 

Lubrication  has  received  special  attention  in  the  de- 
sign of  this  motor.  The  bearing  housings  are  supplied 
with  separate  oil  gage  wells  and  waste  chambers.  By 
removing  the  wooden  plug  of  the  external  well  and 
inserting  a  gaging  ruler,  the  shopman  can  determine 
the  quantity  of  oil  in  the  gage  well  and  if  necessary 
can  replenish  the  oil  supply  without  exposing  the  lubri- 
cating packing  to  dust  or  needless  handling.     Oil  de- 


1 

1 

i  ' 

i^^^ 

H 

■KjA 

ri  '^ 

1 

H 

■  ; 

'1   il 

1 

^ll^H 

1 

■'^■y'y--''''^'^'   '"--'  ■< 

NEW    YORK     MUNICIPAL    CAR — SUSPENSION    SIDE,    PINION 
END   OF    MOTOR 


NEW    YORK     MUNICIPAL    CAR — INTERIOR    OF    CONTROL    CAB 
WITH    CURTAIN    RAISED 

Note  projection  of  motoi-man's  seat,  which  is  hinged  to  back  of 
passenger  seat. 

flectors  are  provided  on  the  armature  shaft  to  prevent 
the  oil  from  working  into  the  motor  windings,  onto  the 
commutator  or  onto  the  brush-holders.  The  housings 
also  contain  grooves  for  conducting  overflow  oil  to  an 
auxiliary  chamber  on  the  outside  of  the  motor.  Wool 
waste  is  used  in  both  the  armature  and  axle  bearings. 

As  the  motors  are  of  self-ventilating  type  special 
care  was  taken  to  prevent,  as  far  as  possible,  dust 
from  entering  the  bearings  or  wearing  surfaces,  dust 
guards  being  used  at  exposed  points.  Further,  the 
axles  are  entirely  inclosed  in  a  shield  to  exclude  dust 
from  the  inner  ends  of  the  bearings. 

Safety  straps  are  provided  to  prevent  the  fall  of  the 
lower  half  of  the  gear  case  should  the  nuts  from  the 
clamping   bolts   be   lost.      The   gears   and   pinions   are 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


499 


NEW  YORK   MUNICIPAL  CAR — SWITCH   GROUP-CONTROL  BOX 

WITH    WIRING    AND   PIPING   COMPLETE,    OPENED   TO 

SHOW   THE    MAIN    SWITCHES   AND   PK    HEAD 

J,  G,  J  R  iUKl  M2  arc  main  briilRiiiR  switches  for  goins  tviim 
series  to  paialiel. 

LS-l  and  I^S-2  are  cin^uit-breatter  switches  which  open  on  ovor- 
liia<ls  anfl   short-circuits. 

made  of  Grade  F  forged  steel  and  have  a  ratio  of 
61 :22.  The  gearing  has  teeth  with  a  stub  profile  to 
meet  the  severe  conditions  anticipated. 

Control 

The  control  system  is  designated  by  its  manufac- 
turer, the  Westinghouse  Electric  &  Manufacturing 
Company,  as  Type  100  ABF.  While  it  represents  no 
great  change  in  principle  from  a  combination  of  the 
Westinghouse  ABF  and  PK  types  of  control,  old  ele- 
ments have  been  combined  in  new  ways  and  special 
duties  have  been  added,  as  hereinafter  detailed. 

In  this  control  the  following  features  have  been  met 
for  the  first  time: 

First — Combined  design,  which  includes  provision  for 
the  use  of  the  storage  battery  furnished  for  emergency 
car  lighting,  common  use  of  apparatus  of  the  brake  and 
electrical  equipment,  provision  for  signal  and  other  func- 
tions in  the  control  equipment  and  particular  adapta- 
bility to  the  use  of  automatic  electric  couplers. 

Second — Selective  acceleration,  the  current  input 
being  determined  by  the  load. 

Third — Operation  of  sixteen  motor  cars  from  a  com- 
mon train  line. 

Fourth — Use  of  a  common  eighteen-wire  train  line, 
including  provision  for  auxiliary  circuits. 

Fifth — The  combination  of  all  control  apparatus  in  a 


NEW  YORK   municipal  CAR — SWITCH  GROUP-CONTROL  BOX 
CLOSED  WITH   EXTENDED  ARC  CHUTES  OF  CIRCUIT- 
BREAKER  SWITCHES  EXPOSED 

single  box  to  obtain  the  lowest  weight  and  the  simplest 
inspection. 

The  company  considered  also  the  use  of  control  cur- 
rent taken  direct  from  the  600-volt  line,  but  it  de- 
cided in  favor  of  the  34-volt  battery  train  line  for  the 
following  reasons: 

First — In  a  600-volt  train  line  if  the  power  is  off  the 
first  car,  none  is  available  for  operating  the  control  for 
the  rest  of  the  train. 

Second — Since  the  brake  actuating  circuits  should  be 
independent  of  line  voltage,  it  would  be  objectionable  to 
have  a  600-volt  control  circuit  in  a  common  train  line 
with  the  low-voltage  brake  circuit. 

Third — The  use  of  the  battery  permits  the  bucking  of 
motors  for  emergency  braking  if  the  line  power  fails. 

Fourth — Low  voltage  secures  greater  freedom  than 
line  voltage  from  derangement  of  circuits  such  as  those 
due  to  grounding  and  short-circuits. 

Fifth — A  material  saving  in  the  cost  of  control  power 
is  secured. 

Sixth — Installation  is  simpler,  with  the  elimination  of 
switches,  fuses  and  resistance  elements. 

Seventh — There  is  greater  certainty  of  reliable  oper- 
ation of  a  low  voltage  automatic  electric  coupler. 

Eighth — There  are  no  high-voltage  connections  in  the 
control  apparatus  above  the  floor  of  the  car. 

Ninth — The  storage  battery  required  for  emergency 
lighting  and  brake  control  can,  without  change,  suppl.v 
power  for  the  control  purposes. 


NEW   YORK    MUNICIPAL   CAR — TWO   VIEWS   OF   THE   UNDERFRAME,  SHOWING  ARRANGEMENT  OF  AIR  AND  ELECTRICAL. 

APPARATUS   AND   THE    LAYOUT    OF   THE    CONDUIT 


500 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XL V,  No.  11 


Tenth — Simpler  design  and  installation  of  accessory 
apparatus,  such  as  automatic  electric  couplers,  is 
secured. 

Eleventh — The  form  and  design  of  apparatus  and 
contacts  for  handling  the  control  circuit  are  simpler, 
with  the  elimination  of  burnouts  on  the  master  control- 
lers and  interlock  fingers. 

Battery  and  Train  Line 

In  order  to  make  the  battery  circuit  available  for  sig- 
nal lights,  door  circuit  interlocks  and  to  insure  correct 
operation  for  a  maximum  possible  train  length  of  1075 
ft.  the  control  battery  had  to  be  raised  from  the  old 
standard  of  14  volts  to  34  volts.  The  cross-section  of 
the  train  wires  was  also  increased  to  avoid  excessive 
drop,  each  conductor  in  the  eighteen-conductor  train 
line  consisting  of  seven  strands  of  No.  24  wire.  The 
door  signal  circuit  involves  the  use  of  train  wires  which 
extend  in  series  to  a  distance  equivalent  to  more  than 
twice  the  train  length. 

All  control  circuits  are  energized  from  storage  bat- 
teries on  each  car,  all  of  which  are  permanently 
grounded  on  the  negative  side.  The  valve  magnets  re- 
<iuire  approximately  1.5  amp  per  car  when  the  motors 
are  in  series,  and  1.8  amp  per  car  when  the  motors  are 
in  parallel.     The  storage  battery  has  an  estimated  ca- 


and  third  notches  of  the  controller,  respectively.  On 
the  first  nocch  tha  main  drum  also  completes  the  bat- 
tery plus  circuit  for  the  operation  of  the  reverser  mag- 
nets to  throw  the  reverse  drum  to  the  desired  position. 
The  interlocking  on  the  main  switches,  reversers  and 
the  commutating  switch  is  such  that  all  operation  must 
take  place  in  the  sequence  indicated,  and  all  main  cir- 
cuit apparatus  is  protected  against  injury  due  to  the 
false  operation  of  any  part.  It  is  necessary  to  complete 
the  circuit  for  three  wires  at  the  master  controller  be- 
fore power  can  be  applied  to  the  motors.  These  wires 
are  the  series  wire,  one  or  the  other  of  the  reversing 
wires,  and  the  wire  which  is  the  return  circuit  for 
all  magnet  coils.  With  this  provision  and  low-voltage 
control  practically  absolute  insurance  is  given  against 
any  possibility  of  a  faulty  connection  in  the  train  line 
which  might  cause  the  operation  of  the  train  to  be 
taken  from  the  control  of  the  motorman. 

The  Control  Box 

Another  innovation  in  control  equipment  was  pro- 
moted by  the  customer's  specification  that  all  of  the 
usual  under-car  motive  power  apparatus,  namely,  unit 
switches,  commutating  switch,  reverser,  circuit-breaker 
and  relays  should  be  mounted  in  one  box  to  effect  a 
large  saving  in  the  length,  weight  and  cost  of  conduit; 


Master  Control ler 


To  lOlb.AirSupplLj 


To  Ground  on 
Chan net 


To  Brake  Apparatus 

Grid  Resistors 


To  Bus 


Master  --->f 
Controller 

To  Automatic 

Coupler 


^^t 


NEW    YORK    MUNICIPAK   CAR — ORIGINAL   SCHEMATIC   LAYOUT    OF    EQUIPMENT    AND    CONNECTIONS    TO    MASTER    CON- 
TROLLERS AS  SUBMITTED  BY  THE   MAKER;   THE  LAYOUT    ON    THE    CAR    IS    SOMEWHAT    DIFFERENT,    BUT 

THE  EQUIPMENT  IS  THE  SAME 


pacity  of  not  less  than  20  amp-hr.  Charging  cur- 
rent is  available  from  the  compressor  during  operation. 
Therefore  the  battery  is  mainly  for  emergency  light- 
ing, end  and  rear  marker  lights  and  for  the  operation  of 
the  electro-pneumatic  brake  circuit. 

A  total  of  eighteen  wires  is  included  in  the  train  line, 
disposed  as  follows :  Battery  positive,  one ;  brakes  and 
spe^. control,  five;  local  signal  circuits  between  cars, 
one;'  starting  signal  and  door  interlock  circuits,  one; 
control  circuits,  seven;  extra,  three;  total,  eighteen. 

The  train  line  has  three  junction  boxes,  and  includes 
wires  for  the  operation  of  the  magnet  valves  of  the 
air-brake  system,  suitable  outlets  being  provided  for 
the  circuits  to  the  brake  apparatus  in  the  center  of  the 
car,  and  for  the  engineer's  valves  at  each  end.  This  in- 
<^ludes  provision  for  the  automatic  speed  control  device 
ind  for  synchronizing  the  compressor  governors. 

The  air  supply  for  the  operation  of  the  switching  ap- 
paratus and  the  reverser  of  the  control  box  is  taken 
from  the  common  air  brake  supply  outside  the  reducing 
valve  of  the  air-brake  system. 

With  the  reverse  drum  of  the  master  controller  in 
either  the  forward  or  the  reverse  position,  the  battery 
olus  circuit  is  completed  to  the  main  drum  of  the  con- 
troller, which  in  turn  energizes  the  series  wire,  the  pro- 
gression wire  and  the  multiple  wire,  on  the  first,  second 


and  also  to  simplify  inspection  and  to  avoid  shopping  a 
car  for  several  days  when  overhauling  of  the  main  con- 
trol parts  is  required. 

This  control  box  includes  the  following  parts: 

Two  unit  switches  acting  as  circuit  brealiers. 

Four  unit  switches  for  series  paralleling  the  motor. 

One  drum  type  reverser. 

One  drum  type  commutating  switch. 

One  limit  switch. 

One  overload  trip  relay. 

One  main  circuit  terminal  board. 

One  control  circuit  terminal  board. 

Unit  construction  is  the  basis  of  the  switch  design, 
and  each  switch,  magnet,  jacket  and  cylinder  may  be  re- 
moved independently  of  the  other  parts  of  the  apparatus. 

The  control  is  so  designed  that  the  upper  compart- 
ment of  the  control  box  accommodates  a  main  circuit 
junction  box.  By  removing  the  motor  leads  and  re- 
sistance leads  from  the  terminal  board  and  from  a  few 
of  the  studs  the  main  assembly  can  be  lowered  from 
the  car  by  loosening  four  supporting  bolts,  following 
which  a  new  group  may  be  substituted.  It  is  esti- 
mated that  within  thirty  minutes  one  man  with  the 
proper  hoisting  equipment  can  remove  and  replace 
the  switch  group. 

The  top  frame  of  the  switch  group  box  is  constructed 
to  hang  from  the  center  sills  of  the  car  underframe  by 
means  of  four  lugs,  no  hanger  straps  being  used.     As 


i 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


501 


shown  in  one  of  the  under-car  views,  this  box  is 
mounted  under  the  center  of  the  car  in  such  fashion 
that  a  man  can  walk  around  it  on  all  sides.  He  is  there- 
fore able  to  remove  with  ease  the  doors  which  cover 
each  compartment  and  then  inspect  the  group  and  unit 
switches  and  the  terminal  board  above  them. 

The  general  layout  of  the  equipment  in  the  control 
box  is  shown  in  part  in  an  accompanying  halftone  and 
drawing,  and  further  data  on  the  location  of  individual 
parts  are  presented  in  the  following  paragraphs. 

The  current  limit  relay  is  placed  alongside  the  reverser 
while  the  34-volt  terminal  board  is  placed  beneath  the 


Space  required 

to  unhook 

Covers 


Coyer  Open 


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NEW  YORK  MUNICIPAL  CAR — OUTLINES  OF  SWITCH  GROUP, 
PK   HEAD  AND  REVERSER 

limit  switch  at  the  reverser  end  of  the  switch  group.  To 
this  board  is  brought  the  conduit  through  which  the 
control  wires  are  run.  All  the  necessary  wiring  connec- 
tions for  the  motive  power  circuits  were  made  at  the 
factory,  the  only  job  left  to  the  user  being  the  attach- 
ment of  ten  motor  leads,  eight  resistance  leads,  eight 
control   wires,   one  ground   lead   and   one   trolley   lead. 

The  overload  trip  relay  is  mounted  next  to  the  limit 
switch  and  consists  of  a  plunger  actuated  by  an  arm 
which  lifts  at  a  predetermined  current  in  the  trip  coil. 
The  relay  is  calibrated  in  five  steps  at  100-amp  intervals, 
starting  with  450  amp  which  is  approximately  twice  the 
one-hour  rating  of  the  motor.  Contact  disks  on  the 
plunger  open  the  control  circuits  to  all  switches,  and 
these  circuits  are  re-established  by  UHlatching  the 
plunger  by  means  of  the  reset  coil,  which  may  be  ener- 
gized by  pressing  a  button  in  the  top  of  the  master 
controller  after  the  main  handle  has  been  returned  to 
the  off  position. 

On  the  opposite  end  of  the  group  of  switches  is 
mounted  the  PK  head.  The  double  air  cylinder  operat- 
ing this  drum  is  controlled  by  the  unbalanced  pressure 
system  whereby  the  drum  is  moved  from  notch  to  notch 
under  the  control  of  the  limit  switch.  Full  pressure  of 
air  is  maintained  in  both  cylinders,  and  is  intermittently 
exhausted  from  one  side  in  order  to  allow  the  drum  to 
move  from  notch  to  notch.  After  the  drum  has  ad- 
vanced, cutting  out  resistance  and  changing  the  field 
circuits  to  normal  field  in  series,  it  returns  to  the  first 
position  after  the  closing  of  the  J  switch  and  advances 
again  after  the  bridging  and  parallel  connection  has 
been  made  by  the  unit  switches. 

It  will  be  noted  that  in  normal  operation  no  arcs  can 
be  broken  on  the  commutating  switch  and  drum,  since 
the  main  switches  are  so  arranged  that  no  current  is 
passing  through  the  resistaiace  fingers  at  a  time  when 
they  are  leaving  the  ground.    However,  a  magnetic  blow- 


out is  provided  to  protect  the  field  fingers  in  case  a 
motor-lead  becomes  open-circuited.  In  passing  from 
series  to  parallel,  the  J  switch  is  closed,  thus  short-cir- 
cuiting all  resistance  before  the  drum  falls  back  to  the 
first  position,  and  in  shutting  off  from  any  position  on 
the  master  controller  all  the  unit  switches  open  before 
the  drum  starts  to  move  backward. 

For  the  specific  manipulation  of  the  main  circuits, 
six  steps  are  provided  in  series  and  four  in  multiple, 
with  closed  circuit  or  bridging  transition  between  series 
and  multiple  to  insure  uniform  acceleration.  Each  con- 
tact with  this  method  carries  the  current  for  a  single 
motor  only.  The  two  switches  which  are  used  as  circuit 
breakers  are  isolated  and  have  a  separate  vent  for  the 
expulsion  of  the  arc  to, atmosphere.  They  differ  from 
the  other  unit  switches  only  in  the  use  of  extended  arc 
chutes,  thus  making  all  switch  parts  interchangeable. 
The  remaining  four  unit  switches  establish  the  motor 
circuit  connection  to  secure  the  series-parallel  connec- 
tion. In  the  operation  of  the  overload  trip  all  these 
switches  open  at  the  same  time. 

For  the  minor  changes  in  the  motor  circuit  the  PK 
head  is  used.    The  PK  contacts  care  simply  for  changes 


NEW     YORK     MUNICIPAL     CAR — CROSS-SECTION     THROUGH 
UNIT   SWITCHES 

in  resistance  and  for  the  changes  in  the  field  connec- 
tions. They  carry  current  for  a  single  motor  only. 
The  adoption  of  this  modified  form  of  PK  equipment 
eliminated  eight  control  switches,  made  possible  the 
use  of  a  control  box  4  ft.  in  length  instead  of  6  ft.,  and 
reduced  the  weight  of  the  switch  group  to  850  lb. 

The  course  of  the  circuit  is  as  follows : 

From  the  500-amp  position  of  the  knife-switch  con- 
nection to  the  current  collectors,  the  circuit  passes  di- 
rectly to  the  control  box  and  to  the  overload  trip.  From 
the  trip  the  circuit  divides,  passing  through  the  two 
circuit-breaker  switches,  and  then  through  each  of  the 
two  motors  with  their  starting  resistance,  and  to  the 
ground  connection  on  the  car  body. 

As  shown  on  the  main  schematic  diagram  the  circuit 
passes  through  LS-1  on  the  first  notch;  through  the 
switching  resistance;  the  No.  1  motor;  the  main  start- 
ing resistance;  through  the  JR  switch;  the  resistance 


502 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


for  the  No.  2  motor,  and  through  the  No.  2  motor  and 
the  limit  switch  to  ground.  LS-2  closes  for  the  second 
notch,  and  the  remaining  notches  to  full  series  are  se- 
cured by  cutting  out  the  main  starting  resistance. 

In  passing  from  series  to  parallej,  the  bridging  transi- 
tion circuit  is  formed  through  the  switches  M-2,  J  and 
G.  After  the  /  switch  is  opened,  the  motors  are  in 
parallel  with  resistance,  the  resistance  is  then  cut  out 
step  by  step  and  the  field  connections  changed  to  nor- 
mal field  in  the  same  manner  as  was  done  in  the  series 
connection. 

The  line  relay,  which  is  placed  on  a  switchboard  lo- 
cated between  the  two  center  doors  instead  of  being  in 
the  control  box,  is  energized  directly  from  the  600-volt 
circuit.  Its  contact  disk  is  so  connected  in  the  control 
circuit  that  all  unit  switches  open  whenever  power  fails, 
permitting  the  control  to  advance  in  regular  sequence 
when  power  is  restored,  without  the  master  controller 


Insulated  Mounting  Bolt 


q- 


J—  e  Overload  Trip 


In  addition  to  the  usual  contacts  and  fingers  for  the 
control  circuit,  the  master  controller  has  interlock  con- 
tacts mounted  on  the  reversing-drum  shaft  to  provide 
for  three  auxiliary  contacts.  Two  of  these  contacts  are 
for  signals  and  one  is  for  tail-lights.  These  unusual 
features  will  be  described  in  a  later  article  in  connection 
with  the  door  signals,  marker  lights  and  train  line 
coupler.  The  reverse  drum  acts  as  a  switch  to  close  the 
battery  circuit  to  the  control. 

Still  another  new  feature  is  that  both  polarities  of 
the  control  circuits  are  broken  at  the  controller.  This 
is  accomplished  by  running  an  extra  train  line  wire 
for  the  negative  side  of  the  magnet  coils.  As  no  at-  ! 
tempt  has  been  made  to  ground  the  return  circuit  of 
the  control,  local  grounds  cannot  create  false  circuits  ' 
or  cause  false  operation.  \ 

The  line  relay  cut-out  will  permit  the  feeding  up  of  1 
the  control  when  power  is  off  the  line  and  the  bucking  \ 

D 


Cover 


Main  Drum 


Third- rail  Shoes 

6  N.H 
■>-  To  Lights  and  Compressor 

®  Inspection  Receptacle 


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SEQUENCE  OF  SWITCHES 

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NEW    YORK    MUNICIPAL    CAR — SIDE    ELE- 
VATION OF  COMMUTATING  SWITCH — 
SCHEMATIC    DIAGRAM    OF    MAIN 
CIRCUITS    AND    SEQUENCE    OF 
SWITCHES 


Orouna 


being  returned  to  the  off  position.  The  relay  is  so  ad- 
justed that  it  will  lift  at  approximately  350  volts  and 
drop  at  approximately  150  volts.  With  this  range,  the 
relay  has  sufficient  travel  to  insure  positive  action  of 
the  contacts  and  contact  disk.  The  line  relay  also  has 
auxiliary  contacts  to  light  the  emergency  lamps. 

Master  Controller 

The  master  controller  is  equipped  with  the  usual 
three  notches  for  switching,  series  and  multiple  posi- 
tions and  with  a  separate  reversing  drum  and  the  usual 
deadman's  handle.  The  movement  of  the  reverser 
handle  to  an  operating  position  energizes  the  control- 
circuit  supply,  thereby  eliminating  an  auxiliary  cut-out 
switch.  Inserted  in  the  case  at  the  right-hand  side  of 
the  controller  are  an  emergency  cut-out  switch  for  the 
34-volt  control  circuit,  a  circuit-breaker  reset  button,  a 
line  relay  cut-out  button  and  marker-light  switch  button. 

The  deadman's  handle  on  this  controller  acts  by  the 
application  of  battery  current  to  the  emergency  train 
line  wire.  This  application  instantly  energizes  all 
emergency  valves  in  the  train  upon  the  relaxation  of 
the  motorman's  grasp  at  any  position  of  the  handle, 
whether  the  reverser  is  forward  or  reverse.  By  the 
same  operation  a  special  device  completely  cuts  off 
power  from  the  propulsion  circuits. 

The  marker-light  switch  was  added  to  the  controller 
by  the  New  York  Municipal  Railway.  The  signal  lights 
which  indicate  that  all  doors  have  been  closed  are  also 
installed  in  the  master  controller  to  avoid  too  many  in- 
dividual pieces  of  apparatus  in  the  cab. 


of  the  motors,  as  an  emergency  method  of  stopping  the 
train  should  power  be  off  the  line  and  the  air  brake  fail. 

Selective  Acceleration 

In  order  to  obtain  the  same  rate  of  acceleration 
with  all  passenger  loads  from  minima  to  maxima  there 
is  provided  an  extra  winding  on  the  limit  switch  which 
modifies  the  current  input  to  the  motors.  The  amount 
of  current  through  this  winding  is  controlled  from  a 
switch  operated  in  connection  with  the  empty  and  load 
brake  mechanism.  The  adjustment  of  this  mechanism 
corresponds  directly  to  the  deflection  of  the  bolster 
springs  under  load. 

Conduit 

In  the  earlier  installations  of  equipment  separate  con- 
duits were  used  for  each  of  the  wires  in  the  main  cir- 
cuits. In  the  present  installation,  however,  multi-con- 
ductor cables  are  used.  Consequently  one  large  conduit 
pipe  serves  for  each  set  of  motor  leads.  Likewise,  all  re- 
sistance leads  are  formed  into  a  cable  and  are  carried 
from  the  switch  group  to  the  resistors  through  a  singl<? 
conduit  with  a  Crouse-Hinds  eight-conductor  outlet.  In 
order  to  reduce  the  weight  of  the  conduit  itself,  material 
of  the  following  character  was  used:  For  straight  runo 
inside  the  car,  circular  steel  tubing  of  1/32-in.  wall, 
inside  diameter  corresponding  to  standard  pipe  sizes, 
fitted  at  each  end  with  one  Ellcon  conduit  fitting,  lock 
nuts  and  spring  lock  washers;  for  straight  runs  under 
the  car  sherardized  steel  tube  with  suitable  thickness 
of  wall  and  inside  diameter  to  corre.spond  to  standard; 


I 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


503 


j-74'to  ! ,  ^ 

CLofrnxli  t 


I5i  to6oge^ 

^  Track.. 
;BJ<Z_Deyated ' 


NEW    YORK    MUNICIPAL    CAR— DETAILS    OF    THIRD-RAIL    CURRENT    COLLECTOR    AND 
SPRING-SUPPORTED  FUSE  BOX   MADE   WITH  COVER  OF  MOLDED  INSULATION 


pipe  size  fitted  at  each  end  with  one  Ellcon  conduit 
fitting,  lock-nuts  and  spring  lock  washers;  for  runs  re- 
quiring bends,  "Sherarduct"  with  lock-nuts  and  spring 
lock  washers.  By  the  use  of  this  system  of  conduit,  the 
weight  was  reduced  to  a  great  extent. 

Third-Rail  Collector  and  Knife  Switch 

The  current  collector  is  the  usual  type  of  overrunning 
shoe  with  rack  adjustment  at  the  ends  but  with  a  bolt 
adjustment  in  the  center  to  take  care  of  finer  adjust- 


the   same   truck.      Castle   nuts   with   cotters    are    used 
throughout. 

In  conclusion  it  should  be  noted  that  the  main  knife 
switch  not  only  has  a  500-amp  position  for  the  connec- 
tion to  the  current  collectors  described,  but  also  a  75- 
amp  position.  With  the  switch  in  the  75-amp  position 
the  light,  compressor  and  heater  circuits  are  con- 
nected to  an  inspection  attachment  within  the  switch 
box,  through  which  line  voltage  may  be  plugged  from 
any  convenient  point  for  inspection  purposes  when  it 
is  desired  to  have  the  source  of  power  disconnected  from 
the  main  circuit.  This  main  knife  switch  is  of  single- 
pole  double-throw  break  type. 


NEW     YORK     municipal     CAR — MOTOR     TRUCK     CARRYING 
FUSE  BOX  WITH  COVER  OF  MOLDED  INSULATION 

rnents  within  a  range  of  1  in.  The  terminals  are 
somewhat  unusual  in  having  a  taper  fit  so  that  by  re- 
moving a  nut  the  connection  may  be  slipped  off  very 
readily.  In  order  to  eliminate  the  breakage  of  fuses 
and  connections  due  to  vibration,  the  fuse  box  is  spring- 
supported.  Another  feature  is  that  the  cover  of  the  box 
is  formed  of  a  single  arch  of  Hemmit  molded  insulation. 
Instead  of  building  the  box  of  wood  with  joints  and  fast- 
enings, in  the  present  construction  only  the  base  of  the 
box  is  of  wood,  and  this  is  covered  with  transite.  The 
shoe  beam  is  supported  from  the  journal  boxes  with 
proper  link  action  for  any  difference  in  movement  be- 
tween the  two  boxes  from  which  it  is  carried.  It  has 
no  permanent  fastenings  but  is  slipped  into  1%-in.  deep 
side  pockets  on  the  side  of  each  box.  Between  each  shoe- 
beam  rack  and  journal  box  is  a  compression  spring  to 
prevent  rattling  of  the  beam.  Armored  cable  is  used 
for  the  connections  to  the  car  body,  but  rigid  conduit  is 
employed  as  the  conductor  between  the  shoe-beams  of 


Qualifications  of  a  Railway  President 

In  a  recent  lecture  delivered  in  the  city  of  New  York, 
H.  A.  Bullock,  secretary  New  York  Municipal  Railway 
Corporation,  outlined  the  following  as  the  qualities 
which  must  be  possessed  by  the  successful  modern  rail- 
way president.  He  must  have  the  ability  to  formulate 
sound  policy  and  to  present  it  to  the  directors  or  the 
stockholders  for  approval;  to  grasp  the  financial  prob- 
lems of  an  enterprise  so  as  to  keep  the  directors  ac- 
curately and  intelligently  advised  of  the  results  ex- 
pressed in  gross  and  net  earnings,  as  affected  by  -a 
continuance  of  the  existing  investment  of  a  railroad 
property,  the  investment  of  new  money  by  way  of  addi- 
tions or  extensions  and  the  diminution  of  the  existing 
investments  by  means  of  the  abandonment  or  sale  of  any 
part  of  the  railroad's  operating  system ;  to  comprehend 
the  practical  operating  problems  as  presented  to  him ;  to 
give  practical  interpretation  to  technical  propositions 
made  from  time  to  time;  to  retain  the  mastery  of  the 
administrative  work  of  the  property,  and  to  interpret 
the  difficult  problems  which  the  railroad  has  to  meet. 

Prof.  S.  J.  Lochner,  University  of  Akron,  has  inaug- 
urated a  series  of  lectures  on  "Elementary  Electricity," 
discussing  this  subject  to  its  conclusion.  The  lectures 
are  free  to  anyone  who  wishes  to  attend.  They  are  given 
on  Tuesday  and  Friday  of  each  week  at  the  university. 


504 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


Transportation  Exhibits  at  San  Francisco 

The  Electric   Railway  Exhibits  at  the  Panama-Pacific  Exposition  Divided  Between  Buildings,  the  Palaces  of 

Transportation  and  of  Machinery — The  Transportation  Exhibits 

Are  Briefly  Described 


"Educational"  is  the  theme  upon  which  the  exhibits 
.at  the  Panama-Pacific  International  Exposition  have 
been  planned  and  assembled.  It  has  been  the  aim  to 
make  displays  contemporaneous  rather  than  historical, 
but  development  and  progress  in  modes  of  transporta- 
tion during  the  past  decade  are  effectively  portrayed. 
It  is  to  be  noted  that  much  of  the  machinery  and  elec- 
trical apparatus  is  shown  in  actual  operation,  and  where 
feasible  mechanisms  are  cut  in  sections  to  expose  the 
working  parts.  Common  to  all  the  transportation  ex- 
hibits there  is  the  tendency  to  exemplify  fundamental 
principles  and  to  bring  out  the  essential  features  and 


beautiful  and  truly  universal  that  the  attendance  is  so 
large,  in  spite  of  conditions  that  might  have  been 
thought  to  lessen  interest  in  it.  At  the  end  of  the  first 
week  of  the  exposition,  when  this  article  was  written, 
the  total  attendance  had  been  618,998,  as  against  253,- 
577  at  Chicago  and  325,144  at  the  St.  Louis  Exposition 
during  the  corresponding  periods. 

Palace  of  Transportation 

The  field  of  transportation  has  perhaps  more  prog- 
ress to  record  and  more  to  show  that  is  new  than  most 
of  the  departments  into  which  exhibits  are  classified. 


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PANAMA-PACIFIC   EXPOSITION — GENERAL   VIEW   OF   GROUNDS   AND   BUILDINGS 


functions  of  the  apparatus  so  as  to  facilitate  explana- 
tion and  study. 

A  well-known  American  writer  has  pronounced  the 
exposition  to  be  "the  most  economical"  of  any  he  had 
ever  seen,  and  those  who  heard  the  remark,  thinking  of 
the  $50,000,000  which  the  exposition  has  cost  and  the 
maintenance  items,  such  as  $1,000  per  night  for  illumi- 
nation, asked  him  to  explain.  He  did  so  by  pointing 
out  that  it  was  economical  from  the  standpoint  of  the 
visitor  who  could  acquire  in  a  short  time  at  this  expo- 
sition more  information  and  a  more  accurate  and  prac- 
tical knowledge  of  modern  processes  and  machines  than 
had  ever  before  been  possible.  And  probably  it  is  for 
this  reason  as  much  as   because  the  exposition   is  so 


In  the  Palace  of  Transportation  are  to  be  seen  repre- 
sentations and  examples  of  every  phase  of  modern 
methods  of  transportation,  and  these  are  designed  not 
merely  to  impress  the  layman  but  to  instruct  and  stim- 
ulate the  ideas  of  the  man  familiar  with  the  field.  For 
instance,  the  electric  railway  manager  will  find  great 
interest  in  comparing  the  inventions  and  appliances  for 
safeguarding  life  and  property,  he  will  examine  the 
latest  types  of  car  equipment  and  will  profit  much  by  an 
inspection  of  the  wide  variety  of  railway  supplies  in 
which  manufacturers  have  taken  pride  in  presenting 
their  very  latest  productions.  The  range  of  exhibits 
extends  from  a  time-card  file  to  a  large  articulated  elec- 
tric locomotive  and  covers  both  freight  and  passenger 


f 

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PANAMA-PACIFIC  EXPOSITION — PALACE  OF   TRANSPORTATION   FROM   THE   MARINE  GARDENS 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


505 


rolling  stock.  Several  of  the  companies  represented 
have  added  moving  picture  equipment  to  their  displays 
in  order  to  show  to  better  advantage  actual  operating 
conditions. 

Although  it  is  not  feasible  to  chronicle  here  even  a 
partial  list  of  the  more  interesting  exhibits,  it  is  worth 
while  to  note,  by  example,  the  general  tone  of  displays. 
For  instance,  in  the  center  of  the  building  is  a  standard 
4000-hp  Pennsylvania  electric  locomotive  exhibited  by 
the  VVestinghouse  company.  This  locomotive  is  shown 
on  a  turntable  which  revolves  so  that  spectators  can  see 
all  sides  of  it.  Types  PK  and  HL  control  are  also 
shown.  In  the  General  Electric  exhibit  there  are  five 
types  of  locomotives,  complete  and  ready  for  operation 
in  as  many  classes  of  service.  Two  Type  MK  control 
equipments  are  mounted  ready  for  service,  connected 
by  standard  control  jumpers  and  air-brake  equipment 
for  train  operation.  Each  of  these  is  provided  with  a 
GE-247  motor  mounted  on  trucks  beneath  the  racks, 
and   the  whole  represents  the  complete  underframing 


Iccomotive  equipped  also  with  a  trolley  arm;  beyond  is 
a  newly  developed  electro-pneumatic  brake  demonstrat- 
ing its  operation  on  an  interurban  train,  and  next  may 
be  the  stereomotograph  showing  on  a  ground-glass 
screen  the  most  interesting  features  of  power-house 
and  substation  apparatus  which  the  exhibitor  could  col- 
lect and  ship  to  his  booth.  Other  exhibits  in  this  build- 
ing are  track  special  work,  steel  ties,  car  wheels  and 
maintenance  of  way  and  construction  equipment. 

However,  the  foregoing  has  touched  on  only  typical 
examples  in  that  portion  of  this  building  devoted  to 
electric  railway  interests.  There  is  also  much  space 
devoted  to  other  methods  of  transportation;  fourteen 
steam  locomotives  are  shown  and  12,000  sq.  ft.  of  space 
is  occupied  by  automobile  exhibits.  Nor  are  ail  of  the 
displays  of  interest  to  the  electric  railway  field  within 
the  Palace  of  Transportation,  for  the  scope  of  exhibits 
in  the  Palace  of  Machinery  includes,  for  example,  per- 
haps even  more  electrical  equipment  covering  motors 
of  all   types,   as  well   as   luminous  and  measuring  ap- 


^^^^H!k£^^^^^^ji^^^^^^^H 

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mmt 

PANAMA-PACIFIC   EXPOSITION — ILLUMINATION    OF   PALACE  OF  TRANSPORTATION 


of  a  two-car  train  so  assembled  that  the  operation  and 
connections  are  easily  observed  and  can  be  compared 
with  illuminated  diagrams  on  either  side  of  the  racks. 
A  lightning  arrester  demonstrating  the  dissipation 
of  high-voltage  charges  through  a  device  connected  in 
600-volt,  1200-volt  or  1500-volt  circuits  without  inter- 
rupting normal  service  may  attract  the  visitors'  atten- 
tion, and  next  there  will  be  an  Edison  storage-battery 


paratus.  Here  there  are  also  a  variety  of  steam  gen- 
erators and  accessory  appliances,  together  with  internal 
combustion  engines  in  operation  which  are  attracting 
special  attention  as  applied  to  the  generation  of  elec- 
tric power. 

A  list  of  some  of  the  principal  exhibits  by  manufac- 
turers in  these  two  buildings  is  found  on  another  page 
in  this  issue. 


PANAMA-PACIFIC   EXPOSITION — FAQADES    OF   PALACES    OF   TRANSPORTATION  AND   MACHINERY 


506 


ELECTRIC     RAILWAY     JOURNAL 

Electric  Railway  Statistics 


[Vol.  XLV,  No.  11 


Comparison   by    Bureau  of   Fare   Research  with   Statistics  of  Steam  Railroads,  Bank  Clearings   and  Building 
Construction  for  a  Period  of  Seven  Months  from  June,  1914,  to  January,  1915 


In  the  issue  of  the  Electric  Railway  Journal  for 
Jan.  23,  page  183,  there  appeared  a  report  from  F.  W. 
Doolittle,  director  of  the  bureau  of  fare  research  of  the 
American  Electric  Railway  Association,  containing 
statistics  from  various  sources  showing  the  trend  of 
electric  railway  earnings,  steam  railroad  earnings,  bank 
clearings  and  building  permits  for  the  months  of  June, 
July,  August  and  September,  1914.  Mr.  Doolittle  has 
continued  this  study  and  has  just  completed  seven 
months'    comparisons    by    including    the    months    of 


Such  figures  as  are  available  indicate  a  relatively 
small  seasonal  variation  in  electric  railway  earnings 
when  the  country  as  a  whole  is  considered.  A  large 
variation  is  unlikely,  inasmuch  as  a  very  considerable 
part  of  the  business  of  every  electric  railway  company 
come  from  the  residents  of  the  community  in 
which  each  road  operates,  and  the  use  by  residents  is 
largely  determined  by  necessity  and  habit.  The  casual 
riding  by  floating  population  and  riding  to  parks  and 
places  of  amusement  vary  from  month  to  month  in  each 


Z'OO 


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Jane  J"h  Aup.  Sept.  Oct  Nov. 

Electric  Railway   Operatingr  Revenues 


Dec. 


36 
92 
66 
64 

eo 

76 

o 
S.68 

64 

60 

56 

52 

46 

44 

K 

\N 

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July 


Af^  Sept  Oc\ 

Building    Permits 


A'oy. 


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June  Ju/y  Aug.  Sept.  Oct  Nov. 

Steam   Railroad  O'.jei'atini^  Revenues 


lOB 
104 
100 
96 
92 
88 
84 
80 
76 
72 

J 

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June 


Auq.  Sept  Oci. 

Bank   Clearings 


Ce^ 


STATISTICS   OF   ELECTRIC   RAILWAYS,   STEAM    RAILROADS,   BUILDING  PERMITS  AND  BANK   CLEARINGS  FOR  LAST  SEVEN 
MONTHS  OF  1913  AND  1914  IN  PER  C2NT  OF  JUNE  FIGURES  IN  EACH  YEAR 


October,  November  and  December.    The  following  state- 
ments present  his  conclusions. 

The  accompanying  diagrams  show  the  trend  of  the 
items  considered  during  the  last  seven  months  of  1914. 
As  before,  there  was  no  adequate  means  of  making  a 
comparison  between  electric  railway  earnings  in  1914 
and  in  1913,  so  that  the  bureau  has  confined  its  obser- 
vations to  a  running  comparison,  beginning  with  the 
month  of  June.  In  connection  with  the  diagrams,  the 
relations  shown  in  the  following  table  should  be  borne 
in  mind: 


June  to  necember  Inclusive,     1914  in  per 
QrosB     earnings  —  .'(team  1914  1913  centof  191H 


roads 
Bank  clearings   .... 
Value     of     building     per 

mlts.     (50   cities    in    21 
states)     309,052,330 


$1,"66,3M3,915   $1,897,499,370  93.09 

.83,279,767,186   97,631,749,9.''.2  85.30 


359,450,023  S5.9S 


city,  but  when  the  country  as  a  whole  is  considered, 
these  variations  equalize,  and  the  result  is  a  greater 
uniformity  than  is  the  case  with  the  traffic  of  steam 
roads. 

There  are  available  figures  covering  electric  railwa\ 
operating  revenues  during  the  last  six  months  of  1913 
for  seventy-nine  companies,  well  distributed  throughout 
twenty-one  states.    These  figures  are  shown  graphically 
in  the  diagrams  as  of  possible  interest,  although  they  are 
not  for  the  same  companies  as  are  included  in  the  fig- 
ures for  1914.     While  the  1913  figures  are  for  fewer 
companies  than  those  included  in  the  1914  totals,  they 
represent  about  the  same  monthly  operating  revenue 
Inasmuch  as  the  1913  figures  begin  with  July,  they  al 
for  that  month  made  to  coincide,  as  to  the  percentaj 
of  June,  with  those  of  1914. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


507 


Table  1.    Operating  Revknubs  and  Expbnsrs  op  Ninett-pive  ELEcrRtc  Railway  Coupanibs  in  thb  United  States 


United  Statffl- 


Month 
1914 


-Revenues ■      . Kxpensei) ■ 


-East- 


Amount 


Amount 


June $14,480,768 

July 14,816,092 

AuKUSt 14,640,857 

September 14,086,223 

October 14,368,872 

November 13,268,486 

December 13,704,117 


Per 
Cent, 
June 

100.00  S  8,765,233 

102.32  8,802,032 

101.11  8.554.0,51 

97.28  8,280,978 

99.16  8.502,027 

91.63  7,948,299 
8,136,271 


94.64 


Per 
Cent. 

June 

100.00 

100.42 
97.59 
94.48 
97.00 
90.68 
92.83 


-Revenues . 

Per 


.\mount 

$9,065,625 
9,275,197 
9,206.150 
8.787.396 
8,882,022 
8,206,637 
8,501,471 


Cent, 

June 

100.00 

102.3! 

101.55 
96.93 
97.97 
90.52 
93.78 


-Expenses . 

Per 
Cent, 
June 
100.00 
99.64 
96.69 
93.98 
96.30 
89.02 
93.40 


South- 


-West- 


.\mount 

$5,464,759 
5,439,557 
5,283,684 
5,135,966 
5,208  037 
4,864,407 
4,940,310 


-Revenues 

Per 


Amount, 

$373,831 
389,328 
379,754 
353,198 
365,805 
316,957 
334,996 


Cent, 
June 
100.00 
104.15 

101.58 
94.48 
96.18 
84.79 
89.61 


. Expenses . 

Per 
Amount      Cent, 
June 
100.00 
104.24 
101.60 
97.08 
112.56 
90.79 
88.05 


-Revenues ■ 

Per 


-Expenses—— 
Per 


$217,461 
226,675 
220,951 
211,104 
244,750 
197,437 
191,469 


.Amount 

$5,041,312 
6,151,567 
5.054.963 
4.945.629 
.5.121,045 
4.744,892 
4.867,650 


Cent, 

June 

100.00 

102.19 

100.27 

98.10 

101.58 

94.12 

96.66 


.\mount 

$3,083,013 
3,135  800 
3.049,416 
2.933.908 
3,049,240 
2,886,396 
3,004,492 


Cent, 

June 

lOO.OO 

101.71 
98.91 
95.16 
98.90 
93.62 
97.45 


Table  II.    Opbratinq  Revsnubs  of  105  Electric  Railway  Companies  intheUnited 

States 
United  States  East ■      . South .       . West- 


Month 

1914 

June 

July 

AuRust 

September. . . 

October 

November. . , 
December. . , 


Per  Per 

Amount      Cent,     Amount  Cent,    Amount 

June  June 

.$19,113,164    100.00$13.698,021  100.00  $373,831 

.    19,459,649    101.81  13,918,7.54  101.61    389.328 

.    19.162,513    100.26  13,727,806  100.22    379,754 

.    18,486,9.S6     96.72  13,188.159  96.28   353.198 

.    19.100.104     99.93  13,623,314  99.46   35.5,805 

.    17,687,749      02.54  12.625.900  92.17   316.957 

.  18,393,919     96.24  13,191,273  96.30  334,996 


Amount 


Per 

Cent, 

June 

100.00  $5,041,312 

104.15  5.151.567 
5.0.54.953 
4.045,629 
5.121.045 
4.744.802 
4,867,650 


10I..58 
94.48 
96.18 
S4.79 
89.61 


Per 

Cent, 
June 
100.00 
102.19 
IO0.27 
98.10 
101.58 
94.12 
96.56 


Table  III.     Comparative  Variations  of  Bank  Clearings* 


Month 

June    

July    

August    . .  . 
September 
October     .  . 
November 
December  , 


Amount 

(last 

000,000 

omitted) 

,$13,9u7 

14,298 

9,893 

10,004 

11,604 

11,154 

12,365 


-1914- 


-1913- 


Amount 
(last 
Per  cent  000,000 
of  June  omitted) 
100.00      $14,285 


-1912- 


102.44 
70.88 
71.68 
83.14 
79.92 
88.59 


Total $83,?79 


13,606 
12,108 
13,728 
15,545 
13,762 
14,594 

$97,631 


Amount 
(last 
Percent  000,000 
of  June  omitted) 
100.00      $14,023 


95.25 
84.76 
96.11 

108.82 
96.34 

102.17 


13,914 
12,418 
14,168 
16,823 
14,470 
15,842 

$101,660 


Per  cent 
of  June 

100.00 

99.22 
88.55 
101.04 
119.97 
103.19 
112.97 


•Compiled  from  figures  in  New  York  Evening  Post. 


Table  IV.     Value  of  Building  Permits* 


Month, 

1914 

June    

July 

August  . .  . 
September. 
October  . . 
November  . 
December. . 


United  States 
Per  cent  of 
Same 


month, 

1913 
103.00 
115.23 
97.58 
66.33 
82.80 
75.11 
56.68 


June, 
1914 
100.00 
93.86 
71.83 
57.73 
56.96 
43.37 
45.16 


East 
Per  cent  of 

Same 

month,  June, 
1913       1914 


105.96 
95.76 

105.95 
67.38 
81.57 
78.09 
50.58 


100.00 
73.64 
72.15 
57.40 
54.96 
43.60 
42.45 


South 
Per  cent  of 

Same 

month,  June, 
1913  1914 
77. S2   100.00 

150.32   116.44 


West 
r*er  cent  of 

Same 

month,  June, 
1913       1914 


88.71 
65.44 
71.48 
57.80 
83.44 


'9.07 
43.57 
47.97 
36.39 
35.46 


97.53 
167.84 
75.59 
62,99 
88.55 
67.91 
81.99 


100.00 
166.48 
69.53 
61.11 
65.84 
43.56 
56.79 


•Compiled  from  figures  in  Engineering  News. 


Table  V.     Gross  Revenues  of  Steam  Roads — Unitex>  States* 

Per  cent  Per  cent 

Month  1914  of  June  1913  of  June 

June     $230,751,850  100.00  $241,107,727          100.00 

July    252,231,248  109.31  261,803,011          108.58 

August     269,593,446  116,83  280,919,858          116.51 

September     ...  272,992,901  118.31  285,850,745          118.56 

October    269,325,262  116.72  298,066,118          123.62 

November 240,235,841  104.11  272,882,181          113.18 

December    231,253,367  100.22  256,869,730          106.54 

Total    $1,766,383,915  $1,897,499,370 

•Compiled  from  figures  in  Commercial  d  Financial  Chronicle. 

It  is  of  interest  to  note  in  connection  with  the  dia- 
grams that  for  the  steam  roads,  the  earnings  during 
July,  August  and  September  bear  very  closely  the  same 
relation  to  June  in  1914  as  in  1913.  This  shows  that 
these  roads  felt  the  effects  of  the  acute  disturbances 
of  the  past  summer  first  in  October.  Building  opera- 
tions first  showed  a  material  variation  in  the  percentage 
of  June  during  the  month  of  September,  while  the 
amount  of  bank  clearings,  a  highly  sensitive  barometer, 
showed  a  sharp  drop  in  the  first  month  following  the 
beginning  of  the  European  war.  By  far  the  smallest 
fluctuation  from  month  to  month,  both  in  1913  and  in 
1914,  is  shown  by  electric  railway  earnings.  In  addition, 
the  electric  railway  earnings  for  1914  show  a  smaller 
variation  from  those  in  1913  than  is  indicated  in  the 
other  items  assembled  for  comparison,  although  it  does 
not  follow  that  this  small  decrease  in  gross  below  1913 
indicates  a  relatively  small  decrease  in  net,  because  the 
electric  railway  business  is  conducted  on  a  margin  very 
much  smaller  than  that  of  most  commercial  enterprises. 

The  accompanying  tables  are  presented  as  of  general 
interest. 


President  Harmer  on  Springfield  (Mass.) 
Electrolysis  Report 


A  Brief  Analysis  of  the  Bureau  of  Standards'  Recent  Report. 
Together  with  the  Attitude  of  the  Railway  Toward  It 

President  J.  T.  Harmer  of  the  Springfield  (Mass.) 
Street  Railway  has  announced  that  the  Stone  &  Webster 
Engineering  Corporation,  Boston,  Mass.,  has  been  en- 
gaged to  make  a  thorough  study  of  the  electrolysis  re- 
port recently  completed  by  the  bureau  of  standards, 
with  recommendations  as  to  future  power  developments. 
The  report  was  in  three  parts,  as  below: 

Part  1  discussed  test  data  obtained  in  the  survey, 
stating  that  the  over-all  potential  measurements  are  too 
high  and  that  they  should  average  for  a  twenty-four- 
hour  period  not  over  3  or  4  volts,  the  potential  gradient 
not  exceeding  0.3  volt  per  thousand  feet  of  track.  Small 
differences  of  potential  between  pipes  and  track  and  be- 
tween lead  sheaths  and  other  underground  structures 
were  found,  with  small  currents  in  water  and  gas  mains. 
None  of  the  data  shows  any  damage  to  underground 
structures,  although  there  was  a  small  voltage  drop 
around  the  insulated  joint  in  the  30-in.  Little  River 
water  main.  The  report  stated  that  "in  general  condi- 
tions at  present  cannot  be  regarded  as  alarming  nor 
calling  for  hasty  or  precipitate  action." 

Part  2  contained  a  general  discussion  of  electrolysis 
mitigation,  based  on  the  data  given  in  Part  1.  It  ap- 
pears, said  Mr.  Harmer,  to  favor  insulated  joints  in 
water  and  gas  pipes  after  other  precautions  have  been 
taken,  and  it  objects  strongly  to  pipe  drainage.  As  a 
remedy,  a  four-substation  layout  is  recommended,  such 
that  the  average  twenty-four-hour  potential  gradient 
shall  not  exceed  0.45  volt  per  thousand  feet  of  track. 
Mr.  Harmer  points  out  that  owing  to  the  lack  of  ex- 
perience in  this  country  with  railway  installations  in 
which  voltage  drops  in  the  negative  return  have  been 
maintained  low  enough  to  give  substantial  freedom  from 
electrolysis  troubles,  the  bureau  has  based  its  conclu- 
sions largely  on  the  standards  laid  down  in  England  and 
Germany.  The  company  feels  that  these  conclusions 
should  be  given  independent  expert  engineering  study. 

Part  3  outlined  four  possible  methods  of  eliminating 
electrolysis  difficulties  in  Springfield.  The  first  provided 
that  the  railway  company  enter  into  an  arrangement 
with  the  Turners  Falls  hydroelectric  power  interests, 
whereby  the  latter  would  take  over  the  Margaret  Street 
steam  plant  of  the  railway  in  Springfield  at  its  present 
cash  value  and  enter  into  a  contract  whereby  the  power 
company  would  supply  power  from  substations  to  be 
built  and  operated  by  the  railway  company,  three  in  the 
city  of  Springfield  and  one  in  West  Springfield.  The 
bureau  concluded  that  this  plan  is  the  most  advanta- 
geous. As  one  alternative  the  bureau  recommended 
the  installation  by  the  street  railway  of  additional  nega- 
tive return  feeders  without  any  change  in  the  present 
distribution  system,  involving  the  expenditure  of  sev- 
eral hundred  thousand  dollars  with  little  direct  benefit 
to  the  company.  Another  involved  the  remodeling  of 
the  Margaret  Street  power  station  from  a  d.c.  to  an  a.c. 
generating  plant,  the  substations  to  be  erected  by  the 
railway.  This  would  cost  more  than  the  first  plan.  A 
third  alternative  was  the  installation  of  one  substation 


508 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


in  Springfield  and  one  in  West  Springfield,  using  the 
Margaret  Street  plant,  operated  by  the  hydroelectric 
company  as  a  combined  a.c.  plant  and  substation,  to 
supply  the  remainder  of  the  load.  This  plan  also  would 
be  more  expensive  than  the  first. 

President  Harmer  points  out  that  the  Margaret  Street 
station  is  well  equipped  and  produces  power  at  a  satis- 
factory cost,  and  with  purchases  of  power  now  being 
made  from  other  companies  efficiently  fills  the  present 
requirements.  For  some  time,  however,  it  has  been 
recognized  by  the  company  that  with  future  expansion 
some  changes  might  be  necessary  in  the  system  of 
power  distribution,  and  various  studies  have  been  made, 
but  lack  of  funds  has  prevented  any  action.  Mr.  Har- 
mer states  that  it  cannot  be  expected  that  the  street 
railway  company  would  or  could,  without  the  best  ad- 
vice, abandon  a  plant  valued  by  the  city  at  $700,000, 
and  states  that  the  estimate  by  the  bureau  of  standards 
as  to  the  price  to  be  paid  by  the  purchaser  might  not  be 
satisfactory  either  to  the  railway  company  or  the  pur- 
chaser. As  the  property  is  covered  by  the  street  rail- 
way company's  mortgage,  a  sale  would  not  appear  to  be 
such  a  simple  matter  as  might  be  inferred  from  the  re- 
port, although  eventually  it  might  be  found  the  proper 
course  to  pursue. 

Prior  to  the  investigation  by  the  bureau,  the  com- 
pany was  discussing  negotiations  and  proposed  methods 
of  power  utilization  with  the  Turners  Falls  company, 
but  these  were  suspended  when  it  became  evident  that 
the  bureau  would  go  beyond  a  mere  statement  of  condi- 
tions. Mr.  Harmer  says  that  when  the  engagement  of 
the  bureau  of  standards  was  contemplated,  the  railway 
company  declined  to  share  in  the  expense  because  it  had 
previously  expended  a  large  amount  of  money  in  exam- 
ining and  rebonding  tracks,  and  any  suggestions  involv- 
ing expense  would  fall  most  heavily  upon  it.  Every 
facility,  however,  was  afforded  the  representatives  of 
the  bureau  in  its  investigation. 


Insulation  for  Railway  Motors 

Westinghouse   Designer  Analyzes  Materials  and   Methods 
Used  in  Armature  and  Field  Coil  Insulation 

In  the  current  issue  of  the  Electric  Journal  R.  E.  Hell- 
mund  discusses  the  characteristics  desirable  in  insulat- 
ing materials  for  railway  motors,  briefly  describes  the 
materials  now  available  and  explains  how  these  ma- 
terials are  selected  and  applied.  As  desirable  proper- 
ties he  mentioned  ability  to  stand  mechanical  stresses 
and  vibration  without  cracking  or  chafing;  flexibility 
and  strength  to  withstand  bending  and  pounding  during 
manufacture  or  repair;  freedom  from  deterioration  un- 
der high  temperature  to  the  extent  of  losing  mechani- 
cal and  insulating  qualities ;  non-shrinking  character  on 
application  of  heat  or  mechanical  stress;  compactness; 
moisture  proofness;  high  dielectric  strength;  smooth- 
ness of  surface,  and  low  cost.  No  insulating  material 
possesses  all  of  these  desirable  qualities  and  the  best 
that  can  be  done  is  a  compromise. 

Available  insulating  materials  are  divided  into  two 
classes;  first,  mineral  materials  like  mica  and  asbestos 
which  withstand  comparatively  high  temperatures  and, 
second,  fibrous  materials  like  cotton,  paper,  linen,  etc., 
which  will  withstand  only  comparatively  low  tempera- 
tures. Unfortunately  the  materials  of  the  first  class  are 
lacking  in  some  respects.)  Mica,  for  instance,  if  sub- 
jected to  chafing  will  pulverize,  and  it  is  practically  im- 
possible to  apply  it  anywhere  in  its  natural  form  except 
in  flat  sheets.  It  is  also  very  expensive.  As  a  result 
pure  mica  can  practically  be  used  only  as  an  insulation 
between  the  segments  of  commutators,  and  even  here 
its    use   has   been   practically   abandoned   because   the 


natural  mica  is  rarely  found  in  sufficiently  large  plates 
of  uniform  quality.  Pure  asbestos  is  practically  un- 
available for  use  in  railway  motors  in  the  small  thick- 
nesses required.  The  best  substitute  for  pure  mica  and 
asbestos  are  materials  consisting  principally  of  them 
with  certain  supporting  or  binding  materials. 

Built-up  mica,  consisting  of  small,  thin  pieces  held 
together  by  shellac,  is  used  to  good  advantage  for  in- 
sulation between  commutator  segments,  but  care  must 
be  taken  that  the  minimum  amount  of  shellac  is  used, 
otherwise  the  material  is  liable  to  shrink  under  pres- 
sure and  heat.  Flat  sheets  of  built-up  mica  are  used 
also  between  layers  of  field  coils,  and,  since  the  small 
pieces  of  mica  used  are  flexible  in  themselves,  it  is 
possible  to  build  up  various  shapes  such,  for  instance, 
as  the  V-ring  for  commutators. 

In  applying  mica  to  coils  or  heavy  strap  conductors 
it  is  necessary  also  to  use  some  fibrous  material  like 
paper  or  cotton  as  a  base  for  the  mica.  It  is  customary 
to  build  up  mica  on  thin  sheets  of  fish  paper  or  Japanese 
paper,  and  to  wrap  the  resultant  sheet  around  the 
straight  parts  of  the  armature  coils  or  heavy  conduc- 
tors. It  is  also  customary  to  build  up  mica  on  a  thin 
cotton  tape  and  to  use  the  resultant  material  for  taping 
coils  or  heavy  conductors.  If  the  amount  of  paper  or 
tape  is  small  and  if  the  material  is  applied  in  such  a 
location,  as  in  an  armature  slot,  so  that  the  mica  will 
remain  intact  even  after  the  paper  or  the  cotton  tape 
has  deteriorated,  these  materials  may  be  expected  to 
withstand  fairly  high  temperatures.  In  all  of  these 
applications  the  built-up  mica  fulfils  the  requirements 
except  that  it  is  expensive  and  it  is  liable  to  pulverize 
under  vibration. 

Asbestos  insulation  can  be  applied  to  wires  and  small 
straps  with  the  use  of  binding  materials,  but  in  all 
these  cases,  except  in  that  of  asbestos  tape  which  can 
readily  be  used  in  taping  armature  or  field  coils,  the 
mechanical  qualities  of  these  insulations  are  still  quite 
poor.  It  is,  for  instance,  very  difficult  to  wind  an  arma- 
ture with  asbestos-covered  wire  without  injuring  the 
insulation,  and  while  an  armature  wound  with  this  wire 
will  be  less  subject  to  roasting  than  one  wound  with 
cotton-covered  wire,  it  is  doubtful  whether  there  is  any 
real  gain  because  of  the  frequent  breakdown  caused  by 
the  mechanical  injuries  sustained  during  winding.  As- 
bestos windings  also  require  much  space  if  used  in 
sufficient  thickness,  they  are  not  in  themselves  moisture- 
proof,  they  have  very  low  dielectric  strength,  they  do 
not  give  a  smooth  surface,  and  they  are  expensive. 

Fibrous  materials,  while  they  do  not  withstand  high 
temperature,  are  advantageous  in  a  good  many  other 
respects  and  are  extensively  used  in  railway  motors. 
Cotton  insulation  is,  after  all,  the  only  one  which  can 
be  applied  satisfactorily  to  small  conductors  such  as 
the  wire  used  in  railway  motor  armatures.  Paper  prod- 
ucts of  the  various  types  manufactured  for  insulating 
purposes,  while  not  withstanding  very  high  tempera- 
tures, serve  many  good  purposes  in  the  insulation  of 
railway  motors.  Fuller  board  also  is  used  to  advantage 
in  many  places. 

The  impregnating  of  fibrous  and  asbestos  products 
with  varnishes,  gums,  bakelite,  etc.,  produces  several 
results:  First,  the  treating  materials  fill  up  the  pores 
of  the  basic  material  and  eliminate  moisture;  second, 
the  dielectric  strength  is  increased  even  where  there  is 
no  moisture  to  be  considered ;  third,  most  treating  ma- 
terials assist  in  producing  smooth  surfaces ;  fourth,  the 
heat  resistance  quality  of  the  basic  material  is  often 
increased,  and,  fifth,  the  filling  up  of  the  pores  may  in 
certain  cases  reduce  the  tendency  to  shrink.  Incidentally 
the  treating  materials  increase  the  heat  conductivity  of 
the  insulation  resulting  in  less  difference  of  tempera- 
ture between  the  conductors  and  the  outside. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


509 


Syndicated  Anti-Railway  News 

Continuation    of   Adverse    Bulletins — The  "Jitneys"  Are 
Now  Being  Boomed 

In  an  article  in  the  last  issue  of  this  paper  an 
account  was  given  of  a  newspaper  syndicate  association 
which  suggested  to  newspaper  editors  that  they  start  a 
war  on  "rotten  car  service."  The  offer  was  made  to 
sell  a  service  of  "canned"  agitation,  and  reproductions 
were  published  of  one  of  the  bulletins  sent  out  advo- 
cating an  anti-trolley  campaign  and  of  two  bulletins 
setting  forth  the  superiority  of  "jitney"  transportation 
over  the  electric  railway  service. 

A  number  of  recent  bulletins  of  the  same  kind  of 

syndicated  anti-railway  news,   issued  in  form  for  use 

by  daily  papers,  have  reached  the  office  of  this  paper. 

Most  of  them  relate  to  the  "jitney"  movement.    Several 

f  typical  ones  are  published,  in  part,  below.    The  first  is 

j  the  introductory  part  of  some  "special  correspondence" 

j  from  Houston,  Tex.,  and  reads  as  follows : 

(Special  Correspondence) 

Houston,  Tex.,  Feb.  00. — You  can't  find  a  straphanger 
1  in  Houston  to-day  with  a  spyglass.     A  year  ago  there  were 
I  more  than  20,000  straphangers  daily.     But  nowadays  those 
:  20,000  people  are  paying  their  niclcels  to  the  "jitney"  buses 
— and  are  riding  to  and  from  work  in  comfortable,  cush- 
ioned seats,  with  fresh  air  filling  their  lungs  and  only  half 
the  time  spent  on  the  trip. 
;      "We've   solved   the   transportation   problem,"   says   Steve 
i  McCormick,  the  pioneer  Houston  "jitney"  driver.    "My  cars 
are  each  paying  me  from   $7.50  to  $10  over  all  expenses, 
and  a  depreciation  charge."    McCormick  figures  that  a  Ford 
;  will  last  a  year  or  more  in  the  business.     "The  'jitney'  busi- 
i  ness  is  a  regular  epidemic  in  America,"  he  says. 

i      Another    "Special    Correspondence"    from    Baltimore 
begins  as  follows: 

"JITNEYS"    MARCH    FROM    COAST    TO    COAST. 

I 

j  GiKL  Runs  First  Mosquito  Fleet  in  Baltimore;  Wash- 
1  iNGTON  Soon  to  Have  "Jitneys"  Too 

]  (Special  Correspondence) 

!      Baltimore,   Md.,   Feb.  00. — The  "jitneys"  have  invaded 
I  the  East.     The  first  "jitney"  bus  on  the  Atlantic  Coast  be- 
gan  operating  in  Baltimore  a  week  ago. 

And,  as  usual,  it  was  a  woman  who  started  things.  Miss 
Sarah  Henderson,  who  has  been  nicknamed,  "The  Jitney 
.  Girl,"  started  the  first  bus,  running  from  the  eastern  edge 
of  the  city  to  the  City  Hall,  a  distance  of  twenty-five  city 
blocks.  On  her  first  run  "The  Jitney  Girl"  cut  the  time  of 
the  trolley  line  in  half.  Two  buses  were  put  into  opera- 
tion to  start  the  line,  and  seven  passengers  constituted  the 
first  load,  all  riding  to  the  City  Hall. 

In  each  case  the  same  animus  against  the  local  elec- 
tric railway  industry  is  shown.  This  is  the  way  the 
Toledo  situation  is  described,  in  part: 

"JITNEYS"    THREATEN    RUIN    OF    TOLEDO    TRAC- 
TION TRUST! 

Fia)ERAL   "Two-Legged"   Judge    Can't    Fine    'Em    as    He 

Did  Newspaper  Which  Attacked  Street 

Railway  Monopoly! 

Toledo,  Ohio,  Feb.  00.— So  strong  is  the  "jitney"  bus 
idea  with  Toledo  people  that  the  city  council  is  already  con- 
sidering a  bond  issue  to  establish  a  municipally-owned  and 
operated  system  of  the  popular  vehicles.  This,  although 
the  city  last  summer  voted  for  municipal  ownership  of  the 
street  car  system  and  an  $8,000,000  bond  issue  to  that  end 
is  now  pending. 

Just  when  the  franchises  had  expired  and  the  people  of 
Toledo  believed  that  a  fair  settlement  might  be  reached  with 
the  company,  the  corporation  took  refuge  in  the  United 
States  Court.  The  City  Council  has  passed  an  ordinance  re- 
quiring the  company  in  consideration  of  operating  without  a 
franchise  to  accept  a  3-cent  fare.  The  company  adopted  the 
policy  of  refusing  the  3  cents  but  carrying  the  passenger 
free.  This  lasted  from  March  until  September  last.  The 
people  felt  that  the  company  was  being  forced  toward  a 


proposition  by  the  city  of  a  franchise  that  would  give  a  fair 
return  on  actual  investment. 

Then  Judge  John  M.  Killits  in  federal  court  granted  an 
injunction  restraining  the  city  from  enforcing  the  3-cent 
ordinance  as  a  rental  for  its  streets. 

There  was  general  public  criticism  of  this  action.  Judge 
Killits  haled  in  the  business  agent  of  the  Central  Labor 
Union,  The  Toledo  News-Bee  and  its  editor,  N.  D.  Cochran, 
and  one  or  two  others  on  charges  of  contempt  of  court.  He 
tried  the  cases  himself,  found  the  defendants  guilty,  round- 
ly rebuked  the  labor  leader,  fined  the  News-Bee  and  its 
editor  $7,700.  The  only  defense  made  by  the  defendants 
was  that  they  had  the  right  to  discuss  publicly  matters  of 
public  interest  if  they  did  not  exceed  the  bounds  of  truth 
and  good  citizenship. 

That  was  probably  the  final  blow  to  the  company's  chances 
of  a  franchise.  That  and  the  wretched  service  especially  al 
busy  hours  explain  the  popularity  of  the  "jitney"  bus  and 
its  active  support  by  the  people. 

The  following  is  still  another  example  of  the  same 
kind  of  newspaper  bulletin  sent  broadcast  to  the  daily 
papers  for  publication  as  original  matter. 

MOVIE  TOWN  OUSTS  TROLLEY  FOR  "JITNEYS" 

Universal  City,  the  only  moving  picture  municipality  in 
the  world,  is  going  to  oust  the  trolley  system  entirely.  The 
town  solons  have  decided  to  establish  a  "jitney"  bus  line 
from  the  entrance  to  the  city,  down  Lankershim  Boulevard 
and  thence  east  along  the  Laemmle  Boulevard  to  the  eastern 
suburbs  of  the  town. 

The  new  "jitney"  bus  line  will  thus  connect  the  zoo  and 
ranch  houses  with  the  city  itself,  centering  around  the  ad- 
ministration buildings.  The  advent  of  the  "jitney"  b\is  on 
the  Pacific  Coast  threatens  to  oust  the  trolley  sysfetti  6b-' 
tirely.  -';"■" 

Abstracts  of  Electric  Railway  Reports 

The  Public  Service  Commission  for  the  Second  Dis- 
trict of  New  York  recently  issued  Volumes  I  and  II  of 
its  report  for  the  year  ended  Dec.  31,  1913.  The  first 
volume  contains  the  cases  and  orders,  but  the  second 
is  devoted  to  abstracts  of  corporation  reports  for  steam 
railroads,  electric  railways,  express  companies  and 
sleeping-car  companies.  The  section  for  electric  rail- 
ways contains  a  statement  of  the  organization  of  such 
companies  as  of  June  30,  1913,  and  their  mileage.  Ta- 
bles are  also  presented  showing  the  cost  of  road  and 
equipment,  funded  debt,  funded  debt  issued  or  assumed, 
capital  stock,  location  and  length  of  road  operated,  clas- 
sification of  mileage  within  New  York,  car  equipment, 
operating  revenues,  operating  expenses,  operating  sta- 
tistics, employees  with  salaries  and  wages,  accidents, 
and  principal  officers  and  offices.  Such  tables  are  in  the 
main  for  both  operating  and  lessor  companies.  Sup- 
plemental sections  present  data  in  regard  to  inchoate 
and  dormant  electric  railways  and  also  to  changes  in 
the  corporate  organizations  of  electric  railways  during 
the  year. 


Valuation  Conference  in  Washingion 

A  valuation  conference  has  been  called  to  be  held  in 
Washington,  beginning  March  22.  The  division  of  val- 
uation of  the  Interstate  Commerce  Commission  has  vir- 
tually completed  its  appraisals  of  a  number  of  railroads. 
In  the  prosecution  of  this  work  many  questions  have 
come  up  which  the  commission  believes  can  be  answered 
at  a  hearing  in  which  the  carriers,  as  well  as  representa- 
tives of  the  state  commissions,  will  have  an  opportunity 
to  take  part.  Among  the  questions  to  be  considered  are 
how  depreciation  shall  be  determined,  whether  by  mor- 
tality tables  or  actual  observation  or  by  a  combination 
of  these  two  methods;  whether  obsolescence  and  inade- 
quacy shall  be  considered  and  whether  an  allowance  will 
be  made  for  appreciation;  what  overhead  charges  shall 
be  allowed  and  how  shall  the  time  necessary  to  repro- 
duce the  property  be  determined. 


510 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


American  Association  News 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


Manufacturers  Association  Announces  Reduction  in  Dues — Biographical  Sketches  of  Officers  of  Manila  Section, 
Completing  the  Series  Are  Given — Other  Activities  Are  Reported 


POWER  DISTRIBUTION  COMMITTEE 

The  sub-committee  on  materials  for  600-volt  trolley 
construction  met  in  the  association  rooms  on  Feb.  25  and 
26.  Those  present  were  A.  S.  Richey,  Worcester,  Mass., 
chairman  of  the  main  committee,  and  C.  L.  Cadle,  Roch- 
ester, N.  Y.;  C.  F.  Woods,  Boston,  Mass.,  and  C.  R. 
Harte,  New  Haven,  Conn.,  of  the  sub-committee. 

After  completing  work  on  the  "general  clauses," 
"wrought  iron  and  mild  steel,"  "malleable  castings"  and 
"wood  cross-arms"  specifications  were  carefully  consid- 
ered and  put  in  tentative  shape  with  the  understanding 
that  the  chairman  of  the  sub-committee,  Mr.  Harte,  will 
take  up  certain  details  with  manufacturers.  The  sub- 
committee will  meet  again  on  April  1. 


OFFICERS    OF    THE    MANILA    ELECTRIC    RAIL- 
ROAD &  LIGHT  COMPANY  SECTION 

At  the  organization  meeting  of  the  section  held  on 
Dec.  15,  Oscar  Keesee,  superintendent  of  transportation, 
was  elected  president  and  Walter  E.  Smith,  purchasing 
agent,   secretary.     Brief   biographical   sketches   follow. 

Mr.  Keesee  has  occupied  his  present  position  since 
1910  after  a  year's  experience  as  assistant  superintend- 
ent. He  was  born  in  Hillsboro,  Texas,  in  1876  and  at- 
tended the  local  public  schools  and  Baylor  University 
until   1895.     After  occupying  sundry  positions  he  en- 


OSCAR  KEESEE 


WALTER   A.    SMITH 


listed,  in  1898,  in  the  Third  Texas  Volunteer  Infantry, 
holding  successively  the  ranks  of  private,  corporal  and 
sergeant.  In  1899  he  enlisted  in  the  Thirty-third  United 
States  Volunteer  Infantry  and  served  successively  as 
private,  corporal,  first  sergeant  and  sergeant-major, 
leaving  the  service  in  1901  to  enter  the  Manila  Police 
Department,  where  he  served  first  as  patrolman,  then  as 
roundsman,  and  finally  as  sergeant.  He  left  this  work 
in  1909  to  join  the  staff  of  the  Manila  Electric  Railroad 
&  Light  Company. 

Mr.  Smith  has  occupied  his  present  position  since 
1912.  He  was  born  in  Ponca,  Neb.,  in  1880  and  subse- 
quently moved  to  South  Dakota  where  he  attended  the 
public  schools.  His  practical  work  began  in  1896  in 
railroad  construction  and  after  two  years  of  this  he 
spent  a  year  in  Ward's  Academy.  He  enlisted  in  1899 
in  the  Thirty-fifth  United  States  Volunteers  for  service 
in  the  Philippines  and  was  discharged  by  special  order 
in  1901  to  permit  him  to  become  a  member  of  the  semi- 
military  police  organization  of  Manila.  In  1905  he 
joined  the  construction  staff  of  J.  G.  White  &  Company, 


leaving  this  in  1905  to  join  the  operating  company  at 
the  beginning  of  operation  of  the  Manila  Electric  Rail- 
road &  Light  Company.  In  1906,  after  a  vacation  in  the 
United  States,  he  returned  to  the  Islands  and  entered 
the  service  of  the  Philippine  Railway  Company  remain- 
ing with  it  for  two  years.  After  this,  until  1912,  he  was 
employed  with  the  Insular  purchasing  agent. 


MANUFACTURERS'  ASSOCIATION  NOTES 

The  executive  committee  of  the  Manufacturers'  As- 
sociation has  decided,  in  view  of  the  fact  that  there 
will  be  no  exhibition  in  connection  with  the  1915  con- 
vention and  because  of  the  adverse  business  conditions, 
to  reduce  the  annual  dues  for  1915  from  $30  to  $10.  The 
initiation  fee  will  remain  at  $15. 

The  association  will  keep  up  its  active  work  in  the 
interest  of  its  members  for,  in  spite  of  the  omission  of 
the  exhibition  this  year,  there  are  many  things  which 
the  association  does  for  its  members.  Plans  are  under 
way  for  the  formulation  of  a  campaign  of  publicity  for 
those  of  the  member  companies  which  will  have  perma- 
nent exhibits  at  the  Panama-Pacific  Exposition ;  and  the 
interests  of  the  non-exhibiting  members  will  not  be 
neglected. 

The  association  is  in  touch  with  the  bureau  of  foreign 
and  domestic  commerce  of  the  Department  of  Commerce 
and  also  with  the  Chamber  of  Commerce  of  the  United 
States  and  through  these  sources  is  planning  to  keep  its 
members  informed  as  to  foreign  trade  opportunities. 

Transportation  arrangements  for  the  1915  conven- 
tion are  gradually  assuming  shape.  The  transportation 
committee  is  planning  to  send  at  least  four  special 
trains  to  the  convention,  three  of  them  originating  on 
the  Atlantic  Coast. 

H.  G.  McConnaughy,  director  of  transportation,  has 
in  preparation  the  train  itineraries.  The  equipment  for 
these  trains  has  already  been  secured,  and  the  associa- 
tion is  assured  of  the  finest  specials  that  will  go  to  San 
Francisco.  It  is  the  intention  of  the  committee  to  give 
the  delegates  every  comfort  and  luxury  and  to  arrange 
for  a  trip  which  will  permit  of  visits  to  all  the  important 
points  of  interest  between  Chicago  and  the  coast. 

As  soon  as  the  details  of  the  trip  are  worked  out  the 
committee  will  make  an  announcement  to  the  members. 
In  the  meantime,  it  can  be  safely  assumed  that  nothing 
will  be  omitted  to  make  the  visit  to  San  Francisco  one 
of  the  most  interesting  and  enjoyable  events  in  the  long 
history  of  the  two  associations.  Mr.  McConnaughy  is 
starting  for  the  coast,  as  this  issue  of  the  Electric 
Railway  Journal  goes  to  press,  for  the  purpose  of  ar- 
ranging many  of  the  details  of  the  trip  in  person. 


PUBLIC  SERVICE  SECTION 

An  extra  meeting  of  Section  No.  2  was  held  in  Cam- 
den, N.  J.,  on  March  11  for  the  convenience  of  the  em- 
ployees in  the  southern  part  of  the  State.  President 
P.  F.  Maguire  presided  and  Secretary  A.  T.  Warner  also 
attended.  The  fundamental  parts  of  the  papers  by 
L.  D.  H.  Gilmour  and  H.  C.  Donecker,  described  in  the 
issues  of  the  Electric  Railway  Journal  for  Feb.  20 
and  Feb.  27,  were  repeated.  While  the  meetings  regu- 
larly scheduled  for  the  third  Thursday  of  each  month 
will  continue  to  be  held  in  Newark,  at  company  head- 
quarters, the  officers  plan  to  diffuse  the  benefits  thereof 
throughout  the  entire  system. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


511 


COMMUNICATIONS 


Maximum  Motor  Input 

North-South  Holland  Tramway  Company 

Haarlem,  Holland,  Feb.  8,  1915. 
To  the  Editors : 

Referring  to  the  discussion  on  maximum  motor  input 
in  your  issue  of  Dec.  19,  it  will  be  perhaps  of  interest 
to  your  readers  to  know  that  for  a  direct-current  line 
of  1200  volts  which  I  built  in  1910  the  following  speci- 
fication was  prescribed  for  the  motors: 

"After  testing  the  motors  with  their  normal  current 
at  one  hour  rating,  they  have  to  be  subjected  to  double 
this  current  for  five  minutes,  without  flashing  or  in- 
jurious sparking.  Furthermore,  the  motors  will  be  over- 
charged to  a  greater  extent,  to  get  some  information  on 
the  sparking  at  greater  overloads." 

The  motors  were  of  30  and  80  brake-hp  rating  for  one 
I  hour,  and  were  built  without  any  objection  by  the  Sie- 
i  mens-Schuckert  Works  of  Berlin,  the  Bergmann  Elec- 
tricity Works  of  Berlin,  Brown,  Boveri  &  Company  of 
Baden  (Switzerland)  and  the  Electrotechnical  Industry 
of  Dikkerveer  (Holland).  They  have  stood  these  tests 
in  every  respect.  H.  J.  Mulder, 

Electrical  Engineer. 


The  Company  Section  Movement 

,  Washington  Railway  &  Electric  Company 

Washington,  D.  C,  March  6,  1915. 
To  the  Editors : 

I  have  been  interested  in  the  editorial  discussion  in 
the  columns  of  the  Electric  Railway  Journal  on  the 
company  sections  of  the  American  Electric  Railway  As- 
sociation. The  following  remarks  are  based  on  practical 
experience  in  the  movement  and  will,  I  hope,  be  sug- 
'.   gestive  to  members  of  present  and  prospective  sections. 

"Company  sections"  mean  another  forward  impetus 
;  to  the  electric  railway  industry.  We  feel  it  and  know 
'  it,  but  can  we  prove  it?  Can  we  set  forth  facts  and 
arguments  in  sufficient  strength  to  induce  electric  rail- 
way men  in  all  departments  of  the  industry  to  join  the 
movement,  to  become  live  factors  in  promoting  the  rea- 
sons for  its  organization?  We  must  have  firm  ground 
to  stand  on;  if  we  hesitate  when  we  are  asked  "What 
benefits  do  you  get  from  the  section?"  or  "Why  should 
I  join  the  section?"  and  cannot  prove  our  claims  for  the 
movement,  then  the  movement  is  lost. 

The  growth  of  the  sections  has  been  rather  slow,  due 
no  doubt  in  a  great  measure  to  lack  of  proper  tools  with 
which  to  work.  Let  us  "get  busy"  and  put  that  vital 
force  into  our  arguments  which  will  not  only  get  mem- 
bers for  our  movement  but  keep  them  members — and 
live  ones. 

We  must  first  be  interested  and  attracted  by  the  meet- 
ings of  the  section ;  we  must  have  live  talks  on  live  rail- 
way subjects  by  live  railway  men;  talks  straight  from 
the  shoulder.  Perhaps  the  association  could  arrange  an 
interchange  of  prominent  speakers  for  meetings  of  the 
sections;  men  who  know  and  whom  others  would  con- 
sider it  a  privilege  to  hear.  Of  course,  we  always  have 
home  talent  which  can  discuss  local  conditions,  of  in- 
terest to  those  who  have  their  company's  welfare  at 
heart. 

We  must  let  the  members  get  the  benefit  of  free  dis- 
cussion, making  them  rely  on  themselves  so  they  can 
speak  in  public  both  fluently  and  forcibly. 

We  must  make  our  meetings  attractive  in  other  ways, 
educationally  and  socially,  by  securing  good  speakers 
and  motion  pictures,  slides,  etc.,  on  subjects  of  current 
interest  and  by  utilizing  local  talent  in  the  line  of  in- 
strumental and  vocal  music.     We  can  offer  prizes  for 


the  best  papers  on  selected  subjects,  which  will  encour- 
age employees  to  express  their  thoughts. 

To  conclude,  we  must  first  convince  ourselves  that  we 
are  reaping  benefits  from  the  company  section  move- 
ment. With  that  accomplished,  the  movement  will  grow 
rapidly  and  irresistibly.  Let  us  "start  something"; 
bring  forth  our  arguments  in  these  columns  "why  we 
are  existing."  Let  us  tell  the  other  railway  managers 
and  employees  "what  they  are  passing  up,"  and  they  will 
become  interested,  ask  for  details  and  finally  start  new 
sections.  GEORGE  G.  Whitney, 

President,  Company  Section  No.  4. 


Filing  of  Technical  Literature 

New  Haven,  Conn.,  March  6,  1915. 
To  the  Editors: 

I  have  followed  the  discussion  on  the  filing  of  tech- 
nical data  which  was  carried  on  in  the  columns  of  the 
Electric  Railway  Journal  a  short  time  ago.  Your 
readers  might  be  interested  in  another  contribution  on 
the  same  subject. 

Years  ago  the  writer  was  engaged  in  construction 
and  operating  work  and  the  need  for  a  classification  of 
technical  information  was  not  so  apparent.  In  recent 
years  in  consulting  engineering  work,  however,  the  situ- 
ation would  often  arise  where  information  covering 
some  specific  point  was  wanted  and  wanted  immediately. 
Usually  what  would  happen  would  be  that  I  remembered 
having  some  six  months  or  a  year  before  seen  the  precise 
information  now  needed,  but  for  the  life  of  me  I  could 
not  remember  just  when  or  where  I  had  seen  it.  In 
other  words,  it  was  lost,  covered  up  by  the  mass  of  tech- 
nical information  which  every  engineer  is  forced  to  at 
least  run  his  eye  over  during  the  course  of  a  year. 

I  have  always  been  most  closely  connected  with  work 
relating  to  the  electrification  of  steam  railroads.  In 
order  to  cover  this  subject  I  some  time  ago  arranged  to 
classify  all  information  received,  either  in  the  course 
of  daily  work,  or  from  the  technical  press,  in  such  a 
manner  that  any  item  would  be  quickly  available.  For 
this  purpose  I  divided  the  subject  of  electrification  into 
nine  main  divisions  and  a  number  of  sub-divisions  which 
has  gradually  grown  to  about  160.  All  matter  relating 
to  any  one  sub-division  is  dropped  into  a  stiff  cardboard 
folder  suitably  numbered  and  designated.  The  main 
divisions  follow  the  natural  divisions  of  electrification 
work.  For  instance,  all  electrifications  must  have  a 
source  of  power.  The  subject  "Power  Stations"  is  then 
numbered  "1"  and  forms  the  first  main  division.  In  the 
same  way  other  natural  main  divisions  are  "Primary 
Transmission  Systems,"  "Sub-stations,"  "Rolling 
Stock,"  etc.  Anything  relating  to  power  stations,  there- 
fore, takes  the  prefix  "1" ;  anything  relating  to  primary 
transmission  systems  takes  the  prefix  "2" ;  rolling  stock 
data  takes  the  prefix  "6",  etc. 

Coming  now  to  the  sub-divisions  under  these  main 
divisions,  the  main  subject  "Power  Stations"  is  sub- 
divided into  such  items  as  "Capital  Costs,"  "Land  and 
Buildings,"  "Boiler-room  Equipment,"  "Engine-room 
Equipment,"  "Auxiliaries,"  "Coal  Consumption,"  "Oper- 
ation and  Maintenance,"  "Cost  of  Manufacturing  Elec- 
tricity," etc.  Each  of  these  sub-divisions  has  a  sepa- 
rate folder  and  the  appropriate  prefix  "1.1",  "1.2",  etc. 
By  the  use  of  the  decimal  system  for  numbering  the 
folders,  the  sub-dividing  can  be  carried  as  far  as  may 
be  desired. 

In  order  to  cover  a  large  number  of  subjects  which 
cannot  properly  be  classified  under  any  of  the  natural 
divisions  of  electrification,  I  have  formed  what  is  called 
a  "general"  main  division,  which  takes  the  prefix  "0," 
and  contains  such  subjects  as  circuit  breakers,  which  are 
used  in  power  stations,  in  substations,  on  line  construe- 


512 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


tion  and  on  rolling  stock.  The  same  is  true  of  insulation 
or  lightning  protection.  Data  relating  to  insulation, 
lightning  protection,  or  to  the  cost  or  capacity  of  circuit 
breakers  are  therefore  classified  by  themselves  under 
the  general  main  division.  A  list  both  of  the  main 
divisions  and  of  sample  sub-divisions  is  given  below. 

While  the  arrangement  shown  is  entirely  an  arbi- 
trary one,  adapted  merely  to  the  writer's  personal  inter- 
est in  the  subject  of  electrification,  the  same  general 
principle  can  be  applied  to  any  branch  of  engineering. 
In  fact,  one  of  my  friends,  a  professor  at  one  of  the 
large  universities  whose  general  subject  is  "transporta- 
tion," has  grouped  and  numbered  this  subject  in  the 
above  manner,  using  more  than  1000  sub-divisions. 

The  danger  in  any  classification  system  of  this  kind 
is  that  it  may  become  top-heavy  or  unwieldy,  or,  after  a 
time  will  contain  much  matter  that  is  obsolete.  It  is 
necessary  therefore  constantly  to  be  weeding  out  and 
conveying  to  the  scrap  basket  data  which  have  been  re- 
placed by  more  accurate  or  up-to-date  information  or 
which  for  any  other  reason  have  become  obsolete.  By  so 
doing  one  can  keep  this  portion  of  his  engineering 
tools  clean  and  bright  and  ready  for  any  emergency.  In 
practice  the  system  outlined  above  has  worked  out  sur- 
prisingly well;  requiring  very  little  outlay  of  time  to 
maintain  it  in  good  workable  condition.  If  at  any  time 
it  becomes  necessary  to  investigate  some  specific  sub- 
ject, such  as  "freight-yard  electrification"  or  "train  re- 
sistance," etc.,  one's  store  of  information  is  ready  for 
instant  use. 

William  Arthur,  Assistant  Engineer, 
With  McHenry  &  Murray,  Engineers. 

[Note.  The  sample  lists  referred  to  by  Mr.  Arthur 
are  given  in  part  below. — Eds.] 

Main  Divisions  Under  Steam  Railway  Electrifica- 
tion 

(0)  General;  (1)  Power  Stations;  (2)  Primary 
Transmission  Systems;  (3)  Substations;  (4)  Secon- 
dary Distribution;  (5)  Track  Circuits;  (6)  Rolling 
Stock;  (7)  Miscellaneous;  (8)  Description  of  Complete 
Electrification. 

Subdivisions  Under  General  Topic  "0" 

(0.0)  Indexes;  (0.1)  Lightning  Protection;  (0.2) 
Section  Switches;  (0.3)  Circuit  Breakers;  (0.4) 
Switchboards  and  Switches;  (0.5)  Insulation;  (0.6) 
Efficiencies,  General;  (0.7)  Electrolysis;  (8)  Electro- 
Magnetic  Disturbances;  (0.9)  Signals  and  Signaling; 
(0.10)  Mountain  Grades ;  (0.11)  Training  of  Motormen 
and  Others;  (0.12)  Freight  Yard  Electrical  Operation; 
(0.13)  Constants  for  Single-Phase  Circuits;  (0.14) 
Spare;  (0.15)  Miscellaneous — General;  (0.16)  Ter- 
minals; (0.17)  Capital  Costs— General ;  (0.18)  Per- 
sonal; (0.19)  Crossing  Right-of-Way  with  Wires; 
(0.20)  Comparison  of  Systems;  (0.21)  Power  Distri- 
bution Calculations;  (0.22)  Depreciation  and  Obsol- 
esence;  (0.23)  General  Progress;  (0.24)  Photographs; 
(0.25)  Ratings;   (0.26)  Lighting,  and  so  on. 

Subdivisions  Under  Rolling  Stock  "6" 

(6.1)  Capital  Costs ;  (6.2)  Traction  Mechanics;  (6.3) 
Gears  and  Gear  Ratios;  (6.4)  Motor  Types  and  Char- 
acteristics; (6.5)  Speed  Time  Curves  and  Data;  (6.6) 
Acceleration  and  Retardation;  (6.7)  Energy  Consump- 
tion; (6.8)  Weights;  (6.9)  Train  Resistance;  (6.10) 
Operation  and  Maintenance;  (6.11)  Control  System 
Data;  (6.12)  Brakes  and  Braking;  (6.13)  Heating  of 
Trains;  (6.14)  Spare;  (6.15)  Single-Phase  Rolling 
Stock  Data;  (6.16)  D.C.  Rolling  Stock  Data;  (6.17) 
Three-Phase  Rolling  Stock  Data;  (6.18)  Split-Phase 
Rolling  Stock  Data;    (6.19)   Mercury  Rectifier  Rolling 


Stock  Data;  (6.20)  Permutator  Rolling  Stock  Data; 
(6.21)  Self-Propelled  Rolling  Stock  Data ;  (6.22)  Steam 
Locomotives;  (6.31)  Repair  Shed  Data;  (6.32)  Draught 
and  Coupling  Gear;  (6.33)  Mileage  Statistics;  (6.34) 
Regeneration;  (6.35)  Failure  Notes;  (6.36)  Miscellane- 
ous Data;  (6.37)  Clearances;  (6.38)  Amount  of  Rolling 
Stock;  (6.39)  Current  Collection;  (6.40)  Brushes  and 
Brush-Holders;  (6.41)  Forced  Ventilation;  (6.42)  De- 
sign of  Rolling  Stock;  (6.43)  Spare;  (6.50)  Descrip- 
tions of. 


Engineering  Considerations   in  a 

Proposed  Line 

Zelienople,  Pa.,  March  6,  1915. 
To  the  Editors : 

It  is  proposed  to  build  a  double-track  road  150  miles 
long  to  connect  two  cities  of  50,000  and  300,000  popula- 
tion respectively  and  traversing  a  good  agricultural 
country.  I  should  like  to  hear  from  some  of  your  many 
readers  on  the  following  questions :  Would  you  recom- 
mend a  standard  gage  and  why?  Would  you  use  steam, 
electric  or  gasoline  power  and  why?  What  size  units 
would  you  recommend?  Single  cars,  or  motor  cars  and 
trailer  or  electric  engine  and  train?  Would  you  recom- 
mend single  cars  and  frequent  service  or  large  trains 
and  less  frequent  service?  Would  you  advise  the  treat- 
ment of  ties  before  placing  in  track?  If  so,  what  treat- 
ment? An  Interested  Reader. 

[Note. — Standard  gage  should  certainly  be  used 
whether  the  motive  power  is  to  be  steam,  gasoline  or 
electricity.  Narrow  gage  is  warranted  only  on  lines  of 
very  light  traffic  where  the  topographical  conditions 
are  such  that  the  expense  of  standard  gage  would  be 
very  niuch  greater  than  that  of  narrow  gage.  In  the 
case  under  consideration  this  exceptional  condition  un- 
doubtedly does  not  occur.  It  is  impossible  from  the 
data  submitted  by  our  correspondent  to  advise  him  as 
to  the  proper  motive  power  to  use  or  the  extent  of  the 
service.    It  might  not  pay  even  to  build  the  road  at  all. 

The  proper  plan  to  follow  is  first  to  make  a  study  of 
the  probable  traffic  on  the  proposed  line.  The  traffic 
would  vary  with  the  population  of  the  intervening  coun- 
try, the  community  of  interest  between  this  population 
and  the  terminal  cities  and  between  the  terminal  cities 
themselves,  the  extent  and  character  of  competing  means 
of  communication,  etc.  The  probable  traffic,  which  could 
be  calculated  fairly  closely  by  a  study  of  all  of  these 
factors,  would  determine  the  best  schedule,  or  headway 
between  trains.  If  the  schedule  calls  for  ten  trains  or 
cars  each  way  a  day  or  more,  as  is  presumably  the  case 
with  a  double-track  line,  the  chances  are  that  electricity 
would  be  the  most  desirable  motive  power.  With  fewer 
than  ten  trains  a  day  and  little  prospect  for  much  early 
future  growth,  some  system  of  independent  motive 
power  would  naturally  be  considered.  Probably  gasoline 
would  be  best  if  the  traffic  was  largely  passenger,  call- 
ing for  a  frequent  service,  and  steam  if  it  was  mostly 
freight  and  could  be  carried  in  a  small  number  of  long 
trains.  Of  course,  if  the  road  was  a  part  of  a  large 
steam  railroad  system,  steam  would  have  the  added  ad- 
vantage of  introducing  no  change  of  motive  power  at 
the  junction  of  this  road  and  the  rest  of  the  system. 
Before  making  a  definite  decision,  however,  most  engi- 
neers would  make  careful  estimates  of  the  initial  cost, 
operating  expenses  of  the  different  motive  powers  and 
probable  future  of  the  road,  especially  if  the  case  was 
near  the  border  line  of  a  choice  of  powers. 

Tie  treatment  is  recommended,  as  with  exposed  track 
the  conditions  are  favorable  to  rot.  The  most  common 
method  of  treatment  is  by  creosote,  using  either  the  open 
or  full-cell  process. — EDS.] 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


513 


Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

(Contributions  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rates.) 


Portable  Lamp  Bank  for  Equipment  Tests 

BY   F.   L.    HINMAN,    MASTER   MECHANIC   NEW   YORK   STATE 
RAILWAYS — SYRACUSE  AND  ONEIDA  LINES 

A  very  convenient  device  for  quickly  locating  trouble 
in  connection  with  electric  equipment,  such  as  open  cir- 
cuits, grounds,  etc.,  is  a  portable  lamp  bank  which  is 
small  enough  to  be  contained  in  the  inspector's  ordinary 
tool  kit  and  so  constructed  that  it  will  not  be  damaged 
by  rough  handling. 

A  portable  bank  of  this  kind,  which  has  given  ex- 
cellent results  thus  far,  has  been  in  use  on  our  lines  for 
some  time.  It  includes  a  whitewood  frame  2  in.  deep, 
measuring  4V2  in.  x  5%  in.  inside.    Two  sides  of  this 


SKETCH   OF  PORTABLE  LAMP  BANK  WITH   COVER  REMOVED 

Materials  Required 

2  pieces  11/16-in.  x  1%-in.  x  3%-in.  whitewood. 

2  pieces  5/16  in.  x  1%-in.  x  6-in.  whitewood. 

2  pieces  3/1 6-in.  x  7-in.  x  7-in.  agasote. 

5  No.   675   candelabra  receptacles. 

5   8-cp,  130-volt  candelabra  base  lamps. 

60  ft.  No.  16  flexible  S-B.  R.  C.  wire. 

10  No.  8  R.  H.  brass  screws. 

12   %-in.  No.   5  R.  H.  brass  screws. 

frame  are  made  of  whitewood  -^  in.  thick,  upon  which 
are  mounted  five  No.  675  candelabra  receptacles  con- 
nected in  series  and  each  containing  a  130-volt  lamp. 
The  mounting  of  the  lamps  should  be  as  shown  on  the 
sketch  in  order  to  occupy  as  little  space  as  possible. 

Two  lead  wires,  one  15  ft.  and  one  35  ft.  long,  made 
of  No.  16  flexible  wire  are  attached  to  the  terminals 
and  brought  out  through  a  hole  in  the  frame.  Two 
covers  7  in.  x  7  in.  made  of  3/16  in.  agasote  are  screwed 
on  to  the  frame  in  such  a  manner  as  to  provide  a 
groove  %  in.  deep  and  2  in.  wide  around  the  outside  in 
which  the  leads  can  be  wound. 

Four  %-in.  holes  are  bored  in  each  cover  to  provide 
ventilation  and  to  enable  the  operator  to  see  the  light, 
although  the  arc  drawn  by  the  bank  is  sufficient  to  indi- 
cate to  the  operator  the  condition  existing. 


In  using  this  device,  if  it  is  desired  to  test  for 
grounds,  the  short  end  may  be  hooked  to  the  line  ter- 
minal of  the  circuit  breaker.  Grounded  armatures, 
fields  or  controller  cylinders  can  be  quickly  located  by 
opening  the  controller  and  testing  to  the  proper  fingers. 


Car  house   of   Seattle   Municipal   Railway 

BY  H.   J.    KENNEDY,  ELECTRICAL  AND   MECHANICAL 
ENGINEER 

The  carhouse  of  the  Seattle  Municipal  Railway,  al- 
though a  temporary  structure,  is  substantial  of  its 
kind,  being  of  heavy  frame  construction  with  concrete 
foundations  and  pits.  It  is  sheathed  with  corrugated 
iron.  An  illustration  shows  the  front  on  Third  Avenue 
West.  The  building  is  wide  enough  to  contain  three 
tracks,  and  a  fourth  track  intended  for  washing  cars  and 
for  storage  is  laid  outside.  The  southernmost  track 
under  cover  is  used  for  inspection  and  storage  pur- 
poses and  has  a  pit  at  one  end  which  is  long  enough 
for  inspecting  one  car,  and  which  is  intended  for  ex- 
tension when  the  building  is  extended.  The  two 
northerly  tracks  are  repair  tracks.     The  middle  track 


Hj  l''«ll9fl^H^^^^^^^H 

i 

M 

^.r.j--^. 

)  "VA- 

SEATTLE  MUNICIPAL  CARHOUSE — FRONT  VIEW  OF  BUILDING 

runs  over  a  deep  pit  long  enough  for  one  car,  in  which 
is  placed  a  wheel  grinder.  The  pit  under  the  northerly 
track  is  long  enough  for  two  cars.  Adjoining  it  on  the 
west  is  a  very  shallow  pit  in  which  men  stand  when 
working  on  the  low  maximum-traction  trucks  which  are 
run  out  from  under  the  car  bodies  to  this  portion  of 
the  track. 

The  floor  of  the  deep  repair  pit,  which  shows  in  the 
foreground  of  the  interior  view,  is  4  ft.  6  in.  below  the 
top  of  rail.  That  of  the  truck  pit  is  22  in.  below  top  of 
rail,  this  being  also  the  level  of  the  floor  in  the  shop 
building  to  the  north  of  the  carhouse.  These  floors 
are  made  continuous  by  means  of  a  bench  41  in.  wide 
along  the  northerly  side  of  the  deep  pit,  the  edge  of 
which  just  shows  at  the  right  of  the  interior  view. 
Steps  in  the  concrete  at  each  end  of  the  pits  give  access 
to  them.  However,  a  man  in  the  deep  pit  can  readily 
place  a  part  or  tool  on  the  shop  floor  level,  or  climb  to 
it  himself  without  going  to  the  steps.  The  arrangement 
for  a  shop  restricted  by  such  size  limitations  as  is  this 
one  is  very  convenient. 

The  rails  over  pits  are  7-in.,  80-lb.,  T-section,  and  they 
are  supported  by  cast-iron  rail  chairs  which  are  placed 


514 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


at  8-ft.  centers  and  are  made  of  heights  to  suit  the  dif- 
ferent pits.  The  chairs  are  embedded  at  their  bases  in 
the  concrete  footings,  which  are  laid  with  a  1:2:4  mix- 
ture. The  bulk  of  the  repair  work  is  done  on  the  two 
northerly  tracks,  which  are  16  ft.  center  to  center  and 
allow  plenty  of  room  for  working  on  the  cars.  The  roof 
trusses  are  heavy  enough  to  support  a  car  body,  and 
four  Yale  &  Towne  4-ton  triplex  chain  blocks  have  been 
installed  for  lifting  bodies  off  the  trucks,  enabling  the 
latter  to  be  run  out  to  the  truck  pit. 

On  the  northerly  side  of  the  carhouse  are  located  the 
offices,  machine  shop,  oil  house  and  toilet  wing.  All 
these  accommodations  are  on  a  small  scale,  as  befits  the 
small  mileage.  However,  they  are  complete  enough  to 
include  a  trainmen's  hall,  in  which  are  located  seats, 
table  and  bulletin  board  for  the  trainmen,  and  a  safe 
with  chute  door  for  conductor's  turn-ins.  There  is  also  a 
main  office  with  provisions  for  the  operating  man,  sta- 
tion foreman  or  dispatcher,  and  a  little  office  for  the 
master  mechanic  opens  off  the  shop,  the  latter  having  a 
floor  28  in.  lower  than  the  office  floor.  The  south  side  of 
the  shop  opens  into  the  carhouse,  so  that  men  and  mate- 
riads,  car  motors,  etc.,  may  readily  pass  from  one  to  the 
other. 

The  oil-house  floor  is  18  in.  below  grade,  and  the  tops 


SEATTLE  MUNICIPAL  CARHOUSE — INTERIOR  VIEW  SHOWING 
SPRINKLERS  AND  PITS 

of  the  concrete  walls  around  it  are  6  in.  above  grade.  A 
drain  connection  with  plug  is  provided  in  the  concrete 
floor;  thus  the  oil  house  is  itself  a  concrete  tank  which 
can  be  drained  if  necessary,  and  a  thorough  scrubbing 
out  is  facilitated  in  case  of  accumulation  of  oil  or  grease 
on  the  floor.  The  engine  oil  used  for  car  lubrication  is 
stored  in  a  Bowser  steel  oil  tank  of  120-gal.  capacity, 
with  self-measuring  pump.  Grease  is  stored  in  a  barrel, 
and  the  small  quantities  of  gasoline  and  kerosene  used 
are  at  present  stored  in  the  cans  in  which  they  come.  A 
wagon  may  be  backed  up  to  the  oil-room  side  door  and 
a  barrel  unloaded  onto  the  track  over  the  tank,  rolled 
either  into  position  over  the  tank,  or  to  the  opposite 
side  of  the  oil  room.  Steps  from  outside  give  entrance 
to  the  end  door  of  the  oil  room,  which  has  no  direct 
communication  with  any  other  room. 

The  automatic  sprinkler  system  contains  280  sprink- 
lers, of  which  120  are  in  the  aisle  lines  between  the  car 
tracks,  at  a  height  not  over  2  in.  below  the  top  of  glass 
in  car  windows.  The  remainder  are  under  the  roof  and 
in  the  attached  shop  and  office  wings.  Separate  6-in. 
dry-pipe  valves  are  provided  for  these  two  branches  of 
the  system,  being  located  in  a  lean-to  valve  house  along- 
side the  carhouse.  Air  pressure  at  35  lb.  to  40  lb.  per 
square  inch  is  maintained  in  the  dry  pipes  by  an  elec- 


trically-driven air  compressor  having  a  capacity  of  11 
cu.  ft.  per  minute.  The  apparatus  is  the  Globe  auto- 
matic sprinkler  equipment,  made  by  the  Sprinkler 
Company  of  America. 

The  lighting  system  installed  in  this  carhouse  is  con- 
trolled by  a  semi-inclosed  panelboard  in  the  toilet  room. 
One  line  in  conduit  is  run  on  each  of  the  seven  roof 
trusses  and  each  has  four  100-watt  Mazda  lamps,  lo- 
cated midway  between  adjacent  tracks  and  between 
tracks  and  walls  to  north  and  south,  respectively.  Suit- 
able receptacles  are  provided  for  extension  cords  of  de- 
sired lengths. 

In  each  pit  a  conduit  is  run  along  the  bottom  of  each 
rail  (being  offset  to  pass  around  the  rail  chairs),  and 
at  each  rail  chair  are  placed  alternately  16-cp  lamps  in 
wire  cages  and  receptacles  for  extensions,  staggered  be- 
tween the  north  and  south  sides  of  pit,  so  that  at  any 
rail  chair  a  man  under  a  car  has  a  lamp  on  one  side  of 
him  and  a  receptacle  on  the  other.  In  consequence  of 
the  whiteness  of  the  concrete  walls  and  floor,  this  gives 
an  excellent  illumination  under  the  cars,  even  without 
using  extension  cords. 

Plans  have  been  prepared  for  a  separate  building  for 
the  blacksmith  shop,  which  is  also  intended  to  house  the 
3-cu.  yd.  "Viloco"  sand  dryer,  with  bins  for  coal, 
green  sand,  dry  sand  and  smithing  coal.  The  sand  dryer, 
coal  and  sand  bins  extend,  according  to  the  plans,  out 
under  a  driveway  with  trap  doors  into  which  wagons  can 
discharge. 

A  car-wheel  grinder  of  the  Q.  M.  S.  type  has  been 
purchased  for  installation  in  the  deep  pit  in  the  middle 
track.  The  car  wheels,  while  being  ground,  are  turned 
by  their  own  motor,  special  rheostats  being  connected  in 
series  with  the  latter  to  moderate  the  speed.  For  turn- 
ing the  pony  wheels  of  the  maximum  traction  trucks,  a 
series  of  shafts  connected  by  shifting  spur  gearing  is 
provided,  a  removable  split  sprocket  wheel  being 
clamped  on  the  car  axle  to  enable  it  to  be  driven.  The 
Department  of  Utilities  in  Seattle  has  been  very  rigid 
in  enforcing  the  prohibition  of  flat  wheels  in  the  city, 
and  to  meet  its  desires  this  extra  apparatus  was  de- 
signed. The  iron  columns  of  the  machine  are  hollow  and 
are  connected  by  6-in.  pipe  underground  to  an  exhaust 
fan  which  removes  the  emery  and  iron  dust  from  the 
grinding. 

The  engineering  of  location  and  construction  of  Di- 
vision "A"  of  the  Seattle  Municipal  Railway  was  under 
the  direction  of  the  Seattle  Engineering  Department, 
A.  H.  Dimock  being  city  engineer.  Division  "C,"  how- 
ever, was  constructed  by  private  capital  and  later  taken 
over  by  the  city,  as  already  explained  in  the  Electric 
Railway  Journal.  The  author  of  this  article,  as  elec- 
trical engineer,  was  in  general  charge  of  preparation 
and  execution  of  specifications  and  designs,  installation, 
etc.,  for  pole  lines,  feeder  and  trolley  lines,  rolling  stock, 
substation,  carhouse  and  shops,  etc.  Architectural  and 
drafting  assistance  on  the  buildings,  and  foremen,  elec- 
tricians, etc.,  were  contributed  from  time  to  time  by 
the  building  and  lighting  departments.  The  decision  to 
use  a  double-trolley  system  was  due  to  the  Board  of 
Public  Works.  When  the  initial  mileage  was  completed, 
Division  "A"  was  turned  over  for  operation  to  the  De- 
partment of  Public  Utilities,  of  which  A.  L.  Valentine 
is  superintendent. 


In  a  recent  investigation  made  by  the  Department  of 
Health  of  Chicago,  it  was  found  that  the  heater  capacity 
of  some  cars  was  approximately  equivalent  to  that  of  the 
passengers  when  the  car  Was  completely  loaded.  The 
cars  in  question  had  a  capacity  with  all  heaters  in  full 
operation,  of  27,000  B.t.u.  per  hour,  while,  when  the  car 
was  carrying  eighty  passengers,  the  total  heat  given 
off  by  them  was  about  24,000  B.t.u.  per  hour. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


515 


Chart  for  Use  in  Transforming  Motor 
Speed  Curves  for  Different  Voltages* 

BY  F.  CASTIGLIONI,  NEW  YORK 

It  is  often  necessary  to  calculate  the  speeds  at  which 
a  railway  motor  will  run  at  one  voltage  when  a  speed- 
current  curve  for  some  other  voltage  is  available.     If 
the  motor  resistance  is  known  this  can  be  done,  for  any 
■value  of  current,  by  means  of  the  formula: 
s^  _E,  —  Ir 
T,  ~  E,  —  Ir' 
■where  s,  is  the  speed,  from  the  curve  corresponding  to 
"the  voltage  £",  and  the  current  /,  and  s,  is  the  calculated 
speed  corresponding  to  E,  and  /.     This  formula  simply 
states  that  the  speed,  for  any  value  of  current,  is  pro- 
portional to  the  counter-emf. 

This  formula  can  be  used  in  plotting  a  chart  like  that 


MO     ^    w5    gSo    eia    ado    M     MO    t4o 


/oo     oo      60      ^o      eo 


■CHART   FOR   THE   TRANSFORMATION    OF   THE   SPEED   CURVE 
OF  RAILWAY   MOTORS   FOR  DIFFERENT  VOLTAGES 

shown,  by  means  of  which  the  transformation  can  be 
made  very  quickly. 

The  chart  consists  of  two  parts:  (1)  a  set  of  straight 
lines  plotted  between  hot  motor  resistance  and  Ir  drop 
for  a  large  number  of  current  values;  (2)  a  set  of 
■curves  plotted  between  Ir  drop  and  the  speed  ratio 
V«i  or  {E,_  —  Ir)  ^  (E^  —  Ir),  for  a  variety  of  voltage 
ranges  liable  to  be  encountered  in  every-day  work.  As 
there  is  a  definite  Ir  drop  corresponding  to  each  value 
of  /  and  a  definite  speed  ratio  corresponding  to  each  set 
■of  values  of  £■„  E,  and  /,  the  speed  ratio  can  be  quickly 
calculated  from  the  charts  as  follows: 

Use  of  the  Charts 

To  determine  the  speed  ratio  for,  say,  a  voltage  change 
from  600  to  450  volts  at  a  current  value  of  280  amp  for 
■a  motor  having  a  hot  resistance  of  0.8  ohm,  we  begin 
at  the  0.8-ohm  point  on  the  hot  resistance  scale  at  the 
left  and  project  to  the  right  to  the  intersection  with  the 

•Thi.s  chart  is  reproduced  here  on  a  small  scale  to  show  the 
Jirmciple  involved.  For  office  use  the  Elex^tric  Railway  Journal 
will  .supply  larger  copies  to  readers,  on  request  and  without  charge. 


280-amp  line.  We  then  project  vertically  downward  to 
the  intersection  with  the  speed-ratio  curve  and  read  off 
the  desired  speed  ratio. 

A  current-speed  curve  can  be  quickly  transformed  by 
continuing  the  horizontal  hot-resistance  line  to  intersect 
a  number  of  the  current  lines  and  projecting  downward 
and  to  the  right  for  each  intersection,  as  indicated  by 
the  dot-and-dash  lines. 


Car-Cleaning  Practice 

The  United  Eailways  of  St.  Louis  have  built  two  car- 
washing  plants  at  different  points  on  the  system,  one  of 
these  holding  four  cars  and  the  other  six  cars  at  one 
time.  In  these  plants  water  is  squirted  from  perforated 
overhead  pipes  on  to  the  sides  of  the  cars  and  is  sup- 
plied to  hoses  for  interior  washing,  the  cars  being  tilted 
so  that  the  wash  water  drains  out  of  one  end  of  the  car 
into  a  tank  on  the  floor.  The  wash  water  is  filtered  and 
used  over  again,  being  pumped  into  overhead  storage 
tanks.  Rain  water  from  the  building  roofs  is  collected 
and  ordinarily  is  used    for  make-up  purposes. 

In  Chicago  car  cleaning  at  stated  intervals  has  been 
considered  as  of  less  importance  than  the  sweepings  at 
the  end  of  each  run,  especially  on  account  of  the  dirt 
which  may  be  collected  during  one  trip  in  stormy 
weather.  The  same  idea  has  been  carried  out  to  its 
logical  conclusion  on  the  Hudson  &  Manhattan  Railroad, 
where  cars  are  swept  four  times  a  day  and  are  cleaned, 
including  the  use  of  whiting  and  water  on  the  windows, 
every  forty-eight  hours.  In  one  of  these  four  daily 
sweepings  the  remarkable  record  of  forty-five  seconds 
per  car  is  maintained  as  a  regular  routine.  This  sweep- 
ing is  one  that  is  made  between  6:30  and  7:30  o'clock 
in  the  evening  to  provide  clean  cars  for  the  theater 
crowds.  At  this  time,  which  is  included  in  the  evening 
rush  hour,  there  is  not  sufficient  equipment  to  permit 
holding  of  cars  out  of  service,  and  the  wait  at  the  ter- 
minal is  only  of  ninety  seconds  duration.  When  a  train 
comes  in,  a  man  enters  each  car  and  scatters  at  one 
end  sawdust  that  is  moistened  with  disinfectant,  sweep- 
ing it  down  the  length  of  the  car  with  a  24-in.  broom. 
This  broom  is  wide  enough  so  that  two  strokes  cover  the 
full  width  of  the  aisle.  The  doors  at  the  end  of  the  car 
where  sweeping  is  begun  are  opened  when  the  sweep- 
ing has  progressed  to  the  middle  of  the  car,  so  that  load- 
ing of  passengers  can  begin  at  the  earliest  possible 
moment.  The  whole  sweeping  operation  requires  only 
forty-five  seconds,  leaving  an  equal  amount  of  time  for 
the  loading  of  the  end  of  the  car  at  which  the  sawdust 
and  dirt  are  swept  out.  Wiping  of  seats,  stanchions  and 
windows  is  done  at  night  when  the  cars  are  laid  up. 

An  exhaustive  investigation  into  the  subject  of  ex- 
terior washing  made  in  Detroit  discloses  the  fact  that 
improper  methods  may  result  in  annual  damage  equiva- 
lent to  thousands  of  dollars  worth  of  painting  on  a  mod- 
erately large  city  system.  The  company  has,  therefore, 
systematized  its  whole  procedure  of  washing,  making  it 
a  standard  practice  to  keep  wash  water  at  a  temperature 
below  80  deg.  Fahr. ;  to  supply  standard  stock  soda  solu- 
tion to  all  stations;  to  have  a  rinsing  follow  the  soap- 
ing without  delay  and  to  wet  down  each  car  thoroughly 
before  washing  to  soften  mud  and  sand  collected  on  it. 
The  use  of  soda  ash  is  prohibited.  It  is  reported  that, 
in  consequence,  the  cars  look  much  cleaner  and  brighter 
and  no  longer  have  the  "dead"  look  that  characterized 
them  in  the  past.  • 

In  Kansas  City  the  Metropolitan  Street  Railway  Com- 
pany experimented  at  one  of  its  carhouses  from  which 
seven  lines  were  operated  to  see  whether  the  selling  of 
waste  paper  collected  in  the  cars  could  be  made  profit- 
able. On  the  seven  lines  enough  discarded  newspapers 
were  picked  up  each  month  to  average  about  three  tons 
of  waste  paper,  for  which  the  normal  market  price  was 


516 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


20  cents  per  100  lb.  For  collecting  the  waste  paper 
each  coach  cleaner  at  the  carhouse  was  provided  with  a 
burlap  sack,  and  the  filled  sacks  were  stored  in  an  old 
coach,  the  sale  of  the  paper  taking  place  each  month. 
The  car  crews  also  collected  waste  paper  after  each 
trip,  storing  it  temporarily  under  one  of  the  seats  of 
the  cars. 

In  Detroit  the  same  scheme  is  carried  out,  sheet  metal 
receptacles  being  provided  in  each  carhouse  for  the  stor- 
age of  the  waste  paper.  In  these  receptacles  are  canvas 
sacks  which,  when  filled,  are  tied  up  and  taken  to  the 
machine  shop,  where  the  paper  is  pressed  into  300-lb. 
bales.  The  bales  are  held  until  a  carload  has  accumu- 
lated, at  which  time  the  paper  is  sold,  bringing  usually 
about  $6  per  ton  or  30  cents  per  hundredweight. 

Car  cleaning  at  all  surface  carhouses  of  the  Boston 
Elevated  Railway  is  conducted  according  to  a  regular 
printed  schedule.  The  semi-convertible  cars  forming 
the  company's  latest  standard  equipment  for  surface  line 
operation  have  their  painted  work  and  side  glass  mopped 
daily  except  in  foul  weather,  and  daily  the  vestibule 
glass  is  cleaned  and  mud  splashes  are  removed.  The 
daily  work  also  includes  the  testing  and  filling  of  sand- 
boxes, sweeping  of  car  body,  ve.stibule  and  steps,  re- 
moval of  heavy  dirt  by  scrapers,  and  dusting,  the  last 
operation  being  performed  not  less  than  two  hours  after 
sweeping.  The  periodical  cleaning  covers  washing  of 
car  exteriors  after  each  rainstorm;  washing  of  painted 
woodwork,  dashers  and  exterior  signs  every  two  months ; 
a  fortnightly  cleaning  of  monitor  glass  and  a  monthly 
cleaning  of  headlights.  Interior  glass  is  cleaned  weekly ; 
curtains,  platforms  and  steps  every  two  weeks,  dashers 
are  washed  twice  a  month  and  painted  twice  a  year, 
and  woodwork  and  side  sills  in  car  body  and  vestibules 
and  also  monitor  glass  are  cleaned  monthly. 

Trolley  Wheel  and  Harp  Run  22,608  Miles 
Without  Lubrication  or  Adjustment 

Several  new  features  have  been  incorporated  in  the 
trolley  wheel  and  harp  made  by  the  Traction  Appliance 
Company,  Vincennes,  Ind.  This  type  of  harp,  which  is 
known   as   the   "Autograph,"    includes   a   well-balanced 


NO  ARCINQ 
PERFECT  — 
AMPLE  CONTACT 

SELF-, 
LUBRICATING 


NO  WOBBLE 

SELF 
ADJUSTING 


TENSION 

-RIGID  ATTACHMENT 


HARP     RUN     22,608      MILES     WITHOUT     LUBRICATION     OR 
ADJUSTMENT 

bronze  trolley  wheel  into  which  a  steel  spindle  has  been 
inserted  with  a  drive  fit  to  make  it  integral  with  the 
wheel.  The  spindle  in  turn  fits  into  outside  bearings 
that  provide  for  self-lubrication  and  for  automatically 
taking  up  or  compensating  for  the  wear  of  either  spindle 
or  bearings.  These  functions  are  accomplished  by  mak- 
ing the  harp  in  two  sections  which  hinge  together  and 
which  are  held  in  position  by  a  single  pin  fastened  with 
a  cotter.    A  coil  spring  set  in  pockets  at  the  base  of  the 


two  parts  of  the  harp  exerts  a  pressure  which  tends  to 
force  the  split  bearings  against  the  hub  faces  of  the  trol- 
ley wheel,  thus  continuously  maintaining  correct  align- 
ment of  the  wheel  and  full  electrical  contact. 

The  self-lubricating  bearings,  which  are  pressed  into 
sockets  in  the  two  parts  of  the  harp,  are  mounted  in 
pyramid-shaped  boxes.  These  bearings  are  made  of 
bronze  and  graphitic  inserts,  a  product  of  the  Graphite 
Lubricating  Company.  They  are  self-lubricating  and 
are  said  to  outwear  the  wheel.  The  pressure  exerted 
by  the  spring  at  the  base  of  the  trolley  harp  insures  a 
snug  fit  between  the  bearings  and  the  spindle  and  also 
holds  the  bearings  firmly  against  the  hub,  thereby  pro- 
viding automatic  adjustment.  Because  of  this  method 
of  obtaining  widely-separated  bearing  surfaces  and  high 
conductivity,  this  type  of  harp  is  said  to  increase  from 
75  per  cent  to  100  per  cent  the  life  of  any  standard 
wheel.  The  maker  states  that  the  Vincennes  (Ind.) 
Traction  Company  in  a  test  made  with  a  5-in.  "Auto- 
graph" trolley  wheel  and  harp,  from  April  21,  1914,  to 
Jan.  2,  1915,  obtained  22,608  miles  without  lubrication 
or  adjustment. 


Kansas  City  Tractor  and  Trailer  Truck 

The  Metropolitan  Street  Railway  Company,  Kansas 
City,  Mo.,  has  cut  in  two  its  haulage  costs  per  ton  for 
handling  rock  and  gravel  for  track  construction  by 
means  of  a  motor  truck  including  a  trailer  body 
pulled  by  a  tractor.  Aside  from  its  reduction  in  haul- 
ing cost  this  outfit  will  also  deliver  as  much  material 
in  a  working  day  as  can  be  handled  by  a  work  train, 
for  the  truck  can  be  kept  constantly  at  work  while  the 


TRACTOR  AND  TRAILER  TRUCK  OF  THE   METROPOLITAN 
STREET  RAILWAY,  KANSAS  CITY,  MO. 

work  train  would  be  standing  still  for  loading  or  un- 
loading. Two  interchangeable  trailers  are  employed. 
They  can  be  attached  or  detached  from  the  tractor  in  a 
minute.  Thus  the  tractor  makes  a  trip  while  the  second 
trailer  is  being  loaded.  The  trailers  are  built  with  auto- 
matic dump-bottoms,  and  are  dumped  by  means  of 
levers  controlled  by  the  driver. 

The  tractor  is  made  by  the  Knox  Motor  Company, 
Springfield,  Mass.  The  trailer  body  is  manufactured 
in  Kansas  City  by  the  Bull  Dog  Manufacturing  Com- 
pany, and  is  known  as  the  "Bull  Dog",  trailer.  The  two 
trailers  in  use  by  the  Metropolitan  company  are  the 
first  which  the  new  company  has  manufactured. 


The  Westinghouse  Electric  &  Manufacturing  Com- 
pany advises  that  the  type  BR  frog,  described  on  page 
428  of  the  ELECTRIC  Railway  Journal  for  Feb.  27,  is 
not  designed  for  one  degree  of  angle  only  as  might  be 
inferred  from  the  caption.  The  frog  is  designed  for 
several  degrees  of  angle. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


517 


Oxy- Acetylene  Equipment  for  Wide  Range 
of  Service 

Oxy-acetylene  welding  and  cutting  equipment  as- 
serted to  possess  some  exclusive  features  has  recently 
been  placed  on  the  market  by  the  Imperial  Brass  Manu- 
facturing Company,  Chicago,  111.  One  of  these  features 
is  that  of  thorough  and  uniform  mixing  of  the  two 
gases  employed ;  another  is  the  close  and  accurate  regu- 
lation of  both  volume  and  velocity  of  the  gases  delivered 
to  the  mixing  chamber  of  the  torch  to  maintain  either 


OXY-ACETYLENE  CUTTING  AND  WELDING   OUTFITS 

a  constant  fixed  pressure  or  a  wide  range  of  pressures. 
The  successful  solution  of  these  features  means  the 
elimination  of  dangerous  back-firing,  undue  consump- 
tion of  gases  and  burning  of  tips. 

Before  entering  the  mixing  chamber  of  the  torch,  the 
oxygen,  under  high  velocity,  passes  through  a  spiral 
groove  which  imparts  to  it  a  whirling  motion.  The 
whirling  motion  of  the  oxygen  causes  it  to  mix 
thoroughly  with  the  acetylene  with  the  result  that  a 
uniform  mixture  is  obtained  before  the  gases  reach  the 
combustion  point.  A  saving  of  oxygen  is  thus  obtained 
and  an  increased  intensity  of  welding  flame  and  greater 
efficiency  in  cutting. 

The  welding  and  cutting  torches  are  fitted  with  inter- 
changeable tips  to  cover  all  ranges  of  work  within  the 
limits  of  the  process.  The  torches  are  very  simple  in 
design  and  durable  in  construction,  no  solder  being  used 
in  their  manufacture.  The  needle  valves  permit  fine  ad- 
justment and  are  located  so  that  the  operator  can  make 
any  desired  adjustment  of  the  flame  with  the  hand 
that  holds  the  torch,  making  it  unnecessary  to  lay  aside 
the  welding  stick. 

The  welding  tips  are  made  of  a  special  alloy  with  an 
extremely  high  melting  point,  making  it  peculiarly 
adaptable  for  the  purpose  and  insuring  long  life.  All 
threading  and  measurements  of  these  tips  are  standard, 
so  that  in  an  emergency  the  user  can  readily  make  a 
new  tip  for  temporary  use  from  ordinary  brass  rod  in 
any  machine  shop  and  go  on  using  the  torch  until  a 
new  tip  can  be  secured  from  stock  or  the  maker. 

Due  to  the  perfect  mixture  and  accurate  regulation  of 
gases  obtained  with  this  equipment,  the  welding  flame 
generated  is  a  long,  white,  incandescent  jet,  free  from 
carbons  and  oxides. 

The  cutting  tips  are  made  of  special  alloy.  Their  de- 
sign  is   intended  to   eliminate   refractory  heat  and   to 


prevent  the  burning  out  of  the  tips,  as  the  velocity  of 
the  gas  passing  through  the  connecting  conduits  has  a 
tendency  to  cool  the  tips.  The  cutting  flame  generated 
by  the  torch  is  a  very  closely  confined  and  accurately 
proportioned  jet  of  maximum  efficiency  and  makes  a 
clean,  quick,  narrow  cut  with  the  least  consumption  of 
gas. 

The  regulators  deliver  an  absolutely  constant,  pre- 
determined volume  and  velocity  of  gas  to  the  torch,  and 
the  movement  of  the  valve  with  relation  to  the  valve 
seat,  is  so  limited  as  to  prevent  cutting  of  the  seat,  thus 
insuring  long  life.  In  cutting  operations,  under  high 
pressure,  the  regulators  will  automatically  shut  oflf  in 
an  emergency — a  safety  feature  asserted  to  be  exclusive 
with  this  maker.  The  regulators  are  made  in  several 
different  types  to  cover  every  requirement  of  service, 
clean,  narrow  cut  with  the  least  consumption  of  gas. 


A  Geared  Hand  Brake  Weighing  Only  251b. 

The  great  strides  that  have  been  made  in  the  develop- 
ment of  powerful  yet  light  and  durable  geared  hand 
brakes  are  evident  in  the  Type  G  Peacock  brake  shovra 
in  the  accompanying  drawing.  This  brake  was  brought 
out  as  early  as  1911  by  the  National  Brake  Company, 
Buffalo,  N.  Y.,  for  service  on  the  storage-battery  cars 
of  the  Third  Avenue  Railway  System,  New  York.    Since 


LIGHT-WEIGHT   GEARED   HAND  BRAKE 

then  that  railway  has  equipped  160  storage-battery  cars 
with  the  same  brake  and  the  New  York  Railways  has 
followed  its  example.  To-day,  therefore,  more  than  200 
storage-battery  cars  in  New  York  alone  use  the  Type  G. 
The  Third  Avenue  Railway  has  not  been  obliged  to 
spend  a  cent  for  the  maintenance  of  its  brakes,  although 
many  of  them  have  been  under  hard  usage  for  three  to 
four  years. 

While  the  Type  G  brake  complete  weighs  only  25  lb., 
its  14:34  gear  ratio  enables  the  motorman  to  develop 
a  chain  tension  of  more  than  900  lb.  when  he  exerts  a 
50-lb.  pull  on  a  12-in.  handle.  The  braking  apparatus 
is  also  very  compact  since  the  platform  space  required 
is  only  8%  in.  x  12y2  in.  The  maker  advises  that  this 
type  of  brake  is  particularly  suitable  for  single-truck 
or  double-truck  ears  weighing  up  to  25,000  lb. 


The  Metropolitan  Street  Railway  Company,  Kansas 
City,  Mo.,  has  supplemented  its  street  car  "safety  first" 
placards  with  similar  cards  for  the  carhouses.  The 
series  now  includes  five  cards,  and  each  day  one  of  these 
cards  is  put  in  a  frame  under  the  clock,  on  which  are 
the  words:  "See  Safety  Bulletin  To-day." 


518 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


Center-Entrance  Cars  for  Wilkes-Barre 

The  Wilkes-Barre  (Pa.)  Railway  has  lately  received 
from  The  J.  G.  Brill  Company  six  center-entrance  steel 
cars  which  are  to  be  operated  as  prepayment  cars  from 
the  center  of  Wilkes-Barre  out  through  three  or  four 
suburban  towns.  Each  car  seats  sixty  passengers  in 
the  customary  combination  of  transverse  seats  for  the 
greater  part  of  the  car  and  longitudinal  seats  at  the 
doorways  and  corners.    At  the  ends,  however,  the  usual 


The  body  is  mounted  on  two  No.  27  MCB-2X  trucks 
with  30-in.  wheels.  Each  truck  carries  two  Westing- 
house  532-B  motors.  HL  control  is  used,  together  with 
Ackley  hand  and  Westinghouse  semi-automatic  air 
brakes.  On  account  of  clearance  conditions  due  to  the 
well,  two  small  reservoirs  instead  of  one  large  one  are 
used.  Effective  train  operation  on  short  curves,  such  as 
occur  particularly  on  the  city  division,  is  provided  by 
Tomlinson  Form  8  couplers. 


WILKES-BAREE   CAR- 


-SIDE  VIEW,   SHOWING  PARTIAL  GLAZING  OF  BOTTOM  PANELS  IN  CENTER   DOOR ;  ALSO  DOOR  FOR  USE 
OF   MOTORMAN   IN   THROWING   SWITCHES,  ETC. 


semicircular  seating  is  replaced  by  a  double  cross-seat 
backed  against  the  railing  behind  the  motorman's  equip- 
ment, by  a  folding  seat  placed  on  the  motorman's  exit 
door  and  by  a  longitudinal  seat  opposite  this  door. 

The  length  of  this  car  is  47  ft.  2  in.  over  the  vesti- 
bules and  48  ft.  2  in.  over  the  Hedley  anti-climbers ;  the 
distance  between  the  truck  centers  is  30  ft.;  the  width 


The  entrance  step  is  only  11  in.  above  the  pavement. 
This  is  followed  by  a  ramp  of  4  in.  to  the  center  of  the 
well,  a  riser  of  12  in.  from  the  edge  of  the  well  to  the 
main  aisle  and  finally  a  ramp  of  11  in.  within  a  run  of 
approximately  11  ft.  to  the  highest  point  of  the  floor 
line.  Division  railings  are  not  used  at  the  doors.  How- 
ever, a  vertical  stanchion  is  provided  in  the  center  with 


WILKES-BARRE  CAR — VIEW  AT  CENTER,  SHOWING  RAMP  IN  WELL,  DOOR  CONTROL  STANDS  AND  SUPPORTING  RAILS;  ALSO 
THE  OPEN   VESTIBULE   WITH   CURTAIN   ABOVE  AND  THE  FOLDING  SEAT  ON  MOTORMAN'S  DOOR 


over  the  sills,  8  ft.  1%  in.;  the  height  from  the  sill  to 
the  trolley  base  8  ft.  7%  in.  and  the  height  from  the 
top  of  the  rails  to  the  sills  11  in.  at  the  center  and  2  ft. 
8  in.  elsewhere.  The  underf  rame  is  built  up  of  channels 
and  angles,  the  sides  include  angles  and  T-posts  with 
3/32-in.  side  plate  carried  to  a  height  of  2  ft.  5  in.  out- 
side of  center  section  and  roof  is  also  framed  in  steel. 


rails  and  stanchions  at  the  edges  of  the  well  to  aid  pas- 
sengers to  reach  the  upper  level  most  safely.  A  com- 
pact hand  control  stand  for  opening  and  closing  the  fold- 
ing doors  has  been  provided,  as  shown.  The  door  on 
the  right-hand  side  is  operated  from  the  standard  on 
the  same  side  and  vice  versa,  thus  shortening  the  oper- 
ating levers. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


519 


Small  Mazda  Lamps   with  Concentrated 
Filaments 

The  distinctive  features  of  the  concentrated  filament 
Mazda  lamps  of  high  wattages  have  proved  so  popular 
that  the  Edison  Lamp  Works  of  the  General  Electric 
Company  has  developed  vacuum  Mazda  lamps  of  similar 
appearance  in  the  25-watt,  40-watt  and  60-watt  sizes. 
This  concentrated  filament  construction  gives  greater 
vertical  distribution  of  light  than  the  regular  Mazda 
lamps  of  corresponding  wattages.  The  new  lamps  will, 
therefore,  be  employed  where  natural  distribution  of 
light  downward  is  required. 

These  lamps  will  be  made  in  the  same  sized  bulbs  as 
the  corresponding  regular  Mazda  lamps,  will  have  the 
same  spherical  watts  per  candle-power  efficiency  and  will 
have  a  rated  average  life  of  600  hours. 


Exhibits  at  Panama -Pacific  Exposition 


Outdoor  Substation 

The  outdoor  substation  illustrated  is  one  of  the  new 
designs  of  the  Transmission  Engineering  Company, 
Pittsburgh,  Pa.,  and  provides  for  mounting  the  trans- 
formers on  the  ground.  It  was  installed  for  the  Vir- 
ginia Western  Power  Company  at  Covington,  Va.  The 
installation  consists  of  three  100-kw  O.I.S.C.  single- 
phase  transformers.  The  transmission  system  is  oper- 
ated at  44,000  volts  and  is  about  64  miles  long. 


OUTDOOR  SUBSTATION  AT  COVINGTON,  VA. 

The  transmission  line  is  dead-ended  to  the  steel  tower 
which  carries  the  Burke  horn  gap  switch,  lightning 
arrester  and  fuse.  A  steel  pole  is  used  to  support  one 
end  of  the  high-voltage  bus  wires  over  the  transformers. 

This  construction  is  well  adapted  where  the  trans- 
formers are  too  large  to  be  carried  on  a  platform  above 
the  ground. 


In  a  recent  interview,  Maurice  Coster,  manager  of 
the  foreign  department  Westinghouse  Electric  &  Manu- 
facturing Company,  expressed  the  opinion  that  if  the 
British  government  takes  over  many  factories  to  make 
war  materials  directly,  according  to  powers  granted  by 
the  House  of  Commons  on  March  9,  many  orders  for 
material  of  a  non-military  character  are  likely  to  come 
to  this  country. 


Electric  Railway  Apparatus  Shown  in  Both  the  Palaces  of 
Transportation  and  of  Machinery 

Under  the  plan  of  classification  of  exhibits  adopted 
by  the  directors  of  the  Panama-Pacific  Universal  Ex- 
position at  San  Francisco,  the  exhibits  of  electric  rail- 
way interest  are  divided  between  the  Palace  of  Trans- 
portation and  the  Palace  of  Machinery.  In  the  former 
are  the  exhibits  of  cars,  locomotives,  car  seats,  track, 
etc.,  while  in  the  Palace  of  Machinery  are  electric 
motors,  power  station  equipment,  machine  tools,  etc. 
Several  companies  have  exhibits  in  both  buildings,  and 
others  have  entries  in  both  groups  of  exhibits  but  are 
exhibiting  in  one  place  only.  A  list  of  all  of  the  exhibits 
by  manufacturers  of  electric  railway  interest  in  these 
two  buildings  would  contain  nearly  as  many  names  as 
the  official  catalogue,  but  the  following  have  been 
selected  as  typical. 

Railway  Group  in  Palace  of  Transportation 

American  Brake  Shoe  &  Foundry  Company,  Mahwah, 
N.  J.;  railway  equipment. 

Baldwin  Locomotive  Works,  Philadelphia,  Pa. ;  railway 
equipment,  trucks. 

Brill  Company,  The  J.  G.,  Philadelphia,  Pa.;  railway 
equipment. 

Galena-Signal  Oil  Company,  Franklin,  Pa.;  signal  oils. 

General  Electric  Company,  Schenectady,  N.  Y. ;  electric 
locomotives,  car-control  equipment,  etc. 

Griffin  Wheel  Company,  Chicago,  111. ;  railway  equip- 
ment. 

Hale  &  Kilburn  Company,  Philadelphia,  Pa. ;  car  equip- 
ment. 

National  Malleable  Casting  Company,  Cleveland,  Ohio; 
railway  equipment,  couplers,  etc. 

New  York  Air  Brake  Company,  New  York,  N.  Y. ;  rail- 
way equipment,  brakes,  etc. 

Nuttall  Company,  R.  D.,  Pittsburgh,  Pa. ;  gears,  pinions, 
trolleys. 

Pennsylvania  Steel  Company,  Philadelphia,  Pa.;  railway 
equipment. 

Rail  Joint  Company,  New  York,  N.  Y. ;  railway  equip- 
ment. 

Railway  Motor  Car  Company,  Marion,  Ind. ;  railway 
equipment. 

Safety  Car  Heating  &  Lighting  Company,  New  York, 
N.  Y. ;  car  equipment. 

Service  Recorder  Company,  Cleveland,  Ohio;  recording 
devices. 

St.  Louis  Steel  Foundry,  St.  Louis,  Mo. ;  track  work. 

St.  Louis  Car  Company,  St.  Louis,  Mo. ;  electric  railway 
equipment. 

Taylor-Wharton  Iron  &  Steel  Company,  High  Bridge, 
N.  J. ;  track  Work. 

Union  Switch  &  Signal  Company,  Swissvale,  Pa.;  rail- 
way equipment,  signals. 

United  States  Steel  Products  Company,  New  York, 
N.  Y. ;  turntable. 

Westinghouse  Electric  &  Manufacturing  Company, 
Pittsburgh,  Pa. ;  railway  equipment,  electric  locomo- 
tives, motors  and  control  devices,  etc. 

Prime  Movers  and  Accessories  in  Palace  op 
Machinery 

Babcock  &  Wilcox  Company,  New  York,  N.  Y. ;  boilers, 

superheaters,  stokers. 
Busch-Sulzer    Brothers    Diesel    Engine    Company,    St. 

Louis,  Mo.;  internal  combustion  engines. 
Gold  Car  Heating  &  Lighting   Company,   New  York, 

N.  Y. ;  thermostats,  pressure  systems,  ventilators. 
Harrison  Safety  Boiler  Works,  Philadelphia,  Pa.;  boil- 


520 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


ers,  feed-water  heaters,  V-notch  meters,  steam  and 
oil  separators. 

Hoppes  Manufacturing  Company,  Springfield,  Ohio; 
feed-water  heaters,  V-notch  recorders,  steam  and  oil 
separators. 

Lagonda  Manufacturing  Company,  Springfield,  Ohio; 
boiler  fittings,  tube  cleaners,  water  strainers,  auto- 
matic steam  stop  and  chuck  valves. 

Lunkenheimer  Company,  Cincinnati,  Ohio;  boiler 
mountings  and  equipment,  whistles,  oiling  devices,  in- 
jectors. 

Mcintosh  &  Seymour  Corporation,  Auburn,  N.  Y. ; 
Diesel  oil  engines;  steam  engines. 

National  Tube  Company,  Pittsburgh,  Pa.;  tubes,  pipes 
and  fittings. 

Nelson  Valve  Company,  Philadelphia,  Pa. ;  valves. 

Pelton  Water  Wheel  Company,  San  Francisco,  Cal.; 
water  wheels,  centrifugal  pumps,  recorders. 

Pratt  &  Cady  Company,  Inc.,  Hartford,  Conn.;  valves. 

SchaefFer  &  Budenberg  Manufacturing  Company,  Brook- 
lyn, N.  Y. ;  indicating  and  recording  tachometer. 

Westinghouse  Machine  Company,  East  Pittsburgh,  Pa. ; 
steam  turbines,  condenser  and  auxiliaries. 

Worthington,  Henry  R.,  New  York,  N.  Y. ;  power  pumps. 

Yarnall- Waring  Company,  Philadelphia,  Pa.;  steam 
valves. 

General  Group  in  Palace  of  Machinery 

American  Cast  Iron  Pipe  Company,  Birmingham,  Ala.; 

pipe. 
Chisholm  &  Moore  Manufacturing  Company,  Cleveland, 

Ohio;  chain  hoists,  traveling  cranes. 
Cowan  Truck  Company,  Holyoke,  Mass. ;  trucks  for  han- 
dling heavy  stock. 
Electrene  Company,  New  York,  N.  Y. ;  fire  extinguishers. 
Falk  Company,  Milwaukee,  Wis. ;  gears. 
International    Acheson     Graphite     Company,    Niagara 

Falls,  N.  Y. ;  lubricants. 
Joyce-Cridland  Company,  Dayton,  Ohio;  lifting  jacks. 
Lunkenheimer  Company,  Cincinnati,  Ohio;  lubricants. 
McGraw  Publishing  Company,  Inc.,  New  York,  N.  Y.; 

technical  periodicals. 
Minnesota  Manufacturers'  Association,  St.  Paul,  Minn. ; 

conveying  machinery. 
National  Brake  &  Electric  Company,  Milwaukee,  Wis. ; 

air  compressors  and  accessories. 
National   Tube   Company,    Pittsburgh,    Pa.;    pipes   and 

fittings. 
Pawling  &  Harnischfeger  Company,  Milwaukee,  Wis 

excavating  machinery  and  accessories. 
Pyrene   Manufacturing    Company,    New   York,    N.   Y 

fire  extinguishers. 
Robinson   &   Son   Company,   Wm.   C,   Baltimore,   Md 

oils  and  lubricants. 
Shepard    Electric    Crane   &    Hoist    Company,    Montour 

Falls,  N.  Y.;  electric  cranes  and  hoists. 
Standard  Oil  Company,  San  Francisco,  Cal.;  lubricants. 

Machine  Tools  in  Palace  of  Machinery 

Bliss  &  Company,  E.  W.,  Brooklyn,  N.  Y. ;  metal-work- 
ing machinery. 

Carborundum  Company,  Niagara  Falls,  N.  Y. ;  grinding 
materials. 

Cincinnati  Electrical  Tool  Company,  Cincinnati,  Ohio; 
electrically  driven  tools. 

Detroit  Twist  Drill  Company,  Detroit,  Mich.;  drills, 
reamers,  etc. 

Henderson-Willis  Company,  St.  Louis,  Mo.;  oxy-acety- 
lene  equipment. 

Jahnke  Welding  &  Manufacturing  Company,  San  Fran- 
cisco, Cal. ;  oxy-acetylene  equipment. 

McLeod  Company,  Cincinnati,  Ohio.;  oxy-acetylene 
equipment. 


Superior  Corundum  Wheel  Company,  Waltham,  Mass.; 
grinding  and  abrasive  materials. 

U.  S.  Electrical  Tool  Company,  Cincinnati,  Ohio;  elec- 
tric drills  and  grinders. 

U.  S.  Steel  Corporation,  Pittsburgh,  Pa.;  collective  ex- 
hibit tool  steels. 

Electrical  and  Distribution  Apparatus  in  Palace 
OF  Machinery 

American  Bridge  Company,  New  York,  N.  Y. ;  steel 
towers  and  poles. 

American  Steel  &  Wire  Company,  Chicago,  111.;  electric 
wire  and  cables. 

D  &  W  Fuse  Company,  Providence,  R.  I. ;  electric  fuses. 

Economy  Fuse  &  Manufacturing  Company,  Chicago,^ 
111.;  electric  fuses. 

General  Electric  Company,  Schenectady,  N.  Y. ;  direct 
current  and  alternating  current  generators  and 
motors,  meters,  switchboards,  transformers,  lamps, 
battery  trucks,  gearing,  electric  drills. 

Gest,  G.  M.,  New  York,  N.  Y. ;  underground  electric 
conduit  systems. 

Sangamo  Electric  Company,  Springfield,  111. ;  measuring 
instruments,  transformers. 

Standard  Underground  Cable  Company,  Pittsburgh, 
Pa.;  wires  and  cables,  wire  braiding  machines,  etc. 

Thomas  &  Sons  Company,  R.  East  Liverpool,  Ohio; 
high  and  low  tension  insulators. 

United  States  Steel  Corporation,  Pittsburgh,  Pa. ;  elec- 
tric line  material. 

Western  Electric  Company,  New  York,  N.  Y. ;  electric 
generators. 

Westinghouse  Air  Brake  Company,  Pittsburgh,  Pa.; 
air  brakes  and  compressors. 

Westinghouse  Electric  &  Manufacturing  Company, 
Pittsburgh,  Pa.;  direct  and  alternating  current  gen- 
erators and  motors,  switchboard  instruments,  lamps, 
turbines  and  accessories,  transmission  gears,  welding 
display,   etc. 

Westinghouse  Traction  Brake  Company,  Pittsburgh, 
Pa.;  air  brakes  and  compressors. 


Field -Control  Motor  Speeds 

In  an  article  in  the  Electric  Journal,  R.  E.  Hellmund 
of  the  Westinghouse  Electric  &  Manufacturing  Com- 
pany states  that  in  order  to  accomplish  the  desired  sav- 
ing in  power  consumption  field-control  motors  should 
have  a  full-field  speed  below  that  of  the  standard  non- 
field-control  motors.  In  general,  it  will  be  found  that 
the  saving  in  power  consumption  will  be  the  larger  with 
a  lower  speed  at  full  field.  But  here  again  it  is  neces- 
sary to  compromise  to  some  extent  because  a  very  low 
speed  at  full  field  means  large  increase  of  flux  calling 
for  heavy  sections  in  the  motor  frame  and  consequent 
heavy  motor  weight.  Going  too  far  in  this  direction 
would,  therefore,  mean  that  the  increased  motor  weight 
might  nullify  the  gain  made  by  too  large  a  decrease  in 
the  speed. 

Another  important  point  to  be  considered  in  this  con- 
nection is  that  the  larger  the  difference  between  the 
full  field  and  the  short  field  and  their  respective  speeds, 
the  larger  will  be  the  current  rush  when  changing  over 
from  full  field  to  short  field.  Excessive  current  rushes 
are  not  only  undesirable  because  they  strain  the  motor 
and  the  electrical  equipment  in  the  car,  as  well  as  the 
gears,  but  also  because  they  would  defeat  one  of  the 
main  purposes  for  using  field-control  motors,  namely, 
the  avoidance  of  large  current  peaks.  In  most  cases  a 
difference  of  about  20  per  cent  to  35  per  cent  between 
the  full-field  and  short-field  speeds  of  a  field-control 
motor  at  the  one-hour  rating  seems  to  be  the  best  all- 
around  compromise. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


521 


News  of  Electric  Railways 


LEGISLATIVE  COMMITTEE  REPORT 

Ihree   Reports  Presented   by   the  Committee  Appointed  to 
Inquire  Into  New  York  Commission 

On  March  9  three  reports  in  regard  to  the  working  of  the 
Public   Service  Commission  for  the   First  District  of  New 
\  ork  were  submitted  to  the  Legislature  and  Governor  Whit- 
man by  the  legislative  committee  which  had  been  inquiring 
into   the   work   of   the   commission.     The    majority   report, 
uned  by  all  Republican  members,  said  that  "results  rea- 
iiiably  to  be  expected"  had  not  come  from  the  work  of 
the  commissioners.    A  supplemental  Republican  report  says 
I  hat  the  commissioners  were  inefficient,  dilatory  and  neg- 
hctful.     A  Democratic  report  indorsed  their  work.     A  sep- 
arate  communication   to  the   Governor   from   the   majority 
members  of  the  committee  said  that  the  findings  of  fact  in 
the    majority    report,    if   undisputed    in    effect,    constituted 
iieslect  of  duty  on  the  part  of  the  commissioners.     It  sug- 
i;ested  that  the  Governor  give  the  members  a  hearing  be- 
inie  taking  further  action.     The   supplemental   Republican 
leport  was  signed  by  Assemblymen  Knight  and  McQuistion 
:iid  Senator  Lawson,  who  also  signed  the  majority  report. 
Their  reason  for  the  supplemental  report  was  summed  up  by 
Mr.  Knight  as  follows: 

•'We  worked  for  three  weeks  trying  to  learn  whether 
the  commission  were  deficient.  We  decided  to  state  our 
conclusions  in  our  report,  notwithstanding  the  fact  that 
other  members  of  the  committee  wanted  the  report  to  con- 
tain only  a  summary  of  the  testimony  so  that  the  Governor 
could  act  without  any  recommendations  on  our  part.  In 
our  opinion  the  resolution  authorizing  the  investigation  re- 
<iuires  us  to  draw  conclusion  from  the  evidence." 
The  majority  report  summary  of  findings  follows : 
"In  short,  your  committee  finds  that  the  commissioners 
of  the  first  district  have  not  put  in  operation  the  provisions 
of  the  public  service  commission  law  for  the  regulation 
ol  the  public  service  corporations  in  a  manner  to  have  pro- 
duced the  results  reasonably  to  be  expected." 
The  conclusion  of  the  supplemental  report  follows: 
"From  the  facts  stated  in  the  majority  opinion  our  con- 
ckision  is  that  the  Public  Service  Commissioners  of  the 
!■  irst  District  have  not  been  efficient  in  the  administration 
of  the  affairs  of  their  offices,  have  been  dilatory  in  the  dis- 
jiosition  of  complaints,  and  have  neglected  their  duties,  in 
that  they  have  failed  to  inforce  and  put  in  operation  for 
the  benefit  of  the  public,  the  purposes  of  the  public  service 
commission's  law." 

The  minority  report  of  the  Democrats  said  that  the  com- 
mission was  not  only  overcrowded  with  work,  but  that  the 
law  contained  many  "jokers"  which  favor  the  corporations 
regulated  by  it,  and  that  in  spite  of  these  conditions  the 
commission  had  exhibited  "marked  efficiency  in  building  the 
subway  system."  The  Democrats  did  not  see  anything 
serious  in  the  failure,  noted  by  the  majority,  on  the  part 
of  the  commissioners  to  give  personal  attention  to  many 
matters  coming  before  the  commission.  In  this  connection 
the  Democrats  said  that  "when  propositions  involving  hun- 
dreds of  millions  are  in  question,  the  neglect  to  give  personal 
attention  to  matters  of  comparatively  small  importance  is 
largely  excusable." 

The  report  of  the  majority  takes  up  the  general  work 
of  the  commission  and  then  refers  specifically  to  the  work 
of  Commissioner  McCall,  Commissioners  Wood  and  Cram 
and  Commissioner  George  V.  S.  Williams.    It  concludes: 

"As  a  result  of  this  investigation  your  committee  finds 
that  the  complaints  of  citizens  regarding  service  on  transit 
lines  in  the  city  of  New  York  have  not  received  from  the 
Public  Service  Commission  the  attention  that  the  circum- 
stances require;  that  through  their  failure  to  enforce  their 
orders,  inadequate  transit  conditions  have  existed  for  long 
periods  of  time  vdthout  in^provement,  viz.:  service  on  the 
Interborough  Rapid  Transit  and  the  Brooklyn  Rapid  Transit 
lines  during  the  non-rush  hours;  that  they  have  not  changed 
or  improved  the  system  of  handling  complaints,  which 
system,  in  our  judgment,  is  inadequate  and  faulty;  that 
they  have  not  taken  sufficient  interest  in  said  complaints 
and  in  some  instances  have  given  little  if  any  support  or 


encouragement  to  the  subordinates  of  the  commission;  that 
as  a  result  of  said  lack  of  interest  and  support  the  efforts 
of  said  subordinates  have  been  in  many  instances  futile  and 
ineffective ;  that  in  one  important  instance,  at  least,  the  com- 
plainants were  led  to  believe  by  the  commission  that  their 
complaints  might  receive  attention,  whereas  the  commis- 
sion had  already  determined  the  case  in  the  negative;  that 
for  long  periods  of  time  no  effective  action  has  been  taken 
to  make  orders  affecting  service  on  transit  lines,  or  to 
enforce  orders  already  made;  that  the  said  commission  as 
a  whole  was  at  no  time  actively  operative  in  enforcing  its 
orders  by  the  three  remedies  provided  by  the  public  service 
commissions  law,  resulting  in  some  instances  in  a  condition 
which  the  records  of  the  commission  characterized  as  'vio- 
lation with  impunity'  by  the  corporations.  In  short,  your 
committee  finds  that  the  commissioners  of  the  first  district 
have  not  put  in  operation  the  provisions  of  the  public  service 
commissions  law  for  the  regulation  of  public  service  cor- 
porations in  a  manner  to  have  produced  the  results  rea- 
sonably to  be  expected." 


THE  MOON  POST-OFFICE  BILL 

There  has  been  considerable  speculation  in  Washington 
in  regard  to  the  reasons  why  the  annual  post-office  appro- 
priation bill  was  killed  in  the  closing  hours  of  the  Sixty- 
third  Congress,  which  adjourned  on  March  4.  In  order 
to  avoid  a  special  session  for  the  purpose  of  providing 
revenues  for  the  postal  service  in  the  next  fiscal  year  the 
Senate  and  the  House  adopted  a  joint  resolution  continuing 
for  the  coming  year  the  appropriations  made  for  the  present 
fiscal  year.  One  theory  advanced  in  explanation  of  the 
unusual  action  of  Congress  in  continuing  by  a  simple  reso- 
lution authority  to  expend  about  $325,000,000  is  that  the 
bill  failed  because  it  was  apparent  that  the  Senate  would 
not  agree  to  the  provisions  for  a  readjustment  of  railway 
pay  for  carrying  the  mails  because  these  provisions  were 
so  drawn  as  to  give  the  Postmaster-General  authority  to 
adjust  this  compensation  in  a  way  that  would  reduce  an 
expected  heavy  deficit  in  postal  revenues  at  the  expense  of 
the  railroads.  Another  theory  is  that  the  House  would  not 
consent  to  the  provisions  for  a  readjustment  of  the  com- 
pensation of  rural  carriers  and  the  absence  of  a  provision 
to  forbid  the  Postmaster-General  from  demoting  letter  car- 
riers to  save  money.  Representative  John  A.  Moon,  Ten- 
nessee, chairman  of  the  committee  on  post-offices  and  post 
roads,  is  reported  to  have  said  that  the  resolution  to  con- 
tinue the  postal  appropriations  was  drawn  as  a  result  of 
a  conference  of  Leader  Underwood  of  the  Democrats,  Leader 
Mann  of  the  Republicans,  Chairman  Fitzgerald  of  the  com- 
mittee on  appropriations.  Controller  Downey  of  the  treas- 
ury department,  and  financial  experts  of  the  treasury.  Mr. 
Moon  was  quoted  in  this  connection  in  part  as  follows: 

"This  is  not  to  be  the  end  of  the  matter.  When  Congress 
assembles  in  December  the  post-office  appropriation  bill  will 
be  introduced  practically  as  it  stands  in  the  matters  in  which 
reform  is  demanded.  It  has  cost  the  government  more  than 
$600,000  to  secure  the  information  leading  up  to  this  legis- 
lation, and  we  are  justified  in  going  forward,  and  we  shall 
go  forward." 

Ralph  Peters,  president  of  the  Long  Island  Railroad  and 
chairman  of  the  committee  on  railway  mail  pay  represent- 
ing the  railroads  of  the  country,  said: 

"In  standing  firmly  against  the  passage  of  Representative 
Moon's  confiscatory  railway  mail  pay  rider  in  the  post-office 
appropriation  bill,  the  Senate,  during  the  last  hours  of 
Congress,  performed  a  notable  act  of  justice.  The  Moon 
rider  would  have  made  the  Postmaster-General  sole  dictator 
of  what  the  railroads  would  be  paid  for  mail  transporta- 
tion. It  would  have  enabled  the  post-office  department,  in 
Representative  Moon's  own  words,  'to  force  the  railroads  to 
carry  all  your  parcel  post  probably  without  any  additional 
compensation.'  With  this  obviously  unjust  measure  now 
out  of  the  way,  the  new  Congress  can  proceed  in  a  sane  and 
orderly  manner  to  provide  the  railroads  their  long-delayed 
fair  payment  for  carrying  the  parcel  post." 


522 


ELECTRIC     RAILWAY     JOURNAL 


•  a      [Vol.  XLV,  No.  11 


M.  L.  COOKE  ON  UTILITIES 

Philadelphia  Director  Criticises  Their  Policies 

Morris  L.  Cooke,  director  department  of  public  works, 
Philadelphia,  and  acting  director  of  the  Utilities  Bureau, 
gave  two  lectures  on  public  utilities  at  Harvard  University, 
Cambridge,  Mass.,  on  March  4  and  5.    He  said,  in  part: 

"Among  the  agencies  which  force  compliance  with  stand- 
ard and  business  practices  imposed  from  the  top  are  the  na- 
tional organizations  provided  for  each  type  of  utility,  such 
as  the  National  Electric  Light  Association,  the  Commercial 
Gas  Association,  the  American  Electric  Railway  Association 
and  others.  Practically  every  worker  in  these  lines  who  is 
in  good  standing  with  the  powers  that  be  is  forced  to  join 
these  organizations,  and  those  who  do  not  enjoy  the  favor  of 
those  at  the  top  are  practically  barred  from  membership. 

"The  National  Electric  Light  Association  also  works  in 
close  harmony  with  and  su-pports  such  sexless  public  opinion 
forming  agencies  as  the  bureau  of  public  service  economics, 
the  director  of  which  appeared  as  a  speaker  at  a  public  meet- 
ing in  the  City  Hall,  Philadelphia,  devoted  to  electric  light 
and  power,  and  two  weeks  later  was  in  Washington,  D.  C, 
choosing  the  'citizens'  who  later  appeared  before  a  Congres- 
sional committee  in  opposition  to  the  purchase  by  the  gov- 
ernment of  the  street  railways  in  the  District  of  Columbia. 

"Last  year  the  American  Electric  Railway  Association 
gave  forth  a  'code  of  principles'  which  advocated  among  oth- 
er things  fair  returns  on  capitalization,  no  matter  how  ex- 
travagantly watered,  exclusive  State  control  of  the  local 
utilities  and  the  holding  company.  The  same  report  advo- 
cated the  creation  of  a  financed  bureau  of  public  relations 
which  is  to  have  among  its  various  functions  that  of  'influ- 
encing the  sources  of  public  education.'  .  .  .  The  trend 
of  reaction  must  have  seemed  pretty  strong  to  have  war- 
ranted such  a  pronunciamento. 

"That  efforts  are  already  being  made  to  influence  the 
sources  of  public  education  is  shown  by  such  courses  of  lec- 
tures as  those  given  at  the  School  of  Commerce  of  North- 
western University  by  William  D.  Kerr,  until  recently  di- 
rector of  the  bureau  of  public  service  economics,  and  more 
particularly  those  given  under  the  auspices  of  the  so-called 
finance  forum  of  the  West  Side  Y.  M.  C.  A.  in  New  York 
City,  where  every  speaker  was  the  employee  of  a  privately 
owned  and  privately  operated  utility  or  actively  allied,  as 
shown  by  this  schedule.  That  these  lectures  were  considered 
wholly  'safe'  is  shown  by  the  fact  that  they  were  all  pub- 
lished in  pamphlet  form  and  distributed  free  of  charge  by  a 
Wall  Street  investment  banking  house  of  high  reputation." 

Mr.  Cooke  declared  that  the  public  is  asked  to  look  upon 
the  deliberations  of  public  service  commissions  as  scientific, 
while  insiders  know  that  the  method  of  State  regulation 
carried  on  under  the  most  favorable  circumstances  is  a  hit- 
or-miss  method.  "We  have  been  rushed  into  this  era  of 
State  regulation  with  such  rapidity  that,  humanly  speaking, 
it  is  impossible  for  any  commission  more  than  to  scratch  the 
surface  of  the  field  that  has  been  assigned  to  it."  Many  pub- 
lic service  commission  laws  have  been  drafted  with  a  view  to 
giving  an  unfair  advantage  to  private  companies. 

"It  is  a  safe  statement,"  Mr.  Cooke  said,  "that  a  Governor 
hardly  ever  appoints  a  commissioner  without  at  least  con- 
sulting leading  men  in  corporations  to  be  regulated.  Corpo- 
rations in  approving  or  disapproving  candidates  use  a  type 
of  sardonic  wisdom  which  has  grown  out  of  their  experi- 
ence." Mr.  Cooke  declared  that  he  had  heard  it  stated  by 
men  in  authority  that  the  corporations  never  objected  to  the 
appointment  of  an  honest  and  able  young  lawyer  if  he  had 
little  or  no  practice,  because  it  had  been  their  experience 
that  men  so  situated  could  be  depended  upon  not  to  be  too 
rigorous  in  decisions  against  companies.  Again,  corpora- 
tions have  worked  for  the  appointment  of  weak-kneed  but 
high-toned  advocates  of  the  rights  of  the  people.  Another 
cause  operating  seriously  against  regulation  is  the  almost 
entire  absence  in  practice  of  accepted  theories  of  valuation. 
Those  who  control  the  utility  situation  deprecate  any  effort 
to  establish  generally  accepted  principles  of  valuation. 

Mr.  Cooke  highly  praised  Prof.  Edward  W.  Bemis,  of 
whom  he  said:  "He  is  cordially  hated  by  the  big  men  in  the 
utility  industries  principally  because  he  is  a  resourceful  and 
competent  witness  in  rate  cases  and  knows  how  to  meet  the 
experts  put  forward  by  the  private  companies  as  perhaps 
can  no  other  man." 


STRIKE  IN  OHIO 

The  East  Liverpool  Traction  &  Light  Company,  East  Liv- 
erpool, Ohio,  and  its  striking  motormen  and  conductors 
reached  an  agreement  on  March  9  and  operation  of  the  cars 
was  at  once  resumed.  The  real  question  between  them  was 
whether  the  differences  that  had  arisen  could,  under  the 
contract,  be  submitted  to  arbitration,  and  it  was  agreed  by 
both  sides  to  leave  this  to  Richard  Brooks  of  Brooks  & 
Thompson,  attorneys  and  representatives  of  the  company. 
He  decided  that  this  and  some  other  questions  could  prop- 
erly be  submitted  to  arbitration.  The  men  objected  in  the 
first  place  to  the  company's  placing  an  extra  man  on  one  of 
the  coal  trains  as  motorman  and  insisted  on  a  regular  man. 
The  company  refused  to  make  the  change,  but  suggested  ar- 
bitration. The  men  claimed  that  the  trouble  was  not  subject 
to  arbitration,  and  this  became  the  real  dispute  which  final- 
ly caused  the  strike.  The  company  agreed  to  put  a  regular 
man  on  the  front  end  of  the  train  and  the  man  over  whom 
the  dispute  arose  on  the  rear  end,  and  this  was  perfectly  sat- 
isfactory. C.  A.  Smith,  general  manager  of  the  company, 
said  on  March  11  that  the  line  was  again  in  regular  opera- 
tion. 


PUBLIC   SERVICE   COMMISSION   INQUIRY 

The  inquiry  by  the  Legislative  committee  into  the  work 
of  the  Public  Service  Commission  of  the  Second  District  of 
New  York  was  begun  at  Albany  on  March  4.  Frank  H. 
Mott,  secretary  to  the  commission,  was  the  first  witness. 
In  no  instance  had  the  commission  since  his  incumbency 
had  occasion  to  push  a  penalty  action  against  any  corpo- 
ration for  failure  to  obey  an  order  of  the  commission.  The 
increase  in  the  volume  of  work  of  the  commission  was 
responsible  for  the  increase  in  the  expenses.  Mr.  Mott  re- 
viewed the  work  of  the  commission  since  he  was  appointed 
secretary  in  June,  1913,  and  described  the  manner  of  con- 
ducting hearings.  He  also  presented  statistics  of  com- 
plaints, both  formal  and  informal,  and  the  orders  issued 
on  these  complaints. 

At  the  hearing  on  March  5  the  committee  confined  itself 
largely  to  the  case  of  the  commission  against  the  United 
Traction  Company,  Albany.  Charles  R.  Barnes,  electric 
railway  inspector  of  the  commission,  testified  that  the  first 
complaint  against  service  in  Albany  was  made  in  1908.  In 
May,  1912,  a  resolution  authorizing  the  investigation  of  the 
United  Traction  Company  was  adopted.  After  the  resolu- 
tion to  inquire  into  the  service  had  been  adopted,  James  F. 
Hamilton  was  appointed  general  manager  of  the  company 
and  the  commission  postponed  the  inquiry  to  give  Mr.  Ham- 
ilton time  in  which  to  put  into  effect  changes  which  he  had 
in  mind.  Mr.  Barnes  had  nothing  to  do  with  the  inquiry 
regarding  the  request  of  citizens  for  3-cent  fares  during  the 
rush  hours  in  Rochester  in  which  the  commission  refused 
to  grant  the  request.  All  matters  in  regard  to  service  on 
the  electric  railways  in  Buffalo  which  were  formerly  re- 
ferred to  Mr.  Barnes  now  went  to  Devoe  P.  Hodson,  the 
member  of  the  commission  from  Buffalo. 

Martin  S.  Decker  of  the  commission  was  the  witness  on 
March  6.  The  question  of  the  granting  of  rights  to  the 
Canadian-American  Power  Company  was  gone  into. 

At  the  hearing  on  March  8  Colonel  William  Hayward, 
counsel  to  the  committee,  questioned  Mr.  Decker  about  the 
Westchester  lighting  case.  In  this  particular  case  rehear- 
ings  were  granted,  as  the  final  order  of  the  commission  had 
apparently  afforded  little  relief.  Mr.  Decker  said  in  general 
that  the  delay  in  some  of  the  cases  was  not  the  fault  of  the 
commission.  He  referred  to  the  long  process  involved  in 
fixing  the  "reproduction  costs"  of  public  service  plants  for 
rate-making  purposes.  There  was  very  little  duplication  of 
work  by  the  Public  Service  Commission  for  the  Second 
District  and  the  Interstate  Commerce  Commission.  Mr. 
Decker  favored  the  first  district  commission  having  super- 
vision over  telephone  rates  in  New  York  City,  but  was 
opposed  to  giving  the  first  district  commission  jurisdiction 
in  Long  Island  and  Westchester.  The  salary  of  $15,000  a 
year  for  each  commissioner  should  not  be  reduced.  A  part 
of  the  session  on  March  8  was  devoted  to  the  action  of  the 
commission  in  approving  the  merger  of  the  Syracuse,  Lake 
Shore  &  Northern  Railroad,  the  Rochester,  Syracuse  & 
Eastern  Railroad  and  the  Auburn  &  Northern  Electric  Rail- 
road as  the  Empire  United  Railways. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


523 


DETROIT'S   PURCHASE   AGREEMENT 


I 'resident  Hutchins  of  Detroit   United  Says  Acceptance  of 
City's  Purchase  Offer  Will  Be  Urged 

Acceptance  of  the  Detroit  Street  Railway  Commission's 
I'urchase  offer  for  the  lines  of  the  Detroit  United  Railway 
within  the  one-fare  zone  will  be  urged  upon  the  stockhold- 
t  r.s  of  the  company  by  the  board  of  directors  at  the  special 
tiieeting  called  for  March  31,  according  to  a  letter  which 
C.  Hutchins,  president  of  the  company,  has  sent  to  the 

•  inmission.  The  offer  of  the  city  is  to  assume  the  mortgage 
1  Kinds  of  the  company  amounting  to  $24,900,000.  Mr.  Hut- 
ihins  said  in  his  letter: 

"The  directors  considered  this  important  matter,  in  reali- 
zation of  the  fact  that  the  company's  plant  account  records 
show  an  investment  on  these  properties  exceeding  $35,000,- 
1)00  and  of  the  further  fact  that  should  the  principles  em- 
ployed in  Cleveland  to  determine  value  be  applied  to  the 
1  asic  figures  given  you  by  Prof.  E.  W.  Bemis,  these  proper- 
ties have  a  value  of  more  than  $30,000,000.  The  conditions 
in  Detroit,  however,  are  such  respecting  the  desire  of  the 
city  to  municipalize  these  properties  that  the  directors  are 
willing  to  recommend  to  the  stockholders  acceptance  of 
your  proposal  and  will  do  so  at  the  stockholders'  meeting, 
stipulating  only  that  this  transaction  shall  be  concluded 
V  ithin  reasonable  time  limits,  and,  of  course,  with  the  un- 
derstanding that  a  workable  and  legal  plan  for  the  assump- 
tion of  the  mortgage  debt  shall  be  formulated  and  carried 
into  effect." 

After  the  receipt  of  the  letter  the  commission  announced 
that  the  plans  for  the  city  acquiring  the  lines  would  be 
hurried  so  that,  if  possible,  the  plan  of  consummating  the 
transaction  could  be  presented  at  the  meeting  of  the  stock- 
holders. The  commission  is  proceeding  on  the  assumption 
that  the  offer  will  be  accepted  by  the  stockholders,  and  it 
i:-  desired  to  get  all  the  legal  tangles  straightened  out  in 
order  that  the  proposition  may  be  submitted  to  the  electors 
within  a  reasonably  short  time  after  the  meeting.  The 
commission  stated  that  on  account  of  questions  involved  the 
nature  of  the  proposed  agreement  between  the  city  and  the 
Detroit  United  Railway  probably  would  not  be  divulged 
until  the  draft  has  been  completed. 


that  the  power  given  by  the  city  charter  to  operate  a  car  line 
outside  the  city  limits  is  in  conflict  with  the  general  law  of 
the  State." 


SEATTLE'S    OPERATING    RIGHTS 

The  City's  Right  to  Operate  a  Utility  Outside  the  Corpo- 
rate  Limits  Before  the  Court 

Judge  J.  T.  Ronald  recently  overruled  the  demurrer  in- 
terposed by  Corporation  Counsel  James  E.  Bradford  in 
the  case  of  the  State  of  Washington  against  the  city  of 
Seattle,  instituted  on  complaint  of  the  state  bureau  of 
accountancy  and  inspection  and  seeking  to  restrain  the  city 
from  operating  that  portion  of  the  Lake  Burien  Street  Rail- 
way line  known  as  Division  "C"  of  the  municipal  system, 
which  lies  outside  of  the  city  limits.  Mr.  Bradford  argued 
that  the  complaint  did  not  constitute  facts  sufficient  for  a 
cause  of  action.  Judge  Ronald  took  the  position  that  it 
does  and  the  matter  will  now  be  tried  on  its  merits.  W.  V. 
Tanner,  attorney  general,  appearing  for  the  State  and 
the  State  board  of  accountancy  and  inspection,  asks  for  a 
permanent  injunction  restraining  the  city  from  operating 
any  portion  of  the  line  outside  of  the  city  limits,  on  the 
grounds  that  such  power  has  never  been  delegated  the 
city  by  the  Legislature.  More  than  a  year  ago,  when  the 
Lake  Burien  line  was  offered  to  the  city  as  an  unincum- 
bered gift  by  its  promoters,  the  question  of  the  city's  right 
to  operate  a  railway  outside  of  the  city  was  raised.  Mr. 
Bradford  advised  the  Council  that  the  city  had  such  right 
and  acting  upon  that  opinion  the  Council  accepted  the  rail- 
way and  bound  itself  to  operate  the  line.  In  overruling 
the  demurrer  Judge  Ronald  held  that  the  operation  of  the 
municipally  owned  system  was  not  necessary  to  the  city's 
existence  and  that  such  a  power  could  be  exercised  only 
by  virtue  of  a  grant  of  the  Legislature.  In  conclusion 
Judge  Ronald  stated: 

"It  is  most  certainly  plain  that  the  power  of  the  city  at 
Seattle  to  tax  itself  to  operate  a  railway  outside  of  its  cor- 
porate limits  was  not  expressly  granted  by  the  statute,  and 
this  being  a  power  not  essential  to  its  corporate  existence,  I 
am  compelled  to  hold  that  it  is  not  implied  or  presumed,  and 


MASSACHUSETTS    LEGISLATIVE    NEWS 

The  committee  on  street  railways  has  reported  adversely 
on  the  bill  for  the  state  ownership  of  street  railways.  The 
measure  provided  that  upon  the  petition  of  10  per  cent  of 
the  legal  voters  of  the  State,  the  question  of  public  owner-, 
ship  should  be  placed  upon  the  ballot,  and  upon  a  referen- 
dum in  favor  of  the  bill  the  following  Legislature  was  to 
prepare  a  plan  for  the  purchase  of  the  existing  lines.  The 
committee  on  metropolitan  affairs  has  reported  in  favor 
of  the  construction  of  a  station  in  the  Boylston  Street  sub- 
way, Boston,  at  Arlington  Street  and  has  reported  ad- 
versely in  reference  to  petitions  for  the  construction  of  a 
tunnel  in  Dorchester  extending  the  prospective  Dorchester 
subway.  The  committee  has  voted  leave  to  withdraw  the 
petition  of  Senator  Bagley  that  the  Public  Service  Com- 
mission investigate  the  operation  of  trains  on  the  Boston 
Elevated  rapid  transit  lines  and  of  cars  in  the  Boston 
subways.  Other  bills  acted  upon  adversely  by  the  com- 
mittee are  one  that  subway  cars  be  made  of  metal;  that 
the  Washington  Street  tunnel  be  extended  to  Dudley  Street 
and  the  elevated  structure  be  removed  in  Boston  on  that 
portion  of  the  system,  and  that  the  Boston  Transit  Com- 
mission investigate  the  necessity  of  further  rapid  transit 
tunnels  and  subways,  anticipating  the  requirements  of  the 
next  twenty-five  years. 


TOLEDO  MUNICIPAL  OWNERSHIP  ORDINANCES 

The  ordinances  providing  for  the  issue  of  $8,000,000  of 
bonds  by  the  city  of  Toledo,  Ohio,  for  the  purchase  of  the 
property  of  the  Toledo  Railways  &  Light  Company  were 
brought  up  in  the  City  Council  on  the  evening  of  March  8. 
City  Solicitor  Thurstin  declared  that  the  people  had  ex- 
pressed their  conviction  for  municipal  ownership  and  that  it 
was  the  duty  of  the  members  of  the  Council  to  carry  out 
their  wishes.  There  are  two  ordinances,  each  calling  for  a 
bond  issue  of  $4,000,000.  One  provides  for  taking  over  the 
cars  and  tracks  and  the  other  for  taking  over  the  power 
house  and  other  property  of  the  company.  The  ordinances 
were  referred  to  the  committee  on  railways  and  telegraphs. 


PHILADELPHIA    MEASURE    SIGNED 

Mayor  Rudolph  Blankenburg  of  Philadelphia  has  signed 
the  amended  Philadelphia  transit  measure  passed  by  the 
Councils  on  March  4  and  carrying  an  appropriation  of 
$6,000,000  for  preliminary  rapid  transit  work.  The  Mayor 
signed  the  bill  upon  the  advice  of  his  directors,  especially 
Director  Taylor  of  the  Department  of  City  'Transit. 
Director  Taylor's  recommendation  that  the  bill  be  approved 
was  based  upon  the  fact  that,  should  a  veto  be  sustained, 
there  would  be  no  hope  of  the  passage  of  a  proper  transit 
ordinance  this  spring.  In  that  event,  the  construction  of 
rapid  transit  lines  would  be  delayed  for  a  year.  The 
Philadelphia  Ledger  said  that  the  action  of  the  Mayor  in 
signing  the  bill  apparently  committed  the  city  to  the  con- 
struction of  a  Broad  Street  subway  without  terminal  fa- 
cilities, and  with  no  provision  for  release  of  the  heavy 
traffic  in  the  congested  business  districts,  and  the  construc- 
tion of  3  miles  of  elevated  structure  through  farm  lands  in 
the  Northeast,  but  that  the  significant  fact  was  that  the 
passage  of  the  measure  did  permit  the  city  to  begin  the 
necessary  preliminary  work  looking  toward  the  construction 
of  a  more  complete  system  in  the  future. 

The  Mayor  said  in  part: 

"We  know  that  the  ordinance  is  defective,  but  its  defects 
are  not  so  great  that  they  cannot  be  remedied  when  reason 
shall  take  the  place  of  folly,  when  business  methods  shall 
have  superseded  politics  and  selfish  interests,  by  the  pas- 
sage of  future  transit  ordinances.  The  ordinance  now 
before  me  will  make  it  possible  for  us  to  take  the  initial 
step  in  this  important  city-wide  improvement,  yet  will  not 
finally  bind  us  to  its  improvident  features.  Such  defects 
can  be  corrected  by  popular  vote  in  November  next  before 
much  harm  is  done,  for  the  final  decision  on  a  comprehensive 
and  sensible  plan  for  city  transit  rests  in  the  hands  of 
Philadelphia's  electors,  through  the  election  of  a  free  Mayor 
and  a  self -owning  Council." 


524 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


KANSAS   CITY   INTERURBAN   STATION 

A  committee  of  the  City  Council  of  Kansas  City,  Mo.,  on 
March  1  heard  the  application  of  W.  E.  Halsell  and  others 
for  a  franchise  for  an  interurban  station  between  Four- 
teenth and  Fifteen  Streets  on  Main  Street.  The  company 
known  as  the  Interurban  Terminal  Building  Company  has 
prepared  plans  for  a  six-story  building,  equipped  with  ele- 
vators, grill  room  and  other  conveniences,  on  a  tract  225  ft. 
X  125  ft.  The  company  is  said  to  have  the  tentative  ap- 
proval of  the  site  of  the  board  of  control  of  the  Metropolitan 
Street  Railway,  contingent  on  the  granting  of  the  thirty- 
year  franchise  by  the  city. 

The  committee  of  the  Council  that  heard  the  interurban 
station  project  outlined  postponed  further  discussion  until 
March  11.  It  was  pointed  out  that  even  if  the  franchise 
should  be  granted  and  the  city  should  establish  an  inter- 
urban station  the  interurban  railways  could  not  be  com- 
pelled to  use  it.  While  the  passenger  station  would  not  be 
>  used  for  a  baggage  terminal,  it  is  thought  that  if  the 
terminal  station  proposition  is  settled  soon  the  railways 
will  come  to  an  agreement  on  the  question  of  express 
terminals.  Several  other  sites  have  been  suggested  for  the 
interurban  passenger  station,  and  in  the  case  of  some  of 
them  the  promoters  are  willing  to  do  as  much  as  Mr.  Halsell 
and  his  associates  toward  erecting  the  building. 


LEGISLATION  IN  NEW  YORK 

Among  the  bills  introduced  in  the  Senate  recently  affect- 
ing public  utility  companies  are  the  following:  an  act  to 
amend  the  railroad  law  in  relation  to  the  minimum  number 
of  trainmen  to  be  employed  in  the  operation  of  certain 
trains;  making  the  operation  of  trains  at  grade  on  certain 
of  the  tracks  of  the  New  York  Central  &  Hudson  River 
Railroad  in  the  city  of  New  York,  a  public  nuisance,  and 
providing  for  discontinuing  the  use  by  the  said  company  of 
said  tracks  at  grade  and  for  the  regulation  and  improve- 
ment of  the  railroad  terminals  that  approaches  thereto,  and 
of  the  motive  power  to  be  used  thereon,  and  for  such  pur- 
poses to  authorize  the  city  of  New  York  to  grant  real 
property,  rights  and  privileges  to  said  railroad. 

Among  the  bills  introduced  recently  into  the  Assembly 
of  interest  to  public  utilities  are  the  following:  to  compel 
the  interchange  of  transfers  between  certain  elevated  and 
surface  railroads  in  the  city  of  New  York;  to  amend 
Section  37  and  Chapter  IV  of  the  laws  of  1891  with  refer- 
ence to  the  assessment  of  cost  and  expense  necessary  to  be 
incurred  for  the  construction  of  a  rapid  transit  railroad 
and  for  property  to  be  acquired  for  the  construction  and 
operation  thereof  upon  property  benefited  thereby;  making 
the  operation  of  trains  at  grade  on  certain  of  the  tracks  of 
the  New  York  Central  &  Hudson  River  Railroad  in  the 
city  of  New  York  a  public  nuisance. 


TOLEDO  BRIDGE  ORDINANCE 

An  ordinance  has  been  introduced  in  the  City  Council  at 
Toledo,  Ohio,  which,  if  passed,  will  require  the  Toledo  Rail- 
ways &  Light  Company  to  pay  a  rental  of  $35  a  day  for  the 
use  of  the  tracks  on  the  new  Cherry  Street  Bridge  across 
the  Maumee  River.  Under  the  same  ordinance  the  inter- 
urban roads  are  required  to  pay  $5  a  day  for  the  use  of  the 
tracks. 

Under  a  resolution  adopted  some  time  ago  Director  of 
Public  Service  Boardman  was  requested  to  ascertain  the 
cost  of  laying  the  tracks  on  the  bridge  with  a  view  to  arriv- 
ing at  a  basis  for  fixing  the  rentals.  The  length  of  the 
tracks  on  the  bridge  aggregate  1240  ft.  and  the  cost  was 
$22,500.  On  Jan.  19,  1915,  1051  city  cars  and  161  inter- 
urban cars  passed  over  the  bridge.  In  his  letter  to  the 
Council  Director  Boardman  said  he  believed  that  the  cost 
of  the  bridge  should  also  be  taken  into  consideration  in 
fixing  the  rentals,  as  the  company  would  have  been  com- 
pelled to  build  a  bridge  if  the  city  had  not  done  so.  He 
recommended  a  charge  of  $24.36  a  day,  but  this  was  raised 
to  the  higher  figure  when  it  went  to  the  Council.  The  ordi- 
nance is  to  go  into  effect  on  Oct.  28,  1915,  and  the  rentals 
are  to  be  collected  monthly.  If  the  local  company  or  any 
interurban  company  fails  to  pay  the  rentals,  the  city 
through  its  police  department  is  to  prevent  such  company 
from  using  the  bridge. 


PENNSYLVANIA  ELECTRIFICATION  PROGRESS 

According  to  the  annual  report  of  the  Pennsylvania  Rail- 
road for  1914,  the  electrification  of  the  main  line  from 
Broad  Street  station,  Philadelphia,  to  Paoli  is  progressing 
rapidly  and  without  causing  any  serious  interruption  of 
traffic.  The  work  from  Paoli  to  West  Philadelphia  is  almost 
completed,  including  the  substations,  and  the  remaining 
section  of  the  electrification  into  the  Broad  Street  station 
is  being  actively  prosecuted.  Satisfactory  progress  has 
also  been  made  in  equipping  steel  cars  now  in  steam  serv- 
ice with  electric  motors  and  apparatus  in  accordance  with 
the  original  design.  It  is  expected,  therefore,  to  operate 
the  main  line  suburban  passenger  trains  by  electricity  about 
June  1,  1915. 

The  report  states  that  it  is  hoped  that  in  1915  financial 
conditions  will  permit  the  extension  of  electrification  to 
North  Philadelphia  and  the  Chestnut  Hill  branch,  and  also 
the  elimination  of  certain  grade  crossings  on  that  line.  This 
would  relieve  the  track  and  yard  congestion  at  the  Broad 
Street  station,  by  transferring  to  the  electric  service  more 
than  sixty  trains  on  a  daily  schedule  now  operated  by  steam. 
Further  consideration  was  given  during  the  year  to  plans 
for  the  future  electrification  of  the  main  line  crossing  the 
Allegheny  Mountains,  from  Altoona,  the  foot  of  the  eastern 
slope,  to  Conemaugh,  on  the  western  slope,  by  which  it  is 
believed  large  operating  economies  can  be  effected  and  the 
heavy  freight  train  movement  facilitated. 


INDIANA  LEGISLATURE  ADJOURNS 

The  Indiana  Legislature  adjourned  on  March  8  at  mid- 
night. The  House  on  March  3  failed  to  support  Governor 
Ralston's  recommendation  that  the  Public  Service  Com- 
mission be  given  the  right  to  increase  railroad  and  inter- 
urban passenger  rates  to  2%  cents  per  mile  upon  petition 
and  examination  of  the  facts,  by  killing  the  Waltz  bill  which 
was  introduced  at  the  Governor's  suggestion.  The  Senate 
also  killed  the  Zearing  bill,  which  provided  for  the  control 
of  "jitney"  buses  by  the  Public  Service  Commission.  An- 
other measure  of  interest  to  the  public  utilities  of  the  State 
was  Senate  bill  316,  which  extended  the  time  for  taking 
indeterminate  permits  in  lieu  of  existing  franchises  from 
July  1,  1915  (as  provided  in  the  public  utility  commission 
law  enacted  May  1,  1913)  to  July  1,  1917.  This  was  killed 
by  vote  in  the  House  on  March  6,  but  on  a  motion  to  re- 
consider introduced  on  the  last  day,  March  8,  was  passed 
by  a  vote  of  eighty  to  four. 

The  Senate  passed  the  following  bills:  House  bill  110 
providing  a  penalty  for  the  destruction  or  interference 
with  railroad  signals;  House  bill  492,  providing  that  court 
service  can  be  made  on  agent  of  receiver  of  a  corporation 
when  receiver  is  non-resident  of  State;  House  bill  419, 
providing  a  penalty  for  public  service  corporations  charg- 
ing rates  in  excess  of  published  tariffs;  House  bill  176, 
which  is  the  compromise  workmen's  compensation  bill  as 
amended  in  the  Senate.  A  bill  was  introduced  in  the  Senate 
on  March  3  providing  that  receivers  of  insolvent  companies 
may  sue  stockholders  after  the  funds  of  the  company  have 
been  exhausted  to  pay  debts,  to  secure  additional  funds  to 
pay  indebtedness. 

■The  House  killed  the  following  bills:  Requiring  railroad 
companies  to  cut  weeds  along  the  right-of-way;  bill  pro- 
viding maximum  interurban  fare  of  1%  cents;  bill  provid- 
ing that  where  railroad  intersections  occur  in  persons'  land 
they  shall  have  right  to  construct  roadway  across  right-of- 
way;  bill  providing  that  traction  companies  shall  maintain 
two  toilet  rooms  in  each  car;  Senate  bill  providing  that 
newspapers  may  exchange  advertising  for  railroad  trans- 
portation. 

The  House  passed  the  following  bills:  Senate  bill  98, 
prohibiting  public  utilities  from  diverting  funds  when  an 
order  for  examination  has  been  made  by  the  Public  Service 
Commission;  House  bill  171,  amending  public  utility  com- 
mission act  by  giving  the  commission  sixty  instead  of  thirty 
days  to  take  action  on  railroad  tariffs;  Senate  bill  239,  giv- 
ing Public  Service  Commission  power  to  order  separation 
of  grade  crossings  in  cities  of  20,000  population  or  less; 
Senate  bill  318,  amending  public  utility  act  to  permit  rail- 
road companies  to  give  passes  to  employees  who  may  hold 
public  office. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


525 


LEGISLATION  IN  OHIO 

Senator  Myers  has  introduced  in  the  Ohio  Legislature 
a  bill  which  provides  that  officers  of  steam  and  electric 
railways  may  build  and  operate  union  passenger  stations 
for  the  use  of  railroads  and  interurban  railways.  Present 
laws  do  not  provide  for  this  contingency.  The  Senate  has 
passed  the  Myers  bill  which  provides  that  service  on  re- 
ceivers of  interurban  railways  shall  be  valid  when  made  in 
any  county  through  which  the  road  passes.  The  House  has 
passed  the  bill  which  authorizes  the  Public  Utilities  Commis- 
sion to  order  high-tension  wires  placed  underground. 

The  Ott  bill  has  been  recommended  for  passage  by  the 
labor  committee  of  the  Ohio  House.  This  bill,  now  some- 
what modified  in  its  form,  provides  for  nine  hours  of  work 
in  a  limit  of  eleven  consecutive  hours  and  twelve  hours  of 
continuous  rest  for  motormen  and  conductors. 

The  Smith  bill,  requiring  heat  in  the  vestibules  of  street 
and  interurban  cars  for  the  motormen  and  conductors,  and 
screens  to  protect  them  from  dust,  has  passed  both  houses 
lid  is  before  the  Governor. 

Representative  Frank  Reighard  has  presented  a  bill  that 
will  do  away  with  the  mandatory  requirement  that  the 
Public  Utilities  Commission  value  the  property  of  all  public 
service  companies  and  make  such  appraisements  optional 
with  the  commission.  The  section  of  the  old  law  will  be 
repealed  which  requires  the  commission  to  make  an  ap- 
praisal on  demand  of  the  Council  of  a  municipality  where 
a  dispute  or  disagreement  on  rates  exists.  If  this  bill  be- 
comes a  iaw  it  may  affect  the  proposed  valuation  of  the 
property  of  the  Cincinnati  Traction  Company,  the  franchise 
of  which  calls  for  a  revision  of  fares  in  1916. 


War  Suspends  Service. — The  Laredo  Electric  &  Railway 
Company,  operating  in  Laredo,  Tex.,  and  Nuevo  Laredo, 
Mexico,  is  reported  to  have  abandoned  service  on  its  line 
in  the  Mexican  city  because  of  lack  of  patronage  and  gen- 
erally unsettled  conditions. 

Increase  in  Return  Allowed. — The  commissioners  of 
Franklin  County  have  so  modified  the  franchise  of  the  East 
Linden  (Ohio)  Electric  Railway  that  it  may  receive  a  re- 
turn of  8  per  cent  on  its  investment,  instead  of  6  per  cent, 
before  it  is  called  upon  to  reduce  its  rate  of  fare  from  5 
cents  to  six  tickets  for  25  cents. 

Mayor  Mitchel  on  Municipal  Ownership. — In  an  address 
before  the  Republican  Club  in  Manhattan,  on  March  6, 
Mayor  Mitchel  of  New  York,  in  discussing  the  question 
of  the  new  State  constitution,  said:  "I  hope  to  see  the  new 
constitution  give  to  cities  the  right  to  determine  for  them- 
selves how  far  they  should  go  in  the  direction  of  acquisition 
of  public  utilities." 

Oak  Park  Elevated  Suit. — The  bondholders  of  the  Chicago 
&  Oak  Park  Elevated  Railroad,  Chicago,  111.,  have  filed  a 
bill  in  equity  in  the  United  States  District  Court  declaring 
that  although  the  road  may  have  forfeited  its  rights  to  the 
use  of  the  Market  Street  "stub"  structure  by  accepting 
various  city  ordinances,  the  bondholders  have  not  waived  any 
of  their  rights,  and  therefore  ask  that  the  city's  suit  for 
condemnation  be  dismissed. 

The  New  Jersey  Gas  Case. — Argument  in  the  .rehearing 
on  the  90-cent  gas  rate  was  concluded  on  March  4  in  the 
Court  of  Errors  and  Appeals  at  Trenton.  In  the  absence 
of  Richard  V.  Lindabury,  counsel  for  the  Public  Service 
Corporation,  Thomas  H.  McCarter,  president  of  the  corpo- 
ration, made  the  principal  argument.  Chancellor  Walker 
announced  that  the  case  would  be  taken  under  advisement 
in  conference.  The  case  involves  the  question  of  franchise 
value  and  has  been  referred  to  previously  at  length  in  the 
Electric  Railway  Journal. 

Pittsburgh  Transit  Measure. — Representative  A.  C.  Stein 
of  Allegheny  has  introduced  in  the  House  at  Harrisburg, 
Pa.,  two  bills  which  are  a  part  of  the  legislative  program 
of  Mayor  Joseph  G.  Armstrong  of  Pittsburgh.  One  measure 
authorizes  cities  of  the  second  class,  Pittsburgh  and  Scran- 
ton,  to  construct  subways  for  traction  lines  and  pipe  gal- 
leries and  lease  them  to  public  corporations.  The  other 
authorizes  all  municipalities  to  purchase  the  entire  capital 
stock  of  bridge  companies  owning  structures  wholly  or 
partly  within  the  limits  of  such  muncipalities. 

The  Seattle  Vote.— With  the  defeat  at  the  polls  on  March 
2  of  propositions  "A"  and  "B"  providing  respectively  for  the 


extension  of  the  municipal  railway  into  Ballard  and  the 
connection  of  Division  "A"  and  "C"  by  motor  buses,  the 
municipal  railway  problem  is  placed  squarely  up  to  the 
City  Council  again.  Proposition  "A"  was:  "Shall  the  city 
purchase  and  operate  auto-cars  to  connect  Divisions  'A' 
and  'C  of  the  Seattle  Municipal  Railways,  and  incur  an 
expense  of  not  to  exceed  $50,000  for  such  purpose?"  The 
result  was  16,799  for,  20,923  against.  Proposition  "B"  was: 
"Shall  the  city  extend  Division  'A'  of  the  city  car  lines  on 
Leary  Avenue  and  other  streets  and  incur  an  expense  not 
exceeding  $100,000?"  The  result  was  18,388  for,  19,015 
against. 

Service  Order  in  Winnipeg. — The  Manitoba  Public  Util- 
ities Commission  has  issued  six  orders  affecting  the  Winni- 
peg Electric  Railway;  the  first  provides  for  the  purchase  of 
fire  hose  bridges  to  be  carried  by  the  fire  apparatus  so  as 
to  be  available  for  use  by  the  street  cars  at  all  times.  The 
second  provides  for  the  regulation  of  employees'  watches. 
The  third  provides  for  the  inspection  and  control  of  waiting 
rooms  and  shelters.  The  fourth  provides  for  destination 
signs  on  the  front  and  sides  of  cars.  The  fifth  requires 
that  cars  going  to  the  carhouses  shall  be  indicated.  The 
sixth  order  relaxes  the  previous  order  relating  to  the  meas- 
ure of  protection  to  be  afforded  at  the  St.  James  Street 
subway  by  directing  the  installation  of  the  General  Railway 
Signal  Company's  light  signal.  The  company  has  asked 
that  the  commission  reconsider  the  fourth  order. 

Decision  Against  Duplication  of  Plants. — The  Supreme 
Court  of  California  has  sustained  the  right  of  the  Cali- 
fornia Railroad  Commission  to  refuse  the  Oro  Electric  Cor- 
poration a  permit  to  do  business  in  Stockton,  in  competition 
with  the  Western  States  Gas  &  Electric  Company.  This 
decision  upholds  the  authority  of  the  Railroad  Commission 
to  prevent  destructive  competition  in  the  public  utility 
business.  The  Railroad  Commission  authorized  an  inter- 
view concerning  the  decision  in  which  it  said:  "It  means 
that  the  policies  of  the  Railroad  Commission,  based  on  a 
State-wide  view,  cannot  be  thwarted  by  purely  local  con- 
siderations, and  that  henceforth  the  commission  will  not 
necessarily  be  bound  to  permit  the  impairment  of  an  exist- 
ing public  utility  service,  if  it  is  just  and  reasonable,  by 
admitting  a  new  public  utility  into  the  field  unless  the 
interests  of  the  public  clearly  so  require." 

Alien  Law  Legislation. — Under  an  emergency  message 
from  Governor  Whitman  of  New  York  the  Senate  on 
March  8  passed  the  Spring  bill  repealing  the  alien  clause 
in  the  labor  law.  Before  it  was  placed  on  final  passage, 
however,  the  bill  was  amended  so  radically  that  in  its  final 
form  it  provided  for  amendment  rather  than  repeal  of  that 
clause.  The  Spring  bill  as  modified  would  provide  that 
preference  should  be  given  to  citizen  labor  over  alien, 
whenever  citizen  labor  can  be  obtained  on  public  contracts. 
In  its  original  form  the  bill  merely  repealed  the  alien  clause 
in  the  labor  law  and  left  contractors  on  public  works  a  free 
hand  to  employ  any  sort  of  labor  they  desired.  On  the 
same  day  the  Supreme  Court  of  the  United  States  made  it 
plain  that  its  injunction  of  March  4  meant  that  the  Public 
Service  Commission  of  New  York  could  not  interfere  with 
the  employment  of  aliens  by  the  subway  contractors  and 
that  the  contractors  even  if  they  employed  foreign  labor 
must  be  paid.  The  Chief  Justice  said:  "The  purpose  of  this 
order  is  to  continue  in  force  the  injunction  provided  for  in 
the  judgment  of  the  Appelate  Division  of  the  Supreme 
Court  of  the  State  of  New  York  and  to  continue  the  same 
in  full  force  until  the  final  decision  of  this  court  in  this 
case,  or  until  the  same  is  modified  by  order  of  this  court." 
A  move  was  made  at  Washington  on  March  8  for  the  ad- 
vancement of  the  hearing  in  this  case.  It  is  expected  that 
a  date  in  April  will  be  fixed  by  the  court. 

National  Electric  Prosperity  Week. — At  a  meeting  of 
the  Society  of  Electrical  Development,  Inc.,  held  on  March 
4  in  New  York,  definite  action  was  taken  in  connection 
with  the  selection  of  a  committee  to  have  charge  of  the 
movement  which  has  been  inaugurated  for  the  so-called 
National  Electric  Prosperity  Week.  The  chairman,  E.  W. 
Lord,  and  the  general  manager  of  the  society,  J.  M.  Wake- 
man,  were  decided  upon  to  select  a  nominating  committee 
of  five  men  representing  the  varied  interests  who  in  turn 
are  to  select  twenty-five  men  who  will  represent  the  cen- 
tral stations,  manufacturers,  jobbers,  contractors,  dealers 
and  the  technical  press.     One  man  from  each  interest  will 


526 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


be  named  as  chairman  of  his  division.  Messrs.  Lord  and 
Wakeman  then  named  as  a  nominating  committee  John 
Williams  of  the  Cities  Service  Company,  representing  the 
central  stations;  Ray  D.  Lillibridge  of  the  Wagner  Elec- 
tric Company,  representing  the  manufacturers;  E.  W. 
Rockafeller  of  the  Western  Electric  Company,  represent- 
ing the  jobbers;  J.  R.  Strong  of  the  Tucker  Electric  Con- 
struction Company,  representing  the  contractors,  and  Hugh 
M.  Wilson  of  the  Electrical  World,  representing  the  trade 
press.  This  committee  will  meet  to  select  the  steering 
committee,  which  will  be  composed  of  men  prominent  in 
the  electrical  industry,  representing  the  General  Electric, 
Westinghouse  and  other  large  manufacturers,  also  the  lead- 
ing central  stations,  jobbers,  contractors  and  dealers  of 
the  country. 

PROGRAMS  OF  ASSOCIATION  MEETINGS 

Pennsylvania   Street    Railway   Association 

At  a  meeting  of  the  executive  committee  of  the  Penn- 
sylvania Street  Railway  Association  held  on  March  5  it  was 
decided  to  hold  the  spring  meeting  of  the  association  at 
Pittsburgh  on  May  11  and  12.  P.  N.  Jones,  general  man- 
ager of  the  Pittsburgh  Railways,  and  T.  B.  Donnelly,  claim 
agent  of  the  West  Penn  Traction  Company,  were  appointed 
a  committee  on  arrangements.  A  committee  on  the  program 
will  be  announced  later. 


Illinois  Electric  Railway  Association 

The  next  meeting  of  the  Illinois  Electric  Railways  Associ- 
ation will  be  held  on  March  19,  at  the  Hotel  Morrison,  Chi- 
cago, 111.  It  is  announced  that  papers  will  be  read  by  J.  M. 
Bosenbury,  superintendent  of  motive  power  and  equipment 
of  the  Illinois  Traction  System,  Peoria,  111.,  and  by  Robert 
M.  Feustel,  formerly  chief  engineer  of  the  Illinois  Public 
Utilities  Commission.  A  list  of  questions  regarding  oper- 
ating problems  brought  up  by  some  of  the  member  compa- 
nies has  been  sent  out  with  the  announcements  of  the  meet- 
ing, which  stated  that  they  will  be  brought  up  for  discus- 
sion.   

Western  Society  of  Engineers 
At  a  meeting  of  the  Western  Society  of  Engineers  to  be 
held  in  Chicago  on  the  evening  of  March  16,  1915,  during 
the  week  of  the  convention  of  the  American  Railway  En- 
gineering Association,  the  results  secured  with  electrified 
steam  roads  will  be  discussed.  W.  S.  Murray,  consulting 
engineer  of  the  New  York,  New  Haven  &  Hartford  Rail- 
road, will  describe  the  results  secured  on  that  road  between 
New  Haven  and  New  York,  a  distance  of  74  miles.  Edwin 
B.  Katte,  chief  engineer  of  electric  traction  of  the  New 
York  Central  Railroad,  New  York,  will  discuss  the  results 
secured  from  electric  operation  on  his  road,  illustrating 
portions  of  his  address  with  lantern  slides.  R.  Beeuwkes, 
electrical  engineer  of  the  Chicago,  Milwaukee  &  St.  Paul 
Railroad,  Butte,  Mont.,  will  read  a  paper  describing  his 
440-mile  electrification,  construction  of  which  is  now  under 
way.  Several  other  engineers  in  charge  of  similar  projects 
have  been  invited  to  take  part  in  the  discussion. 


Iowa  Street  &  Interurban  Railway  Association 

The  fifteenth  annual  convention  of  the  Iowa  section  of  the 
National  Electric  Light  Association  will  be  held  in  Keokuk, 
la.,  on  April  20,  21  and  22.  The  annual  convention  of  the 
Iowa  Street  &  Interurban  Railway  Association  will  be  held 
in  the  same  city  on  April  22  and  23.  The  Iowa  Electrical 
Contractors'  Association  will  also  hold  its  annual  meeting 
at  Keokuk  some  time  during  this  period.  The  members  of 
the  associations  will  be  the  guests  of  the  Keokuk  Electric 
Company  and  the  Mississippi  Power  Company,  Stone  & 
Webster  properties,  and  the  entertainment  will  include  a 
banquet  given  by  the  manufacturers  and  their  representa- 
tives, followed  by  an  illustrated  lecture  on  the  development 
of  the  Keokuk  Water  Power.  It  is  intended  to  charter  one 
of  the  large  Mississippi  River  steamboats  on  the  last  after- 
noon of  the  convention  for  the  purpose  of  a  ride  up  the 
Mississippi  River.  Sessions  will  be  held  on  the  boat  in  the 
afternoon,  and  dinner  will  be  served  en  route.  The  return 
to  Keokuk  will  be  made  at  about  11  p.m.  It  is  not  intended 
to  hold  a  regular  electrical  show,  but  space  will  be  provided 
for  any  salesmen  or  manufacturers  who  wish  to  display 
their  appliances  during  the  convention. 


Financial  and  Corporate 


THE   INVESTMENT  MARKET 

From  interviews  with  prominent  banking  firms  in  New 
York  City  during  the  last  week  it  has  been  ascertained  that 
the  general  condition  of  the  investment  market  since  Jan.  1 
has  been  more  favorable  than  before,  although  the  market 
during  the  last  two  weeks  has  been  a  trifle  slower  on  account 
of  depressing  international  complications. 

There  seems  to  be  a  ready  market  for  good  municipal 
bonds  and  a  strong  demand  for  railroad  and  public  utility 
note  issues.  Since  the  beginning  of  the  year  the  electric  rail- 
way notes  sold  either  in  full  or  in  most  part,  have  included 
the  following:  Winnipeg  Electric  Railway,  6  per  cent  one 
and  two-year  notes,  $1,500,000;  Pacific  Gas  &  Electric  Com- 
pany 5  per  cent  one-year  gold  notes,  $4,000,000,  and  United 
Light  &  Railways  Company  6  per  cent  three-year  notes, 
$1,500,000.  Other  short  term  issues  now  being  placed  are 
Puget  Sound  Traction,  Light  &  Power  Company  6  per  cent 
five-year  bonds,  $557,000;  Massachusetts  Electric  Companies 
5  per  cent  three-year  gold  coupon  notes,  $3,000,000,  and 
United  Gas  &  Electric  Corporation  6  per  cent  three-year 
collateral  notes,  $5,500,000.  A  particular  late  offering  of  in- 
terest is  the  $7,000,000  of  6  per  cent  two-year  gold  notes  of 
the  Montreal  Tramways  &  Power  Company,  Ltd.  Advices  are 
that  most  of  these  have  been  sold  to  new  holders. 

The  electric  railway  bond  market  has  not  been  as  active  as 
the  note  market  during  the  last  two  months,  but  some  issues 
have  appeared,  such  as  the  Massachusetts  Northeastern 
Street  Railway  5  per  cent  twenty-year  bonds,  $707,000;  the 
Middle  West  Utilities  Company  6  per  cent  ten-year  bonds, 
$500,000;  the  Pacific  Power  &  Light  Company  5  per  cent 
twenty-year  bonds,  $1,052,000,  and  the  New  York  State  Rail- 
ways 4%  per  cent  fifty-year  bonds,  $3,000,000.  The  com- 
plete sale  of  the  last  two  issues  indicates  a  strengthening 
market  for  the  longer  issues.  This  fact  is  emphasized  by  the 
recent  placing  of  $27,000,000  of  New  York  State  canal  and 
highway  bonds  at  a  higher  premium  than  expected. 

These  facts  tend  to  indicate  an  abundant  supply  of  cap- 
ital awaiting  investment,  and  it  is  hoped  that  the  trend  to- 
ward the  absorption  of  new  and  attractive  offerings  is  only 
started.  The  most  striking  point  in  connection  with  the  util- 
ity sales  thus  far,  however,  is  that  most  of  them  are  for  re- 
funding purposes.  As  yet  there  is  a  practically  complete  ab- 
sence of  financing  for  new  undertakings. 


WATER  VERSUS  RAIL  TRANSPORTATION 

The  March  trade  letter  of  the  National  Bank  of  Com- 
merce, Detroit,  Mich.,  sets  forth  a  striking  statement  of  the 
attitude  of  the  national  and  state  governments  in  relation 
to  the  steam  and  electric  railroad  industries  as  compared  to 
other  transportation  industries.  This  bank  states  that  it  is 
sometimes  difficult  for  an  observer  to  understand  why  the' 
United  States  and  state  legislatures  bestow  favors  upon 
transportation  by  water  through  granting  liberal  appropri- 
ations, while  at  the  same  time  they  are  busy  enacting  laws 
arbitrarily  to  regulate  and  tax  transportation  by  land. 

New  ship  channels  are  opened,  old  channels  and  harbors 
are  deepened,  additional  lighthouses  and  range  lights  are 
established  and  maintained  at  the  government's  expense, 
and  United  States  engineers  are  stationed  at  the  leading 
ports  to  study  and  recommend  necessary  improvements  to 
be  made  at  the  expense  of  the  federal  government.  Instead 
of  making  similar  appropriations  of  funds,  however,  to  re- 
duce grades,  straighten  curves  and  tunnel  mountains  or  tO' 
maintain  block  signals,  the  government  and  the  state  legis- 
latures reduce  passenger  fares,  increase  taxation,  enact  full- 
crew  laws  and  through  commissions  compel  improvements 
to  be  made  at  the  expense  of  the  railroads. 

Furthermore,   the   national   government   has   created   the- 
Interstate  Commerce  Commission,  representing  the  shipper, 
to  fix  rates  for  the  shippers  and  to  see  that  the  railroads,  if 
they  earn  any  money  at  all,  earn  no  exorbitant  amount.  This 
is    in    great   contrast   to   the    practice   followed   for   wati  r 
borne  commerce,  the  rates  for  which  are  fixed  by  the  com 
panies   themselves  and  are  regulated   only  by  competition. 
This  general  condition  of  affairs  has  caused  railroad  credit 
to  drop  to  a  low  ebb,  and  the  bank  wonders  whether  or  not 
the  railroads  are  receiving  a  square  deal. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


527 


ANNUAL  REPORTS 


Twin  City  Rapid  Transit  Company 

The  comparative  statement  of  income,  profit  and  loss  of 
the  Twin  City  Rapid  Transit  Company,  Minneapolis,  Minn., 
for  the  years  ended  Dec.  31,  1913  and  1914,  follows: 

1914  1913 

Revenues : 

Revenue    from    transportation $9,227,602      $8,818,178 

Revenue  from  operations  other  than  trans- 
portation             72,043  52,158 

Total  revenues   $9,299,645      $8,870,336 

Expenses  : 

Maintenance  of  way  and  structures $419,836  $394,527 

Maintenance    of    equipment 389,660  347,453 

Traffic    expenses    46,579  40,913 

Conducting  transportation    3,170,957  2,923,629 

General    and    miscellaneous    .....—;'. 811,079  794,119 

Total  operating  expenses    $4,838,111      $4,500,641 

Net   operating   revenue $4,461,534     $4,369,695 

Taxes    $593,078         $586,129 

Depreciation    994,072        1,060,000 

Total    taxes   and    depreciation $1,587,150      $1,646,129 

Surplus  available  for  fixed  charges  and  divi- 
dends     $2,874,384      $2,723,566 

Fixed   charges    $986,743         $975,311 

Preferred    stock    dividends 210,000  210,000 

Common   stock  dividends    1,250,514        1,206,000 

Total  fixed  charges  and  dividends.  .$2,447,257      $2,391,311 

Net   income    to  surplus   account $427,127         $332,255 

By  comparison  with  1913,  the  following  increases  during 
1914  were  shown:  gross  revenue,  $429,309,  or  4.84  per 
cent;  operating  expenses,  $337,469,  or  7.5  per  cent,  and 
net  operating  revenue,  $91,839,  or  2.10  per  cent.  The  total 
single-track  mileage  of  the  company  is  436.72,  and  the 
average  total  single-track  mileage  operated  during  1914 
was  418.78.  The  gross  passenger  revenue  was  $9,194,169, 
and  the  gross  passenger  revenue  per  single-track  mile 
operated  was  $21,955. 

During  1914  the  company  carried  184,352,963  revenue 
passengers,  as  compared  to  175,895,811  in  1913,  and  in  1914 
the  transfers  redeemed  numbered  66,742,000,  as  compared 
to  63,914,277  in  1913.  Other  statistics  for  the  two  years 
follow:  operating  percentage  (taxes  included),  1914,  58.4, 
and  1913,  57.35;  operating  percentage  (taxes  and  depre- 
ciation included),  1914,  69.09,  and  1913,  69.3;  percentage 
earned  and  paid  on  preferred  stock,  1914  and  1913,  7;  per- 
centage earned  on  common  stock  (after  depreciation 
charge)  1914,  8.05,  and  1913,  7.65;  percentage  paid  on 
common  stock,  1914  and  1913,  6. 

The  amount  expended  for  new  construction  during  the 
year  was  $1,730,405,  and  for  renewals,  $633,733,  or  a  total 
of  $2,364,138.  New  track  and  extensions  totaling  24.34  miles 
were  built  and  put  in  operation  during  the  year.  Further- 
more, ten  old  cars  were  retired  from  service  and  seventy- 
nine  were  put  in  service. 


Louisville   (Ky.)   Railway 

A  summary  of  the  annual  report  of  the  Louisville  (Ky.) 
Railway  for  the  calendar  year  1914  follows: 

Transportation  revenue    (city  lines) $3,031,452 

Transportation  revenue    (interurban  lines) 555,887 

Revenue    from    mail,    trackage,    advertising   and    power 

(city  lines)    ' 135,030 

Revenue    from    mail,    trackage,    advertising    and    power 

(interurban   lines)     16,390 

Gross  revenues $3,738,759 

Operating  expenses   (city  lines) $1,796,664 

Operating  expenses   (interurban  lines) 359,514 

State,  county  f.nd  city  tax  for  twelve  months  (city  lines)  269,558 
State,  county  and  city  tax  for  twelve  months    (interur- 
ban lines)    31,898 

Interest  on  debt,  paid  and  accrued 606,667 

Dividend  on  preferred   stock 125,000 

Total  operating  expense,  fixed  charges  and  preferred 

dividend     $3,189,301 

Net  income  applicable  to  common  dividends $549,458 

The  revenues  for  the  fiscal  year  were  somewhat  below 
those  of  1913  on  account  of  the  general  depressed  business 
conditions.  In  spite  of  this  fact,  however,  the  usual  com- 
mon dividend  of  $545,650  was  disbursed  from  the  net  income 
of  $549,458,  and  $3,808  was  carried  forward.    On  account  of 


the  extensive  improvements  undertaken  during  1913  the 
company  thought  it  inexpedient  to  do  much  along  this  line 
during  the  last  year.  With  the  exception  of  the  new  shops, 
therefore,  improvements  were  limited.  The  whole  physical 
property  of  the  interurban  lines  was  gone  over  and  placed 
in  better  condition  for  future  development.  Cables  and  con- 
duits were  built  and  improved  during  the  year,  and  con- 
siderable street  and  sewer  construction  work  carried  on  by 
the  city  called  for  outlay  by  the  company  for  track  work. 
Much  of  the  machinery  in  the  new  power  house  at  Twentieth 
and  High  Streets  was  paid  for  in  1914,  this  not  having  been 
tested  and  accepted  in  the  preceding  year. 


Federal   Light  &  Traction  Company 

The  consolidated  comparative  statement  of  income,  profit 
and  loss  of  the  Federal  Light  &  Traction  Company,  New 
York,  N.  Y.,  and  its  subsidiaries  for  the  years  ended  Dec. 
31,  1913  and  1914,  follows: 

1914  1913 

Gross    earnings    $2,416,960      $2,372,174 

Operating   expenses   and   taxes 1,498,684        1,443,234 

Net   earnings    (subsidiary   companies) $918,276         $928,940 

Federal  Light  &  Traction  Company 29,623  36,640 

Total   income    $888,653  $892,300 

Interest   charges    586,155  531,787 

Central   Arkansas  Railway   &  Light   Corp- 
oration    dividend     84,000  63,000 

Federal    Light   &   Traction    Company   divi- 
dend      112,500  150,000 

Net   income   $105,998         $147,51S 

Depreciation  charges  and  inter-company  earnings,  ex- 
penses and  interest  charges  are  not  included  in  the  fore- 
going statement.  During  1914  the  gross  earnings  of  the 
subsidiary  companies  increased  $44,786,  or  1.9  per  cent,  but 
the  operating  expenses  and  taxes  decreased  $55,450,  or 
3.8  per  cent.  The  net  earnings  of  subsidiary  companies 
therefore  decreased  $10,664,  or  1.1  per  cent.  The  earnings 
of  the  holding  company,  however,  increased  $7,017,  so  that 
the  total  income  decrease  was  only  $3,647,  or  0.4  per  cent. 
Interest  charges  increased  $54,368  and  the  Central  Arkan- 
sas Railway  &  Light  Corporation  dividend  $21,000,  while 
the  Federal  Light  &  Traction  Company  dividend  decreased 
$37,500.  Hence  the  net  income  decreased  $41,515,  or  28.1 
per  cent. 

Albany  Southern  Railroad 

The  gross  operating  revenues  of  the  railway  and  light- 
ing departments  of  the  Albany  (N.  Y.)  Southern  Railroad 
for  the  fiscal  year  ended  June  30,  1914,  were  $507,048,  or 
1.97  per  cent.  The  operating  expenses,  including  taxes, 
amounted  to  $381,972,  an  increase  of  13.9  per  cent,  leaving 
a  net  operating  revenue  of  $125,076,  a  decrease  of  22.8  per 
cent.  Retirements  and  replacements  and  other  adjustments 
chargeable  to  fixed  capital  during  the  year  amounted  to 
$13,069,  and  the  surplus  was  adjusted  accordingly. 

During  the  year  the  railway  department  of  the  company 
suffered  diminishing  traffic  and  increased  public  demands. 
When  the  company  attempted  to  meet  the  decrease  in  traffic 
by  cutting  down  a  number  of  trains,  complaint  was  made 
to  the  Public  Service  Commission  and  the  company  was 
obliged  to  replace  the  trains  taken  off.  The  company  on 
March  27  put  into  effect  an  increase  in  rates,  which  was 
also  taken  before  the  Public  Service  Commission.  The  offi- 
cers of  the  company  believe  that  they  can  maintain  the 
increase  as  just  and  equitable.  The  last  winter  was  one 
of  unusual  severity  on  account  of  snow  and  floods.  For 
maintenance  the  company  spent  $55,864,  or  11  per  cent  of 
the  gross  operating  revenue.  The  increase  of  $53,853  in 
operating  expenses  was  caused  by  the  increase  of  $16,142 
in  the  cost  of  conducting  transportation,  and  an  increase 
of  $13,149  in  general  and  miscellaneous  expenses  on  ac- 
count of  larger  accruals  for  accidents  and  damages.  In 
construction  and  new  work  in  this  department  the  com- 
pany expended  $71,856  during  the  year.  This  amount  rep- 
resented one  new  fifty-ton  locomotive,  two  new  steel 
passenger  cars,  five  new  passenger  car  equipments,  paving, 
new  track  work  and  other  miscellaneous  improvements. 

The  report  emphasizes  the  fact  that  the  officers  are  bend- 
ing every  effort  to  secure  equitable  tax  assessments  on  the 
property  of  the  company.  Last  year  the  taxes  amounted 
to  $44,400,  or  8.7  per  cent  of  the  gross  operating  revenue. 


528 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


Slight  reductions  in  the  assessments  recently  filed  indicate 
that  the  company  is  beginning  to  receive  some  recognition 
of  the  unfairness  of  the  assessments.  The  actual  taxes 
assessed  against  the  property  and  paid  in  the  last  fiscal 
year  represent  an  increase  of  more  than  100  per  cent 
within  seven  years. 


EARNINGS   OF   WASHINGTON   COMPANIES 

The  fourth  annual  report  of  the  Public  Service  Commis- 
sion of  Washington,  covering  the  period  from  Sept.  1, 
1913,  to  Nov.  30,  1914,  is  mostly  devoted  to  reports  of  cases 
decided  by  the  commission  and  reprints  of  orders  issued  by 
it.  During  the  year  the  commission  disposed  of  466  formal 
complaints  and  issued  411  formal  orders,  as  compared  to 
428  and  393  in  the  preceding  period.  This  is  the  first  report 
of  the  commission  to  contain  any  financial  statements  for 
electric  railways  in  the  State.     No  comparative  figures  for 


commission,  and  that  it  was  only  an  engineering  estimate. 
As  to  the  commission's  valuation,  the  decision  of  the  com- 
mission says: 

"It  can  fairly  be  said  to  be  an  exhaustive  report,  and 
while  it  is,  of  course,  possible  that  the  final  determination 
of  value  may  increase  the  figures  submitted  therein,  the 
commission  is  not  convinced  that  a  showing  can  be  made 
of  a  value  of  applicant's  plant  equal  to  the  face  value  of  its 
outstanding  bonds." 

The  commission  in  its  investigation  found  itself  ham- 
pered by  the  absence  of  many  important  books  of  the  pre- 
decessor companies.  In  this  regard  the  commission  ex- 
pressed itself  as  follows: 

"The  explanation  was  made  that  these  books  had  been 
burned,  as  it  was  thought  that  their  usefulness  had  ended. 
This  does  not  appear  to  be  a  valid  explanation.  Any  man 
who  has  served  a  big  public  service  corporation  as  long  in 


I 
i 


Table  Showing  Mileage  and  Financial  Figures  for  Electric  Railways  in  Washington  for  Year 

Total  Total  Total  Net 

Mileage  Operating  Opeiating  Operating 

Name  of  Company                                                      Operated  Revenue  Expense  Revenue 

Grays  Harbor  Railway  &  Light  Company 11.94  $124,300  $76,473  $47,827 

Loyal  Railway   1.75  7,739  475 

Olympia  Light  &  Power  Company 6.03  37,190  30,713  6,476 

tPacific  Northwest  Traction  Company 77.47  471,093  232,399  238,694 

Pacific  Traction   Company 24.37  88,305  68,950  19,354 

Puget  Sound  Electric  Company 65.51  500,632  363,337  137,294 

Puget  Sound  International  Railway  &  Power  Company.  .  .      22.06  203,233  137,104  66,128 

tfPuget  Sound  Traction,  Light  &  Power  Company 228.66  3,926,517  2,079,668  1,846,849 

Seattle,  Renton  &  Southern  Railway 24.54  286,728  197,326  89,401 

Spokane  &  Inland  Empire  Railroad 290.42  1,531,650  1,062,704  468,946 

Tacoma  Railway  &  Power  Company 108.06  1,049,659  709,549  340,110 

Walla  Walla  Valley  Railway   26.50  128,946  91,764  37,182 

Washington  Electric  Railway 7.20  1,918  2,107  •188 

tttWashington-Oregon  Corporation   20.18  100,857  78,012  22,844 

Washington  Water  Power  Company,  city  lines 52.39  803,870  761,983  41,887 

Washington  Water  Power  Company,  interurban  lines.  ..  .      23.89  102,785  95,915  6,870 

Western  Washington  Power  Company 5.60  30,478  25,401  5,077 

Willapa  Electric  Railway 5.44  33,656  15,998  17,657 

Yakima  Valley  Transportation  Company 39.19  142,800  117,418  25,383 

•Deficit. 

tlncludes  Seattle-Everett  Traction  Company  and  Whatcom  County  Railway  &  Light  Company. 

tflncludes  Seattle  Electric  Company. 

yftlncludes  Twin  City  Light  &  Power  Company  and  Vancouver  Ti'action  Company. 


;nded  June  30,  1914 

Total 

Average 

Total 

Number  of 

Fare  per 

Taxes 

Passengers 

Revenue 

Paid 

Carried 

Passenger 

$8,280 

2,526,469 

04.713 

5,100 

780,034 

04.806 

37,286 

1,327,653 

26.999 

2,738 

1,868,875 

04.887 

69,633 

2,413,055 

14.003     . 

40,834 

4,056,659 

58.29       , 

601,645 

106,214,389 

04.658 

31,596 

6,320,641 

04.134    : 

150,000 

13,762,819 

08.289  d 

82,358 

25,196,765 

04.998  ■ 

7,264 

1,655,414 

06.519  1 

530 

1 

26,154 

1,342,664 

06.917 

67,320 

18,495,294 

04.923    i 

4,390 

255,557 

02.951  d 

566 

535,588 

04.935  1 

2,109 

1 

6,583 

2,351,978 

04.617  1 

the  preceding  year  are  available  to  indicate  the  business 
condition  in  the  Northwest,  but  the  operating  results  for 
the  year  ended  June  30,  1914,  are  shown  by  the  accompany- 
ing table. 


LOS   ANGELES   TRANSFER   DENIED 

Commission  Refuses  Permission  for   Los  Angeles   Railway 

Corporation    and    City    Railway    of    Los    Angeles    to 

Transfer  Properties  to  The  Los  Angeles  Railway 

The  California  Railroad  Commission  has  issued  an  order 
denying  the  application  of  the  Los  Angeles  Railway  Corpo- 
ration and  the  City  Railway  of  Los  Angeles  for  authority 
to  transfer  their  properties  to  The  Los  Angeles  Railway. 
The  order  provides,  however,  that  the  companies  may  at  a 
later  date  submit  a  modification  of  the  present  application. 
Previous  references  to  this  application  were  made  in  the 
Electric  Railway  Journal  of  Jan.  31  and  Sept.  12,  1914. 

Embodied  in  the  present  application  was  a  request  of 
The  Los  Angeles  Railway  for  authority  (1)  to  issue  com- 
mon stock  to  the  par  value  of  $20,000,000  in  exchange  for 
$20,000,000  of  the  capital  stock  of  the  Los  Angeles  Railway 
Corporation  and  $5,000,000  of  the  capital  stock  of  the  City 
Railway  of  Los  Angeles;  (2)  to  execute  a  mortgage  of  its 
properties,  and  (3)  to  issue  bonds  to  the  face  value  of 
$23,544,000  to  be  exchanged  for  bonds  of  the  Los  Angeles 
Railway  Corporation  and  of  the  City  Railway  of  Los 
Angeles,  on  outstanding  bonds  issued  by  these. 

The  main  question  at  issue  in  the  application  was  the 
value  of  the  two  operating  companies  as  compared  to  the 
$23,544,000  of  bonds  to  be  issued.  A  valuation  of  the  prop- 
erties was  undertaken  in  connection  with  the  application, 
and  various  estimates  of  depreciated  reproduction  value 
were  made,  as  follows:  By  the  City  of  Los  Angeles,  as  of 
Jan.  1,  1913,  $14,782,112;  by  the  Los  Angeles  Railway  Cor- 
poration, as  of  Dec.  1,  1913,  $24,579,566,  and  by  the  engineer- 
ing department  of  the  commission,  as  of  Dec.  1,  1913,  $19,- 
747,767.  With  regard  to  the  figures  submitted  by  the  city 
of  Los  Angeles,  the  engineers  who  prepared  the  report 
stated   that  it  was   not  prepared   for   presentation   to  the 


an  official  capacity  as  have  certain  of  the  officials  of  these 
applicants,  either  did  know  or  ought  to  have  known  the 
extreme  importance  of  preserving  corporate  records.  The 
conclusion  is  justified,  therefore,  that  these  books  were 
either  destroyed  or  allowed  to  be  destroyed  in  order  to  avoid 
a  public  revelation  of  their  contents." 


American  Cities  Company,  New  York,  N.  Y. — At  the  re- 
cent annual  meeting  of  the  American  Cities  Company,  S.  J. 
Dill,  C.  H.  Hardy,  D.  D.  Curran,  Edwin  B.  Parker  and  Walter 
G.  Weiss  were  elected  directors  to  succeed  Irving  Bon- 
bright,  A.  J.  Hemphill  and  S.  Z.  Mitchell,  retired,  and  W.  W. 
Kavanaugh,  deceased,  and  to  fill  a  vacancy. 

Aurora,  Elgin  &  Chicago  Railroad,  Wheaton,  111. — Cassatt 
&  Company,  R.  M.  Stinson  &  Company  and  Henry  &  West, 
Philadelphia,  are  placing  at  981/4  and  interest,  to  yield  6.5 
per  cent,  $800,000  of  three-year  6  per  cent  collateral  trust 
notes  of  the  Aurora,  Elgin  &  Chicago  Railroad.  These  notes 
are  dated  March  1,  1915,  and  are  due  on  March  1,  1918,  being 
redeemable  before  maturity  at  graded  premiums  from  101 
down  to  100%.  They  are  secured  by  deposits  with  the 
trustee  of  $1,067,000  of  first  and  refunding  mortgage  5  per 
cent  bonds,  due  1946,  which  are  a  lien  on  all  the  property  of 
the  company,  and  upon  retirement  of  an  issue  of  Elgin, 
Aurora  &  Southern  Traction  Company  5's  due  on  June  1, 
1916,  will  become  a  first  mortgage  on  one-half  of  the  entire 
property.  Following  these  notes  is  $3,100,000  of  preferred 
stock  giving  6  per  cent  dividends  and  the  same  amount  of 
common  stock.  The  authorization  of  this  issue  was  noted 
in  the  Electric  Railway  Journal  of  Feb.  20. 

Central  Park,  North  &  East  River  Railroad,  New  York, 
N.  Y. — The  separate  answer  of  the  executors  of  the  estate 
of  Thomas  Dolan  to  the  suit  against  Mr.  Dolan,  P.  A.  B. 
Widener  and  George  W.  Elkins,  in  which  they  are  charged 
with  wasting  more  than  $2,000,000  of  the  assets  of  the 
Central  Park,  North  &  East  River  Railroad,  was  filed  on 
March  5  in  the  United  States  District  Court  in  Philadelphia. 
The  principal  points  of  the  defense  are  that  these  men  were 
not  directors  during  the  years  when  it  is  alleged  they  were 
guilty  of  neglect  of  duty;  that  the  transactions  complaini 


1 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


529 


of  as  being  illegal  were  ratified  by  the  stockholders  of  the 
■ompany  when  negotiations  were  being  made,  and  that  the 
statute  of  limitations  of  both  New  York  and  Pennsylvania 
bar  such  claims  as  presented  in  the  suit  (which  are  denied 
as  a  whole).  The  establishment  of  the  minority  stockhold- 
ers' right  to  sue  the  directors  was  noted  in  the  Electric 
Railway  Journal  of  Jan.  16. 

Chicago  (111.)  Elevated  Railways. — The  Chicago  Elevated 
Railways  has  deferred  action  on  the  quarterly  dividend  of 
1%  per  cent  on  the  preferred  participation  shares,  due 
March  1.  Similar  action  was  taken  on  the  Sept.  1  and  Dec. 
1,  1914,  payments.  Officials  of  the  company  say  that  the 
preferred  dividend  was  passed  March  1  because  the  surplus 
earnings  of  the  company  this  year  are  being  used  for  im- 
provements. The  gross  earnings  of  the  company  for  the 
first  two  months  of  1915  were  1  per  cent  more  than  for 
the  first  two  months  of  1914.  The  outlook  is  now  said  to 
be  quite  promising. 

Fairmount  Park  Transportation  Company,  Philadelphia, 
Pa. — Samuel  M.  Clements,  Jr.,  and  William  L.  Chrisman, 
two  members  of  the  reorganization  committee  of  the  Fair- 
mount  Park  Transportation  Company,  were  recently  ap- 
pointed temporary  receivers  for  the  company  by  the  United 
States  District  Court.  On  March  8  the  appointments  were 
made  permanent.  It  is  stated  that  the  proceeding  is  an 
amicable  one,  in  order  to  carry  out  the  reorganization  plan 
of  the  company.  The  details  of  this  plan  and  its  acceptance 
by  the  stockholders  were  noted  in  the  Electric  Railway 
Journal  of  Jan.  16,  Feb.  27  and  March  6. 

Fort  Wayne  &  Springfield  Railway,  Decatur,  Ind. — Pursu- 
ant to  a  judgment  and  decree  of  the  Adams  Circuit  Court 
of  Adams  County,  Ind.,  French  Quinn,  receiver  of  the  Port 
Wayne  &  Springfield  Railway,  will  offer  the  property  of 
the  company  for  sale  on  May  4  at  the  court  house  in  De- 
catur. The  sale  is  to  be  free  of  liens  except  taxes  and  the 
Calhoun  Street  improvement  assessment  in  Fort  Wayne. 
All  bids  must  be  accompanied  by  a  deposit  of  $1,000  in  cash 
or  by  certified  check. 

Hudson  &  Manhattan  Railroad,  New  York,  N.  Y.— The 
directors  of  the  Hudson  &  Manhattan  Railroad  have  de- 
clared an  interest  payment  of  1  per  cent  on  the  company's 
adjustment  income  bonds  for  the  six  months  ended  Dec.  31, 
1914,  payable  on  April  1  at  the  office  of  Harvey,  Fisk  &  Sons. 
This  is  the  same  interest  rate  that  was  used  for  previous 
half-years. 

New  York  (N.  Y.)  Railways. — The  arbitrators  who  will 
decide  the  amount  of  interest  to  be  paid  on  the  New  York 
Railways  adjustment  income  5  per  cent  bonds  for  the  six 
months  ended  Dec.  31,  1914,  are  H.  H.  Porter,  of  Sanderson 
&  Porter;  James  Marwick,  of  Marwick,  Mitchell,  Peat  & 
Company,  and  W.  G.  Ross,  one  of  the  directors  of  the  Mon- 
treal (Que.)  Tramways.  Mr.  Porter  was  chosen  by  the 
New  York  Railways,  Mr.  Marwick  by  the  trustee  of  the 
mortgage,  and  Mr.  Ross,  the  third  arbitrator,  by  the  first 
two.  These  are  the  same  experts  who  arbitrated  the  ques- 
tion of  interest  last  year.  The  payment  on  the  bonds  for  the 
last  half  of  1913  was  2.345  per  cent,  and  the  total  for  the 
year  was  3.98  per  cent,  while  the  rate  for  the  first  six 
months  of  1914  was  1.288  per  cent. 

Petaluma  &  Santa  Rosa  Railway,  Petaluma,  Cal. — The 
annual  report  of  the  Petaluna  &  Santa  Rosa  Railway  for 
the  year  ended  Dec.  31,  1914,  shows  that  the  gross  earn- 
ings decreased  from  $303,645  to  $298,224,  while  the  operat- 
ing expenses  increased  from  $202,621  to  $213,783,  conse- 
quently giving  a  decrease  in  net  earnings  from  $101,023  to 
$84,440.  The  fixed  charges  rose  from  $58,221  to  $60,421, 
so  that  the  surplus  dropped  from  $42,801  to  $24,018.  A  fire 
loss  of  $14,138  in  1914,  and  other  adjustments,  further  re- 
duced that  year's  surplus  to  $11,017.  During  the  year  the 
railway  passengers  increased  from  733,538  to  757,759  and 
the  freight  from  61,968  tons  to  70,265  tons. 

Public  Utilities  Company,  Evansville,  Ind. — Announce- 
ment has  been  made  by  the  Public  Utilities  Company,  which 
is  the  assignee  and  vendee  of  the  Evansville  &  Princeton 
Traction  Company,  that  the  trustees  under  the  mortgage  of 
April  1,  1903,  will  on  April  1,  1915,  at  the  office  of  the  Citi- 
zens' Saving  &  Trust  Company,  Cleveland,  receive  at  105 
and  accrued  interest,  bonds  71  to  80,  inclusive,  issued  by  the 
Evansville  &  Princeton  Traction  Company. 


United  Railways  Investment  Company,  San  Francisco, 
Cal. — The  directors  of  the  United  Railways  Investment 
Company  have  changed  the  fiscal  year  of  the  company  to 
start  with  July  1,  and  the  annual  meeting  this  year  will  be 
held  in  October  instead  of  May.  This  will  enable  the  com- 
pany to  issue  its  annual  report  in  consolidated  form  for  itself 
and  its  subsidiaries.  A  balance  sheet  and  an  income  state- 
ment for  the  year  ended  Dec.  31,  1914,  will  be  sent  to  stock- 
holders this  month,  but  the  complete  pamphlet  report  will 
not  be  issued  until  October. 


DIVIDENDS    DECLARED 

Arkansas  Valley  Railway,  Light  &  Power  Company, 
Pueblo,  Col.,  quarterly,  1%  per  cent,  preferred. 

Brazilian  Traction,  Light  &  Power  Company,  Toronto, 
Ont.,  quarterly,  1%  per  cent,  preferred. 

Brockton  &  Plymouth  Street  Railway,  Plymouth,  Mass., 
3  per  cent,  preferred. 

Cleveland  (Ohio)  Railway,  quarterly,  1%  per  cent. 

Columbus  Railway,  Power  &  Light  Company,  Columbus, 
Ohio,  quarterly,  1%  per  cent,  preferred,  series  A. 

New  York  State  Railways,  Rochester,  N.  Y.,  quarterly, 
1%  per  cent,  preferred;  quarterly,  1  per  cent,  common. 

Twin  City  Rapid  Transit  Company,  Minneapolis,  Minn., 
quarterly,  1%  per  cent,  preferred;  quarterly,  1%  per  cent, 
common. 

United  Light  &  Railways  Company,  Grand  Rapids,  Mich., 
quarterly,  IV2  per  cent,  first  preferred;  quarterly,  three- 
quarters  of  1  per  cent,  second  preferred. 

United  Traction  &  Electric  Company,  Providence,  R.  I., 
quarterly,  IM  per  cent. 

West  End  Street  Railway,  Boston,  Mass.,  $1.75. 

Wisconsin-Minnesota  Light  &  Power  Company,  Eau 
Claire,  Wis.,  quarterly,  1%  per  cent,  preferred. 

ELECTRIC   RAILWAY  MONTHLY   EARNINGS 


AURORA,    ELGIN    &   CHICAGO    RAILROAD, 
Gross      Operating         Net 
Period  Earnings    Expenses 

lm.,Jan.,      'ID       $144,145    •$136,100 
1  "         "         '14         152,762       •142,642 

7 15      1,241,521   •1,060,747 

7  "         "  '14      1,289,952    •1,058,040 


WHBATON,    ILL,. 

Fixed  Net 

Earnings  Charges  Surplus 

$8,045         $2,989  $5,056 

10,119              347  9,772 

180,775         24,670  156,105 

231,912           2,429  229,485 


CITIES    SERVICE   COMPANY,    NEW  YORK,   N. 
Im.,  Jan.,      '15       $425,900         $12,929     $412,972       $40,833 


1 

12" 
12  • 


'14 
'15 
'14 


414,759 
3,945,594 
2,417,181 


3,586       411,174 
126,251   3,819,344 
83,215   2,333,966 


29,167 
431.667 
152,229 


Y. 

$372,139 

382,007 

3,387,677 

2,181,737 


CLEVELAND,    SOUTHWESTERN    &    COLUMBUS    RAILROAD, 

CLEVELAI^D,     OHIO. 

Im.,  Jan.,      '15         $93,315         $59,158       $34,157       $32,053         $2,104 

1 14  94,052  60,141         33,911         31,895  2,016 

HUDSON  &  MANHATTAN  RAILROAD,  NEW  YORK,  N.  Y. 
Im.,  Dec,     '14       $489,345     ^$194, 720    $294,626       $33,648    $260,97* 
1  "         "         '13         502,473       ^209, 909       292,564         37,458       255,106 

6 14      2,715,265   •I, 117, 709   1,597,556       208,283   1,389,274 

6 13      2,741,203   ^1,171,218   1,569,985       201,263   1,368,722 

INTERBOROUGH    RAPID    TRANSIT,    NEW    YORK,    N.    Y. 
Im.,  Jan.,     '15   $2,878,732   $1,327,436  $1,551,296    $912,571   t$686,354 


•14  2,933,870  1,312,684  1,621,186  912,671  t752,765 
'15  19,149,437  8,731,614  10,417,823  6,372,390  t4, 376, 309 
'14   18,933,323      8,698,179  10,606,136   6,580,797^4,025,339 


NORTHERN  OHIO  TRACTION  &  LIGHT   COMPANY,  AKRON, 

OHIO 

Im.,  Jan.,     '15       $280,839       $181,979       $98,860       $65,758  $33,102 

1 14         270,961         171,291         99,670         64,034  35,635 

NORTHERN  TEXAS  ELECTRIC  COMPANY,  FORT  WORTH, 

TEXAS 
Im.,  Dec,     '14       $162,561       '$87,543       $75,018       $28,698       $46,320 

1 13         184,876       '102, 572         82,304         24,052         58,252 

12 14      2,071,099    •I, 151, 237       919,861       317,503       602,358 

12  •'         "         '13      2,132.200   •1,179,941       952,259       286,918       665,341 

PENSACOLA   (FLA.)    ELECTRIC  COMPANY 

Im.,  Dec,     '14         $20,107       •$12,608         $7,499         $7,251  $248 

1 13           26,291         •15,020         11,271           7,062  4,209 

12 14         264,841       ^168, 793         95,048         86,728  8,320 

12  '■         •'         '13         285,758       '182,738       103,020         81,102  21,91S 

PUGET  SOUND  TRACTION,  LIGHT  &  POWER  COMPANY, 

SEATTLE,  WASH. 

Im.,  Dec,     '14       $717,550    •$415,775    $301,776    $177,741     $124,035 

1  "         "         '13         790,307       •435,126       355,181       174,407       180,774 

12"         "         *14      8,450,974    ^5, 007, 008   3,443,966   2,118,856   1,325,110 

12  "         "         '13      8,613,599    •5,008,375   3,605,224   2,063,019   1,542,205 

TWIN  CITY  RAPID  TRANSIT  COMPANY,  MINNEAPOLIS, 

MINN. 
Im.,  Jan.,     '15       $769,292       $531,540    $237,752 
1 14         746,006         493,609       252,397 


$53,000    $184,752 
49,615       202,782 


•Includes  taxes.     {Includes  other  income. 


530 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


Traffic  and  Transportation 


THE  "JITNEY"  BUS 

Cities  and  Legislatures  Striving  for  Adequate  Regulatory 

Measures — The  "Jitney"  Finishes  Its  Sweep  of  the 

Country  in  Less  Than  Four  Months 

The  features  that  stand  out  prominently  this  week  in  con- 
nection with  developments  involving  the  "jitney"  are  the 
veto  by  the  Mayor  of  Los  Angeles  of  the  regulatory  measure 
there  and  the  decision  of  Judge  W.  A.  Sloane  of  the  Superior 
Court  at  San  Diego  denying  the  application  of  the  city  for 
an  injunction  against  the  Red  Star  Auto  Bus  Company  and 
holding  that  buses  are  not  required  to  obtain  a  franchise  in 
San  Diego  although  subject  to  regulation  by  ordinance. 

The  much-,revised  ordinance  to  regulate  the  operation  of 
"jitney"  buses  in  Los  Angeles  was  passed  unanimously  by 
the  City  Council  on  Feb.  27.  On  March  3,  Mayor  Rose 
vetoed  the  ordinance,  holding  that  the  measure  was  insuffi- 
cient and  not  fully  calculated  to  remedy  traffic  conditions. 
The  ordinance  did  not  limit  the  fare  to  5  cents.  This  was 
regarded  as  due  to  the  comment  of  Councilman  Conwell, 
who  said:  "It  is  a  physical  impossibility  to  operate  the 
cars  (the  'jitney'  buses)  at  a  profit.  The  owners  tell  us 
that  the  passengers  on  the  running  boards  are  the  profits 
of  the  business.  The  truth  is  that  these  passengers  are  a 
loss,  for  they  destroy  the  light  cars  and  cause  an  expense 
in  repairs  and  maintenance  that  would  greatly  offset  the 
gross  revenue.  The  'jitney'  is  here  to  stay,  but  its  mission 
is  rapid  transit  de  luxe  and  not  a  5-cent  proposition." 

The  Los  Angeles  ordinance  provided  in  short  that  permits 
should  be  secured  from  the  Police  Commissioners;  that  all 
applicants  take  examinations  and  demonstrate  their  ability 
properly  to  handle  cars  in  the  congested  districts  and  give 
bond  in  the  sum  of  $5,000;  that  drivers  file  photographs  of 
themselves  for  identification;  that  all  permits  set  forth 
routes;  that  drivers  be  permitted  to  deviate  three  blocks 
either  way  to  deliver  passengers  to  their  homes;  that  all 
buses  be  equipped  with  non-skid  tires  and  with  non-skid 
chains  in  wet  weather;  that  in  congested  districts  buses 
stop  50  ft.  from  street  intersections  to  discharge  or  take  on 
passengers  and  75  ft.  at  intersections  where  street  cars 
turn  on  or  ofi^  the  street;  that  the  interior  of  buses  be 
lighted;  that  regulation  signs  be  carried,  showing  the  route 
and  fares  charged;  that  passengers  be  permitted  to  stand 
on  the  running  board  next  to  the  driver's  seat;  that  no 
color  line  be  drawn,  and  that  hand  baggage  be  held  in  the 
laps  of  passengers. 

In  his  veto  message  Mayor  Rose  said  that  2093  rent  per- 
mits for  automobiles  and  2487  public  chauffeur  licenses  had 
been  issued  since  April  17,  1914.  Before  the  "jitney"  bus 
started  in  Los  Angeles  the  total  number  of  automobile  per- 
mits issued  was  350.  On  Dec.  31,  1914,  600  "jitney"  bus 
permits  were  not  renewed.  Since  Jan.  1,  1915,  300  had 
dropped  out  of  business.  There  were  permits,  however,  at 
the  present  time  for  700  "jitney"  buses.  He  said  that  these 
buses  averaged  130  miles  a  day,  which  meant  about  sixteen 
one-way  trips  during  the  rush  hours  when  the  traffic  was 
heaviest.  In  round  numbers  this  meant  11,200  trips  every 
day,  equivalent  to  adding  11,200  vehicles  during  rush  hours 
to  streets  already  choked  with  traffic  pertinent  to  the  busi- 
ness conducted  upon  the  streets.  It  seemed  to  him  ex- 
tremely unfair  and  unjust  to  the  merchants  and  taxpayers 
to  inflict  this  additional  burden  upon  the  thoroughfares  with- 
out their  consent,  against  their  wishes  and  greatly  to  their 
detriment.  The  Mayor  recommended  the  amendment  of 
the  ordinance  .so  as  to  increase  the  indemnity  bond  from 
^5,000  to  $10,000  for  the  reason  that  while  $5,000  might 
possibly  recompense  one  injured  person  there  was  no  assur- 
ance that  injury  would  be  confined  to  one  or  even  two  per- 
sons. He  further  recommended  that  in  the  event  of  the 
passage  of  a  "jitney"  bus  ordinance,  a  special  commission 
should  be  created  to  examine  applicants  for  permits. 

As  previously  stated,  Judge  Sloane  at  San  Diego  held 
that  "jitney"  buses  operating  along  the  streets  of  that 
city  were  not  required  to  obtain  a  franchise  from  the  city. 
Judge  Sloane  held  in  short  that  the  "jitney"  bus  does  not 
actually   appropriate   any   part   of   the   highway   which    it 


traverses  and  that  it  is  not  therefore  subject  to  the  present 
franchise  law.  He  admitted  the  power  of  the  Legislature 
to  enact  a  law  giving  municipalities  the  right  to  require 
franchises,  but  said  this  power  was  not  now  vested  in  the 
municipalities.     He  said  in  this  connection: 

"It  appears  to  me  that  the  city  of  San  Diego  has  ample 
authority  under  its  police  power  to  place  practically  every 
restriction  and  requirement  upon  the  auto  bus  traffic  that 
would  be  available  under  the  limitations  of  a  public  fran- 
chise." 

In  conclusion  the  Judge  said: 

"It  would  seem,  therefore,  to  be  well  within  the  province 
of  the  police  powers  of  the  city  of  San  Diego  to  regulate 
the  traffic  on  the  streets  not  only  to  avoid  congestion  and 
maintain  a  proper  distribution  of  travel,  but  to  promote 
and  preserve  the  highest  efficiency  and  safety  in  the  mat- 
ters of  public  transportation." 

Another  important  development  in  connection  with  the 
move  for  the  regulation  of  the  bus  was  the  hearing  before 
the  Massachusetts  Legislative  committee  on  mercantile 
affairs  held  on  March  4  upon  the  bill  introduced  by  the 
Massachusetts  Street  Railway  Association  to  license  pri- 
vate bus  lines  and  place  them  under  the  jurisdiction  of  the 
Public  Service  Commission.  Bently  W.  Warren,  counsel  for 
the  association,  outlined  the  features  of  the  bill,  which  was 
summarized  in  the  Electric  Railway  Journal  of  Jan.  30, 
1915,  page  258.  The  bill  provides  for  licensing  automobiles 
carrying  eight  or  more  passengers  for  hire  and  secures  re- 
covery for  damages  to  passengers,  through  the  jurisdiction 
of  the  Massachusetts  Highway  Commission.  A  road  tax  is 
also  included,  graduated  according  to  weight.  Mr.  Warren 
pointed  out  that  the  electric  railways  represented  in  the 
Massachusetts  Association  desired  protection  against  irre- 
sponsible agents  of  transportation  and  touched  upon  the 
menace  of  the  "jitney"  to  existing  transportation  com- 
panies, which  are  responsible  agents  and  cannot  do  a  hap- 
hazard business.  If  the  street  railway  could  pick  its  own 
hours  for  operating  as  the  "jitneys"  do,  the  railways  would 
not  be  seeking  legislation.  He  suggested  that  if  committees 
could  not  find  time  to  go  into  the  matter  thoroughly  before 
the  close  of  the  present  session,  it  might  be  well  to  call  for 
an  investigation  by  a  recess  committee  or  special  commis- 
sion, with  report  at  the  next  session.  Many  representative 
business  men  also  appeared.  In  general  the  speakers  de- 
clared that  they  were  satisfied  with  the  existing  electric 
railway  service  in  their  communities;  that  the  entrance  of 
the  "jitney"  had  proved  a  menace  to  the  safety  of  the 
public,  and  that  the  operators  of  the  "jitneys"  should  be 
held  rigidly  responsible  in  attempting  to  perform  the  duties 
of  common  carriers. 

The  demand  for  proper  regulation  has  been  extremely  in- 
sistent elsewhere.  Besides  the  bill  introduced  into  the 
Legislature  of  Indiana  and  lost,  and  the  bill  introduced  into 
the  Massachusetts  Legislature,  just  referred  to,  measures 
have  appeared  in  the  Kansas  and  the  New  York  Legisla- 
tures. The  original  "jitney"  bill  in  the  Kansas  Legisla- 
ture was  killed  by  the  railroad  committee  of  the  Senate 
after  having  successfully  passed  the  House.  This  measure, 
amended,  has  been  revised  and  is  expected  to  be  reported 
out  of  committee  and  put  on  the  calendar.  In  connection 
with  the  bill  introduced  in  the  Legislature  of  New  York  on 
March  5  it  may  be  recalled  that  in  the  annual  report  of  the 
Public  Service  Commission  for  the  Second  District  of  New 
York  that  commission  recommended  that  auto  buses  be  re- 
moved from  regulation  by  it,  saying  that  "a  year's  experi- 
ence with  auto  bus  lines  has  convinced  us  that  the  law 
making  them  common  carriers  and  subject  to  the  regulations 
of  the  commission  should  be  repealed."  In  this  connection 
the  commission  said  that  142  applications  for  certificates 
of  public  convenience  and  necessity  for  these  lines  had  been 
made  to  the  commission  up  to  Jan.  1  and  that  not  one  of 
them,  when  the  application  was  in  proper  form  and  when 
the  route  lay  over  State  or  county  highways,  had  been  de- 
nied. The  measure  now  before  the  Legislature  introduced 
by  Senator  Thompson  prohibits  a  belt  line,  stage  route, 
vehicle  line  or  any  vehicle  carrying  passengers  at  the  rate 
of  fare  of  15  cents  or  less  for  each  passenger  within  the 
limits  of  a  city,  or  in  competition  with  another  common  car- 
rier which  is  required  by  law  to  obtain  the  consent  of  the 
local  authorities  of  a  city  to  operate  over  the  streets  of  such 
city  from  operating  over  any  street  in  any  city,  except  New 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


531 


York  City,  or  from  receiving  a  certificate  of  public  con- 
venience and  necessity  until  the  ovi^ners  of  such  routes  or 
lines  shall  have  procured,  after  public  notice  and  hearing, 
the  consent  of  the  local  authorities  of  the  city. 

It  is  reported  generally  that  a  bill  is  to  be  introduced  into 
the  State  Legislature  of  Tennessee  providing  for  a  State 
tax  of  $150  annually  on  each  "jitney"  bus  operated  in  Ten- 
nessee. Of  the  proposed  tax  it  will  probably  be  provided 
that  $50  shall  go  to  State  highway  fund,  $50  to  the  county 
road  fund,  and  $50  to  the  city  street  fund. 

The  ordinance  providing  rigid  restrictions  for  "jitney" 
automobiles  and  buses  has  been  passed  to  third  reading 
by  the  City  Council  of  Portland,  Ore.  It  provides  for  the 
regulation  of  "jitneys  "until  Sept.  1  on  a  license  or  permit 
basis.  After  Sept.  1  the  measure  stipulates  as  a  require- 
ment a  franchise  from  the  city  if  they  continue  in  opera- 
tion. The  special  licenses  which  are  to  be  required  will  per- 
mit the  operation  on  the  one  route.  Licenses  are  to  be 
revoked  for  cause.  The  route  is  to  be  designated  and  opera- 
tion on  other  streets  is  to  be  prohibited.  Streets  to  be  used 
for  "jitneys"  are,  as  far  as  possible,  to  be  unoccupied  by 
street  cars.  Changing  of  routes  by  any  "jitney"  driver  can 
be  made  only  on  written  application  sent  to  the  Commis- 
sioner of  Public  Utilities,  who  is  empowered  to  refuse  to 
license  a  driver  when  additional  bus  service  appears  not 
to  be  needed.  The  "jitney"  must  operate  continuously  every 
day  from  6  a.  m.  to  12  o'clock  midnight  except  Sundays, 
when  service  may  start  at  7  a.  m.  The  rate  of  fare  is  to  be 
not  more  than  5  cents.  No  car  is  to  carry  passengers  in 
excess  of  the  seating  capacity.  License  fees  of  $5  a  month 
for  a  car  carrying  eight  or  fewer  passengers  and  $10  a 
month  for  a  car  carrying  more  than  eight  passengers  are 
to  be  collected  monthly.  A  bond  for  the  protection  of  pas- 
sengers is  to  be  exacted.  The  route  of  each  car  is  to  be 
painted  on  the  windshield  and  on  each  side  of  the  car.  A 
fine  of  not  more  than  $200  or  ninety  days  in  jail  is  to  be 
exacted  for  violation  of  the  ordinance. 

In  Louisville  the  finance  committee  of  the  lower  board 
of  the  General  Council  is  considering  an  ordinance  which 
would  fix  licenses  to  be  paid  by  owners  and  drivers  of 
buses.  According  to  the  first  chapter  of  the  measure  any 
person,  firm  or  corporation  engaged  in  the  business  of 
carrying  passengers  via  automobiles  or  other  power-driven 
vehicle  in  Louisville  or  who  should  use  his  automobile  or 
other  power-driven  vehicle  for  such  purpose  must  procure 
a  license  for  each  vehicle.  The  fee  is  fixed  at  $25  a  year 
for  a  vehicle  of  a  capacity  of  not  less  than  two  or  more 
than  six  passengers,  at  $35  for  a  vehicle  with  a  seating 
capacity  of  not  less  than  seven  or  more  than  ten  passen- 
gers, and  $50  for  vehicles  with  a  seating  capacity  of  more 
than  ten  passengers.  License  tags  are  to  be  conspicuously 
attached  to  each  car.  Penalties  to  be  assessed  for  viola- 
tions of  the  measure  range  from  $5  to  $10  for  each  offense. 

In  Nashville,  Tenn.,  a  "jitney"  regulatory  measure  has 
passed  the  Board  of  City  Commissioners  on  its  third  read- 
ing. It  contains  a  number  of  provisions  that  are  restrictive 
in  the  extreme.  A  license  fee  of  $60  is  required.  Appli- 
cants must  first  undergo  an  examination  as  to  their  ability 
and  the  condition  of  their  cars.  Each  license  holder  must 
deposit  a  $5,000  insurance  policy  with  the  city.  Drivers 
must  not  smoke  or  drink  intoxicants  while  on  duty,  and  in 
cases  of  a  special  attraction  not  more  than  half  of  the  cars 
regularly  run  on  any  route  may  be  deviated  to  that  service. 
A  maximum  fare  of  5  cents  is  allowed  and  each  car  must 
bear  a  sign  indicating  in  plain  letters  the  route  it  tra- 
verses. To  secure  a  license  to  operate  an  automobile  and 
carry  passengers,  the  driver  must  be  eighteen  years  of  age. 

The  licensing  of  cars  under  the  new  ordinance  passed 
at  Fort  Worth,  Tex.,  was  begun  immediately  after  the 
measure  went  into  effect.  Up  to  the  time  the  new  ordinance 
became  effective  269  "jitney"  licenses  had  been  issued. 

Recent  developments  in  the  public  discussion  of  the  ordi- 
nance to  regulate  "jitneys"  now  pending  before  the  Council 
of  Atlanta,  Ga.,  would  seem  to  indicate  conclusively  that 
the  real  influence  behind  the  spread  of  the  movement  is  the 
automobile  interests,  focused  by  local  dealers,  agents  and 
branch  managers.  Many  of  these  latter  are  advertisers 
and  the  newspapers  appear  to  be  sympathetic  for  their 
welfare. 

The  "jitney"  has  apparently  completed  its  sweep  of  the 


country.  Starting  in  Los  Angeles  the  movement  spread 
north  and  south  simultaneously,  cars  appearing  in  the  States 
of  Washington  and  Texas  about  the  same  time.  Then  came 
the  invasion  of  the  Southern  states,  cars  appearing  in  New 
Orleans,  Birmingham,  and  other  cities.  The  spread  of  the 
"jitney"  idea  is  perhaps  best  instanced  by  reference  to  the 
"jitney"  bus  item  which  appeared  in  the  Electric  Railway 
Journal  of  Nov.  28, 1914.  The  correspondent  of  the  Electric 
Railway  Journal  at  San  Francisco  said  in  substance  at 
that  time  that  there  had  recently  been  an  enormous  in- 
crease in  the  number  of  privately  owned  automobiles  that 
solicit  fares  at  5  cents  each  on  the  streets  of  Los  Angeles 
and  that  the  public  utilities  committee  of  the  city  an- 
nounced it  would  hold  a  public  hearing  on  Nov.  27  to  con- 
sider the  matter.  Since  then  the  development  has  been 
followed  from  week  to  week  in  the  Electric  Railway 
Journal. 

Among  the  cities  "Farthest  North"  that  report  the  in- 
stallation of  "jitney"  bus  services  are  Erie,  Pa.,  Buffalo, 
N.  Y.,  Rochester,  N.  Y.,  Portland,  Me.,  and  Toronto,  Ont. 
In  the  South,  Richmond  is  among  the  additional  cities  which 
have  been  invaded.  A  few  days  ago  it  was  announced  that 
the  "jitney"  service  in  St.  Louis  would  be  augmented  by 
twenty-five  "jitneys"  placed  in  operation  by  the  St.  Louis 
Rapid  Transit  Company,  under  the  supervision  of  Lee  Mas- 
singale,  for  many  years  associated  with  the  United  Rail- 
ways. 

That  the  service  of  the  "jitneys"  broke  down  lamentably 
during  the  recent  storm  in  the  Central  West  is  instanced  by 
the  report  received  from  the  Kansas  City  correspondent 
of  this  paper.  The  Metropolitan  Street  Railway  of  that 
city  had  to  contend  with  a  fall  of  snow  totaling  more  than 
1  ft.  on  the  evening  of  March  4  and  the  following  day. 
There  was  interruption  of  traffic  early  in  the  evening  on 
some  lines,  but  sweepers  kept  the  tracks  clear  during  the 
night.  On  March  5  the  greatest  diflSculty  was  in  the  wagon 
and  automobile  traffic  that  obstructed  the  center  of  the 
street  where  the  street  railway  had  cleared  the  way.  The 
Park  Board  had  cleared  many  of  the  boulevards,  but  snow 
piled  at  intersections  caused  most  traffic  to  stick  to  the 
street  railway  track.  The  storm  kept  the  "jitneys"  indoors 
during  the  afternoon  and  evening  of  March  4,  and  on  the 
morning  of  March  5  only  a  few  of  the  small  cars  and  none 
of  the  large  ones  ventured  out.  When  the  cars  did  begin  to 
reappear  they  made  for  the  spaces  cleared  by  the  street 
railways.  In  this  connection  the  following  account  from 
the  Kansas  City  Journal  of  March  5  will  be  appreciated: 

"The  heavy  fall  of  snow  yesterday  and  last  night  did  not 
seriously  disarrange  the  schedules  of  the  'jitney'  service. 
Those  who  feared  that  the  drifting  snow  would  make  the 
streets  impassable  for  the  cars  were  unaware  of  the  re- 
sourcefulness of  the  'jitney'  management.  As  soon  as  the 
drifts  began  to  impede  the  progress  of  the  'jitneys,'  heavy 
fourteen-cylinder  motor  trucks,  with  revolving  sweeper  at- 
tachments, were  brought  into  service  and  the  routes  tra- 
versed by  the  different  'jitneys'  were  soon  swept  clean.  The 
sweepers  were  followed  by  sand  sprinkling  cars,  and  in- 
clines and  curves  were  heavily  sanded  to  prevent  skidding. 

"While  passengers  shivered  in  the  movable  dungeons 
operated  by  the  soulless  Metropolitan  Street  Railway,  it 
was  a  pleasure  to  note  that  the  'jitneys'  maintained  a  de- 
gree of  summer  heat  through  the  use  of  electric  warmers 
and  toasters.  The  'jitney'  has  again  demonstrated  that 
neither  rain,  nor  hail,  nor  snow,  nor  callous  criticism  can 
keep  it  in  its  cozy  garage.  It  can  traverse  the  rain-flooded 
streets  like  a  duck  across  a  placid  pond  and  it  can  negotiate 
a  snowdrift  like  a  Norwegian  on  skis.  It  is  warm  in  win- 
ter, cool  in  summer,  and  a  joy  and  a  delight  forever.  If 
the  Metropolitan  Street  Railway  management  would  desist 
from  sowing  the  streets  with  tacks  and  horseshoe  nails 
and  broken  glass  the  'jitney'  management  might  say,  with 
the  late  lamented  Mr.  Dana: 

"We  may  be  happy  yet. 
You  bet." 

This  story  was  headed  "As  Written  by  A.  Ananias — Being 
a  Reversed  English  Account  of  the  'Jits'  and  Snow." 

Fixed  i-esponsibility  in  the  "jitney"  bus  business,  so  far 
as  it  applies  to  cities  of  the  first  class,  is  provided  in  a  bill 
hacked  by  the  road  and  bridges  committee  which  passed  the 
Washington  House  on  March  1.     The  new  act  requires  a 


532 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


bond  of  $1,000  to  be  filed  with  the  Secretary  of  State  upon 
application  for  a  license,  for  which  a  fee  of  $5  will  be 
charged.  No  other  fee  will  be  exacted  during  the  life  of 
the  bond.  The  bill  in  no  way  interferes  with  future  control 
of  the  "jitneys"  by  municipal  authorities.  The  first  section 
of  the  bill  makes  it  unlawful  for  any  person,  firm  or  cor- 
poration, other  than  a  steam,  street  or  interurban  railway 
to  transport  passengers  for  hire  in  any  motor  propelled 
vehicle  on  any  public  street  or  highway  within  the  corpo- 
rate limits  of  a  city  of  the  first  class  without  having  first 
obtained  a  license. 

The  auto  bus  line  in  Jamaica,  L.  I.,  which  is  included  in 
the  Borough  of  Queens,  Greater  New  York,  has  suspended 
service.  Jamaica  has  a  population  of  approximately  100,000 
people  and  it  is  an  important  terminal  and  junction  point  on 
the  Long  Island  Railroad.  It  is  served  by  the  lines  of  the 
Brooklyn  Rapid  Transit  Company,  the  New  York  &  Queens 
County  Railway  and  the  Manhattan  &  Queens  Traction  Cor- 
poration, but  the  service  of  all  of  these  lines  is  through 
service  rather  than  local.  The  grant  by  the  New  York 
Board  of  Estimate  of  a  franchise  to  the  Jamaica  bus  line 
was  an  experimental  one,  and  two  cars  were  operated  in  a 
purely  local  Jamaica  service.  The  line,  according  to  reports, 
has  never  succeeded  in  paying  even  its  running  expenses,  the 
operations  being  handicapped  by  insufficient  equipment. 


BROOKLYN  TRANSIT  INQUIRY 

D.  A.  Marsh,  of  counsel  for  the  Brooklyn  (N.  Y.)  Heights 
Railroad  and  other  surface  companies  involved  in  the  Public 
Service  Commission's  investigation  predicated  upon  the 
report  of  Joseph  Johnson,  chief  of  the  transit  bureau  of  the 
commission,  made  his  final  argument  on  March  8  before  the 
commission,  summing  up  the  testimony  and  the  company's 
contentions  in  the  case.  Mr.  Marsh  presented  to  the  com- 
mission a  brief  in  which  he  said : 

"The  companies  protest  on  behalf  of  their  stockholders 
that  the  present  investigation  has  been  wholly  superficial 
and  is  entirely  inadequate  as  a  basis  on  which  to  frame  a 
general  service  order  which  may  jeopardize  the  corporate 
property  and  may  even  spell  financial  ruin  to  those  corpora- 
tions. 

"Experienced  railroad  men,  and,  we  believe,  competent 
men,  are  doing  their  level  best  to  give  the  best  possible 
service  in  Brooklyn  under  existing  conditions.  This  has 
been  publicly  admitted  by  at  least  two  of  the  members  of 
this  commission  who  had  sufficient  backbone  to  face  criti- 
cism and  express  their  honest  convictions.  It  may  be  in- 
teresting to  the  commission  to  know  that  E.  G.  Connette, 
president  of  the  International  Railway,  Buffalo,  and  form- 
erly in  the  employ  of  the  commission,  in  a  recent  address 
is  reported  to  have  stated,  in  justification  of  the  service 
given  on  his  road,  as  follows:  'With  the  exception  of 
Brooklyn,  we  have  the  most  scientific  schedule  of  any  road 
in  the  country.' 

"The  transit  bureau  admitted  upon  the  hearing  that  in 
making  up  its  report  it  had  considered  neither  the  effect  of 
the  new  rapid  transit  lines  now  under  construction,  the 
variations  in  travel  resulting  from  the  new  transfer  system, 
nor  the  question  whether  the  company  was  financially  able 
to  furnish  the  service  proposed  in  the  report.  Neither  had 
standards  of  service  elsewhere  been  taken  into  consideration. 

"The  new  transfer  system  went  into  effect  on  June  1, 
1914,  giving  practically  universal  transfers  at  all  inter- 
sections, including  the  lines  of  the  Coney  Island  &  Brooklyn 
Railroad,  which  was  a  short  time  before  made  a  part  of  the 
Brooklyn  Rapid  Transit  System.  As  a  result  of  this  new 
transfer  system  the  travel  immediately  began  to  shift,  and 
is  still  shifting." 

The  December  Grand  Jury,  which  had  been  investigating 
the  Brooklyn  Rapid  Transit  Company,  reported  to  County 
Judge  Hylan  on  March  6,  roundly  censured  the  Public 
Service  Commission,  and  referred  to  the  instances  of 
inadequate  service,  but  it  failed  to  indict.  Judge  Hylan 
said:  "If  the  conditions  in  this  borough  do  not  improve,  I 
shall  get  the  evidence  and  present  it  to  some  future  Grand 
Jury.  You  must  not  think  I  regard  your  investigation  as  a 
fruitless  one.  The  Public  Service  Commission  has  been 
stirred  into  action;  the  legislative  committee  has  investi- 
gated and  the  health  department  has  also  taken  action." 


IMPORTANT  INTERCHANGE  DECISION 

The  United  States  Supreme  Court,  in  a  decision  handed 
down  on  March  8,  upheld  the  order  of  the  Michigan  Rail- 
road Commission  to  require  the  Michigan  Central  Railroad 
to  make  a  physical  connection  with  the  interurban  line  of 
the  Detroit  United  Railway  at  Oxford,  Mich.  The  decision 
is  interpreted  to  mean  that  the  Railroad  Commission  has 
authority  to  order  physical  connections  and  the  interchange 
of  traffic  between  steam  and  electric  lines  throughout  the 
State,  a  power  which  has  been  questioned  by  the  steam 
railroads  up  to  this  time.  There  are  a  number  of  places 
in  the  State  where  physical  connections  of  this  kind  are 
desired  by  shippers  in  order  to  facilitate  the  handling  of 
freight  and  it  is  expected  that  application  for  such  con- 
nection where  practicable  will  be  made  by  interested  ship- 
pers. The  electric  line  affected  by  the  decision  runs  from 
Detroit  to  Flint,  and  from  Oxford  to  Flint  it  has  been 
equipped  with  water  tanks  and  other  necessities  for  loco- 
motive use  in  order  that  locomotives  may  be  operated  on 
the  division  if  necessary.  The  line  is  suitable  for  freight 
car  operation  in  that  it  runs  on  private  right-of-way  en- 
tirely except  through  the  villages  en  route. 


CHICAGO    SERVICE    ORDINANCE 

A  service  standard  ordinance  for  non-rush  hours,  the  pro- 
visions of  which  were  printed  in  the  Electric  Railway 
Journal  of  March  6,  page  486,  has  been  passed  by  the 
Chicago  City  Council.  In  compliance  with  the  findings  of 
the  Board  of  Supervising  Engineers  more  than  a  year  ago 
regarding  equipment  requirements  to  take  care  of  the  in- 
crease in  traffic  in  Chicago,  the  local  transportation  com- 
mittee passed  an  order  that  a  contract  be  made  immediately 
for  the  purchase  of  168  new  cars.  In  addition  it  ordered 
that  a  contract  be  made  so  that  fourteen  additional  new  cars 
will  be  delivered  each  month  until  February,  1916,  making 
a  total  of  336  cars  to  be  purchased  and  delivered  before 
that  date.  In  connection  vnth  car  purchases,  a  movement 
has  been  instigated  by  the  labor  unions  to  require  the  Chi- 
cago Surface  Lines  to  purchase  Chicago-built  cars.  A  reso- 
lution was  passed  by  the  local  transportation  committee 
indorsing  this  policy,  and  by  motion  it  was  decided  to  hold 
a  conference  on  this  subject  between  the  committee,  the 
officials  of  the  Chicago  Surface  Lines  and  the  Board  of 
Supervising   Engineers   to   determine   what  could   be   done. 


CAR-FULL  SIGNS  IN  BROOKLYN 

T.  S.  Williams,  president  of  the  Brooklyn  (N.  Y.)  Rapid 
Transit  Company,  notified  the  board  of  health  that  he  would 
comply  with  orders  issued  prohibiting  overcrowding  on  the 
Graham  Avenue  line.  Colonel  Williams  in  a  letter  declared 
the  order  to  be  illegal  and  unjust  and  has  requested  a  hear- 
ing at  which  the  company's  side  can  be  presented,  but  prom- 
ised that  the  order  would  be  complied  with  pending  the  ac- 
tion of  the  board  of  health  on  the  hearing. 

The  company,  under  protest,  put  the  recommendation  into 
effect  on  March  8.  Large  placards  were  posted  on  the 
cars  of  the  Graham  Avenue  line  announcing  that  the  board 
of  health  had  forbidden  the  carrying  of  more  than  half 
as  manay  standees  as  seated  passengers,  thus  limiting 
the  capacity  of  the  cars  to  fifty-four.  The  conductors  were 
furnished  with  metallic  signs  to  be  hung  on  the  gates  as 
soon  as  a  car  had  fifty-four  passengers.  They  read:  "No 
more  passengers  on  this  car,  by  order  of  the  board  of 
health."  The  conductors  were  also  instructed  to  close  the 
gates  as  soon  as  the  required  number  of  passengers  had 
boarded  the  car  and  to  use  every  means  except  force  to 
prevent  that  number  from  being  exceeded.  Policemen  were 
stationed  along  the  line  to  see  that  the  public  regarded  the 
order.  It  was  generally  regarded  that  many  of  the  patrons 
who  ordinarily  use  the  Graham  Avenue  line  took  to  the  cars 
of  the  Flushing  and  Flushing-Knickerbocker  lines,  which 
operate  over  the  same  route  as  the  Graham  Avenue  cars 
between  the  Brooklyn  Bridge  and  Broadway.  Special  pre- 
cautions were  taken  by  the  police  to  preserve  order  at  the 
loop  at  the  Manhattan  end  of  the  Brooklyn  Bridge  at  which 
the  Graham  Avenue  and  Flushing  Avenue  and  Flushing- 
Knickerbocker  Avenue  cars  are  turned  for  the  trip  back  to 
Brooklyn. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


533 


Ordinance  Against  Smoking.— The  City  Council  of  Butte, 
Mont.,  has  passed  an  ordinance  prohibiting  smoking  in 
closed  street  cars.  The  ordinance  provides  fines  ranging 
from  $5  to  $25  for  violations. 

Examination  for  Promotion. — An  examination  of  con- 
ductors and  motormen  of  the  San  Francisco  (Cal.)  Municipal 
Railway  system  who  are  eligible  for  promotion  to  the 
position  of  inspectors  will  be  held  by  the  Civil  Service 
Commission  on  March  20. 

Near-Side  Cars  in  Buffalo.— Cars  of  the  P-A-Y-E  near- 
side type  are  now  being  operated  on  all  except  three  of  the 
lines  of  the  International  Railway  in  Buffalo,  and  many 
similar  cars  are  now  in  operation  on  the  company's  lines 
in  Niagara  Falls  and  Lockport. 

Methuen  Service  Finding. — The  Massachusetts  Public 
Service  Commission  has  ordered  the  Bay  State  Street  Rail- 
way to  install  a  double  track  in  Methuen  between  the  inter- 
section of  Hampshire  and  Lowell  Streets  and  Railroad 
Square,  to  relieve  rush-hour  congestion. 

Fare  Increase  Proposal  Lost. — On  March  5  the  Board  of 
Control  of  Toronto,  Ont.,  refused  to  concur  in  the  recom- 
mendation of  Works  Commissioner  Harris  for  increasing 
the  fares  on  the  Toronto  Civic  Railway  in  order  to  place  the 
municipal  lines  on  a  self-sustaining  basis. 

Bundle  Day  in  Louisville. — The  Louisville  (Ky.)  Railway 
on  Feb.  25,  which  was  "bundle  day"  in  that  city,  supplied 
two  cars  which  stopped  before  certain  of  the  school  houses 
of  the  city  and  gathered  up  the  bundles  which  accumulated 
there,  delivering  them  at  certain  depots  on  the  company's 
lines  where  they  were  assembled  for  distribution  among 
the  poor. 

Air  Tests  in  Cleveland. — On  the  order  of  Health  Officer 
Ford  of  Cleveland,  Ohio,  City  Chemist  White  will  investi- 
gate the  ventilation  of  street  cars  and  the  possibility  of  their 
being  distributors  of  pneumonia  and  grip  germs.  The 
records  show  that  there  was  a  very  material  increase  in  the 
number  of  cases  of  pneumonia  in  February  over  the  same 
month  last  year. 

Reduction  in  Accidents  in  Lexington. — According  to  a 
statement  issued  by  F.  W.  Bacon,  vice-president  of  the 
Kentucky  Traction  &  Terminal  Company,  Lexington,  Ky., 
there  has  been  only  one  accident  on  the  city  lines  of  the 
company  since  the  front-entrance-only  system  was  put  into 
effect  last  summer,  while  there  were  twenty-five  rear  step 
mishaps  in  1912  and  thirty-two  in  1913. 

Contest  of  Service  Order. — Refusing  to  obey  the  orders 
of  the  Public  Service  Commission  of  the  First  District  of 
New  York  directing  the  operation  of  additional  trains  on  its 
road,  the  Long  Island  Railroad  has  served  the  commission 
with  a  writ  of  certiorari  to  certify  to  the  Supreme  Court 
the  records  in  the  orders  for  review  by  the  court.  The 
company  claims  that  the  orders  were  unwarranted,  un- 
reasonable and  arbitrary. 

Parcel  Checking. — In  the  principal  ticket  offices  of  the 
Northern  Ohio  Traction  &  Light  Company,  Akron,  Ohio,  a 
uniform  charge  of  5  cents  has  been  established  for  check- 
ing hand  baggage  or  parcels  left  to  be  called  for.  In  some 
instances,  a  charge  of  10  cents  was  formerly  made,  and 
this  is  the  rate  prevailing  in  many  places.  The  accommo- 
dation of  interurban  patrons  is  the  object  sought  to  be  at- 
tained. The  5-cent  charge  is  expected  to  do  no  more  than 
cover  the  cost  of  the  service. 

Adjustment  Under  Gentlemen's  Agreement.^As  a  result 
of  the  so-called  "gentlemen's  agreement"  entered  into  be- 
tween E.  G.  Connette,  president  of  the  International  Rail- 
way, Buffalo,  N.  Y.,  and  representatives  of  various  business 
men's  organizations,  the  company  has  placed  additional 
cars  in  service  during  the  rush  hours  in  the  morning  and 
in  the  evening.  At  several  points  in  the  downtown  section 
of  the  city  extra  cars  are  stationed  so  that,  if  they  are 
needed,  they  can  easily  be  switched  onto  the  main  line  of 
traffic. 

Crusade  Against  Spitting. — A  crusade  against  spitters  has 
been  conducted  quietly  by  the  board  of  health  of  New  York 
since  Jan.  1,  summons  having  been  served  on  all  found  vio- 
lating the  law  against  this  practice.  According  to  the  de- 
partment   239    persons    were    summoned,    and    only    fifteen 


discharged  in  the  first  two  months  of  the  year,  the  majority 
being  fined  from  $1  to  $5,  the  total  amount  received  being 
$192.  The  detailed  statement  is  as  follows:  Number  of 
persons  summoned  to  court,  239;  fined,  159;  sentence  sus- 
pended, fifty-two;  discharged,  fifteen;  cases  pending  on 
March  4,  thirteen. 

Car  Capacity  Controversy. — Mayor  Church  of  Toronto, 
Ont.,  at  the  meeting  of  the  Board  of  Control  on  March  3 
submitted  a  motion  regarding  overcrowding  on  street  cars 
on  which  the  corporation  counsel  will  be  asked  to  report. 
It  deals  with  three  points:  first,  that  the  present  city  by-law 
allowing  50  per  cent  of  standing  room  in  excess  of  the 
seating  capacity  be  repealed;  second,  that  the  city  oppose 
the  application  of  the  Toronto  Railway  to  the  Ontario  Rail- 
way &  Municipal  Board  for  an  order  confirming  this  by-law, 
and  third,  that  the  attorney-general  be  requested  to  proceed 
with  the  indictments  against  the  Toronto  Railway  for  al- 
leged overcrowding. 

Rates  Under  Advisement. — The  Public  Service  Commis- 
sion of  the  State  of  Washington  has  taken  under  advise- 
ment the  suit  of  the  city  of  Seattle  against  the  Puget 
Sound  Electric  Railway,  operating  from  Seattle  to  Tacoma, 
to  require  the  company  to  carry  passengers  for  a  5-cent 
fare  within  the  limits  of  Seattle.  The  contention  of  the 
city  is  that  the  line  should  be  considered  a  street  railway 
inside  the  city  limits.  The  company  took  the  position  that 
it  is  operating  an  interurban  railroad  between  Seattle  and 
Tacoma  and  that  the  State  law  does  not  apply  to  this  case. 
At  present  passengers  traveling  to  Georgetown,  Davis  and 
other  stations  on  the  Puget  Sound  Electric  Railway  within 
the  limits  of  the  city  of  Seattle  pay  9,  12  and  14  cent  fares 
based  on  distances. 

Creating  Bus  Sentiment. — Magistrate  Barlow,  sitting  in 
the  West  Side  Court  in  New  York,  dismissed  on  March  4  two 
employees  of  the  People's  Five-Cent  Bus  Company,  charged 
with  operating  vehicles  bearing  an  advertisement  asking  for 
public  support  of  a  franchise,  in  violation  of  Section  41  of 
the  corporation  ordinances.  The  magistrate  decided  that 
the  matter  was  one  of  civil,  not  of  criminal,  procedure. 
Along  one  side  of  the  car  is  painted  the  following  legend: 
"Why  hang  on  a  strap,  when  the  People's  Five-Cent  Bus 
Company  offers  a  seat  to  each  passenger  in  its  electric 
automobiles  for  a  5-cent  fare?  The  Board  of  Estimate 
knows  the  answer,  ask  them."  On  the  other  side  the  legend 
reads:  "You  may  ride  in  this  bus  for  a  5-cent  fare  if  the 
Board  of  Estimate  will  permit  you  to  use  your  streets." 

Memphis  Transfer  Case. — The  Memphis  (Tenn.)  Street 
Railway  transfer  case  has  been  argued  before  the  Court  of' 
Appeals  and  submitted  to  that  body  for  its  decision.  It  in- 
volves the  question  whether  the  railway  must  issue  transfers 
on  street  railway  tickets  sold  at  eleven  for  50  cents.  The 
hearing  is  on  appeal  from  the  lower  courts  which  found  for 
Thomas  Dies,  commissioner  of  public  utilities,  grounds  and 
buildings,  in  his  suit  for  mandamus.  Charles  M.  Bryan, 
city  attorney  for  Memphis,  argued  that  under  the  franchise 
under  which  the  railway  is  operating  it  can  be  compelled 
to  issue  transfers.  Luke  E.  Wright,  former  secretary  of 
war,  for  the  company,  contended  that  the  refusal  of  the 
company  did  not  mean  violation  of  any  law  and  that  if  the 
company  were  compelled  to  issue  transfers  on  the  lower 
rate  it  could  not  make  expenses. 

Safety  First  League  in  Louisville. — Organization  of  a 
safety  first  league  to  include  all  the  employees  of  the  public 
utility  corporations  of  Louisville,  Ky.,  is  expected  to  result 
from  a  joint  meeting  held  in  the  chapel  of  the  Louisville 
Railway.  There  were  300  delegates  present  from  the  rail- 
way, the  Louisville  Gas  &  Electric  Company,  the  Cumber- 
land Telephone  &  Telegraph  Company  and  the  Home  Tele- 
phone Company.  Although  definite  steps  looking  toward  the 
formation  of  the  league  were  not  taken,  arrangements  were 
made  for  other  meetings.  Moving  pictures  and  stereopticon 
views  were  explained  by  A.  W.  Lee,  chairman  of  the  safety 
first  committee  of  the  employee's  league  of  the  Louisville 
Gas  &  Electric  Company.  Samuel  Riddle,  superintendent 
of  transportation  of  the  Louisville  Railway,  and  Frank  H. 
Miller,  chief  engineer  of  the  company,  were  the  principal 
speakers.  Among  the  others  who  addressed  the  meeting 
was  Donald  McDonald,  vice-president  and  general  manager 
of  the  Louisville  Gas  &  Electric  Company. 


534 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


Personal  Mention 

Mr.  Harro  Harrsen,  managing  director  of  the  Mexico 
City  (Mexico)  Tramways  Company,  spent  a  few  days  in 
New  Yorlc  last  week  on  his  way  to  London  where  he  ex- 
pects to  meet  Dr.  F.  S.  Pearson,  president  of  the  tramways. 

Mr.  William  Parker,  heretofore  inspector  of  the  Hamil- 
ton (Ont.)  Street  Railway,  has  been  appointed  superin- 
tendent to  succeed  Mr.  J.  Pearson,  who  resumes  his  former 
position  of  chief  inspector  and  will,  in  addition,  act  as  assist- 
ant superintendent. 

Mr.  W.  H.  Taaffe  has  been  appointed  chief  of  the  division 
of  capitalization  of  the  Public  Service  Commission  for  the 
Second  District  of  New  York  to  succeed  Mr.  H.  C.  Hopson, 
who  has  established  himself  with  offices  in  New  York  as  a 
public  utility  and  railway  expert. 

Lieut. -Col.  E.  W.  Rathbun,  president  of  the  Oshawa  (Ont.) 
Railway,  was  given  a  farewell  by  the  citizens  of  Deseronto, 
Ont.,  on  Feb.  13.  He  has  been  appointed  to  the  command  of 
the  Sixth  Artillery  Brigade,  and  will  sail  with  the  second 
contingent  for  service  in  Europe. 

Mr.  W.  R.  Hall,  manager  of  the  Anniston  Electric  &  Gas 
Company,  Anniston,  Ala.,  has  been  appointed  manag:er  of 
the  North  Alabama  Traction  Company,  New  Decatur,  Ala. 
Several  years  ago  Mr.  Hall  was  the  general  manager  of 
the  company  at  New  Decatur.  He  then  became  general 
manager  of  the  Sheffield  (Ala.)  Company.  Subsequently 
he  became  connected  with  the  Anniston  Electric  &  Gas 
Company  as  general  manager. 

Mr.  H.  C.  Prather  has  been  appointed  assistant  general 
manager  of  the  Empire  United  Railways,  with  offices  in  the 
Electric  Railway  Terminal  Building,  Syracuse,  N.  Y.  Mr. 
Prather  heretofore  has  been  local  manager  of  the  Roches- 
ter Division.  Under  the  new  arrangement  Mr.  Prather's 
jurisdiction  includes  the  Oswego  Division  of  the  Empire 
United  Railways.  Prior  to  becoming  connected  with  the 
Empire  United  Railways  Mr.  Prather  was  general  manager 
of  the  Buffalo,  Lockport,  &  Rochester  Railway. 

Mr.  Samuel  Gausmann,  roadmaster  of  surface  lines  of 
the  Brooklyn  (N.  Y.)  Rapid  Transit  System,  has  resigned 
to  enter  business  for  himself  in  Brooklyn  as  a  street  rail- 
way track  and  paving  expert.  He  will  specialize  in  prepar- 
ing estimates,  arranging  contracts  and  supervising  work 
in  this  field.  Mr.  Gausmann  began  his  railway  career  with 
the  Middletown  &  Goshen  Traction  Company  some  twenty 
years  ago.  He  resigned  as  superintendent  of  that  road  in 
1901  to  go  to  the  Brooklyn  Rapid  Transit  System  as  fore- 
man in  the  way  and  structure  department.  In  1911  Mr. 
Gausmann  was  appointed  roadmaster  of  surface  lines. 

Mr.  E.  L.  Mathews,  hitherto  assistant  engineer  of  the  way 
and  structure  department  of  the  Brooklyn  (N.  Y.)  Rapid 
Transit  System,  has  been  appointed  engineer  of  surface 
lines.  This  position  is  a  new  office  embracing  in  its  scope 
the  duties  of  roadmaster  of  surface  lines.  The  latter  posi- 
tion was  abolished  with  the  resignation  of  Mr.  Samuel 
Gausmann,  as  noted  elsewhere  in  this  column.  Mr.  Mathews 
was  formerly  engineer  of  way  and  structure  of  the  Coney 
Island  &  Brooklyn  Railroad,  to  which  position  he  was  ap- 
pointed in  1908.  He  joined  the  Brooklyn  Rapid  Transit 
System  when  the  company  absorbed  the  Coney  Island  & 
Brooklyn  Railroad  in  1914.  Previous  to  coming  to  Brooklyn 
Mr.  Mathews  was  with  Newhall  &  Company,  railway  con- 
tractors, Baltimore,  Md.,  his  native  State.  While  with  that 
firm,  Mr.  Mathews  had  charge  of  general  construction  work 
in  different  sections  of  the  country. 

Mr.  W.  O.  Woodward,  who  has  been  traffic  manager  of 
the  Chicago,  Lake  Shore  &  South  Bend  Railway,  Michigan 
City,  Ind.,  for  the  last  five  years,  has  resigned.  Mr.  Wood- 
ward began  his  railway  career  with  the  Pennsylvania  Rail- 
road in  1901,  and  later  became  connected  with  the  Lake 
Erie  &  Western  Railroad,  where  he  served  until  1905  in 
various  capacities  in  the  freight  department.  In  Novem- 
ber, 1905,  he  accepted  a  position  in  the  accounting  depart- 
ment of  the  Terre  Haute,  Indianapolis  &  Eastern  Traction 
Company,  Indianapolis,  Ind.,  and  subsequently  served  in  the 
passenger  and  freight  departments  of  the  company.  For  a 
short  time  Mr.  Woodward  acted  as  division  freight  and  pas- 
senger agent  of  the  Ohio  Electric  Railway,  at  Dayton,  Ohio, 


but  returned  to  the  Terre  Haute,  Indianapolis  &  Eastern 
Traction  Company.  In  March,  1909,  he  was  appointed  traf- 
fic manager  of  the  Indianapolis,  Crawfordsville  &  Western 
Traction  Company,  with  which  he  remained  until  1910. 

Mr.  William  Clapper,  whose  appointment  as  traffic  man- 
ager of  the  Inteurban  Railway,  Des  Moines,  la.,  to  succeed 
Mr.  C.  T.  Chapman  was  announced  in  the  Electric  Rail- 
way Journal  of  Feb.  27,  is  a  native  of  Des  Moines  and 
a  traffic  man  with  wide  experience  in  the  steam  railroad 
field.  He  began  railroad  service  in  June,  1899,  as  clerk 
to  the  commercial  agent  of  the  Minneapolis  &  St.  Louis 
Railroad  at  Minneapolis,  Minn.  Mr.  Clapper  remained  in 
that  position  until  January,  1900,  at  which  time  he  returned 
to  Des  Moines  to  become  chief  clerk  to  the  commercial 
agent  of  the  Wabash  Railroad.  In  1904  he  was  made 
contracting  freight  agent  of  that  company  with  headquar- 
ters at  Des  Moines,  and  in  October,  1907,  upon  the  resig- 
nation of  the  division  freight  and  passenger  agent,  he 
succeeded  to  that  position,  in  which  he  served  until  March 
1,  1915.  In  the  latter  position  Mr.  Clapper  had  charge  of 
both  freight  and  passenger  traffic  in  Iowa. 

Mr.  W.  P.  Strandborg  of  the  staff  of  the  Evening  Tele- 
gram of  Portland,  Ore.,  has  been  appointed  to  direct  the 
work  of  the  publicity  department  of  the  Portland  Railway, 
Light  &  Power  Company,  Portland,  Ore.,  which  has  been 
re-established.  Mr.  Strandborg  has  for  fifteen  years  been 
in  continuous  service  in  the  newspaper  field  in  the  East  and 
on  the  Pacific  Coast.  He  has  been  a  member  of  the  edi- 
torial staff  of  the  Evening  Telegram  for  the  last  nine  years. 
Among  the  organizations  of  Portland  of  which  he  is  a  mem- 
ber are  the  Portland  Ad  Club,  Portland  Press  Club,  Port- 
land Automobile  Club,  Progressive  Business  Men's  Club, 
Portland  Transportation  Club,  the  Portland  Social  Turn 
Verein  and  the  Elks.  He  was  the  founder  and  is  the  head 
of  the  Ancient  Order  of  Muts.  President  F.  T.  Griffiths,  of 
the  company,  in  announcing  the  appointment  of  Mr.  Strand- 
borg, said  that  the  policy  of  the  company  would  be  to  con- 
duct a  permanent  information  service,  an  important  phase 
of  which  would  be  to  keep  the  public  advised  of  the  part 
the  company  is  playing  in  the  study  of  permanent  develop- 
ment of  the  city  and  adjoining  territory  served  by  the  cor- 
poration. 

Mr.  O.  A.  Honnold  has  resigned  as  electrical  engineer  of 
the  Utah  Light  &  Traction  Company,  Salt  Lake  City,  Utah, 
until  recently  the  Utah  Light  &  Railway  Company.  Mr. 
Honnold  was  graduated  from  Purdue  University.  After 
two  years  in  power-house  construction  and  operation  with 
the  Citizen's  Street  Railway,  Detroit,  Mich.,  Mr.  Honnold 
in  1896  took  charge  of  miscellaneous  engineering  and  oper- 
ating work  and  helped  to  carry  out  the  consolidation  of 
several  power  companies  and  street  railways  in  Salt  Lake, 
Ogden  and  vicinity.  After  the  late  Edward  H.  Harriman 
bought  out  the  light,  power  and  street  railway  interests  in 
1906,  Mr.  Honnold  did  the  electrical  engineering  work  and 
had  charge  of  all  electrical  construction  and  reconstruction 
in  connection  with  rebuilding  the  old  properties.  He  also 
had  charge  of  all  of  the  stations  and  transmission  lines 
and  distribution  operating  departments.  In  resigning  from 
the  Utah  Light  &  Traction  Company  Mr.  Honnold  concludes 
nineteen  years  of  work  at  Salt  Lake,  with  the  exception 
of  two  years,  from  1900.  to  1902,  when  he  was  with  the 
Lachine  Rapids  Hydraulic  &  Land  Company,  at  Montreal, 
Can.  Between  $7,000,000  and  $8,000,000  was  spent  in  im- 
provements made  on  the  property  under  Mr.  Honnold's 
supervision  at  Salt  Lake  from  1907  up  to  1914.  Mr.  Hon- 
nold expects  to  spend  several  months  in  taking  a  vacation 
and  will  then  look  after  his  own  interests  in  the  West. 

Mr.  Charles  C.  Elwell  has  been  named  a  member  of  the 
Public  Utilities  Commission  of  Connecticut  to  succeed  Mr. 
Theodore  B.  Ford,  Bridgeport.  Mr.  Elwell  at  present  is 
engineer  of  the  commission.  Mr.  Elwell  was  born  in 
1855,  at  Belfast,  Me.  He  was  educated  in  the  public  schools 
and  at  Patten  academy  was  prepared  for  college.  He  en- 
tered the  University  of  Maine,  from  which  he  was  gradu- 
ated in  1878,  with  the  degree  of  civil  engineer.  Subse- 
quently he  was  with  the  United  States  lighthouse  engineer- 
ing department  for  three  years,  in  South  Carolina,  Georgia 
and  Florida.  He  began  railroading  in  1882,  with  the  old 
New  York  &  New  England  railroad,  now  a  part  of  the  New 
York,  New  Haven  &  Hartford  Railroad  in  the  engineering 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


535 


department.  He  was  also  in  the  employ  of  the  Philadelphia 
i^-  Reading  Railroad  for  a  short  time  previous  to  1891,  when 
lu"  entered  the  employ  of  the  Baltimore  &  Ohio  Railroad. 
1  lom  1891  to  1893  Mr.  Elwell  was  engineer  of  maintenance 
of  way  for  the  latter  road,  and  was  stationed  at  Philadel- 
pliia  and  at  Pittsburgh.  In  1893  he  entered  the  employ  of 
the  New  York,  New  Haven  &  Hartford  Railroad,  and  served 
three  years  as  roadmaster,  in  charge  of  the  New  York  divi- 
sion, constructing  the  "four  tracks"  between  New  York  and 
New  Haven.  He  was  promoted  to  be  superintendent  of  the 
Norwich  &  Worcester,  the  Air  Line,  Northampton  and 
Shore  Line  divisions,  in   1895,  and  he   served  the  road  in 

I  this  capacity  until  1908.  At  this  time  he  was  transferred 
to  the  electric  lines  as  engineer  of  the  Connecticut  Com- 
pany, and  continued  in  that  capacity  until  September,  1911, 
when  the  Public  Utilities  Commission  was  formed.  The 
new  commission  chose  Mr.  Elwell  as  its  chief  engineer  and 
inspector.  His  appointment  as  a  commissioner  has  been 
confirmed. 

Mr.  H.  L.  Beach,  whose  appointment  as  manager  of  the 
Utah  Light  &  Traction  Company,  Salt  Lake  City.  Utah,  was 
announced  in  the  Electric  Railway  Journal  of  Feb.  29,  has 
had  a  well-rounded  experi- 

I     ence    in    railway    operation. 

I     Mr.     Beach     is     forty-flve 

I     years   of   age.     He   entered 

!  electric  railway  work  six- 
teen years  ago  as  publicity 
manager  of  the  Chicago 
(111.)  Union  Traction  Com- 
pany.   Subsequently  he  was 

I     appointed  assistant  general 

j     superintendent  of  the  north 

[     and  west  side  lines  and  later 

!     was   advanced  to   the   posi- 

}  tion  of  general  superintend- 
ent of  the  northern  division 

'     of  what  is   now   known   as 

'     the  Chicago  Railways.     He 

i     resigned  in  1912  and  he  be- 

1    came    associated    with    Mr. 

I     Bion   J.   Arnold   in   connec- 

'  tion  with  the  appraisals  of  the  electric  railway  properties  in 
Toronto,  Can.,  and  Kansas  City,  Mo.  Recently  Mr.  Beach 
served  as  traction  expert  with  the  Board  of  Supervising  En- 
gineers, Chicago  Traction,  which  position  he  held  until  short- 
ly before  he  was  appointed  manager  of  the  Salt  Lake  City 
property. 

Mr.  G.  Tracy  Rogers,  who  has  retired  as  president  of  the 
Binghamton  (N.  Y.)  Railway,  embarked  with  some  asso- 
ciates in  the  street  railway  business  in  Binghamton  in  1889 
and  later  bought  the  eight  or  nine  other  companies  in  Bing- 
hamton, built  up  the  properties  and  organized  the  Bingham- 
ton Railway.  He  was  instrumental  in  building  the  electric 
railway  through  Elmira  to  Corning  and  Painted  Post,  and 
that  road  with  the  Corning  &  Painted  Post  Railroad  is  now 
known  as  the  Elmira,  Corning  &  Waverly  Railroad,  with 
Mr.  Rogers  as  president.  Mr.  Rogers  also  bought  the  prop- 
erty of  the  Waverly,  Sayre  &  Athens  Traction  Company. 
He  was  one  of  the  original  directors  and  incorporators  of 
the  Hudson  &  Manhattan  Railroad  and  consolidated  some 
of  the  roads  outside  of  Buffalo  into  the  Buffalo  Southern 
Railway  and  was  connected  with  the  syndicate  which  bought 
and  owned  the  Port  Jervis  &  Monticello  Railroad.  About 
1905  Mr.  Rogers  and  Mr.  Leo  H.  Wise  bought  the  property 
of  the  Rutland  Street  Railroad,  the  Peoples  Gas  Company 
and  the  Chittenden  Power  Company,  Rutland,  Vt.,  and  con- 
solidated the  companies  as  the  Rutland  Railway,  Light  & 
Power  Company.  Later  they  purchased  the  Rutland  Elec- 
tric Light  Company.  Subsequently  Mr.  Rogers  bought  the 
property  of  the  Fair  Haven  Electric  Company  and  the 
Carvers  Falls  Power  Company,  and  after  operating  the 
companies  independently  for  a  time  he  consolidated  them 
with  the  Western  Vermont  Power  Company,  which,  to- 
gether with  the  Rutland  Railway,  Light  &  Power  Company, 
was  sold  to  the  General  Gas  &  Electric  Company.  Mr. 
Rogers  was  president  of  the  Street  Railway  Association  of 
New  York  State  for  nine  years.  The  Binghamton  Chamber 
of  Commerce  has  adopted  a  resolution  congratulating  Mr. 
Rogers  upon  his  accomplishments  and  expressing  the  desire 
that  he  continue  his  residence  and  activities  in  that  city. 


H.  L.  beach 


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 

*Alamance,  Durham  &  Orange  Railway  &  Electric  Com- 
pany, Burlington,  N.  C. — Application  for  a  charter  has  been 
made  by  this  company  to  build  a  49-mile  electric  railway 
from  Ossipee  to  Durham,  via  Ossipee,  Altamaha,  Glencoe, 
Carolina,  Hopedale,  Burlington,  Graham,  Haw  River,  Swep- 
sonville,  Saxapahaw,  River  Falls  and  Chapel  Hill.  Incorpo- 
rators: Junius  Harden,  John  M.  Cook,  C.  Brown  Cox  and  D. 
M.  Teague.     Headquarters:  Burlington. 

Radford- Willis  Southern  Railway,  Radford,  Va. — Applica- 
tion for  a  charter  has  been  made  by  this  compaYiy  in  Vir- 
ginia to  build  a  25-mile  interurban  railway  from  Radford  to 
Willis.  John  L.  Vaughan,  Shawsville,  president;  E.  F. 
Strong,  Willis,  vice-president;  W.  L.  Castle,  Willis,  secre- 
tary, and  A.  L.  McClung,  Radford,  treasurer.  Headquarters: 
Radford.     [E.  R.  J.,  Feb.  6,  '15.] 

FRANCHISES 

San  Jose,  Cal. — The  San  Jose  Railroad  has  asked  the 
Council  for  a  franchise  on  Alum  Rock  Road  in  San  Jose. 
Sealed  bids  will  be  received  by  the  Board  of  Supervisors 
until  April  5  for  said  franchise. 

Bristol,  Conn. — The  Bristol  &  Plainville  Tramway  Com- 
pany has  asked  the  Council  for  a  franchise  along  the  center 
of  Park  Street  in  Bristol. 

Hartford,  Conn. — The  New  Britain  Street  Railway  has 
asked  the  Council  for  a  franchise  in  Hartford.  This  is  part 
of  a  plan  to  build  an  electric  line  between  Hartford,  New 
Britain,  Plainville  and  Bristol.     [E.  R.  J.,  Feb.  27,  '15.] 

New  Britain,  Conn. — The  Connecticut  Company  has  asked 
the  Council  for  a  franchise  on  Farmington  Avenue,  also 
through  Stanley  Quarter  to  Hartford,  and  through  Os- 
good Avenue  and  North  Burritt  Street  to  Plainville. 

St.  Augustine,  Fla. — The  Jacksonville  &  St.  Augustine 
Public  Service  Corporation  has  asked  the  Council  for  a  fran- 
chise for  an  extension  of  time  of  one  year  on  its  franchise  in 
St.  Augustine.  About  7  miles  of  grade  has  been  completed 
south  from  South  Jacksonville.     [E.  R.  J.,  June  20,  '14.] 

Belleville,  IlL— The  East  St.  Louis  &  Suburban  Railway 
has  received  a  franchise  from  the  Council  for  a  line  on  Rock 
Road,  from  the  old  city  limits  of  Belleville  to  Edgemont. 

Lancaster,  N.  Y. — The  Buffalo  &  Depew  Railway  has 
asked  the  Council  for  a  franchise  to  extend  its  lines  from 
its  present  terminus,  through  Ellicott  Road  and  Central 
Avenue  to  the  New  York  Central  Railroad  tracks  in  Lan- 
caster. The  petition  also  asks  for  the  right-of-way  north 
on  the  Transit  Road  to  extend  a  line  north  to  Bowmans- 
ville. 

Brantford,  Ont. — The  Brantford  City  Council  has  asked 
the  Ontario  Legislature  to  confirm  a  number  of  by-laws, 
among  them  being  one  for  borrowing  upon  debentures  $270,- 
000  for  the  purchase,  improvement  and  equipment  of  the 
Grand  Valley  Railway. 

Brantford,  Ont.— The  Brantford  &  Hamilton  Electric  Rail- 
way has  asked  the  Council  for  an  extension  of  time  on  its 
franchise  in  which  to  build  the  branch  from  Langford  to 
Gait,  Ont. 

Cornwall,  Ont. — The  Cornwall  Street  Railway,  Light  & 
Power  Company  has  asked  the  Ontario  Legislature  for  a 
twenty-year  extension  of  time  on  its  franchise  in  Cornwall. 

Hamilton,  Ont. — The  Hamilton  Mountain  Electric  Railway 
has  applied  to  the  Ontario  Legislature  for  an  extension  of 
time  to  build  the  projected  electric  line  from  the  Hamilton 
Mountain  Road,  Ancaster  Township,  at  the  crossing  of  th« 
Brantford  &  Hamilton  Electric  Railway,  to  Mount  Albion, 
Barton  Township,  and  from  the  northerly  boundary  of  Ham- 
ilton and  Caledonia  Road  to  Ryckman's  Corners,  3  miles.  T. 
H.  Crerar,  L.  R.  E.  Awrey,  S.  B.  Thompson,  G.  E.  Armstrong 
and  T.  H.  Stinson,  Hamilton,  Ont.,  are  the  provisional  di- 
rectors. 

Richmond,   Va. — The   Virginia   Railway   &    Power   Com- 


536 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11 


pany  will  ask  the  Council  for  a  franchise  for  an  extension 
of  its  line  from  its  terminus  at  Oakwood  Cemetery  to  Ever- 
green Cemetery  in  Richmond. 

TRACK   AND   ROADWAY 

Lacombe  &  Blindman  Valley  Electric  Railway,  Lacombe, 
Alta. — Grading  is  reported  completed  on  this  railway  from 
Lacombe  to  Rimbey,  37  miles.  Nothing  has  been  decided 
as  to  when  the  track  will  be  laid.  J.  C.  Gibson,  56  King 
Street,  West,  Toronto,  president.     [E.  R.  J.,  Dec.  12,  '14.] 

Salt  River  Valley  Electric  Railway,  Phoenix,  Ariz. — Sur- 
veys have  been  completed  by  this  company  between  Phoenix 
and  Mesa,  18  miles,  and  between  Scotsdale  and  Phoenix, 
12  miles.  The  company's  franchise  for  the  line  expired 
Dec.  21,  1914,  and  the  project  has  been  abandoned  on  ac- 
count of  financial  conditions.  C.  C.  Lewis,  Phoenix,  presi- 
dent.    [E.  R.  J.,  Sept.  26,  '14.] 

Monterey  &  Pacific  Grove  Railway,  Monterey,  Cal. — An 
extension  from  Monterey  to  Fresno  is  being  contemplated 
by  this  company. 

Redwood  City,  Cal. — Plans  are  being  contemplated  to 
build  an  electric  railway  in  Redwood  City  from  the  harbor 
site  to  the  foothills  via  Redwood,  Highlands  and  Wellesley 
Park.  E.  P.  Fitzpatrick,  Redwood  City,  is  said  to  be  in- 
terested.    [E.  R.  J.,  May  16,  '14.] 

Connecticut  Company,  New  Britain,  Conn. — Arrange- 
ments are  being  made  by  this  company  to  begin  work  as 
soon  as  the  weather  permits  double-tracking  its  line  on 
Chestnut  Street,  Stanley  Street  and  Dwight  Street  in  New 
Britain.  Plans  are  also  being  made  to  lay  new  track  and 
ties  on  its  lines  in  Norwalk  and  vicinity  in  the  spring. 

Shore  Line  Electric  Railway,  Saybrooke,  Conn. — An  ex- 
tension to  Attawaugan  and  vicinity  is  being  contemplated 
by  this  company. 

Stafford  &  Monson  Street  Railway,  Stafford  Springs, 
Conn. — As  soon  as  financial  arrangements  can  be  made 
this  company  will  begin  work  on  its  10-mile  line  between 
Stafford  Springs  and  Monson.  Robert  H.  Fisk,  Stafford 
Springs,  is  interested.     [E.  R.  J.,  Dec.  21,  '13.] 

Union  Railway  &  Power  Company,  Chicago,  111. — Prelim- 
inary arrangements  are  being  made  and  most  of  the  right-of- 
way  has  been  secured  by  this  company  on  the  line  to  connect 
South  Chicago  and  Harvey,  111.,  and  Hammond  and  Gary, 
Ind.  Capital  stock,  authorized,  $10,000.  Capital  stock,  is- 
sued, $10,000.  J.  W.  Paul,  161  Quincy  Street,  Chicago,  gen- 
eral manager.     [E.  R.  J.,  May  9,  '14.] 

Pekin  &  Petersburg  Interurban  Railway,  Pekin,  111. — 
Plans  are  being  made  to  begin  work  at  once  on  the  recon- 
struction and  extension  of  this  company's  lines  in  Pekin. 

Chicago,  Peoria  &  Quincy  Traction  Company,  Peoria,  IlL 
— This  company  advises  that  it  is  ready  to  construct  the 
first  division  of  its  line  from  Peoria  to  Canton,  a  distance 
of  25  miles,  and  it  is  now  in  the  market  for  ties,  rails  and 
equipment  and  would  like  to  figure  with  grading  outfits  on 
the  grading.  Woolf  Tritel,  National  Bank  Building,  Peoria, 
general  manager.     [E.  R.  J.,  Feb.  27,  '15.] 

Illinois  Traction  System,  Peoria,  111. — This  company  is 
building  a  spur  track  at  Danville,  extending  from  the  main 
track  through  Ellsworth  Park  to  the  west  end  of  the  Mill 
Street  bridge.  The  new  spur  will  be  used  for  transporting 
material  to  the  proposed  new  bridge. 

Peoria  &  Chillicothe  Electric  Railway,  Peoria,  111. — Sur- 
veys are  being  made  by  the  Allen  Engineering  Company 
on  this  20-mile  line  to  connect  Peoria,  Chillicothe,  Moss- 
ville  and  Rome.  Henry  T.  Mallen,  Peoria,  is  among  those 
interested.     [E.  R.  J.,  Feb.  27,  15.] 

Evansville,  Chrisney  &  Eastern  Railway,  Evansville,  Ind. 
— Construction  of  the  proposed  electric  railway  lines  to 
connect  Boonville  and  Chrisney  and  from  Boonville  to  Lynn- 
ville  is  to  begin  inside  of  two  months,  according  to  an  an- 
nouncement made  at  the  annual  meeting  of  this  company 
held  in  Evansville  recently.  Directors  were  elected  as  fol- 
lows: J.  P.  Chrisney,  Chrisney;  T.  P.  Tillman  and  James  A. 
Hemenway,  Boonville,  and  J.  E.  Coe  and  G.  Mulhausen, 
Evansville.  Subsidies  for  the  lines  have  already  been  voted. 
[E.  R.  J.,  Sept.  26,  '14.] 

Charles  City  (la.)  Western  Railroad. — Active  work  has 
been  begun  on  the  electrification  of  this  railway.  Orders 
have  been  placed  for  26  miles  of  copper  wire,  1200  poles  and 


22,000  ties.  The  extension  of  the  railway,  to  be  carried  on 
at  the  same  time,  will  be  from  Charles  City  in  a  northeast  di- 
rection to  the  edge  of  the  county  in  Niles  Township,  a  dis- 
tance of  8%  miles.  This  is  the  first  step  in  its  extension  to 
Cresco.  Bids  have  been  sent  to  several  contracting  firms  for 
grading,  bridge  and  culvert  work.  E.  R.  Ernsberger,  Charles 
City,  general  manager. 

Worcester  (Mass.)  Consolidated  Street  Railway. — An  ex- 
penditure of  $75,000  is  to  be  made  in  the  spring  by  this  com- 
pany in  relaying  its  tracks  and  placing  the  feed  wires  under- 
ground on  Main  Street  in  Worcester. 

Libby  (Mont.)  Western  Railway. — Preliminary  arrange- 
ments are  being  made  and  it  is  expected  that  work  will  be 
begun  about  Aug.  1  on  the  construction  of  this  proposed 
398-mile  electric  railway  to  connect  Missoula,  Kalispell, 
Libby  and  Troy,  Mont.,  and  Bonners  Ferry,  Idaho,  and 
Spokane,  Wash.  The  power  house  will  be  at  Kootenai  Falls, 
Mont.,  and  the  repair  shops  will  be  located  at  Libby.  Capi- 
tal stock,  authorized,  $2,500,000.  Capital  stock,  issued, 
$100,000.  Bonds,  authorized,  $5,000,000.  Bonds,  issued, 
$1,000,000.  It  is  planned  to  purchase  power  from  the 
Kootenai  Falls  Electric  &  Power  Company.  Officers: 
Thomas  A.  McCanis,  Libby,  president;  Amos  L.  Thompson, 
vice-president;  P.  M.  Benard,  Kalispell,  secretary;  Chester 
A.  Adams,  Libby,  secretary;  and  Paul  D.  Pratt,  Libby, 
Mont.,  treasurer.     [E.  R.  J.,  March  6,  '15.] 

Buffalo  &  Depew  Railway,  Buffalo,  N.  Y. — This  company 
has  presented  a  petition  to  the  Town  Board  of  Lancaster 
asking  permission  to  extend  its  lines  through  an  additional 
street  in  Buffalo  and  has  also  asked  for  right-of-way  to  ex- 
tend its  line  from  Lancaster  to  Bowmansville.  A  public 
hearing  will  be  held  on  March  22. 

Brooklyn  (N.  Y.)  Rapid  Transit  Company. — Pursuant  to 
the  direction  of  the  Public  Service  Commission,  First  Dis- 
trict, this  company  has  obtained  bids  for  supplying  the 
steel  for  Section  No.  2  of  the  third-tracking  of  the  Broad- 
way elevated  railroad  in  Brooklyn,  namely,  from  Myrtle 
Avenue  to  Aberdeen  Street.  These  bids  were  submitted  to 
the  commission  by  the  company,  with  the  recommendation 
that  the  contract  be  awarded  to  Lewis  F.  Shoemaker  & 
Company,  the  lowest  bidders,  whose  price  is  $37.20  per  ton. 
The  total  amount  of  the  contract  will  be  approximately 
$279,000.  The  commission,  upon  the  advice  of  its  chief 
engineer,  has  approved  the  award  of  the  contract  to  Shoe- 
maker &  Company.  The  Public  Service  Commission  for  the 
First  District  has  approved  the  award  of  the  contract  for 
the  construction  of  the  first  section  of  the  company's  ele- 
vated extension  on  Jamaica  Avenue  from  Crescent  Street 
to  Myrtle  Avenue,  to  Post  &  McCord,  who  will  complete 
the  work  in  one  year. 

*Gowanda,  N.  Y. — Interest  in  the  proposed  electric  line 
from  Jamestown  to  Buffalo  is  revived.  Some  time  ago  the 
rights-of-way  from  Falconer  to  Gowanda  were  mostly  se- 
cured. Petitions  for  franchises  for  the  towns  of  Poland,  El- 
lington, Conewango,  Leon,  Dayton  and  Persia  are  now  being 
prepared.  The  rights-of-way  from  Gowanda  to  Harnburg  will 
be  taken  up  as  soon  as  the  weather  permits.  It  is  the  inten- 
tion of  those  who  have  the  matter  in  charge  to  hold  meetings 
in  the  several  towns  from  Gowanda  to  Buffalo  as  early  as 
possible.  The  officers  of  the  organization  are  J.  B.  Anderson, 
Ellington;  R.  G.  Crandall,  Kennedy;  Franklin  E.  Bard,  Go- 
wanda; Frank  N.  Rowe,  South  Dayton;  Clarence  G.  Mead. 

Interborough  Rapid  Transit  Company,  New  York,  N.  Y. — 
Installation  of  equipment  for  the  operation  of  trains  has 
been  begun  in  the  Steinway  tunnel.  From  the  Long  Island 
City  end  high  power  cables  were  carried  into  the  tube,  and 
electricians  are  now  at  work  putting  them  in  place.  These 
cables  will  carry  the  wires  for  lighting  as  well  as  for  the  op- 
eration of  trains.  The  contractors  are  installing  it  at  this 
time  so  as  to  get  power  for  light  to  complete  the  laying  of 
the  tracks  and  the  installation  of  the  third-rail.  The  con- 
tractors said  that  the  tunnel  will  be  completed  very  near 
to  contract  time,  which  is  about  the  middle  of  April,  if 
nothing  unforeseen  occurs. 

North  Tonawanda,  N.  Y.— In  accepting  the  franchise 
granted  by  North  Tonawanda  recently  to  the  International 
Railway  and  the  Frontier  Electric  Railway  to  build  a  fast 
service  passenger  line  and  fast  service  freight  line,  respec- 
tively, over  the  Buffalo,  Thousand  Islands  &  Portland  right- 
of-way,  from  Niagara  Falls  to  Buffalo,  which  those  electric 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


537 


railway  companies  are  to  share,  announcement  was  made  re- 
cently that  work  on  both  lines  is  to  begin  the  coming  spring. 
The  officials  stated  that  they  hope  to  have  the  new  roads  in 
operation  early  next  year.  Under  the  terms  of  the  North 
Tonawanda  franchise  both  companies  must  have  their  lines 
completed  and  in  operation  by  Dec.  31,  1916. 

Cleveland,  Alliance  &  Mahoning  Valley  Railway,  Cleve- 
land, Ohio.— The  branch  line  between  Warren  and  Newton 
Falls  is  nearly  completed  and  plans  are  being  made  to  place 
it  in  operation  by  April  1. 

Cleveland  (Ohio)  Railway. — Plans  are  being  made  to  ex- 
tend the  East  Seventy-ninth  Street  line  from  Kinsman  Road 
to  the  Pennsylvania  Railroad  tracks  in  Cleveland.  Every 
mile  of  track  which  this  company  wants  to  relay  this  year  in 
Cleveland  will  be  inspected  by  the  Street  Railway  Committee 
of  the  City  Council.  The  company  has  asked  for  authority 
to  relay  35,551  ft.  of  single  track  at  a  cost  of  $262,476  and  to 
resurface  11,871  ft.  of  roadway  at  a  cost  of  $38,019. 

Hamilton  (Ont.)  Street  Railway. — Plans  are  being  made 
by  this  company  to  begin  work  early  in  the  spring  on  the  ex- 
tension on  Birch  Avenue  across  Coal  Oil  Inlet  in  Hamilton; 
10-ft.  ties  will  be  used. 

London  (Ont.)  Street  Railway. — During  the  year  this 
company  plans  to  build  the  following  extensions  in  London: 
Hamilton  Road — double  tracking  between  Horton  Street 
and  Mamelon  Street;  double  tracking  between  Rectory 
Street  and  Egerton  Street;  track  extension  from  the  pres- 
ent terminus  at  Egerton  Street  to  East  Street.  High 
Street,  South  London — Traack  extension  from  present  ter- 
minus at  McClary  Avenue  to  Emery  Street.  Quebec  Street 
— Dundas  Street  to  Canadian  Pacific  Railway,  new  single- 
track  line.  Mount  Pleasant  Avenue,  West  London — New 
single-track  line  from  Wharncliffe  Road  to  Francis  Street. 
Dundas  Street — Double  tracking  from  fair  grounds  to  Ash- 
land Avenue.     H.  A.  Brazier,  city  engineer. 

Ottawa  (Ont.)  Electric  Railway.  —  An  extension  along 
Bronson  Street  in  Ottawa  is  being  contemplated  by  this 
company. 

Toronto,  Ont. — According  to  a  statement  made  by  Sir 
Adam  Beck,  work  will  be  begun  soon  laying  98  miles  of  rail- 
way northeast  of  Toronto  by  the  Hydro  Electric  Power  Com- 
mission. 

Toronto,  Ont. — Bids  will  be  received  until  March  16  for 
the  supply  of  track  material,  overhead  line  material  and  oak 
ties  required  for  the  construction  of  the  Lansdowne  Avenue 
line  in  Toronto.  Specifications  may  be  obtained  upon  appli- 
cation at  Room  12,  purchasing  and  accounting  section,  of  the 
Department  of  Work,  City  Hall,  Toronto. 

Westside  Electric  Street  Railway,  Charleroi,  Pa. — The 
Mercantile  Bridge  Company  over  which  this  railway  com- 
pany operates,  expects  to  install  a  wood  block  floor  on  its 
bridge  located  at  West  Monessen,  Pa.  This  work  will  re- 
quire approximately  5000  sq.  yd.  of  creosoted  wood  blocks 
and  200,000  ft.  creosoted  lumber. 

Wilkes-Barre  &  Hazleton  Railway,  Hazleton,  Pa. — Plans 
are  being  contemplated  by  this  company  for  an  expenditure 
of  about  $600,000  for  double-tracking  its  system. 

McConnellsburg  &  Fort  London  Railway,  McConnells- 
burg.  Pa. — Preliminary  arrangements  are  being  made  by 
this  company  to  build  its  10-mile  line  between  McConnells- 
burg and  Fort  London.  E.  J.  Post,  McConnellsburg,  presi- 
dent.    [E.  R.  J.,  March  6,  '15.] 

Phoenixville,  Valley  Forge  &  Stafford  Electric  Railway, 
Phoenixville,  Pa. — Steps  are  being  taken  by  this  company 
towards  the  completion  of  the  railway  to  Stafford  and  also 
from  Valley  Forge  to  Bridgeport,  while  the  line  through 
Phoenixville  will  be  continued  to  the  Philadelphia  and 
Reading  stations. 

Scranton  &  Binghamton  Railroad,  Scranton,  Pa. — Dur- 
ing the  next  four  weeks  this  company  expects  to  award 
contracts  for  new  rails  for  20  miles  of  new  track  between 
Nicholson  and  Montrose,  Pa.  Work  has  been  completed  by 
this  company  from  Nicholson  to  within  about  2  miles  of 
Brooklyn,  and  it  is  planned  to  have  this  line  completed  to 
Montrose  by  the  fall.  This  is  part  of  the  plan  to  build  an 
electric  line  between  Scranton  and  Binghamton. 

Hull  (Que.)  Electric  Company.  —  Citizens  of  Gatineau 
Point  and  of  Hull  are  negotiating  with  this  company  to  se- 
cure an  extension  of  the  company's  line  to  Gatineau  Point. 


Charleston-Isle  of  Palms  Railway,  Charleston,  S.  C— This 
company  has  been  authorized  to  build  an  extension  across 
the  government  reservation  on  Sullivan  Island. 

Johnson  City,  Tenn. — Representatives  of  this  city  and 
Jonesboro,  which  would  be  connected  by  a  projected  electric 
railway  to  be  constructed  at  a  cost  of  $80,000  between  the 
two  cities,  met  recently  in  the  interests  of  the  project. 
Mayor  S.  E.  Miller,  Johnson  City,  presided,  and  among  those 
who  attended  were  Mayor  A.  S.  Murray,  Jonesboro;  R.  M. 
May,  J.  H.  Anderson,  A.  L.  Shipley  and  J.  S.  Pritchett,  all  of 
Jonesboro.     [E.  R.  J.,  Feb.  13,  '15.] 

Galveston  (Tex.)  Electric  Company. — Improvements  are 
soon  to  be  made  by  this  company  on  its  Twenty-seventh 
Street  and  Thirty-seventh  Street  lines  to  the  new  baseball 
park  in  Galveston. 

Virginia  Railway  &  Power  Company,  Richmond,  Va. — 
An  extension  to  connect  Petersburg  and  City  Point  is  being 
considered. 

Charleston  (W.  Va.)  Interurban  Railway. — This  company 
expects  to  extend  the  Kanawha  Valley  Traction  line  as 
rapidly  as  possible  to  Montgomery,  W.  Va.,  25  miles  east 
of  Charleston.  This  line  is  leased  by  the  Charleston  Inter- 
urban, which  operates  it.  The  line  from  South  Charleston 
to  St.  Albans  was  built  by  the  Charleston  Traction  Com- 
pany, but  was  recently  transferred  to  the  Kanawha  Valley 
Traction  Company,  William  E.  Chilton,  president. 

Milwaukee  Electric  Railway  &  Light  Company,  Milwau- 
kee, Wis. — Plans  are  being  considered  by  this  company  to 
extend  its  line  from  Elkhorn  to  Delavan. 

SHOPS    AND    BUILDINGS 

Des  Moines  (la.)  Street  Railway. — This  company  has 
opened  a  new  office  in  the  Flynn  Building  in  Des  Moines. 

Ohio  Electric  Railway,  Cincinnati,  Ohio.  —  This  company 
has  opened  its  new  passenger  station  at  Fort  McKinley. 

Ohio  Valley  Traction  Company,  Portsmouth,  Ohio. — Plans 
are  being  contemplated  by  this  company  to  build  a  new 
pressed  brick  passenger  station  at  the  corner  of  Waller  and 
Ninth  Streets  in  Portsmouth. 

Brantford  (Ont.)  Municipal  Railway.  —  On  Feb.  13  this 
company  received  the  approval  of  the  commissioners  in 
Brantford  of  plans  for  a  new  passenger  station  to  be  built 
on  the  site  of  the  old  power  house  on  Colborne  Street  oppo- 
site Clarence  Street,  Brantford.  Work  is  to  be  begun  at 
once. 

West  Penn  Traction  Company,  Pittsburgh,  Pa. — This  com- 
pany has  leased  the  fourth,  fifth,  sixth  and  part  of  the 
seventh  floors  of  the  Benedum-Trees  Building  in  Fourth 
Avenue  in  Pittsburgh.  This  space  will  be  used  for  offices, 
the  company  having  decided  to  establish  permanent  head- 
quarters for  many  departments  in  Pittsburgh. 

Wellsburg,  Bethany  &  Washington  Street  Railway,  Beth- 
any, W.  Va. — This  company  has  just  completed  its  new  car- 
house  and  repair  shop  at  Bethany. 

POWER  HOUSES  AND   SUBSTATIONS 

San  Joaquin  Light  &  Power  Company,  San  Joaquin,  Cal. — 

It  is  reported  that  this  company,  which  recently  completed 
an  electric  power  generating  plant  at  The  Forks  above 
Springville,  will  soon  begin  to  build  a  canal  from  a  point 
on  the  Camp  Nelson  branch  of  the  Tule  River  9  miles  above 
the  power  house,  the  purpose  of  the  second  canal  being  to 
furnish  more  water  for  the  power  house.  It  is  said  that  the 
present  waterfall  at  the  power  house  creates  3000  hp, 
whereas  the  equipment  there  is  capable  of  generating  much 
more.  The  canal,  if  it  is  built,  will  necessitate  2  miles  of 
tunneling,  the  longest  tunnel  to  be  900  ft. 

Northern  Pacific  Railway,  St.  Paul,  Minn. — This  company 
has  purchased  four  25-kw,  3500  r.p.m.,  125-volt  Curtis  turbo- 
generator sets  with  switchboard  and  accessories  from  the 
General  Electric  Company. 

United  Traction  Company,  Albany,  N.  Y. — This  company 
will  add  to  its  substation  equipment  a  1200-kw  synchronous 
converter  and  three  440-kv-a.  transformers  which  have  been 
ordered  from  the  General  Electric  Company. 

Mahoning  &  Shenango  Railway  &  Light  Company,  Youngs- 
town,  Ohio. — This  company  will  install  a  500-kw  synchronous 
converter  with  550-kv-a.  transformer  and  switchboard  which 
will  be  furnished  by  the  General  Electric  Company. 


538 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  11  ^ 


Manufactures  and  Supplies 

ROLLING  STOCK 

Cleveland  (Ohio)  Railway  has  ordered  fifty  front-en- 
trance, center-exit,  semi-steel  cars  from  the  G.  C.  Kuhlman 
Car  Company. 

Lehigh   Traction   Company,   Hazleton,   Pa.,  has   sent  out 

specifications,  through  L.  B.  Stillwell,  for  ten  all-steel  cen- 
ter-entrance city  cars. 

Third  Avenue  Railway,  New  York,  N.  Y.,  advises  that  it  is 
not  expecting  to  purchase  new  cars  for  its  subsidiary,  the 
Yonkers  Railroad,  as  previously  reported. 

New  York  State  Railways,  Rochester,  N.  Y.,  noted  in  the 
Electric  Railway  Journal  of  March  6  as  having  issued 
specifications  for  forty  prepayment,  center-entrance  cars, 
has  withdrawn  its  request  for  bids  on  these  cars  and  is  now 
asking  for  bids  on  one  sample  car. 

Binghamton  (N.  Y.)  Railway  has  ordered  fifty  city  cars 
from  the  Cincinnati  Car  Company  through  W.  R.  Kerschner, 
its  eastern  agent.  Twenty  of  these  cars,  the  order  for  which 
was  reported  in  the  Electric  Railway  Journal  of  March  6, 
are  to  be  delivered  at  an  early  date,  fifteen  cars  about  the 
beginning  of  next  year  and  the  remaining  fifteen  at  a  still 
later  date. 

Chicago  (lU.)  Surface  Lines  have  been  ordered  by  the 
Chicago  City  Council  to  purchase  336  cars  in  accordance 
with  the  terms  of  their  contract  with  the  city,  before  Febru- 
ary, 1916.  This  order  requires  an  immediate  contract  for  the 
delivery  of  168  cars  with  an  additional  contract  for  four- 
teen cars  each  month  until  the  close  of  the  fiscal  year,  Feb- 
ruary, 1916. 

TRADE    NOTES 

Esterline  Company,  Indianapolis,  Ind.,  has  received  an 
order  from  the  United  Railways  of  St.  Louis  for  100  SM-95 
"Golden  Glow"  headlights.  This  order  was  secured  by  F.  O. 
Grayson,  of  the  Grayson  Railway  Supply  Company,  St. 
Louis,  Mo.,  agent. 

Hess-Bright  Manufacturing  Company,  Philadelphia,  Pa.. 
advises  that  notwithstanding  the  reported  obstacles  to  the 
importation  of  its  ball  bearings,  it  continues  to  receive 
great  Quantities  from  its  Berlin  works,  the  total  since 
Sept.   15,  1914,  being  375,000  bearings  of  assorted  sizes. 

Westinghouse  Electric  &  Manufacturing  Company,  East 
Pittsburgh,  Pa.,  has  received  an  order  for  electrical  equip- 
ment for  the  cars  recently  ordered  by  the  Kansas  City,  Clay 
County  &  St.  Joseph  Railway.  Kansas  City,  Mo.,  from  the 
Cincinnati  Car  Company.  The  equipment  includes  four 
complete,  four-motor  equipments,  with  HL  control.  At  the 
same  time  a  contract  was  let  for  four  HL  control  equip- 
ments to  replace  the  automatic  control  on  four  cars.  When 
the  new  equipment  is  installed  the  company  will  then  have 
eight  cars  with  HL  control  and  twelve  with  automatic  equip- 
ment. 

Railway  Improvement  Company,  New  York,  N.  Y.,  held  its 
annual  meeting  on  March  1,  and  a  number  of  changes  were 
made  in  its  organization.  United  States  Congressman 
George  W.  Fairchild,  of  Oneonta,  N.  Y.,  was  elected  presi- 
dent to  succeed  Frank  Hedley.  John  Starets  was  elected 
treasurer  to  succeed  J.  S.  Doyle.  T.  Channing  Moore,  New 
York  manager  of  the  International  Time  Recording  Com- 
pany, was  elected  director  in  place  of  Mr.  Hedley,  and  John 
Starets  was  elected  director  in  place  of  Mr.  Doyle.  Con- 
gressman Fairchild  is  president  of  the  International  Time 
Rflcordip"'  Comnany  and  chairman  of  the  board  of  directors 
of  the  Computing  -  Tabulating  -  Recording  Company.  The 
changes  mentioned  are  due  to  the  fact  that  the  stock  hold- 
ings of  Messrs.  Hedley  and  Doyle  have  been  purchased  by 
Messrs.  Fairchild,  Pizzini  and  Moore.  This  change  makes  the 
Railway  Improvement  Company  more  closely  affiliated  with 
the  Computing-Tabulating-Recording  Company  and  the  In- 
ternational Time  Recording  Company,  Endicott,  N.  Y.  The 
latter  company  has  always  built  the  recorders  of  the  Rail- 
way Improvement  Company. 

ADVERTISING   LITERATURE 

Bridgeport  Brass  Company,  Bridgeport,  Conn.,  has  issued 
a  folder  on  its  "phono-electric"  trolley  wire. 

A.  O.  Schoonmaker  Company,  New  York,  N.  Y.,  has  issued 


a  price  catalog  of  its  India  and  amber  stamped  solid  sheet 
mica  segments  and  mica  rings  for  railway  motors. 

Blaisdell  Machinery  Company,  Bradford,  Pa.,  has  issued 
an  unusually  comprehensive  catalog  describing  and  contain- 
ing data  on  its  compressed-air  machinery  which  is  especially 
applicable  to  the  operation  of  pneumatic  tools  and  drills  as 
used  in  machine  shops. 

Gas-Electric  Motor  Bus   Corporation,   New   York,  N.  Y., 

has  issued  a  catalog  describing  and  illustrating  its  gas- 
electric  stepless  motor  buses.  As  shown  in  the  catalog, 
these  buses  are  made  both  double  deck  with  two-man 
operation  and  single  deck,  with  one-man  operation. 

Nelsonville  Brick  Company,  Nelsonville,  Ohio,  has  issued 
a  catalog  describing  its  filler  stretcher  brick  for  use  in  pav- 
ing next  to  car  track  rails.  The  catalog  states  that  this 
company  has  shipped  639  miles  of  this  brick  for  this  use, 
and  that  in  the  last  five  years  they  have  been  used  in  eighty- 
nine  cities,  eleven  states  and  in  Canada.  The  catalog  con- 
tains testimonial  letters  from  the  Cincinnati  Traction  Com- 
pany, Pennsylvania  &  Ohio  Railway  and  City  Railway,  Day- 
ton, Ohio. 

Walpole   Tire   &   Rubber   Company,   Walpole,   Mass.,   has 

issued  a  catalog  describing  its  friction  tape,  insulating  com- 
pounds, and  molded  rubber  goods  of  every  description.  This 
company  recommends  its  Armalac  compound  especially  for 
the  use  of  street  railway  armatures.  This  material  is  a  neu- 
tral permanently  plastic  insulating  compound  for  reinforc- 
ing the  insulation  for  cotton  covering  of  electrical  conduc- 
tors. Its  constituents  are  paraffin  wax,  the  melting  point 
of  which  is  raised  permanently  by  a  certain  process,  and 
petroleum  naphtha.  The  paraffin  base  is  said  to  insure  per- 
manency of  insulation  and  resistance  to  moisture  under  the 
repeated  heating  and  cooling  of  the  windings  in  service. 
Armalac  is  made  especially  for  street  railway  use  for  d.c. 
equipment,  also  for  a.c.  equipment  where  the  pressure  is 
550  volts  or  under.  It  is  neither  alkaline  nor  acidulous,  and 
therefore  cannot  attack  copper  wire. 

Combustion  Engineering  Corporation,  New  York,  N.  Y., 
has  issued  a  catalog  describing  and  illustrating  its  Type  E 
stoker.  This  stoker  is  of  the  underfeed  type,  the  coal  being 
fed  into  the  furnace  from  beneath  the  fire  in  such  a  manner 
as  to  eff'ect  the  distillation  of  the  volatile  matter  from  the 
coal  and  insure  the  complete  combustion  of  the  gases  which 
are  driven  off.  The  coal  is  fed  by  hand  labor  or  coal-convey- 
ing machinery  into  a  large  hopper  and  conveyed  under  the 
fire  by  means  of  the  reciprocating  sliding  bottom  of  the 
feed  trough  which  runs  the  full  length  of  the  stoker.  The 
coal  is  delivered  uniformly  from  truck  to  rear  by  the  auxil- 
iary pushers,  and  as  it  rises  in  the  trough  is  distributed  to 
the  sides  of  the  furnace  by  means  of  the  moving  bars.  The 
burning  fuel  is  constantly  carried  by  the  action  of  these 
bars  to  dumping  trays  along  each  sidewalk  where  the  re- 
sulting ash  or  clinker  is  deposited.  These  trays  are  dumped 
by  a  single  motion  of  the  dump  lever  on  the  outside  of  the 
furnace.  As  stated  in  the  catalog,  these  stokers  are  in  use 
throughout  Europe,  South  America  and  the  United  States, 
burning  coking  or  non-coking  coal  ranging  from  10  per  cent 
to  40  per  cent  volatile  matter  and  5  per  cent  to  30  per  cent 
ash.  The  catalog  contains  several  illustrations  of  installa- 
tions of  this  stoker  under  various  types  of  boilers. 

NEW  PUBLICATION 

Central  Electric  Railway  Accountants'  Association  Pam- 
phlet. 1915.  Sixty-six  pages.  Paper-bound. 
This  pamphlet  of  the  Central  Electric  Railway  Account- 
ants' Association,  issued  under  date  of  January,  1915,  con- 
tains a  list  of  present  and  past  officers,  the  names  of  the 
members  of  the  association,  its  constitution  and  by-laws  and 
an  index  to  papers  and  committee  reports  published  in  pam- 
phlets previously  issued.  A  synopsis  is  presented  of  the  de- 
cisions and  recommendations  of  the  association  in  regard  to 
handling  interline  accounts  for  both  freight  and  passenger 
traffic,  and  reproductions  of  the  standard  forms  to  be  used 
are  included.  The  pamphlet  also  contains  the  following  pa- 
pers: "Compiling  Operating  Expenses,"  by  E.  L.  Kasemeier; 
"Some  Accounting  Problems  Not  Electric,"  by  W.  B.  Wright; 
the  presidential  address  of  L.  T.  Hixson  at  Dayton,  1914; 
"Cost  Accounting  in  a  Manufacturing  Plant,"  by  G.  D.  Piper, 
and  several  citations  used  by  W.  H.  Forse,  Jr.,  on  the  subject 
of  depreciation  at  the  Dayton  meeting. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


35 


Traffic  Direction  Block  System 
of  automatic  signaling  for  Electric  Railways 


Indianapolis,  Columbus  &  Southern  Traction  Co. 

This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  com- 
bines the  maximum  of  safety  and  efficiency 
with  the  least  amount  of  apparatus. 


Wbt  mnion  ^tuitrfj  Sc  feipal  Co. 


Trade 
Mark 


SWISSVALE,   PA. 


Hudson  Terminal  Bids. 
NEW  YORK 
Canadian  Express  Bids.       Candler  Annex 
MONTHEAL  ATLANTA 


Peoples  Gas  Bids. 
CHICAGO 
Hallway  Exchanse  Bids.  Pacific  Bids. 

ST.  LOUIS  MO.  SAN  FRANCISCO 


Represented  by  the  GENERAL  ELECTRIC  CO.  in  Australasia.  South  Africa  and  Argentina 


Trade 
Maik 


36 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


3  aixK.era  ^  E^ivgiiveer-« 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

ENTIRE  ISSUES  PURCHASED 

N.  W.  HALSEY  &  CO. 

New  York         Hoston         Philadelphia         Chicago         San   Francisco 


THE J'GWHITE  COMPANIES 


FINANCIERS 
MANAGERS 

43  Exchange  Place 
Chicago 


ENGINEERS 
OPERATORS 

NEW  YORK 


San  Francisco 


The  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL  — MECHANICAL 

■  OS    SOUTH    LA  SALLE    STREET 

CHICAGO 


iforl),  JSacon  &  '^^avie. 


2:n0ineer6, 


115  BROADWAY 
New  Orleans  'S'E.'W  YORK        San  Francisco 


ALBERT  S.   RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER    POLYTECHNIC    INSTITUTE 

WORCESTER.    MASSACHUSETTS 

Tlic  Economical  Production,  Distribution  and  Application  of  Power; 

Transportation  Efficiency:  Physical  Reports;  Electrolysis  Investigations; 

Estimates;  Designs;  Specifications;  Tests 


D.  C.  &  WM.  B.  JACKSON 

ENGINEERS 


CHICAGO 
HARRIS   TRUST    BLDG. 


BOSTON 
248   BOYLSTON   ST. 


Plans,  Specifications,  Supervision  of  Constrttctlon 

General    Superintendence    and    Management 

Examinations  and  Reports 

Financial    Investigations   and    Rate   Adjustments 


A 

Stone  &  Wedsiee  Engineering  Corporation 


Constructing  Engineers 


NEW  YORK 


BOSTON 


CHICAGO 


Itobert  W.  Hunt       .Tno.  J.  Cono       Jas.  C.  Ilallsted       D.  W.  McNaugher 

ROBERT  W.  HUNT  &  CO.,  Engineers 

BUREAU    OF    INSPECTION    TESTS    <fc    CONSULTATION 

Inspection  and  Test  ol  all   Electrical    Equipment 

NEW  YOKK,  on  Wost  St.  ST.   I.OUIS.   Synillcato  Trust  BIdg, 

CHKACO,    ;;L>nn   iM.iuniiiii'   K.\iliailgi\ 
I'lTTSliUUUll,    .Monuugalicla  BU.   lililg. 


ALBERT  B.  HERRICK 

Engineer    to   Elertric    Railway    Properties 

for    Greater    Effi<iprny    in 

TransmisBion    Power   Production   and 

Equipment    Maintenanee 

Electrolysis    Surveys   and    Remedial    Measures    Applied 

Sole    Owner    uf    Autographic    Patents    for    Railway    Testing 

Office  and  Laboratory,  245  West  22d  Street  New  York  City 


H.     E.    GREIMS    CORPORATION 

EXAMINERS  OF  PUBLIC  UTILITIES 

AUDITS— SYSTEMS— APPRAISALS— EXAMINATIONS 

TWENTY-FIRST    FLOOR,    WOOLWORTH    BUILDING 

NEW    YORK 

WOODMANSEE&  DAVIDSON. 

Inc. 

ENGINEERS 

MILWAUKEE                          CHICAGO 

Wells  Bidg.               1st  National  Bank  Bidg.                11 

SANDERSON  &  PORTER 

Engineers  ses  Contractors 

REPORTS  •  DESIGNS  •  CONSTRUCTION  "MANAGEMENT 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY.  LIGHTISB  POWER  PROPERTIES 

Ntw  York  San  FRANr.i«^ro 


%  il*  :Bvllc0bv  &  Co*,  3Incorporatcli 


NEW  YORK, 
Trinity  Bidg. 


CITTCAGO, 
Continental     &     Com- 
mercial  Bank   Bidg. 


TACOMA. 

Washington 


Purchase,  Finance,  Construct  and  Operate  Electric  Light, 

Cias,  Street   Hallway  and  Water  rower  Proi>erties. 

Examination  and    reports.  Utility    Securities    HuuKht   and   Sold. 


ANTHONY  J.  BEMIS 

CONSULTING  ENGINEER 

Reports,  Valuationsand  Estimates,  Efficiency  Investigations 

Construction  and  Operation  Railway 
and  Lighting  Properties 


New  York  Life  Bidg. 


Chlcalto,  III. 


M.  H.  HOVEY,  Consulting  Signal  Engineer 

446  Washington  Bklg.     MADISON,  WISC. 
Investigations,    Plans,    Specifications,    Kstimates    and    Valuations. 


ELECTRICAL    TESTING     LABORATORIES,     INC. 

Electrical,    Photometrlcal    and 

Mechanical  Testing. 

80th   Street  and   East   End   Ave.,   New  York,   N.   Y. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


37 


THE  ^'STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL    WHEELS 
FORCINGS 


TIRES 


AXLES 


SPRINGE 

GEAR     BLANKS 


STEEL  TIRED  WHEELS 


ROLL   SHELLS 


RINGS 


CASTINGS 


RING   DIES 
PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO. 


Portland,  Ore. 
Denver,  Colo. 
San  Francisco,  CaL 
City  of  Mexico,  Mex. 
St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  III. 
New  York,  N.  Y. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Pa. 


New  End-Entrance  Car  built  for  the 
Stark  Electric  Railroad 

The  novel  idea  of  placing  the  door-location  at  the  end 
of  the  above  car  to  facilitate  prepayment  renders  this 
example  of  Jew^ett  construction  of  special  interest.  Let 
us  furnish  estimates  on  your  specifications. 

The  Jewett  Car  Company 


716* 


Newark,  Ohio 


38 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


BALDWIN 


If  you  want 


Safety  First. 

2nd,  Economical  Maintenance. 
3rd,  Simple  Construction. 
4th,  Noiseless  Operation. 


Class  AA  Truck  for  Heavy 
Interurban    Service 


Use  Baldwin  Trucks 


THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 

REPRESENTED     BY 
Charles  RIddell,  625  Railway  Exchange,  Chicago,  III.  George  F.  Jones,  407  Travelers  Building,  Richmond,  Va. 

C    H.  Peterson,  1610  Wright  Building,  St.  Louis,  Mo.  A.    Wm.    Hinger.  722   Spalding    Buildina.    Portland,   Ore. 

F.  W.  Weston,  50  Church   Street,   New   York,   N.  Y.  Williams    Dimond  &  Co.,  310  Sansonie  St.,  San  Francisco,  Cal. 

J-  A.  Hanna,   Niles,  Ohio 


A  Feature  of 

Lowest  Operating  and 

Maintenance  Cost 


"  V  D  &  D"  Gears  and  Pinions 


Our  grades  HARDENED  and  TREATED 
meet  every  phase  of  present  day  requirements, 
each  at  the  same  time  representing  marked 
superiority  over  all  other  products  proffered 
for  the  same  service. 


Know  from  experience — Equip  a  few  of  your 
cars  with  one  or  the  other,  whichever  may  be 
of  particular  interest  —  Watch  the  service 
secured — Compare  the  results  with  what  you 
have  been  obtaining — This  assures  us  of  your 
future  patronage. 


%Bgs^^^;e)^e&SigRS%Q^i^^i^^^ 


NEW  YORK 


Gear  Specialists 

CLEVELAND,  O.,  U.  S.  A. 


SAN  FRANCISCO 


C.  E.  A.  CARR,  Canadian  Representative,  2  Toronto  St.,  Toronto,  Canada 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


39 


Waving  Arms — by  day 

Red  Flashing  Lights — by  night 

Clanging  Locomotive  Bell— day  and  night 

Alone  or  in  Combination  Are 
What  You  Get  In 

The  HOESCHEN 
CROSSING  SIGNALS 

Maximum  Certainty  and  Safety — Minimum 

Installation  and  Maintenance  Cost ! 

What  are  Your  Requirements 

Hoeschen  Mfg.  Co.,        Omaha,  Neb. 


Street  Railway  Signal 
Co.,  Inc. 

PHILADELPHIA,  PA. 

The  first  signal  having  official 
A.  E.  R.  A.  aspects. 


Highway  Crossing  Signals 

Visible  and  Audible  Type  Day  and  Night 

Trolley  and  Rail  Contacts 

Car  Counting  Signals 

Ohio  Signal  Co.  Canton,  O. 


Do  you  want  further 
efficiency  evidence? 
WRITE  for  Booklet  R 


The  Fibre  Conduit  Company 

Orangeburg,  N.  Y. 
NEW  York      Boston      San  Francisco      Chicago 


PROTECTIVE 

His^hway  Crossing  Signals 

Positive  protection — low   installa- 
tion   and    maintenance    cost. 

Protective  Signal  Mfg.  Co. 

(leiicral    Sales   Office 
::fH>    Broadway,    RI.    V.      1 


DISPATCHER 


riTieSfmmen  System 


HOTORMAN 


Direct  Contact  Between 

^^  Dispatcher  and  Motorman         '^ 

Write  for  Details 
SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 

1575  Niagara  St.,  Buffalo,  N.  Y. 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


FEDERAL   SIGNAL  CO, 


{:- 


Manufacturers    ]  T  Automatic      ] 

Engineers  >         for         \  Signalling       >         either 

Contractors  )  \      Interlocking      j 

No  Interlocking  Switches  Are  Safe  Without 
Federal  Switch  Guards 

MAIN  OFFICE  and  WORKS      -      -      ALBANY,  N.  Y. 

103  Park  Avenue,  New  York  Monadnock  Block,  Chicago 

118-130  New  Montgomery  St.,  San  Francisco,  Cal. 


40 


ELECTRIC     RAILWAY    JOURNAL 


[March  13,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS  FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD  POLES  QUICK"  AVENARIUS  GARBOLINEUM  TREATED  POLES  SPOKANE.  WASHINGTON 


ROEBLING 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebling's  Sons  Company 


TRENTON,   N.  J. 


ALUMINUM 

Railway  Feeders 

ki"„d."V  Electrical  Conductors 


Ahiminum  feeders  are  less  tlian  one-lialf  the 
weight  of  copper  feeders  and  are  of  equal  con- 
ductivity and  strength.  If  insulated  wire  or 
cable  is  required,  high-grade  insulation  is  guar- 
anteed.    Write  for  prices  and  fuil  information 

Aluminum  Company  of  America 

Pittsburgh,  Pa. 


^» 


Grade  One 

Creos^ote  Oil 


Cuts 

Wood  Preserving 

Bills  in  Half 

Write  for  Booklet 

Barrett  Mfg.  Co. 

NEW  YORK 

Branches   in    Principal   Cities 


TREATED 


POLES,  CROSS  ARMS,  TIES, 
TIMBERS,  PAVING   BLOCKS 

CAPACITY  100,000,000  FEET  B.  M.  PER  ANNUM 
SEND  FOR  PAMPHLET 

International  Creosoting  &  Construction  Co. 

Address  all  communications  to  Office,  Galveston,  Texas 
Works;  Beaumont,  Texas        Texarkana,  Texas 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

Write  for  our  New  Descriptive  Catalog. 

ARCHBOLD-BRADY  CO. 


Engineers  &  Contractors 


SYRACUSE,  N.  Y. 


LETTENEY    IS    LASTING 


1867 

Anthracene   Oil    of 
Highest  Quality. 


waDDiiiP    1915 


LETTENEY 


Carloads  or  less 
PRESERVATIVE  I      shipped  promptly 


THE  NORTHEASTERN  CO., 


BOSTON,  MASS. 


Diamond  Tapered 
Steel  Poles 

save  money 

Diamond  Steel  Pole  Co- 
Philadelphia,  Pa. 


SHAW  Overhead  and  Third  Rail  Insulation 

Caps  and  Cones,  Round  Top  Hangers,  Globe 
Strains,  Suspension  P.olts.  l'\'efl  Wire  Insulat- 
ors,  Arc  Lamp  Hungers,  Third  Rail  Insulators. 

SHAW  Lightning  Arresters,  Standard  for  20  Years 
Newark  Engineering  Mfg.  Company 

221-225  Murray  St.,  Newark,  N.  J.,  U.  S.  A. 
Geo.  E.  Austin  Co.,  .Sales  Managers.  253  B'way,  New  York  City 


Ramapo  Iron  Works 

Main  Office,  Hillburn,  N.  Y. 
New  York  Office:  30  Church  St. 

Automatic  Switch  Stands, 
T-Rail  SpecialWork, 
Manganese  Construction, 
Crossings,   Switches,  Etc. 


COMBINATION 
Trolley  and  Light  Poles 


■  only  cost  a  little  more  than  single  iron  trolley 
_  poles,  and  the  electric  light  company,  the  mer- 
,_  -^fc.  chants  or  the  city  will  help  pay  for  them. 
^?  WRITE  FOR  CATALOGUE 

>®iii*«\m'    The  W.  R.  GARTON  COMPANY 

'/'^"",-\,,x\Mj  CHICAGO 


TOOLS 


for  all  classes  of  electrical  construction  and  repair 

work.    Write  for  catalog. 
Mathias  Klein  &  Sons  Cnai^s^iaUon  Chicago 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


41 


United  States  Rail  Bonds 

Our  five  types  of  United  States  Rail  Bonds 
are  designed  for  use  in  rail  joints  having  nar- 
row space  between  joint  plates  and  rail  web. 

They  are  furnished  in  both  balanced  for 
single  bonding,  and  unbalanced  for  double 
bonding. 

The  flexible  conductors  are  made  of  flat 
parallel  laid  ribbons  of  annealed  copper  — 
specially  cleaned  and  proof  against  oxidation. 
The  terminals  are  forged  from  one  piece  of 
solid  copper  and  our  designs  include  plain 
terminals  for  compression,  tubular  for  pin 
expansion,  and  tinned  for  soldering. 

We  recommend  the  use  of  our  Type  6i 
Hydraulic  Screw  Compressor  for  attaching 
all  compression  type  terminals.  This  machine, 
built  upon  an  entirely  new  plan,  with  no 
valves  or  intricate  parts  to  get  out  of  order, 
is  extremely  strong  and  durable,  and  very 
rapid  in  action. 

Catalog  with  full  description  of  our  Rail  Bonds  and  Ap- 
pliances upon  application  at  any  of  our  offices. 

American  Steel  &  Wire  Company 

Chicago,  New  York,  Worcester,  Cleveland,  Pittsburgh,  Denver. 
Export  Representative :  U.  S.  Steel  Products  Company,  30 
Church  Street,  New  York.  Pacific  Coast  llepresentatlve :  U. 
S.  Steel  Products  Company,  San  Francisco,  1ms  Angeles,  Port- 
land.  Seattle.  3 


Still  another  Use  Engineers  and  Contractors  find  for 


Using  Lower 
Sections 


Riveted  together  in  20  ft.  lengths,  In  which  condition  they 
were  shipped  to  a  Michigan  Branch  of  a  well-l<nown  Pitts- 
burgh Steel  Concern,  and  employed  as  a  FLUME  near 
ishpeming. 

"ACME"  (NESTABLE)  culverts  are  frequently  used  for 
Intakes,  Outlets,  Irrigation  Ditches,  Conduits,  Casings  for 
Electric  Wires,  Cables,  Gas  Mains,  Water  Pipes,  etc.  You 
can  build  on  break-Joint,  section  by  section,  without  limit, 
and  readily  open  up  at  any  point  by  simply  taking  out  a 
few  bolts  and  removing  a  section  or  two.  Catalog  G-3 
tells  the  story.     A  copy? 


The  ©nton  OjeveRtSSiloGh^ 

Majjufacturers 

(^nton.Ohio.  U.S.A. 


Special  Track  Work 

Built  along  quality  lines  to 
withstand  long,  severe 
service. 


Switches, 

Frogs,  Crossings, 

Manganese  Centers 

New  York  Switch  &  Crossing  Co. 

Hoboken,  New  Jersey 


HIGHEST    QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


The  Thew  Electric  Railway  Shovel 

was  designed  after  a  thorough  investigation  of  the  work 
to  be  done.  It  is  especially  adapted  to  the  peculiar  re- 
quirements of  Electric  Railway  Companies. 

Write  for  catalog  "F"  and  list  of  Electric  Railway  Com- 
panies using  Thews. 

The  Thew  Automatic  Shovel  Co. 

Lorain,  Ohio 


MANGANESE  STEEL  TRACK  WORK 


St.  Louis  Steel  Foundry,  1560  Kienlen  St.,  St.  Louis,  Mo. 

Owned    iind    oppratort    li.v    Curtis    &    Co.    Mfg.    Co..    .St.    I.iiiiis.  2 


Hundreds  of  Installations  of 


Folk 
Track-Work 


are  proving  it  worthy  of  your  fullest  consideration 
Let  us  figure  on  your  requirements 

The  Falk  Company,  Milwaukee,  Wis.,  U.  S.  A. 

Eastern  Representatives:  Wendell  &  MacDuffie  Co.,  New  Yorit 
Western  Representative:  Alphons*  A.  Wif^more,  Los  Angeles 


42 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


Wherever  There 
Are  Steam  Plants 


you'll  find  that  Dearborn  Feed  Water  Treat- 
ment is  saving  money  and  trouble  for  the 
steam  plant  operators — year  after  year. 

Our  customers  are  numbered  by  thousands 
— we  analyze  over  8000  samples  of  feed 
water  annually — and  prepare  treatment  for  the 
special  conditions  at  each  plant,  that  prevents 
the  trouble  caused  by  the  boiler  water,  whether 
it  be  scale,  corrosion,  pitting  or  foaming. 

No  matter  in  what  section  you  may  be  lo- 
cated, we  have  a  satisfied  user  in  your  vicinity 
— we  know  we  can  prepare  treatment  that 
will  end  your  boiler  troubles. 

Send  us  a  gallon  of  your  feed  water — we 
will  analyze  and  let  you  know  the  cost  of 
proper   effective  treatment. 

You'll  save  enough  in  repairs  to  more  than 
pay  for  the  treatment. 

Dearborn  Chemical  Company 

General  Office,  Laboratory  and  Works 

Chicago 


The  Only  Type  of 
Clamp  Insulator  Support 


which  permits 
of  perfect  and 
rigid  alignment 
before  the  cable 
is  put  into  place 
is 


OUR  PATENTED  PRODUCT 

This  means 
Saving  of  Time  and  Time  Means  Money 

Made  for  all  sizes  of  Cable.    Pipe  or  Flat  Mounting. 
We  ship  from  Stock. 

Our    New    Bulletins    describe    a    complete    line    of 

Labor  Saving  and  Trouble  Eliminating  Devices 

for  Power  Plants. 

Electrical  Engineers  Equipment 
Company 

711-715  Meridian  St.,  Chicago 

Write  our  nearest  Agent 

James  G.  Barr,  Boston,  Mass. ;  Lewis  &  Roth  Co., 
Philadelphia.  Pa.;  The  Hawkins-Hamilton  Ck>.. 
Inc.,  Lynchburjf,  Va. ;  Verne  W.  Shear  &  Co., 
Akron,  O. ;  R.  B.  Glapp,  Los  Aneeles.  Cal. 

Northern  Electric  Company 

LIMITED 
Distributors    for    Canada. 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 

Steam  Superheaters  Mechanical  Stokers 

Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 


ATL.\NTA,  Candler  Building 
BOSTON,  35  Federal  St. 
CHICAGO,  Marquette  Building 
CINCINNATI,  Traction  Building 
CLEVELAND,  New  England  Building 


BRANCH  OFFICES: 

DENVER,  435  Seventeenth  St. 
HAVAN.\,  CUBA,  11654  Calle  de  la  Habana 
LOS  AXCEI.ES.  American  Bank  Building 
NEW  ORLEANS,  Shubert  Arcade 
PIlIL.XUELrillA,  North  American  Building 


PITTSBURGH,  Farmers'  Deposit  Bank  Building 
PORTLAND,  ORE.,  Wells-Fargo  Building 
SALT  LAKE  CITY,  313  Atlas  Block 
SAN  FRANCISCO.  99  First  Street 
SE.VTTLE,  Mutual  Life  Building 


DIXON'S 


GRAPHITE 
CURVE  GREASE 


Saves  Wear  on  Rails  and  Wheel  Flanges 
Send  for  "Curve  Grease"  Booklet  No.  108 

Joseph  Dixon  Crucible  Company 


Jersey    City 


Xcw    Jersey 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM,  ALA. 

Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


I.  T.  E.. 

Circuit  Breakers 

for  hcpvy  street  railway  work  are  the 
best  obtainable.  Write  for  New  Com- 
plete Catalogue. 


The 

ESTABLISHED  1882 

Weir  Frog  Company 

Manganese  Track  Work 

Cincinnati,  O. 

March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


43 


Repair  Shop 
Machinery 
and  Cranes 


Built  by 


NILES-BEMENT-POND  CO. 

Ill  Broadway,  New  York 

Boston  Philadelphia  Pittsburgh  Chicago 

St.   Louis         Birmingham,   Ala.  London 


Service  and  Durability 


The  Test  of  Economy 


AMERICAN  VULCANIZED  FIBRE 

will  meet  botli  requirements  of  this  test  if  you  will 

use  it   for  Traclc  Irjsulation. 
Write  for  our   Bulletin   "For  Safeguarding  Safety 

Signal  Appliances." 
Send   us  blue  prints  of  your  fibre  parts  and  let  us 

quote  you  prices. 
AMERICAN  VULCANIZED  FIBRE  CO.,    WILMINGTON,  DEL. 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

Order  from  our  Chicago  or  Elsmere  factory,  whichever  it  nemr". 
and  delivery  will  be  made  without  delay. 

Include  an  order  for  Disfico  Horn  Insulation  for  repair  werk. 


Elsmere,  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chicago,  lU. 


A  MOTOR  BURNOUT  = 

Stalled  Cars  + 
Costly  Repairs  -|- 
Public  Complaints  + 
Car  Out  of  Service 

The  ultimate  cost  of  a  motor  burnout  can  never 
be  correctly  estimated.  It  frightens  passengers  and 
causes  delays  besides  much  expense. 


95 


"DELTABESTON 

Magnet  Wire 

Saves  this  Trouble  and  Expense 


"Deltabeston"  Magnet  Wire — insulated  with  spe- 
cially purified  asbestos — carries  the  overload  that 
burns  out  the  ordinary  cotton  covered  wire.  The 
cotton  can't  stand  the  heat.  Overloads  are  bound 
to  come — and  with  them  will  come  costly  burnouts 
unless  you  specify  "Deltabeston"  for  all  your  coils. 
Just  ask  us  to  prove  its  money-saving  value. 

D  &  W  FUSE  CO. 

Providence,  R.  I. 


Foster  Superheaters 

Insure  uniform  superlieat  at  temperature  specified 

Power  Specialty  Company 

III  Broadway,   New  York  City 


JACKS 


Barrett  Track  and  Car  Jacks 
Barrett  Emergency  Car  Jacks 
Duff  Ball  Bearing  Screw  Jacks 
Duff   Motor    Armature    Lifts 


The  Duff  Manufacturing  Co.,  Pittsburgh,  Pa. 


QONSERVES  energy 
and  triples  the  steam- 
ing capacity  of  your 
boilers.  Write  for  Cat- 
alog "  G." 

MURPHY     IRON     ll/ORKS 
Detroit,     »Mich.     "U.S.A. 


FORD  TRIBLOC 

A  Chain  Hoist  that  excels  in  every  feature.  Tt  has 
Planetary  Gears,  Steel  Parts,  3!^  to  i  factor  of  Safety. 
It's   the  only   Block   that  carries  a  five-year  guarantee. 

FORD  CHAIN  BLOCK  8b  MFG.  CO. 
142  Oxford  Street,  Philadelphia 


KINNEAR  Steel  Rolling  Doors 

FOR  CAR  HOUSES 

Compact,  Durable,  Easily  and  Speedily  Operated  and  Fire- 
proof.     Opening.s   of   any    size    may    be    equipped   and    the 
doors  motor-operated  if  desired.     Manufactured  by  the 
KINNEAR    MANUFACTURING    CO.,    Columbus,    Ohio 
BOSTON  PHILADELPHIA  CHICAGO 


GREEN  CHAIN  GRATE  STOKERS 

For  Water  Tube  and  Tubular  Boilers 
GREEN   ENGINEERING   CO. 

1300  Stecer  Bldg.         Chicago,  III. 

Catalogue   "O" — Oreen  Cbiln   Orate  Stoken 

Catalogae  No.  8 — Oeco  Ash  HandllDK  STatemi 

Sent  oa  application 


A.  G.  E.  LABOR  SAVING  MACHINES 

For     Armature    Banding,    Coil    Winding,   Taping,    Pin- 
ion Pulling,  Connmutator  Slotting  and  Pit  Jacks,  Arma- 
ture Buggies  and  Armature  Removing  Machines 

Manufactured  by 

AMERICAN  GENERAL  ENGINEERING  CO. 


253  Broadway, 


New  York,  U.  S.  A. 


SOFTENING 

OR 

FILTRATION 


rOR  BOILER  FEED  AND  ALL  INDUSTRIAL  USES 

WM.   B.   SCAIFE  &  SONS  CO.  PITTSBURGH,  PA. 


44 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


Patch  being  welded  in  gear  housing 

Oxy- Acetylene  Welding 

and  Cutting  simplifies 
shop,  line  and  yard  work 

In  the  shop  you  can  make  enormous  savings 
by  the  "on  the  spot''  repairs  of  broken  or  worn 
equipment.  Avoid  delays  and  expensive  re- 
placements. 

On  the  line — rail  bonds  can  be  applied  in  a 
simple,  efficient  and  economical  way.  Bonds  so 
applied  have  maximum  and  permanent  conduc- 
tivity. 

Yard  work  is  simplified  because  portable  weld- 
ing and  cutting  equipment  is  easily  taken  to  the 
work— making   costly    dismantling   unnecessary. 

The  cost  of  good  equipment  is  low.  We  fur- 
nish a  thoroughly  high  grade  welding  apparatus 
for  $6o.oo,  not  including  acetylene  cylinders, 
which  are  extra  and  are  furnished  under  a  lib- 
eral service  plan.  Truck  and  special  equipment 
for  cutting  operations  at  extra  cost. 

Regardless  of  what  use  you  make  of  acety- 
lene, investigate  the  savings  and  increased  effi- 
ciency given  by  the  use  of 

PREST-0-LITE 

Dissolved  Acetylene 

(Ready  made  carbide  gas) 

Prest-O-Lite  Acetylene  Service 
furnishes  the  highest  grade  ot 
Dissolved  Acetylene  in  portable 
cylinders,  used  as  conveniently 
as  you  use  cylinders  of  oxygen. 
Saves  the  large  initial  outlay  and 
heavy  depreciation,  trouble  and 
inconvenience  of  making  crude 
Acetylene  in  carbide  generators. 
Besides,  Prest-O-Lite  Dissolved 
Acetylene  is  perfectly  dried, 
cleaned  and  purified — makes  bet- 
ter welds  and  is  cheaper  to  use. 

ycry  interesting  free  literature  on 
Oxy-Acetylene  aelding  and  cutting  in 
electric  railway  work  awaits  your  re- 
quest.   Send  for  it. 

The  Prest-O-Lite  Co.,  Inc. 

The   World's  Largest  Makers  of 
Dissolved  Acetylene. 

805  Speedway,  Indianapolis,  Ind 

53  direct  factory  bruichet  and  charging 
plants  in   principal   industrial   centers 


jWhynotBOTHin 
portable  cylinders? 


Oxweld  Acetylene  Co. 

Largest  Makers  of  Oxy-Acetylene  Welding 
and    Cutting    Equipment    in   the   World. 

Originators  of  the  Oxweld  Process 

Full  information  on  all  classes 
of  Welding  and  Cutting  will 
be  sent  on  request. 

Oxweld  Acetylene  Company 

CHICAGO.  ILL.  NEWARK,  N.  J. 


U.  S.  Metal  &  Mfg.  Co. 

165  BROADWAY,        NEW  YORK  CITY 
Chicago  Atlanta 

RAILWAY  SUPPLIES 


Selling  Agents  for  Dunham  Hopper  Door  Device — Feas- 
ible Drop  Brake  Staff — Columbia  Lock  Nut — Kling  Bolts — 
Shop  Cleaner— "Texoderm"—U.  S.  Metal  Rail  Filing  Ma- 
chine. Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint 
Co.  General  Eastern  Agents  for  Hutchins  Car  Roofing  Co. — 
Multiple  Unit  Puttyless  Skylight — Car  and  Locomotive  Jacks 
—Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  /or  C  &  C  Electric  &  Mfg. 
Co.     General  Agents  for  Anglo-American  Varnish  Co. 


SKYLIGHTS 

Without    packing    or    filling    substance — Of    GLASS    and 
MET.AL    ONLY  — -ABSOLUTELY    and    PERMANENTLY 
PROOF  AG.AINST   LE.\KAGE.      Send    for   details. 
WE  BUILD  THEM   RIGHT. 

National  Ventilating  Co.,  339  E.  26th  St.,  New  York 


IN  A  WORD 
THE  RAPID  READY  CHANGE  CARRIER 

enables  conductors  to  give  change 
quickly.  Passengers  can  pass  into 
car  immediately — Prevents  crowded 
platforms — Shortens  time  at  car 
stops.  Fust  what  you  need.  Price, 
$1.75. 

CHA.S.  F.  ETTF,R 
904  N.  2nd  St.,  Harrlsburg,  Pa. 


25  -  10  -  5  •     1  or  5 


The  Peter  Smith  Heater  Company  leads  the  world  on 
heating  City  and  Interurban  Electric  cars  of  all  sizes 
and  makes.  Ask  us  to  prove  this  statement.  We  have 
the  experience  back  of  us. 

PETER  SMITH  HEATER  COMPANY 

1759  Mt.  Elliott  Ave.,  Detroit,  Micli. 


Ventilation-Sanitation— Economy— Safely 

All  Conxbined  In 

THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Patented  September  30,  1913.  Aek  tor  the  full  etory. 

Wa  JUso  Manufacture  Prissed  Steal  Hot  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


45 


SAFETY  FIRST 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


Insure  Your  Income 


The  DAYTON  FARE 
BOX  checks  your  in- 
come at  its  source.  It 
insures  that  there  is  no 
leak.  It  gives  no  chance 
for  error. 


DAYTON 


Fare  Box 

receives  and  regis- 
ters i-cent,  S-cent 
and  lo-cent  pieces  in 
United  States  money 
and  Canadian  dimes 
and  half-dimes.  It 
is  a  rugged,  simple 
mechanism  that  is 
practically  indestruc- 
tible and  infallible. 


Write   for   data  and  our   free  trial  proposition. 

The  Dayton  Fare  Recorder  Co. 

Dayton,  Ohio 


The  JOHNSON  Registering 
Fare  Box 


For  Ca<h  Fares 


— increases  fare  re- 
ceipts 2  to  15  per  cent. 
— is  the  fare  box  you 
can  rely  on  for  cer- 
tainty, accuracy  and 
economy. 

Johnson    Fare    Box 
Company 

Jackson  Blvd.  and  Robey  St. 

CHICAGO 
30  Church  St.,  NEW  YORK 


For  Cash  Fares 
and    Tickets 


Standard  with  the 
Largest  Railways 


B-V 

Visible 
Punches 


Great  railway  sys- 
tems know  that  in 
order  to  get  maxi- 
mum efficiency  from 
their  conductors, 

punches  of  maxi- 
mum efficiency  are  a 
necessity.  That's 

why  so  many  of 
them  use  B-V* 
punches.  Write  for 
catalog. 


BONNEY-VEHSLAGE  TOOLyCO. 

124  Chambers  St.,  New  York 

Factory,  Newark,  N.  Ji 


INTERNATIONAL    SPECIALTIES 
TALK  FOR  THEMSELVES 

RegLsters  and   P.egister  Fittings,   Badges, 
Punches,   Bell  and  Trolley  Cord. 

THE  INTERNATIONAL  REGISTER  GO. 


15    SOUTH    THROOP    ST., 


CHICAGO 


company 


Direct 

Automalic 

Regislralion 

By  the 

Passenger 

Rooke  Aatomatie 
Register  Co. 

Providence,  R.  I. 


This  Is  the  Punch  for  Rapid 
Handling 

of 
Transfers 


The  McQIII 
VIrtble   NO.  5  Ticket  Punch 


\Vlien  tlie  platform  of  a  car  is  crowded,  with  entering  pas- 
sengers every  second  lost  in  fare  collection  counts  heavily, 
"niind"  launches  and  punches  that  "stick'*  cost  considerable  loss 
of  time  in  punchinK  transfers.  Equip  your  conductors  with 
the  McGill  Visible  No.  5  and  note  the  difference.  Samples  sent 
for  inspection  and  trial.     Write  for  Catalog  25  J, 


McGill  Ticket  Punch  Co. 

538  W.  HARRISON  STREET,  CHICAGO 


46 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


Paint  Won't  Make 
a  Roof 


ROOFING 

doesn't  depend  on  paint  to  make  it  stormproof.  It  isn't 
paint  that  makes  a  roof.     It's  what's  under  the  paint. 

BAYONNE  Car  Roofing  is  a  specially  prepared  can- 
vas, treated  in  such  a  way  as  to  render  it  absolutely 
WATERPROOF  in  addition  to  PRESERVING  the 
cloth.     It  LASTS. 

SPECIFY  it  for  your  new  cars — USE  it  when  re- 
modelling. 

We  will  be  glad  to  send  you  a  sample  book  and  to 
quote  prices.  When  writing,  please  specify  Price  List 
J-40. 

John  Boyle  &  Co.,  Inc. 

New  York  City 


112-114  Duane  St. 

Branch  House:  202-204  Market  St. 


70-72  Reade  St. 

,  St.  Louis,  Mo.      740-P 


The  saving  of  other- 
wise wasted  Heating 
Current  means  a  clear 
gain  of  Thousands  of 
Dollars  in  a  year 

It  will  most  certainly 
pay  you  to  investigate 

The  UTILITY  Electric 
Thermometer  Control 

Install  this  device  on  your  cars  and 

your  car  -  heating  troubles   are  over. 

So   are   your  big  expense   items    for 

wasted  car-heating  current. 

When  the  temperature  in  your  cars  reaches  50 

degrees,  the  Utility  Control  automatically  cuts  oft" 

the  current.     When  the  temperature  rises  to  50 

degrees   again,   the  Utility   Control   cuts   in   the 

current. 

Investigate  it.     Ask  for  Catalog  401. 

RAILWAY  UTILITY  CO. 


721  Fulton  St. 
CHICAGO 


Eastern  Office 
1328  Broadway,  New  York  1 


PANTASOTE 

The  National  Standard 
for  Car  Curtains  and 
Car  Upholsteiy 

AGASOTE  HEADLINING 

The  only   headlining  made  in  one  solid  piece.     Will  not 
separate,  warp  or  blister.     Waterproof  and  homogeneous. 

The  Pantasote  Company 

U  Broadway,  New  York  People's  Gas  Bldg.,  Chicago,  111. 

797  Monadnock  Bldg.,  San  Francisco,  Cal. 


peaks." 


Light  Weight  Steel  Seals 

save  the  drain  on  current  at  "traffic 


WALKOVER 

Pressed  Steel  Seats 

give  more  room  — 
more  comfort — more 
money  value  than  any 
other  seat.  Specify 
them  for  your  new 
cars. 

Hale  and  Kilburn  Company 


New  York 


Philadelphia 


Chicago 


1)     THERAIimYSuPPLY&CURTAlNCo. 


CHICAGO 

CAR  CURTAINS  &  FIXTURES 
FOR  ALL  PURPOSES 

CATALOGUE  ON   REQUEST 


PROVIDENCE      H-B 


FENDERS 


LIFE  GUARDS 


The  Consolidated  Car  Fender  Co.,   Providence,  R.  I. 

Manufaclurtrs  of  The  Providence  Fender  and  H-B  Life  Guard 
Wendell  &  MacDuffie  Co.,  61  Broadway,  New  York 


(ieneral  S.iles  Aj:ents 


The  Eclipse  Railway  Supply  Co. 
CLEVELAND,  OHIO 

Manufacturers  of  the 

ECLIPSE  LIFE  GUARD  ECLIPSE  WHEELGUARD 

ECLIPSE  TROLLEY  RETRIEVER  ACME  FENDER 


MASON     SAFETY     TREADS— prevent     •llpolnlt     ind     tbu«    <* 
vlato  damBKe  suits. 
KAIinni.lTH    CAU     PI.OORIIVG— for    steel    car«    1«    MUllUrT. 

fireproof  and   light  In   weight. 
STANWOOI)    STEPS— are   nonsUpplnK   and   aelf-cleanlnx. 
Above    products    are    used    on    all    leading    Railroads.      For    detalU 

"    '^*''     AMERICAN   MASON   SAFETY   TREAD   CO. 

Miiln  Offlces:       Branch  Otflces  :   Boston.   New   York  City.  ChlcaKO.  P»lla- 
I.owell.  Mass.  delphla,  Kansas  City.  OleTCland.  St.  Lonla.     


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


47 


>\'eiRhi  of   Dummy,   170   pounds.  Speed    15   miles  i»er  hour. 

(A  Genuine  Registered  Test) 


Positive  Protection 

If  the  fallen  pedestrian  gets  by  the  fender,  as  he 
is  likely  to  do  on  a  curve,  the  PARMENTER 
WHEEL  GUARD  picks  him  up.  Instantaneous 
in  operation — always  acts.  Has  proven  its  won- 
derful efficiency  at  all  speeds  up  to  15  miles  an 
hour. 

Equipped  with  Parmenter  Fenders  and  Wheel 
Guards,  electric  railways  are  afforded  positive 
protection. 

Write  for  the  literature. 

Parmenter  Fender 
&  Wheel  Guard  Co. 

89  State  St.,  Boston,  Mass. 


A  Road  May  be  Proud  of 
Its  Braking  Efficiency 


Yet  it  may  be  wrong  to  conclude  that  the  type 
they  used  should  be  on  your  cars.  Your  oper- 
ating conditions  are  probably  different.  What 
is  profitable  for  one  line  may  be  unsuited  to 
many  others.  The  easiest  way  to  make  sure 
of  getting  maximum  braking  economy  and 
efficiency  for  your  road  is  to  consult  special- 
ists.   That  is  our  business.    Consult  us. 

American  Brake  Shoe  &  Foundry  Co. 
MAHWAH,  N.  J. 

30  Church  St.,  New  York    McCormick  Bldg.,  Chicago 

71606  3 


The  Kalamazoo  Trolley  Wheels 


have  always  been  made  of  entirely 
new  metal,  which  accounts  for  their 
long  life  WITHOUT  INJURY  TO 
THE  WIRE.  Do  not  be  misled  by 
statements  of  large  mileage,  because 
a  wheel  that  will  run  too  long  will 
damage  the  wire.  If  our  catalogue 
does  not  show  the  style  you  need, 
write  us— the  LARGEST  EXCLU- 
SIVE TROLLEY  WHEEL 
MAKERS  IN  THE  WORLD. 


THE    STAR    BRASS    WORKS 

KALAMAZOO,  MICH.,  U.  S.  A. 


,;^r^MA 


TPD=. 


SATISFACTION— ECONOMY 

"TULC  is  very  satisfactory  and  is  sliowing  us  a 
big  saving  in  labor."  The  above  part  of  a  letter  is 
only  one  of  a  great  many  cases  where  TULC  is 
giving  perfect  lubrication,  showing  economy  and 
giving  satisfaction. 


!L 


„,)>»»)>i!.;i!»»»»m}»,»»>»»»,)»»»»> 


UNION  SPRING  &  MANUFACTURING  CO. 

SPRINGS    COIL  AND  ELLIPTIC 
M.  C.  B.  Pressed  Steel  Journal  Box  Lids 

General  Office,  Oliver  Bldg.,   PITTSBURGH,  PA. 
Works:  New  Kensington,  Pa. 

149  Broadway,  \cw  York.  1204  Fisher  BWg.,  Chicago,  111. 

.Missouri  Trust   Bldg.,   St.    Louis,   Mo. 


Efficiency 
Economy 

Safety 


A  WASSON 

TROLLEY  BASE 

Soon  Pays  for  Itself 
Order  One  Today 

and  Convince  Yourself 

WASSON  ENGINEERING  &  SUPPLY  CO. 
MILWAUKEE,  WISCONSIN 


Mark 


Pure  Air 
In  Crowded  Cars 

the  year  'round 

by  using  Trade 

The  ODORLESS 

DISINFECTANT 


Purifies,  deodorizes  and  sweetens  the  air.     Kills  conta- 
gion.    A  few  ounces  of  "O  D"  Liquid  to  a  gallon  of 
water  makes  a  positive,  germicidal,  disinfecting,  scrub- 
bing solution  for  floors,  scats,  straps,  toilets,  etc. 
Trial  orders  filled. 


Gardner  &  Company, 


Joliet,  III. 


48 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


FOR  SALE 

10 — 42'    Kuhlman     Interurban    Cars,    Baldwin    Trucks,    4 

West.   121    Motors. 
30— Brill    20'    Closed    Cars,    G.E.    1000    Motors,    Brill    21 .  E 
Trucl<s. 

2 — Jactcson  and  Sharp  18'   Bar  Bodies. 
20 — Jones  20'  Closed  Cars,  G.E.  52  Motors,  Bemis  Trucl<s. 
10 — Wason  10  Bencli  Open  Cars,  G.E.  1000  Motors,  Betnls 
True  ks 

5 — Brill    10    Bench    Open    Cars,    West.    12A    Motors,    Brill 
21 E   Trucl<s. 

8— Brill  14  Bench  Open  Cars,  West.  56  Motors,  Brill  22-E 
Trucl<s. 

4 — Brill  30'  Express  Cars,  Brill  22-E  Trucks. 

9 — Brill   30'   Express  Cars   complete,  4   G.E.   1000   motors, 
AA-1  Air  Brakes,  Brili  27-G  Trucks. 

8— Brill    22'    Closed     Cars,    West.    68     Motors,    Peckham 
Trucks. 

1 — Jackson  and  Sharp  20'  Car  Body. 
20 — G.E.  80  Railway  Motors  complete. 
12 — G.E.  54  Railway   Motors  complete. 
60 — G.E.  1000  Railway   Motors  complete. 
60 — G.E.  800  Railway  Motors  complete. 
40 — West.   12A   Railway   Motors  complete. 
32 — West.  49   Railway   Motors  complete. 

8 — West.  38B  Railway  Motors  complete. 
10 — West.  112  Railway  Motors  complete. 

4 — West.  68-C  Railway  Motors  complete. 

4 — West.  68  Railway   Motors  complete. 
12 — G.E.  73   Railway    Motors   complete. 
24 — G.E.  87  Railway  Motors  complete. 
20 — G.E.  57  Railway  Motors  complete. 

3 — West.  101 -B2  Armatures,   brand   new. 

3 — West.   93-A2  Armatures,   brand   new. 

3 — West.  93A  Armatures,  brand  new. 
22 — G.E.  80  Armatures,  brand  new. 

2 — G.E.   87  Armatures,   brand   new. 

2 — G.E.  73-C  Armatures,  brand  new. 

4 — G.E.   67  Armatures,  brand   new. 
18 — G.E.  57  Armatures   (second-hand),  two  turn. 
30 — G.E.  57  Form  A   Motor  Casings. 
22— K6  Controllers. 
44— K11  Controllers. 
28— K2  Controllers. 
62— K10  Controllers. 
30 — K14  Controllers. 
28 — B29  Controllers. 

2 — Sets   Brill  27G   Trucks,  4'   6"  wheel   base. 

6 — Brill  21E  Trucks,  7'  6"   and   8'   wheel   base. 
10 — Oupont  Trucks,  7'  6"  wheel  base. 

All  of  the  above  apparatus  is  In  first  class  condition  for 
immediate  service.      For  further  particulars  apply  to 

W.  R.  KERSCHNER  CO.,  Inc..  S'ew  yo'rk^*S?V: 


COMPLETE  ARMATURES   FOR  SALE 

FOR     ALL     THE     STANDARD 
STREET    RAILWAY    MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

Amsrioa's  Greatest  Repair  Works 

CLEVELAND   ARMATURE  WORKS,   Cleveland,   0. 


MACGOVERN  AND  COMPANY, 

INC. 

FRANK  MACGOVERN,  Pres.  &  Gen.  Mgr. 

114  LIBERTY  STREET  NEW  YORK  CITY 

'Phone,  3375-3376  Rector 

60  CYCLE  ROTARY  CONVERTERS 

2—1000  K\V".  Gen.  Elec,  type  HC,  6  phase,  360  KPM.,  form  P, 
600  volts  DC,  with  AB-BI  Transformers,  2300  V.  pri- 
mary; also  switchboard  panels  and  instruments. 

2—  500  KW.  Gen.  Elec.,  type  HC,  form  P,  6  phase,  12  pole, 
600  RPM.,  575  volts  DC,  with  AB-BI  Transformers, 
2300  V.  primary;  also  switchboard  panels  with  instru- 
ments. 

IMMEDIATE    DELIVERY. 

TUI!*    IS    OF    NeCESSITY    ONLY    A    PARTIAL,    LIST— 
SBND   FOR  CATALOG 


An  Unusual  Bargain 

One  double  truck,  single  track  snow  plow, 
length  over  all  40  ft.,  width  8'6",  height 
lo'g",  truck  centers  i3'8".  wheel  base  4'. 
Plows  raised  and  lowered  by  hand  or  com- 
pressed air. 

Equipped  with  two  K-14  controllers,  rheo- 
stats and  cable,  one  main  reservoir,  brake 
cylinder  and  brake  valves,  air  cylinders  and 
valves  for  operating  plows. 
Price  $1,000,  F.O.B,  Rensselaer,  New  York. 

Albany  Southern  R.  R.  Co. 

Rensselaer,  N.  Y. 


THE      MOST      SUCCESSFUL      MEX      IN      THl'. 
ELECTRIC    RAILWAY    INDUSTRY    READ    THE. 

ELECTRIC  RAILWAY  JOURNAL 

EVERY  WEEK 


Big  Results 
from  Little  Ads 

The  advertisements  in  the  Searchlight  Section  are  constantly 
bringing  together  those  who  buy  and  sell,  rent  and  lease  or  ex- 
change. They  convert  idle  commodities  into  useful  cash,  idle 
cash  into  useful  commodities,  and  that  which  you  have  but  don't 
want  "into  that  which  you  want  but  don't  have.  The  cost  is  a  trifle, 
the  results  considerable. 

Get  your  Wants 
into  the  Searchlight 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


49 


f^siawm^m^simiMi 


60  Cycle,  Rotary  Converters 

L' -General  Electric  1000  K.W.,  COO  v.,  SCO  R.P.M.,  type  '-HC,"  comp. 
wound,  U  phase.  Complete  with  air  cooled  2300  v.  trans.,  react- 
ances and  panels. 

2 -General  j:lectrlc  500  K.W.,  575  yolt,  GOO  It. P.M.,  type  "H.C," 
comp.  wonnd,  6  phase.  Complete  with  air  cooled  trans.,  2300  v. 
reactances  and  panels. 

1—300  K.W.  Westinghouse.  600  volt  D.C.,  370  volt  A.C.,  600  R.P.M. 
with  oil  cooled  G.E.   trans.   11,000  v.   primary. 

1—200   K.W.   Westinghouse,   600  volt  D.C.,    370  volt  A.C.,    720   R.P.M. 

Also  following   transformers: 

:;— 123   K.W.    G.E,    2400   volts   prim.,   370   volts  sec. 

■  ;— 75   K.W.    Ft.    Wa.vup,    10. 000-9000-185-370   v. 

:;— 173   K.W.    Stanley,    10.000-2300   volts, 

25  Cycle,  Rotary  Converters 


300  K,W.   General  Electric,   3  phase, 
volt  A.C.,   375   R.P.M. 


!3    cycle,    800   volt   D.C.,    370 


2—300  K.W.   (ienl.   Elect.,   3   ph.,  23  cycle,   7."i0   R.P..\I.,   UOO  volts. 
1 — 250  K.W.   Genl.   Elect.,  3  ph.,   25  cycle,   500  R.P.M. ,   600  volts. 
Can   also   furnish   transformers — all  voltages. 

Railway  Car  Equipment 

8—75    H.P.    WestlnBhouse,    112    Rnilnny    Motors,    600 

volts,  newly  rewound  armatures,  full  commutators,  rebuilt  entirely. 
Will  be  sold  fully  guaranteed,  upon  any  reasonable  terms  of  pay- 
ment. 

12 — G.E.  57  Motors,  50  II. P.   Each. 

16 — Gr.E.  67  Motors,  40  HP.   Each. 

20— G.E.  201    Motors,   (55    H.P.    Each. 

Booster  Set 

Geiieratop— West'gh'se  70   K.W.,  350  volt,   200  amp.   series   wound. 
Motor— West'gh'se  105  H.P.,  575  volt.  950  R.P.M.,  type  "SA"  shunt 
wound. 

Complete  with   coupling  and   panel. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ENGINES- 


ROOM  302 
'Phone  Rector  4337-4338 
SEND  FOR  CATALOG— JUST  OUT 
BOILERS— MOTORS— CONDENSERS— ETC. 


New  York 


FOR  SALE:  WANTED  FOR  CASH 

Cars,  Motors,  Rails,  Generators — Everything  for  Track,  Rolling  Stock, 
Power  Plant.  Send  us  your  reeiuirenients. 


Ask  for  our 
FOR  SALF,  LKSTS 
also 
Blue  List    RPECO    SFeciahies 


Railway  &  Power  Equipment  Co. 

(Charles  F.  Johnson) 

Established  1901 

P.  O.  Bo.'c  IS.S,  Ellicott  Square 
Buffalo,  N.  Y. 


CARS    FOR    SALE 

OPEN  and  CLOSED 
MOTOR  and  TRAIL 

Write   for   Price   and    Full   I'articulars   to 

ELECTRIC    EQUIPMENT    CO. 

Commonwealth  Bldg.  Philadelphia.  Pa. 


POSITIONS  WANTED 


CAR  painter — A  competent  and  thoroughly  all 
around  mechanic,  who  is  desirous  of  making 
a  change  wants  position.  Best  of  experience, 
good  worker,  efficient  in  handling  men,  or 
will  work  under  good  foreman,  desirous  of 
making  change.  Can  give  good  recommenda- 
tion from  past  and  present  employers.  Box 
678,   Elec.   Ry.  Jour. 

CLAIM  attorney,  desiring  change,  is  open  for 
engagement  with  electric  railway  company, 
where  the  services  of  a  practical  and  com- 
petent claim  adjuster  are  needed.  Have  10 
years'  active  experience  in  street  and  inter- 
urban  railway  work,  in  transportation,  con- 
struction and  claim  departments.  High  class 
references  furnished.  Address  Box  701, 
Elec.    Ry.    Jour. 

ELECTRICAL  engineer  and  superintendent, 
technical  graduate,  with  15  years'  practical 
experience,  engineering,  construction  and 
operation;  railway,  lighting  and  power  sys- 
tems. Now  with  large  company,  desires 
change.  Al  references.  Box  692,  Elec.  Ry. 
Jour. 

EXPERIENCED  man  open  for  engagement  as 
general  superintendent  or  master  mechanic; 
many  years'  experience  all  branches;  Al 
references.     Box  700,  Elec.  Ry.  Jour. 

HIGH  grade  man  desires  position  as  secre- 
tary or  assistant  to  busy  executive.  Fully 
experienced  and  thoroughly  trained  in  man- 
agement of  various  departments.  At  pres- 
ent operating  official  of  system  of  city  and 
interurban  lines.  Age  35,  health  good  and 
am  willing  to  go  anywhere.  Address  Box 
694,  Elec.  Ry.  Jour, 


POSITION  wanted  by  line  foreman,  on  con- 
struction or  maintenance.  Experienced  6n 
heavy  catenary  and  trolley  construction. 
Married,  sober  and  good  references.  Box 
703,  Elec.  Ry.  Jour..  1570  Old  Colony  Bldg., 
Chicago,  III. 

POSITION  wanted  as  engineer  or  superin- 
tendent. ^  Age  35,  single,  college  education; 
10  years'  experience  on  construction,  main- 
tenance, rehabilitation  and  valuation  of  elec- 
tric railways.      Box   710,   Elec.   Ry.  Jour. 

STREET  railway  superintendent  with  twenty 
years'  experience  desires  to  make  change. 
Thoroughly  acquainted  with  all  branches  of 
the  work.      Box  702,   Elec.   Ry.  Jour. 


ADVERTISING  RATES 
Positions   Wanted.  _  Eveninff  Work   Wanted, 

2  cents  a  word,   minimum  charge  50   cents  an 
iascTtion.  payable  in  advance. 

Positions  Vacant.  Salesmen  Wanted.  Agencies, 
all  undisplayed  Miscellaneous  ads.  Machinery  and 
Plants  For  Sale  (with  onet  ineof  display  heading), 

3  centra  word,  minimum  charge  $1.50  an  insertion. 
All  advertisements  for  bids  cost  $2.40  an  inch. 
Advertisements  in  display  type  cost  as  follows 

for  single  insertions: 

1-16  page.  $5.00  I  In.  single  col.,  $3.00 

I -8  page.      10.00  4  in.  single  col.     11.60 

I  -4  page.     20.00  8  in.  single  col..  22.40 

In  replying  to  advertisements,  send  copies  oj 
testimonials,  etc. ,  instead  of  originals. 


POSITIONS  WANTED 


SUPERINTENDENT  of  equipment  or  master 
mechanic,  open  for  position ;  22  years  ex- 
perience installing,  maintaining  and  rebuild- 
ing; up-to-date  shop  manager.  Box  704,  Elec. 
Ky.  Jour. 

WANTED — By  a  thoroughly  up-to-date,  reliable 
and  competent  man,  40  years  of  age,  experi- 
enced in  all  branches  of  railway  operation 
and  maintenance,  position  as  superintendent 
or  superintendent  of  equipment.  Best  of 
references,  past  and  present.  Correspond- 
ence solicited  concerning  any  good  opening. 
Box    697.    Elec.    Ky.    Jour. 


WANTED— Position 
track  and  way,  or 
37  years,  with  23 
in  all  branches  of 
way  construction 
At  present  employ 
eastern  property, 
pulsory.      Box   707, 


as  superintendent  of 
roadmaster  by  a  man,  age 
years'  practical  experience 
street  and  interurban  rail- 

and  maintenance  work, 
ed  as  roadmaster  by   large 

Desired   change   not   com- 

Elec.   Ry.  Jour. 


MISCELLANEOUS 


Rotary  Converters  Wanted 

WANTED— Two  500  K.W.  60  cycle,  6  phase 
shunt  wound  Rotary  Converters,  must  be  in 
first-class  condition.  Give  full  data  regard- 
ing length  of  time  run,  point  of  inspection, 
etc.     Box  705,  Elec.  Ry.  Jour. 


FOR  SALE 


BIG  BARGAIN 

70  lb.  A.  S.  C.  E.  Switch  Material. 

25   Xo.    10—15   ft.    Double  Spring   Frogs,  Wing 

Kails    Reinforced. 
25 — 15     ft.     Split    Switches,    Reinforced;     were 

never  used. 
Don't   overlook   this. 


WALTEH  A.  ZELWICWEB  SUfK-Y  COaPW 


TELL  us  WHAT  YOU  NEED 


FOR  SALE 

.\T  B.ARG.MN  PRICES— One  120  KW,  West- 
inghouse, 133  Cycle  Single  Phase  Alternator. 
One  200  KW,  Westinghouse,  133  Cycle 
Single  Phase  .Mternator.  One  300  KW, 
f;eiieral  Electric,  133  Cycle  Single  Phase 
Alternator.  Address  "H.  F.  W.,  Jr.,"  309 
Colby-Abbot   Bldg.,   Milwaukee,  Wis. 


The  Classified  Advertising  in 
Electric  Railway  Journal 

is  read  carefully  by  men  whose  success  depends 
upon  thorough  knowledge  of  means  to  an  end 
— whether  it  be  the  securing  of  a  good  second- 
hand dinky  engine  at  a  moderate  price,  an  ex- 
pert draftsman  or  superintendent,  or  the  serv- 
ices of  a  firm  of  engineers  for  designing  a 
large   modern    plant. 

The  Best  Proof 

of  this  is  the  regularity  with  which  such  ad- 
vertisements are  carried — the  extent  and  va 
riety  of  the  JOURNAL'S  want  ads..  With- 
out a  constant  and  appreciable  demand  for 
such  machinery  or  services,  by  the  JOURNAL 
readers,  the  market-place  which  these  adver- 
tisements represent  could  not  exist  for  any 
length    of   time. 

Electric  Railway  Journal 

239  West  39th  St.  New  York  City 


5D 


(Accountants  to  Conduits) 


[March  13,  1915 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  300  different  products  are  here  listed. 

The  Alphabetical  Index  (see  eighth  page  following) 
gives  the  page  number  of  each  advertisement. 

As  far  as  possible  advertisements  are  so  arranged 
that  those  relating  to  the  same  kind  of  equipment  or 
apparatus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
being  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Accountants. 

Greims  Corporation,   H.   E. 

Acetylene  Service. 
Prest-O-Lite  Co.,  Inc.,  The. 

Advertising,  Street  Car. 
Collier,    Inc.,    Barron   G. 

Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Alloys,  Steel  &  Iron. 

Titanium  Alloy  Mfg.  Co. 

Anchors,    Guy. 
Garton   Co.,  W.   R. 
Johns-Manville  Co.,   H.   W. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 

Automobiles    and    Busses. 
Brill  Co.,   The  J.   G. 

Axle    Straighteners. 

Columbia  M.   W.    &   M.    I.    Co. 

Axles. 
Brill  Co..   The  J.   G. 
Cambria  Steel  Co. 
Cincinnati  Car  Co. 
National   Tube  Co. 
Nlles  Car  &  Mfg.  Co. 
Standard  Motor  Truck  Co. 
Standard   Steel   Works   Co. 
U.  S.  Metal  &  Mfg.  Co. 
Westinghouse  Elec.   &  M.   Co. 

Architects. 
Kennard,   Ralph  B. 

Babbitting    Devices. 
American    General    Eng'g    Co. 
Columbia  M.   W.   &    M.   I    Co. 

Badges  and  Buttons. 
International  Register  Co. 
Western  Electric  Co. 

Bankers   and    Brokers. 
Halsey   &   Co.,    N.    W. 

Batteries,    Dry. 
Johns-Manville  Co.,  H.   W. 
Protective  Signal  Mfg.   Co. 
Western  Electric  Co. 

Batteries,    Storage. 
Electric    Storage    Battery    Co. 
Esterllne  Co. 
Western  Electric  Co. 

Bearings  and   Bearing   Metals. 
American  General   Eng'g  Co. 
Columbia  M.   W.   &  M    I.   Co. 
General   Electric   Co. 
Long  Co.,  E.  G. 
More-Jones  Brass  &  Metal  Co. 

Bearings,  Roller  and   Ball. 
Railway  Roller  Bearing  Co. 

Bells  and    Gongs. 
Brill  Co.,  The  J.   G. 

Electric  Service  Supplies  Co. 
Ohio  Signal  Co. 
Protective  Signal  Mfg.  Co. 
Reiter.  G.  C. 
Western  Electric  Co. 

Benders,    Rail. 
Niles-Bement-Pond   Co. 

Blowers. 
General   Electric  Co. 
Westinghouse  Elec.  &  M.   Co. 

Blow  Torches  for  Soldering  and 
Brazing. 

Prest-O-Lite  Co.,  Inc.,   The. 

Boiler   Cleaning   Compounds. 
Dearborn  Chemical  Co. 
Johns-Manville  Co.,  H.   W. 

Boiler  Coverings. 
Johns-ManvlJIe  Co.,   H.   W. 


Boiler   Graphite. 
Dixon  Crucible  Co.,  Jos. 

Boiler  Tubes. 
National   Tube  Co. 

Boilers. 
Babcock  &    Wilcox  Co. 

Bond   Clips. 
Electric  Railway  imp.   Co. 

Bond   Testers. 
American  Steel  &  Wire  Co. 

Bonding   Apparatus. 
Prest-O-Lite  Co.,  Inc.,  The. 

Bonding  Tools. 
American  Steel  &  Wire  Co. 
Electric    Railway    Imp.    Co. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 
Prest-O-Lite  Co.,  Inc.,   The. 

Bonds,    Rail. 
American  Steel  &  Wire   Co. 
Electric  Railway   Imp.    Co. 
Electric    Service    Supplies    Co. 
GsLrton  Co.,   W.  R. 
General   Electric   Co. 
Johns-Manviile    Co.,    H.   W. 
Ohio  Brass  Co. 
Roebling's    Sons    Co..    John    A. 
Western  Electric  Co. 

Book  Publishers. 
McGraw-Hill   Book   Co.,    Inc. 

Boring  Tools,   Car  Wheel. 
Nlles-Bement-Pond    Co. 

Braces,    Rail. 
Kilby  Frog  &   Switch  Co. 
Weir  Frog  Co. 

Brackets  and  Cross  Arms.  (See 
also  Poles,  Ties,  Posts,  Pil- 
ing and   Lumber.) 

Electric    Service    Supplies   Co. 

Llndsley  Bros.  Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Brake   Shoes. 
American  Brake  S.  &  Fdy.  Co. 
Brill   Co.,    The   J.    G. 
Columbia  M.   W.   &  M.   I.   Co. 
Long  Co.,   E.   G. 

Brakes,      Brake      Systems     and 
Brake    Parts. 
Aliis-Chalmers   Mfg.   Co. 
Anderson  Brake  Adjuster  Co. 
Brill  Co.,   The  J.   G. 
Columbia  M.   W.   &  M.  I.    Co. 
General   Electric  Co. 
Long  Co.,   E.   G. 
McGuire-Cummings    Mfg.    Co. 
National  Brake  Co. 
U.   S.  Metal  &  Mfg.   Co. 
Westinghouse    Air    Brake    Co. 

Brazing.     (See    Welding.) 

Brooms,  Track,  Steel  or  Rattan. 

Western  Electric  Co. 

Brushes,    Carbon. 
Dixon   Crucible   Co.,   Jos. 
General   Electric   Co. 
J^andron,    W.    J. 
LeCarbone  Co. 
Morgan  Crucible  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.   Co. 

Bumpers,   Car  Seat. 

Elastic  Tip  Co. 
Electric    Service    Supplies    Co. 
Imperial    Ilubber   Co. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &   Rubber  Co. 

Bunting. 
Boyl<"  &  Co.,  Inc..  John. 


Bushings,   Fibre. 
Diamond    State    Fibre    Co. 


Bushings,   Rubber. 
Imperial  Rubber  Co. 


Buttons.        (See       Badges      and 
Buttons.) 


Cables.    (See  Wires  and  Cables.) 


Carbon   Brushes.     (See  Brushes, 
Carbon.) 


Car  Equipment.  (For  Fenders, 
Heaters,  Registers,  Wheels, 
etc.,  see  those  Headings.) 


Car  Trimmings.  (For  Curtains, 
Doors,  Seats,  etc.,  see  those 
Headings.) 


Cars,    Passenger,    Freight,    Ex- 
press,   etc. 
American  Car  Co. 
Brill   Co.,    The  J.    G. 
Cambria  Steel  Co. 
Cincinnati    Car   Co. 
Jewett  Car  Co. 
Kuhlman  Car  Co.,   G.  . 
Niles  Car  &  Mfg.   Co. 
Wason  Mfg.  Co. 


Cars,    Prepayment. 
Prepayment   Car  Sales  Co. 


Cars,  Self-Propelled. 
Electric    Storage    Battery    Co. 
I      General  Electric  Co. 


Castings,    Composition    or    Cop- 
per. 
Anderson  M.   Co.,  A.   &  J.  M. 


Castings,    Gray    Iron    and    Steel. 
American   B.    S.    &   Fdry.    Co. 
American    General    Eng'g    Co. 
Columbia  M.   W.    &  M.   I.   Co. 
Falk  Co. 
Long  Co.,  E.  G. 
St.   Louis  Steel  Fdry.   Co. 
Standard   Steel  Works   Co. 
Union  Spring  &  Mfg.  Co. 


Castings,    Malleable   and    Brats. 
American  B.  S.  &  Fdry.  Co. 
American    General    Eng'g    Co. 
Long  Co.,    E.    G. 


Catcher*    and    Retrievers, 
Trolley. 
Eclipse  Railway  Supply  Co. 
Electric    Service    Supplies    Co. 
Long  Co.,  E.  G. 
Ohio  Brass  Co. 
Wasson   Engrg.   &   Supply  Co. 
Wood   Co..    C.   N. 


Celling,    Car. 
Pantasote  Co. 


Change  Carriers. 
Chas.  F.  Etter. 


Cheese  Cloth. 

Boyle  &  Co.,  Inc.,  John. 

Circuit    Breakers. 
Cutter  Electrical  &  Mfg.   Co. 
Garton    Co..    W.    R. 
General    Electric    (io. 
Western  Electric  Co. 
Westlnghcxise  Elec.   &  It.  Co. 


Clamps      and      Connectors,     fi 

Wires    and    Cables. 

American    General    Eng'g    O 

Anderson   M.    Co.,   A.   &   J.  li 

Electrical     Engineers     Equi] 

ment   Co. 
Electric    Service    Supplies    Ci 
General    Electric    Co. 
Klein  &  Sons,  M. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  O 

Cleaners  and  Scrapers,  Trad 
(See  also  Snow-Plow 
Sweepers    and     Brooms.) 

Brill  Co.,   The  J.    G. 

Cincinnati    Car   Co. 

Ohio  Brass  Co. 

Van  Dorn  &  Dutton  Co. 

Western  Electric  Co. 

Cleats,    Car   Wiring. 
General  Electric  Co. 

Clusters    and    Sockets. 

General  Electric  Co. 

Coal  and  Ash   Handling. 

(See   Conveying    and    Holstin 
Machinery.) 

Coll  Banding  and  Winding  Ma 
chines. 
American  General  Eng'g  C< 
Columbia  M.  W.  &  M.  I.  C< 
Electric  Service  Supplies  C< 
Garton  Co..  W.  R. 
Western  Electric  Co. 

Colls,    Armature    and    Field. 
Cleveland   Armature   Works. 
Columbia  M.   W.   &  M.   I.  C< 
D  &  W  Fuse  Co. 
General    Electric   Co. 
Roebling's    Sons    Co.,    J.    A. 
Western   Electric  Co. 
Westinghouse  Elec.   &  M.   O 

Colls,   Choke  and    Kicking. 
Electric    Service    Supplies    C< 
General   Electric  Co. 
Westinghouse   Elec.   &  M.   C< 

Coin-Counting    Machines. 
International  Register  Co. 
Johnson  Fare  Box  Co. 

Commutator    Slotters. 
American  General  Engrg.  Co. 
General   Electric   Co. 
Westinghouse  Elec.   &  M.   C< 
Wood  Co..   Chas.   N. 


Commutator    Truing    Devices 
American  General  Engrg.  Ci 
General    Electric   Co. 
Western  Electric  Co. 


s. 

I 


Commutators  or   Parts. 
American  General  Eng'g  Co. 
Cleveland   Armature   Work*. 
Columbia  M.  W.  &  M.  I,  Oo. 
Garton   Co.,   W.  R. 
General    Electric   Co. 
Long  Co.,   E.    G. 
Westinghouse   Elec.   &  M.  C' 

Compressors,    Air. 
AUis-Chaimers  Mfg.  Co. 
Curtis  &  Co..   Mfg.  Co. 
General    Electric   Co. 
Westinghouse   Trac.   Br. 


Condensers. 
Allis-Chalmers  Mfg.  Co. 
General    Electric   Co.    • 
Westinghouse  Machine 


Conduits,  Flexible. 
Fibre  Conduit  Co. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


51 


"'  Get  after 
Brush  Costs 


Xot  initial  cost,  but  the 
complete  cost  of  brushes 
for  1914 

— then   let   me   state   what 
-e  Carbone  Brushes  would 
saved. 


W.J.  Jeandron 

173  Fulton  St. 
New  York 


A 


The  Highest  Development 

In   Very  Small  Indicating  Instruments 
for  Direct  Current 

is  marked  by  the 


MODBL.    280,    Single 

Ranse     Portable 

Voltmeter 

(One-qnarter  Slie.) 


Miniature 

Precision    Instruments 

PORTABLE 

Volt-Meters,        Mllllvoltmeter*, 

Volt-Ammeters,      Ammeters, 

Mil-Ammeters 

are  supplied  in  sinele.  double  and 
triple  ranges,  the  Triple  Range 
Volt-Ammeter  comprising  six  In- 
struments In  one.  This  group  also 
Includes      BATTERY      TESTERS. 

SWITCHBOARD 

Voltmeters,      Volt-Amme- 
ters,   Ammeters,    Mil- 
Ammeters 

This  new  line  of  Instruments  rep- 
resents the  finest  development  of 
small  size  pivoted  moving  coil, 
permanent  magnet  type  of  In- 
struments. 

They  embody  characteristics  which 
have  made  the  well-known  Wes- 
ton Standard  famous  throughout 
the    world.      They    are    accurate. 

dead  beat  and  extremely  sensitive. 

They  may  be   left  continuously   in  circuit  at  full  load  and  are 

shielded  against  external  electrical  and   magnetic  Influences. 

They  are  substantially  constructed  and  have  the  longest  scale 

ever  provided  In  instruments  of  similar  size. 

The  prices  are  surprisingly  low  for  Instruments  of  such  quality. 

The  several  models  and  ranges  offer  a   selection  from  over  300 

different  combinations.      They  are  listed  In  BULLETIN  NO.  8. 

WHICH  WILL  BE  MAILED   UPON   REQUEST. 

Weston  Electrical   Instrument   Co.,  Newark,  N.  J. 


MODEL  267,  Swlteh 
board    Ammeter. 

(One-quarter  Size.) 


New  York 

Chicago 

Philadelphia 

Boston 


St.   Louis 
Denver 

San  Francisco 


Detroit 

Cleveland 

Buffalo 

Atlanta 


Richmond 

Toronto 

Montreal 


Winnipec 

Vancouver 

Berlin 

London 


There  are  205  Storage  Battery  Street  Cars  now  in  operation 

in  New  York  City.  1 74  of  these  Storage 

Battery  Cars  are  Equipped  with 

**]H)2Cap=l6xibe"  Batteries 

THEELECTRIC  STORAGEBATTERYCa 


New  York 
Pittsburgh 


Boston  Chicago 

Cleveland 


St.  Louis  PHILADELPHIA.   PA. 

Atlanta  1888-1915 


Detroit  Denver 

Washington 


Los  Angeles 
Seattle 


San  Francisco 
Toronto 


52 


(Conduits  to  Inspection) 


[March  13,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Ooors,  Asbestos. 
Johns-Manville    Co.,    H.    W. 


Conduits,    Underground. 
Fibre  Conduit  Co. 
Johns-Manville  Co..    H.   W: 
Western  Klectric  Co. 

Controller    Regulators, 

Electric    Service    Supplies    Co. 

Controllers  or  Parts. 
Allis-Chalmers    Mfg.    Co. 
American  General  Eng'g  Co. 
Columbia  M.    W.    &   M.    I.    Co. 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Johns-Manville  Co.,  H.  W. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.   &  M.   Co. 

Controlling   Systems. 
General    Electric    Co. 
Westinghouse   Elec.   &  M.   Co. 

Converters,    Rotary. 

Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Conveying     and     Hoisting     Ma- 
chinery. 
Green   Eng'g   Co. 

Cord,      Bell,     Trolley,     Register, 
etc. 

Brill  Co.,   The  J.  G. 

Electric  Service  Supplpies  Co. 

Garton  Co.,  W.  R. 

Imperial   Rubber  Co. 

Long   Co.,    E.    G. 
;    Roebllng's   Sons   Co.,    John   A. 
i;    Samson    Cordage    Works. 

Cord    Connectors    and    Couplers. 
Electric    Service    Supplies    Co. 
Samson   Cordage   Works. 
Wood    Co.,    Chas.    N. 

Cotton   Duck. 
Boyle  &  Co.,  Inc.,  John. 

Couplers,  Car. 
Brill   Co.,    The  J.   G. 
Cincinnati   Car  Co. 
Long  Co.,    E.   G. 
Ohio  Brass  Co. 
Westinghouse  Traction    Brake 
Co. 

Cranes.     (See    also    Hoists.) 
Allis-Chalmers   Mfg.    Co. 
Nlles-Bement-Pond    Co. 
Thew  Automatic  Shovel  Co. 

Creosotlng.       (See     Wood     Pre-      Engines.   Gas  and  Oil. 

servatlves.)  Allis-Chalmers    Mfg.    Co. 

Westinghouse    Machine    Co. 
Cross   Arms.     (See   Brackets.) 


Doors  and   Door  Fixtures. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies    Co. 
Hale  &  Kllburn  Co. 


Doors,     Folding    Vestibule. 

Electric    Service    Supplies    Co. 
■     Prepayment  Car   Sales  Co. 


Doors,   Steel    Rolling. 
Kinnear  Mfg.  Co. 


Draft    Rigging.       (See   Couplers, 
Car.) 


Drills,    Track. 
American    Steel  &  Wire  Co. 
Electric    Service    Supplies    Co. 
Long  Co.,  B.  G. 
Ohio  Brass  Co. 


Dryers   and    Purifiers,   Oil.     (See 
Purifiers    and     Dryers,    Oil.) 


Dryers,  Sand. 
Zelnlcker  Supply  Co.,  W.  A. 


Engineers,       Consulting,       Con- 
tracting   and    Operating. 
Archbold-Brady  Co. 
Arnold  Co. 
Bemis,  Anthony  J. 
Ford,  Bacon  &  Davis. 
Greims  Corporation,   H.    E. 
Gulick-Henderson    (jo. 
Herrlck.   Albert   B. 
Hovey,  M.  H. 
Hunt  &  Co.,   Robert  W. 
Jackson.    D.    C.    &  Wm.    B. 
Kennard,  Ralph  B. 
Richey,    Albert    S. 
Roosevelt  &    Thompson. 
Sanderson   &   Porter. 
Scofield    Engineering   Co. 
Schott  Co..  W.  H. 
Stone   &    Webster   Eng.    Corp. 
White  Companies,  J.   G. 
Woodmansee  &  Davidson,  Inc. 


Crossing  Signals.      (See  Signals, 
Crossing. 

Crossings,  Track.       (See  Track, 
Special  Work.) 

Culverts. 

Canton  Culvert  &  Silo  Co. 

Curtains   and    Curtain    Fixtures. 
Brill  Co.,   The  J.  G. 
Electric    Service    Supplies    Co. 
Pantasote  Co..  The. 
Railway  Supply  &  Curtain  Co. 

Cushions,    Field    Coll. 
Massachusetts    Chemical    Co 
Walpole  Tire  &   Rubber   Co. 

Cutting  Processes. 

Prcst-O-Lite  Co.,  Inc.,   The. 

Derailing   Devices. 
U.   S.  Metal  &  Mfg.  Co. 

Despatching  Systems. 
Northey-Slmmen     Signal    Co.. 

Ltd. 
Simmen  Auto.  Ry.  Sig.  Co. 

Western  Electric  Co. 

Detective  Service. 
Wisch    Service,    P.    Edward 

Disinfectants. 
Gardner  &   Co. 

Door   Operating    Devices. 

Electric    Service    Supplies    Co. 
Prepayment  Car  Sales  Co. 


Engines,    Steam. 
Allis-Chalmers    Mfg.    Co. 
Westinghouse    Machine    Co. 


Fare    Boxes. 
American  General   Engrg.   Co. 
Brill  Co.,  The  J.  G. 
Cleveland    Fare   Box   Co. 
Dayton   Fare   Recorder  Co. 
International  Register  Co. 
Johnson  Fare  Box  Co. 


Fences,  Woven  Wire  and  Fence 
Posts. 

American  Steel  &  Wire  Co. 


Fencing   Wire. 
American   Steel  &  Wire  Co. 


Fenders   and    Wheel    Guards. 
Brill  Co.,   The  J.   G. 
Cincinnati    Car    Co. 
Cleveland  Fare  Box  Co. 
Consolidated    Car    Fender    Co. 
Eclipse   Railway   Supply  Co. 
Electric    Service    Supplies    Co. 
Parmenter  F.  &  W.  G.  Co. 
Star    Brass   Works. 
Western  Electric  Co. 


Fibre. 

American   Vul.   Fibre  Co. 
Diamond    State    Fibre    Co 
Westinghouse  Elec.  &  M.   Co. 


Fibre  Tubing. 
Diamond  State  Fibre  Co. 
Fibre  Conduit  Co. 
Johns-Manville    Co.,    H.    W. 
Westinghouse  Elec.    &  M.  Co. 


Field  Colls.    (See  Colls.) 


Filters,  Water. 
Scaife  &  Sons  Co.,  Wm.  B. 


Fire    Extinguishing    Apparatus. 
Imperial    Rubber   Co. 
Johns-Manville    Co.,    H.    W. 
Pyrene  Mfg.   Co. 


Fire-proofing    Material. 
Johns-Manville    Co.,    H.    W. 


Fittings,  Malleable,  Cast  Iron  & 
Brass. 

National  Tube  Co. 


Flooring,   Composition. 
American  Mason  Safety  T.  Co. 
Johns-Manville    Co..    H.    W. 
Western  Electric  Co. 


Forglngs. 
American  Bridge  Co. 
Standard  Motor  Truck  Co. 
Standard  Steel  Works  Co. 


Furnaces.     (See   Stokers.) 


Fuses  and   Fuse    Boxes. 
American    General    Eng'g    Co. 
Columbia  M.  W.   &  M.   I.    Co. 
D   &   W   Fuse    Co. 
General   Electric   Co. 
Johns-Manville  Co.,  H.   W. 
W^estern  Electric  Co. 
Westinghouse  Elec.   &  M.  Co. 


Fuses,    Refillable. 
Columbia  M.  W.  &  M.  I.  Co. 
Johns-Manville   Co.,    H.    W. 


Gaskets. 
Diamond   State   Fibre   Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty  Co. 


Gas   Producers. 

Westinghouse    Machine    Co 


Gates,   Car. 
Brill  Co.,  The  J.   G. 
Cincinnati    Car    Co. 
Jewett   Car  Co. 


Gauges,  Oil  and  Water. 
Ohio   Brass   Co. 


Gear  Blanks. 
Diamond  State  Fibre  Co. 
Standard  Steel  Wks.  Co. 


Gear    Cases. 
Columbia  M.    W.    &  M.  I.   Co. 
Electric    Service    Supplies    Co. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.  &   M.   Co. 


Gears   and    Pinions. 

American    General    Eng'g    Co. 
Amer.    Vulcanized    Fibre    Co. 
Columbia  M.   W.    &  M.    I.   Co. 
Diamond    State    Fibre    Co. 
Electric   Service   Supplies  Co. 
Garton  Co.   W.   R. 
General   Electric   Co 
Kerschner  Co..  Inc.,  W.  R. 
Long  Co..  E.  G. 
Van   Dorn   &  Dutton   Co. 

Generators,   Alt. -Current. 
Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.  Co 


Generators,    DIr.. Current. 
Allis-Chalmers    Mfg.    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &  M.  Co. 

Gongs.     (See    Bells  and    Gongs.) 

Gongs,    Rotary    Foot. 
Ueiter,  G.  C. 


Graphite. 
Dixon  Crucible  Co.,  Jos. 
Morgan  Crucible  Co 


Grates,    Chain. 
Green    Eng.    Co. 


Greases.      (See    Lubricants.) 


Grinders    and    Grinding    Wheels. 
Railway  Track-work  Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western  Electric  Co. 


Grinders,    Portable,    Electric. 
Railway    Track-work    Co. 
U.  S.  Metal  &  Mfg.  Co. 
Western  Electric  Co. 


Guards,    Trolley. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 


Harps,  Trolley. 
American   General   Engrg.    Co. 
Anderson  M.   Co.,   A.   &  J.   M. 
Electric    Service    Supplies    Co. 
Garton  Co..  W.  R. 
More-Jones  Brass  &  Metal  Co. 
Star  Brass  Works. 
Universal    Trolley    Wheel    Co. 
Western  Electric  Co. 

Headlights. 

Electric    Service    Supplies    Co. 
Esterline  Co. 
Garton  Co.,  W.  R. 
General   Electric  Co. 
Long  Co.,    E.    G. 
Ohio   Brass  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M    Co. 

Headllnlngs. 
Pantasote  Co. 
U.   S.  Metal  &  Mfg.   Co. 

Heaters,    Car,    Electric. 
Johns-Manville   Co.   H.   W. 

Heaters,  Car,   Hot  Air. 

Cooper    Heater   Co. 
•  Smith   Heater   Co.,    Peter. 

Heaters,  Car,   Hot  Water. 

Cooper    Heater   Co. 
Smith  Heater  Co.,  Peter. 


Heaters,  Car,  Stove. 
Electric  Service  Supplies  Co      ; 

Hoists  and   Lifts. 
Curtis  &  Co..   Mfg.   Co. 
Duff    Manufacturing    Co. 
Ford  Chain   Block  &  Mfg.  Co. 
Nlles-Bement-Pond    Co. 
Van  Dorn  &  Dutton  Co. 

Hose  Bridges. 
Ohio  Brass  Co. 

Hose,   Pneumatic  and   Fire. 
Imperial    Rubber    Co. 
Johns-Manville  Co.,  H.  W. 

Hydraulic   Machinery. 
Allis-Chalmers    Mfg.    Co 
Nlles-Bement-Pond   Co. 

Impregnating     Apparatus.     (See 
Vacuum   Drying  Apparatus.) 


Inspection. 

B^lecl.      Testing     Laboratories, 

Inc. 
Hunt    &   Co.   Robert    W. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


53 


15,675  Sq.  Ft.''Anti-Pluvius"  Skylights 

on  the 

Springfield  (Ohio)  Railway  Co.  Shops 


ANTI-PLUVIUS 

(Trade  Mark) 

PuttylessSkylishts 


Twelve  double  pitch 
"  Anti-Pluvius  "  Putty- 
less  Skylights,  five  of 
them  over  2000  square 
feet  each,  cover  the  Car 
Barns  and  various  shops 
of  the  Springfield  Rail- 
way Co.  Is  this  proof 
for  you? 


The  G.  Drouve  Co.  ^"fc°'' 


The  Base  Used  for 

ARMALAC 

is  the  Secret  of  its 
Efficiency 


The  permanent  plasticity'  of  Armalac,  as 
distinguished  from  spirit  varnishes  which 
dry  hard  and  crumble,  is  due  to  the  pecu- 
liar properties  imparted  by  our  secret 
process  to  the  basic  material  in  its  com- 
position. That  is  why  no  other  armature 
insulating  compound  can  take  the  place  of 
Armalac  as  the  ideal  motor  maintenance 
cost  cutter.     Write  for  complete  details. 


Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 

Pioneers  in  Insulation  Engineering 


IRCO  are  the  standard  lAPLS 

For  Electric  Railway  and  Lighting  "Jse 

Economy  and  Efficiency  Combined 

IMPERIAL  RUBBER  CO.,   253  Bioadway,  New  York.  U.  S.  «.. 


Ralph  B.  Keimard 

Architect 

Car  House  and  Shop 

Designing  a  Specialty 
906  N.  7th  St.,  Allentown,  Pa. 


Scolicld  Engineering  Co.  ^**?,'L""ade^lp^h"a*  pa! ""* 

POWER    STATIONS  CAS    WORKS 

HYDRAULIC  DEVELOPMENTS  ELECTRIC    RAILWAYS 


ROOSEVELT    &   THOR/IPSOIM 
71  Broadway  ENGINFERS  New  York 

Ki'lini-t.    Investipato.    Appi-.'iisf.    Maiiago  Eloctrlc  Railway, 
Light   and    Power    Propi-rties. 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating ptorpose. 

The  Sterling  Varnish  Co. 

Pittsburgh,  Pa. 


CAR   SEAT 
BUMPERS 

Various  Shapes 

Elastic  Tip  Co. 

370  Atlantic  Ave. 
BOSTON,         MASS. 

Hjl  n^      ■ "                                      ^ 

■    !,|V 

1 

3 

THE  P.  EDW.  WISCH  SERVICE 

Suite  1710                         DETECTIVES  Suite  715 

Parle  Row  Bldg.,  New  York Board  of  Trade  Bldg..  Boston 


GULICK-HENDERSON  CO. 

Inspaotlon  Railway  Equlpmant  ft  Materials 
PITTSBURGH  CHICAGO  NEW  YORK 


Samson  Bell  and  Register  Cord 

Solid  braided  cotton,  extra  quality.  All  sizes  and  colors. 
More  durable,  more  economical  and  better  looking  than 
leather  or  rawhide.  Send  for  samples  and  full  information. 
SAMSON  CORDAGE  WORKS  BOSTON.  MASS.       2 


54 


(Instruments  to  Rubbing  Cloth) 


[March  13,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Instruments,  Measuring,  Testing 
and  Recording. 
Esterline  Co. 
General    Electric   Co. 
Johns-Manville  Co.,  H.  W. 
Western  Electric  Co. 
Westlnghouse  Elec.  &  M.   Co. 
Weston   Elec.    Instrument   Co. 


insulating     Cloths,     Paper     and 
Tape. 

American  Vul.   Fibre  Co. 
Anderson  M.   Co.,  A.   &  <3.  M. 
Diamond    State   Fibre  Co. 
Garton  Co.,  W.  R. 
General   Electric   Co. 
Imperial    Rubber    Co. 
Johns-Manville  Co.,  H.   W. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 
Westlnghouse  Elec.   &  M.   Co. 


Insulation.     (See    also    Paints.) 
Anderson  M,    Co.,  A.   &   J.   M. 
Diamond   State  Fibre   Co. 
Electric    Service    Supplies    C». 
Imperial  Rubber  Co. 
Garton   Co.,   W.    R. 
General  Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts    Chemical    Co. 
Sterling  Varnish   Co. 
Walpole  Tire  &  Rubber  Co. 
Western  Electric  Co. 
Westlnghouse  Elec.   &  M.   Co. 


Insulators.     (See  also   Line   Ma- 
terial.) 
Anderson  M.   Co..   A.    &  J.   M. 
Electric    Service    Supplies   Co. 
Garton  Co.,   W.   R. 
General   Electric   Co. 
Johns-Manville  Co.,  H.  W. 
Newark  Engineering  Mfg.  Co. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westlnghouse  Elec.   &  M.   Co. 


Jacks.    (See  also  Cranes,   Hoists 
and    Lifts.) 
American   General  Engrg.   Co. 
Brill  Co.,  The  J.   G. 
Buckeye  Jack  Mfg.  Co. 
Columbia  M.   W.   &   M.  I.   Co. 
Duft   Manufacturing   Co 


Lightning    Protection. 
'  Anderson  M.    Co.,   A.    &  J.   M. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General   Electric  Co. 
Newark  Engineering  Mfg.  Co. 
Ohio   Brass   Co. 
Western  Electric  Co. 
Westlnghouse   Elec.    &  M.    Co. 


Line  Material.    (See  also  Brack- 
ets,   Insulators,   Wires,  etc.) 
American    General    Eng  g    Co. 
Amer.    Vulcanized    Fibre    Co. 
Anderson   M.   Co.,   A.  &  J.    M. 
Archbold-Brady    Co. 
Diamond   State  Fibre   Co. 
Klectrical     Engineers     Equip- 
ment Co. 
Electric    Service    Supplies   Co. 
Garton  Co.,  W.  R. 
General    Electric   Co. 
Johns-Manville  Co.,  H.  W. 
Newark   Engineering  Mfg.  Co. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westlnghouse  Elec.  &  M.  Co. 


Lock    Nuts  and   Washers.     (See 
Nuts  and    Bolts.) 


Locomotives,    Electric. 
Baldwin   Locomotive  Works. 
Brill  Co.,   The  J.   G. 
General  Electric  Co. 
Westlnghouse  Elec.   &  M.   Co. 


Lubricants,    Oil    and    Grease. 
Dearborn  Chemical  Co. 
Dixon  Crucible  Co.,  Jos. 
Galena  Signal  Oil  Co. 
Universal    Lubricating   Co. 
Whitmore  Mfg.  Co. 


Lubricating  Engineers. 
Galena  Signal  Oil  Co. 
Whitmore  Mfg.  Co. 


Lumber.    (See  Poles,  Ties,  Posts, 
etc.) 


I 
Jack     Boxes.      (See    also    Tele-  { 
phones  and   Parts.)  i 

Electric    Service    Supplies    Co. 


Machine  Tools. 
Niles-Bement-Pond   Co. 


Joints,   Rail. 
Falk  Co. 
Rail  Joint  Co. 
Zelnlcker   Supply  Co.,   W.   A. 


Journal    Boxes. 
Brill  Co.,   The  J.  G. 
Long  Co.,  E.  G. 
Railway  Roller  Bearing  Co. 


Laboratories. 
Elecl.     Testing     Laboratories, 
Inc. 


Lamp   Guards    and    Fixtures. 
Anderson  M.   Co.,   A.    &  J.   M. 
Creaghead    Engineering    Co. 
Electric    Service    Supplies    Co. 
General   Electric   Co. 
Johns-Manville  Co.,  H.  W. 
Westlnghouse  Elec.   &  M.   Co. 


Lamps,    Arc    and    Incandescent. 
Anderson  Mfg.  Co.,  A.  &  J.  M. 
Esterline   Co. 
General    Electric  Co. 
Western  Electric  Co. 
Westlnghouse  Elec.    &  M.   Co. 


Lamps,  Signal  and  Marker. 
Ohio    Brass   Co. 


Lathes,  Car  Wheel. 
Nlles-Bement-Pond  Co. 


Lifters.   Car  Step. 
Consolidated    (Jar    Fender    Co. 


Mats. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co, 


Meters.     (See   Instruments.) 

Mica. 
Long  Co.,    E.   G. 

Motormen's    Seats. 
Electric    Service    Supplies    Co. 
Wood    Co.,    Chas.    N 

Motors,   Electric. 
Allis-Chalmers  Mfg.   Co. 
General   Electric  Co. 
Western  Electric  Co. 
Westlnghouse  Elec.  &  M.    Co. 

Nuts  and   Bolts. 
Allis-Chalmers  Mfg.  Co. 
Long  Co.,  E.  G. 
Standard  Motor  Truck  Co. 
U.   S.  Metal  &  Mfg.  Co. 

Oils.     (See   Lubricants.) 


Otis,   Paints. 
Sterling  Varnish  Co. 

Oscillators,   Signal. 
Protective    Signal   Mfg.    Co. 

Overhead  Equipment.    (See  Line 
Material.) 


Ozonators. 
General    Electric   Co. 
Westlnghouse  Elec.   &  M.  Co. 


Packing. 
Diamond  State  Fibre  Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty   Co 


Paints    and    Varnishes.      (Insul- 
ating.) 
General   Electric  Co. 
Imperial   Rubber  Co. 
-Johns-Manville  Co.,  H.  W. 
Long  Co.,    B.   G. 
Massachusetts  Chemical  Co. 
Sterling  Varnish   Co. 
Walpole  Tire  &  Rubber  Co. 


(Pre- 


Palnts    and    Varnishes 
servative.) 
Dixon    Crucible   Co.,   Jos. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,   E.   G. 
Massachusetts  Chemical  Co. 
Sterling  Varnish  Co. 
Walpole  Tire  &  Rubber  Co. 


Paints  and  Varnishes  for  Wood- 
work. 
Massachusetts  Chemical   Co. 
Walpole  Tire  &  Rubber  Co. 


Paving    Material. 
American  B.   S.   &  Fdy.  Co. 
Barrett   Mfg.    Co. 
International  Creo.  &  Con.  Co. 
U.    S.   Metal   &  Mfg.   Co. 


Paving   Pitch. 
Barrett   Mfg.    Co. 


Pickups.     (Trolley  Wire.) 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 


Pinion    Pullers. 
American   General  Engrg.   Co. 
Columbia  M.  W.   &  M.   I.   Co. 
General   Electric   Co. 
Wood    Co..    Chas.    N. 


Pinions.     (See   Gears.) 


Pins,   Wood    and    Iron. 
Electric    Service    Supplies   Co. 
Ohio  Brass  Co. 


Pipe. 
National    Tube    Co 


Pipe    Fittings. 
National  Tube  Co. 
Power   Specialty  Co. 
Standard  Steel  Works  Co. 


Poles,   Metal  Street. 
American    Bridge    Co. 
Creaghead    Egineering    Co. 
Diamond  Steel  Pole  Co. 
Garton  Co.,  W.  R. 
National  Tube  Co. 
U.  S.  Metal  &  Mfg.  Co. 


Poles,    Ties,    Posts,    Piling    and 
Lumber. 
Garton    Co.,    W.    R. 
International  Creo.  &  Con.  Co. 
Llndsley  Bros.   Co. 
Western  Electric  Co. 


Poles   and   Ties,   Treated. 
International  Creo.  &  Con.  Co. 
Llndsley  Bros.   Co. 
Western  Electric  Co. 


Poles,  Trolley. 
Anderson  M.   Co..  A.   &  J.  M. 
Columbia  M.   W.   &   M.   I.   Co 
Electric    Service    Supplies    Co 
Garton  Co..  W.  R. 
Long  Co..  E.  G. 
National  Tube  Co. 

Preservatives.     (See  Wood   Pre- 
servatives.) 


Pressure    Regulators. 
General  Electric  Co. 
Ohio  Brass  Co. 

Pumps. 
Allis-Chalmers  Mfg.  Co. 

Punches,  Ticket. 
Bonney-Vehslage  Tool  Co. 
International  Register  Co. 
McGill  Ticket  Punch  Co. 
Wood   Co.,   C.   N. 


Purifiers,  Feed  Water. 
Scaife  &  Sons  Co.,  Wm.  B. 

Rail    Grinders.     (See   Grinders. 

Rail    Welding.     (See    Brazing   i 
Welding    Processes.) 

Ralls,  New. 
Cambria  Steel  Co. 

Rails,    Relaying. 
Zelnlcker    Supply    Co.,    W.    i 

Rattan. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies   Ci 
Hale   &   Kilburn   Co. 
Jewett  Car   Co. 


Registers   and    Fittings. 
Brill    Co..    The   J.    G. 
Cincinnati  Car  Co. 
Dayton  Fare   Recorder  Co. 
Electric    Service    Supplies    C( 
International  Register  Co. 
Long  Co.,   E.  G. 
Rooke  Automatic  Register  O 

Reinforcing   Concrete. 
American  Steel  &  Wire  Co 

Relays. 
Protective  Slgrnal  Mfg.   Co. 


Repair    Shop    Appliances.      (Sc 

also  Coll  Banding  and  Wint 

Ing    Machines.) 

Americari    General    Eng'g    Ci 

Columbia  M.   W.   &  M.   I.   Gi 

Electric    Service    Supplies    C< 

Repair  Work.      (See   also   Coiii 
Armature   and   FieldJ 
Cleveland  Armature  Works. 
Columbia  M.   W.   &  M.   I.   O 
General   Electric  Co. 
Westlnghouse  Elec.  &  M.  C( 

Replacers,  Car. 
Columbia  M.   W.    &  M.    I.    C< 
Electric    Service    Supplies   Ci 
U.  S.  Metal  &  Mfg.  Co. 

Reslstaifce,   Grid. 
Ellcon  Co. 

Resistance,    Wire   and   Tube. 
General   Electric  Co. 
Western  Electric  Co. 
Westlnghouse  Elec.  &  Mfg.  C< 

Retrievers,  Trolley.    (See  Catch 
ers  and   Retrievers,  Trolley, 

Rheostats. 
Ellcon  Co. 
General  Electric  Co. 


Roofing,    Building. 
Johns-Manville    Co.,    H.    W. 


Roofing,  Car. 
Boyle  &  Co.,  Inc.,  John. 
Pantasote  Co. 
Johns-Manville  Co.,  H.  W.J 


Rubber  Specialties. 
Imperial  Rubber  Co. 
Massachusetts  Chemical  Co 
Walpole  Tire  &   Rubber  Co. 

Rubbing  Cloth. 
Boyle  &  Co.,  Inc.,  John. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


55 


THE 

CINCINNATI 

CAR 

COMPANY 


WORKS: 

WINTON  PLAGE 
CINCINNATI,  OHIO 


7180 

Lifts  Load  from 
many  angles 

Here's  a  jack  that  takes  hold  of  any 
load  with  a  hurry-up  lift  that  clears 
up  trouble  with  a  rush.     It's  the 

Buckeye  Emergenccy 
Jack  No.  239  Special 

Made  of  heavy  steel  and  mal- 
leable castings  with  specially 
heat-treated    forgings    by    ex- 

^££^^^            pert  workmen.    Lifts  16  tons. 

^^^^^             Get  prices, 

^                     The  Buckeye 
Jack  Mfg.  Co. 

Alliance.  Ohio 

2 

LONGWEAR  BUSHINGS 

Hardened 

Dimensions 

Steel 

Exactly 

Accurate 

as 

Uniform 

.  You  Specify 

E.G.XongCotn 

i>amj 

50  Church  Street 

New  York 

Niles  Car  &  Manufacturing  Co. 

Niles,  Ohio 

so  ft.  baggage,  express  and  freight  motor  car,  in- 
tended also  for  use  as  an  electric  locomotive  for  switch- 
ing and  hauling  steam  railroad  freight  cars. 

It  has  steel  underframe  designed  for  buffing  strains 
of  train  service  and  is  sheathed  with  steel  for  protec- 
tion on  the  outside  below  windows  and  on  letter  panels. 

The  body  and  roof  are  of  composite  wood  and  steel 
for  protection  against  extreme  temperatures. 


When  so  desired  these  cars  are  made  with  steel  body 
frame,  steel  outside  sheathing  full  height  of  sides,  dia- 
mond rolled  steel  plate  floor  riveted  to  underframe,  but 
with  wood  and  canvas  roof  for  insulation  from  trolley 
currents  and  extreme  heat. 

They  are  equipped  with  pilots  or  switchman's  foot 
planks  and  hand  rails,  M.  C.  B.  couplers,  safety  chains 
and  other  J.  C.  C.  fittings. 

IVe  make  all  kinds  of  electric  cars. 
There  are  about  loo  plans  in  our  catalog. 


Reduce    Gear    and 
Pinion  Maintenance 


WHITM0RE15  GEAR 
PROTECTIVE  COMPOSmON 

Whitmore  Manufacturing  Co. 

Lubricatins  Engineers 
CLEVELAND   OHIO 
Whitmore  Product  Sales  Company 
Monadnock  Bldg.,  Chicago 
Western  Branch  Office 


56 


(Sand  Blasts  to  Woodworking  Machinery) 


[March  13,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers   in  this  issue  of  Electric  Railway  Journal 


Sand    Blasts. 

Curtis  &  Co,  Mfg.  Co 

Sanders,  Track. 

Brill  Co.,   The  J.   G. 
Cleveland  Fare  Box  Co. 
Electric   Service    Supplies    Co. 
Jewett   Car   Co. 
Ohio  Brass  Co. 


Sash   Fixtures,   Car. 
Brill  Co.,  The  J.  G. 


Sash,   Metal,   Car  Window. 
Hale  &  Kilburn  Co. 


Sash  Operators. 

Drouvg  Co.,  The  G. 


Seats,    Car. 

Brill  Co.,  The  J.  G. 
Hale  &  Kilburn  Co. 
Jewett  Car  Co. 


Seating      Material.       (See      also 
Rattan.) 
Brill  Co..   The  J.  G 
Jewett  Car  Co. 
Pantasote   Co. 

Second  Hand  Equipment 

(See  pages  48,  49.) 

Shade  Rollers. 

Hartshorn  Co.,   Stewart. 

Shades,  Vestibule. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies    Co. 

Shovels,   Power. 

Allis-Chalmers  Mfg.   Co. 
Thew  Automatic  Shovel  Co. 

Signals,  Highway  Crossing. 
Electric    Service    Supplies   Co. 
Hoeschen  Mfg.  Co. 
Nachod  Signal  Co.,  Inc. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Ohio  Signal  Co. 
Protective  Signal  Mfg.  Co. 
Slmmen  Auto.  Ry.  Sig.  Co. 
U.    S.    Electric    Signal    Co. 

Signal   Systems,    Block. 

Federal    Signal   Co. 
Nachod  Signal  Co.,  Inc. 
Northey-Simmen  Sig.  Co  .  Ltd. 
Simmen  Auto  Ry.   Sig.   Co. 
Street  Railway  Signal   Co. 
Union  Switch  &  Signal  Co. 
U.    S.   Electric  Signal  Co. 
Western  Electric  Co. 
Wood   Co..   Chas.    N. 

Signs,  Car  and  Track. 

Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Supplies  Co. 
We.stern    Electric    Co. 

Skylights. 

National  Ventilating  Co 

Skylights,  Steel   Puttyless. 

Drouvg  Co..  The  G. 

Sleet  Wheel*  and  Cutters. 

American    General    Eng'g    Co. 
Anderson  M.   Co  ,  A.   &  J.  M. 
Bonney-Vehslage  Tool  Co. 
Garton  Co.,  W.  R. 

Snow- Plows,    Sweepers    and 
Brooms. 
Brill   Co.,   The  J.    G. 
Columbia  M.  W.  &  M.  I.  Co. 
Consolidated  Car  Fender  Co. 

Solder  and   Solder  Flux. 
Westinghouse  Elec.  &  Mfg.  Co. 


Speed   Indicators. 
Johns-Manville  Co.,   H.    W. 
Wood  Co.,  C,   N. 

Splicing    Compounds. 

American  General  Eng'g  Co. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Splicing    Sleeves.       (See    Clamps 
and    Connectors.) 

Springs. 
American   Steel  &  Wire   Co. 
Brill  Co.,   The  J.   G. 
Niles  Car  &  Mfg.  Co. 
Standard  Steel  Works  Co. 
Union    Spring    &    Mfg.    Co. 

Sprinklers,    Track    and    Road. 
Brill  Co.,   The  J.   G. 

Steps,  Car. 

American  Mason   S.   T.   Co. 

Stokers,  Mechanical. 
Babcock  &  Wilcox  Co. 
Green  Eng'g  Co. 
Murphy  Iron  Works. 
Westinghouse  Machine  Co. 

Storage    Batteries.       (See    Bat- 
teries,   Storage.) 

Structural    Iron.      (See   Bridges.) 

Superheaters. 
Babcock   &   Wilcox   Co 
Power  Specialty  Co, 

Sweepers,    Snow.        (See    Snow- 
Plows,  Sweepers  and  Brooms.) 

Switchboard  Mats. 
Imperial   Rubber   Co. 
Indianapolis   S.    &   Frog.   Co. 
Massachusetts   Chemical  Co. 
Walpole  Tire   *•    Rubber  Co. 
Western  Electric  Co. 


Switchstands. 
Kilby   Frog   &    Switch    Co. 
Ramapo  Iron   Worlvs. 
Weir  Frog  Co. 

Switches,  Automatic. 
U.   S.   Electric  Signal  Co. 
Western  Electric  Co. 

Switches,    Track.        (See    Track, 
Special  Work.) 

Switches    and    Switchboards. 

Allis-Chalmers  Mfg.   Co. 
Anderson  M.   Co..   A.   &   J.    M. 
Cutter  Electrical  &  Mfg.  Co. 
Electrical     Engineers     Equip- 
ment Co. 
Electric   Service    Supplies    Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &   M.   Co. 

Tapes  &  cloth.     (See  Insulating 
Cloths,   Paper  and  Tape.) 

Telephones   and   Parts. 
Electric    .Service    Supplies    Co. 
Western  Electric  Co. 

Testing,     Commercial     &     Elec- 
trical. 
Electrical       Testing      Labora- 
'  tories.  Inc. 

Testing,    Electrical. 
Hunt   &  Co.,   Robert   W. 

Testing  Instruments.  (See  In- 
struments, Electrical,  Measur- 
ing,   Testing.) 


Thermostats. 
Railway  Utility  Co. 

Tie  Plates. 

Cambria  Steel  Co. 

Ties.    Wood.      (See    Poles,   Ties, 
etc.) 

Tools,  Track  and  Miscellaneous. 
American  General  Eng'g  Co. 
American  Steel  &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric    Service    Supplies    Co. 
.lohns-Manville   Co.,   H.   W. 
Klein  &   Sons.  M. 
Prest-O-Lite  Co.,  Inc.,   Th6. 
Railway  Track-work  Co. 

Towers    &    Transmission    Struc 
tures. 
Archbold-Brady  Co. 
Westinghouse  Elec.   &  M.    Co. 

Track,  Special  Work. 

Columbia  M.    W.    &  M.   I.   Co. 
Falk  Co.,   The. 
Kilby   Frog   &   Switch  Co. 
New  York  S.  &  Cross.  Co. 
Ramapo   Iron  Works  Co. 
St.   Louis   Steel  Fdry.   Co. 
Weir   Frog   Co. 

Transfers.     (See  Tickets.) 

Transfer  Tables. 
Archbold-Brady   Co. 

Transformers. 
Allis-Chalmers  Mfg.   Co. 
General  Electric  Co. 
Westinghouse  Elec.    &  M.   Co. 

Treads,       Safety,       Stair,       Car 
Step. 
American  Mason  Safety  T.  Co. 
Garton  Co.,   W.  R. 
Imperial  Rubber  Co. 

Trolley  Bases. 
Andejson   M.    Co.,   A.   &  J.    M. 
Electnc    Service    Supplies   Co. 
General   Electric   Co. 
Oliio  Brass  Co. 
Wasson   Engrg.    &   Supply   Co. 

Trolleys  and  Trolley  Systems. 
Curtis   &  Co.,  Mfg.   Co. 

Trucks,  Car. 

Baldwin  Locomotive  Works.       • 
Brill  Co..  The  J.  G.  ■ 

Cincinnati  Car  Co.  ! 

Long  Co..  E.  G. 
Niles  Car  &  Mfg.  Co. 
Standard  Motor  Truck  Co. 

Tubing,  Steel. 
National  Tube  Co.  j 

Turbines,  Steam. 

Allis-Chalmers  Mfg.    Co 
General   Electric   Co. 
Westinghouse  Machine  Co. 

Turbines,  Water. 
Allis-Chalmers  Mfg.  Co. 

Union  Couplings. 
National  Tube  Co. 

Vacuum   Drying  and  Impregnat- 
ing Apparatus. 
Aills-Chalmers   Mfg.   Co. 

Valves. 

National  Tube  Co. 
Ohio  Brass  Co. 

Varnishes.       (See    Paints,    etc.) 

Ventilators,   Building. 

I)rouv6  Co.,  The  G. 
National  Ventilating  Co. 


Ventilators,  Car. 
Brill   Co  ,   The  J.   G. 
Cincinnati   Car   Co. 
Railway  Utility  Co. 
Smith  Heater  Co.,  Peter. 


Vestibules,   Portable. 
Brill  Co.,  The  J.  G. 


Volt   Meter.      (See   Instruments.) 


Washers. 

Diamond  State  Fibre  Co. 


Waste    Boxes. 

Garton  Co.,   W.    R 

Water     Softening     &     Purifying 
Systems. 
Scaite  &  Sons  Co..  Wm.  B. 

Weed  Killer. 

Commercial  Chemical  Co. 

Welding  Processes. 

Electric  Ry.   Improvement  Co 
Falk  Co 

Oxweld  Acetylene  Co. 
Prest-O-Lite  Co.,  Inc.,  The. 

Wheel     Guards.       (See      Fender 
and  Wheel  Guards.) 


Wheels,  Car,  Cast  Iron. 

Long  Co.,  E.  G. 


Wheels,    Car    (Steel    and    Stee) 
Tired). 
Standard  Steel  Works  Co. 


Wheels,  Trolley. 
American    General    Eng'g    Co. 
Anderson   M.   Co.,   A.    &   J.   M. 
Columbia   M.    W.    &   M.   I.    Co- 
Electric  Service  Supplies  Co 
Garton   Co.,   W.    R. 
General  Electric  Co. 
Johns-Manville  Co.,   H.  W. 
Long  Co.,   E.   G. 
More-Jones,  B.  &  M.  Co. 
Star  Brass   Works. 
Universal  Trolley  Wheel  Co 

Whistles,  Air. 
General   Electric  Co. 
Ohio  Brass  Co. 

Winding  Machines.  (See  Colli 
Banding  and  Winding  Ma- 
chines.) 


Window  Operating  Devices. 
(See  Sash  Operating  Appa- 
ratus.) 


Wire  Rope. 

American  Steel  &  Wire  Co. 


Wires  and  Cables. 
Aluminum    Co.    of   America 
American  Steel  &  Wire  Co 
n  &  W  Fuse  Co. 
Garton  Co.,   W.   R. 
General    Electric   Co. 
Kerite  Insulated  Wire  &  Cabl. 

Co. 
Roel)iing's   Sons   Co.,   John    A 
Westinghouse  Elec.   &   M.   Co 


Wood    Preservatives. 
Barrett  Mfg.  Co. 
International  Creo.  &  Con.  Co.. 
Lindsley    Brothers   Co. 
Northeastern  Co.,   The. 


Woodworking    Machinery. 
Allis-Chalmers  Mfg.  Co. 


HARTSHORNS  SPECIAL  CAR  ROLLERS 


STEWART  HARTSHORN  CO..  o»lc.  >na  F«lor>!  E.  Newark,  N.  Jjj 
NEW  YORK:   3B2  L»taTelt«  St.         CHICAGO;   338.34*  Wabash  A»e. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


57 


OIjLiyB 


YOU 

INVITED 
^INSPECT 

our 

NEW 

CENTRAL 

PLANT 

V 

CANDLER 
BUILDINC 

220  >V:  4.2  «d.  St. 
NEW    YORK    CITY 


CAR^ 

ADVERTISING 

ALMOST 
EVERYWHERE 


58 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 


NOTICE  TO  ADVERTISERS: 


Printlnior  begrinf*  on  Tuesday  of  each  week. 

Changes  of  copy  received  up  to  10  A.  M.  Monday  will  ap- 
pear in  the  issue  of  the  following  weel{,  but  no  proofs  can  he  sub- 
mittfd    for   OK    before    publication. 

Nei^'    .'VdvertiseiiieiitM    (not    changes    of    copy)    received    up 


to   Wednesday    noon   can   appear   in   the   issue  of  that   weell,    but  no 
proofs  can   be  shown. 

If  proofs  before  printiiiK  are  required,  change  of  copy 
and  copy  for  new  advertisements  must  bo  in  our  hands  10  days  in 
advance   of  the  d.Tte  of   publication. 


A 

Page 

Albany   Southern   R.   E.   Co 48 

Allis-Chalmers    Mfg.    Co 22 

Aluminum    Co.    of    America....  40 

Amer.  Brake  Shoe  &  Fdry.  Co..  47 

American    Car    Co 61 

American   General   Eng'g   Co....  43 

American  Mason  S.  T.  Co 46 

American   Steel  &  Wire  Co 41 

American    Vulcanized    Fibre    Co.  43 

Anderson  Mfg.  Co..  A.  &  J.  M..  19 

Archbold-Brady   Co 40 

Archer    &    Baldwin 49 

Arnold     Co..    The 36 


8 


Babcock  &   Wilcox   Co 42 

Baldwin  Locomotive  Works,  The.  38 

Barrett   Mfg.    Co 40 

Bemis,    Anthony    J 36 

Bonney-Vehslage    Tool    Co 45 

Boyle  &  Co.,  Inc.,  John A6 

Brill  Co.,  The  J.   G 61 

Buckeye  Jack  Mfg.  Co 55 

Byllesby  &  Co.,  H,  M 36 


Cambria    Steel    Co 20 

Canton  Culvert  &  Silo  Co 41 

Cincinnati    Car    Co 55 

Cleveland  Armature  Works 48 

Cleveland   Fare   Box   Co 45 

Cleveland   Frog  &  Crossing  Co.  .  41 

Collier,   Inc.,    Barron   G 57 

Columbia  M.  W.  &  M.   I.  Co...  22 

Commercial    Chemical    Co 9 

Consolidated  Car  Fender  Co....  46 

Cooper  Heater  Co.,  The 44 

Curtis  &  Co.   Mfg.  Co 41 

Cutter    Co 42 


D  &  W  Fuse  Co 43 

Dayton  Fare  Recorder   Co 45 

Dearborn    Chemical    Co 42 

Diamond  State  Fibre  Co 43 

Diamond   Steel   Pole   Co 40 

Dixon    Crucible    Co.,    Joseph....   42 

Drouve  Co.,  The  G S3 

X>nS  Manufacturing  Co.,  The...  43 


Eclipse   Railway   Supply   Co 46 

Elastic  Tip  Co 53 

Electrical    Engineers    Equipment 

Co 42 

Electrical    Testing    Laboratories, 

Inc 36 

Electric    Equipment   Co 49 

Electric   Railway    Imp.    Co 20 


Page 

Electric   Railway  Journal 3,  6 

Electric  Service  Supplies  Co....    12 

Electric  Storage  Battery  Co 51 

Ellcon    Company,    The 13 

Esterline   Co.,    The 16 

Etter,  Chas.   F 44 


Falk   Co 41 

Federal    Signal    Co 39 

Fibre    Condit    Co 39 

Ford,    Bacon    &    Davis 36 

Ford  Chain  Block  &  Mfg.  Co...   43 
"For    Sale"   Ads 48,  49 


Galena  Signal  Oil  Co 60 

Gardner   &    Co 47 

Garton  Co.,   W.    R 40 

General    Electric    Co. .  26,  Back  Cover 

Green  Eng'g  Co 43 

Greims  Corp.,   H.   E 36 

Gulick-Henderson    Co 53 


H     • 

Hale   &   Kilburn   Co 46 

Ilalsey  &  Co.,  N.  W 36 

Hartshorn  Co.,  Stewart 56 

"Help    Wanted"    Ads 49 

Herrick,    Albert    B 36 

Hoeschen   Mfg.   Co 39 

Hovey,   M.    H : 36 

Hunt   Co.,   Robert  W 36 


I 


Imperial    Rubber    Co v  •  ^^ 

International  Creo.  &  Con.  Co. .  '4q 
International   Register  Co.,   The.   45 


Jackson,  D.  C.  &  Wm.  B 36 

Jeandron,  W.   J 51 

Jewett    Car    Co 37 

Johns-Manville  Co.,  H.  W 15 

Johnson,  Chas.   F 4f 

Johnson   Fare  Box  Co 45 


Kennard,    Ralph    B 53 

Keritc  Insul.  Wire  &  Cable  Co..  39 

Kerschner  Co.,  Inc.,  W.  R 48 

Kilby   Frog  &   Switch  Co 42 


Page 

Kinnear   Mfg.    Co 43 

Klein   &   Sons,   M 40 

Kuhlman  Car  Co.,  G.  C 61 


Le    Carbone    Co 51 

Lindsley    Bros.    Co 40 

Long  Co.,   E.   G 55 


M 

McGill   Ticket    Punch    Co 45 

McGraw-Hill    Book    Co 18 

McQuay-Norris    Mfg.    Co 23 

MacGovern   &   Co.,  Inc 48 

Massachusetts    Chemical    Co 53 

More-Jones  Brass  &  Metal  Co...    10 

Morgan   Crucible   Co 51 

Murphy    Iron    Works 43 


N 

Nachod    Signal    Co.,   Inc 23 

National    Brake    Co 25 

National    Tube    Co 40 

National    Ventilating   Co 44 

Newark  Eng'g  Mfg.  Co 40 

New  York  Switch  &  Crossing  Co.  41 

Niles-Bement-Pond    Co 43 

Niles  Car  &  Mfg.  Co 55 

Northea.stern  Co.,  The 40 

Northey-Simmen  Signal  Co.,  Ltd.  39 


Ohio  Brass  Co 7 

Ohio    Signal   Co 39 

Oxweld  Acetylene  Co 44 


Pantasote    Co 46 

Parmenter  F.  &  W.  G.  Co 47 

"Positions  Wanted"  Ads 49 

Power    Specialty    Co 43 

Prepayment  Car  Sales  Co 11 

Prest-O-Lite   Co.,   Inc.,   The 44 

Protective  Signal  Mfg.   Co 39 

Publisher's    Page     6 

Pyrene   Mf*.    Co 19 


Rail  Joint  Co 21 

Railway  &  Power  Equipment  Co.  48 

Railway  Roller  Bearing  Co 24 

Railway  Supply  &  Curtain  Co 46 

Railway   Track-work  Co 21 

Railway  Utilitj   Co 46 

Ramapo    Iron    Works 40 


Page 

Richey,    Albert   S 36 

IJoebling's  Sons  Co.,  John  A 40 

Rooke  Automatic   Register  Co...   45 
Roosevelt    &   Thompson 53 


St.   Louis  Steel  Fdry 41 

Samson  Cordage  Works, 

Front  Cover  &  53 

Sanderson  &  Porter 36 

Scaife  &  Sons  Mfg.  Co.,  Wm.  B.  43 

Scofield   Engineering  Co 53 

Searchlight    Section    48,49 

Second   Hand   Equip 48,  49 

Simmen   Automatic  Railway  Sig- 
nal Co 39 

Smith  Heater  Co.,  Peter 44 

Standard  Motor  Truck  Co 24 

Standard  Steel  Works  Co 37 

Star   Brass   Works 47 

Stephenson    Co.,   John 61 

Sterling  Varnish  Co 53 

Stone  &  Webster  Eng'g  Corp 36 

Street  Railway   Signal  Co 39 


Thew  Automatic   Shovel  Co 41 

Titanium  Alloy  Mfg.   Co 59 


U 


Union  Switch  &  Signal  Co 35 

Union  Spring  &  Mfg.  Co 47 

U.    S.    Electric   Signal   Co 17 

U.  S.  Metal  &  Mfg.  Co 44 

Universal  Lubricating  Co.,  The. .  47 

V 


\an  Dorn  &  Dutton  Co. 


38 


Walpole  Tire  &  Rubber  Co 53 

"Want"    Ads    *^ 

Wason  Mfg.  Co 61 

Wasson  Engrg.  &  Supply  Co 47 

Weir    Frog    Co ^2 

Western  Electric  Co 14 

Westinghouse  Elec.  &  Mfg.  Co..     2 

Wcstinghouse  Lamp  Co 8 

Westinghouse   Machine  Co 4 

Wcstinghouse  Traction  Brake  Co.     5 

Weston  Elec.  Instrument  Co 51 

White  Companies,  The  J.  G 36 

Whitmore  Mfg.  Co 55 

Wisch  Service,  The  P.  Edw 53 

Wood  Co.,  Chas.  N 39 

Woodmansee  &  Davidson,  Inc...   36 


Zelnicker  Supply  Co.,  Walter  A.   49 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


59 


TITANIUM  IN  RAIL  STEEL 

No.  16 


Results 

of 

Tensile 

Tests 


Results  in  17  samples  Standard 
and  17  of  Titanium- Treated 
Open- Hearth  A-Rails. 


Courtesy  TInlus  Olsen   &   Co. 


STANDARD  OPEN  HEARTH 


Ultimate 

Per  Cent. 

Per  Cent. 

Elastic  Limit 

Strength 

Elongation 

Reduction 

Head 

Flange 

Head 

Flange 

Head 

Flange 

Head 

Flange 

60,200 

58,600 

122,700 

121,700 

9.5 

9.8 

8.9 

9.5 

56, 100 

57,100 

122,100 

120,500 

8.5 

11.5 

8.5 

12.7 

62,600 

60,200 

115,700 

127,500 

4.0 

10.0 

3.1 

10.2 

53,100 

53,200 

116,200 

116,500 

14.0 

16.8 

15.3 

19.0 

57,200 

60,500 

120,900 

131,900 

4.5 

11.5 

4.1 

12.8 

56, 100 

58,200 

123,800 

126,500 

13.7 

14.5 

14.6 

18.7 

57,700 

53,200 

118,600 

113,600 

10.7 

16.5 

10.9 

19.6 

61,000 

59,000 

125,600 

126,400 

15.8 

16.3 

20.0 

20.3 

60,600 

62,100 

124,900 

126,700 

15.8 

16.5 

19.2 

21.1 

55,600 

65,100 

119,800  1  120.100 

16.5 

17.0 

17.5 

19.0 

51,700 

52,400 

117,700 

116,000 

18.0 

19.0 

20.1 

25.7 

55,000 

54,000 

119,100 

119.000 

18.0 

18.0 

22.0 

22.4 

63,100 

67,900 

129,900 

134.400 

9.5 

13.0 

9.8 

15.6 

71,500 

70,900 

141,400 

144.200 

7.5 

9  5 

7.5 

10.5 

59,700 

58,500 

121,800 

121,400 

14.3 

16.8 

16.2 

22.7 

44,000 

43,900 

98,700 

98,000 

22.3 

24.0 

26.9 

30.4 

42,700 

44,300 

99,400 

99.500 

16.8 

19.8 

18.9 

23.9 

56336 

57,O0S 

119,900 

121323 

12.9 

15.3 

14.3 

18.4 

TITANIUM-IREATED  OPEN  HEARTH 

Ultimate 

Per  Cent. 

Per  Cent. 

Elastic  Limit 

Strength 

Elongation 

Red 
Head 

uction 

Head 

Flange 

Head 

Flange 

Head 

Flange 

Flange 

.58.400 

57,200 

121,000 

122,100 

14.3 

13.8 

15.7 

17.6 

58.700 

59,600 

125,000 

128,900 

9.5 

10.8 

10.1 

12.3 

58.. 300 

60,500 

127,100 

127,400 

13.0 

15.0 

16.9 

19.9 

.53,300 

56,500 

115,800 

118,100 

13.3 

14.3 

15.9 

18.7 

56,300 

59,700 

124,500 

126,800 

13.0 

13.5 

16.2 

17.5 

52,900 

54,600 

113,900 

114,800 

13.5 

17.2 

13.8 

23.0 

63,200 

64,800 

130,300 

130,000 

12.7 

15.5 

14.5 

19.2 

,59.300 

56,200 

128,200 

128,600 

16.8 

18.0 

22.2 

22.6 

57.900 

57.900 

120,700 

124,600 

18.8 

18.5 

25.9 

26.0 

.58,100 

57,600 

125,700 

126.000 

16.8 

17.7 

20.3 

23.7 

63,. 300 

63,100 

133,500 

129.800 

13.5 

16.0 

16.3 

21.5 

.57,800 

57,600 

124,000 

125.400 

15.0 

16.0 

17.8 

20.4 

64.100 

65.200 

132,600 

134.900 

12.0 

13.0 

13.3 

15.0 

69,400 

72.500 

140,900 

142.800 

11.5 

12.3 

12,8 

15.5 

60.100 

56,100 

125,500 

118,500 

11.8 

16.3 

11,7 

19,5 

57,500 

56,700 

122,000 

122,600 

11.5 

14.0 

12.6 

16,3 

61.900 

61,500 

126,600 

127,000 

14.0 

14.8 

16.9 

19,3 

59,441 

59341 

125,723 

126,370 

13.5 

15.1 

16.0 

19.2 

The  Ultimate  Stre:iKth  of  the  Titanium-Treated  Rails  averages  iM:%  greater  than  that  of  the  Standard  Open 
Hearth — while  the  average  Elongation  for  the  Titanium-Treated  Samples  instead  of  being  lower  is  over  4^%  higher 
than   for   the   Standard   Rails — giving  at   the  same   time  a   STIFFER  and  A  MORE  DUCTILE  RAIL,. 

TITANIUM  ALLOY  MANUFACTURING  COMPANY 


Operating  Under  Rossi  Patents 

General  Office  and  Works: 
Niagara  Falls,  N.  Y. 

New  York  Office:  15  Wall  Street 


.TRADE    MAJUC. 


Processes  and  Products  Patented 

Pittsburgh  Office :       Oliver  Building 
Chicago  Office :  Peoples  Gas  Building 


AGENTS: 
Great  Britain  and  Europe:    T.  ROWLANDS  &  CO.,  Sheffield,  England 


60 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


Read  the  Clauses 
in  a  Galena  Contract 


/ 


and  you  will  quickly  realize  how  every  one  is  in  the 
road's  favor. 

The  guaranteed  savings  per  car  mile  and  per  kilo- 
watt hour  possible  under  a  Galena  contract  are 
effected  by 

Galena  Oils  and  Galena  Service 

We  provide  without  charge  the  services  of  experts, 
who  set  a  standard  for  lubrication,  with  the  object 
of  increasing  the  savings  above  the  specified  amount 
— and  this  additional  saving  accrues  to  you — not 
to  us. 

Let  us  state  what  we'll  guarantee  to  save  your 
road. 


Galena-Signal  Oil  Co. 

Franklin,  Pa. 


March  13,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


61 


11     BRILL  OIL-RETAINING  CENTER  BEARING 


:i 


^- 


r" 


r^ 


aa_  "C! 


tt'X'HE  Brill  Oil-Retaining  Center  Bearing  is  a  vast  improvement  over  the 
old  style  grease  lubricated  bearing.  The  ring,  which  is  made  of 
phosphor-bronze,  takes  the  wear  and  in  its  position  at  the  bottom  of  the 
'weir  of  the  truck  part  of  the  bearing  is  constantly  Immersed  In  oil;  it 
has  been  found  that  in  most  cases  a  gill  of  oil  lasts  about  a  year.  The  strip 
of  felt  keeps  out  the  dust.  All  Master  Mechanics  agree  that  it  is  a  good 
proposition  to  reduce  friction  at  curves  and  so  lessen  flange  and  rail 
wear.  The  Brill  Oil-Retaining  Center  Bearing  completely  fills  the  bill  from 
every  mechanical  and  operating  standpoint." 


THE     J.    G.    BRILL     COMPANY 

Philadelphia,  Pa. 

AMERICAN     CAR     COMPANY 

St.  Louis,  Mo. 
G.    C.     KUHLMAN     CAR     CO. 

Cleveland,  Ohio 
WASON   MANUFACTURING   CO. 

Sprln&fleld,  Mass. 

COMPAGNIE     J.     G.     BRILL 

Paris.  France 


AGENCIES:  Pierson,  Rokdino  &  Co..  San 
Francisco,  Los  Angeles,  Portland,  Seattle.  Noyeb 
Broth  ERH, Melbourne.  Sidney,  Dunedln, Brisbane, 
Perth.  C.  DuMBKLMAN,  48  Rue  du  Luxembourg, 
Brussels,  Shacklkitord  &  Co.,Calle  San  Martin 
201,  Buenos  Aires.  Thomas  Barlow  &  Sonb, 
Durban,  Natal.  Shkwan.Tqmks&Co.,  Hong  Kong, 
Canton,  Shanghai.  G.  Chkcchktti,  Piazza  Slcllla, 
1, Milan.  London  Okkick,!  lOCannon  Street,  E.C. 


62 


ELECTRIC     RAILWAY     JOURNAL 


[March  13,  1915 


24-inch  wheel  truck  with  G-E  247  Motors 


Have  You  Considered  the  f 
24-Inch  Wheel  Car? 


Compared  with  the  33-inch  wheel  car,  there  is  a  saving"  of  al)out 
four  tons. 

The  G-E  247  Railway  Motor 

is  designed  especially  for  the  new  24-inch  wheel  service. 

It  is  provided  with  the  G-E  method  of  ventilation,  commutating 
poles  and  all  modern  improvements. 

A  four-motor  equipment  of  the  G-E  247  type  will  perform  any 
city  service  now  handled  by  a  four-motor  equipment. 

This  motor  has  proved  its  value  in  city  service  and  is  a  recognized 
standard  for  the  small  wheel  car. 

Do  you  realize  the  possibilities  of  a  two-motor  equipment  of  this 
type? 

If  you  are  considering  new  equipment,  investigate  the  G-1^  247 
before  you  decide  on  the  car. 

General  Electric  Company 


Atlanta,  Ga. 
Baltimore,  Md. 
llirmingham,  Ala. 
Hoston,  Mass. 
Riiffalo,  N.  Y. 
Butte,  Mont, 
rhnrleston.  W.  Va. 
Charlotte,  N.  C. 
Chattanooga,  Tenn 
('hicaRo,  III. 
Cincinnati.  Ohio 
Cleveland,  Ohio 


Columbus,  Ohio 
Dayton,  Ohio 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich. 
(Oftice  of  Agent) 
Duhilh,  Minn. 
Klmira,  N.  Y. 
Kric,  Ba. 

I-'ort  Wayne.  Ind, 
Hartford,  Conn. 
IndianapoH.s,  Ind. 


Minneapolis,  Minn. 

General  Office:  Schenectady,  N.  Y.  ^ewli'aven',T"nn. 

N'ew  Orleans,  [.a. 

ADDRESS     NEAREST      OFFICE  ^ew  York  N.  Y 

Niagara  Falls,  A.  i  . 


(acksonville,  I'"Ia. 
poplin.  Mo. 
Kansas  City.  Mo. 
Knoxville,  Tenn. 


geies 
Louisville,  Ky. 
Memphis,  Tenn. 
Milwaukee,  Wis. 


Omaha.  Neb. 
I'hiladclpliia,  Pa. 
Bittslmrg,  Pa. 
Portland,  Ore. 
Providence,  R.  I. 
Richmond,  Va. 


Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  Utah 
San  Francisco,  ("a!. 
Schenectadv,  N.  Y. 
Seattle,  Wash. 
Spokane,  Wash. 
.Springfield,  M.TSS. 
Syracuse.  \.  \". 
Toledo,  ( )liio 
Washington,  D.  C. 
Yoiingstown,  Ohio 


For  Texas,  Oklahoma  and  Arizona  business  refer  to  Southwest  Central    Klectric   Company    (formerly   Hobson   Electric   Co.),   Dallas, 
El  l*aso,  Houston  and  Oklahoma  City.     For  Canadian  business  refer   to   Canadian   Cencral    Electric   Company,   Ltd.,   Toronto,   Ont. 

5389 


Electric  Railway  Journal 


New  York,  March  20,  1915 


Volume  XLV     No.  12 


Contents 


Pages  539  to  610 


From  A.  C.  to  D.  C.  in  the  Night  542 

A  successful  conversion  from  6600-volt  single-phase  to 
1200-volt  d.c.  operation  without  interruption  of  service. 
Unit  costs  and  descriptions  of  special  features,  includ- 
ing center-entrance  cars. 

Electric  Railway  Journal,  March  20,  1915.  18  cols.    111. 

Chicago  Elevated  Shop  Practice  651 

Some  of  the  practices  and  kinks  employed  in  removing 
the   causes   of  equipment   defects   and   reducing  main- 
tenance costs. 
Electric  R.ailway  Journal,  March  20,  1915.  10  cols.    111. 

Springfield  Shops  and  Carhouse  556 

Economical  use  of  space  and  provision  for  convenient 
handling  of  cars  are  features  of  the  new  plant  of  the 
Springfield   (Ohio)   railway. 


Painting  Cars  in  Two  Days 


584 


Electric  Railway  Journ.^l,  March  20,  1915. 


10  col.s.    111. 


Signal  Maintenance  Methods  561 

On  the  New  York,  Westchester  &  Boston  Railway  ten 
men  maintain  four  interlocking  plants  and  110  sema- 
phore signals  at  an  efficiency  of  99.995  per  cent. 

Electric  Railway  Juur.nal,  March  .'io,  1915.  10  cols.    111. 

Steel  Cars  on  the  Long  Island  566 

Ten  years'  experience  with  all-steel  construction  has 
shown  that  deterioration  is  practically  negligible  and 
that  routine  repairs  are  minor  in  character. 

Electric  Railway  Journal,  March  20,  1915.         SM:  cols.    III. 

Coasting  Recorders  in  New  York  572 

The  number  of  kilowatt-hours  required  for  standard 
cars  on  the  Third  Avenue  Railway  has  been  reduced 
for  one  month  as  much  as  10  per  cent.  Accidents  also 
show  big  decrease. 

Electric  Railway  Journal,  March  20,  1915.  8  cols.    111. 

Manganese  Steel  Special  Work  577 

Experience  of  several  companies  on  the  Pacific  Coast 
with  solid  manganese  and  insert  manganese  steel  special 
work. 

Electric  Railway  Journal,  March  20,  1915.  514  cols. 


Electrification  Discussed 


579 


At  meeting  of  Western  Society  of  Engineers  on  March 
16,  papers  on  electric  operation  of  steam  railroads  were 
presented  by  C.  A.  Goodnow,  W.  S.  Murray,  George 
Gibbs  and  E.  B.  Katte. 

Electric  Railway  Journal,  Alarch  20,  1915.         5V,  cols.    III. 


P.  V.  See,  superintendent  of  car  equipment  Hudson  & 
Manhattan  Railroad,  explains  how  that  railroad  has  ex- 
tended the  use  of  baking  enamel  to  exterior  painting  by 
developing  a  portable  oven. 

Electric  Railway  Journal,  March  20,  1915.         SVj  cols.    111. 

American  Association  News  589 

Important  meetings  of  rules,  block  signals  and  motor 
vehicles  committees  were  held. this  week.    Complete  sets 
of  proceedings  were  issued. 
Electric  Railway  Journal,  March  20,  1915.  2  cols. 

Equipment  and  Its  Maintenance  590 

Car-Door  Operation  with  Sprocket  Chain  and  Worm- 
Shaft — By  J.  N.  Lloyd.  Trailer  Wagons  with  Automo- 
bile Steering  Gear  for  Vienna  Snow  Cleaning — Car 
Scraper  Practice — By  Ludwig  Spangler.  Equipment 
Defects— Controller  Blow-Out  Coils— I— Bj/  C.  W. 
Squier,  E.E.  Notched  Stick  to  Steer  Wheel  Sets.  Com- 
pact Wet  Process  Insulator.  Ampere-Hour  Meters  on 
Battery  Cars.  Double-Fare  Register  Adapted  for  City 
and  Zone  Operation.  Light-Weight  Electrical  Equip- 
ment of  Wilkes-Barre  Center-Entrance  Cars.  Thread- 
Pickup  Rerailer  for  Cars  and  Derailer  for  Vehicles. 
Motor  Efficiency. 
Elrctric  Railway  Journal,  March  20,  1915.  10  cols.    111. 


Editorials  539 

Collect  Fares  on  Former  Free  Service  Line  560 

Convention  of  the  A.  R.  E.  A.  570 

Harder   Rails   Suggested   as   Preventative  of   Corruga- 

578 
British  I.  C.  E. 
581 
582 
58.3 
and  Syndicated 
586 
587 
595 
599 
602 
606 
607 
609 


tion 
Electrolytic    Corrosion    Discussed    at 

Meeting 
Railway  Signal  Association  Meets 
"Electric  Railway  Handbook" 
Communication — The     "Jitney"     Bus 

News 
Terminal  Facilities  at  San  Diego 
News  of  Electric  Railways 
Financial  and  Corporate 
Traffic  and  Transportation 
Personal  Mention 
Construction  News 
Manufactures  a^d  Supplies 


James  H.  McGraw,  President.         A.  E.  Clifford,  Secretary.        J.  T.  De  Mott,  Treasurer.        H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 


Chicago,  1570  Old  Colony  Bldg. 
Cleveland,  Leader-News  Bldg. 
Philadelphia,  Real  Estate  Trust  Bldg. 


239  West  39th  St.,  New  York  City 


San  Francisco,  502  Rialto  Bldg 

Denver,  Boston  Bldg. 

London,  10  Norfolk  St.,  Strand. 


United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4.50;  elsewhere,  $6.     Single  copy,  10c. 

CoPYRiOHT,  1915,  Oy  McGraw  Publishing  Company,  Inc.     Published  Weekly.     Entered  at  N.  Y.  Post  Office  as  Second-Class  Mail. 

No  back  volumes  for  more  than  one  year,  and   no  back  copies  for  more  than  three  months. 


Circulation  of  this  issue  9000  copies. 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Economicall 
Means  Westin^h^ 


For*  Heaai{^K^3 


Tof'^Tdvrk.-S 

and  <Sireei-5 


Tb 


Off 


\  c<t5 


There  is  a  Westinghouse  Mazda  lamp  for  every  conceivable  lighting  requirement.      Complete  information  in 
convenient  form  is  contained  in  "The  Data  Book".     Use  the  coupon  at  the  right  to  get  this  book  for  your  files. 

Westinghouse  Lamp  Co. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


[Uumination 

iise  Mazda  Lamps 


TopS^Kops 


"For 


£>aWery  C^rcs 


Atlanta 

Baltimore 

Boston 

Buffalo 

Butte 

Chicago 


Cincinnati 

Cleveland 

Dallas 

Denver 

Detroit 

Kansas  City 


Los  Angeles 
Memphis 
New  Orleans 
New  York 
Philadelphia 
Pittsburgh 


Portland 

St.  Louis 

Salt    Lake    City 

San   I'rancisco 

Seattle 

Syracuse 


Export  Sales  Department— 165  Broadway,   Xew  York. 
.Member  Society   for  Electrical   Development.      "Do  it   Electrically.' 


Ton  Vax^cl^ 


Westinghouse 

Lamp   Co.. 
1261     Broadway,    New    York. 
Please  send  a  copy  of  lamp  data 
book  to 


Name 
Department. . . . 


Address 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


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□  DDnDDaDDDaDanaanaannDDnDnDnDDDDDDDDnrjLiDannnDnn 


INERTIA 


(What  It  Means  in  Railroad  Engineering) 


INERTIA  IS  THE  TENDENCY  OF  A  BODY  AT  REST  TO 
REMAIN  AT  REST;  OR  OF  A  BODY  IN  MOTION  TO 
CONTINUE  IN  MOTION. 

THE  INERTIA  OF  ANY  MOVING  TRAIN  CAN  BE  INDI- 
CATED IN  TERMS  OF  ENERGY,  WHICH  IS  EQUAL  TO 
ONE-HALF  THE  MASS  MULTIPLIED  BY  THE  SQUARE 
OF  THE  VELOCITY,  AND  USUALLY  EXPRESSED  IN 
FOOT  POUNDS. 

IF  A  MODERN  SIX  CAR  PASSENGER  TRAIN  WEIGHS 
1,500,000  POUNDS  AND  ATTAINS  A  SPEED  OF  60  MILES 
PER  HOUR,  IT  HAS  ACCUMULATED  OVER  ONE  HUN- 
DRED AND  EIGHTY  MILLION  FOOT  POUNDS  OF  EN- 
ERGY TENDING  TO  KEEP  THAT  TRAIN  IN  MOTION. 

INERTIA  IS  WHAT  THE  AIR  BRAKE  IS  UP  AGAINST. 
THE  CONTROL  OF  INERTIA  OR  THE  ENERGY  OF  MOV- 
ING TRAINS  WAS  A  MAN'S  JOB  IN  1870,  WHEN  AIR 
BRAKES  WERE  FIRST  APPLIED.  TODAY— 45  YEARS 
LATER— THIS  PROBLEM— WITH  TRANSPORTATION  IT- 
SELF—HAS GROWN  TO  GIANT  PROPORTIONS. 

WHAT   IS   THE   ANSWER? 

MODERN  BRAKES  CONTROL  MODERN  TRAINS  MORE 
PERFECTLY  AND  WITH  GREATER  SAFETY  AND  ECON- 
OMY THAN  EVER  BEFORE  IN  THE  HISTORY  OF  THE 
ART. 

IF  NECESSITY  IS  THE  MOTHER  OF  INVENTION, 
THEN  INERTIA  IS  THE  FATHER  OF  THE  AIR  BRAKE. 


Suggested  by  the 


Westinghouse  Traction  Brake   Company 

Works:  Wilmerding,   Pennsylvania 


PITTSBURGH:  Westinghouse  Building 
CHICAGO:  Railway  Exchange  Building 


NEW  YORK:  City  Investing  liuildiii); 
ST.  LOUIS:  Security  Buflding 


DDDDDDDnDDDnDDDDDDDDDDDDaGaDDDDLILinnnnnrinnnnnnnnnnn 


March  20,  1915]  ELECTRIC     RAILWAY     JOURNAL 


In  order  to  render  good  service,  electric 
railways  must  be  allowed  to  earn  a  fair 
return  on  a  fair  capitalization. 


-From  Code  of  Principles 
Adopted  by  A.  E.  R.  A. 


The  returns  on  an  investment  can  frequently  be 
considerably  increased  by  very  slightly  increas- 
ing the  investment. 

For  example,  the  additional  investment  required 
to  make  an  ordinary  car  into  a 

Prepayment  Car 

amounts  to  approximately  2%.  Yet  the  advan- 
tages gained  by  this  slight  increment  result  in 
increased  receipts  w^hich  frequently  return  this 
investment  ten  times  over  within  every  year  of 
the  car's  life — actually  repay  the  entire  invest- 
ment in  the  car  four  times  during  the  life  of  the 
car. 

Progressive  roads  everywhere  have  shown 
that  they  appreciate  the  fact  that  our  pioneer 
work  and  our  continuous  study  of  car  engineer- 
ing represented  by  the  Prepayment  patents  en- 
able us  to  render  a  distinct  service — and  that  the 
investment  required  to  apply  our  ideas  is  insig- 
nificant as  compared  with  the  returns  which  such 
applications  insure. 


PREPAYMENT  CAR  SALES  COMPANY 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


.W3 


feiv-^.. 


^\^  m: 


% 


■ifF'*S' 


The  Electric  Railway  Journal  at 

the  Panama- Pacific 

Exposition 

FOR  the  convenience  of  its  friends,  the  McGraw  Publishing  Com- 
pany, Inc.,  publishers  of  the  Electric  Railway  Journal,  Electri- 
cal World,  Engineering  Record  and  Metallurgical  &  Chemical 
Engineering  have  equipped  a  booth  in  the  Palace  of  Machinery. 
A  cordial  invitation  is  extended  to  all  who  are  interested  in  the  elec- 
tric railway  field  to  avail  themselves  fully  of  this  space  while  visiting 
the  Exposition. 

It  will  be  a  pleasure  to  receive  and  care  for  visitors'  mail  addressed 
in  care  of  the  McGraw  Publishing  Company  booth. 

Competent  stenographers  are  in  attendance  to  handle  correspondence. 
Representatives  in  charge  of  the  booth  will  be  glad  to  give  informa- 
tion regarding  engineering  work  in  the  West. 

The  publishers'  San  Francisco  office,  Rialto  Building,  in  fact,  is  head- 
quarters for  technical  information  about  the  West,  for  editorial  and 
business  representatives  there  travel  up  and  down  the  coast  regularly 
so  as  to  keep  readers  of  the  McGraw  Publications  in  intimate  touch 
with  conditions. 

Use  the  McGraw  Booth  as  your  office  while  you  are  at  the  fair. 

[  PUBLISHER'S  PAGE  ] 


;;?w.  ^wiV«r-;r  T--tHnf*^;-ra*f* 


©Q.M.xi 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


The    Machine   in   Operation.      Pat.    applied   for. 


Xo  Trouble  to   Remove   from  Track. 


The  Low  Cost  of  Bonding 
With  O-B  Type  J  Bonds 


is  due  largely  to  the  electrically  operated  O-B  Milling 
machine  used  for  milling  holes  in  the  ball  of  the  rail. 

Two  men  operate  the  machine  and  remove  it  from  the 
track  easily  when  necessary.  A  third  man  installs  the 
bonds. 

Records  of  installations  on  different  roads  show  that 
three  men  can  be  expected  to  bond  more  than  100  joints 
per  day,  even  under  severe  conditions.  The  total  cost  of 
installing  is  remarkably  low. 

Let  us  give  more  detailed  figures. 


THE   OHIO   BRASS   COMPANY 

Mansfield,  Ohio 


Stctiuu    of   Teiniin;ii    1  iisliillcd  in   Rail. 


O-IJ  Type  J  Bond  lusLalled — Patented. 


10 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


A  Big  Help 
in  Selling  to 
Electric  Railways 


"LS*"'^"''-^—- 


;*UGraw  ELtciiuCAL  Directory 

RAILWAY 
EDITION 

FEBRUARY,  191S 

M«CRAW    PUBLISHING   CO.    INC. 


Who's  the  man  to  see  on  that  road? 

The  McGraw  Electrical  Directory  tells. 

What's  that  man's  title? 

The  McGraw  Electrical  Directory  tells. 

Who's  the  Superintendent? 

The  McGraw  Electrical  Directory  tells. 

Who's  the  General  Manager? 

The  McGraw  Electrical  Directory  tells. 

What  kind  of  current  does  it  use? 

The  McGraw  Electrical  Directory  tells. 

What's  its  generating  equipment? 

The  McGraw  Electrical  Directory  tells. 

What  make  and  type  of  boilers? 

The  McGraw  Electrical  Directory  tells. 

How  many  miles  of  track  has  it? 

The  McGraw  Electrical  Directory  tells. 

How  many  cars,  what  type,  etc.? 

The  McGraw  Electrical  Directory  tells. 

Where  are  its  shops  located? 

The  McGraw  Electrical  Directory  tells. 

Where    are    its    power    stations    and    sub-stations 
located? 

The  McGraw  Electrical  Directory  tells. 

Does  it  furnish  lighting  current? 

The  McGraw  Electrical  Directory  tells. 

Does  it  operate  an  amusement  park? 

The  McGraw  Electrical  Directory  tells. 

What  roads  does  it  control? 

The  McGraw  Electrical  Directory  tells. 

What  are  the  names  of  the  roads  at  Indianapolis? 

The  McGraw  Electrical  Directory  tells. 

What  does  this  book  cost? 

Five  dollars  a  year. 

How  often  is  it  published? 

Twice  a  year.     A  new  one  has  just  been 
issued. 

How  will  it  help  our  sales  work? 

Write  for  a  copy  on  approval  and  see  for 
yourself. 

Who  publishes  it? 

McGraw  Publishing  Company,  Inc. 

What's  their  address? 

239  West  39th  Street,  New  York. 

What  shall  we  do  about  it? 

Write   for   your   copy   on   approval 
TO-DAY. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


11 


SKEE-BALL 


For  Big  Park  Profits  This  Summer 


Skee-Ball  is  the  ideal  amusement  for  parks  and  popular  resorts.  Its  interest  is 
permanent.  From  the  beginning  to  the  end  of  the  season  the  crowds  continue  to 
play.  It  appeals  to  both  men  and  women  and  furnishes  enjoyment  from  the 
start,  which  increases  as  skill  is  attained  by  practice. 


FINALS  OF  A  TOURNAMENT  ON  CHIEF  BENDER'S  ALLEYS 

The  great  Indian  pitcher  is  seen  sitting  on  the  middle  of  the  center  alley. 
The  Chief  is  a  Skee-Ball  expert  as  well  as  an  enthusiast. 


SKEE-BALL  as  a  money-maker  is  in  a  class  by  itself.  Throngs  are  invariably 
attracted  and  seem  unable  to  leave  after  they  start  to  play.  The  Automatic 
Slot  Machine  and  the  Automatic  Scoring  Device  reduce  the  cost  of  operation 
to  a  minimum. 

Order  Now  for  Early  Delivery.      Write  for  Booklet. 

THE  J.  D.  ESTE  COMPANY 


1534  Sansom  Street 


PHILADELPHIA 


12 


ELECTRIC     RAILWAY     JOURNAL 


[March  20.  1915 


SAVES 


Maintenance 


Labor 


Cost 


You  have  charges  against  resistance  maintenance 
if  you  use  cast  grids.  They  corrode  and  have 
so  many  joints  that  they  soon  open  up.  E.  M. 
B.  resistances  eHminate  95%  of  the  joints,  are 
ru'fetproof   and   when  you  put  them  on  the   car 


you  can  forget  them. 


The  best  way  to  adjust  the  steps  on  resistances 
is  the  "cut  and  try  method."  With  E.  M.  B.  re- 
sistances the  loops  in  the  material  are  used  for 
terminals — each  loop  is  a  tapping  point.  Note 
how  easy  it  is  to  shift  from  one  terminal  to  an- 
other. 

Cast  grids  break  in  shipment,  they  break  in 
handling  and  in  Service.  E.  M.  B.  grids  are 
unbreakable.  The  material  is  drawn — not  cast, 
and  being  rustproof  is  practically  indestructible. 
Their  eventual  cost  is  therefore  lower  than  that 
of  cast  grids. 

Write  us  for  data  sheet  which  will  enable  you  to 
give  us  just  the  right  material  for  quoting. 


The  Ellcon  Company 

50  Church  Street,  New  York 


3158 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


13 


"UP  TO  THE  MINUTE" 

ELECTRIC  RAILWAY  CARS 

Call  for  Ellcon  Porcelain  Enameled  Barriers 
and   Stanchions  and  Aero  Metal  Fittings 


Showing  Ellcon  Aero  Metal  Fittings  on  New  York  Municipal  Railway  Car. 

The  Ellcon  snow-white  enameled,  hygienic  stanchions^  and  Aero  metal  fittings  which 
are  going  into  modern  cars  all  over  the  country  are  the  finest  product  of  the  art.  Baked 
glass-hard  at  a  high  temperature,  they  are  indestructible  from  ordinary  causes,  and  are 
easily  and  rapidly  cleaned.  They  are  ideal  for  "public  relations"  considerations  and  are 
permanent  value-adders  to  the  cars. 

The  New  York  Municipal  Railway  Corporation  has  specified  them  for  its  new  sub- 
way cars  (illustrated).  The  New  York  Railways  have  furnished  their  150  center-en- 
trance cars  with  them,  and  when  the  New  Orleans  Railway  and  Light  Company  wanted 
to  meet  the  question  of  cleanliness  plus  durability  in  stanchions  and  general  fittings  for 
its  new  cars  it  ordered  Ellcon  Rorcelain  Enameled  Stanchions  and  Aero  Metal  Fittings. 
They  are  also  in  use  on  or  have  been  specified  on  many  other  car  orders. 

Ellcon   Enameled   Fittings  and   modern    car  equipment  are  synonymous. 

Write  us  for  all  the  facts. 

The  Ellcon  Company 

50  Church  Street,  New  York 


14 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


300,000 
VOLTS 


is  handled  without  difficulty 
by  the 

PITTSBURG 

HIGH  VOLTAGE 

INSULATORS 

under  all  weather  conditions. 


They  erect  a  wall  of  safety  around  high  voltage 
transmission.  The  secret  of  this  efficiency  lies 
in  the  blending  of  the  art  of  porcelain-making 
and  electrical  knowledge. 

The  Pittsburg  High  Voltage  Insulators  are 
the  result  of  years  of  elaborate  tests  from  the 
pottery  to  the  electrical  transmission  line. 
That  the  Pittsburg  High  Voltage  Insulators 
satisfy  the  most  exacting  requirements  is  evi- 
denced by  its  wide  use  wherever  light,  power, 
railroading  or  any  other  electrical  transmis- 
sion is  applied. 

Will  you  let  us  be  your  consultants? 

We  are  interested  in  your  insulating  problems. 


The  Pittsburg  High  Voltage  Insulator  Co. 

Main  Office  and  Factory,  DERRY,  PA. 


Canatli.'in  Ucprestntatives,  the  Canadian  General  Electric  Co. 
New  York  Office.  114  Liberty  St. 


Los  Angeles  Office,  757  So.  I.os  AhrcIcs  St. 
San  Francisco  Office,  247  Minna  St. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


15 


JOHNS-MANVILLE      SERVICE 


TO    THE    ELECTRICAL    INDUSTRY 


THE  CONTINENT  v^ 


MAINTENANCE 

As  you  read  the  maintenance  articles  in  this  issue,  they  will 
perhaps  suggest  the  thought  of  maintenance  materials. 

Johns-Manville  Products  are  maintenance  materials  each  of 
which  has  proven  itself  and  earned  its  reputation  in  service. 

The  marketing  of  these  maintenance  is  governed  by  a  policy 
known  as 

Johns-Manville  Service 

— a  service  that  renders  every  cooperation  before  and  during 
the  purchase  of  materials  and  afterwards  stands  sponsor  for 
tlie  results  of  their  performance. 


',/ 


What   J-M    Niagrite    Means    to    the 
Electric  Railway  Engineer 

The  covering  of  those  parts  of  cables  that  are  unprotected  by  ducts 
or  lead  sheathing,  such  as  the  terminals  of  cables  in  tunnels  or  man- 
holes, on  cable  rocks  and  back  of  switchboards  is  recognized  as  im- 
portant.    This  is  particularly  true  where  large  cables  and,  therefore, 


heavy  currents  are  handled. 

The  atmospheric  conditions  in  tunnels  and  man- 
holes and  the  necessity  of  fireproofing  cables 
against  heavy  current  surges  or  even  short  cir- 
cuits, call  for  a  material  that  must  be  generally 
applicable. 

J-M  Niagrite  is  such  a  material.  It  is  a  dense 
felt  compound  furnished  in  the  form  of  a  list- 
ing wrapped  on  the  cable  and  then  impregnated 
with  J-M  Fire-and- Water-Proof  Cement.  The 
result  is  a  sheath  that  is  as  hard  as  bone,  a  fire 
retardent.  and  absolutely  waterproof. 

We  are  selling  more  J-M   Niagrite  every  year 

to  Electric  Railways.  May  we  add  .you  to  the 

list  of  users?  Ask  nearest  branch  for  par- 
ticulars. 

J-M  Niagrite  is  one  of  the  many  textiles  we 
carry.  Everything  is  asbestos  sheets,  tubings 
and  listings  for  all  purposes. 


Did  You  Ever  Get  a  Report  Like  This? 

"The  last  shipment  of  slate  ive  received  had  sev- 
eral slabs  broken." 

This  is  why  J-M  Ebony  Asbestos  Wood  is  sup- 
planting slate  and  marble  for  electrical  work. 

You  can  still  have  your  "oiled  finish  Monson" 
appearance  or  Black  Enameled  if  you  prefer  it, 
so  there  will  be  no  trouble  matching  up  your 
panels  on  switchboard  additions. 

This  material  is  strong  mechanically  and  dielec- 
trically  much  superior  to  slate  or  marble.  It  can 
be  readily  machined  with  regular  tools.-  . 

It  is  obtainable  in  all  shapes  and  thicknesses  so 
that  it  is  generally  useful  all  over  the  system. 

All  your  distributidn  Board  Mountings  and  lin- 
ings can  be  made  of  this  material  as  well  as 
those  little  special  jobs  that  you  work  out  for 
yourself. 


H.   W.   JOHNS-MANVILLE    COMPANY 


Akron 
-Mbany 
Ulanta 
Baltimore 
liirmingham 


Boston 

Columbus 

Duluth 

Kansas  City 

Minneapolis 

Philadelphia 

St.  Paul 

Toledo 

Buffalo 

Dallas 

Galveston 

i.os  Anpeles 

Newark,  N.  J. 

Pittsburg 

Salt  Lake  City 

Washington 
Wilkes-Barre 

Chicago 

Davton 

Houphton 

Louisville 

New  Orleans 

Portland.  Ore. 

San   Francisco 

Cincinnati 

Denver 

Houston 

>'empbis 

New  York 

Rochester 

Seattle 

Youngstown 

Cleveland 

Detroit 

Indianapolis 

Milwaukee 

Omaha 

St.  Louis 

Syracuse 

THE  CANADIAN  H.  W.  JOHNS-MANVILLE  CO.,  LTD.,  Toronto,  Winnipeg,  Montreal,  Vancouver 


3051 


16 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


The  Double  Trolley  System  in  Seattle 

One  of  the  Very  Few  Installed  in  This  Country — It  Contains  Many  Interesting'  Features,  Some  of  Which  Are\ 

Explained  in  Detail 

BY   H.    J.    KENNEDY,   ELECTRICAL  AND   MECHANICAL  ENGINEER. 


Particular  technical  interest  attaches  to  Division  "A"      street    and   alley    intersections    (often    diagonal),    en- 
{  "f  f^'^,  fl°ft^ir  rp'lwav  rfppntlv  nut  '"^g  nr''''"^'-'nT?  hv  t^*^     t,ra.np.ftK^  .axtfrt?*"""  nnle^  nrfiflfl  ''^°s  -etn,  -nnr*  vgriPi^fwynv- 


ihe  leeaer  system  at  pr^§:5nr'installed  is  consider-"" 
ably  less  than  that  designed  for  ultimate  installation 
when  the  line  is  extended  and  the  traffic  becomes  very 
Tiuch  heavier  than  at  the  present  time.  Five  feeder- 
^  ircuit  breakers  were  installed  in  the  substation,  with 
space  for  some  additional  ones.  Only  three  have  been 
utilized  at  the  start,  one  feeding  a  pair  of  1,192,500  circ. 
mil  aluminum  cables  (each  equivalent  to  750,000  circ.  mil 
copper),  extending  northerly  and  westerly  to  near  the 
outer  end  of  the  line;  another  tapped  on  by  638,000  circ. 
mil  aluminum  cables  (equivalent  to  400,000  circ.  mil  coi 
ger)  to  trolley  wire  opposite  substation,  and  another  pjfir 
of  1,192,500  circ.  mil  aluminum  cables  extending  sooth. 
Feeder  taps  are  located  from  1000  ft.  to  2270  ft.  >part, 
with  section  breaks  between  them.  With  this  arrange- 
ment of  feeders,  with  ten  cars  in  operatiMf  on  the 
division  and  600  volts  emf  at  Aloha  Stree^it  is  esti- 
mated that  the  maximum  drop  would  be  esperienced  at 
the  outer  end  of  the  line,  being  about  6iyf  volts  or  10.3 
per  cent  at  the  furthest  feeder  tap.  Na«(r  the  southerly 
end  the  drop  is  less.  On  the  initial  jrJstallation,  a  sav- 
ing in  first  cost  of  more  than  $3.009i^as  made  by  using 
aluminum  instead  of  copper,  the  price  per  pound  of 
aluminum  cable  being  22.3  cents  delivered  at  Seattle, 
while  coppef  cable  was  15.6  cents  per  pound,  the  total 

[weight  of  aluminum  required_b£ing  of  course  very  much 

'less  for  equal  cnndiictqTKT  ^ 


$3,000 
Saved 

by  installing 

ALUMINUM 
CONDUCTORS 


That  saving',  too,  takes  into  account  only  the 
saving  in  first  cost  of  alumiinini  over  the  cost 
of  copper.  The  saving  by  reduction  of  number 
of  poles,  with  pins,  insulators,  etc.,  possible 
through  the  use  of  longer  spans  practicable  be- 
cause of  the  light  weight  of  alrniinuni,  largely 
swells  the  above  figure.  Reduced  maintenance 
charges  is  a  vastly  important  item  ;  don't  forget 
that  Aluminum  is  advancing  as  the  ideal  metal 
for  feeders  and  transmission  lines.  It  is  advanc- 
ing because  it  pays.  Make  it  pay  yon.  Write 
for  data. 


Aluminum  Company 
of  America 

Pittsburgh,  Pa. 


New  York 

Boston 

Chicago 

San  Francisco 


99  John  Street 

131  State  Street 

Old  Colony  Bldg. 

118  New  Montgomery  Street 


7147J 


SEATTLE    MUNICIPAL    RAILWAY- 
SUBSTATION 


-EXTERIOR    VIEW    OF 


Makch  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


17 


For   Safety   at   Sidings — For   the 
'^     Elimination  of  Troublesome, 
Time-Wasting    "Fishing"    for 
Trolley    Wire 


he  RyMCO 

High  speed 
^itematic  Trolley  Switch 

Write  for  descriptive  bulletin 


w 


ftl«&i 


..•!E?_*I0P 


/<?  STEEL  BACK  •^X 

BRAKE  SHDESl 

I  PMOENJXVILLE  ,  PA.  .    r 

\ WORKS       TOLEDO.  OHIO  .(if 

\  SrtVENS  POINI.WIS.    ,f|l  II 


Standard  on  the  Illinois  Traction  System 


The  RYMCO 

High  Speed  Automatic 

Trolley  Switch 


The    Illinois    Traction     System    has    left    no    stone 

unturned  to  achieve  the  highest  possible  safety.      It 

not   only   practices   safety,   but   capitalizes   it  throuj^h 

publicity. 

Its   use   of    Rymco   ])roducts   is   therefore   significant. 


Our 

Steel  Back 

Brake  Shoes 


The  Railway  Materials  Company,  n^':;Xi 


18 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Diamond  Tapered  Steel  Poles 
the  ''Permanent"  Way 


It  has  been  estimated,  and  con- 
servatively so,  that  electric  rail- 
ways spend  annually  upwards  of 
$55,000,000  for  maintenance  and 
replacement  alone. 
Your  maintenance  and  replace- 
ment costs  form  a  share  of  this 
enormous  sum,  which  annually 
eats  up  10%  or  more  of  your 
gross.  What  share  of  this  is 
spent  on  the  maintenance  and 
replacement  of  your  wooden  pole 
Unes?  Whether  it  be  1  or  20  per 
cent  it  is  worth  saving  and  you 
can  save  it  each  year  by  building 
your  pole  line  in  the  "Permanent 
Way  " — huild  it  of  steel. 


The  "Permanent"  Way  Pole  Construction  on  Electric  Railway 


First    cost    is    slightly 
greater    than 


Diamond  Tapered  Steel  Poles 

arebiiilt.of  tfebest  grade  open  hearth  plates,  they  are 
uniform/''the  .^.entire  length.     They  will  carry  the 
heaviest  loads  .pf  transmission  and  will  not  tele- 
scope.    Their  unique  -construction  insures 

;;,  this   and   precludes  ,thQ;  possibility   of 

fittings    slipping.       They    are    neat 
,,  and  attractive  and  will  readily 

'!  be  indorsed  by  civic  associa 

• '  tions  for  city  construction. 


wooden    pole 

costs — but     ultimate 

costs   are   lower   by   far. 

If   you  have  not  considered 

the   savings   you   can   make   in 

your   maintenance   account — write 

us     today     for     further     facts     and 

pictures     of     "Diamond"     installations 

in   all    kinds    of    service — the    States    over. 


Diamond  Steel  Pole  Co. 

Philadelphia,  Pa. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


19 


PKono-Eloctric" 


ro 


^y 


IPI^ 


Schedules 

Maintained 

All  Along  the  Line 

No  matter  wliere  your  lines  may 
lie  —  in  tlie  city  or  country  —  the 
(|Uestion  of  service  is  u]5permost  in 
tlie  minds  of  your  patrons. 

The  most  ini])ortant  factor  in  the 
accomphshment  of  the  hest  service 
is  in  the  installation  of  a  trolley 
wire  that  is  unusually  strong;  and 
tough.  A  trolley  wire  that  will  gi\e 
the  longest  service  life  and  lowest 
cost  of  maintenance. 


(( 


•      »* 


Phono-Electric 


will  give  you  long  service  life.  It 
has  more  than  twice  the  wearing 
qualities  of  hard  drawn  copper. 

It  has  no  hardened  surface — is 
uniform  throughout  its  cross-sec- 
tion. 

IT'S  TOUGH — saves  renewal, 
and  renewals  cost  money. 


» 


RID  (TEPORT   BRASS  COMPANY 

BRIDGEPORT  y^^^^^:^:;^         Jj^.  CONNECTICUT 


North  American  C.r^^r^ir 


164  Front  Stre 


Dmpany 


.Pfiono-Electricl 


Pier  SOI 


Francisco       Ppn,iaH 


The  Equipmenf 
^■  ana  3  Norfolk  St., 


20 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Safety 
That 
Cannot 
Fail 


Northern  Division,  Pennsylvania  Railroad 
Crossing  Protection  at  Farwell's  Crossing,   Near  Ischua,  N.  Y. 


Ivy  L.  Lee,  Executive  Assis- 
tant of  the  Pennsylvania  Rail- 
road, said  recently: 

''We  must  imbed  in  the 
public  mind  that  the  railroad 
men  are  doing  their  work  as 
best  they  can." 


This  Policy  is  emphasized 
by  the  Pennsylvania  Rail- 
road by  its  use  of 

PROTECTIVE 
HIGHWAY 
CROSSING 
SIGNALS 


The  crossing  is  one  of  the  impwrtant  points  of  relation  between  the  public 
and  the  transportation  companies,  and  crossing  protection  is  becoming  an  im- 
portant consideration  in  railway  work. 

The  PROTECTIVE  SIGNAL  MFG.  COMPANY  has  combined  the  three  ele- 
ments of  Simplicity,  Safety  and  Economy  in  its  devices,  and  has 


I. 
2. 
3- 


Cut  down  cost  of  installation  and  maintenance. 

Eliminated  bond  wires,  insulated  joints  and  track  circuits. 

Not  required  readjustment  of  signals,  or  track  circuits,  or  track  already  in 


use. 


4.     Effected  entire  safety  of  crossing. 

State  your  requirements  to  us,  and  we  will  match  our  signals — on  trial — against 
your  needs. 


The  Protective  Signal  Mfg.  Co.,  Denver,  Colorado 

WILLIAM  R.  GARTON,  GENERAL  SALES  MANAGER,  299  BROADWAY,  NEW  YORK,  N.  V. 

W.   R.   Garton   Co.,    1117    So.    Desplaines   St.,   Chicago.     The   Allen   General    Supplies,   Ltd.,  205   Yonge  St.,   Toronto. 
John  S.  Black  Co.,  908  Hennen  HIdg.,  New  Orleans.  Benton  C.  .Moss,  501   East  16th  St.,  Kansas  City. 

Hoffccker  &   Phenneger,  Richmond,  Virginia.  The  O.  II.  Davidson  Equipment  Co.,  Denver,  Colorado. 


I 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


21 


fu^mt^ 


United    States 
ElectricSignal  Co. 

West  Newton  Mass. 

Foreign  Representatives 
Quilliam  Brothers  Clegg  Court, 
Chapel  Street,  Salford,  England 


February  was  a  short 
month — but 

— it  produced  16%  as 
much  business  for  us  as 
the  whole  of  1914. 
— it  produced  contracts 
for  25%  of  the  whole 
number  of  United  States 
Electric  Signals  con- 
tracted for  in  1914. 
— and  yet  1914  wasn't  a 
bad  year. 

There  may  be  a  business 
depression  in  the  luxury 
line — but  not  for  necessi- 
ties. 


22 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


a  Court  of  Last  Resort 


ON  an  interurban  railway  equipped  with 
Nachod  Automatic  Signals  and  operat- 
ing by  telephone  dispatching,  it  so  hap- 
pened that  three  motormen  on  separate  occa- 
sions ignored,  or  forgot,  all  written  or  verbal 
instructions  and  forged  ahead  toward  the 
single  track,  only  to  be  stopped  by  the  insistent 
and  vigilant  eye  of  the  Nachod  Signal  looming 
up  Red  before  them. 

Thus  Automatics  are  a  check  and  not  a 
substitute  for  train  orders,  telephone  dis- 
patching or  positive  meets. 

Couldn't  this  happen  on  YOUR  road? 
Wouldn't  it  pay  to  obtain  this  positive  protec- 
tion at  the  low  cost  of  Nachod  Automatic 
Signals? 

The  Nachod  line  comprises  signals  for 
single  and  double  track,  highway  crossing 
bells,  headway  recorders,  car  annunciators, 
trolley  contractors,  relays,  etc. 

NOW  is  the  time  to  investigate. 


Remember: 

NACHOD 

Spells 
Safety 


NACHOD  SIGNAL  CO.,  Inc. 

Louisville,  Ky. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


23 


"^ 

^ 

^^•.' 

». 

'~~' 

-~. 

^^^ 

"^^ 

4 

*^^ 

^ 

=-f 

/la ft  ma/" 

c    at  p/io 

itio,  ■    Of 

air    frahVs 

■^ 

l" 

"-> 

v^ 

^ 

^- 

\^ 

\ 

.ft 

*•>-; 

X 

\i 

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ViL 



— 

.,^* 

TMirct  /fait 


Why 
the 

SIMMEN 
SYSTEM 

is  gaining 
recognition 


Dtatancc    Of    Stop    in  femf 

Main      Track 


Qiding 

/  \ 


rhir^  Rail 


•ail      1— 


DIRGRflM       SHOWtNQ      PRINCIPLE     o,    SIMMEN    SPEED       CONTROL 


No  student  of  the  signal  situation,  approaching  the  sub- 
ject with  an  open  mind,  can  possibly  avoid  the  absolute 
conclusion  that  conditions  today  are  surely  pointing  in 
all  fields  to  the  ultimate  adoption  of  the  CAB  SIGNAL 
in  some  form  as  the  standard  which  will  finally  obtain, 
either  by  itself  alone  or  in  connection  with  other  forms 
of  signals. 

A  recent  event  pointing  in  this  direction  is  the  adoption 
of  SIMMEN  CAB  SIGNALS  and  SIMMEN  AUTO- 
MATIC SPEED  CONTROL  by  the  New  York  Munici- 
pal Railway  Corporation  for  the  new  Brooklyn  Subways, 
where  the  highest  type  of  signaling  is  required. 

The  Simmen  System  has  broken  absolutely  new 
ground.  It  has  been  developed  on  fundamental  prin- 
ciples. It  contends,  not  merely  for  the  same  efficiency 
as  the  older  standards,  but  a  much  higher  efficiency. 
That  its  cost  is  less  than  the  old  standards  is  incidental. 
It  is  not  merely  diflferent  in  METHODS,  but  is  dif- 
ferent in  the  production  of  RESULTS. 

The  recognition  it  is  receiving  is  not  based  merely  on 
the  principle  that  it  produces  the  SAME  results  as  the 
older  standards,  AT  A  LOWER  COST,  but  that  it  pro- 
duces— First:  A  higher  standard  of  SAFETY  and 
EFFICIENCY  than  any  signaling  method  so  far  de- 
vised. Second:  That  in  addition  to  producing  safety, 
it  accomplishes  results  of  the  highest  importance  not 
possible  by  any  other  method,  and  then,  Third :  That  it 
succeeds  in  doing  these  things  at  costs  for  installation 
and  maintenance  which  are  far  below  the  costs  possible 
under  the  older  standards. 


THE  SIMMEN  SYSTEM 

SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 
BUFFALO 

THE  NORTHEY-SIMMEN  SIGNAL  CO.,  Ltd. 
TORONTO 


24 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Economy  Results  from  G 


WE  present  these  wires  as  the  result  of  many  years  of 
exhaustive  research  and  test  under  service  condi- 
tions,  assuring  the   greatest   efficiency   over   the 
longest  period  of  usage. 

For  Station  Wiring,  Arc  Light  and  Signal 

Service,  High  Voltage  Power 

Transmission  Lines 

These  rubber-covered  wires  and  cables  are  made  to  the 
most  exacting  specifications;  in  any  size  or  finish  and  for 
all  services  and  voltages.  The  insulation  contains  only 
the  highest  grade  of  pure  dry  Para  rubber  and  other  nec- 
essary preservative  ingredients. 

We  make  copper  wire  for  all  purposes  in  any  required 
shape  or  size;  copper  cables  of  all  capacities  and  degrees  of 
flexibility;  hard-drawn  or  annealed,  bare  or  insulated. 
We  also  make  galvanized  iron  and  steel  wire  in  all  shapes 
and  sizes,  bare  or  insulated,  and  for  all  purposes — trolley, 
telephone  and  telegraph  wires,  armor  wires,  strand  and 
wire  rope  of  all  kinds. 


American  Steel 


Chicago,  New  York,  Worcestr 
Export  Representative:  U.  S.  Steel  Products  Company,  30  Church  Street,  New  York.  P|: 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


25 


d  Materials  vrell  Installed 

Lasting  and  Economic  Service 
in  Rail  Bonds 

Crown  Rail  Bonds  United  States  Rail  Bonds 

Twin  Terminal  Rail  Bonds      Soldered  Rail  Bonds 


WE  are  extensive  manufacturers  of  all  kinds  of  rail 
bonds.  Nothing  but  pure  drawn  copper  enters  into 
their  construction.  Our  bonds  have  been  developed 
to  the  highest  possible  state  of  perfection,  the  workman- 
ship is  of  the  best,  and  their  design  is  correct  for  long  life 
and  high  efficiency.  We  also  make  a  complete  line  of  tools 
for  installing  rail  bonds.  Catalogue  fully  illustrating  rail 
bonds  sent  on  application.  Our  engineers  are  at  your 
service. 


There's  a  Fund  of  Valuable  Data 
in  this  Catalog 

234  pages  of  information, 
illustrations  and  engineering 
data  covering  a  wide  range  of 
subjects  of  decidedly  practical 
as  well  as  technical  value  to 
engineers  and  operating  men. 

If  you  haven't  one  of  these 
catalogues  we  shall  be  glad  to 
hear  from  you.  State  whether 
particularly  interested  in  wires 
and  cables  or  rail  bonds. 

If  you  have  this  catalog  get  it  out  and  look  it  over. 
You  will  find  it  especially  helpful  right  now. 


^ire  Company 


ii^leveland,  Pittsburgh,  Denver 

ist  Representative:  U.  S.  Steel  Products  Company,  San  Francisco,  Los  Angeles,  Portland,  Seattle. 


26 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


64  regular  electric  cars  and 
i8  regular  steam  trains 
have  passed  over  this 
crossing  daily  for  25 
months  without  showing 
any  wear  on  the  substruc- 
ture. The  crossing  is  siill 
in  excellent  condition, 
while  heretofore  it  was 
necessary  to  replace  the 
crossing  every  24  months. 


Steel  Foundations  for  Grade 

Crossings 


are  no  longer  an  experiment.  They  are  a  demon- 
strated, economical  success.  After  being  sub- 
jected to  the  hardest  kind  of  traffic  for  more  than 
two  years,  the  steel  foundations  of  the  crossing 
shown  in  the  illustration  herewith  are  found  in- 
tact in  every  respect.  Not  even  a  bolt  was  loos- 
ened during  the  two  years'  service ;  not  a  particle 
of  wear  was  noticeable  on  the  steel  longitudinals 
which  carry  the  rails  at  the  crossing;  not  a  clip 
was  sheared;  not  an  inch  of  "creeping"  was 
noticeable,  and  what  is  more  important,  the  steel 


crossing  itself  had  withstood  the  service  during 
this  period  of  twenty-five  months  with  but  little 
wear  and  is  now  pronounced  fit  for  safe  operation 
for  four  years  more.  This  is  notable  in  view  of 
the  fact  that  up  to  the  time  the  International 
Steel  Foundation  was  installed  at  this  crossing 
the  life  of  the  crossing  seldom  exceeded  two 
years.  And  this  illustration  is  only  one  of  many 
installations  in  all  parts  of  the  United  States 
that  are  making  good. 


International 
Steel  Crossing  Foundations 


show  tremendous  savings  in  the  annual  cost  of  installa- 
tion and  maintenance  of  tracks.  They  will  give  your 
crossings  from  two  to  three  times  the  life  that  wood 
foundations  give  and  still  be  in  first  class  condition  for 
carrying  new  crossing  installations.  Through  increasing, 
by  years,  the  life  of  the  crossing  they  automatically  re- 
duce the  crossing  cost  and  at  the  same  time  reduce  the 
maintenance  cost. 

The  design  of  this  crossing  foundation  is  a  develop- 
ment of  the  International  twin  steel  tie  for  paved  street 


construction  which  we  have  been  marketing  successfully 
for  the  past  seven  years. 

Many  of  these  ties,  and  many  of  these  steel  crossing 
foundations,  are  now  in  use  at  many  of  the  most  impor- 
tant intersection  points  of  leading  steam  and  electric 
railways  in  all  parts  of  the  country.  Both  are  conceded, 
by  engineers  who  know,  to  be  the  last  word  in  safe, 
sane  and  substantial  construction. 

The  foundations  are  made  for  any  desired  angle. 

Write  for  list  of  users  and  further  details. 


International  Steel  Tie  Co.,  Cleveland,  Ohio 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


27 


Frost  and  Flood 

Heave  and  Hoist 

Rot  and  Rust 


play  the  dickens  with  many  railway  drains  and  bridges.  But  not 
with 

ARMCO  ft^lr^lSSS  CULVERTS 


Their  corrugated  form  and  overlapping  joints  give  them 
ample  strength  to  carry  heavy  fills  and  heavy  traffic  and  a  certain 
toughness  that  enables  them  to  withstand  the  strains  of  shifting- 
foundations. 

The  unequalled  purity  and  evenness  of  their  material  results 
in  an  unequalled  resistance  to  the  action  of  the  elements. 

Write  the  Nearest  Manufacturer  for  particulars  and  prices  on 
Armco  Corrugated  Culverts,  Siphons,  Plates,  Sheets,  Roofing  and 
Formed  Products. 


Arknnsas.  Little  Rock 

Dliie  Culvert  &  Metal  Co. 
California,   Lob   Anarele* 

California   Corrugated   Culvert  Co. 

California.   Weat   Berkeler 

California   Corrugated   Culvert  Co. 
Colorado,   Denver 

R.    Hardesty   Mfg.    Co. 

Delavrare,    Clayton 

Delaware  Metal  Culvert  Co. 

Florida.   Jackiionvllle 

Dixie  Culvert  &  Metal  Co. 
Georgia,  Atlanta 

Dixie  Culvert  &  Metal  Co. 

Illlnotii,   Bloonilnirton 

Illinois  Corrugated  Metal  Co. 

Indiana,    Cra^rfordaiTille 

W.  Q.  O'Neall  Co. 

Iowa,  De*  Moines 

Iowa   Pure  Iron  Culvert  Co. 

lOTva,  Independence 

Independence  Culvert  Co. 


Kansas,    Topeka 

The   Road   Supply  &   Metal   Co. 

Kentucky,  Louisville 

Kentucky  Culvert  Co. 

Louisiana,  New  Orleans 

Dixie  Culvert  &  Metal  Co. 
Maryland,   Havre    de   Grace 

Spencer.  J.   N. 

MassaclinnettN,    Palmer 

New    England    Metal    Culvert    Co. 
Michigan,    Bark    River 

Bark   River  Bridge  A  Culvert  Co. 
Mlchifiran.    LanslnK 

Michigan   Bridge  &   Pipe  Co. 
Minnesota,   Minneapolis 

Lyle  Corrugated  Culvert  Co. 
Minnesota,   Lyle 

Lyle  Corrugated  Culvert  Co. 
Missouri,  Moberly 

Corrugated    Culvert   Co. 
Montana.   Missoula 

Montana  Culvert  Co. 
Nebraska,   Lincoln 

Lee-Arnett  Co. 


Nebraska,  Waboo 

Nebraska  Culvert  A  Mfg.  Co. 

Nevada,  Reno 

Nevada  Metal  Mfg.  Co. 

New   Hampsblre,   Nashua 

North-East   Metal   Culvert   Co. 

New    Jersey,    Fleminarton 

Pennsylvania   Metal   Culvert   Co. 

New  York,  Auburn 

Pennsylvania   Metal   Culvert   Co. 

Nortb    Carolina,    Greensboro 

Dixie  Culvert  &  Metal  Go. 

Nortk  Dakota,  Wabpeton 

Northwestern  Sheet  &  Iron  Works 

Oblo,    Mlddletown 

American  Rolling  Mill  Co. 

The  Ohio  Corrugated  Culvert  Co. 

Oklaboma,    Shawnee 

Dixie  Culvert  &  Metal  Co. 

OreKon,  Portland 

Coast  Culvert  &  Flume  Co. 


Pennsylvania,   Warren 

Pennsylvania  Metal  Culvert  Oo. 

South   Dakota,  Sioux  Falls 

Sioux  Falls  Metal  Culvert  Oo. 

Tennessee,   Nashville 

Tennessee  Metal  Cnlvert  Co. 

Texas,  Dallas 

Atlas  Metal  Works 

Texas,   Bl   Paso 

Western  Metal  Mfg.  Go. 

Texas,  Houston 

Lone   Star   Culvert   Co. 

Utah.  'Woods  Cross 

Utah  Cormgated  Culvert* Flume  Oo. 

Virgrinia,  Roanoke 

Virginia  Metal  Culvert  Oo. 

Wasblngrton,    Spokane 

Spokane  Cor.  Culvert  ft  'Dank  Os. 

Wisconsin,    Bau    Claire 

Bark   River  Bridge  *  Cnlvert  Go. 


28 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Rail  Brace 


Combination 

Rail  Brace  and  Tie  Plate 


Save  Ties 

Eliminate 

Rail 
Drilling 

Cost  Less 
Than  Tie  Rods 

Cheaper  to 

Install 

Than  Tie  Rods 


Save  your  ties.  Reduce  the  cost  of  track 
construction.  Cut  the  cost  of  track  main- 
tenance. Provide  for  easy  paving  between 
rails,  instead  of  hindering  it  w^ith  tie  rods. 
Do  away  with  the  rods.  Install  COMBI- 
NATION RAIL  BRACE  TIE  PLATES. 
They  need  no  rail  drilling.  Tie  rods  do. 
Brace  tie  plates  cost  less  than  tie  rods 
— give  better  service.  Forged  from  open 
hearth  steel  for  any  rail  section.  Write 
for  prices  and  list  of  users. 


Can  Be  Used 
Repeatedly 

Do  Not 

Interfere 

with  Paving 

Made  for 

Either  Girder 

or  "T"  Rails 

Write  for 
Samples 


STEEL  CAR  FORGE  COMPANY 


Pittsburgh 


New  York 

Works:  Ellwood  City,  Pa.,  and  Hammond,  Ind. 


Chicago 


7248-P 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


29 


You  Ask  Why  ''Protected''  Rail 
Bonds  Will  Cut  Your  Maintenance 
Costs?     Here  Are  the  Answers — 


The  "Shot-Over"  Sleeves 

A  Standard  l*-4  Cable  Bond,  terminal  sawed 
lengthwise  and  strands  pulled  apart  to  show  the 
"Shot-Over"  sleeve.  Note  that  strands  are  abso- 
lutely free  and  in  their  original  shape.  They  are 
not  cramped  or  welded  together.  They  have  not 
been  flattened.  They  have  not  been  heated  enough 
to  soften  or  to  oxidize.  They  are  not  in  the  least 
di-storted.     They  are  not  reduced  in  area. 

The  copper  strands  are  in  their  original  shape 
and  original  condition  for  a  limited  distance  in- 
side this  protecting  sleei'e. 

Soft,  Dense  Terminal  Copper 

A  Type  L  300,000  C.  M.  Bond,  whose  terminal 
diameter  was  normally  %  inch,  length  i  inch. 
Placed  in  a  hydraulic  compressor  and  by  this 
means  compressed  to  an  average  length  of  4^ 
inch,  the  mean  diameter  increasing  to  iJ4  inches 
—  and  ivithout  a  crack  or  imperfection  de- 
!•  eloping. 

A  Type  F-6  Bond,  terminal  normally  .)4  x 
11/16  inch,  was  likewise  compressed  and  then 
hammered  to  a  length  of  ^  inch  and  a  mean 
diameter  of  i  ki  inches,  witliout  a  crack  or  im- 
perfection developing. 

Surely  these  are  supreme  tests  of  a  rail  bond 
terminal,  tests  far  more  severe  than  would  ever 
be  met  in  service. 

A  Contact  That   Lasts 

With  their  body  portions  made  from  pure  lake 
copper,  protected  at  their  junction  with  the  termi- 
nals by  the  famous  "  Shot-Over  "  sleeves ;  with 
terminals  of  soft,  dense  copper,  copper  so  soft 
that  it  may  be  compressed  into  the  very  pores  of 
the  steel  of  the  rail,  is  it  at  all  surprising  that 
"Protected"  Rail  Bonds  give  the  service  that  they 
have  been  giving  for  years?  Is  it  surprising  that 
over  eight  millions  have  made  records  for  effi- 
ciency and  service  excelled  by  no  other  type  of 
bondf 

This  is  the  bond  we  offer  you  for  your  work. 
Why  not  use  it? 


Showing   the   Wonderful    Malleability   of  "Protected"    Rail 
Bond    Terminals 


Resulting    In    a    Finished    Joint    That    IS    Good    and    That 
STAYS    Good 


Elixttric  S:BR^nK:aE>  SupmvIes  Co. 


Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
17th  and  Cambria  Sts. 


NEW  YORK 
Hudson  Terminal 


CHICAGO 
417  So.  Dearborn  St. 


30 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


m%  Hall  Jfekf  ^<§m0a: 


II 


aiffli 


|WJ 


0fK 


Makers  of  Base-Supported  and  One  Hundred  Per  Cent.  Rail  Joints  for  Standard, 
Girder  and  Special  Rail  Sections.  Also  Joints  for  Frogs  and  Switches:  Insulated  Rail 
Joints,  and  Step  or  Compromise  Rail  Joints.    Patented  in  United  States  and  Canada. 


ONE     HUNDRED    PER    CENT.     RAIL    JOINT 


THE  RAIL  JOINT  COMPANY'S  product 
not    in    an    experimental    stage;    it    is    an 


IS 


acknowledged   standard.     Not  only  the  best 
for  the  price  but  the  best  for  the  purpose. 


See  our  Exhibit  at  the  Panama-Pacific  Inter- 
national Exposition,  Palace  of  Transportation, 
Block  I,  East  End. 


Best  Quality  Hot-Worked  HIGH  CARBON  STEEL  used  exclusively. 

Oil-Quenched  when  desired. 

Catalog  and  full  information  furnished  at  all  Agencies 


BOSTON,    MASS..    India   Bldg.  IMlir.ADKI.I'llI.V.    PA.,    Pennsylvania    BIdg. 

CHICAGO,    ILL..    Railway   Excllange  Bldg.  PITTSBURGH.    PA.,   Oliver  Bldg. 

DBNTBR.   COLO..    Equitable   Bldg.  PORTLANP.   OUEGON.   Wilcox   Bldg. 

MONTRF.AI..    CA.N..  Board   of   Trade   Bldg.  LONDON.    E.   C.   ENG..   36  New   Broad   St, 


ST.   LOUIS.   MO.,   Commonwealtb  Triiit  Bldg. 
TROY,   N,  T.,   Burden  Are, 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


31 


You  Know 


You  know 
You  know 
You  know 
You  know 
You  know 
You  know 
You  know 
Then,  why 


that  mechanical  rail  joints  develop  into  such  condi- 
tions as  shown  above. 

that  every  such  joint  means  tearing  up  of  pavement  at 
great  expense  to  make  repairs. 

that  such  conditions  decrease  the  life  of  your  rails  and 
the  life  of  your  rolling  stock. 

that  your  electrical  engineer  is  always  complaining 
about  the  loss  of  current  due  to  such  conditions, 
that  such  conditions  may  result  in  damage  by  electrol- 
ysis and  consequent  law  suits. 

that  you  have  been  up  against  such  conditions  during 
all  the  years  you  have  used  mechanical  joints, 
that  at  this  season  of  the  year  you  are  contemplating 
ways  and  means  to  overcome  such  conditions, 
not  take  advantasfe  of  what 


We  Know 


We  know  that  to  overcome  your  trouble  you  must  eliminate  the 
joints  from  the  track.  That  is  what  our  Thermit  Rail 
Welding  Process  accomplishes.  We  weld  the  whole 
rail  section  and  give  you  a  continuous  rail  with  all 
joints  eliminated. 

We  know  that  our  pamphlet  No.  3932  will  be  of  service  to  you. 
Write  for  a  copy. 


Finished  Thermit  Fully  Welded  Insert  Rail-Joint 


Thermit  Fully  Welded  Insert  Compromise  Joint 


^^*/r   GOLDSCHMIDT  THERMIT  CO.  ^ 


WILLIAM  C.  CUNTZ,  General  Manager 

90  WEST  STREET,  NEW  YORK 

329-333  FoUom  St.,  San  Francisco  103  Richmond  St.,  W.,  Toronto,  Ont. 

7300  S'o.  Chicago  Ave..  Chicago 


32  ELECTRIC     RAILWAY     JOURNAL  [March  20,  1915 


^Riveted  ^R.veted  ^Riveted 


44 


Nothing  Doing" 

you  say,  when  we  try  to  get  you  to  use  this 
kind  of  a  joint  for  your  overhead  transmis- 
sion lines. 


But 

your  return  circuit  carries  the  same 
amount  of  current  that  the  overhead 
lines  do. 


Then 

why    use    riveted    joints    in    the    return 
circuit? 


Electric  Weld  Rail  Bonds 

do  not  corrode  at  the  terminals. 


The  Electric  Railway  Improvement  Co. 

Cleveland,  Ohio 


7187 


I 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


33 


Stroh  Process  Steel 

For  Street  Railway  Special  Work 


FROGS   —   CROSSINGS    —    INSERTS 

Harder  than  Manganese  Steel 

Will  Not  Spall  Nor  Flow 

Long  Lived — Economical 

The  Stroh  Process  is  not  a  case  hardening  or  a  heat  treatment.  It 
is  a  method  for  casting  Stroh  Alloy  Steel  (the  greatest  known  wear 
resistant)  together  with  ordinar}^  soft  steel  in  one  solid  piece.  The 
resultant  casting  has  a  wear-proof  alloy  steel  stratum  upon  the 
wearing  surfaces,  while  the  body  is  composed  of  any  desired  steel 
and  is  in  no  way  affected.  This  alloy  can  neither  come  loose,  nor 
spall,  nor  spread  nor  flow.  Its  depth  or  thickness,  its  location  and 
its  hardness  are  completely  controlled  and  are  varied  according  to 
the  size  of  the  piece  and  the  nature  of  service  expected. 

Our  descriptive  bulletin  will  interest  you.     Send  the  coupon. 

Our  prices  will  also  be  of  interest.     Send  us   your   inquiries.  / 


/ 


KENNEDY-STROH 
CORPORATION 

Sole  Proprietors  of  the  Stroh  Process 

Pittsburgh,  Pa. 


*' 


7^ 


>^*  C°  o^- 


S^"  ^>" 


/ 


^ 


^ 


^ 


if' 


<?-■' 


34 


ELECTRIC     RAILWAY     JOURNAL 


[March  20.  1915 


Falk  Special  Track  Work 

DOES  REDUCE  YOUR  MAINTENANCE  CHARGES 


Manganese  Insert  Frog 
with  Cast  Steel  Body 


Manganese  Insert 
Cast  Iron  Bound  Mate 


Solid  Manganese 
Steel  Switch 


These  Three  for  Maximum  Service 

Wi}t  Jfalfe  Companp 

JHiltsjaukee 

NEW  YORK  CITY— Wendell  &  MacDuffie  Co. 
LOS  ANGELES— Alphonso  A.  Wigmore  NEW  ORLEANS— A.  M.  Lockett  &  Co. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


35 


These  Men  are  Grinding  an 
Average  of  300-ft.  per  day 


Cost  per  Foot,  .0206  Cents 
Cost  per  Day,  16.20 

Ask  the  Mobile  Light  &  R.  R.  Co. 

Reason: 


}0M 


The 

Reciprocating 

Track 

Grinder 


Having  These 
Essentials 


A  fiat  grinding  surface. 
Reciprocating    Motion. 
Forty    square    inches   grinding   surface. 
Four  Hundred  Strokes  per  Minute. 
High   Wheel  derail. 

No  fine  adjustments  for  pressure.  <. 

I^    will   grind    rapidly,    economically    and    accurately. 
It  will  grind  hammered  joints  and  make  them  service- 
able for  years  to  come  without  need  for  shimming  up 
or  use  of  step  joints. 

It  will  grind  new  joints  to  such   perfection  that  ham- 
mering or   cupping   will  be  of  remote  occurrence. 
It    may    he    oi)erated    by    common    labor   and,    in    such 
hands,  is  not  likely  to  damage  the  track. 
It   win    be    self   contained,   reriuiring  no   motor   car   to 
complete  the  outfit. 

Write  for   data  and  price. 


3122 


Railway  Track-work  Co. 

Heed  Bldg.,  Philadelphia 


Economize 


on  Rail 

on  Maintenance 


You  know  the  substantial  saving  in  tirst  cost  which  T-rail 
track  permits.  Electric  Railway  officials  in  over  a  hundred 
cities  can  tell  you  what  the  saving-  on  paving  maintenance 
amounts  to  when  protected  with 

NELSONVILLE 
FILLER  AND  STRETCHER  BRICK 


This  common-sense  and  effective  track 
construction  has  won  the  cordial  approval 
of  city  oHicials  wherever  it  has  been  in- 
stalled. It  results  in  more  sightly  track — 
a  better  joint  between  the  paving-  slab  and 
rails — and  a  perfected  paving  which  does  not 
break  down  under  the  vibration,  of  traffic. 

The  filler  brick  block  firmly  fits  against 
the  rail,  and  fills  the  gap  between  ball  and 
flange.    The  stretcher  brick  is  bonded  to  the 


paving  block  between  the  rails.  The  joint 
between  the  stretcher  and  filler  bricks  re- 
mains ungrouted — no  vibrations  pass  from 
the  rail  to  paving — filler  slides  freely  againsi 
side  of  the  stretcher. 

Twenty-five  years'  experience  and  the 
best  paving  block  clay  go  into  the  making 
of  Nelsonville  Brick. 

Write  for  a  copy  of  "Rail  Brick  of  the 
Right  Sort." 


The  Nelsonville  Brick  Company 


9232 


Nelsonville,  Ohio 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


37 


Progressive  electric  railways — large 
and  small — from  coast  to  coast — 
have  adopted  the  Pulmotor.  A  par- 
tial list  follows : 


Birmingham  Ry.  Lt.  &  Pwr.  Co. 

Fort  Smith  Lt.  &  Trac.  Co. 

British   Columbia  Elec.   Ry.   Co. 

r.os  Angeles  Ry.  Corporation. 

Pacific  Elec.  Ry.  Co. 

Arkansas  Valley  Ry.  Lt.  &  Pr.  Co. 

Athens  Ry.  &  Elec.  Co. 

DeKalb,  Sycamore  Int.  Ry.  Co. 

Terre  Haute,  Ind.  &  E.  Trac.  Co. 

Iowa  Ry.  &  Light  Company. 

New  Orleans  Ry.  &  Light  Co. 

Bangor  Ry.  &  Elec.  Co. 

Bristol  &  Plainville  Tramway  Co. 

Benton  Harbor-St.  Joe  Ry. 

Muskegon  Trac.  &  Lt.  Co. 

Ilattiesburg  Trac.  Co. 

The  S.  W.  Missouri  Ry.  Co. 

United  Railways  Company  (St.  Louis) 

Butte  Elec.  &  Pr.  Co. 

Public  Service  Ry.  Co. 

Hudson  &  Manhattan  R.  R.  Co. 

Rochester  Ry.  &  Lt.  Co. 

Northern  Ohio  Trac.  &  Lt.  Co. 

Toledo  Ry.  &  Lt.  Co. 

Bartlesville  Int.   Ry.  Co. 

Portland  Ry.,  Lt.  &  Pr.  Co. 

Pittsburgh  Ry.   Company. 

Charleston  Consol.  Ry.  &  Lt.  Co 

Nashville  Ry.  &  Light  Co. 

Northern  Texas  Trac.  Co. 

Chicago,  Milwaukee  &iSt.  P.  R.R.  Co. 

Washington  Ry.  &  Elec.  Co. 

Milwaukee  Elec.  Ry.  &  Lt.  Co. 

Wisconsin  Elec.  Ry.  Co. 

When  will  your  company  join  the 
ranks?  Don  t  w&it  uiitil  it  is  too 
late. 


''By  Jove!  Why  didn't 
I  install  Pulmotors 

like  the  Pittsburgh  Railways  did  be- 
fore This  Accident  Happened!  George 
Woodman  my  best  Transformer 

foreman  has  been  electrocuted — 
The  Doctor  said  a  Pulmotor 
would  have  saved  him  as  he  was 
alone  and  couldn't  keep  up  res- 
piration by  hand  long  enough  to 
do  any  good." 


DRAEGER 

OXYGEN 

APPARATUS 

CO. 

432  First  Avenue 
Pittsburgh,  Pa. 


Also  Special  Agents  for 

THE  WOLF 

SAFETY  LAMP  CO. 

OF  AMERICA 

47  West  Street 
New  York  City 


PITTSBURGH   RAILWAYS  INSTALLATION  OF  PULMOTORS    IN   PITTSBURGH   DISTRICT: 

1-Carnegie  Sitb-Station.  2-Bellevue  Sub-Slation.  3-Espten  Sub-Station.  4-Brunots  Island  Power  Station.  5-North  Side  Sub- 
Station.  6-Washington  Junction  Sub-Station.  7-Allegheny  Heating  Co.  8-Tunnel  Sub-Station.  9-Philadetphia  Building. 
10-13th  SI.  Power  Station.  1 1-Equitable  Gas  Co.  12-Oakland  Sub- Station.  13-Glenwood  Power  Station.  14-East  Liberty 
Sub-Station.  15-Equitable  Gas  Co.  16-Homewood  Shops.  17-Wilkinsburg  Sub-Station.  1 8-Rankin  Power  Station. 
IQ-MoKeesport  Sub-Station  20-Verona  Sub-Slation. 
Outside  of  County— Riverview  Sub-Station  (Monongahela,  Pa.)    Tylersdale  Sub-Station  (Washington,  Pa. I 


38 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


If  it's  a  J.  A.  J. 

You  Can  Forget 

Electrical  Resistance 

in  Your  Bond 


The  J.  A.  J.  makes  one 
rail  out  of  the  thou- 
sands that  constitute 
the  line. 


As  a  result  of  the  perfect  bonding 
you  get  entire  electrical  contact 
with  the  J.  A.  J.,  without  the  con- 
version of  current  into  heat  at 
the   bond,    as    with    cables    or 
strips  of  copper. 

Quick  method  of  application 
— since  the  J.   A.  J.   is  de- 
signed for  insertion  in  the 
same  holes   as   the  bolts, 
and  the  installing-  copper 
coats  fish-plate  and  rail. 


We  have  a  proposition 
in  which  we  believe  you 
will  be  interested. 
Write  us. 


The  Jamison  Rail  Bond  and  Electrical  Supply  Co, 

202-203  Keystone  Bldg.,  Pittsburgh,  Pa. 


1 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


39 


Savings  in  Brake  Maintenance 

Pay  for  Peacock  Improved  Brakes 


The  Peacock  Improved  Brake 


The 

Automatic 

Stop 


You  can't  put  any  old  hand  brake 
on  the  cars  and  expect  the  main- 
tenance cost  to  be  low. 

It  is  excessive  maintenance  cost 
that  makes  cheap  brakes  ex- 
pensive. 

It  is  the  absence  of  maintenance 
cost  that  makes  the  Peacock  Im- 
proved Brake  lower  in  cost  than 
cheap  brakes. 

Hand  brake  costs  amount  to  far 
more  than  is  generally  imagined. 

A  Superintendent  of  Equipment 
on  one  of  our  large  roads  re- 
cently pointed  out  to  the  board 
that  the  hand  brakes  they  were 
operating  cost  far  too  much  to 
maintain. 

He  showed  in  figures  how  he 
could  scrap  the  old  brakes  and 
pay  for  Peacock  brakes  inside  of 
one  year. 

And  he  was  conservative. 

Reduce  your  maintenance  by 
ordering  Peacocks  NOW  for 
every  car  without  them. 


NATIONAL  BRAKE  CO. 

888-890  Ellicott  Square,  Buffalo,  N.  \. 


40 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Poor  Richard  says: 

"A  dollar  saved  is  a  dollar  earned. 

We  insist  that  we  have  something  that 
will  save   the  dollars.     This  is  the 

CHAPMAN 

AUTOMATIC  SIGNAL 


We  have  been  emphasizing  the  advantage  of 
this  for  three  years. 

If  you  haven't  considered  it,  you  should  do 
so  now.  It  is  an  absolutely-to-be-depended-upon 
signal.  There  is  no  user  who  would  part  with 
his  or  change  for  another  make.  It  is  earning 
and  saving  the  dollar  for  your  neighbor.  Why 
not  put  it  to  work  for  yourself? 

Charles  N.  Wood  Co., 

Boston,  Mass. 


Over  Twenty  Years  Standard  for 
Electric  Railway  Line  Insulation 

For  more  than  two  decades  Aetna  Insulating  Material  has 
held  foremost  place  in  the  electric  railway  insulation  field. 
Quality,  service,  economy,  are  the  strong  planks  in  the 
Aetna  platform  that  have  maintained  its  prestige  in  the  past 
and  shall  uphold  it  in  the  future. 

Aetna  Insulating  Material 


is  incorporated  into  the  structure  of 
many  well  known  Anderson  Line 
Insulating  Specialties  and  to  the  value 
of  Aetna  they  largely  owe  their  great 
efficiency    and    long    life    in    service. 


Wherever  electric  railways  span  the 
earth  Anderson  Line  and  Insulating 
Material  is  found  proving  that  the 
name  Anderson  stands  for  quality  and 
service. 


^^!5B« 


ALBERT  &  J.  M.  ANDERSON  MFG.  CO. 

Established  1877 

289-293  A  Street,  Boston,  Mass.,  U.  S.  A. 

BRANCHES: 
"  New   York,   135   Broadway.  Philadelphia,  429  Real  Estate  Trust  Bldg. 

Chicago,   105   So.  Dearborn  Street.  London,  48  Milton  Street. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


41 


Boston  Elevated 
Orders  Grade  M 


-^  Six  hundred  and  seventy-five 
Grade  M  Gears  and  the  same  number 
of  Grade  M  pinions  have  just  been 
ordered  for  immediate  service  by  the 
Boston  Elevated  Railway  Company  for 
use  on  its  surface  lines. 

The  new  trailer  service  to  be  in- 
augurated by  this  road  will  require 
gearing  of  exceptional  strength  and 
wearing  qualities. 

Although  Grade  M  gearing  has 
been  on  the  market  but  three  years, 
ninety  roads  in  this  country  alone  are 
using  these  gears  and  pinions  with  ab- 
solute satisfaction.  Grade  M  gearing 
has  proved  its  title  as  the  **more  miles 
per  dollar"  gearing. 

Ask  the  roads  using  it. 


General  Electric  Company 


Atlanta,  Ga. 
Baltimore,  Md. 
Birmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,  Mont, 
Charleston,  W.  V«, 
Charlotte,  N.  C. 
Chattanooga,  Tenn. 
Chicago,  111. 
Cincinnati,  Ohio 
Cleveland,  Ohio 
Columbus,  Ohio 
Dayton,  Ohio 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich, 
(Office  of  Agent") 


General  Office:    Schenectady,  N.  Y. 
ADDRESS   NEAR  EiST  OFFfSE 


Duluth,  Minn. 
Elmira.  N.  Y. 
Eric,  Pa. 
Fort  Wayne,  Ind. 

Hartford,  Conn. 
Indianapolis,   Ind. 
Tacksonville,  Fla, 
Joplin,  Mo. 
Kansas  City,  Mo. 
Knoxville,  Tern. 


Los  Angeles,  Cat. 
Louisville,  Ky. 
Memphis,  Tenn. 
Milwaukee,  Wis. 
Minneapolis,  -Minn. 
Nashville,  Tenn. 
New  Haven,  Conn. 
New  Orleans.  La. 
New  York.  N.  Y. 
Niagara  Falls,  N.  Y 


Omaha,  i\cb. 
Philadelphia.  Pa. 
Pittsburg,  Pa. 
Portland,  Ore. 
Providence,  R.  I. 
Richmond,  Va. 
Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  Utah 
San  Francisco.  Cal. 
Schenectady,  N.  Y. 
Seattle.  Wash, 
Spokane,  Wash. 
Springfield,  Mass. 
Syracuse,  N.  Y. 
Toledo,  Ohio 
Washington,  D.  C. 
Youngstown,  Ohio 


For  Texas,  Oklahoma  and  Arizona  business  re  fer  to  Southwest  General  Electric  Company 
(formerly  Hobson  Electric  Co.),  Dallas,  El  Paso,  Houston  and  Oklahoma  City.  For 
Canadian  business  refer  to  Canadian  General    Electric  Company,  Ltd.,  Toronto,  Ont. 


42 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


G-E  Outdoor  Aluminum  Arresters 

Have  Strong  Mechanical  Construction 


Strong,  compact 
and  well  braced 
pipe  work  gives 
stable  support  to 
horn  gap  mechan- 
ism and  wiring. 

Construction 
readily  permits 
placing  wire  screen 
around  frame- 
work. 

Lever  operated 
horn  gap. 

Transfer  switch 
located  between 
tanks,  and  hand 
wheel  operated. 

Tanks  and  pipes 
galvanized,  all  pipe 
and  insulator  fit- 
tings, transfer 
switch  gears  and 
handwheel,  sher- 
ardized. 

These  and  other 
refinements  pro- 
mote safety  and 
ease  of  operation 
and  reduce  installa- 
tion and  mainten- 
ance charges. 


O-Tolt  G-E  Aluminum 
Arrester 


General  Electric  Company 


General  Office 


Schenectady,  N.  Y. 


List  of  Sales  Offices  on  preceding  pa£e 


5360 


ectric  Railway  Journa 


Published  by  the  McGraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway    Jouhnal  and  Electric  Railway  Review 


V,>1.  XLV 


NEW  YORK,  SATURDAY,  MARCH  20,  1915 


No.  12 


Sensible  Act  of  Omission 

THE  outgoing  Congress,  in  refusing  to  be  "Moon- 
struck" by  the  influence  of  the  chairman  of  the 
house  committee  on  post-offices  and  post  roads,  took  a 
most  sensible  stand.  We  have  commented  before  in 
these  columns  on  the  viciousness  of  the  confiscatory 
rider  relating  to  railroad  mail  pay  attached  to  the  post- 
office  appropriation  bill  by  the  afore-mentioned  chair- 
man, Representative  Moon,  and  we  desire  now  only  to 
compliment  our  national  legislators  upon  their  action. 
The  last  resort  of  the  proponents  of  doubtful  legislation 
is  always  to  attach  their  proposals,  if  sufficiently  ger- 
mane to  the  subject  to  be  legally  permissible,  to  some 
bill,  like  an  appropriation  measure,  that  seems  necessary 
of  passage.  Too  often,  in  the  rush  of  the  closing  hours 
of  Congress,  such  a  method  has  proved  successful — 
which  makes  its  failure  in  this  case  all  the  more  com- 
mendable. Naturally  it  is  a  matter  of  regret  to  us  that 
the  post-office  appropriation  bill  itself  was  killed,  but 
the  censure  created  thereby  should  be  directed  solely 
against  the  unseemly  obstinacy  of  Mr.  Moon  and  his  as- 
sociates in  refusing  to  withdraw  the  rider  in  the  face 
of  widespread  opposition.  One  would  expect  that  after 
such  a  defeat  Mr.  Moon  would  realize  the  absurdity  of 
his  efforts,  but  this  Congressman  is  of  a  most  peculiar 
type.  After  due  mental  labor  he  has  conceived  the  idea 
that  railroad  influences  (not  corrupt,  as  far  as  he  is 
aware)  brought  about  the  failure  of  the  bill,  but  thus 
far  he  has  given  not  the  slightest  indication  of  any 
realization  that  Congress,  in  acting  as  it  did,  only  ex- 
pressed the  constantly  growing  national  disposition  to 
treat  common  carriers  more  fairly. 

Old  Steel  Cars  Easily  Maintained 

THE  prominent  feature  of  the  article  on  steel  car 
repair  on  the  Long  Island  Railroad,  published 
elsewhere  in  this  issue,  is  that  steel  construction 
doesn't  need  real  routine  repairs.  Steel  cars  have  b«en 
in  operation  on  this  system  for  ten  years,  and  that 
period  is  certainly  long  enough  to  show  up  any  weak- 
nesses which  might  be  inherent  in  the  steel  construc- 
tion. However,  all  that  has  been  required  for  the 
maintenance  during  that  period  is  a  somewhat  glorified 
tin  shop  in  which  only  one  new  class  of  labor  is  neces- 
sitated by  the  new  equipment.  This  is  the  structural 
ironworker,  whose  experience  is  largely  confined  to  the 
handling  of  pneumatic  tools  and  whose  actual  work  is 


so  infrequent  that  three  skilled  workmen  are  sufficient 
to  care  for  the  maintenance  of  the  framing  of  some  600 
large  steel  cars.  Compared  with  the  number  of  car- 
penters required  for  an  equal  number  of  wooden  cars 
this  figure  is  enlightening.  As  a  matter  of  fact,  it 
seems  to  be  the  case  that  any  given  repair  job  is  some- 
what more  costly  in  steel  than  in  wood,  but  where  the 
steel  car  excels  is  in  its  ability  to  do  without  repairs 
except  under  the  most  extraordinary  circumstances. 
Impacts  that  would  practically  demolish  a  wooden  car 
are  not  necessarily  even  severe  in  the  case  of  steel  con- 
struction. This  is  clearly  shown  by  the  unusual  photo- 
graphs that  have  been  reproduced  in  the  article  in 
question.  The  lighter  blows  which  are,  however,  suf- 
ficiently severe  and  sufficiently  frequent  to  make  the 
upkeep  of  platform  sills  and  draft  rigging  a  burden 
with  wooden  construction,  are  not  noticeable  with  steel. 
Summed  up,  the  Long  Island's  long  experience  with  steel 
cars  constitutes  an  astonishingly  strong  argument  in 
their  behalf.  Although  the  practice  described  is  on  a 
large  railway  the  principles  involved  apply  with  equal 
force  to  a  system  of  any  size.  With  the  increasing 
number  of  steel  cars  in  city  and  interurban  railway 
service  electric  railway  companies  will  become  used  to 
them,  and  their  proper  methods  of  repair  will  not  seem 
so  complicated  as  they  do  now  on  roads  where  wooden 
cars  have  been  used  exclusively. 

♦ 

Signal  Maintenance  and  Reliability 

JUDGED  by  the  practice  of  the  ordinary  interurban 
line,  the  signal-maintenance  methods  of  the  New 
York,  Westchester  &  Boston  Railway,  described  else- 
where in  this  issue,  provide  for  considerably  more  at- 
tention to  the  signal  apparatus  than  is  usual.  Con- 
trary to  the  common  practice  of  assigning  but  one  main- 
tainer  to  a  district  and  making  him  subject  to  calls,  the 
Westchester  organization  gives  continuous  supervision 
by  assigning  a  night  man  as  well  as  a  day  man  to  each 
signal  district,  which  contains  roughly  the  equivalent 
of  some  forty  signals.  The  low  cost  of  approximately 
$2  per  signal  per  month  which  is  obtained  is  clearly 
due  in  the  main  to  the  limited  territory  that  is  covered 
(less  than  9  route-miles  for  any  district),  the  major 
part  of  the  maintainer's  time  being  put  in  on  the  inter- 
locking plants.  To  this  extent,  of  course,  the  physical 
work  of  signal  maintenance  on  this  line  is  made  easy, 
but  on  the  other  hand,  this  facility  is  partly  offset,  from 


540 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


the  ordinary  interurban  road's  standpoint,  by  the  fact 
that  practically  all  of  the  signals  have  two  blades.  It 
would  seem,  therefore,  that  increased  supervision  for 
signals,  at  least  within  certain  limits,  produces  direct 
results,  because  the  Westchester  line's  operating  record 
of  20,000  signal  movements  per  failure  is  far  beyond 
the  corresponding  figure  of  4000  or  5000  that  may  be 
expected  on  an  interurban  line.  Still  more  important 
is  the  fact  that,  during  the  road's  three  years  of  oper- 
ation, involving  some  11,000,000  signal  movements,  no 
false-clear  indication  has  occurred.  Whether  improved 
reliability  of  signals  is  worth  additional  expense  for 
maintenance  is,  of  course,  a  question  of  considerable 
magnitude,  and  it  has  to  be  decided  on  the  merits  of 
each  particular  case.  But  the  fact  seems  to  be  clearly 
established  that  improved  reliability  is  practicable  if 
a  railway  company  desires  it  and  that  it  does  not  by 
any  means  involve  a  prohibitive  expense. 


could  be  grouped  together  so  as  to  form  trades,  such  as 
electrical  equipment  repairing  and  inspection,  car  ma- 
chine work,  car  wiring  and  conduit  fitting,  motor  repair- 
ing, etc.,  and  if  some  simple  apprentice  plan  could  be 
devised  by  which  boys  could  learn  these,  with  or  without 
trade-school  training,  certain  apparent  advantages  would 
follow. 

From  the  company's  standpoint  it  would  be  advantage- 
ous to  be  able  to  shift  men  from  one  job  to  another,  say 
from  controller  to  trolley-base  repair,  so  as  to  keep  the 
force  uniformly  occupied.  This  in  some  cases  would  re- 
duce the  necessary  size  of  the  force.  More  general  work 
would  encourage  ambitious  boys  to  enter  railway  shop 
service  because  it  would  fit  them  to  take  jobs  elsewhere 
if  work  became  slack,  while  the  variety  would  make  them 
more  efficient  and  intelligent  workmen. 

In  the  early  days  the  trade  guilds  looked  after  the 
education  and  training  of  apprentices.  In  these  times 
the  burden  appears  to  rest  upon  the  employers. 


The  Labor  Side  of  Maintenance 

THE  era  of  the  well-lighted,  well-ventilated,  safe 
and  otherwise  generally  attractive  electric  rail- 
way shop  is  at  hand.  A  number  of  such  shops  have  been 
described  in  recent  issues  of  this  paper  and  an  account  of 
another  appears  this  week.  Such  surroundings  are  bound 
to  be  reflected  in  lower  maintenance  costs  and  in  a  bet- 
ter attitude  of.  the  workman  toward  his  work.  While 
these  shops  leave  little  to  be  desired  in  the  way  of  com- 
fort and  facility,  there  is  not  apparent  as  yet  in  many 
shops  a  strong  effort  systematically  to  fit  the  workman 
for  the  use  of  these  facilities.  While  it  is  true  that 
electric  railway  maintenance  work  has  peculiar  require- 
ments due  to  its  general  complexity,  at  the  same  time 
its  variety  would  seem  to  be  an  advantage  in  developing 
all-round  workmen. 

The  day  of  the  old-fashioned  apprentice  system  has 
passed,  and  nothing  has  yet  taken  its  place.  In  electric 
railway  shops  the  mechanics  are  dravm  from  all  possible 
sources,  having  learned  their  trades  usually  in  a  very 
unsystematic  fashion.  Grown  men,  as  a  rule,  are  used 
as  helpers  as  they  are  much  more  immediately  useful. 
The  work,  particularly  in  large  shops,  is  greatly  subdi- 
vided, with  numerous  specialists  in  narrow  lines.  For 
example,  in  one  extensive  equipment  department  there 
are  sixty-four  named  jobs,  while  in  another  there  are 
forty-nine,  a  large  proportion  in  both  cases  involving 
skilled  labor.  Fendersmiths  and  fender  repairmen  are 
separate  specialists,  as  are  gatesmiths,  contact-shoe  re- 
pairmen, acetylene  welders,  and  so  on.  In  the  small 
shop  individuals  have  somewhat  varied  work  because 
there  is  not  enough  to  do  in  one  specialty,  and  they  can 
pick  up  all-round  skill  of  an  uncertain  kind. 

While  the  shop  man  usually  gets  less  money  per  day 
than  equally-skilled  workers  in  the  building  trades,  his 
job  is  a  steadier  one,  the  conditions  surrounding  him 
are  in  many  ways  better,  and  he  probably  earns  as  much 
or  more  in  the  course  of  a  year.  The  chief  trouble  is 
that  there  is  so  little  opportunity  for  a  boy  to  learn  a 
trade,  and  in  much  of  the  work  there  does  not  seem  to 
be  any  trade  to  learn.     If  jobs  of  a  similar  character 


Increased  Maintenance  Expenses 

THE  factors  that  influence  operating  expenses  are 
many  and  varied  according  to  the  properties  ex- 
amined, but  to  a  certain  extent  it  is  possible  to  gener- 
alize concerning  this  class  of  expenditures.  The  fol- 
lowing remarks,  based  on  the  forthcoming  census  report 
for  1912,  afford  a  general  idea  of  the  trend  of  electric 
railways  in  regard  to  a  most  important  part  of  oper- 
ating expenses — those  for  maintenance. 

The  total  operating  expenses  of  electric  railways  in 
this  country  from  1907  to  1912  increased  32.5  per  cent, 
as  compared  to  an  increase  in  operating  revenues  of  35.7 
per  cent.  On  account  of  changes  in  accounting  classi- 
fication, not  all  of  the  five  primary  accounts  are  strictly 
comparable,  but  from  the  fact  that  maintenance  of  way 
and  structures  increased  62.6  per  cent,  maintenance  of 
equipment  27.2  per  cent,  conducting  transportation  34.4 
per  cent,  and  general  and  miscellaneous  expenses  28  per 
cent,  it  is  evident  that  the  increase  in  the  cost  of  main- 
tenance, particularly  for  way  and  structures,  was  es- 
pecially large.  This  fact  is  emphasized  by  the  operating 
expense  percentages  based  on  the  total  operating  rev- 
enues. In  1907  the  primary  operating  expense  accounts 
consumed  the  following  percentages  of  the  total  operat- 
ing revenues;  maintenance  of  way  and  structures,  6.82 
per  cent ;  maintenance  of  equipment,  7.52  per  cent ;  traf- 
fic expenses,  0.41  per  cent;  conducting  transportation, 
33.74  per  cent;  general  and  miscellaneous  expenses, 
10.12  per  cent,  and  wages,  etc.,  for  electric  service  not 
before  included,  1.47  per  cent.  In  1912,  with  the  last 
item  included  under  conducting  transportation,  the  per- 
centages were :  maintenance  of  way  and  structures,  8.17 
per  cent;  maintenance  of  equipment,  7.06  per  cent;  traf- 
fic expenses,  0.46  per  cent;  conducting  transportation, 
33.42  per  cent,  and  general  and  miscellaneous  expenses, 
9.53  per  cent. 

The  most  striking  facts  shown  by  these  figures  an 
the  large  comparative  decrease  in  the  conducting  trans- 
portation account,  the  smaller  decreases  in  the  general 
and  the  maintenance  of  equipment  accounts  and  the 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


541 


large  increase  in  the  maintenance  of  way  and  structure 
account.  The  operating  ratio  was  1.44  points  less  in 
1912  than  in  1907,  but  while  the  three  accounts  which 
decreased  were  lower  by  a  total  of  2.84  points,  the  two 
which  were  greater  increased  by  1.40  points,  of  which 
maintenance  of  way  and  structures  accounted  for  1.35 
points.  From  this  it  must  not  be  inferred  that  equip- 
ment maintenance  was  skimped  during  the  five-year 
period.  With  generally  adequate  maintenance  expendi- 
tures for  each  class  of  property,  it  is  probable,  and  quite 
proper,  that  the  greatest  attention  was  paid  to  main- 
tenance of  way,  for  the  better  the  track  maintenance  the 
less  would  be  the  expenses  caused  by  the  wear  and  tear 
on  equipment. 

Another  interesting  point  that  might  be  mentioned 
is  the  difference  in  maintenance  expense  ratios  for 
railways  of  different  sizes.  The  larger  roads  showed 
much  larger  percentages  for  maintenance  of  both  way 
and  structures  and  equipment  than  the  smaller  roads, 
with  corresponding  smaller  percentages  for  the  general 
and  miscellaneous  account  and  for  the  power  subaccount 
in  conducting  transportation.  It  seems  that  economies 
in  power  expense  and  in  the  general  costs  of  manage- 
ment accompany  growth  in  size,  and  that  with  this  there 
also  comes  more  than  relative  increases  in  the  amounts 
used  in  maintaining  the  property  in  an  efficient  operat- 
ing state. 


Coasting  Recorders  in  New  York 

WE  believe  that  some  very  important  questions  are 
answered  by  the  results  of  coasting  recorder 
practice  on  the  Third  Avenue  Railway  System,  New 
York,  as  detailed  elsewhere  in  this  issue.  Ever  since 
this  and  other  devices  have  been  brought  forward  as 
a  necessary  means  to  correct  and  economical  car  opera- 
tion, the  electric  railway  manager  has  asked :  How  much 
will  I  save  in  my  power  bill?  How  can  I  judge  my  men 
fairly  and  what  will  a  follow-up  system  cost?  How 
will  the  change  affect  collisions  ?  How  will  it  affect  the 
maintenance  of  equipment?  These  are  the  questions 
that  are  answered,  in  part  at  least,  by  experience  with 
1100  instruments  used  under  a  wide  diversity  of  con- 
ditions by  the  New  York  railway,  whose  practice  is 
described. 

The  saving  in  the  energy  requirements  appears  very 
clearly  on  the  Third  Avenue  Railway,  inasmuch  as  that 
company  is  billed  by  the  central  station  company  with 
so  many  kilowatt-hours  a  month.  As  we  have  said 
lately  in  our  discussions  of  recording  devices  for  rating 
the  efficiency  of  motormen,  railways  that  buy  energy 
see  the  savings  of  scientific  car  operation  more  directly 
than  those  which  have  their  own  power  plants.  The 
Third  Avenue  figures  show  a  maximum  saving  of  10 
per  cent  with  83  per  cent  of  the  cars  equipped  with 
coasting  recorders,  which  corresponds  to  an  indicated 
saving  of  12  per  cent  with  100  per  cent  of  the  cars  so 
equipped. 

With  the  excellent  follow-up  and  educational  system 
that  is  used  by  the  company,  there  is  every  reason  to 
believe  that  12  per  cent  will  be  exceeded.    It  should  be 


emphasized  here  that  when  the  energy  requirements  for 
the  same  months  of  succeeding  years  are  checked 
against  each  other,  only  the  periods  covering  mild  or 
warm  weather  may  be  compared  fairly.  Otherwise  a 
most  unjust  conclusion  would  be  drawn  from  a  com- 
parison of  the  figures  for  December,  1913  and  1914. 
As  the  table  shows,  the  mean  temperature  in  December, 
1914,  was  32  deg.  Fahr.,  or  7  deg.  less  than  in  Decem- 
ber, 1913.  This  greater  degree  of  cold  necessitated  so 
much  more  energy  for  heating  purposes  as  to  absorb 
the  savings  that  otherwise  would  have  been  made  by 
coasting.  Seen  from  another  angle,  the  reduction  due 
to  coasting  almost  offset  the  addition  due  to  extra 
heating. 

The  fair  judgment  of  the  motormen  is  even  more  im- 
portant than  any  saving  in  energy.  The  device  put  on 
the  car  must  be  placed  before  them  in  the  guise  of  some- 
thing that  will  help  them  to  run  a  car  with  the  pride 
of  the  artisan  instead  of  the  indifference  of  the  laborer. 
And  since  conditions  on  no  two  lines,  or  even  on  the 
same  line,  are  alike,  a  thorough  classification  is  neces- 
sary before  men  can  be  judged  on  a  percentage  basis. 
The  device  itself  should  show  readings  that  are  readily 
understood  by  the  motorman  so  that  he  can  anticipate, 
in  a  measure,  what  his.  record  for  a  given  run  ought  to 
show.  The  interest  that  the  Third  Avenue  men  have  in 
reading  the  coaster  tape  is  not  unlike  that  which  the 
broker  has  in  a  ticker  tape.  We  have  already  outlined 
in  these  columns  the  need  for  proper  classification.  Its 
importance  is  recognized  on  the  Third  Avenue  road,  for 
we  find  that  the  men  are  not  only  divided  as  to  lines 
but  subdivided  as  to  character  of  run  and  still  further 
subdivided  as  to  the  number  of  service  days  per  month. 
Yet  all  this  detail  costs  but  1.1  cents  per  -ttiari  per  diem. 
On  a  smaller  road  the  cost  would  probably  be  greater, 
but,  on  the  other  hand,  the  comp.giny  with  the  smaller 
energy  needs  would  save  more  per  kilowatt-hour,  since 
it  has  to  pay  more  for  power. 

Since  some  skepticism  has  been  shown  with  regard 
to  run-down  accidents  under  increased  coasting,  the  col- 
lision figures  should  also  be  convincing.  These,  for  the 
period  mentioned  in  the  article,  show  a  reduction  of  20 
per  cent.  Last  is  the  question  of  the  effect  of  coasting 
on  the  car  equipment.  Here  the  follow-up  system  is  of 
value  in  checking  the  men  who  are  doing  suspiciously 
well.  Furthermore,  all  the  motormen  may  be  trusted 
to  complain  about  the  "stiff  joints"  of  a  car  if  it  does 
not  give  the  coasting  percentages  expected.  At  any 
rate,  the  figures  on  car  electrical  equipment  presented 
in  the  article  do  not  bear  out  the  opinions  of  the  pes- 
simist as  to  increased  electrical  troubles. 

To  sum  up  the  lesson  of  the  Third  Avenue  Railway's 
work  with  the  coasting  recorder:  A  checking  device  for 
use  on  a  car  cannot  be  bought  as  a  piece  of  mere  mer- 
chandise and  be  left  to  revolutionize  car  operation  un- 
aided. It  must  be  regarded  as  a  tool  with  which  a 
staff  properly  organized  can  analyze  men  and  meth- 
ods to  the  end  that  the  railway  may  be  operated  with 
precision  in  service,  economy  in  energy,  care  in  equip- 
ment and  justice  to  the  motorman. 


FROM  A.C.  TO  D.C.  IN  THE  NIGHT 

A  Successful  Conversion  from  6600-Volt  Single-Phase  to  1200-Volt  D.  C. 
Operation  Without  Interruption  of  Service — Unit  Costs  and  Descrip- 
tions of  Special  Features,  Including  Center-Entrance  Cars 


THE  Annapolis  Short  Line  is  a  strictly  interurban 
railway,  as  it  has  no  city  track  connections  at 
either  of  its  terminals.  It  runs  between  Annapolis  and 
Baltimore,  Md.,  a  distance  of  25.3  miles,  its  total  track- 
age as  single  track  being  32.3  miles.  The  Annapolis  ter- 
minal is  adjacent  to  the  general  offices  and  shops  of  the 
company  in  the  center  of  the  city  and  near  all  state 
buildings,  while  the  Baltimore  passenger  terminal  is  at 
Camden  station,  the  main  passenger  station  of  the  Balti- 
more &  Ohio  Railroad,  and  three  blocks  from  the  heart 
of  the  business  section.  The  company  also  has  a  sep- 
arate freight-handling  terminal  in  Baltimore. 

This  property  began  operation  in  1886  as  a  steam 
railroad ;  in  May,  1908,  it  was  electrified  for  6600  volts, 
twenty-five  cycles,  single  phase,  and  in  January,  1914, 


volt  equipment  was  decided  upon.  The  care  with  which 
this,  study  was  undertaken  could  not  be  better  shown 
than  by  the  following  table,  which  presents  the  last 
a.c,  the  estimated  d.c.  and  the  actual  d.c.  operating 
costs  per  car-mile: 

A.C.  Cost  6  Allen  &  I'eck,  Actual  D.C. 

Months  July  Inc.,  Cost  July 

1  to  Dec.  Estimate  of  1  to  Sept. 

31,1912  D.  C.  Cost  30,1914 

W^ay  and  structure    10.0401  $0.0270  J0.0383 

Equipment    0.0375  0.0160  O.OllS 

Traffic    0.0081  0.0100  0.0080 

Transportation    0.1563  0.1060  0.1159 

General   0.0781  0.0740  0.0594 

Total    $0.3201  $0.2330  $0.2334 

The  foregoing  classification  follows  the  I.C.C.  plan 
in  which  traffic   is   understood  to  include  solicitation, 


■ 

1 

1 

■;.■■  -^ly^^ 

■ 

1 

§ 

ii 

1 

1 

H 

^^'■.>'"^^-'»fi^^^'' 

1 

1 

E 

F 

m 

■ 

1 

^^^^^^^^^^^^^^^^Km^j^ 

,^j.g^ 

Jggj; 

■^ 

m 

ANNAPOLIS  SHORT  LINE— NIGHT  VIEW  OF  THE  ERECTING  PLATFORM  FROM  WHICH  TWO  120-FT.  SPANS  OF  CATENARY 

WERE  CHANGED  FROM  A.C.  TO  D.C.  DISTRIBUTION  AT  ONE  TIME 


the  present  1200-volt  d.c.  installation  was  completed  for 
service.  Since  June  1,  1912,  the  property  has  been 
under  the  management  of  Allen  &  Peck,  Inc.,  with  T.  C. 
Cherry  as  local  manager  and  David  E.  Grouse  as  elec- 
trical engineer. 

The  first  electrical  equipment  had  been  built  for 
a.c.-d.c.  operations,  but  in  practice  the  railway,  run- 
ning as  it  did  over  private  right-of-way  throughout, 
operated  only  on  alternating  current.  The  Annapolis 
Short  Line  was,  therefore,  in  the  unenviable  position 
of  using  apparatus  more  complex  and  heavier  than  nec- 
essary, aside  from  any  questions  of  efficient  use  of 
energy  and  reliability  in  operation. 

One  particularly  notable  improvement  which  has  fol- 
lowed the  change  to  1200  volts  direct  current  is  a  re- 
duction in  the  weight  of  the  electrical  equipment  per 
car  from  33,175  lb.  to  18,920  lb. 

Following  the  advent  of  the  new  management  a  study 
was  made  of  the  situation  with  the  result  that  1200- 


superintendence  and  advertising,  while  transportation 
includes  motive  power. 

PLANNING  AND  CARRYING  OUT  THE  WORK  ■ 

A  most  striking  feature  of  the  change-over  from  6600 
volts  a.c.  to  1200  volts  d.c.  was  that  the  work  had  to  be 
done  between  1  a.  m.  and  5  a.m.  and  left  in  such  shape 
that  operation  during  the  following  day  would  not  be 
interfered  with  in  any  way.  Another  even  more  strik- 
ing feature  was  the  care  with  which  every  step  of  the 
work  was  planned  in  advance. 

The  work  was  laid  out  in  the  following  fashion : 
First,  a  chart,  Table  I,  was  made,  showing  every  pole 
number  and  the  spacing  between  these  poles  as  num- 
bered. Then  the  numbers  of  hangers  of  given  lengths 
for  each  span  were  tabulated  and  laid  out,  as  shown  in 
Table  II  and  the  accompanying  drawing.  A  detailed 
tabulation  was  also  made  of  the  steady  sticks  required 
at  each  station,  as  included  in  Table  I. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


543 


laK' 


60  ft.  Span 

(ISft.SpaciDK) 


ANNAPOLIS   SHORT   LINE — CATENARY   LINE   CONSTRUCTION 
SHOWING  HANGER  SPACINGS 

To  follow  up  the  work  the  management  used  a  prog- 
ress chart  which  showed  every  pole  and  the  length 
of  every  span.  As  the  steel  trolley  was  run  a  red  crayon 
line  was  drawn  vertically  between  the  poles  so  equipped, 
a  white  crayon  was  drawn  to  show  the  progress  of 
feeder  wire,  a  pink  crayon  line  the  progress  of  the 
transmission  and  a  yellow  line  the  progress  of  bonding. 
The  date  was  written  alongside  each  section.  In  Table 
III  different  styles  of  lines  replace  the  colors. 


Table 
MilcB  Station 


Trolley  and  Transmission  Poles,  Et.-.,  Annapolis  to  Baltimore 
— North  Bound —      — South  Bound — 


0  Annapolis 0 

0.7  WeetAnnapoIis 44 

1.4  Wardour 77 

1.73  Severn  Draw 93 

1.9  SevernSide 100 

2.9  Winchester 151 

3.9  Arnolds' 201 

4.5  JoyceStation 227 

5.3  Revels' 272 

6.3  Jones'  Station 323 

7.2  Round  Bay 367 

7.8  Boone .390 

8.3  Robinson 418 

9  9  Earleigh  Heighte 49 1 

10.4  Pasadena 541 

11.8  Elvaton 581 

13.3  Marley 647 

14.8  Saunders' Range 722 

15  4  GlenBurnie 764 

17.1  Wellham 841 

17.9  Woodlawn 882 

18.4  Shipley 907 

18.9  Linthicum  934 

19,9  Pumphrey 983 

20  95  Powder  house 1033 

212  Baltimore  Highlands  1044 

22.0  Cliffords 1085 

22,9  Kish  House  Tower 1131 

23  25  Westport  Power  House.  11.52 

23  39  Westport  Tower 1166 

24.45  B.&O.  (Russell  St.)....  1224 

25,3  Balto.  (Camden  Sta.).,.  1277 

Total... 


Pole  No.  No^  Steady  Pole  No.  No.  Steady 
Sticks 


Sticks 
32 
25 
16 
6 
41 
29 
16 
32 
41 
25 
12 
18 
56 
32 
40 
41 
53 
26 
46 
31 
18 
19 
43 
46 

(•30 
33 

]" 

30 
42 


204 

227 
236 


15 
24 


585 
664 


1033 

1085 

1131 
1152 
1160 
1175 

1216 


uo 

31 

1 20 

30 


Single  track. 

Single  track. 

Single  track. 

Single  track. 

Single  track. 

Single  track. 

Double  track. 

Double  track. 

Double  track. 

Single  track. 

Single  track. 

Single  track. 

Single  rack 

Single  track. 

Single  track. 

Double  track. 

Double  track. 

Single  track. 

Single  track. 

Single  track. 

Single  track. 

Single  track. 

Single  track. 

Single  track 

Double  track . 
Double  track. 
Double  track . 

Double  track. 
Double  track. 
Single  track. 

Double  track . 
Single  track. 


903       Total 

1109  Steady  Sticks. 


Table    II — Catenary 

Line    Construction    Showing 

NUMBER     OF 

Hangers  Ordered 

No. 

No. 

No. 

Length 

Hangers 

Hangers  Hangers   Total  No. 

Spans 

Span,  Ft. 

Length,  In. 

Needed 

Extra 

Hangers 

891 

120 

17 

891 

14 

905 

120 

12% 

891 

12 

903 

120 

10 

891 

12 

903 

120 

8% 

891 

12 

903 

120 

8% 

891 

12 

903 

120 

10 

891 

12 

903 

120 

12% 

891 

12 

903 

120 

17 

891 

12 

903 

S7S 

100 

17% 

373 

9 

382 

100 

14Mi 

373 

8 

381 

100 

12y4 

373 

8 

381 

100 

11% 

373 

14 

387 

100 

12  >4 

373 

8 

381 

100      • 

14% 

373 

8 

381 

100 

17  V> 

373 

18 

167 

149 

80 

17% 

149 

9 

382 

80 

15  Vi 

149 

16 

165 

80 

14% 

149 

32 

181 

80 

15% 

149 

16 

165 

80 

17% 

149 

18 

167 

158 

60 

18 

158 

31 

189 

60 

16% 

158 

30 

188 

60 

16% 

158 

30 

188 

60 

18 

158 
11,116 

31 

384 

189 

Totals  1571 

11,500 

The  work  of  conversion  was  begun  on  Oct.  12,  1913, 
and  completed  on  Jan.  4,  1914,  in  time  for  the  opening 
of  the  Legislature  at  Annapolis. 

The  work  gangs  operated  with  two  steam  locomotives. 
One  of  these  hauled  the  reels  from  which  the  steel 
wire  was  strung  and  secured  to  the  passenger  with  tie 
wires;  the  other  locomotive  hauled  six  freight  cars,  on 
the  top  of  which  a  continuous  platform  equal  to  two 
p'ole  spans  in  length  was  erected.  The  men  on  this  train 
removed  the  old  hangers  and  installed  the  new  ones.  The 
speed  of  the  work  was  high  owing  to  the  fact  that  the 
supply  man  had  a  chart  which  showed  him  just  what 
length  and  number  of  hangers  were  needed  step  by 
step. 

As  the  line,  of  course,  was  dead  during  these  opera- 
tions light  had  to  be  obtained  from  an  outside  source. 
This  light  was  therefore  generated  from  a  gasoline- 
electric  set  mounted  in  one  of  the  freight  cars,  as  illus- 
trated. Part  of  the  bonding  was  also  done  at  night 
with  a  machine  of  the  Electric  Welding  Improvement 
Company. 

Changes  in  the  Trolley  and  Feeder  Line 

The  original  trolley  line  was  a  bracket  type  catenary 
with  wooden  strains  or  steady  sticks  for  the  alignment 
of  the  trolley  on  every  pole  at  curves  and  at  every  other 
pole  on  tangents.  The  poles  on  tangents  were  spaced 
120  ft.  and  on  curves  from  100  ft.  down  to  60  ft.  The 
messenger  was  of  7/16-in.  Siemens-Martin  steel,  the 
hangers  were  of  ^A-in.  solid  pipe  spaced  10  ft.  and  the 
trolley  was  of  No.  000  grooved  copper. 


Table  III- 


-Progress  Chart  of  Each  Style  op  LiInb,  Indicating 
Kind  op  Work  Done 


Station 


Marley 
13.3  mi. 


Pole 
No. 


642 
643 

644 
645 
646 
647 
648 
649 
650 
651 
652 
653 


Length  Span 


North      South 
Bound    IJouml 


120 
120 
120 

120 
120 
j.^OO 
j?100 
|"120 
j  120 
I  120 
I  120 


120 
120 
120 

120 

120 

.^00 

.<100_ 

^20 

120 

120 

120 


Station 


FTT 


m 


Pole 
No. 


Lengtl    Span 


North     South 
Uoiinti    Bound 


80 
100 


771 
772 

773  i 

774  I?'"" 
_4fl20 
5  Is 

1120 


775 
776 


777  ! 


120 


778  I 


I  120 


779  ! 


120 
i  120 


•780  i   ,„„ 
781  •  ^20 


782  ! 


!  120 


I  120 


5  .  ;   I 


544 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


In  examining  the  line  for  the  forthcoming  operation 
at  1200  volts  d.c.  it  was  found  that  five  to  six  years' 
operation  of  3,313,314  car-miles  at  6600  volts  with 
sliding  pantographs  had  worn  down  the  copper  to  about 
50  per  cent  of  its  original  section.  Experience  indi- 
cated the  desirability  of  using  a  steel  contact  wire 
while  retaining  the  conductivity  advantage  of  copper, 
but  the  old  wire  was  evidently  too  weak  to  carry  a  sec- 
ond wire  together  with  the  necessary  clips.  The  new 
double-galvanized  steel  wire,  which  is  of  No.  0000  size, 
is  therefore  carried  directly  from  the  messenger  by 
means  of  hangers  spaced  15  ft.  apart. 

The  new  hanger  comprises  a  standard  malleable  iron 
duplex  clamp  with  a  full  loop  of  %-in.  x  Vs-in.  strap 
over  the  messenger.  This  type  of  hanger  gives  a 
smooth  under-running  wire  for  the  pantograph.  One 
hanger  in  each  span  is  of  bronze  in  order  to  secure  a 
good  bond  between  the  present  steel  contact  and  orig- 
inal trolley  wire.  The  special  clip,  shown  in  an  ac- 
companying drawing  alongside  the  hanger,  was  in- 
stalled at  the  ends  of  the  steady  sticks  to  take  care  of 
the  double  wire. 

One  mile  of  the  steel  construction  described  was  tried 
out  for  a  year  before  the  entire  line  was  equipped.  This 
installation  was  the  first  on  a  d.c.  railway  to  show  that 
a  sliding  steel  shoe  could  collect  ample  current  from  a 
steel  wire  for  cars  of  the  weight  and  speed  suitable 
for  high-class  interurban  service.  This  change  ac- 
complished the  object  of  transferring  the  faster  rate 
of  wear  to  the  easily-renewed  pantograph  shoe  for, 
after  two  and  one-half  year's  operation  of  863,903  car- 
miles,  the  wear  on  the  original  steel  wire  is  but  0.002 
in.  The  slight  flattening  from  wear  actually  is  advan- 
tageous in  promoting  the  life  of  the  pantograph  shoe. 

The  addition  of  the  steel  contact  wire  reduced  the 
clearance  to  the  head  of  the  rails  by  2  in.,  making  the 
present  figure  21  ft.  10  in.  The  relative  position  of  the 
messenger  was  not  changed  except  in  taking  up  the 
slack  due  to  the  extra  weight  of  the  steel  trolley  wire. 
A  few  additional  anchors  were  placed  in  the  line  to 
keep  the  trolley  from  running  out. 

The  insulators  of  the  original  line  were  retained, 
as  they  were  to  be  applied  to  a  lower  voltage.  The  a.c. 
arresters  were  also  retained  except  that  their  gaps  were 
cut  down  from  %  in.  to  i/4  in.  These  arresters  have  a 
fuse  in  circuit  with  a  tripping  device  which  opens  the 
circuit  mechanically  and  blows  the  fuse.  A  few  Gar- 
ton-Daniels  1200-volt  d.c.  arresters.  General  Electric 
ME  and  Westinghouse  arresters  are  also  in  use.     The 


Vie  Steel  MesBeuger 


1< 'W- 

I        No.OOOOSteol  Trolley 


i^rixNo.OOOO  Ste«l 
1"^         Trolley 
Sitftric  Bp^tmradl 


ANNAPOLIS  SHORT  LINE — STEADY  STRAIN  TROLLEY  CLAMP 
AND   RECONSTRUCTED   CATENARY   SUSPENSION 

arresters  are  installed  at  every  other  feed  tap.  The  lat- 
ter are  located  about  1000  ft.  apart.  The  section 
breaks  installed  in  the  trolley  every  5  miles  are  of  the 
original  hickory  design. 

The  alignment  of  the  trolley  wire  was  changed  to 
come  over  the  center  of  the  trucks  instead  of  the  center 
line  of  the  car. 

An  aluminum  feeder  of  477,000  circ.  mil  between 
Westport  and  Annapolis  is  the  only  addition  to  the 
low-tension  system  outside  of  the  trolley  suspension 
itself.  This  fact  is  of  significance  since  it  shows  the 
difference  in  distribution  efficiency  existing  between 
6600-volt  a.c.  and  1200-volt  d.c.  on  a  25-mile  interurban 
road  with  no  change  in  substation  location.  Roughly 
speaking,  the  distribution  circuit  as  originally  built 
had  about  64  per  cent  less  conductivity  than  the  present 
combination  of  old  copper  trolley,  new  steel  trolley  and 
aluminum  feeder. 

The  steady  sticks  would  not  serve  as  originally 
mounted  owing  to  their  lack  of  clearance.  A  longer 
shank  was,  therefore,  needed  on  the  hanger  to  get  suf- 
ficient distance  between  the  messenger  and  trolley  and 
to  enable  the  steady  stick  to  be  mounted  at  an  angle 
that  would  give  8  in.  clearance  from  the  pantograph 
horn  in  a  vertical  plane.  The  steady  stick  brackets 
are  now  made  for  horizontal  as  well  as  vertical  swivel- 
ing  of  the  stick,  thus  eliminating  stick  breakage. 

With  6600-volt  a.c.  operation  the  cars  coasted  with 
lowered  pantograph   over   the  crossings  with   600-volt 


ANNAPOLIS   SHORT   LINE — BRAZING   BONDS   AT    NIGHT 
DURING  THE  CHANGE-OVER  PERIOD 


ANNAPOLIS  SHORT  LINE — PREPARING  TO  WORK  FROM 
FREIGHT  CAR  PLATFORM  AT  NIGHT 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


545 


ANNAPOLIS    SHORT    LINE — GAS-ELECTRIC    CAR    SUPPLYING 
LIGHTING  CURRENT  FOR  THE  NIGHT  RECONSTRUCTION 

lines  near  Baltimore  at  speeds  as  high  as  25  m.p.h. 
Now  the  crossing  is  so  arranged  that  for  a  distance 
of  50  ft.  on  each  side  of  the  intersection  600  volts  is 
used  instead  of  1200  volts.  The  cars,  therefore,  go  over 
with  all  lights  burning  and  at  half  speed  but  under  full 
control  and  with  no  danger  of  stalling  at  the  crossing. 
Two  accompanying  illustrations  show  how  the  respec- 
tive trolley  wires  of  the  interurban  and  city  cars  were 
made  to  permit  the  riding  of  the  trolley  wheel  across 
the  bronze  strip  of  the  interurban. 

Costs  of  Feeder,  Catenary  and  Substation 

The  cost  on  a  unit  basis  of  the  feeder  and  catenary 
work  follows,  all  as  per  the  detailed  bills  of  material 
reproduced,  as  in  Table  IV. 

Cost  of  477,000  circ.-mil  aluminum  cable,  23.5  miles: 
Material,  $16,790.78,  or  $714.20  per  mile;  labor,  $2,- 
516.59,  or  $107.40  per  mile;  total,  $19,307.37,  or  $821.60 
per  mile. 

Cost  of  No.  0000  grooved  steel  galvanized  trolley,  32 
miles  of  track:  Material,  $13,543.01,  or  $423.22  per 
mile;  labor,  $5,760.22,  or  $180  per  mile;  total,  $19,- 
303.23,  or  $603.22  per  mile. 

Cost  of  bonding  No.  0000  7-in.  EU-5  electric  weld, 
32.25  miles  of  track,  10,500  joints :  Material,  $6,680.03, 
or  $207.13   per  mile;   labor,    $2,390.58,   or  $74.12   per 


Table  IV — Bill  of  Material  for  Catenary. 
32  Miles  No.  0000  Grooved  steel  double  galvanized  trolley  wir«. 
1200  Steady  stick  clamps. 
34   Splicing  ears. 
50  Feed-in  clamps. 
100  Steady  sticks. 
120-ft.  Span. 
1862  Length  8y.-in.  duplex  catenary  hangers. 
1862  Length  10-in.  duplex  catenary  hangers. 
1862  Length  12%-in.  duplex  catenary  hangers. 
1862  Length  17-in.  duplex  catenary  hangers. 
100-ft.  Span. 
357  Length  11%-in.  duplex  catenary  hangers. 
714  Length  1214-in.  duplex  catenary  hangers. 
714  Lengrth  14>4-in.   duplex  catenary  hangers. 
714  Length   17 ^-in.   duplex  catenary  hangers. 

80-ft.  Span. 
186  Length  14V4-in.  duplex  catenary  hangers. 
372  Length  15Vi-in.  duplex  catenary  hangers. 
372  Length  17H-in.  duplex  catenary  hangers. 

60-tt.  Span. 
188  Length  16%-in.   duplex  catenary  hangers. 
188  Length  18-in.  duplex  catenary  hangers. 

Bill  of  Material  for  Feeder 
23.5  Miles  nineteen-strand  feeder  cable  477,000  circ.  mils. 
1170  Feed  wire  insulators. 
1170  Iron  side  brackets. 
3600    %-in.  X  4-in.  Lag  screws. 

Three-piece  compressing  joints. 
6  Extra  dowel  pins. 
2  Eye  bolts. 
47  Parallel  grooved  feeder  taps. 
5  Compression  dead  ends. 
1  Hydraulic  press  with  dies. 
12   Single  piece  compressing  Joints. 

No.  2  tie  wire  for  feeder.  

mile.  Including  the  bonding  car  the  cost  per  joint  was 
as  follows:  Material,  63  cents;  labor,  23  cents;  total, 
86  cents.  Excluding  the  bonding  car,  the  cost  was  as 
follows:  Material,  39  cents;  labor,  23  cents;  total, 
62  cents.  The  incidentals  in  connection  with  the  cat- 
enary feeder  and  transmission  job  (noted  later)  are  as 
shown  in  Table  V. 

Table  V — Typical  Total  Cost  Statement 

25.3  Miles  Per  Mile 

Job  No.  Ill    $2,454.95  $97.03 

Labor   1,911.05  75.53 

Material    543.90  21  49 

Liability  insurance }I„iI  I'22 

Engine  rental  172.62  6.82 

Drafting  material    113.72  4.49 

Casualties 54.79  2.16 

Law   15.00  0.59 

Telepiione  calls 10.60  0.41 


ANNAPOLIS      SHORT      LINE— SHOWING      SUSPENSION      AT       ANNAPOLIS     SHORT     LINE— OBSERVATION     END     OF     CAR; 
crossing    of    1200-VOLT    AND    600-VOLT    LINES  1200-600-VOLT    CROSSING    PIECE 


546 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


ANNAPOLIS    SHORT 


LINE — INTERIOR 
WESTPORT 


OF     SUBSTATION     AT 


The  original  substation  spacing  has  been  retained 
for  operating  reasons.  For  example,  the  Westport  sta- 
tion near  Baltimore  is  cut  out  at  night  so  that  the 
entire  load  may  be  carried  from  Jones  substation.  The 
Westport  substation  is  located  1.5  miles  from  Baltimore 
at  the  power  house  of  the  Consolidated  Gas,  Electric 
Light  &  Power  Company,  from  which  this  company 
purchases  electric  energy.  The  Jones  substation  is  17.5 
miles  from  Westport  and  6.3  miles  from  Annapolis. 

The  Jones  substation,  which  was  constructed  in  1914, 
is  a  one-story  structure  built  up  of  13-in.  brick  walls 
on  a  concrete  foundation  and  with  a  concrete  and 
three-ply  asbestos  roof.  Its  over-all  dimensions  are  as 
follows:  Length,  45  ft.  2  in.;  width,  30  ft.  8  in.,  and 
height  from  ground  line,  20  ft.  6  in.  The  present  equip- 
ment in  this  station  consists  of  two  300-kw  oil-insulated 
self -cooled  transformers,  13,200.  volt  primary  765  volts 
secondary  three-phase  twenty-five  cycles;  two  300-kw 
rotary  converters  with  1200-volt  d.c.  side;  low-equiva- 
lent type  lightning  arresters  for  the  13,200-volt  lines; 
electrolytic  arresters  for  the  1200-volt  d.c.  feeders; 
hand-operated  oil  switches  and  two 
25-kw  13,000/6600-volt  transform- 
ers. The  latter  are  used  for  supply 
lines  to  the  shops  and  for  an  ac- 
commodation lighting  and  power 
service  to  a  few  small  towns  along 
the  right-of-way. 

A  number  of  interesting  features 
of  the  Jones  substation  will  be 
noted  from  the  accompanying 
drawings  and  other  illustrations. 
In  the  first  place  it  will  be  seen 
that  the  station  is  large  enough  for 
a  third  main  transformer  and 
rotary.  A  prime  feature  in  the  de- 
sign was  to  keep  the  incoming  high- 
tension  and  the  outgoing  low-ten- 
sion lines  as  far  apart  as  possible. 
The  a.c.  lines  come  in  at  one  corner 
to  the  oil  switches,  whence  they 
drop  from  the  switching  gallery  to 
the  transformers  beneath,  passing 
from  the  transformers  via  fiber 
conduits  to  a  tunnel  which  extends 
under  the  rotaries.  The  d.c.  feed- 
ers pass  from  this  tunnel  to  the 
busbars  and  thence  go  out  at  the 
opposite  corner  of  the  station. 

Owing  to  the  layout  described  the 


starting  panels   had  to  be  placed  between   the  trans^ 
former  and  rotary  instead  of  on  the  switchboard. 

In  operating  this  station  at  first  some  annoying"^ 
flashovers  occurred  on  the  rotaries.  These  have  beenj 
minimized  by  moving  the  feeder  taps  which  are  neareslj 
the  station  to  a  distance  of  2  miles  instead  of  1  mile? 
The  frames  of  the  rotaries  were  also  insulated  by  plac- 
ing treated  hardwood  bases  below  them  and  connecting 
the  frames  to  ground  through  high  resistance.  An- 
other safety  feature  is  the  provision  of  an  oil  drain 
for  the  transformers  as  a  guard  against  fire.  This 
drain  takes  the  form  of  a  brick  gutter  in  the  floor. 

To  start  a  machine,  the  operator  closes  the  high- 
tension  oil  switch  which  has  manually-operated  remote  : 
control  connection  to  the  gallery.  Next  he  throws  the 
starting  switch  to  a  position  which  will  give  half  volt- 
age on  the  rotary.  While  doing  this  he  stands  at  a 
place,  as  illustrated,  from  which  he  can  see  a  voltmeter 
on  the  swinging  arm  of  the  switchboard  to  determine 
the  polarity.  If  the  polarity  is  wrong  he  corrects  it 
with  the  field  break-up  switch,  then  throws  the  starting 
switch  to  the  full  voltage  position  and  finally  closes  the 
negative  switch  on  the  panel  at  the  machine. 

The  total  cost  of  the  Jones  substation,  inclusive  of 
land  costing  |200,  was  $5,430.49,  or  $6.03  per  kw  on 
the  basis  of  900-kw  capacity.  The  cost  of  the  land  and 
material  was  $3,435.19,  or  $3.81  per  kw,  and  of  labor 
$1,995.30,  or  $2.22  per  kw.  This  cost  included  the 
main  busbar  structure,  conduit  and  all  fixtures  inside 
and  outside  the  substation,  but  did  not  include  appa- 
ratus or  conducting  material.  The  gallery  erected  for 
the  high-tension  switching  apparatus  is  supported  on 
one  of  the  two  rows  of  steel  columns  which  carry  a 
track  for  a  10-ton  Maris  crane. 

The  apparatus  in  the  Westport  substation  is  a  dupli- 
cate of  the  Jones  installation  except  that  the  oil  switches 
are  electrically  operated  and  that  there  are  no  auxiliary 
transformers.  The  reasons  for  electrical  operation  of 
switches  here  are  the  facts  that  the  power  company's 
apparatus  is  of  that  type  and  that  the  switches  are 
much  further  from  the  operator. 

An  unusually  interesting  log  sheet  is  prepared  daily 
by  the  operators  at  the  Jones  substation.  In  addition 
to  the  reports  of  interruptions,  transformer  tempera- 


ANNAPOLIS     SHORT     LINE — INTERIOR    OF    SUBSTATION    AT    JONES,    SHOWING 
HIGH-TENSION   EQUIPMENT;   SWITCHBOARD  BEHIND  ROTARIES 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


547 


EFQH 
Inclosed 
'P         by  a  Screen 


ANNAPOLIS    SHORT    LINE — ARRANGEMENT    OF     ELECTRICAL    EQUIPMENT    IN    THE    JONES    SUBSTATION 


i  wr  i 


JJltctrie  R]/, Journal  [^^q^ 


ANNAPOLIS    SHORT    LINE — FLOOR    PLAN    AND    SOUTHERN-END  SECTION   OF   JONES   SUBSTATION 


ANNAPOLIS    SHORT   LINE — CENTER-ENTRANCE    CAR   WHICH  WAS  ADOPTED  FOR  THE  1200-VOLT  SERVICE  TO  GET  GREAT- 
EST  CAPACITY   AND   QUICK   INTERCHANGE   OF   PASSENGERS 


548 

ELECTRIC     RAILWAY     JOURNAL 

[Vol.  XLV,  No.  12 

Table  VX- 

-Monthly  Power  Record,  Annapolis  Short  Line 

Less 

A.  C.        D.  C. 

D.  C. 

Watt- 

A.  C. 

A.  C.  Kw-Hr.  Kw-Hr. 

Aver.     Hr.        A.  C. 

A.  C. 

Kw-Hr. 

D.  C. 

and         per          per 

Mean     per  Watt-Hr. 

Car-          Kw-Hr. 

Disposed 

D.  C.            West- 

D.  C.        D.  C.      Car-        Car- 

Month 

Miles       Purchases           o( 

Jones              port 

Total        Efflc.      Mile        Mile 

Stops         Run      Mile      Mile 

60,283          268,440 

262,478 

125,980          110,660 

236,640          90          4.35          3.91 

20,512          2.9          97          108 

Dec.     . . 

59,425          262,410 

255,609 

124,980          109,160 

234,140          91          4.30          3.91 

20,472          2.9          97          107 

Table  VII- 

-Typical  Heads  of  Two  Daily  Power  Record  Cards 

Hour  Peaks                  Reading  of 

Kw-Hr.  per 

Mean  Length           Watt-Hour 

Jan. 

in  Kw-Hr.          A.  C.  Watt-Meter  Total  Kw-Hr.     Car-Miles 

Car-Mile                     Stops 

of  Run-Miles          per  Ton  Mile 

1 

580-560-640-340 

123,864 

8220                   1907 

4.31                            589 

3.2                            107 

Westport 

Jones 

Total 

Power  Line  A.  C.    Total  A 

C.  to          Total 

Jan. 

D.-C.  Read.           Kw-Hr. 

D.  C.  Read. 

Kw-Hr.     A.  C.  Kw-Hr.         ReadinE  Kw-Hr.     D.  C.  Kw-Hr.  D.  C.  Kw-Hr.          Efflc. 

1 

152,830                   3440 

358,710 

3720                   8390 

29,750       170                  8220                  7160             89  per  cent 

tures,  power  readings  and  defects,  individual  and  com- 
bined graphs  are  made  up  in  the  manner  illustrated. 
The  top  of  the  sheet  shows  a  curve  of  total  a.c.  kilo- 
watt-hour peaks  at  Westport,  the  power-purchasing 
point,  superimposed  on  a  curve  of  total  a.c.  load  in  kilo- 
watt-hours. Below  these  are  shown  pairs  of  curves 
comparing  the  d.c.  load  and  d.c.  capacity  of  each  sub- 
station, then  follows  a  graph  showing  the  loss  in  trans- 
mission and  conversion,  and  finally  the  graphs  repre- 
senting the  working  periods  of  the  different  rotaries. 

Table  VIII — Bill  of  Material  fob  Transmission 
35  Miles    seven-strand   aluminum   transmission   wire   No.    0. 
Mclntire  joints. 
1  set  Mclntire  twisting  clamps. 
6  Aluminum  tap-off  joints. 
Aluminum  tie  wire  No.  2. 
850   6-ft.  cross  arms,  3%  in.  x  4>4   in. 
1700  28-in.  braces. 
400  14-in.  bolts. 
200  16-in.  bolts. 
800   14-in.  bolt  washers. 
400  16-in.  bolt  washers. 
1700    %-in.  X  5-in.  bolts. 
1700  %-in.  X  5-in.  bolt  washers. 

850  i^-in.  X  3-in.  lag  screws. 
1686  Transmission  insulators. 
1686  Transmission  insulator  pins. 


The  records  of  the  individual  substations  comparing 
load  and  capacity  are  of  value  to  the  operators  in  show- 
ing them  how  efficiently  they  are  using  their  rotaries 
to  secure  good  machine  load  factors. 

The  efficiency  of  conversion  from  alternating  current 
to  direct  current  is  very  high,  ranging  from  90  per  cent 
to  92  per  cent.  For  example,  the  following  estimated 
performance  of  transmission  and  guaranteed  efficiency 
of  apparatus  at  the  Jones  and  Westport  substations 
was  made  on  the  record  of  energy  consumption  obtained 
for  the  months  of  July,  August,  September  and  Octo- 
ber, 1914,  appear  in  Table  IX: 


Table  IX — Estimated  Efficiency,  Transmission,  98  Per  Cent 
Westinghouse  Company's  guaranteed  efliciency — Jones 

Lowering  transformers 97.5  per  cent 

Rotary  converters 94.0  per  cent 

Total  a.  c.  to  d.  c 89.9  per  cent 

Westinghouse  Company's  guaranteed  efficiency — Westport 

Lowering  transformers   9'7.5  per  cent 

Rotary  converters 94.0  per  cent 

Total  a.  c.  to  d.  c 91.6  per  cent* 

•No  transmission  allowance  required. 


JONES 

Sub-Station 

A 

E.W.H 

Mid                                A  M.        1000                             '^O""                                     /    ^-M.                              ""■■ 
^  1       2     3      4      B      6     778      9     10    11     12     1       2     3     4      5/   e\  1      8      9      10    U  12 

13200  Volt 
A.  C. 
Dus. 

1200 

/ 

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H 

tul 
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A.U 
Peal 

~ 

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r 

/ 

V 

/^ 

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1050 
900 
760 
600 
450 
300 
150 

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rl. 

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mii 



— 

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Jonea  Sub 

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450 
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pac 

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- 

- 

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D.C 

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Westport 
Sob. 

1200V.U.C 

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Loss  ia 

Trans- 

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450 
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i — 

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1 — 1 

ANNAPOLIS  SHORT  LINE — GRAPHIC    PORTION  OF  SUBSTATION  LOG  SHEET 


The  Westinghouse  efficiencies  given 
for  apparatus  were  equalled  in  service 
due  to  the  very  good  machine-load  factor. 
The  average  load  factor  at  each  substa- 
tion was  55  per  cent.  The  power  record, 
which  is  presented  in  Table  VI  on  this 
page,  shows  how  closely  the  watt-hours 
per  ton-mile  follow  the  average  mean 
length  of  run,  that  is  to  say,  when  proper 
allowance  is  made  for  stops.  These  fig- 
ures were  obtained  before  coasting  in- 
structions and  ampere-hour  meters  were 
introduced  with  beneficial  results. 

Power  data  from  the  substation  log 
sheets  and  other  sources  are  recorded 
daily  on  cards  which  are  ruled  for  half  a 
month.  Typical  heads  of  the  two  cards 
used  and  actual  figures  for  the  first  day 
of  this  year  are  shown  in  Table  VII 
near  the  top  of  this  page. 

TRANSMISSION  SYSTEM 

As  the  Westport  substation  is  located 
in  the  plant  of  the  power-selling  com- 
pany, the  transmisson  lines  extend  only 
for  the  17.5  miles  between  Westport  and 
Jones.  The  original  transmission  system 
comprised  two  single-phase  lines  of  No. 
2  copper  mounted  on  one  cross-arm.  To 
make  the  same  pole  line  carry  the  pres- 
ent three-phase  system  in  duplicate  a 
cross-arm  for  two  wires  was  added  below 
the  original  arm  and  wires.  Each  of  the 
new  transmission  circuits  is  of  No.  0 
(105,530  circ.  mil)  steel-cored  aluminum 
wire,  the  size  being  the  equivalent  of  No. 
2  copper  and  the  coring  permitting  ap- 
proximately the  same  sag  as  copper.  The 
wires  are  mounted  in  triangular  arrange- 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


549 


ment  on  35,000-volt  O.B.  porcelain  insulators.  The  iron 
grounding  wire  for  lightning  protection  js  mounted  on 
the  top  of  the  poles  and  is  grounded  to  the  rails  every 
tenth  pole,  equivalent  to  a  distance  of  1200  ft.  Tele- 
phone interference  is  minimized  by  giving  each  wire 
two  complete  turns  in  the  17.5  miles  of  run. 

The  cost  of  changing  over  the  transmission  system 
was  as  follows :  For  materials  covering  35  miles  of  new 
aluminum  wire,  or  17.5  miles  of  track,  $8,913.68;  for 
labor,  $3,024.85.  The  bill  of  material  is  presented  in 
Table  VIII  on  page  548.  In  considering  labor  cost  it 
should  be  remembered  that  the  work  was  done  at  night. 

Rolling  Stock 

The  original  rolling  stock  was  of  the  usual  end-plat- 
form type  and  of  heavy  wooden  construction,  some  with 
steel  underframes.  In  changing  over  the  line  it  was 
felt  that  much  of  the  benefit  would  go  unappreciated  by 
the  public  if  there  was  no  apparent  improvement  in  the 
cars.  The  management  decided  that  in  the  first  place 
new  cars  of  all-steel  construction  should  be  used,  in  the 
second,  that  they  should  be  lighter  than  the  a.c.  cars 
and,  finally,  that  they  should  be  of  center-entrance  type. 

As  the  accompanying  plan  shows,  the  center-entrance 
car  is  divided  into  a  main  compartment,  toilet  and 
motorman's  cab  on  one  side,  and  into  a  smoking  com- 
partment,   baggage    compartment,    heater    room    and 


/^-4  ijuti^ 

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Signal    \\ 
Contact  Njl 

\\     Contact 

-       t 

Battery,^ '11 

f  CaJuW 

Signal 
ContMt 


^^       Switch 
T  Ground 


TruluLlnu  Wire 


^ 


S«i(ch      Bfttterj 

5 lUllh 

Ground 


To  Tntn 

Lino 
R«c«[iUole 

CoDtaot 


accompanying  drawing,  these  tests  indicated  that  a 
platform  43 1/^  in.  wide  with  three  risers  of  the  uniform 
height  of  111/2  in.  and  treads  of  the  widths  marked 
on  the  drawing  would  give  satisfactory  passenger  inter- 
change conditions.  The  same  plan  was  followed  in  con- 
nection with  the  motorman's  cabs,  a  dummy  with  stand- 
ard control  apparatus  therein  being  constructed  to 
ascertain  the  most  satisfactory  minimum  clearances. 
The  results  are  indicated  in  the  general  plan,  from 
which  it  will  be  seen  that  room  was  left  for  an  observa- 
tion window  at  the  main  compartment  end,  while  the 
similar  layout  of  sash  at  the  baggage  compartment 
end  is  especially  welcome  when  this  section  is  used  as 
a  post-office  car. 

The  new  Wason  cars  are  55  ft.  long,  8  ft.  9  in.  wide, 
15  ft.  6  in.  high  to  top  of  lowered  pantograph,  and 


Coiiductor's  Cord 

EUctrie  Ity.Jou. 
■:■      Omai  Orouad 

ANNAPOLIS     SHORT     LINE — DIAGRAM     OF     BUZZER     SIGNAL 
CONNECTIONS,  ETC. 

motorman's  cab  on  the  other  side.  With  the  center- 
entrance  arrangement  no  passenger  has  any  good  rea- 
son for  going  into  the  baggage  compartment,  while 
ladies  are  never  obliged  to  go  through  the  smoking  sec- 
tion. Furthermore,  the  conductor  stands  in  the  center 
of  the  car  at  all  times  in  the  best  possible  location  to 
maintain  supervision.  Another  advantage  of  the  center 
entrance,  which  is  of  real  importance  at  the  short  stops 
of  "limiteds,"  is  that  the  rate  of  passenger  interchange 
is  higher  because  people  can  go  in  and  out  at  the  same 
time.  In  accordance  with  State  regulations,  colored 
passengers  are  directed  to  take  the  seats  at  the  rear. 
Since  the  car  is  operated  double-ended  it  was  de- 
sirable to  know  in  advance  whether  a  car  of  the  width 
proposed  would  allow  ample  room  for  the  conductor  and 
passengers  if  stairways  were  provided  on  opposite  sides 
of  the  center  platform;  also  if  the  treads  and  risers 
would  be  comfortable  for  women  and  other  passengers. 
Hence  before  deciding  upon  this  feature  a  model  plat- 
form was  built  and  a  number  of  people  were  invited  to 
walk  up  and  down  the  steps  and  to  walk  by  each  other 
in  opposite  directions  on  the  platform.    As  shown  in  an 


Sltdrla  ity.  JowrmU 


EUetric  Rj/,Joiimal 

ANNAPOLIS   SHORT  LINE — LIGHT  SOCKET;    STEP  ARRANGE- 
MENT  FOR   CENTER-ENTRANCE    CAR 

weigh  80,300  lbs.  They  seat  fifty-two  passengers  each. 
The  trucks  are  Brill  MCB-2X  of  6-ft.  6-in.  wheelbase 
with  36-in.  rolled  steel  wheels.  The  underframe  in- 
cludes 10-in.  15-lb.  channels  for  the  side  sills,  four 
intermediate  8-in.  18-lb.  I-beams  and  cross  connections 
of  5  in.,  and  6-in.  8-lb.  channels.  At  the  center  of  the 
car  all  longitudinal  members  are  interrupted  except 
the  center  intermediate  sills.  To  take  care  of  this  a 
plate  11  ft.  6  in.  x  38  in.  x  %  in.  thick  is  riveted  to 
these  center  sills  and  also  to  the  cross-members  nearest 
the  platform.  Additional  diagonal  bracing  is  also  pro- 
vided. The  important  members  of  the  f  rani|ng  are  the 
T-posts  for  sides  and  roof  and  the  side  sheathing  of 
No.  10  steel  plate.  The  arch  roof  is  of  wood  with 
twelve  Automatic  ventilators.  The  floors  in  the  pas- 
senger and  motorman's  sections  are  also  of  wood  cov- 
ered with  elastic  tiling.  The  interior  finish  is  mahogany 
with  agasote  ceilings,  in  the  passenger  sections. 

The  cars  are  furnished  with  four  75-hp  commutating 
pole  motors  Westinghouse  317- A-4  geared  20:69.  They 
are  wound  for  field  control,  the  change  from  full  field 
to  short  field  being  made  by  means  of  four  switches 


ANNAPOLIS    SHORT   LINE— PLAN    OF    DOUBLE-END    CENTER-ENTRANCE    PASSENGER   AND   BAGGAGE    CAR 


550 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


lo    o 

1 

! 

1  . 

1 
1 

=S: 

HE. 


Section  A-A 


ANNAPOLIS  SHORT  LINE — REVISED  COLLECTOR 

in  the  unit  switch  group.  The  control  is  the  motor 
builder's  HLF  design  with  resistance  to  cut  down  the 
line  voltage  to  210  for  the  switch  group  magnets.  No 
dynamotor  is  used,  the  Westinghouse  D2K  compressor 
being  operated  directly  on  1200  volts,  while  the  lamps 
are  wired  ten  in  series  at  120  volts  each.  These  lamps 
are  mounted  in  Mogul  sockets  with  condulets.  The 
arrangement  illustrated  on  page  549  places  the  conduit 
as  far  back  from  the  headlining  as  possible  and  secures 
a  sightly  appearance. 

The  signal  system  is  of  the  buzzer  type,  which  was 
adopted  in  preference  to  bell  signals  because  it  may 
be  used  for  instantaneous  signaling  throughout  any 
number  of  multiple-unit  cars. 

The  Westinghouse  AMM  brake  has  the  straight  air 
feature  for  single-car  operation  and  automatic  for  train 
service.  It  includes  the  Type  J  slack  adjuster.  The 
air  Sanders  are  Ohio  Brass  "Universal"  design  and  the 
hand  brakes  are  of  Peacock  type. 

Instead  of  using  the  heavy  M.C.B.  coupler  with  ac- 
companying draft  rigging  and  anchorage  casting  the 
company  adopted  the  Tomlinson  radial  coupler  which 
saves  1400  lb.  per  unit.    Hedley  anti-climbers  are  used. 

The  cars  carry  two  sliding  pantographs.  Only  one 
pantograph  is  used  at  a  time  except  when  the  other 
serves  as  a  sleet  cutter.  These  collectors  are  equipped 
with  sheet  steel  shoes  bearing  against  the  wire  with  a 
pressure  of  10  lb.  to  15  lb.  Experience  indicates  that 
grease  grooves  are  unnecessary. 

The  shoe  is  built  of  1/16-in.  sheet  steel  6  in.  wide, 
4  ft.  long  and  flanged  %  in.  on  each  side.     This,  the 


.=^ 


Diaphragm 
iu  Here 


'°^i^=:=. 


„  1  1  „ 

/;;t=rt=0  Control  Cock      Control  Cockcr=Bt=r\ 
Exhaust  Cock  c=Mj  ■[&=>Ej:haun  Cock 


Main  Reservoir 


)i 


ANNAPOLIS  SHORT  LINE — PANTOGRAPH   AIR  CONTROL 

only  part  which  requires  renewal,  costs  about  26  cents 
in  labor  and  material  for  its  average  life  of  1000  car- 
miles.  Templets  are  used  for  the  manufacture  of  shoes. 
As  shown  in  an  accompanying  drawing,  the  aluminum 
pantograph  horns  have  been  altered  in  shape  after  they 
have  been  received  from  the  maker  to  permit  greater 
contact  area  for  the  shoe  where  oscillations  are  un- 
usually heavy. 

The  pantographs  are  now  arranged  for  straight  air 
operation  whereas  they  were  formerly  manipulated 
through  combined  air  and  magnet  control.  All  locking 
devices  have  also  been  eliminated.  Assuming  that  a 
man  is  to  operate  a  car  from  the  No.  1  end  his  first 
act  would  be  to  open  the  exhaust  cock  at  that  end  and  to 
close  the  exhaust  cock  at  the  No.  2  end.  He  could  then 
close  the  train  cocks  at  both  ends  of  the  car.  Next  he 
would  open  the  cut-out  at  the  No.  1  end  and  close  the 
cut-out  cock  at  the  No.  2  end. 

In  every-day  service  the  motorman  does  not  have  to 
go  through  this  sequence  of  operations.  But  one 
pantograph  is  used  each  day,  and  all  of  the  preparatory 
steps  are  cared  for  by  the  yard  inspector.  Hence,  in 
regular  service,  the  motorman  has  to  change  the  ex- 
haust cock  only.  He  closes  this  cock  in  the  cab  from 
which  he  is  not  operating  and  opens  it  in  the  one  from 
which  he  is  going  to  operate.  He  is  then  ready  to 
bring  the  pantograph  into  service  by  means  of  a  three- 
way  cock.  Hose  connections  permit  the  operation  of  all 
active  pantographs  in  a  train  from  one  cab. 


ANNAPOLIS    SHORT    LINE — FORMING    PANTOGRAPH     SHOE       ANNAPOLIS  SHORT   LINE — PANTOGRAPH  SitOE   COMPLETED 


CHICAGO  ELEVATED  SHOP  PRACTICE 


Some  of  the  Practices  and  Kinks  Employed  in  Removing  the  Causes  of 
Equipment  Defects  and  Reducing  Maintenance  Costs 


THE  mechanical  department  of  the  Elevated  Rail- 
roads of  Chicago,  in  pursuance  of  a  general  policy 
of  removing  the  cause  of  defects,  in  addition  to  devoting 
attention  to  the  reduction  of  the  cost  of  making  repairs, 
has  obtained  most  satisfactory  and  gratifying  results 
with  limited  shop  equipment. 

Wheel  Practice 

In  fixing  a  wear  limit  for  steel  wheels  it  was  realized 
that,  while  there  is  a  point  at  which  flange  wear  may 
be  limited  to  reduce  to  a  minimum  the  amount  of  metal 


mRTHWESTERM  ELEVATED  RAIUtOAD  CO. 

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CHICAGO    ELEVATED — WHEEL    AND    AXLE    RECORD;    WHEEL 
TURNING  RECORD 

lost  in  turning,  this  consideration  alone  cannot  deter- 
mine the  wear  limits  at  which  wheels  should  be  re- 
moved from  service.  A  practical  wheel  defect  gage  also 
must  allow  for  reasonable  wear  on  track  special  work. 
Following  an  investigation  of  many  contours  of  worn 
wheels,  and  of  the  wear  on  rails,  switches  and  frogs  at 
a  number  of  locations  on  the  system  and  accurate  meas- 
urement of  wheels,  switches  and  frogs  at  points  where 
derailments  occurred,  the  gage  shown  on  page  553  of 
this  issue  was  adopted.    On  this  gage  five  limits  are  pro- 


vided, namely,  thin  flange,  low  flange,  high  flange,  point- 
ed flange  and  straight  flange.  The  dimensions  of  these 
limits  are  indicated,  and  the  method  of  application  of 
the  different  limiting  points  is  shown  in  one  of  the 
illustrations. 

In  order  to  furnish  some  definite  working  standard, 
minimum  and  maximum  pressures  for  pressing  wheels 
on  axles  have  also  been  adopted  for  the  various  sizes  of 
axles.  A  hydraulagraph  record  is  taken  for  each  wheel 
at  the  time  it  is  pressed  on  an  axle,  and  this  becomes 
a  part  of  the  permanent  shop  records.  The  maximum 
and  minimum  pressures  adopted  for  the  various  axle 
diameters  are  as  follows: 


Diameter  of  Axle 

Minimum  Pressures, 

Maximum  Pressures, 

at  Wheel  Fit,  in. 

Tons. 

Tons. 

4 

40 

60 

4% 

45 

65 

4% 

45 

65 

5 

50 

75 

5% 

60 

75 

5% 

55 

80 

5% 

55 

80 

6 

60 

90 

6^4 

60 

90 

6% 
6% 

65 

95 

65 

95 

7 

70 

100 

Wheel  and  Axle  Records 

Wheel  and  axle  records  are  filed  by  axle  number  in 
an  envelope  which  contains  the  records  of  all  wheels 
and  gears  fitted  to  an  axle  during  its  life  in  service. 
Each  envelope  contains  a  hydraulagraph  record  of  the 
wheel  and  gear  fits,  a  turning  record,  a  record  of  the 
position  of  the  axle  under  the  car  from  which  it  was 
removed  and  a  record  of  the  car  number  and  the  posi- 
tion of  the  axle  when  it  is  again  restored  to  service.  In 
addition  to  the  axle  number  on  the  face  of  the  record 
envelope,  the  size  of  the  axle,  the  type  (whether  used 
on  a  motor  or  a  trailer),  the  date  on  which  it  was  put 
in  service  and  the  name  of  the  manufacturer  are  shown. 
These  axle  and  wheel  records  are  then  filed  under  the 
car  numbers.  To  distinguish  between  axles  in  service 
and  those  in  the  shop,  a  separate  file  is  kept  for  the 
latter.    Records  of  the  operations  necessary  to  fit  a  new 


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CHICAGO  ELEVATED— TYPICAL  HYDRAULAGRAPH  RECORDS   OF  WHEELS  AND  GEARS 


552 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV;  No.  12 


axle  or  to  renew  wheels  are  prepared  by  the  foreman 
in  charge  of  boring  mill,  wheel  lathe  and  wheel  press. 

Emergency  Methods  of  Removing  Wheels 
FROM  Axles 

In  the  few  cases  where  the  pressure  required  to  re- 
move a  wheel  from  an  axle  exceeds  the  capacity  of  the 
200-ton  wheel  press,  a  gas  heater  is  used  to  expand  the 
wheel  until  the  press  will  remove  it.  This  heater  con- 
sists of  114-in.  pipe  burner  curved  to  fit  the  tire,  several 
sizes   being   provided  to  fit  different  sizes   of  wheels. 


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NORTHWESTERN  EUyATED  RAILBOAO  CO,  CO. 

WHEELS  OUT  AND  IN    /)  _  ^ 


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CHICAGO  ELEVATED — RECORD  OF  WHEEL  APPLIED 

Holes  drilled  on  the  inside  of  the  burner  rings  permit 
the  flame  to  play  on  the  tire,  and  a  smaller  burner  of 
the  same  size  of  pipe  is  used  to  heat  the  hub.  These 
burners  are  connected  into  the  shop  gas  and  compressed 
air  systems  through  a  mixer  located  at  the  junction  of 
the  air  and  gas  pipes  and  the  burner  ring.  For  the 
most  obstinate  cases  approximately  fifteen  minutes  are 
needed  to  heat  the  wheel  to  the  required  temperature. 

Wheel  Hoist 

As  the  shop  tracks  parallel  the  axis  of  the  wheel  lathe, 
it  is  necessary  to  turn  the  wheels  by  hand  or  with  the 
overhead  bridge  crane  before  they  can  be  rolled  between 
the  lathe  centers.  To  facilitate  this  operation,  an  old 
10-in.  X  12-in.  brake  cylinder  was  mounted  in  a  pit 
beneath  the  shop  floor  and  connected  into  the  shop  com- 
pressed-air system.  A  hollow  piston  was  fitted  to  this 
brake  cylinder  so  that  the  hoist  saddle  which  received 
the  axle  could  be  inserted  for  turning  a  pair  of  wheels 
and  then  removed  to  keep  the  track  and  fioor  clear.  The 


air  control  valve  is  operated  by  a  key  which  is  inserted 
in  position  only  when  the  hoist  is  in  use. 

Axle  Testing  Outfit 

When  cars  are  overhauled  all  axles  are  carefully  ex- 
amined and  receive  an  impact  test  on  both  journals. 
The  axle  is  set  on  two  substantially-built  horses  placed 
just  inside  the  wheel  hubs,  and,  in  this  position  is  thor- 
oughly cleaned  and  examined  for  flaws  with  a  magnify- 
ing glass.  If  none  is  found,  an  axle-testing  tool,  con- 
sisting of  a  saddle  striking  block  fitted  with  a  babbitted 


B  J  B.  tT8.    lU.    ]M 


AXLC  NO KlU-S? 

TEBN  ELEVATED  RMLROAO  CO.      CO. 

WHEELS  OUT  AND   IN 


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CHICAGO  elevated — RECORD  OF  WHEEL  REMOVED 

bearing  to  prevent  scarring,  is  set  in  position  on  the 
end  of  the  journal.  This  striking  block  then  receives 
four  blows  from  a  12-lb.  hammer,  the  axle  being  turned 
90  deg.  with  each  blow.  If  there  is  a  flaw  which  is  not 
evident  under  the  magnifying  glass,  the  sledge-hammer 
blows  are  quite  certain  to  bring  it  out,  its  presence 
being  indicated  by  thin  fllm  of  oil  which  appears  along 
the  crack.  This  simple  method  of  locating  flaws  in 
journals  and  axles  has  resulted  in  the  removal  of  sev- 
eral defective  axles  from  service. 

Method  of  Mounting  Pinions 

The  first  operation  in  mounting  a  pinion  is  to  pre- 
pare the  key  for  a  driving  fit  on  the  armature  shaft. 


CHICAGO  elevated— WHEEL  AND  AXLE-TURNING  HOIST  CHICAGO  ELEVATED— VIEW   OF  WHEEL  HEATING  OUTFIT 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


553 


Keys  are  required  to  fit  snugly  against  the  sides  of  the 
pinion  keyways  but  not  as  tightly  as  on  the  shaft. 
After  a  key  has  been  fitted,  the  pinion  is  slipped  on  the 
shaft  to  insure  clearance  between  the  key  and  the  bot- 
tom of  the  pinion  keyway.  A  "feeler"  gage,  1/64  in. 
thick,  is  used  to  determine  the  keyway  clear- 
ance, and  it  must  pass  the  entire  length  of  -«-„  — 
the   keyway.      The   taper   fits    of   pinion    and        '  [  '^i'       ' 


Trim  Upper  Valve  Stem  here 
Trim  Flat 


Running  water  is  so  connected  to  the  molds  that  there 
is  sufficient  flow  of  cold  water  to  cool  the  mandrels  dur- 
ing molding  operations.  While  the  molds  are  out  of 
service,  they  are  coated  with  heavy  petroleum  grease 
to  keep  them  in  good  condition. 


Condemn  if  PoiDt  Touches. 
Flange 


ateetric  Ry^JounuU 


Sltetric  fiy.Jo«ntaf 


CHICAGO   ELEVATED — GAP   GAGE   FOR   SHORT   VALVE   STEM  ;  APPLICATION   OF  WHEEL-DEFECT  GAGE 


shaft  are  compared  by  chalk-marking  the  shaft.  A 
pinion  may  not  be  thrust  against  the  collar  at  the 
back  end  of  the  shaft  fit,  since  this  introduces 
unusual  stresses  and  may  cause  loosening. 

After  a  pinion  has  been  fitted  to  the  shaft,  it  is 
heated  in  boiling  water  for  twenty  minutes.  After 
treatment  by  the  boiling  process,  it  is  placed  upon  the 
shaft  and  tapped  lightly  into  place,  and  the  nut  is  ap- 
plied to  keep  it  from  backing  off.  After  the  nut  is  in 
place  the  pinion  is  again  tapped  with  a  sledge  hammer, 
and  any  movement  is  followed  up  with  the  nut.  The 
pinion  is  not  forced  into  place  by  hard  blows  as  this 
introduces  internal  stresses  when  the  metal  cools,  great- 
ly decreasing  its  ability  to  resist  service  shocks. 

Water-Cooled  Mandrel  Babbitting  Molds 

The  water-cooled  babbitting  molds  used  in  this  com- 
pany's shops  have  greatly  increased  the  output.  A  set 
of   these    is    shown    in    an    accompanying    illustration. 


A  strap-iron  collar  with  two  setscrews  is  fitted  to 
each  mandrel  and  serves  to  fasten  the  bearing  shells  in 
position  while  the  babbitt  is  being  poured.  After  the 
babbitt  has  been  poured  cold  water  is  allowed  to  cir- 
culate through  the  mandrel  to  chill  and  harden  the  bear- 
ing surface.  An  excellent  bearing  surface  is  obtained 
without  the  blisters  often  produced  by  heated  mandrels. 
The  greatest  advantage  of  the  use  of  this  method  lies  in 
the  increased  output,  for,  as  compared  with  the  use  of 
a  mandrel  not  water-cooled,  the  water-cooled  mandrel 
has  made  it  possible  to  increase  the  output  of  bearings 
eight  to  twelve  times. 

Motor  Testing 

All  motors  are  thoroughly  tested  after  they  have  been 
completely  assembled  on  the  shop  floor  before  being  re- 
turned to  service.  This  test,  which  is  made  primarily 
to  determine  the  condition  of  the  bearings,  lasts  for 
an  hour,  the  motor  being  operated  at  the  maximum 
speed  attained  in  service.  Inaccuracies  in  bearing  sizes 
and  fits,  as  well  as  damage  to  bearings  or  armature 


CHICAGO   elevated — AXLE-TESTING  SET 


CHICAGO   ELEVATED — WATER-COOLED  BABBITTING   MOLDS 


554 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


shafts  in  assembling,  are  indicated  thereby.  Motors 
which  do  not  develop  hot  bearings  at  speeds  from  750 
r.p.m.  to  800  r.p.m.  may  run  hot  at  1400  r.p.m. 

In  this  test  the  current  is  controlled  by  resistance 
between  limits  of  90  amp  to  400  amp,  which  permits  a 
175-hp  motor  to  be  run  as  a  shunt  motor  at  its  maximum 
service  speed.  The  shunt  connection  allows  full  line 
voltage  to  be  applied  between  brushes,  and  this  serves 
as  a  final  check  on  the  condition  of  the  armature.  Fi- 
nally, the  motor  receives  a  1200-volt  a.c.  breakdown 
test,  before  going  into  servite. 

Air  Compressor  Test 

After  compressors  are  overhauled  they  are  connected 
to  the  shop  air  supply  system  and  are  operated  for  at 
least  twelve  hours.  While  thus  under  test  they  are  in- 
spected and  adjusted.  As  the  compressors  are  con- 
trolled automatically  during  the  test  run,  the  operating 
conditions  are  analogous  to  a  service  test. 

Multiple-Unit-Control  Testing  Outfit 

Control  equipment  is  usually  tested  only  at  line  volt- 
age, sight  being  lost  of  the  fact  that  under  normal 
operating  conditions  the  voltage  at  the  car  sometimes 
drops  to  two-thirds  or  less  of  the  substation  voltage. 
For  this  reason  the  control  repairmen  of  the  Elevated 
Railroads  are  equipped  with  a  voltage-control  rheostat 
with  resistance  sufficient  to  reduce  the  line  voltages  to 
300  or  350,  for  use  between  substations  or  at  the  end 
of  a  line  where  failures  occur  most  frequently.  By 
reproducing  low- voltage  conditions  a  repairman  is  able 
to  determine  whether  the  failure  was  due  to  this  cause. 

The  rheostat  is  shown  at  the  right  in  the  cut  in  the 
next  column.  It  is  a  perforated  steel  box  with  handles, 
in  which  a  set  of  ordinary  car  heater  coils  is  mounted. 
On  a  slate  base  fastened  to  the  side  of  the  box  is  a 
rheostat  arm  with  contact  points  so  tapped  into  the' 
heater-coil  circuits  as  to  give  a  range  of  voltage  from 
250  to  450  in  25-voIt  steps.  To  conduct  a  test  this 
outfit  is  arranged  with  one  end  of  the  heater  circuit 
connected  through  a  switch  and  fuse  to  the  trolley,  and 
the  other  end  is  grounded  on  the  track  rail.  A  third 
wire  leading  from  the  rheostat  arm  is  then  connected 
to  the  main  switch  in  the  car.     All  of  the  heaters  and 


is  reduced  to  350  volts  and  the  control  is  notched  up  to 
a  position  in  which  the  maximum  number  of  contactors 
is  in  service.  An  ordinary  spring  balance  is  employed 
to  test  the  contactor  pull  if  necessary.  Very  obsti- 
nate cases  of  trouble  have  been  discovered  in  this  way. 
In  making  the  test  the  hook  end  of  the  spring  balance 


CHICAGO  elevated — SPRING  BALANCE  IN  CONTACTOR  TEST 

the  compressor  may  not  be  in  operation  at  the  time  the 
test  is  made;;  since  the  rheostat  is  of  insufficient  capacity 
to  operate  them.  After  the  testing  outfit  has  been  con- 
nected in  this  manner,  the  circuit  breaker  is  tripped  and 
rdset  on  low,  voltage,  the  reverses  are  thrown  and  the 
car  control  is  run  up  on  one-half  line  voltage. 

If  the  control  repairman  is  unable  to  locate  defects 
by  varying  the  voltage  on  the  contactors,  the  pressure 


CHICAGO   ELEVATED — CONTROL   AND    JUMPER  TEST   SETS 

is  fastened  to  the  contactor  switch  mechanism.  In 
this  position  the  repairman  reads  the  force  required  to 
pull  out  the  contactor  plunger.  If  the  contactor  coils 
are  not  short-circuited,  a  condition  which  the  rheostat 
tests  should  show,  the  contactor,  as  a  rule,  will  pull 
out  at  about  75  lb.,  providing  the  brass  bushing  and 
air-gap  washer  in  the  contactor  are  not  unduly  worn. 
This  test  indicates  contactors  which  have  worn  air-gap 
washers  or  bushings.  Contactors  requiring  a  force 
of  100  lb.  or  more  to  pull  them  out  are  quite  certain  to 
cause  trouble  in  service.  Cases  have  been  found  where 
the  air-gap  washers  were  worn  through  and  a  250-lb. 
force  was  required  to  move  the  contactor  plunger. 

Pneumatic  control  is  also  tested  with  the  voltage- 
varying  rheostat.  If  any  particular  magnet  fails  to 
operate  in  this  test,  the  inspector  resorts  to  his  valve 
gage  as  a  means  of  checking  or  adjusting  the  air-gap. 
This  gage  is  shown  on  page  553.  In  making  this  check 
adjustment,  the  magnet  cap  and  armature  are  removed, 
and  the  gage  is  inserted  with  the  0.026-in.  slot  over  the 
end  of  the  upper  valve  stem.  With  the  gage  in  this 
position  and  the  switch  closed  the  valve  should  be  tight, 
showing  that  the  final  gap  is  more  than  0.026  in.,  if 
the  valve  is  in  good  condition.  By  inverting  the  valve 
gage  so  that  the  0.062-in.  slot  may  be  pressed  over  the 
valve  stem,  the  lower  valve  should  not  blow,  a  condition 
indicating  that  the  final  gap  is  not  more  than  0.062  in. 
If  the  gap  is  too  long  the  upper  valve  stem  is  trimmed, 
and  if  too  short  the  upper  valve  stem  is  stretched  by 
peening,  or  a  new  valve  stem  is  inserted. 

■ '-  •         Train  Line  and  Jumper  Test  Set 

A  unique  outfit  for  testing  600-volt  control  train  line 
and  jumpers,  as  used  in  Chicago,  is  shown  at  the  left 
in  the  cut  in  this  column.  Essentially  it  consists 
of  a  transite-lined  wooden  resistance  box  with  handles, 
containing  two  circuits,  one  for  testing  for  open  cir- 
cuits and  grounds,  and  the  other  for  testing  for  short 
circuits.     Circuit  diagrams  appear  in  the  next  column. 

The  method  of  inspection  employed  in  these  tests  is 
this:  After  the  ends  of  the  jumper  have  been  blown 
out  they  are  connected  to  the  two  receptacles  on  the 
test  set  cabinet,  shown  diagrammatically.  The  current 
is  turned  on  through  a  snap  switch,  and  the  jumper  is 
twisted  and  shaken.  If,  during  this  operation,  smoke 
or  sparking  is  observed,  or  the  pilot  lamp  on  the  top  of 
the  cabinet  flickers,  it  is  an  indication  that  there  is  an 
open  circuit  or  a  ground  to  the  plug  casting. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


555 


In  testing  for  short  circuits,  one  end  of  the  jumper 
is  inserted  in  a  third  receptacle  on  the  test  cabinet, 
which  is  in  the  circuit  shown  in  the  lower  diagram. 
The  jumper  is  twisted  and  shaken  in  the  short-circuit 
test,  and  short-circuited  wires  are  indicated  by  smoke, 
sparking  or  the  blowing  of  the  fuse  in  the  test  circuit. 
One  jumper  circuit  is  tested  at  a  time,  the  jumper  plug 
being  removed  and  rotated  until  each  of  the  seven  cir- 


25-Amp  Fuse 


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standard  Uectptaclcs 
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EUctric  Ry,Jottrnal 


Tell-tale  Lamp 


Snap  Switch 
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2a-Amp  Fuse 

Standard  Receptacle 

Connected  to  Trolley 

and  Ground 

CHICAGO  ELEVATED — DIAGRAMS  OF  TEST  CABINET  CIRCUITS 

cuits  has  been  connected  to  the  live  terminal.  When 
jumpers  are  found  to  be  in  good  condition,  they  are 
cleaned,  the  fiber  ends  are  shellacked,  and  the  cables 
and  receptacles  receive  a  coat  of  insulating  paint.  In 
a  similar  manner  the  train-line  control  cables  for  motor 
and  trail  cars  are  tested,  two  special  jumper  cables  be- 
ing provided  for  this  purpose,  one  8  ft.  long  and  another 
52  ft.  long. 

All  jumpers  and  motor-control  circuits  are  tested 
every  month,  and  to  designate  the  month,  the  receptacle 
lid  and  jumper  head  are  painted  a  color  corresponding 
to  a  month  of  the  year.  All  jumpers  are  numbered, 
brass  tags  fastened  to  the  cable  showing  the  numbers. 
These  are  used  in  compiling  records  of  tests. 

As  the  life  of  a  jumper  cable  is  between  two  and  one- 
half  and  three  years,  all  are  renewed  after  this  period 
of  service. 

Trouble  Board  Record 

The  trouble  board  which  is  shown  in  one  of  the  ac- 
companying illustrations  was  devised  to  keep  track  of 
the  work  of  six  divisions  involving  repairs  in  any  one  of 
six  shops.  Its  purpose  primarily  was  to  obtain  a  record 
of  troubles  at  each  division  headquarters,  so  that  incipi- 
ent defects  might  be  cared  for  and  a  special  effort  made 
to  remedy  the  cause  of  defects  which  occur  in  the  same 
equipment  more  than  once.  This  board,  in  connection 
with  the  interchanging  of  reports  of  car  repairs  be- 
tween division  headquarters,  makes  possible  a  record 
of  every  case  of  trouble.  Each  terminal  shop  keeps  a 
daily  log-book  of  cars  repaired.  Copies  of  the  records 
are  exchanged  among  the  divisions,  a  separate  record 
being  made  for  cars  from  each  division.  From  these 
records,  as  well  as  from  those  returned  by  each  divi- 
sion shop  force,  the  trouble  board  is  maintained.  Each 
day  the  foreman's  clerk  records  upon  it  the  information 
contained  on  all  repair  reports  for  cars  operating  out 
of  his  division  tags  of  different  colors  and  dates. 

The  board  contains  a  number  of  squares  representing 
the  different  car  numbers,  and  in  each  square  are  two, 
three  or  five  hooks.  Each  hook  is  used  for  a  certain 
class  of  trouble,  and  each  record  tag  is  dated  the  day 


the  trouble  was  remedied.  The  squares  containing  two 
hooks  are  for  trailers,  one  hook  being  for  brake,  and 
the  other  for  bearing  trouble.  The  squares  containing 
three  hooks  are  for  trailers  with  control  equipment,  one 
hook  being  for  brake,  another  for  bearing,  and  a  third 
for  controller  trouble.  The  squares  containing  five 
hooks  are  for  motor  cars,  with  one  hook  set  aside  for 
controller,  another  for  motor,  another  for  brake  and 
compressor,  and  the  fourth  for  bearing  trouble.  The 
center  hook  is  for  "no  trouble  found,"  or  to  indicate 
that  the  car  has  been  overhauled. 

Since  each  hook  is  used  for  a  certain  kind  of  trouble, 
the  weaker  parts  of  the  equipment  may  be  readily  dis- 
cerned, and  if  more  than  two  tags  representing  one  kind 
of  trouble  are  mounted  on  the  same  hook  of  a  particular 
car,  it  is  inspected  thoroughly  to  find  a  remedy.  When 
a  special  effort  has  been  made,  a  white  tag  is  hung  from 
this  hook,  the  regular  tag  for  the  trouble  record  being 
red.  If  the  same  trouble  is  reported  for  the  third  time, 
the  car  is  ordered  out  of  service  and  to  the  main  repair 
shops,  where  it  is  overhauled  if  necessary.  When,  as 
frequently  occurs,  trouble  is  repeated  and  no  cause  for 
it  is  found  by  the  inspectors,  a  record  is  kept  of  it  by 
a  tag  placed  on  the  center  hook  of  the  particular  car 
in  question.  When  four  tags  representing  "no  trouble 
found"  appear  on  the  center  hook,  an  expert  is  assigned 
to  locate  the  defect. 

This  system  enables  the  foreman  to  call  the  inspec- 
tion-shop foreman's  attention  to  the  defect,  and  he  in 
turn  instructs  the  inspectors  to  give  particular  atten- 
tion to  the  defect  in  question.  In  this  manner  inspectors 
are  also  educated  up  to  the  requirements  of  the  service. 
Whenever  a  defect  has  occurred  and  two  weeks  have 
elapsed  without  its  being  repeated,  the  tags  are  re- 
moved from  the  board.  A  yellow  tag,  hung  on  the 
center  hook,  is  used  to  indicate  that  a  car  has  been 
overhauled.  Like  the  other  tags,  this  one  bears  the  date 
on  which  the  overhauling  was  completed. 


CHICAGO  elevated — TROUBLE  BOARD  FOR  490  CARS 

The  trouble  board  also  gives  the  division-shop  fore- 
man a  comprehensive  view  of  the  condition  of  the  equip- 
ment under  his  care,  and  automatically  the  defects 
which  are  repeated  are  indicated.  The  number  of  tags 
on  a  trouble  board  is  an  indication  of  the  repair  force 
efl!iciency,  and  at  the  same  time  the  trouble-detecting 
ability  of  the  various  inspectors  may  be  readily  ob- 
served by  the  way  in  which  they  keep  the  board  clear 
of  tags.  As  shown  in  the  accompanying  illustration,  a 
small  shelf  is  provided  along  the  base  of  the  board, 
which  is  divided  into  thirty-one  compartments,  each 
containing  tags  of  a  particular  number  to  indicate  the 
day  of  the  month. 


|iiai3l5ISJHSMfflSJSISJEISJMMai3l3l5ISJMSM5ISI3JSJHMfflai3J3JSIMSiaiM^ 

SPRINGFIELD  SHOPS  AND  CARHOUSE 

Economical  Use  of  Space  and  Provision  for  Convenient  Handling  of  Cars  Are 
Features  of  the  New  Plant  of  the  Springfield,  Ohio,  Railway 

jjaMsisraMaEEMaisiBMaiBiiajsjsisiBMa 


EXTENSIVE  improvements  in  the  plant  of  the 
Springfield,  Ohio,  Railway  Company,  a  sub- 
sidiary of  the  American  Railways  Company,  are  now 
nearing  completion.  These  include  new  shops  and  car- 
house  which  have  been  built  on  a  site  superior  in  every 
way  to  the  site  of  the  old  ones,  which  were  on  low 
ground  subject  to  flooding.  While  some  of  the  main- 
tenance work  of  the  Springfield  Railway  is  now  done 
and  will  continue  for  the  present  to  be  done  in  the 
shops  of  the  People's  Railway  Company  at  Dayton, 
about  25  miles  away,  the  new  shops  have  been  con- 
structed with  a  view  to  handling  all  of  this  work  ulti- 
mately. For  the  present,  one  motor-driven  36-in.  lathe, 
one  motor-driven  24-in.  shaper,  one  power  hack  saw, 
one  wet  grinder,  one  dry  grinder,  with  a  few  small  tools, 
work  benches,  etc.,  have  been  purchased.  These,  with 
the  tools  from  the  old  shop,  will  be  sufficient  to  care 
for  ordinary  up-keep. 

There  are  at  present  37^  miles  of  single  track  in 
Springfield,  and  the  rolling  stock  consists  of  sixty-nine 
cars  of  all  classes.  Ten  new  semi-steel  cars  of  steel 
girder  construction  were  delivered  the  first  of  the  year, 
making  twenty  of  this  type  now  in  service.  The  rail- 
way serves  a  territory  with  a  population  of  slightly 
more  than  50,000. 

General  Layout 

The  shops  and  carhouse  occupy  a  lot  190  ft.  in  width 
and  averaging  more  than  900  ft.  in  depth,  the  shops 
being  at  the  back  of  the  lot,  while  at  the  front  a  large 
space  is  left  for  future  expansion  of  the  carhouse.  The 
general  layout  is  shown  in  the  accompanying  block 
plan,  which  is  designed  to  call  attention  to  the  follow- 
ing features:  The  carhouse  containing  ten  tracks  and 
separated  into  a  six-track  and  a  four-track  section  by 
means  of  a  brick  curtain  wall ;  the  shops  and  storeroom, 
forming  three  sides  of  a  rectangle;  the  heating  plant 
centrally  located. 

The  track  layout  is  designed  to  furnish  storage  space 
and  reasonable  facility  for  moving  cars  from  this  car- 


house  to  the  shop  department.  The  shops  are  at  the 
rear  of  the  carhouse,  and  a  track  loop  skirts  the  east, 
west  and  south  property  lines,  passing  around  the 
building. 

The  Carhouse 

The  carhouse,  119  ft.  x  234  ft.  in  size,  has  the  follow- 
ing among  other  features  of  special  interest: 

The  building  is  divided  into  two-track  bays  by  2-in. 
curtain  fire  walls  suspended  between  columns  from  the 
roof  girders  by  steel  straps.  The  wall  comes  down  to 
within  8y2  ft.  of  the  floor.  It  is  of  concrete,  plastered 
on  both  sides  of  a  metal  lath  foundation,  framed  and 
supported  as  shown  in  detail  in  an  accompanying  illus- 
tration. 

About  two-thirds  of  the  floor  area  is  taken  up  with 
pits  between  which  are  reinforced  concrete  runways 
mounted  on  cross  piers  12  in.  thick  spaced  12  ft.  on 
centers.  These  piers  also  support  the  rails  which  form 
an  integral  part  of  the  runway  floor  slabs.  T-rails 
weighing  106  lb.  per  yard  were  used  to  furnish  girder 
support  for  the  cars  between  piers.  The  inner  rails  of 
parallel  tracks  are  held  to  gage  by  tie  rods  on  4-ft.  cen- 
ters, and  the  floor  slabs  are  molded  down  to  their  bases 
as  shown  in  an  illustration. 

The  floor  slabs,  which  are  well  crowned,  are  5  in. 
thick  in  the  center.  Concrete  corbels  cast  solid  with 
the  floor  slabs,  engaging  with  the  bearing  projections 
on  the  piers,  serve  to  keep  the  slabs  in  place.  The  con- 
crete floor  throughout  the  carhouse  is  surfaced  with 
the  Master  Builders'  hardener  surface. 

The  roof  of  the  carhouse  is  of  3-in.  concrete  slabs 
covered  with  a  roofing  cement  known  as  Armorcote, 
applied  directly  to  the  concrete.  This  material  has  not 
been  used  on  such  large  buildings  before.  It  is  a 
plastic,  bituminous  material.  The  frame  of  the  build- 
ing is  of  steel  with  9-in.  brick  walls.  Excepting  in  the 
outside  walls,  the  steel  work  is  exposed. 

The  north  end  of  the  carhouse  is  closed  with  wooden, 
swinging  doors.    While  this  plan  appears  somewhat  re- 


< 


SPRINGFIELD  SHOPS — VIEW  OF  CARHOUSE,  WITH  SHOPS  IN  BACKGROUND 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


557 


actionary  it  has  been  used  here  because  the  construc- 
tion, with  exposed  steel  work,  is  not  strictly  fireproof 
and  it  was  considered  essential  to  have  doors  that  could 
be  broken  out  easily  if  necessary. 

The  Shops 

The  shops  are  placed  at  the  rear  of  the  lot  and  are 
housed  in  a  U-shaped  building,  of  which  the  storeroom 
occupies  the  central  portion,  the  paint  shop  one  wing 
and  the  carpenter  and  repair  shops  the  other.  The 
storeroom  is  large  enough  to  house  supplies  in  suffi- 
cient quantities  for  the  several  departments  of  the 
company.  A  passageway  along  one  side  not  only  gives  ac- 
cess to  the  storeroom  but  provides  an  inclosed  passage- 
way between  the  two  wings  of  the  shop  building.  By 
this  arrangement  the  storeroom  is  readily  accessible 
from  all  shops  and  at  the  same  time  is  conveniently  lo- 
cated for  receipt  and  delivery  of  supplies  to  team  trucks 


or  supply  cars.     A  platform  for  the  latter  purpose  is 
placed  on  the  south  side. 

The  storeroom  is  fitted  with  steel  shelving,  and  at 
one  end  a  fireproof  vault  for  the  storage  of  inflammable 
material,  other  than  oil  and  paint,  is  provided.  Oil  and 
paint  are  stored  in  a  separate  room  located  in  the  angle 
formed  by  the  paint  shop  and  the  storeroom.  This 
paint  and  oilroom  is  inclosed  with  fireproof  concrete 
walls  and  is  located  where  it  is  reasonably  well  isolated 
for  fire  protection,  but  convenient  for  the  handling  of 
supplies,  a  track  spur  reaching  the  door.  It  is  sub- 
divided into  a  large  oilroom,  a  paintroom  and  a  closet 
opening  into  the  paint  shop  for  the  storage  of  a  day's 
supplies.  The  oilroom  contains  nine  tanks,  made  by  the 
American  Oil  Pump  &  Tank  Company,  with  standard 
fittings  and  a  convenient  hoisting  and  track  arrange- 
ment for  rolling  barrels  over  the  tanks  for  filling  pur- 
poses.    The  shelving  in  the  paintroom  is  of  steel  check 


SPRINGFIELD  SHOPS — GENERAL   PLAN   OF   PROPERTY 


IZ" Kernchen  Ventilators 
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SPly  Slog  Roof 

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SPRINGFIELD  SHOPS — HALF  ELEVATION   AND  HALF   VERTICAL  SECTION  OF  CARHOUSE 


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SPRINGFIELD  SHOPS — PLAN  OF  ONE  BAY  OF  CARHOUSE 


558 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


plates  riveted  to  skeleton  steel  brackets  supported  from 
2-in.  X  2-in.  x  i/4-in.  angle  irons  attached  to  the  walls. 
In  the  machine  shop  there  are  two  tracks,  one  of 
which  is  served  by  a  Columbia  electric  car  hoist  and 
a  Columbia  wheel  drop.  These  types  of  hoist  were  de- 
scribed in  the  issue  of  the  Electric  Railway  Journal 


for  Sept.  19,  1914,  page  535.  The  wheel  drop  in  the 
Springfield  shops  is  driven  by  means  of  a  crank,  spur 
gear  and  chain  instead  of  the  motor  drive  described  in 
the  above-mentioned  article. 

Each   track   is   served   by   two  light   I-beam   cranes 
equipped  with  two  4-ton  chain  hoists  on  each  crane. 


i 

1 

SPRINGFIELD   SHOPS — VIEW    IN    CARHOUSE 


SPRINGFIELD    SHOPS — VIEW    IN    BLACKSMITH    SHOP 


SPRINGFIELD   SHOPS — TWO   VIEWS   IN    MACHINE   SHOP 


SPRINGFIELD  SHOPS — VIEW    IN    WOOD  SHOP 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


559 


Practically  all  of  the  track  in  this  shop  and  the  adja- 
cent wood  shop  is  over  pits.  The  machine,  wood  and 
paint  shops  and  the  storeroom  are  floored  with  hex- 
agonal wood  blocks.  Special  attention  was  directed  by 
the  designers  to  the  location  of  shop  toilet  rooms,  which 
are  distributed  so  as  to  be  accessible  and  to  simplify 
the  plumbing.  The  foreman's  office,  which  is  placed 
with  its  center  line  a  continuation  of  the  partition  be- 
tween machine  and  wood  shops,  is  elevated  and  inclosed 
with  glass,  giving  a  direct  outlook  into  both  shops.  The 
armature  room  is  partitioned  off  from  the  rear  of  the 
machine  shop,  and  over  it  is  the  drafting  office. 

All  of  the  shop  bays  are  brilliantly  lighted  through 
steel-framed  windows,  filling  all  of  the  span  between 
columns.  They  are  steam  heated  from  the  boiler  plant 
described  below. 

Track  and  Overhead  Construction  in  Yard 

The  two  tracks  entering  the  property  from  Clifton 
Street  fan  out  into  twelve  tracks  in  front  of  the  car- 
house.  The  special  work  here  is  somewhat  similar  to 
that  employed  by  steam  roads,  being  of  the  standard 
short  manganese  construction.  The  switches  and  frogs 
are  of  manganese  centers  with  rolled  rail  bolted  on 
arms,  the  centers  being  cast  in  the  shortest  possible 
lengths  with  wing  extensions  ground  to  fit  the  various 
sections  of  rail  on  one  side  with  a  standard  angle  bar 
on  the  other.  This  construction  has  been  used  by  the 
American  Railways  for  some  years  for  certain  locations. 


A  spur  track  leads  directly  over  this  pocket.  Another 
rectangular  well  alongside  the  boiler  room  foundation 
walls  houses  an  ash  conveyor  and  a  bucket  elevator, 
which  takes  the  ashes  from  a  pit  in  one  corner  of  the 
boiler  room  floor  and  discharges  them  into  an  elevated 
spout. 

The  heating  equipment  consists  of  two  100-hp 
"Economy"  boilers,  which  supply  low-pressure  steam 
to  the  shop  buildings  for  direct  radiation  and  to  the 
carhouse  heater,  which  is  for  indirect  heating. 

An  indirect  radiation  heating  system  supplies  heat  to 
the  carhouse.    The  air  is  forced  through  concrete  ducts 


SPRINGFIELD  SHOPS — VERTICAL  SECTION  OF  OIL  ROOM 


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PAihT     SHOP 


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SPRINGFIELD  SHOPS — PLAN  OF  STOREROOM   AND  IMMEDIATE  VICINITY 


particularly  around  carhouses.  It  insures  long  wear 
life  and,  being  of  standard  T-rail  construction,  is  not 
extremely  expensive.  The  special  work  was  furnished 
by  the  Indianapolis  Switch  &  Frog  Company,  Spring- 
field, Ohio. 

The  trolley  wire  construction  over  this  special  work 
is  supported  from  cross  cables  to  provide  a  completely 
clear  entrance  way.  These  cables  are  carried  on  very 
heavy  tubular  steel  poles  and  span  the  entire  twelve 
tracks.  The  overhead  construction  is  rendered  adjust- 
able by  a  liberal  use  of  turnbuckles. 

Heating  and  Ventilating  Plant 

The  boiler  plant  has  been  designed  with  special  ref- 
erence to  convenience  in  handling  fuel  and  ashes.  It  is 
located  in  a  20-ft.  x  23-ft.  building  and  the  boiler  floor 
is  12  ft.  below  the  carhouse  floor  level.  Adjacent  to  it 
i.s  a  coal  storage  pocket  with  its  top  on  ground  level. 


located  on  the  pit  floor  under  the  runways  and  pro- 
vided with  side  openings  at  frequent  intervals.  The 
warm  air  is  thus  uniformly  distributed  over  the  pit 
floor,  rising  through  the  pit  openings.  Beyond  the  pit 
section  the  ducts  terminate  in  large  wall  openings  a 
short  distance  above  the  floor. 

The  fan,  of  the  B.  F.  Sturtevant  No.  12  multivane 
type,  is  located  on  a  balcony  in  the  boiler  house  which 
adjoins  the  carhouse  on  the  south.  It  is  driven  by  a 
15-hp  d.c.  motor,  is  58%  in.  x  301^,^,  in.  in  size  and  its 
speed  is  168  r.p.m.  These  data  indicate  a  delivery  ca- 
pacity of  32,000  cu.  ft.  per  minute  against  a  1-in.  head. 
Air  is  drawn  from  the  carhouse  through  a  7-ft.  x  9-ft. 
•screened  opening  in  the  south  wall  and  through  a 
"Vento"  heater  containing  2430  sq.  ft.  of  heating  sur- 
face. The  heater  is  supplied  with  low-pressure  steam 
from  the  boilers.  The  fan  discharges  vertically  down- 
ward into  the  main  duct. 


560 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


SPRINGFIELD    SHOPS- 


-PLAN    OF    BOILER 
STORAGE 


ROOM    AND    COAL 


etc.    All  wiring  is  in  conduit,  and  lamps  are  protected 
with  guards. 

The  lighting  of  the  yards  and  around  the  buildings 
is  included  in  the  general  scheme  with  twenty  80-watt 
lamps  in  series  on  each  circuit.  All  fixtures  are  per- 
manently fastened  either  to  steel  poles  or  to  the  build- 
ings, out  of  reach  of  trolley  poles. 

Fire  Protection 

An  8-in.  fire  line  connects  with  a  6-in.  main  on  Clif- 
ton Street  and  runs  nearly  to  the  back  of  the  lot,  where 
a  50,000-gal.  storage  tank  is  located.  From  the  main 
line  6-in.  branches  cover  the  property  thoroughly,  with 
outside  hose  houses  and  inside  outlets. 

In  addition,  the  carhouse  is  provided  for  by  means  of 
a  sprinkler  system  comprising  rows  of  roof  sprinklers 
over  all  tracks  and  a  row  under  each  curtain  fire  screen. 
A  limited  number  of  sprinklers  are  also  distributed  in 
the  shops  and  storeroom. 

As  stated  earlier,  the  Springfield  Railway,  of  which 


The  heating  system  furnishes  excellent  ventilation, 
which  is  supplemented  by  means  of  12-in.  Kernchen 
ventilators  mounted  on  the  Anti-Pluvius  skylights  and 
placed  50  ft.  apart. 

Carhouse,  Shop  and  Yard  Lighting 

There  are  no  wall  openings  admitting  light  to  the 
carhouse,  but  a  good  distribution  of  skylights  provides 
ample  natural  illumination.  These  are  arranged  in  five 
rows,  one  over  each  pair  of  tracks.  The  rows  extend 
over  the  entire  length  of  the  pits  and  partly  over  the 
washing  floor.  The  latter  is  also  partly  lighted  from 
glazed  panels  in  the  north-end  doors. 

The  artificial  lighting  of  the  carhouse,  as  well  as  the 
shops,  is  provided  entirely  by  incandescent  lamps  oper- 
ating in  series  groups  of  the  550-volt  railway  circuit. 
These  groups  contain  either  five  or  twenty  lamps  each. 
The  general  lighting  of  the  buildings  requires  seven 
circuits  of  80-watt,  28.6-volt  Mazda  lamps,  twenty  in 
series  on  each,  with  film  cut-out  sockets  to  cut  out  and 
short-circuit  burnt-out  lamps.  These  lamps  are  kept 
burning  all  night. 

The  auxiliary  lighting,  which  includes  pits,  offices, 
toilet  rooms,  individual  machines,  etc.,  is  from  series 
circuits  of  five  40-watt  Mazda  lamps  each.  The  pit 
lighting  is  arranged  so  that  by  using  a  three-point 
switch  and  a  plug  receptacle  one  lamp  may  be  cut  out 
and  a  lamp  on  an  extension  cord  connected  in  its  place 
for  use  in  inspecting  cars,  trucks,  motors,  etc. 

All  circuits  are  controlled  from  a  switchboard  located 
in  the  foreman's  office,  which  is  separated  from  the 
shops  by  fire  doors  and  has  an  outside  exit.  On  this 
board  are  the  usual  circuit  breakers,  switches,  meters, 

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SPRINGFIELD   SHOPS— -VERTICAL   SECTION   OP  BOILER   ROOM 

George  C.  Towle  is  general  manager,  is  a  subsidiary  of 
the  American  Railways.  Mr.  Towle  is  located  at  Day- 
ton. The  designs  for  the  new  plant  were  made  in  the 
offices  of  the  latter  company  in  Philadelphia,  Pa.,  under 
the  direction  of  C.  G.  Keen,  engineer  of  maintenance 
of  way.  The  superintendent  of  construction  in  charge 
of  erection  was  Andrew  Schmittauer. 


SPRINGFIELD  SHOPS — DETAILS  OP  CURTAIN  WALL 


Collect  Fares  on  Former  Free  Service  Line 

After  twenty-two  years  of  free  service,  the  Louisville 
(Ky.)  Railway  has  begun  to  collect  fares  on  what  is 
known  as  its  "Goss  Avenue  loop,"  which  has  been  main- 
tained as  a  feeder  for  the  Shelby  Street  line.  Four 
cars  have  been  operated  on  it.  Several  reasons 
prompted  the  company  to  change  the  status  of  the  loop 
line.  Though  service  was  free,  the  cars  were  used  more 
or  less  as  a  convenience  by  the  people  of  the  section 
and  in  a  number  of  cases  those  who  suffered  accidents 
brought  suits  for  damages  against  the  company.  Lastly 
the  "jitney"  has  been  meeting  the  loop  cars  and  getting 
many  of  the  passengers  they  discharged  at  the  end  of 
the  Shelby  Street  line.  The  "jitney"  is  not  responsible 
for  the  change,  but  was  one  of  the  circumstances  con- 
sidered in  making  it. 


g)aiaiaisiaiaMfflai0MBMfflSfflffl3j3JSMSMEisiaj5i5i3iaiai3iaiaisa]s^^ 


SIGNAL  MAINTENANCE  METHODS 

On  the  New  York,  Westchester  &  Boston  Railway  Ten  Men  Maintain  Four 

Interlocking  Plants  and  110  Semaphore  Signals  at  an 

Efficiency  of  99.995  Per  Cent 


THE  operating  records  of  the  signals  of  the  New 
York,  Westchester  &  Boston  Railway  show  results 
that  are  typical  for  a  high-speed  suburban  railway  with 
moderately  dense  traffic.  For  the  past  year  the  record 
has  been  of  the  high  order  of  20,000  movements  per  fail- 
ure. In  the  following  paragraphs  the  maintenance  meth- 
ods are  outlined,  together  with  the  scheme  of  organiza- 
tion, cost  of  maintenance  and  causes  of  signal  failures. 
The  line,  which  has  been  described  in  previous  issues 
of  the  Electric  Railway  Journal  in  considerable  de- 
tail, has  four  tracks  that  extend  between  West  Farms 
junction  on  the  New  York,  New  Haven  &  Hartford  Rail- 
road, to  Columbus  Avenue  in  Mount  Vernon,  a  distance 
of  about  7  miles.  At  Columbus  Avenue  a  two-track  line 
extends  eastward  to  North  Avenue  in  New  Rochelle  and 
another  two-track  line  extends  northward  to  White 
Plains,  the  two  branches  having  respective  lengths  of 
approximately  2%  miles  and  9  miles.  At  180th  Street, 
about  1  mile  north  of  West  Farms,  is  a  thirty-five-lever 
interlocking  plant  with  twenty-one  working  levers,  from 
which  are  operated  double  cross-overs  that  serve  the 
main  car  storage  yard  and  the  repair  shop.  At  Colum- 
bus Avenue  there  is  a  twenty-nine-lever  interlocking 
plant  with  twenty-two  working  levers  serving  the  two 
branches,  and  the  end  of  each  one  of  the  branches  is  an 
interlocking  plant  to  provide  for  switching  movements 
of  cars  at  the  terminal.  The  plant  at  New  Rochelle  has 
a  seventeen-lever  machine  with  eleven  working  levers 
and  that  at  White  Plains  has  a  twenty-nine-lever  ma- 
chine with  twenty  working  levers.  All  interlocking 
plants  are  operated  by  power  and  have  electrically-oper- 
ated dwarf  signals  and  semaphore  signals.  The  latter 
are  controlled  by  the  track  circuits  in  advance  as  well 


as  by  the  interlocking  levers,  so  that  when  the  main- 
line switches  are  lined  up  the  main-line  signals  within 
the  limits  of  the  interlocking  operate  semi-automatically, 
or,  in  other  words,  the  signals  are  cleared  by  the  lever 
and  return  to  horizontal  automatically  after  the  train 
has  passed. 

The  road  is  divided  into  blocks  approximately  4000  ft. 
long,  and  practically  every  one  of  the  signal  mechanisms 
has  two  blades,  one  of  which  serves  as  the  distant  indi- 
cation for  the  block  in  advance,  and  the  other  as  the 
home  indication.  Sixty-cycle  current  is  used  owing  to 
the  fact  that  the  propulsion  current  is  of  twenty-five- 
cycle  frequency.  The  apparatus  throughout  is  of  the 
Union  Switch  &  Signal  Company's  make.  Two-position 
semaphores  are  used  in  all  cases  (except  for  four  light 
signals  in  a  short  tunnel)  and  most  of  them  are  sus- 
pended from  the  catenary  bridges.  The  semaphore  arms 
are  center-pivoted,  and  are  counter-weighted  to  return 
by  gravity  to  horizontal,  each  having  a  movement  of  60 
deg.  from  this  position.  The  sempahore  signal  mechan- 
isms are  of  the  Union  Switch  &  Signal  Company's 
"Style  B,"  the  two  arms  on  each  mast  being  operated  by 
the  same  motor  and  transformer  that  actuate  two  slot- 
arms,  giving  independent  operation  for  each  blade.  The 
dwarf  signals  which  govern  slow-speed  and  reverse 
movements  in  the  interlockings  are  of  the  simple  sole- 
noid type  and  require  very  little  attention. 

Power  for  operating  the  signals,  switches  and  track 
circuits  is  obtained  from  the  main  feeders  carrying 
11, 000- volt  current.  The  signal  current,  which  is  de- 
livered at  2200  volts,  sixty  cycles,  single  phase,  has  its 
change  in  frequency  effected  in  a  substation  located  at 
Columbus  Avenue  which  contains  two  frequency  chang- 


WESTCHESTER  SIGNALS — AUTOMATIC  AND  INTERLOCKED  SIGNALS  AT  CROSS-OVER  SOUTH  OF  180TH  STREET 

INTERLOCKING  PLANT 


562 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


WESTCHESTER  SIGNALS — TYPICAL  SEMAPHORE  SIGNALS  ON 
CATENARY  BRIDGE  FOR  DOUBLE  TRACK 

ers,  each  consisting  of  a  37-kw  single-phase  generator, 
mounted  on  the  same  shaft  and  driven  by  a  three-phase 
induction  motor. 

ORGANIZATION 

Altogether  there  are  110  semaphore  signals  on  the 
line  and  these,  together  with  the  four  interlocking  plants 
that  are  in  continuous  operation,  are  kept  up  by  a  force 
of  ten  maintainers.  The  signal  organization  is  headed 
by  F.  Zogbaum,  engineer  of  maintenance  New  York, 
Westchester  &  Boston  Railway,  who  has  general  super- 
vision of  the  track  overhead  lines,  buildings  and  other 
permanent  equipment  of  the  company,  and  to  him  the 
general  foreman  of  signals,  C.  E.  Arnold,  reports  direct. 
Under  the  general  foreman  of  signals  are  nine  main- 
tainers, one  maintainer's  helper,  and  one  substation 
foreman.  Of  the  maintainers,  eight  are  assigned  to 
definite  sections  of  the  road,  while  one  is  called  a  "relief 
man"  who  works  at  any  point  on  the  line  where  his 
services  are  required  and  who  takes  the  place  of  any 
maintainer  that  is  laying  off.  The  helper  works  under 
the  orders  of  the  relief  man. 


WESTCHESTER      SIGNALS — ELECTRIC      INTERLOCKING      MA- 
CHINE FOR  SWITCHES  AT  COLUMBUS  AVENUE  JUNCTION 

Six  of  the  signal  maintainers  work  twelve-hour  shifts, 
one  day  man  and  one  night  man  being  assigned  to  each 
of  three  sections  into  which  the  road  is  divided.  One 
of  these  sections  includes  the  interlocking  at  180th 
Street  station  and  all  signal  apparatus  between  180th 
Street  and  the  West  Farms  junction,  giving  a  total  of 
eighteen  high  signals  and  0.80  mile  of  four-track  route 
in  addition  to  the  interlocking  plant  and  dwarf  signals. 
The  second  section  includes  the  North  Avenue  Tower 
in  New  Rochelle  and  all  signal  apparatus  on  the  New 
Rochelle  branch  as  well  as  the  signal  apparatus  south 
of  the  Columbus  Avenue  interlocking  plant  as  far  as 
the  territory  covered  by  the  previously  described  sec- 
tion. This  gives  forty-six  high  signals  and  7.63  miles 
of  route  to  be  maintained  in  addition  to  the  small  inter- 
locking plant  at  New  Rochelle. 

The  third  section  includes  the  White  Plains  interlock- 
ing plant  and  the  signal  apparatus  on  the  White  Plains 
branch  which  is  maintained  as  follows:  The  day  main- 
tainer covers  from  White  Plains  to  a  station  6.64  miles 
south  and  has  twenty-six  high  signals  to  inspect.  In 
addition  to  his  regular  work  of  inspection  and  repair. 


WESTCHESTER   SIGNALS — CROSS-OVERS   AND   STORAGE   YARD  SIDING  NORTH   OF   180TH   STREET  INTERLOCKING  PLANT 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


563 


this  maintainer  answers  calls  in  case  of  trouble  between 
the  south  end  of  this  section  and  the  limits  of  Columbus 
Avenue  interlocking,  2.28  miles  further  south,  including 
eight  additional  high  signals.  The  night  maintainer 
covers  the  entire  section  from  White  Plains  to  the  limits 
of  Columbus  Avenue  interlocking  and  thus  is  responsible 
for  a  route  of  8.82  miles  and  thirty-four  high  signals. 
The  above-mentioned  section  of  2.28  miles  of  route  and 
eight  high  signals  is  normally  maintained  by  the  day 
maintainer  at  the  Columbus  Avenue  interlocking  plant. 
These  three  sections  include  the  entire  road  with  the 
exception  of  the  interlocking  at  Columbus  Avenue,  and 
this  plant  is  maintained  by  three  men  who  act  also  as 
substation  operators,  one  of  them  being  the  previously- 
mentioned  substation  foreman.  These  men  work  ten- 
hour  shifts,  and  there  is  an  overlap  of  four  hours  be- 


train  dispatcher's  wire  runs  to  each  tower  and,  in  addi- 
tion, connects  into  outlying  phones  located  at  station 
platforms  and  on  catenary  bridges  between  stations 
where  the  distance  warrants  it.  The  telephone  system 
is  of  the  Western  Electric  inter-calling  type  and  is  ar- 
ranged with  a  number  of  selector  relays.  Twelve  per 
cent  of  the  telephone  line  mileage  consists  of  seven- 
pair.  No.  19  gage  cable;  33  per  cent,  fifteen-pair,  No. 
10  gage  cable;  46  per  cent,  twelve-pair,  No.  10  gage 
cable,  and  9  per  cent,  ten-pair,  No.  10  gage  cable.  There 
are  twenty-five  P.  B.  X.  phones,  seventy  jack-box 
phones,  which  include  stations,  towers  and  outlying  tele- 
phones, and  twelve  magneto  phones,  making  a  total  of 
107  phones  of  all  types.  The  power  used  for  the  tele- 
phone system  is  obtained  from  a  central  storage  battery 
which  is  charged  by  the  same  motor  generator  that  is 


WESTCHESTER  SIGNALS- 


-VIEW  OF  JUNCTION  WITH  NEW  HAVEN  TRACKS  SHOWING  SIGNALS  MOUNTED  ON  SECTION- 
ALIZING  BRIDGE  AND  ON   INDEPENDENT   MASTS 


tween  1  p.  m.  and  5  p.  m.  when  two  men  are  on  duty 
at  this  point.  This  overlap  provides  an  opportunity 
for  the  maintainer  to  inspect  and  repair  the  automatic 
signals  within  the  previously-mentioned  section,  2.28 
miles  north.  This  man,  however,  is  not  subject  to  calls 
from  this  territory,  as  the  emergencies  are  cared  for  by 
calls  upon  the  maintainers  at  White  Plains. 

The  work  of  the  signal  maintainers  listed  above  is 
confined  generally  to  inspection  and  the  lightest  kind 
of  repairs.  Heavy  repairs  are  done  in  all  cases  by  the 
relief  man  and  his  helper.  The  latter  work  includes  all 
replacements  and  any  work  which  requires  the  removal 
of  apparatus  to  the  maintainer's  shop  which  is  located 
at  the  180th  Street  station. 

A  telephone  system  has  been  installed  on  the  railway 
company's  line  in  underground  ducts,  and  the  repairs 
on  this  are  kept  up  by  one  man  who  is  separate  from 
the  signal  maintenance  department  and  who  reports 
direct  to  the  engineer  of  maintenance.  This  telephone 
repairman  does  all  the  repairs  to  wiring  and  apparatus, 
very  little  material  being  sent  to  the  manufacturer  for 
overhauling.  In  case  of  heavy  cable  work,  the  repair- 
man is  assisted  by  electricians  from  the  line  depart- 
ment, as  such  work  is  only  occasional  in  character. 

This  telephone  system  is  used  for  train  dispatching 
as  well  as  intercommunication  between  stations.     The 


used  for  charging  the  signal  batteries,  the  motor  genera- 
tor receiving  power  from  the  signal  mains. 

Inspection  Methods 

As  mentioned  above,  the  work  of  the  maintainers  who 
are  assigned  to  certain  districts  is  confined  to  inspec- 
tion, and  it  is  the  rule  of  the  road  to  examine  every- 
thing once  each  month,  although  the  electric  locks  on 
the  interlocking  machines  are  tested  once  each  week. 
In  making  inspections  the  maintainers  travel  over  their 
district  on  the  regular  trains,  which  are  operated  on  a 
very  short  headway.  No  gasoline  speeders  are  used  be- 
cause of  the  short  distances  to  be  covered.  The  night 
men  who  work  between  the  hours  of  1  a.  m.  and  5  a.  m., 
when  no  trains  are  run,  are  assigned  each  day  to  work 
that  will  keep  them  in  one  locality,  so  that  there  is  no 
necessity  for  their  moving  about  when  the  trains  are 
not  running. 

Whenever  failures  occur  they  are  reported  at  the  end 
of  the  run  by  the  motorman  to  the  dispatcher,  who  com- 
municates with  the  proper  maintainer  and  has  the  sig- 
nal repaired  at  once.  It  is  the  endeavor,  however,  to 
make  the  inspection  sufficiently  thorough  so  that  fail- 
ures may  be  anticipated,  and  in  the  regular  routine  the 
relays  are  tested  by  tilting  them  over  to  see  if  they 
move  freely,  the  impedance  bonds  are  examined  for  heat- 


564 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


ing  and  the  transformers  are  opened  to  see  how  much 
oil  they  hold  and  whether  taps  are  in  good  condition. 

As  an  aid  to  the  maintainers  the  maintenance  depart- 
ment has  recently  published  a  book  of  permanent  in- 
structions for  the  proper  maintenance  of  switch  and  sig- 
nal apparatus.  This  book  contains  such  items  as  the 
following:  "The  signal  apparatus  should  be  carefully 
inspected  and  cleaned,  especially  movable  parts  of  the 
mechanism,  care  being  taken  to  see  that  these  do  not  get 
tight  from  lack  of  lubrication  or  gummed  from  the  use 
of  too  much  oil.  The  bearings  should  be  oiled  at  least 
once  a  month,  the  oil  should  not  be  applied  too  lavishly 
and  any  surplus  must  be  wiped  off.  Wire  connections 
on  binding  posts  should  be  examined  to  insure  that  the 
wires  are  not  ruptured,  and  it  should  be  observed  that 
all  connections  to  moving  parts  have  proper  freedom 
and  do  not  have  sharp  ends  that  are  likely  to  catch  in 
other  parts  of  the  mechanism.  Slot  contacts  and  the 
roller  should  be  wiped  once  a  month  with  a  piece  of 
cloth  or  chamois  skin.  Relays  that  are  found  to  be 
working  improperly  should  be  removed  for  test  and  in- 
spection. When  a  relay  is  turned  partly  over  all  the 
contacts  should  make  simultaneously  and  when  ener- 
gized with  the  normal  operating  current,  as  shown  on 
the  label,  there  should  be  about  1/32-in.  slide  in  the  con- 
tact points.  The  springs  of  the  contact  fingers  may  lose 
tension  and  cause  the  contact  to  get  out  of  alignment. 
The  armature  should  have  about  1/64-in.  end-play  on 
the  trunnions.  Efforts  to  adjust  a  relay  should  not  be 
made  under  any  circumstances." 

Unbalancing  is  treated  as  follows:  "With  a.c.  track 
relays  unbalancing  of  the  track  circuit  above  a  certain 
amount  is  liable  to  cause  the  relay  to  open  or  to  prevent 
it  from  making  up.  This  may  be  caused  by  a  defective 
power  return,  such  as  defective  bond  or  broken  rail.  It 
will  generally  be  manifested  by  excessive  heating  of  the 
relay  and  track  transformer.  Unbalancing  is  liable  to 
cause  warping  of  the  relay  frame,  owing  to  the  exces- 
sive heat  of  long  duration.  The  power  return  should 
be  looked  after  where  there  is  any  indication  of  un- 
balancing." 

A  general  rule  book  of  the  maintenance  department 
is  also  published.  This  includes  rules  for  the  guidance 
of  the  signal  foreman  and  for  the  signal  maintainers 
with  regard  to  traffic,  such  as  that  signals  must  be  kept 
in  a  horizontal  position  while  repairs  are  being  made; 
that  during  severe  storms  of  sleet  or  snow  signal  main- 
tainers are  required  to  assist  in  keeping  switches,  sig- 
nals and  interlockings  in  proper  working  order;  that 
when  trackmen  are  laying  new  rail  or  making  changes 
in  the  track  that  affects  track-circuit  or  interlocking 
connections  the  maintainer  must  be  present  to  see  that 
the  rails  are  properly  bonded  and  that  the  interlocking 
connections  are  restored;  and  the  like. 

Repair  Methods 

As  mentioned  before  all  repairs  aside  from  inspection 
and  such  work  as  making  wiring  connections,  cleaning 
and  oiling  apparatus  and  similar  operations  are  done  by 
one  maintainer,  called  the  relief  man,  and  one  helper. 
The  relief  man  is  located  in  a  small  shop  at  the  180th 
Street  station,  where  the  more  delicate  pieces  of  signal 
apparatus  are  repaired.  The  heavier  parts  of  the  mech- 
anism which  involve  machine  or  blacksmith's  work  are 
repaired  in  the  near-by  car-repair  shop. 

All  of  this  repair  work  is  done  by  the  railroad  com- 
pany's forces  and  none  is  sent  out  to  the  manufacturer 
with  the  exception  of  the  manufacture  of  such  small 
special  parts  as  detector  locks  for  the  interlocking,  slot- 
arm  latches,  etc.,  whenever  these  are  needed  for  replace- 
ment. In  general,  all  repairs  are  effected  by  replacing 
the  defective  parts  with  others  in  good  condition,  the 
piece  requiring  repairs  being  removed  and  brought  to 


the  shops.  In  this  connection  it  is  interesting  to  note 
that  the  installation  is  of  such  high  grade  and  the  main- 
tenance methods  so  thorough  that  no  apparatus  has  been 
in  need  of  anything  more  than  really  minor  repairs  dur- 
ing the  three  years  that  it  has  been  in  operation.  No 
relays  have  required  complete  rewinding,  nor  have  there 
been  any  serious  failures  resulting  in  extended  damage 
to  signal  mechanisms,  motors  or  transformers.  Even 
the  blades  for  the  semaphore  arms,  which  are  made  of 
wood  and  covered  with  enamel  paint,  have  not  yet  re- 
quired repainting. 

The  relief  man  and  his  helper,  in  addition  to  making 
repairs  and  relieving  maintainers  who  may  be  off  duty, 
are  assigned  to  all  construction  work  that  is  done  on  the 
line.  Since  the  road  was  constructed  two  spur  sidings 
have  been  installed  and  equipped  with  switch  indica- 
tors. These  switch  indicators,  together  with  the  electric 
locks  and  other  accessories,  were  supplied  by  the  Union 
Switch  &  Signal  Company,  but  the  scheme  was  laid  out 
by  the  railway  company,  and  since  the  installation  of 
this  system  for  outlying  switches  the  operation  has 
given  satisfaction  in  every  respect. 

Repair  material  is  kept  in  the  general  storehouse  of 
the  railway  company  at  180th  Street,  rather  than  in  the 
signal  maintainer's  repair  shop.     The  material  on  hand 


N.  Y.  W.  &  B.  RY.  CO. 

MAINTENANCE    OF    WAY    DEPARTMENT 


Date- 


WESTCHESTER  SIGNALS — DAILY  WORK  REPORT  MADE  BY 
MAINTAINERS 

consists  of  one  complete  signal  mechanism  for  a  two- 
blade  signal  and  one  for  a  single-blade  signal.  There  is 
also  one  of  each  of  the  two  styles  of  switch  movement 
that  are  installed  in  the  interlockings.  For  the  auto- 
matic signal  equipment  there  are  four  double-rail  trans- 
formers, one  single-rail  transformer,  two  line  trans- 
formers and  two  track  circuit  transformers.  There  are 
six  line  relays,  ten  track  relays,  and  eight  d.c.  relays 
for  the  interlocking  plants,  together  with  four  imped- 
ance bonds.  This  equipment  has  been  found  to  be  more 
than  necessary  for  making  prompt  repairs,  although 
there  are  483  relays  in  operation  on  the  line. 

The  signal  maintainers  are  required  to  make  out  daily 
and  forward  to  the  engineer  of  maintenance  statements 
of  the  work  that  they  have  done  during  the  day.  These 
statements  are  made  out  on  the  form  reproduced  in  the 
accompanying  illustration.  In  addition  each  signal 
maintainer  turns  in  a  report  of  the  regular  monthly 
inspection  which  he  is  required  to  make.  This  is  also 
shown  in  one  of  the  accompanying  cuts.  The  general 
signal  foreman  is  required  to  make  a  thorough  inspec- 
tion of  the  line  in  general  every  two  months.  This 
report  provides  for  a  division  of  the  18  miles  of  line 
into  six  sections,  and  for  each  section  the  following 
items  are  covered:  Signal  ladders,  signal  platforms, 
signal-platform  trap  doors,  sectionalizing  boxes  for  in- 
terlockings, locks  on  transformer  housing,  feeder  pro- 
tection screens,  danger  signs  at  substations  and  danger 
signs  at  tower  transformer  locations.  As  shown  by  the 
list  of  items,  this  report  is  largely  for  the  purpose  of 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


565 


safety  to  the  employees  and  to  the  public.  The  results 
of  the  weekly  inspection  of  the  interlockings  by  the 
maintainers  are  shown  on  cards  which  are  turned  into 
the  office  of  the  engineer  of  maintenance  and  filed  in  a 
card  index. 

Maintenance  Records  and  Costs 

As  before  mentioned,  when  failures  occur  they  are, 
as  a  rule,  first  discovered  by  the  motormen,  who  report 


New  York,  Wotchnter  and  Boston  Railway  Co. 

MAINTENANCE  OF  WAY  DEPARTMENT 

Failure  report  ,_  , 


_I91 


Switdi.- 


I  Reported  by _ 

i    Tine  Anircd  at  Afperatn.  - 


IcMpbooe. 


Ekctiic  Li^iL- 


'  'Hme  Failure  Report  rmaini,^ 
'  Time  Failure  RepaiTe<l, 


Electric   Eleretor., 
Location. 


Time  Reported  to  Supenor  Officer^ 
Cwfc  of  Failure: 


Repaired  by_ 


WESTCHESTER  SIGNALS — FAILURE  REPORT  FORM  MADE  OUT 
BY  SIGNAL  MAINTAINERS 

them  to  the  dispatcher  at  the  end  of  the  trip.  The  dis- 
patcher communicates  with  the  proper  maintainer,  who 
proceeds  at  once  to  the  defective  signal  and  remedies 
the  difficulty.  As  soon  as  the  failure  is  overcome  the 
maintainer  fills  out  a  form  in  duplicate,  as  shown  in 
the  accompanying  illustration,  the  original  being  sent  to 
the  ofl[ice  of  the  engineer  of  maintenance.  The  carbon 
is  sent  to  the  general  foreman  of  signals,  who  makes  a 
further  investigation  in  case  this  appears  to  be  neces- 
sary. These  failure  reports  are  checked  against  the 
train  detention  reports  which  are  made  up  by  the  trans- 
portation department  and  they  serve  as  a  basis  for  the 
daily  report  which  is  made  by  the  engineer  of  mainte- 
nance to  the  president  of  the  road  with  regard  to  the 
operation  of  all  of  the  apparatus  covered  by  his  several 
departments. 

Table  I  shows  the  causes  of  signal  failures  occurring 
during  the  last  three  months  on  record.  In  this  a  fail- 
ure is  considered  to  be  any  improper  operation  of  a 
signal,  but  is  considered  independently  of  the  number 
of  trains  that  are  stopped  by  the  defective  signals. 

Table    I — Classified    Signal    Failures    on    New    York,    VPest- 
CHESTER    &    Boston    Railway  ' 

_  ,  Nov.  Dec.  Jan. 

Fuses  blown   

Power  off  and  low  voltage 

Relay  contact  not  making 

Friction  clutches  on  switches 

Broken  wires    

Creeping  switch  points 

Brakes  on  signal  motors 

Slot  armatures 

Lights  burned  out 

Resistance  coils  burned  out 

Unknown  and  other  causes 

Motor  contacts 

Grounded  wires   

Car  derailments 

Snow    

High-tension   fuses    1 

Resistance  tube  in  track  circuit 1 


Dec. 

'i 

2 

1 


Totals     26 


15 


Table  II. — Train  Delays  Caused  by  Signals,  New  York,  West- 


chester &  Boston  Railway 

Failures  Delays 

March,  1914  15  0 

April,  1914  20  20 

May,  1914  19  27 

June,  1914  10  1 

July,  1914  11  34 

August,  1914 27  102 

September.  1914 21  23 

October,  1914  10  1 

November,  1914  26  2 

December,  1914  15  10 

January,  1915  16  1 

February,  1915 14  1 


Total  for  year  204 


222 


Minutes 

0 

89 

125 

8 

114 

309 

4S 

3 

8 

71 

3 

2 

780 


The  record  of  trains  stopped  appears  in  the  detention 
report  of  the  transportation  department,  the  signal  de- 
partment being  concerned  only  with  the  operation  of  the 
signal  as  a  piece  of  mechanism.  No  false-clear  condi- 
tion has  occurred  on  the  road  since  it  began  operation 
three  years  ago. 

Table  II  shows  the  number  of  signal  failures  by 
months  occurring  during  the  current  year,  as  well  as 
the  train  delays  that  were  caused  by  the  signals.  In 
this  table  the  large  number  of  delays  that  appear  in  May 
were  due  to  grounded  signal  feeders  and  therefore  were 
not  all  directly  chargeable  to  signal  mechanism.  The 
large  number  of  delays  appearing  in  August  were  also 
due  to  grounded  signal  feeders  as  well  as  to  high-ten- 
sion fuse  boxes  and  therefore  were  not  chargeable  to 
signal  mechanism,  although  technically  they  had  to  be  so 
charged. 

All  told,  during  the  year  1914  there  were  204  failures 
and   4,200,000   signal   movements,   corresponding  to  a 


New  York.  Westchester  and  Boston  Railway  Co. 
MONTHLY    INSPECTION 

OF   ALL   SIGNAL,   SWITCH   AND   TOWER   APPARATUS 

to  ba  forwarded  to  Enginoor  of  Matntonaneo  Offloo 
.not  later  than  Tth  day  of  each  month 

1   Mvc  m«le  >   thorough   uHp«lion   ol   ill   Stgn*!.   Svfflth.   jkJ   Towt  »pp.f*tu>  on   my   tfrrilory 
.^tflitd  .1  (o  be  m  cotNlibon  «  follow.: 

Fiot  PoiDli                 SwiKh  Panti 

Lock  Rod^  »d  Lock. 

SwMch  Mon«xn(. 

Friction  OuteKa 

Switch  [DdKalwa  Lxks 

Sgiul  indiuooii  Li>cLi 

TimeRelewr. 

Ernagcncy  Rtltuet 

M,r^  Wir«  W  T«hW»(. 

Boot  Lc«>  >nd  Coonedm. 

ImpetLncr  Bond* 

L^K  T>u>(orM» 

Mjilei  Gmtiotltn 

Cucuk  Brr.kr.* 

Siorige  BtitrOH 

S.puJL«,(, 

WESTCHESTER  SIGNALS — MAINTAINERS'  MONTHLY  INSPEC- 
TION REPORT 

figure  of  one  failure  to  20,700  movements,  or  an  effi- 
ciency of  99.995  per  cent.  This  applies  to  all  semaphore 
signals  whether  within  limits  of  interlockings  or  other- 
wise but  does  not  consider  dwarf  signals.  The  number 
of  signal  movements  as  stated  for  one  year's  operation 
includes  the  number  of  complete  operations  of  each  of 
the  blades  of  each  two-blade  signal.  The  costs  of  main- 
tenance for  the  signal  department  are  subdivided  be- 
tween interlocking  plants  and  two-blade  automatic  sig- 
nals that  are  outside  of  the  limits  of  interlockings,  these 
being  $1.95  per  two-blade  automatic  signal  per  month, 
and  $5.01  per  interlocking  function  per  month.  The 
latter  figure  covers  the  whole  function,  consisting  of  the 
lever,  the  interlocking,  the  switch,  the  switch  operating 
mechanism  and  the  governing  signal  complete.  The 
costs  of  supervision  as  well  as  labor  and  material  are 
included  in  both  figures.  The  total  cost  of  maintenance 
per  track  mile  is  $23.67  per  month,  and  the  cost  per 
function  (either  automatic  signal  or  interlocking)  is 
$3.32  per  month,  including  all  functions  of  the  signal 
substation. 


STEEL  CARS  ON  THE  LONG  ISLAND 

Ten    Years'    Experience    with    All-Steel    Construction    Has    Shown    That 

Deterioration  Is  Practically  Negligible  and  That  Routine 

Repairs  Are  Minor  in  Character 

STEEL  cars  have  been  in  service  on  the  Long  Island 
Railroad  since  operation  of  the  electric  zone  began 
on  July  26,  1905,  and,  owing  to  the  ten  years  of  service 
that  the  original  cars  have  undergone,  they  afford  an 
excellent  example  of  the  lasting  qualities  of  steel  con- 
struction. In  so  far  as  the  framework  of  the  car  bodies 
is  concerned,  the  steel  cars  generally  have  required  less 
repair  work  than  the  wooden  cars  on  the  same  line. 
All  of  the  cars  are  in  first-class  condition,  and  it  is  the 
expectation  of  the  management  that  they  will  last  much 
longer  than  wooden  ones,  although  the  life  of  a  wooden 
passenger  car  on  the  same  road  is  between  twenty  and 
thirty  years.     Summed  up,  the  experience  of  the  Long 


i 


purchased  during  1909  and  1910,  together  with  some 
baggage  cars,  but  because  of  differences  in  coupler  and 
platform  heights  they  could  not  be  operated  in  trains 
with  the  original  41-ft.  cars,  nor  with  the  wooden 
trailers,  and  they  have  been  used  separately  in  all- 
motor-car  trains. 

The  later  type  of  car  is  equipped  with  two  225-hp 
motors  mounted  on  one  truck,  and  these  give  an  ac- 
celeration of  1  m.p.h.p.s.  with  a  maximum  speed  of 
approximately  54.5  m.p.h.,  the  gear  ratio  being  25:48. 
The  motors  of  the  original  cars  are  of  200  hp.  with  a 
gear  ratio  of  25:58,  as  the  cars  are  designed  to  haul 
trailers.    These  motors  give  the  same  acceleration  as  in 


LONG   ISLAND   STEEL   CARS — VIEW   IN   SHEET-IRON    SHOP   SHOWING  POWER-DRIVEN   MACHINE  TOOLS 


Island  Railroad  in  maintaining  steel  cars  has  been  very 
satisfactory,  and  an  account  of  the  nature  of  the  repair 
work  that  has  been  found  to  be  necessary  and  of  the 
methods  followed  for  its  accomplishment  should  be  of 
interest  to  those  considering  the  purchase  of  steel  cars 
for  heavy  interurban  service. 

Character  of  the  Steel  Equipment 

The  134  cars  that  were  originally  placed  in  service  on 
the  Long  Island  Railroad's  electric  zone  were  described 
in  the  Electric  Railway  Journal  for  Aug.  11,  1906. 
They  were  of  the  side-girder  type  of  construction  with 
composition  floors  and  roofs,  having  a  length  of  41  ft. 
over  corner  posts,  a  total  weight  of  82,000  lb.  and  a 
seating  capacity  of  fifty-two.  These  cars  were  operated 
in  trains  with  wooden  trailers. 

In  1909  a  new  type  of  steel  motor  car  was  introduced, 
this  being  54  ft.  6  in.  over  corner  posts  and  having  5-ft. 
vestibules,  measured  over  the  couplers,  the  doors  being 
3  ft.  wide.  These  cars  weighed  107,000  lb.  each,  seating 
seventy-two  passengers.     Two   hundred   of  them  were 


the  case  of  the  larger  cars  but  the  maximum  speed  is 
approximately  47.5  m.p.h. 

The  electric  zone  on  the  Long  Island  Railroad  con- 
stitutes but  a  part  of  the  total  mileage,  although  the 
maintenance  of  all  of  the  equipment  of  steam  locomo- 
tives, coaches,  rapid  transit  cars  and  trolley  cars  comes 
under  a  single  department  that  is  headed  by  G.  C. 
Bishop,  superintendent  of  motive  power.  On  the  lines 
at  the  east  end  of  Long  Island,  which  are  operated  alto- 
gether by  steam,  the  passenger-coach  equipment  was 
originally  of  wood,  although  steel  construction  is  dis- 
placing this  rapidly  at  the  present  time.  Both  the  steel 
and  the  wooden  cars  are  repaired  in  the  same  shop,  and 
this  affords  an  excellent  opportunity  for  comparing  the 
work  required  for  the  different  types. 

Organization  and  Equipment  for  Steel  Car  Repairs 

When  the  electric  zone  began  operations  in  1905  the 
car  repair  shop  had  been  in  operation  for  some  time. 
The  road,  therefore,  was  prepared  to  handle  wooden  car 
equipment,  and  the  organization  for  this  purpose  was 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


567 


complete.  But  with  the  introduction  of  the  large  num- 
ber of  steel  cars  required  for  the  electric  zone  it  be- 
came necessary  to  provide  a  new  class  of  workmen  to 
make  repairs  that  were  peculiar  to  steel  construction. 

These  steel-car  repairers  were  put  on  about  one  year 
after  the  receipt  of  the  steel  cars.  The  original  gang 
consisted  of  two  structural  iron  workers  and  their  help- 
ers, experienced  men  being  employed  because  they  were 
familiar  with  the  ordinary  operations  involved  in  rivet- 
ing and  in  working  structural  shapes  and  plates.  The 
helpers,  however,  were  recruited  from  the  existing  shop 
force,  and  it  was  found  that  after  these  men  had  worked 
under  the  direction  of  the  experienced  gang  leaders  for 
a  comparatively  short  time  they  acquired  a  consider- 
able degree  of  proficiency  in  the  use  of  the  steel-worker's 
tools.  Later  on,  as  the  original  leaders  drifted  away, 
they  were  replaced  by  car  repairers  who  had  become 
experienced  in  handling  steel.  At  the  present  time  the 
force  is  composed  of  three  workmen  and  their  helpers, 
of  whom  all  were  broken  in  to  the  work  in  the  railway 
repair  shops. 

These  men  are  classed  as  iron  workers  and  they  are 
included  as  part  of  the  tin-,  pipe-  and  sheet-iron-shop 


riveting  is  done  pneumatically  and  drilling  is  done  either 
by  compressed  air  or  by  electric  drill.  Since  the  new 
forms  of  welding  apparatus  have  been  available  the 
electric  welder  has  been  used  to  some  extent,  and  the 
oxy-acetylene  flame  also  is  used  extensively  both  for 
cutting  and  for  welding  on  account  of  its  convenience 
in  handling.  In  general,  however,  riveting  is  used  for 
all  heavy  repair  work  in  preference  to  the  weld  on 
account  of  its  greater  reliability.  A  certain  amount  of 
soldering  is  done  on  the  light-steel  sheets  of  which  the 
interior  finish  and  the  doors  are  made  up,  although  this 
is  being  gradually  discontinued  because  it  does  not  hold 
well,  the  weld  being  preferred  for  all  except  temporary 
work.  The  fuel-oil  torch  also  is  used  for  emergency 
repairs  and  where  bending  of  heavy  members  has  taken 
place.  There  have  been  several  cases  of  distortion  of 
the  center  sills,  to  which,  on  the  Long  Island's  steel  car, 
the  center  plates  are  attached,  there  being  no  real  body 
bolsters.  Under  these  circumstances  it  has  been  found 
possible  to  heat  the  sills  in  place,  and  either  jack  them 
or  hammer  them  into  alignment. 

The  sand  blast  is  used  to  a  limited  extent,  but  when- 
ever rusting  of  any  part  of  the  framework  of  the  car 


LONG  ISLAND  STEEL  CARS — VIEW    SHOWING  END  OF  SHEET-IRON   SHOP  ASSIGNED  TO  TINSMITHS'  WORK 


force  that  makes  repairs  upon  the  steam  locomotives, 
passenger  coaches  and  electric  cars  that  are  served  by 
the  general  repair  shop.  This  force,  it  may  be  said,  is 
drawn  upon  as  necessity  arises  for  repair  work  on  the 
steel  car  bodies,  so  that  these  six  men  do  not  cover  all 
of  the  work  that  is  needed  but  represent  only  the  spe- 
cially trained  men  that  have  had  to  be  developed  with 
the  introduction  of  the  steel  car.  At  the  present  time 
approximately  600  steel  cars  are  cared  for  at  the  repair 
shop  and  of  these  about  two-thirds  are  used  in  the  elec- 
tric zone  service. 

Generally  speaking,  the  steel  car  on  the  Long  Island 
Railroad  has  involved  the  use  of  a  number  of  new  hand 
tools  but  practically  no  new  machine  tools,  a  large  cor- 
nice-brake being  the  only  one  of  the  latter  that  was 
needed.  This  was  purchased  for  the  purpose  of  making 
up  sections  of  the  thin  steel,  about  1/32  in.  thick,  that 
is  used  for  the  door  sheathing  and  for  the  interior 
finish  of  the  car. 

In  all  cases  it  has  been  found  economical  to  use  power- 
driven  hand  tools  wherever  they  can  be  operated.     All 


has  taken  place  the  blast  is  applied  only  locally  to  clean 
off  the  surface  and  leave  it  in  suitable  condition  for  in- 
spection and  repainting  of  the  metal  underneath. 

Character  of  Routine  Repair  Work 

Aside  from  painting,  which  it  may  be  said  costs  about 
the  same  for  wood  as  for  steel  on  the  Long  Island  Rail- 
road, the  routine  repairs  for  the  framework  of  the  steel 
car  bodies  are  almost  negligible.  This,  however,  is  not 
intended  to  include  that  which  may  be  classed  as  car- 
body  equipment,  such  as  doors,  door-operating  mecha- 
nisms, windows,  interior  trim  and  the  like.  In  general 
the  actual  cost  of  any  job,  such  as  reflooring  platforms 
or  renewing  doors,  is  cheaper  with  wood  than  in  steel, 
but  heavy  repairs  are  required  more  often  on  the  wooden 
cars,  and  this  offsets  the  cheaper  repaifs. 

The  repairs  to  some  types  of  the  steel  doors  con- 
stitute a  very  material  item  of  the  routine  repair  ex- 
pense, as  it  has  been  found  that  rainwater  works  down 
between  the  glass  and  the  beading  at  the  lower  edge  of 
the  door  sash  and  is  trapped  in  the  space  between  the 


568 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


two  thin  sheets  forming  the  door  stiles  and  door  rails. 
The  result  is  that  rusting  occurs  from  the  inside  of  the 
door  outward,  appearing  at  joints  or  at  the  edges  of  the 
panels  or  other  places  where  the  metal  is  subject  to  dis- 
tortion or  vibration.  Approximately  speaking,  twenty- 
five  doors  have  to  be  rebuilt  by  being  equipped  with  new 
stiles  and  bottom  rails  in  the  course  of  a  year,  owing 
to  deterioration  from  this  cause. 

A  certain  amount  of  work  also  is  done  on  the  steps, 
which  are  subject  to  damage  owing  to  occasional  con- 
tact with  obstructions  inside  of  clearance  lines.  The 
steps,  including  the  treads,  are  made  up  by  hand  in  the 
sheet-iron  shop,  the  frames  being  flanged  as  required 
over  a  form.  About  fifteen  step  replacements  are  re- 
quired during  the  course  of  a  year,  and  about  two  dozen 
new  step-treads  also  are  required. 

Very  little  heavy  repair  work  is  required  in  the  course 
of  the  routine  repair  work.  Side  sheets,  however,  are 
occasionally  damaged  by  contact  with  obstructions, 
about  two  such  repair  jobs  being  required  in  twelve 
months.  These  repairs  are  made  by  cutting  off  the  rivet 
heads  and  punching  out  the  rivets  that  hold  the  dam- 


door  vestibules  in  which  the  trap  doors  are  down  for 
the  greater  part  of  the  time,  so  that  corner  posts  are 
subject  to  the  above-mentioned  action  of  salty  water 
during  the  winter  to  about  the  same  extent  as  the 
vestibule  center  posts.  The  same  cause  has  produced 
extended  rusting  of  the  platform  sheathing  and  plat- 
form sills  of  the  earlier  cars,  but  this  does  not  appear 
on  the  later  cars  which  have  heavier  platform  members. 

The  trap  doors  for  one  of  the  several  orders  of  steel 
cars  were  made  up  of  flanged  steel  plates  filled  with 
monolith  cement,  this  being  covered  with  a  rubber  tread, 
and  it  has  been  found  that  the  cement,  when  in  contact 
with  water,  produced  a  salt  which  caused  rapid  de- 
terioration of  the  steel  frame.  In  consequence,  the  rail- 
way company  is  making  a  regular  practice  of  replacing 
all  of  these  trap  doors  with  new  ones  that  are  made  from 
diamond  tread  steel  plate  and  that  have  no  filling  of  any 
kind,  the  edges  of  the  plate  being  bent  over  on  a  form 
to  provide  additional  stiffness.  At  present,  in  fact,  two 
men  are  working  steadily  upon  the  manufacture  and  in- 
stallation of  the  new  trap  doors. 

The  floors  of  the  Long  Island  cars,  it  may  be  said,  are 


LONG  ISLAND  STEEL  CARS — PASSENGER  CAR  CORNERED  BY  FREIGHT  TRAIN  WITHOUT  HAVING  GLASS  BROKEN  EXCEPT 

AT  POINT  OF  IMPACT 


aged  section  of  side  sheathing  to  the  posts,  sills  and 
belt  rail  and  riveting  on  a  new  sheet  in  its  place.  Three 
or  four  cases  of  leaking  roofs  also  occur  during  the 
course  of  a  year  and  these  are  repaired  by  oxy-acetylene 
welding  after  determining  the  location  of  the  leak  by 
removing  the  headlining.  Fifty  of  the  earlier  cars  have 
the  roof  joints  riveted  and  soldered,  and  in  these  each 
joint  was  provided  with  a  cover  piece  in  the  form  of  a 
U-shaped  strip  of  metal  to  provide  for  expansion  and 
contraction  of  the  roof.  These  joints  have  not  given 
any  trouble,  but  all  later  car  roofs  have  welded  joints. 

A  certain  aiftount  of  deterioration  of  the  sheathing 
of  the  vestibule  corner  and  end  posts  occurs  through 
rusting  at  the  floor  line.  Rusting  is  accelerated  at  this 
point  because  of  the  salt  solution  that  is  tracked  onto 
the  platform  by  passengers  during  the  winter  owing  to 
the  use  of  rock  salt  for  melting  ice  on  station  platforms 
and  steps.    It  should  be  noted  that  the  cars  have  trap- 


made  up  of  ferro-inclave  plates  of  Toncan  metal  that  is 
also  covered  with  monolith  cement,  and  it  is  known 
that  the  same  rusting  is  taking  place  on  the  floors  as 
on  the  trap  doors.  The  action,  however,  is  not  so  rapid 
in  this  case  and  it  is  expected  that  the  floors  will  last 
as  they  are  for  some  time  to  come. 

In  painting  the  steel  cars  about  the  same  process  is 
followed  as  with  the  wooden  ones.  Somewhat  less  work 
is  required  for  the  filler  coats  of  the  former,  in  fact, 
because  of  the  smoother  and  more  regular  surface  upon 
which  the  paint  coating  is  spread.  Until  some  two 
years  ago,  however,  the  interior  painting  of  the  steel 
cars  displayed  a  marked  tendency  toward  the  develop- 
ment of  numerous  fine  cracks  which  detracted  materiall; 
from  the  appearance  of  the  surface.  This  was  trace 
to  the  practice  that  had  been  developed  in  wooden-ca 
painting  wherein  a  hard,  quick-drying  varnish  was  used 
for  interior  work.    The  hard  varnish  was  insufficiently 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


569 


elastic  to  meet  the  exaggerated  expansion  and  contrac- 
tion that  was  inevitable  with  steel  sheathing  on  rail- 
road cars  owing  to  their  exposure  to  sudden  and  ex- 
treme temperature  changes,  and  the  result  was  a  check- 
ing of  the  film  of  paint. 

For  this  reason  the  Long  Island  Railroad  has  used 
"Valspar"  varnish  on  its  newer  coaches,  both  inside  and 
out,  because  of  its  extremely  high  elasticity.  The  cars 
that  have  been  varnished  with  the  new  material  have 
been  in  service  for  about  eight  months,  and  as  no  sign 
of  checking  has  occurred,  notwithstanding  the  fact  that 
the  service  has  extended  over  one  winter,  it  is  believed 
that  this  has  solved  the  difficulty. 

Unusual  Repairs  * 

Owing  to  the  high  degree  of  efficiency  under  which 
operation  is  conducted  on  the  Long  Island  Railroad,  as 
well  as  to  the  sufficiency  of  the  steel  car  equipment,  the 
matter  of  unusual  repairs,  as  distinguished  from  the 
routine  involved  by  normal  wear  and  tear,  comes  up  but 
seldom,  and  very  little  experience  has  been  attained 
along  these  lines.  The  engraving  on  page  568,  how- 
ever, shows  the  result  of  a  steel  passenger  train  running 
into  the  side  of  a  stationary  freight  train  at  a  speed  of 
about  15  m.p.h.  This  crushed  in  the  corner  of  the  first 
car  of  the  passenger  train  and  slightly  damaged  the 
platform  of  the  next  car.  The  leading  truck  of  the 
first  car,  however,  was  pushed  under  the  car,  breaking 
off  all  of  the  electrical  equipment  mounted  on  the  un- 
derframe,  and  at  the  same  time  the  truck  itself  was 
damaged  to  such  an  extent  that  it  had  to  be  replaced. 
Including  all  of  this  the  cost  of  the  repairs  amounted 
only  to  about  $3,600.  The  time  that  elapsed  until  the 
repairs  were  completed  was  just  two  months,  and  this 
included  some  five  weeks'  delay  waiting  for  new  pressed- 
steel  pieces  to  be  furnished  by  the  manufacturer,  the 
actual  work  of  replacement  taking  less  than  three  weeks. 
These  parts,  it  may  be  said,  could  have  been  made  by  the 
railroad  company,  if  necessary,  although  at  a  consider- 
able expense  because  of  the  fact  that  they  would  have 
had  to  be  formed  by  hand  instead  of  being  pressed. 
Equipment  for  pressing  out  parts,  such  as  installed  by 


LONG  ISLAND  STEEL  CARS — RESULT  OF  USE  OF  REINFORCED 

VESTIBULE   POSTS,   THIS   CAR   WITHSTANDING 

DIRECT  IMPACT  AT  50  M.P.H. 


LONG  ISLAND  STEEL  CARS — PAIR  OF  40-TON  ELECTRIC  CAR 

HOISTS  INSTALLED  FOR  DISMANTLING 

STEEL  CARS 

the  manufacturer,  manifestly  would  be  unprofitable  for 
the  railroad  company  to  install  owing  to  the  extremely 
infrequent  use  for  it. 

The  conclusion  drawn  from  this  collision  was  that 
the  body  end-sheet,  which  had  been  expected  to  tie  the 
roof  and  the  floor  of  the  car  together,  tore  loose  and 
permitted  the  corner  of  the  car  to  be  crumpled  up.  The 
main  point  of  weakness,  of  course,  is  the  pocket  for  the 
side  door  of  the  vestibule,  these  doors  sliding  back  and 
forth  in  the  manner  customary  with  rapid-transit  equip- 
ment and  not  swinging  in  accordance  with  steam  road 
practice.  In  consequence,  the  company  decided  to  rivet 
the  body  end-sheet  more  securely  on  later  cars  and  to 
provide  additional  vertical  reinforcement  at  the  vestibule 
ends.  In  this  particular  case  the  repairs  were  effected 
by  cutting  out  the  damaged  side  sheets  at  the  first 
joint  back  of  the  crumpled  portion,  and  by  replacing 
the  sheet  together  with  the  cast-steel  end  sill,  the  vesti- 
bule corner  post,  the  body  corner  post  and  the  roof 
sheets  over  the  vestibule. 

As  a  consequence  of  the  above-mentioned  decision  the 
more  recent  steel  cars  purchased  by  the  company  were 
built  with  9-in.  channels  flanking  the  vestibule  end 
posts.  As  yet  there  has  been  little  definite  experience 
with  the  strength  of  the  reinforced  design  because  of  the 
general  absence  of  collisions.  However,  in  the  one  case 
in  which  the  new  design  has  been  tested  it  gave  striking 
evidences  of  strength.  This  is  shown  by  the  accompany- 
ing engraving,  which  gives  a  front  view  of  a  car  with 
the  heavy  vestibule  posts  after  it  had  hit  a  car  of  the 
original  design.  The  impact  was  between  a  two-car 
train  moving  at  about  30  m.p.h.  and  a  five-car  train 
moving  at  about  20  m.p.h.  Considerable  damage  was 
done  to  the  car  with  the  lighter  end  construction,  and 
it  had  to  be  repaired  by  having  the  end  cut  off  and 
having  a  new  end  built  on  in  its  place.  The  side  sheets 
were  cut  at  the  joints  nearest  to  the  line  where  the  car 
was  undamaged,  and  the  center  sills,  side  sills  and  belt 
rails  were  spliced  with  riveted  joint  plates. 

It  should  be  noted  that  the  car  that  received  the  least 
damage  was  a  combination  baggage  car  without  a  plat- 


570 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


form  at  the  end  where  the  impact  took  place.  In  con- 
sequence, the  corners  were  supported  directly  by  the 
side  sheathing  as  there  was  no  drop  step  between  the 
body  and  the  end  sill,  such  as  was  the  case  in  the 
opposing  car.  It  is  an  interesting  fact  that  the  center 
sill  of  the  opposing  car  was  not  crumpled,  but  was  bent 
up  slightly  instead.  This  sill  was  projected  into  the 
baggage  compartment  of  the  car  with  the  heavy  end 
construction,  between  the  vestibule  centerposts.  These 
stripped  the  end  sill  and  other  projecting  members  from 
the  center  sill,  indicating  that  the  columnar  strength 
of  the  center  sill  exceeded  the  strength  of  attachment 
of  the  transverse  members  connected  to  it.  The  center 
sills  are  built  up  of  two  9-in.  15-lb.  channels  spaced  16% 
in.  apart,  with  a  top  plate  %  in.  x  26  in.  and  two 
bottom  plates  %  in.  by  24  in.  For  26  ft.  at  the  middle 
of  the  car  only  one  bottom  plate  is  used. 

This  great  strength  of  center  sill  is  largely  due  to 
the  previously  mentioned  fact  that  the  Long  Island  Rail- 
road steel  cars  are  constructed  without  body  bolsters. 
Instead,  there  is  the  box-girder  center  sill  which  is 
framed  into  the  body  end  sill  and  which  extends  beyond 
it  to  support  the  platform,  The  center  sill  is  also  framed 
into  a  crossing,  called  a  cantilever,  that  is  located  sev- 
eral feet  back  of  the  position  normally  assumed  by  the 
body  bolster.  The  center  plate  is  fastened  to  the  center 
sill  midway  between  the  body  end  sill  and  the  cantilever, 
and,  therefore,  the  center  sill  acts  as  a  beam  extending 
between  the  cantilever  and  the  body  end  sill.  The  pri- 
mary object  sought  by  this  construction  is  the  rigid  sup- 
port of  the  overhanging  platform  and  draft  gear,  and, 
judging  by  above-mentioned  experience,  this  object  has 
been  fully  attained. 


CONVENTION  OF  THE  A.  R.  E.  A. 


At  the  Chicago  Meeting  of  the  American  Railway  Enginee:- 

ing   Association   There   Were   Presented   Committee 

Reports  on  Electricity,  Ties,  Wood  Preserva- 

vation.  Fences  and  Other  Subjects 

Those  reports  of  particular  interest  to  electric  rail- 
ways which  were  presented  at  the  sixteenth  annual  con- 
vention of  the  American  Railway  Engineering  Associa- 
tion, have  been  abstracted  and  are  published  herewith. 
The  convention  was  held  at  the  Congress  Hotel,  Chi- 
cago, March  16-18,  1915,  and,  as  has  been  the  custom, 
the  National  Railway  Appliances  Association  held  its 
exhibition  in  the  Chicago  Coliseum  and  Armory  during 
the  same  week. 

Roadway,  Track  and  Ties 

The  committees  on  roadway  and  track  reported  prog- 
ress, the  latter  stating  that  a  sub-committee  had  held 
a  joint  meeting  with  the  standardization  committees 
of  the  Manganese  Track  Society  and  the  Manganese 
Steel  Foundry  Society  and  had  adopted  their  recom- 
mendations for  special  work  specifications.  In  order 
that  the  costs  of  treated  and  untreated  ties  could  be 
compared  on  the  same  basis,  the  committee  on  ties  rec- 
ommended several  formulas  for  adoption  and  publica- 
tion in  the  manual.  These  included  a  method  of  cal- 
culating the  total  annual  cost  of  any  tie  when  the  fol- 
lowing factors  were  known: 

C  =  first  cost  of  tie  in  place ; 

R  =  rate  of  interest; 

n  =  life  of  tie  in  years. 

CR{\-VRY 

(iT«)""— 1 

Wood  Preservation 

The  use  of  coal  tar  in  creosote  was  considered  by 
the  wood  preservation  committee  to  be  desirable.  Com- 
mercial and   economic   conditions   made   advisable  the 


Total  annual  cost  = 


conservation  of  the  creosote  supply,  and  one  of  the  most 
feasible  means  of  augmenting  the  available  output  of 
domestic  creosote  was  by  the  proper  addition  of  refined 
coal  tar.  Solutions  of  refined  coal  tar  and  creosote 
properly  mixed  and  filtered  were  superior  to  ordinary 
mixtures  of  refined  coal  tar  and  distillate  oil,  and  did 
not  reduce  the  depth  of  penetration. 

Allowable  limits  of  water  in  creosote  were  also  in- 
vestigated by  this  committee,  and  as  a  result  it  recom- 
mended the  adoption  of  specifications  stating  that  the 
use  in  treatments  of  creosote  containing  up  to  3  per 
cent  water  was  permissible.  Where  the  quantity  ex- 
ceeded 3  per  cent,  proper  allowance  should  be  made,  and 
under  no  circumstances  should  timbers  be  treated  with 
oils  having  more  than  6  per  cent  water. 

The  report  of  the  committee  on  buildings  included 
recommendations  regarding  the  best  uses  for  various 
kinds  of  roofing  materials  and  sketches  of  typical  floor 
constructions  for  shops.  Under  the  subject  of  roof  ma- 
terials, it  was  stated  that  the  built-up  roof  was  espe- 
cially valuable  for  flat  surfaces  and  could  be  made  as 
heavy  as  desired.  Regarding  ready-made  roofing,  the  re- 
port stated  this  has  a  better  value  for  steeper  roofs  than 
for  those  of  small  pitch.  It  averaged  much  cheaper  than 
the  built-up  type  and  most  of  those  now  in  use  required 
occasional  recoating  to  obtain  a  fair  life.  Slate  made  a 
good  roof  if  properly  watched  but  it  could  not  be  walked 
upon  without  danger  to  the  slate.  Tile  of  good  quality 
gave  equally  good  results  and  had  not  the  disadvantage 
of  breaking  so  easily  under  foot.  Its  principal  value, 
however,  was  from  an  architectural  standpoint  and 
when  properly  protected  and  fastened  could  be  recom- 
mended for  roofs  with  pitches  of  6  in.  to  1  ft.  or  more. 
Asbestos  shingles  were  also  recommended  for  railroad 
structures.  Large  cement  tile,  reinforced  and  laid  with- 
out sheathing  directly  on  the  roof  purlins,  was  regarded 
as  a  good  roof  for  shops  and  freight  houses.  Owing  to 
the  high  cost  of  maintenance,  the  average  metallic  roof 
coating  was  not  recommended  on  permanent  buildings. 

Fences  and  Crossings 

The  committee  on  signs,  fences  and  crossings  pre- 
sented data  on  the  economy  of  concrete  and  metal  as 
compared  with  wood  for  fence  posts,  which  had  been 
collected  from  seventy-two  roads,  and  it  was  concluded 
that  their  use  had  not  yet  passed  the  experimental  stage 
so  far  as  life  was  concerned.  General  results,  however, 
had  been  suflSciently  satisfactory  to  cause  a  number  of 
railroad  companies  and  private  concerns  to  construct 
plants  for  the  manufacture  of  concrete  posts  on  a  large 
scale.  Where  suitable  timber  was  plentiful  and  cheap 
there  was  no  economy  jn  the  use  of  concrete  unless  its 
life  was  much  longer  than  is  now  estimated. 

This  committee's  report  also  contained  the  following 
statements  regarding  galvanized  wire  fencing:  The 
rapid  deterioration  of  modern  woven  galvanized  fence 
wire  is  caused  by  the  coating  of  zinc  being  too  thin  and 
of  an  uneven  thickness.  A  second  coating  of  zinc 
should  be  applied  to  electrically  welded  fencing  after  it 
is  manufactured.  For  right-of-way  fences  a  hinged 
metal  gate  is  recommended.  The  width  of  farm  gates 
should  not  be  less  than  12  ft.,  depending  upon  the  size 
of  agricultural  machinery  in  use  in  the  vicinity,  or  as 
required  by  the  laws  of  the  states  through  which  the 
railroad  operates.  The  minimum  height  of  farm  gates 
should  be  4  ft.  6  in.  from  the  surface  of  the  roadway. 
Farm  gates  should  be  hung  so  as  to  open  away  from 
the  track,  and,  if  hinged,  should  swing  shut  by  gravity. 

Concrete  for  fence  posts  was  stated  to  be  a  prac- 
tical, economical  and  a  suitable  substitute  for  wood.  Re- 
inforcements for  them  should  be  placed  as  near  the  sur- 
face as  possible,  Vo  in.  from  the  surface  being  the 
best  location.  Posts  should  taper  from  base  to  top  and 
should  not  be  less  than  5V^  in.  at  base  and  4  in.  at  top. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


571 


Concrete  should  consist  of  one  part  cement  and  four 
parts  of  run  of  pit  gravel;  or  one  part  cement,  two 
parts  sand  and  four  parts  crushed  stone  of  low  absorp- 
tion, or  screened  gravel.  Gravel  or  crushed  stone 
should  not  be  less  than  l^  in.  or  more  than  1/2  in.  in 
size.  Concrete  should  be  of  a  quaking  consistency. 
Molds  should  have  a  jogger  or  vibratory  motion,  while 
the  concrete  is  being  placed  to  compact  it  and  smooth 
up  the  surface  of  the  post. 

Concrete  posts  should  not  be  made  outdoors  in  freez- 
ing weather.  They  should  not  be  exposed  to  the  sun, 
and,  to  aid  curing,  should  be  sprinkled  with  water  the 
first  eight  or  ten  days  after  being  made.  Molds  should 
be  carefully  oiled  or  soaped  to  prevent  concrete  sticking 
to  them.  Posts  should  be  cured  for  not  less  than'  ninety 
days,  when  cured  naturally,  before  being  set  or  shipped 
and  should  be  carefully  handled  and  packed  in  straw, 
sawdust  or  other  suitable  material  for  shipment. 

This  committee's  report  also  contained  the  following 
recommendations  regarding  track  construction  and 
flangeway  at  paved  street  crossings  and  in  paved 
streets.  (1)  Treated  ties  should  be  used,  laid  on  a  bed 
of  crushed  rock,  gravel  or  other  suitable  material,  not 
less  than  8  in.  in  depth,  placed  in  about  3-in.  layers, 
each  to  be  thoroughly  rammed  to  compact  it.  (2) 
Vitrified  tile  drains  not  less  than  6  in.  in  diameter,  with 
open  joints,  leading  to  nearest  point  from  which  effi- 
cient drainage  may  be  obtained,  or  with  sufficient  outlets 
to  reach  sewers  or  drainage  basins,  should  be  laid  on 
either  side  of  and  between  tracks,  parallel  with  ballast 
line  and  outside  of  ties.  (3)  Girder  rail  of  141-lb. 
weight  and  9-in.  depth  or  similar  section,  with  suitable 
tie-plates  and  screw-spikes,  should  be  used.  Tracks 
should  be  filled  in  with  crushed  rock,  gravel  or  other 
suitable  material,  allowing  for  2-in.  cushion  of  sand 
under  finished  pavement.  (4)  Ballast  should  be  thor- 
oughly rammed  as  it  is  installed  to  prevent  settlement 
of  paving  foundations.  Two  inches  of  good,  sharp  sand 
should  be  placed  on  top  of  ballast.  (5)  Paving  must 
conform  to  municipal  requirements,  granite  or  trap  rock 
blocks  preferred.  Hot  tar  and  gravel  should  be  poured 
into  the  joints  as  a  binder. 

Grading  of  Lumber 

The  committee  on  grading  of  lumber  found  that  the 
rules  which  were  adopted  several  yeats  ago  for  North- 
ern pins  and  hemlock  were  no  longer  standard.  It  had 
been  found  wholly  impracticable  to  purchase  lumber  un- 
der the  rules  at  present  printed  in  the  manual,  and  the 
committee  unanimously  recommended  that  they  be  re- 
scinded. With  the  co-operation  of  the  Northern  Hem- 
lock &  Hardwood  Manufacturers'  Association,  a  new  set 
of  rules  were  drawn  up  for  hemlock  and  were  presented 
as  information.  The  committee  also  stated  that  the 
grading  rules  for  Southern  yellow  pine  did  not  suffi- 
ciently define  the  quality  of  the  wood,  and  that  there 
was  no  practical  means  for  definitely  distinguishing  be- 
tween long-leaf  pine,  short-leaf  pine  and  loblolly  pine 
after  timbers  had  once  been  manufactured  from  the 
trees.  It  was  recognized,  however,  that  it  made  little 
practical  difference  from  what  species  of  pine  a  struc- 
tural timber  was  cut,  so  long  as  certain  density  re- 
quirements were  met.  In  view  of  these  considerations 
it  had  been  proposed  that  the  rules  for  the  grading  of 
yellow  pine  timber  be  revised.  This  work  had  been 
undertaken  by  the  committee  on  grading  of  timbers  of 
the  American  Society  for  Testing  Materials,  which  was 
working  jointly  with  the  various  manufacturing  or- 
ganizations interested. 

Report  on  Electricity 

The  work  of  the  committee  on  electricity  was  largely 
that  of  reconciling  the  differences  between  this  associa- 


tion and  other  associations  interested  in  the  subject  of 
clearances,  standard  specifications  for  overhead  trans- 
mission line  crossings  and  the  study  of  electrolysis. 
During  the  year  the  committee  investigated  the  ques- 
tion of  modifying  the  limiting  clearance  line  for  rolling 
equipment  so  as  to  give  additional  space  for  automatic 
train  stops  or  other  permanent  way  structures.  Out  of 
a  total  of  196  replies  to  inquiries,  140  showed  no  en- 
croachment on  the  proposed  clearance  diagram,  and  the 
information  covering  the  encroachments  reported  had 
been  included  in  the  diagram.  This  information,  to- 
gether with  the  proposed  clearance  diagram,  has  been 
laid  before  the  American  Railway  Association  and  the 
American  Electric  Railway  Engineering  Association  and 
will  come  up  for  adoption  at  their  next  meetings.  The 
diagram  in  question  was  shown  in  the  Electric  Rail- 
way Journal  for  Oct.  12,  1912,  on  page  857.  The  com- 
mittee asked  for  the  adoption  of  the  diagram  as  recom- 
mended clearance  lines  for  equipment  and  permanent 
way  structures  adjacent  to  third-rails  and  for  third-rail 
structures.  It  also  recommended  the  adoption  of  speci- 
fications for  crossings  of  wires  and  cables  of  telegraph, 
telephone,  signal  and  other  circuits  of  similar  character 
over  steam  railroad  rights-of-way.  The  committee  also 
recommended  the  adoption  of  the  revised  edition  of  the 
specification  for  overhead  crossings  of  electric  light  and 
power  lines,  with  the  understanding  that  the  national 
joint  committee  would  take  up  the  question  of  additions 
or  changes  in  this  specification  previously  suggested  by 
this  association  at  its  1912  convention. 

The  committee  on  ballast  recommended  a  ballast  sec- 
tion with  24-ft.  roadbed  for  single  track  on  tangents. 
Slopes  should  be  sodded  up  to  the  top,  but  not  beyond. 
Regarding  the  proper  depth  of  ballast  of  various  kinds 
to  insure  uniform  distribution  of  loads  on  the  roadway, 
the  committee  again  unanimously  recommended  the  test 
outlined  in  the  1913  and  1914  committee  report. 


Carbon  Brush  Troubles 

At  the  Cleveland  A.  I.  E.  E.  meeting  which  closed 
yesterday  E.  H.  Martindale,  engineer  National  Carbon 
Company,  discussed  the  suljject  of  commutation  with 
particular  reference  to  the  brushes  of  stationary  ma- 
chines. He  suggested  the  use  of  lead  pencils  from  2B 
to  8H  for  testing  brush  hardness,  stating  that  a  pencil 
softer  than  the  brush  will  mark  it,  while  one  harder 
will  scratch  it.  He  did  not  specify  the  hardness  suit- 
able for  each  class  of  service.  He  recommended  for 
railway  motors  brush  pressures  of  from  4  to  8  lb.  per 
square  inch  and  one-half  these  values  for  stationary 
machines. 

Mr.  Martindale  divided  the  causes  of  brush  trouble 
into  five  classes,  thus:  Field;  armature;  commutator, 
including  brush  rigging;  external  electrical,  and  exter- 
nal mechanical.  He  listed  the  evidences  of  trouble  in 
each  case  as  a  means  of  diagnosis  and  suggested  the 
corresponding  remedies.  In  connection  with  commuta- 
tor slotting  he  advocated  undercutting  the  mica  about 
3/64  in.,  cautioning  against  leaving  strips  or  particles 
of  mica  flush  with  the  commutator.  On  slotted  commu- 
tators brushes  with  no  abrasive  action  may  be  used  and 
their  use  will  result  in  long  life  of  the  commutator  and 
brushes.  A  non-abrasive  brush  is  not  necessarily  a  soft 
brush,  as  one  of  the  hardest  brushes  made  in  this  coun- 
try is  rapidly  becoming  standard. 


Interstate  Commerce  Commissioner  C.  C.  McChord 
is  authority  for  the  statement  that  in  twenty  years  the 
trespassers  killed  on  railways  in  the  United  States 
totaled  86,733  and  the  injured  94,646,  or  181,379  casual- 
ties in  all,  equal  to  the  entire  population  of  the  city  of 
Columbus,  Ohio. 


COASTING  RECORDERS  IN  NEW  YORK 

The  Number  of  Kilowatt-Hours  Required  for  Standard  Cars  on  the  Third 

Avenue  Railway  Has  Been  Reduced  for  One  Month  as  Much 

as  10  Per  Cent — Accidents  Also  Show  Big  Decrease 


r5is;3ja0M2I213ja2MS13ISEEEEiaMI3I3Jtt!EMSlSISISMSME!^^ 


EARLY  in  1911  the  Third  Avenue  Railway  System, 
New  York,  installed  100  coasting  recorders  on  its 
Broadway  line,  choosing  that  route  in  order  to  try  out 
this  device  under  the  most  unfavorable  conditions.  As 
the  sequel  shows,  the  company  was  right  in  its  pre- 
liminary analysis,  for  to-day,  with  all  the  Manhattan 
lines  of  the  Third  Avenue  Railway  equipped  with  coast- 
ing recorders,  the  pioneer  line  does  not  show  as  good 
coasting  performances  as  the  others. 

Nevertheless,  the  tests  on  the  Broadway  line  proved 
so  satisfactory  compared  with  the  preceding  conditions 
that  following  an  experience  of  two  and  one-half  years 
the  company  decided  during  the  year  1914  to  equip  all 
of  its  Third  Avenue,  Union  and  Westchester  lines,  city 
and  suburban,  with  Rico  coasting  recorders.  The  sole 
exception  is  in  the  case  of  the  storage-battery  cars. 
The  entire  order  amounted  to  1100  recorders  costing 
$110,000. 

Comparative  records  of  coasting  ability  were  begun 


represented  solely  by  the  efficiency  department,  which 
consists  of  the  head  of  the  department,  his  assistant 
and  seven  clerks  for  a  total  of  1100  recorders.  The  cost 
of  keeping  the  records  is  about  1.1  cents  a  day  per 
motorman. 

The  recorders  are  of  the  Railway  Improvement  Com- 
pany's standard  type  except  that  they  were  altered 
slightly  to  permit  installation  upside  down  for  the  con- 
venience of  the  motorman  in  making  the  registration 
and  getting  his  record  slip.  The  recorder  is  mounted 
on  the  archway  left  after  the  removal  of  the  bulkheads. 
As  it  is  energized  only  by  current  from  the  propulsion 
motors  acting  as  generators  during  coasting  periods, 
the  possibility  of  false  records  is  practically  eliminated. 

Manner  of  Making  and  Keeping  Records 

Besides  operating  these  recorders  the  Third  Avenue 
Railway  System  uses  the  terminal  clocks  of  the  same 
maker.    Therefore,  the  first  duty  of  the  motorman  is  to^ 


SCIENTIFIC    CAR   OPERATION — OFFICE    OF   THE   EFFICIENCY  DEPARTMENT    WHERE    ALL    COASTING   RECORDS    ARE    KEPT 

AND   CALCULATED 


systematically  on  May  1,  1914,  with  the  organization  of 
the  efficiency  department  for  that  object.  The  Broad- 
way-Kingsbridge  and  125th  Street  lines  were  first  taken 
over,  and  others  were  added  from  month  to  month  as 
their  recorders  were  installed.  In  fact,  the  last  subur- 
ban lines  are  just  being  added  to  the  record  system. 

While  it  would  have  been  possible  to  equip  the  entire 
system  in  less  than  the  nine  months  actually  required 
since  the  main  order  was  placed,  it  was  considered  more 
economical  to  do  it  gradually  and  in  synchronism  with 
other  car  changes.  During  this  period,  in  fact,  the 
open-vestibuled  cars  were  converted  to  the  fully-vesti- 
buled  non-bulkhead  type.  Thus,  the  wiring  for  the 
coasting  clock  was  installed  at  the  same  time  as  the 
circuits  for  the  McWhirter  door  closing  and  car  start- 
ing mechanism. 

No  additional  men  are  required  at  the  carhouses  or 
shops  on  account  of  these  recorders.    The  extra  staff  is 


record  his  departure  from  the  terminal  by  inserting  his 
running-time  envelope  in  the  terminal  timeclock.  Thf 
envelope,  as  reproduced,  shows  the  division,  line,  run 
number,  date,  motorman's  name  and  recorder  key  num- 
ber.   It  also  shows  the  order  of  the  trips. 

After  registering  his  time  the  motorman  inserts  his 
key  in  the  coaster.  This  second  registration  shows  his 
badge  number,  card  number  and  the  "minute"  position 
of  the  recording  wheel.  Since  the  total  number  of  min- 
utes shown  does  not  exceed  sixty,  the  motorman  must 
register  in  at  the  end  of  every  half  trip,  otherwise  only 
the  coasting  time  in  excess  of  sixty  minutes  would  be 
shown.  The  registration  every  half  trip  also  is  inten-J 
tional  as  this  forcibly  reminds  the  motorman  of  thej 
need  for  economical  operation. 

On  leaving  the  car  the  motorman  removes  the  record] 
tape  for  the  run  and  also  inserts  his  running-time  en- 
velope in  the  terminal  timeclock.     Thus  his  envelopej 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


573 


2-4-15 

Car  1019 

Run   1S5 

McLaughlin 

B.  S28 


2-4-15 

Car  1019 

Run   1S5 

McLaughlin 

B.  5?8 


J*in, 


Hours 

9  49 

Cash  511 

Transfers    126 


A  10  40  -:  ^ 
Aiati  i^ 
AlOM  ^-^ 
A  19 05  ^-^ 
A  10  14  ---^ 
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AlOSdl-H 
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A  10  23  :=  * 
A10  33  =- 
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A1'J17  5«- 


C37 

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578 
578 
578 
578 
57  8 
578 
B78 
578 
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678 


A  19  06i  ^ 

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A19  2j3-t 

A  10  335^ 

A  10  413^ 

A  10  34^^ 

A  19  063~ 

A  19  17  5^ 

A  10  284— 

A  10  32i— 
578  A1941q^ 
578  A  19  614^ 
578 
57  8 
57  8 
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57  8 

67  8 
57  8 
67  8 
578 
678 
57  8 
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578 
57  8 
67  8 
57  8 
B78 


SCIENTIFIC    CAR   OPERATION— RINGING   IN    AT   THE   TERMI- 
NAL CLOCK  ;   TWO  TAPE   RECORDS  OF  A  DAY'S  WORK 

for  the  day  bears  a  complete  record  of  his  running  times 
while  the  tape  shows  the  corresponding  coasting  times. 
The  tape  is  placed  in  the  envelope  and  handed  to  the 
depot  receivers,  who  in  turn  forward  the  data  to  the 
efficiency  department. 

The  motormen  soon  learn  to  read  the  tape  intelligent- 
ly. Their  interest  in  the  records  is  particularly  manifest 
when  they  get  a  lower  reading  than  usual.  In  such 
cases  their  opinion  about  the  car  is  expressed  by  notes 
written  on  the  tape  in  succinct  if  not  always  elegant 
language.  On  the  other  hand,  exceptionally  good  rec- 
ords are  accompanied  by  a  phrase  like  "This  car  is  a 
hummer."  All  complaints  are  referred  to  the  superin- 
tendent of  equipment  as  possibly  worth  special  attention 
at  the  next  inspection  of  the  car. 

The  original  tapes  are  filed  in  the  daily  envelope,  the 
unstamped  side  of  which  carries  the  separate  and  totaled 
number  of  run  and  coasting  minutes.     These  first  ad- 


TBIRD  mm  Rllllil  CO.  STSTEI 

RUNNING  TIME   CARD  ^ 

THIBO  AVE „„,,..    ,.,^._/a 

I«tK  ST    CROSSrOWN^      D.t. ^AN    "  I     13115 


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SCIENTIFIC    CAR    OPERATION — FRONT    AND    BACK    OF    RUN- 
NING TIME  ENVELOPE;   THE  BACK  SHOWS  THE 
RUN,  COASTING  AND  TOTAL  MINUTES 


SCIENTIFIC    CAR    OPERATION — POSITION    OF    COASTING 
RECORDER  ON  BULKHEAD  ARCH 

ditions  are  the  only  ones  made  without  a  machine.  At 
the  end  of  the  week  both  sets  of  figures  are  integrated 
in  a  Burroughs  machine  and  the  percentage  of  coasting 
time  is  computed.  The  weekly  record  reproduced  shows 
the  motorman's  badge  number  in  the  upper  right-hand 
corner,  the  run-minutes  in  the  left-hand  column  and  the 
coasting  minutes  in  the  right-hand  column.  Both  col- 
umns are  added  simultaneously.  For  the  convenience 
of  the  reader  the  day  corresponding  to  each  perform- 
ance has  been  added.  The  monthly  record  is  similar, 
showing  the  record  for  each  of  the  four  weeks  and 
the  fraction  remaining.  The  percentage  of  coasting 
time  is  calculated  with  a  slide  rule. 

The  object  in  making  weekly  records  is  to  give  both 
the  men  and  the  management  the  chance  to  see  the 
effects  of  weather  and  traffic  conditions  while  the  mem- 
ory of  such  conditions  is  fresh  in  the  minds  of  all. 
Again,  the  daily  and  even  the  weekly  records  show  big 
fluctuations  in  the  runs  of  the  same  man,  but  when 
compared  by  months  the  order  of  merit  changes  little 
so  far  as  the  regulars  are  concerned. 

At  the  end  of  each  week  the  records  for  the  motor- 
men  of  each  line  are  made  up  in  the  order  of  merit  a? 
expressed  in  percentage  of  coasting  time.  The  record 
pertaining  to  a  given  division  is  posted  only  in  the 
depots  of  that  division  but  a  set  of  records  covering 
every  division  is  forwarded  to  the  department  head,  the 
chief  instructor  and  other  executive  officers  interested 
in  the  elTect  of  coasting  on  power,  eouipment,  and  traf- 
fic. The  road  instructor  for  each  division  also  gets  a 
record  covering  his  men.  This  record  is  his  guide  for 
the  investigation  of  operating  characteristics  of  motor- 

Wfek  Ending  Jan.    7 

Running  Coasting      Badg* 

Time  Time        NumbeT 
52 

Jan.    1 591  26 

Jan.    2 S99  27 

Jan.    3 633  24 

Jan.    4 578  25 

Jan.    5 585  24 

Jan.    6 600  26 

Jan.    7 562  27          Per  Cent 

Coasting 

Total   for   weclt 4,148  183               44.? 

SCIENTIFIC  CAR  OPERATION — RECORD  DAY  BY  DAY 

Month  op  January 

Running  Coasting       Bad«fe 

Time  Time         Nurt*er 
52 
Total  for 

Weel<  ending  Jan.    7 4,148  183 

Week  ending  Jan.    14 3,061  151 

Week  ending  Jan.    21 3,016  166 

Week  ending  Jan.   28 2,415  11.1 

Three  days  ending  Jan.  31 1,722  86         Per  Cent 

Coasting 

Total  for  month 14,362  703               49.0 

SCIENTIFIC  CAR  OPERATION — ONE  MONTH'S  RECORD,  WEEK 
BY  WEEK,   OF  RUN  AND  COASTING   MINUTES 


574 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


Coasting  Record  125th  .Street  Crosstown  Line,  Week  Bndinq 


Date, 
1 
2 
3   ^ 


.9  '■: 

12 


Motor- 
man.      Minutes. 

McLaughlin    .528 
.  McDermott   .  .569 

Lynch     599 

•  Keegan  856 

McCourt  .  ...  .848 

Mullins  ..  .i.  .818 

,Mella    .  .  , 886 

■Murray   . ; . .  .744 

,■■  Jessup  '. 871 

3Ryan    '.  .v» ,.  .557 
•Creegan   ..-i.  .850 

Gillespie    ....  504 


Jan.  7,  1915. 

Day  Runs 
Per 
Cent. 

44.2 

41.0 

39,5 

38.8 

38.7 

37.5 

37.1 

36.7 

35.6 

35.4 

35.2 

34.S 


Date. 

13 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 


Motor-  Per 

man.     Minutes.  Cent. 

Skinner    880  33.8 

Martin   .759  33.7 

Lyons 687  33.7 

O'Connor 600  33.3 

Tochman 623  32.9 

Conroy 512  32.6 

Van  Tassel    ..628  32.1 

Greene 836  31.0 

Coogan   869  30.9 

Block   583  28.0 

Scanlon    769  27.7 


Average,  37.8  ;  previous  week's  average,  3S.6  ;  highest  previous 
average,  38.6. 

Highest  week's  record  to  date:    McLaughlin,  528,  47.2  per  cent, 

week  of  .June  14,  1914. 


10 
11 
12 
13 
14 


Relief  Runs 
Per 

Date 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 

27 

28 


Motor- 
man.     Minutes. 

Heaney    896 

Girard    544 

Ryan    626 

Spellman  . . .  .780 

Gallery 561 

Allen    686 

Mallon   552 

Williams    ...  .809 

Conlon 679 

Nasdal 573 

Dwyer   736 

Lynch 589 

Parks 797 

McDermott  .  .750 


Per 
Cent. 
35.4 
34.4 
34.2 
34.1 
33.7 
33.7 
33.2 
32.6 
32.6 
32.1 
31.6 
31.2 
30.3 
30.1 


Motor- 
Date,       man.     Minutes.     Cent. 

1        Reddy    622  45.7 

Quinn    761  44.2 

O'Neill 510  44.0 

Howe    829  42.3 

Lombard  . .  .  .740         42.2 

Flaherty    556  39.7 

Donohue    ....743  38.3 

Brown    587  37.5 

McCourt    848  37.4 

Smith 678  37.2 

Stevenson    ....593         36.9 

Allen 830  36.4 

Creegan 647         36.1 

Hogan    659  35.7 

Average,  37.0  ;  previous  week's  average,  36.3  ;  highest  previous 
.average,  36.7. 

Highest  week's  record  to  date:  Howe,  829,  45  per  cent,  week  of 
Dec.  7,  1914. 

Night  Runs 
Motor-  Per  Motor-  Per 

Date.       man.     Minutes.     Cent.  Date.       man.     Minutes.     Cent. 

1  Quinn    761         47.3  3       Audette    763         35.4 

2  Hlousek    784         35.6  4       Brennan    828         33.7 

Average,  41.2  ;  previous  week's  average,  43.8  ;  highest  previous 

average,  46. 

Highest  week's  record  to  date:  Hlousek,  784,  50.6  per  cent, 
week  of  Dec.  14,  1914. 

Average  all  classes,  37.5  ;  previous  week's  average  all  classes, 
37.9  ;  highest  previous  average  all  classes,  37.9. 

men  with  supernormal  or  subnormal  records.  For- 
merly these  instructors  coached  only  the  new  men. 

That  the  men  may  be  compared  on  a  fair  basis  the 
runs  are  classified  into  day,  relief  and  night  runs.  In 
examining  the  weekly  record  it  will  be  seen  that  the 
night  runs  of  the  125th  Street  line  show  the  highest 
percentages  of  coasting,  41.2  per  cent,  as  might  be 
anticipated  from  non-congested  track.  The  senior 
motormen  with  day  runs  averaged  37.8  per  cent  during 
the  same  week,  with  the  leader  reaching  a  maximum 
of  44.2  per  cent  compared  with  47.3  per  cent  by  the  best 
night  man.  The  average  of  the  relief  men  is  37  per 
■cent,  or  only  1.8  per  cent  less  than  the  day  men,  while 
the  top  man  actually  did  45.7  per  cent,  or  1.5  per  cent 
more,  coasting  than  the  top  day  man.  The  weekly 
record  also  shows  the  premier  performances  of  preced- 
ing weeks,  the  fall-back  for  the  week  of  Jan.  7  being 
the  effect  of  bad  weather. 

The  monthly  record  which  divides  the  men  according 
to  employment  for  more  or  less  than  twenty-one  days 
per  month,  in  addition  to  the  classification  as  to  runs, 
proves  clearly  enough  that  the  ability  to  coast  tends  to 
improve  as  the  motorman  has  more  opportunities  to 
get  the  "feel"  of  the  run.  Thus,  despite  some  excep- 
tions to  the  rule,  it  will  be  seen  that  the  day  men  who 
worked  more  than  twenty-one  days  in  January  did  3.1 
per  cent  more  coasting.  The  relief  men  of  more  than 
twenty-one  days'  service  also  did  2.7  per  cent  more 
coasting  than  the  relief  men  of  less  than  twenty-one 
days'  service,  while  the  night  men  oftener  employed 
did  2.2  per  cent  more  coasting. 

Aside  from  the  records  already  described  weekly  sum- 
maries with  comparisons  for  other  weeks  are  prepared 
to  show  the  average  coasting  performances  for  each 
cl^ss  of  run  on  each  of  the  five  divisions.  The  propor- 
tion of  men  who  have  attained  various  percentages  is 
also  shown  for  each  class  of  run  and  each  division.  A 
similar  record  is  made  up  for  the  month.     From  this 


last  record  a  summary  is  prepared  to  compare  the  aver- 
age coasting  ability  of  all  men  under  each  of  the  five 
superintendents,  together  with  comparisons  with  other 
months.  Thus,  not  only  the  motormen  but  also  the 
superintendents  are  trying  to  improve  their  records. 
In  fact,  the  order  of  merit  by  divisions  has  changed 
several  times.  At  the  present  time  Mr.  Carrigan  is 
superintendent  of  the  West  Farms  lines,  Mr.  Murphy  of 
the  Third  Avenue,  125th  Street  and  Kingsbridge  lines, 
Mr.  Reynolds  of  the  Kingsbridge  division,  Mr.  McDon- 
ald of  the  Manhattan  lines  not  under  Mr.  Murphy,  and 
Mr.  Wheeler  of  the  Westchester  division. 

Reduced  Energy  Consumption 

The  value  of  the  coasting  recorder  is  shown  by  the 
reduction  in  energy  consumption  for  the  last  six  months 
of  1914.  It  is  true  that  during  practically  the  same 
period  many  of  the  cars  were  changed  from  carbon  to 
tungsten  lighting  and  that  about  200  cars  were  equipped 
with  Perkins  roller  bearings.  There  is  no  question, 
however,  that  the  major  portion  of  the  saving  is  due 
to  the  coasting   recorder.     Compared  with  the   same 


125TH  Street  Crosstown  Line — Month  of  January,  1915. 
Day  Runs — Men  Working  Twenty-one  Days  and  Over 


Motor-  Per 

Date.       man.     Minutes.  Cent.  Date, 

1  McLaughlin    .528  49.0              7 

2  Skinner    880  44.6              8 

3  Keegan    856  44.0              9 

4  Conroy     512  42.0  10 

5  Martin    759  38.9  11 

6  Gillespie    .  .  .  .504  37.8 
Average,  39.6, 


Motor- 
man.     Minutes. 

Coogan    869 

Van  Tassel    ..628 

Criegan    850 

Jessup    871 

Tochman    ....623 


Per 
Cent. 
36.8 
36,3 
36.1 
35.7 
34.8 


Date. 
1 
2 
3 
4 
5 
6 
7 


Motor- 
man. 


Men  Working  Less  Than  Twenty-one  Days 


Minutes. 


9 

10 
11 
12 


Mclnerney    ..798 

Farrell     884 

Lynch     599 

McCue     691 

Mulcahy     738 

O'Neill     510 

Olsen    883 

Reddy    622 

Melia     886 

O'Hara     574 

O'Connell     ...845 
Lyons     687 


Per 
Cent. 
52.3 
44.5 
42.5 
42.1 
42.0 
41.8 
41.5 
38.1 
37.4 
36.6 
35,5 
34.6 


Date. 

13 

14 

15 
16 
17 
18 
19 
20 
21 
22 
23 


Motor- 
man. 


Minutes. 


Per 

Cent. 

34.5 

33.7 

33.5 

33.5 

32,5 

32.2 

31.7 

31.6 

30.0 

29,9 

27.1 

I 

previous  month's  average 


McCormack  ..898 

Murray    744 

Black 583 

McPherson    .  .827 

Ryan    557 

Costello    853 

Mills     551 

Green    836 

Manning     .. .  .550 

Peters    560 

Mullins    818 


Average,  37.6  ;  average  for  class,  39.1  . 
for  class,  37.1  :  highest  previous  average  for  class,  37.1. 

Highest  month's  record  to  date:     McLaughlin,  528,  49  per  cent 
for  this  month. 


Men  Working  Tenty-one  Days  and  Over 


Relief  Runs- 
Motor- 
Date,       man.     Minutes. 

1  Howe     829 

2  Brown    587 

3  Donohue    ....743 

4  WiUiams     ,...809 

5  Allen    868 

Average,  37.6, 

Relief  Runs — Men  Working  Less  Than  Twenty-one  Days 
Motor- 
Date,       man.     Minutes. 


Per 

Cent. 

43.0 

41.1 
40.9 
37.2 
36.6 


Motor-  Per 

Date.       man.     Minutes.  Cent. 

5       Girard    544  36,6 

7  Mallon     552  36.5 

8  Nasdal    573  33,2 

8       Parks    797  33.2 


1  McDermott   .  .569 

2  Stevenson    ...593 

3  Istvanko    717 

4  Keegan    856 

5  Elder    874 

6  O'Neill    510 

7  McDonald   .  .  .655 

S  Beagon    631 

9  McGuire 673 

10  Scanlon   769 

n  Halloran   699 

12  Sullivan   .....627 

12  Spellman    780 

Average,   34.9. 

Average  for  class,  37 


Per 
Cent. 
47.5 
44.5 
44.2 
43.0 
42.2 
42.0 
39.5 
39.2 
37.5 
35.9 
35.4 
35.1 
34.9 


Date. 

14 

15 

16 

17 

18 

19 

20 

21 

22 

23 

24 

25 

26 


Motor- 
man.     Minutes. 

Curry 637 

Quinn    761 

McBride    865 

Allen    S30 

McDermott   .  .750 

Ferrv   536 

Costello    853 

Conlon    679 

Sheehy 635 

Murray    744 

Creegan 647 

Green    835 

Roche   535 


Per 
Cent. 
34,6 

34,,'. 

33.1 

33.11 

32.0 

32.4 

32,3 

30,7 

30.3 

29.8 

26. .s 

2f 

24.1 

36.3; 


previous  month's  average  for  class, 
highest  previous  average  for  class,  36.3. 

Hfi'hest  month's  record  to  date:     Howe,  829,  43  per  cent  for  this] 
month. 


-Men  Working  Twenty-one  Days  and  Over 
Motor- 
Date,       man.     Minutes. 
2       Audette   763 


Nieht  Runs 

Motor-  Per 

Date.       man.     Minutes.     Cent. 

1       Hlousek    784         41.1 

Average,  36.8. 

Men  Working  Less  Than  Twenty-one  Days 
Motor-  Per  Motor- 
Pate,       man.     Minutes.  Cent.  Date.       man.     Minutes. 

1  McCourt    848         44.2  4       Mooney 833 

2  McDermott  ..  569         38.2  5       Halleran    699 

3  Mulkern 722         36.4  6       Lynch    589 

Average,  36.6. 

Average  for  class,  36.7  :  previous  month's  average  for  class,  44.3 
highest  previous  average  for  class,  44.3. 

Highest  month's  record  to  date:     Hlousek,  784,  49  per  cent  for 
October,  1914. 

Average  all  classes,  38.1  ;  previous  month's  average  all  classes, 
37.4  ;  highest  previous  average  all  classes,  37.4. 


Per 

Cent! 

33.- 


Per 
Cent. 
34.2 
31.8 
28.9 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


575 


Weekly  Averages 

Increase  ( + ) 
Decrease  ( — ) 
as  Compared  with 
Week  Ending    Highest  Previous    Highiest 
Jan.  7    Dec.  28  Previous     Week      Previous 
The  averages  were  : 
Third     and     Amsterdam 
Avenues : 

Day   runs    32.3  33.3  34.9  — 1.0  — 2.6 

Harlem  tripper   31.6  31.8  33.3  — 0.2  — 1.7 

Relief    runs    30.9  31.8  33.9  — 0.9  • — 3.0 

Night  runs 33.4  35.0  37.5  — 0.6  — 4.1 

All  runs    31.9  33.0  34.9  — 1.1  — 3.0 

125th   Street  Crosstown  : 

Day  runs    37.8  38.6  38.6  — 0.8  — 0.8 

Relief  runs 37.0  36.3  36.7  +0.7  +0.3 

Night  runs 41.2  43.8  46.0  — 2.6  — 4.8 

All   runs    37.5  37.9  37.9  — 0.4  —0.4 

Broadway-Kingsbridge : 

Day  runs    35.8  35.5  36.6  +0.3  — 0.8 

Relief    runs    35.5  35.2  36.8  +0.3  — 1.3 

Night  runs 31.1  33.7  37.5  — 2.6  — 6.4 

All  runs    35.4  35.0  36.6  +0.4  — 1.2 

All  lines    33.0  33.7  35.3  — 0.7         —2.3 

The   following  shows   the  proportion  of  men   attaining  various 
percentages  in  coasting: 

Over  Bet.  30  and  Under 

40  per  cent  40  per  cent  30  per  cent 
Third  and  Amsterdam  Avenues  : 

Day  runs 2  74  24 

Harlem   tripper   runs 0  55  45 

Relief   runs    0  61  39 

Night  runs    7  67  24 

All  runs 2  67  31 

l25th  Street  Crosstown : 

Day    runs    9  82  9 

Relief  runs   18  82  0 

Night  runs    25  75  0 

All    runs    14  82  4 

■  Broadwav-Kingsbridge ; 

Day  runs 7  78  15 

Relief  runs    11  74  15 

Night  runs    0  100  0 

All   runs    9  76  15 

.All   lines    6  69  25 

Monthly  Comparisons  by  Divisions 

Increase  ( +  ) 
Month  of  Decrease  ( — ) 

Janu-  Decem-  as  Compared  with 

ary  ber       Highest  Previous    Highest 

(1915)    (1914)   Previous    Month      Previous 

Mr.    Carrigan    35.0  33.6  33.6  +1.4  +1.4 

Mr.  Murphy 34.1  34.2  34.2  —0.1  —0.1 

Mr.    Reynolds    33.9  32.0  32.0  +1.9  +1.9 

Mr.  McDonald 30.2  31.7  31.7  —1.5  —1.5 

Mr.   Wheeler    29.5  33.2  33.2  —3.7  —3.7 

System  average    32.7         33.1         33.1         —0.4         —0.4 

The  following  shows  the  proportion  of  men  attaining  various 
percentages  in  coasting  ; 

Over  Between  40  and  Under 

40  per  Cent  30  per  Cent  30  per  Cent 

J^ A ^  ^ K .^ 

Highest  Highest                  Highest 

Jan.  Dec.  Prev.    Jan.  Dec.  Prev.    Jan.  Dec.  Prev. 

Mr.    Carrigan.  ..11  6          7  51  52  52  38  42        87 

Mr.    Murphy 10  8          8  75  79  79  15  13        62 

Mr.    Reynolds...    8  6          4  52  45  45  40  49        71 

Mr.   McDonald..    4  8          5  29  49  49  67  43        90 

Mr.    Wheeler 11  22        22  30  28  28  59  50        50 

System  per  cent  8  8  8  50        58        58  42        34        73 

months  of  1913,  the  successive  monthly  decreases  in 
kilowatt-hours  per  car-mile  on  the  Manhattan  lines  are 
5.5  in  July,  5.3  in  August,  7.7  in  September,  10.0  in 
October  and  9.8  in  November.  In  July  only  74  per  cent  of 
the  system  was  equipped  with  recorders,  which  accounts 
largely  for  the  smaller  savings  first  shown.  By  Decem- 
ber, 1914,  83  per  cent  of  all  cars  covered  in  these  power 
statistics  were  equipped  with  recorders. 

Effect  on  Accidents  and  Equipment 

No  consideration  of  car  recorders  would  be  complete 
without  a  determination  of  the  effect  of  increased  coast- 
ing on  front-end  collisions  and  on  the  electrical  and 
braking  equipment.  The  reductions  due  to  the  coasting 
campaign  alone  cannot  be  segregated,  partly  because 
during  the  last  half  of  1914  the  near-side  stop  was 
adopted  and  the  cars  were  fitted  with  automatic  start- 
ing equipment.  However,  for  the  months  of  Sep- 
tember, October  and  November,  1914,  the  numbers  of 
vehicle  collisions  and  knock-downs  on  the  Manhattan 


Monthly  Averages 

Increase  (  +  ) 
Decrease  ( — ) 
Month  of  as  Compared  with 

Janu-  Decom-  Highest  Previous     Highest 
ary  ber     Previous     Month      Previous 

The  averages  were : 
Third     and     Amsterdam 
Avenues : 

Day    runs   33.4  33.9  33.9  — 0.5  — 0.5 

Harlem    tripper     32.3  32.6  32.6  — 0.3  —0.3 

Relief    runs    32.7  32.8  32.8  —0.1  —0.1 

Night  runs 34.3  36.2  36.2  — 1.9  — 1.9 

All  runs    33.3  33.7  33.7  —0.4  —0.4 

125th  Street  Crosstown:  ,    „  , 

Day  runs    39.1  37.1  37.1  +2.0  +2.0 

Relief   runs    37.0  36.3  36.3  +0.7  +0.7 

Night    runs    36.7  44.3  44.3  —7.6  —7.6 

All  runs    38.1  37.4  37.4  +0.7  +0.7 

Broadway-Kingsbridge :  ,„,,„, 

Day  runs    36.4  36.0  36.0  +0.4  +0.4 

Relief  runs 36.3  36.0  36.0  +0.3  +0.3 

Night    runs    33.3  33.0  35.1  +0.3  —1.8 

All  runs    36.2  35.9  35.9  +0.3  +0.3 

All  lines    34.1  34.2  34.2  -0.1  —0.1 

The  following  shows  the  proportion  of  men  attaining  various 
percentages  in  coasting: 

Over  Bet.  30  and  Under 

40  per  cent  40  per  cent  30  per  cent 
Third  and  Amsterdam  Avenues: 

Day    runs    4  86  lU 

Harlem  tripper  runs 0  <»  " 

Relief  runs    4  76  ^0 

Night  runs 7  70  23 

All  runs 4  79  17 

125th  Street  Crosstown: 

Day   runs    32  6^  » 

Relief  runs    26  63  ii 

Night  runs    25  63  1£ 

AU  runs 29  62  9 

Broadway-Kingsbridge:  _„  ,- 

Day   runs    14  70  16 

Relief  runs    13  75  1^ 

Night  runs   50  50  ^ 

All  runs 15  72  13 

All   lines    10 'i± ^^ 

Energy   Used   for   Traction   Third   Avenue   Railway   Lines   in 
Manhattan,  Exclusive  op  Storage-Battery  Cars 

Per  Per  Per 

Kilowatt-      Cent  Cent  Cent 

Kilowatt-  hours  per    Reduc-  Coasting  Indicated 

hours  Miles       Car-Mile        tion      Mileage     Saving 

July 

1913  3,961,640        1,154,009  3.43 

1914  3;750,273        1,157,223  3.24  5.5  74  7.4 

August 

1913  3,799,051        1,116,294  3.41 

1914  3,676,392        1,139,035  3.23  5.3  77  5.9 

September 

1913  3,699,858        1,057,012  3.50 

1914  3571,930        1,103,653  3.23  7.7  76  10.1 

October 

1913  3,897,706        1,084,328  3.60 

1914  31691,178        1,138,459  3.24  10.0  83  12.0 

November 

1913  3,787,303        1,065,569  3.76 

1914  3,603,024        1,061,651  3.39  9.8»  83  11.8 

December 

1913  4,164,633        1,116,650  3.73 

1914  4,085,015        1,087,478  3.75  0.5*  83 

•The  decreased  saving  and  seeming  loss  are  due  to  greater  heat 
requirements,  although  the  percentage  of  coasting  improved.  The 
average  mean  temperature  for  November,  1914,  was  44  deg.  Fahr. 
or  3  deg.  less  than  November,  1913  ;  that  for  December,  1914,  how- 
ever, was  32  deg.  Fahr.  or  fully  7  deg.  less  than  for  December,. 
I<tl3  The  heavy  drop  to  .such  a  low  temperature,  of  course,  de- 
manded the  maximum  heater  output.  Further,  the  precipitation 
for  December,  1914,  was  4.01  in.  compared  with  2.40  in.  in  De- 
cember,  1913. 

The  foregoing  figures  are  gross  outputs  of  energy  measured  at 
the  d.c.  busbars  of  the  substation^ 

lines  were  885  and  176  respectively,  compared  with 
1092  and  214  for  the  same  months  of  1913— a  reduction 
of    20  per  cent. 

So  far  as  car  equipment  is  concerned,  the  figures  for 
the  coasting  recorder  installation  period  also  show  a 
decrease  in  the  cost  of  maintenance.  For  motor  and 
control  maintenance  alone,  including,  however,  the  mile- 
age of  the  Union  Railway  cars,  the  figures  per  lOOO 
car-miles  are  as  follows: 

Motor  and  Control  Maintenance  Cost  Per  1000  Car-Miles 

1913  1914 

July $1,131  $1,324 

August    1-733   •  1.360 

September    1-631  1.607 

October 2.370  1.527 

November    : • 1-700  0.985 

December 1-214  1.805 


MANGANESE  STEEL  SPECIAL  WORK 

Experience  of  Several  Companies  on  the  Pacific  Coast  with  Solid  Manganese 
and  Insert  Manganese  Steel  Special  Work 

BaisEiaiaiBJSMaiHisiaEiaiBMSJBHSMSEEiaiaMSMSM^EEia^^ 


ALTHOUGH  this  paper  has  published  several  articles 
on  the  experience  of  electric  railways  with  solid 
manganese  and  insert  special  work  most  of  the  informa- 
tion has  been  based  on  returns  from  roads  east  of  the 
Rocky  Mountains.  These  data  can  now  be  supplemented 
by  information  in  regard  to  the  Pacific  Coast  states,  ob- 
tained by  this  paper  through  its  San  Francisco  office, 
and  while  the  returns  from  the  canvass  have  not  been 
as  complete  as  could  be  desired,  such  information  of 
interest  as  could  be  collected  is  presented  below. 

Manganese  steel  has  been  used  in  track  special  work 
on  the  Pacific  Coast  under  widely  divergent  conditions 
and  in  conformity  with  varied  construction  standards. 
Naturally,  both  satisfactory  and  unsatisfactory  results 
are  reported  in  different  quarters,  but  as  more  careful 
observations  are  made  and  more  data  become  available 
as  to  the  effect  of  heavy  traffic  on  the  different  types 
of  construction,  certain  general  conclusions  have  been 
reached,  and  many  of  the  street  railways  are  adopting 
certain  construction  standards  based  on  their  experi- 
ence with  solid  manganese  and  insert  special  work. 

Experience  in  Vancouver 

In  Vancouver,  B.  C,  both  solid  manganese  and  insert 
special  work  have  been  used  by  the  British  Columbia 
Electric  Railway,  with  the  result  that  in  1911,  after 
nine  years'  experience  with  insert  special  work  and  five 
years'  experience  with  solid  manganese,  the  decision 
was  reached  to  abandon  insert  work  altogether  in  favor 
of  solid  manganese.  This  was  decided  after  repeated 
difficulties  with  loose  plates,  with  arms  breaking  off, 
with  chipping  at  point  of  intersection  and  cupping 
where  the  open-hearth  rail  joined  the  insert,  while  on 
the  other  hand  very  little  difficulty  and  long  life  at- 
tended the  use  of  solid  manganese  crossings  in  the 
same  service. 

As  typical  of  results  with  insert  special  work  manu- 
factured by  different  companies,  it  may  be  cited  that  a 
certain  iron-bound  insert  type  junction  was  installed  in 
1904  under  traffic  amounting  to  800  tons  per  rail  per 
hour  (eighteen-hour  day).  This  was  in  bad  condition 
six  years  later  and  should  have  been  replaced  then  but 
was  kept  in  service  two  years  longer.  At  the  end  of 
this  time  it  was  entirely  worn  out  and  literally  ready 
to  fall  to  pieces  under  normal  traffic.  Between  1902 
and  1909  eight  junctions  and  fourteen  cross-overs  of 
the  insert  type  were  installed,  and  all  showed  the  sev- 
eral types  of  failures  already  mentioned  to  greater  or 
lesser  degree. 

In  solid  manganese  this  company  has  installed  some 
fifty-three  layouts  of  all  sizes  since  1906  and  twelve 
cross-overs  using  solid  manganese  switches,  mates  and 
frogs.  The  traffic  over  these  installations  varies  from 
200  to  1550  tons  per  rail  per  hour  (eighteen-hour  day) 
and  to  date  not  a  single  solid  manganese  piece  in  any 
one  of  these  has  had  to  be  renewed,  nor  is  there  prospect 
of  renewal  being  required  soon.  The  only  solid  man- 
ganese renewals  which  this  company  has  ever  had  to 
make  were  in  two  steam  over-electric  crossings,  not  in- 
cluded in  those  mentioned  above,  where  the  traffic  was 
very  heavy,  being  2500  tons  per  rail  per  hour  (eigh- 
teen-hour day).  Of  the  eight  cross-overs  in  each  of 
these  two  installations,  which  were  placed  in  1906,  the 


first  renewal  was  made  in  1912,  and  to  date  a  total  of 
five  pieces  have  been  renewed  in  the  one  installation 
and  four  in  the  other.  The  points  of  intersection  have 
not  yet  broken  in  these  heavy  traffic  cross-overs,  and 
the  breaking  of  the  casting  arms  which  required  the 
renewals  mentioned  is  considered  to  be  due  to  poor 
foundation  which  extends  to  a  considerable  depth  and 
could  not  be  improved. 

The  success  with  solid  manganese  work  which  this 
company  has  had  is  attributed  largely  to  the  care  taken 
to  secure  solid  foundations  under  the  crossings.  This 
work  is  carried  out  as  follows :  The  specir.'  work  is  laid 
on  ties  spaced  3  ft.  center  to  center  and  blocked  up  to 
grade  to  admit  8  in.  of  concrete  under  the  ties.  The 
concrete  is  mixed  in  the  proportion  of  one  to  seven  and 
is  tamped  under  the  ties  and  up  to  2  in.  below  the  base 
of  the  rail.  At  the  same  time  a  wood  block  is  embedded 
in  the  soft  concrete  between  each  two  ties,  under  the 
rail,  with  the  top  of  the  block  also  2  in.  below  the  base 
of  the  rail  and  flush  with  the  top  of  the  concrete. 

This  concrete  is  permitted  to  set  from  six  to  ten  days, 
according  to  weather,  and  then  the  rail  support  is 
shifted  to  the  wood  block  which  was  set  in  the  concrete, 
by  means  of  wedges  driven  between  the  block  and  the 
rail.  These  wedges  are  then  bored  with  an  auger  and 
the  rails  spiked  down  to  them  and  the  block  beneath 
them.  This  takes  the  weight  of  the  rail  off  the  ties. 
The  spikes  in  the  ties  are  then  slightly  drawn  and  the 
ties  pounded  down  to  the  concrete  bed,  as  the  traffic  will 
probably  have  caused  slight  vertical  movement  of  the 
tie  in  the  soft  concrete  while  it  was  setting.  The  rails 
are  then  shimmed  up  on  the  ties  with  tie  plates  of  the 
required  thickness  and  then  spiked  in  place.  This 
method  eliminates  any  movement  as  the  result  of  in- 
stallation under  traffic  and  supports  the  rail  on  the  tie 
and  block  alternately  every  18  in.  The  remaining  con- 
crete is  then  placed  and  brought  up  to  the  required 
paving  level. 

An  electric  welder  has  been  in  use  for  about  a  year 
on  the  Vancouver  system  and  has  repaired  insert  special 
work  with  moderate  success.  It  has  been  very  useful 
where  cupping  in  the  rail  head  has  occurred  but  can- 
not be  used  to  repair  loose  arms.  Points  of  intersection 
in  the  solid  manganese  crossings  have  not  failed  fre- 
quently, but  in  those  cases  where  failure  did  occur  it  is 
reported  that  the  welder  effected  a  satisfactory  repair. 

In  summing  up  experience  with  the  two  types  of  spe- 
cial work,  the  British  Columbia  Electric  Railway  has 
concluded  that  the  best  practice  is  to  use  solid  man- 
ganese switches,  mates,  frogs,  crossings  and  connecting 
rails  for  the  heaviest  traffic.  For  moderate  traffic  the 
specification  should  be  for  solid  manganese  switches, 
mates,  frogs  and  crossings  with  open-hearth  connecting 
rails,  while,  for  light  traffic,  the  desirable  construction 
is  regular  hard  cast-steel  switches,  mates,  frogs  and 
crossings  and  open-hearth  rails,  or  built-up  work  of 
open-hearth  rails. 

In  this  summary  it  is  also  pointed  out  that  seven 
separate  pieces  are  necessary  in  making  up  a  manganese 
insert  frog  of  iron-bound  construction  and  that  at  least 
four  different  metals  are  involved.  Moreover,  although 
the  purpose  of  the  insert  is  to  eliminate  wear  at  points 
of  intersection,  its  presence  really  creates  uneven  wear 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


577 


at  the  four  points  where  the  manganese  joins  the  open- 
hearth  steel  because  the  latter  wears  more  than  fifty 
times  faster  than  the  former. 

PUGET  Sound  Cities 

In  both  Seattle  and  Tacoma  the  Puget  Sound  Trac- 
tion, Light  &  Power  Company  is  using  for  the  greater 
portion  of  its  special  work,  cast-bound  manganese  cen- 
ter construction  with  bolted-down,  speltered-in  inserts. 
In  Seattle  there  are  a  few  solid  manganese  crossings, 
chiefly  at  intersections  with  cable  lines,  and  some  stand- 
ard built-up  work  using  T-rails,  the  latter  being  the 
standard  for  steam  over  electric  crossings.  This  com- 
pany also  uses  an  electric  welder  for  building  up  broken 
off  intersections  and  reports  that  it  has  obtained  fairly 
successful  results. 

In  general  the  insert  work  has  proved  satisfactory, 
but  there  has  been  some  trouble  with  inserts  coming 
loose,  and  the  company  would  prefer  solid  manganese 
construction  at  the  same  price  as  insert  work. 

Experience  at  Portland 

At  Portland  much  the  same  conditions  obtain  as  at 
Seattle,  except  that  the  Portland  Railway  Light  & 
Power  Company  uses  solid  manganese  for  steam-over- 
electric  crossings  and  at  certain  intersections  where 
the  street  railway  traffic  is  particularly  heavy.  In  gen- 
eral, good  success  is  reported  with  solid  manganese 
special  work  with  a  few  exceptions  where  crossings  of 
improper  design  were  installed  and  which  were  later 
overcome  by  a  redesign  prepared  by  the  manufacturer. 
For  example,  the  crossings  with  the  Southern  Pacific 
Railroad  at  one  point  developed  cracks  in  the  groove  at 
the  point  of  the  frog.  These  appeared  soon  after  the 
crossings  were  installed,  and  some  of  the  cracks  grew 
to  a  length  of  8  in.  under  service  of  less  than  four 
weeks.  After  two  and  one-half  years,  when  the  cracks 
had  reached  a  length  of  14  in.  to  18  in.,  the  crossing 
was  pronounced  unsafe  and  was  replaced.  On  one  of 
these  castings  about  4  in.  of  the  end  of  one  arm  had 
broken  off  and,  altogether,  the  crossings  were  admitted 
to  be  defective  by  the  manufacturers  and  a  proper  al- 
lowance for  this  was  made. 

Sixteen  standard  solid  manganese  crossings  were  put 
in  service  by  the  Portland  Railway,  Light  &  Power 
Company  at  steam-and-electric  intersections.  Experi- 
ence with  these  indicated  that  the  points  of  the  frog 
should  have  had  more  reinforcing  metal  to  take  the 
hammer  blows,  for  six  of  the  sixteen  broke  all  the  way 
through  at  the  point  of  the  frog  when  the  other  parts 
of  the  crossing  indicated  that  possibly  two  years  more 
wear  could  have  been  expected.  It  was  noted  in  these 
and  in  other  crossings  that  both  in  solid  manganese  and 
insert  work  the  wear  for  the  first  month  was  greater 
than  for  the  entire  year  following,  from  which  it  was 
inferred  that  the  castings  were  not  as  hard  at  the  sur- 
face as  underneath. 

A  rigid  concrete  foundation  is  not  considered  success- 
ful under  manganese  crossings  for  heavy  steam  traffic, 
this  company  reports,  because  it  has  been  found  that 
the  concrete  may  break  under  one  part  of  the  crossing 
and  remain  rigid  under  another  part.  In  one  case,  this 
kind  of  a  foundation  failure  caused  an  arm  of  the  cross- 
ing to  break  off  at  the  end  of  the  casting,  a  break  which 
was  practically  impossible  to  repair.  Concrete  founda- 
tions might  be  successful,  it  was  thought,  if  the  con- 
crete was  allowed  to  set  for  two  or  three  weeks  before 
operating  over  it,  but  no  opportunity  was  found  for 
experimenting  with  this  theory.  The  most  successful 
foundation  for  heavy  service  crossings  was  found  to  be 
not  less  than  2  ft.  of  well-drained  crushed  rock  under 
well-seasoned  10-in.  x  10-in.  ties  with  tie  plates  large 


enough  to  drill  and  spike  through,  and  the  whole  sur- 
faced with  5-in.  crossing  plank  shaped  to  fit  the  crossing. 
Electric  welding  on  solid  manganese  has  not  been 
considered  a  success  by  the  Portland  Railway,  Light  & 
Power  Company,  and  this  is  attributed  to  the  difficulty 
of  getting  a  flux  bar  with  enough  manganese  in  it  to 
obtain  a  proper  fusion  with  the  broken  or  worn  parts. 
Arrangements  are  being  made  to  use  flux  bars  of  man- 
ganese steel,  with  which  better  success  is  expected. 
However,  by  the  use  of  a  steel  containing  a  small  per- 
centage of  manganese,  two  apparently  successful  welds 
were  made  in  solid  manganese  frogs  which  had  been 
badly  chipped  at  the  points.  Three  pounds  of  metal 
were  required  to  make  the  repair  on  each  of  these,  and 
after  being  in  service  for  ten  months  the  welds  were  in 
fair  shape.  These  crossings  were  on  electric  lines  only. 
The  usual  difficulty  with  electrically  welded  solid  man- 
ganese crossings  has  been  that  the  metal  usually  parts 
along  the  line  of  the  weld,  lasting  only  long  enough  to 
be  badly  battered. 

San  Francisco  and  Bay  Cities 

The  greater  portion  of  special  work  used  by  the  United 
Railroads  in  San  Francisco  is  of  insert  construction 
with  keyed-in  inserts  on  spelter  base.  Solid  manganese 
is  specified  for  replacements  under  the  heaviest  traflSc, 
and  for  lighter  service  the  removable  centers  are  con- 
sidered most  economical.  Although  no  fixed  rule  is  ob- 
served in  determining  which  type  is  to  be  specified,  it 
may  be  said  of  their  practice  that  where  25-ton  cars 
pass  more  often  than  on  an  average  of  two-minute  in- 
tervals, solid  manganese  is  specified,  and  where  the 
traffic  is  lighter  than  this  the  insert  work  is  considered 
suitable. 

The  United  Railroads  have  had  some  insert  special 
work  in  service  for  six  years  which,  their  engineers 
state,  gives  every  indication  of  having  a  total  life  of 
fifteen  years.  Eight  years  is  regarded  as  about  the 
minimum  reasonable  life  for  insert  work.  Sixty  man- 
ganese insert  special  work  pieces  that  failed  only  three 
years  after  laying  were  replaced  by  the  steel  company. 
The  United  Railroads  have  had  some  trouble  with  in- 
serts coming  loose.  An  electric  welder  is  used  for  re- 
pairing breaks  at  intersections  and  for  building  up 
cupped-out  places. 

The  San  Francisco  Municipal  Railway  uses  solid  man- 
ganese special  work  throughout  its  system,  a  105-lb. 
rail  being  standard.  Considerable  unusually  heavy  con- 
struction has  been  put  down,  but  most  of  this  has  been 
in  service  such  a  short  time  that  conclusions  as  to 
service  cannot  yet  be  drawn. 

In  Oakland  three  types  of  special  work  are  used  by 
the  San  Francisco-Oakland  Terminal  Railways;  built 
up  T-rail  construction,  manganese  inserts,  and  a  few 
solid  manganese  crossings.  Occasional  loose  plates  in 
the  insert  special  work  are  reported,  and  there  has  been 
some  chipping  off  at  intersections,  the  latter  being  re- 
paired successfully  with  an  electric  welder. 

Southern  California 

For  the  downtowTi  districts  of  Los  Angeles,  about  90 
per  cent  of  the  special  work  layouts  on  the  system  of 
the  Los  Angeles  Railway  are  of  solid  manganese.  This 
company  has  prepared  standard  designs  for  the  special 
work  on  its  entire  system,  and  double-web  sections  are 
specified  on  all  solid  manganese  work,  thus  involving 
about  40  per  cent  more  steel  than  would  be  required  by 
manganese  insert  work  of  single-web  construction.  For 
light  traffic  and  in  outlying  districts  insert  construction 
is  used. 

Solid  manganese  has  been  laid  where  the  Los  Angeles 
Railway  intersects  the  Pacific  Electric  system  or  steam 


578 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


railroads.  On  steam  road  intersections,  however,  there 
has  been  considerable  difficulty  on  account  of  corners 
breaking  off,  and  the  use  of  solid  manganese  special 
work  is  being  discontinued,  in  replacements,  in  favor  of 
built-up  standard  T-rail  crossings  with  a  structural 
steel  foundation  set  in  concrete.  On  parts  of  its  sys- 
tem, where  traffic  is  comparatively  light,  this  company 
is  now  specifying  cast-steel  body  manganese  inserts. 
Solid  manganese  is  used,  however,  for  most  crossings, 
frogs,  switches  and  mates  to  obviate  trouble  with  insert 
plates  coming  loose. 

The  Pacific  Electric  Railway  has  prepared  a  standard 
double-web  design  for  solid  manganese  crossings  which 
is  given  a  specially  strong  reinforcement.  It  claims 
that  not  a  single  failure  of  these  crossings  has  occurred. 
On  crossings  of  less  than  40  deg.  it  uses  the  built-up 
type  of  anvil  face  crossings,  that  is,  manganese  inserts 
which  are  the  full  depth  of  the  rail  and  are  bound  all 
around  by  rolled  rail.  It  uses  no  shallow  or  speltered-in 
inserts  whatsoever  on  account  of  their  coming  loose, 
and  it  has  never  been  able  to  keep  them  tight  for  more 
than  two  or  three  years.  All  switches,  mates,  frogs  and 
crossings  of  solid  manganese  under  the  heaviest  kind 
of  traffic  have  given  good  service  when  they  have  been 
reinforced  in  accordance  with  this  company's  standard 
method.  The  average  car  weighs  35  tons  and  in  some 
places  these  are  run  on  a  half-minute  service.  These 
cars  are  all  equipped  with  M.C.B.  standard  wheels  and 
no  risers  are  used  in  the  special  work  flangeways.  In 
addition  to  the  solid  manganese  design  this  company 
also  uses  special  work  built  up  of  standard  rolled  T-rails. 
Both  the  Los  Angeles  companies  use  an  electric  welder 
in  repairing  broken-off  intersections  with  success. 

The  San  Diego  Electric  Railway  uses  7-in.  single  web 
solid  manganese  special  work  for  heaviest  street  rail- 
way traffic,  with  frogs,  switches  and  mates  also  of  solid 
manganese.  For  steam-over-electric  crossings  it  uses 
double-web  solid  manganese  specials  of  built-up,  stand- 
ard T-rail  construction.  This  company  claims  to  have  ob- 
viated trouble  with  the  breaking  off  of  intersections  by 
specifying  unusually  high  risers  in  the  flange  grooves 
of  all  crossings  so  as  to  lift  the  wheel  treads  off  the 
rail  head  at  these  points.  These  risers  are  cast  integral 
with  the  crossings  and  are  not  renewable.  Their  life 
varies  with  the  traffic,  but  when  they  wear  down  the 
crossing  does  not  necessarily  have  to  be  renewed. 

General  Summary 

An  analysis  of  the  trouble  which  Pacific  Coast  com- 
panies have  experienced  with  solid  manganese  and  in- 
sert special  work  might  be  summed  up  as  follows : 

Most  of  the  difficulty  with  solid  manganese  special 
work  would  be  eliminated  if  proper  foundry  methods 
were  always  used  and  the  crossings  were  properly  rein- 
forced. Formerly  a  common  complaint  was  that  cast- 
ings were  not  properly  tempered  and  the  corners  were 
too  brittle,  also  where  foundry  work  has  been  care- 
lessly done,  segregated  metal  sometimes  collected  at 
the  intersections,  thus  weakening  these  points,  or  cracks 
occur  in  the  flangeways.  Recent  experience  would  in- 
dicate, however,  that  the  foundries  are  overcoming  these 
defects  almost  entirely. 

Insert  special  work  seems  to  be  very  often  liable  to 
difficulty  with  loose  plates,  and  engineers  agree  that  it 
is  usually  impossible  to  renew  a  manganese  plate  on  a 
spelter  bearing  in  the  field  so  that  it  will  stay  tight 
permanently.  There  is  also  the  liability  of  arms  break- 
ing off  which  does  not  occur  in  solid  manganese  cast- 
ings. The  corners  of  intersections  seem  to  chip  off 
under  about  the  same  conditions  in  both  solid  and  insert 
special  work,  but  as  the  electric  welder  is  generally  re- 
ported to  repair  both  satisfactorily,  this  is  not  so  serious 
a  difficulty  as  are  the  other  two.    Solid  manganese  and 


insert  special  work  layouts  are  expected  to  have  about 
the  same  life,  so  far  as  wear  is  concerned,  when  the 
plates  remain  tight. 

Finally  it  might  be  said  that  in  addition  to  obviating 
trouble  with  loose  plates  and  broken  arms,  the  solid 
manganese  special  work  has  the  advantage  that  long 
tapering  risers  in  the  flange  grooves  can  raise  the 
wheels  so  that  they  roll  on  the  flanges  at  the  intersec- 
tions, reducing  the  noise  and  lengthening  the  life  by 
lessening  intersection  failures.  With  market  conditions 
as  they  have  been  recently,  the  cost  of  standard  single- 
web  design  solid  manganese  special  work  has  been  al- 
most the  same  as  for  insert  work  where  the  single-web 
design  is  used,  and  under  these  conditions  the  prefer- 
ence is  generally  for  the  solid  manganese  castings. 


Harder  Rails  Suggested  as  Preventative  of 
Corrugation 

In  a  paper  on  "Rail  Corrugation  and  Its  Causes,'" 
presented  Feb.  24  before  the  Institution  of  Civil  En- 
gineers, London,  England,  S.  P.  W.  D'A.  Sellon  reviewed 
different  theories  and  investigations  on  the  subject.  In 
his  opinion  the  evidence  seemed  to  show  that  a  compar- 
atively small  increase  in  the  compressive  strength  of  the 
steel  will  prevent  corrugation,  which  he  defined  as  the 
failure  of  the  rail  table  under  the  stresses  imposed  upon 
it.  The  only  remedy,  of  course,  was  a  harder  steel.  The 
current  British  standard  specification  for  tramway  rails 
prescribed  the  proportion  of  carbon  in  the  steel  as  0.4O 
to  0.55  per  cent,  a  rather  wide  range,  of  which  the  upper 
point  only  just  encroached  on  the  hard  side  for  steel 
made  by  the  Bessemer  process,  while  for  open-hearth 
material  this  percentage  gave  a  comparatively  soft  steel. 

The  cold  flowing  of  the  rail  surface,  detruding  into- 
the  groove,  or  to  the  outside  of  the  railhead,  was  a  gen- 
eral concomitant  of  corrugation  and  had  been  noticed 
as  a  frequent  precursor  of  this  trouble.  It  seemed  de- 
sirable, therefore,  that  the  rail  steel  should  not  have  a 
high  degree  of  ductility.  It  appeared  that  rails  which 
conform  to  the  British  standard  specification  might  have 
too  low  an  elastic  limit  and  too  high  a  measure  of  duc- 
tility. The  essential  points  to  be  specified  were  me- 
chanical properties  corresponding  with  the  working 
stresses  imposed  upon  the  rails. 

The  first  point  was  compressive  strength.  The  British 
standard  specification  prescribes  an  ultimate  tensile 
strength  of  not  less  than  40  tons  per  square  inch,  and 
as  tensile  strength  and  compressive  strength  were  gen- 
erally about  equal  in  mild  steel,  this  might  be  taken  as 
the  intention  of  the  specification  in  respect  of  compres- 
sive strength.  Probably  steel  with  an  ultimate  tensile 
strength  of  50  tons  to  60  tons  per  square  inch  would  be 
found  hard  enough  to  resist  the  destructive  stresses. 
Neither  flowing  nor  crushing  should  occur  at  less  than 
60  tons  per  square  inch,  although  no  figures  should  be 
fixed  until  proved  by  experiment  to  be  adequate. 

It  was  obvious  that  in  obtaining  the  desired  mechan- 
ical qualities  it  was  necessary  to  avoid  brittleness,  ta 
keep  the  metal  sufficiently  tough  to  enable  rails  to  be 
curved  by  the  usual  methods  and  to  use  metal  capable  of 
being  drilled.  However,  some  additional  cost  of  labor  t» 
secure  more  careful  bending,  and  perhaps  more  expen- 
sive drills  of  special  steel,  could  well  be  afforded  if 
corrugation  and  excessive  rates  of  wear  could  be  avoided. 
It  was  probable  that  the  tup  test  would  have  to  be  modi- 
fied to  suit  steel  with  the  desired  properties,  but  rail 
breakage  was  so  rare  on  street  railways  with  a  continu- 
ous concrete  substructure  that  there  was  evidently  a 
large  margin  of  safety  in  that  respect.  Therefore;  a 
less  severe  tup  test  should  suffice.  In  any  case,  the  tup 
test  represented  nothing  to  which  the  street  rail  waa 
exposed  in  the  course  of  its  work. 


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ELECTRIFICATION  DISCUSSED 

At  Meeting  of  Western  Society  of  Engineers  on  March  16,  Papers  on  Elec- 
tric Operation  of  Steam  Railroads  Were  Presented  by  C.  A.  Goodnow, 
W.  S.  Murray,  George  Gibbs  and  E.  B.  Katte 

iifflSI3iaMSiaiaifflffl3IBJai3IHBMM3iai3I3ISI2l3ISMSI3l3iaiS3aiM3I51513I3JS^^ 


AT  a  meeting  of  the  Western  Society  of  Engineers 
held  at  its  club  rooms  in  Chicago,  March  16, 
papers  discussing  the  operating  results  of  electrifica- 
tion of  steam  railroads  were  presented  by  W.  F.  Mur- 
ray, consulting  engineer  New  York,  New  Haven  & 
Hartford  Railroad;  Edwin  B.  Katte,  chief  engineer 
Electric  Traction,  New  York  Central  Railroad;  C.  A. 
Goodnow,  assistant  to  president  Chicago,  Milwaukee 
•&  St.  Paul  Railway,  and  George  Gibbs,  consulting  en- 
gineer for  the  Pennsylvania  and  Norfolk  &  Western 
Uailways.  Messrs.  Murray  and  Goodnow  were  unable 
to  attend  the  meeting  in  person,  Mr.  Goodnow's  paper 
being  read  by  E.  H.  Lee,  vice-president  Chicago  & 
Western  Indiana  Railroad,  and  Mr.  Murray's  paper 
by  E.  T.  Howson,  engineering  editor  Railway  Age 
Gazette.  The  papers  by  Messrs.  Gibbs  and  Katte  are 
•abstracted  on  another  page  of  this  issue. 

Since  the  electrification  of  the  Chicago,  Milwaukee 
■&  St.  Paul  Railway  was  merely  under  construction, 
Mr.  Goodnow's  paper  was  devoted  largely  to  a  descrip- 
tion of  the  character  of  the  work  undertaken,  all  of 
which  has  appeared  from  time  to  time  in  these  col- 
umns. He  expected  that  the  Milwaukee  electrification 
would  result  in  important  economies  not  only  because 
an  entire  engine  division  was  to  be  electrified  for  the 
first  time,  but  also  because  it  would  become  possible 
to  abandon  the  intermediate  engine  terminals  and 
^ards  within  the  electric  zone  which  had  been  required 
under  steam  operation.  The  saving  in  fuel  was  also 
■an  important  factor. 

In  Mr.  Murray's  paper  it  was  stated  that  more  than 
40,000,000  ton-miles  trailing  load  were  handled  during 
the  month  of  January,  1915,  by  the  New  Haven  electric 
locomotives,  this  total  tonnage  being  made  up  of  fast, 
slow  and  local  freight  movements.  Records  of  the 
wattmeters  on  the  locomotives  indicate  that  for  fast 
freight  the  kilowatt-hours  per  1000  ton-miles  of  trail- 
ing load  are  on  the  order  of  30;  for  slow  freight,  30; 
and  for  local  freight,  85.  These  show  that  an  electrical 
ton-mile  requires  half  as  much  fuel  as  a  steam  ton- 
mile. 

With  regard  to  the  handling  of  classification'  and 
switching  yards  by  electric  motive  power,  Mr.  Murray 
said  that  in  1,000,000  electric  switch-engine-miles 
there  had  been  but  one  failure.  The  introduction  of 
the  electric  engine  had  increased  the  speed  of  the 
switching  yards  very  greatly,  and  this  increase  of 
•speed  had  been  secured  with  a  ratio  of  electric  engines 
to  replaced  steam  enginees  varying  from  4:6  to  6:10. 

With  reference  to  the  mercury-arc  rectifier,  Mr. 
Murray  stated  that  the  car  which  was  in  commercial 
operation  on  the  New  Haven  Railroad  had  been  giving 
most  successful  service  and  that  it  had  solved  the 
problem  of  the  production  and  maintenance  of  the 
vacuum  tube,  both  commercially  and  electrically.  The 
possibilities  accruing  from  such  a  result  could  be 
epitomized  in  the  statement  that  while  the  economies 
of  transmission  by  the  single-phase  system  justified 
the  utilization  of  a  heavier  and  less  efficient  motive 
power,  the  rectifier  to-day  permitted  railways  not  only 
to  secure  the  economies  gained  in  this  transmission 
Taut  to  operate  beneath  the  contact  wires  of  such  a 


system  the  more  efficient  and  lighter  d.c.  apparatus. 
A^s  a  concrete  and  practical  application  of  this  result, 
the  a.c.  motive  power  now  in  use  on  the  New  Haven 
would  be  increased  25  per  cent  by  the  application  of 
the  rectifier. 

With  regard  to  administration,  he  said  that  past  ex- 
perience on  the  New  Haven  Railroad  had  shown  the 
necessity  for  a  complete  understanding  of  the  differ- 
ence between  the  operation  of  a  steam  and  an  electric 
property.  There  was  no  necessity  for  any  general 
change  in  an  existing  steam-operated  organization,  but 
the  methods  pursued  in  producing  a  ton-mile  of  any 
character  upon  a  steam  basis  must  be  abandoned  when 
the  drawbar  pull  comes  from  electricity.  The  error  of 
holding  a  steam  master  mechanic  responsible  for  an 
electric  engine-mile  of  any  character  is  patent,  and 
equally  patent  is  the  error  of  holding  a  steam  railroad 
shopman  responsible  for  the  maintenance  and  repairs 
of  electric  engines. 

Discussion 

In  the  discussion  which  followed  the  reading  of  the 
papers  it  appeared  to  be  the  general  belief  that  elec- 
trification could  be  brought  about  only  by  proving  the 
economy  of  its  adoption  over  steam  operation  on  a 
given  line.  Density  of  traffic  was  the  main  factor  that 
had  accounted  for  the  present  development  of  the  art, 
and  if  a  traffic  density  sufficient  to  warrant  electrifica- 
tion did  not  obtain,  it  would  be  folly  to  consider  it. 
Regarding  the  electrification  of  the  Norfolk  &  Western, 
C.  S.  Churchhill,  chief  engineer  of  that  road,  stated 
that  the  economies  of  electrification  had  been  first  con- 
sidered in  1905.  At  that  time  electrical  engineers 
were  unable  to  show  any  other  saving  than  that  of  re- 
ducing the  number  of  men  necessary  to  operate  the 
trains.  After  a  month's  operation  on  the  present  elec- 
trified division  it  had  been  found  that  the  number  of 
men  could  not  be  reduced,  but  that  the  remarkable  de- 
velopment in  the  eflSciency  of  the  electrical  generat- 
ing units  and  distribution  system  had  made  possible 
other  savings  which  had  been  far  greater  and  had 
made  electrification  of  the  Norfolk  &  Western  particu- 
larly economical.  In  order  to  check  the  economy  of 
electric  over  steam  operation  a  log  of  steam-engine 
train  costs  for  the  electrified  engine  division  had  been 
kept,  and  consequently  the  Norfolk  &  Western  had 
figures  with  which  it  might  definitely  calculate  re- 
sults of  electrification. 

W.  F.  M.  Goss  also  took  part  in  the  discussion  and 
stated  that  although  he  was  unable  to  give  out  any 
information  regarding  the  Chicago  terminal  electrifica- 
tion, he  wanted  to  leave  the  thought  with  the  members 
and  guests  of  the  society  that  the  proposed  electrified 
zone  would  include  more  track  than  the  total  miles  of 
electrified  steam  roads  now  in  existence  in  the  rest  of 
the  world.  He  ventured  the  statement  that  if  the 
Chicago  terminals  were  electrified  more  electric  loco- 
motives than  there  were  now  in  existence  would  be 
required. 

Bion  J.  Arnold  spoke  of  the  remarkable  development 
in  the  efficiency  of  the  steam  locomotive  during  recent 
years.    The  problem  of  electrification  now  resolves  it- 


580 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


self  into  one  of  relative  elRciency  of  operating  units  or 
trains  rather  than  the  relative  efficiency  of  the  two 
types  of  locomotives,  since  they  were  about  at  par  at 
the  present  time.  Regarding  Mr.  Katte's  paper  and 
particularly  referring  to  the  operating  costs,  Mr.  Ar- 
nold predicted  that  if  the  electrified  zone  of  the  New 
York  Central  was  extended,  the  costs  would  be  greatly 
reduced  and  the  whole  electrification  would  prove  to  be 
economical.  He  stated  that  the  extension  of  the  New 
Haven  electrification  had  made  possible  greater  econ- 
omies. He  also  predicted  that  good  results  would  be 
obtained  from  the  electrification  of  the  Chicago,  Mil- 
waukee &  St.  Paul  Railway.  Regarding  the  Chicago 
terminals,  Mr.  Arnold  stated  that,  although  he  doubted 
the  practicability  of  electrifying  the  existing  terminals 
as  an  economical  proposition,  he  did  believe  that  if 
they  were  rearranged,  systematized  and  grouped  so 
that  the  unified  property  could  be  utilized  to  its  fullest 
capacity,  there  would  be  a  complete  change  in  the 
aspect  as  regards  electrification. 

Others  taking  part  in  the  discussion  included  J.  C. 
Mock,  signal  engineer  Michigan  Central  Railroad,  and 
E.  W.  Herr,  vice-president  Westinghouse  Electric  & 
Manufacturing  Company. 


MAINTENANCE     COSTS     ON    THE    NEW    YORK 
CENTRAL 

BY    E.    B.     KATTE,    CHIEF    ENGINEER    ELECTRIC    TRACTION 
NEW  YORK  CENTRAL  RAILROAD 

The  electric  locomotive  service  of  the  New  York  Cen- 
tral Railroad  in  New  York  includes  switching  in  yards 
and  terminals,  hauling  shop  trains  for  a  distance  of 
about  6  miles,  and  a  main  line  express  and  local  service 
on  one  34-mile  division  and  on  another  24-miIe  division. 
The  average  cost  for  locomotive  maintenance,  including 
inspection,  repairs,  renewals,  cleaning ,  and  painting 
varies  from  month  to  month,  but  the  average  cost,  cov- 
ering a  period  of  eight  years,  is  not  far  from  S'o  cents 
per  mile.  The  maintenance  during  the  past  year  has 
been  about  4  1/3  cents  per  mile,  the  increase  being 
caused  by  the  renewal  of  driving-wheel  tires  on  the  first 
thirty-five  locomotives  that  were  purchased. 

The  suburban  service  in  the  vicinity  of  New  York 
City  is  handled  by  multiple-unit  trains  consisting  of 
from  two  to  eleven  cars.  Maintenance,  including  me- 
chanical and  electrical  repairs,  inspection,  renewals, 
painting,  etc.,  excluding  only  sweeping  and  window 
cleaning,  has  averaged  somewhat  less  than  2  cents  per 
car-mile.  The  cars  are  all-steel,  60  ft.  long.  They  seat 
sixty-four  passengers  and  weigh  57  tons.  There  is  one 
motor  truck  under  each  car  that  is  equipped  with  two 
200-hp  motors,  giving  a  maximum  speed  of  54  m.p.h. 


The  New  York  Central  Railroad  Company  has  a  spe- 
cial type  of  under-running  third-rail,  which  is  believed 
to  afford  greater  protection  from  accidental  contact  than 
any  other  type.  Its  chief  characteristics  are,  first,  a 
wooden  sheath  inclosing  the  live  third-rail,  except  on 
the  bottom  or  contact  surface,  and,  second,  an  insulated 
support  so  hung  as  to  afford  flexibility  to  prevent  strains 
due  to  the  up  and  down  movement  of  the  supporting  ties 
under  traffic.  The  cost  of  maintaining  this  protected 
third-rail  is  higher  than  for  the  usual  type  of  third-rail, 
and  the  large  amount  of  construction  work  in  progress 
adjacent  to  the  third-rail  has  increased  the  maintenance 
cost  above  normal.  The  average  cost  has  been  about  $26 
per  mile  per  month  on  the  main  line  and  $40  for  yards 
and  terminals,  including  track  bonding  and  cable  con- 
nections, both  positive  and  negative.  As  a  general 
statement,  it  may  be  said  that  the  cost  of  maintaining 
the    three-phase,    high-tension,    overhead    and    under- 


lfl2  1013  1914 

EUelrie  Rlf,J<ntmal 

NEW  YORK  CENTRAL  EQUIPMENT — MAINTENANCE  COSTS  OF 
ELECTRIC  LOCOMOTIVES  AND  MOTOR  CARS 

ground  lines  is  about  $8  per  circuit-mile  per  month,  and 
the  d.c.  cables  cost  about  $13  per  cable-mile. 

The  price  paid  for  coal  in  New  York  averages  from 
$2.50  to  $3  per  short  ton,  and  power  stations  in  this 
vicinity  are  operated  on  three  eight-hour  shifts,  in  place 
of  the  more  common  twelve-hour  shifts.  Under  these 
conditions,  11,000-volt,  three-phase,  twenty-five  cycle 
current  measured  at  the  busbars  of  the  Port  Morris 
Power  Station  averages  between  0.45  cent  and  0.50  cent 
per  kilowatt-hour  for  operating,  labor  and  materials. 
When  fixed  charges  are  added,  the  cost  averages  about 
0.75  cent.  The  transmission  and  transformation  losses, 
together  with  all  fixed  charges,  will  bring  the  average 
total  cost  of  current,  delivered  to  the  third-rail  shoes, 
to  about  1.75  cents  per  kilowatt-hour. 

As  a  measure  of  the  reliability  of  electric  equipment, 
it  may  be  said  that  during  the  year  1914  the  average 


1 

T 

-Electric  Power  Trouble—    — 
Trans,        _ 
Line          g 

1   §  :  1   5;!     5     1 

^  =  i  ^  s      ^   3. 

11 5     ....       16    36 

.157 35i     192J  21 

.47 3$      50i  .. 

Clectric  Zon 
l\lN   Minute 
—Electric  Locc 

1     .      si 

1     1     " 

a      >       S^ 

a  <s  s 

18  ...     86 
4    22    60 
9    24      9 
50  ..       .54 
...80      4 
.    .     10    65 
32  . , .      9 

41 

14     12     14 

6  .    .   1131 

39  ...     83 

32 

E  Train  Detention  Record 

POR 

1914. 

New  York  Cf 

NTRAIi 

1" 

394 
652) 
274 
154) 
322 
499) 
328i 
173 
56 
160 
238 
234 

Railroad 

^ILES  PER  MlN. 

M  U  Cats 

motives ■ 

s  ^    _ 
1  1     1 

5  124    269 

8  193    308 
4    66    111 

3  ...     107 
19  ...       87 
.14      89 

7    19      72 
. .     37      78 
40 

4  .    .     128) 

9  13     144 
. .     10      42 

S   1 

..   13 

2   ,. 
2  .. 

-Multip 
C 

li 
7  5 

'3 ;; 
4 .. 

le  Unit  Ca 

i 
1  1 

27  21 
76      26) 

1?*   .". 

. . . .     48 

2      32 

18  ... 
....      8 

12'    '.'.'.'. 

28  .... 
....     62) 

a 

eS 

109 

152 

112) 
47) 
60 

132 
60 
22 
16 
19 
94 
62 

Locos. 

1 

188,314 
166,740 
175,5.')5 
164,136 
166,034 
165,851 
185,656 
185,6.59 
180,548 
166,670 
156,860 
166,230 

-M.  U. 

■1 

J 

459,989 
409,701 
459,250 
462,703 
471,724 
449,8,54 
441,956 
403,266 
412,802 
451,312 
421,944 
458,451 

Month 

anuary 

February... 

March 

April 

■s 

B 

5 

'22' 
18) 

■95' 
16 

22' 

i 

i 

2 

43 

36) 
40 

9 

3 

3 
13 
13 
13 

7 

9) 

3        3 

475,607     700 
423,680    541 
474,219  1581 
478,300  1534 
489,234  1908 
465,339  1863 
461,564  2579 
420,018  2380 
429,728  4514 
467,138  1289 
437,350  1082 
474,426  3968 

1     1 

i     1 

ll„500     6.893 
4,552     6,834 

48,342      4,604 

23,135    17,393 

62,414     9,,593 
224,927     3,580 

21,045   1.^916 
134.422    22,106 
137,601    33,056 

37,609  66,734 
6,698    13,884 

7,591 

¥ 

1,6S.-. 

90.-. 

2,371 

4,I.>'* 

May 

3  133  . .  25 
. .  260  .. .     6i 

12 

3 

14 

12 
194i 
70 

is' 

121 

175      4 

278)  ,. 

206)    5 

73     .. 

"13'   '5 

'i36     ". 

2,03.> 
1,204 

July 

August 

September.  . 

October 

November  .. 
December. . . 

3 
■3 

1,970 

3  .. 

3,,'iOl 
10,S9< 

38  ■; 

3,94! 
2,4S7 
2,73.' 

Total 26  697  ..  48i  463i  1135    71  172  128  670i  59  475  1475i  45  18  14  U  184J  237     178J  189    877    3487i  2,066,253  5,302,952  5.496.603  1400      19.457     9.093     2.l6i> 

Note: — LocomotivpH— NumbCT  of  Detentions.  94;  Miles  per  Detention,  21,981. 
M.  U.  Cars — Number  of  Detentions,  108;  Miles  per  Detention.  50,894. 


I 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


581 


mileage  per  locomotive  per  detention  was  22,000,  while 
the  multiple-unit  cars  averaged  51,000  miles  per  deten- 
tion. The  train  detentions  due  to  electric  power 
troubles  totaled  840  minutes  for  the  year.  To  this  aerial 
lines  contributed  most  largely,  with  535  train-minutes; 
the  third-rail  caused  244  minutes'  delay,  and  sub-sta- 
tions twenty-five  minutes.  The  power  stations  have 
never  caused  a  minute's  delay  during  their  eight  years 
of  operation. 

Mr.  Katte  also  presented  the  accompanying  chart  and 
table  on  costs,  shown  on  page  580,  and  presented  views 
of  the  equipment. 


ELECTRIFICATION  ON  THE  NORFOLK  &  WEST- 
ERN RAILWAY 

BY   GEORGE   GIBBS,   CONSULTING   ENGINEER 

The  Norfolk  &  Western  Railway,  an  important  trunk 
line  with  a  large  business  in  coal,  has  electrified  a  sec- 
tion of  line  that  is  known  as  the  Elkhorn  grade  in  the 
Pocahontas  coal  region.  The  tonnage  on  the  road  is 
very  heavy,  and  this  produces  a  favorable  condition 
for  electric  traction.  The  electrified  section  includes 
about  30  miles  of  heavy  grade  along  the  western  slope 
of  the  Allegheny  Mountains  and  covers  practically 
the  entire  gathering  division  for  that  particular  coal- 
field. 

The  coal  trains  over  these  heavy  grades  are  hauled 
by  Mallet  engines  which  operate  only  on  the  gathering 
division,  three  engines  being  required  to  haul  the  train 
at  a  speed  of  7  m.p.h.  or  8  m.p.h.  In  a  tunnel  on  the 
division  this  speed  is  reduced  to  about  6  m.p.h.,  the 
tunnel  being  of  limited  cross-section  so  that  difficulties 
with  smoke  have  been  intensified.  The  line  is  a  very 
crooked  one  throughout  the  division.  While  the  sched- 
uled weight  of  the  trains  is  3250  tons  now,  with  Mallet 
service,  this  is  cut  down  in  winter  time  to  2900  tons  in 
order  to  get  the  trains  over  the  division. 

When  electrification  was  first  considered  it  was  ap- 
parent that  the  use  of  a  third-rail  was  impossible. 
That  narrowed  the  problem  to  a  consideration  of  high 
voltage  systems,  and  an  analysis  of  the  cost  and  ex- 
pense of  operation  resulted  in  the  adoption  of  the 
single-phase  system.  On  account  of  the  enormous 
amounts  of  power  which  had  to  be  applied  to  each 
train  it  was  desirable  to  keep  the  amount  of  current 
as  low  as  possible  by  adopting  the  highest  possible 
voltage. 

The  single-phase  power  is  converted  on  the  locomo- 
tive into  three-phase  power  and  is  used  with  three- 
phase  motors.  By  this  arrangement  there  is  obtained 
the  advantage  of  a  rugged  electrical  machine  together 
with  a  single  overhead  conductor,  the  latter  being  im- 
portant in  complicated  yards  and  on  crooked  lines. 
The  three-phase  motor  is  not  adapted  to  other  classes 
of  railway  service,  as  it  is  essentially  a  one-  or  two- 
speed  motor.  It  is  not  suitable  for  main  line  service 
requiring  speed,  but  it  is  eminently  satisfactory  for 
tonnage  work  on  heavy  grades  on  account  of  its 
rugged  characteristics. 

With  this  system  the  speed  of  the  train  will  be  main- 
tained irrespective  of  the  load  and  the  grade  at  any 
speed  at  which  the  motors  are  set.  If  the  speed  is  ex- 
ceeded by  coasting  down  grade,  with  the  train  pushing 
the  locomotive,  the  motors  automatically  return  the 
current  to  the  line  at  normal  voltage  and  this  power 
may  be  used  in  propelling  trains  up  grade. 

For  this  service  there  are  provided  twelve  locomo- 
tives. Each  is  equipped  with  eight  three-phase  mo- 
tors, arranged  with  eight-pole  and  four-pole  combina- 
tions to  produce  14  m.p.h.  and  28  m.p.h.  respectively. 
The  total  length  of  the  locomotive  is  105  ft.  over  all 
and  the  diameter  of  the  driving  wheels  62  in.     The 


weight  is  270  tons,  with  220  tons  on  the  drivers.  The 
drawbar-pull  varies  from  114,000  lb.  during  accelera- 
tion at  the  14-mile  speed,  to  86,000  lb.  when  operating 
at  this  speed  uniformly  on  a  one  per  cent  grade,  but  on 
a  recent  test  a  locomotive  developed  a  tractive  effort 
in  excess  of  170,000  lb.,  indicating,  however,  a  coeffi- 
cient of  adhesion  which  cannot  be  assumed  in  practice. 
The  maximum  guaranteed  accelerating  tractive  effort 
for  a  locomotive  is  133,000  lb. 

At  the  present  time  about  half  of  this  section  of  the 
road,  including  the  entire  heavy  grade  division,  has 
been  operating  for  about  a  month,  and  the  experience 
thus  far  encountered  indicates  that  the  anticipations 
are  to  be  realized  in  obtaining  a  remarkably  successful 
installation.  The  trains  accelerate  promptly  and  with- 
out jerking  on  the  heavy  grades.  On  a  2.5  per  cent 
down  grade  the  trains  are  held  at  a  speed  not  to  ex- 
ceed 14  m.p.h.  As  soon  as  the  speed  exceeds  the  14- 
mile  limit  the  current  drops  to  zero,  then  mounts  up  in 
the  opposite  direction  and  there  is  returned  automati- 
cally to  the  line  an  amount  of  power  probably  in  excess 
of  2000  kw. 

The  acceleration  of  these  heavy  trains,  as  regards 
the  amount  of  power  required,  is  impressive.  Prelim- 
inary tests  indicate  a  development  of  11,000  hp  on  one 
train  during  the  acceleration  period  and  8000  hp  when 
running  at  uniform  speed.  These  figures  are  probably 
in  excess  of  any  amount  of  power  delivered  on  a  single 
train  anywhere  in  the  world. 

Mr.  Gibbs'  paper  concluded  with  a  brief  account  of 
the  electrification  of  the  Pennsylvania  main  line  be- 
tween Broad  Street  Station,  Philadelphia,  and  Paoli, 
a  distance  of  20  miles.  This  installation  was  described 
in  the  Electric  Railway  Journal  for  April  18,  1914. 


Electrolytic  Corrosion  Discussed  at  British  L  C.  E. 
Meeting 

At  a  recent  meeting  of  the  Institution  of  Civil  Engi- 
neers H.  E.  Gerbury  outlined  the  general  principles  of 
pipe  corrosion,  with  and  without  railway  stray  cur- 
rents, quoting  conditions  in  SheflSeld  by  way  of  illustra- 
tion. He  stated  that,  as  current  density  and  current 
duration  are  the  most  important  factors,  potential  read- 
ings are  somewhat  misleading.  Where  a  comparatively 
high  difference  of  potential  exists  there  is,  as  a  rule, 
less  injurious  current  passing.  This  is  largely  due  to 
the  counter-emf  of  polarization.  In  Sheffield,  when  the 
tramway  system  and  generation  station  have  been  shut 
down,  differences  of  potential  up  to  0.66  volt  have  been 
observed  on  pipes.  Incrustation  in  the  bore  of  pipes  is 
often  caused  by  local  electrolytic  action.  This  growth 
might  be  started  as  a  speck  of  rust,  thus  forming  with 
the  iron  a  galvanic  couple,  the  oxide  being  electronega- 
tive to  iron.  The  electrolyte  might  be  created  by  the 
secretions  of  animalculae  or  other  acids.  This  nucleus 
would  then  establish  a  closed  circuit,  and  the  growth 
would  continue  by  the  increased  bulk  of  oxide  acting  as 
a  shell  to  retain  the  electrolyte. 


Ferro-manganese  and  the  European  War 

Ferro-manganese,  which  has  come  to  play  an  impor- 
tant part  in  street  and  electric  railway  special  work, 
frogs  and  crossings,  is  sold  under  severe  conditions  by 
England  during  the  present  war.  English  producers 
require  that  American  buyers  must  obligate  themselves 
not  to  ship  steel  to  Germany,  Austria  or  Turkey,  or  even 
to  countries  contiguous  thereto  except  through  London. 
It  is  said  that  some  buyers  have  declined  to  agree  to 
these  stipulations,  while  others,  because  of  the  large 
amount  of  business  on  hand,  have  been  forced  to  do 
so  in  order  to  keep  their  plants  in  operation. 


582 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


RAILWAY  SIGNAL  ASSOCIATION  MEETS 


Requisites  Which  Were  Presented  for  Automatic  Block  on 

Single  Track  Were  Considered  Ample  for  Train 

Operation  by  Signal  Indications  Alone 

At  the  winter  meeting  of  the  Railway  Signal  Asso- 
ciation, which  was  held  at  the  Auditorium  Hotel,  Chi- 
cago, on  March  15,  reports  were  presented  by  the  stand- 
ing committees  on  mechanical  interlocking,  power  inter- 
locking, automatic  blocks,  standard  designs,  electric 
railway  and  a.c.  signaling,  and  storage-battery  and 
charging  equipment.  Special  committees  on  lightning 
protection  and  contract  forms  also  made  reports. 

The  committee  on  electric  railway  and  alternating 
current  signaling  presented  a  report  of  progress  only, 
stating  that  it  was  bringing  up  to  date  a  series  of  de- 
scriptions of  new  and  extended  installations.  The  re- 
port added  that  alternating  current  signals  were 
increasing  in  number  greatly  and  that  it  would  be 
doubtful  whether  the  committee  could  present  descrip- 
tions of  all  existing  installations  at  the  annual  conven- 
tion next  fall.  Specifications  were  being  prepared  for 
impedance  coils,  and  an  investigation  was  being  con- 
ducted upon  the  subject  of  inductive  effect  between 
signal  circuits  and  adjacent  electric  circuits,  as  well 
as  upon  the  hazards  due  to  the  paralleling  of  high-ten- 
sion and  low-tension  lines. 

The  committee  on  automatic  block  included  in  its 
report  a  statement  of  circuit  requisites  for  single-track, 
"traffic  direction,"  automatic  block  signaling.  These 
proposed  that  the  control  of  signals  should  be  such  as  to 
provide:  (1)  That  stop,  caution  or  proceed  indications 
should  be  given  for  following  movements  as  on  double 
track;  (2)  that  two  trains  meeting  at  a  passing  siding 
should  first  receive  caution  indications  before  reaching 
stop  signals;  (3)  that  protection  for  switches  and 
switching  movements  should  be  given  as  on  double 
track;  (4)  that  neither  a  single  cross  nor  any  combi- 
nation of  grounds  or  breaks  should  cause  the  energiza- 
tion of  the  controlling  or  signal-operating  devices;  (5) 
that  two  opposing  signals  governing  into  the  same 
block  should  not  display  proceed  indications  simultane- 
ously authorizing  trains  to  move  opposing  each  other; 
(6)  that  two  opposing  signals  should  not  display  the 
proceed  indication  simultaneously  authorizing  two 
trains  to  move  from  meeting  points  opposing  each  other 
where  operating  conditions  would  permit. 

The  committee  reported  that  it  had  agreed  on  the 
above  requisite  as  a  whole,  but  that  there  was,  however, 
a  difference  of  opinion  as  to  the  scope  of  the  requisites. 
The  sub-committee  handling  this  work  was  of  the  opin- 
ion that  one  set  of  requisites  should  cover  all  single- 
track  signaling,  while  a  majority  of  the  whole  commit- 
tee favored  the  application  of  these  requisites  to  "traffic 
direction"  signaling  only,  with  another  set  of  requisites 
to  cover  each  of  the  automatic  signal  systems  now  in 
general  use  and  known  to  be  giving  satisfactory  opera- 
tion. No  further  circuit  plans  had  been  prepared  since 
the  convention  in  September,  as  the  committee  consid- 
ered it  advisable  to  wait  until  a  definite  expression  of 
opinions  had  been  obtained  from  the  association  con- 
cerning the  proposed  requisites. 

The  chairman  of  the  sub-committee  in  charge  of  the 
work  offered  the  following  additional  requisite  for  the 
consideration  of  the  association:  "That  the  giving  of 
a  proceed  signal  at  the  entrance  to  a  block  should  be 
dependent  upon  the  signal  governing  the  same  block 
in  the  opposing  direction  indicating  stop." 

Discussion 

During  the  discussion  each  of  the  above-mentioned 
requisites  was  read  and  discussed  at  length,  tentative 


circuit  plans  having  been  presented  which  fulfilled  their 
requirements.  Exception  was  taken  to  requisite  No.  2 
because  it  was  believed  that  it  did  not  necessarily  pro- 
vide for  a  caution  indication  for  a  train  at  a  stop  at  a 
station  when  an  opposing  train  had  started  from  a 
siding  in  advance.  In  response  to  this  criticism  G.  H. 
Dryden,  Baltimore  &  Ohio  Railroad,  advised  that  this 
requisite  was  covered  in  the  circuits  presented,  which 
provided  that  when  trains  were  actually  running  toward 
each  other  they  first  received  a  caution  indication  be- 
fore a  final  stop  signal.  Mr.  Dryden  explained  requisite 
No.  3  by  stating  that  a  train  which  was  doing  switching 
should  be  protected  by  stop  and  caution  signals  in  the 
rear.  In  all  cases  an  opposing  train  or  a  following 
train,  as  well  as  a  train  that  might  be  using  the  switch, 
should  receive  correct  indications  by  which  to  stop. 

Requisite  No.  4  was  made  the  subject  of  considerable 
discussion  and  was  characterized  by  President  T.  S. 
Stevens  as  the  most  important  requisite  presented.  Ob- 
jection to  this  was  made  on  the  ground  that  some  com- 
binations of  grounds  might  result  in  a  false  indication 
under  the  present  method  of  signal-line  construction 
which  provides  for  one  common  return.  This  point 
brought  out  the  fact  that  the  requisite  provided  for 
metallic  circuits  for  the  control  of  each  relay.  Objec- 
tion was  made  to  this  because  of  the  increased  expense 
entailed.  Some  of  the  members  were  not  at  all  sure  but 
that  a  combination  of  grounds  might  result  in  a  signal 
giving  the  wrong  proceed  indication  even  if  metallic 
circuits  were  used.  In  explanation  one  of  the  members 
of  the  committee  stated  that  the  tentative  plan  designed 
to  meet  this  requisite  required  only  four  line  wires  to 
be  used  between  passing  sidings,  while  with  the  present 
methods  of  signaling  five  are  generally  used.  Upon  this 
basis  the  expense  entailed  to  meet  this  requisite  was 
believed  to  be  less  than  that  required  under  the  present 
method  of  installing  signal  line  wires.  The  committee 
was  not  unanimously  agreed  on  this  clause,  some  be- 
lieving that  the  requisite  could  not  be  met  under  all 
conditions.  The  committee  as  a  whole,  however,  had 
approved  the  requisite  because  it  wanted  a  scheme  of 
single-track  signaling  which  would  be  as  safe  as  it  could 
be  made.  In  answer  to  a  criticism  regarding  the  word- 
ing of  the  requisite  a  member  of  the  committee  advised 
that  it  had  been  so  constructed  as  to  leave  an  opening 
for  invention. 

Discussion  of  requisite  No.  5  was  brief,  but  the  con- 
sideration of  requisite  No.  6  brought  out  a  number  of 
interesting  points.  The  first  one  raised  was  that  this 
clause  provided  for  a  preliminary  or  traffic-direction  fea- 
ture which  would  mean  that  the  first  train  arriving  at 
a  station  would  hold  a  train  at  an  adjacent  station  irre- 
spective of  its  class.  This  criticism,  a  member  of  com- 
mittee stated,  was  covered  by  the  last  five  words  of  the 
clause  which  qualified  it  to  the  extent  of  stating  that 
"where  operating  conditions  will  permit."  W.  H.  El- 
liott, New  York  Central  Railroad,  objected  further  to 
this  requisite  because  he  believed  that  signal  systems 
should  be  so  constructed  as  to  permit  trains  to  enter  a 
block  without  traffic-direction  control  by  circuits.  He 
considered  it  would  be  better  practice  to  leave  this  fea- 
ture for  the  operating  department,  which  could  establish 
such  regulations  as  it  might  require.  Another  objection 
to  this  requisite  was  that  it  might  prevent  the  use  of 
tracks  to  their  fullest  capacity  and  thus  add  to  the 
expense  of  operation. 

In  response  to  these  criticisms  Mr.  Dryden  advised 
that  the  Baltimore  &  Ohio  Railroad  had  130  miles  of 
single-track  automatic  block  signaling  where  the  siding 
overlap  was  in  use.  The  division  superintendent  of  the 
section  so  signaled  had  stated  that  he  had  experienced 
no  more  difficulty  in  the  operation  of  his  trains  with  the 
siding  overlap  after  the  trainmen  and  dispatchers  had 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


583 


been  properly  educated  than  if  it  had  not  been  provided. 
This  scheme  was  deemed  desirable  because  it  assured 
that  trains  would  meet  only  at  sidings  if  the  trainmen 
disregarded  orders  or  rules  and  operated  only  on  sig- 
nal indications.  At  this  point  Mr.  Dryden  went  on 
record  with  the  interesting  statement  that,  with  minor 
improvements,  an  installation  such  as  provided  by  the 
tentative  plans  might  be  operated  by  signal  indications 
alone.  He  believed  that  trains  could  be  safely  handled 
by  the  signals  over  single-track  railroads  when  tele- 
graph and  telephone  communication  had  failed.  In 
fact,  that  was  one  of  the  conditions  toward  which  the 
committee  was  proceeding. 

In  response  to  this  statement  it  was  remarked  that 
the  members  of  the  association  agreed  that  railroads 
could  be  operated  safely  with  signals  alone,  but  it  was 
believed  that  this  was  aside  from  the  work  of  the  com- 
mittee, which  should  confine  its  efforts  to  the  recording 
of  commonly  accepted  and  known  practice.  One  mem- 
ber stated  that  he  had  made  a  close  study  of  the  subject 
of  siding  overlaps  and  had  decided  that  it  could  not  be 
used  except  in  very  exceptional  places  without  detriment 
to  the  operation  of  some  trains.  Another  member  stated 
that  the  recommendations  presented  by  the  committee 
were  so  far-reaching  that  it  seemed  advisable  for  the 
board  of  direction  to  pass  upon  them  before  the  commit- 
tee proceeded  further  with  its  work.  In  response  to 
this  Mr.  Dryden,  chairman  of  the  sub-committee  which 
prepared  and  presented  the  requisites,  stated  that  he 
had  received  instructions  to  prepare  typical  circuits  for 
single-track  blocking,  but  in  pursuance  of  this  work  had 
found  that  the  method  of  operating  single-track  signal- 
ing was  so  different  on  various  railroads  that  it  was 
practically  impossible  to  co-ordinate  them.  Upon  mo- 
tion at  this  point  the  association  decided  that  the  com- 
mittee should  proceed  further  along  the  lines  set  out  in 
the  requisites,  but  should  confine  itself  to  the  work  of 
standardizing  common  practice.  Before  closing  the  dis- 
cussion of  this  subject  a  second  motion  was  presented 
and  carried  which  directed  the  committee  to  confine  its 
efforts  to  accepted  and  general  practice  and  not  to  delve 
into  the  realms  of  invention. 


'ELECTRIC  RAILWAY  HANDBOOK" 


Professor    Richey's    Book   Has   Just    Been    Published — Em- 
braces Every  Branch  of  Electric  Railway  Engineering 

A  tremendous  mass  of  electric  railway  engineering 
data  has  been  intelligently  selected  and  co-ordinated  in 
Professor  Richey's  "Electric  Railway  Handbook,"  just 
issued  by  the  McGraw-Hill  Book  Company,  New  York. 
Within  one  pocket  volume  of  832  pages  there  has  been 
compressed  the  gist  of  thousands  of  articles  and  papers 
hitherto  scattered  in  past  issues  of  technical  periodicals 
and  association  proceedings.  It  would  be  a  mistake, 
however,  to  look  upon  this  handbook  as  a  mere  his- 
torical digest.  A  conscientious  effort  has  been  made  to 
bring  the  facts  down  to  date  wherever  possible,  and  in 
many  cases  the  matter  is  absolutely  new.  For  example, 
the  cost  data  on  electric  shovels  were  supplied  to  the 
author  directly  by  the  users.  Another  departure  from 
many  other  handbooks  is  that  labor-saving  tools  and 
other  maintenance  practices  have  been  included  wher- 
ever practicable. 

The  scope  of  the  book  embraces  every  branch  of  elec- 
tric railway  engineering,  except  a  detailed  considera- 
tion of  those  power  problems  that  are  common  to  gen- 
erating plants  as  a  whole.  On  the  other  hand,  adequate 
treatment  is  included  of  any .  questions  that  peculiarly 
affect  railway  power  plants  and  distribution. 

In  the  first  chapter,  that  on  roadbed  and  track,  the 


author  does  not  give  the  detailed  calculations  found  in 
books  exclusively  devoted  to  track,  but  does  give  in  a 
readily  understood  form  just  the  data  that  the  electric 
railway  track  engineer  most  often  requires.  He  also 
presents  construction  costs  and  many  hints  on  the  most 
economical  ways  of  handling  work.  The  standards  of 
electric  railway  track  construction  in  many  different 
cities  are  conveniently  summarized  in  tabulated  form. 
Rail  standards  and  composition,  rail  joints,  special 
work,  steam  railroad  crossings  and  automatic  switches 
are  also  taken  up. 

The  chapter  on  buildings  deals  with  a  peculiarly  diffi- 
cult subject  since  so  many  of  the  existing  carhouses 
and  shops  were  planned  before  the  consolidation  of  the 
local  properties.  The  varying  degrees  of  home  manu- 
facture by  different  railways  and  their  use  of  steel  or 
wooden  cars  also  make  difficult  any  conclusive  compari- 
sions  of  relative  areas  and  layouts.  However,  the  plans- 
reproduced  are  of  value  even  if  they  do  no  more  thai* 
attract  attention  to  some  points  that  might  otherwise- 
have  been  overlooked.  Included  in  the  construction  data- 
are  a  number  of  minor  but  useful  points  on  the  best 
location  of  certain  facilities  like  oil  rooms,  construction; 
of  trolley  troughs,  etc. 

The  next  chapter,  that  on  train  movement,  is  evidently 
written  for  the  engineer  rather  than  for  the  maker  of 
time-tables,  although  the  factors  that  make  up  a  sched- 
ule and  samples  of  graphic  interurban  schedules  are- 
presented  in  the  introduction.  As  a  matter  of  fact,, 
the  greater  part  of  this  section  is  devoted  to  speed 
and  power  considerations,  including  studies  of  train 
resistance. 

In  the  fourth  chapter,  that  on  railway  motors,  meth-; 
ods  for  comparing  and  selecting  motors  are  explained. 
The  treatment  of  gear  ratio  is  particularly  timely  in 
view  of  the  fact  that  some  companies  have  found  it 
desirable  to  change  their  gear  ratios  on  account  of 
changes  in  operating  conditions.  This  chapter  includes 
a  discussion  of  shop  practices  and  testing.  The  follow- 
ing two  chapters  are  devoted  to  controlling  apparatus 
and  current-collecting  devices. 

In  the  chapter  on  trucks  the  author  has  presented  a 
number  of  diagrams  of  the  principal  types  of  trucks, 
specifications  of  the  A.  E.  R.  E.  A.,  covering  wheels 
and  axles,  etc.  Journal  boxes  and  lubrication  are  also 
treated,  including  a  description  of  the  semicircular 
journal  brass  for  high-braking  pressures.  This  chapter 
is  followed  by  one  on  braking,  which  opens  with  con- 
siderations of  shoe  pressure,  rate  and  time  of  stop,  and 
then  describes  the  principal  types  and  comparisons  of 
brakeshop  designs,  including  standardization,  compari- 
sons of  hand  and  air  brakes  and  calculation  of  brake 
rigging. 

Under  "rolling  stock"  the  author  discusses  the  ques- 
tion of  weights  as  affecting  operating  costs,  and  de- 
scribes representative  types  of  city,  interurban  and 
rapid  transit  cars.  Train  operation,  heating,  lighting 
and  ventilation  are  also  treated.  No  attempt  is  made 
to  take  up  the  design  of  cars  from  the  structural  en- 
gineer's standpoint.  This  chapter  also  has  some  com- 
parative data  on  locomotive  design  and  a  brief  refer- 
ence to  motor  buses. 

Under  "transmission  and  distribution"  the  author  has 
taken  up  all  forms  of  overhead  and  underground  con- 
struction, including  standard  specifications,  construction 
costs  and  a  treatment  of  electrolysis.  The  final  chapter 
is  on  signals  and  communication.  This  subject  is  ide- 
veloped  from  the  simplest  types  of  trolley -oontact  ^g- 
nals  to  the  most  elaborate  type  for  high-speed,  shCvrt- 
headway  service.  Automatic  train-^ops,-- eab  stgrikls, 
crossing  signals  and  the  functions  of  the  telephone  are 
also  included. 


gjaiSiaajaia;SJSJ3iaaiffl3EISiaiSJ3J3J3J3JBMSIEISMSJBMaiai3MEM^ 


PAINTING  CARS  IN  TWO  DAYS 

The  Hudson  &  Manhattan  Railroad  Has   Extended  the  Use  of  Baking 
Enamel  to  Exterior  Painting  by  Developing  a  Portable  Oven 

BY   P.   V.    SEE,   SUPERINTENDENT   OF   CAR  EQUIPMENT   HUDSON  &  MANHATTAN  RAILROAD  ■ 


(aisi3iaiaiaigjaisjajsjajajaiaEiafaisiMBsisi3MSMaiaMSf3MM3M3iaisia^ 


MORE  than  two  years  ago  experiments  were  begun 
by  the  Hudson  &  Manhattan  Railroad  with  a 
view  toward  determining  the  value  of  baking  enamel 
for  painting  cars.  These  experiments  resulted  in  the 
development  of  a  method  for  painting  car  interiors 
that  was  described  in  the  Electric  Railway  Journal 
for  Jan.  25,  1913,  the  scheme  in  use  at  that  time  being 
to  close  the  car  completely  and  to  raise  the  interior 
temperature  by  means  of  three  extra  equipments  of 
electric  car  heaters  hung  inside  of  the  car.  This  plan 
was,  of  course,  available  only  for  interior  painting,  but 
sixty  cars  were  finished  in  this  manner  in  white  and 
green  enamel,  and  after  service  of  more  than  one  year 
it  was  found  that  the  baked  enamel  had  maintained 
their  color  and  luster  in  spite  of  frequent  cleaning,  the 
appearance  being  considered  to  be  much  better  than 
that  which  could  have  been  obtained  under  the  air- 
drying  system  of  painting. 

In  view  of  these  results,  it  was  decided  at  the  be- 
ginning of  last  summer's  painting  to  extend  the  use 
of  baking  enamel  to  the  ex- 
teriors of  the  cars  as  well  as 
to  the  interiors,  and  several  of 
the  leading  varnish  manufac- 
turers were  called  upon  to 
furnish  baking  enamel  for 
this  service.  All  of  the  manu- 
facturers, it  may  be  said,  ap- 
proved of  the  decision  to  use 
baking  enamel  exclusively, 
claiming  that  enamel  could  be 
made  freer-running  than 
paint,  and  that,  owing  to  the 
fact  that  the  material  could  be 
applied  in  a  more  liquid  state, 
it  provided  a  much  smoother 


and  tougher  surface,  when  hard,  than  did  the  ordinary 
air-drying  paint  which  the  railroad  formerly  used. 

Baked  Enamel  Painting 

In  order  to  apply  the  baking  principle  to  the  exteri- 
ors of  the  cars  a  50-ft.  portable  canvas  oven  was  de- 
signed to  hang  from  an  overhead  framework,  the  latter 
being  suspended  on  wheels  from  a  6-in.  I-beam  that 
was  fastened  to  the  roof  girders.  By  the  use  of  this 
canvas  oven,  which  is  heated  by  a  battery  of  electric 
car  heaters  that  are  carried  on  low  portable  frames,  a 
coat  of  enamel  applied  both  to  the  interior  and  to  the 
exterior  of  a  car  can  be  baked  hard  in  about  four  hours. 
As  the  application  of  the  coat  requires  about  three 
hours,  it  is  therefore  possible  for  cars  to  be  given  two 
coats  of  enamel  in  one  day,  the  nightwatchman  at  the 
shops  having  been  trained  to  watch  the  temperature  in 
the  oven  and  to  regulate  the  heat  so  that  the  oven  can 
be  operated  after  the  painters  leave.  In  consequence, 
it  is  possible  for  a  car  to  be  painted  complete  in  two 

6'l2.25Lb.  IBenm 
'Attached  to  UoofTruBtea 


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HUDSON    &    MANHATTAN    PAINTING — DETAILS    OF    FRAME  FOR  CANVAS  OVEN 


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HUDSON    &    MANHATTAN    PAINTING— VIEWS    OF    EXTERIOR    AND    INTERIOR   OF    CAR    AFTER   PAINTING    WITH    BAKING 

ENAMEL 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


585 


no 

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0     10   20    9U   4tl    SO     I     10    SO    30    40 


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hrs.  hr3 

Time  of  Bakius 


30 


HUDSON  &  MANHATTAN  PAINTING — CURVE  SHOWING  TEM- 
PERATURE   RISE    IN    OVEN 


t< — ach — >] 

SUctrit  r.if.Jmtrnat 

HUDSON    &    MANHATTAN    PAINTING — HEATER   FRAME    FOR 
CAR  OVEN 

days,  with  the  result  that  a  large  number  of  cars  which 
would  ordinarily  be  held  for  painting  are  made  avail- 
able for  service.  The  cost  of  the  oven  and  accessories 
was  approximately  $300. 

The  use  of  baking  enamel  is  limited  to  the  car  bodies 
and  underframes,  the  trucks  being  painted  only  with 
such  quality  of  paint  as  will  serve  to  protect  the  metal 
against  corrosion  where  it  is  not  likely  to  be  covered 
with  oil  or  grease.  To  apply  a  coat  of  enamel  over 
the  inside  and  outside  of  a  car  takes  approximately 
twenty-one  man-hours.  Four  coats  are  given  at  each 
painting  except  for  the  roof,  which  has  only  three 
coats,  and  it  has  been  found  that  about  1.2  gal.  of 
enamel  are  required  for  each  interior  or  exterior  coat 


Bi«^.  Mm 

HUDSON  &  MANHATTAN  PAINTING — SMALL  BAKING  OVENS 
FOR    DOORS    AND   DASH 

on  the  sides,  1  gal.  covering  the  roof  and  Vi  gal.  cover- 
ing the  ceiling.  The  quantity  of  material  that  is  used 
varies,  of  course,  in  accordance  with  the  character  of 
the  enamel  and  its  location  on  the  car,  the  roofs  of  the 
Hudson  &  Manhattan  cars,  for  instance,  being  made  of 
a  lead-covered  steel,  so  that  a  special  lead  primer  has 
to  be  applied.  The  exteriors  of  the  cars  are  painted 
a  solid  Pullman  green  and  the  interiors  are  painted 
green  with  white  trimmings,  the  ceilings  being  solid 
white.  The  cost  of  the  various  enamels  used  averages 
$3.50  per  gallon,  it  being  the  belief  of  the  management 
that  high-priced  paint  is  an  economy  in  the  end. 

The  temperature  rise  of  the  oven  when  it  contains 
a  car  is  shown  in  the  accompanying  curve.  The  read- 
ings for  this  were  taken  on  a  day  when  the  tempera- 


HUDSON  &  MANHATTAN  PAINTING — VIEW  OF  BAKING  OVEN 
WITH   END-PIECE   IN   PLACE 


HUDSON  &  MANHATTAN  PAINTING — VIEW  OP  BAKING  OVEN 
WITH   END-PIECE   ROLLED   UP 


586 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  1^ 


ture  was  approximately  85  deg.,  and  the  upper  part  of 
the  curve  shows  the  extent  of  radiation  from  the  sides 
and  roof  of  the  oven.  Prior  to  applying  the  enamel, 
the  cars  thus  far  have  been  sandblasted  owing  to  the 
fact  that  the  old  exterior  paint  has  been  seriously  af- 
fected in  spots  by  the  salt-water  drip  from  the  tunnel 
in  which  the  Hudson  &  Manhattan  Railroad  operates. 
The  present  results,  therefore,  apply  to  cars  which  art 
stripped  clean  of  all  protective  covering. 

Details  of  Process 

The  process  has  been  followed  of  preheating  the  car 
before  the  enamel  is  applied  so  that  positive  assurance 
exists  that  the  metal  of  the  car  body  is  hotter  than  the 
surrounding  air  and  no  chance  exists  that  any  moisture 
can  collect  to  set  up  corrosion  underneath  the  first  coat 
of  enamel.  The  pre-heating  temperature  has  been  set 
at  approximately  175  deg.  After  this  temperature  is 
reached  the  oven  is  moved  away  from  the  car,  and  by 
the  time  the  temperature  of  the  metal  surface  has 
fallen  to  110  deg.  or  115  deg.  the  painting  is  com- 
menced. By  the  time  the  coat  has  been  applied  the 
temperature  has  fallen  25  deg.  or  30  deg,  further,  so 
that  the  car  has  again  reached  the  approximate  atmos- 
pheric temperature. 

As  soon  as  the  first  coat  of  enamel  has  been  applied 
the  oven  is  moved  back  over  the  car  and  the  tempera- 
ture is  raised  to  160  deg.  This  rise  in  temperature  re- 
quires about  two  hours  and  after  the  baking  tempera- 
ture is  reached  the  heat  is  maintained  constant  for 
three  hours  longer.  These  periods  are  based  upon  the 
requirements  of  a  four-hour  baking  period,  the  two- 
hour  rise  in  temperature  being  considered  as  the 
equivalent  of  one-hour  run  at  the  high  temperature. 

At  the  completion  of  the  baking  of  the  first  coat  of 
enamel,  the  oven  is  removed  and  the  temperature  is 
allowed  to  fall  again  to  about  115  deg.,  when  the  appli- 
cation of  the  second  coat  is  begun.  After  this  is  ap- 
plied the  temperature  is  raised  to  140  deg.  and  main- 
tained at  that  point  for  the  equivalent  of  the  four-hour 
baking  period.  The  same  process  is  followed  for  the 
two  additional  coats,  making  a  total  of  four  applica- 
tions for  each  car.  In  future  paintings,  of  course,  it 
is  obvious  that  four  coats  will  not  be  required,  as  new 
priming  coats  will  not  be  necessary. 

During  the  time  that  one  car  is  being  painted  the 
oven  is  kept  in  use  by  baking  the  enamel  on  another 
car,  this  being  possible  because  the  time  required  to 
apply  a  coat  of  enamel  is  roughly  equal  to  that  re- 
quired to  bake  it.  The  movement  of  the  oven  is  facili- 
tated by  the  fact  that  it  is  hung  on  rollers  and  the 
heaters  with  which  it  is  equipped  are  mounted  on 
frames  with  wheels,  so  that  they  can  be  rolled  with 
facility  across  the  concrete  floor  of  the  paint  shop. 

Baking  Oven  and  Equipment 

The  framework  on  which  the  oven  is  carried  is  made 
of  iy2-in.  pipe  and  i/4-in.  x  1-in.  strap  iron,  as  shown 
in  the  accompanying  cut.  Over  this  frame  is  hung  a 
10-oz.  canvas  curtain  made  in  a  single  piece  50  ft.  long 
and  26  ft.  wide,  so  that  it  extends  from  one  side  of  the 
frame  to  the  other.  The  end  pieces  are  13  ft.  high  and 
10  ft.  6  in.  wide,  and  they  are  sewed  to  the  top  of  the 
main  canvas  covering.  The  end  pieces  are  fitted  with 
eyelets  at  6-in.  intervals  along  the  edges,  and  the  edges 
of  the  main  curtain  have  corresponding  buttons,  so  that 
the  end  pieces  can  be  fastened  in  place  while  the  baking 
is  going  on. 

Heat  is  provided  by  seven  and  one-half  equipments 
of  car  heaters,  each  equipment  consisting  of  eighteen 
Consolidated  car  heaters.  The  connections  are  made 
of  No.  10  wire  with  car-jumper  plugs  and  sockets,  so 
that  they  can  be  made  and  broken  very  quickly.     Each 


equipment  is  supplied  through  a  snap  switch  so  that 
the  temperature  may  be  readily  adjusted  by  cutting 
out  groups  of  heaters  as  required.  The  heaters  are 
mounted  in  three  horizontal  rows  on  a  long  wooden 
framework  that  is  supported  on  wheels.  The  frame- 
is  triangular  in  section,  having  three  4-in.  x  4-in. 
stringers  extending  for  the  full  length  of  25  ft.  and  the 
heaters  are  attached  to  the  diagonal  pieces  of  4-in.  x 
1-in.  wood.  An  accompanying  illustration  shows  the 
construction  of  the  frames  for  the  heaters  at  the  sides 
of  the  car.  The  frames  for  the  heaters  at  the  ends  are 
similar  in  construction  but  are,  of  course,  only  10  ft. 
wide.  In  addition  they  carry  heaters  mounted  ver- 
tically along  the  outside  of  the  frame. 

Before  the  car  is  painted  the  doors  and  sash  are  re- 
moved and  cleaned,  enamelled  and  then  baked  in  small 
stationary  ovens  located  in  another  part  of  the  shop. 
These  ovens  have  been  made  by  inclosing  the  old  sash 
and  door  racks  originally  used  with  the  air-drying 
painting  system  and  equipping  them  with  electric  heat- 
ers in  sufficient  number  to  raise  the  temperature  to  that 
required  for  baking.  It  will  be  seen  from  the  accom- 
panying illustration  that  the  door  rack  is  arranged 
with  runways  upon  which  the  doors  are  hung,  the  doors 
being  given  a  coat  of  enamel  and  then  run  into  the  oven 
without  the  loss  of  any  appreciable  amount  of  heat  by 
leaving  the  doors  open. 


COMMUNICATION 


The  "  Jitney  "  Bus  and  Syndicated  News 

Georgia  Railway  &  Power  Company 

Atlanta,  Ga.,  March  15,  1915. 
To  the  Editors: 

I  have  read  with  much  interest  and  appreciation  the 
presentation  in  your  issue  of  March  6  of  the  malicious 
activities  of  a  newspaper  syndicate  bureau.  Your  posi- 
tive treatment  of  this  matter,  both  in  the  body  of  the 
paper  and  editorially,  should  be  of  benefit  to  the  in- 
dustry. I  believe  you  have  revealed  much  to  street  rail- 
way interests  throughout  the  country. 

The  article  on  page  509  in  your  issue  of  March  13 
shows  that  the  syndicate's  anti-railway  campaign  is 
still  active  and  continuous. 

There  is  no  doubt  that  a  great  deal  of  good  can  be 
accomplished  if  railway  men  reply  promptly  and  vigor- 
ously to  erroneous  and  exaggerated  statements  which 
appear  in  the  public  press.  You  may  be  interested  in 
an  experience  which  I  have  had  in  so  doing.  A  syndi- 
cated article  on  the  "jitney"  bus,  written  by  Dr.  Frank 
Crane,  New  York,  recently  was  given  wide  publication. 
It  included  a  quotation,  made  with  seeming  approval, 
of  a  newspaper  editorial  statement  that  "The  'jitneys" 
may  even  achieve  the  miracle  of  making  traction  mag- 
nates understand  that  there  is  a  limit  to  the  patience 
of  the  American  people."  It  said  also  that  the  street 
railway  and  subway  businesses  have  never  been  satis- 
factory; that  the  facilities  for  transportation  supplied 
by  them  had  always  been  inadequate  and  that  people 
had  submitted  to  being  jammed  and  pushed  in  street 
cars  and  subways  and  elevated  cars  as  if  they  were 
cattle. 

I  wrote  to  Dr.  Crane,  and  in  my  letter  to  him  I  quoted 
these  statements  and  then  said : 

,  President  Wilson  spoke  recently  of  "the  rules  of  the 
game"  that  must  be  observed  by  every  business,  big  or 
little,  wherein  moves  the  spirit  of  true  sportsmanship.  He 
was  addj-essing  the  mid-year  meeting  in  Washington  of  the 
Electric  Railway  Association. 

He  spoke  plain,  common  sense.  There  are  rules;  and  if 
A  is  to  observe  them,  B  is  playing  an  unfair  game  if  for 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


587 


his  part  he  does  not  observe  them.  Either  A's  rules  in  the 
game  must  apply  to  B  also,  with  suitable  adaptation  and 
handicap,  or  B's  freedom  from  rules  must  be  extended  to 
A.    Otherwise  there  can  be  no  game,  no  fair  play. 

The  game  of  city  and  suburban  transportation  is  played 
by  established  business  under  the  following  rules: 

1.  The  player  shall  take  good  with  bad,  skimmed  milk 
with  cream,  misfortune  with  fortune.  For  the  risk  is  his, 
as  well  as  the  reward. 

2.  Player  shall  move  conveyances  throughout  the  city. 
He  cannot  address  his  game  to  those  sections  where  traffic 
is  heavy  and  profitable  without  obligating  himself  to  serve 
also  those  other  sections  where  traffic  is  light  and  un- 
profitable. 

3.  Player  shall  move  conveyances  on  fixed,  regular  and 
frequent  schedules.  These  schedules  must  be  followed  all 
day  and  every  day  and  most  of  every  night,  regardless  of 
weather.  This  rule  is  inflexible,  even  when  its  observance 
means  loss  to  the  player. 

4.  Player  shall  furnish  rides  to  all  who  apply,  just  when 
they  apply.  This  rule  shall  be  observed  even  when  nobody 
applies. 

5.  Player  shall  exchange  for  one  5-cent  piece  a  ride  from 
any  point  to  any  other  point  in  his  field,  either  by  direct 
route  or  by  transfer. 

6.  Once  a  route  is  established,  it  shall  remain  thereafter 
forever  a  part  of  the  game,  and  service  upon  it  shall  not 
be  discontinued  by  any  circumstance. 

7.  In  exchange  for  the  right  to  play  the  game  on  the 
city  streets,  player  shall  contribute  a  full  proportion  of  the 
cost  of  public  pavements  in  the  streets,  even  though  these 
streets  are  occupied  by  all  others  in  common  with  him,  and 
notwithstanding  he  imposes  no  wear  upon  said  pavement. 

8.  Player  shall  pay  to  the  public,  the  proprietor  of  the 
game,  city  and  county  and  state  taxes  of  generous  figure, 
and  also  to  the  city  a  fixed  portion  of  his  gross  earnings. 

9.  Player  shall  not  be  permitted  to  gain  an  unlimited 
profit.  This  limitation  is  impassable  notwithstanding  he  is 
not  guaranteed  in  any  degree  by  anyone  any  profit  at  all. 

10.  Player  shall  furnish  to  his  patrons  at  all  seasons 
protection  from  the  weather,  in  clean,  sanitary,  ventilated, 
comfortable  cars. 

11.  Player  shall  qualify  as  financially  responsible  for  any 
and  all  injuries  or  damages  to  person  or  property  for  which 
he  may  be  adjudged  legally  responsible. 

12.  Player  shall  obey  under  penalty  such  regulations  as 
are  prescribed  by  the  police.  He  shall  stop  but  briefly  his 
conveyances,  and  at  certain  points  only,  and  never  for  the 
purpose  of  soliciting  patrons.  He  shall  keep  his  convey- 
ances moving  on  schedules  and  routes  predetermined. 

In  all  matters  not  covered  specifically  by  the  foregoinfr 
rules,  player  shall  be  subject  at  all  times  to  oversight  and 


regulation  by  the  referees,  who  are  the  authorities  named 
by  the  people. 

If  "jitney"  buses  are  to  enter  the  city  and  suburban 
transportation  game,  should  not  their  play  be  adapted  to 
these  rules? 

Nobody  maintains  that  the  alternative  of  declaring  all 
rules  "off"  should  be  accepted.  That  would  bring  chaos  in 
reality.  But  if  no  fair  basis  of  competition  is  established, 
and  the  public  wants  "jitney"  buses  sufficiently  to  make 
them  profitable  on  a  permanent  basis,  would  it  not  be  rea- 
sonable for  the"  established  street  car  companies,  the  trans- 
portation specialists,  to  play  the  game  with  the  "jitney" 
buses  on  their  own  ground  and  under  their  own  rules? 

I  have  continued  sending  to  Dr.  Crane  other  matter 
presenting  the  company's  viewpoint.  You  may  be  in- 
terested to  learn  that  I  have  just  received  from  him 
this  letter: 

The  article  "Look,  Then  Leap,"  which  you  sent  me, 
strikes  me  as  good  advertising.  While  I  don't  think  the 
"jitney"  bus  movement  can  be  stopped,  it  certainly  should 
be  regulated.  I  would  be  pleased  to  see  what  further  action 
you  are  taking  in  this  matter.  Cordially,  Frank  Crane. 
W.  T.  Waters,  Advertising  Manager. 


TERMINAL  FACILITIES  AT  SAN  DIEGO 


Provisions  Made  by  San  Diego  Electric  Railway  for  Han- 
dling Exposition  Crowds 

Many  people  probably  do  not  realize  that  there  are 
two  large  expositions  in  California  this  year,  the 
Panama-Pacific  Exposition  at  San  Francisco  and  the 
Panama-California  Exposition  at  San  Diego.  The  for- 
mer, being  larger,  is  attracting  more  public  attention 
than  the  exposition  held  at  San  Diego,  but  the  pro- 
moters of  the  latter  believe  that  there  is  opportunity 
for  two  large  fairs  of  this  kind  in  California  this  year. 
They  think  that  few  people  will  take  the  trip  across  the 
Continent  to  San  Francisco  without  also  visiting  South- 
ern California,  and  that  the  fair  at  San  Diego  will 
prove  an  added  attraction  for  the  trip. 

In  location,  the  Exposition  at  San  Diego  is  quite  dif- 
ferent from  that  at  San  Francisco.  The  latter  is 
directly  on  the  water.  The  San  Diego  Exposition  is  in 
Balboa  Park — a  large  tract  of  land  near  the  center  of 


SAN  DIEGO  TERMINAL — GENERAL  VIEW  OF  PLATFORMS 


588 


ELECTRIC     RAILWAY     JOURNAL 

239-0' 


[Vol.  XLV,  No.  12 


TTpoi 


UOAn/^G      PLATFORM     FOR       WORT-H        BOUND       PASitN&tRS 


SAN  DIEGO  TERMINAL — PLAN    SHOWING   LOADING    AND    UNLOADING    PLATFORMS 


SAN  DIEGO  TERMINAL— PLAN  OF  LOOP  AND  STORAGE  TRACKS 


the  city  and  at  a  considerable  height  above  it.  From 
the  buildings  can  be  obtained  a  beautiful  view  of  San 
Diego  Bay.  The  area  covered  by  the  Exposition  is  618 
acres.  The  general  exhibit  and  main  buildings  occupy 
100  acres,  the  state  and  foreign  sections  100  acres,  and 
the  amusement  features  25  acres,  while  250  acres  are 
devoted  to  landscape  gardens  and  park.  The  buildings 
are  in  the  Spanish  Colonial  style.  The  Exposition  was 
opened  on  Jan.  1,  and  will  continue  for  the  entire  year 
of  1915. 


SAN    DIEGO   TERMINAL — VIEW    SHOWING   ENTRANCE   TO 
EXPOSITION 


The  ekc'ri:  railway  system  in  San  Diego  is  oper- 
ated by  the  San  Diego  Electric  Railway  Company,  which 
has  recently  completed  at  the  main  Expositicn  entran?e 
an  elaborate  terminal  with  three  platforms,  two  fo- 
loading  and  one  for  unloading.  There  are  separate  en- 
trances or  exits  to  each  and  subways  so  that  passen- 
gers do  not  have  to  cross  the  tracks. 

The  track  is  constructed  of  75-lb.  T-rail.  All  of  the 
platforms  are  of  sufficient  length  to  enable  the  company 
to  discharge  or  load  at  least  two-car  trains  at  the  same 
time.  The  company  has  76  cars  equipped  with  the 
General  Electric  system  of  control  which  enables  the 
use  of  two  or  more  cars  per  train.  The  train  which 
has  been  found  to  be  most  convenient  during  the  rush- 
hours  is  the  two-car  train,  and  this  will  probably  be  the 
standard  unit  for  the  exposition  period  at  ru=h-hours. 
Passengers  unloading  from  the  cars  pass  down  stair- 
ways to  subways  and  then  to  the  inside  of  the  grounds, 
passing  through  turnstiles. 

The  inclosure  on  the  loading  platform  has  a  capacity 
for  2000  people,  so  that  in  case  of  a  blockade  or  any 
serious  delay  no  difficulty  will  be  experienced.  Electric 
lights- are  in.stalled  to  show  intending  passengers  which 
way  they  are  to  go.  These  lights  are  under  the  control 
of  the  gateman.  Ample  storage  capacity  for  cars  is 
provided  by  the  stub  tracks  and  loop  track.  These 
enable  the  company  to  store  a  sufficiently  large  number 
of  cars  to  enable  it  to  take  care  of  a  crowd  at  closing 
time. 

The  cost  of  the  construction  of  this  terminal  was 
nearly  $20,000  exclusive  of  track. 


^jg(gjgiaigjgiaiagi^jaiaEIBM3iai3.l31SItia'ajaEI3IEJ3iaiaifflMffl3IMM^ 

AMERICAN  ASSOCIATION  NEWS 


Important  Meetings  of  Rules,  Block  Signals  and  Motor  Vehicles  Committees 
Were  Held  This  Week — Complete  Sets  of  Proceedings  Were  Issued 

MaaiaMasMaraMSMafflaMaaiaaiaiaMMiaisMreMafaEisisisiaaiaMaiais^ 


JOINT  MEETING  OF  RULES  AND  BLOCK  SIGNAL 
COMMITTEES 

A  joint  meeting  of  the  block  signal  committee  and  a 
sub-committee  of  the  Transportation  &  Traffic  Associa- 
tion rules  committee  was  held  at  the  Congress  Hotel, 
Chicago,  March  16  and  17,  for  the  purpose  of  revising 
the  rules  pertaining  to  signals.  This  meeting  was  at- 
tended by  L.  H.  Palmer,  New  York,  N.  Y. ;  C.  E.  Mor- 
gan, Jackson,  Mich. ;  S.  W.  Greenland,  Fort  Wayne, 
Ind. ;  J.  W.  Brown,  Newark,  N.  J.;  John  Leisenring, 
Peoria,  111.;  G.  N.  Brown,  Syracuse,  N.  Y. ;  H.  A.  Nich- 
oll,  Anderson,  Ind. ;  C.  H.  Morrison,  New  Haven,  Conn. ; 
G.  N.  Day,  Syracuse,  N.  Y. ;  H.  W.  Griffin,  New  York, 
N.  Y.;  C.  D.  Emmons,  South  Bend,  Ind.;  W.  J.  Field, 
Electric  Traction,  and  E.  M.  Haas,  Electric  Railway 
Journal.  In  the  absence  of  J.  M.  Waldron,  chairman 
of  the  joint  committee  on  block  signals,  J.  W.  Brown, 
vice-chairman,  presided. 

The  subject  of  the  block  signal  rules  was  considered 
in  detail,  with  a  view  to  making  such  revisions  of  the 
definitions  and  rules  as  were  deemed  advisable.  It  was 
decided  that  Rule  10  relating  to  contactor  signals  should 
not  be  revised,  but  that  an  explanatory  note  should  be 
added  restricting  its  application  to  the  non-registering 
type  of  signals.  Since  the  registering  type  was  believed 
to  be  special,  no  rule  was  recommended  for  it. 

Rule  554,  under  automatic  block  signal  rules  for  train 
and  motor  crews,  which  relates  to  the  procedure  at  sig- 
nals indicating  "stop,"  a  new  rule,  which  was  believed 
to  cover  the  situation  thoroughly,  was  discussed  at 
length  and  approved.  At  the  close  of  the  discussion  of 
block  signal  rules.  Chairman  J.  W.  Brown  appointed 
C.  D.  Emmons  and  G.  N.  Brown  as  a  sub-committee  to 
work  with  the  sub-committee  of  the  Transportation  & 
Traffic  Association's  committee  on  rules  to  complete  the 
work  of  revision. 

Immediately  upon  completion  of  the  work  of  the 
joint  committee  on  block  signals  and  the  sub-committee 
on  rules  of  the  Transportation  &  Traffic  Association, 
the  former  committee  went  into  session,  taking  up  the 
subjects  assigned  directly  to  it.  A  tentative  plan  on 
clearance  diagrams  for  semaphore  signals  was  sub- 
mitted, criticised  and  revised  to  meet  the  views  of  the 
committee  as  a  whole,  as  well  as  those  of  the  power  dis- 
tribution committee.  On  the  subject  of  light  signals 
for  interurban  railways  it  was  decided  that  the  recom- 
mendations made  at  the  1914  convention  should  remain 
unchanged,  pending  the  adoption  of  definite  standards. 

On  the  subject  of  operating  by  signal  indications  only, 
the  statement  was  made  that  data  sheets  had  been  sent 
out  to  a  number  of  companies  for  information  and  their 
recommendations  regarding  this  practice,  and  it  was 
found  that  the  concensus  of  opinion  was  against  this 
method  of  operation,  at  least  at  this  stage  of  the  devel- 
opment of  the  art  of  block  signaling.  One  of  the  points 
raised  included  the  delay  to  superior  trains  by  inferior 
trains  and  the  possibility  of  a  complete  tie-up.  A  state- 
ment of  the  opinion  of  the  committee  regarding  this 
method  of  operation  is  being  preferred. 

The  committee  accepted  the  A.  I.  E.  E.  standardiza- 
tion rules  as  far  as  they  relate  to  signal  work. 

A  complete  report  on  the  subject  of  highway  cross- 
ings and  protection  was  submitted  and,  after  slight  re- 
visions, was  approved  for  insertion  in  its  final  report. 


MEETING  OF  COMMITTEE  ON  OPERATION  OF 
MOTOR  VEHICLES 

A  meeting  of  the  committee  of  the  American  Electric 
Railway  Association  on  the  operation  of  motor  vehicles 
was  held  in  New  York  on  March  16.  It  was  attended  by 
all  of  the  four  members  of  the  committee,  Britton  I. 
Budd,  Chicago;  Henry  G.  Bradlee,  Boston;  William  A. 
House,  Baltimore,  and  C.  L.  S.  Tingley,  Philadelphia. 
This  is  the  second  meeting  of  the  committee,  the  former 
having  been  held  in  New  York  last  month.  The  con- 
clusions of  the  committee  were  summarized  in  a  report 
to  President  Allen,  which  will  doubtless  be  issued  in  the 
immediate  future. 


ISSUE   OF   PROCEEDINGS 

Bound  volumes  of  the  proceedings  for  the  1914  con- 
vention were  distributed  this  week.  As  for  last  year, 
they  consist  of  six  volumes.  Altogether  there  are  2130 
pages,  made  up  as  follows:  American  Association,  314 
pages;  Engineering  Association,  596  pages;  Account- 
ants Association,  200  pages ;  Traffic  &  Transportation 
Association,  464  pages;  Claims  Association,  216  pages; 
year  book,  340  pages.  Besides  bringing  the  committees 
and  other  data  in  regard  to  the  association  up  to  date, 
the  year  book  contains  some  twenty  pages  of  tables 
compiled  by  the  bureau  of  fare  research,  largely  from 
the  1912  census  report  on  electric  railways. 


PUBLIC  SERVICE  COMPANY  SECTION 

The  regular  meeting  of  the  section  was  held  in  New- 
ark on  March  18.  The  speaker  advertised  for  the  eve- 
ning was  Oscar  T.  Crosby,  but  a  letter  received  from 
Mr.  Crosby  on  Wednesday  stated  that  he  had  accepted 
the  direction  of  the  Belgian  relief  work,  necessitating 
his  sailing  on  Saturday.  A  new  program  was  imme- 
diately devised,  consisting  of  talks  by  R.  E.  Danforth, 
general  manager,  on  experiences  with  early  railway 
motors  and  results  achieved  in  reducing  motor  main- 
tenance costs ;  by  Alfred  Green,  Galena  Signal  Oil  Com- 
pany, on  experiences  with  several  types  of  early  motors 
in  Rochester,  and  by  H.  H.  Norris,  ELECTRIC  Railway 
Journal,  on  energy  requirements  in  starting  electric 
cars  and  keeping  them  at  speed. 

This  program  while  extempore,  fitted  in  with  the 
course  on  "Public  Service  Economics,"  and  Mr.  Dan- 
forth stated  that  the  discussion  of  equipment  mainte- 
nance cost  reduction  would  be  continued  at  a  later 
meeting. 


ACCOUNTANTS'   EDUCATIONAL  COMMITTEE 

A  meeting  of  the  committee  on  education  of  the 
American  Electric  Railway  Accountants'  Association  is 
called  for  Monday,  March  22,  in  New  York.  The  mem- 
bers of  this  committee,  whose  names  have  not  been 
previously  announced  in  the  ELECTRIC  Railway  Jour- 
nal, are  George  C.  Whitney,  Washington  Railway  & 
Electric  Company,  Washington,  D.  C,  chairman;  F.  J. 
Pryor,  Jr.,  American  Railways  Company,  Philadelphia, 
Pa.;  F.  D.  Lasher,  Republic  Railway  &  Light  Company, 
New  York;  N.  E.  Stubbs,  United  Railways  &  Electric 
Company,  Baltimore,  Md.,  and  G.  H.  Caskey,  Newport 
News  &  Hampton  Railway,  Gas  &  Electric  Company, 
Hampton,  Va. 


|iaiSjaiEIMajaiBiaiSJ5lfflMfflai3l3l5IElSM5ijaJ3l5ISISJSJtEiaiSlE!^^ 

Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

(Contributions  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rates.) 

caMfflaisMaMaiHiHaiaaaisiaaisiBjsiajaitiSEEisiaiaifflfflaaaiaJMMaia^^ 


Car-Door  Operation  with  Sprocket  Chain  and 
Worm  Shaft 

BY    J.    N.    LLOYD,    MASTER    MECHANIC    SANTA    BARBARA    & 
SUBURBAN   RAILWAY,   SANTA   BARBARA,   CAL. 

Our  cars  are  of  the  center-entrance  prepayment  type. 
Originally  they  were  equipped  with  wire  doors  but  as 
these  proved  unsatisfactory  the  company  decided  to  re- 
place them  with  half-glazed  wooden  doors.  For  this 
change  we  designed  and  built  in  our  own  shops  the 
door-operating  mechanism  hereinafter  described.  The 
first  car,  which  was  changed  in  July,  1914,  gave  such 


In  the  center  of  the  car  is  a  I'/lj-in.  pipe  stanchion 
which  has  a  cast  fork  at  the  top.  A  hollow  tube  runs 
from  each  side  of  the  fork  across  the  car  to  the  post 
at  the  center  of  the  entrance.  Incased  in  these  tubes  is 
a  continuous  shaft  which  has  bearings  at  each  end  of 
the  tubes.  The  shaft  has  a  right-hand  worm  screw  on 
one  end  and  a  left-hand  screw  on  the  other.  Each  screw 
operates  a  wing  nut  which  slides  through  two  slots 
8  in.  long  which  are  cut,  one  on  each  side  of  the  tube, 
14  in.  from  the  door  post. 

Connected  with  each  wing  nut  are  two  rods  which  in 
turn  are  connected  to  cranks,  one  on  each  center  door 


VIEW   OF  SANTA  BARBARA   CAR  AT   CENTER-ENTRANCE,   SHOWING  THE   DOOR-OPERATING   CHAIN   WITH    HAND-HOLD 
FOR  CONDUCTOR,  SPROCKET  WHEEL  AND  TUBING  FOR    CONTINUOUS  SHAFT ;  SHORT  LEVER  OVER  SLOT  IN 
HORIZONTAL  TUBE  LOCKS  ONE  DOOR  MECHANISM  WITHOUT  AFFECTING   THE   OTHER 


satisfaction  that  we  have  since  converted  the  remaining 
cars  in  the  same  way. 

There  are  four  doors  to  each  side  of  the  car,  two 
opening  back  to  back  at  the  center-entrance  post  and 
one  at  each  side  of  the  entrance  bulkhead.  The  step 
works  simultaneously  with  the  doors.  The  doors  are 
hinged  on  1-in.  door  posts  which  have  a  bearing  at  the 
floor  and  just  above  the  tops  of  the  doors. 

The  two  center-door  posts  extend  through  the  floor 
and  are  equipped  at  the  bottom  with  bevel  gears  which 
are  in  mesh  with  bevel  gears  on  a  jack  shaft  parallel 
with  step  shaft  and  operating  step  shaft  by  a  lever. 


post.  From  another  crank  on  each  center  door  post  is  a 
rod  extending  over  and  connecting  with  a  crank  on 
each  side  door  post  and  causing  them  to  operate  simul- 
taneously with  the  center  doors. 

The  worm  screw  shaft  extending  across  the  car  is 
fitted  at  the  center  with  a  sprocket  which  is  caused  to 
rotate  by  a  continuous  chain  which  runs  over  another 
sprocket  fitted  in  the  center  stanchion  2  ft.  from  the 
floor. 

The  chain  is  fitted  on  each  side  of  the  stanchion 
with  a  wooden  grip  to  enable  the  conductor  to  operate 
the  doors  by  a  downward  pull. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


591 


To  prevent  the  doors  on  both  sides  of  the  car  from 
operating  at  the  same  time,  two  collars  are  fitted  on 
each  tube  at  the  ends  of  the  slots  through  which  the 
wing  nuts  slide.  Between  the  collars  is  a  slotted  sleeve 
which  is  caused  to  rotate  by  means  of  a  short  lever  over 
the  slot  in  the  tube.  This  arrangement  causes  the  wing 
nut  to  be  locked  in  place  when  the  doors  are  closed. 
To  operate  the  doors  on  either  side  of  the  car,  the  wing 
nut  on  the  opposite  side  is  locked,  and  the  shaft  is  ro- 
tated by  means  of  the  chain  and  sprocket.  The  shaft 
rotates  through  both  the  locked  and  the  unlocked  nuts, 
drawing  the  latter  back  through  its  slot  toward  the 
center  of  the  car  for  the  4-in.  of  distance  required  to 
open  the  doors. 


Trailer  Wagons  with  Automobile  Steering  Gear  for 
Vienna  Snow  Cleaning — Car  Scraper  Practice 

BY   LUDWIG   SPANGLER,   DIRECTOR  VIENNA   MUNICIPAL 
TRAMWAYS 

For  many  years  the  Vienna  Municipal  Tramways  has 
been  obliged  to  remove  all  snow  not  only  from  between 
its  rails  but  also  for  certain  distances  on  each  side  of 
the  rails  and  even  to  the  curbs.  This  makes  it  neces- 
sary to  have  equipment  which  will  take  care  of  the  en- 
tire width  of  the  street.  To  attain  this  end  we  use  a 
train  made  up  of  a  motor  service  car  and  two  pole- 
coupled  wagons,  both  classes  of  vehicles  being  fitted  with 
snow  plows,  as  illustrated.  The  space  between  the  rails 
is  cleared  by  the  motor  car  while  the  rest  is  cleared  by 
the  wagons  which  can  be  steered  from  side  to  side  and 
around  obstructions.  This  steering  gear  is  of  automo- 
bile type,  and  is  manipulated  by  seated  operators.   The 


MOTOR  CAR  WITH  PLOW  FOR  TRACK  CLEANING  AND  WAGON 
TRAILERS   FOR  REMOVING   SNOW   BETWEEN 
,  RAILS  AND  CURB 

wagons  have  iron-tired  wheels  and  are  hauled  at  an 
average  rate  of  7.4  m.p.h.,  at  which  speed  they  do  not 
make  excessive  noise  in  paved  streets.  Consequently 
they  may  be  run  in  between  the  regular  passenger  cars. 
The  trains  are  placed  in  service  as  soon  as  a  storm  be- 
gins and  if  the  storm  js  a  heavy  one  remain  at  work 
during  its  continuance. 

For  the  more  thorough  removal  of  the  snow  at  the 
rails  patented  Berbalk  snow-scrapers  for  200  to  300 
motor  cars  are  deposited  at  several  points  along  the 
routes.  As  soon  as  snow  begins  to  fall  the  cars  stop  at 
the  supply  depots  where  the  scrapers  are  attached  by 
their  crews. 

While  the  equipments  described  might  prove  insuffi- 
cient for  heavy  snow  conditions  they  are  entirely  satis- 
factory for  the  winters  of  Vienna. 


Equipment  Defects — Controller  Blow-Out  Coils — I 

BY  C.  W.  SQUIER,  E.  E. 

It  is  necessary  that  all  controllers  handling  large 
currents  be  provided  with  some  means  for  successfully 
extinguishing  the  arc  formed  by  the  opening  of  the 
circuit  at  the  contacts.  At  first  mechanical  deyiCes 
were  tried  and  the  circuit  was  opened  simuitaneously 
at  a  number  of  points  in  series,  but  the^gSsgi^^dv^nce 
in  extinguishing  this  arc  came  with  t^^^^roductfcn  of 
the  magnetic  blow-out.  The  principle  of  "us 
netic  field  to  blow  out  an  arc  was  firjrt  (ftveljj^d  |^!^rof . 
Elihu  Thomson.  He  found  that  aij' felectm  axc'is  urged 
out  of  a  magnetic  field  and  that  when  the  circuit  is 
broken  in  such  a  field  the  arc  is  blown  out  of  line  tod 
is  extinguished  or  cut  in  two. 

The  General  Electric  Company  was  the  first  to  apply 
this  principle  to  extinguishing  the  arcing  in  controllers. 
Its  first  type  of  controller  blow-out  is  shown  in  an 
accompanying  illustration.  This  consists  of  a  blow- 
out coil  connected  in  series  with  the  main  contacts  and 
fitted  with  a  cast-iron  pole  piece  which  extends  over 
the  main  fingers  and  contacts,  hinged  to  one  end  of  the 
core  of  the  coil.  The  path  of  the  magnetic  circuit  is 
from  the  coil  through  the  pole  piece  and  down  through 
the  fingers  and  contacts  to  the  controller  shaft  and 
frame  and  so  back  to  the  core  of  the  blow-out  coil. 
Thus  a  magnetic  field  is  provided  at  the  point  where  the 
fingers  bear  on  the 
contacts,  by  the 
passage  of  lines  of 
force  between  the 
pole  piece  and  the 
shaft.  When  the 
circuit  is  opened 
this  magnetic  field 
causes  the  arc  to 
be  blown  sidewise 
and  so  aids  in  ex- 
tinguishing it.  To 
prevent  this  arc 
from  short-circuit- 
ing to  the  adjacent 
fingers  and  con- 
tacts, molded  in- 
sulating shields 
called  arc  deflec- 
tors are  inserted 
between  them. 
These  are  fastened 
to  the  pole  pieces 
so  that  they  can  be 
easily  swung  out  of 
the  way  to  permit  easy  access  and  give  an  unimpeded 
view  of  the  contacts  for  inspection. 

This  pioneer  magnetic  blow-out  has  proved  very  suc- 
cessful for  handling  currents  up  to  75  amp,  and  most 
of  the  hand  controllers  now  in  service  have  this  type  in 
some  modified  form.  Many  other  types  and  arrange- 
ments of  controller  blow-outs  have  since  been  developed, 
however,  in  an  effort  to  provide  a  more  efficient  blow- 
out and  to  overcome  some  of  the  principal  objections 
to  the  pioneer  type,  namely:  The  coil  occupies  much 
space  at  a  point  that  could  be  utilized  to  advantage  for 
connections  or  contacts;  the  stray  fields  are  very  large, 
so  that  a  big  portion  of  the  lines  of  force  is  not  avail- 
able for  blow-out  purposes;  the  contacts  most  distant 
from  the  coil  have  a  smaller  magnetic  field  and  conse- 
quently a  weaker  magnetic  blow-out  than  the  contacts 
nearer  this  coil;  as  the  arc  is  blown  sidewise  against 
the  arc  deflectors  it  does  not  have  sufficient  space  to 
expand  properly,  causing  excessive  burning  of  the  arc 
deflector  plates.     Troubles   with   the  coils   themselves 


7-*0£.£-  7^yec£ 


Scotv  Oi/T-  Oo/i. 


FIRST  CONTROLLER  BLOW-OUT 


592 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


have  been  very  few  and  are  confined  chiefly  to  short- 
circuits  which  result  from  the  burning  of  insulation, 
due  to  the  floating  back  of  the  arc  from  the  contacts 
or  to  the  expansion  of  the  coils  when  hot  whereby  the 
insulation  is  rubbed  by  the  drum  or  some  other  moving 
part. 

Troubles  with  the  arc  shield,  which  may  be  included 
as  a  part  of  the  controller  blow-out,  are  the  following: 


J°Oi.£     7^1  £<=£:. 


JSLoyv  Oct  Oo/l 


SHAFT  TYPE  OF  CONTROLLER  BLOW-OUT 

Burned  arc  deflectors  and  broken  or  split  deflectors. 
This  splitting  of  the  arc  deflectors  is  due  principally 
to  the  use  of  wood  screws  for  fastening  them  together 
and  to  the  pole  piece. 

Much  attention  has  been  given  toward  developing 
an  insulating  material  which  will  withstand  the  severe 
arcing  to  which  arc  deflectors  are  subjected  and  also 
to  permit  fastening  with  wood  screws  to  provide  a 
solid  support.  So  far,  however,  nothing  entirely  sat- 
isfactory has  been  produced. 

Shaft  Type  Blow-Out 

The  type  of  blow-out  next  developed  may  be  properly 
termed  the  shaft  type  of  blow-out.  It  is  shown  in  a 
second  illustration.  In  this  type  the  blow-out  coil  is 
placed  directly  around  the  controller  shaft,  and  a 
wrought-iron  pole  piece  extends  over  the  coil  and  con- 
tacts. This  location  of  the  blow-out  coil  at  the  bottom 
of  the  controller  makes  a  very  neat  design  and  utilizes 


POLE-PIECE  TYPE  OF  CONTROLLER  BLOW-OUT 

the  space  to  the  best  advantage.  It  is  also  remote 
from  the  arcing  at  the  controller  contacts  so  that  trou- 
ble from  burned  insulation,  due  to  this  arcing,  is  over- 
come. This  type,  however,  is  still  open  to  the  criticism 
that  the  contacts  at  the  top  of  the  drum  have  less  blow- 
out than  those  at  the  bottom  and  that  the  direction  of 
the  are  is  still  against  the  arc  deflectors. 

Pole-Piece  Type  of  Blow-Out  Coil 

A  third  illustration  shows  the  pole-piece  type  of  blow- 
out coil  which  was  the  third  design  brought  out.  This 
consists  of  a  long  coil  extending  the  entire  length  of 


the  controller  and  mounted  directly  over  the  points 
where  the  fingers  rest  on  their  contacts.  The  magnetic 
circuit  for  this  blow-out  is  from  the  inside  of  the  core 
of  the  blow-out  coil  across  the  contacts  to  the  controller 
shaft  and  then  to  the  cover  and  frame  and  so  back  to 
the  outside  of  the  blow-out  core.  This  blow-out  is  used 
quite  extensively  as  it  provides  a  uniform  field  for  all 
contacts  and  so  overcomes  the  objection  of  having  some 
contacts  with  less  blow-out  effect  than  others. 

All  three  of  the  blow-outs  so  far  illustrated  have  the 
lines  of  force  of  the  magnetic  field  passing  in  a  direction 
perpendicular  to  the  controller  shaft  and  the  arc  is 
blown  sidewise.  To  provide  space  for  the  expansion 
of  this  arc  some  controllers  have  been  built  with  a 
space  between  adjacent  contacts  and  with  holes  through 
the  arc  deflectors  at  the  contact  points  through  which 
the  arc  is  blown.  However,  this  adds  to  the  height  of 
the  controller  and  so  requires  a  disadvantageous  amount 
of  room. 


Notched  Stick  to  Steer  Wheel  Sets 

The  notched  stick  well  known  to  steam  railroad  men 
for  lifting  wheel  sets  from  the  rails  is  used  in  the  Wolf 
Street  shops  of  the  New  York  State  Railways,  Syracuse 
Lines,  for  moving  a  wheel  set  across  the  floor  and  steer- 
ing it  to  the  wheel  lathe.  The  stick,  which  is  shown  in 
use,  is  made  of  wood  except  that  a  reinforcing  strip  of 


notched  stick  for  steering  wheel  sets 

strap  iron  is  added  to  prevent  splitting.  To  steer  the 
set  the  operator  inserts  the  notched  portion  under  the 
axle,  lifting  it,  say,  only  1/8  in.,  but  this  is  enough  to 
permit  him  to  steer  the  set  by  pulling  toward  him  the 
wheel  on  his  left. 


Railless  Traction  in  Shanghai,  China 

The  railless  street  cars  recently  shipped  from  Eng- 
land for  use  in  Shanghai  have  been  temporarily  aban- 
doned because  of  the  condition  of  the  streets  on  which 
they  were  operated.  It  was  found  that  the  wheels  of 
the  new  cars  were  pressing  down  the  surface  stones 
with  which  the  roads  are  paved,  and  it  seems  that 
these  roads  will  have  to  be  gone  over  thoroughly  before 
the  operation  of  the  railless  cars  can  be  undertaken 
successfully.  Aside  from  the  difficulty  with  the  road- 
beds, the  cars  are  said  to  be  eminently  suited  for  use 
on  the  trafliic-packed  streets  of  Shanghai.  In  the  period 
of  thirteen  days  during  which  the  cars  were  run  200,- 
000  passengers  were  carried,  the  cars  on  the  streets 
numbering  about  five  each  day. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


593 


Ampere-hour  Meters  on  Battery  Cars 

The  Third  Avenue  Railway  System,  New  York,  now 
operates  a  total  of  160  storage-battery  cars,  of  which 
about  140  are  in  daily  use.  In  order  to  show  the  motor- 
men  how  much  energy  they  have  left  in  the  batteries, 
and  also  as  an  incentive  to  economical  operation,  each 
car  is  equipped  with  a  Sangamo  integrating  ampere- 
hour  meter.  On  a  storage-battery  car,  of  course,  the 
meter  which  records  charge  and  discharge  is  a  neces- 
sity since  the  car  carries  but  a  limited  supply  which,  if 
used  too  lavishly,  will  cause  the  motorman  to  lose  a  por- 
tion of  his  day's  work.  Thus,  a  storage-battery  motor- 
man  has  a  strong  and  immediate  incentive  to  operate 
with  economy.  Should  he  run  short  of  power  when  op- 
erating a  car  taken  over  from  a  morning  platform  man, 
the  latter  is  likely  to  hear  something  to  his  disadvan- 
tage the  next  time  he  meets  his  relief. 

The  average  weight,  unloaded,  of  a  storage-battery 
I  car  is  8.25  tons.  The  car  seating  capacity  averages 
twenty-four  and  the  standing  load  may  increase  the  total 
passenger  load  to  fifty  or  sixty.  The  capacity  of  the 
battery  is  420-amp-hr.  With  careful  operation  this  is 
ample  for  the  twelve  to  fourteen-hour  schedule,  which 
means  a  daily  run  ranging  from  69  to  98  car-miles.  The 
average  schedule  speed  is  6.5  to  7  m.p.h.  on  Manhattan 
lines,  but  the  City  Island  cars  (four  in  winter  and  twelve 
in  summer)  make  9  m.p.h.  on  account  of  long  free  runs 
through  park  territory.  The  energy  consumption  va- 
ries, of  course,  according  to  traffic  conditions  as  well  as 
to  the  skill  of  the  motormen.  Thus,  with  a  battery  po- 
tential of  113  volts  the  average  ampere-hours  per  car- 
mile  of  the  five  Manhattan  divisions  shape  up  as  fol- 
lows :  5.20  amp-hr.  on  the  West  Belt  line,  5.22  amp-hr. 
on  the  110th  Street  line,  5.72  amp-hr.  on  the  Twenty- 
eighth-Twenty-ninth  Street  Crosstown  line,  5.82  amp-hr. 
on  the  Avenue  B  line  and  5.87  amp-hr.  on  the  East  Belt 
line. 

A  copy  of  the  ampere-hour  records  of  all  motormen 
and  the  corresponding  car  numbers  is  sent  by  the  trans- 
portation department  to  the  storage-battery  foreman. 
The  former,  therefore,  has  a  check  on  the  motormen 
while  the  mechanical  department  has  one  on  the  cars. 
The  ampere-hour  meters  have  given  an  excellent  ac- 
count of  themselves.  Outside  of  occasional  careless 
handling,  due  in  no  way  to  the  type  of  meter,  they  re- 
quire no  other  maintenance  than  an  occasional  cleans- 
ing of  the  mercury.  Such  a  cleansing  may  be  needed  at 
Intervals  of  six  months  to  two  and  one-half  years. 


Compact  Wet  Process  Insulator 

A  demand  for  small  compact  wet  process  insulators 
for  sustaining  heavy  loads  has  led  the  Pittsburgh  High 
Voltage  Insulator  Company,  Derry,  Pa.,  to  place  on  the 
market  the  type  of  insulator  shown  in  the  accompanying 
illustration.     The  bearing  surface  of  the  insulator  is  9 

in.     in     diameter,    and    it 
stands   10   in.-  high.     It  is 
provided     with     petticoats 
or  corrugations  to  increase 
the  creepage  distance  under 
rainy  or  stormy  conditions. 
It    is    supplied    with    a 
metal  cap  and  base  for  at- 
tachment to  the  bottom  of 
towers,  the  object  being  to 
provide   an   insulated   base 
for  support  and  insulation 
of  heavy  towers.     The  in- 
sulator shown  in  the  illus- 
tration is  designed  to  maintain  a  500,000  lb.  compres- 
sion load,  and  to  have  an  ultimate  strength  of  1,150,- 
000  lbs. 


CORRUGATED    WET    PROCESS 
INSULATOR 


Double  Fare  Register  Adapted  for  City  and  Zone 
Operation 

The  New  Haven  Trolley  Supply  Company,  New 
Haven,  Conn.,  is  just  placing  on  the  market  a  new 
Sterling  double  fare  register  which  is  particularly 
adapted  for  interurban  service,  where  the  zone  system 
of  fare  collection  is  used,  and  also  for  city  service. 
This  machine  obviates  the  need  for  two  styles  of  reg- 
ister equipment  where 
it  is  desirable  to  shift 
cars  from  city  to  inter- 
urban or  from  interur- 
ban to  city  service.  In 
other  words,  this  reg- 
ister gives  one  stand- 
ard equipment  for  both 
interurban  and  city 
service.  The  machine 
visibly  indicates  the 
number  of  the  zone,  or 
trip,  in  which  the  fare 
is  being  collected.  As 
the  indicator  is  very 
prominent    it    greatly 

facilitates  inspection,  and  serves  as  a  reminder  to  the 
conductor  not  to  "neglect"  to  reset  his  register  at  the 
end  of  each  zone,  or  trip.  The  company  has  recently 
furnished  a  full  equipment  of  these  registers,  and  cen- 
ter-ringing device,  to  the  Parkersburg,  Marietta  &  In- 
terurban Railway,  Parkersburg,  W.  Va. 


D39   L04E 


riRANSFlRSl  (OASHl 


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DOUBLE  REGISTER  ADAPTED  FOR 
CITY  AND  ZONE  OPERATION 


Light-Weight  Electrical  Equipment  of  Wilkes- 
Barre  Center-Entrance  Cars 

Supplementing  the  description  of  the  Wilkes-Barre 
Railway's  six  center-entrance  cars  described  in  the 
Electric  Railway  Journal  for  March  13,  the  West- 
inghouse  Electric  &  Manufacturing  Company  furnishes 
the  following  data  on  their  light,  compact  electrical 
equipment. 

Each  truck  carries  two  Westinghouse  No.  532-B 
motors.  The  No.  532-B  is  a  self-ventilated  motor  of 
the  box-frame  type,  and  has  a  rating  of  36  kw  (48  hp) 


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underploor    layout    of    equipment,    wilkes-barre 
center-entrance  car 

at  600  volts.  This  motor  equipment  is  the  most  power- 
ful to  which  the  light-weight  HL  equipment  has  ever 
been  applied.  The  floor  of  the  cars  at  the  center  en- 
trance is  approximately  13  in.  above  the  ground,  where- 
as at  the  trucks  clearance  must  be  provided  for  the  30- 
in.  wheels.  Consequently  there  is  but  little  space  for 
the  control  and  brake  equipment  beneath  the  car. 

The  switch  group  of  this  control  weighs  only  350  lb. 
Otherwise,  a  complete  light-weight  HL  equipment  is 
made  up  of  the  same  number  of  parts  as  the  regular 


594 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


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as  a  part  of  the  main  casting.  These  projections  serve 
to  put  the  full  weight  directly  onto  the  tread  and  thus 
give  good  traction  before  the  flange  climbs  onto  the 
body  of  the  rerailer  and  reaches  the  point  where  it  will 
automatically  slide  onto  the  rail. 

The  accompanying  halftones  are  from  photographs 
made  on  the  property  of  the  Evanston  (111.)  Street 
Railway  where  these  rerailers  have  been  put  to  diversi- 
fied use.  They  have  been  employed  not  only  for  re- 
railing  cars,  but  also  for  derailing  wagons  and  electric 
automobiles,    which,    under   certain   conditions    of    the 


SELF-VENTILATED   MOTOR  OF  36  KW  CAPACITY,  INCLUDING 
GEAR    CASE 

type  HL.  The  switch  group  has  an  over-all  height  of 
only  17  in.,  thus  being  easily  mounted  under  low-floor 
cars.  The  master  controller  used  with  the  light-weight 
apparatus  has  an  interesting  feature  in  that  it  is  pro- 
vided with  a  slip  ring  which  causes  all  the  important 
circuit-breaking  switches  to  open  simultaneously  when- 
ever the  master  controller  is  "backed  off"  one  notch 
from  any  position.  This  causes  a  division  of  the  final 
break  between  several  switches,  eliminates  all  other  cur- 
rent breaks  when  "backing  off"  and  thereby  greatly  de- 
creases the  wear  on  switch  contacts,  arcing  horns  and 
arcing  boxes. 

The  weight  of  the  electrical  equipment  is  11,580  lb. 
Other  weights  are  as  follows :  Car-body  only,  22,000  lb. ; 
each  Brill  27  MCB-2X  truck,  7200  lb.;  Westinghouse 
semi-automatic  air  brakes  and  other  equipment,  2000 
lb. ;  total  car  complete,  49,980  lb. 


Tread-Pickup  Rerailer  for  Cars  Which  Serves  Also 
as  Derailer  for  Vehicles 

The  accompanying  illustrations  show  a  radically  new 
and  improved  rerailer  made  by  the  Sargent  Company, 
Chicago,  111.  This  rerailer  is  the  result  of  several  years 
of  experimenting  to  obtain  a  final  contour  which  will 
most  readily  serve  to  rerail  wheels  in  track  on  paved 
streets.  The  principle  used  is  asserted  to  be  new  in  re- 
railing  devices  in  that  the  wheel  is  picked  up  on  its 
tread  rather  than  on  the  flange.  This  method  of  re- 
railing  requires  much  less  elevation  for  the  function 
of  sliding  the  wheels  to  the  rails.  With  other  devices 
it  is  the  practice  to  roll  the  wheels  on  their  flanges 
over  the  rerailer  and  irrespective  of  the  form  of  the 
flange.  In  such  cases  the  car  must  be  lifted  from  %  in. 
to  1  in.  higher  before  it  is  well  mounted  on  the  re- 
railing  device. 

With  the  Sargent  rerailer,  projections  are  provided 


NEW  RERAILER  AT  LEFT  AND  OLD-STYLE  RERAILER  AT  RIGHT 

pavement,  get  wedged  between  the  gage  lines  of  the 
running  rails.  One  illustration  shows  the  device  in 
use  for  derailing  a  wagon.  Another  shows  this  device 
and  the  old  style  turtle-back  rerailer.  This  view  illus- 
trates the  difference  in  angle  and  vertical  lift  of  the 
two  devices  and  the  consequent  ease  with  which  the 
new  device  operates. 


Motor  Efficiency 


R.  E.  Hellmund  in  the  Electric  Journal  states  that 
while  a  high  efficiency  in  the  railway  motor  is  desirable, 
as  in  any  motor,  there  are  a  number  of  reasons  which 
make  it  inadvisable  to  give  the  question  of  efficiency 
too  much  weight.  High  efficiency  means  large  and 
heavy  motors  and,  in  many  cases,  it  might  occur  that 
the  addition  of  a  certain  motor  weight  to  make  a  small 
gain  in  efficiency  would  be  bad  engineering  because  the 
gain  in  motor  efficiency  might  be  more  than  outweighed 
by  the  power  consumption  necessary  for  hauling  that  a 
extra  weight.  It  should  further  be  considered  that  a 
reduction  of  efficiency  caused  by  increased  ohmic  re- 
sistance in  the  motor  does  not  mean  very  much,  es- 
pecially in  city  service,  because  there  the  motor  is  oper- 
ated a  large  part  of  the  time,  and  especially  during  the 
periods  of  large  currents,  with  external  resistance  in 
circuit  anyhow,  and  because  the  resistance  losses  in  the 
motor  itself  are  relatively  small.  It  is  somewhat  dif- 
ferent with  the  core  losses  of  the  motor  which  con- 
stitute a  source  of  power  consumption  which  can  always 
be  reduced  by  keeping  the  core  losses  of  the  motor  low, 
as  far  as  this  can  be  done  without  materially  increasing 
the  weight  and  size  of  the  motor. 


RERAILER  EMPLOYED  AS  A  DERAILER   TO   GET  A   WEDGED 
WAGON  WHEEL  OFF  THE  RAILS 


The  bureau  of  standards  at  Washington,  D.  C,  is 
distributing  upon  request  its  publication  entitled  "The 
Testing  of  Materials."  The  publication  is  an  eighty- 
nine-page  pamphlet  dealing  with  such  subjects  as  metals 
and  alloys,  cements,  clay  products,  lime,  stone,  paint 
materials,  bituminous  materials,  inks,  paper,  textiles, 
rubber,  leather,  lubricating  oils  and  greases,  chemicals, 
and  materials  intended  for  technical  use,  such  as  elec- 
trical materials,  optical  materials,  thermal  materials, 
etc.  The  introduction  gives  briefly  the  theory  upon 
which  the  testing  of  materials  is  based  and  outlines 
the  purpose  and  ultimate  aim  of  the  bureau's  work  in 
this  direction. 


L'3iaBM3ISI5MSJS!a/a[a[aJaM3M3MM3JSI 


News  of  Electric  Railways 


CHARGES    AGAINST    COMMISSIONERS 


I'our   Members  of  New   York   Commission,   First    District, 
Served  with  Cliarges — Reply  Required  by  Marcli  23 

Four  members  of  the  Public  Service  Commission  for  the 
First  District  of  New  York — Edward  E.  McCall,  chairman; 
■I.  Serp:eant  Cram,  George  V.  S.  Williams  and  Robert  Col- 
gate Wood — received  on  March  13  from  Governor  Whit- 
man letters  containing  charges  against  them.  The  fifth 
Kimmissioner,  Milo  R.  Maltbie,  whose  term  expired  on  Feb. 
1,  and  who  is  holding  over  temporarily,  got  no  communica- 
tion from  Albany.  March  23  has  been  fixed  as  the  date  on 
or  before  which  the  commissioners  may  answer  publicly 
in  person  or  by  counsel.  The  charges  against  Chairman 
McCall  follow: 

1. — He  has  been  inefficient  and  neglectful  of  his  duty 
in  failing  to  supervise  the  handling  by  the  subordinates  of 
the  commission  of  complaints  of  citizens  regarding  service 
on  street  railroads,  and  in  failing  to  give  support  to  the 
efforts  of  said  subordinates  necessary  to  enable  them  to 
accomplish   satisfactory   results. 

2. — He  has  been  inefficient  and  neglectful  of  his  duty  in 
failing  to  inform  himself  of  the  outstanding  orders  of  the 
commission  regarding  service  on  street  railroads. 

3. — He  has  been  inefficient  and  neglectful  of  his  duty  in 
permitting  street  railroad  companies  to  violate  the  orders 
of  the  commission  and  in  failing  to  resort  to  the  remedies 
provided  by  law  to  compel  compliance  with  said  orders. 

4. — He  has  been  inefficient  and  neglectful  of  his  duty  in 
failing  to  compel  street  railroad  companies  to  furnish  such 
service  to  the  public  as  could  reasonably  have  been  required 
under   existing   conditions. 

5. — He  was  inefficient  and  neglectful  of  his  duty  in  fail- 
ing to  require  the  Bradley  Construction  Company  to  cease 
work  on  the  Lexington  Avenue  route  of  the  subway,  after 
having  been  advised  by  the  chief  engineer  of  the  commis- 
sion that  this  work  would  be  useless  in  the  event  that  the 
dual  subway  system  was  adopted. 

G. — He  has  been  inefficient  and  neglectful  of  his  duty 
in  permitting  unreasonable  and  unnecessary  delays  in  the 
final  deterimnation  of  matters  taken  up  by  the  commission 
in  formal  hearings. 

7. — He  was  guilty  of  misconduct  in  office  in  devoting  a 
considerable  portion  of  his  time  to  the  private  practice  of 
law  at  a  time  when  he  should  have  been  devoting  all  of  his 
time  to  the  business  of  the  commission  and  acquainting 
himself  with  the  duties  of  his  office,  the  existing  orders 
of  the  commission  and  the  details  of  administration  of  the 
commission's  affairs,  and  in  absenting  himself  from  the 
stated  meetings  of  the  commission,  at  which  important 
business  was  transacted,  in  order  to  attend  court  on  the 
same  days  in  the  interest  of  private  clients. 

8. — He  was  guilty  of  misconduct  in  office  in  using  an 
automobile  belonging  to  the  commission  for  his  own  pri- 
vate purpose,  and  also  in  using  the  office  of  the  chairman 
of  the  commission  as  a  place  for  the  taking  of  testimony 
in  connection  with  his  private  practice. 

The  first  five  charges  against  Commissioner  Cram  were 
the  same  as  the  first,  third,  fourth,  fifth,  and  sixth  against 
Chairman  McCall.  Two  others  were  individual  to  him. 
They  were: 

C — He  was  guilty  of  misconduct  in  office  in  using  an 
automobile  belonging  to  the  commission  for  his  own  pri- 
vate purposes,  as  more  fully  specified  on  pages  16  and  17 
of  said  report. 

7. — He  has  been  inefficient  and  neglectful  of  his  duty 
in  failing  to  devote  the  time  and  attention  necessary  to 
the  faithful  and  efficient  performance  of  the  duties  of  his 
office,  as  is  more  fully  specified  on  pages  15  and  18  of 
said  report. 

Only  six  charges  were  made  against  Commissioner 
Williams.  Of  these  four  were  the  same  as  the  first,  third, 
fifth  and   sixth  counts  against  Chairman  McCall,  and  he 


is  also  required  to  answer  these  special  accusations: 

3. — He  has  been  inefficient  and  neglectful  of  his  duty 
in  failing  to  compel  street  railroad  companies,  and  espe- 
cially the  street  railroad  companies  in  the  Borough  of 
Brooklyn,  over  which  he  had  direct  personal  supervision,  to 
furnish  such  service  to  the  public  as  could  reasonably  have 
been  required  under   existing  conditions. 

6. — He  was  guilty  of  misconduct  in  office,  adjourning  the 
hearing  in  Case  No.  1436,  involving  the  question  of  in- 
creasing the  car  equipment  on  the  elevated  lines  in  Brook- 
lyn for  a  period  of  more  than  a  year  without  disclosing 
to  the  public  the  fact  that  the  commission  had  determined 
not  to  order  additional  elevated  cars  until  final  decision 
had  been  made  as  to  the  adoption  of  the  dual  subway  con- 
tracts, and  in  neglecting  to  make  an  order  in  said  pro- 
ceedings requiring  additional   car  equipment. 

Against  Commissioner  Wood  the  same  charges  are 
brought  as  in  the  first,  second,  third,  fourth  and  sixth 
specifications  against  Chairman  McCall.  The  charges  re- 
ferring to  him   exclusively  are: 

6. — He  has  been  inefficient  and  neglectful  of  his  duty  in 
failing  to  familiarize  himself  with  the  provisions  of  the 
Public  Service  Commission  law. 

7. — He  was  inefficient  and  neglectful  of  his  duty  and 
was  guilty  of  misconduct  in  office  in  unnecessarily  delay- 
ing the  letting  of  a  contract  for  the  construction  of  a 
signal   system   in  the   Center   Street  loop. 


DETROIT  TRAFFIC  SURVEY 

Report  by  Barclay  Parsons  &  Klapp  Recommends  Rerouting 

Loops  and  Two-Car  Units — Cost  of  Downtown 

Subway  $2,500,000 

Barclay  Parsons  &  Klapp,  New  York,  have  presented  their 
report  on  their  traffic  survey  of  Detroit  to  the  Munici- 
pal Street  Railway  Commission.  The  report  covers  298 
printed  pages  and  includes  twenty-one  maps  and  plans. 
Provision  is  made  in  the  recommendations  for  both  tempo- 
rary immediate  relief  and  for  permanent  readjustment  of 
the  car  lines  and  routes.  Referring  to  the  rush-hour  prob- 
lem the  report  says: 

"The  Detroit  street  railway  rush-hour  problem  is  essen- 
tially a  case  of  unusual  traffic  concentration,  due  to  a  sys- 
tem of  converging  car  lines  loading  and  unloading  the  bulk 
of  their  passengers  in  a  very  limited  central  delivery  dis- 
trict. The  permanent  nature  of  this  district  and  the  distri- 
bution of  the  new  population  during  the  recent  rapid  growth 
of  Detroit  clearly  indicates  that  the  convenience  of  the 
traveling  public  will  best  be  served  by  continuation  of  their 
present   main    lines    of   travel." 

Speaking  of  the  density  of  traffic  in  Detroit,  the  report 
says: 

"In  the  period  from  1904  to  1914  the  total  revenue  passen- 
gers grew  from  78,349,220  to  a  total  of  219,606,056,  an  in- 
crease of  180  per  cent.  This  latter  figure  gives  a  density 
of  traffic  per  mile  of  main  single  track  of  1,062,000  revenue 
passengers,  which  is  about  40  per  cent  heavier  than  in 
Cleveland  in  1913,  and  44  per  cent  heavier  than  the  density 
on  the  surface  and  elevated  lines  in  Chicago  in  1914." 

Briefly  stated,  the  report  recommends  as  follows: 

Entire  rerouting  of  various  lines  entering  the  heart  of 
the  city  by  a  system  of  loops  to  eliminate,  as  far  as  pos- 
sible, the  present  crossing  interference.  This  rerouting 
provides  for  the  looping  back  of  cars  not  required  for  the 
carrying  of  legitimate  through  traffic  across  the  center  of 
the  city.  Two-car  units  are  suggested  on  Woodward 
Avenue,  with  larger  car  units  on  some  of  the  lines  now 
using  old  type  cars,  the  extension  of  crosstown  lines,  a  sys- 
tem of  "skip  stops"  on  the  heavy  traffic  lines,  street  collec- 
tors at  the  front  doors  in  the  downtown  district  in  the 
rush  hour,  special  non-stop  cars  through  the  crowds  of 
factory  workers  on  some  of  the  main  lines  to  take  care  of 


596 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


ordinary  traflSc,  and  suitable  ordinances  to  encourage  the 
use  by  automobiles  of  streets  on  which  car  lines  do  not 
operate. 

The  report  sets  forth  that  $400,000  spent  for  track 
changes,  repaying,  curbing  and  other  items  involved  in  a 
complete  rerouting  plan,  in  addition  to.  the  operation  of 
two-car  units  and  a  system  of  "skip  stops,"  will  increase 
the  carrying  capacity  of  the  lines  from  30  per  cent  to  50  per 
cent. 

The  immediate  construction  of  a  long  subway  on  Wood- 
ward Avenue,  the  heaviest  traffic  artery,  is  not  recom- 
mended. The  estimated  cost  of  a  long  subway,  6  miles, 
is  placed  at  $16,300,000,  and  even  if  a  population  of 
1,000,000  is  reached  by  1920  the  advisability  of  such  a 
subway  is  questioned.  The  alternative  of  a  short  subway, 
that  is,  putting  the  street  cars  underground  downtown,  is 
discussed  also.  A  tube  of  this  kind,  so  built  as  to  be  avail- 
able for  a  terminus  of  a  complete  subway  system,  would 
«ost  $2,500,000. 


PHILADELPHIA  ELECTRIFICATION  TRIALS 

It  was  announced  that  a  few  minutes  after  midnight  on 
March  18  the  Philadelphia  Electric  Company  would  cut  over 
service  to  the  cables  of  the  Pennsylvania  Railroad  leading 
to  the  Bryn  Mawr  substation  and  that  trial  runs  would  fol- 
low on  the  electrified  line  of  the  Pennsylvania  Railroad  be- 
tween Philadelphia  and  Bryn  Mawr,  connection  with  Paoli 
being  made  later.  It  is  expected  that  regular  service  be- 
tween Philadelphia  and  Paoli  will  begin  on  May  30.  There 
are  now  forty-six  trains  from  Philadelphia  to  Paoli,  and 
forty-seven  inbound  trains,  while  under  the  tentative  sched- 
ule there  will  be  fifty-one  eastbound  and  fifty-four  west- 
bound trains.  All  cars  for  the  electric  service  are  equipped 
and  ready.  There  are  ninety-three  of  them,  all  steel  cars, 
each  with  a  seating  capacity  of  fifty-four  passengers.  Eight 
of  these  cars  were  in  the  West  Philadelphia  yard  on  March 
15  and  will  be  used  in  making  trial  runs. 


CINCINNATI  FRANCHISE  DEFEATED 

At  the  referendum  election  on  March  9  the  franchise 
granted  the  Cincinnati,  Newport  &  Covington  Street  Rail- 
way for  a  terminal  in  Cincinnati,  Ohio,  was  defeated  by  a 
vote  of  32,494  to  23,591,  or  a  majority  of  8903.  Secretary 
Polk  Laffoon  of  the  company  declined  to  make  a  statement 
in  regard  to  the  results.  Some  of  the  conditions  of  the 
franchise  and  the  agreements  upon  which  it  was  based 
have  been  complied  with  by  the  company.  It  is  likely  that 
the  portions  of  the  ordinance  known  to  be  objectionable  will 
be  revised  to  meet  the  views  of  the  opponents  of  the 
franchise. 

Speaking  of  the  defeat  of  the  franchise,  W.  W.  Freeman, 
president  of  the  company,  said  that  probably  no  definite 
plans  will  be  considered  for  a  few  days.  The  company's 
franchise  on  the  Covington  line  has  expired  and  it  has  no 
franchise  on  the  division  that  reaches  Cincinnati.  Mr.  Free- 
man said,  however,  that  the  company  would  be  glad  to  keep 
its  cars  in  operation,  and  Mayor  Speigel  announced  that 
an  agreement  has  been  reached  with  Director  of  Public 
Service  Fosdick  by  which  the  city  will  receive  the  same 
franchise  tax  that  was  paid  before  the  expiration  of  the 
old  franchise. 

The  transportation  committee  of  the  Federated  Improve- 
ment Association,  which  opposed  the  franchise  of  the  Cin- 
cinnati, Newport  &  Covington  Street  Railway  in  the  recent 
referendum  election  in  Cincinnati,  has  suggested  that  a 
committee  made  up  of  three  members  each  from  the  Power 
League,  the  Business  Men's  Club,  the  City  Club,  the  Cham- 
ber of  Commerce  and  the  Federated  Improvement  Associa- 
tion, be  appointed  to  meet  the  officials  of  the  company  and 
members  of  the  City  Council  in  an  endeavor  to  arrive  at 
an  agreement  on  a  form  of  franchise  that  will  be  mutually 
•satisfactory. 

A  conference  was  held  on  March  11  by  those  interested  in 
the  proposed  construction  of  the  Bond  Hill  line  by  the  Cin- 
cinnati Traction  Company,  at  which  a  number  of  residents 
of  that  suburb.  Service  Director  Fosdick,  City  Engineer 
TCrug,  City  Solicitor  Schoenle  and  Walter  Draper,  vice- 
president  of  the  Cincinnati  Traction  Company,  were  pres- 


ent. Residents  of  Avondale  were  recently  refused  an  in- 
junction against  the  construction  of  the  line  on  the  ground 
that  the  street  on  which  the  tracks  are  to  be  laid  had  not 
yet  been  built.  With  the  legal  question  settled  an  attempt 
vsdll  be  made  to  reach  an  agreement  in  regard  to  the  con- 
struction of  the  line. 


LEGISLATION  IN  PENNSYLVANIA 

The  following  bills  affecting  public  utilities  are  pending 
in  the  Pennsylvania  House:  to  repeal  the  Public  Service 
Company  law;  to  amend  the  Public  Service  law  with  munici- 
pal exemptions;  to  require  lights  on  certain  vehicles;  to 
provide  for  the  incorporation  of  omnibus  lines;  to  provide 
a  workmen's  compensation  act;  to  tax  the  real  estate  of 
public  service  companies;  to  require  "all  street  cars  to 
be  equipped  with  air  brake  attachment  and  automatic  air 
couplers";  to  regulate  the  hours  of  employment  of  signal 
men,  gatemen,  etc.,  on  any  railroad  by  steam  or  electricity 
and  provide  compensation  for  extra  labor;  to  require  toilets 
on  cars  and  terminal  stations  for  street  railways  operating 
15  miles;  to  empower  cities  of  the  second  class  to  levy  and 
collect  taxes  on  railroad  switches,  turnouts,  etc.,  on  public 
streets;  to  empower  cities  of  the  second  class  to  levy  and  col- 
lect taxes  on  poles,  wires,  cables,  etc.,  on  public  streets;  to 
regulate  advertisements  and  solicitations  for  employees 
during  strikes  and  other  labor  troubles;  to  revise,  consolidate 
and  amend  the  law  relating  to  certain  corporations;  to  estab- 
lish a  department  of  State  police,  etc.,  and  providing  .for  in- 
creases in  pay;  to  permit  members  of  the  General  Assembly 
and  State  officials  the  right  of  free  transportation  over  car- 
riers; to  relieve  from  the  payment  of  mercantile  license  tax 
corporations  which  pay  a  tax  on  capital  stock;  to  regulate 
motor  vehicles  by  changing  the  age  condition  so  that  no  one 
under  fifteen  years  shall  be  permitted  to  operate  a  car  unless 
accompanied  by  a  regularly  licensed  operator,  no  person  be- 
tween fifteen  and  eighteen  to  receive  a  license  unless  his 
competency  has  been  attested  by  two  licensed  operators;  to 
regulate  the  use  of  public  highways  by  vehicles;  to  require 
suburban  electric  railways  to  provide  waiting  rooms;  to  take 
away  from  the  Public  Service  Commission  jurisdiction  over 
counties,  cities,  etc.,  in  certain  matters  and  vesting  the  same 
in  the  court;  amending  the  act  to  regulate  the  transaction  of 
business  by  foreign  corporations;  to  define  public  service 
companies  and  to  establish  a  public  service  bureau  in  the  De- 
partment of  Internal  Affairs,  etc.;  to  provide  for  the  equip- 
ment of  all  street  cars  with  efficient  air  brakes,  etc.;  to  limit 
the  hours  of  labor  of  motormen,  conductors  and  drivers  em- 
ployed by  horse,  cable  and  electric  railways. 

Among  the  bills  introduced  in  the  Senate  are  the  follow- 
ing: to  repeal  the  public  service  company  law;  to  require 
the  license  and  registration  of  private  detective  and  de- 
tective agencies;  to  empower  municipalities  to  construct  and 
maintain  street  railway  tracks  and  equipment  for  the  opera- 
tion of  street  cars  and  to  lease  said  equipment,  etc.;  to 
authorize  and  empower  municipalities  to  construct  and  give 
them  the  right  of  condemnation  if  necessary  and  to  main- 
tain and  operate  underground  street  railways  and  also 
street  passenger  or  elevated  railways  connecting  therewith 
or  exchanging  passengers  with  said  underground  street 
railways  and  to  lease  the  underground  street  railway  and 
any  surface  or  elevated  street  railway  connecting  therewith 
to  corporations,  etc.;  granting  the  right  of  eminent  domain 
to  boroughs  and  towns;  directing  the  Public  Service  Com- 
mission to  investigate  the  issuing  of  bonds  of  corporations, 
etc.;  regulating  the  voting  and  meetings  of  stockholders 
of  corporations;  regulating  and  standardizing  insurance 
policies. 

Among  the  bills  that  have  passed  the  Senate  of  interest 
to  public  utilities  is  one  to  empower  municipalities  to  con- 
struct and  operate  overhead,  surface  or  subway  street  rail- 
ways. 

Among  the  bills  that  have  passed  the  House  is  the  one 
to  amend  the  act  regulating  auto  vehicles,  etc. 

The  bill  in  regard  to  the  regulation  of  the  "jitney"  bus  in 
Pennsylvania  is  referred  to  on  page  603. 

John  R.  Rose,  Oklahoma  City,  Okla.,  and  associates  of 
Miami  plan  to  build  an  interurban  line  to  extend  from  Miami 
to  Tulsa  and  north  from  Miami  to  connect  with  the  interur- 
ban line  in  Missouri. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


597 


OHIO  COMMISSION  SUSTAINED 

In  a  decision  handed  down  on  March  16  the  Ohio  Supreme 
ourt  sustained  the  Public  Utilities  Commission  in  an  order 
sued  to  the  Hocking  Valley  Railroad  to  resume  electric 
Li-vice  between  Hamden  and  Jackson.     It  is  probable  that 
the  case   will   be   appealed  to   the   United   States   Supreme 
Court.    The  most  important  point  involved  is  whether  a  rail- 
road can  abandon  an  unprofitable  portion  of  its  line  when 
the  property  as  a  whole  has  shown  a  profit. 

Some  time  ago  citizens  filed  a  petition  with  the  Public 
L'tilities  Commission,  alleging  that  the  Hocking  Valley  Rail- 
load  had  operated  an  interurban  service  between  Hamden 
and  Jackson  since  1896,  and  furnished  current  for  lighting  to 
towns  along  the  route  and  to  private  consumers.  A  year  ago 
the  company  proposed  to  discontinue  this  service  and  an  or- 
lier  was  asked  to  prevent  abandonment  of  operation.  The 
ompany  contended  that  the  service  did  not  pay  and  offered 
.  substitute  steam  trains.  The  commission  ordered  the 
^ompany  not  to  discontinue  the  interurban  service,  but  made 
■no  ruling  on  the  question  of  furnishing  current. 


MUNICIPAL  OPERATION  HAMPERED 

Conflict   between    the   requirements   of   federal   and   pro- 
vincial statutes  is  responsible  for  a  curious  railway  case  in 
Brantford,    Ont.,   dealt   with    in   an   order   of   the    Railway 
Board  on  March  8.     The  city  of  Brantford  owns  a  street 
railway  acquired  with  municipal  funds  and  under  provincial 
authority;   but  it  has  no  power  to  operate  it  because  the 
original  charter  was  a  federal  one.     The  City  Council  ap- 
plied to  the  Railway  Commission  for  relief,  and  Chairman 
Drayton,  in  his  judgment,  suggests  that  leave  for  operations 
Tie  secured  temporarily  from  the  Minister  of  Railways  until 
proper    authority    by    parliamentary    enactment    is    forth- 
■coming.     The    Port   Dover,    Brantford,    Berlin    &    Goderich 
Railway,  a   federally   incorporated  road,  later  changed  its 
name  to  the  Grand  Valley  Railway  and  acquired  the  Brant- 
ford Street  Railway.    Subsequently  it  became  insolvent,  and 
j     the  city  secured  from  the  Legislature  the  right  to  purchase 
\     it.    This  was  done,  but  the  road  is  now  on  its  hands  without 
j      power  of  operation.    Chairman  Drayton  says  the  Legislature 
I     has  no  more  right  to  authorize  operation  of  a  federally  in- 
corporated road  than  it  has  to  authorize  its  construction. 


NEW  YORK  COMMISSION  INQUIRY 

The  hearing  on  March  12  before  the  legislative  committee 
at  Albany  into  the  work  of  the  Public  Service  Commission 
of  the  Second  District  of  New  York  was  confined  to  the 
activities  of  Commissioner  Irvine  and  Chairman  Van  Sant- 
voord.  Mr.  Irvine  said  that  there  was  no  conflict  between 
the  two  State  commissions.  He  was  opposed  to  any  change 
in  the  territory  allotted  to  the  commissions.  The  expense 
accounts  of  Mr.  Van  Santvoord  were  inquired  into.  The 
commissioner  had  attached  numerous  memorandums  to  most 
of  his  items  and  the  reading  of  them  caused  much  laughter. 
He  listed  a  trip  from  Albany  to  New  York  and  return  as  "300 
miles  of  danger  at  2  cents  a  mile."  He  also  listed  $2  as 
the  "amount  paid  to  satisfy  the  modest  but  insistent  de- 
mands of  the  intercostal  subdiaphragmatic  vacuities."  On 
March  14  Col.  William  Hayward,  counsel  of  the  committee, 
injured  his  ankle  severely  in  New  York.  This  has  delayed 
the  progress  of  the  inquiry,  but  it  was  expected  that  the 
sessions  would  be  resumed  late  in  the  week. 


MELBOURNE   ELECTRIFICATION   PROPOSAL 

R.  F.  Millane,  Collins  House,  Melbourne,  Australia,  has 
submitted  an  off'er  to  the  Melbourne  Tramway  Trust  offer- 
ing to  carry  out  the  conversion  from  cable  to  electricity 
of  one  of  the  main  routes  to  and  through  the  city,  and  a 
committee  has  been  appointed  to  consider  his  offer  and 
an  early  decision  is  expected.  The  trust  may  accept  the 
offer  of  Mr.  Millane  or  decide  to  carry  out  the  work  itself. 
The  cable  tramways  in  Melbourne  were  installed  about 
twenty-five  years  ago  and  are  similar  to  the  lines  which 
were  installed  in  New  York  and  in  Washington.  The  plan 
is  to  equip  each  car  with  underground  contact  and  trolley 
pole  like  those  on  the  cars  in  Virginia  and  Maryland  that 
run  into  Washington.  Mr.  Millane  desires  to  hear  from  con- 
tractors for  material  and  equipment  such  as  were  used 
in  the  conversion  of  the  cable  lines  in  this  country  to  the 


underground  system  and  to  have  such  contractors  quote 
prices  for  material  and  equipment.  At  a  recent  meeting 
of  the  Melbourne  Tramway  Trust  it  was  agreed  that  the 
consideration  of  Mr.  Millane's  offer  be  postponed  until  the 
meeting  of  the  board  in  February  and  in  the  meantime  to 
obtain  counsel's  opinion  as  to  the  authority  of  the  trust 
in  connection  with  the  proposal  contained  in  the  motion. 


CLEVELAND  PROPERTY  LEASE 

The  Cleveland  (Ohio)  Railway  has  leased  its  property  at 
St.  Clair  Avenue  and  East  103rd  Street  to  Harry  S.  French 
for  ninety-nine  years,  the  rental  being  based  on  a  valuation 
of  $40,000.  This  property  has  been  used  for  twenty  years 
for  a  carhouse  and  repair  shop,  but  a  few  months  ago  a 
new  unit  was  completed  near  it  and  the  company  had  no 
further  use  for  the  property.  It  will  be  improved  with  an 
apartment  house  and  business  buildings. 

The  company  has  asked  Council  for  authority  to  purchase 
fifty  new  center-entrance  cars  at  an  aggregate  price  not 
exceeding  $300,000.  Councilman  Stolte  stated  that  he 
would  insist  that  the  company  sell  fifty  of  the  old  cars  for 
use  in  other  places  before  this  authority  was  granted. 

Agreement  on  the  proposed  new  franchise  in  Lakewood 
has  been  delayed  by  a  difference  between  the  company  and 
Peter  Witt,  street  railway  commissioner,  as  to  its  terms. 
It  is  probable  that  a  general  conference  of  those  interested 
in  the  matter  will  be  called  soon. 


CALGARY   MUNICIPAL   RAILWAY 

In  discussing  the  condition  of  the  Calgary  (Alta.)  Mu- 
nicipal Railway  Commissioner  Greaves  said  that  to  operate 
the  line  as  if  it  were  owned  by  a  private  company  would 
involve  discontinuing  service  over  some  10  or  20  miles  of 
track.  The  citizens  would  not  submit  to  this.  P.  S.  Fitter, 
publicity  commissioner,  stated  through  a  communication  to 
the  press  on  the  finances  of  the  line  that  although  the 
loss  on  operation  for  the  eleven  months  ended  Nov.  30, 
1914,  was  $44,284,  during  the  four  years'  operation  of  the 
line  a  surplus  of  $300,000  had  been  built  up  over  and  above 
all  fixed  charges.  The  loss  in  operation  was  confined  prac- 
tically to  the  Bowness  Park  line  and  to  the  line  to  the 
Canadian  Pacific  Railway's  Ogden  shops.  The  present  loss 
on  this  latter  line  is  $50  a  day. 

The  Street  Railway  Men's  Association  has  accepted  the 
new  wage  schedule,  which  provides  for  a  reduced  rate  of 
pay  consequent  upon  war  conditions.  The  new  schedule, 
effective  at  once,  provides  as  follows:  while  operating  on 
the  spare  list,  first  year,  28  cents  an  hour;  second  year,  30 
cents;  after  two  years,  32  cents.  Regular  runs,  first  six 
months,  32  cents;  second  six  months,  33  cents;  third  six 
months,  34  cents;  fourth  six  months  and  thereafter,  35 
cents.  It  is  estimated  that  this  schedule  will  effect  a 
saving  of  about  $10,000  during  the  year. 


LEGISLATION  IN  OHIO 

Governor  Frank  B.  Willis  of  Ohio  has  disappoved  the 
Smith  bill,  which  required  inclosed  vestibules  on  all  cars 
for  motormen.  His  reason  was  that  the  measure  stated  no 
time  at  which  it  was  to  go  into  effect.  It  is  stated  that  a 
substitute  bill  will  be  introduced  to  become  effective  on 
Nov.  15,  1915. 

The  bill  introduced  in  the  Legislature  by  Senator  L.  E. 
Myers,  providing  for  the  construction  and  operation  of 
union  stations  by  steam  and  electric  railways  jointly  will 
permit  leasing  of  all  grounds,  tracks,  etc.  The  present  law 
provides  only  for  the  purchase  of  grounds  for  such  struc- 
tures. In  addition,  the  bill  would  make  it  possible  to  con- 
struct, maintain  and  operate  terminal  railroads  and  connect- 
ing tracks,  warehouses,  office  buildings,  hotels  and  other 
buildings  for  the  use  of  the  public  or  to  own  and  lease  them. 
The  requirement  that  the  maximum  charge  per  passenger 
handled  within  the  city  limits  shall  not  exceed  1  cent  is  also 
suspended  by  the  bill.  The  bill  is  before  the  judiciary  com- 
mittee of  the  Senate. 

Senator  Stone  has  introduced  a  bill  in  the  Legislature 
which,  if  made  a  law,  will  authorize  the  Ohio  Public  Utilities 
Commission  to  regulate  all  municipally  owned  service 
plants,  with  the  exception  of  the  issue  of  bonds.  This 
authority  would  extend  to  fixing  rates  and  establishing  a 
uniform  system  of  accounting. 


598 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


The  Philadelphia  Election. — The  special  election  in  Phila- 
delphia at  which  the  city  will  vote  on  making  $6,000,000 
available  for  transit  improvements  will  be  held  on  April  29. 

Chicago  Unification  Upheld. — Quo  warranto  proceedings 
attacking  the  validity  of  the  unification  ordinances  under 
which  the  Chicago  (111.)  Surface  Lines  have  been  operating 
for  more  than  a  year,  were  ordered  vacated  on  March  17  by 
Judge  Brentano  in  the  Superior  Court. 

Valuation  Conference  Postponed. — The  conference  of  rail- 
road men  and  State  utility  commissioners  with  the  Division 
of  Valuation,  Interstate  Commerce  Commission,  scheduled 
for  the  week  beginning  March  22,  has  been  postponed.  At 
the  present  time  it  is  the  expectation  that  the  conference 
will  occur  in  the  week  beginning  April  19.,^,^ 

Labor  Rider  Defeated. — The  appropriatSJns  committee  of 
the  House  refused  to  insert  in  the  general  deficiency  bill 
the  item  of  $200,000  for  the  relief  of  those  against  whom 
judgment  was  found  in  the  Danbury  hatters  case.  Ex- 
Judge  Parker  and  Mr.  Gompers  contended  that  Congress 
did  not  intend  to  cover  labor  unions  in  the  Sherman  Act. 

Extension  of  Powers  of  New  Jersey  Commission. — The 
Senate  of  New  Jersey  has  passed  Senator  Read's  bill 
placing  municipally-owned  utilities  under  control  of  the 
Board  of  Public  Utility  Commissioners.  The  bill  in  its 
original  form  did  not  affect  Newark  or  Jersey  City,  but 
Mr.  Read,  in  answer  to  opposition  to  the  exceptions  made, 
offered  an  amendment  including  first-class  cities  under  the 
proposed  law.     The  amendment  was  adopted. 

Pan-American  Financial  Conference. — A  cabled  invitation 
from  Secretary  of  State  Bryan  to  all  the  countries  of  South 
and  Central  America  to  send  three  representatives  to  Wash- 
ington as  guests  of  the  United  States  for  the  Pan-American 
Financial  Conference  on  May  10  was  transmitted  to  the 
foreign  ambassadors  and  ministers  on  March  15.  Mr. 
Bryan  will  send  out  later  invitations  to  bankers  and  business 
men  of  this  country  to  participate  in  the  conference. 

Basic  Conditions  Sound. — Theodore  N.  Vail,  president  of 
the  American  Telephone  &  Telegraph  Company,  on  March 
15  set  forth  in  a  letter  to  the  security  holders  of  that  com- 
pany, supplementing  his  annual  report,  his  views  respecting 
the  general  business  situation  and  the  course  which  should 
be  pursued  to  restore  prosperity.  While  admitting  frankly 
that  "there  is  a  condition  of  disturbance,  of  economic  un- 
settlement,  it  cannot  continue  indefinitely."  He  insists 
that  the  country  was  never  in  better  shape  basically. 

Ohio  Efficiency  Report. — Kenneth  McKinley,  efficiency 
engineer  of  the  Ohio  State  Civil  Service  Commission,  has 
reported  to  the  Howard  committee  in  regard  to  the  econo- 
mies that  can  be  worked  with  the  Public  Utilities  Commis- 
sion of  Ohio.  Mr.  McKinley  has  recommended  that  nine 
positions  be  abolished  and  that  the  salaries  of  ten  employees 
be  reduced,  for  an  annual  saving  of  $25,000.  On  March  13 
it  was  announced  that  the  recommendations  would  be 
adopted. 

Settlement  of  Claims  at  Toledo. — An  agreement  was 
reached  on  March  12  between  the  city  of  Toledo,  Ohio,  and 
the  Toledo  Railways  &  Light  Company  in  the  matter  of  the 
company's  paying  its  share  of  the  cost  of  pavement  on 
Cherry  Street.  The  amount  due  the  city  was  $48,732,  but 
for  the  first  half  of  1914  the  city  owed  the  company  for 
street  lighting  $60,704.  In  paying  this  bill  the  paving 
charge  was  deducted  and  a  warrant  issued  for  the  re- 
mainder, $11,971. 

Abandoned  Road  a  Testing  Ground. — The  City  Council  of 
Peterborough,  Ont.,  has  asked  the  Ontario  Legislature  to 
authorize  the  making  of  an  arrangement  with  the  Grand 
Trunk  Railway  for  a  lease  to  the  Canadian  General  Electric 
Company  of  a  portion  of  the  right-of-way  of  the  Peter- 
borough &  Chemong  branch  line  a»  a  testing  track  for 
electric  locomotives.  This  branch  line  extends  from  Peter- 
borough to  Bridgenorth,  and  has  not  been  operated  for  a 
number  of  years. 

Engineer  Appointed  to  Draw  Toronto  Plans. — E.  L. 
Cousins  has  been  chosen  engineer  to  have  charge  of  the 
work  of  drawing  up  the  plans  for  Toronto's  rapid  transit 
system.  Recently  three  engineers,  R.  C.  Harris  for  the 
city,  E.  L.  Cousins  for  the  Harbor  Board,  and  Mr.  Gaby,  of 
the  Hydro-Electric  Power  Commission  of  Ontario,  were  ap- 
pointed to  submit  a  plan.    At  the  request  of  Messrs.  Harris 


and  Gaby,  Mr.  Cousins  has  been  asked  to  do  the  work.  The 
Harbor  Board  has  granted  him  leave  of  absence  until  the 
work  is  completed. 

Ontario  Hydro-Radials. — The  Ontario  Hydro-Radial  Union 
deputation  waited  upon  Premier  Borden  at  Ottawa  on  March 
10  and  asked  the  granting  of  a  subsidy  for  building  hydro- 
electric radial  railways  through  Ontario.  The  Premier  re- 
plied that  so  far  as  any  legislation  at  the  present  session 
was  concerned  conditions  would  not  permit  the  government 
to  bring  it  in.  As  far  as  a  declaration  of  future  policy  was 
concerned,  the  Premier  announced  that  he  would  submit  to 
his  colleagues  what  had  been  urged,  but  would  not  make  any 
announcement  as  to  policy. 

Question  of  Authority. — In  an  argument  which  has  just 
been  concluded  before  Mr.  Mclntyre,  chairman  of  the  On- 
tario Railway  &  Municipal  Board,  the  Hamilton,  Grimsby 
&  Beamsville  Electric  Railway  contends  that  the  board  has 
no  right  to  make  orders  concerning  the  road.  The  ques- 
tion was  raised  as  the  result  of  the  board  ordering  the 
company  to  install  certain  sanitary  appliances  on  the  cars. 
The  company  says  that  in  1895  the  Dominion  Railway 
Board  issued  an  order  allowing  it  to  cross  a  steam  rail- 
way, and  that  this  established  the  company  under  the 
jurisdiction  of  the  Dominion  Railway  Board. 

Ohio  Commission  Upheld. — The  Ohio  Supreme  Court 
has  approved  the  decision  of  the  Public  Utilities  Com- 
mission in  a  case  in  which  the  city  of  Cincinnati  appealed 
from  a  commission  order.  Some  time  ago  the  Council  of 
Cincinnati  unanimously  passed  an  ordinance  requiring  the 
Cincinnati  Traction  Company  and  the  Cincinati  Street  Rail- 
way to  extend  the  Warsaw  Avenue  line  along  Glenway  Ave- 
nue from  Wilder  Avenue  to  Seton  Avenue.  The  companies 
appealed  to  the  commission,  which  decided  that  the  exten- 
sion demanded  was  not  practical  because  of  the  steepness 
of  the  grades  and  relieved  the  companies  from  complying 
with  the  terms  of  the  ordinance. 

Subway  Cable  Accident. — Fire  supposed  to  have  been 
caused  by  a  workman  drilling  through  the  old  subway  wall 
at  Seventh  Avenue  and  Broadway,  New  York,  into  electric 
cables  and  wires  at  the  north  end  of  Times  Square  station 
of  the  present  subway  blazed  fiercely  between  3:15  and  5:10 
a.m.  on  March  15,  filling  the  tunnel  with  smoke.  For  two 
hours  not  a  subway  train  stirred  between  Fourteenth  and 
Ninety-sixth  Streets.  Shuttle  trains  were  operated  south 
of  the  downtown  station  and  north  of  Ninety-sixth  Street. 
The  blaze  spread  to  the  heavy  planking  that  has  taken  the 
place  of  pavement  for  Seventh  Avenue  at  this  point  during 
the  construction  of  the  new  subway.  The  telephone  insula- 
tion was  burned  through  and  practically  put  the  Murray 
Hill  exchange  out  of  operation. 

Reimbursing  the  Seattle  Municipal  Railway  Fund. — 
Mayor  Gill,  of  Seattle,  Wash.,  has  signed  the  bill  placing 
$10,000  in  the  street  railway  fund  to  meet  the  deficit  in- 
curred in  the  operation  of  the  municipal  railway  lines  in 
that  city,  but  City  Comptroller  Carroll  is  reported  to  have 
announced  that  when  the  warrants  come  to  him  for  his 
signature  on  March  25  he  will  refuse  to  sign  them.  The 
comptroller  regards  the  "loan"  as  a  deficit  appropriation 
and  says  that  as  there  is  little  likelihood  of  the  railway 
paying  back  the  loan  it  will  be  necessary  eventually  to  raise 
the  money  by  general  taxation  to  reimburse  the  general 
fund.  The  communication  from  Mayor  Gill  dealing  with 
the  question  of  the  deficit  of  the  municipal  railway  was 
published  in  part  in  the  Electric  Railway  Journal  of 
Feb.  27,  page  431. 

The  Cincinnati  Inventory. — It  was  stated  at  the  office  of 
the  Ohio  Public  Utilities  Commission  on  March  16  that  the 
inventory  of  the  property  of  the  Cincinnati  (Ohio)  Traction 
Company  had  been  in  its  hands  for  two  weeks,  but  that  the 
figures  are  only  tentative  and  are  so  regarded.  Before  any 
step  can  be  taken  toward  a  final  valuation,  the  inventory 
must  be  checked  by  engineers  of  the  department  and  then 
the  appraisals  must  be  made.  The  resolution  introduced  in 
the  Council  giving  City  Solicitor  Schoenle  authority  to  bring 
proceedings  against  the  Cincinnati  Traction  Company  to 
compel  it  to  permit  him  to  examine  its  books  for  the  purpose 
of  making  a  physical  valuation  has  been  referred  to  the  com- 
mittee on  street  railways,  with  instructions  to  Mr.  Schoenle 
to  ascertain  from  the  Public  Utilities  Commission  when  it 
expects  to  complete  its  similar  investigation. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


599 


Appeal    to    Supreme    Court    Against    Competition. — The 

Ohio  Public  Utilities  Commission  recently  authorized  the 
Mahoning  County  Electric  Company  to  purchase  the  plant 
of  the  Youngstown  Heating  Company  through  the  issuance 
of  $600,000  of  twenty-year  6  per  cent  bonds  and  $400,000 
of  stock  and  to  erect  an  electric  generating  plant  which 
would  come  into  direct  competition  with  the  lighting  and 
power  business  of  the  Youngstown-Sharon  Railway  &  Light 
Company,  Youngstown.  Ohio,  in  the  business  district.  The 
commission  held,  however,  that  it  was  compelled  to  give 
consent  to  any  reasonable  issue  of  securities  except  in  the 
case  of  telephone  companies,  and  that  the  law  did  not  pro- 
vide for  regulated  monopoly  in  public  utility  service.  The 
railway  company  has  now  appealed  to  the  Ohio  Supreme 
Court  for  relief  from  destructive  competition. 

Rapid  Transit  Construction  Resumed. — With  the  Alien 
Labor  law  amended,  the  Public  Service  Commission  of  the 
I'irst  District  of  New  York  decided  on  March  16  that  it 
could  resume  its  program  of  construction,  which  had  been 
held  up  for  nearly  three  months.  It  ordered  that  bids  be 
invited  for  the  section  of  the  Brooklyn  Rapid  Transit  Com- 
pany's subway  in  Seventh  Avenue  from  Fifty-first  to  Fifty- 
ninth  Street,  and  that  they  be  opened  on  April  9.  This  con- 
tract has  already  been  put  up  three  times  for  bids,  but  had 
to  be  withdrawn  on  account  of  the  alien  law  controversy. 
The  change  in  the  law  requires  that  the  existing  construc- 
tion contracts  be  modified  so  that  the  clause  in  them  con- 
forming with  the  old  alien  clause  be  made  to  fit  the  amend- 
ment to  the  law.  Counsel  of  the  commission  has  been  in- 
structed to  prepare  modifications  so  that  the  clause  which 
required  contractors  to  employ  only  citizens  be  made  to 
demand  merely  preference  to  citizens. 

New  Franchise  in  Lakewood,  Ohio. — On  March  13  an  agree- 
ment on  a  new  franchise  for  Lakewood,  a  large  western 
suburb  of  Cleveland,  Ohio,  was  reached  at  a  conference  of 
the  officials  of  that  place,  officers  of  the  Cleveland  Railway 
and  Peter  Witt,  street  railway  commissioner.  The  proposed 
ordinance  provides  that  the  Madison  Avenue  line  shall  be 
extended  from  West  117th  Street  to  Rocky  River  and  that 
the  new  portion,  shall  be  in  operation  within  six  months.  In 
return  the  company  is  to  receive  a  franchise  that  will  ex- 
pire with  the  Tayler  franchise  in  the  city  in  1934,  which 
means  an  extension  of  eight  years.  The  fare  between  the 
city  and  Lakewood  is  to  be  straight  5  cents,  instead  of 
eleven  tickets  for  50  cents,  as  at  present,  and  the  fare  within 
the  city  of  Lakewood  is  to  be  3  cents.  The  ordinance  was 
introduced  in  the  Lakewood  Council  on  March  15  and  re- 
ferred to  the  street  railway  committee.  The  franchise  must 
also  be  approved  by  the  City  Council  of  Cleveland. 

Suburban  Rapid  Transit  Suggestion. — Ralph  Peters,  presi- 
dent of  the  Long  Island  Railroad,  has  notified  the  Public 
Service  Commission  for  the  First  District  that  his  company 
will  consider  a  proposition  from  the  city  for  the  operation 
of  the  dual  system  rapid  transit  trains  over  the  elevated 
railroad  to  Corona,  the  present  terminus  of  the  city-owned 
line,  to  and  through  Flushing  to  Whitestone  and  to  the 
city  limits  at  Little  Neck  over  the  tracks  of  the  Long 
Island  Railroad.  The  company  is  willing  to  make  an 
arrangement  for  the  use  of  such  tracks  for  a  reasonable 
rental,  to  be  paid  by  the  city,  whereby  rapid  transit  may 
be  extended  to  Whitestone  and  Little  Neck  without  the 
city  going  to  the  expense  of  constructing  additional  tracks 
beyond  Corona.  Mr.  Peters  estimates  that  it  would  cost 
the  city  about  $6,800,000  to  build  extensions  to  Whitestone 
and  Little  Neck  and  that  it  would  cost  only  $500,000  to 
build  the  connection  between  the  city  line  at  Corona  and 
the  Long  Island  tracks  near  Whitestone  Junction.  He  sug- 
gests that  a  contract  be  made  for  ten  years,  with  the 
privilege  of  renewal  for  the  same  period  of  time.  The 
commission  has  referred  the  matter  to  counsel  and  chief 
engineer  for  opinion  and  report. 


PROGRAM  OF  ASSOCIATION  MEETING 


Gas,  Electric  &  Street   Railway  Association  of  Oklahoma. 

The  fourth  annual  convention  of  the  Gas,  Electric  & 
Street  Railway  Association  of  Oklahoma  will  be  held  in 
Oklahoma  City  on  May  12,  13  and  14,  with  headquarters  at 
the   Lee-Huckins   Hotel. 


Financial  and  Corporate 

BANKERS  CALL  FOR  SUIT 

Dick  Brothers  &  Company,  New  York,  who  own  and  con- 
trol 11,000  shares  of  the  Long  Island  Railroad,  on  March  18 
served  a  notice  on  Ralph  Peters,  president,  and  the  directors 
to  bring  suit  against  the  Pennsylvania  Railroad  for  the  res- 
titution of  alleged  misappropriated  funds  and  for  the  can- 
cellation of  certain  contracts.  This  notice  states  that  unless 
suit  is  begun  by  the  railroad  officials  within  ten  days  the 
banking  house  will  bring  suit  in  its  own  name  against  the 
Pennsylvania  Railroad  and  the  directors  of  the  Long  Island 
Railroad.  Prior  reference  to  circulars  issued  by  the  bankers 
asking  for  proxies  were  made  in  the  Electric  Railway 
Journal  of  Feb.  6  and  Feb.  20. 

Among  the  requests  cited  in  the  notice  served  upon  Mr. 
Peters  there  was  one  asking  for  an  injunction  to  restrain  the 
payment  to  the  Pennsylvania  Railroad  of  moneys  on  account 
of  advances  alleged  to  have  been  made  in  carrying  out  con- 
struction projects  on  Long  Island  initiated  by  the  interlock- 
ing directorates  of  the  two  companies.  It  was  further  re- 
quested that  the  Long  Island  Railroad  be  returned  to  its 
status  as  an  independent  company,  that  an  accounting  be 
made  of  all  expenses  authorized  by  the  board  of  directors  and 
of  the  cost  of  electrifying  tracks  in  the  commuting  zone,  and 
that  the  contract  covering  the  carriage  of  Long  Island  pas- 
sengers into  the  Pennsylvania  Terminal  be  cancelled. 

An  official  of  the  Long  Island  Railroad  said  that  every- 
thing which  the  company  had  done  had  been  authorized  by 
the  Public  Service  Commission,  and  that  the  company  wel- 
comed an  investigation.  It  is  doing  better  every  year,  and, 
according  to  the  last  report,  showed  a  deficit  only  half  as 
large  as  the  year  before. 

WAR   REVENUES   OF   BERLIN   TRAMWAYS 

The  Great  Berlin  Street  Railway  is  operating  all  of  Ber- 
lin's surface  car  lines,  which  are  240  single-track  miles  in 
length  and  have  2078  motor  cars  and  1334  trailers.  The 
following  table  shows  the  comparative  monthly  revenues 
for  1913  and  1914  (also  January,  1915,  revenues  3,157,886 
marks),  indicating  a  decrease  of  3,669,215  marks,  or 
$891,619,  for  the  last  year  mostly  because  of  the  war. 

Revenues  Per  Year  in  Marks   (24.3  Cents). 

Month  1913                            1914 

Jivnuary     3,579,735  3,399,936 

February   3,394,265  3,295,781 

March     3,880,679  3,707,039 

April     3,769,961  3,715,807 

May 3,829,493  3,695,319 

June    3,748,779  3,567,340 

Jul.v     3,553,513  3,518,415 

August    3,647,969  3,272,977 

September    3,708,611  3,054,923 

October     3,859,086  3,264,484 

November    3,695,974  3,109,364 

December     3,848,969  3,327|713 

Total     44,483,065  40,803,855 

ALLEGED  VIOLATION   OF   UTILITIES   ACT 

J.  B.  Hogarth,  formerly  general  superintendent  of  the 
Chicago  (111.)  Railways,  has  filed  a  complaint  with  the 
Illinois  Public  Utilities  Commission,  alleging  that  the 
officers  of  the  Commonwealth  Edison  Company,  Chicago,  by 
their  purchase  of  $20,000,000  of  the  common  capital  stock 
of  the  Chicago  Elevated  Railways  collateral  trust,  violated 
the  commission  law.  Mr.  Hogarth  also  filed  a  second  peti- 
tion questioning  the  method  of  financing  the  Chicago  Ele- 
vated Railways  collateral  trust  and  charging  that  the  offi- 
cers of  the  trust  did  not  obtain  the  consent  or  authority  of 
the  commission  to  issue  approximately  $23,000,000  of  se- 
curities and  that  they  failed  to  pay  the  State  a  fee  of 
$23,000  required  under  the  commission  act.  In  an  inter- 
view with  a  representative  of  the  Electric  Railway 
Journal,  one  of  the  attorneys  for  the  Commonwealth  Edi- 
son Company  admitted  that  his  client  did  hold  $20,000,000 
of  capital  stock  of  the  collateral  trust.  It  was  asserted, 
however,  that  this  purchase  was  made  without  violating  the 
law,  since  the  trust  was  made  up  of  an  association  of  indi- 
viduals who  had  purchased  a  controlling  interest  in  the  four 
elevated  railway  companies.  The  trust  was  not  a  public 
utility  and  therefore  was  not  under  the  jurisdiction  of  the 
commission. 


600 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


ANNUAL   REPORT 

Public  Service  Corporation 

The  statement  of  income,  profit  and  loss  of  the  Public  Serv- 
ice Corporation  of  New  Jersey,  Newark,  N.  J.,  for  the  twelve 
months  ended  Dec.  31, 1914,  follows: 

Operatingr  revenue  of  subsidiary  companies 135,924,453 

Operating  expen.ses  and  taxes J19, 892,708 

Amortization  charges   1,303,609 

Total $21,196,317 

Operating  income    $14,728,136 

Non-operating  income    351,161 

Public  Service  Corporation  of  New  Jersey  income 
from  securities  pledged  and  from  miscellaneous 
sources   2,484,645 

Total  income $17,563,942 

Income    deductions    of    subsidiary    companies    (bond 

interest,  rentals  and  miscellaneous  interest  charges)   12,097,109 

$5,466,833 

Public  Service  Corporation  of  New  Jersey 
income  deductions — 

Interest  charges    $3,408,332 

Amortization  of  debt  discount  and  expense 223,664 

Sinking  fund  for  general  mortgage  5  per  cent  bonds        209,500 

Total $3,841,496 

Net  income    $1,625,337 

Appropriation  accounts  of  subsidiary  companies : 

Additional  amortization  of  capital $2,750 

Amortization  of  new  business  expenditures  prior  to 

Jan.   1,  1911 40,330 

Adjustment  of  surplus  account  (credit) 103 

$42,977 

$1,582,360 
Appropriation  accounts  of  Public  Service  Corporation 
of  New  Jersey — 
Adjustments  of  surplus  account  (credit) 728 

Net  increase  in  surplus $1,583,088 

The  annual  report  states  that  the  company  under  adverse 
conditions  had  a  relatively  successful  year.  The  year's  de- 
pression in  business  was  felt  by  all  the  underlying  companies. 
The  normal  annual  gross  increase  in  the  railway  company's 
business  averages  about  5  per  cent,  but  during  1914  the  oper- 
ating revenue  increased  only  1.11  per  cent.  The  normal  an- 
nual gross  increase  in  the  electric  company's  receipts  aver- 
ages from  11  to  12  per  cent,  but  last  year  the  operating  rev- 
enue increased  9.34  per  cent.  The  normal  annual  gross  in- 
crease in  the  gas  company's  business  averages  7  per  cent,  but 
the  operating  revenue  last  year  increased  3.61  per  cent 
(partly  owing  to  a  difference  in  the  rate  for  gas).  The 
operating  revenue  of  all  the  subsidiary  companies  increased 
$1,331,979,  or  3.85  per  cent,  as  compared  to  an  average  nor- 
mal increase  of  about  7  per  cent. 

No  comparative  figures  are  presented  for  maintenance  ex- 
penses during  the  year,  but  it  is  stated  that  the  amount,  ex- 
clusive of  ordinary  maintenance,  set  aside  for  amortization 
was  $1,306,358.  With  the  sinking  fund  charge  added,  the 
amount  set  aside  during  the  year  for  amortization  of  proper- 
ties and  redemption  of  securities  was  $1,515,858.  The  taxes 
paid  during  the  year  amounted  to  $2,202,555,  an  increase 
over  the  previous  year  of  $139,573.  In  five  years  the  taxes 
paid  by  the  corporation  have  increased  approximately 
$1,000,000,  but  it  is  urged  that  the  limit  of  the  ability  of  cor- 
porations and  individuals  to  meet  these  increases  has  about 
been  reached,  and  that  no  further  burdens  of  this  character 
should  be  put  upon  property  under  present  conditions. 

The  fire  insurance  carried  as  of  Dec.  31,  1914,  amounted 
to  $29,009,824.  This  is  an  increase  over  the  corresponding 
period  of  the  previous  year  of  $800,073.  The  premiums  for 
1914  amounted  to  $102,808,  a  decrease,  as  compared  with  the 
previous  year,  of  $5,426,  and  a  decrease  in  the  rate  per  $100 
of  insurance  from  44  cents  for  1912  and  38.3  cents  for  1913 
to  35.4  cents  for  1914.  The  total  expenditures  of  the  welfare 
department  during  1914  were  $79,794,  an  increase  of  $14,316. 
The  cost  of  accidents  under  the  workman's  compensation  act 
was  $63,041,  divided  $44,200  for  required  payments,  $9,101 
for  voluntary  excess  payments  and  $9,732  for  expenses — a 
total  increase  of  $6,622  for  1914. 

The  net  expenditures  charged  to  fixed  capital  accounts 
by  subsidiary  companies  during  1914  were  $2,644,099  for 
electric  companies,  $857,075  for  gas  companies  and  $1,389,- 
961  for-  railway  companies,  a  total  of  $4,891,136.     Among 


specific  improvements  may  be  noted  the  building  and  open- 
ing of  the  Paterson  &  State  Line  Traction  Company  from, 
the  Paterson  city  line  to  Ridgewood,  and  the  building  and 
opening  of  the  Sewaren  Spur,  extending  from  the  Public 
Service  Railroad  tracks  at  Port  Reading  Junction  to- 
Sewaren,  and  making  possible  a  new  through  line  from 
Newark  to  Perth  Amboy.  Altogether,  during  the  year,  thfr 
railway  company  built  10.787  miles  of  track  extensions. 
With  land  purchases  in  Camden  and  Paterson,  it  may  be  said, 
that  throughout  the  State  the  railway  has  acquired  for  car- 
house,  shop  and  terminal  purposes  practically  all  the  real 
estate  it  needs. 

The  total  passengers  carried  by  the  railway  increased 
0.71  of  1  per  cent.  The  amount  spent  for  accidents  and  the 
expenses  in  connection  with  the  same  was  4.27  per  cent  of 
the  passenger  receipts,  as  compared  to  4.15  per  cent  for 
1913.  This  company  received  honorable  mention  in  the 
"safety  first"  contest  for  the  Brady  Medal.  The  following 
table  shows  the  most  important  traffic  statistics  for  1913 
and  1914: 

1914  1913 

Revenue  passengers    310,308,660  308,985,240- 

Transfers  and  passes   96,969,254  95,425,S65 

Total  passengers   407,277,914  404,411,105 

Percentage  of  passengers,  using  transfers.              21.2  21.1 

Average  tare  per  passenger,  cents 3.83  3.82 

Car  mileage 50,792,889  49,853,408 

Car  hours    5,665,119  5,696,066 

Passengers  per  day 1,115,830  1,107,976^ 

Passenger  receipts  per  car  mile,  cents 30.72  30.97 

Passenger  receipts  per  car  hour,  cents.  . .  .                2.75  2  71 


Alabama  Traction,  Light  &  Power  Company,  Ltd.,  New 
York,  N.  Y. — It  is  reported  that  for  the  sake  of  more, 
efficient  and  economical  administration,  several  companies 
have  been  merged  with  the  Alabama  Power  Company,. 
Birmingham,  Ala.,  the  chief  operating  subsidiary  of  the 
Alabama  Traction,  Light  &  Power  Company,  Ltd.  Be- 
sides the  Decatur  Light,  Power  &  Fuel  Company,  the 
Leeds  Light  &  Power  Company  and  the  Pell  City  Light  & 
Power  Company,  the  merged  companies  include  two  elec- 
tric railways,  the  Anniston  Electric  &  Gas  Company, 
Anniston,  Ala.,  and  the  Huntsville  Railway,  Light  &  Power 
Company,  Huntsville,  Ala.  It  is  believed  that  this  merger 
will  enable  the  participating  companies  to  obtain  a  larger 
amount  of  credit  and  make  needed  developments. 

American  Public  Utilities  Company,  Grand  Rapids,  Mich. 
— Bioren  &  Company,  Philadelphia,  are  offering  at  par  and 
interest  an  issue  of  $1,500,00Q  of  three-year  6  per  cent 
secured  gold  notes  of  the  American  Public  Utilities  Com- 
pany, dated  March  1,  1915,  and  due  on  March  1,  1918. 
These  notes  are  redeemable  at  any  interest  period  for  101 
and  interest.  They  are  secured  by  deposited  collateral 
valued  at  more  than  $6,000,000. 

Atlantic  Gas  &  Electric  Company,  New  York,  N.  Y. — 
Judge  Hand,  of  the  Federal  District  Court,  has  filed  a  de- 
cree ordering  the  foreclosure  sale  of  the  Atlantic  Gas  & 
Electric  Company  within  ten  days  in  the  event  of  a  final 
default  on  bond  payments.  Edward  H.  Childs  has  been 
appointed  special  master  for  the  sale.  The  reorganization 
plan,  under  which  the  controlled  properties  of  this  com- 
pany are  to  be  taken  over  by  the  General  Gas  &  Electric 
Company,  was  described  in  the  Electric  Railway  Journal 
of  Jan.  23. 

Central  California  Traction  Company,  San  Francisco,  Cal. 
— The  California  Railroad  Commission  recently  held  a  hear- 
ing on  an  application  to  lease  the  Central  California  Trac- 
tion Company  to  the  Stockton  Electric  Railroad  for  a 
rental  of  $12,500  a  year  for  the  first  three  years  and 
$15,000  a  year  for  the  following  thirty-five  years.  H. 
Fleishhacker,  vice-president  of  the  former  company,  stated 
that  the  road  was  losing  about  $14,700  a  year  because 
it  was  not  possible  to  keep  it  in  the  highest  condition  of 
efficiency  and  to  make  improvements. 

Cleburne  (Tex.)  Street  Railway. — By  order  of  a  higher 
court  the  receivership  of  the  Cleburne  Street  Railway,  noted" 
in  the  ELECTRIC  Railway  Journal  of  Jan.  23,  has  been 
vacated.  John  W.  Floore,  Sr.,  who  holds  the  first  mortgage 
of  the  company,  states  that  the  property  will  be  sold  im- 
mediately at  public  auction,  and  that  if  it  is  not  purchased" 
by  others  he  will  operate  it.  The  line  has  not  been  in> 
operation   for   several   months. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


601 


Cleveland,  Southwestern  &  Columbus  Railway,  Cleveland, 
Ohio. — The  Cleveland,  Southwestern  &  Columbus  Railway 
has  applied  to  the  Ohio  Public  Utilities  Commission  for  au- 
thority to  issue  $319,875  of  first  consolidated  5  per  cent 
bonds  at  85,  and,  pending  their  sale,  to  hypothecate  them 
at  65.  The  proceeds  are  to  be  used  to  reimburse  the  com- 
pany for  expenditures  made  in  1913  and  1914  and  to  retire 
$200,000  of  underlying  Cleveland  &  Elyria  Railroad  first 
mortgage  5  per  cent  bonds  maturing  on  May  1. 

Duluth-Superior  Traction  Company,  Duluth,  Minn. — The 
directors  of  the  Duluth-Superior  Traction  Company  have 
omitted  the  usual  April  1  dividend  of  1  per  cent  on  the 
$3,500,000  of  common  stock  of  the  company.  This  rate 
of  dividend  was  paid  quarterly  from  July,  1913,  to  Janu- 
ary, 1915,  inclusive.  It  has  been  decided,  however,  that  a 
dividend  of  1  per  cent  will  be  paid  on  July  1  to  holders 
of  record  on  June   15. 

Electric  Bond  &  Share  Company,  New  York,  N.  Y.— The 
Electric  Bond  &  Share  Company  is  offering  $1,000,000  of 
new  preferred  stock  to  its  preferred  stockholders  at  par 
in  the  ratio  of  one  new  share  for  each  five  shares  of  old 
stock  owned.  The  common  stockholders  of  the  company  are 
being  offered  $1,000,000  of  new  common  stock  at  par  in  the 
same  ratio.  Stockholders  of  record  of  March  3  have  a  right 
to  subscribe.  The  increase  of  the  capital  stock  of  this  com- 
pany by  the  addition  of  $3,000,000  of  preferred  stock  and 
$3,000,000  of  common  stock  was  noted,  in  the  Electric 
Railway  Journal  of  Feb.  20.  According  to  a  comparative 
income  statement  just  issued  by  the  company,  the  figures 
for  the  last  two  fiscal  years  ended  Dec.  31  are  as  follows: 
gross  income,  1914,  $1,558,521;  1913,  $1,554,404;  net  income, 
1914,  $1,137,042;  1913,  $1,129,396;  preferred  dividends,  1914, 
$298,392;  1913,  $277,900;  common  dividends,  1914,  $400,000; 
1913,  $363,000  (additional  special  dividend,  $1,500,000);  sur- 
plus income,  1914,  $438,650;  1913,  $488,495.  The  total  sur- 
plus and  undivided  profits  of  the  company  at  the  close  of 
business  on  Dec.  31,  1914,  amounted  to  $3,195,697. 

Empire  United  Railways,  Inc.,  Syracuse,  N.  Y. — It  is  re- 
ported that  the  $1,083,000  of  Rochester,  Syracuse  &  East- 
ern Railroad  three-year  notes  due  on  Feb.  16  are  being 
retired  by  an  issue  of  $690,065  of  Empire  United  Railways, 
Inc.,  guaranteed  gold  bonds  and  through  the  sale  of  the 
first  mortgage  5  per  cent  bonds  of  the  latter  company. 

Grand  Rapids,  Grand  Haven  &  Muskegon  Railway,  Grand 
Rapids,  Mich. — E.  H.  Rollins  &  Sons,  Boston,  are  offering 
at  94  and  interest,  to  yield  about  5.75  per  cent,  $500,000 
of  first  mortgage  5  per  cent  bonds  of  the  Grand  Rapids, 
Grand  Haven  &  Muskegon  Railway.  These  bonds  are  part 
of  a  closed  first  mortgage  issue  of  $1,500,000,  dated  1901 
and  due  on  July  1,  1926,  and  are  an  underlying  divisional 
lien  of  the  United  Light  &  Railways  Company.  The  sub- 
sidiary company  owns  and  operates  47.26  miles  of  high- 
speed third-rail  electric  railway  between  Grand  Rapids  and 
Muskegon. 

Los  Angeles  &  San  Diego  Beach  Railway,  San  Diego,  Cal. 
—The  California  Railroad  Company  has  authorized  the  Los 
Angeles  &  San  Diego  Beach  Railway  to  issue  a  promissory 
note  for  $2,500  to  refund  a  similar  note  held  by  the  Amer- 
ican National  Bank,  San  Diego,  and  two  promissory  notes 
for  $15,000  and  $4,000  to  refund  a  promissory  note  of  $19,000 
held  by  the  Citizens'  National  Bank,  Los  Angeles. 

Oakland,  Antioch  &  Eastern  Railway,  Oakland,  Cal. — 
It  is  reported  that  the  last  assessment  on  the  stock  of 
the  Oakland,  Antioch  &  Eastern  Railway  has  been  post- 
poned until  March  29.  A  prior  postponement  was  noted 
in  the  Electric  Railway  Journal  on  Feb.  6.  The  com- 
pany has  filed  an  application  with  the  California  Railroad 
Commission  for  authority  to  renew  three  promissory  notes 
totaling  $200,400  and  to  secure  the  renewals  by  the  de- 
livery of  bonds  on  the  basis  of  60  per  cent  of  the  face 
value.  The  company  also  asks  for  authority  to  secure 
a  note  of  $21,028  heretofore  issued  to  the  Union  Switch 
&  Signal  Company  by  the  delivery  of  bonds  on  the  same 
basis. 

Ogden,  Logan  &  Idaho  Railroad,  Ogden,  Utah. — As  pre- 
dicted in  the  Electric  Railway  Journal  of  Jan  16,  the 
stockholders  of  the  Ogden,  Logan  &  Idaho  Railroad  have 
authorized  a  new  mortgage  to  secure  an  issue  of  $10,000,- 
000  of  bonds.     About  $2,000,000  of  this  issue  will  be  put 


out  now  to  cover  the  present  indebtedness  of  the  company 
and  the  cost  of  the  interurban  extension  to  Preston,  Idaho. 

Pacific   Gas   &   Electric  Company,  San   Francisco,   Cal. — 

The  Pacific  Gas  &  Electric  Company  has  called  for  re- 
demption on  March  25,  at  100%  and  accrued  interest,. 
$1,000,000  of  one-year  5  per  cent  collateral  trust  notes 
dated  Dec.  15,  1914,  of  which  $4,000,000  are  outstanding. 
The  notes  will  be  paid  either  at  the  Bankers  Trust  Com- 
pany, New  York,  or  at  the  office  of  the  company  in  San 
Francisco.  The  company  has  sold  to  N.  W.  Halsey  & 
Company  and  Harris,  Forbes  &  Company,  New  York, 
$2,000,000  of  general  and  refunding  5  per  cent  bonds,. 
$5,000,000  of  which  are  at  present  deposited  as  part  col- 
lateral for  the  above-mentioned  notes  issued  Dec.  15,  1914. 
Part  of  the  proceeds  of  this  bond  sale  will  be  used  to 
retire  the  $1,000,000  of  notes  on  March  25,  thus  placing 
the  finances  of  the  company  on  a  more  permanent  basis. 
On  the  same  date,  the  $4,000,000  of  notes  then  maturing, 
for  the  payment  of  which  the  $4,000,000  of  notes  of  Dec. 
15,  1914,  were  issued,  will  be  paid.  On  March  8  the  com- 
pany filed  an  application  with  the  California  Railroad 
Commission  requesting  authority  to  issue  and  place  in  the 
sinking  fund  provided  under  its  general  and  refunding 
mortgage,  dated  Dec.  1,  1911,  $367,000  of  its  general  and 
refunding  mortgage  gold  bonds. 

Pennsylvania  Railroad,  Philadelphia,  Pa. — The  annual  re- 
port of  the  Pennsylvania  Railroad  for  the  calendar  year  1914 
states  that  business  conditions  on  the  lines  of  the  company 
were  unsatisfactory  during  the  year.  The  operating  revenues 
of  the  Long  Island  Railroad  amounted  to  $13,220,334,  and  the 
operating  income  to  $3,318,434.  The  net  income  of  this  com- 
pany showed  a  deficit  of  $494,131.  In  connection  with  the  re- 
port Samuel  Rea,  president,  issued  a  warning  to  the  country 
in  regard  to  regulation,  saying  that  a  great  deal  of  construc- 
tive work  must  be  accomplished  before  governmental  regu- 
lation is  placed  on  a  satisfactory  basis. 

Peoria  (lU.)  Railway. — Merrill,  Oldham  &  Company,. 
Boston,  are  offering  at  96  and  interest,  to  yield  about  5.5 
per  cent,  a  block  of  first  and  refunded  mortgage  5  per  cent 
gold  bonds  of  the  Peoria  Railway,  dated  1906.  Of  these 
bonds  there  are  outstanding  $2,819,000,  an  additional 
$435,000  having  been  retired. 

Public  Service  Corporation,  Newark,  N.  J. — Clark,  Dodge- 
&  Company,  New  York,  are  offering  for  sale,  to  yield  about 
5.55  per  cent,  6  per  cent  perpetual  interest  bearing  certifi- 
cates of  the  Public  Service  Corporation  of  New  Jersey. 
These  certificates  are  in  form  similar  to  certificates  of 
stock,  but  are  in  effect  perpetual  collateral  trust  bonds, 
being  secured  by  $58,334,700  of  stock  collateral,  or  nearly 
three  times  the  par  value  of  the  certificates  outstanding. 
On  the  securities  so  pledged,  the  certificates  have  a  lien 
prior  to  that  of  $47,000,000  of  general  mortgage  5  per- 
cent bonds. 

Utah    Securities    Corporation,    Salt    Lake    City,    Utah. — 

The  Guaranty  Trust  Company,  New  York,  as  trustee  for 
the  Utah  Securities  Corporation,  has  repurchased  $599,500 
of  ten-year  6  per  cent  notes  in  accordance  with  its  recent 
invitation  for  tenders,  as  noted  in  the  Electric  Railway 
Journal  of  March  6.  The  average  price  paid  was  80.499. 
An  amount  of  $25,369,500  of  these  notes  has  been  issued, 
of  which  $8,766,000  has  been  retired. 

United  Railways  &  Electric  Company,  Baltimore,  Md. — 

It  is  reported  that  J.  E.  Aldred,  former  president  of  the 
Consolidated  Gas,  Electric  Light  &  Power  Company  and 
the  Pennsylvania  Water  &  Power  Company,  will  be  elected 
a  director  of  the  United  Railways  &  Electric  Company. 
A  substantial  interest  in  the  stock  of  the  latter  company 
was  recently  acquired  by  Aldred  &  Company,  which  firm 
is  the  fiscal  agent  for  the  first-named  companies. 

Western  Railways  &  Light  Company,  Peoria,  111. — Plans- 
have  been  consummated  for  the  merging  of  the  Western 
Railways  &  Light  Company  with  the  Illinois  Traction  Sys- 
tem. A  total  of  22.543  shares  of  common  stock  of  the  Illi- 
nois Traction  System  has  been  exchanged  for  45,086  shares 
of  common  stock  of  the  Western  Railways  &  Light  Com- 
pany. The  total  amount  of  the  Western  Railways  &  Light: 
Company  issue  outstanding  was  45,21S  shares. 


602 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


Wheeling  &  Elm  Grove  Railroad,  Wheeling,  W.  Va.— An 

amount  of  $17,000  of  5  per  cent  first  mortgage  thirty-year 
bonds  of  the  Wheeling  &  Elm  Grove  Railroad,  dated  March 
1,  1898,  has  been  called  for  payment. 


Traffic  and  Transportation 


THE  "JITNEY"  BUS 


DIVIDENDS    DECLARED 

Asheville  Power  &  Light  Company,  Asheville,  N.  C, 
quarterly,  1%  per  cent,  preferred. 

Capital  Traction  Company,  Washington,  D.  C,  quar- 
terly, IVi   per  cent. 

Carolina  Povi^er  &  Light  Company,  Raleigh,  N.  C,  quar- 
terly, 1%   per  cent,  preferred. 

Duluth-Superior  Traction  Company,  Duluth,  Minn.,  quar- 
terly, 1  per  cent,  preferred;  quarterly,  1  per  cent,  common. 

Elmira  Water,  Light  &  Railroad  Company,  Elmira,  N.  Y., 
quarterly,  1%   per  cent,  first  preferred. 

Northern  Ohio  Traction  &  Light  Company,  Akron,  Ohio, 
quarterly,    IVi    per   cent,   preferred. 

Philadelphia    (Pa.)    Traction   Company,   $2. 

Public  Service  Corporation,  Newark,  N.  J.,  quarterly, 
IV2  per  cent. 

West  India  Electric  Company,  Ltd.,  Kingston,  Jamaica, 
quarterly,   IM  per  cent. 


14 

75,568 

•83,790 

8,059 

15,473 

tt23,532 

15 

594,388 

•535,095 

59,293 

120,646 

tl:60,297 

14 

616,906 

•534,744 

82,162 

106,354 

tt23,164 

ELECTRIC   RAILWAY   MONTHLY   EARNINGS 

BANGOR  RAILWAY  &  ELECTRIC  COMPANY,  BANGOR, 
MAINE 

Gross      Operating  Net  Fixed  Net 

Period                Earnings    Expenses  Earnings  Charges  Surplus 

Im.,  Jan.,     '15         $65,330       •$30,842  $34,488  $17,515  $16,973 

1 14           63,687         •31,333  32,354  17,358  14,996 

12 15         779,395       ^374, 728  404,667  209,275  195,392 

12 14         768,979       '348,911  420,068  207,603  212,465 

BERKSHIRE    STREET   RAILWAY,    PITTSFIELD,    MASS. 
Im.,  Jan.,     '15         $70,363       •$68,158         $2,205       $17,340  tt$14,995 

1  "         "         "'  -   .--     --.- 

7  " 
7  " 

CHATTANOOGA  RAILWAY  &  LIGHT  COMPANY,  CHATTA- 
NOOGA, TENN. 
Im.,  Jan.,     '15         $81,330       •$60,208       $21,122       $29,349         $8,227 

1 14     99,233    •58,352    40,881    27,653    13,228 

12 15  1,067,193   ^701, 579   365,614   341,105    24,509 

12 14  1,208,529   •716,738   491,791   301,335   190,456 

COLUMBUS    RAILWAY,    POWER   &    LIGHT    COMPANY, 

COLUMBUS,  OHIO 

Im.,  Jan.,  '15   $274,752  •$164,178  $110,574   $38,719   $71,855 

1 14    272,026   •171,949   100,077    40,356    59,721 

12  "    "    "15  3,069,024  ^1,878,975  1,190,049   477,823   712,226 
12 14  2,995,411*1,939,873  1,055,538   491,241   564,297 

COMMONWEALTH   POWER,   RAILWAY  &   LIGHT   COMPANY, 

GRAND  RAPIDS,  MICH, 

Im.,  Jan.,     '15   $1,241,903     •$650,972    $590,931     $360,376    $230,555 

1  "         "         '14      1,228,577       •666,548       562,029       344,108       217,921 

12 15   14,019,809    •7,534,320   6,485,489   4,229,121    2,256,368 

12 14   13,733,037   •7,695,878   6,037,159   3,896,143   2,141,016 

CONNECTICUT  COMPANY,   NEW  HAVEN,   CONN. 
Im.,  Jan.,     '15       $604,464    •$450,321    $154,143       $98,270    t$77,503 

1 14    591,824   •460,336   131,488    88,374   t64,488 

7 15   4,796,849  •3,547,521  1,249,329   687,977  1:713,141 

7 14  4,874,158  •3,573,768  1,300,390   625,527  t828,217 

NASHVILLE  RAILWAY  &  LIGHT  COMPANY,  NASHVILLE, 

TENN. 
Im.,  Jan.,  '15   $184,546  ^$106, 976   $77,570   $42,018   $35,552 

1 14    187,831   ^125, 854    61,977    44,144    17,833 

12 15  2,237,022  •1,334,853   902,169   497,545   404,624 

12 14   2,209,078  •1,353,997   855,081   471,385   383,696 

NEW  YORK  &  STAMFORD  RAILWAY,  PORTCHESTER,  N.  Y. 

Im.,  Jan.,     '15  $23,072       ^$24,635         $1,564         $7,876    tl$9,417 

1 14  22,588    ^24,129     1,541     7,800   tt9,317 

7 15  237,880   •186,560    51,320    55,130   tt3,515 

7"    "    '14  232,720   ^179, 723    52,998    53,893    tt585 

NEW  YORK,  WESTCHESTER  &  BOSTON  RAILWAY, 


Im.,  Jan.,    '15 
1  "        •'        '14 

7 15 

7 14 


NEW  YORK,   N.   Y. 

$3.-), 495       •$44,233         $8,737 

29,306         •49,868         20,562 

260,611       •305.585         44,974 

234,491       •345,873       111,382 


$8,236  tt$16,348 

5,226    tt24,827 

45,122    tt88,734 

36,777  ttl44,590 


NORTHERN  OHIO  TRACTION  &  LIGHT,  AKRON,  OHIO 
Im.,  Jan.,     '15       $280,839    •$181,979       $98,860      $50,251       $48,509 
1  "         "         '14         270,961       •in, 291         99,669         49,462         50,207 

POPTLAND    RAILROAD   COMPANY,    PORTLAND,    MAINE 
Im.,  Jan.,     '15         $73,370       •$51,895       $21,475       $22,549       t$l,074 

1 14  72,159         •52.505         19,654         23,242         t3,588 

12 15      1,046,053       '646,631       399,422       249,911       149,511 

12"         "         '14      1,036,975       •681,950       355,025       193,869       161,156 

PORTLAND  RAILWAY,  LIGHT  &  POWER  COMPANY,   PORT- 
LAND,  ORE. 
Im.,  Jan.,     '15       $489,713     ^$261, 404     $228,309    $182,361       $45,948 
1  "         "         '14         582,610       •277,286       305,324       173,282       132,042 

12 15     6,180,274    •3,248,001    2,932,273   2,181,758       750,515. 

12 14      6,752,754   •3,305,387   3,447,367   2,028,862   1,418,505 


•Includes  taxes.     fDelclt.     tincludes  other  Income. 


Further    Efforts   Toward    Regulatory    Legislation — Labor's 
Attitude  in  Rock  Island  and  Providence 

The  closing  hours  of  the  session  of  the  Legislature  of 
the  State  of  Washington  were  enlivened  by  the  contro- 
versy over  the  "jitney."  The  proponents  of  the  bill  to 
regulate  the  bus  called  the  attention  of  both  Houses  to 
the  numerous  accidents  to  "jitney"  bus  patrons  and  to  the 
financial  irresponsibility  of  the  drivers  of  these  buses.  It 
was  contended  that  the  patrons  of  the  buses  were  entitled 
to  the  same  protection  as  was  afforded  to  the  users  of 
street  cars.  The  proposal  was  to  require  the  drivers  of 
"jitney"  buses  to  give  a  surety  bond  in  the  sum  of  $2,500. 
Those  who  favored  the  bill  contended  that  a  "jitney" 
driver  who  could  not  give  a  |2,500  bond  was  not  sufficiently 
responsible  to  be  permitted  to  engaged  in  hauling  people. 
The  bill  passed  both  Houses,  but  was  promptly  vetoed  by 
Governor  Lister.  On  March  11  the  measure  was  repassed 
over  his  veto  by  a  vote  of  sixty-three  to  thirteen  in  the 
House  and  of  twenty-eight  to  twelve  in  the  Senate.  The 
Governor  contended  that  the  regulation  and  control  of  the 
buses  should  be  undertaken  by  the  cities  and  towns,  and 
stood  out  for  the  doctrine  of  home  rule.  He  said  that  if 
the  bill  should  be  placed  on  the  statute  books  it  would  be 
impossible  to  change  or  amend  it  in  any  way  until  a 
meeting  of  the  Legislature  in  1917.  He  said  he  appre- 
ciated the  necessity  for  proper  regulation  and  expressed 
the  hope  that  the  members  of  the  Legislature  from  the 
cities  of  the  first  class  would  return  to  their  respective 
cities  and  endeavor  to  have  the  city  authorities  pass  such 
ordinances  as  would  give  to  the  public  the  protection  to 
which  it  was  entitled. 

The  Public  Service  Commission  of  the  State  of  Wash- 
ington, in  a  communication  to  the  City  Council  of  Seattle, 
states : 

"We  communicated  some  weeks  ago  with  your  honorable 
body  with  reference  to  the  competition  of  the  "jitney"  bus, 
over  which  the  commission  has  no  jurisdiction.  We  called 
your  attention  to  the  fact  that  the  operation  of  the  "jitney" 
bus  decreased  the  revenues  of  the  company  more  than 
$2,000  a  month.  Just  prior  to  the  advent  of  the  "jitney" 
we  arranged  with  the  company  for  improved  service  in 
Seattle,  including  service  to  the  outlying  districts.  With 
the  advent  of  the  "jitney"  we  felt  that  the  company 
should  be  permitted  to  adjust  its  business  so  as  to  be  able 
to  compete  with  the  bus.  Whether  the  company  can  render 
the  service  required  and  obtain  a  reasonable  return  upon 
its  investment  is  a  question  that  can  be  determined  only 
by  a  valuation  of  the  property  of  the  company." 

In  this  connection  it  is  of  interest  to  note  that  the 
Puget  Sound  Traction,  Light  &  Power  Company  notified 
the  Port  Commission  of  the  city  of  Seattle  that  the  present 
agreement  of  the  company  with  that  body  whereby  the 
patrons  of  the  Port  Ferry  are  granted  a  single  5-cent  fare 
over  the  Port  Ferry  and  the  Ferry  Hill  line  in  West 
Seattle  would  be  discontinued  by  the  company  on  the  ex- 
piration of  the  present  joint  traffic  arrangement  on  March 
16.  A.  L.  Kempster,  manager  of  the  company,  in  returning 
the  unsigned  agreement,  wrote  the  commission  as  follows: 

"After  carefully  considering  this  matter,  we  feel  obliged 
to  inform  you  that  on  the  expiration  of  the  present  agree- 
ment we  must  discontinue  the  joint  fare  arrangement  here- 
tofore existing.  We  are  forced  to  this  conclusion  owing 
to  the  very  serious  loss  of  revenue  suffered  by  this  com- 
pany by  reason  of  unregulated  competition  of  the 
"jitney"  buses,  particularly  within  short-haul  territory. 
The  authorities  have  permitted  this  ruinous  competition 
to  continue  in  face  of  the  fact  that  by  so  doing  one  of 
the  heaviest  tax-paying  institutions  and  most  potent  factor 
in  the  up-building  of  the  community  is  being  crippled. 
With  these  facts  before  us,  it  becomes  our  duty  to  con- 
serve our  revenue  in  every  reasonable  manner.  It  is  not 
our  desire  to  work  unnecessary  hardship  upon  any  section 
of  the  community.  On  the  other  hand,  the  curtailment  of 
service  in  unprofitable  territory  and  the  withdrawal  of 
privileges  heretofore  extended  to  different  sections  of  the 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


603 


city  must  of  necessity  prove  burdensome  to  some.  This  is 
a  condition  which  we  regret  but  cannot  escape." 

Regulations  for  the  operation  of  motor  vehicles  for 
public  transportation,  including  provision  for  payment  of 
10  per  cent  of  gross  receipts  to  the  municipality  in  which 
the  line  is  operated,  are  laid  down  in  a  bill  introduced  in 
the  Pennsylvania  Legislature  by  Mr.  Jones  of  Susque- 
hanna, chairman  of  the  public  roads  committee.  By  the 
terms  of  the  bill  all  cars  must  take  out  regular  State 
licenses  and  file  with  the  commonwealth  a  list  of  all  routes 
by  streets  or  roads,  a  $10,000  bond  for  each  machine 
operated  for  recovery  of  damages  for  death  or  injury 
and  a  statement  of  capacity  of  all  vehicles  operated.  All 
operators  must  be  of  age.  Before  operating  in  any  munici- 
pality the  lines  must  arrange  to  pay  50  cents  a  month 
per  car,  to  the  treasurer  of  the  municipality  as  a  license 
fee.  Cars  operating  on  State  highways  are  not  required 
to  have  this  extra  license.  Thirty  days  after  Jan.  1  each 
line  must  file  with  the  municipality  granting  licenses  a  state- 
ments of  gross  receipts,  and  pay  10  per  cent  for  street 
maintenance.  The  Public  Service  Commission  is  given 
authority  to  regulate  the  lines.  Fines  are  provided  for 
violations. 

Charles  M.  Talbert,  director  of  streets  and  sewers  of 
St.  Louis,  Mo.,  is  preparing  a  "jitney"  regulatory  ordinance. 
Realizing  the  need,  however,  of  the  immediate  regulatory 
measures  on  account  of  the  promiscuous  manner  in  which 
the  "jitneys"  are  running,  he,  together  with  President 
McPheeters  of  the  Police  Board,  conferred  on  March  8  and 
drew  up  a  set  of  tentative  rules  which  will  be  enforced  till 
a  permanent  ordinance  is  adopted.  No  "jitney"  will  be  per- 
mitted to  operate  without  its  owner  first  having  secured  a 
permit  from  the  city  and  subscribed  to  the  regulations. 
Five  principal  features  are  covered.  All  chauffeurs  must 
be  examined  as  to  their  competency  to  handle  a  car.  All 
cars  will  be  examined  to  see  that  they  are  in  proper  condi- 
tion. No  speeding  to  obtain  passengers  will  be  allowed. 
There  must  be  no  overloading  of  cars,  and  passengers  must 
be  taken  on  and  deposited  at  the  curb,  instead  of  the  middle 
of  the  street,  as  many  now  are.  In  addition,  all  chauffeurs 
must  obey  the  usual  traffic  laws  applicable  to  other  vehicles. 

A  temporary  or  emergency  ordinance  for  the  regulation 
of  "jitneys"  and  other  vehicles  engaged  in  public  trans- 
portation has  been  introduced  in  both  Houses  of  the  Coun- 
cil of  Kansas  City.  The  ordinance  contains  twenty-five 
sections.  The  more  important  sections  relate  to  the  char- 
acter and  qualifications  of  the  operators  of  this  class  of 
public  transportation  service  and  clearly  set  forth  their 
responsibility  and  liability  in  regard  to  protecting  the  lives 
of  the  people.  They  are  required  to  secure  from  the  city 
franchises  to  operate  their  vehicles  and  to  indemnify  the 
city  in  bonds  to  cover  personal  injury.  The  city  reserves 
the  right  to  designate  the  routes  to  be  traversed  by  the 
cars,  the  operating  hours  and  schedules,  to  determine  the 
qualifications  of  operators  and  to  regulate  the  rates  of  fare. 

In  Atlanta  re3;u]atory  legis'ation  in  the  form  of  an 
ordinance  prepared  by  P.  S.  Arkwright,  president  of  the 
Georgia  Railway  &  Power  Company,  and  introduced  by 
Councilman  Lee  is  pending  before  a  committee  of  the  City 
Council.  None  of  the  terms  of  the  ordinance  is  severe. 
It  would  require  a  bond  to  the  city  in  the  sum  of  $10,000 
for  two  cars  or  less  under  the  control  of  one  operator  and 
$20,000  for  more  than  two  cars.  It  contains  no  provision 
against  overcrowding.  In  the  course  of  an  interview  pub- 
lished in  the  automobile  section  of  the  Atlanta  Constitution 
of  March  14  the  following  was  quoted  as  coming  from 
E.  W.  VanDuzen,  sales  manager  of  the  Mitchell  Motor 
Sales  Company: 

"The  assertion  that  "jitneys"  are  not  lighted  at  night 
is  a  small  detail  that  can  easily  be  remedied  by  the  ex- 
pedient of  lighting  them.  I  believe  they  ought  to  be 
lighted.  As  for  undesirables  riding  in  them,  as  has  been 
suggested  might  happen,  the  "jitney"  is  only  a  common 
carrier  similar  to  any  other  common  carrier  in  the  char- 
acter of  the  passengers  it  carries,  and  I  see  no  reason 
for  suspecting  that  the  "jitneys"  would  carry  a  larger 
percentage  of  undesirables  than  any  other  common 
carrier." 

Under  the  terms  of  an  ordinance  introduced  in  the 
City  Council  of  Savannah,  Ga.,  "jitney"  buses  are  required 
to  run   on   established   routes,  maintain   regular   schedules. 


pay  a   license   to   the   city   and   furnish   indemity   bonds   to 
guarantee  responsibility  for  accidents. 

An  ordinance  regulating  the  operation  of  the  "jitney" 
has  been  prepared  for  submission  to  the  City  Council  of 
Houston,  Tex.  The  measure  provides,  among  other  things, 
for  a  $10,000  accident  insurance  or  personal  bond,  license 
according  to  capacity  of  car  for  carrying  passengers,  reg- 
ulation requiring  cars  to  run  on  one  line  only  and  on  a 
schedule,  prohibition  of  passengers  being  carried  on  run- 
ning boards,  fender  or  on  car  doors,  a  fare  of  not  more 
than  5  cents  and  a  requirement  that  cars  must  not  stop 
more  than  2  ft.  from  the  curb. 

No  "jitney"  licenses  will  be  issued  by  the  city  of  Nashville, 
Tenn.,  until  the  City  Commission  has  disposed  of  the  ordi- 
nance which  it  has  under  consideration.  This  has  been 
amended  to  provide  that  the  applicants  for  such  licenses 
shall  first  deposit  with  the  city  a  $5,000  bond. 

The  Pacific  Electric  Railway,  Los  Angeles,  Cal.,  has  an- 
nounced increases  in  service  on  a  number  of  its  lines,  and 
General  Manager  McMillan  is  quoted  as  stating  that  "we  are 
prepared  to  give  the  'jitney'  bus  a  run  for  its  money."  In  this 
connection  the  Los  Angeles  Times  said  recently : 

"Following  a  month  of  rather  strenuous  retrenchment 
the  Pacific  Electric  Railway  announcement  of  improved 
service  is  interpreted  by  many  as  evidence  that  the  'jitney' 
bus,  like  the  seven-year  locust,  has  about  run  its  cycle  here. 
As  proof  of  this  it  is  alleged  that  the  number  of  light  cars 
that  are  going  back  to  the  dealers  under  the  mortgage 
clause  after  brief  but  hectic  careers  on  our  streets,  is  in 
excess  of  the  purchases.  But  if  the  'jitney'  had  seen  its 
best  days  in  the  Southwest,  in  spite  of  Councilman  Cod- 
dling, it  is  becoming  an  increasingly  live  issue  in  the  East." 

Interesting  instances  of  labor's  attitude  toward  the 
"jitney"  bus  are  furnished  at  Rock  Island,  111.,  and  Provi- 
dence, R.  I.  At  a  recent  meeting  in  Rock  Island  of  the  Tri- 
City  Federation  of  Labor,  it  was  voted  to  put  the  "jitney" 
on  the  unfair  list.  The  Davenport  and  Rock  Island  locals 
of  the  street  railway  men's  unions  entered  a  joint  resolution 
asking  that  the  federation  go  on  record  against  the  use  of 
the  buses  by  union  men.  The  men  fear  that  the  intrusion 
of  the  "jitney"  may  lead  to  union  men  being  forced  out  of 
employment  by  the  curtailment  of  the  electric  railway 
.service.  On  March  6  there  were  fourteen  automobiles  in 
competition  with  the  Tri-City  Railway. 

In  Providence  a  committee  of  labor  men  has  been  ap- 
pointed to  investigate  the  "jitneys"  and  to  report  to  the 
Central  Trades  &  Labor  Union.  Pending  the  outcome  of 
the  investigation  it  was  voted  to  "ask  members  to  refrain 
from  using  the  'jitney'  service  and  to  discourage  as  far  as 
possible  the  use  of  the  service  by  others."  Members  of 
Ijocal  Division  No.  618  of  the  Amalgamated  Association  of 
Street  &  Electric  Railway  Employees  defended  the  Rhode 
Island  Company  and  said  that  consideration  should  be  shown 
it  until  the  affairs  of  the  company  could  be  readjusted  under 
the  federal  decree  for  the  segregation  of  the  properties  of 
the  New  Haven  Railroad.  "Jitney"  service  was  referred  to  as 
"unregulated  and  unrestricted  competition"  and  it  was  also 
stated  that  the  operators  are  unorganized  and  that  no  re- 
sponsibility attaches  to  them  or  the  owners  of  the  cars. 

The  idea  of  profit-sharing  has  been  extended  to  the 
"jitney."  In  Houston,  Tex.,  coupons  are  being  given  to 
patrons  by  one  operator.  On  the  Montgomery  line  in 
that  city  ten  cars  called  "coupon"  cars  are  being  operated. 
A  sign  on  the  windshield  of  each  of  these  cars  announces 
that  the  passenger  will  receive  a  coupon  with  every  fare 
paid  and  that  five  coupons  will  be  exchanged  for  one  ride. 

The  menace  of  the  bus  to  pedestrians  has  been  strikingly 
stated  by  Paul  Beemer,  city  passenger  and  ticket  agent  of 
the  Union  Pacific  System  at  Ogden,  Utah,  who  recently  re- 
turned to  Ogden  from  a  trip  to  the  Pacific  Coast.  He  said 
of  the  "jitney":  "It  sure  stimulates  the  mind  to  active 
thinking,  trains  the  eye  for  spectacles  of  peculiar  character 
and  inspires  the  belief  that  to  be  knocked  off  your  footing 
means  resignation  to  the  inevitable.  Owners  anxious  to 
clean  up  as  much  coin  as  possible  while  the  fire  of  the  fad 
is  burning  hottest  take  any  chances  to  get  the  money,  allow- 
ing the  cars  to  become  packed  with  human  beings  whom  the 
driver  distributes  along  the  route  of  travel  without  even 
bringing  the  car  to  a  stop." 

Reference  has  been  made  previously  in  the  Electric 
Railway  Journal  to  the  local  associations  of  "jitney"  bus 


604 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


owners  and  to  the  strength  and  influence  that  they  have 
exerted  in  their  own  behalf  in  a  political  way.  According 
to  William  A.  Sears,  manager  of  the  Motors  Service  Com- 
pany, St.  Louis,  Mo.,  with  twenty-two  cars  in  service  in 
that  city,  plans  are  under  way  for  the  organization  of  a 
national  "jitney"  bus  association  to  be  designed  as  a  clear- 
ing house  of  information  for  the  owners  and  operators 
of   "jitneys." 

Other  automobile  men  than  John  N.  Willys,  of  the  Willys- 
Overland  Company,  have  gone  on  record  recently  in  regard 
to  the  "jitney."  Among  them  is  H.  H.  Franklin,  president 
of  the  Franklin  Automobile  Company,  Syracuse,  N.  Y.  Mr. 
Franklin  is  quoted  in  part  as  follows: 

"As  crude  as  the  'jitney'  may  be,  it  is  the  beginning  of  a 
radical  change  in  transportation.  Fight  it  as  they  may,  the 
street  railways  cannot  stop  the  growth  of  the  service.  The 
rapid  development  of  public  automobile  transportation  dur- 
ing the  next  five  years  will  be  another  wonder  in  the  mar- 
velous progress  of  the  automobile.  While  at  the  present 
time  the  'jitney'  is  any  old  automobile,  it  will  not  be  long 
before  cars  well  adapted  to  the  service  will  appear.  More- 
over, the  service  will  not  be  confined  to  cities.  It  will  eventu- 
ally cover  the  country  from  city  to  village  and  village  to 
city,  as  do  the  interurban  railways." 

The  letter  addressed  by  W.  Clayton,  vice-president  and 
managing  director  of  the  San  Diego  (Cal.)  Electric  Rail- 
way, to  Stephen  P.  Kieff'er,  chairman  of  the  Oakland  Cham- 
ber of  Commerce  &  Commercial  Club  Consolidated,  in  reply 
to  his  request  for  facts  and  opinions  on  the  "jitney"  bus 
situation,  has  been  reprinted  in  pamphlet  form.  This  let- 
ter is  a  review  of  the  cause  and  effect  of  the  "jitney"  and 
the  necessity  for  its  regulation.  Mr.  Clayton  concluded 
his   letter   as   follows: 

"If  the  'jitney'  bus  is  all  they  claim  it  to  be,  it  will  put 
the  street  car  out  of  business  by  legitimate  competition, 
but  the  competition  street  cars  are  suffering  from  to-day 
is  not  only  not  legitimate,  but  it  is  neither  fair  nor  honest 
on  the  part  of  the  people,  the  cities  or  the  State.  Street 
cars  are  willing  to  meet  any  legitimate  competition  if  the 
people  will  give  them  a  square  deal,  and  I  believe  it  is 
to  the  interest  of  the  people,  the  municipalities  and  the 
State  itself  to  see  that  the  street  railway  systems  of  Cali- 
fornia are  treated  with  the  same  measure  of  honesty  and 
protection  that  the  people  themselves  have  demanded 
should  be  extended  to  them  through  the  State  and  the  State 
Railroad   Commission." 


LIMITING  CAR  CAPACITY 

A  meeting  of  the  Board  of  Health  of  New  York 
was  held  on  March  15  to  receive  the  protest  of  the  New 
York  Railways  and  the  Brooklyn  Rapid  Transit  Company 
against  the  orders  of  the  board  concerning  the  Eighty-sixth 
Street  cars  of  the  former  company  and  the  Graham  Avenue 
cars  of  the  latter.  The  Third  Avenue  Railway  had  agreed 
previous  to  the  hearing  to  obey  the  order  of  the  health 
commissioner  with  regard  to  Fifty-ninth  Street  by  running 
three  extra  cars  during  the  rush  hours.  Commissioner 
Goldwater  stated  that  when  the  board  issued  an  order  it 
was  presumed  to  be  reasonable  until  it  was  proved  other- 
wise, and  that  the  burden  of  proof  rested  with  the  company 
protesting.  He  said  the  board  was  prepared  to  prove  its 
case  and  is  necessary  would  go  to  court  about  it.  Dr.  Gold- 
water  would  not  admit  that  Mr.  Peacock,  counsel  for  the 
New  York  Railways,  had  any  right  to  inspect  the  samples 
of  germs,  but  said  that  he  might  do  so.  On  March  16  the 
New  York  Railways  notified  the  doctor  that  it  would  accept 
his  order  concerning  the  running  of  more  cars  on  the 
Eighty-sixth  street  crosstown  line.  Dr.  Goldwater  wrote 
to  Frank  Hedley,  vice-president  and  general  manager  of 
the  company,  that  for  the  first  few  days,  until  passengers 
grew  accustomed  to  the  new  regulations,  policemen  would 
assist  the  company's  employees  in  observing  the  rules. 

The  Health  Board  had  issued  an  order  again.st  the  car- 
riage of  more  than  half  as  many  standees  as  seated  pas- 
sengers by  the  Staten  Island  Midland  Railway  on  some  of 
its  cars.  Placards  bearing  an  appeal  from  Dr.  Goldwater 
to  the  citizens  of  Brooklyn,  asking  for  their  assistance  and 
co-operation  in  his  campaign  had  been  posted  at  various 
points  along  the  route  of  the  Graham  Avenue  line  and 
at  the  bridge  terminals. 


DETROIT   CAPACITY   ORDINANCE 

The  Common  Council  of  Detroit,  has  passed  an  ordinance 
requiring  30  cu.  ft.  of  air  space  for  each  passenger  on  the 
cars  of  the  Detroit  United  Railway.  Exception  is  made 
where  cars  are  operating  over  the  same  tracks  half  a  min- 
ute or  less  apart.  The  Council  passed  the  ordinance  with- 
out any  hearing  before  any  committee,  and  neither  the 
street  railway  nor  any  other  interested  party  was  permitted 
to  make  known  its  objections.  The  same  ordinance  was 
defeated  in  committee  when  it  was  proposed  several  months 
ago,  largely  because  the  city  police  commissioner  informed 
the  Aldermen  that  he  did  not  have  sufficient  men  to  enforce 
the  ordinance. 

The  ordinance  requires  the  board  of  health  to  measure 
each  car  and  placard  it  with  the  number  of  passengers 
which  may  be  admitted.  It  is  estimated  that  the  result  of 
the  ordinance  will  be  to  prohibit  a  standing  load  in  excess 
of  40  per  cent  of  the  seated  load.  The  new  regulation  be- 
comes effective  after  the  measure  has  been  signed  by  the 
Mayor  and  then  properly  published. 

The  company  in  a  statement  to  the  public  through  its 
official  publication,  calls  attention  to  the  condition  on  its 
interurban  lines  and  makes  it  plain  that  the  surplus  riders 
under  the  ordinance  who  board  the  cars  beyond  the  city 
limits  will  be  required  to  leave  at  the  city  limits  and  wait 
for  other  cars,  and  it  suggests  that  a  sufficient  number  of 
police  be  stationed  at  the  city  limits  to  make  sure  that  these 
riders  leave  the  cars.  The  employees  of  the  two  largest 
manufacturing  concerns  in  the  city  will  be  affected,  as  both 
plants  lie  beyond  the  corporate  limits  of  the  city. 


INCREASE  IN  FARES 

Rate  of  8  Cents,  with  Seven  Tickets  for  50  Cents,  Announced 
by  Blue  Hills  Street  Railway,  Effective  April  15 

The  Blue  Hills  Street  Railway,  Canton,  Mass.,  has  issued 
the  following  announcement  regarding  changes  in  fares  on 
its  line  effective  on  April  15: 

"It  appears  to  us  that  the  only  way  to  continue  to  serve 
the  public  with  safety  and  to  their  reasonable  satisfaction 
is  to  endeavor  to  increase  the  company's  earnings.  We 
believe  that  the  least  burdensome  way  to  do  this  is  to  in- 
crease the  unit  of  fare  rather  than  to  attempt  to  shorten  the 
fare  limit  or  introduce  additional  fare  limits.  We  have 
therefore  decided  to  increase  the  unit  of  fare  to  8  cents  per 
passenger,  but  to  sell  tickets  at  the  rate  of  seven  for  50 
cents,  which  is  practically  a  7-cent  fare. 

"The  new  rate  will  go  into  effect  on  April  15  unless  some 
order  is  issued  by  the  Public  Service  Commission,  whose 
decision  in  such  matters  is  final. 

"We  hope  that  the  change  will  bring  in  $8,000  or  $10,000 
in  additional  revenue.  The  increase  from  a  5-cent  fare  to 
a  f)-cent  fare  resulted  in  about  an  8  per  cent  increase  in 
earnings,  and,  based  on  this  figure,  with  the  other  informa- 
tion which  we  have  on  the  general  situation,  we  are  led  to 
believe  that  the  above  estimate  is  probably  not  far  from  i 
what  will  prove  to  be  the  fact.  ' 

"The  need  of  additional  earnings  is  imperative.  While 
the  road  in  many  respects  is  better  off  than  it  was  at  the 
time  of  the  previous  change  in  fare,  and  while  it  has  re- 
duced its  deficit  somewhat  during  that  period,  the  cost  of 
operation  and  the  necessary  increase  in  maintenance  are  so 
high  that  not  enough  is  left  after  paying  interest  charges 
to  take  care  of  betterments,  which  we  know  must  be  done  in 
the  next  few  years  in  order  to  serve  the  public  properly. 

"We  should  be  glad  if  we  could  hold  out  a  hope  that  the  in- 
creased earnings  would  result  in  dividends  to  the  stock- 
holders. They  invested  $300,000  in  cash  some  sixteen  years 
ago.  If  they  had  placed  the  money  in  a  savings  bank  at  that 
time  they  could  now  draw  out  $540,000.  Instead  they  have 
a  practically  worthless  security  on  their  hands. 

"The  property  has  always  been  operated  with  the  utmost 
economy  consistent  with  safety  and  reasonable  service,  so 
that  no  saving  can  be  hoped  for  in  that  direction.  The 
tendency  is  rather  upward  in  such  expenditures,  as  is  well 
known  to  every  one. 

"To  increase  fares  is  not  a  pleasant  task,  as  it  is  extremely 
difficult  to  convince  people  of  the  necessity  of  such  a  move. 
We  do  hope,  however,  that  the  people  of  Canton  and  Stough- 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


605 


ton  who  have  had  the  service  rendered  by  the  Blue  Hill 
Street  Railway  so  many  years  below  cost,  will  believe  that 
we  are  acting  for  their  ultimate  best  interests  in  seeking 
additional  revenue. 

"The  investment,  the  earnings  and  the  expenses  are  all 
matters  of  public  record  and  the  details  are  in  our  office, 
open  to  the  inspection  of  any  patron  who  desires  to  con- 
vince himself  of  the  reasonableness  of  our  position." 


Fare  Reduction  Denied. — The  Public  Utilities  Commis- 
sion of  Maine,  has  dismissed  the  petition  of  William  H. 
Peaseless  and  others  asking  for  a  reduction  in  fares  from 
10  cents  to  5  cents  between  Dunstan  and  Saco.  The  peti- 
tion, in  formal  language  charged  that  the  Cumberland 
County  Light  &  Power  Company  maintained  discriminatory 
rates  over  the  part  of  the  line  where  the  reduction  was 
desired. 

Accidents  in  Ohio. — The  report  of  the  Public  Utilities 
Commission  of  Ohio  for  February  shows  that  four  persons 
were  killed  on  interurban  electric  railways.  Two  were  em- 
ployees on  duty  and  two  were  passengers.  In  all  fifty-five 
persons  were  killed  on  steam  lines,  of  which  thirty-three 
were  trespassers,  twelve  were  employees  on  duty,  two  were 
employees  ofl"  duty,  one  was  a  passenger,  three  were  em- 
ployees on  the  right-of-way  and  four  were  killed  in  highway- 
crossing  accidents. 

Washington  Trail-Car  Order. — The  Public  Utilities  Com- 
mission of  the  District  of  Columbia  has  suspended,  until 
July  1,  1915,  Section  13  of  Order  No.  21  requiring  separate 
conductors  for  trail  cars  in  order  to  permit  observations  to 
be  made  with  a  view  to  determining  whether  the  order 
should  be  amended  by  striking  out  Section  13.  The  Wash- 
ington Railway  &  Electric  Company  and  the  Capitol  Trac- 
tion Company  contended  at  the  recent  hearing  before  the 
commission  that  a  single  conductor  made  for  safety. 

Free  Ride  Order  Amended. — The  Public  Utilities  Com- 
mission of  the  District  of  Columbia  has  decided  that  Order 
No.  19  in  regard  to  free  transportation  on  street  railways 
and  other  carriers  in  the  District  shall  be  amended  to  read 
as  follows:  "That  hereafter  no  street  railway  or  similar 
common  carrier  shall  furnish  free  intra-District  transporta- 
tion other  than  to  its  own  employees  and  to  members  of 
the  metropolitan  police,  crossing  police,  park  police,  and 
fire  department  of  the  District  of  Columbia  when  in  uni- 
form and  in  the  performance  of  their  duties." 

New  Transfer  Privilege. — An  agreement  has  been  reached 
between  officials  of  the  United  Railroads,  San  Francisco, 
Cal.,  and  of  the  Municipal  Railways  of  that  city  permitting 
the  exchange  of  transfers  between  the  Stockton  Street  line 
of  the  Municipal  Railway  and  the  Fourth  Street  line  of  the 
United  Railroads,  on  the  basis  of  50  per  cent  to  each  line. 
This  gives  the  city  lines  immediate  connection  with  the 
Southern  Pacific  Depot  at  Third  and  Townsend  Streets  and 
obviates  the  necessity  for  extension  of  the  municipal  system 
to  this  point,  which  would  include  an  undesirable  crossing 
of  Market  Street  at  a  point  already  congested.  It  is  prob- 
able that  this  new  arrangement  will  also  mean  the  discon- 
tinuance of  the  transfer  agreement  between  the  two  systems 
at  Geary  and  Kearny  Streets  as  well  as  at  the  Geary  and 
Larkin  Street  junction.  Transfers  have  heretofore  been  ex- 
|changed  at  these  two  points  on  a  3-cent  and  2-cent  basis,  in 
favor  of  the  private  company,  and  the  exchange  has  cost 
the  city  something  more  than  $1,000  a  month. 

New  Wage  Scale  in  Des  Moines. — On  Feb.  23  the  em- 
Iployees  of  the  Des  Moines  (la.)  City  Railway  approved  a 
new  agreement  with  the  company  which  went  into  effect  on 
larch  1.  Under  it  the  wage  scale  of  the  motormen  and 
conductors  is  increased  1  cent  an  hour.  The  men  will  re- 
ceive 25  cents  an  hour  the  first  year,  26  cents  an  hour  the 
second  year  and  30  cents  an  hour  after  the  third  year. 
The  wages  of  the  carhouse,  shop  and  power  house  em- 
ployees are  increased  1  cent  an  hour  and  in  some  cases 
|the  increase  amounts  to  several  cents.  Some  of  the  men, 
particularly  oilers  and  wipers,  have  been  receiving  from 
J2.10  to  $2.30  for  a  ten-hour  day.  These  hours  have  been 
reduced  to  eight  hours  and  a  uniform  wage  of  $2.40  has 
|been  agreed  upon.  The  increase  for  the  men  will  average 
for  from  7  to  9  cents.    Women  car  cleaners  have  had  their 


pay  increased  from  $1.58  to  $2  for  an  eight-hour  day. 
Seniority  rights  are  also  to  be  applied  to  carhouse  and  shop 
employees. 

Mr.  Arnold  on  Service  Standards. — Bion  J.  Arnold,  chair- 
man of  the  Board  of  Supervising  Engineers,  Chicago  Trac- 
tion, testifying  before  the  Public  Utilities  Commission  of 
Illinois  on  March  10,  outlined  hi3  personal  views  of  rush- 
hour  standard  of  service  in  Chicago.  He  divided  the  so-called 
"rush  hour"  into  five  parts  as  follows:  For  the  first  and 
last  parts,  consisting  of  twenty-five  minutes  each,  fifty- 
three  passengers  per  car,  allowing  11  sq.  ft,,  to  each  stand- 
ing passenger.  For  the  second  and  fourth  parts,  consisting 
of  twenty-five  minutes  each,  seventy-three  passengers,  al- 
lowing 4%  sq.  ft.  to  each  standing  passenger.  For  the  third 
or  middle  part,  this  being  the  crest  of  the  rush  period,  an 
average  load  not  to  exceed  the  number  of  seats  and  one 
standing  passenger  to  each  3Vi  sq.  ft.  Mr.  Arnold  said  that 
during  the  crest  of  the  rush-hour  period,  the  600  largest 
cars  would  have  a  capacity  of  eighty  passengers  each,  ac- 
cording to  this  idea  of  a  service  standard.  He  believed  the 
present  terminal  facilities  of  the  surface  lines  in  Chicago  to 
be  such  as  to  allow  reasonable  and  adequate  service. 

Safety  on  Public  Service  Railway. — The  Public  Service 
Railway,  Newark,  N.  J.,  is  carrying  an  advertisement  in  the 
daily  newspapers  calling  attention  to  its  record  for  safety. 
The  advertisement  is  15  in.  wide  by  10  in.  deep,  and  deals 
particularly  with  the  commendation  received  from  the 
judges  in  the  contest  for  the  Anthony  N.  Brady  medal.  The 
company  says  that  during  three  years  1,194,793,266  passen- 
gers were  carried  without  a  single  fatality  due  to 
collisions  between  cars  or  derailments.  After  reciting  the 
object,  the  offer  and  the  conditions  of  the  Brady  award  the 
company  said  in  part:  "The  Public  Service  Railway  began 
its  efforts  to  promote  and  safeguard  the  lives  of  its  patrons 
and  employees  years  before  any  contest  was  thought  of. 
Its  entry  for  the  Brady  medal  was  an  incident.  Its  main 
purpose  was,  is  and  will  continue  to  be  to  transport  the 
public  safely.  The  company  management  and  the  company 
employees  will  pursue  the  policy  of  doing  everything  pos- 
sible to  eliminate  accidents  and  conserve  life  and  health. 
It  asks  for  the  co-operation  of  the  public  so  that  the  good 
work  may  be  maintained  for  the  benefit  of  all." 

Accidents  in  New  York  and  New  Jersey  in  February. — 
According  to  the  report  of  the  National  Highway  Protective 
Society  eighteen  persons  were  killed  during  February  by 
automobiles  on  the  streets  in  New  York  City,  nine  of  these 
being  children  under  seventeen  years  of  age.  Electric  rail- 
ways caused  the  death  of  five  and  wagons  four,  as  compared 
with  ten  by  electric  railways  and  two  by  wagons  in  Febru- 
ary a  year  ago.  Edward  S.  Cornell,  secretary  of  the  High- 
ways Society,  states  that  on  account  of  the  great  increase  in 
the  number  of  automobiles  it  is  necessary  that  all  operators 
of  automobiles  should  be  licensed.  The  society  will  have  a 
bill  introduced  along  those  lines  in  Albany.  During  Febru- 
ary six  persons  met  their  death  by  automobiles,  three  by 
electric  railways  and  one  by  wagon  on  the  streets  and  high- 
ways of  New  York  State  outside  of  Greater  New  York,  as 
compared  with  three  by  automobiles  and  four  by  electric 
railways  last  year.  In  New  Jersey  six  persons  were  killed 
by  automobiles  and  one  by  electric  railway. 

Survey  of  Transit  Conditions  in  Brooklyn. — The  Public 
Service  Commission  for  the  First  District  of  New  York 
has  published  in  pamphlet  form  the  survey  of  transit  condi- 
tions on  the  Brooklyn  Rapid  Transit  System  submitted  to 
the  commission  by  Joseph  Johnson,  chief  of  its  transit 
bureau.  The  survey  is  dated  Dec.  31,  1914,  and  is  addressed 
to  Edward  E.  McCall,  chairman  of  the  commission.  It 
contains  126  pages  and  cover.  The  report  was  rendered  in 
connection  with  the  inquiry  before  the  commission  regarding 
the  service  on  the  surface  lines  of  the  Brooklyn  Rapid  Transit 
Company,  and  its  contents  and  recommendations  have  been 
referred  to  previously  in  the  Electric  Railway  Journal. 
The  final  argument  of  the  company  before  the  commission  in 
connection  with  this  inquiry  was  made  before  the  commis- 
sion on  March  8,  on  which  date  D.  A.  Marsh,  counsel  for 
the  Brooklyn  Heights  Railroad  and  other  surface  com- 
panies, summed  up  the  case  of  the  company.  Mr.  Marsh's 
brief  in  this  connection  was  referred  to  in  the  Electric 
Railway  Journal  of  March  13,  1915,  page  532. 


60J 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


Personal  Mention 


Mr.  E.  Blaine  Moore,  formerly  chief  engineer  of  the  Con- 
solidation Coal  Company,  has  been  appointed  assistant  gen- 
eral manager  of  the  Monongahela  Valley  Traction  Company, 
Fairmont,  W.  Va. 

Mr.  W.  L.  Martin,  who  has  been  in  charge  of  the  legal 
department  of  the  Alabama  Traction,  Light  &  Power  Com- 
pany, New  York,  N.  Y.,  has  been  appointed  vice-president 
and  chief  counsel   of  the  company. 

Mr.  James  O.  Watson,  formerly  general  manager  of  the 
Monongahela  Valley  Traction  Company,  Fairmont,  W.  Va., 
has  been  made  vice-president.  Mr.  Watson  will  continue 
in  active  management  of  the  railway. 

Mr.  Smith  Hood,  formerly  general  superintendent  of  the 
Monongahela  Valley  Traction  Company,  Fairmont,  W.  Va., 
has  been  made  general  manager  to  succeed  Mr.  James  0. 
Watson,  who  becomes  vice-president,  as  noted  elsewhere. 

Mr.  C.  K.  Morrell,  has  resigned  as  superintendent  of  light- 
ing with  the  Kentucky  Traction  &  Terminal  Company,  Lex- 
ington, Ky.,  and  has  been  succeeded  by  Mr.  Washington 
Reed,  lately  of  Smithfield,  Va.  Mr.  Morrell,  it  is  said,  vdll 
enter  business  in  Lexington. 

Mr.  James  Mitchell,  president  of  Alabama  Traction,  Light 
&  Power  Company,  New  York,  N.  Y.,  has  been  elected  presi- 
dent of  Alabama  Power  Company,  the  principal  operating 
subsidiary,  to  succeed  Mr.  Frank  S.  Washburn,  who  became 
chairman  of  the  board. 

Mr.  C.  C.  Cole,  who  has  been  day  dispatcher  of  the  Lewis- 
ton,  Augusta  &  Waterville  Street  Railway,  at  Augusta, 
Me.,  has  been  appointed  division  superintendent  of  trans- 
portation of  the  company,  succeeding  Mr.  Sherman  W. 
Dunn.    Mr.  Cole  was  with  the  company  for  seven  years. 

Mr.  L.  M.  Levinson,  formerly  manager  of  the  Mineral 
Wells  Traction  &  Light  Company,  Mineral  Wells,  Tex.,  and 
manager  of  the  Shreveport  (La.)  Traction  Company,  has 
been  engaged  by  the  Bryan-College  Interurban  Railway, 
Bryan,  Tex.,  to  supervise  the  electrification  and  start 
operations  under  the  new  plan  of  the  company. 

Mr.  Sherman  W.  Dunn,  who  has  been  connected  with  the 
Lewiston,  Augusta  &  Waterville  Street  Railway  as  division 
superintendent  of  transportation,  has  resigned  that  office 
but  will  continue  with  the  company  at  Augusta,  Maine. 
Mr.  Dunn  has  been  connected  with  the  company  for  twenty- 
three  years.  He  entered  its  employ  in  the  carhouse  of  the 
Augusta,  Hallowell  &  Gardiner  Railroad  two  years  after 
that    company   commenced    operating. 

Mr.  H.  S.  Newton,  until  recently  general  manager  of  the 
Mesaba  Railway,  Virginia,  Minn.,  has  been  appointed  gen- 
eral manager  of  the  Ohio  Valley  Electric  Railway,  Hunting- 
ton, W.  Va.,  to  succeed  Mr.  W.  W.  Magoon,  resigned.  Be- 
fore becoming  connected  with  the  Mesaba  Railway,  Mr. 
Newton  was  general  manager  of  the  Hartford  &  Springfield 
Street  Railway,  Warehouse  Point,  Conn.,  for  nine  years. 
He  was  graduated  from  Ohio  State  University  as  an  elec- 
trical engineer  and  has  served  with  the  General  Electric 
Company,  the  Wheeling  (W.  Va.)  Railway,  the  Syracuse 
(N.  Y.)  Railway,  the  Syracuse  Consolidated  Street  Railway, 
the  Syracuse  Rapid  Transit  Company,  the  Syracuse,  Lake- 
side &  Baldwinsville  Railroad  and  the  Beaver  Valley  Trac- 
tion Company,  Pittsburgh,  Pa. 

Mr.  Robert  Trimble,  first  vice-president  of  the  American 
Railway  Engineering  Association,  was  elected  president  at 
the  annual  convention  in  Chicago  on  March  16,  17  and  18. 
Mr.  Trimble  was  born  at  Butler,  Pa.  After  completing  a 
public  .school  course  he  entered  the  Western  University  of 
Pennsylvania  (now  the  University  of  Pittsburgh),  where  he 
remained  for  three  years.  In  July,  1875,  he  entered  the  serv- 
ice of  the  Pennsylvania  Railroad  as  a  messenger  in  the  office 
of  the  chief  engineer  at  Pittsburgh.  He  was  then  succes- 
sively chainman,  rodman,  levelman,  transitman,  draftsman, 
assistant  engineer  and  principal  assistant  engineer.  He  was 
made  chief  engineer  of  maintenance  of  way  of  the  Pennsyl- 
vania lines  in  1903.  His  jurisdiction  is  over  the  Northwest 
system  of  the  lines  west  of  Pittsburgh. 

Mr.  William  D.  Ray  has  resigned  as  vice-president  and 
manager  of  the  Northern  Indiana  Gas  &  Electric  Company's 


properties  at  Hammond,  East  Chicago,  and  Whiting,  Ind.,  to 
become  general  manager  of  the  newly  organized  Pennsylva- 
nia Utilities  Company,  with  headquarters  at  Easton,  Pa. 
The  latter  company  operates  in  nearly  fifteen  communities 
contiguous  to  Easton,  containing  many  quarries  and  large 
manufacturing  plants.  Mr.  Ray  entered  the  electrical  field 
as  electrical  engineer  for  the  Chicago  &  Northwestern  and 
Northern  Pacific  railroads,  and  later  was  connected  with  the 
World's  Columbian  Exposition,  Chicago,  as  assistant  super- 
intendent of  electrical  operation.  In  1894  he  was  general  su- 
perintendent of  the  Everett  (Wash.)  Street  Railway,  and 
later  he  became  sales  engineer  for  the  Loraine  Steel  Com- 
pany. Subsequently  he  was  electrical  engineer  for  two  trac- 
tion lines  operated  by  the  Detroit  Construction  Company,  fol- 
lowing which  he  superintended  the  construction  of  the  Grand 
Rapids,  Grand  Haven  &  Muskegon  Railway.  In  1908  he  was 
appointed  contract  agent  of  the  Sanitary  District,  Chicago, 
and  in  1910  went  to  Hammond  for  the  Northern  Indiana  Gas 
&  Electric  Company. 

Mr.  Oscar  T.  Crosby  has  been  appointed  to  take  general 
charge  of  the  distribution  of  supplies  for  the  Commission  for 
Relief  in  Belgium,  and  also  a  member  of  the  executive  com- 
mittee. Mr.  Crosby's  headquarters  will  be  in  Brussels,  and, 
as  general  director  of  distribution,  he  will  succeed  Mr.  A.  N. 
Connett,  chief  engineer  and  joint-director  of  J.  G.  White  & 
Company,  Ltd.,  whose  appointment  was  mentioned  in  the 
Electric  Railway  Journal  for  Dec.  26,  and  whose  business 
affairs  permitted  him  to  take  the  appointment  only  temporar- 
ily. The  Commission  for  Relief  in  Belgium, whose  work  in  that 
country  Mr.  Crosby  will  direct,  is  an  American  organization 
exclusively,  with  headquarters  at  71  Broadway,  New  York. 
It  is  supported  by  voluntary  contributions  and  has  a  fleet  of 
forty-three  vessels  constantly  carrying  food  and  other  sup- 
plies from  America  to  the  destitute  in  Belgium,  estimated  at 
present  to  be  about  1,500,000  persons.  The  commission  has 
been  officially  recognized  by  both  the  Allies  and  Germany. 
Mr.  Crosby  resigned  from  active  electric  railway  manage- 
ment some  few  years  ago,  so  that  he  has  the  time  to  devote 
to  this  work,  and  for  it  his  extensive  experience  in  adminis- 
trative affairs  and  his  knowledge  of  the  French  and  German 
languages  eminently  fit  him.  Since  his  return  from  an  ex- 
ploring trip  in  Borneo  last  year  Mr.  Crosby  has  been  very 
much  interested  in  the  proposed  International  Court  of  De- 
cree and  Enforcement,  under  which  it  is  proposed  to  estab- 
lish an  international  court  at  the  Hague  or  some  other  suit- 
able place,  with  sufficient  international  military  and  naval 
force  to  carry  out  its  decrees.  He  has  written  a  pamphlet 
advocating  this  plan  which  has  been  widely  circulated  and 
has  been  translated  into  a  number  of  languages,  including 
Japanese  and  Chinese.  A  joint  resolution  committing  the 
United  States  to  the  acceptance  of  this 'plan  was  introduced 
in  the  Senate  last  month  by  Senator  Shafroth,  and  a  similar 
resolution  was  introduced  in  the  House.  These  resolutions 
did  not  succeed  in  passing  at  the  recent  session  of  Congress, 
but  Mr.  Crosby  hopes  that  they  will  be  introduced  at  the  next 
session.  Among  others  who  have  actively  been  engaged  with 
Mr.  Crosby  in  support  of  this  plan  has  been  Mr.  Elihu  Root. 

OBITUARY 

J.  C.  Rothery,  of  the  Canadian  Northern  Railway,  was 
found  dead  on  March  10  near  the  Grand  Trunk  Railway 
tracks  at  Weston,  Ont.,  having  apparently  fallen  from  a 
train.  Mr.  Rothery  was  born  in  Glasgow  sixty-seven  years 
ago.  His  first  practical  experience  in  railway  building  was 
gained  during  the  construction  of  the  Niagara  Gorge  Rail- 
way between  Niagara  Falls  and  Lewiston.  He  was  afterward 
appointed  manager  of  the  line,  and  when  the  Niagara  Falls, 
Park  &  River  Railway  was  merged  with  the  International 
Railway,  Buffalo,  he  was  made  general  manager  of  the  sys- 
tem at  the  Falls.  He  next  superintended  the  construction  of 
the  International  Bridge  across  Niagara  River  at  Lewiston. 
Upon  the  completion  of  the  bridge  he  was  appointed  general 
manager  of  the  East  Liverpool  Railway  &  Light  Company, 
East  Liverpool,  Ohio,  where  he  remained  until  1910.  He 
then  entered  the  service  of  the  Mackenzie  and  Mann  inter- 
ests as  general  manager  of  the  Monterey  Railway,  Light  & 
Power  Company,  Monterey,  Mexico,  and  later  supervised  the 
building  of  the  electrical  line  of  the  Toronto  &  Eastern  Rail- 
way on  the  north  shore  of  Lake  Ontario.  Since  that  time  he 
has  been  superintending  general  construction  work  for  the 
company,  which  is  a  Mackenzie  and  Mann  interest. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


607 


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 

•Panama  (Pa.)  Traction  Company. — Application  for  a 
charter  has  been  made  in  Pennsylvania  by  this  company 
to  take  over  the  property  of  the  defunct  Sugar  Grove 
Electric  Railway  and  extend  the  line  through  Youngsville, 
Sugar  Grove,  Jamestown,  Lakewood,  Panama,  Sherman  and 
probably  Findlay  Lake  and  North  East. 

'Petersburg  &  Appomattox  Railway,  Petersburg,  Va. — 
Chartered  in  Virginia  to  build  an  electric  railway  from 
Petersburg  to  City  Point,  5  miles.  Capita!  stock,  $100,000. 
Officers:  T.  M.  Wortham,  president;  B.  W.  LaPrade,  vice- 
president,  and  W.  W.  Alexander,  secretary  and  treasurer. 

FRANCHISES 

Los  Angeles,  Cal. — The  Pacific  Electric  Railway  has  re- 
ceived a  franchise  from  the  Council  for  an  extension  on 
Central  Avenue  in   Los  Angeles. 

Louisville,  Ky. — The  Board  of  Public  Works  of  Louisville 
has  begun  advertisement  of  the  franchise  for  electric  rail- 
way rights  and  privileges  represented  by  the  extension  of 
the  Chestnut  Street  line  of  the  Louisville  Railway.  The 
franchise  is  to  run  for  twenty  years  and  an  upset  bid  of  $500 
is  provided  for. 

Geneva,  N.  Y. — The  Geneva,  Seneca  Falls  &  Auburn  Rail- 
road has  asked  the  Council  for  a  franchise  to  double-track 
Exchange  Street  from  Seneca  to  the  New  York  Central 
tracks  in  Geneva. 

Lancaster,  N.  Y. — The  Buffalo  &  Depew  Railway  has  asked 
the  Council  for  a  franchise  to  extend  its  lines  from  its  pres- 
ent terminus,,  through  Ellicott  Road  and  Central  Avenue  to 
the  New  York  Central  Railroad  tracks  in  Lancaster. 

Cincinnati,  Ohio. — The  City  Council  has  adopted  an 
ordinance  requiring  the  Cincinnati  Street  Railway  and  the 
Cincinnati  Traction  Company  to  extend  the  Warsaw  Avenue 
route  along  Glenway  Avenue  from  Wilder  Avenue  to  Seton 
Avenue  in  Cincinnati.  Council's  action  was  on  the  request 
of  the  Citizens'  Club,  of  Price  Hill,  and  the  West  Hills 
Allied  Improvement  Association. 

Linden,  Ohio. — Council  committee  on  railroads  has  ap- 
proved the  ordinance  creating  the  electric  railway  route 
from  the  Leonard  Avenue  viaduct  to  Linden  and  also  to 
Shepard.  The  term  of  the  franchise  is  to  be  twenty-five 
years  and  if  the  terms  offered  by  the  East  Linden  Electric 
Railway  Company,  which  has  applied  for  the  franchise,  are 
satisfactory,  the  franchise  will  be  granted  the  company. 
The  Shepard  line  will  compete  with  the  Columbus,  New 
Albany  &  Johnstown  Traction  Company. 

Three  Rivers,  Que. — The  Three  Rivers  Traction  Company 
has  received  a  twenty-year  franchise  from  the  Council 
in  Three  Rivers.  This  is  part  of  a  plan  to  build  a  30-mile 
railway  in  Three  Rivers.  The  present  intention  of  the 
company  is  to  build  5%  miles  of  track  vdthin  the  city 
limits.     [Aug.  1,  '14.] 

Toronto,  Ont. — The  Forest  Hill  Electric  Railway  has  asked 
the  Ontario  Legislature  for  an  extension  of  time  on  its 
franchise  in  which  to  build  its  projected  railway  on  Forest 
Hill  Road,  Toronto,  northerly,  and  northwesterly  to  2% 
miles  north  of  Eglinton  Avenue,  also  on  Eglinton  Avenue  to 
1  mile  west  of  Dufferin  Street  and  northerly  on  Dufferin 
Street  2%  miles.  W.  E.  Grierson,  Toronto,  is  interested. 
[Feb.  27,  '15.] 

Montreal,  Que. — The  Montreal  &  Southwestern  Railway 
&  Power  Company  has  applied  to  the  Quebec  Legislature 
for  an  extension  of  time  for  the  building  of  this  projected 
line  from  Adirondack  Junction,  on  the  Canadian  Pacific 
Railway,  along  the  St.  Lawrence  River  to  the  International 
boundary,  and  another  line  from  Adirondack  Junction,  on 
the  New  York  Central  Railroad,  to  Sunder,  Quebec.  The 
provisional  directors  are:  V.  Casson,  L.  Dansereau,  A. 
Geoffrion,  'G.  N.  Cusson,  R.  Gauge,  Montreal,  Quebec.  The 
company  has  power  to  operate  by  steam  or  electricity. 


TRACK    AND    ROADWAY 

Florence  &  Huntsville  Interurban  Railway,  Florence,  Ala. 

— Surveys  have  been  begun  and  preliminary  arrangements 
are  being  made  by  this  company  on  its  75-mile  line  to  con- 
nect Florence,  Rogersville,  Athens  and  Huntsville.  There 
will  be  three  power  stations  and  the  repair  shops  will  be 
located  at  Florence.  Capital  stock,  authorized,  $100,000. 
Officers:  S.  Jacobs,  Birmingham,  president;  Alan  Jemison, 
vice-president;  Thurston  H.  Allen,  Florence,  secretary  and 
general  manager,  and  T.  W.  Pratt,  Huntsville,  treasurer. 
Headquarters:     Florence.      [Dec.   19,  '14.] 

Pacific  Electric  Railway,  Los  Angeles,  Cal. — Plans  are 
being  made  to  begin  work  soon  laying  new  tracks  on  North 
Pair  Oaks  Avenue  in  Pasadena.  The  company  has  placed 
in  operation  its  extension  to  connect  Riverside,  Arlington 
and  Conora.     [Nov.  14,  '14.] 

Capital  Traction  Company,  Washington,  D.  C. — Plans  are 
being  made  by  this  company  to  build  a  line  on  Seventeenth 
Street  in  Washington. 

Washington  &  Maryland  Railway,  Washington,  D.  C. — 
This  company  has  filed  with  the  Public  Utilities  Commission 
a  request  for  permission  to  extend  its  lines  from  Third 
Street  and  Kennedy  Street  to  Thirteenth  Street  and  Ohio 
Avenue  northwest  in  Washington. 

Atlanta  &  Carolina  Railroad,  Atlanta,  Ga. — Arrangements 
are  being  made  by  this  company  to  complete  this  electric 
line  in  the  near  future.  The  right-of-way  has  been  pur- 
chased and  the  roadbed  has  been  completed  for  a  part  of  the 
way. 

Lula-Homer  Railroad,  Lula,  Ga. — Bids  are  being  received 
until  March  30  by  this  company  to  build  its  14-mile  proposed 
line  from  Lula  to  Homer.  The  track  is  to  have  3000  ties  per 
mile  and  60-lb.  relaying  rails.  D.  G.  Zeigler,  engineer. 
[Nov.  7,  '14.] 

Chicago  &  Northern  Interurban  Railroad,  Chicago,  111. — 
No  definite  plans  have  yet  been  decided  upon  by  this  com- 
pany when  work  will  be  begun  on  its  line  to  connect  Fox 
Lake,  Lake  Geneva,  Barrington,  Des  Plaines,  Park  Ridge, 
Niles  Center,  Chicago  and  smaller  towns  between  these 
cities.  Headquarters:  127  North  Dearborn  Street,  Chi- 
cago,   111.      [Feb.    27,    '15.] 

Illinois  Traction  System,  Peoria,  111. — A  branch  line 
to  extend  from  near  the  Martin  stop,  1%  miles  north  of 
Lincoln,  and  eastward  to  Wapella,  4  miles  north  of  Clinton, 
is    being  planned   by   this   company. 

♦Elkhart,  Ind.— It  is  reported  that  H.  E.  Bucklen,  Elkhart, 
Ind.,  will  shortly  apply  for  a  supplementary  charter  for  an 
electric  railway  line  between  the  Indiana-Ohio  state  line  and 
Toledo.  Should  this  line  be  built  it  will  form  a  through 
route  between  Toledo  and  Chicago  in  connection  with  the 
Bucklen  roads  and  others  already  in  operation. 

Charles  City  Western  Railway,  Charles  City,  la. — Electri- 
fying 18.5  miles  and  building  7%  miles  of  extensions  will  be 
completed  by  this  company  by  Nov.  1. 

Tri-City  Railway,  Davenport,  la. — Rails  have  been  ordered 
for  the  Fourth  Street  line  which  this  company  will  build  in 
Moline. 

Caney  Light  &  Railway  Company,  Caney,  Kan. — Within 
the  next  thirty  days  this  company  expects  to  purchase  one 
carload  of  poles,  25  ft.,  30  ft.  and  35  ft.  in  length.  J.  C.  Mil- 
ler, manager. 

Louisville  &  Interurban  Railway,  Louisville,  Ky. — An  ex- 
tension of  the  Orell  line  into  West  Point  is  being  planned  by 
this  company. 

Southwestern  Traction  &  Power  Company,  New  Iberia,  La. 

— Plans  are  being  made  by  this  company  to  build  soon  a  line 
from  Jeanerette  to  St.  Martinville. 

St.  Tammany  &  New  Orleans  Railway  &  Ferry  Company, 
New  Orleans,  La. — This  company,  which  has  been  operating 
a  motor-car  railway  between  Mandeville,  Abita  Springs  and 
Covington,  La.,  13%  miles,  will,  it  is  stated,  convert  its  rail- 
way to  electric  operation.  Reconstruction  of  the  track  has 
been  begun,  and  the  erection  of  an  electric  power  plant  will 
be  begun  at  once. 

Winnipeg  (Man.)  Electric  Railway.— The  Manitoba 
Legislature  is  being  asked  to  amend  the  company's  charter 
by  adding  to  its  powers. 


608 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


Union  Street  Railway,  New  Bedford,  Mass. — Work  has 
been  begun  by  this  company  laying  new  rails  on  Kempton 
Street  in   New  Bedford. 

International  Railway,  Buffalo,  N.  Y. — Plans  are  being 
made  by  this  company  to  double-track  its  line  on  Virgil  Ave- 
nue as  far  as  Kenmore  Avenue  in  Buffalo. 

Ithaca  (N.  Y.)  Traction  Corporation. — This  company  is 
making  surveys  of  the  Mitchell  Street  and  Stewart  Avenue 
lines  in  Ithaca. 

Wallkill  Transit  Company,  Middletown,  N.  Y.— Plans  are 
being  considered  by  this  company  for  an  extension  from  Mid- 
way Park  to  connect  with  the  extension  of  the  Newburgh 
line  from  its  Walden  terminal,  and  taking  in  the  towns  in  the 
adjacent  territory,  including  Maybrook,  Montgomery  and 
Campbell  Hall. 

Long  Island  Railroad,  New  York,  N.  Y. — President  Ralph 
Peters,  of  this  company,  has  replied  favorably  to  an  inquiry 
made  by  the  Public  Service  Commission  as  to  whether  his 
company  would  entertain  a  proposition  on  behalf  of  the 
City  of  New  York  for  the  extension  of  the  City  Rapid 
Transit  Railroad  from  Corona  to  and  through  Flushing,  by 
making  a  connection  with  its  tracks  at  a  point  in  Flushing 
Meadows,  near  the  interlocking  tower,  at  Flushing  Junction; 
thence  over  its  tracks  on  the  Whitestone  Branch,  by  way  of 
Flushing  (Bridge  Street),  to  Whitestone,  and  by  way  of 
Flushing  (Main  Street)  to  the  city  limits,  at  Little  Neck. 
Mr.  Peters  in  his  reply  says  he  is  willing  to  co-operate  with 
the  city  in  providing  such  service  by  permitting  the  use  of 
his  company's  tracks  through  the  territory  described. 

New  York,  N.  Y. — New  bids  are  desired  April  9  by  the 
Public  Service  Commission,  First  District,  154  Nassau 
Street,  for  the  construction  of  Section  4  of  the  routes  4  and 
.36,  a  part  of  the  Broadway,  Fourth  Avenue  Rapid  Transit 
Railroad  in  Manhattan.  The  work  consists  of  a  two,  four 
and  six  track  underground  railroad  northerly  under  Seventh 
Avenue,  from  Fifty-first  Street  to  Fifty-ninth  Street,  and 
easterly  under  Fifty-ninth  Street  to  a  point  22  ft.  west  of 
westerly  building  line  of  the  Seventh  Avenue  extended. 

Geneva,  Auburn  &  Seneca  Falls  Railroad,  Seneca  Falls, 
N.  Y. — Plans  are  being  made  by  this  company  to  double- 
track  its  line  from  the  Seneca  Street  switch  to  the  New 
York    Central    crossing    in    Geneva. 

Asheville  Power  &  Light  Company,  Asheville,  N.  C. — An 
extension  of  its  railway  lines  in  Kenilworth  Park  in  Ashe- 
ville is  being  planned  by  this  company. 

*AIamance,  Durham  &  Orange  Railway  &  Electric  Com- 
pany, Burlington,  N.  C. — This  company,  the  incorporation  of 
which  is  announced  elsewhere  in  this  issue,  is  making  plans 
to  begin  work  soon  on  the  proposed  49-mile  electric  line 
from  Ossipee  to  Durham.  The  route  includes  58  villages.  It 
is  stated  that  interests  connected  with  the  Piedmont  Trust 
Company  and  the  North  State  Realty  Company,  both  with 
headquarters  at  Burlington,  and  their  interests  are  back  of 
the  railway  plan,  also  that  after  the  charter  is  obtained  the 
several  counties  to  be  traversed  will  be  asked  to  call  elections 
on  proposed  bond  issues  to  make  subscriptions  to  the  stock 
of  the  railway  company.  Junius  Harden,  Burlington,  is 
among  those  interested. 

Consolidated  Railways,  Light  &  Power  Company,  Wil- 
mington, N.  C. — First  rails  have  been  laid  by  this  company 
from  its  loop  at  the  entrance  to  the  Navy  Yard  toward  North 
Charleston,  a  distance  of  2  miles. 

Pictou  County  Electric  Company,  Ltd.,  S^ellarton,  N.  S. — 
Work  will  be  begun  about  April  1  on  the  extension  to 
Parkdale. 

Northern  Ohio  Traction  Company,  Akron,  Ohio.  —  New 
track  will  soon  be  laid  by  this  company  on  West  Tuscarawas 
Street  in  Canton.  A  90-lb.  T-rail  on  steel  ties  and  concrete 
foundation  will  be  used  for  the  new  track.  Plans  are  going 
forward  whereby  work  will  soon  be  begun  on  both  the  Ar- 
lington Street  line  from  Spicer  Street  to  Market  Street  and 
the  extension  of  the  East  Exchange  Street  line  in  Akron. 

Cleveland,  Ohio. — Residents  of  the  eastern  section  of 
Cleveland,  Ohio,  are  urging  the  extension  of  the  Payne 
Avenue  line  to  connect  with  the  105th  Street  line.  Street 
Railway  Commissioner  Peter  Witt  is  opposing  this  on  the 
ground  that  the  cost  will  be  $25,000.  He  informed  a  meeting 
of  the  citizens  that  he  would  under  no  condition  approve  of 


the  extension.  Conferences  relating  to  the  proposed  new 
East  Cleveland  franchise  have  been  postponed  until  arrange- 
ments are  complete  for  improvements  on  Euclid  Avenue. 

Dayton,  Ohio. — It  is  reported  that  the  electric  railway 
companies  of  Dayton,  Ohio,  will  spend  $100,000  this  season 
in  the  construction  of  tracks  and  plans  for  rerouting  cars. 
At  a  conference  of  the  presidents  of  the  companies  on 
March  10  plans  were  tentatively  arranged  for  rerouting  in 
order  to  allow  the  changes  that  have  been  planned  on  Main 
Street,  between  Monument  and  Fifth  Streets  in  Dayton. 

Ohio  Valley  Traction  Company,  Portsmouth,  Ohio. — Con- 
tracts are  being  awarded  by  this  company  to  build  the  ex- 
tension from  Sciotoville  to  Ironton. 

New  Castle  Traction  Company,  Youngstown,  Ohio. — 
Plans  are  being  considered  by  this  company  to  build  a  line 
on  Atlantic  Avenue  and  also  to  construct  a  terminal  loop 
on  the  public  square  in  New  Castle. 

Oklahoma  &  Interstate  Railway,  Oklahoma  City,  Okla. — 

Plans  are  being  made  by  this  company  to  award  contracts 
and  to  begin  work  within  the  next  sixty  days  on  the  1.30- 
mile  line  to  connect  Columbus,  Galena,  Baxter  Springs, 
Miami,  Centralia,  Collinsville  and  Tulsa.  Surveys  have  been 
completed  between  Columbus  and  Baxter  Springs  and  are 
now  under  way  between  Columbus  and  Tulsa.  John  R. 
Rose,  Oklahoma  City,  president.  W.  K.  Palmer,  Kansas 
City,  chief  engineer.        [Feb.   13,  '15.] 

Aylmer,  Ont. — A  by-law  will  be  submitted  to  the  rate- 
payers in  the  near  future,  authorizing  the  guarantee  of 
their  share  of  the  bonds  of  the  proposed  hydro  radial 
from  Tillsonburg  to  London. 

Hamilton,  Ont. — The  Board  of  Control  has  decided  to  ask 
the  Provincial  Hydro-Electric  Railway  to  survey  route  for 
radial  line  from  Hamilton  to  Fort  Erie. 

Ottawa  &  St.  Lawrence  Electric  Railway,  Ottawa,  Ont. — 

It  is  reported  that  work  will  soon  be  begun  by  this  com- 
pany on  the  Perth  and  Smith  Falls  section  of  this  projected 
railway.  The  line  will  extend  through  Rideau  Ferry,  and 
not  as  originally  planned.     [Feb.  20,  '15.] 

Toronto,  Barrie  &  Orillia  Railway,  Toronto,  Ont. — This 
company  has  applied  to  the  Ontario  Legislature  to  authorize 
the  reduction  of  their  capital  stock  and  for  an  extension  of 
time  for  the  building  of  the  projected  line  in  Barrie,  Ont., 
northerly  to  Orillia  and  southerly  to  Toronto. 

*Toronto,  Ont. — Plans  are  being  considered  by  citizens  in 
and  around  Baysville,  Ont.,  for  the  construction  of  a  Hydro- 
Electric  Radial  Railway  from  Bracebridge  through  to  the 
Wa  Wa  Hotel  and  ultimately  extending  to  the  Algonquin 
Park  headquarters  in  the  Muskoka  district.  The  project 
has  been  endorsed  by  the  Council  and  Board  of  Trade  of 
Bracebridge  and  by  the  Councils  of  Baysville,  Sherbourne, 
Nightingale  and  Clintock  Townships.  The  projected  line 
from  Bracebridge  to  the  Wa  Wa  will  be  about  24  miles,  and 
power  can  be  easily  secured  from  any  one  of  the  numerous 
falls  along  the  river.  There  are  no  engineering  difficulties 
in  the  way.  Sir  Adam  Beck  has  promised  to  give  the  mat- 
ter every  consideration. 

Niagara,  St.  Catharines  &  Toronto  Railway,  St.  Cathar- 
ines, Ont. — Plans  are  being  made  by  this  company  to  build 
an  extension  on  Bridge  Street  of  the  Falls  division  from 
Erie  to  Victoria  Avenue,  in  Niagara  Falls. 

Willamette  Valley  Southern  Electric  Railway,  Portland, 
Ore. — This  company  has  placed  in  operation  its  line  be- 
tween Oregon  City,  Beaver  Creek,  Mulino,  Molalla  and 
Mount  Angel.    G.  B.  Dimmick,  president.     [Jan.  2,  '15.] 

Easton  (Pa.)  Transit  Company. — During  the  next  few 
weeks  this  company  plans  to  rebuild  its  track  on  its  South 
Side  line,  a  distance  of  about  3  miles,  using  creosoted  ties  and 
110-lb.  Dudley  section  T-rail.  These  rails  are  manufactured 
by  the  Bethlehem  Steel  Company. 

Conestoga  Traction  Company,  Lancaster,  Pa. — Surveys 
have  been  completed  by  this  company  for  a  new  line  13 
miles  in  length  to  be  a  branch  of  the  Lancaster  and  Coates- 
ville  division.  The  new  line  will  begin  about  1  mile  east  of 
Conestoga  Park,  near  Millinger's  Church,  follow  along  the 
old  turnpike  to  the  Horse  Shoe  Road,  and  along  it  to  Witmer, 
whence  it  will  cross  the  country  to  Bird-in-Hand,  and 
thence  along  the  old  Philadelphia  turnpike  to  Intercourse. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


609 


•New  Castle,  Pa. — James  L.  Freeble,  Pittsburgh,  and  as- 
sociates are  considering  plans  to  build  an  electric  railway 
from  the  corner  of  Haywood  Street  in  Farrell  to  Mercer  and 
New  Castle. 

Monongahela  (Pa.)  Railways. — Hereafter  the  company  op- 
erating the  railroad  between  Brownsville  and  Fairmont,  W. 
Va.,  will  be  known  as  the  Monongahela  Railways  Company, 
the  name  having  been  officially  changed  from  the  Mononga- 
hela Railroad  Company  the  first  of  this  month.  The  work  of 
completing  the  line  near  Fairmont  is  now  in  progress  and 
it  is  expected  that  service  will  be  established  in  the  near 
future. 

Eastern  Pennsylvania  Railways,  Pottsville,  Pa.  —  An- 
nouncement has  been  made  by  this  company  of  the 
abandonment  of  plans  by  the  company  to  build  an  electric 
railway  over  Broad  Mountain  to  connect  Pottsville  with 
Shenandoah.  This  line  will  now  be  constructed  by  the 
Schuylkill  Electric  Railway. 

Reading  Transit  &  Light  Company,  Reading,  Pa. — Im- 
provements to  its  lines  in  and  about  Reading,  which  are  ex- 
pected to  cost  about  $200,000,  will  be  begun  by  this  company 
as  soon  as  the  weather  permits. 

Montreal  &  Southern  Counties  Railway,  Montreal,  Que. — 
Work  will  be  begun  soon  on  the  extension  to  Youville 
Square  in   Montreal. 

Ogden,  Logan  &  Idaho  Railway,  Ogden,  Utah. — The 
stockholders  of  this  company  have  authorized  the  issue  of 
bonds  for  extension  and  other  improvements  on  the  com- 
pany's lines  in  the  sum  of  $10,000,000.  It  is  said  that  the 
company  will  use  $2,000,000  to  pay  off  present  obligations 
and  to  make  immediate  extensions,  the  remainder  being  re- 
served for  future  corporate  purposes.  Included  in  the  work 
which  is  contemplated  for  the  future  is  the  construction  of  an 
interurban  extension  to  Preston,  Idaho. 

Clarkston,  Wash. — A.  G.  Nortz,  promoter  of  the  proposed 
electric  railway  through  the  Lewiston-Clarkston  Valley, 
has  announced  that  construction  on  the  line  will  be  begun 
at  once.  The  contract  has  been  awarded  to  Edward  Mc- 
Garry,  Lewiston,  to  build  the  section  of  the  line  across 
the  Snake  River.     [Jan.  19,  '15.] 

SHOPS    AND    BUILDINGS 

Brantford  (Ont.)  Municipal  Railway. — The  commissioners 
have  approved  of  this  company's  plans  for  a  new  passenger 
station  to  be  built  on  the  site  of  the  old  powerhouse  on  Col- 
borne  Street  in  Brantford.  Work  on  the  station  will  proba- 
bly be  started  at  once. 

Hershey  (Pa.)  Transit  Company. — This  company's  new 
carhouse  in  Hershey  is  nearing  completion. 

Columbia  Railway,  Gas  &  Electric  Company,  Columbia, 
S.  C. — This  company  has  awarded  a  contract  to  the  Shand 
Engineering  Company  to  build  a  new  carhouse  at  Main 
Street  and  Rice  Street  in  Columbia. 

POWER   HOUSES   AND   SUBSTATIONS 

Ohio  Light  &  Power  Company,  Shawnee,  Ohio. — Within  the 
next  two  months  this  company  expects  to  erect  new  substa- 
tions in  Shawnee  and  Straitsville  for  the  purpose  of  distrib- 
uting electricity  received  from  the  Newark  plant.  When 
completed  the  local  plant  will  be  closed  down. 

Oil  Belt  Terminal  Railroad,  Oklahoma  City,  Okla. — Plans 
are  being  made  by  this  company  to  build  a  liew  power  plant 
on  Lagoon  Creek,  between  Oilton  and  Jennings,  Okla.  Frank 
Brown,  president.     [Oct.  17,  '14.] 

Reading  (Pa.)  Transit  Company. — An  order  has  been 
placed  by  this  company  with  the  Westinghouse  Electric  & 
Manufacturing  Company  for  three  185-kva.,  single-phase, 
sixty-cycle,  2300-volt  high  tension,  rotary  low  tension,  out- 
door type  O.  I.  S.  C.  transformers. 

Southwestern  Traction   Company,   Temple,   Tex. — A   new 

substation  is  being  built  by  this  company  in   the  western 
section  of  Temple. 

Parkersburg,  Marietta  &  Interurban  Railway,  Parkers- 
burg,  W.  Va. — Work  will  be  begun  in  the  spring  by  this  com- 
pany on  a  new  generating  station  to  take  the  place  of  the 
present  power  house  in  Parkersburg.  Sanderson  &  Porter, 
New  York  City,  engineers,  are  expected  to  have  preliminary 
details  ready  within  sixty  days. 


Manufactures  and  Supplies 


ROLLING   STOCK 

Toronto  (Ont.)  Civic  Railway  is  considering  the  purchase 
of  ten  more  cars  at  a  cost  of  $100,000. 

Illinois  Traction  System,  Peoria,  111.,  has  ordered  from  the 
Haskell  &  Barker  Car  Company  fifty  hopper  bottom  gondola 
cars,  fifty-ton  capacity. 

Brantford  (Ont.)  Municipal  Railway  has  ordered  three 
single-truck  pay-as-you-enter  city  cars  from  the  Preston 
Car  &  Coach  Company,  Ltd.,  Preston,  Ont. 

Toronto  (Ont.)  Railway  on  March  8  placed  in  operation 
seven  cars  fitted  with  cross  seats.  Only  one  of  the  cars  is 
new,  the  others  being  old  cars  remodeled  and  reconstructed. 

Alberta  &  Great  Waterways  Railways,  Winnipeg,  Man.. 
Can.,  has  purchased  two  McKeen  55-ft.  steel  combined  pas- 
senger-baggage 200-hp  gasoline  motor  cars  for  service  in 
northwestern  Alberta. 

New  York  State  Railways,  Rochester,  N.  Y.,  noted  in  the 
Electric  Railway  Journal  of  March  13,  1915,  as  asking 
for  bids  on  one  sample  car,  has  ordered  this  equipment  from 
the  G.  C.  Kuhlman  Car  Company. 

Ogdensburg  (N.  Y.)  Street  Railway,  noted  in  the  Elec- 
tric Railway  Journal  of  Feb.  27,  1915,  as  expecting  to 
purchase  four  one-man  cars,  has  ordered  this  equipment 
from  the  Wason  Manufacturing  Company. 

Carolina  &  Yadkin  River  Railway,  High  Point,  N.  C,  has 
ordered  from  the  Southern  Car  Company  one  electric  loco- 
motive for  the  purpose  of  moving  cars  over  the  tracks  of 
the  North  Carolina  Public  Service  Company  in  the  city  of 
High  Point. 

Boston  &  Worcester  Street  Railway,  Boston,  Mass.,  noted 
in  the  Electric  Railway  Journal  of  March  6,  1915,  as  ex- 
pecting to  purchase  new  cars,  has  ordered  five  interurban 
closed  cars  from  the  Osgood-Bradley  Car  Company,  and  five 
open  cars  from  the  Wason  Manufacturing  Company.  The 
open  cars  will  be  equipped  with  rattan  seats. 

Ogden,  Logan  &  Idaho  Railway,  Ogden,  Utah,  has  ordered 
a  50-ton  Baldwin-Westinghouse  electric  locomotive.  This  lo- 
comotive will  be  quipped  with  Westinghouse  field  control  No. 
562-A-5  motors  and  type  HLF  control,  arranged  for  full 
speed  operation  on  750  or  1500  volts.  The  locomotive  will  be 
used  for  freight  service  and  with  25  per  cent  adhesion  will 
exert  a  maximum  tractive  effort  of  25,000  lb. 

TRADE    NOTES 

Fairmont  Machine  Company,  Fairmont,  Minn.,  has  changed 
its  name  to  the  Fairmont  Gas  Engine  &  Railway  Motor  Car 
Company. 

Carlton  R.  Mabley,  for  the  past  five  years  general  manager 
of  the  R.  I.  V.  Ball  Bearing  Company,  has  joined  the  selling 
organization  of  the  S.K.F.  Ball  Bearing  Company. 

Tool  Steel  Gear  &  Pinion  Company,  Cincinnati,  Ohio,  has 
received  an  order  for  gears  and  pinions  for  the  four  new 
cars  which  have  recently  been  ordered  by  the  Kansas  City, 
Clay  County  &  St.  Joseph  Railway. 

American  General  Engineering  Company,  New  York, 
N.  Y.,  has  secured  a  renewal  contract  on  its  A.  G.  E.  rein- 
forced trolley  wheels  for  the  1915  requirements  of  the 
Brooklyn  (N.  Y.)  Rapid  Transit  Company. 

G.  Drouve  Company,  Bridgeport,  Conn.,  has  received  an 
order  for  "anti-pluvius"  puttyless  skylights  and  "straight- 
push"  sash  operators  for  the  new  group  of  buildings  which 
the  Stone  &  Webster  Engineering  Corporation  is  construct- 
ing for  the  Massachusetts  Institute  of  Technology,  Boston, 
Mass. 

Titanium  Alloy  Manufacturing  Company,  Niagara  Falls, 

N.  Y.,  advises  that  the  United  Railways  of  St.  Louis  has 
placed  contracts  for  the  following  open  hearth  titanium 
treated  rails  to  be  rolled  during  the  second  quarter  of  this 
year:  with  the  Lorain  Steel  Company,  1400  tons;  with  the 
Illinois  Steel  Company,  1350  tons;  with  the  Pennsylvania 
Steel  Company,  800  tons.  The  Los  Angeles  (Cal.)  Railway 
has  also  ordered  from  the  Lorain  Steel  Company  500  tons 
and  from  the  Pennsylvania  Steel  Company  1000  tons.     All 


610 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  12 


of  these  rails  are  to  be  treated  with  0.1  per  cent  titanium, 
added  in  the  form  of  ferro  carbon-titanium. 

Prepayment  Car  Sales  Company,  New  York,  N.  Y.,  held  its 
annual  meeting  on  March  16,  and  the  president's  report 
showed  that  a  very  satisfactory  business  had  been  done  dur- 
ing the  past  year.  Reference  was  made  to  the  development 
of  safety  devices  in  connection  with  car  door  and  step  oper- 
ating mechanism  and  the  further  development  of  pneumatic 
(devices  for  electric  railway  and  interurban  cars.  The  report 
further  states  that  owing  to  the  increase  in  business  during 
the  past  year  the  company  had  taken  over  full  control  of  its 
sales,  with  its  own  special  representatives,  and  had  cancelled 
the  sales  agency  of  the  Electric  Service  Supplies  Company, 
which  theretofore  was  general  sales  agent  for  the  company. 

Thomas  R.  Woulfe  has  resigned  as  manager  of  the  light 
and  power  department  of  the  Cleveland,  Southwestern  &  Co- 
lumbus Railway,  effective  April  1,  1915.  He  will  enter  into 
partnership  with  Frank  B.  Rae,  at  present  consulting  engi- 
neer, 315  Engineers'  Building,  Cleveland,  under  the  name  of 
the  Rae-Woulfe  Company,  consulting,  electrical  and  mechan- 
ical engineers.  Mr.  Woulfe  has  held  his  present  position  for 
three  years.  He  was  formerly  superintendent  of  the  gas  and 
electric  property  of  the  Illinois  Northern  Utility  Company  at 
Sterling,  111. 

Westinghouse    Electric   &    Manufacturing    Company    has 

received  the  following  orders  for  electrical  equipment:  Cor- 
pus Christi  Street  &  Interurban  Railway,  No.  323  motors 
and  K  control;  Burlington  (Vt.)  Traction  Company,  No.  101- 
B-2  motors  and  K-28-B  control;  Tidewater  Power  Company, 
Wilmington,  N.  C,  No.  323-A  motors  and  K-IO-J  control. 
The  Shore  Line  Electric  Company  has  ordered  ten  double 
truck  cars  from  the  Wason  Manufacturing  Company,  to  be 
equipped  with  Westinghouse  No.  632-B  M  ventilated  mo- 
tors and  type  HL  control.  The  Charleston  &  Interurban 
Traction  Company  will  soon  place  in  service  six  new  passen- 
ger cars  equipped  with  Westinghouse  No.  306  motors  and 
K-36-J  control. 

Union  Switch  &  Signal  Company,  Swissvale,  Pa.,  at  the 
annual  meeting  of  its  stockholders  on  March  9  in  the 
Westinghouse  Building,  Pittsburgh,  Pa.,  elected  the  fol- 
lowing directors:  J.  D.  Callery,  J.  J.  Donnell,  William 
McConway,  J.  R.  McCune,  J.  R.  McGinley,  M.  S.  Rosenwald, 
T.  W.  Siemon,  W.  D.  Uptegraff  and  H.  H.  Westinghouse. 
The  newly  elected  directors  later  went  into  executive  session 
and  chose  the  following  officers  for  the  ensuing  year:  Presi- 
dent, Mr.  Uptegraff;  vice-president  and  treasurer,  Mr.  Sie- 
mon; secretary  and  assistant  treasurer,  Thomas  S.  Grubbs; 
assistant  secretary,  G.  F.  White.  The  new  executive  com- 
mittee that  was  appointed  is  composed  of  Messrs.  Callery, 
Donnell,  McCune,  Siemon  and  Uptegraff. 

Mcintosh  &  Seymour  Corporation,  Auburn,  N.  Y.,  has  two 
of  its  new  Diesel  type  oil  engines  on  exhibition  at  the  Palace 
of  Machinery  at  the  Panama-Pacific  Exposition.  The  larger 
of  these  oil  engines  is  of  525  brake-hp  and  is  the  largest  and 
most  powerful  of  its  class  in  the  exposition.  It  is  using  fuel 
oil  supplied  at  the  header  of  Machinery  Palace.  At  the  price 
of  92  cents  per  barrel  of  42  gal.  this  fuel  will  give  about  850 
brake-hp  hr.,  or  say  525  kw-hr.,  at  a  cost  of  $1.  The  madhine 
is  of  the  four-cylinder  type,  and,  operating  on  the  four-stroke 
cycle,  develops  this  power  at  165  r.p.m.  The  smaller  Diesel 
engine  shown  by  the  Mcintosh  &  Seymour  Corporation  is  a 
four-cylinder  set  of  280-brake-hp  capacity  designed  to  turn 
at  200  r.p.m.  In  character  it  is  distinguished  from  the  larger 
set  chiefly  by  its  greater  compactness  due  to  the  higher  run- 
ning speed. 

Royal  Manufacturing  Company,  Rahway,  N.  J.,  announces 
that  hereafter  it  will  sell  its  cotton  and  wool  waste  under 
guarantees  that  are  asserted  to  be  new  in  this  field.  One 
guarantee  is  that  the  purchaser  will  always  get  exactly  what 
he  orders.  This  will  be  accomplished  by  providing  the  cus- 
tomer with  a  sampling  folder  which  contains  six  white  and 
six  colored  grades  of  cotton  waste.  A  second  guarantee  is 
that  the  tare  of  "Royal"  waste  will  be  limited  to  6  per  cent, 
the  company  refunding  the  difference  on  all  bales  upon  which 
the  tare  is  overweight.  A  third  guarantee  is  that  of  furnish- 
ing bales  to  exact  weight.  The  determination  of  the  com- 
pany to  conduct  its  business  on  a  high  plane  is  shown  also 
in  the  adoption  of  a  trade-mark,  "Our  Waste  Is  Your  Gain," 
in  the  stamping  of  the  word  "Royal"  on  each  steel  band  and 


the  adoption  of  the  phrase  "Look  for  the  Brand  on  Each 
Steel  Band."  The  packing  of  the  bales  has  been  standard- 
ized, clean,  light  burlap  and  new  steel  bands  being  used  in- 
stead of  rope  or  shabby  burlap. 

James  Walker  and  George  H.  Cressler  have  announced 
their  association  under  the  firm  name  of  Walker  &  Cressler, 
consulting  engineers,  with  offices  at  742  First  National  Bank 
Building,  Chicago.  Mr.  Walker  has  been  engaged  in  con- 
sulting practice  in  Chicago  for  ten  years,  being  identified 
during  that  period  with  work  in  connection  with  the  Chicago 
Elevated  Railways,  the  Chicago  Surface  Lines,  the  Chicago 
Association  of  Commerce  Committee  of  Investigation  on 
Smoke  Abatement  and  Electrification  of  Railway  Terminals, 
various  electric  railroad,  lighting  and  power  companies,  and 
financial  institutions  interested  in  public  utility  properties. 
Mr.  Cressler  has  been  the  past  ten  years  vice-president  and 
chief  engineer  of  the  Kerr  Murray  Manufacturing  Company, 
Fort  Wayne,  Ind. 

Southwark  Foundry  &  Machine  Company,  Philadelphia, 
Pa.,  announces  that  it  has  secured  the  exclusive  United 
States  license  to  manufacture  the  Harris  valveless  engine, 
Diesel  principle,  which  will  hereafter  be  known  as  the  South- 
wark-Harris  valveless  engine.  The  engine  will  be  built  in 
sizes  from  75  brake-hp  to  1000  brake-hp  for  both  marine  and 
stationary  service.  The  recent  extensive  improvements 
which  the  company  has  made  to  its  plant  and  equipment  in- 
sure the  proper  facilities  for  the  manufacture  of  this  engine. 
The  company  has  added  to  its  engineering  staff  Leonard  B. 
Harris,  the  inventor  of  the  Harris  valveless  engine,  as  con- 
sulting engineer  and  naval  architect,  and  his  extensive  expe- 
rience in  power  engineering,  especially  in  the  marine  field, 
will  be  available  for  all  prospective  customers.  J.  P.  John- 
ston, who  has  been  interested  in  and  connected  with  the  de- 
velopment of  the  Harris  valveless  engine,  will  also  be  asso- 
ciated with  the  company  in  charge  of  its  oil  engine  sales. 
The  Southwark  Foundry  &  Machine  Company  will  also  con- 
tinue to  manufacture  a  full  line  of  steam  turbines,  d.c.  and 
a.c.  generators,  centrifugal  air  compressors,  centrifugal 
blowers,  turbine  pumps,  hydraulic  pumps,  hydraulic  presses, 
steam  hydraulic  presses,  surface,  jet  and  barometric  con- 
densers and  air  pumps. 

ADVERTISING  LITERATURE 

Economy  Welding  Machine  Company,  Kansas  City,  Mo., 

has  issued  a  catalog  which  describes  and  illustrates  its 
portable  welding  outfits  which  are  equipped  with  welding  and 
carbon  remover  torches. 

Whiting  Foundry  Equipment  Company,  Harvey,  111.,  has 
issued  a  large  sheet  which  contains  a  reprint  of  the  rules 
for  safely  operating  cranes  as  issued  by  the  National  Foun- 
ders' Association. 

Chicago  Pneumatic  Tool  Company,  Chicago,  IlL,  has  is- 
sued Bulletin  E-35,  which  supersedes  Bulletin  D-30,  and 
which  describes  and  illustrates  its  Universal  electric  drill 
for  operating  on  direct  or  alternating  current. 

Ohio  Brass  Company,  Mansfield,  Ohio,  in  its  January- 
February,  1915,  0-B  bulletin  illustrated  several  of  the  diffi- 
cult features  of  overhead  work  constructed  by  the  Memphis 
(Tenn.)  Street  Railway,  in  which  O.  B.  overhead  materials 
are  used. 

Atlas  Preservative  Company  of  America,  New  York,  N.  Y., 
has  issued  a  catalog  describing  its  methods  for  using  "Atlas 
A"  weed  killer  and  track  preservative.  Through  the  elimina- 
tion of  track  vegetation  the  performance  of  section  gangs 
is  confined  by  the  aid  of  this  method  to  the  essential  upkeep 
of  track  structure  without  the  usual  interruptions  that  result 
from  the  necessity  of  removing  vegetation.  The  equipment 
for  sprinkling  the  weed-killer,  photographs  of  which  are 
shown  in  the  catalog,  consists  of  one  or  more  tank  cars 
fitted  with  spraying  apparatus  and  all  necessary  accessories 
for  handling  the  chemical.  The  catalog  contains  a  number 
of  pairs  of  illustrations  taken  on  several  railroads  showing 
their  weed-infested  condition,  before  applying  the  preserva- 
tive, and  their  total  absence  from  vegetation  several  months 
after  application,  which  are  self-explanatory  in  demonstrat- 
ing the  effectiveness  of  the  weed  killer.  A  repellent  com- 
pound, designed  to  prevent  cattle  from  grazing  on  the  treated 
area,  is  used  wherever  advisable  and  is  included  in  the 
service  given. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


59 


Traffic  Direction  Block  System 

of  automatic  signaling  for  Electric  Railw^ays 


Style  "B"  Semaphore  Signals  at  Passing  Siding,  Ohio  Electric  Railway. 

This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  com- 
bines the  maximum  of  safety  and  efficiency 
with  the  least  amount  of  apparatus. 

Zit  mnism  ^ttiitcf)  Sc  Signal  Co. 


Trade 
Mark 


SWISSVALE,   PA. 


Hndson  Terminal  BldK. 
NEW  YORK 
Canadian  Express  Bids.       Candler  Annex 
MONTREAL  ATLANTA 


Peoples  Gas  Bids. 
CHICAGO 
Railway  Exchanee  Bids.  Pacific  Bldg. 

ST.  LOUIS  MO.  SAN  FRANCISCO 


Represented  by  tlie  GENERAL  ELECTRIC  CO.  in  Australasia,  South  Africa  and  Argentina 


Trade 

eg 

Mark 


60 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Baixl^ers^  E^i\gitveei"« 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

ENTIRE   ISSUES   PURCHASED 

N.  W.  HALSEY  &  CO. 

Xew  York         Boston         Philadelpliia        Chicago        San  Francisco 


THE J'GWHITE  COMPANIES 


FINANCIERS 
MANAGERS 

43  Exchange  Place 
Chicago 


ENGINEERS 
OPERATORS 

NEW  YORK 


San  FranciKO 


The  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL  — MECHANICAL 

105   SOUTH    LA  SALLE    STREET 

CHICAGO 


2:n0inecr0, 

115   BROADWAY 
New  Orleans  tIK'W  YORK        San  Francisco 


ALBERT  S.   RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER    POLYTECHNIC    INSTITUTE 

WORCESTER.    MASSACHUSETTS 

The  Economical  Production,  Distribution  and  Application  of  Power; 

Transportation  Efficiency;  Physical  Rspofts;  Electrolysis  Investigations; 

Estimates;  Designs;  Specifications;  Tests 


D.  C.  &  WM.  B.  JACKSON 


ENGINEERS 

CHICAGO 
HARRIS   TRUST    BLDG. 


BOSTON 
248   BOYLSTON   ST. 


Plans,  Specifications,  Supervision  of  Construction 

General    Sttperintendence    and    Management 

Examinations  and  Reports 

Financial    Investigations   and    Rate   Adjustments 


A 

Stone  &  Webster  Engineering  CoRPORffrioN 


Constructing  Engineers 


New  YORK 


bOSTON 


CHICAGO 


lUibort  W.  Hunt       .Tno.  J.  Cone       Jas.  C.  Ilallsted       D.  W.  McXaugher 

ROBERT  W.  HUNT  &  CO.,  Engineers 

BUREAU    OF    INSPECTION    TESTS    &    CONSULTATION 

Inspection  and  Test  oi  all    Electrical    Equipment 

XEW  YOKK.  ilO  West  St.  ST.   LOUIS,   Syndicate  Trust  Bldg. 

C    IC.\<;0.   2200  Insurance  Exchange. 
PITTSBUKGii,   Muuougabela  Bk.  Bldg. 


ALBERT  B.  HERRICK 

Enffiriffr    to    Elect ric    Railway    Proporties 

for    (ireater    Krticiency    in 

TransniisBion    Power    Production    and 

E(|iii|>inent    Maintenance 

Electrolysis    Surveys   and    Hernedlai    Measures    Applied 

Sole    Owner    of    Autographic    Patents    for    Kail  way    Testing 

Office  and  Laboratory.  245  West  22d  Street  New  York  City 


H.     E.    GREIMS    CORPORATION 

EXAMINERS  OF  PUBLIC  UTILITIES 

AUDITS— SYSTEMS— APPRAISALS— EXAMINATIONS          1 

TWENTY-riBST    FLOOR.    WOOUWORTH    BUILDING 

NEW    YORK 

WOODMANSEE&  DAVIDSON, 

Inc. 

ENGINEERS 

MILWAUKEE                         CHICAGO 

Wells  Bldg.              1st  National  Bank  Bldg.                11 

SANDERSON  &  PORTER 

Engineers  iEe  Contractors 

REPORTS  •  DESIGNS  "  CONSTRUCTION  -MANAGEMENT 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY.  LIGHT  SOT  POWER  PROPERTIES 

Ntw  York  San  Fp»Nrisco 


EDWARD 

P.  BURCH                 III 

Consulting  Engineer                     || 

APPRA 

SALS    OF 

STEAM  AND  ELECTRIC    RAILWAYS          1 

Plymouth     Building 
Dime    Bank   Building 

MInneapollt,    Minn. 
Detroit,   Mich. 

M.  H.  HOVEY,  Consulting  Signal  Engineer 

•146  Wasliington   Illilg.     M.XPISON.  WlSf. 

B       Investigations,    Planji,    .Si)ecilicalinn';,    Kstini.Ttis    and     \'a]uatir»ns. 


ANTHONY  J.  BEMIS 

CONSULTING  ENGINEER 

Reports,  Valuations  and  Estimates,  Efficiency  Investigations 

Construction  and  Operation  Railway 
and  Lighting  Properties 


New  York  Life  Bldft. 


Chicago,  111. 


ELECTRICAL    TESTING     LABORATORIES,     INC. 

Electrical,    Photometrical    and 

Mechanical  Testing. 

80th   Street   and   East   End   Ave.,   New  York,   N.   Y 


1 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


61 


g  arvl^era  ^  E^ivgirveervs 


American  Bridge  Company 

Hudson Terminal-30  Church  Street,  New^ork 


'\ManuTacturers  oJ- Steel  Structures  of  all  classes 
particularly  BrIDGES  and 


^:v- 


NEW  YORK,  N.  Y, 

Philadelphia,  Pa. ,  Penniylraiua  Building 
Boston,  Mass.  .  .  John  Hancock  BIdg. 
Baltimore,  Md. ,  Continental  Trust  BIdg. 
PITTSBURGH,  PA.  .  .  Frick  Building 
Rochester,  N.  Y.  ...  Powers  Block 
Buffalo,  N.  Y.  .  Marine  National  Bank 
Cincinnati,  Ohio  .  Union  Trust  Building 
Atlanta,  Ga,  ....  Candler  Building 
Cleveland,  Ohio  .  Rockefeller  Building 
Detroit,  Mich.,  Beecher  Ave.&M.C.R.R. 


SALES  OFFICES 
30  Church  Street      CHICAGO,  ILL.,  208  South  U  Salle  St. 
St.  Louis,  Mo.,   Third  Nal'I  Bank  BIdg. 
Denver,  Colo.,  First  Nat'l  Bank  Building 
Salt  Lake  City,  Utah,  Walker  Bank  BIdg. 

Duluth,  Minn Wolvin  Building 

Minneapolis,  Minn.,  7th  Ave  &2nd  St.,S.  E. 


Pacific  Coast  Representative: 
U.S.Steel  ProduclsCo.  Pacific  CoastOept. 
SAN  FRANCISCO,  CAL.,  Rialto  Building 
Portland,  Ore.  ....  Selling  Building 
Seattle.  Wash., 4th  Ave. So. Cor. Conn. St. 


Export  Representative: 
United  States  Steel  Products  Co.,  30  Church  St.,  N.  Y. 


A.  L.  DRUM  &  COMPANY 

CONSULTING  AND  CONSTRUCTING  ENGINEERS 

ELECTRICAL  •  CIVIL  -  MECHANICAL 

PHYSICAL   AND  FINANCIAL  REPORTS 

American  Trust  Buflding  CHICAGO 


Drummond's  Detective  Agency 

\  ciuiu-ter  of  a  centuiy  in  business. 
A.  L.  DltUMMOND,  Gen.  Mgr.,  E.\-Chief  U.  S.  Secret  Service 

Park  Row  and  Ann  St.,  New  York 
Inside  Work  Strike  Breaking 

Checking  Investigating  of  Claims 


THE  P.  EDW.  WISCH  SERVICE 
Suite  1710                         DETECTIVES  Suite  715 

Park  Row  BIdg..  New  York    Board  of  Trade  BIdg..  Boston 


EGULICK-HENDERSON  CO. 
Incpactlon  Railway  Equlpmsnt  A  Malorlals 
TSBURCH  CHICAGO  NEW  YORK 


ROOSEVELT    &   THOMPSON 
71  Broadway  ENGINFERS  New  York 

Report,   InvestlEate,   .^pprais",   Mim.iEP  Electric  Railway, 
^ Light  and   I'owcr   Piopcrtics. 


%  m..  B^lleisbr  &  Co.,  gincorporateli 


NEW  YORK, 
Trinity  BIdg. 


CHICAGO, 
Continental     &     Com- 
mercial  Bank    BIdg. 


T,\COM.\, 
Washington 


Purchase,  Finance,  Construct  and  Operate  Electric  Light, 

Cias,  Street   Railway  and  Water  Power  Properties. 

Examination  and  reports.  '       Utility   Securities   Bought  and   Sold. 


Ralph  B.  Keimard 

Architect 

Car  House  and  Shop 

Designing  a  Specialty 
906  N.  7th  St.,  Allentown,  Pa. 


THE      MOST      SUCCESSFUL      MEN      IX      THE 
ELECTRIC    RAILWAY    INDUSTRY    READ    THE 

ELECTRIC  RAILWAY  JOURNAL 

EVERY  WEEK 


Scolield  Engineering  Co.  *^**^|,?iVDE^LP^H"A* "l*""" 

POWER    STATIONS  CAS    WORKS* 

HYDRAULIC  DEVEI.OP.MENTS  ELECTRIC    RAILWAYS 


62 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


t        t       t        t     t     t       t    t    t    t  t  t 

•KIlJS^^  ROLLING  STEEL  DOORS 

Installed  in  the  new  Tri-City  Car  House 

Illustrated  above  is  the  recently  completed  car  house  of  the  Tri-City  Railway  and  Light 
Company  situated  at  Rock  Island,  Illinois.  This  new  car  house,  up-to-date  in  every  par- 
ticular, was  built  to  replace  a  structure  burned  last  year. 

An  important  factor  in  the  fireproofing  of  this  new  building  is  the  Kinnear  Rolling 
Steel  Doors  inclosing  the  entrance  ends  of  all  bays. 

Modern  car  house  construction  demands  Kinnear  Doors  because  they  are  fireproof, 
easily  operated,  and  involve  practically  no  maintenance  expense.  Write  for  booklet  "Car 
Barn  Doors." 

The  Kinnear  Manufacturing  Company 

Columbus,  Ohio 


78I7-P 


Philadelphia 


Chicago 


Cleveland 


Detroit 


SAMUEL  G.  NEILER 


EDWARD  P.  RICH 


Neiler,  Rich  &  Co. 


(INCORPORATED) 


ENGINEERS 


Consulting,  Designing  and  Supervising 

Railway,  Lighting,  Water  Power  and 

Industrial  Plants 

Railway  Electrification 


MANHATTAN  BLDG.      CHICAGO.  ILL 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


63 


Showing  application  of   the  Thew   Pryins  Motion    in    '"brfaking  the 
bond"    and    hanrllins    1"    In.    cnncn'tr.    rinfinnati. 


Thew   Shovpl   making   a    shallow   cut    for   track    foundation.    Indian- 
apolis.      Note   pieces   of   concrete,    rocks,    etc. 


I 


Thew  Electric  Shovel  grading  for  side  track.   St.  Louis.     Note  level 
door  obtained  with  small  amount  ni"  hjuid  work  by  two   !alK>rers. 


WORK 

for  the 


'"fiiiii"  "* 

riiinmml 
tiillJIllllit 


Electric 
Railway 
Shovel 

means 


deep  or  shallow  cuts,  track  trench- 
ing, grading  interurban  road  beds, 
tearing  up  concrete  and  track  bal- 
last, removing  old  rails  and  ties, 
rehandling  materials  to  cars,  and 
even  driving  piles  (as  the  lower 
illustration  shows).  The  success  of 
this  full-circle-swing  type  shovel 
with  electric  railways  has  been  due 
not  only  to  its  generally  good  con- 
struction, but  to  such  features  as 
the  horizontal  crowding  motion  of 
the  dipper,  and  its  powerful  prying 
action. 

Upon  request,  we  will  send  you  our 
special  electric  railway  pamphlet 
containing  photographs  and  cost- 
figures  dealing  with  Thew  shovel 
operation.     Write  today. 


The  THEW 
Automatic  Shovel  Co. 

Lorain,  Ohio 


Thew  Electric  Shovel  owned  by  The  Rockford  &  Int.  Ry.  Co..  Rock- 
ford.  Ill,,  e<iuipped  for  driving  piles.    Chanse  can  he  made  In  ^  day. 


4396-P 


64 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


From  Coast  to  Coast 


M 

.ifi. . 

-J»_  1^ 

lllllll 

i  'liii'il 

??h?t:t]r» 

i^ 

:si:;;: 

*:r~l 

^Abk: 

'EilHsi  liH 

iii 

■j 

iiiii 

Crtpyright  Detroit  Pui.  Co. 


Sky  Line  New  York  City 


Indianapolis  Portable  Welder  and  ( 

From  the  Atlantic  to  the  Pacific  on  electric  railways  big"  and  little,  where 
track  replacements  and  car  equipment  renewals  range  from  dollars  to  many 
thousands,  the  INDIANAPOLIS  PORTABLE  ELECTRIC  WELDER  is 
effecting  the  most  surprising  savings. 

"Maximum  Economy"  in  the  operation  of  Electric  Railways  is  impossible 
without  the  Indianapolis  Welder  and  Grinder. 

Reclaim  worn  special  work  and  cupped  joints — good  as  new,  quickly — at 
niiri.iiiiini  cost. 

New  Track  laid  with  Indianapolis  Welded  joints — will  never  cup  or  re- 
quire joint  or  bonding  maintenance. 

Old  Track — made  good  for  years — for  less  than  the  cost  of  ordin:ir\- 
temporary  repairs. 

Look  carefully  at  the  map — the  users  are  in  the  majority.  '''^' 


Cupped  Rail 


Cup  Filled  in  and  Reground 


INDIANAPOLIS  SWITCH  < 


New  York  Chicago 


Kansas  City 


Spokane 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


65 


he  Indianapolis  Welder 


Exposition  Sky  Line  San  Francisco 


ider  Salvages  Track  and  Equipment 


Such  universal  adoption  in  two  years  is  proof 
of  the  extraordinary  vahie  and  merit  of  the  In- 
dianapolis Method. 

NOTICE  TO  THE  MINORITY 

(Those  not  yet  using  The  Indianapolis  Economy 

Twins. ) 

Any  road  operating  four  cars  or  over  can't 
afford  to  be  without  them. 

No  piece  of  equipment  on  your  line  can  yield 
such  dividends.     No  appropriation 
necessary ;  they  are  paid  for  from 
the    savings    of    the    Maintenance 
fund. 

\'ou  do  have  use  for  the  Method. 

Don't  want  to  hurry  you,  but 
now  is  the  best  time  for  several 
reasons. 


.\- 


%• 
^^i 


THE"EC(iMOMY"TWIf 

ARE  REDUCINOvTRACK  MAINTENANCE 


FROG  CO.,  Springfield,  Ohio 


rtland,  Ore. 


Seattle  Los  Angeles  San  Francisco 


66 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


A  PRODUCT 
FOR  EVERY  PURPOSE 


TAPES 


Varnished  Tepes 

I'sfd  in  the  manufacture  and  repair 
of  high  grade  motors,  dynamos,  etc. 
When  hiKh  internal  heat  and  un- 
usual voltage  strains  will  be  en- 
countered, this  tape  is  especially 
suitable. 

Our  process  of  "aging"  keeps  this 
tape  "live"  for  months  when  car- 
ried  in  Steele. 


Friction  Tapes 

A  general  utility  product  made 
from  higher  grade  materials  than 
are  usually  put  into  ordinary  tape. 

The  fine,  hard  thread,  closely 
woven,  makes  a  web  firm  and 
strong  but  not  bulky. 

The  film,  tacky  but  not  smeary, 
sticks  and  stays  stuck.  Furnished 
in    two    grades. 


Varnished  Cloth 

We  sell  miles  of  this  cl;  th  in  3ri-inch  width, 
to  be  used  in  wrapping  field  and  armature  coils. 

Makers  of  electrical  apparatus  use  the  Pack- 
ard product  on  parts  subjected  to  vibration, 
heat,  oil,  grease  and  excessive  voltage  in  case 
of  overload. 

Furnished    in   eight    grades. 


Rubber  Tapes 

Made  to  meet  Underwriteis  and 
other  specifications  requiring  direct 
rubber  coating  on  the  wires. 

These  tapes  have  smooth  surface, 
are  entirely  free  from  pin  holes  and 
are  very  adhesive. 

When  wound  on  a  splice  they 
make  a  perfectly  water-tight  Joint. 
FurnLshed   in    two  grades. 


Insulating  Varnishes 

Used  to  protect  armature  windings,  field  coils, 
oil-cooled  transformer  coils  and  all  internal 
parts  of  electrical  apparatus. 

There  are  so  many  classes  of  work,  each  re- 
quiring a  special  varnish,  that  we  now  furnish 
17  distinct  products. 

Send  for  24-page  booklet  describing  them. 


Impregnating  Compounds 

An  insulator  for  impregnating  armature  and  field  coils, 
also  as  a  filling  compound  for  ignition  and  lighting 
transformers,  storage  batteries,  pot-heads,  junction 
i  oxes,  underground  cable  connections  and  tubes. 


The  Packard  Electric  Co. 


525  Dana  Avenue 


Warren,  Ohio 


(41) 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


67 


Better  Rail 
Bonding  Plus 
Greater  Savings 


We  are  prepared  to  prove  to  you — 

By  records  of  actual  work  or — 

By  demonstration  on  your  track — 

That  the  use  of  Prest-O-Lite  for  the  Oxy- 
Acetylene  welding  of  bonds  makes  it  possible 
for  one  man  and  two  helpers  to  apply  eighty 
bonds  per  day. 

That  these  bonds  will  "stand  up"  better  than 
bonds  applied  by  any  other  process.  Once 
applied,  the  oxy-acetylene  bond  is  practically  a  part  of  the  rail, 
and  its  electrical  efficiency  does  not  decrease  through  years  of 
use.  This  positive  permanence,  ease  and  speed  of  installation, 
at  very  low  expense,  means  a  heavy  decrease  in  your  cost  of 
bonding. 

Bonds  of  suitable  design  for  application  by  this  process  are 
supplied  by  leading  bond  manufacturers.  Welded  bonds  will 
not  corrode  at  the  terminals.  They  cost  less  and  last  longer  than 
any  other  type  of  bond. 

In  addition  to  absolute  proof  on  these  points,  consider  the 
fact  that  this  outfit  leaves  the  tracks  free  for  traffic — requires 
no  current  or  train  crew — can  be  operated  night  and  day — full 
24-hour  efficiency. 

The  same  outfit,  with  cutting  torch,  is  indispensable  in  the  shop 
or  for  emergency  track  repairs. 

We  furnish  a  thoroughly  high-grade  welding  apparatus  for 
$60.00,  not  including  acetylene  cylinders,  which  are  extra,  and 
are  furnished  under  a  liberal  service  plan.  Truck  and  special 
equipment   for  cutting  operations  at  extra  cost. 


PREST-O-LITE 

Dissolved  Acetylene 

(Ready-made  carbide  gas) 

Prest-O-Lite  Acetylene  Service  furnishes  the  highest  grade 
of  Dissolved  Acetylene  in  portable  cylinders,  used  as  conven- 
iently as  you  use  cylinders  of  oxygen.  Saves  the  large  initial 
outlay  and  heavy  depreciation,  trouble  and  inconvenience  of 
making  crude  Acetylene  in  carbide  generators.  Besides,  Prest- 
O-Lite  Dissolved  Acetylene  is  perfectly  dried,  cleaned  and  purified 
— makes  better  welds  and  is  cheaper  to  use. 

THE  PREST-O-LITE  CO.,  Inc. 

The  World^s  Largest  Makers  of  Dissolved  Acetylene 

805  Speedway  Indianapolis,  Ind. 

53  direct  factory  branches  and  charging  plants  in  principal  industrial  centers. 


One  large  traction  company  em- 
ploys this  method  of  carrying  weld- 
ing cylinders  (Oxygen  and  Prest-O- 
Lite).  Four  bonds  may  be  applied 
from  one  location.  A  light  hand 
car  can  also  be  employed.  When 
bonding  a  long  stretch  of  track, 
frM  cylinders  may  be  distributed  in 
advance. 


68 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


G.V  Elect lik 


Over  loo  leading  public  utility  companies  ui 
G.  V.  Electrics  in  the  United  States.  Canad 
Brazil  and  the  Philippines.  The  New  York  Rai 
ways  Company,  for  example,  uses  over  30.  Thei 
are  nearly  50Cxd  G.  V.  Electrics  in  daily  servic 
Twenty-five  firms  alone  use  1107. 


General  Vehic 

General  Office  and  Fact 
NEW  YORK  CHICAGO 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


69 


y8r1rcicfioi\ 

^       aniQ.5 


In  addition  to  our  standard  models,  public  utility 
companies  use  G.  \'.  winch  equipped  trucks,  hoist 
equipped  trucks,  emergency  wagons,  tower 
wagons,  etc.  We  also  build  industrial  trucks, 
crane  trucks,  tractors,  etc.,  etc. 
Catalog  J-82  on  request. 

lompany,  Inc. 

ng  Island  City,  N.  Y. 
rON        PHILADELPHIA 


70 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


NOT  TO  WEED  —IS  INEFFICIENT 
TO  WEED  BY  HAND  —IS  EXTRAVAGANT 

TO  WEED  WITH  TRACKOLINE  IS 

EFFICIENT  AND  ECONOMICAL 


^  The  day  of  hand  weeding  is  past,  thrown  into  the  discard 
by  the  advent  of  TRACKOLINE,  a  time-tested,  proven  method 
of  eHminating  weed  growth  by  chemical  means. 

^  TRACKOLINE  is  a  scientifically  compounded  chemical 
preparation  which  is  a  positive  destroyer  of  every  type  of  vegeta- 
tion. It  kills  the  entire  plant,  tops,  roots  and  seeds,  quickly,  posi- 
tively and  permanently. 

^  It  effectually  sterilizes  the  roadbed  so  that  a  new  crop  cannot 
grow  again  for  an  entire  season.  A  year's  rains  are  required  to 
dissolve  TRACKOLINE  from  the  soil  sufficiently  to  permit  weed 
growth,  even  from  seed. 

^  On  hvmdreds  of  roads,  in  all  sections  of  this  country,  and  in 
the  tropics,  TRACKOLINE  has  demonstrated  its  absolute  effi- 
ciency. 

^  It  kills  every  type  of  weed  growth — Johnson-grass,  rag- 
weed, bind-weed — any  form  of  vegetation,  from  clover  to  cactus, 
will  be  destroyed  by  TRACKOLINE. 

^  It  is  unconditionally  guaranteed  to  be  harmless  to  live- 
stock. It  is  absolutely  non-injurious  to  ties,  rails  or  track  super- 
structure. 

^  The  cost  of  weeding  with  TRACKOLINE  is  less  than  that 
of  any  other  method,  yet  it  gives  you  what  no  other  method  can 
give  you — absolutely  clean  tracks  from  one  year's  end  to  the  other. 

^    Full  particulars  on  request. 


COMMERCIAL  CHEMICAL  COMPANY 

1733  Grand  Central  Ter 

New  York  Ciity 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


71 


Shop  Test  of  Two  1500  K.W.  and  OnelOOO  K.W.  Railway  Motor-Generator  Sets 

The  Test  of 
Allis-Chalmers  Railway  Motor-Generators 

given  each  set  before  shipment,  is  rigorous  and  very  thor- 
ough, but  their  reputation  for  correct  design  and  careful 
construction  is  due  to  their  service  record: 

Reliable   Operation   and  Low  Maintenance   Costs 


Allis  -  Chalmers  Type 
"C"  Engineers'  Valves 
and  OB-4  Governors 
will  reduce  your  air- 
brake maintenance  ex- 
pense. Write  for  bulle- 
tins. 


AUis-Chalmers  Manufacturing  Company 

Milwaukee,  Wisconsin 

For  all  Canadian  Business  refer  to  Canadian  Allis-Chalmers,  Ltd.,  Toronto,  Ont.,  Canada 

r  H.  I.  Keen 732  Salisbury  House,  London  Wall,  E.  C,  England 

Offices      in      All  Foreign  1  Mark  R.  Lamb Huerfanos  1157,  Casilla  2653,  Santiago,  Chile 

„  ,      ,      ,    _,.,  _  ...  (  Herbert  Ainsworth Johannesburg,  South  Africa 

Principal    Cities  Representatives       J  American    Trading   Co., 

I  Representatives  in  China,  Japan,  South  America  and  Philippine  Islands 


72 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


ELECTRIC  CAR 
MAINTENANCE 


A  BOOK  OF  PRACTICAL  METHODS 

In  this  book  you  get  the  methods  of  the  cleverest  men  in 
the  country. 

It  is  not  a  ^'^one  man  book."  No  one  man  could  write 
such  a  book. 

Every  issue  of  the  Electric  Railway  Journal  contains 
new  ideas  on  quick,  economical  methods  in  the  car  shop. 
The  best  shops  of  the  Country  are  searched  for  something 
new — a  quicker,  cheaper,  better  way  to  handle  the  work  of 
car  maintenance. 

Walter  Jackson,  in  charge  of  this  work  for  the  Electric 
Railway  Journal,  has  brought  these  together  in  a  book — a 
very  useful,  practical  book. 


/■;■ 


READ  THIS  LIST  OF  SUBJECTS: 


I^Mechanical  Appliances  for  Train  Operation. 
II— Non-Electrical  parts  of  the  Carbody. 
Ill — Brake  Equipments  and  Brake  Rigging. 
IV — Trucks,  Wheels  and  Axles. 
V — Cleansing  by  Dipping  or  Sand-blasting,  Car  Washing. 

Painting  and  Glazing. 
Vl4-Sanders  and  Sanding  Devices.  Scrapers,  Brooms. 
VII — ^Lubrication. 


VIII — Bearing  Practice. 
IX — Current-Collecting   Devices. 
X — Motors  and  Gearing. 

XI — Control,  Circuit-Breakers,  Controllers,  Resistances  and 
General  Tests, 
XII — Heaters,  Lighting,  Signs  and  Signals. 
XIII— Welding  Methods,  Shop  Tools,  Storage,  Etc. 
XIV — Instruction  Prints  and  Tables  for  Shopmen. 


DONT  THINK  OF  THIS  AS  A  SCRAP  BOOK 

The  thousand  and  one  ideas  have  been  classified  and  filled  out  till  every  subject  is  complete. 

The  problems  of  car  maintenance  are  covered  thoroughly  and  every  item  is  indexed  so  that  you  can  find 
what  you  want  instantly. 

It  isn't  theoretical  either.  It  is  everyday  practice — just  what  any  man  could  learn  if  he  could  afford  to  visit 
and  study  the  methods  of  the  best  shops  in  the  country. 

There  is  one  feature  that  is  worth  the  price  of  the  book  in  itself — 150  wiring  diagrams,  covering  all  car  cir- 
cuits.   They  are  as  simple  as  A.  B,  C. 

REMEMBER — You  have  the  privilege  of  Free  Examination  of  this  book.  Read  our  offer  on  the  oppo- 
site page. 

275  pages,  6x9,  over  300  Illustrations. 
$3.00  {English  price  12/6)  net  postpaid. 

USE  THE  COUPON  ON  THE  OPPOSITE  PAGE.  DO  IT  TODAY. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


73 


Now  Ready 


ELECTRIC 
RAILWAY 
HANDBOOK 


By  Albert  S.  Richey,  Electric  Railway  Engineer.  Professor 

of    Electric    Railway   Engineering,    \V'orcester    Polytechnic 

Institute. 

830  pages,  oz'er  600  illustrations,  leather,  pocket  si.':e,  full 

gilt,  $4.00  {English  price  17s),  net  postpaid. 

The  task  of  preparing-  this  book  has  been  a 
big  one 

It  has  been  done  with  thoroughness  and 
care. 

The  book  is  now  ready  for  delivery.    Tt 
will  be  of  service  to  all  electric  railway 
men. 

We  want  to  prove  this  by  sending 
you  a  copy  for  free  examination. 

You  do  not  agree  to  buy  the  book 
or  pay  one  cent  until  you  are  satis- 
fied that  it  will  help  you. 

Sent  on  Approval 
No  Advance  Remittance 

We  will  send  this  book  or  any  book  published 
by  the  McGRAW-HILL  BOOK  COMPANY. 
Inc.,  to  any  subscriber  of  the  EI.ECTRIC 
RAILWAY  JOURNAL  or  any  member  of  the 
American  Institute  of  Electrical  Engineers  for 
10  days'  free  e.xamination. 

If  you  are  not  a  subscriber  to  ELECTRIC 
RAILWAY  JOURNAL  or  a  member  of  the 
American  Institute  of  Electrical  Engineers,  a 
reference  will  give  you  the  same  privilege. 

No  books  sent  on  approval  outside  of  the 
United  States  or  to  booksellers  and  agents. 


McGraw-Hill  Book  Co.,  Inc. 

239  West  39th  Street,  New  York 

London  Berlin 

PubUthcTt  of  Books  for  Electric  Railway  Journal 


^ 
•?,«? 
¥ 


'        «•   ^of  <.\-P  i'-^e- 


••  .■.;^>/v 


/  / 


b 


74 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


There  are  Dividends 
in  Your  Scrap  Pile! 

Every  road  has  in  its  scrap  pile  dis 

irrl^rl    rmrtc   -viirViipTi    mav   hf^    nut    int 


JiLvery  roaa  nas  in  its  scrap  pile  ais- 
carded  parts  which  may  be  put  into 
100%    condition   quickly  and   at   low 


cost. 


At  Indianapolis  Traction  &  Terminal  Shops.     Oxwelding  on 
Broken  Gear  Suspension  Lug 


Reclaiming  discarded  equipment 
from  the  scrap  pile  means  not  only 
conserving  the  original  investment, 
but  avoiding  an  unnecessary  replace- 
ment cost. 

In  other  words,  there  is  no  question 
that  the  biggest  part  of  your  scrap  pile 
can  be  made  practically  as  good  as 
new  by  use  of 


The  OXWELD  Process  of  Welding 
and  Cutting  Metals 


By  this  process  worn  and  broken  parts  can 
be  repaired  quickly  and  cheaply — ready  to  do 
full   service 
equipment. 


thus   saving   the   cost   of  new 


Note  the  illustrations.  These  cases  are 
typical  of  hundreds  of  savings,  large  and 
small,  which  can  be  made  in  any  shop,  by  re- 
claiming the  scrap  pile. 


Some  Savings  on  the  Indianapolis  Traction  and  Terminal  Co. 


OXWELDING  Unit 


TRUCK  SIDE  FRAME— Nature 
of  repairs,  refilling  worn  pedestal 
faces.  Cost  of  repairs,  $8.00.  Cost 
of  replacement,  $38.00.  Scrap  value, 
$1.50. 

TRUCK  END  FRAME— Nature 
of  repairs,  refilling  end  connecting 
holes,  $4.50 ;  cost  of  replacement, 
$7.00.     Scrap  value,  $0.60. 

MOTOR  FRAME  (TOP  HALF) 
— Nature  of  repass,  welding  gear 
case  suspension  lug.  Cost  of  re- 
pairs, $8.91.  Cost  of  replacement. 
$105.17.    Scrap  value,  $2.76. 

MOTOR  FRAME  (TOP  HALF) 
— Nature  of  repairs,  welding  axle 
bearing  housing.  Cost  of  repairs. 
$12.00.  Cost  of  replacement,  $77.76. 
Scrap  value,  $2.66. 

Isn't  apparatus  which  will  effect 
such  savings  worth  investigating? 
Write  for  further  particulars. 


Oxweld  Acetylene  Co. 

Newark,  N.  J,  Chicago 

Largeat  Mahert  of  Welding  and  Cutting 
Equipmmnt  in  the  United Statea 


At  Aurora,  Elgin  A  Chicago  Shops.     Oxwelding  Worn 
Motor  Axle  Seat 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


75 


There  is  profitable  work  for  a  Davis-Bour- 
nonville  Welding  and  Cutting  outfit  in  the 
shops  of  every  Electric  Railway,  Lighting 
and  Power  plant. 


It  will  quickly  pay  for  itself  many  times  ovei"  on  large 
and  small  repairs,  new  construction,  general  plant  and 
equipment  maintenance — 

It  will  pay  for  itself  in  the  parts  saved  from  the  scrap 
heap  by  welding — from  the  reduced  lost  time  on  re- 
pairs or  waiting  for  new  parts  on  a  break-down — 


It  will  pay  for  itself  in  steel  cutting  on  new  construction, 
reconstruction,  wrecking — 

It  is  the  most  indispensable  apparatus  in  many  repair 
shops — 

It  is  the  most  efhcient  welding  and  cutting  apparatus  for 
general  or  special  work,  because — 

It  has  practical  development,  long  experience,  record 
for  efficiency,  and  competent  instruction  back  of  it. 

Write  for  "Autogenous  Welding,"  describing  and  illus- 
trating some  of  the  practical  work  accomplished  by 
users  of  Davis-Bournonville  Oxy-Acetylene  Welding 
and  Cutting  outfits. 

All  of  the  pressure  gas  mains,  services  and  meter  installations  in  the 
Panama-Pacific  International  Exposition,  over  100,000  feet  of  4-in. 
to  i6-in.  pipe,  zvas  welded  zvith  Dazis-BournomnUe  apparatus,  on 
the  ground.  Exposition  number  of  "Autogenous  Welding"  illus- 
trates it.  Write  Dept.  R  for  copy  and  visit  our  working  exhibit 
at  the  Exposition,  in  Spaces  35,  36,  37.  of  the  Collective  Gas  E.vhibit, 
in  the  Palace  of  Manufactures. 


DAVIS-BOURNONVILLE  COMPANY 


NEW  YORK 


General  Offices  and  Demonstration  Plant 
JERSEY  CITY  (Marion  Station),  N.  J. 


CHICAGO 


Sales  Offices :  New  York.  Chicago.  Cleveland, 
Detroit,    Philadelphia,   Pittsburgh. 


General  Dealers  in  New  England  and  Western 
States. 


76 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


National  Maintenance  Reducers 


c 


ameron 


COMMUTATORS 

Made  permanently  tight  by 
hydraulic  pressure.  This  pre- 
cludes arcing  at  the  brushes. 


PARTS 

Bills  made  of  hard-drawn  cop- 
per in  order  to  give  better 
conductivity  and  uniformity 
than  the  drop  forged  type. 
Mica,  nothing  but  "Canadian 
Amber"  to  insure  softness  and 
even  wear. 


COILS 

Armature  coils  are  a  part  of 
Cameron  service — that  means 
A I  material  and  GRADE  A 
work — and  you  can't  afford  to 
use  anvthing  less  than  that. 


Cameron  Electrical  Mfg.  Co.,  Inc. 

Ansonia,  Connecticut,  U.S.A. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


77 


"STRAIGHT-PUSH' 
Sash  Operators 


P»TB-NTEn 


•ANTI^PLUVIUS 
puttylS'sicylishts 


on  the  Roofs 


of  the  New  Cleveland  Railway  Shops 


I 


30,000  sq   ft. 
"Anti-Pluvius" 


4,000  ft. 
"Straight-Push" 


Consult  us  wlien  in  the  market  for  skylight  or  sash  operators.  We  specialize,  and  our 
information,  gathered  in  years  of  manufacturing  and  erecting  these  products,  may  be  of  assistance 
in  assuring  proper  conditions  from  the  start. 

In  addition  to  the  above  installation  we  have  also  sers'ed  such  representative  roads  as  the 

Public  Service  Ry.  Co.  Connecticut  Co. 

Capital  Traction  Co.  Rhode  Island  Co. 

Boston  Elevated  R>-.  Co.  Xew  York  City  Rys. 

Detroit  United  Ry.  Los  Angeles  Gas  &  Electric  Co. 

Chicago  City  Rv.  Portland  Rv.,  Light  &  Power  Co. 

Dayton  City  Ry.  Mt.  Hood  Electric  Ry. 

The  G.  Drouve  Co.,  Bridgeport,  Conn, 


3148 


180  North  Dearborn  St.,  Chicago 


78 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


COLUMBIA 


Car  and 
Repair  Shop 


EQUIPMENT 


Columbia  All-steel  Gear  Case 


Columbia   Pinion   Puller  and   Armature   Buggy 


Columbia   Field   Coll   Winding   Machine 


We  manufacture  in  our  plant  the  fol- 
lowing Electric    Railway  Equipment 

Controller  Handles,  Malleable  Iron  and  all  Steel 
Gear  Cases,  Coil  Tapeing  Machines,  Pinion 
Pullers,  Car  Trimmings,  Door  Locks,  Brake 
Appliances,  Armature  Stands,  Field  and  Arma- 
ture Coil  Tension  Stands,  Coil  Winding  Ma- 
chines, Signal  or  Target  Switches,  Rolls  for 
Flattening  Leads  of  Armature  Coils,  Brakes  for 
Pony  Trucks,  Steel  Trolley  Poles,  Trolley  Wheels, 
Day  and  Night  Car  Signs,  Armature  and  Axle 
Bearings,  Field  and  Armature  Coils,  Commu- 
tators, Babbitting  Moulds,  Axle  Straighteners. 


Columbia  Armature   Banding   IVIachine 


Columbia   Boring  Chuck  for   Motor  Bearings 


Columbia  Machine  Works  &  Malleable  Iron  Co. 

Atlantic  Ave.  and  Chestnut  St.,  Brookl3m,  N.  Y. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


79 


Weatherproof 
Tape 

Insulating 
Compound 


Baking  Varnishes 

Air-Drying 
Varnishes 

Solid  Compounds 


For  the  prevention  and  cure 
of  Insulation  Troubles  use 

P&B  Insulation 


The  right  insulation  in  the  right  place 
is  what  you  are  after.  We  are  prepared 
to  determine  the  right  insulation  for  your 
service  as  well  as  supply  it.  P.  &  B.  In- 
sulation has  been  standard  with  many 
large  roads  for  thirty-one  years. 

We  manufacture  insulating  varnishes, 
compounds  and  tapes  for  specific  pur- 
poses.    The  following  is  a  partial  list: 

CLEAR  AND  BLACK  BAKING 
VARNISHES  for  armature  and  field 
coils,  transformers  and  magnet  coils, 
where  high  insulation  is  required. 


BLACK  AIR-DRYING  VARNISH 
for  quick  repairs  to  dynamos,  motors  and 
taped  connections,  for  feed  wires,  over- 
head and  underground  work,  and  for  car 
motor  leads. 

BLACK  FINISHING  VARNISH,  a 
quick-drying,  absolutely  oil-proof  spirit 
varnish. 

ELECTRICAL  COMPOUNDS  for 
switchboards,  junction  boxes,  under- 
ground cables,  etc. 

P&B  INSULATING  TAPE,  the 
most  durable  weather-proof  tape  made. 


Write  for  Booklets 


The  Standard  Paint  Company 

Woolworth  Building,  New  York 
Boston  Chicago 


80 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


You  May  Not  be  Able  to  Keep  Your  Armatures 

Out  of  the  Wet,  but  You  Can  Keep  the 

Wet  Out  of  Your  Armatures 


Water  IVill  Not  Penetrate 

ARMALAC 

The  Ideal  Armature  Insulation 

Someone  has  said,  "Trust  in  God,  but  keep  your  pow- 
der dry."  Wise  electric  railway  men  say,  "Trust  your 
insulation,  but  keep  your  armatures  dry." 

Keeping  the  armatures  out  of  the  wet  is  not  always 
practicable,  but  it's  an  easy  proposition  to  keep  the 
wet  out  of  your  armatures.  Simply  treat  them  with 
ARMALAC.  An  armature  Armalacked  is  rendered 
permanently  impervious  to  moisture.  Water  will  not 
penetrate  Armalac  nor  will  any  chemical  action  pro- 
duce water  from  it.  It  is  easy  to  apply  and  affords  an 
ideal  means  of  rejuvenating  old  armatures  and  mak- 
ing quick  repairs  inexpensively.  Write  for  our  in- 
teresting booklet:     "How  to  Insulate  an  Armature." 

©olpafeTlrG  g^ftxttterCb. 

Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 
Pioneers  in  Insulation  Engineering 


71551-P 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


81 


i^SLli. 


PLEASE   SHIP  TD  = 

ELECTRIC  OPERATIONS  CO. ,« 

BUSH  TERMINAL. 

BROOKLYN 
CAPACITY 

200  ST.  RY  FIELD CblLS 


We  Can  Save  Money  For  You  Too 


Electric  Railway  Companies  all  over  the  United 
States  and  Canada  sena  us  their  old  field  coils  to  be 
rebuilt  and  impregnated,  because  it  means  a  sub- 
stantial saving  in  cost  over  new  coils,  and  because 
we  do  the  job  right  and  they  know  it. 

The  coils  we  return  are  absolutely  perfect  and 
"money  back  if  they  don't  stand  up"  is  the  guar- 
antee we  give  with  each  coil. 


We  have  the  plant,  the  men,  the  knoweldge  and 
the  experience  to  do  the  work  right. 

We  solicit  your  work  on  the  merit  of  our  past 
performance. 

Send  us  a  few  of  your  old  coils,  and  be  assured 
that  while  we  are  convincing  you,  you  are  saving 
money. 


Electric  Operations  Co.,  Inc. 

Bush  Terminal,   Brooklyn,  N.  Y. 


82 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


{  296 


Transfer  Printing 

262,500  transfers  per  hour 
or  2,100,000  per  8-hr.  day 

is  an  ordinary  performance  for  a 

Series  V— Model  2 

Meisel 
Rotary  Transfer  Ticket  Press 

In  use  by  Third  Avenue  Ry.  Co.,  N.  Y. ,  Los  Angeles 
Ry.  Corp.,  Los  Angeles;  Twin  City  Rapid  Transit  Co., 
Minneapolis ;  Spokane  &  Island  Empire  R.  R.  Co., 
Spokane. 

Send  This  Coupon  For  Further  Facts 


MEISEL  PRESS  MFG.  CO. 

DORCHESTER,  MASS. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


83 


Drew  Products 

have  contributed  extensively  to  operating  and 
maintenance  economies.  They  have  each  been 
designed  to  solve  special  problems.  Below  are 
illustrated  a  few  of  the  Drew  Specialties  which 
have    made    Drew    Service    noteworthy. 


Others  are : 

Trolley  Ears 

Suspensions 

Frogs 

Hangers 

Brackets 

Insulators 

Lightning  Arresters 

Pins,  etc.,  etc 

Sampson  Splicers 

have  done  away  with  arcing  and  have  eliminated 
hammering  of  the  trolley  wheel  under  the  splicer, 
thus  insuring  longer  life  to  the  splicer,  trolley 
wheel  and  wire. 


Drew  Motor- 

Drew  Pole 

man's  Mirror 

Sleeve 

makes    new    poles    of 

reduces  car  step  acci- 

those that  have  weak- 

dents   by    giving    the 

ened   at   ground   line. 

motorman  a   view   of 

Its  use  on  new  poles 

the  rear  step  or  run- 

insures almost  eternal 

ning   board.      It    is   a 

life.      A    true    Main- 

true   Claim    Reducer. 

tenance    Saver. 

(^JSAM.SQIS 


ERJ- 


Pipe  Insulators 


prevent    electrolysis    by    keeping    gas    and    water 
pipes  and  mains  distinct  units. 


A  Drew  Offer 

$25 

for  a 

Suggestion 

This  amount  will  be  paid  to  anyone 
who  will  suggest  the  best  trade 
mark  or  trade  design  for  use  in  our 
advertising  and  printed  matter  and 
on  our  electric  railway  and  other 
products. 

All  answers  will  be  judged  by  the 
officers  of  this  company  and  must 
be  at  this  office  not  later  than  April 
15,  1915.  In  case  of  a  tie,  $25.00 
will  be  awarded  to  each  of  those 
whose  suggestions  are  found  to  be 
equally  meritorious. 

To  get  further  particulars  regarding 
the  contest  or  the  complete  line  of 
Drew  products,  send  for  catalog 
No.  3  J. 


Electric  Railway,  Light 
and  Power  Material* 


Vvi:v.  Oil  rcMUfst.  It  illus- 
trates the  complete  Drew 
Line.     You  need  it. 


Drew  Electric  &  Manufacturing  Co. 

814  Traction  Bldg.,  Indianapolis,  Ind. 


84 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


DURAND  STEEL  RACKS 


Type  S.  D.    I2"xi2"x36" 


This  steel  rack  contains  no  waste  space, 
— does  away  with  "lost  material,"  delays 
in  finding  stock  and  delays  in  handling. 

It's    the    perfect    equipment    for    the 
modern  railway  shop. 

DURAND  STEEL  LOCKERS 

are  manufactured  in  a  variety  of  styles  and 
sizes,  for  every  equipment.  Manufactured  en- 
tirely of  steel  they  are  absolutely  fire-proof, 
practically  indestructible,  clean,  sanitary  and 
convenient. 

Yale  locks  insure  the  safety  of  the  contents. 

Write  today  for  new  rack  and  locker  catalogues. 


DURAND  STEEL  LOCKER  COMPANY 


Chicago 
76  W.  Monroe  St. 


New  York 
134  Nassau  St. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


85 


From  England 


7  FIRE 

EXTINGUISHER 


r-—  ^'"''    OP    BEXbEY 


*•   ^^fyrene  Co     rt^ 


^••^""•^y  let.  i„5_ 


*^»r  Sire. 

With   i-o*-. 
'  "^^^  to  inf„^  ''"="°^  to  yours  of  th 

•©"leuers  on  t*,*  ®^  your  Pt^ 

""  "eiy  great 

''he  third  ,  '•''"neuieher. 

""*  ^t  ,!«,,„  ^  -"e^.or  a^,„re  ooU     1  " 

^'»fle<t  ,iy,  •'er-house,  and 

h,  '  """Id  Bpeoi»„  '"°°^'"'  Of  «a,„e 

"*"  "V  injury  b,^         "^^'""^  «»Pha«,e  that  , 

'*>-'  the  «Itr  """  ^°  ^-  — .ca!  "  ^'^'-"« 

''^  '>«^e  occulted.  ^PP^ratue  on 

^o"«  f«lth/^,uy_ 


TO  OPERATE 
lURN  HANOLC  TOUtl 
MORK  LIKE  *  PUMP 


'Didn't  even 
find  it  nec- 
essary to 
stop  the 
machine. 


Write  for  special  Electrical  Booklet 


PYRENE  MANUFACTURING  CO.,  1358  Broadway,  N.  Y. 

Offices  in  all  large  cities 

DISTRIBUTORS   TO   ELECTRICAL  TRADE:  WESTERN  ELECTRIC  CO. 

PACIFIC    COAST    DISTRIBUTORS:    GORHAM    FIRE  APPARATUS  CO.,  San  Francisco,  Los  Angeles,  Seattle 

Distributors  for  Canada:  May-Oatway  Fire  Alarms,  Ltd.,  Winnipeg. 

Distributors  for  Great  Britain  and  the  Continent:  The  Pyrene  Co.,  Ltd.,  19-21  Great  Queen  St.,  London,  W.  C. 


86 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


International  Coin  Registers 

are  Built 
to  Suit        '- 
Your  Needs 


w 


■/ 


Each  city  has  its  special  conditions  govern- 
ing type  of  car  and  method  of  fare  collection. 
One  type  of  fare  box  cannot  possibly  serve 
equally  well  under  a  great  variety  of  circum- 
stances. 

The  International  scheme  of  assembled  units 
adapts  itself  to  any  requirements. 

Two  late  types  are  shown  here.  Nothing  ex- 
perimental. Merely  a  new  arrangement  of 
mechanisms  well  seasoned  by  long  service. 

Coin  and  Transfer  Register, 
Type C  21 

This  is  a  standard  International  Coin  Regis- 
ter with  a  second  complete  fare  register  added 
for  registering  Transfers  or  Tickets.  The 
Transfer  register  is  operated  by  pulling  the  cord. 
The  coin  register  is  operated  automatically,  by 
the  money  counter,  when  the  crank  is  turned. 

Coin,  Metal  Ticket  and  Transfer 
Register,  Type  C  24 


This  machine  receives  metal  tickets  and  coins 
in  the  same  hopper,  counts  the  tickets  on  the  cen- 
ter unit  of  the  fare  register,  and  the  coins  on  the 
left  hand  unit,  while  the  transfers  are  rung  up 
by  pulling  the  cord  on  the  right  hand  side. 

Metal  Tickets  have  many  advantages  over 
paper  tickets.  They  are  harder  to  counterfeit, 
as  very  expensive  and  powerful  coining  presses 
are  required,  such  as  are  found  in  very  few  pri- 
vate shops,  while  anybody  has  access  to  a  print- 
ing press. 

Cost  of  paper  and  printing  eliminated.  If 
made  attractive  in  design,  they  will  be  carried 
away  as  souvenirs  and  the  cost  being  a  small 
fraction  of  the  face  value,  the  profit  from  this 
source  should  easily  cover  wear  and  tear. 

All  substitution  of  tickets  for  money  in  returns  are  MANY  OTHER  TYPES  are  ready  for  inspection 

prevented  with  the  use  of  the  machine,  as  the  tickets  and  trial.     Should  none  of  these  meet  your  conditions, 

are  automatically  counted  separately.    All  mistakes  in  we  can  quickly  solve  your  problem  and  submit  a  sam- 

ringing  up  fares  are  eliminated.  i)lc.     The  C24  was  designed  and  built  in  one  week. 

Tell  us  what  you  want  and  we  will  build  it. 

The  International  Register  Company 

15  South  Throop  Street,  Chicago,  111. 


Type  C  21 — Combined  Coin  and 
Transfer  Register 


Type  C  24 — Combined  Coin,  Meto 
Ticket  and  Transfer  Register 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


87 


The  Three  Big  Dayton  Leaders 


Dayton  Computing  Fare  Recorders 

for  City,  Suburban  and  Interurban 

Service . 

Made    in    the    following    standard 

sizes : 

4-fare,  6-fare,  8-fare,  lo-fare,  I2- 

fare,   15-fare,  i8-fare,  20-fare  and 

24- fare. 


All  Dayton  Recorders  are  guaran- 
teed right  in  design  and  construc- 
tion. 

The  double-dial  fare  indicators  are  a  valuable  feature,  as  they  constantly 
attract  attention  when  fares  are  being  registered,  making  both  public 
and  private  inspection  easy  and  effective. 

By  the  Dayton  System  every  fare  is  indicated  as  paid,  is  registered  and 
recorded  as  indicated  and  is  as  effectually  checked  and  verified  by  the 
double  system  of  recording  as  money  paid  in  bank. 


NO.  2 

The  Dayton  standard  DB  registering 
Fare  Box  is  a  masterpiece  of  mechanical 
construction — right  in  design — superior 
in  material  and  construction — supreme 
in  service. 

Every  Dayton  Fare  Box  is  guaranteed  to 
be  practically  infallible  and  indestructible 
under  normal  conditions  of  use  and  will 
give  years  and  years  of  service  at  the 
very  minimum  of  maintenance  cost. 
Ask  us  to  send  you  a  sample  box  for 
vour  examination  and  trial. 


NO.  3 

The  Dayton  Combination  Fare  Box-Re- 
corder is  the  full  and  logical  develop- 
ment of  the  fare  box  method  of  fare- 
getting  and  fare  handling. 

ADVANTAGES : 
All  cash  fares  registered  through  the  fare  box. 
All  fares  indicated  and  registered. 
Indisputable  records  obtained  of  the  fare  collections. 
No  figure  drudgery. 
No  arguments  in  settlement. 

No  money-losing  errors  in  trip  sheet  footings  and  extensions — but  full 
collections,  full  settlements,  and  a  square  deal  for  both  company  and 
employees. 

Write  today  for  information  regarding  the  type  of 
fare  register  equipment  in  which  you  are  interested. 

The  Dayton  Fare  Recorder  Company 

Dayton,  Ohio 


88 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


What  Greater 
Fare  Box  cot 

than  th 


( 


For  Coins  and  Tickets 


Roads  Like  These  Use 
the  Johnson  Fare  Box 

stone   &   Webster    Properties 
Public  Service  Corporation  of  N.  J. 
Tiiird    Avenue    Railway    Co.,    New 

Yorlt 
Union  Raiiway  Co.,  New  Yorls. 
New  Yorl<  Railways  Co..  New  Yorli 
United    Railways    &    Electric    Co., 

Baltimore. 
Grand   Rapids   Railway   Co.,   Grand 

Rapids 
Omaha   &   Council   Bluffs    St.    Ry. 

Co. 
Elmlra   Water,    I.lght   &    R.R.    Co., 

Elraira,   N.   Y. 
United  Railroads  of  San  Francisco, 

Calif. 
San     Francisco-Oakland     Terminal 

Rvs..   Oakland,  Cal. 
Mobile   Light  &   Railroad   Co.,   Mo- 
bile,  Alabama. 
Municipal    Railways   of    San   Fran- 

cisco     Oslif' 
Cedar   Rapids   &    Marion    City   Ry. 

Co..  Cedar  Rapids,  la. 
Union  Electric  Co.,  Dubuque    Iowa. 
Public  Utllltle.s  Co..  Evansville,  Ind. 


The  JOHNSON  R 

has   proven   its   ability   absolutely   beyond   the   slightest   possibility   of   challenge 
or  doubt  to  meet  any  and  ei'ery  fare-collection  requirement. 

Get  All  the  Fares 

On  big  roads — on  small  roads — where  the  traffic  is  heavy — where  the  traffic 
is  light — during  ordinary  service  conditions — during  rush-hours,  IT  HAS  DEM- 
ONSTRATED ITS  PRACTICAL  UTILITY  AS  A  MEANS  OF  FARE 
COLLECTION  WHICH  GETS  ALL  THE  FARES. 

6000  in  Service 

Not  fifty  or  a  hundred  or  five  hundred  or  a  thousand,  but  more  than  6,000  of 
these  boxes  in  use  throughout  the  country  afford  you  ample  evidence  of  the  fact 
that  the  Johnson  Registering  Fare  Bo.x  has  "arrived." 

Used  by  60  Important  Roads 

Its  adoption  and  use  by  sixty  important  railways  throughout  the  United  States 
and  only  the  highest  praise  for  the  machine's  accuracy,  its  durability  and  the 
manner  in  which  it  increases  fare  receipts,  would  certainly  indicate  that  the 
Johnson  Fare  Box  has  long  since  gone  beyond  the  experimental  stage. 

The  Blunt  Facts  Demanded 

TODAY,  IT  IS  NOT  A  QUESTION  OF  THEORIES  OR  CLAIMS— BUT 
RATHER  OF  "Where  is  your  machine  installed?  What  is  it  doing?  What  is 
its  record?  How  does  it  stand  up  in  service?  What  is  its  maintenance  cost? 
What  will  it  mean  to  our  road  in  dollars  and  cents  if  we  put  it  on  our  cars?" 

The  Answer 

And  what  kind  of  an  answer  do  you  think  the  Johnson  Registering  Fare  Box 
justifies  and  earns  to  those  questions  when  roads  like  the  Public  Service  Corpora- 
tion of  New  Jersey  order  and  reorder  1400  of  these  boxe.s — like  the  Third  Ave- 
nue Railway  of  New  York,  1000 — like  the  Stone  &  Webster  Properties,  1000 — 
like  the  Omaha  &  Council  BlufTs  Street  Railway — United  Railroads  of  San 
Francisco — San  Francisco-Oakland  Terminal  Railways,  and  many  others  of  equal 
prominence  which  equip  their  cars  with  the  Johnson  Box? 

Write  us  Stating  Number  of  Cars  Y 
will  Suggest  How  to  Meet  7  In 

JOHNSON  FAR 

Robey  St.  &  Jack 

30  ChurcF 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


89 


hdorsement  of  a 
d  you  require 
e  Facts: 

istering  Fare  Box 


NOW  WHY? 

2  to  15%   Increase  in  Earnings 

Primarily,  because  the  Johnson  Registering  Fare  Box  increases  the  revenue 
of  an  electric  railway  2  to  15%  and  tremendously  speeds  up  the  collection  of 
fares,  making  a  most  remarkable  improvement  in  schedules  during  rush  hours. 

Millions  Lost  Annually 

Millions  of  dollars  are  lost  annually  in  missed  fares.  The  Johnson  Register- 
ing Fare  Box  will  save  YOUR  Road  its  proportion  of  that  loss.  It  revolutionizes 
business  methods  as  far  as  fare  collections  are  concerned.  It  does  away  with 
the  old-fashioned  "wooden  till"  method  and  applies  in  its  stead  the  "cash  register" 
principle  to  street  railway  operation. 

No  Chance  of  Error 

It  positively  eliminates  all  errors  in  fare — collection — no  matter  how  or  where 
incurred  and  assures  full  and  complete  fare  collection. 

Solves  Ticket  Problem 

The  Johnson  Registering  Fare  Box  not  only  provides  fully  for  cash  fares  but 
it  also  solves  the  ticket  problem,  and  even  goes  a  step  further  by  seizing  the 
tickets  from  the  passenger's  hand,  cancelling  the  ticket  and  registering  it. 

Satisfies  U.  S.  Government 

The  coin-counting  mechanism  is  the  same  as  in  the  Johnson  Coin  Counter 
which  is  employed  by  the  United  States  Government  and  in  use  in  all  prominent 
banks — so  there  can  be  no  room   for  dou1)t  as  to  the  accuracy  of  this  machine. 

Maintenance  Is  Negligible 

As  to  its  maintenance,  that  is  practically  nil  and  we  can  very  quickly  satisfy 
you  on  that  point  as  well  as  on  every  other  claim  we  have  made,  by  the  most 
convincing  indorsements  by  some  of  the  biggest,  most  important  and  most  exact- 
ing electric  railways  on  this   Continent. 

If  you  are  willing  to  be  convinced  we  can  certainly  convince  you. 


'.rate  and  Your  Conditions  and  we 
Advise   as   to   the    Cost 


For  Coins  Only 


OX   COMPANY 


alevard,  CHICAGO 

V  YORK 


The  Johnson  Fare 
Box  INCREASED 
THE  EARNINGS 
of  The  Third  Ave. 
Ry.  $194,000  in 
One  Year. 


IT  ADDS 
2  to  15% 
to    Fare 
Receipts ! 


90 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Car  Equipment  vs.  Man  Equipment 

In  Fare  Collection 


When  buying   fare  registers  or   fare  boxes  the 

idea  instinctively  conies  to  the  railway  man  that  he 

is  buying  something  to  go  along  with  the  car — car 

equipment. 

.  Unfortunately  for  him,  that  is  just  what  he  is 

■ii  buying  —  and    being    purely    car    equipment    the 

\,,  efficiency  varies  as  car  types  vary. 

1  The  old  clock  register  and  fare  box  have  many 
vital  defects  due  to  their  dependence  upon  variable 
factors.  They  are  lame  because  the  car  itself  does' 
not  provide  for  certain  things,  and  these  registers  or 
boxes  are.  dependent  upon  car  arrangement.  The 
fare  bfek.is  a  go-along-with-the-car  proposition.  For 
increas^4^ Receipts  through  its  use  you  look  largely 
to  the  type  of  car  rather  than  to  any  increased  get- 
together  efficiency  in  the  relationships  of  passenger, 
conductor  or  company. 

The  ROOKE  SYSTEM  principle  and  register  is 
the  mechanically  expressed  result  of  the  idea  that 
if  you  are  ever  to  get  maximum  receipts,  protect 
your  conductors  and  secure  the  proper  co-operation 
of  your  passengers  when  paying  their  fares — if  you 
are  ever  to  get  these  things,  the  register  used  must 
be  a  part  of  the  conductor,  a  part  of  the  passenger, 
and  o  part  of  the  company.  These  three  factors 
must  get  together  the  instant  of  payment.  Their 
interests,  attention  and  physical  moves,  the  instant 
of  fare  payment,  must  be  absolutely  conjoined. 

The  ROOKE  register  is  not  car  equipment.  It  is 
fare  collecting  service.  The  register  goes  along  with 
the  conductor,  becomes  a  handy  feature  of  personal 
convenience,  is  both  a  spur  to  secure  his  best  efforts 
and  a  check  positively  deterring  him  from  error. 

It  is  greatly  to  your  advantage  that  the  ROOKE 
register  operates  this  way.  When  the  conductor 
takes  his  car  he  signs  for  and  takes  his  register,  and 


there  is  no  possible  dispute  regarding  readings  or 
complications  with  other  conductors.  When  he 
leaves  the  car  the  register  goes  along  with  him 
just  the  same  as  a  valuable  watch  in  his  pocket.  His 
record  is  never  locked  up  in  the  car,  mixed  with 
other  conductor's  records,  or  subjected  to  auditing 
delays.  In  making  his  turn  -  in  the  register  goes 
along  with  his  report  and  can  flexibly  convenience 
the  auditor.  When  it  is  necessary  to  go  into  the 
car  to  collect  fares  (and  such  things  are  necessary 
even  on  prepayment  cars)  the  fare  collecting  system 
goes  right  along  with  him.  The  passenger  ahi'ays 
pays  the  same  way.  The  register  always  goes  to 
the  passenger.  The  transaction  is  always  on  the 
basis  of  passenger  (ist),  to  company  (2d),  to  con- 
ductor (3d).  This  applies  to  all  types  of  cars.  It 
brings  to  you  one  standard,  uniform  system  for  all 
your  cars — prepayment  and   otherwise. 

On  the  prepayment  platform  the  ROOKE  reg- 
ister, in  the  conductor's  hand,  is  within  the  reach 
of  every  passenger  on  the  rear  platform.  The  pas- 
senger cannot  hang  back  or  take  advantage.  The 
conductor  is  not  cooling  his  eye  on  some  box,  ham- 
pered in  his  movements  and  forced  to  go  slow 
through  the  slow  movement  of  passengers  who  may 
be  attempting  to  "put  something  over"  on  the  mute 
fare  box.  The  conductor  conveniences  passengers, 
speeds  up  loading  time.  He  goes  after  fares.  His 
collecting  instinct  is  utilized  and  developed  —  not 
killed,  as  with  the  box.  Each  transaction  on  the 
car  means  that  the  passenger  and  the  conductor  are 
forced  to  give  the  instant  of  attention  necessarv  so 
that  all  parties  sec  the  register,  feel  the  action  of  the 
re?rister.  hear  the  bell  of  the  res^ister.  and  in- 
stinctively knoiv  that  the  fare  is  registered  properly. 

The  ROOKE  SYSTEM  is  the  only  real,  get- 
together  sy.^tcm  possible  for  yon. 


ROOKE  AUTOMATIC  REGISTER  COMPANY 


PROVIDENCE,  RHODE  ISLAND 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


91 


Educating    Passengers   to   Operate   the 

Pinch  Handles  of  a  Car  Curtain 

Costs  a  Lot  of  Money! 

No  "Education"  is  necessary  when  This 
Car  Curtain  is  used 


Rings 
Let  Go 


A  Decided 
Advantage  of  the 

"Ring"  Fixture 

is  the  fact  that  the  passenger  may  seize  any  part  of  the  curtain  and 
operate  it  freely  without  its  binding  or  straining  or  bending  metal 
or  fabric. 

And  yet  the  curtain  holds  fast  in  any  set  position. 
It  is  all  due  to  the  automatic  "Hold"  and  "Let  go"  action  of  the 
rings  (see  illustration). 

Another  very  important  feature : 

The  Ring  Fixture  has  a  locking  adjustment. 

This  is  in  the  form  of  a  pin  and  socket  on  the  knurled  end  of 
the  spring  chamber,  holding  the  tips  in  proper  adjustment. 

83%  of  All  the  Cars  Purchased  by  Electric  Railways  in  1914 
were  Equipped  with  the  Ring  Fixture! 

Write  for  Bulletin  "C-3" 


The  Curtain  Supply  Co.,  322  West  Ohio  St.,  Chicago 

48  Church  Street,  New  York 


92 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


r 


Everybody 
Threatened  by 
the  GERMS  That 
PLAGUED  JOB 


We  Can  "Catch"  Boils  i 


By  L.  K.  HIRSHBERG. 

A.B.,  M.A.,  M.D.  (Johns  Hopkins). 

I  OILS  recewfi  their  name' because  It  used  to  be  be-' 
lipvcd  tliat  they  were  due  to  the  blootls  becoming 
too  hot  and. boiling  over  in  different  parts 

^vb'Klv      Ttitil    very  recently   most    persons   Wy 
L.d  go  to  :x  druggist  or  to  adcvj/ 


B 


A  FEW  OF  THE  W  ( 

From  Left  to  Right — Straps  in  Str«»t  Cwr»,  lin»n  Ci 

■'^        '  '^^^l^^^SboV  5Ko]p»,  a  FrtMic 

-y^t  thr     r-y'  "  ~"   '  ' 


Adopt    these    snow-white, 

non-absorbent 

RICO  Sanitary  Strap  Covers. 

The  pubHc  is  awakening 
to  the  dangers  of  uncov- 
ered leather-straps.  They 
will  appreciate 

RICO  covers. 

Roads  to  the  number  of 
300  have  adopted  them. 
You  can  utilize  your  old 
straps. 

Write  for  our  booklet, 
"The  Car  Beautiful." 

Railway 
Improvement  Co. 

61  Broadway,  New  York 


41378-P 


RICO 

Sanitary 
Strap  Covers 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


93 


.0)'. 


i.  * 


'0" 


(( 


RICO" 


Coasting 
Recorders 


VQ) 


.(D 


■0. 


Reduce  Power  Consumption 

Improve  Schedules. 

Reduce  Accidents. 

Reduce  Maintenance  Expense. 

You  can  buy  them  out  of  the  savings 
effected. 

Over  6000  cars  equipped. 

It's  a  luxuury  to  operate  your  cars 
without  Coasting  Recorders. 

Railway  Improvement  Co. 


Chicago 


61  Broadway,  New  York 

Los  Angeles 


.®. 


London 


:®. 


;:®' 


\:q). 


©: 


94 


ELECTRIC     RAILWAY     JOURNAL 


[MARCH  20,  1915 


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March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


95 


Take  Thought  About  the  Top  of  Your  Car 
When  Considering  1915  Economies 


And  Join  the  Army  of 

BAYONNE  CAR  ROOFING  USERS 

The  BAYONNE  specially  prepared  canvas  has  been  proved 
beyond  all  doubt  to  be  the  best  weather  resisting  roof  material 
which  has  entered  into  car  construction. 

Unlike  ordinary  fabric  roofing,  BAYONNE  CAR  ROOFING 
WEARS.  Its  ingredients  embody  the  best  chemical  and  mechan- 
ical thought  in  dealing  with  destructive  weather  conditions.  The 
many  electric  and  steam  roads  which  are  its  users  since  it  first 
came  on  the  market  eight  years  ago  have  never  added  new  cars 
without  specifying  BAYONNE  CAR  ROOFING.  It  increases 
the  life  of  the  car.  And  we  have  added  a  new  word  to  car  use— 
"Car-Roof-Mileage." 

We  would  earnestly  advise  you  to  pare  down  roof  maintenance 
cost  with 


ROOFING 


26"  to  120"  wide 

We  would   like  to   send   you   our   literature   on  \ 

"  car  head-gear." 

JOHN  BOYLE  &  CO.,  INC. 

112-114  Duane  Street      New  York  City       70-72  Reade  Street 

Branch  House,  202-204  Market  St.,  St.  Louis,  Mo. 

Wide  Cotton  Duck 

Largest  Stock  and  assortment  in  United  States 
Also  headquarters  for  Cheesecloth  and  Bunting 


96 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Suppose  you  had 
a  man  on  every 
one  of  your  cars 
doing  THIS 

twenty-four  hours  a  day. 

Suppose  each  man's  duty  was  to 
save  heating  current  now  going  to 
waste. 

Suppose  each  had  to  constantly 
watch  the  thermometer. 

Whenever  the  temperature  rose 
above  the  arbitrary  "point,"  he 
must   cut   ofif  the   heating  current. 


You  know  that  this  would  occur  many  times  a  day  and  the  aggregate  saving  in  a  year  on  all  your 
cars  would  be  ENORMOUS. 

And  you  know  also  that  such  a  task  would  be  well-nigh  impossible  of  accomplishment  by  any 
ordinary  man  and  utterly  out  of  the  question  from  a  practical  standpoint. 

But  dp  you  realize  that  there  is  an  actual  and  remarkably  effective  method  of  accomplishing 
these  savings,  in 

The  UTILITY  Electric  Thermometer  Control 


>m 


m 


And  it  is  a  method  that  is  free  from  the 
"man  factor" — a  method  that,  once  installed, 
works  AUTOMATICALLY,  hour  after  hour, 
day  and  night,  week  in  and  week  out,  year 
after  year,  without  ever  shirking,  without  com- 
plaint, without  pay  and  WITHOUT  FAIL- 
ING to  fulfill  its  function — the  saving  of  your 
current. 

Here's  what  it  means  to  you :  The  desired 
temperature  in  your  cars  automatically  main- 
tained at  all  times  with  a  minimum  consump- 
tion of  current. 


Utilization  of  the  heat  radiated  from  the 
passengers'  bodies  in  a  well-filled  car,  with  a 
corresponding  saving  of  heating  current. 

A  greatly  reduced  heating  load  at  the  very 
time  when  the  power  load  is  greatest. 

Let  us  explain  the  advantages  of  this  method 
more  in  detail  and  show  you  its  superiority 
over  any  other  device  on  the  market. 

Remember,  we  sell  it  with  an  iron-clad 
guarantee.  Investigate  it.  Ask  for  catalog 
4CX). 


Successful  Car  Ventilation  Is  Not  Simply  a  Question  of  Buying  Ventilators  and 

Installing  Them 

UTILITY  Car  Ventilators 

Are  Made  in   Different  Types  to  Meet  Widely  Varying  Conditions 


Honeycomb  Type  for 
Side  Deck 


It  is  an  engineering  problem  which 
must  be  met  scientifically  with  the 
type  of  ventilator  and  the  number  of 
ventilators  best  adapted  to  the  work 
to  be  performed. 

Through  constant  study  of  the 
field,  our  engineers  can  tell  you  the 
type  best  suited  to  meet  your  par- 
ticular ventilating  conditions. 

Put  your  problem  up  to  us. 


Utility  Ventilators  are  economical 
in  first  cost,  simple  and  rugged  in 
construction,  light  in  weight,  easily 
and  cheaply  applied,  durable,  water- 
proof, weather  nroof,  dust,  dirt  and 
cinder-proof.  They  exhaust  the  air 
efficiently  whether  the  car  is  running 
or  standing  still. 

Charts  and  full  technical  data  sent 
to  any  road  interested,  on  request. 


Round  **Jet"  Type 

(Patented) 


Railway  Utility  Company 


General  Offices 
721  West  Fulton  St.,  Chicago 


Eastern  Office 
1328  Broadway,  New  York 


March  20,  19151 


ELECTRIC     RAILWAY     JOURNAL 


97 


The  Bluff  Called ! 


Beat 


New  Orleans  Pressed 
Steel  Car,  Lightest 
fifty  -  two  Passenger 
City  Car  on  record. 


Southern  Car  Co. 

High  Point,  N.  C. 


It? 


98 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Watch  Your  Step! 

No  matter  what  the  weather 
guarantee  your  passengers 


SAFE   FOOTING 


The  Stanwood  Car  Step 

with  its  high  carbon  steel  treads 
which  are  arranged  to  be  self-clean- 
ing, makes  entrance  to  the  car  and 
departure  from  it  safe.  Its  reputa- 
tion is  world-wide.  Made  in  single, 
double,  triple  and  folding  types.  It 
can  be  furnished  with  various  types 
of  hangers  to  fit  any  make  of  car — 
new  or  old. 


The  most  costly  thing  in  equipment  is  not  first 
cost — but  after-maintenance.  Cost  of  accidents 
to  passengers  should  be  listed  under  this  head. 


Mason    Safety     i  read   on   Curved 
Step  of  Trolley  Car. 


The  Mason  Safety  Tread 

is  necessary  wherever  walking  in  a  vehicle  is  dan- 
gerous because  of  motion  or  weather  conditions. 
Every  condition  under  foot  is  provided  for  by  the 
Mason  Safety  Tread — aisles,  station-platforms,  vesti- 
bules, running  boards,  steps,  etc.  The  tread  can  be 
put  on  any  material.  It  is  ideal  in  resisting  wear,  and 
is  made  with  either  lead  or  carborundum  filled 
grooves. 

Complete  Information  on  Request 

American  Mason  Safety 
Tread  Co. 

Main  Offices,  Lowell,  Mass. 

Branch  Offices:    Boston,    New  York,  Chicago,   Philadel- 
phia, Kansas  City,  Cleveland,  St.  Louis 


?.\ 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


99 


There  can  be  No  Half-Way 
Measures  in  Life -Saving 


From  the  Public  Service  Safety  Campaign 


Hence  the  Wide 
Adoption  of 

Providence 
Fenders 

and 


H-B 

Life-Guards 


The  Consolidated  Car 
Fender  Co. 

Providence,  R.  I. 

Wendell  &  MacDuffie  Co. 

61  Broadway 

General  Sales  Agents 


From  the  Chicago  Safety  Campaign 


2157 


100 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Golden   Glow   replaced   4  ampere   arc  and   incandescent   lieadiights  at   Omaha 
after  thorough  competitive  test. 


OMAHA  &  COUNCIL  BLUFFS 
STREET  RAILWAY  CO. 

Omaha,  February  2,  1915. 
Brown  &  Hall,  St.  Louis,  Mo. 
Gentlemen : 

I  feel  that  some  explanation  is  due  re- 
garding this  photograph. 

You  will  note  that  this  picture  shows 
the  Golden  Glow  headlight  and  also  the 
ordinary  dash  type  incandescent  head- 
light below.  You  will  recall  that  we  for- 
merly used  arc  headlights  in  the  outly- 
ing districts  and  the  incandescent  light 
when  in  town. 

We  replaced  the  arc  light  with  the 
Golden  Glow  and  use  it  exclusively  on 
these  cars,  the  semaphore  lens  lamp  not 
being  used  at  any  time. 

The  latter  was  set  in  the  dash  and  as 
we  have  not  needed  them  elsewhere  and 
the  cars  have  not  been  overhauled,  the 
lower  light  has  been  left  in  the  car  dash 
up  to  this  time. 

Yours  very  truly. 
(Signed)  F.  S.  Welty, 
Purchasing  Agent. 


Golden  Glow  Headlights 

Are  Winning  in  Every  Test 


Because 

They  Give  More  Light  than  an  arc  or  any 
other  incandescent  headlight.  This  is  easily 
proven.  You  can  actually  see  further  down 
the  track,  pick  out  switch  points,  distinguish 
pas.sengers  in  easy  stopping  distance. 

They  Provide  a  Different  Quality  of  Light 
— a  soft  golden  beam  which  will  not  dazzle  or 
blind  those  approaching.  It  will  penetrate  fog 
and  rain  far  better  than  a  white  light.  On 
city  streets  where  lights  are  numerous  the 
beams  from  the  "Golden  Glow"  blend  with  the 
general  illumination.  In  dark  sections  "Golden 
Glow"  gives  a  result  which  cannot  be  secured 
with  any  other  headlight. 


They  Decrease  Expense  of  front-end  illumi- 
nation. The  average  arc  light  costs  $75  to 
$80  per  year  for  current  and  maintenance.  It 
consumes  from  2^  to  5  amperes,  1.4  to  3 
K.W.,  a  very  considerable  amount.  "Golden 
Glow"  uses  between  23  and  150  watts,  depend- 
ing upon  the  type  and  service.  There  is  no 
maintenance  to  the  "Golden  Glow"  mirrored 
glass  reflector,  nothing  to  wear  out,  and  re- 
placements are  limited  to  the  renewal  of  in- 
candescent bulbs. 

They  Increase  Efficiency.  Your  motorman 
always  has  an  operating  light,  a  light  which 
is  always  on  the  right  of  way,  never  flickers 
nor  kicks  out.  There  has  never  been  an  acci- 
dent to  a  car  so  equipped  because  of  lack  of 
light. 


Let  us  Make  a  Trial  for  You 


Scores  of  operating  officials  all  over  the 
country  have  accepted  our  offer  to  make  an 
actual  service  demonstration  of  "Golden  Glow" 
headlights.     We  leave  the  lamps  on  the  car 

E.   R,    .Mason   Co..  20.18   Grand   Central  Term.,   New  York. 
The  Walkcr-Smitli   Co..   Knickerbocker   liltle..   Baltimore. 
The  C.   E.    A.    Carr   Co..   2   Toronto   Street.  Toronto,   Canada. 
T.   n.   pebt-inir  Co..   Hatini   and   Eviclid    Streets,   Pittsburgh. 
L.  r..  ParkiniJon,  6.14   C"s^   Avenue,  Detroit. 
C.   F.   Saenger  &  Co.,  Electrc   Biiildine,  Cleveland. 
R.    K.    Holdtn,    .')20   New    York   I,ife    jiuilding.   Chicago. 
Grayson    Railvvav    Si'pplv   Co  .   T^aSall"   Buildinp.   St.   T^otiis. 
Tlrown   &  Hpll  Stipply  Co.,  620  Central   Xational   Bank  Build, 
ing,   St.    T.ouis. 


for   a   month   or   two,   subject   to   their   most 
severe  conditions. 

We  will  be  glad  to  do  this  for  you.    Either 
write  the  factory  direct  or  our  nearest  oflfice. 

Railroad  Signal  Supply  Co.,  Hackney  Building,  St.  Paul. 
.Alfred   Connor,   Majestic   Building,    Denver. 

E.  C.  Morton.  Walker  Bank  Building,  Salt  Lake  City. 
G.    L.    Priest,    229    Sherlock    Building,    Portland,   Oregon. 

F.  F.  Bodler,  901  Monadnock  Building,  San  Francisco. 
S.  I.  Wailes.  Trust  and  Savings  Building,  Los  Angeles. 
Giovanni    Chechetti,    Milan,    Italy. 

.\mniann    &    Co.,    Zurich,    Switzerland. 

Forest  City  Electric  Services  Supply  Co.,  Salfcrd,  England. 


The" 


EsterlinE= 

219  East  South  Street,  Indianapolis,  Indiana 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


101 


SERVICE 


The  service  you  get  out  of  your 
bushings  depends  entirely  upon 
what  the  manufacturers  put  into 
them. 

Recently  a  "Bound  Brook"  Bush- 
ing was  removed  from  a  four-inch 
trolley  wheel  after  having  run 

27,633  Miles 

The  wheel  was  worn  out,  but  the 

bushing  showed  little  evidence  of 

zvear. 

With    such    evidence    as    this,    and 

knowing  the  fact  that 


Over  a  Million 


■"Bound  Brook''  Bushings  were 
sold  last  year,  you  should  buy 
only  the  Genuine  Bound  Brook 
Bushing,  packed  fifty  to  the  box, 
with  the  green  label. 
All  genuine  graphited  "Oil-less 
Bearings"  have  always  been  made 
at  Bound  Brook,  N.  J.,  in  the 
U.  S.  A.  by  the 


Graphite  Lubricating 
Company 


102 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


33^%  Reduction 

in  trolley  maintenance  expense  is  the  usual  record  of  railway  com- 
panies after  standardizing  on  BAYONET  TIME-SAVING  TROL- 
LEY EQUIPMENT.  The  saving  in  trolley  wheels  alone  usually 
pays  for  the  harps  and  their  maintenance. 

Bayonet  Special  Trolley  Wheels 


increase  this  saving  if  used  in  Bayonet  Detachable  Harps,  because  they  are 
made  of  superior  quality  of  metal  with  accurate  balance  and  finish.     The 
quick  and  easy  method  of  changing  the  harp  head  and  wheel  insures  proper 
inspection,  lubrication  and  adjustments,  all  of  which  is  very  essential 
in  keeping  your  trolleys  in  perfect  running  condition  at  all  times. 


75  Styles,  Sizes  or  Combinations 


of  Harps 


to  select  from.  Detachable  Harps — changed  in 
TEN  SECONDS— for  Interurban,  City  and  Indus- 
trial Cars,  surpass  all  others  for  economy  and  effic- 
iency. Non  -  detachable  Harps,  ranking  next  to 
our  Detachable  Harp  for  efficiency,  for  those  who 
want  THE  BEST  FOR  THE  LEAST  MONEY. 
No  harp  is  so  w^ell  made.  Smooth,  symmetrical, 
light. 

We  will  eliminate  your  trolley  wheel  bearing  troubles  and  expense,  if  you  will  use  either  our  No. 
57  or  67  Harp  and  our  No.  18  or  19  Wheel,  which  are  provided  with  our  famous  self-lubricating 
bearings  that  never  wear  out.  A  4000-mile  test  on  high-speed  showed  no  wear  in  the  bearing  of 
a  No.  19  wheel.     The  groove  will  run  several  thousand  miles  more.    Let  us  tell  you  why. 

Bayonet  High  Speed  Trolley 

Bases 

are  built  to  stand  the  severest  service.     Made  largely  of  steel, 
renewable   bushings    in    all   bearings,   highest   grade   springs, 
anti-friction  tension,  POLES  CHANGED  IN  ONE  MINUTE 
and  wheels  perfectly  aligned  with  wire.     It  is  THE  WEAR- 
EVER  BASE  WITH  THE  TIME-SAVING  FEATURES 
THROWN,  IN.     No  delays  to  cars.     No  in- 
terruption to  train  schedules  on  account  of 
damaged  trolleys.     Its  interchangeable  wear- 
ing parts  make  it  the  cheapest  to  maintain. 

Bayonet  Equipment  Sells  on  Its  Merits 

SOLD  ON  90  DAYS'  APPROVAL.  IF  NOT  SATISFIED 
THAT  IT  IS  THE  BEST  YOU  EVER  USED,  SEND  IT 
BACK  AT  OUR  EXPENSE. 

Will  you  take  advantage  of  this  golden  opportunity  to  learn 
why  it  is  economy  to  use  Bayonet  Time-Saving  Trolley  Equip- 
ment on  your  cars?     Write  us   for   further  particulars. 

Bayonet  Trolley  Harp  Co.,  springfieid,  Ohio 

Win.  K.  Ciartoii,  Sales  Engineer,  299  Broadway,  New  York  City,  N.  V, 
John  .S.  Black  Co.,  Sales  Agents,  908  Hennen  BIdg.,  New  Orleans,  La. 
Satterlee   F.lec.    Co.,    Hall    Bldg.,   9th   and   Walnut   Sts.,   Kansas  City,   Mo. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


103 


This 

Wheel 


needs  No  Lubricating 

Think  what  this  means. 

Once  installed,  it  requires  no  attention — saves  lubricant  and  labor — does 
away  with  the  destructive  effects  of  dripping  oil  and  the  constant  wear  and 
tear  on  roofing  caused  by  shopmen.     The 

©ILLESSTMLLEYW^EEL 

is  effectively  and  continuously  self -lubricating  without  any  of  the  drawbacks 
that  limit  the  practical  value  of  other  self-lubricating  types. 

Because  the  "V-K"  has  no  oil  or  grease  chamber  around  the  bearing  acting 
as  an  insulator  to  destroy  or  diminish  perfect  conductivity.  It  is  made  with 
a  patented  graphite  and  gauze  bushing  thoroughly  impregnated  with  graphite 
lubricant — non-insulating — heat-proof — long-lived — easily   interchangeable. 

The  "V-K"  wheel  is  made  of  specially  tough  metal — not  hard — is  properly 
balanced — mechanically  perfect  in  finish — gives  greater  mileage  with  least 
detriment  to  overhead  wiring. 

For  best  results,  use  the  "V-K"  OILLESS  TROLLEY  WHEEL  with  the 

"V-K"  NON-ARCING  HARP 

The  harp  with  the  patented  gripping  device  for  locking  the  axle-pin  in  its 
socket.  Gives  the  best  form  of  contact  yet  obtained  in  any  type  of  harp — 
ensures  freedom  from  interruption  of  current — prolongs  life  of  wheel  and 
harp  together. 

Any  fair  trial  of  the  "V-K"  equipment  will  convince  you  of  the  wisdom 
of  adopting  them  as  standard.    Look  into  this  further — write  us  for  particulars. 

Send  for  our  new  illustrated  Catalog  now  on  the  press.  It 
contains  full  information  on  sizes,  styles,  etc.,  covering  our 
whole  line  of  wheels  and  harps. 

MORE -JONES  BRASS  &  METAL  CO. 

ST.  LOUIS,  MO. 

Manufacturers  of 

Trolley  Wheels  and  Harps,  Contact  Springs,  Motor  Axle 
Bearings,  Armature  Bearings,  Truck  Journal  Bearings,  Air 
Compressor  Bearings,  Armature  Babbitt  Metal,  and  similar 
products. 


104 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


The  Wonderful  Single 

Service  Chilled  Iron 

Car  Wheel 

In  One  Hundred  Cities  of  the  United  States  and 
Canada  go  per  cent,  of  the  Street  Car  Companies 
operating;  lOO  cars  or  over  use  Chilled  Iron  Car 
Wheels. 

Occasionally  a  Street  Car  Company  will  experi- 
ment with  other  types,  but  in  most  cases  return  to 
the  Chilled  Iron  Wheel.  This  does  not  just  happen 
— it  is  a  lesson  forced  by  experience. 

Chilled  Iron  Wheels,  unlike  other  types,  act  in 
harmony  with  the  parts  with  which  they  come  in 
contact  such  as  brake  shoe  and  rail. 

Comparative  tests  in  some  cases  show  the  con- 
sumption of  brake  shoes  25%  to  50%  greater  with 
other  types  than  with  Chilled  Iron  Wheels.  \\'hen 
this  loss  is  considered  and  when  we  reckon  on  an 
additional  loss  in  rail  wear  and  power  consumption 
of  at  least  10%,  the  reason  why  Chilled  Iron  Street 
Car  Wheels  are  used  in  such  a  diversified  territory 
is  apparent. 

The  Wonderful  Single  Service  Chilled  Iron  Car  Wheel 

ASSOCIATION  OF  MANUFACTURERS  OF  CHILLED  CAR  WHEELS 

1214  McCormick  Building,  Chicago 

Representing  forty-eight  wheel  foundries  throughout  the  United  States  and  Canada. 
Capacity  20,000  Chilled  Iron  Wheels  per  day. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


105 


More  than  three  dozen  electric  roads, 
operating  nearly  ten  thousand  cars  have, 
within  the  past  three  years,  equipped 
every  car  on  their  systems  with 


MRUff 

Emergency 


ill  every  important  case  on  record,  the  railway  coni- 
])aiiies  have  benefited  greatly  by  the  presence  of  the 
emergency  jack  for  promptly  relieving  tie-ups,  as 
well  as  for  rescue  work  before  the  arrival  of  an 
emergency  wagon  in  cases  of  serious  accidents. 

The  Barrett  Emergency  Car  jack  is  a  powerful 
aid  in  minimizing  losses  through  unavoidable  acci- 
dents and  tie-ups ;  it  effects  substantial  savings  of 
time  and  money. 

No.  239  "Bay  State"  15-ton  jack  with  swivel  claw 
is  shown  in  middle  picture  lifting  a  car  back  on  the 
track. 

No.  439  "Senter"  20-ton  geared  jack  wns  recently 
adopted  by  the  Philadelphia  Rapid  Transit  Co.  for 
all  their  cars.  Note  the  quickly  adjustable  swivel 
claw  in  lower  photo.  These  are  our  two  most  re- 
cent models. 

We  offer  the  services  of  our 
engineering  department  in  de- 
signing special  jacks  for  cars 
of  special  construction,  where 
none  of  our  standard  designs 
will  fill  requirements. 

The 
Duff  Mfg.  Co. 

Rstab'ished  1883 

PITTSBURGH,  PA. 

50  Church  St..  New  York 

Peoples  Gas  Bldg..  Chicago 

Candler  Bldg.,  Atlanta 


Send  for  complete  Catalog  No.  102  of: 
Barrett  Track  and  Car  Jacks 
Duff  Ball  Bearing  Screw  Jacks 
Armature  Motor  Lifts  or  Pit  Jacks 


106 


ELECTRIC     RAILWAY    JOURNAL 


[March  20,  1915 


Insure  Minimum  Operating  G^st 

by  using 


66 


VD&D 


99 


Gears  and  Pinions 


Tool  Sieel 
We  a  r\  n^ 
S  u  rf  ace 


Toughened 
Core 


Grade  HARDENED 


Maximum  Wear  and  Strength  are  se- 
cured by  our  special  process  of  harden- 
ing. The  wearing  surface  is  converted 
into  Tool  Steel  (wear),  and  the  core 
materially  toughened  (strength). 

Use  our  grade  HARDENED  for  low- 
est cost  per  car  mile. 


Refined 

and 

•Toughened 
throughout 


Grade  TREATED 


Greath  Strength  and  Long  Service  are 

outstanding  features  of  our  Grade 
TREATED.  Our  special  process  of  heat 
treatment  refines  and  toughens  the  steel 
throughout,  reducing  breakage  to  a 
minimum. 

Use  our  Grade  TREATED  for  extra 
Heavy  Duty  Service. 


ff^rite  for  our  Pamphlet 
A  feature  of  lowest  operating  and  maintenance  cost 

Gear  Specialists 

CLEVELAND,  O.,  U.  S.  A. 

NEW  YORK  SAN  FRANCISCO 

C.  E.  A.  Carr,  Special  Canadian  Representative,  2  Toronto  St.,  Toronto,  Canada 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


107 


Many  railway  men  have  admitted  to  us  that  particularly  on 
low  hung  motors  they  are  experiencing  numerous  gear  case 
failures  due  entirely  to  bumping  them  over  their  special 
track  w^ork,  etc. 

Have  you  ever  considered  the  importance  this  condition 
plays  in  running  up  your  maintenance  cost,  and  have  you 
'  ever  investigated  whether  or  not  the  distance  between 
your  pavement  and  gear  cases  could  be  increased? 

You  can  obtain  Maximum  Clearance  witli 

Chillingworth  Shallow  Bottom  Halves 


W.  H.  49  or  W.  11.  56 


Are  the  Brackets  you  use  designed  and  constructed  to  resist  hard 
service,  and  will  they  compare  with  those  illustrated  above? 

If  you  use  Riveted  Up  Cases  you  already  appreciate  the  value  of  the 
fact  that  there  are  no  seams  to  open  up  on  Chillingworth  Cases. 

If  you  are  having  Gear  Case  Troubles  and  are  interested  in  solving 
them  why  don't  you  order  about  one  dozen  Chillingworth  Cases 
and  place  them  in  service  alongside  of  any  other  type  of  case  and 
keep  a  comparative  record  of  the  results  obtained,  and  award  your 
business  to  the  case  that  gives  the  most  satisfaction  with  the  least 
expenditure  of  money? 

Thayer  &  Company,  Inc.,  Agents 

111  Broadway,  New  York  City 


REPRESENTATIVES: 
U.  S.  Metal  F>nd  Mfg.  Co.,  Southern  and  New  England  States 
Allen  General  Supplies,  Canada. 
H,  F.  Keegan  &  Company,  Chicago. 


Grayson  Railway  Supply  Co.,  St.  Louis. 
W.  R.  Garten  Company,  Chicago. 
Union  Electric  Company,  Pittsburgh. 


108 


ELECTRIC     RAILWAY     JOURNAL 


[March  20.  1915 


We  Proved  It 


'4     (^^MM^A^^^t       ^ 


In  the  comparatively  short  time  that  Nungesser  Carbon 
and  Metal  Brushes  have  been  on  the  market,  we  have 
secured  as  regular  customers  leading  firms  in  all  lines  of 
industry  using  carbon  products  as  follows — 


Street  Railways 

Steam  Railways 

Steel  Mills 

Electric  Crane  Manufact- 
urers 

Electric   Signal   Manufact- 
urers 

Automobile   Starter  and 
Lighter  Manufacturers 


Central  Stations 

Dynamo  and  Motor  Manu- 
facturers 

Circuit  Breaker  Manufact- 
urers 

Railway  Car  Lighting  Manu- 
facturers 

Electric  Drill  Manufacturers 
and  Others 


In  each  case  we  were  obliged  to  prove  that  Nungesser 
brushes  would  give  the  customer  "Better  service  than 
he  had  been  receiving  before." 

If  Such  Service  Interests  You — Say  the  Word 


The  Nungesser  Carbon  &  Battery  Co. 

Cleveland,  Ohio 


March  CO,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


109 


*.«>'.• 


mr 


w  ^ 


¥*:''m- 


aM 


'--F 


'  "'< 


K_^-.>J 


There  is  always  one  stately  Tree 
that  stands  forth  above  all  others,  its 
great,  arching  limbs  telling  a  story  of 
steady  growth  through  the  years,  of 
the  weathering  of  many  a  storm,  and 
of  the  mighty  strength  that  is  stored 
up  to  resist  the  slow  wear  of  the  cen- 
turies. 

So  it  is  in  the  Brush  business.  One 
'  ompany  stands  forth  above  all 
others,  deep-rooted  in  the  field  it 
covers,  built  up  by  years  of  growth, 
liy  increased  demand  for  its  product, 
liy  scri'ice  rendered  to  the  customer. 
It  has  weathered  the  fiercest  storms 
•  i  competition.  It  possesses  the 
-ircngth — the  facilities — to  continue 
to  supply  a  product  of  steadily  Uni- 
form Quality.  This  Company  manu- 
factures 

LeCarbone 

Brushes.  Uniformity  of  Quality — 
Different  Grades  for  Different  Serv- 
ice— These  are  the  seeds  from  which 
has  grown  steadily  the  demand  for  Le 
Carbone.  until  today  it  overshadows 
that  of  all  other  carbon  brushes. 

W.  J.  Jeandron 

173  Fulton  St.  New  York 


ni'ifi.S.'Lr'j*  ■.-(.'  SAWii^J.'t'i 


110 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Making 
Good  in 
New  York 


RolWay  Bearings 


For  the  past  three  years  the  Third  Avenue  Railway  of  New 
York  has  been  operating  thirty  storage  battery  cars  equipped 
with  Rollway  Bearings.  They  have  been  making  a  splendid 
record  for  low  maintenance  cost. 

Rollway  Bearings  require  less  lubricant  because  they  reduce 
friction  and  they  are  oil-tight  and  dust-proof. 

They  reduce  maintettance  cost.  They  have  a  fixed  adjustment, 
thus  requiring  no  adjustments. 

They  save  fifteen  per  cent,  of  the  total  amount  of  power 
required  to  run  the  car. 

We  will  gladly  give  you  figures.     Write. 

The  Railway  Roller  Bearing  Co. 

SYRACUSE,  N.  Y. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


111 


This  Ephrata  and  Lebanon  Street  Railway  Co.'s  car 
is  mounted  on  Baldwin  trucks,  Class  "K." 

WHY? 


SAFETY  FIRST.  In  the  design  and  workmanship 
of  all  parts ;  in  the  proper  consideration  of  the  elastic 
limit  of  the  material. 

SECOND  —  ECONOMICAL  MAINTENANCE. 
The  wearing  parts  have  renewable  wearing  plates  or 
hardened  bushings. 

THIRD— SIMPLE  CONSTRUCTION.  The  parts 
are  few  in  number,  easily  removable  and  held  together 
by  taper  turned  bolts  in  reamed  holes.  The  gussets 
are  substantial,  and  each  truck  is  a  unit. 

FOURTH  —  NOISELESS  OPERATION.  The 
truck  frame  is  strong,  light  and  rigid,  and  the  bolted 
brake  with  compression  springs  is  chatter-proof. 


Baldwin  Truck,  Class  "K" 


THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 

REPRESENTED     BY 
Charles  Riddell,  625   Railway   Exchange,  Chicago,   III.  George   F.  Jones,  407  Travelers   Building,   Richmond,  Va. 

C.  H.  Peterson,  1610  Wright  Building,  St.  Louis,  Mo.  A.    Wm.    HInger,   722   Spaldinq    Buildlna.    Portland,    Ore. 

F.   W.  Weston,  50  Church   Street,   New   York,   N.   Y.  Williams,  Dimond  &  Co.,  310  Sansome  St.,  San  Francisco,  Cat. 

J.   A.   Hanna,   Nlles,  Ohio 


112 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


42  Per  Cent 


of  the  all-steelcars  order- 
ed during  1914  for  elec- 
tric traction  service  were 
''Cincinnati"  Cars. 

It  is  a  noteworthy  fact 
that  the  Cincinnati  Car 
Co.  was  awarded  orders 
for  a  majority  of  the  cars 
of  this  type  built — in 
this — the  most  impor- 
tant year  in  the  advance 
of  all-steel  cars. 


The  Cincinnati  Car  Co. 

Winton  Place 

Cincinnati,  Ohio 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


113 


60,000  Lb. 

Capacity 

Crane  Car 


Built  by   McGulre-Cummlngs   Mfg.  Co. 


The  McGUlRE-CUMMINGS 
Car-Building  Organization 


Can  render  you  an  especially  valu- 
able service  in  designing  and  build- 
ing standard  and  special  equipment 
to  meet  all  requirements. 

The  season  of  new  construction  is 
opening  up — we  shall  be  pleased  to 
quote  you. 

McGuire-  Ctimmings 
Mfg.  Co. 

General  Offices 

Harris  Trust  BIAr.,  CHicago 

Builders    of    City    and     Interurban    Cars,     TrucliS, 
Sprinltlers,  Crane  Cars,  Worl<  Cars,  etc. 


6000  Gallon   Sprinkler — One  of  a  Number  of  Designs  We   Build. 


114 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Internal    Combustion    Locomotives 

The  Motive  Power  You  Have  Long  Desired 


_      i 

Bi^-'^RL't  '.w" --■•'-*'' ^--S'^'  ^^"^^rs^^ 

20  Ton 
Gasoline  Locomotive 

46-inch   drivers 
Five  to  45  miles  per  hour 
Develops  450  horsepower 
Single  end  control 
Three  speeds  forward 
Three  speeds  reverse 


40  Ton 
Gasoline  Locomotive 

54-inch  drivers 
Five  to  60  miles  per  hour 
Develops  800  horsepower 
Double  end  control 
Three  speeds  forward 
Three  speeds  reverse 


All  Locomotives  Equipt  with  Electric  Starters,  Lighters  and  Generators. 


IDEAL  POWER — The  ideal  power  for  surface,  subway  and 
elevated  lines.    Also  for  local  and  terminal  service.    No  smoke. 

FUEL — Gasoline — Ozoline — Oil  or  Distillates. 

OPERATION — A  One-Man  Pneumatic  Operation. 

Biggest  and  Best  Transportation  Proposition  of  this  Century. 

Write  Us  — It  will  Pay  You 


3103 


Internal     Combustion      Locomotive 

Equitable  Bldg.,  Wilmington,  Del. 
J.  W.  McKay,  General  Manager 


Co. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


115 


Taylor  Trucks — Modern  Equipment 

The  new  cars  for  the  Morris  County  Traction  Co., 

Aiorristown,  N.  J.,  represent  the  most  advanced  type  of 

car  construction  throughout.     It  is  sig'niftcant,  then,  that 

TAYLO'R   T'RUCKS   were  chosen   for    I\l orris   County 

•  service. 

If  the  trucks  are  "TAYLOR-MADE,"  ease  of  riding, 
durahilit^•  and  lowest  cost  of  maintenance  are  assured. 


Specifications 

Type:  Taylor  Improved  L.  B.  double  truck. 
Wheel  Base,  about  6'  0". 
Brakes  and  Motors,  inside  hung. 


Send  for  Portfolio 

of    "TAYLOR-MADE"    Trucks    with    description    and 
specifications. 

Taylor  Electric  Truck  Co. 


ESTABLISHED  \8<>1 


Main  Office  and  Works :  TROY,  N.  Y. 


We  also  manufacture  Coil  and  Elliptic  Springs  for  any 
type  and  make  of  truck,  and  T.  M.  C.  Steel  Tired  Wheels. 


116 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Storage  Battery  Car  of  the  Third  Avenue  Railway  Co.,  New  York  City 

^^iBxibC^^  Batteries  in  Traction  Service 

Storage  battery  cars  are  receiving  the  consideration  of  rail- 
way men  on  both  steam  and  electric  roads. 

Steam  roads  can  frequently  add  to  their  revenue  by  giving 
more  frequent  service  between  small  stations.  This  can  be 
done  most  satisfactorily  by  storage  battery  cars  operating 
over  the  same  tracks  as  steam  trains. 

On  electric  lines  where  traffic  is  light  or  where  an  infrequent 
schedule  is  desired,  storage  battery  cars  furnish  a  more  profit- 
able service,  than  any  other  system. 

Storage  battery  cars  have  been  successfully  used  in  New 
York  City  since  1910.  There  are  now  205  battery  cars  in 
operation  in  New  York,  174  of  which  are  equipped  with  the 
"Hgcap-lExiOe"  Battery.  These  battery  cars  are  making  a 
total  of  over  3,000,000  miles  a  year.  The  service  rendered  by 
these  batteries  is  in  every  way  satisfactory. 

'*EXf^e"  batteries  are  also  used  by  many  of  the  large  rail- 
way and  power  companies  in  their  electric  trucks  and  electric 
service  wagons. 

Our  engineers  are  at  the  disposal  of  railway  men  interested 
in  the  subject  of  electric  traction  with  storage  batteries,  either 
in  connection  with  storage  battery  cars  or  electric  trucks. 

THE  ELECTRIC  STORAGE  BATTERY  CO. 

Manufacturer   of 

The  "Cbloribe  Hccumulator",  The  "TTuSor  accumulator" 
The  "£xi5e",  "Hscap^Ext&e",  ••XTbtn^ExtDe"  and  "1Ironcla&=]Exi&e"  Batteries 

Boston      Atlanta       Rochester       Cleveland         PHILADELPHIA,    PA.         Chicago       Denver      San  Francisco 
New  York      Washington      Pittsburgh      Detroit        1 888  -  1 9 1 5         St.  Louis  Los  Angeles  Toronto 


Storage  Battery  Car  of  the  Lewisburg,  Milton  and  Watsontown  Pass.  Ry.  Co.,  Milton,  Pa. 


March  20,  1915] 


117 


ELECTRIC     RAILWAY     JOURNAL 

NILES 


"Commercial  Shape"  Steel  Construction 


as  practiced  in  small  single-truck  city  cars. 

The  underframe  is  built  up  without  shearing  strains. 
The  sub-sills  rest  directly  on  the  truck;  cross  sills 
on  sub-sills  and  side  sills  on  ends  of  cross  sills ;  all 
riveted  together  with  gussets  or  angles. 

The  sides  are  plate  cantilever  girders  from  sills  to 
letter  panels. 

Continuous   top  plates  or  continuous  post-carlines 


are  optional  with  purchaser.  We  advise  continuous 
top  plates  and  separate  carlines. 

The  letter  panels  form  a  continuous  steel  hoop  en- 
tirely around  top  of  car  preventing  sagging  or 
spreading. 

We  recommend  solid  side  walls  of  steel,  cork  and 
Agasote,  wooden  floor  and  double  roof  with  dead-air 
space. 

Parts  are  riveted  and  separable,  being  welded  only 
where  necessary  to  exclude  water. 


i 


\ 


Length.    32    feel    o    inches;    Seating  Capacity,  32. 


NILES  "ALL  SERVICE  "  CAR 

It  can  be  operated  one-man  or  two-men,  near-side 
or  far-side,  single-end  or  double-end,  prepayment  or 
collect.  In  fact,  it  meets  all  requirements  for  single- 
truck  cars  for  small  cities  and  non-paying  branches 
or  feeders  of  large  systems. 

Let  us  tell  vou  more  about  it. 

PREDICTION 

The  single  truck  car  of  the  future  will  be  run  by 
one  man  and  will  convert  many  non-paying  lines  into 
profitable  ones. 


Depressed  separable  platforms  will  be  eliminated. 
The  steel  underframe  will  extend  continuous  from 
bufifer  to  buffer,  with  step  and  door  openings  cut  out 
at  right  of  motorman. 

It  will  be  mounted  on  a  truck  with  long  wheel  base, 
small  diameter  wheels  and  motors  to  allow  low  steps. 

The  body  will  weigh  about  10,000  pounds,  seat  about 
30  and  carry  double  that  number. 

It  will  be  of  light  steel  construction  of  standard 
commercial  shapes  and  sheets  which  can  be  replaced 
independently  of  the  car  builder. 

JVe  are  building  that  car  uoui  and  can  supply  dupli- 
cates for  quick  delivery. 


NILES  CAR  &  MFG.  CO.,  NILES,  OHIO 


118  ELECTRIC     RAILWAY     JOURNAL  [March  20,  1915 


NAUGLE  POLES 

PLAIN  OR  TREATED                                                       OPEN  TANK  METHOD 

Shipped  from  Chicago  yard  same  day  order  received 

POLES    TIES    POSTS 

Service    Price     Quality 

Write  for  Delivered  Prices 

NAUGLE  POLE  &  TIE  CO. 

5  South  Wabash  Avenue,  Chicago,  Illinois 

It's  the 

Teated  Petticoat 

which  has  made 


TRADE       MARK 


REGISTERED. 

Insulators 

The  Choice  of  Managers  of  Power  Companies 


Nn,   ;2-\-o1t.-iRcs- •rest— Drv   64000.  Wet   .11400.  Line    10000,  ^'o.  20— Line  \-oUage  5000. 


^ 


when  high  voltage  transmission  could  not  be  jeopardized  by  creeping  moisture 
on  insulators.  The  Teats  on  the  Petticoats  cpiickly  drain  the  insulator  in  wet 
weather,  and  insure  a  dry  inner  area.  Begin  the  fight  against  power  losses 
through  moist  insulators  by  sending  for  our  Catalog  No.  28. 

Hemingray  Glass  Company 

fncorVorated  1870  [    COVingtOn,    Ky. 

Factories:    Muncie,  Indiana 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


119 


Wire  Lock  S wedge 
Joints 
^  Build 
Strength 
into 

Tubular 
Steel 
Poles 


A  water-tight  joint  which  will  stand 
an  internal  pressure  test  insures  that 
no  moisture  will  ever  work  in  to  cor- 
rode the  pole  at  this  point. 

The  sectional  view  clearly  shows 
how  the  joint  grips.  Notice  that  the 
steel  tube  is  of  uniform  thickness 
throughout  the  joint.  In  fact  the  ma- 
terial is  thickened  in  place  of  being 
stretched  and  thinned,  as  in  the  ordi- 
nary process  of  swedging  by  hammers. 

This  is  the  joint  that  perfects  the 
steel  tubular  pole. 

The  catalog  contains  valuable  and 
interesting  data  on  overhead  construc- 
tion. 

Send  for  a  copy. 

Electric  Railway  Equipment  Co. 
Cincinnati,  Ohio 


New  York 


30  Church  St. 


30  Years 
Pole  Service 


Three  times  the  life  of  wood 
poles  for  a  fifth  the  maintenance 
cost  is  the  pole  service  ofifered  elec- 
tric railways  by 


Flexible 
Poles 


The  cut  shows 
a  light  design 
for  telephone  or 
telegraph  lines 
•  — there  is  a 
heavier  type  for 
transmission  line 
work. 

The  flexible 
principle  insures 
that  your  pole 
lines  will 
weather  the 
most  severe 
storms.  Proof 
against  wind,  ice 
and  sleet. 

Handled  for 
half  the  cost  of 
wood  poles. 
L  i  g  h  t-weight 
and  nestable. 

Our  Commer- 
cial Engineering 
Department  will 
furnish  designs 
and  estimates, 
free.  Write  for 
Complete  Data. 
Carbo  Flexible 
Posts  for  right- 
af-way  fence  of- 
fers the  mainte- 
nance man  a 
new  study  in 
economy. 


Cabb?  Steel  Post  Co. 

Chicago,  111. 


120 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


j««aaaB!H^ 


"AH  along  our  lines" 

said  the  chief  dispatcher,  "you 
will  find  our  road-men — con- 
ductors, inspectors  and  con- 
struction   foremen  —  carrying 

Western  Electric 

Portable  Telephones 

as  a  part  of  their  regular  equipment. 

The  portables  have  prevented  a 
great  many  expensive  delays  and 
some  possible  accidents  simply  by 
giving  our  men  a  means  of  getting 
in  touch  with  the  division  dis- 
patcher from  any  point  on  the  road. 
They're  worth  their  weight  in 
gold." 

Write  for  prices' of  our  various  types 
of  portables. 

Western  Etectrk  Company 

Manufacturers    of    the    S.OOO.OOO    "Belt"    Telephones 
New  York  Atlanta  Chica^u  Kansat  Cily  San  Francitco 

Kuffalo  Richmond  Milwaukee  Omaha  Oakland 

Philadelphia       Savannah  Indianapolis       Oklahoma  Cily      Los  Angeles 

« Boilon  •  New  Orleans      Cleveland  Minneapolis  Seattle 

Pittsburi^h  Houston  Cincinnati  St.  Paul  Portland 

St.  Louis  Dallas  Denver  Salt  Lake  Cily 

EQUIPMENT    FOR    EVERY    ELECTRICAL    NEED 

Mwnbct    Society  (or  Klntric:)!  Development.         "Do  it  Electrically" 


Locates  Leaks 


Bond  Tester 


Bond  Tester  in  Use,  and  Scale. 


The  light,  portable  outfit  which 
gives  accurate  results.  Saw 
blade  contacts  bite  into  the  rail 
cleanly.  The  resistance  is  read 
directly  from  the  dial — no  com- 
putations are  necessary.  One 
man  makes  the  tests  quickly 
and  the  results  are  correct. 

"Standard  Sensibility"  type 
for  all  ordinary  work.  "High 
Sensibility"  type  for  special 
work. 


Write  for  Bulletin  No.  92. 


Roller-Smith  Company 

203  Broadway,  New  York 


Monadnock  Block 
Chicago 


Williamson  Building 
Cleveland 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


121 


You're  on  the  Right  Track 
if  it's  a  RAMAPO 

Automatic  Safety  Switch  Stand 


(Patented) 


A  permanent  alitomatic  switch  stand  which  will 
safely  take  care  of  interurban  service  and  passing 
sidings,  which  does  away  with  spring  in  track.  Fur- 
nished in  all  heights. 


Our  T-Rail  Special  Work 

For  Your  Interurban  Line 
or  Private  Right  of  Way 

is  of  manganese  construction  and  is  a  great  cost- 
cutter.    In  all  styles. 

Write  for  the  facts. 

Ramapo  Iron  Works 

HILLBURN,  N.  Y. 

Main  OflFice,  Hillburn,  N.  Y. 
New  York:  30  Church  St.  Plants:  Hillburn  &  Niagara  Falls 


Ramapo  Pat.  Automatic  Return  Switch  Stand  No.  37 
Showing  Mechanism  Half  Thrown  Automatically. 


CARNEGIE  STEEL  COMPANY 

General  Offices — Pittsburgh,  Pa. 

CROSS  TIES 

Steel  ties  are  making  steady  progress  in  displacing  wood  ties.   There  are  several 
reasons- for  this: 


1st. — The  life  of  one 
steel  tie  is  about  equiva- 
lent to  that  of  three 
wood  ties. 


2nd. — Owing  to  the 
longer  life  of  steel  ties 
there  is  a  saving  in  labor 
cost  equal  to  the  differ- 
ence in  cost  of  removing 
and  installing  one  steel 
tie  and  three  wood  ties. 


3rd. — At  the  end  of  their 
serviceability  steel  ties 
have  a  scrap  value  of  ap- 
proximately one-third  of 
their  original  cost. 


DISTRICT  SALES  OFFICES: 


Birmingham 

Boston 

Buffalo 


Denver 


ducago 

Cincinnati 

Cleveland 


Detroit 
New  Urleanj 
New  York 


Philadelphia 


Pittsburgh 
St.  Louis 
St.  Paul 


United  States  Steel  Products  Company — Pacific  Coast  Departments: 
Los  Angeles  San  Francisco  Portland  ■  Seattle 

Export  Representatives: 
tJnited  States  Steel  Products  Company,  New  York,  N.  Y. 


122 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


"I. 


The  kind  of  Fibre  Conduit 

strongly  influences 

Maintenance 


if  YOU  are  conrUicting  signal,  car,  or  other 
wires  or  cables  in  fibre  conduit,  as  are  other 
railway  companies.      It   is  significant  that 


ORANGEBURG 

FIBRE  CONDUIT 


is  the  choice  of  such  companies  as  the  Peiiii. 
W.,  Hoston  Elevated.  N.  V.  Central,  B.  R.  T., 
etc.  Its  strength,  fire  re.si.stiiig  and  insuIatinK 
qualities  have  been  tested,  and  proven  efficient 
in  the  highest  degree.  Shipments  of  standarii 
stock  within  S  days.     Catalog  "U"  on  request. 


The  Fibre  Conduit  Company 

ORANGEBURG,  N.  Y. 


Boston         Chicago        San  Francisco 


A  Broom  for  Every  Track  Want 

That  Will  Bring  Track  Comfort  to  You  at  a  Saving 


THE 


PAXSON 


A  crossing  broom 
that  will  stand  hard 
work.  Of  flat.  Tem- 
pered steel  wire  bris- 
tles. 


A  split  bamboo 
broom  for  light  work 
with  snow  or  dirt  at 
curves,  frogs  and 
switches.  "Fan"  bris- 
tles make  a  strong 
cleaning  edge,  and 
give  duraliility  to  the 
broom. 


We  have  "corraled"  a  large  por- 
tion of  the  broom  business  because 
of  the  economy  and  durability  of 
our  brooms. 


Built  for  rapid 
work.  Makes  a  clean 
sweep,  and  serviceable 
the  entire  year. 


A  fine  vitility  broom 
which  is  built  to  han- 
dle all  debris  that  may 
get  into  frogs,  switches 
and  curves.  A  bard 
service  broom  made 
with  flat  tempered 
steel  bristles. 


On  yearly  contracts  we  have  an 
interesting  proposition  we  would 
like  to  make  you.  The  low  cost 
will  surprise  you. 


J.  W.  PAXSON  CO.,  Manufacturers 

General  Offices  and  Shops:  PHILADELPHIA,  PA.  U.  S.  A. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


123 


CAMBRIA 
RAILS 


Open  Hearth  Bessemer 

BOLTS   AND    NUTS 

100% 

Splice  Bars 

Tie  Plates 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Sales    Offices: 


Atlanta,     Boston,     Buffalo,    Chicago,    Cincinnati.     Cleveland,    Detroit,    New    York,    Philadelphia, 
Pittsburgh,  St.   Louis,   San   Francisco,  Tacoma,   Montreal 
Works   at   Johnstown,    Pa. 


Improved  Manganese  Tongue  Switch 

For  Heavy  Service 


Pinless  Tongue —  1 00%  bearing  efficiency 

Enlarged  Heel — Heavily  reinforced — 
Held  positively  by  beveled  end  in  Solid  Manganese  pocket 

SPECIAL  TRACK  WORK 

Switches,  Mates,  Frogs,  Crossings 

NEW  YORK  SWITCH  AND  CROSSING  CO. 

Office  and  Works,  Hoboken,  N.  J. 


124 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


®®®©©©©oo©©©©©©©©©^ 


B-V 

Visible 
Punches 


Standard  Open  Sight  Punch 
Quick  and  Accurate 

The  conductor  can  see  through  the  punch,  enabling  him  to 
punch  the  correct  spot  with  speed  and  precision.  This  is  a 
great  advantage,  especially  on  lines  where  traffic  is  heavy,  pro- 
moting better  service  in  behalf  of  both  company  and  public. 
The  tool  steel  dies  in  B-V  Punches  insure  long  service  and 
economy.  They  cost  no  more  than  the  ordinary  kind.  Send 
for  prices  and  catalog. 

BONNEY-VEHSLAGE  TOOL  COMPANY    | 

124  Chambers  Street,  New  York  Factory,  Newark,  N.  J.      q 


i 


DOSSERT  CONNECTORS 

For  Electric  Railway  Power  and  Sub-Stations 

Did  you  ever  have  to  make  a  quick  change-over  on  your 
switchboard,  transformer  or  brush-holder? 

Ever  any  loose  ends, to  connect?  "i«,  y?  .? 

Then  you  will  appreciate, what  a  readj^iri^de  joint  wauld- have 
meant  to  you.  *»;'v» 

DOSSERT  LUGS  provide  these  joints — no  solclet-7  no  trouble. 
Just  stick  in  the  wire  and   tighten  with  a  wrench. 

Dossert    Connectors,    be- 

Familiarize    Yourself 
with  Dossert  Service! 


sides  increasing  efficiency 
and  safety,  save  time  and 
labor  on  installation  costs. 
Used  for  connections  to 
switchboards,  busbars, 
switch  and  control  gear, 
generator,  converter  and 
transformer  apparatus,  sec- 
tionalizing  cases  for  sig- 
nal installations,  car  wiring 
and  all  shop  and  mine  wir- 
ing and  apparatus. 


Ask  for  our  Tenth 
Year  Catalogue! 


Dossert  Cable  Tap 


Dossert  &  Company 

H.  B.  LOGAN,  President,  242  West  4l8t  Street,  N.  Y. 


ir'»  "-^i 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


125 


Post's  "Zero"  and  "Motor"  Metals 

For  Car  Axles  and  Journals  and  Armature  Bearings 


Consider  the  economy  of  Post's  Zero  Metal  for  car 
axles  and  journals. 

Small  first  cost  in  bearing  metal  usually  means 
large  expenditures  in  repairs.  Most  of  the  leading 
roads  have  already  seen  the  wisdom  of  using  Post's 
"Zero"  Metal  on  their  axle  and  journal  bearings  first 
rather  than  wish  they  had  afterward.  If  you  have 
not  arrived  at  similar  conclusion  let  us  explain  why 
you  should. 


Our  claims  are  backed  by  service  results. 

Car  Armature  Bearings  require  a  very  tough  and 
hard  metal,  coupled  with  8:ood  lubricating  qualities. 
An  ideal  combination  of  these  features  is  found  in 
Post's  "Motor"  bearing  metal.  Made  by  a  special 
Post  formula,  "Motor"  bearing  metal  possesses  far 
greater  lubricating  qualities  than  the  best  genuine  or 
specification  Babbitt  and  is  far  more  enduring.  For 
this  reason  Post's  "Motor"  Metal  is  used  for  the 
armature  bearings  of  the  largest  roads. 


Nothing  but  the  highest  grades  of  virgin  raw  materials  enter  into  Post  Metals 

''Post's  ZERO  and  MOTOR  Metals  for  MILEAGE"— 
Standard  for  a  Third  of  a  Century. 

E.  L.    Post    &    Co.,    Inc.,    Sole  Manufacturers 
50  CLIFF  STREET  NEW  YORK  CITY 


You  Will  be  Interested  in  it  too 

The  New  Sterling  Catchers  and  Retrievers  contain  novel  features  that 

will  interest  you: 

Retrieving  Spring  adjusted  to  meet  any  trolley  pole  tension. 

Action  of  this  spring  does  not  affect  service  spring. 

Absolutely  prevents  skipping  of  pole  after  it  leaves  wire. 

Little  mechanism,  few  parts  easily  cared  for. 

Guaranteed  for  s  years. 

Write  for  full  details. 

The  New  Haven 

Trolley  Supply 

Company 


3104 


New  Haven,  Conn. 

STERLING 
Trolley  Wheels 

STERLING 

Fare 

Registers 

RECORD- 
ING Fare 
Registers 


J 


126 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


A  Mark  That  All 

Coil  Winders   Know 

and  Respect 

Rvery  time  a  new  lot  of  tapes  and  webbings  come 
into  your  armature  and  coil  repair  shop  the  old 
and  experienced  hands  will  eagerly  note  the  trade- 
mark label  to  see  if  it  is  HOPE.    They  know  that 

HOPE 
TAPES   and   WEBBINGS 


make  their  work  easier  and  better  because  the 
Hope  brand  lays  flat  and  evenly,  does  not 
coil  nor  ravel  at  the  edges,  and  is  tough  and 
strong,  so  that  they  can  draw  it  tightly  with- 
out fear  of  breaking  it.  They  realize  that  the 
difference  in  cost  due  to  quality  is  far  more  than 
made  up  by  the  increased  production  and  better 
service  the  above  qualities  make  possible.  Ask 
your  men  what  they  think  of  HOPE  TAPES 
and  WEBBINGS.  Then  let  us  figure  on  your 
needs. 


HOPE  WEBBING  CO. 

Main    Office   and   Works 

Providence,  R.  I. 

396-398  Broadway,  New  York 


^'5 


Theres  no  l«ak  proof  rin<J  but  tht  \«.ik»^°  oor  Rinij 


This  is  the 


Made  in 
all    sizes 


Easily 
Adjusted 


7238 


Piston  Head  Packing  Ring 
for  Air  Compressors 

Here  Is  What  It  Does 

It  ensures  full  pressure  in  the  shortest  time — 
saving  jjower,  reducing  wear  and  tear  on  com- 
])ressor  mechanism  and  motor.  It  eliminates 
all  cylinder  scoring  and  saves  the  expense  of 
renewals  and  re])lacements. 

And  How  It  Does  It 

The    \»A,vt^ooy    I'ackini^   Ring  is  made  of  two  pieces 

only — each  section  of  equal  streni.;th  and  so  interlocked 

as  to   form   a   single  unit   ring  with   sealed   expansion 

vents.     It  has  no  segments — no  springs  to  lose  temper 

and  fail,  causing  gaps  that  leak  pressure  and  corners 

that  score  the  cylinder.    It  is  made  of  special  Processed 

Gray  Iron — wonderfully  tough,  smooth  and  permanently 

elastic. 

A  test  l)y  a  leading  air  compressor  manu- 
facturer demonstrated  that  the  use  of 
Vasi^^Seos  Packing  Rings  produced  90  lbs. 
pressure  from  zero,  in  two-thirds  the  time 
required  by  segmented  packing  rings— and 
with  check  valve  removed,  held  the  pres- 
sure 3.'?''/!'^^^  longer.  We  shall  be  glad  to 
send  you  a  copy  of  the  test  chart,  and  a 
trial  set  of  rings  FREE,  so  that  you  may 
make   any  test   you   wish. 

SEND  FOR  FREE  BOOKLET 

It  tells  all  about  piston  rings  aiid  why 
you  should  er|uip  your  engine  with  the 
Viaei^Soo- .  llovv  it  will  pay  you  in  fuel 
economy  and  prolonged  motor  life.  Write 
for  it. 

Sold  by  all  up-to-date  dealers,  garages, 
repair  shops  and  marine  stores 

MANUFACTURED  BY 

McQuay-Norris  Manufacturing  Co. 

Dep't  L,  St.  Louis,  U.  S.  A. 

Canadian   Factory 

W.   H.    Uanfleld  *    Sons.  No.   120  Adelaide 

Street    West,  Toronto. 

BR.\NCHES 
New   York — 1919-29   Broadway  at  64th  St. 
Pittsburg— 7fi2n  Tioga   St. 
Kansas   City— 5i:!   New    Nelson   Bldg. 
Chicago— Suite   718,   Michigan   Blvd. 

Rldg.,    MichiKan   Ave.    and 

WasliiiiRton   St. 
San    Francisco— 1fi4  Hansford  Bldg. 
Los  Angeles— 224  Cetitial  Bldg. 
Dallas — l.'irtfl   Commerce   St. 


I  ook  for  the  name  UtvK\HOOT  stamped  on  the  Rinf» 


March  20,  1915J 


ELECTRIC     RAILWAY     JOURNAL 


127 


Standard  Trucks 

for  Every  Service 


THIS  STANDAIID  0-36  SINGLE  MOTOR 
DOUBLK  TRUCK  meets  the  demand  for  a 
"Light  Weight"  Maximum  Traction  Double 
Truck.  It  weighs  4n00  pounds  (per  trucli)  with 
one-wear  steel  wheels.  The  brake  shoes  are 
carried  on  the  equalizer  bars.  Holes  in  the 
levers  and  brake  ri.§ging  are  steel-thimbled  and 
the  bolts  are  case-hardened.  Journals  are  care- 
fully machined  and  burnished.  It  will  carry 
safely  car  bodies  weighing  from  16,000  to  22,000 
pounds:  maximum  load  at  king  pins  of  36,000 
lbs.  These  trucks  are  in  service  in  New  York, 
.lacksonville,  Springfield,  Worcester.  Savannah. 
Newark.  Washington.  Dayton,  Houston  and 
Jackson,  Michigan.  THIS  IS  THE  LIGHTEST 
\\EIGHT  TRUCK  OF  THIS  TYPE  MANUFAC- 
TCniOD.  Also  made  4.';, 000  capacity — the  0-45 
truck. 


THE  STANDARD  C-50-P  "IJGHT  WEIGHT 
PRESSED  FRAME"  DOUBLE  TRUCK  meets 
the  demand  for  a  Safe  and  Durable  Light 
Weight,  "Suburban"  Inside  Hung  Motor,  Double 
Truck.  The  Side  Frames,  End  F"rames  and 
Transoms  are  pressed  from  sheet  steel  plates 
into  Channel-shaped  sections,  whicii  form  gives 
the  lightest  practicable  weight  of  metal  for  the 
required  strength.  The  Brake  Rigging  is  .Solid 
Foi'ged  Steel,  same  as  on  all  of  our  trucks, 
.'^teel  thimbles  and  case-hardened  bolts  are  used 
on  all  wearing  parts.  These  trucks  are  in 
ser\'ice  in  Pittsbui'gh.  Newark,  Indianapolis, 
Mansfield,   Pittsfleld,   Springfield  and  Worcester. 


STANDARD  MOTOR  TRUCK  COMPANY,  Frick  BIdg.,  PITTSBURGH,  PENN. ''''''' "'''''cl^^ciZ'Sfrl^ct^7shTr%'^^{If^^ 

Pii.ili.-  Cc.Msl    .\«i'nts:   K.ili's  ,<:   Siiiilli  Cc.    Inc.      (lIlT.cs,   Sim   Krnii.is..,.   Ciil.  :   I.os  AiiRi-lcs.   Tiil.  ;    IVirtliui.l.   Or,..  1 


Uw  B/IAXD  on  Each  Steel  BAND 


The  One   Standardized   Brand 

ROYAL 

Cotton  and  Wool  Waste 

Now  offers  you  in  addition  to  the  Hijihe.st  Quality 
Waste,  these  three  vitally  important  features: 

Standardized  Quality.  For  your  convenience,  it 
has  been  divided  into  12  grades — 6  white — 6  col- 
ored. Select  the  most  desirable  for  your  purpose, 
and  our  grading  system  assures  you  of  the  same 
quality  continually. 

Standardized  "Tare."  The  Tare  (wrappings)  is 
guaranteed  6%  or  under,  because  we  use  only 
clean,  light  Burlap  and  new  Steel  Bands,  weigh- 
ing less  than  the  old  Burlap  and  Rope  in  general 
usage.  Check  the  "Tare."  and,  if  over-weight, 
obtain  a  refund  for  the  difference. 

Standardized  Weight.  Order  the  e.xact  weight  de- 
sired— you'll  get  just  that  poundage.  Orders  are 
not  "padded"  as  our  Waste  comes  in  Guaranteed 
Actual  IVciglH  Bales. 


Royal  is  positively  the  softest,  most  absorbent,  hitjiiest  quality  Waste — made 
from  the  cream  of  the  Waste  of  good  cotton  and  wool.  It  is  thoroughly 
refined — all  foreign  matter  such  as  wood  and  metal  splinters,  dust,  dirt  and 
grease,  is  remo\ed.     Pressed  into  neat,  compact  Bales  that  take  u])  least  room. 

Ask   Your  Jobber  or  write  for  the  "Royal  "  Sampling  Folder  No.  46  showing 
12    grades    of    Cotton    Waste.  Samples  of  Wool  Waste  mailed  on    request. 

ROYAL  MANUFACTURING  CO.,  Rahway,  N.  J. 

Chicago  Office,   People's  Gas  Building 


Q/ WASTE 
(         IS 
^    YOUR 
V  GAIN  > 


3^00^ 


128 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Trolley  Trade  Deal 


Do  you  ever  think  how  important  it  is  that  your 
power  collector  (the  trolley)  should  operate 
easily  and  perfectly?     How  much  time  and 
current  are  lost  through  old  worn-out  trolley  equip- 
ment? 

Our  special  trolley  trade  deal  offer  makes  it  pos- 
sible for  you  to  have  maximum  efficiency  at  mini- 
mum cost. 


Address  Dept.  E 

N  u  t  t  a  1  1 

Pittsburgh 

Made  in  U.  S.  A. 


Van  Dorn  Radial  M.  C.  B.  Coupler 

with  Pivoting  Head 


Has  extended  guard  arm  and  but- 
ting wall.  Prevents  buckling  in 
coupling   and   in    train   operation. 

Pivoting    head    (M.    C.    B.    type) 

prevents  binding  on  severe 
changes  in  grade. 

Head  has  deep  knuckles  which 
permit   wide   vertical   movement. 

Radial  carrier  eliminates  binding 
even  on  30  foot   radius  curve. 

Draft  rigging  has  double  Hercules 
springs  which  effectively  absorb 
impact  shocks.  Anchors  close  to 
sills  give  strong  anchorage  and 
proper  clearance. 

Uncouples  from  side  of  car. 

Write  for  blueprints  and  addi- 
tional information. 

Van  Dorn  Coupler  Co. 

2325  So.  Paulina  St. 
Chicago,   III. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


129 


BP  Motor  Gearing 

THE  high  surface  hardness  combined  with  great 
strength  and  refinement  of  structure  results 
in  gear  mileage,  which  will  approximate  the 
life  of  the  average  railway  axle.  At  the  same  time 
the  relatively  low  cost  assures  more  economy  ulti- 
mately, than  any  other  grade  of  gearing  now  on  the 
market. 

BP  Gears  and  Pinions  provide  an  economical 
and  efficient  motor  gearing. 

Address  Dept.  E. 

N   u   t   t    a   1   1 

Pittsburgh 

Made  in  U.  S.  A. 


A  Free  Sample  of  the 
''DAUM''  Refillable  Cartridge  Fuses 

will  convince  you 

It  is  yours  for  the  asking. 


A  Daum  fuse  strip.  You  do  not 
have  to  carry  different  fuses  for  dif- 
ferent amperage. 

A.  F.  DAUM  COMPANY 

Sole  Manufacturers,  Pittsburgh,  Pa. 

Makers  of  the  First  Successful  Refillable  Fuse  on  the  Market. 
Members  Society  for  Electrical   Development 


The  cost  of  the  "Daum"  is  1/30 
of  that  of  regular  cartridge 
fuses,  the  former  costing  one 
and  one-third  cents  for  100 
amperes,  250  volts;  w^hile  the 
regular  fuses  cost  forty  cents. 
Our  guarantee  on  all  purchases. 
Money  back  if  the  fuses  are  un- 
satisfactory. ^ 


,v^^' 


v%0  „ 


r.6  ....  *-i<9 


C®' 


.^*^2oN^- 


<.»^^   .• 

■^     .e.-^' 


130 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


THE  "STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL    WHEELS 
FORCINGS 


TIRES 


STEEL  TIRED  WHEELS 


ROLL    SHELLS 


RINGS 


CASTINGS 


SPRINCO 

GEAR     BLANKS 


RING    DIES 
PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO. 


Portland,  Ore. 
Denver,  Colo. 
San  Francisco,  Cal. 
City  of  Mexico,  Mex. 
St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  III. 
New  York,  N.  Y. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Fa. 


Safety  and  Economy  in  Electric  Railivay  Wheels 


Electric  railways  strive  to  main- 
tain tlieir  rolling  stock  with  the 
least  possible  expense;  that  is,  they 
must  keep  their  cars  out  of  the  re- 
pair shojjs.  To  do  this  necessarily 
means  they  must  use  wheels  that 
will  not  require  frequent  renewals. 


F.  C.  S.   WheeL 


are  one-wear  whcel.s  that  do  not  have  to  be  shoppevl 
for  frequent  turning. — all  that  is  necessary  to  remove 
flat  spots  is  to  run  the  car  onto  a  pit  grincler  for 
twenty  to  forty  minutes  at  night  when  in  the  barn 
and  the  wlieels  are  ground  truly  cylindrical  and  are 
as  good  as  new.  saving  the  expense  of  removal  from 
truck. 

The  composition  of  the  flange  and  tread  insure  a 
hard    wearing    surface    indicative    of    long    service. 


Tests  that  have  been  made  prove  that  brake  shoe 
wear  on  chilled  iron  wheels  is  twenty  to  twenty-five 
per  cent,  less  than  on  any  other  type  of  wlieel. 

V.  C.  S.  wheels  are  designed  to  meet  the  demands 
to  be  imposed  upon  them  by  the  weight  of  car,  speed, 
brake  pressure,  condition  of  track,  etc.,  on  each  in- 
dividual system,  therefore  insuring  safety  to  a  max- 
inuuii   degree. 


GRIFFIN   WHEEL  COMPANY 

PL.ANTS:       CKica^o      Detroit      Denver     L.os  Angelas     St.  Paul      Tacoma     Kansas  City      Boston 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


131 


This  RoUing  Wedge 
Does  It! 


That's  the  Reason  for  the 
Absolute  Locking,  Safety, 
Security  and  Economy 
of  the 

"ABSOLUTE" 

Lock-Nut 


Observe  the  recess  which  has  been  cut  across  the  nut 
at  right  angles  to  the  threads.  The  floor  of  this  re- 
cess slopes.  Notice  also  the  rolling  wedge.  When  the 
nut  is  being  applied  the  pin  rests  in  a  deeper  part  of 
the  recess  and  rolls  with  the  bolt. 

The  moment  the  nut  starts  to  back,  it  immediately 
encounters  the  resistance  caused  by  the  rolling  pin 
wedging  itself  into  the  higher  level  of  the  sloping 
floor  of  the  recess.  The  result — all  motion  is  stopped. 
The  nut  is  locked  absolutely.  The  greater  the  pres- 
sure tending  to  back  the  nut,  the  tighter  it  locks. 

Vibration  tightens  the  Absolute.  Rust  and  dirt  do 
not  destroy  its  action. 

Easily  removed  by  inserting  a  common  nail  alongside 
the   rolling  wedge,   preventing   it   from   wedging. 

It's  as  strong  as  any  bolt.     Write  for  results  of  tests. 

The  Absolute  Lock  Nut  is  nut  and  lock-nut,  all  in 
one.  Saves  in  bolt  length  and  time  of  application,  as 
well  as  insures  safety  and  certainty. 

Costs  no  more  than  nut-locks.  Write  for  catalog 
describing  it. 

The  American  Lock-Nut  Co. 

Pullman  Station.  Chicago 


Maximum  Certainty  and  Safe- 
ty with  Minimum  Installation 
and  Maintenance  Cost 

The 

Hoeschen 

Highway 
Crossing 
Signals 


DANfGER 


.1 


Does  not  in- 

tertere  with 
track  circuits 
and  is  not 
operated  by 
trolley  cur- 
rent. Free 
from  elec- 
trical    trou- 


bles. 
The  bell  is  started, 
stopped  and  wound  by 
the  movement  of  the  car 
wheels  over  the  track. 
The  bell  is  connected  by 
a  metallic  circuit  with 
magneto  generator  which 
is  operated  by  means  of 
an  arm  clamped  rigidly 
to  the  base  of  the  rail. 
A  slight  lateral  move- 
ment of  the  rail  head, 
caused  by  the  pressure  of 
the  wheels  of  train  pass- 
ing over  it,  is  multiplied 
many  times  at  the  outer 
or  free  end  of  the  arm. 
This  operates  the  gen- 
erator. 

Oscillating  blades  which 
keep  swinging  until  the 
train  has  passed ;  a  night 
illuminated  warning;  a 
loud  -  voiced  locomotive 
bell,  with  a  peremptory 
note  that  can  be  heard 
above  the  noise  of  auto- 
mobile traffic;  a  mechan- 
ism that  needs  no  bond 
wires,  track  circuits  or 
delicate  apparatus  —  are 
the  strong  features  that 
have  made  the  HOE- 
SCHEN HIGPIWAY 
CROSSING  SIGNAL 
the  backbone  of  the 
"Safety  First"movement. 
Installed  on  more  than 
I  GO  steam  and  electric 
railroads  in  America  and 
abroad. 

Write    for    Descriptive    Matter 
and  Pliotographs 

Hoeschen 

Mfg. 
Company 

OMAHA, 
NEB. 


132 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


MieaNiTE 

Commutatcr  Insulators, 
Tubes,  Washers,  Rings, 
Segments,  Sheets,  Tapes, 
etc.,  made  of  imported  mica 

EMPIRE 

Linseed  cil  trea  ed  Cam- 
bric, Linen,  Silk,  Canva\ 
Duck  &  PaDcrs.  High 
puncture  voltage,  lang  life. 

LINOTAPE 

Linseed  cil  coa  ed  tape 
bDth  straight  and  bias  cut 
for  cc  il  winding,  cable 
splici.ig,  b'j3  ba-s,  etc. 

KABLAK 

Black  varnished  Cambric, 
Linen,  Silk,  Canvas  Duck 
fit  Papers.  Efficient  under 
high  temperature 

Mie© 

Untreated  insu'a  ing  fab- 
rics, Papers,  Fibre"*,  Linen 
Tape-,  S'.eeving,  Shellac, 
Cements  and   Varni  ;he3. 


REGISTERED 


The  cost  of  the  insulation  you  buy  is 
revealed  in  your  car  house  and  shop 
records. 

It's  the  performance  of  your  equip- 
ment that  reveals  insulation  merits. 
When  you  rely  on  insulation  made  by 
the  Mica  Insulator  Company  you  buy 
satisfactory  operation. 
It  costs  least  by  the  year  to  buy 
Micanite  products. 

Don't  let  the  near  penny  obscure  the 
slightly  distant  dollar. 

Mica  Insulator  Qo. 

Chicago  New  York 

542  So.  Dearborn  St.  68  Church  St. 


No  need  to 

call  the 

"trouble 

wa^on 

when  there 

are 

Sargent 

Rerailers 

on 


Hi 


Sargent  Co. 


Sar^en/jReicij/e/ 
Gis/ S/gg/ 


FISHER  BLDG. 
CHICt\GO 

Street  car  w^heels  off  the  track  rest 
on  their  flanges  with  the  broad  surface 
of  their  treads  raised. 

In  rerailin^,  the  wheels  roll  onto   the 

pickup    ends    of    the    Sargent    Rerailers 

exactly  as  they  roll  on  their  treads  on  i| 

the  rails. 

Contrast  the  natural  ease  of  this 
operation  with  the  awkward  per- 
formance of  rolling  wheels  up  on 
their  flanges  over  the  ordinary 
type  of  shell  replacer. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


133 


COMFORT  AND  GREATER  SEATING 
CAPACITY  WITH  FAR  LESS  WEIGHT 


IS   POSITIVELY   ASSURED   BY  THE   INSTALLATION   OF 
"WALKOVER"  CAR  SEATS. 

"WALKOVER"  SEATS  ARE  STAUNCHLY  AND  RIGIDLY 
BUILT,  YET  DESIGNED  TO  MAINTAIN  UTMOST  LIGHT- 
NESS. REDUCE  YOUR  CAR  WEIGHT  AND  A  SAVING  IN 
CURRENT  CONSUMPTION  WILL  POSITIVELY  RESULT- 
REDUCING  THAT  LARGE  MAINTENANCE  EXPENSE. 

"H  AND  K"  WALKOVER  CAR  SEATS 

ARE  MOST  SANITARY— MORE  ATTRACTIVE  IN  APPEAR- 
ANCE AND  15  POUNDS  LIGHTER  IN  WEIGHT— HENCE 
THE  ADVISABILITY  OF  EQUIPPING  YOUR  CARS  THE 
WALKOVER  WAY  NOW.  SEND  FOR  INFORMATION 
WHICH  WILL  SHOW  HOW  TO  SOLVE  THAT  SEATING 
PROBLEM  ON  YOUR  LINES. 


HALE  AND  KILBURN  COMPANY 


PHILADELPHIA 


NEW  YORK         CHICAGO 


WASHINGTON 


LONDON 


Save  Your  Trolley  Rope 


Prevent  Overhead 
Damage  by  Using 
the  Eclipse  Trolley 
Retriever 

Pulls  down  the  pole  four  feet  instantly, 
avoiding  the  jerk  from  slack  which  breaks 
trolley  ropes.  Foolproof  in  operation.  Less 
parts  than  any  other  retriever.  Furnished 
with  open  or  closed  drum.  Use  knotted 
rope  or  ferrule.  Interurban  or  city  service. 
Now  in  successful  use  on  about  a  dozen 
roads. 

Free   sample    for  thirty   days'  trial. 

Eclipse    Railway 
Supply  Company 

Cleveland,  Ohio 


134 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


:^'^ 


There  are  many  uses  for 


Edison  Nickel-Iron  Storage  Batteries 

in  Electric  Railway  Service 


Interurban    Car   Ligliting — non-dimming,    efficient 
propelled  cars  for  Branch  Line  and  "Owl"  Service.     Oi 
Multiple-unit  Control  Systems.    Wrecking  Cranes,    hme 

Do  not  compare  the  Price  alone  of  other  batteries 
with  that  of  the  Edison  Non-Acid  Storage  Battery. 
Compare  the  very  best  proposal  ever  made  by  any 
other  battery  manufacturer  with  our  regular  4  year 
guarantee  of  100  per  cent  maintained  capacity,  and 
with  our  Future  Renewal  Agreement.  Compare  the 
rery  best  record  ever  made  with  any  other  battery 
with  those  of  hundreds  of  Edison-equipped  Electric 
Trucks  each'  operating   (on  its  original  battery)   for 

Let   us   show   you    by   these   comparisons   how   you 


and  equal  to  the  best  steam  railroad  standard.     Battery 

nibuses.     Electric  Street,  Baggage  and  EreiBht  Trucks. 

igency  Lighting.     Telephone  and  Telegraph  Equipment. 

four,  five  or  six  years.  Compare  the  -.cry  best 
record  of  operating  costs  ever  nia<ie  by  any  other 
battery  with  that  of  2 '-^  cents  per  mile  for  current 
and  battery  repairs  and  maintenance  made  by  22 
Adams  Express  Company's  Edison-equipped  deliv 
ery  wagons,  averaging  40,000  miles  each  and  over 
a  period  of  five  years.  Compare  the  -cry  best  per 
formance  of  any  other  battery  in  similar  work  witli 
the  continuous  satisfactory  service  given  by  all 
Edison  Batteries  in  Mining  Locomotives  and  Li 
dustrial  Trucks. 

can  cut   operating  co.sts  and  improve  your  service. 


EDISON  STORAGE  BATTERY  CO.,  Orange,  N.  J. 

Distributors  in 

New   York.  Chicago,   Boston,   Cleveland,   Wasliington.    San    Francisco,    Los    Angeles,    Portland,    Ore.,    Seattle. 


What  you  get  out  of  your 
Electric  Railway  Journal 

depends  upon  the  time  and  thought  you  put  into  the  reading  of  it. 


Thought,  time,  energy  and  money  are  ex- 
pended in  abundance  to  mah.e  each  issue  of 
maximum  value  to  the  greatest  possible  num- 
ber of  readers.  You  benefit  by  this  expendi- 
ture in  direct  proportion  to  the  attention  which 
you  give  to  your  paper. 

A  mind  alert  for  suggestions  will  find  in 
every  issue  food  for  thought  and  help  in  its 
daily  tasks.  This  applies  to  the  reading  of 
the  advertising  pages,  as  well  as  to  the  read- 
ing of  the  text. 

Remember  that  electric  railway  progress 
is  due  as  much  to  the  eflForts  of  the  engi- 
neers engaged  in  developing  new  equipment 


for  manufacturers  as  to  those  who  buy  and 
use  what  these  manufacturers  tell  about  in 
their  advertisements. 

These  engineers  who  give  their  talents  to 
the  manufacturing  branch  of  the  industry  are 
always  ready  to  give  the  benefit  of  their  study 
and  experience  to  their  fellows  in  the  field. 
An  inquiry  addressed  to  the  advertiser  is 
usually  all  that  is  required.  It  will  receive 
prompt  attention  whether  or  not  you  are  in 
the  class  of  potential  buyer  at  the  time. 

Advertisers  know  the  advantage  of  giving 
full  and  reliable  information  to  everybody  in 
the  field  who  indicates  his  interest  in  any- 
thing relating  to  the  advertised  product. 


Make  the  Most  of  It 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


135 


F-  Ball  Bearings  will  do 
all  this  for  you: 


1.  Save  85%  of  your  lubricant. 

2.  Save  on   complete  maintenance  35 
to  70%. 

3.  Eliminate  the  delays  due  to  hot  jour- 
nals. 

4.  Increase  car  acceleration. 

5.  Increase  coasting  time. 

6.  Permit  the  use  of  smaller  motors. 

7.  Increase  life  of  gears. 

8.  Prevent    motor    burnouts    due    to 
armature  touching  pole  pieces. 

Together    these    figure    into    large 
yearly  savings. 


Write  for  book 
on  railway  service 


BALL  BEARING  CD.   ''^Ty:!1%"" 


Jewett  Steel  Car  Construction 

is  typified  by  the  car  illustrated,  which  is  one  of  six  for  the 

Lehigh  Valley  Transit  Co. 

Get  a  Jewett  quotation  on  every  car  order  you  plan.     It  will  be  to  your  interest. 


THE  JEWETT  CAR  CO.,    Newark,  Ohio 


136 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS   FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD  POLES   QUICK"  AVENARIUS  CARBOLINEUM  TREATED  POLES  SPOKANE.  WASHINGTON 


ROEBUNG 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebllng's  Sons  Company 

TRENTON,   N.  J. 


POLES 


NORTHERN  WHITE  CEDAR   WESTERN  RED  CEDAR 
BUTT  TREATING 

PAGE  &  HILL  CO. 

MINNEAPOLIS,  MINN. 


Michigan  Western 

CEDAR    POLES 

POSTS,  TIES  AND  PILING 

We  use  C-A- Wood- Preserver  in  Treating 

The  Valentine-Clark  Co. 

Minneapolis,  Minn.  St.  Maries,  Idaho 


MARSIH  Rr  MCT  FINJNTAIM    ^^^^  insurance 

-*^~AiVxVC7J.X     IX.    ItX      J_vJ— /L^  1^  XA-X^       Special  Attentioo  Given  to  Traction  Insnran 


Spec 

Insurance  Exchange,    CHICAGO 


ig  Cedar  St.      1615  California  St.     314  Superior  St      300  Nicollet  Ave.    Ford  Bldg.     17  St.  John  St.      23  Leadenhall 
NEW  YORK  DENVER  DULUTH  MINNEAPOLIS    DETROIT    MONTREAL         LONDON 

THESE  OFFICES  WILL  GIVE  YOU  THE  BEST  THERE  IS  IN  INSURANCE  SERVICE 


LiQU 


Creosote  Oil 


CUTS 

WOOD   PRESERVING 
BILLS  IN  HALF 

Write  for  booklet 

BARRETT  MFG.  CO. 

NEW  YORK 

Branches  in  Principal  Cities 


TREATED 


POLES,  CROSS  ARMS,  TIES, 
TIMBERS,  PAVING   BLOCKS 

CAPACITY  100,000,000  FEET  B.  M.  PER  ANNUM 
SEND  FOR  PAMPHLET 

International  Creosoting  &  Construction  Co. 

Address  all  communications  to  Office,  Galveston,  Texas 
Works;  Beaumont,  Texas        Texarkana,  Texas 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

Write  for  our  New  Descriptive  Catalog. 

ARCHBOLD-BRADY  CO. 

Engineers  &  Contractors  SYRACUSE,  N.  Y. 


LETTENEY    IS    LASTING 


1867 

Anthracene    Oil    of 
Highest  Quality. 


1915 


THE  NORTHEASTERN  CO., 


WOOD 


LETTENEY 


Carloads  or  less 
PRESERVATIVE  1      shipped  promptly. 

BOSTON,  MASS. 


TOOLS 


for  all  classes  of  electrical  construction  and  repair 

work.    Write  for  catalog. 
Mathias  Klein  &  Sons  c.n«i  M.uon  Chicago 


SHAW  Overhead  and  Third  Rail  Insulation 

C-'aps  and  Cones,  Round  Top  Ilnngers.  ("ilobe 
Strains,  .Suspension  Holts,  l-'ecd  Wire  Insulat- 
ors, Arc  Lamp  Hangers,  Third   Kail  Insulators. 

SHAW  Lightning  Arresters,  Standard  for  20  Years 
Newark  Engineering  Mfg.  Company 

221-225  Murray  St.,  Newark,  N.  J.,  U.  S.  A. 
Geo.  E    Austin  Co.,  Sales  Managers.  2.S.^  B'way,  New  York  City 


COMBINATION 
Trolley  and  Light  Poles 

only  cost  a  little  more  than  single  iron  trolley 
_^  poles,  and  the  electric  light  company,  the  mer- 
W^  chants  or  the  city  will  help  pay  for  them. 
^i."-    ^?"  WRITE  FOR  CATALOGUE 

^%lrn  \\5>¥     The  W.  R.  GARTON  COMPANY 

y """:       'C  CHICAGO 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


137 


^            The  Brach 

^^^^^^^     Automatic 

^■P^^i^    i^iagman 

^         has  easily  forged 
itself  to  the  front. 
Recent      develop- 
ments in  controll- 

ing   means,    plus 
the  wonderful  at- 

tracting powers  of 
the     signal,     give 
the  crossing  a  pro- 
tection otherwise 
unobtainable. 

^ 

Write  us. 

L.  S.   Brach 

Supply  Co. 

Mfr.  of  Railway  Signal 
Material  a  nd  Electrical 
Specialties. 

^^^^i^^^S^^     Main  Office:  143  Lilerty 

jUI^^  rlJ^^^^HHft    Street.  New  York 

"^^W^^^^^^^^^^^^      Branch  Office:  Peoples 

Gas  Bldg..  Chicago 

Tyiie  55 

Type  A 

Clamp 

Patented 


We  were 


Challenged 

by  the  Scranton  &  Binghamton  Redl- 
road  Co.  to  show  them  why  they 
should  use  4500  of  our 

INSULATOR  CLAMPS 

We  rounded  up  the  present  large 
users  of  Clamps  and  put  the  question 
"How  about  it?"  and  the  Chorus  an- 
swered "Clamps  perfectly  satisfac- 
tory, efficient,  no  injury  to  insulator  or 
conductor,  cost  reasonable,  wouldn't 
go  back  to  tie-wires  on  a  bet." 

Well,  we  got  the  order 

and  are  waiting  for  your  challenge 
now. 

THE  CLARIC  ELECTRIC  &  MFG.  CO. 

"Transmission  Line  Specialists" 
SINGER  BLDG.,  NEW  YORK 


Here  Is  WHITE'S  New  Porcelain  Trolley  Hanger 


This  remarkable  improve- 
ment in  trolley  line  sus- 
pension has  a  high-grade 
porcelain  body,  protected 
by  a  sherardized  yoke  and 
supporting  the  trolley  ear 
by  a  forged  steel,  sherar- 
dized hanger  bolt. 


Patent 
Applied  For 


Better  Insulation 
Longer  Life 
Economical 
Easily  Put  Up 

Ask  for  details. 


The  T.C.White  Co. 

Electric  Railway  Supplies 
1122  Pine  Street,  St.  Louis 


••smo-i  -Js  'oosrairejj  ueg  'uo'^oa 
•e<j  'qgjnqsjHd 

*O0  911^0  punojSjapufi  pjBpuB^s 

■Swfinq  axo^aq  sbduj 
mo  xoj  sfUAi  -sauossaDDV  m^J 
osiB  'sazis  we  puB  spui>i  \\e  jo 

S9\qej  puB  sajfyW^P^^siH  ..a^vaNvis.. 

Suipajjad  ui  Xjni 

-USD  B  JO  pJIlll   E  ;U3ds   3ABII  SM 


THE 
CELEBRATED 

TRENTON  TROLLEY 
WAGON 

J.R.McCARDELL&CO. 

Patentees  and 
Sole  Manufacturers 

TRENTON,  N.  J. 

CORRESPONDENCE 
SOLICITED 

It  meets  every  requirement 


138 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


The  Only  Type  of 
Clamp  Insulator  Support 


which  permits 
of  perfect  and 
rigid  alignment 
before  the  cable 
is  put  into  place 


OUR  PATENTED  PRODUCT 

This  means 
Saving  of  Time  and  Time  Means  Money 

Made  for  all  sizes  of  Cable.    Pipe  or  Flat  Mounting. 
We  ship  from  Stock. 

Our    New    Bulletins    describe    a    complete    line    of 

Labor  Saving  and  Trouble  Eliminating  Devices 

for  Power  Plants. 

Electrical  Engineers  Equipment 
Company 

711-715  Meridian  St.,  Chicago 

Write  our  nearest  Agent 

Jamus  C.  Barr,  Boston,  Mass.  ;  Lewis  &  Roth  Co.. 
Philadelphia.  Pa. ;  The  HawklnB-Hamllton  Co.. 
Inc..  Lynchburu,  Va. ;  Verne  W.  Shear  4  Co., 
Akron,  O. ;  R.  B.  Clapp.  Los  Anjtcles.  Cal. 

Northern  Electric  Compa/ty 

LIMITED 
Distributors    for   Canada. 


HIGHEST     QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


U.  S.  Metal  &  Mfg.  Co. 

165  BROADWAY,        NEW  YORK  CITY 
Chicago  Atlanta 

RAILWAY  SUPPLIES 


Selling  Agents  for  Dunham  Hopper  Door  Device — Feas- 
ible Drop  Brake  Staff — Columbia  Lock  Nut — Kling  Bolts — 
Shop  Cleaner — "Texoderm" — U.  S.  Metal  Rail  Filing  Ma- 
chine. Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint 
Co.  General  Eastern  Agents  for  Hutchins  Car  Rooting  Co. — 
Multiple  Unit  Puttyless  Skylight — Car  and  Locomotive  Jacks 
— Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  for  C  &  C  Electric  &  Mfg. 
Co.     General  Agents  for  Anglo-American  Varnish  Co. 


Special   Work    for   Street   Railways 

Frogs,  Crossings,  Switches  and  iVIates 

Manganese  Steel  Center  Layouts 


SARBOUR-STOCKWELL  CO 

205   Broadway,  Cambridgeport,   Mass. 


FROGS,  SWITCHES,  CROSSINGS 
SWITCH-STANDS,  RAIL  BRACES 

The  Cincinnati  Frog  and  Switch  Company 

Cincinnati,  Chi? 


I.  T.  E. 

Circuit  Breakers 

for  hepvy  street  railway  work  are  the 
best  obtainable.  Write  for  New  Com- 
plete  Catalogue. 


Street  Railway  Signal 
Co.,  Inc. 

PHILADELPHIA,  PA. 

The  first  signal  having  official 
A.  E.  R.  A.  aspects. 


FEDERAL   SIGNAL   CO, 


!■         either         -j 


Manufacturers    1  f  Automatic 

Engineers  >         for         •<  Signalling 

Contractors  )  I,      Interlocking 

No  Interlocking  Switches  Are  Safe  Without 
Federal  Switch  Guards 

MAIN  OFFICE  and  WORKS      - 


AC. 

or 
D.C. 


-      ALBANY,  N.  Y. 

103  Park  Avenue,  New  York  Monadnock  Block,  Chicago 

1 18- 130  New  Montgomery  St.,  San  Francisco,  Cal. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


139 


"-"-— ^1 


:^  Keeps  the  Wheels  Turning 


Imperial  Equipment  by  making  possible  rapid  and  economical 
repairs  on  rolling  stock,  keeps  the  cars  out  of  the  shops,  earn- 
ing money. 

No  expensive  delays;  many  lepairs  can  be  made  without  re- 
moving the  broken  parts.  Work  out  on  the  line  building  up 
cupped  joints,  worn  frogs,  crossings,  etc.,  can  be  done  without 
interfering  witli  traffic  under  close  headway — no  running  of 
power  plant  at  night. 

Bonding,     weld- 
ing     of      metal 

parts  of  all  kinds, 

cutting      of      steel 

rails,    car    frames, 

etc.,     are     only     a 

few    of    the    many 

uses     of     Imperial 

Equipment. 

Any  one  of  your 

mechanics      can, 

under    our    simple 

directions,    become 

proficient   in   a  re- 
markably    short 

time. 


Exclusive 
Features : 

A  new  mixing 
principle. 

A  regulator 
that  accurately 
controls  delivery 
of  pas,  from 
lowest  to  highest 
pressures. 

The  greatest 
working  range 
ever  covered  by 
ONE  torch. 


Imperial  Portable 
Welding  Equipment 


Our  engineers  will  gladly  give  you 
full  details  as  to  the  equipment  best 
suited  to  your  indiz'idual  needs. 
Write  for  prices  and  full  particulars. 

Imperial  Brass  Mfg.  Co. 

1208  W.  Harrison  St.,  Chicago 


Suppose  you  want  to  open  up 
the  culvert 


^'S!"i 


You  simply  take  out  a  few 
bolts  and  remove  a  sec- 
tion or  two  of 

ACME"®(NES™iD 

Corrugated  NO-CO-RO 
Metal  Culverts 

The  sectional  construction  of  "ACME"  (Nestable) 
Culverts  distinguishes  them  in  the  matter  of  econ- 
omy in  every  particular  of  culvert  handling.  You 
may  pay  more — at  first — but  you  begin  SAVING 
the  moment  "ACME"  (Nestable)  Culverts  are 
shipped  you. 

Catalog  G-3  gives  details  of  all  the  economies.  A 
copy? 


The  ©nton  ©lvert6SiloG>^ 

Manufacturers 
ffi.NTON,OHIO.  U.S.  A. 


SPECIAL  TRACK  WORK 

The  American  Frog  &  Switch  Co. 

Hamilton,  Ohio 


ESTABLISHED  1882 


The  Weir  Frog  Company 

Manganese  Track  Work 

Cincinnati,  O. 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM,  ALA. 

Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


When  writing  to  Advertisers  in  this  pubHcation 

you  will  confer  a   favor  on  both  publisher  and 

advertiser  by  mentioning  the 

Electric  Railway  Journal 


MANGANESE  STEEL  TRACK  WORK 

PROGS— CROSSING— SWITCHES,    kc. 


St.  Louis  Steel  Foundry,  1560 Kienlen St.  St.  Louis,'Mo. 

Owned  and  operated  by  Curtis  &  Co.  Mfg.  Co.,  St.  Louis.       2 


140 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


I    DEARBORN 
TREATMENT 

will  Greatly  Reduce  Your 
Fuel  Cost 


No  matter  what  kind  of  coal  you  burn. 

Scale  in  the  boilers  keeps  the  water 
away  from  the  heating  surfaces,  and  as 
it  accumulates  requires  constantly  more 
coal  to  accomplish  the  same  steam  results. 

Dearborn  Treatment,  by  counteract- 
ing the  scale-forming  elements,  keeps  the 
boilers  in  "new"  condition,  and  enables 
the  engineer  to  easily  keep  up  steam 
with  minimum  quantity  of  coal. 

Send  us  a  gallon  of  your  feed  water 
for  analysis,  and  give  Dearborn  Treat- 
ment a  trial.  We'll  pleasantly  surprise 
you  with  results. 


Dearborn  Chemical  Company 

McCormick  Building,  Chicago 


The  Need  of  the  Hour 
is  Efficiency 

This  is  the  cry  of  every  industry. 
In  yours  it  is  attained  by  using 

Sherwin-Williams 
Paints  and  Varnishes 

used  according  to  our  new  Modern 
Method  Car  Painting  System. 
Send  for  our  new  booklet,  "Effi- 
ciency the  Need  of  the  Hour."  It 
will  tell  you  how  to  attain  it  in  your 
Paint  Shop. 

THESHeRWIN-WlLUAimS  CO. 

RAILWAY   SALES    DEPARTMENT 
eOl  CANAL  ROAD,  CLEVELAN  D,  OHIO  ' 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 


Steam  Superheaters 


Mechanical  Stokers 


Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 


ATLANTA,  Candler  Building 
BOSTON,  35  Federal  St. 
CHICAGO.  Marquette  Building 
riNCINNATI,  Traction   Building 
CLEVELAND,  New  England  Building 


BRANCH  OFFICES: 

DENVER,  435  Seventeenth  St. 
HAVANA,  CUBA,  116"4  Calle  de  la  Habana 
LOS  ANGELES,  American  Bank  Building 
NEW  ()RLEAN.S,  Shnbert  Arcade 
PllILADELPHLV,  North  American  Building 


PITTSBURGH,  Farmers'  Deposit  Bank  Building 
I'OKTLAND,  ORE.,   Wells-Fargo  Building 
SALT  LAKE  CITY,  313  Atlas  Block 
SAN    FRANCISCO,  99   First   Street 
SE.\TTLE,  Mutual  Life  Building 


FOSTER  SUPERHEATERS 


Greatly  Increase 

Efficiency  and  Power  of 

Steam  Turbines. 

POWER  SPECIALTY  CO. 

Trinity  Building,  1 1 1  Broadway 
NEW  YORK 


([CONSERVES  energy 
and  triples  the  steam- 
ing capacity  of  your 
boilers.  Write  for  Cat- 
alog "  C." 

MURPHY    IRON     WORKS 
Detroit,     *Mich.     "'U.S.A. 


GREEN  CHAIN  GRATE  STOKERS 

For  Water  Tube  and  Tubular  Boilers 
GREEN   ENGINEERING  CO. 

1300  Steger  Bldg.         Chicago,  III. 

Catalogue   *'G" — Green  Chain   Grate   Stoken 

OaMlogue  No.  8 — Geco  Ash  Handling  8T>t«ini 

Sent  on  application 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


141 


We  are  prepared  to  furnish  quickly, 
mica  in  any  shape  or  pattern,  uncut 
or  block  cut  to  any  size. 

Mica  Washers,  Mica  Tubing, 
Mica  Segments,  Mica  Rings,  Mica 
Plate  Sheets,  i8  x  36;  Flexible 
Mica  Sheets,  36  x  36 ;  Mica  Cloth. 

We  also  furnish  Oiled  Muslin, 
Linen,  Canvas  and  Papers. 

WRITE  FOR  SAMPLES  AND  QUOTATIONS 

O.  SCHOONMAKER  CO. 

88  Park  Place,  NEW  YORK 


3643-P 


A  MOTOR  BURNOUT  = 

Stalled  Cars  -f- 
Costly  Repairs  -(- 
Public  Complaints  -\- 
Car  Out  of  Service 

The  ultimate  cost  of  a  motor  burnout  can  never 
be  correctly  estimated.  It  frightens  passengers  and 
causes  delays  besides  much  expense. 


(( 


95 


DELTABESTON 

Magnet  Wire 

Saves  this  Trouble  and  Expense 


"Deltabeston"  Magnet  Wire — insulated  with  spe- 
cially purified  asbestos — carries  the  overload  that 
burns  out  the  ordinary  cotton  covered  wire.  The 
cotton  can't  stand  the  heat.  Overloads  are  bound 
to  come — and  with  them  will  come  costly  burnouts 
unless  you  specify  "Deltabeston"  for  all  your  coils. 
Just  ask  us  to  prove  its  money-saving  value. 

D  &  W  FUSE  CO. 

Providence,  R.  I. 


THE  COIL  MFG.  &  REPAIR  CO. 

MANUFACTURERS    OF 


Armature,  Field  and  Induction  Motor  Coils 
Commutators  and  Armature  Rewinding 

Solenoids  Rewound  or  Repaired  Bar  Copper  Coils  Reinsulated 

CLEVELAND,   OHIO 

Successors  to  THE  CLEVELAND  COIL  &  MFG.  CO. 


Repair  Shop 
Machinery 
and  Cranes 


Built  by 


NILES-BEMENT-POND  GO. 

111  Broadway,  New  York 

Boston  Philadelphia  Pittsburgh  Chicago 

St.   Louis         Birmingham,   Ala.  London 


0 


Do  Not  Scrap YourOld  Coils 

Save  money  by  having  them  rejuvenated. 
An  impregnated  coil  is  far  better  than  a  new 
one   and   costs  about   40%   less. 

Write    for    our    prices. 

Federal  Electrical  Mfg.  Co* 

G26  Federal  St.»  CHica^o 


-UlXOiSl    S  GRAPHITE 

Cleans     Boilers     and     Keeps     Them     Clean 
Send  for  "Graphite  for  the  Boiler"  No.  108 

Joseph  Dixon  Crucible  Company 


Jersey  City 


New  Jersey  1 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating purpose. 

The  Sterling  Varnish  Co. 

Pittsburgh,  Pa. 


142 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


SIMPLE.  PRACTICAL,  DURABLE 
and  THOROUGHLY  FOOLPROOF 


''STA-RITE 

CAR  CURTAIN  AND  FIXTURE 

Thousands  of  these  Curtains  and  Fixtures 
throughout  the  country  in  satisfactory  service. 

Once  adjusted  always  operative  without  fur- 
ther care  or  attention.  That  means  satisfactory 
service,  less  handling  and  consequently  freedom 
from  constantly  recurring  trouble  and  repairs. 

Foolproof  adjustment  cannot  be  altered  by 
passengers.  If  necessary,  readjustment  can  be 
made  by  simply  pressing  in  the  tip,  then  turn- 
ing it. 

Saves  inaintenance  expense. 

Investigate  the  Sta-Rite  for  your  road.  Write 
for  literature. 

The  Railway SuppLY&CuRTAiH  Co. 

612-618  So.  Canal  Street,  CHICAGO 


SAFETY  FIRST 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


Mark 


Pure  Air 
In  Crowded  Ca  rs 

the  year  'round 

by  using  Trade 

The  ODORLESS 

DISINFECTANT 


Purifies,  deodorizes  and  sweetens  the  air.     Kills  conta- 
gion.    A  few  ounces  of  "O  D"  Liquid  to  a  gallon  of 
water  makes  a  positive,  germicidal,  disinfecting,  scrub- 
bing solution  for  floors,  seats,  straps,  toilets,  etc. 
Trial  orders  filled. 

Gardner  &  Company,    -  -    Joliet,  IlL 


Our  forty  years  _  oi 
successful  punch  making 
are  well  demonstrated  in 
the  perfection  of  our 
product,  which  is  Stan- 
dard throughout  the 
world. 

These  punches  prove 
the  most  efficient,  be- 
cause they  operate  Quick- 
est and  easiest,  and  the 
most  economical  because 
they    wear    longest. 

Let  us  show  you  WHY. 

Punchmakers  since  '72. 

R.  Woodman  Mfg.  & 
Supply  Co, 

63  Oliver  St.,  Boston, 
Mass. 

E.  G.  Long  Co.,  50  Church  St.,  New  York  City 

Eastern  Electrical  and  Export  Representatives. 


SKYLIGHTS 

Without    packing    or    filling    substance — Of    GLASS    and 
METAL    ONLY  —  ABSOLUTELY    and    PERMANENTLY 
PROOF  AGAINST   LEAKAGE.      Send    for   details. 
WE  BUILD  THEM  RIGHT. 

National  Ventilating  Co.,  339  E.  26th  St.,  New  Yorlt 


Service  and  Durability 


The  Test  of  Economy 


AMERICAN  VULCANIZED  FIBRE 

will  meet  both  requirements  of  this  test  if  you  will 

use  it   for  Track  Insulation. 
Write  for  our   Bulletin   "For  Safeguarding  Safety 

Signal  Appliances." 
Send  us  blue  prints  of  your  fibre  parts  and  let  us 

quote  you  prices. 
AMERICAN  VULCANIZED  FIBRE  CO..    WILMINGTON,  DEL. 


G.  C.  REITER,  CANTON,  O. 


Manufacturer  of 


Car  Gongs  of  all  kinds 

Rotary  and  Single  Tap  Gongs 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

Order  from  our  Chicago  or   Elsmere  factory,  whicherer  it  near" 
and  delivery  will  be  made  without  delay. 

Include  an  order  for  Disfico  Horn  Insulation  for  repair  work. 


^^^^ 


Elsmere,  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chlcafto,  111. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


143 


A  63%  SAVING  in 
^       Fuse  Costs 


The 
UNION 

Indicating 

FUSE 

^^The  Dependable  Fuse^' 


Over  New 
Fuses 


h 


Built  in  600  Volt  and  250 
Volt  capacities,  N.  E. 
Code  Standard,  especially 
for  electric  railway  service. 

Carefully  assembled.  Built 
of  high  grade  materials. 
Positive  in  action. 

Write  for 
This  Booklet 

Mailed  on  Request 


CHICAGO  FUSE  MFG.  CO. 

1016  Congress  St.,  Chicago 


One  hand's 
free  with 
the 

Rapid  Ready  Charge  Carrier 

With  this  device  the  conductor  readily 
makes  his  change  with  one  hand.  No  bung- 
ling around,  fishing  into  various  pockets  for 
coins  of  difTerent  denomination.  He  has 
one  hand  entirely  free  to  ring  up  fares, 
assist   passengers,  distribute  transfers,   etc. 

Xo  prepayment  system  complete  without 
one. 

Catalog   describes   it    fully — write   today. 


CHAS.  F.  ETTER 

904  N.  Second   St.,    Harrisburg,  Pa. 

8932-P 


:SS^ 


f-KOOvIY 


ronewabli?  TITCTC  J 
cartridge  fUpJiD  'f 


SAFETY  FIRST-ECONOMY  NEXT 

Non-renewable  fuses  are  an  expense.     A  good,  renewable  fuse  is  an  investment. 
The  only  good  Renewable  Fuse  on  the  market  is  marked  "Economy" 

Write  for  Catalog  No.  2  and  Bulletin 

ECONOMY  FUSE  &  MFG.  COMPANY,    KINZIE  AND  ORLEANS  STS.,  CHICAGO 


It  Throws  the  Coins  Into 
the  Conductor's  Hand 

The  McGILL  Improved 
Change  Carrier 

Simply  pressing  down  on  the  thumb  lever  ejects  the  coins  rapidly  and  easily. 
Vastly  superior  to  any  other  method.  Can  be  operated  by  gloved  thumb  in  cold 
weather.  Saves  conductors  many  valuable  minutes  during  rush  hours  as  well  as 
considerable  annoyance  on  every  trip  occasioned  by  fumbling  in  making  change. 
Discard  the  old  type.  It's  obsolete  compared  to  this  improvement.  We  will  send 
you  one  for  examination. 

McGill  Ticket  Punch  Co.,  540  West  Harrison  St.,  Chicago 


144 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Protection  on  Curves 

PARMENTER  WHEEL  GUARDS  are 
always  working.  They  cover  the  rail  on 
curves  as  well  as  on  tangent  track,  for  they 
ride  close  to  the  wheels  and  close  to  the 
paving.  They  have  proven  efficient  at  all 
speeds  up  to  fifteen  miles  an  hour. 

Your  claim  agent  ivill  be  glad  to  have  our 
interesting  data. 

Parmenter  Fender 
&  Wheel  Guard  Co. 

89  State  St.,  Boston,  Mass. 


If  It's  a  "Globe  Ventilator  Car" 

it's  a  ventilated  car.     Fine  design  on  perfect 
ventilating  principles  at  surprisingly  low  cost. 
"Globe"    for   Air  Comfort.  . 

Globe  Ventilator  Co.,Troy,N.  Y. 


The  Peter  Smith  Heater  Company  leads  the  world  on 
heating  City  and  Interurban  Electric  cars  of  all  sizes 
and  makes.  Ask  us  to  prove  this  statement.  We  have 
the  experience  back  of  us. 

PETER  SMITH  HEATER  COMPANY 

1759  Mt.  Elliott  Ave.,  Detroit,  Mich. 


Why  Not  Buy  Trolley 
Base  and  Retriever 
All  in  One 


That's 
What  You 
Get  In 


e  WASSON 

jlir=RetrieVing 

Trolley  "Base 

It  performs  the  double  function.  It  combines 
the  ordinary  trolley  base  with  a  retrieving  mech- 
anism operated  by  air.  It's  the  "last  word."  the 
latest  development  in  the  field.  It  means  maxi- 
mum efficiency  in  car  operation,  as  far  as  the 
trolley  can  contribute  toward  it.  It  means  rapid 
transit  without  fear  of  jumping  trolleys.  It 
means  freedom  from  damaged  or  torn  down 
overhead  if  the  trolley  should  leave  the  wire. 
Try  it  out.  If  it  does  not  "make  good"  it  costs 
you  nothing.     Order  one  today. 

The  Wasson  Engineering  &  Supply  Co. 

Milwaukee,  Wis. 


The  Kalamazoo  Trolley  Wheels 


have  always  been  made  of  entirely 
new  metal,  which  accounts  for  their 
long  life  WITHOUT  INJURY  TO 
THE  WIRE.  Do  not  be  misled  by 
statements  of  large  mileage,  because 
a  wheel  that  will  run  too  long  will 
damage  the  wire.  If  our  catalogue 
does  not  show  the  style  you  need, 
write  us— the  LARGEST  EXCLU- 
SIVE TROLLEY  WHEEL 
MAKERS  IN  THE  WORLD. 


THE    STAR    BRASS    WORKS 

KALAMAZOO.  MICH..  U.  S.  A. 


^^-*"       MMFLEX 

I  Roller  Bearing  Trolley  Base 

^^     Safest— most  economical.    Tension  INCKBASIiS  as  (jole 
(foes  UP.  decreases  as  ixjle  comes  DOWN. 
No  more  bent  poles  or  knocked  down  wires. 
Inill  {.artictiiars  from 

THE  TROLLEY  SUPPLY  CO. 

Canton.  Cliic 


Ventilation— Sanitation— Economy— Safely 


All  Combined  in 


THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Pattnted  September  30, 1913.  Atk  for  the  full  ttory. 

We  Also  MiRufaclure  Pressed  Steel  Not  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


UNION  SPRING  &  MANUFACTURING  CO. 

SPRINGS    COIL  AND  ELLIPTIC 

M.  C.  B.  Pressed  Steel  Journal  Box  Lids 

General  Office,  Oliver  Bldg.,   PITTSBURGH,  PA. 

Works:  New  Kensington,  Pa. 

149  Broadway,  New  York.  1204  I'isher  Bldg.,  Thicago,  III. 

Missouri  Trust   lildg..   .'^1.    Louis.   Mo. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


145 


No  Lubrication 


Universal  Trolley  Wheel 

It  lubricates  itself.  Large  grease  cups  in 
the  hub  provide  lubricant  as  long  as  the 
wheel  lasts,  and  some  of  our  users  tell  us 
that  its  life  is  twice  as  long  as  many. 

Built  with  a  special  harp,  contact  spring, 
bushing  and  pin,  that  all  make  a  saving  in 
time  and  cost. 
THE  PRICE  WILL  INTEREST  YOU. 

The  Universal  Trolley  Wheel  Co. 

Northampton,  Mass. 

AUTOMATIC  VENTILATOR  CO.,  Sales  Agent 

2  Rector  Street,  New  York  City 


9484 


IF  you  a<re  using  any  other  type 
of  conduit  than  Duraduct  for 
your  Hg-hting  and  heating  systems, 
you  are  wasting  money. 

DURADUCT 

Reg.  U.  S.  Pat.  Oft. 

Flexible  Non-Metallic  Conduit 
will  give  100%  in  efficiency — 
saves  66  2/3%  in  cost — and  85%  in 
weight.  It  is  also  easier  and 
cheaper  to  install. 

Tubular  Woven  Fabric  Co.,  Mfrs.,  Pawtucket,R.I. 

A.  HALL  BERRY,  General  Sales  Agent 

97  Warren  St.,  New  York  309  So.  Desplaines  St.,  Chicago 


Eliminates  the  "Man  Factor" 
and  Changes  Uncer- 
tainty to  Certainty 


The  ANDERSON 

Automatic  Slack  Adjuster 

Keeps  the  Brakes  Always  in 
Proper  Adjustment 

Each  device  can  be  installed  on  any  type  of 
truck  in  about  15  minutes  without  involving 
changes  in  the  brake  rigging.  Once  installed 
requires  no  further  attention,  but  is  itself  always 
"on  the  job"  automatically  compensating  for 
wear  of  the  brake  shoes.  This  device  keeps  the 
brakes  in  proper  adjustment  at  all  times. 
Write  for  full  description. 

Anderson  Brake  Adjuster  Co. 

OMAHA,  NEB. 

William  R.  Garton,  Sales  Ener.,  299  Broadway,  N.  Y. 
Grayson  Railway  Supply  Co.,  Southwestern  Rep.,  St.  Louis,  Mo. 


The   Brake  Shoe 
Business 


No  one  man  can  know  more  than  a  small 
portion  of  the  vast  fund  of  information 
relating  to  brake  shoe  design,  construction 
and  application.  But  collectively  the  mem- 
bers of  the  American  Brake  Shoe  and  Foun- 
dry Company  know  a  great  deal  about  brake 
shoes  and  braking.  Our  knowledge  has 
saved  thousands  of  dollars  to  many  electric 
railways.    We  are  at  your  service. 

American  Brake  Shoe  &  Foundry  Co. 

MAHWAH,   N.  J. 
30  Church  St.,  New  York    McCormick  Bldg.,  Chicago 

71607  1 


146 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


Time  is  saved:  work  is 
speeded  by  using 


FORD 

TRIBLOC 

CHAIN    HOISTS 


No  matter  what  size  you  need  or  how 
severe  the  service  you  will  find  the 
Tribloc  a  most  satisfactory  and  effi- 
cient Chain  Hoist. 

It  is  built  in  sizes  from  ^-ton  to  40- 
ton  capacity.  It  has  planetary  gear- 
ing (which  is  enclosed  in  a  dustproof 
steel  case),  steel  parts,  a  354  to  i 
factor  of  safety  in  its  weakest  parts, 
and  eighty  per  cent  of  the  power  ap- 
plied to  the  hand  chain  is  converted 
into  lifting  energy. 

The  chains  and  hooks  used  on  the 
Ford  Tribloc  are  of  tlie  best  material 
and  workmanship  procurable,  and  all 
our  claims  are  backed  by  a  five-year 
guariintee. 

Write  for  our  catalogue  today  and 
learn  fully  of  the  merits  of  the  Ford 
Tribloc. 


Ford  Chain  Block  & 

Manufacturing  Co. 

142  Oxford  St. 

Philadelphia  Pa. 


5<  to  2  Ton 
Tribloc  HoUt 


E.G.3Jong  Conipaii^ 

EDWARD  H.  MAYS,  President 

Office*.  50  Cliurch  Street    New  York 

PRINGS 

^TE=50RGING3 

Peckham  Truck  Parts 
Diamond  Truck  Parts 

Car  and  Truck  Accessories 


ELECTRICAL  REPRESENTATIVES 
Union  Spring  &  Mfg.  Co. 

Leaf  and  Coil  Springs 
MCB  Premaed  Steel  Journal  Box  Covert 


Full  Power  with 

High  or  Lower  Adjustment 

tftt 

Many     emergencies    requiring    a 
powerful     jack     present     a     diffi- 
culty in  bringing  the  jack  to  bear 
on  the  load.     The 

ll^[# 

Buckeye  Emergency 

9  ^R^Qp, 

Jack  No.  239  Special 

B     ^^,**i«^ 

saves  time,  strength  and  trouble. 
The  many  positions  to  which  it  is 
adjustable    easily    solve    perplex- 
ing   lifting    problems.       Full    de- 
tails in  our  catalog.  Write  for  it.        /^^m 

1  w' 

The  Buckeye         " 
Jack  Mfg.  Co. 

Alliance,  Ohio 

f^\ 

7179                        3 

¥[y)t 


LUBRICATION  OF  SWITCHES 

One  of  the  largest  steam  roads  in  the  country 
uses  TULC  No.  2  VH  in  the  switch  and  lock 
movements,  switch  cylinders  and  signal  mechan- 
ism. The  reason  as  given  hy  the  Purchasing 
Agent  was  "TULC  is  economical  in  that  a  small 
quaiility  only  is  needed   for  luhrication." 


g®i}ti®fey  (BonidlSBag       (glLgWStiaMa®. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


147 


TRADE     IRCO     "^ARK 

QUARTER  CENTURY 

Experience 

,  INSULATIONS,  MATERIALS  AND  SUPPLIES 

FOR 

MAINTENANCE  AND  OPERATION 


OF 


ELECTRIC  RAILWAY,  LIGHTING  AND  POWER  COMPANIES 


Splicing  Compound 

Armature  Tape 

Trolley  Rope 

Wire  Center 

Bell  Cord 

Asphaltum       Insulating 

Varnish 
Oiled  Muslin 
Fibre    Sheet    Rods    and 

Tubes 
Cotton  Cable  Covering 


V/^  ELECTRIC      oS. 

/'V     btdatilf -FrictMii-Raliktr 

TRADt 

IMPERIAL 

FRICTION  TAPE 


I 


s^^S^N^gg^^^^^S^ 


Switchboard  Mats  and 
Matting 

Rubber  Bushings 

Air  and  Pneumatic  Hose 

Linen  and  Rubber  Fire 
Hose 

Rubber  and  Canvas  Belt- 
ing 

Steam  and  Water  Hose 

Valves  and  Gaskets 

Asbestos  Listing 

High  Pressure  Packing 


IMPERIAL  RUBBER  COMPANY 

General  Offices:         Cable  Address:  Sorterial,  New  York,  A.  B.  C.  Codes        Warehouse: 

253  Broadway  NEW  YORK  CITY,  U.  S.  A.  155  West  Street 


SAFETY-ALWAYS 

USING  THE 

A.  G.  E.  LABOR  SAVING 

MACHINES,  TOOLS  AND  SUPPLIES 

FOR 

ELECTRIC  RAILWAY,  LIGHTING  AND  POWER 
A.  G.  E.  ARMATURE  MACHINE  FOR  BANDING,  SLOTTING  AND  GRINDING 

A.  G.  E.  PINION  PULLERS 

A.  G.  E.  ARMATURE  AND  FIELD  COIL  WINDING  MACHINE 

A.  G.  E.  TAPING  MACHINES  A.  G.  E.  PNEUMATIC  PIT  JACKS 

A.  G.  E.  Commutators,      Trolley  Ears.      Trolley  Wheels.      Controller  Parts.      Copper. 

Brass  and  Bronze  Castings  and  Drop  Forging. 
MICA  TUBES  AND  WASHERS 

AMERICAN  GENERAL  ENGINEERING  COMPANY 


General  Offices: 

253  Broadway 


MANUFACTURERS 


NEW  YORK,  U.  S.  A. 
CABLE  ADDRESS:  GYMEO,  NEW  YORK 


New  York  Shops: 

155  West  Street 


148 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


10  Years   Costly   Experience 

With  Varnishes  Convinced  The 
Long  Inland  Railroad 


that  the  most  satisfactory  varnish  it  could  put  in- 
side and  outside  of  all  its  steel  cars,  including  the 
new  all-steel  trailers  which  it  is  providing  for  its 
summer  suburban  traffic  is 

VALBNTINES 

LSPAR 

This  was  the  only  manner  in  which  the  railroad, 
in  common  with  many  other  carriers,  could  com- 
bat the  checking  of  the  paint  on  the  steel  surface, 
which  resulted  from  the  excessive  expansion  and 
contraction  inevitable  in  a  steel  structure. 

The  saving  in  repainting  to  the  roads  using 
Valspar  makes  a  big  item. 

Are  you  one  of  the  savers? 

Write  for  the  new  book  on  steam  and  electric  rail- 
way car  painting.    It  is  free. 


VALENTINE  &  COMPANY,  456   Fourth   Avenue,  New  York 

Chicago  Boston  Paris  Amsterdam  Toronto 


2197 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


149 


FRANK  MAC  GOVERN 
President  and  General  Manager 


JOHN  MAYER,  JR. 
Vice-President  and  Treasurer 


MAC  GOVERN  AND  COMPANY,  INC. 

114  LIBERTY  ST.,   NEW  YORK  CITY,  Phone,  3375  Rector 

60  Cycle  Turbo-Generator  Units 

FOR  IMMEDIATE  DELIVERY  FROM  STOCK 


One    i8oo   KVV.    (.8   P.  F.)    General   Electric, 
ATB,  2-pole,  23CX)  volts,  3600  R.P.M. 

Turbine,   Curtis,  3-stage. 

Dimensions : 

Length,   18'  5". 

Width,  r  9". 

Height,  7'  5".  ■      - 

Net  weight.  66,000  lbs. 
Switchboard  with  instruments. 


Three  500  KW.  Westing- 
house-Parsons,  2-pole,  440 
and  2300  volts,  3600 
R.P.M." 

Condensers,  Bulkley  Baro- 
metric. 

.Switchboards  with  instru- 
ments. 


One  500  KW.   (.8  P.P.)   General  Electric 
.A.TB,  4-pole,  2300  volts,  1800  R.P.M. 
Turbine,  Curtis. 
Dimensions : 

Length,  12'. 

Width,  6'  II". 

Height,  7'  7". 
Net  weight,  35,000  lbs. 
Switchboard  with  instruments. 


Write  for  our  complete  catalog.  Please 
send  us  details  of  anything  you  desire  to 
buy  or  sell  in  the  way  of  generators,  motors, 
generating  sets,  rotaries,  transformers, 
engines,  etc. 


150 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


FOR    SALE 


20-Combination  Interurban  Cars-20 


Builder,  Kuhlman  Car  Co. 
Length  over  corner  posts,  43' 
Length  over  all,  53'  6" 
Width  over  all,  8'  5"      • 
Pilots,  wood 
Sanders,  air 
Heaters,  electric 


Headlights,  Crouse-Hinds  arc 

Seats,  Main  Compartment,  leather 

Seats,  Smoking  Compartment,  rattan 

Seating  Capacity,  58  passengers 

Trolley  Retrievers,  Earll 

Toilet,  dry  hopper 

Draw  Bars,  Ohio  Brass  Co.  M.  C.  B. 


Air  Brakes  Westinghouse  A.M.M.  Combined  Straight  and  Automatic 


,A- 


Trucks 


Builder,  Baldwin  M.  C.  B. 
Wheel  Diameter,  27" 
Wheel  Type,  Rolled  Steel 
Wheel  Tread,  3" 


Wheel  Flange,  3" 
Wheel  Base,  7' 
Axle  Diameter,  6" 
Journals,  5"  x  9" 


Electrical  Equipment 


Control,  West.  Type  A.  L. 
Circuit  Breakers,  two 


Motors,  4;  West.  119 
Capacity,; I Sig.Ijf^.  each 

Above  cars  have  smoking  compartments,  and  are  equipped  for  train  line  opera- 
's;    tion.  The  wiring  is  installed  in  conduit  throughout. 

For  Further  Particulars  Apply  to 

W.  R.  KERSCHNER  COMPANY,  INC. 

Hudson  Terminal  Building,  Room  1882,  50  Church  Street 

NEW  YORK 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


151 


60  Cycle,  Rotary  Converters 

2 — General  Electric  1000  K.W.,  600  v..  SCO  R.P.M..  type  "HC,"  comp. 
wound,  6  phase.  Complete  with  air  cooled  2;i00  v.  trans.,  react- 
ances and   panels. 

2— General  Electric  500  K.\f.,  575  volt,  800  R.P.M.,  type  "H.C," 
comp.  wound.  6  phase.  Complete  with  air  cooled  trans.,  2300  v. 
reactances  antl  panels. 

1—300  K.W.  Westinghouse.  600  TOlt  D.C.,  370  volt  A.C..  600  H.P.M. 
with  oil  cooled  G.E.   trans.   11,000  v.    primary. 

1 — 200   K.W.   Westinghouse,   600  volt  D.C.,    370   volt  A.C.,    720   R.P.M. 

Also  following  transformers : 

3 — 125   K.W.    a.E.    2400  Tolts  prim.,   370   TOlts  sec. 

6—75   K.W.    Ft.    Wayne.    10.000-9000-185-370   v. 

3—175  K.W.    Stanley,   10,000-2300  volts. 

25  Cycle,  Rotary  Converters 

1—500  K.W.  General  Electric,  3  phase,  25  cycle,  600  volt  D.C..  370 
volt  A.C..   375   R.P.M. 


2 — 300   K.W.   Genl.   Elect.,   3   ph.,   25  cycle,   700   R.P.M.,   600  volts. 
1—250  K.W.   Genl.  Elect.,  3  ph.,   25  cycle,   500  R.P.M.,   600  volts. 
Can  also  furnish   transformers — all  voltages. 

Railway  Car  Equipment 

8— T5     H.P.    WeutlnKliotise,     112     Railway     Motors,    600 

volts,  newly  rewound  armatures,  full  commutators,  rebuilt  entirely. 
Will  be  sold  fully  guaranteed,  upon  any  reasonable  terms  of  pay- 
ment. 

12 — G.E.  57  Motors,  50  H.P.  Each. 

16 — G.E.  07   Motors,  40  H.P.   Each. 

20— G.E.  aOl   Motors,   05   H.P.   Each. 

Booster  Set 

Generator — West'gh'se  70  K.W.,  350  volt,   200  amp.  series  wound. 
Motor—West'gh'se  105  II. P.,  575  volt.  950  R.P.M.,  type  "SA"  shunt 
wound. 

Complete  with  coupling  and  panel. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ROOM  302 
'Phone  Rector  4337-4338 
SEND  FOR  CATALOG— JUST  OUT 
ENGINES— BOILERS— MOTORS— CONDENSERS— ETC. 


New  York 


FOR  SALE:  WANTED  FOR  CASH 

Cars,  Motors,  Rails,  Generators — Everything  for  Track,  Rolling  Stock, 
Power  Plant.  Send  us  your  requirements. 


Ask  for  our 
FOR  SALE  LISTS 
also 
Blue  List   RPECO  Specialties 


Railway  &  Power  Equipment  Co. 

(Charles  F.  Johnson) 

Established  1901 

P.  O.  Box  155.  Ellicott  Square 
Buffalo.  N.  Y. 


CARS 

FOR 

SALE     i 

OPEN  and  CLOSED 
MOTOR  and  TRAIL 

Write   for   P 

ice  and    Full   Particulars  to                                  | 

ELECTRIC 

Ccmmonwealth  BIdg. 

EQUIPMENT    CO. 

Philadelphia.   Pa.           H 

COMPLETE  ARMATURES   FOR   SALE 

FOR     ALL     THE     STANDARD 
STREET    RAILWAY    MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

America's  Greatest  Repair  Works 

CLEVELAND    ARMATURE  WORKS,   creveland.   0. 


Do  You  Want  a  Salesman  or  Other  Assistant? 

Tf  so,  send  us  copy  for  a  card  under  "Positions 
\acant"  in  the  Searchlight  Section.  The  cost  will 
be  slight  and  the  result  will  be  both  quick  and 
satisfactory. 

Electric  Railway  Journal,  239  West  39tli  St.,  New  York 


POSITIONS  WANTED 


CAR  painter — A  competent  and  thoroughly  all 
around  mechanic,  who  is  desirous  of  making 
a  change  wants  position.  Best  of  experience, 
good  worker,  efficient  in  handling  men,  or 
will  work  under  good  foreman,  desirous  of 
making  change.  Can  give  good  recommenda- 
tion from  past  and  present  employers.  Box 
678,   Elec.   Ry.  Jour. 

ELPXTRICAL  engineer  and  superintendent, 
technical  graduate,  with  15  years'  practical 
experience,  engineering,  construction  and 
operation:  railway,  lighting  and  power  sys- 
tems. Now  with  large  company,  desires 
change.  Al  references.  Box  092,  Elec.  Ry. 
Jour. 

EXPERIENCED  man  open  for  engagement  as 
general  superintendent  or  master  mechanic; 
many  years'  experience  all  branches;  Al 
references.     Box  700,  Elec.  Ry.  Jour. 

HIGH  grade  man  desires  position  as  secre- 
tary or  assistant  to  busy  executive.  Fully 
experienced  and  thoroughly  trained  in  man- 
agement of  various  departments.  At  pres- 
ent operating  official  of  system  of  city  and 
interurban  lines.  Age  35,  health  good  and 
am  willing  to  go  anywhere.  Address  Box 
694.  Elec.   Ry.  Jour. 

MANAGER — Superintendent  or  any  good  open- 
ing by  competent  man;  45  years  of  age,  with 
20  years'  experience  in  all  branches;  14 
years  with  large  eastern  street  railway  in 
maintenance  of  way  department.  Best  of 
references.     Box  714,   Elec.   Ry.   Jour. 

MASTER  mechanic  open  for  immediate  en- 
gagement. Long  experience,  reliable  and  un- 
questioned ability.  Best  references.  Would 
also  consider  position  of  superintendent. 
Box  712.  Elec.   Ry.  Jour. 

POSITION  wanted  by  a  man  who  has  had 
18  years'  experience  as  superintendent  and 
roadmaster  and  constructing  street  car  lines. 
Best  references.     Box  713,  Elec.  Ry.  Jour. 


POSITIONS  WANTED 


POSITION  wanted  by  line  foreman,  on  con- 
struction or  maintenance.  Experienced  on 
heavy  catenary  and  trolley  construction. 
Married,  sober  and  good  references.  Box 
703,  Elec.  Ry.  Jour.,  1570  Old  Colony  BIdg., 
Chicago,  111. 

SUPERINTENDENT  equipment  or  master  me 
chanic  open  for  a  position;  20  years'  ex 
perience;  can  furnish  the  best  of  references. 
Wouid  consider  position  of  general  super 
intendent  of  small  property.  Box  711,  Elec 
Ry.  Jour. 

WANTED — By  a  thoroughly  competent  Italian, 
position  as  track  foreman:  twenty  years'  ex- 
perience all  kinds  of  special  and  track  work. 
Can  furnish  Al  reference.  Box  716,  Elec. 
Ry.    Jour. 

W.^NTED — Position  as  superintendent  of 
track  and  way,  or  roadmaster  by  a  man,  age 
37  years,  with  23  years'  practical  experience 
in  all  branches  of  street  and  interurban  rail- 
way construction  and  maintenance  work. 
At  present  employed  as  roadmaster  by  large 
eastern  property.  Desired  change  not  com- 
pulsory.     Box   707,   Elec.  Ry.  Jour. 

POSITIONS  VACANT 


\V.\NTED — A  night  car-house  shop  repair  fore- 
man for  the  Manila  Electric  Railroad  and 
Light  Co.,  Manila,  P.  I.  Applicant  must  be 
single.  Must  present  good  references  indi- 
cating ample  experience  in  this  field,  integ- 
rity, ability  and  good  char.icter.  Company 
operates  about  110  cars  and  seryes  a  com- 
munity of  350,000  people.  Employment  to 
commence  on  sailing  from  New  York  City 
the  latter  part  of  June  on  a  three-year  con- 
tract terminating  with  3  months'  vacation 
with  full  pay.  Expenses  paid  to  and  from 
Manila.  For  further  details  please  com- 
municate with  the  J.  G.  White  Management 
Corporation,  43  Exchange  Place,  New  York 
City. 


FOR  SALE 


45  Ft.  Interurban  Car 

Combination    Passenger   &   Baggage. 

Seating  Capacity  50;   Baggage  Room  8  ft.   1   in. 

5,000  Gal.  Pneumatic  Sprinkler  Car 

30  ft.   Over  All;   All-steel   construction.     Must 
move   them   at    once. 
WRITE   or   WIRE. 


LNiEI^R 


FOR  SALE 

AT  BARGAIN  PRICES— One  120  KW,  West- 
inghouse, 133  Cycle  Single  Phase  Alternator. 
One  200  KW,  Westinghouse,  133  Cycle 
Single  Phase  Alternator.  One  300  KW, 
General  Electric,  133  Cycle  Single  Phase 
Alternator.  Address  "H.  F.  W.,  Jr.,"  309 
Colby-Abbot  BIdg.,  Milwaukee,  Wis. 


500   Volt  Meters   for   Sale     , 

Approximately  75  T.  K.  W.  and  Duncan  50O 
yolt,  2-wire  meters  from  2J4  to  150  amperes 
in  first  class  mechanical  and  electrical  condi- 
tion. Have  been  recently  tested  and  cali- 
brated. Selling  on  account  of  changing  cus- 
tomers to  A,  C.  A<ldress  bids  to  Meter 
Department,  Lehigh  Valley  flight  &  Power 
Co.,   Allentown,   Pa. 


152 


(Accountants  to  Commutators  or  Parts) 


[MARCH  20,  1915 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  300  different  products  are  here  listed. 

The  Alphabetical   Index    (see  eighth  page   following) 

gives  the  page  number  of  each  advertisement. 

As    far    as    possible   advertisements    are    so   arranged 

that   those   relating  to  the   same  kind   of   equipment  or 

apparatus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
being  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Accountants. 

Greims  Corporation,    H.    E. 

Acetylene  Regulators. 

Imperial    Brass    Mfg.    Co. 

Acetylene  Service. 

Prest-O-Lite  Co..  Inc.,  The. 

Advertising,  Street  Car. 
Collier,    Inc.,    Barron   G. 

Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Alloys.  Steel  &  Iron. 

Kennedy-Stroh   Corporation. 
Titanium  Alloy  Mfg.  Co. 

Amusement  Devices. 

Este   Co.,    The  J.   D. 
Anchors,    Guy. 

Carton   Co.   W.   R. 

Johns-Manville  Co.,  H.    W. 

Ohio  Brass  Co. 

"Western  Klectric  Co. 

Westinghouse   Elec.   &  M.   Co. 
Antl-Cllmbers. 

Railway  Improvement  Co. 
Architects. 

Kennard,    Ralph   B. 
Automobiles    and    Busses. 

Brill   Co..   The   J.    G. 

General   Vehicle   Co. 
Axle    Stralghteners. 

Columbia  M.   W.   &  M.    I.   Co. 
Axles. 

Brill  Co..   The  J.   G. 

Cambria  Steel  Co. 

Carnegie  Steel  Co. 

Cincinnati  Car  Co. 

McGuire-Cummings    Mfg.    Co. 

National   Tube   Co. 

Niles  Car  &  Mfg.  Co. 

St.  I_<3uis  Car  Co. 

Standard   Motor  Trui'k    Co 

Standard   Steel   Works   Co. 

Taylor  Electric  Truck   Co. 

U.  S.  Metal  &  Mfg    lo 

Westinghouse   Elec.   &   M.    Co. 
Babbitting    Devices. 

American    General    Eng'g    Co. 

Columbia  M.   W.   &   M.   I.    Co. 
Badges  and  Buttons. 

International  Register  Co. 

Western  Electric  Co. 

Woodman  Mfg.  &  Sup.  Co.,  R. 
Bankers   and    Brokers. 

Halsey   &   Co..   N     W. 
Batteries,    Dry. 

.lohns-Manville   Co.,  H.   W. 

Nungesser   Carbon    &    Battery 
Co. 

Protective   Signal  Mfg.   Co. 

Western  Electric  Co. 
Batteries,    Storage. 

Edison   Storage   Battery   Co. 

Electric    Storage    Batterj    Co. 

Esterllne  Co 

Western  Electric  Co. 
Bearings  and    Bearing    Metals. 

American  General   Eng'g  Co. 

Columbia  M.   W.   &  M.    I.   Co. 

General   Electric   Co. 

Long  Co.,  E.  G. 

More-Jones  Brass  &  Metal  Co. 

Post  &  Co..  E.  L. 

St.  I.«uis  Car  Co. 

Taylor  Electric  Truck  Co. 
Bearings,      Ollless,      Graphite, 
Bronze  4  Wood. 

Graphite  Lubricating  Co. 
Bearings,  Roller  and   Ball. 

Railwav   Roller   Bearing  Co. 
S  K  F  Ball  Hearing  Co. 
Bells   and    Gongs. 

Brill  Co.,  The  J.   G. 

Electric  Service  Supplies  Co. 

Ohio  Slenal  Co. 
'      Protective  Signal  Hfg.  Co. 

Relter.  G.  C. 

St.    Louis  Car  Co. 

Trolley   Supply  Co. 
Western  Electric  Co. 
Benders.    Rail. 

Ntles-Bement-Pond   Co. 


aiowers. 
General   Electric   Co. 
Westinghouse  Elec.   &   M.   Co. 

Blow  Torches  for  Soldering  and 
Brazing. 
Prest-O-Lite  Co.,  Inc.,  The. 

Boiler  Cleaning   Compounds. 
Dearborn  Chemical  Co. 
Johns-Manville  Co.,   H.   W. 

Boiler  Coverings. 
Johns-ManviJle  Co.,   H.    W. 

Boiler   Graphite. 
Dixon  Crucible  Co..  Jos. 

Boiler  Tubes. 
National  Tube  Co. 

Boilers. 
Babcock  &  Wilcox  Co. 

Bond   Clips. 
Electric  Railway  Imp.   Co 

Bond   Testers. 
American  Steel  &  Wire  Co. 
Roller-Smith    Co. 

Bonding    Apparatus. 
Prest-O-Lite  Co.,  Inc.,   The. 

Bonding  Tools. 
American  Steel  &  Wire  Co. 
Electric   Railway   Imp.    Co. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 
Prest-O-Lite  Co.,  Inc.,  The. 

Bonds,    Rail. 

American   Steel  &   Wire    Co. 

Electric  Railway   Imp.    Co. 

Electric    Service    Supplies    Co. 

Garton  Co.,   W.  R. 

General   Electric   Co. 

Jamison    Rail    Bond    &    Elec'l 
Supply    Co. 

Johns-Manville    Co.,    H.    W. 

Ohio  Brass  Co. 

Roebling's   Sons    Co..    John    A. 

Western  Electric  Co. 
Book  Publishers. 

McGraw-Hill   Book   Co..    Inc. 
Boring  Tools,   Car  Wheel. 

Nlles-Bement-Pond    Co. 
Braces,    Rail. 

Kilby  Frog  &   Switch   Co 

Steel  Car  Forge  Co. 

Weir  Frog  Co. 
Brackets  and  Cross  Arms.    (See 
also  Poles,  Ties,   Posts,   Pil- 
ing and   Lumber.) 

American   Bridge   (io. 

Electric   Railway   Equip.   Co. 

Electric    Service    Supplies    Co. 

Llndsley  Bros.  Co. 

Ohio  Brass  Co. 

Western  Electric  Co. 
Brake   Adjusters. 

Anderson  Brake  Adjuster  Co. 

Sauvage-Ward  Brake  Co. 
Brake  Shoes. 

American  Brake  S.  &  Fdy.  Co 

Barbour-Stockwell  Co. 

Brill   Co.,    The   J.   G. 

Columbia  M.   W.    &  M.    I.   Co. 

Long   Co..    E.   G. 

McGuire-Cupmmings  Mfg.  Co. 

Railway  Materials  Co. 

St.  Louis  Car  Co. 

Taylor  Electric  Truck  Co. 
Brakes,      Brake      Systems     and 
Brake    Parts. 

Allis-Chalmers   Mfg.    Co. 

Anderson  Brake  Adjuster  Co. 

Brill  Co.,  The  J.   G. 

Columbia  M.   W.   &  M.   I.    Co. 

General   Electric  Co. 

Long  Co.,   E.   Q. 

McGulre-Cummlngs    Mfg.    Co. 

National  Brake  Co 

Railway  Materials  Co. 

St.  Louis  Car  Co. 

Taylor  Klectric  Truck  Co. 

TT.   S.   Metal  &  Mfg.    Co. 

Westinghouse    Air    Brake    Co. 

Brazing.     (See    Welding.) 
Bridges  &  Buildings. 
.\mcrlcan    Bridge   Co. 


Brooms,  Track,  Steel  or  Rattan. 
Pa.Nson    Co.,    J.   W. 
Western  Electric  Co. 

Brushes.    Carbon. 
Dixon    Crucible   Co.,    Jos. 
General   Electric   Co. 
Jeandron,    W.    J. 
LeCarbone  Co. 
Morgan  Crucible  Co. 
Nungesser   Carbon    &    Battery 

Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &  M.   Co. 

Bumpers,   Car  Seat. 
Elastic  Tip  Co. 
Electric    Service    Supplies    Co. 
Imperial    Rubber   Co. 
Massachusetts    Chemical    Co. 
Walpole  Tire  &   Rubber  Co. 

Bunkers,  Coal. 
American   Bridge  Co. 

Bunting. 

Boyle  &  Co.,  Inc..  John. 

Bushings,   Fibre. 
Diamond    State    Fibre    Co. 

Bushings,  Graphite  &  Wooden. 
Graphite   Lubricating  Co. 

Bushings,   Rubber. 
Imperial  Rubber  Co. 

Buttons.  (See  Badges  and 
Buttons.) 

Cables.    (See  Wires  and  Cables.) 

Carbon  Brushes.  (See  Brushes, 
Carbon.) 

Car  Equipment.  (For  Fenders, 
Heaters,  Registers,  Wheels, 
etc..  see  those  Headings.) 

Car  Trimmings.  (For  Curtains, 
Doors,  Seats,  etc.,  see  those 
Headings.) 

Cars,  Passenger,  Freight,  Ex. 
press,    etc. 

American  Car  Co. 

Brill    Co.,    The   J.    G 

Cambria  Steel  Co. 

Cincinnati    Car    Co. 

Jewett  Car  Co. 

Kuhlman  Car  Co.,  G.   C. 

McGuire-Cummlngs  Mfg.  Co 

Niles  Car  &   Mfg.   Co. 

.St.  Louis  Car  Co. 

Southern  Car  Co. 

Wason  Mfg.  Co. 
Cars,    Prepayment. 

Prepayment   Car  Sales   Co. 

Cars,   Self- Propelled. 
Electric    Storage    Batterv    Co. 
General  Electric  Co. 
Internal  Combustion  Locomo- 
tive Co. 

Castings,    Composition    or    Cop. 
per. 
Anderson  M.   Co.,  A.   &  J.   M. 

Castings,  Gray  Iron  and  Steel. 
.American  Bridge  Co. 
American  B.  S.  &  Fdry.  Co. 
American  General  Eng'g  Co 
Columbia  M.  W  &  M.  I  Co 
Falk  Co. 

Imperial  Brass  Mfg.  Co. 
Long  Co.,  E.  G. 
St.  Louis  Car  Co. 
St.   Louis  Steel   Fdry.   Co. 
Standard   Steel   Works   Co 
Union  Spring  &  Mfg.   Co. 

Castings,    Malleable    and    Brass. 
American  B.  S.  &  Fdry.  Co. 
American    General    Eng'g    Co 
Imperial   Brass  Mfg.  Co 
Long  Co..    E.    O. 
St.  Louis  Car  Co. 

Catchers    and     Retrleveri, 
Trolley. 
Eclipse   Railway  Supply  Co 
Electric    Service    Supplies    Co. 
Long  Co..  E.  a. 
New  Haven  Trolley  Supply  Co 
Ohio  Brass  Co. 
Trolley  Supply  Co. 


Wasson   Engrg.   &  Supply  Co. 
Wood   Co.,    c.   N. 

Celling,    Car. 
Pantasote  Co. 

Change  Carriers. 

Etter.    Chas.    F. 

McGill  Ticket   Punch   Co. 

Cheese  Cloth. 

Boyle  &  Co.,  Inc.,  John. 

Circuit    Breakers. 

Cutter  Electrical  &  Mfg.   Co. 

Garton    Co..    W.    R. 

General    Electric    Co. 

Western  F;iectrio  Co. 

Westinghouse   Elec.    &   M.   Co. 
Clamps     and      Connectors,     for 
Wires    and    Cables. 

American    General    Eng'g    Co. 

Anderson   M.    Co.,   A.   &  J.   M. 

Clark   Electric  &   Mfg.   Co. 

Dossert   &  Co. 

Electrical     Engineers     Equip- 
ment Co. 

Electric    Service    Supplies    Co 

General    Electric    Co. 

Klein  &  Sons,  M. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse   Elec.   &  M.    Co 
Cleaners    and    Scrapers,    Track. 
(See        also        Snow-Plows. 
Sweepers    and     Brooms.) 

Brill   Co.,    The  J.    G. 

Cincinnati    Car    Co. 

Ohio  Brass  Co. 

Van  Dorn  &  Dutton  Co 

Western  Electric  Co. 
Cleats,    Car   Wiring. 

General  Electric  Co. 
Clusters    and    Sockets. 

General  rciectric  Co. 
Coal  and  Ash   Himdilng. 

(See   Conveying    and    Hoisting 
Machinery.) 

Coasting   Clocks. 

Railway'  Improvement  Co. 
Coll    Banding  and   Winding    Ma. 
chines. 

American    General    Eng'g    Co 

Columbia  M.   W.    &   M.    I.   Co. 

Electric    Service    Supplies    Co 

Garton  Co..  W.   R. 

Western  Electric  Co. 
Coll    Impregnation. 

Electric  Operations  Co. 

Federal    Electrical    Mfg.    Co. 
Colls,    Armature    and    Field. 

Cleveland    Armature    Works. 

Coil  Mfg.  &  Repair  Co. 

Columbia  M.   W.    &    M.    1.    Co. 

D  &  W  Fuse  Co. 

Electric  Operations  Co. 

General    Electric   Co. 

Mica  Insulator  Co. 

Roebling's    Sons    Co.,    J.    A 

Western   Electric  Co. 

Westinghouse   Elec.   &  M.    Co. 
Colls,   Choke   and    Kicking. 

Electric    Service    Supplies    Co. 

General   Electric   Co. 

Westinghouse    Elec.   &   M     Co 
Coin-Counting    Machines. 

International  Register  Co. 

Johnson   Fare  Box  Co. 
Commutator    Slotters. 

American  General  Engrg.  Co 

General    Electric   Co. 

Westinghouse   Elec.    &   M.   Co 

Wood   Co.   Chas.   N. 
Commutator    Truing    Devices 

American  General  Engrg.  Co. 

General    Electric   Co. 

Western  Electric  Co. 

Commutators   or   Parts. 
American  General  Eng'g  Co. 
Cameron  Elec'l  Mfg.  Co. 
Cleveland  Armature  Works 
Coil  Mfg.  *   Repair  Co. 
Columbia  M.  W.  &  M.  I   Co 
Garton   Co.,  W.   R. 
General    Electric   Co. 
Long  Co.,   E.   G. 
Mica  Insulator  Co. 
Westinghouse   Elec.   &  M.  Co. 


March  20,  1915] 


ELECTRIC     RAILWAY    JOURNAL 


153 


Transportation 


Native  laborers  in  India  carry  all 
materials  on  their  heads. 

An  American  contractor,  engaged 
there,  imported  some  wheelbarrows 
to  make  his  men  more  efficient. 

They  didn't  like  this  "new"  idea. 

Finally  the  contractor  ordered 
their  use  on  his  job,  under  penalty 
— and  they  did  use  them,  but  in  the 
way  illustrated. 

It  was  a  misapplication,  and  one 
no  greater  than  that  frequently 
made  in  railway  motor  work  where 
a  good  brush  is  wrongly  applied  or 
a  wrongly  chosen  brush  rightly  ap- 
plied. That  is  why  we  insist  that 
brushes  should  be  prescribed  and 
that  the  maker's  service  should  ex- 
tend beyond  the  sale. 

Such  is  a  part  of  Morganite  ser- 
vice —  proper  prescriptions  of  the 
proper  grade  of  Morganite  —  a 
grade  that  fits  the  service  "  to  a 
hair." 

It's  good  economy. 


Ghe 

Morgan  Crucible 
Company  Limited 

l20Lib<>rty  M>M»wYorKCi-»y 


Factory,  Brooklyn 

AGENTS: 

Lewis  &]Roth  Co.,  312  Denckia  Bldg.,  Philadelphia 

Electrical  Engineering  &  Mfg.  Co. 
First  National  Bank  Bldg.,  Pittsburgh 


The  Highest  Development 

In  Very  Small  Indicating  Instruments 
for  Direct  Current 

is  marked  by  the 


MODBL,    280.    Sinsle 

Ranyce     Portable 

Voltmeter 

(One-auarter  Slw.) 


Miniature 

Precision    Instruments 

PORTABLE 

Volt-Meterrj.        MllHvoltmeters. 

Volt-Aiiinietera,      Aiiimeters, 

Mil-Ammpf  em 

are  supplied  In  single,  double  and 
triple  ranees,  the  Triple  Uanite 
Volt-Ammeter  comorisinK  sli  In- 
struments in  one.  This  icroup  also 
includes      BATTERY      TESTERS. 

SWITCHBOARD 
Voltmeters.      Volt-Amme- 
ters,   Ammeters,    Mil- 
Ammeters 

This  new  line  of  instruments  rep- 
resents the  finest  development  of 
small  size  plTOted  moving  coll, 
permanent  magnet  tvpe  of  In- 
struments. 

They  embody  chara<'teristic8  which 
have  made  the  well-known  Wes- 
ton Standard  famous  throughout 
the    world.      Tbe.v    are    accurate. 

dead  beat  and  extremely  sensitive. 

They  may  be  left  continuously  in  circuit  at   full   load  and  are 

shielded  against  external  electrical  and   magnetic   Influences. 

They   are   substantially   constructed   and   have   the   longest  scale 

ever  provided  In  instruments  of  similar  size. 

The  prices  are  surprisingly  low  for  Instruments  of  such  quality. 

The  several  models  and  ranges  offer  a   selection   from  over  300 

different  combinations.      They  are  listed   in  BULLETIN   NO.  8. 

WHICH  WILL  BE   MAILED   UPON   REQUEST. 

Weston  Electrical    Instrument   Co.,  Newark,  N.  J. 

New  York  St.   Louis  Detroit  Richmond  WinnlpeK 

Chicago  Denver  Cleveland  Toronto  Vancouver 

Philadelphiii  San  Francisco  BufTalo  Montreal  Berlin 

Boston  Atlanta  London 


MODKL,  267.  S-vritch 
board    Ammeter. 

(One-quarter  Size.) 


"Watch  Your  Step" 

If  it  has 

Universal  Safety  Tread 

on  it 

Proceed  in  Safety. 

If  Not 

Be  Careful 

Universal  Safety  Tread  Co.,  Waltham,  Mass. 


New  York 


Philadelphia 


Chicago 


IRLU  are  the  standard  lAFLiS 

For  Electric  Railway  and  Lighting  "Jse 

Economy  and  Efficiency  Combined 

IMPERIAL  RUBBER  CO.,   253Bioadway,New  York,  U.  S.  a. 


Samson  Bell  and  Register  Cord 

Solid  braided  cotton,  extra  quality.  All  sizes  and  colors. 
More  durable,  more  economical  and  better  looking  than 
leather  or  rawhide.  Send  for  samples  and  full  information. 
SAMSON  CORDAGE  WORKS  BOSTON.  lUASS.       2  I 


154 


(Compressors,  Air  to  Inspection) 


[March  20,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers   in  this  issue  of  Electric  Railway  Journal 


Compressors,    Air. 

Aliis-Chalmers  Mfg.   Co. 
Curtis  &  Co.,   Mfg.   Co. 
General   Electric   Co. 
Westinghouse   Trac.   Br.  Co. 

Condensers. 
AUis-Chalmers  Mfg.  Co. 
General   Electric   Co. 
Westinghouse  Machine  Co. 

Conduits,  Flexible. 
Fibre  Conduit  Co. 
Tubular  Woven  Fabric  Co. 

Conduits,    Underground. 
Fibre  Conduit  Co. 
.Tohns-Manville  Co.,   H    W. 
Standard  Undergr'd  Cable  Co. 
Western  Electric  Co. 

Controller    Regulators. 

Electric    Service    Supplies    Co. 

Controllers  or  Parts. 
AlUs- Chalmers    Mfg.    Co. 
American  General  Eng'g  Co. 
Columbia  M.   W.   &  M.   I.   Co. 
Electric  Service  Supplies  Co. 
General    Electric    Co. 
Johns-Manville  Co.,  H.  W. 
Kerschner  Co.,  Inc.,  W.  R. 
Westinghouse  Elec.   &   M.    Co. 

Controlling   Systems. 
General   Electric   Co. 
Westinghouse  Elec.   &  M.   Co. 

Converters,    Rotary. 

Allis-Chalmers    Mfg.    Co. 
General   Electric  Co 
Western  Electric  Co. 
,     Westinghouse   Elec.   .t  M.   Co. 

iConveylng     and     Hoisting     Ma- 

'..        chlnery. 

i     American  Bridge  Co. 

;     Green   Eng'g  Co. 

Cord,     Bell,     Trolley,     Register, 

etc. 
.    Brill  Co.,    The  J.   G. 
,     Electric  Service  Supplpies  Co. 
•     Garton  Co.,  W.  R. 

Imperial  Rubber  Co. 
'      Long   Co.,    E.    G. 

Roebling's   Sons   Co.,   John   A. 
Samson    Cordage    Works. 

Cord    Connectors   and    Couplers. 
;     Electric    Service   Supplies   Co. 

Samson   Cordage  Works. 
;      Wood   Co.,   Chas.   N. 

■  Cotton  Duck. 

I      Boyle  &  Co.,  Inc.,  John. 

,  Couplers,  Car. 

Brill  Co.,   The  J.   G. 
Cincinnati   Car  Co. 
Long  Co.,   E.   G. 
Ohio  Brass  Co. 
Van  Dorn  Coupler  Co. 
Westinghouse  Traction   Brake 
Co. 

Cranes.     (See   also    Hoists.) 
Allis-Chalmers   Mfg.    Co. 
Nlles-Bement-Pond   Co. 
Thew  Automatic  Shovel  Co. 

Creosotlng.       (See     Wood     Pre- 
servatives.) 

Cross   Arms.     (See   Brackets.) 

Crossing    Foundations. 

International  Steel  Tie  Co. 

Crossing  Signals.     (See  Signals, 
Crossing. 

Crossings,  Track.       (See  Track, 
Special  Work.) 

Culverts. 

American  Rolling  Mill  Co. 

Atlas  Metal  Works. 

Bark  River  B.  &  Culvert  Co. 

California  Corr.  Culvert  Co. 

Canton  Culvert  &  Silo  Co. 

Coast  Culvert  &  Flume  Co. 

Corrugated  Culvert  Co. 
'     Delaware  Metal  Culvert  Co. 

Dixie  Culvert  &  Metal  Co. 

Hardesty  Mfg.  Co.,  R. 
I     Illinois  Corrugated  Metal  Co. 

Independence  Cor.  Culvert  Co. 
I;'    Iowa  Pure  Iron  Culvert  Co. 
■    Kentucky  Culvert  Co.   ' 
..  sLee-Arnett  Cd. 
i      iione  Star  Culvert  Co. 


Lyle  Corrugated  Culvert  Co. 
Michigan  Bridge  &  Pipe  Co. 
Montana  Culvert  Co. 
Nebraska  Culvert  &  Mfg.  Co. 
Nevada  Metal  Mfg.  Co. 
New  England  Metal  Cul.  Co. 
North  East  Metal  Cul.  Co. 
Northwestern  Sheet  &  I.  Wks. 
O'Neall  Co.,  W.  Q. 
Ohio  Corrugated  Culvert  Co. 
Pennsylvania  Metal  Cul.  Co. 
Road   Supply   &  Metal  Co. 
Sioux  Falls  Metal  Culvert  Co. 
Spencer,  J.   N. 
Spokane  Corr.   Cul.   Co. 
Tennessee  Metal  Culvert  Co. 
Utah   Corr.    Culvert   &   Flume 

Co. 
Virginia  Metal  &  Culvert  Co. 
Western   Metal   Mfg.    Co. 

,  Curtains   and    Curtain    Fixtures. 
1       Brill   Co..    The  J.   G. 

Curtain  Supply  Co. 

Electric    Service    Supplies    Co. 

Pantasote  Co..  The. 

Railway  Supply  &  Curtain  Co. 

St.  Louis  Car  Co. 

Cushions,    Field    Coll. 

Massachusetts    Chemical    Co. 
Walpole  Tire  &   Rubber  Co. 

Cutting  Processes. 

Prest-O-Lite  Co.,  Inc.,   The. 

Derailing   Devices. 

(See  also  Rerallers.) 
U.   S.  Metal  &  Mfg.  Co. 

Despatching  Systems. 
Northey-Simmen    Signal    Co., 

Ltd. 
Simmen  Auto.  Ry.  Slg.  Co. 

Western  Electric  Co. 

Detective  Service. 

I^rummond's  Detect.  Agency. 
Wlsch   Service,   P.   Edward. 

Disinfectants. 
Gardner  &   Co. 

Ooor   Operating    Devices. 
Electric    Service    Supplies    Co. 
Prepayment   Car   Sales   Co. 

Doors,  Asbestos. 

Johns-Manville    Co.,    H.    W. 

Doors  and   Door  Fixtures. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies   Co. 
Hale  &  Kilburn  Co. 

Doors,    Folding    Vestibule. 
Electric    Service    Supplies   Co. 
Prepayment  Car  Sales  Co. 

Doors,   Steel   Rolling. 
Kinnear  Mfg.  Co. 

Draft   Rigging.       (See   Couplers, 
Car.) 

Drills,    Track. 
American   Steel  &  Wire  Co. 
Electric   Service    Supplies    Co. 
Long  Co.,  E.  G. 
Ohio  Brass  Co. 

Dryers  and    Purifiers,   Oil.     (See 
Purifiers    and    Dryers,    Oil.) 

Dryers,   Sand. 
Zelnicker  Supply  Co.,  W.  A. 

Engineers,       Consulting,       Con- 
tracting  and   Operating. 
Archbold-Brady  Co. 
Arnold  Co. 
Bemis,  Anthony  J. 
Burch,  Edw.  P. 
Drum  &  Co.,   A.   L. 
Ford,  Bacon  &  Davis. 
Greims  Corporation,  H.   E. 
Gullck-Henderson   (jo. 
Herrick.    Albert   B. 
Hovey,  M.  H. 
Hunt  &  Co.,   Robert  W. 
Jackson.   D.   C.   &  Wm.   B. 
Kennard,  Ralph  B. 
Neller,  Rich  &  Co. 
Rlchey,   Albert   S. 
Roosevelt  &   Thompson. 
Sanderson   &  Porter. 
Sargent  &  Lundy: 
Scofleld   Engineering   Co. 
Schott  Co.,   W.  H. 
Stone  &   Webster   Eng.   Corp. 
White  Companies.  J.   G. 
Woodmansee  &  Davidson,  Inc. 

Engines,  Gas  and  Oil. 
Allis-Chalmers   Mfg.    Co. 
Westinghouse    Machine   Co. 


Engines,    Steam. 
Allis-Chalmers   Mfg.    Co. 
Westinghouse    Machine   Co. 

Fare    Boxes. 
American  General   Engrg.    Co. 
Brill  Co.,  The  J.  G. 
Cleveland   Fare   Box   Co. 
Dayton  Fare   Recorder  Co. 
International  Register  Co. 
Johnson  Fare  Box  Co. 

Fences,  Woven  Wire  and  Fence 
Posts. 
American  Steel  &  Wire  Co. 
Carbo  Steel  Pole  Co. 

Fencing    Wire. 
American   Steel  &  Wire  Co. 

Fenders   and    Wheel    Guards. 
Brill   Co.,   The  J.   G. 
Cincinnati    Car    Co. 
Cleveland  Fare  Box  Co. 
Consolidated    Car   Fender   Co. 
Eclipse  Railway  Supply  Co, 
Electric   Service    Supplies    Co. 
Parmenter  F.   &  W.  G.   Co. 
Star    Brass   Works. 
Western  Electric  Co. 

Fibre. 
American  Vul.    Fibre  Co. 
Diamond    State    Fibre    Co. 
Westinghouse  Elec.   &  M.   Co. 

Fibre  Tubing. 
Diamond  State  Fibre  Co. 
Fibre  Conduit  Co. 
Johns-Manville    Co.,    H.    W. 
Westinghouse  Elec.   &  M.   Co. 

Field  Colls.    (See  Colls.) 

Fire    Extinguishing    Apparatus. 

Electric  Operations  Co. 
Imperial   Rubber   Co. 
Johns-Manville   Co.,   H.    W. 
Pyrene   Mfg.    Co. 

Flre-proofing   Material. 
Johns-Manville   Co.,    H.    W. 

Fittings,  Malleable,  Cast  Iron  & 
Brass. 

National   Tube  Co. 

Flooring,   Composition. 
American  Mason  Safety  T.  Co. 
Johns-Manville    Cn..    H.    W. 
Western  Electric  Co. 

Forglngs. 
American  Bridge  Co. 
Standard  Motor  Truck  Co. 
Standard  Steel  W^orks  Co. 
Steel  Car  Forge  Co. 

Furnaces.     (See   Stokers.) 

Fuses  and   Fuse   Boxes. 
American    General    Eng'g    Co. 
Chicago  Fuse  Co. 
Columbia   M.   W.    &   M.   I.    Co. 
D   &    W    Fuse    Co. 
Daum  &  Co.,  A.  F. 
Economy  Fuse  Mfg.  Co. 
General   Electric  Co. 
Johns-Manville  Co.,   H.   W. 
Western  Electric  Co. 
Westinghouse  Elec    &  M.   Co. 

Fuses,    Reflllable. 
Columbia  M.  W.  &  M.  I.  Co. 

Daum  c&  Co.,  A.  F. 
Economy  Fuse  Mfg.  Co. 
Johns-Manville   Co.,    H.    W. 

Gaskets. 

Diamond   State   Fibre   Co. 
Imperial   Rubber  Co. 
Johns-Manville  Co.,  H.  W. 
Power   Specialty  Co. 

Gas   Producers. 
Westinghouse    Machine   Co 

Gates,   Car. 
Brill  Co.,  The  J.   G. 
Cincinnati    Car   Co. 
Jswett  Car  Co. 

Gauges,  Oil  and  Water. 
Ohio  Brass  Co. 

Gear  Blanks. 

Carnegie   Steel   Co. 
Diamond  State  Fibre  Co 
Standard  Steel  Wks.  Co. 

Gear    Cases. 
Columbia  M.   W.   &  M.  I.   Co. 
Electric    Service   Supplies    Co. 
Kerschner  Co.,  Inc.,  W.  R. 
Thaver  &  Co.,  Inc. 
Westinghouse  Elec.  &  M.  Co. 


Gears    and    Pinions. 

American    General    Eng'g    Co. 

Amer.     Vulcanized    Fibre    Co. 

Columbia  M.   W.   &  M.   I.   Co. 

Diamond    State    Fibre    Co. 

Electric   Service   Supplies  Co. 

Garton  Co.   W.   R. 

General   Electric   Co. 

Kerschner  Co.,  Inc.,  W.  R. 

Long  Co..  E.  G. 

Nuttall  Co.,  R.  D. 

Van   Dorn   &   Dutton   Co. 
Generators,   Alt. -Current. 

AUis-Chalmers    Mfg.    Co, 

General   Electric  Co. 

Western  Electric  Co. 

Westinghouse   Elec.   &  M.   Co 
Generators,    DIr.-Current. 

Allis-Chalmers    Mfg.    Co. 

General  Electric  Co. 

Western  Electric  Co. 

Westingliouse   Elec.    &  M.   Co. 

Gongs.     (See    Bells  and   Gongs.) 
Gongs,    Rotary    Foot. 

Reiter,  G.  C. 
Graphite. 

Dixon  Crucible  Co..  Jos. 

Morgan  Crucible  Co 
Grates,    Chain. 

Green  i-^ngrg.  Co. 
Greases.      (See    Lubricants.) 
Grinders  &  Grinding  Wheels. 

Indianapolis  Switch  &  Frog  Co. 
Grinders,    Portable,    Electric. 

Goldschmidt-Thermit   Co. 

Indianapolis  Switch  &  Frog  Co, 

Railway    Track-work    Co. 

U.  S.  Metal  &  Mfg.  Co. 

Western  Electric  Co. 
Guards,   Cattle. 

American  Bridge  Co. 

Guards,   Trolley. 

Electric    Service    Supplies    Co 
Ohio  Brass  Co. 

Harps,  Trolley. 

American   General   Engrg.    Co 

Anderson   M.   Co..    A.   &   J.  M. 

Bayonet   Trolley  Harp  Co. 

Electric    Service    Supplies   Co. 

Garton  Co.  W.  R. 

More-Jones  Brass  &  Metal  Co. 

Nuttall   Co.,   J.   D. 

Star  Brass  Works. 

Universal    Trolley    Wheel    Co 

Western  Electric  Co. 
Headlights. 

Electric   Service    Supplies   Co. 

Esteriine  Co. 

Garton  Co.,  W.  R. 

General   Electric   Co. 

Long  Co.,    E.   G. 

Ohio  Brass  Co. 

St.   Louis  Car  Co. 

Trolley  Sunnly  Co. 

Western  Electric  Co. 

Westinghouse  Elec.   &  M    Ccv. 
Headllnlngs. 

Pantasote  Co. 

U.  S.  Metal  &  Mfg.   Co. 
Heaters,    Car,    Electric. 

Johns-Manville   Co.,  H.   W. 

Heaters,  Car,   Hot  Air. 
Cooper    Heater    Co. 
Smith   Heater   Co.,   Peter. 

Heaters,  Car,   Hot  Water. 
Cooper   Heater   Co. 
Smith  Heater  Co.,  Peter 

Heaters,  Car,  Stove. 

Electric  Service  Supplies  Co 
Hoists  and   Lifts. 

Curtis  &  Co.,   Mfg.   Co. 

Duff    Manufacturing    Co. 

Ford  Chain  Block  &  Mfg.  Co. 

Nlles-Bement-Pond   Co. 

Van  Dorn  &  Dutton  Co. 
Hose  Bridges. 

Ohio  Brass  Co. 
Hose,   Pneumatic  and  Fire. 

Imperial    Rubber    Co. 

Johns-Manville  Co..  H.  W. 
Hydraulic   Machinery. 

AUis-Chalmers    Mfg.    Co 

Nlles-Bement-Pond   Co. 
Hydrog  rounds. 

Braoli  Supply  Co.,  L.  S. 
Impregnating     Apparatus.     (See 
Vacuum  Drying  Apparatus.) 
Inspection. 

Elecl.     Testing     Laboratorlee. 
Inc. 

Hunt   &   Co..   Robert   W. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


155 


The  selection  of 

PEERLESS  VENTILATORS 

for  the  great   steel   cars  of    the    MICHIGAN    RAILWAYS  COMPANY  after 
competitive  tests  AGAIN  PROVES  PEERLESS  MERIT. 

In  selecting  ventilators  for  cars  either  new  or  old,  Arch  roof  or  Monitor  type, 
send  for  PEERLESS  SPECIFICATIONS  AND  PRICES. 


AUTO  UTILITIES  MFG.  COMPANY 


Sole  Makers 
514-524  INSURANCE  EXCHANGE  BLDG., 


CHICAGO,  ILL. 


Car  Seat  Bumpers 

VARIOUS  SHAPES  AND  STYLES 

Also  Car  Sign  Stick  Rubbers.     Write  us  for  prices  and  particulars. 

ELASTIC  TIP  COMPANY 

370  Atlantic  Ave.,  Boston,  Mass. 


Write    for    Coal    and    Ashes    Handling 
Machinery  Bulletin  No.  32-A-24. 


Opportunity  with  a  Saving  for  You 

is  knocking  at  the  door  of  your  Power  Plant. 
Let  her  in — that  she  may  show  you 

The  JEFFREY  PIVOTED  BUCKET 
ELEVATOR-CONVEYER 

It  is  the  most  modern,  yet  simple  and  effective  conveyor  for  the  satis- 
factory handling  of  botli  Coal  and  Ashes,  now  on  the  market. 

That   it   has  actually  saved  others   "Both   expense   and   worry"   is  Its 
highest  recommendation. 


JEFFREY  MFG.  CO.,  924  North  Fourth  Street,  Columbus,  O. 


156 


(Instruments  to  Rubbing  Cloth) 


[March  20,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Instruments,  Measuring,  Testing 
and  Recording. 
Clark  Klectric  &  Mfg.  Co. 

Esterline  Co. 

General   Electric   Co. 

Johns-Mativille  Co..   H.   W. 

Western  Electric  Co. 

WestinghoUiie   J'-iec.   &  M.    Co 

Weston   Elec.    Instrument    Co 
Insulating     Cloths,     Paper     and 
Tape. 

American  Vul.   Fibre  Co. 

Anderson  M.  Co.,  A.   &  J.  M. 

Diamond    State   Fibre  Co. 

Garton  Co.,  W.  R. 

General   Electric  Co. 

Hope  Webbing   Co. 

Imperial    Rubber    Co. 

Johns-Manville  Co.,  H.   W. 

Massachusetts    Chemical    Co. 

Mica  Insulator  Co. 

Packard   Electric    Co. 

Sherwin-Williams  Co. 

Standard  Paint  Co. 

Walpole  Tire  &  Rubber  Co. 

Western  Electric  Co. 

Westinghuuse   Elec.    &  M.   Co. 
Insulation.     (See    also    Paints.) 

Anderson  M.    Co.,  A.   &   J.   M. 

Diamond   State  Fibre   Co. 

Electric    Service    Supplies    C«. 

Imperial  Rubber  Co. 

Garton   Co.,   W.    R. 

General  Electric  Co. 

Johns-Manville  Co.,  H.  W. 

Massachusetts    Chemical    Co. 

Sherwin-Williams  Co. 

Sterling  Varnish   Co. 

Walpole  Tire  &  Bnbber  Co. 

Western  Electric  Co. 

Westinghouse    Elf<.     .'{•    M     Co 
Insulators.     (See  also    Line   Ma- 
terial.) 

Anderson   M.    Co.     A.    /(■    J,    Jd. 

Clark  Electric  &  Mfi;.  Co. 

Drew  Elec.  &  Mfg.  Co. 

Electric  Railway  Equip.  Co. 

Electric    Service    Supplies   Co. 

Garton   Co.,   W.    R. 

General    Electric   Co. 

Hemingray  Glass  Co. 

Johns-Manville  Co.,   H.   W. 

Newark  Engineering  Mfg.   Co. 

Ohio  Brass  Co. 

Pittsburgh  High  Voltage  Insu- 
lator (^o. 

Western  Electric  Co. 

WostlnKhouse   F.lec.   &   M.   Co. 

White  Co..  T.  C. 
insurance,  Fire. 

Marsh  &  Mcl^ennan  Co. 

Jacks.    (See  also  Cranes,   Hoists 
and    Lifts.) 
American  General  Engrg.   Co. 
Brill  Co.,   The  J.   G. 
Buckeye  Jack  Mfg.  Co. 
Columbia  M.   W.   &   M.  I.   Co 
Duff   Manufacturing   Co 

Jack     Boxes.      (See    also     Tele- 
phones and   Parts.) 
Electric    Service    Supplies    Co. 

Joints,   Rail. 

Carnegie  Steel  Co. 

Falk  Co. 

Rail  Joint  Co. 

Zelnlcker   Supply  Co.,  W.  A. 

Journal    Boxes. 
Brill  Co.,   The  J.  G. 
Long  Co..  E.  G. 
Ratlwav    Roller  Bearing  Co. 
S  K  F  Ball  Bearing  Co. 

Junction    Boxes. 

Standard  I'ndergr'd  Cable  Co. 

Laboratories. 

Elecl.     Testing     Laboratories, 
Inc. 

Lamp   Guards    and    Fixtures. 
Anderson  M.   Co.,   A.    &  J.   M. 
Creaghead    Engineering    Co. 
Electric    Service    Supplies    Co. 
General   Electric   Co. 
Johns-Manvllle  Co.,  H.   W. 
Westinghouse  Elec.   &  M.   Co 

Lamps,    Arc    and    Incandescent. 
Anderson  Mfg.  Co.,  A.  &  J.  M. 
Esterline   Co. 
General    Electric   Po. 
Western  Electric  Co. 
Westinghouse  Elec.    &  M.   Co. 

Lamps,  Signal  and  Marker. 
Ohio   Brass   Co. 

Lathes,  Car  Wheel. 
Nlles-Bement-Pond  Co. 


Lifters,   Car  Step. 
Consolidated    Car    Fender    Co. 

Lightning    Protection. 
Anderson  M.   Co.,  A.   &  J.  M. 
Brach   Supply  Co.,   L.   S. 
Electric    Service    Supplies    Co. 
Garton  Co.,   W.   R. 
General   Electric  Co. 
Newark  Engineering  Mfg.   Co. 
Ohio   Brass   Co. 
Western  Electric  Co. 
Westinghouse   Elec.    &    M     Co 

Line  Material.  (See  also  Brack- 
ets,   Insulators,   Wires,   etc.) 

American    General    Eng'g    Co 

Amer.     Vulcanized     Fibre     C" 

Anderson   M.   Co.,    A.   &    .1     M 

Archbold-Brady    Co. 

Clark  Electric  &  Mfg.  Co. 

Diamond    State   Fibre    Co. 

Dossert  &  Co. 

Drew  Klec.  &  Mfg.  Co. 

Electrical  Engineers  Equip- 
ment Co. 

Electric   Railway  Equip.   Co. 

Electric    Service    Supplies    Co 

Garton  Co.,   W.  R. 

General    Electric   Co. 

Johns-Manville  Co.,  H.   W 

Newark   Engineering  Mfg.   Co. 

Ohio  Brass  Co. 

Pittsburgh  High  Voltage  In- 
sulator Co. 

Railway  Materials  Co. 

Western  Electric  Co. 

Westinghouse   Flee.   &   M.    Co. 

White   Co..    T.    C. 

Lock  Nuts  and  Washers.  (See 
Nuts  and    Bolts.) 

Lockers.  Steel. 
Durand   Steel   Locker  Co. 

Locomotives. 
Internal   Combustion    Locomo- 
tive Co. 

Locomotives,    Electric. 
Baldwin    Locomotive   Works. 
Brill  Co.,   The  J.    G. 
General   Electric  Co. 
Westinghouse   Elec.    &  M.    Co. 

Lubricants,    Oil    and    Grease. 

Dearborn  Chemical  Co. 

Dixon  Crucible  Co.,  Jos 

Galena   Signal   Oil   Co. 

Universal    Lubricating   Co. 
Lubrlcatinq    Engineers. 

Galena   Signal   Oil   Co. 

Lumber.  (See  Poles,  Ties,  Posts, 
etc.) 

Machine  Tools. 
Niles-Bement-Pond   Co. 

Mats. 
Imperial  Rubber  Co. 
.Johns-Manville  Co.,   H.   W. 
Massachusetts  Chemical  Co. 
Walpole   Tire  &  Rubber  Co 

Meters.      (See   instruments.) 

Mica. 

Long  Co..    K.    G 
Mica  Insulator  Co. 
Schoonmaker,   A.   O. 

Mirrors  for  Motormen. 
Drew   Elec.   &  Mfg.  Co. 

Mntor  Leads, 
Dossert  &  Co. 

Motormen's    Seats. 
Electric    Service    Supplies    Co 
Wood    Co..    Chas.    N 

Motors,  Electric. 
AlUs-Chalmers  Mfg.  Co 
General   Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &   M    Co. 

Nuts  and   Bolts. 
AlUs-Chalmers  Mfg.   Co. 
American  Lock  Nut  Co. 
Barbour-Stockwell  Co. 
Long  Co.,  E.  G. 
Standard  Motor  Truck  Co. 
tJ.   S.   Metal  &  Mfg.  Co. 

Oils.     (See   Lubricants.) 

Oils,    Paints. 

Sterling   Varnish   Co. 

Oscillators,    Signal. 
Protective    Signal    Mfg.    Co 

Overhead  Equipment.  (See  Line 
Material.) 


Oxy-Acetylene   Apparatus. 

Imperial  Hi  ass  Mfg.  C^o. 
Ozonators. 

General    Electric    Co. 

^Vestinghuuse   Elec.   &  M.   Co. 
Packing. 

Diamond  State  Fibre  Co. 

Electric    Service    Supplies    Co. 

Garton  Co.,  W.  R. 

Imperial   Rubber  Co. 

Johns-Manville   Co.,   H.   W. 

Post   &  Co..  E.   L. 

Power   Specialty    Co 
Paints    and    Varnishes.      (Insul- 
ating.) 

General    Electric   Co. 

imperial    Rubber   Co. 

Johns-Manville  Co.,   H.   Tf. 

Long   Co.,    E.    G. 

Massachusetts  Chemical  Co. 

Mica  Insulator  Co. 

Pacl<ard  Electric  Co. 

Slierwin-Williams  Co. 

Standard  Paint  Co. 

Sterling   Varnish    Co. 

Walpole  Tire  &  Rubber  Co. 

Paints    and    Varnishes,        (Pre- 
servative.) 
Dixon    Crucible    Co..    Jos. 
Johns-Manville  Co.,   H.   W. 
Long  Co.,   E.   G. 
Massachusetts  Chemical  Co. 
Sherwin-Williams  Co. 
Standard   Paint  Co. 
Sterling  Varnish  Co. 
Walpole   Tire   &    Rubber  Co. 

Paints  and  Varnishes  for  Wood- 
work. 
Massachusetts  Chemical  Co. 
Sherwin-^^'ilIiams  Co. 
Valentine  &   Company. 
Walpole  Tire  *  Rubber  Co. 


Park  Amusements. 

Este  Co.,  The  J.  D. 

Paving  Brick,  Fuller  &  Stretcher. 

Xelsonville   Brick   Co. 

Paving    Material. 

American    B.   S     &  Fdy.  Co. 
Barrett    Mfg.    Co. 
International  Creo.  &  Con.  Co. 
Nelsonville   Brick   Co. 
U.    S.    Metal   &    Mfg.    Co. 

Paving  Pitch. 
Barrett   Mfg.   Co. 

Pickups.     (Trolley    Wire.) 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 

Pinion    Pullers. 
American   General   Engrg.   Co. 
Columbia  M.   W.   &  M.   I.    Co. 
General    Electric   Co. 
Wood    Co..    Chas.    N. 

Pinions.     (See   Gears.) 

Pins,    Wood    and    Iron. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 

Pipe. 

National    Tube    Co 

Pipe    Fittings. 

National  Tube  Co. 

Power   Specialty   Co. 

Standard  Steel  Works  Co. 
Pole  Sleeves. 

Drew  Elec.  &  Mfg.  Co. 
Poles,    Metal   Street. 

American    Bridge    Co. 

Carbo  Steel  Pole  Co. 

Creaghead    Epineerlne    Co 

Diamond  Steel  Poie  Co 

Electric  Railway  Etjuiiim't  C). 

Garton  Co.,  W.  R. 

National   Tube  Co. 

U.   S.  Metal  &  Mfg.  Co. 

Poles,    Ties,    Posts,    Piling    and  \ 
Lumber. 

Garton    Co..    W.    R.  i 

International  Creo.  &  Coti    Co 

Llndsley   Bros     Co, 

Naugle   Pole  S-   Tie  Co. 

Page    &   Hill    Co. 

Valentine-Clark  Co. 

Western  Electric  Co. 
Poles   and   Ties,   Treated. 

International  Creo.  &  Con.  Co. 

Llndsley   Bros.    Co. 

Page    *    Hill    Co. 

Valentine-Clark  Co. 

Western  Electric  Co. 
Poles.  Trolley. 
I       Andcr.oon    M.   Co..   A.    fr    J     M 


Bajonet  Trolley  Harp  Co. 
Columbia   M.    VV.   &   M.    i.    Co. 
Electric    Service    Supplies    Co 
Garton  Co.,  W.  R. 
Long  Co.,  E.  G. 
National  Tube  Co. 
Nnttall  Co.,  R.  D. 
Preservatives.     (See   Wood    Pre- 
servatives.) 

Presses,    Transfer    Printl.ng. 

^leisel  Press  Mfg.  Co. 
Pressure    Regulators. 

General  Electric  Co. 

Ohio  Brass  Co. 
Pumps. 

Allis-Chalmers  Mfg.   Co 
Punches,  Ticket. 

Bonney-Vehslage  Tool  Co. 

International  Register  Co. 

McGill  Ticket  Punch  Co. 

Wood    Co.,   C.    N. 

Woodman  Mfg.  &  Supply  Co. 
Rail    Grinders.      (See    Grinders.) 
Rail    Welding.     (See    Brazing    & 
Welding    Processes.) 

Rails,  Nevii. 
Cambria  Steel  Co. 

Ralls,    Relaying. 
Zelnlcker    Supply    Co.,    W.    A. 

Rattan. 

Brill  Co.,   The  J.   G. 
Electric    Service    Supplies    Co 
Hale   &    Kilburn    Co. 
Jeweft   Car    Co. 
St.   Louis  Car  Co. 

Registers   and    Fittings. 
Brill    Co..    The    J.    G. 
Cincinnati   Car   Co. 
Dayton   Fare   Recorder  Co. 
Electric    Service    Supplies    Co. 
International  Register  Co. 
I       Long  Co.,   E.   G. 

New  Haven  Trolley  Supply  Co. 
Rooke  Automatic  Register  Cv. 

Reinforcing   Concrete. 
American   Steel  &  Wire  Co 

Relays. 

Protective   Signal  Mfg.    Co 

{  Repair    Shop    Appliances.      (Sec 
<  also  Coll  Banding  and  Wind 

I  Ing    Machines.) 

American    General    Eng'g    Co 
I       Columbia   M.    W.    &    M.    I     Co 

Electric    Service    Supplies    Co 

Repair   Work.      (See   also   Colls. 
Armature   and   Fleld.^ 
Cleveland   Armature   Works. 
Coil  Mfg.  &  Repair  Co. 
Columbia   M.    W.   &    M.    I.    Co 
Electric  Operations  Co. 
General    Electric   Co. 
Westinghouse  Elec.   &   M.    Co 

Replacers,  Car. 
Columbia   M.   W.    /i    M.    1     Co 
Electric    Service    Supplies    Co. 
U.   S.  Metal  &  Mfg.   Co. 


Rerailers. 
Sargent  Co. 

Resistance,   Grid. 
Ellcon  Co. 

Resistance,    Wire   and    Tube. 
<;eneral    Electric   Co. 
Western  Electric  Co. 
Westingliouse  Klec.  &  Mfg.  Co. 

Resuscitating   Devices. 
Draeger  Oxygen   App.    Co. 

Retrievers.  Trolley.     (See  Catch, 
ers  and   Retrievers,  Trolley.) 

Rheostats. 
Ellcon  Co. 

General    Electric  Co. 
Mica  Insulator  Co. 

Roofing,    Building. 
.Tohns-Manville    Co..     M      W 
Standard  Paint  Co. 

Roofing,   Car. 
Boyle  &  Co.,  Inc.,  John. 
Pantasote  Co. 
Johns-Manville   Co.,    H.   W. 

Rubber  Specialties. 
Imperial  Rubber  Co. 
Massachusetts  Chemical  Co 
Walpole  Tire  &    Rubber  Co. 

Rubbing  Cloth. 
Boyle  &  Co.,  Inc.,  John. 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


157 


In  the  Emergency  When  Brakes 

Must  Not  Fail 


The  Reason 


You  can  count  on  the 

S-W-B 

Automatic  Shim  Slack    Adjuster 


Under  all  weather  conditions  and 
all  loads,  the  S.  W.  B.  Slack  Ad- 
juster will  look  after  slack  and 
brake  shoes,  and  will  insure  a  uni- 
form piston  travel. 

I.oss  to  equipment  and  risks  of  the 
road  as  a  result  of  poorly  adjust- 
ed brakes  cease  to  be  a  factor. 
Flat  wheels  no  longer  appear,  the 
mileage  of  brake  shoes  comes  up. 
and  serviceability  and  economy  of 
the  car  operated  with  S.  W.  B. 
Slack  Adjusters  are  assured. 

We  are  ready  to  discuss  the  matter 
further   with  you. 


The  Sauvage-Ward  Brake  Co. 

WHITEHALL  BLDG.,  NEW  YORK 

Agents  for  North  and  South  Carolina,  Virginia  and  Georgia — J.  B.  N.  Cardoza  Co.,  Citizens  Bank  Bldg..  Norfolk,  Va. 


158 


(Sand  Blasts  to  Woodworking  Machinery) 


[MARCH  20,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Sand    Blasts. 
Curtis  &  Co.  Mfg.  Co. 

Sanders,  Track. 

Brill  Co.,   The  J.   G. 
Cleveland  Fare  Box  Co. 
Electric   Service    Supplies    Co 
Jewett   Car   Co. 
Ohio   Brass  Co. 
St.  Louis  Car  Co. 

Sash   Fixtures,   Car. 
Brill  Co  ,  The  J.  G. 

Sash,   Metal,   Car   Window. 
Hale  &  Kilburn  Co. 

Sash  Operators. 
Drouv6  Co.,  The  G. 

Seats,    Car. 
Brill  Co.,  The  J.  G. 
Hale  &  Kilburn  Co. 
.Tewett  Car  Co. 
St.  Louis  Car  Co. 

Seating      Material.       (See      also 
Rattan.) 
Brill  Co.,  The  J.  G 
Jewett  Car  Co. 
Pantasote  Co. 

Second  Hand  Equlpmant 

(See  pages   149,   150,   151.) 

Shade   Rollers. 

Hartshorn  Co.,   Stewart. 

Shades,  Vestibule. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies   Co 

Shelving,  Steel. 

Durand   Steel  Locker  Co. 

Shovels,   Power. 

AUls-Chalmers  Mfg.   Co. 
Thew  Automatic  Shovel  Co. 

Signals,  Highway  Crossing. 

Brach  Supply  Co.,  L.  S. 
Electric    Service    Supplies    Co. 
Hoeschen  Mfg.  Co. 
Nachod  Signal  Co.,  Inc. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Ohio  Signal  Co. 
Protective  Signal  Mfg.  Co. 
Simmen  Auto.  Ry.  Sig.  Co. 
U.    S.   Electric   Signal   Co. 

Signal   Systems,    Block. 
Federal    Signal    Co. 
Nachod  Signal  Co.,  Inc. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Simmen  Auto  Ry.  Sig.  Co. 
Street  Railway  Signal  Co. 
Union  Switch  &  Signal  Co. 
U.   S.   Electric  Signal  Co. 
Western  Electric  Co. 
Wood  Co.,  Chas.   N. 

Signs,  Car  and  Track. 

Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Supplies  Co. 
Western    Electric    Co. 

Skylights. 

National  Ventilating  Co 

Skylights,  Steel   Puttyless. 
Drouvfe  Co.,  The  G. 

Slack  Adjusters.  (See  Brake  Ad- 
justers). 

Sleet  Wheels  and  Cutters. 
American    General    Eng'g   Co. 
Anderson  M.   Co.,  A.   &  J.  M. 
Bayonet  Trolley   Harp  Co. 
Bonney-Vehslage  Tool  Co. 
Drew  Elec.  &  Mfg.  Co. 
Garton   Co.,  W.   R. 
Nuttall  Co.,  R.  D. 

Smoke  Jackets. 

Auto  Utilities  Mfg.   Co. 

Snow-Plows,    Sweepers    and 
Brooms. 
Brill   Co.,   The  J.   G. 
Columbia  M.  W.  &  M.  I.  Co. 
Consolidated  Car  Fender  Co. 

Soaps. 
Sherwin-Williams  Co. 

Solder  and  Solder  Flux. 
Westinghouse  Elec.  &  Mfg.  Co. 


Speed   Indicators. 

Johns-Manville  Co.,   H.    \V. 

Wood   Co.,  C.    N. 

Woodman  Mfg.  &  Supply  Co. 
Splicing    Compounds. 

American  General  Eng'g  Co. 

Imperial  Rubber  Co. 

Johns-Manville  Co.,  H.   W. 

Massachusetts  Chemical  Co. 

Walpole  Tire  &  Rubber  Co. 

Westinghouse  Elec.  &  Mfg.  Co. 
Splicing    Sleeves.      (See   Clamps 

and    Connectors.) 
Springs. 

American  Steel  &  Wire  Cn. 

Brill  Co.,   The  J.   G. 

Niles  Car  &  Mfg.  Co. 

Standard  Steel  Works  Co 

T.iylor  Electric  Truck  Co. 

Union    Spring    &    Mfg.    Co 
Sprinklers,    Track    and     Road. 

Brill   Co..   The  J.   G. 

St.    Louis   Car  Co. 
Staunchions  &   Barriers,    Enam- 
eled. 

EUcon   Co. 

Steps,  Car. 

American  Mason  S.  T.   C" 

Universal    Safety    Tread   Co. 
Stokers,  Mechanical. 

Babcock  &  Wilcox  Co. 

Green  Eng'g  Co. 

Murphy  Iron  Works. 

Westinghouse  Machine   Co 
Storage    Batteries.       (See    Bat- 

terles_,    Storage.) 
Straps.   Car,   Sanitary. 

Railway    Improvement    Co. 
Strike  Breakers. 

l^rummond's  Detect.  Agency. 
Structural  Iron.  (See  Bridges.) 
Superheaters. 

Babcock  &  Wilcox  Co 

Power  Specialty  Co. 
Sweepers,    Snow.       (See    Snow- 
Plows,  Sweepers  and  Brooms.) 
Switchboard   Mats. 

Imperial   Rubber  Co. 

Indianapolis   S.   &   Frog.   Co. 

Massachusetts  Chemical  Co. 

Walpole  Tire  &  Rubber  Co. 

Western  Electric  Co. 
Switches,  Automatic. 

Railway  Materials  Co. 

U.   S.   Electric  Signal  Co. 

Western  Electric  Co. 
Switches,    Track.       (See    Track, 

Special  Work.) 
Switches    and    Switchboards. 

Aliis-Chalmers  Mfg.   Co. 

Anderson  M.   Co..  A.   &  J.   M. 

Cutter  Electrical  &  Mfg.  Co. 

Electrical     Engineers     Equip- 
ment Co. 

Electric   Service    .Supplies   Co. 

General  Electric  Co 

Western  Electric  Co. 

Westinghouse  Elec.  &  M.  Co. 
Switchstands. 

Indianapolis  Switch  &  Frog  Co. 

Kilby  Frog  &  Switch   Co 

Ramapo  Iron  Works. 

Weir  Frog  Co. 
Tapes  &  Cloth.     (See  Insulating 

Cloths,  Paper  and  Tape.) 
Telephones   and   Parts. 

Electric    Service    Supplies    Co. 

Western  Electric  Co. 

Terminals,  Cable. 

Standard  Ilndergr'd  Cable  Co. 

Testing,     Commercial  &     Elec- 
trical. 
Electrical      Testing  Labora- 
tories, Inc.  -\)., 

Testing,    Electrical. 

Hunt  &  Co.,   Robert   W. 

Testing  Instruments.  (See  In- 
struments, Electrical,  Measur- 
ing,  Testing.) 

Thermostats. 
Railway  Utility   Co. 


Tie  Plates. 

v;aiiitpr-ia  Steel  Co. 

Steel  CxT  Forge  Co. 
Ties,  Steel. 

Internalional   Steel   Tie   Co. 
Ties  &  Tie   Rods,  Steel. 

American  Bridge  Co. 

Barbour-Stockwell  Co. 

Carnegie   Steel  Co. 
Ties,    Wood.       (See    Poles,    Ties, 

etc.) 
Tools,  Track  and  Miscellaneous. 

American  General  Eng'g  Co. 

American  Steel  &  Wire  Co. 

Columbia  M.  W.  &  M.  I.  Co. 

Electric    Service    Supplies    Co. 

Johns-Manville   Co.,   H.    W. 

Klein  &  Sons.  M. 

Prest-O-Lite   Co.,  Inc.,   The. 

Railway   Track -work   Co 
Tower    Wagons   &    Automobiles. 

General    Vehicle  Co. 

McCardell   &   Co.,  J.   R. 
Towers   &   Transmission    Struc- 
tures. 

.American   Bt-idge  Co. 

Archbold-Brady   Co. 

Westinghouse  Elec.   &  M.   Co. 
Track,  Special  Work. 

American   Frog  &    Switch   Co. 

Barbour-Stockwell    Co. 

Cincinnati  Frog  &  Switch  Co 

Columbia  M.   W.   &  M.   I.   Co. 

Falk  Co.,  The. 

Indianapolis  Switch  &  Frog  Co. 

Kennedy-Stroh    Corporation. 

Kilby   Frog   &   Switch   Co. 

New  York  S.  &  Cross.  Co 

Ramapo   Iron  Works  Co. 

St.    Louis   Steel  Fdry.   Co. 

Weir  Frog   Co. 
Transfers.      (See  Tickets.) 
Transfer  Tables. 

Americiin  Bridge  Co. 

Archbold-Brady   Co. 
Transformers. 

Allis-Chalmers  Mfg.  Co. 

General  Electric  Co. 

Packard  Electric  Co. 

Westinghouse  Elec.    &   M.   Co. 
Treads,       Safety,       Stair,       Car 
Step. 

American  Mason  Safety  T.  Co. 

Garton  Co.,  W.  R. 

Imperial  Rubber  Co. 

Universal  Safety  Tread  Co. 
Trolley  Bases. 

Andejjson   M.    Co.,   A.   &  J.    M. 

Electric    Service    Supplies   Co. 

General   Electric   Co. 

Nuttall  Co.,   R.  D. 

Ohio  Brass  Co. 

Trolley  Supply  Co. 

Wasson  Engrg.   &   Supply  Co. 
Trolleys  and  Trolley  Systems. 

Curtis  &  Co.,  Mfg.  Co. 
Trucks,  Car. 

Baldwin  Locomotive  Works. 

Brill  Co.,  The  J.  G. 

Cincinnati  Car  Co. 

Long  Co..  E.  G. 

Niles  Car  &  Mfg.  Co. 

St.  Louis  Car  Co. 

Standard  Motor  Truck  Co. 

Taylor  Electric  Truck  Co. 
Tubing,  Steel. 

National  Tube  Co. 
Turbines,  Steam. 

Allis-Chalmers  Mfg.   Co 

General   Electric   Co. 

Westinghouse  Miachine  Co. 
Turbines,  Water. 

Allis-Chalmers  Mfg.  Co. 
Union  Couplings. 

National  Tube  Co. 
Vacuum  Drying  and  Impregnat- 
ing Apparatus. 

Allis-Chalmers  Mfg.   Co. 
Valves. 

National  Tube  Co. 

Ohio   Brass   Co. 
Varnishes.       (See    Paints,    etc.) 
Ventilators,  Building. 

Drouvfi  Co.,  The  G. 

National  Ventilating  Co. 


Ventilators,  Car. 

Auto   Utilities    Mfg.    Co. 

Brill  Co.,   The  J.  G. 

Cincinnati   Car  Co. 

Glolje  Ventilator  Co. 

Railway  Utility  Co. 

Smith  Heater  Co.,  Peter 

St.  Louis  Car  Co. 
Vestibules,   Portable. 

Brill  Co.,  The  J.  G. 
Volt  Meter.      (See   Instruments.) 
Washers. 

Diamond  State  Fibre  Co. 

Graphite  Lubricating  Co. 
Waste. 

Royal  Mfg.   Co. 
Waste   Boxes. 

Garton  Co.,  W.  R 
Weed  Killer. 

Commercial  Chemical  Co. 
Welders,    Portable,    Electric. 

Indianapohs  Switch  &  Frog  Co. 
Welding  &  Cutting  Apparatus. 

Imperial  Brass  Mfg.  Co. 
Welding  Processes. 

Davis-Bournonville    Co. 

Electric  Ry.   Improvement  Co 

Falk  Co. 

Goldschmidt-Th'ermit  Co. 

Imperial  Brass  Mfg.  Co. 

Indianapolis  Switch  &  Frog  Co. 

Oxweld  Acetylene  Co, 

Prest-O-Lite  Co..  Inc.,  The. 
Wheel      Guards.       (See      Fender 
and  Wheel  Guards.) 

Wheels,  Car,  Cast  Iron. 

Assn.  of  Mfgrs.  of  Chilled  Car 
Wheels. 

Griffln  Wheel  Co. 

Long  Co.,  E.  G. 
Wheels,    Car    (Steel    and    Steel 
Tired). 

Standard  Steel  Works  Co 
Wheels,  Trolley. 

American    General    Eng'g    Co. 

Anderson  M.   Co.,  A.   &  J.  M. 

Bayonet  Trolley  Harp  Co. 

Columbia  M.   W.   &   M.   I.   Co. 

Electric  Service  Supplies  Co 

Garton   Co.,   W.   R. 

General  Electric  Co. 

Graphite    Lubricating    Co. 

Johns-Manville  Co.,   H.   W. 

Long  Co.,   E.   G. 

More-Jones,  B.  &  M.  Co. 

New  Haven  Trolley  Supply  Co. 

Nuttall  Co.,  R.  D. 

Star  Brass  Works. 

Universal  Trolley  Wheel  Co. 

Whistles,  Air. 
General   Electric  Co. 
Ohio  Brass  Co. 

Winding  Machines.  (See  Coll 
Banding  and  Winding  Ma- 
chines.) 

Window  Operating  Devices. 
(See  Sash  Operating  Appa- 
ratus.) 

Wire  Rope. 
American  Steel  &  Wire  Co. 

Wires  and  Cables. 
Aluminum    Co.    of    America. 
American  Steel  &  Wire  Co. 
Bridgeport  Brass  Co. 
D  &  W  Fuse  Co. 
Garton  Co..  W.  R. 
General   Electric  Co.     - 
Packard  Electric  Co. 
Roebling's   Sons  Co.,   John   A. 
Standard  Ilndergr'd  Cable  Co. 
Westinghouse  Elec.   &  M.  Co. 

Wood    Preservatives. 
Barrett  Mfg.  Co. 
International  Creo.  &  Con.  Co. 
Lindsley    Brothers    Co. 
Northeastern  Co..   The. 
Sherwin-Williams   Co. 
Valentine-Clark   Co. 

Woodworking    Machinery. 
Allis-Chalmers  Mfg.   Co. 


HARTSHORNS  SPECIAL  CAR 'ROLLER! 


\n%t.   K'ttii  the  world  over,  ' 


STEWART  HARTSHORN  CO.,  omc.  and  FKiory:  E.  Newark,  N.^ 
NtW  YORK:   38J  Lil«»«tt«  81.         CHICIIOO;   338-344  Wabiih  «ve.  " 


] 


March  20,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


159 


YOU 


ajra  cordially 

INVITED 
^INSPECT 


our 


NEW 

CENTRAL 

PLANT 

V 

CANDIER 
BIHLDINC 

220  W:  4.2  nd.  St. 
NEW    YORK    CITY 


^WH 


CAR^ 

ADVERTISING 

ALMOST 
EVERYWHERE 


160 


ELECTRIC     RAILWAY     JOURNAL 


[March  20,  1915 


ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 


NOTICE  TO  ADVERTISERS: 


PrlnlinK'  l»eKin«  on  Tnes<lay  of  each  wwk. 

ChaiiK*'N  of  copy  received  up  to  10  A.  M.  Monday  will  ap- 
pear In  the  issue  of  the  following  weelt.  but  no  proofs  can  be  sub- 
mitted   for   OK    before    puhlientldu. 

Nev»'    Advert iMemeiitu    (not   changes   of   copy)    received    up 


to   We<lnesdny    noon   can   appear   In   the   issue   of   that   week,    but   no 
proofs  can   be  shown. 

If  proofs  before  printing  are  required,  change  of  copy 
and  copy  for  new  advertisements  must  be  in  our  hands  10  days  in 
advance   of   tlie   date  of   publication. 


A 

Pages 

Allis-Chalmers    Mfg.    Co 71 

Aluminum    Co.    of    America 16 

Amer.  Brake  Shoe  &  Fdry.  Co..  145 

American  Bridge  Co 61 

American  Car  Co 163 

American  Frog  &  Switch  Co....  139 

American  General   Kng'g  Co 147 

American  Lock-Nut  Co 131 

American  Mason  S.  T.   Co 98 

American  Rolling    Mill   Co 27 

American  Steel   &   Wire   Co.  ...24-25 
American  Vulcanized  Fibre  Co..  142 

Anderson   I'rake  Adj.   Co 145 

Anderson  Mfg.  Co.,  A.  &  J.  M..   40 

Archbold-Brady    Co 136 

Archer  &  Baldwin 151 

Arnold    Co.,   The ^ 60 

Association    of    Mfrs.    of    Chilled 

Iron  Car  Wheels 104 

Atlas  Metal  Works 27 

Auto  Utilities  Mfg.  Co 155 


B 

Babcock  \-   Wilcox   Co 140 

Baldwin  Locomotive  Works,  The.lll 

Barbour-Stockwell   Co 138 

Bark  River  Bridge  &  Culv.  Co..   27 

Barrett    Mfg.    Co 136 

Bayonet  Trolley   Harp  Co 102 

Bemis,  Anthony  J 64 

Bonney-Vehslage  Tool  Co ..124 

Boyle  &  Co.,  Inc.,  John 95 

Brach   Supply   Co.,   L.   S 137 

Bridgeport    Brass    Co 19 

Brill  Co.,  The  J.  G 163 

Buckeye  Jack  Mfg.  Co 146 

Burch,  Edw.  .P 61 

Byllesby  &  Co.,  11.  M 60 


California  Corn  Culv.  Co 27 

Cambria   Steel    Co 123 

Cameron  Electrical  Mfg.  Co 76 

Canton  Culvert  &  Silo  Co 139 

Carbo  Steel  Post  Co 119 

Carnegie  Steel  Co 121 

Chicago  Fuse  Mfg.  Co 143 

Cincinnati  Car  Co 112 

Cincinnati  Frog  &  Switch  Co.  .  .  .138 
Clark  Electric  &  Mfg.  Co.,  The.  .137 

Cleveland  Armature  Works 151 

Cleveland  Fare  Box  Co 1 42 

Cieveland  Frog  &  Crossing  Co. -.338 

Coast  Culvert  &  Flume  Co 27 

Coil   Mfg.   &  Repair  Co 141 

Collier,  Inc.,  Barron  G 159 

Columbia  M.  W.  &  M.  I.  Co 78 

Commercial  Chemical  Co 70 

Consolidated  Car  Fender  Co 99 

Cooper  Heater  Co.,  The 144 

Corrugated  Culvert  Co 27 

Curtain   Supply   Co.,  The 91 

Curtis  &  Co.  Mfg.  Co 139 

Cutter  Co 138 


I)  &  W  Fuse  Co 141 

Daum  Co.,  A.  F 129 

Davis-Bournonville  Co 75 

Dayton  Fare  Recorder  Co 87 

Dearborn  Chemical  Co 140 

Delaware  Metal  Culvert  Co 27 

Diamond  State  I'ibre  Co 1.42 

Diamond  Steel  Pole  Co 18 

Dixie  Culvert  &  Metal  Co 27 

Dixon   Crucible  Co.,  Josei)h 141 

Dossert  &  Co 124 

Draeger  Oxygen  Apparatus  Co...   37 

Drew  Elec.  &  Mfg.  Co 83 

Drouve  Co.,  G 77 

Drum  &  Co.,  A.   L 61 

Drummond's  Detective  Agency.  . .  61 
Duff  Manufacturing  Co.,  The.  .  .  .105 
Durand  Steel  Locker  Co 84 


Eclipse   Railway  Supply   Co 133 

Economy  Fuse  &  Mfg.  Co 143 

Edison  Storage  Battery  Co 134 

Elastic  Tip  Co 155 


Pages 

Electric  Equipment  Co 151 

Electric  Operations   Co 81 

Electric  Railway   Equipment  Co..  119 

Electric  Railway  Imp.   Co 32 

Electric   Railway    Journal 3,   8 

Electric   Service  Supplies  Co 29 

Electric  Storage  Battery  Co 116 

Electrical  Engineers   Equip.  Co.. 138 
Elec'l  Testing  Laboratories,  Inc.  .   60 

Ellcon  Co.,  The 12,   13 

Este  Co.,  The  T.  D U 

Esterline  Co.,  Yhe 100 

Etter,  Chas.  F 143 


Falk  Co 34 

Federal  Electrical  Mfg.  Co 141 

Federal  Signal  Co 138 

Fibre  Conduit  Co 122 

Ford,  Bacon  &  Davis 60 

Ford  Chain  Block  &  Mfg.  Co 146 

"For    Sale"    Ads ..149,   150,  151 


Galena  Signal  Oil  Co.  .  .Front  Cover 

Gardner   &    Co 142 

Garton  Co.,  W.  R 136 

General  Electric  Co., 

41,  42,  Back  Cover 

General  \"ehicle  Co.,  Inc 68,  69 

Globe  Ventilator  Co 144 

Goldschmidt  Thermit  Co 31 

Graphite   Lubricating  Co 101 

Green  Eng'g  Co 140 

Gremis  Corporation,   H.    F 60 

Griffin  Wheel  Co 130 

Gulick-Henderson    Co 61 


H 

Hale   &    Kill)urn    Co 133 

Halsey  &   Co.,  X.   W^ 60 

Hardesty  Mfg.  Co.,  R 27 

Hartshorn  Co.,   Stewart 1 58 

"Help  Wanted"  Ads 151 

Hemingray   Glass  Co 118 

Herrick,  Albert  B 60 

Hoeschen    Mfg.    Co 131 

Hope  Webbing  Co 1 26 

Hovey,   M.   H 60 

Hunt  &  Co.,  Robert   W 60 


Illinois  Corrugated  Metal  Co....    27 

Imperial   Brass  Mfg.  Co 139 

Imnerial    Rubber   Co 153 

Inaependence   Corr.   Culv.   Co.  .  .   27 
Indianapolis   Switch   &   Frog  Co., 

64,  65 
Internal    Combustion    Locomotive 

Co 114 

International  Creo.  &  Con.  Co.  ..136 
International  Register  Co^,  The..    86 

International  Steel  Tie  Co 26 

Iowa  Pure  Iron  Culv.  Co 27 


Tackson,  D.  C.  &  Wm.  B. 60 

Jamison  Rail  Bond  &  Elec'l  Sup- 
ply Co.,  The 38 

Teandron,  W.  J 109 

Jeffrey  Mfg.  Co 155 

Jewett   Car  Co 135 

Johns-Manville   Co.,  H.    W 15 

Tohnson,  Chas.   F 151 

Johnson  Fare  Box  Co 88,  89 


Kennard,  Ralph  B 61 

Kennedy-Stroh  Corporation 33 

Kentucky  Culvert   Co 27 

Kerschner  Co.,   Inc.,   W.    R 150 

Kilby  Frog  &  Switch  Co 139 

Kinnear  Mfg.   Co 62 

Klein  &  Sons,  M 136 

Kublman  C"ar  Co.,  G.  C 163 


L 

Pages 

Le  Carbone  Co 109 

Lee-Arnett   Co 27 

Lindsley  Bros.  Co 136 

Lone  Star  Culvert  Co 27 

Long  Co.,  E.   G 146 

Lyle  Corrugated  Culv.  Co 27 


M 

McCardell  &  Co..   I.  M 137 

McGiU  Ticket  Punch  Co 143 

McGraw-Hill    Book    Co 72,73 

McGuire-Cummings   Mfg.   Co.  . .  .113 

McQuay-Norris  Mfg.   Co 126 

MacGovern  &  Co.,  Inc 149 

Marsh  &   McLennan 136 

Massachusetts    Cliemical    Co 80 

Meisel  Press  Mfg.  Co 82 

Mica  Insulator  Co 132 

Michigan  Bridge  &  Pipe  Co 27 

Montana  Culvert   Co 27 

More-Jones  I'.rass  &  Metal  Co... 103 

Morgan  Crucible  Co 153 

Murphy   Iron  Works 140 


N 

Nachod  Signal  Co.,  Inc 22 

National   Brake   Co 39 

National  Tube  Co 136 

National  Ventilating  Co 142 

Naugle  Pole  &  Tie  Co 118 

Nebraska  Culvert  &  Mfg.  Co 27 

Neiler,  Rich  &  Co 62 

Nelsonville  Brick  Co.,  The 36 

Nevada  Metal  Mfg.   Co 27 

Newark  Engrg.  Mfg.  Co 136 

New  England  Metal  Culv.  Co....  27 
New  Haven  Trolley  Supply  Co..  125 
New  York  Switch  &  Crossing  Co. 123 

Niles-Bement-Pond  Co 141 

Niles  Car  &  Mfg.  Co 117 

Northeastern   Co.,  The 136 

North  East  Metal  Culv.  Co 27 

Northey-Simmen  Signal  Co.,  Ltd.  23 
North  West  Sheet  &  I.  W^orks.  .  27 
Nungesscr  Carbon  &  Battery  Co. 108 
Nuttall  Co.,  R.  D 128.  129 


Ohio  Brass  Co 9 

Ohio  Corr.  Culv,  Co 27 

O'Neall  Co.,  W.  Q 27 

Oxweld  Acetylene  Co 74 


Packard  Electric  Co 66 

Page  &  Hill  Co 136 

Pantasote  Co 94 

Parmenter  F.   &  W.  G.,  Co 144 

Paxson  Co.,  J.  W 122 

Pennsylvania  Metal  Culv.  Co.  ..  .    27 
Pittsburgh     High     Voltage     Insu- 
lator  Co 14 

"Positions  Wanted"  Ads 151 

Post  &  Co.,  E.  L 125 

Power    Specialty   Co 140 

Prepayment  Car  Sales  Co 7 

Prest-O-Lite  Co.,  Inc.,  The 67 

Protective  Signal  Mfg.  Co 20 

Publisher's    Page    8 

Pyrene    Mfg.    Co 85 


Rail    Joint    Co 30 

Railway   Improvement   Co 92,  93 

Railway  Materials  Co. 17 

Railway  &  Power  Equipment  Co. 151 

Railway  Roller  Bearing  Co 110 

Railway  Supply  &  Curtain  Co...  142 

Railway  Track-work  Co 35 

Railway  Utility   Co 96 

Ramapo   Iron   Works 121 

Reiter,  G.   C 142 

Richey.  Albert  S 60 

Road  Supply  &  Metal  Co 27 

Roebling*s  Sons  Co.,  John  A 136 

Roller-Smith  Co 120 

Rookc  Automatic  Register  Co.  ...   90 


Roosevelt  &  Thompson. 
Royal  Mfg.   Co 


Pages 
...61 
...127 


S  K  F  Ball  Bearing  Co 135 

St.  Louis  Car  Co 162 

St.   Louis  Steel  Fdry 139 

Samson  Cordage  Works 1 53 

Sanderson   &    Porter 60 

Sargent  Co 132 

Sargent  &  Lundy 62 

Sauvage-Ward   Brake  Co.,  Inc.. .157 

Schoonmaker  Co.,  A.  0 141 

Scofield  Engineering   61 

Searchlight  Section   151 

Second-Hand  Equip 151 

Sherwin-W^illiams  Co.,  The 140 

Simmen   Automatic    Railway    Sig- 
nal Co 23 

Sioux  Fails  Metal  Culv.  Co 27 

Smith  Heatcv  Co.,  Peter 144 

Southern  Car  Co 97 

Spencer,  J.  N ■ 27 

Spokane  Corr.   Culv.  &  Tank  Co.    27 

Standard    Motor   Truck   Co 127 

Standard  Paint  Co.,  The 79 

Standard  Steel  Works  Co 130 

Standard  Underground  Cable  Co.l37 

Star   Brass  Works 144 

Steel  Car  Forge  ('o 28 

Stephenson  Co.,  John 163 

Sterling   Varnish  Co 141 

Stone  vS;   Webster   Eng'g  Corp.  .  .    60 
Street  Railway  Signal  Co. 


.138 


Taylor   Klec.   Truck  Co ....115 

Tennessee   Metal  Shovel  Co 27 

Thayer  &■   Co.,   Inc 107 

Tliew  Automatic   Shovel  Co 63 

Titanium   Alloy   Mfg.   Co 161 

Trolley    Supply    Co ,- 144 

Tubular  Woven  Fabric  Co M5 


U 

Union  Spring  ii   Mfg.  Co 144 

Union  Switch   &  Signal  Co S9 

U.    S.   Electric   Signal   Co 21 

U.  S.  Metal  &  M?^.  Co 138 

Universal    Lubricating   Co.,   The.  146 

Universal  Safety  Tread  Co 153 

Universal  Trollev   Wheel  Co....  145 
Utah  Corr.  Culv.'  &  Flume  Co...   27 


Valenliue   &    Co ' 148 

Valentiue-C  Inrke    Co.,    The 136 

Van  Dorn  Coupler  Co 128 

Van  Dorn  S:  Dutton  Co 106 

Virginia  Metal  &  Culvert  Co....    27 


W 

Walpole  Tire  &   Rubber  Co 80 

"Want"    Ads    151 

Wason    Mfg.    Co 163 

Wasson  Eng'g  &  Supply  Co 144 

Weir    Frog   Co 139 

Western    Electric    Co 120 

Western   Metal   Mfg.   Co 27 

Westinghouse  Elec.  &  Mfg.  Co..      2 

Westinghouse    Lamp    Co 4,  5 

Westinghouse  Traction  Brake  Co.     6 

Weston   Elec.   Instrument  Co 153 

White  Companies,  The  J.  G 60 

White  Comi>any,  The  T.  C 137 

Wisch  Service,  The  P.  Edw 61 

Wood   Co.,   Chas.    N 40 

Woodman  Mfg.  &  Supply  Co.,  R.142 
Woodmansee   &    Davidson,    Inc.,   60 


Zelnicker  Supply   Co..  Walter  A. 151 


\ 


/ 


LECTRIC  RAILWAY 


tlume  45 
imber  13 
arch  27,   1915 


JOURNAL 


McGraw 

Publishing 

Co.,  Inc. 


Electric  Weld  Rail  Bonds 


are  made  in  the  correct  shapes  to  give  the  longest  life  against 
vibration.     The  terminals  are  actually  welded  to  the  rails  and 
cannot  come  loose  or  corrode.     They  cost  less  and  last  longer. 
Write  for  our  new  catalogue. 

Xli«»   F.I*»rt**Jr    RailiA/Av  Tinr»irf»v#amf»nf  Cn. 


X 


ELECTRIC    RAILWAY    JOURNAL  [March  27,  1915 


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HAND  OPERATED       W  INI 
EAVY  DUTY  I  IGl 

IGH  EFFICIENCY       |     ^ 


INE  VOLTAGE 
IGHT  WEIGHT 

OW  MAINTENANCE 


Unit  Switch  Control 

will  insure  maximum  reliability  and 
economy  of  operation  on  your  road. 

Do  you  know  that — 

over  ten  percent  of  all  the  electric 
railway  properties  in  the  United  States' 
are  already  using  H  L  control,  and 
nearly  half-a-hundred  new  ones  are 
adopting  it  every  year? 

If  you  are  not  among  the  ten  percent 
your  control  equipment  is  not  what 
it  should  be.  Get  in  step  with  the 
fifty  new  H  L  roads  this  year. 

Modernize  and  Economize 


Westinghouse  Electric  &  Manufacturing  Co. 

East  Pittsburgh,   Pa. 

Atlanta,    G«.  Charleston,   W.   Va.       Dayton,   Ohio  ^—~^      Kansas  City,  Mo.  New   Orleans,    La.  St.    Loula,   Mo. 

Baltimore,    Md.  Charlotte.    N.    C.  Denver,   Colo.  /ia«\    I'OiilsvlIle.    Ky.  New  York,   N.   Y.  Salt  Lake  Clly.  Utah 

BlrmlnKham,    Ala.    Chicago,    111.  Detroit,    Mich.  /    IJU    )   Los  Angeles,  Cal.  Omaha,    Neb.  San  Ftanilseo.  Cal. 

Bluefleld,    W.    Va.    Cincinnati,   Ohio  'El   Paso,   Tex.         I      WW         Memphis,   Tenn.  Plillndelphla,    Pa  Seattle,    Wash. 

Boston,    Masa.  Cleveland.    Ohio  "Houston,    Tex.         \(""ii~«™y    Milwaukee,   Wis.  Plttsburit,    Pa.  Syracuse.    N.    Y. 

Buffalo,   N.   Y.  Columbus,   Ohio  Indianapolis,    Ind.     '^^ -yf    Minneapolis,    Minn.  Portland.    Ore.  Ti.ledo.   Ohio 

Butte,    Mont.  'Dallas,  Tex.  Joplln,  Mo.  ^— ^  Uochester,   .N.   Y.  Washington,    D.   C. 


*W.  E.  &  M.  Co.  of  Texaa. 


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Electric  Railway  JfUrnal 


New  York,  March  27,  1915 


Volume  XLV    No.  13 


Contents 


Pages  611  to  656 


The  New  York  Municipal  Car — the  Lighting  614 

W.  G.  Gove  and  L.  C.  Porter  describe  the  many  light- 
ing combinations  which  were  tried  in  a  full-size  tem- 
plate car,  resulting  in  the  choice  of  fifteen  56-watt  bowl 
frosted  tungsten  lamps  along  the  car  center  line,  beside 
emergency  lamps. 

Electric  Railway  Journal,  March  27,  1915.  10  cols.     111. 

Report  on  Motor  Vehicles  619 

Committee  on  operation  of  motor  vehicles  presents  re- 
port on  "jitney"  bus  situation.    Statement  for  the  press. 
Cost  analysis  by  bureau  of  fare  research. 
Electric  Railway  Journal,  March  27,  1915.       lO^^  cols.    111. 


Electrical  Night  at  N.  Y.  R.  R.  Club 


624 


The  recent  progress  in   steam   railroad  electrifications 
was  described  before  the  New  York  Railroad  Club.  Dis- 
cussions on  other  subjects  by  many  speakers. 
Electric  Railway  Journal,  March  27,  1915.  2%  cols. 

Meeting  of  Illinois  Electric  Railways  Associa- 
tion 626 

Economies  in  power  consumption,  feeder-tap  protection 
and  care  of  commutators,  and  one-man  cars  were  the 
topics  of  discussion  at  this  meeting,  which  was  held  at 
the  New  Morrison  Hotel  in  Chicago  on  March  19. 
Electric  Railway  Journal,  March  27,   1915.  5^4   cols. 

A.  R.  E.  A.  Convention  Proceedings  629 

An  account  is  given  of  the  action  taken  by  this  associa- 
tion on  the  various  committee  reports  at  its  meeting  in 
Chicago  on  March  16-18. 

Electric  Railway  Journal,  March  27,  1915.  2  cols. 

American  Association  News  630 

Committee  meetings  held  this  week  included  account- 
ants' educational,  engineering  lightning  protection,  T.  & 
T.  training  of  transportation  employees.  Transporta- 
tion committees  active  also. 

Electric  Railway  Journal.  March  27,  1915.  3  cols. 


New  England  Street  Railway  Banquet        631 

There  was  a  large  attendance  at  the  annual  meeting  of 
the  New  England   Street  Railway  Club  in   Boston  on 
Thursday.     New  officers  elected. 
Electric  Railway  Journal,  March  27,  1915.  3V4  cols. 


Equipment  and  Its  Maintenance 


635 


Thrust-Plate  for  Worn  Car  Axles — By  "Vulcan," 
A .  M.  I.  C.  E.,  A.  M.  I.  E.  E.  Equipment  Defects— Con- 
troller Blow-out  Coils — II — By  C.  W.  Squier,  E.E. 
Motor  Cars  Supplant  Horses  in  Vienna  for  Drayage — 
By  Ludwig  Spdngler.  Points  on  the  Installation  and 
Removal  of  Pinions — I — By  R.  H.  Parsons.  Headlight 
Test  at  St.  Louis.  Tests  of  a  500-hp  Diesel  Engine  at 
Auburn,  N.  Y.  Transformer  Blower  of  40,000  Cu.  Ft. 
Capacity  per  Minute.  Improved  Change  Carrier.  Auto- 
Bus  for  Houston. 
Electric  Railway  Journal,  March  27,  1915.         12  cols.     111. 


Editorials  611 

Storm  Plays  Havoc  on  Kansas  Pole  Lines  625 

Brooms  and  Street  Cars  625 

Gear  and  Pinion  Operation  628 

Communication — Meters  and  Men  633 

Sixty-Cycle   Rotary    Converter    in    Series   in    1500- Volt 

Service  633 

Ammunition  in  the  "Jitney"  War  634 

News  of  Electric  Railways  641 

Financial  and  Corporate  644 

Traffic  and  Transportation  648 

Personal  Mention  652 

Construction  News  653 

Manufactures  and  Supplies  656 


James  H.  McGraw,  President.  A.  E.  Clifford,  Secretary.        J.  T.  De  Mott,  Treasurer.         H.  W.  Blake,  Editor. 

McGraw  Publishing  Company,  Inc. 


Chicago,  1570  Old  Colony  Bldg. 
Cleveland,  Leader-News  Bldg. 
Philadelphia,  Real  Estate  Trust  Bldg. 


239  West  39th  St.,  New  York  City 


San  Francisco,  502  Rlalto  Bldg. 

Denver,  Boston  Bldg. 

London,  10  Norfolk  St.,  Strand. 


United  States,  Mexico,  Cuba,  Porto  Rico,  Hawaii,  or  the  Philippines,  $3  per  year;  Canada,  $4.50  ;  elsewhere,  $6.     Single  copy,  10c. 

Copyright,  1915,  by  McGraw  Publishing  Company,  Inc.     Published  Weekly.     Entered  at  N.  T.  Post  Office  as  Second-Class  Mail. 

No  back  volumes  for  more  than  one  year,  and  no  back  copies  for  more  than  three  months. 

Circulation  of  this  issue  8000  copies. 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


^a 


The  most  progres- 
sive power  plants  in 
all  parts  of  the  world 
contain  Westingho\ise 
equipment. 


March  27,  1915]  ELECTRIC     RAILWAY     JOURNAL 

nr  — 

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INERTIA 

(What  It  Means  in  Railroad  Engineering) 


INERTIA  IS  THE  TENDENCY  OF  A  BODY  AT  REST  TO 
REMAIN  AT  REST;  OR  OF  A  BODY  IN  MOTION  TO 
CONTINUE  IN  MOTION. 

THE  INERTIA  OF  ANY  MOVING  TRAIN  CAN  BE  INDI- 
CATED IN  TERMS  OF  ENERGY,  WHICH  IS  EQUAL  TO 
ONE-HALF  THE  MASS  MULTIPLIED  BY  THE  SQUARE 
OF  THE  VELOCITY,  AND  USUALLY  EXPRESSED  IN 
FOOT  POUNDS. 

IF  A  MODERN  SIX  CAR  PASSENGER  TRAIN  WEIGHS 
1,500,000  POUNDS  AND  ATTAINS  A  SPEED  OF  60  MILES 
PER  HOUR,  IT  HAS  ACCUMULATED  OVER  ONE  HUN- 
DRED AND  EIGHTY  MILLION  FOOT  POUNDS  OF  EN- 
ERGY TENDING  TO  KEEP  THAT  TRAIN  IN  MOTION. 

INERTIA  IS  WHAT  THE  AIR  BRAKE  IS  UP  AGAINST. 
THE  CONTROL  OF  INERTIA  OR  THE  ENERGY  OF  MOV- 
ING TRAINS  WAS  A  MAN'S  JOB  IN  1870,  WHEN  AIR 
BRAKES  WERE  FIRST  APPLIED.  TODAY— 45  YEARS 
LATER— THIS  PROBLEM— WITH  TRANSPORTATION  IT- 
SELF—HAS GROWN  TO  GIANT  PROPORTIONS. 

WHAT  IS  THE  ANSWER? 

MODERN  BRAKES  CONTROL  MODERN  TRAINS  MORE 
PERFECTLY  AND  WITH  GREATER  SAFETY  AND  ECON- 
OMY THAN  EVER  BEFORE  IN  THE  HISTORY  OF  THE 
ART. 

IF  NECESSITY  IS  THE  MOTHER  OF  INVENTION, 
THEN  INERTIA  IS  THE  FATHER  OF  THE  AIR  BRAKE. 


Suggested  by  the 

Westing  house  Traction  Brake   Company 

Works:  Wilmerding,   Pennsylvania 

PITTSBURGH:  Westinghouse  Building  NEW  YORK:  City  Investing  Building 

CHICAGO:  Railway  Exchange  Building  ST.  LOUIS:  Security  Building 


aDDDDDDDDnDnDDDDnDDDnDaDDDiiiDDDnDDDDDnnnnnnnnnnnnnn 


6 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


PUBLISHER'S  PAGE 


How  to  get  more  efficiency  out 
of^every  copy  your  road  receives 


Is  every  copy  of  the  Journal,  subscribed  for 
by  your  road,  circulated  among  all  the  men 
who  ought  to  read  it  ? 

Make  the  Most  of  It 

and  use  some  method  like  that  of  the  Pitts- 
burg Railways  Co.  to  increase  the  knowl- 
edge of  your  men  for  the  benefit  of  the 
individual  and  of  the  company. 

We  shall  be  glad  to  hear  from  other 
roads  as  to  methods  they  employ  to  secure 
maximum  circulation  for  every  copy  of  the 
Journal  which  they  receive. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


Chicago,  Milwaukee 
&  St.  Paul  Railway 

Using  large  quantities  of 
O-B  materials  on  its  new 
electrification. 


O-B  Catenary  Hangers. 


Approximately  100,000  have  been  or- 
dered for  use  on  their  catenary  lines. 


O-B  Type  X  Insulators 

Will  be  used  in  connection  with  the 
catenary  construction.  About  66,000 
have  been  ordered. 

O-B  Suspension  Insulators 

Are  to  be  used  on  the  transmission 
lines.  The  number  ordered  is  approxi- 
mately 75,000. 


O-B  Insulator  Hardware 

O-B  Suspension  Clamps  and  Strain 
Clamps,  about  12,000  have  been  or- 
dered for  use  with  Suspension  Insu- 
lators. 

In  addition  to  the  above  other  catenary  materials  and 
many  thousands  of  pin  type  porcelain  insulators. 

Quality  was  a  prime  consideration  in  selecting  the  mater- 
ials for  this  important  steam  road  electrification. 


The  Ohio  Brass  Co.,  Mansfield,  Ohio 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


KILLS  WEEDS 


ONE  APPLICATION  OF  TRACKOLINE 
MADE  EARLY  IN  THE  SPRING  WILL 
DESTROY  EVERY  VESTIGE  OF 
WEED  GROWTH;  QUICKLY,  POSI- 
TIVELY, COMPLETELY.  NOTHING 
WILL  BE  LEFT  FROM  WHICH  THE 
PLANT  CAN  GROW  AGAIN  THIS 
SEASON. 

THE  COST  OF  TRACKOLINE  TREAT- 
MENT IS  LESS  THAN  THAT  OF  ANY 
OTHER  METHOD  OF  WEEDING  PER 
MILE  PER  YEAR. 

TRACKOLINE  WILL  GIVE  YOU 
CLEANER  TRACK  THAN  YOU  HAVE 
EVER  HAD  FOR  LESS  MONEY  THAN 
YOU  HAVE  EVER  SPENT  FOR  WEED- 
ING. 

WRITE  FOR  PARTICULARS 


CHEMICAL 


11733  Grand 
NEW 


Central  Terminal 
CITY 


Maech  27,  1915]  ELECTRIC     RAILWAY     JOURNAL 


**Securities  which  have  been  issued  in  accord- 
ance with  the  law  as  it  has  been  interpreted  in 
the  past  should  be  valid  obligations  on  w^hich 
an  electric  railway  is  entitled  to  a  fair  return." 


— From  Code  of  Principles 
Adopted  by  A.  E.  R.  A. 


The  problem  of  securing  a  fair  return  is  success- 
fully solved  only  by  careful  management. 

One  of  the  elements  of  success  in  management  is 
the  choice  of  equipment  which  reduces  costs  or 
increases  revenue. 

Either  of  these  factors  is  a  good  basis  for  buying. 

In  the  case  of  rolling  stock,  the  indaistry  is  fortu- 
nate in  having  available  cars  of  a  type  which  both 
reduce  cost  and  increase  revenue.    The 


Prepayment  Car 


is  unique  in  this  respect  and  we  feel  that  in  de- 
veloping this  car  and  in  constantly  improving  it 
we  have  fully  earned  the  right  to  charge  a  very 
small  percentage  of  the  increased  returns  made 
possible  by  our  work. 


PREPAYMENT  CAR  SALES  COMPANY 


10 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


c^KEYSTONEXp 


Why  Not  Get  Full  Efficiency 
From  Your  Equipment? 


Isn't  good  service  just  what  you 
want  from  your  strains?  You  can't 
help  getting  it  from 

Keystone  Porcelain 
Strains 

simply   because   service   depends   en- 
tirely on  the  quality  of  porcelain  used. 

We  found  only  one  grade  of  porce- 
lain in  the  whole  country  good  enough 
for  this  strain  insulator.  That  grade 
goes  into  every  one  made. 

It  is  hard  and  tough.  Has  great  re- 
sistance to  both  compression  and 
shear.  Has  great  electrical  resistance. 
The  strains  are  given  a  heavy  brown 
glaze  and  are  designed  with  protected 
end  coverings  through  which  the  guy 
wires  pass,  thus  making  it  impossible 
for  them  ever  to  come  into  contact 
with  each  other. 

Made  in  2%,  3,  3^  and  5>^-inch 
lengths. 


And  for  catching  your  flying  trol- 
leys and  protecting  your  overhead, 
here's  what  you'll  get  from 

Keystone  Trolley 
Catchers 

Positive  action;  sensitiveness,  no  re- 
bounding; simplicity,  strength;  guar- 
antee. 

See  how  sensitiveness  and  positive 
action  are  secured  by  the  centrifugal 
pawls,  the  manner  in  which  they  are 
hung  and  the  manner  in  which  they 
engage  with  the  stops.  See  how  great 
the  rebound  would  have  to  be  to  un- 
lock the  catcher  and  allow  the  pole 
to  climb. 

See  the  strength  of  the  Keystone; 
how  very  few  parts  it  has — only  16; 
see  why  it  is  durable  and  practically 
fool-proof. 

Then  remember  that  every  Key- 
stone is  sold  vmder  a  two  years'  guar- 
antee. 


IVhy  not  get  full  efficiency  from  your  equipment?  The  use  of  these  specialties  will  mean  much 
towards  that  end.    Don't  you  think  it  would  be  well  to  ask  us  for  samples  and  quotations  ? 

Ijlix:tric  S]pR^Ttt:E>  SuppI/Ies  Ca 

Manufacturer  of  Railway  Material  and  Electrical  Supplies 


PHILADELPHIA 
17th  and  Cambria  Su. 


NEW   YORK 
Hudson  Terminal 


CHICAGO 
417  So.  Dearborn  St. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


11 


Everyone  Fears 
a  Cannon 


Too  much  destruction  of  life  and  property  charged 
up  against  it. 

And  for  the  same  reason  can  you  blame  the  public 
for  not  showing  any  marked  degree  of  regard  for  a 
road  which  persists  in  the  same  kind  of  work  as  the 
cannon? 

United  States  Electric  Signals  make  operation  safe 
— give  your  road  a  talking  point. 

And  what  is  to  the  point,  they  save  their  cost  in  more 
economical  operation. 

We  are  talking  of  United  States  Electric  Signals. 

We  have  a  selling  plan  whereby  you  can  purchase 
U.  S.  Electric  Signals  on  a  new  basis. 

Write  us  about  it. 


United  States  Electric 
Signal  Co. 

West  Newton,  Mass. 


Foreign  Representatives: 

Quilliam  Brothers,  Clegg  Court, 
Chapel  Street,  Salford,  England 


392 


12  ELECTRIC     RAILWAY     JOURNAL  [March  27,  1915 

This  emblem  stands  for  fifty  years  of  recognized  busi- 
ness stability,  for  an  organization  that  covers  the  coun- 
try with  its  branches  and  service  stations;  and,  above 
all,  for  assurance  of  responsibility.  Every  J-M  product 
is  made  not  merely  to  sell,  but  to  give  service.  To  assure  __ 
the  permanent  satisfaction  of  every  J-M  customer  and 
COVERS^^IbH^aA  ^°  insure  Full  Service  of  every  J-M  product,  this  com- 

THE  CONTINEf^vl:!         pany  pledges  the  w^hole  measure  of  J-M  responsibility. 


OHNS- 
ANVIUE 

SERVICE 


Whether  you  are  debating  as  to  what  type  of 
Conduit  to  use,  or  what  Fibre  Conduit  to  use  we 
can  positively  recommend  J-M  Fibre  Conduit 
as  a  wise  choice^ 

Made  of  specially-treated  fibre,  impregnated  w^ith  a  moisture-proof  and  pre- 
servative compound.  Gases,  acids  or  other  corrosive  elements  have  no  effect  on  it. 
Water,  gas  and  even  stray  currents  cannot  reach  the  cables  protected  by  this 
conduit. 

J-M  Fibre  Conduit  is  so  light  that  it  saves  about  80  per  cent,  in  freight  and 
cartage  bills.  As  it  is  factory  aligned,  unskilled  men  lay  it  quickly  and  easily, 
and  do  not  have  to  use  cement  and  burlap  at  the  joints. 

Owing  to  its  remarkable  strength,  there  is  practically  no  breakage  either  in 
shipment  or  in  handling.  J-M  Fibre  Conduit  has  a  smooth  interior  and  there  is 
no  possibility  of  a  cable  sheath  being  cut. 

Write  our  nearest  branch  today  for  booklet. 

This  is  the  Factory  Test  on  all  "Noark"  Subway  Boxes 

WHILE   IMMERSED   IN   WATER  EACH   BOX  IS  SUBJECTED  TO  AN  INTERNAL 

AIR   PRESSURE   OF    15   LBS.    PER   SQ.   INCH. 

Before  shipment  every  "Noark"  Subway  box  must  successfully  pass  this  test  —  the  severest 

ordeal  to  which  cast  iron  can  be  subjected. 

You  will  note  that  not  only  is  the  box  water  -  tight  from  the  outside,  but  is  also  air  -  tight 

from  the  inside. 

Doesn't  this  argue  well  for  its  manhole  efficiency;   for  protection  of  your   feeders,   subfeeders 

and  other  cables — against  seepage  and  subterranean  gases? 

When  you  install  "Noark"   Subway  Boxes  you  are  using  a  box  with  a  big  factor  of  safety — 

a  box  that  is  electrically  and  mechanically  perfect,  from  the  nuts  that  hold  down  the  cover  to 

the  slate  base  on  which  the  copper  is  mounted. 

The  copper  in  "Noark"  Subway  Boxes  is  ample  and  well  assembled.    All  contacts  are  carefully 

ground.     The  line  is  complete,  embracing  every  network  and  distribution  condition. 

Write  for  Catalog. 

H.   W.   JOHNS-MANVILLE    COMPANY 

Manufacturers    of   Service.    Subwav   and    Transformer  Boxes;  Fuses;  Line  Material;  Insulating  Ma- 
terials; Fibre  Conduit;  Fireproof  Wood;  Friction  Tapes;  Dry  Batteries;  Lighting  Systems,  etc. 

Akron  Boston  Columbus  Duluth  Kansas  City 

Albany  Buffalo  Dallas  Galveston  Los  Angeles 

Atlanta  Chicago  Dayton  Houghton  Louisville 

Baltimore  Cincinnati  Denver  Houston  Memphis 

Birmingham  Cleveland  Detroit  Indianapolis  Milwaukee 

THE  CANADIAN  H.  W.  JOHNS-MANVILLE  CO.,  LTD.,  Toronto,  Wimiipeg,  Montreal,  Vancouver  2S82^04o 


Minneapolis 

Philadelphia 

St.  Paul 

Toledo 

Nevi'ark,  N.  J. 

Pittsburg 

Salt  Lake  City 

Washington 
Wllkes-Barre 

New  Orleans 

Portland,  Ore. 

San   Francisco 

New  York 

Rochester 

Seattle 

Youngstown 

Omaha 

St.  Louis 

Syracuse 

March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


13 


This 

Harp 


has  proved  itself 
superior  to  any 
other  type  in  use 
today 


Because 

— It  provide*  a  better  form  of  contact. 

— It  eliminates  arcing  caused  by  loose 
axle-pins. 

' — It  affords  a  rigid  bearing  for  the  wheel 
at  all  times. 

— It  reduces  chances  of  dewiring. 

— It  saves  the  wheel  from   shock. 

— It  enables  pins  or  wheels  to  be  changed 
quickly. 

— It  requires  no  inspection  when  once 
properly   set. 

— It  gives  longer  service  itself  and  con- 
tributes to  long  service  in  both 
Mrheels  and  overhead. 

You  will  secure  every  one  of  these  advantages 
by  using  the 

This  harp  enables  the  current  to  be  taken  from 
the  wheel  right  through  the  bearing — the  best 
and  most  current  saving  way.  By  means  of  the 
patented  gripping  device,  peculiar  to  the  "V-K" 
design,  the  axle-pin  is  held  and  locked  securely 
in  the  socket.  A  turn  of  a  nut  loosens  the  pin 
and  permits  easy  removal  when  pin  or  wheel 
have  to  be  changed.  The  contact  springs  of 
this  harp  not  only  serve  to  improve  conductivity, 
but  are  designed  to  act  as  cushions  also,  pre- 
venting shock  and  dewirement  of  the  wheel.  The 
tension  of  these  springs  is  never  destroyed  by 
heat. 

A  condition  of  economy  and  efficiency  never 
before  possible  is  obtained  by  the  use  of  the 
"V-K"  NON-ARCING  HARP  with  the 

V-K  Oilless  Trolley  Wheel 

The  wheel  that  is  absolutely  self-lubricating 
and  requires  no  attention  after  installation — of 
the  highest  conductivity  and  productive  of  the 
least  wear  upon  overhead  construction.  Made  of 
relatively  soft  tough  metal,  cast  and  finished  by 
a  special  process  which  ensures  proper  balance 
and  eliminates  arcing. 

You  can  prove  the  superiority  of  these  "V-K" 
designs  by  any  service  test.  We  invite  your 
investigation,  correspondence,  inquiries. 

Send  for  our  new  illustrated  Catalog 
now  on  the  press.  It  contains  full  infor- 
mation on  sizes,  styles,  etc.,  covering  our 
whole  line  of  wheels  and  harps. 

More- Jones  Brass  &  Metal  Co. 

St.  Louis,  Missouri 
Manufacturers  of 
Trolley    Wheels    and    Harps,    Contact    Springs,    Motor 
Axle    Bearings,    Armature    Bearings,    Truck    Journal 
Bearings,  Air  Compressor  Bearings,  Armature  Babbitt 
Metal,    and    similar    products. 


14 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


Showing  damaged  part 
before     weldluK 


Same  part  after  weld- 
Ins 


^Al-^ 

-,    -^ 

t3 

\«   ^^^^^^^^^K 

"^^^^^H 
^^^^^H 

^^^^^^^^^^^^^^^^^^^^^^^^HHI^^^^^^^^^b'-       .  -jd^^^^H 

\    1 

Repaired   cross    head   euide   barrel   In   service. 

Oxy  -  Acetylene  Welding 

proves  value  in  shop  repairs 

Here's  just  one  instance  where  the  saving  paid  for  the  necessary 
welding  equipment  many  times  over.  These  savings  are  possible  in 
your  shop. 

The  cross-head  guide  on  the  high  pressure  side  of  a  1200  H.  P. 
Cross  Compound  Corliss  in  a  large  electric  railway  power  plant, 
cracked  in  two  places. 

The  part  is  heavy  metal  2}/^  inches  thick  in  thinnest  portion.  Re- 
placement would  be  very  costly,  calling  for  large  outlay  for  new  part 
and  expensive  delay  waiting  for  its  arrival. 

By  oxy-acetylene  welding  this  repair  was  made  "on  the  spot."  The 
cross  head  guide  barrel  is  good  as  new.  In  the  shortest  possible  time 
this  power  equipment  was  put  back  into  service. 

In  your  power  plant,  you  can  use  oxy-acetylene  welding  to  enor- 
mous profit — in  your  repair  shop  you  can  effect  repairs  possible  in 
no  other  way. 

And  the  same  outfit  can  be  used  for  oxy-acetylene  welded  rail 
bonding. 

This  shows  the  all-around  utility  of  good  welding  equipment  in 
your  plant.  The  cost  is  low.  We  furnish  a  thoroughly  high  grade 
welding  apparatus  for  $60.00.  not  including  acetylene  cylinders,  which 
are  extra  and  are  furnished  under  a  liberal  service  plan.  Truck  and 
special  equipment  for  cutting  operations  at  extra  cost. 

If  you  are  now  using  Acetylene  for  ANY  purpose  investigate  the 
increased  efficiency,  simplicity  and  utility  made  possible  by 

PREST-0-LITE 

Dissolved  Acetylene 
(Ready-made  carbide  gas) 


Knd       view       showing 
fracture    Itefore    repair 


Same    part    after  weld- 
Ins 


Prest-O-Lite  Acetylene  Service  furnishes  the  highest  grade  of  Dissolved  Acetylene  in  portable 
cylinders,  used  as  conveniently  as  you  use  cylinders  of  oxygen.  Saves  the  large  initial  outlay  and 
heavy  depreciation,  trouble  and  inconvenience  o  f  making  crude  Acetylene  in  carbide  generators. 
Besides,  Prest-O-Lite  Dissolved  Acetylene  is  perfectly  dried,  cleaned  and  purified — makes  better 
weld*  and  is  cheaper  to  use. 

Send   for   literature   showing  the   possibilities   of  oxy- 
acetylene  welding  and  cutting  in  Electric  railway  work. 

The  PREST-O-LITE  CO.,  Inc.,  805  Speedway,  Indianapolis,  Ind. 

The   World's   Largest   Makers  of  Dissolved  Acetylene. 
53  direct  factory  branches  and  charging  plants  in  principal  industrial  centers 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


15 


(( 


It  is  a  great  relief  to 
discard  my  large  rail- 
way data  filing  system. 
I  find  it  contained  be- 
tween the  covers  of  Mr. 
Richey's  handbook/' 

So  writes  a  well  known  electric  railway  engineer. 

And  all  of  this  remarkable 
collection  of  data  is  con- 
tained in  a  book  that  fits 
the  pocket. 

There  are  the  contents  of 
five  or  six  ordinary  engineer- 
ing treatises  in  this  pocket 
volume.  The  type  is  legible, 
the  illustrations  largeenough 
to  be  useful,  and  yet  the 
whole  is  condensed  to  a  hand- 
some, flexible  leather  volume. 

The  book  takes  the  place  of  an  elaborate  data 
cabinet.  It  supplies  complete  reference  data  for 
the  engineer  who  designs,  builds  and  operates 
electric  railways. 

Price  $4.00  (17s)  net,  postpaid 
LIST  OF  SECTIONS  : 


I. — Roadbed   and  Track 
II. — Buildings 
III. — Train  Movement 
IV. — Railway  Motors 
V. — C  0  n  t  r  0  I  ling    Ap- 
paratus 
VI. — Current       Collecting 
Devices 


VII.— Trucks 

vm.— Braking 

IX. — Rolling  Stock 

X. — Transmission 
Distribution 


XI. 


-Signals      and 
munlcatlon 


Corn- 


Sent  On  Approval— No  Money  in  Advance 

We  will  send  tliis  boolc  or  any  book  publislied  by  the  Mc- 
GRAWHILL  BOOK  COMPANY,  Inc.,  to  any  subscriber  to  the 
Electric  Railway  Journal  or  any  member  of  the  American  Insti- 
tute of  Electrical  Engineers  for  ten  days'  free  examination. 

If  you  are  not  a  subscriber  to  Electric  Railway  Journal  or  a 
member  of  the  American  Institute  of  Electrical  Engineers,  a  refer- 
ence  will  give  you   the   same  privilege. 

No  books  sent  on  approval  outside  of  the  United  States  or  to 
booksellers  or  agents. 

McGraw-Hill  Book  Co.,  Inc. 

239  West  39th  Street,  New  York 
London  Berlin 

Publishers    of  Books    for   Electric  Railway  Journal 


Richey^s 

ELECTRIC 
RAILWAY 
HANDBOOK 

It  Fits  the  Pocket 


IREEEXAMIMIilON  COUPON 


McGraw-Hill    Book   Co.,  Inc., 

23!)   "West   SOtli    Street,   New    Yorli,   N.   Y. 

You  may  send  mp  on  10  days'  approval : 

Richey— Klectrtc   Railway  Handbook,  $4.00  net. 

I    agree    to    pay    for  -  the   book   or    return    it    postpaid    within    10 
days  of  receipt. 

I  am  a  regular  subscriber  to  the  Electric  Railway  Journal. 

—  —  I  am  a  member  of  A.  I.  E.  E. 

(Signed)      

(Address)      

Reference      E3-27 

(Not    required   of   subscribers    to    the    Electric    Railway    Journal   or 
members  of  A.   I.  B.  E.) 


16 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


First 
1915  Issue! 
Now  Out 


Kllllllll(lll.n  li|riiiiiiniii|ir|iri  iri»ir«lii.|iiiiiiii»n'    r  -   — 

McGraw  ELEcnacAL  Duiector" 

RAILWAY 
EDITION 

FEBRUARY,  WIS 


J  V.  I'T".*P»'   AS*  4ni.tlllo 

■"lolkSu.  Am.rillo. 


liTIN.    »W0 

I  Strut  BT'  Co.-0(B«. 


BBYATJ.    t.Va 


MoGRAW   PUBLISHING 

229  We»t  39th  StfMt,  N«w 


AW    ruiBi-ioniriu   CO. 

2>9  W»l  39th  SUMt,  Nm  Ywk 


INC. 


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I   Sia    H  0<lell 


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3  others 


„,,_B,y.n*Col.«..o..r^'„t..- 

Pre,  W   B.  Bant"  •"       .  '-"""'fc.i.n 
.hop.,  r™...  .r.Tv    Pt"  "  ?„^S''',''       

M  V   Pre.  *  t**"      ^ 
SS  motor  .«£  2       O  E  O.mmlll  ^  •■•  —  ■  '    ■;.    •■ 

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(Will  eb.Dgetoelecincu.      f  ^^ 


^;drep.lr.l>op.tPr.»l" 

jlUMONT.    M,MO 
iomonl  Tr»ctlon    Co.- 

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■i  4-8V4  E  ■  S*^  motoi  eir«. 


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CLEBIBXE.     10,3M 

P,';!fo.!r>i.i'*p»"'"p    ci.b»m. 

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^.t^f|i^SMV^T.^..Etot.»OJ. 

L  u>i  cap    Sw*'  ''™:  Power  eta--  "*'.":  ."^  tiopt  SW. 


COBPD9  CHBISTI. 


COBrtJ=»  ^ ~ 

„,3    Corpu.  Chrl...   S^  «   •»,,.a 
rr"«'"rrH:'-,.^^.i,C„lor.doClt,^o.; 

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V  S.  Beinly  ..■■■■ 

'  n   Bogr.  P»r.  St.. 
.1.  M    All.T. 


^ther  c«ra.  |  car* 

BO«BAM.    4.W  1  COB»IC*«A-    ».'« 

"  _,„      BT.,   «-'»»«  (8«  No.  1130.) 


Get  It.     It  Tell 

practically  everything  you  are  likely  to  want  to  know- 
about  the  roads  with  which  you  do  business.  Names 
of  officials,  addresses  of  offices,  plants  and  shops,  mileage, 
rolling  stock  and  equipment  data,  kind  of  current,  com- 
munities served,  connection  with  other  lines,  etc.  Com- 
plete list  of  all  electric  railways  in  America. 

Get  It.     It  Sells 

goods  for  manufacturers  who  use  it  because  it  gives 
ihem  the  very  information  they  need  in  their  saleswork. 


$3  per  copy. 


Get  It  To-day 

Sent  on  approval  to  responsible  men. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


17 


.•^' 


'/'"■"'^feo;  y-^^f"' •-"''' 


K^^¥\ 


i::m 


1  ^>l''Vnl* 


"Stop  it"    No.l 


The 

Automatic 

Stop 


Stop  every  motorman  on  your  lines  from  wasting  cur- 
rent and  wearing  wheels  by  running  with  the  brakes  par- 
tially set. 

Stop  it — by  stopping  the  chain 
from  over-running  beyond  the  point 
of  full  release. 

Stop  the  chain  from  backwinding 
by  getting  the  PEACOCK  IM- 
PROVED BRAKE  with  the  AUTO- 
MATIC STOP. 

Stop  a  moment  NOW — dictate  a 
short  note  to  us — just  "Send  me  Bul- 
letin 5  about  the  hand-brake  with 
air-brake  efficiency — the  brake  with 
the  easy  stop." 


National  Brake  Co 

888-890  Ellicott  Square,  Buffalo 


18 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


Sherardizing  Line  Material  for  the  big  St.  Paul  electrification. 

Electric  Oven  Sherardizing 

The  illustration  shows  a  section  of  one  of  the  batteries  of  electric  sherardiz- 
ing ovens  in  the  General  Electric  Company's  plant  at  Schenectady,  N.  Y. 

These  are  the  ovens  responsible  for  the  high  quality  of  G-E  Sherardizing, 
which  is  a  positive  insurance  against  rust  even  under  most  severe  climatic  con- 
ditions. 

Slowly  revolving,  the  ovens  keep  their  contents  in  constant  motion  at  an  even 
temperature  and  well  exposed  to  the  action  of  the  vaporized  zinc.  This  gives  a 
uniform  coating  of  zinc  to  the  surface  of  the  metal.  This  coating  forms  with  the 
iron  an  alloy,  extending  considerably  below  the  surface  and  becoming  an  integral 
part  of  the  whole.  Thus  scalAng  is  impossible  even  under  the  most  severe  and 
prolonged  service. 

G-E  line  material  is  the  only  line  material  sherardized  by  the  electric  oven 
process.  Be  sure  to  specify  G-E  if  you  wish  to  insure  your  overhead  construc- 
tion against  weathering. 


General  Electric  Company 


Atlanta,  Ga. 
Ualtimore,  Md, 
Birmingham,  Ala. 
Boston,  Mass. 
Buffalo,  N.  Y. 
Butte,  Mont. 
Charleston,  W.  Va, 
Charlotte,  N.  C. 
Chattanooga,  Tcnn. 
Chicago,  III. 
Cincinnati,  Ohio 


Cleveland,  Ohio 
Columbus,  Ohio 
Dayton,  Ohio 
Denver,  Colo. 
Des  Moines,  Iowa 
Detroit,  Mich. 
(Office  of  Agent) 
Duluth,  Minn. 
Elmira,  N.  Y. 
Erie,  Pa. 
Fort  Wayne.  Ind. 


General  Office:  Schenectady,  N,  Y. 

ADDRESS   NEAREST   OFFICE 


Hartford,  Conn. 
Indianapolis,  Ind. 
Tacksonville,  Fla. 
Toplin,  Mo. 
Kansas  City,  Mo. 


Knoxvillc,  Tenn, 
Los  Angeles,  Cal. 
I.rf)uisville,  Ky. 
Memphis,  Tmn. 
Milwaukee,  Wis. 


Minneapolis,  Minn. 
Nashville,  Tenn. 
New  Raven,  Conn. 
New  Orleans,  La. 
New  York,  N.  Y. 
Niagara  Falls,  N.  Y, 
Omaha,  Neb. 
Philadelphia.  Pa. 
Pittsburg,  Pa. 
Portland,  Ore. 
Providence,  R.  I. 
Richmond,  Va. 


Rochester,  N.  Y. 
St.  Louis,  Mo. 
Salt  Lake  City,  Utah. 
San  Francisco,  Cal. 
Schenectady,  N.  Y. 
Seattle,  Wash. 
Spokane,  Wash. 
Springfield,  Mass. 
Syracuse.  N.  Y. 
Toledo,  Ohio 
Washington,  D.  C. 
Youngstown,  Ohio 


For  1  exas,  Oklahoma  and  -Arizona  business  refer  to  Southwest  General    Klectric   Company    (formerly    Hobson    Electric   Co.),   Dallas,   F.l    Past), 
Houston  and  Oklahoma  City.      For  Canadian  business  refer  to  Canadian  General  Electric  Company,  Ltd.,  Toronto,  Ont. 


ric  Rail 


ournal 


Published  by  the  McGraw  Publishing  Company,  Inc. 
Consolidation  of  Street  Railway  Journal  and  Electric  Railway  Review 


Vol.  XLV 


NEW  YORK,  SATURDAY,  MARCH  27,  1915 


No.  13 


THE  MEANING  AHhough  we  have  come  to  regard 

Ob   LOW  locomotive  maintenance  costs  only 

REPAIR  COSTS  ■     -^     t.  t     *-         ,     4.  •«     <.• 

as     incidental    to     electrification 

problems,  the  record  of  the  New  York  Central's  equip- 
ment, published  in  last  week's  issue,  possesses  from  one 
angle  a  very  considerable  degree  of  importance  to  those 
interested  in  the  electrification  of  steam  railroads.  The 
units  in  question  have  been  kept  in  repair  during  the 
past  eight  years  at  a  figure  that  has  remained  consist- 
ently close  to  3y2  cents  per  locomotive-mile,  and  al- 
though this  fact  does  not  prove  that  all  electric  loco- 
motives in  the  country  will  be  maintained  at  the  same 
rate  of  expense,  it  does  show  what  can  be  done.  The 
low  cost  is,  obviously,  the  result  of  skilful  management 
on  the  part  of  the  New  York  Central's  equipment- 
maintenance  department,  this  being  shown  in  the  road's 
maintenance  cost  of  some  1.9  cents  per  car-mile  for  its 
multiple-unit  cars,  but  since  good  management  certainly 
ought  to  be  available  on  any  line  similar  results  can 
hardly  be  considered  impossible  of  duplication  else- 
where. Upon  the  assumption  that  this  is  the  case,  a 
somewhat  surprising  conclusion  develops.  An  electric 
locomotive  that  costs  3^^  cents  for  repairs  saves  just 
about  10  cents  per  mile  over  the  repair  cost  of  the  steam 
locomotive  that  it  displaces.  This  saving  alone,  even 
when  based  upon  a  low  annual  mileage  of  36,000,  will 
pay  8  per  cent  interest  on  the  cost  of  the  electric  unit, 
and  inasmuch  as  twice  this  mileage  is  possible,  the  high 
first  cost  of  the  electric  locomotive  ceases  to  be  of  import 
under  high-grade  supervision. 


THE  AUTO-BUS 
EIGHTY  YEARS 
AGO 


The  present  "jitney"  bus  agita- 
tion has  undoubtedly  brought  to 
the  minds  of  students  of  transpor- 
tation history  the  fact  that  the  automobile  is  about  a 
century  old  and  that  more  than  eighty  years  ago  it  was, 
in  England,  a  potentially  formidable  rival  of  the  then 
well-established  and  profitable  stage-coach  lines.  The 
condition  of  the  roads  in  this  country  was  not  favor- 
able to  either  mode  of  transportation  at  that  time.  The 
steam  carriage  was  brought  to  a  remarkable  state  of 
perfection  for  the  time,  and  its  operation  was  satis- 
factory to  the  passengers,  as  indicated  by  liberal  pat- 
ronage. London  was  the  center  of  the  new  industry, 
and  the  London  &  Greenwich  Steam  Carriage  Company 
had  good  equipment  and  an  opportunity  to  build  up  an 
interurban,  and  possibly  an  urban,  business.  The  only 
difficulty  was  to  make  any  profits,  the  same  difficulty 
which  is  confronting  the  "jitney"  to-day,  although  the 
promoters  are  blinding  themselves  to  the  facts.  If  the 
rapid  development  of  the  steam  railroad  had  not  modi- 


fied the  situation,  the  steam  road  carriage  might  have 
become  a  real  competitor  of  the  stage  coach.  As  a  mat- 
ter of  fact,  however,  even  the  stage  coach  had  to  take  to 
rails  eventually  and  was  restricted  to  the  urban  field  by 
economic  considerations.  Transportation  history  has 
proved  that  the  economical  and  safe  wholesale  movement 
of  passengers  and  freight  requires  the  use  of  rails,  large 
vehicles  and  operators  who  are  skilled  in  all  the  various 
branches  of  railroading,  and  history  has  a  habit  of 
repeating  itself. 

EXAMPLE  OF  The  report  of  the  committee  on 

ASSOCIATION  the   operation   of  motor  vehicles, 

ACTIVITY  published  elsewhere  in  this  issue, 

is  a  good  example  of  the  interim  work  which  an  asso- 
ciation is  capable  of  doing.  Many  people  not  familiar 
with  the  work  done  at  the  New  York  office  of  the 
association  imagine  that  it  is  confined  mostly  to 
compiling  the  reports  of  the  previous  convention 
and  preparing  for  the  next;  in  other  words,  that  to 
hold  a  convention  is  the  chief  purpose  of  the  association. 
Actually,  it  is  the  expression  only  of  the  work,  and  in 
some  respects  of  only  a  part  of  the  work,  done  during  the 
year.  In  this  connection  it  is  illuminating  to  compare 
the  activities  of  the  association  now  and  ten  years  ago, 
when  it  was  reorganized.  At  that  time  the  convention 
was  practically  the  only  association  event  of  the  year, 
and  in  1905  two  volumes  only  were  required  to  report 
the  meeting  of  the  association.  Now  there  are  six 
volumes,  an  engineering  manual,  a  monthly  magazine, 
bureaus  of  information,  fare  research  and  identification 
of  claimants,  and  many  other  activities.  Yet  up  to  last 
October,  when  a  slight  increase  was  made,  there  had 
been  no  change  in  the  dues  since  1905.  It  is  idle  to  say 
that  the  needs  of  the  industry  have  not  grown  enor- 
mously during  this  period  and  now  require  a  larger 
general  staff  to  direct  the  united  work  which  must  be 
undertaken.  Much  of  the  work  of  an  association  can- 
not be  planned  a  year  in  advance.  Who  could  have 
foretold,  for  instance,  last  October,  of  the  development 
of  the  "jitney"  bus  situation?  Without  a  permanent 
organization  little  could  have  been  done  until  next  Octo- 
ber, but  with  the  present  organization  a  group  of  prom- 
inent operating  men  have  been  brought  together  to 
study  the  situation  and  have  been  able  to  issue  their 
conclusions  with  a  statistical  report  on  the  subject  pre- 
pared by  the  bureau  of  fare  research.  We  believe  that 
this  work  will  be  appreciated  by  the  membership  at 
large.  It  is  also  evidence  to  companies  which  are  not 
now  affiliated  with  the  association  of  the  value  of 
membership. 


612 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


LIGHT  ON  THE  BUS  SITUATION 

In  brief,  the  conclusion  reached  by  the  committee 
on  motor  vehicles  in  its  report  on  the  "jitney"  bus  is 
-that  a  thorough  illumination  of  the  whole  subject  is 
the  one  vital  necessity.  No  other  solution  of  the  prob- 
lem is  emphasized  in  the  report,  which  is  published 
elsewhere  in  this  issue,  and  in  view  of  the  committee's 
strongly-expressed  belief  in  the  temporary  character  of 
most  of  the  "jitney"  bus  competition,  no  more  imme- 
diately satisfactory  plan  is  apparent.  By  this  time,  of 
course,  it  is  well  established  in  the  minds  of  electric 
railway  operators  that  the  motor-driven  vehicle  cannot 
handle  traffic  as  cheaply  as  the  surface  car.  And  it  is 
also  well  established  that,  notwithstanding  the  futility 
of  regulated  "jitney"  operation,  the  unregulated  "jit- 
ney" continues  to  operate  and  even  can  make  money 
over  sufficiently  short,  heavily-traveled  routes,  so  that 
if  it  is  encouraged  by  a  community  through  neglect 
of  legal  restrictions  the  inevitable  result  will  be  the 
economic  waste  incident  to  the  artificial  maintenance 
of  inefficiency. 

Unfortunately,  the  public  at  large  has  not  yet 
grasped  this  fact.  The  "jitney"  bus  offers  high  speed, 
and  in  some  cases  it  offers,  as  well,  the  convenience  of 
stopping  at  the  doors  of  its  patrons'  homes.  From  the 
viewpoint  of  the  individual,  there  are  opposed  to  these 
definite  advantages  only  the  minor  visible  objections  of 
discomfort  and  risk  of  accident,  together  with  the  nebu- 
lous assertion  that  the  effect  on  the  railway  company 
of  the  continuance  of  the  "jitney"  will  eventually  be  to 
drive  the  fare  up  or  the  service  down  throughout  the 
outlying  sections  of  the  city.  As  the  "jitney"  patrons 
are,  in  general,  limited  to  the  residents  of,  say,  a  2-mile 
zone  about  the  business  district,  they  are  naturally  in- 
clined to  let  the  other  fellow  do  the  worrying  about 
what  is  going  to  happen  in  the  suburbs. 

Obviously,  this  does  not  alter  the  fact  that  the  public 
at  large  has  an  immediate  and  very  direct  concern  in 
the  matter.  The  public  at  large  will  pay  the  bills  in 
the  end,  and  it  is  entitled  to  an  unobscured  view  of  the 
goal  toward  which  the  bus  fallacy  may  lead  it.  There 
is  certainly  wide  opportunity  for  the  disseinination  of 
information  on  the  subject.  This  is  exemplified  by  the 
situation  in  Chicago,  where  the  suggestion  in  the  City 
Council  to  use  the  city's  55  per  cent  share  in  the  net 
receipts  of  the  surface  traction  lines  for  establishing 
competitive  buses  has  resulted  in  an  investigation  of 
the  profits  accruing  from  the  proposed  enterprise.  The 
inquiry  was  conducted  by  the  Commissioner  of  Public 
Service,  and  he  has  prepared  a  glowing  report  in  favor 
of  the  project  which  will,  no  doubt,  influence  the  minds 
of  many  of  Chicago's  citizens  regardless  of  the  fact 
that  it  is  fairly  reeking  with  errors. 

To  be  specific:  In  the  report  a  suggested  route  to 
Hegewisch,  the  suburb  made  famous  by  the  real-estate 
ventures  of  one  Battling  Nelson,  is  among  those  selected 
for  analysis.  This  calls  for  a  7-mile  run  for  a  thirty- 
passenger  bus  with  an  assumed  load  factor  of  70.  As 
the  report  does  not  contemplate  that  the  buses  will  do 
a  pickup  business  these  premises  correspond  to  an  aver- 


age of  twenty-one  passengers  per  trip  or  three  passen- 
gers per  bus-mile,  producing  gross  receipts  of  15  cents 
per  mile,  while  the  report  admits  the  bus  would  cost 

26  cents  per  mile  to  operate.  The  figure  of  three  pas- 
sengers per  bus-mile  is  certainly  a  liberal  allowance  in 
view  of  the  fact  that  the  Fifth  Avenue  buses  in  New 
York,  with  their  high  average  seating  capacity  of 
thirty-eight  and  with  undoubtedly  more  short-haul 
traffic  than  on  the  line  proposed  in  Chicago,  carry  only 
3.86  passengers  per  bus-mile.  Nevertheless,  the  Com- 
missioner of  Public  Service,  by  a  peculiar  process  of 
reasoning  and  seeming  confusion  of  "seats  per  single 
trip"  and  "seats  per  round  trip,"  finally  reaches  the 
conclusion  that  the  twelve  buses  on  the  route  in  ques- 
tion would  earn  annual  profits  of  more  than  $17,000. 
On  another  page  he  states  that  a  14-mile  north  and 
south  route  across  the  city  of  Chicago  is  good  for  re- 
ceipts that  are  equivalent  to  6.2  passengers  per  bus- 
mile,  although  twenty-six-passenger  buses  are  to  be 
used. 

Again,  in  the  same  report  there  is  published  a  table 
of  data  on  the  3-cent,  crosstown  bus  line  in  the  city  of 
Detroit.  In  this  the  number  of  passengers  per  bus- 
mile  is  actually  stated  to  be  five,  allowing  35  per  cent 
of  standees,  while  immediately  following  this  is  an 
item  showing  the  direct  cost  of  operation  alone  to  be 

27  cents  per  bus-mile.  According  to  our  method  of  cal- 
culation, five  passengers  at  5  cents  each  would  bring  in 
only  25  cents  per  bus-mile  and  would  net  nothing  but  a 
deficit.  Yet  the  Detroit  authorities  are  quoted  as  stat- 
ing in  all  seriousness :  "Were  we  to  charge  a  5-cent 
fare  we  would  readily  lay  aside  a  nice  sum  annually!" 
If  this  is  the  material  with  which  the  citizens  of  Chi- 
cago and  Detroit  are  fed  by  their  local  officials  can  they 
be  blamed  for  believing  that  the  "jitney"  is  a  gold 
mine? 

Would  it  not  be  well  to  begin  by  supplying  city  engi- 
neers, who  may  be  in  position  to  influence  public  opin- 
ion, with  some  of  the  elementary  data  and  methods 
used  in  transportation  problems?  At  the  present  time, 
a  perfect  flood  of  glaringly  inaccurate  reports  on  bus 
operation  is  submerging  the  fact,  and  electric  railway 
men  alone  are  equipped  with  the  experience  necessary  to 
dam  it. 

As  we  have  explained  before,  the  only  conditions 
under  which  automobile  service  for  a  5-cent  fare  can 
be  made  economically  successful  are  on  very  short  runs 
with  large  traffic,  but  even  here  electric  cars  can 
carry  passengers  much  more  cheaply  than  the  bus.  If 
the  latter  is  to  be  permitted,  the  only  recourse  for  the 
railway  companies,  as  pointed  out  in  the  report  of  the 
bureau  of  fare  research,  is  to  go  to  a  zone  system  and 
beat  the  "jitney"  out  in  its  own  field.  However,  a  cam- 
paign of  publicity  which  can  be  based  upon  such  defi- 
nite facts  as  exist  in  the  case  of  the  "jitney"  can  hardly 
fail  to  result  in  the  application  of  restrictive  measures 
so  that  such  a  drastic  remedy  may  not  be  needed.  Most 
of  the  "jitney's"  freedom  at  present  seems  to  be  due  to 
a  belief  that  it  is  a  highly  valuable  infant  industry  and 
needs  pampering.     If  this  belief  is  dissipated  regula- 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


613 


tion  should  follow  at  once  as  a  matter  of  course,  and,  in 
general,  the  "jitney"  is  not  able  to  survive  regulation. 


BUSINESS    CONDITIONS    AND    REGULATION 

The  annual  report  of  the  American  Telephone  & 
Telegraph  Company  is  usually  a  most  interesting  cor- 
poration document.  This  year,  however,  it  surpasses 
all  previous  records  by  yirtue  of  its  being  an  index  of 
general  business  conditions  in  the  United  States  and 
an  authoritative  commentary  upon  the  success  and  needs 
of  public  utility  regulation. 

Theodore  N.  Vail,  president  of  the  company,  believes 
that  the  basic  conditions  of  this  country  never  were 
better  for  the  restoration  and  continuance  of  normal 
conditions,  and  to  his  mind  the  correction  is  simple.  Of 
the  three  principal  creative  divisions  of  industrial  en- 
terprises— producers  from  the  earth,  manufacturers, 
and  transportation  and  intercommunicating  companies 
— Mr.  Vail  looks  upon  the  last  as  the  most  important 
in  their  creative  effect.  Upon  these  industries  depend 
all  interchange  and  movement;  their  relative  economic 
importance  is  many  times  their  relative  capital,  and  any 
cause  that  disturbs  them  disturbs  the  two  other  classes 
as  well,  both  industrially  and  financially.  As  a  cor- 
rective measure,  therefore,  it  is  necessary  to  make  the 
securities  of  such  companies,  particularly  the  transpor- 
tation lines,  so  attractive  that  they  can  secure  from 
investors  the  $1,000,000,000  a  year  needed  by  the  coun- 
try as  a  "going"  and  a  "growing"  concern.  If  this  were 
done,  the  normal  conditions  of  employment,  ability  to 
purchase,  production  and  prosperity  would  soon  be  re- 
stored. 

Mr.  Vail  is  a  keen  and  experienced  observer  of  Amer- 
ican conditions,  and  his  recognition  of  the  importance 
of  transportation  prosperity  is  forceful.  This  point 
comes  out,  too,  in  connection  with  his  remarks  on  regu- 
lation. To  his  mind,  regulation  and  control  by  commis- 
sions and  business  courts  have  become  a  permanent 
feature  of  our  economic  life.  Regulation  must  not  be 
too  drastic,  however,  or  interfere  too  much  with  opera- 
tion. During  the  last  few  years  the  disturbance,  uncer- 
tainty and  timidity  about  transportation  caused  by  leg- 
islative requirements  and  increased  wages  without  cor- 
responding revenue  increases  have  caused  a  jump  in 
operating  expenses  which  can  no  longer  be  met  by  a 
reduction  in  such  expenses  or  by  scientific  methods. 
The  fact  is  that  the  same  ratio  of  progress  that  was 
brought  about  by  the  introduction  and  application  of 
the  principles  of  scientific  management  cannot  be  per- 
manently maintained,  and  when  this  fact  is  coupled 
with  increasingly  onerous  legislative  and  regulatory 
burdens,  it  is  easy  to  see,  as  Mr.  Vail  says,  that  an 
irreducible  minimum  in  unit  expenses  has  just  about 
been  reached. 

As  we  have  before  stated  in  these  columns,  there  have 
been  a  few  evidences  in  the  last  few  months  that  some 
commissions  are  beginning  to  realize  that  bankrupt 
public  service  companies  mean  stunted  communities  and 
that  utilities  cannot  expand  and  develop  without  addi- 
tional   capital.      Funds    for   further    investment,    how- 


ever, will  not  be  proffered  in  the  desired  abundance 
until  better  returns  are  in  sight  than  at  present.  In- 
vestors must  be  reassured  against  commission  severity, 
and  the  best  way  to  accomplish  this  is  to  bring  the 
general  public  to  a  fuller  realization  that  the  problems 
which  are  before  public  service  commissions  are  far 
more  vital  to  our  national  prosperity  than  questions 
before  even  the  highest  courts. 


MAILING   COMMUNICATIONS  WITH   DIVIDENDS 

With  the  quarterly  or  semi-annual  distribution  of 
dividends  an  electric  railway  company  has  an  oppor- 
tunity often  overlooked  to  communicate  to  its  stock- 
holders information,  advice  or  suggestions  bearing  upon 
the  welfare  of  the  property.  There  is  no  reason  yhy 
such  communications  should  so  generally  be  confined  to 
annual  reports,  and  as  the  importance  of  taking  an  in- 
terest in  the  public  relations  of  a  utility  becomes  more 
generally  realized  by  security  holders,  an  increase  may 
be  expected  in  the  practice  of  addressing  stockholders 
and  bondholders  several  times  a  year  if  need  be,  in  con- 
nection with  matters  where  public  sentiment  has  much 
influence. 

Thus  the  latest  dividend  checks  of  the  Pennsylvania 
Railroad  Company,  mailed  a  few  days  ago,  were  ac- 
companied by  printed  slips  calling  the  attention  of  stock- 
holders to  the  efforts  the  management  is  making  to 
obtain  the  repeal  of  the  so-called  full  crew  laws  of  the 
states  of  Pennsylvania  and  New  Jersey.  The  state- 
ments point  out  that  the  campaign  is  being  made  to 
uphold  the  interests  of  the  stockholders,  of  railroad 
workers  as  a  body  and  of  the  public,  all  of  which  are 
unfairly  attacked  by  the  full  crew  laws.  The  stock- 
holder, it  is  urged,  has  a  vital  interest  in  the  repeal 
of  these  laws,  and  the  slips  conclude  with  the  request 
that  each  stockholder  do  all  that  he  or  she  can  to  in- 
terest friends,  community  and  state  in  securing  the 
removal  of  this  legislation  from  the  statute  books. 

This  practice  can  be  applied  in  the  electric  railway 
field  on  occasions  which  will  readily  occur  to  executive 
oflUcers.  Among  them  might  be  cited  forthcoming  or 
pending  rate  proceedings  before  state  commissions,  appli- 
cations for  legislation  freeing  companies  from  various 
burdens  of  excessive  taxation,  such  as  severe  require- 
ments in  connection  with  the  replacement  of  highway 
structures  after  track  construction  is  carried  through, 
or  the  repeal  of  ordinances  relating  to  paving,  drainage 
and  other  matters  of  like  import,  so  far  as  they  affect 
local  stockholders.  I«  many  of  these  cases  a  ^partial 
mailing  list  will  be  sufficient.  Such  procedure  does  not 
mean  that  the  directors  and  executive  officers  of  a  com- 
pany are  not  doing  their  full  share  of  company  man- 
agement, but  it  may  on  occasion  afford  a  useful  means 
of  stimulating  public  opinion  along  proper  lines  of 
action,  and  at  much  smaller  cost  than  where  circulariz»- 
tion  has  to  be  independently  conducted  through  the 
mails.  Even  the  postage  on  a  message  to  several 
thousand  stockholders  is  worth  saving,  if  it  can  be  ef- 
fected by  a  little  foresight  along  the  lines  above  in- 
dicated. 


614 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


The  New  York  Municipal  Car — The  Lighting* 

Many  Lighting  Combinations  Were  Tried  in  a  Full-Size  Template  Car,  Resulting  in  the  Choice  of  Fifteen  56-Watt 
Bowl  Frosted  Tungsten  Lamps  along  the  Car  Center  Line,  Besides  Emergency  Lamps 


BY  W.  G.  GOVE,  ENGINEER  OF  CAR  EQUIPMENT  NEW  YORK  MUNICIPAL  RAILWAY  CORPORATION,  AND  L.  C.  PORTER,  EDISON 

LAMP  WORKS,  GENERAL  ELECTRIC   COMPANY,  HARRISON,   N.   J. 


Not  the  least  of  the  advanced  equipment  of  the  New 
York  Municipal  car  is  its  lighting.  Many  new  problems 
had  to  be  solved  to  meet  satisfactorily  the  following 
desiderata:  (1)  Quantity  of  light;  it  is  desirable  to 
have  an  average  intensity  of  not  less  than  3  foot-candles 
on  a  horizontal  plane  42  in.  above  the  floor,  at  85  per 
cent  normal  voltage.  (2)  General  effect  and  appearance 
of  lighting  system  with  lamps  lighted  or  extinguished. 
(3)  Lack  of  eyestrain  for  both  seated  and  standing  pas- 
sengers, involving  not  only  intensity  and  direction  of 
light,  but  also  glare  and  possible  shadows  thrown  by 
standing  passengers  on  the  reading  matter  of  seated 
passengers.     (4)  Efficiency.     (5)  Installation  and  main- 


fioor,  over  one-fourth  of  the  floor  area.  The  entire  car, 
however,  was  equipped  with  lighting  units.  Five  read- 
ings were  taken  at  each  station,  on  a  portable  photom- 
eter, recalibrated  before  each  test.  To  make  one  read- 
ing comparable  with  any  other,  simultaneous  voltage 
readings  were  taken,  as  constant  voltage  was  found  to 
be  impracticable.  Each  photometer  reading  was  cor- 
rected to  normal  voltage  from  the  characteristic  curves 
of  the  lamp  and  the  five  corrected  readings  averaged  to 
obtain  the  station  value.  In  obtaining  the  average  in- 
tensity for  the  entire  car,  weight  was  given  the  stations 
in  proportion  to  the  area  covered.  The  illumination 
values   were   also    calculated    for   85   per  cent   normal 


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NEW  YORK   MUNICIPAL  CAR — FIGS.   1,   2,   AND  3 — CHARTS     SHOWING  DISTRIBUTION   OF  LIGHT  AND  EFFECTIVE 

ILLUMINATION 

Fig.  1  shows  ten  56-watt,  120-volt  tungsten  filament  lamps  In  glass  reflectors,  and  four  10-watt,  115-volt  tungsten  emergency 
lamps  with  same  reflector.  Fig.  2  shows  ten  56-watt,  120-volt  tungsten  lamps  in  prismatic  reflectors  and  four  10-watt,  115-volt  tungs- 
ten emergency  lamps  in  prismatic  reflectors.  Fig.  3  shows  five  94-watt,  120-volt  tungsten  lamps  in  prismatic  reflectors  and  four  10- 
watt,   120-volt  emergency  lamps  in  prismatic  reflectors. 


tenance  expense.  (6)  Depreciation  of  equipment  in 
service. 

To  study  these  problems  tests  were  conducted  in  a 
full-sized  model  car.  This  car  was  67  ft.  3  in.  over  all, 
9  ft.  10  in.  wide  and  12  ft.  3  in.  high.  The  interior 
dimensions  were  65  ft.  long  and  9  ft.  wide.  The  in- 
terior finish  was  white  enameled  headlining  and  walls 
down  to  the  window  sills.  Below  the  sills  the  walls  were 
painted  gray.  The  floor  was  concrete  and  the  seats 
were  upholstered  in  yellow  rattan. 

Photometer  tests  were  taken  to  supplement  such  data 
as  observation  of  the  general  appearance,  installation 
and  maintenance  cost  figures,  etc.  The  photometric 
measurements  were  not  made  to  compare  the  efficiency 
of  any  particular  types  of  illuminating  devices  or  acces- 
sories thereto,  though  the  average  intensities  obtained 
were  used  in  securing  the  relative  utilization  efficiencies. 

In  making  the  photometer  tests  stations  were  chosen 
2  ft.  apart  in  a  horizontal  plane  42  in.  above  the  car 


•Abstract  of  a  paper  entitled  "A  Practical  Study  of  Car  I^ight- 
ing  Hroljlems,"  read  at  a  meeting  of  the  New  York  Section  of  the 
Illuminating  Engineering  Society,  March  11,  1915. 


voltage.     The  same  lamps,  as  far  as  practicable,  were 
used  in  the  various  reflector  equipments. 

It  was  decided  before  the  tests  started  that  tungsten 
filament  lamps  would  be  used  for  illuminants,  the  ques- 
tion being  what  was  the  best  method  of  applying  the 
lamps.  Three  systems  of  illumination  were  tried  out, 
namely,  direct  lighting,  semi-indirect  lighting  and 
totally  indirect  lighting.  To  carry  on  the  tests  the  in- 
terior construction  of  the  car  was  altered  when  this  was 
necessary. 

Photographs  of  the  interior  of  the  car  were  taken 
with  the  lamps  burning.  The  exposures  were  timed  to 
exactly  two  minutes.  These  photographs  have  no  bear- 
ing on  the  photometric  readings,  except  to  indicate  in  a 
comparative  way  the  high  and  low  lighting  throughout 
the  car. 

Direct  Lighting  Tests 

The  direct  lighting  tests  made  were  as  follows: 
No.  1. — The  lighting  units  consisted  of  a  single  row 
of  fourteen  6-in.  opal  glass  reflectors  (Fig.  9)  mounted 
along  the  center  line  of  the  ceiling  and  spaced  as  shown 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


615 


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NEW  YORK   MUNICIPAL  CAR — FIGS.  4,   5  AND  6— DISTRIBUTION  OF  LIGHT  AND  EFFECTIVE  ILLUMINATION 

Fig.  4  shows  an  installation  of  indirect  reflectors  set  in  coves,  ten  on  each  pide  of  car,  and  five  10-watt  frosted  emergency  lamps 
along  center  line  of  car,  set  in  ceiling  rosettes.  Fig.  S  Fhows  a  semi-indirect  installation  of  two  94-watt  (horizontal)  lamps  and  one  10- 
watt  (vertical)  lamp  for  each  of  five  units.  Fig.  6  shows  an  indirect  installation  comprising  eight  white  enameled  steel  indirect  reflec- 
tors with  three  36-watt,  115-volt  lamps  per  unit. 


in  Fig.  1.  Ten  reflectors  were  equipped  with  56-watt 
clear  bulb  tungsten  lamps  and  four  with  10-watt  clear 
bulb  tungsten  emergency  lamps.  The  light  distribution, 
Fig.  1,  was  good,  though  it  had  points  of  high  intensity 
under  the  emergency  lamps,  due  to  the  small  lamp  in 
the  large  reflector.  No  bare  lamp  filaments  were  visible 
along  the  normal  line  of  vision.     The  efficiency  of  the 


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NEW    YORK     MUNICIPAL    CAR — FIG.     7 — CHART    SHOWING 
DISTRIBUTION   WITH   COVE  LIGHTING    (SEE  FIG.   17) 


square  foot.  There  were  5.54  effective  lumens  per  watt 
and  the  effective  utilization  efficiency  was  68.7  per  cent. 
The  utilization  efficiency  in  an  ordinary  dark  yellow  car 
with  similar  equipment  is  about  30  per  cent,  showing 
the  great  advantage  of  the  white  enamel  interior  finish. 
No.  2. — The  second  test.  Fig.  2,  was  similar  to  the 
first,  except  that  clear  prismatic  reflectors  were  used. 

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NEW    YORK     MUNICIPAL     CAR — FIG.     8 — CHART    SHOWING 
DISTRIBUTION  WITH  LIGHTS  ON  GRAB  RAILS   (SEE  FIG.  18) 


I 


system  was  high,  installation  costs — on  account  of  the 
single  row  of  large  units — were  low,  and  maintenance 
was  good,  the  smooth  surface  of  the  reflectors  facilitat- 
ing rapid  cleaning.  The  general  appearance  in  the  car 
was  pleasing  (Fig.  15)  and  the  illumination  good,  aver- 
aging 5.7  foot-candles  at  normal  and  3.2  at  85  per  cent 
voltage,  with  an  energy  consumption  of  1.03  watts  per 


The  change  of  reflectors  raised  the  average  foot-candle 
intensity  to  6.1  at  normal  and  3.4  at  85  per  cent  voltage. 
The  effective  lumens  per  watt  were  increased  to  5.90  and 
the  utilization  efficiency  to  73.2  per  cent.  Maintenance 
would  be  slightly  higher,  due  to  cleaning  the  prismatic 
glass.  There  was  also  a  little  more  glare,  though  not  an 
objectionable  amount. 


616 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


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NEW  YORK    MUNICIPAL    CAR — FIGS.    9,    10    AND    11 — ARRANGEMENTS   AND  TYPE  OF   LIGHTS 

Fig.    10    shows    56-watt    lamps    with    reflector    board    below    ceiling. 


Fig.  !>  shows  .~)6-watt  tungsten  lamps  in  white  glass  reflectors. 
Fig.   11  shows  SO-watt  turnip-shaped  lamps. 

No.  3. — In  the  third  test  five  94-watt  clear  tungsten 
filament  lamps,  equipped  with  clear  prismatic  reflectors, 
were  located  in  a  single  row  down  the  center  line  of  the 
ceiling.  Four  10-watt  tungsten  emergency  lamps  in 
clear  prismatic  reflectors  were  located  between  these. 
The  resultant  average  intensity  in  the  car  body  was 
good,  but  due  to  the  relatively  low  hanging  height  and 
wide  spacing  of  the  units  the  distribution  was  very  un- 
even (Fig.  3).  The  installation  and  maintenance  of  the 
system  would  be  low,  on  account  of  the  small  number  of 
large  units  to  install  and  clean.  The  average  foot- 
candles  obtained  were  5.0  at  normal  and  2.8  at  85  per 
cent  voltage.  The  energy  consumption  was  0.87  watt 
per  square  foot ;  the  effective  lumens  per  watt  were  5.75 ; 
and  the  effective  utilization  efficiency  was  71.5  per 
cent. 

Semi-Indirect  Lighting  Tests 

No.  1.— A  very  interesting  method  of  lighting  was 
used  in  the  first  semi-indirect  lighting  test.  Twelve 
special  80-watt  95-volt  turnip-shaped  tungsten  lamps, 
opal-dipped  over  the  tip  half,  were  installed  down  .the 
center  line  of  the  ceiling.  Each  lamp  was  suspended  by 
an  inverted  white  enameled  cone,  shown  in  Fig.  11. 
Three  10-watt  tungsten  emergency  lamps  were  also  used 
in  small  rosettes.  The  80-watt  lamps  were  connected 
six  in  series.  All  of  the  filament  of  the  80-watt  lamps 
was  located  below  the  center  of  the  bulb ;  hence,  none  of 
it  was  in  the  line  of  vision.  The  opal  on  the  lower  half 
of  the  bulb  served  to  protect  the  passengers'  eyes  from 
the  glare  of  the  bare  filament  and  to  reflect  the  light  up 
to  the  ceiling.  This  system  eliminated  reflectors,  spe- 
cial holders  and  other  accessory  equipment,  thus  lower- 
ing both  installation  and  maintenance  costs.    The  aver- 


age intensity  was  7.7  foot-candles  at  normal  and  5.1  at 
85  per  cent  voltage.  The  energy  consumption  was  1.69 
watts  per  square  foot,  the  effective  lumens  per  watt  4.65 
and  the  utilization  efficiency  58.4  per  cent. 

No.  2. — In  the  second  semi-indirect  lighting  test  a 
novel  equipment  was  used  (Fig.  10).  Ten  56-watt  clear 
tungsten  lamps  were  located  on  the  center  line  of  the 
ceiling,  supplemented  by  four  10-watt  tungsten  emer- 
gency lamps.  At  6  in.  below  the  ceiling,  and  extending 
the  entire  length  of  the  car,  was  suspended  a  reflector 
consisting  of  a  white  enameled  board  11  in.  wide,  con- 
vex on  a  16-in.  radius.  The  bowls  of  the  56-watt  lamps 
extended  through  holes  cut  in  this  reflector.  Under  each 
hole  was  fastened  a  white  glass  dish  to  diffuse  the  glare 
of  the  bare  filament.  The  plan  was  to  utilize  as  much  as 
possible  of  the  direct  light  from  the  lamp,  to  illuminate 
the  advertising  signs ;  the  indirect  light  to  give  even 
distribution  and  the  direct  light  to  brighten  up  the  un- 
der side  of  the  reflectors.  The  light  distribution  was 
good,  but  the  intensity  low,  averaging  3.9  foot-candles 
at  normal  and  2.2  at  85  per  cent  voltage.  The  watts  per 
square  foot  were  1.03,  effective  lumens  per  watt  3.81, 
and  the  effective  utilization  efficiency  was  47.2  per  cent. 
The  illumination  was  pleasant,  but  the  appearance  of 
the  lighting  equipment  was  rather  crude,  suggesting  a 
watering  trough  down  the  center  of  the  car.  While 
both  sides  of  the  reflector  and  the  ceiling  were  painted 
alike,  the  under  side  of  the  reflector  appeared  gray,  due 
to  the  lower  intensity  of  light  on  it.  Another  test  with 
the  interior  finish  silver  gray  instead  of  white  lowered 
the  efficiency  about  10  per  cent. 

The  next  semi-indirect  equipment  tested  consisted  of 
ten  94-watt  tungsten  lamps  equipped  with  five  13-in. 
glass  bowls,  mounted  down  the  center  line  of  the  ceiling. 


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NEW  YORK    MUNICIPAL   CAR — FIGS.    12,    13    AND    14 — ARRANGEMENTS  AND  TYPE  OF  LIGHTS 

Fig.  12  shows  an  indirect  fixture  with  three  3fi-watt  tungsten  lamps   (see  Fig.  6).     Pig.  1.1  shows  seml-lndlrect  lighting  with  two 
94-watt  and  one  10-watt  lamp  per  bowl.     Fig.   14  .shows  tungsten   lamps  and  special  curved  white  glass  screens. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


617 


NEW    YORK    MUNICIPAL    CAR — FIG.    15 — LIGHTING   EFFECT 
OF  INSTALLATION   SHOWN   IN  FIGS.    1   AND  9 

There  were  two  94- watt  lamps  and  one  10- watt  emer- 
gency lamp  in  each  bowl.  The  bowls  were  hinged  to 
allow  lowering  for  cleaning  and  lamp  replacement.  The 
bowls  were  suspended  with  their  tops  located  12  in. 
below  the  center  of  the  ceiling.  The  illumination  from 
this  system  was  very  uneven,  being  high  directly  under 
the  units  and  low  between  them  (Fig.  5).  The  average 
intensity  was  5.7  and  3.2  foot-candles  at  normal  and  85 
per  cent  voltage  respectively;  watts  per  square  foot 
1.69,  effective  lumens  per  watt  3.36,  and  effective  utiliza- 
tion efficiency  41.5  per  cent. 

To  determine  the  effect  of  the  shape  of  the  ceiling  on 
the  light  distribution,  a  special  headlining  consisting  of 
a  white  enameled  insert,  having  a  3-ft.  span  on  an  18-in. 
radius,  was  inserted  and  the  test  repeated  (Fig.  16). 
This  raised  the  average  foot-candles  to  6.1  and  3.4  at 
normal  and  85  per  cent  voltage  respectively,  effective 
lumens  per  watt  to  3.62,  and  the  utilization  efficiency  to 
44.7  per  cent. 

The  insert  was  then  removed  and  the  test  repeated 
with  a  different  spacing  of  the  units.  This  resulted  in 
a  little  improvement  in  distribution.  The  principal 
trouble  was  that  the  car  headroom  was  not  sufficient  to 
allow  the  lighting  units  to  be  hung  the  proper  distance 
below  the  ceiling. 

The  next  equipment  tested  required  special  reflecting 
devices.  Ten  56-watt  clear  tungsten  lamps  were  located 
in  a  single  line  down  the  center  of  the  ceiling,  with  five 
10-watt  all-frosted  emergency  lamps  in  rosettes  between 
them.     Each  56-watt  lamp  was  equipped  with  a  screen 


NEW      YORK      MUNICIPAL      CAR — FIG.      16 — SEMI-INDIRECT 
LIGHTING    WITH    SPECIAL    CEILING    INSERTS 

made  from  a  circular  piece  of  glass  bent  over  a  cylinder 
(Fig.  14).  This  gave  a  screen  11  in.  long  x  8  in.  wide  x 
3  in.  deep.  When  these  screens  were  hung  beneath  the 
lamps  with  their  open  ends  toward  the  side  of  the  car,  it 
was  possible  to  see  the  lamp  filaments  from  any  part  of 
the  passenger  car  body;  at  the  same  time  the  direct 
light  from  a  considerable  portion  of  the  lamp  fell  on  the 
ceiling  and  reached  the  reading  plane  with  but  one  re- 
flection, making  the  system  fairly  efficient.  The  dis- 
tribution lengthwise  of  the  car  was  even,  though  the 
outboard  seats  received  considerably  less  light  than  the 
center  aisle  of  the  car.  The  average  intensity  was  4.8 
and  2.7  foot-candles  at  normal  and  85  per  cent  voltage, 
the  energy  consumption  1.04  watts  per  square  foot, 
effective  lumens  per  watt  4.63,  and  effective  utilization 
57.6  per  cent.  The  chief  advantage  of  this  equipment 
was  the  ease  with  which  the  reflectors  could  be  cleaned. 

Totally  Indirect  Tests 

No.  1. — The  first  totally  indirect  equipment  tried  con- 
sisted of  eight  special  indirect  fixtures,  these  being 
white  porcelain  enameled  on  steel,  15V2  in-  in  diameter 
and  5':;  in.  deep.  Each  fixture  contained  three  36-watt 
tungsten  lamps  mounted  vertically.  The  fixtures  were 
hung  in  a  single  row  down  the  center  line  of  the  ceiling, 
the  tops  of  th,e  reflectors  being  13  in.  below  the  ceiling. 
The  spacing  of  the  units  is  shown  on  Fig.  6.  The  re- 
sultant illumination  was  uniform  and  of  fairly  good  in- 
tensity, averaging  5.1  and  3.2  foot-candles  at  normal 
and  85  per  cent  voltage,  for  an  energy  consumption  of 


NEW  YORK  MUNICIPAL  CAR — FIG.   17 — INDIRECT  LIGHTING 
WITH  REFLECTORS  SET  IN  COVES,  TEN  ON  EACH  SIDE. 


NEW  YORK  MUNICIPAL  CAR — FIG.   18 — INDIRECT  LIGHTING 
FROM    UNITS    ON    GRAB    RAILS 


613 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


1.47  watts  per  square  foot.  The  effective  lumens  per 
watt  were  3.43  and  the  effective  utilization  efficiency 
was  46.3  per  cent.  The  chief  drawback  of  these  fixtures 
was  their  liability  to  catch  and  collect  much  dirt,  thus 
materially  reducing  their  efficiency;  also  to  obtain  good 
distribution  it  was  necessary  to  hang  them  so  low  that 
they  might  be  in  the  way  of  tall  passengers. 

No.  2. — To  get  away  from  a  low  fixture  in  tne  center 
line  of  the  car,  the  next  equipment  tested  consisted  of 
twenty  36-watt  tungsten  lamps  in  indirect  reflectors. 
These  were  mounted  in  two  rows  of  ten  each  on  the  sides 
of  the  car,  just  above  the  deck  sill  between  the  ventila- 
tors, as  shown  in  Fig.  17.  Five  10-watt  frosted  lamps 
in  rosettes  were  mounted  on  the  ceiling  for  emergency 
lights.  The  36-watt  lamps  were  mounted  horizontally 
with  their  centers  7  ft.  4  in.  above  the  floor.  The  spac- 
ing of  the  lighting  units  and  the  distribution  therefrom 
is  shown  ini  Fig.  7.  The  resultant  illumination  was  of 
low  intensity,  averaging  3.5  and  2.2  foot-candles  at  nor- 
mal and  85  per  cent  voltage.  The  wattage  consumption 
was  1.32  per  square  foot,  effective  lumens  per  watt  were 
2.67,  and  effective  utilization  efficiency  36.3  per  cent. 
The  main   objection  was  keeping  the  reflectors  clean. 


NEW  YORK  MUNICIPAL  CAR — FIG.   19 — LIGHTING  ADOPTED 

56-watt  bowl-frosted  lamps  In  white  glass  reflectors,  and  10- 
watt  all-frosted  emergency  lamps. 

No.  3. — The  last  test  was  made  on  twelve  94-watt 
tungsten  lamps  in  indirect  reflectors  and  five  10-watt 
emergency  lamps  in  rosettes,  located  down  the  center 
line  of  the  ceiling.  To  get  maximum  headroom  for  these 
reflectors  and  still  have  them  out  of  the  way  of  pas- 
sengers, special  inverted  cone-shaped  containers  for  the 
reflectors  were  built  into  the  stanchions  along  the  center 
line  of  the  car  (Fig.  18).  Unfortunately  the  construc- 
tion of  the  car  necessitated  spacing  the  units  rather 
far  apart,  so  that  uneven  illumination  resulted.  In  ad- 
dition to  the  bowls,  smaller  inverted  bowls  were  mounted 
on  the  horizontal  grab  rails,  at  points  shown  in  Fig.  8. 
Each  of  these  contained  one  94-watt  tungsten  lamp, 
making  a  total  of  twelve  94-watt  and  five  10-watt  lamps 
in  the  car.  The  average  foot-candles  were  8.5  and  4.7 
at  normal  and  85  per  cent  voltage,  watts  per  square 
foot  2.01,  effective  lumens  per  watt  4.21,  and  the  utiliza- 
tion efficiency  was  53.4  per  cent.  Much  difficulty  would 
be  experienced  in  keeping  this  equipment  clean. 

CONSIDERATIONS  WHICH   FIXED  THE  CHOICE 

General  Effect  and  Appearance. — The  general  effect 
and  appearance  of  each  system  under  test  were  judged 
by  comparison  with  present  methods  of  car  lighting  for 
similar  service,  namely,  with  the  use  of  tungsten  lamps 
but  without  reflectors.    Under  this  item  was  also  con- 


sidered the  effect  of  the  distribution  of  light  on  the 
various  parts  of  the  car. 

Lack  of  Eyestrain. — The  effect  of  the  light  on  the 
eyes  was  particularly  noted  by  a  large  number  of  ob- 
servers. 

Ease  in  Reading  for  Seated  and  Standing  Passengers. 
— Particular  attention  was  given  to  the  possible  shadows 
thrown  on  reading  matter  of  seated  passengers  by  pas- 
sengers standing  in  a  crowded  car.  In  some  cases  it 
was  found  that  passengers  could  obtain  proper  light  in 
any  position;  in  others  it  was  necessary  for  them  to 
move  in  their  seats,  often  to  uncomfortable  positions,  to 
obtain  proper  light. 

Efficiency  of  System. — The  efficiencies  of  the  systems 
tested  differed  widely.  In  some  cases  this  was  largely 
due  to  the  type  of  reflector  used;  in  others  to  the  posi- 
tion of  the  reflector,  shape  of  the  ceiling,  etc.  In  several 
tests  it  was  evident  that  improvement  could  be  made  by 
changes. 

Maintenance. — The  question  of  maintenance  was  seri- 
ous. Some  of  the  most  desirable  arrangements  of  re- 
flectors and  lights  were  handicapped  by  the  dust  prob- 
lem. With  a  large  number  of  small  units  this  difficulty 
increases. 

Energy  Consumption. — To  secure  a  reasonable  oper- 
ating cost,  low  energy  consumption  was  one  of  the  im- 
portant factors.  The  indirect  system  of  lighting  re- 
quired considerably  more  power  than  the  direct,  while 
the  semi-indirect  came  between  these  two. 

Depreciation. — The  relative  loss  of  reflecting  power, 
due  to  accumulation  of  dust  on  the  various  types  of  re- 
flectors, also  received  consideration. 

Emergency  Lighting. — It  was  decided  that  suflicient 
light  would  be  obtained  from  the  emergency  lamps  to 
permit  clearly  distinguishing  people  and  various  objects 
in  the  car  with  the  main  lamps  extinguished. 

A  thorough  study  finally  led  to  the  adoption  of  a 
single  line  of  fifteen  56-watt  bowl-frosted  tungsten 
lamps  placed  symmetrically  down  the  center  line  of  the 
ceiling,  equipped  with  reflectors,  as  shown  in  Fig.  19, 
supplemented  by  six  10-watt  all-frosted  round-bulb 
tungsten  emergency  lamps.  One  big  unit  was  placed  on 
each  end  bulkhead  of  the  car  to  bring  up  the  illumina- 
tion at  these  points.  This  system  was  chosen  as  the 
one  containing  the  highest  percentage  of  satisfactory 
illumination,  low  energy  consumption,  low  maintenance 
and  upkeep  and  pleasing  appearance. 

The  emergency  lamps  were  placed  in  rosettes,  one 
being  located  on  the  side  wall  over  each  pair  of  doors. 
These  lamps  do  not  burn  while  there  is  power  on  the 
line,  but  the  instant  that  fails  they  are  automatically 
thrown  onto  a  storage  battery. 

In  the  car  as  finally  equipped  the  illumination  aver- 
aged 5.94  foot-candles  at  normal  and  3.85  at  85  per  cent 
voltage,  the  energy  consumption  was  1.44  watts  per 
square  foot,  effective  lumens  per  watt  4.14,  and  the 
utilization  efficiency  50.6  per  cent.  These  data  are  not 
comparable  with  the  other  tests,  due  to  the  use  of  bowl 
frosted  lamps  (instead  of  clear),  also  a  larger  number 
and  different  arrangement  of  lighting  units. 

It  was  interesting  to  note  that  the  low  intensities  of 
illumination,  at  stations  7  and  17,  were  opposite  the 
entrance  doors,  which  are  dark  green,  in  comparison 
to  the  white  finish  between  doors.  The  curves  were 
slightly  high  at  stations  2,  3  and  4,  due  to  the  fact  that 
the  end  lamps  are  located  on  the  bulkheads  considerably- 
lower  than  the  rest  of  the  lamps  in  the  car. 

On  the  whole,  the  illumination  is  remarkably  soft, 
even  and  pleasing.  It  is  not  possible  to  note  any  un- 
evenness  with  the  naked  eye.  The  use  of  bowl-frosted 
lamps  lowers  the  efficiency  a  little,  but  also  eliminates, 
glare,  even  when  one  looks  directly  at  the  lamp. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 

Report  On    Motor  Vehicles 


619 


Committee  on  Operation  of  Motor  Vehicles  Presents  Report  on  "Jitney"  Bus  Situation— Statement  for  the  Press. 

— Cost  Analysis  by  Bureau  of  Fare  Research 


A  meeting  of  the  committee  on  operation  of  motor 
vehicles  of  the  American  Electric  Railway  Association, 
held  in  New  York  on  March  16,  was  mentioned  briefly 
last  week.  The  conclusions  of  the  committee  are  sum- 
marized in  a  report  printed  below,  submitted  to  Presi- 
dent Allen  of  the  association.  The  report  is  signed  by 
the  four  members  of  the  committee:  Britton  I.  Budd, 
Chicago;  Henry  G.  Bradlee,  Boston;  William  A.  House, 
Baltimore,  and  C.  L.  S.  Tingley,  Philadelphia. 

REPORT  TO  PRESIDENT  ALLEN 

The  special  committee  on  the  operation  of  motor 
vehicles,  appointed  by  you  to  consider  the  "jitney"  bus 
and  its  effect  upon  electric  railway  operation,  begs  leave 
to  submit  its  report  as  follows: 

Your  committee  has  held  two  meetings,  at  which  the 
information  compiled  by  the  secretary  was  carefully 
reviewed. 

Consideration  of  the  information  in  the  hands  of  the 
committee  has  convinced  it  that  the  "jitney"  bus,  while 
at  the  present  time  a  seeming  menace  to  the  interests 
of  the  railways,  is  in  general  the  product  of  present 
business  conditions  and  the  present  state  of  unemploy- 
ment, is  economically  unsound  and  cannot  for  long  con- 
tinue to  exist.  It  is,  however,  at  present  causing,  and 
for  some  time  to  come  may  cause,  a  diminution  in  the 
revenues  of  those  properties  located  in  cities  in  which 
the  "jitney"  operates.  A  report  prepared  by  the  bureau 
of  fare  research  bearing  on  the  cost  of  service  of  the 
"jitney"  bus  is  transmitted  herewith. 

Your  committee  desires  to  emphasize  the  distinction 
between  regular  motor  bus  service  and  the  "jitney." 
The  latter  may  in  general  be  said  to  possess  these  char- 
acteristics : 

It  is  the  operation  of  the  ordinary  four  to  seven-pas- 
senger cars,  usually  second-hand  and  of  the  cheaper 
makes,  by  the  owner  or  lessee,  for  the  carriage  of  pas- 
sengers for  short  distances.  The  service  is  without 
fixed  schedule  or  route,  and  is  operated  only  in  such  sec- 
tions as  afford  a  profitable  haul. 

Your  committee  is  convinced  that  the  evil  effects  of 
"jitney"  bus  operation  may  only  be  corrected  by  the 
public  and  not  by  the  companies,  and  that  the  com- 
panies' part  in  the  elimination  of  these  evils  must  be 
confined  to  the  fair  and  square  presentation  of  the  facts 
in  connection  with  the  case,  as  they  affect  the  public. 

In  this  connection,  two  elements  of  the  situation  stand 
out  above  all  others: 

First,  that  the  ability  of  railway  companies  to  furnish 
adequate  and  reliable  service  depends  upon  the  patron- 
age of  the  public,  and  that  the  curtailing  of  this  pat- 
ronage through  the  operation  of  the  "jitney"  must 
necessarily  reduce  the  ability  of  the  companies  to  give 
such  service. 

Second,  that  the  loss  to  the  community  through  dimin- 
ution in  taxes  and  other  public  charges  paid  by  the  rail- 
way companies,  wear  and  tear  on  streets  and  high- 
ways, increased  accidents,  and  ultimate  deterioration 
in  electric  railway  service  will  more  than  offset  any 
gains  to  the  community  which  may  arise  out  of  "jitney" 
operation. 

With  the  idea  in  mind  of  affording  assistance  to  the 
member  companies  of  this  association  in  their  task  of 
awakening  their  communities  to  the  true  situation,  your 
committee  appends  to  its  report: 


First,  a  statement  designed  for  use  in  the  press,  in 
which  has  been  assembled  what  the  committee  believes, 
to  be  the  salient  points  in  the  argument  against  the  un- 
restricted operation  of  the  "jitney."  This  statement  the 
committee  proposes  to  supplement  from  time  to  time, 
with  such  other  publicity  matter  as  it  believes  will  be 
of  service  to  member  companies. 

Second,  a  statement  intended  for  general  circulation, 
and  for  such  use  as  the  member  companies  may  desire 
to  make  of  it,  which  elaborates  and  puts  in  terms  easily 
understood  by  the  ordinary  citizen,  the  reasons  why  this, 
"jitney"  competition  is  not  to  the  best  interests  of  the 
community. 

Your  committee  has  examined  many  regulatory  meas- 
ures which  are  in  effect  or  under  consideration,  and  for 
your  information  two  typical  forms  are  appended  hereto. 
Copies  of  additional  measures  are  on  file  in  the  ofiice  of 
the  association  and  will  be  furnished  to  member  com- 
panies or  to  public  officials  interested,  upon  request  to- 
the  secretary. 

On  the  matter  of  regulation,  your  committee  believes 
it  important  that  this  fundamental  idea  be  kept  in 
mind:  If  the  "jitney"  is  to  enter  the  business  of  the 
common  carrier,  which  is  in  fact  what  it  is  doing,  then 
it  should  by  the  proper  authorities  be  declared  a  com- 
mon carrier  and  subject  to  all  the  duties  and  obliga- 
tions placed  upon  common  carriers. 

Electric  railways  are  operated  under  strict  laws,  or- 
dinances and  commission  requirements,  which  have  been 
instituted  by  the  representatives  of  the  people,  in  the- 
interests  of  the  public  and  for  its  protection.  If  equal 
protection  to  the  public  interest  is  to  continue,  it  is 
obvious  and  equitable  that  the  same  requirements  and 
obligations,  or  other  requirements  and  obligations  meet- 
ing the  special  conditions  which  have  arisen,  should  be 
placed  upon  any  form  of  local  transportation  which 
seeks  to  acquire  the  same  rights  and  privileges  uponi 
the  public  highway. 


FOR  THE  PRESS 

The  special  committee  of  the  American  Electric  Rail- 
way Association,  consisting  of  Britton  I.  Budd,  presi- 
dent Metropolitan  West  Side  Elevated  Railways  Com- 
pany of  Chicago;  H.  G.  Bradlee,  president  of  the  Stone- 
&  Webster  Management  Association  of  Boston ;  William 
A.  House,  president  United  Railways  &  Electric  Com- 
pany of  Baltimore,  and  C.  L.  S.  Tingley,  vice-president 
the  American  Railways  Company  of  Philadelphia,  which 
has  been  investigating  the  subject  of  "jitney"  buses, 
has  submitted  its  report  to  the  association. 

The  committee  says : 

"The  'jitney'  is  a  product  of  unemployment  and  has 
sprung  into  existence  primarily  because  the  owner  or 
lessee,  being  out  of  work,  is  for  the  time  being  content 
with  such  income  as  arises  from  the  small  difference  be- 
tween the  fares  collected  and  the  cost  of  gasoline,  tires 
and  minor  repairs. 

"The  committee's  investigations  have  been  such  as  to 
convince  it  that  the  operation  of  the  'jitney'  is  not  profit- 
able to  its  operators.  This  is  shown  conclusively  by  the 
constant  change  in  the  personnel  of  the  operators  of 
these  machines  in  the  cities  where  the  'jitney'  has  been 
established.  The  experience  in  all  of  these  places  is  that 
few  men  stay  in  the  business  longer  than  a  month  or 


620 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


two,  and  the  conclusion  is  inevitable  that  such  owners 
find  the  business  unprofitable  but  that  their  places  are 
supplied  by  others,  who  are  led  to  take  up  the  work  be- 
cause of  the  advertising  that  has  been  given  to  the 
"'jitney'  proposition  and  to  a  certain  extent  because  of 
the  representations  of  automobile  dealers,  anxious  to 
secure  a  market  for  their  second-hand  cars. 

"In  the  meantime,  however,  it  must  be  borne  in  mind 
by  those  communities  which  are  encouraging  'jitney' 
operation  that  the  revenue  received  by  their  proprietors 
is  taken  from  the  revenue  of  the  electric  railways,  and 
that,  because  the  ability  of  these  railways  to  furnish 
adequate  service  depends  entirely  upon  the  moneys  re- 
ceived in  fares,  such  diminution  in  income  lessens  the 
ability  of  the  companies  to  furnish  the  service  de- 
manded. Communities  are  apt  to  forget  the  benefits 
which  are  received  from  electric  railway  operation  and 
which  are  not  received  from  'jitney'  bus  operation.  In- 
cluded in  these  are  the  payment  of  a  very  large  amount 
in  taxes  and  in  other  public  charges,  extensive  contri- 
butions toward  the  cost  of  paving,  the  maintenance  of 
unprofitable  lines  necessary  to  civic  development,  the 
maintenance  of  fixed  routes  and  fixed  schedules  and 
service  uninterrupted  so  far  as  possible  by  weather  con- 
ditions, the  investment  of  a  large  sum  of  money  in  the 
equipment  necessary  to  take  care  of  the  demands  during 
the  time  of  extraordinary  travel,  the  provision  of  com- 
fortable and  safe  cars,  properly  lighted  and  suited  to 
the  varying  conditions  of  the  seasons,  the  system  of 
transfers,  whereby  the  revenues  of  the  company  are 
largely  reduced,  in  order  that  transportation  may  be 
furnished  to  all  parts  of  the  city,  its  financial  respon- 
sibility for  the  damages  resulting  from  the  accidents, 
its  submission  to  the  coiltrol  of  the  regulatory  bodies 
as  to  capitalization,  rates  and  service,  and,  above  all, 
the  fact  that  a  very  heavy  percentage  of  its  income  is 
returned  to  the  community,  in  the  shape  of  taxes,  public 
charges,  wages,  payment  for  supplies  and  other  items. 

"Contrasted  with  the  benefits  to  be  derived  from  the 
operation  of  'jitneys,'  your  committee  believes  that  the 
advantage  to  the  community  is  all  with  the  electric  rail- 
ways, and  that  it  is,  therefore,  for  the  communities  to 
decide  whether,  jn  their  own  interest,  the  'jitney,'  being 
a  common  carrier  and  seeking  the  privileges  granted 
to  common  carriers,  should  not  be  obliged  to  assume  the 
obligations  of  a  common  carrier. 

"In  other  words,  it  is  for  these  communities  to  say 
whether,  as  a  matter  of  protection  to  the  public,  the 
'jitney'  should  be  compelled  to  operate  over  fixed  routes 
and  upon  fixed  schedules,  whether  it  should  be  placed 
under  the  jurisdiction  of  such  regulatory  bodies  as  exer- 
cise jurisdiction  over  railways,  should  contribute  in 
taxes  for  general  city  purposes  and  for  paving  purposes 
a  sum  proportionate  to  that  contributed  by  the  railways, 
should  be  held  to  strict  accountability  for  accidents, 
should  be  required  to  establish  its  responsibility  for 
damages  arising  from  such  accidents,  should  be  com- 
pelled to  provide  for  the  safety  of  its  passengers,  and 
should  maintain  the  same  standard  of  service  required 
of  electric  railways. 

"Every  obligation  placed  upon  the  electric  railway 
has  been  so  placed  by  the  representatives  of  the  people 
in  the  interest  of  the  people. 

"It  is  now  for  the  people,  for  whom  this  elaborate 
system  of  safeguards  has  been  put  into  effect,  to  say 
whether  an  untried  and  evidently  inefficient  experiment 
in  local  transportation  should,  without  restrictions,  with- 
out the  exaction  of  a  return,  with  no  responsibility  and 
with  no  obligations,  be  given  the  use  of  the  streets  and 
highways,  for  which  use  the  electric  railways  pay  so 
high  a  price. 

"This,  the  committee  feels,  is  the  question  that 
squarely  confronts  every   community   which   has   per- 


mitted the  unrestricted  operation  of  the  'jitney.'  It  is, 
moreover,  a  question  which  must  be  decided  by  the  com- 
munity and  in  the  solution  of  which  the  part  of  the 
companies  is  simply  to  point  out  the  undoubted  facts." 


REPORT  OF  BUREAU  OF  FARE  RESEARCH 

The  report  of  the  bureau  of  fare  research  will  be  pub- 
lished in  pamphlet  form  by  the  associatidh  for  distribu- 
tion among  the  members.    An  abstract  follows : 

Such  regulation  as  has  been  undertaken  through  city 
ordinances  may  be  classified  as  to  the  intent  of  its  pro- 
visions as  follows : 

(1)  Requiring  "jitney"  operators  to  carry  liability  in- 
surance or  to  execute  a  bond  for  $10,000  or  other  sub- 
stantial sum,  for  each  car  operated  in  order  that  the 
public  may  be  assured  of  their  financial  reliability  in  the 
event  of  accident. 

(2)  Requiring  and  charging  a  fee  for  a  license  in 
order  that  (a)  the  "jitney"  shall  contribute  to  the  com- 
mon funds  of  the  community,  and  (b)  the  casual  and 
irresponsible  operator  may  be  eliminated. 

(3)  Providing  for  the  regulation  and  licensing  of 
drivers  in  the  interests  of  safety. 

(4)  Providing  for  definite  routes  and  schedules  as 
affecting  reliability  of  service. 

(5)  Providing  standards  (loading,  lighting  and  heat- 
ing) to  promote  the  comfort  and  convenience  of  pas- 
sengers. 

(6)  Providing  definite  rates  of  fare. 

(7)  Providing  penalties  for  failure  to  comply  with 
regulations  (fines  and  revocation  of  license). 

The  following  tabular  representation  of  ordinance  re- 
quirements is  drawn  from  copies  of  ordinances  either 
proposed  or  adopted.  The  table  is  incomplete  and  some 
of  the  requirements  may  be  or  may  have  been  altered 
before  adoption.  Numbers  correspond  to  numbered 
paragraphs  above: 


Table  I,  Showing  Requirements  in  "Jitney"  Ordinances 

Requirements 
Cit.v  in  Ordinance 

Birmingham,  Ala 1 

Fresno,    Cal 1   to  4,   6,   7 

Long  Beach,  Cal 1   to  4,  7 

I.os   Angeles,   Cal 1   to  5,   7 

Oakland,  Cal 1   to  4,  6,   7 

Pasadena,    Cal 1,        2,   4,   7 

San  Francisco,  Cal 1   to  4 

Boise,   Idaho 1   to  3,   7 

Oklahoma    City,    Okla 1,        2,  4,   7 

Fort    Worth,    Tex 1   to  4,   7 

Port    Arthur,    Tex 1   to  4,  7 

Seattle,   Wash 2  to  5 

Spokane,    Wash 1,        2,4 

The  city  of  Denver  has  passed  an  ordinance  requiring 
each  individual  contemplating  engaging  in  the  passen- 
ger transportation  business  to  obtain  a  franchise. 

Cost  of  Operation 

An  examination  of  the  various  elements  of  the  cost  of 
operation  of  "jitney"  buses  may  be  conveniently  made 
under  the  general  groups  of  accounts  in  use  by  electric 
railways.  Under  the  head  of  way  and  structures  there 
will  be  normally  little  expense  for  the  man  who  operates 
his  own  car.  Companies,  however,  which  maintain  their 
own  garages  or  own  and  maintain  general  office  build- 
ings will  incur  expenses  properly  listed  as  maintenance 
of  buildings,  fixtures  and  grounds,  and  as'depreciation 
of  structures.  Inasmuch  as  the  greater  part  of  the 
operators  of  "jitneys"  own  their  cars  and  keep  them  in 
sheds  and  stables  not  otherwise  in  use,  no  cost  has  been 
considered  under  this  head.  Individual  "jitney"  owners 
are  under  no  necessity  of  counting  as  part  of  the  cost 
of  operation,  taxes  and  interest  on  the  investment  in  and 
the  cost  of  maintenance  of  property  otherwise  idle. 
There  have,  however,  been  considered  a  part  of  such 
items  under  the  caption  of  garage  costs. 

Under  the  heading  of  equipment  some  rather  exten- 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


621 


sive  cost  figures  have  been  kept  during  the  past  year  by 
a  company  which  is  a  member  of  the  American  Electric 
Railway  Association.  This  company  operates  several 
types  of  cars  in  different  cities,  and  its  records  based 
on  twenty  Ford  cars  in  service  for  eight  months  disclose 
an  expense  of  1.3  cents  per  mile  for  maintenance  of 
chassis  and  body.  Tires  cost  1.2  cents  per  car-mile,  and 
miscellaneous  expenses  for  maintenance  and  replacement 
of  parts  amount  to  0.3  cent  per  car-mile,  or  a  total  for 
the  three  items  of  3.3  cents.  These  costs  do  not  allow 
for  depreciation  and  replacement  of  the  car.  Corre- 
sponding figures  from  two  other  reliable  sources  and 
covering  other  types  of  cars  are  respectively  7.71  cents 
per  car-mile  and  4.56  cents  per  car-mile. 

Under  the  heading  of  power  there  must  be  included 
the  cost  of  gasoline  and  oil,  and  engine  maintenance. 
For  the  Ford  cars  above  referred  to,  the  cost  for  these 
items  was  slightly  more  than  2.5  cents  per  car-mile, 
while  the  amounts  for  the  other  two  types  of  car  were 
4.43  cents  per  car-mile  and  2.39  cents  per  car-mile  re- 
spectively. 

Under  the  heading  of  conducting  transportation  the 
major  item  is  the  wage  of  the  driver.  The  figures  which 
the  bureau  has  been  able  to  obtain  for  this  show  a  wide 
variation.  One  "jitney"  company  pays  2  cents  per  mile; 
one  30  cents  per  hour;  another  pays  $8  per  week  to 
foreigners  for  this  type  of  work.  Still  another  company 
is  reported  as  paying  $15  per  week  and  one  pays  the 
driver  35  per  cent  of  the  gross  receipts.  Inasmuch  as 
the  possession  of  a  license  is  necessary  in  many  cities  if 
one  wishes  to  operate  a  car,  it  seems  that  the  minimum 
wage  which  can  be  paid  will  not  be  greatly  below  $2 
per  day  and  the  man  who  drives  his  own  car  will  prob- 
ably consider  his  time  worth  at  least  $2  per  day.  Less 
may  be  paid,  however,  in  the  case  of  men  and  boys  who 
operate  cars  for  three  or  four  hours  per  day  in  addition 
to  some  other  occupation. 

There  will  usually  be  little  to  be  considered  under  the 
heading  of  traffic.  An  occasional  payment  for  advertis- 
ing and  solicitation  may  occur,  but  this  in  general  may 
be  neglected  and  may  to  a  certain  extent  be  offset  by 
revenue  from  advertising. 

Injuries  and  damages  and  insurance  will  be  the  most 
important  items  in  the  general  charges,  and  in  many  in- 
stances these  will  be  by  far  the  largest  expenses  to  be 
met  by  the  owner-operator.  In  one  of  the  Pacific  Coast 
cities,  each  of  the  three  local  bonding  companies  has, 
since  the  advent  of  the  "jitney"  bus,  refused  to  issue  in- 
demnity insurance  for  such  vehicles,  and  in  a  somewhat 
smaller  city  the  rates  for  such  policies  have  been  in- 
icreased  from  an  annual  fee  of  $50  to  one  of  $250. 

However,  the  rates  for  insurance  indemnifying  auto- 
mobile operators  against  loss  through  injury  and  dam- 
age suits  are  not  as  yet  based  upon  sufficient  experience 
to  render  them  stable,  and  as  "jitney"  buses  become 
numerous,  they  are  being  increased.  At  present  the 
rate  for  a  Ford  car  operated  for  hire  in  New  York  City 
is  $150  per  year.  To  this  sum  should  be  added  insur- 
ance against  damage  from  fire,  against  damage  from 
collision,  against  loss  by  theft,  and  against  judgments 
obtained  by  employees.  Probably  these  risks  can  be 
pooled  through  insurance  for  a  sum  ranging  from  $200 
to  $300  per  year. 

Garage  expense,  cleaning  and  inspection  may  be  fig- 
ured between  $12  and  $20  per  week.  This  expense  will 
be  avoided  by  owner-operators  of  single  cars,  but  is 
nevertheless  a  real  outlay  which  must  be  taken  into 
account  where  several  "jitneys"  are  operated  by  em- 
ployees. 

TAXICAB  OPERATING  COSTS 

.  The  experience  of  taxicab  companies  is  also  of  in- 
terest.   The  estimated  figures  shown  in  Table  II  were 


prepared  some  months  ago  by  Benedict  Holden,  former 
counsel  of  the  Mason-Seamon  Taxicab  Company  operat- 
ing in  New  York  City.  They  are  presented  without  ex- 
tended discussion  as  a  contribution  to  the  subject  from 
one  closely  associated  with  the  operation  of  automobiles 
for  hire  and  in  possession  of  pertinent  information.  The 
Ford  town  car  is  the  one  assumed  in  the  following  table, 
in  which  the  figures  are  given  in  cents  per  mile: 

Table  II. — Expenses  per  Mile  for  Taxicabs 

1.  Drivers'    wages,    clothing    and    gasoline 4.07 

2.  TjUbricants     0.05 

3.  Tires     2.00 

4.  Washing,    polishing  and   garage   attendance 0.70 

'i.  Repairs,   labor    0.85 

0.  Repairs,    material    0.33 

7.  Painting,    upholstering,    etc 0.17 

Rent    0.,t6 

Light,  heat,  power 0.14 

Taximeters    0.20 

Licenses     o.07 

Injuries  and  damages 0.50 

Office  and   supervising  salaries 0.76 

Advertising    i]ii 


!). 

9. 
10. 
11. 
12. 
13. 
14. 


Total 11.51 


These  figures  were  based  on  the  assumption  that 
15,000  miles  would  be  run  annually  per  car.  Items  4,  8, 
9,  10,  11,  13  and  14  are  nearly  independent  of  the  miles 
run,  and  if  a  car  made  25,000  miles  instead  of  15,000 
miles  in  a  year,  the  cost  per  car-mile  would  become  10.1 
cents  instead  of  11.5  cents.  Eliminating  advertising  and 
rent  of  taximeters,  expenses  which  the  "jitney"  operator 
will  reduce  to  a  minimum  or  avoid  entirely,  the  total  be- 
comes 9.3  cents  per  car-mile.  To  this  figure,  however, 
there  should  be  added  at  least  0.8  cent  per  car-mile  for 
depreciation  of  the  car,  so  that  on  the  basis  of  these 
figures  a  car  should  earn  at  least  10  cents  per  mile  to 
pay  expenses.  In  Table  III  the  above  figures  as  well 
as  the  foregoing  ones  are  summarized  in  classified  form. 

Fixed  Charges 

In  addition  to  ordinary  operating  expenses,  the  items 
of  depreciation  and  interest  are  essential  parts  of  the 
cost  of  service.  By  far  the  largest  number  of  "jitney" 
buses  in  service  are  Ford  five-passenger  touring  cars, 
costing  about  $500.  .  The  private  user  receives  an  allow- 
ance of  $200  on  an  old  car  turned  in  on  the  purchase  of 
a  new  one,  this  being  based  on  an  estimated  normal  use 
of  5000  miles  for  one  year.  For  two  years'  operation,  or 
10,000  miles,  the  minimum  depreciation  is  about  $275. 


Table  III. — Operati.-^g  Expenses  ok  Small 

AUTOMOBILES 

Companv-Owned 

Estima 

te  for 

Automobiles 

Taxicabs 

Cents 

per             Dollars 

Cents  per 

Dollars 

Car-Mile           per  Year 

Car-Mile 

per  Year 

Way    and    structures 

equipment : 

Car     body     and 

chassis    2.1  ) 

Tires 1.2  )  7.71, 

4.56  i      '.'.'.'.'.'.'. 

1.35 

2.0 

Power ; 

Engine    mainte-  1 

nance     ^  2.5,   4.43, 

2.39  (      

1.5 

Gasoline    J 

t      

0.95 

Conducting         trans- 

portation : 

416—532 

2.5 

Garage    expense..            .... 

105 

Traffic .... 

166 

Advertising    .... 

General    and    miscel- 

laneous : 

Supervision      and 

office  expenses.  .             .... 

219 

Injuries   and    dam- 

75 — 130 

• 

75 

Insurance    .... 

50—130 

However,  there  seems  little  reason  to  doubt  that,  con- 
sidering the  excess  of  mileage  over  5000  made  yearly  by 
the  "jitney,"  the  minimum  depreciation  will  be  $200 
whether  new  cars  are  secured  each  year  or  on  alternate 
years.  Similar  figures  furnished  by  individual  owners 
of  private  cars  range  from  $160  to  $225. 

Of  course,  the  cheapness  of  second-hand  cars  may  in- 
fluence individual  owner-operators  to  enter  the  "jitney" 
business,  but  it  appears  unlikely  that  such  competition 
will  be  of  as  long  duration  or  as  serious  as  that  of  the 


622 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


owners  of  new  cars  of  recent  design.  Consequently, 
the  annual  cost  of  maintaining  the  investment  in  a  Ford 
car  may  be  taken  as  $240. 

The  items  of  taxes  and  license  fees  may  be  considered 
together  at  a  minimum  of  $5.  There  is  no  uniformity 
of  license  fees  and  no  estimate  can  be  made  as  to  the 
amount  of  the  average  fee. 

Collecting  the  figures  and  putting  most  reliance  on 
those  coming  from  companies  which  keep  cost  data  a 
tentative  summary  can  be  made.  Looking  at  the  matter 
from  the  point  of  view  of  those  who  drive  their  own 
"jitney"  buses  and  who  will  be  persistent  but  not  serious 
competitors,  the  cost  of  operation  is  simply  the  expendi- 
ture for  gasoline,  oil,  repairs  and  tires,  and  the  differ- 
ence between  this  amount  and  the  fares  collected  repre- 
sents profits.  The  lowest  reliable  figure  for  these  items, 
reported  in  Table  III,  is  5.8  cents  per  mile.  Assuming 
a  2.5-mile  route  (round  trip  5  miles)  and  75  miles  as  a 
day's  run,  $4.35  represents  the  "out  of  pocket"  cost.  If 
four  passengers  are  hauled  on  each  trip  the  fares  will 
amount  to  40  cents  per  round  trip,  or  $6  per  day,  leav- 
ing a  wage  for  the  operator  of  $1.65.  A  shorter  haul  or 
a  higher  number  of  passengers  will  increase  the  opera- 
tor's wage  but  it  is  not  likely  that  much  more  profitable 
conditions  than  those  assumed  can  be  found  regularly. 

In  the  case  of  the  company  which  purchases  machines 
for  the  service  and  treats  the  whole  matter  as  a  business 
proposition  the  costs  varying  with  the  mileage  made 
may  be  placed  at  5.8  cents  per  mile.  Other  operating 
expenses  to  be  considered  are  insurance,  amounting  to 
$200  per  year;  cleaning,  inspection  and  housing,  $100 
per  year;  wages  of  driver,  $700  per  year;  superintend- 
ence and  management,  $195  per  car  per  year,  the  latter 
figure  being  based  on  the  expenses  of  supervision  of  a 
large  taxicab  company. 

The  above  operating  expenses  may  be  summarized  as 
5.8  cents  per  car-mile  plus  $1195  per  year.  To  these 
must  be  added  $240  interest  and  depreciation,  and  for 
want  of  better  information  $5  each  for  state  registra- 
tion, personal  property  tax  and  public  vehicle  license. 
The  total  then  is  $1450  per  year  plus  5.8  cents  per  car- 
mile,  including  an  8  per  cent  return  on  investment.  In 
other  words,  the  expense  is  $4.05  per  day  plus  5.8  cents 
per  mile. 

Maximum  Profitable  Haul  for  "Jitneys" 

If  we  assume  that  75  miles  are  run  per  day  and  that 
four  passengers  are  handled  on  each  half  round  trip  and 
letting  S  represent  the  length  of  the  route  or  one-half 
round  trip,  the  number  of  passengers  handled  per  day 
will  be  75  X  4  -^  S.  At  5  cents  per  passenger  the  rev- 
enue in  dollars  will  be  15  -4-  S.  This  must  equal  the 
cost,  which  is  75  X  0.058  +  4.05,  and  if  any  interest  on 
investment  is  earned  the  revenue  must  exceed  the  cost 
by  the  amount  of  the  interest.  The  effect  of  interest, 
however,  is  negligible,  because  of  the  small  investment. 

On  the  basis  of  no  return  on  investment,  the  relation 
between  the  number  of  passengers  per  half  round  trip 
and  the  maximum  length  of  half  round  trip  for  various 
daily  mileages  is  shown  in  Table  IV. 

Although  the  above  figures  will  vary  from  place  to 
place  and  from  time  to  time,  it  is  believed  that  they  are 
substantially  correct  as  representing  average  conditions, 
and  it  is  to  be  concluded  that  competition  from  the  "jit- 
ney" bus  will  be  confined  to  the  short-haul  business.  If 
the  "jitney"  service  survives  the  experimental  stage  and 
finds,  as  it  may,  that  after  being  put  by  laws  and  ordin- 
ances into  its  proper  relation  to  the  community,  pas- 
sengers can  be  carried  from  1  mile  to  2  miles  for  5  cents, 
this  short  haul  competition  will  constitute  the  necessity 
for,  and  furnish  a  valid  argument  for,  a  much  more 
serious  consideration  of  the  zone  system  of  fares  on  the 
part  of  the  electric  railways  and  regulatory  bodies  than 


Table  IV. — Maximum  Length  op  Half  Round  Trip  for  "Jitnet" 

Service 

Number  of  Length  of  Half  Round  Trip  In  Miles 

pQ.ss6ii£r€rs  I  ^ ■ ■ 

per  Half  75  Miles  100  Miles  150  Miles        200  Miles 

Round  Trip  per  Day  per  Day  per  Day  per  Day 

1 0.46  0.51  0.58  0.63 

2 0.89  1.02  1.17  1.27 

3 1.34  1.52  1.76  1.91 

4 1.79  2.04  2.34  2.55 

5 2.24  2.54  2.93  3.18 

6 2.68  3.05  3.52  3.82 

it  has  received  in  the  past.    It  is  obvious  that,  to  the  ex- 
tent that  the  street  railways  are  deprived  of  the  traffic 
that  costs  less  than  5  cents  per  passenger  to  handle,  they 
cannot  continue  to  carry  passengers  for  5  cents  where, 
the  cost  is  more  than  5  cents. 

Fig.  1  is  a  graphical  representation  of  the  relations 
expressed  in  the  equation : 

^'^  X  .f^  X  5  =  M  X  5.8  4-  405 
o 

where  M  represents  the  daily  mileage,  S  the  length  of  a 
half  round  trip,  N  the  number  of  passengers  per  trip, 
and  5  the  fare  in  cents.  The  diagram  is  used  by  laying 
a  straight  edge  across  the  points  corresponding  to  the 
assumed  figures  for  the  bus-miles  per  day  and  for  pas- 
sengers per  half  round  trip,  the  answer  in  maximum 
trip  mileage  being  read  on  the  upper  scale.    For  exam- 

Jitney  Bus  Miles  per  Half-Round  Trip 


1 i 1 — TT" 

.5     .6    .7    .8  .9  1 


1.5 


1 — T-rr 

7     8  9  10 


MM 

.5.6    .8    1       1.5   2 


H 1     I    I  M  III 


Passengers  per 


4    5  6  7  8  10       Kalf-Eound-Trip 


200  150  100  75  60  60   40 

^n—i — r- 


-n — r 

.Jitney  Bus  Miles  per  Day 


ElKtrie  Rg.JaMntat 


"JITNEY"  BUS — FIG.  1 — DIAGRAM  FOR  DETERMINING 
MAXIMUM  PROFITABLE  HAUL 

pie,  a  total  daily  mileage  of  100  with  three  passengers 
per  half  round  trip  will  permit  a  maximum  haul  of  1.5 
miles. 

Kailway  AND  "Jitney"  Compared 

It  is  of  considerable  interest  also  to  compare  the  costs 
of  transportation  by  the  small  automobile  with  the  costs 
on  a  typical  electric  street  railway,  and  the  following 
analysis,  while  admittedly  not  complete,  is  nevertheless, 
it  is  believed,  detailed  enough  to  indicate  rather  closely 
the  relations  between  the  factone  which  control  the 
profitable  length  of  haul  on  street  railways.  The  operat- 
ing expenses,  depreciation,  taxes  and  return  on  invest- 
ment of  a  $20,000,000  street  railway  plant,  classifying 
the  expenses  according  to  the  factor  which  presumably 
influences  itg  variations,  amount  to  $0,106  per  car-mile, 
plus  $0,985  per  car-hour,  plus  $14  per  mile  of  track  per 
day,  plus  $0.0025  per  passenger,  plus  $980  per  day  or, 
since  the  assumed  plant  is  operating  200  miles  of  track, 
$4.90  per  mile  of  track  per  day. 

Assuming  a  speed  of  8V2  m.p.h.  and  that  the  number 
of  cars  in  service  will  be  varied  to  correspond  with  the 
variations  in  traffic  so  that  there  is  a  fixed  number  of 
passengers  carried  on  each  half  round  trip,  and  that  a 
degree  of  concentration  of  traffic  exists  such  that  if  the 
number  of  car-miles  run  during  the  busiest  hour  is 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


623 


multiplied  by  lOVi,  the  result  will  be  the  total  number  table  v.— showing  receipt^^on  cost  basis  and  flat-ratb 

of  car-miles  of  all  cars  per  day,  the  following  equation  Number  of        Receipts  on      Receipts  on 

obtains :  I'assengers           Cost  Basis     Plat-Rate  Basis 

PiR  —  .25)=L{3T  +  22.2)  Length                          '             '            "per                  "  Per                   ' 

Where  P  represents  passengers  per  half  round  trip,  R  J'oun"                     Round             ^iertn'  "^"in '  ^|l?1n  "^Tn^' 

the  fare   in   cents,  L  the  length  of  half  round  trip,  and  Trip  Miles                         THp     Total      Cent_s     Dolla_rs  Gents  DoUars 

r  the  minimum  headway  in  minutes.*  z'.'.'.'.'.'.'.'.'.'.'.'.W      30      slooo       3!io       saloo       5       150 

TT.-o-     O    „V,^,„„    t-u^         14.-  u   J-  ii.       J!  X-  5 30        3,000  5.00        150.00  5  150 

i^ig.  z  snows  the  relation  between  the  four  quanti-  lo 30      3,000      10.00      300.00       5       1.50 

ties  which  appear  in  the  equation.    In  this  diagram,  the  ''^°^^  i^-"""       ^"^      ^^°-^°       ^        ^'^'^ 

figures  outside  of  the  two  lines  should  be  considered  to-  Total     excluding     2-miie 

gether  and  the  figures  fnside  of  these  lines  should  be  Totaf  excluding  '  2! '  and       ' 

considered  together.    For  example,  assume  that  it  is  de-  Tot'aTexciudlng  2! ' 3:  and      "'"""       ''''""      *^*'*"'       ^       ^'"' 

sired  to  find  out  how  many  passengers  per  half  round         s-miie  lines  ...'. 3,ooo      10.00      300.00       5       150 

trip  must  be  carried  to  make  profitable  the  operation  of 7       IT-     TT        ^      ,      ^  7-        ~a       I 

a  line  3  miles  long  on  which  the  fare  is  5  cents,  when  ^^e  point  A  on  line  B  is  determined.  Connecting  A  and 
the  minimum  headway  during  the  rush  hour  is  two  ^  cents  in  column  R,  the  number  18  is  read  in  column  P 
minutes.  Placing  a  straight  edge  on  the  figure  connect-  .  ^s  the  number  of  passengers  per  half  round  trip.  If  it 
ing  3  miles  in  Column  L  and  two  minutes  in  column  S,  '^  ^^sired  to  determine  the  number  of  passengers  per 
day  under  these  circumstances,  it  may  be  done  by  multi- 

;s'^i%XisTen'|tf?'^;;Tifnr/£' w!ire,uai  length  of  track  and  P'^i^g  ^^e  number  of  trips  during  the  rush  hour,  30,  by 

also  the  mileage  per  round  trip  of  each  car.    Then  2,  to  determine  the  number  of  half  round  trips,  multi- 

^il  =  hours  per  round  trip.  plying  this  product  by  101/2  to  determine  the  number  of 

^■5  half  round  trips  per  day,  and  multiplying  this  again  by 

'^^i^'^^eo^  minimum  headway  in  minutes,  then  Ig  ^q  determine  the  total  number  of  passengers  handled, 

—  X  —  =  maximum  number  of  cars  in  service  (rush  hour)  or  more  briefly,  divide  the  number  of  passengers  per 
j'^^j^  ^  car  by  the  headway  in  minutes  and  multiply  by  630. 
— ^ —  X  10.5  =  car-hours  per  day.  It  is  of  interest  to  note  in  comparison  with  costs  of 
j_,^^                  j26or  "jitney"  bus  operation  that  with  the  length  of  haul  of  2 

— '■ —  X  89.25  = =  car-miles  per  day.  miles,  which  is  about  all  the  "jitney"  bus  can  do  for  a 

i260i      630        ■  ^  nickel    (with   an   average  of  four  passengers  per  half 

— =  —  ::=  round  trips  per  day.  round   trip),    and    with    a    rush-hour   headway   of   one 

j2^i^  ^  minute  the  electric  railway  would  require  about  eleven 
—  half  round  trips  per  day.  passengers  per  half  round  trip  to  make  operation  profit- 

,,  5         1                            V.  ,.          ,  .  .     .,  able  at  5  cents  per  passenger.    A  car,  however,  seating 

If  P  equals  passengers  irer  half  round  trip,  then  ,           .                  ,                ,                                 ,                  ,             ,        ,      i    -i 

1260  twenty  people  can  be  run  on  such  a  route  and  schedule 

—^  X  P  =  passengers  per  day.  as  this  for  a  3-cent  fare.    A  passenger  riding  10  miles. 

And  if  R  equals  fare  in  cents,  then  however,  in  a  Car  which  is  Carrying  on  the  average  of 

1260PK  twenty  people  per  half  round  trip  would  have  to  pay 

t:z  revenue  per  day  in  cents.  .  i.  •                      t  ct           i.           ..  „'j 

T  something  over  12  cents  per  ride. 

Now  if  the  costs  of  operation  equal  the  revenues  per  day  To  shoW  the  effect  of  the  "jitney"  in  taking  away  this 

2L  (1400  +  490)  +  ^^^°  X  10  6  +  ^*^^'  X  98  5  -t-  ^^^"^  x  short-haul   traflSc,   assume,   for   example,   four  lines,   2 

T                     T                       T  miles,  3  miles,  5  miles  and  10  miles  in  length  respectively, 

0.25  = and  assume  that  the  fare  on  each  one  is  5  cents.    Assume 

^  3000  people  ride  on  each  line  in  100  half  round  trips.    A 

Or  P  (K  — 0.25)  =  L  (37'   )-  22.2).  ^      ^                                                                                                ^ 

Length  of  Hclf -Hound-Trip  in  Miles 

1-!      .4           .5       .6      .7    .8    .9     1                                    2                     3  4            B         i?       7      8      9    10                                  20                   30           40 

-.-H H 1'      i'     :'     i;    i' ^ r-\ r^ j^ 1'      i'     i'     i'  i' 1' ^ ^ 

fti    .4          .5       .6       .7     .8     .9    1                               2                       3     \  4           ?          6       7      8      9  10                                  20                   30            a 

Fare  per  Passencrer  in  Cents 


JL 


11       12 


Passengers  per  Half- Round-Trip 

1,3     14     1,5     16    17    is/ 19   20 


30 


40 


50 


60 


a    1  IH 


3         4         50789      10 
Rush  Hour  Heiidv.-ay  in  Minutes 


-r- 

12 


£Uetrie  Rj/.Jomrnat 


'JITNEY"  BUS — FIG.  2- 


-DIAGRAM  FOR  DETERMINING  VARIOUS  FACTORS  INVOLVED  IN  BUS  OPERATION  BASED  ON 
ARBITRARY  COST  PER  MILE 


624 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


fare  at  cost  on  the  previously-outlined  basis  would  yield 
the  railway  $610.50,  while  the  flat-rate,  5-cent  fare  yields 
$600,  as  indicated  in  Table  V  on  page  623,  the  two  fig- 
ures in  this  case  being  in  substantial  agreement. 

The  elimination  of  the  2-mile  trip  would  clearly  re- 
quire that  6  cents  be  made  the  flat  rate  for  the  remain- 
ing lines,  and  the  elimination  of  the  3-mile  and  5-mile 
lines  would  raise  this  flat  rate  first  to  7.5  cents  and  then 
to  10  cents. 

It  must  be  evident  then  that  the  "jitney"  bus  can  com- 
pete in  the  matter  of  the  cost  of  operation  only  under 
very  special  conditions  with  the  electric  railway,  and  it 
should  be  borne  in  mind  that  each  passenger  now  riding 
2  miles  on  an  electric  car  contributes  something  toward 
the  cost  of  carrying  the  passenger  who  rides  10  miles. 
If  the  "jitney"  bus,  then,  is  permitted  to  compete  with 
electric  lines  for  this  short-haul  business,  it  is  obviously  , 
but  a  step  toward  the  zone  system  of  fares. 


Electrical  Night  at  N.  Y.  R.  R.  Club 

Recent  Progress  in  Steam  Road  Electrifications  Described 
before  the  New  York  Railroad  Club 

The  eleventh  annual  electrical  night  of  the  New  York 
Railroad  Club  was  held  Friday,  March  19,  with  some 
500  members  present. 

Following  the  opening  remarks  by  William  McClellan, 
chairman  of  the  committee  on  electrical  subjects,  George 
Gibbs  of  Gibbs  &  Hill,  consulting  engineers.  New  York, 
was  introduced. 

Mr.  Gibbs'  Remarks 

Mr.  Gibbs  first  discussed,  with  the  aid  of  slides,  the 
electrification  of  the  Norfolk  &  Western  Railway.  The 
superiority  of  electrification  in  this  case,  he  said,  was 
due  largely  to  the  presence  of  a  long,  continuous  grade 
and  the  opportunity  it  afforded  for  the  maximum  utiliza- 
tion of  equipment.  If  electrification  should  be  extended, 
say  for  the  entire  division  of  120  miles,  the  economies 
would  be  less  because  grades  occurred  in  the  middle  of 
the  adjoining  sections. 

Speaking  about  the  equipment  in  hand,  Mr.  Gibbs 
said  that  twelve  electric  locomotives  were  replacing 
thirty-two  steam  locomotives.  This  was  due  in  part  to 
the  fact  that  an  electric  train  would  have  but  two  elec- 
tric locomotives,  header  and  pusher,  as  against  three 
steam  locomotives;  and  in  part  to  the  elimination  of 
engine  watering  and  coaling. 

One  characteristic  of  the  new  locomotives  was  their 
ability  to  exert  full  tractive  effort  for  a  considerable 
time,  say  five  minutes,  while  standing.  In  starting 
trains  it  was  difficult  always  to  get  synchronous  action 
of  the  header  and  pusher.  With  regenerative  control 
it  had  been  found  feasible  to  go  down  grade  at  15 
m.p.h.  without  the  use  of  brakeshoes.  As  much  as  8000 
hp  had  been  put  into  a  train,  an  amount,  he  believed, 
never  before  reached  in  either  steam  or  electric  oper- 
ation. 

Mr.  Gibbs  then  discussed  the  Faoli  electrification  of 
the  Pennsylvania  Railroad,  also  with  the  use  of  slides. 
In  this  case  the  reason  for  electrification  was  that  it 
would  reduce  existing  track  congestion  at  less  expense 
than  would  the  acquirement  of  land  for  more  track  and 
terminal  facilities.  It  was  not,  then,  a  question  of 
securing  a  direct  return  on  the  investment.  Among  Mr. 
Gibbs'  views  were  some  of  the  newly-installed  light 
signals  which  show  rows  of  white  lights  in  any  one  of 
three  positions — horizontal,  45-deg.  and  vertical — to 
take  the  place  of  the  usual  movable  semaphore  arms. 

Mr.  Eaton's  Remarks 

The  next  speaker,  G.  M.  Eaton,  Westinghouse  Elec- 
tric &  Manufacturing  Company,  presented  a  series  of 


slides  which  showed  the  progress  of  the  Norfolk  & 
Western  locomotives  from  the  receipt  of  the  Baldwin 
chassis  to  their  completion  at  the  Westinghouse  works. 
In  discussing  various  details  of  the  locomotives  Mr. 
Eaton  mentioned  the  liquid  rheostat.  This  device  has 
no  moving  plates.  Instead  of  moving  the  plates  to  vary 
the  resistance,  a  valve  and  pneumatic  cylinder  are  pro- 
vided for  the  converse  act  of  raising  the  water. 

Professor  Pender's  Remarks 

Harold  Pender,  professor  of  electrical  engineering 
University  of  Pennsylvania,  then  discussed  the  use  of 
electric  motor  trucks  in  large  freight  houses  and  sta- 
tions. As  in  other  kinds  of  electrification,  density  of 
traffic  determined  the  question  of  economy.  In  one  in- 
stance of  freight  moving  with  two-wheel  hand  trucks 
the  cost  was  $5.33  per  ton-mile  whereas  electric  trucks 
in  one  Chicago  freight  house  had  lowered  the  cost  to 
39  cents  per  ton-mile  and  in  another  Chicago  house  to 
48  cents  per  ton-mile.  These  costs  included  labor,  in- 
terest, depreciation,  cost  of  energy,  etc. 

W.  S.  Murray's  Remarks 

W.  S.  Murray,  of  McHenry  &  Murray,  consulting  en- 
gineers. New  Haven,  in  taking  the  floor  first  referred 
to  his  earlier  New  Haven  progress  reports  before  the 
American  Institute  of  Electrical  Engineers  and  to  his 
more  recent  paper  before  the  Franklin  Institute  (see 
Electric  Railway  Journal  for  Jan.  30).  He  referred 
to  the  maintenance  costs  of  locomotives  there  given  and 
said  that  these  costs,  within  a  few  months,  would  be 
brought  to  6  cents  per  locomotive-mile  and  possibly  to 
less. 

Operation  of  single-phase  locomotives  showed  that 
even  without  regeneration  a  most  remarkable  absorp- 
tion of  starting  peaks  took  place,  although  the  New 
Haven  electric  zone  is  on  practically  level  track.  It 
was  found  that  when  3000-ton  electric  trains  were 
placed  in  operation,  instead  of  the  expected  peaks  in 
the  power  station  load  line  during  the  period  of  accel- 
eration, the  load  line  was  actually  improved.  The  ex- 
planation of  this  phenomenon  was  that  when  a  number 
of  heavy  trains  are  in  translation  on  level  track  a 
train  that  is  starting  draws  down  the  voltage  of  the 
line  slightly,  not  enough  to  interfere  with  the  schedules 
but  yet  far  enough  to  leave  the  trains  in  translation 
at  speeds  which  exceed  those  corresponding  to  the 
lower  voltage. 

Mr.  Murray  then  discussed  what  he  termed  "the 
visualization  of  the  kilowatt-hour."  He  said  that  the 
capacity  of  the  Cos  Cob  station  had  been  slightly 
taxed,  but  an  opportunity  had  been  offered  to  buy 
a  4500-kw  supply  at  the  eastern  end  of  the  line.  The 
question  was,  what  would  this  comparatively  small  ad- 
dition mean?  The  power  records  of  the  New  Haven 
Company  had  been  kept  and  analyzed  so  carefully  that 
it  was  known  in  advance  that  the  additional  4500-kw 
could  be  applied  to  handle  twelve  3000-ton  freight 
trains.  On  the  basis  that  1  lb.  of  coal  in  the  power 
house  delivers  as  much  energy  as  2  lb.  of  coal  in  the 
locomotive,  it  was  calculated  that  the  substitution  of 
electric  for  steam  operation  of  twelve  trains  would 
save  $70,000.  The  reduction  in  engine  repair  costs 
with  consequent  increase  in  mileage  and  the  saving 
in  line  losses,  due  to  using  the  available  energy  nearer 
the  points  of  supply,  meant  further  economies.  In 
fact,  the  total  saving  was  about  $150,000. 

He  believed  that  electrical  engineers  had  the  tendency 
to  drive  trains  too  rapidly.  The  New  Haven  trains 
were  geared  for  about  35  m.p.h.  While  that  speed 
was  justifiable  on  the  New  Haven,  becau.se  of  its  heavy 
traffic,  yet  if  the  speed  was  35  per  cent  less  the  in- 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


625 


creased  tractive  effort  obtained  therefor  would  permit 
the  operation  of  4000-ton  instead  of  3000-ton  trains. 
Therefore,  in  considering  engines  in  the  future  it 
would  be  of  great  advantage  to  look  to  tractive  effort 
as  well  as  speed. 

In  conclusion,  Mr.  Murray  spoke  enthusiastically 
about  the  tests  on  the  New  Canaan  branch  with  the 
mercury  arc  rectifier.  It  offered  the  best  means  to 
join  the  advantages  of  a.c.  transmission  and  distribu- 
tion to  the  advantages  of  d.c.  propulsion.  One  prac- 
tical result  on  the  New  Haven  would  be  the  possibility 
of  increasing  the  tractive  effort  of  the  a.c.-d.c.  locomo- 
tives by  50  per  cent  with  all  speed  characteristics  main- 
tained. 

Mr.  Armstrong's  Remarks 

A.  H.  Armstrong,  railway  department,  General  Elec- 
tric Company,  was  the  next  speaker.  Referring  to  the 
economies  of  electrification,  he  said  that  the  first  cost 
of  the  Butte,  Anaconda  &  Pacific  Railway,  including 
interest  during  construction,  was  |1,200,000.  For 
handling  practically  the  same  tonnage,  the  railway  had 
saved  $240,000  in  operating  expenses  compared  with 
the  last  year  of  steam  operation.  The  success  of  this 
electrification  had  led  the  Chicago,  Milwaukee  &  St. 
Paul  Railway  to  adopt  3000-volt  d.c.  electrification. 
The  113-mile  section  between  Deer  Lodge  and  Harlow- 
ton  was  well  under  way.  In  the  entire  440  miles  only 
fourteen  substations  were  required,  whereas  the  Nor- 
folk &  Western  Railway  had  four  substations  in  an 
11,000-volt  a.c.  30-mile  electrification.  The  3000-volt 
line  was  reinforced  with  but  500,000  circ.  mils  of  feeder 
copper. 

Mr.  Turner's  Remarks 

W.  B.  Turner,  Westinghouse  Traction  Brake  Com- 
pany, then  described  the  advantages  of  actuating  air 
brakes  electrically  to  obtain  simultaneous  operation  of 
the  brakes  throughout  the  train.  As  an  example,  a 
stop  made  in  580  ft.  with  the  ordinary  brake  has  been 
made  in  330  ft.  with  electrically-operated  brakes,  from 
a  running  speed  of  40  m.p.h.  Not  only  could  emer- 
gency stops  be  made  in  half  the  time  but  all  other  stops 
were  made  in  less  time,  more  agreeably  and  with  less 
strain  on  the  equipment. 

Chairman  McClellan's  Remarks 

Mr.  McClellan  in  concluding  the  meeting,  said  that 
it  marked  his  resignation  as  chairman  after  many  years 
of  service.  He  was  pleased  to  see  that  even  in  hard 
times  money  was  being  spent  on  electrification.  He 
ventured  to  prophesy  that  electricity  if  used  to  its  fullest 
extent  would  abolish  all  physical  limitations  of  rail- 
roads. Rivers  and  mountains  would  no  longer  be  an 
obstacle.  The  possibilities  of  multiple-unit  operation 
were  as  yet  hardly  realized.  The  day  would  come  when 
single  cars  would  be  operated  much  more  freely  in 
trunk  line  service  than  to-day.  The  most  startling  pos- 
sibility was  in  operation  through  distant  control.  He 
thought  that  the  day  might  come  when  trains  would 
be  operated  on  automatic  stops  and  signals  only,  and 
there  would  be  no  employee  on  the  train  except  some- 
one to  look  after  the  comfort  of  the  passengers  and 
telephone  in  case  of  emergencies.  A  still  greater  im- 
provement that  lay  in  the  future  was  a  wide-gage  rail- 
road from  the  Atlantic  to  the  Pacific  Ocean  for  freight 
only.  He  was  willing  to  predict  the  possibility  of 
universal  electrification,  but  the  only  thing  he  was  not 
willing  to  predict  was  what  system  would  be  used. 

On  the  conclusion  of  the  speaker's  farewell  remarks 
President  Syze  thanked  Mr.  McClellan  in  the  name  of 
the  Railroad  Club  for  the  excellent  work  that  he  had 
performed  as  chairman  of  the  committee  on  electrical 
subjects. 


Storm  Plays  Havoc  on  Kansas  Pole  Lines 

The  accompanying  halftone  shows  how  many  of  the 
fifty-three  poles  between  Liberty  and  Excelsior  Springs 
on  the  Kansas  City,  Clay  County  &  St.  Joseph  Railway 
were  blown  down  by  a  storm  on  Feb.  22.  In  some  in- 
stances the  poles  were  on  embankments  higher  than  the 
track,  while  in  others  they  were  on  a  fill.  Both  the  high- 
tension  and  low-tension  lines  were  down  at  many  places. 


HIGH-TENSION  POLES  BLOWN  DOWN  ON  THE  KANSAS  CITY, 
CLAY  COUNTY  &  ST.   JOSEPH   RAILWAY 

The  section  mentioned  was  out  of  service  for  four  days. 
The  only  previous  interruption  on  this  railway  was  Feb. 
22,  1914,  when  a  section  of  the  St.  Joseph  division  was 
out  two  hours  because  of  poles  blown  down  in  a  similar 
storm.  The  telephone  and  telegraph  companies  lost 
many  poles  in  eastern  Kansas  and  western  Missouri,  but 
no  serious  damage  was  reported  by  interurban  rail- 
roads other  than  that  shown. 


Brooms  and  Street  Cars 

A  recent  discussion  of  brooms  appears  in  the  current 
issue  of  Trolley  Topics,  the  official  organ  of  the  Louis- 
ville (Ky.)  Railway.  It  is  written  by  G.  B.  Powell,  su- 
perintendent of  employment  of  the  Louisville  Railway. 
Mr.  Powell  says: 

"Our  present  type  of  broom  was  invented  more  than 
a  century  ago  and  is  quite  an  improvement  over  the 
'turkey  wing'  which  was  in  use  at  that  time.  There 
are  many  -kinds  of  brooms  and  their  uses  are  varied, 
and  you  will  find  them  in  all  parts  of  the  civilized  world, 
including  the  rear  platform  of  street  cars.  The  street 
car  broom  has  developed  a  one-sidedness  from  lack  of 
exercise  and  from  standing,  straw-end  down,  in  the 
same  position  for  days  at  a  time,  which  gives  them  the 
appearance  of  a  run-over  shoe.  Now  if  you  will  give 
them  vigorous  exercise  about  once  a  trip  by  sweeping 
out  your  car,  it  will  benefit  the  broom  by  improving  its 
appearance,  improve  the  looks  of  your  car,  cause  favor- 
able comment  from  passengers  and  prevent  the  inspec- 
tor from  reporting  you  to  the  oflSce  for  allowing  your 
cars  to  be  dirty." 


626 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


Meeting  of  Illinois  Electric  Railways  Association 

Economies  in  Power  Consumption,  Feeder-Tap  Protection  and  Care  of  Commutators,  and  One-Man  Cars  Were 

the  Topics  of  Discussion  at  This  Meeting,  Which  Was  Held  at  the  New 

Morrison  Hotel  in  Chicago  on  March  19 


At  the  meeting  of  the  Illinois  Electric  Railways  As- 
sociation, held  on  March  19  at  the  New  Morrison  Hotel, 
Chicago,  sixty  members  were  in  attendance.  President 
F.  E.  Fisher  presiding.  In  the  business  session  which 
preceded  the  regular  program,  it  was  decided  to  change 
the  name  of  the  association's  signal  committee  to  engi- 
neering committee,  'in  order  to  broaden  the  scope  of  its 
future  work.  The  subject  assigned  to  this  committee 
was  economy  in  power  consumption,  subdivided  under 
three  headings,  namely:  distribution,  handling  cars, 
and  return  circuits. 

G.  T.  Seely,  assistant  general  manager  Elevated 
Railroads  of  Chicago,  in  commenting  on  the  importance 
of  making  a  thorough  study  of  the  subject  of  economies 
in  power  consumption,  stated  that  his  company  had  a 
man  who  devoted  his  entire  time  to  this  work.  Al- 
though this  man  had  been  thus  employed  only  a  short 
time,  excellent  results  had  already  been  obtained 
through  close  attention  to  the  use  of  heaters,  lamps 
and  controllers.  This  inspector  had  found  that  the 
heaters  and  lamps,  both  in  cars  and  buildings,  were 
left  in  service  when  they  were  not  required.  Although 
the  large  demand  for  power  during  the  winter  months 
made  it  practically  impossible  to  accomplish  much  by 
instructing  motormen  in  the  methods  of  coasting,  the 
rise  in  temperature  during  the  early  spring  permitted 
much  to  be  done  by  instructing  the  men  along  this 
line. 

Continuing  Mr.  Seely  stated  that  during  the  remaining 
portion  of  the  spring,  the  summer  and  the  fall  months, 
this  schooling  should  result  in  a  considerable  saving. 
Coasting  boards  have  been  installed,  and  by  tempo- 
rarily placing  coasting  clocks  and  meters  on  cars  the 
motormen  were  shown  the  effect  of  the  improper  use 
of  controllers.  Mr.  Seely  estimated  that  his  com- 
pany's power  bill  was  approximately  $1,250,000  a  year, 
so  that  a  small  per  cent  saved  in  energy  consumption 
represented  quite  an  item.  Marshall  E.  Sampsell, 
president  Central  Illinois  Public  Service  Company,  in 
emphasizing  Mr.  Seely's  remarks  stated  that,  even 
though  power  was  being  sold,  it  was  good  policy  to 
instruct  the  power  purchaser  how  to  reduce  his  energy 
consumption  in  addition  to  effecting  economies  within 
his  organization. 

President  Fisher  stated  that  the  association  had  de- 
cided to  inaugurate  a  question  box,  and  in  pursuance 
of  that  idea,  he  had  sent  out  to  the  member  companies 
the  first  list  of  questions.  These,  however,  had  been 
put  in  the  mail  too  late  to  permit  a  full  discussion  at 
this  meeting  and  were  referred  to  the  different  com- 
mittees. The  president  requested  all  companies  to  reply 
to  such  questions  as  they  desired,  mailing  the  answers 
to  Secretary  W.  B.  Griffin,  secretary  and  treasurer  of 
the  Elevated  Railroads  of  Chicago,  who  in  turn  would 
distribute  the  replies  to  the  committees  interested,  for 
final  disposition. 

Chairman  E.  E.  Soules,  manager  of  the  publicity 
department  Illinois  Traction  System,  reported  for  the 
publicity  committee  regarding  progress  in  the  prepara- 
tion of  the  Illinois  Electric  Railways  Association  map. 
He  stated  that  the  area  to  be  included  in  the  map  had 
been  slightly  enlarged  in  order  to  show  the  lines  of  all 
member  companies.  A  preliminary  draft  of  the  map 
had  been  sent  to  all  the  member  companies  and  cor- 


rections had  been  received.  The  map  was  in  the  hands 
of  an  artist  in  the  process  of  a  final  sketch,  and  as  soon 
as  it  was  completed  it  would  again  be  sent  to  member 
companies  for  final  check  and  approval. 

Charles  H.  Smith,  engineer  executive  department 
Westinghouse  Electric  &  Manufacturing  Company,  East 
Pittsburgh,  Pa.,  was  then  called  upon  to  deliver  his 
paper,  "Feeder-Tap  Protection  in  D.  C.  Apparatus," 
following  which  J.  M.  Bosenbury,  superintendent  of 
motive  power  and  equipment  Illinois  Traction  System, 
Peoria,  111.,  read  a  paper  on  "The  One-Man  Car."  These 
papers  are  abstracted  on  the  next  page.  The  discussion 
which  followed  centered  around  the  economies  to  be 
obtained  by  the  adoption  of  the  one-man  car  and  details 
regarding  its  operation.  It  was  brought  out  that  after 
the  motorman  had  become  familiar  with  the  operation 
of  the  one-man  car,  lengthening  of  the  schedules  was 
unnecessary,  even  though  the  single  man  was  required 
to  issue  transfers  and  sell  tickets.  It  was  deemed  ad- 
visable, however,  to  station  flagmen  at  extremely  busy 
steam-railroad  crossings,  the  operation  of  the  one-man 
cars  making  possible  a  saving  which  was  much  in  excess 
of  that  necessary  to  pay  for  this  extra  crossing 
protection. 

J.  M.  Strasser,  vice-president  Illinois  Light  &  Trac- 
tion Company,  Streator,  111.,  stated  that  at  one  point 
where  one-man  cars  had  been  placed  in  service  much 
opposition  on  the  part  of  the  employees  had  been  ex- 
perienced. This  had  been  overcome,  however,  by  ob- 
taining other  positions  for  the  deposed  conductors  in 
addition  to  convincing  the  city  that  it  would  be  possible 
to  give  better  and  safer  service  than  could  be  afforded 
under  the  existing  method  of  operation.  Increased 
safety  in  operation  was  believed  to  be  the  best  argu- 
ment for  the  introduction  of  one-man  cars  in  the  small- 
er cities  and  towns.  It  was  also  considered  good 
policy,  should  the  resultant  savings  permit,  to  pur- 
chase new  cars  or  at  least  thoroughly  to  overhaul 
the  old  ones. 

At  this  point  J.  R.  Blackball,  general  manager  Chi- 
cago &  Joliet  Electric  Railway,  Joliet,  111.,  called  atten- 
tion to  the  present  tendency  to  seek  ways  and  means 
of  reducing  expenses  rather  than  to  consider  seriously 
the  possibility  of  obtaining  an  increased  fare.  While 
the  one-man  car  offered  a  logical  and  satisfactory  means 
of  reducing  expenses  in  the  smaller  cities  and  towns, 
Mr.  Blackhall  did  not  believe  it  a  practical  proposition 
for  the  larger  cities.  A  campaign  for  increased  fares 
appeared  to  be  the  most  plausible  and  practical  way 
to  obtain  relief.  The  weight  of  the  argument  for 
higher  fares  was  on  the  side  of  street  railway  com- 
panies, because  they  could  show  that  sipce  their  in- 
ception the  crude  horse  car  had  been  replaced  by  the 
modern  electric  street  car,  provided  with  comfortable 
seats,  heating  and  lighting  systems,  while  the  rate  of 
fare  had  remained  the  same.  Superimposed  upon  this 
argument  was  the  marked  increase  in  the  cost  of  ma- 
terials, many  of  which  cost  100  per  cent  more  than  they 
did  ten  or  fifteen  years  ago. 

At  the  close  of  this  discussion  the  meeting  adjourned 
to  the  regular  association  luncheon,  during  which  the 
members  and  guests  were  entertained  by  songs  and 
music  furnished  by  a  chorus  and  orchestra  of  employees 
of  the  Elevated  Railroads  of  Chicago. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


627 


THE   ONE-MAN   CAR 

BY  J.   M.  BOSENBURY,  SUPERINTENDENT  OF  MOTIVE  POWER 
AND   EQUIPMENT    ILLINOIS    TRACTION    SYSTEM 

If,  through  the  use  of  the  one-man  car,  it  is  proposed 
to  place  upon  the  motorman  the  responsibility  for  col- 
lecting fares  and  issuing  transfers  in  addition  to  his 
other  duties,  it  is  manifest  that  some  arrangement 
should  be  afforded  to  simplify  and  to  make  safe  the 
method  of  operating  the  car.  Concentration  of  the 
operating  devices  to  which  the  motorman  must  give 
attention  is  an  important  requirement,  and  this  may 
be  effected  by  combining  the  air-brake  valve  with  the 
door-operating  and  step-operating  mechanism.  Such  a 
combination  should  provide  for  stopping  the  car  in  the 
ordinary  way  and  at  the  same  time  should  open  the 
doors  and  lower  the  steps  without  requiring  the  motor- 
man  to  remove  his  hand  from  the  brake-valve  handle. 
Furthermore,  the  operation  of  the  air  brakes  or  the 
operation  of  the  doors  and  steps  should  be  so  controlled 
that  either  could  be  accomplished  independently.  It  is 
also  desirable  to  include  with  these  functions  the  ap- 
plication of  sand  to  the  rails  by  means  of  the  brake- 
valve  handle  during  the  progress  of  a  stop  and  without 
interfering  with  any  of  the  other  operations. 

All  of  the  foregoing  requisites  have  been  observed  in 
the  one-man  cars  that  are  now  used  on  several  of  the 
properties  of  the  Illinois  Traction  System,  and,  in  ad- 
dition, as  the  air-brake  equipment  on  these  cars  is  pro- 
vided with  the  emergency  feature,  automatic  operation 
of  the  emergency  valve  is  provided  if  the  motorman's 
hand  is  removed  from  the  controller  handle  when  it  is 
in  running  position.  A  rear  or  emergency  door  has 
been  provided  also,  and  this  is  so  arranged  that  if  an 
emergency  application  of  the  air  brake  is  made  both 
front  and  rear  doors  and  steps  are  automatically 
thrown  open,  the  release  of  the  air  brakes  closing  them. 
This  is  the  only  circumstance  under  which  the  rear 
door  and  steps  are  operated.  When  the  brake  valve 
handle  is  moved  to  emergency  position  by  the  motor- 
man,  sand  is  automatically  applied  to  the  rail. 

The  principal  objections  which  have  been  advanced 
against  one-man  car  operation  are  that  it  might  retard 
the  schedule  by  lengthening  the  time  of  stops,  or  by 
flagging  at  railroad  crossings.  The  difficulty  of  at- 
tending to  the  trolley  and  (in  some  sections  of  the 
country)  the  race  problem  are  also  put  forward  from 
time  to  time  as  undesirable  features.  With  regard  to 
the  effect  on  the  schedule,  it  may  be  said  that  the 
handling  of  passengers  is  largely  a  question  of  car 
design  and  arrangement.  Under  the  present  system 
of  two-men  operation  the  number  of  unpaid  fares  on 
the  platform  when  the  car  starts  is  primarily  a  ques- 
tion of  the  location  of  the  conductor.  But  in  any  case 
it  is  highly  desirable  to  have  as  many  passengers  seated 
as  possible,  or  at  least  past  the  platform,  when  the 
signal  to  proceed  is  given,  and  herein  the  one-man  car 
does  not  suffer  by  comparison. 

With  regard  to  the  flagging  of  railroad  crossings  it 
is  necessary,  of  course,  for  the  motorman  to  leave  the 
car  and  to  investigate  the  safety  of  the  crossing  before 
he  returns  to  his  car  to  move  it  across.  This  applies 
only  to  crossings  where  traffic  is  infrequent,  because 
wherever  considerable  traffic  obtains  a  watchman  is 
generally  stationed  at  the  intersection. 

Attention  to  the  trolley  or  other  parts  of  the  car 
under  one-man  operation  is  under  about  the  same 
handicaps  as  it  is  with  the  fully-inclosed  cars  of  two- 
man  type.  Furthermore,  the  question  of  the  trolley 
coming  off  the  wire  is  largely  one  of  maintenance,  and 
it  has  been  found  that  this  criticism  has  not  been  borne 
out  in  the  case  of  cars  with  two  men  when  both  of 
them  are  stationed  on  the  front  platform. 


In  the  sections  of  the  country  vsfhere  the  distinction 
in  race  is  made  some  objection  may  be  advanced  against 
the  entrance  of  negroes  by  the  front  door  of  the  car, 
but  this  situation  does  not  differ  greatly  from  that 
which  prevails  under  conditions  where  the  whites  enter 
at  the  rear,  and  are  obliged  to  pass  through  a  section 
reserved  for  negroes. 

In  general  it  has  been  observed  where  one-man  car 
operation  is  practiced  that  the  undivided  responsibility 
has  produced  a  degree  of  efficiency  in  operation  not 
normally  reached  with  two-men  operation.  Step  acci- 
dents are  unknown.  Where  a  comparison  has  been 
made  between  the  two  methods  of  operation  the  results 
so  favor  the  one-man  car  that  in  one  instance  a  claim 
department  has  actually  requested  the  use  of  more  cars 
of  this  type.  The  net  savings  in  operation  has  been 
variously  estimated  to  be  from  8  per  cent  to  14  per 
cent  of  the  gross  earnings  and  the  cost  of  arranging  a 
car  for  one-man  operation  is  almost  negligible  in  com- 
parison. 

The  attitude  of  labor  toward  the  introduction  of  the 
one-man  car  will  probably  be  antagonistic,  but  if  any 
considerable  saving  can  be  effected,  it  follows  that  the 
railway  company  will  be  in  a  position  to  provide  better 
service  for  its  patrons,  and  to  reach  this  desirable  con- 
dition the  transportation  companies  must  be  met  half- 
way by  the  public.  With  the  possibility  of  more  fre- 
quent service,  combined  with  adequacy  and  at  least  an 
equal  degree  of  comfort,  it  is  fair  to  assume  that  once 
the  proposition  is  thoroughly  understood  co-operation 
from  the  public  will  follow. 


FEEDER-TAP      PROTECTION      AND      CARE      OF 
COMMUTATORS 

BY  CHARLES  H.  SMITH,  ENGINEER  EXECUTIVE  DEPARTMENT 
WESTINGHOUSE  ELECTRIC  &  MANUFACTURING     ' 
COMPANY 

Under  the  title  "Feeder-Tap  Protection  for  D.  C. 
Apparatus  and  a  Few  Suggestions  Regarding  the  Care 
of  Commutators"  Mr.  Smith  explained  how  and  why 
feeder-tap  protection  should  be  furnished,  and  stated 
the  precautions  necessary  to  secure  good  commutator 
operation.  His  paper  was  an  extension  of  one  pub- 
lished in  the  Electric  Journal  of  January,  1915. 

LOCATION  OF  Feeder  Taps 

By  the  location  of  feeder  taps  at  proper  distances 
from  the  power  station  or  substation,  the  resistance  or 
reactance  of  the  feeders  suffices  to  limit  short-circuit 
currents  to  values  which  will  not  cause  "bucking"  or 
"flash-over."  Mr.  Smith  quoted  an  official  of  a  large 
system  to  the  effect  that  his  practice  is  to  allow  no 
taps  to  be  made  within  2000  ft.  of  stations.  Recently, 
a  tap  located  1000  ft.  from  a  station  caused  flash-overs 
and  temporary  shut-down.  Removal  of  this  tap  to  a 
distance  of  2000  ft.  stopped  the  trouble.  In  another 
case  taps  were  found  in  front  of  substations  in  which 
flash-overs  were  serious.  The  cutting  of  these  taps  pro- 
duced improvement,  and  the  removal  of  the  nearest 
taps  to  a  distance  of  4000  ft.  entirely  overcame  flashing. 
Other  illustrations  cited  by  the  speaker  demonstrated 
the  importance  of  furnishing  proper  feeder-tap  protec- 
tion, from  75  per  cent  to  90  per  cent  of  the  trouble 
from  flashing  being  due  to  lack  of  such  protection. 

No  general  rule  can  be  laid  down  for  determining 
the  proper  tap  distances.  So  many  variables  enter  that 
the  problem  in  each  case  can  best  be  solved  by  moving 
the  "close-in"  taps  until  the  resistance  of  the  circuit 
becomes  great  enough  to  cushion  and  protect  the 
machines.  The  variables  which  enter  in  determining 
tap  distances  are  as  follows : 


628 


ELECTRIC     RAILWAY     JOURNAL 


(Vol.  XLV,  No.  13 


(1)  Capacity  behind  the  generating  unit.  With  a 
rotary  converter  the  greater  the  capacity  at  the  source 
of  generation  the  greater  will  be  the  damage  in  case 
of  trouble,  and  the  more  nearly  equal  the  capacities  of 
rotary  and  a.c.  generator  the  less  serious  will  be  the 
damage.  Motor-generator  sets  are  better  protected 
through  the  cushioning  effect  of  the  windings,  including 
the  transformer  windings,  as  are  also  engine-driven  d.c. 
generators.  In  the  latter,  there  is  the  cushioning  ef- 
fect of  the  engines  in  addition  to  that  of  the  windings. 

(2)  Capacity  of  the  rotary  or  generator.  The  larger 
the  unit  the  less  subject  is  it  to  flash-overs. 

(3)  System  voltage.  The  lower  the  voltage  the  nearer 
to  the  machines  may  the  taps  be  placed. 

(4)  Sizes  of  feeders  and  rails.  The  larger  the  feeders 
and  rails  the  greater  must  be  the  tap  distances  from 
the  machines. 

(5)  Disposition  of  feeders.  The  distribution  of 
feeders  should  be  such  that  each  will  carry  a  reasonable 
proportion  of  the  station  output.  Trouble  on  a  feeder 
carrying  more  than  its  share  is  frequently  responsible 
for  flash-overs. 

(6)  Bonding.  Broken  bonds  and  poor  ground  con- 
nections have  occasionally  been  known  to  produce  flash- 
overs. 

(7)  Sizes  of  cars.  With  a  given  size  of  substation 
unit  the  heavier  the  car  equipment  and  the  higher  the 
motor  rating  the  greater  will  be  the  "drag"  upon  the 
substation  equipment. 

In  general,  experience  has  shown  that  on  a  600-volt 
system  the  first  tap  should  not  be  less  than  2500  ft. 
from  the  machines,  and  on  a  1200-volt  system,  5000  ft. 
The  line  losses  due  to  these  distances  are  of  no  con- 
sequence compared  with  the  energy  lost  through  flash- 
oyers  and  the  expense  involved  in  repairing  damaged 
apparatus.  Furthermore,  with  long  feeders  the  car 
equipment  is  benefited  by  being  worked  at  a  more  uni- 
form voltage. 

Kinds  of  Flashing 

Mr.  Smith  analyzed  the  different  varieties  of  flashing 
under  these  heads:  Quick  "squealing"  or  "kicking" 
flash;  flash-over  or  buck-over;  pedestal  flash,  and  flash 
to  the  V-rings.  The  first  shoots  from  under  the 
brushes  but  does  not  carry  across.  It  rarely  results 
in  much  damage.  Flash-overs  are  those  which  reach 
from  positive  to  negative  brush-holders.  They  may 
or  may  not  prove  destructive,  but  after  one  occurs 
the  machine  should  be  shut  down  and  the  commutator 
and  brush-holders  cleaned.  Flashes  to  the  bearing 
pedestal  are  invariably  destructive  and,  in  addition  to 
blistering  and  burning  the  commutator  and  the  brush 
rigging,  burn  the  pedestals.  They  are  largely  traceable 
to  the  practice  of  grounding  the  frames  of  machines 
of  which  the  negatives  are  grounded.  Flashes  to  V- 
rings  are  not  as  common  as  formerly,  as  the  rings 
are  now  insulated. 

With  rare  exceptions,  flashing  is  due  to  troubles  orig- 
inating outside  the  station,  that  is,  line  and  car  troubles 
in  combination  with  "close-in"  taps.  The  general  im- 
pression that  motor-driven  d.c.  generators,  engine-driven 
d.c.  generators,  twenty-five-cycle  rotaries  and  sixty-cycle 
rotaries,  are  equally  suitable  for  all  d.c.  service,  re- 
gardless of  conditions,  is  not  correct.  These  machines 
are  temperamentally  different,  although  there  is  no  d.c. 
service  to  which  they  are  not  equally  applicable  provided 
they  are  properly  installed  and  protected. 

Commutator  Troubles 

The  ideal  commutator  is  a  smooth  one,  and  if  it 
were  possible  to  find  brushes  which  would  carry  cur- 
rent at  the  high  density  now  required  and  at  the  same 
time  be  sufficiently  abrasive  to  keep  the  mica  down. 


the  practice  of  slotting  would  soon  lose  favor.  Under- 
cutting is  objectionable  because  the  slots  must  be 
cleaned,  the  bars  must  be  bevelled,  and  the  copper  must 
be  removed  from  the  slots  after  turning.  A  revolving 
stone  gives  satisfactory  results  in  the  surfacing  of 
commutators. 

The  rate  at  which  slots  are  bridged  over  is  governed 
by  the  hardness  of  the  bar  copper,  the  width  of  the 
bars,  the  speed,  the  angle  at  which  the  brushes  are 
set,  the  direction  of  rotation  and  the  brush  character- 
istics. In  addition,  lubricants  have  to  be  more  intelli- 
gently applied  with  undercutting  than  without. 

The  "seasoning"  of  the  commutators  at  the  manufac- 
turer's shops  to  render  them  permanently  tight  in  ser- 
vice is  difficult.  Bars  loosen  due  to  the  expansion  and 
contraction  of  the  copper  and  the  V-rings,  and  to  the 
results  of  the  heating  of  the  mica.  Tightening  of  the 
V-rings  while  the  commutators  are  hot  usually  cures 
the  trouble,  especially  if  bolts  are  tightened  at  opposite 
ends  of  diameters.  Loose  commutators  are  likely  to 
cause  flashing  on  slight  provocation.  Proper  care  of 
brushes  is  also  an  element  in  satisfactory  operation. 

In  conclusion  Mr.  Smith  makes  the  inquiry,  "Is  it 
not  worth  while  to  protect  service,  apparatus  and  men 
against  the  damaging  effects  of  flashing  and  'buck-overs' 
when  the  method  is  so  fundamentally  simple  and  the 
cost  so  small?" 


Gear  and  Pinion  Operation 

In  the  current  issue  of  the  General  Electric  Review, 
A.  A.  Ross  contends  that  operating  conditions  have 
much  to  do  with  gear  life.  He  states  that  the  involute 
tooth  is  best  suited  for  railway  motor  work  on  account 
of  the  greater  thickness  at  the  root,  and  because  the 
distance  between  pinion  and  gear  centers  can  be  slightly 
increased  without  seriously  affecting  the  mesh.  He 
recommends  the  "standard"  rather  than  the  "stub" 
tooth  wherever  it  can  be  used,  for  "railway  motor  gear- 
ing is  bad  enough  at  the  best." 

Under  operating  conditions  affecting  wear  Mr.  Ross 
emphasizes  four,  as  follows:  (1)  Grit,  which  accumu- 
lates in  the  gear  pan.  While  practically  every  master 
mechanic  will  disclaim  its  presence  it  is  there  and  has 
been  found  in  quantity  up  to  24  per  cent.  It  usually 
enters  between  gear  hub  and  gear  pan  in  the  form 
of  street  dust,  brakeshoe  dust  and  wheel  wash.  Care- 
lessness during  inspection  is  also  a  cause  of  gritty 
grease.  (2)  Excessive  lining  wear,  which  produces  im- 
proper mesh.  This  also  produces  noisy  chattering  af- 
fecting commutation.  (3)  Consistency  of  lubricant. 
This  should  be  of  such  consistency  and  used  in  such 
quantity  as  to  permit  the  teeth  to  dip  frequently.  (4) 
Number  of  stops  in  schedule,  motormen's  methods  of 
accelerating  and  braking,  etc. 

The  practice  of  driving  pinions  home  with  the  sledge 
is  bad.  After  fitting,  the  pinion  should  be  heated 
throughout  in  boiling  water  and  lightly  tapped  into 
place.  In  dismounting  a  puller  which  grips  all  of  the 
teeth  is  safest.  On  account  of  "fatigue"  of  the  metal 
pinions  should  be  scrapped  on  a  safe  mileage  basis, 
regardless  of  wear.  Gears  and  pinions  should  be  of 
the  same  hardness.  In  mounting  solid  gears  without 
keys  a  pressure  of  20  to  30  tons  is  sufliicient  for  city 
cars  and  50  tons  for  interurbans,  as  it  takes  a  higher 
torsional  pressure  to  twist  a  gear  than  to  mount  it. 

March  11  was  known  as  safety  day  among  the  em- 
ployees of  the  Brooklyn  (N.  Y.)  Rapid  Transit  Com- 
pany. It  was  celebrated  in  the  evening  at  the  main 
clubhouse  of  the  company  at  Jamaica  and  Alabama 
Avenues,  with  an  entertainment  under  the  auspices  of 
the  Brooklyn  Rapid  Transit  Employees  Benefit  Asso- 
ciation. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


629 


A.  R.  E.  A.  Convention  Proceedings 

An  Account  of  the  Action  Taken  by  This  Association  on 
the  Various  Committee  Reports 

The  discussion  of  the  committee  reports  at  the  annual 
convention  of  the  American  Railway  Engineering  Asso- 
ciation, held  in  Chicago,  March  16-18,  1915,  abstracts  of 
which  were  contained  in  the  issue  of  the  Electric  Rail- 
way Journal  for  March  20,  brought  out  additional  facts 
of  interest  to  electric  railways.  President  W.  B.  Storey, 
Jr.,  vice-president  Atchison,  Topeka  &  Santa  Fe  Rail- 
way, reviewed  briefly  the  year's  events  of  interest  to 
railroad  engineers,  discussing  topics  relating  particu- 
larly to  the  association's  work. 

Action  on  Committee  Reports 

The  report  of  the  committee  on  signs,  fences  and 
crossings  was  presented  by  W.  F.  Strouse,  chairman, 
and  after  some  discussion  the  specifications  for  gal- 
vanized wire  fencing,  gates  for  right-of-way  fences  and 
concrete  fence  posts  were  adopted  by  the  associa- 
tion. This  committee's  recommendation  for  track  con- 
struction and  flangeways  in  paved  street  crossings  and 
in  paved  streets  was  revised  so  that  the  141-lb.  9-in. 
girder  rail  was  not  recommended  unless  conditions  re- 
quired. For  street  crossings  it  was  revised  and  pro- 
vides for  standard  track  construction  with  such  modifi- 
cation as  may  be  required  to  suit  the  situation.  Upon 
motion  it  was  finally  decided  to  refer  the  question  of 
track  construction  back  to  the  committee  for  further 
consideration. 

That  part  of  the  roadway  committee's  report  setting 
forth  a  classification  of  soils  was  referred  back  for 
further  consideration,  while  the  specifications  for  sod- 
ding were  adopted  for  inclusion  in  the  manual.  The 
formula  recommended  by  the  committee  on  ties  to  pro- 
vide an  economic  comparison  of  railroad  ties  with  dif- 
ferent materials,  was  also  approved  and  adopted  for 
the  same  purpose.  The  information  on  metal,  composite 
and  concrete  ties  was  received  as  such. 

The  recommendations  of  the  committee  on  rail, 
i.e.,  that  the  sections  weighing  100  lb.,  110  lb.  and  120 
lb.  per  yard  be  approved  as  standard,  that  the  A.  R.  A. 
section  A  also  be  adopted  as  standard  for  90-lb.  rail, 
that  for  sections  below  90  lb.  it  was  inadvisable  to  rec- 
ommend any  changes  and  that  these  conclusions  be 
presented  to  the  A.  R.  A.  for  its  adoption,  were  ap- 
proved. The  specifications  for  high  carbon  steel  joint 
bars  and  for  heat-treated,  oil-quenched  steel  joint  bars 
were  adopted  for  publication  in  the  manual.  In  the 
discussion  of  the  rail  committee's  investigation  of  trans- 
verse fissures.  Dr.  P.  H.  Dudley,  New  York  Central  Rail- 
road, stated  that  one  phase  of  this  investigation  had  led 
him  to  believe  that  the  shape  of  wheel  treads  was  not  as 
it  should  be.  He  found  that  the  coning  of  the  tread  ma- 
terially reduced  the  tread  bearing.  He  believed  that 
the  uniform  bearing  over  the  entire  head  of  the  rail 
would  produce  much  better  results  both  as  regards  rail 
and  wheel  wear. 

That  part  of  the  track  committee's  report  containing 
tentative  plans  and  specifications  for  manganese  frogs 
and  crossings  was  received  as  information.  In  a  similar 
manner  the  report  of  the  committee  on  buildings,  por- 
tions of  which  were  submitted  as  information  and  the 
other  parts  containing  recommendations  for  changes  in 
the  manual,  were  approved. 

The  report  of  the  committee  on  electricity  was  largely 
one  of  progress,  but  contained  two  recommendations, 
namely,  a  clearance  diagram  for  equipment  and  per- 
manent way  structures  adjacent  to  third-rail,  which 
was  approved  by  the  association  for  publication  in  the 
manual.    The  second  recommendation  relating  to  speci- 


fications for  crossings  of  wires  and  cables  over  steam 
railroad  rights-of-way  was  also  approved.  A  recom- 
mendation containing  certain  revisions  and  modifica- 
tions in  the  existing  specifications  for  overhead  cross- 
ings of  electric  light  and  power  lines  was  approved,  but 
on  the  suggestion  of  the  committee  was  not  recom- 
mended for  publication  in  the  manual. 

The  recommendation  of  the  wood  preservation  com- 
mittee, namely,  that  the  use  of  coal  tar  in  creosote  be 
permitted,  was  approved.  In  addition  to  this  a  speci- 
fication for  creosote-coal  tar  solution  was  adopted  for 
insertion  in  the  manual,  as  well  as  four  rules  relating 
to  the  water  allowance  in  creosote.  In  support  of  the 
recommendation  of  the  committee  on  the  grading  of 
lumber,  the  present  rules  for  white  and  Norway  pine 
and  hemlock  were  rescinded  and  the  suggested  rules 
for  grading  Southern  pine  lumber  were  received  as 
tentative  rules. 

The  report  of  the  committee  on  ballast  brought  out 
more  lively  discussion  than  any  other  submitted  at  this 
convention,  particularly  that  part  of  the  report  contain- 
ing a  proposed  ballast  section  for  single  track  on  tan- 
gents. It  developed  that  there  was  no  necessity  for 
banking  ballast  against  the  ends  of  the  ties  as  proposed 
in  the  recommended  section,  since  this  was  believed  to 
be  detrimental  to  the  track.  In  substantiating  this  the 
opinion  was  advanced  that  the  ballast  at  the  ends  of  the 
tie  becomes  clogged,  both  by  powdered  ballast  and  dust, 
and  thereby  prevents  good  drainage.  An  actual  test 
also  had  demonstrated  that  excessive  tamping  aided  in 
clogging  ballast.  Banking  of  gravel  at  the  ends  of  the 
ties  also  made  more  difficult  the  maintenance  of  track 
circuits  when  block  signals  were  used,  while  a  change 
to  the  drainage  section,  namely,  by  exposing  the  ends  of 
the  ties,  eliminated  this  difficulty.  Furthermore,  it  was 
found  that  the  usual  objection  to  the  drainage  ballast 
section  did  not  obtain  in  practice,  namely,  that  it  was 
difficult  to  keep  the  track  in  line. 

Regarding  the  kind  of  tile  to  be  used  for  track  drain- 
age purposes,  one  member  stated  that  in  the  past  too 
high  a  value  had  been  placed  upon  the  qualities  of  or- 
dinary farm  tile.  Experience  had  shown  that  it  crushed 
out  of  line  and  filled  with  silt  after  a  time,  becoming 
valueless  for  drainage  purposes.  Vitrified  bell  and 
spigot  tile  was  recommended,  since  it  has  a  higher 
compressive  strength  and  the  bell  tends  to  reduce  the 
amount  of  silt  carried  into  the  tile  by  water.  Follow- 
ing this  discussion  the  track  section  was  referred  back 
to  the  committee  for  further  consideration,  awaiting 
such  time  as  the  report  of  the  other  committees  in- 
vestigating questions  closely  related  to  this  one  had 
made  a  report. 

Annual  Dinner 

The  annual  dinner  was  held  in  the  Gold  Room  of  the 
Congress  Hotel  on  the  evening  of  March  18,  with  Presi- 
dent W.  B.  Storey  acting  as  toastmaster.  The  list  of 
speakers  included  Charles  S.  Gleed,  president  Missouri 
&  Kansas  Telephone  Company;  Sir  George  Foster, 
minister  of  foreign  trade  and  commerce,  Dominion  of 
Canada;  Frank  L.  Mulholland,  president  International 
Association  of  Rotary  Clubs,  and  Benjamin  Baum,  chief 
engineer  maintenance  of  way  Maumee  Valley  Railroad. 

The  following  officers  were  elected  for  the  ensuing 
year:  President,  Robert  Trimble,  chief  engineer  main- 
tenance of  way  Northwest  System  Pennsylvania  Lines, 
West  Pittsburgh,  Pa.;  first  vice-president,  A.  S.  Bald- 
win, chief  engineer  Illinois  Central  Railroad,  Chicago; 
second  vice-president,  John  G.  Sullivan,  chief  engineer 
Western  Lines  Canadian  Pacific  Railroad,  Winnipeg; 
treasurer,  George  H.  Bremner,  assistant  district  engi- 
neer division  of  valuation  Interstate  Commerce  Com- 
mission, Chicago,  and  secretary,  E.  H.  Fritch,  Chicago. 


630 


ANNUAL  CONVENTION 

SAN  FILANCISCO 

OCTOBER  4  TO  8,  1915 


ELECTRIC     RAILWAY     JOURNAL 

American  Association  News 


[Vol.  XLV,  No.  13 


ANNUAL  CONVENTION 

SAN  FRANCISCO 

OCTOBER  4  TO  8,  1915 


Committee  Meetings  Held  This  Week  Included   Accountants'  Educational,  Engineering  Lightning  Protection, 
and  T.  &  T.  Training  of  Transportation  Employees — Transportation  Committees  Active  Also 


CONVENTION  TRANSPORTATION  MATTERS 

Secretary  Burritt's  office  is  sending  advance  informa- 
tion to  local  transportation  committee  chairmen  regard- 
ing the  trains  to  and  from  the  convention.  A  train  will 
go  over  the  N.  Y.  Central,  northern  route,  and  another 
over  the  Pennsylvania  via  Denver  and  Salt  Lake  City. 
Leaving  San  Francisco  these  trains  will  stop  at  Yo- 
semite  National  Park,  the  San  Diego  Exposition  and 
other  Southern  California  points,  as  well  as  the  Grand 
Canyon  of  Arizona.  The  details  of  these  trips  have  not 
yet  been  definitely  settled,  but  they  will  be  round  trips 
of  the  all-expenses-paid  variety.  A  "special"  will  also 
be  made  up  in  Chicago  and  another  one-way  New  York 
train  is  contemplated,  leaving  as  late  as  Oct.  1,  arriving 
in  San  Francisco  on  Oct.  4. 


ACCOUNTANTS'  EDUCATIONAL  COMMITTEE 

A  meeting  of  the  committee  on  education  of  the 
A.  E.  R.  A.  A.  was  held  in  New  York  on  March  22. 
The  committee  members  present  were  George  G.  Whit- 
ney, Washington,  D.  C,  chairman,  and  F.  L.  Pryor, 
Philadelphia,  Pa. ;  E.  B.  Burritt  and  H.  C.  Clark,  of  the 
American  Association;  J.  L.  Conover,  Jr.,  Newark,  N. 
J.,  and  H.  H.  Norris,  Electric  Railway  Journal,  were 
present  by  invitation.  The  status  of  the  correspond- 
ence course  was  discussed  and  a  number  of  suggestions 
for  improvement  in  details  were  referred  to  the  chair- 
man for  conference  with  the  instructor,  Professor  John 
R.  Wildman  of  New  York  University.  The  desirability 
of  adding  an  introductory  course  for  accounting  and 
other  clerks  and  for  individuals  not  familiar  with  ac- 
counting practice  was  considered. 


PROGRESS  ON  THE  ACCOUNTANTS'  CORRES- 
PONDENCE COURSE 

Reports  which  have  been  received  by  the  chairman 
of  the  educational  committee  of  the  Accountants'  As- 
sociation show  that  about  one-half  of  the  individuals 
enrolled  in  the  correspondence  course  are  now  submit- 
ting papers  for  examination  by  the  instructor.  This 
is  a  very  gratifying  proportion  and  shows  that  an  in- 
telligent interest  is  being  taken  in  the  topics  covered 
by  the  instruction  papers.  Many  of  those  enrolled  sub- 
scribed for  the  course  to  secure  the  information  for 
reference  purposes,  and  these  also  are  being  benefited 
although  they  do  not  file  reports. 

As  was  clearly  explained  in  the  prospectus  of  the 
present  course,  it  was  designed  to  give  a  scientific  foun- 
dation for  accounting  work  to  those  familiar  with  the 
practical  details.  Classification  of  accounts  is  not  be- 
ing considered  because  there  is  not  yet  sufficient  una- 
nimity regarding  classification  to  warrant  its  incorpor- 
ation in  a  regular  course.  Those  in  charge  felt  that 
there  are  certain  fundamental  principles  of  accountancy 
which  permeate  all  lines  of  work  so  that  the  experience 
gained  in  other  fields  is  available  in  electric  railway 
accounting.  The  illustrations  have,  therefore,  been 
drawn  from  different  lines  and  the  students  have  been 
left  to  apply  the  principles  to  their  own  work.  As  the 
course  proceeds  the  illustrations  will  be  drawn  more 
and  more  from  electric  railway  practice. 

In  view  of  the  somewhat  restricted  field,  the  enroll- 


ment of  a  class  of  more  than  300  was  an  excellent 
indication  of  the  desire  of  young  electric  railway  ac- 
countants to  prepare  themselves  for  doing  their  work 
better  and  thus  for  promotion.  If  the  result  of  the 
year's  work  is  the  establishment  of  a  course  or  set 
of  courses  which  will  be  permanent  except  for  their 
adaptation'  to  changing  conditions  in  the  industry,  the 
achievement  will  redound  to  the  credit  of  the  associa- 
tion and  to  those  who  have  fostered  the  movement.  It 
devolves  largely  upon  those  who  are  now  following  the 
course  to  get  the  most  possible  out  of  it,  realizing  that 
they  are  thus  assisting  in  laying  the  foundation  for 
the  future  of  the  course  as  well  as  for  their  own 
progress. 


COMMITTEE    ON    TRAINING    OF    TRANSPORTA- 
TION EMPLOYEES 

A  two-day  session  of  this  committee  was  held  in  Bos- 
ton on  March  25  and  26,  Chairman  C.  S.  Ching,  Boston 
Elevated  Railway,  presiding.  The  members  present 
were  E.  E.  Strong,  Rochester,  N.  Y. ;  F.  I.  Hardy, 
South  Bend,  Ind.;  W.  J.  Harvie,  Syracuse,  N.  Y.;  H.  H. 
Hanson,  R.  B.  Currie,  and  Edward  Dana,  Boston.  The 
committee  is  making  a  study  of  the  laws  relating  to 
employment  and  is  planning  a  systematic  program  for 
the  improvement  of  courtesy.  These  will  be  covered  at 
length  in  the  report  to  be  presented  at  the  1915  con- 
vention. 


NEW  ENGLAND  TRANSPORTATION  COMMITTEE 

This  committee  held  its  first  meeting  on  March  16, 
those  present  being  H.  E.  Reynolds,  Boston,  chairman; 
C.  C.  Wood,  Springfield,  Mass.;  A.  A.  Hale,  Boston; 
J.  E.  Johnson,  Boston,  and  R.  M.  Sparks,  Boston,  secre- 
tary. It  was  decided  that  the  plans  as  outlined  by  the 
director  of  transportation  will  be  followed  by  the  New 
England  section  and  it  is  expected  that  a  large  number 
of  local  members  will  make  the  trip.  A  notice  for 
presentation  at  the  annual  banquet  of  the  New  England 
Street  Railway  Club  on  March  25  was  prepared.  This 
called  attention  to  the  inducements  and  conveniences 
which  will  characterize  the  trip  and  gave  the  names  of 
the  New  England  committee  members  so  that  inquiries 
can  be  made  of  those  convenientlv  located. 


COMMITTEE  ON  LIGHTNING  PROTECTION 

A  meeting  of  the  Engineering  Association  committee 
on  lightning  protection  was  held  in  Pittsburgh  on  March 
24  with  all  of  the  members  present,  as  follows:  D.  E. 
Grouse,  Annapolis,  Md.,  chairman ;  F.  R.  Phillips,  Pitts- 
burgh, Pa.;  E.  J.  Blair,  Chicago,  III,  and  J.  Leisenring, 
Springfield,  Ohio.  C.  G.  Hecker,  Pittsburgh,  also  at- 
tended part  of  the  meeting.  The  following  assignments 
were  made,  the  individuals  named  to  prepare  sections 
of  the  report  after  correspondence  with  other  members 
of  the  committee:  Mr.  Phillips,  material  of  cores,  loca- 
tion and  size  of  car  lightning  arrester  choke  coils,  also 
location,  available  types,  and  suitable  methods  of  in- 
spection of  car  lightning  arresters;  Mr.  Grouse,  car 
wiring  with  reference  to  the  prevention  of  electrostatic 
and  electromagnetic  induction,  and  lightning  arrester 
grounding,  including  size  of  ground  wire,  proximity  of 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


631 


other  wires,  and  effect  of  steel  cars  on  methods  of 
grounding;  Mr.  Leisenring,  available  types  of  line 
lightning  arresters  and  recommendations  as  to  the  de- 
sirable number  per  mile;  and  Mr.  Blair,  line  lightning 
arrester  ground  connections,  with  regard  to  earth  or 
rail  connection  or  both.  These  topics  were  thoroughly 
discussed  by  the  committee  with  a  view  to  a  logical 
development  of  the  subject  in  preparation  for  the  con- 
vention report. 


DENVER  TRAMWAY  SECTION 

The  regular  monthly  meeting  of  Company  Section  No. 
3  was  held  on  March  18,  with  an  attendance  of  125. 
H.  P.  Fligg,  chief  of  the  coasting  department,  read  the 
principal  paper  on  the  subject  of  "Coasting."  This 
provoked  a  lively  discussion. 


PUBLIC  SERVICE  RAILWAY  SECTION 

On  account  of  lack  of  space  last  week  the  March  meet- 
ing of  Company  Section  No.  2  was  merely  mentioned. 
The  meeting  was  attended  by  more  than  300  men,  and 
talks  were  given  by  R.  E.  Danforth,  general  manager; 
Alfred  Green,  Galena  Signal  Oil  Company,  and  H.  H. 
Norris,  ELECTRIC  Railway  Journal. 

Mr.  Danforth  reviewed  his  own  experiences  in  Buf- 
falo and  Rochester,  calling  attention  to  the  fact  that  in 
the  latter  city  seven  new  sets  of  motor  equipment  were 
required  in  ten  years,  owing  to  the  rapid  development 
of  the  railway  motor  between  1890  and  1900.  He 
showed  how  this  development  work  imposed  heavy 
financial  burdens  on  the  electric  railways  of  the  country 
and  intimated  that  the  cost  of  this  development  is  a 
proper  capital  charge.  From  the  experience  of  the 
Public  Service  Railway  he  showed  how,  during  seven 
years  past,  maintenance  costs,  even  of  old  motors,  had 
been  reduced  by  such  devices  as  impregnating  windings 
with  insulating  varnish,  slotting  commutators,  etc.  He 
also  gave  figures  comparing  maintenance  costs  of  differ- 
ent types  of  motors  used  in  Rochester  some  years  ago, 
indicating  how  rapid  was  the  progress  in  perfecting 
mechanical  details  in  motor  construction.  Mr.  Dan- 
forth quoted  a  number  of  prices  paid  for  repair  parts  of 
early  motors  and  for  complete  motors,  showing  that  not 
only  were  motors  expensive,  but  the  cost  of  the  repair 
parts  was  excessive,  due  to  the  inexperience  of  the 
manufacturers. 

Mr.  Green's  talk  was  an  intimate  personal  account 
of  troubles  with  early  motors  with  particular  reference 
to  gears  and  controllers.  He  gave  amusing  details  of 
the  construction  of  gears  with  wooden  centers  and  cast- 
iron  rims,  the  wooden  centers  being  necessary  for  in- 
sulating purposes.  Steel  rims  were  later  shrunk  on  the 
wooden  centers  with  great  reduction  in  cost.  His  talk 
gave  a  vivid  impression  of  the  difficulties  of  keeping 
cars  in  motion  in  the  early  days,  which  difficulties  are 
apt  not  to  be  appreciated  by  the  rising  generation.  He 
closed  by  emphasizing  the  fact  that  troubles  with  equip- 
ment were  farreaching  in  preventing  regular  operation 
and  dissatisfaction  to  patrons. 

Mr.  Norris  confined  his  attention  to  calculations  of 
the  energy  required  to  bring  cars  to  speed  from  rest 
on  level  track,  grades  and  curves  and  to  maintain  speed, 
for  the  purpose  of  showing  the  relation  of  accelerating 
power  to  the  necessary  size  of  motors.  The  speaker  and 
the  audience  worked  the  problems  out  together,  using 
motor  curves  which  were  printed  on  the  regular  Public 
Service  data-book  leaves.  The  calculations  were  based 
on  equipment  used  in  Newark,  so  as  to  permit  the  re- 
sults to  be  checked  from  the  experience  of  the  men  pres- 
ent. The  A.  I.  E.  E.  motor  rating  was  explained  and 
the  relation  of  this  rating  to  the  all-day  load  of  the 
motor  was  illustrated  from  the  calculations. 


New  England  Street  Railway  Banquet 

Large  Attendance    at  the  Annual  Meeting   in  Boston   on 
Thursday — New  Officers  Elected 

Between  600  and  700  members  and  guests  of  the  New 
England  Street  Railway  Club  gathered  at  the  Copley- 
Plaza  Hotel,  Boston,  Mass.,  on  the  evening  of  March  25 
for  the  fifteenth  annual  banquet  of  the  organization. 

As  usual,  the  banquet  was  preceded  by  the  annual 
meeting  in  the  afternoon,  at  which  Clarence  E.  Learned, 
of  Boston,  was  elected  president,  succeeding  John  T. 
Conway,  of  Brockton,  Mass.  Other  officers  elected  were : 
vice-presidents:  Massachusetts,  C.  V.  Wood,  Spring- 
field; Maine,  A.  H.  Ford,  Portland;  New  Hampshire,  J. 
Brodie  Smith,  Manchester;  Vermont,  Frank  C.  Wilkin- 
son, St.  Albans;  Rhode  Island,  A.  E.  Potter,  Provi- 
dence; Connecticut,  R.  W.  Perkins,  Norwich.  H.  A. 
Faulkner,  of  Boston,  and  E.  P.  Shaw,  Jr.,  of  Framing- 
ham,  Mass.,  were  re-elected  secretary  and  treasurer, 
respectively.  The  executive  committee  consists  of  J.  T. 
Conway,  Brockton,  Mass. ;  Harry  B.  Ivers,  Boston ;  E.  F. 
Flynn,  Boston;  C.  S.  Ching,  Boston;  J.  E.  Dozier,  Lynn, 
Mass. ;  J.  W.  Belling,  Boston,  and  A.  A.  Hale,  Boston, 
the  finance  committee  consisting  of  C.  E.  Learned,  H.  B. 
Potter  and  A.  P.  Emmons,  all  of  Boston.  A  biographi- 
cal sketch  of  the  new  president  is  printed  on  another 
page  of  this  issue.  At  the  close  of  the  business  meeting 
an  informal  reception  was  enjoyed  in  the  corridors  and 
lobby  of  the  hotel. 

At  the  banquet  in  the  evening  "safety  first"  was 
featured  in  the  menu,  which  abounded  in  clever  cartoons 
and  quips  sponsored  by  Secretary  Faulkner.  The  out- 
side cover  bore  a  red,  white  and  green  shield — the 
original  "safety  first"  appliance  of  primitive  man,  hand- 
somely decorated  with  trolley  cars  rampant  and  other 
appropriate  emblems.  Inside  the  folder  were  a  set  of 
"safety  first"  banquet  rules  wittily  paraphrased. 
Among  these  were  the  following: 

"Avoid  hasty  movements.  Watch  out.  Be  sure  of 
your  seat  before  sitting." 

"Be  careful.  When  in  doubt  pick  the  fork  on  the 
outside  and  work  toward  the  plate.  Watch  the  man  on 
the  other  track." 

"Don't  leave  the  hall  while  the  speakers  are  in  mo- 
tion.    Face  the  front." 

"Safety  first  pays.  Remember  the  names  of  the  men 
you  are  introducing — ^or  cough  at  the  meeting  points." 

An  attractive  musical  program  was  provided  during 
the  evening.  A  decided  hit  was  made  by  the  appear- 
ance of  an  East  Indian  crystal  gazer  whose  "revelations" 
of  the  future  contained  many  appropriate  references  to 
prominent  members  and  their  activities. 

Addresses  of  the  Evening 

Mayor  James  M.  Curley  of  Boston  paid  a  high  tribute 
to  the  safety  work  of  the  Boston  Elevated  Railway 
and  to  the  personnel  of  the  club.  He  emphasized  the 
present  serious  situation  in  the  transportation  field 
with  respect  to  the  need  of  increased  revenue  and  pointed 
out  that  the  public  fails  to  realize  the  rising  cost  of 
living  to  the  railroads.  The  speaker  recognized  the 
need  of  higher  fares,  contrasting  the  difficulties  of  se- 
curing adequate  income  with  the  facility  with  which 
municipal  and  state  taxes  can  be  increased.  "  'Safety 
first',"  said  the  Mayor,  "should  be  extended  to  the 
stockholder's  interests  as  well  as  to  the  life  and  pocket 
of  the  public."  Closing,  he  said  that  he  believed  the 
railroad  men  of  New  England  were  competent  to  work 
out  a  solution  of  the  present  difficulties,  including  the 
invasion  of  the  "jitney"  bus,  and  voiced  his  purpose  to 
see  that  so  far  as  lies  within  his  power,  justice  shall  be 
accorded  the  railways. 


632 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


The  next  address  was  delivered  by  Judge  Thomas 
Duncan,  chairman  of  the  Indiana  Public  Service  Com- 
mission. The  speaker  traced  the  legal  development  of 
the  power  of  states  to  regulate  common  carriers  from 
the  early  regulations  of  ferrymen,  wagoners  and  com- 
mon carriers  by  parliament  to  the  present  mode  of  reg- 
ulation by  states  through  their  public  service  commis- 
sions. "The  exercise  of  the  right  to  regulate  rates,  and 
to  require  adequate  service  through  the  instrumental- 
ity of  state  control,  is  but  a  change  of  the  form,  and 
not  a  change  in  the  character  of  regulation,"  he  said, 
and  "the  order  of  a  commission  in  fixing  rates  has  the 
same  force  as  a  legislative  act.    Continuing,  he  said : 

"The  courts  go  very  far  to  sustain  an  order  of  the 
commission.  It  has  frequently  been  determined  by  the 
highest  courts  of  the  land,  that  the  orders  of  the  com- 
mission are  final  unless,  (1)  beyond  the  power  which 
it  could  constitutionally  exercise;  or  (2)  beyond  its 
statutory  power;  or  (3)  based  upon  a  mistake  of  law. 
But  questions  of  fact  may  be  involved  in  the  determina- 
tion of  questions  of  law,  so  that  an  order  regular  on  its 
face  may  be  set  aside  if  it  appears  that  (4)  the  rate  is 
so  low  as  to  be  confiscatory  and  in  violation  of  the  con- 
stitutional prohibition  against  taking  property  without 
due  process  of  law;  or  (5)  if  the  commission  acted  so 
arbitrarily  and  unjustly  as  to  fix  rates  contrary  to  evi- 
dence or  without  evidence  to  support  it;  or  (6)  if  the 
authority  therein  involved  has  been  exercised  in  such 
an  unreasonable  manner  as  to  cause  it  to  be  within  the 
elementary  rule  that  the  substance,  and  not  the  shadow, 
determines  the  validity  of  the  exercise  of  the  power." 

The  speaker  then  quoted  figures  from  the  reports  of 
the  Interstate  Commerce  Commission  showing  the 
growth  of  the  railroad  business  and  investments 
therein,  and  then  said: 

"The  present  depression  in  the  transportation  busi- 
ness is  not  permanent,  nor  in  my  judgment  is  it  due  to 
governmental  regulation.  It  is  not  confined  to  business 
regulated  by  the  state.  It  prevails  generally  with  vary- 
ing degrees  of  violence.  The  people  and  the  public 
service  corporations  are  not  enemies  but  friends.  Our 
citizens  know  these  splendid  properties  cannot  be  per- 
mitted to  die  of  starvation  without  injury  to  all.  It  is 
the  mighty  task  of  the  leaders  of  thought  of  this  age 
to  show  the  people  a  more  excellent  way.  When  the 
broadest  publicity  discloses  a  reasonable  necessity  for 
increased  revenues  the  people  will  respond  with  a  just — • 
nay,  even  with  a  generous  hand.  But  deception  is  dan- 
gerous. 

"It  is  the  duty  of  public  service  corporations  to 
assist  in  restoring  harmonious  relations  between  the 
carriers  and  those  they  serve.  He  who  engenders  strife 
is  an  enemy  to  the  prosperity  of  his  business.  With  the 
coming  of  peace  in  the  world  prosperity  may  confidently 
be  expected  and  the  development  of  the  country  will 
have  the  opportunity  to  proceed  along  efficient  lines." 

The  next  address  was  by  Chairman  Fred  J.  McLeod 
of  the  Massachusetts  Public  Service  Commission  who 
referred  to  the  Middlesex  &  Boston  case  as  a  declaration 
of  policy  on  the  part  of  the  board.  He  predicted  that 
within  the  next  two  years  many  more  applications  for 
increased  rates  will  be  presented  to  the  commission  and 
said  that,  generally  speaking,  these  are  likely  to  be 
granted.     Mr.  McLeod  said  in  part: 

"The  troubles  of  the  railways  are  not  due  to  state  or 
federal  regulation.  This  has  in  the  main  been  con- 
structive. The  commission  is  not  responsible  for  the 
adequacy  of  rates.  That  rests  with  the  companies.  In 
general,  my  conclusion  is  that  the  rates  now  charged  by 
Massachusetts  street  railways  are  insufficient  to  enable 
the  companies  to  give  the  kind  of  service  the  public  has 
the  right  to  demand,  to  adequately  conserve  the  prop- 
erty and  to  provide  for  depreciation.     The  commission 


is  not  in  an  enviable  position,  but  the  differences  be- 
tween the  interests  of  the  railways  and  of  the  public  are 
largely  superficial.  The  companies  are  run  honestly 
and  it  would  be  to  the  highest  degree  imprudent  to  let 
the  street  railways  of  Massachusetts  get  into  the  un- 
fortunate position  of  the  Boston  &  Maine  (steam) 
Railroad." 

General  William  A.  Bancroft,  the  next  speaker,  con- 
trasted the  difference  between  private  income  opportuni- 
ties and  the  restrictions  placed  on  public  service  cor- 
poration revenue  and  declared  that  unless  responsibility 
for  income  is  recognized  as  a  necessary  function  of  gov- 
ernmental regulation,  then  the  latter  becomes  a  failure. 
Capital  furnishes  equipment;  labor  operates  it,  and  in- 
come should  support  both,  as  well  as  provide  for  main- 
tenance, depreciation,  obsolescence,  attracting  and  sup- 
porting new  capital.  The  requirements  of  good  service 
and  adequate  wages  are  generally  conceded,  but  the  ele- 
ment of  income  needs  more  consideration.  Government 
now  determines  the  income  and,  with  it,  should  assume 
the  same  responsibility  formerly  borne  by  those  who 
fixed  the  revenue.  The  investor  is  entitled  to  as  much 
consideration  as  are  labor  and  the  public.  Said  the 
speaker :  "Government,  to  use  the  language  of  the  Presi- 
dent of  the  United  States,  must  play  the  whole  game 
and  play  it  according  to  the  rules.  It  cannot  leave  out 
any  part.  It  must  provide  for  capital,  both  for  new  and 
for  old,  as  well  as  for  service  and  for  labor.  It  must 
raise  rates  if  necessary,  just  as  managers  did  before 
their  power  to  do  so  was  taken  away." 

General  Bancroft  emphasized  the  Middlesex  &  Bos- 
ton decision  as  one  which  completely  recognized  the 
principle  that  income  must  be  adequate  to  meet  the  con- 
ditions which  it  is  its  function  to  support.  In  conclu- 
sion he  said :  "In  the  expressive  phrase  of  the  day,  it  is 
'up  to'  the  governments  of  our  respective  states  and  to 
the  government  of  the  United  States  to  provide  for  in- 
come. If  government  control  fails  to  provide  for  in- 
come, then  government  control  is  a  failure." 

President  C.  Loomis  Allen  of  the  American  Electric 
Railway  Association,  the  next  speaker,  said  that  the 
survival  of  the  industry,  extensions  into  new  territory, 
and  increased  facilities  require  a  change  in  the  pub- 
lic's attitude.  A  greater  confidence  must  be  inspired  in 
the  purchase  of  electric  railway  securities  to  enable  the 
necessary  expansion  to  be  made.  Self-education  as  to 
the  problems  of  the  industry  and  the  education  of  em- 
ployees are  essential.  "Tell  your  employees  in  language 
that  will  be  understood  how  much  money  you  take  in 
and  how  these  revenues  are  disposed  of,"  said  the 
speaker.  He  advocated  giving  employees  a  correct  un- 
derstanding of  the  profits  that  are  earned  on  each 
nickel  received.  Many  employees  beside  the  public  at 
large  believe  that  these  profits  are  very  great.  Finan- 
cial facts  should  be  set  forth  in  plain  and  terse  lan- 
guage, avoiding  technicalities  and  accounting  terms. 
The  public  wants  to  know  about  the  expenditures  from 
revenue.  It  wants  to  know  the  amounts  paid  in  sal- 
aries, labor,  and  for  the  purchase  of  material  and  sup- 
plies; the  amounts  paid  out  in  the  settlement  of  in- 
juries and  damage  claims,  and  the  expenses  connected 
therewith;  the  amounts  of  legal  fees,  of  various  forms 
of  taxation,  and  to  what  extent  the  municipalities  are 
benefited  by  these  sums.  The  companies  are  interested 
in  letting  the  public  know  the  outlays  in  interest  on 
funded  and  unfunded  loans,  the  payments  in  dividends, 
who  the  stockholders  are  and  the  amount  of  stock  each 
holds.  A  great  service  can  be  done  the  industry  by 
furnishing  employees  with  the  details  of  operation,  re- 
questing them  to  tell  the  story  to  their  neighbors,  fel- 
low-workers and  friends.  No  expenditure  and  but  little 
time  is  required  to  give  such  information  in  simple 
form.    Misunderstanding  has  arisen  in  the  past  on  the 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


633 


part  of  the  public  through  failure  to  make  proper  use 
of  employees  as  avenues  of  truth  distribution. 

Frank  J.  Hedley,  vice-president  and  general  manager 
of  the  Interborough  Rapid  Transit  Company  of  New 
York,  was  the  last  speaker.  He  touched  upon  the  mag- 
nitude of  the  electric  passengef  transportation  problem 
in  New  York  City.  About  $300,000,000  is  now  being 
expended  in  the  construction  of  new  rapid  transit  lines. 
When  these  improvements  are  completed,  the  maximum 
ride  on  a  5-cent  fare  will  go  up  from  17  to  over  26 
miles.  Mr.  Hedley  refeired  to  the  great  benefits  of 
the  open  shop  method  of  operation  and  emphasized  the 
efforts  of  the  company  to  insure  the  satisfaction  of  em- 
ployees and  equal  opportunities  of  advancement  to  all 
men  of  ability.  Closing,  he  deprecated  misuse  of  oppor- 
tunities of  the  press  and  advocated  a  square  deal  in 
newspaper  columns  for  railways. 

C.  S.  Clark,  Boston,  and  Harry  B.  I  vers,  Boston, 
were,  respectively,  chairmen  of  the  reception  and  gen- 
eral banquet  committees. 


COMMUNICATION 


Meters  and   Men 

Sangamo  Electric  Company 

Chicago,  III.,  March  18,  1915. 
To  the  Editors : 

In  the  editorial  "Meters  and  Men,"  in  the  Feb.  27 
issue  of  the  Electric  Railway  Journal,  the  editor, 
after  cautioning  against  the  use  of  average  consump- 
tion per  car-mile  records  for  determining  motormen's 
relative  performance  in  car  operation  without  first  care- 
fully analyzing  and  subdividing  the  different  service 
conditions,  suggests  the  development  of  some  sort  of 
stop-recording  device  for  simplifying  the  work. 

It  is  the  writer's  opinion  that  the  adoption  of  a  device 
of  this  nature  on  any  system  would  tend  to  defeat  the 
real  purpose  of  the  car  meters,  the  attainment  of  econ- 
omy of  operation,  by  putting  a  premium  on  the  num- 
ber of  stops  made  by  the  motormen.  Where  the  num- 
ber of  stops  are  considered  in  the  motorman's  average 
consumption  rate,  there  would  be  an  incentive  for  all 
the  men,  no  matter  whether  they  had  a  low  or  high  con- 
sumption, to  make  the  maximum  number  of  stops,  or 
even  more  if  possible,  thus  reconciling  their  consump- 
tion to  an  unnecessarily  extra  number  of  stops. 

The  argument  in  favor  of  a  stop-recording  device 
must  support  the  contention  that  the  average  car-energy 
consumption  per  mile  is  proportional  to  the  number  of 
stops  per  mile.  This  means  that  there  must  be  a  fair 
uniformity  of  energy  consumption  per  stop,  or  rather 
between  stops,  over  the  test  period.  Yet,  on  a  city  sys- 
tem it  is  evident  that  the  average  consumption  per  stop 
per  mile  for  a  car  crawling  along  behind  wagons  and 
slowly  moving  traffic  will  be  far  less  than  the  average 
for  a  heavily-loaded  car  that  makes  from  ten  to  twelve 
stops  per  mile  at  evenly  divided  intervals.  Therefore, 
for  fairness,  it  is  either  necessary  to  know  the  exact 
kind  of  stops,  namely,  to  classify  the  stops  according  to 
the  amount  of  energy  used  in  accelerating  and  running 
between  stops,  or  to  take  the  test  over  a  comprehensive 
period,  to  eliminate  such  variables,  and  to  enable  all 
men  to  make  nearly  an  equal  number  of  similar  stops. 
To  eliminate  the  variable  representing  the  number  of 
stops  would  be  in  fact  eliminating  the  necessity  of  a 
stop-recording  device. 

There  will  be  a  difference  in  average  consumption  per 
stop  per  mile  on  different  lines  with  the  same  type  of 
car  over  a  reliable  test  period,  depending  on  conditions 
of  local  traffic,  schedule,  etc.,  just  as  there  will  be  a  dif- 
ference in  average  consumption  per  mile  for  the  same 
reasons,  thus  necessitating  the  separate  classification  of 


the  results  of  the  different  service  conditions,  with 
either  system.  So  that  while  the  stop-recording  device 
might  apparently  be  of  advantage  in  showing  the  total 
number  of  stops  that  any  motorman  has  made  with  a 
given  consumption,  still  the  far  more  important  variable 
representing  energy  used  between  stops  has  to  be  elim- 
inated by  the  law  of  averages  and  the  separate  classi- 
fication of  service  conditions. 

It  is  true  that  a  word  of  caution  is  due  with  regard 
to  the  use  of  meter  records  for  comparisons  of  motor- 
men.  The  different  types  of  cars  must  be  divided  into 
car  classes  and  the  different  service  conditions  divided 
into  service  classes,  and  the  results  in  each  car-service 
class  should  be  figured  separately  in  average  consump- 
tion terms.  Then  each  man's  results  in  the  different 
classes  can  be  combined  by  percentage  figures.  It  is 
not  difficult  properly  to  classify  the  different  service 
conditions,  and  in  this  regard  it  is  advisable  to  over- 
subdivide  rather  than  otherwise,  as  later  on  similar 
averages  of  service  classes  can  be  combined  and  the 
total  number  of  car-service  classes  reduced  appreciably. 
Above  all,  no  figures  should  be  accepted  until  it  is  cer- 
tain that  they  are  reliable  and  have  all  variables  but 
the  ones  of  relative  performance  of  motormen  elim- 
inated by  having  been  taken  over  a  sufficiently  long 
period.  Because  a  ball  player  has  a  batting  average  of 
1.000  for  two  games  is  no  sign  that  he  is  a  great  bats- 
man, and  similarly  the  record  of  an  extra  man  on  a 
tripper  or  special,  over  the  rush  hours  of  the  day,  is  no 
criterion  of  his  ability.  C.  H.  KOEHLER. 


Sixty-Cycle  Rotary  Converters  in  Series  in 

1500-Volt   Service 

In  the  April  issue  of  the  Electric  Journal  Nicholas 
Stahl  gives  operating  details  of  the  rotary  converter 
equipment  of  the  Piedmont  &  Northern  Railway,  in* 
stalled  last  year.  Both  motor-generator  sets  and  rotary 
converters  are  used  in  the  substations,  but  in  the  Spar- 
tanburg substation  each  unit  consists  of  two  sixty-cycle 
rotary  converters  connected  in  series  on  the  d.c.  side  and 
mounted  on  a  single  bedplate.  As  the  voltage  on  the 
substation  was  liable  to  considerable  variation  due  to 


Sndon  Circuit  Breaker    f 
SouUMm  Power  Company 

-  H300  Voll 


100  OOP  Voll 
Supply  Line 


Bu; 


I. 
I 

Ul. 


Mi  Mi  dm 


KevoMne  Shaft 
'^     ControTlinf 


■^Revolving  Staftj 
-^  for  Hand  Operation 
\^  of  Circuit  BroKkert 


T*p  Connoctions  Tap  Connectioni  Tap  Connections 

Timnnormw   Bank  Nof    Xnntforma  Bank  No.  J     .Transformer  Bank  No.  3 

SPARTANSBURG    SUBSTATION — A.C.    AND   D.C.    CIRCUIT   DIA- 
GRAMS SHOWING  TRANSFORMER  SECONDARY  MULTI- 
TAP  CONNECTIONS 
(The  lower  is  a  straight-line  diagram) 


634 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


the  length  of  the  transmission  system  and  the  varying 
load  demand  upon  it,  special  provision  vi^as  made  for 
adjusting  the  secondary  voltage  of  the  transformers. 
The  arrangements  for  connecting  different  taps  in  the 
13,200-volt  transformer  primaries  to  the  auxiliary  bus- 
bars are  shown  in  the  diagrams  which  appear  on 
page  633. 

The  transmission  voltage  to  the  substation  is  100,000 
and  it  is  reduced  to  13,200  in  outdoor  transformers. 
Inside  the  substation  are  nine  transformers,  each  of 
167-kva  capacity,  arranged  in  three  banks,  with  star- 
connected  primaries  and  delta-connected  secondaries. 
These  reduce  the  voltage  to  about  460  for  the  rotaries. 
There  are  three  primary  taps  on  each  transformer,  each 
made  through  an  oil  switch,  the  center  or  normal  tap 
being  provided  with  a  preventive  coil  and  a  disconnect- 
ing switch.  This  arrangement  provides  for  shifting 
the  taps  in  service,  the  "disconnect"  being  open  while 
two  of  the  switches  are  closed  in  the  process  of  trans- 
ferring taps.  The  taps  provide  for  voltage  90,  100  and 
110  per  cent  of  normal.  The  secondaries  of  these 
transformers  are  double,  the  two  windings  supplying 
respectively  one  phase  of  each  of  the  two  rotaries  form- 
ing a  pair. 

The  a.c.  circuit  breaker  for  controlling  a  transformer 
bank  is  provided  with  a  low-voltage  release  and  pallet 
switch.  On  failure  of  the  alternating  voltage  the  cir- 
cuit breaker  will  trip  out  and  the  pallet  switch,  being 
connected  to  a  non-voltage  or  shunt  trip  coil  on  the  d.c. 
circuit  breaker,  will  trip  out  the  d.c.  end  of  the  rotary, 
completely  isolating  it.  This  prevents  damage  due  to 
a.c.  power  coming  back  when  the  machine  is  out  of 
phase  and  nearly  at  rest.  As  the  substation  is  also  liable 
to  receive  power  over  the  d.c.  trolley,  d.c.  reverse-cur- 
rent relays  are  installed  on  the  machine  panels  to  oper- 
ate when  the  rotaries  tend  to  reverse  themselves.  These 
short-circuit  low-voltage  coils  on  the  a.c.  circuit  break- 
ers and  cut  out  the  sets.  Additional  circuit  breakers 
are  placed  on  the  negative  side  of  the  d.c.  circuit  to 
protect  the  "low  side"  machine  in  case  of  a  short-cir- 
cuit around  the  "high"  machine.  These  circuit  break- 
ers, with  the  equalizer  switches,  are  mounted  on  in- 
closed panels  placed  between  the  machine  and  feeder 
panels. 

To  protect  the  substation  the  feeders  are  not  tied 
directly  to  the  trolleys  at  the  substation  but  are  carried 
about  a  mile  down  the  line.  Flash-overs  have  been  ex- 
tremely rare  and  then  of  no  serious  consequence,  and 
no  trouble  has  been  experienced  through  reversal  of 
polarity  of  d.c.  generators  elsewhere  on  the  system, 
which  might  have  been  caused  by  rise  of  voltage  on  the 
d.c.  side  of  the  rotary  converters  when  a  rise  occurred 
on  the  a.c.  side. 


Ammunition  in  the  "Jitney"  War 

The  accompanying  illustration  shows  an  advertise- 
ment entitled  "Why  Such  Irresponsibility?"  originally 
Inserted  in  the  daily  papers  of  Portland,  Ore.,  by  the 
Portland  Railway,  Light  &  Power  Company  and  later, 
through  the  courtesy  of  that  company,  published  in 
some  of  the  daily  papers  of  Portland,  Maine,  by  the 
Cumberland  County  Light  &  Power  Company. 

As  the  other  side  of  any  question  is  interesting,  how- 
ever, an  advertisement  of  a  Chicago  dealer  in  automo- 
bile supplies  is  reproduced  also.  The  advertiser  in  this 
case  is  obviously  a  frank  soul,  for  his  plea  to  the  casual 
reader  to  spend  a  few  hundred  dollars  and  earn  $100 
per  week  sounds  enticing.  The  statement  of  profit 
would,  of  course,  be  more  convincing  if  the  dealer  had 
taken  advantage  of  the  opportunity  himself,  but  as  a 


possible  insight  into  one  of  the  causes  of  the  remarkable 
growth  of  the  "jitney"  craze  the  advertisement  is  en- 
lightening. Incidentally,  it  might  be  added  that  in  the 
many  statements  which  have  been  received  at  the  office 
of  the  Electric  Railway  Journal  in  regard  to  the 
profits  of  "jitney"  bus  drivers,  none  has  ever  claimed 


li]mSu<li'SAM6pmM&ii^'i 


? 


CUOBUAND  COOWrv  POWER  &  LKirr  OOMTANY 


"jitney"   war   ammunition — NEWSPAPER    HEADINGS   ON 
"JITNEY"  MENACE 


Be  the  First  to  Operate  a 
"JITNEY" 
BUS  LINE 

Why  work  for  $25  a  week  when  on  an  investment  of  a 
FEW  HUNDRED  DOLLARS  you  can  start  in  business  and 
make  $100  a  week? 

New  and  used  autos  at  prices  never  before  offered.  You 
can  convert  any  of  our  cars  we  sell  into  a  "Jitney"  bus. 
Consult  us — we  will  show  you  how  to  do  it. 

I.,imousine,  coupe  and  up-to-date  fore-door  touring  bodies 
at  your  own  price. 

AUTO    SUPPLIES— TIRES 

Accessories  and  radiators  for  all  cars  at  50  cents  on  the 
dollar. 

Our  No.  7  Price  Wrecker  covers  every  automobile  want. 
Send  or  call  for  it.     Save  money. 

World's  Largest  Dealers 

TIMES  SQUARE  AUTO  COMPANY 

1210  Michigan  Avenue 

Also  Fifty-sixth  Street  and  Broadway,  New  York. 


"JITNEY"    WAR    AMMUNITION — ADVERTISEMENT    IN    CHI- 
CAGO   PAPERS 

the  gross  profits  of  $100  per  week.  The  most  extrava- 
gant claim  of  net  receipts  among  them  up  to  this  time 
has  been  limited  to  about  $30  per  week  in  cases  where 
the  driver  neglected  all  expenses  except  those  for  gaso- 
line and  tires. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


635 


Equipment  and  Its  Maintenance 

Short  Descriptions  of  Labor,  Mechanical  and  Electrical 
Practices  in  Every  Department  of  Electric  Railroading 

(Contributions  from  the  Men  in  the  Field  Are  Solicited  and  Will  be  Paid  for  at  Special  Rales.) 


Thrust  Plate  for  Worn  Car  Axles 

BY  "VULCAN,"  A.M.I.C.E.,  A.M.I.E.E.,  ENGLAND 

A.  R.  Johnson's  article  on  "Case-Hardened  Collar  and 
Welding  Reclaim  Worn  Button-End  Axles,"  on  page  294 
in  the  issue  of  Feb.  6,  raises  a  subject  of  considerable 
interest,  inasmuch  as  all  who  have  had  charge  of  the 
maintenance  of  rolling  stock  have  at  some  time  or  an- 
other encountered  the  trouble  referred  to. 

Mr.  Johnson  refers  to  the  excessive  wear  as  having 
taken  place  after  his  company  had  commenced  to  use 
check  (or  keep)  plates  made  of  hard  bronze,  but  I  should 
imagine  that  even  when  the  plates  were  made  of  a 
softer  metal  the  axle  wear  in  the  check  grooves  was 
more  than  that  which  occurred  at  other  parts  of  the 
axles.  In  England  I  have  come  across  scores  of  cases 
where  an  otherwise  sound  axle  has  been  cast  aside  as 
useless,  simply  because  the  sides  of  the  check  grooves 
have  worn  to  a  bad  shape;  the  plates  are  generally  of 
fairly  hard  bronze,  but  soft  metal  is  still  quite  common. 

Considering  the  great  pressures  which  are  impressed 
on  the  sides  of  the  axle  grooves  when  a  car  takes  a 
curve,  at  the  high  speeds  so  common  nowadays,  and  re- 
membering at  the  same  time  that  the  whole  load  is 


tt 


Anrwi**  ^i-anj*  tViti^^iwi. 


:/y 


■/•(■•teiMaa^Aoi 


RENEWABLE   BRONZE   THRUST   PIECE   FOR  AXLE 

spread  over  only  about  one-half  of  the  full  circle,  it  is 
not  reasonable  to  expect  such  thrust  faces  to  keep  their 
normal  shape  for  very  long.  Although  there  are  two 
check  plates  per  axle  it  can  practically  be  assumed  that 
the  total  side  pressure  is  at  any  instant  carried  on  one 
plate  only  per  axle. 

Take  a  common  English  case,  namely,  a  double-deck 
car  weighing  13  tons,  on  a  four-wheel  truck,  traveling 
round  a  curve  of  50-ft.  radius  at  say  10  m.p.h.  (14.6  ft. 
per  second).  Since  the  street  track,  as  a  rule,  has  no 
super-elevation,  the  centrifugal  force  causing  pressure 
against  the  check  plates  will  be: 


F  = 


WXV        13  X  2240  X  14.6  X  14.6 


=  3860  lb. 


gXR  32.2  X  50 

where  F  =  centrifugal  force  in  pounds. 

W  =  weight  of  car  in  pounds. 

V  =  velocity  of  car  in  feet  per  second. 

g  =  gravity  acceleration  =  32.2  ft.p.s.p.s. 

R  =  radius  of  curve  in  feet. 
This  force  is  imposed  on  two  check  plates,  one  on  each 
axle,  and  as  the  side-bearing  area  per  plate  is  usually 
about  1.95  sq.  in.  the  pressure  intensity  is 

OQcn 

— —    =  990  lb.  per  square  inch. 

2  X  1.95 

This  figure  is,  of  course,  very  high  indeed  for  the  class 
of  bearing  under  notice,  but  even  this  amount  will  be 
considerably  exceeded  when  the  car  takes  a  sudden 
change  of  direction,  as  when  taking  switches  and  cross- 
ings and  when  nosing  occurs  at  high  speeds. 


The  case-hardened  collar  described  by  Mr.  Johnson 
will  undoubtedly  effect  a  very  considerable  improve- 
ment. However,  I  think  that  the  arrangement  which  I 
devised  and  used  on  two  large  systems  having  between 
them  more  than  600  cars,  goes  one  better  still. 

The  arrangement  eliminated  altogether  the  horseshoe 
type  of  check  plate.  In  place  of  this  we  adopted  a  thrust 
plate  which  rubs  against  the  end  of  the  axle.  To  allow 
existing  axle  boxes  to  be  used,  the  old  axles  with  worn 
grooves  were  cut  off  in  the  lathe,  level  with  the  inside 
groove  face,  so  that  when  in  position  there  was  just  the 
necessary  space  available  to  allow  the  insertion  of  a 
plain  solid  bronze  plate  abutting  on  the  axle  end. 

The  check  plates  are  reversible.  For  a  3-in.  axle  end 
they  have  a  thrust-bearing  area  of  nearly  7  sq.  in.  as 
compared  with  less  than  2  sq.  in.  for  the  old  arrange- 
ment. As  can  be  expected,  the  wear  on  both  axle  and 
plate  is  very  small  indeed.  They  have  been  used  on  both 
single  and  bogie  trucks  (in  the  latter  case  for  both 
driving  and  trailer  axles),  and  in  every  case  they  have 
proved  their  superiority  over  the  old  pattern. 

A  later  improvement  greatly  reduces  the  amount  of 
bronze,  which  metal  somehow  or  other  seems  to  disap- 
pear very  quickly  when  not  in  actual  use  on  the  cars. 
The  accompanying  sketch  fully  illustrates  the  revised 
check  plate,  and  since  all  particulars  are  given  thereon 
no  further  description  is  necessary. 


Equipment  Defects — Controller  Blow-Out 
Coils— II 

BY  C.  W.  SQUIER,  E.  E. 

Directed  Flux  Blow-Out. — In  order  to  direct  the  mag- 
netic field  so  that  the  lines  of  force  would  pass  across 
the  contacts  in  a  direction  parallel  to  the  shaft  and  so 
blow  the  arc  away  from  the  drum  instead  of  against 
the  arc  deflectors,  the  Westinghouse  Electric  &  Manu- 
facturing Company  developed  what  may  be  called  the 
"directed  flux  blow-out."  An  accompanying  illustra- 
tion shows  this  arrangement  as  applied  to  the  No.  210 
controller.  A  cast-iron  bracket  runs  down  the  blow-out 
coil  side  of  the  arc  shield,  and  a  facing  is  provided  for 
this  bracket  to  make  contact  with  the  core  of  the  blow- 
out coil.  The  arc  shield  is  fastened  to  this  bracket  and 
swings  with  it.  The  individual  arc  deflectors  are  made 
of  pressed  asbestos  or  Ambroin,  and  pieces  of  sheet 
iron  are  imbedded  in  them.  These  deflectors  and  iron 
plates  are  so  arranged  that  every  alternate  one  has  the 
iron  projecting  backward  to  the  bracket  on  the  blow- 
out coil  side,  while  the  iron  in  the  remaining  arc  de- 
flectors consists  of  short  pieces  projecting  down  to  a 
steel  bar  which  runs  down  the  front  and  on  the  lower 
edge  of  the  arc  shield.  The  magnetic  circuit  is  then 
as  follows:  From  the  core  of  the  blow-out  coil  lines  of 
force  enter  the  bracket  at  the  back  and  pass  to  the 
iron  plates  in  the  arc  deflectors  and  to  one  side  of  the 
contact  fingers.  Then  the  lines  cross  over  the  inter- 
vening space  across  the  contacts  to  the  short  pieces  of 
iron  in  the  adjacent  arc  deflectors  and  from  these  short 
plates  down  to  the  steel  bar  running  in  front  of  the  arc 
shield  and  to  the  controller  frame,  and  so  back  to  the 
blow-out  coil  core.     In  passing  from  one  arc  deflector 


636 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


to  the  adjacent  ones  the  lines  of  force  cross  the  fingers 
and  contacts  in  a  direction  parallel  to  the  controller 
shaft,  so  that  any  arc  formed  by  the  opening  of  the 
controller  circuit  is  lifted  away  from  the  drum.  This 
type  of  blow-out  overcame  the  disadvantage  of  having 
the  arc  blow  against  the  arc  deflectors,  but  as  some 
contacts  were  a  greater  distance  from  the  blow-out  coil 
than  others  these  had  a  less  efficient  blow-out. 

Field  Type  of  Blow-Out. — A  further  development  of 
the  directed  flux  blow-out  overcame  the  disadvantage  of 


•S. 

^ 

r 

^ 

^H>f 

;i«34KKA?fi 

Ms::;::"::::: 
ni::::."::z:. 

^^' 

,  " 

i*<^ 

vs-iVA-rf^s; 

1    1 

P= 

':>-"-'-"-"tK-SSi. 

1 

;->:-^€i=-.5:-:-l-?K 

r 

'•"^'Ol-JJM-s. 

_ 

_ 

^/ifoM  s^jfc/rer 


'8i-o»v  Oi/r  Co/t, 


WESTINGHOUSE  NO.  210  CONTROLLER  WITH  DIRECTED  FLUX 
BLOW-OUT 

a  less  effective  blow-out  for  the  contacts  most  distant 
from  the  blow-out  coil.  This  was  brought  about  by 
using  two  blow-out  coils,  one  on  either  side  of  the  con- 
troller, running  the  entire  length  of  the  contacts.  It  is 
known  as  the  "field  type  blow-out"  on  account  of  its 
resemblance  to  the  field  of  a  two-pole  motor.  An  ac- 
companying illustration  shows  the  arrangement  of  the 
coils,  which  are  so  wound  that  the  faces  of  the  pole 


fingers  are  placed  in  this  space.  The  path  of  the  mag- 
netic flux  is  from  one  blow-out  coil  core  through  the 
iron  plates  which  rest  against  this  face  to  one  side  of 
the  contact  fingers,  then  across  to  the  plates  in  the  adja- 
cent arc  deflectors  and  through  these  to  the  blow-out 
coil  core  on  the  opposite  side  of  the  controller.  By 
using  coils  which  extend  the  entire  length  of  the  contact 
portion  of  the  drum  an  absolutely  uniform  field  is  pro- 
duced at  the  various  contacts  to  produce  a  correspond- 
ingly uniform  blow-out.  The  location  of  the  coils  at 
the  side  of  the  controller  at  a  distance  from  the  points 
at  which  arcing  occurs  leaves  them  safe  from  injury 
and  gives  an  uninterrupted  view  of  the  contacts,  which 
is  desirable  for  inspection  purposes. 

Another  desirable  feature  of  this  type  of  arc  shield 
is  that  it  permits  the  elimination  of  all  screws  in  the 
deflector  plates.  Such  screws  promoted  splitting  of  the 
plates  and  proved  a  constant  source  of  trouble  in  all 
the  previous  types  of  blow-outs  discussed.  The  de- 
flector plates  of  this  type  are  bolted  together  with  iron 
rods  and  separated  by  fiber  spacing  blocks  so  that  they 
are  held  firmly  together  with  no  tendency  to  split,  the 
whole  forming  a  very  substantial  construction.  In  a 
later  design  the  holes  for  the  rods  are  slotted  so  that 
any  single  arc  deflector  can  be  removed  and  replaced 
without  disturbing  the  remaining  ones. 

The  Metallic  Shield  Type  of  Blow-Out 

A  somewhat  unique  but  efficient  type  of  blow-out  is 
used  in  the  controllers  manufactured  by  Dick,  Kerr  & 


dick-kerr  metallic  shield  blow-out 


To  S/ireer  Tf^ 


WESTINGHOUSE      T-1 


controller 

BLOW-OUT 


WITH      FIELD-TYPE 


pieces  are  of  opposite  polarity.  In  the  arc  deflectors 
are  imbedded  iron  plates  which  extend  about  three- 
quarters  of  the  distance  from  one  pole  piece  to  the 
other.  Each  succeeding  arc  deflector  is  reversed  so 
that  the  iron  plates  in  adjacent  arc  deflectors  overlap 
through  the  center  of  the  controller,  and  the  contact 


Company,  Ltd.,  England.  This  is  shown  in  an  accom- 
panying illustration  and  is  called  the  "metallic  shield" 
blow-out.  It  consists  of  an  iron  core  running  the  en- 
tire length  of  the  controller  drum  on  the  side  where 
the  contact  fingers  are  located.  Several  different  coils 
of  wire  are  wound  about  this  core  and  arranged  so  that 
there  are  in  alternation  a  series  of  positive  and  nega- 
tive poles  along  the  length  of  the  iron  core.  These 
poles  are  at  such  locations  that  the  direction  of  the 
magnetic  flux  across  the  contacts  will  draw  the  arc  to- 
ward the  coil.  A  copper  metallic  shield  surrounds  the 
blow-out  coils  so  that,  when  the  arc  is  broken,  it  is 
drawn  around  the  circumference  of  this  shield  until  a 
point  is  reached  where  it  is  broken  without  damaging 
results. 

This  feature  of  blowing  the  arc  against  copper  shields 
or  tips  which  the  arc  can  follow  along  until  it  is  spread 
out  and  then  disrupted  without  damaging  the  contacts 
has  been  used  very  extensively  in  multiple-unit  con- 
trollers by  applying  arcing  horns  to  the  unit  switch 
contacts. 

An  important  safety  feature  of  the  metallic  shield 
blow-out  is  that  the  circuit  to  the  blow-out  coil  and  con- 
troller fingers  is  broken  whenever  the  arc  shield  is 
swung  back  for  inspection  purposes.  The  danger  of 
an  accident  due  to  a  repairman  leaving  the  circuit 
breaker  in  while  inspecting  the  controllers  on  a  car  is 
thus  reduced. 

Individual  Blow-Out  Coils 

The  latest  General  Electric  controllers  have  individual 
blow-out  coils  and  arc  chutes  for  each  finger  or  group 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


637 


of  fingers  instead  of  a  single  blow-out  coil  for  the  entire 
controller,  as  was  formerly  used.  These  coils  have  steel 
cores,  and  the  steel  flanges  which  are  riveted  to  these 
cores  are  in  turn  fastened  to  the  finger  bases.  Steel 
plates  are  also  imbedded  in  the  arc  deflectors  so  that 
they  direct  the  lines  of  force  through  the  arc  chutes  in 
a  direction  parallel  to  the  shaft.  This  insures  a  very 
efficient  blow-out  and  minimizes  burning  and  the  con- 
sequent repairs  to  contacts  and  fingers. 


Motor  Cars  Supplant   Horses  in  Vienna 
for  Drayage 

BY   LUDWIG   SPANGLER,   DIRECTOR  VIENNA   MUNICIPAL 
TRAMWAYS 

Owing  to  the  war  most  of  Vienna's  heavy  automobile 
trucks,  horses  and  vehicle  operators  have  been  drawn 
oipon   for  military   duty,   thereby   making   difficult   the 


WAR-TIME  TRANSPORT  IN  VIENNA — PULLING  COAL  WAGONS 
ON    A    CURVE 

cheap  and  skilful  transportation  of  freight  throughout 
the  city.  We  are  therefore  adapting  our  electric  rail- 
ways for  that  purpose  so  far  as  possible.  The  same  con- 
dition holds  true  also  throughout  Austria-Hungary. 

A  most  important  new  field  for  the  electric  railway 
is  the  hauling  of  coal  and  coke  from  the  steam  railroad 
warehouses  and  gas  plants  to  large  city  depots  and  re- 
tail dealers.  In  Vienna  the  direct  use  of  the  electric 
railway  for  this  purpose  is  often  impracticable  because 
the  coal  is  delivered  to  several  widely-scattered  termi- 
nals and  the  coke  also  must  be  taken  from  two  different 


WAR-TIME  TRANSPORT  IN  VIENNA — ATTACHING  AN  EMPTY 
COAL  WAGON 

gas  plants.  Most  of  these  sources  of  fuel  supply  are 
not  accessible  directly  to  the  electric  railway  tracks.  To 
build  sidings  and  special  fuel  cars,  including  weighing 
facilities,  would  have  called  for  a  prohibitive  expense, 
aside  from  which  the  retail  fuel  supplies  in  Vienna 
would  have  been  exhausted  long  before  new  equipment 
could  be  furnished  and  installed. 


To  meet  the  emergency  created  by  the  war  the  writer 
suggested  that  the  coal  and  coke  be  carried  in  the  same 
wagons  as  before,  but  that  motor-car  haulage  be  sub- 
stituted for  horses  on  reaching  the  car  tracks.  The 
great  reduction  in  horse  mileage  thus  obtained  would 
make  it  possible,  of  course,  to  get  along  with  very  few 
animals. 

Following  the  writer's  suggestion,  the  wagons  are 
loaded  and  weighed  at  the  supply  points,  whereupon 
they  are  drawn  by  horses  to  the  nearest  street  railway. 
There  the  horses  are  unhitched  and  reharnessed  to  take 
back  the  empties.  In  the  meantime  the  motor  cars  draw 
the  loaded  wagons  to  the  desired  distributing  centers. 
In  some  localities  the  horses  draw  the  wagons  to  the 
coupling  place  in  the  daytime,  where  they  are  left  for 
the  night  drayage  by  the  cars. 

The  short  wagon  hauls  to  the  tracks  are  usually  in 
level  territory,  whereas  in  an  extended  trip  through 
Vienna  it  would  be  impossible  to  avoid  quite  a  number 
of  grades. 

The  coal  wagons  are  attached  to  the  standard  draft 
rigging  of  the  motor  car  by  means  of  a  coupling  rod 
extended  from  the  underside  of  the  wagon  axle.  A  sec- 
ond coal  wagon  may  be  attached  to  the  first.  Vienna 
coal  wagons  are  usually  of  a  slightly  narrower  gage 
than  our  tracks.  On  tangents,  therefore,  only  the 
wheels  of  one  side  run  on  a  rail,  while  the  other  two 


WAR-TIME  TRANSPORT  IN  VIENNA — PULLING  COAL  WAGONS 
ON  A  TANGENT 

wheels  run  on  the  paving,  but  this  causes  no  harm.  If 
the  service  was  to  be  continued  for  any  length  of  time 
it  would,  of  course,  be  natural  to  use  wagons  with  the 
same  gage  as  our  tracks.  However,  we  find  that  a  motor 
car  and  wagon  will  run  very  well  even  on  our  shortest 
curves.  The  only  precaution  necessary  is  so  to  regulate 
the  coupling  rod  that  the  wagon  does  not  swing  too 
far  to  one  side. 

The  permissible  speed  of  a  train  is  about  3.7  m.p.h., 
which  is  about  twice  that  of  a  horse-driven  wagon.  The 
wagons  make  the  extra  speed  without  damage  or  ex- 
cessive noise.  Of  course,  even  this  rate  of  speed  is  far 
below  that  of  our  passenger  cars,  which  average  about 
8  m.p.h.  Consequently,  they  cannot  be  interpolated  with 
the  short  headway  service  of  the  day,  so  that  all  of  this 
work  has  to  be  done  at  night. 

The  motor  cars  are  furnished  with  extra  heavy  re- 
sistors to  permit  slow-speed  operation.  They  make  sev- 
eral trips  a  night,  hauling  an  average  load  of  9  tons  of 
coal  per  trip.  In  view  of  the  short  period  for  which  this 
kind  of  transportation  was  devised,  the  cost  of  opera- 
tion is  very  reasonable  indeed  and  with  no  addition  at 
all  for  new  equipment.  Our  experience  in  this  connec- 
tion, and  in  the  handling  of  freight  generally  during 
war  times,  proves  the  adaptability  of  the  electric  rail- 
way for  new  and  important  duties. 


638 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


Points  on  the  Installation  and  Removal 
of  Pinions — I 

BY  R.    H.   PARSONS,   ELECTRICAL   FOREMAN 

The  correct  installation  and  removal  of  pinions  is  a 
part  of  maintenance  work  which  does  not  always  re- 
ceive the  attention  that  it  deserves.  The  old-time  com- 
bination of  a  heavy  sledge  and  a  husky  man  is  still  in 
force  in  too  many  shops.  In  such  places  the  pinion  is 
usually  placed  on  the  shaft  and  then  driven  home  by 
one  man,  who  hammers  against  an  iron  block  (or  an- 
other pinion)  held  against  the  pinion  by  a  second  man. 
If  the  men  fail  to  start  the  pinion  straight  they  force 
it  along  anyhow,  often  dragging  the  surface  of  the 
shaft  and  destroying  all  possibility  of  a  tight  pinion. 

After  the  pinion  is  driven  as  far  as  it  will  go  the 
nuts  are  placed  on  the  shaft  and  tightened  again,  with 
brute  force  acting  on  the  end  of  a  long  wrench.  The 
wonder  is  that  more  pinions  are  not  broken  and  more 
threads  stripped,  especially  if  the  workman  stands  upon 
the  wrench  and  jumps  on  it  until  the  nut  will  move  no 
more.  That  ten  minutes  of  such  strenuous  effort  will 
not  prevent  the  pinion  from  working  loose  seems  in- 
credible to  the  sledge  wielder.  Neither  is  it  the  least 
bit  probable  that  he  will  detect  cracks  in  the  metal 
caused  by  his  strength  and  ignorance.  He  would  be 
astonished  to  learn  that  the  pinion  may  drag  enough 
of  the  metal  of  the  shaft  to  shim  itself  tight  temporarily 
but  that  it  will  loosen  quickly  in  operation. 

Conditions  are  even  worse  when  a  pinion  is  to  be 
removed.  Granting  that  the  pinion  has  been  in  service 
for  a  year  and  that  it  was  properly  installed  at  the  time, 
it  need  not  be  assumed  that  it  is  on  tight  and  will  re- 
quire some  force  to  remove  it.  Removal  often  causes 
serious  damage,  not  only  to  the  pinion  itself  but  to  the 
other  parts  of  the  motor,  bringing  such  results  as  bent 
or  broken  armature  shafts,  broken  frame  heads  and 
broken  bearings.  Sometimes,  even,  it  is  necessary  to 
cut  the  pinion  before  it  can  be  removed. 

One  of  the  difficulties  encountered  in  devising  an 
efficient  pinion  puller  is  due  to  the  condition  that  the 
designers  of  many  of  the  later  type  motors  intentionally 
or  otherwise  did  not  pay  particular  attention  to  the  fact 
that  pinions  do  have  to  be  removed.  This  is  indicated 
by  the  fact  that  they  did  not  leave  space  enough  between 
the  pinion  and  bearing  or  housing  to  apply  the  jaws  of 
a  pinion  puller  of  sufficient  strength. 

Pinion  pullers  have  been  adapted  for  such  motors  by 
making  them  with  jaws  which  have  teeth  to  grip  the 
side  of  the  pinion.  These  jaws  would  do  the  work  if  the 
pinion  is  of  soft  material  and  not  too  tight  on  the  shaft, 
but  the  newer  pinions  of  high-grade  surface-hardened 
steel  do  not  allow  the  teeth  to  make  an  impression.  As 
there  is  not  room  behind  the  pinion  for  a  substantial 
jaw,  the  question  arises :  How  are  we  to  pull  this  pinion 
without  damage  to  the  motor  and  save  the  pinion  if  it 
is  not  worn  beyond  the  limit?  Furthermore,  even  if 
the  pinion  could  be  pulled  with  this  outfit  it  might  be 
cut  so  badly  by  the  teeth  that  its  further  use  would  be 
out  of  the  question. 

Again,  where  the  design  of  the  motor  does  permit 
the  use  of  a  pinion  puller  which  will  clutch  behind  the 
pinion,  the  next  points  to  be  determined  are:  How 
much  force  must  be  exerted  on  the  puller;  how  is  this 
force  conveyed  to  the  pinion,  and  will  the  puller  or  the 
pinion  give  way  first?  Did  you  ever  see  four  or  five 
men  tugging  at  the  bar  and  turning  the  screw  of  a 
pinion  puller,  with  one  man  using  gentle  persuasion  on 
the  pinion  in  the  form  of  a  heavy  sledge? 

Some  pullers  are  constructed  with  a  screw  placed 
against  the  end  of  the  armature  shaft  and  operated 
with  a  long  lever.     Others  have  a  screw  and  eccentric 


so  arranged  that  the  screw  will  take  up  the  slack.  The 
movement  of  the  eccentric  is  intended  to  remove  the 
pinion.  Still  others  use  the  same  principle  but  are 
operated  as  hydraulic  jacks.  In  most  instances  40-tons 
or  50-tons  steady  pressure  would  be  required  to  remove 
a  pinion.  Yet  I  have  seen  a  hydraulic  pinion  puller 
rated  to  exert  a  force  of  100  tons  give  out  trying  to  pull 
a  pinion. 

Lightness  and  portability  are  other  problems  that  the 
designer  of  a  good  pinion  puller  must  face  because 
pinion  work  should  be  the  duty  of  one  man,  not  of  half 
the  force.  The  pinion  puller  should  be  brought  to  the 
motor,  instead  of  transporting  the  armature  or  motor 
to  the  pinion  puller. 

Some  day  may  see  a  pinion  puller  which  will  fill  all 
requirements — one  that  will  pull  the  pinions  without 
damage  to  shaft,  bearings  or  pinion.  In  the  meantime, 
however,  we  must  remove  and  replace  our  pinions  when 
necessary.  The  following  paragraphs  may  be  found 
to  embody  a  few  helpful  hints  taken  from  every-day 
practice. 

HEAT  FOR   MUSCLE   IN   PINION   INSTALLATION 

As  a  modern  pinion  properly  installed  will  give  long 
service  and  as  the  modern  motor  itself  will  give  a  very 


Ml*^rie  Bif.Ji>umal 


WATER   TANK   FOR   HEATING   PINIONS   WITH   GAS   AND   AIR 
MIXTURE 

high  mileage  before  overhauling,  every  endeavor  should 
be  made  to  get  from  the  pinion  a  mileage  between  over- 
hauls equal  to  that  of  the  motor.  We  cannot  afford  to 
bring  a  car  into  the  shop  just  to  replace  a  pinion.  There- 
fore the  installation  of  pinions  by  brute  strength  should 
be  abandoned  in  favor  of  more  scientific  methods. 

The  heating  of  the  pinion  to  a  moderate  degree  be- 
fore placing  it  on  the  shaft  is  approved  by  the  best  au- 
thorities because  the  contraction  of  the  metal  when  it 
cools  is  sufficient  to  make  the  pinion  tighter  on  the 
shaft  than  is  possible  by  driving. 

The  recommended  practice  is  to  place  the  pinion  for 
one  hour  in  water  kept  at  its  boiling  point,  212  deg. 
Fahr.  In  this  bath  the  metal  will  expand  uniformly  to 
a  size  which  will  allow  the  pinion  to  be  placed  on  the 
shaft  as  far  as  the  design  requires.  The  increase  in  the 
inside  diameter  of  a  pinion  for  a  65-hp  motor  when 
placed  in  boiling  water  for  one  hour  is  approximately 
0.0045  in. 

Immediately  after  removal  from  the  water  the  pinion 
is  placed  on  the  cold  armature  shaft,  pushed  as  far  as  it 
will  go  by  hand  and  then  driven  home  by  striking  its 
wooden  block  facing  with  a  light  hammer.     Next,  the 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


639 


nuts  are  screwed  to  the  shaft  and  tightened.  The  pin- 
ion guard  is  then  struck  a  few  more  easy  blows  with  a 
light  hammer  before  the  nut  is  tightened  again.  A 
short  wrench  with  a  handle  3  ft.  or  4  ft.  long  is  the  only 
tool  that  is  necessary,  and  this  can  be  handled  by  one 
man.  Neither  the  pinion  nor  the  motor  has  been  sub- 
jected to  heavy  blows  or  damage  of  any  kind.  The  pin- 
ion shrinks  back  to  its  normal  size,  and  when  cool  it  is 
tight. 

The  cut  on  page  637  represents  a  tank  heated  by  a 
combination  of  gas  and  air.  This  tank  is  very  conve- 
nient for  heating  pinions.  The  one  shown  was  an  old 
cast-iron  watering  trough  for  horses.  It  was  part  of 
the  equipment  used  in  the  maintenance  of  horse  cars, 
tut  was  readily  adapted  for  electric  car  maintenance.  It 
is  about  3  ft.  long,  2  ft.  wide,  and  1.5  ft.  deep.  It  is 
mounted  on  an  iron  frame  and  fitted  with  an  air  and 
gas  burner,  as  shown  on  the  same  sketch.  Covering  is 
provided  in  front  and  on  the  sides  to  protect  the  work- 
man's clothing  from  the  flame,  and  an  iron  top  is  used 
to  confine  the  heat.  Of  course,  pinions  may  also  be 
heated  by  steam  or  electric  ovens,  but  the  water  bath 
has  been  found  to  answer  the  purpose  best.  In  the 
second  article  the  removal  of  pinions  will  be  discussed. 


Headlight  Test  at  St.  Louis 

An  instructive  comparison  between  arc  headlights 
and  incandescent  headlights  was  recently  made  by  the 
United  Railways  of  St.  Louis.  The  constantly  increas- 
ing installations  of  high-efliciency  incandescent  head- 
lights to  replace  arc  lights  suggested  a  competitive  test 
between  the  railway's  present  equipment  and  the  "Gold- 
en Glow"  incandescent  headlights.  Some  months  earlier 
the  latter  lamps  had  been  installed  before  the  advent  of 
concentrated  filament  tungsten  bulbs.  With  the  per- 
fection of  tungsten  bulbs  it  was  decided  to  try  both 
the  interurban  and  city  type  "Golden  Glow"  headlights 
on  a  car  also  equipped  with  the  regular  semaphore  lens 
incandescent  headlight  and  the  4y2-amp  arc.  The  test 
"was  conducted  by  M.  O'Brien,  master  mechanic,  the 
electrical  engineer  and  the  district  superintendents  of 
the  railway,  and  Frank  0.  Grayson  of  the  Esterline 
Company. 

As  reported  by  the  company,  the  first  run  was  made 
on  the  Hodiamont  line.  This  is  the  old  "Suburban 
Line"  which  runs  about  8  miles  from  one  end  of  the  city 
to  the  other.  The  greater  part  is  on  poorly-lighted 
right-of-way.  In  fact,  there  are  no  lights  except  at 
street  crossings.  On  this  line  the  4y2-amp  arc  headlight 
has  been  used  regularly. 

The  test  was  made  on  a  rainy,  misty  night.  The  first 
headlight  tried  was  the  T-128  interurban  lamp  with 
94-watt  bulb.  This  lamp  gave  far  greater  illumination 
than  was  desired.  Hence  the  No.  95  headlight  with 
46-watt  bulb  was  put  in  place.  This  lamp  gave  a  better 
penetration  than  the  4i/2-amp  arc,  and  yet  reduced  the 
power  consumption  from  2.7  kw  to  46  watts. 

Then  followed  this  interesting  experiment:  The  arc 
lamp  was  lighted  and  when  the  "Golden  Glow"  head- 
light rays  were  thrown  on  top  of  the  arc  lamp  rays  the 
illumination  of  the  latter  lamp  was  lost  almost  entirely. 

After  a  general  conference  it  was  decided  to  recom- 
mend the  SM-95  headlight  with  46-watt  bulb  for  the 
Hodiamont  line,  burning  in  series  with  two  circuits  of 
23-watt  bulbs  within  the  car,  and  the  same  style,  but 
with  a  23-watt  bulb,  on  the  purely  city  lines.  As  a  re- 
sult of  this  test  the  railway  placed  an  order  for  100 
headlights  for  immediate  delivery. 


Tests  of  a  500-Hp  Diesel  Engine 

at  Auburn,  N.  Y. 

The  Mcintosh  &  Seymour  Corporation,  Auburn, 
N.  Y.,  announces  that  on  Jan.  11  it  made  five  tests  upon 
one  of  its  500-hp  Diesel  type  engines.  According  to 
these  tests  the  fuel  oil  consumption  of  the  engine  per 
brake-hp-hr.  was  0.407  lb.  at  full  load,  and  this  was 
very  little  exceeded  at  four-fifths  load.  The  consump- 
tion at  one-half  load  was  equal  to  that  generally  reck- 
oned by  the  average  engineer  when  estimating  for  full 
load  conditions.  These  results  naturally  are  considered 
to  be  exceptionally  fine.  Abstracts  of  the  engine  test 
and  fuel  analysis  follow: 

Report  of  Test  Made  Jan.  11,  1915 

Type  of  Engine,   4-A-38  ;   Number,  1542;  B.HP  500;  R.P.M.,   165; 
Cyl.  Diam.,  18%  in.;  Stroke,  28.347  in.;  Kind  of  Fuel,  Fuel  oil. 

Test   number 1  2  3  4  5 

Load   per   cent   of 

rating    113.4  100.4  79.4  52.4  25.2 

Number  of  r.p.m.       171  165  172  174  170 

Brake-hp  —         J;  -567  502  397  262  126 

A. 

Test    began    ....8:15a.m.  1:20pm.      3p.m.      4:30p.m.   5:24p.m. 

Test  ended    8:45a.m.   2:20p.m.       4p.m.  5p.m.    5:54p.m. 

Fuel  consumption 

during   test,    lb.       115.0  204.7  163.8  68.9  41.1 

Fuel  consumption 
per  b.hp  hour, 
lb 0.405  0.407  0.412  0.449  0.662 

Injection  pres- 
sure, lb 925  925  815  785  775 

Exhaust  gas  ap- 
pearance           Clear  Clear  Clear  Clear  Clear 

Inlet  temperature 
of  cooling  wa- 
ter,  dog.   Fahr.         56  56  56  56  D6 

Outlet  temperature 
of    cooling    wa- 
ter,  deg.   Fahr.       145  147  145  147  150 

Temperature  in 
testing  room, 
deg.    Fahr 62  62  62  62  62 

ANALTSia  OP  Fuel  Oil  from  Indian  Rbfininq  Company 

Gravity   60  deg.  Fahr.,  0.8550  per  cent 

Flashing  point    190  deg,  Fahr. 

Burning   point    246  deg.  Fahr. 

Tar   test    Negative 

Water     00=1  Per  cent 

Sulphur    0.187  per  cent 

Carbonization     6-4  per  cent 

A.riditv  Trace 

■^         *   ,  (     19,266  B.t.u.   per  pound 

Heat  value   j  137,463  B.t.u.  per  gallon 


New  safety-first  signs  to  be  placed  in  the  yards, 
offices,  carhouses  and  shops  are  being  considered  by  the 
safety-first  committee  of  the  United  Railways. 


Transformer  Blower  of  40,000  Cu.  Ft. 
Capacity  per  Minute 

The  Buffalo  Forge  Company,  New  York,  has  recently 
installed  an  unusually  large  fan  for  cooling  air-blast 
transformers  at  the  Blue  Island  power  station  of  the 
Public  Service  Company  of  Northern  Illinois.  The  in- 
stallation was  made  under  the  direction  of  Sargent  & 
Lundy,  engineers.  It  consists  of  a  direct-connected 
blower  handling  continuously  40,000  cu.  ft.  of  air  per 
minute  at  70  deg.  Fahr.  and  29.92-in.  barometer,  with  a 
static  increase  in  pressure  of  2.6  in.  water  gage.  The 
blower  is  direct  connected  to  a  30-hp,  twenty-five-cycle, 
three-phase,  470  r.p.m.  GE  motor.  Aside  from  the  size 
of  the  unit,  the  interesting  feature  is  the  operating 
speed.  Most  transformer  cooling  units  are  20,000 
cu.  ft.  per  minute  capacity  or  below,  and  although  direct 
connection  is  desirable,  it  has  heretofore  involved  pro- 
hibitive expense  for  the  slow-speed  motors  necessary 
on  larger  units.  The  blower  in  this  case  is  a  turbo 
Conoidal  high-speed  type,  such  as  the  Buffalo  company 
has  been  using  in  connection  with  motor  and  steam 
turbine-driven  forced-draft  units  for  underfeed  stoker 
work.  Although  the  air  pressures  required  for  cooling 
air-blast  transformers  are  much  less  than  for  stoker 
work,  the  speed  of  this  fan  is  high  enough  to  permit 
the  use  of  a  motor  at  a  price  which  is  not  excessive. 
The  fan  is  of  the  multiblade  type  with  compact  housing. 
It  has  a  static  efficiency  of  60  per  cent,  and  requires 
27  brake-hp. 


640 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


Impregnation  Saves  Copper  and  Repairs 

The  Metropolitan  West  Side  Elevated  Railroad  sev- 
eral years  ago  used  approximately  3000  lb.  of  copper 
wire  a  year  in  rew^inding  the  field  coils  of  air  com- 
pressors. Shortly  after  the  vacuum  impregnating 
process  was  introduced,  this  company  tested  several  im- 
pregnated field  coils  to  determine  the  relative  merits  of 
the  impregnated  and  the  ordinary  untreated  coils.  The 
impregnated  coils  were  placed  in  the  same  service  as 
the  untreated  ones.  Within  a  year  the  compressors 
containing  these  test  coils  came  in  for  repairs,  and  ex- 
amination showed  that  the  coils  which  were  in  perfect 
condition  were  the  impregnated  ones,  and  they  were 
adopted  as  standard. 

Since  the  company  began  to  use  the  impregnated  coils, 
approximately  five  years  ago,  no  copper  has  been  re- 
quired for  repair  work  on  compressor  field  coils.  In 
the  case  of  large  motor  field  coils,  where  high  tempera- 
tures would  shrink  the  insulation  on  the  field,  resulting 
in  a  loose  field  coil  which  required  rewinding,  the  con- 
ditions are  similar.  The  average  cost  of  rewinding  and 
replacing  large  field  coils  was  approximately  $50  per 
motor.  With  impregnated  coils  the  field  winding  is 
tightened  without  rewinding,  effecting  a  saving  of  ap- 
proximately two-thirds  of  the  former  cost,  to  say  noth- 
ing of  the  elimination  of  many  "shorted"  field  coils. 


the  momentary  outage  in  the  lighting  system  is  not 
noticeable.  The  switch  is  made  by  the  Palmer  Electric 
&  Manufacturing  Company,  Boston,  Mass. 


Emergency  Lighting  Magnet  Switches 

A  recent  development  in  automatic  switches  for  use 
when  two  sources  of  current  potential  are  available  in 
subways  and  other  places,  where  the  exigencies  of  the 
service  are  such  that  an  interruption  of  lighting  service 
might  produce  serious  results,  is  shown  herewith. 

This  device  consists  of  two  magnet-operated  switches 
with  a  mechanical  interlock  that  prevents  the  closing 
of  both  switches  at  the  same  time,  and  the  magnetic 
feature  includes  an  automatic  device  that  causes  the 
opening  of  one  switch  and  the  closing  of  the  other  on 
a  potential  drop  of  predetermined  value.     The  switch 


I] 

L 

9  ^K 

Pa^^^^H  III 

1    Y 

DOUBLE-THROW    MAGNET  SWITCHES 

is  normally  closed  to  a  preferred  source  of  energy ;  the 
auxiliary  system  is  thrown  in  upon  the  failure  of  the 
preferred  source  and  the  normal  connection  re-estab- 
lished upon  the  return  of  full  potential  to  the  line.  If 
both  circuits  are  dead,  the  switch  automatically  closes 
to  the  one  first  available. 

This  switch  will  handle  600-volt  railway  circuits  suc- 
cessfully, and  transfers  the  lighting  load  from  the  regu- 
lar to  the  auxiliary  source  of  potential  so  rapidly  that 


Improved  Change  Carrier 

A  conductor's  change  carrier  improved  by  the  addi- 
tion of  thumb  levers  which  eject  coins  from  each  of  the 
four  compartments,  has  just  been  put  on  the  market  by 
the  McGill  Ticket  Punch  Company,  Chicago.  This  de- 
vice is  made  of  brass  throughout,  the  standard  outfit 
containing  four  compartments,  two  for  nickels  and  one 
each  for  dimes  and  quarters.     It  will  also  be  made  with 


ONE    FORM    OF    IMPROVED    CHANGE    CARRIER 

compartments  for  pennies  or  for  Canadian  coins.  One 
of  these  improved  change  carriers  is  shown  in  the  ac- 
companying illustration.  Its  advantage  lies  in  the  fact 
that  simply  by  pressing  down  one  of  the  thumb  levers 
with  which  each  compartment  is  fitted,  coins  are  ejected 
one  at  a  time  and  as  rapidly  as  desired.  The  ejectors 
have  been  so  placed  that  the  hand  naturally  assumes  the 
proper  position  for  receiving  the  ejected  coins.  Also 
the  rapid,  easy  ejection  of  coins,  one  at  a  time,  permits 
the  operation  of  this  change  carrier  with  gloved  fingers 
and  the  receipt  of  a  coin  with  each  operation. 


Auto-Bus  for  Houston 

The  J.  G.  Brill  Company  has  lately  built  for  the 
White  Company  the  auto-bus  shown  in  the  accompany- 
ing illustration.  The  bus  body  was  built  at  Philadel- 
phia but  was  mounted  on  a  White  T.  A.  D.  3-ton 
chassis  of  16-ft.  2-in.  wheelbase  in  the  Kuhlman  works. 

The  body  is  18  ft.  2  in.  long  and  22  ft.  2  in.  over  the 


SINGLE-DECK  AUTO-BUS  FOR  HOUSTON,  TEX. 

rear  platform.  The  rear  wheels  are  of  40-in.  diam- 
eter, making  the  successive  risers  15y2  in.,  13V2  in- 
and  11  9/16  in.  from  pavement  to  platform  to  bus  floor. 
The  front  exit  is  by  way  of  a  glass-paneled  folding 
door  and  folding  step.  The  width  over  the  posts  is 
7  ft.  6  in.  and  the  height  from  the  floor  to  the  center 
of  the  headlining  6  ft.  6  in.  The  cane  seats  are  of 
cross-seat  type,  one  two-passenger  seat  on  each  side  of 
a  17y2-in.  aisle.    The  seating  capacity  is  twenty-six. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


641 


News  of  Electric  Railways 


COMMISSIONERS  REPLY  TO  CHARGES 

Governor  Whitman  of  New  York  Hears  Commissioners  for 
the  First  District  on  Charges  Against  Them 

The  denouement  that  attended  the  hearing  on  March  23 
before  Governor  Whitman  of  New  York,  at  which  Chairman 
McCall,  and  Commissioners  Cram,  Wood  and  Williams  of 
the  Public  Service  Commission  of  the  First  District 
answered  the  charges  against  them  resulted  in  the  Governor 
adjourning  the  hearing  for  two  weeks.  All  the  commission- 
ers save  Mr.  Williams  had  been  heard.  As  he  concluded 
his  prepared  brief,  Mr.  Williams  turned  to  memoranda  and 
began  urging  on  the  Governor  the  meaning  of  removal  from 
office  and  apparently  bracketed  the  Governor  with  the  "cruel 
piratical  politicians."  The  Governor  promptly  ordered  him 
to  withdraw  the  insinuations  under  pain  of  immediate  re- 
moval. Mr.  Williams  apologized,  saying  that  he  had  been 
laboring  recently  under  mental  and  physical  strain. 

Chairman  McCall  was  the  first  to  face  the  Governor  as 
the  hearing  opened  at  noon.  He  had  prepared  a  pamphlet 
answering  in  full  the  eight  charges  preferred  against  him. 
He  called  attention  to  his  own  unwillingness  to  leave  the 
bench  for  the  commission  and  to  the  sacrifice  which  he  made 
to  do  so.  Having  shown  that  he  was  not  with  the  com- 
mission at  the  time  mentioned  in  the  charge  with  reference 
to  the  Lexington  Avenue  subway,  the  chairman  recited  the 
difficulty  of  deciding  the  course  of  the  subway.  As  for  the 
charges  based  on  the  method  of  the  commission  in  dealing 
with  informal  complaints  Mr.  McCall  pointed  out  that  the 
allegation  that  he  neglected  them  rested  solely  on  the  evi- 
dence of  the  chief  clerk,  who  could  not  possibly  know  what 
the  chairman  did  concerning  them  in  consultation  with  the 
secretary  and  the  other  commissioners.  The  chairman  then 
explained  how  the  committee  had  been  misled  concerning 
the  way  these  complaints  which  were  styled  "informal" 
were  handled.  One  trouble  had  been  that  the  legislative 
investigating  committee  never  had  any  conception  of  the 
real  work  of  the  commission  or  how  difficult  it  was  to  attend 
to  all  its  details.  The  chairman  then  called  attention  to 
the  fact  that  the  committee  in  raising  this  point  about 
informal  complaints  had  never  mentioned  the  work  of  the 
commission  in  increasing  transfer  privileges  in  Brooklyn 
and  thereby  removing  perhaps  the  greatest  source  of  com- 
plaints. A  commissioner  could  not  attend  to  petty  details 
and  do  the  more  important  constructive  work  necessitated 
by  his  office. 

Taking  up  the  charge  that  he  had  permitted  the  railroad 
companies  to  violate  the  orders  of  the  commission  Mr.  Mc- 
Call first  pointed  out  that  since  he  had  been  chairman  the 
subway  had  carried  720,000,000  passengers  with  less  than 
forty  complaints.  As  he  passed  on  to  consider  the  charge 
founded  on  the  delay  in  ordering  more  cars  by  the  Brooklyn 
Rapid  Transit  Company,  the  chairman  said  that  the  com- 
mittee when  it  made  its  charge  must  have  known  that  cars 
would  be  in  use  on  the  Fourth  Avenue  Subway  in  May. 
The  fourth  charge  dealt  with  delay  in  insisting  on  the  im- 
provement of  the  Brooklyn  service.  Mr.  McCall  said  in  this 
connection  that  the  commission  was  bound  by  law  to  grant 
a  hearing. 

The  chairman  next  turned  to  the  two  charges  against 
him  of  malfeasance  in  office.  The  first  was  founded  on  the 
fact  that  he  had  practiced  law  while  he  was  in  the  com- 
mission. He  owned  frankly  that  he  had  gone  into  the  com- 
mission with  the  belief  that  he  could  do  so.  The  entire 
time  that  he  gave  to  private  practice  since  he  went  to  the 
commission  has  been  thirteen  days.  On  not  one  of  these 
days  had  he  failed  to  be  at  his  desk.  Not  a  meeting  had 
been  held  when  he  had  been  in  town,  that  he  had  not  first 
gone  over  the  calendar  carefully,  and  more  often  he  had  been 
kept  away  by  the  business  of  the  commission  than  by  his 
private  practice.  During  his  two  years  in  office  he  had 
never  taken  a  vacation.  As  for  the  use  of  the  commission's 
automobile  the  chairman  explained  that  it  was  necessary 
for  him  to  go  on  business  of  the  commission  to  all  parts  of 
the  city  at  all  hours  of  the  day.    His  own  car  had  been  used 


more  frequently  in  the  public  service  than  the  commission's 
automobile. 

In  the  course  of  his  general  plea  the  chairman  said: 

"Governor,  I  have  been  a  Democrat  and  I  shall  be  a 
Democrat  as  long  as  my  principles  will  permit  me.  I  found 
in  the  commission  an  organization  left  by  my  Republican 
predecessor  and  it  is  there  to-day.  No  one  under  me  has 
dared  to  ask  a  man  what  his  politics  are.  I  would  rather 
cut  off  my  arm  than  remove  a  man  for  his  political  be- 
liefs. Millions  of  dollars  have  been  spent  by  the  commission 
but  not  a  single  charge  of  favoritism  has  ever  been  brought 
against  it.  Our  engineering  expenses  have  been  cut  down 
to  less  than  6  per  cent  of  the  capital  expended  and  I  defy 
you  to  make  it  less.  I  care  no  more  for  place  than  a 
child  for  a  broken  toy.  I  hold  office  at  financial  loss.  But 
there  is  something  dearer  to  me  than  money.  Here  I  stand 
before  you  in  this  town  where  I  was  born  and  where  every- 
body knows  me.  Here  I  say  to  you,  I  am  tenacious  of  my 
honor,  and  for  that  I  protest  against  these  scandalous 
charges." 

Commissioner  Wood  confined  himself  to  reading  his 
printed  brief.  He  pointed  out  particularly  that  he  had 
been  in  office  only  eight  months,  and  in  going  over  the 
specific  charges  covered  much  the  same  ground  as  the  chair- 
man. He  pointed  out  how  much  he  had  done  for  the  Bronx 
and  stated  that  he  had  made  particular  inquiries  as  to  the 
informal  complaints  that  came  to  the  commission  from  that 
borough. 

Commissioner  Cram  asserted  that  the  method  of  handling 
informal  complaints  adopted  by  the  commission  was  in  his 
judgment  one  of  the  best  things  ever  done,  while  the  charge 
that  there  had  been  neglect  in  keeping  the  subway  up  to 
the  proper  service  was  absurd,  considering  it  was  the  most 
remarkable  service  in  the  world.  Then  he  spoke  of  his 
achievements  in  connection  with  the  rehabilitation  of  the 
public  utilities  in  Richmond,  in  moving  for  the  aboliton  of 
the  wooden  cars  in  the  subway  and  in  promoting  the  aboli- 
tion of  grade  crossings  on  Long  Island. 


CLEVELAND  CONSTRUCTION  MATTERS 

Twenty-five  owners  of  property  on  Euclid  Avenue,  be- 
tween East  Twenty-second  and  East  Fortieth  Streets, 
Cleveland,  Ohio,  filed  a  petition  in  common  pleas  court  on 
March  22,  asking  for  an  injunction  to  prevent  the  Cleveland 
Railway  from  constructing  a  double  track  over  that  section 
of  street,  commonly  known  as  "Millionaires'  Row."  Judge 
A.  J.  Pearson  denied  the  order,  when  Attorney  Harry  J. 
Crawford,  representing  the  company,  gave  his  personal 
pledge  that  work  would  not  be  started  on  the  tracks  until  a 
similar  suit  involving  another  section  of  street,  pending  in 
Judge  Vickery's  court,  has  been  decided. 

The  charter  adopted  by  the  city  of  Cleveland  some  time 
ago  provides  that  consents  of  owners  of  abutting  property 
are  not  necessary  to  construct  a  line  on  the  street.  The 
plaintiffs  in  this  suit  insist  that  consents  are  necessary  in 
spite  of  the  charter  provisions  and  also  that  legal  per- 
mission from  the  City  Council  had  not  been  obtained  for 
the  construction  of  the  line.  Director  of  Law  Stockwell 
asserted  that  a  temporary  injunction  was  not  necessary,  as 
the  Council  resolution  permitting  the  construction  of  tracks 
will  not  become  effective  until  April  10. 

Recently  the  Brookside  Sausage  Company  brought  suit 
to  prevent  the  company  from  laying  tracks  for  a  loop  on 
Archwood  Avenue,  S.  W.,  near  the  entrance  of  Brookside 
Park.  The  allegations  are  similar  to  those  made  in  the 
Euclid  Avenue  petition.  The  case  will  be  heard  soon  and 
on  the  decision  in  this  action  will  depend  the  result  of  the 
later  attempt  to  keep  street  cars  from  operating  over  the 
heretofore  prohibited  section  of  Euclid  Avenue. 

At  a  public  meeting  on  March  22  the  proposed  new  fran- 
chise for  Lakewood  was  discussed  by  citizens.  Objections 
were  made  to  the  provision  for  a  straight  5-cent  fare  be- 
tween Cleveland  and  Lakewood  and  several  leading  men 
argued  that  the  old  rate  of  eleven  tickets  for  50  cents  be- 
tween the  city  and  Lakewood  and  within  Lakewood  would 


642 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


be  better  than  the  proposal  made,  by  which  the  fare  within 
Lakewood  will  be  3  cents.  Mayor  Tyler  threatened  to  veto 
any  grant  made  by  Council  along  the  lines  suggested.  An- 
other meeting  will  be  held  and  in  the  meantime  the  Council 
committee  will  confer  with  the  company  officials  and  Peter 
Witt,  street  railway  commissioner. 

The  subject  of  a  new  franchise  was  discussed  in  the  East 
Cleveland  Council  on  the  same  evening.  The  East  Cleve- 
land Chamber  of  Commerce  insists  that  the  length  of  the 
franchise  be  submitted  to  a  vote,  while  Council  stands  for  a 
twenty-five-year  grant.  It  is  contended  by  some  that  the 
proposed  grant  will  bind  the  city  to  a  5-cent  fare  in  case 
it  is  annexed  to  Cleveland  and  many  object  to  an  increase 
over  the  city  rate. 

Councilman  Woods  submitted  a  resolution  to  the  City 
Council  on  March  22,  directing  an  expenditure  of  $15,000 
for  the  extension  of  the  Payne  Avenue  line  to  an  intersec- 
tion with  the  East  105th  Street  line.  Mr.  Witt  opposed  the 
measure  on  the  ground  that  the  extension  does  not  justify 
the  expenditure.  At  present  passengers  must  walk  up  or 
down  a  hill  to  make  transfers  from  one  line  to  the  other, 
and  people  in  that  vicinity  are  insisting  on  the  extension. 


TRAFFIC  IN  SAN  FRANCISCO 

How    the   Exposition   Crowds   Are    Being   Handled   at   San 
Francisco 

In  referring  to  the  successful  manner  in  which  the  crowds 
were  handled  on  the  opening  day  of  the  Panama-Pacific 
International  Exposition  an  official  of  the  Oakland,  Antioch 
&  Eastern  Railway  said  that  "the  transportation  world 
ought  to  feel  pretty  good  over  what  has  been  accomplished." 
Since  the  attendance  at  the  grounds  on  that  day  was 
246,738,  the  opinion  prevails  that  with  the  improvements 
in  the  service  which  both  the  Municipal  Railways  and  the 
United  Railroads  have  under  way,  there  will  be  no  delays 
or  inconvenience  in  handling  the  traffic  even  on  the  busiest 
days  during  the  exposition.  The  total  number  of  admis- 
sions to  the  grounds  in  the  first  fourteen  days  was  1,036,- 
349,  or  an  average  of  74,025  per  day. 

The  Board  of  Supervisors  of  San  Francisco,  recognizing 
the  able  manner  in  which  the  railways  were  operated, 
adopted  the  following  resolution: 

"Whereas,  On  Feb.  20,  the  opening  day  of  the  Panama- 
Pacific  International  Exposition,  the  Municipal  Railways  of 
San  Francisco  transported  265,000  persons  without  accident 
or  discomfort,  and  conveyed  them  to  their  destinations  with- 
out delay;  therefore,  be  it 

"Resolved,  That  the  Mayor  and  the  Board  of  Supervisors 
hereby  extend  congratulations  and  commendation  to  the 
superintendent  and  employees  of  the  Municipal  Railways  for 
the  splendid  service  given  the  public  on  the  said  opening 
day  of  the  exposition,  and  that  there  is  hereby  expressed 
public  appreciation  of  the  courteous  and  expeditious  trans- 
portation of  the  people  of  this  city  and  visitors  who  had 
occasion  to  use  the  Municipal  Railway  service." 

A.  M.  Mortensen,  traffic  manager  for  the  exposition,  ex- 
pressed the  opinion  that  the  facilities  for  bringing  visitors 
to  the  exposition  grounds  were  already  equal  to  any  re- 
quirements likely  to  be  imposed,  and  recalled  that  at  the 
Chicago  exposition  the  opening  day  crowd,  though  much 
smaller  than  at  San  Francisco,  caused  great  congestion  and 
delay.  He  pointed  out  that  the  location  of  the  exposition 
grounds  at  San  Francisco  was  so  convenient  to  the  resi- 
dential portion  of  the  city  that  many  of  the  opening  day 
visitors  would  have  walked  if  any  inconvenience  had  at- 
tended their  using  the  cars.  Although  many  thousands 
joined  in  the  parade  on  Feb.  20,  it  is  estimated  that  a 
total  of  220,000  people  rode  directly  to  the  exposition  gates. 
This  traffic,  it  is  estimated,  was  divided  as  follows : 

Municipal  Street  Railways 80,000 

United  Railroads   (Polk  and  Fillmore) 50,000 

Key  Route  Perry   (direct) 35,000 

California  cable  road 25,000 

"Jitneys"  and  buses 25,000 

Sausalito  Ferry   (direct) 5,000 

Total    220,000 

The  United  Railroads  has  at  present  capacity  for  trans- 
porting 28,000  passengers  an  hour  to  the  exposition  gates. 


Three  lines  from  different  parts  of  the  city  whose  capacity 
totals  20,000  an  hour  when  operating  on  forty-five-second 
headway  terminate  in  a  loop  at  the  Van  Ness  entrance. 
The  Fillmore  Street  lines  can  bring  12,000  an  hour  to  the 
terminus  at  the  top  of  the  hill,  whence  the  seven  blocks 
to  the  Fillmore  entrance  are  covered  by  an  extension  oper- 
ated as  a  funicular  line  for  two  blocks.  This  extension 
has  a  capacity  of  6000  an  hour  at  the  present  time,  but 
will  shortly  be  improved  by  putting  on  closed  pay-as-you- 
enter  cars  so  as  to  be  operated  in  two-car  trains  over  the 
funicular  part  of  the  line,  and  the  capacity  will  then  become 
8000  an  hour.  These  trains  are  to  be  operated  on  less 
than  a  two-minute' headway  over  a  maximum  grade  of  25.5 
per  cent. 

The  "jitney"  buses  on  the  opening  day  inaugurated  a  10- 
cent  fare  from  the  ferries  to  the  exposition  grounds,  and 
about  1000  automobiles,  including  the  larger  buses,  were 
in  operation.  The  Key  Route  Ferry  maintained  a  twenty- 
minute  service  from  its  Oakland  pier  direct  to  the  exposi- 
tion ferry  slip  and,  in  addition  to  much  local  traffic  from 
Oakland,  carried  all  the  passengers  brought  in  on  the  ex- 
cursion trains  of  the  Oakland,  Antioch  &  Eastern  Railway, 
which  terminate  on  the  Key  Route  mole.  Altogether  about 
172,000  passengers  were  brought  over  from  transbay  points, 
and  this  number  was  handled  so  easily  that  J.  D.  Brennan, 
superintendent  at  the  Oakland  pier,  where  the  heaviest 
traffic  centered,  said  that  he  knew  from  this  experience 
that  the  companies  could  carry  500,000  people  or  more  into 
San  Francisco  in  the  course  of  a  day. 

The  total  receipts  of  the  Municipal  Railways  on  Feb.  20 
were  $13,421.20,  which  represented  the  cash  taken  in  on 
150  of  the  large  new  cars  and  twenty-seven  of  the  small 
open  cars  used  on  the  Union  Street  line.  Besides  these, 
eighteen  of  the  large  cars  were  held  in  reserve.  Only  one 
minor  accident  was  reported  on  the  Municipal  Railway 
system,  although  ninety  new  crews  of  platform  men  had  to 
be  broken  in  during  the  twenty  days  preceding  the  opening 
date.  The  receipts  on  this  system  on  the  three  days  follow- 
ing Feb.  20  were  $6,825.75,  $8,046.40  and  $5,707.70  respec- 
tively, and  it  is  now  estimated  that  the  probable  gross  re- 
ceipts on  the  system  during  the  exposition  will  be  $3,000,000. 

Branches  of  the  Municipal  Railways  reach  all  five  of  the 
main  exposition  entrances,  and  cars  are  looped  on  double 
tracks  past  three  of  these.  That  is,  cars  arrive  at  an 
entrance  from  opposite  directions  on  each  track  of  the 
double  loop,  and  by  serving  one  entrance  with  both  pairs 
of  looped  tracks  the  maximum  number  of  cars  direct  to  or 
from  the  city  pass  each  main  entrance.  With  this  arrange- 
ment the  minimum  effective  headway  is  so  satisfactory  that 
it  has  not  been  thought  necessary  to  install  turnstiles  ex- 
cept at  the  Laguna  Street  entrance.  At  this  point  the  only 
access  to  the  cars  is  through  the  exposition  exits,  so  that 
turnstile  collection  involved  no  special  inclosure. 


WORKMEN'S    COMPENSATION    AMENDMENT 

The  Senate  of  the  State  of  New  York  on  March  19 
passed  the  amendment  to  the  workmen's  compensation  bill 
providing  for  permissive  direct  settlement  between  em- 
ployee and  employer.  The  Senate  also  passed  unanimously 
the  bill  appropriating  $445,000  for  current  expenses  of  the 
commission.  Both  bills  are  now  before  Governor  Whitman 
for  his  signature.  The  amended  bill  provides  that  the  em- 
ployer and  the  employee  may  enter  into  a  tentative  agree- 
ment on  settlement.  Where  they  do  not  choose  to  enter 
into  such  a  direct  settlement,  the  matter  devolves  upon  the 
commission.  The  bill  also  does  away  with  the  actual  pay- 
ment of  awards  by  the  commission  and  provides  that  pay- 
ments may  be  made  direct  by  the  employer  to  the  em- 
ployee. Just  before  adjournment  on  March  19  a  resolution 
was  passed  by  the  Senate  calling  for  an  investigation  of 
the  charges  that  corrupt  and  sinister  influences  forced 
the  passage  of  the  amendment  providing  for  direct  settle- 
ment. 

The  ways  and  means  committee  of  the  Assembly,  which 
has  in  its  custody  the  concurrent  resolution  calling  for  an 
investigation  which  was  passed  in  the  Senate,  met  on 
March  24,  but  took  no  action  on  that  measure,  and  it  is 
presumed  that  the  resolution  will  be  permitted  to  die  in  com- 
mittee. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


643 


THE  CINCINNATI  INVENTORY 

On  March  17  the  city  solicitor  of  Cincinnati  sent  a  com- 
munication to  the  Cincinnati  Traction  Company  in  which  he 
insisted  on  the  right  to  an  immediate  examination  of  the 
company's  books.  The  company  had  informed  Mr.  Schoenle 
that  its  books  were  constantly  in  use  and  suggested  that 
the  report  of  the  Public  Service  Commission  would  con- 
tain all  the  information  that  he  would  need.  The  street 
railway  committee  of  the  City  Council  now  has  under  con- 
sideration the  request  of  Mr.  Schoenle  for  authority  to 
bring  proceedings  against  the  company  to  compel  it  to 
allow  him  to  make  an  examination  of  its  books  at  once. 

On  March  22  W.  Kesley  Schoepf,  president  of  the  Cin- 
cinnati Traction  Company,  wrote  to  City  Solicitor  Schoenle 
about  the  company's  policy  with  regard  to  his  inspection 
of  its  books.  Mr.  Schoepf  said  in  short  that  the  company 
had  nothing  to  conceal.  Its  books  were  frequently  ex- 
amined by  city,  state  and  federal  authorities.  The  annual 
audit  was  being  made  when  Mr.  Schoenle's  request  was 
made  and  at  the  same  time  the  Public  Utilities  Commission 
was  engaged  at  the  request  of  Council  on  an  inventory  of 
the  property.  He  understood  that  Mr.  Schoenle  was  willing 
to  join  with  the  company  in  requesting  the  early  completion 
of  the  work  of  the  commission.  In  view  of  this  and  the  fact 
that  the  books  were  no  longer  in  demand  for  the  audit  and 
by  the  commission  the  books  were  now  at  Mr.  Schoenle's 
disposal.  On  the  same  day  Walter  M.  Draper,  vice-presi- 
dent of  the  company,  denied  before  the  street  railway  com- 
mittee of  the  City  Council  that  he  had  refused  Mr.  Schoenle 
permission  to  examine  the  books.  Mr.  Schoenle  said  that 
since  Mr.  Schoepf  had  consented  to  allow  him  access  to  the 
books  there  would  be  no  need  of  further  proceedings.  Coun- 
cil had  already  denied  him  permission  to  bring  proceedings 
of  any  kind  to  secure  the  books  at  this  time. 


LEGISLATION    IN    PENNSYLVANIA 

The  House  has  passed  the  bill  empowering  cities  of  the 
second  class  to  tax  railroad  switches,  etc.,  and  has  also 
passed  the  bill  authorizing  the  merger  of  street  railways 
in  Pennsylvania  with  street  railways  outside  of  the  State. 
Since  March  11  bills  have  been  introduced  in  the  Senate  to 
authorize  cities  to  regulate  and  license  certain  motor  ve- 
hicles, etc.,  and  seven  measures  have  been  introduced  affect- 
ing workmen's  compensation.  Among  the  bills  introduced 
in  the  House  since  March  11  are  the  following:  authorizing 
cities  of  the  second  class  to  locate,  construct,  etc.,  subways 
or  galleries  and  to  require  public  service  companies  to  use 
the  same  under  certain  conditions;  giving  certain  jurisdic- 
tion to  the  Public  Service  Commission  in  the  matter  of  fur- 
nishing quotations  of  stock  exchange;  making  it  compul- 
sory on  the  part  of  street  railways  to  do  an  express  and 
freight  business;  authorizing  street  railways  to  lease  or 
operate  motor  omnibuses,  etc. 


HYDRO-RADIAL  RAILWAYS 

At  a  meeting  of  representatives  of  Windsor,  Walkerville 
and  Sandwich,  held  on  March  19  in  Windsor,  Ont.,  it  was 
decided  to  memorialize  the  provincial  government  in  favor  of 
a  system  of  hydro-radial  railways.  A  deputation  will  be 
sent  from  the  City  Council  of  Windsor  to  Toronto  on  March 
26  to  meet  representatives  of  the  government,  when  an 
effort  will  be  made  to  have  engineers  from  the  Hydro-Elec- 
tric Power  Commission  detailed  to  report  upon  the  proposed 
plan  for  municipal  railway  lines  to  connect  the  three 
municipalities. 

The  second  annual  meeting  of  the  Niagara  District  Hydro- 
Radial  Union,  comprising  the  Counties  of  Welland,  Lincoln 
and  Haldimand,  was  held  at  Welland  on  March  19.  T.  J. 
Hannigan,  Guelph,  Ont.,  secretary  of  the  Provincial  Hydro- 
Radial  Association,  announced  that  arrangements  had  been 
made  with  Premier  Hearst  to  receive  a  deputation  from  the 
municipalities  of  Ontario  on  March  26,  when  the  government 
will  be  asked  to  adopt  the  policy  of  subsidies  to  hydro-radial 
railways  at  the  rate  of  $3,200  a  mile.  The  annual  report  of 
the  Niagara  District  Association  showed  that  of  the  f  orty-flve 
municipalities  in  the  three  counties  thirty-five  had  asked  for 
surveys  and  that  a  number  of  these  had  been  completed  by 
the  engineers. 


ELECTRIFICATION   IN   IOWA 

The  Charles  City  (la.)  Western  Railway,  which  operates 
between  Charles  City  and  Marble  Rock,  la.,  a  distance  of 
18%  miles,  announces  that  it  has  contracted  for  the  elec- 
trification of  its  line  now  operated  by  steam  locomotives  and 
gasoline  motor  cars.  In  addition  to  the  electrification  of 
the  existing  line,  a  7% -mile  extension  will  be  constructed. 
The  overhead  construction  will  be  of  the  mast-arm  direct- 
suspension  type  and  energy  will  be  supplied  at  1200  volts 
d.c.  from  a  central  station  in  Charles  City. 

Rolling  stock  for  this  electrification  has  been  purchased 
from  the  McGuire-Cummings  Manufacturing  Company,  Chi- 
cago, 111.,  and  includes  two  single-truck,  all-steel  city  cars, 
one  all-steel  interurban  car  and  one  35-ton  electric  locomo- 
tive. The  three  cars  are  to  be  equipped  with  General  Elec- 
tric apparatus,  the  single-truck  cars  with  two  GE  270, 
50-hp  motors  each,  and  the  interurban  car  with  four  motors 
of  the  same  type.  The  electric  locomotive,  which  will  be 
used  largely  for  handling  freight  between  Charles  City  and 
Marble  Rock,  where  the  line  connects  with  the  Rock  Island 
Railroad,  will  be  equipped  with  four  GE  205,  80-hp  motors 
and  type  M  control.  According  to  the  present  plan  of  E. 
R.  Ernsberger,  general  manager,  the  existing  line,  which 
includes  18y2  miles  of  track  along  with  a  2% -mile  extension, 
will  be  completed  and  in  service  by  July  1,  1915. 


TOLEDO    FRANCHISE    PROSPECTS 

Henry  L.  Doherty,  chairman  of  the  board  of  directors  of 
the  Toledo  Railways  &  Light  Company,  was  in  Toledo  on 
March  18.  Mr.  Doherty  said  he  had  nothing  new  or  dif- 
ferent in  the  way  of  a  franchise  to  offer  or  suggest  and 
that  he  was  not  ready  to  renew  negotiations  just  at  this 
time.  He  expects  to  return  to  Toledo  soon  for  a  conference 
with  the  city  officials. 

The  Thurstin  ordinance,  providing  for  an  issue  of 
$4,000,000  of  bonds,  the  proceeds  to  be  used  for  the  pur- 
chase of  the  tracks  and  cars  of  the  local  company,  was  con- 
sidered by  the  railway  and  telegraph  committee  of  the  City 
Council  on  March  17  and  was  referred  back  to  the  city  solic- 
itor for  additional  details  as  to  how  it  is  to  be  put  into 
operation.  Councilman  Dotson  said  that  no  bids  could  be 
secured  on  bonds  until  a  valuation  had  been  completed  of 
the  property  upon  which  the  bonds  will  be  a  lien. 


Municipal  Ownership  Inquiry  Bill. — Assemblyman  A.  F. 
Shartel  has  introduced  into  the  Legislature  of  California  a 
concurrent  resolution  directing  the  State  Highway  Com- 
mission to  investigate  all  interurban  electric  railways  with 
a  view  to  their  ultimate  purchase  by  the  State.  Mr. 
Shartel's  resolution  provides  that  the  commission  shall  re- 
port back  to  the  Governor  the  result  of  the  proposed  inquiry 
by  Jan.  1,  1916. 

New  Haven  Indictment  Pleas. — Judge  Hunt  has  postponed 
in  the  Federal  District  Court  until  March  29  the  entering 
of  pleas  to  the  second  or  superseding  indictment  returned 
against  twenty-one  of  the  directors  of  the  New  York,  New 
Haven  &  Hartford  Railroad.  This  was  done  because  the 
government  had  interposed  demurrers  to  the  special  pleas 
made  by  two  of  the  indicted  directors.  By  March  29  it  is 
expected  that  argument  on  these  demurrers  will  have  been 
heard. 

Federal  Trade  Committee. — The  board  of  directors  of  the 
Chamber  of  Commerce  of  the  United  States  in  Washington, 
an  organization  representing  the  federated  chambers  of 
commerce  of  the  different  cities  in  this  country,  has  ap- 
pointed a  committee  on  federal  trade  to  co-operate  with  the 
new  Federal  Trade  Commission.  It  is  composed  of  nine 
members,  one  of  whom  is  Guy  E.  Tripp,  chairman  of  the 
board,  Westinghouse  Electric  &  Manufacturing  Company. 

Municipal  Ownership  Bill  Defeated. — The  Massachusetts 
House  has  rejected  a  bill  to  provide  that  the  people  may 
vote  in  any  year  on  the  question  of  public  ownership  of  the 
electric  railways  in  that  State.  Mr.  Robinson,  Boston, 
characterized  the  bill  as  a  half-baked  proposition.  He 
pointed  out  that  it  would  absolutely  commit  the  State 
to  the  policy  of  public  ownership  with  a  single  affirmative 
vote  at  a  single  election,  and  that  this  might  happen  with- 
out any  public   discussion. 


644 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


Des  Moines  Franchise  Negotiations. — Negotiations  be- 
tween the  Des  Moines  (la.)  City  Railway  and  the  City 
Council  for  a  new  franchise  for  the  company  are  being  con- 
tinued through  the  medium  of  a  committee  representing  the 
commercial  organizations  of  the  city  and  a  new  franchise 
is  being  drawn  up  for  approval  by  the  city  and  company. 
The  grant  then  will  be  submitted  to  a  vote  of  the  people, 
probably  early  in  June.  Members  of  the  mediation  com- 
mittee included  newspaper  editors  and  others  of  promi- 
nence. Emil  G.  Schmidt,  president  of  the  company,  is  pres- 
ent at  the  meetings  of  the  committee. 

Subway  Car  Order  Accepted. — The  Interborough  Rapid 
Transit  Company  has  notified  the  Public  Service  Commis- 
sion for  the  First  District  of  New  York  that  it  will  accept 
the  order  of  the  commission,  adopted  on  Jan.  12,  1915,  re- 
quiring the  removal  of  the  478  composite  cars  from  opera- 
tion in  the  subway  and  the  substitution  of  all-steel  cars 
therefor.  The  work  of  removal  is  to  begin  May  1  and  to  be 
completed  by  Dec.  1,  1915.  These  composite  cars  are  a  part 
of  the  original  equipment  of  the  subway.  They  have  steel 
underframes  and  wooden  sides,  sheathed  with  copper.  With 
the  removal  of  the  composite  cars,  all  cars  in  the  subway 
will  be  of  all-steel  construction. 

Toronto  Report  Suit. — John  Mackay  &  Company,  Toronto, 
Ont.,  have  entered  action  at  Osgoode  Hall  against  the  city  of 
Toronto,  Ont.,  to  recover  $42,546.50,  alleged  to  be  due  for 
services  rendered  and  for  disbursement  made  in  connection 
therewith.  It  is  alleged  that  Mr.  Mackay  was  retained  by 
Mayor  Hocken  to  make  a  report.  When  his  retainer  was 
questioned  Mr.  Hocken  is  said  to  have  announced  that  he 
would  pay  the  bill  himself.  This  he  failed  to  do.  The  report 
for  which  payment  is  sought  was  rendered  in  connection 
with  the  negotiations  of  the  city  for  the  purchase  of  the 
property  of  the  Toronto  Railway,  Toronto  Electric  Light 
Company  and  Toronto  &  York  Radial  Railway. 

Pittsburgh  Subway  Bill  Objections. — The  committee  on 
subway  legislation  of  the  Chamber  of  Commerce  of  Pitts- 
burgh, Pa.,  has  made  a  report  disapproving  the  Senate 
subway  bill,  already  passed  by  the  Pennsylvania  Legisla- 
ture. The  chief  objections  found  in  the  Senate  bill  by  the 
Chamber  committee  were  that  it  does  not  specifically  per- 
mit the  building  of  a  subway  confined  wholly  to  the  con- 
gested area  of  the  city;  that  it  puts  no  limit  on  the  lease 
the  city  may  grant  to  the  subway  corporation  and  under 
its  terms  a  lease  might  be  perpetual  and  exclusive,  and 
that  it  gives  to  the  city  the  right  of  charging  a  sum  not  in 
excess  of  2  cents  per  passenger  for  the  use  of  the  pro- 
posed subway  in  addition  to  the  charge  made  by  the  oper- 
ating or  leasing  company. 

Subway  Construction  Contracts  in  New  York. — March  19 
was  the  second  anniversary  of  the  signing  of  the  dual  sys- 
tem rapid  transit  contracts.  In  the  two  years  which  have 
elapsed  the  Public  Service  Commission  for  the  First  Dis- 
trict of  New  York  has  awarded  thirty-eight  construction 
contracts,  which,  with  those  previously  awarded,  make 
sixty-four  of  the  eighty-four  sections  of  the  city-owned 
lines  already  under  contract.  The  commission  hopes  to  let 
contracts  for  the  remaining  twenty  sections  within  the  next 
six  months.  The  total  of  all  city  contracts  now  outstand- 
ing is  about  $142,000,000.  The  greater  part  of  the  work  to 
be  done  and  paid  for  by  the  Interborough  Rapid  Transit 
Company  and  the  New  York  Municipal  Railway  Corporation 
in  the  third-tracking  and  extension  of  existing  elevated 
lines  is  also  under  way. 

Separate  Chicago  Commission. — The  Illinois  Legislature 
through  its  public  utilities  committee,  has  undertaken  to 
learn  through  public  hearings  the  demand  for  a  separate 
public  utilities  commission  for  Chicago.  Mayor  Harrison, 
William  Hale  Thompson,  Republican  nominee  for  Mayoi', 
and  Robert  M.  Sweitzer,  Democratic  nominee,  along  with  al- 
dermen and  members  of  Chicago  commercial  organizations 
interested  in  what  is  termed  "the  home  rule  of  public  utili- 
ties," have  appeared  before  this  committee.  Two  bills  are 
pending  before  the  public  utilities  committee  of  the  Legisla- 
ture, one  amending  the  present  utilities  law  by  providing  for 
the  establishment  of  a  separate  commission  to  be  appointed 
by  the  Mayor  of  Chicago,  and  the  other  authorizing  the  City 
Council  of  Chicago  to  appoint  a  commission  to  regulate  its 
public  utilities. 


Financial  and  Corporate 

PASSENGER  CAR  ORDERS 

Electric  Railways  Surpass  Steam  Carriers  in  Large  Orders- 
and  in  Total  Cars  Ordered 

A  comparison  of  the  purchasing  activity  of  steam  and 
electric  roads,  a  subject  of  timely  interest  in  view  of  the 
large  order  this  week  by  the  Interborough  Rapid  Transit 
Company  for  478  car  bodies,  shows  the  number  of  large 
passenger  car  orders  and  of  total  passenger  cars  ordered 
from  year  to  year  to  be  decidedly  greater  on  electric  than 
on  steam  railways.  " 

In  regard  to  the  number  of  "star  orders,"  electric  rail- 
ways easily  surpass  steam  railroads.  Since  1908,  inclusive, 
the  largest  electric  passenger  car  orders,  graded  accord- 
ing to  size,  have  been  as  follows:  (1)  The  Philadelphia 
Rapid  Transit  Company,  with  1000  cars  ordered  in  1912; 
(2)  the  Chicago  Railways,  with  700  cars  ordered  in  1908; 
and  (3)  the  Philadelphia  Rapid  Transit  Company  again 
with  500  cars  ordered  in  1913.  The  Interborough  Rapid 
Transit  Company's  recent  order  ranks  next,  according  to 
the  number  of  car  bodies  ordered,  although  owing  to  the 
omission  of  truck  equipment  in  the  order,  it  might  rank 
somewhat  lower  in  amount  of  expenditure.  The  greatest 
number  of  passenger  cars  ordered  per  year  by  any  steam 
railroad  in  the  last  two  years,  before  which  time  individual 
figures  are  not  readily  available,  was  only  342  in  1913  for  the 
Pennsylvania  Railroad,  including  the  Pennsylvania  Lines 
West.  In  general,  during  1913  and  1914,  there  were  thir- 
teen electric  as  compared  to  eleven  steam  orders  for  more 
than  100  passenger  cars. 

Electric  railways  also  rank  first  as  regards  consistent 
ordering  of  passenger  cars.  During  the  last  eight  years 
orders  of  electric  railways  for  this  type  of  equipment  ex- 
ceeded those  of  steam  railroads  for  every  separate  year 
except  1909,  making  a  total  of  31,811  for  electric  as 
compared  to  only  22,951  for  steam  lines.  In  view  of  the 
great  difference  between  these  two  figures,  which  would 
be  much  greater  if  the  large  number  of  mail,  baggage  and 
milk  cars,  classed  as  passenger  cars  under  the  latter  figure, 
were  omitted,  it  seems  safe  to  infer  that  the  electric  car 
industry,  despite  the  shorter  average  length  and  the  less 
costly  character  of  car  body,  ofl'ers  to  the  manufacturer  a 
field  whose  relative  importance  has  not  always  been  fully 
appreciated. 


REPORTS    ON    BUSINESS    OPTIMISM 


Composite    Opinion    of    Representative    Business    Men    Is 
Inclined  Toward  Optimism 

A  digest  recently  compiled  by  Harris,  Winthrop  &  Com- 
pany, New  York,  contains  the  opinions  of  many  represen- 
tative business  men  on  the  commercial  and  financial  out- 
look of  this  country.  This  digest  is  worthy  of  note,  for  it 
indicates  that  the  scattered  advices  as  to  the  rising  tide 
of  business  confidence  and  activity  are  in  accordance  with 
the  conclusions  drawn  by  many  business  men  from  the 
present  trend. 

According  to  the  composite  opinion  of  more  than  700 
representative  business  men,  as  shown  by  letters  answering 
specific  questions,  the  stock  of  goods  on  hand  is  low  and 
will  need  replenishing,  thereby  increasing  future  demand. 
The  accumulation  of  savings  is  interpreted  to  be  a  reas- 
surance as  to  the  future  of  the  investment  market  and 
business  credit.  The  unemployment  reported  is  large,  but 
of  late  is  decreasing.  It  is  generally  believed  that  no  ap- 
preciable burden  will  be  placed  on  domestic  commerce  by 
the  higher  freight  rates.  Economy  is  general,  but  is  in 
many  cases  a  matter  of  choice. 

When  asked  for  an  expression  of  opinion  on  these  points, 
60  per  cent  of  the  respondents  stated  that  present  condi- 
tions made  the  outlook  encouraging.  Moreover,  17  per  cent 
stated  that  there  was  no  abnormal  business  depression  in 
sight.  Confidence  and  hope  are  only  mental  attitudes,  but 
it  is  interesting  to  note  this  expression  of  optimism  on  the 
part  of  business  men  themselves. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


645 


ANNUAL  REPORTS 


Milwaukee  Electric  Railway  &  Light  Company 

The  comparative  statement  of  income,  profit  and  loss  of 
the  Milwaukee  Electric  Railway  &  Light  Company,  Mil- 
waukee, Wis.,  for  the  fiscal  years  ended  Dec.  31,  1913  and 
1914,  follows: 

1914  1913 

Operating  revenues    $6,005,495     $6,016,916 

Operating  expenses : 

Current  ordinary  operating  expenses $3,095,606  $3,167,365 

Depreciation    (reserve  credit) 698,516  633,359 

Contingencies    (reserve  credit) 1,601  15,042 

Taxes    (reserve  credit) 436,701  390,669 

Total     $4,232,424      $4,206,435 

Net  operating  revenues $1,773,071      $1,810,481 

Non-operating  revenues ^5,807  45,178 

Gross  income    $1,838,878      $1,855,659 

Interest  charges 823,375  733,322 

Net  income   $1,015,503      $1,122,337 

Dividends  on  preferred  stock 270,000  270,000 

Dividends  on  common  stoclt 763,375  788,000 

Surplus •$17,872  $64,337 

•Deficit. 

The  comparative  statement  of  income,  profit  and  loss  of 

the   railway  department  for   these   two   fiscal   years   is   as 

follows : 

1914  1913 

Operating  revenues  : 

Passenger  revenues    $4,075,213      $4,184,135 

Other  revenues 35,505  37,175 

Total   $4,110,718      $4,221,310 

Operating  expenses : 

Way  and  structures $135,697  $156,162 

Equipment  .- 232,647  295,717 

Trafflc-power-transportation     1,514,176  1,472,919 

General     153,849  111,764 

Undistributed    328,427  385,718 

Depreciation    (reserve  credit) 514,488  457,532 

Contingencies    (reserve  credit) 1,097  10,553 

Taxes   (reserve  credit) 299,342  273,935 

Total $3,179,723      $3,164,299 

Net  operating  revenues $930,995     $1,057,011 

Non-operating  revenues 14,633  11,926 

Gross  income   $945,628      $1,068,937 

Interest   charges    559,895  498,659 

Net  income   $385,733         $570,278 

The  total  operating  revenues  of  the  company  for  1914 
showed  a  decrease  of  $11,421  as  compared  with  the  figures 
for  the  previous  year.  This  decrease  was  caused  by  a 
reduction  in  the  operating  revenues  of  the  railway  depart- 
ment of  $110,593,  in  large  part  offset  by  an  increase  of 
$99,172  in  the  light  and  power  department.  It  is  stated 
that  the  street  railway  in  Milwaukee,  in  common  with 
those  in  other  cities,  is  suffering  from  an  absence  of  growth 
of  revenues  and  an  increase  of  expenses  over  which  the 
owners  have  no  control,  and  the  continuation  of  present  con- 
ditions in  respect  to  railway  net  earnings  will  necessarily 
affect  the  ability  to  expand.  During  the  first  seven  months 
of  the  year  the  revenues  of  the  railway  department  de- 
creased 0.7  per  cent  on  account  of  the  then  prevailing  busi- 
ness depression.  The  decrease  since  that  time  was  exag- 
gerated by  the  disturbances  resulting  from  the  European 
war,  making  the  decrease  for  the  year  2.6  per  cent. 

The  total  net  income  of  the  company  decreased  9.5  per 
cent,  resulting  from  a  decrease  in  gross  income  of  $16,782 
and  an  increase  in  interest  charges  of  $90,052.  While  the 
gross  income  of  the  light  and  power  department  increased 
$106,527,  the  gross  income  of  the  railway  department  de- 
creased $123,310;  This  decrease  was  caused  in  part  by  the 
smaller  revenues  before  referred  to  and  in  part  by  the  higher 
operating  expenses  brought  about  by  increased  car  service 
to  comply  with  pr^cribed  commis.sion  standards. 

Before  arriving  at  net  operating  revenues,  there  were 
deducted  for  maintenance  and  depreciation  of  physical  prop- 
erty amounts  equivalent  to  the  following  percentages  of  the 
operating  revenues:  railway  department,  22.25  per  cent; 
light  and  power  department,  16.25  per  cent,  and  steam 
heating  department,  6.63  per  cent.  The  balances  remaining 
after  providing  for  maintenance  in  ordinary  operating  ex- 
penses were  carried  to  the  credit  of  the  depreciation  re- 
serves. The  property  accounts  increased  $391,309  during 
the  year,  the  largest  items  covering  extensions  to  the  over- 


head and  underground  electric  distribution  systems.  The 
amount  of  construction  work  was  kept  at  a  minimum  dur- 
ing the  year,  the  capital  expenditures  being  smaller  than 
those  for  any  year  since  1898.  A  total  of  9.4473  miles  of 
track  was  reconstructed. 

The  amount  of  fire  insurance  protection  carried  has  grad- 
ually increased  from  $2,200,000  for  1911  to  $3,633,970  for 
1915,  while  the  annual  premiums  paid  have  been  reduced 
from  $22,000  to  $13,082,  equivalent  to  rates  of  $1  and  36 
cents  per  $100  of  valuation.  During  1914  loans  made  to 
members  of  the  newly  formed  employees'  mutual  savings, 
building  and  loan  association  totaled  $56,950.  At  the  end 
of  the  year  the  employees'  mutual  benefit  association  had 
2690  members,  $40,926  cash  and  investments  on  hand  and 
526  outstanding  life  insurance  policies,  covering  $276,500 
of  insurance.  The  reserve  created  against  coupons  issued 
with  city  commutation  tickets  amounts  to  $183,549. 

Miscellaneous  comparative  statistical  data  of  the  railway 
department  of  the  company  for  1913  and  1914  follow: 

1914  1913 

Miles  of  track  owned 165.02  164.87 

Miles  of  track  leased 27.51  27.51 

Miles  of  track  operated   177.72  177.14 

Receipts  per  mile  of  track  operated $23,130.30  $23,830.36 

Revenue    passengers    carried 97,874,919  100,073,659 

Transfer  passengers   carried 38,814,573  36,963,958 

Receipts  per  revenue  passenger $0.0416  $0.0418 

Revenue   car  hours  operated 1,712,079  1,685,014 

Receipts  per  revenue  car  hour $2.40  $2.51 

Revenue  car  miles  operated 14,688,176  14,596,686 

Receipts  per  revenue  car  mile $0.2799  $0.2892 

Number  of  passenger  cars  owned 537  537 

Maximum  number  of  cars  operated 471  462 


Chicago  City  Railway 

The  gross  earnings,  expenses  and  distribution  of  residue 
receipts  of  the  Chicago  (111.)  Surface  Lines  for  the  year 
ended  Jan.  31,  1915,  were  as  follows: 

Gross  earnings $31,966,048 

Expenses : 

Maintenance   $2,464,564 

Renewals     2,557,284 

Operation  of  power  plants 2,781,907 

Operation  of  cars 8,786,523 

General     expenses — including    board     of    supervising 

engineers  1,945,924 

Taxes    1,353,073 

Total  expenses  of  operation $19,889,275 

Residue  receipts    $12,076,773 

Divided  : 

Chicago  Railways,  59  per  cent $7,125,296 

South  Side  lines,  41  per  cent 4,951,477 

The  gross  earnings  of  the  Chicago  Surface  Lines 
amounted  to  $31,966,048,  and  expenses  to  $19,889,275,  or 
62.22  per  cent  of  the  gross,  leaving  residue  receipts  of 
$12,076,773.  These  were  divisible  59  per  cent,  or  $7,125,- 
296,  to  the  Chicago  Railways,  and  41  per  cent,  or  $4,951,477, 
to  the  South  Side  lines,  namely:  the  Chicago  City  Railway, 
the  Southern  Street  Railway  and  the  Calumet  &  South 
Chicago  Railway.  The  income  statement  of  the  Chicago 
City  Railway  for  the  year  ended  Jan.  31,  1915,  follows: 

41  per  cent  of  the  residue  receipts  of  Chicago  Surface 

Lines $4,951,477 

Deduct ; 

Joint  account  expenses,  interest  on  capital  invest- 
ment of  the  Chicago  City  Railway  and  the  Calu- 
met &  South  Chicago  Railway,  and  net  earnings 
of  the  Southern  Street  Railway 3,612,889 

Net  earnings  of  Chicago  City  Railway $1,338,588 

City's  proportion,  55  per  cent  as  per  ordinance 736,223 

Company's  proportion,  45  per  cent,  as  per  ordinance. . .  .       $602,365 
Add: 

Interest  on  capital,  as  certified  by  Board  of  Super- 
vising Engineers 2,416,913 

Income  from  operation $3,019,278 

Other  income,  net 279,548 

$3,298,826 
Interest  on  bonds  outstanding 1,529,409 

Net  income   $1,769,417 

Dividends,  9  per  cent 1,620,000 

Surplus     $149,417 

The  Chicago  City  Railway  produced  a  net  income  after 
the  payment  of  all  operating  expenses  and  bond  interest  of 
$1,769,417,  from  which  four  quarterly  dividends  were  paid, 
aggregating  a  total  of  9  per  cent  upon  the  $18,000,000  of 
capital  stock  of  the  company.     The  dividend  rate  shows  a 


646 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


decrease  from  10%  per  cent  last  year,  largely  owing  to 
the  decrease  in  gross  receipts  during  the  last  half  of  the 
fiscal  year.  The  beginning  of  the  European  war,  Aug.  1, 
1914,  was  followed  by  the  closing  of,  or  by  a  material  reduc- 
tion in  the  operating  forces  of,  a  large  number  of  manu- 
facturing plants  in  the  city.  This  immediately  affected  the 
receipts  adversely,  and  during  the  last  six  months  of  the 
year  the  gross  receipts  of  the  Chicago  Surface  Lines  were 
$608,085  less  than  the  receipts  for  the  same  period  in  the 
preceding  year. 

During  the  year  the  company  built  7.04  miles  of  single 
track.  The  total  mileage  of  single  track  now  owned  is 
312.75  miles.  During  the  year  the  company  purchased  and 
put  in  service  226  double  truck  passenger  cars,  and  twelve 
cars  are  now  under  construction  and  being  delivered.  The 
company  bought  real  estate  and  erected  thereon  substation 
buildings  of  8000-kw  capacity  each  at  Forty-fourth  Street 
and  Kedzie  Avenue  and  at  Eighty-second  and  Halsted 
Streets  and  installed  machinery  and  apparatus  to  the  ex- 
tent of  12,000  kw. 

CONDITION    OF    PHILADELPHIA    COMPANY 


Mason    B.    Starring    Issues    Statement    Showing    Financial 
State  of  Philadelphia  Company  and  Subsidiaries 

Mason  B.  Starring,  president  United  Railways  Invest- 
ment Company,  which  controls  through  stock  ownership  the 
Philadelphia  Company,  Pittsburgh,  Pa.,  has  issued  the 
following  statement  on  the  affairs  of  the  Philadelphia 
Company: 

"Owing  to  the  controversy  between  the  preferred  stock- 
holders of  the  United  Traction  Company  and  the  manage- 
ment of  the  Pittsburgh  Railways,  as  to  the  desirability  of 
the  latter  corporation  applying  eai'nings  of  United  Trac- 
tion to  improvements  and  betterments  instead  of  paying 
them  out  in  preferred  dividends,  a  good  deal  of  discussion 
of  Philadelphia  Company  and  United  Railway  Investment 
Company  securities  has  resulted,  with  some  selling  by 
holders  who  do  not  understand  the  situation. 

"The  thing  that  interests  me  most  is  to  keep  the  security 
holders  from  sacrificing  their  securities  because  of  some 
fear  of  the  condition  of  the  Philadelphia  Company  or  its 
subsidiary  corporations.  The  net  income  of  the  Philadelphia 
Company  for  the  year  ended  March  31,  1915,  will  be  more 
than  $5,600,000,  available  for  payment  of  interest.  The 
interest  on  all  classes  of  funded  debts  amounts  to  $1,913,639, 
so  that  there  will  be  left  for  the  payment  of  dividends  and 
for  improvements  to  the  property  about  $3,700,000,  and 
probably  more. 

"All  interest  and  rentals  of  the  companies  leased  or 
owned  by  the  Pittsburgh  Railways  have  been  earned  and 
will  be  paid.  At  the  outbreak  of  the  war  the  companies 
were  in  the  midst  of  their  usual  summer  work,  and  it 
was  considered  safer  to  issue  script  to  the  common  stock 
for  dividends  than  to  borrow  money  on  short  time  to  make 
the^e  payments,  on  account  of  high  rates  of  interest  and  un- 
certainties of  the  money  market.  The  condition  of  all  the 
companies  was  never  better  than  it  is  now." 

In  connection  with  the  controversy  mentioned  by  Mr. 
Starring,  it  may  be  noted  that  the  protective  committee  for 
the  .stockholders  of  the  United  Traction  Company  has  re- 
ceived word  that  the  board  of  directors  of  the  Pittsburgh 
Railways  has  passed  a  re-'olution  to  give  the  United  Trac- 
tion Company  notice  of  the  cancellation  of  the  operating 
agreement  between  the  companies.  A  committee  from 
Pittsburgh  was  expected  to  confer  with  the  protective  com- 
mittee on  March  25  to  suggest  some  plan  for  the  future 
operation  of  the  United  Traction  Company.  Previous  ref- 
erences to  this  dispute  were  made  in  the  Electric  Railway 
Journal  of  Jan.  9  and  16.,  and  Feb.  13  and  20. 

Chicago  (IlL)  City  Railway.— A  quarterly  dividend  of  2 
per  cent  has  been  declared  on  the  $18,000,000  capital  stock 
of  the  Chicago  City  Railway,  payable  on  March  30  to 
holders  of  record  of  March  26.  This  dividend  compares 
with  payments  of  2%  per  cent  quarterly  from  March,  1910, 
to  September,  1914  (besides  extra  payments)  and  1%  per 
cent  in  December,  1914. 

Gary,  Hobart  &  Eastern  Traction  Company,  Hobart,  Ind.— 
A  certificate  was  recently  filed  at  Indianapolis  covering  the 


reduction  of  the  common  stock  of  the  Gary,  Hobart  & 
Eastern  Traction  Company  from  $125,000  to  $100,000,  and 
the  creation  of  $25,000  of  preferred  stock. 

Holyoke  (Mass.)  Street  Railway. — Lee,  Higginson  & 
Company,  Boston,  are  offering  at  105  and  interest  $850,000 
of  first  mortgage  5  per  cent  gold  bonds  of  the  Holyoke 
Street  Railway.  These  bonds  are  dated  April  1,  1915,  and 
are  due  on  April  1,  1935,  but  are  callable  at  107  and  interest 
on  and  after  April  1,  1920.  The  proceeds  will  be  used  to 
retire  $250,000  of  5  per  cent  debentures  due  on  April  1,  1915, 
and  to  pay  off  floating  indebtedness  incurred  for  construc- 
tion and  equipment  of  the  railway.  The  Massachusetts 
Public  Service  Commission  has  expressed  its  formal  ap- 
proval of  this  issue.  It  has  also  ordered  rescinded  2081 
shares  of  capital  stock,  part  of  an  issue  of  4765  shares 
authorized  by  the  Massachusetts  Railroad  Commission  on 
June  24,  1913,  and  not  now  to  be  used. 

Kansas  City  Railway  &  Light  Company,  Kansas  City, 
Mo. — The  holders  of  the  certificates  of  deposit  represent- 
ing the  first  lien  refunding  5  per  cent  gold  bonds  of  the 
Kansas  City  Railway  &  Light  Company  have  been  notified 
that  the  protective  committee  under  the  agreement  of 
April  3,  1913,  has  extended  until  April  3,  1915,  the  period 
within  which  to  receive  new  securities  or  cash,  pursuant  to 
a  sale  or  a  plan  for  reorganization,  or  to  obtain  the  deposited 
bonds. 

Los  Angeles  (Cal.)  Railway. — Vice-President  Dunn  states 
that  no  new  application  will  be  made  by  The  Los  Angeles 
Railway  to  the  California  Railroad  Commission  for  per- 
mission to  issue  bonds,  and  that  no  modification  of  the 
application  which  was  denied  on  March  5  is  contemplated 
at  least  for  this  year.  The  commission  recently  refused  to 
allow  the  Los  Angeles  Railway  Corporation  and  the  City 
Railway  of  Los  Angeles  to  transfer  their  property  to  The 
Los  Angeles  Railway,  as  noted  in  the  Electric  Railway 
Journal  of  March  13.  According  to  Mr.  Dunn,  whatever 
extensions  will  be  made  will  have  to  be  paid  for  from  the 
earnings  above  fixed  expenses,  and  with  the  "jitney"  bus  con- 
tinally  cutting  into  the  company's  business,  these  are  now  or 
nearly  nil. 

Oakland,  Antioch  &  Eastern  Railway,  Oakland,  Cal.— 
Holders  of  more  than  75  per  cent  of  the  outstanding  securi- 
ties of  the  Oakland,  Antioch  &  Eastern  Railway  and  affili- 
ated roads  recently  heard  the  report  of  the  committee  of 
seven  appointed  to  study  the  affairs  of  the  road.  The  com- 
mittee heartily  indorsed  the  policy  of  the  present  manage- 
ment and  expressed  approval  of  the  existing  plan  for  refi- 
nancing the  system.  Concerning  foreclosure  it  declared  its 
opposition  in  no  uncertain  terms.  Since  both  the  bonds  and 
the  stocks  are  owned  by  practically  the  same  persons,  the 
committee  thought  that  a  receivership  would  be  of  no  special 
benefit,  whereas  by  the  bondholders  waiving  their  interest 
for  three  years  and  the  stockholders  advancing  $3,  the  roads 
would  have  a  chance  to  work  out  their  own  salvation.  The 
report  was  unanimously  accepted  by  the  stockholders, 
and  the  committee  of  seven  was  re-elected  and  made  a 
permanent  body,  one  additional  member  being  named. 
At  the  request  of  counsel  for  the  Oakland,  Antioch  & 
Eastern  Railway,  the  California  Railroad  Commission  has 
rescinded  its  authorization  for  the  railway  to  mortgage 
certain  real  estate  at  Sacramento  and  to  issue  two  notes 
amounting  to  $58,000  secured  by  such  mortgage.  It  was 
stated  that  the  authorization  to  issue  the  notes  is  not  now 
desired  or  required  by  the  company.  Previous  references 
to  the^e  notes  were  made  in  the  Electric  Railway  Journal 
of  Jan.  20  and  Feb.  6. 

Rockford  &  Interurban  Railway  &  Rockford  City  Trac- 
tion Company,  Rockford,  111.— The  Illinois  Public  Utilities 
Commission  has  authorized  the  Rockford  &  Interurban  Rail- 
way &  Rockford  Street  Traction  Company  to  issue  bonds 
amounting  to  $86,000. 

San  Francisco-Oakland  Terminal  Railways,  Oakland,  CaL 
—The  question  of  the  value  of  Key  Route  properties  was 
debated  before  the  California  Railroad  Commission  on 
March  16,  when  an  attempt  was  made  to  reconcile  the  con- 
flicting estimates  made  by  the  commission  and  the  com- 
pany's engineers.  The  total  value  placed  by  the  commis- 
sion's staff  varied  from  the  companies  own  figures  by 
$12,969,382.     The    testimony    of   George    K.    Weeks,    presi- 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


647 


dent,  established  the  fact  that  the  different  values  were 
based  on  different  areas  as  well  as  on  different  ratings.  He 
stated  that  the  company's  own  estimate  of  the  total  value 
of  the  system  to-day  was  $36,492,710,  composed  of  opera- 
tive property,  $25,040,824,  and  non-operative  property,  $11,- 
451,886.  It  was  decided  that  the  engineers  for  both  sides 
should  get  together  and  endeavor  to  straighten  out  the 
appraisals  in  the  light  of  new  data  from  the  company. 
The  Key  Route  is  asking  the  commission  for  permission  to 
issue  $10,000,000  of  additional  bonds,  but  the  commission 
asserts  that  with  such  an.  increase  the  ratio  of  bonded  in- 
debtedness to  actual  value  will  be  130  per  cent  as  compared 
to  108  per  cent  at  present.  The  corporation  expects  to 
show  that  the  present  ratio  is  47  per  cent. 

Springfield  Railway  &  Light  Company,  Springfield,  Mo. — 
An  initial  quarterly  dividend  of  1%  per  cent,  payable  on 
April  1,  has  been  declared  on  the  $750,000  of  7  per  cent 
cumulative  preferred  stock  of  the  Springfield  Railway  & 
Light  Company. 

Third  Avenue  Railway,  New  York,  N.  Y. — At  a  meeting 
of  the  board  of  directors  of  the  Third  Avenue  Railway  on 
March  23  F.  W.  Whitridge,  president,  issued  a  statement 
showing  that  all  the  surplus  of  $518,111  earned  in  the 
eight  months  ended  Feb.  28  had  been  expended  for  addi- 
tions and  betterments,  together  with  an  additional  $100,000, 
bringing  the  total  so  expended  up  to  about  $624,000.  Mr. 
Whitridge  said  that  if  anyone  should  spell  a  dividend  for 
the  company  out  of  these  figures  he  failed  to  see  it. 
He  presented  a  statement  of  the  budget  for  1915,  showing 
that  the  actual  necessary  outlays  for  improvement  of  the 
property  would  require  $1,159,400.  The  directors  appointed 
a  committee  of  James  N.  Wallace,  Adrian  Iselin,  Harry 
Bronner,  L.  F.  Strauss  and  Emlen  Roosevelt  to  consider 
the  future  policy  of  the  company  as  regards  both  dividends 
and  the  outlays  for  improvements.  Mr.  Whitridge  stated 
that  he  took  particular  pains  to  have  on  the  committee 
Messrs.  Strauss  and  Roosevelt,  two  members  of  the  com- 
mittee who  recently  advocated  the  payment  of  dividends. 
The  company  has  issued  a  circular  to  holders  of  the  ad- 
justment mortgage  5  per  cent  income  bonds,  outlining  the 
conditions  under  which  they  may  vote  at  the  meetings  of 
the  company  and  urging  them  to  avail  themselves  of  this 
privilege. 

Tri-State  Railway  &  Electric  Company,  East  Liverpool, 
Ohio. — Edwin  Drake,  special  master,  will  offer  for  sale  at 
the  county  court  house  in  Cleveland,  Ohio,  on  March  30, 
between  12  and  1  o'clock,  the  following  property  of  the 
Tri-State  Railway  &  Electric  Company:  The  street  railway 
in  Steubenville,  Ohio,  formerly  owned  by  the  Steubenville 
&  Wellsburg  Traction  Company,  together  with  its  property 
and  franchise  rights;  12,995  shares  of  the  capital  stock  of 
the  Steubenville,  Wellsburg  &  Weirton  Railway;  6995  shares 
of  the  capital  stock  of  the  Beaver  County  Light  Company; 
45  shares  of  the  capital  stock  of  the  Midland  Electric  Light 
&  Power  Company;  995  shares  of  the  capital  stock  of  the 
Wellsburg  Electric  Light,  Heat  &  Power  Company,  and  115 
shares  of  the  capital  stock  of  the  Hancock  County  Electric 
Company.  The  railway  in  Steubenville,  with  its  rights  and 
franchises,  constitutes  one  parcel  and  bids  will  be  received 
separately  for  it  in  its  entirety.  All  bidders  must  deposit 
$5,000  either  in  cash  or  certified  check.  The  stocks  named 
are  all  included  in  the  second  parcel  and  a  deposit  of  $50,000 
must  be  made.  In  either  case,  however,  first-mortgage  bonds 
will  be  accepted  in  lieu  of  cash  or  check,  When  properly 
assigned.  The  appointment  of  the  receivers  of  this  com- 
pany and  their  preliminary  report  were  noted  in  the 
Electric  Railway  Journal  of  March  22  and  June  7,  1913. 

Urbana  &  Champaign  Railway,  Gas  &  Electric  Company, 
Urbana,  111. — The  Urbana  &  Champaign  Railway,  Gas  & 
Electric  Company  has  received  permission  from  the  Illinois 
Public  Utilities  Commission  to  issue  $95,000  of  5  per  cent 
bonds. 

West  End  Street  Railway,  Boston,  Mass.— The  Massa- 
chusetts Public  Service  Commission  has  authorized  the 
West  End  Street  Railway  to  issue  8700  additional  shares 
of  common  stock,  amounting  to  $435,000  par  value.  These 
shares  will  be  offered  by  R.  L.  Day  &  Company  on  April  1 
at  public  auction  to  the  highest  bidder  at  not  less  than 
par.    The  proceeds  are  to  be  used  to  provide  for  additions. 


DIVIDENDS    DECLARED 

Athens  Railway  &  Electric  Company,  Athens,  Ga.,  quar- 
terly, 1%   per  cent,  preferred. 

Bangor  Railway  &  Electric  Company,  Bangor,  Maine, 
quarterly,   1%   per  cent,  preferred. 

Chicago   (111.)    City  Railway,  quarterly,  2  per  cent. 

Cincinnati  &  Hamilton  Traction  Company,  Cincinnati, 
Ohio,  quarterly,  1%  per  cent,  preferred;  quarterly,  1  per 
cent,   common. 

Cincinnati  (Ohio)  Street  Railway,  quarterly,  1%  per  cent. 

Columbia  Railway,  Gas  &  Electric  Company,  Columbia, 
S.  C,  quarterly,  IVz   per  cent,  preferred. 

Elmira  Water,  Light  &  Railroad  Company,  Elmira,  N.  Y., 
quarterly  IVi  per  cent,  second  preferred;  quarterly,  1  per 
cent,  common. 

Halifax  (N.  S.)  Electric  Tramway,  Ltd.,  quarterly,  2 
per  cent. 

Houghton  County  Traction  Company,  Houghton,  Mich., 
3  per  cent,  preferred. 

Illinois  Traction  System,  Peoria,  111.,  quarterly,  1%  per 
cent,  preferred. 

New  Orleans  Railway  &  Light  Company,  New  Orleans, 
La.,  quarterly,  1%   per  cent,  preferred;  50  cents,  common. 

Omaha  &  Council  Bluffs  Street  Railway,  Omaha,  Neb., 
quarterly,    1%    per    cent,   preferred    and    common. 

Porto  Rico  Railways,  Ltd.,  Toronto,  Ont.,  quarterly,  1% 
per  cent,  preferred. 

Puget  Sound  Traction,  Light  &  Power  Company,  Seattle, 
Wash.,  quarterly,  1%   per  cent,  preferred. 

Republic  Railway  &  Light  Company,  New  York,  N.  Y., 
quarterly,  1^^  per  cent,  preferred. 

Springfield  Railway  &  Light  Company,  Springfield,  Mo., 
quarterly,   1%    per  cent,  preferred. 

Toronto    (Ont.)    Railway,  quarterly,  2  per  cent. 

Washington,  Baltimore  &  Annapolis  Electric  Railroad, 
Baltimore,  Md.,  quarterly,   1%   per  cent,  preferred. 

Washington  Water  Power  Company,  Spokane,  Wash., 
quarterly,  1%   per  cent. 


ELECTRIC   RAILWAY   MONTHLY   EARNINGS 

CAPE   BRETON    EIvECTRIC   COMPANY,    SYDNEY,   N.    S. 

Gross      Operating  Net           Fixed  Net 

Period                 Earnings    Expenses  Earnings  Charges  Surplus 

Im.,  Jan.,     '1.5         $29,054       •$17,782  $11,272         $6,722  $4,550 

1  "         "         '14           29,7:18         •18,563  11,235           6.437  4,798 

12 15         349,119       ^210,338  138,811         77,863  60,948 

12 14         378,915       •210,756  168,159         73,527  94,632 

CUMBERLAND  COUNTY  POWER  &  LIGHT  COMPANY, 
I'ORTLAND,    MAINE 

Im.,  Jan.,     '15  $194,212  ^$120, 141  $74,071  $62,568  $11,503 

1  "         "         '14  184,509  ^119, 731  64,778  63,576  1,202 

12  "         "         '15  2,523,323  •I, 457,429  1,065,894  757,851  308,043 

12 14  2,366,719  •I, 330, 999  1,035,720  721,117  314,603 

THE    EAST    ST.    LOUIS   &    SUBURBAN    COMPANY,    EAST   ST. 
LOUIS,   ILL. 

Im.,  Jan.,  '15  $206,162  •$123,679   $82,483  $63,285  $19,198 

1 14  231,944  •150,275    81,669  48,102  33,567 

12 15  2,598,045  •1,589,618  1,008,427  717,133  291,294 

12  "    "    '14  2,719,696  •1,632,180  1,087,516  588,880  498,636 


GRAND  RAPIDS    (MICH.)    RAILWAY 


Im. 

1  " 
12  " 
12  " 


Jan., 


'15  $104,728 

'14  102,585 

'15  1,288,710 

'14  1,299,426 


•$67,014 

•65,142 

•831,507 

•808,819 


$37,714 

37,443 

457,203 

490,607 


$13,740  $23,974 

13,615  23,828 

161,904  295,299 

165,512  325,095 


LEWISTON,  AUGUSTA  &  WATERVILLE  STREET  RAILWAY, 
LEWISTON,    MAINE 


Im.,  Jan.,     '15 

1 14 

12  "         "         '15 
12 14 


$49,527 

45,299 

681,150 

675,901 


•$38,608 

•39,359 

•467,057 

•433,983 


$10,919 

5,940 

214,093 

241,918 


$15,578  m,S59 

15,338  t9.398 

186,658  27.435 

180,436  61,482 


RHODE  ISLAND  COMPANY,   PROVIDENCE,   R.   I. 


Im.Jan.,     '15  $395,065     •$336,803 

1  "         "         '14  404,062       •350,635 

7"         "         '15  3,183,083   ^2, 375, 283       807,799       827,339       i45;676 

7 14  3,237,732   •2,372,088       865,644       747,857    1206,501 


$58,263    $118,232  tt$32,764 
53,427       109,389     tt28,864 


WESTCHESTER    (N.  Y.)    STREET  RAILROAD 


Im.,  Jan.,     '15 

1 14 

7 15 

7 14 


$17,394 

17,513 

159,199 

154,522 


•$22,025 

•21,226 

•160,586 

•149,692 


$4,630 
3,713 
1,387 
4,830 


$1,349  tt$5,971 

1,164  tt4,862 

8,886  tn0,191 

7,580  tt2,689 


•Includes  taxes.     fDeficit.     {Includes  other  income. 


648 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


Traffic  and  Transportation 


THE  "JITNEY"  BUS 


Information   Summarized  from   Fourteen   Cities — Accidents 
Attracting  Attention — De  Luxe  Service  Proposed 

An  unusual  amount  of  information  in  regard  to  the  "jit- 
ney" is  available  this  week,  but  the  information  does  not 
lend  itself  any  more  readily  to  being  given  direction  than 
the  "jitney"  itself.  Concerned  with  something  without  or- 
ganization the  material  itself  is  more  or  less  disorganized  in 
that  it  defied  being  knit  into  a  connected  narrative.  While 
for  this  reason  the  account  which  follows  necessarily  is 
choppy,  it  shows  beyond  question  that  the  hallelujah  chorus 
with  which  the  "jitney"  was  ushered  in  has  given  way 
throughout  the  country  to  a  dirge  with  a  staccato  accompa- 
niment from  the  public  at  large  demanding  adequate  regu- 
lation and  proper  protection  for  the  safety  of  patrons  and 
pedestrians.  Information  is  summarized  from  fourteen 
cities. 

The  first  "jitney"  in  San  Francisco  was  placed  in  operation 
during  December,  but  the  number  of  machines  was  very  lim- 
ited up  to  about  Jan.  1.  Probably  the  maximum  number  in 
operation  at  any  one  time  has  been  in  the  neighborhood  of  700. 
On  March  17  it  was  estimated  that  600  "jitneys"  were  then 
running  in  San  Francisco.  One-half  of  all  the  cars  are 
five-passenger  Ford  automobiles.  The  remainder  are  cars 
of  other  makes,  ranging  from  five  to  seven-passenger  tour- 
ing cars.  Up  to  March  17  no  regulations  have  been  passed 
by  the  city,  but  an  ordinance  is  now  being  considered. 
Thus  far  the  operations  of  the  "jitneys"  in  San  Francisco 
have  been  confined  to  the  streets  over  which  the  electric 
railways  are  operating  and  to  the  short-haul  travel. 

There  have  never  been  any  "jitney"  buses  in  operation 
in  Denver.  The  situation  was  explained  to  those  in  author- 
ity along  the  lines  contained  in  the  pamphlet,  "The  Land- 
lord," published  by  the  Denver  City  Tramway,  and  the 
city  commissioners  passed  an  ordinance  by  a  vote  of  four 
to  one  which  makes  it  necessary  that  a  franchise  shall  be 
obtained  before  "jitney"  service  is  established.  The 
pamphlet,  "The  Landlord,"  was  referred  to  in  the  Electric 
Railway  Journal  of  Feb.  6,  and  the  terms  of  the  regulatory 
ordinance  were  published  in  the  issue  of  Feb.  13. 

In  Portland,  Ore.,  the  first  "jitney"  was  started  on 
Jan.  5.  The  maximum  number  of  cars  in  service  on  March 
17  was  350,  divided  as  follows:  307  autos  carrying  five  to 
seven  passengers;  four  trucks  carrying  twelve  to  sixteen 
passengers ;  three  trucks  carrying  sixteen  to  twenty-eight 
passengers,  and  thirty-six  trucks  carrying  thirty  to  thirty- 
two  passengers.  Up  to  March  17  no  restrictive  legislation 
had  been  passed  in  Portland,  but  the  City  Council  was  at 
that  time  considering  the  matter.  The  terms  of  the  ordi- 
nance at  Portland  were  reviewed  in  the  Electric  Railway 
Journal  of  March  13,  page  531,  but  the  measure  has  since 
been  revised.  The  opinion  prevails  that  the  number  of 
passengers  to  be  carried  in  the  "jitneys"  in  Portland  will 
be  limited  by  the  ordinance  to  the  seating  capacity  of  the 
car,  but  doubt  is  expressed  as  to  the  courage  of  the  City 
Council  to  include  in  the  ordinance  a  suitable  provision  for 
indemnity  bonds.  It  seems  likely  now  that  the  whole 
"jitney"  matter  will  eventually  go  before  the  voters  of  the 
city  at  the  coming  June  election  in  the  form  of  an  initiative 
or  referendum  petition. 

In  Oklahoma  City  "jitney"  service  was  commenced  on 
Jan.  24  with  two  cars,  one  a  seven  or  eight-passenger  and 
the  other  carrying  five  passengers.  Six  or  possibly  eight 
cars  is  the  largest  number  that  has  been  in  operation  in 
Oklahoma  City  at  any  one  time.  No  "jitneys"  are  operat- 
ing there  now.  Restrictive  legislation  has  been  passed  by 
the  City  Commission,  as  referred  to  in  previous  issues  of 
the  Electric  Railway  Journal.  To  what  extent  the  leg- 
islation has  worked  to  diminish  the  number  of  "jitneys" 
it  would  be  difficult  to  estimate,  but  the  Oklahoma  City 
ordinance  was  a  drastic  one,  providing  many  regulations 
tending  to  diminish  the  running  of  the  "jitneys."  After 
the  ordinance  went  into  effect  several  of  the  "jitneys" 
abandoned  their  regular  routes  and  carried  a  sign  reading, 
"Auto  livery,  East  Side,"  "North  Side,"  etc.    The  plan  was 


to  carry  passengers  to  any  point  within  a  specified  distance 
for  a  "jitney."  This  did  not  last  long,  and  although  the 
weather  has  been  favorable  for  automobile  operation  there 
were  no  "jitneys"  in  Oklahoma  City  on  March  16.  The 
Oklahoma  Railway  received  assurances  from  hundreds  of 
people  of  the  city  that  its  service  and  its  treatment  of 
them  were  satisfactory  and  that  they  would  not  patronize 
the  "jitneys"  under  any  circumstances. 

The  "jitney"  made  its  appearance  in  St.  Louis  on  Feb. 
11.  A  few  independent  second-hand  cars  of  small  type 
had,  however,  been  running  in  desultory  fashion  for  a  few 
days  before  that  time.  On  March  16  there  were  216  cars 
in  operation,  the  maximum  number  in  use  at  any  one  time. 
Practically  all  of  the  cars  are  of  the  five  and  seven- 
passenger  variety.  Two  buses  are  employed  from  time  to 
time.  As  stated  in  the  Electric  Railway  Journal  of 
March  20,  the  Commissioner  of  Streets  and  the  president 
of  the  police  board  have  drawn  up  a  set  of  tentative  rules 
which  the  police  intend  to  enforce  until  an  ordinance  has 
been  passed  by  the  Municipal  Assembly.  Up  to  March  13 
seventy-six  "jitney"  drivers  had  taken  the  examination 
prescribed  by  the  police  and  only  two  failed.  It  is  ex- 
pected, however,  that  the  regulations  will  tend  to  curb  the 
reckless  driving  which  had  characterized  the  "jitney"  in  St. 
Louis  in  the  past. 

The  "jitney"  in  Houston,  Tex.,  dates  from  Nov.  28.  The 
approximate  maximum  number  of  buses  in  operation  at 
any  one  time  was  750,  which  was  the  number  in  operation 
on  March  16.  All  of  them  are  of  the  five  and  seven- 
passenger  type.  Up  to  March  16  no  restrictive  legislation 
had  been  passed,  but  the  City  Council  was  at  that  time 
considering  an  ordinance  which  contained  a  provision  for 
an  indemnity  bond  but  none  against  overcrowding.  The 
indemnity  bond  is  one  inuring  to  the  benefit  of  the  injured 
party,  whether  passenger  or  pedestrian,  the  maximum 
amount  to  any  one  individual  being  $2,500  and  for 
a  single  accident  $5,000.  The  ordinance  provides  that 
a  personal  bond  for  the  above  amount  may  be  accepted. 
The  "jitney"  operators  state  that  they  are  unable  to  find 
any  bonding  company  that  will  write  this  bond  and  they 
are  opposing  the  passage  of  the  ordinance. 

The  first  "jitney"  in  Buffalo  was  placed  in  operation 
about  three  weeks  ago.  Up  to  March  13  there  had  not 
been  more  than  three  cars  in  operation  and  none  were 
running  at  that  time.  The  buses  which  were  used  in  service 
in  that  city  were  ordinary  five  and  seven-passenger  touring 
cars.  The  municipal  authorities  are  considering  the  mat- 
ter of  regulatory  legislation. 

The  invasion  of  Atlanta  by  the  "jitney"  was  incited  and 
encouraged  actively  by  the  Atlanta  Georgian,  a  Hearst 
newspaper,  and  on  Jan.  28  the  first  "jitney"  was  placed  in 
operation  in  that  city.  Thirteen  cars  has  been  the  approxi- 
mate maximum  number  of  "jitneys"  in  operation  in  At- 
lanta at  any  one  time.  Three  "jitney"  bus  concerns  have 
applied  for  State  charters  as  incorporated  businesses.  Two  ^ 
of  the  thirteen  cars  in  operation  on  March  15  were  seven-  I 
passenger  cars,  the  remainder  being  five-passenger  cars. 
No  restrictive  legislation  has  been  passed  in  Atlanta,  but, 
as  stated  in  the  Electric  Railway  Journal  of  March  20, 
legislation  introduced  by  Councilman  Lee  is  pending  be- 
fore a  committee  of  the  City  Council.  This  ordinance 
would  require  a  bond  to  the  city  in  the  sum  of  $10,000  for 
two  cars  or  less  under  the  control  of  one  operator  and 
$20,000  for  more  than  two  cars.  It  contains  no  provision 
against  overcrowding. 

Advertisements  by  the  Georgia  Railway  &  Power  Com- 
pany showing,  first,  why  "jitney"  buses  must  be  regulated 
and  then  explaining  term  by  term  the  provision  of  the 
ordinance  have  had  a  twofold  effect:  they  have  precipitated 
an  issue  that  would  have  arisen  some  time  later  and  called 
public  attention  to  the  "jitneys"  themselves,  and  they  have 
made  it  difficult  for  promoters  to  secure  stock  subscrip- 
tions. Furthermore,  they  have  put  the  real  interests  be- 
hind the  innovation,  the  automobile  agents,  dealers  and 
branch  managers,  on  the  defensive  in  the  public  prints. 
In  a  five-column  display  advertisement  in  the  papers  of 
March  11  signed  by  six  well-known  automobile  dealers  and 
ten  obscure  names  connected  seemingly  with  the  automobile 
trade,  there  appeared  these  phrases: 

"We  claim  that  the  owner  of  an  automobile  has  a  right 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


649 


to  make  a  living  by  the  use  of  his  car  if  he  wants  to  and  to 
sell  your  ride  for  a  nickel  or  a  dollar — just  what  you  and 
he  agree  upon.  He  has  a  right  to  barter  and  trade  and 
ride  you  for  a  nickel  if  he  wants  to. 

"But  he  should  not  be  made  a  common  carrier. 

"If  they  make  him  that,  he  must  ride  anybody  who 
wants  to  ride  and  for  whom  there  is  room. 

"He  can't  separate  the  races. 

"Can  you  see  what  the  trolley  company  is  aiming  at? 

"Every  man  is  entitled  to  work  and  earn  his  living.  The 
man  who  owns  an  automobile  and_  wants  to  ride  passengers 
for  a  nickel  should  not  be  singled  out  and  crushed.  Make 
him  a  common  carrier  and  he  must  serve  the  whites  and 
the  blacks.     He  is  through  before  he  starts." 

The  first  "jitney"  in  Louisville  was  placed  in  operation 
on  Feb.  8.  The  maximum  number  in  operation  has  been 
about  forty-five.  It  was  reported  on  March  15  that  eleven 
machines  had  been  withdrawn,  but  about  as  many  more 
had  replaced  these.  The  cars  used  have  been  six  seven- 
passenger  cars,  three  buses  with  a  seating  capacity  of 
eleven  each  and  the  balance  five-passenger  cars.  Re- 
strictive legislation  is  pending  before  the  City  Council. 

The  number  of  buses  in  operation  in  Peoria,  111.,  is  from 
five  to  twenty-five.  The  service  is  very  irregular  and  fluc- 
tuates with  the  weather,  the  maximum  number  of  cars  be- 
ing in  operation  only  during  more  favorable  days  and  the 
rush  hours.  The  first  bus  in  Peoria  was  operated  on  Feb.  6. 
The  capacity  of  the  automobiles  in  this  service  is  about 
evenly  divided  between  five  and  seven-passenger  touring 
cars,  there  being  a  larger  percentage  of  five-passenger 
Fords  than  any  other  make  of  car.  No  restrictive  legis- 
lation had  been  passed  in  Peoria  up  to  March  17. 

The  Des  Moines  (la.)  City  Railway,  in  spite  of  the  so- 
called  competition  of  the  "jitney,"  which  appeared  in  Des 
Moines  early  in  the  year,  has  found  traffic  increased  to  such 
an  extent  that  additional  service  is  now  required  on  two 
important  lines.  About  fifty  "jitneys"  are  in  operation  in 
Des  Moines.  Their  drivers  report  average  receipts  of  about 
$10  a  day.  The  correspondent  of  this  paper  in  Des  Moines 
says  that  most  of  the  "jitneys"  in  use  in  that  city  are  old 
cars  already  headed  for  the  junk  pile. 

The  situation  at  Toledo  is  somewhat  different  from  that 
of  most  other  cities.  The  Toledo  Railways  &  Light  Com- 
pany operates  at  a  3-cent  fare  during  the  rush  hours  and 
the  "jitneys"  charging  a  5-cent  fare  are  necessarily  at  a 
disadvantage.  The  "jitneys"  have  been  operating  in  Toledo 
for  about  two  months  and  on  March  20  there  were  approxi- 
mately twenty  cars  in  operation.  Three  or  four  of  these 
carry  eight  to  twelve  passengers,  but  the  rest  are  but 
four-passenger  machines.  Already  several  have  gone  out 
of  business.  The  operators  bought  second-hand  machines 
and  the  cost  of  upkeep  soon  made  serious  inroads  on  their 
capital.  Many  of  the  "jitneys"  in  Toledo  run  on  crosstown 
streets  where  no  cars  are  operated.  Legislation  has  been 
introduced  in  the  Council  to  bond  drivers  in  order  to  pro- 
tect the  people  from  injury,  and  the  Council  is  sending  to 
other  cities  for  information  as  to  what  the  legislative 
bodies  there  have  done. 

Labor  organizations  and  the  Building  Trades  Council  in 
Kansas  City  are  opposing  the  proposed  ordinance  for  the 
regulation  of  "jitney"  traffic.  The  measure  is  considered 
by  the  opponents  to  be  too  drastic,  especially  in  its  re- 
quirement for  bonds,  license  fees,  and  in  demanding  a  seat 
for  every  passenger.  The  regulation  of  "jitney"  traffic  in 
Kansas  City,  in  so  far  as  the  element  of  competition  with 
the  street  railway  service  is  concerned,  offers  the  para- 
doxical feature  that  the  city  is  in  effect  a  partner  of  the 
street  railway  company  and  under  the  new  franchise  will 
share  even  more  largely  in  its  earnings.  In  fact,  under  the 
receivership  the  city  has  practically  an  equal  voice  with 
the  company  in  the  management  so  far  as  service  and 
traffic  are  concerned.  Any  action  detrimental  to  the  street 
railway  would  be  equally  detrimental  to  the  city  treasury. 

Lieutenant  Butler,  the  traffic  expert  of  the  police  de- 
partment of  Los  Angeles,  reports  that  out  of  the  1800 
licenses  issued  in  Los  Angeles  prior  to  Jan.  1,  only  600 
permits  have  been  renewed  since  the  first  of  the  year. 
More  than  300  operators  have  retired  from  the  field  since 
Jan.  1  and  there  are  only  700  "jitneys"  in  operation  in  the 
city  at  this  time.  A  short  time  ago  there  were  about  1200 
^'jitneys"  operated  in  the  city  daily. 


The  committee  on  mercantile  affairs  of  the  Massachu- 
setts Legislature  has  reported  a  bill  regulating  the  "jitney" 
bus  business.  The  bill  is  an  amended  draft  of  that  intro- 
duced on  petition  of  the  Massachusetts  Street  Railway 
Association,  and  differs  from  the  latter  in  not  requiring 
"jitney"  bus  owners  or  operators  to  form  incorporated  com- 
panies, and  in  placing  the  entire  regulation  of  these  inter- 
ests in  the  hands  of  boards  of  aldermen  or  selectmen, 
instead  of  giving  regulative  authority  to  the  Public  Service 
Commission.  The  bus  owner  or  operator  is  required  to  file 
a  bond  of  at  least  $2,000  for  each  motor  vehicle  operated 
to  cover  damages  in  case  of  injury  to  any  person  resulting 
from  the  operation  of  such  vehicle,  and  the  widest  latitude 
is  conferred  upon  the  municipal  authorities  in  granting  per- 
mits and  establishing  rules  under  which  such  buses  shall 
be  run. 

The  introduction  of  "jitney"  service  in  Philadelphia  has 
caused  the  Board  of  Trades'  committee  on  municipal  affairs 
to  recommend  to  Councils  and  the  Department  of  Public 
Safety  that  legislation  be  enacted  at  once  to  control  the 
service   there. 

Another  bill  aimed  at  the  "jitney,"  which  would  enable 
traction  companies  to  compete  with  the  new  transportation 
concerns,  has  been  introduced  into  the  Pennsylvania  Legis- 
lature. The  proposed  measure  would  enable  street  rail- 
ways to  enter  into  direct  competition  with  the  bus  lines 
by  operating  automobiles  in  conjunction  with  their  cars. 
The  bill  reads:  "That  every  street  passenger  railway  com- 
pany incorporated  under  the  laws  of  this  commonwealth 
and  every  motor  power  or  other  company  lawfully  operat- 
ing a  line  or  lines  of  street  passenger  railway,  shall  have 
power  and  authority  to  own,  lease  and  operate  lines  of 
self-propelled  omnibuses  in  connection  with  the  lines  or 
systems  of  street  passenger  railways  so  owned,  but  only 
after  obtaining  consent  of  the  local  authorities." 

A.  L.  Kempster,  general  manager  of  the  Puget  Sound 
Traction,  Light  &  Power  Company,  Seattle,  Wash.,  is 
quoted  in  part  as  follows  in  regard  to  the  bus  situation  in 
that   city: 

"I  understand  that  the  'jitney'  bus  people  are  arranging 
to  attack  the  validity  of  the  emergency  clause  in  the  law 
passed  by  the  Legislature  over  the  Governor's  veto.  This 
would  open  the  law  to  the  referendum  and  leave  the  situ- 
ation as  it  has  been  since  the  beginning  of  the  'jitney'  bus 
in  Seattle.  Should  such  be  the  case,  my  company  will  be 
unable  to  temporize  further,  and  the  reductions  in  service 
already  put  into  effect  will  be  as  nothing  compared  to  those 
we  shall  be  compelled  to  make  unless  some  relief  is  given. 
The  Puget  Sound  Traction,  Light  &  Power  Company  has 
retained  scores  of  employees  on  its  payrolls  and  has  con- 
tinued service  where  patronage  did  not  exist,  in  the  hope 
that  the  situation  would  clear  without  the  public  being 
greatly  discommoded.  We  shall  endeavor  in  the  future  to 
do  all  in  our  power  for  the  convenience  of  the  public,  but 
it  stands  to  reason  that  we  cannot  operate  as  many  cars 
and  cover  the  same  territory  that  we  have  been  covering  if 
our  short-haul  business  is  to  be  taken  from  us  indefinitely. 
We  have  borrowed  millions  of  dollars  to  construct  lines  in 
territory  that  has  never  yielded  a  profit,  and  in  so  doing 
have  mortgaged  the  profits  of  the  paying  lines.  Now  we 
find  ourselves  confronted  with  the  possibility  of  indefinite 
continuance  of  a  situation  which  has  brought  about 
enormous  losses  and  we  cannot  do  other  than  retrench  im- 
mediately. I  do  not  know  that  the  efforts  of  the  'jitney' 
people  will  be  successful  in  the  present  instance,  but  I  do 
know  what  our  course  will  be  if  the  effort  succeeds." 

Second  in  importance  to  the  question  of  adequate  regu- 
lation is  unquestionably  the  matter  of  accidents.  From 
all  parts  of  the  country  reports  are  increasing  of  the  care- 
lessness of  the  operators  of  the  "jitney"  and  of  the  increas- 
ing hazard  which  attends  riding  in  cars  in  competition  with 
the  railways  and  with  each  other  for  business.  How  the 
casualty  men  regard  the  matter  has  been  referred  to 
previously  in  this  paper.  Even  in  cities  where  regulatory 
ordinances  have  not  yet  been  enacted,  temporary  measures 
have  been  adopted  in  the  interest  of  safety.  Among  these 
cities  are  St.  Louis,  Pueblo  and  Fort  Worth,  in  all  of  which 
the  local  authorities  have  invoked  such  powers  for  safety 
as  attach  to  the  policing  authority.  In  Los  Angeles,  where 
the  "jitney"  idea  originated,  street  accidents  have  increased 
22    per   cent    since    the    introduction    of    the    "jitney."      In 


650 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


short,  accidents  averaged  14.9  per  day  in  October,  and  23.3 
per  day  in  the  last  two  weeks  of  November,  with  "jitneys" 
involved  in  26  per  cent  of  the  total.  In  the  first  eight  days 
of  December  there  were  eight  accidents  per  day  traceable 
entirely  to  "jitneys."  In  Akron,  Ohio,  a  city  of  69,067 
population,  where  the  "jitney"  has  been  in  operation  only 
three  or  four  weeks,  one  man  has  been  killed,  two  others 
dangerously  hurt,  one  or  two  horses  killed  and  a  score  of 
vehicles  damaged.  The  hazard  of  suits  at  law  in  connec- 
tion with  the  "jitney"  was  stated  strikingly  at  the  recent 
"jitney"  ordinance  hearing  at  Los  Angeles.  E.  B.  Drake, 
an  attorney  whose  practice  includes  personal  injury  suits, 
was  quoted  as  follows: 

"I  am  not  against  the  "jitney"  bus.  I  am  in  favor  of  it. 
The  more  "jitneys,"  the  more  business  for  me,  but  there 
is  no  use  suing  some  one  and  getting  a  judgment  unless 
you  can  collect.  I  have  here  the  papers  in  the  case  of  a 
client,  a  lad  who  was  mutilated  for  life.  I  was  given  a 
judgment  against  a  "jitney"  bus  driver  who  admitted  in 
his  deposition  that  his  own  negligence  had  caused  the 
injury.  He  can  neither  speak  nor  write  English,  has  not 
paid  for  his  machine  yet  and  has  no  property  that  can  be 
attached.  Five  thousand  dollars  is  not  enough  for  a  bond. 
If  there  are  ten  passengers  injured  that  $5,000  would  not 
buy  peanuts  all  around,  let  alone  the  attorney's  contingent 
fee.    The  bond  should  be  at  least  $10,000." 

A  10-cent  auto  bus  line  has  applied  to  the  City  Council  for 
a  franchise  to  operate  between  the  high-class  residential 
districts  north  and  south  of  the  Chicago  business  district. 
Montague  Ferry,  the  commissioner  of  public  service,  has 
presented  to  the  Council  a  measure  providing  for  the  opera- 
tion of  10-cent  auto  bus  lines  in  the  city  of  Chicago.  The 
provisions  of  this  measure  are  that  the  fare  shall  not  be  in 
excess  of  10  cents  for  one  way;  that  the  company  shall  file 
with  the  city  a  published  schedule  every  three  months;  that 
no  auto  bus  shall  be  filled  beyond  its  seating  capacity;  that 
its  equipment  be  kept  in  safe,  clean  and  sanitary  condition; 
that  no  baggage  or  packages  be  carried  in  the  aisles  which 
would  obstruct  the  movement  of  passengers,  and  that  each 
bus  carry  signs  designating  its  route.  The  proposed  ordi- 
nance also  contains  the  following  specifications  to  govern 
the  over-all  dimensions  and  the  weight  of  buses:  height,  11 
ft.;  length,  23  ft.;  width,  7  ft.,  and  weight  16,000  lb.  It  is 
also  proposed  that  the  companies  shall  protect  the  city 
against  all  claims  for  damages. 


NATIONAL  "JITNEY"  CONVENTION 


Meeting  of  Automobile  Men  Scheduled  to  Be  Held  in  Kansas 
City  in  May 

The  men  who  organized  and  developed  the  "jitney"  trans- 
portation service  in  Kansas  City  are  taking  the  necessary 
preliminary  steps  to  effect  a  country-wide  organization, 
and  a  meeting  of  "jitney"  interests  will  be  held  in  Kansas 
City  on  May  4,  5  and  6.  The  call  for  the  national  conven- 
tion was  sent  out  from  the  office  of  the  Kansas  City  "Jitney" 
Transportation  Company,  1133  Grand  Avenue,  a  small  up- 
stairs executive  office  of  the  Kansas  City  "Jitney"  Associa- 
tion. Downstairs  is  the  operating  department,  where  as- 
sistants plan  schedules  and  the  "jitney"  drivers  report. 
The  call  for  the  nation-wide  meeting  is  on  the  letterhead 
of  the  Kansas  City  "Jitney"  Livery  Company,  of  which 
W.  H.  Miller  is  manager  and  E.  K.  Games  traffic  manager. 

The  Kansas  City  Jitney  Association  is  composed  of  all 
drivers  and  owners  who  have  cars  in  the  "jitney"  service. 
There  are  215  touring  cars  registered  and  twenty-five  buses 
registered.  The  members  of  the  association  are  not  under 
any  specific  and  binding  obligation  to  anybody,  but  are 
amenable  to  suggestions  from  the  officers  and  managers 
and  strive  to  conform  to  the  general  ideas  of  service  as 
promulgated  by  the  management.  Every  member  of  the 
association  is  supposed  to  pay  $1  a  week.  The  Kansas  City 
"Jitney"  Transportation  Company  is  a  slightly  more  con- 
crete body,  the  members  of  which  sign  a  contract  to  ob- 
serve the  schedules  to  which  they  are  assigned  and  to 
obey  the  rules  of  the  association.  The  Kansas  City  "Jit- 
ney" Livery  Company  is  composed  of  owners  and  drivers 
who  are  on  special  service,  particularly  available  for  night 
calls.  The  dues  in  the  association  for  the  transportation 
company  are  $1  a  week,  each  member  keeping  all  he  makes. 


So  many  inquiries  have  come  to  the  managers  of  the 
Kansas  City  association  in  regard  to  the  operation  of  cars, 
the  making  of  schedules,  organization  work,  etc.,  that  a 
mass  meeting  of  "jitney"  people  for  general  discussion  of 
these  subjects  seemed  advisable.  E.  K.  Carnes,  therefore, 
is  sending  to  about  200  cities  letters  announcing  the  meet- 
ing in  Kansas  City  on  May  4,  5  and  6.     The  letter  follows: 

"We  believe  that  you  are  aware  of  the  fact  that  Kansas 
City  is  the  third  largest  automobile  market  in  the  world 
(New  York  and  Chicago  alone  leading  us).  More  cars  are 
owned  per  capita  in  Kansas  City  territory  than  in  any 
other.  We  are  the  second  largest  railroad  center,  conse- 
quently easy  of  access  from  all  parts  of  the  country,  and 
this  city  is  famed  for  its  fine  parks,  boulevards  and  drives, 
as  well  as  entertainment  facilities. 

"The  success  of  the  'jitney'  interests  throughout  the 
country  is  dependent  entirely  upon  their  ability  to  combat 
successfully  the  adverse,  unfair  and  piratical  legislation 
proposed  at  all  points,  instigated  and  financed  by  special 
interest  monopolies  and  their  allied  'invisible  government.' 
Let  us  take  concerted  action  on  the  big  problems  that  are 
confronting  us  daily. 

"No  man  can  say  at  this  time  what  the  near  future  will 
develop,  but  we  feel  sure  this  is  a  pioneer  movement  des- 
tined to  revolutionize  the  transportation  problem  and  the 
carrying  of  people  in  our  cities  and  suburbs.  The  people 
flocking  to  us  by  the  thousands  to  avail  themselves  of  the 
quick,  pleasant  mode  of  transportation  we  are  offering  is 
conclusive  evidence  of  the  above  fact. 

"We  are  receiving  so  many  letters  daily  from  all  parts 
of  the  country  that  we  are  calling,  in  this  city,  on  May  4,  5 
and  6,  a  national  convention  of  'jitney'  people  for  an  inter- 
change of  views  bearing  upon  vital  points,  such  as  legisla- 
tion, insurance,  safety  in  operation,  licensing  of  drivers, 
style  of  equipment  best  adapted  to  the  different  classes 
of  service  under  different  conditions,  etc.,  and  at  the  same 
time  lay  the  foundation  for  a  strong  nation-wide  organiza- 
tion. We  feel  that  such  a  move  will  strengthen  us  in  every 
way,  give  the  public  more  confidence  in  the  stability  of  the 
service,  and  bring  to  our  aid  the  manufacturers  throughout 
the  whole  country  with  their  valuable  suggestions  and  ad- 
vice, and  in  every  way  advance  the  general  movement  in 
all  sections. 

"We  invite  your  co-operation  at  this  convention  and 
would  be  pleased  to  hear  from  you  at  an  early  date  as  to 
the  number  of  delegates  you  expect  to  send." 

Many  of  these  letters  are  being  sent  out  on  the  mere 
chance  that  there  is  a  "jitney"  association,  and  others  on 
the  assumption  that  the  local  automobile  agents  will  find 
it  to  their  advantage  to  organize  one. 

It  is  said  that  manufacturers  and  dealers  in  Kansas  City, 
who  have  to  do  with  both  passenger  and  truck  cars,  except- 
ing only  the  electric  vehicle  companies,  have  been  more  or 
less  sympathetic  with  the  movement.  In  fact,  the  local  Mo- 
tor Car  Dealers'  Association,  of  which  E.  E.  Peake  is  secre- 
tary, has  given  substantial  aid  to  the  "jitneys,"  particularly 
through  the  participation  of  its  attorney  in  the  fight  of  the 
"jitney"  association  to  secure  a  favorable  regulating  ordi- 
nance. 

In  Kansas  City  the  recognized  "jitney"  association  has 
two  stands,  where  its  cars  are  scheduled.  The  other  asso- 
ciations have  stands  elsewhere  in  the  business  district;  and 
one  has  recently  organized  to  promote  package  as  well  as 
passenger  delivery.  The  Kansas  City  association  is  trying 
to  work  out  a  plan  of  inter-insurance  among  "jitney"  own- 
ers for  public  liability;  and  it  reports  that  several  stock 
companies  are  figuring  on  rates  for  "jitney"  insurance. 
The  "jitney"  associations  include  small  and  large  passen- 
ger cars  of  all  vintages;  makeshift  buses  on  truck  or  pas- 
senger car  chassis,  and  large  buses  substantially  built  for 
the  "jitney"  service.  There  are  varying  schedules  of 
charges,  most  of  the  morning  and  evening  traffic  being  by 
passenger  cars  and  buses  between  specified  points  at  a  fare 
of  5  cents.  The  association  also  includes,  however,  the 
drivers  who  ply  between  the  union  station  and  hotels  or 
downtown  points  and  charge  10  cents  a  trip  per  passenger, 
and  the  cars  in  special  service  for  which  the  schedule  of 
prices  is  based  on  $1.50  an  hour  for  a  five-passenger  car. 
A  garage,  built  with  private  capital,  is  being  encouraged 
by  the  association,  where  100  cars  may  be  stored,  prefer- 
ence being  given  to  association  members. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


651 


FINDING  IN  LAWRENCE  TRANSFER  CASE 

The  Massachusetts  Public  Service  Commission  has  issued 
an  order  refusing  to  grant  the  petition  of  the  Lawrence 
Chamber  of  Commerce  for  the  general  establishment  of  free 
transfer  privileges  in  Lawrence  to  all  passengers  traveling 
between  Haverhill  and  Lawrence  on  the  Bay  State  Street 
Railway.  The  petitioners  based  their  claim  upon  the  ground 
that  similar  transfers  are  given  to  and  from  any  part  of 
Haverhill  and  contended  that  this  constituted  an  unjust 
discrimination  against  the  city  of  Lawrence. 

In  dealing  with  the  question  the  board  examined  existing 
rates  of  transportation  in  and  between  other  large  centers. 
The  distance  between  the  cities  of  Lawrence  and  Haverhill 
is  10  miles,  which  is  approximately  the  distance  between 
Lawrence  and  Lowell.  The  fare  between  Lawrence  and 
Haverhill  is  10  cents,  while  that  between  Lawrence  and 
Lowell  is  15  cents.  A  transfer  to  and  from  all  parts  of 
Lowell  and  of  Lawrence  is  given  with  the  payment  of  this 
15-cent  fare.  Persons  traveling  between  Lowell  and  Nashua, 
N.  H.,  approximately  15  miles,  paying  20  cents,  are  given 
free  transfers  in  Nashua  but  no  transfers  in  Lowell.  Pas- 
sengers between  Lav/rence  and  Salem,  about  21  miles,  pay 
25  cents,  without  transfer  at  either  end.  The  distance 
between  Lowell  and  Reading  is  about  15  miles,  and  the  fare 
is  15  cents,  without  transfer  at  either  end. 

The  commission  states  that  the  situation  presented  by 
the  people  of  Lawrence  is  not  uncommon,  and  points  out  that 
"the  establishment  of  a  10-cent  fare  for  a  distance  of  10 
miles  between  two  municipalities,  with  free  transfers  at 
both  ends,  would  be  an  extension  of  fares  that  would  create 
rather  than  remove  discrimination."  A  comparison  of  fares 
in  and  about  Lawrence  with  charges  for  transportation  in 
other  cities  and  their  suburbs  shows  that  the  people  of 
Lawrence  are  generally  favored  with  low  cost  of  transpor- 
tation, and  this  is  instanced  in  the  fact  that  in  Lawrence 
transfer  limits  are  generally  outside  the  city  boundaries, 
while  in  Lowell  transfers  are  confined  largely  to  city  limits. 

The  board  further  points  out  that  inequalities  in  fare  that 
exist  to-day  in  different  communities  are  in  part  the  result 
of  the  willingness  of  those  who  originally  promoted  street 
railways  to  trade  in  fares  and  the  disposition  on  the  part 
of  some  local  boards  to  take  advantage  of  that  willingness. 
That  the  practice  in  Haverhill  in  this  respect  differed  from 
that  in  Lawrence  appeared  in  the  evidence,  but  was  not 
controlling  in  its  importance.  The  board  says  that  "any 
change  in  fares  which  would  work  a  substantial  diminu- 
tion in  revenue,  under  present  conditions,  can  only  be 
approved  when  it  is  shown  that  such  change  is  necessary 
to  remove  an  unjust  discrimination."  On  account  of  the 
fact  that  the  aggregate  mileage  in  interurban  travel  by  the 
Berkeley  Street  and  Prospect  Hill  branch  lines  in  Lawrence 
between  Lawrence  and  Haverhill  is  less  than  via  the  main 
line  alone  the  board  feels  that  transfer  facilities  should  be 
inaugurated  on  these  lines  only,  and  so  orders,  but  the 
company  is  sustained  in  its  objections  to  granting  free 
transfers  elsewhere  in  Lawrence  in  connection  with  the 
Haverhill  service. 


NEW  COMPANY  PUBLICATION 

The  Portland  Railway,  Light  &  Power  Company,  Port- 
land, Ore,,  has  begun  the  publication  of  a  pamphlet  which 
it  plans  to  distribute  each  week  to  patrons  of  all  of  its  city 
and  interurban  lines.  The  first  issue  was  dated  March  10, 
and  contained  an  outline  of  the  scope  of  the  publication. 
The  issue  is  to  be  50,000  copies.  The  chief  endeavor  of  the 
company  will  be  to  create  a  better  feeling  toward  the  com- 
pany among  its  patrons  and  the  public  in  general  by  com- 
menting in  a  good-natured  spirit  upon  the  numerous  prob- 
lems involving  service  in  all  its  phases.  Included  in  the 
publication  each  week  will  be  one  page  or  paragraph  en- 
tirely informative  or  educational  in  character,  dealing  with 
investments,  interest,  taxes,  operation,  and  in  a  general 
way  with  what  the  company  has  done  and  is  doing  in  the 
way  of  maintaining  reliable  service.  It  is  planned  to  dis- 
cuss frankly  some  of  the  problems  which  through  misun- 
derstanding have  aroused  criticism  and  prejudice.  The  pub- 
lication is  4  in.  X  7  in.  It  will  be  issued  under  the  super- 
vision of  W.  P.  Strandbojg,  publicity  agent  of  the  com- 
pany, who  was  formerly  connected  with  the  staff  of  the 
Evening  Telegram  of  Portland. 


GROUP    INSURANCE    PLAN 

Policy  Is  Being  Written  to  Cover  the  Employees  of  Mis- 
souri Interurban  System 

A  group  insurance  policy  providing  $500  death  benefits 
is  being  written  in  the  Equitable  Life  Assurance  Society 
on  the  121  employees  of  the  Kansas  City,  Clay  County  & 
St.  Joseph  Railway,  including  J.  R.  Harrigan,  general  man- 
ager, and  all  other  employees,  all  of  whom  are  now  mem- 
bers of  the  mutual  benefit  association  of  the  railway.  R.  J. 
Lyddane,  general  agent  in  Missouri  for  the  Equitable  com- 
pany, explained  to  the  members  that  because  of  the  char- 
acter of  the  policy,  including  all  the  members  of  a  group 
exceeding  100,  the  exceedingly  low  rate,  which  figures 
about  $10  a  thousand,  was  possible. 

The  mutual  benefit  association  provides  not  only  occa- 
sional social  meetings  for  the  men,  but  picnics  for  their 
families  and  many  other  features  which  have  resulted  in 
holding  high  the  standard  of  their  conduct  and  living.  The 
association  has  been  receiving  dues  at  the  rate  of  10  cents 
a  week  from  each  member,  the  company  duplicating  the 
amounts  paid  in.  The  members  have  received  weekly  in- 
demnities for  accident  and  health  incapacitation,  and  there 
has  been  life  insurance  of  $100  for  each.  The  association 
has  accumulated  a  fund  of  $1,200  since  its  organization. 
Under  the  group  insurance  policy  the  Equitable  Company, 
which  does  not  write  accident  and  health  insurance,  insures 
merely  for  death,  the  indemnity  payable  being  $500,  or 
$400  more  than  was  provided  in  the  association's  plan.  The 
company's  part  of  the  fund  received,  which  will  continue 
to  be  an  amount  equal  to  the  10  cents  a  week  contributed 
by  the  members,  will  be  paid  to  the  Equitable  Company, 
and  the  members'  dues  will  be  applied  by  the  association  to 
weekly  indemnities  on  accident  and  health  claims. 

An  assessment  of  $1  a  member  was  made  previously  upon 
the  death  of  any  member.  This  assessment  will  no  longer  be 
required  under  the  arrangement  with  the  Equitable  Life  As- 
surance Society.  The  benefits  received  by  members  of  the 
mutual  organization  of  the  street  railway  company  em- 
ployees in  case  of  injury  or  sickness  will  continue  to  be  $6  a 
week,  the  general  fund  being  sufficient  to  carry  the  "risk" 
for  some  time  even  without  the  weekly  payments  of  10  cents 
apiece  by  each  member. 


Fare  Increase  Asked. — The  Berkshire  Street  Railway, 
Pittsfield,  Mass.,  has  filed  a  petition  with  the  Public  Service 
Commission  asking  authority  to  increase  fares. 

Prizes  for  Traffic  Suggestions. — The  Municipal  Art  So- 
ciety of  New  York  has  announced  an  offer  of  prizes  of  $300, 
$200  and  $100  for  the  best  three  plans  for  engineering 
changes  to  facilitate  traffic  at  such  congested  street  inter- 
sections as  Forty-second  Street  and  Fifth  Avenue  in  New 
York  City. 

Suit  to  Recover  Mall  Pay. — Attorneys  for  several  Eastern 
railroads  on  March  18  filed  a  brief  in  the  Supreme  Court  in 
support  of  their  contention  that  the  government  has  illeg- 
ally retained  some  $35,000,000  due  to  the  railroads  for 
transportation  of  mails.  The  brief  is  in  a  test  case  to  be 
argued  orally  on  April  5. 

Cup  for  Ball  Players.— H.  P.  Waugh,  of  the  Interborough 
Rapid  Transit  Company,  New  York,  N.  Y.,  announces  in 
the  Interborough  Bulletin  for  March,  1915,  that  Harry  N. 
Hempstead,  president  of  the  Giants,  had  presented  a  silver 
cup  to  be  competed  for  yearly  by  members  of  the  Inter- 
borough League,  composed  of  employees  of  the  Interbor- 
ough Rapid  Transit  Company  recruited  from  various  de- 
partments. 

Car  Capacity  Order  Extended. — Acting  upon  the  obser- 
vations made  by  his  inspectors  Health  Commissioner  Gold- 
water  has  issued  orders  to  the  Brooklyn  (N;  Y.)  Rapid 
Transit  Company  to  keep  the  loading  of  its  Flatbush-Seventh 
Avenue  and  Third  Avenue  lines  down  to  the  limit  that  he 
prescribed  for  the  Graham  Avenue  cars.  That  is,  not  more 
than  half  as  many  standing  as  seated  passengers  are  to  be 
permitted  on  the  cars. 

New  Brooklyn  Cars  In  Operation. — Two  all-steel  subway 
cars  of  the  type  which  will  be  used  throughout  the  dual 
subway  system  when  completed  have  been  placed  in  oper- 


652 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


ation  on  the  Sea  Beach  line  of  the  Brooklyn  (N.  Y.)  Rapid 
Transit  System  between  Eighty-sixth  Street  and  New 
Utrecht  Avenue  in  place  of  the  shuttle  service  surface  cars 
formerly  operated  between  these  two  points.  The  design 
of  these  cars  was  described  in  the  Electric  Railway 
Journal  of  June  6,  June  13  and  Dec.  26,  1914,  and  the 
electrical  equipment  in  the  issue  of  March  13,  1915. 

Hitching  Sleds  to  One-Man  Cars.  —  The  item  headed 
"Hitching  Sleds  to  One-Man  Cars,"  which  was  published  in 
the  Electric  Railway  Journal  of  Feb.  13,  page  355,  was 
in  error  in  that  Regina,  Saskatchewan,  instead  of  Brandon, 
Manitoba,  was  referred  to  as  a  city  in  which  instructions 
had  been  issued  to  the  police  force  to  take  vigorous  measures 
to  suppress  the  practice  indulged  in  by  youths  of  the  city  of 
tying  their  sleds  to  the  cars  of  the  municipal  railway.  The 
railway  act  of  the  province  of  Saskatchewan  does  not  permit 
the  Regina  Municipal  Railway  to  operate  one-man  cars. 

New  Fare  System  Satisfactory. — The  Union  Traction 
Company  of  Indiana,  Indianapolis,  Ind.,  has  included  in  the 
pamphlet  report  of  the  company  for  the  year  ended  Dec. 
31,  1914,  a  review  of  the  new  system  of  fares  put  into  effect 
on  Jan.  1  with  the  approval  of  the  Indiana  Public  Utility 
Commission.  The  company  says  that  experience  indicates 
that  the  new  system  is  not  objectionable  because  of  the 
difficulty  of  making  change,  and  that  its  fairness  com- 
mends it  to  the  public.  References  to  the  change  to  the 
"copper  zone"  system  were  contained  in  the  Electric 
Railway  Journal  of  Nov.  28,  1914,  page  1221,  and  Dec. 
19,  1914,  page  1366. 

Interchangeable  Coupon  Tickets. — The  Auburn  &  Syra- 
cuse Electric  Railway,  the  Buffalo,  Lockport  &  Rochester 
Railway,  the  Empire  United  Railways  and  the  New  York 
State  Railways  have  changed  their  rules  and  regulations 
governing  the  sale  and  use  of  interchangeable  coupon  ticket 
books  (price  $10  per  book)  by  eliminating  from  the  list  of 
carriers  over  whose  lines  such  books  will  be  honored  for  pas- 
sage the  Cortland  County  Traction  Company,  the  Elmira  & 
Seneca  Lake  Traction  Company  and  the  Fonda,  Johnstown 
&  Gloversville  Railroad,  effective  on  April  1,  1915.  Such 
ticket  books  sold  prior  to  April  1,  1915,  will  be  accepted  for 
passage  over  the  lines  of  carriers  eliminated,  subject  to 
terms  of  contract  under  which  sold. 

Service  Stripes  in  Manila. — The  Manila  Electric  Railway 
&  Light  Company,  Manila,  P.  I.,  is  to  issue  service  stripes 
and  insignia  for  excellent  service  to  its  inspectors,  gradu- 
ate conductors  and  motormen,  of  the  transportation  depart- 
ment, and  certificates  of  excellent  service  to  its  employees 
of  other  departments.  Vice-President  and  General  Manager  C. 
Nesbitt  Duffy  said  recently:  "The  company  decided  to  issue 
service  stripes,  insignia  and  certificates  for  excellent  serv- 
ice to  those  employees  who  are  deserving  of  same,  as  a 
mark  of  special  recognition  because  of  the  excellent  service 
rendered  the  company  and  the  public  in  the  performance  of 
their  duties  as  employees.  The  years  of  service  of  the  em- 
ployees range  from  one  to  ten  years.  Many  transportation 
department  employees  will  display  the  double  stripe,  indi- 
cating five  years  of  service,  more  than  100  will  be  entitled 
to  wear  the  metal  diamond  shaped  insignia  denoting  'excel- 
lent service,'  some  having  earned  five  or  more." 

New  Signals  for  St.  Louis  Cars. — A  new  method  of  sig- 
naling the  motorman  to  stop  and  start  the  car  will  soon 
be  put  into  use  on  the  Grand  Avenue  line  of  the  United 
Railways,  St.  Louis,  Mo.  Briefly,  this  system  consists  of 
an  electric  circuit  in  which  the  rear  door,  in  closing,  makes 
a  contact  which  lights  a  miniature  colored  lamp  directly 
in  front  of  the  motorman.  When  the  lamp  is  lighted  the 
motorman  knows  that  the  door  is  closed,  and  when  the 
lamp  is  not  lighted  he  knows  that  it  is  open.  In  opera- 
tion the  conductor  closes  the  door  when  all  passengers 
have  boarded  the  car.  The  closing  of  the  door  automatic- 
ally gives  the  signal  to  the  motorman  by  lighting  the 
miniature  lamp.  The  motorman  then  starts  the  car  with- 
out further  signal.  When  a  trail  car  is  in  use  the  signal 
is  not  given  until  the  doors  of  both  cars  are  closed.  For 
stopping  the  car  the  present  buzzer  for  passenger  use 
will  be  removed  to  the  motorman's  cab.  The  motorman 
will  stop  the  car  at  the  next  stop  on  passengers'  signals 
without  further  signal  from  the  conductor.  The  present 
bell  and  bell  cord  will  be  retained  for  emergency  use. 


Personal  Mention 


Mr.  J.  V.  Collins  has  been  appointed  electrical  engineer  of 
the  Charles  City  (la.)  Western  Railway. 

Mr.  C.  L.  Proctor,  for  the  last  six  years  general  superin- 
tendent and  purchasing  agent  for  the  Athens  Railway  & 
Electric  Company,  Athens,  Ga.,  has  resigned  to  accept  a 
position  with  the  Empire  District  Electric  Company  at 
Joplin,  Mo. 

Sir  Albert  Stanley,  general  manager  of  the  Underground 
Electric  Railways,  Ltd.,  London,  England,  is  to  present  a 
paper  at  the  International  Engineering  Congress,  at  San 
Francisco,  next  September,  on  the  subject  of  "Traffic  in 
London." 

Mr.  Eliot  Wadsworth,  of  the  firm  of  Stone  &  Webster, 
Boston,  Mass.,  sailed  for  Europe  on  March  20  on  the 
American  Line  S.S.  St.  Louis,  to  prepare  at  Berlin  for  exec- 
utive duties  in  connection  with  Polish  relief  work  under  the 
auspices  of  the  Rockefeller  Foundation,  New  York. 

Mr.  W.  Leon  Pepperman,  assistant  to  the  president  of 
the  Interborough  Rapid  Transit  Company,  New  York,  N.  Y., 
formerly  chief  of  office  of  administration  of  the  Second  Isth- 
mian Canal  Commission,  is  the  author  of  "Who  Buil.t  the 
Panama  Canal?"  published  recently.  The  book  deals  largely 
with  the  work  done  by  Mr.  Theodore  P.  Shonts,  president 
of  the  Interborough  Rapid  Transit  Company,  in  formulating 
the  plans  for  the  canal  during  the  time  that  he  was  at  the 
head  of  the  Isthmian  Canal  Commission  from  the  spring 
of  1905  to  February,  1907. 

Prof.  Albert  S.  Richey,  author  of  the  "Electric  Railway 
Handbook,"  which  has  just  been  published,  was  graduated 
from  Purdue  University  in  1894  with  a  B.M.E.  degree  and 

took  the  E.E.  degree  at 
Purdue  in  1908.  After  leav- 
ing school  in  1894  Professor 
Richey  was  electrician,  chief 
electrician,  electrical  en- 
gineer and  chief  engineer 
successively,  first  with  the 
Citizens'  Street  Railway  at 
Muncie,  Ind.,  and  later  with 
the  Marion  (Ind.)  City 
Railway  and  the  Indiana 
Union  Traction  Company 
and  other  companies  which 
are  now  included  in  the 
system  of  the  Union  Trac- 
tion Company  of  Indiana. 
Professor  Richey  was  in 
active  charge  of  the  elec- 
PROF.  A.  S.  richey  trical      work      during     the 

building  of  all  these  various 
interurban  lines.  While  connected  with  these  companies 
he  also  did  considerable  engineering  work  for  other  inter- 
urban electric  railways  in  Indiana  and  Illinois.  In  1905  he 
was  appointed  assistant  professor  of  electric  railway  en- 
gineering at  Worcester  Polytechnic  Institute,  Worcester, 
Mass.,  and  was  made  professor  of  electric  railway  engineer- 
ing in  1907.  While  he  has  been  connected  with  the  Worcester 
Polytechnic  Institute,  Professor  Richey  has  done  an  in- 
creasing amount  of  consulting  engineering  work,  principally 
with  the  electric  railways  in  New  England,  although  to  some 
extent  in  New  York,  New  Jersey,  Pennsylvania  and  Indiana. 
He  has  also  been  a  member  of  the  power  distribution  com- 
mittee of  the  American  Electric  Railway  Engineering  Asso- 
ciation for  several  years  and  is  at  present  chairman  of  that 
committee.  For  the  last  three  years  he  has  been  chairman 
of  the  committee  on  electrolysis  of  the  American  Electric 
Railway  Engineering  Association  and  is  at  present  also  a 
member  of  the  committee  on  standards  of  the  American 
Electric  Railway  Engineering  Association.  He  was  one  of 
the  representatives  of  the  American  Electric  Railway  En- 
gineering Association  on  the  national  joint  committee  on 
overhead  and  underground  line  construction  and  is  a  repre- 
sentative of  the  American  Electric  Railway  Association  on 
the  national  joint  committee  on  electrolysis.  He  is  also  a 
member  of  the  railway  committee  of  the  American  Insti- 
tute of  Electrical  Engineers. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


653 


Mr.  M.  H.  Bronsdon,  chief  engineer  of  power  and  lines  of 
the  Rhode  Island  Company,  Providence,  R.  I.,  has  been  ap- 
pointed to  the  newly  created  office  of  deputy  commissioner 
of  public  works  of  the  city  of  Providence,  in  which  capacity 
he  will  succeed  Mr.  Otis  F.  Clapp  as  city  engineer.  Mr. 
Bronsdon  was  chief  engineer  of  the  Rhode  Island  Company 
from  March,  1907,  until  August,  1912.  He  then  engaged  in 
general  engineering  work  in  San  Francisco,  but  returned  to 
the  Rhode  Island  Company  as  chief  engineer  in  December, 
1914.  The  appointment  of  Mr.  W.  N.  Cargill  to  the  position 
of  chief  engineer  of  power  and  lines  of  the  Rhode  Island 
Company  to  succeed  Mr.  Bronsdon  was  noted  in  the  Elec- 
tric Railway  Journal  of  Feb.  20,  1915. 

Mr.  Clarence  E.  Learned,  the  newly-elected  president  of 
the  New  England  Street  'Railway  Club,  is  the  fifteenth 
chief  executive  of  the  organization,  which  now  has  some 
800  members  affiliated  with 
all  branches  of  the  electric 
railway  and  many  allied  in- 
dustries. Mr.  Learned  was 
born  in  South  Boston,  Mass., 
on  March  5,  1858.  He  was 
educated  in  the  South  Bos- 
ton and  South  End  grammar 
schools,  and  in  1876  entered 
the  employ  of  the  banking 
house  of  Richardson,  Hill  & 
Company,  Boston,  where  he 
remained  two  years.  He 
then  accepted  the  post  of 
bookkeeper  with  Oscar 
Foote  &  Company,  Boston, 
fertilizer  and  grain  dealers. 
Mr.  Learned's  father  was 
killed  in  a  railroad  accident  C-  E.  learned 

in  1878,  following  which  the 

new  president  took  charge  of  his  father's  business  for 
about  two  years,  later  returning  to  the  organization  of 
William  H.  Dow  &  Company,  Boston,  successors  of  the 
Foote  concern.  Mr.  Learned  traveled  in  New  England  for 
this  house  until  1886.  After  serving  for  a  year  as  travel- 
ing passenger  agent  of  the  Boston  &  Hingham  Steamboat 
Company  and  for  a  time  engaging  in  newspaper  work  on 
the  Boston  Herald  he  was  asked  to  join  the  forces  of  the 
West  End  Street  Railway,  Boston,  by  Mr.  Henry  M.  Whit- 
ney, in  1888,  as  chief  inspector,  later  becoming  superinten- 
dent of  the  inspection  department  of  the  Boston  Elevated 
Railway,  the  successor  to  the  West  End  road.  Mr.  Learned 
is  a  Mason,  belonging  to  the  Boston  Commandery.  He  is 
a  Shriner,  is  affiliated  with  the  Elks  and  is  a  member  of 
the  Boston  City  Club.  He  has  been  second  vice-president 
of  the  American  Electric  Railway  Transportation  &  Traffic 
Association,  and  has  served  on  the  committee  on  the  train- 
ing of  employees  of  that  association  and  is  at  present  a 
member  of  the  committee  on  fares  and  transportation. 
He  was  married  at  West  Somerville,  Mass.,  in  1882,  and 
resides  with  his  wife  and  one  daughter  at  Wakefield,  Mass. 

OBITUARY 

Frederick  Winslow  Taylor,  author  of  "The  Principles  of 
Scientific  Management"  and  "Shop  Management,"  and  well 
known  as  an  efficiency  engineer,  died  at  Philadelphia,  Pa., 
on  March  21.  Mr.  Taylor  was  fifty-nine  years  old.  He 
was  graduated  from  Stevens  Institute  in  1883  and  began 
his  business  career  with  the  Midvale  Steel  Company  at 
Philadelphia  in  1878.  He  was  president  of  the  American 
Society  of  Mechanical  Engineers  in  1905  and  1906. 

Charles  Francis  Adams,  an  original  member  and  for 
seven  years  chairman  of  the  Massachusetts  Railroad  Com- 
mission, died  at  his  winter  residence  in  Washington,  D.  C, 
on  March  20.  Mr.  Adams  was  born  in  Boston  in  1835;  was 
a  great  grandson  of  President  John  Adams  and  a  grandson 
of  President  John  Quincy  Adams.  He  was  a  son  of  Charles 
Francis  Adams,  minister  to  Great  Britain  during  the  Civil 
War,  and  had  a  distinguished  career  in  military,  historical, 
legal  and  railroad  fields.  He  served  on  the  Massachusetts 
commission  from  1869  to  1879  and  was  at  one  time  presi- 
dent of  the  Union  Pacific  Railroad.  In  1897  he  investigated 
the  relations  between  street  railways  and  municipalities  in 
this  country  and  Europe. 


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 

*Lordship  Company,  Bridgeport,  Conn. — Chartered  in 
Connecticut  to  operate  the  3-mile  electric  line  now  being 
constructed  by  the  Wilkenda  Land  Company  on  Hollister 
Avenue  between  Stratford  Avenue  and  Lordship  Manor,  in 
Bridgeport.  Contracts  for  the  system,  including  a  con- 
crete carhouse,  have  been  awarded  the  F.  T.  Ley  Company, 
Springfield.  Power  will  be  bought  of  the  Connecticut  Com- 
pany, but  otherwise  the  lines  of  one  vdll  have  no  connec- 
tion with  those  of  the  other  company.  Capital  stock, 
$500,000.  Walter  B.  Lasher,  Frederick  A.  Bartlett  and  John 
T.  Kenworthy  are  among  those  interested. 

FRANCHISES 

Fresno,  Cal. — The  Fresno  Traction  Company  has  received 
a  franchise  from  the  Council  for  an  extension  from  the 
Wishon  Avenue  line  to  the  Normal  School  grounds  in 
Fresno. 

New  Britain,  Conn. — The  Hartford,  New  Britain  &  Meri- 
den  Railway  has  asked  the  Council  for  a  franchise  to  ex- 
tend its  lines  by  a  different  route  to  New  Britain.  [Jan. 
2,  -15.] 

New  Britain,  Conn. — The  New  Britain,  Kensington  & 
Meriden  Railway  has  asked  the  Council  for  an  extension  of 
time  on  its  franchise  in  which  to  complete  the  construc- 
tion of  its  line  between  Meriden  and  New  Britain.  E.  A. 
Moore,  New  Britain,  president.     [May  16,  '14.] 

Louisville,  Ky. — The  Louisville  Railway  Company  was  the 
only  bidder  present  at  the  public  sale  by  the  city  of  the 
franchise  providing  for  a  double-track  electric  railway  ex- 
tending north  from  the  terminus  of  the  company's  Chest- 
nut Street  line  to  Madison  and  thence  west  to  Shavimee 
Park,  in  Louisville.  This  means  construction  of  approxi- 
mately 2  miles  of  double  track.  Work  is  to  be  begun  as  soon 
as  the  weather  permits. 

Ludlow,  Ky. — The  Council  of  Ludlow  has  granted  the 
South  Covington  &  Cincinnati  Street  Railway  a  twenty- 
year  franchise.  The  company  is  to  pay  the  city  $250  and 
contribute  $10,000  toward  the  construction  of  a  permanent 
viaduct  across  Elm  Street,  between  the  railroad  and  Locust 
Street.  A  twelve-minute  schedule  will  be  maintained 
through  the  day,  with  a  five-minute  service  during  the  rush 
hours,  morning  and  evening. 

Boston,  Mass. — The  Boston  &  Eastern  Electric  Railway 
has  asked  the  Council  for  an  extension  of  time  on  its  fran- 
chises to  April  1,  1917,  in  which  to  build  its  proposed  line. 
The  project  entails  a  tunnel  between  Boston  and  East 
Boston  and  routes  connecting  Lynn,  Peabody  and  other 
towns  and  cities  east  and  north  of  Boston. 

East  Chester,  N.  Y. — The  Westchester  Electric  Railway 
has  received  a  franchise  from  the  Council  for  the  exten- 
sion of  its  North  Pelham-Mount  Vernon  line  from  the 
North  Pelham  village  line  to  Union  Corners,  East  Chester. 
The  extension  will  open  up  two  new  sections,  Chester 
Heights  and  Chester  Park,  and  connect  them  with  the  New 
York,  Westchester  &  Boston  Railroad.  Before  the  new  line 
can  be  placed  in  operation  it  will  be  necessary  to  recon- 
struct a  bridge  over  the  Hutchinson  River,  near  North 
Pelham. 

Patehogue,  N.  Y. — The  Suffolk  Traction  Company  has 
received  from  the  Council  a  three-year  renewal  of  its  fran- 
chise  within   the   incorporate   limits   of   Patehogue. 

Cleveland,  Ohio. — The  Cleveland  Short  Line  has  received 
a  franchise  from  the  Council  for  several  short  extension  of 
its  tracks  in  Cleveland. 

Findlay,  Ohio. — The  Toledo,  Bowling  Green  &  Southern 
Traction  Company  has  notified  the  Council  that  the  company 
will  accept  the  twenty-year  franchise  recently  granted  by  the 
Council. 


654 


ELECTRIC     RAILWAY     JOURNAL 


[Vol.  XLV,  No.  13 


TRACK  AND  ROADWAY 

Lethbridge  (Alta.)  Municipal  Railway.— The  City  Coun- 
cil of  Lethbridge  has  been  asked  to  undertake  the  extension 
of  this  municipal  railway  to  Hardieville. 

British   Columbia   Electric   Railway,   Vancouver,    B.    C. — 

Plans  are  being  made  by  this  company  to  begin  work  soon 
on  a  new  line  on  the  south  side  of  Front  Street  in  New 
Westminster. 

*Sacramento,  Cal. — A  system  of  State  owned  and  oper- 
ated electric  railway  lines  extending  along  the  state  high- 
ways, now  being  built  under  the  $18,000,000  bond  issue,  is 
urged  in  a  resolution  submitted  to  the  Assembly  recently 
by  Ml-.  Shartell  of  Alturas.  This  is  a  separate  and  distinct 
movement  from  the  proposed  State  purchase  of  the  Western 
Pacific  Railway.  It  is  stated  that  California  in  building  the 
extensive  highway  system  has  a  right-of-way  with  grades 
suitable  for  electric  lines. 

San  Francisco  (Cal.)  Municipal  Railway. — Bids  are  being 
awarded  for  the  construction  of  the  Beach  terminal  loop 
for  the  Geary  Street  municipal  line  in  San  Francisco. 

Connecticut  Company,  New  Britain,  Conn. — Surveys  are 
being  made  to  extend  the  double  tracks  from  the  Electric 
Field  to  a  point  near  the  Trumbull  Electric  Company's 
plant  in  Plainville  this  summer.  This  will  complete  a 
double  track  line  from  New  Britain  to  Plainville.  Extensive 
plans  are  being  made  by  this  company  for  strengthening 
all  its  bridges  about  New  Haven  over  which  heavy  electric 
railway  traffic  is  operated. 

Washington  Railway  &  Electric  Company,  Washington, 

D.  C. — This  company  has  been  authorized  by  the  Public  Util- 
ities Commission  to  issue  $353,000  of  general  improvement  6 
per  cent  debenture  bonds  to  defray  the  expenses  of  work 
largely  carried  out. 

Capital  Traction  Company,  Washington,  D.  C. — This 
company  has  asked  the  Public  Utilities  Commission  for 
permission  to  extend  its  lines  along  Seventeenth  Street  and 
I  Street  northwest  in  Washington.  The  route  would  begin 
at  Seventeenth  and  U  Streets;  extend  south  on  Seventeenth 
to  I  Street;  thence  easterly  on  I  Street  to  Thirteenth  Street; 
southerly  on  Thirteenth  Street  to  H  Street,  and  easterly  on 
H  Street  to  Seventh  Street,  connecting  with  the  company's 
present  lines  at  that  point. 

Miami  (Fla.)  Traction  Company. — Plans  are  being  made 
by  this  company  to  build  a  line  on  the  Southside  in  Miami. 
B.  B.  Tatum,  Miami,  president.    [Feb.  6,  '15.] 

Lewiston-Clarkston  Transit  Company,  Lewiston,  Idaho. — 
Work  has  been  begun  laying  track  and  overhead  work  is 
well  under  way  by  this  company  on  its  18-mile  line  between 
Lewiston,  Idaho,  and  Clarkston,  Wash.  H.  C.  Hartung, 
Lewiston,  general  manager.     [Feb.  27,  '15.] 

Danville  Street  Railway  &  Light  Company,  Danville,  111. 
— Residents  of  Oaklawn,  a  Danville  addition,  have  petitioned 
this  company  to  construct  a  line  from  Junction  Avenue, 
east  along  Wellington  Street  to  Illinois  Street  to  intersect 
the  line  on  that  street,  a  distance  of  several  blocks. 

Illinois  Northern  Utilities  Company,  Dixon,  111. — Con- 
tracts have  been  awarded  by  this  company  to  build  1% 
miles  of  new  track  in  Dixon. 

Southern  Illinois  &  St.  Louis  Railway,  Harrisburg,  IlL — 
Preliminary  details  for  the  construction  of  the  electric 
line  to  connect  Benton,  West  Frankfort,  Herrin,  Marion  and 
Johnston  City  have  been  completed  and  work  will  be  begun 
within  a  few  weeks  on  the  roadbed.  W.  H.  Schott,  president. 
[March  6,  '15.] 

Chicago  &  Joliet  Electric  Railway,  Joliet,  111. — An  exten- 
sion of  the  Hickory  Street  line  in  Joliet  from  its  present 
terminal  at  Smith  Street  to  Theilers  Park  is  being  planned 
by  this  company. 

Murphysboro  &  Southern  Railway,  Murphysboro,  111. — 
During  the  next  few  weeks  this  company  will  award  con- 
tracts to  build  7  miles  of  new  track  in  Murphysboro.  The 
company  will  also  build  one  17-ft.  steel  span  bridge  and 
one  60-ft.  steel  viaduct. 

St.  Joseph  Valley  Railway,  Elkhart,  Ind. — Application 
will  be  filed  at  once  by  this  company  with  the  Secretary  of 
State  of  Ohio  for  a  supplementary  charter  to  build  an  inter- 
urban  railway  to  connect  Angola,  Ind.,  and  Toledo,  Ohio. 


Arkansas    Valley    Interurban    Railway,    Wichita,    Kan. — 

At  a  special  adjourned  meeting  March  4  the  City  Commis- 
sioners passed  an  ordinance  providing  for  an  election  to 
vote  on  a  $30,000  issue  of  terminal  aid  bonds  for  this  com- 
pany, which  is  ready  to  begin  construction  on  the  extension 
from  Halstead  as  soon  as  the  bonds  are  voted.  The  elec- 
tion was  set  for  March  29.  Charles  D.  Bell  is  local  man- 
ager for  the  company  at  Hutchinson. 

Duluth  (Minn.)  Street  Railway. — Construction  this  year 
of  a  double  track  extension  from  West  Duluth  to  New 
Duluth  has  been  ordered  by  the  Council  in  Duluth.  This 
company  is  to  have  its  new  line  in  operation  by  Dec.  1. 

Minneapolis  &  Central  Minnesota  Railway,  Minneapolis, 
Minn. — About  20  miles  of  grading  has  been  completed  by 
this  company  on  its  proposed  electric  line  to  connect  Min- 
neapolis, St.  Cloud  and  Little  Falls.  Capital  stock,  author- 
ized, $1,000,000.  E.  G.  Potter,  433  Andrews  Building,  Min- 
neapolis, president.     [Feb.  20,  '15.] 

Metropolitan  Street  Railway,  Kansas  City,  Mo. — Arrange- 
ments are  being  made  by  this  company  to  begin  immedi- 
ately the  reconstruction  of  its  tracks  on  Walnut  Street  from 
Seventh  Street  to  Twelfth  Street  in  Kansas  City,  preliminary 
to  the  paving  of  that  street,  which  carries  the  heaviest 
street  railway  traffic  of  any  part  of  the  Metropolitan's  lines. 

Moberly,  Huntsville  &  Randolph  Springs  Railway,  Mob- 
erly.  Mo. — Work  has  been  resumed  by  this  company  on  its 
line  in  Randolph.  This  12-mile  line  will  connect  Randolph 
Springs,  Moberly  and  Huntsville.  Charles  H.  Dameron, 
Huntsville,  president.     [Jan.  23,  '15.] 

City  Light  &  Traction  Company,  Sedalia,  Mo. — During 
the  next  few  weeks  this  company  expects  to  rebuild  its 
track  and  repave  some  of  its  lines  in  Sedalia. 

Missouri  Interurban  Railroad,  Sedalia,  Mo. — This  com- 
pany reports  that  no  definite  plans  have  yet  been  decided 
upon  when  construction  will  be  begun  on  its  proposed  40-mile 
line  to  connect  Sedalia,  Prairie  Home,  Smithton,  Otterville 
and  Bunceton.  B.  H.  Colby,  Security  Building,  St.  Louis, 
chief  engineer.     [Jan.  24,  '14.] 

Trenton  &  Mercer  County  Traction  Corporation,  Trenton, 

N.  J. — Plans  are  being  made  by  this  company  for  an  exten- 
sition  of  its  North  Olden  Avenue  division  from  East  State 
Street   to   North   Clinton   Avenue   in   Trenton. 

Manhattan   Bridge   Three-Cent    Line,   Brooklyn,   N.    Y. — 

An  issue  of  $140,332  corporate  stock  has  been  authorized 
by  the  Board  of  Estimate  to  provide  terminal  facilities  for 
this  company  on  both  sides  of  the  bridge  structure.  These 
terminal  facilities  are  estimated  to  cost  $240,000.  Under 
the  revised  plans  the  terminal  of  the  company  will  be  ulti- 
mately located  on  an  embankment,  which  is  to  be  erected  at 
the  corner  of  the  Bowery  and  Bayard  Street,  on  the  Manhat- 
tan side  of  the  bridge  structure. 

Brooklyn,  N.  Y. — The  Public  Service  Commission,  First 
District,  will  shortly  advertise  for  bids  for  the  construc- 
tion of  Section  No.  2  of  Route  No.  12,  the  Eastern  Park- 
way subway  in  Brooklyn,  to  be  operated  by  the  Interbor- 
ough  Rapid  Transit  Company,  bids  to  be  opened  April  20 
next.  The  Eastern  Parkway  subway  is  an  extension  of 
the  existing  subway,  and  runs  from  its  terminus  at  Atlantic 
and  Flatbush  avenues,  Brooklyn,  out  Flatbush  Avenue  to 
Eastern  Parkway  and  out  Eastern  Parkway  to  Buffalo 
Avenue  as  a  four-track  line,  with  a  three-track  elevated 
extension  from  that  point  out  East  Ninety-eighth  Street 
and  Livonia  Avenue  to  New  Lots  Avenue,  and  a  two-track 
subway  branch  down  Nostrand  Avenue  to  Flatbush  Avenue. 
It  is  already  under  construction  in  Flatbush  Avenue  west 
of  Prospect  Park  Plaza.  Section  No.  2  covers  that  portion 
of  the  line  extending  from  Prospect  Park  Plaza  under 
Eastern  Parkway  to  a  point  east  of  Nostrand  Avenue.  The 
subway  will  be  built  on  the  double-deck  plan,  devised  for  the 
purpose  of  saving  the  trees  in  Eastern  Parkway. 

International  Railway,  Buffalo,  N.  Y. — An  extension  of 
its  line  dovm  South  Park  Avenue  to  the  south  city  line  in 
Buffalo  is  being  planned  by  this  company. 

New  York,  N.  Y. — The  Public  Service  Commission,  First 
District,  has  approved  the  form  of  contract  submitted  by 
the  Interborough  Rapid  Transit  Company  for  the  construc- 
tion of  a  portion  of  the  West  Farms  subway  connection. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


655 


This  section,  which  is  authorized  by  the  dual  system  con- 
tracts, leaves  the  Third  Avenue  elevated  line  at  about  134 
ft.  north  of  the  center  line  of  East  143d  Street,  and  runs 
through  Willis  and  Bergen  Avenues  to  a  point  near  149th 
Street,  and  thence  to  a  connection  with  the  Lenox  Avenue 
branch  of  the  existing  subway.  It  is  authorized  under  the 
certificate  covering  the  rights  for  elevated  railroad  exten- 
sions, and  as  such  is  to  be  built  by  the  company  at  its  own 
expense.  The  only  condition  attached  to  the  approval  of 
the  contract  is  that  the  company  must  get  bids  from  at 
least  six  responsible  bidders  and  submit  the  bids  to  the 
commission  for  its  approval. 

Black  River  Traction  Company,  Watertown,  N.  Y. — Dur- 
ing the  next  few  months  this  company  plans  to  spend 
$15,000  on  improvements   of  its  lines  in   Watertown. 

Alamance,  Durham  &  Orange  Railway  &  Electric  Com- 
pany, Burlington,  N.  C. — Preliminary  arrangements  are 
being  made  by  this  company  to  build  its  electric  line  between 
Ossipee  and  Durham  via  Altamaha,  Glencoe,  Carolina,  Hope- 
dale,  Burlington,  Graham,  River  Falls  and  Chapel  Hill. 
John  M.  Cook  is  among  those  interested.  [March  13,  '15'.] 

Cleveland,  Alliance  &  Mahoning  Valley  Railroad,  Alli- 
ance, Ohio. — This  company  announces  that  it  will  place 
in  operation  its  line  between  Newton  Falls  and  Levittsburgh 
on  April  1.  Work  will  continue  on  the  section  of  the  line 
from  Ravenna  to  Cleveland  during  the  coming  summer. 
The  line  to  connect  Alliance  and  Akron  is  well  under  way 
and  will  be  in  operation  as  far  as  Marlboro  within  the  next 
few  months. 

Chardon,  Jefferson  &  Meadville  Interurban  Railroad, 
Cleveland,  Ohio. — Work  will  soon  be  begun  by  this  company 
on  its  line  to  connect  Chardon,  Hampton,  Rock  Creek  and 
Jefferson,  a  distance  of  about  30  miles.  F.  A.  Pease,  Cleve- 
land, engineer.     [Aug.  15,  '14.] 

Ohio  Valley  Traction  Company,  Portsmouth,  Ohio. — Con- 
tracts will  be  awarded  at  once  by  this  company  for  the 
extension  from  Sciotoville  to  Ironton. 

Toledo,  Bowling  Green  &  Southern  Traction  Company, 
Toledo,  Ohio. — During  the  next  few  weeks  this  company 
€xpects  to  build  about  4500  ft.  of  double  track  with  100-lb. 
rails. 

Brantford,  Ont. — The  Council  has  approved  of  the  plan 
for  the  extension  of  the  Brantford  Municipal  Railway  in 
the  form  of  a  loop  for  Eagle  Place,  and  gave  permission 
to  the  Street  Railway  Commissioners  to  proceed  with  the 
work. 

Toronto,  Ont. — Early  in  April  the  Works  Department  will 
begin  the  laying  of  a  permanent  electric  railway  track  on 
Bloor  Street,  to  replace  the  temporary  civic  line. 

*SutherIin,  Ore. — Plans  are  being  considered  to  build  an 
electric  railway  from  Sutherlin  to  Umpqua  via  Garden 
Valley  and  Coles  Valley,  a  distance  of  14  miles. 

*Johnstown,  Pa. — It  was  announced  recently  that  negoti- 
ations for  the  construction  of  an  electric  railway  from 
Johnstown  to  Rockwood  eventually  to  connect  with  the 
Pennsylvania  &  Maryland  Street  Railway  line  by  an  exten- 
sion of  the  latter  railway  from  Garrett  to  Rockwood,  have 
been  completed.  J.  A.  Vandergrift  &  Company,  Inc.,  New 
York  City,  will  finance  the  railway  project.  The  Penn  Elec- 
tric Service  Company  will  furnish  the  power,  while  the 
Johnstown  Traction  Company's  right-of-way  into  Johns- 
town will  be  used  from  Kelso  Mines,  about  5  miles  from 
the  central  part  of  Johnstown.  This  proposed  line  will 
extend  through  Shamrock,  Murdock,  Roberts,  Edgewood, 
Somerset,  Harrison,  Acosta,  Jenner,  Ferrelton,  Boswell, 
Jerome  and  Holsopple;  then  northward  to  Davidsville  and 
down  Tire  Hill  to  the  Kelso  Coal  Company's  operations, 
where  a  junction  will  be  effected  with  the  Windber  line  of 
the  Johnstovsm  Traction  Company. 

Pittsburgh  (Pa.)  Railways. — Residents  of  South  Hills 
have  asked  this  company  to  complete  the  double-tracking 
of  the  Beechview  line  out  to  Mount  Lebanon  as  soon  as 
possible. 

Pottstown  &   Phoenixville   Railway,   Pottsville,   Pa. — The 

extension  to  Linfield  has  been  completed  and  work  has  been 
begun  on  the  Spring  City  side  of  the  Schuylkill  River.  The 
bridges  and  about  half  of  the  grading  are  completed  for  the 


line  from  Spring  City.  The  plans  for  approval  of  the  bridge 
across  the  Schuylkill  River  are  now  being  considered  by  the 
War  Department  at  Washington;  work  will  be  begun  at  once 
on  the  concrete  piers.  The  line  from  Phoenixville  will  be 
shortened  to  Spring  City  by  a  cut-off  on  the  line  outside 
of  Phoenixville  extending  direct  up  along  the  canal  to 
Spring  City,  which  will  be  used  by  the  high-speed  cars  only. 
A  schedule  from  Pottstown  to  Philadelphia  of  one  hour  and 
a  half  will  be  established. 

Reading  Transit  &  Light  Company,  Reading,  Pa. — A  new 
electric  railway  route  to  Philadelphia  will  develop  as  the 
result  of  plans  of  this  company  to  build  a  connecting  link 
between  Boyertown  and  Pottstown,  announcement  of  which 
was  recently  made.  This  also  will  mean  a  direct  electric 
route  to  Philadelphia  from  Lancaster  by  way  of  Reading. 
•  *Iloilo,  P.  I. — The  first  suburban  electric  railway  to  be 
built  in  the  Philippines  outside  the  city  of  Manila,  and  the 
first  to  be  built  with  Filipino  capital  in  the  Philippines,  is 
to  extend  between  the  city  of  Iloilo  and  the  adjoining  towns 
of  Jaro,  Arevalo  and  Oton.  An  application  for  a  franchise 
has  been  included  in  a  bill  introduced  in  the  Assembly 
recently  by  Delegate  Mapa  of  Iloilo. 

Beaumont,  Liberty  &  Houston  Traction  Company,  Hous- 
ton, Tex. — Preliminary  arrangements  are  being  made  by 
this  company  to  begin  work  on  this  proposed  line  between 
Houston  and  Richmond.  Edward  Kennedy,  president.  [Nov. 
21,  '14.] 

Marshall  (Tex.)  Traction  Company. — During  the  next  few 
weeks  this  company  expects  to  rebuild  in  Marshall  %  mile 
of  roadbed  with  concrete  base. 

Petersburg  &  Appomattox  Railway,  Petersburg,  Va. — 
Preliminary  surveys  have  been  begun  by  this  company  on 
its  line  between  Petersburg  and  City  Point.  T.  M.  Wortham, 
Petersburg,  president.     [March  20,  '15.] 

Virginia  Railway  &  Power  Company,  Richmond,  Va. — 
An  extension  of  the  Grove  Avenue  railway  from  the  inter- 
section of  Canal  Street  up  to  High  Street  near  the  base- 
ball park  in  Petersburg  is  being  considered  by  this  company. 
The  company  is  asked  to  extend  its  Forest  Hill  line  for  a 
mile  from  the  present  terminus  in  Richmond. 

SHOPS  AND  BUILDINGS 

Lewiston-Clarkston  Transit  Company,  Lewiston,  Idaho. — 

This  company  has  awarded  a  contract  to  build  a  new  car- 
house    in    Lewiston. 

Murphysboro  &  Southern  Railway,  Murphysboro,  111. — 
During  the  next  few  weeks  this  company  will  award  con- 
tracts to  build  two  new  earhouses  in  Murphysboro. 

Boston  (Mass.)  Elevated  Railway. — Plans  are  being  made 
by  this  company  to  build  a  new  passenger  station  in  Maiden. 

Boston  &  Worcester  Street  Railway,  Boston,  Mass. — Dur- 
ing the  next  few  weeks  this  company  expects  to  award  con- 
tracts to  build  a  new  carhouse  to  replace  the  one  destroyed 
by  fire  in  Westboro.  The  location  for  the  new  structure 
has  not  been  decided  upon. 

Niagara  Gorge  Railroad,  Niagara  Falls,  N.  Y. — This  com- 
pany is  completing  its  new  fireproof  office  and  carhouse  in 
Niagara  Falls. 

Sandusky,  Norwalk  &  Mansfield  Electric  Railway,  Nor- 
walk,  Ohio. — Citizens  of  Shelby  have  asked  this  company  to 
consider  the  question  of  locating  its  new  power  house  and 
earhouses  in  Shelby. 

POWER  HOUSES  AND  SUBSTATIONS 

Ohio  Valley  Traction  Company,  Portsmouth,  Ohio. — Plans 
are  being  made  by  this  company  to  build  three  new  sub- 
stations. They  will  be  located  at  Franklin  Furnace  and 
Hanging  Rock.  The  structures  will  be  40  ft.  x  20  ft.  and  one 
story  in  height. 

Gallipolis  &  Northern  Traction  Company,  Gallipolis,  Ohio. 
— We  are  advised  that  after  May  1,  1915,  this  company  ex- 
pects to  close  its  power  house  in  East  Gallipolis  and  buy  its 
current  from  the  Gallipolis  Electric  &  Power  Company,  in 
Gallipolis,  Ohio. 

Toronto  (Ont.)  Suburban  Railway. — This  company  has 
taken  out  a  permit  at  Gait,  Ont.,  for  the  erection  of  a  new 
transformer  station. 


656 


ELECTRIC     RAILWAY     JOURNAL 


Manufactures  and  Supplies 

ROLLING  STOCK 

Murphysboro  &  Southern  Railway,  Murphysboro,  111.,  ex- 
pects to  purchase  three  standard  interurban  cars. 

Scioto   Valley    Traction    Company,    Columbus,    Ohio,   has 

purchased  one  60-ft.  steel  center-entrance  passenger  car 
from  the  Cincinnati  Car  Company. 

Ohio    Valley    Traction    Company,    Portsmouth,    Ohio,    is 

reported  as  having  ordered  four  65-ft.  combination  pas- 
senger and  baggage  interurban  cars  from  the  G.  C.  Kuhlman 
Car  Company. 

Iowa  Railway  &  Light  Company,  Cedar  Rapids,  la.,  has 

purchased  one  50-ton  electric  locomotive,  the  body  and  trucks 
to  be  furnished  by  the  St.  Louis  Car  Company,  and  the 
electrical  equipment  by  the  General  Electric  Company.  The 
ktter  consists  of  four  GE-207,  600-1200-volt  motors  with 
Type  M  control. 

Hagerstown  &  Frederick  Railway,  Frederick,  Md.,  noted 
m  the  Electric  Railway  Journal  of  Feb.  27  as  expecting 
to  purchase  new  car  equipment,  has  ordered  from  The  J.  G. 
Brill  Company  two  37-ft.  Brill  patented  semi-convertible 
combination  passenger  and  baggage  cars  and  one  19-ft. 
near-side  vestibule  car. 

Marshall  (Tex.)  Traction  Company  has  orded  three  21-ft. 
6-in.  all-steel  one-man  car  bodies  from  the  Cincinnati  Car 
Company  through  its  Eastern  sales  agent,  W.  R.  Kerschner, 
Inc.,  New  York.  The  order  was  placed  through  H.  E.  Mole, 
consulting  engineer  American  Public  Securities  Company, 
50   Liberty  Street,  New  York. 

Empire  United  Railway,  Syracuse,  N.  Y.,  is  reported  as 
rebuilding  a  car  in  its  own  shops,  with  the  view  of  securing 
unusual  lightness  and  thereby  effecting  economies  in  power 
consumption.  The  results  obtained  from  this  sample  car 
will  probably  serve  as  a  basis  for  the  purchase  of  new  light 
equipment. 

Charles  City  (la.)  Western  Railway  has  ordered  two 
single-truck  city  cars,  one  double-truck  interurban  car,  and 
one  35-ton  electric  locomotive  from  the  McGuire-Cummings 
Manufacturing  Company.  The  three  cars  will  be  of  all-steel 
construction  and  equipped  with  GE-217,  50-hp  motors  with 
Type  K  control.  The  electric  locomotive  will  be  equipped 
with  four  GE-205,  80-hp  motors  with  Type  M  control. 

Interborough  Rapid  Transit  Company,  New  York,  N.  Y., 

has  ordered  from  the  Pullman  Company  478  all-steel  car 
bodies  to  replace  the  composite  bodies  now  being  used  in  the 
subway.  The  steel  bodies  will  be  placed  upon  the  trucks 
now  used  under  the  composite  cars  and  the  present  motors 
will  also  be  used  on  the  new  cars.  It  is  the  intention  of 
the  company  to  use  the  composite  car  bodies  on  the  elevated 
lines,  as  they  are  replaced  by  the  all-steel  bodies  in  the  sub- 
way. The  car  bodies  will  be  duplicates  of  the  steel  bodies 
now  operating  in  the  subway.  The  contract  calls  for  deliv- 
ery to  commence  within  100  days,  at  the  rate  of  twelve  bod- 
ies per  day. 

Metropolitan  Street  Railway,  Kansas  City,  Mo.,  noted  in 
the  Electric  Railway  Journal  of  Feb.  20  as  having  or- 
dered fifty  single-end,  double-truck  closed  prepayment  mo- 
tor cars  from  the  American  Car  Company,  has  specified  the 
following  details  for  this  equipment : 

Date  of  delivery. June  1,  1915    Gears  and  pinions, 


Seating  capacity 48 

Estimated     weight     of 
body,  fully  equipped, 

18,600  lb. 
Bolster  centers,  length, 

19  ft.  7  in. 


GE,  grade  K 

car    Gongs Amer.  Car  Co. 

Hand  brakes. 

Peacock  &  Amer.  Car  Co. 
Heaters, 

Consol.,  RU  thermostat 


Length  of  body.  .29  ft.  10  in.    Headlights Golden    Glow 


Length  over  bumpers, 

44  ft.  10  in. 
Width  over  sills... 8  ft.  6  in. 

Width  over  all 8  ft.  8  in. 

Height,  rail  to  sills ...  31  in. 
Height,  sill  to  trolley  base, 

11  ft.  6%  in. 
Body wood  and  steel 


Journal  boxes, 

Brill  3%  in.  x  7  in. 
Motors, 

4  GE-247-D,  inside  hung 
Paint. .  .Chicago  Varnish  Co. 

Registers    International 

Sanders, 

Met.  St.  Ry.,  foot  pedal 


[Vol.  XLV,  No.  13 

Sash  fixtures, 

Forsyth      headless      brass 
(lower  only). 
Seats, 
Brill    non-reversible,   offset 
rail  across  top  of  back 

Seating    material rattan 

Step  treads. 

Universal   anti-slip 

Trolley   catchers Earll 

Trolley  base U.  S.  No.  B 

Tracks Brill    77-E 

Varnish   Murphy- 
Ventilators, 

Ry.     Utility     Co.,     honey- 
comb 
Special  devices: 

Consol.  door  lamp  signal,, 
Aluminum  stanchions,  For- 
syth pressed-steel  carlins 


Interior   trim cherry 

Headlining    Agasote 

Roof    arch 

Underframe    steel 

Air  brakes, 

GE.  CP-27,  with  emergen- 
cy feature. 

Axles Jones  &  Laughlin 

Bumpers 8-in.    channel 

Conduits  and  junction  boxes, 
National  Formed  Metal 
Products  Co. 

Control   K-35 

Couplers, 

Met.  St.  Ry.,  modified 

Curtain  fixtures, 

Forsyth  short  tip,  ring  fix- 
ture. Rex  rollers. 

Curtain    material . .  Pantasote 

Destination    signs Hunter 

Fenders    Eclipse 

TRADE    NOTES 

Railroad  Track  Work  Company,  Philadelphia,  Pa.,  which 
recently  shipped  one  of  its  reciprocating  grinders  to  Nash- 
ville, Tenn.,  is  demonstrating  a  machine  in  Louisville  for 
the  Louisville  Railway.  It  has  been  in  use  on  several  of 
the  streets  for  the  last  week,  the  local  company  having 
much  to  contend  with  in  the  way  of  corrugated  rails. 

Burke  Electric  Company,  Erie,  Pa.,  has  recently  made  ar- 
rangements whereby  George  Hills,  an  expert  on  electric 
welding,  has  become  head  of  its  arc  welding  department. 
Mr.  Hills  will  be  located  at  the  main  office  and  works  at 
Erie,  Pa. 

ADVERTISING   LITERATURE 
Walter  A.  Zelnicker  Supply  Company,  St.  Louis,  Mo.,  has 

issued  a  sheet  describing  its  portable  hydraulic  wheel  press 
and  sand  dryer. 

General  Electric  Company,  Schenectady,  N.  Y.,  has  issued 
bulletin  No.  43900,  superseding  No.  4925B,  which  describes 
its  combined  unit  series  mercury  arc  rectifier,  for  convert- 
ing alternating  into  direct  current  for  the  operation  of 
series  luminous  arc  lamps.  The  rectifier  set  consists  of 
the  constant  current  transformer,  d.c.  reactor,  tube  tank, 
exciting  transformer,  static  discharger  and  pilot  lamp 
mounted  on  a  common  base. 

New  Jersey  Meter  Company,  Plainfield,  N.  J.,  has  issued 
a  bulletin  describing  its  "Tool-om-eter"  or  compressed-air 
meter.  It  has  a  capacity  of  10  cu.  ft.  to  100  cu.  ft.  of  free 
air  per  minute.  This  meter  shows  direct  on  a  scale,  in 
cubic  feet  of  free  air  per  minute,  the  flow  of  air  in  a  pipe 
or  hose.  It  measures  the  air  consumption  of  any  machine 
or  application  of  compressed  air  and  the  actual  net  produc- 
tion of  air  by  any  compressor  or  pump  within  its  capacity. 
These  meters  have  only  one  moving  element  which  floats 
on  air  and  consequently  does  not  cause  friction  and  is  non- 
wearing. 

NEW  PUBLICATION 

The  Law  of  Carriers  of  Goods.  By  Ralph  Merriam.  La 
Salle  Extension  University,  Chicago,  111.  1914.  180 
pages.  Cloth,  $1.25. 
The  object  of  this  book  is  to  furnish  the  reader  with  a 
knowledge  of  the  elementary  principles  of  the  law  of  car- 
riers of  goods,  and  to  train  him  for  the  analysis  and  appli- 
cation of  court  decisions  on  this  subject.  It  is  neither  ex- 
haustive nor  super-technical  in  character,  but  is  so  written 
as  to  equip  the  ordinary  man  for  the  investigation  of  par- 
ticular traffic  questions  that  may  arise  in  his  business.  The 
first  subject  discussed  is  the  general  principles  of  common 
carriage,  and  attention  is  then  turned  in  succession  to  the 
following  topics:  Duty  of  carriers  to  accord  undiscrimi- 
nating  service  at  reasonable  rates,  delivery  to  carriers,  ex- 
ceptions to  the  rule  of  extraordinary  liability,  limitations 
of  liability,  liability  of  initial  and  connecting  carriers,  de- 
livery by  carriers,  bills  of  lading,  actions  against  carriers, 
carrier's  compensation  and  carrier's  lien.  Each  chapter  is 
followed  by  test  questions,  which  serve  aptly  to  bring  out 
the  main  points  of  the  preceding  discussion  in  a  comprehen- 
sive manner. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


29 


Traffic  Direction  Block  System 

of  automatic  signaling  for  Electric  Railways 


Style  "B"  Semaphore  Signals  at  Passing  Siding,  Ohio  Electric  Railway. 


This  system  is  especially  designed  for  the 
operation  of  interurban  railroads.  It  com- 
bines the  maximum  of  safety  and  efficiency 
with  the  least  amount  of  apparatus. 


Trade 

Mark 


SWISSVALE,  PA. 


Hudson  Terminal  Bldgr. 
NEW  YORK 
Canadian  Express  Bids.        Candler  Annex 
MONTREAL  ATLANTA 


Peoples  Gas  Bids. 
CHICAGO 
Bailvray  Exchange  Bids.  Pacific  Bldgf. 

ST.  LOUIS  MO.  SAN  FRANCISCO 


Represented  by  the  GENERAL  ELECTRIC  CO.  in  Australasia,  South  Africa  and  Argentina 


Trade 

eg 

Mark 


30 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


RaivK^ers  ^  E^i\giiveer« 


Electric  Railway  Lighting  and 
Power  Company  Bonds 

ENTIRE  ISSUES   PURCHASED 

N.  W.  HALSEY  &  CO. 

New  York         I-oston         Piiiladelplna        Chicago        San  Francisco 


THE J'GWHITE  COMPANIES 


FINANCIERS 
MANAGERS 

43  Exchange  Place 
Chicago 


London 


ENGINEERS 
OPERATORS 

NEW  YORK 


San  Franciico 


The  Arnold  Company 

ENGINEERS-  CONSTRUCTORS 

ELECTRICAL—  CIVIL  — MECHANICAL 

105    SOUTH    LA  SALLE    STREET 

CHICAGO 


fori),  38acon  &  '^^avie. 

115  BROAD\irA.Y 
New  Orleans  N£'W  YORK         San  Francisco 


ALBERT  S.   RICHEY 

ELECTRIC  RAILWAY  ENGINEER 

WORCESTER    POLYTECHNIC    INSTITUTE 

WORCESTER,    MASSACHUSETTS 

The  Economical  Production,  Distribution  and  Application  of  Power; 

Transportation  Efficiency;  Physical  Reports;  Electrolysis  Investigations; 

Estimates;  Designs;  Specifications;  Tests 


D.  C.  &  WM.  B.  JACKSON 

ENGINEERS 


ClilCAGO 
HARRIS  TRUST   BLDG. 


BOSTON 
248    BOYLSTON    ST. 


Plans,  Specifications,  Supervision  of  Constrtictlon 

General    Stiperintendence    and    Management 

Examinations  and  Reports 

Financial    Investigations   and    Rate   Adjustments 


A 

Stone  &  Wcsster  Engineering  Corporation 


Constructing  Engineers 


NEW  YORK 


50ST0N 


CHICAGO 


Roljert  W.  Hunt       Jno.  J.  Cone       Jas.  C.  Ilallsted       D.  W.  McXaugher 

ROBERT  W.  HUNT  &  CO.,  Engineers 

BUREAU    OF    INSPECTION    TESTS    &    CONSULTATION 

Inspection  and  Test  ol  all   Electrical    Equipment 

XEW  YOHK,  00  Wpst  St.  ST.   LOUIS,   Syndicate  Trust  Bldg. 

C     ICAdO,   2200  Insuraiicp  Excliange. 
I'lTTSIiUHGu,  Monongabela  Bli.  Bldg. 


ALBERT  B.  HERRICK 

Engineer   to   Electric   Railway   Properties 

for   Greater    Efficiency    In 

Transmission    Power   Production   and 

Equipmont    Maintenance 

Electrolysis    Surveys   and   Remedial    Measures    Applied 

Sole    Owner    of    Autographic    Patents    for    Railway    Testing 

Office  and  Laboratory.  245  West  22d  Street  New  York  City 


SANDERSON  8t  PORTER 

Engineers  sHe  Contractors 

REPORTS  •  DESIGNS  •  CONSTRUCTION  •MANAGEMENT 

HYDRO-ELECTRIC     DEVELOPMENTS 

RAILWAY.  LIGHT SED  POWER  PROPERTIES 

Ntw  York  Ran  FpANrKr.o 


WOODMANSEE&  DAVIDSON,  Inc. 

ENGINEERS 

MILWAUKEE                          CHICAGO 

Wells  Bldg.              1st  National  Bank  Bldg. 

=== =__ _ : 

ANTHONY  J.  BEMIS 

CONSULTING  ENGINEER 

Reports,  Valviations  and  Estimates,  Efficiency  Investigations 
Construction  and  Operation   Railway 


and  Lighting  Properties 

New  York  Life  Bldfi. 


Chicago,  111. 


%  il*  l3rUe0b^  &  Co*,  ^Incorporated 

NKW  YORK,  CHICAGO.  TACOMA, 

Trinity  Bldg,  Continental     &     Com-  Washington 

mercial   Bank   Bldg. 

Purchase,  Finance,  Construct  and  Operate  Electric  Light, 

(ins,   Street    Railway   an<l   Water   Power    Properties. 

J-'.xaniinatiun  and    reiiorts.  Utility    Securities    Itouylii    .nui    SoM. 


H.     E.     GREIIVIS     CORPORATION 
AUDITS— SYSTEMS— APPRAISALS— EXAMINATIONS 

TWCNTV-rinST     FLOOn,     WOOLWORTH     BUILDING 
NEW     YOn  K 


When  writing  the  advarlltar  for  Information  or  prices,  a  men- 
tion of  the  Eleotrle  Railway  Journal  would  be  appreciated. 


M.  H.  HOVEY,  Consulting  Signal  Engineer 

446  Washinrton  lildg.     M.\ni.SON,  WISC. 
liivcsfiRatinlis.     IM.Tns,    .Spccif'icatinns,     Kstimates    and     Vnliiatinns. 


ELECTRICAL     TESTING     LABORATORIES,     INC. 

Electrical,    Photometrlcal    and 

Mechanical  Testing. 

80th   Street   and   East   End   Ave.,   New  York,   N.   Y. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


31 


niiu>. 


^^SL 


Si fflCP 


KEEP  YOUR  CARS  RUNNING! 

Western  Electric 

Quality  in  Electric  Railway  Line  Material 

includes  prompt  delivery  of  your  emergency  orders — which  is  most  important  in  keeping  your 
cars  running  during  the  early  spring  storms.  We  carry  everything  you  need  for  your  line 
repair  and  construction  work  in  our  thirty  distributing  houses — there  is  one  within  reach 
of  you  by  over-night  shipment. 

Send  your  order  to  our  nearest  house. 


Western  Etectric  Company 


Manufacturen  of  the  8.000.000  "Bell"  Telepfionei 

N**  Y*rii  AtUnto  CKtuftt  Kuuu  C<T  Su>  Francuca      Monir^  Ls*do* 

Buf'ak.  IlKlMBa^     .      Mdnuhn  Onwh.  OdilMd  lonMa  Puu 

nHkMpluB       Savuiuk     .       Iiij>w>»nfc*        Ohlihsma  City    Lh  Anftlo         W,*n.p««  Bvrbn 

Bo-o*  Nn  Oriau*      DutnH  Otn^m  iah  L*V*  C<n     Cklfary  An»wy 

PilUburfh  Houatoa  ClKuuwb  MuutMpob*  SmhI*  VknuKKM  MiUa 

Or..J.r^  DalU  St  Lmk  Si  Paul  PartiaAd  E^iMMnm  Ram* 

JakannalMri       -  SidA*t  S«  pMtnburt  Viamia  Buvw  Afraa  Tetira 


EQUIPMENT  FOR  EVERY  ELECTRICAL  NEED 


CAMBRIA 
RAILS 


Open  Hearth  Bessemer 

BOLTS   AND    NUTS 

100% 

Splice  Bars 

Tie  Plates 


All  Standard 
Sections 


CAMBRIA  STEEL  COMPANY 


Philadelphia 


Sales    Offices:      Atlanta,    Boston,    Buffalo,    Chicago,    Cincinnati,    Cleveland,    Detroit,    New    York,    Philadelphia 

Pittsburgh,  St.   Louis,  San   Francisco,  Tacoma,   Montreal 

Works   at   Johnstown,    Pa. 


32 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


ROLLED 

FROM 

BEST  QUALITY 

STEEL 


ONE  HUNDRED  PER  CENT.  RAIL  JOINT 


AGENCIES 

Boston,   Mass India  BIdg. 

Chicago,  111,  .iKailway  Exchange  Bldg. 

Denver,    Colo Equitable    Bldg. 

Philadelphia,    Pa. Pennsylvania    Bldg. 

Pittsburgh,    Pa Oliver    Bldg. 

Portland,    Ore Wilcox    Bldg. 

St.    Louis,    Mo., 

Commonwealth   Trust   Bldg. 
Troy,  N.  Y Burden  Avenue 

Montreal,  Can. Board  of  Trade  Bldg. 

London,  E.  C,  Eng., 

36  New  Broad  St. 


Makers  also  of  BASE-SUPPORTED  RAIL  JOINTS  of  CONTINUOUS,  WEBER  and  WOL- 

HAUPTER  TYPE  for  Standard,  Girder  and  Special  Rail  Sections.     Also  Joints  for 

Frogs  and  Switches;  Insulated  Rail  Joints  and  Step  or  Compromise  Rail  Joints 


PATENTED  IN  UNITED  STATES  AND  CANADA 


Opinions  From  YOUR,  Side  of  the  Fence 

No.  6 

Engineer  Maintenance  of  Way 

One  of  the  Largest  Eastern  Traction  Companies 

"I  can  only  add  that  experience  since  the 
1910  report  has  only  fixed  more  firmly  in 
my  mind  the  necessity  for  liberal  use  of 
rail  grinders. 

Of  course,  if  any  one  who  is  interested  in 
this  subject  will  write  me  direct,  I  would 
be  pleased  to  give  him  any  information 
that  we  have." 

There  is  an  invitation  from  one  of  the 
foremost  Engineers  of  Way  in  the  East. 

We  will  forward  your  inquiries  to  him. 


Railway  Track-work  Co.,  Heed  Bldg.,  Philadelphia 


MaeCH  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


38 


Frequency 
Changers 

To  Tie  Your 

Railway 

And 

Lighting 
Systems 
Together 


5333  K.  V.  A.  30  to  60  Cycle  Frequency  Changer  built  in  1904 


Allis -Chalmers  Manufacturing  Company 

Milwaukee,  Wis. 

OFFICE    IN   ALL   PRINCIPAL    CITIES 

FOREIGN  EEPKBSBNTATIVES:  H.  I.  Keen.  732  Salisbury  House,  London  Wall.  E.  C,  England.  Mark  R.  Lamb,  Hnerfanos  1157,  Oasllla 
2653.  Santiago.  Chile.  Herbert  Ainsworth,  Johannesburg.  South  Africa.  American  Trading  Co.,  Representatives  In  China,  Jai>an,  South 
America  and   Philippine  Islands.     For  all  Canadian  business  refer  to  Canadian  AUls-Chalmers,  Ltd.,  Toronto,  Ont.,  Canada. 


Could  Anything  be  More  Simple  than  the  Construction  of 

N-W 

RENEWABLE  CARTRIDGE  FUSES 

One  thing  is  Sure— Nothing  could  be  more  EFFECTIVE 


You  can  see  by  the  above  illustration  how  simple 
is  the  construction  of  the  N-W  Renewable  Car- 
tridge Fuse.  You  can  see  how  simple  it  is  to 
renew — how  quickly  and  easily  the  fusible 
element  can  be  removed  or  inserted. 

But  what  you  can't  see  by  the  above  illustra- 
tion is  the  fuse  in  action.  You  can't  see  how 
surely  it  cuts  out  the  endangered  circuit. 


And  you  save  from  8o  to  90  per  cent,  of  the 
cost  of  non-renewable  fuses. 

But  if  you  prefer  STANDARD  FUSES  we'll 
supply  them.  In  fact,  our  Standard  Fuses  are 
now  preferred  by  many  leading  roads. 

Send  in  a  trial  order  for  either  N-W  Renew- 
able Fuses  or  our  Standard  make. 


7138 


Columbia  Machine  Works  &  Malleable  Iron  Co. 

Atlantic  Avenue  and  Chestnut  Street,  Brooklyn,  N.  Y. 


»J 


34 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


What  You 
Will  Ultimately  Use- 
Why  Not  Now? 

"V  D  &  D"  Motor  Gears  and  Pinions 


Features  of  lowest  operating  or  maintenance 
costs  are  our  grades  HARDENED  or 
TREATED. 

KNOW  FROM  EXPERIENCE— You  want 
economical  operation !     Equip  a  few  of  your 


cars  with  our  grades  HARDENED  or 
TREATED,  whichever  may  especially  suit 
your  requirements.  Compare  the  results. 
You  will  adopt  "V  D  &  D"  as  your  standard. 
Write  for  pamphlet  —  a  feature  of  lowest 
operating  and  maintenance  cost. 


Gear  Specialists 

CLEVELAND,  O.,  U.  S.  A. 

NEW  YORK  SAN  FRANCISCO 

C.  E.  A.  Carr,  Special  Canadian  Representative,  2  Toronto  St.,  Toronto,  Canada 


COMFORT  AND  GREATER  SEATING 
CAPACITY  WITH  FAR  LESS  WEIGHT 


IS   POSITIVELY   ASSURED    BY   THE    INSTALLATION    OF 
■WALKOVER"  CAR  SEATS. 

"WALKOVER"  SEATS  ARE  STAUNCHLY  AND  RIGIDLY 
BUILT,  YET  DESIGNED  TO  MAINTAIN  UTMOST  LIGHT- 
NESS. REDUCE  YOUR  CAR  WEIGHT  AND  A  SAVING  IN 
CURRENT  CONSUMPTION  WILL  POSITIVELY  RESULT- 
REDUCING  THAT  LARGE  MAINTENANCE  EXPENSE. 

"H  AND  K"  WALKOVER  CAR  SEATS 

ARE  MOST  SANITARY— MORE  ATTRACTIVE  IN  APPEAR- 
ANCE AND  15  POUNDS  LIGHTER  IN  WEIGHT— HENCE 
THE  ADVISABILITY  OF  EQUIPPING  YOUR  CARS  THE 
WALKOVER  WAY  NOW.  SEND  FOR  INFORMATION 
WHICH  WILL  SHOW  HOW  TO  SOLVE  THAT  SEATING 
PROBLEM  ON  YOUR  LINES. 


HALE  AND  KILBURN  COMPANY 


PHILADELPHIA 


NEW  YORK 


CHICAGO 


WASHINGTON 


LONDON 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


35 


Standard  Trucks 

For  Safe, 
Long-time  Service 


Opposite  is  sliown  our  Standard  0-50 
"SHORT  WHEEL  BASE"  DOUBLE 
TRUCK. 

Frames  solid  forged  without  welds,  i.e., 
made  from  one  continuous  bar  of  open- 
hearth  steel.  Carrying  capacity  50,000 
pounds  at  king  pins,  34"  Forged  Steel 
wheels,  3%  x  7"  M.C.B.  journals.  Brake 
shoes  hung  on  the  equalizer  bars  (thus 
insuring  uniform  wearing  of  brake  shoes). 
All  wearing  holes  steel-thimbled  and  bolts 
case-hardened.  This  truck  is  used 
throughout  the  New  England  cities,  New 
York,  Detroit,  Toledo,  Oklahoma  City, 
Seattle,  Jacksonville,  Kansas  City,  San 
Francisco,  Cincinnati,  Indianapolis  and 
many   other   cities. 

Our  STANDARD  C-GO-P  "INTERBOR- 
OUGH"  DOUBLE  TRUCK  is  ideal  for 
high-speed  "Interborough"  service.  Car- 
rying capacity  60,000  pounds  at  king  pins. 
Pressed  steel  channel  side  frames,  end 
frames  and  transoms.  Brake  shoes  hung 
on  the  equalizer  bars.  All  wearing  holes 
steel-thimbled  and  bolts  case-hardened, 
36"  Forged  Steel  wheels,  M.C.B.  journals 
i%  X  8".  These  trucks  are  in  service  in 
the  following  cities: — Cincinnati,  Detroit, 
Pittsburgh,  Youngstown.  Vancouver,  Se- 
attle, Oklahoma  City  and  other  cities. 
Can  be  safely  operated  at  a  speed  of  60 
to  70   miles  per  hour. 

We  make  Standard  Trucks  for  all  kinds 
of  electric   railway   service. 


STANDARD  MOTOR  TRUCK  COMPANY,  Frick  BIdg.,  PITTSBURGH.  PENN 

I'luitu-  Coast   Ajrcnts:   Erclcs  &  Siiiitb  Co..    Inc.      Offices,   San  Francist-o,  Cal. 


New  York  Office:  170 Broadway.  WorksiNew Castle,  Pa. 
Chicago  OfAce:  Fisher  Building 


Los  Angeles,  Cal.  ;   Portland,  Ore. 


Save  on  Power  and  Maintenance 

Rollway 

Bearings 


Decreased  friction  due  to  "ROLLWAY" 
bearings  results  in  substantial  economy  in 
power.  Cars  can  "coast"  more  frequently 
and  further.  The  life  of  motors  is  pro- 
longed. 

The  fixed  adjustment  makes  the  bearing 
extremely  simple,  it  cannot  be  wrongly 
assembled.  Boxes  are  oil-tight  and  dust- 
proof.  That  is  where  the  maintenance 
saving   comes   in.      Write  for  the  figures. 


Railway  Roller  Bearing  Co.,  Syracuse,  N.  Y. 


9275 


36 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


Many  visitors  to  the  Panama-Pacific  International  Exposition  will  ride  in 
cars  mounted  on  Baldwin  Trucks,  as  the  Municipal  Railway  System  of 
San  Francisco  has  125  cars  so  equipped.  One  of  them  is  illustrated  above. 
The  trucks  are  of  the  "L-plate"  class,  designed  for  two  motors  each. 

Four  prominent  characteristics  distinguish  Baldwin  trucks.    They  are 

Safety  First  3rd,  Simple  Construction 

2nd,  Economical  Maintenance         4th,  Noiseless  Operation 

THE  BALDWIN  LOCOMOTIVE  WORKS 

Philadelphia,  Pa. 

REPRESENTED    BY 
Charle*  RIddell,  625  Railway  Exchange,  Chicago,  III.  George  F.  Jones,  407  Travelers  Building,  Richmond,  Va. 

C    H    Peterson,  1610  Wright  Building,  St.  Louis,  Mo.  A.    Wm.    HInger,  722   Spalding    Building,    Portland,   Ore. 

F    W.  Weston,  50  Church  Street,   New  York,   N.  Y.  Williams.  Dimond  &  Co.,  310  Sansome  St.,  San  Francisco,  Gal. 

J.  A.  Hanna,  Nlles,  Ohio 


What  you  get  out  of  your 
Electric  Railway  Journal 

depends  upon  the  time  and  thought  you  put  into  the  reading  of  it. 


Thought,  time,  energy  and  money  are  ex- 
pended in  abundance  to  make  each  issue  of 
maximum  value  to  the  greatest  possible  num- 
ber of  readers.  You  benefit  by  this  expendi- 
ture in  direct  proportion  to  the  attention  which 
you  give  to  your  paper. 

A  mind  alert  for  suggestions  will  find  in 
every  issue  food  for  thought  and  help  in  its 
daily  tasks.  This  applies  to  the  reading  of 
the  advertising  pages,  as  well  as  to  the  read- 
ing of  the  text. 

Remember  that  electric  railway  progress 
is  due  as  much  to  the  efforts  of  the  engi- 
neers engaged  in  developing  new  equipment 


for  manufacturers  as  to  those  who  buy  and 
use  what  these  manufacturers  tell  about  in 
their  advertisements. 

These  engineers  who  give  their  talents  to 
the  manufacturing  branch  of  the  industry  are 
always  ready  to  give  the  benefit  of  their  study 
and  experience  to  their  fellows  in  the  field. 
An  inquiry  addressed  to  the  advertiser  is 
usually  all  that  is  required.  It  will  receive 
prompt  attention  whether  or  not  you  are  in 
the  class  of  potential  buyer  at  the  time. 

Advertisers  know  the  advantage  of  giving 
full  and  reliable  information  to  everybody  in 
the  field  who  indicates  his  interest  in  any- 
thing relating  to  the  advertised  product 


Make  the  Most  of  It 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


37 


THE  "STANDARD"  BRAND  ON  YOUR  MATERIAL  IS  AN 
ASSURANCE  OF  EVENTUAL  ECONOMY 


ROLLED    STEEL    WHEELS 
FORGrNGS 


TIRES 


AXLES 


SPRINGS 

GEAR    BLANKS 


STEEL  TIRED  WHEELS 


ROLL    SHELLS 


RINGS 


CASTINGS 


RING    DIES 
PIPE    FLANGES 


STANDARD  STEEL  WORKS  CO, 


Portland,  Ore. 
San  Francisco,  Cal . 
City  of  Mexico,  Mex. 
St.  Louis,  Mo. 


MORRIS  BUILDING 
PHILADELPHIA 


Chicago,  111. 
New  York,  N.  Y. 
Richmond,  Va. 
St.  Paul,  Minn. 
Pittsburgh,  Pa. 


Jewett  Steel  Car  Construction 

is  typified  by  the  car  illustrated,  which  is  one  of  six  for  the 

Lehigh  Valley  Transit  Co. 

Get  a  Jewett  quotation  on  every  car  order  you  plan.    It  will  be  to  your  interest. 


THE  JEWETT  CAR  CO.,     Newark,  Ohio 


38 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


WESTERN 


CEDAR  POLES 


DOUGLAS   FIR 


CROSS  ARMS 


THE    LINDSLEY    BROTHERS    COMPANY 

"GOOD  POLES   QUICK"  AVENARIUS  CARBOLINEUM  TREATED  POLES  SPOKANE,  WASHINGTON 


ROEBLINC 


Trolley  Wire 

Wire  Rope  Wire  Strand 


John  A.  Roebling's  Sons  Company 

TRENTON,   N.  J. 


ALUMINUM 

Railway  Feeders 

krnd/o"  Electrical  Conductors 


Aluminum  feeders  are  less  than  one-half  the 
weight  of  copper  feeders  and  are  of  equal  con- 
ductivity ana  strength.  If  insulated  wire  or 
cable  is  required,  high-grade  insulation  is  guar- 
anteed.    Write  for  prices  and  full  information 

Aluminum  Company  of  America 

Pittsburgh,  Pa. 


Liquid 


Creosote  Oil 


CUTS 

WOOD   PRESERVING 

BILLS  IN  HALF 

Write  for  booklet 

BARRETT  MFG.  CO. 

NEW  YORK 
Branches  in  Principal  Cities 


TREATED 


POLES,  CROSS  ARMS,  TIES, 
TIMBERS,  PAVING  BLOCKS 

CAPACITY  100,000,000  FEET  B.  M.  PER  ANNUM 
SEND  FOR  PAMPHLET 

International  Creosoting  &  Construction  Co. 

Address  all  communications  to  Office,  Galveston,  Texas 
Works:  Beaumont,  Texas        Texarkana,  Texas 


Transmission  Line  and  Special  Crossing 
Structures,  Catenary  Bridges 

Write  for  our  New  Descriptive  Catalog. 

ARCHBOLD-BRADY  CO. 

Engineers  &  Contractors  SYRACUSE,  N.  Y. 


1867 


LETTENEY    IS    LASTING  | 

waoDiii    1915 


Anthracene    Oil    of 
Highest  Quality. 


LETTENEY 


PRESERVATIVE' 


THE  NORTHEASTERN  CO., 


Carloads  or  leu 
Shipped  promptly. 

BOSTON,  MASS. 


Diamond  Tapered 
Steel  Poles 

save  money 

Diamond  Steel  Pole  Co. 
Philadelphia,  Pa. 


SHAW  Overhead  and  Third  Rail  Insulation 

Caps  and  Cones,  Round  Top  Hangers,  Globe 
Strains,  Suspension  Bolts,  Feed  Wire  Insulat- 
ors, .Arc  Lamp  Hangers,  Third  Rail  Insulators. 

SHAW  Lightning  Arresters,  Standard  for  20  Years 
Newark  Engineering  Mfg.  Company 

221-225  Murray  St., Newark,  N.  J.,  U.  S.  A. 
Geo.  E.  Austin  Co.,  Sales  Managers,  253B'way,  New  York  City 


Ramapo  Iron  Works 

Main  Office,  Hillburn,  N.  Y. 
New  York  Office:  30  Church  St. 

Automatic  Switch  Stands, 
T-Rail  Special  Work, 
Manganese  Construction, 
Crossings,   Switches,  Etc 


AETNA    INSULATION    LINE   MATERIAL 

Third  Kali  Insulators.  Trolley  Bases,  Poles,  Harps  and  Wheels, 
Bronze  and  Malleable  Iron  Froffs,  GrosslngB,  Section  Insulators, 
SecUoa_  Switches. 

Albert  &  J.  M  Anderson  MIg.  Co. 

'  289-93  A  Street  Boston,   Mass. 

.,_^M^  Established  1877. 

^S^  BRANCIIES: 

New  York,  135  B'way  Philadelphia,  429  Real  Estate  Trust  Bldg. 
Chicago,   lO."!  So.   Dearborn  St.  London.  48  Milton  Street 


TOOLS 

for  all  classes  of  electrical  construction  and  repair 
work.    Write  for  catalog. 

Mathias  Klein  &  Sons  c.-^^^'^''"'  Chicago 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


39 


The  Men  Who  Plan 
and  Execute 


owe  some  of  their  efficiency  to 
the  thought,  energy  and  re- 
sourcefulness of  manufacturers 
who  supply  the  means  for  such 
achievements. 

These  men  know  how  impor- 
tant it  is  for  them  to  keep  in 
touch  with  the  manufacturers. 

In  the  electric  railway  in- 
dustry, such  men  find  the  easy, 
certain  and  thorough  way  to 
keep  in  touch  with  manufac- 
turers is  through  the  advertis- 
ing pages  of  the 

Electric  Railway  Journal 


239  West  39th  Street 


New  York 


PROTECTIVE 

Hig:hway  Crossing  Signals 

Positive  protection — low   installa- 
tion   and   mainienance    cost. 

Protective  Signal  Mfg.  Co. 

General   Sales  Oftice 
299    Broadway,    N.    V.      1 


DISPATCHER 


rrheSimmcn  System 


MOTORMAN 


Direct  Contact  Between 

^  Dispatcher  and  Motorman         ^ 

Write  for  Details 
SIMMEN  AUTOMATIC  RAILWAY  SIGNAL  CO. 

1575  Nlafiara  St.,  Buffalo,  N.  Y. 


ORANGEBURG 


FIBRE 


CONDUIT 

Harrington"  J  o  t  nts  | 


3"  Harring^ton 

Joint 

1.4  lbs. 

per  foot 


DOWN 

go  freight  and  cartage  charges 

UP 

go  profits  and  ease  of  handUng 

DOWN 

go  delays :  Standard  stock  shipped  3  days 

UP 

goes  all-round  conduit  satisfaction 

The  Fibre  Conduit  Company 

ORANGEBURG,  N.  Y. 

New  York  Boston  Chicago  San  Francisco 


Waving  Arms — by  day 

Red  Flashing  Lights — by  night 

Clanging  Locomotive  Bell— day  and  night 

Alone  or  in  Combination  Are 
What  You  Get  In 

The  HOESCHEN 
CROSSING  SIGNALS 

Maximum  Certainty  and  Safety — Minimum 

Installation  and  Maintenance  Cost ! 

What  are  Your  Requirements 

Hoeschen  Mfg.  Co.,        Omaha,  Neb. 


1 

■ 

Street  Railway  Signal 
Co.,  Inc. 

PHILADELPHIA,  PA. 

The  first  signal  having  official 
A.  E.  R.  A.  aspects. 

Highway  Crossing  Signals 

Visible  and  Audible  Type  Day  and  Night 

Trolley  and  Rail  Contacts 

Car  Counting  Signals 

Ohio  Signal  Co.  Canton,  O. 


Chapman 

Automatic  Signals 

Charles  N.  Wood  Co.,  Boston 


FEDERAL   SIGNAL  CO. 


Manufacturers 

Engineers 

Contractors 


}  ■-  { 


Automatic 

Signalling 

Interlocking 


)  f  AC. 

y         either         <      or 
J  (  D.C. 


No  Interlocking  Switches  Are  Safe  Without 
Federal  Switch  Guards 


MAIN  OFFICE  and  WORKS 


ALBANY,  N.  Y. 


103  Park  Avenue,  New  York  Monadnock  Block,  Chicago 

118-130  New  Montgomery  St.,  San  Francisco,  Cal. 


40 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


Twin  Terminal  Rail  Bonds 

The  ideal  bond  for  interurban  railroads.  Can  be 
attached  to  the  outer  surface  of  any  rail  head  by 
four  studs  expanded  into  drilled  holes.  Secure 
against  moisture,  torsional  stresses  and  vertical 
movements  of  joints— affording  a  larger  contact  area 
than  any  other  type  of  terminal. 

The  cost  of  installation  is  very  low  when  it  is 
considered  that  the  Twin  Terminal  offers  all  the 
advantages  of  double  bonding. 

We  manufacture  four  forms  of  Twin  Terminal 
Bonds,    made    to    meet   all    possible    conditions. 

The  Conductor  loops  are  made  from  fine  copper 
wires,  stranded  together,  making  an  extremely  flex- 
ible and  durable  bond.  The  terminals  are  accurately 
forged  from  solid  copper  by  our  special  process,  with 
cylindrical  stu'ds  having  blunt,  conical  ends.  The 
outer  face  of  terminals  is  provided  with  bosses  for 
expanding  into  rail. 

To  meet  the  requirements  of  the  Twin  Terminal 
bonding,  our  four-spindle  drills,  operated  by  hand 
lever  or  motor  power,  provide  accurate  and  ready 
means  of  drilling  one-half  inch  holes  in  the  rails. 
Easily  handled  and  operated,  fitted  with  positive 
automatic  feeding  device  and  clamping  solid  to  rails, 
the  work  is  done  quickly  and  accurately. 

Catalog  with  full  description  of  our  Rail  Bonds  and 
Appliances   upon  application  at   any  of   our  offices. 

American  Steel  &  Wire  Company 

Chicago,  New  York,  Worcester,  Cleveland.  Pittsburgh.  Denver. 
Export  Representative:  U.  S.  Steel  Products  Company,  30 
Church  Street,  New  York.  Pacific  Coast  Representative :  U. 
S.  Steel  Products  Company,  San  Francisco,  Los  Angeles.  Port- 
land,  Seattle.  2 


Whether  the  Fire  Causes  the 
Arc  or  the  Arc  Causes  the  Fire 

Pyrene  protects  you.  Broken  wires  and 
imperfect  contacts  often  start  serious 
(ires.  And  Are  in  railway  power-houses 
liy  attacliing  insulated  cables  sets  up 
"shorts"  resulting  in  furious  arcs.  But — 
arc  or  fire — 

There  is  Safety  in 


FIRE  EXTINGUISHER 

//  Gets  Both 


Pyrene  has  in  actual  emergency  service 
extinguished  arcs  of  a  potential  as  high 
as  66,000  volts.  The  high  dielectric 
strength  of  Pyrene  broke  the  arc  and  pro- 
tected the  operator.  A  few  seconds  use 
of  Pyrene  extinguishes  the  most  Intense 
flame  or  arc.    Write  for  data. 


Pyrene  Manufacturing  Co.,  1358  Broadway.N.Y. 

Offices  in  all  large  cities 

Distributors   to    Electrical    Trade:     Western    Electric    Co. 

Pacific  Coast   Distributors:     Gorham    Fire   Apparatus  Co. 

San  Francisco  Los  Angeles  Seattle 

Canadian    Distributors:     May-Oatway    Fire    Alarms,    Ltd. 

Winnipeg  Toronto 

Distributors    for    Great    Britain    and    the    Continent: 

The  Pyrene  Co.,  Ltd.,  19-21  Great  Queen  St.,  London,  W.  C. 

7197 


Special  Track  Work 


Built  along  quality  lines  to 
withstand  long,  severe 
service. 


Switches, 

Frogs,  Crossings, 

Manganese  Centers 

New  York  Switch  &  Crossing  Co. 

Hoboken,  New  Jersey 


HIGHEST     QUALITY 

TRACK  SPECIAL  WORK 


WE    MAKE   THIS    GRADE    ONLY 

CLEVELAND  FROG  &  CROSSING  CO 
CLEVELAND,  OHIO 


ir^f-'Tiir 


mwm 


iml^fri 


The  Th«w  Electric  »*ai  way  '  h  '« 

was  designed  after  a  thorough  investigation  of  the  vjota 
to  be  done       It  is  especially  adapted  to  the  peculiar 
reouirements  of  Electric  Railway  Companies. 
Write  for  catalog  "F"  and  list  of  Electric  Railway 
Companies  using  Thews. 


It  Meets  Every  Requirement — The  Celebrated 

Trenton  Trolley  Wagon 

J.  R.  McCARDELL  8b  CO. 

Patentees  and  Sole  Manufacturers 
Correspondence  Solicited.  TRENTON,  N.  J. 


MANGANESE  STEEL  TRACK  WORK 

FUdcs    (;i!os.'<iN<;  -swnciiE.s.   &c. 


I 


St.  Louis  Steel  Foundry,  1560  Kienlen  St.,  St.  Louis,  Mo. 

Owned   and   npcTatpd   by  Ciirtis   &  Co.    Mfg.    Co.,    St.    Lonls.         2 


Technical  Men  Want  Facts 

Journal  advertisers  who  present  facts 

see  ample  evidence  that  their 

advertisements  are  read. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


41 


Sharp 
Saw-Tooth" 
Contacts 

One  of  the  many  good  features  of 


'^^  Testers 

ROLLER- SMITH  CO. 

203    Broadway,   New   York 

Monadnock  Block    Williamson  Bldf^. 
(>hicafio  Cleveland 


Hundreds  of  Installations  of 


Fatk 
Track-Work 


are  proving  it  worthy  of  your  fullest  consideration 

Let  us  figure  on  your  lequirements 

The  Falk  Company,  Milwaukee,  Wis.,  U.S.A. 

Eastern  Representatives:  Wendell  Sl  MacDuffie  Co.,  New  York 
Western  Representative:  Alphonso  A.  Wi^more,  Los  Angrales 


Saw  6  years'  Serv- 
ice— as  good  today 
as  when  first  In- 
stalled 


Yes 

—it's 

an 


(Installed  near  Canton,  C,  in  1908) 


ACMEBMESOBIE) 

NO-CO-RO  METAL  Corrugated  Culvert 

U.  S.  Government  Engineers  state  tliat  "ACME"  (Nest- 
able) Culverts  installed  by  thiem  five  or  six  years  ago 
were  installed  for  permanent  service  and  are  givinq  sat- 
isfaction. 

In  manufacturing  "ACME"  (Nestable)  Culverts  we  have 
a, ways  had  "permanent  service"  foremost  in  mind.  That's 
why  at  the  very  inception  we  adopted  pure-Iron  quality 
and  pioneered  a  heavier  standard  of  qauge — as  set  forth 
in  our  little  pamphlet  entitled  "The  Evolution  of  Corru- 
gated  Metal  Culverts"   (yours  for  the  asking). 

Catalog    G-3    tells    all    the    advantages    of 
"ACME"    NESTABILITY    and    break-Joint, 
sectional   construction.      You   cannot   afford 
to    be    without    this    data. 
Drop    us    a    line    today. 


The  ©nton  GilveRtsSiloG>^ 

Manufacturers 

(^NT  onQhio,  US.  A. 


special   Work    for   Street   Railways 

Frogs,  Crossings,  Switches  and  Mates 

Manganese  Steel  Center  Layouts 


BARBOUR-STOCKWELL  CO 

205   Broadway,  Cambridgeport,   Mass. 


Rails 
and 


■TT 

11  Nelsonville 
11  Filler  and 
£&  Stretcher  Brick 

THE   NELSONVILLE  BRICK  CO 


offer  all  the  advantages 
without  the  disadvan- 
tages of  the  groove  rail. 
Construction  approved 
by  city  engineers. 
Write  for  Booklet. 

Nelsonville,  Ohio 


DIXON'S 


GRAPHITE 
CURVE  GREASE 


Saves  Wear  on  RaMs  and  Wheel  Flanges 
Send  for  "Curve  Grease"  Booklet  No.  108 

Joseph  Dixon  Crucible  Company 


Jersey   City 


New  Jersey 


Kilby  Frog  &  Switch  Co. 

BIRMINGHAM,  ALA. 

Tongue  Switches,  Mates,  Frogs,  Curves  and 
Special  Work  of  all  kinds  for  Street  Railways. 


ESTABLISHED  1882 


The  Weir  Frog  Company 

Manganese  Track  Work 

Cincinnati,  O. 


42 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


Wherever  There 
Are  Steam  Plants 


you'll  find  that  Dearborn  Feed  Water  Treat- 
ment is  saving  money  and  trouble  for  the 
steam  plant  operators — year  after  year. 

Our  customers  are  numbered  by  thousands 
— we  analyze  over  8000  samples  of  feed 
water  annually — and  prepare  treatment  for  the 
special  conditions  at  each  plant,  that  prevents 
the  trouble  caused  by  the  boiler  water,  whether 
it  be  sc^le,  corrosion,  pitting  or  foaming. 

No  matter  in  what  section  you  may  be  lo- 
cated, we  have  a  satisfied  user  in  your  vicinity 
— we  know  we  can  prepare  treatment  that 
will  end  your  boiler  troubles. 

Send  us  a  gallon  of  your  feed  water — we 
will  analyze  and  let  you  know  the  cost  of 
proper   effective  treatment. 

You'll  save  enough  in  repairs  to  more  than 
pay  for  the  treatment. 

Dearborn  Chemical  Company 

General  Office,  Laboratory  and  Works 

Chicago 


For  a  Number  of  Years 


"Three  E"  Power 
Plant  Appliances 
and  Devices  have 
assumed  the  task  of 
protecting  some  of 
the  largest  Distri- 
buting Systems  of 
the      Country,      and 

THEY  HAVE 
MADE      GOOD. 

We  couldn't  begin 
to  tell  all  of  their 
good  points  in  so 
short  a  space. 
Write  for  our  New 
Bulletins  and  get 
acquainted. 


Electrical  Engineers  Equipment 
Company 

711-715  Meridian  St.,  Chicago 

Write  our  nearest  Agent 
James  C.  Barr,  Boston,  Mass.  ;  Lewis  &  Rotk  Co., 
Philadelphia.    Pa.;    The    Hawkins-Hamilton    Co.. 
Inc.,    Lynchburg,    Va. ;    Verne  W.    Shear  &  Co., 
Akron.  O. :  R.  B.  Olapp.  Los  AnKeles.  Oal. 

Northern  Electr/'c  Company 

LIMITED 
Distributors    for   Canada. 


The  Babcock  &  Wilcox  Company 

85  Liberty  Street,  New  York 

WATER  TUBE  STEAM  BOILERS 

Steam  Superheaters  Mechanical  Stokers 

Works:  BARBERTON,  OHIO— BAYONNE,  N.  J. 

BRANCH  OFFICES: 

ATLANTA,  Candler  Building.  HAVANA,  CUBA,  Calle  de  Aguiar  104  PORTLAND,  ORE.,  Spaulding  Bldg. 

BOSTON,  35  Federal  St.  HOUSTON,  TEXAS,  Southern  Pacific  Bldg.  SALT  LAKE  CITY,  705-6  Kearns  Bldg. 

CHICAGO,  Marquette  Building.  LOS  ANGELES,  I.  N.  Van  Nuys  Bldg.  SAN   FRANCISCO,  Sheldon  Bldg. 

CINCINNATI,   Traction   Building.  NEW  ORLEANS,   533  Baronne  St.  SAN  JUAN,  Porto  Rico,  Royal  Bank  Bldg. 

CLEVELAND,  New  England  Building  PHILADELPHIA,  North  American  Building.  SEATTLE,    Mutual    Life    Building 

DENVER,  435  Seventeenth  St.  PITTSBURGH,  Farmers'  Deposit  Bank  Building  TUCSON,  ARIZONA,  Sant.T  Rita  Hotel  Bldg. 


The   MODERN   WAY  of    handling 

ASHES  is  by  the  PNEUMATIC 

SYSTEM 

Write  and  let  us  tell  you  all  about  it. 

GREEN  ENGINEERING  CO. 

Ste(»r  Building  Chicaco,  III. 

Catalogue  8— GECO   Pneumatic  Ash  Hand- 


Catalogue 


-GECO   Pneumatic 
ling    Systems. 
"H"' — Green  Chain  Grate  Stokers. 


Foster  Superheaters 

Insure  uniform  superheat  at  temperature  specified 

Power  Specialty  Company 

III  Broadway,   New  York  City 


I.  T.  E. 

Circuit  BreaKers 

for  hep.vy  street  railway  work  are  the 
best  obtainable.  Write  for  New  Com- 
plete  Catalogue. 


DAISES   the   possibil- 
ity  of  efficient  stok- 
ing to  a  maximum. 

Write  for  catalog  "C." 


MURPHY  Iron   \X/o 
Detroit,     iMich.     W    U 


ORKS 
.S.A. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


43 


Repair  Shop 
Machinery 
and  Cranes 

Built  by    ' 

NILES-BEMENT-POND  CO. 

Ill  Broadway,  New  York 

Boston  Philadelphia  Pittsburgh  Chicago 

St.  Louis         Birmingham,  Ala.         London 


GET  YOUR 

MOTORS  GENERATORS 

MOTOR-GENERATORS 

ROTARIES       TRANSFORMERS 

SWITCHBOARDS 

FROM 

Allis-Chalmers  Mfg.  Co. 

Milwaukee,  Wis. 


=r 


"I '  I 'I 'I 'I' I 'r 


One  inch  of  Fatilty  Insulation  may 
destroy  yovir  coils 

to  say  nothing  of  putting  your  car  out  of 
commission. 

"  DELTABESTON  " 

Magnet  Wire 

HAS  QUALITY  IN  EVERY  INCH 

It  is  insulated  with  pure  asbestos  and  that 
is  why  it  withstands  the  high  temperatures 
inseparable  from  heavy  mptot;  loads. 
Specify  "  Deltabeston  "  in  your'  motor  coils 
and  do  away  with  costly  "burnouts."  Data 
on    request. 

D  &  W  FUSE  CO. 

Providence,  R.  I. 


71027 


A.  G.  E.  LABOR  SAVING  MACHINES 

For    Armature    Banding,    Coil    Windini;,   Taping,    Pin- 
ion Pulling,  Comnnutator  Slotting  and  Pit  Jacks,  Arnna- 
ture  Buggies  and  Armature  Removing  Machines 

Manufactured  by 

AMERICAN  GENERAL  ENGINEERING  CO. 


253  Broadway, 


New  York,  U.  S.  A. 


JACKS 


Barrett  Track  and  Car  Jacks 
Barrett  Emergency  Car  Jacks 
Duff  Ball  Bearing  Screw  Jacks 
Duff  Motor   Armature    Lifts 


The  Duff  Manufacturing  Co.,  Pittsburgh,  Pa. 


ARE  YOU  SATISFIED 

,^^^^  with  the  life  of  your  field  coils?  Could  you 
^'^^^StI  afford  to  pay  50%  more  for  coils  that  will  give 
^-■^^     you    200%    greater   life? 

Salamander  Coils  do  better  than  this 
They  are  really  Fireproof 

*  The  W.  R.  GARTON  CO.,  Chicago 


^FORDTRIBLOC 

A  Chain  Hoist  that  excels  in  every  feature,  It  has 
Planetary  Gears,  Steel  Parts,  zVi  to  I  factor  of  Safety, 
[t's  the  only  Block  that  carries  a  five-year  guarantee. 

FORD  CHAIN  BLOCK  &  MFG.  CO. 
142  Oxford  Street,  Philadelphia 


SKYLIGHTS 

Without    packing    or    filling    substance— Of    GLASS    and 
METAL    ONLY  —  ABSOLUTELY    and    PERMANENTLY 
PROOF  AGAINST   LEAKAGE.      Send    for   details. 
WE  BUILD  THEM  RIGHT. 

National  Ventilating  Co.,  339  E.  26th  St.,  New  York 


Service  and  Durability      —      The  Test  of  Economy 

AMERICAN  VULCANIZED  FIBRE 

will  meet  both  requirements  of  this  test  if  you  will 

use  it  for  Track  Insulation. 
Write  for  our   Bulletin   "For  Safeguarding  Safety 

Signal  Appliances." 
Sena  us  blue  prints  of  your  fibre  parts  and  let  us 

quote  you  prices. 
AMERICAN  VULCANIZED  FIBRE  CO.,    WILMINGTON,  DEL. 


WATER 


SOFTENING 

OR 

FILTRATION 


^ 


rOR  BOILER  FEED  AMD  ALL  INDUSTRIAL  USES 

WM.   B.   SCAIFE  &  SONS  CO.  PITTSBURGH,  PA. 


IMMEDIATE  DELIVERY  ON 

Fibre  Track  Insulation 

Order  from  our  Chicaeo  or  Elsmere  factory,  whichever  is  nearer, 
and  delivery  will  be  made  without  delay. 

Include  an  order  for  Disfico  Horn  Insulatio*  .for  repair  work. 


SSFte 


Elstnere,  Del. 


DIAMOND  STATE  FIBRE  CO. 


Chica&o,  111. 


44 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


SAFETY  FIRST 


''■;i 


Always  ready  for  use. 
Takes  both  tickets  and  cash  fares. 

CLEVELAND  FARE  BOX  CO. 

CLEVELAND,  OHIO 


The  Car  Cash  Register 


h 

DAYTON  ELECTRIC  RAILWAY  COMPANY. 
Con.  Na./O-J-NAMf .,_CUvkv4*j?<?M*?^^*^.... 
MOT.  Ne..-/6/- .N/«*E._<1/<?L.^-./?**?^^^ 

1 

[).,=     /''/->7         ,..4^  1 

rARI  BOX 

.5f,I?*r. 

rwarwM 

3CCKTS 

TICKETS 

stam  \ 

;  3  *.  9  e 

4   3  6   3  5 

0  0  0 

0   0   0 

0  0  0 

0   0   0    0 

K 

E    U    B.  3    S 

4  3  7   4   S 

0  >   s 

0   0   4 

0  2   4 

0  »  s    1 

Ih 

a  4  1.  •   1 

4    S    ■    3    4 

0   3   0 

0   0   6 

0   4   4 

119    2 

W 

4  3  >   1    0 

0  4   3 

0   1    0 

0   5  « 

I   •   4    J 

M 

2   4   t.7   6 

4    4   0)3 

0  »  0 

0   1    B 

0   7  « 

t   t   t    * 

Bl 

e  4  a,  1  9 

4   4    1    0    Z 

0   T   5 

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£  S    1.  «  2 

4   4    t    •    1 

D   8  T 

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4    4   <    4    3 

D   9   S 

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3    14     7 

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;  5  s.  *  5 

4   4    3    1     B 

1    0  3 

0  2   9 

1    5  3 

3    9    6     8 

tH 

a  3   T.  7   3 

4   4    3   S   O 

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0   3  8 

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z  s  9.  e  • 

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*^t\.ts_ 

... 

0  3  > 

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4   6    4    ID 
II 

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0tA  ^1 

tor 

1 

13 

U 

a 

« 

Trip  record  card,   %   size,  produced 

DAYTON  Computing 
Fare-Box  Recorder 

Hardly  a  retail  store  in  the  land  lacks  a  casli 
register.  The  daily  income  of  a  trolley  car 
on  a  busy  route  would  make  some  of  these 
stores  sit  up  and  take  notice.  Is  this  income 
worth  protecting? 

Write  for  our  trial  proposition. 

DAYTON  FARE  RECORDER  CO. 

Dayton,  Ohio 


The  JOHNSON  Registering 
Fare  Box 

— increases  fare  re- 
ceipts 2  to  15  per  cent. 
— is  the  fare  box  you 
can  rely  on  for  cer- 
tainty, accuracy  and 
economy. 

Johnson   Fare    Box 
Company 

Jackson  Blvd.  andRobey  St* 

CHICAGO 
30  Church  St.,  NEW  YORK 


For  Cash  Farea 


For  Cash  Fares 
and    Tickets 


For  Speed  and 
Durability 

»>     "«  r                             The  visible  feature 
t<„  V                                 and   tool  steel  dies 
'^       ▼                                  of    the    finely    fln- 
_  _,      .,    -    '                   Ished  B-V  Punches               i 
\/;_;l_I_                  make     them    Lead-             A 
V  ISlDie                  •'■■s.       Their     dura-           M 
blllfy  and  speed  of         Mk 
v^                  1                        operation        cannot       Mm 
rIinPn<»Q          **    duplicated.              /» 

BONNEY-VEHSLAGE  TOOL  CO.    1^ 

124  Chambers  St.,  New  York         \U 

Factory,  Newark,  N.  J.                           \S^ 

71695                                                                                         ^^ 

■=^= 

D   The  RAiLWKySuppLY& Curtain  Co. 


CHICAGO 

CAR  CURTAINS  &  FIXTURES 
FOR  ALL  PURPOSES 

CATALOGUE  ON   REQUEST 


INTERNATIONAL    SPECIALTIES 
TALK  FOR  THEMSELVES 

Registers  and   Register  Fittings,   Badges, 
PuiK'lies,  Bell  and  Trolley  Cord. 

THE  INTERNATIONAL  REGISTER  CO. 


15    SOUTH    THROOP    ST., 


CHICAGO 


IN  A  WORD 
THE  RAPID  READY  CHANGE  CARRIER 


25  -  10  -  5  -     I  or  5 


enables  conductors  to  give  change 
quickly.  Passengers  can  pass  into 
car  immediately — Prevents  crowded 
platforms — Shortens  time  at  car 
stops.  Just  what  you  need.  Price, 
$1.75. 

CHAS.  F.  ETTER 
904  N.  2nd  St..  Harrisburgt,  Pa. 


Company 


Direct 

Automatic 

Registration 

By  the 

Passenger 

Rooke  Anlomalic 
Register  Co. 

Pniviclenre.  K.   I. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


45 


It  is  Remarkable 


Specify  "Globe'* 


how  little  it  need 
cost  you  to  let 
your  passengers 
breathe  in  a 
Globe  "Clean- Air" 
Car.  The  "Globe" 
exhausts  the  air 
with  almiast  fan- 
like velocity. 


GLOBE  VENTILATOR  CO.,  Troy,  N.  Y. 


PANTASOTE 

The  National  Standard 
for  Car  Curtains  and 
Car  Upholsteiy 

AGASOTE  HEADLINING 

The  only  headlining  made  in  one  solid  piece.     Will  not 
separate,  warp  or  blister.    Waterproof  and  homogeneous. 

The  Pantasote  Company 

11  Broadway,  New  York  People's  Gas  Bldg.,  Chicago,  III. 

797  Monadnock  Bldg.,  San  Francisco,  Cal. 


Mailed  Gratis  on  Request 


Every  Railway  Manager,  Electrical  Engineer, 
Master  Mechanic,  Purchasing  Agent,  Superin- 
tendent of  Motive  Power,  Master  Car  Builder 
■should  have  these  booklets.  They  point  out  the 
most  efficient  methods  and  apparatus  for  heat 
control   and  ventilation  of  cars. 

Railway  Utility  Co. 


21  W.  Fulton  Street 
CHICAGO 


Eastern  Office 
1328  Broadway,  New  York 


Tested  on  the  largest  steam  and  electric  roads 


Bayonne  Car  Roofing  on  Car  of  Pacific  Electric  Railway,  Los  Angeles,  Cal. 


BAYONNE  CAR 
ROOFING 


For  over  eight  years  Bayonne 
Car  Roofing  has  been  giving  satis- 
faction. It  is  used  on  many  of  the 
largest  steam  and  electric  roads, 
which  iiave  adopted  it  after  severe 
tests. 

The  disintegrating  elements  of  alt 
weathers  attack  in  vain  this  specially 
waterproofed   material. 

SPECIFY  Bayonne  Car  Roofing 
for  your  new  Cars — USE  it  when 
remodelling.  We  will  gladly  send 
samnles  and  prices.  Write  for  Price 
List  J-40. 


John  Boyle  &  Co.,  Inc., 


112-114  Duane  Street— 70-72  Reade  Street,  New  York  City 
Branch  House,  202-204  Market  Street,  St.  Louis 


Heating  and  ventilating  your  cars  is  the  problem  to- 
day. Let  us  show  you  how  to  do  both  with  one  equip- 
ment. \ow  ii  the  time  to  consider  this  change  before 
you  start  your  cars  through  the  shops  for  overhauling. 
Kill  two  birds  with  one  stone. 

THE  PETER  SMITH  HEATER  COMPANY 

I7.')9  Mt.  KlUott  Ave.,  Detroit.  Mich. 


PROVIDENCE      H-B 


FENDERS 


LIFE  GUARDS 


The  Consolidated  Car  Fender  Co.,  Providence,  R.  I. 

Manufaclurtrs  of  The  Providence  Fender  and  H-B  Life  Guard 
Wendell  &  MacDuffie  Co.,  61  Broadway,  New  York 


i.eiieral  Sales  Ajfents 


Ventilation— Sanitation— Economy— Safety 

All  Com  bined  in 

THE  COOPER  FORGED  VENTILATION  HOT  AIR  HEATER 

Patented  September  30,  1913.  Atk  for  the  lull  ttory. 

We  Also  Manufacture  Pressed  Steel  Hot  Water  Heaters 
THE  COOPER  HEATER  CO.,  CARLISLE,  PA. 


The  Eclipse  Railway  Supply  Co. 
CLEVELAND,  OHIO 

Manufacturers  of  the 

ECLIPSE  LIFE  GUARD  ECLIPSE  WHEELGUARD 

ECLIPSE  TROLLEY  RETRIEVER  ACME  FENDER 


46 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


FOR  SALE 

10 — 42'    Kuhlman     Interurban    Cars,    Baldwin    Trucks,    4 

West.   121    Motors. 
30— Brill   20'    Closed    Cars,    G.E.    1000    Motors,    Brill   21-E 
Trucks. 

2 — Jackson  and  Sharp  18'   Bar  Bodies. 
20 — Jones  20'  Closed  Cars,  G.E.  52  Motors,  Bertils  Trucks. 
10 — Wason  10  Bench  Open  Cars,  G.E.  1000  Motors,   Bemis 
Trucks. 

&— Brill    10    Bench    Open    Cars,    West.    12A    Motors,    Brill 
21 E  Trucks. 

8 — Brill  14  Bench  Open  Cars,  West.  56  Motors,  Brill  22- E 
Trucks. 

4 — Brill  30'  Express  Cars,  Brill  22- E  Trucks. 

9 — Brill  30'   Express  Cars  complete,  4   G.E.   1000   motors, 
AA-1  Air  Brakes,  Brill  27-G  Trucks. 

8 — Brill    22'    Closed    Cars,    West.    68    Motors,    Peckham 
Trucks. 

1 — Jackson  and  Sharp  20'  Car  Body. 
20— G.E.  80  Railway  Motors  complete. 
12 — G.E.  54  Railway   Motors  complete. 
60 — G.E.  1000  Railway   Motors  complete. 
60 — G.E.  800  Railway  Motors  complete. 
40 — West.   12A   Railway   Motors  complete. 
32 — West.  49  Railway  Motors  complete. 

8 — West.  38B  Railway  Motors  complete. 
10— West.  112  Railway  Motors  complete. 

4 — West.  68-C  Railway  Motors  complete. 

4 — West.  68  Railway  Motors  complete. 
12 — G.E.  73   Railway   Motors  complete. 
24 — G.E.  87  Railway  Motors  complete. 
20 — G.E.  57  Railway  Motors  complete. 

3 — West.  101 -B2  Armatures,  brand  new. 

3 — West.  93-A2  Armatures,  brand  new. 

3 — West.  93A  Armatures,  brand  new. 
22 — G.E.  80  Armatures,  brand  new. 

2 — G.E.  87  Armatures,   brand   new. 

2 — G.E.  73-C  Armatures,  brand  new. 

4 — G.E.   67  Armatures,   brand   new. 
18 — G.E.  57  Armatures  (second-hand),  two  turn. 
30 — G.E.  57  Form  A  Motor  Casings. 
22— K6  Controllers. 
44 — K11  Controllers. 
28 — K2  Controllers. 
62— K10  Controllers. 
30— K14  Controllers. 
28 — B29  Controllers. 

2 — Sets  Brill  27G  Trucks,  4'  6"  wheel  base. 

6 — Brill  21 E  Trucks,  7'  6"   and  8'  wheel   base. 
10 — Dupont  Trucks,  7'  6"  wheel  base. 

All  of  the  above  apparatus  Is  In  first  class  condition  for 
Immediate  service.      For  further  particulars  apply  to 

ft*   K«   IlijKdLllllljK     f.,U«9   lDC*9     NEW  YORK,    N.  y! 


FOR  SALE 

ONE  31- Ton 
Double  truck 
electric  •  2,000 
G.  E.  motor, 
series  multiple 
wound,  500 
volt  D.C.,  40" 
wheel,  complete 
with  Westing- 
liouse   air. 


HOBOKEN  MANUFACTURERS'  R.  R. 

HOBOKEN,  NEW  JERSEY 


CO. 


CARS 

FOR 

SALE 

OPEN  and  CLOSED 
MOTOR  and  TRAIL 

Write   for   P 

ice  and   Full   Partic 

ulars  to 

ELECTRIC 

Commonwealth  Bldg. 

EQUIPMENT    CO.       11 

Philadelphia,  Pa.          | 

COMPLETE  ARMATURES   FOR  SALE 

FOR     ALL     THE     STANDARD 
STREET    RAILWAY    MOTORS 

GET  OUR  PRICE  WE  CAN  SAVE  YOU  MONEY 

America**  Greatest  Repair  Works 

CLEVELAND    ARMATURE   WORKS,   Cleveland,   0. 


FRANK  MAC  GOVERN 

President  and  General  Manager 


JOHN  MAYER,  JR. 

Vice-President  and  Treasurer 


MAC  GOVERN  AND  COMPANY,  INC. 

114  LIBERTY  ST.,*NEW  YORK  CITY,  Phone,  3375  Rector 


iiuiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiimiiiiiiiiiiinniiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiii 


ROTARY    CONVERTERS 
25   Cycle 

2 — 400  KW..    General    Elertric,    type    TO,    3    phase,    25    cycle,    550 

Tolt.    .'■jOO  RP.M. 
1 — 300  KW.,    Allis   Chalmers.    3   phase,    25    cycle,    6.">0   volt    D.C., 

462  amp.,  4.',0  volt  A.C.,  6  pole,  compound  wound,  500  RPM. 
1 — 200  KW..    General    Electric,    type    TC.     3    phase,    25    cycle,    i 

pole.    550  volt.    W4   amp..    750  RPM. 
1 — 200  KW.,  General  Electric,  type  TC,  3  phase,  25  cycle,  4  pole, 

550  volt,   304  amp.,   750  RPM. 

60   Cycle 

2 — 1000    KW.,    General    Electric,    type    TC.    form    P,    6    phase,    60 

cycle    20  pole.   600  Tolt  DC,    1067  amp..   360  RPM. 
2 — 500  KW.,  General  Electric,  type  IIC.  form  P.  6  phase,  60  cycle, 

12  pole.    675  volt.   870   amp.,   compd.   wound,   600   RPM. 
1 — 300  KW.,    Westinghouse,    3   iibase,    00  cycle,    600   volt   DC,   500 

amp..    370   volt   AC.    000    RPM. 
2 — 200  KW..   Westinghouse.    3   phase,   60   cycle.    550  TOlt  'DC,    364 

amn.,  10  pole,  compd.  wound.  720  RPM. 
2 — 200  KW.,    General    Electric,    type    TC    form    M.    3    phase,    60 

cycle,    4   pole,   fiOO  volt   DC,    360  volt   AC.   750   RPM, 
1 — 200  KW.,    Westinghouse,    3   phase,    00  cycle,    600  volt  DC,    900 

RPM. 
1 — 100  KW.,    General    Electric,    type   TO,    form    A.    6   pole,    shunt 

wound,   B50  volt,   182  amp,,   340  volt  AC,   1200  RPM, 

2."5    CYCLE    MOTOR-GEXERATOR    SET 

1 — 500  KW..  Westinghouse,  575  volt.  8  pole  railway  generator 
direct  connected  to  670  IIP.  Westinghouse  synchronous 
motor,  3  phase,  25  cycle,  11,000-8,flOO-2,300  volts.  375 
RPM.,  revolving  field  type,  complete  with  direct  connected 
AC  starting  motor  and  DC  exciter,  also  AC,  and  DC. 
Instruments, 


niRECT    CONNECTED     DIRECT     CURRENT    UNITS 
BOO    VOLTS 

1 — 800  KW..  General  Electric,  12  pole,  90  RPM.,  dir.  conn,  to 
24"&48"x48"    Knowlsou    &    Kelly    cross    compound    engine. 

1 — 800  KW..  Westinghouse,  600  volt,  145.i  amp,,  10  pole,  90 
RPM,,  dIr,  conn,  to  26"&50"x48"  Cooper  c.c.  heavy  duty 
engine. 

1 — 500  KW.,  General  Electric,  575  volt,  10  pole.  100  RPM,,  dlr, 
conn,  to  20"&36"x42"  Pennsylvania  horlz.  cross  compd. 
engine. 

2—400  KW.,  Ft.  Wayne,  600  volt,  type  E,  125  RPM.,  direct  con- 
nected   to    16"&30"x42"    Hamilton    cross    compound    engine. 

1 — 300  KW.,  General  Electric.  MP-6,  5.-0  volt,  100  RPM..  dlr. 
conn,   to  16"&30"x42"  Hamilton  Corliss  horlz.  tandem  engine. 

CARS— OPEN 

4 — Brill   15-bench,  with  Brill  trucks,  Westg.  air  brakes,  motors  to 
suit. 
25 — Brill   14-l(ench.    with   Brill   22-E   trucks.    Westg.   air  brakes, 
20 — 12-liench    with    Brill    22E    trucks,    Westg,    air    brakes,    Weste, 

No,    56    motors. 
30 — Brill   14bench,   Brlil  27-F  trucks,   Westg,  air  brakes,  4  Westg. 
No.    68    motors, 
8 — Brill    14-lK'nch    trailers.    Brill    trucks,    double   steps. 
3 — l.'l-beneh    bodies    only,    bulkhead    type, 
25 — Brill   &  Jones   10-hench,   Brill   21-E   trucks,    motors  to  suit. 


20- 


CARS— SEMI-rONVERTIHI.E 

-Brill.   28'   bodies.    G.    E.    No.    57  motors.    Brill   270   trucks. 


20 — Brill,   28'   bodies.   Westg,   No.   56  motors.   Brill  22-E  trucks. 
2.5 — Brill    &    Jones,    20'    bodies.    Brill,    Bemls    or    Peckham    single 

trucks,    motors    to    suit. 
Also  Trailer  and   Inter-Urbnn   cars.     Details  sent  nn  request. 

Write  for  our  complete  catalog.  Please  send  us  details  of  any- 
thing you  desire  to  bu,v  or  sell  In  the  way  of  generators,  motors, 
generating    sets,    rotarles,    transformers,    engines,    etc. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


47 


60  Cycle,  Rotary  Converters 

2— General  j:lectric  1000  K.W.,  COO  T..  300  R.P.M.,  type  "liC,"  comp. 
wound,  6  phase.  Complete  with  air  cooled  2300  v.  trans.,  react- 
ances and  panels. 

2— General  Electric  500  K.W.,  575  volt,  600  R.P.M.,  type  "H.C," 
comp.  wound,  6  phase.  Complete  with  air  cooled  trans.,  2300  v. 
reactances  and  panels. 

1 — 300  K.W.  Westinghouse.  600  volt  D.C.,  370  volt  A.C.,  600  R.P.M. 
with  oil  cooled  G.E.   trans.    11,000  v.    primary. 

1 — 200  K.W.  Westinghouse,  600  volt  D.C.,   370  Tolt  A.C.,   720  R.P.M. 

Also  following   transformers : 

3 — 125   K.W.    G.E.    2400   volts   prim.,   370   volts  sec. 

6 — 7.T    K.W.    Ft.    Wa.vne,    10.000-9000-185-370   y. 

3— -175  K.W.    Stanley,   10,000-2300  volts. 

25  Cycle,  Rotary  Converters 

1 — 600  K.W.  General  Electric.  3  phase,  25  cycle,  600  volt  D.C.,  370 
volt  A.C.,   375   R.P.M. 


2 — 300  K.W.   Genl.  Elect.,   3  ph.,  25  cycle.   7.50  R.P.M.,  600  volts. 
1—250  K.W.   Genl.   Elect.,   3  ph.,   25  cycle,   500  R.P.M.,   600  volts. 
Can  also  furnish  transformers — all  voltages. 

Railway  Car  Equipment 

8 — 75    H.P.    Westlnsrhonne,    112    Railway    Motorn,    600 

volts,  newly  rewound  armatures,  full  commutators,  rebuilt  entirely. 
Will  be  sold  fully  guaranteed,  upon  any  reasonable  terms  of  pay- 
ment. 

12— G.E.  67  Motors,  .50  H.P.  Each. 

16 — G.E.  67  Motors,  40  H.P.  Each. 

20 — G.E.  201   Motors.  65  H.P.   Each. 

Booster  Set 

Generator — West'gh'se  70   K.W.,  350  volt,   200  amp.   series   wound. 
Motor—West'gh'se  105  H.P.,  575  volt.  950  B.P.M.,  type  "SA"  shunt 
wound. 

Complete  with  coupling  and  panel. 


ARCHER  &  BALDWIN,  114  Liberty  Street 


ROOM  302 
'Phone  Rector  4337-4338 
SEND  FOR  CATALOG— JUST  OUT 
ENGINES— BOILERS— MOTORS— CONDENSERS— ETC. 


New  York 


FOR  SALE 

We  offer  the  following  equipment  for  immediate  delivery,    .  o.  b.  Charlottesville,  Va. 


Price. 

-200  H.  P.  Coatesville  Return  Tubular  Boiler,  complete, 
with  front  and  fittings $250.00 

-150  H'.  P.  Coatesville  Return  Tubular  Boiler,  complete, 
with  front  and  fittings 200.00 

-500  H.  P.  American  Feed  Water  Heater,  made  by  Whit- 
lock   Coir  Pipe   Co 150.00 

-  60"  Buffalo   Forge   Fan,  23x22"  openings 25.00 

-100  K.  W.  General  Electric  550-voIt  D.  C.  Type  M.  P. 
600  R.  P.   M.  Generator  with  panel 

-150  K.  W.  General  Electric  550-volt  D.   C.  Type  C.  L. 
B.  525  R,  P.  M.  Generators  with  panels,  each 

-150  K.  W.  General  Electric,  Form  P,  2300-volt,  3-phase, 
60-cycle  Alternators,   each,  with   panels 


500.00 


600.00 


800.00 


500-volt   D.    C.   Motors  with  Pulleys,   Bases  and   Starting   Boxes, 

Price. 
1 — 40  H.  P.  950  R.  P.  M.  Westinghouse,  shunt  wound.  .  .$200.00 

1— 30  H.   P.  675    K,  P.   M.  Westinghouse,  Type  S 200.00 

1—25  H'.  P.  875  R.  P.  M.  General  Electric,  D.  L.  C.  Type.   200.00 
1—20  H.  P.  925  R.  P.  M.  General  Electric,  D.  L.  C.  Type.    175.00 

1— 20  H.  P.   1040  R.  P.   M.  Westinghouse,  Type  S 150.00 

1  — 15H.  P.  925  R.  P.  M.  G.  E 125.00 

2— lOH.  P.  1400  R.  P.  M.  G.  E.,  each 100.00 

1—10  H.  P.  950  R.  P.  M.  Westinghouse lOO.OO 

3—  5  IT.  P.   1200  R.  P.  M.,  each 50.00 

220-volt  Direct-Current  Motors,  starting  boxes  and  pulleys.     45.00 

1—  7"^  H.  P.  1400  R.  P.  M.  Kester 45.00 

1—  3  H.  P.  1500  R.  P.  M.  General  Electric 35.00 

We  also  have  a  number  of  smaller  220-voU  D.  C.  motors, 
vacuum  cleaners,  meters,  fans,  ceiling  and  desk,  massaging  ma- 
chines,  etc.       Write   us. 


CHARLOTTESVILLE  &  ALBEMARLE  RAILWAY  COMPANY,  Charlottesville,  Va. 


POSITIONS  WANTED 


CAR  painter — A  competent  and  thoroughly  all 
around  mechanic,  who  is  desirous  of  making 
a  change  wants  position.  Best  of  experience, 
good  worker,  efficient  in  handlinR  men,  or 
will  work  under  good  foreman,  desirous  of 
making  change.  .  Can  give  good  recommenda- 
tion from  past  and  present  employers.  Box 
678,   Elec.   Ry.  Jour. 

COMPKTENT  storekeeper  and  shop  account- 
ant desires  change.  Over  10  years'  experi- 
ence in  ahove  positions  with  large  western 
interurban  line.     Box  719,  Elec.  Ry.  Jour. 

ELECTRICAL  engineer  and  superintendent, 
technical  graduate,  with  13  years'  practical 
experience,  engineering,  construction  and 
operation;  railway,  lighting  and  power  sys- 
tems. Now  with  large  company,  desires 
change.  Al  references.  Box  692,  Elec.  Ry. 
Jour. 

EXPERIENCED  man  open  for  engagement  as 
general  superintendent  or  master  mechanic; 
many  years*  experience  all  branches;  Al 
references.     Box  700,  Elec.  Ry.  Jour. 


MASTER    mechanic    open    for    immediate    en- 
gagement.    Long  experience,  reliable  and  un- 
questioned ability.      Best  references.      Would  v 
also     consider     position     of     superintendent. 
Box  712,  Elec.   Ry.  Jour. 

POSITION  wanted  by  a  man  who  has  had 
18  years'  experience  as  superintendent  and 
roadmasfer  and  constructing  street  car  lines. 
Best  references.     Box  713,  Elec.   Ry.  Jour. 

POSITION  wanted  by  constructioii  man  on 
railway  equipment.  Efficient  wireman  or 
pipefitter.  Can  take  charge.  Best  refer- 
ences.    Address  Box  718,  Elec.   Ry.  Jour. 


POSITIONS  WANTED 


SUPERINTENDENT  equipment  or  master  me- 
chanic open  for  a  position ;  20  years'  ex- 
perience; can  furnish  the  best  of  references. 
VVoukl  consider  position  of  general  super- 
intendent of  small  property.  Box  711,  Elec. 
Ky.   Jour. 

SUPERINTENDENT  of  equipment  or  master 
mechanic  desires  position.  At  present  in 
charge  of  a  first  class  road  but  desires  to 
change.  Have  had  18  years'  experience  on 
citv  elevated  and  high  speed  interurban. 
Good  organizer  and  equipment  manager, 
thoroughly  up  to  date  on  all  types  of  equip- 
ment. Best  of  references.  Box  661,  Elec. 
Ry.   Jour. 

TECHNICAL      university      graduate.  Eight 

years  in  railway  equipment  work,  car  build- 
mg  and  cost  estimating.  Wants  respon- 
sible  position   with    railroad    executive.      Em- 

.  ployetf  now.  References.  Box  717,  Elec. 
Ry.  Jour. 

TECHNICAL  graduate,  age  24,  desires  posi- 
tion as  assistant  to  railway  superintendent 
or  master  mechanic.  One  year  experience 
with  large  electrical  manufacturing  concern. 
At  present  employed  in  railway  maintenance 
department.  Al  references.  Box  720,  Elec. 
Ry.  Jour. 

WANTED — By  a  thoroughly  competent  Italian, 
position  as  track  foreman;  twenty  years'  ex- 
perience all  kinds  of  special  and  track  work. 
Can  furnish  Al  reference.  Box  716,  Elec. 
Ry.    Jour. 

WANTED — By  a  thoroughly  up-to-date,  reliable 
and  competent  man,  40  years  of  age,  experi- 
enced in  all  branches  of  railway  operation 
and  maintenance,  position  as  superintendent 
or  superintendent  of  equipment.  Best  of 
references^  pa?'*  and  present.  Correspond- 
ence solicited  concerning  any  good  opening. 
Box    697,    Elec.    Ry.    Jour. 


BUSINESS  OPPORTUNITIES 


Recently  Patented 

Successful  readjusting  member  for  car  brakes. 
In  use  for  the  past  eight  months  and  proved 
successful.  Want  to  sell  United  States 
patent  or  will  sell  company  rights  to  street 
railv.ay  companies.  Will  market  at  a  big 
profit.  Send  for  specification.  Amel  B. 
Broluska,   466   Fairview   Ave.,  Detroit,   Mich. 


FOR  SALE 


Steel  Dump  Cars 

STANDARD  GAGE 

16—4  Yard  Rocker  Type 
Absolutely  First-Class 

BIG  BARGAIN 


HAVE  MANY   OTHER  BARGAINS 


FOR  SALE 

AT  BARGAIN  PRICES— One  120  KW,  West- 
inghouse, 133  Cycle  Single  Phase  Alternator. 
One  200  KW,  Westinghouse,  133  Cycle 
Single  Phase  Alternator.  One  300  KW, 
fleneral  Electric,  133  Cycle  Single  Phase 
Alternator.  Address  "H.  F.  W..  Jr.,"  309 
Colby-Abbot   Bldg.,   Milwaukee,  Wis. 


48 


(Accountants  to  Conduits) 


[March  27,  1915 


READY-REFERENCE    INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Over  300  different  products  are  here  listed. 

The  Alphabetical  Index  (see  eighth  page  following) 
gives  the  page  number  of  each  advertisement. 

As  far  as  possible  advertisements  are  so  arranged 
that  those  relating  to  the  same  kind  of  equipment  or 
apparatus  will  be  found  together. 


This  ready-reference  index  is  up  to  date,  changes 
being  made  each  week. 

If  you  don't  find  listed  in  these  pages  any  product 
of  which  you  desire  the  name  of  the  maker,  write  or 
wire  Electric  Railway  Journal,  and  we  will  promptly 
furnish  the  information. 


Accountants. 

Greims   Corporation,    H.    E. 

Acetylene    Service. 
Prest-O-lJte  Co.,   Inc.,  The. 

Advertising,   Street  Car. 

Collier,   Inc.,   Barron  G. 

■Alloys  and  Bearing  Metals. 
(See  Bearings  and  Bearing 
Metals.) 

Anchors,   Guy. 

Garten   Co.,    W.    R. 
Johns-Manville   Co.,   H.   W. 
Ohio  Brass  Co. 
Western  Electric  Co. 
Westinghouse   Elec.    &   M.   Co. 

Automobiles  and    Busses. 
Brill  Co..  The  J.  G. 

Axle    Stralghteners. 

Columbia    M.    W.    &   M.   I.    Co. 

Axles. 

Brill  Co.,  The  J.  G. 

Cambria  Steel  Co. 

Cincinnati  Car  Co. 

National   Tube   Co. 

Niles  Car  &  Mfg.  Co. 

Standard   Motor   Truck   Co. 

Standard    Steel  Works   Co. 
*    U.   S.  Metal  &   Mfg.   Co. 

Westinghouse  Elec.   &  M.   Co. 

Babbitting  Devices. 
American  General  Eng'g  Co. 
Columbia    M.    AV.    &    M.   I.    Co. 

Badges  and    Buttons. 
Internatirnal    Register    Co. 
Western  Electric  Co. 

Bankers    and    Brokers 
Halsey  &  Co..   N.  W. 

Batteries,  Dry. 
Johns-Manville  Co.,   H.   W. 
Protective   Signal  Mfg.   Co. 
Western  Electric  Co. 

Batteries,  Storage. 

Electric  Storage  Battery  Co. 
Esterline   <,'o. 
Western  Electric  Co. 

Bearings  and   Bearing   Metals. 
.American    General    Eng'g    Co. 
Columbia   M.    W.    &   M.    I.    Co. 
General    Electric    Co. 
Long  Co..   E.   G. 
More-.Tones  Brass  &  Metal  Co. 

Bearings,    Roller    and    Ball. 
Railway  Roller  Hearing  Co, 

Bells   and    Gongs. 
Brill  Co.,  The  J.  G. 
Electric    Service    Supplies    Co. 
Ohio    Signal    Co. 
Protective   Signal   Mfg.   Co. 
Reiter.   G.   C. 
Western  Electric  Co. 

Benders,    Rail. 
.N'iles-l5ement-Pond   Co. 


Blowers. 

GenTal   Electric   Co. 
Westinghouse   Elec.    &   M.   Co. 

Blow  Torches  for  Soldering  and 
Brazing. 
Prest-O-Lite  Co..   Inc.,  The. 

Boiler   Cleaning    Compounds. 
Dearborn   Chemical   Co. 
Johns-Manville  Co.,   H.  W. 


Boiler  Coverlncu, 

Johns-Manville 


Co.,   H.   W. 


Boiler  Graphite. 
Dixon  Crucible  Co.,  Jos. 

Boiler   Tubes. 
National  Tube  Co. 

Boilers. 
Babcock  &  Wilcox  Co. 

Bond    Clips. 

Electric    Railway    Imp.    Co. 

Bond  Testers. 

Amei'ican  Steel  &  Wire  Co. 
Roller- Smith   Co. 

Bonding  Apparatus. 

Prest-O-Ute   Co.,   Inc.,   The. 

Bonding  Tools. 

American  Steel  &  Wire  Co. 
Electric    Railway    Imp.    Co. 
Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 
Prest-O-Lite  Co.,   Inc.,   The. 

Bonds,    Rail. 
American   Steel   &  Wire   Co. 
Electric    Railway    Imp.    Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General    Electric    Co. 
Johns-Manville  Co.,   H.   W. 
Ohio  Brass  Co. 

Roebling's    Sons    Co.,    John    .\. 
Western  Electric  Co. 

Book  Publishers. 
McGraw-Hill  Book   Co..   Inc. 


Boring   Tools,   Car   Wheel. 
Niles-Bement-Pond  Co. 


Braces,   Rail. 

Kilby  Frog  &   Switch  Co. 
Weir  Frog  Co. 

Brackets  and  Cross  Arms.    (See 
also    Poles,    Ties,    Posts,    Pil- 
ing and   Lumber.) 

Electric  Service  Supplies  Co. 
Lindsley  bros.  Co. 
Ohio  Brass  Co. 
Western   Electric  Co. 


Brake   Adjusters. 

Sauvage-Ward  Brake  Co.,  Inc. 


Brake  Shoes. 
American  Brake  S.  &  Fdy.  Co. 
Barbour-Stockwell  Co. 
Brill  Co..  The  J.  G. 
Columbia   M.    W.    &   M.    I.    Co. 
Long  Co.,   E.   G. 

Brakes,      Brake      Systems      and 
Brake   Parts. 
Allis-Chalmers    Mfg.    Co. 
Andeison   Brake   Adjuster   Co. 
Brill  Co.,  The  J.  G. 
Columbia   M.    W.    &   M.   I.    Co. 
General    Electric    Co. 
Long    Co.,    E.    G. 
McGulre-Cummings    Mfg.    Co. 
National  Brake  Co. 
U.  S.  Metal  &  Mfg.  Co. 
Westinghouse    Air    Brake    Co. 

Brazing.     (See    Welding.) 

Brooms,  Track,  Steel  or  Rattan. 
Western  Electric  Co. 

Brushes,    Carbon. 
Dixon  Crucible  Co.,  Jos. 
General    Electric    Co. 
Jeandron,   W.    J. 
LeCarbone  Co. 
Morgan  Crucible  Co. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M,  Co. 


Bumpers,   Car   Seat. 

Elastic    Tip    Co. 
Electric    Service    Supplies    Co. 
Imperial   Rubber  Co. 
Massachusetts  Chemical  Co. 
Walpole  Tire   &   Rubber  Co. 


Bunting. 
Boyle   &    Co., 


Inc.,   John. 


Bushings,    Fibre. 

Diamond   State   Fibre  Co. 

Bushings,    Rubber. 
Imperial    Rubber    Co. 


Buttons.        (See 
Buttons.) 


Badges      and 


Cables.    (See  Wires  and  Cables.) 

Carbon  Brushes.  (See  Brushes, 
Carbon.) 

Car  Equipment.  (For  Fenders, 
Heaters,  Registers,  Wheels, 
etc.j   see   those    Headings.) 

Car  Trimmings.  (For  Curtains, 
Doors,  Seats,  etc.,  see  those 
Headings.) 

Cars,     Passenger,     Freight,     Ex- 
press,  etc. 
American   Car   Co. 
Brill  Co.,  The  J.  G. 
Cambria  Steel  Co. 
Cincinnati   Car   Co. 
Jewett  Car  Co. 
Kuhlman  Car  Co..   G. 
Niles  Car  &  Mfg.  Co. 
Wason  Mfg.   Co. 

Cars,   Prepayment. 

Prepayment   Car   Sales   Co. 

Cars,  Self-Propelled. 

Electric  Storage  Battery  Co. 
General  Electric   Co. 

Castings,    Composition    or    Cop- 
per. 
.Anderson   M.    Co.,    A.    &  J.   M. 

Castings,   Gray    Iron    and    Steel. 

American    B.    S.    &    Fdry.    Co. 

American    General    Eng'g    Co. 

Columbia   M.    W,    &    M.    I.    Co. 

Falk  Co. 

Long  Co.,  E.  G. 

St.  Louis  Steel  Fdry.  Co. 

Standard    Steel   Works   Co. 

Union    Spring    &    Mfg.    Co. 

Castings,    Malleable   and    Brass. 
American  B.  S.  &  Fdry.   Co. 
American    General    Eng'g    Co. 
Long  Co..    E.   G. 

Catchers    and    Retrievers, 
Trolley. 
Eclipse   Railway   Supply  Co. 
Electric  Service  Supplies  Co. 
Long  Co.,  E.  G. 
Ohio  Brass  Co. 

Wasson    Eng'g   &    Supply   Co. 
Wood  Co.,  C.  N. 


Celling,  Car. 
Pantasote  Co. 


Change  Carriers. 

Etter.  Chas.  F. 


Cheese  Cloth. 

Boyle  &  Co.,   Inc.,  John. 


Circuit    Breakers. 

Cutter    Electrical    &    Mfg.    Co. 
Garton  Co..  W.  R. 
General   Electric  Co. 
Western   Electrtc  Co. 
Westinghouse  Elec.   &  M.  Co. 


Clamps  and  Connectors,  for 
Wires    and    Cables. 

American    General    Eng'g    Co. 

Anderson   M.    Co.,   A.    &  J.   M. 

Electrical  Engineers  Equip- 
ment Co, 

Electric  Service  Supplies  Co. 

Genera'   Electric  Co. 

Klein  &  Sons,  M. 

Ohio  Brass  Co. 

Western  Electric  Co. 

Westinghouse   Elec.    &  M.   Co. 

Cleaners  and  Scrapers,  Track. 
(See  also  Snow-Plows, 
Sweepers    and    Brooms.) 

Brill  Co.,  The  J.  G. 

Cincinnati    Car    Co. 

Ohio  Brass  Co. 

Van  Dorn  &  Dutton  Co. 

Western  Electric  Co. 


Cleats,  Car  Wiring. 
General    Electric    Co. 

Clusters    and    Sockets. 

General    Electric    Co. 

Coal   and    Ash    Handling. 

(See  Conveying  and  Hoisting 
Machinery.) 

Coll  Banding  and  Winding  Ma- 
chines. 
American  General  Eng'g  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric  Service  Supplies  Co. 
Garton  Co.,  W.  R. 
Western   Electric  Co. 

Coils,  Armature  and  Field. 
Cleveland   Armature    Works. 
Columbia   M.    W.    &    M.   I.    Co. 
D  &  W  Fuse  Co. 
General    Electric    Co. 
Roebling's   Sons   Co.,    J,    A. 
Western   Electric  Co. 
Westinghouse   Elec.    &  M.   Co. 

Colls,    Choke   and    Kicking. 

Electric    Service    Supplies    Co. 
General  Electric  Co. 
Westingiiouse   Elec.   &   M.   Co. 

Coin-Counting    Machines. 
International  Register  Co. 
Johnson  Fare  Box  Co. 

Commutator  Siotters. 

.American    General    Eng'g    Co. 
General   Electric  Co. 
Westinghouse  Elec.    &   M.   Co. 
Wood   Co..   Chas.    N. 

Commutator  Truing   Devices. 
American    General    Eng'g    Co. 
General  Electric  Co. 
Western  Electric  Co. 


Commutators  or  Parts. 

American    General    Eng'g    Co. 
Cleveland    Armature  Works. 
Columbia   M.    W.   &   M.    I.    Co. 
Garton  Co.,  W.   R. 
General  Electric  Co. 
Long  Co..   E.   G. 
Westinghouse   Elec.   &    M.   Co. 

Compressors,   Air. 
Allis-Clialmers  Mfg.  Co. 
Curtis  &  Co.  Mfg.  Co. 
Geneial  Electric  Co. 
Westinghouse  Trac.   Br.   Co. 

Condensers. 

.Mlis-Clialmers  Mfg.  Co. 
(iiuiral   Electric   Co. 
We.stingliouse   Machine  Co. 


Conduits.  Flexible. 
Fibre   Conduit   Co. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


49 


Le  Carbone 

— the  always  Uniform 
always  Efficient  carbon 
brush. 

W.  J.  Jeandron 

173  Fulton  St..     New  York 


The  Highest  Development 

In  Very  Small  Indicating  Instruments 
for  Direct  Current 

is  marked  by  the 


MODBL.    280,    Slnacle 

RanKe     Portable 

Voltmeter 

(One-quarter  Site.) 


Miniature 

Precision    Instruments 

PORTABLE 

Volt-Meters,        MllUvoltmeter*. 

Volt-AmmeterH.      AmmeterB, 

Mil-AmmeterB 

are  suDpHed  In  single,  double  and 
triple  ranges,  the  Triple  Range 
Volt-Ammeter  comprising  six  in- 
struments In  one.  This  group  also 
Includes      BATTERY      TESTERS. 

SWITCHBOARD 
Voltmeters,      Volt-Amme- 
ters,   Ammeters,   Mil- 
Ammeters 

This  new  line  of  instruments  rep- 
resents the  finest  development  of 
small  size  pivoted  moving  coll. 
permanent  magnet  type .  of  in- 
struments. 

They  embody  characteristics  which 
have  made  the  well-known  Wes- 
ton Standard  famous  throughout 
the    world.      They    are    accurate. 

dead  beat  and  extremely  sensitive. 

They  may  be  left  continuously  in  circuit  at  full  load  and  are 

shielded  against  external  electrical  and  magnetic  influences. 

They  are  substantially  constructed  and  have   the  longest  scale 

ever  provided  in  instruments  of  similar  size. 

The  prices  are  surprisingly  low  for  instruments  of  such  quality. 

The  several  models  and  ranges  offer  a  selection  from  over  300 

different  combinations.     They  are  listed  In  BULLETIN  NO.  8. 

WHICH  WILL  BE  MAILED   DPON   REQUEST. 

Weston  Electrical   Instrument   Co.,  Newark,  N.  J. 


MODEL  267,  Swltcb- 
board    Ammeter. 

(One-quarter  Size.) 


New  Tork 
Chicago 
Philadelphia 
Boston 


St.    Louis 

Denver 

San  Francisco 


Detroit 
Cleveland 
Buffalo 
Atlanta 


Richmond 

Toronto 

Montreal 


Wlnnipec 
Vancouver 
Berlin 
London 


Buckeye  Emergency 
Jack  No.  239 


An  extra  powerful  and  handy 
Jack    for   extra    difficult    jobs. 

Forged  Parts  are 
Special  Heat  Treated 

This     Jack     can     be     worked 

from  many  angles  to  load,  yet 
full  lifting  power  is  available 
from  any  position.  Write  for 
catalog,  details  and  price. 

The  Buckeye  Mfg.  Co. 

Alliance,  Ohio 


LONGWEAR  BUSHINGS 


Hardened 

Steel 
Accurate 
Uniform 


Dimensions 
Exactly 
as 
'.  You  Specify 


50  Church  Street  New  York 


50 


(Conduits  to  Inspection) 


[March  27,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Conduits,    Underground. 
Fibre  Conduit  Co. 
Johns-Manville  .Co.,   H.  W. 
Western   Electric   Co. 

Controller  Regulators. 

Klectric    Service    Supplies    Co. 

Controllers  or  Parts. 

AUis-Chalmeis  Mfg.   Co. 
American    General    Eng'g    Co. 
Columbia   M.    W.   &   M.   I.    Co. 
Electric    Service    Supplies    Co. 
General   Electric  Co. 
Johns-Manville  Co.,  H.  W. 
Kerschner  Co.,  Inc.,  W.   H. 
Westinghouse  Elec.   &  M.  Co. 

Controlling  Systeins. 
General   Electric   Co. 
Westinghouse  Elec.   &  M.   Co. 

Converters,    Rotary. 

Allis-Chalmers  Mfg.  Co. 
General  Electric  Co. 
Western  Electricr-Co. 
Westinghouse  Elec.   &  M.   Co. 

Conveying     and      Hoisting      Ma- 
chinery. 
Green   Eng'g  Co. 

Cord,     Bell,     Trolley,     Register, 
etc. 
Brill  Co.,   The  J.   G. 
Electric    Service    Supplies    Co. 
Garton  Co..  W.  R. 
Imperial  Rubber  Co. 
Long  Co.,   E.   G. 
Roebling's    Sons   Co.,    John  A. 
Samson  Cordage  Works. 

Cord    Connectors    and    Couplers. 

Electric  Service  Supplies  Co. 
Samson  Cordage  Works. 
Wood    Co.,    Chas.    N. 

Cotton    Duck. 
Boyle   &   Co.,   Inc.,   John. 

Couplers,  Car. 

Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co, 
Long  Co..  E.  G. 
Ohio  Brass  Co. 
Westinghouse  Trac.  Brake  Co. 

Cranes.     (See    also    Hoists.) 
Allis-ChalmerS- Mfg.  Co. 
Niles-Bement-POnd    Co. 
Thew  Automatic  Shovel  Co. 

Creosotinq.      (See     Wood      Pre- 
servatives.) 

Cross   Arms.      (See    Brackets.) 

Crossing  Signals.      (See  Signals, 
Crossing.) 

Crossings,   Track.       (See  Track, 
Special   Work.) 

Culverts. 
Canton   Culvert  &  Silo  Co. 

Curtains   and    Curtain    Fixtures. 
Brill   Co.,   The  J.   G. 
Electric    Service    Supplies    Co. 
Pantasote  Co..  The. 
Railway  Supply  ^  Curtain  Co. 

Cushions.   Field  Coll. 
Massachusetts  Chemical  Co. 
Walpole  Tire  &  Rubber  Co. 

Cutting   Processes. 

Prest-0-L,lte  Co., .Inc.,  The. 

Derailing   Devices. 
U.    S.   Metal  &  Mfg.   Co. 

Despatching    Systems. 

Northey-Simmen     Signal     Co., 

Ltd. 
Simmen  Auto.  Ry.   Slg.  Co. 
Western  Electric  Co. 


Detective   Service. 

W'isch  Service,   P.  Edward. 

Door  Operating  Devices. 
Electric    Service    Supplies    Co. 
Prepayment  Car  Sales  Co. 


Doors,   Asbestos. 
Johns-Manville  Co.,  H.  W. 


Doors  and   Door  Fixtures. 

Brill  Co..   The  J.   G. 

Electric    Service    Supplies    Co. 

Hale  &  Kilburn  Co. 

Doors,    Folding    Vestibule. 

Electric    Service    Supplies    Co. 
Prepayment  Car   Sales   Co. 

Doors,   Steel   Rolling. 
Kinnear   Mfg.   Co. 

Draft    Rigging.      (See    Couplers, 
Car.) 

Drills,   Track. 
American  Steel  &  Wire  Co. 
Electric    Service   Supplies   Co. 
Long  Co.,   E.   G. 
Ohio  Brass  Co. 

Dryers  and   Purifiers,  Oil.      (See 
Purifiers    and    Dryers,    Oil.) 


Dryers,  Sand. 

Zelnicker  Supply  Co.,  W.  A. 


Engineers,       Consulting,       Con- 
tracting and  Operating. 
Archbold-Brady   Co. 
Arnold  Co. 
Bemis,  Anthony  J. 
Ford,    Bacon   &   Davis. 
Greims  Corporation,  H.  E. 
Gulick-Henderson  (io. 
Herrick,  Albert  B. 
Hovey,  M.  H. 
Hunt  &  Co.,  Robert  W. 
Jackson,    D.    C.    &    Wm.    B. 
Richey,    Albert   S. 
Roosevelt  &   Thompson. 
Sanderson  &  Porter. 
Scofleld    Engineering    Co. 
Schott  Co.,   W.   H. 
Stone   &   Webster   Eng.    Corp. 
White  Companies,  J.  G. 
Woodmansee  &  Davidson,  Inc. 


Engines,  Gas  and  Oil. 
Ailis-Chalmers  Mfg.  Co. 
Westinghouse  Machine  Co. 


Engines,    Steam. 

Allis-Chalmers  Mfg.  Co. 
Westinghouse   Machine   Co. 


Fare    Boxes. 

American   General    Eng'g.    Co. 
Brill   Co..   The   J.   G. 
Cleveland   Fare   Box  Co. 
Dayton  Fare  Recorder  Co. 
International    Register   Co. 
Johnson    Fare    Box    Co. 


Fences,  Woven  Wire  and  Fence 
Posts. 
American  Steel  &  Wire  Co. 


Fencing    Wire. 
American  Steel  &  Wire  Co. 


Fenders   and    Wheel    Guards. 
Brill   Co.,    The  J.   G. 
Cincinnati  Car  Co. 
Cleveland  Fare  Box  Co. 
Con.solidated    Car    Fender    Co. 
Eclipse   Railway   .Supply  Co. 
Electric    Service    .Supplies    Co. 
Parmenter   F.    &   W.    G.   Co. 
Star  Brass  Works. 
Western   Electric  Co. 


Fibre. 
American   Vul.    Fibre   Co. 
Diamond   State  Fibre  Co. 
Westinghouse   Elec.   &   M.   Co. 


Fibre  Tubing.  ,  ;.■ 

Diamond  State  Fibr»'Co. 
Fibre  Conduit  Co.        ' 
Johns-Manville  Co.,  H.  W. 
Westinghouse  Elec.   &  M.  Co. 


Field    Coils.      (See   Colls.) 


Filters,  Water. 
Scaife  &  Sons  Co.,  Wm.  B. 


Fire     Extinguishing     Apparatus 
Imperial  Rubber  Co. 
Johns-Manville    Co.,    H.    W. 
Pyrene   Mfg.   Co. 


Fire- proofing     iVIaterlal. 
Johns-Manville  Co.,  H.  W. 


Fittings,  Malleable,  Cast  Iron  & 
Brass. 
National  Tube  Co. 


Flooring,   Composition. 
American  Mason  Safety  T.  Co. 
Johns-Manville  Co.,  H.   W. 
Western  Electric   CIo. 


Forglngs. 
American   Bridge   Co. 
Standard    Motor    Truck    Co. 
Standard    Steel    Works    Co. 


Furnaces.      (See  Stokers.) 


Fuses  and   Fuse  Boxes. 
American  General  Eng'g  Co. 
Columbia  M.    W.    &   M.   I.    Co. 
D  &  W  Fuse  Co. 
General    Electric   Co. 
Johns-Manville  Co.,  H.   W. 
Western  Electric  Co. 
Westinghouse  Elec.  &  M.   Co. 


Fuses,   Refillable.       . 
Columbia   M.    W.    &   M.   I.    Co. 
Johns-Manville   Co.,   H.   W. 


Gaskets. 

Diamond    State    Fibre    Co. 
Imperial  Rubber  Co. 
Johns-Manville  Co.,   H.  W. 
Power  Specialty  (ja. 


Gas   Producers. 
W^estinghouse  Machine  Co. 


Gates,    Car. 
Brill  Co.,  The  J.  G. 
Cincinnati  Car  Co. 
Jewett  Car  Co. 


Gauges,   Oil   and   Water. 
Ohio  Brass  Co. 


Gear   Blanks. 

Diamond    State   Fibre    Co. 
Standard   Steel  WTts.   Co. 


Gear  Cases. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric    Service    Supplies    Co. 
Kerschner  Co.,   Inc.,  W.  R. 
Westinghouse  Elec.   &  M.   Co. 


Gears  and  Pinions. 

American    Oener.al    Eng'g    Co. 
Amer.   Vulcanized   Fibre  Co. 
Columbia  M.   W.   &   M.   I.   Co. 
Diamond    State    Fibre   Co. 
Electric    Service    .Supplies    Co. 
Garton   Co..   W.    R. 
General   Electric  Co, 
Kerschner  Co.,  Inc.,  W.  R. 
Long  Co.,    E.    G. 
"Van  Dorn  &  Dutton  Co. 


Generators,   Alt.-Current. 
Allis-Ciialmers    Mfg.    Co. 
General    Electric   Co. 
Western    Electric    Co. 
Westinghouse  Elec.   &  M.   Co. 


Generators,    Dir. -Current. 

Aliis-Chalmers    Mfg.    (5o. 
General   Electric    Co. 
Western    Electric    Co. 
Westinghouse  Elec.   &  M.  Co, 

Gongs.     (See    Bells  and   Gongs.> 


Gongs,    Rotary   Foot. 
Reiter,  G.   C. 


Graphite. 
Dixon  Crucible  Co.,  Jos. 
Morgan   Crucible   Co. 

Grates,    Chain. 
Green    Eng.    Co. 

Greases.      (See    Lubricants.) 


Grinders,    Portable,    Electric. 
Railway    Track-work    Co. 
U.   S.   Metal  &   Mfg.   Co. 
Western   Electric   Co. 


Guards,    Trolley. 
Electric    Service    Supplies    Co. 
Ohio  Brass   Co. 


Harps,    Trolley. 

American  General  Eng'g.  Co. 
Anderson   M.   Co.,   A.   &   J.   M. 
Electric    Service    Supplies    Co, 
Garton  Co.,  W.   R, 
More-Jones  Brass  &  Metal  Co_ 
Star  Brass   Works. 
Universal  Trolley  Wheel  Co. 
Western   Electric    Co. 


Headlights. 

Electric  Service  Supplies  Co. 
Esterline  Co. 
Garton  Co.,  W.  R. 
General   Electric   Co. 
Long  Co.,    E.    G. 
Ohio  Brass  Co. 
Western   Electric   Co. 
Westinghouse  Elec.   &   M.    Co, 


Headllnlngs. 
Panta.sote   Co. 
U.    S.    Metal    &   Mfg.    Co. 


Heaters,   Car,   Electric. 
Johns-Manville   Co.,   H.   W. 


Heaters,   Car,    Hot   Air. 
Cooper   Heater   Co. 
Smith  Heater  Co.,   Peter. 


Heaters,  Car,   Hot  Water. 
Cooper   Heater   Co. 
Smith    Heater    Co.,    Peter. 


Heaters,   Car,   Stove. 
Electric    Service    Supplies   Co. 


Hoists   and    Lifts. 
Curtis   &   Co..   Mfg.   Co. 
Duff  Manufacturing  Co. 
Ford   Chain  Block  &   Mfg.   Co. 
Niles-Bement-Pond    Co. 
Van  Dorn  &  Dutton  Co. 


Hose    Bridges. 
Ohio   Brass    Co. 


Hose,    Pneumatic    and    Fire. 
Imperial    Rubber    Co. 
Johns-Manville    Co.,    H.    W. 


Hydraulic    Machinery. 
Allis-Chalmers    Mfg.    Co. 
Niles-Bement-Pond   Co. 


Impregnating    Apparatus.      (See 
Vacuum  Drying  Apparatus.) 


Inspection. 

Elec'1.     Testing    Laboratories, 

Inc. 
Hunt  &  Co.,  Robert  W. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


51 


Sterling  Insulating  Varnishes 
Sterling  Iron  Enamel  Paints 

There  is  a  Ster- 
ling product  best 
for  every  insu- 
lating purpose. 

The  Sterling  Varnish  Co. 

Pitteburgh,  Pa. 


U.  S.  Metal  &  Mfg.  Co. 

165  BROADWAY,        NEW  YORK  CITY 
Chicago  Atlanta 

RAILWAY  SUPPLIES 


Selling  Agents  ior  Dunham  Hopper  Door  Device — Feasible 
Drop  Brake  Staff — Columbia  Lock  Nut — Kling  Bolts — Shop 
Cleaner — "Texoderm" — U.  S.  Metal  Rail  Filing  Machine. 
Sole  Eastern  Agents  for  St.  Louis  Surfacer  &  Paint  Co. 
General  Eastern  Agents  for  Hutchins  Car  Roofing  Co. — ■ 
Multiple  Unit  Puttvless  Skylight — Car  and  Locomotive  Jacks 
^Electric  Arc  Welders.  Special  Agents  for  The  Tool  Steel 
Gear  &  Pinion  Co.  Special  Agents  for  C  &  C  Electric  &  Mfg. 
Co.  General  Agents  for  .Anglo-American  Varnish  Co.  l^ew 
England  and  Southern  Agents  for  Thayer  &  Co. — Chilling- 
wortii  Seamless  Gear  Cases. 


Overloads  are  Sure  to  Come  but 

Some  Burnouts  can  be  Prevented 

by  the  Use  of 

ARMALAC 


Overloads  are  sure  to  come  to  your  car 
motors — and  to  your  power  station  genera- 
tors and  rotaries,  too.  Doubtless  you  have 
had  some  expensive  burnouts  in  the  past. 
Why  not  take  a  tip  from  the  experience 
of  many  other  big  central  stations  and 
treat  all  your  armatures,  large  and  small, 
with  Armalac.  A  thorough  armalacking, 
properly  done,  will  make  a  big  difference 
in  a  year's  upkeep  costs.  Write  for  data 
and  learn  why. 

Massachusetts  Chemical  Co.'s  Products 

Walpole,  Mass. 

Pioneers  in   Insulation  Engineering 

71683 


IRCU  are  the  standard  TAPLS 

For  Electric  Railway  and  Lighting  "Jse 

Economy  and  Efficiency  Combined 

IMPERIAL  RUBBER  CO.,  253  Bioadway,  New  York,  U.  S.  ^. 


CAR  SEAT 

BUMPERS 

Various  Shapes 

Elastic  Tip  Co. 
370  Atlantic  Ave. 
BOSTON,  MASS. 

IP_„  ,  ■ ^ 

* 

KINNEAR  Steel  Rolling  Doors 
FOR  CAR  HOUSES 

Compact,  Durable,  Easily  and  Speedily  Operated  and  Fire- 
proof.     Opening.s    of   any    size    may    be    equipped    and    the 
doors  motor-operated  it  desired.     Manufactured  by  the 
KINNEAR    MANUFACTURING    CO.,    Columbus,    Ohio 
BOSTON  PHILADELPHIA  CHICAGO 


"*-Js;;3§B^- 


"Trade  Mark  Reg.  D.  S.  Pat.  Off." 

Samson  Spot  Waterproofed  Trolley  Cord 

Made  of  tine  cotton  yarn  braided  hard  and  smooth.  Inspected 
and  guaranteed  free  from  flaws.  Proved  to  be  the  most  durable 
and  economical.      Samples  and  information  gladly  sent. 

SAMSON  CORDAGE  WORKS,  BOSTON,  MASS. 


Scolidd  Engineering  Co.  ^"^^H^iVDE^LP^H"?.*"*!" 


POWER    STATIONS 
HYDRAULIC  DEVELOPMENTS 


CAS    WORKS 
ELECTRIC    R.MLWAYS 


ROOSEVELT    &    TH01\4PS01>J 

71  Broadway  ENGINFERS  New  York 

Ileiiort.    Investigate,    Appraise,   Manage   Electric  Railway, 
Light  and   Power  Properties. 


THE  P.  EDW.  WISCH  SERVICE 

Suite  1710                            DETECTIVES  Suite  715 

Park  Row  Bldg..  New  York Board  of  Trade  Bldg..  Boston 


GULICK-HENDERSON  CO. 

Insoaotlon  Railway  Equlpmanl  &  Matarlals 
PITTSBURGH  CHICAGO  NEW  YORK 


MASON     .SAFETY    TREADS— prevent     allpplnit    and    thus    ob- 
viate damage  suits. 

KARBOLITH    CAR    FLOORING— for    steel    cars    Is    aanltarj, 
fireproof  and  llRbt  in  wetftbt, 

STAIVWOOD    STEPS- are  non-sIlpplng   and   Belf-cleanlng. 

Above    products    are    used    on    all    leading    Railroads.      For    detail* 
address  _ 

AMERICAN  MASON  SAFETY  TREAD   CO. 
Main  Offlces :      Branch  OflSccs :  Boston,  New  York  City,  Chicago.  Phlla- 
l/OWell,  Mass,  delphla,  Kansas  City,  Cleveland.  St.  Louis. 


Railway  Headlight8 

Used  by  153  Railroads 


See  Our  Full  Page 
Advertisement  in 
March  20th  issue 

asr.STERLlNF:% 

Indianapolis 


52 


(Instruments  to  Rubbing  Cloth) 


[March  27,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Instruments,  Measuring,  Testing 
and    Recording. 
Esterline   Co. 
General    Electric    Co. 
.Johns-Manville   Co.,   H.   W. 
Roller-Smith   Co. 
Western    Electric    Co. 
VVestinghouse   Elec.    &  M.    Co. 
Western  Elec.  Instrument  Co. 

Insulating     Cloths,     Paper     and 
Tape. 

American    Vul.    Fibre    Co. 
Anderson   JI.    Co.,    A.    &  J.   M. 
Diamond  State  Fibre  Co. 
Garton   Co.,   W.    R. 
General   Electric    Co. 
Imperial   Rubber   Co. 
Johns-Manville   Co.,   H.    W. 
Massachusetts   Chemical  Co. 
Walpole   Tire   &   Rubber  Co. 
Western    Electric    Co. 
Weston   Elec.   Instrument  Co. 


Insulation.      (See    also    Paints.) 
Anderson   M.   Co..    A.   &  J.   M. 
Diamond   State   Fibre   Co. 
Electric    Service    Supplies    Co. 
Imperial    Rubber    Co. 
Garton   Co.,   W.   R. 
General    Electric    Co. 
Johns-Manville  Co.,  H.   W. 
Massachusetts  Chemical  Co. 
Sterling    Varnish    Co. 
Walpole   Tire   &  Rubber  Co. 
Western   Electric  Co. 
Westinghouse   Elec.    &   M.    Co. 

Insulators.      (See  also  Line  Ma- 
terial.) 
Anderson  M.    Co.,   A.    &   J.   M. 
Electric  Service  Supplies  Co. 
Garton   Co.,   W.   R. 
General  Electric  Co. 
Johns-Manville   Co..   H     W. 
Newark  Engineering  Mfg.   Co, 
Ohio    Brass    Co. 
Western    Electric    Co. 
Westinghouse  Elec.   &•   M.   Co. 

Jacks.     (See  also  Cranes,  Hoists 
and   Lifts.) 
*  nierican  General  Eng'g.   Co. 
Brill  Co..  The  J.   G. 
Buckeye  Jack  Mfg.   Co. 
Columbia   M.   W.    &    M.-  I.    Co. 
Duff  Manufacturing   Co. 

Jack     Boxes.       (See    also    Tele- 
phones  and    Parts.) 
Electric  Service  Supplies  Co. 


Joints,   Rail. 
Falk  Co. 
Rail  Joint  Co. 
Zelnicker  Supply  Co.,  W.   A. 


Journal    Boxes. 

Brill  Co..  The  J.  G. 

Long  Co..  E.  G. 

Railway  Roller  Bearing  Co. 


Laboratories. 
Elecl.      Testing     Laboratories, 
Inc. 


Lamp  Guards  and   Fixtures. 
Anderson   M.   Co.,    A.   &   J.    M. 
Creaghead   Engineering  Co. 
Electric    Service    Supplies    Co. 
General  Electric  Co. 
''^hns-Manville  Co.,  H.  W. 
Westinghouse  Elec.  &  M.  Co. 


Lamps,    Arc    and    Incandescent. 
.Anderson  Mfg.  Co.,  A.  &  J.  M. 
Esterline  Co. 
fJeneral  Electric  Co. 
Western  Electric  Co. 
Westinghouse  Elec.   &  M.   Co. 


Lamps,  Signal  and  Marker. 
Ohio  Brass   Co. 


Lathes,  Car  Wheel. 
Nlles-Bement-Pond  Co. 


Lifters,  Car  Step. 
Consolidated    Car   Fender    Co. 


Lightning   Protection. 

Anderson    M.    Co.,    A.    &  J.    M. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General    Electric    Co. 
Newark   Engineering  Mfg.   Co. 
Ohio  Brass  Co. 
Western   Electric   Co. 
Westinghouse   Elec.   &   M.    Co. 

Line  Material.    (See  also  Brack- 
ets,   Insulators,    Wires,    etc.) 
American    General    Eng'g    Co. 
Amer.     \'ulcanized    Fibre     Co. 
Anderson   M.    Co.,    A.    &   J.    M. 
Archbold-Brady   Co. 
Diamond  State  Fibre  Co. 
Electrical      Engineers     Equip- 
ment   Co. 
Electric    Service    Supplies    Co. 
Garton  Co.,  W.  R. 
General  Electric  Co. 
Johns-Manville   Co.,   H.   W. 
Newark   Engineering  Mfg.   Co. 
Ohio    Brass    Co. 
Western   Electric   Co. 
Westinghouse   Elec.   &   M.    Co. 

Lock    Nuts   and    Washers.      (See 
Nuts   and    Bolts.) 

Locomotives,   Electric, 
Baldwin  Locomotive  Works. 
Brill  Co.,   The  J.   G. 
General   Electric  Co. 
Westinghouse   Elec.   &   M.    Co. 

Lubricants,  Oil   and   Grease. 
Dearborn  Chemical  Co. 
Dixon  Crucible  Co.,  Jos. 
Galena  Signal  Oil  Co. 
Universal  Lubricating   Co. 
Whitmore  Mfg.  Co. 

Lubricating  Engineers. 
Galena  Signal  Oil  Co. 
Whitmore  Mfg.   Co. 

Lumber.     (See  Poles,  Ties,  Posts, 
etc.) 

Machine   Tools. 
Niles-Bement-Pond   Co. 


Mats. 
Imperial  Rubber  Co. 
Johns-Manville   Co.,   H.    W. 
i^'assachusetts  Chemical  Co. 
Walpole   Tire   &   Rubber  Co. 

Meters.      (See    instruments.) 

Mica. 

Long  Co..   E.   G. 

Motormen's  Seats. 
Electric    Service    Supplies    Co. 
Wood  Co.,  Chas.  N. 


Motors.    Electric. 
Allis-Ciialmers   Mfg.   Co. 
General  Electric  Co. 
Western  Electric  Co. 
Westinghouse   Elec.   &   M.    Co 


Nuts  and   Bolts. 

Mlis-Chalmers  Mfg.   Co. 
Barbour-Stockwell  Co. 
Long   Co..    E.   G. 
Sta^derd   Motor  Truck  Co. 
U.  S.   Metal  &  Mfg.  Co. 


Oils.     (See   Lubricants.) 


Oils.   Paints. 

Sterling   Varnish  Co. 


Oscillators,   Signal. 

Protective    Signal    Mfg.    Co. 


Overhead  Equipment.    (See  Line 
Material.) 


Ozonators. 

General  Electric  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 


Packing. 

Diaiii,jiid  State  Fibre  Co. 
Electric    Service    Supplies    Co. 
Garton   Co..    W.    R. 
Imperial    Rubber    Co. 
Johns-Manville  Co..  H.   W. 
Power  Specialty  (io. 

Paints    and    Varnishes.       (Insu- 
lating.) 
General  Electric  Co. 
Imiierial    Rubber   Co. 
Johns-Manville  Co.,   H.   W. 
Long  Co.,   E.   G. 
Massachusetts   Chemical   Co. 
Sterling  Varnish   Co. 
Walpole   Tire   &   Rubber  Co. 

Paints     and     Varnishes.       (Pre- 
servative.) 
Dixon  Crucible  Co.,  Jos. 
Johns-Manville  Co.,  H.  W. 
Long  Co.,    E.   G. 
Massachusetts  Chemical  Co. 
Sterling   Varnish   Co. 
Walpole   Tire    &   Rubber   Co. 

Paints  and  Varnishes  for  Wood- 
work. 

Massachusetts  Chemical  Co. 
Walpole   Tire   &   Rubber   Co. 


Paving  Bricks,  FilleriStretcher. 
Nelsonville    Brick    Co. 


Paving    Material. 

.American  B.  S.   &  Fdy.  Co 
Barrett  Mfg.  Co. 
International  Creo.  &  Con.  Co. 
Nelsonville    Brick    Co. 
U.  S.  Metal  &  Mfg.  Co. 

Paving   Pitch. 
Barrett  Mfg.    Co. 

Pickups.      (Trolley   Wire.) 

Electric  Service  Supplies  Co. 
Ohio   Brass   Co. 

Pinion   Pullers. 

American    General    Eng'g.    Co. 
Columbia   M.    W.    &    M.    I.    Co. 
General  Electric  Co. 
Wood    Co.,   Chas.    N. 

Pinions.      (See   Gears.) 

Pins,   Wood   and    iron. 

Electric    Service    Supplies    Co. 
Ohio  Brass  Co. 

Pipe. 

National   Tube   Co. 

Pipe  Fittings. 
National    Tube   Co. 
Power   Specialty   Co. 
Standard  Steel  Works  Co. 

Poles,    Metal    Street. 
.American   Bridge  Co. 
Creaghead    Engineering   Co. 
Diamond   Steel   Pole  Co. 
Garton   Co..    W.    R. 
National   Tube   Co. 
U.   S.  Metal  &  Mfg.  Co. 

Poles,    Ties,    Posts,    Piling    and 
Lumber. 
Garton  Co.,  W.  R. 
International  Creo.  &  Con.  Co. 
Lindsley  Bros.   Co. 
Western  Electric  Co. 

Poles  and   Ties,  Treated. 

International  Creo.  &  Con.  Co. 
Lindsley  Bros.   Co. 
Western   Ellectric   Co. 


Poles,   Trolley. 

Anderson   M.    Co..    A.    &  J.    M. 
Columbia    M.    W.    &   M.   I.    Co. 
Electric    Service    Supplies    Co. 
Garton   Co..    W.   R. 
Long  Co.,   E.   G. 
National  Tube  Co. 

Preservatives.     (See  Wood  Pre- 
servatives.) 


Pressure    Regulators. 
General    Electric   Co. 
Oliio  Brass  Co. 

Pumps. 

Allis-Chalmers    Mfg.    Co. 

Punches,   Ticket. 

Bonney-Vehslage  Tool  Co. 
International  Register  (io. 
Wood  Co.,   C.    N. 


Purifiers,  Feed  Water. 

Scaite  &   Sons  Co.,    Wm.   B. 


Rail    Grinders.      (See    Grinders.) 

Rail    Welding.      (See    Brazing    & 
Welding     Processes.) 


Ralls,    New. 
Cambria   Steel    Co. 


Rails,    Relaying. 
Zelnicker    Supply    Co.,    W.    A. 


Rattan. 

Brill  Co.,   The  J.    G. 
Electric   Service   Supplies  Co. 
Hale  &  Kllburn  Co. 
Jewett   Car  Co. 

Registers    and    Fittings. 
Brill    Co.,    The    J.    G. 
Cincinnati  Car  Co. 
Davton   Fare   Recorder  Co. 
Electric    Service    Supplies    Co. 
International   Register    Co. 
Long  Co.,  E.  G. 
Rooke  Automatic  Register  Co. 


Reinforcing    Concrete. 

American  Steel  &  AVire  Co. 


Relays. 
Protective   Signal  Mfg.    Co. 


Repair  Shop  Appliances.  (See 
also  Coil  Banding  and  Wind- 
ing   Machines.) 

American    General    Eng'g    Co. 

Columbia   M.    W.    &   M.    I.   Co. 

Electric    Service    Supplies    Co. 


Repair    Work.      (See    also    Coils, 
Armature   and    Field.) 
Cleveland    Armatuie    Works. 
Columbia   M.    \V.    &   M.    1.    Co. 
General    Electric    Co. 
AVestinghouse  Elec.  &  Mfg.  Co. 


Replacers,    Car. 
Columliia   M.    W.    &    M,    I.    Co. 
Electric    Service    Supplies    Co. 
U.    S.    Metal   &    Mfg.    Co. 


Resistance,    Wire   and   Tube. 
General    Electric    Co. 
Western    Electric    Co. 
AVestingliouse  Elec.  &  Mfg.  Co. 

Retrievers.  Trolley.    (See  Catch- 
ers and   Retrievers,  Trolley.) 


Rheostats. 
General    Electric   Co. 


Roofing,    Building. 
Johns-Manville   Co.,   H.   W. 


Roofing,    Car. 
Boyle  &  Co.,   Inc.,  John. 
Pantasote   Co. 
Johns-Manville    Co.,    H.     AV. 


Rubber    Specialties. 
Imperial    Rubber    Co. 
Massachusetts   Chemical    Co. 
AValpole  Tire  &.   Rubber  Co. 


Rubbing    Cloth. 
Boylo    &    Co..    Inc.,    John. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


53 


Weight  of  Dummy,  50  pounds.  Speed   15  miles  per  hour. 

(A  Genuine   Registered  Test) 

"Four  Way"  Safety 

Parmenter  Fenders  have  four  operating 
movements  to  which  they  respond  instantly. 

The  latest  model  has  an  effective  locking 
action  for  protection  against  the  danger- 
ous  rebound  which   occurs  at  high  speed. 

Write  for  the  interesting  details  of  what 

Parmenter  Fenders  are  doing  for  electric 

railways. 

Parmenter  Fender  &  Wheel 
Guard  Co. 

89  State  St.,  Boston,  Mass. 


The  "Show  Me"  Spirit 
Is  a  Good  Sign 

The  spirit  of  today  is  "show  me"  —  and 
the  reputable  and  successful  'company  has 
to  show  'em. 

We've  followed  the  policy  of  "showing" 
the  electric  railway  industry  good  brake 
shoe  service  ever  since  we  started  in  the 
business.  Service  is  the  keynote  of  our 
business.  The  records  of  roads  which  use 
our  service  brake  shoes  back  up  these  state- 
ments.    Get  the  data. 

American  Brake  Shoe  &  Foundry  Co. 
MAHWAH,  N.  J. 

30  Church  St.,  New  York    McCormick  Bldg.,  Chicago 

71609  2 


The  Kalamazoo  Trolley  Wheels 


have  always  been  made  of  entirely 
new  metal,  which  accounts  for  their 
long  life  WITHOUT  INJURY  TO 
THE  WIRE.  Do  not  be  misled  by 
statements  of  large  mileage,  because 
a  wheel  that  will  run  too  long  will 
damage  the  wire.  If  our  catalogue 
does  not  show  the  style  you  need, 
write  us— the  LARGEST  EXCLU- 
SIVE TROLLEY  WHEEL 
M.\KERS  IN  THE  WORLD. 


THE    STAR    BRASS    WORKS 

KALAMAZOO.  MICH.,  V.  S.  A. 


UNION  SPRING  &  MANUFACTURING  CO. 

SPRINGS    COIL  AND  ELLIPTIC 

•    M.  C.  B.  Pressed  Steel  Journal  Box  Lids 
General  Office,  Oliver  Bldg.,  PITTSBURGH,  PA. 
Works:  Nsw  Kensington,  Pa. 

149  Broadway,  Xew  York.  1204  Fisher  Bldg.,  Chicago,  111. 

Missouri   Trust    Bldg..    St.    Louis,   Mo. 


Efficiency 

^   A  WASSON      1 

Economy 

^g0f              TROLLEY  BASE 

Safety         . 

I^T    Soon  Pays  for  Itself 

ffi^a^^efM 

^^          Order  One  Today 

■f^j^ljj^gg^ 

and  Convince  Yourself 

l^&S^B 

)    WASSON  ENGINEERING  &  SUPPLY  CO. 

^-^ 

MILWAUKEE,  WISCONSIN 

===== : : i 

LUBRICATION  OF  SWITCHES 


One  of  the  largest  steam  roads  in  the  country 
uses  TULC  No.  2  VH  in  the  switch  and  lock 
movements,  switch  cylinders  and  signal  mechan- 
ism. The  reason  as  given  by  the  Purchasing 
Agent  was  "TULC  is  economical  in  that  a  small 
quantity  only  is  needed  for  lubrication." 


The  ^^IH^aP'^Bxibe"   Battery 


for 


STORAGE  BATTERY  STREET  CARS 


The  ELECTRIC  STORAGE  BATTERVCa 

PHILADELPHIA 


54 


(Sand  Blasts  to  Woodworking  Machinery) 


[March  27,  1915 


READY-REFERENCE  INDEX 

to  products  manufactured  by  advertisers  in  this  issue  of  Electric  Railway  Journal 


Sand    Blasts. 
Curtis  &   Co.   Mfg.   Co. 

Sanders,   Track. 

Brill    Co.,    The   J.    G. 
Cleveland    Fare    Box    Co. 
Electric    Service    Supplies    Co. 
Jewett  Car  Co. 
Ohio   Brass    Co. 

Sash   Fixtures,  Car. 
Brill   Co.,   The   J.    G. 

Sash,   Metal,   Car  Window. 
Hale    &   Kilburn    Co. 


Seats,    Car. 

Brill  Co.,  The  J.  G. 
Hale  &  Kilburn  Co. 
Jewett   Car  Co. 

Seating      Material.       (See     also 
Rattan.) 
Brill  Co.,  The  J.  G. 
Jewett  Car  Co. 
Pantasote  Co. 

Second-Hand    Equipment. 

(See  pages  46,  47.) 

Shade    Rollers. 

Hartshorn  Co.,   Stewart. 


Shades,  Vestibule. 

Brill  Co.,    The  J.    G. 

Electric    Service    Supplies   Co. 

Shovels,    Power. 

Allis-Chalmers  Mfg.   Co. 
Thew  Automatic   Shovel   Co. 

Signals,    Highway   Crossing. 
Electric    Service    Supplies    Co. 
Hoeschen   Mfg.   Co. 
Northey-Simmen  Sig.  Co.,  Ltd. 
Ohio  Signal  Co. 
Protective   Signal  Mfg.   Co. 
Simmen   Auto   Ry.    Sig.    Co. 
U.    S.   Electric   Signal   Co. 


Signal   Systems,   Block. 

Federal   Signal   Co 
Northey-Simmen  Sig.  Co..  Ltd. 
Simmen  Auto  Ry.    Sig.   Co. 
Street    Railway    Signal    Co. 
Union    Switch   &    Signal    Co. 
U.    S.    Electric   Signal   Co. 
Western   Electric  Co. 
Wood    Co.,    Chas.    N. 


Signs,    Car    and    Track. 

Columbia  M.  W.  &  M,  I.  Co. 
Electric  Service  Supplies  Co. 
Western    Electric   Co. 


Skylights. 
National  Ventilating  Co. 

Slack     Adjusters.      (See     Brake 
Adjusters.) 

Sleet    Wheels    and    Cutters. 
Americ.in    General    Eng'g    Co. 
Ander.son  M.  Co.,  A.   &  J.  M. 
Bonney-Vehslage  Tool   Co. 
Garton  Co.,  W.  R. 


Snow-Plows,    Sweepers    and 
Brooms. 
Brill  Co.,  The  J.  G. 
Columbia  M.  W.   &   M.   I.   Co. 
Consolidated    Car    Fender   Co. 


Solder  and   Solder   Flux. 
Westinghouse     Elec.     &    Mfg. 
Co. 


Speed    Indicators. 
Johns-Manville   Co.,    H.   W. 
Wood    Co.,    C.    N. 


Splicing   Compounds. 

American    General    Eng'g    Co. 
Imperial   Rubber   Co. 
Johns-Manville    Co.,    H.    W. 
Massachusetts    Chemical    Co. 
Walpole    Tire    &    Rubber    Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Splicing   Sleeves.       (See   Clamps 
and   Connectors.) 

Springs. 
American    Steel  &  Wire  Co. 
Brill   Co.,    The   J.   G. 
Niles    Car   &   Mfg.    Co. 
Standard    Steel    Works    Co. 
Union   Spring  &  Mfg.   Co. 

Sprinklers,    Track    and    Road. 
Brill  Co.,  The  J.   G. 


Steps,    Car. 

American    Mason    S.    T.    Co. 


Stokers,     Mechanical. 

Babcock   &   Wilcox   Co. 
Green    Eng'g   Co. 
Murphy     Iron     Works. 
Westinghouse    Machine   Co. 

Storage    Batteries.        (See    Bat- 
teries,   Storage.) 

Structural    Iron.     (See    Bridges.) 

Superheaters. 

Babcock    &    Wilcox    Co. 
Power  Specialty  Co. 

Sweepers,    Snow.       (See    Snow- 
Plows,  Sweepers  and  Brooms.) 

Switchboard    Mats. 

Imperial    I^ubber    Co. 
Indianapolis  S.   &  Frog  Co.         ' 
Massachusetts    Chemical   Co.      ! 
Walpole  Tire  &   Rubber  Co. 
Western    Electric    Co. 


Switchstands. 

Kilby    Frog    &    Switch    Co. 
Ramapo    Iron    Works. 
Weir    Frog    Co. 

Switches,    Automatic. 

U.    S.    Electric   Signal   Co. 
Western   Electric    Co. 

Switches,   Track.       (See    Track, 
Special    Work.) 

Switches    and    Switchboards. 

Allis-Chalmers    Mfg.    Co. 
Anderson    M.   Co.,   A.    &   J.   M. 
Cutter    Electrical    &    Mfg.    Co. 
Electrical     Engineers     Equip- 
ment Co. 
Electric    Service    Supplies   Co. 
General  Electric  Co. 
Western   Electric   Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Tapes  &  Cloth.     (See   Insulating 
Cloths,    Paper   and    Tape.) 

Telephones    and    Parts. 
Electric    Service    Supplies    Co. 
Western  Electric  Co. 


Testing,     Commercial     &     Elec- 
trical. 
Electrical      Testing      Labora- 
tories,  Inc. 


Testing,    Electrical. 

Hunt    &    Co ,    Robert   W. 

Testing  Instruments.  (See  In- 
strtments,  Electrical,  Measur- 
ing,   Testing.) 


Thermostats. 

Railway  Utility  Co. 

Tie   Plates. 
Cambria   Steel   Co. 

Ties   and    Tie    Rods,    Steel. 

Barbour-Stockwell   Co. 

Ties,    Wood.      (See    Poles,    Ties, 
etc.) 

Tools,  Track  and  Miscellaneous. 

American   General   Eng'g  Co. 
American  Steel  &  Wire  Co. 
Columbia  M.  W.  &  M.  I.  Co. 
Electric    Service    Supplies    Co. 
Johns-Manville    Co.,    H.    W. 
Klein  &   Sons,   M. 
Prest-O-Lite  Co.,  Inc.,  The. 
Railway    Track-work    Co. 

Tower   Wagons   &    Automobiles. 

McCardell    &    Co.,    J.    R. 

Towers   &    Transmission   Struc- 
tures. 
Arch  bold -Brady  Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Track,   Special   Work. 
Barbour-Stockwell    Co. 
Columbia  M.   W.   &  M.   I.   Co. 
Falk   Co.,    The. 
Kilby    Frog    &    Switch    Co. 
New   York   S.    &   Cross.   Co. 
Ramapo  Iron   Works   Co. 
St.   Louis   Steel  Fdry.   Co. 
Weir  Frog  Co. 

Transfers.      (See    Tickets.) 

Transfer  Tables. 

Archbold-Brady    Co. 


Valves. 

National    Tube    Co. 
Ohio   Brass   Co. 

Varnishes.     (See    Paints,    etc.) 

Ventilators,    Building. 
National   Ventilating   Co. 

Ventilators,    Car. 

Brill    Co.,    The   J.    G. 
Cincinnati   Car  Co. 
Globe   Ventilator  Co. 
Railway    Utility    Co. 
Smith   Heater  Co.,   Peter. 


Transformers. 
Allis-Chalmers    Mfg.    Co. 
General    Electric    Co. 
Westinghouse  Elec.  &  Mfg.  Co. 

Treads,       Safety,       Stair,       Car 
Step. 

American  Mason  Safety  T.  Co. 
Garton   Co.,   W.    R. 
Imperial    Rubber   Co. 

Trolley    Bases. 

Anderson   M.   Co.,   A.   &  J.   M. 

Electric    Service    Supplies    Co. 

General    Electric   Co. 

Ohio  Brass  Co. 

Wasson  Engrg.   &   Supply  Co. 

Trolleys   and   Trolley  Systems. 
Curtis    &   Co.,    Mfg.    Co. 

Trucks,    Car. 

Baldwin    Locomotive    Works. 
Brill   Co.,   The  J.   G. 
Cincinnati    Car    Co. 
Long  Co.,   E.   G. 
Niles  Car  &  Mfg.   Co. 
Standard  Motor  Truck  Co. 


Tubing,  Steel. 

National    Tube    Co. 


Turbines,   Steam. 
Allis-Chalmers   Mfg.    Co. 
General    Electric    Co. 
Westinghouse    Machine    Co. 

Turbines,   Water. 
AUls-Chalmers  Mfg.  Co. 


Vestibules, 

Brill   Co., 


Portable. 
The  J.  G. 


Union    Couplings. 

National  Tube  Co. 


Vacuum  Drying  and  Impregnat- 
ing  Apparatus. 
Allis-Chalmers     Mfg.     Co. 


Volt   Meter.      (See   Instruments.) 

Washers. 

Diamond   State  Fibre   Co. 

Waste    Boxes. 

Garton  Co.,  W.  R. 

Water    Softening     &     Purifying 
Systems. 

Scaife   &   Sons  Co.,   Wm.   B. 

Welding    Processes. 
Electric  Ry.  Improvement  Co. 
Falk   Co. 
Prest-O-Lite  Co.,  Inc.,  The. 

Wheel      Guards.      (See      Fender 
and    Wheel    Guards.) 

Wheels,  Car,  Cast  Iron. 
Long  Co.,   E.   G. 

Wheels,    Car    (Steel    and    Steet 
Tired). 
Standard    Steel   W^orks   Co. 


Wheels,   Trolley. 
American  General  Eng'g  Co. 
Anderson  M.   Co.,  A.    &   J.   M. 
Columbia  M.   W.   &  M.   I.   Co. 
Electric  Service  Supplies  Co. 
Garton  Co.,  W.  R. 
General  Electric  Co. 
Johns-Manville  Co.,   H.  W. 
Long  Co.,    E.    G. 
More-Jones,    B.    &   M.    Co. 
Star  Brass  Works. 
Universal    Trolley    Wheel    Co. 

Whistles,    Air. 

General    Electric   Co. 
Ohio  Brass  Co. 


Winding  Machines.  (See  ColP 
Banding  and  Winding  Ma- 
chines.) 


Wire   Rope. 
American  Steel  &  Wire  Co. 


Wires   and   Cables. 
Aluminum  Co.  of  America. 
American   Steel  &  Wire  Co. 
D  &  W  Fuse  Co. 
Garton   Co..   W.   R. 
General   Electric   Co. 
Roebling's   Sons   Co.,   John   A. 
Westinghouse  Elec.   &  M.   Co. 


Wood    Preservatives. 
Barrett  Mfg.    Co. 
International  Creo.  &  Con.  Co. 
Lindsley  Brothers  Co. 
Northeastern   Co.,    The. 


Woodworking    Machinery. 
Allis-Chalmers    Mfg.    Co. 


mtnufacturir, 

STEWART 

HARTSHOHN 

Inforiptonubt 


HARTSHORN'S  SPECIAL  CAR  ROLLERS 


STEWART  HARTSHORN  CO.,  onit.  .»a  Ftolor,:  E.  Ncwirll,  N.  j 
NEW  rOXK:  302  Lal„«Hr  St.        CHICAGO:  330.344  Waliiih  Aye.  ; 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


55 


THE 

CINCINNATI 

CAR 

COMPANY 


WORKS: 

WINTON  PLACE 
CINCINNATI,  OHIO 


Niles  Car  &  Man  uf  acturing  Co. 

Niles,  Ohio 

Greater  seating  capacity  can  be  obtained  in  center 
vestibule  cars  than  in  end  platform  types  of  the  same 
length,  width  and  weight. 

The  main  sills  are  continuous  full  length  of  car,  bent 
downward  under  center  vestibule  taking  the  place  of 
truss  rods  and  forming  the  lower  members  of  plate 
girders  the  full  height  of  each  side. 

The  floors  are  inclined  between  bolsters,  and  in  ves- 
tibule, reducing  the  step  height  to  easy  dimensions. 


Length  over  all  48' o".  Seating  capacity  60. 

This  car  is  for  suburban  and  light  interurban  double 
end  service.  One  end  is  separated  by  a  partition  for 
smoking  room,  therefore  ladies  are  never  compelled  to 
pass  through  the  smoking  compartment. 

The  doors  and   folding  steps  are  controlled  by  con- 
ductor from  center  of  vestibule. 

rf'c  make  all  kinds  of  electric  cars. 


Reduce    Gear    and 
Pinion  Maintenance 


WHITMOREI5  GEAR 
PROTECTIVE  COMPOSITION 

Whitmore  Manufacturing  Co. 

Lubricating  Eogioeers 
CLEVELAND   OHIO 
Whitmore  Product  Sales  Company 
Monadnock  Bldg.,  Chicago 
Westem  Brancii  Office 


The  High  Cost  of  Braking 

includes  brake-shoe  wear — idle  equip- 
ment due  to  frequent  adjustments  and 
replacing  shoes,  and  accidents  brought 
about  by  slack  brakes. 

S-W  Automatic  Shim 
Slack  Adjuster 

Puts  a  finish  to  the  high  cost  of  braking  in  all  of 
its  phases.  Brakes  are  kept  at  a  normal,  positive 
interval  from  the  wheels — permanently. 

Write  for  the  data. 

The  Sauvage-Ward  Brake  Co.,  Inc. 


Whitehall  Bldg.,  New  York 


9296 


56 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


ALPHABETICAL    INDEX    TO    ADVERTISEMENTS 


NOTICE  TO  ADVERTISERS: 


Printing  beKtnn  nn  Tuesday  of  each  week. 

CliauKef*  <>f  e«iiy  rct-civfd  up  to  10  A.  M.  Monday  will  ap- 
pear in  the  issue  of  tile  following  weeli,  but  no  proofs  can  l)e  sub- 
mitted   for    OK    before    publication. 

Ne^v    A<1  vertlMeiiieiitJ*    (not    cimnges    of    copy)    received    uj) 


to  Wednesday  noon   can   appear  In   the  Issue  of  that  week,   but  no 
proofs  <-an   be  shown. 

If  iiroofw  before  |»riltt]n|c  are  re«inired.  change  of  copy 
and  copy  for  new  advertisements  must  be  in  our  Iiands  10  d:iys  iu 
advani'e   of   the  date  of   publication. 


A 

P.ige 

Allis-Chalmers    Mfg.    Co 33,  -JS 

Aluminum  Co.  of  America 38 

Airer.  Brake  Shoe  &  Fdry.  Co..  .    53 

.American  Car   Co 59 

.\.tierican  General  Eng'g  Co 43 

.American  Mason  S.  T.  Co 51 

.\nierican  Steel  &  Wire  Co 40 

American   Vulcanized  Fibre  Co..   43 
Anderson  Mfg.  Co.,  A.  &  J.  M..   38 

Archbold-nrady    Co 38 

Archer  &   Baldwin 47 

Arnold   Co.,   The 30 


B 

Bahcock  &   Wilcox   Co ,...42 

Baldwin  Locomotive  Works,  The.  36 

Barbour-Stockwell   Co 41 

Barrett    Mfg.    Co 38 

Bemis,  Anthony  J 30 

Bonney-X'ehslage  Tool  Co 44 

Boyle  &  Co.,  Inc.,  John 45 

B'ill  Co.,  The  J.  G 59 

Buckeye  Jack  Mfg.  Co 49 

Byllesby  &  Co.,  H.  M 30 


C 

Cambria  Steel  Co 31 

Canton  Culvert  &  Silo  Co 41 

Charlottesville-Albemarle  Ry.  Co.  47 

Cincinnati   Car   Co 55 

Cleveland   Armature   Works 46 

Cleveland  Fare  Box  Co 44 

Cleveland  Frog  &  Crossing  Co..  40 

Collier,  Inc.,  Barron  G 57 

Columbia  M.  W.  &  M.  I.  Co....  33 

Commereial    Chemical    Co 8 

Consolidated   Car  Fender  Co....  45 

Cooper  tleater  Co.,  The 45 

Curtis  &'Co.  Mfg.  Co 40 

Cutter  Co 42 

I 


D 

D   &   W  Fuse   Co 43 

Dayton  Fare  Recorder  Co 44 

Dearborn    Chemical    Co 42 

Diamond  State  Fibre  Co 43 

Diamond  Steel  Pole  Co 38 

Dixon   Crucible   Co.,  Joseph 41 

Duff  Manufacturing  Co.,  The. . .  43 


B 

Eclipse  Railway  Supply  Co 45 

F.lastic  Tip  Co 51 

Electrical    Engineers    Equipment 

Co 42 

Electrical     Testing     Laboratories, 

Inc 30 


Pages 

?;^lectric  Equipment  Co 46 

Electric  Railway  Imp.  Co., 

Front  Cover 

Electric  Railway   Journal    3,  6 

Electric  Service  Supplies  Co....    10 

Electric  Storage  Battery  Co 53 

Esterline  Co.,  The 51 

Etter,   Chas.    F 44 


F 

Falk  Co 41 

Federal    Signal    Co 39 

Fibre    Conduit    Co 39 

Ford,    Bacon    &    Davis 30 

Ford  Chain  Block  &  Mfg.  Co 43 

"For   Sale''   Ads 46,  47 


G 

Galena  Signal  Oil  Co 58 

Carton    Co.,    W.    R 43 

General  Electric  Co... 1 8,  Back  Cover 

Globe  A'entilator  Co 45 

Green   Eng'g  Co 42 

Greims  Corp.,  H.  E 30 

Gulick-Hendtrson   Co 51 


H 

Hale  &  Kilburn  Co 34 

Halsey,  N.  W.,  &  Co 30 

Hartshorn  Co.,   Stewart 54 

"Help    Wanted"    Ads.. 47 

Herrick.  -Mbert  B' 30 

Hbboken  Mfrs'.   R.   R.   Co 46 

Iloesclien   Mfg.    Co 39 

Hovey,  M.   H 30 

Hunt   Co.,   Robert   W 30 


I 

Imperial   Rubber  Co 51 

International  Creo.   &  Con.   Co.  .  38 

Internationa]    Register   Co.,   The.  44 


J 

Jackson,  D.  C.  &  Wm.   B 30 

Jeandron.   W.  J 49 

lewett   Car  Co 37 

lobns-Manville  Co.,  H.  W 12 

Johnson  Fare  Box  Co 44 


Kerschner  Co.,  Inc.,  W.  R 46 

Kilby  Frog  &  Switch  Co 41 


Pages 

Kinnear    Mfg.    Co 51 

Klein  &  Sons,  M 38 

Kuhlman  Car  Co.,  G.  C 59 


L 

Le    Carbone    Co 49 

Lindsley    Bros.    Co 38 

Long  Co.,   E.   G -19 


M 

McCardell  v^  Co.,  J.  R 40 

McGravv  Electrical  Directory....  16 

McGraw-Hill   Book  Co 15 

MacGovern  &  Co.,  Inc 46 

Massachusetts    Che-nical    Co 51 

More-Jones   Brass  &  Metal  Co...  13 

>'rmn  Crucible  Co 49 

Murphy   Iron  Works 42 


N 

Xaticnal   Brake   Co 17 

National  Tube  Co 38 

Xational  A'entilating   Co 43 

Xelsonville    Brick   Co 41 

Vcwprk  Eng'g  Mfg.  Co 38 

Xcw  York  Switch  &  Crossing  Co.  40 

Xiles-Uement-Pond    Co 43 

Xiles  Car  &  Mfg.  Co 55 

Xortheastern  Co.,  The 38 

Xortliey-.Simmen  Signal  Co.,  Ltd.  39 


Ohio   Brass  Co 7 

Ohio    Signal   Co 39 


P 

Pantasote  Co 45 

Parmenter  F.  &  W.  G.  Co 53 

"Positions  Wanted"  /\ds 47 

Power    Specialty    Co.  . . 42 

Prepayment    Car    Sales   Co 9 

Prest-'O-Lite   Co.,   Inc.,   The 14 

Protective  Signal  Mfg    Co 39 

Publisher's    Page    6 

Pyrene   Mfg.  Co 40 


R 

Kail  Joint  Co 32 

Railway  Roller  Bearing  Co 35 

Railway  Supply  &  Curtain  Co...   44 

Railway   Track-work   Co 32 

Railway  Utility  Co 45 

Ramupo  Iron  Works 38 

Richey,  Albert  S 30 

Roebling's  Sons  Co.,  John  A.  . .  .   }S 
Roller-Smith   Co 41 


Pages 
Rooke  .\utom?t!c  Register  Co...  44 
Roosevelt  &  Thomjjson 51 


St.  Louis  Steel  Fdry 40 

.Samson    Cordape    Works 51 

Sanderson   &   Porter 30 

Sauvage-Ward   Brake  Co..  Inc...  55 

Scaife  &  Sons  Co.,  Wm.  B 43 

Scofield    Engineering   Co 51 

Searchlight    Section    46,  47 

Second  Hand  Equip 46,  47 

Simmen    Automatic    Railway    Sig- 
nal Co 39 

Smith  Heater  Co..  Peter 45 

.Standard  Motor  Truck  Co 35 

Standard  Steel  Works  Co 37 

Star  Brass  Works 53 

-Stephenson   Co.,  John 59 

Sterling  A'arnish  Co 51 

Stone  ^S:  Webster  Eng'g  Corp.  ...  30 

Street   Railway  Signal  Co 39 


Thew  .Automatic   Shove!  Co. 


40 


U 

Union  Switch  &  Signal  Co 29 

Union   Spring  &  Mfg.  Co 53 

U.  S.  Electric  Signal  Co 11 

U.  S.  Metal  &  Mfg.  Co 51 

I'niversal  Lubricating  Co..  The.  .    .^3 


Van  Dorn  &  Dutton  Co 34 


W 

Walpole  Tire  &  RuVber  Co 51 

"Want"    Ads    47 

Wason  Mfg.  Co 59 

Wasson   Engrg.  (t  Su- ply  Co 53 

Weir    Frog    Co 41 

Western  Electric  Co 31 

Westinphouse  Elec.  iv   Mf?.  Co.  .      2 

Westinghonse    Machine   Co 4 

Wcs'inghousc  Traction  Brake  Co.     5 
Weston   Elec.    Instrument   Co....   49 

White  Oonipanies.  ,The  J.  G 30 

Whitmore  Mfg.  Co 55 

Wifch   Service,  The   P.   Edw 5! 

Wood  Co.,  Chas.   N 39 

VVoodniansee  &  Davidson,  Inc...   30 


Zelnicker  Supply  Co.,  Walter  A.  47 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


57 


l^ 


YOU 

ai^e  cordially 

INVITED 
^INSPECT 

out* 

NEW 

CENTRAL 

PLANT 

V 

CANDLER 
BIEDINC 

220  \V:  4.2  nd.  Si. 
NEW    YORK    CITY 


CAR^ 

ADVERTISINC 

ALMOST 
EVERYWHERE 


wm 


58 


ELECTRIC     RAILWAY     JOURNAL 


[March  27,  1915 


The  Heart  of  the  Prime  Mover 


Galena-Signal  Oil  Co. 

Franklin,  Pa. 


3153 


is  at  the  oil  reservoir. 

And  the  quality  of  the  oil  that 
makes  up  the  circulation  has  about 
the  same  effect  on  efficiency  as  the 
quality  of  blood  in  human  circu- 
lation. 

That  part  of  the  matter  is  settled 
by  adopting  Galena  oils. 

Then  the  Galena  experts  without 
charge,  work  with  your  men  to 
bring  oiling  methods  up  to  the 
highest  state  of  efficiency. 

Result:  The  economy  stipulated 
in  the  Galena  contract. 

Get  all  the  details  of  economies  we 
guarantee  to  produce  for  your 
road. 


March  27,  1915] 


ELECTRIC     RAILWAY     JOURNAL 


69 


BRILL  77-E  TRUCK 


'^mct-^S 


'-■^-^  -  - 


n 


,v- 


->r.' 


<<XHE  illustration  shows  the  Brill  77-E  type  of  truck  adapted  to  operate 
with  22-in.  and  24-in.  wheels  and  small  inside-hung  motors.  The 
Brill  solid  forged  side  frames  have  very  distinct  advantages  in  this  com- 
pactly constructed  truck.  Note  the  wide  gusset  plates  which  are  de- 
pressed inside  the  side  frames  to  carry  the  transoms  low.  Double-corner 
brackets  give  extra  reinforcement  to  the  transom  connections.  Extra 
clearance  gained  by  the  low  end  extensions  and  end  frames  is  another 
apparent  advantage.  The  ability  to  arrange  the  spring  system  to  best  ad- 
vantage without  being  hampered  by  frame  trussing  and  also  to  enable 
swing  links  to  be  placed  at  wide  apart  points  on  the  frame  is  another 
feature  afforded  by  the  solid  forged  side  frames.  This  spring  suspension 
gives  superior  riding  qualities  to  the  truck  and  the  combination  of  plate 
and  coil  springs  graduates  the  spring  action  for  light  and  heavy  loads. 
In  this  particular  truck  for  low  carried  cars,  two  coil  springs  are  used  un- 
der each  end  of  the  bolster  in  a  spring  seat  which  straddles  the  semi- 
elliptic  spring  and  thus  economizes  space.  The  Brill  Graduated  Spring 
System  means  that  the  bolster  coil  springs  are  automatically  put  in  action 
under  light  loads." 


THE     J.    G.    BRILL     COMPANY 

Philadelphia.  Pa. 
AMERICAN     CAR     COMPANY 

5t.  Louis.  Mo. 
G.    C.     KUHLMAN     CAR     CO. 

Cleveland.  Ohio 
WA50N   MANUFACTURING  CO. 

Springfield.  Mass. 

COMPAGNIE     J.     G.     BRILL 

Paris.  France 


AGENCIES:  Pjerhon,  Roruino  &  Co..  San 
Francisco.  Los  Angeles.  Portland.  Seattle.  No  yes 
BROTHERH.Melbourne.  Sidney.  Dunedln. Brisbane, 
Perth.  .  DuBBELMAN.  48  Rue  du  Luxembourg 
Brussels.  Siiacki.p:fori>  &  Co..  Calle  San  Martin 
201.  Buenos  Aires.  Thomas  Barlow  &  Sons. 
Durban,  Natal.  Shkwan.Tomes&Co..  Hong  Kong, 
Canton. Shanghai.  G.  Checchetti.  Piazza  Slcllla, 
1, Milan.  LondonOkfice.I  1 0  Cannon  Street.  E.C. 


ELECTRIC     RAILWAY     JOURNAL 


An  Epoch  Making  Locomotive 

The  twelve  G-E  trans-continental  type  locomotives  now  build- 
ing for  the  Chicago,  Milwaukee  &  St.  Paul  Railway  mark  a  decisive 
step   in   the  electrification  of  steam  roads. 

Capacity 

Each  locomotive  weighs  260  tons  and  is  equipped  with  eight  G-E 
motors  having  a  rated  capacity  of  3000  HP.  continuously  and  3440 
HP.  for  one  hour. 

High  Vohage  Direct  Current 

These  locomotives  will  be  operated  at  3000  volts  direct  current. 

Trans-Continental  Service 

The  initial  order  for  12  G-E  locomotives  is  for  the  first  division  of 
113  miles  between  Three  Eorks  and  Deer  Lodge,  Montana.  Three 
more  engine  divisions  will  be  electrified  in  the  near  future  and  com- 
plete plans  cover  main  line  electrification  to  the  Pacific  Coast. 

The  selection  of  the  General  Electric  Company's  high  voltage 
direct  current  equipment  for  a  project  of  this  magnitude  is  a  signifi- 
cant commentary  on  the  past  performance  of  G-E  high-voltage 
direct  current  equipment. 

General  Electric  Company 


Atlanta,  Ga. 
Baltimore.  Md. 
Birmingham.  Ala. 
Boston.  Mass. 
Buffalo.  N.  T. 
Butte.  Mont. 
Charleston.  W.  Va. 
Charlotte.  N.  C. 
CbattanoOKa.  Tenn. 
ChloaKO,  III. 
Cincinnati.  Ohio 
Cleveland.  Ohio 


Columbus.  Ohio 
Dayton.  Ohio 
Denver,  Colo. 
Des  Moines.  Iowa 
Detroit,  Mich. 

(Omceot  AKcnt) 
Duluth,  Minn. 
Elmlra.  N.  Y. 
Erie,  Pa. 
Fort  Wayne.  Ind. 
Hartford.   Conn. 
Indianapolis,  Ind. 


General  Office :  Schenectady, N.Y. 

ADDRESS     NEAREST     OFFICE 


Jacksonville,  Fla. 
Joplln.  Mo. 
Kansas  City,  Mo. 
Knoxvllle,  Tenn. 


Los  Angeles.  Cal. 
Louisville,  Ky. 
Memphis,  Tenn. 
Milwaukee.  Wis. 


Minneapolis.  Minn. 
Nashville.  Tenn. 
New  Haven.  Conn. 
New  Orleans,  La. 
New  York,  N.  T. 
Niagara  Falls.  N.  T, 
Omaha,  Neb. 
Philadelphia.  Pa. 
Plttsburi!,  Pa. 
Portland,  Ore, 
Providence,  It.  I. 
Ulchmond.  Va. 


Rochester.  N.  T. 
St.  Louis,  Mo. 
Salt  I.nkc  City,  Utah 
San  Francisco,  Cal. 
Schenectady.  N.  Y. 
Seattle,  Wash. 
Spokane.  Wash. 
Sprlnufleld.  Mass. 
Syracuse,  N.  Y. 
Toledo.  Ohio 
Washlnitton,  D.  C. 
Youngstown,  Ohio 


For  Texas,  Oklahoma  and  Arizona  busi 
Kl   Pnso.   Hoiititon  and  Oltlnhoma   City 


iness  refer  to  Southwest  General   Electric   Company 
For  Canadian  business  refer  to  Canadian  General 


(formerly   Hobson  Electric  Co.).   Dallas, 
Electric  Company,  Ltd..  Toronto.  Ont. 


5430