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ELECTRIC RAILWAY

Volume 47
Number 19
May 6, 1916

JOURNAL

McGraw
Publishing
Co., Inc.

pqene^ &as at last found
an honest door engine

CONSOLIDATED A
CAR-HEATING CO.

ALBANY

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Baldwin -Westinghouse
Electric Locomotives

For All

Classes of

Service

40-Ton Locomotive Equipped
with Pour K10-D2 Motors and I1L
Control. Will handle on 1%
grade at the 1-hour rating, twelve

50-Ton Locomotive Equipped I —
with four 502 AT, Motors and
I1LF Control. Will handle on 1%
grade at the 1-hour rating, ten
45-ton cars at U M.P.H.. Max-
imum tractive effort 25,000 lbs.
750-1500 volts.

Locomotive Bqulpp»
with Four 562-A6 Motors and 1
Control. Will handle on
grade at the 1-hour rat-
ing, eleven 45-ton cars
at 10 M. P. H.
Maximum tractive
effort 22,500 lbs.
600 volte.

Address either Company

The Baldwin Locomotive Works

Philadelphia, Pa.

Westinghouse Electric & Mfg. Co.

East Pittsburgh, Pa.

Electric Railway Journal

New York, May 6, 1916

Volume XLVII No. 19

Contents

Pages 847 to 886

Detroit River Tunnel Operation

850

An analysis of the record of train detentions on this
electrification, which handles 50,000 tons daily, shows a
remarkable degree of reliability notwithstanding the
severe operating conditions, the mileage per locomotive
failure being 26,600.
Electric Railway Journal, May 6, 1916. 6VJ cols. 111.

Saratoga Terminal Completed

855

Imposing structure designed to accommodate increasing
traffic for many years to come is dedicated in the pres-
ence of many distinguished people.
Electric Railway Journal, May 6, 1916. 1% cols. 111.

Latest Connecticut City Cars 856

Half the ninety-two new cars now in service are con-
vertible and half semi-convertible. All are fitted with
many safety promoting and traffic accelerating features.
Electric Railway Journal, May 6, 1916. 2y2 cols. 111.

Railway Exhibit Educates Public 857

Henry Gebhart describes how the exhibit demonstrates
the various developments and improvements in equip-
ment and emphasizes the Oakwood Street Railway's rec-
ord in accident prevention.
Electric Railway Journal, May 6. 1916. 1% cols. 111.

Needed Reforms in Regulation 858

Dangers from over-regulation discussed at meeting of
Boston Society of Civil Engineers. Proper qualifica-
tions of commissioner defined.

.ectric Railway Journal, May 6, 1916.

i, mis

Mechanics of Railway Motors 860

R. E. Hellmund discusses the mechanical considerations
in railway motor design which affect reliability of oper-
ation and facility of maintenance.
Electric Railway Journal, May 6, 1916. 2 cols.

American Association News

863

Capital Traction Company section initiates members in
mysteries of paper making. "How the Employee Can
Help Solve Railway Problems" discussed at meeting of
Hampton Company section.
Electric Railway Journal, May 6, 1916. 1% cols.

Equipment and Its Maintenance 864

Special Track Layouts Made Interchangeable — By Burr
S. Walters. Results Obtained with Roller Bearings on
Interurban Cars— By W. B. Voth and A. C. Metcalfe.
Universal Coil Winding Machine — By G. R. W. Roberts.
A Lamp Trolley for the Inspection Shop — By A. Otto
Reinke. Emergency Snow-Fighting Equipment in West-
ern Canada — By F. D. Archibald. Car Ferry in New
South Wales. Damper Regulator Test.
Electric Railway Journal. May 6, 1916. 12 cols. 111.

Editorials 847

Time Propitious to Sell Scrap.

Meeting the Public.

Electric Railway Securities.

The Time Is Opportune for Publicity.

Costly Service in the Rush Hour.

Allocation an Engineering Problem.
Columbus Safety Poster 853

Foreign Specifications for Railway Material 853

Franchise Extension Rejected in Valparaiso, Chile 855
Operation in Flooded Streets, Buffalo 858

Electrical Conference in Atlanta 859

Need for Reducing Electrolysis 859

Examination for Special Agent 859

Extensive Fire at Paris, Tex. 861

Intensive Safety Work Produces Results 861

Electric Railway Legal Decisions 870

News of Electric Railways 872

Short Strike in Pittsburgh.

California Electric Railway Association Organized.

Further Opposition to Reduction of Massachusetts
Commission.
Financial and Corporate 876

Comprehensive Financing by Northern States Power
Company.

Loss on Seattle Municipal Lines.
Traffic and Transportation 880

Rochester-Lockport Operation Approved

East Cleveland Fare Insufficient.

Bay State Fare Hearings Progressing.

Rerouteing and Car Types Considered at Toledo.
Personal Mention 882

Construction News 884

Manufactures and Supplies 886

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

an Francisco, :,»■! Kialto Bldg.
ondon, 10 Norfolk St., Strand.
able address: "Stryjourn,"
New York.

United States, Mexico, Cuba, Porto Rico, Hawaii, or the Philippines, ?3 per year; Canada, $4.50 ; elsewhere, $6. Single copy, 10c

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

[May 6, 1916

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A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Straight Air Brake for slow-moving cars.
Westinghouse "Featherweight" Straight Air Brake with Emer-
gency Feature for single motor car, or two-car (motor and trailer)
train in city and suburban service where moderate speeds prevail.
Westinghouse Quick Recharge, Quick Service, Graduated Release,
Straight Air Feature, High Pressure Emergency, Automatic Brake
for electric trains of two to five cars for suburban and interurban
high speed service.

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Westinghouse Electro-Pneumatic, Instant-Acting, High-Pressure
Emergency, Automatic Brake for elevated, subway and high-speed
electric surface lines, also for electrified divisions of steam railways.
Westinghouse Variable-Load Brake for all heavy Electric Traction
Service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchange Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

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May 6, 1916]

ELECTRIC RAILWAY JOURNAL

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Shop View 500 Kw., Westinghouse A. C, Geared Turbo-Generator Unit

Mr. Chief Engineer:

Don't Live In Constant
Dread of Shut-Downs

The Westinghouse Geared Unit shown above was built to meet the
requirements of continuous operation. Any operating engineer in charge
of one will tell you that it has met this requirement fully — and has done
more. He will tell you that it needs practically no attention when oper-
ating, that it is a unit of high efficiency, and that he has found maintenance
costs surprisingly low.

These are facts. Let us tell you why: Efficiency: interposing the
reduction gear between turbine and generator, secures highest individual
and combined efficiency owing to the fact that both turbine and generator
operate at their ideal speeds.

The two-nozzle design employed in the turbine secures fractional load
economies substantially as good as those at full load.

Simplicity and Compactness: Being of the centrifugal rather than the
reciprocating type, there is no vibration to necessitate heavy, expensive
foundations, no rubbing parts to wear, and no valves to pack, grind or
replace. The absence of belting alone indicates compactness.

Low Cost of Upkeep: Finally, and in view of this simplicity of con-
struction, upkeep has been reduced to an incredibly low figure.

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.

Atlanta. Ga.
Baltimore, Md.

Birmingham. Aia.
Btneneld, W. Va.

Boston. Mass.
Buffalo. N. Y.

Butte, Mont.

Charleston. W. Vi
Charlotte. N. C.
Chicago. 111.
Cincinnati, Ohio
Cleveland, Ohio
Columbus. Ohio
•Dallas, Tea.

Dayton. Ohio
Denver, Colo.
Detroit. Mich.
•El Paso. Tex.

Memphis, Tenn.

Philadelphia. Pa.
Pittsburg, P».
Portland, Ore.
Bocheater, \. v.

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ELECTRIC RAILWAY JOURNAL

[May 6, 1916

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A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchange Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

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May 6, 1916]

ELECTRIC RAILWAY JOURNAL

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Atlanta. Ga. Charleston. W. Vi

Baltimore. Mil. Charlotte. X. C.

Btndnxkam. Ala. Chicago. 111.

Bluefleld. W. Vu. Cincinnati. Ohio

Boston, Mass. Cleveland. Ohio

Buffalo. N. Y. Columbus. Ohio

Butte. Mont. •Dalian, Tex.

Dajton. Ohio
Denver. Colo.
Detroit. Mich.
•El Paso. Tex.
•Houston, Tex.
ItHliannoolis, Ind.
JopUn, Mo.

Louisville. Ky.
I.os Angeles. Cal.
Memphis, Tenn.
Milwaukee, Wis.
Minneapolis, Minn.

Philadelphia. Pa.

l'itisi„„x, pa.

l'ortlnnrl. Ore. Toledo. Ohio

liochcter. X. Y.

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Shop View 500 Kw.. Westinghouse A. C. Geared Turbo-Generator Unit

Mr. Chief Engineer:

Don't Live In Constant
Dread of Shut-Downs

These are facts. Let us tell you why: Efficiency: Interposing the
reduction gear between turbine and generator, secures highest individual
and combined efficiency owing to the fact that both turbine and generator
operate at their ideal speeds.

The two-nozzle design employed in the turbine secures fractional load
economies substantially as good as those at full load.

Low Cost of Upkeep: Finally, and in view of this simplicity of con-
struction, upkeep has been reduced to an incredibly low figure.

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.

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ELECTRIC RAILWAY JOURNAL

[May

Telephone Dispatching and Accident Announcements

INSTRUCTION in telephoning is now
becoming a feature of training for plat-
form duty.

This is an acknowledgment of the fact
that the telephone counts for something
in railroad operations, especially in case
of accidents.

But why should your men always have
to go to a pay station, then ask for your
number, then ask your Central for drop
so-and-so and then tell their story? —

Perhaps there is not a public pay
station in the vicinity —all of these delays
are dangerous, to say the least.

WHEN with telephone dispatching
in use, the opening of a box and
picking up the hand set puts them
in direct touch with headquarters?

The saving of seconds may save lives,
anguish and money.

This is only one of the many ways that
telephone dispatching will help in the
supervising of your road.

Use the Telephone on Your Road as in
Your Office.

Write for your copy of our new booklet
"THE VOICE OF THE ROAD"

Western Electric Company

INCORPORATED " > /

New York Atlanta

Chicago

Kansas Citv San Francisco /

Buffalo Richmond

Milwaukee

St. Louis Oakland

Newark Savannah

Indianapoli

Dallas Los Angeles 1

Philadelphia New Orleans

Detroit

Houston Seattle '

Boston Birmingham

Cleveland

Oklahoma City Portland

Pittsburgh Cincinnati Minneapolis St.

>aul Omaha Denver Salt Lake City

EQUIPMENT FOR EVERY ELECTRICAL NEED ggg °" ™??P

1916|

ELECTRIC RAILWAY JOURNAL

Tailored to Measure

O-B Cast Ears are cast solid and the groove
accurately milled to size. This process involves
time and money but the uniform and more perfect
fit is worth it.

Made of proven metal in proper proportions,
correctly designed, carefully machined.

Have smooth under run and good clearance for
trolley wheel.

In fact, in every particular they deserve a place
on your line.

Various types of cast ears are described on
Pages 166-173 of new Catalog No. 16.

The Ohio Brass Company

Mansfield, Ohio

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

e-PQIIgS STTEBIL [P®ILBS

©©SITS ILS
TOAK] MAIL

May 6, 1916 1

ELECTRIC RAILWAY JOURNAL

A White l!4-ton Tower Truck equipped with power winch which has recently
been delivered to the Union Street Railway Company of New Bedford, Mass.

WHITE TOWER TRUCKS

for Electric Railway Service

For all kinds of extension improvements, repairs, general main-
tenance and hauling problems, the White Tower Truck is the most
complete piece of apparatus yet developed.

The truck consists of a White lj^-ton Chassis with "Trenton" two
or three section Tower and will be equipped with single or double
drum power winch and niggerheads, if desired. The power winch
is used for pulling aerial or underground cable or loading and
unloading heavy materials.

The following are some of the Electric Railway Companies
who ozvn White Trucks :

Chicago, Waukegan 8C Fox Lake Traction Company Highwood, III.

Dea Moines City Railway Company . . Des Moines, la.

East Liverpool Traction 8C Light Company East Liverpool, O.

Georgia Railway 8C Power Company Atlanta, Ga.

Grand Rapids City Railway Company Grand Rapids, Mich.

Massachusetts Northeastern Street Railway Company Haverhill, Mass.

Minneapolis, St. Paul, Rochester & Dubuque Electric Traction Company . Minneapolis, Minn.

New York State Railways Rochester, N. Y.

Portland Railway, Light & Power Company Portland, Ore.

Puget Sound Traction Light 8C Power Company Seattle, Wash.

Richmond Light 8C R. R. Company New Brighton, Staten Island

The Trinidad Electric Transmission Railway 8C Gas Company Trinidad, Col.

Union Street Railway Company New Bedford, Mass.

Worcester Consolidated Street Railway Company Worcester, Mass.

Yonkers Railroad Company Yonkers, N. Y.

Mahoning 8C Shenango Railway 8C Light Company Youngstown, Oc

THE WHITE COMPANY

CLEVELAND

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

OntheO.A.&EJVlodel
13" electric light signals
controlled by continuous
A. C. track circuits facili-
tate traffic and protect
trains.

Thus this road elimin-
ates the collision hazard
and promotes efficiency
in operation.

W)t Union &tottcf) & Signal Co.

Trade

Founded by Geo. Wcstinifhousc I8t

SWISSVALE, PA.

Hudson Terminal Bldg.
NEW YORK
Canadian Expreaa Bids. Candler Annex R

MONTREAL ATLANTA

« CENERAL ELECTRIC CO. i

llway Exchange B
ST. LOU 19 MO.

Trade

ELECTRIC RAILWAY JOURNAL

Time is the essence of railroading
Fewer Accidents

RICO Coasting Recorders have shown that they save
life and property.
The Third Avenue Railway System, New York,
operates through the congested streets of Manhattan
Island. Accident-breeding conditions could hardly be more
numerous.

Yet within one year after the installation of Rico Coasting
Recorders on the Third Avenue Railway front-end collisions
and knock-downs were reduced 20 per cent for September,
October and November of 1914, compared with 1913.

On the Oswego division of the Empire United Railways
a costly highway collision was avoided because the motor-
man had been taught to coast near a certain hill instead of
breaking over it at full speed.

The salient reason for this safer operation is that the
motormen have been weaned from the wasteful and reckless
use of power. They no longer try to see within how many
feet they can make an emergency stop from full running
speed !

The Rico Coasting Recorder will have a similar effect on
your motormen, too!

Railway Improvement Co.

Executive Offices, 61 Broadway, New York
Chicago Los Angeles London

ELECTRIC RAILWAY JOURNAL

Time is the essence of railroading
The Bigger the Train the Better

THE Rico Coasting Recorder has made good on every size and
weight of car. It has paid to install the Rico Coasting Recorder
on single truck city cars and it will pay even more to do so on big
interurban cars and on trains.

The more equipment you place in the motorman's hands the more
reason for making that motorman an interested artisan instead of an
uninterested laborer.

Whether the stops are irregular, as in street railway operation, or fixed
as in suburban or interurban service astonishing economies are possible.

The Long Island Railroad, for example, had an average coasting effi-
ciency of 37.5 per cent in November, 1915. This result was obtained in
heavy, high-speed train service with fixed station stops.

The saving which such coasting brings makes the outlay for Rico
Coasting Recorders an investment in the best sense of that word.

Don't ask us ; ask Rico users !

Railway Improvement Co.

Executive Offices, 61 Broadway, New York

Chicago Los Angeles London

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

Why Experiment With Your
Lightning Protection ?

The responsibility that hinges on the lightning arresters you use is enormous.
One failure may mean the loss of thousands of dollars in damaged apparatus.
You realize this.

Then why experiment with new and untried apparatus for this important
service?

Back in 1892 — 24 years ago — the idea was conceived that an entirely satis-
factory lightning arrester must combine small air gap distance, low series resist-
ance and a positive mechanical circuit breaker. The arrester built along these
lines proved its merit; it proved that it was built along correct lines; it proved
that it gave complete lightning protection.

And through all these years these principles of construction have been
adhered to. Hundreds of other arresters operating on widely different principles
have appeared. Few are in existence today. But the

Garton- Daniels Lightning Arrester

embodying the identical principles it embodied in 1892, is more widely used than ever. Changes
in design have of course been made, but no change in principle, because the original principle
was right and is right. Must not sterling merit underlie an article that has stood unchanged
in principle for nearly a quarter-century ?

So why experiment with new and untried apparatus when so much hinges on its successful
operation ? Just think this over.

Can you go far wrong in using arresters with 24 years' successful service behind them ? With
nearly a half-million in operation in all parts of the world? With every one sold under the most
positive of guarantees? Think this over also. Then act.

You can get Garton-Daniels Lightning Arresters from jobbers generally throughout the United
States and Canada.

Imxttric Sekvtce> Supplies Co.

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA
17th and Cambria Sts.

NEW YORK
50 Church Street

CHICAGO
Monadnock Bldg.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Train Dispatching Simplicity with the
Simmen System of Control

Most railroad men have a general idea
that the Simmen System of signaling
enables the dispatcher to give the motor-
man a red or green light in his cab by turn-
ing some kind of levers. A good many do
not realize how simple this method of con-
trolling train movements really is. The
three pictures below show how the inter-
locking levers are set to move a train
through a division with ten sidings and
meet two other trains.

One — The upright lever means that the trains

are to meet at this siding. The levers to the left

are clear for the eastbound train A. The levers

i to the right are clear for the westbound train B. .

Two — The first "meet" has been made, and now
A is scheduled to meet C, as shown by the upright
lever. B is proceeding to the west, as shown by
the three levers at the left end.

Three — The second "meet" has been made and
the levers are set to give A and C clear tracks to
the east and west respectively. Note the inter-
locking which prevents lap orders.

A '

- -^ —

— ^=-»

- -^

<^ ^ v^

^5r

s ■*

Send for booklet "An Analysis of T^aiiroad Accidents."

SIMMEN AUTOMATIC RAILWAY SIGNAL CO.

15 7 5 Niagara Street. Buffalo, N. Y.

Pacific Coast Representative! W. H. CRAWFORD, 609 Spalding Bldft., Portland, Oregon

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

The Switch Cannot Be Thrown Between

the Trucks of a Car by a Following

Movement Under the Contactor

STABTIN6 CoiMTACTOf

SlOCPINS Coi*

The trolley wheel of the first car must pass
the stopping contactor before the switch point
can be effected by the movement of the car
behind. This feature distinguishes the

"COLLINS"

Non-Splitting
Electric Track Switch

and has been proven practicable in every respect by service tests on
sixty installations during the past year. Furthermore, there is no
splashing of muddy water on pedestrians when the point is shifted. Sum-
marized, the other advantages of this switch are : The absolute elimination
of splashing. The street box is automatically sealed without dependence
on the proper making up of pipe joints or gaskets; a most positive
anti-straddling device is provided; only no volts is sent into the street
box; the entire mechanism can be lifted out of the street box without
making any disconnections; the contactors are exceedingly small and
simply mounted on standard ears; standing under the contactor for an
indefinite period has no damaging effect on any part of the mechanism.

Full Details Furnished Upon Request

United States Electric Signal Company

West Newton, Massachusetts

Foreign Representatives:

Quilliam Brothers, Cleggs Court, Chapel Street, Salford, England

ELECTRIC RAILWAY JOURNAL
-Length over Vestibules 22'4"

[May 6, 1916

Where They Run

Duraduct

(Reg. U. S. Pat. Off.)

Stone & Webster's
One-Man Cars

Here's the bottom framing of the Stone & Webster one-man car
built or building for a number of their western and southwestern
properties.

These cars are operated single-end so that the Duraduct motor
and control runs do not extend all the way across the car.

Duraduct was selected for this last word in one-man car design
because of these features :

No elbows
No threading
Non-raveling
Non-blistering
Non-collapsible

Tough

Flexible

Fireproof

Waterproof

Roller-bearing

and
Light as a Feather

Sample Upon Request

TUBULAR WOVEN FABRIC CO.

MANUFACTURERS

PAWTUCKET, R. I.

A. HALL BERRY, General Sales Agent
97 Warren St., New York 9 So. Clinton St., Chicago

Distributors for Canada: NORTHERN ELECTRIC COMPANY, Ltd.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

This TEST
shows WHY

Hartman Centering

Center Plates

Save Power

I The decrease in power consumed in
urning a Hartman-equipped truck
compared with a truck having ordi-
nary friction plates is illustrated in this
chart.

This was made on the only machine in
the world for determining side bearing
and center plate efficiency, in the fac-

Iory of The Joliet Railway Supply
Company.

Frit iion Cent, -rPI6ie Wi

lh Finishec ' Surfacei ;

tbrwardMo
Har\\nan Cerrrprinq Ceiyter Plate

L oad4l >,OOOpo jnds

An ordinary center plate, with a load
of 45,000 pounds, requires an initial
flange pressure of over 3250 pounds to
turn it, as compared to 1600 pounds
with the Hartman centering plate.
Moreover, the pressure necessary to
straighten a friction plate truck in-
creases to 3725 pounds.
With the Hartman plate the highest
pressure . exerted is less than 2000
pounds and never reaches the
minimum with a friction plate.
No pressure is required to
straighten the truck with
Hartman centering plates.
This effect is obtained by the
shape of the pockets in which
these 2}i" diameter balls roll.

Think of the saving in power.

Study the diagram

and send for catalogues

and description

va\ at Side Bearing

noi£fef\ &> wMtp

Electric Railway Distributors for The Joliet Railway & Supply Company

1508 Fisher Building Chicago

E. R. Mason Company, New York Brown & Hall Supply Company, St. Louis VV. M. McClintock, St. Paul

Alfred Connor, Denver C F. Saenger & Company, Cleveland C E. A. Carr, Toronto W. F. McKenney, Portland, Ore.

W. E. Skinner, Winnipeg F. F. Bodler, San Francisco S. I. Wailes, Los Angeles

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

STREET CLOSED

The Thermit Insert Weld

Is Giving
The Rail Weld of Least Breakage

The Thermit Insert Weld has now been placed on
so many railways under so many conditions that we
know it will make good for you.

There's San Antonio with about 5000 welds. Two
breaks in 2 years. Putting in 1500 more on LS 74/326,
87/381, 93/92, 92 430 and 98/365-

There's Kansas City with 1385 welds made in 1915
on section LS 91/375 — two breaks reported up to
March 13, 1916.

There's Los Angeles with 300 welds made in 1913
on PS 116/292 rail. Report of October, 1915, reads:
"No breaks; no cupping — no pounding — perfect con-
dition." This report of no breaks was officially con-
firmed March 13, 1916.

There's Boston with 384 welds made during 1912-
1913, prior to the final development of the insert weld,
under traffic conditions ranging from 4700 tons every
24 hours over section LS 132/440 to 7700 tons every
24 hours over section LS 116/434. Six breaks re-
ported to March 13, 1916, in a special composition rail
containing 0.60 to 0.90 manganese, silicon not over
0.20, carbon 0.60 to 0.75, phosphorus not over 0.04.

There's Milwaukee with 100 test welds in high
T-rail, PS 95/272. No breaks reported up to March
13, 1916.

And there are other installations with equally good
records to prove that

The Thermit Insert Weld is Nearest
the Ideal of "First Cost is Last Cost."

GOLDSCHMIDT THERMIT CO.

90 WEST STREET, NEW YORK

329-333 Fol.om St., San Fr

103 Richmond St., W., Toronto, Ont.

7300'So. Chicago Ave., Chi.

M ■■.■:■- .

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

Track Grinding
should be
done RIGHT
or not at all

A Reciprocating Track Grinder

in the hands of the most unskilled operator
produces a perfectly smooth rail or joint.
You get it the first time, not the nth time.
You get it without wasting an unnecessary
particle of the rail.

If your present method of grinding in-
volves skilled labor you are wasting money
in wages.

If it does not give an absolutely smooth
rail or joint you have not removed the ten-
dency of the trouble to recur. Corrugation
multiplies like sin and the wages of sin
come high.

If your method does not give an exact
result the first time it means more frequent
grinding, a padding of the payroll at the
expense of the method.

If your method is wasting the rail un-
necessarily it means you'll have to float that
bond issue so much the sooner to make
replacements.

So you see it's better not to grind at all
if you don't grind right. Sometimes rule-
of-thumb methods of grinding give fair
results — but at what price?

The Reciprocating Track Grinder always
gives satisfactory results. Excellent re-
sults mechanically and absolute results
economically.

We'll ship you a machine on request. You
can pay for it when you are convinced that
it will pay for itself.

Railway Track- work Company

30th and Walnut Sts., Philadelphia

lllllllllllllllllilllllllllllllllll

20 ELECTRIC RAILWAY JOURNAL [May 6, 1916

Keep Cars Moving
on Both Tracks —

Will your present bonding methods permit this? Elimi-
nating traffic tie-ups is important — but that's only one of
the many reasons why the

Champion Bonding Outfit

is a good investment for your railway.

Let us send you the facts as to how it saves time and
labor in bonding rails — how the use of silver solder per-
mits bonding at low temperature, thus avoiding damage
to the rail and the bond terminals and allowing the use of
standard forged terminal bonds designed to resist effects
of vibration and which have contact areas commensurate
with cross-section areas of the bonds.

Champion forged terminal bonds when applied by aid
of the Champion Bonding outfit, will eliminate your bond-
ing troubles.

Write for the facts now.

Cleveland Railbond Co. M

Cleveland, Ohio

A NEW SERVICE

to Electric Railway

Men

An offer unprecedented
in the history of the
Electric Railway Journal

Opportunity to test the
new service without ex-
pense or obligation

Act Now— Save $2

FOR thirty years the Electric Railway Journal has
kept its readers in touch with their business. It
comes to them each week crowded with the best
ideas of the best minds and the news of the industry.
It is helping its thousands of readers to solve their
daily problems. It is aiding men in every department
— executive, operating, maintenance, construction and
engineering — all who have any direct or indirect in-

terest in the field. It has, in fact, become the indis-
pensable assistant of the important men on every elec-
tric railway in the United States. The Electric Railway
Journal is an integral part of the electric railway field.

The publishers of the Electric Railway Journal
have, however, always before them the question

What more can we do?

The answer came from our readers —

Constant requests were received for such data as should be found in a
modern Electric Railway Handbook. These data cannot be published
to best advantage, nor do they belong-, in a weekly paper. They must
be in a convenient form for reference — for instant use — even for

RICHEY'S ELECTRIC RAILWAY HANDBOOK

is for the Operating, Constructing or Designing
Engineer — or Student

ITS aim is to present data on the subjects which come up in eveiT-foyetactrla
railway practice. It may be used by the non-technical manager _ or • opeiator as
well as by the engineer. It is equally valuable as a convenient reference book on
electric railway practice for those who may be specializing in other or allied lines.
We claim for the Electric Railway Handbook absolute pre-eminence in electric,
railway literature. We are not satisfied with merely Baying that it is superior
to any work of its kind— but we claim it to be the only work of its kind, and, we
want your most critical opinion after you see it.

A typical letter of attestation follows: "Without exception I find 1:
work to be the most complete and lest padded handbook with which I am familiar.
It is especially valuable to superintendents, master mechanics electrical, mechan-
ical and civil engineers."— Bvron T. Mottinger, Electrical Engineer, Fort Dodge,
Des Moines & Southern Railroad Co., Boone, Iowa.

Is there anything about the subject of Electric Railway
Work you want to know which is not taken up in Richeys
book ? This list of contents will tell you:

I. Roadbed mid Track

Kngmeering Costs.

Right of Way.

Grading.

Handling Earthworks.

Power Shovels.

Transportation of Earth.

Ballast and Ties.

Street Railway Roadbed.

II. Buildings

Car House Track Layout.
H-sign of Car II. use Building.
Fire Protection anil Prevention.
Details of Car House Design .
Repair Shop Design.

III. Train Movement
Schedules. Headways. Stops.
(•oothYient of Adhesion,
tirades. Actual. Ruling, \ irtual.
Train Resistance.

Track Curve Resistance.
Truck liru.l. Resistance.
Acceleration.
Run Curves.

Electric Car Tests.

pocket service. A book containing such data is practically indispen-
sable to the industry. It is an essential complement to Electric Rail-
way Journal service.

There was no such reference book to complete this service. Those who
could write it hesitated to undertake the task. Finally we persuaded

Albert S. Richey

to assume charge of the plans for a reference book which would cover
every need of electric railway men. With the assistance of W. C.
Greenough and others, he produced the

Electric Railway
Handbook

The success of this book was instantaneous. This was inevitable.
An examination of the book itself is all that is necessary to show the
reasons for such success. Details of its contents are outlined below.

field ('nils anil Maint.
Cears anil Pinions.
Commutating Poles.

Brush Holders.

Brushes.

Ventilation.

C.enr Ratio Selection.

Characteristic Curves.

Motor Suspension anil Transmission.

Commutator.

Armature Maintenance.

Roarings and Lubrication.

A. I. E. E. Standardization Rules on Railway Motors.

Comparison of Motor Capacity and Service Requirements.

V. Controlling Apparatus

Maintenance of Control Apparatus.

Commercial Drum-type Controllers.

Multiple tlnit Control.

Resistance Connection.

Field Control.

Power Operated Control.

Resistance Calculations.

l'.ooster Control.

Types of Controllers.

Auxiliary Contactors.

Alternating Current Motor Control.

VI. Current Collecting I)e

Third-rail Collectors.

Trolley Maintenance.

Blot Plows.

Trolley Bases.

Roller Trollies.

Trolley Wheels.

Trolley Pressure.

Pantograph and Bow Collectors.

Wheels.

['king' Lubrication.

Wheel Turning. (Irit

VIII. BrukiiiK

Coefficient of Friction between Sh

and Wheel.
Clasp Brake.

Electro Pneumatic Brake.
Magnetic Brake.
Weight Transfer in Braking.
Braking Distance.
Straight Air Brake.
Brake Inspection and Maintenance
Hand Brakes, Arrangement and

Maintenance.
Electric Braking. Regeneration, ct
Automatic Air Brake.
Brake-shoe Suspension.
Storage Air-brake System.
Air Compressors.
Automatic Slack Adjuster.
Emergency Straight Air Brake.
Brake Rigging Calculations.
Brake Cylinders and Levers.
Hand Brakes vs. Air Brakes.
Shoe Pressure. Rate and Time

of Stop.
Relation between Air Pressure,

Piston Area and Leverage.
Brake-shoes and Shoe Heads.

IX. Rollins; Stock

Car Weights and Operating Costs.

standard Dimensions of Cars.

Electric Locomotives.

Height of Car Steps.

Car Lighting.

Track Sanders.

Cleaning Cars.

Center Entrance Cars.

Storage Battery Cars.

Train Operation.

Types of Frames.

Car Heating.

Double-deck Cnrs.

Typical City Cars.

Car Ventilation.

Rapid Transit Cars.

Interm-ban Cars.

Articulated Cars.

Motor Bns Operation.

Freight and Express Cars.

Couplers and Draft Riggings.

X. I i ;i iisMiissiun and Distribution

Overhead Crossings of Electric Light

and Power Lines.
Positive Feeder System and

Substation Location.
Transmission-line Calculation.
Tile Duct Conduit Construction.
Overhead Trolley Construction.
Terminology Electric Wire and Cable.
Electrolysis.

Sag and Tension in Span Wire.
table sheath and Armor.
Steel Poles.
Wire Tables.
Wood Poles.
Concrete Poles.

Conduit (Slot) Contact Conductor.
Track Bonding.
Feeder Calculation.
Third rail Construction and Material.
Wood Preservation.
Weatherproof Braid.
Catenary Trolley Construction.
Paper Insulated Cable.

N'egntive Return Systems.
Trolley Wire Speeificat'ons.
Transmission-line Construction.
Contact Conductor A. I. E. E.

Standardization Rules.
Rubber Insulated Wire and Cable.
Galvanizing and Shcrnrilizing Tests.

XI. Signals and Communication

Signal Indications. Aspects and Clearances.
Light Signals in Sunlight and Size of Lens.
Signaling Schemes tor suburban and

Crossing Prole, lion.
Index.

T, le, .holies.

Telephone Dispatching.
Trolley Operated Signals.
Dispatchers' Signal Systems.
Signal Location and Arrangcm

THE Electric Railway Handbook is now available to
every electric railway man as a part of Electric
Railway Journal Service. It is offered on a basis that
leaves you the judge and jury to determine whether
the New Combined Service is of real dollar-saving, dol-
lar-making value to you and the men on your road.

FREE COMBINATION OFFER

THIS exceptional offer enables
you to test the value of the new
service before you pay one cent. It
also permits you to avail yourself
of this plan at a special price on
deferred payments.

The Electric Railway Journal subscript!

for 52 issues

pr,S?3

The Elect ric Railway Handbook price, postpaid, is 4

Total Cost $7

You can secure both through this special offer for $ 5

Save $2- Act Now

SEND no money. You incur no obligation to keep the
book if you are not entirely satisfied. You must be
satisfied. Details of the offer are given on the coupon
below. Remember that this offer applies equally to those
who are now subscribers and those who are not. The one
stipulation is that you must act promptly. The offer is made
for a limited time only.

Remember — we take all the risk. If you are not sat-
isfied you can return the book and the incident is closed.

OR OLD SUBSCRIBERS AND NEW

Electric Railway Journal, 239 W. 39th St., New York.
iter my name for your special service offer

Electric Railway Journal, one year. . . .$3.00
Richey's Electric Railway Handbook... 4.00
at YOUR SPECIAL OFFER of $ 5

agree to return the "Electric Railway Handbook" or to remit $2.00 within 10 days,
.I the balance of %:•,.»» within :',» .lays thereafter. I understand that if I return the
ok, this order is canceled automatically.

ante

'reel Address
ity

State

ame of Company Position. .

you are now a subscriber to Electric Railway .Journal check here — -

If you are now
a subscriber —

YOU can renew your subscription for
a year and secure this $4.00 Hand-
book, all for $5.00. Your subscrip-
tion will be renewed from the date of its
expiration, whether it expires next
month or next year.

This is the only stipulation — you must
enter your order noiv. The offer is made
for a limited time only. It may not be
open when your subscription actually
expires.

Send in your order today. If you de-
cide not to keep the "Electric Railway
Handbook," you have only to return it
and the incident is closed.

ELECTRIC RAILWAY
JOURNAL

MAY 6, 1916] ELECTRIC RAILWAY JOURNAL

"It You're trom Missouri99— r

We know positively what the Lincoln bonding system
has in store for you.

All we want is a chance to "show" you.

Every statement made by us is based on actual facts
backed by thorough track installations and exhaustive
shop and laboratory tests and demonstrations.

If You Are From Missouri

and will tell us you are interested in better bonding, we
will arrange to show you the real superior features of the
Lincoln Bonding Machine.

IN ONE MINUTE, a demonstration will convince you
that this simple bonding system has them all stopped in
the matter of low cost, speed in application, ease of
handling, simplicity of operation and permanency of
installation.

Actual tests of Lincoln bonds, applied to the rail, will 4

show you that without injury to the rail, the copper is /

actually flowed with the steel and forms a chemically / ^

and mechanically indestructible union. / \^ .

'E
R

T
H

If You Want Further Facts Put Your Name There-* / ,<>* J*

c^V

The Lincoln Bonding Co.

*3F

636 Huron Rd. / <£v w

Cleveland, Ohio / Pa? «,. "' . &'

/V> ¥> * #

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

From Our Mines Comes the
Quality Clay Which Makes
Nelsonville Brick Famous

Here we illustrate two special Nelsonville
bricks for use next to car track rails.
Notice the girder-rail effect secured
through their use with T-rails. Think of
• this economy in rail cost ! The flanges of
car wheels, even those of heavy traction
and interurban cars, find ample space with-
in the groove formed by the shape of the
filler brick and the rail side.

NELSONVILLE

Filler and Stretcher

Brick

are nine inches long and made in shapes to
fit any standard type of rail. One fills the
same space as three ordinary nose bricks.
The ungrouted joints protect paving from
rail vibrations.

Write for this Booklet

Let us send you sample bricks and our booklet —
"Rail Brick of the Right Sort."

The Nelsonville Brick Co.

Nelsonville, Ohio

May 6, 1916

ANY
TYPE

BASE

Q I
Q

Permanent Track at\ Less Cost

JUST THE FACTS

The plain unvarnished tale of an Inter-
national crossing foundation placed by the
Boston Elevated Railway at Maiden, Mass.

I — Installation completed Oct. 7, 1914.

2 — Location, Main Street, Maiden, Mass.

3— Crossing of Boston Elevated Railway
and Saugus Branch of Boston & Maine
Railroad.

4 — Double-track crossing. Both roads.

5— Number of Boston Elevated cars cross-
ing one way in 24 hours 402

6 — Total tonnage of electric cars passing
empty one way, 24 hours. .. 10,155 tons

7— Total tonnage of electric cars one way,
including average load 10,808 tons

8— On Saugus branch of Boston & Maine
railroad; sixteen passenger and one
freight train outward.

On Saugus branch fourteen passen-
ger and one freight train inward, plus

one newspaper train Sundays. Average
number steam cars per passenger

train 4

Average number steam cars per

freight train 15 to 20

9 — Maintenance practically nil, except
small outlay for resurfacing, due to
conditions on Saugus Branch of the
Boston & Maine Railroad.

10— Company is purchasing another outfit
of same kind for use at Massachusetts
1 Avenue, Arlington, Mass. (angle cross-
ing). This second outfit is filled with
creosoted wood block instead of rein-
forced concrete as before.

11 — Foundation, reinforced-concrete with
stone ballast. Frame riveted and also
filled with reinforced-concrete. Weight
of each single crossing complete, 5

OPEN

CLOSED

n:i

The International Steel Tie Company

General Sales Office and Works: Cleveland, Ohio

REPRESENTATIVES

7//001077777777:

EngV Sales Co.. S»J Fr<

"K5 E&ra.'

'/JlMMlMMMMm

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Since 1913 this railway
has installed 437 joints
in g-in. tram rail. Look
at Fig. 1 to see what the
rail ends looked like.

'Less Deflection

at the Joints than

Between Them"

That's what J. D. Sundmaker,
chief engineer of the Ohio Elec-
tric Railway, Springfield, Ohio,
has to say about the Simplex joint
on page 789 of the Electric
Railway Journal for April 22,
1916.

2— Unground Welded J

Now look at Fig. 2,
which shows a joint in
which it was necessary
to insert a !^-in. shim
besides filling in the cup.

After Three Years' Service

Now examine Fig. 3, the finished joint.

Then consider that this railway's joints were made at a cost of

Only $5 per Joint, Including Grinding
WHO CAN BEAT IT?

Note — This Saved Relaying and Repaying a Mile of Track

Indianapolis Switch & Frog Co.

Springfield, Ohio

May 6. 1916]

ELECTRIC RAILWAY JOURNAL

You Stop Leaks at the Incoming End of the Car Circuit-

At every rail joint not properly bonded there's a
loss of voltage which could be prevented with

ERICO

Welded Rail Bonds

Just as the checking instrument on an electric car
minimizes the leak at the controller, so the welded
bonds at the rail practically eliminate the leak in the
return circuit. They offer the lowest resistance to the
return current because of the high conductivity of the
homogeneously united steel rail and copper bond.
No moisture can enter, they will not corrode at ter-
minals, they eliminate electrolysis damage.

Erico Welded bonds are made in shapes and
capacities to meet your conditions.

Why Not
Here at the
Outgoing End ?

IVrite regarding your circuit problems

Type ET Bond with strands extending straight down from the terminals

The Electric Railway Improvement Co.

Cleveland, Ohio

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

This Map Shows Some Places Where
The Atlas"A" Method Has Killed Weeds

We present this map to give you some idea of our
wide experience in weed eradication.

Whether the climate is moist or dry, hot or temper-
ate, the plants shallow-rooted or deep-rooted, the
stalks thin or thick —

We have made good in every one of these localities
with

The Atlas "A" Method

The Atlas "A" Method — comprising an Atlas su-
perintendent, Atlas "A" Weed Killer and Atlas
Sprinkling apparatus — has been used with equal suc-
cess with such rugged pests as wire grass, Johnson
grass, horse tail, sage, dog-tooth, all varieties of
thistles, etc.

Hand weeding is expensive, inefficient and tempo-
rary— the Atlas "A" Method is less expensive, effi-
cient and permanent.

Atlas Preservative Co. of America, (Inc.)

95-97 Liberty St., New York, N. Y.

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

D*W

OAKLANb

All-Pacific Hand

Pacific times prevail in the shops
of those railways whose motors are
equipped with D & W products.

To the inexperienced, a large and
busy armature room looks good;
but the wise man rejoices in one
that is small and quiet.

At Los Angeles, San Francisco,
Portland and Seattle, D & W prod-
ucts have been applied as most
effective eliminators of burn-outs
and similar troubles.

At Oakland, D & W products
have been applied for the further
purpose of increasing the safe
capacity of old motors.

At any place D & W products will
cut motor maintenance costs and
reduce the greater though less tan-
gible item of lost car-hours due to
breakdowns in service. Remember
the big three

Deltabeston — Deltatape — Delta
Sheeting

'D& W" Products Make Ideal Maintenance Easy— Send for Catalog 5- J

D & W FUSE CO.

Providence, R. I.

A. HALL BERRY

97 Warren St., New York

Agents— Pettingell-Andrews Company Western Electric Company

'•"•s.ptf.tf
Central Electric Company

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Continuous Growth

Ten years ago we obtained from France the positive-pressure welding torch,
with United States patents, and began introducing the new Oxy-Acetylene Process
to the metal working trades in this country. In 1908, our sales of welding and
cutting apparatus were five times greater than in 1907 ; in 1909, ten times greater;
in 191 1, twenty times greater, and last year nearly fifty times greater, while the
first three months of this year indicate a doubling of last year's sales of Davis-
Bournonville apparatus.

There is more Davis-Bournonville apparatus in successful use for Oxy-Acet-
ylene welding and cutting than of any other make. Our new factory building at
Jersey City, now nearing completion, will immediately afford 30,000 square feet
much needed additional floor space for manufacturing. Our general office build-
ing, originally one-story, with factory building and demonstrating plant in the
rear, has three times been enlarged to meet the continually increasing demand for
the apparatus that is most identified with the success of the Oxy-Acetylene
Process.

On May 1st our Chicago Offices were removed to No. 141 West Austin Avenue, with demon-
strating plant and service department at No. 147 West Austin Avenue. The Boston sales office
is now located at No. 630 Board of Trade Building.

DAVIS-BOURNONVILLE COMPANY

NEW YORK CHICAGO

GENERAL OFFICES AND FACTORY : JERSEY CITY, N. J.

SALES OFFICES : NEW YORK, CHICAGO, CLEVELAND. DETROIT, PITTSBURGH,

PHILADELPHIA, BOSTON..

May 6, 1916|

ELECTRIC RAILWAY JOURNAL

Red L Railway Coils

( )ur factory is entirely devoted to rewinding and impregnating

defective Electric Railway field coils.

We understand this work and do a good job.

Due to the high and prohibitive cost of new fields, our volume of

work is increasing to such an extent as to enable us to keep our

prices reasonable.

Particulars as to guarantees, prices, etc., upon application.

A. M. LEACOCK CO.

85 Columbia Street
NEWARK, N. J.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Salesmen of
Transportation

An electric railway conductor, if he is a
real conductor, is a "salesman of transpor-
tation." He is your representative. He is
entrusted with the responsibility of meeting
your customers. Do not make the mistake
of placing the responsibility of payment by
the customer upon the customer. The aver-
age passenger is not particularly interested
in your business, neither will the conductor
be interested if you do not give him respon-
sible control over receipts.

The OHMER System

The only practical way to put just the right
responsibility upon the conductor is to give
him a business-like method of rendering his
accounts to you. No better business method
has ever been conceived than the registration
of the sale in the presence of the customer,
and the automatic and permanent recording
of that sale.

The Ohmer System is the best business
practice applied to electric railroading. It
produces permanent records; it gives an
analysis of the men's ability; it puts the high-
est premium on honesty.

The most progressive railroad men depend
upon the Ohmer System.

OHMER FARE REGISTER COMPANY, DAYTON, OHIO

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

Sangamometers

Pointed to the
Most

Economical
>chedule

Here's what the Tri-City Railway, Davenport, Iowa,
found out about the Sangamo "Economy" Meter (the
San-ga-morh e ter) as a traffic study instrument:

"Some very interesting and valuable information
was also obtained from the meter records in deter-
mining the schedule speed best suited to one par-
ticular line. Five cars were operated on a 15-
minute headway and at a schedule speed of 10.7
m.p.h. The average energy consumption was 2.47
kw.-hr. per car-mile. The service was not satis-
factory and it was decided to add one more car and
reduce the schedule speed to 8.9 m.p.h. As a result
the energy consumption was reduced from 2.47
kw.-hr. per car-mile to 1.93 kw.-hr. The increased
platform expense amounted to $160 per month, but
the reduction in total power purchased amounted
to $258, thus making a net saving of $98 per month.
This result was not anticipated, but it shows plainly
the necessity of having a check on power consump-
tion when considering a change of schedule speeds."
(Excerpt from article by F. V. Skelley, Assistant
Superintendent of Tri-City Railway Company.)

The Number of cars was INCREASED 20 per cent
at a SAVING of $98.00 a month.

Let us send you complete details of the Sangamo
Economy Meter and Record System.

micatu

iUILT LIKE AWATCH

Sandamo Electric Company

& Springfield, Illinois

Specialists in Meters for Every Electrical Need

ii i ii ii ii i i nun i ii ill iiiiiiiiiiiiiiiiiiiiii i ill iiiiiii inn

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

If you asked the Conductor about the

International
Motor-Driven Coin Register

"What do I think about this Interna-
tional outfit — the fare box and the register
all in one?

"Why say, old man, when I think that I
used to raise my arm 500 to 600 times a
day just to register fares, I consider myself
mighty lucky I didn't get the rheumatiz
before this God-send came along.

"If anybody thinks it's a snap to have
one hand up in the air, while the other one
is making change, pulling transfers, clos-
ing doors or giving starting signals, he's
good enough to become a professional
juggler.

"I could have used a dozen hands before
they gave us the International Motor-
Driven Coin Register."

The International Register Company

15 South Throop Street, Chicago, 111.

Manufacturers of Coin Registers, Fare Boxes, Double and Single Car Registers and Fittings,
Conductors' Punches and exclusive agents for Heeren Enamel Badges

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

A Skee Ball Battel y in Riverview Park, Chicago

They All Enjoy SKEE BALL

Here's the game that attracts every-
body. It affords clean, wholesome fun and
healthful exercise. Lively enough for the
young — yet not too strenuous for the
older folks.

It's a money-getter. No amusement
park can afford to omit these Skee Ball
Alleys from its attractions.

A single park in Cleveland has 23 alleys;
another in Chicago has the same number;
a man in Coney Island has 21; another in
Atlantic City 19, etc. Wherever once in-
stalled they prove so popular that more
alleys have to be ordered to meet the de-
mand of the fun-loving crowds.

The amusement park season soon opens
— place your orders now and clean up a
big profit on a small investment.

Write today for our illustrated cata-
logue.

The J. D. ESTE COMPANY

1534 Sansom St., Philadelphia, Pa.

Dept. E

ELECTRIC RAILWAY JOURNAL

May 6, 1916

Here is Point

a 1 99

of the

Rooke

Automatic

Portability for P-A-Y-E Cars!

It retains and actually improves the col-
lecting instinct of the conductor instead
of depending upon an inanimate box.
The conductor goes after the fare. Each
passenger is singled out.

It gets the money because the con-
ductor can readily face in any direction,
particularly to collect from passengers
who use the rear exit for entrance.

It standardizes fare collection for the
railway and the passenger regardless of
the type of car equipment.

It eliminates the need for obstructive
stands and railings, either single or
in duplicate.

It avoids the loss of time and annoy-
ance in transferring equipment from one
end of the car to the other.

It collects fares at both ends of the car
if necessary.

It prevents fares from being bunched
and thereby confusing the registration.

It educates the public to have the right
fare, because the slot just pleads for the
proper coin.

It permits the conductor to answer in-
quiries from one passenger while getting
an audible indication that another pas-
senger is paying his fare.

It allows the conductor to watch the
step without losing sight and collection
control of every passenger on his way
into the car.

It returns the fare to the conductor so
promptly that spurious or short fares are
detected before the passenger has taken
another step.

It makes auditing simple and direct.
Nothing is left on the car to cause con-
fusion.

What is Point 2?

Rooke Automatic Register Co.

Providence, R. I.

MAY 6, 19161

ELECTRIC RAILWAY JOURNAL

: automatically controlled substations installed for the Elgin & Belvidere
Electric Co., Union, Illinois.

Reduce Operating Costs

by installing
Automatically Controlled Substations

The GENERAL ELECTRIC COMPANY has perfected a system
for automatically controlling substation apparatus. As usually
applied, the control equipment starts the machines whenever there
is a demand for power, and shuts them down when the demand for
power ceases, thereby saving a large portion of the substation losses.

Increased service requirements can in many cases be met more
economically by installing automatically controlled substations
rather than by adding feeder copper.

General Electric Company

Atlanta, Ga.
Baltimore, Md.
Birmingham, Ala.
Boston, Mass.
Buffalo, N. Y.
Butte, Mont.
Charleston, W. Va.
Charlotte, N. C.

Cleveland, Ohio
Columbus, Ohio
Dayton, Ohio
Denver, Colo.
Des Moines, Iowa
Duluth, Minn.
Elmira, N. Y.
Erie, Pa.

Fort Wayne, Ind.
Hartford, Conn.
Indianapolis, Ind.

General Office: Schenectady, N.Y. SEoSu"

New York, N. Y.
ADDRESS NEAREST OFFICE Niagara Falls, N.

— — Omaha, Neb.

Philadelphia, Pa.
Pittsburgh

San Fran

,('al.

Jacksonville, Fla.
Joplin, Mo.
Kansas City, Mo.
Knoxville, Tenn.
Los Angeles, Cal.

Louisville, Ky.
Memphis, Tenn.
Milwaukee, Wis.
Minneapolis, Mir
Nashville, Tenn.

Portland, 6re.'
Providence, R. I.
Richmond, Va.
Rochester, N. Y.

Schenectady, N. Y.
Seattle, Wash.
Spokane, Wash.
Springfield, Mass.
Syracuse, N. Y.
Toledo, Ohio
Washington, D. C.
Youngstown, Ohio

For Michigan Business refer to General Electric Company of Michigan, Detroit,
ma and Arizona business refer to Southwest General Electric Company (formerly Hobson Electric Co.), Dallas, El Paso,
and Oklahoma City. For Canadian business refer to Canadian General Electric Company, Ltd., Toronto, Ont.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

"Grade M"

The More Miles per Dollar Gearing

The Choice of Ninety

Progressive Electric Railways

in the United States

General Electric Company

Atlanta, li,
Baltimore. ]
Hirminghan
Boston. Ma
Buffalo. N.
Butte. Mon
Charleston.

General Office: Schenectady, N.Y.

ADDRESS NEAREST OFFICE

Chicago. 111.

■

Milwaukee, Wi<
Minneapolis, M
Nashville.- Tehn

Ne-.i Orleans, La.
N.-.v York. N. Y.
Niagara Falls. N. Y.
Omaha. Neb.

ina. Pa.

Portland. Ore.
Providence, R. I.
Richmond. V'a.

r, N. Y.

For Michigan Business refer to General J

Oklahoma ati'l Aniona busines: refer : u-.hv.c:,t Genera

Houston and Oklahoma C.ty. For Canadian business rete

St. Louis. Mo.
Salt Lake City. Ut

idy, N Y
Seattle. Wash.
Spokane. Wash.
Springfield. Mass

S. Y.
Toledo. Ohio

. ton, 1). C.
Youngslown. Ohio

Hobson Electric Co.),
: i 'ompany. Ltd.. Tor-.

Electric Railway Journal

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

NEW YORK, SATURDAY, MAY 6, 1916

TIME PRO-
PITIOUS TO
SELL SCRAP

The last few months have been
particularly propitious for rail-
way companies to dispose of all
kinds of scrap metals and waste paper. According to
prices quoted in the Journal of Commerce for May 4,
light and heavy brass is now being sold at 13 and 15%
cents per pound, respectively; light and heavy scrap
copper at 22 and 26 cents per pound, respectively, and
heavy steel scrap, No. 1 wrought railroad scrap and
heavy cast scrap at $15.50, $21.50 and $17.00, respect-
ively, per ton of 2240 lb. Mixed paper, which is
the kind collected by railway companies, has advanced
from 15 cents per 100 lb. last year to 30 cents at the
present time. War conditions have brought about
this unusual condition in the scrap market, because
in the past a large portion of these materials has
been obtained from Europe. Now the situation is re-
versed, and Europe is bidding for these various scrap
materials. To intensify this situation, importations of
wood pulp have been greatly curtailed, owing to the
demand for bottoms for commodities bearing higher
rates. The prices of the different kinds of railroad
metal scrap have made enormous advances within the
t year, increases in some cases ranging in the neigh-
ood of 100 per cent. While the time is propitious
11 all classes of scrap materials, it is necessary to
eep in touch with the widely fluctuating market to take
advantage of the high prices.

metaj
last j

keep

MEETING "Men occupying conspicuous and

THE leading places in finance, as in

PUBLIC every other calling touching the

people's interests, are legitimate objects for public
scrutiny in the exercise of their functions." Though
the author of this statement, Otto Kahn, in speaking
before the American Newspaper Publishers' Associa-
tion, was concerned primarily with so-called "high
finance" in America, his remarks are worthy of careful
consideration in the electric railway field. In fact, in
Mr. Kahn's portrayal of the financier who "meets at-
tacks with dignified silence, maintains an austere de-
meanor and cultivates an etiquette of reticence," it is
possible to recognize a certain class of electric rail-
way officials whose attitude of secrecy, aloofness and
contempt for public criticism is decidedly irritating to
democratic minds. Happily this sort of official is to-day
much more rare than formerly, but there are still some
operators who have to learn that the only result of
trying to avoid publicity is to obtain an undesirable
notoriety. As Mr. Kahn says, if inquiring or critical
citizens are met with silence, impatience or resentment,

the public mind naturally becomes more infested with
suspicion and more inclined to credit all sorts of
rumors. In the plans for one of the new bank buildings
which is being erected in New York the space reserved
for the chief executive officers is within a low-railed
inclosure in the center of the bank, with passageways
on each side and the windows of the paying and receiv-
ing tellers and similar officials against the walls. The
object is, of course, to have the executive officers where
they can be easily accessible to customers. We shall
not here enter into a discussion of whether this ar-
rangement of office is well adapted to the needs of a
public utility company, but the thought is at least
worthy of consideration. We admit that it would be a
direct reversal of the idea that the rank of an officer
in a public utility varies directly with the number of
guards which have to be passed to secure admittance
to his presence, but we wonder what the effect would
be on the public — and even on the officers themselves—
of such an arrangement.

ELECTRIC
RAILWAY
SECURITIES

In last week's issue we described
at length the belief of representa-
tive investment bankers that at
present electric railway securities, while not discredited,
are not enjoying the same degree of popularity as the
securities of other utilities, notably the lighting com-
panies. Owing partly to natural economic forces and
partly to special burdens for whose imposition the
public is directly responsible, electric railways have
to-day reached the point where the average investor
approaches their securities with a prejudice against
their relative worth. He can be easily convinced as to
the merits of particular issues, it is true, but the tinge
of distrust against the class is apparent. This is a
condition the full meaning of which must be impressed
upon the public mind. Electric railways must grow
with the communities they serve, but the necessary
money will not be forthcoming from the investors if
the public continues to make unreasonable demands
upon the capital invested or required in such utilities
and upon their income-producing power. The public
has as vital an interest as anyone, if not more, in the
development of the electric railway industry, and it
should do its part toward the restraining of unfair
regulatory and legislative demands. If the railways,
by virtue of their more intimate connection with the
public, are more often subject to ignorant or malevolent
attacks than are other utilities, then they deserve the
greater protection from broad-minded and far-sighted
citizens. If the public does not realize its responsibility

848

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

in this matter, electric railway securities will not be
readily salable in the amount needed for the expansion
of the industry, and the public itself will be the worst
sufferer.

THE TIME IS OPPORTUNE FOR PUBLICITY

We urged last week the adoption of a definite policy
of national publicity by the electric railway companies
of the country. The need for such a campaign was shown
by the statistics published in last week's issue of the
financing of electric railways during 1915 as compared
with 1914, and the statements from investment bankers
that electric railway issues are decreasing in popularity
both actually and relatively as compared with other
public utilities. There is no doubt that the situation
is one requiring relief, but how about the opportunity?
Is the public as a whole sufficiently interested in
economic and corporate matters to pay attention to
what may be said? In short, is this an appropriate
time for undertaking this work? We believe that it
is, in spite of the fact that foreign affairs and pre-
paredness are the questions which are probably upper-
most in the minds of most citizens at present. Indeed,
this condition probably strengthens the situation rather
than otherwise, because it emphasizes in the minds of
everyone the need of cohesion among all of the elements
in the country, as well as the important part in the
economic and military life of the country which the
railways perform or may be called upon to perform.

There is also another and perhaps an even stronger
indication that the times are propitious for a fair
presentation of the railway case to the public with as-
surance that it will receive attention. This evidence is
furnished by an examination of the kind of articles
which is now appearing in most of the popular maga-
zines, and even in the daily papers. It was not many
years ago that the magazines of general circulation
devoted a considerable proportion of their pages to
articles of a "muck-raking" character. These contribu-
tions were extensively advertised and widely read, and
the sensational attacks on business enterprise contained
in them provided the public with plenty of "interesting"
reading. For a time this class of story brought many
purchasers to the newsstands for those magazines which
dealt in the expose of business corruption. But for
some considerable time there has been a cessation of
"muck-raking" articles. The public got tired of them.
People began to realize that a few instances of unprin-
cipled business administration did not prove that the
entire corporate interests of the country were corrupt.
It is possible also that the articles have helped in the
widespread movement among corporations, which has
since taken place, in favor of more publicity of their af-
fairs, especially among those of a quasi-public nature, of
whose business the public has a special right to know
about.

After the "muck-raking" class of article had be-
gun to pall on the reading public, a period followed
in which some of the more sensational magazines
thought to retain their circulations by the publication

of salacious stories, but while these attracted morbid
interest for a time, the public as a whole soon began
to demand decency in its reading.

Latterly, the observer of current magazine literature
has seen a change in the character of articles published.
It is the trade story, the article which tells how the
business man of the day is developing his business and
conducting it at a profit, which finds a ready sale in
the publication offices of the popular magazines now.
This is a good sign, but the movement of which we are
now speaking is not confined purely to the magazine.
An examination of the daily papers also shows that
much more space is being devoted to-day to business
affairs than formerly. It is possible that this may be
due partly to the present prosperity of the country,
through which more people have become stockholders
than formerly and so are more interested in the trend
of the markets and the news about corporation securi-
ties. Whatever the cause, the fact is noticeable. Five
or ten years ago special columns in the daily papers
devoted to export trade, public utility affairs or reviews
of business conditions in various lines were a rarity,
except perhaps in the largest metropolitan dailies. Now
they are common in many daily papers. The public
as a whole is getting to understand the fundamental
principles of business and to take an interest in them.
It is learning better the intimate relation of the pros-
perity of the transportation systems to that of other
lines of business, the close connection between the wel-
fare of the employee and that of his employer, the
problems of the railroad business. It should equally
understand the problems of the electric railway indus-
try, and it is the task of the industry to make them
clear.

COSTLY SERVICE IN THE RUSH HOUR

It is generally conceded that service given during
the rush hours costs much more than that operated dur-
ing the remainder of the day. The difference in cost,
which is obviously due to the extremely low "service
factor" of cars that are used only for one or two hours
a day, depends upon the sharpness of the daily peak,
and in cases where the evening rush lasts for an hour,
or but little more, it is possible for the service at that
time to involve actually double the normal expense of
operation. Such cases, as a matter of fact, are by no
means uncommon.

For an example there may be taken a city run on
a line 7 miles long, which is covered in 45 min. If the
peak is sharp and lasts for only 1% hr., most of the
cars sent out to handle the rush-hour load will make
only one round trip, or 14 miles daily. Under average
conditions, as displayed in the figures of the last elec-
tric railway census, if each car bears its share of the
indirect expense of operation in proportion to its mile-
age, the indirect cost of operating one of the trippers
will involve the following approximate items: Mainte-
nance of way and line, 2.4 cents per car-mile; traffic,
0.2 cent per car-mile; general expense, 2.8 cents per
car-mile, and miscellaneous transportation costs, ex-

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

849

elusive of platform labor, 1.6 cents per car-mile. The
total is 7 cents per car-mile.

Of the direct expenses the most important is plat-
form labor. Motormen and conductors cannot be kept
on a job that brings only iy2 hr. pay, and to hold in
service the extra men that are used for tripper service,
such as that under consideration, it has become cus-
tomary to provide a minimum wage payment whether a
full day is worked or not. The minimum may range
from $1 for each call for service to a flat rate of $12
per week, and for an average the figure of $1.25 may be
taken as typical. In the case under consideration, there-
fore, the platform expense will be $2.50 per trip, or
17.9 cents per mile.

The cost of power also is a large item of direct ex-
pense. During the peak this unit-cost increases for
exactly the reason that applies to car operation in gen-
eral, and the best demonstration of this fact may be
made by considering the effect in the case of power
that is purchased by the railway from a local power
company. Such contracts for large amounts of energy
hare invariably come to the basis of a "demand charge"
of about $1 per kilowatt per month, plus 0.4 cent per
kilowatt-hour for energy actually furnished. The prin-
ciple of the demand charge is that this sum just about
covers the fixed charges on the equipment required to
supply 1 kw., while the energy charge covers the direct
cost of coal, water, labor and other items, including
profit, involved in the actual delivery of 1 kw. for one
hour's time, or 1 kw.-hr. The cost to the consumer is
thus quite comparable to that involved in case the
power is generated and not purchased.

Then for each kilowatt added to the peak by the op-
eration of tripper cars, there will be a charge of $1 per
month, and since in the case under consideration the
peak lasts for only 1% hr. daily, each peak-load kilo-
watt that is required will be used only for 45 hr. per
month, and will represent the consumption of only 45
kw.-hr. per month. Each of these kilowatt-hours will
thus cost 2.2 cents for demand charge alone and, with
0.4 cent added for the energy charge, will cost 2.6 cents
at the switchboard. Imposed upon this cost is an over-
head charge for substations and line, for which a con-
servatively low estimate would be one-third of the over-
head charge for generation, amounting to, say, 0.7
cent, and bringing the cost of the power to 3.3 cents per
kilowatt-hour at the substation. The census figures in-
dicate that 3.8 kw.-hr. per car-mile is the approximate
average power consumption measured at this point, so
that the peak-load power cost becomes 12.6 cents per
car-mile.

Maintenance of car equipment, the last item of direct
expense, appears almost negligible after the two fore-
going figures, amounting to 1.7 cents per car-mile as an
average throughout the country. In the case under
consideration, however, the tripper cars will make only
one-quarter of the daily mileage that might be ex-
pected from the average car, and as a number of the
factors involved in the item vary in accordance with
the car-years rather than with the car-miles, the cost

of maintenance per mile for the trippers should be con-
siderably higher than for the cars in regular service.
The increase may be approximated at 50 per cent, giv-
ing a total maintenance cost of 2.5 cents per car-mile.
This, added to all of the foregoing items, makes a total
of 40 cents per car-mile, yet the census figures on which
this estimate is based show that the average normal
operating expense throughout the day is only 17.3 cents
per car-mile, actually less than half of the calculated
rush-hour cost.

ALLOCATION AN ENGINEERING PROBLEM

A study of the Boston street lighting rate case and
of the Bay State Street Railway fare case, now being
heard by the Massachusetts commission, emphasizes
the great importance of skillful allocation by the engi-
neering experts called to the stand to support the cost
theories set forth by the companies. In seeking to de-
rive the cost of installation and operation per lamp, and
to get at the cost of building the railway property per
route, it has been found necessary to make various
sharp distinctions in plant investment, and these dis-
tinctions are so technical that it is scarcely an exaggera-
tion to say that the engineers have blazed new trails
through the wilderness of figures wherein the expert ac-
countant is normally supposed to dwell. Without at-
tempting the rather presumptuous task of commenting
upon the cost theories involved in these cases while they
are still in process of presentation, it is none the less in-
teresting to note the very high grade of engineering
ability required in any allocation of costs designed to
stand the analysis of hostile technical opponents and to
meet the test of the specialist accountant.

Certainly the engineer must be the final arbiter in
the selection of pro-ratings, for he unquestionably has
the most accurate knowledge of the inter-relations of
complex equipment. For instance, in the street lighting
cost determination he can follow the subdivision of en-
ergy from the turbo-generator through the transmis-
sion and translating apparatus to the distribution lines
and lamp terminals as few accountants find possible
without special engineering training. The same thing
is true in the allocation of investment costs according
to certain specified routes on a great electric railway
system, although the accountant must receive great
credit for the actual records and also for the co-oper-
ative suggestions which he makes in the course of such
an analysis. A broad grasp of the meaning of every
essential equipment function is absolutely necessary for
the engineer who occupies himself with any of the prob-
lems of valuation, and it is both interesting and signifi-
cant that such qualifications are demanded for engi-
neering service of the first rank in the field of com-
mission regulation. These qualifications, while too
technical to be appreciated by the general public, are
powerful factors in leading the engineer upward to a
plane of recognition by high judicial authority which
is bound in time to enhance the reputation of the expert
witness of the right sort more than easily can be real-
ized to-day.

850

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

Detroit River Tunnel Operation

An Analysis of the Record of Train Detentions on This Electrification, Which Handles 50,000

Tons Daily, Shows a Remarkable Degree of Reliability Notwithstanding the Severe

Operating Conditions, the Mileage per Locomotive Failure Being 26,600

THE Detroit River Tunnel electrification of the Michi-
gan Central Railroad, which was briefly described in
connection with an article on maintenance practice pub-
lished in the Electric Railway Journal of March 18,
presents an unusually successful example of third-rail
installation. Since the electric equipment was placed in
operation, its reliability has been most satisfactory,
notwithstanding the inherent difficulties with which it
has had to contend, and the operating records of the
electric zone are well worthy of analysis. In conse-
quence, the record for the past year showing train de-
tentions that were traceable to the electric rolling stock
and to the contact system is presented in detail in the
accompanying paragraphs, the various causes of failure
being outlined in each case.

them on sand considerably beyond rating, the idea being
to get the train up the grade practically regardless of
the draft of current. This brings about a rather pe-
culiar situation in that when one engine loses power
temporarily because of poor contact at the third-rail, or
other cause, the whole train is quite likely to be stalled.
No circuit breakers are installed on the engines, the
equipment being protected by 600-amp. motor fuses and
2000-amp. shoe fuses.

Power is furnished by a substation which supplies
also current for lighting in the yard and for industrial
uses in the large passenger station at Detroit. It con-
tains two 1000-kw. motor-generator sets and a storage
battery, but the latter, it may be said, is carrying a
continually decreasing share of the load, the discharge

DETROIT RIVER TUNNEL OPERATION — FREIGHT TRAIN DESCENDING 1% PER CENT TUNNEL-APPROACH GRADE

The installation, it may be said, includes at the pres-
ent time about 5 route-miles and 23 miles of third-rail,
together with ten electric locomotives, of which seven
are regularly in active service. Both freight and pas-
senger trains are handled, the former running as high
as 2000 tons westbound up the 2 per cent grade in the
west approach tunnel, and about 2500 tons eastbound on
a V/2 per cent grade at the opposite side of the river,
the eastbound trains having mainly loaded cars, while
the westbound trains have many empties. About 17,-
000,000 gross tons are normally handled in the course
of a year, or, say, 50,000 tons daily in both directions.
Locomotive mileage for a year approximates 185,000
for all engines.

The heaviest work done by the locomotives is on
freight trains, it being customary to use three engines
per train and to load these up to the limit of their
rating. The engines are of the eight-wheel, double-
truck type having 600-volt ventilated motors with a high
gear-ratio, and on heavy pulls it is not unusual to work

being 24 per cent of the total output in 1912 and 15.6
per cent in 1915. The storage-battery capacity was
originally 630 amp. for eight hours, but now this has
been reduced to about two-thirds of the original figure
by removing plates, because greater swings are allowed
by the power company which furnishes the alternating
current. The regulating booster for the battery has
even been cut out of service except for one hour of
the day so as to decrease the battery discharge.

Train Detention Records
The most prolific cause of train detention chargeable
to the electric installation appears to be that of foreign
cars which fail to clear the third-rail. This is shown in
the table on page 852, which covers train detentions
and other equipment failures for which the electrical
installation is responsible either directly or indirectly.
From the table it may be seen that during the year
seven detentions were charged to cars which fouled
the contact rail. Two of these resulted from hopper-

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

851

DETROIT RIVER TUNNEL OPERATION — ELECTRIC PICK-UP YARD IN WINDSOR

bottom cars with the hoppers down, which struck and
damaged the third-rail. One of the detentions coming
under this head was caused by a projecting piece from
the roof of a sleeping car which touched the overhead
contact rail in the station. Two others resulted from
crippled foreign cars and one more was caused by some
loose object, such as a brakebeam, dragging from a
train and breaking a number of insulators. Still an-
other was due to a projecting step on a steam locomo-
tive tender.

Naturally, the presence of the third-rail beside the
running rail makes it practically certain that damage
will result from a derailment even of minor character,
and in the list there are six detentions chargeable to
this cause. In each case the derailed car or cars knocked
down lengths of rail sufficient to interfere with traffic.
Of a somewhat similar character are the delays charged

to cars which were pushed off a derail into the third-
rail, knocking it down. In connection with this it may
be said that all of these detentions were brought about
at a group of derails which are located at the tunnel
end of the Detroit station yard where there are fre-
quent train movements. The derails protect against
runaway cars going into the tunnel. The presence of
the station platform prevents the location of the third-
rail on the opposite side of the track from that toward
which the derails are faced, and it is undesirable to face
the derail away from the third-rail and toward the sta-
tion platform because more damage would be done if
a car hit the platform than if it knocked over the third-
rail.

Also, the location of the crossovers protected by
the derails is fixed by topographical conditions so that,
in turn, the derail cannot be moved along the track.

DETROIT RIVER TUNNEL OPERATION— CAR FERRIES ON DETROIT RIVER DISPLACED BY ELECTRIFIED TUNNEL

852

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

The situation, therefore, is a peculiar one and entirely
local in its characteristics.

Under the general heading of failures due to the
power supply there appear five detentions charged to
temporary loss of power which resulted in the stalling
of trains on the tunnel grades. One of these detentions
was brought about by the fact that the substation cir-
cuit breakers were set too low when a heavy train was
taken for the first time across a newly-built crossover
on the Detroit side near the new passenger station.
As the crossover was on a heavy grade, a much greater
draft of current was demanded than had been normally
the case in the past, and in consequence, the setting of
the circuit breakers had to be raised. Some months
later, two heavy trains lost power, one of them for only
one and one-half car length, because of attempting to
operate against traffic on a 2 per cent grade where the

third-rail had become coated with a high-resistance film
caused by corrosion from brine dropping from refrig-
erator cars. Drawbars were pulled out here also.

The two remaining detentions chargeable to this
cause were due to too-heavy tonnage which opened the
circuit breakers and allowed the trains to stall. In each
case the attempt to start the train again on the heavy
grade resulted in a broken drawbar. Under the same
general heading in the table, there appear two deten-
tions chargeable to permanent short-circuits, the power
failures in these cases being due to persistent shorts
caused by the careless handling of tools by the construc-
tion gangs that were working about the passenger sta-
tion in Detroit during the early part of the year.

Failures chargeable to the third-rail equipment, aside
from the times when it was knocked down by crippled
or derailed cars, were but three in number during th*
year. In two of these failures the third-rail shoe of
the locomotive caught on a faulty rail, one being brought
about by a low rail which resulted in broken shoes and
beams on the locomotive. The other was also due to a
shoe that was knocked off the locomotive by a low rail,
this causing the other shoe on the locomotive to blow
its fuse, thereby delaying the train. Another delay that
was charged to a shoe catching on temporary construc-

Table Showing Train Detentions for 1915, Detroit River
Tunnel Electric Zone

Operation :

Car fouling contact rail 7

Derailment B

t?ar pushed off derail 7

Power supply :

Power off temporarily, train stalled on grade 5

Power off, permanent short-circuit L»

Third-rail :

Shoe caught on faulty rail 2

Shoe caught on temporary construction 1

Man failures :

Tonnage rating exceeded, power not off 2

Stalled on gap in third-rail at crossover 1

Sanders plugged up, stalled on wet rail 1

Contactor burnt up, train brakes sticking caused abnormal
draft of current 1

Locomotive failures, electrical :

Short-circuit on commutator 1

Contactor burnt up, arc to ground 1

Locomotive failures, mechanical :

Shoe spring lost, other shoe-fuse blown 1

Shoe broken, high shoe 2

Pantograph caught on overhead rail 1

Broken knuckle on locomotive 1

Operating Data

Annual locomotive mileage lsr.,47f>

Miles per locomotive failure 26,600

tion was brought about by a broken shoe and shoe beam,
the shoe catching on a temporary wooden incline in-
stalled for construction purposes at the end of a length
of third-rail.

The table shows a total of five detentions charged
against "man failures" in connection with the locomo-
tives, this heading including delays that might not have
occurred had the electric equipment not been installed,
yet which were not chargeable to any inability of the
electric equipment to do the work for which it was
designed. Two of the detentions were chargeable to
excessive tonnage on freight trains, an error on the
part of the car checker, and owing to traffic conditions
or other circumstances surrounding the movement the
locomotives were unable to take the train up the grade
although the power supply did not fail during the at-
tempt. Another cause of delay was brought about by
a train which stalled on a gap in the third-rail at a
crossover. This was a part of the new construction
work that was completed during the year, and the fact
that the engine stalled was due entirely to lack of ex-
perience with the new conditions on the part of the
motorman. A third detention was brought about by an
engine which stalled on a wet rail because the sanders
were plugged up, the engine without the sand being
incapable of handling its normal rating because of ex-
cessive slipping. Another case somewhat similar to this

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

853

was brought about by the burning up of a contactor
because sticking air brakes on the train put an enor-
mous load upon the engine, and the contactor was un-
able to break the resulting heavy current, holding the
arc and finally opening the substation circuit breakers.

Locomotive Failures

The real locomotive failures have been divided in
the table between electrical troubles and mechanical
troubles. Of the former, one was caused by a tem-
porary short-circuit on a commutator, the resulting
high current causing the motor fuse to blow. The other
detention chargeable to electrical failures on the loco-
motives was due to a contactor burn-out in which the
arc that was produced when the current was broken at
the contact tips flashed over to ground and held on
between the contactor and the ground until the con-
tactor was completely burnt out.

Of the locomotive failures chargeable to mechanical
defects, two were caused by broken shoes that were
too high. In another case an engine under heavy load
lost contact at one of its third-rail shoes, and the ex-
cessive draft of current taken by the other shoe caused
that shoe fuse to blow. The loss of contact was due to a
twisted shoe which finally caught on the third-rail and
broke the shoe bracket, the original cause of the trouble
being a weak shoe spring. Another failure was due
to a pantograph shoe of a type not now in use, which
caught upon the overhead contact rail in the passenger
station. A third was due to a broken knuckle on a
locomotive.

The operating record of the electric locomotives, made
up on the basis proposed last year by the committee on
electrical equipment of the American Railway Master
Mechanics' Association, is 26,600 engine-miles per de-
tention due to locomotive failure. In this only locomo-
tive failures chargeable to electrical and mechanical
defects have been considered. Man failures are not in-
cluded, and, of course, the detentions chargeable to
operation, power supply and to the third-rail system
have been omitted also.

Columbus Safety Poster

Vehicle Owners Also Urged by Letter to Help Pro-
mote Safety
THE latest step in the safety campaign of the Col-
umbus Railway, Power & Light Company, of which
an outline was published in the issue of this paper for
April 22, is the display in all car windows of the poster
illustrated herewith. In addition copies of this poster
were mailed to some 400 persons operating vehicles of
different kinds in Columbus. Accompanying the poster
was a letter signed by Harold W. Clapp, general super-
intendent of the company, which said, in part :

"In January we posted in the cars a statement of
our 1915 record as compared with that of the year 1914,
which gave these facts concerning public accidents:

1. Collisions — Cars and automobiles 3 per cent increase

(Nearly 50 per cent more machines in the streets in 1915
than in 1914.)

J. Collisions — Cars and wagons 20.6 per cent decrease

::. I.c iving moving cars 21.7 per cent decrease

,. I in ii ding moving cars .4.6 per cent increase

"At that time, we believed a much greater improve-
ment could be made, but we realized that, even though
our men were being constantly drilled in the careful
handling of their cars, we could not hope to bring about
the best results in this work unless we had the support
of the public. We made a strong appeal for help. The
quick and effective response accorded us is reflected in
the record for the past three months.

"Accidents mean losses of various kinds ; loss of earn-

ing power to the injured, loss in damaged property,
physical disability with attendant suffering, etc. Sta-
tistics prove that 75 per cent of all accidents result from
carelessness and thoughtlessness. If we can educate
ourselves to the point where we will pause for a moment
to think before acting as we daily use the streets — walk-
ing or driving — -or as we ride the street cars, we will,
as a community, produce savings the mere money

To Our Patrons:

Our Accident Prevention Record

FOR JANUARY, FEBRUARY AND MARCH, 1916,

1. Collisions-Cars and Automobiles . 23' Decrease

2. Collisions-Cars and Wagons . . 20.2* Decrease

3. Leaving Moving Cars ...... 53.4' Decrease

4. Boarding Moving Cars .... „25.3» Decrease
March 31st. this year, there w<

The employes of this

Company ar

taking-ex-

tra precautions to avoid

accidents

n handling

cars, but the

must have

YOUR

HELP

to attain the

high degree

of success

possible in

this work.

YOU CAME BACK

IVcMMHiim Work. I here are too many accidents;
they are unnecessary and wasteful. It is your
duly, and ours, to give
this, the greatest i

ENLIST IN THE CAUSE! CAR MEN, DRIVERS, EVERYBODY!

TEE COLUMBUS RAILWAY, POWER & LIGHT CO.

COLUMBUS SAFETY POSTER

equivalent of which would be astounding, and teach
safety habits the future effects of which could not be
estimated.

"I am taking the liberty of writing you at length be-
cause I feel that you must be greatly interested in this
work, both as a business man — an employer of persons
in whom you place trust for the safe operation of your
vehicles — and as a citizen desirous of lending your aid
to the end that Columbus may live up to its opportuni-
ties by adding the qualification of Public Safety to the
other splendid advantages it offers.

"I would appreciate very much your calling this
record to the attention of your employees and others.
If you should desire additional posters, they may be ob-
tained by a telephone call to our safety department."

Foreign Specifications for Railway
Material

With the object of placing in convenient and accessible
form before those in the United States interested in or
responsible for railway materials, the Bureau of Stand-
ards, Department of Commerce, in connection with its
investigation of failures of railway material, has ob-
tained, through the courtesy of the State Department,
copies of specifications for railway material — rails, axles,
wheels and tires — used in several European countries.
These specifications are given in full, together with a
digest and discussion, in Technologic Paper No. 61, just
issued. The available data concerning the types and
weights of foreign railway equipment, together with
those concerning derailments and accidents abroad, are
also included in the publication. Persons interested may
obtain copies of the paper, which is entitled "Foreign
Specifications for Railway Material," without charge
upon application to the Bureau of Standards, Washing-
ton, D. C.

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No.

VIEW OP TERMINAL,

SHOWING CARS, PLATF

3RMS, AND 1

RAIN

SHEDS

Hi IIIIi

fill]

-S22SZ-- - — -^~

VIEW OF STATION, SHOWING APPROACHES

VIEW OF INTERIOR, SHOWING DESIGN OF FIXTURES AND ARCHITECTURE

Exterior and Interior Views of New Electric Railway Terminal in Saratoga

MAY 6, 19161

ELECTRIC RAILWAY JOURNAL

855

Saratoga Terminal Completed

Imposing Structure Designed to Accommodate In-
creasing Traffic for Many Years to Come
ON Thursday, April 20, the Hudson Valley Railway
of Glens Falls, N. Y., opened a handsome station at
Saratoga with appropriate ceremonies, which were pre-
sided over by Mayor Walter T. Butler.

Many prominent State officials and railroad men were
present, including a large delegation from Glens Falls
who journeyed to Saratoga in the official car of A. E.
Reynolds, general manager of the Hudson Valley Rail-
way. Speeches were made by C. S. Sims, vice-president
and general manager Delaware & Hudson Company;
George D. Pratt, chairman State Conservation Commis-
sion, and George Foster Peabody, State Reservation
Commission.

The station, which is located within a short distance
of Broadway and close to the Grand Union Hotel, is laid

SARATOGA STATION — PLAN OF STATION AND GROUNDS

out to secure a plaza effect on the side toward Broad-
way. For this reason the building is set diagonally
on the lot 50 ft. to 60 ft. back from the street with the
front facing northeast. The land was leased to the
railway by the State of New York, the municipal au-
thorities having granted the company the right to cross
Broadway, thereby considerably shortening the run to
Glens Falls.

To harmonize with a large memorial fountain oppo-
site, the architects, Ludlow & Peabody, New York, made
the general design of the station conform to the Italian
classic school. It is constructed with concrete founda-
tion, concrete floor and hollow terra-cotta tile wall. The
roof is of mottled slate. The interior is of cream col-
ored cement stucco trimmed with cast stone. The ex-
terior walls contain a number of ornamental panels.

Two of these represent in bas-relief historical events
associated with Saratoga, such as General Burgoyne
surrendering at Schuylerville and Sir William Johnson
drinking the water of life at High Rock Springs.

The building consists of a main central motif con-
taining the waiting room and office and two wings, one
extending south and the other north. In the south
wing is a large lunch room, with kitchen, and a store
with show windows opening on Broadway. The south
wing also contains the men's room. In the basement of
the south wing are the boiler plant and coal rooms. In
the north wing is the ladies' room, the agent's office,
the parcel room, the telephone booth and the dispatcher's
office.

At the rear of the building are the concrete track
platforms with protected wood construction track sheds.
■ The waiting room has a colored cement floor with
Moravian tile border, wood paneled wainscot about 7 ft.
high and above this point a vaulted ceiling of cement
plaster, jointed and treated to represent stone. The in-
terior woodwork of the entire building is chestnut, with
the walls and ceilings plastered. The building as ar-
ranged will take care of the traveling public in and out
of Saratoga for many years to come.

The cars of the Schenectady Railway operate to
Ballston, Schenectady and Albany, and run on an hourly
schedule. In addition to this the Troy line of the Hud-
son Valley Railway also leaves this station hourly, and
the local Belt Line service car arrives and departs from
the station every thirty minutes.

The service to Glens Falls on the north is operated
hourly, so that in the aggregate hundreds of passen-
gers will daily use the new station.

Franchise Extension Rejected in
Valparaiso, Chile

The municipality of Valparaiso, Chile, has refused to
accept the proposition made by the street railway of
Valparaiso for an extension of the franchise for ninety-
nine years. The propositions made by the Compania
de Tranvias Electricos de Valparaiso, which is the com-
pany now operating the electric street railways and
furnishing the electric lighting of the city, were in
substance as follows : The rate of fare within the city
to be 20 centavos, first class, and 10 centavos, second
class (with exchange at 9 pence, equal to $0,036 and
$0,018 United States currency, respectively). This
rate is to remain unchanged unless the exchange value
of the peso should fall below 6 pence. The franchise of
the company to be extended by seventy-nine years, mak-
ing the total life of the franchise, from date, ninety-
nine years. The company was to give the city of
Valparaiso 8 per cent of its gross receipts from the
traction lines, this percentage of gross receipts to be
applied principally on the city debt and secondarily on
the indebtedness of the city to the traction company
for municipal lighting (in June, 1915, the balance due
for municipal lighting amounted to $383,045 United
States currency.) The company was also to double-
track several of what are at present single-track lines;
to do all necessary paving in that part of the streets
covered by its lines, and to have the responsibility and
cost of the cleaning, repair, etc., of such paving. The
company was to deed to the city on certain condi-
tions and in return for certain payments on part of its
equipment, all its equipment, plants, lines, etc., on the
expiration of its franchise.

The Puget Sound Electric Railway is converting its
station grounds in Auburn, Wash., into a park, and is
planting flowers and laying out lawns.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

CONNECTICUT CARS — INTERIOR AND EXTERIOR OF NEW CARS WITH LIFTING SASH

Latest Connecticut City Cars

Ninety-two New Semi-Convertible Cars Now in Serv-
ice Are Fitted with Many Safety Promoting
and Traffic Accelerating Features

THE Connecticut Company has just placed in serv-
ice ninety-two prepayment arch-roof cars, forty-
six of which are used at New Haven, twenty-six at Hart-
ford and twenty at Bridgeport.

While the cars are much alike in appearance, they
are really of two designs, forty-six being of Brill semi-
convertible type built by Wason and the others being of
Osgood-Bradley construction. The cars have steel
underframes, steel side frames and a %-in. roof cov-
ered with No. 8 duck. The fittings and equipment are
exactly alike except that the Wason cars, numbering
1700 to 1745, have Agasote head and side lining, Peacock
staffless brakes and EMB resistors, while the Osgood-
Bradley cars, numbering 1746 to 1791, have Nevasplit
head and side lining and Lord staffless brakes and GE

Nos. 1700-1745

Length of car body 30 ft. 0% in.

Length of platform 5 ft. 7 in.

Total length 43 ft. 10 in.

Height from top of rail to top of

roof lift. 214 in.

Height from top of rail to top of

trolley board 11 ft. 8 V4 in.

Height to center of drawhead 20% in.

Height from top of rail to under-
side of bolster 29% in.

Width over step 8 ft. 5 in.

Width over eaves 8 ft. 4 in.

Total width 8 ft. 5 in.

Center to center of king bolt 22 ft. 1 in.

Number of seats 12 cross, 4 long

Seating capacity 44

Weight ready for service 36,000 1b.

5 ft. 11% in.
44 ft. 6 in.
(over buffers)

29i/, in.

S ft. 5 in.

8 ft. 5 % in.

8 ft. 5 in.

22 ft. 1% in.

12 cross, 4 long

36,000 1b.

resistors. The dimensions of these cars are as shown
in the accompanying table.

Operating Features

These cars are operated on the pay-within plan with
manually-operated outwardly folding vestibule doors of
clear glass. The doors are operated in connection with
the National Pneumatic Company's safety interlocking
door signals whereby the motorman can start with the
first control point on as soon as the closing of the doors
operates the starting signal. Both the steps and plat-
form thresholds are fitted with 3-in. strips of Mason
carborundum safety tread. The use of a fixed step has
worked out very satisfactorily. The Consolidated buzzer
push-button system is installed with buttons only near
the vestibules. These were placed there, of course, to
cut down the loss of time when a passenger signals from
his seat and then proceeds out leisurely.

The liberal platform length and the provision of 6-ft.,
longitudinal seats at each end do much to facilitate quick
passenger movement. Fares are collected by means of
Johnson fare boxes and counterchecked on Sterling-
Meaker registers.

The exterior of these cars is in the Connecticut Com-
pany's standard yellow, while the interior is in mahog-
any with bronze trim. Air pockets are provided be-
tween the 3/16-in. wainscoting and steel side plates.
All seats are Heywood Brothers & Wakefield rattan, the
cross seats having corner grab-handles so that the ceil-
ing is free of straps except at the ends. Pantasote cur-
tains on No. 86 ring fixtures are also used.

The efficient use of motive equipment is shown by
the fact that these cars require only two 50-hp. motors

CONNECTICUT CARS — VIEWS OF CAR EQUIPPED WITH REMOVABLE SASH

MAY 6, 1916]

ELECTRIC RAILWAY- JOURNAL

857

geared 15:69 for a schedule speed of 9 miles per hour
with six stops per mile. These motors are of GE-203
L type rated 50-hp. on 600 volts and are outside-hung
through end-bar suspension on Standard 0-36 maximum
traction 5250-lb. trucks of 4-ft. 6-in. wheelbase. These
trucks have steel drivers of 33 in. and cast-iron ponies
of 21-in. diameter. The journal boxes are Symington.

The control is of K-6 type supplemented by contac-
tors. The vagaries of the 4%-in. diameter trolley
wheels are controlled by means of Ohio Brass catchers.

As previously noted, these cars have hand brakes of
staffless type. However, the chief braking is left to GE
air brakes including the C-P 27-B compressor and a
16-in. x 48-in. air tank. Brake-shoe wear adjustment is
eliminated by the use of Smith-Ward slack adjusters.
The reliability of braking is further increased by the
use of air-operated sanders, insuring relief from
troubles with clogging sand. Other safety equipment
comprises Rico anti-climbers and H-B life guards.

Lighting for each car is afforded by seven 56-watt
lamps, ranged along the center line of the car,
five inside and one on each platform. Other specialties
are Gold heaters and Railway Utility honeycomb venti-
lators, incandescent headlights and illuminated signs.

New Cars
Since these cars were put in operation, orders for
100 additional cars have been placed by the Connecticut
Company. Thirty, the exact duplicates of those built
by the Wason Company, have been ordered from that
company; sixty others, practically the same as these
cars only longer, are to be built by the Osgood Bradley
Company, and ten of the newer type of interurban cars
are to be built at the Wason works.

Railway Exhibit Educates Public

The Exhibit Demonstrates the Various Developments

and Improvements in Equipment and Emphasizes

the Company's Record in Accident Prevention

BY HENRY GEBHART
General Manager Oakwood Street Railway, Dayton, Ohio

WHILE a direct increase in revenue is not to be ex-
pected as the return from an exhibit in an in-
dustrial exposition, such an exhibit does demonstrate
that the railway company has the right public spirit
and the exhibit may be employed to educate the public
and impress the fact that the service has improved
greatly while the fare has remained the same. Re-
cently the Oakwood Street Railway, Dayton, Ohio, ex-
hibited at an industrial exposition, and it feels well
paid for the expenditure of time and money. The gen-
eral character of the exhibit is shown in the accom-
panying illustration.

A booth, 25 ft. square, was selected near the en-
trance to the show so that it would attract the attention
of visitors before their interest lagged.

In the center and to the rear of the booth, a full-
sized standard car vestibule was exhibited. This was
used first to attract attention, and second, to demon-
strate the several devices which the company has in-
vented to aid in safeguarding the public. A man was
in charge of this exhibit continuously in order to dem-
onstrate and explain the details of the safety door, sig-
nal light, door operating mechanism, illuminated signs,
fare boxes, etc., all of which were designed and manu-
factured in the railway company's shops.

A case with twenty-four 8-in. x 10-in. colored trans-
parencies occupied space at the right front of the ex-
hibit. These transparencies were of two kinds, and
they were intended to contrast the past with the pres-
ent, as well as to illustrate some of the equipment de-

signed and built in the railway company's shops. The
old shed for horse cars was contrasted with the com-
pany's new reinforced-concrete structure. The first
car-building shop was shown beside the six present
shops. An old horse car with all of the employees in
the service in 1895 was contrasted with two views of
double-truck modern cars with the day and night shifts
of trainmen. The old horsedrawn snowplow was illus-
trated beside the modern snow sweeper. Similarly, the
old power-house equipment was contrasted with the
modern generating equipment; the first line wagon
with the modern Packard truck, and the first single
truck with the modern single truck. The remainder of
the case contained transparencies of various equipment
parts, simply for their illustrative and educational
value. A sign placed over this transparency case read
as follows: "Observe these contrasts of the past with
the present and remember this — your fare has not in-
creased." Just back of the transparency case, and on
the same side of the booth, a large table with sample
parts of signs, fare boxes, door signals, door mech-
anisms, etc., was placed to show the intricacy of the
mechanical parts of these various devices.

At the left front of the booth a full-size section of
modern track construction, including the sub-grade,
concrete ballast, steel ties, joint construction, rails and

OAKWOOD STREET RAILWAY'S INDUSTRIAL EXHIBIT

paving, was exhibited. A placard was placed on this
giving details and cost, and again reminding the public
that "The fare had not increased." Alongside this
track construction exhibit the various sections of rail
used by the company from 1871 to 1916 were shown,
beginning with the old strap rail on a wooden stringer
and passing through the various stages of evolution to
the modern T-rail.

Other features of the exhibit included an architect's
water color of the new offices and shop buildings, a
framed portrait of Maj. Charles B. Clegg, president of
the company, and a number of placards of which the
following are samples: "We build cars, door signals,
door mechanisms, illuminated signs, fare boxes, etc.
Safety First.

"Five Years' Progress, Records of 1915 and 1910:

All accidents to passengers including board-
ing and alighting 89.4 per cent decrease

All accidents to pedestrians 55.6 per cent decrease

All accidents to horse-drawn vehicles 34.4 per cent decrease

All accidents to automobiles and motor-
cycles 112.5 per cent increase

All other accidents 56.5 per cent decrease

"We are doing our part to decrease accidents. Give
us your help by attention to Safety First."

Other placards called attention to delays as to grade
crossings, the employees' aid association and a list of
improvements which the Oakwood Street Railway was.
the first to adopt in Dayton.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

Needed Reforms in Regulation

Dangers from Over-Regulation Discussed at Meeting

in Boston — Proper Qualifications of

Commissioner Defined

PRESIDENT Alexander C. Humphreys of Stevens
Institute of Technology discussed necessary re-
forms in public utility regulation on April 21 at a
meeting of the Boston Society of Civil Engineers. Hav-
ing served as an expert witness in a large number of
cases before public service commissions, Dr. Humphreys
called to mind a number of instances in which the con-
duct of public hearings by legislative committees and
by State commissions was not in harmony with a judi-
cial determination of the facts at issue. The speaker
pointed out that no real co-operation can be obtained
where there is antagonism between the parties in in-
terest. He held that it is not improbable that the coun-
try has suffered as much from the ill-directed zeal of
honest but self-sufficient enthusiasts as from the cun-
ningly directed activities of the reformers for personal
profit.

After emphasizing the volume of superfluous or harm-
ful legislation produced in the country under present
conditions, touching upon the great cost of the federal
valuation of railroads now under way, questioning the
general policies of the government toward the carriers
and urging a fairer attitude toward the transportation
security-holder, Dr. Humphreys said that there are
many engineers who might profitably give more atten-
tion to the subject of overhead charges, including such
items as preliminary expenses, legal and other organiza-
tion expenses, engineering, superintendence, contrac-
tor's expense, interest and taxes during construction,
liability and other insurance, omissions, contingencies,
etc. If the engineer's estimate is not inclusive and final,
he should place the fact on record. Engineers have been
responsible for much misapprehension because of their
failures in this respect. Various public utility cases in
which the presiding commissioner had conducted hear-
ings without the proper judicial attitude or in which
the presentation of incomplete evidence or the unfair
interpretation of testimony had been allowed were
touched upon. The development of a complete record is
absolutely essential to just regulation.

"Under commission control," said Dr. Humphreys,
"over-regulation and unnecessary interference with in-
dividual enterprise has been gaining headway year by
year. The tendency to allow this one authority to exer-
cise the three functions of government has been more
in evidence year by year. The regulation of business
in many cases has developed or, more correctly, degen-
erated into persecution, and this also applies to other
business than that of public utilities. Perhaps the bur-
den of over-regulation has rested most heavily upon
our railroads. The sooner the people as a whole come
to understand that upon the prosperity and efficiency of
our railroads depends in large measure their own pros-
perity, the better for all concerned. Sooner or later
they will learn whose ox is being gored, but they may
not be able to distinguish the aggressor. The tendency
of these commissions, both federal and State, is to get
deeper and deeper into the details of management, to
become more and more active in legislation and the
framing of major and even minor rules, and to be more
and more keen to sit as judges in trials of public service
corporations. . . . Thus they exercise the authority
while avoiding responsibility for final results — a most
inefficient and dangerous system."

By failing to protest in many commission cases
through appeal to the courts, either for reasons of
policy, timidity or general lack of backbone, many cor-

porations have suffered material loss and loss of pres-
tige. Unless the public utility is willing to fight for
its just dues, it is charged with being found in the
wrong. Many of the minor troubles and injustices could
be eliminated from commission control if thoroughly
qualified engineers were put upon the boards. Every
commission should have at least one properly qualified
engineer as a member. He should be a man of high
character, of sound training in theory and practice, and
of wide experience in design, construction and adminis-
tration.

In general, all our public service commissioners
should be broadly trained, broad-minded, fair and com-
petent as investigators (an unusual qualification), and
in each commission there should be men fully qualified
in the theory and practice of the professions of engi-
neering, law, business finance and accountancy. How
to get enough such men in view of the small induce-
ments offered and the political pressure to which they
are submitted is indeed a problem. In conclusion, Dr.
Humphreys declared that no longer should lawyers and
economists be permitted to make the laws and say how,
when and where they are to be enforced.

Operation in Flooded Streets, Buffalo

International Railway, Buffalo, N. Y., Maintains Car
Service in Deeply Flooded Streets

GREAT difficulties were encountered by the Inter-
'national Railway, Buffalo, N. Y., in handling traffic
through the flood waters in the South Buffalo and Ken-
sington sections of the city during the last week of
March. More than 20 miles of streets were under water
from a few inches to 4 ft. and 5 ft. deep. Service on
several lines was suspended for three days, and cars

BE? ~*i

SNOWPLOW (WITH TRAILER) IN FLOODED STREET, BUFFALO

on two lines are still being re-routed because of the
destruction of approaches to the Bailey Avenue bridge
over the Buffalo River.

The accompanying engraving shows a view on the
Seneca-Hoyt line where, in places, the water was 5 ft.
deep, yet the service was never abandoned. A snow-
plow with a trailer attached was pressed into service,
and passengers were carried for almost a mile through
the flooded area. Although thousands of passengers
were carried through the floods during the five days,
there were no accidents. The Seneca Street carhouse
of the International Railway, which adjoins the river,
was not damaged because it is on high ground, but it
was almost entirely surrounded by water.

May 6, 1916 1

ELECTRIC RAILWAY JOURNAL

859

Electrical Conference in Atlanta

The Standard Safety Code and Electrolysis Were the
Principal Subjects Discussed

THE conference held this week in Atlanta, Ga., by
the Bureau of Standards under the auspices of the
Affiliated Technical Societies was opened on May 2. The
meetings were held at the Georgian Terrace Hotel, and
were attended by some 200 prominent corporation and
municipal engineers and public utility officials. The
opening talk on May 2 was by A. M. Schoen, chief engi-
neer Southeastern Fire Underwriters' Association, who
was followed by Dr. E. B. Rosa, chief physicist Bureau
of Standards, who described the purposes of the Na-
tional Electrical Safety Code. W. J. Canada, electrical
engineer of the bureau, then presented a summary of
che code. The portion of the code which attracted the
most discussion was that relating to transmission and
distribution lines at high voltage. Those taking part
in the discussion were W. G. Claytor, Roanoke, Va.; P.
A. Tillery, Raleigh, N. C; H. A. Palmer, Richmond,
Va.; L. V. Sutton, Raleigh, N. C; E. P. Peck, Atlanta.
Ga., and Mr. Cummins, Birmingham, Ala.

In the evening the delegates took a trip to the At-
lanta outdoor high-tension substation of the Georgia
Railway & Power Company, where a demonstration by
the engineers of the company was given of changing
insulators and other operations on 110,000-volt lines,
and the tagging of circuits. All operations were in
accordance with the requirements of the safety code

On Wednesday, Burton McCollum of the Bureau of
Standards read a paper on "Electrolysis and Its Mitiga-
tion," describing the work done by the Bureau of Stand-
ards in studying the question of electrolysis from rail-
way return circuits. An abstract of this paper is given
below. The paper was illustrated with slides, and a
discussion followed. Later the confreres visited the
testing laboratory of the Georgia Railway & Power
Company, and in the evening a meeting of the trans-
mission engineers in attendance was held. It was de-
"Dted to experience talks.

On May 4, the last day of the meeting, the discussion
was on the subject of grounding low-voltage light and
power circuits.

Need for Reducing Electrolysis

Bureau of Standards Recommends Improvement of
Return Circuits— Three- Wire System Under Test

AT a conference held at Atlanta May 2 to 4 under
the auspices of the technical committee of the Affil-
iated Engineering Societies of that city, one day, May
3, was devoted to a consideration of the work of the
Bureau of Standards at Washington in studying the
causes and methods of relief of electrolysis of under-
ground pipe from railway circuits.

In the paper which was presented on the work of the
bureau, reference was made to the publications issued
by it on the subject and to the methods which had
hitherto been followed for mitigation of electrolysis. It
was said that these methods may be grouped broadly
under two heads : First, those that may be applied to the
pipe or cable system, and second those which may be
applied to the negative return and have for their object
the prevention of leakage of electric currents into the
earth or its reduction to so low a value that it will do
practically no harm. The second method is by far the
one to be preferred. Some of the methods under the
second group, including the double trolley system and
the use of uninsulated negative feeders in parallel with
the rails, are either impracticable or else open to the
objection that the expense or operating difficulties at-

tending their applications are rendered unnecessary be-
cause of the fact that there are other adequate methods
available for general application which are compara-
tively cheap to install and which introduce but slight
complications into the operation of the system. The
three-wire system is mentioned as possessing large pos-
sibilities, but attention is called to the fact that up to
the present sufficient experience has not been had with
it to show whether it is practicable from the operating
standpoint under average conditions of service. A very
complete sectionalized three-wire system is now being
installed in one American city under the general direc-
tion of the Bureau of Standards, and it will be used as
the basis of a thorough investigation of the practica-
bility of this system both from the standpoint of prac-
tical operation and electrolysis mitigation.

The most effective methods that have been thoroughly
tried out in practice over long periods are the use of in-
sulated negative feeders. In some cases it is also de-
sirable to use a moderate number of insulating joints
in the pipes, or a very limited amount of pipe drainage,
but as a rule an increase in the carrying capacity of the
insulated return is all that is necessary.

The paper also points out that the owners of the un-
derground utility have certain responsibilities as well
in this matter, particularly if new construction is un-
dertaken in territory already occupied by the electric
railways. There are a number of things that pipe and
cable owning companies can do at a very slight addi-
tional expense if such measures are taken at the time
the pipes or cables are installed. Thus, in new work or
repairs, pipe lines should be laid as far as practicable
from the railway tracks. Where the density of service
connections is sufficient to justify the use of two mains,
one on each side of the street, these should be laid, in
order to eliminate the necessity for running services
across under the railway tracks. Wherever it is neces-
sary to run service pipes across the street under rail-
way tracks, care should be taken either to lay them as
far as practicable below the tracks, or else to provide
substantial insulation between the service pipe and the
track, or between the surface and the main, by means
of insulating joints. The latter plan will generally be
found cheapest and most effective.

In conclusion, the paper recommends earnest co-opera-
tion between the railways and underground utilities in
order that the problem should be dealt with in the most
effective way. Until the reduction of electrolysis comes
to be considered an engineering question, it cannot
properly be solved.

Examination for Special Agent

The bureau of foreign and domestic commerce of the
Department of Commerce of the United States plans
to hold an examination during May for the position of
special agent to investigate the markets of Africa,
Australasia and the Far East for railway supplies. The
salary of an appointee to this position will not exceed
$10 a day for each day in the year; actual transporta-
tion expenses and an allowance for actual subsistence
expenses not to exceed $5 a day will be paid. Applica-
tion to take this examination should be made direct to
the Bureau of Foreign and Domestic Commerce, Wash-
ington, D. C, and should set forth the applicant's edu-
cation and his experience in the subject of the investi-
gation.

Spanish engineers have completed surveys for a
direct electric railway from Madrid to Valencia, with
the exception of that portion of the line terminating in
Madrid.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

Mechanics of Railway Motors

The Author Discusses Mechanical Considerations in

Railway Motor Design Which Affect Reliability

of Operation and Facility of Maintenance

BY R. E. HELLMUND

Railway Engineering Department, Westinghouse Electric &

Manufacturing Company

A MOST important consideration in the mechanical
design of a railway motor armature is that the
punchings that form the core must not be subject to
loosening under vibration, and in an approved construc-
tion which has never given any trouble of this kind the
punchings are pressed onto a spider and tightened with
a powerful hydraulic press, being subsequently held in
place by a ring nut which has practically no chance to
get loose. The spider is pressed onto the shaft, which
thus is made easily removable if broken. Large teeth
in the armature core are desirable because they will not
bend over easily in case the armature rubs against the
poles, and this condition naturally leads to armatures
with rather few large slots and teeth. The latter fea-
ture is also desirable because with few coils the chances
of breakdown are reduced, and because larger coils are
naturally stiffer and less liable to move under service
conditions. On the other hand, excessively large coils
are not as favorable for commutation, and it is possible
for large coils to be so stiff as to make the rewinding
of the armature difficult.

With regard to insulation, it may be said that the
introduction of U-shaped pieces of insulation to rein-
force the coils where they leave the armature core has
been found of great value in avoiding coil breakdowns.
To avoid shrinkage of the insulation and loosening of
the coils, it is desirable to have them compressed as
much as possible before they are put into the armature.
For this reason the practice of pressing the straight
part of the armature core is very desirable. Coils
wound of cotton-covered wire and with a wire covering
of fibrous material should be pressed before the outer
layer of insulation is put on, but strap-wound coils with
mica wrappings may be pressed after completion.

With regard to banding, it may be said that too wide
bands and too many of them involve certain losses from
eddy currents. The use of a strip of tin under the band
wire with clips to hold the wires together has been found
to increase their life considerably. When an armature
is banded, a sufficient number of fillers should be put
into the slot so that the coil sticks out of the slot just
enough so that the pressure from the band forces the
coil down until its top is flush with the top of the teeth
in the core. It is very desirable to do the binding while
the armature is hot, because the insulating material is
most pliable in a hot condition. The use of temporary
bands on the armature before putting on the final band-
ing is considered good practice.

With very large commutators the bolted construction
is still the only safe method of holding the commutator
together, because the proper tightening of a large ring
nut is rather difficult. The methods of manufacturing
the mica V-rings and of aging the commutators under
heat have, however, improved so much in recent years
that the use of a ring nut in small and medium size
commutators has become fully as safe as the bolted con-
struction. Following the practice of undercutting that
has become common in the last few years, the difficul-
ties of commutator maintenance have become almost
negligible. Small irregularities in the commutator sur-
face should not cause a properly designed brush to jump,
and therefore the masses that are moved up and down
with the brush must be kept small, many brush-holder
designs including a small vibration spring between the
harness and the hammer so that the carbon can move

without moving the harness. The shape of the brush-
holder hammer may have a considerable influence upon
brush wear. Although small sizes of hammer have less
contact surface, they do not wear into the carbon any
more than the larger sizes and have, moreover, the ad-
vantage of less weight.

The hammer wear, and also the wear of the carbon
in the sides of the brush-holder box, are caused by small
arcs forming between the carbon and the hammer and
between the carbon and the brush-holder. Such arcs are
formed by the vibration of the carbon in the box and by
sand particles between the box and the carbon. It has
been found in localities where the cars stop on the near
side of the street, and where the motors carry heavy
accelerating currents while the car is crossing other
tracks, that the side wear of the carbon is excessive.
Since the side wear will be larger if less current is car-
ried by the hammer on top of the carbon, it is essential
that the shunt between the hammer and the brush-
holder be maintained in first-class condition. Also,
poorly-made or broken shunts will lead to excessive wear
of the pins supporting the ratchet and wheel and the
inside of the ratchet wheel.

Usually it is desirable not to have the brushes too
thin, as they are then more subject to breakage. A
thickness of % in., or for small motors V£ in., gives
best results. Very high graphite and low-resistance
carbons are often not best for railway motors. On the
other hand, care should be taken to avoid very hard
carbons, and especially those with certain abrasive quali-
ties intended for non-undercut commutators. While
such brushes may show up very well in comparative
tests on carbon wear, they will prove to be expensive on
account of excessive commutator wear. Usually it is
better to take out the armature and turn and undercut
the commutators than to use abrasive brushes.

In field coils flat copper straps with asbestos tape
insulation between the straps have given such excellent
results that the use of wire or ribbon-wound coils has
practically been abandoned except in very small motors,
the insulation between various layers of the field coils
usually being made of mica discs. To avoid vibration
of field coils, a most important consideration, it is
absolutely necessary to introduce a heavy spring under-
neath the coil, this taking up the inevitable shrinkage
of the insulation. To bring the cables out of the core, the
best practice seems to attach the cables permanently
to a strap inside of the coil with a well-soldered joint
and to connect the two cables between the field coils by
a similar simple and rugged joint of the sleeve type,
this being preferable to the frequently-used arrange-
ment of cable terminals into which the cables are fast-
ened by screws.

Bulletin on Credits to Foreign Buyers

The insistent demand for information on foreign
trade subjects has led to the publication of a book of
practical suggestions by the Bureau of Foreign and
Domestic Commerce, Department of Commerce. These
suggestions are not concerned with the sale of any par-
ticular lines of goods in foreign markets, but with the
vexing problems which sooner or later confront ex-
porters in every line, such as questions of credit, agen-
cies and packing. The much-discussed question of ex-
tending credits to foreign buyers is gone into at con-
siderable length in the bulletin, as there seems to be a
disposition on the part of American exporters to regard
as permanent the present short-term and cash business
with countries that previously demanded long credits.
Copies of the bulletin may be purchased at 15 cents
each from the Superintendent of Documents, Washing-
ton, D. C, or from the district offices of the bureau.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

861

Extensive Fire at Paris, Tex.

Damaged Area Covers Twenty-seven City Blocks and

1440 Buildings — Electric Properties Suffer

Temporary Shutdown

ON March 21, a fire, which ranks as one of the largest
in the history of Texas, destroyed twenty-seven
blocks at Paris, in that State, including practically all
the business section of the town and many residences.
Starting from causes unknown near the south end of
the town, the fire spread to the Public Square, a distance
of eighteen blocks, in less than a half an hour, leaving
behind a path of ruins from one to three blocks in width.

The Paris Transit Company's carhouse and offices
were totally destroyed, as shown in an accompanying
illustration. In addition to all the tools and repair
equipment, six trolley cars which were in the carhouse
were consumed. The offices and the stand-by plant of
the Texas Power & Light Company, together with sev-
eral miles of transmission and trolley lines, were also
destroyed. The financial loss to the two electric com-
panies resulting from this destruction was not particu-
larly serious, due to the fact that the buildings and
equipment were to a great extent covered by insurance.

The power plant, the ruins of which are illustrated,
was used only during the cotton gin season to carry the
peak load. It had a capacity of about 800 kw., and its
equipment included two motor-generator sets of 75 kw.
and 90 kw. The power and light company had a triple-
feed system arranged so that in case one feeder was
burned, the load would be taken care of by either of the
remaining feeders. This fire covered such an area,
however, that all three feeders were burned.

The work of restoring service by the transit company
and the power and light company was well started be-
fore the flames died down. Large crews of men with
electrical equipment were immediately rushed from
Dallas by express trains in answer to telegrams sent
before telegraphic connections were cut. Practically
every line and trolley pole in the burned area was de-
stroyed and most of the trolley wire was damaged.
Service was restored to a portion of the town not in the
path of the fire by 10.40 p. m. on the 21st, and by 10.30
a. m. on the 22nd. six hours after the fire had passed,
the south end of town was again on the line. At noon
on the same day the north part of town was receiving
power, and by evening 75 per cent of the town was
connected for lighting. Car service was restored on
the Barnum line on the 23rd, but on account of a short-
age of equipment four single-truck cars were borrowed
from the Southern Traction Company of Waco. Con-
struction of a transmission line to connect with the
Dallas line will be started within three weeks, and it is
expected the work will be completed and the line in

RUINS OF OFFICE AND POWER PLANT OF TEXAS POWER & LIGHT
COMPANY

service by Aug. 1. The Diesel plant of the lighting com-
pany is furnishing all power for both the Texas Power
& Light Company and the Paris Transit Company.

No plans have been perfected as yet for the location
of new offices of the companies, but it is expected that
these will be located in some office building as soon as
such is available for use. Temporary quarters are
maintained in a local store which escaped the conflagra-
tion. Temporary quarters for the storage of cars have
been selected at the amusement park of the company,
about 1 mile from town. The shops are located in the
basement of a dance pavilion, and several ingenious
machines to take the place of the destroyed equipment
have been provided. There is a shallow, sandy creek
flowing under the tracks on the park grounds, and by
removing a few ties and building a floating platform in
the bottom this has been turned into a temporary pit.
It serves very well, and has already been used for the
changing of armatures on a car.

RUINS OF CARHOUSE, PARIS TRANSIT COMPANY

Intensive Safety Work Produces
Results

A reduction of 66 per cent in five years in the total
number of accidents chargeable to the transportation
department is a record of which the Springfield Con-
solidated Railway Company, Springfield, 111., may well
feel proud. This result is largely attributed to what
may be termed intensive safety work among the car
crews. The transportation department of this com-
pany, after careful consideration, decided that a general
safety campaign among the employees and the public
through placards, buttons and signs, would not produce
results in proportion to the cost of conducting the
campaign. It therefore concluded to devote its ener-
gies to its employees, and particularly to the car crews.
The men were informed of the number of accidents
occurring annually and what they cost the company.
The men were then urged to be more careful and to cau-
tion the public wherever and whenever a person did a
dangerous act. At monthly meetings the men were in-
formed of the progress being made, and at all times
the service inspectors and the superintendent of trans-
portation gave much attention to the question of safe
operation. In addition the spirit of contest was created
by posting the monthly accident records made by the
various lines.

The results for the past five years of this plan of
urging safer operation among the trainmen are as fol-
lows: 1269 accidents in 1911; 921 in 1912; 718 in 1913;
565 in 1914, and 430 in 1915. Moreover, the results
for the first two months during 1916 indicate that the
total number of accidents for this year will be less
than those for last year.

862

ELECTRIC RAILWAY JOURNAL

[Vol. XLVIL No. 10

Los Angeles Rate Case

Pacific Electric Railway Protests Against Extension of
Five-Cent Limits

ON May 16 the Pacific Electric Railway of Los
Angeles will start to put in its defense to the Cali-
fornia State Railroad Commission against the conten-
tions of the city for the extension of 5-cent fares to the
city limits of annexed districts in Los Angeles. The
principle underlying this group of rate cases, which may
lead to still further action before the commission, is
that the Pacific Electric is not making an adequate re-
turn on its investment.

The lines of which the Pacific Electric system is a
consolidation were started by individual companies, and
their fares were established by different men on dif-
ferent bases. This resulted in inequalities and com-
plaints from residents of communities who thought

MAP OF LOS ANGELES, SHOWING FARE ZONES UNDER DEBATE

they were being discriminated against. The present
four cases, combined into one for hearing, were all
brought by the city of Los Angeles to compel the com-
pany to extend 5-cent fares to the remote boundaries of
districts annexed to the city since the fares were origi-
nally established. The lines involved are as follows :

Bairdstown line, present 5-cent fare limit, Harriman
Avenue, 5.76 miles ; limit asked, Sierra Vista, 6.75 miles.

Edendale line, present 5-cent limit, Semi-Tropical
Park, 4.23 miles; limit asked, Richardson, 6.40 miles.

Hollywood case: Boulevard line, present 5-cent fare
limit, Gardiner Junction, 8.7 miles; limits asked, Foun-
tain Avenue, 9.05 miles, and Laurel Canyon, 9.20 miles ;
Brush Canyon line, present 5-cent fare limit Franklin
Avenue, 7.47 miles; limit asked, Brush Canyon 8.70
miles; Colegrove Cahuenga Pass line, present 5-cent
limit, Seward Avenue, 7.35 miles ; limit asked, Cahuenga
Pass, 9.16 miles.

In the case of Palms the present fares vary from 15
to 25 cents single trip to various parts of the extended
district involved. There are offered, however, lower
round-trip and very low commutation rates for family
and individual tickets. In the Edendale and Palms cases
the extended fare limits requested are beyond the pres-
ent terminus of the local cars.

These figures show that the distances to Gardiner
Junction and to Seward Street to which 5-cent fares
are at present allowed are greater than other 5-cent
fare limits. These distances came through fare ex-
tensions not voluntarily made by the company. Under
an old charter provision in California a fare greater
than 5 cents could not be charged for one continuous
trip within a city of 100,000 population or over. When

Hollywood was annexed to Los Angeles, suits were filed
for charging more than a 5-cent fare, decision adverse
to the company was rendered in the courts and $250
damages awarded in each case. The company then re-
duced the fare to 5 cents. Later another district, then
outside the city and served for a 10-cent fare, was an-
nexed and similar suits were filed, but the same justice
who presided in the former case ruled that the charter
provision had been nullified by the later enactment of
the State public utilities act. The Pacific Electric pos-
sibly could then have restored the former 10-cent fare
to Hollywood, but conditions with the company were
looking favorable, and in view of the protests which a
change would have made the lower rate was allowed to
stand. Since then, this has been taken as a basis of
comparison to provoke complaints of discrimination in
other rates, and if such comparison is made before the
commission it will have a tendency to throw the whole
system before the commission for a comprehensive rate
adjustment and claim for increased fares sufficient to
allow a fair return on the investment.

A pertinent point in connection with these matters is
that the Pacific Electric Railway Company was incor-
porated as a railroad and does a general railroad busi-
ness, passenger and freight. The only difference is
that its lines are operated by electricity. While the
principal business of the company is suburban business,
it also renders a local service over the city portions of
its suburban lines. As practically all its traffic is for
long hauls the full distance from a suburban point into
or out of Los Angeles, it cannot, like the ordinary street
railway system, afford to carry the maximum-haul pas-
senger a long distance for the reason that it has not
very large numbers of extremely short-haul downtown
passengers to balance the revenue expended in hauling
passengers to outer terminals.

The transfer matter is involved in this case, as within
the 5-cent district of Los Angeles the lines involved
issue transfers to other Pacific Electric lines when re-
quested. From the points where the fare is now 10
cents, transfers are not issued. The complaint asks for
the transfer privilege along with the 5-cent fare.

Should the matter of discrimination be urged vigor-
ously by the complainants on the basis of comparison
of some of the present extended fare limits, it is very
much a possibility that the whole Pacific Electric fare
situation will go before the Railroad Commission for
adjustment, possibly on a mileage basis.

Safety Work in Brooklyn

During the month ended March 31, 1916, which com-
prised twenty-three school days, Mrs. Katherine D.
Larrabee, lecturer for the Bureau of Public Safety,
Brooklyn (N. Y.) Rapid Transit System, delivered
forty-seven lectures on public safety, six with motion
pictures, including the "Cost of Carelessness," and held
two conference talks with members of safety patrols
and careful clubs. Two night lectures were delivered,
one to the children of the Industrial School Association
and one under the auspices of the board of education.
Lectures were attended by 21,590 children and 883
adults. One new safety patrol and three new careful
clubs, consisting respectively of twenty boys and thirty-
eight girls, were formed. Thirty-eight patrols and
twenty-nine clubs, formed since October, 1915, now have
an active membership respectively of 936 boys and 658
girls. One new bulletin board was installed, making a
total of 353 boards for which weekly safety material
was supplied. Seventy-seven schools, public and paro-
chial, participating in the third annual safety prize
essay competition, have submitted essays.

May 6, 1916|

ELECTRIC RAILWAY JOURNAL

868

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

ASSOCIATION NEWS

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

Capital Traction Company Section Discusses Paper Making— At Hampton Section Meeting H. H. Norris
Discussed "How the Employee Can Help Solve Railway Problems" — Meeting in New Haven

CAPITAL TRACTION SECTION AT WASHINGTON,
D. C.

At the meeting of the Capital Traction Company Sec-
tion No. 8, held in its new quarters in the General Office
Building on April 13, the members were initiated into
the mysteries of paper making. Through the courtesy
of the District of Columbia Paper Manufacturing Com-
pany a number of slides and motion pictures were dis-
played, showing the different steps in the manufacture
of paper from the time the stock enters the mill in the
shape of wood pulp and old rags until the finished
product is turned over to the shipping department. W.
W. Langtry of the paper company explained, in a most
interesting manner, the process of manufacture, and
had on hand a number of exhibits of the stock in the
various stages.

Vocal and instrumental numbers for the further en-
tertainment of the section were given by Messrs. Proc-
tor, Wilkinson and Claude. The meeting drew the usual
large attendance.

After the address, which was designed to stimulate
discussion, the members of the section discussed for an
hour the points raised and applied them to local condi-
tions. The secretary read a letter from President
Charles L. Henry, tentatively accepting an invitation
to address the section and suggesting the date May 12.
He also reported for the program committee that a list
of topics had been compiled for circulation among the
members, who are to check off their choices. The popu-
lar topics will be assigned to experts for consideration
and report. At an early meeting R. M. Booker, secre-
tary Newport News & Hampton Railway, Gas & Elec-
tric Company, will explain the history of the local com-
pany and furnish the members of the section with data
regarding its operation.

HAMPTON SECTION

The second regular meeting of company section No.
10 was held in Newport News, Va., on April 28, with
an attendance of fifty. The speaker was H. H. Norris,
associate editor Electric Railway Journal, his topic
being "How the Employee Can Help Solve Railway
Problems." The problems were outlined and illustrated,
the speaker first mentioning some of the reasons for
the difficulties encountered in conducting the transpor-
tation business. These were that the public does not
understand the transportation business, that public and
employees are apt to believe that large capital neces-
sarily produces large profits, and that employees do not
fully realize the nature of the problems which the man-
agement has to solve. The difficulties involved in the
business require administrative and technical talent of
a high order. Mr. Norris divided railway problems into
two classes, external and internal. Among external
problems were: Getting the public to understand what
good service is and what it owes to the railways, get-
ting capital for extensions and securing franchises for
the use of the streets under reasonable terms. Among
internal problems the increasing difficulty of giving
good service with the available resources was stated to
be the real problem. To illustrate what this means, the
speaker contrasted street railway service with what it
was twenty-five years ago. During this period the
nickel has lost purchasing power in most of the necessi-
ties of life, but has gained it as regards transportation.
The better transportation which the nickel can now pur-
chase involves heavier cars with more power, better
lighting and heating, better sanitation, etc.

In meeting external and internal problems it is neces-
sary that the employee should have first an intelligent
grasp of the facts. Then as he comes in contact with
the public he is prepared to explain circumstances which
seem to require explanation. In the second place, by
courteous treatment of the public he can cultivate a
reasonable attitude toward the corporation. Finally, by
co-operation with the management he can save money
for his employer by careful use of materials, energy
and time, and by suggesting improvements in details of
construction and operation.

CONNECTICUT SECTION
A meeting of the section of the Connecticut Company
was held in New Haven on May 2. A talk was given by
C. W. Stocks of the New York office of the association,
on the development of generating systems for electric
railways.

Life-Testing of Incandescent Lamps at
Bureau of Standards

The lamps purchased by the federal government,
amounting to about 1,250,000 annually, are inspected
and tested by the Bureau of Standards, Department of
Commerce. The specifications under which these lamps
are tested are published by the bureau and are recog-
nized as standard by the manufacturers as well as by
the government. They are used also by many other
purchasers of lamps. The lamps are first inspected for
mechanical and physical defects, this being done at the
factory by bureau inspectors. Representative samples
are selected and sent to the bureau, where they are
burned on life-test at a specified efficiency at which they
must give a certain number of hours life, depending
upon the kind of lamp. About 5000 lamps are thus
burned on test each year. For this test great care
must be taken in the measurement of the lamps and in
the adjustment and regulation of the life-test voltage.

Scientific Paper No. 265, just issued by the bureau,
gives a complete description of the special apparatus
and of the methods used in these inspections and tests.
Copies of the publication may be obtained free upon
application to the Bureau of Standards, Washington,
D. C.

The New York Journal of Commerce has prepared a
tabulation showing that electric railways in the United
States will have to take care of $215,353,600 of matur-
ing securities during 1916, 1917 and 1918. This total
is divided $56,175,000 for bonds and $159,178,600 for
notes. The maturities for each of these three years are
as follows: 1916 — bonds, $20,616,000; notes, $59,959,-
100; 1917— bonds, $8,872,000; notes, $27,091,000; 1918
— bonds, $26,687,000; notes, $72,128,500. In view of
the large amount of notes maturing in 1916, the amount
of maturities in the last two years may be appreciably
increased on account of further short-term financing
during 1916.

864

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

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.

Special Track Layouts Made
Interchangeable

BY BURR S. WATTERS

Assistant Engineer of Way Columbus Railway, Power & Light

Company, Columbus, Ohio

Special track layouts have been standardized by the
-Columbus Railway, Power & Light Company, Columbus,
Ohio, so that pieces may be interchanged. At the same
time, the work of designing a layout has been greatly
simplified. In 1909 the writer, under the direction of
E. 0. Ackerman, engineer of way, worked out a system
of proposed standard track layouts. The widths of the
various streets at which the company might be required
at some time to lay grand unions were measured, and
with these data satisfactory layouts for the various
locations were designed.

On account of the differences in street widths it was
found that at least four layouts would be required.
These four layouts were made by using the William
Wharton, Jr., & Company's standard tongue-switch
transitions, with a switch of 100-ft. inside radius. They
were so designed that by using a 12-ft. switch piece, the
toe of the switch piece for the inside curve came at
the heel of the switch for the outside curve. These
layouts were used until, in 1911, the American Electric
Railway Engineering Association adopted, as recom-
mended practice, fixed lengths and radii for switch
pieces. In order to conform to the association standard
we redrafted our designs for grand unions and used
switches of standard recommended length but with a
•97-ft. 7x/2-in. radius. These were so designed that the
tangent point of the inside curve was 12 ft. from the
tangent point of the outside curve. This fixed the toe
of the switch for the inside curve at the heel of the
switch for the outside curve, which conformed to our
original proposed standards.

Engineering data for these are shown in the four
quadrants of the accompanying layout. The grand
unions were all calculated by assuming that the inter-
section angle was 90 deg., but of course when the angle
"was different some modification was required. When
changes are necessary it is our practice to hold to the
standard designs through the frog arms as far as
possible, and to meet any condition by compounding the
remainder of the curve.

These four standard plans include six layouts for a
single-track curve, four layouts for a double-track
curve, six layouts for a single-track left-hand or right-
hand turnout, four layouts for a double-track left-hand
or right-hand turnout, four layouts for a double-track
Y, four layouts for a double-track through Y, and many
others. We have found that these layouts will fit prac-
tically all of the conditions that have been encountered
in Columbus. We have made the external arms of all
frogs 4 ft., and the lengths of the internal arms of all
frogs are fixed, as far as possible, at the length they
-would have in a grand union of the same design.

Owing to the fact that the track gage in Columbus
is 5 ft. 2 in. and the width of the devil strip is 4 ft.,
we have not been able to adopt, to any great extent, the
recommended frogs of the A. E. R. E. A. In the

design of the layouts, car clearance has not been con-
sidered because there were a number of places on the
system where it was practically impossible to obtain
sufficient clearance. Moreover, car designs are con-
stantly changing so that the curve that gives car clear-
ance to-day will not take care of the car of to-morrow.
It will be noted that the radius of the inside curve
indicated as layout No. 2 is the same as that of the
outside curve in layout No. 2y2. The radius of the
inside curve in layout No. 2V£ is also the same as the
radius of the outside curve in layout No. 3. This, of
course, materially cuts down the number of standard
frogs. All switches and mates in these layouts are
either right-hand or left-hand, of 100-ft. radius and
12 ft. long. All crossovers are made of a standard
design by using switch pieces of 97-ft. 7x/2-in. radius
and a frog angle of 12 deg. 45 min. Equilateral turn-

2* &AS. 3

COLUMBUS RAILWAY STANDARD GRAND UNION

outs have been separated into two classes, one for a
running switch, which has switch pieces of 347-ft. 7y2-
in. radius and a frog angle of 4 deg. 46 min., and one
for a turnout at the end of the line, which has switch
pieces of 197-ft. 7y2-in. radius and a frog angle of
5 deg. 42 min. and 30 sec.

As to the value of these standards, we cannot say
that we have been able to obtain a better price from
the special-work manufacturers, but we do not see why
we should not receive a reduction for pattern charges.
We have, however, been able to obtain much better
deliveries. For instance, we were able to obtain three
complete double-track through Y's, with solid man-
ganese switch pieces, in four weeks. This delivery was
made possible owing, in part, to the fact that the gen-
eral features of this layout were very much the same
as a double-track Y, which we had previously ordered
from the same manufacturer. Furthermore, these
standards greatly facilitate the laying out of special
work for a new location. Instead of spending much
time in trying to obtain the best possible design, the

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

problem simplifies itself into determining which of the
standard designs best fits the conditions imposed.
These standards are also valuable because most of the
pieces are interchangeable. This permits a certain
number of pieces to be carried in stock, thus eliminat-
ing delays that occasionally occur in emergencies. After
all these advantages are taken into consideration and
•our experience with these standard layouts during the
past five years, we feel very well repaid for our work
in preparing standards, and we know that we are in a
much better position for making original layouts or
renewals than we were before their adoption.

Results Obtained with Roller Bearings
on Interurban Cars

BY W. B. VOTH AND A. C. METCALFE

Respectively Chief Engineer and Master Mechanic Empire United

Railways, Inc., Syracuse, N. T.

Never in the history of the electric railway industry
has the necessity for economy been emphasized as it has
been within the past year or two, when gross receipts
have been falling off at an alarming rate and material
and labor costs have continually increased. That the
need for economy is realized is indicated by the nu-
merous and heroic efforts which are being made to
introduce economies in directions where it has hereto-

CROSS-SECTION OF ROLLER BEARING

fore been thought impossible to improve. Evidence of
this is shown by the increasing use of very light equip-
ment, and by the very rapid adoption of every device
known to decrease operating expenses. As a matter of
fact, there is not a single item tending to produce lower
cost which will not get instant and respectful hearing by
any electric railway manager, a situation which did not
prevail a year or two ago. The revival of general busi-
ness and the easing of money credits have made it pos-
sible for electric railways to finance improvements
which could not have been thought of until very recently.
There have now been commercially developed several
makes of roller and ball bearings, and it is most likely
that these devices will do more to introduce economy in
the costs of electric railway operation than almost any
other device. There are many operating officials who
have been surprised to find that the elimination of jour-
nal friction has not only saved power, but has resulted
in increased speed and greater safety, and has almost
wiped out journal bearing and maintenance charges.
These anti-friction bearings have been improved greatly
since they were first brought out five or six years ago,
and our experience has convinced us that if they are
as reliable and economical as found so far, it will be
profitable to continue their use.

PARTS OF ROLLER BEARING

This company has recently been conducting tests of
roller bearings, made by the Railway Roller Bearing
Company of Syracuse, N. Y., on motor and trail cars.
The results are given in the following paragraphs :

The motor car tested was of the double-truck type,
weighing about 70,000 lb. It was equipped with four
motors, the length over bumpers was 49 ft. 5V2 in., and
the diameter of axle was 5V2 in. The trailers were 49
ft. over couplers, were equipped with Peckham Type-
36-B trucks, and also had axles 6% in. in diameter.

The two trailers were parlor cars, known as the
"Syracuse" and "Newark." The "Syracuse" is used in
limited service seven days of the week between Syracuse
and Rochester, and makes a little more than 100,000
miles per year. The total distance between terminals
is 86.29 miles and the scheduled time is two hours and
forty minutes. The schedule allows approximately fif-
teen stops, and necessitates a free running speed of
between 62 and 65 m.p.h. The bearings are oiled about
every 40,000 car-miles with car oil, one quart of oil
being used for each bearing. With oil at 20 cents per
gallon and labor at 20 cents per hour, the cost of labor
and oil is 1V2 cents per 1000 car-miles.

The "Syracuse" has caused no trouble since it was put
in operation, but has had several pull-ins on account of
snow or weather conditions. When this car was oper-
ated with the plain journal bearings it was not possible
to make the scheduled time. However, since the roller
bearings have been installed the car has been able to
make the running time. The "Newark" has had one
pull-in on account of a broken drawhead, but at no time
has this or the other car been pulled in on account of
bearing trouble.

VIEW OF TRUCK EQUIPPED WITH ROLLER BEARINGS

ELECTRIC RAILWAY JOURNAL

-Enerqv and Lubrication Costs — PLAIN -\

Annual mileage

Energy consumption,

Energy cost, at 1 cen

Cost of oil

Cost of waste

CAR \\ 'K1ISHT, 70,000 LB.

Plain
Bearing!

103,446

•watt noun 372,405

r kilowa It-hour. . . .J3.724.05

Holler

Bearings

103,446

M7.717

$3,277.17
1.04

Cost of labor for oil'ing. . .
Cost of labor replacing oil

In testing the operation of the above cars, the read-
ings of energy consumed were taken on the car with a
watt-hour meter read weekly over a long period. The
car was run over the same road, and with the same
schedule as another car of the same weight equipped
with plain bearings. Starting tests were also made with
a dynamometer connected between two cars of similar
type and weight. The results of the tests are given in
Tables I and II, which also contain the results reduced
to total annual expense for operation, including all fac-
tors necessary for comparison between roller and plain
bearings.

The average results for all service and weather con-
ditions showed that the car equipped with roller bear-
ings consumed 11.8 per cent less power than the one
equipped with plain bearings. The starting test showed
that the car equipped with plain bearings required 612.3
lb. to start it, while the one equipped with roller bear-
ings required 408.1 lb. That is, the lower starting effort
reduced the demand from friction approximately 33 1/3
per cent.

Since our power as paid for is measured at the a.c.
high-tension side of the substation, we really should
calculate the saving on the a.c. side. Our tests, how-
ever, were made with the meter on the car. To allow
for the losses between the a.c. side of the substation
and car we estimated the cost at the car to be 1 cent
per kilowatt-hour corresponding to 7 mills on the a.c.
side.

From the tables it is evident that the total annual
expense of roller bearing equipment exceeds that for
plain bearings by $66.66 — $41.99, or $24.67. As the
annual saving in energy with roller bearings is $446.88,
the total net annual saving is $422.21. Capitalizing the
saving on a 5-per cent basis shows that it is equivalent
to a capital charge of $8,444.20. From this it can be
seen that the roller bearings, in this case, will pay for
themselves in about one and a half years with the mile-
age as operated. If the general adoption of roller bear-
ings is contemplated, it will require a somewhat greater
investment for extra axles, if such are kept for making

[Vol. XLVII, No. 19

and Roller Bkari>

cost of bearing equipment $96.00

■ .n based on i i fe of ten years '.'.'.'.'.'. '. 0 96

Cost of lubrication 10M

Maintenance, including renewals •>:, XS

Maintenance

Total annual cost $41.99

Holler

Bearings

$434.00

21.70

43.40

0.96

0.3'2

$66.66

axle changes, because equipments with roller bearings
are not interchangeable with plain axles. This ad-
ditional investment, however, can be kept very small.

Summing up the situation in regard to roller bear-
ings, some of the advantages of their use may be enu-
merated as follows: Decrease of power, especially at
peaks and during acceleration ; more coasting; low lubri-
cation and maintenance costs; reduced axle fractures;
reduced pull-ins ; fewer cars needed, reducing the invest-
ment, and possible adoption of smaller motors and,
therefore, less waste.

The reduced energy demand means, in addition, less
wear on trolley wire and trolley wheels. With bearings
of the anti-friction type, the axles are kept in the exact
alignment, while with plain bearings there is consid-
erable lost motion due to journal brass movement in the
journal boxes, and to the ends of the journal being
pushed to one side of the journal brass. With the anti-
friction bearings there is also a reduction in brakeshoe
and wheel wear. A car equipped with these bearings
will coast further than one with plain bearings and will
accelerate at a higher rate with the same current.

In a recent paper there was a statement that a cer-
tain automobile touring car was driven 260,000 miles,
and that after this mileage had been made the roller
bearings with which it was equipped were still in good
condition. It would seem, therefore, that an electric car
should have at least three or four times the life of an
automobile, and since the average life of an automobile
to-day is estimated at three years, roller bearings on
an interurban car should last until the end of the useful
life of the car.

Universal Coil Winding Machine

BY G. R. W. ROBERTS

General Foreman Electric Car Equipment Southern Pacific

Company, Beaverton, Ore.

Many electric roads use a great number of straight
wound coils in their multiple unit equipment for relays
and other apparatus. As these are at all times liable
to be burned out, means must be provided to rewind
them quickly and cheaply. A supply of the various
sizes of wire with which they are wound can always

UNIVERSAL COIL-WINDING MACHINE — SHAFT, BEARINGS, SUPPORTING CONES, ETC.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

867

be kept in stock, and whenever one burns out it is a
matter of only a few hours to make repairs with a ma-
chine like the one illustrated herewith. The construc-
tion is very simple and the device can be made from
fittings and other material to be found around any car
shops.

The shaft of the machine is % in. in diameter by 24
in. long. It is threaded for two-thirds of its length
and turned down at one end to V-j-in. in diameter for
the end bearing. A 1*4 -in. T can be used for the main
bearing by boring it out and bushing it with brass. On
the driving end of the shaft is mounted a grooved pul-
ley for a Vi-in. round belt. Two cones, with about 30
per cent taper, the big ends being about 2 in. in diam-
eter, are provided to hold the coil frames or spools.
The cone next the driving wheel is solid on the shaft,
while the other slides easily over its threaded portion.
By tightening the nut the coil spool is held secured for
winding. The end bearing is made so that the stand
for it can be slipped off the end of the shaft to clear
the spools when they are to be put on or removed.

With this machine the smallest relay coil can be
wound and it is adaptable for any of the straight-wound
Loose Pulley

'////^/////{/////Fln///////////.

coils used for contactors, reversers or circuit breakers.
It will also take the long porcelain tubes used on head-
light resistances. For driving it, a Pelton water wheel
about 9 in. in diameter using air instead of water from
the shop air system, furnishes a cheap and efficient mo-
tor, and it is easily constructed. A hardwood box, large
enough to contain the wheel and having two bearings
mounted at each side, a regular nozzle and an exhaust
pipe, is all that is required. The air is controlled by
a globe valve handy for the operator. For stopping and
starting the winder an idler pulley mounted on a bracket
and having a foot pedal retrieved by a spring bears on
the belt and makes the machine easy of control. We
have found that this machine has saved us many times
over its cost in reducing the time required to rewind
our exceptionally great number of coils, owing to our
double operation on 1500 and 600 volts.

According to the Tramway and Railway World, the
Moscow (Russia) Council will shortly consider a pro-
posal to add to Moscow Tramway's rolling stock and to
make an extension of the systems. New workshops are
to be built, and the total cost is expected to exceed $515,-
000. The town executive committee proposes that the
Council should buy American cars on the instalment
plan, to the extent of 100 motor cars and 150 trailers.

A Lamp Trolley for the Inspection
Shop

BY A. OTTO REINKE
East St. Louis. 111.

In the issue of the Electric Railway Journal for
Feb. 26, 1916, appeared an article on "A Trolley Light-
ing Scheme for the Paint Shop," which brought to the
mind of the writer a similar installation made several
years ago in an inspection shop of a small interurban
road in southern France.

The inspection shop was used for repairing large in-
terurban cars of the 600-volt d.c. type, and contained

^ Chain

PLAN AND ELEVATION OF INSPECTION SHOP AND LAMP TROLLEY

four tracks, having a total capacity of sixteen cars. Be-
tween adjacent tracks and along the side walls were
spanned two No. 4 steel trolley wires, used for the posi-
tive and negative leads of the lamp circuit, a total of
five pairs of wires. In order to get a good lighting ar-
rangement of the car platform, an additional span of
wires was strung parallel to the rear wall, while in the
front of the building two ordinary lamps were mounted
on each door post. A switch on the rear wall controlled
all the lights.

The lamp trolley, as shown, was hexagonal in form

SERIAL SWITCH, DETAIL AND DIAGRAM OF LAMP TROLLEY

and constructed of y3-in. boards. The wheels which en-
gaged the trolley wires were attached on the upper sides,
and four lamps, two on each side, were mounted below.
Inside of the lamp trolley and operated by two cords
from the ground was a serial switch with four contacts

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

which functioned as follows: Steps 1, 2 and 3 closed
circuits respectively through the two lamps on the left
side, two lamps on the right side and all four lamps on
both sides, while the step 4 cut out all of the lamps.
The voltage on the lighting circuits was 220, and the
lamps were of the 60-watt, 110- volt type arranged as
above. By means of the serial switch either side of the
track or shops could be lighted if necessary. The con-
struction of all the lamp trolleys were the same, with
the exception of the two along the wall, which were
equipped with lamps only on the track side. An in-
sulated chain was attached to the lamp trolley so that
the car could be pulled along and used wherever needed.

Emergency Snow-Fighting Equipment
in Western Canada

BY P. D. ARCHIBALD

Superintendent Saskatoon Municipal Railway, Saskatchewan,
Canada

The accompanying illustration shows the snowplow
hastily devised by the Saskatoon Municipal Railway to
clear its tracks after a recent snowstorm.

During the month of March, western Canada was vis-
ited by snowstorms of exceptional severity with continu-
ous high winds. During the week ending March 25 the
high wind, which did not diminish for four days, kept
the snow sweeper of the railway working day and night,
and the snowdrifts on the suburban line 5 miles across

Car Ferry in New South Wales

A ferryboat, built especially to carry trolley cars, is
now in service in the harbor of Sydney, New South
Wales. The following short account and illustrations
are taken from a paper presented before the Institution
of Civil Engineers, London, by John Job Crew Brad-
field, M.E., M.I.C.E.

The boat, which is capable of carrying two tramcars
or two loaded trucks, is 75 ft. long over perpendiculars,

LONGITUDINAL SECTION OF WHARF AND FRONT OF BOAT

or 86 ft. long over ends of movable platforms. The
beam is 25 ft., the depth is 4 ft. 3 in., and the draft,
light, is 1 ft. 8V2 in., and with 42 tons is about 2 ft.

6 in. The movable platform has a vertical range of

7 ft. 6 in., which is sufficient to provide for tidal
variations.

The width of the water crossed is 800 ft. A 20-hp.
oil engine operates the boat, which is hauled across this
distance at a rate of 3 m.p.h. by a 2y2-m. galvanized
crucible steel wire rope. The oil engine drives a coun-
tershaft 2V2 in. in diameter through a Morse chain re-

EMERGENCY DETACHABLE SNOWPLOW ON SASKATOON MUNI-
CIPAL RAILWAY

the prairie to Sutherland formed so quickly that the
sweeper could not contend with them. As an experi-
ment a snowplow was hastily constructed in the railway
repair shop, to be attached to the front of a double-truck
car, and this was finished by three men in eighteen
hours.

Owing to a dip in a subway the plow had to be taken
out on a handcar and attached to the double-track car
on the road. It plowed through about 1 mile of snow-
drifts ranging from 3 ft. to 12 ft. high between the
hours of 9 p. m. and 6 a. m. the next morning, at which
time service was resumed.

The Genoa (Italy) City Council has approved of a
plan for the electricfication of the Genoa-Ovada Rail-
way, at present operated by steam. The electrification
is made necessary by congestion of traffic from Genoa.

r-z£^±±=?\

CROSS-SECTION OF FERRYBOAT

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

duction gearing, and by use of similar gears drives a
rope wheel 5 ft. in diameter.

The platform which carries the tracks is adjustable
in height by twelve screws, six on each side. It is con-
structed of steel rolled joists. The ties and rails are
supported by these joists, which are spaced every 6 ft.
The end of the platform projects beyond the end of the
boat, so as to rest on the wharf when rolling stock is
being run on or off, and at a distance of 22 ft. from
each end the platform is hinged. The countershaft
which is 2% in. in diameter, through a Hercules chain
gear drives a cross-shaft 2 in. in diameter with worm
gearing, placed amidship. The worm gearing drives
two longitudinal shafts 2% in. in diameter, one under
each set of lifting screws. These shafts drive the
screws by beveled gearing. The shaft and lifting screws
each have two jaw clutches, which can be operated in-
dependently by means of which the end portion of the
shaft operating the end screws can be disengaged from
the central portions of the shafts.

When the ferryboat is nearing the wharf, the hinged
end of the platform, which is provided with end rollers,
lands upon the apron of the wharf. The alignment of
the platform rails and wharf rails is made automatic-
ally. An automatic locking lever is also provided, which
drops into place as soon as the rail ends meet, locking
the platform to the wharf.

Damper Regulator Test

Automatic regulation of the damper and stoker feed
in the steam generating plant of the Chicago, Lake
Shore & South Bend Railway Company, Michigan City,
Ind., has reduced the quantity of coal consumed between
8 and 10 per cent for the past three years. A Mc-
Donough automatic stoker and damper regulator per-
forms this service, and, at the same time, makes it
possible to maintain a more uniform steam pressure
since it responds to sudden fluctuations in load more
readily than has been found possible with hand regula-
tion. The mechanical features of this regulator were de-
scribed on page 791 of the Electric Railway Journal
for April 22. On a basis of 8 per cent saving at this
plant, where the coal consumption averages 150 tons

daily, and the average price of coal is $1.70 per ton, the
total annual saving is about $7,500.

Recently one of these automatic damper regulators
has been installed in the Hatfield generating station of
the Evansville
Railways Com-

pany, Evansville,
Ind. The regu-
lator installation in
this plant is shown
in one of the ac-
companying illus-
trations. To show
graphically the ef-
fect of the regu-
lator in and out of
service in a small
plant equipped with
hand-fired boilers
and natural draft,
two charts are
shown in the ac-
companying illus-
tration. One of
these is a twenty-
four-hour record
of steam pressure
with the damper
in service, and the
other is a record
for a similar period
with the damper
disconnected. While the contrast is marked, it is not
unusually so, because the hand firing has been exception-
ally well done. In this installation the damper regu-
lator automatically controls the main damper and when
pressure falls below a predetermined limit an alarm bell
signals the fireman that his fires require attention.

REGULATOR IN POSITION

The Paducah (Ky.) Traction Company and the
Paducah Light & Power Company have inaugurated a
joint safety-first campaign, which will be in charge of
four committees that have been selected from among
the employees of the company.

870

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. iy

Electric Railway Legal Decisions

Charters, Ordinances, Franchises

Indiana.— Deed to Right-of-Way with Grantor's Covenant
to Maintain Fence — Injury to Stock — Liability.
The owner of land granted a right-of-way to defendant
interurban company in 1901 with a covenant in the deed
whereby the company was to fence the right-of-way and the
grantor to maintain the fence. The grantor subsequently
sold the land to plaintiff's lessor. The fence became out of
repair, whereby plaintiff's cattle strayed on the track and
were injured by a car. Held, that defendant was not liable
for failure to maintain the fence, since there is no duty on
interurban companies to maintain fences, except as imposed
by Burns' Ann. St. 1914, Sec. 5707, which excepts existing
contracts. (Union Traction Company of Indiana v. Thomp-
son, 111 Northeastern Rep., 648.)
Indiana. — Passengers Who Lose Tickets Must Pay Fare.

A rule of an interurban railroad company, that a ticket
entitling a passenger to transportation shall be presented
to the conductor on proper request, and if, through care-
lessness, inadvertence or casualty, the ticket has been lost,
the legal fare may be exacted, is reasonable, and if the pas-
senger does not produce and surrender a ticket or pay the
fare, he may be ejected. (Union Traction Co. of Indiana
v. Vestal, 110 Northeastern Rep., 211.)
Iowa. — Definition of "Flooring" as Applied to Bridges.

Under Code Supp, 1913, Sec. 1056A44, requiring that the
owner of any street railway using any bridge within a city
shall construct, reconstruct and repair the flooring of the
bridge 3% ft. each way from the center line of the space
between the rails, a railway company was obligated, within
the limits prescribed by the statute, to pay a special assess-
ment levied against it by the city for the cost of recon-
structing and repairing, not merely the planked surface on
which its tracks were laid over a bridge, but also the string-
ers, joists and supporting timbers laid on a steel structure.
The word "flooring" as used in the statute means more than
'^planked surface." (Cedar Rapids & Marion City Ry. v.
City of Cedar Rapids, 155 Northwestern Rep., 842.)
Louisiana. — Eminent Domain — Value of Property to Date
from Filing of Expropriation Suit.
Where a railway company has appropriated a tract of
low vacant land and has improved it by filling and raising
the level of the ground and by constructing valuable build-
ings upon it, and thereafter the railway company sues to
expropriate the property, the value of the land is to be
taken as of the date of filing the expropriation suit, without
regard for the buildings constructed by the railway com-
pany. (New Orleans Railway & Light Co. v. Lavergne et
al., 70 Southern Rep., 921.)

New Jersey. — Change in Location of Tracks by Free-
holders.
P. L. 1902, page 566, directing the boards of freeholders
of two or more counties in which a plank road and bridge
of a company whose charter had expired lay to acquire,
maintain and operate such road and bridge at joint expense,
does not authorize such boards to change, against the will
of a street railroad operating over such a plank road, the
location of its tracks. (Public Service Ry. et al. v. Board
of Chosen Freeholders of Hudson and Essex counties, 96
Atlantic Rep., 98.)

Pennsylvania. — Payment for Partial Performance of Con-
tract to Furnish Electric Power.
A contract between an electric company and a traction
company required the latter to pay a certain charge per
year "based on ample power to operate not more than three
double-truck cars at any one time," and it refused to pay,
claiming that the power furnished was insufficient. The
electric company then refused to furnish further power,
until required to do so by injunction. The traction company
then objected to being required to pay for the period while
the power was not satisfactorily furnished, and the electric
company claimed the full contract price. Held, that the
court properly awarded defendant the contract price less an

amount necessarily expended by plaintiff in procuring extra
power. (Irwin-Herminie Traction Co. v. West Penn Trac-
tion Co., 96 Atlantic Rep., 719.)

Tennessee. — Operation of Jitneys Can Be Enjoined by
Railway Company.

Where, under an act of the Legislature, municipalities
are authorized to regulate by ordinance, subject to the
statute, the operation of jitney buses as common carriers,
and the City Council fails to regulate, a street railway
company can have the operation of jitneys enjoined.

Relief by an injunction against a nuisance by which the
highway is obstructed need not be sought by an abutting
owner, but may be had by any individual who can show
special damage to himself. (Memphis Street Railway v.
Rapid Transit Co. et al., 179 Southwestern Rep., 636.)
Utah.— Spur Track to Carhouse — Construction — Public
Use.

Carhouses of a railroad company necessary for the con-
venient and economical handling of its cars and electric
locomotive and the care and repair thereof are a necessary
part of the company's property as a common carrier, and a
way to its carhouses is a necessity as a common carrier.
(Whitmeyer v. Salt Lake & Ogden Railway, 151 Pacific
Rep., 48.)
Virginia. — Reservation in Deed — Lapse of Interest.

The owner of a large farm sold the property, reserving
the family burying ground, occupying about one-fourth of
an acre, with the right of free ingress and egress. Sub-
sequently the only bodies buried were removed with the con-
sent of the grantees. Held, that the burying ground did
not belong absolutely to the grantor, but he was merely en-
titled to use it for the specified purpose, and, having aban-
doned, could not grant the land with the right of ingress and
egress to third persons. (Bradley v. Virginia Railway &
Power Co., 87 Southeastern Rep., 721.)
Washington.— Rates for Surplus Power Sold by Traction
Company — Not Subject to Regulation.

Under the public service commission law (Sess. Laws
1911, page 543), providing that the commission shall ascer-
tain the probable earning capacity of each public service
company under the rates now charged, the commission can-
not compel a traction company to disclose its private con-
tracts for the sale of its surplus power to private enter-
prises, since "rate" means a charge to the public for a
service open to all and upon the same terms, and not a con-
sideration of a private contract in which the public has no
interest. (State ex rel. Public Service Commission of
Washington v. Spokane & Inland Empire Railroad, 154
Pacific Rep., 1110.)

Liability for Negligence

Alabama. — Wagons Suddenly Crossing Track. .

The presence of a wagon being driven along a street be-
side a street railway is not an indication that it is apt to
turn onto the track so as to require the motorman to slacken
speed in anticipation of such a move. (Hilton v. Birming-
ham Railway, Light & Power Co., 68 Southern Rep., 343.)

California — Company Liable for Injuries to Passenger
Riding on Running Board.

Where a passenger on the running board was injured in a
collision between two cars in broad daylight, the railroad
was guilty of negligence, since, if a passenger, on account
of the crowded condition of a street car, takes up his posi-
tion on a side step or platform, he voluntarily assumes the
natural and obvious risks attending his position, but the
company, in accepting his fare with knowledge of the in-
creased danger of his position, is under greater obligation
to use greater precautions in the operation of the car for
his protection. (Kelly v. Santa Barbara Consolidated Ry.,
153 Pacific Rep., 903.)
Indiana. — Master and Servant — Assumption of Risk.

If a lineman is required by his contract to make an in-
spection of the poles, etc., he cannot recover for injuries
resulting from his failure to inspect properly. (Walling v.
Terre Haute, Indianapolis & Eastern Traction Co., Ill
Northeastern Rep., 198.)

MAY 6, 19 16 J

ELECTRIC RAILWAY JOURNAL

871

Indiana. — Failure to Protect Passenger from Assault and
Robbery.

Where a passenger was assaulted and robbed of his
pocketbook, in the presence and view of the conductor, who
failed to protect him when called upon, although young,
athletic and capable of preventing the robbery, and who
failed to call upon other passengers who would have helped
if called upon, the company is liable. The contract of the
carrier to transport a passenger includes the duty to trans-
port a reasonable amount of personal effects and hand lug-
gage, including a reasonable amount of money and such
other articles of personal convenience, pleasure and com-
fort as are reasonably suited to his station in life and the
journey he is taking. (Rep. v. Indianapolis, Columbus &
Southern Traction Co., Ill Northeastern Rep., 614.)
Indiana. — Passengers Must Be Prevented from Leaving
Car Prematurely.

The stopping of a street car at or near a regular stopping
place, after a signal to stop has been given by a passenger,
is an invitation to such passenger to alight, and she has a
right to alight the instant the car stops and to rely upon
its not being started until a reasonable time for her to
alight has been afforded. If, after a signal has been given,
a stop near the regular stopping place is made for some
other purpose than to allow the passenger to alight, the
duty is then on the car crew to prevent passengers from
then alighting. (Terre Haute, Indianapolis & Eastern
Traction Co. v. York, 110 Northeastern Rep., 999.)
Kansas. — Injuries to Pedestrian Due to Change in Street
Grade.

Where a street railway company maintains its tracks
in a city on the grade required by ordinance and is not re-
quired by ordinance to build crosswalks or keep them in
repair and the city constructs a walk across the railway
tracks and places the top of the walk 9 in. below the top
of the rails, the company is not liable for injuries sustained
by a pedestrian by being tripped by the rail while attempt-
ing to cross the railway track on the walk. (Nicholas v.
Topeka Ry., 153 Pacific Rep., 506.)

Kentucky. — Duty to Passenger a Continuing One Until He
Reaches His Destination.

Where a carrier sold a ticket to a city in which a street
car strike was in progress, without warning that carriers
would not be taken to the terminal station, and the pas-
senger was put off at the outskirts of the city on a bad
night, where there was no accommodation for her safety
or comfort, and she had to make her way to the central part
of the City, some 3 miles distant, she is not limited to a re-
covery for her loss of time and actual expense incurred in
completing the journey to the terminal station and in re-
turning to her home, but may also recover for any discom-
fort or sickness resulting directly from the failure of the
company to transport her to the terminal station, though her
action has its origin in contract, and it may not have been
in the contemplation of either of the parties that what fol-
lowed would happen. Louisville & Northern Railway &
Lighting Co. v. Comley, 183 Southwestern Rep., 207.)
Maryland. — Operation of Cars at High Speed by Crossings
Not Negligence.

It is not negligence for a street railroad to operate its
cars at crossings at a high speed, though there are pas-
sengers waiting to board the car, there being no rule of
law requiring the company to stop its cars at all points on
signal to take on passengers. (Westerman v. United Rail-
ways & Electric Co., 96 Atlantic Rep., 355.)
Massachusetts. — Failure to Sound Gong or Operation at
Too High Speed Does Not Excuse Contributory Negli-
gence.

Operation at too high a speed, or the fact that the gong
of a street car was not sounded nor any signal given of its
approach is immaterial as to the contributory negligence
of one who knew that it was approaching within plain sight.
(Welsh v. Concord, Maynard & Hudson Street Ry., Ill
Northeastern Rep., 693.)

Massachusetts. — Injury to Motorman Who Failed to Fol-
low Rules.

A motorman who was injured by his car running into
one ahead, which had stopped on a down-grade, because his
brake and the reverse refused to work, was guilty of con-

tributory negligence, as it was shown that he attempted the
descent without first testing his brake and taking other pre-
cautions required by the rules, even though he knew it was
doubtful whether the brake would work. (Cummings v.
Boston Elevated Ry., Ill Northeastern Rep., 163.)
Massachusetts.— Injury to Person on Track in Snowstorm.

Where plaintiff's intestate in the daytime came from
behind one car, holding an umbrella in front of her in the
face of a snowstorm, and was struck by a slowly moving car
on the other track, and in plain sight, she was, as a matter
of law, guilty of contributory negligence. (Moran v. Boston
Elevated Ry., 110 Northeastern Rep., 1037.)
Michigan.— Workmen's Compensation Act Must Be Legally
Accepted by Employer.

An employer can bring himself within the employers'
liability and workmen's compensation act only by the means
provided in the act, and the fact that the employee made
statements or accepted compensation provided for will not
bring the accident within the act. (Bernard v. Michigan
United Traction Co., 154 Northwestern Rep., 565.)
Minnesota. — Release, When Granted Under Mutual Mis-
take, May Be Set Aside.

Plaintiff, while a passenger on one of defendant's cars,
was injured in a collision. About nine days after the
accident, plaintiff and defendant, believing the injuries to
be slight, and relying on the statement of their physicians
to that effect, settled the claim. Plaintiff received a cash
payment from defendant and signed a release. About six
months afterward plaintiff brought an action for damages
for severe injuries received by her in the accident. De-
fendant set up the release, which plaintiff sought to avoid
on the ground of mutual mistake of the parties and phy-
sicians in overlooking substantial injuries, of which the
parties and the physicians had no knowledge at the time of
the settlement. Held, that the law of the case as contained
in the charge not having been challenged by the defendant
by motion for a new trial, there is, under such charge, evi-
dence sufficient to support the verdict for the plaintiff.
(Smith v. Minneapolis Street Railway, 155 Northwestern
Rep., 1046.)

Missouri. — Liability for Injuries When Taking Up Pas-
sengers.

Where a street car, before crossing an intersecting street
to its regular stopping place on the far side of the crossing,
had come to a very low speed, and the motorman saw per-
sons attempting to board it, he was bound to see that they
had an opportunity to do so in safety, as a person attempt-
ing to board the car was a potential passenger, and the re-
lation of passenger and carrier was then created and existed
between him and the company. (Gobel v. United Railways
of St. Louis, 181 Southwestern Rep., 1051.)
North Carolina. — Piling Ties on Right-of-Way — Duties to
Trespassers.

It is not negligence for a corporation operating an elec-
tric railway to pile cross-ties 4 ft. high along its track in
such a way that trespassers must walk dangerously near to
the track, since the corporation has a right to pile cross-
ties on its right-of-way. (Foard v. Tidewater Power Co.,
86 Southeastern Rep., 804.)

Tennessee. — Imputed Negligence — Automobile Accident —
Husband and Wife.

The negligence of the driver of an automobile, in conse-
quence of which the machine ran into an obstruction negli-
gently left at the roadside by defendant, was not imputable
to his wife, who was riding with him, so as to bar her right
to recover for her own injuries, where it did not appear
that the danger was obvious or known to her, and that she
did not rely on the assumption that her husband would
exercise care and caution. (Knoxville Railway & Light
Co. v. Vangilder et ux., 178 Southwestern Rep., 1117.)
Virginia. — Duty to Look and Listen a Continuing One.

The duty to look and listen before crossing a railway
track, which is imposed upon travelers upon a highway,
continues as long as the occasion for the exercise of such
duty continues, and if there is any point at which by look-
ing and listening the person injured could have avoided the
accident and he failed to do so, his contributory negligence
defeats a recovery. (Springs v. Virginia Railway & Power
Co., 86 Southeastern Rep., 65.)

872

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

NEWS OF ELECTRIC RAILWAYS

SHORT STRIKE IN PITTSBURGH
Pittsburgh Railways Agrees to Advance in Wages Condi-
tioned Upon Prospect of Fare Readjustment to
Secure More Income

The motormen and conductors in the employ of the Pitts-
burgh (Pa.) Railways went on strike at midnight on Sunday
after breaking off negotiations with the company regarding
wages and terms of service. The demand of the men as re-
gards wages were for 30 cents an hour for the first year,
working up to a maximum of 38 cents an hour for the third
year and thereafter. The minimum had been 25 cents and
the maximum of the four years 30 cents.

At a conference on April 29 the men consented to reduce
their maximum demand of 38 cents an hour to 36 cents.
The company said that the best it could do was to raise its
maximum from 30 cents to 32 cents. This left an irrecon-
cilable difference of 4 cents between the two parties to the
negotiations. At the conclusion of the conference J. D. Cal-
lery, president of the company, issued a statement in which
he said that the company had done everything in its power
amicably to settle the differences. He made an offer of ar-
bitration public to the newspapers.

The points of disagreement covered a number of subjects
other than that of wages. Among them were the operation
of interurban cars in the city, whether the trainmen should
be permitted to enter saloons in uniform without punish-
ment, the length of life of the agreement, whether passen-
ger conductors should be placed on the interurban freight
ears or the present freight messengers be continued on these
cars and whether mail, freight and other miscellaneous cars
should be subjected to frequent changes in men operating
them, or whether men now running those cars should retain
them as long as they desired.

The strike lasted less than thirty-nine hours. It was set-
tled on May 1 at a midnight conference of railway officials
and representatives of the men with members of the retail
merchants' association and the newspaper publishers. The
employees approved the decision by a vote of 1312 to 392
and the first cars were operated at 2 a. m. on May 2.

Under the settlement there will be separate scales of
wages for the local lines and for the Beaver and Washing-
ton lines. On the local lines the pay per hour for the first
six months will be 27 cents, an increase of 3% cents; for the
second six months, 29 cents, an increase of 4 cents; two
vears, 31 cents, an increase of 4% cents, three years, 33
cents, an increase of 5 cents; four years, 34 cents, an in-
crease of 5 cents; after four years, 35 cents, an increase of
5 cents. On the Beaver and Washington lines the pay per
hour for the first six months will be 26 cents, an increase of
4 cents; second six months, 28 cents, an increase of 5%
cents; second year, 30 cents, an increase of 7 cents; third
year, 32 cents, an increase of 6 cents; fourth year, 33 cents,
an increase of 6 cents; after the fourth year, 34 cents, an
increase of 6 cents. The agreement is to continue for two
years from May 1.

The Pittsburgh Railways carried a full-page advertise-
ment in the Pittsburgh papers of Wednesday morning, May
3, addressed to the people of Pittsburgh. It said that the
settlement of the strike meant that the company would pay
annually almost $500,000 more in wages than it had paid
before. This was more than the company could afford to
pay from the present earnings. The men would not recede
from their position, and inasmucii as the demands made im-
posed a burden greater than the company could afford to
bear, the men were permitted to carry out their threat to
strike. The company would have been happy to pay its men
the increase in wages they asked if the business could have
borne the increase. The company said that when it replied
during the arbitration that the increase in the payroll was
impossible it was suggested that the public would acquiesce
in a readjustment of the fares in order to secure sufficient
revenue to meet the added expense. It was upon the con-
dition that the company would receive the co-operation of

the mediator:- in securing necessary additional revenue that
it consented to pay an advance in wages greater than its
present earnings would permit. The company said that the
5-cent fare was not sufficient for the complete ride on such
long lines as those to Aspinwall, Sharpsburg, Aetna, Mill-
vale and other similar outlying places, and that night cars
were notoriously unprofitable. The fares for the night cars
are 5 cents within the city limits. They should be 10 cents.
In municipalities such as McKeesport, Wilkinsburg and
Edgewood the fares in vogue would have to be increased to
meet the new conditions. In conclusion, the company said:
"The company desires it distinctly understood that if it is
to pay the wages demanded it will be necessary to provide
increased fares partially to cover the same and that action
will be taken for such adjustments of the fare zone as are
proper and reasonable."

CALIFORNIA ELECTRIC RAILWAY ASSOCIATION-
ORGANIZED

The California Electric Railway Association has been
organized to facilitate concerted action on franchise and
paving questions, to foster a better understanding between
the public and the electric railways, to promote co-operation
among the railways themselves, to collect and distribute
data of value to the railways, and to secure proper regula-
tion of auto competition. G. K. Weeks, president of the
San Francisco-Oakland Terminal Railways, Oakland, is
president of the association; William Clayton, vice-president
and managing director of the San Diego Electric Railway, is
vice-president; and W. V. Hill, tax and contract agent of
the Pacific Electric Railway. Los Angeles, is manager, with
offices in San Francisco. The directors of the association
are Mr. Weeks, the president; Mr. Clayton, the vice-presi-
dent; Paul Shoup, president of the Pacific Electric Railway;
W. E. Dunn, vice-president of the Los Angeles Railway Cor-
poration, and Jesse W. Lilienthal, president of the United
Railroads, San Francisco. Mr. Hill will have a secretary to
attend to office matters so his time can be given to para-
mount issues. Every electric railroad in California is repre-
sented, including the electrified steam lines.

FURTHER OPPOSITION TO REDUCTION OF
MASSACHUSETTS COMMISSION

The ways and means committee of the Massachusetts
Legislature held a final hearing on April 27 on the bill to
reduce the membership of the Public Service Commission
from five to three. Bentley W. Warren, for the Massa-
chusetts Street Railway Association, opposed the provision
in the bill assessing a portion of the cost of the commis-
sion's work upon the carriers. He urged that the financial
condition of the street railways in the State would not allow
of additional burdens being placed upon them, and said that
it was not good public policy to transfer the cost of regula-
tion from the taxpayer to the carrier.

Chairman McLeod of the commission stated that it was
absolutely impossible for a commission of three men to
conduct the public business efficiently and properly, in view
of its volume and character. A body mainly executive could
work with fewer men, but the speaker challenged any advo-
cate of the bill to find any living ex-member of the board who
would favor a commission of three instead of five at present.
Mr. McLeod said that the commission and its predecessor
had been at work in Massachusetts almost half a century
and contended that it was a poor time in which to over-
throw the established policy of a secure tenure of office
which has placed the commission on a plane with the Su-
preme Judicial Court. The commission handled from 600"
to 700 cases a year. The board courted the fullest investi-
gation of its work. Mr. McLeod stated that the settlement
of the Bay State fare case would probably be prolonged at
least six months beyond Sept. 1 if a new commission of
three men were substituted for the present tribunal.

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

873

CLEVELAND WAGES SETTLED

Unusual Conditions Attended Settlement in Which City Has

Direct and Material Interest Under Tayler Franchise

At a conference of the representatives of the motormen
and conductors and the officials of the Cleveland (Ohio)
Railway, on April 27, John J. Stanley, president of the com-
pany, informed the men that the proposition of an increase
of 1 cent an hour this year and the same next year, with
a minimum day of five hours was the best he could make
without increasing the rate of fare. This the company had
no right to do. He said further that the establishment of
schedules was in the hands of the city and that the com-
pany could not, under the Tayler franchise, submit them to
arbitration. Mr. Stanley repeated that the proposition
made to the men would mean additional operating expenses
of $400,000 for the two years, and that Fielder Sanders,
street railway commissioner, agreed to recommend to
Council that it allow this increase.

The men's representatives discussed the matter with the
street railway committee of the City Council the following
day. The committee agreed to recommend the proposition
made to the men by the company, but it refused to go
beyond this. The men insisted on a flat wage of 40 cents
an hour and an eight-hour day for 90 per cent of the men.

Mr. Sanders said on April 29 that there were 2500 motor-
men and conductors in the employ of the company. Of this
number about 1750 had regular runs. Their average
monthly wage was $90. Of the other 750 men 25 per cent
received between $70 and $90 a month; 55 per cent, be-
tween $60 and $70 a month; 17 per cent receiver under $50
a month, and 3 per cent, under $40 a month. Mr. Stanley
has said several times that he would be glad to do some-
thing for the extra men, but that it was almost impossible
when the number of cars operated during the entire day
bore such a small proportion to those used during the rush
hours. He recommended an increase in the amount of
service during the day, but the city has objected to this.

The demands of the men were considered at a conference
on May 2, attended by Mayor Harry L. Davis, President
J. J. Stanley, General Manager George L. Radcliffe and
Engineer Joseph Alexander of the Cleveland Railway, Street
Railway Commissioner Fielder Sanders and City Law
Director W. S. Fitzgerald.

At the solicitation of the city officials Mr. Stanley late on
the evening of May 3 agreed to make his proposition still
more favorable to the men by advancing the wages 2 cents
an hour for the present year, which would mean 31 cents
for first-year men and 34 cents for all others, with wages
for 1917 at 32 cents for first-year men and 35 cents for the
others. He specified a five-hour minimum work-day for the
two years. The men also modified their demands, asking
for an increase of 3 cents an hour for the two years, with a
minimum work day of five hours the first year and eight
hours the second. They also asked for pay for twenty min-
utes in taking their cars out and returning them to the
houses, and pay for time spent in going to and from relief
runs. Mr. Stanley refused to consider these last demands.
He announced that he had made his final offer. His offer
will add $532,000 to the payroll for the two years.

The offer of Mr. Stanley just mentioned was submitted
to a vote of the men on the evening of May 3. The result
of the balloting was announced on May 4. The vote was
1123 for and 496 against.

Engineer Joseph Alexander has made the following esti-
mate of the increased expenses on the terms demanded by
the men: wage increase, 1916, $210,000; five-hour minimum
day, $91,000; extra twenty minutes' pay, $76,092; pay for
relief runs, $16,193; wage increase, 1917, $210 000; eight-
hour minimum day, $240 250; extra twenty minutes' pay,
$76,092; relief runs, $16,193. Total $935,820.

A peculiar feature of the controversy is the fact that the
city's representatives say that the fixing of schedules is a
matter for the street railway commissioner and the City
Council, but that the amount of wages to be paid and the
number of hours a day the men shall work are the com-
pany's affair. It is clear that the company's privilege in
fixing a wage scale and the work-day is so limited by the
Tayler franchise and by the city's assumed authority in the
matter of schedules that it has little to say on anything.

ENGINEERS TO PARADE FOR PREPAREDNESS

A citizens' parade in favor of preparedness will be held
in New York City on Saturday, May 13, and will be reviewed
by Mayor Mitchell, Major-General Wood and Rear Admiral
Usher. More than forty trades and professions have al-
ready signified their intention of taking part. The parade
will be entirely non-partisan. It has been indorsed by the
Mayor's committee on preparedness by the National Security
League and other organizations in favor of national de-
fense. The object is to demonstrate in a conclusive manner
the overwhelming sentiment of the business and professional
men of New York in favor of preparedness. The engineers'
division of the parade will be made up of four general sub-
divisions, civil, mining, mechanical and electrical. These
subdivisions are made for convenience in organization, and
are not in any sense representative of any engineering so-
ciety. Engineers are invited to parade as engineers, whether
or not they are members of any organization. The com-
mittee which has had charge of the military lectures has
undertaken the general organization of this division and
for convenience has appointed the following sub-committees
representing each general subdivision: civil engineers,
Charles Warren Hunt, chairman; mining engineers, Bradley
Stoughton, chairman; mechanical engineers, Calvin W. Rice,
chairman; electrical engineers, F. L. Hutchinson, chairman.

ANOTHER DEADLOCK IN SAN FRANCISCO

Resort to Legal Action Necessary to Settle Dispute Over

Connections With Two New Municipal Lines

The Church Street extension of the San Francisco Munici-
pal Railway, which is being constructed to serve a district
south of Market Street, will be completed on June 10 and
negotiations have been under way for some time to provide
connection between the Market Street terminus of this line
and other parts of the municipal system. The United Rail-
roads has tracks on Church Street for two blocks from
Market Street, so that to connect the Church Street munici-
pal extension with the nearest point on the municipal sys-
tem now in operation it would be necessary to travel over,
or parallel the United States Railroads' tracks for two blocks
on Church Street and six blocks on Market Street from
Church to Van Ness Avenue.

A number of conferences have been held between officers
of the United Railroads and the public utility committee
of the Board of Supervisors, with the result that the United
Railroads offered to permit the transfer of passengers from
Church Street to Market Street cars on a sixty-forty basis,
favoring the United Railroads. The United Railroads also
offered to permit the Church Street municipal cars to use
United Railroads' tracks in return for the payment of a
reasonable rental plus a proportion of the construction and
maintenance costs plus an indemnity which it was estimated
that the United Railroads would suffer as a result of busi-
ness diverted to municipal lines. The city officials have not
looked upon these propositions with favor.

The Twin Peaks tunnel is to be completed within a year
and it is expected that municipal lines operating through this
tunnel will bring to the outer end of Market Street a volume
of business that will rapidly increase as the new residence
district beyond the tunnel develops. It is in consideration
of the provision that will be necessary for this traffic that
the board of supervisors will plan the present Church Street
connections, as it is manifest that the same problems of
transfer, joint operation, or paralleling affecting the Church
Street connection will also apply to the proposed municipal
line through the Twin Peaks tunnel. City officials tendered
the United Railroads a fifty-fifty transfer offer pending legal
action over the respective rights on Church and Market
streets. This proposition was refused.

On April 26 the public utilities committee passed a reso-
lution instructing the board of works to proceed with the
laying of tracks down Market Street to Van Ness Avenue,
and also to pass an ordinance providing for the construction
of municipal tracks down Market Street from the east portal
of Twin Peaks tunnel to a connection with the Geary Street
municipal line at Geary and Market streets. Such new
construction would provide direct route from Twin Peaks
tunnel and from Church Street and Van Ness Avenue exten-

874

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

dons direct to the ferries. These resolutions were to come
before the board of works on May 1. The indications were
that the resolutions would be promptly passed and the
Mayor has already signified his intentions of signing the
resolutions if passed. Jesse W. Lilienthal, president of the
United Railroads, has announced that upon the passage of
such resolutions by the board of public works he would feel
called upon to secure an injunction preventing the construc-
tion of the proposed tracks paralleling the United Railroads'
lines.

RECENT WAGE INCREASES

Outlines of Changes in the Wage Schedules of Nine Traction
Companies

A. Benham, general manager of the Ohio Electric Rail-
way, Springfield, Ohio, announced that beginning May 1
all trainmen of the road would receive an increase in wages
amounting to about 10 per cent. The scale of increase will
be based on the length of time in the company's service.

The East Liverpool Traction & Light Company, East
Liverpool, Ohio, has announced an increase of 2 cents an
hour in the wages of its motormen and conductors. The
men formerly received 26, 28, 30 and 32 cents an hour for
the first, second, third and fourth years, respectively, and
thereafter.

The Columbus Railway, Power & Light Company, Colum-
bus, Ohio, has advanced wages from one-half cent to 2 cents
an hour, applicable to platform men. A new schedule is also
being worked out for other employees. The minimum for
the trainmen was increased from 20% cents to 21 cents and
the maximum from 27 cents to 29 cents an hour.

The York (Pa.) Railways has announced an increase in
the wages of its trainmen. All men who have been with
the company less than ten years will receive 1 cent addi-
tional over that now paid, while men who have been with
the company more than ten years will receive an advance
of 2 cents an hour. The sliding scale which has been in
effect provides for a minimum of 19 cents an hour.

The Prankford, Tacony & Holmesburg Railway, Tacony,
Pa., granted a wage increase to its employees on May 1.
Motormen and conductors have been receiving 22% cents
an hour. Hereafter the wage will be 23 cents an hour after
three years of service and 24 cents after four years. All
the shopmen and other employees have also had their wages
advanced about 10 per cent.

The officers of the Citizens' Traction Company, Oil City,
Pa., and the employees have agreed to an increase in wages.
The new scale dates back to April 15. It does not make
any change in the wages that are paid first-year and second-
year men, but increases the third, fourth and fifth-
year men, and creates a new class, those men who have
been employed for a period of at least five years. With
the increase of the first of the year it will mean that the
first-year men are getting 2 cents an hour more than last
year, the second-year employees 1 cent more, the third,
fourth and fifth-year men 2 cents more and the sixth-year
men 3 cents more.

A new agreement covering wages was accepted on April
21 by all of the employees of the New York State Rail-
ways following the recent controversy on these lines. The
terms, which apply to the Rochester, Syracuse, Utica and
Oneida lines, specify a wage increase of 2 cents an hour
for the first two years and a 1-cent increase the third year.
The new contract went into effect on May 1. Under it em-
ployees will receive 26 cents an hour for the first six
months, 28 cents after six months and 30 cents after the
first year. Interurban men will receive 32 cents an hour
with the exception of employees on the Oneida line, who
will draw 35% cents. The working day for all employees
for the year will remain at nine hours as before. The
matter of the working day, however, is to become an open
question at the end of each year.

The Springfield & Xenia Railway, Springfield, Ohio, has
announced an increase in wages from 25 to 29 cents an hour
for its platform employees, effective on May 1. This is the
second voluntary increase received by the trainmen in the
last five years.

The Harrisburg (Pa.) Railways increased the wages of its
trainmen 1 cent an hour on May 1.

TERMINAL OPENS AT NEWARK

Inspection of Building and Subway Follows Address by

President of Public Service Railway

The Public Service Corporation of New Jersey formally
opened its new terminal building in Newark on April 28. On
the evening of that day the sections of the railway, gas and
electric companies, with the Terminal Club, and invited
guests, held a joint meeting: which was addressed by Thomas
N. McCarter, president of the corporation, who spoke on the
subject "Transportation."

Mr. McCarter reviewed the history of the public utility
companies in the Newark district and their successor, the
Public Service Corporation. He referred to the opening of
the terminal as the most auspicious occasion in the organic
life of the company and as a fortuitous coincidence that it
should come on the eve of the 250th anniversary celebration
of the founding of Newark. In this sketch of the early
history of the railway he paid tribute to the enterprise of
some of the early builders of the properties, among them
Bernard Shanley, E. F. C. Young, Leslie Ward and Garrett
A. Hobart He also traced the progress of the gas and
electric utilities now operated by the Public Service Corpora-
tion and spoke of the contributions which residents of New-
ark or its environs had made to the act, citing particularly
the names of Edward Weston and Thomas A. Edison.

He then gave a short resume of the enormous task which
was undertaken by the Public Service Corporation at the
time of the consolidation of the railway, gas and electric
companies in 1903 and showed what had been accomplished
in the thirteen years of the corporation's existence. In
speaking of the railway he said:

"The study of improving transportation facilities has de-
veloped a curious and troublesome fact; the more such facili-
ties are improved, the more insistent the demand becomes
for still greater improvement. The demand for better
means of passage from place to place increases by efforts
to comply with it, and no matter how successful these efforts
may be, the demand for still better means becomes con-
stantly louder."

The total business of the Public Service Corporation for
the year 1915 amounted to approximately $37,500,000, hav-
ing more than doubled since the organization of the com-
pany, according to Mr. McCarter.

The meeting was closed by the singing of "America,"
accompanied by the Public Service Orchestra. The terminal
was then thrown open and the company officials and guests
inspected the building, subway and approaches.

Wage Demands in Massachusetts. — The members of the
unions of employees on the lines of the New England
Investment & Security Company in Worcester and Spring-
field, Mass., recently signified their intention of presenting
to the company demands for changes in the terms of service
under the working agreement which will expire on June 1.

Steam Road to Electrify. — The Salt Lake & Los Angeles
Railway, Salt Lake City, Utah, has employed H. A. Strauss,
consulting engineer of Chicago, to undertake the design of
the complete electrification and extension of this 15-mile
steam road between Salt Lake City and Salt Lake. Bonds
to provide funds for this improvement are to be underwr.it-,
ten by the C. F. Childs Company, Chicago.

Arbitration Decided Upon in Akron. — The management
of the Northern Ohio Traction & Light Company, Akron,
Ohio, and the platform employees have reached an agree-
ment to submit the wage dispute to arbitration. The com-
pany has selected John J. Stanley, president of the Cleve-
land Railway, as its member of the board of arbitration and
the men will soon select their member. The union has con-
ceded the open shop principle to the company.

Telephones in New York Subway Stations. — The Public
Service Commission for the First District of New York
has issued an order directing the New York Telephone
Company to install slot telephones in subway stations.
Soundproof booths are to be built of masonry. Where the
quarterly gross receipts of a booth amount to $25 or less,
the city is to receive 15 per cent. On higher receipts the
city is to get 20 per cent.

MAY 6, 1916J

ELECTRIC RAILWAY JOURNAL

875

Evidence Completed in Holyoke Arbitration Case. — The

presentation of evidence was concluded on April 21 before
the wages arbitration board sitting in the Holyoke (Mass.)
Street Railway investigation. Prof. Albert S. Richey of the
Worcester Polytechnic Institute, was the last witness for
the company. He criticised the time-table offered by the
union representatives on the ground of its cost and imprac-
ticability in certain details and submitted testimony in re-
buttal of the cost of living evidence presented by the union.
Final arguments by counsel for each side will be heard in
the near future. Printed briefs will be filed.

New Plans Suggested for Elevated in Philadelphia. — A
system of elevated railways serving the centers of popula-
tion contemplated under the proposed transit plans, which
could be operated independently or in connection with the
lines of the Philadelphia (Pa.) Rapid Transit Company and
which it is said would be less costly in construction and less
expensive in operating than the lines contemplated in plans
presented previously is outlined in a survey of the municipal
transit problem made by Charles G. Darrach, a consulting
engineer, at the request of Wharton Barker. Mr. Darrach
estimates the cost of the system as proposed by him at
$40,700,000.

Stockton Road Offered to the City.— F. W. Webster, gen-
eral manager of the Stockton (Cal.) Electric Railroad,
operating 16 miles of line in that city, suggested to the City
Commissioners recently that they take over the company's
holdings and operate the line as a municipal railroad. Mr.
Webster said that the operating expenses and taxes were
altogether disproportionate to the company's revenue. At
present 5% per cent of the company's gross receipts went
to the State, while about 12 per cent was consumed in the
upkeep of the road exclusive of the rolling stock. The com-
pany also paid the city of Stockton a franchise tax on its
gross revenue.

Five Million Dollar Fire at Augusta.— The fire at Au-
gusta, Ga., on March 22, which razed thirty city blocks of
office buildings, cotton warehouses and residences caused a
loss of approximately $31,000 to the Augusta-Aiken Railway
& Electric Corporation. The loss consisted principally of
poles, transformers, meters, wire and equipment. One car
was destroyed. After the fire the wires were strung on dead
trees and service was resumed shortly thereafter. Tentative
reconstruction plans call for the removal of the tracks
within the burned area from the center of the street to the
sides, and the conversion of the space between the tracks
into a park or central roadway.

Hearing on New York Bus Line Extensions.— The subject
of motor buses was considered by the Board of Estimate
of New York on April 28. Bids for additional motor-bus
franchises for Manhattan Streets were received last June.
The New York Motor Bus Company set forth that its bid
had been made, its $60,000 guarantee lost to it for ten
months and the type of vehicle determined. The president
of the Fifth Avenue Coach Company, which is at present
operating in New York, wrote of the high standard and
efficiency of his company, attained after years of costly ex-
perimentation, and called attention to the increased income
the city would enjoy if the coach company's offer of ex-
tended service were accepted.

Chicago Home Rule Plan Opposed.— Opposition to utility
home rule for Chicago has developed before the special leg-
islative committee investigating the subject. At a hearing
in Danville, 111., it was brought out that the objection to
home rule for Chicago was based on a fear that within a few
years Cook County, in which Chicago is situated, would have
a majority representation in the State Legislature. It was
asserted that the down-state legislators would never consent
to give Chicago home rule unless Cook County's representa-
tion was greatly reduced. Similar objection to Chicago
home rule was brought out in the Peoria hearing, where
Chairman Medill McCormick intimated that the opposition
was fostered by the public utility corporations. The ques-
tion before the legislative committee is whether it shall rec-
ommend that Chicago have a separate commission or the
power to regulate Chicago utilties be conferred upon the City
Council.

Extension of Seattle Municipal Line Contemplated. — The
utilities and the franchise committees of the City Council

of Seattle, Wash., at a recent meeting, discussed the ques-
tion of extending Division "A" of the municipal railway
into Ballard. Councilman R. H. Thomson, former city
engineer, has been delegated to obtain data relative to the
proposed extension. He has also been asked to investigate
and report on the question of the city charging a rental
to the Puget Sound Traction, Light & Power Company for
the use of canal bridges at Fifteenth Avenue N. W., Fre-
mont Avenue and Tenth Avenue N. E. The city is
laying track on the three bridges. A. L. Kempster, man-
ager of the Puget Sound corporation, said his company
was willing to pay a rental for the use of the bridges, if
other common carriers in competition with the street rail-
way were required to pay a proportionate tax. This was
taken to refer to jitney bus competition.

Cincinnati Suburban Line Grant. — The West End Rapid
Transit Company, Cincinnati, Ohio, was granted a perpetual
franchise by the Cincinnati City Council on April 18 to
construct and operate a rapid transit line between Ander-
son's Ferry and the west line of Race Street at the inter-
section of Third, in the heart of the business district. This
line will give the Cincinnati, Lawrenceburg & Aurora Elec-
tric Street Railway an entrance to the city. Up to this
time its terminus has been at Anderson's Ferry. The fare
into the city will be 5 cents. Provision has been made for
connection with the rapid transit belt line. After five years
a division of the profits is to be made with the city. The
city is to receive the first 1 per cent based on the capitaliza-
tion, while the company is to have the next 7 per cent. All
abce 8 per cent is to be divided equally between the city
and the company. Stanley Shaffer, secretary and attorney
of the company, said that the road will cost about $800,000.
Construction work will begin in September. A goodly por-
tion of the line will be on private right-of-way, and at two
points in the city it will be elevated.

Seattle Valuation to Continue. — The Public Service Com-
mission of the State of Washington will resume the valua-
tion of the properties of the Puget Sound Traction, Light &
Power Company where it left off last year, because of the
statement of the City Council of Seattle that the city cannot
properly undertake the work. The valuation will be carried
on by the commission's engineering staff from the funds of
the commission. The hearing on the application of the
company for relief from franchise obligations in Seattle
will await the termination of the valuation proceedings.
According to Commissioner Spinning sufficient funds may
not be on hand to complete the work of valuation, but as
much work as possible will be done at this time. Hugh M.
Caldwell, corporation counsel, has requested the commis-
sion not to hold the hearing until the commission has com-
pleted the valuation. The purpose of the valuation is to
determine whether the company is earning a fair return on
its investment. Chairman Reynolds of the commission
states that the hearing on the franchise obligations un-
doubtedly will be postponed until the valuation by the
commission is finished.

Thompson Committee Hearings Resumed. — The Thomp-
son Committee, which suspended activities during the clos-
ing sessions of the New York Legislature, resumed its hear-
ings on May 1, when the cave-in accidents of last September
on the Broadway and Seventh Avenue sections of the new
subway were investigated. Leonard M. Wallstein, commis-
sioner of accounts, was the principal witness and told of the
investigation he had made in conjunction with the Mayor's
especially appointed committee of engineers. J. O. Hammitt
of the Fire Department explained that he reported, after an
investigation, that a seam in a rock had not been observed
by the blasters. Richard P. Babbage, vice-president and
general counsel of the U. S. Realty & Improvement Com-
pany, contractors for the sections on which the accidents oc-
curred, testified that all but a few of the ninety-nine claims
filed against his company had been settled. The sum dis-
bursed amounted to approximately $170,000. On May 2, Al-
fred Craven, chief engineer of the commission, was ques-
tioned regarding his knowledge of the conditions surround-
ing the cave-ins. On May 3 the committee inquired into the
reasonableness of the subway construction bids. Henry B.
Seaman, formerly chief engineer of the commission, testi-
fied that in his opinion the city could have saved consider-
ably by reletting contracts on the Lexington Avenue line.

876

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

PROGRAMS OF ASSOCIATION MEETINGS

Central Electric Railway Accountants' Association

The Central Electric Railway Accountants' Association
will meet at Toledo, Ohio, on June 6 and 7.

New York Electric Railway Association
The annual meeting of the New York Electric Railway
Association will be held at the International Hotel, Niagara
Falls, N. Y., on June 27 and 28.

General Conference on National Safety Code

A conference will be held at the La Salle Hotel, Chicago,

on May 29 and 30, 1916, upon the National Electrical Safety

Code which has been prepared by the Bureau of Standards.

Sessions will begin on May 29 at 10 a. m.

The official representatives of the National Electric Light
Association, the American Institute of Electrical Engineers,
the American Electric Railway Association, the American
Railway Association, the Association of Edison Illuminating
Companies and of several other associations are being invit-
ed to this conference. The purpose of the meeting is to
consider the code as it is now revised for publication, and
this will be the last conference before publication. A large
amount of work has been done upon the code since the New
York meeting of last October, and many changes have been
made in some parts, especially in the section upon overhead
lines. These changes have been submitted for criticism and
discussion at a considerable number of conferences, and it is
believed by the bureau that they will receive the approval
of the conference at Chicago. It is expected that the code
will be adopted for a year's trial by commissions and munic-
ipal authorities after it has been published, with the recom-
mendation that it be observed as far as possible during the
first year, but that its complete observance will not in all
cases be expected until after the experience of a year has
shown what, if any, changes would be necessary.

A limited number of copies of the revised code have been
prepared for the use of those who attend the Chicago con-
ference, but no copies will be available for general distribu-
tion until after the Chicago conference, when the code will
be published as soon as possible.

Pennsylvania Street Railway Association

The Spring meeting of the Pennsylvania Street Railway
Association will be held at the Hotel Brunswick, Lancaster,
on May 9 and 10. The meeting will be called at 1.30 p. m.
on May 9. Thomas A. Wright, Wilkes-Barre, president of
the association, will deliver his address, the treasurer will
present his report and an address will be made by Charles
L. Henry, president of the American Electric Railway Asso-
ciation. The following papers will then be read:

"Court Trials in Damage Suits," by D. I. McCahill of
Pittsburgh.

"Current Street Railway Problems," by J. A. Keppelman,
Reading.

"Physical Examination for Employees," by Francis D.
Patterson, M.D., of the division of industrial hygiene and
engineering in the Department of Labor and Industry.

At the session of the association on May 10 the following
papers will be read:

"Legal Points in the Operation of Jitneys," by E. H.
Davis of the Williamsport Passenger Railway.

"One-Man Car Operation," by W. E. Moore, Pittsburgh,
and L. H. Palmer of the Eastern Pennsylvania Railways,
Pottsville.

"Street Railway Freight and Mail Service Rates," by J. E.
Wayne of the York Railways.

"Manual of Standards," by F. R. Phillips of the Pitts-
fmrgh Railways.

"Rush-Hour Traffic," by P. T. Reilly of the Scranton
Railways.

"Handling Accident Reserves," by F. J. Pryor, Jr., of the
American Railways.

"Training of Platform Men," by W. A. Heindle of the
Southern Pennsylvania Traction Company.

On the evening of May 9 at 7.30 o'clock there will be an
informal dinner at the Hotel Brunswick.

Financial and Corporate

NEW BRITISH CAPITAL ISSUED

Most New Capital Being Turned to Government Use —

Utility Enterprises Are Showing Almost a Total

Suspension of New Financing

According to statistics reported by the London Economist,
the new securities issued by Great Britain in the calendar
year 1915 totaled £685,241,700 as compared to £512,522,600
in 1914. These figures, it may be said, are entirely for
security issues newly created and do not include any figures
covering refunding operations. The main point to be noted
in connection with the new financing is the strict control
that was exercised by the treasury department over the
capital market. Exclusive of colonial government loans,
the British government alone took £614,250,700 of the new
securities in 1915 as compared to £332,500,000 in 1914, and
in general the functions of London as a money lender were
narrowed down almost entirely during the last calendar
year to the raising of money for direct war purposes. This
same tendency was exhibited in the case of the British
railroads, which required £3.294,000 of new capital as com-
pared to £2,161,500 in 1914, presumably on account of their
further necessary development to serve as military aids to
the government.

The extent to which the new capital available for use in
Great Britain was turned almost entirely to government
purposes naturally had a restrictive effect upon the financing
of utility enterprises throughout the country. For example,
tramway and omnibus financing fell off from £5,868,800 in
1914 to £432,500 in 1915, while electric light, power, tele-
graph, etc., companies; gas and water companies, and motor
companies showed similar large decreases in new financing
in the last year. The following comparative table gives the
total financing for 1914 and 1915, but only such detailed
figures thereunder as are deemed to be of interest to electric
railway operators:

Group 1915 1914

Total new financing £685,241,700 £512.522,600

New financing in selected groups :

British government 614,250,700

Tramway and omnibus

Electric light, power, telegraph, etc.

Gas and water

Motor traction and manufacturing.

British railroads

Indian and colonial railroads

American railroads

Foreign railroads

i, 868, 800
;, 746, 400
699.4 00
.,.-.r,S,900
!, 161, 500
i, 377,600
1.415,700
!, 755, 500

Since the beginning of 1916 the amount of new capital
raised over and above that borrowed by the government
has been insignificant. Out of a total of £145,724,690 for
the first quarter £143,220,000 comes under the heading of
British government loans. In the remaining £2,504,690 of
new capital the British railways at £1,176,000 had the
largest share, with docks, harbors and shipping running
second at £800,000. Tramways and omnibuses and the elec-
trical companies placed no new issues at all, and the gas
and water companies only a small amount. Motor traction
and manufacturing companies and foreign railways showed
-slight gains over 1915, but the totals were very small as
compared to those in 1914. The great change that has taken
place in British financing is shown by the following compar-
ative table for the first quarter in 1914, 1915 and 1916:

1916

1915 1914

Total new financing £145,724,690 £46,313,500 £97,610,200

New financing in selected
groups :

British government 143,220,000 29,250,700

Tramways and omnibus 1,S39,000

Electric light, power, tele-
graph, etc 356,200 4,336,900

Gas and water 16,440 183,200

Motor traction and manu-
facturing 106.250 25,000 613,400

British railroads 1,176,000 65,500 120,000

Indian and colonial rail-
roads 13,269,200

American railroads 354,100

Foreign railroads 384.000 8,145,500

May 6, 1916 1

ELECTRIC RAILWAY JOURNAL

877

ANNUAL REPORTS

Illinois Traction System

The comparative statement of income, profit and loss of

the Illinois Traction System, Peoria, 111., for the calendar
years 1914 and 1915, follows:

Per Per

1915 Cent 1914 Cent

Intel-urban lines $3,559,028 31.8 $3,626,635 32.6

City lines 2,871,035 25.6 3,021,859 27.1

Gas 905,702 S.O 877,982 7.9

Klectrie 3,325,410 29.7 3,002,378 27.0

Heat 317,579 3.8 314,640 2.8

Water 14,215 0.1 14,385 0.1

Miscellaneous 195,022 1.7 254,972 2.2

Total gross earnings. . .$11,187,994 100.0 $11,112,854 100.0
Operating expenses and taxes 6,657,569 59.5 6,5S7,462 59.2

Gross income $4,530,425 40.4 $4,525,391 40.7

Interest on bonds 3,268,607 29.2 3,290,786 29.6

Xet income available for
depreciation and divi-
dends $1,261,818 11.2 $1,234,605 11.1

The foregoing statement shows that the Illinois Trac-
tion System a little more than held its own during 1915
as compared to 1914. This showing, however, was brought
about by the substantial increase in lighting receipts, par-
ticularly electric, inasmuch as both the interurban and the
city railways showed decreases on account of jitney buses,
automobile competition for business and pleasure purposes
and unstable business conditions. The decrease in interur-
ban earnings for the year was $67,607 or 1.8 per cent and
in city railway earnings $150,824 or 4.9 per cent. The re-
port of the company contains no data in regard to the de-
tailed operating expenses, or even as to the division between
operating expenses and taxes. The gross income showed
a gain of $5,034, which was increased to $27 213 by lower
interest charges on bonds.

In the early months of the year the jitney movement
reached the cities served by the company's street railway
lines, and during the height of the craze the railway re-
ceipts were reduced from 5 to 10 per cent. The city au-
thorities in due course recognized the necessity for some
regulation of this class of transportation service and in the
latter months of the year the jitneys practically disappeared.

It is said that renewed efforts were applied in further-
ance of interurban freight traffic development. Toward this
end through rates were put into effect with two connecting
steam railroads and a track connection established with the
terminal railroad at Peoria which allows access to the prin-
cipal industries of that city, as well as track connections
with important steam lines not otherwise available. Addi-
tional grain elevators, brick factories and a large powder
factory were constructed on the line and other new in-
dustrial tracks were installed. All of this, in conjunction
with the increased earnings from the growth of coal traffic,
will provide a substantial expansion in freight revenues.

Federal Light & Traction Company

The comparative consolidated statement of income, profit
and loss of the Federal Light & Traction Company, New
York, N. Y., and its subsidiary companies for the calendar
years 1914 and 1915, follows:

Per Per

1915 Cent 1914 Cent

Gross earnings $2,352,015 100.0 $2,416,960 100.0

Operating and administra-
tive expenses and taxes. . . 1,545,716 65.7 1,52S,307 63.2

Gross income $806,299 34.3 $888,653 36.8

Interest charges 589,342 25.1 586,155 24.3

Central Arkansas Railway &
Light Corporation divi-
dend 84,000 3.5 84,000 3.5

Springfield Railway & Light

Company dividend 23.S90 1.0

Federal Light & Traction

Company dividend 112,500 4.7

Balance $109,067 4.6 $105,998 4.3

Owing to decreased earnings and increased expenses, as
shown above, the operating ratio for this group of com-
panies increased from 63.2 per cent in 1914 to 65.7 per cent
in 1915. The gross earnings of the companies decreased
$64,945 or 2.7 per cent, as compared to 1914, while the
operating expenses increased $17,409 or 1.1 per cent, so that

the gross income decreased $82,354 or 9.3 per cent. The
balance, with no holding company dividend as in the previ-
ous year, showed an advance of $3,069 after providing for
a Springfield Railway & Light Company dividend not paid
the year before.

The decrease in gross earnings was caused principally by
a reduction in gas sales of $21,196 and a drop in water
sales of $11,744 resulting in part from such failures in gas
supply, and by a decrease in railway earnings of $146,356
principally attributable to jitney competition. These re-
ductions in gross earnings were partially offset by an in-
crease in gross earnings of the electrical department of
$113,189 or 8.4 per cent, and an increase of $1,481 or 15.6
per cent in the steam heating department. The decrease
in total income was caused principally by a reduction in net
earnings in the gas department of $7,409, and also by a
reduction in net earnings in the railway department of
$137,850. These were partially offset by an increase in net
earnings in the electrical department of $82,195 or 16.1 per
cent, and by an increase in the water department of $3,772
or 11.8 per cent.

In order to meet jitney competition and to conform to
franchise requirements as to frequency of service, the regu-
lar railway schedules were maintained and, in fact, slightly
increased at Springfield and at Tucson. Every other effort
was made to reduce the railway operating expenses, but
owing largely to floods at Trinidad, necessitating extraordi-
nary expenditures for maintenance, the reduction in operat-
ing expenses in the railway department for the year
amounted to but $8,500.

The figures given above show that the principal decreases
in earnings sustained during 1915 were in the railway de-
partment and that the present important problem is that
of meeting: and dealing with jitney competition.

Grays Harbor suffered severely from jitney competition
and stagnation in the lumber business, the loss in railway
gross earnings there aggregating more than $50,000 or
42.6 per cent.

COMPREHENSIVE FINANCING BY NORTHERN
STATES POWER COMPANY

The Northern States Power Company, a Byllesby corpora-
tion, has called for redemption interest bearing securities
aggregating $23,833,415, principal, interest and premiums.
These securities represent all the divisional bonds and notes
of the various units making up the Northern States Power
Company's system, with the exception of the first mortgage
bonds of the Minneapolis General Electric Company. They
include bonds and notes of the Consumers' Power Company
of Minnesota, notes of the Minneapolis General Electric
Company, bonds of the Northern Mississippi River Power
Company, and underlying bonds of operating companies at
St. Paul, Fargo, Grand Forks, Minot, Sioux Falls, Mankato,
Faribault, Stillwater and Galena.

When the present financing is completed the company's
funded debt will consist of $18,000,000 of twenty-five year
5 per cent first and refunding mortgage bonds, $8,000,000
ten-year 6 per cent gold notes, and $7,632,000 first mortgage

5 per cent bonds of the Minneapolis General Electric Com-
pany. Besides consolidating the heretofore existing funded
debts the sale of the bonds will produce $2,000,000 cash to
be used for construction purposes during the remainder of
the present year.

The present financing consists of three distinct phases,
the first being an offering to investors of $8,000,000 of ten-
year 6 per cent notes on April 11, by a syndicate composed
of the Guaranty Trust Company, New York; H. M. Byllesby

6 Company, William P. Bonbright & Company and Spencer
Trask & Company.

The second phase was the offering on April 17 of $2,-
000,000 of 7 per cent preferred stock at 97% by a syndicate
composed of William P. Bonbright & Company, H. M.
Byllesby & Company and Spencer Trask & Company.

The third and final step was the public offering a few days
since of $18,000,000 of first and refunding 5 per cent
bonds by a syndicate which has purchased the same, com-
posed of Harris Trust & Savings Bank, Chicago; H. M.
Byllesby & Company, Guaranty Trust Company, William P.
Bonbright & Company and H. F. Bachman & Company.

878

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. ly

In conformity with its policy of frankness toward the
public served by operating units and to give its customers
an opportunity to become owners of its securities, the North-
ern States Power Company will publish newspaper adver-
tisements in all of the cities served, briefly describing the
present financing, pointing out the benefits which will be
derived by the communities concerned, and offering the
securities to resident investors.

LOSS ON SEATTLE MUNICIPAL LINES

Official Report Shows True Loss of $56,721 for 1915—

Councilman Moves for Searching Investigation

Into Future of Lines

According to official figures filed with Mayor H. C. Gill
and City Comptroller H. W. Carroll by the State Bureau
of Inspection and Supervision of Public Offices, the city of
Seattle during 1915 lost $56,721 in the operation of Division
"A" and Division "C" of the Seattle Municipal Street Rail-
way. The gross revenue of Division "A" amounted to
$16,395, which was $1,324 less than the interest on its funded
debt of $425,000.

State Examiners W. W. Clark and Frank L. Mitten, who
prepared the report, declare that the transfer of the Di-
vision "C" and Aloha Street substations from the public
utility department to the lighting fund was contrary to law.
The transfer of these substations was accomplished by the
Council, notwithstanding the veto of the bill by Mayor Gill.
The report states:

"The substations, which were constructed and equipped
by the street railway out of the proceeds of the railway
bond sale and loans at a cost of $60,528, were transferred
to the lighting department for a consideration of $55,000.
This amount was to be paid in power to be furnished the
street railway for operating purposes. In other words, the
$60,528 part of the bond money voted by the people for con-
struction purposes is being used for operation. This, we
believe, is contrary to law. No part of the payroll of the
public utility department, which has direct charge of the
street railway and supervises and keeps all its accounts, is
charged to operating expenses, but all such accounting and
general expenses is paid out of the general fund. At a very
conservative figure, $1,200 per annum to cover accounting
and general overhead supervision expenses should be borne
by the street railway. The general fund has advanced to
Division "A" $19,000, and to Division "C" $28,095 in the
shape of loans, making a total of $47,095, on which no
interest is being charged. Inasmuch as the general fund
is on a warrant basis and is paying 5 per cent interest on
outstanding warrants the same rate of interest on this loan
is properly chargeable to the street railway, making an
annual interest charge of $2,355. The general fund has also
paid out on engineers' claim sheets $5,241 on account of the
construction of Division "A." This amount should be re-
paid at once, as there remains in the bond fund $32,036,
and the above amount was advanced for construction pur-
poses."

The municipal lighting department is furnishing power
for the operation of the street railway at $0.0124 cents per
kilowatt-hour, this being $0.0123 cents less than production
costs. In 1915, a total of 946,369 kw.-hr. was supplied,
which means a lighting department loss of $11,649. A true
statement based on all losses is shown by the following for
one year, 1915: Division "C," $9,503; Division "A," $32,169;
accounting, etc., utility department, $1,200; general fund,
interest on loans, $2,200, and lighting department loss on
power, $11,649— a total of $56,721. There is also an
undetermined loss to the city of Seattle for sundry legal
experts.

Councilman R. H. Thomson, former city engineer, has
introduced a resolution in Council, asking for information
concerning the municipal lines, with an estimate of what
losses have been sustained by the city, how long these
losses are to continue and how many years will be re-
quired to repay them. The resolution was referred to the
city utilities committee, of which Mr. Thomson is chairman.
The resolution asks the department for its plans regarding
extensions to increase revenues, as well as for information
about the routes to be chosen for extensions, the number

of persons to be served and the net income to be derived.
The resolution also calls for definite information regarding
earnings, operating expenses, depreciation, taxes and
interest on the investment. Finally, it is asked when the
lines will become profitable at a 5-cent fare if they are not
so now, and whether the service rendered by either of the
present lines is such as would justify the city in charging
a higher fare.

Division "A" and Division "C" have been operated ap-
proximately two and one-half years at a loss. For the last
two years frequent announcements have been made of the
intention of the Council to extend Division "A" into the
Ballard section, and plans for the connection of Division
"A" with the Lake Burien line have been proposed at vari-
ous times.

Bay State Street Railway, Boston, Mass.— The Bay State
Street Railway has invited proposals to sell to it $35,000
par value of first mortgage 5 per cent bonds of the Lowell,
Lawrence & Haverhill Street Railway, the date thereof be-
ing June 1, 1893.

Boston & Worcester Street Railway, Boston, Mass. — The
Boston & Worcester Street Railway has made application
to the Massachusetts Public Service Commission for au-
thority to issue for $105,600 at par additional shares of 6
per cent cumulative preferred stock of which there is at
present authorized and outstanding $397,000. The com-
pany also desires to issue $60,000 of twenty-year 4% per
cent first mortgage gold bonds, making $2,460,000 out-
standing of an authorized issue of $2,500,000. The proceeds
from the sale of the new securities are to be expended for
improvements.

Chicago & Milwaukee Electric Railroad, Highwood, 111. —
The Chicago & Milwaukee Electric Railroad was sold on
May 1 under foreclosure to the reorganization committee
for $4,550,000, of which $2,500,000 was for the Illinois
division and $2,050,000 for the Wisconsin division. The
price now obtained for the property is $1,300,000 larger than
that in 1912 when the sale was set aside by the court. The
committee will at once submit to the court plans for re-
organization. The property has been in the hands of
receivers since January, 1908. The reorganization commit-
tee that bought in the property and represents the bond-
holders is composed of George M. Reynolds, president of
the Continental & Commercial National Bank, chairman; E.
A. Hamill, president of the Corn Exchange National Bank;
W. E. Stavert, former manager of the Bank of Montreal,
Ont.; Miller Lash, Toronto, Ont.; Robert Cassels, Toronto,
Ont.; R. Floyd Clinch of Crerar, Clinch & Company, Chica-
go; E. A. Shedd of E. A. Shedd & Company, Chicago; John
R. Thompson, president of the John R. Thompson Company,
and H. S. Osier, Toronto, Ont.

Cleveland, Painesville & Eastern Railroad, Willoughby,
Ohio. — The Cleveland, Painesville & Eastern Railroad has
been authorized by the Ohio Public Utilities Commission to
issue its forty-year 5 per cent refunding and extension
mortgage gold bonds of the principal sum of $28 000 for
not less than 80 per cent of the par value. The proceeds
are to be used to reimburse the company's treasury for
$28,553 expended from income during 1915 for the construc-
tion of additions and improvements to its facilities.

Columbus, Delaware & Marion Railway, Cincinnati, Ohio.
— Eli M. West, receiver of the Columbus, Delaware &
Marion Railway, has applied to the Ohio courts for per-
mission to issue $105,000 of receiver's certificates to pay
the company's share for improvements, consisting of street
paving in Columbus, Franklin County, Delaware and
Marion, Ohio.

Fresno (Cal.) Interurban Railway. — The Fresno Inter-
urban Railway has filed with the California Railroad Com-
mission an application for authority to issue $141,000 face
value of its stock at $80, and $250,000 of its bonds at $90
to net a total of $337,400.

Kansas City Railway & Light Company, Kansas City, Mo.
—The stockholders of Kansas City Railway & Light Com-
pany, at a meeting in Chicago on April 28, unanimously
agreed to trustee the common and the preferred stocks with

May 6, 1916|

ELECTRIC RAILWAY JOURNAL

879

two sets of trustees who will issue participation certificates
against the trusteed stock in the ratio of two-thirds for the
street railway and one-third for the light and power partici-
pation. All the stock except 500 shares was represented
and the committee was authorized to try to get in this
remaining stock and also to ask Judge Hook to allow an
extension of the time for the deposit of stock so that all
may participate on an equal basis. Stockholders elected
Robert J. Dunham and Charles W. Armour as street rail-
way trustees and John H. Lucas and T. J. Connors for the
light and power stock, each two trustees to select a third.
The form of participation certificate was approved.

Lake Erie, Bowling Green & Napoleon Railway, Bowling
Green, Ohio. — Clarence G. Taylor, receiver for the Lake Erie,
Bowling Green & Napoleon Railway, has filed a petition in
the Federal Court at Toledo for permission to sell the road,
either as a going concern or as junk. Mr. Taylor has, how-
over, asked permission to continue the operation of the elec-
tric light and power plant at Bowling Green, which shows
a profit. He asserts the railroad has been operated at a
loss since its construction in 1903.

Lake Shore Electric Railway, Cleveland, Ohio. — The Lake
Shore Electric Railway has been authorized by the Ohio
Public Service Commission to issue its general mortgage

5 per cent gold bonds to the sum of $47,000 for not less
than 85 per cent of the par value and pending the sale of
the bonds may pledge them as security for a loan for not
less than 60 per cent of the par value of the bonds. The
money secured by the issue and disposition of the bonds is
to be used to reimburse the applicant's treasury for 80 per
cent of the money expended from income, within the period
from Oct. 1, 1914, to Dec. 31, 1915, for the construction of
additions and extensions to its facilities, of the total cost
of $58,398.

Los Angeles & San Diego Beach Railway, San Diego,
Cal. — The California Railroad Commission has issued an
order authorizing the Los Angeles & San Diego Beach Rail-
way to issue promissory notes for not more than two years
from April 30, 1916, in renewal of other notes amounting
to $53,500 at 7 per cent. These notes are to banks at San
Diego and Los Angeles and range from $2,500 to $21,000
each, and if desired the maker is permitted to issue four
notes of $4,750 each to the Citizens National Bank, Los
Angeles, in place of notes for $19 000 authorized.

Monterey & Pacific Grove Railway, Monterey, Cal. — The
California Railroad Commission recently issued an order
finding the reproduction cost less depreciation of the prop-
erty of the Monterey & Pacific Grove Railway, as of June 30,
1914, to be $102,541. The company, which operates an
electric railway in Monterey and Pacific Grove, is controlled
by the Coast Valleys Gas & Electric Company, and is con-
ducted as a subsidiary of that company. The valuation
case was upon the commission's own initiative for the gen-
eral purpose of ascertaining and reporting certain facts
and estimates of cost which entered into the valuation of
the property of various railroad corporations in California.

Oakland, Antioch & Eastern Railway, Oakland, Cal. —
Howard B. Smith, a stockholder of the Oakland, Antioch

6 Eastern Railway, has applied for a receiver for the com-
pany. He alleges that the company is being mismanaged.
The petitioner asks that the $5,000,000 of first mortgage
5 per cent sinking fund bonds, of which $2,500,000 is out-
standing, be foreclosed and the property sold at auction.

Public Service Corporation of New Jersey, Newark, N. J.
— The Public Service Railway has filed with the Secretary
of State of New Jersey a certificate certifying the issuance
of $100,000 of 5 per cent Weehawken extension bonds of the
Hudson County Railway. There are three issues of North
Hudson County Railway bonds, namely, $3,000,000 of con-
solidated 5's, of which $2,998,000 is outstanding; $1,500,000
of improvement 5's, of which $1,291,000 is outstanding, and
$100,000 of Weehawken extension bonds. The last-men-
tioned issue fell due on Feb. 1, 1915, and was extended for
a period of thirty years. The certificate filed with the State
covers that issue. Garret A. Hobart, Jr., has been elected
a director of the Public Service Corporation of New Jersey
and subsidiary companies. Mr. Hobart succeeds the late
Thomas Dolan. He will serve until 1915. Other directors
were re-elected.

San Francisco-Oakland Terminal Railways, Oakland,
Cal. — The San Francisco-Oakland Terminal Railways has
deposited with the Mercantile National Bank funds for the
payment of the Jan. I coupon on the East Shore & Sub-
urban Railway first mortgage 5 per cent bonds. The com-
pany has also deposited with the First Federal Trust Com-
pany funds for the payment of the principal instalment of
the Oakland Traction Company 6 per cent equipment notes,
which matured on Jan. 1, 1916. This payment will reduce
the amount of these notes outstanding from $126,000 to
$95,000.

Southern Traction Company, Dallas, Tex.— The St. Louis
Union Trust Company, syndicate manager, has issued a no-
tice to the subscribers to the Southern Traction Company of
an offer to purchase all the securities held by the syndicate.
Practically all the stock and the bonds of the road are
owned in St. Louis. The notice says that the offer, which
has been accepted, is subject to examination of the property
to be concluded on or before June 15, 1916. If this is sat-
isfactory it is proposed that a definite contract be entered
into under which it is expected that payment will be made
for securities not later than Aug. 1, 1916. The outstanding
securities of the company include $5,000,000 of common and
$2,000,000 of preferred stock as well as $6,000,000 of first
mortgage 5 per cent gold bonds and $500,000 of second
mortgage 5 per cent gold bonds. The company operates an
interurban service from Dallas to Waco, 96 miles, and from
Dallas to Corsicana, 56 miles, and also local lines in Waco,
Corsicana and Waxahachie. With sidings and turn-outs,
and 6.5 miles in Dallas operated under trackage rights, the
company has 184.5 miles of track. It began operations
Jan. 1, 1914.

Tuscaloosa Railway & Utilities Company, Tuscaloosa,
Ala. — J. S. Orler & Company, Boston, Mass., are offering
at 97% and accrued interest the twenty-five year 6 per cent
first mortgage bonds of the Tuscaloosa Railway & Utilities
Company, dated July 1, 1915. Of an authorized issue of
$1,000,000 a total of $800,000 has been issued. These bonds
are available in denominations of $1,000, $500 and $100, and
they are subject to call at 102 and interest on and after
July 1, 1918. The Tuscaloosa Railway & Utilities Company
was created in October, 1915, by the consolidation of the
Belt Steam Railway and the Tuscaloosa Ice & Light Com-
pany. The railway was operated as a steam line until 1914,
at which time it was extended and electrified. It is strictly
a belt and terminal railway, handling freight and passengers
to and from all railway stations. It has interchange tracks
with all steam railroads and spurs and sidings to local indus-
trial houses. The company controls all of the local utilities
with the exception of the municipally owned waterworks.

Worcester & Warren Street Railway, Brookfield, Mass. —
The Massachusetts Public Service Commission has author-
ized the issue of 106 additional shares of stock of the
Worcester & Warren Street Railway, and $72,000 of twenty-
year 5 per cent bonds of the company to be sold for not
less than 90, to pay floating debt incurred in the purchase
of the Warren, Brookfield & Spencer Street Railway and
improvements on the property.

DIVIDENDS DECLARED

American Railways, Philadelphia, Pa., quarterly, 1% per
cent, preferred.

Boston (Mass.) Elevated Railway, quarterly, one-half of

1 per cent.

Bristol & Plainville Tramway, Bristol, Conn., 2 per cent.

Cumberland County Power & Light Company, Portland,
Me., quarterly, 1% per cent, preferred.

Detroit (Mich.) United Railway, quarterly, 1% per cent.

Grand Rapids (Mich.) Railway, quarterly, lii per cent,
preferred.

Lehigh Valley Transit Company, Allentown, Pa., quar-
terly, 1% per cent, preferred.

Rio de Janeiro Tramway, Light & Power Company,
Toronto, Ont., quarterly, 1*4 per cent.

Sao Paulo Tramway, Light & Power Company, Toronto,
Ont., 2% per cent.

Union Street Railway, New Bedford, Mass., quarterly,

2 per cent.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

ELECTRIC RAILWAY MONTHLY EARNINGS

AURORA, ELGIN & CHICAGO RAILROAD. WHEATON, W.T.

Operating Operating Operating Fixed Net

Period k.v.mie Expenses "

lra„ Mar., '16 $146,546 $96,806

1 15 189,636 94,395 45,241 44,664 577

I 16 1,463,961 937,304 526,657 408,023 118,635

1 15 1,511,809 964,526 547,283 390,643 156,640

BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR, ME.

$63,794

63,222
792,384

783,153

•{35,896
•28,927
♦m;.(im;
•373,008

$27,898
84,295

376,378

$17,653

17, «»5
2 12,7'.).S

410,065 209.717

$10,245
16,600
163,5811
200,348

liK'K'KTON & PLYMOUTH STREET RAILWAY, PLYMOI 'I'll,

$7,282 »$7,721 tM39 $1,094

6,277 »7,216 $989 1,127

116,877 '97,005 19,872 13,420

122,326 '102,007 20,319 13,282

t$1.53.'i

t2,iir,

6,452
7,037

CHATTANOOGA RAILWAY & LIGHT COMPANY,
CHATTANOOGA, TENN.
Mar., '16 $100,095 '$60,568 $39,527
'15 83,439 «59,227 24,212

$29,793
29,338
357, 353
344,499

S 9.73 I
t5,126
.17,3113
3,684

:ITIES SERVICE COMPANY NEW YORK. N. Y.

?.;:!!). 78(i

347,372

5,295,093

3,941,424

$19,079 $620,701
12,315 335,1157
190,217 5,1IH,876
131,272 3,810,152

$44,716 $575,985
40.833 294.221
499. 36S 4,6()5.5H8
455,000 3,355,153

'16 $288,094 «$169,962 $118,132

'15 254,656 '150,327 104,329

'16 3,201,382 '1,891,333 1,310,049

'15 3,075,551 '1,863,999 1,211,552

$44,375
39.225
489,482
475,816

$73,757
65,104

820,567

735,736

COMMONWEALTH POWER. RAILWAY & LIGHT COMPANY,

GRAND RAPIDS, MICH.

lm., Mar., '16 $1,353,713 '$728,071 $625,642 $423,203 $202,439

1" " '15 1,1.38,211 '610,462 527,749 367,264 166.485

'16 15,192,163 '8,095,324 7,096,839 4,659,042 2,437,797

'15 14,031,558 '7,523,913 6,507,645 4,261,763 2,245,882

CONNECTICUT COMPANY, NEW HAVEN, CONN.
, Mar., '16 $751,504 $545,299 $206,205 $97,S47 $$130,775
'15 621,542 432,428 189,114 98,297 $112,268

'16 6,586,804 4,477,871 2,108,933 S86.638 $1,429,356
•15 5,974,544 4,360,129 1,614,415 884,532 $924,545

lm.. Mar., '16 $209,374 '$139,620 $69,754

1 15 188,728 '110,258 78,470

2,692,080 '1,568.691 1,123,389

2,543,661 '1,441,273 1,102,388

'15

$66,371
62,964

802.3711
756,302

EAST ST. LOUIS & Sl'HI'RBAN COMPANY
EAST ST. LOUIS, ILL.
Mar., '16 $231,887 '$141,868 $90,019
•15 198,612 '120,944 77,668
,131 '1,532,202 1,030,929

2,552,109 '1,543,449 1,0

,6611

863,615
64.663
753.773
732.515

GALVESTON-HOUSTON ELECTRIC COM I 'ANY.

GALVESTON, TEX.

'eb„ '16 $145,763 '$99,442 $46,321 $36,617

•15 148,940 '694,347 54,593 36,208

'16 1,927,491 '1,215,644 711,847 434,099

2,362,731 '1,280,569 1,082,162 438,096

'15

$3,383

15.506

3,3 I. IIP,'
316,1186

$9,704

18,385
277.718
61 1.1166

GRAND RAPIDS (MICH.) RAILWAY

, Mar., '16 $107,618 '$67,418 $40,200 $14,086 $26,114

'15 93,284 '69,168 24,116 13,706 10,410

'16 1,200.414 '829,505 370.909 167,168 203,741

'15 1,276,581 '835,091 441,490 161,998 279,492

HOUGHTON COUNTY TRACTION COMPANY,

HOUGHTON, MICH.

. Feb., '16 $24,165 '$16,077 $8,088 $5,524 $2,565

'15 18,765 '13,918 4,847 5,598 $751

'16 286,881 '160,712 126,169 66.35S 59,811

15 272,330 '178,326 94,004 67,063 26,941

Mar., '16 $3,405,051 $1,309,213 $2,096,838 $1,105,187 $$939,070
'15 3.(155,7118 1.143.(153 1.912.656 1,111,794 $857 141
•16 26.45S.S14 10, 395. (129 16.063,785 10.1S2.S21 $6,303,841
•15 24,912,836 9,690,490 15.222.346 9,781,320 $5,878, 13S

NORTHERN TEXAS ELECTRIC COMPANY,
FORT WORTH, TEX.
.Feb., '16 $141,880 '$88,509 $53,371 $28,725
'15 121,300 '75,277 46.023 27,204

'16 1,739.749 '1,070,285 669,464 334.159
'15 2,008,002 '1,112,669 895,333 322,405

$24,646
18,819

335.31V,

572,928

;GET SOUND TRACTION. LIGHT & POWER COMPANY

SEATTLE, WASH,
m., Feb., '16 $597,214 '$432,928 $164,286 $183,795 +$19,509

15 591,691 '385,442 206,249 181.472 24,778

'16 7,563,813 '4,811, S70 2,751,943 2, 186,819 B05.125
15 8,268,052 '4,973,698 3,294,354 2,129.059 1,165,295

tDeficit. $Ineludes non-operating income.

Traffic and Transportation

ROCHESTER-LOCKPORT OPERATION APPROVED

Public Service Commission Accepts Findings of Its Expert

With Respect to Buffalo, Lockport & Rochester Line

The Public Service Commission for the Second District
of New York has received and adopted the report of
Charles R. Barnes, electric railway inspector of the com-
mission, upon an inquiry into the condition of the Buffalo,
Lockport & Rochester Railroad with regard to safety of
operation made when the district attorney of Monroe
County, John F. Barrett, transmitted to the commission
the recommendations of the Grand Jury which investigated
the Elm Grove wreck in which one man was killed on the
road last July. Mr. Barnes' findings are that the road is
now operated "under modern and approved methods." Mr.
Barnes says in his report:

"Notwithstanding that this road is not equipped with a
block-signal system, it is operated under modern and ap-
proved methods; although with the possibility of man-
failuue always present, no absolute guarantee of safety in
operation can ever be predicated. With the exceptions of
the possible necessity for adoption by it of a higher stand-
ard of track maintenance, for additions to its snow-fighting
equipment, illumination of crossing signs and necessary
future replacements of trolley wire, no recommendations
affecting the element of safety for immediate improvement
in physical conditions, equipment, or methods of operation
which could be made within reasonable financial limits,
are at present deemed necessary by me."

Mr. Barnes divides his report into thirty-five conclusions
with regard to the condition of the road. Many of these
show that conditions have been materially improved since
the fatal accident of last July, in which a passenger car
collided with a work train which was standing on the main
track. For instance, since then no work train has been
permitted on the main track during the time when passen-
ger cars are operated, except on urgent necessity, and then
only with the permission of the general manager.

Reviewing the financial history of the road, Mr. Barnes
has this to say of the adoption of a block-signal system,
which he believes would go further than anything else
toward establishing safety of operation:

"Several interurban railroads in this public service dis-
trict similar in character to this one, Tare equipped with
automatic track circuit control block signals. Supplement-
ing methods employed on this road, such a system of signal
equipment would be an added element of safety in the
operation of it. The cost of such a system would exceed
$100,000, and its maintenance would materially increase
operating expenses. In view of the present and apparently
near future prospective earnings of the company, the time
when it will be financially able to make such an expenditure
and provide for necessary increased operating expenses is
problematic. It should, however, be done as soon as finan-
cial conditions permit."

Mr. Barnes' report was made after a careful physical ex-
amination of the roadbed and equipment, frequent rides on
the cars to observe the manner in which employees observed
the rules, and a study of the rules, operating records and
other reports of the company as to up-keep, etc. Mr.
Barnes says that the telephone system for dispatching is
properly installed and operated; that the rules in book and
time-table are proper for safe operation; that the rate of
speed required by time-table is not excessive nor such as
to increase probability of accident; that limited trains ars
eliminated so that all trains meet on the same switches on
each run; that when extra service is required it is furnished
by two or three-car trains and not in separate trains with
separate schedules; and that the safety of operation has
been materially increased by new rules of last September
with regard to freight trains, requiring them to clear pas-
senger trains by five minutes, reporting to the dispatcher
when clear.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

881

EAST CLEVELAND FARE INSUFFICIENT

The check of patrons of the Cleveland (Ohio) Railway
living in East Cleveland made a few weeks ago on the order
of Fielder Sanders, street railway commissioner, shows that
the average length of the ride is 4.71 miles. A total of
10,468 people used the cars within twenty-four hours. A
computation made by the company officials, it is claimed,
would indicate that the rate of fare for East Cleveland resi-
dents would have to be increased from 3 cents to 7.3 cents
before the company could afford to operate the lines, esti-
mating that 30 per cent of the riders used transfers. The
actual cost of service per passenger, according to the esti-
mate, is 5.61 cents.

Mr. Sanders said he would ask for a meeting of East
Cleveland officers to determine on a rate of fare that will
relieve the city patrons from paying a portion of the ex-
pense for operating the cars for East Cleveland. The pres-
ent franchise on Euclid Avenue does not expire until 1921.
Under it East Cleveland has a contract with the company
that the fare shall be the same as in the city.

present. The witness said that there must be some portions
of the Bay State system where the introduction of the one-
man car would result in an increase in net revenue through
the saving in expense secured, but he disclaimed any gen-
eral advocacy of such units. At the close of the April 28
hearing it was agreed to hold only three sessions during the
week ended May 6, and on alternate days.

BAY STATE FARE HEARINGS PROGRESSING

Cross-examination of R. M. Feustel, valuation expert of
the Bay State Street Railway, continues to be the leading
feature of the fare hearings before the Massachusetts Pub-
lic Service Commission. At the session of April 26 details
were given of the contract under which the engineering
firm of Sloan, Huddle, Feustel & Freeman, Madison, Wis.,
agreed to make a study and survey of the Bay State com-
pany's property. The work included a complete field exami-
nation combined with a study of book records, and also
included plans for an investigation of the rates charged by
the different traction companies of the Middle West and
Eastern States, for suburban and interurban service. The
firm's terms for the above work were $50 a day and ex-
penses for the time of any of the principals, and $20 a day
and expenses for the time of the field engineer in charge,
with 40 per cent on the pay-roll for the staff. The company
also agreed to pay all traveling, general office and general
field expenses for the staff. Subsequently the work was
developed to cover the allocation of the investment and
revenue requirements of ninety-six selected routes in
Massachusetts.

Mr. Feustel stated that the probability of some diminu-
tion in traffic in case of increased fares was conceded in
studying the revenue requirements. In general, a loss of
5 per cent was taken in the cities on the system, and on
certain outside lines where a doubling of the fare is planned,
due to adding a new fare zone, a 15 per cent maximum local
traffic loss was estimated. Most of the additional revenue
required is to come from the increase in the fare unit, only a
small portion coming from zone changes. Only nineteen
new zones are contemplated, and as far as possible these
are added at so-called neutral points where the through
traffic is relatively small. As far as possible the attempt
has been made to eliminate discriminations in fares for par-
ticular lengths of haul. The short-haul passenger naturally
will be the first to withhold patronage because of the fare
increase. The witness said that whereas a fare increase
would doubtless tend to stimulate jitney competition, there
is no way in which the reception of an increase can be
predicted for a given community. Mr. Feustel said that
his firm was not employed by the company in the capacity
of efficiency engineers charged to attempt a full solution of
the company's problem of securing increased revenue.

In responding to inquiries the witness stated that an
attempt had been made to design a zone system of fares
for the Bay State company, but it was found impracticable
from the actual physical collection standpoint through a
greater part of the territory close around Boston, even out
as far as Reading on the north and Brockton on the south.
In regard to interurban lines in the Middle West, the wit-
ness stated that while most of these operate on a private
right-of-way, the lines from Fort Wayne (Ind.) to Auburn
and Springfield and from Lafayette to Soldiers' Home com-
pare with the Bay State intercity lines in being located on
highways. A passenger fare of 2 cents per mile is common,
and the fares are arranged in 5-cent increments. Owing
to zone changes in a few cases on the Bay State system
the proposed new fare is 12 cents, as against 5 cents at

REROUTEING AND CAR TYPES CONSIDERED AT
TOLEDO

A meeting of the Council committee appointed to consider
plans for rerouteing cars and improving the service of the
Toledo Railways & Light Company was held on April 27.
A number of Summit Street merchants protested against
the proposed removal of two or three lines from that thor-
oughfare temporarily until additional cars can be secured.
Councilmen replied that the merchants should think of the
entire city instead of merely their own businesses and the
street on which they are located.

The Toledo Times on April 24 suggested that before
going too far with the rerouteing plan the wishes of the
people be secured.

The company has been trying out different types of cars
to ascertain which would be best fitted for relieving con-
gestion and furnishing the proper service. A motor car
of the front entrance, center exit type, was sent from
Cleveland, and tested during the rush hours at the Willys-
Overland plant. Peter Witt, Cleveland, presented a front
entrance, center exit car of his own design. Dwight Dean,
of the G. C. Kuhlman Car Company, and others, have also
conferred with the company officials.

D. U. R. Baseball Calendar— The Detroit (Mich.) United
Railways has issued a calendar for the baseball season,
which gives the schedule of the Detroit team. The "at
home" dates are printed in red and the others in black. The
months are prefixed by "Practice Safety First."

Disinfecting Little Rock Cars. — The Little Rock Railway
& Electric Company, Little Rock, Ark., is installing in all
of its cars on all lines the Sanzone system of deodorizing
and disinfecting. This is said to be the only system which
kills all germs and animal life with formaldehyde gas not
necessarily by actual contact.

Daylight Saving Schedule Adopted. — The Winnipeg
(Man.) Electric Railway has changed its schedule to con-
form with the "Daylight Saving" by-law recently passed by
the City Council advancing the time at the City Hall one
hour. A motion made in the City Council to increase the
time for the sale of workingmen's tickets one hour in the
morning and evening was defeated.

Car-Capacity Ordinance Defeated. — An ordinance pro-
posed to the General Council by the Allied Civic Clubs of
Louisville, Ky., which sought to impose a fine whenever
more than ten passengers had to stand in a car of the
Louisville Railway, was voted down unanimously in the
Council when the railroad committee returned the measure
with an unfavorable report.

Hearing on McKinley Fares Concluded. — The hearing in
the case before the Interstate Commerce Commission on
the proposed increase in fare from 5 to 10 cents over the
Illinois Traction System between St. Louis and Granite
City was concluded in St. Louis on April 25. The testimony
of both sides was largely a reiteration of that presented on
the two previous days of the hearing as reported in the
Electric Railway Journal of April 29, page 840.

Hit the Sunday Trail Over the Railway.— The Kansas City
(Mo.) Railways is circulating widely, in Kansas City and
on trains in surrounding towns, a folder advertising the
meetings of "Billy" Sunday, scheduled to begin in that city
on April 30. The folder bears a plan picture of the taber-
nacle, data on the building and its location, and directions
for getting there by electric railway from various parts of
the city. There is also a small map of the city showing the
location of the tabernacle, and a list of other interesting
places to visit. The 5-cent fare that prevails to all parts of
the city is emphasized. The catch-line on the folder is "Hit
the Steel Trail." The company will carry cards on the cars
passing the tabernacle indicating that fact, and will adver-
tise the meetings on all its cars.

882

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

Through Routes and Exchange of Transfers Ordered. —
The Public Service Commission for the First District of
New York has ordered the Third Avenue Railway, the Belt
Line Railway Corporation and the Forty-second Street, Man-
hattanville & St. Nicholas Avenue Railway and the Second
Avenue Railroad to establish through routes and exchange
transfers so that passengers may ride over the Queensboro
Bridge from any of these lines without the payment of an
additional fare. The Belt Line, the Forty-second Street
Company and the Third Avenue are ordered to construct
such interchange or connecting tracks as may be necessary
to permit of the operation of the routes required by the
order of the commission.

Commission Holds Extension Unjustified. — In the case of
the petition to the Railroad Commission of California to
compel the Santa Barbara & Suburban Railway to con-
struct an extension from its present terminus at Haley and
Milpas Streets, in Santa Barbara, to the Santa Barbara
Cemetery, the commission held that the estimated cost of
the proposed extension would approximate $78,552, with
operating expenses and taxes $19,054 per annum, while
the estimated revenue would amount to only $6,160, effect-
ing an annual loss to the company of approximately
$12,894; that under such conditions the construction of this
extension was not warranted, particularly in view of the
fact that a local auto bus line proposed putting several buses
in operation along the same route.

Certificates of Convenience and Necessity for Illinois
Jitneys. — Jitney buses cannot operate in cities of Illinois
along specified routes unless they have a certificate of con-
venience and necessity. This was announced in a decision
handed down by the Illinois Public Utilities Commission on
May 1. The decision was made in the case of the Tri-City
Railway, Moline, and the Rock Island & Eastern Traction
Company, Rock Island, against the Illinois Taxicab Com-
pany and others. The complaint against a number of de-
fendants who were doing a cab service and not operating
along certain routes was dismissed. The commission
directed that all those who operate along given routes for
hire must desist until they obtain a certificate of convenience
and necessity. The case has been under consideration by
the commission for some time.

Market Street Association Takes Action Against San
Francisco Jitneys. — The Market Street Association of San
Francisco, representing $50,000,000 worth of property,
claims that owing to the traffic congestion caused by jitney
buses on Market Street property controlled by the associa-
tion has depreciated 25 per cent in value. For this reason
it will ask the Board of Supervisors to reduce the annual
Market Street property assessments by about $600,000. The
association points out that there are eight lines of vehicles
on Market Street and, rather than risk the danger of cross-
ing, shoppers buy elsewhere, thereby injuring business. The
association claims further that jitney drivers are constantly
violating the law, due to an insufficient number of traffic
policemen, and if the number of officers is increased it will
mean an additional burden on the taxpayers, who will also
be called upon to make up the reduction of $600,000 for
which the association asks.

Automobile Competition in Havana. — The Havana Elec-
tric Railway, Light & Power Company, Havana, Cuba, has
to contend with about 1000 Fords that take people nearly
everywhere charging 20 cents for one or more passengers.
Many of these cars have been in service more than a year.
The price of gasoline in Havana on April 26 was 40 cents to
41 cents. Many of the cars are owned by one individual,
who rents them out at $3 a day, the driver getting all over
that amount. The cabs in the city are operated in much
the same manner, but they charge only 10 cents. It is esti-
mated that there are nearly as many cabs as Fords. The
people in Havana ride more than do the people in the States;
in fact, very few persons in Havana ever walk more than
three blocks. Despite this competition the statistics of the
railway department of the Havana Electric Railway, Light
& Power Company for the year ended Dec. 31, 1915, show a
decrease of only 2.84 per cent in passenger earnings. The
operating expenses, however, were decreased by 8.11 per
cent and net earnings from operation actually increased 6.72
per cent.

Personal Mention

Mr. Charles J. Murphy, Brookston, Ind., has tendered his
resignation as a member of the Public Service Commission
of Indiana to Gov. Samuel M. Ralston.

Mr. Anthony Deahl, an attorney of Goshen, Ind., has been
appointed by Gov. Samuel M. Ralston to the Public Service
Commission to succeed Mr. Charles J. Murphy, resigned.

Mr. J. W. Lee, Jr., publicity agent of the Pennsylvania
Railroad, who resigned recently, will leave the company's
service on May 15. He will be associated in business in
New York with Mr. Ivy L. Lee.

Mr. Peter Witt, formerly street railway commissioner at
Cleveland, Ohio, has been engaged by the Cincinnati (Ohio)
Traction Company to study the transfer problem in connec-
tion with the pending revision of the terms of the franchise
of that company.

Mr. Clifton A. Hoag has been appointed assistant treas-
urer of the United Traction Company, Albany, N. Y., to
succeed Charles A. Relyea, who died recently. Mr. Hoag
has been connected with the bureau of departmental ac-
counts of the company.

Mr. J. J. Callahan has resigned as operating manager Oj.
the London & Port Stanley Railway, London, Ont. Before
becoming connected with the London & Port Stanley Rail-
way in August, 1915, Mr. Callahan was superintendent of
transportation of the Montreal & Southern Counties Rail-
way, Montreal, Que.

Mr. W. V. Hill, tax and contract agent for the Pacific
Electric Railway, Los Angeles, Cal., has been appointed
manager of the newly organized California Electric Railway
Association and has established headquarters in San Fran-
cisco. As noted elsewhere in this issue the organization,
under the direction of Mr. Hill, will undertake a statewide
campaign of education designed to establish and maintain
better understanding between the public and the electric
railways.

Mr. Halford Erickson has resigned as chairman of the
Railroad Commission of Wisconsin and will become associ-
ated with Mr. William Hagenah in making appraisals and
other investigations of pub-
lic utility properties. He
will make his headquarters
in the First National Bank
Building, Chicago, 111. Mr.
Erickson had served on the
Railroad Commission of
Wisconsin since its creation
in 1905, and the enviable
reputation which this com-
mission has gained is in a
large measure due to Mr.
Erickson' s efforts and
ability. He was born and
educated in Sweden, and
came to the United States
in 1884. He continued his
education in Minneapolis,
halford erickson Minn., and entered the

service of the Chicago, St.
Paul, Minneapolis & Omaha Railroad in 1890. After serving
in various capacities with that company he was appointed a
labor commissioner of Wisconsin in 1896. Mr. Erickson
continued in that office until 1905, when he was appointed a
member of the original Railroad Commission of Wisconsin
by Governor La Foilette.

Mr. Frank N. Robinson has been appointed assistant sec-
retary of the Public Service Commission of the First Dis-
trict of New York to succeed Mr. Matthew J. Harrington,
resigned. Mr. Robinson has been the city hall and political
reporter for the Evening Mail for several years, and for the
last three years has been the Albany legislative corre-
spondent for that paper. He began newspaper work in
New York City in 1900 as a reporter for the Church News

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

883

Association, and later went to the New York City News
Association. While with the latter association he was as-
signed to cover the Public Service Commission during the
lengthy negotiations over the dual contracts, gaining wide
information as to the activities of the commission.

Mr. Walton M. Wentz, formerly information clerk in the
publicity department of the Pennsylvania Railroad, has been
appointed assistant publicity agent of the company. Mr.
Wentz has been with the Pennsylvania Railroad since De-
cember, 1902. He entered the service of the company as a
clerk in the superintendent's office at Baltimore, and after
six years in that department he was transferred to the office
of the publicity agent in Philadelphia, where for the last
two years he has been information clerk.

Mr. George B. Harley, formerly an assistant in the office
of the Publicity agent of the Pennsylvania Railroad, has
been appointed publicity agent. He will succeed Mr. J. W.
Lee, Jr., whose resignation takes effect on May 15. Mr.
Harley has been connected with the publicity department of
the Pennsylvania Railroad since June, 1914. He entered
the college department of the University of Pennsylvania
in the class of 1901, and was transferred to the law school
of the university, graduating with the class of 1902. He
was on the reportorial staff of the Philadelphia Press from
1908 to 1910, the Philadelphia News Bureau from 1910 to
1914, and from February to June, 1914, he was on the staff
of the Philadelphia Public Ledger.

OBITUARY

William Wallace, superintendent of the Eighth Street
division of the Cincinnati (Ohio) Traction Company, died at
Seton Hospital in Cincinnati on April 26 as a result of in-
juries sustained by being struck by an automobile some days
previously. Mr. Wallace entered the service of the company
as driver of a horse car.

Stephen Kendall Poole, secretary of Poole Brothers, Chi-
cago, 111., and the youngest son of George A. Poole, the
founder of the company, is dead. Mr. Poole was born in
Chicago on Aug. 2, 1883. He was educated in the Chicago
public schools and was graduated from the Massachusetts
Institute of Technology. He is survived by a widow and
two children.

William H. Capel, secretary of the New England West-
inghouse Company and the J. Stevens Arms & Tool Com-
pany, Springfield, Mass., died suddenly on April 23. Mr.
Capel was born in New York City in 1867. In April, 1899,
he entered the employ of the Westinghouse Electric & Manu-
facturing Company in New York. For several years past
he had been closely associated with Mr. L. A. Osborne, vice-
president. On June 2, 1915, he was elected secretary of the
companies mentioned previously.

Julius E. Rugg, for fifty years actively employed in street
railway service in Boston and vicinity, and for nine years
superintendent of the transportation department of the Bos-
ton Elevated Railway, died at his home in Brookline on
April 19. Mr. Rugg was born at Rindge, N. H., in 1838.
He went to Boston in 1863 and entered the employ of the
Lynn & Boston Street Railway as a conductor. When the
Highland Street Railway was organized Mr. Rugg became
its superintendent, and upon the consolidation of the road
with the West End Street Railway he went to Minneapolis,
serving there for a time as superintendent of the local street
railway system. After a term as superintendent of the
Citizens' Traction Company, Pittsburgh, Pa., Mr. Rugg re-
turned to Boston in 1896 to become superintendent of the
West End company. From 1898 to 1907 he was superin-
tendent of transportation of the Boston Elevated Railway,
and during the last years of his active railway life was
head of the employment and discharge office. Among his
inventions was a reversible car seat. Of distinguished per-
sonal appearance, Mr. Rugg was a gentleman of the old
school, and his acquaintance with transportation men
throughout the country was unusually extensive. He was
twice married.

William B. Rockwell, manager of the Eastern Pennsyl-
vania Railways and the Eastern Pennsylvania Light, Heat

& Power Company, Pottsville, Pa., died suddenly at the
Polyclinic Hospital at Philadelphia on April 30 as a result
of complication following an operation performed on April
27. Mr. Rockwell had been connected with the properties
at Pottsville for six years. He was born in New York City,
but was reared in Scranton, Pa., where his father was a
coal operator. Mr. Rockwell entered business in Scranton,
and lived in that city for more than thirty years. He was
one of the pioneers of the electric railway field, having taken
an active part in the construction of the Van Depoele road
in Scranton in 1885. Later he assisted in building electric
railways at Athens, Pa., and Middletown, N. Y. He also
assisted in constructing the Staten Island Midland Electric
Railway, and in 1895 planned and built Midland Beach, on
the southern shore of Staten Island, now one of the most
popular beach resorts around New York City. He left
Staten Island to become manager of the Syracuse, Lake
Shore & Baldwinsville Railway, and then of the Syracuse,
Lake Shore & Northern Railway, but resigned the latter
position to become general manager of the Syracuse &
Suburban Railroad. It was from the Syracuse & Suburban
Railroad that he resigned in June, 1910, to become connected
with the properties in Pottsville. Mr. Rockwell is survived
by his widow, two daughters and two sons, Mr. J. C. Rock-
well, manager of the electrical department of the Manila
Electric Railroad & Light Company, Manila, Philippine
Islands, and Mr. R. W. Rockwell, Philadelphia. Mr. Rock-
well was unusually successful in his relations with the public
and with his men. Both the Pottsville Evening Chronicle
and the Pottsville Journal of May 1 devoted their leading
editorials to Mr. Rockwell and acknowledged his death as
a great loss to the community. Mr. Rockwell's character-
istics may, perhaps, be summed up best in the words of the
Journal, which said that "he had the heart of a boy and the
soul of a gentleman."

NORFOLK FRANCHISE REPORT BEFORE COUNCIL

The special joint committee of the Council of Norfolk,
Va., which has been considering the matter of new fran-
chises to be granted to the Virginia Railway & Power
Company submitted its report to the Council on the evening
of May 2. Consideration of the matter was postponed to
a meeting of the Council as a committee of the whole to
be held the latter part of the month. The committee says
that in an effort to agree on a franchise that would elimi-
nate all the differences which exist between the city and
the company and to avoid the possibility of differences
during the term of the proposed grant and at the same
time reach a conclusion acceptable to both the city and
the company, the committee went into the matter with
the company, considering it from the standpoint of co-
operation and mutual understanding.

It developed during the consideration of the matter
that the various differences could be adjusted best by
making new franchises and the surrender of the old ones,
rather than by trying to amend the existing franchises.
There are three operating subsidiaries, however, involving
the interests of three separate sets of stock and bond-
holders, and in order to avoid any complications it was
agreed to draw three separate grants similar in terms
and conditions. The franchises now in force expire at dif-
ferent times and contain conditions at variance with each
other. The committee gives at length its reasons for be-
lieving that the proposed ordinances are preferable to the
several franchises now in existence.

A digest of the terms of the proposed franchises was
published in the Electric Railway Journal of April 22,
page 792. It was stated in that account that some of the
lines in Norfolk were standard gage and some 5-ft. 2-in.
gage and that the new grant prescribes that "all of the
lines shall be standardized." This was, perhaps, some-
what misleading. The ordinance provides for the gage to
be made uniform at 5 ft. 2 in. The fare on the old city
division is at present 5 cents or six tickets for a quarter.
The tickets are not sold on the cars, but at stations in
different parts of the city. The other fare conditions as
given previously in the Electric Railway Journal are
correct.

884

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.
An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS
Tampa & Eastern Traction Company, Tampa, Fla.—
Application has been made by this company for a charter to
construct an electric line from Tampa to Lakeland via Plant
City. Capital stock, $750,000. Headquarters, Tampa. Offi-
cers: F. W. Cole, president; E. J. Binford, vice-president
and general counsel; Frank L. Cooper, secretary, and F. M.
Williams, treasurer. [April 15, '16.]

FRANCHISES

Miami, Fla. — The Miami Traction Company has received
a franchise from the Council to construct a 1-mile exten-
sion on Biscayne Drive, Miami.

♦Tallahassee, Fla.— A. S. Metzner and associates have
asked the Council for a franchise to construct a line on
Depot, Gaines, Monroe and Copeland Streets and Park
Avenue. Mrs. F. R. S. Phillips, secretary Tallahassee Boost-
ers' Club, may give information.

Atlanta, Ga. — The Federal Construction Company has re-
ceived a franchise from the Board of Aldermen of Atlanta
to construct an electric railway from the city limits to
Spring and Walton Streets. [Feb. 12, '16.]

Pocatello, Idaho.— The Pocatello Traction & Interurban
Company has received a fifty-year franchise from the Coun-
cil to construct and operate an electric line in Pocatello.
[March 18, '16.]

Wichita, Kan. — The Arkansas Valley Interurban Railway
has asked the Council for a franchise to construct a line
over certain streets in Wichita. This is in connection with
a proposed extension down the Arkansas River to Winfield
and Arkansas City.

Newport, Ky. — The City Commissioners have granted the
Cincinnati, Newport & Covington Street Railway a twenty-
year franchise in Newport.

Newburgh, N. Y. — The Orange County Traction Company
reports that it has received a thirty-year franchise from
the Council to construct an extension on Lake Street from
Broadway to the Newburgh Bleachery.

Cincinnati, Ohio. — The Cincinnati Traction Company has
received a franchise from the Council to construct an ex-
tension of the Avondale line to Bond Hill.

TRACK AND ROADWAY

Calgary, Alta.— The Council of Calgary has adopted the
recommendation of the city commissioners for the construc-
tion of a temporary street railway line to Sarcee military
camp. The cost is estimated at $6,000.

Visalia Electric Railroad, Exeter, Cal. — This company will
construct an extension from a point a half mile below
Terminus to Point of Rocks. The cost of the extension will
be about $5,000.

Marin County Electric Railway, Mill Valley, Cal.— This
company's project to provide street car service in Mill
Valley and the construction of a line from the Northwestern
Pacific Railroad station in Mill Valley to the Cascades has
been abandoned and the recently constructed mile of track
is being torn up. The town trustees refused further ex-
tensions of time to the promoters within which the road
should be constructed and ordered a $3,000 bond forfeited.
[Sept. 4, '15.]

Willimantic & Manchester Street Railway, Hartford, Conn.
— This company has awarded a contract to the C. E. Coon
Construction Company, Cleveland, Ohio, for the construction
of a line from Manchester Green to Willimantic, about 20
miles. The contract, it is reported, will involve an expendi-
ture of about $1,000,000. John T. Henderson, Hartford, engi-
neer. [May 22, '15.]

St. Petersburg & Gulf Railway, St. Petersburg, Fla.— This
company proposes to extend its North Shore line to South-
land Seminary. The construction will include a bridge over
Coffee-Pot Bayou.

Alton & Jacksonville Railway, Alton, 111.— It is reported
that this company's line may be extended from Jerseyville
to Jacksonville.

Chicago Heights (111.) Street Railway.— It is reported
that this company will construct an extension this summer
on Fourteenth Street and will later connect with Sixteenth
Street by West Side loop.

Evansville (Ind.) Railway.— This company will extend its
Michigan and Garvin Street line five blocks from the present
terminal at Oregon Street to the plant of the Faultless
Castor Company.

Newport & Alexandria Interurban Railroad, Newport,
Ky.— Negotiations are under way between Gotlieb Hartweg,
Col. Louis C. Wildrig, president of the Alexandria Turnpike
Company, Newport, and others, for the purchase of a por-
tion of the Alexandria turnpike as a right-of-way for this
company's proposed line from Cincinnati to a point four
miles beyond Fort Thomas. The company also intends to
purchase a right-of-way over the Grand Avenue Turnpike
Company's holdings from Newport to Fort Thomas. It is
stated that the company plans to arrange a right-of-way
over the tracks of the Cincinnati, Newport & Covington
Railway from Cincinnati to the intersection of Tenth Street
and Grand Avenue, Newport. The proposed route after
reaching Grand Avenue is to continue to Fort Thomas
Avenue, thence to the Alexandria turnpike. [March 18, '16.]

*Mandeville, La. — It is reported that plans are being made
to construct a line from Mandeville to Madisonville and
Hammond, about 25 miles. The Town Council of Mandeville
may be able to give further information.

Boston (Mass.) Elevated Railway.— Work has been begun
by this company on the construction of an extension from
the Sullivan Square terminal to the Boston & Maine sta-
tion in Everett, about 1 mile.

Berkshire Street Railway, Pittsfield, Mass. — This com-
pany has purchased 5000 cedar ties which it proposes to use
as an experiment. Chestnut ties are in general use, but it
is believed that the cedar ties will last longer.

Detroit (Mich.) United Railway. — It is reported that the
Detroit United Railway has agreed to accept the right-of-
way and the franchises granted the Highland Park & Royal
Oak Railroad, and will extend its tracks out Oakland
Avenue, Highland Park, through Greenfield Township to
Royal Oak, connecting with the Rochester interurban line.
It is stated that the route has been donated to the Detroit
United Railway by the Troyoak Land Company, and the con-
tract with the company stipulates that the road be built
and cars placed in operation within two years.

St. Joseph, Mich. — In reply to an inquiry, M. W. Stock
advises that he is not interested in the construction of an
electric railway from St. Joseph to Michigan City, as re-
ported in the Electric Railway Journal for April 22.

Kansas City (Mo.) Railways. — Work has been begun by
this company on the reconstruction of its track on Eight-
eenth Street from Main Street to Woodland Avenue. The
city widened Eighteenth Street 15 ft. and thus necessitated
a removal of the street car tracks to the center of the thor-
oughfare. The tracks are being laid on new sawed-oak ties
on a solid concrete base. It is estimated that the cost will
be about $75,000.

Great Falls (Mont.) Street Railway. — James R. Hobbins,
superintendent of the Great Falls Street Railway, reports
official authorization of extensions of the line on Sixth
Avenue South to Sixteenth Street, thence Third Avenue
North, thence to Fourth Street, making a complete loop for
the South Side. An extension will also be built from the
Eighth Avenue line at Fifteenth Street, where it will con-
nect with the new Fourth Avenue line, extending east from
Fifteenth Street to Thirty-sixth Street, or Boston Heights,
where it will connect with the present trackage. It is ex-
pected that these extensions will be ready for use by Sept.
■ 1. According to estimates, 6000 new ties will be required
for the work and 422 tons of steel will be used for tracks.
The electrical equipment has been ordered.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

885

*New Egypt, N. J. — The leading business men of New
Egypt are making an effort to finance an electric railway
from New Egypt to Bordentown, to connect with the lines
of the Public Service Corporation. The length of the pro-
posed line will be about 12 miles.

New York Municipal Railway, Brooklyn, N. Y.— Bids will
be received by this company until May 16 for construction
of tracks and installation of electrical equipment on its Ja-
maica line. For plans and further information apply to
chief engineer, 85 Clinton Street.

Interborough Rapid Transit Company, New York, N. Y. —
Bids will be received by the Interborough Rapid Transit
Company until May 11 for the construction of Section No.
4-C of the Queensboro Bridge line, comprising a part of the
Manhattan approach to the Queensboro Bridge, between
Bent No. 1 near the east building line of Second Avenue and
Bent No. 15 near the west building line of First Avenue and
a part of the Queens approach from Bent No. 60 near the
west building line of Van Alst Avenue to Bent No. 2-2,
about 44 ft. east of the east building line of Ely Avenue.

Newbern-Ghent Street Railway, Newbern, N. C— This
company is contemplating the construction of an extension
into Jones County.

Cleveland (Ohio) Railway. — The proposition for subway
approaches to the new high-level bridge across the Cuya-
hoga River at Cleveland, Ohio, was approved by a vote of
more than two to one at the election on April 25. This
will enable the street cars to reach the bridge without
danger of congestion and will insure continuous operation
between the city proper and the West Side. The Cuyahoga
County Commissioners will have charge of the construction
of the subways and a bond issue of $1,000,000 has already
been authorized for that purpose.

Lancaster Traction & Power Company, Lancaster, Ohio. —
A report from this company states that it expects to con-
struct a 2-mile extension of its lines. All material for the
construction has been purchased.

*Tulsa, Okla. — Surveys have been made for the construc-
tion of an interurban railway from Tulsa to Coweta, 25
miles. H. D. Patee, Tulsa, is interested.

Johnstown-Somerset Traction Company, Johnstown, Pa. —
This company has awarded a contract to the Phoenix Bridge
Company of Phoenixville for the construction of a 650-ft.
steel span bridge, to be erected on the outskirts of Boswell.
It is stated that the cost of construction will be about
$50,000. The Cambria Steel Company has been awarded a
contract to furnish 4000 tons of rails for extensions in Bos-
well. [March 25, '16.]

Lancaster & York Furnace Street Railway, Millersville,
Pa. — At a recent meeting of the owners of the Lancaster
& York Furnace Street Railway it was decided to repair
and operate the line. Operation was suspended some months
ago, as noted in the Electric Railway Journal of Jan. 22,
lage 187.

Eastern Pennsylvania Railways, Pottsville, Pa. — Opera-
tion has been begun on this company's extension from
Pottsville to Frackville.

Providence & Danielson Railway, Providence, R. I. — Sur-
veys have been begun by the engineers of the Water Supply
Board on the new route of the Providence & Danielson
Railway to be constructed by the city of Providence from
North Scituate to Rockland to replace the present route,
which must be abandoned because it passes through the
area to be occupied by the Providence reservoir. The new
line will be about 5 miles long and give a shorter route
between North Scituate and Rockland than the existing
one.

•Cross Anchor, S. C. — Plans are being made to construct
an electric railway from Spartanburg to Clinton via Wal-
nut Grove, Hobbysville, Cross Anchor and Tylersville, about
35 miles. Among those interested are Dr. W. B. Patton,
Cross Anchor; A. B. Calvert, Spartanburg, and T. B.
Thackston, Walnut Grove.

Knoxville Railway & Light Company, Knoxville, Tenn. —
The city of Knoxville has entered into a contract with the
Knoxville Railway & Light Company for lighting the streets
of the city for a period of ten years.

Dallas (Tex.) Consolidated Electric Street Railway.— This

company has just completed the laying of 4255 ft. of double
track on Commerce Street, using 103-lb. girder rail and In-
ternational steel tie with 7-in. concrete paving base and bitu-
lithic concrete with wood block heading. The cost of this con-
struction was $78,000. The company proposes to recon-
struct 2500 ft. of double track on Main Street, using similar
construction and will spend $3,000 for the installation of
manganese crossings.

Ogden, Logan & Idaho Railway, Ogden, Utah.— This
company has awarded a contract to the Utah Construction
Company of Ogden for constructing grade for the Brigham-
Hot Springs cut-off.

Puget Sound Traction, Light & Power Company, Seattle,
Wash. — This company, in a proposal to the City Council,
offered to eliminate the right-angle turn in the street rail-
way at Aloha Street and Taylor Avenue, providing the
Council will give the company an extension of time to erect
a steel or reinforced concrete viaduct along Taylor Avenue,
between Republican and Mercer Streets. Superintendent
A. L. Kempster states that his company is willing to pay
a fair share of the condemnation of a new street to cross
private property from the intersection of Fifth Avenue
North and Aloha Street, to the intersection of Taylor
Avenue and Prospect Street, which would eliminate the
right-angle turn. In an agreement with the traction com-
pany four years ago, it was stipulated that not later than
Oct. 14, 1916, the company should erect a viaduct to carry
vehicular and foot traffic on Taylor Avenue between Re-
publican and Mercer Streets.

SHOPS AND BUILDINGS

New York Municipal Railway, Brooklyn, N. Y.— Bids will
be received by this company until May 16 for the construc-
tion of elevated stations on its Jamaica line. For plans and
further information apply to chief engineer, 85 Clinton
Street.

Interborough Rapid Transit Company, New York, N. Y. —
Bids will be received by the Public Service Commission for
the First District of New York until May 25 for the con-
struction of station finish for seven stations on the Seventh.
Avenue-Lexington Avenue line.

Brantford & Hamilton Electric Railway, Hamilton, Ont. —
A contract has been awarded to Schultz Brothers & Com-
pany, Ltd., for the construction of a brick station on Col-
borne Street, Brantford, to be used jointly by the Lake Erie
& Northern Railway and the Brantford & Hamilton Electric
Railway. The structure will be 36 ft. wide and 76 ft. long.

Rhode Island Company, Providence, R. I. — Arrangements
have been completed by the Rhode Island Company for the
construction of a new terminal on Eddy Street, between
Richmond and Point Streets, Providence, as a receiving
station for freight. It is expected that the structure and
the rearranged tracks will be ready for business the latter
part of July or early in August. The building will have an
area about one-third greater than that of the present two
freight houses combined. The cost is estimated at about
$75,000.

POWER HOUSES AND SUBSTATIONS

Connecticut Company, New Haven, Conn. — This company
has ordered from the General Electric Company three 2000-
kw. rotary converter equipments, including transformer and
switchboard apparatus; one 200-kw. motor-driven exciter
and one 200-kw. turbine-driven exciter.

Kentucky Traction & Terminal Company, Lexington, Ky.
— This company will shortly add a new 500-hp. boiler to its
power plant and make other improvements to the plant
amounting to about $40,000.

Columbus Railway, Power & Light Company, Columbus,
Ohio. — Preparations are being made by the Columbus Rail-
way, Power & Light Company for the erection of a new
power plant on Kimball Street near Broad Street on the
Scioto River, Columbus, at a cost of about $375,000.

Milwaukee Light, Heat & Traction Company, Milwaukee,
Wis. — Work has been begun by this company on the con-
struction of a transmission line from Pewaukee to Merton
and Lake Five.

886

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 19

Manufactures and Supplies

LUMBER PRICES REMAIN NORMAL

Reports from the National Lumber Manufacturers' Asso-
ciation headquarers, Chicago, 111., show that while there
have been marked increases in many other articles of manu-
facture, especially in the building line, the rise in the price
of lumber has been but slight. The lumbermen have ad-
hered to the policy of asking only a fair return on their
production and have recognized the truth of the proverb
that "it is not the runaway horse that does the work."
Reports from all over the country indicate that prices are
practically the same as they were in 1912, and this is par-
ticularly emphasized in the roofing material. Shortage of
paper, rags and other such material used for patent roofing
has greatly increased the price of this product, and there-
fore increased the demand for wooden shingles. In spite of
this fact, however, the price of shingles has remained the
same. During the past few weeks large contracts have been
placed for timber, especially for car building and for rail-
road construction and repairs. Orders for carefully selected
lumber running into many millions of feet have been placed
within the past week or ten days by the steam railroads
and the car manufacturers. To give further impetus to this
situation the federal government has recently placed con-
tracts for several million feet of bridge timber.

ROLLING STOCK

Rhode Island Company, Providence, R. I., has ordered
two express car bodies from the Laconia Car Company.

Montgomery Light and Traction Company, Montgomery,
Ala., has ordered six single-truck cars from the Southern
Car Company.

Worcester Consolidated Street Railway, Worcester, Mass.,
has just placed in service a new prepayment car which
was built by the Osgood-Bradley Car Company.

Boston (Mass.) Elevated Railway, reported in the
Electric Railway Journal of April 22 as being in the
market for fifty-two articulated center-section bodies, has
ordered this equipment from the Laconia Car Company.

Reading Transit & Light Company, Reading, Pa., is re-
ported to be in the market for ten double-truck cars, in
addition to the order for fifteen cars recently placed with
The J. G. Brill Company, as noted in the Electric Railway
Journal for April 15.

Toronto (Ont.) Civic Railway, through Works Commis-
sioner R. C. Harris, has recommended that the contract for
the thirteen car bodies for the Bloor Street car line be
awarded to the Preston Car & Coach Company at the price
of $4,907 per body. It is proposed that the thirteen cars
will cost a total of $112,000.

Bay State Street Railway, Boston, Mass., has ordered
from the Wason Manufacturing Company seven steel under-
frame express cars, 40 ft. over all, equipped with G.E.-201
motors, 75 hp., similar to those described and illustrated in
Electric Railway Journal of Sept. 27, 1913; also five ex-
press box trailers of wooden construction and the same
general dimensions.

Connecticut Company, New Haven, Conn., has ordered
100 additional cars. Thirty of these are to be exact dupli-
cates of those recently built by the Wason Manufacturing
Company described on another page of this issue and are to
be built at the Wason plant. Sixty are to be built by the
Osgood-Bradley Car Company, and will be practically the
same, only longer. Ten interurban cars are also to be
built by the Wason Manufacturing Company.

TRADE NOTES
Railway Storage Battery Car Company, New York, N. Y.,

is now located at 50 Broad Street, in rooms 1022 to 1026.
Hale & Kilburn Company, Philadelphia, Pa., has moved its
New York offices from Suite 1433, 30 Church Street, to Suite
1412 in the same building.

Ohio Brass Company, Mansfield, Ohio, has received a
large orders for strain insulators and trolley ears from the
Shore Line Electric Railway.

American General Engineering Company and Imperial

Rubber Company have moved from 253 Broadway to the
Equitable Building, 120 Broadway, New York.

Holden & White, Chicago, 111., have been appointed dis-
trict representatives in the Atlantic Coast States from New
England to Florida, for the U. S. Metal & Manufacturing
Company.

Perry Ventilator Corporation, New Bedford, Mass., has
received an order to equip with ventilators the twenty cars
now being built by the Laconia Car Company for the Bos-
ton Elevated Railway.

Atlas Preservative Company of America, New York, N.
Y., will move in the next few days to much larger quarters
in the same building, 95 Liberty Street, to take care of its
greatly increased business.

Western Electric Company, New York, N. Y., has ap-
pointed F. L. Gilman, formerly assistant general superin-
tendent of the Hawthorne Works, as assistant chief engi-
neer, with headquarters at New York.

Dielectric Manufacturing Company, St. Louis, Mo., has
issued a booklet entitled "Data on Dependable Insulation"
which contains information on the company's various insu-
lating specialties. Prices of the material are also given.

F. Castiglioni, electrical engineer of the Railway Improve-
ment Company, New York, N. Y., has been called to the
colors by the Italian City Consulate in New York. He
sailed on the Dante Alighieri on May 2.

A. L. Whipple has been appointed sales manager of the
Railway Improvement Company. Mr. Whipple has long
been a prominent factor in the supply business and was
chairman of the entertainment committee at a number of
steam and electric railway conventions.

Automatic Ventilator Company, New York, N. Y., has
received orders to equip with ventilators the five cars now
being built by the American Car Company for the South-
west Missouri Railroad, the fifty cars being built by the
Laconia Car Company for the Rhode Island Company and
the twelve semi-convertible cars being built by the same
company for the Massachusetts Northeastern Railway.

G. S. Ackley, 50 Church Street, New York, N. Y., rep-
resenting the Ackley Companies, is now carrying on a
broader campaign throughout the world for the sale of
Ackley no-staff and adjustable brakes, Tool Steel gears and
pinions, Wasson air-retrieving trolley bases and other rail-
way specialties for which these companies are sole export
agents. These companies have agencies in all parts of the
world, and their experience is available for the introduction
and sale of additional American specialties.

Standard Underground Cable Company, Pittsburgh, Pa.,
announces the removal of its Chicago office from The
Rookery to the Conway Building. The Detroit office has
moved from the Free Press Building to the Whitney Build-
ing. A new office will shortly be opened in Minneapolis,
Minn., in charge of W. J. Weld. The Portland (Ore.) office
of the Pacific Coast department has been discontinued and
a new office opened in the Newhouse Building, Salt Lake
City, Utah, in charge of F. W. Wilson.

ADVERTISING LITERATURE

Stow Manufacturing Company, Binghamton, N. Y., has
issued a booklet entitled "Portable Tools of Proven Value,"
which illustrates and gives details of portable electric tools,
motor sets, combinations and flexible shafts of all sizes from
Vi in. up.

Searchlight Company, Chicago, 111., has issued a circular
dealing with the difference between dry acetylene and wet
acetylene. The circular explains the effect which the pres-
ence of solvent acetylene has on the efficiency of the weld-
ing flame.

Chicago Pneumatic Tool Company, Chicago, 111., has
issued bulletin No. 34-Q, which shows a few applications
of its "Giant" gas and fuel-oil engines and suggests how
oil and gas as fuels may be used advantageously for oper-
ating generators, pumps, air compressors, etc., in direct-
connected or belt-driven units.

May 6, 19161

ELECTRIC RAILWAY JOURNAL

r&^

Anthropophagi

We have it straight from Othello that the Anthro-
pophagi carried their heads beneath their shoulders.

A sad example of mislocation, but not quite so sad as
some modern mislocations — of equipment under the floor,
for instance.

When the underside of a car must carry chains, levers,
conduit and piping in addition to its tractive, braking,
door and step mechanisms — and within 12 in. of the
paving —

The rods and levers of the braking mechanism are liable
to be handled like an afterthought.

That's why we'd be glad to help you put your Peacock
Brakes where they will do the most good.

We've learnt a lot of little tricks from previous installa-
tions that may save you worry and experimenting.

Ask us.

National Brake Co,

Buffalo, N. Y.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Bankers a^ fj>rtgiixfee:Fs][

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

Mrw York Roston Philadelphia Chicago San Francisco

THE J-GWHITE COMPANIES

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

The Arnold Company

ENGINEERS- CONSTRUCTORS

.ELECTRICAL- CIVIL- MECHANICAL

IOS SOUTH LA SALLE STREET

CHICAGO

&rn)ur 2D. flsttle, ^Fnc.

An organization prepared to handle all work which
calls for the application of chemistry to electric rail-
way engineering — such as the testing of coal, lubri-
cants, water, wire insulation, trolley wire, cable, timber
preservatives, paints, bearing metals, etc.

Correspondence regarding our service is invited.

93 Broad Street, Boston, Mass.

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
in the Application of Engineering Methods
Solution of Tranaportation Problema

Robert W. Hunt Jno. J. Cone Jas. C. Hallsted D. V7. McNaugher

ROBERT W. HUNT & CO., Engineers

BUREAU OF INSPECTION TESTS & CONSULTATION

Inspection and Test of all Electrical Equipment

NEW YORK, 90 West St. ST. LOUIS, Syndicate Trust Bldg.

CHICAGO. 2200 Insurance Exchange.
PITTSBURGH, Monongahela Bk. Bldg.

H. M. Byllesby & Company, Inc.

NEW YORK, CHICAGO, TACOMA,

Trinity Bldg. No. 208 So. La Salle St. Washington

Purchase, Finance, Construct and Operate Electric Light,

Gas, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

SANDERSON 8t PORTER

Engineers *e§ Contractors
reports • designs • construction -management

HYDRO-ELECTRIC DEVELOPMENTS
RAILWAY. LIGHT aRB POWER PROPERTIES

Nrw Vr>ow San Francisco

D. C. & WM. B. JACKSON

ENGINEERS

Plans, Specifications, Supervision of Construction

General Superintendence and Management

Examinations and Reports

Financial Investigations and Rate Adjustments

115 BROADWAY

■ NEW YORK Sat

Francisco

WOODMANSEE & DAVIDSON, Inc.

ENGINEERS

MILWAUKEE CHICAGO

Wells Bldg.

GULICK-HENDERSON CO.

In.ooctlon Railway Equlpmsnt A Materials
PITTSBURGH CHICAGO NEW YORK

Stone & Webster Engineering Corporation

Constructing Engineers

ELECTRICAL TESTING LABORATORIES, I
Electrical, Photometrlcal and
Mechanical Testing.
80th Street and East End Ave., New York, N.

H. V.. BROWNCLL, Public Safety Engineer

Makes survey of accidents. Organises Safety Campaigns. Lectu
to public and employees with films.
Has addressed oyer a i

W. K. MOORE & CO.
Engineer*

B*DOrt», Bnperrliion, Designs, Electric Railway, Lighting snd

Power Properties

TOB Union Ba.Mli Bnlldlng. Pittsburgh. Pa.

ROOSEVELT & THOMPSON
71 Broadway ENGINEERS New York

Keport, Investigate, Appraise, Manage Electric Railway,
Light and Power Properties.

Frederick Sargent A. D. I*

. S. Monroe James Lj

SARGENT (Si, LUNDY, Engineers

1412 Edison Bldg., 72 W. Adams St., Chicago, III.

May

1916]

ELECTRIC RAILWAY JOURNAL

ELRECO TUBULAR POLES

Serve Two Purposes

They act as supports for overhead trolley span wires
and as ornamental street lighting standards.

They Save Half on Pole Cost

You also save the cost of underground
construction and eliminate obstructions in
the curb line.

Elreco Features of Construction
Non-Corroding Chamfered Joints

on which water does not accumulate.

The "Wire Lock" Swedge Joint prevents
telescoping and does not weaken the walls.

Write NOW for Catalogs

Our Catalog 16 contains complete tables
and data on Elreco Tubular Steel Poles
and Fittings.

Catalog D illustrates cast iron lamp
standards, Elreco Combination Railway
and Lighting Poles for Arc Lamps.
Catalog E describes Elreco Single Light
Standards and Combination Poles for
Mazda C Lamps.

Electric Railway Equipment Co.

30 Church St., N. Y. CINCINNATI, OHIO

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,

ENGINEERS and-
CONSTRUCTORS
A purely engineering
nothing to sell except

WC-K

Engineering
Co-operation

The wide scope of W. C. K's.
activities makes their organiz-
ation available for every kind
of engineering and construction

work.

WESTINGHOUSE CHURCH KERR & CO.

Engineers & Constructors

37 WALL ST., NEW YORK

CHICAGO SAN FRANCISCO

3onway Building Pacific Building

THE P. EDW. WISCH SERVICE
Suite 1710 DETECTI VES Suite 7 1 5

Park Row Bldg., New York Board of Trade Bid*., Boston

NEILER, RICH & CO., INC Engineers

Manhattan Building, CHICAGO, ILL.

Reports, Appraisals and Valuations, Railway and Lighting Properties

POWER STATIONS
11 HYDRAULIC DEVELOPMENTS

PHILADELPHIA. PA.

GAS WORKS
ELECTRIC RAILWAYS

IT IS A PAYING INVESTMENT

U. S. Metal & Mfg. Co.

165 BROADWAY, NEW YORK CITY

Chicago Washington, D. C.

RAILWAY SUPPLIES

Selling Agents for Dunham Hopper Door Device — Feasible
Drop Brake Staff— Columbia Lock Nut— Shop Cleaner—
"Texoderm." Sole Eastern Agents for St. Louis Surfacer S
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.
New England and Southern Agents for Thayer & Co.— Chilling-
worth Seamless Gear Cases. General Eastern Agents for the
Union Fibre Co. — Injector Sand Blast Apparatus.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

EXAMPLES OF "SAFETY FIRST"

Number Two

On the Public Service Railway

The examples of Pyrene pro-
tection on Americas greatest
city and interurban roads are
not without significance.

Are your cars, powerhouses,
car barns and shops similarly
protected ?

Write for the Pyrene
Electrical Booklet

PYRENE MANUFACTURING COMPANY
52 VANDERBILT AVE., NEW YORK

Branches in all large cities

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

Signs of Spring

It is an unfailing sign of Spring when the
pent-up spirit of youth breaks out with the
baseball.

Now is the time when the small boy thinks
more of his "Rocket" than he does of his life.

Spring will leave its costly trail of litigation
and hard-feeling in your Legal Department
unless you equip your cars with H-B Life
Guards or Providence Fenders.

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

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

AGASOTE HEADLINING AND
PANTASOTE CURTAINS

On the New Cars of the N. Y.
Long Island Traction Co.

All the big companies are heading toward Agasote Headlining
and Pantasote Curtains. Equipment of the new cars of the
N. Y. & L. I. Traction Co. from the Southern Car Co. is just one
more of the many proofs of the tendency. No wonder when you
consider that Agasote is the only headlining made in one solid
piece, has no laminations and that it is non-separable, warp and
water-proof, blisterless and homogeneous. So, too, Pantasote
Curtains are the embodiment of all that is good in curtains. They
combine long life with beauty and real weather protection.

The Pantasote Co.

11 Broadway, New York People's Gas Bldg., Chicago, 111.

797 Monadnock Bldg., San Francisco, Cal.

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

This Is an All-Kerschner Car
From Car Wheel to Trolley Wheel

This sketch has been prepared to show you what an impor-
tant part Kerschner Service plays in making up a modern
car. Let's list the items indicated on the drawing:

A Car body Cincinnati Car Company

B Trucks Cincinnati Car Company

C Door Operating Mechanism. ... Cincinnati Car Company

D Headlining and panels Nevasplit (Keyes Product Co.)

E Car Wheels (chilled) Albany Car Wheel Co.

F Gears and pinions Catskill Foundry & Machine Wks.

G Brake-slack adjusters Smith-Ward Brake Co., Inc.

H Grid resistors Columbia Machine Wks. & Mal-
leable Iron Co.

I Catchers and retrievers C. I. Earll

J Poles, harps and wheels Columbia Machine Wks. & Mal-
leable Iron Co.
K Gear cases Columbia Machine Wks. & Mal-
leable Iron Co.

L Car Trim Cincinnati Car Company

M Controller and brake handles . . . Columbia Machine Wks. & Mal-
leable Iron Co.
N Brake rigging Columbia Machine Wks. & Mal-
leable Iron Co.

Keep this page before you whenever you are buying cars
or adding any of the specialties named.

W. R. Kerschner Company, Inc

50 Church Street, New York

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

$<tHH0*

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

Nevasplit

The full convertible car illustrated is one of a large
number recently installed in New England. These cars
are winning golden opinions from all sorts of people.

They have the best in modern equipment, including
NEVASPLIT head and side lining — the lining that will
not absorb water, that will not warp, that will not peel,
that will not fade, but that will last as long as the car.

THE KEYES PRODUCTS CO.

Equitable Bldg., 120 Broadway, New York

San Francisco. Cal.
D. E. Ford. Merchants Exchange Bldg.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

MORE-JONES
TIGER' BRONZE
AXLE and
ARMATURE
BEARINGS

MORE-JONES "TIGER" BRONZE AXLE and ARMATURE
BEARINGS and CAR JOURNAL BEARINGS have an unbroken
record for consistently reliable service. Their exceptional strength,
toughness, durability and high anti-frictional quality have shown
them to be the most economical bearings made.

MORE-JONES ARMATURE BABBITT METAL is specially
designed for Street Railway Armature Bearing service in which it
has proved particularly effective under the severest operating condi-
tions. It is unusually long-wearing and eliminates much of the cost
of re-building.

Further information and prices on application

MORE-JONES BRASS & METAL CO., ST. LOUIS, U. S. A.

MORE-JONES
ARMATURE
BABBITT METAL

M0RsETi0oN«?iBM8oMC- ARMATURE

MAY 6, 1916|

ELECTRIC RAILWAY JOURNAL

The Current Collecting Quartet

Pole, Harp, Wheel and Bound Brook Bushing

If you are not using

BOUND BROOK BUSHINGS

Check These Costs Against Your Own for the Same Periods

Here is the performance of
Bound Brook trolley wheel
bushings for the past five years
on a city and suburban system
averaging 19,000,000 car miles
per annum:

Cost per 1000 Car Miles for

year ending June 30, ' 1 3 . $0,024
Cost per 1000 Car Miles for

year ending June 30, '14. 0.024
Cost per 1000 Car Miles for

year ending June 30, '15. 0.018
Cost per 1000 Car Miles for

year ending Dec. 31, '15. 0.011

The Wheel is gone but the Bound
Brook Bushing is still Good —

matter what make of wheel you have,
Bound Brook bushings will give you the max-
imum life and efficiency due to their continu-
ous lubricating qualities and durability. Due
to their fewer renewals. Bound Brook bush-
ings save time, labor and delays on the line
and in the car house.

Whereas two or more ordinary makes of
bushings are required per wheel, one Bound
Brook bushing will invariably outlive any trol-
ley wheel because it gives at least 10,000 miles
life.

Therefore a Bound Brook bushing can never
cause a trolley wheel to lock or chatter.

Graphite Lubricating Co.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Columbia-Made Trolley Poles Are Made Right

Our Trolley Poles Are
Waiting for You!

Columbia-made trolley poles are
available for quick shipment in spite
of the scarcity of metal.

Columbia foresight has been work-
ing for you!

Aside from trolley poles, wheels and
harps, we. are prepared to ship on

short notice practically any car equip-
ment specialty that you want, such as

Journal boxes, bearings, motor
coils, gear cases, forgings, etc.

Also a wide line of labor-saving
shop devices from armature buggy to
screw type car hoist.

Here are some Columbia-made specialties conveniently listed.

TOOLS

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car hoists

Car replacers

Coil taping machines for armature leads

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

CAR EQUIPMENT
Armature and field coils
Bearings (bronze and iron)
Brush-holders and brush-holder springs
Brake, door and other handles
Brake forgings, rigging, etc.
Car trimmings
Commutators
Controller handles
Forgings of all kinds
Gear cases (steel or mall, iron)
Grid resistors

Third-rail shoe beams and accessories
Trolley harps and wheels

ColumbiaMachineWorks&MalleableFronCo,

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

The Wonderful Single Service
Chilled Iron Wheel

The sudden cooling of molten iron when poured against a cold iron ring in the mould
produces the chilled tread or running surface of the Chilled Iron Wheel.

The result is a clear white iron harder than tempered steel, about three-quarters of an inch
in depth and extending all around the tread and flange.

The balance of the molten iron is poured into a sand mould and the cooling is retarded,
producing: a strong open fracture which is so desirous for axle fit and expansion stresses due
to brake application.

This graded hardness of structure is ideal for service conditions.

The wheel is poured in less than ten seconds.

In One Hundred Cities of the United States and Canada ninety per cent of the
Street Car Companies operating one hundred'cars or over use Chilled Iron Wheels.

Association of Manufacturers of Chilled Car Wheels

1214 McCormick Building, Chicago

Representing forty-eight wheel foundries throughout the United Statu
and Canada. Capacity 20,000 chilled iron wheel* per day.

^1 B? Ba? L?H iT 3ft -ff.'.^j? H Klr^i

HIiMiBlinuiHAff i •

i qSiHiniHiHinnflim&s — •-<

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

NILES ONE-MAN CARS

The three one-man cars shown below, together with the Niles Feather- Weight
car, cover practically all requirements for this field.

Car No. 644. Double-End, One-Man, Near-Side, City Car for service on lines
where the cars must run with either end forward. It is of Niles standard steel
construction with letter panels of continuous steel hoop around top of car,
preventing spreading or sagging at ends. This car seats 30 and has large
standing capacity.

■ Mllll'

Car No. 623. Single-End, One-Man, Near-Side, City Car, recommended for
lines which have turning facilities at each end.

It has emergency door in rear end, also an extra controller for running
backward when necessary.

This car has separate entrance and exit at front end and is the most con-
venient plan for single end cars.

It seats 34 and carries about double that number.

qhUUmLJ

Car No. 66 1. Niles "All Service" Car, which may be operated One-Man or
Two-Men, Near-Side or Far-Side, Single or Double End, Prepay or Collect.

Without any alterations whatever, it may be used for all of the above
purposes on the same run or by two men during the rush hours and one man
when traffic is light.

We make all of these plans with continuous steel underframes without
platforms, small diameter wheels and low floors.

Niles Car & Mfg. Co., Niles, Ohio

May 6, 1916]

ELECTRIC RAILWAY JOURNA^

Franklin started it — Ajax finished it

H'rffflWf^M

EJjW^*<5g5£*J

i hJm-hJ* /Mil

WWM&h

wmS

&':~--SJiWbJli

AJAX
LIGHTNING
ARRESTER

When old Ben Franklin got busy with his kite and key he started the experiments
with lightning. Experimenting was finished when the Ajax Lightning Arrester
was put on the market. The Ajax has proved this statement by its service
performances. All the essential features of a good arrester are incorporated
in the Ajax— namely— small air gap, prompt discharge, no mechanically or
electrically operated parts.

Bulletin No. 25 gives you all the details.

289-293 A Street

Albert & J. M. Anderson Mfg. Co.

-a-

(Established 1877)
BRANCHES:
New York, 135 Broadway
Chicago, 105 So. Dearborn Street
Philadelphia, 429 Real Estate Trust Bldg
San Francisco, 613 Postal Telegraph Bl<

Boston, Mass., U. S. A.

Street

You Can Minimize Overhead Repair Work

and successfully cut maintenance costs if you turn to

The Macallen Line

of strain insulators, hangers, splicing ears, crossings, and other
overhead material.

They are "specialty" products, designed and built to make
"Macallen" the standard on American railways.

It will pay you to write for information and prices.

IACALLE

The Macallen Insulating Joint

Adopted by principal air brake manufacturers as part of their standard equipment. Also
insulates steam pipes, etc. Shell is seamless drawn steel, nipples are machined from steel rod,
and insulating material is Macallen Vulcanite Compound, not affected by heat or oil — prac-
tically indestructible.

May We Send Our Catalog ?

The Macallen Company

Macallen and Foundry Sts., Boston

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

dgRMANEAto^

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, Pa. Pettingell-Andrewa Co., Bo.ton, Ma...

TROLLEY
WIRE

Round Grooved and Figure

If you will agree that
one make of trolley wire
is able to give longer serv-
ice than another make —

That one is more economi-
cal than another —
Then investigate our trol-
ley wire with a view to cut-
ting your wire costs.

Weatherproof
Wires and Cables

Star Brand

Star Brand Wires are
made with long service as
the most prominent fea-
ture.

Because of their ability
to render long service they
cut wire costs.

Read the words in the
cut of the star.

American Electrical Works

NEW YORK: 165 Broadway
CHICAGO: 112 West Adams Street
BOSTON: 176 Federal Street

Phillipsdale, R. I.

CINCINNATI: Traction Building
SAN FRANCISCO: 612 Howard Street
SEATTLE: 1002 First Avenue «oulh

MAY 6. 19161

ELECTRIC RAILWAY JOURNAL Ow

^^^^^^^SSES5=S=^^E^ I II ,1

W Here is the place to
save time with the

LOOK

FOR THE TRADE MARK
ON ALL GENUINE K-I SLEEVES

"[fade

'PIONEER OF SPLICERS"

K-I

PEG. U.S. PAT. OFF.

Splicing Sleeve

The splicer that requires:
No soldering
No set screws
No hammering
No bending of wires

Be consistent in your time saving. If you are
using motor repair trucks to get TO the
trouble quickly use K-I Splicing Sleeves to
get away from it quickly. Write for catalog
telling how.

Standard Railway Supply Co., 4229 Fergus St., Cincinnati, O.

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.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Hydraulic Rail Bond
Compremior. 35 Ton*

HYDRAULIC TOOLS

FOR

TRACK MAINTENANCE

Here are shown two of our line of tools for track use;
built to withstand the rough handling of unskilled
labor.

Designed to meet the demands of metropolitan railway service where
speed and rapid adjustment are essential features, this compressor has been
found to more than satisfy its many users. I

It can be set, the bond made and the compressor removed in 1J4 min-
utes; but one compression is required to make an accurate bond.

RAILBENDERS

Our line of raillienders is large, covering all types, hand operated or
power.

The tool shown below is an improvement c
er and equipped with formed bending blocks
rail to be inserted sideways.

The ram can be thrown out against the work or withdrawn by rack and
pinion and there is easy accessibility of working parts.

Other labor saving hydraulic tools of our manufacture are punches, rail-
benders, shaft straighteners, jacks, motor lifts, forcing presses, etc.
Write for catalogs.

The Watson-Stillman Co.

ers and Builders of Hydraulic Machinery

46 Church St. New York

Chicago, McCormick Bldg.
Philadelphia, The Bourse. 273

Steel for Service

STEEL CROSS TIES

Have you given due consideration to the fact that
after a steel cross tie has outlived three or four wood
ties, it is worth approximately one-third its first cost as
scrap?

For information apply at any of our offices.

The mark of
quality

It protects the
user

Carnegie Steel Company

General Offices: Pittsburgh, Pa.

MAY 6, 19161

ELECTRIC RAILWAY JOURNAL

Outdoor sub- 'stations to supply
country districts with electric light
and power are profitable invest-
ments for electric railroad com-

If you get the right transformers
the initial outlay for equipment is
practically alt the expense you'll

Packard weatnerpi
equipment will giv

The Packard Electric Co

Making
Mighty Sure

that your hoist is right
is vital to you.

In the Yale Triplex
Block this responsibility
rests on the qualities of
the block itself.
Knowing this, we build
every Yale Triplex
Block with the safety of
the operator and the se-
curity of the load be-
fore us.

Materials and construc-
tion, constantly checked
by the 50 per cent over-
load test and final in-
spection, constitute the
inbuilt guarantee.

For sale by Machinery
Supply Houses.

Put your hoisting
problems up to us.

TheYale&Towne
Mfg. Co.

9 East 40th Street
NEW YORK

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

District Offices

Atlanta, Go.
Boston, Mass.
Buffalo, N. V.
Chicago, III.
Cincinnati. Ohio.
Cleveland, Ohio.
Dallas, Texas.
Denver, Colo.
Detroit, Mich.
Duluth, Minn.
1:1 Paso, Texas.
Indianapolis, lnd.
Kansas City, Mo.
London. England.
I. os Angeles, Calif.
Milwaukee,

West Allis Works.
Minneapolis, Minn.
.Yew Orleans. La.
New York. N. Y.
Philadelphia. Pa.
Pittsburgh, Pa.
Portland, Ore.
St. Louis, Mo.
Salt Lake City.
San Francisco,
Santiago, Chile.

So. America.
Seattle. Wash.
Toledo, Ohio.

Utah.
Calif.

EFFICIENCY — RELIABILITY — SIMPLICITY
Allis-Chalmers Parsons Steam Turbines

Show sustained economy after years of operation
Units built in sizes from 200 KAY. up

3200 Kw.. Max. 3600 R.P.M.. H. P. Condensing Steam Turbine and Alternator.
Unit of this size installed in the plant of the Eastern Pennsylvania Ry. Co.,
Palo Alto, Penn.

Allis-Chalmers Manufacturing Co.

Kor all Canadian liusii

Milwaukee, Wis.

refer to Canadian Allis-Chalmei

Ltd., Toronto

N1LES CRANES

for Power Plants

SAFE— ECONOMICAL

2 to 200 Tons Capacity

Write for Catalog

ALWAYS READY FOR WORK

Niles-Bement-Pond Company

111 Broadway, New York

BOSTON PHILADELPHIA PITTSBURGH CINCINNATI CLEVELAND

DETROIT CHICAGO ST. LOUIS SAN FRANCISCO

BIRMINGHAM, ALA. LONDON

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

DIXON'S

Flake Boiler

Graphite

The flaky nature of the graphite is
the key to its success as the logical
treatment for hoiler scale.

It circulates freely with the water in
the boiler and forms a coating or
veneer on the tubes and shells to which
scale will not adhere firmly. The ac-
tion of flake graphite is not chemical.
It will not injure the tubes or shells.

Dis

'lake Boiler Graphite is the
pioneer in this field, and the demand
for this boiler room essential is con-
stantly increasing. The flake is the
thing that does the trick. Insist upon
having it in your boiler. The expense
of cleaning will be reduced to a
minimum.

Write for booklet, "Graphite for the
Boiler," Xo. 108-T.

Made in Jersey City, N. J., by the

Joseph Dixon Crucible Co.

Established 1827

THE TRI BLOC

Built in sizes from one-half
to forty tons capacity. It
is unsurpassed for speed,
safety and service and ex-
cels in every feature essen-
tial to a good hoist.

We would be pleased to send
you a copy of our Catalog.

Ford Chain Block & Mfg. Co.

142 Oxford Street Philadelphia, Pa.

">k

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Efficient and Economical
Car Finishing

depends upon the use of standard Paints and Varnishes of
a high uniform quality and that give the desired finish and
service.

•Sherwin-Williams

Modern Method Car
Painting System

is the development of practical experience both in the appli-
cation and manufacture of car painting- materials.

For new or burnt off work on car bodies, it requires but
five coats to produce a satisfactory finish.

The Sherwin-Williams Co.

Railway Paint and Varnish Makers

Write for our
free booklet on
car finishing.

Chicago

Address all i

FACTORIES:
Newark Montreal

liries to 601 Canal Road, Cleveland, Ohi,

London, Eng.

QUICK REPAIRS IN CHATTANOOGA
With OXWELDING Equipment

10:00 a. m.

This shows spout broken off sandbox from car of the Chattanooga

Railway & Light Company. No extra ones on hand. Under old conditions
it would have been necessary to run the car without sand or keep it out
of service until a new box could be obtained. With Oxwelding Equip-
ment all difficulties disappeared.

10:15 a. m.)

The spout was welded on
in 15 minutes. Total cost
of material and labor, 75
cents. Car ready for serv-
ice about 20 minutes after
work was begun.

For full information on
the unlimited range of prof-
itable Oxwelding applica-
tions to electric railway ap-
paratus, address our near-
est office.

Ox weld Acetylene Co.

Largest makers of Welding and Cutting Equipment and
Supplies in the World

Los Angeles CHICAGO Newark, N. J.

MAY 6, 19161

ELECTRIC RAILWAY JOURNAL

WILL YOUR CURTAINS

HOLD?

Most curtains will when new and prop-
erly adjusted.

WILL YOUR CURTAINS

LET GO?

Ah, there's the rub. If all the passen-
gers would carefully take hold of the
pinch handles, even that question could
be answered easily.

But they won't

Stop and think. Don't you usually take
hold of the side of a curtain at home?
So do most other people. Doesn't that
explain why the passengers invariably
overlook the pinch handles?

Now what are you going to do about
it? There is just one answer.

The RING

FIXTURE

lets go when the pas-
senger takes hold —
and takes hold when
the passenger lets go
— and does it automat-
ically.

A Curtain with
Ring Fixtures —

u Stays in the Groove.

2. Stays level.

3. Will not creep.

Do you know of any other fixture
which will do these three things?
Neither do we, and we have made all
kinds.

The Curtain Supply Co.

322 W. Ohio Street
Chicago, III.

A New Book —

Pole and
Tower Lines

for Electric
Power
Transmission

By R. D. Coombs,
C.E. 272 pages, 6
x 9, 162 illustra-
tions, 30 tables,
$2.50 (10/6) net, \ \

postpaid. \

A book for the engineer who is called upon
to design and construct transmission lines.

Many transmission lines have failed through
faulty structural design.

Mr. Coombs, a civil engineer, has specialized
in this work.

He gives a clear conception of the applica-
tion of the laws of mechanics to pole and tower
lines.

He covers fully design, construction, ma-
terials used, etc.

CHAPTER HEADINGS

I.— Types of Com- VIII.— Concrete Poles,
strnction. IX.— Foundations.

Ill-WUei' and X— Protective Coat-

Cables. Ings.

IV.— Design. XI.— Line Material.

V — Wooden Poles. -.-11 Erection and

VI— Steel Poles and v"- c„sts"

VH—SpecTir' Strnc- XIII— Protection.

tares. XIV— Specifications.

44&4*MeifiiM**im*MM4®B+

McGraw-Hill Book Co.. Inc.,

330 West 30th Street, New York, N. Y.

You may send me on 10 days' approval :
Coombs — Pole and Tower Lines, 92.50 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.

... .1 am a member of A. I. E. E. or A. E. R. A.

(Signed)

(Address)

Reference E-5-6

(Not required of subscribers to the Electric Railway Journal or

members of A. I. E. E. or A. E. R. A. Booku sent on approval

to retail

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

ervice:

Design — Open sight, strong, easily
handled.

Workmanship — Made by experts
and guaranteed free from defects.

Materials — Nothing but the finest.

Standard in every way. They cost
no more. Orders shipped promptly.
Catalog and price list on request.

BONNEY-VEHSLAGE TOOL COMPANY

124 Chambers Street. New York Factory; Newark. N. J.

©©©£*»©a*2©<2K2©©©©^£G^a©©^

Auditing Expenses are Lower

Because the complete record afforded by the
Bonham Traffic Recorder needs no compilation
or checking. It is ready to be placed on your
company's books.

BONHAM Traffic Recorders

keep tab on the traffic while on the road.
They do away with the need for elaborate com-
putations. When a Public Service Commission
calls on you for data as to "Earnings per Passen-
ger Mile," YOU HAVE THE FACTS— if your
cars are BONHAM-Equipped.

The Bonham Recorder not only records cash
but it keeps tab on passenger-mileage — the unit
needed in computing operating costs and
earnings.

Write for the Illustrated

Book "Earnings Per

Passenger Mile."

THE BONHAM RECORDER CO.

Hamilton, Ohio, U. S. A.

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

It's the little things that count

If you hold the "public be pleased"
attitude interest yourself in

EDWARDS
Car Window Fixtures

They are little things, but they count big in
begetting good-will.

Edwards fixtures make the windows rattle-
proof, hold them tightly in any position, but
do not bind. Your passengers can work them
without smashing fingers or "cussing." Your
conductors can spend all their time in fare
collection and platform duty — not in janitor
duty.

Big service for little things at a small price.
\Yrite for Catalog E.

The O. M. Edwards Co., Inc.

Platform Trap Doors Qvi-inieA "M V

ide Weather-stripping Oyr<ICU»e, I> . I .

Window Fixtures
All-Metal Sasti Balances and

Metal Sasli and Mouldings

Heywood Bros. & Wakefield Co.

Factory, Wakefield, Mass.

Sales Offices and Sample Rooms:
New York Chicago San Francisco Los Angeles Portland, Ore. Richmond, Va., 1201 Va. Ry. & Pwr. Bldg.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Each Part Has a Real Purpose

in EARLL
Catchers

and
Retrievers

A watch that counts split seconds has
more parts than one that does not.

As fractions of a second count in re-
trieving, the back of an Earll retriever
has twelve teeth, not one, two or four.

That's one reason why it's a lot more
effective in avoiding line trouble and car
delays.

It's because the retriever gets busy in
one-twelfth of a revolution of the drum.

Just one advantage of Earll Retriev-
ers.

Some other features are : Winds up
like a watch, so rope can never run
back; emergency release to permit you
to run up the trolley pole at any speed
and to make overhauling safe and easy;
free-winding tension spring which can't
be overwound.

Centrifugal -
Pawl Spring

C. I. EARLL

Offices: 11 Broadway, N.Y. Factory: York, Pa.
W. R. KERSCHNER CO., Inc.

Eastern Sales Agents, 50 Church Street, New York

The John S. Black Co. Brown & Hall

New Orleans, La. St. Louis, Mo.

Keep Cars Natty
with

BAYONNE
ROOFING

(

Wb- ■

LZjI

^Mii ilium —

Mil

'fSJfffa |

1 s

... —

When the East Liverpool Traction & Light
Company wanted to rehabilitate its cars it
applied Bayonne roofing.

There's a special satisfaction in using Bay-
onne treated roofing for repairs and mainte-
nance. It helps to spruce up the cars and puts
off the next roof overhauling for a long, long
time.

Bayonne treated roofing is as different from
ordinary roofing as plain wood is from creo-

soted. It is a specially prepared canvas upon
which dampness, snow, oil and dirt and the hot
rays of the sun have little effect. It adds life
to the car and cuts maintenance costs.

Apply it to old cars as well as new. Write
for literature.

Wide Cotton Duck — Largest stock and as-
sortment in United States. Also headquarters
for cheesecloth and bunting.

JOHN BOYLE & CO., INC.

112-114 Duane Street New York City 70-72 Reade Street

Branch House, 202-204 Market St., St. Louis, Mo.

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

Aruth

In some parts of India personal charm doesn't cut
much of a figure in getting a wife.

The man exhibits his riches in the form of spear
heads, beads, dogs, etc.

If the aruth likes the display she blurts out the
equivalent of "so sudden" and takes her chance.

Such impulsive choice of wives or carbon brushes
usually calls forth curses, not loud, but deep, when
checking up on the first anniversary.

There should be no choice in brush buying —

— brushes should be prescribed for the service.

— Morganite brushes are prescribed.

Morgan engineers look at carbon brushes with
X-ray knowledge and can pick out the right Mor-
ganite brush to produce harmony between brush cost
per car mile and good commutation. Knowing this
will do you no good — unless you take advantage of it.

Factory, Brooklyn, N. Y.

AGENTS:

Lewis & Roth Co., 312 Denckla Bldg., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.
St. Louis, Mo.

Herzog Electric & Eng'g Co., 150 Steuart St..
San Francisco, Cal.

Railway Devices of Merit

HORNE

DOUBLE ACTING

HAND BRAKE

Quick action in a hand brake is even
more important than a high brake pres-
sure, but both of these advantages are
obtained by the new Lord Brake.

A pressure on the hand brake rod of
2600 pounds is developed in a few sec-
onds by virtue of the new double acting
feature.

Weight of this brake complete with
chain is 60 pounds. The lightest hand
brake now manufactured.

A complete hand brake, requiring no
accessory parts.

Independent release mechanism that
permits the vertical operating handle to
remain in any position desired.

An automatic slack adjuster is com-
bined with this brake which eliminates at
all times the possibility of a slack brake
chain.

GIANT GEARED
BRAKE

A simple device, weighing but 42
pounds, multiplying the hand brake pres-
sure to practically any degree.

Designed for attachment to any type
of equipment. Simply square the end
of the brake staff and drop it into place.

The special Giant Forged Pinion Shaft
provides perfect alignment through the
crown piece and eliminates all possibility
of binding of the staff.

Manufactured in three power ratios,
the highest developing a hand brake pres-
sure of 2800 pounds.

Q-P
TROLLEY CATCHER

LORD MANUFACTURING COMPANY

105 West 40th St., New York

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Is Your Trolley Wheel Maintenance Costing You Too Much?

If present conditions continue in the metal market you rrust
by the most rigid system of inspection and careful rubricate
dition. If your grooves wear to one side use a harp which |
Other, or a base that has perfect alignment features.

Bayonet Anti-Friction Base has all
wearing parts bushed.
Self-Lubricating. Non-Breakable.
Poles Changed in One Minute.

ie every ounce of metal possible. Save your wheels

See that their bearings are always in perfect con-

mits quick changing from one end of the car to the

ONLY TWENTY SECONDS AND YOUR HANDS ARE
REQUIRED TO CHANGE A HARP HEAD AND WHEEL

if you use BAYONET HARP AND BASES. All repair work, lubricat-
ing and aligning done at the work bench, the only place it can be done
right. Perfect alignment and lubrication saves wheels. Trolley axles
have extra long bearings and are held more firmly than any other harp
on the market. This feature with the extra large contact washers insures
a true running wheel and perfect conductivity. We have the evidence
that WHEELS IX BAYONET HARPS WEAR A THIRD LONGER
than in other harps.

You can get the evidence in your own service by 60 DAYS' TRIAL.
It costs you nothing if we don't make good.

Bayonet Trolley Harp Co.

Springfield, Ohio, U. S. A.

THESE Old Timers
* were built by us
t w e n t y-fi v e years
ago.

OU can buy new trolleys or interchangeable repair parts for
them today.

IF you could buy repairs
* for certain trolleys now
in your scrap heap they
wouldn't be there.

NUTTALL— PITTSBURG

May 6, 1916 1

ELECTRIC RAILWAY JOURNAL

Wm.A.Hardy
& Sons Co.

Fitche>ur,g
Massachusetts

For High Speed Operation

— Large Diameter Kalamazoo
Trolley Wheels

As a solution to arcing and short wheel life on high
speed electric railway work, two new Kalamazoo
Wheels have been designed.

They are (No. 20) n>4 inches and (No. 21) 10 inches
in diameter. An ample increase of width, depth of groove
and length of hub insures a well-balanced wheel in
each case.

Tests covering considerable mileage at high speeds
show that these two new "Kalamazoos" greatly decrease
sparking, while offering longer wheel life. There is more
bearing on the wire, with consequent greater contact
and current carrying capacity.

The patented Kalamazoo Harps have been enlarged
to carry these wheels.

Try several on your lines. Compare their service with
that of smaller wheels.

Write Today.

STAR BRASS WORKS

KALAMAZOO, MICHIGAN

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

On Rotaries—

as on motors — the uniformity and
efficiency of the

-/HSSmp

Le Carbone

Carbon Brush

T^S Jw^BH 2^PS>

provides true economy.

The rotary shown here caused one
large traction company trouble for
three years. Le Carbone brushes

^■/Afl^k <&j A "* »^ ^1\ Mi'kI

corrected the trouble. The fine con-

^fw#^ V%V'

dition of the commutator now tells

the story of brush efficiency.

flMM^^^m ■**• jMjfo/r¥^'^ ' ■

Write for booklet.

^IT^IIBhB hi

W. J. Jeandron

173 Fulton Street, New York

«■ Rffi RrrlWiS

Pittsburgh Office: 636 Wabash Bldg.,

Canadian Distributors:

Lvman Tube & Supply Co., Ltd.,

Montreal and Toronto.

For Modern Motors

CHILLINGWORTH

Drawn Steel

/ A J J

Gear Cases

Are Best

The Malleable Iron case for a G.E. 8o motor
weighs approximately 166 pounds, the Chillingworth
about ioo pounds.

The Malleable Iron Gear Case for Westinghouse
No. 310 motor weighs about 160 pounds, the Chilling-
worth 105 pounds.

Even with two-motor equipments you can save 132
pounds and no pounds respectively per car.

And save 4c per pound per annum per car or $5.28
on two G. E. 80 motors and $4.40 on two Westing-
house Xo. 310 motors.

Multiply these figures by the number of cars in
operation and you will find your saving represents
enough money to purchase at least a portion of your
regular gear case requirements.

hp^^

THAYER & COMPANY, INC.

Selling Agents in
U. S. and Canada

111 BROADWAY, NEW YORK

MAY 6, 1916|

ELECTRIC RAILWAY JOURNAL

■">>.-

Tke- demand for our material is 60 great,, ;ttat ^ye
earnestly recommend, .our customers to anticipate
their -peeds as mucn a^^possil)le. X

ST^&DARD STEEL: WORK^CO,

MorriS/Building " <^ , Pnilajjfclplua

ST. LOOTS-
HAVANA,.' CI
RICHMOND

.PORTLAND

BRAND ,#"'

- *

The Soft Pin

This Pin Wasn't Formed
in a Wood Turning Mill!

It's just another example of what can happen
on a truck when you don't use BOYERIZED
case-hardened pins at points of wear.

The circular halftone shows where the pin was
installed in the brake lever of a single truck. The
odd wear of the soft pin was caused by the move-
ments of this lever.

BOYERIZED PINS

wear long and true. They spell safety and econ-
omy insurance of the highest order.

How can you think of getting
along without these pins, with-
out case-hardened bushings, Stag
manganese center plates and
other long-life truck specialties?

BEMIS CAR TRUCK COMPANY

Springfield, Mass.

The Boyerized Pii

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Trucks for Passenger Service

-«eu

Class 73-22-K

for

Suburban Service

Binghamton Railway Co.

Class 75-25-A

for

Interurban Service

St. Paul Southern Electric Ry.

THE BALDWIN LOCOMOTIVE WORKS

Philadelphia, Pa.

REPRESENTED BY
Charles Rlddell, 625 Railway Exchange, Chicago, III. George F. Jones. 407 Travelers' Building, Richmond, Va.

C. H. Peterson, 1210 Boatmen's Bank Bldg.. St. Louis, Mo. A. Wm. Hlnger, 722 Spalding Building, Portland, Ore.

F W. Weston, 120 Broadway, New York, N. Y. Williams, Dlmond & Co., 310 Sansome St., San Francisco, Cal.

J. A. Hanna, Nlles, Ohio

TAYLOR MAXIMUM TRACTION TRUCK

12 Facts regarding " Taylor-made " Trucks

ABSOLUTELY SAFE
RIDE LIKE PULLMANS
SIMPLE IN CONSTRUCTION
REDUCE WEAR OF MOTORS
WILL INCREASE DIVIDENDS
REDUCE COST OF MAINTENANCE

SAVE POWER

SAVE ROAD BED

LIGHT IN WEIGHT

OVERCOME FLAKGE

WEAR

BRAKES DO NOT CHATTER

PREVENT SIDE OSCI

LLATION

CARS

TAYLOR ELECTRIC TRUCK CO.

SPECIFICATIONS ON REQUEST

Established 1892

TROY, N. Y.

SEND FOR PORT- FOLIO

MAY 6, 1916|

ELECTRIC RAILWAY JOURNAL

Jewett
Steel Cars d

make up the latest [ 1
equipment of the

London and Port
Stanley Railway

They represent high
standards of work-
manship combined
with most modern
construction.

The Jewett Car
Company

W^^m

Newark, Ohio

—

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

The St. Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St. Louis

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

THE LINDSLEY BROTHERS CO.

Western "Good PdeS Qllick" Northern

Quick Shipments

from our
MinneapolU Yard

Minneapolis
Spokane - St. Louis

Butt Treating
Open Tank and
'Hot and Cold" Proce

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, Calveston, Texas
Works: Beaumont, Texas Texarkana, Texas

THE
CELEBRATED

!F "0> '

TRENTON TROLLEY

J hm

WAGON

4. f^

J.R.MCCARDELL&CO.

\ .,,. vlL

Patentees and
Sole Manufacturers

Bsfett

TRENTON, N. J.

CORRESPONDENCE
SOLICITED

II meets every requirement

\ 1 ' '~fjr^

J Ijj

--SK. CUTS W00D

^?V PRESERVING BILLS
^^^ IN HALF

Grade One Wrlte for bookUt

^ Liquid Hie {fattest Compav

i/reosote(J.I .^jr^s-a*.

LETTENEY IS LASTING

1867

Anthracene Oil of
Highest Quality,

THE NORTHEASTERN CO.

1916

Carloads or less
Shipped promptly.
BOSTON, MASS.

Prolong the Life of Poles-

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.

FEDERAL SIGNAL CO.

Manufacturers ) ( Automatic )

Engineers - for < Signaling > either

Contractors J ( Interlocking J

No Interlocking Switches Are Safe Without
Federal Switch Cuards

A.C.

or
.D.C.

ALBANY, N. Y.

MAIN OFFICE and WORKS

52 Vanderbilt Avenue, New York Monadnock Block, Chicago

118-130 New Montgomery St., San Francisco, Cal.

POLES

PILING

We brag about the SERVICE we give

B. J. CARNEY & CO.

E. B, BRANDE, Manager M. P. FLANNERY, Manage

819 Broad Street, Grinnell, la. Spokane, Waah.

Commit us to memory

Chapman

Automatic Signals

Charles N. Wood Co., Boston

TOOLS

for all classes of electrical construction and repair
work. Write for catalog.

Mathias Klein & Sons <=— » ,ssulion Chicago

The New Drew Cable Insulator and Splicing Sleeve
is only one of many of our
economy devices.

Write for 200-page illustrated catalog
Drew Electric & Mfg. Co., 1016 E. Mich. St., Indianapolis, Ind

Do You Want a Salesman or Other Assistant?

If so, send us copy for a card under "Positions
Vacant" in the Searchlight Section. The cost will
be slight and the result will be both quick and

CJet ijoa.r "tfahXa- itdtt Ckt $tQAcklie^td

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

■

• /

~~ *

- \

Narrow base

H|.

poles carrying
suspension type
insulator con-

struction on
lines of the

Virginian Power
Company in the
mountains of
West Virginia.

ARCHBOLD-BRADY CO.

Economy
in Installation and Maintenance

proven by many years of exacting service tests
has won for Standard C.C.C. Wire a perma-
nent place in the electrical industry. Millions
of pounds of it have been sold to large and
discriminating buyers annually for many years.

Standard
Colonial Copper Clad Wire

TRADE C.C.O.MAI,K

has satisfactorily met their requirements, as is
evidenced by the numerous "repeat orders" which are
constantly being received. It stands among copper
clad wires as does E.B.B. among galvanized iron
wires, that is for extra best best in quality.

For further information write our nearest branch
office for Bulletin Aro. 202.

Standard Underground Cable Co.
Pittsburgh, Pa.

Boston Philadelphia Chicago Los Angeles New York

Pittsburgh Detroit Seattle Atlanta Cleveland St. Louis

Salt Lake City San Francisco

For Canada: Standard Underground Cable Co. of

Canada, Limited, Hamilton, Ont.

An Assurance of Uninterrupted Service

is best secured by a careful selection of the transmission
line insulators. 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 de-
sign. 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

Factories: MUNCIE, INDIANA

ALUMINUM

Railway Feeders

k^f Electrical Conductors

Aluminum feeders are leu 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.

RDEBL1NC

Cables

Starter Cables
Automobile Charging ^Cables

Armature Ooils
Bare Copper Wire
Bare Copper
Copper Wire,
Cambric Cables
Fixture Wire

Strands

Fire and Weatherproof Wire

Field Coils

Lamp Cord

Moving Picture Cord

Mining Machine Cables

Magnet Wire

Power Cable, Rubber Insulated

Power Cable, Cambric Insulated

Power Cable, Paper Insulated

Slow Burning Wire

Telephone Cable. Paper Insulation

Telephone Cable, Rubber Insulation

Weatherproof Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

Branches:

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

o®<H

V .0

ONE

Mount thccompletf

NACHOD CROSSING
SIGNAL

on a concrete foundation.

TWO

Hang the motor-
man s indicators on existing poles.
(Brackets supplied).

I lllvtjL Clip the trol-
ley ('(intact ors to the wire without cut-
ting or bending it. Make connections.

to sleep with an easy mind
for you know

Nachod Spells Safety

Our business is Signals, Contactors, Head-
way Recorders, Automatic Station Lighting.

Nachod Signal Co., Inc.

4771 Louisville Avenue
Louisville, Ky.

Dig Pole and Post Holes

WITH

RED CROSS

Explosives

T> LASTING pole and post holes is a
•^labor-saving, expeditious and econom-
ical way to install telephone and telegraph

Foremen of line construction and officials
responsible for maintenance of service
will find "BLASTING POLE and POST
HOLES" a very practical and helpful
booklet. Try the blasting methods de-
scribed. Their adoption speeds up in-
stallation work and hastens service to
subscribers.

E. I. du Pont de Nemours &Co.

Powder Makers Since 1802
WILMINGTON, DELAWARE

How a Large Rapid Transit Co. Uses Empire Insulation
for Armatures —

After an armature coil has been form-wound, the ends are tape.l
and the leads are sleeved. The coil is baked and then dipped i.i
baking varnish. After being allowed to drip it is baked again and
then both sides are covered with three thicknesses of Empire Cloth,
each layer 8 mils thick. The Empire cloth is applied with shellac
and covered with fish paper. After drying the coils are hot-pressed.

Empire is the standard insulation of many other electric railways,
too. Let us give you the reasons —

6,N^rs. Miea insulator e©.

Reg. U. S. Pat. Off.

Chicago
542 So. Dearborn St.

The Rail Joint Company

61 Broadway, New York City

100% Rail Joint

Makers of Continuous, Weber, Wolhaupter and

ioo% Rail Joints
Standard — Insulated — Step — Frog and Switch
Protected by Patents
Grand Prize, San Francisco, 1915 4

"WHALEBONE"

Fibre Track Insulation

DIAJWOND STATE FIBRE CO.

lamer,-. I>el. Bridgeport. Penna. Chicago. IU

Ramapo Iron Works

Automatic Switch Stands,
T-Rail Special Work,
Manganese Construction,
Crossings, Switches, Etc.

MAY 6, 1916)

ELECTRIC RAILWAY JOURNAL

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & Wire Company

Chicago New York Cleveland Pittsburgh Worcester Denver

Export Representative: LT. S. Steel Products Co., New York
Pacific Coast Representative : U. S. Steel Products Co.

HIGHEST QUALITY

TRACK SPECIAL WORK

WE MAKE THIS GRADE ONLY

CLEVELAND FROG & CROSSING CO.
CLEVELAND, OHIO

Banishing Timber Boxes

CORRUGATED NO-CO-RO METAL CULVERTS

"We have replaced
practically all of
our wooden drains
with 'ACME' cul-
verts," writes the
President of the Co-
lumbia, Newberry
and Laurens Rail-
road Co.

"We have not
had the slightest
trouble with them
since they have
been in service (7
years), nor have we
seen any evidence
that they have de-
teriorated or need
to be replaced."

Engineers find that it PAYS to replace tim-
ber boxes with "ACME" Culverts— for the
NO-CO-RO METAL composing them is close to
100 per cent pure and gives MANY TIMES
THE LIFE of wood or ordinary steel.
Get the convincing story of the success of
"Acmes" — Write for Catalog G-3.

The Quston Cul^RTGSiloG*

Manu pacturers

Canton .Ohio. U.S.A.

New York Switch and Crossing Co.

Hoboken, N. J.

Special Track Work

Manganese Steel and Hard Center Frogs
Switches Mates Crossings

MANGANESE STEEL TRACK WORK

FROGS— CROSSINGS— SWITCHES, 44c.

St. Louis Steel Foundry, 1560 Kienlen St., St. Louis, Mo

own.,! mid operated by Curtis & Co. Mfg. Co., St. Louis. SI [II

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 publication

you will confer a favor on both publisher and

advertiser by mentioning the

Electric Railway Journal

SPECIAL TRACK WORK
For ELECTRIC RAILWAYS

THE AMERICAN F™<rT™D CO.

HAMILTON, OHIO

ELECTRIC RAILWAY JOURNAL

May 6, 1916

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

gsor Philadelphia

Does Your Plant
Measure Up to Its Load?

If you are forced to keep two or three
extra boilers under steam, ready to help
carry your peaks, there is probably scale
in your boilers, and they are not steaming
freely.

DEARBORN TREATMENT

will remove this and likely enable you
to get enough steam from your regular
boilers to meet and carry your peaks, and
at the same time greatly reduce your fuel
consumption.

Dearborn Treatment is made to suit
water conditions at each plant. Send
gallon of water for analysis.

Dearborn Chemical Company

McCormick Building, Chicago

USE BEAUMONT LARRIES

FOR SERVING BOILERS

Three cents per ton from storage to stoker.
Large outside storage possible.
Accurate weight kept of coal burned per
boiler.

ONE MAN handles all coal and ashes.
Write for catalogue.

FOSTER SUPERHEATERS

Greatly Increase

Efficiency and Power of

Steam Turbines.

POWER SPECIALTY CO.

Trinity Building, 111 Broadwiy
NEW YORK ~

pONSERVES energy
^ and triples the steam-
ing capacity of your
boilers. Write for Cat-
alog "C."

The MODERN WAY of handling ASHES:

GECO Pneumatic Ashhandling Systems

GECO Steam Jet A*h Conveyors

GREEN ENGINEERING CO.

East Chicago, Indiana

Catalogue 8 — GECO Pneumatic Ash Handling

Systems.

Bulletin 1 — "Green Chain Grate Stokers.

Bulletin 2— GECO Steam Jet Ash Conveyors.

MAY 6, 19161

ELECTRIC RAILWAY JOURNAL

The Acetylene Blow Torch

PreSt- O-Torch

Costs less to buy than
a good gasoline blow
torch and costs less to use

outfits. Provides a concentrated, Intense flame
that doesn't blow out even in a high wind. Need!
no attention whatever. Used with handy sizes of Prest-
O-Llte cylinders — ready-made gas. Style
T5c. (Canada 85c). Used with the small . _

O-Lite. Will braae up to % Inch ronnd roil. On De i
fitted with handle and hook for added convenience In bench
and overhead work. Style "C" Prest-O-Torch for nse with the
larger sites of Prest-O-Llte, Is recommended
Will braae up to % Inch round

ge wc

Sells for *2.25 (C

ada *2.75).

Write for special literature and learn where

the Prest-O-Torch in operation.
THE PREST-O-LITE CO., Inc., 805 Speedway,

Canadian Office & Factory, Merrittoi
Exchange Agencies Everywner

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Drying Insulating

" 'ng Insulating Va

Oil Proof Finishing Varnishes

Varnishes

Insulating

■egnatlng uompounas
Wire Enamels
FOR THE MANUFACTURER— OPERATOR— REPAIRER

Impregnating

THE STERLING VARNISH COMPANY
PITTSBURGH, PENNA.

Manchester, England

SAFETY

For Protection Always

But we have made

<^>

GAS
CYLINDER OIL

The most popular

POWER-HOUSE
WORDS

because they carry

SAFETY

BORNE, SCRYMSER COMPANY

80 SOUTH STREET, NEW YORK

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.
DENVER, 435 Seventeenth St.

BRANCH OFFICES:

HAVANAj CUBA, Salle de Aguiar 104.
HOUSTON, TEX., Southern Pacific Bldg.
LOS ANGELES, I. N. Van Nuys Bldg.
NEW ORLEANS, 533 Baronne St.
PHILADELPHIA, North American Building.
PITTSBURGH, Farmers' Deposit Bank Bldg.

SALT LAKE CITY, 705-6 Kearns Bldg.

SAN FRANCISCO, Sheldon Bldg.

SAN JUAN, Porto Rico, Royal Bank Bldg.

SEATTLE, Mutual Life Building.

TUCSON, ARIZONA, Santa Rita Hotel Bldg.

Buckeye Emergency
Jack No. 239

An extra powertul and handv
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

Your Employees

are your greatest assets. Therefore, you
should keep them healthy and contented by
providing them with sanitary equipment for
their personal use.

gERGEIi.'S gTEELjOCKERg

will keep their clothing safe and in good con-
dition, and encourage system and cleanliness
among them.
These lockers are strongly constructed, flex-

retardant

petty theft.

Write for full particulars and Folder Y. E. J.

The Berger Mf g.Co., Canton,0.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

For All Electrical Service Use
P & B Varnishes, Insulating
Compound, and Weatherproof
Insulating Tape

There's thirty-two years of experience be-
hind products bearing the P & B trade mark.

^gUS.Pat

Write for booklets describing P & B
products for electric railways

The Standard Paint Company

Woolworth Building, New York
Boston Chicago Denver

Our

well demonstrated
the perfection of our
product, which is Stan-
dard throughout the

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.

82 Sudbury St., Boston,

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITB FOR THERMOSTATIC CONTROL INFORMATION

ELECTRIC HEATERS Cut In-
stallation and Maintenance Charge.

VENTILATORS Also Ventilate in
Stormy Weather.

THERMOSTATS Save Current.

ORIGINATED the Use of NON-
CORROSIVE Wire for Electric
Car Heaters.

ORIGINATED The Ventilated
Coil Support.

LET US FIGURE ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PI., New York

GOLD

KlNNEAR

Steel and Wood
Rolling Doors

For Car Houses and Power Houses

Write for new Catalog " M " and Booklet
"Car House Doors."

The Kinnear Mfg. Co., Columbus, O.

Boston Philadelphia Chicago

If it's a Tape or Webbing You Want
—Put it up to US

No matter what kind of electri-
cal tape or webbing you need,
we make it — in all weights,
widths and textures. Get the
Hope Sample Book and solve
your webbing problems.

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. 4

Tapes and Webbings

are produced accord-
ing to the specifica-
tions laid down by
Railway Motor Man-
ufacturers. Popular
with manu f acturers
of motors because al-
ways right as to width
and thickness o f
material, breaking
strength, yarns, warp
ends, and other stand-
ard requirements. The
prices and material in-
variably satisfactory.

mm- K. P. Kartlett. 1368 Grand Ave.
820 Central Nat. Bk. Bldg. Cleveland.
High Ave.. S. E.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

8:'»

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
30 Church St., NEW YORK

TICKETS

as well as

CASH FARES

Try these boxes on your one-
man cars

Cleveland Fare Box Co.

CLEVELAND, OHIO

Stop Punching!

The New Macdonald Cash
Receipt Holder

Stop punching duplex cash fare receipts on
your interurban lines. It not only takes more
time but allows discrepancies between the pas-
senger's portion and the audit stub.

Use the New Macdonald Cash Receipt Hold-
er. It nicks the receipt and means nix on
manipulation.

Write for Sample and Plan

The Macdonald Ticket
& Ticket Box Co.

Cleveland, Ohio

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

Field Coils — Armatures Rewound

Commutators

Refilled
Prompt Service

THE COIL MFG. & REPAIR CO., CLEVFXANP, OHIO

219 E.
South
Street

GRAPHIC METERS

Portable and Switchboard Typei

Ammeters, Voltmeters, Wattmeters, etc.

"The Meter with a Record."

^FsterlinF.^

Indian-
apolis,
Indiana

JACKS

The Duff Manufacturing Co., Pittsburgh, Pa

Barrett Track and Car Jacks
Barrett Emergency Car Jacks
Duff Ball Bearing Screw Jacks
Duff Motor Armature Lifts

See tha Crank of the

►CREAGHEAD DESTINATION SIGN
can change sign without leaving platforn
All that has to be done is to turn th
crank. Better investigate.

CREAGHEAD ENGINEERING CO., CINCINNATI, I

s.|

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

In Your Vicinity

modern car houses have installed "Straight-Push"
sash operators after investigation and compari-
son. Before deciding on method to control fresh
air and temperature in your plant, send for list
of users near you, and benefit by their experience.

THE G. DROUVE COMPANY

Bridgeport, Connecticut

Custom-made

Electric Car

Seats

This company solicits the opportunity of
discussing car seating with you from the
standpoint of improving your revenues and
public relations.

We are prepared to design and build seats
that meet your particular car and operating
:onditions precisely.

Our full page advertisements in alternate
issues explain the principles that underlie our
practices in car seating. Please read them.

Hale & Kilburn Co.

Philadelphia New York Chicago

Washington San Francisco

r>0Uc>o

r. °1912°* ,

AMER. RY. SUPPLY CO.

Price Lists on
BADGES aad

PUNCHES

AMERICAN RAILWAYSUPPLY CO., 134-136 Charles St., NEW YORK

The Best Shade Rollers For Cars

K. J. This

in the world. It is able

of the enormous output. Write

always protected when

you buy shade rollers,

s for cars, that will last and gi

yet cost but little more than
by the Stewart Hartshorn Co., E. Newark
by far the largest shade roller manufact

' give high quality at lower prices because
talog, stating

d&*sa>t<rf%i*££o*rrt.

CHICACO

CAR CURTAINS & FIXTURES
FOR ALL PURPOSES

CATALOGUE ON REQUEST

Heating and ventilating your cars is the problem to-
day. Let us show you how to do both with one equip-
ment. Now is 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

1759 Mt. Elliott Ave., Detroit, Mich.

D THERAitwAYSupptYiCuRTAiHCo Ventllalion — Sanlt^iomh-^Economy — Salety

All Combined In

THE COOPER FORGED VENTILATION HOT AIR HEATER

Patented September 30, 1913. A.k for the full •Cory.

Wi Alto Huoficturi Pressed Still Nil Witir Heaters
THE COOPER HEATER CO., CARLISLE, PA.

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

A Contact
Surface that
Measures
2lA" Across

Lubricant contain-
ing [Cavity holding
double the amount
off any other Con-
tainer incorporated
in a Trolley Wheel or
used in conjunction
therewith.

Diameter 6", Groove 34", Maximum Wearing Surface.

All these features combined in a Wheel weighing

but 3V2 lb.

If interested in cutting down your Trollev Wheel
and Wire costs, this, our Xo. 14 Wheel, should be
thoroughly investigated.

It is being used, with the utmost success, by one
of the largest electric railways in the country.
Our patented force-feed method of lubrication
reduces friction and the consequent slippage to a
minimum, thereby giving maximum mileage with-
out undue wear on your overhead.

Hensley Trolley & Mfg. Co.

Detroit, Michigan

LET US SOLVE
YOUR PROBLEMS

WITH THE

different types, to meet Widely
varying conditions. Through
constant stuuy of the Held our
engineers can tell you the type
best suited to meet your partic-
ular ventilating conditions. Put
your problem up to us.
Utility Ventilators are econom-
ical in first cost, simple and
rugged in construction, light in
weight, easily and cheaply ap-
plied, durable, water-proof,
weather-proof, dust, dirt and
cinder-proof. They ventilate the
car efficiently whether it is run-
standing still.

RAILWAY UTILITY CO.

721 W. Fulton St.
CHICAGO, ILL.

1328 Broadway
NEW YORK

Wheel Condition No. 6

When only the
outer part of
tread needs
grinding this
arrangement of
abrasive and
n o n - abrasive

material in the rat. May 31. 1898; Sept.

material in ine Aui, 2i ,,„„. 1)t.c .,,, ,,„

Wheel Truing '». ""> Av» •«. mm-

Brake Shoe will correct matters — and without the car

losing a minute's service.

Wheel Truing BraKe Shoe Co.

Detroit Michigan

MASON SAFETY TREADS— prevent slipping and thus obvlat
damage suits.

KAHBOLITH CAR FLOORING— for steel cars is sanitary
fireproof and light In weight.

STANWOOI) STEPS— a

Above products are used

AMERICAN MASON SAFETY TREAD CO.

Main Offices: Branch Offices : Boston, New York City. Chicago, Pnlla-
Lowell, Mass. delphia, Kansas City, Cleveland, St. Louis.

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturers of the

ECLIPSE LIFE GUARD ECLIPSE YVHEELGUABD

ECLIPSE TROLLEY RETRIEVER ACME FENDER

ENCLOSED A fuse is a small

ITTTCTTft article when com-

fUSUS pared with the

apparatus it protects, but on its
performance depends the safety
of this apparatus. The impor-
tance of reliable fuses is evident.
"Union" fuses will give you good
service.

NEW ^e ^ave Just *s~

'TTXTTriXT" SUed our No- 28

UNION catalog, which

CATALOG combines the

former Fuse and

Box catalogs. It contains much

valuable reference information,

also complete descriptions of

fuses for railway service.

Write for a copy.

CHICAGO FUSE MFG. CO.

CHICAGO NEW YORK

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

ARCHER & BALDWIN

114-118 Liberty Street New York City

TELEPHONE 4337-433S RECTOR

Rotary Converters, Alternating Dynamos,

Motor Generator Sets, Direct Current Dynamos,

Transformers, Alternating Motors,

Railway Motors, Direct Current Motors,

ALSO ENGINES, BOILERS, CONDENSERS,
HEATERS, ETC.

Send for catalogue giving complete list.

MACGOVERN AND COMPANY

INC.

FRANK MACGOVERN, Pres. & Gen. Mgr.

114 LIBERTY STREET NEW YORK CITY

'Phone, 3375-3376 Rector

60 CYCLE ROTARY CONVERTERS

550 volts D.C.,'900 R.P.M., with end" play and .peed"

200 KW. Westinghouse, 3 phase, 600 volts D.C., 900 R.P.M.,

with starting motor.

550 VOLT DIRECT CURRENT UNIT
300 KW. Westinghouse, 550 volt, 145 R.P.M., dir. conn, to

16K" and iOH" x 30" Buckeye tandem engine.

Immediate Delivery

CARS

FOR

SALE

OPEN and CLOSED

MOTOR and TRAIL

Write for

Price and Full Parti

ulars to

ELECTRI

C EQUIPMEF

Commonwealth Bldg

Philadelphia. P..

COMPLETE ARMATURES FOR SALE

FOR ALL THE STANDARD
STREET RAILWAY MOTORS

GET OUR PRICE WE CAN SAVE YOU MONEY

America's Createst Repair Work*

CLEVELAND ARMATURE WORKS, Cleveland, 0.

NEW COPPER RAIL BONDS

American Steel & Wire Company's Crown Brand

1600-350,000 C. M. 22 inches long

400-300,000 C. M. 38 inches long

Price 20% less than present market price

Boston Elevated Railway Co.

Edward Mahler, Purchasing Agent Boston, Mass.

Technical Men Want Facts

Journal advertisers who present facts

see ample evidence that their

advertisements are read.

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

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

POSITIONS WANTED

experience in steam and electric railway of-
fices, desires position as auditor receipts or
traveling auditor with good prospect for ad-
vancement. Have good references. Box 948,
Elec. Ry. Jour.

; furnish excellent references and bond
uired. Box 1057, Elec. Ry. Jour., 1570
jlony Bldg., Chicago, 111.

ENGINEER: Do you want a "live wire-
street railway engineer, 29 years old, hustler,
having six years' experience in public utility
and valuation reports, track, and overhead
construction? Can furnish best credentials.
Now employed. Box 1043, Elec. Ry. Jour.

ENGINEER— operator. Twenty-three years' ex-
perience in electric railway and lighting con-
struction, operation and regulation. Special-
ties, overhead construction and power station
construction, equipment and operation. Now
temporarily employed in latter capacitv. Will
go anywhere. Box 1062, Elec. Ry. Jour., Real
Estate Trust Bide.. Philaclelnhia, Pa.

Estate Trust Bldg., Phi'ladelp'hi

1ENERAL manager of small road or executive
to general manager; large experience in all
departments, age 42; first class references;
bond furnished any amount. Box 1058, Elec.
Ry. Jour., 1570 Old Colony Bldg., Chicago,

HIGH-GRADE experienced operator. Electric
Railway, electrical mechanical transportation
desires to make a change. Age 42; have been
in official capacity 16 years; heavy interurban
and city work; thorough in shop and power
station work, car designing and power con-
trol. "

IF you want a track engineer who knows his
business from foundry up and who has
manufactured, sold, installed and operated
all classes of special work, write Box 1039,
Elec. Ry. Jour.

MASTER mechar

.... 18 years' experience
this line, wishes position. Can give best
■eferences in this and

erences m this and s
Box 1054, Elec. Ry. Jo

POSITION wanted as master mechanic or gen-
eral foreman of shops and carhouse; 14 years'
practical experience; strictly sober and reli-
able. Box 977, Elec. Ry. Jour.

otto tfw, «§t*VlcfUt<jJvt

undisplayed Miscellaneous ads. Machinery and
leline of display heading),
chaise $1.50 an insertion,
rbids cost $2.40 an inch,
i display type cost as follows

l-16page, $5.00 i in. single col
1-8 page, 10.00 4 in. single col
1-4 page, 20.00 8 in. single col

$3.00
11.60
22.40

In replying to advertisements, send copies of
testimonials, etc., instead of originals.

POSITIONS WANTED

PURCHASING agent or assistant;
present difficulties in procuring
knowledge of all sources of supply
pericnce buying and selling. L. G.
W. 109th St., N. Y. C.

cope with
materials,

Gates, 120

SUPERINTENDENT of light and power sys-
tem supplying three towns desires to change
to railway system or combination. Not office
job wanted necessarily, can handle all con-
struction work, surveying, mechanical, elec-
trical. Technical graduate, eight years' ex-
perience, temperate. Send me your propo-
sition, I'll be available in thirtv days. Box
1050, 1570 Old Colony Bldg., Chicago, HI.

MISCELLANEOUS WANTS

Generator Sets Wanted At Once

2 motor generator sets, 200 to 400 K.W., D.C.
generator. 500-600 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines that could
be used with a flexible coupling would be ac-
ceptable.
Kingston, Portsmouth & Cataraqui

Electric Railway Co.
Kingston Ont., Can.

PROPOSAL

OVERHEAD TROLLEY WORK

To let— Contract for 4 MILES OF OVER-
HEAD TROLLEY WORK. For particulars
write CONNERS BROTHERS, 64 West 88th
St., New York City.

Booster Set For Sale

Ine Fort Wayne Booster Set— Frame No. 50,
type M.P.L. form one, 100 K.W., 6 pole, 550
r.p.m., 250 volts full load, 400 amperes full
load. W. R. Kerschner Company, 50 Church
Street, New York.

Armature Coil Taping

A boy can tape
mils for Westinghoi
12A Armature in

Geo. M. Griswold Machine Co

New Haven

RAIL BONDS AND
OVERHEAD MATERIAL

New First Quality Material

800—4/0 A.S. & W., Form A Twin Terminal

Bonds, 7" long 37c each

400— G.E. No. 39690, Form H Suspensions

21c each

500— G.E., No. 41047, Screw Clamped Ears

9}4c each

6— G.E. No. 59565, 7" Feeder Ears. 30c each
12— G.E. No. 60303, 20 degree 3/0 Frogs

$1.50 each

9— G.E. No. 17223 Insulated Turn Buckles

75c each

1000—^" x 8" I-Bolts with nuts and washers

Keep Your Eyes

UndisplayerJ

Machinery

Cards Under

on the Journal's

Advertisements

Positions Wanted

Undisplayed

Cost 50 Cents

Searchlight

Cost $1.50

for 25 Words

Section

for 50 Words

===

■

(Acetylene Apparatus to Coin-Counting Machines)

[May 6, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

More than 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 Apparatus.

(See Cutting Apparatus,
Oxy-Acetylene.)
Acetylene Service.
Oxweld Acetylene Co.
Davis-Bournonville Co.
Prest-O-Lite Co., Inc., The.

Alloys and Bearing Metals.
(See Bearings and Bearing
Metals.)

Anchors, Guy.

Ohio Brass Co.

Western Electric CO.

Westinghouse Elec. & M. Co.
Anti-Climbers:

Railway Improvement Co.
Automobiles and Busses.

Brill Co., The J. G.

White Co., The.

Axles, Car Wheel.

Bemis Car Truck Co.

Brill Co., The J. G.

Carnegie Steel Co.

Cincinnati Car Co.

Hadfleld's, Ltd.

Niles Car & Mfg. Co.

St. Louis Car Co.

Standard Steel Works Co.

Taylor Elec. Truck Co.

Westinghouse Elec. & M. Co.
Babbitting Devices.

American General Engrg. Co.

Columbia M. W. & M. I. Co.
Badges and Buttons.

American Railway Supply Co.

International Register Co., The

Western Electric Co.

Woodman Mfg. & Sup. Co., R.
Bankers and Brokers.

Coal & Iron National Bank.

Halsey & Co., N. W.

Batteries, Storage.

Electric Storage Battery Co.
Western Electric Co.

Searings and Bearing Metals.
American General Engrg. Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Hardy & Sons Co., Wm. A.
Kerschner Co., Inc., W. R.
Long Co., E. G.
More-Jones Brass & Metal Co.
St. Louis Car Co.
Taylor Elec. Truck Co.
Westinghouse Elec. & M. Co.

Bearings, Center.
Baldwin Locomotive Works.
Holden & White.

Bearings, Ollless, Graphite,
Bronze & Wooden.
Graphite Lubricating Co.

Sells and Gongs.

' Brill Co., The J. G.

Electric Service Supplies Co.

St. Louis Car Co.

Western Electric Co.

Benders, Rail.

Niles-Bement-Pond Co.
Watson Stillman Co.
Zelnicker Sup. Co., W. A.

Blow Torches for Soldering and
Brazing. (See Cutting Ap-
paratus, Oxy-Acetylene.)
Blowers.
General Electric Co.
Westinghouse Elec. & M. Co.
Boilers.
Babcock & Wilcox Co.

Bond Clips.
Cleveland Railbond Co.
Electric Railway Improve. Co.

Bonding Apparatus.
Cleveland Railbond Co.
Davis-Bournonville Co.
Electric Railway Improve. Co.
Ohio Brass Co.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc.. The.

Bonding Tools.
American Steel & Wire Co.
Cleveland Railbond Co.
Electric Railway Improve. Co.
Electric Service Supplies Co.
Ohio Brass Co.

Bonds, Rail.
American Steel & Wire Co.
Cleveland Railbond Co.
Electric Railway Improve. Co.
Electric Service Supplies Co.
General Electric Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Co.

Electric Service Supplies Co.

Int'l Creosoting & Constr. Co.

Lindsley Bros. Co.

Ohio Brass Co.

Western Electric Co.
Brake Adjusters.

Kerschner Co., Inc., W. R.

Smith-Ward Brake Co., Inc.
Brake Shoes.

Amer. Brake Shoe & Fdy. Co.

Barbour-Stockwell Co.

Brill Co., The J. G.

Columbia M. W. & M. I. Co.
Co., E. G.
Duis Car Co.

Taylor Elec. Truck Co.

Wheel Truing Brake S. Co.
Brakes, Brake Systems and
Brake Parts.

G. Ackley Companies, The.

Allis-Chalmers Mfg. Co.

Brill Co., The J. G.

British Westinghouse Elect. &
Mfg. Co.

Columbia M. W. & M. I. Co.

General Electric Co.

Holden & White.

Long Co., E. G.

Lord Mfg. Co.

National Brake Co.
St. Louis Car Co.
Taylor Elec. Truck Co.
Westinghouse Trac. B. Co.

Brooms, Track, Steel or Rattan
Western Electric Co.
Zelnicker Sup. Co., W. A.

(rushes, Carbon.
Dixon Crucible Co., Jos.
General Electric Co.
Jeandron, W. J.
Morgan Crucible Co.

lumpers, Car Seat.
Electric Service Supplies Co.
Imperial Rubber Co.

Bushings, Case Hardened and
Manganese.
Bemis Car Truck Co.

Cables. (See Wires and Cables.)

Car Equipment. (For Fenders,
Heaters, Registers, Wheels,
etc. — see those 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.
Cincinnati Car Co.
Jewett Car Co.
Kuhlman Car Co., G. C.
Xiles Car & Mfg. Co.
St. Louis Car Co.
United Electric Car Co., Ltd.
Wason Mfg. Co.

Cars, Self-propelled.
British Westinghouse Elect. &

Mfg. Co.
Electric Storage Battery Co.
General Electric Co.

Castings, Composition or Cop-
Anderson M. Co., A. & J. M.

Amer. craKe snoe & Fdry. Co
American Gen'l Eng'g Co.
Bemis Car Truck Co
Columbia M. W. & M. I. Co.
Hadfleld's, Ltd.
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.

Hadfleld's, Ltd.

Long Co., E. G.

St. Louis Car Co.
Catchers and Retrievers, Trol-

Eclipse Railway Supply Co.

Electric Service Supplies Co.

Holden & White.

Kerschner Co., Inc., W. R.

Long Co., E. G.

Lord Mfg. Co.

Ohio Brass Co.

Wood Co., Ohas. N.
Ceiling, Car. (See Headlining.)
Chain & Belt Machinery

Beaumont Co., R. H.

Checks, Employees'.

American Ry. Supply Co.
Cheese Cloth.

Boyle & Co., Inc., John.

Circuit Breakers.

Cutter Electrical & Mfg Co.

General Electric Co.

Western Electric Co.

Westinghouse Ele. & M. Co.
Clamps and Connectors for
Wires and Cables.

American Gen'l Eng'g Co.

Anderson M. Co., A. & J. M.

Electrical Engrs. Equip. Co.

Electric Service Supplies Co.

General Electric Co.

Klein & Sons, Mathias.

Ohio Brass Co.

Standard Railwav Supply 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.

Coal and Ash Handling. (See
Conveying and Hoisting Ma-
chinery.)

American Gen'l Eng'g Co.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Kerschner Co., Inc., W. R.
Western Electric Co.

Co.

D & W Fuse Co.

General Electric Co.

I.eacock, A. M.

Western Electric Co.

Westinghouse Elec. & M. Co.
Coils, Choke & Kicking.

Electric Service Supplies Co.

General Electric Co.

Westinghouse Ele. & M. Co.
Coin-Counting Machines.

International Register Co., The

Johnson Fare Box Co.

May 6, 19161

ELECTRIC RAILWAY JOURNAL

Important —
do not Scrap your old Field Coils

At the present extraordinarily high prices of copper, it is not
economical to scrap your old Field Coils, as it is perfectly feasible

to use this wire (uuder our pmri'ssi r : i ;i:nl nwinil-

ing into same type coil, thus securing a new field coil at the mere
cost of Asbestos Insulation and of exactly same number of turns
and standard type.

We remoye all the old insulation down to the bare copper, guar-
anteeing not to reduce the cross section of the wire or harden it.

Do not think of scrapping your old coils, as the wire therein
Is 100% pure and too high grade for casting purposes.

Our coils so treated will not deteriorate under any overload
when in service.

Send ns a few of your burned out field coils for demonstration.

All sizes of Salamander Asbestos Fireproof Wire
from No.3 Oto No. 34 B & S Gauge carried in stock

This is the only insulation that will stand great heat and heavy

Flexible asbestos insulated and asbestos braided
conductors for heater connections, moving
picture machines, etc.

Correspondence solicited
Independent Lamp & Wire Co., Inc.

Offices:
1737 Broadway, New York

For General Testing

in Electric Power Plants, or for Outdoor Work

©wsm

Model 45

D. C. Portable Ammeters and Voltmeters

Designed to meet the
demand for a medium-
Voltmeter. Their accu-
racy is guaranteed with-

They

ire shielded
influence of
agnetic fields,
Dvement and mag-
system being en-

nently mounted in
Isome wooden car-
aox with hinged

The scale has a mir-
ror over which the
knife-edge pointer trav-
els. Readings can be
made within 1/10 of a
division at any part of

In mechanical and
Model 45 Portable Ammeters
erfection.
found in Bulletin 501, which will be

Weston Electrical Instrument Co.

21 Weston Ave., Newark, N. J.

Detroit Denver Vancouve

St. Louis Toronto Florence

Pittsburg Montreal Paris

UNION SPRING & MFG. GO,

SPRINGS

Coil and Elliptic

M. C. B. Pressed Steel Journal Box Lids

General Office: First Nat'l Bank Bldg.

PITTSBURGH. PA.

Works: New Kensington, Pa.

50 Church St., New York. 1204 Fisher Bldg., Chicago, III.
Missouri Trust Bldg., St. Louis, Mo.

The "THscap^Exibe" Battery

for

STORAGE BATTERY STREET CARS
j^ElJiCTWCSTOMffiBrVrTERYCa

PHILADELPHIA

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.

E.G. Long Campari*}

EDWARD H. MAYS, President
Office*, 50 Church Street, New York

PRINGS

'HASTINGS
^[E=*ORGINGS

Peckham Truck Parts
Diamond Truck Parts

Car and Truck Accessories

ELECTRICAL REPRESENTATIVES
Union Spring & Mfg. Co.

Leaf and Coil Springs
MCB Pressed Steel Journal Box Coven

(Commutator Slotters to Hydrogrounds)

[May 6, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

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.

Cameron Electrical Mfg. Co.
Cleveland Armature Works.
Coil Mfg. & Supply Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Long Co., E. G.
Mica Insulator Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Condensers.

Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Conduits. . _ •

Btandard Underground Cable

Co.
Western Electric Co.

Controllers or Parts.
Allls-Chalmers Mfg. Co.
American General Eng g Co.
British WestlnghoUBe Elec. &

Mfg. Co.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
General Electric Co.
Kerschner. 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.

tseaumont ^u., rv
Oreen Engrg. Co.
Hadfleld's, Ltd.

Cord, Bell, Trolley, Register, etc.
Brill Co., The J. G.
Electric Service Supplies Co.
tmperial Rubber Co.
International Register Co., The
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.

Boyle & Co.. Inc., John.

Couplers, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Long Co., E. G.
Ohio Brass Co.
Westinghouse Trac. B. Co.

Cranes. (See also Hoists.)
Allis-Chalmers Mfg. Co.
Beaumont Co., R. H.
Niles-Bement-Pond Co.
Van Dorn & Dutton Co.

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.

Curtain Supply Co.

Edwards Co., Inc., The O. M.

Electric Service Supplies Co.

Hartshorn Company. Stewart.

Pantasote Co., The.

Railway Supply & Curtain Co.

St. Louis Car Co.
Cutting Apparatus, Oxy-Acety-

Track Work.)

Cleveland Frog & Crossing Co.
Despatching Systems.

Simmen Automatic Ry. Sig.
Co.

Western Electric Co.
Destination Signs.

Columbia M. W. & M. I. Co.

Creaghead Eng'g Co.

Electric Service Supplies Co.

Western Electric Co.

Door Operating Devices.

Consolidated Car Heating Co.
Doors and Door Fixtures.

Brill Co., The J. G.

Edwards Co., Inc., The O. M.

General Electric Co.

Hale & Kilburn Co.

Draft Rigging. (See Couplers.)

Drills, Track.
American Steel & Wire Co.
Electric Service Supplies Co.
Long Co., E. G.

Engineers, Consulting, Contract-
ing and Operating.
Archbold-Brady Co.
Arnold Co., The.
Brownell, H. L.
Byllesby & Co.. Inc., H. M.
Ford, Bacon & Davis.
Gulick-Henderson Co.
Hunt & Co., Robert W.
Jackson, D. C. & Wm. B.
Little. Arthur D.
Moore & Co., W. E.
Neiler, Rich & Co.
Richey, Albert S.
Roosevelt & Thompson.
Sanderson & Porter.
Sargent Lundy.
Scofleld Engineering Co.
Stone & Webster Eng. Corp.
Westinghouse Church Kerr &

Co.
White Companies, J. G.
Woodmansee & Davidson. Inc.

Engines, Gas and Oil.
Allis-Chalmers Mfg. Co.
Westinghouse Elec. & M. Co.

Engines, Steam.

Allis-Chalmers Mfg. Co.
Westinghouse Elec. & M. Co.

Fare Boxes.
American General Eng'g Co.
Brill Co., The J. G.
Cleveland Fare Box Co.
International Register Co., The
Johnson Fare Box Co.
Ohmer Fare Register 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.
Lord Mfg. Co.

Fibre.

Diamond State Fibre Co.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Fibre Tublr

Field Colls. (See Colls.)

American Mason Safety Tread

Co.
Western Electric Co.

Frogs, Track. (See Track Work.)
Furnaces. fSee Stokers.)

Fuses and Fuse Boxes.
American General Eng'g Co
Chicago Fuse Mfg. Co.
Columbia M. W. & M. I. Co.
D & W Fuse Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Fuses, Refutable.
Columbia M. W. & M. I. Co.
General Electric Co.

Gaskets.
Diamond State Fibre Co.
Imperial Rubber Co.
Power Specialty Co.

Gates, Car.

Brill Co., The J. G.
Cincinnati Car Co.
Jewett Car Co.

Gear Blanks.
Carnegie Steel Co.
Diamond State Fibre Co.
Standard Steel Works Co.

Gear Cases.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Kerschner, W. R.
Thayer & Co., The, Inc.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Gears and Pinions.
G. Ackley Companies. The.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Diamond State Fibre Co
Electric Service Supplies Co.
General Electric Co.
Hadfleld's, Ltd.
Kerschner, W. R.
Long Co.. E. G.
Nuttall Co.. R. D.
TJ. S. Metal & Mfg. Co.
Van Dorn & Dutton Co.

Generators, Alternating Current.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Generators, Direct Current.
Allis-Chalmers Mfg. Co.
Dick, Kerr & Co., Ltd.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co-.

Gongs. (See Bells and Gongs.)'

Graphite.
Dixon Crucible Co., Joseph.
Morgan Crucible Co

Greases. (See Lubricants.)

Grinders and Grinding Wheels.
Goldschmidt-Thermit Co.
Hadfleld's, Ltd.
Indianapolis Switch & Frog

Co.
Railway Track-work Co.
Western Electric Co.

Grinders, Portable, Electric.
General Electric Co.
Goldschmidt Thermit Co.
Indianapolis Switch & Fros

Co.
Railway Track-work Co.
U. S. Metal & Mfg. Co.
Western Electric Co.

Guards, Trolley.

Electric Service Supplies Co.
Ohio Brass Co.

American general ttngg Uo.
Anderson M. Co.. A. & J. M.
Bayonet Trolley Harp Co.
Electric Service Supplies Co.
Hensley Trolley & Mfg. Co.
More-Jones Brass & Metal Co.
Nuttall Co., R. D.
Star Brass Works.
Western Electric Co.

Headlights.
Electric Service Supplies Co.
Esterline Co.
General Electric Co.
Long Co., E. G.
Ohio Brass Co.
St. Louis Car Co.
Westinghouse Elec. & M. Co-.

Headlining.
Kerschner Co., Inc., W. R.
Keyes Products Co.
Pantasote Co., The.

Consolidated Car Heating Co.
Gold Car Heating & Lightinr

Co.
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 S
Smith Heater Co..

Hoists & Lifts.
Beaumont Co., R. H.
Curtis & Co., Mfg. Co.
Duff Mfg. Co.

Niles-Bement-Pond Co.
Van Dorn & Dutton Co.
Tale & Towne Mfg. Co.

Hose, Pneumatic & Fire.
Imperial Rubber Co.
Johns-Manville Co., H. W..

Hydraulic Machinery.

lydrogr
Lord 1

May 6, 1916 1

ELECTRIC RAILWAY JOURNAL

INGERSOLL-RAND COMPANY

s.-attU-
Cli'lca'go

Pittsburgh Philadelphia

Birmingham San Fraii'isfn

r.cs AngHes Salt Lake City

(Inspection to Roofing, Building)

[May 6, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Inspection.

Electiunl Testing Lab's., Inc.
Hunt & Co., Robt. W.

Instruments, Measuring, Testing
and Recording.
General Electric Co.
Sangamo Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.
Weston Elec'l Instrument Co.

Insulating Cloth, Paper and
Tape.
Anchor Webbing Co.
Diamond State Fibre Co.
General Electric Co.
Hope Webbing Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Lord Mfg. Co.
Mica Insulator Co.
Okonite Co.. t>»>
Packard Electric Co.
Sherwin-WlUtama Co.
Standard Paint 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.
General Electric Co.
Holden & White.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Okonite Co., The.
Sherwin-Williams Co.
Sterling Varnish Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.

Insulators, Including 3rd-Rail.

(See also Line Material.)
Anderson M. Co., A. & J. M.
Creaghead Engineering Co.
Drew Electric & Mfg. Co.
Electric Railway Equipment

Co.
Electric Service Supplies Co.
General Electric Co.
Hemingray Glass Co.
Johns-Manville Co., H. W.
Macallen Co.. The.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Inventions Developed and Per-
fected.
Peters & Co., G. D.

Jack Boxes. (See also Tele-
phones 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. W. & M. I. Co.
Duff Manufacturing Co.
U. S. Metal & Mfg. Co.
Watson-Stillman Co.

Joints, Rail.

Journal Boxes.
Bemis Car Truck Co.
Brill Co., The J. G.
Dong Co.. E. G.
Railway Roller Bearing Co.

Junction Boxes.
Johns-Manville Co.. H. W.
Standard Underground Cable
Co.

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.

Western Electric Co.

Westinghouse Elec. & M. Co.
Lamps, Signal and Marker.

Ohio 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.

Electric Service Supplies Co.

General Electric Co.

Lord 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.

Drew Electric & Mfg. Co.

Electric Railway Equipment
Co.

Electric Service Supplies Co.

General Electric Co.

Johns-Manville Co., H. W.

Macallen Co.

More-Jones Brass & Metal Co.

Ohio Brass Co.

Western Electric Co.

Westinghouse Elec. & M. Co.

Locomotives, Electric.
Baldwin Locomotive Works.
Brill Co., The J. G.
General Electric Co.
Westinghouse Elec. & M. Cd

Lubricants, Oil & Grease.

Borne, Scrymser Co.

Dearborn Chemical Co.

Dixon Crucible Co., Jos.

Galena Signal Oil Co.

Universal Lubricating Co.

Lumber. (See Poles, Ties, etc.)

Machine Tools.
Niles-Bement-Pond Co.
Watson-Stillman Co.

Mats.

Imperial Rubber Co.

Johns-Manville Co., H. W .
Meters. (See Instruments.)

Long Co., E. G.

Macallen Co.
Mica Insulator Co.

Motormen's Seats.
Electric Service Supplies Co.
Wood Co., Chas. N.

Motors, Electric.
Allis-Chalmers Mfg. Co.
British Westinghouse Elect. &

Mfg. Co.
Dick, Kerr & Co., Ltd.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Nuts and Bolts.

Barbour- Stockwell Co.

Bemis Car Truck Co.

Long Co., E. G.
Oils. (See Lubricants.)

Ozonators.
General Electric Co.
Westinghouse Elec. & Mfg. Co.

Packing.
Diamond State Fibre Co.
Electric Service Supplies Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Power Specialty Co.

Paints and Varnishes. (Insulat.
ing.)
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Long Co., E. G.
Mica Insulator Co.
Sherwin-Williams Co.
Standard Paint Co.
Sterling Varnish Co.

(Pre-

Paints and Varnishes
servative.)
Dixon Crucible Co., Jos.
Johns-Manville Co., H. W.
Long Co., E. G.
Packard Electric Co.
Sherwin-Williams Co.
Standard Paint Co.
Sterling Varnish Co.
U. S. Metal & Mfg. Co.

Paints and Varnishes for Wood
work.
Sherwin-Williams Co.
U. S. Metal & Mfg. Co.

Paving Bricks, Filler &
Stretcher.
Xelsonvilie Brick Co.

Paving Material.
Am. Brake Shoe & Fdy. Co.
Barrett Co., The.
Nelsonville Brick Co.
International Creo. & Con. C<

Pickups, Trolley Wire.
Electric Service Supplies Co.
Ohio Brass Co.

Pinion Pullers.
American Gen. Eng. Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Wood Co., Chas. N.

Pinions. (See Gears.)

Pins, Case Hardened, Wood and
iron.
Bemis Car Truck Co.
Elec. Service .Supplies Co.
Long Co., ~

Pipe Fittings.
National Tube Co.
Power Specialty Co.
Standard Steel Works Co.
Watson-Stillman Co.

Planers. (See Machine Tools.)

Electric Railway Equipment
Co.

Poles, Ties, Posts, Piling and
Lumber.
Carney & Co. B. J.
International Creo. & Con. Co.
Lindsley Bros. Co.
Western Elec. Co.

Poles and Ties, Treated.
International Creo. & Con. Co
Lindsley Bros. Co.
Western Elec. Co.

I Poles, Trolley.

Anderson M. Co., A. & J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Elec. Service Supplies Co.
Long Co., E. G.
Nuttall Co., R. D.

Pressure Regulators.
General Electric Co.
Ohio Brass Co.

Punches, Ticket.
Am. Railway Supply Co.
Bonney-Vehslage Tool Co.
International Register Co., The.
Lord Mfg. Co.
Wood Co., Chas. N.
Woodman Mfg. & Sup. Co., R.

Rail Grinders. (See Grinders.)

Rattan.
Brill Co., The J. G.
Electric Service Suppli
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Registers and Fittings.
Bonham Recorder Co.

Recorder i
Co., The J. G.
Cincinnati Car Co.
Electric Service Supplies Co.
International Register Co., The
Long Co., E. G.
Ohmer Fare Register Co.
Rooke Automatic Register Co.

Repair Shop Appliances. (See
also Coil Banding and
Winding Machines.)

Electric Service Supplies Co.

Repair Work. (See also Coils.)
Cleveland Armature Works.
Coil Mfg. & Supply Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. & Mfg. Co.

Replacers, Car.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.

Resistances, Wire and Tube.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.

Rheostats.
General Electric Co.
Mica Insulator Co.
Westinghouse Elec. & Mfg. Co.

Roofing, Building.
Barrett Co.. The.
Johns-Manville Co., H. W.
Standard Paint Oo.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

I . T . 1 , 1

Rockingham Road, Davenport, Iowa. Brick pavement filled with Barrett's Paving Pitch.

Pitch vs. Other Bituminous Fillers

A -THOUGH for thirty years
coal tar pitch has been a
standard, economical and
satisfactory filler for the joints of
brick and block pavements, there
are some engineers whose specifi-
cations call merely for bitumen
thus permitting the use of other
bituminous materials in place of
coal tar pitch.

Many other bituminous fillers re-
semble pitch but in certain impor-
tant respects are decidedly in-
ferior to pitch.

Pitch filler can be used under poor
weather conditions while other
fillers give their best results only
in good weather.

Pitch requires less heat for appli-
cation and hence is easier to apply
correctly, and does not chill so
quickly. It goes into the joints.
booklet free on request.

When pitch is pushed out of a
joint by expansion, it follows back
on contraction ; other fillers do it
less well or not at all.
Pitch is the most strongly ad-
hesive bitumen and the most re-
sistent to moisture, gas drips and
the effects of illuminating gas in
the ground.

The melting point of pitch within
the joints remains practically con-
stant year after year.
Pitch even under the stress of ex-
treme cold still yields to the ex-
pansion' and contraction of the
pavement. Pitch sticks to the
block. It cannot be pulled out
after it is once in.
Don't specify bitumen. Specify
pitch ! The best pitch is Barrett's
Paving Pitch, with a record of
thirty years behind it.
Address our nearest office.

Barrett's
Expansion Joint

Here is something
every engineer will be
interested in — Bar-
rett's New Expansion
Joint. It is made by
the Fibre-Weld Proc-
ess, which produces
a bituminous mastic
of unusual texture,
ha v i n g high tensile
strength and retaining its
shape at all paving tem-
peratures.

It is absolutely waterproof
and not injured by street
acids or automobile oils.
It is flexible and pliable
under all weather condi-

The material comes ready-
bandy ribbon
all practical

widths and tbii
Circular telling
free on request.

Company

-ouis Cleveland Cincinnati Pittsburgh
is Salt Lake City Seattle Peoria
Montreal Toronto Winnipeg
N. S. Sydney, N. S.

_JL

.......

J"!-1

( Roofing, Car, to Wood Preservatives)

LMay 6, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Roofing, Car.

Boyle & Co., Inc., John.

Johns-Manville Co., H. W.

Keyes Products Co.

Pantasote Co., The.
Rubber Specialties.

Imperial Rubber Co.
Rubbing Cloth.

Boyle & Co., Inc., John.
Sand Blasts.

Curtis & Co. Mfg. Co.

U. S. Metal & Mfg. Co.
Sanders, Track.

Brill Co., The J. G.

Cleveland Fare Box Co.

Electric Service Supplies Co.

Jewett Car Co.

Lord Mfg. Co.

Ohio Brass Co.

St. Louis Car Co.
Sash Fixtures, Car.

Brill Co., The J. G.

Edwards Co.. Inc., The O. M.
Sash Metal, Car Window.

Edwards Co., Inc., The O. M.

Hale & Kilburn Co.
Sash Operators.

Drouve Co., The G.
Scrapers, Track. (See Cleaners

and Scrapers Track.)
Seating Materials. (See also
Rattan.)

Pantasote Co., The.
Seats, Car.

Brill Co., The J. G.

Hale & Kilburn Co.

Hevwood Bros. & Wakefield
Co.

Jewett Car Co.

Peters & Co., G. D.

St. Louis Car Co.
Second-hand Equipment.

(See pages 98 and 99.)
Shade Rollers.

Kdwards Co.. Inc., The O. M.

Hartshorn Co., Stewart. '
Shades, Vestibule.

Brill Co., The J. G.

Electric Service Supplies Co.
Signals, Car Starting.

Consolidated Car Heating Co.
Signal Systems, Block.

Electric Service Supplies Co.

Federal Signal Co.

Nachod Signal Co., Inc.

Simmen Automatic Railway
Signal Co.

U. S. Electric Signal Co.

Union Switch & Signal Co.

Western Electric Co.

Wood Co., Chas. N.

Nachod Signal Co., Inc.

U. S. Electric Signal Co.
Skids, Car.

Lord Mfg. Co.
Skylight, Steel Puttyless.

Drouve Co., The G.
Slack Adjusters

(See Brake Adjusters.)
Sleet Wheels and Cutters.

American General Eng'g Co.

Anderson Mfg. Co., A. & J. M.

Bayonet Trollev Harp Co.

Bonney-Vehslage Tool Co.

Drew Electric & Mfg. Co.

More-Jones Brass & Metal Co.

Nuttall Co., R. D.
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.
Soldering and Brazing Appara-
tus. (See Welding, Proc.
and Apparatus.)
Speed Indicators.

Johns-Manville Co.. H. W.

Woodman Mfg. & Sup. Co., R.

American Gen'l Eng'g Co.

Imperial Rubber Co.

Johns-Manville Co., H. W.

Westinghouse Elec. & Mfg. Co.
Splicing Sleeves. (See Clamps

and Connectors.)
Springs.

American Steel & Wire Co.
Springs. Car & Truck.

American Steel & Wire Co.

Bemis Car Truck Co.

Brill Co., The J. G.

Long Co., E. G.

Niles Car & Mfg. Co.

Standard Steel Works Co.

Taylor Electric Truck Co.

Union Spring & Mfg. Co.
Sprinklers, Track & Road.

Brill Co.. The J. G.

St. Louis Car Co.
Steps, Car.

American Mason S. T. Co.
Stokers, Mechanical.

Babcock & Wilcox Co.

Green Eng. Co.

Murphy Iron Works.

Westinghouse Elec. & Mfg. Co.
Storage Batteries. (See Bat-
teries, Storage.)
Straps, Car, Sanitary.

Railway Improvement Co.
Structural Iron. (See Bridges.)
Superheaters.

Babcock & Wilcox Co.

Power Specialty Co.
Sweepers, Snow. (See Snow
Plows, Sweepers & Brooms.)
Switchboard Mats.

Imperial Rubber Co.

Western Electric Co.
Switch Stands.

Indianapolis Switch & Frog
Co.

Kilby Frog & Switch Co.

Ramapo Iron Works.
Switches, Automatic.

U. S. Electric Signal Co.

Western Electric Co.
Switches, Track. (See Track,

Special Work.)
Switches & Switchboards.

Anderson M. Co., A. & J. M.

Cutter Electrical & Mfg. Co.

Electric Service Supplies Co.

General Electric Co.

Western Electric Co.

Westinghouse Elec. & Mfg. Co.
Tampers, Tie.

Ingersoll-Rand Co.

Tapes and Cloths. (See Insulat-
ing Cloths, Paper and Tape.)
Telephones and Parts.
Electric Service Supplies Co.
Western Electric Co.
Terminals, Cable.
Standard Underground Cable
Co.
Testing, Commercial A Electri-
cal.
Electrical Testing Laborato-
ries, Inc.
Hunt & Co.. Robert W.
Testing Instruments. (See In-
struments, Electrical Meas-
uring, Testing, etc.)
Thermostats.

Consolidated Car Heating Co.
Gold Car Heating & Lighting

Co.
Railway Utility Co.
Smith Heater Co., The Peter.
Ticket Boxes.

Macdonald Ticket & Ticket
Box Co.

Ties and Tie Rods, Steel.
Barbour-Stockwell Co.
Carnegie Steel Co.
International Steel Tie Co.
Ties, Wood Cross. (See Poles,

Ties, Posts, etc.)
Tools, Track & Miscellaneous.
American Gen'l Eng'g Co.
American Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Johns-Manville Co., H. W.
Klein & Sons, Mathias.
Railway Track-work Co.
Torches, Acetylene. (See Cut-
ting Apparatus.)
Towers & Transmission Struc-
tures.
Archbold-Brady Co.
Bates Exp. Steel Truss Co.
Westinghouse Elec. & Mfg. Co. ,
Tower Wagons and Automobiles.
American Bridge Co.
McCardell & Co., J. R.
Track Special Work.
American Frog & Switch Co.
Barbour-Stockwell Co.
Cleveland Frog & Cross. Co.
Columbia M. W. & M. I. Co. ,
Hadfield's, Ltd.
Indianapolis Sw. & Frog Co.
Kilby Frog & Switch Co.
New York Sw. & Cross. Co.
Ramapo Iron Works.
St. Louis Steel Fdy.
Transfer Issuing Machines.
Ohmer Fare Register Co.
Transfers. (See Tickets.)
Transfer Tables.

Archbold-Brady Co.
Transformers.
General Electric Co.
Packard Electric Co.
Western Elec. Co.
Westinghouse E. & M. Co.
Trap Doors.

Edwards Co., Inc., The O. M.
Treads, Safety, Stairs, Car Step.
American Mason S. T. Co. '
Imperial Rubber Co.
Trolley Bases.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Lord Mfg. Co.

More-Jones Brass & Metal Co.
Nuttall Co., R. D.
Ohio Brass Co.
Trolley Bases. Retrlevina.
Ackley Companies, The G.
Holden & White.
Trolleys & Trolley Systems.
Curtis & Co., Mfg. Co.
Ford Chain Block & Mfg. Co. j
Trolley Wheels. (See Wheels,

Trolley.)
Trucks, Car.
Baldwin Locomotive Works, j
Bemis Car Truck Co.
Brill Co., The J. G.
Cincinnati Car Co.
Long Co., E. G.
Niles Car & Mfg. Co.
St. Louis Car Co.
Taylor Elec. Truck Co.
Trolley Shoe.

Holden & White.
Turbines, Steam.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.
Valves.
Edwards Co., Inc., The O. M.
Ohio Brass Co.
Varnishes. (See Paints, etc.)
Ventilators. Building.
Drouve Co., The G.
Ventilators, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Railway Utility Co.
St. Louis Car Co.

Vestibules, Portable.

Brill Co.. The J. G.
Voltmeters. (See Instruments.)
Washers.

Diamond State Fibre Co.

Graphite Lubricating Co
Water Softening &. Purifying,
Systems.

Scaife & Sons Co., Wm. B.
Weed Killer.

Atlas Preservative Co.
Welders, Portable Electric.

Indianapolis Switch & Frog
Co.
Welding Processes and Appara-

Cleve'land Railbond Co.

Davis- Bournonville Co.

Electric Railway Improve. Co.

General Electric Co.

Goldschmidt Thermit Co.

Indianapolis Switch & Frog
Co.

Oxweld Acetylene Co.

Prest-O-Lite Co., Inc., The.

U. S. Metal & Mfg. Co.

Westinghouse Elec. & Mfg. Co.
Wheel Grinders.

Wheel Truing Brake S. Co.
Wheel Guards. (See Fenders &

Wheel Guards.)
Wheel Presses. (See Machine

Tools.)
Wheels, Car, Cast Iron.

Association of Manufacturers
of Chilled Car Wheels.

Bemis Car Truck Co.

Hadfield's, Ltd.

Long Co., E. G.
Wheels, Car, Steel and Steel
Tired.

Bemis Car Truck Co.

Carnegie Steel Co.

Hadfield's, Ltd.

Standard Steel Works Co.
Wheels, Trolley.

Columbia M. W. & M. I. Co.

Electric Service Supplies Co.

General Electric Co.

Graphite Lubricating Co.

Hensley Trolley & Mfg. Co.
Holden & White.

Johns-Manville Co.. H. W.

Long Co., E. G.

More-Jones Brass & Metal Co.

Nuttall Co., R. D.

Star Brass Works.
Whistles, Air.

General Electric Co.

Ohio Brass Co.
Winding Machines. (See Coll
Banding and Winding Ma-
chines.)
Window Operators.

Drouve Co.. The G.
Wire Rope.

American Steel & Wire Co.

Roebling's Sons Co., John A.
Wires and Cables.

Aluminum Co. of America.

American Electrical Works.

American Steel & Wire Co.

D & W Fuse Co.

General Electric Co.

Okonite Co., The.

Packard Electric Co.

Roebling's Sons Co., John A.

Standard Underground Cable
Co.

Western Electric Co.

Westinghouse Elec. & Mfg. Co.
Wood Blocks.

Barber Asphalt Paving Co.
Wood Preservatives.

Barrett Co.. The.

International Creo. & Con. Co.

Lindsley Bros. Co.

Northeastern Co., The.

Reeves Co., The.

Sherwin & Williams Co.

IRCO are the Standard TAFIA

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway, New York. U. S. A.

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
Manufactured by

AMERICAN GENERAL ENGINEERING CO.

253 Broadway, New York, U. S. A.

May 6, 1916]

ELECTRIC RAILWAY JOURNAL

3HOB6

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.

Awarded Gold Medal, Panama-Pacific Exposition.

American Brake Shoe & Foundry Co.
MAHWAH, N. J.

30 Church St., New York McCormick Bldg., Chicago

71607 1

15%
Energy Reduction

Is but One Saving

Rollway Bearings accomplish. Not only
do they eliminate friction in truck bearings
to permit more coasting, but they save
enough on lubrication and carhouse labor to
make the change a good investment.

Write for the facts to

The Railway-
Roller Bearing Co.
Syracuse, N. Y.

-the economical railway motor brush

There's always a limit to carbon brush
economy — Speer's G has reached that
limit.

Get a set for trial.
Speer Carbon Co., St. Marys, Pa.

Brakeshoes

S-W Shim Slack Adjusters Sav
and Labor

Smith-Ward Brake Company, Inc.

17 Battery Place, New York

It. Kemehner Com-
pany, Inc.

Eastern Sales Agents
hnrcli St., New York
City

Southeaste
Citizen*

Norfolk

Cardo>a Com.
ny. Inc.

Sales .

Bank Bid*.

WATER

SOFTENING

FILTRATION

FOR BOILER FEED AND ALL INDUSTRIAL USES

WM. B. SCAIFE & SONS CO. PITTSBURGH, PA.

Tulc vs. Running Oil

Give TULC an even chance with running oil,
H that is all we ask. Our product — not our name —
has convinced many of the saving possible by the
use of TULC.

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

NOTICE TO ADVERTISERS :

Dopy received up to 10 A. M. M.nnla.i will
Itear in the issue of the following week, hut no proofs euu be a
mitted for OK before publiciit'
New A<lvrrtlneiiiriitK

that week, but DO

liriiitiiiK are required, change*

Ackley Companies, G C

Allis-Chalmers Mfg. Co 62

Aluminum Co. of America 77

Amer. Brake Shoe & Fdry. Co... 95

American Car Co 99

American Electrical Works 58

American Frog & Switch Co.... 79

American General Eng'g Co 94

American Mason S. T. Co 85

American Railway Supply Co 84

American Steel & Wire Co 79

Anchor Webbing Co 82'

Anderson Mf*. Co., A. & T. M. . 57

Archbold-Brady Co 77

Archer & Baldwin 86

Arnold Co., The 44

Association of Mfrs. of Chilled

Car Wheels 55

Atlas Preservative Co 30

Babcock & Wilcox Co 81

Baldwin Locomotive Works, The. 74

Barbour-Stockvvell Co 59

Barrett Company, The 76, 93

Bates Expanded Steel Truss Co.. 8

Bayonet Trolley Harp Co 70

Beaumont Co., R. H 80

Bemis Car Truck Co 73

Berger Mfg. Co 81

Bonham Recorder Co 66

Bonney Vehslage Tool Co „. 66

Borne-Scrymser Co 81

Boyle & Co., Inc., John 68

Brfll Co., The T. G 99

British Westinghouse Electric &

Mfg. Co., Ltd E

Brownell, H. L 44

Buckeye Jack Mfg. Co 81

Bvllcsbv & Co., ft. M 44

Cameron Electrical Mfg. Co

Canton Culvert & Silo Co

Carnegie Steel Co 60 |

Carney & Co., B. 7 76 I

Chicago Fuse Mfg. Co 85 I

Cincinnati Car Co 75 j

Cleveland Armature Works 86

Cleveland Fare Box Co 83

Krllpse Railway Supplv Co 85

Edwarda Co., Inc., The O. M... 67

Electric Equipment Co 86

Electric Railway Equipment Co.. 45

Electric Railway Improve. Co.... 29

Electric Service Supplies Co 13

Electric Storage Battery Co 89

Elec'l Testing Laboratories, Inc. 44

Este Company, The J. D 37

Esterline Co., The 83

Federal Signal Co

Ford, Bacon & Davis

Ford Chain Block & Mfg. Co.
"For Sale" Ads

Galena Signal Oil Co 98

General Electric Co.,

39, 40, Back Cover
Gold Car Heating & Lighting Co. 82

Goldschmidt Thermit Co 18

Graphite Lubricating Co 53

Green Eng'g Co 80

Gulick-Henderson Co 44

•Hadfields, Ltd D

Hale & Kilburn Co 84

Halsey & Co., N. W 44

Hardy & Sons Co., Wm. A 71

Hartshorn Co., Stewart 84

"Help Wanted" Ads 87

Hemingray Glass Co 77

Hensley Trolley & Mfg. Co 85

Heywood Bros. & Wakefield Co. . 67

Hblden & White 17

Hope Webbing Co 82

Hunt & Co., Robert W 44

Consolidated Car Heating Co.,

Cooper Heater Co., The.
Creaghead Engin
Curtail "

•eaghead Engineering
irtain Supply Co., Th.
irtis & Co. Mfg. Co..

D & W Fuse Co 31

Davis-Bournonville 32

Dearborn Chemical Co 80

Diamond State Fibre Co 78

•Dick, Kerr & Co A

Dixon Crucible Co., Joseph 63

Drew Electric & Mfg. Co 76

Drouve Co 84

Duff Manufacturing Co The. . . 83
DvPont de Nemours & Co., E. I. 78

9 4

Indianapolis Switch & Frog Co.. 28

Ingersoll-Rand Co 91

International Creo. & Con. Co... 76
International Register Co., The. . 36
International Steel Tie Co., The. 27

Tackson. D. C. & Wm. B 44

Jeandron, W. J 72

Jewett Car Co 75

Johnson Fare Box Co 83

Page

Kilby Frog & Switch Co 79

Kinnear Mfg. Co 82

Klein & Sons, Mathias 76

Kuhlman Car Co., G. C 99

Leacock Co., A. M 33

Lindsley Bros. Co 76

Lincoln Bonding Co 25

Little, Arthur D„ Inc 44

Long Co., E. G 89

Lord Mfg. Co 69

McCardell & Co., J. R 76

Hill Book Co., Inc 65

Macallen Co., The 57

Macdonald Ticket & Ticket Box

Co 83

MacGovern & Co., Inc 86

Mica Insulator Co 78

Moore & Co., W. E 44

More-Jones Brass & Metal Co... 52

Morgan Crucible Co 69

Murphy Iron Works 80

Nachod Signal Co., Inc 78

National Brake Co 43

Neiler, Rich & Co 45

Nelsonville Brick Co., The 26

New York Switch & Crossing

Co 79

Niles-Bement-Pond Co 62

Niles Car & Mfg. Co 56

Northeastern Co., The 76

Northampton Traction Co Sh

Nuttal! Co., R. D 70

Ohio Brass Co

Ohmer Fare Registe
Okonite Co., The. .
Oxweld Acetylene

Pantasote Co., The 48

Packard Electric Co 61

Peters Co., G. D 76

"Positions Wanted" Ads 87

Power Specialty Co 80

Prest-O-Lite Co., Inc., The 81

Pyrene Mfg. Co 46

Rail Joint Co 78

Railway Improvement Co. ...11, 12

Railway Roller Bearing Co 95

Railway Supply & Curtain Co... 84

Railway Track-work Co 19

Railway Utility Co 85

Ramapo Iron Works 78

Page

Reeves Co., The 76

Richer, Albert S 44

Roebling's Sons Co., John A 77

Rooke Automatic Register Co... 38
Roosevelt & Thompson 44

St. Louis Car Company, The 75

St. Louis Steel Fdry 79

Samson Cordage Works 89

Sanderson & Porter 44

Sangamo Electric Co 35

Sargent & Lundy 44

Win. B., & Sons Co.... 95

Sn, in Id Engineering Co 45

Searchlight Section 86,87

Second-Hand Equip 86,87

Sherwin-Williams Co 64

Simmen Automatic Railway Sig-
nal Co 14

Smith Heater Co., Peter 84

Smith-Ward Brake Co., Inc 95

Speer Carbon Co 95

Standard Paint Co., The 82

Standard Railway Supply Co 59

Standard Steel Works Co 73

Standard Underground Cable Co. 77

Star Brass Works 71

Sterling Varnish Co 81

Stone & Webster Eng'g Corp... 44

Taylor Electric Truck Co 74

Thaver & Co 72

Titanium Alloy Mfg. Co 97

Tubular Woven Fabric Co 16

Union Spring & Mfg. Co 89

Union Switch & Signal Co 10

•United Electric Car Co., Ltd... B"

U. S. Electric Signal Co 15

U. S. Metal & Mfg. Co 45

Universal Lubricating Co., The. . 95

"Want" Ads 86, 87

Wason Mfg. Co 99

Watson-Stillman Co 60

Western Electric Co 6

house Church Kerr & Co. 45
Westinghouse Elec. & Mfg. Co.. 2, 5
Westinghouse Traction Brake Co. 4

Weston Elec'l Instrument Co 89

Wheel Truing Brake Shoe Co... 85

White Company, The .9

■ i '

Wisch Service, The P. Edw 45

Wood Co., Chas. N 76

Woodman Mfg. & Supply Co., R. 82
Woodmansee & Davidson, Inc... 44

Yale & Towne Mfg. Co.

Zelnicker Supply Co., Walter A. . 87

May

1916|

ELECTRIC RAILWAY JOURNAL

Another Railway Economizes —
by Paying a
Little More

The Bay State Street
Railway of Boston
recently purchased 300
tons of 9-inch girder
rail and 50 tons 9-inch
guard rail— both treated
with 0. 1 titanium added
in the form of

FERRO-TITANIUM RAILS AT FALL RIVER, MASS.

Ferro— Carbon— Titanium

This rail cost a little more per ton
than untreated carbon rail but actual
results in service of titanium-treated
rails have proved them to be the most
economical in final cost.

Installations of these rails have already
been made in Fall River and Methuen,
Mass.

Read "Rail Reports 1 to 8"— they
contain some interesting facts. Write
now for them.

TITANIUM ALLOY MANUFACTURING COMPANY

Operating Under Rossi Patents .^^^5^^. Processes and Products Patented

General Office and Works: liAlvi Pittsburgh Office: Oliver Building

Niagara Falls, N. Y.

Chicago Office : Peoples Gas Building

New York Office: 15 Wall Street

AGENTS:

Pacific Coast: ECCLES & SMITH CO., Los Angeles, San Francisco, Portland

Great Britain and Europe: T. ROWLANDS & CO., Sheffield, England

ELECTRIC RAILWAY JOURNAL

[May 6, 1916

Get the

Outside Viewpoint

on the Inside of

Your Power House

Consider lubrication. It's a far-reach-
ing subject. Under your present sys-
tem, its cost-reduction may be impos-
sible because the men are too close to
the proposition to see any weak points.
The application of the outside viewpoint
is why

Galena Oils
and Galena Service

combined, reduce lubricating costs.
We come to you with a contract —
it guarantees to reduce your lubrication
cost 10%

below what you are now paying for
other oils.

We don't work against your men. We
work with them.

Why not get the details of our cost-cut-
ting co-operation?

Galena-Signal Oil Co.

Franklin, Pa.

MAY 6, 1916]

ELECTRIC RAILWAY JOURNAL

~J*\

SINGLE-TRUCK CARS are creating favor for the light equipment
proposition in all quarters. The manager of a railway company
whose lines, located in a city of 25,000, have been operated under
the one-man method for two years has the following to say :

"The operation has been entirely successful, and we have had
no objections from the public or the municipal authorities. We have
adhered strictly to one-man operation and have not employed a conductor since the
one-man system was placed in operation. We handle fair-days, circuses, baseball
and theater crowds, etc., with one man on each car, and our experience has not
indicated the necessity of using conductors, even during the periods of heaviest traffic.
The adoption of the one-man system has practically eliminated all complaints of dis-
courtesy to passengers on the part of employees.

"Our experience bears out our previously formed opinion that there will be
fewer accidents with the new method of operation. We have not experienced a single
platform accident, and there has not been a single accident of any sort which could
be attributed to the absence of a conductor.

"We are demonstrating our faith in the future of the one-man system by ordering
sufficient additional car equipment to equip our lines completely with cars that are
especially designed for this method of operation.

THE J. G. BRILL COMPANY, PHILADELPHIA, PA.

AMERICAN CAR COMPANY, ST. LOUIS, MO.

G. C. KUHLMAN CAR COMPANY, CLEVELAND, OHIO

WASON MFG. COMPANY, SPRINGFIED, Mass.

Pacific Coast Office: 907 Monadnock Building, San Francisco

M TRAIN £

The Progress of Transportation

Transportation has progressed through many stages
since man inhabited the Earth.

From two feet, to four feet, to wheels; from horse
power, to steam power, to electricity.

One of the crowning achievements in transportation
is represented by the 63 Monster G-E Locomotives now
operating on the New York Central lines out of New York.

General Electric Company

Schenectady, N.Y.

The Twentieth Century— an 1100 ton

train is hauled at 60 miles per hour by

G-E Locomotive weighing 125 tons.

ELECTRIC RAILWAY

Volume 47
Number 20
May 13, 1916

JOURNAL

A Welcome Weekly Visitor

OFFICIAL PUBLIC
SERVICE REPORTS

Railway and Corporation Commissions

throughout the Country, Edited

with head notes and syllabi

Every issue of Official Public Service
Reports is indispensable to the efficient
management of public utilities as well as
to the conduct of any business with pub-
lic service interests.

The complete index-digest in each
weekly number of the "Advance Sheets"
and the classification of subjects by utili-
ties keeps every department chief in
sure, yet easy touch with every commis-
sion action affecting those features of
operation for which he is responsible.
Subscription to weekly number $25.00
per year; bound volumes, including
weekly number, $450 each. About ten
volumes of reports and our digest volume
per year.

OFFICIAL PUBLIC SERVICE REPORTS

74 Broadway, New York

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

There's Only One "HL"

because there's only one Westinghouse.

Westinghouse HL Control is the result of years
of continuous search for the Ideal Railway
Control.

The Electro-Pneumatic principle has established
its superiority over every other operating
force and the mechanical efficiency of HL re-
quires no comment. It's practically perfection.

Westinghouse HL is a graduate from the great
school of Experience. It's The Railway Con-
trol of America.

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.

Birmingham, Ala.
Bluefleld, W. Vu.
Boston, Muss.
Buffalo. N. Y.
»'utte, Mont.

"li, W. Va.
Charlotte, N. C.
Chicago, 111.
Cincinnati, Ohio
Cli-vi hind, Ohio
Columhus, Ohio
•Dallas, Tex.

Detroit. Mich.
•El Paso. Tex.
•Houston, Tex.
IndlannnolU, In

Louisville. Ky.
Log AuL'cl"s. OaL
Memphis, Tenn.

Minneapolis. Minn.

Philadelphia. Pa.
Pittsburg, Pa.
Portland^ Ore.
Kochester, N, Y.

Suit Lake City, flah
San l-raii.'isc-o, Cal.
Seattle. Wash.
Syracuse, N. Y.
Toledo. Ohio
Washington. D. C.
. E. ,V M. Co. of Texas

Electric Railway Journal

New York, May 13, 1916

Volume XL VII No. 20

Contents

Pages 887 to 934

Signaling in the Public Service Terminal 890 Equipment and Its Maintenance

J. W. Brown describes the interlocking signal system
which was adopted to secure the greatest safety and
rapidity of car movement. Comprehensive instructions,
explaining the system and its operation, are issued to
trainmen.

Kl.lVll:

Kaii.w.'

.May 13,

cols. 111.

Iowa Association Meets 895

Utility franchises and regulation discussed at the gen-
eral meeting. At the technical session on Wednesday
the topics considered were rail joints, training of train-
men and one-man cars.

Ki.KCTkio Railway Journal, May 13, 1916. 15>/. co]s.

Tests on 30,000-Kw. Turbine

903

The most recent units for the Interborough Rapid Tran-
sit Company, reaching a thermal efficiency of 25 per
cent, have made the gas engine obsolete as a prime
mover.

IC ISA I

Journal, May 13, 1916.

cols. 111.

Pennsylvanians Discuss Railway Problems 904

Chief topic was enforcement of commission orders for
regulation of jitneys. Papers on labor, the engineering
manual and physical examination for employees are
published this week.

Electric Railway Journal, May 30, 1916.

Communication

Why Trolley Wire Wears Out.
Electric Railway Journal, May 13, 1916.

ll'-j cols.

909

Association News

911

Attention of the Milwaukee section at the last meeting
was directed toward track construction, operating rules
and schedules. Connecticut section hears an address on
power generation and other topics. Correspondence
course graduates.

912

The Automatic Substation. Jig Practice at Hazleton,
Pa.— By James W. Brown. Winter and Summer Motor
Covers Effect Economy— By M. F. Flatley. Hydro-
static Tests of Corrugated Culverts— By George L.
Fowler. Effects of Low Temperature on Paving in the
Track Allowance. Power Station Extension Completed
at Lowellville, Ohio.

BLBCTRJC Ram. w.w .Iuiknal. May 13, 1916. 14 cols. 111.

Editorial £j 8g7

Stored Coal Affects Business Conditions.

Enforcing Jitney Regulations.

Suggestion for Co-operation.

Standards Must Reduce Price or Hasten Delivery.

Defining Third-Party Liability.

Straphangers Do Not Pay Dividends.

War Effect on Accident Increase in England 894

Psychology of Signal Observance 902

London Letter 919

News of the Week 920

City Line Attempts Construction.

Strike in Schenectady.

Council Delays Action on Cleveland Wages.

New York Central Improvement Hearings.

Philadelphia Transit Election on May 16.

$500,000 to Be Spent in Electrifying Salt Lake Line.

Financial and Corporate 923

Readjustment of United Railroads Finances Proposed.

Consolidation Proposed in New Orleans.

Auburn & Syracuse Readjustment.

Outline of Chicago & Milwaukee Reorganization Plan.

Traffic and Transportation „ 927

Bay State Cross-Examination Continued.
Comparative Accident Figures for Five Years.
Transportation Developments in California.
Pennsylvania Fixes Status of Jitneys.

Personal Mention 929

Construction News
Manufactures and Supplies

981

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.
London, 10 Norfolk St., Strand.
Cable address : "Stryjourn,"
New Tork.

United States, Mexico, Cuba, Porto Rico, Hawaii, or the Philippines, $3 per year; Canada, $4.50; elsewhere, $6. Single copy, 10c.

No back volumes for more than one year, and no back copies for more than three months.

Circulation of this

8000 copies.

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

DDDDDDDDDDDDDDDDnDDDDDaDDDDnDDaDDDDDDDDDDDDDDDDDDD

A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Straight Air Brake for slow-moving cars.
Westinghouse "Featherweight" Straight Air* Brake with Emer-
gency Feature for single motor car, or two-car (motor and trailer)
train in city and suburban service where moderate speeds prevail.
Westinghouse Quick Recharge, Quick Service, Graduated Release,
Straight Air Feature, High Pressure Emergency, Automatic Brake
for electric trains of two to five cars for suburban and interurban
high speed service.

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchange Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

DDDDDDDDDDDDDD3-lZl=l~)3DaD[ DDDDaQDnDDDDaaaaDaODDDDDin,

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

DCODDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDOnDDDDDDDDDDD

□I In

Westinghouse Porcelain Strain Insulators

For High- Voltage Service

Style No. 237022 Style No. 237021

Type PS— Wet Process

Patented Sept. 22, 1914

Style No. 237020

Style No. 181857

Style No. 171897

Style No. 131356

Type PG — Dry Process

Patented Sept. 22, 1914

For Low- Voltage Service

Style No. 138273

Style No. 138272

Style No. 138271 Style No. 229093

Type P-2 — Dry Process

237022
237021
237020

181857
171897
181856

138273
138272
138271
2290' K,

6600
4400
2400

3300
3300
2400

600
600
600
600

52000
42000
32000

20000
20000
20000

20000
20000
20000
14400

Outside
Dia.

Type PS

3/2

.3%

Type PG

4/2
4

3J4
Type P2

2H
2H
l7/ie

415

290
115

405
310
250

285
130

00
32

Westinghouse Electric & Manufacturing Co.

Sales Offices in All
Large American Cities

East Pittsburgh
Pennsylvania

DDDDDDDDDDDDunarjDr.inG[:irjL.ir:mDDDDDDaaaDaaDDDDnDDDaDDDD

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

The time from the tap of the trouble gong to the whir
of the motor of the first car released is an anxious time
for you and your passengers.

It is to your immediate financial interest to see that
this time is made as short as possible. It is to your future
financial interest to hold the good-will of the public by
speedy action. It is the time when precious moments can
be saved by

The Trenton Three Section
Tower

The Trenton is built for speed — both in transportation
and operation.

It gets there quickly because it is motor-mounted and
safely because it is 20 to 25% lower when closed than a
two-section tower.

It gets away quickly because of the cumulative effect of
the following advantages:

So simple of design one man can operate.

No danger of top-heaviness.

Tried and true revolving platform and hoisting rigging.

We say tried and true revolving platform and hoisting
rigging because these features were adapted from our
two-section tower where they gave excellent results.

Write for all the details — they are interesting.

J. R. McCARDELL & CO.

PATENTEES AND SOLE MANUFACTURERS

TRENTON, N. J.

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

Trolley
Hangers

will fit in with your overhead construc-
tion.

Castings are of first quality malleable
iron, sherardized in our own factory to
guard against rust.

Effectively insulated with Dirigo — the
insulation we have been making and
constantly improving upon for over 20
years.

Behind every O-B Hanger is the ex-
perience and responsibility of the O-B
organization.

The illustrations show a few types.
They are all listed in new Catalog No. 16.

The Ohio Brass Co.

Mansfield
Ohio

ELECTRIC RAILWAY JOURNAL

TMay 13, 1916

The Consolidated Car-Heating
Company checked up the Value
of its Advertising in Electric
Railway Journal

The Consolidated Car-Heating Company long ago entered
the "household word" class on the tongues of electric railway
men.

Its many installations of heaters, thermostats, door-operating
devices, etc., and its wide acquaintance with the personnel of the
field do not seem to make advertising so necessary as to the new
man with the new thing.

Yet the Consolidated Car-Heating Company finds by actual
experience that its advertising is a vital and helpful factor in
keeping in touch with the industry.

Recently, the company wrote to several railway men asking
their opinion of the front cover advertisement on the Journal
of Jan. 15, 1916, and here are a few of the replies:

"It is my impression that the advertise-
ment is of some value to your company,
based on the idea that quite a few officials
will specify materials that they know are
used largely by other corporations."

"We believe that this advertisement
should bring good results."

"This appealed to me as a very striking
ad and should have effective pulling
power."

"It brings you directly before concerns

that have never purchased your equip-
ment before."

"We will shortly order four interurban
cars and specify Consolidated heater with
No-Ko-Ro coils." (A solid endorsement !)

"I think it is very clever advertising.
By the way, I am preparing specifications
for sixteen new cars. I wish you would
advise the number, type and price of
your heaters for this service; also have
you anything new in the way of door
mechanism ?"

Read the extract from that last letter again. The writer is
an old acquaintance and customer of the advertiser yet he doesn't
think of giving them advance information of his present needs
until the advertising activity inspires him to do so.

Advertising surely does pay when it can
produce a result like this !

Electric Railway Journal

MAY 13, 19161

ELECTRIC RAILWAY JOURNAL

WATERTIGHT

The Hits
Bunched

It does not splash nmd and water ;
the switch cannot be thrown be-
tween the trucks of a car by a
following movement under the
contactor; the street box is auto-
matically sealed and without de-
pendence on the proper making
up of pipe joints or gaskets; a
most positive anti-straddling de-
vice is provided; only no volts is
sent into the street box ; the entire
mechanism can be lifted out of
the street box without making any
disconnections ; the contactors are
exceedingly small and simply
mounted on standard cars ; stand-
ing under the contactor for an
indefinite period has no damaging
effect on any part of the mechan-

United States
Electric Signal Co.

West Newton, Massachusetts

Foreign Representatives:

Forest City Electric Services
Supply Co., Salford, England

To be successful an electric track switch
mechanism must be enclosed in a water-
tight street box.

Pipe joints and gaskets are not per-
manently watertight so we use a mer-
cury seal in the

Collins"

Non-Splitting

Electric Track Switch

TYPE A

The inner cover has a flange running
all the way around it and this flange sets
into a ditch cast in the box.

The ditch being partially filled with
mercury, the setting of the cover in place
automatically seals the box.

Mercury sealing is the best method in
the world to keep out water.

Would you knowingly use a next best
method of sealing street boxes?

ELECTRIC RAILWAY JOURNAL

[May tS, 1916

This Book Contains
Useful Data on
Pole Engineering —

Many engineers use
this handy catalog,
exclusively, for refer-
ence in regard to
engineering data
ip,ARNE on poles for elec-
tric railway work.
Techn ical schools use
it. The data and
tables given are
absolutely reliable.

Turn to page 17 of this catalog

Tnl.uhr Steel Pole

and you can find the correct size pole — the
pole that will best answer your special pur-
pose— without guesswork or unnecessary
calculations.

It also gives the exact amount of rake nec-
essary to set any pole, which will permit pole
to pull up vertical under full load.

Contains valuable information and recom-
mendations compiled by Committee on
Power Distribution, American Electric Rail-
way Association. Facts for the engineer,
purchasing agent, lineman or any official of your
desires quickly accurate information about tubular
for electric railway use.

Write today for this reliable
handbook. Ask for Catalog No. 16

Electric Railway Equipment Co.

Cincinnati, Ohio

New York, 30 Church Street

road,
steel

wh<
poles

May 13, 1916 1

ELECTRIC RAILWAY JOURNAL

nn Machine

Right now— these
will help to handle
your Heavy Park
Traffic

It is comparatively easy to systematically
handle your heavy park traffic when you use
this equipment. They are equally well adapted
for use on railway platforms or in connection
with various amusement enterprises.

Duplex Counting Machines may be operated
by hand or attached to any reciprocating or
rotating mechanism. They are particularly
well adapted to counting admissions to amuse-
ment enterprises.

Ticket Choppers and Registering Turnstiles
shown are fool-proof and are substantially
built. They are almost essential to the proper
handling of large crowds.

Right now — you should order this equip-
ment. Write for quotations.

\*pe K, Ticket Chop]

Type J, Ticket Chopper

Write for special booklets showing
other types of the above equipment

Electric Service Supplies Co.

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA
I7th and Cambria Sts

NEW YORK
50 Church Street

CHICAGO
Monadnock Bldg.

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

Here's Where the Rub Comes

1 ' i

* ^ /■■■-

1 : ^ - 1

;■•••;. - ;

■

■ > ^M 1 «

■H9H 1 1

P. R. R. Main Line Electrification — Present Standard Catenary Support at Highway Bridges and Overhead Railroad
Crossings, Located Over Center of Track

Phono-Electric

Contact Wire

Is admirable wire at the curves, where the rub comes. Its
great ductility and extreme toughness lend themselves
to the constantly varying conditions of construction and
service as no other wire can.

Phono- Electric Is Tough

BRIDGEPORT BRASS COMPANY

BRIDGEPORT ^ CONNECTICUT

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

No Traffic Tie-Ups
When Bonding Old or New Track

Keep your cars running without a break
in schedules by bonding rails with the

Champion Bonding Outfit

It consists of small bonding clamps to clamp
on to the lower flange of the rail or to the fish-
plates and upon which are mounted two adjust-
able carbon heating electrodes to bear against the
bond terminal. The heating is done electrically.
The flexible leads from the light and portable
transformer are detachable, facilitating swift
work. The converter is mounted on a portable
cart and receives power from the trolley wire.

The Champion system employs a silver solder
flux which enables a union between the bond and
rail to be made at a temperature low enough to
prevent injury to either. Through the use of a
Champion Bonding Outfit standard forged ter-
minal bonds now may be properly installed, giv-
ing the bond power to resist vibration and result-
ing in greater flexibility.

The Champion saves time, money and labor.
It gives a better bond at moderate cost.

Write for further particulars.

Cleveland Railbond Co.

Cleveland, Ohio

ELECTRIC RAILWAY JOURNAL

May 13, 1916

ANY

TYPE

Permanent Tradk at\Le$S Cost

OPEN

CLOSED

^P jj^^§:~ ' "^^^^' "^p^^y "^Ir^^^^ y-?

Consider These Facts:

Intersection of C. C. C. & St. L. Ry. with the Union Traction Company of Indiana

A Labor Maintenance Cost of Only $56.81 in 3 Years

since the above illustrated two intersection crossing was installed in Dec, 19 12, on

International Steel Crossing Foundations

Total labor charges for 1913 were $16.51, for 1914 were $29.86, for 1915 up to
Oct. 19th were $10.38. When these costs are compared with a labor charge of
$121.01 in maintaining these two crossings the year previous to the steel founda-
tion installation, a measure of their value is obtained.
sv The division engineer of the Union Traction Co. in charge of these crossings says : "I con- -^_

sider this a splendid record considering the amount of traffic that goes over these two cross-
ings every twenty-four hours. The crossing frogs are nearly as good as the day we put
them in, while the L. E. & W. crossing, put in on wooden ties just five days later not 30 feet
from these two, is nearly worn out."

Many repeat orders from our earlier users show that other roads have had an experience
similar to the above.

Write us today for additional data and list of installations

The International Steel Tie Company

General Sales Office and Works: Cleveland, Ohio

V"K; aSiaI'S

liMmiismmm

«&&i^__Q

May 13, 1916|

ELECTRIC RAILWAY JOURNAL

The Essential Thing in Track Grinding
Is to Get an EXACT Result

Unretouched

Photograph

That Tells a

Touching

Story

It shows the corrugated surface of a rail after thirteen
months' use. The touching part of the story is that the corru-
gations had been "ground out of it" twice during that time.

It is possible the corrugations were "ground in it" rather
than "out of it." That's very likely to occur where a grinder
does not give an exact result.

You can realize how exact the result must be to be a result
and not a cause when you consider you are dealing with crests
and depressions of the hundredth part of an inch.

The Reciprocating Track Grinder

by the 400 strokes per minute of its 40 square inches of surface
contact moving horizontally back and forth across the rail can
and does produce exact results. It produces these exact results
quickly, economically, and independently of the skill of the
operator.

Other methods may produce exact results, but they cannot
be depended on to give them always. When they do give exact
results, the highly skilled labor, very fine adjustments and great
waste of time involved make the cost disproportionate to the
value of the work.

Exact results at the lowest cost
is what we claim for the Recip-
rocating Grinder. We'll stake
you to one till we prove it to
your satisfaction.

Railway Track- work Co.

30th and Walnut Streets
Philadelphia

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

This is the Third Time

This Road Has Been
Destroyed by Floods
Xince these Culverts
were installed

They were put in place under

this roadway, near the Miami

River, in Butler County, Ohio, in

1907. The land in their vicinity is overflowed by any unusual rise of the river; and since

that time the road has been washed away on three separate occasions. . Today these

«t,

ARMCO IRON CULVERTS

are practically as good as new. Frost, flood and heavy traffic have no terrors for
them. They will stand more grief and hard luck than anything in the shape of a

culvert. And, because their
material is the purest, most

AFTER THE OVERFLOW OF FEBRUARYJ9I6

even, and most durable of
irons, they can be relied upon
for lifetime service.

The nearest manufacturer will send on
request full particulars and prices on
"Armco" (American Ingot) Iron Corru-
gated Culverts, Storm Drains, Flumes,
Sheets, Roofing and Formed Products.

Ark.ntai, Little Rock-Dixie Culvert & Metal Co.
-California Core Culvert
Company

West Berkeley - California Corrugated
t Company

lenver- -K. Hardest* lite. Co.
Delaware. Clayton-Delaware Metal Culvert Co.
Florida, Jacksonville— Dixie Culvert & Metal Co.
Georgia. Atlanta-Dixie Culvert & Metal Company
Illinois, Bloomington— Illinois Corrugated Metal

Company
Indiana. Crawfordsville-W. Q. O'Neall Co.
Iowa, Des Moines— Iowa Pure Iron Culvert Co.
-Independence Culvert Co.
-The Road Supply & Metal Co.
itucky Culvert Co.
Orleans-Dixie Culvert & Metal

.J. N.

i England Metal Cul- Ohi
vert Company
Michigan, Bark River-Bark River Bridge & Cul

Mill Co.

Minnesota, Lyle-Lyle Corrugated Culvert Co.
) Culvert Co.
i Culvert & I
Nebraska, Lincoln- Lee-Arnett Co.

a Culvert & Mfg. Co.

I I:'.!,,,.

New York. Auburn-Pennsylv
th Oakota, W-r
Iron Works

-North-East' Metal Cul-
nlngton-Pennsylvania Metal Cul-

'The dhioCorrugateiiV
ahonta, Shawnee— Dixie Culvert oc ueiai

gonTp'ortland-Coast Culvert and Flume Co.
nsylvania, Warren-Pennsylvania Metal CuJ-

*r Dafco«aT"sio»» Paeto-SkHH Falls Metal

Culvert Company

Company

Texas, Houston— Lone Star Culvert Company
Utah. Woods Cross— Utah Corrugated Culvert &

Flume Company

Washington. Spoksn

:ank Company

Eau Claire— Bark River Bridge & Cul-

MAY 13, 1916]

ELECTRIC RAILWAY JOURNAL

Your
Passengers
Sprawl

It's quite a common belief that a
longitudinal seat can't be made to
keep the passenger from sprawling
all over the aisle.

As a matter of fact the longi-
tudinal seat can be made to insure
the correct and the comfortable
posture of the passenger.

Consider these two drawings as
examples of sprawling versus sit-
ting.

The passenger on the left is on an
old style longitudinal seat. Both the
seat back and seat cushion are of
such form that only a small portion
(the dorsal curve) of his back is
supported. To get some relief, he

Sit?

has moved one foot far into the
aisle, thus obstructing travel.

The passenger on the right is en-
joying a Hale & Kilburn seat. Note
how the seat back fits snugly into
the small of the back (the lumbar
curve). The passenger's posture is
erect and correct. His feet are
drawn inward.

The Hale & Kilburn longitudinal
seat illustrated is not a fad — it's a
fact.

This is the seat that has proved
so satisfactory for eight years past
on the Hudson & Manhattan Rail-
road— a rapid transit tunnel system
with many sharp curves.

If we could satisfy a condition
like this, we can satisfy yours !

Hale & Kilburn Co

Philadelphia New York Chicago
Washington San Francisco

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

Quick
Thorough-
Low Cost
Car Cleaning

Western Electric

Portable
Vacuum Cleaners

A line of cars cleaned in one night by one man. Each car
cleaned right. Suction strong enough to pick up peanut
shells, pieces of paper and all kinds of litter.

Minimum cleaning expense — no brooms — no dust-brushes
to buy.

Ask our nearest house for a tryout in your car houses.

Western Electric Company/^

New York
Buffalo
Newark
Philadelphii

Boston

Atlanta

Richmond

Savannah

New Orleans Detroit
Houston Cleveland

Indianapolis Oklahoma City Los Angeles

Pittsburgh St. Louis Birmingham C

Dallas Denver Salt Lake City

EQUIPMENT FOR EVERY ELECTRICAL NEED •■J^^tKTR.c^f

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

HOW MUCH DO YOU SPEND on each of the above

items ?

HAVE YOU SUCCEEDED in reducing them to a
minimum?

THE DEGREE OF THOROUGHNESS with which
you train your motormen has a marked effect on
the expense of these items.

AT A COST of one cent per motorman per day you
can maintain a system of training for your men that
will keep these items to a minimum.

TRAIN YOUR MEN to be efficient, also inaugurate a
system that will encourage them to remain efficient.

The ECONOMY CAMPAIGN used

with ECONOMY Meters will give
you such results, and they will be
permanent, and the cost is insig-
nificant compared with the results

ASK US.

Sangamo Electric Company

Springfield, Illinois

Specialists in Meters for Every Electrical Need

BUILT LIKE A WATCH

IklEfiRS

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

Door and Step
Control

Economy

NATIONAL mechanisms for pneumatic or manual door and
step control are economical in the direct item of lower upkeep cost
and in the indirect items of easier manipulation and decreased loss
in car shopping time.

NATIONAL pneumatic mechanisms, furthermore, use so little
air that it is possible to operate them without overloading existing
air brake compressors.

This is due to accurate fitting, to the valve construction and to
the use of cups of air-proof leather. These cups are on the ends
of the gear rack. A phosphor bronze expansion piece in each cup
holds the latter so close against the cylinder wall that air leakage
is impossible.

Little oil is required because the exhaust of the engine operates
a splash system of continuous lubrication without waste or failure.

No stuffing boxes are required in NATIONAL PNEUMATIC
mechanism.

For economical, reliable door and step control, whether pneu-
matic or manual, write us.

Little leaks working all the
time come high. Don't
forget that when you are
considering air-operated
devices.

Cups of air-proof leather are used on the ends of the gear
rack. Air leakage is made impossible.

NATIONAL PNE^TIC COMPANY

50ChurchSt Now York

515Uf1m5t Chicago

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

"I Read Your Paper
as a Buyer,"

said a Southern purchasing agent recently to one of
our representatives.

Do you know that hundreds of purchasing agents
are using the Electric Railway Journal for exactly the
same purpose?

Some products, of course, are ordered by name
only; but a large portion of the every-day supplies is
ordered by specification only.

What better guide can the purchasing agent find
to the active bidders for electric railway patronage
than the Electric Railway Journal?

Don't you want to be on the Purchasing Agent's
list every time he's in the market?

If you do, let us explain how you can be represented
with a strong selling message IN EVERY ISSUE
of the Electric Railway Journal at minimum expense.
Tell us about your product and we will submit a
proposition.

Electric Railway Journal

239 West 39th St., New York

Member Audit Bureau of Circulations

Yearly Subscription Rates:

$3 Domestic, $4.50 Canadian, $6 Foreign

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

—Again

"V.D.&D." Gears

are selected —

This time they are driving a turntable traction
truck, built by Geo. P. Nichols & Bros., Chi-
cago. To turn this 95-foot turntable at the
Chicago & Northwestern Railway Yard, Green
Bay, Wisconsin, two 4^" face, 3 pitch gears
are used. Driving gear has 67 teeth, pinion
17 teeth. The call was for strong, accurate,
smooth-running, durable gears. To "make
sure," "V. D. & D.'s" were put on the job.

"V. D. & D." Gears are made to meet the severe usage
of railway conditions — your conditions. Grades
TREATED and HAKDENED are giving wonderful
service wherever used and are worth your immediate
investigation.

The Van Dorn & Dutton Co.

2700 E. 79th St., CLEVELAND, OHIO

NEW YORK DENVER BALTIMORE

ATLANTA SALT LAKE CITY SAN FRANCISCO

GEAR SPECIALISTS

May 13, 1916|

ELECTRIC RAILWAY JOURNAL

Just Brush-Holder Castings

One of
Many
Columbia-
Made
Specialties

Yes, here are a few of
the thousands of brush-
holders that we turn
out every year for elec-
tric railways through-
out the land.

IIH

lip

ynff^y^fcii

This is only one example of the kind
of service we have built up to make
home manufacture by railways unnec-
essary as well as unecomical.

For instance, the brush-holder cast-
ings shown in this picture are for some

Columbia-Made Brush-holders for any motor.

of the big'gest electric railways in the
United States.

They wouldn't be buying Columbia-
made goods unless there was a saving
in time and money, would they?

Give Our Service a Trial— not only for Brush-Holders
but for Products Like These :

TOOLS

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car hoists

Car replacers

Coil taping machines for armature leads

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

CAR EQUIPMENT
Armature and field coils
Bearings (bronze and iron)
Brake, door and other handles
Brake forgings, rigging, etc.
Car trimmings
Commutators
Controller handles
Forgings of all kinds
Gear Cases (steel or mall, iron)
Grid resistors

Third-rail contact-shoe beams and acces-
sories
Trolley harps and wheels
Trolley poles (steel)

ColumbiaMachineWorks&MalleablelronCo,

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

A Rush Hour Asset

— Electric
Weld Rail Bonds

Every pound of coal put into the power
house boilers is pulling passengers — not
heating rail joints. Because —

The Electric Weld Rail Bonds virtually
weld the entire return circuit into one rail.

And they don't corrode at the terminals.
Send a line for the list of users.

The Electric Railway
Improvement Co.

Cleveland, Ohio

Skip-Stop!

If you want to give your public and your property

the benefits of the skip-stop, you must first convince

your local lawmakers and other influential citizens

that it is a good thing for the community.

We have the ammunition for you in our reprint of the

skip-stop articles published in the Electric Railway

Journal for January 1, 1916.

How many free copies do you want to distribute

among lawmakers and others where they will do the

most good ?

Write Circulation Department.

Electric Railway Journal, 239 W. 39th St., New] York

Member Audit Bureau of Circulatii

Yearly Subscription Rates:

$3.00 Domestic, $4.50 Canadian, $6 Foreign

MAY 13, 1916]

ELECTRIC RAILWAY JOURNAL

Courtesy of Pennsylva

Ft. Capacity in Long Island City Station of Pennsylvania Railroad Company

Spraco Washers

Keep Your Turbines Cool and Clean

Can you run your turbines aver-
aging twenty-three hours a day
for nearly eighteen months and
still find that they are running
cool and clean?

The use of a Spraco Washer of
60,000 cu. ft. capacity per minute
enables the Pennsylvania Rail-
road to do that easily with its
21,000 k.v.a. Westinghouse

turbo-generators at Long Island
City, N. Y. The output of this
one machine during its first
twelve months of service begin-
ning January, 1915, was about
95,000,000 kw-hours. Evidently
it didn't do much loafing when
you figure that 24 hours x 365
days x 100 per cent output is
96,360,000 kw-hours (regardless
of power factor).

After Fifteen Months

a d.c. voltmeter, connected with a also free of foreign substances,
copper strip exploring coil on the The hot dusty days of summer will
windings showed that not only were soon be here. Why not order Spraco
the windings cool, but that they were Cooling Equipment now?

Write us about the units you want improved with Spraco air-washing and cooling apparatus.

■

< i *

SPRAY ENGINEERING CO.

Engineers

93 Federal Street, BOSTON

Manufacturers

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

The Guarantee
of Excellence

ramaylMmaieMalfor

CATENARf pNSTR|CTION

GENERAL . ELBCTRIC COMPANY

The Guarantee
of Excellence

Have You Received Your Copy
of this new G-E Bulletin?

Every railway purchasing agent and engineer will need this bulletin in making
up estimates of next year's requirements.

The valuable engineering data contained in this issue will be of great service
in preparing specifications for overhead construction. Don't fail to get your
copy.

Ask for Bulletin No. 44006

General Electric Company

Atlanta, Oa.
Baltimore, Md.
Birmingham, Ala.
Boston, Mass.
Buffalo, N. Y.
Butte, Mont.
Charleston, W. Va.
Charlotte, N. C.

Cleveland, Ohio
Columbus, Ohio
Dayton, Ohio
Denver, Colo.
Des Moines, Iov
Duluth, Minn.
Elmira, N. Y.

General Off ice: Schenectady, N.Y.

ADDRESS NEAREST OFFICE

Jacksonville, Fla.
Toplin, Mo.
Kansas City, Mo

Louisville, Ky.

Memphis, Tenn.

Milwaukee. Wis.

Minneapolis, Mi:

Nashville, Tenn.

New Orleans, La.
New York, N. Y.
Niagara Falls, N. Y

ilphifc 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. V.
Seattle, Wash.
Spokane, Wash.
Springfield, Mass.
Syracuse, N.Y.
Toledo, Ohio
Washington, D. C.
Youngstown, Ohio

City, Mo,
lie, Tenn.
innati, Ohio Indianapolis, Ind. Los Angeles, Cal

For Michigan Business refer to General Electric Company of Michigan, Detroit.
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.

6180

Electric Railway Journal

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

NEW YORK, SATURDAY, MAY 13, 1916

STORED COAL The large quantity of coal stored

AFFECTS BUSI- by industries throughout the Cen-

NESS CONDITIONS tral West in anticipation of the
biennial miners' strike period has seriously reacted on
business conditions. A temporary depression prevails,
and it is being particularly felt by the street and inter-
urban railways in the coal fields. Prior to April 1, all
of the mines were operating to capacity in order to sup-
ply the demand for coal for storage purposes, and since
that time most of the mines have been practically shut
down. In central Illinois, where the conditions in the
coal mining industry largely control business conditions,
this financial depression is being especially felt. Relief
is expected soon, however, because the quantity of coal
in storage is being rapidly exhausted. Another result
of this wholesale buying of coal for storage purposes is
the marked reduction in the fuel value of the coal pur-
chased. As a rule, most of the large coal consumers
are operating on a heat-unit-basis contract, but when
the demand was great for coal just prior to April 1,
coal of all kinds was purchased on a large scale. This
in turn increased the cost of fuel at the boiler because,
in many cases, additional rehandling was necessary, and
the departure from a fuel-value standard reduced the
efficiency of the fuel when it was used. Some of the
larger companies have adopted the practice of buying
high-grade coal in large quantities and carry it in stor-
age at all times. This permits the making of better
contracts, and when high-grade fuel is available it may
be purchased in large quantities. This plan of buying
fuel also has made it possible to utilize the sub-aqueous
storage pits which were designed primarily for the
storage of screenings. These screenings, by the way,
are no longer a drug on the market.

ENFORCING That legal restrictions without

JITNEY enforcement are not very effective

REGULATIONS is ratner a trite statement, but it

is one of great present interest to electric railways in
Pennsylvania which are still struggling with jitney
competition. As part of the discussion at Lancaster
before the Pennsylvania Street Railway Association
brought out, the legal question in this State has been
partly cleared up through the recent decision in the
Scranton case, making jitney lines with fixed termini
and fixed rates common carriers and requiring them to
secure certificates of public convenience and necessity.
This, of course, is a manifestly proper protection of
the existing electric railway investment, but there
seemed to be some question as to whether the decision
is broad enough to cover irregular jitney operators as

well as those having fixed termini and fares. Counsel
for the railways assert that even the wildcat jitneys
must under the decision secure certificates before oper-
ating, but such jitneys are running in defiance of the
commission's order and the commission has not yet
acted upon the numerous complaints filed with it. Upon
the warrantable assumption that the opinion of the
commission covers all jitney competition, for the justice
of protecting electric railway investment is the same
whether the unfair competitor is regular or irregular,
it becomes evident that the Pennsylvania railways are
face to face with the serious problem of how to put the
commission's ruling into practical enforcement. The
commission has no police powers, and the punitive pro-
visions of the regulatory act provide for only the long
and expensive process of certification of complaints to
the attorney general for prosecutions. When it is con-
sidered that the Scranton Railway has entered about 50
complaints and the Wilkes-Barre Railway about 250
complaints against jitneys operating without authority,
the practical importance of the point is apparent.

SUGGESTION Jitney competition was unknown

FOR when the Pennsylvania regulatory

CO-OPERATION |aw was passed, and it is not

strange that the commission should go slow in laying
down precedents along new lines, but ultimately, we be-
lieve, the commission will be obliged to treat the ques-
tion in a broad-minded manner and assume the proper
supervisory power. The burden should not be placed
on the railways to discover violations of commission
regulations ; the commission should ascertain such facts
through its own inspectors, and then devise some simple
means of rapidly and effectively enforcing its rules. We
are of the opinion that a plan of co-operation with the
State Highway Department, mentioned by Mr. Fair-
child, would probably offer the simplest solution. The
Public Service Commission has just taken a praise-
worthy step in issuing a general rule stating that its
certificates of public convenience for auto-buses or
jitneys will be limited "to the route and number of cars
and particularly to each automobile or auto-bus desig-
nated in the certificate," and that cars authorized to be
common carriers must have painted on each side the
name of the person to whom the certificate is issued, the
word "auto-bus" and the number of the certificate. With
rules thus specified, it should be a comparatively easy
matter for a commission inspector to determine cases
of violation, and if these are persisted in, an attempt
should be made to secure a revocation of the state auto
license through the State Highway Department. It does

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

not seem as if this body would countenance continued
violations of regulatory rules, and the removal of the
auto licenses would put the matter under State law
right up to the city police. The Pennsylvania associa-
tion has now authorized a committee of three to stand
ready to co-operate with regulatory bodies in any way
possible, and we believe that along the line of explain-
ing the present contempt of jitney drivers for the public
service commission's orders and of bringing this com-
mission, the State Highway Department and the rail-
ways to a simple working plan, lies an opportunity for
real constructive work by such a committee.

STANDARDS MUST REDUCE PRICE OR HASTEN
DELIVERY

General apathy appears to pervade the industry in
so far as the advantages of using standards is con-
cerned. Whether this condition is the result of what
may be termed professional jealousy, a lack of informa-
tion, or because the specifications and standards are
unsatisfactory is what the campaign launched by the
standards committee of the American Electric Railway
Engineering Association should determine. At the
March meeting of the Illinois Electric Railways Asso-
ciation, H. H. Adams, chairman of the committee on
standards, upon invitation called this association's at-
tention to this condition as regards the standards, and
urged their more general use. It is our understanding
that this message will be "carried to Garcia" through-
out the country with a view of determining the cause
of the lack of interest. Doubtless a campaign of this
kind will produce some results, and we are inclined to
believe that there are other ways which should also be
pursued which would enable the standards committee
to present a more compelling argument to the industry
than simply that of duty.

No one questions the advisability of using standards,
particularly in the electric railway industry, where so
many small companies are involved and numerous small
orders for materials are constantly being placed. On
the other hand, there arises in the minds of those re-
sponsible for specifying material the question of what
particular advantage is it to them to adopt a new
standard, particularly if the results obtained from
manufacturers' products have been entirely satisfac-
tory. This form of reasoning, doubtless, more than any
other cause, is responsible for the limited use of asso-
ciation standards. It is this argument that a standards
committee must overcome if it desires to make its cam-
paign for the more general use of standards productive
of results. We are of the opinion that the most forceful
way to meet this contention is to determine what re-
duction in price manufacturers would give if a certain
per cent of the entire industry adhered to the associa-
tion standards. In other words, the principle of col-
lective buying may be applied, and competition among
the manufacturers of standard materials is certain to
obtain reductions in price.

It is perfectly natural that the electric railway indus-
try, as all other industries, should judge value by price

and quality. It cannot be claimed that standard dimen-
sions will materially prolong the service life of a certain
product so that a reduction in price, perhaps, accom-
panied by prompter delivery, are the inducements that
must be offered to influence the more general use of
standards. In order to bring this subject to an issue
at the coming convention we would, therefore, suggest
that the standards committee circularize the electric
railways of the country to determine how many of them
would adopt the association standards and what reduc-
tion in price, if any, the manufacturers could make with
a wider adoption of standards. With this information,
some idea of the total annual requirements for any
standard would be obtainable, and upon that basis,
doubtless, some price concessions could be obtained from
manufacturers. It would at least be possible for an
estimate to be made of the reductions which would be
possible from such standardization. This would afford
a starting point for a real movement in favor of stand-
ardization.

DEFINING THIRD-PARTY LIABILITY

An important decision in the matter of third-party
liability under workmen's compensation laws was re-
cently rendered by the Appellate Division, Third De-
partment, New York. In the case in point (157 N. Y.
Supp. 948), an industrial workman, injured in the
course of his work while driving across electric railway
tracks, executed a release to the railway, without com-
pensation or any consideration whatever, and then
elected to take compensation under the act from his own
employer. He filed a claim according to law with the
State Industrial Commission, and an award was made
against the casualty company in which the employer
was insured. The employer and the insurance company
then appealed to the court from the commission's de-
cision, the sole question involved being the effect of
the release on the injured man's right to the award
made against the insurance company.

The New York statute provides that a workman in-
jured through the negligence of a third party shall elect
whether to take compensation under the act or to pursue
his remedy at common law against the third party. In
the present case it does not appear that the electric
railway was guilty of negligence, but the court holds
that independent of this fact or whether the claimant
received any consideration for the release, the statute
does not permit the execution of a release to be con-
strued as an election of suit against the third party
rather than the taking of compensation. The claimant
was justified in seeking a compensation award, and his
cause of action, if any, against the railway was trans-
ferred to his employer's insurer. Moreover, according
to the statute, any compromise or release by the injured
man with the third party for less than the compensa-
tion provided by the act would be ineffectual against
the insurer without the written approval of the latter.

In other words, the court avers, the purpose of the
statute is to make the third party ultimately liable for
the consequences of his negligence if such liability ex-

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

889

ists, and the employer or his insurer is to have the
benefit of such liability to the extent of the compensa-
tion award. On the other hand, the statute provides
that the third party shall receive credit in case of ulti-
mate liability for any amount paid to the claimant for
the release. If he has compromised for less than the
actual liability, he then remains liable to the employer
or his insurer for the difference up to the amount al-
lowed under the statute. Although the present case con-
cerns only the election of the compensation award, the
court completes its argument with a portrayal of the
other side, namely, when the claimant really elects his
common-law action against the third party. In such
event even the obtaining of judgment against the third
party might not, under the statute, discharge the in-
surer. If the recovery were less than the amount for
which the statute provides, the insurer would still be
liable for making up the deficiency.

The case is mentioned here because of its effect on
releases or settlements with injured persons. It is
obvious that if the liability still holds, a railway com-
pany will gain little or nothing by rushing through a
release from the workman of another employer un-
less the release has received -the consent of the em-
ployer concerned. The general adoption of the compen-
sation idea by state legislatures has enforced changes
in the law of negligence which cannot be overlooked.
The effect, as in this case, often extends beyond the
actual employer, and the legal procedure of the claim
departments should take this fact into consideration.

STRAPHANGERS DO NOT PAY DIVIDENDS

Service during the rush hour is always costly. In
many cases it may actually be conducted at a loss.
Manifestly, such conditions prohibit belief that "the
dividends are in the straps" — an ancient fallacy, which
may have been put forward originally by a railroad
man, but which has caused more trouble to the industry
than almost any of the other ill-advised catch-phrases
of public utility history. That idea has been definitely
proved false a number of times, but it might be well
here to cite an example to show that if the electric rail-
ways could dispense with the rush hour and its inevi-
table straphangers, the alleged enormous profits of the
business might be much nearer realization. Last week
we pointed out that the cost of rush-hour service could
be more than double that normally existing, but no
consideration was given to the influence of the in-
creased rush-hour receipts. This phase of the question
will now be discussed.

For a typical case there may be taken the circum-
stances assumed in our last issue. Here a 14-mile round
trip was considered, the schedule time being one and
one-half hours, equal approximately to the duration of
the rush period. By using the average figures displayed
in the last electric railway census as a basis, a figure
of 40 cents per car-mile was derived as the operating
cost for the tripper cars, or those used only to handle
the peak of the load. Since the duration of the peak
here coincides with the assumed round-trip time for

the run, most of the trippers would make only 14 miles
daily, and this mileage, at 40 cents per car-mile, would
make the daily cost per car $5.60.

In this total there have been included both indirect
and direct operating costs without taking into consid-
eration any of the overhead charges involved by the ex-
istence of the tripper cars themselves. Each of these
cars would be worth presumably $5,000, and interest,
depreciation and obsolescence at 12 per cent of this
sum amounts to $600 per car per year, or $2 per day,
if the car is in actual service 300 days out of each
year. In addition, provision for carhouse and shop
space must be made for every car that is owned, and
the investment thus made is also productive of over-
head expense. The latter has been estimated by B. F.
Wood in a recent article in the Electric Railway Jour-
nal to be $108 per car per year, or 36 cents per day,
making a total for the two items of $2.36. When this
sum is added to the operating expense of $5.60, the
total cost of providing the car and making the daily
trip during the rush hour becomes $7.96 per car.

To balance this expenditure there are only the strap-
hangers and, say, fifty other passengers who are able to
secure seats. As the case herein assumed is an actual
one, there are definite figures of loading to show the
earnings of the individual car. These show that the
seating capacity at the point of maximum loading is
exceeded by 60 per cent, giving a load of about eighty,
and that enough short-haul fares are picked up in ad-
dition to raise the register reading normally to 125 at
the end of the out-bound trip. These conditions are, ad-
mittedly, unusually favorable for large gross earnings,
but nevertheless, the receipts from the trip come only
to $6.25, against an expense of $7.96, thus involving
a clear loss of $1.71 to the company for putting on each
rush-hour car.

Of course, the receipts given above cover only the
out-bound trip, although the car might accept passen-
gers on its return in the other direction. The reason
is that the in-bound traffic during the evening rush is
almost invariably insufficient to load even the cars op-
erated in the normal hours, conditions in the particular
line in question providing no more than thirty in-bound
passengers at the point of maximum load. So far as
over-all receipts are considered, therefore, the in-bound
tripper might just as well be run closed to the car-
house, except for the psychological effect, as the fares
that are thus collected are merely taken from one of
the regular cars.

Here, then, is a case where the provision of cars to
carry the peak load leaves the company out of pocket
on the operation. The straphanger, instead of paying
dividends, has really cost the company money. If he
could, by some miracle, be eliminated, or if the com-
pany could be absolved from the responsibility of car-
rying him, it would be greatly to the benefit of the rail-
way's earnings. At the same time, perhaps, all the
railways would escape the hounding to which they are
now subject on the grounds of making money by hang-
ing their patrons on straps.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

Signaling in the Public Service Terminal

To Secure the Greatest Safety and Rapidity of Car Movement, an Interlocking Signal System

Was Adopted — Comprehensive Instructions, Explaining the System and

Its Operation, Are Issued to Trainmen

By J. W.
Assistant Superintendent Public

WHEN cars began using the Public Service ter-
minal, Newark, N. J., on April 30, 1916, a familiar
figure in street railway work was absent. No switch
boy, with his clanking iron, ran from point to point,
directing cars into their proper tracks; instead the
exhaust of compressed air and the flashing of red, yellow
and green lights proclaimed the passing of the "switch-
iron brigade." The determination to use centralized
control of car movements in and out of the terminal was
in keeping with the dominant thought, which governed
the entire terminal plan, that only the best in modern
construction and methods would enter into its erection
and operation.

The general plan of the operating levels provided for
a subway approaching from the west, the tracks enter-
ing the building on the lower level, forming a loop within
it, and returning to the surface at Washington Street,
some blocks* distant from the loop. The concourse floor
at the street level provides space for ticket offices and
the usual station appointments, while on the second
floor, or upper levej, tracks were laid to accommodate
all cars coming into the building from the east. The
diagram on page 892 shows the track layouts in the
building on both lower and upper levels, together with
their approaches.

The Terminal's Uniqueness Imposed New Problems
The entire absence of any similar terminals in sur-
face line operation made necessary the solution of many

BROWN

Service Railway, Newark, N. J.

problems without the aid of previous experience by
other street railway companies. The selection of the
signaling system to be installed was based jointly on
present steam railroad practice and the peculiar re-
quirements of the problem at hand.

After careful study of the requirements, power inter-
locking was decided upon on account of its safety and
rapidity of operation. Further study of the relative
merits of electric interlocking and electro-pneumatic
interlocking indicated that the latter system appeared
to be best adapted for the work. On account of the
necessity for operating on different levels and for rapid
handling of cars at the Mulberry Street entrance to
the upper level it was necessary to install three operat-
ing towers. Tower No. 1 was located on the lower level
loop, tower No. 2 on the upper level loop and tower No.
3 at the entrance to the terminal yard.

From tower No. 1 are operated the signals and
switches controlling the use of the two unloading tracks
and the three loading tracks, Nos. 1, 2 and 3, on the
lower level. The impossibility of viewing the entire
territory controlled from this tower made it necessary
to install therein a track model which indicates to the
operator the passage of all incoming cars over the con-
trolled sections of the unloading tracks, and makes pos-
sible the maximum use of these tracks without causing
congestion. From tower No. 2 are operated the signals
and switches which distribute the cars over loading
tracks Nos. 4, 5 and 6 on the upper level. Ten lines of

P. S. TERMINAL SIGNALING — TERMINAL YARD, SHOWING UPPER TRAIN FLOOR ENTRANCES AND EXITS

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

cars make use of these three tracks, and cars of the
same line are sent over the same track, as passengers
cannot pass from one platform to another except by
returning to the concourse floor and re-ascending to the
appropriate platform.

Tower No. 3 is located at
the entrance to the terminal
yard at Mulberry Street, and
from this plant twelve lines
of cars are handled. On the
second day of operation the
plant was called upon to take
care of twenty-one lines of
cars on account of a diversion
of lines during a large parade
incident to Newark's 250th
anniversary celebration. This
called for the handling of 250
cars per hour. The daily
maximum number of cars
handled per hour from tower
No. 3 is 216. The total
number of levers is thir-
teen, and they control five
switches and eight sig-
nals.

The interlocking machines in all towers are similar
and are of the unit type, facilitating the making of
additions in the future. The upper cut on this page
shows the interior of tower No. 3 and the machine lay-

out. Another shows the general track and signal layout
in the terminal yard.

All signals are of the light type, using 5-in. lenses,
with all exposed signals hooded to intensify indications.
With the exception of signals Nos. 119, 120 and 121 in
Mulberry Street, and the space blocking signals in the
subway, all signals employ two colors: red indicating
"Stop," and yellow, "Proceed with caution."

Signals Nos. 119, 120 and 121 are suspended in a
horizontal position from span wires in the street, red
indicating "Stop," green indicating "Proceed — Right-
hand route," and yellow indicating "Proceed — Left-hand
route."

Solenoid control was selected for the switches lead-
ing from Mulberry Street to the terminal yard, as the
installation of air cylinders in the street paving pre-
sented some difficulties. These switches are similar to
the electric switches installed at many points on the
Public Service lines.

At points of track convergence where trailing point
switches are used automatic signals, controlled by track
circuits, have been installed. These signals in common
with interlocking signals have "Stop" as their normal
indication and, upon a car entering the controlled sec-
tion, the signal gives a "Proceed" indication, providing
a car on the converging track has not already obtained
a similar indication.

SIGH**- LAVOOT

layout 3uBr&tvAt-0»/e& t-

TERMINAL SIGNALING SIGNAL LAYOUTS

In the subway, three-position light signals, spaced 200
ft. apart, afford spacing protection. These signals are
controlled by track circuits and are overlapped, giving
indications as follows: Red, "Stop — Block occupied";

1 ■

Hi'- if

P. S. TERMINAL SIGNALING — TOWER NO. 2, UPPER LEVEL

P. S. TERMINAL SIGNALING — MULBERRY STREET TOWER

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

yellow, "Proceed with caution — Prepare to stop before
passing next signal"; green, "Proceed."

A double cross-over installed in the subway at the
entrance to the lower level provides a means for opera-
tion in case of obstruction of one of the tracks. The
switches are equipped with switch-circuit controllers
which operate in conjunction with the signal system to
give "Stop" indications when the switches are open.

Electric current for the operation of signals is sup-
plied by a motor-generator set using 600 volts on the
d.c. side. This generates alternating current at 220
volts which, by means of the three-wire system, is trans-
mitted to the signals at the proper voltage. Emergency
connections with the a.c. mains supplying the terminal
are also maintained. Compressed air for switch opera-
tion is obtained from the compressors which furnish
air for other purposes in the building.

Signal Instructions to Trainmen

The following is an extract from the general instruc-
tions issued to trainmen concerning the operation of
the signal system:

GENERAL NOTICE
The rules and instructions herein set forth apply to the
use of signals installed to safeguard and govern movements
of cars and trains into and out of Public Service terminal.
These rules supersede all previous rules and instructions in-
consistent therewith. In addition to these rules, special or-
ders may be issued from time to time. Such orders, when

P. S. TERMINAL SIGNALING PARK PLACE FRONT OF TERMINAL

ON OPENING DAY

issued by proper authority, whether in conflict with these
rules or not, must be obeyed while in force. It shall be the
duty of all trainmen to familiarize themselves with the fol-
lowing definitions and rules, as well as the location of the
different signals, the meaning of the different indications
and the extent of the protection afforded.
definitions

Fixed Signal. — A signal of fixed location indicating a conT
dition affecting the movement of a car or train.

Interlocking or Interlocking Plant. — A system of switch,
lock and signal appliances so connected as to prevent con-
flicting signal indications and to insure the proper position
of the track layout to be passed over, thus protecting move-
ments in the interlocking territory.

Interlocking Station or Tower. — A place from which an
interlocking plant is operated.

Light Signal. — A fixed signal in which the indications are
given by the color of a light.

GENERAL RULES

1. Signals are provided to give authority for car move-
ments and to protect such movements, but the use of sig-
nals does not relieve the motorman in any way from the
responsibility of operating his car with caution with regard
to obstructions on the track, clearance of other cars and
position of switches.

2. The movement of cars and trains will be governed by
signals at the right-hand side of the track.

3. The signal indications are: Red light, "Stop"; yellow
light, "Proceed with caution" ; green light, "Proceed at nor-
mal speed."

Note: In the horizontal signals on Mulberry Street a
green light is used to indicate ""Proceed — right-hand route,"

terminal signaling — three-position signal at
subway portal

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

and a yellow light to indicate "Proceed — left-hand route."
All movements over switches in street are to be made with
caution.

4. The motormen must observe the indication of fixed
signals until passing them.

5. When a signal indicates "Stop" (red) the motorman
must stop his car far enough back from the signal so that
the indication can be clearly seen. A signal indicating
"Stop" must not be passed except as provided in the rules.

6. A signal giving an improper indication (two colors at
once or a white light) or a dark signal (except signals Nos.
119, 120 and 121, on Mulberry Street — see below) must be
regarded as a stop signal, and the fact must be reported

to a signalman, starter or inspector.

7. When a car or train is stopped by
evidently out of order, the motorman will proceed with cau-

tion upon receiving a hand signal from a signalman, starter
or other authorized person.

8. All signals are distinguished by numbers which must
be used in reporting signals.

9. Reverse movements past signals must not be made
except under direction of starter, signalman or other au-
thorized person. Cars must not under any circumstances be
backed through operated switches unless the switches are
properly set. Serious damage may result from a violation
of this rule.

Signals at Facing Point Switches in Terminal. — Signals
Nos. 10, 14 and 16 are on the lower level. Signals Nos.
101, 104, 110, 112 and 118 are on the upper level.

10. These signals and the facing point switches adjacent
to them are operated from the interlocking towers.

11. Each of these signals will give the "Stop" (red)
indication after the passage of each car or train untH the
route is set up for the next one, when the "Proceed with
caution" (yellow) indication will be given.

12. The protection afforded by these signals extends only
as far as the insulated rail joints just beyond the switches.
Cars must clear these joints to permit another movement of
the switch.

13. Signals Nos. 103 and 106 are operated from tower
No. 3 in conjunction with the facing switches of the cross-
overs, and will give the "Stop" (red) indication when these
switches are set for movements from one track to the
other.

Signals Governing Movements over Trailing Switches. —
Signals Nos. 12, 13, 18, 19, 20 and 21 are on the lower
level. Signals Nos. 107, 108, 113, 114, 115 and 116 are on
the upper level.

14. These signals are entirely automatic and are operated
by the cars moving over the track sections.

15. A broad stripe painted across the track (or a sign
reading "Signal control limit") about a car length from the
signal, indicates the point where the control of the signal
begins. Cars must not pass beyond this point until ready
to proceed after receiving or discharging passengers.

16. These signals will normally give the "Stop" (red) in-
dication. As a car passes over the signal control limit, the
signal will change to the "Proceed with caution" (yellow)
indication if it is safe to proceed. (Signals Nos. 20 and
21 will give a green indication if signal No. 22 is green or
yellow.) (See signals in subway.)

17. If two cars on adjacent tracks move toward the sig-
nals at the same time, one signal will change to the "Pro-
ceed" indication while the other signal will continue to
indicate "Stop" (red) until the first car has passed beyond
the switch point. This latter signal will then clear and the
second car may proceed.

18. The rear-end protection afforded by these signals ex-
tends only as far as the switch, except in case of signals
Nos. 18, 19, 20 and 21, where the protection is continued
by the signals in the subway.

Spacing Signals in the Subway. — Signals Nos. 2, 4, 6, 8,
10, 18, 19, 20, 21, 22, 24, 26 and 28.

19. These signals are entirely automatic, and are op-
erated by the cars moving over the track sections.

20. The signal immediately behind a car or train will
give the "Stop" (red) indication.

21. The second signal behind a car or train will give the
"Proceed with caution" (yellow) indication. In passing
such a signal, the motorman must reduce speed and be pre-
pared to stop before passing the next signal.

22. If the track is clear for two sections ahead the signal
will show a green light indicating "Proceed at normal
speed."

23. These signals afford continuous protection in-bound
from signals Nos. 2 to 10 and out-bound from sienal Nos.
18, 19 or 21 to a point near the east end of the waiting plat-
form near Washington Street.

Cross-overs in Subway.

24. The two cross-overs in the subway are operated by

levers located between the tracks just east of the cross-
overs, the two switches of each cross-over being operated
together by one lever.

25. When the cross-over is used, the switch lever must
not be thrown back to its normal position until the car or
train has passed out onto the main track. Under no cir-
cumstances must a car be run through the switches unless
they are properly set.

26. Dwarf switch lights are placed. opposite each of these
switches. They show a green light in both directions when
the switch is set for the main track, and a red light in
both directions when the switch is set for the cross-over.

27. Signals Nos. 8 and 22 will show a red light when any
of the switches are set for the cross-over.

Switches at Washington Street Entrance.

28. The facing point switches at Washington Street are
operated by standard electric switch mechanism with trolley
contactors.

29. In operating the switch on the private right-of-way
in front of the waiting room, use power to turn south on
Washington Street and coast under the contactor if turn-
ing north on Washington Street.

30. The switch on the south-bound track on Washington
Street is operated according to standard practice. Use
power if turning the curve into' the subway, coast under
the contactor if continuing south on Washington Street.

Signals and Switches at Mulberry Street Entrance. —
Signals 119, 120 and 121.

31. The facing point switches on Mulberry Street are
ordinarily operated from tower No. 3, and movements over
them are governed by signals Nos. 119, 120 and 121.

32. These signals are suspended horizontally over the
street and give the following indications: Red light (in
center), "Stop"; green light (right end), "Proceed — Right-
hand route"; yellow light (left end), "Proceed — Left-hand
route."

33. Motormen must approach these signals with their
cars under full control, and before proceeding must see that
both the switch and the signal are set for their proper route.

34. While the signals are designed to give right-of-way
and to protect against conflicting car movements, it must be
borne constantly in mind that vehicular and pedestrian traf-
fic is not regulated by the signals, and the usual care must
be exercised to avoid accident. Neither does the use of sig-
nals relieve the motorman of the necessity of exercising due
care to avoid collision with other cars in case signals should
be improperly given or accepted.

The entire signal and interlocking equipment de-
scribed above was furnished and installed by the Union
Switch & Signal Company. The solenoid-controlled elec-
tric switches in Mulberry Street were furnished by the
United States Electric Signal Company. The plans and
specifications for the Public Service terminal signaling
were drawn by the company's engineers under the
supervision of the signal department. The Union
Switch & Signal Company's engineers ably assisted in
the working out of the many problems involved.

War Effect on Accident Increase in
England

The extent to which decreased lighting and other war-
time conditions have added to street traffic dangers is
indicated in the recent report of accidents issued by the
British Home Office. During the twelve months ending
Dec. 31, 1915, there were 3014 persons killed and 60,189
injured by vehicles on public highways in the United
Kingdom. These figures, the highest yet recorded, give
an average of more than eight deaths and nearly 165
cases of injuries per day. Mechanically propelled ve-
hicles were almost entirely responsible for last year's
increase, causing 614 more deaths and 4597 more cases
of injury than in 1914. Of the deaths in the whole of
the London area, including the city, 156 were caused by
motor omnibuses, 439 by other motor vehicles, eighty-
seven by tramcars, 172 by horse-drawn vehicles (other
than tramcars or omnibuses), and thirteen by pedal
cycles; 10,158 persons were injured by motor cars,
motor vans, etc., 4020 by electric tramcars, 2786 by
motor omnibuses, 5482 by horse-drawn vehicles, and
4423 by bicycles.

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

895

Iowa Association Meets

Utility Franchises and Regulation Discussed at the General Meeting — At the Technical

Session on Wednesday the Topics Considered Were Rail Joints,

Training of Trainmen and One-Man Cars

sion. R. A. Leussler presided and opened the session
with a few remarks concerning developments in the elec-
tric railway industry during the year. He said that at
the last meeting the jitney situation waa alarming, but
that it had practically solved itself and very few jitney
buses were now operating in the State. This year the
high prices of materials and the demands for increased
wages were the subjects of greatest importance confront-
ing the railways. In closing, he said that the executive
committee of the association now had before it the ques-
tion of admitting manufacturers' representatives to full
membership in the association.

R. H. Findley, superintendent of track and roadway
Omaha & Council Bluffs Street Railway, then read his
paper on rail joints, published in abstract elsewhere,
and F. V. Skelly, assistant superintendent Tri-City Rail-
way, Davenport, opened the discussion. He told of the
experience of his company with electrically welded rail
joints and the number and character of failures. J. M.
Bramlette, vice-president and general manager Lincoln
(Neb.) Traction Company, said that his company had
installed 967 Lorain welded joints in 1914, and there
had been only eleven failures with these joints. In
most of these failures, the web of the rail had cracked.

H. Mann, Goldschmidt Thermit Company, explained
the difference between his company's old type and the
new insert type of welded joint. He was of the opinion
that the rail should be welded at the head to make a
successful joint. He said that out of 700 welded joints
placed in Chicago in 1915, only one failure had oc-
curred. Mr. Mann said that thirty-two thermit joints
had been installed in 9 hr. in San Antonio, Tex. Con-
cerning the increase in price from $6.50 to $7.50 he
said that this was due to the 300 per cent increase in
the price of aluminum.

O. S. Lamb, superintendent Waterloo, Cedar Falls &
Northern Railway, then read a paper on the selection
and training of trainmen. This paper is published in
abstract elsewhere in this issue.

C. E. Fahrney, general manager Ottumwa Railway &
Light Company, agreed that frequently the men who
were difficult to train made the best trainmen. He said
it was the practice of his company to re-employ train-
men who had left the service while in good standing.
Mr. Leussler said his company had adopted the same
policy, but had limited the number of times a man would
be re-employed.

Mr. Lamb stated in response to an inquiry that he
examined his interurban trainmen on the standard code,
but the men in the city service received a written ex-
amination on a set of questions relating to their partic-
ular duties. He was of the opinion that the men could
not be too good for the service. If they showed special
talent they were appointed to better positions. Presi-
den Leussler said that he had found it particularly ad-
vantageous to keep the written examinations of train-
men on file. When one claimed never to have heard of
a certain rule, these examination papers often proved
that the employee had forgotten. . He also said that in
some instances the men who looked too high-class for
the service did not stay. In reply to an inquiry from
W. H. Evans, Tool Steel Gear & Pinion Company, it was

UTILITY franchises and regulation were the prin-
cipal topics discussed at the joint session of the
Iowa Gas, Electric Light, Street & Interurban Railway
Association held at Dubuque, Iowa, on May 10. E. M.
Walker, president Iowa section National Electric Light
Association, presided, and Hon. J. S. Saul, Mayor of
Dubuque, made the address of welcome. H. C. Black-
well, Davenport, responded fittingly, and among other
things emphasized the importance of harmony and co-
operation between the public utilities and the communi-
ties they served. If harmony is lacking, he said, it was
because some one was unfaithful to his trust.

George McLean, president Key City Gas Company,
Dubuque, then delivered an address entitled "Theory of
Public Utility Franchises." An abstract of this ad-
dress appears on another page of this issue.

Austin Burt, Waterloo, opened the discussion with
the statement that a franchise was the same as any
other private contract except that it contained an ele-
ment of public trust. Unfortunately, in its execution
the public was too frequently represented by men who
only strived to further selfish interests. He was of the
opinion that the twenty-five year limit was inspired by
the thought that it eliminated the disadvantages of the
perpetual franchise. Mr. Burt was opposed to the
profit-sharing plan between the municipality and the
company, mentioned by Mr. McLean, but did favor an
indeterminate franchise. Other points brought out in
this discussion were that the public, as a whole, is not
so familiar with business affairs and with contracts as
are the utility operators. Owing to this fact, the public
would be apt to look with suspicion on any contract or
profit-sharing plan, no matter how favorable to the city,
and it would be very difficult to explain any such plan in
detail to the public.

R. A. Leussler, Omaha & Council Bluffs Street Rail-
way, was also opposed to a profit-sharing plan which
did not share the profits with the utilities' patrons
rather than with the public. W. H. Abbott, vice-presi-
dent Red Oak Electric Company, urged that the public
should be impressed with the importance of the rates of
interest paid for new capital. He said that the public
looked upon a utility as a necessity rather than a luxury,
just as it considered roads, streets and other public im-
provements. Municipalities can borrow money for these
at 4 or 5 per cent, yet they are no more vital to the
public's needs than the service of the utilities. If the
public could be brought to understand that it could
make it possible for utility companies to borrow money
at the same rate, a solution would be afforded. It would
permit reductions in rates and improvements in service.
Ample capital at low rates of interest would permit a
higher standard of construction and thus reduce the
rate of depreciation. Another point made was that any
burden imposed upon the service of a public utility
represented simply a surtax to the consumer.

Electric Railway Session

Following this general meeting a session was held of

the Iowa Street & Interurban Railway Association, at

which the two subjects discussed were the schooling of

trainmen and rail joints. Both aroused a lively discus-

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 20

stated that generally the sons of trainmen were unsatis-
factory. When they were intelligent their fathers had
higher ambitions for their sons' futures.

J. P. Ingle, general superintendent Keokuk Electric
Company, did not believe in the generally adopted
method of schooling trainmen after the preliminary in-
struction. His company continued the instruction at
monthly meetings. At these the trainmen are informed
of their records in detail and the effect on the operation
of the company. The men in town questioned the su-
perintendent concerning orders and instruction, and
frequently made good suggestions. In this way every
trainman knew the results which were being obtained
by the company and took an active interest in improv-
ing the results. When men are employed for motormen
or conductors, they are told that any position in the
company's organization is open to them. Motormen
and conductors have been transferred to other depart-
ments, and the plan has proved advantageous, particu-
larly in emergencies. If extra crews are needed they
are available.

Mr. Bramlette, Lincoln Traction Company, said that
his company had employed men between the ages of
nineteen and forty-five, but that he had changed the age
limits to twenty-five and thirty-five. He said that he
had recently tested a plan for rewarding men for reduc-
ing accidents, but he believed that it tended to make
them dishonest in reporting accidents. Mr. Bramlette
also said that last Christmas his company gave each
employee a savings bank book with a small amount of
money credited to his account. A recent inquiry at
the bank showed that more than $15,000 had been cred-
ited to the accounts of employees.

Mr. Lamb, Waterloo, explained that his company used
the Brown system of merits and demerits, and that
sixty-five demerits discharged a man. He said that
this system had been a great incentive to trainmen to
make good records. Regarding one-man cars, Mr.
Lamb said that they had been so successful in Water-
loo that the public did not want to change to two-men
operation, and although the men objected to them at
first they were no longer opposed to them.

Charles Munsen, manager at Marshalltown of Iowa
Railway & Light Company, said that one-man cars had
been in operation on that property for more than two
years. When service was inaugurated, he told the busi-
ness men of Marshalltown that it was impossible to give
them the service they should have except by changing
to one-man cars. He also convinced the City Council
and the Mayor of this fact, and consequently there was
no complaint from them. When the one-man cars were
substituted for the two-men cars, all trainmen were re-
tained and given shorter hours and an increase of 5
per cent per hour in pay. At the present time the train-
men object to two-men operation, even at fair time when
the traffic is heavy. He also said that as a result of
one-man operation accidents had decreased, better men
were obtainable and the public now considers one-man
cars both safe and satisfactory.

Just before the session adjourned, Mr. Skelly called
the attention of the association to the work of the
American Railway Association, which is endeavoring to
standardize the color scheme and aspects of highway
crossing signs and signals. He recommended that a
resolution be sent to the proper committee of the Amer-
ican Electric Railway Association, recommending that
it co-operate with the American Railway Association
committee because this subject was of importance to
interurban railways. The association approved his sug-
gestion.

The meeting scheduled on May 11 was to be a general

meeting with the Iowa Gas Association and the Iowa
section of the National Electric Light Association. An-
other technical railway session was scheduled for May
12. At this John Sutherland, master mechanic Tri-
City Railway, was to present a paper on "Inspection
and Maintenance of Rolling Stock" and an illustrated
lecture on steel poles was to be given by A. H. Bates of
the Bates Expanded Steel Truss Company. An abstract
of Mr. Sutherland's paper is published in this issue.

Rail Joints

BY R. H. FINDLEY

Superintendent of Track and Roadway Omaha & Council Bluffs

Street Railway

The problem of splicing rails in such a way that prac-
tically a continuous rail will result has been attempted
for many years with varying degrees of success. The
perfect joint for uniform service is yet to be found. If
it is being used it has not yet demonstrated its mechani-
cal efficiency to the satisfaction of street railway engi-
neers in general, and the result is that numerous types
of joints are constantly being developed.

In providing proper splices for rails we are bucking
up against a construction problem quite different from
almost any other connected with the electric railway
industry. That enormous temperature strains take
place is certain. In our city we have had welded rails
break in a number of places which no doubt required
a strain of from 15,000 lb. to 40,000 lb. per square inch,
making the total tensile strain somewhere between
108,000 lb. and 290,000 lb. It might be very true, how-
ever, that a portion of this was due to shrinkage strains
concentrated at the rail weld. However, it has been
said that for each 7-deg. change in temperature a strain
of 1000 lb. per square inch results in the rail, this unit
strain depending, of course, on the type of track con-
struction. Bolts have snapped off from shrinkage
strains in open track during winter months, and in re-
mote cases smaller rails on open track have broken be-
cause of contraction in extreme weather, this occurring
where no welds were applied.

Experiments have been made to determine the ap-
proximate differences in temperature between the base
of a high rail in a paved street and the ball of the rail.
Some have shown that the rail, when the air tempera-
ture is climbing from normal up to 90 deg. Fahr., will
develop a difference of 12 deg. between the base and the
ball, the rail finally assuming an even degree of heat,
hotter than the air by several degrees. This variation
in temperature results in longitudinal shearing stresses
in the rail which must be transmitted through the joints
or decimated in the roadbed.

During the hot weather enormous compressive forces
resulting from temperature rises are at work in the rail.
Rails being confined are thereby prevented from jump-
ing all over the street, resulting in compressive stresses
in the steel, which no doubt in time affect a change in
the molecular condition of the rail.

Failure of bolted joints to resist forces in the past
has been due generally to imperfect mechanical fit be-
tween rail and plates, improper bolting, the use of in-
ferior bolts, poor workmanship, and failure to realize
the necessity for grinding or smoothing up the surfaces
of the rail after applying joint plates. Few have failed
from not being able to resist bending moments, if foun-
dation is properly constructed.

Foremost among refined methods of splicing rails for
modern service to-day, stands the necessity for grinding
off the surfaces of the rails after applying the joint.

Rails cannot be rolled with precise cross-section, and

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

897

slight differences in the surfaces of the rails at joints
usually exist when laid new.

If these differences at the joint are allowed to re-
main a constant hammering is going on. The load not
supported on springs, as nearly as can be determined,
is delivering blows which in some cases vary directly
as the square of the velocity of the car, and inversely
as the diameter of the wheel. A portion of this variable
force is taken up and the energy wasted through the
resiliency of the rail and wheels. In addition to this
blow we have the impact at a joint delivered by the load
supported on springs, which for ordinary differences in
rail heights remains approximately constant.

If plates and rails are not resilient enough to pro-
vide for these differences in height, and if joint con-
struction cannot take care of all the dissipated energy
the remainder will be transmitted to the tie and sub-
structure of the track and wasted there. If the wooden
ties are laid on a rigid base, the tie will become badly
damaged. If the tie is a steel one laid on concrete, the
concrete will eventually disintegrate.

Differences in height of rails at joints must be re-
moved immediately to conserve the life of the joint.
Practice has demonstrated this very forcibly within the
last eight years, and I will mention one particular in-
stance out of many where the issue was brought to my
attention. Two pairs of compromise splices were in-
stalled of the Atlas type where 70-lb. A. S. C. E. rails
were connected to 97-lb. 424 grooved section. At the
time of installation in 1913 a very slight difference in
the surface of the rails was noticed, and we neglected
to grind the rails to a smooth surface. This
"was a single track over which 26-ton cars op-
erated on from a headway of from three to
four minutes. Inside of eight months these joints
were a wreck, including paving and rail ends. In order
to repair them, new Atlas plates were installed, new
pieces of rails were cut in, and the joints were then
ground to a true surface. After more than two years
these joints are apparently as perfect as on the day
they were installed. We find this to be particularly
true on compromise joints at special work.

If we use bolted joints we must draw the rail ends
together as tightly as possible, when applying plates.
If this is not done a depression will soon result. It has
even been demonstrated under heavy traffic that a rail
will eventually cup out at the point where a saw cut
is made through the ball of the rail.

In general, mechanically applied joints fail as a re-
sult of impactive forces, rather than from bending mo-
ments. If bolted joints are to be adhered to, the main-
tenance-of-way engineer will, perhaps, not look with
favor on the use of rolling stock equipped with wheels
of small diameter, as there is a slight tendency at the
present time to do, unless he can be assured that there
is a corresponding decrease in the "no spring" load.
He also would appreciate car equipment design involv-
ing the very lightest of truck construction obtained by
the use of alloy steel, if this is practicable.

Various Types of Joint
We are all familiar with the plain bolted fish-plate
joint. In years past this served the purpose admirably,
due to the lighter equipment and comparatively infre-
quent service. On our system we have a number of
miles of track constructed of 73-16 steel, Lorain sec-
tion No. 291, on which bolted fish-plates were installed
from ten to sixteen years ago. The joints were pulled
very tight when the track was laid, but were not ground.
Over this track, at the time it was constructed, single-
truck cars weighing from 10 tons to 12 tons were op-

erated with infrequent headway, probably from twelve
to fifteen minutes. Some of this track had this light
service for several years, during which time, due par-
tially to the use of salt in heavy winter snowstorms,
there was a great amount of oxidation between bolts,
plates and rails. We have some of this track upon
which 90 per cent of the joints are perfect to-day, upon
which 20-ton cars are operating under headways vary-
ing from four to seven minutes.

We have reconstructed some track of this type be-
cause of repaying operations, and after cutting off the
bolts a large amount of sledging was necessary to re-
move the plates. Such experiences show that under
some local conditions practically a continuous rail can
be developed at little expense, without resorting to more
expensive types of joints and welds if car service is
light enough.

On bolted joints which have failed we find the under-
side of the ball of the rail cut, and the plates cut, to
such an extent that a new pair of plates will not fish
to the rail. If the plates are renewed there will still
be movement of the rail and pounding. In making re-
pairs on such types of joints we have resorted to the
use of shims made of soft sheet iron bent in such a
manner that they cannot work out. These are fitted be-
tween rail and plates. By then grinding the surfaces
of the rails to remove the cups, considerable life may be
added to the track, pending street improvements.

The ordinary fish-plates for Section L. S. 97-lb.-424,
can be bought and installed on our system for $2.80
per joint without bond with ordinary wrought-iron
bolts. However, for present-day city service with fre-
quent headway this installation is not adequate, al-
though improvements are constantly being made to the
old fish-plate type of joints. In some cases the holes
through the plates are reamed to the size of hole in the
rail, after the rail ends are drawn tight; then high-
tension bolts are inserted with a drive fit. For a 7-in.
rail from six to ten bolts of 1%-in. diameter are used.
In some places hot rivets have been used instead of the
bolts.

For all mechanical splices, too much stress cannot
be put upon the use of alloy steel, or heat-treated steel
bolts, giving us a higher elastic limit and greater ulti-
mate strength. The ordinary wrought-iron bolts have
an elastic limit of about 30,000 lb. per square inch and
an ultimate strength of approximately 50,000 lb. With
the chrome steel bolt or heat-treated carbon steel,
strengths of double this amount are possible. The
greater elastic limit will allow for slight movements of
the plates in adjusting themselves to the rail when first
applied and are not so liable to be stretched beyond their
elastic limit with a 36-in. wrench. A longer wrench
should not be used on 1-in. bolts. These improved bolts
cost approximately twice as much as do those of wrought
iron.

Together with the use of higher tension bolts the
lateral strength of the plates must be sufficient to de-
velop the strength of the bolts without buckling. Plates
which will bend under a bolt will develop a "line" con-
tact instead of a "plane surface" contact at "fishing"
surfaces which should be prevented.

The Clark joint, which is extensively used in Cleve-
land of late years, involves the use of standard, heavy,
twelve-hole fish-plates, with reamed holes through
plates and rail, and drive fit bolts. A chunk of thermit
at the base is used for conductivity, also adding strength
to the base of the rails at the joint. It is said this joint
costs approximately $6 on 7-in. rail.

In Baltimore a riveted, ten-hole fish-plate joint with
the thermit, similar to the Clark joint, has been used

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

with holes reamed before driving rivets, costing them,
I understand, about $6.70 each on 7-in. rail.

A form of fish-plate joint has been developed and
patented, providing for preheating the plates, and using
drive fits bolts. By reaming the holes when plates are
hot and bolting up the joint, the shrinkage of the plates
will draw the rail ends very tightly together.

As opposed to the fish-plate there are other types of
splices which attempt to obtain three planes of contact.
Foremost of these types, all developed from the angle
bar, we find the Continuous, Atlas, Webber, Wolhaupter
and One Hundred Per Cent joints.

The Continuous joint has been used very extensively
all over the country in both steam and electric railways.
It costs us, installed exclusive of bond, approximately
$5.25 per joint including grinding on 7-in., 97-16
grooved rail. The use of high-tension bolts brings the
cost without bond to $5.55 and with brazed bonds at
present prices $6.25.

The Atlas joint, which is of similar type with pro-
vision for two truss bolts in the bottom, below base of
rail, is of the malleable cast type. It is claimed that
three planes of contact result by the use of the truss
bolts, at the base of the joint. This bolted splice ap-
pears very good with high-tension bolts in the base.
The concensus of opinion among track men seems to
favor a rolled joint as against a cast type for general
use, as so much depends upon the workmanship in mak-
ing up patterns and finishing malleable castings.

In order to provide three perfect planes of contact, a
composite joint has been developed by Mr. Nichols,
formerly connected with the Philadelphia Rapid Transit
Company. This embodies the use of zinc spelter be-
tween the rail and the joint plates and in spaces left
under the head, tram and base of the rail. At the pres-
ent prices of spelter this joint is very expensive.

Coming now to the different attempts to develop a
welded splice and to provide a continuous rail, it may
be said that all engineers have attempted to do away
with as many splices as possible and to reach, as nearly
as it is practicable, a rail of continuous length. In
using 62-ft. rail we have almost reached the limit of
handling, although we could handle 10-ft. longer lengths,
and a number of the types of joint already mentioned
furnish, in so far as some traffic is concerned, a splice
which provides a practically continuous rail throughout
the life of the steel.

There are a number of different methods of welding
rail joints. Perhaps the electric welding process, by
the use of heavy current and low voltage through which
steel plates are welded to the web of the rail, is the
most widely known. This process, it is understood, is
controlled by the Lorain Steel Company and is installed
through contract with them or their lessees. A large
amount of special equipment is necessary to make the
installation. Plates are welded at spots to the rail. A
weld through plates is made at the rail ends, and one on
each end of the plates. It is claimed that the method
has been perfected in late years, until the percentage
of breakage the first year after installation has been
cut in Chicago from 5 per cent in 1907 to 0.25 per cent
in 1910.

The cast-weld process by which molten iron is poured
into a mold inclosing the rail ends has been used ex-
tensively in many cities. About 100 lb. of metal is used
to splice a 7-in. rail, the iron flowing through the holes
in the rail ends thereby binding itself together. The ef-
fect is quite similar to the iron-bound construction used
in the manufacture of manganese-steel, hard-center spe-
cial frogs and switches. This type of splice has been
abandoned by many companies, although it is still used

by a number— notably in St. Paul and Minneapolis.
Much depends upon the care used in performing the
work and the final finishing of the rails. Water jackets
have been used in attempting to prevent the heating
of the ball of the rail, thereby preventing to some ex-
tent the softening of the rail ends.

The Goldschmidt Thermit Company joint requires
considerable grinding and we estimate it to cost on our
system $8.50 per joint complete in addition to an in-
vestment in the necessary apparatus. We used 500 of
this type in 1909-1910 on old steel rails. These joints
were of the old type of weld and they gave us a con-
siderable percentage of breakage the first year. The new
type, however, is a great improvement over the old
design.

There are types of joints of recent development
through which plates are arc welded to the web or base
of the rail. One of these, called the Apex joint, support-
ing the ball of the rail, is put out by the Indianapolis
Switch & Frog Company. It consists of plates with
angled ends, arc welded to the web and base of the rail.
We have installed some of these joints on repair work
only, the cost on new 7-in. steel approximating $5 per
joint.

In Columbus, Ohio, a joint involving the use of asso-
ciation standard eight-hole fish-plates, with the arc
welds, has been used. It is claimed that this joint can
be put on for $4.50 in Columbus. This figure, however,
would be low for our city on account of the higher
cost of materials and would be about $6.50 per joint.

Arc-welded fish-plates are particularly serviceable for
making repairs. We have some track, laid before we
made a practice of using expansion joints during the
construction period, in which a number of joints opened
slightly. We found it impracticable under the condi-
tions to go back over the track and draw the rail ends
together, and we were also pressed by the city to hurry
the work along. These conditions, coupled with the fact
that we had no facilities for grinding the joints after
the track was completed, caused an early pounding at
the joints, damaging both plates and rail ends to such
an extent that new plates did not fit. Recently we have
been removing the old joints, installing Apex joints,
and welding with the arc welder, building up the ball
of the rail with the same welder and grinding to a
smooth surface. Very good results have been obtained.
This track has had service of twenty-seven double-truck
cars per hour in each direction during the lean hours
of the day, and about twice this number during the rush
hours, cars weighing from 18 tons to 20 tons empty.
The cost of replacing with the Apex joint is approxi-
mately $6.50 each, including tearing up and replacing
the paving and 50 cents for current consumption.

We are trying another method of making joint repairs
to some of our old track where Continuous joints have
become badly damaged by the joints cupping. We re-
move the plates, and using the outside plate, we have
the base cut off in a planer in such a way that, on in-
verting the plate, there will be a space outside of the
head of the rail upon which a ribbon of steel can be laid
with the arc welder. Another ribbon is laid at the base.
Holes are repunched so that bolts can be installed and
tightened, using a home made plate on the inside of the
rail, quite similar to the inside bar of the Apex joint.
A little difficulty is experienced with the arc welder in
laying ribbons of steel on this work, due to the rather
uneven surfaces of the rusted rails. We have decided
that on this work it saves time to grind the old rust
completely off before welding, using a small electric
portable grinder having a flexible shaft.

Now as to the selection of a type of joint to satisfy

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

the needs of any particular electric railway system.
This is to a great extent a local problem. The life of
the rail is not always the life of the joint. We have
removed rails upon which the base had entirely rusted
away, while at the same time the joints were very good
— plates being rusted on perfectly and it being neces-
sary to rebuild the track on account of the repaying of
the street. It would have been folly to have welded
such joints originally. On the other hand, we have
had sections of track upon which much maintenance
has been necessary at the joints. Pounding has broken
the rail ends, necessitating the cutting in of pieces;
however, it has never been necessary to rebuild any one
section of our track due to poor joints alone. With
maintenance on our older and heavier traveled track
we have been able to nurse it along pending repaving
of the street. In only one instance have we found the
«ost of repairing excessive, and that was on an ex-
ceptionally heavily traveled section of track.

On sections of modern city track lightly traveled, with
no immediate prospect of an increase in service, with
service no more frequent than seven minutes, and equip-
ment weighing from 18 tons to 20 tons, the use of a
good type of bolted joint, such as the Continuous type,
carefully applied with high-tension bolts, surface
ground will, perhaps, give proper satisfaction through-
out the life of the track.

On other sections of heavily-traveled track, with
headway less than seven minutes, it is the opinion of
the writer that the application of a bolted joint is not
the best of construction. A properly applied pair of
heavy fish-plates involving the use of welded lines of
steel should give satisfaction. In such a case, driven
fit bolts of high strength should be used to help resist
temperature strains. On the more heavily-traveled sec-
tions of track, perhaps the use of an entirely welded
joint would be economy.

On any section of rail which has been in service
fifteen to twenty years we can expect some maintenance
whether joints are welded or bolted. We have nothing
to prove to us locally that welded joints on such lines
will not, after a number of years, show up large num-
bers of breaks due to crystallization or granulation of
the steel and to temperature and shrinkage strains at
welds. Whether this maintenance will be greater than
joint maintenance is a matter for local anticipation.
However, the adoption of a type of joint depends some-
what upon the track construction. If steel ties are
used, embedded in solid concrete construction, providing
a non-resilient roadbed, it would seem advisable to
abandon altogether the purely bolted type of joint and
to adopt either a combination welded and bolted joint,
or else to weld the rails.

At the present time we are making a trial of an im-
proved fish-plate joint on some of our heavier-traveled
track which we will rebuild this year. This joint com-
bines the use of six lVi-in. drive-fit ordinary wrought-
iron bolts with the arc-welding process. The fish-plates
are of an exceptionally heavy six-hole section with no
space for concealed bond. After drawing the rail ends
hairtight we will ream the holes to 1%-in. and drive
through lVt-in. machine bolts. On account of the condi-
tion of the steel market we will use the 1*4 -in.
wrought-iron bolts at present. However, our
plan is to use lV^-in. heat-treated steel bolts
later on. After the plates are thoroughly tightened we
will arc weld and lay a ribbon of steel along the base
of the plates connecting them to the base of the rail.
In addition to this a 6%-in. x 12-in. x v2-in. plate will
be welded below the joint by two lines of weld. This
joint will cost us slightly more than the Continuous
joint we are now using.

Theory of Public Utility Franchises

BY GEORGE MCLEAN
President Key City Gas Company, Dubuque, Iowa

Mutuality should govern the conditions of all public
service franchises for the reason that whosoever oper-
ates a public utility under authority of a charter acts in
the place of the municipality which has elected not to
perform the service directly. If this fact were duly
and constantly regarded by both parties to the negotia-
tions, there would be no franchise question. If the
return of the public service company were limited by
law or contract to a fixed and guaranteed rate on the
investment, any excess going into the public treasury,
all could understand that the exactions imposed upon it
should be such only as would be considered wise and
just if the property were operated by the city directly,
and that the burden of all further exactions and restric-
tions must ultimately fall upon the patrons of the serv-
ice in the form of higher charges for the same than
would otherwise be necessary. When these burdens are
such as to arouse the apprehensions of investors in the
securities of the company, the effect is equivalent to an
advance in the cost of raw materials. For among the
materials the public service company must use in its
business, capital is chief. The terms upon which the
company can secure this capital depend upon its credit,
which may be impaired by legislation, or even by the
threat of legislation, of no compensating value, nor of
any value whatever, to its patrons.

It is not feasible for the municipality to guarantee
the public service company a fixed return on its invest-
ment, as, even if there were no legal obstacles in the
way, this would destroy the company's motive for the
exercise of those virtues upon which private ownership
of any class of property depends for its justification.
Nor does mutuality require that the contract guarantee
a fixed return. What it demands on the one hand is
that the public authorities prescribe for the government
of the company only such regulations, burdens and re-
strictions as an enlightened government would impose
if the utility were administered by the municipality
directly. The contract lacks mutuality, and hence jus-
tice, unless the public authority, for each burden or
restriction it imposes, recognizes a balancing obligation
of its own. Thus the law limiting franchises to twenty-
five years is unsocial, inequitable and lacking in mutual-
ity because it does not provide for amortization of the
investment within the company's corporate life. Mutual-
ity requires correspondence between the franchise and
amortization periods. This restriction upon the life of
franchises originated in the experimental years of regu-
lation and under conditions which no longer exist.
The minor regulations contained in franchises, or often
proposed in the city council or the legislature, should
also in any fair consideration of this topic be submitted
to the test of mutuality. The model franchise, like the
ideal constitution, contains few specifications and seeks
to preserve the rights of the people through powers
reserved rather than through legislation detailed.

The ordinary franchise prescribes a maximum rate
which the company is free to reduce on its own motion
and without awaiting the action of the public authori-
ties. This liberty has been freely exercised. In many
instances rates have been reduced voluntarily, not upon
warrant of increased volume of business, but merely
upon expectation that this result would follow. How-
ever, mutuality must be automatic in operation if it is
to be reliable and permanent and is to command the con-
fidence of the public. Speaking for myself, I favor
profit sharing as a guarantee of mutuality and a means
of assuring the company's patrons of their interest in

900

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20*

its fair treatment, its economical, efficient and just
management and its prosperity.

This profit-sharing plan contemplates a standard rate
and a standard dividend, which dividend is not to be
guaranteed by the city but is to be retained by the com-
pany if it succeeds in earning it. This standard divi-
dend should be cumulative, should correspond to the
rate the banks of the community charge on loans carry-
ing hazards equal to those borne by the public service
company and should be based on the value of the prop-
erty devoted by the company to the public service. Fur-
ther net earnings, if any, should go to a reserve fund
until the latter reaches a certain proportion of the
capitalization based on the inventory value of the com-
pany's property.

The reserve should be used when necessary to main-
tain the property, or meet a deficit in the standard divi-
dend, and should be available for no other purpose. Any
surplus which might be accumulated after meeting the
requirements of the reserve or emergency fund should
be divided between the company and its patrons on a
sliding scale. Any dividend above the standard allowed
the company out of this surplus should be proportioned
to and dependent upon its rebates to •consumers. Thus
a particular concession in the rate should give the right
to a particular increase in the dividend, and a further
concession in the rate should authorize a further in-
crease in the dividend.

Under this plan rates would be automatically adjusted
to the worth of the service to the consumer. His re-
bate, or dividend, would rise or fall with the prosperity
of the company, and the company's right of participa-
tion in the earnings above the standard dividend would
be its sufficient motive for endeavoring to operate the
property with the utmost economy and to increase the
profitable business from year to year. Its success in
these particulars would measure not only the consumer's
return but its own.

Excepting the class which condemns all rent, interest
and profit in any industry as unjust, may we not safely
assume the willingness of the public to concede a rea-
sonable profit to the useful and legitimate industry
which may be able to attain it, and its further willing-
ness to concede to the management a fair degree of par-
ticipation in the benefits of progress in the industry?
Profit sharing is proposed in the belief that such as-
sumption is safe and that it would dispel those misun-
derstandings and suspicions which often in the past,
and frequently to their mutual disadvantage, have dis-
turbed relations between the public service companies
and the people.

Selection and Training of Trainmen

BY 0. S. LAMB
Superintendent Waterloo, Cedar Palls & Northern Railway

We all have our pet methods of selecting men for the
various duties devolving upon them. But either con-
sciously or unconsciously, I believe, most of us, in
choosing an employee, have in mind an ideal candidate
and in that way select the applicant whose qualifica-
tions, mentally, morally and physically, most nearly
approach this ideal.

By the very nature of the case, it is impossible to
adopt a scientific formula and apply it to the selection
of men for the many places that have to be filled. A
hard-and-fast rule might be workable if we were per-
mitted to make our selections from raw material of a
high grade. Obviously, this is impossible and every
man who is charged with the selection of trainmen must
be content to make his selection from average and often
from inferior material. Fortunate, indeed, is he who

can see in the awkward, embarrassed candidate the-
making of an efficient employee. There is no more im-
portant function of the hiring officer than this power
of discernment, unless it be the ability to develop the
raw recruit into the capable trainman.

There is a great deal of literature on efficiency in all
lines of industry and in all departments of transporta-
tion. Scientists tell us that psychology should be em-
ployed by the man whose duty it is to select employees
in a given occupation and develop them along the lines
of efficiency. This is the theoretical side of the matter
and, of course, it cannot be wholly ignored. Yet I be-
lieve that most of the hiring officers, as a general thing,
are committed to the idea that the only way to develop
competent trainmen is in the school of experience. We
will all agree that the school of hard knocks either puts
the polish on a trainman and makes a competent, re-
liable man out of him, or else puts him in the discard.

On the Waterloo, Cedar Falls & Northern Railway
our system of handling an applicant for a position as
trainman after he passes the customary examination is
to put him to work in the shops to familiarize him
with the different classes of equipment. Here he re-
ceives instructions on the control stand, is taught how
properly to work up power and to manipulate the hand
brakes. During the time he is serving in the shops or
on the cars as a student his references are being in-
vestigated, and if these are satisfactory he is then per-
mitted to take a car, if the seasoned trainman who
has been breaking him in recommends such a course.
An applicant's references are of great value and no em-
ployee is permitted to remain in the service unless his
previous record has been good.

We promote our men from city service to interurban
service, and we do not hire direct to the interurban
service unless we have no one in the city service who is
capable of passing the examination. We operate about
100 miles of electric railway, doing passenger and
freight business, and the class of service requires as
keen and bright trainmen as any railroad operating
with steam. We require all motormen, conductors and
brakemen to pass an examination on the standard code
of train rules for single-track operation, and we are
just as technical and thorough in this examination as
the steam lines. We follow up this examination with
a series of surprise tests, our trainmaster being re-
quired to pull off four such tests a month on the inter-
urban lines. A careful record is made of these tests
and if a trainman fails to follow out the rules he is
disciplined.

We hold semi-monthly meetings for our trainmen and
the discussions are in charge of an officer. The legal
department is represented occasionally, giving the men
talks from the standpoint of the law and its application
to the operation of cars and trains, and the relative
rights of the cars and trains to the other traffic upon
the streets and highways. The claim department gives
them talks on personal injuries and how to avoid acci-
dents and the master mechanic speaks to the men on
shop practice, construction of cars and the handling of
equipment. The electrical engineer gives a lecture now
and then on the electrical appliances and construction
of motors, and the trainmaster takes up with them
every-day questions of operation, while the writer en-
deavors to prepare something for every meeting that
will be interesting and instructive. The men join in
these discussions, ask questions and tell their ex-
periences. It has a good effect, and our older men, to
whom is given the breaking in of the students, receive
a great deal of benefit from the practical lessons of
these meetings.

On account of the extremely varied class of our equip-

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

901

ment, motormen, when passing from the city service to
the interurban service, spend a great deal of time in
our shops. We have several different types of control,
but our latest and heaviest equipment is provided with
HL control, and as our heavy freight equipment differs
considerably from passenger equipment and the men
are required to pass an examination, they remain in the
shops from two weeks to thirty days. The knowledge
a motorman gains from actual experience with the
equipment and its troubles is worth more to him than
the advice obtained from an instructor and is worth a
great deal more to him than any instruction he can ob-
tain in any other way.

Such an elaborate course of instruction is really
necessary. Unless we provide the means for imparting
adequate instructions to our trainmen, we are not doing
them full justice — and our work does not even end there.
Every man should be given a fair chance to demonstrate
his ability and he should be treated with leniency, until
he has had time to become familiar with the duties as-
signed him. When we have done our part in the mat-
ter, by giving our men a fair opportunity to render
competent service, there will be less occasion for tak-
ing snap judgment upon the men who have made a
mistake or who have overstepped the line of duty be-
cause of insufficient instruction. So thorough should
this preliminary training be that the statement "I
didn't know that was against the rules" ought never to
be heard. I need not say to you that fair dealing and
patience in the treatment of men who are derelict is
good policy. We should never discharge a man hastily,
for a full and fair investigation of the case may reveal
mitigating circumstances. It is a poor rule that has
no exceptions. Where you find a good bunch of men,
contented, well versed in their duty, courteous to pas-
sengers, prompt and attentive to business, and men who
have the interest of the road at heart and work with
a will with no grumbling and no discontent, you are
bound to find competent, well-trained officers.

Inspection and Maintenance

BY JOHN SUTHERLAND
Master Mechanic Tri-City Railway, Davenport, Iowa

It is a universally accepted principle that accidents
to work people are to be prevented, not so much by legis-
lation as by voluntary effort through the co-operation
of employees and employer in the interest of safety.
The motto for all street railway men should be "Safety
First," and for all maintenance and inspection men "Is
It Safe?" Safety is a business question because it is
a losing proposition to have a skilled workman incapaci-
tated. It costs money to compensate him or his rela-
tives, and it takes time and money to train another man
in his place.

"Is it safe?" This is a question which every inspector
should put to himself where any risk might be involved,
and, having cultivated the habit, he is likely to mini-
mize the number of accidents and pull-ins that arise
from taking a chance with badly-worn parts of equip-
ment.

The subject of inspection and maintenance has re-
ceived its full share of publicity. The electrical jour-
nals have a special department for the voicing of opin-
ions of all maintenance men. These articles are very
instructive and helpful, and it appears to me that there
is very little left unsaid on the subject, but anyone
familiar with this work as well as with the training
of men has learned that it requires more than system-
atic inspection to get the best results.

The hub of inspection and maintenance is the repair
shop. In this department you must have skilled me-

chanics in their various lines. If the railway man-
agers would listen attentively when we want high-grade
men for this class of work they would soon get results,
as these men, being conscientious, would not allow any
parts of equipment that are defective to leave their
department.

There is nothing that makes an inspector lose interest
in his work more quickly than an armature which
throws solder from a badly-soldered commutator im-
mediately after installation. Right here I take issue
with some articles that have been written regarding
the method of testing armatures before placing them
in service. The high-voltage test gives you informa-
tion on nothing but insulation, and a motor on a 600-
volt circuit does not require any test in excess of the
line voltage. When an armature is wound, it should be
tested for insulation with the line voltage, and for
short-circuits and faulty soldering by the low-voltage
transformer yoke test, each segment of the commutator
being short-circuited to discover faulty soldering. As
a further precaution, the motor, after being mounted
in the truck and ready for service, should be made to
move the car with the three other motors (on a four-
motor equipment) disconnected. This test is more
severe than it can possibly get in service and gives as-
surance that it is perfect in every way.

We have kept a careful record of motor failures and
armature removals, and find seven-tenths to be due to
mechanical trouble, principally bearings becoming low,
and these are discovered by the inspector, with his
gages, on regular inspection trips every fifteen days,
or 2000 miles. It is a significant fact that we only
rewound one armature for being low in 25,187,200
motor-miles; this record covers sixty-eight quadruple
equipments of the modern type. Seven of the equip-
ments mentioned have run, up to March 1, 3,794,200
motor-miles, without having an armature removed or a
bearing installed, and they show very little wear.

Credit for this showing must be given to the modern
methods adopted by motor manufacturers in the design
of the bearings, which have the waste packed against
the shaft on the low-pressure side, a column of waste
over it (the oil being fed from below) and with an oil
pocket for gaging the depth of oil. The waste used is
elastic and lively, and the oil is especially adapted for
this class of work. One armature winder takes care of
951 motors, which average 4000 miles per month.

Our bearing practice is a very novel one, as we plane
all axle and motor caps so that one diameter is slightly
scant. After this is done the bearings are set in the
cap, the halves of which are drawn tightly together
with a large wrench. The bearings are thus clamped
securely in position, and a uniform grip is assured over
the entire surface. This manner of fastening elimi-
nates all surface wear, and the dowel pins are only
used as a guide for the proper position of the bearing.
All our bearings for each type of motor are interchange-
able. If an armature shaft is worn we turn it down,
shrink on a steel sleeve and turn it down to gage. When
we turn down the shafts we leave a good fillet, but never
turn a square shoulder, and we have never experienced
any broken shafts at this point. When finished, these
sleeves are about 7/64 in. thick, and none of them has
ever loosened up in service. They are put on at a dull
red heat and allowed to cool slowly.

One tool used in modern practice is indispensable —
the acetylene welder. We have put this tool to many
varied uses, a few of the most important being as fol-
lows: When a small crack in an axle is discovered it is
cut out "V" shape and welded up, then turned off
smooth in a lathe, and the results obtained have been
very satisfactory. We weld our keys in the axles and

902

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

find this plan to be a big money saver. We also build
up our broken motor cases, worn journal boxes, truck
frames, etc., but have never attempted its use in repair-
ing broken wheel flanges, as I don't think that in the
interest of safety it is the proper thing to do.

Inspection is for the purpose of preventing any de-
lays to service by making repairs in time instead of re-
pairing after trouble has occurred. This is extremely
important in order to maintain a perfect schedule for
the transportation department. A good inspection sys-
tem, well established and properly conducted, is bound
to bring results. The work is different from repair-
shop work, it being an art in itself. This class of work
should only be allotted to men who can be relied on to
know whether a partly-worn piece of equipment will be
safe until the next inspection. It is unreasonable to
expect the best results unless due consideration is given,
not only to the selection of the men but also to the sur-
roundings and facilities connected with their work.
Good work cannot be expected under disagreeable work-
ing conditions.

The inspection of equipment in this enlightened age
is comparatively simple, on account of the steel car and
the interpole motor. The inspectors find it an easy task
to give the different parts a thorough inspection, as
flash-overs are a thing of the past, and with this trouble
eliminated one disagreeable task has been done away
with.

Two years ago, on one of our interurban lines, we
had a great deal of armature trouble which could not be
accounted for. The armature insulation would be
roasted, and then the motor would ground. We kept a
careful watch for this trouble and found it occurred
only on certain motors. The fields were tested and
found in good condition, and we came to the conclusion
it was the different diameters of wheels that caused the
trouble. The wheels were taken out and turned until
they were of uniform size, and no further trouble of
this kind has since been experienced. Since the wheels
were made uniform our maintenance records show a
very marked decrease in armature troubles. That there
can be a relation between uniform wheels and motor
maintenance is disputed theoretically by eminent pro-
fessors, but their knowledge is not infinite, and results
obtained in practice are what count with us.

There are many features that enter into low mainte-
nance costs, one of which is a well-run storeroom. It
is not a paying proposition to keep a car costing $5,700
out of service any length of time waiting for material
to repair it. All companies should have a first-class
man in their storeroom, one who must be held responsi-
ble for all repair parts, and who must also keep his
stock up to the minute. His one problem to contend
with is the cost of investment for the supply of repair
parts, and with this in view he never overstocks on
anything, although it is always more economical to have
the repair parts in the storeroom than hold the cars out
of service. Another feature is to keep records of the
different parts of the equipments. By this method one
can soon detect any faulty inspection and catch it in
time, and the blame can be put where it belongs. You
cannot be too careful with records, as this is the only
means you have in devising a way for more economical
maintenance. There never was a time like the present
for practising economy, as material has doubled in price.
Wages have increased by leaps and bounds, and the jit-
neys are cutting into the receipts, but the value of the
nickel received has not increased proportionately, and
we are giving better service every day.

There is nothing more discouraging to a master me-
chanic than to have the manager say: "Look at these
figures; their road is about the size of ours, but their

maintenance is 15 per cent lower. Investigate this and
find the reason why they can make such a showing."
Maintenance comparisons look well on paper, but no
two cities have the same conditions to contend with.
The city with the low maintenance cost has the follow-
ing advantages: The line voltage is good, the feeders
are adequate for the service, the track is in first-class
condition and well bonded, the equipment is of the most
modern type, the cars are light and properly selected
for the service, while the city with the high maintenance
has the track in poor shape, low voltage, heavy equip-
ment with obsolete motors not designed for the service.
From these diverse conditions you cannot get similar
results.

With the development of the light-weight, modern
motors it pays to scrap obsolete equipment, not only
from a maintenance point of view, but also from the
saving in weight and power consumption. Where the
cost of motors per 1000 miles is 90 cents per motor, and
the cost of light-weight, modern motors is 20 cents per
1000 miles, you can readily see it is a good investment
to get rid of your older types. With modern motors
your cars can give 25 per cent more mileage, as such
frequent inspection is not required, and there is consid-
erably less liability of breakdowns. The points just
mentioned do not include the loss of time and revenue
from failure of cars, which necessitates their being
taken out of service for repairs. This is a big item
when you have but a few spare cars to keep your sched-
ule up to the mark.

Maintenance and inspection work varies in every
city, and no hard or fast set of rules would apply to
all properties, as the different kinds of equipment have
their own specific peculiarities and a schedule. of in-
spection made to suit their requirements.

Psychology of Signal Observance

At a recent meeting of the newly-organized Economic
Psychology Association at Columbia University, New
York City, a paper on the causes of railroad wrecks was
presented by O. V. Fry. In this it was stated that in-
formation had been collected on seventy-two wrecks
which were caused by failures of engine men to recog-
nize signal indications. Contrary to common belief, the
greatest number of such man-failures appeared to take
place during the middle of the day when the natural
light was at its best. In forty-two cases out of the
total of seventy-two wrecks investigated the weather
was clear, the fact that fewer accidents occurred during
fog being attributed to the extra attention to signals
which was given under bad weather conditions. Twen-
ty-nine of the wrecks were due to misinterpretation of
fixed color signals and the remainder to failures of rec-
ognition or observance of the position of semaphores.
The author considered that during the daytime color
signals had been proved to be more easily read than
semaphores. This was explained because the eye and
the mind caught the appearance of a color more quickly
than the position of an arm. The author urged the
use of psychotechnical tests in connection with the em-
ployment of trainmen, and stated that these gave a
method of comparison even better than the indication
of ability displayed by an employee's accident record.

The Northampton (England) Corporation Tramways
have recently constructed a home-made tower wagon by
mounting a tower apparatus on the chassis of a 16-24
hp. Fiat automobile which was chanced upon in the yard
of a certain London dealer. During the six months the
machine has been operated it has traveled many hun-
dreds of miles without any trouble.

May 13, 19161

ELECTRIC RAILWAY JOURNAL

903

Tests on 30,000-Kw. Turbine

The Most Recent Units for the Interborough Rapid

Transit Company, Reaching a Thermal Efficiency

of 25 Per Cent, Have Made the Gas Engine

Obsolete in Large Stations

AT a meeting of the American Society of Mechan-
ical Engineers in New York on May 9 a paper*
was presented by H. G. Stott and W. S. Finlay, Jr., in
which were given the results of a series of elaborate
efficiency tests on one of the 30,000-kw. cross-compound
steam turbines recently installed in the Seventy-fourth
Street power station of the Interborough Rapid Transit
Company of New York. Before the paper was read
Mr. Stott made some preliminary remarks on the de-
velopment of prime movers since the year 1900, when
the Seventy-fourth Street station was installed.

At that time the plant was equipped with reciprocat-
ing engines of 5000-kw. rating and a maximum ca-
pacity of 50 per cent overload. The water rate was
17y2 lb. per kilowatt-hour, and the cost of the engine,
generator and condenser approximated $40 per kilo-
watt of rated capacity. The plant was of the unit-type
arangement, and 4000 hp. of boilers were furnished for
each 5000-kw. turbine. When the new turbines were
installed, each one occupied the same floor space as one
of the original reciprocating engines, although the tur-
bines was of six times greater capacity. The new ma-
chine had a water rate of ll1 '2 lb. and cost about $9 per
kilowatt, including generator and condenser, being op-
erated by the same eight boilers that had originally
supplied steam for the 5000-kw. reciprocating unit.

This extraordinary development of the turbine, Mr.
Stott said, had caused it absolutely to have displaced
the gas engine for power station work. The thermal
efficiency of the turbine now approximated 25 per cent,
as good a figure as could be obtained from the gas en-
gine, while the latter involved very much higher over-
head charges and maintenance costs. For the same
reason, hydroelectric power, which looked like a gold
mine fifteen years ago, even when the cost of develop-
ment ranged between $200 and $300 per kilowatt, was
to-day not a good investment. Even at Niagara Falls,
where the development charge is at a minimum, and
where the supply of water is practically unlimited, hy-
droelectric power cannot compete with that obtained
from a modern steam-turbine station when the load
factor is less than 50 per cent.

The paper of the evening was then presented by Mr.
Finlay. This gave a brief description of the installa-
tion and presented in detail the results of the tests.
From the figures, it appeared that the maximum effi-
ciency was attained with a load approximating 90-per
cent capacity, the water rate at this point being 11.25
lb. per kilowatt-hour. Throughout all of the tests, the
operating conditions were approximately the same, the
figures for the test giving the lowest water rate being
as follows: Absolute steam pressure at throttle, 224
lb.; steam temperature at throttle, 500 deg. Fahr. ; su-
perheat, 108.5 deg. Fahr.; absolute steam pressure at
primary inlet, 215 lb.; absolute steam pressure at low-
temperature inlet, 15 lb. Vacuum referred to 30-in.
barometer, 28.86; average load, 26,740 kw. ; water per
hour, 301,035 lb. The water rate for this test was
11.258 lb. per kilowatt-hour, this figure being corrected
to meet standard conditions involving 215 lb. absolute
primary-inlet pressure, 120 deg. superheat and 29. in.
of vacuum. The Rankine-cycle efficiency under these
same conditions was 75.84 per cent and the thermal effi-
ciency was 24.81 per cent.

The load under which the turbine was tested took the
swings as normally produced by the railway substations

which were being supplied with power, but a number
of tests were also made under throttle control to show
the influence of the swings upon the economy. The
latter results, however, did not differ from the former,
showing that swings even amounting to more than 30
per cent of the average load made no appreciable dif-
ference in the performance.

In the discussion which followed F. Hodgkinson, of
the Westinghouse Electric & Manufacturing Company,
who had designed the turbine, discussed the irregu-
larity that appears in the water rate curve above loads
of 22,000 kw., this having been found definitely to be
due to some other cause than errors in the readings.
He ascribed it in part to the action of the separator that

*>•;

11.00

16 H 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33
Load In Thousands of Kilowatts
INTERBOROUOH TURBINE TESTS — WATER-RATE CURVE

was installed between the high-pressure and low-pres-
sure elements for the purpose of removing the water
that otherwise would be carried over into the low-pres-
sure blading. This separator was of the centrifugal
type, and it was found at times to be inefficient,
the removal of the collector plates actually reducing the
amount of water carried over at certain loads. R. J. S.
Piggott also commented upon this phenomenon, stating
that it is impossible to remove the last few per cent of
moisture in steam with baffles. It is best to slow
down the velocity of the steam below 3000 ft. per
minute, at which point the "fog" coalesces into drops
which will separate themselves from the flow of
steam.

In answer to a number of questions that were raised
during the course of the discussion, Mr. Stott stated
that the maximum capacity of the turbine was between
33,000 kw. and 34,000 kw., it being rated at 30,000 kw.
and guaranteed for a load of 32,000 kw. Beyond this
point, the turbine lost speed, so that an addition of 25
per cent overload would produce a slowing down of
about 15 per cent from normal speed. The monthly
average coal consumption of the plant approximated
1.5 lb. per kw.-hr. With the original reciprocating en-
gine displaced by the turbines, the coal consumption had
been 2.5 lb. The thermal efficiency of the station as a
whole averaged 17 per cent throughout the month at
the present time.

Employees of the Bridgeport division of the Con-
necticut Company have a family gathering known as
the Order of the Black Bow. On Monday evening,
April 24, the order gave its annual banquet, entertain-
ment and dance in the Masonic Temple, Bridgeport.
There were 175 in attendance, including employees,
their families and a few guests from other divisions of
the company. The first part of the program was an
amusing and clever rendering of the playlet "The
Yankee Peddler." A banquet was served and was fol-
lowed by dancing. The Order of the Black Bow has
been organized about two years, and two or three of
these get-together meetings are held each year.

904

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

P. S. R. A. Discusses Railway Problems

Chief Topic Was Enforcement of Commission Orders for Regulation of Jitneys — Papers on

Labor, the Engineering Manual, and Physical Examination for Employees

Are Published This Week

THE spring meeting of the Pennsylvania Street Rail-
way Association was held at the Hotel Brunswick,
Lancaster, Pa., on May 9 and 10. The first session, on
the afternoon of May 9, was devoted to addresses on
the labor situation, the general needs of electric rail-
ways and physical examination for employees, while the
concluding session on the morning of May 10 was largely
taken up with the presentation and discussion of mis-
cellaneous topics concerning the operation of electric
railways.

FIRST SESSION

The first meeting was called to order at 2 p. m. by
President Thomas A. Wright, vice-president and gen-
eral manager Wilkes-Barre (Pa.) Railway, who in his
president's address criticised the theory of labor leaders
that an employee by reason of his employment acquires
a vested interest in his employer's property. An abstract
of Mr. Wright's address is published elsewhere in this
issue. After the reading of the treasurer's report
President Wright introduced Charles L. Henry, presi-
dent American Electric Railway Association, as the first
speaker on the program.

Remarks by President Henry

In his opening remarks President Henry compli-
mented President Wright upon the sentiments expressed
by him and went on to say that the relation of labor
and capital is perhaps the most serious problem con-
fronting the American people to-day. The subject has
been of increasing importance in the last few years,
but the special conditions now surrounding the nation
make the problem worse than before. Provided the em-
ployer does what is right, he • would, in President
Henry's opinion, have no trouble in getting along with
his labor if the agitators did not interfere. These are
abroad in the land, fomenting trouble and preying on
the public mind, which is led to suppose that labor re-
ceives good from their actions.

President Henry then discussed the relative scope
of activity of the American Electric Railway Associa-
tion and the state bodies, and said that owing to the
local problems arising in various sections of the coun-
try nothing at all would be gained by making the state
associations a more intimate part of the national body,
which deals only with questions so nearly universal in
scope that all companies can work together therein to
aid one another. There is no conflict between the two
classes of associations, for they are both working for
the good of the same industry although on different
questions.

Turning from this point, President Henry observed
that there is a present tendency on the part of many
people toward government and municipal ownership,
but he averred that enterprises under such a plan could
not be conducted as economically, as efficiently or as
much for the benefit of the community* as would be the
case if they were privately owned. The present high
state of development in this country has not been
brought about through government ownership but
through individual initiative, and even though with ex-
pansion there has come a greater use of the more im-

personal corporate form of ownership, this in its final
essence means simply ownership and management by
the same American brain and bravery that have made
this country what it is. No governmentally owned in-
stitution has reached the perfection in business organi-
zation attained by such companies as the Pennsylvania
Railroad, the Bell Telephone Company and many others,
and any adoption of government ownership propaganda
would mean a suspension of progress and a general
crippling of the country.

In regard to government and state control, however,
President Henry felt that such a plan was right, neces-
sary and not at all experimental. He traced the de-
velopment of the regulation idea and showed how under
the present plan the power of the government and the
states is exercised in delegated form by the commis-
sions instead of being applied directly through legisla-
tive channels as formerly. The only trouble with the
idea is that in many states the commissioners are se-
lected with almost a total disregard of their fitness for
the work to be done. If commissions are made up of
men qualified by education and experience to serve, regu-
lation will work out all right, but with inefficient men
on the boards only inefficient regulation can result.
President Henry cited, as an example of wise regulatory
practice, the act of the British government whereby in
taking over the railroads for war purposes it chose for
the commission in charge not politicians, but the gen-
eral managers of the lines.

In closing his remarks President Henry reviewed
briefly the increased burdens in labor costs, paving im-
provements and taxes, and said that the time has come
when the condition in the electric railway field must be
thoroughly explained to the public. The public, he
stated, has had reason to complain of some things, but
the present railways should not inherit the punishment
that should have gone with the blame. At present there
is a deplorable public sentiment against railways that
does not exist in the case of enterprises owned by indi-
viduals, and there is a great need for railways to force
the public to see the necessity for a fair deal. President
Henry believed that much progress toward removing
public ill-feeling could be made through the more exten-
sive use of common courtesy, and he urged that all
employees, from the lowest to the highest, be more im-
bued with the idea that the railways are asking the
public for patronage and that the public must be so
treated that its patronage will be gladly given and its
good-will maintained.

Other Proceedings

At the conclusion of President Henry's address Presi-
dent Wright urged the Pennsylvania Association to
show more frank, vigorous and concerted effort in the
discussion of the operating problems concerned in public
relations, and he emphasized the fact that more unified
effort should be made to disseminate information regard-
ing the needs of electric railways.

Owing to the inability of the men to be present, the
scheduled papers by J. A. Keppelman, on "Current Street
Railway Problems," and by D. I. McCahill, on "Court
Trials in Damage Suits," were omitted, and then Francis

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

905

D. Patterson, M.D., chief of the division of industrial
hygiene and engineering, Department of Labor and
Industry, Harrisburg, Pa., read a paper on "Physical
Examination for Employees." This is abstracted else-
where.

President Wright stated that his company had ex-
aminations made by a regular physician and an oculist
and believed that records should be made periodically
once a year. Out of 500 applicants recently examined
only three were found defective. President Wright said
that some antagonism was displayed by the old em-
ployees on account of fear that examinations would
result in their being pushed aside, but he felt that the
paramount duty in this regard was to take the necessary
steps to insure the public safety.

A resolution presented' at the last meeting in Scran-
ton to the effect that the winter meeting of the associa-
tion should be held on the third Tuesday and Wednesday
in November and the spring meeting on the third Tues-
day and Wednesday in May was then taken up and
passed, and the meeting adjourned. Through the cour-
tesy of the Conestoga Traction Company the delegates
then made a very interesting sightseeing trip through
the residential and business sections of Lancaster. In
the evening an informal dinner to association members
and guests was given at the Hotel Brunswick.

FINAL SESSION
Owing to the recent death of W. B. Rockwell, manager
Eastern Pennsylvania Railways, Pottsville, Pa., the
scheduled paper on "Jitneys — Their Effect on Street
Railways" was not presented at the opening of the final
session. President Wright stated that Secretary Stine
was preparing a letter of condolence to be sent to the
widow.

Discussion on Jitneys

The first address was by E. H. Davis, manager Wil-
liamsport (Pa.) Passenger Railways, on "Legal Points
in the Operation of Jitneys." Mr. Davis stated that the
legal question in Pennsylvania had been cleared up by
the recent decision in the Scranton cases making jitneys
common carriers. Although the decision on its face
covered cars with fixed termini and fixed fares, Mr.
Davis thought that it was applicable to both regular
and irregular jitney operators. In his mind, however,
there was a real question of how to get protection under
the decision. Counsel were gravely in doubt as to
whether jitneys could be required to operate every day,
for they were not like corporations with charters, and
apparently the only way to proceed against them for
non-operation would be by action of the Commonwealth
against the drivers, for the lack of service would be a
matter of purely public interest.

Mr. Davis then read part of a general ruling just is-
sued by the Pennsylvania Public Service Commission
to the effect that certificates of public convenience
would be limited "to the route and number of cars and
particularly to each automobile or auto-bus designated
in the certificate," that certificates would be non-trans-
ferable and that automobiles or auto-buses authorized
to be common carriers must have painted on each side
three lines containing the name of the person to whom
the certificate is issued, the word "auto-bus" and the
number of the certificate. Mr. Davis thought that the
Scranton decision would solve the problem in a majority
of cases, and he did not think that certificates would
be issued for summer operation only. He considered
it hardly possible in many municipalities to get satis-
factory ordinances, and on the basis of a broad view of
the question it would be better to meet jitney competi-
tion through commission regulation.

W. A. Heindle, general superintendent Southern
Pennsylvania Traction Company, Wilmington, Del., then
described the experiences of his company in Delaware
County. In this busy industrial center the jitneys
started about a year ago with speedy service. There
was no regulation, and at first thought it seemed that
they cut into the returns of the railway $75 per day.
Mr. Heindle said that besides the small automobiles
there were trucks, used industrially during the day,
which carried passengers morning and night. One spe-
cial delivery wagon for Gimbel Brothers was thus op-
erated. Mr. Heindle doubted whether such trucks could
be classified as common carriers. It was also found
that there were a large number of pleasure riders in
the jitneys, particularly at night. On May 1 the Council
passed a jitney ordinance providing for $50 license fee
and $2,500 bond, and this did a great deal toward cut-
ting out jitney competition in 'Chester. The company
doubled its service to take care of the extra traffic and
the proposition is paying. Seven jitneys have taken out
certificates but the competition is not serious.

W. E. Boileau, general manager Scranton (Pa.) Rail-
way, said that all the jitney lines stopped running in
winter, but that this spring one man began to operate
an auto-bus line without a certificate and that later he
with another man filed a petition for a certificate. This .
case is being argued now before the commission. Last
year in Scranton there were at one time 105 jitneys,
and fifty-two are in operation again this year without
certificates. The company doubled the service on the
lines concerned, but could not combat the jitneys on ac-
count of the foreign riders who wanted a 5-cent auto-
mobile ride. Mr. Boileau remarked that he had seen
eleven passengers riding in one Ford car. As a result
of a check made a few days ago it was found that on
the Providence line the jitneys were earning about 10
cents per bus-mile and on the South Side 8 cents per
bus-mile. The auto-bus line previously mentioned runs
100 miles on $12, and it will probably cost the owner
more than $20 a day to operate. Mr. Boileu said
that the Scranton Railway has filed or is filing com-
plaints against the fifty-two jitney owners to compel
them to seek certificates of convenience. Up to the
present time the commission has not acted. The jitneys
are cutting into the railway receipts about $200 a day.

C. B. Fairchild, Jr., executive assistant Philadelphia
(Pa.) Rapid Transit Company, felt that the Public Serv-
ice Commission would have to discover through its own
inspectors the violations of law, and certainly the bur-
den should not be put on the street railways. To his
mind there was a question whether the decision in the
Scranton cases covered wild-cat jitneys, although there
was no doubt about its reaching real bus lines. Mr.
Fairchild told how difficult it was to secure enforcement
of municipal regulation of jitney service in Philadel-
phia, and stated that the only way thus far devised was
to secure an attachment on the car, and even here the
$300 exemption limit allowed the drivers to evade pun-
ishment by claiming they did not have $300 or did not
own the cars. Some cases, however, have been placed
by the city solicitor in the hands of the sheriff and the
cars are now bearing public auction notices. Mr. Fair-
child suggested that the record of persistent violators
might be cited to the State Highway Department with
a petition for the revocation of the auto licenses con-
cerned. This body, he understood, would not counte-
nance continuous violations of city rules, and he would
like to see several companies take up the question in this
way.

George P. Wilson, chief bureau of rates and tariffs.
Pennsylvania Public Service Commission, stated that he
did not feel authorized to speak for the commission in

906

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 20

regard to jitney regulation, but he reminded the dele-
gates that the subject of jitneys was one not considered
when the regulatory law was passed and that time was
needed to work out a program of regulation for such
vehicles. In reply to a question, Mr. Boileau said that it
cost 6.5 cents a mile to operate a Ford car, and Presi-
dent Wright stated that the cost in Wilkes-Barre was
from 7.5 cents to 9 cents, the average being about 8
cents. President Wright also criticized the punitive
part of the public service commission act for being
weak as regards enforcement of fines and too long legal
procedure. It was explained that a deliberate violation
of an order of the commission subjects the party to
criminal proceedings, and the commission will certify
complaints to the attorney general to prosecute in \he
name of the Commonwealth. President Wright believed,
however, that the proper procedure against jitney opera-
tors was through complaints to the commission, and that
this would finally bring some fair action. The process
might be hastened if the association were to request a
hearing on the rules to be promulgated.

Miscellaneous Papers

After the foregoing discussion a paper on "One-Man
Car Operations," by W. E. Moore, president W. E.
Moore & Company, Pittsburgh, Pa., was read in his
absence by Mr. Fairchild. This paper will be abstracted
in a later issue. Mr. Boileau said that one-man cars
were a good device in many places and that in Houston
they seemed to be working out very successfully. In
Scranton, however, where there were fifty-six railroad
crossings, the proposition was entirely different. Labor
is opposed to one-man car operation, but the greatest
difficulty is the flagging of crossings. President Wright
said that in Wilkes-Barre there were eighty-five rail-
road crossings, but that his company had not taken up
one-man car operation because such cars could not handle
the peak loads, and multiplicity of equipment was not
desired. If one-man cars were to be used, he would
consider the placing of flagmen on the crossings. He
mentioned the fact that sudden illness of the motorman
was a very serious matter to be considered in connec-
tion with one-man cars.

J. E. Wayne, superintendent York (Pa.) Railways,
then read a paper on "Street Railway Freight and Ex-
press Service and Mail Rates," to be abstracted later.
The next paper was on "The Engineering Manual" by
F. R. Phillips, superintendent of equipment Pittsburgh
/Pa.) Railways. This paper is abstracted elsewhere.

In discussing the latter paper, M. Balluss, general
Tnanager Westchester, Kennett & Wilmington Electric
Railway, Kennett Square, Pa., said that, although there
was considerable talk about electric railway standards,
he did not think all of the talk was put into practice.
He mentioned the fact that some articles are used alike
by both steam and electric railways, and in such cases
he thought it would be advisable to consider steam rail-
road standards in use rather than to waste time and
money trying to devise new standards. He thought
that the greater purchasing power of the steam rail-
roads was worth taking advantage of in such cases.
Albert L. Allen, assistant manager State Workmen's In-
surance Fund, Harrisburg, was then called upon for
some general explanatory remarks in regard to work-
men's compensation insurance in Pennsylvania, with
particular reference to state-fund insurance.

The next paper was on "Rush-Hour Traffic" by P. T.
Reilly, superintendent of transportation Scranton (Pa.)
Railway, which was followed by a paper on "Handling
Accident Reserves" by H. D. Anderson, assistant comp-
troller American Railways, Philadelphia, who took on
the program the place of F. J. Pryor, Jr., assistant sec-

retary and comptroller of the same company. In reply-
ing to a question, Mr. Anderson said that the statistics
for the various companies controlled by the American
Railways varied, but in 1915 the lowest cost per acci-
dent was $6.52 and the highest cost per accident was
$47.80, while the accidents to passengers per 1,000,000
passengers carried varied from 6.85 to 20.69. President
Wright said that the average cost per suit was found by
his company over a series of years to be about $600,
and Mr. Fairchild stated that the cost per claim for his
company was calculated at $390. The last paper on the
program was by Mr. Heindle on "Training of Platform
Men." The three papers mentioned in this paragraph
will be published later.

Under new business it was moved that a committee
of three be appointed to stand ready to co-operate with
the Public Service Commission in matters affecting the
association and the appointment of such a committee
was authorized. Announcement was made that the
Conestoga Traction Company had arranged for a trip
to Engleside for the delegates who remained over, and
the meeting was then adjourned.

President's Address

BY THOMAS A. WRIGHT
Vice-President and General Manager Wilkes-Barre (Pa.) Railway

One of the most serious industrial problems of the
day is the theory being advanced by labor leaders and
men under the socialistic influence that one individual
working for another individual comes, at- a certain time
in the course of that employment, to have a vested in-
terest in the property of his employer. In the last fifty
years there has been a developing sentiment that the
under man, or the man at the foot of the ladder, has
been unduly oppressed and it is the responsibility of
the men in charge to look to the welfare of the most
insignificant employee, even where that employee is not
inclined to look after his own welfare.

The criticism against capital and the employer for-
merly was that the old laws favored them against the
workingman and labor in general. During the last
twenty years, however, in response to the demands of
labor, a great change has. been made in the law, and
now it is capital and the employer that complain against
the law as favoring the laboring man. Has labor, how-
ever, shown any indication of being satisfied or even
reasonable? Instead of being satisfied with the law, as
it has been changed to its advantage, labor has become
more and more dissatisfied, until now its dissatisfaction
has practically taken the form of contempt for all law.

Just as disturbing as labor's dissatisfaction with its
gains is the inclination of certain philanthropists to
lose track of the fundamental law of the land. Seth
Low, in a recent article on "Industrial Peace," assumes
that because property is owned by thousands of stock-
holders, it is less their property than if it were owned
by a single individual, and he goes on to argue that the
workman who works for a corporation should receive
greater consideration than a workman who works for
an individual. Mr. Low voices these theories as a
"growing conviction," without stating any basis of right
for such a conviction. The class of laboring men who
believe in this "theory" are laboring men who have no
property or, if they have property, it has been acquired
in dispensing this theory to those who would be anxious
to hear it.

In the theory that a man acquires property rights in
addition to his wages when he works for an enterprise,
there is the elimination of all right of a man to his
property. If that theory should be accepted, it would

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

907

mean that not only would a man lose the right as to the
ultimate disposal of his property, but if one carries the
thought to its logical conclusion the laboring man must
lose the right as to the disposal of his labor. In other
words, if a man acquires a property right in addition to
his wages when he works for an enterprise, he is not
able to sever himself from that enterprise at will, for
the theory of property is responsibility as well as own-
ership. If, therefore, the enterprise should be a finan-
cial failure, he has no more right to abandon the en-
terprise because it is not paying him what he expected
than he would have the right to disown any other tax-
able property when he found the taxes burdensome.

Mr. Low further states that the "feeling" of the men
who believe in this theory and with whom it is a "grow-
ing conviction" is restricted to placing it in operation
in a "railroad system or any other vast industrial
plant." Such a statement shows how chaotic this theory
of property is and how contrary to all human concep-
tions of reason and justice. Apparently this property
right is acquired by the laboring man only when the
plant is of a gigantic nature, or only when it is owned
by a corporation and not by an individual. In other
words, laboring men will be empowered to take part of
the property of a corporation, but would acquire no
property right in the plant that was owned by an indi-
vidual. Following this theory to the reductio ad ab-
surdum, the formation of a corporation will practically
mean that the men putting in their capital and their
money lose control of their property at the same time.
If such a theory should ever come into operation, which,
of course, it will not, every civilized country would be
obliged to return to primitive and archaic methods of
doing business.

An illustration will show the unsoundness and im-
possibility of such an economic theory and how it would
work against the interest of industrial peace. A frugal
and capable laboring man works twenty years and at the
end of that time establishes himself in business with
his savings. He employs some of his former fellow-
workmen, who were less frugal and capable or, perhaps,
less fortunate. After a few years in business these em-
ployees inform the new capitalist that they have ac-
quired a property right in his business to the extent
that he must pay them salaries that he does not con-
sider justifiable and that he must continue to employ
them and not hire cheaper help without their sanction.
The acceptance of such a condition of affairs would
mean that B, C and D, the non-frugal employees, had
received during the twenty years they were fellow em-
ployees of A, their full wages, but, having spent and
enjoyed the wages of those twenty years, they were
now practically the beneficiaries of A because he had
been more industrious, more capable and more frugal.
In other words, all that A had accumulated by his in-
dustry and frugality was the burden of taking B, C
and D in as partners.

The foundation of all civil law is the law of contract
as it has come down from the Roman law. The march
of progress has been not to destroy the power of con-
tract, but to strengthen it and to broaden it. Hence, to
strike at this law of contract, as the theory that a man
has a vested right in his job does strike, is to strike at
the fundamentals of civilization.

The law of the land, as it stands to-day, is clear. It
is not permissible for a body of capitalists to enter into
any combination that may be in restraint of trade. If
a body of labor men, however, enter into a combination
and decide that because of their demands they can
paralyze the business of a community and terrorize the
inhabitants, the community is supposed to offer no pro-
test. The only excuse one hears for these conditions is

that the unions are in a position to ruin the political
future of any public officer who goes counter to the sen-
timent of the union and its sympathizers. The union,
therefore, becomes an extra-constitutional and extra-
legal kind of government, setting at naught the law and
the constitution and the rights of all citizens who op-
pose its will.

There may be those who say that this is an extreme
statement, but I have seen it existing under my own
eyes for the last fifteen months in Wilkes-Barre, where
local laws, State laws and the criminal laws of the land
have been absolutely defied. What does this mean to
the nation at large if these feelings grow, and what
bearing has it on those fundamental ideas of law and
order and of internal peace and security on which this
government rests? The right of men to organize, the
right of men to organize for collective bargaining, the
right of men to strike — these are admitted without
question, but I cannot believe that any argument will
ever be advanced that will justify men who claim the
right to organize for the purpose of forcing another
man to quit work against his wishes.

I believe in the dignity of labor. I believe in the
future of labor, but no progress was ever made on this
earth that was not made in accordance with law. I be-
lieve that, fundamentally, the laboring men of the coun-
try are a law-abiding body of men and that they wish
for nothing more than the right to earn a decent living
in a lawful and legal way, but the evils of the present
day are bad leadership and loose thinking. With right-
thinking men as leaders, there will come true industrial
peace founded on law and order and justice.

The Engineering Manual

BY F. R. PHILLIPS
Superintendent of Equipment Pittsburgh (Pa.) Railways

There are few, if any, words or phrases in the engi-
neering vocabulary which have been subjected to so
much abuse and are so little understood in general as
the word "standard," which, we are told, is interpreted
as being "a fixed or accepted rule or model."

We have been beset upon all sides and from every
angle with standard this and standard that, until finally
it has been said, and with no small degree of justifica-
tion, that standardization is stagnation. When an art
is in its formative state or when structures and appa-
ratus are undergoing the process of development it is
true that standardization has no place. Indeed, the
solution of any problem requires that past theories and
practices be cast aside, at least for a time, and that even
the so-called fundamental laws should be subjected to
the closest scrutiny, in order that true success may be
obtained. However, in many cases, it is because of the
very essentialism and need of a "fixed rule or model"
that abuses have crept in, and many false and inferior
methods and devices have been cloaked with respecta-
bility under the broad mantle of standard.

On the other hand, standard rules, standard methods,
standard practices considered from the proper view-
point have their usefulness and are of incalculable value.
To those of us who have to do with the upkeep, per-
formance and renewal of physical property, the cer-
tainty of this statement is without question. Without
standardization, maximum efficiency is not possible, and
without maximum efficiency, we have not secured the
ultimate in economy.

We are all familiar with the reductions in manufac-
turing costs that are gained through quantity produc-
tion, and we need dwell no further upon this phase
of the subject other than to repeat the well-known fact
that the greater the quantity, the lower the unit cost.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

Nothing will produce that greater quantity except stand-
ardization.

The street railway industry is in its incipiency, and
there is, perhaps, no other industry which has under-
gone so rapid development and experienced so many
changes in construction details during its short life. It
is expected that radical changes in construction and
operating details will continue to be made. Neverthe-
less, there are many methods and parts of apparatus
that are proper subjects for standardization, and it is
these methods and practices which have emerged from
the period of incubation and have been received and
accepted as complete by the majority of those most
intimately associated with their uses that have received
the sanction of the American Electric Railway Engi-
neering Association, and have been presented in a con-
venient form in its engineering manual.

In this compilation "standard articles, standard de-
signs, standard specifications, standard units, standard
terminology, standard measurements adopted shall be
those which are applicable to general use and represent
the best practice." These various items are graded into
three groups, and it is not until a recommendation has
received the final sanction of the association that the
method or practice is given the prefix of "standard."
However, to assist the members of the association and
to direct their attention to growing practices, the man-
ual carries a second grading known as a "recommenda-
tion." This covers articles, designs, specifications,
units, etc., which represent the best existing practice
but which, because of the formative state of the art,
have not as yet reached the point where they may re-
ceive the full sanction of the association as finished
products or "standards." The manual carries still an-
other grading known as "miscellaneous methods and
practices," which covers matters that are not proper
subjects for standardization but represent general
practice along their particular lines.

The general purpose of a standard as adopted by the
association is to provide specific information particu-
larly for the smaller-member companies of the associa-
tion who have not the facilities and advantages which
would be found in large corporations.

The amount of detail in connection with the working
up of one of these standards is simply amazing. I be-
lieve I can say without fear of successful contradiction
that not a standard found on the pages of the manual
has not been subjected to investigation and close study
for years before being brought down to its final shape.
When we consider the time, and study, and expense,
and experimentation applied to the finished product, we
may feel safe in saying, and most emphatically, that
the standards represent the last word and best prac-
tice in the present state of the art. One can have no
hesitancy in commending them to your closest scrutiny,
adoption and use.

In conclusion, let me repeat that standardization has
its place and has a definite function to perform. This
necessity is thoroughly understood and appreciated by
the members of the American Electric Railway Engi-
neering Association, who also realize to the fullest ex-
tent the necessity for uniform care in the compilation
of these standards for their use. You may be assured
that, when any proposition has passed the censorship
of the various committees, and finally the committee on
standards, and still later, the scrutiny of the members
of the association at large, you will be safe in its use.
Finally, bear in mind the fact that production costs
may be materially reduced through uniform require-
ments and quantity production, and that standardiza-
tion is the greatest contributing factor toward this
advantage.

Physical Examination for Employees

BY FRANCIS D. PATTERSON, M.D.
Chief Division of Industrial Hygiene and Engineering, Depart-
ment of Labor and Industry, Harrisburg, Pa.

Inefficiency due to poor health is a burden distributed
upon many shoulders. The corporation which has
physically substandard employees suffers from de-
creased quantity and often quality of work performed.
The commonwealth bears its share, for often the man
or woman becomes the recipient of medical care in a
hospital which is at least partially supported by state
funds. Finally, the illness may be such as to cause the
unfortunate to lose time, and his loss of wages falls as
a heavy blow upon those dependent upon his or her
earnings for support.

It is unfortunate that reliable statistics upon the sub-
ject of loss of time, as a result of illness, are not avail-
able in America, but it has been calculated, from Ger-
man statistics, that every wage earner in this country
loses at least eight or nine days a year by reason of
illness. If we stop to consider the millions of workers
in America, the sum of the total loss in wages alone
amounts to more than $360,000,000 each year, and this
takes no account of the losses in profits to the employer
by reason of a slowing up of his output, or of the loss
to the state at large owing to a premature old age, the
result of disease.

Work of Traction Physician

If the physician is to assume the place in the in-
dustrial life of this country for which his training fits
him, he should be the guide, philosopher and friend of
employer and employee, maintaining a health super-
vision over the industry and its employees which will
increase efficiency and profits. The competent physi-
cian is a real dividend-maker for every corporation.

In the case of a traction company the general work
of the physician should be as follows:

He should emphasize to the management the value
of proper lighting as a means of increasing efficiency
and preventing accidents to the employees, to the
passengers and to the public at large.

He should suggest that car cleaning may be efficiently,
cheaply and healthily performed by vacuum cleaning or
other dustless methods.

He should indicate how rest rooms, with sanitary
toilet facilities, individual wash basins, shower baths
and cooled pure water increase efficiency and decrease
accidents. For employees to discharge their duties
with the utmost efficiency it is necessary that their hours
of work be followed by mental and physical rest.

He should suggest, when indicated, that motormen
be given protective glasses with lenses of Crooks or
Feuzal glass to obviate the intensely harmful infra-red
and ultra-voilet rays from either the sun or the present
high candle-power gas tungsten electric automobile
headlight.

He should actively assist the management in its edu-
cational campaign for the prevention of accidents and
the conservation of the health of all employees.

He should promptly render competent first aid and
make the necessary redressings of all the accident cases
that occur.

He should prescribe proper medical treatment for the
acute or chronic illnesses of all employees, thereby
assuring their return to health at the earliest possible
moment.

He should physically examine all applicants for em-
ployment, re-examine all employees at a yearly interval
and again make a re-examination before the employee
resumes work after an absence due to either sickness
or injury.

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ELECTRIC RAILWAY JOURNAL

909

The physical examination of applicants for employ-
ment and their re-examination at stated intervals and
after disabling accidents or sickness bears a very im-
portant relation to the accident problem of the American
railroads. The failure to take proper care and the
taking of chances are the cause of innumerable acci-
dents, and it should be the duty of the employer to
determine accurately through a physical examination
by a competent physician that the employee is physically
and mentally competent to take this proper care.

The value to be placed on any physical examination
depends on the thoroughness with which it is performed.
I do not consider a trainmaster or an air-brake inspec-
tor competent to determine the physical or mental
qualifications of an applicant for employment in the
operating or any other department of the railroad serv-
ice. I am convinced that the examination of the heart,
the lungs, the nervous system, the urine, and the de-
termination of the blood pressure are equally as impor-
tant as the examination of the eyes and the ears, and
this presumes that the non-medical examiner has had
the training to make the latter examination properly.

"Safety appliances require safe men to operate them"
is an axiom too often disregarded by the management
of American railroads. The most modern form of
block-signal system is of no possible protection to any
car at night when a color-blind motorman is at the
controller, or at any time, if the motorman is lifeless
from some disease, the presence of which would have
been determined by a thorough physical examination.
The employment of any man in the operating depart-
ment of a railroad, without submitting him to an ex-
amination by a physician prior to his appointment, and
the failure to re-examine him at frequent intervals, is
courting a disaster which may be titanic in size, if not
in name.

No company need hesitate over the question of ex-
pense, for the medical department can be made self-
sustaining by charging the applicant a fee for the ex-
amination. In the electric roads, in nearly every in-
stance, the cost of the examinations is placed on the
applicant, the fee varying from 50 cents to $2.50, but
the average charge is $1.

Value of Examinations

The value to the employer of physical examinations of
his employees may be summarized as follows:

It can be stated as an axiom that the industrial effi-
ciency of every employee is in direct proportion to the
employee's physical and mental health. Physical ex-
amination detects concealed foci of disease and deter-
mines the presence of disease in the incipient stage
when medical treatment has the best prospect of effect-
ing a prompt cure with the minimum loss of time. A
physical examination prevents the prospective employee
from being placed at work which, by reason of physical
defect, he is not able to perform in a competent or safe
manner.

It places the employee who has physical defects into
departments where his defect will not prevent him from
being efficient and where he may work without physical
injury to himself. >

It either prevents, or assures an adequate defence
against fradulent claims by employees for personal
injuries under the compensation act.

It is, when used at a yearly interval at least, a factor
of material importance in the maintenance of all em-
ployees in a continuous state of physical and mental effi-
ciency.

It prevents the employment of a person with defective
color perception or vision as a motorman or in any other
position that requires him to interpret signals.

The advantages of a physical examination to employ-
ees are:

It assures them a healthy fellow employee and pre-
vents their being exposed to the danger of contracting
syphilis, tuberculosis, smallpox, trachoma or other com-
municable disease from another employee.

It detects disease in its incipiency and by its prompt
treatment prevents or decreases the time lost through
illness.

It assures the employee the prompt correction of
physical defects, such as poor eyesight, hernia, etc.,
thereby increasing his efficiency and consequently his
earning power.

It assures to the employee labor for which he is
physically competent. The employment of a man with
heart disease at a vocation requiring violent physical
exertion might result in a fatality, etc.

It points out to the employee the value of fresh air,
of securing proper rest, and of eating slowly and regu-
larly as a means of conserving his health, and it also
indicates the poisonous effects of alcohol.

It assures prompt and competent first aid and re-
dressing of injuries, thereby facilitating healing and
preventing infection.

It gives the employee knowledge of to whom to apply
when either injured or sick.

COMMUNICATION

Why Trolley Wire Wears Out

United Railroads of San Francisco

San Francisco, Cal., Apr. 29, 1916.
To the Editors :

Replying to the article of C. I. Earll appearing on
page 734 of the April 15 issue of the Electric Railway
Journal, in which he disagrees with the claim that un-
symmetrical trolley wire wear is caused in part by re-
trievers and attempts the unpromising task of proving
that the side-pulling rope does not pull sideways, which

RESOLUTION OF RETRIEVER PULL FIG. 1

— ON TANGENT TRACK; FIG. 2 — ON
LOW, SHORT-RADIUS CURVE WITH LONG
TROLLEY CAR

his rather vague statement that "an inclined rope does
not pull the trolley wheel against the flange" apparently
means, it would seem unnecessary to more than refer
to Mr. Earll's task to see the impossibility of his suc-
ceeding.

By means of a parallelogram of forces (Figs. 1 and 2)
the pull of an off-center retriever applied to the trolley
wheel by the inclined trolley rope can be resolved into

910

ELECTRIC RAILWAY JOURNAL

fVOL. XLVII, NO. 20

two components. One is a vertically downward force
opposing the upward pressure of the trolley pole, equal
to the total pull from the retriever multiplied by the
cosine of the angle between the rope and the perpen-
dicular. The other is a horizontal force tending to
pull the farther trolley wheel flange against the wire,
equal to the product of the total retriever pull multi-
plied by the sine of the same angle.

These forces may not produce serious results in either
direction but the tendencies always exist to do both.
The horizontal component may be only a few ounces, as
on straight track (see Fig. 1), but whether the trolley
base pushes the wheel vertically upward with a force
of 20 lb. or one of 20 tons those few ounces of horizontal
force are certainly always present. This is absolutely
proved by the fact that it pulls the trolley wire out of
line between span-wire supports.

With a trolley pole pressing upward with a force of
20 lb. from a roller-bearing base, the 20-ft. high trolley
wire was drawn 1% in. out of line by a 5-lb. 16-in. off-
center retriever pull in the middle of a span. The wire
returned nearly to its original central position when the
retriever pull was released.

With a 9-lb. retriever pull (Fig. 1) the wire was
drawn 2% in. out of line and returned when the re-
triever pull was removed. In this latter case the rope
angle was 4 deg. 55 min., the horizontal component of
the retriever pull was 12.3 oz. or 8V2 per cent of the
total 9-lb. pull, and the actual horizontal tension applied
at right angles to the wire and required to draw the
wire back to center against the retriever pull was be-
tween % lb. and 7/a lb.

This simple experiment avoids the mathematics and at
once puts beyond argument the question of whether the
side-pulling trolley rope from an off-center retriever
pulls sideways or not.

The impression evidently sought to be conveyed by
Mr. EarlPs drawings that, because the effect or the
tendency or the limits of the resultant of the base pres-
sure and the off-center retriever pull can be expressed
in ten-thousandths of some unit, it is therefore by infer-
ence negligible, is like the plea of Marryat's unmarried
young lady who did not see why they made such a fuss
about her baby seeing that it was such a very small one.
Such a plea might pass when considering the wear on
straight-line trolley wire because it would be difficult to
prove that unsymmetrical trolley wire wear is synony-
mous with increased wear. Relative to wear on
straight-line ears this plea has much less weight, for
when one-half of a clinch ear is worn off that ear is all
worn out as a support for the wire and unsymmetrical
ear-wear certainly tends to cause more frequent re-
earing.

The retriever side pull is most prominent and destruc-
tive on sharp curves where the retriever on the end of
the car may overhang the outside rail 2% ft., the trolley
wire may overhang the inside rail 2% ft., the distance
between the retriever and a point directly below the trol-
ley wire may be over 9 ft., the rope angle may be 39 deg.
and the horizontal component of the retriever pull may
be 63 per cent of the total pull or, in the case of a 9-lb.
pulling retriever, up to 5 2-3 lb. (Fig. 2). The linemen
complain that the trolley wire wears out faster and the
ears have to be replaced oftener than formerly there,
while the conductors are occasionally seen to forestall
the accident of the wheel leaving the wire by pulling
several feet of slack out of the retriever when approach-
ing these curves. Both classes of men refuse to be
convinced or even interested in diagrammatic or sym-
bolic mathematics claiming to prove that the side-pull-
ing retriever is not mainly responsible, or that their
troubles are all imaginary.

It was also found that when a trolley wheel had be-
come worn to the limit of safety on one side of the
central groove, the carhouse men were accustomed to
turn the wheel in the harp in order to allow it to wear
out on the other side. Possibly some of the wheels ex-
amined by Mr. Earll by day had been recently turned
by the night carhouse men. A study of the wear on the
trolley wire and ears that cannot so readily be reversed
over night might have been less encouraging to Mr.
Earll than inspection of trolley wheels, which really only
cost about one-seventh as much per car-mile as trolley
wire and are relatively unimportant.

Personally, all overhead men prefer the presence of
retrievers on the cars to their absence if these devices
are kept in order. The company pays for the trolley
wire, not the men. There certainly are fewer broken
span and pull-off wires now than in the old days. Span
wire, however, costs only 5V2 cents per pound, whereas
trolley wire costs 32 cents, and there is more trolley
wire used locally per car-mile now than before the re-
trievers appeared. Further, I am not sure whether the
reduction in span-wire breakage is due to the retrievers
or to our recent practice of increasing the size from *4
in. to % in. and the pull-offs to 5/16 in. I rather think
the increase in size should have most of the credit for
this reduced breakage.

As to Mr. Earll's final paragraph — "It is, so far as I
have been able to ascertain, the universal experience
that the maintenance cost of overhead wires is greatly
reduced by the use of catchers or retrievers" — I can
only report that the cost per car-mile for maintenance
of overhead wires in San Francisco is considerably
higher now than in most pre-retriever years. There is
little glory for the retriever to be found in a comparison
of San Francisco annual average overhead costs for the
past thirteen years.

Mr. Earll's admission, "There are still many systems,
especially in the cities, where neither retrievers nor
catchers are used," is significant and may be inter-
preted as indicating that there are railway men in the
East who anxiously feel that in buying retrievers what
you pay is not all you pay.

That wire is found worn on both sides on curves is no
acquittal of retrievers of side pulling. This double-
sided wear is usually due mainly to one of two causes.
Either the wire is not located accurately for the single
type of car using it or there are several types of cars
passing so that the wire is too far in for some and too
far out for others, presenting the conditions that cause
the excessive scraping that prevails between wire and
wheel in advance of a frog when a car is turning off
the main line or as Mr. Earll's right-hand diagram por-
trays.

With a properly located curve wire and a single type
of car using it, the wear on the wire will be a minimum.
With a 4-lb. or 5-lb. retriever side pull added, there will
be side wear added to the wire, or there is no such thing
as logic or value in the testimony of men engaged in re-
newing curve trolley wire.

The side pressure involved in the use of the retriever
is not to be viewed as an unpardonable objection to its
use, but rather as a partial compensation for its good
qualities and as an abrasive action on the trolley wire
and ears that should be minimized where possible.
Judging by the general practice most railway men feel
that good retrievers on the whole are well worth all
they cost. S. L. Foster, Chief Electrician.

The Railroad Commission of California, San Francis-
co, Cal., has just published Volume 7 of its opinions and
orders, this covering the period from June 1, 1915, to
Aug. 31, 1915.

May 13, 1916|

ELECTRIC RAILWAY JOURNAL

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

ASSOCIATION NEWS

19 16 CONVENTION

ATLANTIC CITY-
OCTOBER 9 TO 13

Attention of Milwaukee Section at Last Meeting Directed Toward Track Construction, Operating Rules and

Schedules — Connecticut Section Hears Addresses on Power Generation and Other

Topics — Correspondence Course Graduates

MILWAUKEE SECTION

The regular monthly meeting of the Milwaukee Sec-
tion (company section No. 1) was held on the evening
of April 27. The regular order of business was fol-
lowed by a limited quiz period, after which the meet-
ing proceeded to the reading of committee papers.

C. L. Smith of the way and structures civil en-
gineering department presented the report of the com-
mittee on roadway, taking up first the matter of "Road-
way— Open Track Construction." In his treatment of
this subject he considered the location of roadway, pur-
chase of right-of-way, procurement of franchises, con-
struction of lines, drainage, ballast, ties, rail fasten-
ings and joints, crossings, cattle guards, etc., and offered
the committee's recommendations, as follows:

1. That wider subgrades be constructed for both cuts
and fills.

2. That all subgrades should be sloped for drainage pur-
poses.

3. That sod strips be placed along the subgrade shoulder.

4. That all slopes be covered with vegetation wherever
washing of the surface occurs, if possible.

5. That 5-in. 80-lb. T-rail be used as a standard inter-
urban rail.

6. That the standard tie for interurban track be a 6-in. x
8-in. x 8-ft. white oak.

7. That 10-in. of gravel ballast be placed beneath the ties,
and if crushed stone is used the stone should be carried to
a depth not less than 8-in. beneath the ties.

8. That continuous joints be used and that the blocks
employed be creosoted.

9. That a cast-iron pipe be used in place of tile for drain.

10. That the gravel insert type of roadway crossing as
shown be adopted as standard.

The matter of "Roadway — Paved Streets" was next
taken up, and in this connection the factors having an
influence upon the design were enumerated as follows:

1. Character, bearing power and drainage of sub-soil.

2. Effect of electrolysis.

3. Live load to be carried.

4. Form of substructure necessary to distribute the load
over the subsoil.

5. Form of superstructure to be carried by the substruc-
ture.

6. The question of street improvement with respect to
line, grade, paving and subsurface structures.

7. Street and car traffic condition under which the work
is to be executed.

From the conclusions reached in the discussion of
this subject the committee had the following recom-
mendations to offer:

1. That the question of drainage receive most careful
consideration and wherever present practice is inadequate
a drain should be installed in the dummy.

2. Two types of foundation construction, as shown, be
adopted as standard, the condition of the subsoil and other
factors to control and govern in the selection of the type to
be used.

3. That crusher-run crushed stone, varying in size from
%-in. to 3-in. be adopted as the standard ballast material
and that a depth of 8 in. below the tie be adopted.

4. That the standard tie for tangent track construction
in the city streets be a 6-in. x 8-in. x 7-ft. long-leaf yellow
pine tie.

5. That the 7-in. 95-lb. and 6-in. 72-lb. T-rails be adopted
as standards, depending upon the degree of rail service
required.

6. In fastening the rail to the tie %-in. x 5-in. screw
spikes be used in place of the hook head track spike.

7. That surface drains be installed at all low places to
assist in carrying off the surface water.

Following the presentation of this report, C. H.

Cross, chief safety inspector, reported on behalf of the
committee on rules and regulations, stating what had
been done along the line of formulating definite rules
and regulations. He said that the practices prevailing
in the several divisions of the company were being as-
sembled with a view of providing:

1. General rules.

2. Rules for emergency duties.

3. Standardization of specifications for employment.

4. Definitions defining tools and various devices in use.

5. Specifications for materials.

6. Accident reports.

7. General inspection, etc.

The third paper of the evening was one presented by
Fred W. Yeo, superintendent of schedules, on behalf of
the committee on construction of time-tables. Mr. Yeo
outlined the requirements imposed upon the railway in
the way of service standards, and described the method
employed for securing the data necessary to the con-
struction of time-tables to meet the prescribed service.

CONNECTICUT COMPANY SECTION
The sixth regular meeting of this section was held in
New Haven on May 2. It was the largest meeting yet
held, the membership having now passed the 200 mark
with the goal set at 250 members by the date of the
June meeting.

Henry G. Stott, superintendent of motive power In-
terborough Rapid Transit Company, gave an address on
"The Development of Power Generation Systems as
Applied to Electric Railways." Short papers were also^
read by C. H. Chapman, manager Bridgeport division,
on "The Greater Responsibility of Railway Labor;" by
H. L. Wales, superintendent Waterbury division, on
"Transportation and Traffic Problems on the Waterbury
Lines," and by W. P. Bristol, manager Hartford division,
on "The Transportation Problems of the Hartford
Division."

For the committee on snow-fighting equipment, P. Ney
Wilson reported that three sub-committees had been
formed to report on equipment, disposal of snow, and
organization, respectively. The reports of these will be
consolidated into a general report. The president, W. J.
Flickinger, announced that the section bowling team
had been successful in a contest with the team of the
New Haven Railroad.

GRADUATES OF THE CORRESPONDENCE
COURSES
In announcing the names of the latest graduates in
the American Association correspondence courses the
word "first" was inadvertently used in the caption in
place of "latest." The record department of the Inter-
national Correspondence Schools reports the following
as having completed their courses to date: J. H.
McWhorter, Atlanta, Ga.; L. E. Green, Columbus, Ga.;
Georges Trottier, Montreal, Province of Quebec; W. A.
Wallace, Fort Worth, Tex.; H. R. Briggs, New York;

B. H. Hall, South Connellsville, Pa.; George Doucette,
Waltham, Mass.; Karl Shaver, Exchange, W. Va.; W.

C. Bush, Fruita, Col.; Andre Harduck, New York; F.
B. Sebastiana, New York, and Clement Gordon, Le-
moyne, Pa. To Mr. McWhorter belongs the honor of
first completing one of the courses.

912

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 20

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.

The Automatic Substation

That the recent development of automatic control for
substations bids fair to revolutionize existing practice
in power distribution can hardly be denied when once
the innovation's far-reaching influence is considered.
Automatic control is not, as might be supposed, merely
a means for reducing the labor charges involved by the
presence of substation attendants. On the contrary, it
serves as an economical substitute for excessive feeder
copper, provides an opportunity to reduce electrolysis
and, when intermittent car service has to be furnished,
saves material amounts of energy by reducing light-load
and line losses. Its application to electric railway service
has, in fact, enormously increased the field of usefulness
for 600-volt power in both interurban and suburban
service and it has even furnished a possible alternative
to the excessive concentration of high-capacity units in
a few monster substations that has become common in
large cities.

The possibility of use in the latter class of service,
perhaps, brings out better than any other example the
real meaning of the automatic substation to the electric
railway industry. In cities where the stations are of
really great capacity the cost of attendance becomes al-
most negligible, and automatic operation, if it was in-
troduced, would have to depend altogether upon other
features to warrant even superficial consideration. Yet
some at least of the engineers who have had to do with
the first installation of the kind to be made — that on
the Elgin & Belvidere Electric Railway, described in the
Electric Railway Journal for Sept. 18, 1915 — feel
that it is a reasonable possibility. The major reason is
the chance to reduce the complication and extreme costli-
ness of feeder and return facilities required when the
distribution of excessively large amounts of power is
effected from only a few points, and it is conceivable
that it would be cheaper to install smaller substations
and more of them than to carry the tendency of con-
centration to its logical conclusion. In addition, auto-
matic control brings with it the elimination of possible
labor troubles and also improved efficiency of operation
because of ability to work each rotary converter only
when its services are actually needed, and not in ac-
cordance with the fixed schedule demanded when the
control is subject to human limitations.

For the immediate future, of course, the possibility of
automatic substations in city service is hampered by
the fact that converters of 1000-kw. capacity seem to
be about the maximum size that may be operated in this
manner. There is a lack, at the present time, of fully-
developed devices, such as circuit breakers, to handle the
heavy amperages involved with 600-volt converters of
greater size. Automatic substation control thus far has
made use of devices that are strictly standard in all
respects, and any extension of the principle to rotaries
of unusually large size would necessitate the production
of control equipment of corresponding current-handling
ability, although such equipment is perfectly susceptible
of development when a demand for it takes form.

To-day, therefore, the important field is in interurban
and suburban service, including also operation on city
lines where traffic is intermittent. Under such circum-

stances the item of labor is a material one in substation
operating costs, and it accounts for the present tendency
to group converters or to install units of large size at
infrequent intervals along the route. This in turn
necessitates either heavy expenditures for feeder copper
or else poor line-voltage conditions and heavy line losses
at outlying sections, the latter alternative being most
common in interurban practice.

Where a substation equipment consisted of two or
more units it is manifest that almost invariably it would
be preferable to separate them, using automatic control,
and thus to reduce the feeding distance for low-tension
energy. This would cut down the line losses and at the
same time would improve schedule speed. Opposed to
these direct economies would be the expense involved
by the automatic control equipment and by having to
house the converter that would be moved to a new loca-
tion. However, in the case of small units at least, the
capitalized labor saving would more than offset this ex-
penditure. In addition there is an indirect economy
which accompanies automatic control and more frequent
substations, because the size of each converter can be
selected with less margin to provide for unusual over-
load. On a line where several automatic substations
are working, it is impossible for any one of them to be
overloaded, because the resistance circuit breaker that
forms a part of every equipment takes care of sudden
peaks, reducing the effective voltage on the line when
an overload takes place, and causing the substations on
either side of the overloaded section to start feeding
into it. Thus, when the substations are spaced at suf-
ficiently short intervals and the car service is inter-
mittent, the condition is approached whereby the peaks
in the load do not have to be carried by extra machines
installed at each substation. Instead, the peaks are
carried by drawing upon converters in adjoining sub-
stations which would otherwise be idle, and although
the power thus furnished involves a considerable line
loss, there is no doubt but that in many cases the loss
would be more than offset by the improvement in load
factor of the rotaries.

This automatic adjustment to load conditions by start-
ing up the machines only when needed may be made de-
pendent upon practically any one of the factors involved
in operation. Rotaries may be cut in on the line by a
change in current, voltage or power factor. They may
be brought in by means of a clock mechanism or by
pilot wires from any desired remote point. For the
substation itself the best procedure, and the one that
has been adopted on the Elgin & Belvidere Railway, is
to place gratings over the windows and lock the door,
leaving the place absolutely untenanted except during a
short inspection period that may be made each day. For
such inspections an intelligent attendant is required,
and the amount of work that he can cover depends
simply upon the distance between substations and the
facilities provided for transportation between them.
The actual inspection of any one substation requires less
than one-half hour, it being necessary only to look over
the lubrication, examine the brushes and collector rings,
feel the bearings, and inspect two small relays and an
interlock on the cutting-in contactor.

In so far as accidents need be considered, it is felt

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

913

■usrii*

JIGS AND PARTS USED IN THE SHOPS OF THE WILKES-BARRE & HAZLETON RAILWAY

that this whole phase of substation operation is but
little changed by the presence or absence of an at-
tendant. In case of a runaway machine, if it is shunt-
wound and if the shunt field is lost, the most common
cause of such accidents, the machine will run away in
the normal direction of rotation and the time interval
will be too short to permit the attendant to do more
than to jump through a window. The machine is going
to be destroyed in any event. In the case of a com-
pound-wound machine, the loss of the shunt field will
cause the converter to slow down, stop and start up in
the opposite direction, running away if not cut out im-
mediately. In this case, there is an element of time be-
tween the failure of the field and the arrival at a dis-
astrous speed in the reverse direction, and it is thus
possible for an attendant to save it, although experience
has shown that this is not always done. With regard to
fires, there is so little for an operator to do in case of
the establishment of a conflagration in a modern sub-
station that the hazard is not appreciably changed by
his presence or absence. In the case of flashovers,
which are generally brought about by short-circuits or
abnormal loads outside of the station, it has been found
that the current builds up gradually enough so that the
resistance circuit breaker will take care of the difficulty.
In fact, the time interval before the flash actually takes
place is believed in general to be long enough to prevent
the machine from being damaged in any respect be-
cause, the resistance that is automatically introduced
into the circuit definitely limits the flow of current.

Jig Practice at Hazleton, Pa.

JAMES W. BROWN

The accompanying illustrations show a number of
jigs which we have found valuable in our repair work.

Beginning at the left of the illustration is shown a
main journal bearing, A, which is used on our 60-ton
locomotives. This bearing is babbitt-lined, weighs 60
lb. and is 6 in. in diameter. The jig for holding this
bearing while it is being rebabbitted is shown at B.

The next two figures show barrel chucks, the larger
of which, C, is used in boring and facing GE-69-C
motor-axle bearings. D is used in boring and facing
GE-66-B pinion-end armature bearings, and the sleeve
shown at E is used in D in boring commutator-end bear-
ings. It is also used in boring GE-69-C commutator-end
armature bearings, and Westinghouse 101-B2 pinion
and commutator-end armature bearings.

The other three large figures are split chucks. F,
which has been in use for several years, takes both
pinion and commutator ends of Westinghouse No. 3 and
No. 12 armature bearings. H takes GE-90 armature
bearings, and J takes GE-90, GE-66-B and GE-254
motor-axle bearings for boring and facing.

The small jig shown at K is used in drilling and ream-

ing holes that have been badly worn in the operating
levers of Type M multiple-unit control contractors, pre-
paratory to bushing them to the original diameter.

The small jig shown at / is for use with worn tops
of the GE Type M master controllers. The jig is
clamped to the face-plate of a lathe by the two bolts
shown on the end of the jig. Then the controller is
clamped on the jig by the two %-in. bolts shown, and
made to run true. After this jig is once set it is ready
to take as many tops as may have to be renewed. All
that is necessary is to clamp the controller on the jig
by the two stud bolts as shown.

The small, narrow jig at G is used for holding third-
rail terminals while drilling.

Winter and Summer Motor Covers
Effect Economy

BY M. F. FLATLEY

Master Mechanic Terre Haute, Indianapolis & Eastern Traction
Company, Lebanon, Ind.

The substitution of perforated, pressed-steel covers
for the cast covers of unventilated railway motors dur-
ing the summer months reduces the motor temperatures
from 18 deg. to 20 deg. Fahr. and eliminates troubles
arising from high temperatures. This practice has been
followed by the mechanical department of the Terre
Haute, Indianapolis & Eastern Traction Company, Leb-
anon, Ind., with very satisfactory results. The older
type motor covers, as furnished by the manufacturers,
provide practically no ventilation, which is unnecessary
during periods of low temperatures, but lack of ventila-
tion is largely responsible for many motor difficulties
during the summer months. The perforated pressed-
steel cover and the standard cast-steel cover which are
used on a GE-73 motor, are shown in an accompanying

VENTILATED COVERS FOR SUMMER USE ON GE-73 MOTORS

914

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

illustration. Aside from the value of obtaining ventila-
tion during the summer months, the summer cover
weighs only 5V2 lb. as compared with the cast-iron cover,
which weighs 15V2 lb. The pressed-steel covers are
made in the railway company's shops, and consist of
12-gage sheet steel drilled with 9/16-in. holes which are
afterward punched to %-in. tapering holes. By this
process raised flanges are formed on the outside of the
cover and serve to prevent dust from falling on the com-
mutator. The pressed-steel ventilated summer cover
costs approximately 65 cents, whereas the cast-steel
cover costs $1.51. The net saving in weight is 9 lb. and
the saving in cost is 86 cents. In like manner the lower
handhole plates are also removed from the motors and
replaced with sheet-steel covers.

Hydrostatic Tests of Corrugated
Culverts *

BY GEORGE L. FOWLER
Consulting Engineer, New York City.

An extensive investigation has recently been com-
pleted looking to the determination of the collapsing
strength of corrugated culverts as made of Armco
(American ingot) iron. For the hydrostatic tests the
pipe tested was placed in a closed cylinder and subjected
to an external hydrostatic pressure until it collapsed.

The pipe investigated was of three internal diam-
eters, namely, 12 in., 24 in. and 48 in. The pipe was
further formed of two depths of corrugation, to-wit, %
in. and % in., with a uniform pitch of 2 2/3 in. The
pipes were double riveted on the longitudinal and single
riveted on the circumferential seams, with a longitudinal
pitch of 2 2/3 in. and a circumferential pitch of about
8 in. The sheets and rivets of all pipe were galvanized.

For each diameter of pipe the strength with two
depths of corrugation was tested and, for each depth of
corrugation, the work was done with four thicknesses
of metal, namely, No. 16 gage (0.0625 in.), No. 14 gage
(0.078 in.), No. 12 gage (0.109 in.) and No. 10 gage
(0.141 in.).

As no data were available upon which to proceed, the
first tests were made with pipe 12 in. in diameter and
8 ft. long. This length was selected because D. K. Clark
had found in earlier experiments in the determination
of the crushing strength of plain cylindrical furnaces
that the influence of end support or bracing did not
extend inward more than 2 diameters. Hence it was
assumed that a total length of 8 diameters would be
sufficient to avoid all influence of end bracing and sup-
port, and this was found to be the case.

Each piece of pipe tested was fitted at each end with
an internally projecting flange made of angle and riveted
to the inside of the pipe. These flanges were faced off
parallel to each other and at a distance of 8 ft. They
were further drilled for V2-in. bolts to match the head
of the casing in which they were tested.

A caliper was provided by which any diameter could
be measured to within 0.02 in., and at the start, before
the application of any pressure, the vertical and hori-
zontal diameters at each internal corrugation were meas-
ured. The same measurements were made at the appli-
cation of each increment of pressure, these increments
being varied with the diameter of pipe, thickness of
metal and depth of corrugation.

It was characteristic of all of these pipes that, in
yielding, they collapsed suddenly upon the attainment of
the maximum pressure, and that, when following up the
collapse by working the pump, it was invariably impossi-
ble to attain the maximum pressure again. This was

•Copyrighted, 1916, by George L. Fowler.

to be expected, because of the weakened condition of
the pipe, which caused it to continue yielding under a
reduced pressure.

At the conclusion of the tests with 12-in. pipe, it was
found that the support afforded by the casing which
was to form the basis for deciding upon the lengths of
pipe to be used in the hydrostatic tests of 24-in. and
48-in. diameters did not extend inward, on an average,
for more than 2 diameters from the end.

The pipe probably collapsed at its weakest point, but
it is interesting to note how the distance of collapse
from the end decreased with the increase of the natural
stiffness of the pipe. This may, however, have been a
mere coincidence, as there are not sufficient data to
establish a conclusion that the influence of end support
is greater with a weak pipe than with a stiff pipe, al-
though there were other instances in the tests that tend
to support such a conclusion.

As it was understood that the end support does not
influence the strength of the pipe for more than 1%
diameters on an average, it was considered safe to adopt
a length of 12 ft. of pipe of 24-in. and 48-in. diameter
that were to be tested.

Tests were also made of a set of smooth pipes 12 in.
in diameter, made up in the same way and of the same
thickness of metal as the corrugated pipe. The object
of this was not so much to secure data for the develop-

Table I-

-Hydrostatic

Collapsing Pressure of

Corrugated

Culvert Pipb

Diameter

Depth of

Collapsing Pressure,

of Pipe,

Gage of

Corrugation,

Pounds

Inches

Metal
16

Inch

per

Square Inch
225

275

420

10
16

450
360

380

12
10

490
630

ment of a formula 'by which the collapsing strength of
smooth pipe could be calculated as it was to obtain a
rough comparison between the collapsing strength of
corrugated culvert pipe and a smooth pipe of the same
material made in essentially the same manner.

On tabulating the collapsing pressures of all of the
pipe tested it was found that a Y2-in. depth of corruga-
tion increased the strength about three and one-half
times with No. 10 gage metal, five and one-fourth times
with No. 12 gage, seven times with No. 14 gage and
six times with No. 16 gage. These ratios must be in-
creased by 50 per cent if a comparison is to be made
with pipe having a %-in. depth of corrugation.

As the object of the tests was to develop a formula
by which the probable strength of other diameters of
pipe made of various thicknesses of metal could be cal-
culated, that phase of the subject will now be considered.
Such a formula can, however, only be considered on the
basis of a probability, and not as having been demon-
strated as proved. The data obtained are insufficient
for a complete demonstration, although they are of such
a character as to indicate the probability of reliability.

There were three diameters tested for each depth of
corrugation and thickness of metal to supply three
points on the curve developed from a formula. The

MAY 13, 1916J

ELECTRIC RAILWAY JOURNAL

915

results are, of course, open to the objection that the
three points may not represent true averages, as the
pipe was made up in the ordinary course of manufacture
and was subject to all of the variations due to that
method of treatment. With this statement of the limi-
tations imposed, however, the matter will be discussed.

First, it will be well to review the results obtained
by tabulating the collapsing pressures of the several
pipes tested. The results were as given in Table I on
page 915.

The results are plotted in an accompanying diagram.
The lines connecting the several points of failure show
that the pressures do not vary inversely as the diam-
eters, as might have been expected and as they are
formulated in the rules of Lloyds and the United States
for the working pressures allowed on corrugated fur-
naces. This point will be discussed later.

As between the 12-in. and 24-in. diameters of pipe,
this ratio holds for the heaviest metal (No. 10 gage)
and the smallest pipe. As the thickness of metal de-
creases the ratio of the collapsing pressure of the 24-in.
pipe to that of the 12-in. pipe increases, until with No.
16 gage and %-in. depth of corrugation the ratio be-
comes about 4% to 1, while the ratio between the 48-in.
pipe and 24-in. pipe is never less than 1.75, and runs
from that to 4V2.

There are three variables to be considered in the
development of this formula, namely, the diameter of
the pipe, the thickness of the metal and the depth of
the corrugations. From the table of collapsing pressures
above it will be seen that the average collapsing pres-
sures of pipe having %-in. depth of corrugation was
almost exactly two-thirds of that having a depth of
% in., so that for this pipe it is assumed that the
strength varies with the depth of corrugation.

It must be borne in mind, however, that this law might
not hold if other depths of corrugation were introduced.
But with only two points of the curve known it is im-
possible to consider the connecting line between them
other than as straight.

Grouping the several thicknesses of metal used on the
same ratio, considering the No. 16 gage as 1, we have:

Diameter of Pipe.Inches

No. 16 gage, 1.00; No. 14 gage, 1.25; No. 12 gage, 1.75;
No. 10 gage, 2.25.

Then grouping the collapsing pressures of each gage
of metal for all diameters we have the results shown
in Table II. Here the maximum variation of calculated
from actual collapsing pressure was about 6.6 per cent.

So, again, in the development of the formula it was
assumed that the strength of the pipe varied with the

thickness of the metal, and in this it checks with both
the Lloyds and the United States formulas for corru-
gated furnaces. The effect of diameter then remained
the only variable to be analyzed for its effect on the
strength.

Taking the No. 10 gage pipe having %-in. corruga-
tion for the 12-in. and 24-in. pipe as a basis, we find
the strength to be as 2 to 1 approximately. While the
corresponding ratios between the 24-in. and 48-in. pipe

10 15 20 25 30 35 +0 45 50 I
Diameter of Pipe, Inches

CALCULATED COLLAPSING STRENGTH OF NO. 10 GAGE CORRU-
GATED IRON CULVERT PIPE

are approximately as 4 to 1. It was merely a matter
to divide the product of the thickness and the depth of
corrugation by 2 with an exponent of 0 for a 12-in. pipe,
1 for a 24-in. pipe and 2 for a 48-in. pipe. Such an
exponent is to be found in the expression:
D — 12

♦--12-

As both the depth of corrugation and the thickness
of metal were less than 1 in., it was necessary to provide
a constant that, used as a coefficient, should place the
calculated pressure for the 12-in., No. 10 gage pipe
approximately at the actual collapsing pressure. This
pressure was 630 lb. for the pipe with % in. depth of
corrugation. Then 630-=- (0.75 X 0.141) = 5960. Hence
5960 was taken as the coefficient. The formula thus
developed is as given:

D 5960 XCXT

(^)

In which

P — collapsing pressure in pounds per square inch.

C = depth of corrugation in inches.

T = thickness of metal in inches.

D = inside diameter in inches.

But this formula gave results that were too high for
the 24-in. and 48-in. pipe, so that another factor which
was a function of the diameter was required, a factor

Table II. — Collapsing Pressure and Gage of Metal

Average Actual

Collapsing Pressure,

Lb. per Sq. In.

Gage of Metal

916

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

that should be unity when the diameter was 12 in., and
which should increase with the diameter.
Such a factor was found in the expression

(l -0.4 log £)

from which the final formula becomes

5960 X C X T s/ / D\

9("t,'0 x(1-°-4l0gW

In the accompanying diagrams of collapsing strength
the actual collapsing strength of pipes of the several
diameters and for the two thicknesses of No. 10 and
No. 16 gage is plotted and lines are drawn based on the
formula as developed. These show the value for the
extreme thicknesses, and they will be seen to be a little
high for the 24-in. pipe, a little low for the 12-in. pipe,
and closely accurate for the 48-in. pipe. It may be con-
sidered that for working purposes these tables are re-
liable and that it will be safe to subject culverts to a
working pressure up to 60 per cent of the values given.

The United States rule for determining the allow-
able working pressures of corrugated furnaces is to
multiply the thickness of the sheet by a constant and
divide by the diameter, with a thickness of sheet limited
to 5/16 in. as a minimum. The formula makes the
allowable working pressure vary inversely as the diam-
eter, but an examination of the tests made by the

< - Tesfif "Corrugation

of Corrugationjnches
T' Thickness of neia 1, Inches
0^ Inside Diameter, Inches

' Collapsing Pressure.Lb.per
Formula 5<tIn-

' fo.Uog±)

IS 20 IS 30 35 40 45 50 55
Diameter of Pipe, Inches

CALCULATED COLLAPSING STRENGTH OF NO. 16 GAGE CORRU-
GATED IRON CULVERT PIPE

government shows that the collapsing pressure does not
vary inversely as the diameter. If we divide the thick-
ness of sheet by the diameter the quotient should repre-
sent the collapsing pressures of different furnaces. On
the basis of such a ratio there is marked variation
therefrom in the actual collapsing strength of the dif-
ferent furnaces tested. Then if the allowable working
pressures as determined by the formula are compared
with the actual collapsing strength of the furnaces, it
will be found that the factor of safety varies from 6.76
to 8.16 in the range of furnaces tested.

If, now, we take the same liberty with the data ob-
tained for the collapsing pressures of corrugated cul-
verts and the formula that has been developed there-
from, it becomes possible to evolve a simple formula for
the allowable working pressures to which such culverts
might safely be subjected. If we assume a factor of
safety of 2 for the working pressure, and allow the
same flexibility in the development of the formula that
was taken in the development of that for corrugated
furnaces, we find at once an unexpected latitude. The
formula for the collapsing pressure of corrugated cul-
vert pipe was developed to cover all diameters of pipe,
and we have seen that the results do not vary inversely
as the diameter. In like manner the collapsing pres-

sures of corrugated furnaces do not vary inversely as
their diameters, but through the narrow range of diam-
eters covered by such furnaces in practice, from 30 in.
to 56 in. or thereabouts, this variation from the true
inverse ratio is disregarded in the formula for the
working pressures of such furnaces.

If, now, we consider corrugated culvert pipe through
the same narrow range and work on the same ratios of
thickness of metal to diameter of pipe, it is possible to
construct a formula similar to that used for the work-
ing pressures of furnaces that will express the allow-
able working pressure for corrugated pipe. For ex-
ample, the range of diameters for corrugated furnaces
runs from 30 to 60 in. and the thickness of metal from
Y2 in. to % in. That is to say, the ratio of the thickness
to diameter runs from about 70 to 170 to 1. On this
basis we should take the corrugated culvert pipe of
diameter from about 10 in. to 24 in., as the thickness of
metal of the tested pipe ran from 0.0625 in. to 0.141 in.

If, then, we work within this narrow range of sizes,
and for a working pressure that bears a ratio of 1 to
2 of the collapsing pressure, the calculation for such a
working pressure may be expressed by the formula
34.000 X C X T
D

In this the symbols have the same meaning as before.
We thus have a formula identical with that used for
calculating the pressure of corrugated furnaces and
equally as accurate. Should it be desired to work to a
larger factor of safety, it is merely necessary to make
a corresponding reduction in the constant factor of the
formula.

The foregoing tests were undertaken with a view to
securing information preliminary to the planning of
tests under sand beds in which conditions of culvert
installations in railway practice should be duplicated
just as closely as possible.

Effects of Low Temperature on Paving
in the Track Allowance

The accompanying illustrations show the damage pro-
duced by severe frost in Seattle, Wash., and elsewhere
during the protracted cold weather of last January.
They are typical of the conditions existing in other cities
in the North Pacific States. No particular type of pave-
ment appeared to be immune from the effects of cold,
and only those streets containing railway tracks were
affected.

The average winter temperatures of the North Pacific
Coast cities are comparatively high and very equable,
that of Seattle for the months of November, December,
January and February for the past five years being
42.35 deg. Fahr. For the past ten years the average
for the same months was 42.33 deg., the maximum
range of average monthly temperature for these months
during the entire ten years being only 15 deg. The low-
est temperature recorded during the last ten years was
on Jan. 15, 1907, when the mercury reached 11 deg.
above zero. The greatest duration of low temperature,
with the exception of January, 1915, was in the same
month of the same year when there were twenty days
whose minimum temperature was under 30 deg. These
days, however, were not of consecutive duration.

Between the dates of Dec. 29, 1915, and Feb. 1, 1916,
there were twenty-seven days on which the minimum
temperature was less than 30 deg., the average mean
temperature being 31 deg., so that this is the longest
duration of low temperature that has visited Seattle
during the past ten years. Corresponding conditions
were felt in other coast cities. There was a light snow-
fall at intervals during the month of January which had

MAY 13, 1916|

ELECTRIC RAILWAY JOURNAL

917

the effect of continuing the refrigeration during the few
days when the minimum temperature was above freez-
ing, but there was never at any time during that month
more than a few inches of snow on the ground at one
time.

The first illustration shows the general condition of
heave of the paving brick along an asphalt section. The
brick in all cases were originally laid so that their tops
were coincident in elevation with the top of the rail. As
shown, the top of the brick is approximately 2\'-> in.
above the top of the rail, and this condition existed at
this location for a distance of about 100 ft. in each case,
the brick gradually receding to an elevation of about Vi
in. above the normal for the remainder of the block.
The brick next to the track is of a bull-nosed pattern,
as may be seen in the adjoining view, which shows
the brick removed on the same street a few blocks away.
This street is in a residence district and supports a
medium residence traffic of light vehicles, principally
automobiles, and has been in service since 1908 and
1909. The bricks were originally laid on a sand cushion
with cement grout. A filler of the same material was
run between the brick and the track, but this has long
since been broken away by the street car and other
traffic and has left practically no filler between the
brick and the rail. The second illustration shows the
frost action upon the brick and asphalt between the
tracks. It will be noted that the bricks here shown have
been raised both on the outside and inside ( or the left-
hand track) of the rail. The breaking of the asphalt
continued at intervals over a number of blocks in more
or less degree. This part of the street was paved in
1908, the roadway being 40 ft. in width. The gradient
is less than 1 per cent.

The two illustrations below show a street paved en-
tirely with vitrified paving brick, 8'i in. x 4 in. x 2%
in., the exposed edges of which are rounded to a radius

DAMAGE TO ASPHALT PAVING DUE TO FROST

of y4 in. The paving was laid in 1909 and sustains a
heavier traffic than the previous street noted, but could
not be termed a heavy traffic thoroughfare. The width
of roadway is 60 ft. and the gradients vary from 5 to
0.05 per cent. This street showed a consistent raising
of the brick on both the inside and outside of the car
tracks and only at intervals were large heaves noted.
In one case shown about 55 lineal feet of brick between
the tracks had been removed, as the rise of the brick in
that portion had been high enough to interfere with
street car traffic. Numerous instances, particularly at
cross streets, showed the effect of the impact of traffic
on the paving material that had been forced above the
grade of the tracks. In more cases of this kind the
material was either forced out or reduced to small
pieces, as shown in the fourth view. The gradient at
this point is 2 per cent and the width of roadway 44 ft.

On page 918 are shown pictures of other effects on
brick paving. One is from a pavement laid five years
ago, where the brick along the car tracks has been re-
moved because of its interference with traffic. The
grades on these streets are light and the traffic of
medium character. The tracks shown had in most cases
been cleaned and been kept clear of snow by the car
traffic. The other shows a track in a small town in
northern Oregon which had not had the advantage of
constant traffic and cleaning. Here the brick, laid in
1912, raised a full 5 in. above the rail and temporarily
precluded the use of the track for car service.

All of the brick paving illustrated was of practically
the same construction and showed that either cement

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

N THE OTHER THE

grout or small brick fillers had been used between the
track and the paving material, but that the fillers had
in all cases broken up so as to cease to fulfill their func-
tion.

The heave in a wood-block pavement is shown in the
picture below. This pavement was laid in 1909 and
sustains a fairly heavy downtown traffic. It is laid on a
3.93 per cent grade with a 60-ft. roadway. The pho-
tograph does not indicate graphically the actual extent
of the damage caused by the heaving. This pavement
showed a greater height of heave than any of the brick
or asphalt pavements examined, the heave measuring
from 3 in. to 3% in. The heaving appeared, generally,
in the center of the car tracks and at no point on the
outside of the tracks was any noticeable heave caused by
frost action.

As in the case of the brick paving the wood-block pav-
ing did not have a close bond to the rail, a chamfered
block next the rail being used with no filler. This
allowed the formation of an ice filler between the block
and the rail. That it was the expansion of the ice
formed between the rail and the block that caused the
heaving of the material was later demonstrated when
wood blocks, frozen in the laboratory, showed an actual
contraction in size in the freezing tests. It was noted
that each rail joint, where the opportunity for the ad-
mission of water and snow was made easier by reason
of the larger opening, that the heaving was greatest at
these points. These blocks are of creosoted Douglas fir,
3% in. x 3% in. x 6 in., and were laid upon a sand and
cement cushion which was found to have held its place
much better than the sand cushion in the portion of
streets outside the tracks, which had been laid without
mixing with cement.

All of the heaving described was due to the lack of
proper drainage, which allowed the water to stand

against the rail till it became frozen, or to the lack of
proper fillers between the material and the rail, which
allowed the snow and ice to become driven into the space
by the action of the car wheel and other vehicles and
there to expand when the temperature lowered.

In all cases, in four different cities, the paving affected
was in and around car tracks which were laid with T-
rail. Both brick and wood block laid against girder rail,
which permitted a close bond and did not allow the
formation of ice against the tracks, showed no heaving
as the result of the low temperatures.

The investigations described were made and reported
upon by J. Thomas Dovey, president Seattle Engineering
Company.

FROST-HEAVED WOOD-BLOCK PAVING

Power Station Extension Completed at
Lowellville, Ohio

The work of installing a 15,000-kw., 60-cycle, 2300-volt
General Electric turbo-generator in the Lowellville
power house of the Mahoning & Shenango Railway &
Light Company, Youngstown, Ohio, which was briefly
described in the Electric Railway Journal of Nov.
20, 1915, has virtually been completed.

The addition to the generating station is housed in
a 74-ft. extension on the east end of the older building,
the arrangement of boiler and turbine rooms, electrical
galleries and floors conforming to the layout of the
original station. The entire building now covers an
area 163 ft. in width and 175 ft. in length.

The generator is of the revolving-field type with
motor or turbine-driven exciter. Clean air for cooling
the coils is drawn through a duct containing water
sprays. Attached to the turbo-generator is a Worth-
ington surface condenser with 35,000 ft. of cooling sur-
face. Water which is drawn from the Mahoning River
through a new intake well and tunnel is circulated by a
double suction volute pump, capable of delivering 27,000
gal. per minute.

The boiler-room equipment consists of five 600-hp.
Babcock & Wilcox boilers, equipped with Foster super-
heaters and Taylor underfeed stokers. The boilers are
supplied with feed water by a steam-driven centrifugal
pump, having a capacity of 1000 gal. per minute. An
engine-driven fan having a capacity of 60,000 cu. ft.
per minute has been installed. An outdoor transformer
and switching station with lightning arrestors located
on the roof is being erected south of the new building.

The increased capacity of this plant was required by
the demand for electric power in quantities by the large
industries of the Mahoning and Shenango Valleys. The
work on this installation was done by the Stone & Web-
ster Engineering Corporation.

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

919

LONDON LETTER

Incorporated Municipal Electrical Association to Meet in

June — Some War-Time Tramway Results

(From Our Regular Correspondent)

The twenty-first annual meeting of the Incorporated
Municipal Electrical Association will be held in London on
June 22 and 23 at the Institution of Electrical Engineers.
On June 22, after the presidential address by A. C. Cramb,
borough electrical engineer of Croydon, the following
papers will be read: "Boiler-House Design," by W. W.
Lackie, engineer and manager of the Glasgow Corporation
Electricity Department; "Area of Supply from an Economic
Standpoint," by H. S. Ellis, borough electrical engineer of
South Shields; "The Application of Electrical Power to Agri-
culture," by W. T. Kerr, city electrical engineer of Here-
ford. The business meeting will be held on June 23.

A report of the tramways committee of the Newcastle
Corporation presented at a recent meeting of the City Coun-
cil states that the sum of £15,142 has been expended in
excess of the sum of £81,700 named in the Newcastle-upon-
Tyne Corporation Act, 1911, and recommends that applica-
tion be made to the Board of Trade for sanction to borrow
that amount. The expenditures were £4,094 for construction
of tramways, and £11,048 for street works. The committee
also reports that £10,789 was expended under the New-
castle-upon-Tyne Corporation (Tramways) Order of 1913,
in construction and for equipment of the tramways. It
recommends that application be made to the Board of Trade
for sanction to borrow this sum also.

Statistics issued respecting the working of the Leeds City
Tramways during the year ended March 31 last show that
the total receipts were £41,150 in excess of those for the
year 1914-15. This is equal to an increase of 9% per cent.
The total number of miles covered by the service decreased
117,616 miles, or 1.23 per cent. This is attributed to the fact
that so many drivers and conductors joined the fighting
forces the department was unable to utilize to the full the
stock of cars at its disposal. In spite of the decline in
mileage, the number of passengers carried increased more
than 8 per cent. The receipts per car mile increased 1.187d.
or 10.84 per cent.

Mr. Spencer, the general manager of the Bradford Cor-
poration Tramways, reports that the total receipts for the
past year were £334,315, an increase over the previous year
of £14,921, or 4.7 per cent. The car mileage amounted to
6,199,601, a decrease of 172,109, or 2.75 per cent, compared
with the previous year. So with a decrease in car mileage,
due to a shortage of men and of stock, there was an increase
in receipts of 4.7 per cent. Notwithstanding the many men
who have joined the forces, the number of passengers car-
ried, 74,000,000, exceeded that of the previous year by
4,000,000. Mr. Spencer says that the tramway department
is now utilizing the services of six volunteers for driving
cars on Saturdays and week-ends. The department has
lost about 500 men through enlistment and transfer to
Government work.

A number of matters relating to the tramway system
were dealt with at a recent protracted sitting of the tram-
ways committee of Edinburgh Town Council. The report con-
sidered dealt with the negotiations with the tramway com-
pany, and stated it was important to keep in view that,
apart from all questions as to the best system of traction,
the cable system must continue until June, 1919. The com-
mittee found that questions might arise with the company
as to whether the Corporation would take over the com-"
pany's cars at the end of the lease, and as to the extent of
the obligation of the company in regard to the renewal of
the tramway track and other parts of the tramway system.
The whole of the tramway undertaking belonged to the
Corporation, but the rolling stock was provided by and be-
longed to the company. The Corporation, however, was
not under any obligation to take over the rolling stock from
the company at the end of the lease. An expert instructed
by the committee to inspect the cars and submit a valua-
tion reported that in his opinion the Council would be
justified in paying the company £25,000 for the 209 cars
with the spare equipment at the termination of the lease.
The directors of the tramway company would not accept
less than £75,000. The committee regarded that as putting

an end to its negotiations. With regard to the renewal of
the tramway track, the company declined to enter into any
agreement on this point unless an agreement was also ar-
rived at on the question of taking over its cars. As a result
this point also remained unsettled.

At the ordinary general meeting of the London & Su-
burban Traction Company, Ltd., the chairman said that the
absence of any dividend on the ordinary stock this time
brought home to the security holders the fact that in 1915
the country was at war during the whole year. This brought
him to the subject of the effect of the war upon their for-
tunes. Theirs was not an operating enterprise, but a hold-
ing company, and its fortunes and prosperity depended on
the operating companies whose stocks it held. In the first
place, the year had seen a tremendous increase in the prices
of materials and the cost of labor. Coal by rail had gone
up by 13 per cent, while sea-borne coal had gone up 34 per
cent; timber had gone up 50 per cent, glass 90 per cent,
copper 50 per cent, wood blocks 31 per cent, and steel tires
20 per cent. All the subsidiary companies were interested
in some of those commodities and some were interested in
all. In some cases prices were still rising. Owing to rail-
way congestion arising from Government requirements the
companies had to put up with irregular deliveries at en-
hanced prices. Besides the increased cost of labor, the
operating companies had to contend with depletion in the
numbers of their men. The places temporarily vacated by
those who joined the colors had been filled, so far as pos-
sible, by the employment of men above military age or
otherwise ineligible for war, and recourse had also been
had to female labor.

About 300 women have been trained to act as conductors
by the London General Omnibus Company. As many as
1000 women are to be put in training for current needs,
but as more than 1400 male conductors are liable to be called
up for military service in the later married groups, it is
probable that the above number will be largely exceeded.

A strike occurred early in April among the drivers and
conductors of the South Metropolitan Tramway system
running from Croydon to Sutton, Tooting, Penge, and the
Crystal Palace. The women employees were in sympathy
with the men, and those who are members of the men's
union struck with their male colleagues. The particular
grievance which precipitated the strike is said to have been
the taking out of two women for instruction as drivers. A
resolution was passed by the men refusing to return to work
until such time as they were ordered by the union to do
so. One of the demands of the men was that all women who
learned to drive must be withdrawn indefinitely. It is
understood that the two women who were taken out on cars
and shown how to drive were on trial at the request of the
Board of Trade, in order that a report might be made on
their fitness for the occupation of driving. At the time
this letter was written a limited service was being main-
tained on some of the routes with the assistance of the
available members of the indoor staff.

A majority of the drivers and conductors of the Croydon
Corporation Tramways came out in sympathy with the em-
ployees of the South Metropolitan Tramway and decided
not to return until certain demands with regard to wages,
hours, etc., have been conceded. The main line of the Croydon
Corporation system runs between Purley and Norbury,
where it links up with the Streatham line of the London
County Council, and travelers by this route are being put
to great inconvenience in getting to their work in town,
the competing omnibus and railway services being much
congested. It is stated that compliance with the men's de-
mands would involve the Corporation in the payment of
about £10,000 a year. The Board of Trade has intervened
in the tramway strike, but while the South Metropolitan
Tramway has agreed to submit the points at issue to arbi-
tration, the Croydon Corporation has refused. A limited
number of cars are still running on the Corporation's sys-
tem, and it is hoped to supplement the present small staff
with what additional labor may be obtained and to add to
the number of cars running until normal service has been
established. A. C. S.

[This letter usually appears in the first issue of the
month. Its appearance this week instead of last week is
due to delay in transmission incident to the war. — Eds.]

920

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 20

NEWS OF ELECTRIC RAILWAYS

CITY LINE ATTEMPTS CONSTRUCTION

Legal Issues Stated Between United Railroads and San

Francisco Municipal Railways

The Board of Supervisors of San Francisco, Cal., has di-
rected the board of works to complete without delay the
municipal street car line on Ohurch Street and has also
initiated proceedings for the construction on Market Street
of lines from Twin Peaks tunnel to Kearny Street. This
was indicated in the Electric Railway Journal of May 6,
page 873, as the probable course of action.

When the Contra Costa Construction Company, which
holds the contract for building the Church Street extension,
was preparing to cut the United Railroads' line for the
installation of the necessary crossing at Eighteenth and
Church Streets it was denied permission to commence this
work by United Railroads' officials. In replying to an in-
quiry from city officials, the United Railroads answered
that since the city was preparing to force its way over
company tracks, the legal department of the corporation
had advised the refusal of permission for such construction.

The Church Street line has already crossed the United
Railroads' tracks at Twenty-ninth and Twenty-fourth
Streets at both of which crossings the corporation paid half
of the expense, although as a matter of law, the cost of
such crossings, as well as their maintenance, can be thrust
entirely upon the new line. Precedent for this has already
been established before the Railroad Commission of Cali-
fornia.

Jesse W. Lilienthal, president of the United Railroads, has
stated the case of the company in the United Railroads Mag-
azine for May. He says in part:

"The threat of the city officials to smother our tracks on
Market Street by building outer tracks on each side is at-
tempted to be justified by the refusal of the company to
exchange transfers with the city at Church and Market
Streets on an equal basis, and by the refusal of the com-
pany to permit the use of its tracks on Market Street be-
tween Church Street and Van Ness Avenue except for a
fair rental. So far as the latter proposition is concerned,
your president expressly offered to the public utilities com-
mittee of the Board of Supervisors to permit the use of these
tracks by the city for a consideration representing the exact
loss to the company resulting from permitting such use.
It is impossible to propose anything that would be fairer to
both sides.

"So far as the exchange of transfers at Church and
Market Streets is concerned, you will bear in mind that
the privilege that would then be granted to the holder of
a city transfer would give the right to ride a much longer
distance than would be given to the holder of a company
transfer riding on the Church Street line. The company
was asked, with reference to this proposed exchange of
transfers, to submit a proposition to the public utilities
committee, and did so, by which the company offered to
make the exchange on the basis of 3 cents to the company
and 2 cents to the city. This, considering the difference in
the length of the haul, was so favorable to the city that our
honest and fair-minded city engineer made an official recom-
mendation that the proposition be accepted as an eminently
fair one. So that when our proposition was rejected and
resolutions were thereupon introduced and recommended to
the Board of Supervisors for adoption, looking to paralleling
our tracks in Market Street, I do not need to express my
own opinion as to the injustice of that action, but need only
quote the opinion of that one of the city's own officials
who is most competent, because of his learning and experi-
ence, to come to a just conclusion. It should also be borne
in mind that by the very terms of our proposition the city
would have received the right to terminate the arrangement
if the city officials should at any time deem it advisable to
do so.

"When this matter is properly understood by the people

of San Francisco, in whose ultimate verdict (once they un-
derstand the facts) I have utmost confidence, I know that
they will not stand for confiscation of the company's prop-
erty, purchased in reliance upon the good faith of San
Francisco. And I ask every one of you to help me in bring-
ing to our fellow citizens a correct understanding of the
facts that have led to the present crisis."

STRIKE IN SCHENECTADY

The motormen and conductors in the employ of the
Schenectady (N. Y.) Railway decided at 2 a. m. on May 6
not to take out their cars on the day's run starting between
4 a. m. and 5 a. m. This decision by the employees was taken
in an effort to require the company to meet a demand for a
flat increase in wages of 5 cents an hour and followed the
refusal of the men to accept the wage agreement reached by
the New York State Railways with the electric railway
employees in Oneida, Utica, Syracuse and Rochester. In
each of these cities the wage offer, mentioned in the
Electric Railway Journal of May 6, page 874, included an
agreement covering three years. The Schenectady Railway
offered an increase of 2 cents an hour to be in effect for the
next two years and an additional 1-cent increase for the
third year.

Thirty-six hours after the calling of the strike a settle-
ment was effected following a conference at the office of
Mayor Lunn, at which the strikers and the company officials
agreed to arbitrate the dispute over wages and the duration
of the agreement. The arbitration agreement provides that
the board of arbitration shall be composed of three members,
the company to select one, the representatives of the men
one, and these two arbitrators to select a third. If the two
arbitrators so chosen cannot select a third arbitrator within
ten days from the date of their first meeting, the officials of
the company and the committee of the association represent-
ing the men are to meet with the two arbitrators for the
purpose of selecting the third arbitrator. Each side is to
select its arbitrator within five days counting from the
signing of the agreement. The decision of the majority of
the board of arbitration is to be final and binding upon both
parties to the agreement. Each side is to pay the expense
of its own arbitrator, and each side is to bear half of the
expense and services of the third arbitrator, together with
any other expenses incurred in the arbitration. If any of the
three arbitrators is unable to act the party making the
original selection is to make another. Only the questions of
wages and length of the agreement are to be submitted to
the board of arbitration. No attempt was made to operate
the cars during the time that the employees were out
on strike.

In a statement which he issued to the public, James F.
Hamilton, general manager of the company, said that he
regretted very much the inconvenience to which the public
had been put by the strike. He said that the settlement was
satisfactory to the company, as it had stood for arbitration
from the beginning of the controversy.

COUNCIL DELAYS ACTION ON CLEVELAND WAGES

The City Council of Cleveland, Ohio, has voted to delay
action on the measure approving additional expenditures
by the Cleveland Railway to cover the increase in the wages
of the motormen and conductors agreed upon on May 4.
The company estimates that it will be necessary to increase
the allowance for operating expenses nine mills per car-mile
to produce the sum needed for additional wages. In con-
sidering the matter the Council divided almost completely
on political lines. The opponents of the measure intended
to approve the expenditure were with one exception Demo-
crats while those who favored it were all Republicans.
Most of the arguments against the measure were based
upon a fear that 3-cent fares would be imperiled by the
increase. During the discussions, however, it was hinted
that since Mayor Harry L. Davis took the credit for bring-

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

921

ing about the settlement the administration should guaran-
tee the city against any increase in fare. Mayor Davis is
of opposite political faith from the majority in the Council.
The vote on the matter stood seventeen for delay and nine
against.

Fielder Sanders, street railway commissioner, recommended
the passage of the measure at once and declared that he
considered the settlement with the men a fair one. He said
that in only two or three of the larger cities of the country
are motormen and conductors paid less than the local men
will receive under the new scale. He expressed the opinion
that with the present increase in business activities the
additional funds for the payment of wages will not necessi-
tate a raise in the fare, although very careful management
may be necessary.

Mayor Davis told the Council that it made no difference
to him where the credit for the settlement is placed and
that the administration will take the responsibility for the
increase in the rate of fare, if it is ever necessary to make
the change. He said that the administration acted for the
good of the public. He referred Councilman Damm's re-
marks regarding a pre-election understanding with the
street car men to Secretary Rea of the local branch of the
Amalgamated Association. Mr. Rea denied that there had
ever been a hint of such an understanding. He said, how-
ever, that the 3-cent fare should not be maintained at the
expense of the street railway men.

NEW YORK CENTRAL IMPROVEMENT HEARINGS

Further arguments for and against the proposed plan of
the port and terminal committee for improving Riverside
Park and relocating the tracks of the New York Central
Railroad were heard May 10 by the Board of Estimate of
New York City. Charles W. Stoughton, president of the
Municipal Art Commission, discussed the plan from the
artistic side and advocated that whatever structure or build-
ings might be necessary in the proposed changes be placed
in the control of his commission. At the conclusion of the
hearing Controller Prendergast moved that the report, to-
gether with the record of the hearings, be referred back to
the port and terminal committee. This was done with the
understanding that there would be further hearings, if nec-
essary.

Mayor Mitchel on the same day sent to Governor Whit-
man with his disapproval the two bills passed by the recent
Legislature relating to the removal of the tracks of the New
York Central Railroad from Eleventh Avenue at grade.
One bill refers to the tracks as a public nuisance and the
other seeks to protect the people of the city from the "in-
jurious effect of smoke, odors, and noise" by having the
road equipped with electricity. Regarding the first bill the
Mayor pointed out that, if the Legislature had seen fit to
pass it in 1911 or even last year, the city might well have
accepted it as the means to the negotiation of a satisfactory
settlement with the New York Central, but the situation was
changed this year, the Mayor stated, as a settlement with
the railroad company had been negotiated by the port and
terminal committee of the Board of Estimate.

PHILADELPHIA TRANSIT ELECTION ON MAY 16

At the primaries in Philadelphia, Pa., on May 16 the
voters will be called upon to pass on the transit loan of
$57,100,000 approved by the City Councils on April 11. The
transit matter now to be passed on has been before the
people about five years. The plans for transit improve-
ments drawn under the direction of A. Merritt Taylor, di-
rector of city transit during the Blankenburg administra-
tion, were adopted and $6,000,000 was made available for
preliminary work under those plans. Then came a change
in the city administration and the reopening of the whole
transit matter through suggestions which were made for the
modification of the system as originally proposed. The dis-
cussion which has followed has grown both acrimonious and
bitter. Mr. Taylor has returned to the fray to conduct the
campaign in behalf of the program of construction laid
down by him. In an appeal to the public which he made
on May 9 Mr. Taylor said:

"Three millions have been appropriated for the construc-
tion of the Broad Street subway and $2,000,000 worth of

that work has already been placed under contract. You
must remember that if the transit loan bill should be de-
feated it cannot be brought up again at the November elec-
tion, or within one year of May 16.

"By voting for the transit loan you will enable the city
to proceed with the construction of the high-speed lines.
The city will then either be able to conclude the tentative
agreement with the existing street railways or secure an
independent company to equip and operate the city-owned
high-speed system."

$500,000 TO BE SPENT IN ELECTRIFYING SALT
LAKE LINE

Brief mention was made in the Electric Railway
Journal of May 6, page 874, of the announcement by
Joseph Nelson, general manager of the Salt Lake & Los
Angeles Railway, to the effect that arrangements had been
perfected for the electrification of the line, which operates
from Salt Lake City to Saltair Beach, which is approxi-
mately 15 miles west of the city, and that the company
will extend its line from Saltair to Garfield, a distance of
3 miles. Ties, rails and the other equipment necessary for
this extension have already been ordered.

Preliminary work on the electrification of the main line to
Saltair has been begun. At the half-way passing point an
additional mile of passing track has been built. When the
road is electrified it will at first be operated as a single-
track line with long double-track turnouts at passing points,
but these passing points will gradually be extended until
the entire line has been double tracked.

Mr. Nelson has announced that arrangements have been
completed with C. F. Childs & Company, Chicago, 111., to
finance the Garfield extension and the electrification of the
line. H. A. Strauss, consulting engineer, with offices in the
Harris Trust Building, Chicago, has been engaged to pre-
pare plans and specifications for the electrification. Mr.
Strauss will visit Salt Lake within the next thirty days to
study the local problems connected with the work. The plans
that are made will depend to a considerable extent upon the
arrangements which the Salt Lake & Los Angeles Railway
is able to effect with the Utah Light & Traction Company,
which operates the local line in Salt Lake City.

The electrification of the line will involve the purchase of
new rolling stock, as the present trailers, used with steam
locomotives, would not be adapted to electric operation. Mr.
Nelson states that it is proposed to use all-steel cars of the
latest design for this new equipment. The cost of the pro-
posed improvement will exceed $500,000.

I. C. C. Bill Ordered Favorably Reported. — Senator New-
lands' bill increasing the membership of the Interstate Com-
merce Commission from seven to nine and dividing the
members into three groups to expedite their work has been
ordered favorably reported to the Senate by the Interstate
Commerce Commission.

Change in Bay State Organization. — The office of super-
intendent of equipment of the Bay State Street Railway,
Boston, Mass., has been abolished, and E. W. Hoist has been
appointed mechanical engineer of the company and Howard
W. Irwin has been appointed superintendent of car repairs.

Strike of "Sand Hogs" Settled.— Through the efforts of
Chairman Oscar S. Straus of the Public Service Commission
for the First District of New York the strike of the "sand
hogs" employed in the Old Slip-Clark Street and Whitehall-
Montague Street tunnels under the East River, which began
on April 5 last, has ended and the men, some 800 in number,
have returned to work.

Agreement on Pittsburgh Terms of Service. — The terms
of service of the employees of the Pittsburgh (Pa.) Railways
other than those of wages, referred to in the Electric
Railway Journal of May 6, have been adjusted. The final
meeting on these matters was held on May 5. The most
important change from the working terms as they existed
previously was an increase from $1.40 a day to $1.65 a day
in the guaranteed minimum for extras.

Borough Park Subway and Elevated Extension to Begin
Operation. — June 2 has been tentatively set as the date
to begin operation of the Borough Park section of the

922

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

Fourth Avenue subway and the elevated extension from
Thirty-eighth Street to Sixty-second Street along New
Utrecht Avenue. This line will be operated as part of
the Brooklyn (N. Y.) Rapid Transit System.

Cincinnati Franchise Discussed. — The proposed revision of
the franchise of the Cincinnati (Ohio) Traction Company
was discussed before the street railways committee of the
Cincinnati Council on May 3. Secretary Culkins suggested
that the company would probably be willing to surrender
its old franchise, which has thirty years to run, for a modern
indeterminate grant that would include the lease of the
rapid transit loop which is to be built by the city.

Hearing on Proposed Order Covering Reports on Physical
Property.— The Public Service Commission for the First Dis-
trict of New York has set May 22 as the date for a public
hearing, at which representatives of the railroad and rapid
transit companies operating in New York will be heard upon
the subject of an order the commission proposes to issue re-
quiring these corporations each year to certify to the condi-
tion of the structures on the various lines that are operated
by them.

Buffalo Employees Vote on Company Wage Offer. — An
agreement has been reached between the officials of the In-
ternational Railway, Buffalo, N. Y., and the motormen and
conductors on the city and interurban lines of the company
on practically every point at issue with the exception of the
wage scale. The company has offered these employees an
increase of 2 cents an hour, but after a vote of the union
taken on May 10, it was announced that this offer had been
rejected. Another special meeting of the employees will be
held. It is expected that the wage scale will be arbitrated.

Electrified Terminals Predicted for Chicago. — John F.
Wallace, chairman of the Railway Terminals Commission
of Chicago, stated recently that it was his belief that the
Chicago & Northwestern Railway and the trackage in the
new union station now under construction would be elec-
trified within a short time. Mr. Wallace is quoted as saying:
"Electrification will be necessary by reason of the con-
stantly increasing business. The Pennsylvania Railroad
found at its New York terminal that by electrification as
much business could be done on four tracks as on sixteen
by steam."

Baseball News from Philadelphia. — The first issue of
"Diamond News," official publication of the Philadelphia
(Pa.) Rapid Transit Baseball League, is dated May 1. It
indicates a very interesting and lively season in the con-
test for the championship cup, which will become the per-
manent property of the winning team. Hamilton watches
will be awarded to the leading pitcher, the leading batsman
and the player scoring the greatest number of runs. The
player submitting the best baseball essay and the non-
contestants submitting the two best essays will also receive
Hamilton watches.

Action Taken Against Railway in Repair Case. — On mo-
tion of Commissioner Henry W. Hodge, the Public Service
Commission for the First District of New York has sent a
letter to District Attorney Swann of New York County,
calling his .attention to the failure of the Third Avenue Rail-
way and the Forty-second Street, Manhattanville & St. Nich-
olas Avenue Railway to obey the commission's order of May
21, 1915, requiring these companies to make certain repairs
to their tracks. This action was taken under Sec. 58 of the
public service commissions law, which makes violation of
an order of the commission a misdemeanor.

Bulletin of the National Tax Association. — The National
Tax Association has begun the publication of an official
bulletin to be issued nine times during each year, i. e., each
month except July, August and September. It is intended
for circulation among the members and others to keep
them advised on topics of current interest and to serve as
a medium for the intercommunication of ideas and sugges-
tions. The subscription price to members is included in
the annual dues, while to non-members it is $2 a year. Or-
ders and inquiries should be addressed to A. E. Holcomb,
treasurer, 15 Dey Street, New York, N. Y.

Superintendent Gaboury Praised. — At the recent Good
Roads Congress in Montreal, Quebec, Chief Engineer Mer-
cier of that city read a paper on "Snow Removal in Mon-

treal." He said that the average snow fall for forty-one
years had been 119 in., and there was snow on seventy-nine
days in 1915, with rain on twenty-eight of these days. Mr.
Mercier described the methods by which the city and the
Montreal Tramways co-operated to clear the streets, and
referred to the organization under A. Gaboury, superinten-
dent of the railway, as "wonderful." The cost of clean-
ing sidewalks was 7% cents per running foot, and clearing
the roads cost $2,500 per mile.

Tentative Rules for Overhead Electrical Construction in
Illinois. — The State Public Utilities Commission of Illinois
has issued a bulletin covering tentative rules for overhead
electrical construction which have been drawn up for discus-
sion at a hearing to be held in the offices of the commission
at Springfield, 111., on May 16. The rules cover the follow-
ing general classifications: overhead construction in general,
construction at crossing between wires, construction at
crossings of wires over railroad tracks, crossings of wires
under railroad structures, construction for jointly used pole
lines and general recommendations for construction and op-
eration of supply systems and signal systems whose lines are
involved in parallels.

Strike on Dorchester Tunnel. — About 500 Italian laborers
employed in the construction of the Dorchester tunnel at
Boston, Mass., went on strike early last week. No work
was done on Monday night, May 8, under Fort Point Chan-
nel. At the office of Patrick McGovern, a contractor for
the section latest affected by the walk-out, it was stated
that the men are being paid $3 and $3.50 a day, an advance
of 50 cents over the day rate of a few months ago. This
is a higher rate than has ever before been paid for excava-
tion labor in Boston subway work. Strikes were settled on
May 9 on sections of the tunnel being built by Coleman
Brothers and the T. A. Gillespie Company, Boston. It is
understood that no increase in pay was granted.

Massachusetts Wages Conferences. — Negotiations as to
wages are under way in Massachusetts on the Worcester
Consolidated Street Railway and the Springfield Street Rail-
way and on the Boston Elevated Railway. Although the de-
tails of the agreements under discussion between the man-
agements and the employees are not as yet public, it is
understood that they involve substantial advances affecting
about 2000 men on the Worcester and Springfield properties.
On the Boston system conferences have been proceeding
practically every day for the past four or five weeks and
it is hoped that an agreement may be reached without the
necessity for arbitration proceedings. Press accounts state
that the employees of the Worcester and the Springfield
companies rejected proposals by the company for certain
changes in the working agreement early in the week ended
May 13 and that further conferences will be conducted.

Norfolk Franchise Before Aldermen. — The report of the
joint committee of the Council of Norfolk, Va., which has
been considering the matter of new franchises to be granted
to the Virginia Railway & Power Company, was presented
to the Board of Aldermen on May 9. That body concurred
with the Common Council in postponing consideration of
the franchises until a meeting of a committee of the whole
Council, but set no date for the meeting. Citizens of what
is known as Berkley Ward held a mass meeting the same
night and passed resolutions to be presented to the Coun-
cils opposing the passage of the ordinances in their present
shape. Their principal objection to the measures is the pro-
posed abrogation of the 2% -cent labor ticket now in force
between Norfolk proper and the portion of the city in which
they live. They also want 80-cent gas. E. C. Hathaway,
assistant general manager, appeared before the citizens and
explained some matters in connection with transfer privi-
leges and other features of the ordinance which they did
not understand.

Baseball League at Baltimore. — The United Railways &
Electric Company, Baltimore, Md., has formed a baseball
league consisting of sixteen teams, the various nines being
composed of employees of closely affiliated lines in order
that the spirit of route rivalry which has been an interesting
feature of the bowling contest will continue to be main-
tained. The company has provided playing space on its
property at Carroll Park, and will supply the players with
uniforms and all other equipment. One man has been

MAY 13, 1916|

ELECTRIC RAILWAY JOURNAL

928

employed to manage the league and devote all his time to
the details. The company will provide a pennant and also
a loving cup for the winning club. The second annual
bowling tournament of the company terminated on April 13.
The winning team received custody of a silver loving cup,
lo remain in its possession for one year and to become the
permanent property of the team which wins it three times.
The members of the winning team received gold medals and
the individuals making the highest score, the highest single
score and the highest number of strikes were presented with
gold watches.

Three- Year Agreement Negotiated in Albany. — Negotia-
tions between the officers of the United Traction Company,
Albany, N. Y., and the representatives of the Albany and
Troy branches of the Amalgamated Association terminated
on May 8 in an agreement for three years, effective from
July 1. The new contract virtually is identical with the one
now in operation, with the exception of the wage scale.
After July I motormen and conductors will receive 30 cents
an hour instead of 28 cents. Wages of all other employees
will be increased in similar ratio. All men now employed
will receive the raise, irrespective of the length of their
employment. The agreement provides, however, that new
employees shall receive 28 cents an hour. This will be
increased 1 cent at the end of six months and another cent
at the end of twelve months, so that new men employed
after July 1 will not receive the 30 cents an hour until they
have been employed one year. Sections of the agreement
covering working conditions are changed only slightly from
the present agreement. In the draft submitted by the men
the section on wages called for an increase of 5 cents an
hour. The company responded by offering 2 cents, and after
a vote the men decided to accept the company's offer.

Thompson Committee Hearings Continued. — On May 9 the
Thompson legislative committee delved into the unsuccessful
negotiations of several years ago between the Interborough
Rapid Transit Company and the Longacre Power Company
to have the transit company sell its surplus current to the
Longacre concern. DeLancey Nicoll, of counsel for the In-
terborough Company, was called as a witness. He stated
that in his opinion the life of the Thompson committee end-
ed with the adjournment of the Legislature. Samuel Unter-
myer, counsel for the Longacre Company, and Frank Hedley,
vice-president and general manager, and H. G. Stott, chief
engineer of the Interborough Rapid Transit Company, were
also questioned. Contractor John F. Stevens was asked
about his negotiations with T. P. Shonts, president of the
Interborough Rapid Transit Company, for the contract for
third-tracking the elevated lines. On May 10 E. J. Berwind,
a director of the Interborough Rapid Transit Company, was
questioned regarding the proposed Stevens contract and
matters relating thereto. Bridge Commissioner F. J. H.
Kracke testified in regard to the proposed removal of the
Brooklyn Bridge extension across Park Row to City Hall
Park. He said that the structure would be removed as soon
as the connection between the Center Street Loop and the
Brooklyn Bridge was put into operation. On May 11 T. A.
Gillespie of the T. A. Gillespie Company, which obtained the
contract for third-tracking the elevated lines in Manhattan,
was the principal witness before the committee.

Financial and Corporate

PROGRAM OF ASSOCIATION MEETING
Railway Signal Association

A stated meeting of the Railway Signal Association will
be held at the Hotel Astor, New York, N. Y., on May 24
and 25. The meeting will open at 10 a. m. on May 24
with reports from committees on signaling practice, mechan-
ical interlocking, direct-current automatic block signaling,
and electrical testing. There will also be a discussion on
analytical methods of solving track circuit problems. On
May 25 there will be reports from committees on power
interlocking, standard designs, wires and cables, and on the
harmonizing of specifications. It is expected that this ses-

sion will be completed by 4 p.

m. The association is

planning a dinner and theater party for members attending
the meeting, and it is requested that all delegates register
promptly upon arrival at the association headquarters on
May 24, so that the arrangements for the entertainment
may be concluded.

ANNUAL REPORTS

Chicago Surface Lines

A comparative statement of revenues and expenses of
the Chicago (111.) Surface Lines for the twelve months ended
Jan. 31, 1915 and 1916, follows:

Per Per

1915 Cent 1914 Cent

Gross earnings $31,690,761 100.00 $31,966,048 100.00

Expenses :

Maintenance of way

and structures $973,086 3.07 $931,407 2.91

Maintenance of equip-
ment 1,677,570 5.29 1,533,155 4.80

Renewals 2,535,260 8.00 2,557,283 8.00

Traffic expenses 41,011 0.13 2,110 0.01

Operation of power

plants 2,779,717 8.77 2,781,906 S.70

Operation of cars —

Trainmen 8,162,239 25.76 7,596,036 23.76

Other 1,214,071 3.83 1,190,486 3.73

General expenses —

Damages 1,054,982 3.33 1,198,726 3.75

Other 758,479 2.39 658,881 2.06:

Kxpenses of Board of

Supervising Engineers 112,307 0.36 86,205 0.2T

Taxes 1,732,629 5.47 1,353,073 4.23

Total expenses $21,041,356 66.40 $19,889,275 62.22

Residue receipts $10,649,405 33.60 $12,076,773 37.78.

Divided :

Chicago Railways 59 per

cent 6,283,149 7,125,296

South Side Lines 41 per

cent 4,366,256 4,951,476

Detailed figures in regard to the subdivisions of gross
earnings for the surface lines and in regard to the sepa-
rate financial showing of the Chicago Railways and the
South Side Lines were published from reports for these two
divisions in the Electric Railway Journal of March 25
and April 15. The foregoing statement, however, is taken
from the very complete second annual report of the Chicago
Surface Lines to the board of operation. The greater part
of the increase in operating expenses, amounting to $1,152,-
080, was caused by the wage increase which became ef-
fective on June 1, 1915. The effect of this increase will be
approximately $950,000 for the first year of the contract,
and $1,250,000 for the second year. The balance of the
increase was due to larger expenditures for maintenance
of track, roadway and equipment and for taxes. The in-
crease in equipment maintenance was more marked than
that for way and structures. The total amount ex-
pended for maintenance of way and structures showed an
increase of $45,162, whereas the expenditures for main-
tenance of equipment rose $144,415.

During the first year of unification the board of opera-
tion authorized $250,000 of the maintenance fund to be
used in putting cars through the shops for painting and
general overhauling, to be expended 60 per cent on cars
belonging to the Chicago Railways and 40 per cent on cars
belonging to the South Side Lines. Of this appropriation
$236,658 was spent during the year. In 1915 $300,000 was
appropriated to be expended in the same way. Of this
amount $282,400 was expended^ making the total expended
during the two years $519,058, of which $313,117 or a trifle
more than 60 per cent was expended on equipment belong-
ing to the Chicago Railways, and $205,941 or a trifle less
than 40 per cent was expended on equipment belonging to
the South Side Lines.

During the year the Chicago Surface Lines made a con-
tract with the Galena Signal Oil Company covering the
lubrication of rolling stock equipment for five years on a
mileage basis. The contract is said to have effected a ma-
terial reduction in cost. Owing to the use of 34-in. wheels,
and improved shop methods the lines are getting better
mileage out of the steel wheels. The average mileage per
wheel for 1914 was 87,195 miles, while for the year just
ended the average increased to 94,862 miles.

The lines have reached an agreement with the health
department of the city with reference to the heating and

924

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

ventilating of all of the cars not equipped with a mechanical
system of ventilation, whereby additional heating capacity
is to be installed, together with thermostatic control and
a natural system of ventilation. Plans have been prepared
and approved by the health department, and requests for
bids for the necessary apparatus have been issued. This
work will be pushed forward as rapidly as possible. The
result of adjusting these questions is that, during the year,
no suits were brought against the companies with reference
to heating or ventilation of cars.

The city purchase price of all the properties as of Jan.
31, 1916, was $148,221,578. During the last fiscal year the
companies expended for new capital requirements the sum
of $2,972,413. Extensions totaling 22.34 miles were built,
and 1.81 miles were abandoned, giving a net addition of
20.53 miles and a total single-track mileage of 1023.03.
Two new substations, 4000-kw. and 8000-kw. capacity,
were completed and put into operation. The power (a.c.)
purchased from the Commonwealth Edison Company for
the year, amounted to 498,152,705 kw.-hr. at a cost of
$3,634,198. The total d.c. output at the substations and
power houses was 465,139,489 kw.-hr. at a total cost, in-
cluding maintenance, fixed charges, purchased power, etc.,
of $3,908,018.

The report of the companies describes in interesting
detail the organization and work of the various depart-
ments, such as the transportation, purchasing, legal,
claims, accounting and treasury departments, and also
discusses various topics arising in Chicago operation, as
the sustained validity of the unification ordinance and the
pending questions of car renewals, State versus city regu-
lation, and unification of the surface electric railways and
the elevated electric railways.

In connection with the work of the purchasing depart-
ment it is noted that there were 2371 requisitions for
material, supplies, equipment, etc., received during the
year, aggregating a total of 19,600 items. These requisi-
tions required the placing of 13,000 purchase orders and
29,300 invoices were checked and recorded on these orders.
Contracts made in the early part of the year for require-
ments of standard materials and supplies of various classi-
fications enabled the companies to secure low prices,
prompt placing of orders and prompt delivery. These
contracts were of further benefit, inasmuch as a shortage
of raw material and increased demand for practically all
materials and supplies caused a steady increase in prices
throughout the year.

All scrap and obsolete material, supplies and equipment
accumulated or becoming obsolete during the year were
sold in the usual way, i.e., notices were sent to all avail-
able dealers in this class of material, and the material was
sold to the highest bidder. All bids for the sale of scrap
and obsolete material were submitted to and approved by
the Board of Supervising Engineers. There were 169
contracts closed during the year covering the sale of scrap
and obsolete material, supplies and equipment. The
amount of scrap sold was divided as follows: Scrap iron
and steel, 16,000 gross tons; scrap metals (such as copper,
brass, etc.), 800 net tons. The prices obtained for scrap,
particularly for metals, were much higher than those ever
before obtained. In fact, in some instances, the metals were
sold at a price which amounted to more than their original
cost.

Under unified operation the claims investigated totaled
16,770 in the last fiscal year as compared to 14,358 in 1914,
and the claims settled were 6967 and 7448 respectively.
As compared to 1914, the accidents reported in 1915
showed a decrease of more than 14 per cent, with an
increase of 16 per cent in the claims investigated. The
Chicago Surface Lines reserve account for damages
showed a balance on Jan. 31, 1916, of $1,047,017 as com-
pared to $581,520 a year before.

The total passenger receipts for the year amounted to
$31,086,715, making an average daily receipt of $85,169.
The largest daily receipts during 1915 were on Dec. 24, 1915,
amounting to $106,126. The average number of employees
during the year was approximately 12,000. The total
amount disbursed for payrolls during the year was
$12,671,794. The average payroll per month amounted to
$1,055,982.

North American Company

The comparative statement of income and undivided
profits of the North American Company, New York, N. Y.,
for the calendar year 1915 follows:

1915 1914

Interest received or accrued $488,804 $610,145

Dividends received 1,438.028 1,503,801

Profits and compensation for services 28,671 42,377

Total $1,952,503 $2,156,323

Salaries, legal expenses, net rentals and all

other expenses of administration $77,780 $77,630

Taxes 10,576 24,397

Interest paid or accrued 25,821 140,173

Sundry accounts written off and reserves.. 33,550 5,351

Total $147,727 $247,551

Net income $1,804,776 $1,908,772

Dividends paid and accrued during year. 1,489,665 1,489,665

Balance carried to undivided profits account $315,111 $419,107

The foregoing table shows the lessened income from divi-
dends and interest in 1915, about half of which was met
by the decrease in expenses, so that the net income suffered
a loss of $103,996. The Wisconsin group of companies con-
trolled by the North American Company includes The Mil-
waukee Electric Railway & Light Company and the Mil-
waukee Light, Heat & Traction Company, and the holding
company also controls the United Railways of St. Louis.
The showing of these companies is briefly reviewed below:

The operating revenues of The Milwaukee Railway &
Light Company for 1915 amounted to $5,971,715, a decrease
of $33,780, or 0.56 per cent, as compared with the previous
year. Operating expenses, including taxes and reserves,
decreased $67,543, or 1.60 per cent, while gross income de-
creased $2,722, or 0.15 per cent, and interest charges de-
creased $29,804, or 3.62 per cent, so that the net income
increased $27,082, or 2.67 per cent. The operating revenues
of the electric light and power department increased $164,-
995, or 8.71 per cent, while the operating revenues of the
railway department decreased $198,775, or 4.83 per cent.
This decrease was due to the industrial depression and the
operation of jitneys in competition with the street railway
lines. The expenditures for construction during the year
amounted to $484,782, of which the following are the princi-
pal items: (1) Construction of 1.028 miles of additional
track; (2) paving in track tone; (3) extensions to under-
ground distribution system; (4) installation of additional
mains and services.

The operating revenues of the Milwaukee Light, Heat &
Traction Company for the year amounted to $1,480,625, a
decrease of $13,042, or 0.87 per cent, as compared with the
previous year. Operating expenses, however, including
taxes and reserves, increased $44,615, or 4.72 per cent. Gross
income decreased $57,564, or 4.62 per cent; interest charges
increased $17,589, or 2.73 per cent, and net income decreased
$75,153, or 12.50 per cent. The operating revenues of the
electric light and power department increased $64,240, or
11.62 per cent, while the operating revenues of the railway
department decreased $77,282, or 8.21 per cent. This de-
crease was due to the industrial depression and diverting of
riding to automobiles. The expenditures for construction
during the year amounted to $380,095, of which the follow-
ing are the principal items: (1) Completion of installation
of turbo-generator and boilers in Racine power plant; (2)
installation of 750-kw. motor-generator set in Racine power
plant; (3) extensions to electric distribution system in the
various districts served; (4) paving and cost of heavier rail-
way track laid upon reconstruction.

The operating revenues of the United Railways of St.
Louis for 1915 totaled $11,681,200, a decrease of $769,724, or
6.18 per cent. Operating expenses, including taxes and
reserves, decreased $486,340, or 5.17 per cent. Gross income
decreased $272,800, or 8.73 per cent, with interest charges
less by $30,287, or 1.16 per cent, so that the net income
decreased $242,513, or 47.73 per cent. During the year the
expenditures for construction amounted to $53,540, of which
the following are the principal items: (1) Construction of
0.52 mile of track; (2) construction of permanent pavement
in track zone; (3) additional passenger car equipment. The
expenditures for construction work during the year, charged
to depreciation reserve, amounted to $763,757, consisting

MAY 13, 1916J

ELECTRIC RAILWAY JOURNAL

925

principally of the replacement of 27.53 miles of track,
retying and reballasting of 10.47 miles of unpaved track,
remodelling of twenty-seven cars and rebuilding of 273 cars.
The North American Company receives no dividends on the
common stock of this subsidiary owned by it.

READJUSTMENT OF UNITED RAILROADS FINANCES
PROPOSED

Jesse W. Lilienthal, president of the United Railroads,
San Francisco, Cal., was quoted in the San Francisco
Examiner recently as discussing plans for the readjustment
of the securities of the company referred to in the Electric
Railway Journal of April 1, page 668. He is quoted in
part as follows:

"I have been at work for a long time on a plan of re-
organization of the company's securities looking to place
them on a basis that will be absolutely conservative. When
every detail of the plan has been worked out I shall wish
to submit it to the Railroad Commission before making it
public through other channels, but I see no objection to
stating that in working out the plan I have had in mind
three fundamental considerations:

"1. Reducing the bonded indebtedness of the company to
a point under the value of the actual physical properties.

"2. Providing new securities for the holders of the pres-
ent ones, which on the basis of present earnings, and in no
way discounting the future growth of the city, will make
an annual return at least as large as is now being paid.

"3. Providing a market for the new securities through
an underwriting syndicate which will give to the present
holder of securities, if he elects to sell instead of holding, a
price substantially larger than the one that he could now
realize by disposing of his existing securities."

CONSOLIDATION PROPOSED IN NEW ORLEANS

Stockholders to Vote on May 22 on Consolidation of New

Orleans Railway & Light Company and

Its Subsidiaries

It is proposed to consolidate the subsidiary companies with
the New Orleans Railway & Light Company, New Orleans,
La., into a company which will own directly all street rail-
ways now owned by the subsidiary companies. The plan for
the consolidation has been approved by the directors of all
the companies involved, and meetings of the stockholders of
the several companies have been called for May 22 to ratify
the plan.

The New Orleans City. Railroad, the New Orleans & Car-
rollton Railroad, Light & Power Company, the Orleans Rail-
road, the St. Charles Street Railroad, the New Orleans &
Pontchartrain Railway and the New Orleans Railway &
Light Company own all the street railroads in New Orleans.
The New Orleans Railway & Light Company operates the
New Orleans City Railroad under a lease which runs until
1955, and in addition owns all but a comparatively few
shares of the stock of that company and of all the other
companies mentioned.

In order to obtain the large sums of money necessary to
develop the railways in New Orleans, the New Orleans Rail-
way & Light Company has had to use its own credit, as it
was shown to be impracticable for the various companies to
continue to borrow on their individual credit. To obtain
these funds the New Orleans Railway & Light Company has,
from time to time, issued and disposed of its own obligations
on the credit of the stock of the subsidiary companies. This
method of financing has proved cumbersome and costly, and,
in addition, a large expense is needlessly incurred annually
through the necessity of keeping up the legal organization
and the overhead expenses and salaries of the several sub-
sidiary companies. It is on account of these conditions that
the consolidation is proposed.

The New Orleans Railway & Light Company has author-
ized and issued $10,000,000 par value of 5 per cent non-
cumulative preferred stock and $20,000,000 of common stock.
The property owned by the company consists in the main of
all but a comparatively few shares of the capital stocks of
the subsidiary companies and of the New Orleans Gas Light
Company. The consolidation of the subsidiary companies
with the New Orleans Railway & Light Company will be

effected under the statutes of the State of Louisiana. The
company resulting from the consolidation will own all of
the physical properties of the New Orleans Railway & Light
Company and of the subsidiary companies and the shares
of stock of the New Orleans Gas Light Company now owned
by the New Orleans Railway & Light Company, as for legal
reasons the gas company cannot be a party to the con-
solidation. The consolidated company will be called the New
Orleans Railway & Light Company, and will have the same
stock capitalization as the existing New Orleans Railway &
Light Company, to wit: 100,000 shares, of the par value of
$100 each, of 5 per cent non-cumulative preferred stock, and
200,000 shares of common stock of the par value of
$100 each.

The stock capitalization of the consolidated company,
which will be the same as that of the present New Orleans
Railway & Light Company, will be less than the sum total
of the stock capitalization of the New Orleans Railway &
Light Company, plus the outstanding stocks of the sub-
sidiary companies not owned by the New Orleans Railway
& Light Company. The shares of stock necessary to effect
this reduction have been provided through an arrangement
between the American Cities Company, which is the owner
of a large part of the preferred and common stock of the
old New Orleans Railway & Light Company, and the consoli-
dated company.

AUBURN & SYRACUSE READJUSTMENT

New Note Financing with Common Stock Bonus Has Been

Completed— List of New Management

The readjustment of the finances of the Auburn & Syra-
cuse Electric Railroad, Syracuse, N. Y., has been carried
out in accordance with the terms of the letter addressed to
the stockholders of the company on Jan. 26. On Feb. 1,
1916, there came due $250,000 of one-year notes issued by
the company. There also had to be paid at that time six
months' interest at 5 per cent on these notes, amounting to
$6,250. On Aug. 1 $115,000 of eighteen-month notes issued
by the company are to mature. In the circular of Jan. 26
the company said that at that time $72,000 in cash was re-
quired by the company to provide for outstanding short-time
paper, past due vouchers, accounts payable and accrued
interest.

In order to provide for these requirements, the directors
outlined a plan of financial readjustment which called for
the issuance of $437,000 face value of five-year 6-per cent
coupon notes to be dated Feb. 1, 1916, the total note issue
under the trust agreement to be limited to $450,000. Com-
mon stock of the company was to be delivered as a bonus
with the five-year notes at the rate of one share of stock
with every $100 of notes. It was provided that this common
stock bonus should be obtained from the holders of common
stock. As the total outstanding issue of common stock was
12,500 shares substantially 35 per cent of the entire issue
was required to furnish the 4370 shares needed for the bonus,
and in order to distribute this requirement equally among
all the common stockholders, every holder of common stock
was called upon to furnish 35 per cent of the common stock
held by him. The common stock to be delivered with the
five-year notes was to be in the form of voting trust cer-
tificates and an additional amount of the stock was to be
deposited under the voting trust so as to give the voting
trustees a majority of all of the outstanding capital stock
of the company. Stockholders were privileged to subscribe
to the notes at par and accrued interest. The voting trus-
tees were to be Hendrick S. Holden and Arthur W. Loasby,
Syracuse, and F. W. Roebling, Jr., Trenton, N. J. The voting
trust was to continue for a period of five years.

The $437,000 of five-year notes issued to provide for the
maturing notes and other obligations mentioned previously
were to be applied as follows: $250,000 to the payment of
$250,000 of one-year notes maturing on Feb. 1, 1916;
$115,000 to the payment of $115,000 of outstanding eighteen-
month notes; $72,000 to furnish $72,000 of cash to pay
short-time paper, past due vouchers, accounts payable and
accrued interest; the remaining $13,000 of the five-year
notes were to be used as the directors might determine.

On April 4 the Public Service Commission for the Second
District of New York authorized the issue of the $437,000

926

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

of five-year 6 per cent gold notes referred to in the plan
and also approved the proposed trust agreement under
which the notes were to be issued. A sufficient amount of
common stock was turned in to the treasurer of the com-
pany to enable the proposed voting trust to be established
and the stock was turned over to Messrs. Holden, Loasby
and Roebling as voting trustees. It is announced now that
the notes have been disposed of and that they have been
applied as set forth in the plans.

The new officers and directors of the company are as
follows: Harold G. Metcalf, Auburn, N. Y., president;
Hendrick S. Holden, Syracuse, N. Y., vice-president; T. C.
Cherry, Auburn, N. Y., vice-president and general manager;
W. A. Holden, Syracuse, N. Y., treasurer; S. C. Rogers,
Syracuse, N. Y., assistant treasurer; H. C. Beatty, Syracuse,
N. Y., secretary; C. Loomis Allen, A. H. Cowie, Hendrick
S. Holden, W. A. Holden, Arthur W. Loasby, H. G. Metcalf,
William O. Morgan, William Nottingham and F. W. Roeb-
ling, Jr., directors.

OUTLINE OF CHICAGO & MILWAUKEE REORGAN-
IZATION PLAN

It is reported that the reorganization of the Chicago &
Milwaukee Electric Railroad, Highwood, 111., sold under
foreclosure on May 1, as noted in the Electric Railway
Journal of May 6, page 878, will very likely be carried out
in accordance with the plan and agreement dated Jan. 20,
1912. This called for the deposit of the two classes of
bonds with either the' Chicago Title & Trust Company or
the National Trust Company, Toronto. It provided for the
formation of a new company, to be organized under the
laws of Illinois or Wisconsin, or both, to take over the
properties of the Wisconsin company, the Illinois company
and the Wisconsin company holding the property in the
city of Milwaukee, from and through the protective com-
mittee. Three new mortgages were to be created; one, a
first mortgage to cover all property held at that time or
afterward acquired, not to exceed $10,000,000 or 5 per cent
rate of interest; a second mortgage securing first income
bonds, not to exceed $4,500,000, non-cumulative 4 per cent
per annum, interest payable out of net earnings only; a
third mortgage, securing second income bonds not to exceed
$6,000,000, non-cumulative 4 per cent per annum, interest
payable out of net earnings only after the annual interest
on the second mortgage income bonds had been paid in
full. The capital stock was to amount to $6,000,000, all of
which was to be turned over to the committee to be dis-
posed of as they saw fit. The sale remains to be confirmed
by the Circuit Court in both States.

American Cities Company, New York, N. Y.— The direct-
ors of American Cities Company have voted to retire on
July 1 at par and interest by lot $2,500,000 of the 5-6 per
cent eight-year collateral trust bonds, due on July 1, 1919.
The remaining $7,500,000 of these bonds will continue out-
standing on a 5 per cent basis until July 1, 1917, after which
time they will bear interest to maturity at the rate of 6 per
cent.

Cities Service Company, New York, N. Y.— It is under-
stood that Cities Service Company will soon call for pay-
ment the entire issue of $7,000,000 of 7 per cent five-year
notes due on March 15, 1918. The notes will be paid at
102 and interest any time between June 12 and July 12,
interest ceasing after July 12. Funds for the retirement
of the notes were secured from the proceeds of the sale of
$14,000,000 of bonds of the Empire Gas & Fuel Company, a
subsidiary. The notes were originally issued to acquire and
develop natural gas and oil properties now included in the
Empire Gas & Fuel Company.

Fargo & Moorehead Street Railway, Fargo, N. D.— On
July 2 the Fargo & Moorehead Street Railway will pay,
through the Northwestern Trust Company, St. Paul, all the
outstanding 6 per cent second mortgage bonds of the cor-
poration. The redemption will be made at 105 and interest.
This is in accordance with the terms of the new financing
of the Northern States Power Company, referred to in the
Electric Railway Journal of May 6, page 877.

Gary & Interurban Railroad, Gary, Ind.— Judge Ander-
son in the Federal Court has authorized the issuance of

$39,000 of receivers' certificates by the Gary & Interurban
Railroad.

Kansas City, Clay County & St. Joseph Railway, Kar
City, Mo. — The Supreme Court of Missouri has denied the
motions of attorneys for the Kansas City, Clay County &
St. Joseph Railway to require Judge Bird of the County
Circuit Court to dismiss the receivership under which the
company is operating, and prohibit the judge from exercis-
ing jurisdiction over the receivers or the property in their
custody. The receivers were appointed following the judg-
ment in the circuit court for $1,500,000 in favor of the
Interstate Railway.

Mexico (Mex.) Tramways. — A protective committee con-
sisting of E. R. Peacock, S. C. Boulter, H. F. Chamen, Rob-
ert Fleming, Arthur Hill, H. Malcom Hubbard and A. F. B.
Roger has issued a letter asking for the deposit of bonds
of the Mexico Tramways, the Mexico Light & Power Com-
pany, Ltd., the Mexican Electric Light Company, Ltd., and
the Pechuca Light & Power Company. This action is taken
because of the difficulties encountered from the unsettled
conditions in Mexico. American bondholders may deposit
with the Canadian Bank of Commerce in Toronto.

San Francisco-Oakland Terminal Railways, Oakland, Cal.
— The San Francisco-Oakland Terminal Railways has filed
with the California Railroad Commission an application for
authority to issue promissory notes for $180,000 at 6 per
cent, callable at 100% and interest, on sixty days' notice,
and maturing between 1917 and 1925. The company expects
to use the money from these notes with $54,000 more for
twenty steel cars costing $6,000 each, of the pay-as-you-
enter type, and twelve cars costing $9,500 each in express
service between Oakland and Berkeley. Contracts for the
purchase of the first twenty cars are being negotiated. The
twelve cars last mentioned will be built in the Oakland
shops of the railways or bought elsewhere. Preliminary
estimates show that the cars can be constructed in the Oak-
land shops for $9,500 each. Arrangements have been com-
pleted for the sale and disposition of the notes at par, with
accrued interest. The notes are to be secured by a car trust
agreement. The $54,000 needed above the $180,000 to be
secured from the notes will be obtained by the payment by
the company of $200 a day to its trustees under the car
trust agreement, beginning on May 1, 1916, and continuing
until fully paid. Of the notes $10,000 will be due on May 1,
1917, and $10,000 on Nov. 1, 1917. Similar sums will be due
on the same dates in succeeding years until 1925.

Seattle, Renton & Southern Railway, Seattle, Wash.— On
May 1 Scott Calhoun, one of the receivers of the Seattle,
Renton & Southern Railway, offered the line for sale, acting
under orders of Judge A. W. Frater of the King County
Superior Court. No bids were received, and a new date at
which time the property will be again offered for sale will
be set in the near future. John C. Higgins, counsel for
Peabody, Houghteling & Company, Chicago, 111., and other
bondholders, announced that no bid could be made by his
clients, because in the time allowed by the court they had
been unable to perfect their arrangements in accordance
with the provisions of the reorganization plan approved by
Judge Frater on April 1. The terms of the plan for the
reorganization were reviewed in the Electric Railway
Journal of April 15, page 752.

Southern Wisconsin Railway, Madison, Wis.— The South-
ern Wisconsin Railway has filed for record papers certifying
to a change in the name of the company to the Madison
Railways.

Terre Haute, Indianapolis & Eastern Traction Company,
Terre Haute, Ind.— The Terre Haute Traction & Light Com-
pany, operated under lease by the Terre Haute, Indianapolis
& Eastern Traction Company, has asked for tenders, through
the State Street Trust Company, until May 22, of sufficient
of its first consolidated 5 per cent bonds to exhaust $33,048
now available for the sinking fund.

Toronto (Ont.) Railway.— The Toronto Railway has called
a special meeting of the stockholders for May 29 to approve
an increase in its capital stock from $12,000,000 to $15,000,-
000. Part or all of the new stock will be offered to stock-
holders at par, the proceeds to be used for corporate pur-
poses of the company.

MAY 13, 1916|

ELECTRIC RAILWAY JOURNAL

927

United Light & Railways Company, Grand Rapids, Mich.

— Announcement has been made of the sale by United Light
& Railways Company to N. W. Halsey & Company and
Russell Brewster & Company of $1,000,000 of first and re-
funding 5 per cent bonds, making $8,451,000 of this issue
outstanding. The proceeds of the bonds just sold will be
used to reimburse the treasury of the company for cost of
improvements and betterments to properties of subsidiary
companies.

DIVIDENDS DECLARED

Brooklyn (N. Y.) City Railroad Company, quarterly, 2 per
cent.

Kentucky Securities Corporation, Lexington, Ky., quar-
terly, 1% per cent, preferred.

Milwaukee Electric Railway & Light Company, Mil-
waukee, Wis., quarterly, 1% per cent, preferred.

Monongahela Valley Traction Company, Fairmont, W. Va.,
1 per cent, common.

Pacific Gas & Electric Company, San Francisco, Cal.,
quarterly, IV* per cent, common.

Philadelphia Company, Pittsburgh, Pa., quarterly, 87%
cents, common.

Public Service Investment Company, Boston, Mass., quar-
terly, $1.50, preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

BERKSHIRE STREET RAILWAY, PITTSFIELD, MASS.

Operating Operating Operating Fixed Net

Period Revenue Expenses Income Charges Income

lm.,Mar., '16 $72,293 '$66,603 $5,690 $22,304 ttf 16,380
1" " '15 68,846 '63,015 5,831 17,230 ttll.269

9 " " '16 711,143 '594,675 116,468 173,821 Jt55,706

9 15 725,301 '654,114 71,187 155,160 $t82,663

LEWISTON, AUGUSTA & WATERVILLE STREET RAILWAY.

LEWISTON, ME.

lm.,Mar., "16 $55,204 '$45,072 $10,132 $16,155 t$6,023

1" " '15 53132 '35,603 17,529 15,663 1,866

12 16 747,892 '490,819 257,073 191,224 65,849

12 15 691,967 '461,458 230,509 187,048 43,461

NASHVILLE RAILWAY & LIGHT COMPANY, NASHVILLE,
TENN.

lm..Mar., '16 $194,038 '$121,775 $72,263 $42,807 $29,456

1" " '15 175,946 *108!397 67,549 41,964 25,585

12" " '16 2,189,901 '1,349,511 840,390 513,680 326,710

12 15 2,226,710 '1,307,423 919,287 490,464 428,823

lm.,Mar., '16 $24,955 '$22,691 $2,264 $7,979 ttf 5,678

!••' •• '15 24,051 '23,915 135 7,975 tt7.810

9 16 281,730 '227,699 54,031 71,959 tfl7,458

9 " " '15 283,059 '232,703 50,356 71,084 if20,378

NEW YORK, WESTCHESTER & BOSTON RAILWAY,
NEW YORK, N. Y.

•$46,537 tJ6,702
•45,048

•425,508
•392,400

$39,834
36,135
375,154
328,952

f63,447

,617 ttl06,299

PORTLAND RAILWAY, LIGHT

POWER COMPANY,
PORTLAND, ORE.
lra.,Mar., '16 $450,803 '$254,205 $196,598 $182,064 $14,534
1" " -15 445,544 '266,308 179,236 183,854 t4,618
12" " '16 5,453,357 '3,063,650 2,389,707 2,204,581 185,126
12 15 5,978,042 '3,221,351 2,756,691 2,196,100 560,591

REPUBLIC RAILWAY & LIGHT COMPANY, YOUNGSTOWN,
OHIO

$330,046
242,236
958,821
724,837

>$195,084 $134,962 $67,862 $67,395

'158,298 83,938 55,244 28,697

•556,477 402,343 201,365 201,920

•459,347 265,489 165,888 99,867

RHODE ISLAND COMPANY, PROVIDENCE, R. I.

lm„ Mar., '16 $451,308 '$355,741 $95,567 $118,373 tt$21,828

1" " '15 372,155 »311,891 60,264 117,308 tf56,213

9 16 4,046,643 '3,089,387 957,256 1,042,426 $+20,834

9 15 3,913,994 '2,978,147 935,847 1,061,947 tt59,065

'16 $17,997

•15 18,408

•16 186,361

•15 193,687

•$18,657 t$660 $1,748 Jt$2,383

•22,664 f4,256 1,449 Jf5,697

"190,950 f4,589 15,037 ttl9,366

•203,695 fl0,008 11,719 tf21,630

•Includes taxes. {Deficit. ^Includes non-operating income.

{Excludes interest on bonds, charged against income and paid
by the New York, New Haven & Hartford Railroad under guar-
antee; also interest on notes held by the New York, New Haven
& Hartford Railroad Company, not credited to income of that
company.

Traffic and Transportation

BAY STATE CROSS-EXAMINATION CONTINUED

Proceedings in Fare Case Still Center About Valuation

Expert

The Massachusetts Public Service Commission has con-
tinued on alternate days the hearings in the Bay State
Street Railway fare case. The proceedings still center
about the cross-examination of R. M. Feustel, expert witness
of the company in valuation matters. Mr. Feustel stated
that the expenses of the company arising from personal
injuries had been apportioned in the valuation report by
operative routes, on the basis of the total number of passen-
gers hauled, as it was not considered fair to debit any route
or section, as an average cost to that section, with the
particular injuries caused in that section for any one year.

In regard to changes in the length of fare zones, the wit-
ness said that in general where two contiguous zones had
been redivided, it had usually been done on through routes
by shortening the first zone from the center of the city and
increasing the one beyond. In some cases transfer privi-
leges were shortened; in others the adjustment had been
made in more than the immediate adjacent zone. As a rule
the addition of a zone came naturally into the division of
the longest zones that were in existence. Only a few
passengers in proportion to the total volume of traffic would
be obliged to pay a 12-cent fare for a journey now requiring
5 cents. About $1,000,000 in old power plant equipment on
the south of Boston was credited at its scrap value in the
report of the engineers headed by Mr. Feustel and about
$250,000 in antiquated rolling stock. The witness said that
the Milwaukee Electric Railway & Light Company, Kansas
City, Clay County & St. Joseph Railway and Manchester
Traction, Light & Power Company were basing their de-
preciation charges upon the composite property life theory.

The witness said that the average condition of the prop-
erty might be expressed as 75 per cent of normal and
that renewals had not been sufficiently looked out for in the
past. The company had not earned enough to enable its
operating condition to be expressed at 100 per cent effi-
ciency. The company would have to provide for more de-
preciation in the future if it was going to be in operating
condition. Although some of the early single-truck cars of
the road lasted for thirty years, twenty years was beyond
the time when modern roads were discarding them. In
Cleveland cars were being discarded after only fifteen years
service. The witness held that although turbo-generators
represent an improvement over reciprocating engines, the
former would last a shorter time than the latter, partly on
account of depreciation and partly because of obsolescence.
Emphasis was laid upon the replacement of vertical turbo-
generators built only ten or twelve years ago by improved
horizontal prime movers. Commissioner Eastman said that
if an old open car lasts thirty years a modern semi-con-
vertible car ought not to wear out in twenty years, but Mr.
Feustel stated that the open cars showing the longer life
operated relatively few car-miles compared with the service
expected of double-truck semi-convertible cars. The former
were continuous eight-hour cars, operating in the summer.
Practically all the open cars represented a fractional year
equipment, which meant a different life situation than ap-
plied to the semi-convertible type of car.

An exhibit was filed at the hearing of May 8 showing that
the gross earnings necessary to meet the present operating
expenses and provide for depreciation and a 7 per cent
return on the revised investment value as determined for
the Massachusetts property was $10,661,966. This repre-
sented $1,569,889 more yearly revenue than the representa-
tive year ending June 30, 1914, supplied; that is an increase
of 18.20 per cent in passenger revenue was necessary. In
this estimate the value of land included in the total invest-
ment had been changed from the present market value to
the actual cost, a reduction of $648,502. This gave as the
investment value of the Massachusetts property, $41,563,308,

928

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

and the working capital assignable to Massachusetts prop-
erty was $1,424,097, making the total $42,987,405. The
revenue requirements for the Massachusetts property were :
Variable expenses, $5,993,505 (composed of maintenance of
way and structures, $783,906; maintenance of equipment,
$768,887; traffic, $58,353; conducting transportation, $3,381,-
835; general and miscellaneous, $1,000,524); taxes $604,957;
amount needed for depreciation in addition to present main-
tenance charges, $1,054,386; interest on $42,987,405 at 7 per
cent, $3,009,118; total revenue needed, $10,661,966.

Mr. Feustel's exhibit showed that it was estimated that
the revenue on the Massachusetts lines of the company
north of Boston would be increased 13.61 per cent by the
proposed tariff, and that the lines south of Boston would
show an increased revenue of 15.89 per cent, or an average
of 14.43 per cent for the Massachusetts system. The esti-
mated increase in revenue was $753,962 on the northern
and $490,127 on the southern lines, or a total increase of
$1,244,089. This was $382,699 less than was required. In
studying the apportionment of revenue and deficits by routes
Mr. Feustel found that out of fifty-six operative routes
north of Boston, fifty-two showed a deficit judged by the
1914 average standard of income, and that of thirty-nine
routes south of Boston, thirty-six showed a deficit.

COMPARATIVE ACCIDENT FIGURES FOR
FIVE YEARS

The Electrogram, published by the Puget Sound Traction,
Light & Power Company, Seattle, Wash., contained in its
issue for April 6 the following record of all accidents on
the lines of the company involving damages or injury:

1911 1912 1913 1914 1915

' 'ulliM. ins between cars 22 15 15 21 9

Collisions with vehicles 363 424 537 515 849

Collisions with pedestrians 176 149 136 116 89

Derailments 25 9 S 5 10

I hi. ilive car or track 79 21 56 28 18

Boarding moving cars 114 32 49 38 11

Leaving moving cars 209 125 110 106 46

Boarding and leaving still cars 172 151 172 184 150

Persons while on cars 361 351 384 427 121

.Miscellaneous 257 76 83 84 61

In commenting on these figures the company said:
"The reduction in accidents by 'collisions with pedes-
trians,' and to 'persons while on cars,' shows that the pub-
lic is co-operating with us in the safety work, and that our
employees are watchful and careful. Most of the accidents
to people while on the cars are of a minor character, such
as are caused by a sudden stop while a passenger is just
leaving a seat, or a child falling down in the aisle. The
apparently large number of these is simply due to the fact
that our conductors make a record of even trivial happen-
ings."

DECISION RENDERED IN HUNTINGTON
FREIGHT CASE

The Long Island Railroad in October, 1915, decided
definitely to discontinue freight deliveries by electric rail-
way to Huntington. Before actually taking the step, how-
ever, it caused a canvass to be made for the purpose of
ascertaining local sentiment on the subject. No serious ob-
jection was then raised to the plan, but later the Public
Service Commission for the Second District of New York
was asked to issue an order directing the Long Island Rail-
road forthwith to re-establish its freight service to Hunt-
ington village by trolley, at the old rates. Notwithstanding
the Long Island Railroad's ownership of a majority of the
capital stock of the Huntington Railroad it appeared to the
commission that it was dealing not primarily with a steam
railroad which had well recognized obligations to the public
in respect to freight transportation, but with a street rail-
road organized primarily as a passenger carrier, whose
duties in respect to freight transportation were at least of a
secondary and subordinate character. The commission felt
that it would be an improper exercise of power on its part to
grant the relief which the complainants asked. The commis-
sion said:

"For the commission to order a trolley line which is now
losing money in its regular passenger business, to continue
to carry freight at a loss, under such conditions as appear
in the present case, would be to carry the principle of state

regulation of street railroad corporations further than the
present public service commission law intends that it shall
be carried. The fact that a steam railroad happens at some
given moment to own or control a majority of the capital
stock of a trolley line, as to which such a question as is here
involved arises, does not of itself alter the situation, or
establish any material change in the obligations under which
trolley lines, by whomsoever owned, stand toward the public
in respect to freight transportation."

PENNSYLVANIA FIXES STATUS OF JITNEYS

A general ruling governing all auto-bus lines or jitneys
in the State was issued on May 9 by the Public Service Com-
mission of Pennsylvania. In part it is as follows:

Certificates of public convenience evidencing the approval
of the commission will be "limited to the route and number
of cars, and particularly to each automobile or auto-bus
designated in the certificate."

Application may be made for the approval of additional
cars, including substitutions and replacements, verified by
affidavit; but certificates will be non-transferable.

Automobiles or auto-buses authorized to be common car-
riers shall have painted on each side of the vehicle three
lines, containing the name of the person to whom certificate
is issued, the words "auto-bus" and the number of the public
service certificate.

Persons holding certificates will not be allowed to carry
more persons than the seating capacity of the designated
car, and the filed rates and charges must be posted in each
car. The commission reserves the right to revoke any
certificate.

TRANSPORTATION DEVELOPMENTS IN CALIFORNIA

Within a single week recently three significant things
occurred in the transportation field in California. The
Southern Pacific Company announced that it would take off
certain passenger trains because jitney competition was so
keen that there was no longer any profit for the steam lines.
Contracts for carrying mail were awarded to jitneys be-
tween southern California cities. An ordinary stock auto-
mobile was driven from Los Angeles to San Francisco, a
distance of 484 miles by rail, in three hours less time than
is made by the fastest steam train between these points.

The jitneys are now affecting interurban steam line traffic
in almost as serious a way as they at first affected urban
systems. In the case of the mail contract award the jitneys
by their competition first made it so unprofitable for the
steam lines that the latter cut the service down to one train
a day. The residents in the outlying towns who depended
on the steam lines for the mails protested against the reduc-
tion in service, and the Postmaster-General turned the con-
tracts over to the jitney lines. As to the ten-hour-and-
forty-seven-minute run from Los Angeles to San Francisco,
the run was made by a stock car over a route that is, at
best, devious and somewhat rough. The significant fact,
however, is that autos have repeatedly made the trip in time
better than the fastest trains have made the run.

Toledo Rerouteing Plan Defeated. — The plan to take four
of the eleven lines of the Toledo Railways & Light Company,
Toledo, Ohio, from Summit Street and route them over
Superior and St. Clair streets was defeated in the Toledo
Council on May 8. This practically defeats the rerouteing
plan that was prepared by a special committee of Council.
Summit Street merchants opposed the plan from the be-
ginning.

Inquiry Into Brooklyn Surface Equipment. — An inquiry
into the sufficiency of the equipment of the surface lines of
the Brooklyn (N. Y.) Rapid Transit System will be held by
the Public Service Commission for the First District on May
15, on motion of Commissioner Travis H. Whitney. The
commission will determine as a result of the hearing wheth-
er an order should be issued requiring the company to pur-
chase additional cars.

Janitors Become Traffic Officers. — Janitors of four schools
of Louisville, Ky., have been named by the Board of Edu-
cation and have applied to the city officials for authorization
to act as traffic officers before and after school hours. Three

MAY 13, 1916]

ELECTRIC RAILWAY JOURNAL

929

of the schools are located on much traveled street railway
lines. The results of this manner of surveillance of the
school children will be observed carefully during the re-
maining weeks of the school year. If the plan is deemed
to be successful it will be carried out on a larger scale next
year.

"The Public Be Pleased."— This is the title of an article
by F. H. Sillick, comptroller of the Hudson & Manhattan
Railroad, which appears in the May issue of System. Mr.
Sillick emphasizes the value of training employees to be
sincere, calm and courteous at all times. Among other
things, he says: "Being square with your patrons is giving
them efficient, courteous service and not 'public be pleased'
cant. To gain the good-will of the public your attitude must
be sincere. Three factors are essential to the successful
management of any corporation — pleased capital, pleased
labor and pleased patrons."

Suit Against Bellingham Jitneys. — The Puget Sound
Traction, Light & Power Company has started suit against
seventeen local jitney bus owners in Bellingham, Wash.,
alleging that the jitneys there are being operated in unlaw-
ful competition with the street railway system. An injunc-
tion is asked to enjoin the jitney service until such time as
the operators see fit to comply with the city ordinance and
the State law regulating jitney buses. The suit of the
company follows closely a suit instituted by the jitney
drivers to prevent the city ordinance from being enforced.
This is now before the Supreme Court of the State.

Opinion on Sanitation. — According to an opinion written
to the Public Service Commission of the State of Wash-
ington by Attorney General W. V. Tanner, as the result
of an inquiry from the health department of the city of
Spokane, a city of the first class may prevent the operation
of street cars in a condition calculated to affect injuriously
the health, safety or welfare of the inhabitants of the
city. The Attorney General said: "If it can be established
as a fact that a poorly ventilated car or a car not cleaned
as provided in the city ordinance is a nuisance or is detri-
mental to the general health of the community, as dis-
tinguished from the convenience of the passengers, the
city may properly prevent the use of such a car within
the city limits."

Effective Brooklyn Safety Poster.— The Brooklyn (N. Y.)
Rapid Transit Company has issued a number of very effec-
tive safety posters recently. One is entitled "More Haste —
Less Speed." It gives a short account, from one of the
Brooklyn papers, of an accident to a man who tried to board
a moving car on Gates Avenue and then continues: "There
are 1050 trips made by trolley cars on Gates Avenue be-
tween 7 o'clock in the morning and 7 o'clock in the evening.
If this man had, without an accident, caught the car for
which he was running, he would have saved, approximately
1% minutes. The chances are he will remain in the hospital
for a week at least. During that time he will miss 7,350
Gates Avenue cars and perhaps be deprived of the use of
his hand for a month. It is better to wait on the near side
curb for the car we are going to get than to lie in the
hospital and miss them all." This poster is being issued by
the National Safety Council.

Portland Jitney Ordinance Amended. — The City Council
of Portland, Ore., on April 26, passed the amendments to
the original jitney ordinance. The changes have been pend-
ing for about two months. The jitneys are required to oper-
ate at least eight hours out of every twenty-four and to
give continuous service during the eight hours. They may
select any eight hours in twenty-four they desire. They
are prohibited from stopping more than five minutes at
either end of their route and except during the morning
and evening rush hours are required to operate to each
terminus of the route without turning back. The measure
provides that the drivers may pay their licenses quarterly
in advance instead of monthly in advance as at present. In
case of a machine going out of business before the end of
the quarter the city will refund the unearned part of the
license. The city will not, however, make any refund of
more than $4 on the $6 license for each quarter. Provision
is made for tagging machines that are unsafe. An emer-
gency clause was attached to the ordinance making its pro-
visions enforceable at once.

Personal Mention

Mr. C. A. Leonard has been made purchasing agent of the
Tampa (Fla.) Electric Company.

Mr. C. L. Howe has been appointed electrical engineer of
the Tampa (Fla.) Electric Company.

Mr. J. M. Eaton, formerly purchasing agent of the
Tampa (Fla.) Electric Company, is now in the Boston
office of Stone & Webster.

Mr. James Orr, formerly chief engineer of the Tampa
(Fla.) Electric Company, has been transferred to the
Dallas (Tex.) Electric Company.

Mr. E. J. Seaborn, formerly assistant treasurer of the
Pensacola (Fla.) Electric Company, is now assistant treas-
urer of the Tampa (Fla.) Electric Company.

Mr. Harold G. Metcalf, Auburn, N. Y., has been elected
president of the Auburn & Syracuse Electric Railroad,
Syracuse, N. Y., to succeed Clifford D. Beebe.

Mr. H. E. Harley, formerly chief engineer of the power
station of the Jacksonville (Fla.) Traction Company, has
been appointed chief engineer of the power station of the
Tampa (Fla.) Electric Company.

Mr. C. Peterson, heretofore line foreman of the Windsor,
Essex & Lake Shore Rapid Railway, Kingsville, Ont., has
been appointed superintendent of the line department of the
company, reporting to Mr. C. P. Cooper, superintendent.

Mr. J. C. Nelson has been appointed general manager of
the Gary & Interurban Railroad, Gary, Ind., to succeed Mr.
A. C. Miller. Mr. Nelson was graduated from the Uni-
versity of Alabama and from Cornell University and was
with Ford, Bacon & Davis, New York, for twelve years.

Mr. A. Baltzer, heretofore master mechanic of the Wind-
sor, Essex & Lake Shore Rapid Railway, Kingsville, Ont.,
has been appointed electrical engineer of the company in
charge of power house and rolling stock. He succeeds the
late W. W. Chisholm.

Mr. R. A. Moore has been appointed general manager of
the Aurora, Plainfield & Joliet Interurban Railway, Joliet,
111., to succeed Mr. F. C. Eckmann, who has resigned to
give his entire attention to the affairs of the Joliet & East-
ern Traction Company. Mr. Moore will assume his duties
on June 1.

Mr. LeRoy T. Harkness has been transferred by the Pub-
lic Service Commission for the First District of New York
from the position of assistant counsel in the legal depart-
ment of the commission and has been placed in administra-
tive and executive charge of all rapid transit matters, re-
sponsible directly to the commission.

Mr. Louis H. Palmer has been appointed acting general
manager of the Eastern Pennsylvania Railways, Pottsville,
Pa., to succeed W. B. Rockwell, deceased. Mr. Palmer has
been general superintendent of the company. His previous
railway and business connections were reviewed in the
Electric Railway Journal of April 8 in connection with
his appointment to the company.

Mr. John T. Corrigan has been promoted to supervisor
of the division of the Kansas City (Mo.) Railways having
Fifty-eighth and Harrison Streets as headquarters, former-
ly filled by Mr. Julien Harvey, recently made efficiency su-
perintendent. Mr. Corrigan is a son of the late Bernard
Corrigan, formerly president of the Metropolitan Street
Railway and other Kansas City companies.

Mr. F. C. Eckmann, joint general manager of the
Aurora, Plainfield & Joliet Railway and of the Joliet &
Eastern Traction Company for the last two years, will
sever his connection with the former company on June 1
and will give his entire attention to the system between
Joliet and Chicago Heights, with his headquarters, as here-
tofore, in Joliet, 111. Before taking charge of these two
roads in 1914 Mr. Eckmann was general manager of the
Joliet & Southern Traction Company, by which name the en-
tire system was known before the division.

930

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

W. V. HILL

Mr. W. V. Hill, who, as noted in the Electric Railway
Journal for May 6, has been appointed manager of the
California Electric Railway Association, was born in Raleigh,
N. C, on Oct. 2, 1877. Mr.
Hill was educated in private
and public schools, and left
the high school in Asheville,
N. C, at the age of fifteen
to go to work as a telegraph
messenger under his father.
Later he became manager
of a branch office of the
Postal Telegraph Company
at Richmond, Va. He was
promoted and sent to
Georgetown, Ky., to open a
new Postal office, and later
was again promoted and
sent to Paris, Ky. When
he was nineteen years of
age Mr. Hill was recalled to
Richmond, Va., to relieve
his father. He worked in

the Richmond office for five years, resigning to go to New
York. There he worked with the Western Union and the
Associated Press jointly for about a year, when he resigned
to accept a position as night manager of the Postal Company
at Norfolk, Va. Six months later he returned to New York
to work with the Western Union and the Associated Press.
In 1901 Mr. Hill was recommended by the officials of the
Western Union to the late E. H. Harriman to install and
operate a private wire which Mr. Harriman leased, connect-
ing directly with his vast railway interests. In addition to
handling the telegraphic work he accompanied Mr. Harri-
man as traveling secretary on numerous trips over the coun-
try. Mr. Hill resigned his position under Mr. Harriman
after eight years of service and accepted a position as
assistant to the general manager of the Los Angeles Pacific
Railway. Fourteen months later he was promoted to the
position of right-of-way, land and tax agent of the company,
and when the eight electric railways at Los Angeles were
consolidated in 1911, Mr. Hill was appointed tax and contract
agent of the Pacific Electric Railway System, affiliated land
companies, Visalia Electric Railroad, Fresno Traction Com-
pany, Stockton Electric Railroad, San Jose Railroads and
Peninsula Railway. He continued with these companies in
the capacity mentioned until May 1, 1916, when he was
appointed manager of the California Electric Railway As-
sociation.

Mr. Edward N. Lake, managing engineer of the Krehbiel
Company, and assisting engineers have been engaged by
the board of control of the Kansas City (Mo.) Railways to
make tests and suggest improvements of service. Their
inquiry will extend to high-tension generating stations,
high-tension conductors, stations and substations, low-ten-
sion conductors, car distribution and passenger traffic.

Mr. J. M. Ahearn, assistant master mechanic of the
Ottawa (Ont.) Electric Railway, has been appointed as-
sistant superintendent of the company, in charge of equip-
ment. Mr. Ahearn has worked in almost every capacity in
street railway work up to his present position and is
familiar with the different branches of the work. He spent
several years in electric railway work in the Western States
and was for some time located in San Diego.

Mr. F. A. Alspach has been appointed tax agent of the
Pacific Electric Railway, Los Angeles, Cal., to succeed Mr.
W. V. Hill, tax and contract agent, who as noted previously
in the Electric Railway Journal has resigned to become
manager of the California Electric Railway Association.
Hereafter contract work will be undertaken by the depart-
ments directly interested. Franchise and insurance records
will be maintained by the tax department of the company as
heretofore.

Mr. Milo R. Maltbie, former member of the Public Service
Commission for the First District of New York, has been
appointed by Mayor Mitchel of New York to be city cham-
berlain, succeeding Mr. Henry Bruere. The Mayor said
that in inviting Mr. Maltbie to take the office he had had
in mind securing for the city an expert and adviser in public

service matters. In addition to the regular work of the
chamberlain's office, the Mayor hopes to have Mr. Maltbie
give special and constant attention to public service matters
that come before the city administration.

Mr. Charles Harper Batchelor has been appointed traffic
manager of the Toronto (Ont.) Civic Railway. Mr. Batchelor
was born at Bradford, England, on May 18, 1885. He
entered electric railway service in August, 1907. From
April 9, 1909, to April 1, 1913, he was a conductor and
motorman with the Bradford City Tramways, and motorman
on the trackless electric system at Bradford. From April 20
to June 1, 1913, he served as a motorman with the Toronto
(Ont.) Railway. Later he acted as controller man for the
Toronto & York Radial Railway. From August, 1913, to
March, 1916, he was roadmaster of the Toronto Civic Rail-
way.

Mr. D. I. Clough, who has been appointed master me
chanic of the East St. Louis & Suburban Railway, East St
Louis, 111., was engaged in general electric railway con-
struction from April 1, 1903, until September, 1910. From
September, 1910, to March, 1912, he was master mechanic
of the Central California Traction Company, at Stockton.
From March, 1912, to February, 1914, he was with the Gen-
eral Electric Company, at Portland, in railway construc-
tion. From March 1, 1914, until March 15, 1916, he was
master mechanic of the Oregon Electric Railway and the
United Railways, Portland. On Aug. 15, 1915, his juris-
diction was extended over the Spokane & Inland Empire
Railroad, Spokane, Wash. Mr. Clough has been connected
with the East St. Louis & Surburban Railway at East St.
Louis since March 15.

Mr. Charles N. Black, vice-president and general manager
of the United Railroads of San Francisco, will sever his con-
nection with that company on June 1 and thereafter will de-
vote all of his time to the
interests of the firm of
Ford, Bacon & Davis, of
which he is a member. In
the announcement of his
resignation he said that
his only reason was be-
cause the business of the
firm demands his presence
in New York. Mr. Black
is one of the best-known
electric railway men in the
country and has always
been very active in asso-
ciation work, having been
president of the American
Electric Railway Associa-
tion in 1913 and 1914 and
a vice-president of the as-
sociation from 1908 to
1913. Previous to 1907, when he went to San Francisco, he
was vice-president and general manager of the Metropolitan
Street Railway, Kansas City, Mo., as well as vice-president of
the Kansas City Railway & Light Company and Kansas City
Electric Light Company. He is a graduate of Princeton
University in the Arts course, and after a post-graduate
course in engineering in that university entered the employ
of the Brush Electric Company and later went with the
Westinghouse Electric & Manufacturing Company. He has
been connected with Ford, Bacon & Davis since 1899. The
San Francisco newspapers announce Mr. William von Phul,
a member of the firm of Ford, Bacon & Davis, residing in
New Orleans, as the probable successor of Mr. Black, but
confirmation of this report could not be obtained. Mr. von
Phul was formerly vice-president of the American Cities
Company. As a member of the firm of Ford, Bacon & Da-
vis, Mr. von Phul has followed closely the work of the Unit-
ed Railroads of San Francisco for the last ten years. He
spent a year in that city after the fire, during which time he
assisted in the reconstruction of the electric railway system
and its conversion from cable power.

Mr. Charles A. Floyd, superintendent of the northwestern
division of the Michigan Railway, Jackson, Mich., and for-
merly general manager of the Grand Rapids, Holland &
Chicago Railway, Grand Rapids, Mich., has resigned, ef-

black

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

931

fective on June 1. He will after that date devote his entire
time to the business of the Construction Supply Company,
of which he is president. Mr. Floyd entered the electric
railway business in 1901 in the offices of the Grand Rapids,
Holland & Chicago Railway. Later he was made superin-
tendent of the road, which was then a short suburban line
connecting Holland and Macatawa Park, Mich. He held this
position for two years, during which the road was extended
to Grand Rapids. Mr. Floyd had charge of both its construc-
tion and operation. In 1904 he was also appointed purchas-
ing agent and traffic manager of the company. In January,
1912, the Grand Rapids, Holland & Chicago Railway changed
ownership and Mr. Floyd was made general manager. He
held this position until the railway was made a part of the
Michigan Railway System through the completion of the
line between Kalamazoo and Grand Rapids, when he was
appointed superintendent of the northwestern division.

OBITUARY

Willard Parker Hough, assistant structural engineer of
the Brooklyn (N. Y.) Rapid Transit Company, and a mem-
ber of the American Legion, died on May 8 from peritonitis.
Mr. Hough was thirty-five years old.

John W. Wyman, manager of the "Sunshine department"
of the Interborough Rapid Transit Company, New York, N.
Y., who spent years visiting the sick employees of the com-
pany, died on April 19, in his seventy-fourth year.

Charles E. Cook, first president of the Acushnet (Mass.)
Street Railway, died at his home in New Bedford, Mass.,
on April 23, at the age of eighty-two. He also was asso-
ciated with the construction of the Dartmouth & West-
port Street Railway.

Enos M. Barton, chairman of the board of directors of the
Western Electric Company, New York, N. Y., died at Biloxi,
Miss., on May 3, at the age of seventy-two. Mr. Barton was
one of the founders of the Western Electric Company and
served as its president for twenty years. Mr. Barton began
work as a messenger in the telegraph office at Watertown,
N. Y., when he was twelve years old. He was a telegraph
operator in New York during the Civil War.

George G. Whitney, chief clerk of the Washington Rail-
way & Electric Company, Washington, D. C, died on May 7
after a short illness, the immediate cause of death being
diabetes. Mr. Whitney was a native of Nebraska, but had
lived in Washington since he was three years old. He was
educated in the grade schools of the National Capital, and
upon graduation from the business high school entered the
service of the Washington Railway & Electric Company,
gradually working his way up through the clerical branches
to the position of chief clerk, which he held for a number
of years. Mr. Whitney was the first president of Company
Section 4 of the American Electric Railway Association.
He was also third vice-president of the American Electric
Railway Accountants Association and a member of the
board of governors of the Washington Railway Relief Asso-
ciation. Mr. Whitney was thirty-four years old. He is sur-
vived by his widow and three small children.

Henry Floy, electrical engineer and valuation expert, died
suddenly at his residence in New York City on May 5.
Mr. Floy was graduated from Cornell with the class of
1891, and during several years following graduation served
with the Westinghouse company in its shop, engineering
and sales departments. He resigned as manager of the
Minneapolis office of the company in 1898 to open an office
as consulting engineer in New York City, where he has
since been located. Mr. Floy installed the first 25,000-volt
underground transmission line at St. Paul, Minn., in 1900.
Later he served in many important appraisal cases in New
York City; Buffalo, N. Y.; Springfield, Mo.; Tucson, Ariz.,
etc. He was a frequent contributor to the technical press,
and was the author of a number of volumes, including "The
Colorado Springs Lighting Controversy," "High-Tension
Underground Electric Cables," "Valuation of Public Utility
Properties" and "Value for Rate Making." He was a mem-
ber of the jury of awards at the St. Louis Exposition, a
fellow of the American Institute of Engineers, and a member
of the American Society of Civil Engineers, the National
Electric Light Association, the American Electric Railway
Association and the Illuminating Engineering Society.

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.
An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS
*Womelsdorf, Richland & Myerstown Street Railway,
Womelsdorf, Pa. — Application for a charter will be made
by this company to construct a line from Womelsdorf via
Newmantown and Richland to Myerstown, 7 miles, where
it will connect with the Reading Transit & Light Company.
Incorporators: Leroy Valentine, J. H. Mays, A. C. Klopp,
Frank Rader and John L. Shultz, all of Lebanon.

FRANCHISES

New Haven, Conn. — The Connecticut Company has been
granted authority by the Public Utilities Commission to
double-track its Shelton Avenue line from Thompson Street
to Harriet Street and its Winchester Avenue line from Divi-
sion Street to Highland Street.

Hutchinson, Kan. — The Hutchinson Interurban Railway
has received a franchise from the city commissioners to
construct a single-track extension from Main Street east
on Carpenter Street to Elm Street, north on Elm Street to
Avenue F and west on Avenue F to Main Street.

Baltimore, Md.— At a recent hearing held before it, the
Public Service Commission granted the request of the Mary-
land Electric Railways that it be permitted to exercise its
franchise on St. Paul Street north of Merryman's Lane. It
is stated that the Roland Park Company would practically
finance the extension and pay all operating expenses for the
next seven years.

Baltimore, Md. — The Public Service Commission of Mary-
land has authorized the United Railways & Electric Com-
pany to construct its proposed extension to Guilford.

Brookline, Mass. — The Boston Elevated Railway has been
granted permission to relocate its tracks on Harvard Street.
The company will establish a crosstown line on Harvard
Street from Brookline Village to Allston.

Lynn, Mass. — The Bay State Street Railway has received
a franchise from the Council to construct an extension on
Rock Avenue from Hollingsworth Street to Grant Street,
thence along Grant Street to Bay View Avenue to the
present tracks on Hollingsworth Street.

*Ecorse, Mich. — The Samuel A. Merchant Company has
asked the Council for a franchise to construct a line in
Ecorse.

Royal Oak, Mich. — At a recent election residents of
Royal Oak approved the thirty-year franchise asked for
by the Detroit, Pontiac & Owosso Railway. Dr. Oliver
M. Lau, Detroit, is interested. [Nov. 6, '15.]

Brooklyn, N. Y. — The Brooklyn, Queens County & Sub-
urban Railroad, a subsidiary of the Brooklyn Rapid Transit
Company, has asked the Public Service Commission for the
First District of New York for permission to construct
an extension over Metropolitan Avenue from Dry Harbor
Road to Jamaica Avenue, Jamaica.

Dunkirk, N. Y. — George Bullock, receiver of the Buffalo
& Lake Erie Traction Company, has asked the Council to
amend the company's franchise in Dunkirk by which per-
mission will be given to remove the tracks of the city
belt line. The company claims to be losing $15,000 a year
by operating the belt line service.

Portland, Ore. — The Portland & Oregon City Railway has
received from the Council a six-months' extension of time
on its franchise to construct an extension from Oregon City
to Portland.

*Richland, Pa.— The Womelsdorf, Richland & Myerstown
Street Railway, which proposes to construct a line from
Womelsdorf to Myerstown, has asked the Council of Rich-
land for a franchise to construct a line in that city. The
company has also asked the Council of Myerstown for a
franchise within the borough limits.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

TRACK AND ROADWAY

Fort Smith Light & Traction Company, Fort Smith, Ark.
— Surveys have been begun by this company for an ex-
tension of its Van Buren line to the Arkansas Zinc Com-
pany's smelter and probably to Alma.

Municipal Railways of San Francisco, San Francisco,
Ca. — The Supervisors have directed the Board of Public
Works to proceed without delay to complete the Church
Street municipal line. Proceedings are also under way
for the extension of the municipal railway on Market
Street from Church Street to the Twin Peaks tunnel and
from Van Ness Avenue to Kearny Street. The Board of
Park Commissioners has unanimously refused to permit the
extension of the Municipal Railway across Golden Gate
Park on the lines proposed by the Public Utilities Committee
of the Board of Supervisors. The Board stated, in taking
this action, that it was not averse to permitting the railway
to cross the park, but insisted that the route selected must
meet with its approval. It was agreed that the Board would
be willing to co-operate if the supervisors would adopt a
course across the park at Twentieth Avenue.

Boise-Bruneau Railway, Boise, Idaho. — It is reported that
construction of the proposed electric railway from Boise to
Bruneau is assured with the final closing of the contract
between the State Land Board and the Wickahoney Land &
Water Company, which is promoting the line. The project
will cost about $1,000,000 and is being backed by the Thayer-
Moore Brokerage Company of Kansas City. [April 22, '16.]

Cairo & St Louis Railway, Cairo, 111.— The Public Utili-
ties Commission of Illinois has approved the contract for
the sale by the Cairo & St. Louis Railway to the Cairo
Electric & Traction Company of electrical energy for the
operation of the street car system and distributing system
in Cairo, Mounds City and Mounds.

Kewanee & Eastern Electric Railway, Kewanee, 111. —
General offices have been established at Kewanee by the
Kewanee & Eastern Electric Railway. The company pro-
poses to construct a line from Kewanee to Magnolia via
Modena and Castleton. C. G. Lampman, engineer. [April
3, '15.]

Iowa Railway & Light Company, Cedar Rapids, Iowa. —
The municipal electric lighting plant of Adair will be taken
over by the Iowa Railway & Light Company within a few
weeks and 24-hour service will be inaugurated by the
company.

Sioux City Service Company, Sioux City, Iowa. — In con-
nection with proposed improvements to its lines this com-
pany contemplates the abandonment of its West Third
Street line and the extension of its Sixth Street line from
Pierce Street to Jackson Street, to converge with other lines
at Fourth and Jackson Streets.

Kentucky Traction & Terminal Company, Lexington, Ky.
— Among the improvements planned by this company this
year is the reconstruction of its Dewees Street line.

Paducah (Ky.) Traction Company. — This company will
construct double-track on Broadway from Fourth to Seven-
teenth Streets.

Bay State Street Railway, Boston, Mass. — This company
has asked the Council of Haverhill for permission to aban-
don its line on Cedar Street.

Berkshire Street Railway, Pittsfield, Mass.— This com-
pany will construct new track on North Street from Brad-
ford Street south and will also lay new track on West and
Tuler Streets.

Detroit (Mich.) United Railway. — Work has been begun
by this company on the construction of an extension on
Forest Avenue from Gratiot Avenue to Cadillac Avenue,
north to Warren Avenue and east to the city limits. Work
will soon be begun on the construction of a line on Davison
Road from Oakland Avenue in Highland Park to Joseph
Campau Avenue in Hamtramck. Inasmuch as Davison
Road is to be paved from Oakland Avenue to the Grand
Trunk tracks the track construction between these points
will be of the standard type for paved streets. The line will
be of interurban construction from the Grand Trunk tracks
to Joseph Campau Avenue.

Duluth-Superior Traction Company, Duluth, Minn. — Plans
are being made by this company to extend its lines to
the fair grounds in Superior. The company is also consid-
ering the double-tracking of its East End line from the
courthouse to the Nemadji River.

Springfield (Mo.) Traction Company. — This company
plans to construct an ornamental concrete viaduct at the
entrance to Walnut Grove Park. The cost is estimated at
$10,000. A. M. Torbitt, architect.

Belmont & Northern Traction Company, Lincoln, Neb. —
This company advises that negotiations are now under way
with the Lincoln Traction Company for the construction of
its proposed line from Thirteenth Street and P Street, Lin-
coln, to Belmont. [Aug. 8, '14.]

St. John, (N. B.) Railway. — Residents of Simonds have
asked the New Brunswick Legislature to compel the St.
John Railway to carry out an agreement made in 1914
for the extension of the company's lines to Simonds.

United Traction Company, Albany, N. Y. — Plans are being
considered by this company for the construction of an ex-
tension over Temperance Hill, Troy.

New York, N. Y. — The Public Service Commission for
the First District of New York is advertising for bids
for the construction of two more sections of rapid transit
railroads under the Dual System, being Section No. 2 of
Route No. 8, a part of the Fourteenth Street-Eastern Dis-
trict subway, and Route No. 31, being the Livonia Avenue
elevated extension of the Eastern Parkway subway in
Brooklyn, the first for operation by the New York Munic-
ipal Railway Corporation and the latter by the Interborough
Rapid Transit Company. These two contracts will com-
plete the letting of construction work on both lines. Bids
on Section No. 2 of Route No. 8 will be opened on May 25,
and on Route No. 31 on May 23.

Interborough Rapid Transit Company, New York, N. Y. —
The contract for the Westchester Avenue branch of the
new subway has been signed. The contractor, Lawrence
C. Manuell, will proceed with the work of construction
without delay. Work on the Lexington Avenue line which
extends from the Grand Central Station to One Hundred
and Thirty-eighth Street, where it will connect with the
Westchester Avenue line, is nearly completed, and it is
expected that trains will be in operation before the end
of the year. The Jerome Avenue line, which also con-
nects at One Hundred and Thirty-eighth Street with the
Lexington Avenue branch and extends north to Woodlawn,
1% miles south of Yonkers, is likewise nearly completed
and will be in operation in the early fall.

*Akron, Ohio. — Attorney General Turner has approved
a lease of the bank of the Ohio Canal between Akron and
New London to Frank R. Fauver and Glenn Brown. It is
said that these men plan to construct an electric railway
between these two points.

Oklahoma (Okla.) Railway. — This company reports that
it is building a 16-mile extension from Edmond to Guthrie.

Lake Erie & Northern Railway, Brantford, Ont. — It is
reported that operation will be begun on this company's
extension between Brantford and Port Dover on May 15.

•Portland, Ore. — Plans are being considered for the con-
struction of an electric railway to extend from Berkely Sta-
tion, through Sunnyside easterly, at the head of Pleasant
Valley, to tap a timbered area in Clackamas County. J. D.
Lee, L. H. Chambers and F. Viereck, land owners on the
southern slope of Mount Scott, are interested.

Portland Railway, Light & Power Company, Portland,
Ore. — It is reported that an agreement has been reached
between the Portland Railway, Light & Power Company
and the Oregon-Washington Railroad & Navigation Com-
pany, whereby both corporations will abide by the decision
of the City Council in the division of that portion of the
cost which they will be required to pay for the Sandy
Boulevard viaducts in the proposed Oregon-Washington
Railroad & Navigation Company regrade. The estimate for
the construction of the eight viaducts over the tracks of
the railway is $560,000, of which 60 per cent will be paid
by the railways, 20 per cent by the city, and 20 per cent
by the property owners benefited.

MAY 13, 1916]

ELECTRIC RAILWAY JOURNAL

Lancaster & Berks Electric Railway, Lancaster, Pa. —

Work has been begun by this company on the construction
of its proposed line from Womelsdorf to Kleinfeltersville.
[Jan. 22, '16.]

Montreal & Southern Counties Railway, Montreal, Que. —
Operation has been begun on this company's extension to
Granby.

Montreal (Que.) Tramways. — This company has placed
an order with the Standard Underground Cable Company of
Canada, Ltd., Hamilton, for 1,500,000 cm. paper insulated
lead covered single conductor cable for the Bleury Street
section of its underground conduit system.

Houston, Richmond & Western Traction Company, Hous-
ton, Tex. — Announcement was recently made that construc-
tion would be begun by this company on May 10 on its
first division out of Gonzales. The company proposes to
construct a line between San Antonio with an extension
from Victoria to Austin. C. C. Godman, Kansas City,
president. [March 18, '16.]

*Tazewell, Va. — It is reported that a company is being
organized to construct an electric railway from Tazewell
to New Tazewell, about 2 miles. The Board of Trade may
give information.

Tacoma Railway & Power Company, Tacoma, Wash. —
Work will be begun in June or July on this company's pro-
posed line across the Tacoma Avenue bridge fill. The pro-
posed line will connect the South End line with Broadway,
via Jefferson Avenue.

Charleston (W. Va.) Interurban Railroad. — The exten-
sion of this company's line from Cabin Creek Junction to
Montgomery, a distance of 10 miles, has been suspended
owing to the high price and difficulty of obtaining material.

SHOPS AND BUILDINGS

Union Traction Company, Anderson, Ind. — This company
will begin the erection of a temporary station on its build-
ing site at the corner of Meredian and Twelfth Streets,
Anderson. The company must vacate its present quarters
by June 1.

Bridgeton & Millville Traction Company, Bridgeton,
N. J. — This company will construct a new carhouse in
Bridgeton in the near future.

Niagara, St. Catharines & Toronto Railway; St. Catha-
rines, Ont. — It is reported that a new station will be built
by this company at Standard to replace one recently de-
stroyed by fire.

Toronto (Ont.) Suburban Railway. — This company will
erect an office building at 938 Keele Street, Toronto. The
structure will be 109% ft. long on one side, 100 ft. long
on the other side and 28 ft. wide, one story high. The
foundation walls will be of concrete and the main building
walls of brick. The basement will contain boiler and coal
rooms and a fireproof vault. The rest of the basement will
be used for stores. The ground floor will contain a waiting
room and express room, while the upper floor will contain
offices, conductors' and motormen's room and lavatories.

Monongahela Valley Traction Company, Fairmont, W. Va.
— It is reported that work will soon be begun by this com-
pany on the construction of a new three-story station build-
ing on Main Avenue, Weston.

POWER HOUSES AND SUBSTATIONS
Tampa & Eastern Traction Company, Tampa, Fla. —

This company, which proposes to construct a line from
Tampa to Lakeland, contemplates the construction of a
power plant at Seffner. E. J. Binford, Tampa, manager.

Iowa Railway & Light Company, Cedar Rapids, Iowa. — It
is reported that this company has awarded the contract for
the construction of a new power plant in Perry to W. J.
Zitterell & Company of Webster City. The plant will cost
about $100,000.

Public Service Railway, Newark, N. J. — This company
has ordered one 35,000-kw. turbo-generator from the Gen-
eral Electric Company, for use in the Essex Station.

Carbon Transit Company, Mauch Chunk, Pa. — This com-
pany is in the market for a second-hand 300-kw. unit.
J. F. Geiser, general manager.

Manufactures and Supplies

WIRE MANUFACTURERS DOING LARGE BUSINESS

Reports from the various wire and cable manufacturers,
including those who have refused to accept war orders,
concur in revealing a general condition of full capacity pro-
duction in the factories. Although the railway wire orders
comprise a fairly comfortable portion of the business, the
greater bulk of the requirements are for the power and
lighting fields, because of the much smaller amount of new
railway transmission and line construction undertaken at
present, particularly in the intensely populated East, where
most of the railways are ordering only just what they
urgently need in order to maintain their equipment in proper
operating condition. Although the manufacturers are feel-
ing the customary spring surge of orders incident to the
return of seasonable construction weather, this year the
annual spring wave has arrived somewhat earlier, owing to
an endeavor on the part of the buyer to anticipate the
rising prices of material. One company records last Febru-
ary as having been the best month, March and April also
having been strong periods, and predicts the continuance
of a good demand from those companies which have not
yet followed the example of the earlier buyers. Another
large concern describes the peak of orders as being more
in the line of fine wire which is not very extensively used
by the electric railways.

As a natural result of the war demand for copper, wire
prices have increased about 60 per cent over last year, the
present base price of bare copper wire being about 32 cents
per pound as compared with about 20 cents per pound a
year ago, and that of weatherproof wire about 31 cents as
compared with 19 cents a year ago. In addition to copper
costs the high cost of insulating materials has contributed
toward the advanced price of protected wires and cables. In
one plant, where aluminum wire is manufactured, production
facilities are already crowded to the limits, and the company
is no longer quoting prices on its material. In this case the
great demand for the aluminum wire already under order
now was believed to be partly caused by the market scarcity
of copper. An interesting counter-tendency, however, is
indicated by a recent instance where copper transmission
wires were substituted for the higher priced aluminum wires,
the latter being taken down from the line and sold for
scrap.

Retardation of deliveries have been a general and serious
complaint. As a typical example of the condition of de-
liveries as affecting prices, the following schedule now
offered by a large concern may be cited: May deliveries in
bare copper were 33% cents per pound; June deliveries, 32%
cents; July deliveries, 32% cents and August deliveries, 32%
cents. One manufacturer is not quoting sooner than for
June deliveries, and still another company refuses to deliver
any orders before the fall, except to its biggest customers.

ROLLING STOCK

Berwick & Nescopeck Street Railway, Berwick, Pa., is con-
sidering the purchase of two single-truck cars.

Shore Line Electric Railway, Norwich, Conn., has ordered
two 44-ft. freight car bodies from the Wason Manufacturing
Company.

Quebec Railway, Light & Power Company, Quebec, is
building four double-truck pay-as-you-enter city cars at its
Ste. Anne de Beaupre shops.

United Traction Company, Albany, N. Y., has ordered
from the Laconia Car Company ten single-truck cars of the
same type as its last order.

Milwaukee Electric Railway & Light Company, Milwaukee,
Wis., is reported as having ordered 100 trucks from the Bald-
win Locomotive Works.

Tri-City Railway, Davenport, Iowa, has ordered three
city cars from the St. Louis Car Company and one single-
truck snow plow from the McGuire-Cummings Manufactur-
ing Company.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 20

Sandwich, Windsor & Amherstburg Railway, Windsor,
Ont., has ordered two single-truck, double end, pay-as-you-
enter cars from the Preston Car & Coach Company.

Montoursville (Pa.) Passenger Railway is in the market
for double-truck motor cars of ten-ton capacity for hauling
crushed stone and sand.

Kansas City (Mo.) Railways, noted in the Electric Rail-
way Journal of March 25 as having ordered fifty cars from
the St. Louis Car Company, have increased the total order to
seventy-five cars.

Southern Cambria Railway, Johnstown, Pa., has ordered
from the Niles Car & Manufacturing Company two 50-ft.
cars to be equipped with Baldwin trucks, G. E. 205 motors
and G. E. Type K control.

Three Rivers Traction Company, Three Rivers, Que., has
ordered from the Ottawa Car Manufacturing Company two
single-truck, single-end, one-man, near-side cars and one sin-
gle-truck, double-end, one-man, near-side car, to be equipped
with Brill radiax trucks.

Worcester Consolidated Street Railway, Worcester, Mass.,
has just received from the Osgood-Bradley Car Company a
sample prepayment car for operation on the Boynton Street-
Elm Park line. If operating results prove satisfactory addi-
tional cars of the same type will be ordered.

San Francisco-Oakland Terminal Railways, Oakland, Cal.,
has applied to the Railroad Commission of California for
permission to issue car trust certificates to provide funds with
which to purchase twenty steel pay-as-you-enter cars and
build twelve center-entrance, pay-as-you-enter cars for ex-
press service between Oakland and Berkeley.

Salt Lake & Los Angeles Railway, Salt Lake City, Utah,
will probably be in the market soon for new all-steel cars in
connection with the change in motive power on its line from
steam to electricity. At present the company has three
locomotives and twenty-four cars. H. A. Strauss, Harris
Trust Building, Chicago, is consulting engineer.

New York (N. Y.) Railways has placed an order for sev-
enty car bodies with the Southern Car Company. These will
be used for storage battery operation and are to be of the
same general type as the storage battery cars now in opera-
tion. The cars are expected to be in service within six
months and are to replace the horse cars now in operation
on Avenue C and Madison Street.

Schenectady (N. Y.) Railway has ordered ten 50-ft. center-
entrance, all steel city cars and six 48-ft. all-steel inter-
urban cars from the Cincinnati Car Company, through the
W. R. Kerschner Company, Eastern sales agent. The city
cars are to be duplicates of the cars now being built by the
Cincinnati Car Company for the New York State Railways,
Rochester Lines, and the interurban cars are to be duplicates
of those under construction for the Utica Lines.

Toledo Railways & Light Company, Toledo, Ohio, through
H. L. Doherty & Company, has ordered fifty cars, with an
option to increase the number to one hundred, from the
G. C. Kuhlman Car Company. The cars will be of the
Cleveland type, with a few changes and will be equipped
with Brill trucks; Westinghouse 2-motor equipment, H. L.
field control and air-brakes; Tomlinson couplers, Smith
heaters and National Pneumatic door control. It is planned
to operate two-car trains during the rush hours.

TRADE NOTES
Perry Ventilator Corporation, New Bedford, Mass., has

received an order to equip with ventilators the thirty cars
now being built by The J. G. Brill Company for the Boston
Elevated Railway.

The J. G. Brill Company, Philadelphia, Pa., has received a
$65,000 order from the Brooklyn Rapid Transit Company,
Brooklyn, N. Y., for inside-hung brake riggings for 800 pairs
of 22-E trucks for use on double-truck cars now in operation,
which are equipped with air brakes.

Joseph A. Home, general superintendent of the Yale &
Towne Manufacturing Company, New York, has been elected
second vice-president. Mr. Home, who is also a director,
has the entire management of the works at Stamford, Conn.,
and of all manufacturing operations of the company.

Holden & White, Chicago, 111., have received orders from

the following railways for Miller Nonarc trolley shoes:
Indianapolis Traction & Terminal Company, Des Moine*
City Railway, Waterloo, Cedar Falls & Northern Railway,
Chicago & West Towns Railway, Alton & Jacksonville
Railway, Chicago, and Harvard & Geneva Lake Railway.
This company has appointed the U. S. Metal & Manufactur-
ing Company as district representative in the Atlantic Coast
States from New England to Florida. This announcement
corrects an item which appeared in last week's issue, and
which stated erroneously that Holden & White are repre-
senting the U. S. Metal & Manufacturing Company, whereas
the latter company is really representing the former.

Samuel M. Vauclain, vice-president of the Baldwin Loco-
motive Works, has been elected a director of the Westing-
house Electric & Manufacturing Company, to succeed C. F.
Brooker, who resigned. Mr. Vauclain is also a director of
the Standard Steel Works, Midvale Steel & Ordnance Com-
pany, Cambria Steel Company, Philadelphia Trust Company,
and a number of other well-known concerns.

William R. Garton, New York, N. Y., sales engineer with
offices at 299 Broadway, has been elected vice-president of
the Lansden Company, Inc., Brooklyn, N. Y., manufacturer
of commercial electric vehicles. This company states that
it has over 2000 vehicles in service, many of which are in
the Philippine Islands, Australasia, England, France and
other European countries, as well as in Central and South
America.

Niles Car & Manufacturing Company, Niles, Ohio, has
opened a salesroom at 1904 East Thirteenth Street, Cleve-
land, Ohio, for the sale of its new auto trucks, with E. M.
Jones as manager. The company has arranged to make two
models for the present. One is designed to carry from
three-fourths of a ton to a ton, and the other, from two to
two and a half tons. These two types are equipped with
worm drive, with all parts of standard design. Service sta-
tions will be opened in various cities and it is said the trucks
will be sold under prevailing prices through this plan.

Stone & Webster Engineering Corporation, Boston, Mass.,
at present has under construction approximately 125,000 kw.
in capacity of electric railway and central station steam
plants. One of the largest of these in the railway field is a
35,000 kw. addition to the South Boston station of the
Boston Elevated Railway, together with the building of a
4000-kw. rotary converter substation at Dewey Square,
Boston, which will be used in connection with the operation
of the Dorchester tunnel. A 15,000 kw. extension of the
Lowellville, Ohio, station of the Republic Railway & Light
Company is nearing completion, and work is under way
upon a large terminal station at Dallas, Tex., for the Dallas
Interurban Terminal Association.

ADVERTISING LITERATURE

Underwriters' Laboratories, Chicago, 111., have issued a
booklet which describes the organization, purpose and meth-
ods of this concern. Laboratories are maintained in a
number of cities throughout the United States for the ex-
amination and testing of appliances and devices. Whenever
reports are ready to be issued the favorable opinion is fol-
lowed up by one of the following three forms of supervision
over goods marketed under the approval. The oldest form
is the re-examination service, in which the manufacturer
agrees, during the continuance of the approval, to pay cer-
tain fees annually, with which the laboratories defray the
cost of obtaining samples in the open market, and of making
examinations and tests one or more times a year. The
second form of supervision is the instruction service which
includes regular and frequent examinations and tests of
products at factories by engineers of the laboratories
together with supplementary examinations at the labora-
tories of samples purchased in the open market. This forms
a countercheck on the factory inspection work. The label
service, which is the third form of supervision, consists of
inspections of devices and materials at the factory and the
labeling of standard goods by stamps, transfers or labels
whereby they may be recognized wherever found and, in
addition, of systematic supplementary examinations and tests
of samples of labeled goods purchased in the open market.
The booklet also illustrates and lists the prices of the
various types of labels.

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

9a "

"Don't

The celebrated counsel of Punch concerning mar-
riage.

Plenty of don'ts in the brake business, too. Here
are a few:

Don't buy brakes on a price but on a service basis.
Peacocks cost much less than damage claims due to
inferior brakes.

Don't order your cars to be equipped with "Peacock
Brakes or equal." There's no such animal as "equal."

Don't order your Peacocks until we've conferred
with you as to what style Peacock is best for your car
weight, speed, stop and grade conditions. You'll be
surprised to learn how often we can give you the more
suitable type for less money.

Don't fail to give your Peacocks a cleaning occa-
sionally. A little preening of the Peacock's feathers
— the drum, the ratchet, the chain— is appreciated.

Don't take this advice in bad part!

The Eccentric

National Brake Co.

Buffalo, N. Y.

ELECTRIC RAILWAY JOURNAL

May 13, 1916

atvKers ^ I^rvginjeervs

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

ew York Boston Philadelphia Chicago San Francitc

THEJGWHITE COMPANIES

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

43 EXCHANGE PLAGE .... NEW YORK

LONDON SAN FRANCISCO CHICAGO

The Arnold Company

ENGINEERS- CONSTRUCTORS

ELECTRICAL- CIVIL- MECHANICAL

105 SOUTH LA SALLE STREET

CHICAGO

IRedmond&do.

Underwrite Entire Bond Issues of Street Railway, Electric Light, Power
and other Public Utility Properties Situated in the Larger Cities

HIGH GRADE INVESTMENT SECURITIES

33 Pine St. - New York

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POLYTECHNIC INSTITUTE

WORCESTER, MASSACHUSETTS

t in the Application of Engineering Methods

Solution of Tranjportation Problems

&rnjur 2D. Hittle, ^Fnc.

Correspondence regarding our service is invited.
93 Broad Street, Boston, Mass.

WOODMANSEE & DAVIDSON. Inc.

ENGINEERS

MILWAUKEE CHICAGO

Walla Blda 784 Continental & Commer-

B clal Nat'l Bank Bldg.

SANDERSON 8t PORTER

ENGINEERS

REPORTS • DESIGNS • CONSTRUCTION "MANAGEMENT

HYDRO-ELECTRIC DEVELOPMENTS

RAILWAY, LIGHT 253 POWER PROPERTIES

H. M. Byllesby & Company, Inc.

NEW YORK, CHICAGO, TACOMA,

Trinity Bldg, No. 208 So. La Salle St. Washington

Purchase, Finance, Construct and Operate Electric Light,

Gas, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

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 Adjustment*

Robert W. Hunt Jno. J. Cone Jas. C. Hallsted D. W. McNaugher

ROBERT W. HUNT & CO., Engineers

BUREAU OP INSPECTION TESTS & CONSULTATION

Inspection and Test of all Electrical Equipment

NEW YORK, 90 West St. ST. LOUIS, Syndicate Trust Bldg.

CHICAGO, 2200 Insurance Exchange.
PITTSBURGH, Monongahela Bk. Bldg.

A. L. DRUM & COMPANY

CONSULTING AND CONSTRUCTING ENGINEERS

VALUATIONS AND FINANCIAL REPORTS,

CONSTRUCTION AND MANAGEMENT

OF ELECTRIC RAILWAYS

CHICAGO, ILL.

ROOSEVELT & THOMPSON
71 Broadway ENGINEERS . Ne

Report, Investigate, Appraise, Manage Electric Ka
Light and Power Properties.

jforfc, ;t3acon & ^avte,

z£n0itteere.

115 BROADWAY

New Orleans NEW YORK San Francii

Stone & Webster Engineering Corporation

J NEW Y0

Constructing Engineers

GULICK-HENDERSON CO.

Inspoctlon Railway Equipment A Matarlals
PITTSBURGH CHICAGO NEW YORK

MAY 13, 1916]

ELECTRIC RAILWAY JOURNAL

American Bridge Company

Hudson Terminal-30 Church Street, NewYork

cManufacturers of Steel Structures of all classes
particularly BRIDGES and BUILDINGS

NEW YORK, N. Y

Philadelphia, Pa., . Widener Building
Boston, Mass. . . John Hancock Bldg.
Baltimore, Md. , Continental Trust Bldg.
PITTSBURGH, PA. . . Frkk Building
Rochester, N. Y. . . . Power* Block
Buffalo, N. Y. . Marine National Bank
Cincinnati, Ohio. Union Trust Building
Atlanta, Ga. ... Candler Building
Cleveland, Ohio . Rockefeller Building
Detroit, Mick., Beech er Ave. &M. C. R. R.

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 Building
Salt Lake City, Utah, Walker Bank Bldg.

Duluth, Minn Wolvin Building

nn.,7thAve.&2ndSt.,S.E.

Pacific Coast Representative:
U. S. Steel Products Co. PactficCoastDept.
SAN FRANCISCO, CAL, Riako 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.

The
Searchlight Section

OFFERS A MEETING PLACE FOR

Buyer and Seller
Employer and Employee
Salesmen and Those Wanting Agents
Manufacturers Looking for Work and
Others Having Work to be Done

GET YOUR WANTS INTO THE
SEARCHLIGHT

U. S. Metal & Mfg. Co.

165 BROADWAY, NEW YORK CITY

Chicago Washington, D. C.

RAILWAY SUPPLIES

Selling Agents for Dunham Hopper Door Device — Feasible
Drop Brake Staff — Columbia Lock Nut — Shop Cleaner —
"Texoderm." Sole Eastern Agents for St. Louis Surfacer &
Paint Co. General Eastern Agents for Hutching 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.
New England and Southern Agents for Thayer & Co.— Chilling-
worth Seamless Gear Cases. General Eastern Agents for the
Union Fibre Co. — Injector Sand Blast Apparatus.

Scofield Engineering Co. CoP,H#]uj&rM?.Afrs

ELECTRICAL TESTING LABORATORIES,
Electrical, Photometrlcal and
Mechanical Teetlng.
tOth Street and East End Ave., New York, N

IT IS A PAYING INVESTMENT

THE P. EDW. WISCH SERVICE

Suite 1710 DETECTIVES Suite 715

Park Row Bldg- New York Board of Trade Bldg., Boston

W. B. MOORE & CO.
Engineer.

Reports, Supervision, Designs, _Blectric Railway, Lighting and

70S Union Ba

EDWARD P. BURCH, Engineer
ELECTRIC RAILWAY VALUATIONS

, Bank Bldg., Detroit Plymouth Bldg., Minneapolis

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

ENGINEERS and
CONSTRUCTORS

A purely engineering

organization with

nothing to sell except

services.

WESTINGHOUSE CHURCH KERR & COMPANY 37 Wall Street NEW YORK

CONWAY BUILDING, CHICAGO SHAUGHNESSY BUILDING, MONTREAL PACIFIC BUILDING, SAN FRANCISCO

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

Boston

Chicago

Cleveland

New York

Philadelphia

Pittsburgh

St. Louis

San Francisco

Seattle

Toronto

6600 Volts Strong

between conduit joint
and lead sheath

J -M Fibre Conduit

"■" '.

If there is any one place to
look for weakness in under-
ground ducts it is at the joints
between lengths. It was to
prove that J-M Fibre Conduit
was the exception to this rule
that a breakdown test was
made.

The joint tested was a stand-
ard socket joint between two
lengths of Type M Conduit. It
took 6600 volts to break
through the lead cable sheath.

The high resistance of J-M
Fibre Conduit, even at the
joints, speaks loudly for its effi-
ciency in guarding against
stray currents and electrolytic
action.

There are many other points
of superiority established on
test that you should know
about. Ask the Electrical
Dept. in J-M Branch nearest
you.

Rotten Business

It's rotten business when rotten poles fall.
Think of the tie up in service and the re-
placement cost— both labor and material.
Then think of how all this can be prevented
in a large measure and at a trifling cost by-
treating poles with

Reeves Wood
Preserver

"The Easy Way to Prevent Decay"

Reeves Preserver will double the life of
wooden poles, cross-arms, ties, timbers,
fence posts, bulk-heads, etc. There can be
no doubt about this statement when you
consider the following Reeves qualifications :

Penetrates naturally

Requires no heating

Any workman can apply
it — right

Contains 8o% coal tar cre-
osote

Insoluble in water

Does not leach or wash
out

Air does not dry it out

Does not corrode spikes or
bolts

Does not impair the
strength of the wood

Kills bacteria and insects

The proof is yours for the asking.

Send a card now for Test Outfit
and Information

The Reeves Co.

Manufacturers

New Orleans, La.

'The Greatest Possible Service Per Dollar"

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

Barber Non-Bleeding Blocks

FACILITATE TRUCKING OVER SHOP FLOORS

In every electric railway shop much trucking is unavoidable.

Armature buggies, compressors, motors, axles, wheels, etc.,
must be pushed from tool to tool or bench to bench even where
cranes and hoists are liberally used.

Over rough, scored and broker, concrete floors this kind of
transport is slow and laborious.

But fast and easy over the smooth, lively floor paved with
Barber non-bleeding wooden blocks.

The pavement that makes good for heavy street trucking will
meet the hardest service that an electric railway shop demands.

The Barber Asphalt Paving Company

Works: Maurer, N. J.

Philadelphia, Pa.

UTILITY
FRICTION TAPE

ONE OF THE
DEPENDABLE BRANDS

The Specific Claims

made for our several brands of dependable tapes
are: That they possess adhesive qualities that are
exceptional, do not dry out quickly, unroll and
wrap smoothly, are uniformly coated with a high-
grade compound, making a perfect joint.

Those tapes made for insulating purposes are
capable of withstanding the most severe tests.

Our endeavor is : A dependable tape for every
purpose.

Wyt Jfflecfjantcal Rubber Co.

CLEVELAND

MAY 13, 1916]

ELECTRIC RAILWAY JOURNAL

The Toledo Railways and Light Co.
have been using Xs^&^&oow Piston Rings
on replacements on all of their air com-
pressors for over three years.

Their experience agrees with that of
all other users of Vaas^o^ Rings in
showing increased efficiency by elimin-
ating piston leakage and preventing
scored cylinders.

Your air compressor troubles can be
disposed of just as effectively by using
\sfiiRoo» Piston Rings on all replace-
ments.

A set of Rings FREE for any
test. Write Department L.

Manufactured by

McQuay-Norris Manufacturing Co.

St. Louis, U. S. A.

Canadian Factory:
W. H. Banfield & Son
372PapeAve.,T

Just Off the Press—

Value for
Rate-Making

By HENRY FLOY

Consulting Engineer, Author of
"Valuation of Public Utility Properties"

326 pages, 6 x 9, illustrated, $4.00 (17s) net,
postpaid

THIS is the first book on the general
subject — What is the proper basis for
rate-making? It is of timely im-
portance to every one interested in the
subject.

At the present time probably the majority
of valuations of public utility property are
being made in connection with a considera-
tion of rates. Different authorities, how-
ever, still hold various and conflicting views
as to the principles involved in determining
the basis of value for rate-making.
- Mr. Floy attempts to emphasize in this
book at least three principles that seem to
him to be essential in determining the fair
value for use in fixing rates.

Chapter Headings

I. Introduction. II. Definitions. III. Funda-
mentals in Valuation. IV. Fair Value for Rate-
Making. V. Cost of Reproduction. VI. Land,
Paving and Water Rights. VII. Franchises,
Working Capital and Bond Discounts. VIII. Go-
ing Value. IX. Depreciation.

By the same author

Valuation of Public
Utility Properties

402 pages, 6*9, $5.00 (21s) net, postpaid.
The theory and basis for appraisals of public
utility properties. Gives definite figures and facts
based on a broad investigation plus a practical
experience. It is the leading, practical, compre-
hensive work.

■4MJj*AUlMMMMJM*f038m'

McGraw-Hill Book Co., Inc.,

239 West 30th Street, New York, N. Y.

You may send me on 10 days' approval :
Floy—

.... Valne for Kate-making, s 1 .1 »> net.
....Pnblle Utility Properties, JJ5.00 net.

I agree to pay for the books or return them postpaid within 10
ilavs ..!' receipt.

— — I am a regular subscriber to the Electric Railway Journal.
I am a member of A. I. E. E. or A. E. R. A.

(Signed)

( Address)

Reference E 5-13

(Not required of subscribers to the Electric Railway Journal or
" E. or A. E. R. A. Books sent on approval to
the U. S. only.)

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

The R 1 0 Thit is a full-geared register having the larg-

est trip figures of any single fare register, a
International 4-inch bell and a phosphor bronze bell ham-
O: l^D •-*. mer tnat never breaks, all contained in the

bingle Register smallest case

It may be operated by rods or cords from either side of car or by a
foot ringing device in P A Y E cars. It has a bronze case, principal
wearing parts of hardened chrome nickel steel, and represents the best
grade of workmanship.

The INTERNATIONAL

Money Counting Fare Box

Type C 16

For One-Man Cars

This box receives the fares from passengers, counts the money,
and delivers it to the conductor for change. It is the simplest
method of getting all the fares on one-man cars that are operated
double end.

We design and build fare collection equipment to meet all and
any traffic conditions. What are your requirements?

The International Register Company

15 South Throop St., Chicago, 111.

Safe Time First

Good Watches and Good Relations

Let us explain why the use of Hamilton watches will better the relations
with railway employees and with the public.

First, the many petty disputes as to differences in time will be eliminated.
Trainmen will have less occasion to differ with their depot-masters or
dispatchers regarding arrival or leaving times; likewise to contradict the
statements of inspectors regarding adherence to time points and head-
ways.

Second, the men will be pleased to learn that in buying better watches
it is not only for the sake of improving service but of insuring their
personal safety.

Third, the patrons of the company will not complain that cars left their
stations ahead of time when they know that most trainmen are carrying
the Hamilton, which tells "True Time All the Time."

And the Hamilton is tlie watch that goes hand in hand with "Safety First."
We never ask railway men to buy the Hamilton Watch and no other that may meet
the standard interurban specification.

Our confidence that they will buy the Hamilton watch is based on our knowledge that
when the men know all the facts they prefer the Hamilton.

Ask for "The Booklet on Railway
Time Inspection"

Address Eleclric Railway Department

sell

have a Hamilton movement fitted
to your present Watch Case.
Consult your Tewele

Hamilton Watch Co.
Lancaster, Pa.

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

The True Equation of a True Resistor

Resistors (Cast Iron Advantages)—

(Cast Iron Faults)

There are certain characteristics of
cast iron grids which are good. They
are current carrying capacity, tempera-
ture co-efficient, and space considera-
tions. But think of the inherent bad
qualities of cast grids. Brittleness, cor-
rosion, local fusing, multiplicity of
joints, rigidity and weight.

It doesn't take a reductio ad ab-
surdum to demonstrate that EMB, the
drawn grid resistor, is the ideal, efficient
and economical resistor.

Write us about a trial equipment.

THE ELLCON COMPANY

50 Church Street, New York

GREAT BRITAIN:

Electro Mechanical Brake Co., Ltd., West Bromwlch, Eng

AUSTRALIA:

J. G. Lodge & Co., 109 Pitt Street, Sydney

A Square
Deal

I I I I I I I I I I I I

7 O

H-B LIFE GUARDS £'.

j i t i i i i

I i i i i i

Assure the public of a square deal. Show them your lawyers are with them by equipping
your rolling-stock with H-B Life Guards or Providence Fenders.

H-B Life Guards and Providence Fenders are creators of good-will and pay for themselves
directly and indirectly.

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

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

Chutree

Why do American women wear furs in
summer ?

For the same reason that the India woman
carries a chutree umbrella on a sunshitry day.

The man who can explain the reason is the
man who can say "I understand women."

But he doesn't understand women any more
than the average operator understands carbon
brushes.

He thinks he does — but he doesn't. There
are just as many angles to brush performance
as there are to women's doings.

That is why we are impressing on makers
and users of motors the urgency of letting
Morgan brush engineers prescribe Morganite
brushes.

They come the nearest to knowing all the
angles of the brush business — because of their
highly specialized experience.

Factory, Brooklyn, N. Y.

AGENTS:

Lewis & Roth Co., 312 Denckla Bldg., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.

St. Louis, Mo.

Hcrzog Electric & Eng'g Co., 150 Steuart St.,
San Francisco, Gal.

Protect Cars and
Power-plant

Don't trust to your more lim-
ited facilities for refilling fuses.
As fuse specialists, we furnish
reliable and carefully tested
Renewal Links all ready to
insert in

ECONOMY "SXSOgr FUSES

when they blow. These Links
cost but a trifle and assure a
complete break in the circuit at
the required overload.

There's no need to use an
extra new fuse every time one
blows when the efficient and
safe Economy fuse can be re-
newed over and over again with
our tested Renewal Links at a
saving of 80% of fuse mainte-
nance expense under old-style,
wasteful methods.

Write nob) for "Bulletin No. 17 and our catalog.

Economy Fuse $ Mfg. Co.

Kinzie and Orleans St.
Chicago, 111.

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

^$m^lor^ material is so grea^tfca^
earnestly recomme£a;our customers to anticipate
their ipieecU as much i^rpssiUe. X

STANDARD STEEL; WORK^CO.

Morruf Building

CHICAGO
ST. LOUIS
HAVAKaC CUBA
RICHMOND

CISCO.-"',.-"'.

SAH FBAKUaw..- ,.•

NEW YORK S ,,••,

MONTEREY, BBi//.
fORTLAMD ^

You are assured

Prompt
Deliveries

Minimum
Cost

F. C. S. WHEELS

For Street and Interurban Railways

GRIFFIN WHEEL COMPANY

BOSTON, DETROIT, ST. PAUL, CHICAGO,

KANSAS CITY, DENVER, TACOMA, LOS ANGELES.

Main Office, McCormick Building, Chicago, Illinois.

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

Jewett

Let us furnish estimates on your standard speci-
fications or suggest a design which we deem
adaptable to your particular operating conditions.

The Jewett Car Co.

Newark, Ohio

Cars

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

The St. Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St. Louis

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

THE LINDSLEY BROTHERS CO.

Western "GoO(l PdeS Qllick" Northern

Minneapolis Yard

Minneapolis
Spokane - St. Louis

Butt Treating
Open Tank and
t and Cold" Processes

MARSH & MCLENNAN

FIRE INSURANCE

Special Attention Given to Traction Insurance

Insurance Exchange, CHICAGO

19 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

Michigan Western

CEDAR POLES

POSTS, TIES AND PILING

We use C-A-Wood-Pressrver in Treating

The Valentine-Clark Co.

General Office: Minneapolis, Minn.

Toledo, Ohio; Chicago, HI.; Kansas City, Mo.; St. Maries, Idaho.

POLES

PAGE & HILL CO.

MINNEAPOLIS, MINN.

Grade One

Creosote Oil

CUTS WOOD

PRESERVING BILLS

IN HALF

Write for booklet

The {gfemfc Company

NEW YORK
Branches in Principal Cities

Splicing Sleeve

NO SOLDERING

NO HAMMERING

POWERFUL, QUICK

AND PERMANENT

STANDARD RAILWAY
SUPPLY CO.

4239 Fergus St., Cincinnati, O.

AETNA INSULATION LINE MATERIAL

Albert & J. M. Anderson Mfg. Co.

289-93 A Street, Boston, Mass.

Established 1877.
Branches — Now York. 1.15 B"way. PhPa-
il Estate Trust Bill);. Chicago. 105 So. Det
ilS Tostal Telegraph Bldg. London, 48 Milt

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

FWOOD

1916

Anthracene Oil of RSf7-n>ir?iw»?iwHI Carloads or less
Highest Quality, I PRESERVATIVE " Shipped promptly.

THE NORTHEASTERN CO.

BOSTON, MASS.

The New Drew Cable Insulator and Splicing Sleeve
is only one of many of our

economy devices.

Write for 200-page illustrated catalog
■ Electric & Mfg. Co., 1016 E. Mich. St., Indianapolis, Ind.

POLES

PILING

We brag about the SERVICE we give

B. J. CARNEY & CO.

E. B, BRANDE, Manager M. P. FLANNERY, Manager

819 Broad Street, Grinnell, la. Spokane, Wash.

Commit u.

TDCATUn P0LES' CR0SS ARMS» TIES

1 KLA 1 LLP TIMBERS, PAVING BLOCKS

CAPACITY 100,000,000 FEET B.M. PER ANNUM

SEND FOR PAMPHLET

International Creosoting & Construction Co.

THE CARBOLINEUM FAMINE IS NOW PASSED
We can Furnish 500,000 gallons and more
It is made in America — by Americans, and for
Americans,
v It Is "C-A-WOOD-PRESERVER" (Carbolineum-

\ America) — the only Wood Preserver sold with a
— ■ quality affidavit guaranteeing; you superiority.
*^?iS^SBf* C-A-WOOD-PRESERVER COMPANY, Inc.
e»'tJfSrrS« St. Louis, Mo., 56 Liberty St., New York,

and Branches

WO(

TOOLS

for all classes of electrical construction and repair

work. Write for catalog.
Mathias Klein & Sons c.n«i station Chicago

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

mm v^bm

■ ■■■

^J l\\

AN IN,vf

g^M'ENT

rilTHEN you
\A/ put your
" " money into

§*•■ I KERITE vou make

^*^H*^B 1 an investment in

1 service. You do

a*^HE!aB^B 1 more than buy

jjfj. iyy - -^^B 1 rinr-tnrs, insulation

J5pB<^i 1 and protection. You

pSffiH 1 obtain the best pos-

.■ajjw ;$<. B fe rl sm'e combination of
m/ltf^- m/^g^i 1 the most desirable

^^^^^

qualities in perma-
nent form. KERITE
remains lonsj after

*:^

the price is for-
^ gotten.

KERITESS^COMPAHY

HEWYOBK CHICAGO

R0EBL1ND

Wire

Automobile Horn Cord
Automobile Lighting Cable*
Automobile Starter Cables
Automobile Chargln

Automobile Ignltto
Armature Ooils
Bare Copper Wire
Bare Copper Strandr
Copper Wire. Bare
Cambric Cables
Fixture Wire

Cables

Fire and Weatherproof Wire

Field Colls

Lamp Cord

Moving Picture Cord

Mining Machine Cables

Magnet Wire

Seattl

Slow Burning

Telephone Cable. Paper

Telephone Cable. Rubber Insulation

Weatherproof Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

New York Philadelphia Pittsburgh Chicago Boston Cleveland
Atlanta San Francisco Los Angeles "

Portland, Ore.

ALUMINUM

Railway Feeders

khVow 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.

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & Wire Company

Chicago Mew York Cleveland Pitt

Export Representative: U. S. f

rch Worcester Denve
I Co.. New York
. Steel Products Co.
Portland Seattle

rrheSimmen System

Direct Contact Between

Dispatcher and Motorman

Write for Details

SIMMEN AUTOMATIC RAILWAY SIGNAL CO.

1575 Niagara St.. Buffalo, N. Y.

ffitt

Chapman

Automatic Signals

Charles N. Wood Co., Boston

FEDERAL SIGNAL CO.

Manufacturers

} - I

^A.C.

or
.D.C.

MAIN OFFICE and WORKS

ALBANY, N. Y.

LINCOLN RAIL BONDS

Cheapest and quickest to install

Most efficient — See page adv. in April 1 issue of this paper
Lincoln Bonding Co., 636 Huron Rd., Cleveland, O.

5 §

Ramapo Iron Works

Automatic Switch Stands,
T-Rail Special Work,
Manganese Construction,
Crossings, Switches, Etc.

"WHALEBONE"

Fibre Track Insulation

DIAMOND STATE FIBRE CO.
Del. Bridgeport, Penna. Chicago, 111.

May 13, 1916)

ELECTRIC RAILWAY JOURNAL

A Great Combination

No. i to sweep cross-
ings.

No. 2 to handle light
dirt and snow
in _ the frogs,
switches, and

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.

1621 N. Delaware Ave., Philadelphia, Pa.

"We have replaced all
of our drains —

— with your culverts, and have not had the slightest
trouble with them. Nor have we seen any evidence
that they have deteriorated."

This is part of a recent letter from the president of
a southern railroad.

We will send you a copy of this letter — and many
others, from users of

ACMEMESKBLE)

Corrugated Culverts

We will send you a copy of our first order from
the U. S. Reclamation service— RECEIVED IN 1909
— and from that and other U. S. departments since,
if you wish.

Just write for Catalog G3.

The Canton CulwrtgSiloGk

Manufacturers

Canton, Ohio, U.S. A.

HIGHEST QUALITY

TRACK SPECIAL WORK

WE MAKE THIS QRADE ONLY

CLEVELAND FROC A CROSSING CO.
CLEVELAND, OHIO

Special Track Work

Built along quality lines to
withstand long, severe

Switches

Frogs, Crossings,

Manganese Centers

New York Switch & Crossing Co.

Hoboken, New Jersey

FROGS, SWITCHES, CROSSINGS
SWITCH-STANDS, RAIL BRACES

The Cincinnati Frog and Switch Company

Cincinnati, Ohio

Manganese Steel Track Work

FROM THE
LARGEST LAYOUT
TO THE

SMALLEST INSERT
(1)

1560 Kienlen, St. Louis, Ho.

Co. Mfg. Co., St. Louis.

Kilby Frog & Switch Co.

BIRMINGHAM, ALA.
Tongue Switches, Mates, Frogs, Curves and
Special Work of all kinds for Street Railways.

Rails and Nelsonville Filler
and Stretcher Brick

offer all the advantages without the disadvantages of

the groove rail.

Construction approved by City Engineers.

THE NELSONVILLE BRICK CO., Nelsonville, Ohio

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

USE

< OHMLAC

PAINTS

Ohmlac is a preservative against
RUST, moisture, acids, alkalies,
sulphur and electrolysis.

for all
ELECTRICAL WORK

such as field coils, armatures,
wires, cables, transformers, bat-
teries, etc., and for

IRON and STEEL

such as trucks, underframes,
poles, cars, bridges, culverts,
roofs, structural steel, etc.

Union Insulating Co.

Sole Agents and Distributors
Great Northern Bldg.

Chicago

Portable Rail Grinder

E. P. SEYMOUR p8B3gSgft!L

Write for particulars to 9 Barton St., Waltham, Mass.

Repair Shop
Machinery
and Cranes

Built by

NILES-BEMENT-POND GO.

Ill Broadway, New York

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 Buildini
CLEVELAND, New England Bu
DENVER, 435 Seventeenth St.

BRANCH OFFICES:

HAVANA, CUBA, Salle de Aguiar 104.
HOUSTON, TEX., Southern Pacific Bldg.
LOS ANGELES, I. N. Van Nuys Bldg.
NEW ORLEANS, 533 Baronne St.
PHILADELPHIA, North American Building.
PITTSBURGH, Farmers' Deposit Bank Bldg.

SALT LAKE CITY, 705-6 Kearns Bldg.

SAN FRANCISCO, Sheldon Bldg.

SAN JUAN, Porto Rico, Royal Bank Bldg.

SEATTLE, Mutual Life Building.

TUCSON, ARIZONA, Santa Rita Hotel Bldg.

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
Manufactured by

AMERICAN GENERAL ENGINEERING CO.

253 Broadway, New York, U. S. A.

IKCU are the Standard TAPES

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway, New York, U. S. A.

KINNEAR 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

The Big Three

D & W Fuses, Deltabeston Wire
Delta Tape

D & W Fuse Co., Providence, R. I.

May 13, 1916 1

ELECTRIC RAILWAY JOURNAL

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Clear and Black Air Drying Insulating Varnishes
~ :ing Insulating Varr--1--
011 Proof Finishing Varnishes

Clear and Black Bakln

ami shea

Insulating
ng VarnV
Impregnating Compounds
Wire Enamels
FOR THE MANUFACTURER— OPERATOR— REPAIRER

Catalogue

request.

THE STERLING VARNISH COMPANY

PITTSBURGH, PENNA.

Manchester, England

The Acetylene Blow Torch

PreSt- O-Torch

Costs less to buy than
good gasoline blow
torch and costs less to use

outfits. Provides a concentrated, intense flame
hat doesn't blow out even In a high wind.

handy sizes of Prest-

no attention whatever. Used

O-Llte cylinders — ready-made gas. Styl

78c. (Canada_85c.). Used with the

% inch round rod

O-Llte. Will

fitted with handle
nd overhead work
larger sizes of P
Will braze up tc
ada $2.75).

nd book for added

Style "C" Prest-O-Torch for nse with the
est-O-Llte, Is recommended for large work.
% Inch round rod. Sells for $2.25 iCan-

apecial literature and learn where
ymt can gee the Preet-O-Torch in operation.
THE PREST-O-LITE CO., Inc., 80S Speedway, Indianapolii

Canadian Office & Factory, Merrltton, Ont.

Exchange Agencies Everywhere

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'a the

Buckeye Emergency
Jack No. 239 Special

Made of heavy steel and mal-
leable castings with specially
heat-treated forgings by ex-
pert workmen. Lifts 16 tona.
Get prices.

The Buckeye
Jack Mfg. Co.

Alliance. Ohio

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.

USE BEAUMONT LARRIES

FOR SERVING BOILERS

Three cents per ton from storage to stoker.

Large outside storage possible.

Accurate weight kept of coal burned per

boiler.

ONE MAN handles all coal and ashes.

Write for catalogue.

R. H. BEAUMONT CO. ,£k&JSir

Foster Superheaters

Insure uniform superheat at temperature specified

Power Specialty Company

III Broadway, New York City

I. T. E.

Circuit Breakers

for heavy street railway work are the
best obtainable. Write for New Com-
plete Catalogue.

GREEN CHAIN GRATE STOKERS

For Water Tube and Tubular Boilers
GREEN ENGINEERING CO.

Eaat Chicago, Indiana

Bulletin No. 1 — Green Chain Grate Stokers
Catalogue No. 8 — Geeo Ash Handling Systems
Bulletin No. 2 — Geco Steam Jet Ash Oonvejors

DAISES the possibil-
1X ity of efficient stok-
ing to a maximum.

Write for catalog "C."

Murphy |R
Detroit, il\

WORKS
U.S.A.

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

Preparedness is on Every

Tongue Now — We've

Advocated It for Years.

Preparedness is the national watchword
today. You hear it everywhere, all the
time. To us it has a familiar sound, for
we've advocated preparedness for a good
many years. The preparedness we've advo-
cated went under the name of

DEARBORN FEED WATER
TREATMENT

The engineer who uses it in his boilers
will never be exposed to the attacks of scale
and its allies, bagging, pitting and corrosion.

DEARBORN TREATMENT removes
and prevents scale formation, and over-
comes all pitting and corrosive action of
the water. Each case is given individual
attention. Send us a gallon sample of your
boiler water supply for analysis, and we will
advise regarding your needs. No charge
for this service.

Dearborn Chemical Company

McCormick Building, Chicago

TICKETS

as well as
CASH FARES

Try these boxes on your one-
man cars

Cleveland Fare Box Co.

CLEVELAND, OHIO

ANOTHER Radical

Improvement —
METAL TICKETS!

AGAIN— The Johnson

Registering Fare Box

Sets the Pace

ime as nickels. Protected by same double check.
Eliminate big expense of printing and conntlng
paper tickets. Write for new booklet describing
It fully.

Ventilation— Sanitation— Economy— Safety

All Combined in

THE COOPER FORGED VENTILATION HOT AIR HEATER

Patented September 30, 1913. A.k for the full ttory.

Wi Also Mioufactun Pressed Steel Hot Witir Niattri
THE COOPER HEATER CO., CARLISLE, PA.

For the Answer to your Fare Collection Problem!
Write tor

"Earnings Per Passenger Mile"
It tells how the

BONHAM TRAFFIC RECORDER

Will Meet Your Needs
The Bonham Recorder Co., Hamilton, Ohio

The Peter Smith Heater Company's Forced Ventila-
tion Hot Air Heaters are approved by the Board of
Underwriters', also they are protected with patents in
United States and Canada. Catalogue and detail data
will be furnished you upon request.

THE PETER SMITH HEATER C MPANY

1735 Mt. Elliott Ave., Detroit, Mich.

Direct
Automatic
Registration

By the

Passenger

Rooke Automatic
Register Co.

.RAILWAY UTILITY CCE

KG Manufacturer*

"Honeycomb" and "Round Jet" Ventilators

for Monitor and Arch Roof Cars, and all classes of buildings.; also

Electric Thermometer Control

of Car Temperatures.
T21W.FULTONST. Write for 1328 BROADWAY
Chicago. 111. Catalogue New York. N. Y.

FORD TRIBLOC

A Chain Hoist that excels in every feature. It has
Planetary Gears, Steel Parts, 3^2 to 1 factor of Safety.
It's the only Block that carries a five-year guarantee.

FORD CHAIN BLOCK 8s MFG. CO.
142 Oxford Street, Philadelphia

The Best Shade Rollers For Cars

SPECIAL shade rollers for cars, that will last and give satisfac-
tion for years, and ret cost but little more than the Doorest

tion for years, and yet cost but little more than the poorest

buy, are made by the Stewart Hartshorn Co., E. Newark.

is by far the largest shade roller manufacturer

ble to give high quality at lower prices because

in the world.

of the enormous output. Write for catalog, stating wants. Tou

always protected when

you buy shade rollers,

if they bear the signature.

^W&Z^i73^W*^r»t-

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.

May 13, 19161

ELECTRIC RAILWAY JOURNAL

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 Upholstery

AGASOTE HEADL7NING

The Pantasote Company

lldg., Chicago
3, Cal.

Non-Glaring Headlights

:hat throw the light along the
ligh are made possible I>.v the use

Osgood
Deflector Lens

A prismatic {,'Ijiss lens that fits
into the lamps in place of the or-
dinary lens.

Used by the fastest Electric
Railway in the United States as
regular equipment on trains at-
taining a speed of 80 miles an

use for automo-
ile lighting.
Write for prices and particulars.

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITE FOR THERMOSTATIC CONTROL INFORMATION

ELECTRIC HEATERS Cut In-

stallation and Maintenance Charge.

VENTILATORS Also Ventilate in
Stormy Weather.

THERMOSTATS Save Current.

ORIGINATED the Use of NON-
CORROSIVE Wire for Electric
Car Heaters.

ORIGINATED The Ventilated
Coil Support.

LET US FIGURE ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PL, New York

GOLD

Saved from the Ashes as many tickets
nickels lost to you. Avoid the risk.
Patten Ticket Destroyer is used right i
under the eyes of trustworthy employes.
It mutilates beyond redemption.
Scrap sold will pay for the machines.
Ask us for Circular J.
PAUL B. PATTEN CO.
78 Lafayette St., Salem, Mass.,

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturers of the

ECLIPSE LIFE GUARD ECLIPSE WHEELGUAID

ECLIPSE TROLLEY RETRIEVER ACME FENDER

HOLDEN & WHITE
Electric Railway Accessories

Was

General Sales Distributors in the
United States for:

The Wasson Engineering & Supply Co-
son Air-Retrieving Trolley Base.

The Garland Ventilator Co. — Ventilators for
Electric Railways.

The Joliet Railway Supply Co. — Self-Centering
Center Plates and Anti-Friction Side Bearings for
electric railway cars.

Chicago District Representatives for:

The Drew Electric and Mfg. Co.^Line Material.

The Specialty Device Co. — Bierce Anchors and Guy

Wire Protectors.

1508 Fisher Building

CHICAGO

MASON SAFETY TREADS— prevent slipping and thus obviate
damage suits.

KARHOLITH CAR FLOORING— for steel cars is sanitary,
fireproof and light In weight.

STANWOOI) STEPS— are non-slipping and self-cleaning.

Above products are used on all leading Railroads. For details

delphia. Kansas City. Cleveland,

GRAPHIC METERS

Portable and Switchboard Types

Ammeters, Voltmeters, Wattmeters, etc.

"The Meter with a Record."

219 E.
South
Street

Indian-
apolis,
Indiana

ELECTRIC RAILWAY DEVICES

Multl-Vapo-Gap Lightning

estersandHydrogrounds.

gger Lock Reversible

Controller Fingers.

Sterling Light Weight I 1 lia \ "Q.p" Trolley Catchers.

Bearing Trolley | | \ff^ | Soldered Rail Bonds.

Friction and Insulating

Tapes.
Sterling Ticket Punches.
Sterling Sand Boxes. Controller Handles.
Berg Fenders and Wheel LORD MFG. CO.,
Guards. IPS IV. 4Qth St.. New York

High Power Compact Hand

Brakes, Gear or Differ-

ltUl Types

Lighf ~

Roller Bearing Trolley

Screenless

Clean

The Standard for Speed, Accuracy, Durability

B-V Visible Punch

Look for this

Bonney-Vehslage
o_y "> Tool Company

<8>

ELECTRIC RAILWAY JOURNAL

May 18, 1916

FOR SALE

2 — Cincinnati fourteen bench open car bodies.

8— Brill fourteen bench open cars, West. 56 Motors, Brill 22-E
Trucks.
40 — Brill ten bench open cars, West. 68 Motors, Peckham Trucks.
16—42' Interurban Cars, Baldwin Trucks, 4 West. 121 Motors.
25— Brill 20' Closed Cars, 2 West. 56 Motors, Brill 22-E Trucks.
40— Brill 20' Closed Cars, G.E. 1000 Motors, Peckham Trucks.

6 — Brill 30' Express Cars complete, 4 G.E. 1000 Motors, Brill
27-G Trucks, AA-1 Air Brakes.
JO— G.E. 90 Kailway Motors complete.
20— G.E. 73 Railway Motors complete.
40— G.E. 1000 Railway Motors complete.
20— G.E. 800 Railway Motors complete.
18 — G.E. 87 Railway Motors complete.
18— G.E. 57 Railway Motors complete. Form H.
12— G.E. 57 Railway Motors complete. Form A.
22— West. 12A Railway Motors complete.
12 — West. 38B Railway Motors complete.
10— West. 112 Railway Motors complete.
18— West. 101-B-2 Armatures, Brand New.

6 — West. 93-A-2 Armatures, Brand New.

2— West. 93 Armatures, Brand New.
14— G.E. 80-A Armatures, Brand New.

4— G.E. 87 Armatures, Brand New.

3— G.E. 73-C Armatures. Brand New.

6 — G.E. 67 Armatures, Brand New.
12— G.E. 57 Armatures, second-hand, two turn.
14 — West. 56 Armatures, second-hand.
40— K10 Controllers.
12— K28B Controllers.
26 — K6 Controllers.
22— Kll Controllers.
12— K14 Controllers.

6— Brill 21-E Trucks, 7' 6" and 8' wheel base.

AH of the above Apparatus is in first class condition
for immediate service

For further particulars apply to

W. R. KERSCHNER COMPANY, Inc.

50 Church Street, New York City

ARCHER & BALDWIN

114-118 Liberty Street New York City

TELEPHONE 4337-433S RECTOR

BOILERS

FOR QUICK SALE

3—325 H.P. B. & W. Water Tube Boilers, steel
header type, good for 150 lbs. pressure.
Instant shipment.
Price $5.00 per H.P. f.o.b. cars.

MACG0VERN AND COMPANY

INC.

FRANK MACGOVERN, Pres. & Gen. Mgr.

114 LIBERTY STREET NEW YORK CITY

'Phone, 3375-3376 Rector

60 CYCLE ROTARY CONVERTERS

1 1000 KW. Gen. Elec, type HC, form P, 6 phase, 1667 amp,.,

600 volts D.C.. 360 R.P.M.

2 300 KW. Gen. Elec, type HC, form P, 6 phase, 500 amp..,

550 volts D.C., 900 R.P.M., with end play and speed
limit device.
1 200 KW. Westinghouse, 3 phase, 600 volts D.C., 900 R.P.M.,
with starting motor.

550 VOLT DIRECT CURRENT UNIT
300 KW. Westinghouse, 550 volt, 145 R.P.M., dir. conn, to
16J4" and 3054" x 30" Buckeye tandem engine.
Immediate Delivery

STRUCTURAL STEEL

About ,}oo tons of structural steel, never erected,
originally purchased for car shop building, 225 ft. by
250 ft., consisting of roof trusses, ranging from 28 ft.
to 59 ft. spans; door lintels, columns, skylights,
monitor frames and roof purlins. Building designed
for five bays, erne 28' wide, one 29' wide, two 53'
wide and one 59' wide. Immediate shipment can be
made. Plans and prices furnished to interested
parties. For further information address

Geo. G. Kuhn, P. A., Tri-City Railway Co.,
Davenport, Iowa.

CARS FOR SALE

OPEN and CLOSED
MOTOR and TRAIL

Write for Price and Full Particulars to

ELECTRIC EQUIPMENT CO.

alth Bldg. Philadelphia. Pa

COMPLETE ARMATURES FOR SALE

FOR ALL THE STANDARD
STREET RAILWAY MOTORS

GET OUR PRICE WE CAN SAVE YOU MONEY

America'* Creates! Repair Works

CLEVELAND ARMATURE WORKS, Cleveland, 0.

THE ART OF BUYING

is as much a reality as is the Art of Selling. Advertising of the right kind helps the buyer as much as it does the seller.

The Electric Railway Journal Service Department helps advertisers prepare advertising copy of real interest and use
to Journal readers.

The Service Department is ready to serve you, Mr. Manufacturer.

ELECTRIC RAILWAY JOURNAL

239 West 39th Street, New York

May 13, 19161

ELECTRIC RAILWAY JOURNAL

POSITIONS WANTED

\CCOUNTANT, age 25, married, graduate of
high school and business course, five years'
experience in steam and electric railway of-
fices, desires position as auditor receipts or
traveling auditor with good prospect for ad-
"ave good references. Box 948,
Ry. Jour.

ENGINEER— operator. Twenty-three years' ex-
perience in electric railway and lighting con-
struction, operation and regulation. Special-

ly ,
there. Box 1062, Elec, Ry. Jo.

Trust lildg.. Philadelphii

lNERAL foreman of shops and line wai
position for a road that requires one man
fill both position.-.. Married, age 36; <
build and maintain uvei head lines and oper

some experience
call for intervie
Hox 1067, Elec. K
Philadelphia, Pa.

Good machir
nature winder. Will

reasonable distance.

SUPERINTENDENT of light and power sys-
tem supplying three towns desires to change
to railway system or combination. Not office
job wanted necessarily, can handle all con-
struction work, surveying, mechanical, elec-
trical. Technical graduate, eight years' ex-
perience, temperate. Send me your propo-
sition, I'll be available in thirty days. Box
1050, 1570 Old Colony Bldg., Chicago, HI.

YOUNG ,

vith good

de-ii

3, Elec. Ry. Tour., 1570 Old Colony
'licago, HI.

POSITIONS VACANT

!l:'d experienee un Lot li railw
alternating eunent motors.
Gen. Mgr., The Cameron
An-nnia, Conn.

RAFTSMAN wanted; man capable of design-
ing, computing, and laying out special track
work for electric and steam railroad. Must
be quick, accurate, and experienced in this
full particulars with reply ami

Cro

SS:

V'l5the< '

MISCELLANEOUS WANTS

Generator Sets Wanted At Once

2 motor generator sets, 200 to 400 K.W., D.C.
generator. 500-6.00 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines thai could
he used with a flexible coupling would be ac-
ceptable.
Kingston, Portsmouth" & Cataraqui

Electric Railway Co.
Kingston Ont., Can.

PROPOSAL

OVERHEAD TROLLEY WORK

To let— Contract for 4 MILES OF OVER-
HEAD TROLLEY WORK. For particulars
write CONNERS BROTHERS, 64 West 88th
St., New York City.

Porcelain Insulators

We have on hand the following Porcelain
Insulators manufactured by the Lima In-
sulator Co.: —

495 No. 18.
994 No. 15
1381 No. 14
The best offer takes the lot.

F. A. REICHARD,
95 Madison Avenue, New York City.

Booster Set for Sale

ine Fort Wayne Booster Set — Frame No. 50,
type M.P.L. form one, 100 K.W., 6 pole, 550
r.p.m., 250 volts full load, 400 amperes full
load. W. R. Kerschner Company, 50 Church
Street, New York.

'Shanghai" Relaying Rails

200 tens 7" 70 lb.— 58 and 60' lengths

20 tons 6" 60 lb.— 30' lengths
Also any quantity and section of choice
"T" rails.

J7ELNICKER Inst, louis

CARS EQUIPMENT

Big Results
from Little Ads

Get your Wants
into the Searchlight

(Acetylene Apparatus to Clusters and Sockets)

[May 13, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

More than ,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 Apparatus. (See Cut-
ting Apparatus, Oxy-Acety-
lenn.)

Acetylene Service.
( ixwelil Acetylene Co.
Prest-O-Lite Co., Inc.. The.

Dys and Bearing Metals.
(See Bearings and Bearing
Metals.)

Anchors, Guy.

Holden & White.
.lohns-.Manville Co., H. W.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. <

Axles.

Bemis Car Truck Co.
Brill Co., The J. G.
Carnegie Steel Co.
Cincinnati Car Co.
St. Louis Car Co.
Standard Steel Works Co.
IT. 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., The
Western Electric Co.

Bankers and Brokers.
Halsey & Co.. N. W.
Redmond & Co.

Batteries, Dry.
Johns-Manville Co., H. W.
Western Electric Co.

Batteries, Storage.
Electric Storage Battery Co.
Western Electric Co.

Bells and Gongs.
Brill Co.. The J. G.
Electric Service Supplies Co.
St. Louis Car Co.
Western Electric Co.

Blow Torches for Soldering and
Brazing. (See Cutting Ap-
paratus, Oxy-Acetylene.)

Blowers.

General Electric Co.
Westinghouse Elec. & M. Co.

Bearings, Center.
Baldwin Locomoti
Holden & White.

Bearings and Bearing Metals.
Ajax Metal Co.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Kerschner Co., Inc., W. R.
Lone Co., E. G.
St. Louis Car Co.
Westinghouse Elec. & M. Co.

Bond Clips.
Cleveland Railbond Co.
Electric Railway Improv. Co.

Cleveland Railbond Co.
Electric Railway Improv. Co.
Ohio Brass Co.
cixweld Acetylene Co.
Prest-O-Lite Co., Inc., The.

Bonding Tools.
American Steel & Wire Co.
Cleveland Railbond Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
Ohio Brass Co.

Bonds, Rail.

American Steel & Wire Co.
Cleveland Railbond Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Ohio Brass Co.
Roebling's Sons Co., John A.
Western Electric Co.
Westinghouse Elec. & M. Co.

Book Publishers.
McGraw-Hill Book Co.. Inc.
Official Public Service Reports

Brackets and Cross Arms. (See
also Poles, Ties, Posts, Pil-
ing and Lumber.)

American Bridge Co.

Bates Expanded Steel- Truss
Co.

Electric Railway Equipment
Co.

Electric Service Supplies Co.

International Creo. & C. 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 "•-
Long Co., E. G.
St. Louis Car Co.

Brakes, Brake Systems and
Brake Parts.
Bemis Car Truck Co.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
General Electric Co.
Holden & White.
Long Co., E. G.
Lord Mfg. Co.
National Brake Co.
St. Louis Car Co.
Westinghouse Trac. Brake Co.

Brazing. (See Welding.)

Bridges and Buildings.
American Bridge Co.

Brooms, Track, Steel or Rattan.
Paxson Co., J. W.
Western Electric Co.

Brushes, Carbon.
Calebaugh Self - Lubricating

Carbon Co.
Dixon Crucible Co., Joseph.
General Electric Co.
.Teandron, W. J.
Morgan Crucible Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Bumpers, Car Seat.
Electric Service Supplies Co.
Imperial Rubber Co.

Bunkers, Coal.
American Bridge Co.
Beaumont Co., R. H.

Bushings, Case Hardened Man.
ganese.
Bemis Car Truck Co.

Cables. (See Wires and Cables.)

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.
Cincinnati Car Co.

Jewett Car Co.
Kuhlman Car Co., G. C.
St. Louis Car Co.
Wason .Mfg. Co.

Cars, Self-Propelled.

Electric Storage Battery Co.
General Electric Co.

Castings, Composition or Cop-
per.
Anderson M. Co., A. & .1. It

Castings,: Gray Iron and Steel.
American B. S. & Filry. Co.
American Bridge Co.
American General Eng'g Co.
Bemis Car Truck Cu.
Columbia M. & W. & M. I. Co.
Long Co., E. G.
St. Louis Car Co.
St. Louis Steel Fdry.
Standard Steel Works Co.
Union Springs & Mfg. Co.

Castings, Malleable and Brass.
American Brake S. & l-'.iy . Co.
American General Eng'g Co.
Bemis Car Truck Co.
Long Co., E. G.
St. Louis Car Co.

Catchers and Retrievers, Trol-
ley.
Eclipse Railway Supply Co.
Electric Service Supplies Co.
Holden & White.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Lord Mfg. Co.
Ohio Brass Co.
Wood Co., C. N.

Chargers, Storage Battery

1 Electric Co.

Circuit Breakers.
Cutter Electrical & Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

for

Electric Service Supplies Co.

General Electric Co.

Klein & Sons, M.

Ohio Brass Co.

Standard Railway Supply 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.

May 13, 19161

ELECTRIC RAILWAY JOURNAL

Salamanderize
Old Field Coils

The Salamander was known for its abilit
in fire. That's why

Salamander Pure Asbestos

is well named— heat will not deteriorate it. When
Salamander Pure Asbestos is wound around the
copper of your old field coils, by our special process,
you get coils equal in every respect and more than
equal in most respects to new coils. You get coils
that will not break down or disintegrate under
heavy overloads of long duration, and you get them
at a trifling cost— merely the cost of the insulation.
vere about to junk

Independent Lamp & Wire Co., Inc.

I, N. J.

Model 1

D. C. Portable Voltmeters

They are guaranteed to an accuracy of 1/5 of one
per cent (in terms of full scale length). They are
dead-beat. Each scale is hand-calibrated and has a
mirror over which the knife-edge pointer travels. By
bringing the pointed tip into line with its image,
readings may be made within 1/10 of a division at
any part of the scale. In mechanical and electrical
workmanship, these Voltmeters practically attain per-
fection. In external appearance they are very hand-
some. The metal case has an exceedingly durable
royal copper finish. The base is of selected mahog-
any, highly polished.

A full description of Model I Voltmeters will be
found in Bulletin No. 501, which will be mailed on
request.

Weston Electrical Instrument Co.

21 Weston Ave., Newark, N. J.

Richmond

Cincinnati

Cleveland

Denver

San Francisco

Toronto

Montreal

Winnipeg

Watch Your Step"

If it has

Universal Safety Tread

on it,

Proceed in Safety.

If Not,

Be Careful

Universal Safety Tread Co., Waltham, Mass.

"Bayonne" Car Roofing

Made and impregnated to withstand the elements
Only One Color Coat Necessary at Home

prevents leakage. Three weights, yellov,
22 to 120 inches. Compare the sat
FADELESS— WATERPROOF.

Poor commutation is common with ordinary brushes.
You will avoid further annoyance by equipping your
motors with

DIXON'S Graphite Brushes

Write for Booklet 108 M to the

UNION SPRING & MANUFACTURING CO.

SPRINGS COIL AND ELLIPTIC

M. C. B. Pressed Steel Journal Box Lids

General Office, Firat National Bank Bldg., Pittsburg- h, Pa.

Works: New Kensington, Pa.

50 Church St., New York. 1204 Fisher Bldg., Chicago, 111.

Missouri Trust Bldg., St. Louis, Mo.

"Trade Mark Beg. V. S. Pat. Off."

Samson Spot Waterproofed Trolley Cord

Made of fine cotton yarn braided hard and smooth. Inspected and
guaranteed free from flaws. Preyed to be the most durable and
economical. Samples and information gladly sent.
1 SAMSON CORDAGE WORKS, BOSTON. MASS.

The "TH^cap^Exioe" Battery

for

STORAGE BATTERY STREET CARS

TheElectric storage R^TERYCa

PHILADELPHIA

(Coal and Ash Handling to Hose Bridges)

[May 13, 19 1«

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Coal and Ash Handling. (See
Conveying and Hoisting
Machinery.)

Coil Banding and Winding Ma-
chines.
American General Kug'g Co.
Columbia M. W. & M. I. Co.
Klectric Service Supplies Co.
Kerschner Co., Inc., 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.
Independent Lamp & Wire Co.
Roebling's Sons Co., John A.
Western Electric Co.
Westinghouse Elec. & M. Co.

Coils, Choke and Kicking.
Electric Service Supplies Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Coin-Counting Machines.

International Register Co., The

Johnson Fare Box Co.
Commutator Slotters.

American General Eng'g Co.

General Electric Co.

Westinghouse Elec. & M. Co.

Wood Co., C. N.
Commutator Truing Devices.

American General Eng'g Co.

General Electric Co.
Commutators or Parts.

American General Eng'g Co.

Cleveland Armature Works.

Coil Mfg. & Repair Co.

Columbia M. W. & M. I. Co.

General- Electric Co.

Long Co., E. G.

Western Electric Co.

Westinghouse Elec. & M. Co.

Compressors, Air.

Curtis & Co. Mfg. Co.
General Electric Co.
Westinghouse Trac. Brake Co.

Condensers.
General Electric Co.
Westinghouse Elec. & M. Co.

Conduits, Underground.
Johns-Manville Co., H. W.
Western Electric Co.

Controllers or Parts.

Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co:, H. W.
Westinghouse Elec. & M. Co.

Controlling Systems.

General Electric Co.

Westinghouse Elec. & M. Co.
Converters, Rotary.

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.
Klectric Service Supplies Co.
Imperial Rubber Co.
International Register Co., The
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., C. N.

Couplers, Car.

Brill Co., The J. G.
Cincinnati Car Co.
Ixmg Co., E. G.
Ohio Brass Co.
Westinghouse Trac. Brake Co.

Cranes. (See also Hoists.)
Beaumont Co.. R. II.
Xiles-Bement-Pond Co.
Van I lorn & Button Co.

Cross Arms. (See Brackets.)

Culverts.
American Boiling Mill Co.
Bark River B. & Culvert Co.
California Cor. Culvert Co.
Canton Culvert & Silo Co.
Coast Culvert & Flume o.
Corrugated Culvert Co.
Delaware Metal Culvert Co.
Dixie Culvert & Metal Co.
Hardesty Mfg. Co., R.
Illinois Corrugated Metal Co.
Independence Co. Culvert Co.
Iowa Pure Iron Culvert Co.
Kentucky Culvert Mfg. Co.
Lee-Arnett Co.
Lone 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.

Pennsylvania Metal Cul. Co.
Road Supply & Metal Co.
Sioux Kalis Metal Cul. Co.
Spencer, J. N.
Spokane Corr. Cul. Co.
Tennessee Metal Culvert Co.
Utah Corr. Culvert & Khime

Co.
Virginia Metal & Culver) Co.
Western Metal Mfg. Co.
Wyatt Mfg. Co.
urtains and Curtain Fixtures.
Brill Co., The J. G.
Electric Service Supplies Co.
Hartshorn Company, Stewart.

Cutting, Apparatus, Oxy-Acet-
lene.
Oxweld Acetylene Co.
Prest-O-Lite Co.. Inc., The.

Destination Signs.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Wostcin Klectric Co.

Dispatching Systems.
Simmen Auto. Ry. Sig. Co.
Western Electric Co.

Doors, Asbestos.

Johns-Manville Co., H. W.
Doors and Door Fixtures.

Brill Co.. The J. O.

Hale & Kilburn Co.

Drills, Track.
American Steel & Wire Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Dryers, Sand.

Klectric Service Supplies Co.
Zelnicker Company Co., W. A.
Engineers, Consulting, Con-
tracting and Operating.
Archbold-Brady Co.
Arnold Co., The.
Burch, Edw. I'.
Byllesby & Co., II. M.
Drum & Co.
Kurd, Bacon & Davis.
Gulick-Henderson < !o.
Hunt & Co.. Robert W.
Jackson, D. ('., <\- Win. i:.
Little, Arthur IX, Inc.
Moore & Co-., W. E.
Richey, Allien s
Roosevelt & Thompson.
Sanderson! & Porter.

Seofield Engineering Co

Kug'g CO
Westinghouse Church Kerr

Stone & Webster

.Corp.

Fare Boxes.

American General Eng'g Co.

Brill Co., The J. G.

Cleveland Fare Box Co.

International Register Co., The

Johnson Fare Box Co.
Fences, Woven Wire, and Fence
Posts.

American Steel & Wire Co.

Fenders and Wheel Guards.

Prill Co., The J. G.

Cincinnati Car Co.

Cleveland Fare Box Co.

Consolidated Car Fender Co.

Eclipse Railway Supply Co.

Electric Service Supplies C i.

Lord Mfg. Co.

Star Brass Works.

Western Electric Co.
Fibre.

Diamond State Fibre Co.

Johns-Manville Co., H. W.

Westinghouse Elec. & M. Co.
Fibre Tubing.

Diamond State Fibre Co.

Johns-Manville Co., H. W.

Westinghouse Elec. & M. Co.
Fibre Insulation.

Johns-Manville Co., H. W.

lT. S. Metal & Mfg. Co.
Field Coils. (See Coils.)
Fire Extinguishing Apparatus.

Imperial Rubber Co.

Johns-Manville Co., H. W.

Flooring, Composition.

American Mason Safety T. Co.

Johns-Manville Co.. H. W.

Western Electric Co.
Forglngs.

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 Klec. & M. Co.

Co.

Fuses, Refillable.
Columbia M. W. & M.
Economy Fuse & Mfg. Co.
General Electric Co.
Johns-Manville Co.. H. W.

Gaskets.
Diamond State Fibre Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Power Specialty Co.

Gates, Car.

Brill Co., Tin- .1 O.

Cincinnati Car c.,

Jewett l
Gear Blanks.

Carnegie Steel Co.

I li.'llllOlKl State Kiln-.. I'm.

Standard Steel Wks. Co.
Gear Cases.
Columbia M. w. & m. i. Co.

Klectric Service Supplies Co.
I\ S. Metal ,v Mfg. Co.
Westinghouse Elec. A M O

nc . w. i
Gears and Pinions.
American General Kng'g C
Columbia M. W. & M. I. C
liiamond State Fibre Co.
Klectric Service Supplies C
General Electric Co.
Kerschner Co.. Inc., W. I:
Ixmg Co., E. G.
Nuttall Co.. R. D.
U. S. Metal & Mfg. Co.
Van Dorn & Sutton Co.

Generators, Alt.-Current.

General Electric Co.

Western Klectric Co.

Westinghouse Elec. & M. Co.
Generators, Dir.-Current.

General Klectric Co.

Western Klectric Co.

Westinghouse Klec. & M. CO.
Gongs. (See Bells and Gongs.)

Graphite.

Dixon Crucible Co.. Joseph.
Morgan Crucible Co.

Greases. (See Lub

Grinders, Portable, Electric.
General Electric Co.
Railway Track-work Co.
Seymour Portable Rail Grinder

Co., E. P.
Western Electrk Co.

Guards, Trolley.

Electric Service Supplies Co.

Ohio Brass Co.
Harps, Trolley.

American General Eng'g Co.

Anderson SI. Co.. A. & J. SI.

Electric Service Supplies Co.

Nuttall Co., R. D.

Star Brass Works.

Western Electric Co.
Headlights.

Electric Service Supplies Co.

General Electric Co.

Long Co.. E. G.

Ohio Brass Co.

( isgood Lens & Supplv Co.

St. Louis Car Co.

Westinghouse Elec. & SI. Co.
Headllnings.

Kerschner Co., Inc.. W. R.

Pantasote Co., The.

O. S. Metal & Mfg. Co.
Heaters, Car, Electric.

Gold Car Heating & lighting
Co.

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.

Klectric Service Supplies Co.

Smith Heater Co.. Peter.
Hoists and Lifts.

Curtis & Co. Mfg. Co.

Duff Slanufacturing Co.

Ford Chain Block & Slfg. Co.

Kerschner Co., Inc.. W. R.

Niles-Bement-Pond Co.

Patten Co., Paul B.

Van Dorn & Sutton Co

MAY 13, 1916]

ELECTRIC RAILWAY JOURNAL

Uniform ~LECARBONE
Reliable 1 CARBON BRUSHES
Efficient |

Try them. They
tell their own story

W. J. Jeandron

173 Fulton Street
New York City

Pittsburg Office: Canadian Distributors
636 Wabash Building Lyman Tube & Supply Co., Ltd.
Montreal and Toronto

IMPERIAL" TAMPERS

Tamp any kind of ballast with equal facility.
Produce a more uniformly tamped and easier
riding track.

Do not scatter or crush the ballast — nor in-
jure the ties.

Tamp around switches, crossovers, and places
where hand tamping is ineffective.
TWO MEN WITH "IMPERIAL" TAM-
PERS DO THE WORK OF EIGHT
MEN TAMPING BY HAND

Ask for Folder on
"TRACK MAINTENANCE."

INGERSOLL-RAND COMPANY

11 BROADWAY, NEW YORK 12

TOt©

We base all our "'ads" on facts. We guarantee
TULC and stand back of it. Others have shown
a large saving with TULC. It has been proven
to be the best lubricant.

Reproduction of a Car

in Service for fifteen years

Car B
! long—
Time Record points to
why, after thirty years'
experience, AJAX
METALS stand at the

. CHECK PLATES and BABBI
:TALS help to increase your dividends,
"hey are metals that give good service.

THE AJAX METAL COMPANY

Boyerized Products Reduce Maintenance

BeroU Trucks Manganese Brake Heads

Case Hardened Brake Pins Manganese Transom Plates

Case Hardened Bushings Manganese Body Bushings

Case Hardened Nuts and Bolts Bronze Axle Bearings
Bemis Pins are absolutely smooth and true in diameter. We carry
40 different sizes of case hardened pins in stock. Samples fur-
nished. Write for full data.

Bemis Car Truck Co., Springfield, Mass.

Smith-Ward Brake Company, Inc.
17 Battery Place, New York

W. R. Kemchner Com- J. B. IX. Cardom Com-
pany, Inc. pany, Inc.
Eastern Sales Agents Southeastern Sales Agents
BO Church St., New York Citizens Bank Bids;.,

City

rfolk, Va.

LONGWEAR BUSHINGS

For Brake Gear

also
LONGWEAR
BRAKE PINS

to
Specifications

E.G.Iong Cprapartg

50 Church Street

New York

(Hose, Pneumatic and Fire, to Sash Fixtures, Car)

[May 13, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Hose, Pneumatic and Fire.
Imperial Rubber Co.
.lohns-aianville Co., H. W.

Hunt & Co., Robert W.
Instruments, Measuring, Testing
and Recording.
Esterline Co., The.
General Electric Co.
Johns-Manville Co., 11. V.
Sangamo Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.
Weston Elec'l Instrument Co.

Insulating Cloths, Paper and
Tape.
Anderson M. Co., A. & J. M.
Diamond State Fibre Co.
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Ldrd Mfg. 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 Co.
Imperial Rubber Co.
General Electric Co.
Holden & White.
Johns-Manville Co., H. W.
Mechanical Rubber Co.
Standard Paint Co.
Sterling Varnish Co.
Western Electric Co.
Westinghouse Elec. & M. Co

Insulators. (See also Line Ma-
terial.)
Anderson M. Co., A. & J. M.
Drew Electric & Mfg. Co.
Electric Railway Equipment

Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

•tacks. (See also Cranes, Hoists
and Lifts.)
American General Eng'g Co.
Brill Co., The J. G.
Buckeye Jack Mfg. Co.
Columbia M. W. & M. I. Co.
Duff Manufacturing Co.
U. S. Metal & lit*. Co.

Jack Boxes. (See also Tele-
phones and Parts.)
Electric Service Supplies Co.
Western Electric Co.

Joints, Rail,
rie S
fter Supply Co., W. A.

Journal Boxes.

Bemis Car Truck Co.
Brill Co., The J. G.
Long Co.. E. G.
Railway Roller Bearing Co.

Laboratories.
Elec'l Testing Laboratories,

Inc.
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. & M. Co.

amps, Arc and Incandescent.
Anderson M. Co., A. & J. M.

General Klectric Co.
Western Klectric Co.
Westinghouse Elec. & M. Co.

Lightning Protection.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Lord Mfg. Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Line Material. (See also Brack-
ets, Insulators, Wires, etc.).

American General Kng'g Co.

Anderson M. Co., A. & J. M.

Archbold-Brady Co.

Diamond State Fibre Co.

Drew Electric & Mfg. Co.

Electric Railway Equipment
Co.

Electric Service Supplies Co.

General Electric Co.

Johns-Manville Co., H. W.

Ohio Brass Co.

Western Electric Co.

Westinghouse Elec. & M. 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.
Universal Lubricating Co.

Meters. (See Instruments.)

Long Co., E. G.

Motor-men's Seats.
Electric Service Supplies Co. !
Wood Co., C. N.

Motor Generator, Bonding and
Welding.
Lincoln Bonding Co.

Motors, Electric.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co. |

Nuts and Bolts.
Bemis Car Truck Co.
Long Co., E. G.
U. S. Metal & Mfg. Co.

Oils. (See Lubricants.)

Ozonators.
General Klectric Co.
Westinghouse Elec. & M. Co.

Packing.

Diamond State Fibre Co.
Klectric Service Supplies Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Power Specialty Co.

Packing Rings, Piston Head.
Johns-Manville Co., H. \\
McQuay-Norris Mfg. Co.

Paints and Varnishes. (Insu-
lating.)
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., II. W.
Long Co., E. G.
Mechanical Rubber Co.
Sterling Varnish Co.

Paints and Varnishes. (Pre-
servative.)
Dixon Crucible Co., Jos.
Johns-Manville Co., H. W.
Long Co., E. G.
Mechanical Rubber Co.
Sterling Varnish Co.
U. S. Metal & Mfg. Co.

Paints and Varnishes for Wood-
work.

Mechanical Rubber Co.
IT. S. Metal & Mfg. Co.

Paving Bricks, Filler and
Stretcher.
Nelsonville Brick Co.

Paving Material.
American B. S. & Fdy. Co.
Barrett Co., The.
International Creo. & Con. Co.
Nelsonville Brick 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., C. N.

Pinions. (See Gears.)

Pins, Case Hardened, Wood and
Iron.
Bemis Car Truck Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Pipe Fittings.
Power Specialty Co.

Standard Steel Works Co.

Poles, Metal Street.
Bates Expanded Steel Truss

Co.
Electric Railway Equipment
Co.

Metal & Mfg. Co.

Poles, Ties, Posts, Piling and
Lumber.
C-A-Wood Preserver Co.
Carney & Co., B. J.
International Creo. & Con. Co.
Lindslev Bros. Co.
Page & HiH 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.
Electric Service Supplies Co.
Long Co.. E. O.
Xuttall Co., R. D.

Pressure Regulators.
General Electric (',,.
Ohio Brass Co.

Punches, Ticket.

Bonney-Vehslage Tool Co.

International Register Co., The

Lord Mfg. Co.

Wood Co., C. N.
Rail Grinders. (See Grinders.)
Rail Welding. (See Brazing and
Welding Processes.)

Rattan.
Brill Co., The J. O.
Electric Service Supplies Co.
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Registers and Fittings.
Bonham Recorder Co.
Brill Co., The J. G.
Cincinnati Car Co.
Electric Service Supplies Co.
International Register Co., The
Long Co., E. G.
Rooke Automatic Register Co.

Repair Work. (See also Coils.
Armature and Field.)
Cleveland Armature Works.
Coil Mfg. & Supply Co.
Columbia M. W. & M. '■■ Co.
General Electric Co.
Independent Lamp &. Wire Co.
Westinghouse Elec. & M. Co

Rep
C.
Electric Service Supplies Co.

Resistance, Wire and Tube.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Resistance, Grid.
Columbia M. W. & M. I. Co.
Ellcon Co.

Rheostats.
Ellcon Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Roofing, Car.
Boyle & Co., Inc., John.
Johns-Manville Co., H. W.
Pantasote Qo., The.

Rubber Specialties.
Imperial Rubber Co.
Mechanical Rubber Co.

Sand Blasts.

Curtis & Co., Mfg. Co.
U. S. Metal & Mfg. Co.

Sanders, Track.

Brill Co., The J. G.
Cleveland Pare Box Co.
Electric Service Supplies Co.

Holden & White.
Jewett Car Co.
Lore' Mfg. Co.

May 13, 1916]

ELECTRIC RAILWAY JOURNAL

SHOBS

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.

Awarded Gold Medal, Panama-Pacific Exposition.

American Brake Shoe & Foundry Co.
MAHWAH, N. J.

30 Church St.

71609

New York McCormick Bldg., Chicago

This Treated Steel Rim _

is easily removed and
renewed when worn out.

Ultimate Economy 36%

Compared to Solid Gear.

NUTTALL PITTSBURG

The Men Who Plan and Execute

owe some of their efficiency to the thought, energy and resourceful-
ness of manufacturers who supply the means for such achieve-
ments.

These men know how important it is for them to keep in touch
with the manufacturers.

In the electric railway industry, such men find the easy, certain
and thorough way to keep in touch with manufacturers is through
the advertising pages of the Electric Railway Journal.

The Baldwin Locomotive
Works

Philadelphia, Pa.

ELECTRIC MOTOR
and TRAILER TRUCKS

Steel for Service

Are you using gears cut from

Rolled Steel Gear Blanks?

If not, will you consult us before specifying
for your next new equipment or replacement ?

The long experience of our experts trained in
this line is at your service.

protects the
user

Carnegie Steel Company

General Offices, Pittsburgh, Pa. Adv. 755

(Sash, Metal. Car Window, to Wood Preservatives)

[May 13, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Seats, Car.

Brill Co., The J. Q.
Hale & Kilburn Co.
Jevvett Car Co.

Seating Materia

Rattan.)

Brill Co., The .

.lewett Car Co.

Pantasote Co., '

Shades, Vestibule.
Brill Co., The J. G.
Electric Service Supplie

jnals, Highway Crossing.
Electric Service Supplies Co.
ilramen Auto Ry. Signal Co.
!'. S. Electric Signal Co.

Signal Systems, Block.
Electric Service Supplies Co.
Federal Signal Co.
Simmen Auto Ry. Signal Co.
U. S. Electric Signal Co.
Western Electric Co.
Wood Co., C. N.

(See Brake

Sleet Wheels and Cutters.
American General Eng'g Co.
Anderson M. Co., A. & J. M.
Bonney-Vehslage Tool Co.
Drew Electric & Mfg. Co.
Nuttall Co., R. D.

lovers, Sweep-

Snow-Plows,
ers, etc.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.

Soldering and Brazing Appara
tus. (See Welding Proc. <S
App.)

Speed Indicators.
Johns-Manville Co.. H. W.
Wood Co., C. N.

American General Eng'g Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Westinghouse Elec. & M. Co

Springs.
American Steel & Wire Co.
Bemis Car Truck Co.
Brill Co.. The J. G.

Long Co., K. G.
Standard Steel Works Co.
Union Spring & Mfg. Co.

Sprinklers, Track and Road.
Brill Co., The J. G.
St. Louis Car Co.

Steps, Car.
American Mason S. T. Co.
Universal Safety Tread Co.

Stokers, Mechanical.
Bain-nek & Wilcox Co.
Green Eng'g Co.
Murphy Iron Works.
Westinghouse Elec. & M. Co.

uperheaters.
Babcock & Wilcox.
Power Specialty Co

Western Electr

Switchstands.

Kilby Frog & Switch Co.
Ramapo Iron Works.

Switches, Automatic.

U. S. Electric Signal Co.
Western Electric Co.

Switches and Switchboards.
Allis-Chalmers Mfg. Co.
Anderson M. Co.. A. & J. M.
Cutter Electrical & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. C<

Telephone and Parts.
Electric Service Supplie
Western Electric Co.

Testing, Commercial and Elec-
trical.

Electrical Testing Labora-
tories, Inc.

Hunt & Co.. Robert W.

Testing Instruments. (See In-
struments, Electrical. Meas-
uring, Testing.)

Tires <£. Tie Rods, Steel.
American Bridge Co.
Carnegie Steel Co.
International Steel Tie Co..
The.

Ties, Wood. (See Poles, Ties.

Tools, Track and Miscellaneous.
American General Eng'g Co.
American Steel & Wire Co.

arnishes. (See Paints, etc.)

Ventilators, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Railway Utility Co.

Columbia M. W. & M. I. Co.

Klerirical Service Supplie* < '<
.lolms-Manville ('.,.. II. W.
Klein & Sons, M.
Railway Track-work Co.

Towers & Transmissioi
tures.
American Bridge Co.

Track, Special Work.

Cincinnati Frog & Switch Co. Welding Processes and Appara-

Cleveland h rog & Crossing Co. '

Columbia M. W. & M. I. Co.

Kilby Frog & Switch Co.

Xew York S. & Cross. Co.

Ramapo Iron Works Co.

St. Louis Steel Fdry. Co.

Transfers. (See Tickets.)

Transfer Tables.

American Bridge Co.
Archbold- Brady Co.

Transformers.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & JV

Treads, Safety, Stair and Car
Step.
American Mason Safety T. Co.
Imperial Rubber Co.
Universal Safety Tread Co.

Trolley Bases.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Lord Mfg. Co.
Nuttall Co., R. D.
Ohio Brass Co.

Trolleys and Trolley Systems.
Curtis & Co., Mfg. Co.
Ford Chain Block & Mfg. Co.

Trucks, Car.
Baldwin Locomotive Works.
Bemis Car Truck Co.
Brill Co., The J. G.
Cincinnati Car Co.
Long Co., E. G.
St. Louis Car Co.

Turbines, Steam.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & &

acuum Drying & Impregnating

Apparatus.
Allis-Chalmers Mfg. Co.

tus.
Cleveland Railbond Co.
Electric Railway Improve. Co.
General Electric Co.
Oxweld Acetylene Co.
Prest-O-Lite Co.. Inc.. The.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Wheels, Car, Cast Iron.
Bemis Car Truck Co.
Griffin Wheel Co.
Long Co.. E. G.

Wheels, Car. (Steel an
Tired.)
Bemis Car Truck Co.
Carnegie Steel Co.
Standard Steel Works

Wheels, Trolley.
American Gene
Anderson M. Co..
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Johns-Manville Co., H. W.
Long Co.,

Whistles, Air.
General Electric Co.
Ohio Brass Co.

Winding Machine
Banding and
chines.)

Wire Rope.
American Steel & Wire Co.
Roebling's Sons Co., John

Wires and Cables.
Aluminum Co. of America.
American Steel & Wire Co.
D & W Fuse Co.
General Electric Co.
Kerite Ins. Wire Cable Co.
Roebling's Sons Co., John A.
Western Electric Co.
Westinghouse Elec & M. C

Wood Preservatives.
Barber Asphalt r.ivina Co.
Barrett Co., The.
Bridgeport Brass Co.
C- A- Wood Preserver Co.
International Creo. & Con. Co.
Lindsley Bros. Co.
Northeastern Co.. The.
Reeves Co., The.
Union Insulating Co.
Valentine-Clark Cn.

May 13, 19161

ELECTRIC RAILWAY JOURNAL

YOU

sz*e cordially:

INVITED
^INSPECT

NEW

CENTRAL

PLANT

CANDLER

BUILDING

220 W 4.2 nd. Si.
NEW YORK CITY

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

NOTICE TO ADVERTISERS:

1'rlniinE bearlna

ChunfffH of copy received up to :
pear in the issue of the following week, but do proofs
mltted for OK before publication.

(not changes of copy)

New Advert!*

, .....hi can appear In
proofs can be shown.

If proofs before iirinlin

issue of that week, but no

date of puhli. stioti

Page

Ajax Metal Co 51

Aluminum Co. of America 40

American Brake S. & Fdry. Co. . 53

American Bridge Co 29

American Car Co 59

American General Eng'g Co 42

American Mason S. T. Co 44

American Rolling Mill Co 16

American Steel & Wire Co 40

Anderson Mfg. Co., A. & J. M. . . 39

Archbold-Brady Co 39

Archer & Baldwin 46

Mfrs. Assn 16

Arnold Co., The 28

Babcock & Wilcox Co

Baldwin Locomotive Works. The

Barber Asphalt Paving Co

Bark River Bridge & Culvert Co.

Barrett Company, The

Beaumont Co., R. H'

Bemis Car Truck Co

Bonham Recorder Co

Bonney-Vehslage Tool Co

Boyle & Co., Inc., John

Bridgeport Brass Co

Brill Co., The J. G

Buckeye Jack Mfg. Co

Burch, Edward P

Byllesby ft Co., II. M

C-A-Wood Preserver Co., Inc..

California Corr. Culvert Co

Canton Culvert and Silo Co

Carnegie Steel Co

Carney & Co., B. J

Cincinnati Car Co

Cincinnati Frog & Switch Co....

Cleveland Armature Works

Cleveland Fare Box Co

Cleveland Frog & Crossing Co..

Cleveland Railbond Co

Coast Culvert & Flume Co., The

Collier, Inc., Barron G

Columbia M. W. & M. I. Co. .. .

Consolidated Car Fender Co

Cooper Heater Co., The

Corrugated Culvert Co

Curtis & Co. Mfg. Co

Cutter Co

1) & W Fuse Co 4:

Dearborn Chemical Co 4<

Delaware Metal Culvert Co li

Diamond State Fibre Co 4(

Dixie Culvert & Metal Co H

Dixon Crucible Co., Joseph 4*

Drew Electric & Mfg. Co 3!

Drum & Co., A. L 21

Duff Manufacturing Co., The 4-

Page

Eclipse Railway Supply Co 45

Economy Fuse & Mfg. Co 36

Electric Equipment Co 46

Electric Railway Equipment Co.. 10
Electric Ry. Improvement Co.... 24

Electric Service Supplies Co 11

Electric Storage Battery Co 49

Electrical Testing Laboratories,

Inc 29

Ellcon Co 35

Esterline Co., The 45

Federal Signal Co 40

Ford, Bacon ft Davis 28

Ford Chain Block ft Mfg. Co 44

"For Sale" Ads 46-47

General Electric Co. . 26, Back Cover
Gold Car Heating & Lighting Co. 45

Green Eng'g Co 43

Griffin Wheel Co 37

Gulick-Hendersoa Co 28

Co.

Hale & K:

Halsey & Co., X. W 28

Hamilton Watch Co 34

Hardesty Mfg. Co., R 16

Hartshorn Co., Stewart 44

"Help Wanted" Ads 47

Holden & White 45

Hunt Co.. Robert W 28

Illinois Corrugated Metal Co....

Imperial Rubber Co

Independence Culvert Co

Independent Lamp &• Wire Co...

Ingersoll-Rand Co

International Creo. & Con. Co...
International Register Co., The.
International Steel Tie Co., The
Iowa Pure Iron Culvert Co

lackson, D. C. ft William

leandron, W. J

Jewett Car Co

Jehns-Manville Co., H. W
Johnson Fare Box Co

Kentucky Culvert Co 16

Kerite Insulator Co 40

Kerscher Co., Inc., W. R 46

Kilby Frog & Switch Co 41

Kinnear Mfg. Co 42

Klein ft Sons, M 39

Kuhlman Car Co., G. C 59

Page

Lit Arnctt Co 16

Lincoln Bonding Co 40

Lindsley Bros. Co 39

Little, Arthur T>., Inc 28

I. one Star Culvert Co 16

Long Co., E. G 51

Lord Mfg. Co 45

Lyle Corrugated Culvert Co 16

McCardell ft Co.. J. R 6

MacGovern & Co., Inc 40

McGraw-Hill Book Co., Inc.... 33

McOuay-Norris Mfg. Co 33

Marsh & McLennan. . . . '. 39

Mechanical Rubber Co 32

M ichigan Bridge & Pipe Co 16

Montana Culvert Co 16

Moore & Co., W. E 29

Morgan Crucible Co 36

Murphy Iron Works 43

National Brake Co 27

National Pneumatic Co 20

Nebraska Culvert & Mfg. Co 16

Nelsonville Brick Co., The 41

Nevada Metal Mfg. Co 16

New England Metal Culvert Co.. 16

New York Switch & Crossing Co. 41

Niles-Bement-Pond Co 42

North East Metal Culvert Co 16

Northeastern Co., The 39

Northwestern Sheet ft Iron Wks. 16

Ntittall Co., R. D 53

Official Public Service Reports.

Front Cover

Ohio Brass Co 7

Ohio Corr. Culvert Co 16

O'Ncall Co., W. Q 16

Osgood Lens & Supply Co 45

Oxweld Acetylene Co 43

Pace ft TI ill Co 39

Pantasote Co., The 45

Patten, Paul P. 45

Paxson Co., J. W 41

Pennsylvania Metal Culvert Co. . 16

"Positions Wanted" Ads 47

Power Specialty Co 43

Prest-O-Lite Co., Inc., The 43

Publisher's Page 8

Railway Roller Bearing Co 58

Railway Track-work Co 15

Railway Utility Co 44

Ramapo Iron Works 40

Redmond & Co 28

Reeves Co., The 31

Richey, Albert S 28

Road Supply & Metal Co 16

Roebling's Sons Co., John A 40

Rooke Automatic Register Co 44

Roosevelt & Thompson 28

Page

St. Lor.is Car Co 38

St. Louis Steel Fdry 41

Samson Cordage Works 49

Sanderson & Porter 28

Sangamo Electric Co 19

Scofield Engineering Co 29

Searchlight Section 46-47

Second-Hand Equip 46-47

Seymour Portable Rail Grinder

Co., E. P 41

Simmen Automatic Railway Sig-
nal Co 40

Sioux Falls Metal Culvert C 16

Smith Heater Co., Peter 44

Smith-Ward Brake Co., Inc 51

Spencer, J. N 16

Spokane Corr. Culvert & Tank

Co 16

Spray Engineering Co 25

Standard Railway Supply Co 39

Standard Steel Works Co 37

Star Brass Works 45

Sterling Varnish Co 43

Stone & Webster Eng'g Corpn. .. 28

Tennessee Metal Culvert
Titanium Alloy Mfs. Co.

Union Insulating Co 42

Union Spring & Mfg. Co 49

U. S. Electric Signal Co 9

U. S. Metal & Mfg. Co 23

Universal Lubricating Co., The.. 51

Universal Safety Tread Co 49

Utah Corr. Culvert ft Flume Co.. 16

Valentine-Clark Co.
Van Dorn & Dutton < <
Virginia Metal Culvert

•Wat,

A,i-

Wason Mfg. Co 59

Western Electric Co 18

Western Metal Mfg. Co 16

Westinghouse Church, Kerr & Co. 30
Westinghouse Elec. & Mfg. Co.. 2, 5

Westinghouse Traction Brake Co. 4

Weston Elec'l Instrument Co 4»

White Companies, The J, G 28

Wisch Service, The P. Edward.. 29

Wood Co., Charles N 40

Woodmansee & Davidson, Inc... 28

Wvatt Metal Works 16

Iv Co.. Walter A.

May 13, 1916)

ELECTRIC RAILWAY JOURNAL

Another Railway Economizes —
by Paying a
Little More

The Bay State Street
Railway of Boston
recently purchased 300
tons of 9-inch girder
rail and 50 tons 9-inch
guard rail— both treated
with 0.1 titanium add 2d
in the form of

•-ERRO-TITANIUM RAILS AT FALL RI

Ferro— Carbon— Titanium

This rail cost a little more per ton
than untreated carbon rail but actual
results in service of titanium-treated
rails have proved them to be the most
economical in final cost.

Installations of these rails have already
been made in Fall River and Methuen,

Mass.

Read "Rail Reports 1 to 8" — they
contain some interesting facts. Write
now for them.

TITANIUM ALLOY MANUFACTURING COMPANY

Operating Under Rossi Patents

General Office and Works: £ *%K- ^
Niagara Falls, N. Y.

Processes and Products Patented

Pittsburgh Office: Oliver Building
Chicago Office: Peoples Gas Building

New York Office: 15 Wall Street

AGENTS:

Pacific Coast: ECCLES 8s SMITH CO., Los Angeles, San Francisco, Portland
Great Britain and Europe: T. ROWLANDS & CO., Sheffield, England

ELECTRIC RAILWAY JOURNAL

[May 13, 1916

The Supt. of
Transportation Said:

"I never paid much attention to roller
bearings for cars until lately. I knew they
were power and lubricant savers, but, said I,
that's up to the power engineer and the
rolling stock man.

"Well, it was one of my interurban motor-
men who put me next to what roller bearings
meant for us. We had jacked up the sched-
ule to put off buying new cars, and some of
the boys were having the time of their lives to make good.

"But two of the cars got away with the new schedule easily, no
matter who was running them. I thought it kind o' funny and asked
the equipment men about it.

"They said : 'That's a cinch. Those cars have

Rollway Bearings

so that the cars start up easier, and never need to slow down to avoid
hot boxes on their long runs; and, say, you ought to see 'em coast!'

"That's why I endorsed the efficiency committee's recommendation
to put Rollway Bearings on all cars."

Rollway Bearings will Make Higher Speed
Easy with your Present Motors

The Railway Roller Bearing Co.

Syracuse, N. Y.

May 13, 1916] ELECTRIC RAILWAY JOURNAL

B SINGLE-TRUCK CARS have scored another triumph. A thirty-
J Eft* passenger car with a ready-for-operation weight of but 9966 pounds
'Jf —that is the latest product. Two such cars— designed for one-man
f<« ODeration — recently were delivered to Stone and Webster, and
twenty more immediately were ordered by the company and are in
process of construction. The car comes at a most opportune time — when the electric
railway field is intensely interested in the economic, light-weight, single-truck propo-
sition. The announcement of this car — with a per-seated passenger weight of only
332.2 pounds — already has aroused great interest throughout the field. Nothing that
would make for strength and stability or safety has been sacrificed in the construction
of the car. It is not "stripped down" ; nothing has been left out that should be there.
In fact, to increase safety with the one-man method of operation, extra equipment
has been installed. The door operation is both manual and pneumatic, the door at the
rear being automatically released by air in cases of emergency. In addition a special
device throws the brakes, releases the sand and opens the doors should the motor-
man's hand leave the controller in any position in which the current is flowing to the
motors.

THE J. G. BRILL COMPANY, PHILADELPHIA, PA.
AMERICAN CAR COMPANY, ST. LOUIS, MO.
G. C. KUHLMAN CAR COMPANY, CLEVELAND, OHIO
WASON MFG. COMPANY, SPRINGFIELD, MASS.
Pacific Coast Office: 907 Monadnock Building, San Francisco

:.;>y

Thirty-One 4000 KV-A
600 Volt Synchronous Converters

have been placed in service by the General Electric Company.
These Synchronous Converters are the largest of their kind
ever built. Tests on these units at 6000 Kw. for two hours
have given low temperatures and ex-
cellent commutation: 12,000
Kw. has been carried
successfully for short
periods by a
single unit.

aW*

^1 u

General Electric Company

ELECTRIC RAILWAY
JOURNAL

Volume 47
Number 21
May 20, 1916

McGraw
Publishing
Co., Inc.

Titanium

at the

Nations Capital

Where the best is wanted,
titanium-treated rails are a sure
choice.

That's why 2 00 tons of
titanium-treated 104 lb. rail have
been in use since August, 1913,
for tangent track of the Capital
Traction Co. on Pennsylvania
Avenue, a great thoroughfare in a
city famous for its thoroughfares.

Titanium-treated rails should be
specified invariably where extra
life is wanted.

Titanium Alloy Mfg. Co.

General Office and Works
Niagara Falls, N. Y.

UttlL

Titanium-Treated rails on Pennsylvania
K.t«#.#.n Ninth and Fifteenth

ELECTRIC RAILWAY JOURNAL

LMay 20, 191(5

Wfestingltouse

WEE Motor

\X7estinghouse C* lectric C* fficiency
▼V DO built the first modern Field Control Motors?

Westing house

Who built the first "Baby" Motors?

Westinghouse

Who built the first 24-inch Wheel Motors?

Westinghouse

Who built the first 26-inch Wheel Motors?

Westinghouse

WllO built the first WEE Motors?

Westinghouse

Westinghouse Progressiveness blazed the way,
and made possible the economies in railway
operation secured by these light-weight, highly
efficient motors.

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.

Sales Offices in All Large American Cities

Electric Railway Journal

New York, May 20, 1916

Volume XLVII No. 21

Contents

Pages !)3.5 to 98^

Traffic Development on the Scranton & Bing-
hamton Railroad 938

The methods used to stimulate receipts on this interur-

ban line have brought a traffic of 82,000 passengers per

mile of road, the returns from operations other than

handling passengers amounting to 23 per cent of gross

receipts.

Electric Railway J..i k.nai.. May 20. 1916. 9% cols. 111.

Southwestern Association Holds Twelfth An-
nual Convention in Galveston 943

Employee training, one-man cars and coasting recorders

were among the topics discussed at the meeting held

May 17 to 19. Abstracts of several of the papers are

published.

Electric Railway Journal, May 20, 1916. 9 cols.

Des Moines Front and Center-Door Cars 948

These cars combine several of the features of the Pitts-
burgh low-floor cars and the Cleveland front-entrance,
center-exit cars, provision being made so that either
method of passenger handling may be used as desired.

Equipment and Its Maintenance

961

Some Comments by Samuel Instill
Utility Commissions

Public

950

Utilities are natural monopolies and duplication of serv-
ice produces wasteful competition. Centralization of
control in competent commissions is advantageous to the
utility.

r 20, 1916. 2i/j cols.

952

Electric Railway" Journal, May 20, 1916.

Papers Read at Lancaster

Conclusion of Pennsylvania Association spring meet-
ing report. Papers on rush-hour traffic, one-man cars,
accident reserves, training of platform men and freight
and allied service are published.
ButCTBIC Railway Journal, May 20. 1916. 11 cols.

American Association News 959

Meetings of company sections in New Haven, Conn.,
Washington, D. C; Newark, N. J., and Portland, Me.,
are reported in this issue.

Home-Made Armature Banding Tensioner — By M. F.
Flatley. Maintenance of Controller Handle Bushings
— By E. D. Ransom. Measuring Yardage of Granite
Blocks by Weight Instead of Count— By Charles H.
Clark. Corrugated Culvert Pipes Tested Under a Sand
Bed— By George L. Fowler. A Work Car That Can
Be Used as a Flat Car. Bonds and Bonding Practice.
Catch Basins in Kansas City. Bates Trolley Pole
Tested to Failure. Gasoline Motor Cars Supersede
Steam Trains in Cuba. Recent Endurance Tests of
Dry Batteries. Output of Treated Timber.
Electric Railway Journal, May 20, 1916. 16 cols.

Editorials 935

Psychological Tests for Motormen.
Regulating Rates Upward.
Terminals and Traffic Congestion.
Combinations for Export Trade.
Engineers and Preparedness.
Passing of the Horse Car in New York.
Explaining Service Changes.

Safety Council Growing Rapidly 942

Missouri Association Holds Aquatic Meeting 947 ■

B. R. T. Motor-Car Maintenance 947

Iowa Association Changes Name 950

U. S. Civil Service Examination for Assistant in Trans-
portation 951
News of Electric Railways 969 -

Commission Suggestions for Rehabilitation of Cali- -

fornia Line.
$220,000,000 of Rapid Transit Contracts.
Private Operation of Municipal Line Urged.

Financial and Corporate 972

January and February Earnings.
Protecting Utility Securities.

Traffic and Transportation 975

Pennsylvania Railroad Criticised Constructively.

Bay State Fare Hearings Resumed.

Railway Capitalizes Billy Sunday.
Personal Mention 977

Construction News 978

Manufactures and Supplies 980 .

James II. McGraw, President. A. E. Clifi'orij, Secietai

J. T. Ue Morr, Treasurer. II. W. Blake, Editor. -

McGraw Publishing Company, Inc.

Chicago, 1570 old Colony Bklg. ... , . x- a- 1 • ,-,

Cleveland, Leader-News Bldg. £39 Uest.i9t.ll St.. .\('\V 1 Ol'K CltV

Philadelphia. Real Estate Trust Bids.

United States, Mexico, Cuba
Copyright. 1916. by McGra

orto Rico, Hawaii, or the Philippines, .?:', per year: Canada, $4.

Pi:blishing Company, Inc. Published Weekly. Entered at N.

back volumes for more than one year, and no back copies for more t

San Francisco. :.M2 Kialto Bldg
London, 10 Norfolk St., Strand.
Cable address: "Stryjourn."
New York.

; elsewhere, $6. Single copy, 10c
Post Office as Second-Class Mail,
n three months.

Circulation of this issue 8000 copies.

— —

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

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0

D
D

A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchnnge Building

NEW YORK: City Investing Building
ST. LOUIS : Security Building

DDDDDDnnDaDLinDDDDDDDDDDaDDDDnDDDDDDDOODDDDDnnnDDq Q

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

The Choice of a Stoker

Always Narrows
Down To -

Overfeed

Let us

Analyze Your

Power Problem

-A Studyr of Plant Requirement

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

From Stone to Sheepskin—

from Pompeii to Philadelphia

(Abstract of a Call by the Associated Advertising Clubs of the World)

The Art of Advertising is as
old as the world. We know
how advertising was demon-
strated in the days of Pompeii.
Those copymen of 2000 years
ago were masters in their way,
but great as was their skill, ad-
vertising was denied the dig-
nity of the Sheepskin. This
symbol of academic apprecia-
tion was never conferred upon
the craft.

Today, however, Advertising
has come into its own. Tt is
recognized as a world-wide
power for good in spreading
the gifts and benefits of civiliza-
tion among all the peoples of
the earth.

Advertising creates; civiliza-
tion clarifies, estimates, applies.
Advertising is the friend of
every man, rich or poor ; maker
of things, or user of what
others have made.

Advertising has won its place
because of its enormous po-

tency as a factor in the busi-
ness life of the world. It dis-
seminates knowledge; binds
far countries together. It is a
force for raising the standard
of living, and making what
were once only the luxuries of
the rich the necessities of the
poor.

And now the great University
of Pennsylvania — a famous
seat of learning — has conferred
the Sheepskin on Advertising.
When next June arrives the
advertising fraternity of the
world will gather within its
doors at Philadelphia. They
will number 10,000 and more
students of life — life that em-
braces all the science, econom-
ics, culture and art of the ages.
The course will be short, but its
benefits of inestimable value.
Sparks will be struck, from the
contact of keen minds that will
kindle new fires of optimism, of
courage, of understanding,
amongst men.

Come to Philadelphia

Annual Convention Associated Advertising
Clubs of the World

June 25 to 30

Electric Railway Journal, 239 West 39th Street, New York

Member Audit Bureau of Circulations

MAY 20, 19161

ELECTRIC RAILWAY JOURNAL

^g^^2p

1 On the Rails q

( )-l! Compassed Terminal and Pin-
1 'riven Rail Bonds give uniformly good

service.

()f course there are reasons for it — tried
and proven designs, low resistance copper,
efficient manufacture, rigid inspection, all
lead to the common goal.

"Quality First."

Beside the wide range of O-B Rail Bonds
listed in Catalog No. 16, O-B Engineers are
always ready to assist in out-of-the-
ordinary problems.

There is no reason why you should not
V take advantage of O-B Service. li

The Ohio Brass Co.

Mansfield, Ohio

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

Telephone Dispatchin^and the Claim Department

TELEPHONE dispatching does more
than accelerate help in accidents.
It also hustles a responsible mem-
ber of the claim department to the scene.

Opportunity still remains to inter-
view eye-witnesses and to make certain
that the names and addresses secured by
the crew are legible.

Prompt action means that an expe-
rienced claim man can secure statements
of facts that might be overlooked by
flustered and less educated platform men.

To settle claims on an equitable basis or
to avoid litigation you must show that you
have command of all the pertinent facts.

SK your claim agent what he thinks
of this plan !

Ask him what it would mean in his
work to be quickly notified of all acci-
dents.

Ask him how this would help his de-
partment to do a better job.

This is only one of the many ways a
telephone dispatching system would help
in running your road.

Use the Telephone on Your Road as in
Your Office.

Write for your copy of our new booklet
''THE VOICE OF THE ROAD*

Western Electric Company

INCORPORATED P A I

Kansas City San Francisco

St. Louis Oakland

Dallas Los Angeles

Houston Seattle

Oklahoma City Portland
Pittsburgh Cincinnati Minneapolis St. Paul Omaha Denver Salt Lake City

EQUIPMENT FOR EVERY ELECTRICAL NEED

New York

Atlanta

Chicago

Buffalo

Richmond

Milwaukee

Newark

Savannah

Indianapolis

Philadelphia

New Orleans

Detroit

Boston

Birmingham

Cleveland

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

It does not Splash

Water

The passing oj the
S pl&sbinp *Jra.c k S uii tcb

Most prominent among the im-
portant features of the solenoid
controlled switch has been the
splashing upon pedestrians of
muddy water when the point is
shifted.

This difficulty has

eliminated liv the

lutely

Non-Splashing
Electric Track Switch

The results of service tests on sixty installations during the past winter
have proved most satisfactory in every respect.

The other important new features of this switch are: The switch cannot
be thrown between the trucks of a car by a following movement under
the contactor; the street box is automatically sealed without dependence
on the proper making up of pipe joints or gaskets: a most positive anti-
straddling device is provided: only 1 10 volts is sent into the street box*
■tftt. entire mechanism can be lifted out of the street box without making
any disconnections; the contactors are exceedingly small [and simply mounted
on standard ears; standing under the contactor for an indefinite period
has no damaging effect on any part of the mechanism.
Write us for full details.

United States Electric Signal Company

West Newton, Massachusetts

Representatives

Western: Frank F. Bodler, Monadnock Bldg.. San Francisco

Foreign: Forest City Electric Service Supply Co.. Salford. England

ELECTRIC RAILWAY JOURNAL

| May 20, 1916

Phono-Electric

is used at this famous intersection — Broad and Market Streets, Newark, N. J.,
(until lately the busiest right angle railway crossing in the world). Here traffic
had grown to such an extent that no more cars could be passed over this point —
and it became necessary for the P

blic Service Railway to build a 86.000,000

erminal in order to relieve congestion.

Phone

no traffic

lectric is the wire tfeat knows
saturation point. It stays
dtp regardless of the number
of cars and their demands
for current.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

Automatic
Trolley Guard

'It Puts the Wheel on the Wire

Put Automatic Trolley Guard on every crossing on your system. Put it there to do just one
principal thing — to keep the trolley wheel on the wire while a car is passing over a grade crossing
or through some other danger zone.

It will keep the wheel on the wire.

Look at its construction — see how simple it is. Two sheet steel contact surfaces, aluminum
electroplated, affixed to pressed steel yokes, form the guard proper. It cannot choke up from
the combination of ice, dirt, soot, etc. The wide vent at the top gives free passage to locomo-
tive gases, while the aluminum plated sheet steel renders it impervious to the action of either
these gases or the elements.

That you may prove these claims, an eight-foot section will be sent you for trial.

And the Automotoneer

The Automotoneer enforces point by point feeding,
thereby assuring proper motor acceleration. Reduces
motor and controller troubles 40 to 60 per cent. Re-
duces wear and tear on gears, pinions and entire car
equipment. Cuts down heavy peak loads.

The Automotoneer is purely and simply a mechanical
device designed for use in connection with the modern
street car controller. It "controls the controller" by
compelling the motormen to pause at every point from
"off" to "on."

Over 30,000 Automotoneers in use are saving money
for their users every day. You can prove that they
will save money for you by letting us ship 10 or 20 or
a hundred on 90 days' trial.

Ask us to do this now.

"It Controls the Controller'

Write for further information.

Electric Service Stjpplies Cot

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA NEW YORK CHICAGO

1 7th and Cambria Su. 50 Church St. Monadnock Bldg.

ELECTRIC RAILWAY JOURNAL

[May 20, 191G

"AN ANALYSIS OF
RAILROAD ACCIDENTS"

Discussing fourteen causes of accidents preventable by a
complete signal system. Compiled from
Quarterly Accident Bulletins of the Inter-
state Commerce Commission.

i . Head-on collisions due to neglect of orders by

train crew.
2. Head-on collisions due to neglect of orders by

manual block signal operators and telegraph

operators.

Rear-end collisions due to improper nagging (no

signal system).

4. Disregard of fixed signals at danger.

5. Open switch.
Collisions due to excessive speed.
Derailments— due to excessive speed.
Derailments — due to broken rail.
Head-on collisions due to error of dispatcher.
Rear-end collisions due to disregard of flagman
(no signal system).
Unknown causes (estimated).
Engineer dead or sleeping.

Disregard of caution signal under permissive
movement.
Side-swiping accidents (cars not in clear ;it

sidings).

SIMMEN AUTOMATIC
RAILWAY SIGNAL CO.

1575 Niagara St., Buffalo, N. Y.

PACIFIC COAST REPRESENTATIVE:

W. H. CRAWFORD, 609 Spalding Building

Portland, Oregon

The Simmen System puts the Dispatcher's signal in the Train Operator's cab

r fj ~^^W [ 1 Jp

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

FRANKEL

Solderless
Connector

Patented Feb. 19, 1907; July 30, 1907; May 25, 1909

Here is an improved and approved connector which
combines simplicity with strength — the Frankel.

Note in the above illustration how three pieces only
provide rigid connections that save time in splicing.

Frankel Solderless Connectors are approved by the
Underwriters' Laboratories, Inc.

They are mechanically and electrically strong.

Send for this
Catalog and
Data Book

Not only does it list the
complete Frankel line, but it
contains valuable reference
data as applied to ordering,
using, checking stock.

Write for it today.

Use the coupon.

Frankel Connector
Co., Inc. /

177-179 Hudson St. /

New York /

/ Ad

/
/

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

Permanent Track at\Les$ Cost

ft i.i 1 1 II Li u li ^

OPEN
OR I

CLOSED'

In 1915

Steel Twin Ties Saved over $2,000 Per Mile First Cost

From Base of Rail to Subsoil

Over Wooden Ties on Concrete Base in Paved Street Track

2640— Ties 6" x 8" x 8' o" @ $0.80 $21 12.00

7040 — Lb. Railroad Spikes @ 0.02 140.80

1638— Cu. Yd. Concrete @ 4.00 6552.00

1900 — Cu. Yd. Excavation @ 1.00 1900.00 $10704.80

880 — Steel Twin Ties, 3" channel, 13" x 36" plate,

f. o. b. Cleveland @ $4.25 $3740.00

7040 — Cast Malleable Clips @ 0.05 352.00

886 — Cu. Yd. Concrete @ 4.00 354400

896 — Cu. Yd. Excavation @ 1.00 896.00 $8532.00

Saving per mile of single track from base of rail to subsoil. . . . $2172.80

6'Z'Ar
Traok Str,p T & 'Mde

Items of saving above the base of rail.

Elimination of tie plates and tie rods.

Reinforcing standard rail joints and eliminating copper bonds by electric welding

rail ends to tie.

Less area to be paved and maintained because of narrow track strip.

Write for names of companies with several years' experience with this
construction.

The International Steel Tie Company

General Sales Office and Works: Cleveland, Ohio

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

Don't Waste Labor in Weed Pulling!

Consider the weed — how it grows!
Consider the labor payroll — how it
grows with the weed! Especially
now, when labor is scarce and wages
soaring, it is economically criminal to
load down the payroll to pull or cut
weeds by hand.

The Atlas "A" Method applied
with our specialized equipment —
comprising an Atlas Superintendent,
Atlas "A" Weed Killer and Atlas
Sprinkling Apparatus — will enable
your trackmen to attend to joint
maintenance and reballasting and

other work that absolutely requires
man power.

Do not delay the application of this
weed killer before the problem be-
comes serious.

Our book on "How to Keep Clean
Track" tells all about our service in
weed and grass removal.

Our equipment does not interfere
with traffic. It can be sided easily,
having been especially developed for
the short-headway conditions of elec-
tric railway lines.

ATLAS PRESERVATIVE CO.
OF AMERICA Inc.

95-97 Liberty St. New York, N. Y.

i<;

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

A Bond Every Two Minutes
WithTwo Men and a Machine

Lincoln Arc Welding Bonding Mac!

Mold for attaching Lincoln Rond

no. In Ji.md welded to ball o

Lincoln Rond uel.lol ofl

is an accomplished fact. Thirty bonds an hour on
straight-away track is an ordinary occurrence
where THE LINCOLN BONDING SYSTEM is
used, with ample time to spare. In fact, less than
forty seconds' time is required to actually do the
welding after the bond is placed on the rail. By
employing one operator, and a helper to make
ready, the bonding can be done hour after hour on
sixty-foot rail at the rate of Thirty Bonds per hour.

THE LINCOLN
RAIL BONDING PROCESS

has already demonstrated its superiority. It is not
an experiment. In practice the LINCOLN
PROCESS uses the Electric Arc to fuse the copper
of the bond and the steel of the rail together making
each a part of the other, thus assuring a strong
mechanical bond, perfect electrically.

The LINCOLN BONDING MACHINE con-
sists of a motor generator set built especially for use
in rail bonding. It operates at high speed, delivers
two hundred amperes of current continuously and
is provided with safety features which insure the
highest efficiency with no sparking. It is mounted
on a three-wheel frame which makes it easily port-
able. The entire equipment weighs 400 pounds,
including the starting and controlling apparatus
which are mounted on top of the motor.

The LINCOLN BOND is U-shaped, and is formed of
flat copper strips. In applying it to the rail, the terminals are
clamped to the rail with a carbon block. With the rail positive
an electric Arc is drawn to the bond terminals until thev are
molten, after which a small portion of the rail is similarly
melted and new copper is deposited
in the molten mixture to form the
finished terminal. Through this
process the bond and rail provides
an indestructible union which gives
the highest possible efficiency with-
out affecting the Crystalline struc-
ture of the rail.

LINCOLN BONDS applied cost
from twenty cents to fifty cents less
per bond than any other bond on
the market.

Let us prove this to you

Lincoln Bonding Co.

636 Huron Rd. Cleveland, Ohio

MAY 20, 1916J

ELECTRIC RAILWAY JOURNAL

You Can't Get a Dollar's Worth
On a Two Bit Expenditure

When Ruskin said "Those things called dear are,
when justly estimated, the cheapest," he hit the nail on
the head.

It's just as true in buying track grinders as in buying
anything, that you can't get a dollar's worth on a two
bit expenditure. You can buy grinders and grinders
and be led to believe by low first cost that they are
cheap. But if you "justly estimate" them you will
find they are the dearest in the long run — and long run
cost is the true basis for judging a grinder.

The Reciprocating Track Grinder

is the cheapest grinder
in the long run

Its first cost is a sound investment, which nets hand-
some returns in the way of savings in time, labor, rail,
and wear on rolling stock. The reciprocating motion
of its large, flat grinding element makes skilled labor
and skilled adjustment unnecessary. It grinds out the
bad spot, the whole bad spot, and nothing but the bad
spot the first time. Think of what a saving that is to
the rail.

We want to place a trial grinder
on your tracks. If you "justly
estimate" that it will prove cheapest
in the long run, pay for it. If not,
return it at our expense.

The Railway Track-work Co.

30th and Walnut Sts.,
Philadelphia

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

The Thermit Insert Weld

Is Giving
The Easiest and Quickest ^Installation

We have said in earlier announcements that the
Thermit Insert Weld is easy to install.

You can buy the equipment from us and do the
work at your own time and with your own men.

Practically all the Thermit Insert Welds placed
during the year 191 5 were made by the track forces of
our customers!

Consider the operating conveniences and labor
economies which the Thermit Insert Weld has there-
by demonstrated.

No time is lost by men in bringing the welding
apparatus to the track or in removing it to permit
the resumption of car operation.

Therefore, the maximum track-closing time is
available for welding — no small advantage when a
line can be shut down only between midnight and
5 A.M.

Nor is it necessary at any time to disturb long
stretches of track for

It is as Practicable [to Make One
Thermit Insert Weld as One Thousand.

GOLDSCHMIDT THERMIT CO.

120 BROADWAY, NEW YORK

329-333 Folsom St., San Francisco 103 Richmond

7300 So. Chicago Ave., Chicago

W., Toronto, Ont.

. :- lli:; ' ^ ■ ^^' '- ' ' '

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

Oxy- Acetylene Welding and Cutting

Welding defective brasses :

Shop and Track Repairs Made "on the spot"

There is practically no limit to the profitable application of oxy-acetylene welding in electric rail-
way shop and yard practice. Urgent repairs, some of them possible by no other welding proc-
ess, are handled with efficiency and dispatch.

Oxy-acetylene welding reduces the loss resulting from a breakdown by eliminating the necessity
of costly delays while new parts are being brought up. The damaged part is made as good as
new, right "on the spot," by welding in many cases making replacements unnecessary. Metal is left
in perfect condition for subsequent machining, if required — a decided advantage on certain shop
repairs.

The complete portability of the welding outfit, for work inside or outside of the shop, is pro-
vided by the

Employs both gases (acetylene and oxygen) in port-
able cylinders, Prest-O-Lite Dissolved Acetylene
(ready-made carbide gas) is backed by Prest-O-Lite
Service, which provides dry, purified gas, insuring bet-
ter welds, quicker work, and lower cost, and also avoids
the large initial outlay and heavy depreciation incurred
in making crude acetylene in a carbide generator.

Necessary equipment is not expensive. We furnish
high grade welding apparatus for $6o (Canada, $75) ;
acetylene service at additional cost. Adaptable for oxy-
acetylene cutting by the purchase of special cutting
blow-pipe. Thorough instructions are furnished free
to every user of Prest-O-Lite Dissolved Acetylene—
any average workman who understands metals can learn
quickly and easily.

Send for our thoroughly illustrated free literature showing a wide variety of important
savings that other roads are now making, also ask for full details of Prest-O-Lite Gas
Weld Rail Bonding, the method which gives perfect conductivity and longer life at.
less cost per bond.

The Prest-O-Lite Company, Inc.

The World's Largest Makers of Dissolved Acetylene
Main Offices and Factory Canadian Office and Factory

805 Speedway, Indianapolis, Ind. Merritton, Ontario

S3 Branches and Charging Plants

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

If you asked the
Motorman about

The International

Motor-Driven Coin Register

"Maybe you think that the fellow at the front end
doesn't know or care about what's going on at the
rear end.

"I guess you forget that motorman and conductor
are pretty much like man and wife — one can't be
happy if the other has a grouch.

"Since the Company put on these coin registers my
conductors give me the 'go-ahead' a lot faster because
they can put their minds on the doors instead of pull-
ing away at a clock register.

"Besides, the fares ring themselves up just as fast
as collected, instead of going first into the hand of
the conductor.

"It's a pretty good scheme to stick the box and
the register together, eh?"

The International Register Company

15 South Throop Street, Chicago, 111.

Manufacturers of Coin Registers, Fare Boxes, Double and Single Car Registers and Fittings,
Conductors' Punches and exclusive agents for Heeren Enamel Badges.

May 20, 19161

ELECTRIC RAILWAY JOURNAL

too

^ /

175

150

,25

100

75 — ^

™fflC

50- Ti«i^^

12 2 A 6 i 1

-N

) 12 2 4 6 8 IO

— Cut Down Your Peak Load

YOUR MAX comes during the
rush hours.

YOUR MOTORMEN then run
thru congested traffic.

THE SERIES NOTCH, if here
utilized properly, will save enor-
mously in energy consumption
thru the rush hours, and the
same schedule time can be main-
tained.

The Economy Meter used in
conjunction with the Economy
Campaign, is the only device that
will encourage your men to effi-
cient operation during these rush
hours.

ASK US WHY.

SanSamo Electric Company

to Springfield, Illinois

Specialists in Meters for Every Electrical Need

BUILT LIKE A WATCH

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

Is This Your Copy

of the Electric Railway Journal?

Have you had the time since this copy
was passed to you to read the articles
that would help you in your work; or
have you just scanned the headlines and
said:

"I wish I could look over this tonight
at home"?

Even if you have read these articles,
you will not get all you want out of
them because you cannot readily refer
to them later in bound volumes or on
filing cards.

Through being an individual sub-
scriber to the Electric Railway Jour-
nal one transportation superintendent
had the goods to convince the council
of his city that one-man cars were
feasible. How did he do it?

He produced his personal scrap-book
containing the items published in the
Electric Railway Journal from week
to week on the adoption of one-man
cars!

Do you suppose the council would
have been conquered so easily if the
superintendent had not been able to
show them what other councils had ap-
proved ?

This is what an individual subscrip-
tion meant to one transportation man
and his employer.

What will you do when a like oppor-
tunity arises to show that you have
within your grasp every fact pertinent
to the problem in hand ? Are you going
to spend hours, days and weeks, search-
ing for facts that should be available in
a few minutes?

That's the difference between the man
who gets the Electric Railway Journal
as a hand-me-down and one who re-
ceives it as his personal property.

Better subscribe now while the good
resolution is strong within you. Fill
out and mail this coupon, which will
make you a full-growth member of
the Journal family.

Electric Railway Journal:

239 West 39th Street, New York May 1916.

Enter my subscription for the Electric Railway Journal to begin at once.
Cross out ) I enclose $ herewith.

one of these; T , „. ,

lines ) * agree to send $ not later than

[ Please give definite date]

Signed by

Street Address

City State •

Company Position

Business of Company

Yearly subscription rates: Domestic $3.00, Canadian $4.50, Foreign $6.00
■i M

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

>ave

Money

Time

Material

and

Temper

Catalogue describing
the base, blue prints
of the cross-section,
photographs of in-
stallations, etc., will
be sent FREE on
request.

By Using The Wasson
Retrieving Base

The Wasson air retrieving trolley base is a Saving
as well as a Safety device, reducing trolley expense',
eliminating delays, saving overhead material and pre-
venting irritated temper of passengers and crew.

It decreases expenditures for maintenance of less efficient trol-
ley bases and apparatus for holding or catching poles. Cars
equipped with this base require less inspection, less frequent lubri-
cation and are constantly more dependable. The base is rugged,
efficient and simple in operation.

A car equipped with a Wasson base has practically no delay
from dewirements, because the pole comes immediately to a locked
position on the roof, no damage can be done, the conductor opens
a release valve and returns the trolley wheel to the wire. The car
doesn't stop and no time is lost.

The base prevents torn-down trolley and span wires, broken
or bent poles, damaged bases and car roofs. It does this by
instantly retrieving the pole the moment it leaves the wire,
whether held by rope or not. It pulls the pole down to the car
roof, cushioning it to prevent damaged roof, and locking it so
that it cannot swing laterally.

Disgruntled passengers can soon affect a railroads earnings.
Nothing is more annoying than lateness caused by car failures.
Report sheets show that dewirements, with resulting damage, are
one of the most frequent causes of delays. Cars operating with
Wasson bases prevent dissatisfaction among patrons and the
superior operation will please any crew.

Wasson Retrieving Trolley Bases on the Pacific Electric

Sales Agents in the United States for The Wasson Engineering & Supply Company

1508 Fisher Building

Chicago

U. S. Metal & Mfg. Co., New York Brown & Hall Supply Company, St. Louis W. M. McClintock, St. Paul

Alfred Connor, Denver C. F. Saenger & Company, Cleveland W. F. McKenney, Portland, Or

F. F. Bodler, San Francisco S. I. Wailes, Los Angeles

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

The Best for
Railway Field Work

These books are the most broadly
useful and reliable for all field and office
work.

The new edition is the result of a
careful study of the needs of men
engaged in the survey and layout of
both steam and electric lines.

All of the usual tables and data are
given, and a lot of special features not
found in any other one book.

The work is not only complete, but
modern. It has all of the advantages
of newness and the reliability of a
standard work.

Fred Lavis writes: "I have no hesi-
tation in saying that I consider Allen's
Field and Office Tables the most con-
venient and useful for the practising
engineer of any that I have seen."

Railroad Curves and Earthwork
Field and Oft ice Tables

By C. FRANK ALLEN

Prof, of Railroad Engineering, Man. 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 EARTH-
WORK.

234 pages, $2.00 (8/4) net, postpaid
FIELD AND OFFICE TABLES.

282 pages, $2.00 (8/4) net, postpaid.

FREE EXAMINATION COUPON

McGraw-Hill Book Co., Inc.

239 West 39th Street, New York, N. Y.

You may send me on 10 days' approval :
Aliens
.... Rail rim il Curves ami Kartliivnrk, Sfli.OO net.

Field and Olllee Tables. *2.O0 net.

. . . .Tito parts lion nil as one, S::.(MI net.

I agree to pay for the books or return them postpaid within 10
days of receipt.

I am a reguliir subscriber 1" the Electric Railway Journal.

I am a member of A. I. E. B. or A. E. R. A.

i Signed )

Rcf erenee E 5-20

(Not require'! of subscribers to the Electric Railway Journal or
memberj of A. I. E. E. or A. E. R. A. Books sent on a

ELECTROLYSIS

What's That?

It is what happens to gas and
water pipes when your rail joints
become points of high resistance.

ERICO

WELDED
BONDS

do away with, and prevent further
electrolysis trouble because when
a bond is properly welded to a rail
it is impossible for that weld to
increase in resistance.

The Electric Railway
Improvement Co.

Cleveland, Ohio

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

Boston Elevated Ry.
295 Cars

The Connecticut Co.
92 Cars

Bay State Street Ry.
200 Cars

Rico Anti-Climber
Collision Insurance

on these important car deliveries of 1916.
Write them into your specifications!

Public Service Ry.
175 Cars

Railway

Improvement

Company

61 Broadway, New York

Chicago Los Angeles London

N. Y. Municipal Ry.
200 Cars

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

RAILWAY LINE MATERIAL
FOR DIRECT SUSPENSION

RALW LINE MATERIAL FOR
CATENAE

GENERAL ! .' .

Bulletin No. 44004

G-E Line Material

For overhead construction, the strength and durability of G-E
line material has been proved in thousands of installations.

G-E line material is made in both the catenary type, used on
some of the largest interurban roads in the United States, and
direct suspension design, in general use throughout city
installations.

All iron and steel parts of G-E line material are sherardized by
the electric oven process, which is a positive guarantee against
rust. Scaling is impossible even under the most severe and pro-
longed service.

Ask our nearest office for whichever of the above bulletins
interests you.

General Electric Company

Atlanta, G».
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.
Duluth, Minn.
Elmira, N. Y.
Erie, Pa.

Fort Wayne, Ind.
Hartford, Conn.
Indianapolis, Ind.

General Office: Schenectady, N. Y.
ADDRESS NEAREST OFFICE

Louisville, Ky.

cksonville, Fla.
oplin, Mo.

. City, Mo.
Knoxville. Tenn.
Los Angeles, Cal

Memphis, Tenn.
Milwaukee, Wis.
Minneapolis, Min
Nashville, Tenn.

New York, N. Y.'
Niagara Falls, N.
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 Michigan Business refer to General Electric Company of Michigan, Detroit.

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.

Electric Railway Journal

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal, and Electric Railway Review

NEW YORK. SATURDAY, MA? 20, 1916

t'CHOLOGICAL It is some four years ago that
TS FOR Professor Munsterberg outlined

)RMEN his tests for motormen. They

planned originally because of several striking in-
stances of "man failure" in railway service, which in-
dicated that the attention of the operator of the car
wandered at a critical moment from his work and his
mind failed to grasp a situation which required action
on his part. The general subject was brought to the at-
tention of a number of prominent psychologists by Mar-
tin J. Insull, now vice-president Middle West Utilities
Company, and Professor Munsterberg invented the ap-
paratus described in his book on "Psychology and Indus-
trial Efficiency." So far as we know, the only com-
pany to adopt this equipment has been the Dallas Con-
solidated Electric Street Railway, but, according to P.
W. Gerhardt, superintendent, in a paper presented at
the Galveston meeting this week and published else-
where in this issue, the use of this test apparatus and
of other psychological tests for prospective employees
introduced on the line has been satisfactory. The plan
is certainly an ingenious one, although we believe that
many managers will consider that careful observation
of the action of a man in actual service of the road will
be at least equally as valuable as that with a test model.

REGULATING

RATES

UPWARD

Bowing to the final prevailing
opinion of the Court of Appeals,
the up-State New York Public
Service Commission has finally allowed the Ulster &
Delaware Railroad to increase its mileage-book rates 0.9
cent above the maximum of 2 cents a mile fixed by the
old railroad law. This enforced action at last cancels
a distinct reversion by the New York commission from
constructive regulation to the old practice of inexperi-
enced legislative domination over rates. The old 2-cent
maximum rate fixed by the New York Legislature be-
fore commission regulation began in the State, which
rate the New York body last summer refused to exceed,
was simply a makeshift guide pending the installation
of more scientific rate-making methods, and the com-
mission was not justified in claiming to be limited
thereby. It is, of course, wise for administrative bodies
to exercise constraint in interpreting doubtful provi-
sions of law relating to their own powers, but it is also
necessary for them to have a clear understanding of
regulatory theory and the intent of their governing
laws. The idea that commissions are free to regulate
rates only downward from an old arbitrary maximum
limit fixed by legislative enactment is a travesty upon
justice, and we hope that the courts have now made
this point clear to the excessively timid minds of the

New York commissioners. One single official body to
handle the entire rate question and to regulate rates
either upward or downward as justice demands, forms
the real basis of regulation, and the New York Com-
mission will do well in the future to display eagerness
rather than reluctance in the carrying out of its duties
to all parties concerned.

TERMINALS
AND TRAFFIC
CONGESTION

The completion of the great Pub-
lic Service terminal in Newark,
N. J., is an important event, not
only locally but as one solution of a most perplexing
and complicated problem, namely, How are cars to be
handled in the business districts of large cities? No
general solution of this problem is possible because
cities are as characteristically different as are indi-
viduals. Where it is possible to do so, the simplest
plan is to spread out the downtown traffic by routeing
no more cars through the congested centers than is
absolutely necessary. If outlying points can be con-
nected by crosstown lines which do not pass through
the business districts congestion can be reduced some-
what. This procedure is being followed in many im-
portant cities. There is, however, a traditional desire
on the part of patrons to go through the business dis-
tricts, even when it is not necessary. An educational
campaign must be conducted, therefore, whenever ex-
tensive rerouteing is contemplated. On first thought it
would appear that a central terminal like that in Newark
would increase rather than decrease congestion, as it
seems to involve a deliberate bringing of many lines
to the same point. Actually, it does not do this on
account of the peculiar local transportation conditions.
In spite of its large population, Newark is a city of one
restricted business district from which the lines radiate
somewhat like the ribs of a fan. It is practically neces-
sary for all lines to pass near, or to terminate in, the
business center. A great deal of the traffic is with out-
lying towns of importance which border closely on the
city. It was this traffic, superimposed upon the local
traffic, which produced an unbearable congestion. The
merits of the terminal plan as adopted in Newark are,
first, that the long-distance and local traffics are sepa-
rated, and, second, that a considerable proportion of
the cars are loaded and unloaded upon the company's
property, where all modern devices for expediting
traffic can be utilized without interference from vehicu-
lar street traffic. By the use of a subway and elevated
structure it has been possible to deflect the suburban
traffic from the streets without congestion, and the use
of train floors on two levels, with a concourse between,
has provided for rapid loading and unloading. Coin-

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

cidently with the inauguration of the new service, some
rerouteing has been carried out with the purpose of
averaging the downtown traffic density, thus making
the most of the present opportunity to prepare for
future growth. All of this has been done after the most
painstaking collection and study of traffic data, and this
journal shares the expectation of the management that
the terminal itself, and the other improvements which
it made possible, will be increasingly appreciated by
the people of central New Jersey.

COMBINATIONS FOR EXPORT TRADE

The European war has shown our unpreparedness in
other directions than in a purely military way and has
turned topsy-turvy some of the pet ideas of the polit-
ical reformers who have had a great deal to do with the
direction of the policies of this country during the past
few years. For instance, we have been taught that
combinations of capital designed to secure monopolies
or practical monopolies in transportation or industrial
lines have been most iniquitous. Interlocking direc-
torates are evidence of an effort to throttle trade, and
holding companies are anathema, even when they con-
trol public utilities whose rates are subject to regula-
tion by commissions. Combinations of labor to raise
wages are permissible, but combinations of capital to
raise prices are punishable under the penal code.

The researches of the Federal Trade Commission,
however, initiated to determine the means by which
American manufacturers can extend their export trade
now and after the war, has led to some surprising dis-
coveries. It is found, for example, that it has been
upon the same system of combinations and price agree-
ments which have been condemned here that the for-
eign manufacturers have been building up extensive
trade abroad. Indeed, in many cases, these combina-
tions have not been limited by the boundaries of any
one country, but have been international in character.
According to the Federal Trade report, it has been
through just such a combination as those described that
a large export business has been built up in the elec-
trical apparatus field by the two leading German elec-
trical manufacturers. More than one-half of the coal
and coke exported from Germany has been sold by one
central agency in that country, and practically all of
the iron and steel export business of Germany has been
conducted through a single selling agency. Much the
same condition has existed in Great Britain, as well as
in France and Belgium. Even Japan has its central ex-
port agencies controlling the output and sale of certain
of its manufacturing, mining and merchandising enter-
prises. Nor have these organizations been confined to
the activities of selling alone. There are corresponding
combinations, encouraged by the governments of many
of the different countries, to conduct buying, and they
have succeeded in fixing the price at which the individ-
ual American producer has been able to dispose of his
goods abroad.

In view of these facts, the Federal Trade Commission
has reached the conclusion that Congress should defi-
nitely declare that the existing law does not forbid sim-

ilar co-operation among American manufacturers for
export trade. At present, uncertainty as to the extent
to which the law covers foreign business deters Amer-
ican manufacturers and producers from developing
effective export organizations. The commission be-
lieves that permission of this kind would not permit the
manufacturers to exploit the home market or act un-
fairly against individual American exporters in for-
eign trade, and it urges all interested in this develop-
ment of the country's business to impress their ideas
on Congress, so that the necessary legislation can be
secured. Undoubtedly, the plan proposed will assist
greatly to establish our manufacturers on an equal
basis with those in other countries and thus help to de-
velop the foreign business which has almost been forced
upon this country as the result of the war. While this
unnatural condition continues, legislation of this kind
may not be so necessary, but with the close of the war,
it would be very desirable to have in operation export
organizations similar to those possessed by our for-
eign competitors, so that the American producer will
not be handicapped as he has been in this direction in
the past.

ENGINEERS AND PREPAREDNESS

The turn-out of the engineering profession in the
parade in New York City last Saturday is significant
not only as showing the patriotism of the profession at
large, but in indicating that a great body of trained
men will put themselves at their country's service on
short notice. The engineer, taking that term in its
broadest signification, is going to be an extraordinarily
important factor in the next war, as he has been in the
one now wrecking a hemisphere. Battles are won not
by waving swords in a wild charge against the serried
ranks of the foe, but by organizing the production of
beautifully fused shrapnel and high explosive shell,
and launching them with a mathematical precision that
leaves no serried ranks to contest the advance. The
man with the rifle still counts, as he always will, yet he
must wait for the engineer who plans, and the skilled
artisan who executes, to make his way passable. It is
for this reason that the engineering professions are so
important to that national preparedness which, thank
Heaven, is now on the road to becoming a reality in the
not distant future.

A remark recently made by a distinguished past-
president of the American Institute of Electrical Engi-
neers is worth mentioning in this connection. He sug-
gested that although one instinctively thinks of the law-
yer as leading in political and civic movements, yet in
the last analysis the lawyer's mind is trained to work
in a beautifully qualitative analysis of situations, in-
valuable in estimating the general relations of affairs,
while the engineer's mind is trained to think quanti-
tatively, grasping with instinctive precision elements
of force and balance in his physical environment.
Therefore, when it comes to the precise organization
of men and material to meet a given situation, it is the
engineer whose qualities of mental training ought to
make him superlatively useful, while his legal colleague

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

937

may excel in grasping the motives which lead to the
determination of strategy.

Along the line of transportation in particular, which
determines the success of mobilization and supplying
the armies in the field, engineers can work with pe-
culiar success, especially if they have been trained in
the problems of this particular work, and transporta-
tion is now more than ever before the fundamental re-
quirement of successsful war on account of the enor-
mous bodies of men involved and the huge supplies of
munitions which must be put ready at their hands. It
behooves American engineers, therefore, to get together
in a permanent effort to increase the military efficiency
of their country. Their march last week was only a
pledge of loyalty to be redeemed by persistent and
organized effort until the country is ready to meet, if
the dire need should arise, its enemies within and with-
out, and to smite them without the unnecessary loss of a
man, a shell or an hour of time.

PASSING OF THE HORSE CAR IN NEW YORK

What proof can Chicago now offer that New York is
but a backward village? How will Philadelphia repel
the traditional slander as to her slowness? What will
replace the old reliable resource of countless comedians
and joke writers — now that the date has been set for
the disappearance of the horse car from the streets of
New York? It is well enough to laud this latest triumph
of the storage-battery car, but in the round of ribald
comment that has already begun upon this happening
we shall hope to find here and there a word of kindlier
requiem. Is there none so poor to do the horse car
reverence? Probably not, for in the affairs of the
world in general and the business of transportation in
particular

.... The wiser mind
Mourns less for what age takes away
Than what it leaves behind.

May we not, however, and should we not in simple
justice, at least credit the horse car with being one of
those ladder rungs by which St. Augustine in his famous
passage — "De vitiis nostris scalam nobis facirrms, si
vitia calcamus" — tells us that we may rise to higher
things? Efficiency first, by all means — though it is a
doctrine that sharpens the intellect more than it softens
the heart. And we whose lives lie mainly in this cen-
tury should remember that while the horse car is extinct
outside of New York, and about to vanish from that
territory, there are many men now living who cherish
the kindliest recollections of horse-car days. Keeping
a few horses moderately well shod and maintaining the
strips of strap-iron on which the horse car ran was an
easy life compared with the trials of present-day trans-
portation. The pioneers of urban transportation, if
no others, will feel the pathos of these lines by William
Watson, written, it would seem, with foresight of the
passing of New York's last horse car:

Onward the chariot of the Untarrying moves;

Nor day divulges him nor night conceals;
Thou hear'st the echo of unreturning hooves

And thunder of irrevocable wheels.

EXPLAINING SERVICE CHANGES

The mere announcement of a contemplated change in
service generally carries news of great interest to the
public, but it is often possible to go much farther than
this toward creating an appreciation on the part of
passengers of the advantages of such changes from the
transportation point of view. Thus, the Boston Ele-
vated Railway has lately issued various bulletins of
service changes in its cars for the benefit of patrons,
and in the wording of these announcements the superin-
tendent of traffic goes out of his way to make the
meaning of such changes clear and to point out just
how the service will be improved by the announced
modifications.

These bulletins discuss such points as the previous
headway on lines affected, the improved facilities re-
sulting from any reduction in car intervals, the increase
in seating capacity in totals and percentages for both
normal and rush hours, provision of extra service in
rush hours and changes in transfer points associated
with the introduction of additional service. In one
interesting case where it was decided to divert cars on
two lines via a route 0.29 mile longer than before, the
point was made that this would be unlikely to result in
a lengthened running time, for the reason that the
transfer of rolling stock movement would take place
from a line where seventy-two cars per hour were
operated to a line carrying but twelve cars per hour.
Such a change, it was explained, would tend to result
in freer movement. In another case, where the more
balanced headway was substituted for a somewhat ir-
regular schedule, the bulletin showed that this would
improve the facility of transfer at an important station,
and thus materially contribute to the shortening of the
time of journeying between points separated by a
transfer.

Publicity material of this kind is read with
interest by a large number of patrons, and the oppor-
tunities thus afforded to give them some insight into
the problems of rendering service are indeed well worth
utilizing. Nothing like the throwing of bouquets need
be attempted, and the use of many figures in such
bulletins depends almost entirely upon the opportunity
for interpretation. Some figures, of course, are neces-
sary, and if pithy explanations, couched in terms easily
understood by the average passenger, are supplied, there
is no question that the trouble taken to set forth the
effect of service changes on the public's convenience is
well warranted. It is an eye-opener to most riders
to learn that so many scores of cars per hour are
normally provided, or that the service is increased by
specific amounts in the rush period. The patron, per-
haps, senses the latter provision, but is often surprised
to find how many cars an hour actually are run over
the rails in a given district in those periods of the day
where short waits are occasionally his fortune. This
sort of publicity is useful in bringing the patrons to
a better understanding and also to a better use of the
facilities which are possible with the existing volume
of revenue. A service change furnishes an excellent
occasion for such educational propaganda.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

Traffic Development on the Scranton &
Binghamton Railroad

The Methods Used to Stimulate Receipts on This Interurban Line Have Brought a Traffic of

82,000 Passengers per Mile of Road, the Returns from Operations Other than

Handling Passengers Amounting to 23 Per Cent of Gross Receipts

IN the heart of the anthracite coal mining region of
northeastern Pennsylvania is situated the city of
Scranton, whose phenomenal growth in population, re-
sources and wealth, since it became a city about fifty
years ago, ranks it as the third largest community in
the State. Naturally, its progress has been reflected in
the tributary territory, and with the recent rapid ex-
ploitation of the coal mining resources and the develop-
ment of many industrial plants attracted to the locality
by the numerous natural advantages, the need of ade-
quate common carriers has become pressing.

To meet this need the properties which now comprise
the Scranton & Binghamton Railroad were organized,

tance of 43 miles, together with a 7-mile branch to Lake
Winola, Pa. In addition, the company has purchased
the entire capital stock of the Binghamton Railway
Company, which operates about 50 miles of street rail-
way in the city of Binghamton, N. Y., including ex-
tensions to several near-by villages. It will, therefore,
be seen that the Scranton & Binghamton Railroad Com-
pany controls approximately 100 miles of street and
interurban railway and has under construction an ex-
tension of its interurban tracks to the New York State
line for the establishment of physical connection between
its two systems, the latter work being planned for com-
pletion late during the current year.

■M "

r* i /"'/* ,

V ^

SCRANTON & BINGHAMTON TRAFFIC PASSENGER TERMINAL AT SCRANTON

being conceived with the idea of providing more fre-
quent and satisfactory transportation facilities between
Scranton and the numerous thriving towns and villages
scattered through the rich agricultural district to the
north. The enterprise had for its ultimate objective
the connection of Scranton, by means of a high-speed
electric railway system, with the flourishing manu-
facturing city of Binghamton, N. Y., as well as the
provision of passenger and freight service suitable for
the thickly-populated intermediate territory. Much has
been accomplished since the project was launched. The
properties, which made a modest beginning eight years
ago under the name of the Northern Electric Street
Railway Company, have been successively taken over by
the Scranton & Binghamton Traction Company and the
Scranton & Binghamton Railroad Company in order to
permit an enlarged scope of operations, and at the pres-
ent time there is being operated a high-speed interurban
railroad from Scranton, Pa., to Montrose, Pa., a dis-

The interurban mileage extending north of Scranton
has been built in accordance with a policy of gradual
extension, under which each section of the line, as soon
as it was completed, has been placed in revenue-produc-
ing service. This has been done not only because each
section would thus carry the fixed charges upon it, but
also for the purpose of beginning intensive develop-
ment of its traffic resources at the earliest possible
moment. A large share of the company's success has
been ascribed to the latter feature, as exemplified by
the record of the interurban line for the year ending
June 30, 1915, during which period 2,201,430 passengers
were carried on the 27 miles of interurban road then in
operation. Since the rates of fare ranged from 5 cents
to $1.05, the receipts from passenger traffic amounted
to $220,476.59. The results of the company's outside
activities are reflected by the receipts from milk and
from express traffic for the same period, these amount-
ing to $31,980.26, while the sale of current and miscel-

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

SCRANTON & BlNliHAMTON TRAFFIC POWER STATION AND REPAIR SHOP AT DALTON

laneous operations brought $32,459.90. Together, the
two latter items amount to no less than 23 per cent of
the total receipts.

Outside Activities

It should be said here that, with the exception of the
sale of current for commercial purposes, all of the out-
side activities of the company have in view the common
end of increasing freight, express and passenger traffic
over its lines. In no instance does the company deal
direct with the public except as a common carrier, and
it is only to augment its revenues in that capacity that
its various enterprises are undertaken. Aside from
this, however, each one of these enterprises is designed
to provide sufficient rental returns to cover approxi-
mately the capital charges on the money invested.

In general, a list of the company's outside activities
embodies the following: The provision of facilities,
mainly in the form of coal pockets, for the handling of

fuel for retail purposes; the provision of creameries to
encourage shipments of milk and dairy products from
the farms served by the line; the operation of amuse-
ment parks to produce passenger traffic in the summer-
months ; the sale of current for commercial purposes to
companies operating lighting and power businesses
which in turn retail the current to the local consumers.
The company's coal business constitutes an excellent
example of the policy of developing outside enterprises
solely to produce traffic. Some years ago the company
purchased a large bank of culm, or refuse coal, from a
mine, from which steam fuel is obtained through the
operation of a coal-washing plant. Nevertheless, no at-
tempt has been made to develop a retail coal business
through this ownership, the culm bank having been
acquired solely to insure an adequate and economical
fuel supply for the company's power plant during a
reasonable number of years to come. It is considered
to be too valuable an asset for the company's own future

SCRANTON & BINGHAMTON TRAFFIC — CREAMERY AT LAKE WI

940

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 21

"W^/jp

SCRANTON & BINGHAMTON TRAFFIC — COAL CAR BEING LOADED SCRANTON & BINGHAMTON TRAFFIC — PORTABLE SUBSTATION

needs to be exhausted in retail sales, as witnessed by
the fact that the value of the company's culm holdings
has approximately doubled since acquisition. On the
other hand, although the company has never contem-
plated entering the coal business either on a wholesale
or retail basis, it has constructed coal pockets, at the
towns of Factoryville, Nicholson and Brooklyn with the
intention of providing facilities for the stimulation of
its coal traffic.

These pockets are leased to local dealers for a nominal
rental, the company looking only for increased coal ship-
ments as its source of revenue. The pockets are sup-
plied with coal of the required grades and sizes direct
from the mines at Scranton, so that they constitute
merely distributing stations for fuel in the country dis-
tricts. The pockets cost about $500 each, and the wis-
dom of the investment is clearly indicated by the fact
that at the pockets at Nicholson, a typical installation,
the receipts for the year 1915 were $1,021, representing
shipments of 756 tons of coal which otherwise would not
have been obtained.

A similar policy has been followed in the case of the
creameries that the company has built, there being two
of these, one at Lake Winola and one at Nicholson. Both
of these plants are about 18 miles from the city of
Scranton and they are leased to private operators who
are in no other way identified with the railroad company,
the rental yielding a return of about 6 per cent on the
investment. Naturally, all of the products of these
creameries are shipped over the company's lines at es-

tablished rates, and this is the primary reason for their
existence. The company is thus relieved from the com-
plication of being connected with the dealings between
the creamery operators and the farmers from whom the
milk supply is derived and with the consumers to whom
the products are delivered. The railway thus becomes
merely the medium through which the products are
transported between one and the other of the directly-
interested parties.

The company's amusement parks, of which there are
two, one at Lake Winola and one at Clarks Summit, are
operated indirectly by the company, under the direction
of an agent who reports direct to the general manager.
It is the duty of this agent to book excursions and
picnics on suitable dates for the parks and to supervise
the operation of everything in and about them. Prac-
tically all of the devices for the entertainment of patrons
are rented on a percentage basis by concessionaires who
are under the supervision of the agent. The revenue
derived from this park business is very gratifying, not
only because of the large number of passengers carried,
but because of the fact that the regular round-trip fare
is 75 cents to one park and 25 cents to the other. It
might be said here that the amusement park idea is
especially popular in Scranton, possibly because the
chief industry, that of coal mining, is invariably slack
in summer and also because the topography of the city
makes the establishment of parks within the city limits
a difficult matter.

The sale of current, as previously mentioned, is made

SCRANTON & BINGHAMTON TRAFFIC — THREE-CAR PASSENGER TRAIN; TYPICAL VIEW OF LINE SHOWING AUTOMATIC SIGNALS

May 20, 1916j

ELECTRIC RAILWAY JOURNAL

941

-COAL POCKETS AT

to local lighting companies which are not affiliated in
any way with the Scranton & Binghamton Railroad
Company. They are supplied, under contract, with cur-
rent measured at the railroad company's switchboard
and they retail it to their patrons, all of the wiring and
apparatus required to serve the consumers belonging to
the lighting companies and being operated and main-
tained by them.

This branch of the business developed naturally from
the fact that the railway company had to develop its
own power, and because of the policy of gradual ex-
tension, which involved locating the central power
station at a point only 12 miles from the Scranton
end of the line. Since the ultimate length of the line was
to be about 70 miles, the transmission of high-tension
current was a necessity, and this made the furnishing
of current for commercial purposes along the company's
lines and in the towns adjacent thereto an easy matter.
The power plant, which is located near the town of
Dalton, is designed to handle (with additional generat-
ing units and substations) the requirements of the whole
system, including the Binghamton railway and its con-
nections. It is equipped with 2000 hp. of boilers, and
the generating units now being installed, in addition
to the present equipment, bring its capacity to 4000 kw.
Substations to supply 600-volt railway power are lo-
cated at approximately 15-mile intervals, being sit-
uated at Chinchilla, Foster and Heartlake. North of
the power station there is a 66,000-volt transmission

SCRANTON & BINGHAMTON TRAFFIC — TYPICAL FREIGHT AND
PASSENGER STATION

line which is erected on 40-ft. poles carrying three No.
4 gage solid copper wires. For the shorter section run-
ning south to Scranton, a 16,500-volt transmission line
fully meets the requirements of the situation.

Freight and Express Traffic

In general, the development of freight and express
business has been accorded the major share of the com-
pany's efforts. It is felt that, in this particular case,
only the surface of a very rich revenue producer has yet
been scratched, and there are now in hand plans that
contemplate the rapid advancement of this side of the
railway's business to a point where it will at least equal,
if not surpass, the passenger business now being car-
ried on. Even at the present time the company's ef-
forts to educate its patrons in the use of its line for this
purpose are showing gratifying results, and this branch
of the railway's operations is already of great assistance
in tiding over the lean spots in the year.

The principal method of educating the public to use
the company's facilities for handling freight and ex-
press is that of personal solicitation. In the long run
this has been found to be the most effective means to
the desired end, several solicitors being practically com-
tinually occupied in pointing out the advantages of the
service to prospective shippers. There are no really
unusual features in connection with the history of th«
development of the various major classes of freight that
are handled. The road taps the richest dairy and agri-

SCRANTON & BINGHAMTON TRAFFIC — TYPICAL EXPRESS TRAIN

942

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

cultural district in the vicinity, and the natural market
for the bulk of the farm products of the whole section
is the city of Scranton. In a like manner much of the
merchandise required by the farmers in villages
throughout the territory is supplied from the same city,
and the problem has been merely to educate shippers
to prefer the facilities offered by the electric railway to
any other means of transportation for their goods. The
securing of patrons has, therefore, resolved itself simply
into a matter of salesmanship to secure a trial of the
company's facilities and to provide such satisfactory
service that the business, when once secured, may be
retained.

Some idea of the extent of the freight and express
operations may be gathered from the statement that
during the year 1915, with only 27 miles of road in
operation, 3172 carloads were moved for 87,801 car-
miles. The commodities carried consist chiefly of coal,
crushed stone, grain, hay, merchandise and general
agricultural products such as fruit, poultry, eggs, fresh
meat, milk and dairy products. In this list practically
the only one that is unusual is the item of crushed stone,
this material being obtained from a quarry near the
town of Nicholson and delivered in carload lots to the
Delaware, Lackawanna & Western Railroad at an inter-
change point near by. For this the electric railway re-
ceives a switching charge of $3 per car, about 600 cars
being interchanged with the steam road during the
course of a year.

In accordance with the company's policy to serve the
public merely as a common carrier and to make no spe-
cial effort to get the buyer and seller of transported
commodities together, there is no provision for pick-up
and delivery service in connection with the express busi-
ness in any of the towns that are served. The only
service that is rendered by the company in this con-
nection is an immediate notification to the consignee
when goods are ready for delivery at the company's
station.

Express shipments are made in cars that have Brill
standard express bodies 40 ft. long which are mounted
on No. 27-E trucks equipped with Westinghouse 101-D
quadruple motor equipments. These cars have been
proved by experience to meet the requirements of the
company in a thoroughly satisfactory manner, and at
the present time two new express cars of the same type
are on order, together with a new freight car which will
be used, in addition to the existing coal-handling equip-
ment, principally for hauling coal. These freight cars
have 40-ft. gondola bodies mounted on No. 50-E-3 trucks
and are equipped with Westinghouse No. 318 motors.

Traffic Interchange With Steam Roads

A feature of the company's express and freight busi-
ness has been the establishment of amicable arrange-
ments with intersecting steam railroads. One of these
appears in the previously-mentioned interchange ar-
rangement with the Delaware, Lackawanna & Western
Railroad at Nicholson. Another example, which con-
stitutes an interesting feature in the construction of the
company's connection to the town of Montrose, appears
in the electric railway's agreement with the Lehigh Val-
ley Railroad. Under this agreement the Scranton &
Binghamton Railroad is to electrify 3100 ft. of the
steam railroad company track, using jointly with it a
handsome new station that has been built in the town.
By an arrangement between the two companies the ex-
penses of maintenance and operation, together with the
capital charges, are equally divided, the latter being
covered by payment by the electric railway of a rental
which is based on an appraisal of the facilities used.

The advantages of this arrangement are readily ap-

parent. Not only does it relieve the steam railroad of
considerable expense, but it enables the electric railway
to secure an entrance into the town without vexatious
right-of-way delays at minimum expense. It permits
interchange of freight between the two roads and has a
stimulating effect upon the business of both. In fact,
it is believed that the results obtained under the agree-
ment will go far to ekplode the ancient theory that the
interests of electric and steam railroads operating in
the same locality are necessarily at variance. The town
of Montrose, it may be said, is a county seat which was
served originally by the Lehigh Valley and D., L. & W.
Railroads. But since the electric railway desired access
to the town by mean of a stub branch from its main line,
a few miles east of the town, the agreement permitted
the company to construct this stub so as to connect with
the nearest point on the Lehigh Valley tracks, electrify-
ing the latter as far as the railroad station, as explained
in the preceding paragraph.

Safety Council Growing Rapidly

Active Campaign Now in Progress Is Bringing Many
Electric Railways Into the Membership

TWENTY-TWO new members joined the electric rail-
way section of the National Safety Council between
March 1 and May 15. The membership now embraces
about eighty electric railways, and the active mem-
bership campaign that is being carried on is resulting
in one or two new members each week. This growth is
in keeping with a phenomenal increase in membership
by the National Safety Council itself. At the time of
the annual congress last October approximately 1400
firms and corporations were members. On May 1 the
number had grown to nearly 2000. The objective of
3000 members by next October seems easily within
sight.

The electric railway section, through George Oliver
Smith of the Doherty Operating Organization, chair-
man, and H. A. Bullock of the Brooklyn Rapid Transit
Company, chairman membership committee, has been
pressing its campaign by means of circulars. It has
doubled its membership since last fall. The section main-
tains a weekly service of safety bulletins dealing with
hazards of electric railway operation in addition to the
regular weekly bulletin service of the National Safety
Council, and its members are supplementing this by co-
operative exchange of special safety material. The
members added between March 1 and May 1 are as fol-
lows: Austin (Tex.) Street Railway; Baton Rouge
(La.) Electric Company; Central New York Southern
Railroad Corporation, Ithaca, N. Y. ; Chattanooga Rail-
way & Light Company, Chattanooga, Tenn. ; Chicago,
Aurora & De Kalb Railroad Company, Aurora, 111.;
Claremont Railway & Lighting Company, Claremont,
N. H.; Columbus (Ga.) Railroad Company; Connecti-
cut Company, New Haven, Conn.; Cumberland County
Power & Light Company, Portland, Me.; Jacksonville
(Fla.) Traction Company; Key West (Fla.) Electric
Company; Nashville Railway & Light Company, Nash-
ville, Tenn.; Ohio Valley Electric Railway Company,
Huntington, W. Va. ; Tide-Water Power Company, Wil-
mington, N. C. ; Vicksburg Light & Traction Company,
Vicksburg, Miss. Since May 1 the following have
joined: Charleston Consolidated Railway & Lighting
Company, Charleston, S. C; Mason City & Clear Lake
Railroad, Mason City, Iowa; New York State Railways,
Syracuse, N. Y.; Ogden, Logan & Idaho Railway, 6g-
den, Utah; Salt Lake & Ogden Railway, Salt Lake
City, Utah ; Salt Lake & Utah Railroad, Salt Lake City,
Utah; Shore Line Electric Railway, Norwich, Conn.

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

943

Southwestern Association Holds Twelfth
Annual Convention in Galveston

Employee Training, One-Man Cars and Coasting Recorders Were Among the Topics Dis-
cussed at the Meeting Held May 17 to 20 — Abstracts of Several
of the Papers Are Published

AS this issue of the Electric Railway Journal
goes to press the Southwestern Electrical & Gas
Association is in session in Galveston, Tex., with a
registration of 200 railway, gas and electrical men from
the Southwest, and many manufacturers' represent-
atives.

On Wednesday morning an address of welcome was
delivered by Mark H. Royston, city attorney of Galves-
ton, with a response by H. B. Head, Texas Light &
Power Company, Dallas. This was followed by the
presidential address of David Daly, Houston Electric
Company. Mr. Daly discussed in a forceful manner
the short-sightedness of the public in the present jitney
situation.

At the first railway session held on Wednesday after-
noon the discussion centered in the one-man car, and it
was suggested that this might better be termed "the
front-entrance car," or "the safety car." Several ab-
stracts of papers delivered at the railway sessions are
given in this issue, and other abstracts with a report
of the discussion will follow.

Scientific Selection of Employees

BY P. W. GERHARD!

How many railways have attempted to carry the
safety-first idea to its logical conclusion — the elimina-
tion of the unfit applicant before he is placed on the car
as a trainman? After all, in its final analysis the ques-
tion of accident prevention rests almost wholly with the
man on the car. It is the man behind the controller
who really counts. Too often the matter of hiring the
man to whom is intrusted the handling of expensive
equipment and who will be responsible for the very lives
of his passengers, is left to some subordinate whose
only recommendation is that he is an old, experienced
trainman, sometimes too old to be used elsewhere.

Even where the hiring of trainmen is done by one of
the higher officials, all too frequently the only test
brought to bear is this official's reliance in his ability
to size up a man. After having passed this superficial
test the applicant is placed in charge of a trainman or
platform instructor, who instructs him to a greater or
lesser extent in the duties and responsibilities of a train-
man. He is then placed on the extra board, and if he
does not make good is discharged and another man
employed to take his place.

In his treatment of this subject the writer will con-
fine himself to his personal experiences in the hiring of
trainmen for the Dallas Consolidated Electric Street
Railway. It must be borne in mind that the psycho-
logical tests outlined are in a manner experimental, and
are no doubt susceptible to improvement.

Confronted by conditions of employment somewhat
as outlined above, we finally decided that the best course
lay in the entire reorganization of our methods of em-
ployment and training. We then sought for a man
competent to build up this department to a high state

of efficiency. We decided that such a man must be an
educated, technically trained man, must possess the
ability of handling men and, more than all else, he must
be imbued with enthusiasm and with an abounding be-
lief in the importance of his work. Such a man was
secured by employing a graduate in electrical engineer-
ing and supplementing his technical training by many
months of actual experience as a trainman and shopman.
This man was then put in charge of our school of in-
struction, and much credit is due him for the develop-
ment of the tests now in use.

Let us assume that an applicant presents himself for
employment. As he takes the half dozen steps from
the door to the desk of the employment agent he is
watched for any signs of physical defect. His manner
of approach is noted, and aside from a brief "good
morning," he is left to open up the question of employ-
ment in his own way. We naturally expect him to have
the innate courtesy to remove his hat and state his
business in a polite manner. A few general questions
as to age, previous occupation, etc., are asked, the effort
being made to have the applicant do as much talking as
possible. He is encouraged to give his reasons freely
for wanting to secure work on the cars and for thinking
that he can qualify for the work.

At this stage we can eliminate from further consider-
ation all applicants who are in any wise crippled, de-
formed, repulsive in appearance, dirty or slovenly in
their dress, or show signs of excessive use of tobacco
or liquor. We further eliminate all applicants under
twenty-one years of age, or over forty years. We also
eliminate all applicants under 5 ft. 6 in. or over 6 ft. 1
in. in height, the one being too short to reach his signal
cords or properly handle his controller; the other too
tall to see under his route sign when standing erect.
These limits would, of course, vary with the equipment
that may be in use on different roads. Moreover, we
can find no use for the man who shows symptoms of
tuberculosis or other contagious disease; the man who
wears glasses, or has any defects in his speech, or the
overly fat man. The latter is too apt to be lazy and
awkward, and in any case takes up unnecessary space on
the cars.

The applicant having passed this preliminary test re-
ceives an application blank and is told to take it into the
outer office and carefully fill in all the information called
for. The time consumed by the applicant in filling out
the blank, as well as the number of errors or omissions
made, is noted. From this application blank we can
judge the applicant's handwriting, and from his
answers to the different questions we get a fair indica-
tion of his general fitness for the work. The application
in use by us requires forty-five minutes for the average
applicant to properly fill out. A bright man, or one
who has had clerical experience, can complete it in from
fifteen to thirty minutes. Any applicant who consumes
more than an hour and a half to complete it, or who
omits answering five or more questions, is deemed too
slow or careless for further consideration.

If a perusal of the application proves satisfactory the

944

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

applicant is told to report to the chief instructor for
further test. All applications are marked with a grade,
A, B or C, and filed for future use. In this manner we
have on hand at all times a large number of applications
from which to select our men as we may need them.
This obviates the chance of being caught in a pinch and
having to hire such men as may present themselves at
the time.

As soon as the applicant presents himself to the chief
instructor he is weighed and his height is measured, his
hearing is tested with a stop watch, and his eyes are
tested for range of vision with a standard chart and for
color blindness with Holmgrene yarns. We also use a
distant signal placed at the far end of a long room and
controlled by push buttons in such a manner that red,
green, violet, yellow and clear light can be flashed at
random, the applicant being required to name the colors
as they appear.

Up to this point the applicant has undergone such
tests as are ordinarily applied by all electric railways,
but these simple tests have served to eliminate fully 80
per cent of the applicants.

The remaining 20 per cent are now subjected to the
psychological tests, which we shall designate as fol-
lows: The attention test, the observation test, the judg-
ment test.

The Attention Test

This test consists of a printed sheet of standard size
paper, 8% in. x 11 in., divided into six divisions. Di-
visions 1 and 2 are in the way of catch questions, and
require the closest attention of the applicant. Divisions
3, 4, 5 and 6 are simple problems in addition, subtrac-
tion, multiplication and notation. At the top of the
sheet is printed the following:

"General Directions — Do what the printed instruc-
tions tell you to do.

"Do not ask the examiner any questions about the
examination.

"Do not ask any other person who is taking the ex-
amination any questions or watch anyone to see what
he does.

"Work as rapidly as you can without making any mis-
takes."

The applicant is handed this sheet and told to follow
the printed instructions. He is then timed with a stop
watch and the number of omissions and errors counted.
In practice we call this sheet test Attention A, covering
Divisions 1 and 2. Attention B, covering 3, 4, 5 and 6.
The time consumed is noted separately for A and B,
as we have found that many of our applicants who make
a good grade on A fall down on B, due to not having
had any recent practice in arithmetic.

This test is given but once, as its effectiveness de-
pends wholly upon its novelty. The object of this test
is to determine the applicant's ability to receive in-
structions and to do as he is told to do. How often do
accidents occur due to the trainman's neglect or mis-
understanding of a rule or bulletin? If by so simple
a test we can decrease the chances of such accidents, is
not the effort well worth while?

Observation Test

This test is adapted from the test originally devised
by Prof. Hugo Munsterberg primarily for street car
motormen. The apparatus as used by us consists of a
rectangular box approximately 11 in. long, 5 in. wide
and 4 in. deep, in the cover of which is fixed a glass
window 2 in. x 4V2 in. Inside this box, and made to
pass under this window by means of a series of rollers,
is a continuous belt 60 in. long and 4y2 in. wide.
Through the center of this strip are drawn two parallel

lines one-half of an inch apart representing the tracks
of a street railway in the middle of a street. The whole
strip is divided into V2 in. squares ; thus there are four
squares on each side of the track. The squares between
the tracks are white and marked A, B, C, D, etc. The
four squares on each side of the track are colored red
and green, in an irregular manner, and upon each square
is one of the first four digits, these digits being arranged
indiscriminately.

The digit 1 represents the movement of one square,
the digit 2 represents a movement of two squares, the
digit 3 represents a movement of three squares, and
the digit 4 a movement of four squares, or, as it is
usually explained to the applicant about to take the
test, the digit 1 represents a pedestrian, the digit 2 a
horse-drawn vehicle, the digit 3 an automobile, and the
digit 4 a piece of fire apparatus or a jitney.

Furthermore, the green squares denote a movement
parallel to the track and therefore are not liable to col-
lision, while the red squares represent a movement
toward the track, and represent potential collisions.

The idea to be grasped by the man taking the test
is that any digit on the green square cannot come into
collision with his car, but any digit on a red square
may do so. Thus the digit 1 on a red square adjacent
to the track means a collision, while the digit 1 on a
green square or digit 2 on a red square, two or three
squares away from the track, cannot cause a collision.
Likewise the digit 3 on a red square one, two or four
squares from the track does not mean a collision, as
in the first place it will have crossed in safety ahead
of the car, and in the second case will not have reached
the track until after the car has passed.

After the principle of the apparatus is fully explained
to the applicant, he is requested to turn the crank and
announce by letter the spaces on the track where col-
lisions will occur, and the number of such collisions.
The time required to run through this entire strip, as
well as a record of the omissions is kept, and a grade is
established therefrom.

It is significant that repetitions of this test do not
show any improvements. The test is therefore run
through from three to five times, and an average taken.
This test will bring out two types of undesirable motor-
men; first, the type who will make few errors but will
consume so much time that he would never be able to
maintain a schedule, and second, the type who will
make fast time, but may have a collision with anything
that chances to pass onto the track. It is well worth
our while to eliminate both types and employ only the
men who can make the best test with a minimum of
omissions in a reasonable length of time. The limit
for both errors and time are both established from
actual tests on trainmen already in service.

Judgment Test
We have all had experience with the motorman who,
when danger becomes imminent, loses his head and
cannot decide whether to trust himself to his brakes or
to his reverse; or who, on a slick track, forgets until too
late that his car is equipped with sand. If he has time,
this man would know exactly what to do and when to
do it, but when two or more conflicting factors present
themselves he is unable to decide which is of the greater
importance. We usually ascribe this man's action to
poor judgment, or in the case of an old, experienced
man, we call it "man failure." On the other hand, we
point with pride to certain of our motormen who, no
matter what the conditions may be, can be depended
on to take the best action under the circumstances.
The object of this test is to determine this class of
man. This test, like the previous one, was devised by

May 20, 1916J

ELECTRIC RAILWAY JOURNAL

945

Prof. Hugo Miinsterberg, to be used in the selection
of ship captains, but we felt that it could well be adapted
to street railway service.

The apparatus consists of twenty-four cards, 3 in. x
5 in. The upper half of each card is divided into forty-
eight squares. In each square is printed the letter a, e,
o or u, in irregular order. On four of these cards one
of these vowels appears twenty-one times, and the
others nine times each. On eight cards one letter ap-
pears eighteen times, the others ten times each. On
eight cards one appears fifteen times and the others
eleven times each. On four cards one appears sixteen
times and the others eight times each, and in addition
there are eighteen consonants mixed in. The applicant
to be tested is given this set of cards well shuffled and
told to sort them into four piles in such a way that the
first pile shall contain all cards in which the letter a
predominates. The second pile shall contain the cards
in which the letter e predominates. The third pile, all
cards in which the letter o predominates, and the fourth
pile all cards in which the letter u predominates.

The applicant is warned that he must not attempt
actually to count the letters on each card. However,
any attempt to do so would so increase the time re-
quired for the test that the final result would be highly
unsatisfactory. The time required to sort the cards is
taken with a stop watch. After the cards are all placed
the number of errors made in placing them is recorded.
It should be noticed that there are four different com-
binations to each pile. It is manifestly easier to place
those cards correctly where the predominating letter
appears twenty-one times and the other three nine
times each, than it is to place those cards whereon the
predominating letter appears fifteen times against
eleven for each of the other three. Naturally the easier
it is to make a correct selection, the graver is the
offense in making an error. The penalty for mistakes in
the selection of the various cards is arbitrarily taken
as four points for every mistake in those cards in which
the predominating letter appears twenty-one times,
three points for mistakes in the eighteen-letter cards,
two points for mistakes in the fifteen-letter cards, and
one point in the eight-letter cards.

As in the observation test, the limits for errors and
time can best be established from tests made upon
employees in the service. In this test to a greater ex-
tent than in either of the other two, much can be learned
from a close observation of the applicant under test.
As a matter of fact, we give more weight to the obser-
vation of the applicant while taking this test than to
the actual score made.

We find the man of snap judgment who will rapidly
place the cards but in doing so will make many errors.
On the other hand, there is the man who cannot make
up his mind, but will hesitate, start to place the card
in one pile, then draws back, reconsiders and perhaps
will finally place it in another pile. This man seems
to be undergoing mental strain, and while he will con-
sume much time in making the test, his errors in sort-
ing will be erratic, or, to use a technical term, he
"hunts." Again we have the dishonest man who will
attempt to count the letters, and with furtive, sidewise
glances, try to see if he is being watched. The man for
whom we are searching will be observed to give each
card a few moments' consideration before placing it,
and once his decision is made, he will not hesitate in
placing the card. This man will appear to take a keen
interest and enjoyment in the test.

This test, like the observation test, can be repeated
without any material change in the results obtained,
and it is our practice to make from three to five tests
on each man.

We appreciate the fact that unless the results ob-
tained from these tests are borne out in actual prac-
tice, the tests are more of a theoretical than of a prac-
tical value. To this end the entire series of tests was
given to the men already in service, and an especial
attempt was made to secure tests on men who had been
previously discharged for incompetency and reckless-
ness in handling their cars. It is gratifying to state
that the tests so made bear out the theory to a remark-
able degree.

We feel that not only do we secure a higher grade
man by our present method of employment, thereby
reducing our accidents and increasing the good will of
our patrons, but a considerable saving is effected in
the hiring of fewer men. The cost of hiring and train-
ing a new man for street railway work has been vari-
ously estimated at from $25 to $75.

On the lines of the Dallas Consolidated Electric Street
Railway there were employed new trainmen, as follows :
in 1912, 551 men; in 1913, 527 men; in 1914, 282 men;
in 1915, 222 men. For the first quarter of 1916 there
were employed seventeen trainmen.

It is interesting to note in this connection that where-
as in November of 1911 the average length of service
of all trainmen was twenty-six months, in April, 1916,
the average length of continuous service was forty-six
months, showing an increase of more than 77 per cent
in less than five years. Moreover, of the trainmen em-
ployed during the first three months of 1912, only 71
per cent were still in service on May 1 of the same year.
Of those employed in the first quarter of 1914, 80 per
cent were still in service on May 1. Only seventeen
men were employed during the first three months of
the present year, and all of them were still in the serv-
ice on May 1.

In conclusion we wish to repeat that what has been
done is largely in the nature of experimental work and
must be improved and amplified, but we believe that we
have made a start in the right direction. The final goal
will not be reached until there is established an employ-
ment bureau in charge of a trained, competent man, who
will employ all the men needed by the various depart-
ments, and until there is in each position a man who is
in the best place in the world for him.

The Effectiveness of Coasting Recorders in

Reducing Power Consumption and

Operating Costs

BY V. W. BERRY

Only very recently has the question of economical
operation of cars been given the thought that its im-
portance justifies. To get the best results in economical
car operation, some means of checking the operation of
each motorman must be provided. The Northern Texas
Traction Company has installed for this purpose the
coasting time recorder of the Railway Improvement
Company, a device which is compact and neat in appear-
ance, has no particularly intricate parts to get out of
order, is reliable, and of which the cost of maintenance
is very small.

While considering the installation of coasting re-
corders we arranged with the Railway Improvement
Company to make a test in the early part of 1914 on the
Hemphill line of this company. For a period of six
weeks in May and June we metered the energy used by
the cars, kept a careful record of passengers carried, car
mileage, etc., all without the knowledge of the trainmen.
We also made a stop-watch check of the coasting being

946

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

done by motormen on this line, and found it to average
5 per cent.

Following this test, we installed coasting time re-
corders on the cars on this line, keeping records similar
to those kept during the preceding six weeks. During
this time motormen were instructed in the use of the
recorder, and its operation and object were explained to
them.

A comparison of the results obtained during these
two six weeks' tests follows:

Kilowatt-hours per car-mile. . . . 2.73

Watt-hours per ton-mile 145

Coasting, per cent 5.0

After Difference

2.02 0.71 or 26.0%

108 37.0 or 25.5%

29.6 24.6%

We also made a test to determine the saving in brake-
shoe wear. The brakeshoes were weighed prior to and
following each six weeks' test. A saving of 38 per cent
in brakeshoe wear was indicated.

As compared with 1912, our cost per car-mile of main-
tenance of electrical equipment of cars was reduced 40.5
per cent; as compared with 1913, 31.6 per cent, and as
compared with 1914, 17.5 per cent. Just what part of
this decrease was due to increased coasting and what
part to increased efficiencies at the car shops is, of
course, an indeterminate quantity. However, it is my
opinion that a part of it was due to increased coasting.

Another phase of this matter is the reduction in acci-
dents due to increased coasting. A great deal has been
said and written within the last few years about safety
first. In the operation of cars to obtain the best possi-
ble coasting record it is absolutely necessary that motor-
men be on the lookout for opportunities to let their cars
"roll," and if sufficient interest is developed among the
men along this line a material reduction in accidents
should follow.

We have observed in connection with the operation of
recorders that our motormen run their cars more nearly
on schedule time than they did before. Our schedules
are made with the idea that we want them maintained
as given to the men. We do not want men to leave the
terminals on schedule time and then run to suit them-
selves, just so they get back at the terminals on time.
But we want them to be at the various time points along
the line at the proper times. This is especially impor-
tant on loop lines and on double-track lines in main-
taining proper spacing of cars. Having sufficient inter-
est in coasting the men watch their time closely, and
do not run ahead of their schedule. They use spare
time in "rolling" in order to keep up their coasting per-
centages.

It is frequently suggested that the men who make the
high records run late and drag the line. This is an er-
roneous idea, because in doing so they would have to
make more stops per mile, due to picking up passengers
that rightfully should be carried by the car following.
For a proper distribution of loads the cars must be kept
on schedule time.

To obtain the best results in economical car operation,
we must recognize the fact that all men are not equally
endowed with the requisites which make a good motor-
man. In employing new men some system should be
developed whereby we can ascertain their qualifications
to some degree. Good judgment is necessary, and coast-
ing is simply the exercise of good judgment. The man
who can best judge what speed his car should attain
before cutting off power in order that it may "roll" a
certain distance in a given time is the man who will be-
come a good coaster. A man who had been operating a
car in Fort Worth but a short time, who seemed to be
having trouble making the schedule, and who was also a
low coaster, told me that he could not understand how
his instructor made the time so easily and apparently

rolled along so uniformly, while he had to fight all the
time to keep on schedule. The new man kept his car
at a maximum speed a greater length of time than did
the instructor, but in so doing had to apply his brakes
much sooner in making a stop, thereby reducing his
coasting and increasing his power consumption.

Practicability and Operation of
One-Man Cars

BY D. R. LOCHER

Vice-President and General Manager Corpus Chrlsti Railway ft
Light Company, Corpus Christi, Tex.

The conditions recently faced by a great many street
railway companies, especially small systems, have been
the cause for adding one more indorsement to the say-
ing, "Necessity is the mother of invention." Necessity
must have been the cause for conceiving the up-to-date,
one-man cars. It surely was the cause of the Corpus
Christi Railway & Light Company adopting them, and,
in the writer's opinion, the results that this company
has had prove their practicability, at least for small
and medium-sized street railway systems.

The city of Corpus Christi has about 20,000 popula-
tion, and the railway system consists of 10 miles of
single track. The company was operating three lines
with a total of five two-man cars on fifteen- and twenty-
minute headways. The present owners purchased the
property in the early part of 1914, just at the time the
city had started its first permanent street paving pro-
gram. As the street railway was built on the principal
streets, the company was required, under its fran-
chise, to rebuild an unusually large part of its track,
substituting 70-lb. rail in concrete for the lighter old
rail, which was laid in natural soil. Consequently, at
the close of the first year's operation the new owners
found themselves with three times as much investment
in the property as there was the year before, and not-
withstanding that the city was showing a healthy
growth in population the earnings were decreasing
each day.

This company has never had any jitney competition,
but its competitor was found to be the accommodating
automobile owner who picked up a load of friends who
were on the corners waiting for the street cars. A sur-
vey showed that the friendly automobile was hauling
about as many passengers as the street cars. To beat
the accommodating friend it was decided to cut the
headway in half. Obviously this would be impossible
if the operation costs would double, so we were forced
to consider one-man cars. The controlling elements in
consideration were the public, the carman, the cars and
the electrical equipment.

The company placed an order for eight double equip-
ments of the "Wee" railway motor with the Westing-
house Electric & Manufacturing Company. This was
the first purchase of motors of this size, which have a
rating of 17.5 hp., at 600 volts, and weigh complete
about 800 lb. each. Eight all-steel cars with folding
doors and steps at each corner were also purchased.
These cars seat twenty-eight, and are 26 ft. long over
bumpers. The bodies are mounted on radial trucks,
with 9 ft. 6 in. wheelbase and 24-in. wheels. A feather-
weight air brake, in addition to a hand brake, sanding
apparatus, fare box and motorman's mirror complete
the equipment. The cars, fully equipped, weigh about
12,000 lb.

The subject of one-man operation was taken up with
the platform men. It happened to be an opportune
time, for they had just petitioned for a raise in the
wage schedule. They were called together, the condition
of the business was frankly stated to them and the new

May 20, 1916|

ELECTRIC RAILWAY JOURNAL

947

equipment was described. They were asked to assist in
working out the problem and increased wages were
promised if they would do their share toward making
the undertaking a success. The men enthusiastically
entered into the new order of things.

The public was next notified of the proposed change
through the local press. The new cars were described
and the increase in service was emphasized, with sat-
isfactory results. The newspapers and many citizens
have commended the service. The company is now giv-
ing a five-minute service each way through the busi-
ness district of the city.

The earnings before the one-man cars and increased
schedule were put into operation had been decreasing
10 per cent to 15 per cent each month over the same
month of the previous year. For the three months of
this one-man, ten-minute service the earnings have in-
creased 29.7 per cent. The five cars formerly operated,
each equipped with two 35-hp. motors, made 737 car-
miles daily and used an average of 1336 kw.-hr. Ten
cars are now operated, making 1356 miles and using
1708 kw.-hr. Eight are equipped with 35-hp. motors.
In addition a work car was in use on construction work.
However, charging all of the energy to the passenger
cars, we were able to operate 84 per cent more car-mile-
age with only 27 per cent more energy.

The total result has been to increase the car-mileage
84 per cent, to decrease earnings 15 per cent per car-
mile and to decrease operating expenses 37 per cent
per car-mile. The car-mileage has not been increased
100 per cent because 1600 ft. of track on one line has
been torn up for the past six months. This fact, to-
gether with the increased wages paid the car men, the
extra power required and the wages of one extra car
cleaner, account for the failure of the expenses per
car-mile to decrease 50 per cent.

The cost of journal-box lubrication for the five cars
which were in service for January, February and
March, 1915, was $45.08. The cost for the same months
in 1916 was only $9.31. Most of this reduction is due
to the use of a different method of lubrication on the
new cars. The power and speed of the small motors
have proved very satisfactory. As many as seventy-
eight passengers have been carried on one car up a 6
per cent grade with no difficulty. Our schedules are
all at the rate of 8 m.p.h., the same as when the cars
were operated by two men.

The car operator keeps a pad of transfers hanging in
front of him, and at the end of each trip he punches a
number of these, which are good on any one of the
other routes, so that when a transfer is asked for he
has only to tear it from the pad and hand it to the
passenger, thus avoiding any delay or loss of time con-
sumed in punching transfers as they are asked for.
We operate with a locked fare box but, as all lines pass
the office the men experience no trouble in keeping
themselves supplied with change. The "stop-look-and-
listen" rule is rigidly enforced at railroad crossings. A
comparison to show the tendency of one-man cars either
to decrease or increase accidents would, in my opinion,
be futile.

It is my belief that mental alertness and thoughtful-
ness on the part of the motorman is the controlling fac-
tor in preventing accidents. The one-man car is no
more "bonehead-proof" than is the two-man car. It
does, however, have some advantage due to the fact
that it is possible to have only one "bonehead" in its
crew.

As a consequence of the adoption of one-man cars it
has been possible for this company to give the com-
munity just twice the street railway service that was
formerly given and at the same time increase the com-

pany's earnings about 30 per cent, with an increased
operation cost chargeable to the one-man cars of only 6
per cent.

Missouri Association Holds Aquatic
Meeting

The C, M. & St. P. Electrification Was the Principal
Electric Railway Topic Discussed

THE convention of the Missouri Association of Pub-
lic Utilities was held on the steamer Quincy dur-
ing a cruise from St. Louis to Peoria, 111., and return.
The meeting was attended by 213 members and guests
and it was held on May 11, 12 and 13. Among the
guests were the mayors of four cities.

The program was largely made up of papers on light-
ing, industrial power and district heating. Of particu-
lar interest to railway men, however, was an illustrated
talk by J. C. Thirlwall of the railway and traction
department of the General Electric Company, Schenec-
tady, N. Y., on the electrification of the mountain divi-
sion of the Chicago, Milwaukee & St. Paul Railway.
He described the staggered suspension used in the power
lines to prevent flashing over and to permit the carrying
of higher potentials. Of interest also to railway power
plant men was the paper by W. D. Stuckenberg, presi-
dent of the Commercial Testing & Engineering Com-
pany, Chicago, who showed that tests of composite coal
samples properly selected are very representative of the
fuel a consumer receives.

At the executive session on the last day of the con-
vention the following officers were chosen for the ensu-
ing year: President, Hugo Wurdack, Light & Develop-
ment Company of St. Louis; first vice-president, Bruce
Cameron, United Railways, St. Louis ; second vice-presi-
dent, J. H. Van Brunt, St. Joseph Railway, Light, Heat
& Power Company, St. Joseph; third vice-president,
J. M. Scott, Kansas City Gas Company, Kansas City;
secretary-treasurer, F. D. Beardslee, Union Electric
Light & Power Company, St. Louis.

B. R. T. Motor-Car Maintenance

The thirty-one automobiles operated by the Brooklyn
(N. Y.) Rapid Transit Company traveled 222,975 miles
in the year 1915. The cost of maintenance averaged
7.76 cents per mile exclusive of operation, storage,
chauffeurs' wages and depreciation. This equipment
consists of seven touring cars, seven runabouts and
twelve service vehicles, of which three are electrics.
The condition of each machine is reported daily to the
shop for such minor attention as may be necessary, and
this is supplemented by a careful shop inspection
weekly. Defects are not permitted to become aggra-
vated and where general conditions require, usually
after 10,000 to 12,000 miles service, each car is thor-
oughly overhauled.

In addition to the above information, which was pub-
lished in the B. R. T. Monthly, the following details of
this automobile operation have also been secured:

Calendar Year 1915

Mileage — Touring cars and runabouts 130,572

Service vehicles 92,403

222,975

Cost
per Mile

Costs— Gasoline, electricity and oil $3,912.13 $0.0175

Tires and tubes 3,256.97 .0146

Motor pints and sundries 3,278.81 .0147

Shop tools and miscellaneous supplies 490.68 .0022

Shop labor 6,365.71 .0286

$17,304.30 $0.0776

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

Des Moines Front and Center-Door Cars

These Cars Combine Several of the Features of the Pittsburgh Low-Floor Cars and the Cleve-
land Front-Entrance, Center-Exit Cars, Provision Being Made So That Either
Method of Passenger Handling May Be Used as Desired

WHEN a new franchise was granted to the Des strength for safety and reasonable life, has governed
Moines City Railway Company, Emil G. Schmidt, the design. The car is of all-steel construction below
its president, promised the public that he would re- the belt rail, except for the floors, and in many in-
habilitate and modernize the property and place in serv- stances pressings were substituted for standard sec-
ice new cars which represented the most advanced ideas tions to keep down the weight. The inside finish is
in design and construction. After a careful study and plain, being designed particularly to facilitate car
a personal investigation of various types of equipment cleaning. Regarding this car, President Schmidt
in actual service, Mr. Schmidt decided on a combination states : "We have learned by experience that the public
of the Pittsburgh low-floor car and the Cleveland front- would rather ride in a plain car that was kept clean
entrance, center-exit car. It was found that a four- than in one that has elaborate ornamental trimmings
motor equipment was best suited for service in Des which collect the dust and dirt." In connection with
Moines, and the management preferred the small-wheel the adoption of a light-weight car, the management was
trucks used on the Pittsburgh cars to the larger trucks of the opinion that although this car might not last
used on the Cleveland cars. The low truck and the in- as long as the heavier types, the saving in power and
stallation of a slight ramp at each side of the center wear and tear on the track would more than offset the
door made it possible to reach the car floor level with loss due to a shorter life of the car. The principal di-
two steps, the one from the street being 14 in. and mensions are as follows:
the one to the car floor level being 12 in. ; — — — — — —

... ... -~ -» . y~... -~ ., ... i . Length of car body over buffer 45 ft.

All of the Des Moines City Railway's lines have loop Length of car body over dash 44 ft.

or wye terminals, hence the new car is single-end, and ^fhof car"1 boVove/aii .' .' .' \ .' .' .' .' ...............: 8*1"% !£

it seats fifty-four passengers. The rear half of the car width of car body over side sheets. 8„",.2# ,ln-

. ^T . ". ^ j , , . , ... Width of car body inside of wainscoting 7 ft. 11 In.

IS fitted With crOSS-seats, and a Circular seat IS bUllt Height from rail to top of trolley board 10 ft 10 in.

-rftimJ tv_ roQ_ ^ooHKiilo Trio frr.nt enrl nf trip par Height from rail to top of floor at bolster 2 ft 5 9/16 in.

arouna tne rear vestiouie. ine iront- ena 01 me car Height from ran to top of floor at center 2ft3i/i6in.

has cross-seats on one side and a longitudinal seat on ge!sj;t £rom rai.i V Apt step at center door ;,•}£!*■

,, ., ... . , . , . f . ., . Height from rail to first step at front door 11% in.

the other and thus provides a wide aisle for the ingress

and egress of passengers. At this time no definite The weights are:

plan of operation has been adopted for the new equip- £rucksdy it'ooo ib

ment, but it is of interest to note that practically any Air brake ' and' electrical equipment.' '.'.'.'.'.'.'.'.'.'.'.'.'.'. '.'.'.'.'. s^oooib.'

system of fare collection may be used. With the front Totai .33,0001b.

and center doors either the pay-as-you-enter or pay-as- ■

you-leave plan may be adopted, or the combination of This weight corresponds to 648 lb. per seated pas-

the two, such as is employed in Cleveland and known senger.

as the pay-as-you-pass plan, is equally adaptable to this The underframe is of the side-girder construction

type of car. with a continuous fish-belly girder on one side and a

The desire for light weight, consistent with necessary girder of the same dimensions on the operating side,

:'?."~'— ~".7""*t*:. :.::. :~v.. v.. :; .WwEmss?10 "^.^fs _ — +.

DES MOINES CAR — FLOOR PLAN AND SIDE ELEVATION

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

949

but with the special construction necessary to carry the
stresses around the center door opening by way of the
underframe, and the side plate and letterboard. Verti-
cal stresses due to car loads and track conditions are
cared for by the side girders, the floor system merely
serving as a means of transmitting stresses to the gir-
ders.

The side sills, which also serve as the bottom flanges
of the fish-belly girders, are formed of %-in. x 2y2-in.
t x 3-in. angles extending continuously from buffer to
buffer. The buffers are 5-in. 6%-lb. channels, bent to
[ form the car ends, securely riveted to the side sills and
provided with yg-in. x 261/2-in. anti-telescoping plates
which extend the full width of the car body. Essentially
the underframing is composed of the vestibule panels
at each end of the car, the two panels containing the
body bolsters, and the panels forming the central por-
tion of the underframe. Both the vestibule and the
bolster panels are braced diagonally, but the central
panel contains simply longitudinal and transverse mem-
bers. Two 4-in., 5^4-lb. channels, spaced 15 in. back-
tc-back, frame into the buffers and are riveted to the
fish-belly cross-sills at the body corner posts. All the
cross-sills are of the fish-belly design and are pressed
from steel 3/16 in. thick.

The body bolster construction also is somewhat un-
usual in that it is composed of two-pressed steel fish-
belly channels made of 5/16-in. steel and fitted with a
top cover plate % in. x 11 in. extending the full width
of the car body, and a bottom cover plate 7/16 in. x 11
in., also extending the full width. The two bolsters
frame into the side girders, which are reinforced at
this connection, and they are provided with side bear-
ings which will permit a 5-ft. 6-in. wheelbase truck to
operate around the 45-ft. center radius curve. The fish-
belly girders are built up of 3/32-in. plates with the %-
in. x 2y2-in. x 3-in. angle side sills forming the bottom
flanges, and a %-in. x 3-in. steel plate forming the top
reinforcement. A uniform post spacing of 2 ft. 6 in.
has been adopted, except for the panels at each side of
the center-door opening, where the spacing is reduced
to 2 ft. Girder stiffeners are provided at each side post
by riveting %-in. x 1%-in. x iy2-in. angles to the web
plate. Each joint in the girder side plate is spliced
with a 3/32-in. x 5-in. plate. It is also of interest to
note that the side girders extend into the vestibules
from the front-entrance door opening to the rear-vesti-
bule corner post.

That portion of the body above the belt rail is built
of wood. Ash side posts support the iron carlines
which are made of the %-in. X 1%-in. bars bent in one
piece to the contour of the roof, extending between the
side plates and bolted securely to them. The side
plates, deck sills and plates are of long-leaf yellow pine
and extend the full length of the car body. The deck
mullions, the end transoms and the carlines are made
of ash, and the carlines are placed one over each post
and one between posts. The body roofing is of tongued
and grooved y2-in. poplar, and the hood roofing is
formed of two thicknesses of y4-in. basswood. Cover-
ing this roof is the usual 8-oz. cotton duck laid in white
lead and oil.

The body floor is built of a single thickness of
tongued and grooved yellow pine, depressed along the
aisles and provided with hard maple floor mattings. A
2y4-in. ramp extends from the body bolster to the side
of the center door opening. A tapered flat-front type
vestibule and a straight rear vestibule were adopted
for these cars. The outside of the vestibule is sheathed
with 14-gage sheet steel between the buffer and the
sash rail.

Each vestibule is fitted with three drop sashes, the
one at the right of the motorman's position being made
in two parts and the upper or Gothic sash is arranged
for a Keystone illuminated sign. The rear center ves-
tibule sash is also made in two parts and arranged for
an illuminated sign. Sashes in the sides of the car
are single and made in two parts, of which the upper
one is fixed and made in continuous lengths. The lower
sashes are of the Forsyth beadless brass type, and they
are provided with two spring sash locks and bottom-
cushion weather stripping. The deck and transom
sashes are all stationary, and five of the deck sashes on
each side of the car are provided with automatic ven-
tilators.

The lighting system for these new cars follows the
Cleveland standard and includes five 92-watt Mazda
lamps in series, fitted with Alba shades and mounted
along the center line of the deck ceiling. A spare lamp
is connected with a Nichols-Lintern selector switch so
that it can be instantly cut into the circuit in case any
one of the other five lamps fails. In addition to these
lamps for general illumination, five 23-watt tungsten

DES MOINES CAR-

lamps are distributed in the sign boxes at the front
vestibule step opening, over the fare box, and in the
head lamp.

Two sections of two-leaf folding doors, arranged with
an operating mechanism under the control of the con-
ductor, close the center openings. The front opening
is closed with one set of two-leaf folding doors and
fitted with an operating mechanism of the overhead
type which is under the control of the motorman. All
the steps are stationary and provided with Mason car-
borundum safety treads. Incidentally, the two center-
door openings and the front-door opening are all of
the same width, being 2 ft. 9 in. in the clear. The gen-
eral arrangement of the car body is shown in the plan
in one of the accompanying illustrations, and the inside
finish is in light cherry of a plain, sanitary design. The
wainscoting between the floor line and the window stools
is of steel, and the headlining is Veosote.

Other specialties include Pantasote curtains, Rexall
metal rollers and National Lock Washer Company's cur-

950

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

tain fixtures, Consolidated Car Heating Company's sig-
nal buzzer system, Sheraduct conduit, Crouse-Hinds con-
dulet fittings, Peacock staffless hand brakes, Wyoming
sand traps and Ohio Brass Company's sand valves,
Automatic ventilators, Keystone destination signs,
Golden Glow incandescent head lamps, Heywood Broth-
ers & Wakefield Company's rattan upholstered pressed-
steel seats, Peter Smith Heater Company's forced-cir-
culation, hot-air heaters, International R-5 type regis-
ters, H. B. Life-guard fenders, General Electric air
brakes, McGuire-Cummings trucks equipped with 24-in.
Griffin F. C. S. wheels, Symington malleable-iron jour-
nal boxes, More-Jones Brass & Metal Company's jour-
nal brasses, Railway Materials Company's brakeshoes,
Hartman self-centering center bearings and Perry anti-
friction side bearings. General Electric Type 25-A,
fully ventilated, multi-fan, light-weight motors and K-35
control, were also adopted for these cars.

Iowa Association Changes Name

At the Closing Session of the Dubuque Convention

Maintenance Was Discussed, Officers Were

Elected and the Constitution Was Revised

THE closing session of the Iowa Street & Interurban
Railway Association's convention at Dubuque, Iowa,
was held during the morning of May 12. John Suther-
land, master mechanic Tri-City Railway, Davenport,
read the paper on "Inspection and Maintenance of Roll-
ing Stock," abstracted in last week's issue. C. M. Feist,
master mechanic Sioux City (Iowa) Service Company,
opened the discussion by emphasizing the importance
of keeping men constantly at particular repair jobs, so
that they may become expert. He said that the main-
tenance of rolling stock equipment had not been very
expensive with his company because all old-type motors
had been replaced with new interpole motors about five
years ago. Since making the change not a single com-
mutator had been turned, whereas the old-style motors
had to have their commutators turned and slotted every
six or seven months. Mr. Feist also said that armature-
bearing life had been prolonged by broaching the bab-
bitt linings. The inside diameters of these bearings were
babbitted slightly scant, and the broaching compressed
the babbitt to the correct diameter. This process made
the metal both denser and smoother. O. S. Lamb said
that it was difficult at times to get the management to
purchase modern equipment to replace the obsolete. In
many instances it would be economical to scrap old
motors and cars and purchase modern motors and lighter
cars. President Leussler closed the discussion by sug-
gesting that the best way to convince a management
of the economy of a change in equipment was to submit
to it carefully prepared data.

In the executive session which followed the constitu-
tion and by-laws of the association were amended,
changing the name to the Iowa Electric Railway Asso-
ciation, and permitting manufacturing companies to be-
come members for an annual fee of $10. Representa-
tives of manufacturers will receive the same privileges
as the railway members except that they cannot serve
on the board of directors or vote on matters pertaining
strictly to railway methods, standards or rules. The
field of the association was also extended to include
Nebraska.

Following the report of the resolutions committee, E.
C. Allen, general manager Cedar Rapids & Marion City
Railway, was elected a director of the association and
its president; C. E. Fahrney, general manager Ottum-
wa Railway & Light Company, was elected vice-presi-
dent, and H. E. Weeks, secretary and treasurer Tri-City
Railway, was re-elected secretary and treasurer.

Some Comments on Public Utility
Commissions*

Utilities Are Natural Monopolies and Duplication of

Service Produces Wasteful Competition —

Centralization of Control in Competent

Commissions Is Advantageous

to the Utility

BY SAMUEL INSULL
President Commonwealth Edison Company, Chicago, 111.

PUBLIC utility business as a whole, including tele-
phone, electric, gas, steam and electric railways,
receives operating revenue of upward of $4,313,000,000.
Of this amount one-third is received by local public
utilities. This business yields $985,000,000 annually
and it pays more than $2,000,000 in taxes. It is capital-
ized at $25,000,000,000, which represents assets of about
$30,000,000,000. Public utilities pay more than $1,750,-
000,000 annually in wages and salaries, and they employ
2,250,000 men. About two-fifths of the capital employed
is for local utility business, and it also pays about the
same proportion of taxes. The ratio of capital employed
to revenue produced is of the order of $5 to $6 of cap-
ital to $1 of revenue. In other words, this shows that
the public utility business as a whole is among the most
conservatively capitalized of any class of business. The
utility business is not over-capitalized, but its assets
exceed the capitalization. Instead of apologizing to
those who criticise our economical situation we should
refute their arguments with the foregoing figures,
which were taken from the Federal census reports. I
am a great believer in hitting back, and if critics will
take the broad general view they cannot help but be
convinced by these census figures.

The public utility business to be economical must be
a monopoly. Duplication of investment should be pre-
vented by refusing to grant competitive franchises. It
has been a good many years now since politicians came
to the conclusion that the public utility business must
be a monopoly. I have given a great deal of thought
to public utility regulation. About eighteen years ago,
as president of the National Electric Light Association,
I read a paper in which I indorsed regulation on the
ground that for economical reasons public utilities must
be monopolies. [Mr. Insull then read portions of this
address. J Franchises granted to utilities should obtain
the same rights for their security-holders as those given
to other investors.

Public utilities perform a public function, and for
that reason there is no question about the right of
states to regulate them. Since it is granted that the
business must be a monopoly the state must see that
the price of service is based on the cost and a fair re-
turn. This is a fundamental, inherent right of the
business. The establishment of commissions was due
to the failure of competitive franchises, and also to a
failure of public utility officials to realize their respon-
sibilities. Many of them were in the habit of charging
all the traffic would bear, or they were ruled by a desire
to possess themselves of the other man's property. I
want to sound a note of warning against the practice of
disregarding the rights of existing public utility cor-
porations operating in a given territory. I have yet to
find a case where it was good business deliberately to
invade the territory of another utility. Since I became
connected with the public utility business I have started
twenty-five or thirty different utility corporations, but
I have never found it economical or desirable to parallel
another man's investment. On the other hand, if my

•Abstract of paper read at the meeting of the Iowa Gas, Electric
Eight, Street & Interurban liailway Association, in Dubuque, Iowa,
on May 11, 1916.

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

951

rightful territory is invaded I will fight back relent-
lessly.

After years of experience and consideration I cannot
see any other solution of the public utility problem than
through strong regulative bodies. The more centralized
and powerful they are the better they are for all public
utilities. If there is anything wrong with my business
I want to know it, and the best way to find it out is for
high-class men with the regulative viewpoint to inves-
tigate it. I understand that this view is not popular
in Iowa and elsewhere, nevertheless I am very certain
that the best results can be obtained by state commis-
sions. In Illinois, home rule for Chicago is being urged,
and probably will be granted. I consider such a move
a step backward. Thirty-three states now have com-
missions with jurisdiction over public utilities. This
is sufficient evidence that the trend is in that direction.
A large proportion of the people may think wrongly on
some problems for a time, but they will hardly make a
mistake on fundamental questions.

Commissions are in a fair way to substitute arbitra-
tion for war between the public utilities and the public.
In Idaho, for instance, the state commission ruled in a
certain case that it would not be placed in a position of
throttling ambition by fixing a rate of return. Such a
ruling creates greater incentive for better management.
If the laws creating a commission are properly drawn,
and permit the employment of competent men, they, as
a rule, after a few years of experience, see the necessity
for changes in the laws affecting public utilities, and
will champion a move to that end. Commissions have a
right to regulate in the way that best suits the purposes
of government, and they ought to exercise that right.
The changes taking place in the utility business are not
confined to any one community, and local regulation
cannot much longer remain effective. Regulation gives
much greater permanence to investment, and in the final
analysis we cannot have regulation without protection.

One of the greatest disadvantages of commission
regulation is the possibility of the creeping in of poli-
tics. It would be the poison and ruin of any regulative
body, and it is our business to decry the commission's
being used for political purposes. Regulation inter-
feres with our liberties of action, yet it is very good
discipline. Some human beings, when working for large
corporations, are apt to feel a little bit "sot up," and
regulation is good for that ailment. Public utilities
cannot keep their power without the good-will of the
communities they serve, and regulation is a great aid
to this end.

One very serious question in commission regulation
is to what extent such a scheme is disastrous to enter-
prise. If the businesss is run too much by rule the
initiative and enthusiasm of the operators may be un-
favorably affected. This is a very serious considera-
tion and deserving of much thought. Moreover, states
are not in the habit of bidding as high for brains as
utility companies. If the price only permits the hiring
of relatively cheap commissioners instead of obtaining
high-grade men, the commissions are very liable to hold
the men of great finance in distrust. Such commissions
also, when newly appointed, think their function is to
prosecute and persecute public utility companies.

The census figures show the enormous amount of
money invested in the utility business, and that money
has rights under all circumstances. The capital in-
vested is not owned by a few, but represents the sav-
ings of the workers of this country, the widows and
orphans. It is a mistake for anyone to claim that the
captains of the industry own the utilities, when, in fact,
they own relatively a small proportion. Utility security-
holders have a right to protection as much as anyone.

It is a wise policy for utilities to get their employees to
invest in their securities. Such a policy brings their in-
fluence for the utility and is an aid to regulative relief.

If public regulation fails public ownership will follow,
and I believe it should in that case. The success of
regulation is up to the public utility operators, and they
must recognize the principle that monopolies must be
regulated if privately owned. It should become our
duty to see that regulation is a success, because it is
to our own best interests. Argument that public regu-
lation is a failure is no argument against public owner-
ship. Present indications point to the fact that in but
a short time every state will have some form of regu-
lation.

It is fundamental that our best interests will be served
by maintaining cordial relations with our patrons and
commissions. One does not buy his goods from a man
who is disagreeable unless the goods are very cheap.
Cordial relations will give a bigger return on our in-
vestments than any other one thing. I believe in being
candid and aboveboard in my relations with the public.
I believe in taking them into my confidence, not as a
favor but as a right. We get our income from them
and are dependent upon them for our success.

Small and large companies alike need initiative and
enterprise in developing a public utility business. Do
not manufacture your product when you can buy it
cheaper. The increase in the business will be enormous
in the next few years, hence it is wise to have a broad
policy as to rates. In other words, do not be afraid to
sell your product too cheap. We public utility men
have a great opportunity to benefit ourselves. We
are more or less semi-public servants, however, and we
should not make the mistake of looking too much to
personal interests and not enough to community
interests.

U. S. Civil Service Examination for
Assistant in Transportation

The United States Civil Service Commission an-
nounces an open competitive examination on June 13,
1916, for assistant in transportation, for men only. From
the register of eligibles resulting from this examination
certification will be made to fill a vacancy in this posi-
tion in the Office of Markets and Rural Organization,
Department of Agriculture, Washington, D. C, at a
salary ranging from $1,800 to $2,400 per annum, and
vacancies as they may occur in positions requiring sim-
ilar qualifications, unless it is found to be in the interest
of the service to fill any vacancy by reinstatement,
transfer, or promotion.

The duties of this position will be to assist in the
rendering of practical service to producers and dis-
tributors of farm commodities, especially perishable
commodities, in every phase of the transportation prob-
lem, and to co-operate with both shippers and carriers
in raising the standard of transportation service and
in reducing the economic waste of foodstuffs in transit.

The division of statistics of the Interstate Commerce
Commission has just issued a preliminary abstract of
the statistics of common carriers for the year ended
June 30, 1915. This report includes tables showing the
revenues and expenses in detail, income statement,
profit and loss statement, balance sheet, operating sta-
tistics, particulars of equipment, etc., for railroad com-
panies having, with a few exceptions, annual operating
revenues above $1,000,000. The compilation also in-
cludes abstracts from the annual reports of the principal
express companies and the Pullman Company.

952

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

Papers Read at Lancaster

Conclusion of Pennsylvania Association Spring Meeting Report— Papers on Rush-Hour

Traffic, One-Man Cars, Accident Reserves, Training of Platform

Men, and Freight and Allied Service

IN the Electric Railway Journal of May 13, page headway is that better results are obtained by running
904, there was published a report of the proceedings trippers a few minutes ahead of the regular car and

going to the end of the line rather than splitting the
service and running only a portion of the trip. Men
employed running trippers are paid platform time ex-

"N the Electric Railway Journal of May 13, page
_904, there was published a report of the proceedings
of the Pennsylvania Street Railway Association at the
spring meeting in Lancaster, Pa., on May 9 and 10, with
the papers that were presented on labor, the Engineering

Manual and physical examination for employees. This cept when the cars are operated by regular men, who
issue contains the remainder of the papers dealing with are paid at the rate of time and one-quarter.

miscellaneous topics concerning the operation and man-
agement of electric railways.

Rush-Hour Traffic

BY P. T. REILLY

Superintendent of Transportation, Scranton (Pa.) Railway

In our city, where labor unions are so strong that
they are establishing their own working hours, the
rush-hour problem is being solved rather nicely. This
problem has been helped somewhat by a law passed by
the recent Legislature creating a shorter work day for
women. Thus instead of having the rush hour confined
to one hour in the morning and another hour in the
evening, as formerly was the case, it is in a measure
divided into several hours, both morning and evening.
One set of workmen commences at 7 a. m., another at
7.30 a. m., others at 8 a. m., while the clerks and others
go to work from 8.30 a. m. to 9 a. m. The time for

In the

quitting work varies from 4 p. m. to 6.30 p. m

mining industry, in which there are a large number of

workmen, employees are constantly going to and from surroundings, appreciates good-nature,

A careful checking and study of our lines convinces
me that too many trippers can easily be placed in serv-
ice. Particularly is this true where a reasonably fre-
quent and regular service is maintained on the line.
Years ago when cars were small and tracks were bad
and service was slow and irregular, it was more of a
hardship to ride in a crowded car in rush hours than it
is now considered to be because the cars are so much
faster that one is rarely crowded for more than ten
minutes. Trippers are expensive to operate. They
usually carry passengers in but one direction, and they
are not regarded with much favor by employees. If
too many are operated, dissatisfaction usually exists
among crews. It seems well, therefore, to make the reg-
ular service handle this so-called rush business so far
as it can reasonably do so.

I find the best method next to adding a small number
of trippers is to impress conductors with the habit of
being good-natured. This is a mental attribute which
costs nothing and covers a multitude of sins. The pub-
lic, whether in a crowded car or in spacious, comfortable

The conductor

work. As a rule each man employed in or around a mine
lives in close proximity to it so that we have no par-
ticular rush to or from work by employees of this in-
dustry.

While we have no very large manufacturing plants
located at some distance from the center of traffic, like
all street railways we have our rush hours. At the
beginning of the rush-hour period we make an effort
to see that all regular cars are running on scheduled
time. This is accomplished by closely checking the
cars at a given point and by placing inspectors at im-
portant junctions to assist crews and traffic. We oper-
ate twenty-seven lines of cars, and on lines where this
rush period occurs regularly every evening we meet it
by placing extra cars in service operated by extra men.
We also run what are called noon or half-day cars.
These cars go out from 10 a. m. to 11 a. m. and operate
till from 8 p. m. to 9 p. m. They either shorten up the
headway of the regular cars or run as a separate line,
doubling up the service as the schedule provides. The
number of extra trippers operated between 4 p. m. and
7 p. m. represents 20 per cent of the regular service.

We always make it a practice to see that our largest
cars are placed on lines where the traffic is heaviest.
Each line is watched carefully and checked occasionally,
and when it seems to require extra service we either add
trippers or shorten up the headway as seems most de-
sirable. We find that it is more satisfactory to do this
voluntarily and bring the attention of the people to the
increased service we are rendering than to wait for
some citizens' committee to call or send in a petition or
to wait for public criticism.

One of the interesting things we learned in the hand-
ling of tripper service on lines that have fairly frequent

who is trained to smile instead of to frown and who will
take an interest in his passengers goes pretty far into
the solution of the crowded car. One of the difficult
problems of the rush-hour traffic is the person who
stands in the middle of the aisle of the car and refuses
to move so that passengers can pass. This fellow is
somewhat of the impression that no seat means no fare.
He does not stop to think there is a seat for him_ in
the car directly following. He has a grouch. This
grouch is often contagious and spreads among the other
passengers. In handling this well-meaning passenger,
much depends on the conductor. The stern command to
move up front will not move him. He only becomes
more stubborn. Politeness, however, will usually do the
trick. The conductor who can say diplomatically, "Will
the gentleman in the aisle be kind enough to move for-
ward?" will usually put him in motion and permit pas-
sengers to move more freely.

Another helpful agent is the public press. We must
recognize the fact that newspapers are the teachers of
the people. An article now and then relative to manners
on the street cars helps a great deal. The effect of
their work in this respect is shown by the fact that in
a few seasons they made the so-called "end-seat hog"
on open cars so unpopular that it is now hard to find
one. The people will not be driven, but they will fol-
low gentlemanly treatment and advice. Occasional
newspaper articles telling about the good service and
improvements contemplated will put people in a pleasant
frame of mind, and when they believe they have good
service and are boosters of their local road, many of the
difficulties of rush-hour service are overcome without
additional expense.

My experience has been that passengers properly

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

953

treated during the day with a regular, reasonably fre-
quent service do not complain much against the strap.
By giving the public the best you have with due economy
of operation, and truthfully assuring them that it is
the best at your disposal, they are willing now and then
to put up with a little inconvenience, but do not incon-
venience them too much or keep at it too long. Show
them by increased service occasionally that you are glad
to have them in the cars and have it known that they
will be properly treated as passengers. See that the
conductor attends to business, calls streets intelligently
and accurately, that he and his car are neat, clean and
tidy, and have him understand that he is employed to
serve the people.

The street railway company is like the merchant who
wants friends. When you call on a merchant who is
your friend, if he is busy, you are glad of it. You do
not tell him he ought to build another store, just to ac-
commodate you. The people who are the friends of a
street railway — and every man, woman and child ought
to be won as a friend of the company — will not kick
if they find the company busy and prospering. It is
usually some employee who is the cause of making ene-
mies for the company. The untidy conductor disgusts
lady passengers. A loud, talkative and inattentive con-
ductor disgusts men. It is no hardship on the crew to
insist that they do the work for which they are paid
and that they give extra attention to their passengers
when the car is crowded. I think we will all agree that
next to providing some extra cars and good equipment
with wide aisles and a reasonably fast schedule, a neat,
tidy, courteous crew, who know their business and at-
tend to it, is the most important factor in the solution
of the rush-hour traffic.

One-Man, Light-Weight Cars

BY W. E. MOORE

Consulting Engineer, Pittsburgh

The one-man, light-weight car is not new. John
Stephenson more than fifty years ago built such cars
for New York City, and at the same time he embodied
conveniences for fare collection and handling the car
by the driver. These early cars, seating from twenty
to twenty-five passengers, weighed less than 2 tons.
They were often of the "bob-tail" variety without rear
platform but with a center rear door and step, the
door being controlled by a strap running forward to
the driver on the front platform. A fare box was
located in the front bulkhead within convenient reach
of the driver, in some cases supplemented by a slotted
top, inclined nickel chute or carrier.

These cars exemplified in their design, choice of
material and construction a high degree of skill and
good judgment on the part of the builder. The bodies
of the first cars were framed of ash carlines and stan-
chions with poplar cove and convex panels, glued and
"scrimmed." The sash were often but % in. thick.
The trucks were of trussed construction, framed of
light iron forgings, with malleable-iron journal boxes,
spring seats, etc. The springs were of the coil pattern,
cushioned on rubber buffers. The axles were usually
2% in. to 2V2 in. in diameter, with 24-in. to 30-in.
wheels, and weighing 140 lb. to 180 lb. each.

With the advent of electric traction numerous house
carpenters entered the car-building business and offered
their clumsy, ill-proportioned wares, painted in gay
colors, lettered in gilt and ornamented with numerous
brass trimmings, to the trusting and unsuspecting
street railway magnates, who vainly vied with each
other for the largest and the heaviest cars, weight even
having been made a strong talking point by the car

builders. Many cars were put upon the market weigh-
ing 35 tons to 55 tons, a weight per passenger seat
ranging from 1200 lb. to 2000 lb.

Thomas Elliott, then mechanical engineer for the
Atlanta (Ga.) Railways, seems to have been the first
fully to appreciate and preach the fatal results which
were sure to come from such ill-conceived and useless
extravagances. Some eighteen cr nineteen years ago
he developed that type of car, now so popular, which
does away with the hog chain and over truss and
wooden boarding on the sides. He substituted therefor
a sheet of steel of a length extending from end to end
of the car and around the corner posts to the door open-
ings and of a depth from the window rail to the bottom
of the car sill, thus embodying a complete girder side
construction and sheathing for the car. Notwithstand-
ing the fact that a number of such light-weight steel-
side cars were operated and were described in the tech-
nical journals, it required more than a dozen years
before street railway men and car builders began to
note the advantages of this light-weight, durable con-
struction.

Now the financial tide has turned adversely for elec-
tric railway enterprises, and street railway managers
are compelled to abandon many things not absolutely
necessary. The light-weight, one-man car, while it
cannot be said to be a panacea for all of the street
railway man's ills, nor a remedy for lost returns on
money wasted for heavy equipment, does, however, offer
great hope for reducing expenses, increasing travel and
knocking out jitney competition in many localities. Its
popularity is attested by use on one hundred railways
in the United States.

Keeping pace with the call for reduction in weight,
low cost of construction and operation has required
innovations and advances in the design, material and
construction of car bodies, trucks and electric motors.
The light-weight, one-man car is generally smaller than
the ordinary single-truck car, although it usually seats
more passengers than did the single-truck car with 20-
ft. body. It usually seats twenty-five to thirty pas-
sengers and is from 25 ft. to 30 ft. long over bumpers.
It should weigh, ready for operation, not more than
10,000 lb. Such a car can be bought, complete with
trucks and motors, for $2,500. The weight is distrib-
uted about as follows : Body, 5500 lb. ; truck, 2300 lb. ;
two motors each developing about 30 hp., 800 to 900
lb. each. Chilled-iron carwheels are now available at
a weight of approximately 200 lb. each.

The entire equipment has been refined, even down
to the brakeshoes, which weigh 13 lb. and cost 25 cents
each as compared to those of the old type, which weigh
30 lb. and cost 60 cents each.

The truck design of the new cars has been worked
out with coil springs operating in series with semi-
elliptic springs, so that the riding qualities are superior
to any single trucks heretofore marketed. Teetering
is practically absent, due partly to the long wheelbase,
generally made 9 ft. or 10 ft. This is permissible be-
cause the submergence of flange of the 24-in. wheel in
the guard-rail grooves is shortened to the extent that
the 10-ft. wheelbase truck will round short-radius curves
about as easily as the old 8-ft. truck with 33-in. wheels.
The improved riding qualities of these trucks are re-
markable; in fact, these cars ride practically as well as
the jitneys.

Steel-side car construction has reduced the thickness
of the car side to 1 in. or less, giving a corresponding
increase in the aisle width ranging from 6 in. to 8 in.
Coupled with the savings in power, track maintenance,
wheel and brakeshoe wear by reduction of weight, the
economy of the light-weight, one-man car has been

954

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

greatly increased by the simplification of the body and
wearing parts. For instance, the doors have been so
designed that no mechanism is required for their opera-
tion, and the old-style hinges have been replaced by
continuous, durable hinges of "piano-box" construction,
incidentally keeping out cold air and excluding dirt.
The trucks have been so designed that the wearing
parts are unusually accessible. An axle with wheels
may be removed by simply loosening U-bolts from the
journal box, while the brakeshoes may be readily re-
placed and adjusted by means of a single nut.

The light-weight cars for many cities or suburban
routes are equally as fast in loading and schedule as
the two-man cars. For instance, with 500 volts at the
trolley wheel, and a load of twenty passengers, an
acceleration of l\'-> m.p.h. per second can be assumed.
With a braking rate equal to that obtained on air-brake
cars and assuming ordinary grades and six-second stops,
the following schedule speeds can be obtained: Five
stops per mile, 11.4 m.p.h.; five and one-half stops, 11
m.p.h.; six stops, 10.7 m.p.h.; six and one-half stops,
10.3 m.p.h.; seven stops, 10 m.p.h.

The greatest economy of these cars is due to their
light weight and the elimination of the conductor. In
other words, the platform labor has been divided by two
where one-man cars have been installed as a rule.
There are, however, exceptions in some cities where
the travel is unusually heavy on one end of the line for
certain hours of the day. In such case it is customary
at such heavy hours to put on a "swing" conductor, who
rides out to the first passing point and collects the
fares, swinging over to the next car and returning to
the starting point for another swing run. In some
other cases where the car line runs through a city with
a fare zone in the city and other fare zones at either
end it is occasionally essential to put on a conductor
to take up the fares in the middle zones, leaving the
motorman to collect the fares from the passenger board-
ing the car in the outer zones.

In~the case of some eighteen cars operated under the
direction of the writer on four street railway lines,
there was an approximate saving of $5 per car per
day in platform expense. Under ordinary conditions
one-man, light-weight cars require a maximum of %
kw.-hr. per mile as against 1% to 2V2 for the ordinary
single-truck, two-man car, weighing 10 tons to 15 tons.
This saving in power, at IV2 cents per kilowatt-hour at
the trolley wheel, and a mileage of 180 per day, usually
amounts to $2 or $3 per day.

It has been found that the 200-lb., 24-in. chilled car-
wheels have two-thirds the life of the 600-lb. 33-in.
wheels, as a rule. That is, the wheel cost is reduced
to approximately one-half, with a corresponding saving
in rail wear and joint maintenance. Many recent im-
provements in light-weight motors have reduced the
cost of motor maintenance to less than one-half the
former cost per motor-mile. The 25-cent brakeshoes
have been giving an average life of 7500 miles.

Actual records of the claim department show the
percentage of miscellaneous accidents to have been ma-
terially reduced, while boarding and alighting accidents
have been practically eliminated. Collisions with
vehicles seem to have been reduced by reason of lighter
weights and more quickly operated high-efficiency
brakes. New trucks have been developed with hand
brakes which require practically no more labor to oper-
ate than air brakes, as the brakes are applied with onlv
half a turn of the crank handle and a moderate pull
on the brake handle is sufficient to skid the wheels.

The introduction of the steel-sided car, with the elimi-
nation of the bulkhead and double sliding doors, to-
gether with the simplification of the trucks and wear-

ing parts, has reduced car maintenance fully one-half.
In other words, the light-weight, one-man car can be
said to cost approximately one-half to operate, less than
one-half for power, about one-half for platform ex-
pense, one-half for maintenance, one-half for track
wear, all with a smaller proportion of accident expenses
per passenger. With such cars it is feasible to double
the number of trips, thus increasing the convenience
to the public, with a resulting increase in traffic and
at the same time keeping within the present limit of
operating costs. This makes most effective competition
for jitneys, as there is nothing equal to frequency of
service for building up travel, especially in those cities
where the traffic density is such that it is impracticable
with the old two-man, heavy-weight car to operate less
than a 15-min. headway.

These cars, like other advances in the arts, have their
drawbacks. The labor unions object to them, and in
some cases incite remonstrance on the part of the public,
because each car eliminates the necessity for one man's
labor. Such objections can usually be overcome when
putting on the new cars by doubling the headway.
Where this is not necessary, it may be best to give the
motormen on the one-man car a cent or two per hour
more than the other motormen.

It is not claimed that the light-weight, one-man car
is a "cure all." It nevertheless is a remedy for many
of the railway man's troubles which come from over-
investment and high operating expenses. Some new
railway projects which were not feasible otherwise will
become so with these cars, for 50-lb. rail can be used
where 70-lb. rail has been required. There will be a
corresponding difference in bridges, power stations,
lines, etc. It is believed that these cars will be the
salvation of many properties which are now in a pre-
carious financial condition.

Training Platform Men

BY W. A. HEINDLE

General Superintendent Southern Pennsylvania Traction Company,
Wilmington, Del.

The method in vogue for training platform men is
hardly worthy of the name. Good motormen and con-
ductors are born and not made. Some men take to it
naturally and are fitted for the job. It is a true state-
ment in that selecting proper men 50 per cent of the
usual training is accomplished.

The question of how to secure such trainmen is a
very important problem in every street railway opera-
tion. The grade of men available and offering for such
employment is rapidly deteriorating. This may not be
true in isolated sections, but is certain in the larger
industrial territories where diversified employment is
offered. In the early days of electric railways, motor-
men and conductors were hired with the prospect of
permanency. Now, however, social unrest, the labor
agitators, unionism and the scarcity of employees in the
homes of the "war brides" are strong factors affecting
the problem of the operators of our cars. Competition
and search for men has been extremely keen. Agents
of the munitions companies have boarded our cars and
solicited motormen and conductors to file application-
for employment with promise of several years' work and
much higher wages than our standard. The magnetism
of high wages proved irresistible to numbers of men who
had been with the company for years.

An applicant to our company is required to fill out
blanks giving the usual information as to age, training,
home address, reference, etc. If he appears suitable
for the job, forms are sent to parties referred to, and
should the replies be satisfactory the man is employed.
All papers are filed and a card record is kept of each

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

955

employee, giving date of appointment, badge number,
record of accidents, reprimands, penalties, checks, etc.
Upon being hired, the student after receiving the com-
pany's book or rules and a short general talk by the
division superintendent, is then assigned to certain
motormen or conductors for breaking in. Learners are
given fifteen days on the various lines, being paid 75
cents per day. The instructing motormen or con-
ductors receive 25 cents per day in addition to their
regular wage. After being pronounced O. K. by the
regular, the student is put through the school of in-
struction and made familiar with all the equipment of
a model car. He is examined on the rules by the gen-
eral instructor or division superintendent and is finally
assigned to the extra list.

The new men are carefully watched by the inspectors
for several months, particularly with regard to reckless
running, the taking of chances and the handling of the
public. At each car barn the company has provided
club rooms for the use of the men. These are main-
tained by the Employees' Relief Association and are
fitted with pool tables and games and supplied with cur-
rent literature. At intervals all men, old and new, are
called together for an hour, at regular pay, and are
addressed by the heads of the departments, superin-
tendents, claim agents and occasionally by one of their
own number on topics of interest, such as "safety-first"
matters, prevention of accidents, fares and collection of
same, car operation, schedules, operation of signals,
courtesy and kindred subjects. These meetings serve
a dual purpose: (1) in giving the management an op-
portunity of talking direct to the men, and (2) in mak-
ing the men mix. Moreover, a healthy discussion of
the operating difficulties clears up many questions which
may arise.

A bi-weekly bulletin is written by the superintendent
of transportation and posted so that all may read. This
bulletin always records the number and nature of acci-
dents on the various divisions, how they might have
been avoided, articles on various phases of operation,
instructions for particular cases, commendation for
meritorious service, etc. That the meetings and bulle-
tins are productive of good results is shown by a reduc-
tion in the payments for accidents and damages from
5 per cent and 6 per cent of gross to 2 per cent in five
years.

I sometimes think that men of middle age, of settled
habits, are preferable to the younger men for car opera-
tion. The older men will be more careful and perhaps
will hold their jobs longer. I am also a believer in giv-
ing the employee the benefit of the doubt in all cases.
The discharge should only be resorted to for good and
sufficient reason. In some cases, if he is retained in
service, a serious accident will make a careful man of
one who was formerly reckless. This day of many auto-
mobiles and trucks takes the strictest attention and
carefulness on the part of the trainmen. We endeavor
to instill in the minds of our men that "safety-first" be-
gins at home. That it is up to us to look out for the
ninety-nine out of every 100 who will not stop, look and
listen for their own protection.

We should devote more attention to personal contact
with the men. The too-often used manner of some in-
spectors and superintendents in bawling out orders,
humiliating the men before the public, should give way
to a quiet word with the reason for such orders care-
fully explained. Make the men feel that they are of as
much importance in their place as the general manager
is in his, and that the company is worthy of their
loyalty and best endeavors, for loyal employees will
oftentimes in a large measure counteract any adverse
criticism of the service. If the motorman or conductor

appreciates his job, feels that he is the company's agent
and what he does adds to its weal or woe, he is an
efficient and loyal employee.

Handling Accident Reserves

BY H. D. ANDERSON

Assistant Comptroller American Railways, Philadelphia, Pa.

By establishing a reserve to care for the expenditures
in connection with accidents and damages, an equaliza-
tion of operating expenses for the current year is ef-
fected. If no amounts have been set aside within the
year measured upon such unit as may be gained from
the experience of past years, the true operating ex-
penses of that year will not be correctly stated in the
income account. If payments representing claims which
have accrued during past years are charged to the op-
erating account in any one year, it is an unfair burden
on the income account for that year.

As there is unquestionably a direct relation between
the number of accidents occurring and the number of
passengers carried to operating revenue from transpor-
tation, it is the practice of the American Railways to
base its accrual to the reserve account on a percentage
of the operating revenue from transportation, having
first determined from an examination of the accounts
for the previous year the exact percentage of payments
made. As a case in point during 1915 the percentage
of expenditures in connection with accidents to trans-
portation revenue on one of our companies was 0.64 per
cent. The company had been setting aside during 1915
1 per cent. After considering the balance in our re-
serve account and examining a schedule of unsettled
claims and suits filed (such a statement always being
prepared for this purpose at the close of the year), it
appeared that for 1916 it would be necessary to accrue
monthly 0.5 per cent of transportation revenue. In the
case of another company it was necessary to accrue 4
per cent. The percentage varies in our different com-
panies in connection with the physical character of the
territory ; the class of equipment used ; the class of men
that the company is able to obtain as trainmen, and the
result of systematic effort on the part of the manage-
ment to reduce accidents.

A study of the income accounts of the several sub-
sidiary companies for past years shows that this method
has been satisfactory. This method is apparently fairer
and more satisfactory than setting aside at the begin-
ning of the year an arbitrary amount and charging it
up in twelve equal installments. This latter method
does not show a curve, whereas in the method outlined
the accruals are of course largest during the summer
months when earnings are the greatest. Thus the large
earning months thus receive a fair proportion of the
yearly charge, and it is invariably the case that during
these same months the largest number of accidents
occur.

Some may object to this method on the theory that if
during any one year the company should be so un-
fortunate as to sustain a large number of very serious
accidents, then the accruals for that year having been
based on the previous year would not truly show operat-
ing conditions. For those who wish to draw a finer line
and attempt to fix in each month the approximate lia-
bility for that month, probably a better method would
be to compute the total amount of claims entered against
the company during the month and the actual payments
made on account of such claims. The ratio thus ob-
tained could be used as a unit for each month during the
fiscal period, but this method also has its weakness in
that the ratio would very probably in some months be
considerably out of line owing to the recovery of large
amounts by claimants. It may be said in this connec-

956

ELECTRIC RAILWAY JOLUtNAL

[Vol. XLVII, No. 21

tion that it has been the experience of the American
Railways that the final cost of claims settled is about 10
per cent of the total amount of claims filed.

After the reserve account has been established the
question may arise as to the disposition of the balance.
Should the money represented be invested in securities,
set aside as a special cash fund or retained by the com-
pany to be used as a part of its working capital? The
very nature of this account is that it is active, debits
and credits constantly being made, and it would seem
that the average company would find it more advan-
tageous to retain the money and use it as working
capital rather than to possibly at times be forced to
borrow cash and pay interest thereon.

After all the vital point for the companies' considera-
tion is that at all times the balance in the reserve ac-
count plus current accruals is enough to provide a suffi-
cient amount for the reasonable settlement of all out-
standing claims and possible future accidents within the
year to a reasonable extent. The fact that a large
credit balance may appear in the reserve account is not
always proof that sufficient provision has been made or
is being made. The balance may be apparent but not
real, and this condition may be brought to light by a
study of the schedule of the claims filed and of the claims
unsettled.

Freight and Express Service and Mail
Service Rates

BY J. E. WAYNE
Superintendent York (Pa.) Railways

The freight and express organization of the York
Railways consists of a general freight agent, whose
duties are soliciting and collecting, as well as clerical
work at the York warehouse. This agent, together
with two men employed as freight handlers, completes
the force at York. Warehouses are operated at Red
Lion, population 3000, 9 miles from York; at Hanover,
population 10,000, 20 miles from York, and Spring
Grove, population 1500, 10 miles from York. At each
of these warehouses one man is employed as agent,
doing soliciting and collecting as well as general work
about the warehouse. At times it is necessary to em-
ploy extra help, but under ordinary conditions one man
is able to transact the business in a satisfactory man-
ner. Reports are made daily by each agent of the
business done that day, and all money collected is for-
warded to the auditor.

Service and Equipment

We operate one trip daily except Sundays on four
suburban lines, on regular scheduled runs, and on one
line two trips daily except Sundays. The average daily
mileage is about 160, and the car hour average is 40.

We do not render pick-up and delivery service with
auto or wagon, for this could not be operated profitably
at the present rates. We do, however, give this service
with express cars where the shipper and consignee are
located directly along the track.

Between York and Red Lion, a distance of 9 miles,
an auto-truck line was started by outside interests,
making one round trip per day, picking up shipments
in Red Lion and delivering these in York and inter-
mediate points, and vice versa. This service lasted
about two weeks, and was discontinued as unprofitable.
There is, however, a stage line running over this same
route and carrying shipments as low as 5 cents, which
takes considerable business away from us. Although
the owner of stage acknowledges an unprofitable busi-
ness, he continues to operate.

The equipment consists of four double-truck box

motor cars, capacity 20 tons; two double-truck flat
motor cars, capacity 20 tons; three flat trailers, capacity
20 tons, and one dump car, capacity 20 tons.

Sidings have been installed at various points where
the customer has given some assurance of a large vol-
ume of business, the company installing the necessary
special work and the customer bearing the balance of
the expense.

Rates and Classification

The steam road rates in our territory were used as a
basis for rates, and with a few exceptions our rates are
similar to theirs. L. C. L. shipments with a few excep-
tions are classified according to the official classification
used by the steam roads. We do not classify any com-
modity less than fourth class.

C. L. shipments are not classified, all such shipments
being forwarded at the same rate, regardless of the
commodity, and charged for on a mileage basis. One
day is allowed for loading and unloading C. L. ship-
ments on trail cars. C. L. shipments consist mostly of
crushed stone, lime, brick and lumber. L. C. L. ship-
ments consist of groceries, hardware, feed, flour, beer,
milk, cigars and tobacco.

Milk

For shipment of milk we sell 20 tags for $1.50, each
tag good for transportation of one can with maximum
capacity of 6 gal., regardless of the actual number of
gallons contained therein. Double tags are required
for each 6-gal. can of cream. This makes a rate of
1.25 cents per gallon for milk and 2.5 cents per gallon
for cream. When shipped without tags, the charge is
2 cents per gallon for milk and 4 cents per gallon for
cream. These rates apply between any two points on
one line. One-half of each tag is lifted by conductor
and forwarded to the auditor, the other half, bearing the
name of consignor and consignee, remaining on the
can.

Transporting milk at our present rates is not very
profitable, and to make any profit it is necessary to
handle shipments on regular passenger runs, with the
exception of one line, on which we operate a milk car.
While we think rates should be higher, raising them at
present would encourage the use of motor trucks, two of
which are now being operated for this purpose. Daily
shipments consist of about 250 6-gal. cans.

Handling milk on passenger cars of course reduces
the seating capacity, and often causes cars to run late.
Several claims have been paid resulting from milk being
spilled on passengers. On our heaviest milk run it is
necessary to employ an extra man for three hours each
morning to assist in handling milk cans. On the arrival
of a car carrying milk at Centre Square, where all sub-
urban lines terminate, milk is either transferred to a
freight car or the car is run to a warehouse several
blocks away causing it to leave late on next trip.

Express on Passenger Cars

Express shipments are accepted on suburban passen-
ger cars at a minimum rate of 15 cents. Shipments
must be delivered to the car and prepaid, consignor re-
ceiving a receipt therefor bearing a 1-cent revenue
stamp, a duplicate of the receipt being retained by the
conductor to be turned in to auditor. The company does
not assume any liability for these shipments after they
have been placed beside the company's tracks at the
point of delivery as designated by the shipper. Claims
have been made for damage to goods after such deliv-
ery, but were always refused.

On city lines we accept packages for 4-cent ticket or
5 cents and do not issue receipt. The acceptance of all

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

957

shipments on passenger cars is left to the judgment of
the crew when no inspector is present, and only such
shipments are accepted as can be carried without inter-
ference with passengers or operation of cars. We are
now considering a plan whereby all shipments on pas-
senger cars will have the weight plainly marked thereon,
charge being made in accordance therewith.

Newspapers

Local newspapers are delivered to residents along
suburban lines, by being thrown off by the motorman
while the car is in motion. Frequently these papers
are attended to by employees, who happen to be riding
on the front platform. Rates of 25 cents per 100 lb.
and 50 cents per week per line are charged for this
service. This method of delivery is a great convenience
to the newspapers and patrons of suburban lines, but,
on account of the attention of the motorman being
diverted from his work, we have considered discontin-
uing it.

Out-of-town newspapers are charged for at the same
rate per 100 lb., but all shipments are made in bulk and
delivered to various points like express matter. Owing
to newspapers being delivered direct to passenger cars,
the weight is checked by our men only four times per
year for a period of one week, the company depending
on notification from the newspaper of any change in
weight. Average weight of newspapers is 200 lb. daily,
except Sunday, when about 4000 lb. are forwarded.

Competition

The low rates and convenience of the parcel post
have seriously affected our express business. We are at
present carrying very few small parcels compared with
the number transported before the inauguration of this
system. A sub-postoffice is located in each large de-
partment store where parcels formerly forwarded via
trolley are sent by mail direct from store to customer.
Many of these packages shipped by parcel post are
carried on our cars in mail bags, for which we receive
no additional revenue from the government.

The automobile is our most serious competitor. A
total of 75 per cent of revenue derived from moving
household goods has been taken away by auto trucks,
as well as a fair percentage of other shipments. The
passenger automobile is also detrimental to the express
business, articles formerly sent on cars being carried in
this manner.

Mail Service Rates

Mail service rates should undoubtedly be increased.
On our Hanover line we are now carrying mail with an
average daily weight of 1250 lb. Before the parcel post
system went into effect this weight was 400 lb. The
average weight per mail has increased from 100 lb. to
325 lb., and the number of bags or sacks from nineteen
to fifty-eight per day. As many as twenty-seven bags
are carried on one trip. On another line, average daily
weight has increased from 55 lb. to 400 lb., and weight
per mail from 9 lb. to 60 lb. We are still receiving 3
cents per mile, regardless of the number or weight of
bags.

The employees of the Chicago, Ottawa & Peoria Rail-
way, a subsidiary of the Illinois Traction System,
Peoria, 111., will have free use of cottages for their
summer vacation at a pleasant camping spot on the
banks of Au Sable Creek, 15 miles from Joliet, 111. The
summer colony will be known as the "C. O. & P. Camp"
and over the entrance will be the words, "Come and
Play." The cottages are being erected now and will
be ready for the use of the employees by June 1.

Jitneys in Rochester to Be Stopped

Up-State Public Service Commission Declares Elec-
tric Railway Must Constitute Backbone of
Dependable Transportation in City and Its
Development Must Not Be Retarded

HOLDING that the operation of 136 jitney buses on
the streets of Rochester will not meet the demands
of public convenience and necessity as well as will im-
provements in the street railway service, the Public
Service Commission of New York, Second District, on
May 19 denied the application of some threescore indi-
vidual operators for jitney bus certificates, covering
fourteen routes substantially parallel to the trolley lines
in that city. The dismissal of the jitney applications
is coupled, however, with recommendations for exten-
sions and improvements in the electric railway service
which the commission says must be made or another
application for jitney operation may meet with more
favor. The case is the first in which the jitney and the
electric railway have come before the commission on a
square issue of public convenience and necessity on a
large scale. All the commissioners concur in the opin-
ion. A report by Charles R. Barnes, electric railroad
inspector of the commission, on the transportation sys-
tem in Rochester, forms a part of the order.

The opinion, which was delivered by Commissioner
Emmet, reviews the history of the policy of the State
toward competition in the public utility field, pointing to
the change in this policy with the enactment of the
public service commissions law in 1907 from one of en-
couragement of competition to a policy of regulated
monopoly. This policy of regulated monopoly, the re-
port says, is not one designed to show favoritism to
extant interests but to protect the public itself, experi-
ence having shown that unrestricted competition in this
field invariably results in disaster to the competitors, in
which disaster the public has a prominent share. The
function of the jitney, according to Mr. Emmet, is to
supply service to streets and neighborhoods which now
have no electric railway readily available. He believes
that the time is not yet ripe to abandon the electric
street railway as the standard means of urban trans-
portation in this climate and finds that the operation of
jitneys in direct competition would so impair electric
street railway revenues and progress as to result in
defective service and the eventual death of the older
means of transportation.

Mr. Emmet's Opinion

Mr. Emmet says in part as follows:

"Possibly this would have appeared more clearly if
a single responsible company, instead of a number of
individuals whose only bond in common is that they
have been represented in this proceeding by a single
attorney, had applied for leave to operate enough im-
proved motor buses to take care of the same volume
of business that the individually-owned touring cars
included in this application would be capable of han-
dling over streets substantially identical with those
occupied by the street railway company. The grant-
ing of a certificate to such a competitor would at once
be recognized, we suppose, by every thoughtful per-
son, as equivalent to a decision that the commission
saw nothing further to be gained by encouraging the
further development of the electric railway system
in Rochester. And since arrested development, in the
case of any business enterprise, usually means slow
death, such a decision could only be taken to mean
that in our opinion the traffic needs of Rochester
would best be served by a gradual replacement of the
old by the new method of transportation. Now, as a

958

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 21

matter of fact, the commission believes nothing of
the sort. On the contrary, we are of the opinion that
the electric railway must for many years be regarded
as • the backbone of any dependable transportation
system in such a city. To arrest the development of
electric railways in Rochester would be to injure
greatly the city's growth and future prospects. And
the situation seems to us to be in nowise changed,
assuming the volume of competition to be the same in
either case, by the fact that the competition comes
from individual, and perhaps in some cases irre-
sponsible, owners of automobiles, instead of from a
single well-managed company. In either case the vol-
ume of competition contemplated by the present ap-
plication would certainly be large enough to interfere
seriously with any further immediate growth of Roch-
ester's electric railway system. And, in our opinion,
no dependable form of transportation, good alike in
winter and in summer, has yet been devised to take
the place of what Rochester would lose if further de-
velopment of its electric railways was to be discour-
aged and interfered with by the State.

■'What, then, is the proper function of the jitney?
Our answer is that, except in cases where the existing
street railway system obviously cannot or will not
supply the reasonable requirements of a community,
the use of jitneys, for the present at least, ought to be
confined to streets and neighborhoods which now have
no electric railway readily available. Further than
this, we seriously question, as a general proposition,
the propriety of extending formal recognition at this
time to automobiles of the touring-car type, as a suit-
able form of vehicle for carrying large numbers of
passengers at a low rate of fare over regular urban
routes. Such use cannot be otherwise regarded than
as unnatural and freakish. Without actually holding
that under no circumstances will the use of cheap
second-hand touring cars be countenanced by the Pub-
lic Service Commission of the Second District as a
regular means of transporting passengers for a low
rate of fare in a great city like Rochester, we feel that
we ought at this time at least to suggest that only in
cases of extreme urgency should such cars be em-
ployed in this way. Certainly we have not been im-
pressed with the belief that any such urgency exists
in Rochester at the present time.

"We realize, of course, that in every large city
people will be found who would enjoy making occa-
sional use of the jitneys, and in so far as our present
order interferes with the pleasure of these people, we
regret being compelled to make it. The problem be-
fore us would, of course, be a very simple one if we
were not required to give any particular considera-
tion to the effect of unrestricted jitney competition
upon the general problem of transporting passengers
in a large city, if all we had to do was to assist in
establishing transportation facilities which would
cater to the widest range of individual tastes. But if
that was intended to be our only function, it must be
perfectly obvious to everybody that Chapter 667 of
the laws of 1915 would never have been placed upon
the statute books at all. The present policy of the
State with regard to this matter is plain, and it is our
duty to carry out this purpose until the law under
which we are acting is repealed. This would be our
duty even if, as individuals, we disapproved of the
purpose of the present law. As a matter of fact, we
approve of it and regard it as absolutely essential,
from the standpoint of securing dependable trans-
Dortation facilities in our larger cities, that the law
should be enforced in such a case as this.

"It should be understood, however, that this com-

mission is by no means of the opinion that a cor-
poration like the New York State Railways should
never, under any conceivable circumstances, be sub-
jected to competition from other groups of investors
who are willing in a businesslike way to risk their
money in supplying better transportation facilities
to the people of Rochester. A situation may yet arise
which will require the bars to be let down and the
railway to be left to struggle for existence without
further State protection against wasteful competition.
Protection is being extended to it now because we
feel that, on the whole, the existing street railway
system of Rochester — viewed not as a mere money-
making machine operated for the benefit of its stock-
holders but as a public agency — is distinctly worth
saving in the interest of the people of Rochester. It
has performed very valuable services in the upbuild-
ing of Rochester and seems now to be in a position
where, with the help of the State instead of its hos-
tility, it will be able to solve the Rochester transpor-
tation problem satisfactorily. A further effort should
be made to get the very best results possible out of such
a system before condemning it as outworn or con-
tributing toward its eventual undoing. If that effort
fails, we will, as our order states, be prepared to give
further consideration to alternative methods of sup-
plying Rochester with a proper transportation sys-
tem.

"In reaching this conclusion, we have acted in
strict accord with what we understand to be the pur-
pose of the statute from which our powers have been
derived, and we hope that our decision will, on the
whole, be approved by the thoughtful citizens of
Rochester."

Mr. Barnes' Report

Mr. Barnes' report stated that while the transporta-
tion system of Rochester is not excelled by that in
any other city in the public service district the Sys-
tem is not being used to the highest degree of effi-
ciency. He recommended, among other things, the
basing of the schedules on fifteen-minute periods,
traffic checks to be made at the beginning of each season.
He suggested the installation of the company's own
telephone system, certain changes in the track lay-
out, and a number of lesser improvements. He stated
that traffic checks showed on the whole system 2.9 per
cent more seats furnished than passengers carried
during the evening rush hours and 8 per cent in the
morning rush hours. The respective percentages of
standing passengers were 17.8 and 10.5.

Mr. Barnes also included in his report a study of
the jitney traffic from two angles, one supposing that
the jitneys only supplement the trolleys, taking off
the passengers who now stand, and the other suppos-
ing jitneys to be substituted for trolleys entirely.

Under the former supposition Mr. Barnes showed
that the present applicants would have barely enough
cars for this purpose in the morning rush and not
quite enough in the evening rush. This service would
require that 304 jitneys an hour would have to be run
through Main Street between State and St. Paul
Streets during the evening rush hour. As checks
show that vehicles at present use this street at this
time to the number of nearly 450 an hour, the increase
of this traffic by 70 per cent would be a serious prob-
lem. If jitneys were substituted entirely for the trol-
leys, it would require something like 2000 cars oper-
ated at headways of from 5.4 to 37.8 seconds. This
would mean more than 6500 jitney movements through
Main Street in an hour, which, Mr. Barnes says, is
palpably impossible.

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

%
959

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

ASSOCIATION NEWS

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

Power Plant Construction, Labor Matters and Rapid Transit Were Discussed at Section Meetings-
Motor Vehicle Committee Met on May 19 — At New Haven C. H. Chapman
Described the Ideal Employee

OPERATION OF MOTOR VEHICLES
The meeting of the committee on the operation of
motor vehicles of the American Electric Railway Asso-
ciation was held at the New York office of the associa-
tion on May 19. Those present were Britton L. Budd,
Chicago; William A. House, Baltimore; Henry G. Brad-
lee, Boston; C. L. S. Tingley, Philadelphia; Frank Silli-
man, Jr., Philadelphia, and Secretary E. B. Burritt.
Recent developments in the jitney situation in different
cities were discussed and the general conclusion was
reached that it confirms the claim of the committee
made in the past that, as a substitute for electric rail-
way service, the jitneys were a failure. At the meet-
ing, the president and secretary were authorized to ex-
tend their study of motor vehicles to include that of
motor-bus lines, whether operated as competitors to or
as feeders of electric railway lines.

CAPITAL TRACTION SECTION
A meeting of the Capital Traction Company section,
No. 8, was held in Washington on May 11. The prin-
cipal speaker was J. H. Hanna, vice-president of the
company, who described the construction and operation
of the Georgetown power station, which furnishes power
for the entire system of the traction company. A de-
scription of this station appeared in the issue of the
Electric Railway Journal for May 4, 1912. Mr.
Hiltebeitel of the Westinghouse Electric & Manufactur-
ing Company, who supervised the erection of the tur-
bines in the power station, also explained some of the
details of the turbine construction. By way of enter-
tainment G. F. Esputa gave a number of imitations, and
at the close of the meeting light refreshments were
served.

In his address Mr. Hanna stated that the planning
and supervision of the building of the power plant were
carried on entirely by the company's engineers. The
plant was built in 1910 and 1911 at a cost of con-
siderably more than $1,000,000. It is equipped with four
horizontal steam turbines, having a total capacity of
11,000 kw., the output during 1915 being more than
24,000,000 kw.-hr. Mr. Hanna stated that the substitu-
tion of double-truck cars for single-truck cars had had
much to do with the necessity for the construction of
this plant, the power required per car-mile for the
heavier equipment being approximately 50 per cent
greater than that for the lighter cars.

CONNECTICUT COMPANY SECTION

As stated briefly in last week's issue, a paper on "The

Greater Responsibility of Railway Labor," by C. H.

Chapman, manager Bridgeport division, was delivered

at the May meeting of the Connecticut Company section.

In his paper, which was of more than local interest,

Mr. Chapman stated that the greatest problem before

the industry is to educate employees and the public to

the responsibilities of labor. Present conditions in this

respect reminded him of a story of the schoolboy who

when asked to name the mountains in Holland, replied

"There ain't none." He said that labor is extremely

backward in accepting any degree of responsibility.

The transportation utility must deliver safety and

good service and must maintain reasonable and pleasant
relations with the public. Labor has the first of these
directly in its control; loyalty, courtesy and intelligent
co-operation of labor solve one-half of the good-service
problem, and employees are the best advertisers in pro-
moting good relations. Labor is proud, and rightfully
so, but it would have more pride and dignity if its repre-
sentatives should come to the company saying: "We
bring you safety, loyalty and economy. From now on,
every member of our organization is to frown on all
recklessness and carelessness. Every member willfully
concealing matters of danger because of careless acts of
fellow employees will be expelled from our ranks.
Loyalty to your interest is for our interest also, because
we believe that courtesy to the public and intelligent co-
operation will help us in every way. We deem it an
advantage to ourselves as employees to have our com-
pany well thought of and spoken of by the public. This
increases our pleasure in life. By the exercise of care,
we can save you accident claims, while by crying down
and exposing recklessness, we can save you repair bills.
Our motormen, by saving power, expect to reduce your
expenses materially, and our members in exposing and
discrediting dishonest conductors, expect to swell your
gross receipts."

In commenting upon this imaginary manifesto, Mr.
Chapman expressed the belief that serious accidents are
not often caused by the first omission or act of careless-
ness. It is rather probable that the first time a man
runs by a signal or gets into a tight place, he is "scared
to death." Generally nothing happens, he is not even
reported, he "gets away with it," as the saying goes.
This has a tendency to make him more careless in ignor-
ing danger until some day the inevitable occurs. He has
a bad accident. Mr. Chapman also assumed that on a
certain division of the local company all the employees
on a given date commenced and continued a concerted
effort to attract public attention. From the switchman
to the manager, everyone was banded in a conscientious
and painstaking effort to promote pleasant public rela-
tions.

Under these conditions, Mr. Chapman believed that
the words "rotten service" would be entirely forgotten,
and that the division would hold an enviable position in
the street railway world.

PUBLIC SERVICE SECTION
Company section No. 2 met in Newark, N. J., on May.
18 to hear a lecture on the history and present status
of the dual subway system of New York City by J. V.
Davies, of the consulting engineering firm of Jacobs &
Davies, which has had much to do with the development
of rapid transit in and around New York.

The names of three new members were read and the
suggestion contest awards for February and March
were announced. Seventy-three suggestions were con-
sidered in February, including some carried over from
January, and twenty-four were received in March.
There is promise of sustained interest through this
monthly consideration of, and reward for, meritorious
suggestions. After the formal exercises of the meet-
ing a monologist entertained the company with imper-
sonations.

960

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

Mr. Davies first endeavored to impress upon his audi-
ence the magnitude of the rapid transit program in and
around New York. Including the steam railroad elec-
trifications and the subway and elevated work completed
and in progress a capitalization of roughly $700,000,000
is involved. This is nearly twice as great as the cost,
to date $357,000,000, of the Panama Canal, and the work
has been ten times as difficult. The rapid transit his-
tory in the city began in 1868 with a temporarily unsuc-
cessful elevated road, but ten years later the construction
of a general elevated system was begun and soon com-
pleted. Electrification of the system was begun in the
year 1902.

The process of electrification of railways had gone far
enough to warrant the projecting of a subway system
during the late nineties, and in 1899 and 1900 "contract
No. 1" was let to John B. MacDonald. This covered the
present subway system from City Hall Square north-
ward, and involved construction and operation for fifty
years. The contract was divided by the contractor into
a construction contract and an operating contract, the
latter being let to the Interborough Rapid Transit Com-
pany. Shortly thereafter the line was extended under
the East River to Brooklyn and a thirty-five-year oper-
ating contract was entered into with the Interborough
Company.

Mr. Davies then explained the tri-borough project for
extension of the subways, which was not successful, and
the dual project, now rapidly approaching completion.
This utilizes the East River bridges and gives the In-
terborough East Side and West Side lines in Manhattan
and extends the Brooklyn service of the same company.
It also gives the Brooklyn Rapid Transit Company a
central line in Manhattan under Broadway and provides
for the outlying boroughs by extensions of elevated
lines. Something like $350,000,000 will be invested by
the city and the two companies, the former putting in
more than one-half of the money.

The operating contract provides first for operating
costs, maintenance and depreciation; next for a limited
return to the companies; next for a return to the city,
with final distribution of remaining profits. It will be
many years before the city will reap direct financial
returns on its investment. When the dual system is
completed it will be possible to ride 26 miles on the In-
terborough system or 21 miles on the B. R. T. system
for a nickel.

One-Motor, Coupled Cars a War-Time
Emergency

Possibly of all of the tramway companies in England
the Newcastle Tramways have experienced the most dif-
ficult conditions arising from the war, according to the
Tramway & Railway World. The reason is that all of
the industrial section in the city is concentrated along
the River Tyne and it can be served by only one
route running practically parallel to the river side, thus
causing considerable congestion. Although the intro-
duction of trailers as a means of relieving the congestion
of traffic and the shortage of motormen would have been
desirable, the war rendered it practically impossible to
obtain deliveries of trailers and suitable couplers, owing
to the overcrowding of factories with munition work.
Another consideration which presented itself was that
when the present conditions came to an end with the
termination of the war, the provision of trailers might
not be necessary.

The solution of the problem consisted in the adoption
of coupled motor cars, after taking away one motor from
the inside axle of each car. Two single-truck motor
cars are coupled together, the trolley standard on one

being removed. Each car is equipped with one motor
on the leading axle, the other being removed. The con-
trollers on the center platform have also been removed,
leaving a controller at each end of the units only. The
power circuit of the cars are completely rewired. One
motorman controls the two cars, and each car has a
woman conductor. The coupler consists of a rigid bar
spring connected to each car platform, and the power
cables are attached through tubes fixed on the top and
bottom of this coupling bar. To protect passengers the
cars are equipped with side-guards, consisting of tele-
scopic rods and tubes. When running at dusk there are
lights just under the brake handle in the center which
are fitted with ruby lamps to call the attention of pas-
sengers to the fact that there is a car immediately fol-
lowing.

While the coupled cars are a little slower than a single
car with the same equipments the double units can easily
keep up to the scheduled time of the many heavy truck
cars with four-motor equipments that are running on
the same route, while the combination units have the
advantage of consuming less energy. On curves their
action is easy as each car is a motor car, there being no
drag on the leading car as when followed by a trailer.
By the use of the coupled cars it is unnecessary to
switch cars at each end of the line, as is the case with
trailers when there is no loop on which to turn around.

Recent Electrolysis Discussion in
Atlanta

The safety code conference which was held in At-
lanta, Ga., early in May was reported briefly in the
issue of the Electric Railway Journal for May 6, page
859. An abstract of the paper on electrolysis mitiga-
tion, by Burton McCollum of the United States Bureau
of Standards, was appended to the report. The dis-
cussion of Mr. McCollum's paper brought out the need
for co-operation of affected interests in applying miti-
gating expedients. Elam Miller, American Telephone &
Telegraph Company, supported the recommendation that
the trouble be attacked at the source. Cable drainage
as necessarily practiced by the telephone company in
some cases has proved less satisfactory. Pipe drainage
is still less effective due to the presence of the joints.
He said that in Europe there is little or no call to apply
pipe drainage because return feeders are generally
used.

G. J. Yundt, Southern Bell Telephone & Telegraph
Company, suggested that as all utilities perform public
services the greatest good to the greatest number de-
mands co-operation in protecting gas and water pipes
and cable sheathing. The enormous recent growth of
Southern cities, the higher potential drops in railway
returns due to the longer lines and the demand that all
utility plants be placed underground are factors in the
growth of the electrolysis problem.

A. F. Ganz, Stevens Institute of Technology, com-
mented favorably upon the fact that the bureau did
not suggest the elimination of electrolysis, on account
of the great cost, but rather proposed a reasonable
degree of mitigation. He deprecated the making of a
certain type of electrolysis surveys by engineers rec-
ommending pipe drainage in which readings of voltage
between rails and pipe are made and charted. In some
of these cases, he said, the trouble is reported as ended
when the large currents which have been induced to
flow in the pipes are causing joint electrolysis, and more
total damage than before.

Other speakers emphasized the importance of good
bonding, and the general sentiment seemed to favor
the recommendations of the Bureau of Standards.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

961

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.

Home-Made Armature Banding
Tensioner

BY M. F. FLATLEY

Muster Mechanic Terre Haute, Indianapolis & Eastern Traction
Company, Lebanon, Ind.

The correct tension in armature banding wire is an
important requisite to low armature maintenance. To
supply this demand a home-made tensioner was designed
and manufactured in the shops of the Terre Haute, In-
dianapolis & Eastern Traction Company at Lebanon,
Ind. This tensioner is a portable device requiring only
to be anchored to permit its use with any lathe, and it
can be adjusted to any desired tension for the different
types of armatures.

As shown in the accompanying illustration, the ten-
sioner is relatively simple in design, yet it possesses fea-
tures not included in more complicated types. Essen-

tially, this device consists of one HV2-in. steel pulley
and six 41/4-in. steel pulleys mounted on a plate which
in turn is riveted to a base angle and yoke for anchor-
ing it to a track rail.

In the banding operation the wire is passed around
the six small pulleys, thence over the large pulley, and
through a spring-jaw clamp to the armature. The
■clamp prevents the wire from unwinding from the ten-
sioner pulleys when ths end is cut at the armature. One
side of the HVfe-In. pulley has a projecting hub, 8V2 in.
in diameter, to which a friction brake mechanism is ap-
plied. With this brake and the combination of pulleys
the required tension can be obtained. The proper ten-
sion for each armature is determined by a dynamometer
attachment.

As is evident from the above, the cost of man-
ufacturing this device is relatively small, and it has
proved very satisfactory, particularly in small shops
where the standard equipment for armature banding is
not available.

Maintenance of Controller Handle
Bushings

BY E. D. RANSOM, B.E.

A certain percentage of equipment troubles can be
traced directly to mishandling of apparatus by motor-
men. This is strikingly true of hand-operated and
non-automatic apparatus, the most common example
of which is the platform controller. Unless some such
device as the automotoneer is used, which many do not
believe advisable, the life of the equipment is, to a
great extent, in the hands of the man operating the
controller. Overloads on equipment are prevented or
caused by his good or bad judgment and training.

Even when the controller itself is in the best possible
condition there are two elements which affect its oper-
ation. One of these is the operator, as already stated,
and the other is the handle, which is detachable. The
conditions with respect to the operation of the controller
may be any one of the following:

The motorman may use average judgment in opera-
tion, and the handle connection to the controller shaft
may be tight, as it should be. This is the proper con-
dition.

The motorman may use good judgment, but may have
a defective handle with which he cannot get the desired
results.

The motorman's judgment and the handle may both
be defective, in which case much injury is done to the
equipment.

The importance of this subject is indicated by the
statements made in the following paragraphs, all of
which are based upon actual experiences on a large street
railway system, where the advisability of changing
from a bushed-casting handle to some satisfactory form
of clamping attachment is under consideration. All of
the conditions mentioned above have to be met, and it
is a regrettable fact that the number of cases coming
under the first head are greatly in the minority. It is
as necessary properly to maintain controller handles,
if they are of a replaceable bushing type, as it is to
instruct the motormen, and it is proportionately easier
to do so as the element of man-failure does not have
to be contended with.

This article deals with troubles resulting from worn
handles of the bushing type, with suggested methods
of determining proper removal periods, and with im-
provements found to be helpful in prolonging the life
of handles. Methods of manufacturing and repairing
handles are also described.

The troubles directly attributable to worn handle
bushings, as found by experience, are chiefly over-
heated resistance grids and controller flashing. On the
railway in question an epidemic of overheated resist-
ance grids started at certain carhouses. The over-
heating in many cases proved to be due to badly-worn
handle bushings.

Worn Bushings and Overheated Resistance Grids. —
In some cases where overheating was found the handle,
which was of malleable iron with renewable brass bush-
ings, had been in service so long that the bushings were
worn almost round, there being nearly 30 deg. of lost

962

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

motion. On investigation of the damage it was found
that on throwing the controller to the full multiple posi-
tion, or until the handle was against the stop, in every
case the controller cylinder was found to be on the last
resistance point instead of being in full multiple, as
would have been expected from the position of the
handle. The result was, of course, that although the
motorman operated the controller correctly, it was
never beyond the last resistance point. One panel of
resistance grids was, therefore, always overheated and
considerable damage was sometimes done to the car
body from this overheating. Careful inspection and re-
bushing of handles at the carhouses resulted in a marked
reduction in the trouble except in places where it could
be accounted for on other grounds. There were still
cases of setting fire to car flooring from overheated re-
sistance grids, but this was found to be due to failure
to remove all charred wood. A bed of charcoal was
thus left which was easily ignited by ordinary resist-
ance grid radiation, and in all such cases the controller
and resistance grids did not show the indications sig-
nificant of worn bushings.

Worn Bushings and Controller Troubles. — It was also
noticed with worn bushings that, on account of the un-
certain contact on the last position due to lost motion,
the controller cylinder segment was always burned away
at the edge. As a result the gap in the contact became
so great that it often resulted in the production of an
arc which flashed to the nearest ground in the controller.
The greater the wear in the bushing the more was the
lost motion, and consequently the greater was the gap
in the cylinder contact. Contrary to first impressions,
the handles that were worn but slightly more than the
allowable amount often gave more controller trouble
than those more badly worn. The simple reason for
this was that where lost motion was only slight the gap
in the controller contact was proportionately small and
created an arc, whereas with more lost motion the gap
was so great that the arc was broken in the natural
functioning of the controller. It must be remembered
that this applies only to the last position which is de-
termined by the controller handle stop. On the other
positions the cam gives each notch its proner contact.

Manufacturing and Testing Handles. — The general
statements made above will serve as an introduction to a
description of the methods of making and testing con-

FIG. 1 CROSS-SECTION OF CONTROLLER HANDLE BUSHINGS FOR

TWO-MOTOR AND FOUR-MOTOR EQUIPMENTS

troller handles on one large property. The malleable-
iron casting as received is first smoothed down and,
finished in the machine shop. The rolled brass bush-
ing, made in two sections, is then placed in the handle
base and pinned through the hub with No. 6 gage soft
steel wire riveted at both ends. The bushing is shown
in section in Fig. 1, bushing No. 1 being for controllers
on four-motor equipment, and bushing No. 2 for those
on two-motor equipment. These bushings have given
very short service and at present nickel-bronze bushings
are being tried on 100 sample handles. It is expected
that these will have a much longer life.

Before handles are placed in service and, in fact, dur-
ing the process of manufacture, they are checked by
means of a test board like that shown in Fig. 2, to

insure absolute correctness as to gage. The tests per-
formed on the board are indicated by numbers and have
the purposes outlined below. The test board consists
of a row of standard controller cylinder shafts of ma-
chined steel on which the newly-bushed handles can be
placed and checked for correctness both of bushing fit
and location of handle stop.

Test No. 1 is for handles used on four-motor equip-
ment, and is as follows: The newly-bushed handle is
placed on a template shaft, thus checking the fit of the
bushing. If the bushing is properly lined up, the
handle stop will fall directly in the opening A. Thia

HUjtf

FIG. 2 — TEST BOARD FOR CHECKING CONTROLLER HANDLE
ADJUSTMENTS DURING MANUFACTURE

checks the distance between the center of the shaft and
the handle stop, so that when the handle goes into
service it is certain to give the correct position of the
controller cylinder when the handle is against the stop
post on the controller top, corresponding to the last
position.

Test No. 2 is used to determine whether or not it is
necessary to rebush partly-worn handles. The gap G
allows for a lost motion of 6 deg., which has been found
to be the maximum variation that can be allowed with
provision for a safe margin. Newly-bushed handles are
not necessarily tried on this gage as there is no lost
motion on a handle with a new bushing, properly made
and installed.

Test No. 3 is the same as No. 1 but is for two-motor
equipment controller handles.

Test No. 4 is the same as No. 2, but is for two-motor
equipment controller handles. The gap G allows for a
lost motion of 8 deg. instead of 6 deg.

Test No. 5 is used for reverse handles for both types
of controllers, being a check similar to that made in
tests Nos. 1 and 3, which determine the proper distance
between the center of reverse cylinder shafts and re-
verse handle stops, at the same time furnishing a gage
for the handle bushing fit on the shaft.

Test No. 6 is for air-brake handles, and gives the
same results as No. 5 for reverse handles.

All of the above tests are made during the course of
manufacturing bushings and installing them, so that at
all times the gages furnish a check upon the accuracy
with which the work is being done. When the handle
is finally placed in service it is as perfect a fit as if it
were a part of the shaft, provided that the shafts are
properly maintained. The maintenance of these shafts
is so closely related to the subject under discussion that
it merits some attention in this article.

Maintenance of Controller Shaft Ends. — The replace-
ment of controller shafts is an expensive piece of work.
The following method has proved successful in bringing
old shafts up to standard gage and thus avoiding the
necessity for replacing them.

The length of shaft allowed for the handle fit was
originally 1H in. and this has been increased to 2 in.
by means of the addition of a repair sleeve of No. 16

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

963

gage steel, mounted on the end of the shaft as shown in
Fig. 3. This sleeve not only gives the increase in;
length, but also brings the shaft up to gage dimension.
The top of the shaft is drilled and tapped to take a %-in.
No. 14-24 round-head machine screw, which is screwed
into the shaft % in., leaving the head about XA in.
above the top of the old shaft. The shaft sleeve is then
slipped over the top

F-I4-24-R.H.

Machine Screw

&"Soft Steel Pin
Riveted and -
Filed Flush

T"T

FIG. 3 — SLEEVE FOR REPAIRING
CONTROLLER SHAFT

of the shaft and is
pinned in place by
means of No. 6 gage
soft wire passing
through countersunk
holes in the sleeve
and having both
ends riveted over
and filed flush. The
space in the top of
the sleeve is filled
with babbitt metal,
forming a firm an-
chorage around the
head of the screw.
The first sleeves
were pinned with
steel pins, but these were found to wear loose on account
of their brittleness.

Shafts equipped with sleeves fastened with soft steel
wire pins are just now being returned with their con-
trollers for repairs after ten months of service. In all
cases the sleeves are found as tight as when originally
installed. All shafts are now gaged by test handles
and any found badly worn are repaired by the addition
of sleeves. The shafts are thus kept up easily to gage
and there is a substantial saving over the cost of new
shafts.

Service Tests. — In addition to the tests made during
manufacture, as described above, the 'company whose
practice is covered therein provides for service tests
in the carhouses. After the handles have been com-
pleted and tested in the shops, they are sent to the car-
houses where they are placed in service. At each of
these is a test board arranged as shown in Fig. 4, de-
, signed for tests similar to those already described ex-
cept that they are limited to checking the effect of wear.
All handles are tested on
these boards at stated in-
tervals, the lengths of
which vary with the loca-
tion of the carhouse and
the class of service of the
cars assigned thereto. The
tests for wear are as fol-
lows:

Test No. 2 indicates the
degree of lost motion due to
bushing wear on the han-
dles used with four-motor
equipment. The gap B al-
lows for a swing of 6 deg.
on a radius from the center
of the shaft to the handle
stop. Any handle showing lost motion up to or beyond
this limit is returned to the shop for rebushing.

Test No. 4 is the same as test No. 2 except that it is
for handles used on two-motor equipment.

Test No. 7 checks reverse handles and test No. 8
checks air-brake handles.

By the proper use of these boards in the carhouses, it
is possible to remove worn bushings from service before
they have caused severe trouble. The whole value of
the method depends upon timely removal. In order to

iff.

if ■

5fl

o o

oQo

o o

Off

o o
oQo

0 o

w # #

FIG. 4— TEST BOARD FOR
CHECKING CONTROLLER
HANDLE ADJUSTMENTS IN
SERVICE

insure testing at proper intervals the present practice
is to hold motormen responsible for their own controller
handles after they have been instructed as to the proper
use of the test board. They are penalized if the han-
dles are found to be worn beyond the gage limit. By
placing the responsibility on each individual motorman,
and providing sufficient spare handles to permit the
prompt replacement of those requiring rebushing, the
removable bushing type of handle can be used effec-
tively.

In competition with the bushed handle there is the
type in which the handle is rigidly attached to the shaft.
The principal difficulty with this type results from the
fact that the clamping of the handle is left entirely to
the motorman. The writer has found that, since the
handle is placed on the shaft at the last minute, some-
times sufficient care is not used to insure a tight fit.
In addition, there are failures due to the inherent de-
sign of attachable car devices which are bound to get
out of adjustment if not carefully inspected.

In conclusion, the writer would express the conviction
that if the inspection and maintenance of the equip-
ment are thorough, the renewable bushing type of con-
troller handle is probably superior to the clamping type.

Measuring Yardage of Granite Blocks
by Weight Instead of Count

BY CHARLES H. CLARK
Engineer Maintenance of Way, Cleveland (Ohio) Railway

There has always been more or less controversy be-
tween the manufacturers of stone paving block and the
buyer as to the number of yards contained in a steam
railroad car. A railway company obliged to pave its
tracks necessarily has to buy new paving blocks. These
blocks are sometimes bought by the thousand, but more
often by the square yard, which is the only way in which
they should be purchased, as one then knows what
charge should be made for a unit of pavement.

Specifications generally specify that there shall be a
certain number of blocks per square yard and that a

A 40,700

B 42,400

C 37,400

D 34,400

E 48,100

F 47,300

G 31,600

H 46,800

1 31,900

J 33,700

K 41,100

L 82,500

M 39,000

N 32,300

0 39,200

P 40,900

Q 33,900

111

42.050
37,600
34,650
48,650
48,550
32,000
48,800

43,100
33,500
38,000
33,680
39,500
42,100
33,650

37.:

gpp,
142,400
121,900
117,500
113,300
147,150
151,300
115,600
141,400
111,200
110,900
142,600
117,800
136,000
119,100
135,450
140,000
114,200
110.C

38,400 120,200

101,700
79,850
79,900
78,650
98,500

102,750
83,600
92,600
78,450
76,900
99,500
84,300
98,000
85,420
95,950
97,900
80,550
72,900
81,800

4,440
4,300
4,320
4,220
4,340
4,150
4,500
4,300
4,260
4,280
4,260
4,300
4,260
4,360
4,320
4,350
4,300

5.20(1
4.20"
4,200

4.20M

5.1)00
4,200
4,200
5,200
4,400
5,000
4.500
5,200
5,20"
4,20"
4,200
4,200

test of each car shall be made. But even then the count
of the blocks can be wrong by one side or the other, and
after the blocks are thrown into a common pile there
is no way of obtaining a recount if there is a difference
of opinion between shipper and receiver.

When one is paying $2.58 per ton freight on blocks in
addition to their original cost, a difference of 5 or 10
yd. in the count or measurement in one car will amount
to a considerable sum of money when figured for the
entire season. In view of this fact the Cleveland Rail-

9(54

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

way decided to make a test, establish a pound-per-yard
basis and weigh the cars. From the data for nineteen
cars shown in the accompanying table we established
a weight of 535 lb. per square yard.

Corrugated Culvert Pipes Tested
Under a Sand Bed*

BY GEORGE L. FOWLER
Consulting Engineer, New York, N. Y.

After the completion of the hydrostatic tests of
"Armco" iron corrugated culvert pipe described in the
Electric Railway Journal for May 13, it was decided
to make tests of the same range under a bed of sand.
Kiln-dried sharp sand was used in these tests in order
that the conditions might be kept as uniform as pos-
sible.

It was supposed that the sand would arch under a
load and be self-supporting to a certain extent, but there
were no data available to indicate the extent to which
this would occur. Some preliminary laboratory tests,
therefore, were made to determine this arching quality,
and the data obtained were used in testing the corru-
gated pipe. The tests showed that, on a slightly yield-
ing bottom like the top of a corrugated culvert, the sand
arches and the bottom is relieved of the load. Further,
when the sand is confined the lateral thrust does not
increase, but the vertical load is carried by the frictional
resistance of the sand against the sides of the confining
structure.

With the data obtained from the preliminary tests,
a box like that shown in the accompanying illustration
was built. The box was made of heavy planks supported
in a structural steel frame. One side was made mova-
ble so that any desired width up to 7 ft. could be ob-
tained, and the box had a height sufficient to take in a
pipe 8 ft. long and 48 in. in diameter, and to allow for
2 ft. of sand above it and 1 ft. below it. Three jacks,
each of 100 tons capacity, were provided for imposing
the load on the sand, which was done by means of three
platens 25 in. wide and reaching the full length of the
box. Floating planks, 12 in. wide and 30 in. long,
carried on ball bearings, were inserted in the fixed side
of the box and held in place by levers resembling those
of a platform scale, as shown in the drawing. Dia-
phragm dynamometers were connected with the floating
planks to indicate the magnitudes of the forces acting
upon them.

The movable side of the box was so adjusted that
when the pipe under test was in place there would be
1 ft. of sand between it and each side of the box. Sand
was then put into the box and tamped down to a depth
of 1 ft. The pipe was then put in place and the sand
was rammed about and beneath it and was carried up
above the top of the corrugation to a depth of 14 in.

After the pipe had been put in place it was calipered
at each corrugation on both vertical and horizontal
diameters. The pressures were then applied in varying
increments until the vertical diameter had been short-
ened by 1 in. The floating-plank dynamometers were
read to determine the arching properties of the sand.

Tests were also made of smooth pipe 12 in. in diam-
eter, and these showed that, under the conditions of the
tests, the pipe with a/2-in. depth of corrugation was
about twice as strong as the smooth pipe, and that one
with %-in. depth of corrugation was about three times
as strong.

In measuring the pressure on the top of the pipe
under a bed of sand from 12 in. to 14 in. thick it was
found that on the 12-in. pipe the pressure was higher

•Copyrighted, 1916, by George L. Fowler.

than the average pressure exerted by the platens on the
sand. With the 24-in. pipe it was also slightly higher,
but with the 48-in. pipe it was very much lower. This
was due to the relative diameter of pipe and width of
platen.

These tests, while exhibiting the general features of
the conveyance and distribution of sand pressures, were
not extensive enough to warrant the development of a
formula for calculating the pressures exerted under
beds of sand. It has been shown that the amount of
pressure put upon buried surfaces with a given load,
depends upon the depth of sand above them, as this
pressure decreases with an increase in the depth of
sand. As to what may be the proportional effect of
depth of sand on the increase or decrease of pressure,
there are not sufficient data to determine. The lateral
pressures, when measured in pounds per square inch,
were low as compared with the vertical pressures, but
no definite ratio could be determined.

When the 24-in. pipe was being tested the lower float-
ing plank was a little more than 2 ft. below the surface
of the sand and the top of the upper plank was about 4
in. below the surface. The pressures on the top of the
sand and on the two planks averaged as follows: Sur-

face,

lb. per square inch ; upper floating plank, 3.74

lb., and lower floating plank, 8.2 lb. When the 48-in.
pipe was being tested, the top of the lower plank was
about 4 ft. below the surface of the sand and the top
of the upper floating plank was about 2 ft. below the
surface. The average pressures on the three points
were : Surface, 10.09 lb. per square inch ; upper floating
plank, 3.66 lb., and lower floating plank, 2.42 lb.

J. C. Meem found that in an excavation the lateral
pressure increased very rapidly from the top down,
reaching a maximum at a point dependent upon the
"angle of repose" of the material and then decreasing.
This, together with what has preceded, seems to show
that after a certain, as yet undetermined, depth has
been reached there can be no further load put upon a
culvert pipe by an increase in the depth of cover, and
that such an increase of depth serves directly to protect
the pipe against an increase of burden due to an in-
crease of surface loading.

While this condition seems to be pretty thoroughly
demonstrated, it was felt that there might be a question
in the mind of some engineers as to the action of the
culverts under a loading similar to that applied in rail-
way service. There it is applied through ties of lim-
ited width and separated by intervals in which no load
is applied to the material. Accordingly the principal
tests were made to determine this point. For these
three pipes of 24 in., 36 in. and 48 in. diameter re-

MAY 20, 1916|

ELECTRIC RAILWAY JOURNAL

965

spectively were taken, each having Vt in. depth of cor-
rugation. The 24-in. pipe was of No. 14 gage iron and
the others of No. 12 gage. The load was applied
through 8-in. ties spaced 22 in. between centers, and
by means of jacks bearing on the centers of rails laid
to a gage of 4 ft. 8V2 in. across the ties. It was as-
sumed that a normal covering was a thickness of sand
equal to the diameter of pipe. As this was the condi-
tion in the case of the earlier 12-in. pipe tests, it was
considered unnecessary to duplicate these. Under the
wooden platen and 1 ft. of sand the 12-in. pipe of No.
16 gage metal had carried a load of 262,125 lb. before
showing a deflection of approximately 1 in. The depth
of sand over the pipes was about equal to the diameter
for the 24-in. and 36-in. sizes, and 3V£ ft. for the 48-in.
size, the latter being necessitated by the size of the
frame.

With the load applied through broad platens the in-
crease in loading was stopped when the pipes had been
deflected approximately 1 in. The increase was stopped
automatically in the later tests by the ties sinking into
the sand and thus refusing to carry more load. The
result was that the distortion of the pipes under the
greatest pressure obtainable was very slight. This pres-
sure however, was considerably more than that applied
through the platens, being, in the case of the 24-in.
pipe, 237,800 lb. Had this load been applied on the
platens with 12 in. of cover over the pipe, the latter
would probably have been very seriously crushed, but
under a cover of 24 in. it is also probable that the crush-
ing would not have exceeded that obtained under the
ties, because of the arching properties of the sand
already discussed.

The point to be emphasized here is that under the
heaviest load that can be applied to the ties of a rail-
way track by the wheels of any existing locomotive or
car, a 24-in. corrugated culvert pipe having the depth
of corrugation and thickness of metal of the one tested,
and buried under a cover of 24 in. of dry sand, cannot
be deflected beyond its elastic properties of complete
recovery of shape when the load is removed. The
results of the tests of the 36-in. and 48-in. pipe corre-
sponded very closely with those of the 24-in. pipe. It
seems reasonable to conclude that under existing rail-
road loading corrugated culverts of 36-in. and 48-in.
diameter are uncrushable when under a cover equal to
their own diameter.

Some incidental facts that have been developed by
these tests show that a given area will support a greater
weight on a bed of sand if concentrated in one whole
than if divided into smaller units. For example, in the
preliminary tests the load was applied to platens meas-
uring 2 ft. x 7 ft. 6 in. With any load that was applied
there was no pushing of the platens down into the sand
other than that due to the compacting of the sand, and
in no case was there any real upward flow. The sand
was elastic under the platens, and when the load was
released it would spring back nearly to its original bulk.
When the load was applied on three ties with the same
total bearing surface as before, the division of the sur-
face had the very marked effect of materially reducing
the sustaining capacity of the sand. A limit was soon
reached beyond which the ties were simply pushed down
into the sand and without the development of any in-
crease of resistance.

On the basis of the data afforded by these tests, and
also of practical experience, it is evident that unusual
depth of a ditch in which a corrugated culvert is in-
stalled does not involve any especially severe conditions.
Indeed, such an installation is better protected from
superimposed loads than one with a shallower cover.
But it should be remembered that the weight of a cover

consisting of a wide loose fill or embankment is not so
well supported laterally as in a narrow ditch, and that
thus extremely high embankments may bring about
conditions of unusual severity which should be provided
for by the use of heavier gages.

The conclusions that seem warranted by the investi-
gation described above are as follows:

The full collapsing strength of corrugated culverts,
as determined by the hydrostatic test, described in last
week's issue, can probably not be fully realized under
an earth covering because of the impossibility of se-
curing an even pressure upon all sides of the pipe.
Under ordinary conditions of loading under a bank or
fill, the maximum pressure will be exerted vertically,
and the pipe will be distorted by a shortening of the
vertical and a lengthening of the horizontal diameter.

The value of end support extends farther from the
end of the pipe under an earth load than under a hydro-
static pressure. How much farther was not determined.

The greater the depth to which a pipe is buried, the
less is the variation in the loads to which it will be
subjected.

The maximum pressure upon a pipe is reached under
a certain depth of cover which was not determined.

At depths greater than the maximum above referred
to, the pressures due to surface loading decrease. This
and the above conclusion apply also to lateral pressures.

The 12-in. pipe of No. 10 gage would be practically
uncrushable under a cover of dry sand 3 ft. deep. This
probably holds for all other granular materials.

It is estimated that a depth of cover equal to three
times the diameter of a pipe will suffice to protect it
from any increase of pressure due to surface loading.

There are no data as to the depth of penetration of
concentrated surface loads, but it is safe to calculate
that the intensity is dissipated as the depth increases.

A Work Car that Can Be Used as
a Flat Car

The Municipal Railways of San Francisco recently
built the all-steel work car shown in the accompanying
illustration, which can be used as a flat car or for con-
veying material that requires bunkers. It is equipped
with two bunkers each of 8 cu. yd. capacity, one on
each end of the cab and which are so arranged that the
ends and sides can be removed or swung out of the way,
to permit use of the unobstructed deck for other pur-
poses. The cab is set in the center of the car, and a
2V2-ft. space is allowed on either side so that the full
length is available for loading long timbers or rails. The
length of the car over all is 40 ft. and its width is 8y2
ft. The total weight, unloaded, is 20 tons, with capacity
for a load of 4300 lb.

The car is equipped with standard HL control, Brill

FRANCISCO MUNICIPAL RAILWAYS' ALL-STEEL WORK CAR

!)6«

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

trucks, and four 306-CA Westinghouse motors of the
same type as used on the passenger cars of this system.
The reverser, which on the passenger cars is mounted
under the car floor, is installed in the cab of the work
car. This arrangement makes it unnecessary to employ
any mechanical equipment for throwing the reverser by
hand for emergency usage. The wiring of the reverser
is so arranged that at a later date it will be possible
readily to install a drum switch which will permit op-
eration of all four motors in series when the car is used
for heavy hauling.

The floor of the cab is 26 V2 in. above the deck of the
car, and in the intervening space are the air compressor
and governor as well as a small tool box and consider-
able storage space. Larger steel tool boxes are built
adjacent to the cab on both ends. Control for double
sanding equipment is provided in the cab, and this is
so arranged that the sand travels from the cab in either
direction in a single duct which is divided on the truck,
a branch leading to each rail. At the point where the
duct branches a wedge-shaped plug is used to divide the
flow so that each rail receives an equal amount.

"Golden Glow" headlights are used, adjusted so that
the beam of light strikes the track 50 ft. ahead of the
cab. Under each corner of the car deck is located a lamp
socket which can be used for an extension when the car
is engaged on night street work, but which ordinarily
carries 23-watt lamps protected by strong globes and
metal guards. All lighting circuits are in conduit and,
as shown in the accompanying illustration, a line of
lamps surmounting the cab is used for general lighting
in night work. These lamps have earned for the car
the nickname of the "tower of jewels."

The work car was built by the Pacific Car & Equip-
ment Company, South San Francisco, Cal., at a cost to
the city of about $7,000. The car was designed in the
city's engineering department under the direction of
M. M. O'Shaughnessy, city engineer, and has been put
in regular work service in charge of T. A. Cashin,
superintendent, and W. C. Bendel, master mechanic of
the Municipal Railways.

Bonds and Bonding Practice

At the April meeting of the Denver Tramway Com-
pany section of the American Electric Railway Asso-
ciation, George H. Eveland read a paper on the above
subject. After outlining the electrical principles in-
volved in the return circuit of the electric railway and
tracing briefly the history of the rail bond, he discussed
the effects of careful attention to bonding maintenance.
He considered the subject from three standpoints:
operation, power economy and electrolysis mitigation.

Mr. Eveland summarized the above three phases of
the subject somewhat as follows: From the stand-
point of operation, poor bonding results in lowering the
voltage beyond the defective bonds, making it more diffi-
cult for the motorman to make his run on time and thus
reducing his coasting time. He had measured drops
around joints as high as 6 volts and he told of an in-
genious druggist who connected a doorbell across a strip
of poorly-bonded track so that he would be notified of
the approach of cars. From the standpoint of power
economy, one poor bond can waste $5 worth of energy
in a year whereas to rebond this joint would cost less
than $1. From the standpoint of electrolysis, high re-
sistance at a joint forces current into near-by water
and gas mains with resultant troubles, as 1 amp. of cur-
rent can take with it 40 lb. of metal in a year.

Taking up more in detail the subject of bond resist-
ance Mr. Eveland divided this resistance into three
parts ; that of the conductor, that of the joint between

the conductor and the terminal, and that of the conta
between the terminal and the rail. Of these all but th
last are negligible in amount. The resistance is usually
expressed in terms of feet of rail. To make this defini-
tion concrete a bond having a resistance of 20 ft. of 70
lb. rail was taken for example, such a bond being de-
fective enough to warrant renewal. Assuming that the
joint is rebonded so that its resistance is that of 3 ft. of
rail, the difference between the resistances of the two
joints is 17 ft., or 0.000255 ohm. With 100 amp. of
current in the rail the power loss is 2.55 watts, and if
this power is wasted continuously the energy consump-
tion will be 221/2 kw.-hr. per year. This at 1 cent per
kilowatt-hour amounts to 11\'-2 cents per year. If re-
bonding costs 75 cents, the saving of 22% cents is a re-
turn of about 30 per cent per annum on the investment.
With one-half of this current in the rail the return will
be 7.3 per cent. To save time in calculating, charts
showing the resistances of bonds which justify replac-
ing are very useful. Sometimes it is necessary to bond
more heavily than the energy economics indicate to be
desirable on account of local conditions regarding elec-
trolysis mitigation.

Mr. Eveland concluded his paper with a discussion
of bond testing. Defective condition of bonds may be
indicated by the melting of light snow around joints with
very bad bonds in fairly warm weather. Inspection
from the rear of a car at night sometimes results in de-
tecting very bad bonds from the arcs formed between
the terminals and the rail. Motormen say that they can
sometimes tell when a car is passing over a very bad
bond from the jerk which the car gets. In Denver the
following apparatus, locally designed, is used in bond
testing. The instrument used is a double-scale millivolt-
meter with a differentially-wound armature. This is used
in connection with a contact bar provided with points
which make contact across the joint and across a certain
known length of rail. The scale for the winding con-
nected across the length of rail has a range of 25 milli-
volts. This circuit is closed as soon as the contact bar is
placed on the rail. The winding connected across the
bond is in series with an arrangement of contacts and
resistances so that the full scale reading may be made
either 25 or 250 millivolts. This arrangement permits
the measuring of the resistance of very bad bonds and
also protects the meter.

In testing, the contact bar is placed on the rail so that
the rail and bond windings are across the length of rail
and the bond respectively. The bond contact is open, and
the deflection shows the voltage drop across the length
of rail spanned by the rail contact. The bond contact
is then closed and the deflection noted. From the two
readings the equivalent resistance of the bond in fee+ of
rail is calculated. The resistance of every bad bond i*
noted on the test record so that the total resistance of
the bad bonds in any section of track may be easily
determined.

In poorly bonded track or toward the end of a line
there is little or no current in the rail during the greater
part of the time. It is thus impossible to test with the
current drawn by the cars. In Denver the testing cur-
rent, in such cases, is provided by a dry storage bat-
tery carried by the man who is making the test. An ex-
tra pair of contacts on the contact bar are used to con-
nect the battery to the rail through a key switch. The
battery furnishes about 30 amp., which is sufficient for
testing purposes.

The Third National Exposition of Safety and Sanita-
tion under the auspices of the American Museum of
Safety will be held in the new Grand Central
New York, from May 22 to 27, 1916.

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

967

Catch Basins in Kansas City

Under all tracks now being constructed or recon-
structed the Kansas City Railways are installing a
10-in. tile, centered under the track and connected with
the sewers. Catch basins, located at low points in the
streets, discharge excess surface water to the tile drains.
The catch basins are iron boxes having flanges between
which the granite paving blocks are inserted. The blocks

CATCH BASIN'S USED AT LOW POINTS IN RAILWAY TRACK
KANSAS CITY

are flanged as for the rails, and cement grouting fills
the interstice between the short upper edge of the
blocks and the edge of the top of the catch basin. There
has been much trouble heretofore at points where
streets are low. As water cannot be carried away by
the city catch basins, the resulting flooded streets often
caused damage to motors and hampered traffic.

Bates Trolley Pole Tested to Failure

In order to test the efficacy of its expanded steel poles,
the Bates Expanded Steel Truss Company, Chicago, 111.,
subjected one of them, which was designed for catenary
trolley construction, to a test to the point of failure.
This pole was a 25-ft. expanded 4-in. section, to which
a trolley wire supporting bracket, 11 ft. 9 in. long, had
been applied. The design details of this pole and the
manner in which it was set in the ground for testing
are shown in one of the accompanying illustrations.
The pole was embedded in concrete only 2 ft. 6 in., while

the concrete foundation was 2 ft. 11 in. square and 4 ft.
deep. Previous tests had demonstrated that the thor-
ough mechanical bond between the pole and the concrete
made it unnecessary to encase it the entire depth of the
concrete foundation block.

The pole was set 8 ft. from the center of the track and
the bracket was 22 ft. 7% in. above the top of rail.
Cables were attached to the bracket 8 ft. from the center
of the pole as shown in another one of the accompanying
illustrations. The lower end of the cable was anchored
to a tie, and a dynamometer for measuring the load
was fastened to the cable. Just above the dynamometer
a standard pull jack was secured to the cable suspended
from the bracket and to the dynamometer. This pull
jack applied the loads, which varied from 200 lb. to 1700
lb. The results of this test are shown in the table form-
ing a part of the illustration of the pole design details.
As indicated there, the loads applied are shown in the
center column, the deflection* at the top of the pole in the
first column to the left, and the set at the top in the
second column to the left. The deflection in the bracket
at the point in line with the cable on which the load was
applied, is shown in the first column to the right of the

5el<it

DeflKtim
atA

rtB

CWlKtbn
ofB

Set at

'}'

lJi

BOO

-.v

noo

*'.

ITQO

i..

EXPANDED STEEL POLE READY FOR TEST AND AT THE POINT OF
FAILURE

one indicating the load, and the set in the bracket at
this point is shown in the second column to the right.

In each instance and immediately following the appli-
cation of the load and recording the deflection, the load
was released to allow the pole to recover. This was done
in order to determine the elastic limit of the pole and to
measure the set. As shown in the table, the pole and
arm fully recovered upon releasing the loads up to 1300
lb. At 1400 lb. the top of the pole took on a set of 5/16
in., and the bracket in line with the pulling cable showed
a set of % in. When a 1700-lb. load was applied the
pole began to fail. The compression in the flange on
track side of the pole caused it to twist or rotate under
the load, and the bracket bent slightly in the member
where the cable was applied. The pole in the failed
position is shown in one of the accompanying illustra-
tions. It will also be noted that the deflection is uniform
throughout the height which is an indication of the cor-
rect distribution of the metal.

968

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 21

Gasoline Motor Cars Supersede Steam
Trains in Cuba

The advent of up-to-date motor car service will be
pioneered in Cuba by the Jucaro & Moron Railway Com-
pany on its line between these points via Ciego de Avila,
a distance of 37.2 miles. Both towns are centrally lo-
cated on the island, Jucaro being on the Caribbean Sea,
while Moron is directly opposite on the Atlantic side.
Steam trains which now operate over this line will be
discontinued upon the arrival of the motor cars, which
are expected at an early date.

Details of the construction of the motor car, which
is manufactured by the McKeen Motor Car Company,
Omaha, Neb., are shown in the accompanying table.

Weight of car in working order 74,000 lb.

Length between pulling faces of couplers 72 ft. 3% in.

Length over end sills 70 ft. 0 in.

Length of engine compartment 13 ft. 8 in.

Length of mail compartment 2 ft. li in.

Length of baggage compartment 8 ft. 6 in.

Length of passenger compartment, first class 14 ft. 4% in.

Length of passenger compartment, third class 32 ft. 5% in.

Width inside 9 ft. 4»

Width over side dills 9 ft.

Width over sheathing 9 f t. 8 »

Width over all 10 ft. 2?

Height, top of rail to top of car (light) 11 ft. 9 3/16 ....

Height, floor to ceiling at center of car 7 ft. 5% in.

Seating capacity 80

i ft. 8 % in.
i ft. 2% in.
.9 3/16 in.

The data given in the table refer to the latest (1916)
model, type C, 200-hp., 70-ft. all-steel motor car. The
body conforms generally to motor-car standards except
that two doors on each side were necessary to afford
separate entrances for passengers of the first and third
classes. In addition to the engine room, the cars con-
tain three compartments; namely, first class, with a
seating capacity of twenty; third class, with a seating
capacity of sixty, and the baggage compartment, which
is 8 ft. 6 in. in length.

Delivery of each car will be effected by running it
to the seaboard under its own power in charge of a rail-
road conductor and motorman from the factory, who is
a motorman duly examined and approved on operating
department train rules and regulations.

Recent Endurance Tests of Dry
Batteries

Some tests recently conducted by the Cleveland (Ohio)
Railway on the life and recuperation of dry cells, re-
sulted favorably for the "Hywatt" flat type of cell made
by the Cleveland Battery & Electric Company. In the
tests, the flat type of cell was compared with a round
type, with the results shown on the accompanying
curves.

One set of curves shows the result of a life test in
which the batteries were subjected to the discharge
current which four cells connected in series would send
through a resistance of 12.2 ohms. The discharge was

continued for one and one-half hours out of every twelve.
In the recuperation test, three cells connected in series
sent current through a resistance of 1.1 ohms during
alternate sixty-minute periods. The intervening sixty-
minute periods were allowed for recuperation. Read-
ings were taken at five-minute intervals.

The "Hywatt" battery is rectangular in form, and is
made up in units of from two to eight cells each. These
have a uniform capacity of 60 amp.-hr. and the voltage
is V/z per cell. The face of all units is of the same size,
4% in. x 6V2 in., and the thickness varies from 2% in.
for the two-cell unit to 8% in. for the eight-cell unit.
Each unit has but two binding posts.

In designing this form of battery, the manufacturers
desired to avoid the use of the zinc container, which is
a feature of the round type of cell. With the flat type
they claim that the zinc sheet can be entirely consumed,
delivering current up to the last, whereas in the round
type the cell is rendered useless when the container is
eaten through in spots. The ability of the "Hywatt"
cell to maintain voltage under loads is attributed to the
great depolarizing area of the electrodes.

Output of Treated Timber

According to statistics just compiled jointly by the
American Wood Preservers' Association and the Forest
Service at Washington, D. C, there was treated at 102
plants in the year 1915, a total of 141,858,963 cu. ft. of
timber, as compared with 159,582,639 cu. ft. by ninety-
four plants in 1914, a decrease in quantity of about 11
per cent in 1915. Of the 1915 output, cross-ties con-
tributed 78.4 per cent of the total ; construction timbers,
8.3 per cent; paving blocks, 5.4 per cent; piling 4.4 per
cent; poles, 1.7 per cent, and the remainder consisted of
cross-arms, lumber, etc. With the exception of the two
years, 1913 and 1914, the volume of timber treated in
1915 was the largest on record.

To treat the 1915 timber required 80,859,442 gal. of
creosote, 33,269,604 lb. of zinc chloride and 4,899,107
gal. of all other preservatives, which included crude oil,
coke-oven tar, refined coal tar, carbolineum oils, etc. Of
the creosote used in 1915, 54 per cent, or 43,358,435 gal.
was domestic, and 46 per cent, or 37,501,007 gal., Ger-
man and English oil. In 1914 the larger consumption
of creosote was met by imports, the falling off in 1915
being due to the European war.

RESULTS OF LIFE

The total amount of expenditure involved in equip-
ment ordered and authorized by the New York, New
Haven & Hartford Railroad from Sept. 1, 1913, to Dec.
31, 1915, is $10,500,000. Of the 1236 units of rolling
stock equipment that have been ordered during this
period, 477 units have already been delivered. Of this
equipment forty-four units are primarily for electric
operation, including three electric locomotives, fifteen
multiple-unit motor cars and twenty-six multiple-unit
trail cars.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

NEWS OF ELECTRIC RAILWAYS

COMMISSION SUGGESTIONS FOR REHABILITATION
Recommendations by California Commission Contain Sug-
gestion for Regulation of Auto-Bus Traffic

The California Railroad Commission issued an order on
May 9 suggesting plans for the partial reconstruction and
the operation of the lines of the San Diego & South Eastern
Railway, parts of which were destroyed in the floods of
last January. The suggestions are as follows:

1. That the petitioner reconstruct the Coronado Belt Line
across the Sweetwater Valley from Eighth Avenue and
Twenty-third Street, National City, to F Street, Chula
Vista.

2. That the petitioner construct a connecting track along
F Street, Chula Vista, from the Coronado Belt Line to the
existing track on Third Avenue, Chula Vista.

3. That the petitioner electrify the lines to be constructed
under suggestions 1 and 2.

4. That the petitioner operate freight service between San
Diego on the north and Salt Works and Third Street,
Chula Vista, on the south.

The San Diego & South Eastern Railway asked the com-
mission for instructions as to the restoration of its lines,
and for authority to reduce the number of trains operated.
The company's line, prior to the floods which began on
Jan. 27 was operated south from San Diego to Tia Juana,
Otay and Sweetwater Dam, and east from San Diego to
Foster. The motive power was partly steam and partly
electricity. The floods completely washed out the line to
Foster for 5 Ms miles, with the exception of short isolated
portions. The damage was done by floods in the San Diego
River and San Vicente Creek.

The flooding of the Sweetwater River washed out the
entire Sweetwater branch below Sweetwater Dam, a little
less than 5% miles, also the interurban electric line be-
tween National City and Chula Vista, where this line crosses
the river bottom, a distance of 1350 ft., and the Coronado
Belt Line between National City and Marmarosa, where
this line crosses the river bottom, a distance of 4700 ft.
Floods in the Otay River washed out the track between Otay
and Palm Avenue in the bed of the river 6500 ft.; the
major portion of the track between the Salt Works and
South San Diego, a distance of 6600 ft., and the connecting
track between these two lines, a distance of 1 1/5 miles.
Floods in the Tia Juana River washed out two portions of
track between Schnell and Tia Juana, a distance of 2420 ft;
also two portions of track of the Coronado Belt Line at
South San Diego, 2300 ft.

In addition to these main tracks, totaling nearly 15 miles,
sidings and other tracks, about hVz miles on various por-
tions of the company's line were destroyed.

Of the main track a trifle less than 20 per cent was wiped
out, and of the other tracks nearly 28 per cent.

The company's net deficit for the year ended June 30,
1915, was $86,287. This was before the floods. In addition
to the losses in revenue from the communities isolated by
the floods, the company suffered further losses from auto
buses operated between National City and San Diego.
During the first ten days of April of this year the company
operated its electric interurban railway business between
San Diego and National City at a daily operating loss of
more than $50.

The Railroad Commission investigated thoroughly all
these conditions and sought a plan under which the com-
pany could continue operations to the best advantage of all
parties. This plan assumes a reduction in passenger fare
between San Diego and National City points, from the
present 10-cent cash fare to a 15-cent round-trip ticket
bought in strips of ten for $1.50, to be used during the
calendar month, and transferrable to anyone. The com-
mission says that the suggestions, if carried out, will insure
to National City and Chula Vista good service at reasonable
rates by a strong, responsible, well-qualified agency, but as

the San Diego Electric Railway has definitely refused to
undertake the service, the commission cannot recommend
to that concern that it engage therein, unless National City
and Chula Vista regulate the auto-bus traffic so as to give
the company some profit. The plan contemplates temporary
suspension of service from the Salt Works to Tent City,
Coronado over the Coronado Belt Line, as there is no neces-
sity for it, and from Palm Avenue, Tia Juana over the old
National City & Otay Railway's main line. The abandon-
ment also includes the entire Sweetwater Branch, the Na-
tional City & Otay Railway's main line from Twenty-fourth
Street, National City, to Coronado Junction.

COMMISSION DISCUSSES PUBLIC RELATIONS

Section of Recent Report of Missouri Commission Devoted

to Company Attitude Toward Public

The third annual report of the Public Service Commission
of Missouri, for the year ended Dec. 31, 1915, contains an
interesting statement on public relations. The commission
says, in part:

"The public service corporations operating in this State
are fast learning that the common principle of doing busi-
ness in the open, giving it the fullest possible publicity,
taking the public into their fullest possible confidence,
should be adopted by them as the wisest and best policy.
We believe that full and frank publicity should be the policy
of every public service corporation with its patrons, to the
end that all proper information to the investor and the
public in general may be had. All public utilities are learn-
ing that the only way to gain the confidence of the public
is first of all to merit it by square and frank dealing with
the public. All public utilities should give full publicity to
all dealings with the public; tell the public how much the
company is earning, and how it represents only a fair re-
turn on the value of the property devoted to the service of
the public, and whenever there is a dispute over any matter
of service, resolve the doubt in favor of the public and do
even more than is strictly required under its duties as a
public service corporation.

"We believe the public is now becoming ready to meet the
public service corporations, at the half-way station with fair
and just treatment. If the integrity of investment, vital
alike to rich and poor, employee and employer, is to be
properly maintained, such should be the attitude of the
public toward such public service companies.

"We think the attitude of the public toward the public
service companies as to being on better terms is shown by
the number of informal complaints. During the year 1914
this commission received 651 informal complaints, while
during the year 1915 it only received 481 of such com-
plaints. This desirable condition has been largely the result
of broader and more liberal policies upon the part of public
utilities and their dealings with the public. The adoption
by the commission of uniform service rules for gas, electric
and water utilities has doubtless tended to reduce the num-
ber of informal complaints.

"We also desire to state that the conditions between the
public utilities and their employees are being greatly im-
proved. The street railways in St. Louis and Kansas City
have adopted the policy of issuing monthly bulletins giving
information not only to the public, but to the employees of
the company, as to the operating and other conditions of
such utilities. A better feeling of loyalty is being culti-
vated by all the public utilities companies with their em-
ployees.

"Few complaints have been made to the commission
during the year just ended as to any unfair or discourteous
treatment of the public by agents or employees of the vari-
ous public utilities operating in this State. We are grati-
fied to be able to report that conditions are improving all
along the lines above indicated."

970

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 21

CINCINNATI VALUATION FIGURES ANNOUNCED

Company and Commission Differ by $11,000,000 on Tentative
Cost Less Depreciation Figures

A tentative valuation of the property of the Cincinnati
Traction Company was announced by the Ohio Public Util-
ities Commission on May 13. On some items the commis-
sion placed a higher valuation than the company did, and a
number of items were allowed on which the company placed
no valuation. However, the majority of items were valued
at a lower figure than the company's engineers placed upon
them.

The cost of the property new is placed at $41,022,717 by
the company, while the commission has fixed it at $30,141,-
102. Depreciation was allowed by the company as $5,185,-
672, and by the commission as $5,801,354. The cost of the
property, less depreciation, was placed at $35,837,044 by
the company, while the commission fixed the amount at
$24,333,947, a difference of almost $11,000,000.

Both the city and the company will have thirty days in
which to file additional statements and claims, after which
a date will be set for a public hearing. Neither city nor
company officials would comment on the report until they
had had time to study it thoroughly. The figures of both
the company and the commission, showing the cost new and
depreciation, are as follows:

Company Commission

1. Grading

2. Track

3. Bridges

4. Inclines

6. Paving

6. Electrical dis-
tributing sys-

7. Rolling stock. .

8. Power - plant
equipment

9. Substation
equipment ....

10. Shop equipment

11. Buildings ....

1 2. Furniture and

tost New D.
$84,396
7,182,417
67,182
345,668
872,773

2,033,529
4,982,227

2,422,522

267,890

214,444

2.269.979

49,264

628,504

609,609
783,179

192,876

ipreclation

Cost New D.
$95,991
7,342,925
60,482
332. 91S
910,159

1,861,988
4,798,446

2,415,242

289,375

209,730

2,085,137

51,192

662.060

117,486
630,699

1,323,441
85,237

867.293

452.050
534,225

2.252,776

jpreciation

$1,896,369
13,841
99,177
277.218

457,546
1,096,108

754,149

23,945
41,585
525,734

$1,968,731
11,239
103,893
304,848

385,345
1,183,271

696,620

23,616
43,636

474,119

13. Stores, tools.

14. Frontage con-

Profit of gen-
eral contractor
16. Contributions
imposed by

333,912

Fire insurance,
property dam-
age, expense
incurred by in-
correct plans. .

17. Administration
— organization
and legal ....

18. Taxes during
construction . .

19. Interest, dis-
count, hidden
costs, etc

533,550
288,000

3,S12,481
27,640,490
TAI

$2,277,995
2,503,051

615,365
142,404

19,262

ta:

$1,488,493

660,421
5.675,236

$5,185,672
tLE "B."

•Horse - car lines,
dummy lines and
incline planes. . .

•Cable lines

Track construction
destroyed 1901-

$27,378,851
$2,000,000

576.138
136,740

19,262

$5,801,354

Paving destroyed
from 1901-1913 .

Changes made
necessary by re-
routing cars ....

Cost to reproduce
paving laid by
city

Cost to reproduce
paving, material
furnished jointly
by city and corn-

BLE "C."

Franchise value. . .

Add one-tenth of 1
per cent for in-
corporation fee .

$30,110,991

30,110
$30,141,102

$5,801,354

5,801

Grand total val.$41, 022,717

$5,185,672

$5,807,155

•In tentative valuation the commission has allowed $2,000,000
for this superseded property, subject to change on further hearing
tn fixing final valuation.

$220,000,000 OF RAPID TRANSIT CONTRACTS

New York's New System the Greatest Single Municipal

Undertaking in the History of the World

For convenience of construction and supervision the New
York rapid transit work now under way was divided into
routes and sections, there being eighty-nine sections in all.
On May 15 seventy-six sections were under contract, and
the Public Service Commission during the latter part of this
month will open bids on five other sections, leaving only
eight yet to be advertised for bids. These eight are mainly
in the Boroughs of Manhattan and Brooklyn. These con-
tracts are now in the course of preparation, and it is hoped
that bids may be called for on all of them before the ex-
piration of the present year.

On city-owned lines up to the present time the Public
Service Commission has completed or under contract con-
struction work on the new lines aggregating about $180,-
000,000. In addition to this the two companies, the Inter-
borough Rapid Transit Company and the New York
Municipal Railway Corporation, have let contracts to up-
ward of $40,000,000. The total amount of construction con-
tracts already awarded, therefore, aggregates about $220,-
000,000. With respect to the sum involved the rapid transit
subway construction now under way exceeds any other
single municipal undertaking in the history of the world.
The new roads in Queens Borough are approaching com-
pletion, and it is expected that they will be in operation
before the close of the coming summer. Queens heretofore
has been a borough without rapid transit facilities.

The first line to be opened for operation in the Bronx
will be the White Plains Road extension of the Lenox Ave-
nue branch of the first subway. This line will run as far
north as 241st Street, near the northern city line. It is ex-
pected that it will be in operation also before the close of
the coming summer.

By the opening of the Fourth Avenue subway the Bor-
ough of Brooklyn has already enjoyed some of the benefits
to be derived from the dual system. This line is now in
complete operation, and by taking the Sea Beach trains
it is possible to ride from the Municipal Building, Man-
hattan, via the Fourth Avenue subway to Sixty-fifth Street
and thence via the Sea Beach cut directly to Coney Island
over entirely new construction. The New Utrecht and
Gravesend Avenue lines are both under construction, and
the former should be ready for operation within a few
months. Work has just fairly begun on the Gravesend
Avenue line.

Under the new contracts the lower end of Manhattan
Island is to be almost honeycombed with subway lines. For
instance, below City Hall there will be the Seventh Avenue
line in Greenwich Street, the Broadway line in Church
Street, the present subway in Broadway, the Centre Street
loop extension in Nassau Street, and the Brooklyn exten-
sion of the Seventh Avenue line in William Street. All are
now under construction, with the exception of the Nassau
Street line. Bids will be called for on this line within a
short time.

The commission is now advertising for bids for the con-
struction of four sections of the Fourteenth Street-Eastern
district line, two in Manhattan and the other two in Brook-
lyn. This line is for operation by the New York Municipal
Railway Corporation. The contract for this has already
been let, and work is now under way.

The first operation in the Borough of Queens will be by
trains of the Interborough system, although the New York
Municipal has trackage rights over the Queens lines. By
the change from the use of the Queensboro Bridge to the
East River tunnel, Section No. 3, has construction of the
Sixtieth Street tunnel for trains from the Broadway sub-
way, which is for operation by the New York Municipal,
it will not be possible to complete the tunnel in shape for
operation by the time the rest of the Broadway subway
will be ready. This change was made by the commission
at the request of the Board of Estimate & Apportionment.
It is probable that the initial operation of the Broadway
line will be by trains coming over the Manhattan Bridge
and running through Canal Street to Broadway, and thence
up Broadway to either Fourteenth or Twenty-sixth Street.
This operation, it is expected, will be begun in the fall.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

971

FORT WAYNE EMPLOYEES TO RETURN

An agreement was reached on May 11 at Fort Wayne,
Ind., by which the Fort Wayne & Northern Indiana Trac-
tion Company gained all the points for which it has con-
tended since a strike was called on its city lines on Sept. 27,
1915. Actual operation of the lines was interrupted only
during the first day or two of the strike, the company filling
all the positions of the striking employees with other men.
Since that time, affiliated labor unions have sought by
boycott and other methods to force the company to reinstate
in their old positions those of the employees who had not
voluntarily returned to work shortly after the strike.

The company several months ago offered to take back as
new men on the extra list all old employees who had gone
on strike, provided they would sign the company's individual
contract. This offer was refused by the members of the
union, but after the conference on May 11 between the
executive committee of the Federation of Labor, a com-
mittee of the carmen's union and officials of the Fort Wayne
& Northern Indiana Traction Company, an agreement was
reached by which the "strike" was officially called off. This
agreement provides for the re-employment of between forty
and fifty of the old employees before June 6 at the former
scale of wages, these men to go on the extra list, and for
the re-employment of other old employees as fast as vacan-
cies may occur. It is also provided that the company will
not discriminate against any man who may be a member
of a labor union, but the company recognizes no organiza-
tion, and buttons must not be worn by the men when on
duty. All of the reinstated employees must also sign the
individual working contract of the company. Under the
agreement just reached, in consideration for the company
agreeing to settle its differences with the striking em-
ployees, the Federation of Labor agrees "to do everything
in its power to further the interests of the company, and
will urge its affiliated organizations to do the same."

PRIVATE OPERATION OF MUNICIPAL LINE URGED

The City Council of Seattle, Wash., has been petitioned by
residents in the Lake Burien District to arrange for the
operation of the Lake Burien Line, Division "C" of the
Seattle Municipal Railway, by the Puget Sound Traction,
Light & Power Company, preferably under lease. Several
years ago these same property owners raised sufficient
funds to build and operate the line, but late in 1913 they
presented the property to the city as a gift. Since May 30,
1914, it has been run by the city. As Division "A" of the
Municipal Railway, which operates in the northern section
of the city does not connect with the Lake Burien line,
Lake Burien passengers are forced to change cars at River-
side. The petitioners express the hope that under a lease
of the property to the Puget Sound Traction, Light & Power
Company they will have a continuous ride from the Seattle
business district to the end of the Lake Burien line, or at
least there will be a transfer arrangement between the
municipal line and the lines of the traction company.

Division "C" is 9 miles long, 4lYz miles of which are in
the city limits. Passengers are required to pay a 5-cent
cash fare to the city limits and an additional 5 cents to
continue to Lake Burien. The utilities department of the
city, however, sells 4-cent tickets, entitling passengers to
ride without the city limits or within city limits, or a
continuous ride on two tickets. A special commutation
ticket is sold at the rate of sixteen tickets for $1. This is
equivalent to a through ride from terminus to terminus for
6% cents.

The city has failed to obtain necessary common user
rights to bring Division "C" cars to the business section,
or to operate a municipal railway from the south terminus
of the Lake Burien railway to the north terminus of Division
"A." Hence, Lake Burien passengers who desire to come
to the business district after disembarking from Division
"C" at Riverside, are compelled to pay a 5-cent fare to the
Puget Sound Traction, Light & Power Company. The
petition says in part: "We desire to initiate proceedings
looking to a service over the traction company's line into
the business center without change of cars, and do not
intend any disparagement of the management of the line
by the city, nor of the conduct of its employees."

BALTIMORE COMPANY WINS PAVING SUIT

The Supreme Court of the United States has denied the
application of the city of Baltimore, Md., for a review by it
of the decision of the Maryland Court of Appeals, which
condemned the act of the State Legislature imposing a part
of the cost of the new paving in Baltimore upon the United
Railways & Electric Company.

The Legislature, by the act of 1914, attempted to cast
the cost of repaving, between and on either side of tracks,
upon the company whenever any street in the bed of which
its tracks were laid was paved or repaved with improved
paving. The Court of Appeals declared the law void, say-
ing: "The Legislature had no power under the constitution
and laws of this State to charge the railways company with
the cost of doing the work sued for in this case. . . .
After the most careful consideration of the case we do not
find it necessary to pass upon the federal question — that is,
whether the law was in conflict with the provisions of the
United States Constitution, . . . but we rest the de-
cision solely upon the constitution (of Maryland) and the
decision of our court." The court then decided that a special
paving tax such as was imposed by the law of 1914 would
not stand unless the person assessed was benefited by the
proposed improvement, and that electric railway tracks in
the street bed were not so benefited.

The sum at stake was variously estimated at from
$1,000,000 to $1,500,000.

PUBLIC SERVICE RAILWAY INCREASES WAGES

Announcement was made by the Public Service Railway,
Newark, N. J., on May 16 of an increase of wages for em-
ployees which is to take effect on July 1. The raise will
mean about $262,000 a year on the basis of present business.
Not only will motormen and conductors profit by the raise,
but other employees of the transportation department will
figure in the company's action. July 1 was fixed as the date
for the new scale becoming effective because it marks the
beginning of the company's half-year. Only two and a half
years ago, on Jan. 1, 1914, a wage scale ranging from 23
cents to 30 cents an hour and involving an addition of $200,-
000 a year to the payroll was put in effect. The new rate
will give the men from 25 to 32 cents an hour, the minimum
being paid to beginners and the rate increasing with length
of service. An increase was also authorized in the minimum
wage to be paid extra motormen and conductors. The rate
has been $12 a week. After July 1 the extra men will be
enabled to earn $14 a week if they report for rollcalls and
perform such duties as may be assigned to them.

Change in Cleveland Operating Allowance to Meet Wage
Increase. — The increase of 9 mills per car-mile in the
operating expense allowance of the Cleveland (Ohio) Rail-
way under the Tayler grant to provide for the additional
wages to be paid motormen and conductors was approved
by the Cleveland City Council on May 15.

N. A. M. Urges Fairer Railway Regulation.— Correction
of the defects in the system of railway regulation with the
view toward restoring the energy and initiative of the
transportation companies was urged in a resolution adopted
on May 16 at the three-day convention of the National
Association of Manufacturers at the Waldorf-Astoria Hotel,
New York.

Thompson Committee Considers Wire Tapping.— On May
12, the Thompson legislative committee called Timothy S.
Williams, president of the Brooklyn Rapid Transit Com-
pany, who told why the connection between the Centre
Street loop and the Brooklyn elevated system at Park Row
was not in operation. Since then the hearings that have
been held have been devoted to inquiry into telephone wire
tapping.

Electrification of Short Lines for Passenger Service. —
Confirmation has been secured in New York of the report
from Fairmont, W. Va., that an arrangement has been
made by the Monongahela Valley Traction Company with
the Western Maryland Railway by which the latter will
electrify its lines leading to Helens Run and Wyatt Mines
of the Consolidation Coal Company. The Monongahela
Valley Traction Company will carry all passengers and ex-

972

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

press traffic over these lines, while freight shipment will be
moved by steam power.

New York's Horse Cars to Go. — During the week ended
May 13 the Public Service Commission for the First District
of New York authorized the preparation of an order which
will, in effect, direct the elimination from Manhattan Island
of its last horse-drawn street car by Dec. 1, 1916. The New
York Railways had contracted for seventy car bodies of a
new type to replace the horse cars, and the company is ex-
perimenting with equipment for the new cars. The lines
concerned are the Chambers Street-Madison Street, and the
Avenue C. These are the only horse car lines in New York.

Many Converts Still Untouched. — The conscience fund of
the Kansas City (Mo.) Railways is growing markedly, fol-
lowing the opening of the Billy Sunday revival. One woman
wrote that she had ridden four or five times without paying.
She had attended two of the meetings, wanted to get right
with God, and, as a first step of cleansing her conscience,
inclosed 30 cents. One man wrote that he had stolen his
way into one of the dances which the company gave for its
employees. He inclosed 50 cents. The sums received are
small, but their number indicates an appreciable reduction
of the usual drain on revenues due to purloined rides and
evasions of the conductors and the transfer regulations.

Philadelphia Primaries Vote Transit Loan.— The Phila-
delphia transit loan was passed on May 16 by the voters at
the primaries by a majority estimated at approximately
100,000. Mayor Smith expressed gratitude to the news-
papers for their assistance in winning the victory, and es-
pecially to A. Merritt Taylor, director of city transit during
the Blankenburg administration, who drew up the plans
for transit improvement and returned recently to conduct
the campaign favoring the program of construction as laid
down by him. The transit bill must now be passed in the
Common Council and then at a separate meeting of Select
Council. The bill cannot be ratified by both branches until
the second week in July, and the money for the appropria-
tion will not be available before Aug. 1.

Financial and Corporate

PROGRAMS OF ASSOCIATION MEETINGS

Central Electric Railway Accountants' Association

The meeting of the Central Electric Railway Accountants'
Association, arranged to be held in Toledo, Ohio, on June
6 and 7, has been postponed to June 13 and 14.

West Virginia Public Utilities Association

The executive committee of the Public Utilities Associa-
tion of West Virginia met at Charleston on May 8 and
arranged a program for the regular annual meeting of the
association to be held at Parkersburg on July 13-15.

New England Street Railway Club

In accordance with the plan of State meetings adopted for
this year the meeting of the New England Street Railway
Club on May 25 will be Rhode Island night, with Vice-Presi-
dent A. E. Potter in charge of the arrangements. The
speaker will be Frederick W. Doolittle, New York, consult-
ing engineer and director of the bureau of fare research of
the American Electric Railway Association. His subject
will be "Some Problems of the Electric Railway Industry."

Oklahoma Association

The annual convention of the Gas, Electric & Street Rail-
way Association of Oklahoma will be held May 23, 24 and 25
in Oklahoma City. Headquarters will be at the Lee Huck-
ins Hotel. The following papers of direct interest to electric
railway operators will be presented: "Safety First," by J. J.
Johnson, assistant general manager of the Oklahoma Rail-
way; "Taxation of Public Service Corporations," by Prof. J.
W. Scroggs, director of Extension Division of the University
of Oklahoma; "Publicity Toward the Promotion of Harmo-
nious Relations Between Public Utilities," by W. R. Moli-
nard, manager of the Oklahoma Gas & Electric Company;
"Fuel Efficiency," by A. J. Neff, of the American Public
Service Corporation of Abilene, Tex.; "Report of the Rate
Research Committee," by S. D. Irelan of the Bartlesville In-
terurban Railway Company.

ANNUAL REPORTS

Washington, Baltimore & Annapolis Electric Railroad

The comparative statement of income, profit and loss of

the Washington, Baltimore & Annapolis Electric Railroad,

Baltimore, Md., for the calendar years 1914 and 1915 follows:

Per Per

1915 Cent 1914 Cent

Railway operating revenues $845,682 100.0 $816,938 100.0

Railway operating expenses.. 469,572 55.5 449,625 55.0

Net revenue railway operations. $376,110 44.5 $367,313 45.0
Net revenue auxiliary opera-
tions 14,870 1.7 14,925 1.8

Net operating revenue $390,980 46.2 $382,238 46.8

Taxes assignable to railway

operations 42,582 5.0 37,814 4.6

Operating income $348,398 41.2 $344,424 42.2

Non-operating income 12,465 1.5 13,071 1.6

Gross income $360,863 42.7 $357,495 43.8

Deductions from gross income. 258,689 30.6 255,767 31.3

Net income $102,174 12.1 $101,728 12.5

The company during 1915 had better receipts than in the
preceding year, the increase in railway operating revenues
amounting to $28,744, or 3.52 per cent. This was in marked
contrast to the year 1914, when the showing was a loss of
$15,001, or 1.8 per cent from the 1913 results. The operating
expenses, however, also increased in 1915 over 1914, and in
a slightly greater ratio than the revenues, so that the operat-
ing ratio showed an improvement, a rise from 55 per cent
to 55.5 per cent. Taxes and fixed charges both increased,
with the result that the net income was only slightly better
than in 1914.

During 1915 the company expended $81,101 for additions
and betterments, this being divided $20,354 for road, $59,371
for equipment and $1,376 for power. Miscellaneous com-
parative statistics follow:

1915 1914

Revenue passengers carried 1,879,790 1,794,672

Earnings per car mile (cents) 40.47 38.65

Earnings per mile of single track $8,550 $8,274

Earnings per mile of road $15,390 $14,866

Earnings per passenger (cents) 35.97 36.71

Delaware & Hudson Company

The 1915 report of the Delaware & Hudson Company,
Albany, N. Y., states that the business depression during
the first half of 1915, together with heavy rainfall, es-
pecially on Saturdays and Sundays, and cool weather on
holidays, adversely affected the revenues of its affiliated
electric railways. Indeed, there were greater decreases than
in any other year since the control of the electric railways
by the railroad.

The operating revenues of the United Traction Company,
Albany, N. Y., showed a decrease of $134,638, while the
expenses showed an increase of $186,091. The net operating
income showed a decrease of $306,084. Operating expenses
were unusually high, especially those for maintenance of
way and structures and equipment, both principally due to
heavy paving and other requirements by municipalities and
the Public Service Commission. During December, 1915,
the unusually heavy snowfall compelled extra efforts for
maintenance of car operations and removal of snow from
the streets. The estimated cost of the latter was $11,564.
Paving requirements were about nine times the normal
amount, the year's work aggregating 34,250 yards, with an
estimated cost of $105,039. The total payments for paving
amounted to $135,347, of which $107,886 was for work done
during earlier years. These figures are exclusive of charges
for ordinary paving maintenance, which amounted to $45,193
in 1915, an increase of $10,385 over 1914.

During 1915 the United Traction Company constructed
1.929 miles of additional tracks in Albany and Troy at an
estimated cost of $71,953. A total of 11.529 miles of track
was reconstructed at a cost, exclusive of paving and ordi-
nary maintenance, of $163,682. Of the 11.529 miles, 6.379
miles were necessary only because of paving required by

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

973

the municipalities. There was expended during the year
for improvements to the company's substation equipment
and power lines, $175,071, exclusive of ordinary maintenance
amounting to $48,821. These improvements were mainly
to secure more economical power distribution and more effi-
cient car operation. The company's net loss from the strike
on Sept. 6-9, 1915, was $11,500, and the employees lost
$12,000 in wages — both exclusive of additional expenses in-
cident to the strike.

The operating revenues of the Hudson Valley Railway,
Glens Falls, N. Y., showed a decrease of $50,321 and operat-
ing expenses an increase of $11,034. The net operating in-
come, therefore, suffered a decrease of $62,764.

The operating revenues of the Plattsburgh (N. Y.) Trac-
tion Company decreased $1,976 and operating expenses
$244. The net operating income showed a decrease of
$1,827. Two of Plattsburgh's largest industries, employing
550 men, were not operated in 1915. The depression in this
neighborhood was partly offset by the military instruction
camp held during the summer.

The operating revenues of the Troy & New England Rail-
way, Troy, N. Y., showed a decrease of $2,569 and expenses
an increase of $5,421. The net operating income decreased
$7,897. The requirements met by this company during the
year were abnormal, notwithstanding the great decrease in
earnings. The expenditures for improvements and ordinary
maintenance of way and structures totaled $8,812, of which
$3,408 was for work ordered by the Public Service Commis-
sion. The renewal of about 5 miles of right-of-way fence
cost $1,365, all charged to maintenance. The power supply
was greatly augmented through the construction of addi-
tional feeders by the United Traction Company.

JANUARY AND FEBRUARY EARNINGS

Returns Show Continued Depression in West, but Advance

in Operating Revenues and Net for Other Sections

A comparison of electric railway statistics for January
and February, 1916, with figures for the corresponding
months of 1915, made by the information bureau of the
American Electric Railway Association and shown in the
accompanying tables, indicates an improvement in the elec-
tric railway business in the United States. Returns for
January, representing 7328 miles of line of companies
scattered throughout the United States, show an increase
in operating revenue of 5.57 per cent, in operating expenses
of 4.09 per cent and in net operating revenue of 8.10 per
cent, while returns representing 5495 miles of line indicate
an increase in taxes of 1.65 per cent and in operating
income of 12 per cent.

Similar returns for February, representing 4710 miles
of line, or only about 64 per cent of the January mile-
age, show increases in operating revenue of 9.07 per
cent, in operating expenses of 7.55 per cent and in net
operating revenue of 11.44 per cent. Returns for about 69
per cent of this mileage indicate an apparent decrease in
taxes of 1.28 per cent and an increase in operating income
of 12.31 per cent. It must be borne in mind in this con-
nection that data from the Western district does not indi-
cate any participation in this measure of prosperity. Of
the three groups the Western, represented by 1588 miles
of line, show a decrease during January of 2.35 per cent in
operating revenues, an increase of 2.29 in operating ex-
penses and a 10.50 per cent decrease in net operating
revenue. Data for 1424 miles of line in this group show a
12.20 per cent decrease in operating income — this in spite
of an apparent decrease in taxes paid of 2.43 per cent.
The Southern group, represented by 822 miles of line, indi-
cates a continued reduction in operating expenses and
though taxes went up about 3 per cent, a gain in operating
income of 15 per cent. The Eastern group, represented by
4916 miles of line, has gained 7.85 per cent in operating
revenues, 5.04 per cent in operating expenses and 12.57
per cent in net operating revenue. All of the districts
except the Western show a decrease in the operating ratio,
the United States as a whole indicating a decrease from
62.97 per cent in January, 1915, to 62.08 per cent in Janu-
ary, 1916. The operating ratio of the Western district has
increased from 63.75 per cent in 1915 to 66.78 per cent in
1916.

The returns for February indicate a slight improvement
over those for January. It must be pointed out, however,
that the apparent decrease in taxes for the United States
as a whole and for the Western district in particular is
almost entirely due to a considerable reduction in the gross
revenue of a large Western city company. This company
is taxed on the basis of its gross receipts, and any reduc-
tion in gross must be necessarily followed by a considerable
reduction in the amount of taxes paid. Jitney competition,
it is said, has played no inconsiderable part in bringing
about this state of affairs.

Table I — Revenues and Expenses op Electric Railways for
January and February, 1916

, January , , February ,

Per Cent Per Cent

Amount Increase Amount Increase

In Over In Over

Account 1916 1915 1916 1915
United States*

Operating revenues $15,861,431 5.57 $8,109,761 9.07

Operating expenses $9,847,593 4.09 $4,877,015 7.55

Net operating revenue.. $6,013,838 8.10 $3,232,746 11.44
Operating ratio, per cent :

1915 62.97 ... 60.98

1916 62.08 ... 60.13

Miles of line represented 7,328.35 . . . 4,710.44

Eastern District*

Operating revenues $12,016,856 7.85 $5,589,472 12.10

Operating expenses $7,346,798 5.04 $3,267,366 7.86

Net operating revenue.. $4,670,058 12.57 $2,322,106 18.65
Operating ratio, per cent :

1915 62.76 ... 60.75

1916 61.13 ... 58.45

Miles of line represented 4,916.88 ... 2,749.40 ...
Southern District*

Operating revenues $817,725 4.59 $588,106 5.31

Operating expenses $479,466 d 2.34 $327,405 d 0.83

Net operating revenue.. $338,259 16.28 $260,701 14.20
Operating ratio, per cent :

1915 62.79 ... 59.11

1916 58.63 ... 55.67

Miles of line represented 822.64 . . . 637.64

Western District*

Operating revenues $3,026,850 d 2.35 $1,932,183 2.20

Operating expenses $2,021,329 2.29 $1,282,244 9.13

Net operating revenue . . $1,005,521 d 10.50 $649,939 d 9.18
Operating ratio, per cent :

1915 63.75 ... 62.14

1916 66.78 ... 66.36

Miles of line represented 1,588.83 . . . 1,323.40

Note.- — Letter d denotes a decrease.

•Groupings are as follows: Eastern District — East of the Mis-
sissippi River and north of the Ohio River; Southern District —
South of the Ohio River and east of the Mississippi River ; West-
ern District — West of the Mississippi River. The Eastern District
does not include the Interborough Rapid Transit Company, New
York, N. Y.

Table II — Revenues and Expenses of Electric Railways
Reporting Taxes for January and February, 1916

, January \ , February v

Per Cent Per Cent

Amount Increase Amount Increase
In Over In Over

Account 1916 1915 1916 1915

United States

Operating revenues $12,547,377 5.46 $5,283,394 8.72

Operating expenses $7,902,867 2.97 $3,203,183 8.22

Net operating revenue. . $4,644,510 10.01 $2,080,211 9.51

Taxes $824,559 1.65 $385,996 d *1. 28

Operating income $3,819,951 12.00 $1,694,215 12.31

Operating ratio, per cent :

1915 64.51 ... 60.91

1916 62.98 ... 60.62

Miles of line represented 5,495.76 . . . 3,287.86

Eastern District

Operating revenues $9,175,541 8.36 $3,046,002 13.45

op. i :. ting expenses $5,716,978 3.85 $1,804,183 10.67

Net operating revenue.. $3,458,563 16.75 $1,241,819 17.74

Taxes $560,680 3.04 $216,862 2.63

Operating income $2,897,883 19.84 $1,024,957 21.53

Operating ratio, per cent :

1915 65.01 ... 60.71

1916 62.30 ... 59.23

Miles of line represented 3,414.43 . . . 1,523.91

Southern District

Operating revenues $615,303 1.69 $533,639 5.01

(il»i-i ting expenses $348,539 d 3.34 $298,943 d 1.51 .

Net operating revenue. . $266,764 12.63 $234,696 14.68

Taxes $53,362 3.97 $27,110 6.69

Operating income $213,402 15.02 $207,586 15.82

Operating ratio, per cent :

1915 60.85 ... 59.72

1916 56.64 ... 56.01

Miles of line represented 656.60 . . . 580.95

Western District

Operating revenues $2,756,532 d 2.40 $1,703,753 2.23

Operating expenses $1,837,350 1.98 $1,100,057 7.18

Net operating revenue d 10.14 $603,696 d 5.71

Taxes $210,519 d 2.43 $142,024 d »7.95

Operating income d 12.20 $461,672 d 5.00

Operating ratio, per cent :

1915 63.78 ... 61.58

1916 66.65 ... 64.56

Miles of line represented 1,424.73 ... 1,183.00

Note. — Letter d denotes a decrease.
•See last paragraph of comment.

974

ELECTRIC RAILWAY JOURNAL

LVol. XLVII, No. 21

PROTECTING UTILITY SECURITIES

Newspaper Urges Utility Investors to Unite in Protection

of Their Interests in Regulatory Cases

The part of the financial pages of the Chicago Tribune
devoted to advice to investors recently contained a perti-
nent statement concerning the need of protection for utility
securities. This suggests a line of publicity which should
be encouraged by electric railways, who up to the present
time have been more or less apathetic about this vitally
important problem. The statement follows:

"Investors in utility stocks and bonds everywhere ought
to join in an effort to have due consideration given to their
interests by the commissions which fix rates and supervise
the operation of utility corporations. At present such
securities generally are allowed adequate protection, but
the tendency is to yield to the demands of patrons and poli-
ticians and let the investor bear the burden as best he can.
Continual exactions of one kind and another gradually re-
duce the profits of operating, cut down dividends and de-
crease the margin of safety protecting bond interest, thus
undermining the value of securities and making sales of
future issues more difficult.

"In Chicago there is nearly $500,000,000 invested in
utilities, not counting the telephone company. The gross
earnings of these properties are not far from 15 per cent
on the capitalization, and the net is not far from 6 per cent.
The 6 per cent, however, does not all go to security holders.
Some of it is directly paid to the city and smaller amounts
are used up by other charges, so that the average return on
the money invested is a fraction over 5 per cent.

"It thus appears that about two-fifths of the money
spent for street car fares and lighting goes directly to pay
for the use of the money invested in the plants. If the
investors are assured of a permanent revenue they will be
satisfied with a low rate of return, and an important item
in the cost of utility service will be reduced to a minimum.
If, on the contrary, the securities are continually menaced,
no one will buy them except on a speculative basis, yielding
a high income. Whether utility bonds shall rank among
the most conservative investments or among speculative
issues, rests chiefly with the rate-making and regulating
authorities.

Ardmore (Okla.) Railway. — Application for a charter has
been made by the Ardmore Railway to succeed the Ard-
more Electric Railway, the property of which was sold
under foreclosure as noted in the Electric Railway Jour-
nal of April 22, page 797.

Aurora, Elgin & Chicago Railroad, Wheaton, 111. — The
Aurora, Elgin & Chicago Railroad has arranged with the
Central Trust Company, Chicago; the Bankers Trust Com-
pany, New York, and the Citizens' Saving & Trust Com-
pany, Cleveland, to purchase the fifteen year 5 per cent
consolidated first mortgage gold bonds of the Elgin, Aurora
& Southern Traction Company, payable on June 1, 1916.

Barcelona Traction, Light & Power Company, Barcelona,
Spain. — It is announced that the Barcelona Traction, Light
& Power Company has recently sold securities in Spain
yielding the company the $1,200,000 of capital required to
complete the tramway between Barcelona and Larrasa and
Sabadelle, Spain.

Cities Service Company, New York, N. Y. — Publication of
the call of Cities Service Company 7 per cent notes of 1918,
at 102 per cent of the face value plus accrued interest to the
date of presentation, was begun on May 12. The notes will
be payable on or before July 12, 1916, at the office of the
company in New York.

Dry Dock, East Broadway & Battery Railroad, New York,
N. Y. — The Public Service Commission for the First District
of New York has denied the application of the Dry Dock,
East Broadway & Battery Railroad for permission to
issue $2,800,000 in bonds. This action was without prejudice
to the renewal of the application for an issue of $1,828,385.
The commission had previously denied the application and
the company took the matter to the Appellate Division of
the Supreme Court. The present action of the commission
in permitting the renewal is in accordance with the decision
of the court, which held that bonds could be issued in an

amount not exceeding previous expenditures on capital
account.

Edmonton (Alta.) Radial Railway. — The audited report
for the year ended Dec. 31, 1915, presented to the Ed-
monton City Commissioners, showed total receipts of $520,-
322, with expenditure as follows: Transportation expenses,
$294,534; maintenance, $11,374; equipment, $33996; gen-
eral, $30,362; interest and redemption charges, $259,836;
depreciation, $25,551; altogether showing a deficit of $135,-
758. At Dec. 31, 1914, the total deficiency was $680,966,
this being increased now to $644,431. From this amount
has to be taken $198,585.20, the readjustment of the de-
preciation reserve as recommended by the investigation
committee and approved by the Council. The total number
of passengers carried in 1915 was 10,658,219 as compared
to 14,081,564 in 1914. The traffic dropped considerably
until September, when a rerouteing of the cars was insti-
tuted and the soldiers returned to the city. In December
48,996 more passengers were carried than in December,
1914, and the expenses were reduced from 25.8 cents per
car-mile to 19.8 cents. The running expenses for 1915
were 12.3 cents per car-mile, exclusive of power charges,
as compared to 16.6 cents per car-mile in 1914.

Hagerstown & Frederick Railway, Frederick, Md. — The
Fidelity Trust Company, Baltimore, Md., is offering at 100
and interest a block of first and refunding 6 per cent thirty-
year sinking fund gold bonds of 1914 of the Hagerstown
& Frederick Railway. The authorized issue of these bonds
is $10,000,000, of which $850,000 is outstanding at the pres-
ent time.

International Railway, Buffalo, N. Y.— The Public Service
Commission for the Second District of New York has
approved an issue of $500,000 of International Railway 5
per cent refunding and improvement mortgage bonds. They
must be sold at not less than 88 per cent of par to net
$444,400. This sum, with $171,139 remaining from the
proceeds of a previously authorized issue of the same bonds,
making in all $676,000, will be used to refund $55,000 of
car trust certificates due this year and to pay for the com-
pany's extension and improvement program for the calendar
year 1916.

Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio. — The Youngstown & Sharon Street Rail-
way has been authorized by the Ohio Public Utilities Com-
mission to issue its improvement and refunding mortgage
bonds of the total principal sum of $39,135 to be delivered
to the Mahoning & Shenango Railway & Light Company in
payment, at par, for advances made by it for the construc-
tion of additions, extensions and improvements to the facili-
ties of the company from Nov. 1, 1915, to March 31, 1916.
The Youngstown & Niles Railway has been authorized by
the commission to issue its common capital stock of the
total par value of $100,500 to be delivered to the Mahoning
& Shenango Railway & Light Company, $60,500 in payment
for advances made for the construction of a line from
Youngstown to Warren, and $40,000 in payment of advances,
by it, for the construction and completion of a line to Niles,
Ohio.

Northern Ohio Traction & Light Company, Akron, Ohio.—
The Northern Ohio Traction & Light Company has sold to
N. W. Halsey & Company, New York, N. Y., and Hayden,
Miller & Company, Cleveland, Ohio, subject to approval of
the Ohio Public Utilities Commission, $4,000,000 of first-lien
and refunding forty-year 5 per cent bonds. The proceeds
of these bonds will care for all capital expenditures of the
company and all maturities over the next three years.

Otsego & Herkimer Railroad, Cooperstown, N. Y. — The
Public Service Commission for the Second District of New
York has approved the proposed change of the name of the
Otsego & Herkimer Railroad to the Southern New York
Power & Railway Company.

Seattle (Wash.) Municipal Railway. — According to fig-
ures compiled by A. L. Valentine, superintendent of public
utilities of Seattle, Division "A" and Division "C" of the
Seattle Municipal Railway were operated during April at a
loss of $2,322. The actual operating loss of Division "A"
amounted to $395, to which is added $1,593 interest on out-
standing bonds, making a total loss for that line of $1,989.
The loss on Division "C" amounted to $333.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

975

Southern Iowa Railway & Light Company, Albia, Iowa. —

Alfred B. Mueller, receiver, on May 3 sold at Albia all the
property of the Southern Iowa Railway & Light Company.
The purchaser was Guy M. Walker, New York, N. Y., rep-
resenting the bondholders. His bid was $150,000. This is
the second time the property has been offered for sale since
January. The previous sale held on Jan. 20 was not con-
firmed by the court.

Standard Gas & Electric Company, Chicago, III. — The
Standard Gas & Electric Company is inviting tenders on
approximately $2,000,000 of its convertible 6 per cent sink-
ing fund gold bonds, and intends, to pay $1,478,000 of three-
year 6 per cent notes which mature on June 1. The Phila-
delphia Trust Company, trustee for the bonds, has an-
nounced that it has on hand $2,016,000 for the purpose of re-
demption and has called for sealed tenders of bonds at a
price not exceeding 105 and accrued interest, to be received
until May 26. Payment of the 6 per cent notes will retire
all of the outstanding short-maturity securities of the origi-
nal issue of $3,000,000 made three years ago. Dividend
scrip issued while the preferred stock cash dividends were
discontinued is being rapidly exchanged for the company's
6 per cent twenty-year gold notes.

United Railways, St. Louis, Mo. — The Missouri Public
Service Commission has authorized the issues of bonds by
the Merrimac River Railroad and the St. Louis & Suburban
Railway for refunding purposes, referred to in the Electric
Railway Journal of April 29, 1916, page 838.

Youngstown & Southern Railway, Youngstown, Ohio. —
Judge C. M. Wilkins in the Common Pleas Court at Youngs-
town on May 13 ordered the sale of the Youngstown &
Southern Railway, which has been in the hands of David
Tod as receiver. The action was taken on petition of the
New York Trust Company in foreclosure proceedings.

DIVIDENDS DECLARED

Central Mississippi Valley Electric Properties, Keokuk,
Iowa, quarterly, 1% per cent, preferred.

Cities Service Company, New York, N. Y., monthly, one-
half of 1 per cent, preferred.

Citizens' Traction Company, Pittsburgh, Pa., $1.50.

Norfolk Railway & Light Company, Norfolk, Va., 3 per

ELECTRIC RAILWAY MONTHLY EARNINGS

imfj

lm.. J

Operating Operating Operating Fixed Net

Period Revenue Expenses Income Charges Income

April, '16 $23,575 '$20,703 $2,872

"5 23,855 '23,304 551

lm., Mar., '16 $32,533 *$20,087 $12,446 $11,046 $1,400

•15 29,914 '17,198 12,716 10,918 1,798

16 93,355 »56,769 36,586 33,158 3,428

15 82,886 '50,861 32,025 32,817 f792

lm., April, '16 $3,243,929 $1,210,258 $2,033,671 $1,187,776 J $ S !> n.r, f> 9

1 15 2,926,690 1,090.77:. 1.835,915 1,085,452 jxm;,::6l

10 16 29,702,743 11,605,286 18,097,457 11,370,597 J7, 194, 351

L0" " '15 27,839,526 10,781,264 17,058,262 10,866,772 16,684.502

LAKE SHORE ELECTRIC RAILWAY, CLEVELAND, OHIO
lm., Mar., '16 $114,646 *$78,281 $36,365 $36,356 $9

1 " " 16 102.222 '70,439 31,783 35,990 t4,207

3 16 334,522 '231,759 102.763 108,791 t6,028

3 15 289,759 '210,984 78,775 107,908 t29,133

lm.. Mar., '16 $392,206 '$245,276 $146,930 $50,646 $96,284

1 15 280,779 '178,948 101,831 51,901 49,930

3 16 1.118,751 '669,887 448,864 157,637 291,227

3" " '15 822,069 '525,913 296,156 153,014 143.142

PHILADELPHIA (PA.) RAPID TRANSIT COMPANY

lm., April, '16 $2,272,272 $1,244,460 $1,027,812 $816,043 $211769

1 15 1,971,599 1,140,510 931,089 816,022 15,067

0 16 21,135,004 11.810,1 69 9,324.835 8,161,907 1,162,928

0 15 19,776,806 11,486,176 8,290,630 8,101,462 189!l68

Includes taxes. fDeflcit. Jlneludes non-operating income.

Traffic and Transportation

PENNSYLVANIA CRITICISED CONSTRUCTIVELY

Review of Results Achieved by Circular Asking Patrons

for "Kicks"

Some months ago the Pennsylvania Railroad asked in
bulletin No. 9 this question: "What causes lack of confi-
dence in railroads?" The management of the railroad
announced that it wanted to get at the causes wherever
they existed and remove them and that the starting point
was to get the people who lacked confidence in the railroad
to say so and tell why. The company said .that it asked
these questions because it needed the confidence of its
patrons, wanted their co-operation and asked for their friend-
ship. It said frankly that to serve its patrons properly
without these was almost an impossibility, and that its
patrons would help the company to serve them by giving
serious thought to the solution of its problems. It sug-
gested that patrons, when they thought of something the
railroad could do to improve the service and make people
think better of it, should tell the management about it.

The story of the result of the campaign is contributed
by Henry A. Beers, Jr., to Printers' Ink for May 11. Mr.
Beers says when the publicity department of the railroad
early in January published and posted 40,000 of its now
famous Bulletin No. 9, it was virtually pinning to its own
back the never-failing source of juvenile mirth, carrying
the direct invitation, "Kick me." In response to this bona
fide communication a pent-up public burst forth in such a
fury of rhetoric that it might be said in paraphrase that
the Pennsylvania Railroad had literally sown the wind and
reaped a gas tank. It must not be gathered from this,
however, that the full sweep of the thousand or more
letters received in answer to Bulletin No. 9 were out-and-
out "kicks," so-called. Many of the letters contained inter-
esting suggestions, and where criticism was made it was
more than often in a temperate and helpful spirit of co-
operation. Incidentally where such suggestions and criti-
cisms were well founded, as investigations showed, wherever
practical the proper remedy was applied or steps are under
way to remove the causes thereof.

The author says that of the letters examined very few
on their faces betrayed marks of the so-called "crank,"
although many revealed a decidedly dyspeptic outlook on
things as they are. In seeking to find "what my neighbor
thinks of me" the Pennsylvania Railroad labored under no
illusions. It did not expect a flood of compliments. One
of the letters in particular is quoted as a fair example of
what the railroad suspected was being said behind its back
and what it preferred to have said to its face. Another
letter was regarded as a keynote letter. It handled the
subject in a really constructive way and was written in a
genuinely good-humored and readable style. It dealt with
the same principle that George J. Whelan has been apply-
ing unremittingly in the service of the United Cigar Stores,
namely, the broad question of what constitutes real service
and just where does a company's obligation to a purchaser
of its commodities begin and where does it cease. The
writer of this letter said that it was true that the company
was as near perfect as human element could make it, but
asked if it ever occurred to the man higher up that the
vast system was something which the every-day man or
woman could not grasp. It asked whether the officers
appreciated and understood what the great world-war
meant, whether they could grasp it and realize its vast
operation. The opinion was expressed that the officers of
the company could not, and the statement was made that
the general public did not understand the railroad. The
general injunction was to be more human.

Every complaint sent in was examined and delegated to
the heads of the various departments of the road for
further investigation and recommendations as to action.
To many of the more important and significant communi-
cations, President Rea replied personally. In securing a

976

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

thousand odd communications along these lines from the
many millions who use the road the Pennsylvania feels
that it has been able to draw off, to a certain extent, the
bad blood that festered its corporate side. Mr. Beers says
in conclusion that having now some basis on which to judge
the standard of criticism against the road, the company is
in a position to know more definitely just where it stands
with its patrons. In short, it has a tangible basis on which
to frame its future plans.

DAILY BAY STATE FARE SESSIONS

Daily sessions in the Bay State Street Railway fare case
before the Massachusetts Public Service Commission were
resumed on May 15 at Boston. There is little prospect of
the board's taking the case under advisement before July 1.
Localities affected will have an opportunity to discuss the
effect of the "proposed changes in rates after the present
cross-examination of R. M. Feustel, valuation expert of the
company, is completed. It is probable that rebuttal testi-
mony will be offered by the remonstrants soon after the
return of Alton D. Adams, advisory engineer for the various
cities and towns. The commission's own consulting engi-
neer in the case, B. J. Arnold, Chicago, has not yet been
placed upon the stand, and it is probable that additional
evidence may be submitted by the company.

Mr. Feustel was cross-examined by counsel for the re-
monstrants. The inquiry followed the preparation of the
data submitted by Sloan, Huddle, Feustel & Freeman on
behalf of the company. The failure of many of the com-
pany's lines to earn a 7 per cent return on their allocated
investment cost received much attention. It was brought
out that the establishment of through service from Scollay
Square, Boston, to Revere Beach by the Boston Elevated and
Bay State lines working through the East Boston-Orient
Heights district was under consideration. R. S. Goff, vice-
president and general manager of the Bay State company,
said that no steps toward the establishment of a single
fare for this service had been taken, and that if the pro-
posed tariff of the Bay State company went into effect, the
rate would probably be 11 cents. Chairman McLeod said
that the inauguration of such service depended in large
measure upon adequate provision for handling traffic
through the East Boston tunnel, and involved the possible
use of motor-trailer trains.

Several attempts were made by Counsel Wadleigh of the
remonstrants to secure a statement from Mr. Feustel to
the effect that one-man cars would be successful on various
branch lines of the company, but the witness, while recogniz-
ing the possibility of such service, contended that he had
not made a sufficient study of the local operating problems
to commit himself. The point was brought out that service
on branch lines is often in considerable measure influenced
by the volume of transfer traffic and that the receipts of
such lines are not an accurate index of the service require-
ments.

The witness agreed that the non-paying lines of the
system must to some extent be carried by the profitable
portions. The Newburyport-Ipswich route was such a line.
It is now operated at a deficit of $52,165 yearly. The in-
vestment on this route was $380,919. There were 16.48
track-miles involved and hourly service was rendered. Un-
der the new rate the fare from terminal to terminal will be
30 cents instead of 20 cents and an extra zone has had to be
added.

The comparatively low average speed of the Bay State
cars was attributed in large measure to the fact that the
company included layover time in its figuring. The point
was made that it would be of doubtful economy to purchase
extra rolling stock simply to handle the Sunday and holi-
day peaks in the summer. The Bay State company's traffic
was more dense in the summer months, that in nine repre-
sentative districts ranging from 26.9 per cent to 48.00 per
cent of the yearly total of the groups of lines involved in
the months of July, August and September. Regarding
analyses of traffic distribution, the point was established
that the study of day cards was an unsatisfactory method
of attacking this problem. A special and elaborate series of
observations for even an approximate determination was
necessary in this connection.

RAILWAY CAPITALIZES BILLY SUNDAY

Front-end Collectors Assist in Moving 16,000 Persons in

Twenty Minutes

The Kansas City (Mo.) Railways, which has aided in ad-
vertising the Billy Sunday meeting at Kansas City, was
remembered in the prayer of the evangelist the evening of
May 12. The next day he gave to the Kansas City Post an
interview complimenting and thanking the company for its
service. In this interview he said:

"It's the best I've ever seen in any city where I've had
meetings. I've not heard a single grumble or knock. There's
psychology in giving the people good transportation service.
It keeps the people of a city in good humor. And when
people can come to the tabernacle in good humor they at
least have a smattering of Christian spirit. If the street
car company and its men can get the people to the taber-
nacle and home afterward without spoiling their humor the
company is doing all in its power to help the Lord. I've
noticed how quickly the crowds are carried away after a
meeting. I've noticed how quickly the tabernacle fills some-
times. At times it is almost empty and all at once the
people will begin streaming in through all doors and it will
be packed. I'm glad for this spirit of co-operation of the
street car company and all others that are helping."

The Kansas City Railways used the interview the next
day, Sunday, in a half page of display space, adding and
interpolating references to its service, and the part it plays
in the welfare of the community. Above and below the
advertisement were the lines, "Brighten the City Where
You Are."

The Billy Sunday meetings have brought an increase of
about 20 per cent In the gross business of the company,
producing the largest week's business in its history, though
not any record day. The attendance at the meetings has
been from 20,000 to 40,000 a day, and on May 14 the at-
tendance at the various meetings conducted by Sunday and
his assistants was estimated at 80,000. The seating ca-
pacity of the pavilion is said to be 15,000, but frequently
more than 5000 additional visitors fail to get in. W. C.
Harrington, superintendent of transportation, uses about
130 extra cars for the service to and from the tabernacle,
storing them on dead tracks and in carhouses. The meet-
ings begin soon after the hall is filled. This makes the time
of closing uncertain. Mr. Harrington therefore had a push
button installed on the platform, and one of Mr. Sunday's
assistants pushes the button when the last hymn is an-
nounced, thus warning Mr. Harrington. The extra cars are
run in on four parallel lines within five blocks of the taber-
nacle in a few minutes. A crowd of 16,000 persons has been
moved away within twenty minutes. Front-end collectors
are used on all streets where cars are held for the meetings.

One-Man Car Hearing Postponed. — The hearing before
the Public Service Commission of the State of Washington
in regard to the operation of one-man cars in Spokane, re-
ferred to in the Electric Railway Journal of March 11,
page 520, was postponed from May 8 to some time between
June 5 and 10. Complaint against the operation of the cars
by the Inland Empire Railroad and the Washington Water
Power Company was made to the commission by the city.

Conviction in Accident Complicity Case. — Ben W.
Small was sentenced on May 4 at Kansas City, Mo., to
four years in the penitentiary for complicity in alleged
fraudulent damage actions. He was also charged with
having hired false witnesses. The case in which he was
convicted involved two women witnesses against the Kan-
sas City Railways. The women confessed, after receiving
part of the judgment money, that they had not been near
the scene of the accident to which they testified.

"Puget Sound Electric Journal" in New Dress. — The Puget
Sound Electric Journal for May, published in the interest
of the Puget Sound Traction, Light & Power Company,
makes its appearance in the current issue in a brand new
dress and a decidedly improved form made possible by gain-
ing official permission to solicit advertising. For the pres-
ent, at least, there will no other plan put into effect for
handling company news and the personal gossip of the de-
partments. The company payroll supports a community of
10,000 people.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

977

Hearings Begun in Albany Suburban Fare Increase Case.

— Charles F. Hewitt, general manager of the United Trac-
tion Company, Albany, N. Y., was on the stand on May 9 in
the hearing before the Public Service Commission for the
Second District of New York in connection with the new
schedule of the company which would increase the passenger
fare between Albany, Troy, Watervliet, Green Island and
Cohoes from 10 cents to 15 cents. Included in the com-
pany's figures were elaborate studies of increases and de-
creases of population along its lines and a table showing
the number of private automobiles, taxicabs and motor buses
that are owned and operated within the company's terri-
tory.

Application for Permission to Operate One-Man Cars. —
A. F. Haas, of the City Council of Seattle, Wash., on appli-
cation of the Puget Sound Traction, Light & Power Com-
pany, has introduced three bills asking for authority to
operate one-man cars on the Greenwood Avenue line at
Ballard, the Bellevue-Summit line, and the Twelfth Avenue
line. A. L. Kempster, manager of the company, states both
the Greenwood and the Twelfth Avenue lines are operated
annually at a heavy loss. On that account and in order to
maintain a satisfactory service, the use of the new type of
car is desired. The request has been referred to the fran-
chise committee of the Council.

Indiana Prize Contest. — H. A. Nicholl, general manager
of the Union Traction Company, Anderson, Ind., announced
on May 10 its fifth prize contest. Thirty dollars in gold will
be distributed in a first prize of $15, a second of $10 and
a third of $5 for the best papers on the subject, "Is the
Safety Movement Advanced More by the Cautious, Effi-
cient Employee, or by Mechanical Safety Devices?" The
contest is open to all employees except department heads
and assistants. All papers must be in the hands of the
claim adjuster or the division superintendent on or before
June 1, 1916. The winners will read their papers at the
next safety-first banquet of the company.

California Equalization Board Studies the Jitney. — The
State Board of Equalization of California is making an ex-
haustive study of the jitney question in California with an
idea of incorporating in its biennial report, which will be
presented to the State Legislature in the fall, some recom-
mendations concerning jitney regulatory measures. In ad-
dition to the regular report, the board may issue a special
report to Governor Johnson, devoted exclusively to the
jitney question, as the State will suffer by the existence of
the jitneys to the extent of about $200,000 in tax income
this year, this being 5 per cent of the $4,000,000 which is the
amount that the railroad companies are estimated to have
lost on account of jitney competition. While returns have
not been received from all of the roads, fifteen electric rail-
ways say that they have suffered income losses that total
$1,500,000 in 1915 from jitney competition.

San Francisco Grand Jury on the Jitney Question. — At a
recent session of the San Francisco Grand Jury, after a
discussion of a report which asserted that jitneys on Market
Street are "a menace and danger to life and limb of
pedestrians," "an abuse of the public streets," and further
declared that failure to abate them constitutes a dereliction
of duty, the following resolutions were adopted: "Resolved,
That we, the members of the Grand Jury of the city and
county of San Francisco, do request the Board of Super-
visors, and particularly the judiciary committee thereof,
to report and enact immediately, by ordinance, such legisla-
tion as will give the police department the permanent right
to regulate traffic and provide for the elimination of so-
called jitney buses on Market Street, between Seventh
Street and the Embarcadero." Prior to this action the mat-
ter had been referred to the police and they in turn had
ruled that they had no jurisdiction over jitneys. The grand
jury committee report states: "Your committee believes
it is high time for sworn officers to cease shirking and
sidestepping duties which the law imposes on them. The
situation, in our judgment, is far too serious to warrant a
continuation of the game of battledore and shuttlecock, par-
ticularly where human lives are involved. Human lives are
hourly endangered because of lamentable inaction and a
woeful disregard of public rights. Politics, for once, should
be brushed aside."

Personal Mention

Mr. D. W. Snyder, Jr., Jefferson City, Mo., has been ap-
pointed superintendent of the Bloomington & Normal Rail-
way & Light Company, Bloomington, 111., vice Mr. M. G.
Linn.

Mr. J. M. Wood has been appointed carhouse foreman
and inspector of service of the Detroit (Mich.) United Rail-
way, with jurisdiction over the movement of all cars or
trains within the city limits of Flint.

Mr. Wilford Phillips, general manager of the Winnipeg
(Man.) Electric Railway, has returned to Winnipeg from
California and resumed his duties after a four months'
vacation, much improved in health.

Mr. W. C. Miller, formerly in charge of the overhead lines
of the Fox & Illinois Union Railway, Aurora, 111., has been
appointed general manager and purchasing agent of the
company, to succeed Mr. F. M. Zimmerman, resigned.

Mr. M. G. Linn, formerly superintendent of the Blooming-
ton & Normal Railway & Light Company, Bloomington,
111., has been appointed general manager of the Des Moines
(Iowa) Electric Company, vice Mr. W. H. Thomson, re-
signed.

Mr. L. H. Lathrop, for the last five years general super-
intendent of the Menominee & Marinette Light & Traction
Company, Menominee, Mich., has resigned to accept a sim-
ilar position with the Ironwood & Bessemer Railway &
Light Company, Ironwood, Mich.

Mr. James G. Haworth has accepted a position as chief
engineer at the Anderson, Ind., power house of the Union
Traction Company of Indiana, succeeding Mr. Frank Vestal.
Mr. Haworth was graduated from Purdue University in
1910 with the degree of mechanical engineer.

Mr. Allan Purvis, superintendent of the Canadian Pacific
Railway at London, Ont., has been promoted to general
superintendent of the Eastern Division, with headquarters
at Montreal, Que. Mr. Purvis was formerly manager of the
interurban lines of the British Columbia Electric Railway,
Ltd., Vancouver, B. C.

Mr. L. G. Ireland has resigned as general manager of the
Brantford (Ont.) Municipal Railway and the Brantford
Electrical Commission to become connected with the On-
tario Hydro Commission on the new Eastern Ontario power
development project. Ireland was with the Hydro Com-
mission for five years before going to Brantford.

Mr. R. F. Palmblade has been appointed acting general
superintendent of the Jefferson City Light, Heat & Power
Company and the Jefferson City Bridge & Transit Com-
pany, Jefferson City, Mo., vice Mr. D. W. Snyder, Jr. Mr.
Palmblade will report to Mr. E. D. Bell, superintendent of
the St. Louis Electric Terminal Railway, Illinois Traction
System.

Mr. Max J. B. McConnell, chief clerk to Mr. Edward J.
Cook, general manager of the New York State Railways,
Rochester Lines, has been appointed assistant engineer of
maintenance of way of the company. For a number of
years after his graduation from Ohio State College Mr.
McConnell was connected with the engineering department
of the Pennsylvania and the Wabash Railroads. In Feb-
ruary, 1913, he entered the service of the Rochester office
of the New York State Railways.

Dr. J. T. Merz, owing to advancing years and increasing
responsibilities, retired from the chairmanship of the New-
castle Electric Supply Company toward the end of last
year, but was induced to continue his association with the
directorate in the capacity of vice-chairman. At the annual
meeting held recently, tributes to Dr. Merz's work on be-
half of the company over a long period of years were paid
by Mr. J. H. Armstrong, the new chairman, and by Dr. G. B.
Hunter. Dr. Merz was one of the founders of the company
twenty-seven years ago. He has served as chairman since
1901. The Newcastle Electric Supply Company has played
a notable part in the industrial developments of Tyneside.

978

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

OBITUARY

Lewis C. Sanford, secretary and treasurer of the Broad-
way Subway & Home Boroughs Car Advertising Company,
a subsidiary of the Brooklyn (N. Y.) Rapid Transit Com-
pany, died on May 14 at his home in Brooklyn from heart
disease. Mr. Sanford was thirty-six years old. He was
appointed to the Brooklyn Rapid Transit Company in 1899
at the Fifty-second Street shops as an electrician's helper.
In 1901 he was made receiver at the Unionville depot. In
February, 1903, he was made receiver in the general office.
In 1904 he was appointed chief clerk in charge of the
records in the secretary-treasurer's department. In Janu-
ary, 1908, he was appointed acting assistant secretary of
the Brooklyn Rapid Transit Company. In March, 1908, he
was appointed assistant secretary. In April, 1915, he was
appointed secretary and treasurer of the Broadway Sub-
way & Home Boroughs Car Advertising Company, the new
company organized to handle the Brooklyn Rapid Transit
Company advertising. Mr. Sanford is survived by his widow
and two children.

William Stanley, noted electrical engineer, died at his
home in Great Barrington, Mass., on May 14. Mr. Stanley
was born in Brooklyn, N. Y., on Nov. 22, 1858. He entered
Yale in 1881, but left the university in his freshman year
and took up the study of electricity by himself. In 1879
he became acquainted with Hiram Maxim, then chief engi-
neer of the United States Electric Light Company, New
York, and subsequently became assistant to Mr. Maxim.
Mr. Maxim went to Europe and Mr. Stanley continued for
a while as assistant in the Weston Electric Light Com-
pany, Newark, N. J., which had absorbed the Maxim Com-
pany. During his subsequent connection with the Swan
Electric Light Company, Boston, Mass., Mr. Stanley in-
vented and perfected an improved method of exhausting
incandescent lamp bulbs. While in Pittsburgh in 1885 he
devised the "multiple" system of alternating-current dis-
tribution. This was followed by the invention of an alter-
nating-current generator by Mr. Stanley. In 1890 he
moved to Pittsfield, and took into association C. C. Chesney.
The Stanley Electric Manufacturing Company was formed
to manufacture the devices invented, but was later amalga-
mated with the General Electric interests. In 1894 the
alternating-current system of long distance transmission
of power by the Stanley invention was successfully demon-
strated. In this work Mr. Stanley collaborated with Mr.
Chesney and Mr. Kelly, producing the famous "S. K. C.
system." Of recent years Mr. Stanley had been engaged in
consulting work with the General Electric Company. In
1913 Mr. Stanley was awarded the Edison medal, the fourth
to receive this honor.

Construction News

HOT SPRINGS STREET RAILWAY PRAISED

The Hot Springs New Era said recently:

"The slogan of the Hot Springs Street Railway is: 'Serv-
ice, That's What Counts,' and the management and em-
ployees of this company, during the racing season, have
given a splendid demonstration of the advantage of having
a motto and living up to it.

"For more than three weeks the company was taxed to
care for the big crowds that attended the races daily. On
one day recently it handled the double crowd at Oaklawn.
the circus and the races, and every day the service was the
same — safe, sure and reliable.

"Every day the service was carried on over a single
thoroughfare, crowded with speeding automobiles, vehicles,
trucks and pedestrians, and every minute required careful
handling in loading, running and unloading the cars. The
equipment was plentiful, and at each end of the line com-
petent employees looked after the loading and departure
of the cars. At Oaklawn the visitors were accorded simple
and clear instructions as to the manner of entering the
grounds and the collection of fares, while every safe expedi-
ent was used to load and return the crowds quickly after
the races were over.

"If there was a single complaint during the racing sea-
son, it has not been heard. On the other hand, there were
thousands of expressions commending the service.

"General Manager S. E. Dillon, Superintendent Butter-
field and every other employee of the company is entitled to
the highest commendation for strict adherence to the com-
pany's policy — 'Safety First, and Service.' "

Construction News Notes are classified under each head-
ing alphabetically by States.
An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS

Ardmore (Okla.) Railway Company. — Application for a
charter has been made by the Ardmore Railway Company to
succeed the Ardmore Electric Railway. Incorporators: I. M.
Putnam, Wirt Franklin, S. Appel, Edward Gault and Roy M.
Johnson.

FRANCHISES

Pine Bluff, Ark.— The Hot Springs, Pine Bluff & Missis-
sippi River Railway has received a thirty-seven-year fran-
chise to construct a line in Pine Bluff. [Jan. 1, '16.]

Stockton, Cal.— The Tidewater & Southern Railroad has
received a franchise from the Council to electrify the tracks
of the Western Pacific Railroad on Hunter Street from
Eighth Street to Hazelton Avenue, thence east on Hazelton
Avenue to a point near Aurora Street.

*Barton, Fla. — A franchise has been granted for the con-
struction of an electric railway from Bartow to Lakeland
and Winter Haven, about 25 miles. Address County Com-
missioners for further information.

Kankakee, 111. — The Kankakee Electric Railway has re-
ceived permission from the Public Utilities Commission of
Illinois to remove its tracks on South Washington Avenue
between Hawkins and Jeffery Streets.

Chelsea, Mass.— The West End Street Railway has asked
the Council for a franchise to relocate its tracks on Central
Avenue and Hawthorn Street from Highland Street to Pearl
Street, and on Pearl Street from the drawbridge at Chelsea
Creek to Park Street.

Detroit, Mich. — The Detroit United Railway has asked
the Council for a franchise to extend the Trumbull line both
north and south. The company proposes to continue the
line south from Michigan Avenue to connect with the tracks
of the Fort line. Northbound it is proposed to continue the
line to connect with the Grand Belt line, then west to
Twelfth Street and north on Twelfth Street to connect with
the Oakman Boulevard line.

Kansas City, Mo. — An ordinance has been introduced in
the City Council of Kansas City to permit the Kansas City
Railways to remove its tracks from McGee Street between
Fifteenth and Nineteenth Streets. McGee Street adjoins the
city's widest downtown street, Grand Avenue, on which
there are tracks. Should the ordinance be passed, the com-
pany would be relieved of an obligation in the present fran-
chise to build an extension of its lines on McGee Street
southward and thence to the union station.

St. Louis, Mo. — The United Railways has asked the Board
of Public Service Commissioners for permission to construct
a loop on the Market Street line, near Tamm Avenue, in
order to accommodate the crowds visiting the Zoo and Art
Museum.

Cincinnati, Ohio. — The Cincinnati, Milford & Loveland
Traction Company has asked the Council for permission to
erect poles and string wires along Wooster Pike, Plainville
Pike and other sections of the country to enable it to con-
vey electric current for lighting and power.

Philadelphia, Pa. — The Philadelphia Rapid Transit Com-
pany has asked the Council for a franchise to construct a
line on Fifty-sixth Street between Paschall and Lancaster
Avenues.

Nashville, Tenn.— The Nashville Traction Company has
asked the Board of Commissioners for permission to remove
its tracks from Twenty-fifth Avenue.

Dallas, Tex. — The Dallas Southwestern Traction Com-
pany and the Dallas Northwestern Traction Company have
received a six-months' extension of time on their franchises
in which to begin construction of their proposed lines to
Glen Rose and Denton respectively. [Nov. 6, '15.]

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

979

TRACK AND ROADWAY
Alabama City, Gadsden & Attalla Railway, Gadsden, Ala.

—It is reported that this company contemplates the con-
struction of an extension of its Cansler Avenue line from
Fifth Street, Alabama City, to the Louisville & Nashville
Railroad.

Calgary (Alta.) Municipal Railway.— The city commis-
sioners have accepted the bid of the General Supplies, Ltd.,
Calgary, for 100 tons of 60-lb. rails in 60-ft. lengths at $30
per long ton of 2240 lb., and 1000 square cedar ties at 30
cents each, to be used in construction of the temporary
street railway line to Sarcee military camp.

Pacific Electric Railway, Los Angeles, Cal. — Work has
been begun by this company on the construction of an ex-
tension to the Childs' tract, Glendale. Ultimately the road
will be extended south to the Tropico line and thence to the
Pacific Electric main line at Cypress Street.

Municipal Railways of San Francisco, San Francisco, Cal.
— Negotiations are under way for an extension of the Mu-
nicipal Railway line north in Baker Street from Greenwich
Street to the bay shore. The new extension will cover the
route of the old Harbor View line, which formerly ran down
Baker Street, and which was removed before the exposition.
The cost is estimated at $50,000.

Connecticut Company, New Haven, Conn.— This company
will reconstruct its track on Whiting Street, Plainville.

♦Sarasota, Fla. — Plans are being made for the construc-
tion of an electric railway from Tampa to Venice, about 68
miles. A. Evans Townsend, electrical engineer, Sarasota, is
interested.

Union Traction Company, Anderson, Ind. — This company
has construction forces at work improving its parks over
the system. The improvements to Broad Ripple Park and
Mounds Park are the most extensive.

Fort Madison (la.) Street Railway.— This company re-
ports that its line is being entirely rebuilt.

Salina (Kan.) Street Railway. — This company states that
it expects to place contracts within the next few weeks for
2000 ft. of new track.

Shelbyville & Frankfort Realty Company, Shelbyville, Ky.
— It is reported that this company plans to construct three
bridges in connection with its proposed electric railway
from Shelbyville to Frankfort. J. W. Gudgel, Shelbyville,
secretary. [April 22, '16.]

Winnipeg (Man.) Electric Railway.— This company is
considering the extension of its Academy Street line to
the Midland Railway of Manitoba and of its Talbot Avenue
line from Roland to Cameron Streets.

United Railways & Electric Company, Baltimore, Md. —
Work has been begun by this company on the construction
of a 1-mile extension of its St. Paul Street line to Guilford.
♦Minneapolis, Minn. — Plans are being prepared under the
direction of the city engineer for a municipal street railway
from Thirty-second and Central Avenues to the city filtra-
tion plant, to cost about $40,000.

American Traction Company, Minneapolis, Minn. — This
company reports that its line connecting International Falls,
Ranier and South International Falls, Minn., and St. Fran-
cis, Ont., 6% miles, will be electrified. Gasoline service is
being used temporarily. A. L. Sorter, Minneapolis, presi-
dent.

Twin City Rapid Transit Company, Minneapolis, Minn. —
This company will replace its wooden bridges over the
tracks at Deephaven, Tonka Avenue and Fair Oaks with
bridges of steel and concrete.

Kansas City, Mo.— Steps have been taken by the City
Council of Kansas City, Mo., to ascertain the possibility of
purchasing the inter-city viaduct between Kansas City,
Kan., and Kansas City, Mo., which shortens the traffic
distance materially between the two cities. It is said the
owners have made an offer to sell at about $2,000,000, con-
siderably less than the reputed cost. The street railway
tracks on the viaduct have not been used for several years.
The plans for the new Central Avenue viaduct, also crossing
the Kaw River and providing for most of the street car
travel between the cities, apparently do not take into con-
sideration any prospect of using the tracks on the inter-city

viaduct, which is, however, of much value as a toll bridge
for vehicular traffic.

Brooklyn (N. Y.) Rapid Transit Company.— Bids were
opened by the Public Service Commission for the First Dis-
trict of New York for the construction of Section 4, a part
of the new Eastern District subway. The line extends from
Sixth Avenue, Manhattan, under Fourteenth Street, to and
under the East River to North Seventh Street, Brooklyn,
thence under North Seventh Street, Metropolitan Avenue,
Bushwick Avenue and Johnson Avenue to a connection with
the right-of-way of the Evergreen branch of the Long Island
Railroad, where the line will become an elevated structure
and continue over the right-of-way to a connection with the
Broadway line, thence to East New York. The two lowest
bidders were Mason H. Hanger Company at $1,847,000 and
F. L. Cranford, $2,161,000.

Buffalo & Depew Railway, Buffalo, N. Y.— This company
will construct an extension to Bowmansville, 2 miles, and to
the New York Central station at Lancaster, Vz mile.

New York State Railways, Rochester, N. Y— It is re-
ported that a new scenic railway to cost about $25,000 is to
be erected by this company at Sea Breeze.

Alamance, Durham & Orange Railway & Electric Com-
pany, Burlington, N. C— The bond issue to aid in the con-
struction of this company's proposed line from Ossipee to
Durham was defeated at a recent election in Durham and
Patterson townships. It is proposed to raise the neces-
sary amount by subscription, several offers to take stock
having been made. Junius H. Harden, Burlington, president.
[■Oct. 9, '15.]

Goldsboro (N. C.) Electric Railway.— This company re-
ports that it will construct a 1 Ms -mile extension to the new
fair grounds.

Dayton & Troy Electric Railway, Dayton, Ohio.— It is re-
ported that this company contemplates the construction of
an extension from Piqua to Fort Loramie.

Youngstown & Niles Railway, Youngstown, Ohio.— The
Public Utilities Commission of Ohio has authorized the
Youngstown & Niles. Railway to issue $100,500 common
stock, which will be given to the Mahoning & Shenango
Railway & Light Company for money advanced for improve-
ments. J. P. Wilson, Youngstown, president. [April
22, '16.]

Oklahoma (Okla.) Railway.— A report from this company
states that its extension from Edmond to Guthrie, 16 miles,
will be placed in operation on July 1.

Sand Springs Railway, Tulsa, Okla.— This company re-
ports that it is building 5 miles of double track. All mate-
rial for the construction has been purchased.

Port Arthur (Ont.) Civic Railway.— This company will
reconstruct about % mile of track from Argyle Street to
Arthur Street.

Toronto (Ont.) Civic Railway.— This company has under
construction a %-mile extension on Lansdowne Avenue, off
St. Clair Avenue.

Montoursville (Pa.) Passenger Railway.— A report from
this company states that it will extend its line 1% miles,
0.6 mile to be span-wire construction and 0.9 mile bracket
construction. The company will be in the market for 56-lb.
relaying T-rails.

Philadelphia, Pa. — Work was resumed by the Keystone
State Construction Company on May 6 on the Broad Street
subway and island station under City Hall.

Eastern Pennsylvania Railways, Pottsville, Pa.— It is
reported that this company will expend about $500,000 for
improvements to its system. The company will put up
about 40 miles of new wire this summer.

Tennessee & Kentucky Railroad, Nashville, Tenn. — Sur-
veys have been completed of this company's proposed line
from Nashville, Tenn., to Russellville, Ky., via Springfield,
Orlinda and Adairville, 54 miles. It is reported that con-
struction of the line will be begun immediately. It is also
planned to construct a branch line from Orlinda, Tenn., to
Frankfort, Ky., 14 miles. [Nov. 21, '14.]

Southern Traction Company, Dallas, Tex. — It is reported
that this company is considering the construction of an ex-
tension from Waco to Taylor, about 70 miles.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

Ogden, Logan & Idaho Railway, Ogden, Utah. — It is re-
ported that plans are being considered by this company
for the construction of an extension from Preston to Grace.

Emigration Canyon Railroad, Salt Lake City, Utah. — This
company reports that it contemplates the construction of a
3-mile extension south to East Mill Creek.

♦Williamsburg, Va. — The city of Williamsburg has in-
vited bids for the construction of an electric line. W. L.
Jones, president City Council.

SHOPS AND BUILDINGS

International Railway, Buffalo, N. Y. — It is reported that
this company will construct a new fireproof station at West
Avenue and Transit Street, Lockport, to replace the old
wooden structure. It is estimated that the cost will be
about $15,000.

Interborough Rapid Transit Company, New York, N. Y. —
The Public Service Commission for the First District of
New York will open bids on June 1 for the construction of
station finish on Sections Nos. 12 to 15 of Route No. 5, the
Lexington Avenue subway. The stations to be finished un-
der this contract are 110th Street, 116th Street, 125th
Street, Third Avenue and 138th Street, Mott Haven and
149th Street. The commission is already advertising for
bids for station finish on Sections Nos. 7 to 11, inclusive,
embracing the southern part of the line, to be opened
May 25.

Durham (N. C.) Traction Company. — A new office build-
ing for the Durham Traction Company is under advisement.
This building will be erected in one end of the business sec-
tion where a suitable location has been found on a corner
plot for an excellent display of interior and exterior light-
ing, good display windows and salesroom. It is planned to
equip the top floor for clubrooms with reading, writing and
bathrooms and a few bedrooms.

Toronto (Ont.) Civic Railway. — Bids will be received un-
til May 23, through registered post only, addressed to the
Chairman, Board of Control, City Hall, Toronto, for the
complete construction of a steel-frame, brick-faced tile addi-
tion to the St. Clair Avenue carhouse on Christie Street, in-
cluding heating plant. Specifications and forms of tender
may be obtained upon application at Room No. 311, De-
partment of Works, City Hall, on payment of $10, this
sum to be refunded upon return of plans.

Salt Lake & Ogden Railway, Salt Lake City, Utah. — New
stations will be built by this company at Kaysville and
Clinton. The plans 'for the Kaysville station have been
completed and approved by the Council at Kaysville. The
building will be 40 ft. x 90 ft., of brick construction, and
will cost approximately $5,000. The station at Clinton will
be similar to the one now at Layton and will cost about
$3,500.

POWER HOUSES AND SUBSTATIONS

British Columbia Electric Railway Company, Ltd., Van-
couver, B. C. — This company is completing the construc-
tion and equipment of its substation near Home Payne sta-
tion on the Burnaby Lake line, which was delayed two years
ago.

Terre Haute, Indianapolis & Eastern Traction Company,
Terre Haute, Ind. — The City Council of Brazil has awarded
a contract to this company for lighting the streets of the
city for a period of three years.

Shelbyville & Frankfort Realty Company, Shelbyville, Ky.
— This company contemplates the construction of two power
houses in connection with its proposed electric railway from
Shelbyville to Frankfort. J. W. Gudgel, secretary.

Omaha & Council Bluffs Street Railway, Omaha, Neb. —
Among the improvements being contemplated by this com-
pany is the enlargement of its Lake Street substation, in-
creasing the output by 33 1/3 per cent.

Sandusky, Norwalk & Mansfield Electric Railway, Nor-
walk, Ohio. — This company reports that it will build a new
substation at Plymouth during the summer.

Ashland Light, Power & Street Railway Company, Ash-
land, Wis. — This company reports that it is adding a
5000-kw. General Electric turbine to its power station in
Ashland.

Manufactures and Supplies

THE CAST-IRON WHEEL INDUSTRY

In view of the congested conditions of the steel market
and the consequent increasing interest of railway com-
panies in the use of cast-iron wheels, a representative of
this paper recently had an interview with G. W. Lyndon,
president Association of Manufacturers of Chilled Car
Wheels. Mr. Lyndon was asked to state the situation in the
chilled wheel industry. He said that the prices for chilled-
iron wheels are practically the same as they have been for
a number of years and that the factories are running from
60 to 70 per cent of their output, which is the best this
industry has experienced for the past nine years. Continu-
ing, he said:

"It is a singular fact that in this era of invention so much
is said of the new things that are developed from day to day
and so little attention is paid to the things that have been
so conspicuously prominent in the development of the
world's progress. This is precisely what is happening in
the case of the chilled-iron car wheel. Ever since railroad-
ing began, the chilled-iron wheel has been the one impor-
tant factor in the nation's growth, because without wheels
commerce could not be moved, and without the chilled-iron
wheel the nation's commerce would be paralyzed.

"The 25,000,000 chilled-iron car wheels in use to-day under
freight cars, passenger cars, engine tenders, street cars
and on private car lines will give an idea of the magnitude
of the business, serving as they do under 97 per cent of the
freight cars in use and carrying the local passenger traffic
of ninety-five out of every 100 cities in the United States
and Canada, which operate 100 street cars or more.

"Twenty-five million car wheels represent about 8,500,000
tons of metal, and it will be interesting to know where this
material comes from, its method of delivery and the econ-
omy of its use, because unless it was reliable and at the
same time economical, it would not have withstood the at-
tacks of other metals for two-thirds of a century.

"Chilled-iron car wheels were originally manufactured
direct from pig iron, but as the business grew to such stu-
pendous proportions it became necessary to economize in
the use of pig iron and find a market for old worn-out
wheels. This is accomplished by remelting the old wheels
to the extent of from 40 to 60 per cent of the new wheel,
and old wheels are as staple as sugar, commanding a fixed
price per ton, and are accepted as part payment for the
new wheel. It will thus be seen that when the business
becomes established the question of material for the new
wheel is partly provided for to the extent of some 40 to
60 per cent, and all new wheels (excepting for new cars)
are sold on an exchange basis, which means that for each
new wheel sold an old wheel is accepted as part payment.

"In the Association of Manufacturers of Chilled Car
Wheels twenty-four manufacturers are represented, and
some of these operate branch foundries, so that, taken as a
whole, there are in the United States and Canada more than
fifty car-wheel foundries located in many of the prominent
cities from the Atlantic to the Pacific. These foundries
represent a capacity of 20,000 car wheels a day, which is
much greater than the demand, except during a heavy car-
building season. The business, therefore, is flexible, and
increased demands simply require an increase of output, but
the manufacturer usually carries a heavy stock of old
wheels, and in times such as these anticipates his require-
ments and contracts for his pig iron and other supplies
ahead. Therefore, the chilled-iron car wheel manufac-
turers can always meet extraordinary demands, and the
market conditions are not as subject to extraordinary
changes as other materials. There never has been a time
when the chilled-iron car wheel manufacturers were unable
to meet the demands, and they can do so now even in the
fact of the fact that hundreds of thousands of chilled-iron
wheels have been shipped to foreign countries within the
past year, where they are rapidly supplanting the old Euro-
pean standards.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

981

"Some cities which temporarily abandoned the chilled-
iron car wheel for electric car service and experimented with
other types have returned to the chilled-iron wheel, because
their operation is never hampered by uncertain deliveries,
which has been known to be the case with other types of
wheels.

"Considered from a scientific productive standpoint, there
is no metal in the iron class that is sold so cheaply as the
chilled-iron wheel, and there is no metal sold in the iron
group that has less fluctuation in price.

"Ever since its introduction in the year 1850 the price has
gone steadily downward, and one of the principal reasons
for this lies in the fact that the wheels are manufactured
and distributed from so many different parts of the coun-
try. If there was one central point of manufacture, the
price would be partially dependent upon the freight rate,
and the freight rate in many cases is more than the profit
on a shipment going to a point from 500 to 1000 miles
from the factory. Therefore, with fifty car-wheel foundries
located in different parts of the country, the factory that is
most accessible to the point of delivery secures the business
because there are no freight charges. It is thus shown upon
what a small margin of profit car wheels are sold, and this
economic principle has rendered their use almost universal.
Every manufacturer, however, makes a special wheel and is
enabled to put this wheel on the market at a higher price
than the ordinary wheel. Therefore, special wheels find
their way to all parts of the country."

ROLLING STOCK

Princeton (W. Va.) Power Company expects to purchase
a freight car.

Citizens' Railway, Clarksville, Tenn., is contemplating the
purchase of one or two cars.

Miami (Fla.) Traction Company has ordered two motor
cars to be delivered in August.

Sandusky, Norwalk & Mansfield Electric Railway, Nor-
walk, Ohio, will rebuild two passenger cars.

Kensington (Md.) Railway is negotiating for the pur-
chase of one standard sixty-passenger car.

Boston (Mass.) Elevated Railway, in a fire on the ele-
vated lines at Forest Hills on May 11, had four cars par-
tially destroyed.

West Chester (Pa.) Street Railway has ordered from
The J. G. Brill Company two double-truck all-steel passenger
cars to be equipped with 4 Westinghouse 632 B motors and
Westinghouse air brakes.

Toronto (Ont.) Civic Railway, through the chairman of
the Board of Control, will receive tenders until May 23 for
one single-truck double-end car completely equipped, one
single-truck double-end car body, electrical equipment for
one single-truck car and single truck for one car.

Worcester Consolidated Street Railway, Worcester, Mass.,
noted in the Electric Railway Journal of May 13, as
having received a sample prepayment car from the Osgood-
Bradley Car Company, is reported as having ordered ten
cars of the same type from the same carbuilder for de-
livery by Sept. 1.

Southwest Missouri Railroad, Webb City, Mo., noted in
the Electric Railway Journal of April 15 as having or-
dered five cars from the American Car Company, has speci-
fied the following details for this equipment:

Seating capacity 44 Door-operating mechanism,

Bolster enters, length.23 ft. 2 in. Am. Car

Length of body 32 ft. Gears and pinions G. E.

Length over vestibule, Gongs Am, Car

43 ft. 2 in. Hand brakes,

Width over sills 8 ft. 5 % in. Am. Car brake, Peacock drum

Width over all 8 ft. 11 in. Heaters Simplex Elec. Htg.

Height, rail to sills 3 :>•■.'., in. 1 1 em I lights G. E. arc

Sill to trolley base. . .9 ft. 4% in. Journal boxes Brill

Body Wood and metal Motors,

Interior trim, 4 G.E.-203 Form A, inside hung

1/4 -in. polished bronze Paint Am. Car

Headlining Agasote Registers Ohmer

Roof Monitor deck Renitent posts Brill

Unrterframe Metal Sash fixtures Brill

Axles Brill Seats,

Bumpers Am. Car Brill Winner pressed steel type

Cables G. E. Seating material Rattan

Car trimmings Brill Springs Brill

Control G. E. Step treads Feralun

Couplers West. Trolley base G. E.

Curtain fixtures. .Curtain Supply Trucks Brill 27-M-C-B-l

Curtain material Pantasote Ventilators Automatic

Destination signs Hunter Wheels Am. Car & Fdry.

Tuscaloosa Railway & Utilities Company, Tuscaloosa,
Ala., will shortly place in service on the Holt line an all-
steel semi-convertible center-entrance car built by The J. G.
Brill Company.

Toledo Railways & Light Company, Toledo, Ohio, noted in
the Electric Railway Journal of May 13 as having or-
dered fifty cars from the G. C. Kuhlman Car Company, with
an option to increase the number to one hundred, has exer-
cised this option.

Detroit (Mich.) United Railway, noted in the Electric
Railway Journal of April 22 as having ordered eight
58-ft. 3% -in. single-end interurban cars from the Niles Car
& Manufacturing Company, has specified the following de-
tails for this equipment:

Seating capacity 50 Fenders ......... Ry. Standard

Weight of car body. .. .36,000 lb. Gears and pinions. ...... .G. E.

Bolster centers, length, Gongs Ry. Standard

34 ft. 2% in. Handbrakes Peacock

Length of body 45 ft. 11 in. Heaters, ^

Length over all .... 56 ft. 5% in. Peter Smith hot water No 1C

Width over sills 8 ft. 2 % in. Headlights . . G.E. D-16-Y

Height, rail to sills 42% in. Journal boxes . . .Standard C-80

Height, sill to trolley base, Motors, . .

9 ft. 3 in. 4 West. No. 303, inside hung

Body Wood Registers Ohmer

Interior trim Mahogany Sanders,

Headlining Agasote Ry. standard with O-B sander

Roof, „ valves

Monitor, steam coach hoods Seats,

Undername Steel Hale & Kilburn No. 199 E E

Airbrakes West. A M M Seating material,

Bumpers Rico anti-climbers Main compartment, dark green

Cables G.E. frieze plush

Control G. E. Type M Smoker, dark green leather

Couplers, Step treads Mason

Tomlinson radial M C B Trolley retrievers.
Curtain fixtures Knutson No. 2

Forsyth No.' 88 ring fixtures Trolley base . . .U. S No 13

Rex all-metal rollers Trucks Standard C-80P

Curtain material Pantasote Window fixtures,

Destination signs Hunter National L. W. sash locks

TRADE NOTES
Goldschmidt Thermit Company, New York, N. Y., has

moved 'its offices from 90 West Street to the Equitable
Building, 120 Broadway.

General Electric Company, Schenectady, N. Y., has re-
ceived an order for motor equipment for twenty-five cars
from the Kansas City (Mo.) Railways.

Ford, Bacon & Davis, New York, N. Y., have been re-
tained as experts to examine the property of the Empire
United Railways for certain bondholders.

O. D. Cleveland, Southern traveling representative of the
Walter A. Zelnicker Supply Company, St. Louis, Mo., has
opened an office at 910 Hennen Building, New Orleans, La.

Roller-Smith Company, New York, N. Y., announces that
it has outgrown its present quarters and will move im-
mediately to much larger offices in the Woolworth Building.

M. Welte & Sons Company, New York, N. Y., will move
in the next few days to larger quarters at 667 Fifth Avenue,
where they will be better equipped to handle their greatly
increased business.

Terry Steam Turbine Company, Hartford, Conn., has ap-
pointed O. E. Thomas, 626 Washington Building, Los An-
geles, Cal., as district sales manager for Arizona and the
southern parts of California and Nevada.

W. H. Coverdale and W. W. Colpitts announce that the
practice of W. H. Coverdale & Company, Inc., consulting en-
gineers, will hereafter be conducted under the firm name of
Coverdale & Colpitts at 66 Broadway, New York.

William R. Garton, New York, N. Y., noted in the
Electric Railway Journal for May 13 as having been
elected vice-president of the Lansden Company, Inc., Brook-
lyn, N. Y., has also been appointed general sales manager
in charge of engineering.

Railway Improvement Company, New York, N. Y., has
received an order for 132 anti-climbers from the San An-
tonio (Tex.) Traction Company for use on present equip-
ment, and also an order to equip with anti-climbers the
thirty cars which are now being built for this company.

Stephen L. Coles, New York, N. Y., public utilities engi-
neer, has opened an office at 1 Wall Street. He will special-
ize in the following matters: harmonizing relations be-
tween public utility corporations, the public and the press;
organizing publicity and advertising departments for cen-
tral stations, railway companies and manufacturers; estab-
lishment of new, and development of existing service policies
for public utilities.

982

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 21

Stephen L. Seiden has resigned as vice-president of J. G.
White & Company, Inc., and has resumed the practice of
law. He has associated himself with Hardie B. Walmsley
and Francis L. Kohlman, heretofore the firm of Walmsley &
Kohlman. The new firm will practise under the name of
Seiden, Walmsley & Kohlman at 61 Broadway, New York.

H. L. Brownell, public safety engineer of Chicago, for-
merly in charge of the safety work department of the
Chicago Surface Lines, has been retained by the United
Railways, St. Louis, Mo., to deliver a course of lectures on
"Safety First" to the employees of the company. Mr.
Brownell will also deliver a. series of lectures in the parks
of St. Louis under the direction of Charles M. Talbert,
director of streets and sewers of the city.

Philadelphia Toboggan Company, Philadelphia, Pa., has
within the last two years made a specialty of constructing
for parks and resorts a type of large roller coaster which
it has named the "Jack Rabbit." Several of these equip-
ments are now under construction. The name is suggestive
of the nature of the ride given the patron rn the coaster
trains composed of richly upholstered and finished cars,
This company has supplied numerous street railways with
its standard carousels and coasters. One of its finest
carousels is located in Sydney, Australia. Some railway
companies arrange with the manufacturer to furnish them
with plans, specifications, cars, machinery, etc., and then
build the structure themselves, an economical method in
some localities.

ADVERTISING LITERATURE

National Transit, Pump & Machine Company, Oil City,
Pa., has issued Bulletins 404 and 405, describing its hori-
zontal gas engines.

Chicago Pneumatic Tool Company, Chicago, 111., has is-
sued Bulletin E-39, superseding E-36, describing and illus-
trating its electric grinders.

Ohmer Fare Register Company, Dayton, Ohio, has issued
a folder describing the Ohmer efficiency buttons which are
designed for use by the railways using the Ohmer system to
offer as prizes to the men who make the best records.

American Engineering Company, Philadelphia, Pa., has is-
sued Fuel Burning Reports, No. 1, which gives the results of
a number of tests which have been made with the Taylor
stoker by several railways and various other plants, using
the lowest grades as well as the highest grades of fuels.

J. G. White Companies, New York, N. Y., have issued a
booklet entitled "Modern Development in the Sugar Indus-
try," announcing the organization of a sugar engineering
department and the complete service which the various de-
partments of these allied companies are prepared to render
to this industry.

Hemphill, White & Chamberlain, New York, N. Y., have
issued a pamphlet, "The House the Railroads Built." It is,
in short, a comparison of the structure of railroad securi-
ties to the structure of a dwelling. In their conclusion the
bankers say: "First mortgage bonds have been defaulted,
but financial history has yet to tell of loss through the de-
fault of a properly guaranteed terminal bond."

Tool Steel Gear & Pinion Company, Cincinnati, Ohio, has
issued a pamphlet which illustrates a tool steel pinion which
has given nine times as much life as ordinary untreated
steel pinions in identical service and is not nearly worn out.
This company has reprinted its advertisement which ap-
peared in the March 6, 1915, issue of the Electric Rail-
way Journal and is mailing this folder with the above men-
tioned pamphlet.

Ohio Brass Company, Mansfield, Ohio, in the O-B Bulletin
for March-April, 1916, prints an illustrated article on the
Chicago, Milwaukee & St. Paul electrification, on which
many of its materials are used. It also contains a short ar-
ticle on the work done by the Portland Railway, Light &
Power Company during the "silver" thaw on Feb. 2 and 3,
when all services dependent upon overhead wires, which
were ice incased at the time, were tied up.

Railway Improvement Company, New York, N. Y., has is-
sued a folder which contains a list showing the efficiency
record obtained by a large number of electric railways

through the use of the coasting recorder. The folder also
contains illustrations of prizes, consisting of a rolled-gold
watch fob, a button and a pin, which were awarded to mo-
tormen of the Denver (Col.) Tramway for the highest coast-
ing efficiency records obtained.

Charles I. Earll, New York, N. Y., is now distributing
Bulletin M, describing Earll trolley catchers Nos. 7 and 10
and retrievers Nos. 4-A and 5-A. This publication is a
model of its kind, for it not only describes the construc-
tion of each device in detail, but has many easily under-
stood illustrations and full directions for installation and
maintenance. Earll catchers have been on the market for
ten years and Earll retrievers for fifteen years, so that
those described in this latest publication are the outcome
of many years of practical experience on hundreds of roads.

Armstrong Cork & Insulation Company, Pittsburgh, Pa.,
has issued a book on Nonpareil high-pressure covering for
heated surfaces. This book describes comparative tests, as
a result of which the heat losses from various sizes of both
covered and uncovered pipe have been definitely fixed and
tabulated. The book also contains tables, which show, in a
general way, the most economical thicknesses of Nonpareil
high-pressure covering to use, based on different steam
costs. A complete set of specifications, covering the cor-
rect installation of the various thicknesses of covering, are
also given.

Atlantic Welding Corporation, New York, N. Y., has is-
sued a pamphlet on "Automatic Welded Rail Joints." In
this process the plates are welded for their entire length to
both the case and the head of the rail, the method differing
from all others in the use of a traveling carriage on which
the welding electrode moves at a predetermined rate of
speed and along exactly the desired points. Reliance on the
uncertainties of the human hand and brain is thus elimi-
nated. The welding current is produced by a motor-gen-
erator set to avoid losses through resistors. A considerable
number of these joints has already been installed on the
lines of the Brooklyn Rapid Transit System and the Third
Avenue Railway, New York.

W. S. Barstow & Company, Inc., New York, N. Y., have
issued a pamphlet entitled "Industrial Opportunities in San-
dusky, Ohio." The pamphlet contains every item of informa-
tion concerning the Ohio city which would be of value to an
investor seeking a location for a new industry. The informa-
tion is compiled under the following headings: Population,
natural resources, agricultural resources, transportation
facilities, public utilities, financial resources, existing in-
dustries, factory buildings and sites, educational institutions,
health conditions, religious institutions, civic improvements,
labor conditions, commercial and industrial organizations,
secret and social organizations, amusements and general
information. This pamphlet is issued in pursuance of the
Barstow policy of assisting in all possible ways the industrial
development of communities in which the company operates
public utilities. Similar pamphlets are in course of prepara-
tion for the other cities whose utilities are controlled by the
General Gas & Electric Company, the Barstow holding
corporation.

NEW PUBLICATIONS
The Industrial Arts Index for 1915. H. W. Wilson Com-
pany, White Plains, N. Y., and New York City. 509
pages. Price, $7 and also on the service basis.
This is a complete index of some eighty engineering and
trade periodicals. A few of the English publications are
included, but for the most part the papers indexed are
American periodicals. The proceedings of the A.I.E.E.,
A.S.M.E. and other engineering societies, as well as the
publications of various government bureaus at Washington
are among those indexed. The need of such an index, in
view of the large number of engineering publications, is
great, and the publishers have done their work in very
creditable form. The annual, like the single numbers of the
Industrial Arts Index, is also sold on the "service" basis,
that is, depending upon the number of periodicals taken by
the purchaser which are indexed in the publication. Under
this plan the price varies according to the use which the pur-
chaser can make of the index and so puts the subscriber to a
few publications on the same "service" basis as the sub-
scriber to a large number.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

Movement vs. Progress

A squirrel in a cage, a horse on a treadmill,
are on the move every minute.

But they land nowhere.

Progressive makers may not be fanning the
air every minute, but when they do move it's
along the line of sound development and
improvement.

Peacock brakes began right. Hence you'll
find they are changed radically only to meet
radical changes in cars.

Peacock brakes for low-clearance, stepless
cars are an example of what we mean.

When you are out for brakes remember that
the Peacock broke through the shell of trial,
trouble and tribulation long ago. Once on
your car it stays.

National Brake Co.

Buffalo, N. Y.

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

gaaKers^a j^rtgifsJeefysl

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

New York Boston Philadelphia Chicago San Franciaco

THE J-GWH1TE COMPANIES

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

The Arnold Company

ENGINEERS- CONSTRUCTORS

jELECTRICAL — CIVIL- MECHANICS

105 SOUTH LA SALLE STREET

CHICAGO

Stone & Webster Engineering Corporation

Constructing Engineers

NEW YORK DOSTON CHICAGO

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
the Application of Engineering Methods
Solution of Transportation Problems

WOODMANSEE& DAVIDSON, Inc.

ENGINEERS

MILWAUKEE

Wails Bids.

CHICAGO

784 Continental & Commer-
cial Nat'l Bank Bldg.

ftttljur SD. %itth, ^nc.

Correspondence regarding our service is invited.
93 Broad Street, Boston, Mass.

SANDERSON & PORTER

ENGINEERS

REPORTS • DESIGNS • CONSTRUCTION -MANAGEMENT

HYDRO-ELECTRIC DEVELOPMENTS

RAILWAY. LIGHT HHB POWER PROPERTIES

H. M. Byllesby & Company, Inc.

NEW YORK, CHICAGO, TACOMA,

Trinity Bldg, No. 208 So. La Salle St. Washington

Purchase, Finance, Construct and Operate Electric Light,

Gas, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

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

Robert W. Hunt Jno. J. Cone Jas. C. Hallsted D. W. McNaugher

ROBERT W. HUNT & CO., Engineers

BUREAU OF INSPECTION TESTS & CONSULTATION

Inspection and Test of all Electrical Equipment

NEW YORK, 90 West St. ST. LOUIS, Syndicate Trust Bldg.

CHICAGO. 2200 Insurance Exchange.
PITTSBURGH, Monongahela Bk. Bldg.

jforfc, iBacon & ^avie,

115 BROADWAY
New Orleans NEW YORK Sa

Francisco

Scoficld Engineering Co. ^E^p^S^i?*8

POWER STATIONS GAS WORKS

HYDRAULIC DEVELOPMENTS ELECTRIC RAILWAYS

ELECTRICAL TESTING LABORATORIES,
Electrical, Photometrlcal
Mechanical Testin
80th Street and East End

r&.

ROOSEVELT & THOMPSON
71 Broadway ENGINEERS . New York

Report, Investigate, Appraise, Manage Electric Railway,
Light and Power Properties.

THE P. EDW. WISCH SERVICE

Suite 1710 DETECTI VES Suite 7 1 5

Park Row Bldg- New York Board of Trade Bldg.. Boston

W. B. MOORE Jfc CO.

Reports, Supervision, Designs, Electric Railway, Lighting
liilldliiK. I'iltHbnrgh. Pa

705 Union But

GULICK-HENDERSON CO.

Inspection Railway Equipment 4 Materials
PITTSBURGH CHICAGO NEW YORK

MAY 20, 1916|

ELECTRIC RAILWAY JOURNAL

OILLESS TROLLEY WHEEL
£5 NON-ARCING HARP

Great mileage with minimum of wire wear is realized with the V-K
OILLESS TROLLEY WHEEL.

motor circuit.

Send for illustrated catalog

MORE-JONES BRASS ft. METAL CO,

ST. LOUIS, U. S. A.

38 ELECTRIC RAILWAY JOURNAL [May 20, 1916

lllllllllllllllllllllllilllllllllllllllllllllillllll

A new car for Brooklyn

—but the same old reliable Safety

H-B Life Guards

The H-B Life Guard is the acme of
vigilance and the hall-mark of the
progressive electric railway.

The Consolidated Car Fender Co., Providence, R. I.

Manufacturer of The Providence Fender and H-B Life Guard

Wendell & MacDuffie Co., 61 Broadway, New York

General Sales Agents

llllllllllllllllllllllllllllllllllllllllllllllllllllllllll

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

Start a Test of
"Tool Steel" Gears and Pinions

That groove-

positively identifies Tool Steel
Gearing and helps you follow your
test. Your shop men can spot
of our gears without cleaning off
the grease.

Let them talk in actual
service on your road.

You know what can be
expected from un-
treated gears and
pinions these days of
bigger cars and heavier
loads.

Do you know what can
be expected from "Tool
Steel"?
Find Out.

That date is another help,
them serially also.

This Pinion has given 202,421
miles on semi-interurban serv-
ice, and shows but 30 per cent
of allowable wear. We guaran-
teed 175,000 miles. On this
road untreated pinions aver-
aged 50,000 miles.

■►

After 76,360 miles note the condition of teeth from
the carbon impressions. Gears are about one-thir-
teenth worn out, pinions about one-fifth worn out.
These Tool Steel Pinions have already outworn
eight untreated pinions and the gears have outworn
two untreated.

Tool Steel Face,

as hard here-, as or\ the

very surfacej/(This is one
of the, C-L-. dreamt

Aiffrrrnn' MfffK Korwwn

rool <>rplAM|ft And nv

hardeninsj^P '^H methods)

Can you afford not

Send for "The 'Very

to test out material

Latest' Dope on

that has made rec-

Gears" — a bulletin

ords like these?

that is a convincer.

Toughened Center

THE TOOL STEEL GEAR AND PINION CO

W. P. McKenney, Portland, Ore.

F. E. HOntress, Boston, Mass.

Allen General Supple, n.ronto, Ont.

J. P. Biggert, Pittsburgh, Pa.

Walter H. Evans, Chicago.

S. I. Walles, Los Angeles, Cal.

F. F. Bodler. San Francisco.

General Supplies, Ltd., Calgary, Alta.

II:;,. L-I.,n Sup. & Eq. Co.. Huntlngtot

CINCINNATI, OHIO

Scholi-y & Co., Ltd., London.
THE ACKLBT COMPANIES

Ackley Brake ft Supply Corp.,

Exports into British Territory

•cv -

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

With Copper at Thirty Cents a Pound

ANDERSON Trolley Wheel

the time is ripe to consider wear on your trolley wire.
Mr. S. L. Foster of the United Railroads of San Francisco
in an article in the Electric Railway Journal of March 18, 1916,
stated that on one road the cost of the trolley wire bought
for purely maintenance purposes averaged seven times the cost
of all the trolley wheels on the system. You can't afford to use
trolley wheels that have an undue abrasive effect on the wire.

Our long experience, not only as makers of trolley wheels,
but of line material, enables us to take a well-rounded, unbiased
point of view. You may therefore rely on our statement that
the ANDERSON TROLLEY WHEEL is the wheel that best
combines long life with minimum wear of the trolley wire. It
does not save $1.00 and make you waste $7.00.

Investigate it.

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 Bid*

Chicago, 105 So. Dearborn Street. London, 48 Milton Street.

San Francisco, 613 Postal Telegraph Bldg.

Elreco Poles for Overhead Wires

The view on the left shows Elreco Tubular Steel Poles with
ornamental trolley brackets. In the lower corner is a view at
night of

ELRECO COMBINATION LIGHTING
and STREET RAILWAY POLES

These attractive standards
serve a double purpose. They
also cut down labor and erec-
tion costs and improve the ap-
pearance of the streets.

Special Features of Elreco Poles

Non-corroding chamfered joints on which water will not stand.
"Wire Lock" S wedge joint which prevents slipping down or "telescop-
ing" and retains full strength of walls.

Get our Catalogs

It will be worth your time to investigate the advantages of Elreco
Poles— Write rrow for Catalogs D, E, and No. 16.

ELECTRIC RAILWAY EQUIPMENT CO.

30 Church St., N. Y. Cincinnati, Ohio

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

APlace iathe5un

A Place in the Sun is not always de-
sired by a passenger and, as he gives
the curtain a vicious jerk, he may
overlook the pinch handles. That
usually means a ruined curtain, unless
you use

RING FIXTURES

Most good fixtures can be adjusted to
hold well enough, but there is only
one which will let go when the pas-
senger takes hold, and takes hold
when the passenger lets go. No
other fixtures will do it, and we have
made all kinds for 25 years.
The device is so simple you might
wonder why we made curtains so
long before thinking of it. Yet it
took a man three years to perfect it.
We had it developed simply because
our repair part business plainly indi-
cated that the old types of curtain
fixtures would not stand up.
Now our records show that you
never have to order repair parts for
Ring Fixtures, but repair orders for
other types keep coming in.

CURTAIN SUPPLY CO.

322 West Ohio Street
Chicago, 111.

THE CONTINEN

Semes more people in more
Ways than any Institution
of its kind in the World.

Chicago
Cleveland
New York
PhUadelphia
Pittsburgh
St. Louis
San Francisco
Seattle
Toronto

H. W. Johns-Manville
Company

EXECUTIVE OFFICES
296 Madison Ave., NewJYork City

When you gamble
on a fuse — you stake
all that it protects

When a fuse fails, its re-
placement cost is incidental. A
small sum buys a new one. But
the loss of a circuit, a feeder or
an expensive device is often a
big item. This is fuse respon-
sibility.

So the small cost of a fuse is
an insurance premium on a
large equipment investment.
That's why fuse performance
must be absolutely dependable.

There is only one way to
make fuses absolutely depend-
able, and that is run a fuse fac-
tory on a laboratory basis, by
constant testing, eternal vigi-
lance, careful supervision and
checking.

It is this care in Noark fuse
manufacture that has made
thousands of Noark users.

Give them the "acid" test on
your circuits. All voltages and
amperages.

ELECTRIC RAILWAY JOURNAL [May 20, 1916

Complete Power Units

Steam, Gas or Oil Engines Including
Generators and Condensers

Undivided Responsibility

is a

Great Advantage

Allis- Chalmers Mfg. Company

Milwaukee, Wis.

Offices in All Principal Cities

CANADIAN REPRESENTATIVES
Canadian Allis-Chalmers, Limited, Toronto, Ont.

Calculating Machine

For Manufacturers cost keeping

Engineering contracting

Civil Engineering calculations

Valuation work for Railway

State and Government Commissions proves its calculations automatically

For Accountants, Auditors, Municipalities

Speed is necessary in your work, accu- <Z/U-Aa*<eL. /.yj-JfS./6 ste- s^fe t , ou^to calcu-
racy is even more vital. The Marchant tf^^V**^ v<*C<Sr*e***iS# . , tj •

combines with its quick action the auto- ' u , , m ,

Shall we send you one by express pre- C t?63t-ff ■. ■■..■ SZ/J~7. /3 vou calculate and

paid for 30 days' free trial, in your own D /^SSd-Zf . /Jf^S? prove it in one min-

office ? £ 'ff£9S./<?-*~. — - /O V-S0.2& ute and 20 seconds.

Harcbatrr CALCULATING MACHINE COMPANY

General Offices: Oakland, California

'ittsburgh, Cleveland, Seattle, Milwaukee, Spokane,

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

4;j

TROLLEY POLES
FROM STOCK

Made of High Carbon
Butt -Welded Skelp,
Not Gas Pipe Stock

Ample Strength and Resiliency for 35
to 40 pounds wheel pressure on the
trolley wire.

About 7500 in Stock Today

NUTTALL — PITTSBURG

■^u3

Kadi

In Algeria the city fathers gather in the open on
a hill and talk over the equivalent of municipal
ownership, public utility regulation, and other topics
near to the hearts of politicians. The commendable
feature of this custom is that things are done in the
open.

— just as Morgan engineering to prescribe the cor-
rect type of carbon brush is done in the open.

—Morgan engineers work with the railway engi-
neers.

— study their problems with them.

There is no secret process in discovering the proper
type of Morganite for the service.

It is all the result of careful study in the light of
specialized experience.

This is part of Morganite service and it saves
money for the brush user.

"Then, why doesn't every road use Morganite
brushes?" you ask.

Custom, sir, is hard to break!

If you are not using them— why?

Factory, Brooklyn, N. Y.
AGENTS:

Lewis & Roth Co., 312 Denckla Bldg., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.

St. Louis, Mo.

Herzog Electric & Eng'g Co., 150 Steuart St.,

San Francisco, Cal.

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

Trucks That Prevent Nosing

The pleasure of a trip on
an electric railway is often
spoiled by the disagreeable
tendency of the car to
"nose," even when running
at moderate speeds. This
is due to the synchronous
swing of the two truck bol-
sters. The Baldwin Loco-
motive Works has recently
■nrnin.ifiMtwMM.o.ou.A* patented an arrangement

for overcoming such nos-
ing. By this invention the bolster swing links of one truck are made longer than those of the other.
The bolsters therefore do not swing in synchronism, and the nosing tendency is broken up, so that
the car rides comfortably.

Trucks as illustrated, equipped with this arrangement, are used under the limited cars of the Mich-
igan Railway Company, running at speeds up to 80 miles per hour.

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, 1210 Boatmen's Bank Bldg., St. Louis, Mo. A. Wm. Hinger, 722 Spalding Building, Portland, Ore.

F. W. Weston, 120 Broadway, New York, N. Y. Williams, Dimond & Co., 310 Sansome St., San Francisco, Cal.

J. A. Hanna, Niles, Ohio.

Recent shipment of semi-steel trailer
cars for Salt Lake & Ogden Railway

THE JEWETT CAR COMPANY

Newark, Ohio

May 20, 1916 |

ELECTRIC RAILWAY JOURNAL

!»*€Si

Steel for Service

Worn Out

Not Broken

The teeth oi" the gear shown in the photograph cut
from a Carnegie Hard Grade Gear Blank were worn to a
thickness of % inch at the pitch line without signs of
fracture or breakage after over a year's continuous service
on the bridge drive of a 50-ton hot metal crane.

The crane and load weighed about 100 tons, and you
know that at a hot metal mixer, owing to prevalence of
dirt, graphitic carbon, etc., the service is unusually severe.
You know also that cast gears would not have given any
such service.

This kind of service, however, may be expected when
the gears are made from

Carnegie Rolled and Forged Gear Blanks

Carnegie Steel Company

General Offices: Pittsburgh, Pa.

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

THE LINDSLEY BROTHERS CO.

Western "Good PdeS Qllick" Northern

Quick Shipment!
Minneapolis Yard

Minneapolis
Spokane - St. Louis

Butt Treating
Open Tank and
'Hot and Cold" Proce*

ALUMINUM

Railway Feeders

kind."" Electrical Conductors

Aluminum feeders are less than one-half the
weight of copper feeders and are of equal
conductivity 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.

R0EBL1NG

Aerial Cables
Annunciator Wire
Automobile Horn Cord
Automobile Lighting Cables
Automobile Starter Cables
Automobile Charging Cables
Ignition Cables

Fire and Weatherproof Wirs

Field Coils

Lamp Cord

Moving Picture Cord

Mining Machine Cables

Magnet Wire

Power Cable, Rubber Insulated

Power Cable, Cambric Insulated

Power Cable, Paper Insulated

Slow Burning Wire

Telephone Cable, Paper Insulation

Armature Coils
Bare Copper Wire
Bare Copper Stranc
Copper Wire. Bare
Cambric Cables
Fixture Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

Branches:
New York Philadelphia Pittsburgh Chicago Boston Cleveland
Atla

Insulation

San Francisco Los Angeles Seattle Portland, Ore.

a*w CUTS WOOD

*4zP* PRESERVING BILLS

Grade One

Creosote Oil

IN HALF

Write for booklet

NEW YORK
Branches in Principal Citie

Splicing Sleeve

NO SOLDERING

NO HAMMERING

POWERFUL, QUICK

AND PERMANENT

STANDARD RAILWAY
SUPPLY CO.

4329 Ferftus !

Prolong the Life of Poles-

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

1916

THE NORTHEASTERN CO.

BOSTON, MASS.

The New Drew Cable Insulator and Splicing Sleeve
is only one of many of our

economy devices.

POLES

PILING

We brag about the SERVICE we give

B. J. CARNEY& CO.

F. B. BRANDE, Manager M. P. FLANNERV, Manager

19 Broad Street, Grinnell, la. Spokane, Wash.

TD17 A TUn poles, cross arms, ties,
I I\CA 1 Lu timbers, paving blocks

CAPACITY 100,000,000 FEET B.M. PER ANNUM

SEND FOR PAMPHLET

International Creosoting & Construction Co.

It Meets Every Requirement — The Celebrated

Trenton Trolley Wagon

J. R. McCARDELL & CO.

Patentees and Sole Manufacturers

Correspondence Solicited.

TRBNTON, N. J.

TOOLS

for all classes of electrical construction and repair
work. Write for catalog.

Chicago

MAY 20, 19161

ELECTRIC RAILWAY JOURNAL

U. S. Metal & Mfg. Co.

165 BROADWAY,
Chicago

NEW YORK CITY
Washington, D. C.

RAILWAY SUPPLIES

Selling Aaents for Dunham Hopper Door Device — Feasible
Drop Brake Staff— Columbia Lock Nut— Shop Cleaner —
"Texoderm." Sole Eastern Agents for St. Louis Surfacer &
Paint Co. General Eastern Agents for Hutcbins 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.
New England and Southern Agents for Thayer & Co. — Chilling*
worth Seamless Gear Cases. General Eastern Agents for the
Union Fibre Co.— Injector Sand Blast Apparatus.

It Would Be Almost a Miracle

if one or more of the 8,ooo men who
regularly receive the Journal did
not happen to want that used ma-
chine which you want to sell. The

Searchlight Section

brings buyers and sellers together

Copy received until Wednesday noon for publication in
the issue of that week.

— and there is the relay of the

Nachod Crossing Signal

easy to get to, no time lost to inspect or re-
pair. Just as easy to replace a lamp in the
flashing "Danger" transparency above or to
see the bell movement in action. Close the
doors — all is tight and weatherproof.
Accessibility means easy maintenance,
which means good maintenance, whence re-
sults good service. Remember

Nachod Spells Safety

in signals, bells and headway recorders.

Nachod Signal Company, Inc.

4771 Louisville Ave.

Louisville, Kentucky

Chapman

Automatic Signals

Charles N. Wood Co., Boston

FEDERAL SIGNAL CO

Manufacturers

}( Automatic )
for < Signaling >■

(. Interlocking )

MAIN OFFICE and WORKS - - ALBANY, N. Y.

Standard for Your Service

means securing the best quality of bare
and insulated electric wires and cables
and cable accessories that are guaran-
teed by years of unusually successful
service.

Write our nearest office for complete

information.

Standard Underground Cable Co.,

Pittsburgh, Pa.

Boston Philadelphia Chicago

Xev* York San Francisco St. Louis

Manganese Steel

ick Work

FROM THE
LARGEST LAYOUT
TO THE
SMALLEST INSERT

St. Louis Steel Foundry, 1560 Kienlen, St. Louis, Mo.

Owned and operated by Curtis & Co. Mfg. Co., St. Louis.

Ramapo Iron Works

Main Office, Hillburn, N. Y.
ew York Office: 30 Church St.

Automatic Switch Stands,
T-Rail Special Work,
Manganese Construction,
Crossings, Switches, Etc.

Kilby Frog & Switch Co.

BIRMINGHAM. ALA.
Tongue Switches, Mates, Frogs, Curves and
Special Work of all kinds for Street Railways.

" WHALEBONE "

Fibre Track Insulation

DIAMOND STATE FIBRE CO.

F.lsmere, Del. Bridgeport, Penna. Chicago, 111.

Good
enough

The U. S. Reclamation Service, Indian Agency
Service, Lighthouse Service and War Department
have used "ACME" Nestables for years. The record
of repeat orders tells a story of service.

'\u

Resist corrosion. Strong enough for all culvert
USES— and MISUSES.
Solve your culvert problems. Send for Ca alog G-3

Jl " BL

THE ©NTON ©LVERTSSlLO©^

NAY J

OURNAL [May 20,

L916

HIGHEST QUALITY

TRACK SPECIAL WORK

^^^W

^PfP5

MAKE THIS QRADE ONLY

CLEVELAND FROC & CROSSING CO.

CLEVELAND, OHIO

Special Track Work

ong quality line* to
ndl

BuUt al(

withstand Ions;, severe

Switches

Frogs, Crossings,

Manganese Centers

New York Switch & Crossing Co.

Hoboken, New Jersey

Special Work for Street Railways

Frogs. Crossings. Switches and Mates

Manganese Steel Center Layouts

BARBOUR-STOCKWELL CO

205 Broadway, Cambridgeport, Mass.

The Rail Joint Company

61 Broadway, New York City

100% Rail Joint

Makers of Continuous, Weber, Wolhaupter and

ioo% Rail Joints
Standard — Insulated — Step — Frog and Switch
Protected by Patents
Grand Prize, San Francisco, 1915 4

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & Wire Company

Chicago New York Cle

-hiinl Pittsburgh "Worcester Denv

U. S. Steel Products Co.. New York

May 20, 19161

ELECTRIC RAILWAY JOURNAL

Preparedness is on Every

Tongue Now — We've

Advocated It for Years.

DEARBORN FEED WATER
TREATMENT

The engineer who uses it in his boilers
will never be exposed to the attacks of scale
and its allies, bagging, pitting and corrosion.

Dearborn Chemical Company

McCormick Building, Chicago

K/acftatot^

Transformers

positively show the minimum loss of energy .
This is due to their balanced design, silicon steel
cores and liberal copper allowance which also
mean greater reliability.

Packard

ELECTRIC
COMPANY
WARREN, O.

Electric Appliance
Co., Chicago,

Dallas, New Or-

Francisco.

Post Glover Elec-
tric Co., Cincin-
nati, Ohio.

H. I. Sackett Elec-
tric Co., Buffalo,
New York.

Electric Service
Supplies Co.,

Philadelphia, New
York, Boston.

Braid Electric Co.,
Nashville, Tenu.

N. L. Walker,

Raleigh, N. C. J

USE BEAUMONT LARRIES

FOR SERVING BOILERS

Three cents per ton from storage to stoker.

Large outside storage possible.

Accurate weight kept of coal burned per

boiler.

ONE MAN handles all coal and ashes.

Write for catalogue.

FOSTER SUPERHEATERS

Greatly Increase

Efficiency and Power of

Steam Turbines.

POWER SPECIALTY CO.

Trinity Building, 111 Broadway
NEW YORK

I. T. E,.

Circuit Breakers

plete Catalogue.

GREEN CHAIN GRATE STOKERS

For Water Tube and Tubular Boilers
GREEN ENGINEERING CO.

East Chicago,

Grate Stokers
ldlinj ~
Steam Jet Ash (

Bulletin No. 1— Green Chain „..
Catalogue^ No. 8^-Geco Ash Handling Systems

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

The Babcock & Wilcox Company

85 Liberty Street, New York

WATER TUBE STEAM BOILERS

Steam Superheaters Mechanical Stokers

Works BARBERTON, OHIO— BAYONNE, N. J.

uuaiwi-M, os reuerai st.
CHICAGO, Marquette Building.
CINCINNATI, Traction Building.
CLEVELAND, New England Buildin
DENVER, 435 Seventeenth St.

BRANCH OFFICES:

HAVANA, CUBA, Salle de Aguiar 104.
HOUSTON, TEX., Southern Pacific Bldg.
LOS ANGELES. I. N. Van Nuys Bldg.
NEW ORLEANS, 533 Baronne St.
PHILADELPHIA, North American Building.
PITTSBURGH, Farmers' Deposit Bank Bldg.

SAN JUAN, Porto Rico, Royal Bank Bldg.
SEATTLE, Mutual Life Building.
TUCSON, ARIZONA, Santa Rita Hotel Bl

Full Power with
High or Lower Adjustment

Many emergencies requiring a
powerful jack present a diffi-
culty in bringing the jack to hear
on the load. The

Buckeye Emergency
Jack No. 239 Special

The Buckeye
Jack Mfg. Co.

Alliance, Ohio

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

NILES - BEMENT - POND GO.

Ill Broadway, New York

Boston Philadelphia Pittsburgh Chicago

St. Louis Birmingham, Ala. London

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Clear and Black Air Drying Insulating VarnlBhes
Clear and Black Baking Insulating
ishlng Varnis]

Oil Proof Finish

Snamels
FOR THE MANUFACTURER— OPERATOR— REPAIRER

THE STERLING VARNISH COMPANY
PITTSBURGH, PENNA.

Manchester, England

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.

The Big Three

D & W Fuses, Deltabeston Wire
Delta Tape

D & W Fuse Co., Providence, R. I.

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

PANTASOTE

The National Standard
for Car Curtains and
Car Upholstery

AGASOTE HEADLINING

The only headlining made in one solid piece. Will not
separate, warp or blister. Waterproof and homogeneous.

The Pantasote Company

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITE FOR THERMOSTATIC CONTROL INFORMATION

ELECTRIC HEATERS Cut In-
stallation and Maintenance Charge.

VENTILATORS Also Ventilate in
Stormy Weather.

THERMOSTATS Save Current.

ORIGINATED the Use of NON-
CORROSIVE Wire for Electric
Car Heaters.

ORIGINATED The Ventilated
Coil Support.

LET US FIGURE ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PI., New York

GOLD

~J #lifihr> -; i\

WflWH

Latest Type Jumping-horse

CARROUSELS

We Also Build All Kinds of Rides

Quotations and suggestions on Amusement De-
vices for Street Railway Parks cheerfully sub-
mitted. We have many years of experience in
Park operation; can give best of reference from
Klectric Railway officials.

Philadelphia Toboggan Co.

Germantown, Phila., Pa.

Many Railway Companies

have promoted cleanliness and sanitation
among their conductors, niotormen. office and
repair shop employees by installing a safe
and convenient equipment of

"Berber's jfemfecKEBg

They are tirf retnrdant

Th«

Send for Folder Y. E. J.

Berger Mfg. Co.

Canton, Ohio

Boston New York Philadelphi:

P & B Insulation

good electrical service. Electr
been buying P & B Products for 32 year

Weatherproof Tape
Insulating Compound
Baking Varnishes
Air-Drying Varnishes
Solid Compounds

Write for Booklets

The Standard Paint Company

Woolworth Building, New York

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
Manufactured by

AMERICAN GENERAL ENGINEERING CO.

253 Broadway, New York, U. S. A.

IRCO

TAPES

FRICTION

are the Standard

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway, New York, U. S. A.

KINNEAR 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

Rails and Nelsonville Filler
and Stretcher Brick

offer all the advantages without the disadvantages of

the groove rail.

Construction approved by City Engineers.

THE NELSONVILLE BRICK CO., Nelsonville, Ohio

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

Custom-made
Car Seats

Oval

Pedestal Base. Cut in
Back Feature giving

This company solicits
the opportunity of dis-
cussing car seating with
you from the standpoint
of improving your reve-
nues and public relations.

We are prepared to design and build seats
that meet your particular car and operating
conditions precisely.

Our full page advertisements in alternate
issues explain the principles that underlie our
practices in car seating. Please read them.

Hale & Kilburn Co.

Philadelphia New York Chicago

Washington San Francisco

Ventilation-Sanitation— Economy— Safety

"• All Combined in I*

SO, 1913.* Ask for the full story.

We Also Manufacture Pressed Steel Hot WaterfHeaters
THE COOPER HEATER CO., CARLISLE, PA.

TICKETS

as well as

CASH FARES

Try these boxes on your one-
man cars

Cleveland Fare Box Co.

CLEVELAND, OHIO

ANOTHER Radical

Improvement —
METAL TICKETS!

AGAIN— The Johnson

Registering Fare Box

Sets the Pace

as nickels. Protected by same double check.

J-: ! mi iii.i 1 «- big expense of printing and counting
paper tickets. Write for new booklet describing
it fully.

Johnson Fare Box Co., HTd^ Jft&'Sr

For the Answer to your Fare Collection Problem
Write for

"Earnings Per Passenger Mile"
It tellslhow the

BONHAM TRAFFIC RECORDER

Will Meet Your Needs
The Bonham'Recorder Co., Hamilton, Ohio

THE PETER SMITH HEATER COMPANY

1735 Mt. Elliott Ave., Detroit, Mich.

1RAILWAY UTILITY CCX

Sole Mhnvfaeturere

"Honeycomb" and "Round Jet" Ventilators

tor Monitor and Arch Roof Cars, and all classes of buildings.; also

Electric Thermometer Control

oi Car Temperatures.
721W.FULTONST. Write for 1328 BROADWAY
Chicago, III. Catalogue New York, IN!. Y.

FORD TRIBLOC

A Chain Hoist that excels in every feature. It has
Planetary Gears, Steel Parts, 3l/2 to i factor of Safety.
It's the only Block that carries a five-year guarantee.

FORD CHAIN BLOCK & MFG. CO.
142 Oxford Street, Philadelphia

The Best Shade Rollers For Cars

SPECIAL shade rollers for cars, that will last and give satisfac-
tion for years, and yet cost but little more than toe poorest
yoo can buy, are made by the Stewart Hartshorn Co., B. Newark,
N. J. This company is by far the largest shade roller manufacturer
in the world. It is able to give high quality at lower prlc
at the enormous output. Write for catalog, ' *
always protected when

for catalog, stating wants. You are

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.

May 20, 1916|

ELECTRIC RAILWAY JOURNAL

Rollway Bearings

are Sensible Bearings

If anti-friction bearings were not de-
signed to assure easy installation and re-
placement by your shopmen, their power,
lubrication and inspection savings would
not be obtainable in practice.

Rollway Bearings are long past the ex-
perimental stage. We know just what
they can do in city, suburban and interurban
service. We offer you a sensible, standard
product.

Write us today for service records.

The Railway

Roller Bearing Co.

Syracuse, N. Y.

•:_:,.. ~cucal and undemocratic.

TO SET GERMAN TIME
ONE HOUR AHEAD

Federal Council Adopts Measure

to Decrease the Necessity

for Artificial Light.

BERLIN; April fl, (via Sayvillc.)-Th
German Federal Council has passed,
measure .providing 'that" on May 1 a
clocks shall be set ahead one hour.

The measure was proposed for hy-
gienic and economic reasons, as length
enmsr working time during day-right ah'
^^■••asing the necessity for artificiJ
.light.

Save money by install-
ing "Anti-Pluvius", the
standard skylight for
electric railway build-
ings. Others investi-
gated and chose it.

Ask. us their names

ANTI-PLUVIUS

The G. Drouve Co. - . . ,Trade £*rk>.. . .

Bridgeport, ct. Puttyless Skylights

Use

water:

FOR B

| WM. B

SOFTENING

ILTRATION

BOILER FEED AMD ALL INDUSTRIAL USES

SCAIFE & SONS CO.

PITTSBURGH, PA.

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturers of the

ECLIPSE LIFE GUARD ECLIPSE WHEELGUARD

ECLIPSE TROLLEY RETRIEVER ACME FENDER

The Kalamazoo Trolley Wheels

•

THE STAR BRASS WORKS

KALAMAZOO, MICH., U. S. A.

MASON SAFETY TREADS— prevent slipping and thus obviate
damage suits.

KARHOLITH CAR FLOORING— for steel cars Is sanitary,
fireproof and light in weight.

STANWOOI) STEPS— are non-slipping and self-cleaning.

Above products are used on all leading Railroads. For details
address

AMERICAN MASON SAFETY TREAD CO.
Main Offices : Branch Offices : Boston, New York City, Chicago, Phlla-
Lowell, Muss. delphia. Kansas City, Cleveland, St. Louis.

219 E.
South
Street

GRAPHIC METERS

Portable and Switchboard Types

Ammeters, Voltmeters, Wattmeters, etc.

"The Meter with a Record."

— F,STERLINF,—

Indian*
apolla,
Indiana

ELECTRIC RAILWAY DEVICES

Multl-Vapo-Gap Lightning
Arrestersand Hydrogrooods.
Trigger Lock Reversible

Controller Fingers.
"Q-P" Trolley Catchers.

Soldered Rail Bonds.
Friction and Insulating

Tapes.
Sterling Ticket

Controller Handles.

The Standard for Speed, Accuracy, Durability

B-V Visible Punch

Look for this

Bonney-Vehslage
O-W "^ Tool Company

<8>

124 Chambers Street
New York City

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

FOR SALE

2 — Cincinnati fourteen bench open car bodies.

8— Brill fourteen bench open cars, West. 56 Motors, Brill 22-E
Trucks.
40 — Brill ten bench open cars, West. 68 Motors, Peckham Trucks.
16 — 42' Interurban Cars, Baldwin Trucks, 4 West. 121 Motors.
25— Brill 20' Closed Cars, 2 West. 56 Motors, Brill 22-E Trucks.
40— Brill 20' Closed Cars, G.E. 1000 Motors, Peckham Trucks.

6— Brill 30' Express Cars complete, 4 G.E. 1000 Motors, Brill
27-G Trucks, AA-1 Air Brakes.
30 — G.E. 90 Railway Motors complete.
20 — G.E. 73 Railway Motors complete.
40— G.E. 1000 Railway Motors complete.
20 — G.E. 800 Railway Motors complete.
18 — G.E. 87 Railway Motors complete.
18 — G.E. 57 Railway Motors complete. Form H.
12 — G.E. 57 Railway Motors complete. Form A.
22 — West. 12A Railway Motors complete.
12— West. 38B Railway Motors complete.
10 — West. 112 Railway Motors complete.
18— West. 101-B-2 Armatures, Brand New.

6 — West. 93-A-2 Armatures, Brand New.

2— West. 93 Armatures, Brand New.
14 — G.E. 80-A Armatures, Brand New.

4 — G.E. 87 Armatures, Brand New.

3— G.E. 73-C Armatures, Brand New.

6 — G.E. 67 Armatures, Brand New.
12 — G.E. 57 Armatures, second-hand, two turn.
14 — West. 56 Armatures, second-hand.
40 — K10 Controllers.
12— K28B Controllers.
26 — K6 Controllers.
22— Kll Controllers.
12— K14 Controllers.

6— Brill 21-E Trucks, 7' 6" and 8' wheel base.

All of the above Apparatus is in first class condition

for immediate service

For further particulars apply to

W. R. KERSCHNER COMPANY, Inc.
50 Church Street, New York City

CARS FOR SALE

OPEN and CLOSED
MOTOR and TRAIL

Write for Price and Full Particulars to

ELECTRIC EQUIPMENT CO.

Commonwealth Bldg. Philadelphia, Pa.

ARCHER & BALDWIN

114-118 Liberty Street New York City

TELEPHONE 4337-4335 RECTOR

BOILERS

FOR QUICK SALE

3—325 H.P. B. & W. Water Tube Boilers, steel
header type, good for 150 lbs. pressure.
Instant shipment.
Price $5.00 per H.P. f.o.b. cars.

MACGOVERN AND COMPANY

INC.

PRANK MACGOVERN, Pres. & Gen. Mgr.

1 14 LIBERTY STREET NEW YORK CITY

'Phone, 3375-3376 Rector

600 volts D.C., 360 R.P.M.
300 KW. Gen. Elec, type HC, form P, 6 phase, 500 amp*..

550 volts D.C., 900 R.P.M. , with end play and speed

limit device.
108 KW. Westinghouse, 3 phase, 600 volts D.C., 900 R.P.M.,

with starting motor.

550 VOLT DIRECT CURRENT UNIT
300 KW. Westinghouse, 550 volt, 145 R.P.M., dir. conn, to

16*4" and 30J4" x 30" Buckeye tandem engine.
Immediate Delivery

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.

Undisplayed

Cards Under

Positions Wanted

Cost 50 Cents

for 25 Words

Keep Your Eyes

on the Journal's

Searchlight

Section

Machinery

Advertisements

Undisplayed

Cost $1.50
for 50 Words

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

POSITIONS VACANT

SUPERINTENDENT of transportation wanted
on 200 miles city and interurban system.
Four division superintendents. Give in reply
ideas on organized labor, welfare work, com-
pany sections H'.E. R.A.; also age, present
position, salary and experience. Box 1073,
Klec. Ry. Jour., 1570 Old Colony Bldg.,
Chicago, 111.

Porcelain Insulators

We have on hand the following Porcelain
Insulators manufactured by the Lima In-
sulator Co.: —

495 No. 18.

994 No. 15

1381 No. 14

The best offer takes the lot.

P. A. REICHARD,

95 Madison Avenue, New York City.

'Shanghai" Relaying Rails

200 tons 7" 70 lb.— 58 and 60' lengths

20 tons 6" 60 lb. — 30' lengths
Also any quantity and section of choice
"T" rails.

7ELNICKER in st. louis

CARS EQUIPMENT

MISCELLANEOUS WANTS

Generator Sets Wanted At Once

2 motor generator sets, 200 to 400 K.W., D.C.
generator. 500-600 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines that could
be used with a flexible coupling would be ac-
ceptable.

Kingston, Portsmouth & Cataraqui

Electric Railway Co.

Kingston Ont., Can.

Keep your eye

on the

Searchlight

and your

Advertisements in it

ovto tfve SiQAckllakt

ADVERTISING RATES
Positions Wanted., Evening Wort Wanted,

2 cents a word, minimum charge 50 cents an
insertion, payable in advance.

Positions Vacant. Salesmen Wanted, \gencies,
all undisplayed Miscellaneous ads. Machinery and
Plants For Sale (with onelineof display heading).

3 centsa word, minimum charge $1 .50an insertion.
All advertisements for bids cost $2.40 an inch.

i display type cost as follows

for.

-16 page, $5.00
-8 page. 10.00
-4 page, 20.00

. single col., $3.00
.single col.. 11.60
.single col.. 22.40

EMPLOYMENT AGENCIES

THE RODGERS
LOYAL CLUB

organized by paroled inmates of the New
York State Reformatory at Elmira, New
York, for the purpose of self-help, can
furnish male help to employers in need
of young men from 17 to 30 years of
age.

As an employer of labor, will you help
in this effort at rehabilitation by giving
one or more of our members employ-
ment?

We can furnish almost any kind of
ability required, from expert accountant
to ordinary laborer.

Hundreds of these young men are
making good in this city today through
the co-operation of business men in giv-
ing them honest employment.

Are you interested enough to help in
this manner to prevent crime and to
save from criminal lives the really
worthy men we could send to you?

If so please address

H. B. RODGERS

Chief Parole Officer
Elmira Reformatory
135 East 15th St. New York City

Telephone, 1470 Stuyveaant

POSITIONS WANTED

ACCOUNTANT— auditor. Auditor of light and
power company, 45,000 customers, will be at
libertv to consider offer similar position June
1, 1916. Age 38, technical education. Ex-
perience with certified public accountants,
telephone companies and light and power
company. Box 1047, Elec. Ry. Tour., 1570
Old Colony Bldg., Chicago, 111.

ACCOUNTANT, age
high school and business cours
experience in steam and electr
fices, desires position as auditc.
traveling auditor with good prospect for ad-

railway of-

ENGINEER— operator. Twenty-three years' ex-
perience in electric railway and lighting con-
struction, operation and regulation. Special-
'■'-- overhead constructir- -
equipment

power station

;onstruction, equipment and operation. Now
:emporarily employed in latter capacity. Will
SO anywhere. Box 1062, Elec. Ry. Tour., Real
Estate Trust Bldg., Philadelphia, Pa.

GENERAL foreman of shops and line wants
position for a road that requires one man to
fin both positions. Married, age 36; can
build and maintain overhead lines and operate
shop at minimum cost. Good machinist and
some experience as armature winder. Will
call for interview in reasonable distance.
Box 1067, Elec. Ry. Jour., Real Estate Bldg..
Philadelphia, Pa.

HIGH-GRADE experienced operator. Electric
Railway, electrical mechanical transportation
desires to make a change. Age 42; have been
in official capacity 16 years; heavy interurban
and city work; thorough in ihop and power
station work, car designing and power con-
>1. Capable of handling any class of labor
ng results. Box 917, Elec. Ry.

troi. uapaD
and produci
Jour.

HUSTLER desires position as general superin-
tendent or assistant general manager. Tech-
nically trained and have had a varied experi-
ence. Thoroughly familiar with the operation
and maintenance of both city and interurban
properties and can produce results. Best of
references from present and past employers
Box 1075 Elec. Ry. Jour., 1570 Old Colony
Bldg., Chicago, 111.

YOUNG man with good experience desires posi-
tion as master mechanic of electric road.
Box 1068, Elec. Ry. Jour., 1570 Old Colony

Bldg., Chicago, 111.

The Men Who Plan and Execute

owe some of their efficiency to the thought, energy and resourceful-
ness of manufacturers who supply the means for such achieve-
ments.

These men know how important it is for them to keep in touch
with the manufacturers.

In the electric railway industry, such men find the easy, certain
and thorough way to keep in touch with manufacturers is through
the advertising pages of the Electric Railway Journal.

(Acetylene Apparatus to Clusters and Sockets)

[May 20, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

ndex is up to date, changes

More than 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
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 Service.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc., The.

Alloys and Bearing Metals
(See Bearings and Bearinc
Metals.)

Anchors, Guy.

Holden & White.
.lohns-Manville Co., H. W.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Axles.

Bemis Car Truck Co.
Brill Co., The J. G.
Carnegie Steel Co.
Cincinnati Car Co.
St. Louis Car 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., The
Western Electric Co.

Batteries, Dry.
.lohns-Manville Co., H. W.
Western Electric Co.

Batteries, Storage.
Electric Storage Battery Co.
Western Electric Co.

Bearings, Center.

Baldwin Locomotive Works.
Holden & White.

Bearings and Bearing Metals.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Kerschner Co., Inc., W. R.
Long Co., E. G.
More-Jones Brass & M. Co.
St. Louis Car Co.
Westinghouse Elec. & M. Co.

Be.irings, Oilless, Graphite,
Bronze and Wood.
Graphite Lubricating Co.

Bells and Gongs.
Brill Co.. The J. G.
Electric Service Supplies Co.
St. Louis Car Co.
Western Electric Co.

Blow Torches for Soldering and
Brazing. (See Cutting Ap-
paratus, Oxy-Acetylene.)

Blowers.
General Electric Co.
Westinghouse Elec. & M. Co.

Bond Clips.
Cleveland Railbond Co.
Electric Railway Improv. Co.

Bonding Apparatus.
Cleveland Railbond Co.
Electric Railway Improv. Co.
Ohio Brass Co.
i >x\\eld Acetylene Co.
Prest-O-Lite Co., Inc., The.

Bonding Tools.

American Steel & Wire Co.
Cleveland Railbond Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
Ohio Brass Co.

Bonds, Rail.
American Steel & Wire Co.
Cleveland Railbond Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
General Electric Co.
.lohns-Manville Co., H. W.
Ohio Brass Co.
Roebling's Sons Co.. John A.
Western Electric Co.
Westinghouse Elec. & M. Co.

00k Publishers.

McGraw-Hill Book Co., Inc.
Official Public Service Reports.

Brackets and Cross Arms. (See
also Poles, Ties, Posts, Pil-
ing and Lumber.)

Bates Expanded Steel Truss
Co.

Electric Railwav Equipment
Co.

Electric Service Supplies Co.

International Creo. & C. Co.

Lindsley Bros. Co.

Ohio Brass Co.

Western Electric Co.

Brake Adjusters.
.lohns-Manville Co., H. W.
Kerschner Co.. Inc., W. R.
Smith-Ward Brake Co., Inc.

Brake Shoes.

. iiit!iic<.ii Brake S. * Fdy. Co.
Barbour-Stockwell Co.
Brill Co.. The .1. G.
Columbia M. W. & M. I. Co.
Long Co., E. G.
St. Louis Car Co.

Bemis Car True
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
General Electric Co.
Holden & White.
Long Co., E. G.
Lord Mfg. Co.
Xational Brake Co.
St. Louis Car Co.
Westinghouse Trac. Brake Co.

Brazing. (See Welding.)

Brushes, Carbon.
Calebaugh Self - Lubricating

Carbon Co.
Dixon Crucible Co., Joseph.
General Electric Co.
Jeandron, W. J.
Morgan Crucible Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Bumpers, Car Seat.

Electric Service Supplies Co.
Imperial Rubber Co.

shings, Case Hardened Man-
ganese.

lemis Car Truck Co.

Bushings. Oilless, Graphite &
Wooden.
Graphite Lubricating Co.

Cables. (See Wires and Cables.)

Car Equipment. (For Fenders,
Heaters, Registers, Wheels,
etc., see those Headings.)

Car Trimmings. (For Curtains,
Doors, Seats, etc., see those
Headings.)

Carousels.

Philadelphia Toboggan Co.
Cars, Passenger, Freight, Ex- '
press, ete.

American Car Co.

Brill Co.. The J. G.

Cincinnati Car Co.

Jewett Car Co.
ivununan Car Co., <;. <;.
St. Louis Car Co.
Wason tttg. 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.
lieinis Car Truck Co.
Columbia M. & w. & M. I. Co.
Long Co., E. G.
St. Louis Car Co.
St. Louis Steel Fdry.
Standard Steel Works Co.
Union Springs & Mfg. Co.

Castings, Malleable and Brass.
American Brake S. & Fdy. Co.
Bemis Car Truck Co.
Long Co., E. G.
St. Louis Car Co.

Catchers and Retrievers, Trol
ley.
Eclipse Railway Supply Co.
Electric Service Supplies Co.
Holden & White.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Lord Mfg. Co.
Ohio Brass Co.
Wood Co., C. N.

Circuit Breakers.

Cutter Electrical & Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Anderson M. Co.,

Electric Service Supplies Co.

General Electric Co.

Klein & Sons, M.

Ohio Brass Co.

Standard Railway Supply 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.

i 'hi

Co.

Western Electric Co.

May 20, 1916 1

ELECTRIC RAILWAY JOURNAL

Salamanderize
Old Field Coils

Salamander Pure Asbestos

about to junk

Independent Lamp & Wire Co., Inc.

Model 1

D. C. Portable Voltmeters

They are guaranteed to an accuracy of i/s of one
per cent (in terms of full scale length). They are
dead-beat. Each scale is hand-calibrated and has a
mirror over which the knife-edge pointer travels. By
bringing the pointed tip into line with its image,
readings may be made within i/io of a division at
any part of the scale. In mechanical and electrical
workmanship, these Voltmeters practically attain per-
fection. In external appearance they are very hand-
some. The metal case has an exceedingly durable
royal copper finish. The base is of selected mahog-
any, highly polished.

A full description of Model I Voltmeters will be
found in Bulletin No. 501, which will be mailed on
request.

Weston Electrical Instrument Co.
21 Weston Ave., Newark, N. J.

St. Louis

Buffalo

Detroit

Cleveland
Denver

San Francisco
Toronto
Montreal

Engineering
Co-operation

The wide scope of W. C. K's.

activities makes their organiz-
ation available for every kind
of engineering and construction
work.

WESTINGHOUSE CHURCH KERR & CO.

Engineers & Constructors
37 WALL ST., NEW YORK
CHICAGO SAN FRANCISCO

Conway Building Pacific Building

organization with
nothing to sell except

WOK

"Bayonne" Car Roofing

Made and impregnated to withstand the elements
Only One Color Coat Necessary at Home

Made from a closely-woven special fabric, every fibre of which
Is treated with a preservative which renders it proof against
the quick deterioration to which ordinary painted cotton duck Is
susceptible. Neat in appearance — saves time, maintenance and
prevents leakage. Three weights, yellow and brown, widths from
22 to 120 inche
FADELESS-

Poor commutation is common with ordinary brushes.
You will avoid further annoyance by equipping your
motors with

DIXON'S Graphite Brushes

Write for Booklet 108 M to the
JOSEPH DIXON CRUCIBLE CO., Jersey City, N. J.

M-23

UNION SPRING & MANUFACTURING CO.

SPRINGS COIL AND ELLIPTIC
M. C. B. Pressed Steel Journal Box Lids

General Office, First National Bank Bid?., Pittsburgh, Pa.
Works: New Kensington, Pa.

50 Church St., New York. 1204 Fisher Bldg., Chicago, 111.

Missouri Trust Bldg., St. Louis, Mo.

"Trade Mark Reg. U. S. Pat. Off."

Samson Spot Waterproofed Trolley Cord

Made of fine cotton yarn braided hard and smooth. Inspected
guaranteed free froi
economical. Sample
1 SAMSON CO

The "TH^cap^Exibe" Battery

for

STORAGE BATTERY STREET CARS
THEELECTRIC STOMGE BATTERYCa

PHILADELPHIA

(Coal and Ash Handling to Hoists and Lifts)

[MAY 20, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Coal and Ash Handling. (See I
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.
Kerschner Co., Inc., W. R.
Western Electric Co.

Coils, Choke and Kicking.
Electric Service Supplies Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Coin-Counting Machines.
International Register Co., The
Johnson Fare Box Co.

Commutator Slotters.
American General Eng g Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Westinghouse n,i
Wood Co., C. N.

General Electric Co.

Commutators or Parts.

American General Eng'g Co.
Cameron Electrical Mfg. Co.
Cleveland Armature Works.
Coil Mfg. & Repair Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Long Co., E. G.
Western Electric Co.
Westinghouse Elec. & M. Co.

Compressors, Air.

AUis-Chalmers Mfg. Co.
Curtis & Co. Mfg. Co.
General Electric Co.
Westinghouse Trac. Brake Co.

Condensers.

Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Conduits, Underground.
Johns-Manville Co., H. W.
Western Electric Co.

Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
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.

Cord, Bell, Trolley, Register,
etc.
Brill Co., The J. G.
Electric Service Supplies Co.
Imperial Rubber Co.
International Register Co., The
Long Co., E. G.
Roebling's Sons Co., John A.
Samson Cordage Works.

Cord Connectors and Couplers.

chlnery.
Green Eng'g Co.

Wood Co., C. N.

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.
Beaumont Co., R. H.
Niles-Bement-Pond Co.

Cross Arms. (See Brackets.)

Crossing Foundations.
International Steel Tie Co.,
The.

Curtains and Curtain Fixtures.
Brill Co.. The J. G.
Curtain Supply Co.
Electric Service Supplies Co.
Hartshorn Company, Stewart.

Cutting, Apparatus, Oxy-Acet-
lene.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc., The.

Destination Signs.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Western Electric Co.

Doors and Door Fixtures.
Brill Co., The J. Q.
Hale & Kilburn Co.

Drills, Track.
American Steel & Wire Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Engineers, Consulting, Con-
tracting and Operating.

Archbold-Brady Co.

Arnold Co., The.

Byllesby & Co., H. M.

Ford, Bacon & Davis.

Gulick-Henderson Co.

Hunt & Co., Robert W.

Jackson, D. C, & Wm. B.

Little, Arthur D., Inc.

Moore & Co., W. E.

Richey, Albert S.

Roosevelt & Thompson.

Sanderson & Porter.

Scofleld Engineering Co.

Stone & Webster Eng'g Corp.

Westinghouse Church Kerr &
Co.

White Companies, The J. G.

Woodmansee & Davidson, Inc.
Engines, Gas and Oil.

Allis-Chalmers Mfg. Co.

Westinghouse Elec. & M. Co.

Westinghouse Elec. & M. Co.
Fare Boxes.
American General Eng'g Co.
Brill Co., The J. G.
Cleveland Fare Box Co.
International Register Co., The
Johnson Fare Box Co.

Fences, Woven Wire, and Fence
Posts.
American Steei & 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.
Lord Mfg. Co.

Fibre.
Diamond State Fibre Co.
Johns-Manville Co., H. W
Westinghouse Elec. & M.

Dryers, Sand.
Electric Service Supplies Co.
Zelnicker Company Co., W. A.

Co.

Fibre Tubing.

Diamond State Fibre Co.

Johns-Manville Co., H. W.

Westinghouse Elec. & M. Co.
Fibre Insulation.

Johns-Manville Co., H. W.

U. S. Metal & Mfg. Co.
Field Colls. (See Colls.)

Flooring, Composition.
American Mason Safety T. Co.
Johns-Manville Co., H. W.
Western Electric Co.

Furnaces. (See Stokers.)
Fuses and Fuse Boxes.

D & W Fuse Co.
General Electric Co.
Johns-Manville Co., H. W.
Western Electric Co. .
Westinghouse Elec. & M. Co.
uses, Refillable.
Columbia M. W. & M. I. Co.
General Electric Co.
Johns-Manville Co., H. W.

Brass Co.
Gaskets.
Diamond State Fibre Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Power Specialty Co.

Gates, Car.

Brill Co., The J. G.
Cincinnati Car Co.
Jewett Car 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.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Kerschner Co.. Inc., W. R.
Gears and Pinions.
American General Eng'g Co.
Columbia M. W. & M. I. Co.
Diamond State Fibre Co.
Electric Service Supplies Co.
General Electric Co.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Nuttall Co., R. D.
Tool Steel Gear & Pinion Co.
U. S. Metal & Mfg. Co.

Generators. Alt.-Current.

Allis-Chalmers Mfg. Co.

General Electric Co.

Western Electric Co.

Westinghouse Elec. & M. Co.
Generators, Dlr.-Current.

Allis-Chalmers .Mfg. Co.

General Electric Co.

Western Electric Co.

Westinghouse Elec. & M. Co.
Gongs. (See Bells and Gongs.)
Graphite.

Dixon Crucible Co.. Joseph.

Morgan Crucible Co.

Greases. (See Lubricants.)

Grinders, Portable, Electric
General Electric Co.
Goldschmidt Thermit Co.
Railway Track-work Co.
Western Electric Co.

Ohio

Harps, Trolley.

American General Eng'g Co.

Anderson M. Co., A. & J. M.

Electric Service Supplies Co.

More-Jones Brass & M. Co.

Nuttall Co., R. D.

Star Brass Works.

Western Electric Co.
Headlights.

Electric Service Supplies Co.

General Electric Co.

Long Co., E. G.

Ohio Brass Co.

St. Louis Car Co.

Westinghouse Elec. & M. Co.

Headlinlngs.

Kerschner Co., Inc., W. R.

Pantasote Co., The.

U. S. Metal & Mfg. Co.

Heaters, Car, Electric.

Gold Car Heating & lighting

Co.
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.

Smith Heater Co.. Peter.
Hoists and Lifts.

Curtis & Co. Mfg. Co.

Duff Manufacturing Co.

Ford Chain Block & Mfg. Co.

Kerschner Co., Inc., W. R.

Niles-Bement-Pond Co.

May 20, 1916|

ELECTRIC RAILWAY JOURNAL

Uniform .LECARBONE
Reliable 1 CARBON BRUSHES
Efficient ■

Try them. They
tell their own story

W. J. Jeandron

173 Fulton Street
New York City

Pittsburg Office: Canadian Distributors
636 Wabash Building Lyman Tube & Supply Co., Ltd.
Montreal and Toronto

1 IMPERIAL" TAMPERS

Tamp any kind of ballast with equal facility.
Produce a more uniformly tamped and easier
riding track.

Do not scatter or crush the ballast — nor in-
jure the ties.

Tamp around switches, crossovers, and places
where hand tamping is ineffective.
TWO MEN WITH " IMPERIAL " TAM-
PERS DO THE WORK OF EIGHT

MEN TAMPING BY HAND
Ask for Folder on

"TRACK MAINTENANCE."

INGERSOLL-RAND COMPANY

11 BROADWAY, NEW YORK 12-

Boyer"Stag"Products Reduce Maintenance

Bemis Trucks Manganese Brake Heads

Case Hardened Brake Pins Manganese Transom Plates

Case Hardened Bushings Manganese Body Bushings

Case Hardened Nuts and Bolts Bronze Axle Bearings

Bemis Pins are absolutely smooth and true in diameter. We carry

■10 different sizes of case hardened pins in stock. Samples fur-

nished. Write for full data.

Bemis Car Truck Co., Springfield, Mass.

S-W Shim Slack Adjusters Save Brakeshoes
and Labor

Smith-Ward Brake Company, Inc.
17 Battery Place, New York

R. Kerichner Com- J. B. N. Cardosa Com-

pany, Inc. pany, Inc.

Eastern Sales Agents Southeastern Sales Agents

Citizen* Bank Bids;.,
Norfolk, Va.

E.G. long Company

EDWARD H. MAYS, President

Offices, 50 Church Street, New York

PRINGS
T^ASTINGS
^[E^ORGINGS

Peckham Truck Parts
Diamond Truck Parts

Car and Truck Accessories

ELECTRICAL REPRESENTATIVES
Union Spring & Mfg. Co.

Leaf and Coil Springs
MCB Fretted Steel Journal Box Covert

(Hose Bridges to Sash Fixtures, Car)

[MAY 20, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Hose, Pneumatic and Fire.

Imperial ltubber Co.

Johns-Manville Co., H. W.
Hydraulic Machinery.

AUis-Chalmers Mfg. Co.

Niles-Bement-Pond Co.

inspection.

Elec'l Testing Laboratories,
Inc.

Hunt & Co., Robert W.
Instruments, Measuring, Testing
and Recording.

Esterline Co., The.

General Electric Co.

Johns-Manville Co., H. W.

.Sangamo Electric Co.

Western Electric Co.

Westinghouse Elec. & M. Co.

Weston Elec'l Instrument Co.

.insulating Cloths, Paper and
Tape.

Anderson M. Co., A. & J. M.
Diamond State Fibre Co.
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Lord Mfg. Co.
Packard Electric Co.
Standard Paint 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 Co.
Imperial Rubber Co.
General Electric Co.
Holden & White.
Johns-Manville Co., H. W.
Standard Paint Co.
Sterling Varnish Co.
Western Electric Co.
Westinghouse Elec. & M. Co

insulators. (See also Line Ma-
terial.)
Anderson M. Co., A. & J. M.
Drew Electric & Mfg. Co.
Electric Railway Equipment

Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Jacks. (See also Cranes, Hoisti
and Lifts.)
American General Eng'g Co.
Brill Co., The J. G.
Buckeye Jack Mfg. Co.
Columbia M. W. & M. I. Co.
Duff Manufacturing Co.
U. S. Metal & Mfg. Co.

Jack Boxes. (See also Tele-
phones and Parts.)
Electric Service Supplies Co.
Western Electric Co.

Joints, Rail.

Carnegie Steel Co.

Rail Joint Co.

Zelnicker Supply Co., W. A.

Journal Boxes.

Remis Car Truck Co.
Brill Co., The J. G.
Long Co., E. G.
Railway Roller Bearing Co.

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. & M. Co.

amps, Arc and Incandescent.
Anderson M. Co., A. & J. M.

General Klectric Co.
Western Klectric Co.
Westinghouse Elec. & M. Co.

Lightning Protection.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Lord 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.

Anderson M. Co., A. & J. M.

Archbold-Brady Co.

Diamond State Fibre Co.

Drew Electric & Mfg. Co.

Electric Railway Equipment
Co.

Electric Service Supplies Co.

General Electric Co.

Johns-Manville Co., H. W.

More-Jones Brass & M. Co.

Ohio Brass Co.

Western Electric Co.

Westinghouse Elec. & M. 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.

Meters, Car, Watthour.
Sangamo Electric Co.
Meters. (See Instruments.)

Motormen's Seats.

Electric Service Supplies Co.

Wood Co., C. N.
Motor Generator, Bonding and
Welding.

Lincoln Bonding Co.

Motors, Electric.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Nuts and Bolts.

Barbour-Stockwell Co.

Bemis Car Truck Co.

Long Co., E. G.

U. S. Metal & Mfg. Co.
Oils. (See Lubricants.)

Oxy-Acetylene. (See Cutting
Apparatus, Oxy-Acetylene.)
Ozonators.

General Electric Co.

Westinghouse Elec. & M. Co.

Packing.
Diamond State Fibre Co.
Electric Service Supplies Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Power Specialty Co.

. (In.

General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Long Co., E. G.
Packard Electric Co.
Standard Paint Co.
.Sterling Varnish Co.

Paints and Varnishes. (Pre-
servative.)
Dixon Crucible Co., Jos.
Johns-Manville Co., H. W.
Long Co., E. G.
Standard Paint Co.
Sterling Varnish Co.
U. S. Metal & Mfg. Co.

Paints and Varnishes for Wood-
work.
U. S. Metal & Mfg. Co.

Paving Bricks, Filler and
Stretcher.
Nelsonville Brick Co.

Paving Material.
American B. S. & Fdy. Co.
Barrett Co., The.
International Creo. & Con. Co.
Nelsonville Brick 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., C. N.

Pinions. (See Gears.)

Pins, Case Hardened, Wood and
Iron.
Bemis Car Truck Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Pipe Fittings.
Power Specialty Co.
Standard Steel Works Co.

Co.
Electric Railway Equipment

Co.
U. S. Metal & Mfg. Co.

Poles, Ties, Posts, Piling and
Lumber.
Carney & Co., B. J.
International Creo. & Con. Co.
Lindslev Bros. Co.
Western Electric Co.

Poles and Ties, Treated.
International Creo. & Con. Co.
Lindsley Bros. Co.
Western Electric Co.

Poles, Trolley.
Anderson M. Co., A. & J. M.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Long Co., E. G.
Nuttall Co., R. D.

Punches, Ticket.
Bonney-Vehslage Tool Co.
International Register Co., Tie
Lord Mfg. Co.
Wood Co.. C. N.

Rail Grinders. (See Grinder

Rattan.

Brill Co., The J. G.

Electric Service Supplies Co.

Hale & Kilburn Co.

Jewett Car Co.

St. Louis Car Co.
Registers and Fittings.

Bonham Recorder Co.

Brill Co., The J. G.

Cincinnati Car Co.

Electric Service Supplies Co.

International Register Co., T>ie

Long Co., E. G.

Rooke Automatic Register Co.

Hepair 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 Armature Works.
Coil Mfg. & Supply Co.
Columbia M. W. & fcl. L. Co.
General Electric Co.
Independent Lamp & Wire Co.
Westinghouse Elec. & M. Co

Replacers, Car.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.

Resistance, Wire and Tube.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Rheostats.
General Electric Co.
Westinghouse Elec. &

Barrett Co., __
Johns-Manville Co., H. W.
Standard Paint Co.

Roofing, Car.
Boyle & Co., Inc.. John.
Johns-Manville Co., H. W
Pantasote Co., The.

Rubber Specialties.
Imperial Rubber Co.

Sand Blasts.

Curtis & Co.. Mfg. Co.
U. S. Metal & Mfg. Co.

Sanders, Track.
Brill Co., The J. G
Cleveland Fare Box Co.
Electric Service Supplies Co.
Holden & White.
Jewett Car Co.
Lore* Mfg. Co.
Ohio Brass Co.
St. Louis Car Co.

May 20, 1916 1

ELECTRIC RAILWAY JOURNAL

SHOE6

A Road May be Proud of
Its Braking Efficiency

Yet it may be wrong to conclude that the type
they use 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 specialists.
That is our business. Consult us.

Awarded Gold Medal, Panama Pacific Exposition

American Brake Shoe & Foundry Co.

MAHWAH, N. J.
30 Church St., New York McCormtck Bldg., Chicago

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

The trade mark that
distinguishes the
really OIL-LESS
trolley wheel bearing

BOB

tiNM

Trade Mark Reg. U. S. Pat. Office

Graphite Lubricating Co.

Bound Brook, N. J.

The St. Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St. Louis

(Sash Metal, Car Window, to Woodworking Machinery)

[May 20, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Seats, Car.
Brill Co., The J. G.
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Seating Material. (
Rattan.)
Brill Co., The J. G.
Jewett Car Co.
Pantasote Co., The.

Shades, Vestibule.
Brill Co., The J. G.
Electric Service Supplies Co.

Signals, Highway Crossing.
Electric Service Supplies Co.
Nachod Signal Co., Inc.
Simmen Auto Ry. Signal Co.
U. S. Electric Signal Co.

Signal Systems, Block.
Electric Service Supplies Co.
Federal Signal Co.
Nachod Signal Co., Inc.
Simmen Auto Ry. Signal Co.
U. S. Electric Signal Co.
Western Electric Co.
Wood Co., C. N.

Sleet Wheels and Cutters.

Bonney-Vehslage Tool Co.
Drew Electric & Mfg. Co.
More-Jones Brass & M. Co.
Nuttall Co., R. D.

Snow-Plows, Removers, Sweep-
ers, etc.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.

Solder and Solder Flux.
Westinghouse Elec. & M. Co.

Soldering and Brazing Appara-
tus. (See Welding Proc. &
App.)

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.
Westinghouse Elec. & M. Co

Springs.
American Steel & Wire Co.
Bemis Car Truck Co.
Brill Co., The J. G.

Long Co., E. G.
Standard Steel Works Co.
Union Spring & Mfg. Co.

Sprinklers, Track and Road.
Brill Co., The J. G.
St. Louis Car Co.

Stokers, Mechanical.
Babcock & Wilcox Co.
Green Eng'g Co.
Murphy Iron Works.
Westinghouse Elec. & M. Co.

Structural Iron. (See Bridges.)

Superheaters.
Babcock & Wilcox.
Power Specialty Co.

Switchboard Mats.
Imperial Rubber Co.
Western Electric Co.

Switchstands.

Kilby Frog & Switch Co.
Ramapo Iron Works.

Switches, Automatic.
U. S. Electric Signal Co.
Western Electric Co.

Switches and Switchboards.
Allis-Chalmers Mfg. Co.
Anderson M. Co., A. & J. M.
Cutter Electrical & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Telephone and Parts.
Electric Service Supplies Co.
Western Electric Co.

Testing, Commercial and Elec-
trical.

Electrical Testing Labora-
tories, Inc.

Hunt & Co., Robert W.

Testing Instruments. (See In-
struments, Electrical, Meas-
uring, Testing.)

Ties & Tie Rods, Steel.
Barbour- Stock well Co.
Carnegie Steel Co.
International Steel Tie Co.
The.

Tools, Track and Miscellaneous.
American General Eng'g Co.
American Steel & Wire Co.

Columbia M. W. & M. I. Co.
Electrical Service Supplies Co
Johns-Manville Co., H. W.
Klein & Sons, M.
Railway Track-work Co.

Towers & Transmission Struc-
tures.

Archbold-Brady Co.

Bates Expanded Steel and
Truss Co.

Westinghouse Elec. & M. Co.

Track, Special Work.
Barbour-Stockwell Co.
Cleveland Frog & Crossing Co.
Columbia M. W. & M. I. Co.
Kilby Frog & Switch Co.
New York S. & Cross. Co.
Ramapo Iron Works Co.
St. Louis Steel Fdry. Co.

Transfers. (See Tickets.)

Transformers.

Allis-Chalmers Mfg. Co.
General Electric Co.
Packard Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Treads, Safety, Stair and Car
Step.
American Mason Safety T. Co.
Imperial Rubber Co.

Varnishes. (See Paints, etc.;

Ventilators, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Railway Utility Co.
St. Louis Car Co.
Smith Heater Co., Peter.

Volt Meter. (See

Water. Softening & Purifying
Systems.
Scaife & Sons, Wm. B.

Weed Killer.
Atlas Preservative Co. of
America. Inc.

Welding Processes and Appara-
tus.
Cleveland Railbond Co.
Electric Railway Improve. Co.
General Electric Co.
Goldschmidt-Thermit Co.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc., The.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Trolley Bases.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Lord Mfg. Co.
More-Jones Brass & M. Co.
Nuttall Co., R. D.
Ohio Brass Co.

Wheels, Car, Cast Iron.
Bemis Car Truck Co.
Long Co., E. G.

Wheels, Car. (Steel and Steel

Wheels, Trolley.
American Gene
Anderson M. Co., A.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Johns-Manville Co., H. W.
Long Co., E. G.
More-Jones Brass & M. Co.
Nuttall Co., R. D.
Star Brass Works.

Trolleys and Trolley Systems.
Curtis & Co.. Mfg. Co.
Ford Chain Block & Mfg. Co.

Trucks, Car.
Baldwin Locomotive Works.
Bemis Car Truck Co.
Brill Co., The J. G.
Cincinnati Car Co.
Long Co., E. G.
St. Louis Car Co.

General Electric
Western Electric Co.
Westinghouse Elec. & M. Co.

Whistles, Air.
General Electric Co.
Ohio Brass Co.

Winding Machines. (See Coll
Banding and Winding Ma-

Vire Rope.

American Steel & Wire Co.
Roebling's Sons Co., John A.

Wires and Cables.
Aluminum Co. of America.
American Steel & Wire Co.
D & W Fuse Co.
General Electric Co.
Packard Electric Co.
Roebling's Sons Co., John A.

Wood Preservatives.
Barrett Co., The.
Bridgeport Brass Co.
International Creo. & Con. Co.
Lindsley Bros. Co.
Northeastern Co., The.
Reeves Co., The.

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

NOTICE TO ADVERTISERS:

Printing; beRin* on Tuesday of each week.

CbanKeN of copy received up to 10 A. M. Monday will :
pear In the Issue of the following week, but no proofs can l«- s
inltted for OK hefore publication.

New Advertiiiementi* (not changes of eopy) received

If i.e. ...is before prlntinfr ;

and copy for new advertisements must be in

iclv;in.-.' of Hie .late of publication.

Page

Allis-Chalmers Mfg. Co 42

Aluminum Co. of America 46

American Brake S. & Fdry. Co.. 61

American Car Co 67

American General Eng'g Co 51

American Mason S. T. Co S3

American Steel & Wire Co 48

Anderson Mfg. Co., A. & J. M. . . 40

Arehbold-Brady Co 46

Archer & Baldwin 54

Arnold Co., The 36

Atlas Preservatives Co. of America 15

Babcock & Wilcox Co 50

Baldwin Locomotive Works, The 44

Barbour-Stockwell Co 48

Barrett Company, The 46

Beaumont Co., R. H 49

Bemis Car Truck Co 59

Berger Mfg. Co 51

Bonham Recorder Co 52

Bonney-Vehslage Tool Co 53

Boyle & Co., Inc., John 57

Bridgeport Brass Co 10

Brill Co., The J. G 67

Buckeye Jack Mfg. Co. . .• 50

Ryllesby & Co., H. M 36

Cameron Electrical Mfg. Co 50

Canton Culvert and Silo Co 48

Carnegie Steel Co 45

Carney & Co., B. J

Cincinnati Car Co

Cleveland Armature Works

Cleveland Fare Box Co

Cleveland Frog & Crossing Co. .

Collier, Inc., Barron G

Columbia M. W. & M. I. Co...
Consolidated Car Fender Co. . . .

Cooper Heater Co., The

Curtain Supply Co

Curtis & Co. Mfg. Co

Cutter Co

D & W Fuse Co 50

Dearborn Chemical Co 49

Diamond State Fibre Co

Dixon Crucible Co., Joseph 57

Drew Electric & Mfg. Co 4i

Drouve Mfg. Co 53

Duff Manufacturing Co., The. ... 52

Eclipse Railway Supply Cc 53

Electric Equipment Co 54

Electric Railway Equipment Co.. 40

Electric Ry. Improvement Co.... 24

Page

Electric Service Supplies Co 11

Electric Storage Battery Co 57

Electrical Testing Laboratories,

Inc 36

Esterline Co.. The 53

Federal Signal Co 47

Ford, Bacon & Davis 36

ord Chain Block & Mfg. Co. . . . 52

For Sale" Ads 54-55

rankel Connector Co 13

Galena Signal Oil Co 61

General Electric Co. .26, Back Covei

Gold Car Heating & Lighting Co. 5

Coldschmidt Thermit Co 11

Graphite Lubricating Co 6'.

Green Eng'g Co 4!

GuIick-IIcnderson Co. . .'■ 3i

Hale & Kilburn Co..
Halsey & Co., N. W.
Hartshorn Co., Stew*
"Help Wanted" Ads.

Holden & White

Hunt Co., Robert W.

Imperial Rubber Co

Independent Lamp & Wire Co. . .

Ingersoll-Rand Co

International Creo. & Con. Co...
International Register Co., The..
International Steel Tie Co., The

Jackson, D. C. & Williau: IS

Jeandron, W. J

Jewctt Car Co

Johns-Manville Co., H. W.
Johnson Fare Box Co

Kerscher Co., Inc., W. R.
Kilby Frog & Switch Co.

Kinnear Mfg. Co

Klein & Sons, M

Kuhlman Car Co., G. C.

Page

Lincoln Bonding Co 16

I.indsley Bros. Co 46

Little, Arthur D., Inc 36

Long Co., E. G 59

Lord Mfg. Co 53

McCardell & Co., J. R 46

MacGovern & Co., Inc 54

McGraw-Hill Book Co., Inc 24

Marchant Calculating Machine Co. 42

Moore & Co., W. E 36

More-Jones Brass & Metal Co.... 37

Morgan Crucible Co 43

Murphy Iron Works 50

Nachod Signal Co 47

National Brake Co .'5

Nelsonville Brick Co., The 51

New York Switch & Crossing Co. 48

Niles-Bement-Pond Co 50

Northeastern Co., The 46

Nuttall Co., R. D 43

Brass Co.
eld Acctyle

Packard Electric Co 49

Pantasotc Co., The 51

Philadelphia Toboggan Co 51

"Positions Wanted" Ads 55

Power Specialty Co 49

Prest-O-Lite Co., Inc., The

Publisher's Page

ail Joint Co 41

Railway Improvement Co. . . 2.

Railway Roller Bearing Co.. 5

Railway Track-work Co 1

Railway Utility Co 5:

Ramapo Iron Works 4

Reeves Co., The 4i

Richey, Albert S 3i

Koebling's Sons Co., J«hn A 46

Rooke Automatic Register Co 52

Roosevelt & Thompson 36

St. Louis Car Co SI

St. Louis Steel Fdry 47

Samson Cordage Works 57

Sanderson & Porter 36

Sangamo Electric Co 21

Scaife & Sons Co., Wm. B 53

Scofield Engineering Co 36

Searchlight Section 54-55

Second-Hand Equip 54-55

Simmen Automatic Railway Sig-
nal Co 12

Smith Heater Co., Peter 52

Smith-Ward Brake Co., Inc 59

Standard Paint Co 51

Standard Railway Supply Co 46

Standard Steel Works Co 45

Standard Underground Cable Co. 47

Star Brass Works 53

Sterling Varnish Co 50

Stone & Webster Eng'g Corpn. . . 36

Titanium Alloy Mfg. Co. Front Cover
Tool Steel Gear & Pinion Co 39

Union Spring & Mfg. Co

U. S. Electric Signal Co

U. S. Metal & Mfg. Co

Universal Lubricating Co., The.

"Want" Ads

Wason Mfg. Co <

Western Electric Co

Westinehouse Church, Kerr & Co. :
Westinghcuse Elec. & Mfg. Co.. 2,
Westinghouse Traction Brake Co.

Weston Elec'I Instrument Co !

White Companies. The J. G ;

Wisch Service, The P. Edward.. :

Wood Co., Charles N I

Woodmansee & Davidson, Inc... I

Zelnicker Supply Co., Walter A.

MAY 20, 1916]

ELECTRIC RAILWAY JOURNAL

Parts of Columb

th bevel-gear and worm transmission

Columbia-Made Motor-Driven Car Hoists

Here's the famous Columbia-made motor-
driven car hoist in the making !

We finish every part of the hoist ourselves,
asking you only to furnish most any old trac-
tion motor to run it. This hoist is made

To raise cars of any length

To raise cars at i ft. per minute (ordinarily)

To raise cars without any swaying.

Columbia-made wheel-changers are also of
worm and screw type. They lift 2000 lb.
easily; can be made for hand or motor opera-
tion and also with automatic cut-outs to
prevent the motor-driven screw from running
back.

Other Columbia-Made specialties are:

TOOLS CAR EQUIPMENT

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car replacers

Coil taping machines for armature leads

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

Armature and Field Coils
Brush-holders and brush-holder springs
Brake, door and other handles
Brake forgings, rigging, etc.
Car trimmings
Commutators
Controller handles
Forgings of all kinds
Gear cases (steel or mall, iron)
Grid resistors

Third-rail contact shoe, beams and acces-
sories
Trolley poles (steel) and wheels

ColumbiaMachineWorks&MalleablelronCo,

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

ELECTRIC RAILWAY JOURNAL

[May 20, 1916

Galena Service

will set a standard
for Lubrication

on your road, wherever oils are
used.

We are ready to send experts to
, work with your men.

■ — in the power house.

— the repair and car shops.

— or out on the track —

— to instruct them in the theory
and practise of lubrication.
— and the use of Galena oils.

— on a basis of absolutely
GUARANTEED SAVINGS.

A Galena Contract promptly fur-
nished— it puts our proposition
clearly before you.

Galena-Signal Oil Co.

Franklin, Pa.

May 20, 1916]

ELECTRIC RAILWAY JOURNAL

: . single-truck cars continue to increase in popu-
larity, along with the general trend of the electric
railway field toward the proposition of light-
weight equipment.

In many cases electric railway operations,

. apparently crippled because of unfair competition

; i • .'.;> from improperly-regulated carriers or because of
being handicapped by heavy, power-consuming,
double-truck equipment, have been pulled out of economic danger
by the substitution of light-weight single-truck cars. In other
cases the managers have sensed the value of light-weight equip-
ment and have installed it before their lines have reached the criti-
cal stage. The fact that single-truck equipment is being recognized
as economical in power consumption and as a general financial help
is proved by the action of the managers who have substituted the
small cars for their old double-truck equipment. The single-truck
proposition is increasing in importance every day, as readily may
be seen from the volume of orders received specifying that class
of equipment.

'H-i

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ELECTRIC RAILWAY
JOURNAL

Volume 47
Number 22
May 27, 1916

McGraw
Publishing
Co., Inc.

?he NEW

BUILT LIKE AWATCH

ECON< )MY" meters are so rugg
structed that they do not require con-
it attention. However, as with all
:tric meters, they should be checked
ntervals of six to eight months. After
to 24 months (at the time of testing), it may
found desirable to change the meter element to
lire the highest maintained accuracy. The meter
Lent ( A ) can he removed from the base (by remov-

four studs), disconnected from the shunt (B) (by
.sening two terminal screws), and replaced by an-
er element, all in less than five minutes. The de-
Its can then be calibrated in the meter shop as

impere units, so that further test on the car is
All elements are interchangeable in all
;s and types of "ED >N< )MY" meters,
-et us tell you in detail how the Economy Meter has
Be good on various railways throughout the country.

San6amo Electric Company

43 Springfield, Illinois

ELECTRIC RAILWAY JOURNAL

[MAY 27, 1916

DDnDPnnannni 11 !! inni n n n v v h r r . . : ■ ,: ! i n ; : ,

***/&

^terajisAH

"There goes old '75,' " said Joe to the General Manager, as they spun along
the newly opened " Argyle Park" branch on a beautiful sunshiny Memorial Day.

"Yes, my boy," replied the General Manager happily, "and she's loaded to
the guards, too. I am looking forward to some heavy revenues from our sum-
mer park this year, and if our many new attractions and that advertising cam-
paign that you have laid out, pull the crowds, we'll certainly have to run
'Train-Operation' on this branch."

"You bet we will, Boss," exclaimed Joe enthusiastically. "And it's West-
inghouse HL control and Commutating-Pole Motors that will turn the trick for
us as usual. Do you know, Boss, that motor-car No. 75 that just whizzed past,
is the first car that we equipped with HL control; she has never been off the
job except for overhauling in over four years; the maintenance per mile has
been less than half of the maintenance on what few platform controllers we
now have in service.

"Yes, Joe," said the General Manager, "and low main-
tenance is but one of the many advantages of Westinghouse
HL control. Just think how its flexibility is going to adapt
it to the abnormal traffic variations which we'll get on this
branch. And think of the increased safety factor secured by
handling the crowds with multiple-unit trains. I tell you,
'old 75' marks a Memorial Day in our history. We used the
'field glasses of foresight' when we equipped that car, and
they've been trained on Westinghouse Motors and HL Con-
trol ever since."

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.
Sales Offices in AH Large American Cities

DDDDDI DDDDDDDDaDDDDaaDDDDDDDDDDDDDDDDDDDDDDUDDDDGD

Electric Railway Journal

New York, May 27, 1916

Volume XLVII' No. 22

Contents

Pages 983 to 1026

The Lake Erie & Northern Railway 986

This new 1500-volt electric passenger and freight line
has recently been opened between Gait and Brantford,
Ont. Operation will shortly extend between Gait and
Port Dover, 53 miles.
Electric Railway Journal, May 27, 1916. 5% cols. 111.

Meeting of Southwestern Association 989

At the annual meeting at Galveston last week the sub-
jects of railway interest discussed included one-man
cars, coasting recorders, paving, selection of employees,
car maintenance and traffic development.
Electric Railway Journal, May 27, 1916. 16% cols.

Attractive Waiting Stations 997

Serviceable but inexpensive shelters and resting places
for patrons have been erected by southern California
electric railways.
Electric Railway Journal, May 27. 1916. iy2 cols. 111.

Equipment and Its Maintenance

1006

N.E.L.A. Holds Annual Meeting

998

Association considers change in name to indicate ex-
panding scope. Has eye on railway power business. At
three profitable technical sessions reports of value to
railway men were discussed.
Electric Railway Journal, May 27, 1916.

8% cols.

Illinois Decision on Valuation

1002

In the Springfield Gas & Electric case the commission
looks upon original cost as a very important factor. It
discusses paving allowances, overhead charges, going
value, depreciation and rate of return.
Electric Railway Journal, May 27, 1916. 7% cols.

Steel-Tire Removal— % R. R. Potter. Babbitting Jig
Eliminates Hot Journals— By M. F. Flatley. Preven-
tion of Drawbridge Accidents— By G. B. Tanis. Car
for Roadways and Tracks. Mechanical Door and Step
Operating Device for Center-Entrance Cars — By A.
Taurman. Northern Texas Traction Company Operates
Through Floods. Improved Type of Solderless Con-
nector. Compact Storage of Graphic Instrument Rec-
ords. Portable Engine for Station Service.
Electric Railway Journal, May 27, 1916. 10 cols. 111.

Editorials

Timber Specifications Needed.

The Transfer Privilege.

The Eyes of the Commissions.

The Crux of the Jitney Question.

Convention Reports in the Journal.

Boston Elevated Takes Important Step.

Rapid Transit in Philadelphia.
Automobile Inspection of Subway
Progress of Electrical Utilities in Great Britain

East River Subway Tunnel Inspection
Railways Exhibit Safety Appliances

News

1001
1005
1001

Electrification of Another Iowa Road Proposed.

War-Time Precautions Taken at Niagara.

Buffalo Wage Matters Adjusted.

New 100,000-Kw. Station for Connecticut Company.
Financial and Corporate 1015

Option Taken on Dallas Properties.

Cities Service to Increase Capitalization.

Boston Elevated Seeks Financial Aid.
Traffic and Transportation 1019

Albany Fare Arguments Concluded.

Defense of Los Angeles 5-Cent Fare Cases.

Chicago Elevated Bids Public's Co-operation.
Personal Mention 1021

Construction News 1023

Manufactures and Supplies 1025

James H. McGraw, President. A. E. Clifford, Secretary. J. T. De Mott, Treasurer. H. W. Blake, Editor.

McGraw Publishing Company, Inc.

, „, ,_ ,T , _. San Francisco, 502 Rialto Bldg.

239 West 39th St., New York City lon-n. 10 Norfolk .st strand.

Chicago, 1570 Old Colony Bldg.
Cleveland, Leader-News Bldg.
Philadelphia. Real Estate Trust Bldg.

JNew York.

United States, Mexico, Cuba, Porto Rico, Hawaii, or the Philippines, ?3 per year; Canada, $4.50 ; eisewhere, $6. Single copy, 10c.

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

[May 27, 1916

DDDDDDDDnDDDDDDDDDDDDDDDDDDDDDDDDDDDDDQDDDDDDDDDDD

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ified div
pped w
ro-Pneu

Iadclph,»-P
of the P. R.
We.tingho

c Brakes.

ifSR

1 ./

ik. F,

A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchnnge Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

DDDDDDDDDI nnnDDDDDDDDDDDDDDDDDDDDDDDDDDnG

DDDDDDDDDI

May 27, 19161

ELECTRIC RAILWAY JOURNAL

DaDnDDDDDDnnDaDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDDD

□I ~— la

a
a

The
Price

of
Copper

It costs less, and is more satisfactory to YOU, to install
rotary converters than heavy feeders at the prevailing
price of copper.

SOME PROGRESSIVE MANAGERS are taking down
their direct-current feeders, and selling the scrap for
almost enough to pay for the converters they are buying.

W eslinghouse

Rotary

Converters

300 Kw. Bracket-Type Rotary Converter

otary Converters supply additional power where
eeded, WITHOUT THE USUAL FEEDER LOSS.

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.

Atlanta, Ga.
Baltimore. Md.
Birmingham, Ala.
Bluefleld, W. Va.
Boston. Mass,
Buffalo. N. Y.
Butte, Mont.

Charleston, W. Va.
'■liMHotte, N. C.
Chicago, 111.
Cincinnati, Ohio
Cleveland. Ohio
Columbus, Ohio
•Dallas, Tex.

Dayton, Ohio
Denver, Colo.
Detroit, Mien.
*B1 Paso, Tex.
•Houston. Tex.
IndlanaDolis. Id

KansaB City. Mo.
Louisville, Ky.
Los Angeles, Cal,
Memphis, Tenn.

New Orleans, La. St. Louis, Mo.
New York. N. Y. Salt Lake City, Utah

Omaha. Neb. San Francisco. CaL

Philadelphia, Pa. Seattle, Wash.

Pittsburg, Pa. Syracuse. N. Y.

Portland, Ore. Toledo, Ohio

Rochester. N. Y. Washington. D. C.

•W. K. & M. Co. of Texas
«79

DDDDPL UDDDDDDDDDDDDDDDDDDDDaDDD'DE DDDODDDD

_ J

Era

ELECTRIC RAILWAY JOURNAL [May 27, 1916

This is the Age
of Facts

Bluff and bluster are no longer the successful
weapons of the salesman.

Facts — the results of tests and service — are
now the chief arrows in his quiver.

The change in the character of the printed
salesman — advertising — from bluff and bluster
to facts has been a little slower, but it has come.

Look over the sales talks in these pages.

Note the absence of braggadacio and the pres-
ence of straight statements — statements that
are self -checking to the men for whom they
are meant.

When you advertise to the readers of the
Electric Railway Journal you advertise to men
who can separate wheat from chaff.

Let us help you to prepare the sales messages
that will be effective with such buyers.

Electric Railway Journal

Member Audit Bureau of Circulations

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

O-B Form 1 Diaphragm Valve

O-B Reducing Valve

O-B Sand Trap

How Is Your Sander
Equipment?

The O-B Diaphragm Valve can't leak
around the stem; a glance at the cross-
section shows why.

Leather disc insures a constantly tight
seat.

Placed directly over Engineer's Valve,
handle may be rotated to most convenient
position.

The O-B Reducing Valve enforces
economical consumption of air.

The O-B Sand Trap will not allow sand
to flow until air is applied.

Provided with 2-inch plug in bottom to
facilitate cleaning.

Summer will soon be here. Are you pre-
pared for its multiplied traffic?

Full description of O-B Sander Equip-
ment in Catalog No. 16.

The Ohio Brass Company

Mansfield, Ohio

O-B Wire Sand Hose

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

Telephone Dispatching^rieans Best rianagement

'ITH telephone dispatching in use,
your crews report their arrival at
regular intervals at specified
places.

As each telephone is really a time-point
you have a check on adherence to sched-
ule without using an inspector for that
purpose.

Furthermore, the crews can take a
variety of instructions from the dispatcher
instead of getting them less promptly
from an inspector.

It follows that your supervisory staff
can be materially reduced because the
individual inspectors having less to do
can cover more ground.

rOU can also make better use of
their time by having them call up
at regular intervals for assignment
where most needed.

In fact, the inspectors who remain are
able to confine themselves to more im-
portant duties like register reading, aid
to passengers, and discipline for they are
relieved of much time— point checking,
handling of short-line cars, and other
duties.

Use the Telephone on Your Road As
in Your Office.

Write for your copy of our new booklet
THE VOICE OF THE ROAD"

Western Electric Company

INCORPORATED #^ I J

New York Atlanta Chicago

Buffalo Richmond Milwaukee

Newark Savannah Indianapolis

Philadelphia New Orleans Detroit

Birmingham Cleveland

Kansas City San Francisco

St. Louis Oakland

Dallas Los Angeles

Houston Seattle

Oklahoma City Portland

Pittsburgh Cincinnati Minneapolis St. Paul Omaha Denver Salt Lake City

EQUIPMENT FOR EVERY ELECTRICAL NEED

May 27, 19161

ELECTRIC RAILWAY JOURNAL

ONLY

110 VOLTS

(Reduced from Trolley Voltage)

goes into
the street
box K

HERE BO
in the \/

"COLLINS"

Non-Splashing Electric Track Switch

Type A

That eliminates the liability of electrical
troubles and is easier to handle.

This however is but one of the real im-
provements embodied in the Type A Switch.

Here are the other Improvements

It does not splash mud and water ; the
switch cannot be thrown between the trucks
of a car by a following movement under the
contactor ; the street box is automatically
sealed without dependence on the proper
making up of pipe joints or gaskets; it is
positively anti-straddling ; the entire mech-

anism can be lifted out of the street box
without making any disconnections ; the
contactors are exceedingly small and simply
mounted on standard ears ; standing under
the contactor for an indefinite period has
no damaging effect on any part of the
mechanism. .

United States Electric Signal Company

West Newton, Massachusetts

Foreign Representatives:

Forest City Electric Services Supply Co., Salford, England

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

Phono-Electric

Trolley Wire

It's high noon in the heart of Chicago, but State and Madison Streets
(shown below) is a busy place at all times.

Each of the three tracks on this street averages 110 cars an hour for 24
hours. That means more than 330 cars an hour during the rush.

Phono-Electric is the best for saturated lines, because it is the only
trolley wire the core of which has the same wearing quality as the surface.

BRIDGEPORT BRASS COMPANY S£t

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

Machines For Every Armature
Repair — Write For New Catalog

No. 19409 Peerless Heavy Duty Universal Armature Maehine, consisting of Banding Machine, Commutator Slotting
Machine, Commutator Grind Machine, Commutator Turning Machine and Field Coil Winding Plate.

Heavy Duty Armature Machine

This heavy duty universal armature machine consists of a banding machine,
commutator slotting and commutator grinding machine and a field coil winding
plate. With one installed in your shops you could first wind your coils ; put them
in the slots and solder to commutator bars; band with wire that is maintained
under even and uniform tension ; on a machine that is under perfect control of the
operator at all times ; on a machine which, when stopping automatically, locks and
absolutely prevents slack in the band wire by any back-lash of the armature. And,
finally, grind and slot your commutator. An armature completely repaired on one
machine — think of the great reduction of repair costs that would follow.

It will cost you nothing to find out more about this machine. Write for further
information.

Write For Special Catalog Now

Elixttric Se>hvice> Supplies Co,

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA
17th and Cambria Su.

NEW YORK
50 Church St.

CHICAGO

Monadnock Bldg

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

SERVICE

Delivery in Three Weeks

You Save All Along the Line When You Use
"IBf INTERNATIONAL

To a great extent rail wear is due to faulty tie sup-
port. At its best, wood cannot stand great longitu-
dinal and transverse stresses without giving suf-
ficiently to start trouble. Permanent anchorage is
impossible with wooden ties. Permanent alignment
is just as impossible. And wooden ties rot — sooner
or later.

Steel ties hold the entire track literally in a grip of
steel. There is no spreading of the rails, no creeping,
and minimum possibilities for battered joints.
Hence, rail wear is reduced to a minimum.
With these steel tie advantages goes tie permanency.
Steel ties do not rot nor deteriorate. They are
long-life adjuncts to track maintenance.
Increase the life of grade crossings, and by reduc-
ing the maintenance charges to a minimum greatly
decrease the charges against crossings which they
port.

They are not an experiment. They are a demon-
strated success. They have stood up under the sever-
est service at the most troublesome points of the
largest steam and electric railways, and are pro-
longing the life of the special work far beyond
expectations.

In nearly every instance where International Steel
Crossing Foundations have been installed duplicate
installations are being made all along the line as
fast as new crossing installations are needed. This
is a significant fact that should prompt you to inves- j
tigate the merits of these foundations.
Steel Twin Ties for paved streets and Steel Foun-
dations for grade crossings are acknowledged to be
the last word in Modern track construction. Do
you want additional facts? Write for them.

fi«

The International Steel Tie Company

General Sales Office and Works: Cleveland, Ohio

REPRESENTATIVES
uern EnfjV Salea Co.. S»J Francisco, C.L. R. T. Coooer Co . J. E. Lewi, * Co.. Maurice ,ov Wi'li-.i, H

Tos Angeles. Cl. . Seanle. Wash. Salt Lake Ciiy, Ulah. Dallas, Texas. Philadelphia

\Q__^MiJJJMi^m

■ggmMiiM

wMmmjm±^__v_

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

ARMCO IRON

Resists Rust

Economic Operation Demands

ARMCO IRON CULVERTS

They maintain indefinitely a clear waterway under all characters of
embankments, resisting corrosion in all soils and under all exposures
because every impurity has been reduced to a minimum in the making
of their material.

The record of "Armco" Iron is so convincing that if you have not secured
the data we publish, send for it today. It may mean important savings
for you.

Write the Nearest Manufacturer for Particulars and Prices on "Armco" Iron
Corrugated Culverts, Siphons, Flumes, Plates, Sheets, Roofing and Formed Products

Arkansas, Little Rock

Dixie Culvert ft Metal Co.
California, Los tneelea

California Corrugated Culvert Co.
California. Went Berkeley

California Corrugated Culvert Co.
Colorado, Denver

R. Hardesty Mfg. Co.
Delaware, Clayton

Delaware Metal Culvert Co.
Florida, Jacksonville

Dixie Culvert ft Metal Co.
Georgia, Atlantn

Dixie Culvert ft Metal Co.
Illinois, Blooming-ton

Illinois Corrugated Metal Co.
Indiana, Crawfordavllle

W. Q. O'Neall Co.
Iowa, Dei Moines

Iowa Pur* Iron Calvert Co.
Iowa, Independence

Independence Culvert Co.

Kansas, Topeka

The Road Supply ft Metal Co.
Kentucky, Louisville
Kentucky Culvert Mfg. Co.
Louisiana, New Orleans

Dixie Culvert ft Metal Co.
Maryland, Havre de Grace
'" Spen

Massachusetts, Palmer

England Metal Culvert Co.
Bark River

Bridge ft Culvert Co.
banning

fc Pipe Co.

Nebraska, Lincoln

Lee-Amett Co.
Nebraska, Wahoo

Nebraska Culvert ft Mfg. Co.
Nevada, Reno

Nevada Metal Mfg. Co.
New Hampshire, Nashua

Michign

Bark Rli
Mich I km

Michigan Bridge

poll

Lyle Corrugated Culvert Co.
Minnesota. Lyle

Lyle Corrugated Culvert Co.
Missouri, Moberly

Corrugated Culvert Co.
Montana, Mlssouln

Montana Culvert ft Plume Co.

Oregon, Portland

Coast Culvert ft Flume Co.
Pennsylvania, Warren

Pennsylvania Metal Culvert Co.
South Dakota, Sioux Falls

Sioux Palls Metal Culvert Co.
Tennessee, Nashville

Tennessee Metal Culvert Co.
Texas, Dallas

Wyatt Metal Works

Pennsylvania Metal Culvert Co.
New York. Auburn

Pennsylvania Metal Culvert Co.
North Dakota. Wahpeton

Northwestern Sheet ft Iron Works
Ohio, Middletown

The Ohio Corrugated Culvert Co.

American Rolling Mill Co.
Oklahoma. Shawnee

Dixie Culvert ft Metal Co. I

Texas, Houston

Lone Star Culvert Co.
Utah, Woods Cross

Washington, Spokane

Spokane Cor. Culvert ft Tank Co.
Wisconsin, Ban Claire

Bark River Bridge 4 Culvert Co.

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

The Essential Thing in Track Grinding
Is to Get an EXACT Result

Unretouched

Photograph

That Tells a

Touching

Story

It shows the corrugated surface of a rail after thirteen
months' use. The touching part of the story is that the corru-
gations had been "ground out of it" twice during that time.

It is possible the corrugations were "'ground in it" rather
than "out of it." That's very likely to occur where a grinder
does not give an exact result.

You can realize how exact the result must be to be a result
and not a cause when you consider you are dealing with crests
and depressions of the hundredth part of an inch.

The Reciprocating Track Grinder

Exact results at the lowest cost
is what we claim for the Recip-
rocating Grinder. We'll stake
you to one till we prove it to
your satisfaction.

Railway Track- work Co.

30th and Walnut Streets
Philadelphia

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

-.'

r . ;,

1 '
1

Ifa.

r-1

In the Columbia Foundry

We wish you could visit our works to see for yourself the splendid
equipments that are used by this organization for the manufacture of

Columbia-Made Trolley Wheels and Axle Bearings

and the thousand and one other cast-
ings that are a part of electric railway
apparatus.

Longest life for the wheel and least
wear for the wire demand a trolley

wheel of perfect balance and that
"just-right" shape and formula.

The combined experience of our
customers, added to our foundry
facilities, insures you satisfactory
trolley wheels at a satisfactory price.

f\nd many other Columbia-made specialties are at your service, such as the following:

TOOLS

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car hoists

Car replacers

Coil taping machines for armature leads

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

CAR EQUIPMENT
Armature and Field Coils
Bearings

Brush-holders and Brush-holder springs
Brake, door and other handles
Brake forgings, rigging, etc.
Car trimmings
Commutators
Controller handles
Forgings of all kinds
Gear cases (steel or mall, iron)
Grid resistors

Third-rail shoe beams and accessories
Trolley poles (steel)

\ Columbia Machine Works & Malleable Iron Co,

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

ELECTRIC RAILWAY JOURNAL

[MAY 27, 1916

Door and Step
Control

Courtesy

Have you ever realized that out of the hundreds of
passengers who come into contact with your conductor
during his working day —

Some will present aged transfers-
Others will offer defaced coins or $5 bills and —

Still others will interrupt him to ask more or less
irritating questions?

Every passenger of that kind is adding something
to a load that may grow beyond the "elastic limit" of
the conductor's patience and courtesy.

Don't add to his burdens by tiring him through
unnecessary labor in opening and closing doors.

A tired man finds it hard to be polite.

NATIONAL door and step control encourages your
conductor to be courteous, because his brain is not
slowed up by his laborious opening and closing of
doors.

Service, Comfort, Courtesy —
and not the least is Courtesy

NATIONAL PNKfSTIC CDMPANYI

w '

50ChurcK5t Now York

515Laflih 5t Chicago

May 27, 19161

ELECTRIC RAILWAY JOURNAL

What's
Under
YOUR Seats?

The modern car requires that a good many more
things go under or near the seats than was the case in
former days.

First, there are the electric heaters.

Second, portions of the air-brake system.

Third, pneumatic door engines and auxiliary devices.

Fourth, sand boxes, jacks, crew kits and what not.

Fifth, in low-floor cars, still more apparatus like parts
of the brake rigging.

We're not criticising these tendencies, but merely
pointing out our preparedness to meet them.

Just tell us about this sort of thing in advance so we
can design the seat to be safe and comfortable for the
passenger, while still

Making the Under- Seat Apparatus

Accessible for You

Without Interfering With the Passenger

Hale & Kilburn Co

Philadelphia New York Chicago
Washington San Francisco

COTYHPGHTCO

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

The New

Mechanical Engineers'
Handbook

(Based on the Hutte)

Lionel S. Marks, Editor-in-Chief

Professor of Mechanical Engineering, Harvard University and
Massachusetts Institute of Technology

Assisted by Over Fifty Specialists

Leather, pocket size, gilt edges, thumb indexed, 1800 pages, about
iooo illustrations and diagrams, $5.00 (21s) net, postpaid.

A comprehensive and authoritative handbook for
mechanical engineers is now available. It is the
product of over 50 of the best equipped specialists in
all branches. The material has been carefully
arranged and co-ordinated by thorough editorial
supervision.

Its noteworthy characteristics are:

1 — Each subject is treated by a specialist and is authori-
tative in character.

2 — Fundamental theory is thoroughly covered.

3 — The engineering data have been selected discrimi-
nately by a specialist instead of leaving the reader to
select from conflicting data.

Based on the Hutte

The widely known German Hutte has been generally
recognized as the best example of handbook production in
existence.

Recognizing the advantage to be derived from the accu-
mulated experience represented by the Hutte, arrange-
ments were made with the Akademischer Verein Hutte for
the use of such portions of its handbook as are within the
field of the mechanical engineer. Necessarily, a greater part
of the book, especially those portions dealing with engineer-
ing practice, had to be rewritten and are practically new.
The result is that the best in the Hutte has been retained,
and at the same time a representative American handbook
has been produced.

McGraw-Hill Book Co., Inc.

239 West 39th Street, New York

Now Ready

The Main Section «

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Weights and Measures
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III. — Mechanics of Solids and

Liquids
IV.— Heat

V. — Strength of Materials
VI. — Materials of Engineering
VII. — Machine Elements
VIII. — Power Generation
IX. — Hoisting and Conveying

X . — Transportation
XI. — Building Construction and
Equipment
XII. — Machine Shop Practice
XIII. — Pumps and Compressors
XIV. — Electrical Engineering
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urements, Me- j/
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or members of A. I. E. B. or A. E. R. A. Book! lent o» ap-
proval to retail

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

GARLAND
EXHAUST TYPE

HONEYCOMB
VENTILATORS

For Arch Roof Cars

Here are some of the reasons why this
type of Garland Ventilator is being used
so extensively on arched roof cars.

It will actually pull a greater amount of un-
healthful air out of a stuffy car body, at a given
car speed, than any similar ventilator on the mar-
ket. The Garland Ventilator Company will prove
this by anemometer tests for any railroad contem-
plating'a study of ventilating problems.
• This maximum efficiency is gained by the pat-
ented feature of cowls which direct the air currents
over the top opening and thereby create a vacuum
in the exhaust duct.

This ventilator is not simply an opening in the
roof, but has a definite and positive action.

It is storm and wind proof. Rain and snow
cannot enter the car body, and side winds, with

the car standing, do not blow in. Consequently
there are no annoying drafts.

The device for closing this ventilator is patented
by Mr. T. H. Garland and is far superior to the
ordinary register which collects dust, dirt and water
when closed, and then drops it on passengers under-
neath when it is opened. The Garland arrange-
ment, as shown in the cross section below, does
not allow dirt or water to pass through it into the
car body.

Consider your ventilation NOW.
Do not wait until Fall. Let us
submit details of types for
various kinds of service.

of Car Roof and Ventilator

tfo§dfef\ &> mite

Electric Railway Sales Distributors for The Garland Ventilator Company

1508 Fisher Building, Chicago

l\ S. Metal & Mfg. Co.. New York
I-. i;. Bodler, San Francisco

Alfred Connor, Denvei

C. F. Saenger & Company, Cleveland
W. M. McClintock, St. Paul

W. E. Skinner, Winnipeg

Brown & Hall Supply Company, St. Louis
W. F. McKenney, Portland, Ore.
S. i. Wailes, Los Angeles.

20 ELECTRIC RAILWAY JOURNAL [May 27, 1916

You Can't Ignore
the Formula —

when you come to rail bonds

Electric Weld Rail Bonds

reduce "R" almost to the zero point at the rail
joint and keep it there. "I" is turning motors,
not fighting its way across faulty rail joints.
The facts are profitable. Write!

The Electric Railway Improvement Co.

Cleveland, Ohio

Skip-Stop!

If you want to give your public and your property

the benefits of the skip-stop, you must first convince

your local lawmakers and other influential citizens

that it is a good thing for the community.

We have the ammunition for you in our reprint of the

skip-stop articles published in the Electric Railway

Journal for January 1, 1916.

How many free copies do you want to distribute

among lawmakers and others where they will do the

most good?

Write Circulation Department.

Electric Railway Journal, 239 W. 39th St., New York

Member Audit Bureau of Circulations.

Yearly Subscription Rates:

$3.00 Domestic, $4.50 Canadian, $6 Foreign

May 27, 1916 1

ELECTRIC RAILWAY JOURNAL

Another Big Order—

G-E Rotaries for Interborough

The Interborough Rapid Transit Company has ordered
nine more G-E 4000 Kw. Synchronous Converters for the
heavy service in New York.

This order makes a total of 19 G-E 4000 Kw. machines,
aggregating 76,000 Kw. to be used on the Interborough lines.

The popularity of the G-E 4000 Kw. machines is further
evidenced by the fact that forty-four of these large units have
been ordered by various railway companies in less than three
years.

General Electric Company

Atlanta, Ga.
Baltimore, Md.
Birmingham, Ala.
Boston, Mass.
Buffalo, N. Y.
Butte, Mont.
Charleston, W. V:
Charlotte, N. C.
Chattanooga, Teni
Chicago, III.

Cleveland, Ohio

Columbus, Ohio

Dayton, Ohio

Denver, Colo.

Des Moines, low

Duluth, Minn.

Elmira, N. Y. Jacksonville, Fla. __

Erie, Pa. loplin, Mo. ,/f/j*

Fort Wayne, Ind. Kansas City, Mc. StfgS

Hartford, Conn. Knoxville, Tenn. W

Indianapolis, Ind. Los Angeles, Cal. -^

For Michigan Business refer to General El

and Arizona business refer to Southwest Genera

and Oklahoma City. For Canadian business refer

General Office: Schenectady, N. Y.

ADDRESS NEAREST OFFICE

Dksonville, Fla. Louisville, Ky.

plin, Mo. ,jf£k> Memphis, Tenn.

,nsas City, Me. tSsfttl Milwaukee, Wis.

loxville, Tenn. IStW Minneapolis, Minn.

I Angeles, Cal. ^^ NashvilU, Tenn.

New Haven, Com
New Orleans, La.
New York, N. Y?
Niagara Falls, N. '
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

trie Company of Michigan, Detroit.

Electric Company (formerly Hobson Electric Co.), Dallas, El Paso
Canadian General Electric Company, Ltd., Toronto, Ont.

6273

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

One Master Mechanic's Experience
with Arresters

Extracts from a recent article in the Electric Railway Journal,
by Mr. B. L. F. Coffin, Master Mechanic, Beaver Valley Traction
Company, New Brighton, Pa.

"The valleys of the Beaver and Ohio
rivers, meeting at Rochester, form a
storm center which seems to be the col-
lecting and distributing point for all stray
storms. Our records for the season just
closed show thirty-one storm periods of
lightning discharges ranging from fifteen
minutes to two and one-half hours in
duration, and during the season of 1914
there were about fifty-five storms.
"It was decided to install GE aluminum
cell arresters on all regular cars.
"Our cars on June 13, 191 5, passed
through the worst electrical storm in the
history of Beaver Valley, when for two
and one-half hours the sky was continu-

ously illuminated by terrific lightning dis-
charges. Not a cent's worth of damage
was done to our rolling stock by lightning
in this storm. It has, therefore, been
conclusively proved that by the installa-
tion of electrolytic arresters on rolling
stock, assisted by adequate overhead line
protection, an electric railway may be
immune from lightning damage.
"Our cost for damage done to arma-
tures by lightning in 1914 was $350.
Our total cost of lightning protection
in 1915 was $363.75, and total damage
resulting in 1915 was $8.10. Our return
on the investment of new arresters is
therefore 96 per cent the first year."

Mr. Coffin's experience bears out the recommendations of this Com-
pany, that aluminum arresters should be installed on cars wherever
lightning- conditions are particularly severe.

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.

*i, Ohio

Cleveland, Ohio
Columbus, Ohio
Dayton, Ohio
Denver, Colo.
Des Moines, low.
Duluth, Minn.
Elmira, N. Y.
Erie, Pa.

Fort Wayne, Ind.
Hartford, Conn.
Indianapolis, Ind.

General Office : Schenectady, N . Y.

ADDRESS NEAREST OFFICE

New Haven, Conn.
New Orleans, La.
New York, N. Y.
Niagara Falls, N. Y.

Jacksonville, Fla. __ Louisville, Ky. Pittsburgh, P;

Jopiin, Mo. /jrSm Memphis, Tenn. Portland, Ore

Kansas City^ Mo. OsTfiB Milwaukee, Wis. Providence, F

Knoxville, Tenn. «tgr/ Minneapolis, Minn. Richmond, Vi

Los Angeles, Cal. ^* Nashville, Tenn. Rochester, N.

For Michigan Business refer to General Electric Company of Michigan, Detroit.

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.

596 1

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

Electric Railway Journal

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

NEW YORK SATURDAY, MAY 27, 1916

TIMBER Among the urgent needs of the

SPECIFICATIONS electric railway industry brought
NEEDED QUt in the a.E.R.E.A. way com-

mittee's report on preparation of specifications for pre-
servatives and the treatment of timber are specifications
for ties, poles, cross-arms, lumber and bridge timber.
On the basis of 1050 miles of track extensions annually
and complete tie and pole renewals every ten years, the
annual requirements of the electric railways are of the
order of 10,000,000 ties and 300,000 poles. There does
not seem to be any reasonable way of arriving at the
total annual lumber and bridge timber requirements,
but it is safe to assume that it is more than 50,000,000
ft. B. M. When taken collectively, this represents a
large order for these materials and brings out very
forcibly the need for specifications to govern their pur-
chase. Even though ties, poles and bridge timber are
being treated by some preservative method, their struc-
tural qualities should conform to specifications for first-
class timber. In other words, it is more economical to
treat timber of first quality than to treat inferior
grades. Treatment will not remedy the defects, and
the presence of decayed fungi, even though the timber is
treated, makes it less resistant against their attack.

THE That a transfer is a privilege is

TRANSFER a point which should never be

PRIVILEGE overlooked by a company in its

negotiations with the public. To prove that this is the
case, it is not necessary to go back to the time when the
existing railway system in practically every city con-
sisted of a number of unconnected properties so that to
travel from one point to another in the city several fares
had to be paid. Of course, this is most convincing evi-
dence of the benefit to passengers of transfers, but the
memories of most people will not go back to that time,
and the point to be proved more often is that a trans-
fer is as satisfactory as through service when the
transfer is introduced to permit a change in car route-
ing. Admittedly, the transfer per se is an inconveni-
ence, but if the passenger will look further to determine
the cause of its introduction, he will find the basic rea-
son is his own benefit. In nearly every case it is to
permit him to use for part of his journey a trunk line
on which cars are run at a higher speed or at a greater
frequency than if through service to his destination was
run. Hence, a transfer from a relatively slow and local
service to a line of higher speed and increased fre-
quency of car movement is a direct benefit, and the
mere physical inconvenience of the change is generally
a small price to pay for the saving in time gained by
the passenger.

THE EYES The latest annual report of the

OF THE Missouri Public Service Commis-

COMMISSIONS sjorl) as shown in our last issue,

states that the public and the utilities in Missouri
are now on excellent terms, as evidenced by the
small number of informal complaints, this condition
being largely the result of broader and more liberal pol-
icies on the part of utilities in their dealings with the
public. During the year few complaints were made as
to unfair or discourteous treatment of the public by
utility agents or employees, and the conditions between
the utilities and their employees are being greatly im-
proved. These words of commendation are worthy of
note, particularly because they illustrate the impor-
tance that is attributed to the subject of better public
relations by the Missouri commission. Nor does this
body stand alone in that respect. H. L. Geiss, secretary
Wisconsin Railroad Commission, stated last March be-
fore the. Wisconsin Electrical Association that much
could be said as to the advisability of giving the public
relations of utilities considerable attention in connection
with authorizations for security issues. Moreover, the
Illinois Public Utilities Commission, in its recent
Springfield Gas & Electric valuation decision, remarked
that " a utility excellently managed, progressive in de-
velopment, alive to public requirements, economical in
operation, courteous to patrons and fundamentally hon-
est in all transactions, should receive greater considera-
tion, in the fixing of a fair rate of return, than should
a utility of which the reverse is true." These instances
clearly indicate the increasing recognition that com-
missions are giving to the good and the bad public rela-
tions of utilities. Virtue may be its own reward, but it
is worth while to remember that there may be other and
more material rewards, and that, on the other hand,
the lack of proper conduct is being watched by the ob-
servant eyes of not impotent authorities.

THE CRUX The decision of the New York

OF THE JITNEY Public Service Commission, Sec-
QUESTION ond District; in the Rochester jit.

ney case, published in abstract in last week's issue, is
the clearest exposition of the whole matter which we
have seen from a public body. The commission admits
that the jitneys possess certain advantages for city
transportation and that some people, perhaps many
people, would enjoy making occasional use of them. The
broad question, however, is not whether the jitneys are
often a convenience to the citizens of Rochester, but
whether the interests of the city as a whole will be
promoted by permitting their competition with the ex-
isting electric railway system. The facts are that the

984

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

transportation field in Rochester, and the same is true
of most other cities, is limited, so that the encourage-
ment of the jitneys will necessarily mean arrested de-
velopment of the railway and possibly its slow death.
Hence, the real question at issue is not whether the
jitneys have or have not some desirable features, but
whether they can replace the electric cars as a whole or
in very large part, to the benefit of the citizens. To
this, in the opinion of the commission, there is but one
answer: "No dependable form of transportation, good
alike in winter or summer, has yet been devised to take
the place of what Rochester would lose if further de-
velopment of its electric railway was to be discouraged
and interfered with by the State." The jitney situa-
tion in Rochester was clearly set forth in the issue of
the Electric Railway Journal for Dec. 11, 1915, page
1175, where the data for 1915 were shown graphically.
Between Jan. 1 and May 20, 1916, approximately 675
jitney licenses were issued on the same basis that the
city issued tax licenses, the license fee being $1 and
covering a period of one year. On June 1 there were
fewer than 500 jitneys in operation, and the number
steadily declined as the season advanced. During this
period the jitney buses were operating illegally, as then-
operators were required by State law to secure certifi-
cates of public necessity and convenience from the Pub-
lic Service Commission. This year in attempting to
comply with the law they have been met by the sweep-
ing decision referred to. The position taken is one
which should appeal to other commissions which must
face the same situation.

CONVENTION REPORTS IN THE "JOURNAL"

May is a popular month for technical conventions,
and among those to hold annual meetings within the
last few weeks have been the Southwestern Electrical
& Gas Association, the State electric railway associa-
tions of Pennsylvania and Iowa, the National Electric
Light Association and the American Institute of Elec-
trical Engineers. The programs of such associations,
acting like concave mirrors, are apt to reflect and focus
the problems of the industry, so that we believe that
the extended and prompt reports of these meetings
which have been published in the columns of this paper
in the last few issues will be appreciated by our read-
ers. After all, only a relatively small number of men
interested in electric railway problems can attend a
•convention, but if those who cannot attend are able to
read an account of a meeting which was considered im-
portant enough to occupy the time of large numbers of
their fellow workers, the value of such meetings is
greatly enhanced.

A survey of the various railway conventions held
•during May discloses clearly the fact that the labor
problem is one of the most pressing. By this we do
not mean matters of hours and wages, because these
;are largely for local adjustment, but rather the scien-
tific selection, examination and training of employees
which involve the application of general principles and
merit the attention which they have received in recent
meetings. Judged by the number of papers presented,

the topic second in importance at present is the de-
velopment of passenger, freight and express traffic.
More business is what the railways need, and they must
take active steps to get it. Competition with the pri-
vately-owned automobile makes necessary the employ-
ment of the best methods to hold existing business
while reaching out in new directions. This and the
waning jitney competition have taught important les-
sons in the line of frequent and speedy service. As a
result, the one-man car is a never-failing stimulant to
discussion. While the managements are struggling
with the development of the human side of the railway
systems, are adapting equipments and methods in order
to meet competition, are reaching out for new business
and are endeavoring to maintain friendly relations with
the public, the technical departments are meeting them
half-way by keeping down operating costs. This is
being done, if the convention discussions are trust-
worthy, through the use of materials best adapted to
several uses, conscientious inspection and repair of
equipment, and the use of devices for enforcing energy
saving and efficient use of apparatus.

The editorial problem in reporting conventions is to
condense without loss of data or distortion of point of
view, and especially without eliminating the personality
of the speakers. Convention papers are usually not
illustrated, so that the reports are apt to appear formid-
able. They do, however, contain the facts which are
needed in the railway business, and the progressive man
in this field is the one who utilizes this as well as other
means to keep informed. Managers are amply justified
in expecting and requiring their subordinates to know
what other companies are doing, when the facts are
placed within their reach in these report issues.

BOSTON ELEVATED TAKES IMPORTANT STEP

A significant step was taken this week by the Boston
Elevated Railway in a letter to Governor McCall of
Massachusetts, asking for the appointment of a special
commission to investigate the company's need of addi-
tional net revenue and to report its findings to the next
Legislature. The promptness with which the Governor
sent a special message to the Legislature recommend-
ing the designation of such a commission gives good
grounds for hope that the inquiry will be conducted
during the forthcoming recess, in which case a most
interesting set of hearings may be anticipated. Whether
or not such action is taken at this time, however, the
company's course indicates that a turning point has
arrived in its policy, and that this is the beginning of
a movement to put the road upon a new plane of finan-
cial stability.

Readers of this journal have often been informed of
the enormous burdens laid upon the Boston company
by the rapid development of subway and tunnel lines in
the last decade and a half, by the multiplication of
transfer facilities, the demands of the public for in-
creasing accommodations in the way of service, and the
rising cost of labor and materials. In common with
many other roads, the Boston Elevated has had to face
the growing cost of operation and the more exacting

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

985

requirements of the traveling public, but to an unusual
extent the burdens of fixed charges have increased upon
it through the insistence of the metropolitan community
upon the construction of more and still more rapid tran-
sit lines. All through this period the company has also
had to make its plans and perform its duties under the
severe limitation of its charter, in which a fixed fare
unit of 5 cents is specified for a journey between any
two points on the system in the same general direction,
while the onerous requirements of taxation have made
it still more difficult to earn even savings bank interest
upon its capital.

Without an express fare limitation in its charter, the
company might have appealed directly to the Public
Service Commission for authority to increase its fares,
to make a charge for a transfer or to modify its service
possibly along more economical lines, had any one of
these plans seemed feasible. Under the circumstances,
however, a direct appeal to the Governor marks a step
of equal significance, and the recommendation of the
latter that the Public Service Commission as well as the
Boston Transit Commission, be a member of the recess
board desired to make the inquiry, looks toward a con-
centration of expert knowledge in the proposed tribunal
which will undoubtedly be most helpful in case the Gov-
ernor's recommendation is enacted. The step taken is,
of course, of wider significance than if its consequences
were confined to Boston. Other companies have felt the
effect of increased cost of operation, and the conclusions
reached in Boston will undoubtedly have an influence on
the solution of similar problems elsewhere.

The ways by which net revenue under the conditions
prevailing at Boston can be increased need not be dis-
cussed at this time, but as a broad proposition, we
nelieve that once it is demonstrated that a well-man-
aged electric railway needs relief in order to hold up
its head as one of the prospering concerns of a com-
munity, the citizens will prefer that such relief be af-
forded rather than to undergo the lowered standards of
service and credit which are the final result of a close-
public policy, if indeed no worse fate befalls.

RAPID TRANSIT IN PHILADELPHIA

Philadelphia, by a popular vote of three to one, has
approved a comprehensive plan for the construction of
subway and elevated lines reaching every section of the
city. The estimated cost of the new construction, ex-
cluding the cost of rolling stock, track and signals, ex-
ceeds $57,000,000. The loan ordinance specified in
detail the routes to be followed.

The recent developments in Philadelphia are of sig-
nificance to the entire electric traction industry, not
only because of the size and importance of the new
construction but more especially because of the prin-
ciples which underlie the recent controversy as to what
rapid transit lines should be constructed. The new
lines were planned by the former director of city tran-
sit, A. Merritt Taylor. With a change in city admin-
istration on Jan. 1, William S. Twining, well known
to traction officials, was appointed director of city tran-
sit. Mr. Twining had been in close touch with the

formulation of what were colloquially known a# the
"Taylor plans," having been expert adviser to the for-
mer director of city transit.

Mr. Twining, upon assuming office, recommended a
revised and curtailed plan of construction. He pointed
out that the Taylor plans would involve a cost of such
magnitude that the lines would not be self-supporting
for twenty-five years. The aggregate deficit would ex-
ceed $30,000,000 and would average more than $1,000,-
000 a year. Mr. Twining also pointed out that no ar-
rangement had yet been made for an operator, and
an extensive construction program was inadvisable un-
til this matter was settled. Again, the cost of all build-
ing material and labor was at present high, and owing
to the European war the course of prices during the
next three years could not be predicted, but any con-
tractor for the work would naturally have to protect
himself. If the Taylor plans were to be carried out,
therefore, one of two alternatives would have to be ac-
cepted. The first was an increase in the tax rate of from
10 to 15 cents per $100 of assessed valuation.

Inasmuch as all sections of the city would not share
equally the advantages of the new facilities, Mr. Twin-
ing recommended as the most equitable method an ad-
vance in the rate of fare on both the surface and rapid
transit lines to a point sufficient to make them self-
sustaining. By elaborate calculations, he demonstrated
that to render the unified system self-sustaining, a rate
of fare of about 7 cents, with universal transfers, would
be required. He recommended the sale of "seven tick-
ets for 40 cents" with successive adjustments in the
rate of fare to lower levels as the traffic on the system
increased. By 1950, the rate of fare would reach ap-
proximately 5 cents.

From the standpoint of common prudence, there is
no doubt that Mr. Twining's suggestion had much to
recommend it. The citizens would be paying directly
for the improved transit facilities rather than indi-
rectly through increased real estate taxes. The sugges-
tion met with popular disfavor. An increase in the
rate of fare was a definite, calculable amount which
even the dullest could measure in terms of his personal
budget. The possibility of an increase in real estate
taxes was more remote, particularly as the interest on
the new bonds could be charged to construction until
the lines were completed.

Mr. Twining also submitted an alternative proposal
involving the construction of a smaller mileage of high-
speed lines in the congested sections of the city. To the
termini of these lines would be converged the surface
lines serving the outlying sections. This plan he rec-
ommended as the best solution of the problem, point-
ing out that it is in accord with the well-settled scien-
tific principles of the functions of rapid transit lines.

The matter was decided by the voters of Philadel-
phia, not on the basis of prudence, but on the basis of
locality desires. Probably only a small percentage of
the voters understood the deficits which would be in-
curred. They desired the new transit facilities, and
they postponed the question as to how they should be
supported until some future time.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

The Lake Erie & Northern Railway

This New 1500-Volt Electric Passenger and Freight Line Has Recently Been Opened Between

Gait and Brantford, Ont.— Operation Will Shortly Extend

Between Gait and Port Dover, 53 Miles

ON Feb. 7, 1916, a frequent transportation service
between Gait and Brantford, Ont., was inaugurated
by the opening of the new 1500-volt line of the Lake
Erie & Northern Railway, Brantford, Ont. This rail-
way has been leased to the Canadian Pacific Railway
for 999 years. It is now being extended to Port Dover,
the roadbed and tracks of this section having already
been completed. When this new extension is placed in
operation, as expected shortly, there will be a direct
two-hour connection between Gait and Port Dover on
Lake Erie, a distance of 53 miles, which will afford
people in the cities and towns along the line a comfort-
able and convenient means of reaching the lake shore.
The route lies through a district of unusually attractive
scenery. Between Gait and Brantford the line follows
the beautiful valley of the Grand River. On nearing
Simcoe and the Port it passes through a fertile and
progressive agricultural section.

The new railway promises to be an important factor,
from an industrial standpoint, in the development of

more than six of these crossings and in every case a
good view can be gained of the railway on approaching
the line. All crossings are marked with conspicuous
danger signs. By selecting a route along the Grand
River bank the new line keeps away from the main road.

As the line pressure is 1500 volts, catenary construc-
tion is employed and includes an aluminum messenger
steel-center feed wire and a steel trolley wire suspended
under the feed wire by hangers.

The station at Paris, shown in the accompanying il-
lustration, which overlooks the town from the east, is
of red brick and stone, built low with a sloping roof.
The station is divided into two well-lighted waiting
rooms and lavatories. There is an attractive ticket of-
fice in the center of the large room. The building is
steam heated. The interior woodwork is of the mission
style in natural finish. The walls are covered with
green burlap half-way up, and the remainder is tinted
cream, which harmonizes with the green and woodwork
finish. The ceiling is tastefully arched. The station

LAKE ERIE &

-VIEW OF 60-TON

this district. It will provide a direct freight line con-
necting with the Canadian Pacific Railway's main line
at Gait, which has long been needed in the territory
served. Shippers from Brantford and Paris and other
points south will thus have a more direct freight de-
livery to Toronto and points east. The roadbed of the
new line, having been originally built for a steam road,
is well adapted for freight service, the slight grades on
the lines making it possible to haul large trains.
Freight service was put into operation between Gait
and Brantford on March 1.

Characteristics and Equipment of Line

The maximum grade on the line is 1 per cent, while
the maximum curvature is 6 deg. The width of the
roadbed is 16 ft. at fills which are less than 10 ft. high;
in fills over 10 ft. high the width is increased 0.2 ft.
for every foot in elevation. The rails are 85-lb., and
the line is gravel ballasted.

An important feature of the new line is the few grade
crossings. From Gait and Brantford there are not

at Glen Morris, illustrated herewith, is substantially
built of stone.

Just before reaching the present Brantford terminus
of the line at Lome Bridge there is a large freight
shed and brick carhouse, near which is also located a
substation, illustrated on page 987. At present the stop
at Brantford is made a short way from Lome Bridge,
but as soon as the weather permits, work on the new sta-
tion will be begun. It will be erected on the east side
of Lome Bridge and will be built over the railway
tracks. The main floor will be on a level with the
street, and there will be a stairway down to the train
below.

Passenger Cars

The Lake Erie & Northern Railway has started with
a passenger equipment of eight vestibuled interurban
passenger cars, including six motor and two trail cars.
Six of the cars are straight passenger and two are com-
bination passenger, express and baggage, and they were
supplied by the Preston Car & Coach Company. With
this equipment the trip from Gait to Brantford is made

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

987

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LAKE ERIE & NORTHERN RAILWAY — MAP OF LINE

in fifty-five minutes, while the round trip takes two
hours. For the present the cars will be operated on a
two-hourly schedule, but as soon as connection can be
made with the Brantford & Hamilton Electric Railway
it is likely that an hourly service will be put into effect
between Gait and Brantford.

The design of the cars involves the use of composite
framing, as used in steam railroad service. Especial
attention was accorded to the importance of having the
general scheme of design conform to steam railroad
practice and yet not include any unnecessary weight
of material. The principal dimensions are as follows:

Length over buffers (free) 59 ft. 7 in.

Length over body coiner posts 48 ft. 9 in.

Length of main compartment 32 ft. % in.

Length of smoking compartment 16 ft. % in.

Length between truck centers 36 ft. 9 in.

Length between crossties 8 ft. 0 hi.

Length between body corner post and vestibule end

post 4 ft. 2 in.

Width over side posts 9 ft. 4 in.

\Vi<lt h between reversible seats 3 ft. 3 in.

Width between window posts 2 ft. 3% in.

Width of aisle 2 ft. 1 in.

Height, rail to top of roof 12 ft. 11% in.

Height, rail to under-side of sill 3 ft. 6% in.

Center to center of seats ' 2 ft. 8 in.

Wheel diameter 36 in.

Seating capacity 70

The cars, one of which is shown in an accompanying
illustration, are of the monitor deck type of construc-
tion, with square deck sash and Gothics, having side
sash of the lifting type. Single body sashes are pro-
vided in conjunction with a set of storm sashes for use
during the winter only. The vestibule steps, on all four
corners, are fitted with three risers, and trapdoors ex-
tend under the vestibule side doors for use with high
station platforms, if necessary.

The center construction of the underframe is com-
posed of two 8-in. steel channels 15*4 in. apart, back
to back and forming a box girder with top plate % in.
thick and bottom plate % in. thick, both 20 in. in width.
This member absorbs all buffing and pulling strain, the

draft rigging and spring buffing mechanism being
riveted directly to it. The entire load of the body is
carried on the side girders, which are of %-in. x 36-in.
plate stiffened at the lower edge by an angle and at the
upper edge by a steel belt rail. Additional flange area
is provided by the usual bent-angle, side post plates and
steel corner posts.

The wooden roof framing is supplemented with a steel
carline over each wide pier, and so arranged that ample
support is provided for pantograph bases at each end
of the car. No. 10 cotton duck, laid in white lead and
linseed oil, is stretched over the roofboard and tacked
in place.

Vestibules are designed to conform with standard
steam railroad car practice, the canvas diaphragms only
being omitted, and a swing door is provided at the
end opening, in order that the entire vestibule may be
used for a motorman's cab on the motor cars, and mak-
ing it possible to convert any additional trail cars to
motor-car service by simply installing the necessary wir-
ing and equipment. The vestibule steps have steel sides,
wooden treads and composition tread plates. Motor-
men's mirrors are installed on the vestibule corner posts
at diagonal corners. A metal pilot is supported from
the platform framing at each end of the car.

The cars have a seating capacity of seventy. They
are divided by a half glass partition into a main pas-
senger and a smoking compartment. The passenger
compartment is finished in mahogany with a square ceil-
ing and beams, while the smoker is finished in quartered
oak, mission style and also with a beam ceiling. Five
Automatic ventilators are provided on each side of the
car. Window curtains are of Pantasote with all-metal

LAKE ERIE & NORTHERN RAILWAY — STONE STATION AT GLEN
MORRIS, ONT.

LAKE ERIE

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

rollers and spring pinch fixtures. All of the cars, both
passenger and trailer, are provided with twenty-seven
low back walkover seats and eight stationary seats, all
upholstered in Pantasote. Each walkover seat is fitted
with the usual corner hand grab. Each set is connected
to an annunciator push button system. Eight basket
racks are installed in the main compartment, and two
in the smoking compartment. The car is equipped with
emergency tools.

A lavatory is located adjacent to the swing door in
the body. A water cooler alcove is provided in the cor-
ner of the saloon partition. Instead of the usual metal
cooler, an inverted glass water bottle scheme has been
developed.

Car wiring is inclosed in steel conduit, with the usual
outlet and junction boxes. The lighting of the cars is
of an attractive and serviceable design. There is a
lighting system of three circuits, twelve lights to each
circuit. There are four large globes in the center of

LAKE ERIE & NORTHERN RAILWAY — TRACK AND OVERHEAD
CONSTRUCTION AT PARIS, ONT.

the ceiling, each containing three lamps, and twelve
single-lamp droplights on each side of the fiat lower
deck. There is a separate circuit for the four marker
lights, which are fed by two batteries.

The Canadian Westinghouse Company has supplied
six 1500-volt quadruple motor equipments, electrical
equipment for two trail cars and air brakes for both
motor and trail cars. Each motor car equipment con-
sists of four 85-hp. ventilated motors, with AB unit
switch type of control. Ordinary wheel trolleys will be
used at first, but the cars are so arranged that panto-
graphs can be installed in place of the wheels or as
auxiliaries. The trailers are equipped with control ap-
paratus, so that a train may be operated from any plat-
form without switching the cars. Tomlinson couplers
are provided for train operation.

The trucks weigh 12,800 lb. each or 25,600 lb. per
car. The air-brake equipment, including the compressor,
weighs 2800 lb. Electrical equipment, including con-
trol and wiring, weighs 17,000 lb., and the bodies com-
plete weigh 34,725 lb., which give a total car weight
without passengers of 80,125 lb.

Electric Locomotives

The Lake Erie & Northern Railway has received two
60-ton electric locomotives, one of which is shown in
an accompanying illustration, of the eight-wheeled
double truck type. The locomotives will handle stand-
ard freight cars, and Canadian Pacific passenger cars,
the maximum train load being about 800 tons. The

principal dimensions of the locomotive are as given in
the following table:

Distance between truck centers 17 ft. 8 in.

W li.'.'lbase, each truck 6 ft. S in.

Wheelbam, total 24 ft. 4 !n.

J liamrter of driving wheels 36 in.

Width over all 10 ft. 0 In.

Height over all 12 ft. 10 in.

Length, center to center of coupler knuckles 37 ft. 6% in.

The motors are of the Westinghouse 562-D-5 type,
designed for high potential, direct current. The two
commutating-pole motors are permanently connected in
series so that the voltage across each is 750. Their
nominal rating is 75 kw. They have forced ventilation,
but also have fans on the armature shafts of a capacity
sufficient for operation at three-quarter load in case of
accident to the blower. The control equipment used on
the locomotive is HB electropneumatic.

Personnel

The officials of the Lake Erie & Northern Railway
are as follows:

President, E. W. Beatty, Montreal, Que.; general
manager, Martin N. Todd, Gait, Ont., who is also presi-
dent of the Gait, Preston & Hespeler Street Railway;
freight and passenger agent, C. J. Whitney, Preston,
Ont.; superintendent, M. W. Kirkwood, Gait, Ont.;
engineer, F. H. Midgley, Gait, Ont.; general foreman,
J. J. Morrissey, Brantford, Ont. The main office is at
Gait.

Automobile Inspection of Subway

Citizens in automobiles recently drove under the
Harlem River and through a New York subway line.
The remarkable feat was made possible by the new
Lexington Avenue subway and its Jerome Avenue
branch, which are so far completed that the trip by
automobile was possible from 157th Street down to
Sixtieth Street, passing in this trip through the new
Harlem River tubes. It was made by the Public Serv-
ice Commissioners for the First District, several mem-
bers of their staff, and a few invited guests, including
Theodore P. Shonts, president, and Frank Hedley, vice-
president and general manager of the Interborough
Rapid Transit Company, which will operate the new
line. The distance covered was about 5% miles, and
the trip was made to inspect the work. Frequent stops
were made for flashlight photographs. This subway
structure is completed from 157th Street to Fifty-third
Street, and track laying is already under way upon the
Bronx portion of the line.

Progress of Electrical Utilities in
Great Britain

Eighteen years ago, in Great Britain, there were only
thirty-eight electricity supply companies, with a capi-
tal of $29,220,000, and thirty-three municipalities
owned electricity works with a capital of $9,740,000.
Eighteen years ago there were seventeen privately-
owned electric traction companies in Great Britain, with
a capital of $34,090,000. This gives a total of eighty-
eight concerns, with a capital of $73,050,000. To-day
there are 276 companies owning electricity works, hav-
ing a capital of $297,070,000; 328 municipalities own
electricity works with a capital of $253,240,000 ; besides
172 traction companies with a capital of $891,210,000;
and 175 municipalities have electrically operated tram-
way systems, with a capital of $258,110,000. These
figures represent a total of 951 concerns and a capital of
$1,699,630,000.

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

Meeting of Southwestern Association

At the Annual Meeting at Galveston, Last Week, the Subjects of Railway Interest Discussed

Included One-Man Cars, Coasting Recorders, Paving, Selection of Employees,

Car Maintenance and Traffic Development

THE twelfth annual convention of the Southwestern
Electrical & Gas Association was held at the Hotel
Galvez, Galveston, Tex., on May 17-19. Abstracts of
three of the papers presented at the meeting were pub-
lished in the issue of this paper last week. An account
of the general meetings and of the railway sessions,
with abstracts of the railway papers not published in
the issue of May 20, follow.

The convention opened in the late forenoon of May
17 with an address of welcome by Hon. Mart H. Roy-
ston, city attorney of Galveston. Mr. Royston's re-
marks were not so much a welcome to the members as
visitors, but as returning friends, for this was the fifth
convention held in Galveston. The response to the
address was delivered by W. B. Head, assistant to the
president Texas Power & Light Company, and Mr. Head
said that the members of the convention were glad to
return to "Good old Galveston."

The attendance at the convention was very satisfac-
tory as regards numbers, and included representatives
from most cf the electric railway and electric lighting
companies throughout the Southwest, as well as repre-
sentatives of supply houses from all parts of the coun-
try. The secretary's report on membership showed
that the number of new members taken in about offset
that of old members dropped.

The president's address was delivered by President
David Daly, with W. B. Head in the chair. This ad-
dress, given in abstract elsewhere, dealt with the vital
question now uppermost in most cities of Texas — the
jitney situation. The other business transacted at the
opening meeting was the appointment of various com-
mittees.

The Railway Sessions

After the general meeting the convention divided into
sectional sessions. At the railway session on Wednes-
day afternoon the first paper presented was that on
"Practical Methods of Paving as Applied to Street Rail-
ways," by W. M. Archibald, superintendent maintenance
of way Houston Electric Company. This paper is pub-
lished in abstract elsewhere in this issue, and was dis-
cussed by S. E. Mason, assistant manager San Antonio
Traction Company; D. A. Hegarty, president Texas
Southern Electric Company; V. W. Berry, general
superintendent Northern Texas Traction Company; G.
H. Clifford, first vice-president and local manager
Northern Texas Traction Company, and H. S. Cooper,
secretary of the association.

Mr. Mason brought out the difficulty encountered in
paving railroad crossings. One method, which was de-
scribed by him and has given satisfaction, is to lay a
12-in. concrete base and then 12 in. of gravel under
timbers 12 in. x 14 in. or 12 in. x 12 in. The ties are
laid upon this foundation, and the spaces are filled in
with gravel. After about six weeks of use the track
is jacked up to its former position and the space below
is again filled in with gravel. Broken stone is placed
from the bottom to the top of tie, tamped hard and
flooded with hot paving filler, and again tamped with a
hot tamper. Two inches more of broken stone are
added, and the whole is tamped and flooded with filler

again. Crossings laid in this manner have now been
in use for three and one-half years without repair.

Mr. Hegarty advocated the use of a pocket for the
tie constructed in the concrete base, this pocket to be
ballasted and drained. He also strongly advised that
all new track be gone over carefully and all joints be
ground smooth. This, he believed, would save a great
deal of future grinding. Mr. Cooper spoke forcibly in
favor of welded joints, maintaining that it was abso-
lutely unnecessary to make allowance for expansion and
contraction when the track is laid on a concrete base
and the street is paved.

The next paper was on "Economical Maintenance of
Cars, City and Interurban," by Fred. L. Bennett, mas-
ter mechanic Houston Electric Company, and was read
by the secretary, Mr. Cooper. It is published in ab-
stract in another column. Those who discussed this
paper were V. W. Berry, general superintendent North-
ern Texas Traction Company; W. E. Wood, superin-
tendent of transportation Houston Electric Company;
Albert H. Warren, manager Galveston Electric Com-
pany; Secretary Cooper; D. A. Hegarty, president
Texas Southern Electric Company; C. H. Beck, West-
inghouse Traction Brake Company, and Mr. Jacoby,
salesman Westinghouse Electric & Manufacturing
Company.

Mr. Berry emphasized the necessity for proper and
adequate shop equipment as a means of reducing the
cost of maintenance. Mr. Wood brought out the neces-
sity of thorough and periodical inspection of cars. A
discussion followed as to the length of this period, from
which it was decided that the time limit depended upon
the class of equipment and local operating conditions,
and would vary for different locations. Mr. Wood has
adopted 1000 car-miles as the time for thorough over-
hauling and examination.

The third paper of the session was on "Practicability
of One-Man Cars and Their Operation," by D. R. Locher,
second vice-president and general manager Corpus
Christi Railway & Light Company. This paper was
printed last week, and was discussed by W. W. Holden,
superintendent of transportation San Antonio Traction
Company; J. C. Thirlwall, General Electric Company;
V. W. Berry, general superintendent Northern Texas
Traction Company; P. W. Gerhardt, superintendent of
transportation Dallas Consolidated Electric Street Rail-
way; G. H. Clifford, first vice-president Northern Texas
Traction Company; H. S. Mann, Goldschmidt Thermit
Company, Chicago, and F. C. Webb, salesman The Rail
Joint Company.

Mr. Holden suggested that the additional time neces-
sary for a stop with a one-man car, due to issuance of
transfers, making change, etc., was a strong point
against their use. Mr. Thirwall quoted facts based
on the use of one-man cars by the Federal Light &
Traction Company, which would seem to prove that very
little extra time is consumed in this way, and that the
same schedules can be maintained. Mr. Hegarty de-
scribed some of the features of the Birney car and the
Haller car, and explained that in the latest types, if
anything happens to the motorman so that his hand is
removed from the controller, the brakes are set and the

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

emergency doors are opened. Every operation, such as
the opening and closing of doors, ringing of gongs, etc.,
can be conducted by the motorman without a change in
position, so that the minimum amount of time is con-
sumed in these operations and the maximum safety is
attained.

It was brought out in the discussion that on certain
lines where one-man cars have been placed in service
they met with opposition from the men at first, but in
all these cases the men would not now return to two-
man operation. The one-man car also constitutes the
best means of combatting the jitney, as it permits twice
as many cars with the same number of men. The
Northern Texas Traction Company of Fort Worth has
ordered ten new one-man cars. It was also suggested
that the name, "one-man" car, seems to produce a bad
effect upon the general public by leading them to be-
lieve that men are being thrown out of work and that
the safety to patrons is being decreased by one-half.
Inasmuch as the safety of operation is actually in-
creased, the suggestion was made that such cars in
future be referred to as "front entrance" or "safety"
cars.

The first paper of the second railway session held on
Thursday afternoon, was "Scientific Selection of Em-
ployees," by P. W. Gerhardt, superintendent of trans-
portation Dallas Consolidated Electric Street Railway.
This paper was published in abstract last week. The
discussion on it was opened by Dan G. Fisher, traffic
manager Southern Traction Company, and others who
spoke were G. H. Clifford, vice-president; V. W. Berry,
general superintendent, and A. M. Watson, claim agent
Northern Texas Traction Company; Rex Frasier, gen-
eral passenger agent Galveston-Houston Electric Com-
pany ; L. L. Stephenson, president and manager Yoakum
Power, Light & Water Company; R. J. Irvine, vice-
president and general manager San Angelo Water, Light
& Power Company; W. W. Holden, superintendent of
transportation San Antonio Traction Company; W. E.
Wood, superintendent of transportation Houston Elec-
tric Company, and D. R. Locher, vice-president and gen-
eral manager Corpus Christi Railway & Light Company.

Mr. Gerhardt maintained that education past the
seventh grade in school was of no particular advantage
in the making of a good motorman or conductor. He
admitted that the main weakness of the system de-
scribed by him at the present time was the lack of a
thorough medical examination, and said that he was
in favor of such an examination. Mr. Berry said that
nearly 50 per cent of the men accepted on other tests in
the Northern Texas Traction Company were turned
down on their medical examination. Mr. Gerhardt went
on to explain that the tests outlined in his paper were
merely supplementary, and that little more than 20 per
cent of the applicants reached these tests, as they were
first rigidly examined as to morals, etc. Inquiries are
also made into an applicant's past record, and his hon-
esty often asserts itself in the manner in which he takes
his examination. If a man accepts his examination
with resentment he is dropped at once, and if he
accepts with an amused tolerance he is quickly taught
that it is no joke. To be a platform man is serious
business. Mr. Wood said that the man who did the
hiring should be a good judge of men.

A paper on coasting recorders was then read by R.
E. Griffiths, assistant superintendent Northern Texas
Traction Company. This paper was published in ab-
stract last week. It was discussed by W. E. Wood,
Houston ; W. W. Holden, San Antonio ; P. W. Gerhardt,
Dallas; V. W. Berry, Fort Worth, and J. C. Thirlwall,
Schenectady.

Mr. Wood said that the Houston Electric Company

will equip all its cars with recorders, but felt that we
should never forget that safety should come first and
coasting second. Mr. Berry replied that the experience
of the Northern Texas Traction Company had indicated
that coasting was a means of obtaining safety first,
rather than placing it second. Not a single accident on
this line could be attributed to coasting, but the damage
in such few accidents as had been had was greatly les-
sened by the fact that the motorman was coasting. Mr.
Berry further said that the subject of coasting re-
corders had been very thoroughly covered in recent
issues of the Electric Railway Journal. "Good
coasters," he added, "will operate a car in exactly the
manner in which the equipment was designed to be
operated." His company had made a saving of $2,000
per month due to coasting recorders, and is well pleased
with their use. Mr. Holden brought out the point that
jitneys greatly interfere with the making of good coast-
ing records.

The final paper of the railway sessions, "Methods of
Attracting and Developing Interurban Traffic," was
prepared and delivered by J. P. Griffin, general passen-
ger agent Texas Traction Company, but because of the
lateness of the hour the discussion was brief. This
paper is printed elsewhere in this issue. Those who
participated were G. H. Clifford, Rex Frasier and David
Daly, president of the association.

Other Business

The electric light and power sessions were held on
Thursday afternoon and Friday morning, and were de-
voted to papers of interest to operators of electric light
and power companies.

The claim agents' session, which was to have been
held concurrently with the Wednesday afternoon ses-
sion, was postponed until Thursday afternoon because
of delay in the arrival of the participants. This ses-
sion was well attended, and papers of interest were
brought up and discussed.

The gas men held no formal sessions, but talked over
matters of interest to themselves.

As some members of the association, whose presence
was essential at the business session scheduled for Sat-
urday morning, found it necessary to leave on Friday
night, the general session of Friday afternoon and the
business session were combined and held on Friday
afternoon.

Reports of the various committees were read and
received. The resolutions committee reported among
other things:

"That the thanks of the association be gratefully
tendered to the technical journals of the United States
for their uniform courtesy toward the association and
liberality with which they have given space in matters
pertaining to the association. We especially desire to
thank the McGraw Publishing Company for copies of
the current issues of its magazines, which it sent to
this convention and which have been liberally used and
appreciated by the delegates."

The officers elected for the coming year were: F. R.
Slater, Dallas, president; H. C. Morris, Dallas, first
vice-president; D. A. Hegarty, Houston, second vice-
president; W. A. Sullivan, Shreveport, La., third vice-
president; H. S. Cooper, Dallas, secretary; J. B.
Walker, Dallas, treasurer.

The executive committee elected consisted of the
president and vice-presidents mentioned above, David
Daly, the retiring president, and for the two-year term,
G. H. Clifford, Fort Worth; W. B. Tuttle, San Antonio;
F. J. Storm, Amarillo, and W. B. Head, Dallas, and for
the one-year term, R. Meriwether, Dallas; J. C. Ken-
nedy, Brenham; E. S. Fletcher, Dallas; D. R. Locher,

May 27, 19161

ELECTRIC RAILWAY JOURNAL

991

Corpus Christi, and W. S. Rathell, Houston, honorary
member. An advisory committee of twenty-five mem-
bers and a finance committee of four members were also
elected.

On Friday evening a boat ride around Galveston
harbor was tendered to all the delegates by the Galves-
ton Commercial Association. It was enjoyed greatly
by all. The final event of the convention program was
a rejuvenation and joviation on Friday night, tendered
to all visiting Jovians by the Galveston Jovian League.
It comprised a one-act comedy good-naturedly "roast-
ing" some of the more prominent members of the asso-
ciation, a banquet, and the initiation of seventeen new
men.

President's Address at Southwestern
Convention

BY DAVID DALY

Local Manager Houston (Tex.) Electric Company

The experience of the street railways with the jitney
has brought out very plainly the misunderstanding by
the general public of the business of public utilities and
the conditions under which they operate. To the public
there seems to be nothing illogical in the view that the
street railways have hitherto had their opportunity, and
that now they must live or go under in competition with
the new automobile transportation.

This might be a reasonable view if street railways
ever had had the possibility of great profit or the right
to earn all they could, or if the business was one that
could be closed out and the capital withdrawn. It has,
however, been recognized from the first that the busi-
ness cannot be relinquished— that it is subject to the
regulation and control of the public, and at no time is
entitled to more than a fair and reasonable return on
the money that has been invested.

As an effect to these limitations, street railways have
been supposed to have security, and in place of quick
and large profits gained something of the permanency
and stability of the city itself. There is a strange short-
sightedness in the view of a large part of the public.
Temporary advantage looms large to us all as indi-
viduals. The treatment of public service problems,
however, has to do with a community life, and requires
a broader and more far-sighted vision than that which
may serve in the brief span of our personal activities.

Nothing costs a community less to give, nothing is
so conductive to its solid and substantial upbuilding as
security to the capital that is devoted to its needs and
service. Nothing more readily attracts capital to these
services than assurance that this capital is safe, and
nothing else makes it content with small returns. Yet
what do we see constantly? Every safeguard that can
be taken from this capital is considered a victory for
the public. Every burden that can be put upon it is a
political asset for the man that places the burden. Yet
every burden and every element of insecurity must
eventually be paid for by the community by the with-
holding of investment for this public service and by the
higher rate of return necessary to attract the capital.

We have long been accustomed to this tendency to
load the public service corporation with menaces to its
security, but we are beginning now to face a still more
serious situation that all of us having such properties
in charge must recognize. The end of a franchise period
is a time when a continuance of the right to life is de-
cided. We have been lulled into a rather careless feel-
ing about this date because we have been constantly
assured by the public that public service must go on in
any event, and that the end of a franchise period means
only a review of the situation, a determination of the

amount of property devoted to the public service and a
readjustment of the terms on which the corporation
shall go forward in the next stage of its life. But we
should not be blind to the danger in such a situation.
We have property that is of value only in its present
place and doing its present service. There is no more
inviting target for the ambitious politician or the dema-
gogic paper.

The value of public service property is in the income
it produces. To the extent that this . income is cut
down the value disappears. We may as well have taken
from us a part of our power house or a part of our rails
as to be so deprived of a part of our proper and reason-
able income. And what is our proper and reasonable
income? It is the minimum percentage or rate that
will induce investors to devote capital to this kind of
service with such degree of security as it offers. No
public would stand for a bald proposal that nearly half
a corporation's property be confiscated, but a public can
be wooed to believe that clippings from income, at one
end and at the other, are justifiable.

These statements may appear exaggerated, but we
have only to study what has been done in Cleveland and
what has been attempted in Dallas to be convinced of
the serious problems we have to face. Our position is
not hopeless, but it requires our serious attention, be-
cause we must combat the fallacious arguments and
make our public see the problem in its true light. For-
tunately the Cleveland franchise itself and the proposed
Dallas franchise, based on the Cleveland franchise, fur-
nish a convincing reply to the fallacy that a depreciated
value is a proper capital base on which to figure returns.

In Cleveland, for instance, upon the granting of the
francsise, the property was depreciated to from 70 per
cent to 75 per cent of its full value as measured by cost
of reproduction to arrive at a capital base on which to
figure returns. All new property to be added in the
future is to be added to the capital base at its full cost.
Provision is made in the franchise for repairs and de-
preciation, the theory of the franchise being that the
capital base shall always represent the value of the
property. The allowance for repairs and depreciation
may be decreased if the condition of the property is
such that the depreciated value of the property plus any
reserve for depreciation is as much as 70 per cent of
the cost of reproduction new. The latter provision is,
of course, a plain recognition that property cannot al-
ways be absolutely new and that it is a burden on con-
sumers to maintain a reserve that would always put the
property in this useless and impossible condition.

The inconsistency should, however, be noted. The
property in Cleveland that was in existence when the
new franchise was imposed reached the standard of
condition set for the future, yet this capital already in-
vested was depreciated so that the income of the holders
was only about three-quarters of what it would have
been had it been invested later and the condition of
the property been exactly the same. The property in
existence when the franchise went into effect was al-
lowed a capital base of but 70 per cent to 75 per cent of
the reproductive cost because its condition measured by
age was but 70 per cent to 75 per cent of new. The
property that came into existence after the franchise
went into effect was allowed a capital base of 100 per
cent, even when its condition measured by age should be
but 70 per cent of new. Why the discrim'nation?
There was no reason whatever except that the early
capital was already caught and the new capital was yet
to be caught.

It is a bit discouraging that the public will tolerate
this sort of thing, that the prejudice that has been
created against corporations will blind the individual to

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

treatment that he would not countenance in his personal
dealings with anyone.

We must realize, however, that we have this prejudice
to deal with, and we cannot rest our case with the public
with a serene confidence that palpable truths need no
presentation. It is necessary that we all be familiar
with the schemes that will be proposed sooner or later,
as surely as we have franchises and rights maturing,
and we should none of use be caught by unpreparedness
to meet the statements and arguments that will be
advanced.

Economical Maintenance of City and
Interurban Cars

BY F. J. BENNETT
Master Mechanic Houston Electric Company, Houston, Tex.

Economical maintenance of street and interurban rail-
way cars can only be determined by observation and
comparison. Yet comparisons of the practice of com-
panies, operating under practically the same conditions,
are often misleading and not analogous on account of
local conditions.

Nearly all small roads and some larger ones have
made shop equipment and facilities a secondary con-
sideration, with the result that repairs have become
expensive propositions. They have not added new shop
equipment or replaced old machines from time to time,
and this condition of inefficiency has been allowed to con-
tinue until everything in the shop is obsolete with rela-
tion to the work it is expected to do. In the addition of
new machinery the fact is often overlooked that it is
more economical in the long run to install a thoroughly
modern machine of proper capacity with individual elec-
tric drive and with proper tools than to install a belt-
driven machine to fit the old tools. This tends to keep
the shop equipment out of date and fails to conform it
to safety-first ideas.

The methods of doing work in some shops are as
ridiculous as going bear hunting with only fists as
weapons.

By way of illustration of crude methods, I might add
that at one time I was connected with a street railway
whose employees in the maintenance department con-
sisted of two engineers, two firemen, two day shop men,
one night shop man and one track man. The shop tools
and appliances consisted of a half dozen solid open-end
wrenches, a track jack, a blow torch, two ladles, a rope
and windlass, two saw horses and a work bench with a
carpenter's vise. A forge in a neighboring blacksmith
shop was also utilized. Armatures were raised and low-
ered by a rope looped through the trapdoor in the floor
of the car and attached to a windlass. Changing a
pair of wheels generally took two days. Split gears were
changed without removing the motors, trucks or car
bodies. The chief engineer wound the armatures, the
shop foreman washed out a boiler every Sunday night,
and the track man oiled the curves. General overhauling
or painting of cars was not thought of. On top of all
this handicap the shaky cars, which were run around
curves and down grades at from 40 to 50 m.p.h., were
equipped with cast-iron wheels and hand brakes.

There are a number of kinks around the shop which
tend to reduce the cost and time of certain operations.
For instance, instead of soldering the leads into the
commutator segments, our practice is to drive leads into
the slots and put above the top lead a short piece of
wire of the same size and equal in length to the com-
mutator bar, and then to drive this piece in solidly over
the lead. Again, noisy gears are poor advertising, and
it is very essential to quiet operation to have the gears
and pinions always turning in the same direction as

when first installed. With sufficient grease they will
wear to the breaking point before becoming noisy. Vi-
bration caused by the gears is very detrimental to the
armature windings and bearings, particularly where
they have seen considerable service before this vibra-
tion takes place. The noise is generally noticed by the
public, and word of it reaches the mechanical depart-
ment by the way of the manager's office with the querv,
"Why?"

The scrap limit of interurban wheels is a serious
problem, and if a road has both city and interurban car-;
it is practicable to turn down these scrap wheels for
city use. Results show that small wheels are more sat-
isfactory for city service than the standard 33-in.
wheels, and on most equipment throughout the country
33-in. wheels could be replaced with 30-in. wheels with-
out making many expensive changes in trucks or brake
rigging. About the only prohibitive feature in this
change is the clearance under the motor and gear case.
Where permissible it lowers steps, increases accelera-
tion and reduces current consumption. Whenever steel
wheels are turned down, we make the pitch of the tread
1 in. in 20 instead of 1 in. in 25 as formerly, believing
that this helps to keep the flanges away from the rail.
The saving in flange wear is very perceptible.

Close watch of interurban wheels is very essential
to insure safety in high-speed operation and requires
the frequent gaging of flanges. The condition of one
wheel hugging the rail at the expense of the flange can
be remedied by new journal brasses, which will properly
line up and center the wheels in the truck. Many wheels
are started off wrong by using one old and one new
journal brass on the same axle. The brakeshoe pres-
sure and one-way operation tend to wear the brasses
away from the center or toward the side of the journal
box. Flanges can be reclaimed to some extent by mov-
ing the journal box forward from the center on the thin
flange side, or back from the center on the thick flange
side. This tends to keep the thin flange away from the
rail and the thick flange close to the rail. It is only
practicable on single-end equipment, and where the de-
sign of the truck is such as to allow a special pedestal to
be used that will permit a filler plate varying in thick-
ness from % in. to % in. to be inserted on the opposite
side of the journal box.

Before leaving the subject of bearings it should be
stated that when new or rebabbitted bearings are bored
out accurately to fit the shaft, the job is only half com-
pleted, as the bearing shell should fit the housing snugly.
Loose shells in bearing housings are as bad as bearings
loose on the shaft, and when wear has become so great
that shimming is necessary, it is better policy either to
plane off the bearing cap so as to render shims unneces-
sary or else to rebore the entire box and use bearing
shells of larger outside diameter. Cleanliness is essen-
tial to good maintenance, for unless work is put to-
gether clean and free from grit and dirt, good fits and
long life of bearings will be sacrificed. The additional
time required to clean shafts and bearings, oil wells and
bearing housings before assembling is small. Sys-
tematic oiling is also of great importance. Armature
bearings, motor axle bearings and journals on city cars
are divided into classes for each type of bearing, and
are arranged on a list for regular oiling, at intervals
varying from four to twenty days, depending on the
kind of bearing and service conditions. At intervals
of six months, waste and oil are removed from all of the
boxes, and hard or glazed and gummy pieces are re-
moved. The waste is soaked in a vat for twenty-four
hours, then drained on a board for forty-eight hours,
after which it is again ready for use. The best wool
waste obtainable will prove much cheaper when used as

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

993

above mentioned. No attempt is made to oil the bear-
ings of city cars on a mileage basis. On interurban
cars, however, they should be oiled as follows: Arma-
ture bearings, 1500 miles; motor axle bearings, 1500
miles, and journal bearings, 2000 miles.

In maintaining equipment the co-operation of the
transportation department in reporting defects is very
essential, and the more accurate the reports the more
they will be appreciated by the mechanical department.
All reports of defects noted by the transportation de-
partment should have immediate attention.

Regular inspection is also necessary. The more fre-
quent the inspections the better is the opportunity to
know the true condition of the equipment. Economical
maintenance means attention to small things. It is
doubtful if one will ever have to report a missing car
wheel, but the loss of a cotter key, if passed unnoticed,;
might cost the company many dollars. Too much stress
cannot be laid upon frequent inspection of car roofs, as
one small leak in the roof may cause the loss of the
whole head lining, or it may start the ribs and roof
boards to rotting. Careful inspection of high-speed in-
terurban equipment should be made at close intervals.
Heavy inspection should occur at intervals of not to
exceed twelve months. This should include a written
report showing the condition of the working parts of
the equipment, stating the condition found and the
action taken or renewals and repairs made. A weekly
fire inspection is also of great value.

Efficiency among the shop men is another factor which
means much to economical maintenance. Employees
should receive every opportunity to become proficient in
their particular tasks. Blueprints and bulletins should
be posted whenever necessary, for they not only prevent
many errors and accidents, but promote interest and
increase the amount of work turned out. Organization
tends to enable the men to work collectively, especially
in fire drill maneuvers, at the same time giving effi-
cient protection.

For a record and check on the actual variation of
costs of standard parts used, it is well to keep a monthly
shop operation report which will show work accom-
plished, together with cost per 1000 car-miles of items,
such as brakeshoes, trolley wheels, gears and pinions,
wheels, lubrication, etc. This report is not only of great
value to the man in charge, but assists in the prepara-
tion of special and annual reports. The men in the
shops can be trained to turn in repair cards showing
parts removed or repaired, and work done in each in-
stance. As the train crews sign their register cards
they can check on the trouble card the items giving
trouble during the day. This saves much time at night
when the regular inspections are made.

The anticipation of the needs for supplies, especially
on properties that are located far from the manufac-
turers, requires some diligent and persistent attention.
Delay in securing some small article necessary for re-
pairs will often cost many times the real value of the
article. All brake levers, rods and beams should be
equipped with standard hardened bushings before they
are installed. If this is not done there is a chance for
the holes to become changed in position from wear,
which would change the ratio of brake leverage and
make all parts non-interchangeable. It is much easier,
more economical and safer to keep hardened bushings
on hand and replace worn out ones than it is to plug up
the old holes and drill new ones.

Too much care cannot be observed in the saving of
scrap and worn-out parts. Employees in the shops
should pick up all bits of brass and iron and put them
in their respective bins. Worn-out trolley wheel parts,
which often fall from the top of cars when repairs are

being made, should be saved. Burnt-out incandescent
lamps, whether broken or not, should be returned to the
storeroom for systematic salvaging. All old bolts should
be put in a barrel, and when time permits the man in
charge of the thread-cutting machine should be in-
structed to assort, cut off and rethread them. Jobs
should never be termed completed until the removed
parts, scrap, tools and unused stock have been picked up
and restored to their respective places. Inspection of
the scrap pile will often reveal the fact that material
such as brakeshoes, gears or pinions have been removed
and thrown out. that have considerable life left in them,
and gear cases that can easily be repaired have been
discarded or turned over to the junk dealer. This ap-
plies to brass bearings and castings as well, and espe-
cially to motor axle bearings, where the top half of the
bearings do in some cases wear out completely and the
bottom halves still retain their original tool marks. It
often pays in such instances to match up two bottom
halves, using one for the top bearing, after cutting oil
hole and groove.

One of the most important items that the mechanical
department has to contend for is the systematic over-
hauling and painting of cars. In some climates cars do
better than in others, but here in the Southwest, where
there is so much dampness, cars rust and mildew
quickly. This leads to rusted iron and rotted parts, and
the only safe method of saving the cars from such ex-
cessive depreciation is to pass them through the repair
and paint shop on a systematic schedule. The schedule
will range from nine to twelve months, depending on
the rate of deterioration of varnish and paint. It is far
more economical to varnish cars at periods of from nine
to twelve months than to let them go for a much longer
period, when they will most probably have to be burned
off to the wood, necessitating extensive wood and iron
repairs.

In conclusion, the question of economical maintenance
of cars, whether city or interurban, depends on the
frequency and accuracy of inspection, the prompt action
taken regarding broken or wearing parts, and close co-
operation between the transportation and mechanical
departments. Equipment cannot be watched too closely,
and economy must never take the place of, nor militate
against, the factor of safety.

Developing Interurban Traffic

BY JAMES P. GRIFFIN

General Passenger Agent Southern Traction Company and
Texas Traction Company

The passenger business of an interurban railway in
this section of the country is its chief source of revenue.
Hence, it is necessary to have a passenger department,
which is the sales organization, to look after the details
of solicitation, sale of tickets, etc., and this department
should be live and up to date, ready to take advantage
of every opportunity to develop and increase its busi-
ness.

The organization of the passenger department con-
sists of the general office and the traveling and agency
units, the relations of which must be most cordial.

The local agent is the prime factor in the securing of
passenger business. He is the man directly "on the
firing line," and he, in conjunction with the trainman,
can do more to mold favorable public sentiment toward
an interurban line than anyone else. It is essential that
the agent be a good, clean man, and one who commands
respect in his town, for thereby he can be of material
assistance in securing and developing business. Almost
anyone can sell tickets to those who come to the window
and call for such and such a ticket, but it takes art

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

to sell round-trip tickets, through interline tickets,
coupon tickets, etc. Courtesy is a valuable asset pos-
sessed by the good agent. The true value of the agent
shows in his solicitation work. The live man knows
in advance of probable movements and gets in touch
with the people and increases the number to move. He
should be possessed of the ability to go out and talk
to his people and encourage them to make trips. Val-
uable work can be done by the agent through member-
ship in the local commercial organizations. Friendships
formed there with the men who are doing things in his
town are lasting and bound to be beneficial.

Care should be taken by the general office to give
proper credit to the agent for the work he does and
encourage him in every way possible. A kind word
spoken at the right time and a pat on the back in recog-
nition of meritorious work yield rich dividends of loyal
service. At the close of each week we have our agents
forward to the general office reports of business
solicited, secured and handled during the week, with
comments upon business, crop and weather conditions,
etc., and information as to prospective business. This
tends to keep them interested in making a showing in
their work, and anxious to do something each week,
so that their reports will not be barren.

Along the line of keeping agents encouraged and in-
terested, we have in effect on our system an "honor roll"
plan, which is creating quite a lot of friendly rivalry
among our agents. Under this plan, at the close of
each month a statement is sent to the agents on each
division showing their standing for the month as com-
pared with the corresponding month of the previous
year. This is figured in percentage gain or loss, so
that the smaller stations are on the same basis as the
larger ones. At the end of each six-month period three
prizes in gold are distributed on each division, going
to the agents making the first, second and third best
showings for the period. We have found that agents
take quite a little interest in this plan. They watch
their business closer, know each day how they stand
with the corresponding period of the previous year and
are always striving to make a better showing. We
have found from actual experience an increase in ticket
sales, as the agent rarely ever lets a patron get away
from his station without selling him a ticket. Often
he sells round-trip tickets to those who have called for
one-way and through interline tickets to those who
had intended to buy only to the junction point and rebuy
there, thereby insuring a return trip or a through trip
via the interurban route. It has materially increased
the sale of our cash coupon tickets, which contain $10
in transportation and sell for $8. This particular
ticket has been strongly pushed by our agents. I recall
the instance of an agent in one of our towns having a
population of about 8000, who, during the last two days
of the year 1915, went out into his town with a supply
of these tickets in his pocket, and on the streets and
in the stores and offices sold some sixty of them. He
materially increased his standing on the "honor roll"
by doing so.

At the close of the year we send to the agents a
statement showing the total ticket sales at all stations
for the year. This statement is arranged by divisions.
The information appears to be very much appreciated
by the agents and in many instances has given them a
mark to shoot at. Naturally each agent has in mind
some other station which he thinks he should beat in
his receipts. If he falls down one year he strives harder
during the following year. On the other hand, the
other agent works to keep ahead. .

Agents should be kept advised of coming events. It
is our policy to send out several times each year a

"Prospective Business Circular," giving advance infor-
mation as to dates of conventions, meetings, fairs, base-
ball and football games, theatrical attractions, etc., to
be held and to appear in our territory within the near
future. At the close of each week there is mailed to
the agents a "Passenger Department Weekly Schedule"
giving a list of known events for the coming week.
From time to time other information in various forms
is sent to the agents. Complete files of the circular
instructions and information of the passenger depart-
ment should be furnished to agents to enable them to
quote rates and arrangements for service intelligently.

The general passenger agent should call upon his
agents as often as possible and discuss with them mat-
ters of solicitation, station work and business in gen-
eral. By having at his finger tips information as to
the results the particular agent is obtaining in his
work, he is better fitted to talk to him about his condi-
tion. He should encourage the agent to give his ideas
and talk freely about things as the agent sees them.

The traveling man of the passenger department
should also call upon the agents often, once a week if
possible. He is the "big brother" of the agent, and
coming to him in the spirit of friendship and co-opera-
tion, mutual assistance can be rendered. Much of the
groundwork of solicitation must be done by the agent,
and then when the traveling man comes in, matters can
often be brought to a final and successful conclusion.

The traveling passenger agent should be mobile and
versatile. He should class "A-l" as a mixer. His field
for solicitation and development is broad, its limits
being almost boundless. It extends not only im-
mediately along the line in his division but far into
adjacent and surrounding territory, particularly around
the terminal and junction points where connections are
made with steam railroads. On these trips he should
call upon the newspaper men, hotel men, principal busi-
ness men, steam railroad agents, etc., everywhere
preaching his doctrine of interurban service and rates.
He should carry with him and distribute advertising
matter, such as novelties, pencils, placards, time cards,
etc. His outfit is not complete without hammer and
tacks, and he should leave his tracks on the walls and
fences of the towns he visits. When he comes into a
town the first man he should see is the local agent.
In consultation with the agent his moves are planned.

The traveling passenger agent should keep in close
touch with the heads of the schools and colleges in his
territory, and their athletic departments, also with the
heads of fraternal orders, baseball and football organi-
zations, etc.; in fact, every class of business that is
likely to move frequently. He should accompany as
many as possible of the special movements in his terri-
tory. This courtesy is appreciated by the parties, and
by having a direct representative on hand, difficulties
and misunderstandings may be avoided. He should
report to the general office at the close of each week,
showing the territory visited by him, business solicited
and secured, etc.; also information picked up as to
prospective business. He naturally is in close direct
touch with the general office, from which he receives
from time to time information as to possible movements
in his territory.

The general office concerns itself with the supervision
of the whole work, the keeping track of the details, etc.
Here the work must be planned, mapped out, assigned
and watched. The general office must be in close touch
at all times with the agents and the traveling repre-
sentatives. It puts out information to them and calls
upon them for information and their reports. It lines
up with the operating department the movement of
special parties and extra business and assigns the

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

995

proper one to accompany such movements. It lives in
to-day and to-morrow, and not in yesterday.

Careful attention should be given by the general office
to its correspondence. Inquiries should be promptly
and carefully answered. An inquiry for service from
some one in the immediate territory of the line should
be answered in person by some one in the passenger
department. The general office should from time to
time put out tactful letters soliciting business. There
are many places where such letters can be sent and
secure good results.

Receipts can be increased from business developed to
see the attractions at the theaters in the larger towns.
It is our policy each week during the theatrical season
to send to the agents circulars giving full information
as to the theatrical attractions for the coming week.
Posters advertising the attractions are often furnished
by the theaters, and we display them in our stations
and about our towns. Often dash signs are carried
on the cars. The effort is made to make the interurban
station headquarters for theatrical information. We
have arrangements whereby we can reserve seats at
the theaters for our patrons ; the patron calls upon the
agent in his town and indicates what seat he desires,
the agent phones the general office, which in turn makes
the reservation at the theater, information as to the
location of the seats being passed back to the patron
through the agent. The tickets are laid aside in the
box office at the theater, and are called for and paid
for by the patron when he reaches the theater. Hun-
dreds of seat reservations are made through our organi-
zation each season. During the ten days of the return
engagement of "The Birth of a Nation," at the Dallas
Opera House, in February of this year, our office re-
served over 800 seats, the agents reporting that more
than 1500 people attended from points on our system.
Several special parties were worked up. A great deal
of this business was secured through the earnest efforts
of the agents and the traveling representatives. This
is only one instance of many. Other attractions have
also been helped in the same way.

The securing of business through the means of what
are called "prepaid orders" brings in quite a little
revenue. Under this plan a patron is enabled to make
deposit with one agent and have a ticket furnished at
another station. This plan is used quite frequently by
baseball and football teams, where their expenses are
guaranteed and tickets furnished by the other team.
The order is placed over the company phone and quite
often the person to whom the ticket is to be furnished
is waiting in the station when the order is received.
The convenience of the plan means much to the patron,
and avoids the sending of the money direct by mail,
which in some cases might be diverted to other direc-
tions than the purchase of the interurban ticket.

Business developed for parks, while not particularly
remunerative, still has a splendid advertising value.
This business moves generally during the spring for
school and church picnics, etc., and on Sundays and
holidays during the spring and summer, when people
want to get out into the open. Much revenue can be
secured from small special movements, such as baseball
and football clubs, conventions, etc. These movements
should be looked for in advance, solicited and secured,
and carefully watched to see that the service is adequate.
Attention should be paid to athletics in colleges and
high schools. The friendship of these boys can be
easily secured, and then good service does the rest. No
movement should be too small for the watchful eye of
the good passenger man.

Where interurban lines connect and through tickets
are for sale, joint solicitation should be done by the

different passenger organizations. When advertising
one's system, good words can be thrown in for the
connection. *

Special rates should not be encouraged where there is
not a volume of business and unless they will materially
increase this business. As a rule reduced rates on
Sundays increase traffic from nearby points into the
larger cities, and reduced rates for parties of ten or
twelve or more tend to increase travel, particularly for
special events where several people want to go and will
induce others to make up the necessary number to
secure the party rate. Special rates, at times, for con-
ventions, meetings, etc., are necessary. They can be
controlled quite well by making the rates good going
only for one or two trains, thereby localizing the move-
ment, and good returning on all trains within a specified
limit. Special rates are also necessary during the
periods of fairs, stock shows, etc. When carefully ad-
vertised they should increase the volume of business
and the total receipts.

The daily and weekly newspapers undoubtedly offer
the best general mediums for the advertising of inter-
urban service. A number of subjects can be discussed
in newspaper advertising — general thoughts as to serv-
ice, convenience, comfort, rates, information as to at-
tractions, etc. Much of our advertising space is secured
in exchange for transportation. .

Splendid advertising results can be obtained from the
use of novelties specially suited for this work. Distribu-
tion is the chief drawback to novelty advertising, and
unless one has a means of placing these novelties in the
hands of those with whom they will do good, they should
not be used. We have obtained good results from the
use of notebooks, screw pencils and ordinary lead pen-
cils. We have also used some change trays, desk
brushes and paper weights with fairly good success.
It has been our policy to distribute these novelties
largely through our traveling representatives, placing
them with newspaper men, hotel men, drummers, rail-
road agents, etc. Most of these novelties have been dis-
tributed in the territory off our line, the thought being
to keep a more or less permanent advertisement with
these people.

Flyers advertising reduced rates for special events
are a standard form of advertising and one from which
good results can be obtained. Distribution can be ob-
tained through the assistance of agents. The best plan
is to tie the flyers into bundles of about twenty before
leaving the general office, nothing remaining for the
agent to do but to place them about his town at the
proper times.

A splendid solicitation medium is the timetable folder.
This should be as simple as possible. Agents should
have on hand for distribution a supply of these folders
at all times, and they should be conveniently placed at
the ticket windows so that patrons can easily obtain
them. It is our practice every few months to mail our
time cards to a selected list of hotels and steam rail-
road agents in our contributory territory in Texas and
Oklahoma.

Blotters, placards and posters serve a good purpose
in advertising. If you buy a blotter, buy a good one,
one that when placed on a desk will be used and not
thrown into the waste basket. Hotels in our towns
call upon us from time to time for blotters for their
writing desks and rooms. Blotters placed in public
places, such as banks, postoffices, courthouses, etc., add
to the well-balanced advertising plan of an interurban
line. Placards and posters can be well displayed in the
business houses and on the walls and fences about the
towns.

Billboards, fences of baseball parks, etc., offer a

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

means of getting the claims for interurban service be-
fore a large number of people.

Selling interurban transportation is like selling
goods; it is easier to sell transportation with good
service than with poor. The operating man naturally
has troubles of his own, but he should remember that
the passenger man is not immune. The brunt of the
complaints falls upon the passenger department. When
the passenger man is backed up with good service he
can go to his work with a smile on his face and with
words that carry conviction, for he knows that what
he is offering is good.

The passenger department should periodically check
up the train sheets and traffic charts to ascertain real
traffic conditions, finding out if trains are running on
schedule or late, and whether or not overloaded. While
primarily it is the duty of the passenger department
to call for additional equipment for special occasions,
special trips, etc., and it does not pay direct attention
to equipment needs of regular service, still I know from
personal experience that operating men appreciate sug-
gestions looking to improved service. Much good can
be done by the passenger man securing the good will
and friendship of the trainmen, from whom he can
often receive valuable ideas as to service.

The passenger man should cultivate the friendship of
steam railroad officials and agents. Many passengers
come to the interurban upon recommendation from
some steam road agent who has been the recipient of a
courteous call or favor from an interurban man.

Street Railway Paving

BY W. M. ARCHIBALD

Engineer of Way Houston (Tex.) Electric Company

There are three essentials in a satisfactory paving for
street railway work : wearing qualities, smoothness, and
ability to withstand rail vibrations. The third quality
is better explained by the somewhat slangy phrase,
"tendency to stay put."

Ten years ago the wearing quality was considered of
the utmost importance both by the public and street rail-
way officials, but now, due to the change in street vehicu-
lar traffic, smoothness is the quality demanded by the
public, and to this demand street railway officials are
obliged to accede. Ten years ago street paving was
worn more by wheel traffic or street vehicles than any-
thing else, but under present roadway traffic conditions
the failure of paving is due to other causes.

There is no type of paving yet developed which ful-
fills the three requirements mentioned. Granite-block
paving fulfills the first and the third, and, from a strict-
ly street railway standpoint, is undoubtedly the most
economical type of paving, but it does not meet the pub-
lic demand in regard to smoothness. Wood block, when
laid properly as to drainage and traffic, fulfills the first
two requirements, but except under certain conditions
which are now well recognized, it is almost impossible to
keep the paving where it belongs. Brick pavement is, I
believe, the best all-around paving material for general
street railway work, except under conditions of exceed-
ingly heavy traffic. It has good wearing qualities ; when
properly laid and maintained it is reasonably smooth,
and, under usual conditions, it will withstand the vibra-
tions of the rail against which it abuts.

The several forms of bituminous sheet pavement ful-
fill only the second qualification. They do not wear well
under heavy traffic and, when butted against a rail, the
vibration of the latter is almost certain to cause par-
ticles of earth and other foreign matter to work down
under the pavement sheet and cause it to curl. These

pavements are smooth, however, and popular with auto-
mobilists, the general public and city officials.

A paving material to withstand rail vibration must
do so of its own dead weight. To accomplish this the
wearing surface and the paving base must be as nearly
monolithic as possible. A cushion under the paving
wearing surface is under present conditions unnecessary.
The more nearly the entire paving approaches the con-
dition of a solid block, the better will it wear and the
less maintenance work will be necessary on it.

Brick pavement, laid flat with the wear at right angles
to the direction in which the clay is forced through the
molds, and on a moist mixture of cement and sand suf-
ficient to form a uniform and even bed for each brick,
makes a solid block when the brick are grouted with
cement. The thinner this bed of cement is laid the
better, as its setting depends, to a very large extent, on
the moisture which permeates the joints while the brick-
work is being grouted. Unless considerable water gets
down to this bed there is not enough water present for
the chemical action accompanying the setting of hy-
draulic cement. In very dry weather it is advisable
thoroughly to sprinkle the brick after ramming and be-
fore grouting, as this is beneficial to both the bed and
the grout.

A pavement laid in this manner is durable if the bricks
have been properly burnt and inspected for hardness. It
is also a comparatively smooth pavement, as all joints
and inequalities of brick are filled with cement grout
when the same is brushed into it. Further, it is a
pavement which will withstand considerable rail vibra-
tion as the wearing surface is cemented to the bed and
the paving base.

Whenever the requirements are such that a sheet
pavement of any of the various types must be laid be-
tween the rails, courses of brick or wood block should
be laid alongside of the rails prior to the application of
the sheet pavement. These blocks are subjected to un-
usual loads during the construction of the sheet pav-
ing, as the steam roller used in rolling the sheet pave-
ment must necessarily go over the blocks. In most
cases the blocks have been laid but a short time before
the application of the roller, and usually the roller
breaks the initial bond between the blocks and their bed.
The blocks or brick should be laid on a stiff mortar and
"shoved" into place and to grade in the same manner in
which "shoved" joints are made on brick work. If con-
ditions permit, they should be put in place at least two
weeks before the application of the sheet pavement.
Even then there will be many failures due to the action
of the roller.

Scientific Selection of Employees

In the last issue of this paper an abstract was pub-
lished of the paper on "Scientific Selection of Em-
ployees," by P. W. Gerhardt, superintendent of trans-
portation Dallas Consolidated Electric Street Railway,
read at the Galveston meeting of the Southwestern Elec-
trical & Gas Association last week. In that paper Mr.
Gerhardt referred to three tests given to prospective
employees. These tests were termed, respectively, at-
tention test, observation test and judgment test. The
accompanying illustration shows the printed question
blank used in the attention test.

In his account of this test, Mr. Gerhardt said that
Questions 1 and 2 are in the way of catch questions and
require the closest attention of the applicant. Questions
3, 4, 5 and 6 are arithmetical questions. The applicant
is timed with a stop watch to determine how long he
takes to answer these questions, and the number of

MAY 27, 19161

ELECTRIC RAILWAY JOURNAL

997

ATTENTION TEST BLANK USED IN SELECTION OF EMPLOYEES

omissions and errors are counted. He added: "This test
is given but once, as its effectiveness depends wholly
upon its novelty. The object of this test is to determine
the applicant's ability to receive instructions and to do
as he is told to do. How often do accidents occur due to
the trainman's neglect or misunderstanding of a rule or
bulletin? If by so simple a test we can decrease the
chances of such accidents, is not the effort well worth
while?"

Attractive Waiting Stations

Serviceable but Inexpensive Shelters and Resting

Places for Patrons Have Been Erected by

California Electric Railways

ALONG the electric roads of southern California,
especially in the districts between cities, many small
but artistic and serviceable waiting stations have re-
cently made their appearance. Typical stations are
shown in the accompanying illustrations. Although
attractive, these stations are of a sufficiently inexpen-
sive nature to permit the companies to erect them in

^MB-_

CONCRETE BENCH FOB NEAR-SIDE CROSSINGS

sparsely settled sections, as well as in those communi-
ties which are thickly built up. Generally all the stations
situated between two large cities are constructed from
the same general design and of the same materials, thus
reducing the cost of erection and at the same time
allowing the station to give to the stretch of road a
certain individuality.

One of the illustrations shows an attractive open-air
shelter finished in Spanish style. This structure is
about 15 ft. long, and its open side is turned toward
the tracks, from which it is removed a safe distance.
The roof is covered with regular red Spanish tiling,
which contrasts tastefully with the light exterior of
the main section. The back, the ends and the chief
braces are made solid of concrete, with an exterior
finish of stucco. The seats consist of a 2-in. x 12-in.
plank. About thirty of these stations are located be-
tween Los Angeles and Pasadena.

A serviceable bungalow type of waiting station also
is shown. This has a semi-closed room, 8 ft. x 10 ft.
The uprights for this station are 6-in. x 6-in. posts,
between which concrete has .been poured to form slabs.
These slabs, which are 4 in. thick, have been given a
panel effect. There are benches both inside and outside
this station, which is sufficiently open for the comfort
of those waiting for trains during summer, while at
the same time it furnishes ample protection from the
winter rain. The roof of this little structure is
shingled.

A series of about thirty all-concrete benches, of the
type shown in another illustration, have been erected
along the line of the interurban railway entering Alham-
bra, which occupies the central strip of that city's lead-
ing thoroughfare. This series extends from city to
city limit. The benches are located at both near sides
of every crossing. They are about 10 ft. long, and are
comfortably shaped. They are not polished. The end,
back, seat and front are about 4 in. in thickness.

ATTRACTIVE SHELTER AND BUNGALOW TYPES OF WAITING STATIONS

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

N. E. L. A. Holds Annual Meeting

Association Considers Change in Name to Indicate Expanding Scope — Has Eye on Railway

Power Business — At Three Profitable Technical Sessions Reports of Value

to Railway Men Were Discussed

THE National Electric Light Association held its
thirty-ninth convention this week in Chicago, the
eighth in that city. The convention began with a re-
ception on Monday evening, May 22, and the sessions
were held from May 23 to May 26 inclusive. The head-
quarters were in the Auditorium Theater and the meet-
ings were held in the Congress and Auditorium Hotels.
The stage and orchestra of the theater were floored
over to furnish space for exhibit booths, which also
occupied the foyers.

In his presidential address delivered on Tuesday, E.
W. Lloyd, Commonwealth Edison Company, Chicago,
111., traced the progress of the industry in its several
fields and in the stability of electrical securities. He
outlined changes in the constitution and by-laws to
provide for the welfare of geographical sections, and
urged the change of name of the association to one
more nearly indicative of the scope of its work, as was
suggested by Frank J. Sprague.

Reporting for the public policy committee, he referred
to the numerous meetings held during the year, and
especially to the February and April conferences, called
to discuss valuation, depreciation, federal legislation
affecting water powers, and other important topics. As
a result the appointment of a committee was recom-
mended for the following purposes, to be made up of
operators, engineers, accountants and lawyers, having
experience in valuation work, to formulate a program
for:

"(a) Establishing such relations with the valuation
committee of the Interstate Commerce Commission as
may be desirable properly to co-ordinate the valuation
of other public utilities with that of steam railroads;

"(6) Agreeing as far as it may be possible to do so
upon a terminology to be used in making appraisals of
public utility properties;

"(c) Prescribing as far as may be possible to do so
standard methods of appraisal;

"(d) Studying the records and decisions of adjudi-
cated cases for the guidance of utilities in the prepara-
tion and presentation of future cases ; and

"(e) Considering the desirability of joint considera-
tion of the subjects embraced within this resolution
with other public utility associations."

Abstracts of a number of the important reports
affecting electric railways directly or indirectly are
given in the following paragraphs.

Prime Movers

The committee on prime movers presented a 179-page
report divided into three sections respectively on steam
power, water power and gas power, and several ap-
pendices. It contained general studies by the commit-
tee, articles by specialists in a number of fields, state-
ments from manufacturers as to the developments in
their respective fields, and a complete bibliography on
the subject of prime movers for the year covered by
the report.

In introducing the report the committee stated that
in steam power the feature of the past year was the
phenomenal increase in the size of steam turbines and

the large number of orders placed with manufacturers.
Condenser development has kept pace with the turbines,
and the size of the boiler unit is increasing. There is
also agitation for a much higher steam pressure. In
the field of internal combustion engines there is at
present little or no activity in gas engine and gas pro-
ducer work for power purposes, but the development of
the heavy oil engine is very active. The power ob-
tained from one cylinder in a heavy oil engine remains,
however, comparatively small.

On the subject of Curtis steam turbines, the General
Electric Company stated that in the larger sizes, the
turbines under construction are designed to operate on
steam pressures of from 200 to 300 lb. gage, and plans

THEEE-UNIT,

),000-KW. STEAM TURBINE FOR INTERBOROUGH
RAPID TRANSIT COMPANY

are now being considered for turbines for approxi-
mately 500-lb. gage. There is on order a 60-cycle ma-
chine of a capacity of 50,000 kva.-amp. comprising a
single turbine of single-flow design direct-connected to
a single generator. Of forty-five turbines of 10,000-kw.
capacity and over ordered during the past year, all are
of the single-flow type, and practically all are designed
for a 29-in. vacuum. The company has also built a
large number of geared turbines for driving generators.

The Westinghouse Electric & Manufacturing Com-
pany stated that the turbine manufacturers, by dividing
the units into two or more elements, can meet practically
any requirement as the size of a complete unit. The
arrangement may be a single cylinder and a single gen-
erator, a tandem turbine with a single generator, a two-
cylinder cross-compound turbine with two generators,
or a three-cylinder two-stage compound turbine with
three generators. The last-named arrangement is
shown in the accompanying illustration of the 60,000-
kw. unit under construction for the Interborough Rapid
Transit Company, New York City.

The first arrangement has been used in sizes up to

May 27, 1916J

ELECTRIC RAILWAY JOURNAL

35,000 kw. It represents the lowest initial cost but not
the highest efficiency. Turbines of the second type have
been sold up to or slightly above 35,000 kw. Its highest
efficiency point is at a larger load and somewhat higher
than in the first type, and its range of efficiency is quite
a little better. The limiting condition of this type is
the generator. The cross-compound principle conduces
to reliability and simplicity of operation, as well as to
economy. Among other advantages of the three-element
type are these: The low-pressure elements and their
exhaust chambers are smaller; the inlet pressure to the
low-pressure element is higher, permitting the use of
smaller connecting pipes, and if one of the low-pressure
cylinders is operated alone on high-pressure steam, the
steam consumption will not be intolerable for an emer-
gency condition of operation. With the three-cylinder
scheme, the highest economies commensurate with the
largest size of turbine are obtainable, and at the same
time there is a degree of flexibility due to possible op-
eration of the individual elements separately. The
Westinghouse Company has also been successful with
geared units, and reported satisfactory performance of
a 1000-kw. unit placed in operation at the plant of the
San Diego Electric Railway in 1911.

Up-to-Date Information on Condensers
The committee's report gave much attention to con-
densers, although test results of the recently installed
large condensers were not available. However, the per-
formance of these condensers was stated to be satisfac-
tory. The Westinghouse Company stated that the
preponderance of sales is in favor of surface condensers,
but, as there are many places where the up-keep of
these is prohibitive, many important sales of jet con-
densers are being made. A jet condenser for a 45,000-
kw. turbine is on order. A year ago a jet condenser of
this size would hardly have been considered feasible.
This company mentions the "heat balance" condenser, a
jet condenser driven by both a turbine and an electric
motor. This was designed primarily for plants having
a fluctuating load where a single turbine would, at light
loads, supply an overabundance of heat for feed water.
During such periods the electric motor comes into use,
the steam turbine being used only when its exhaust
steam is required for heating feed water. The Wheeler
Condenser & Engineering Company described a similar
arrangement.

The Wheeler Company stated that all plants are not
selecting turbo air pumps for surface condensers, the
dry vacuum pump being preferred in many cases. Ac-
cording to this company, there are two schools of
auxiliary design; one embodying the high-speed, tur-
bine-driven air and circulating pump, the other the
reciprocating-type pump and low-speed circulating
pump. The latter makes a complete, self-contained unit
of low steam consumption and low speed. The Henry
R. Worthington Company reported that the arrange-
ment of condenser tubes providing special lanes has
resulted in a fairly equal distribution of work in the
different classes of its surface condensers, and an even-
ness of pressure that would have been considered im-
possible even two or three years ago. In fact, the total
loss through the condenser from the vapor opening at
the suction of the vacuum pump to the exhaust nozzle
has been reduced to hundredths of an inch. The two-
stage rotative dry vacuum pump has proved highly
satisfactory due to the entire neutralization of clear-
ance, the prevention of air leakage into the first stage,
the confining of any re-expansion of vapors to the sec-
ond stage, and the addition of a set of valves interposed
between the condenser and the atmosphere. The com-
pany also reported the results of tests on the effect of

air leakage upon condenser efficiency, but did not discuss
these. In addition, it brought out the fact that it is
possible greatly to modify the condensate temperature
by manipulation of the circulating water during the cold
winter months. Actual tests have shown the possibility
of varying this temperature through wide ranges with
practically no variation in the vacuum carried. Pump-
ing an excessive quantity of water, resulting in the ad-
ditional cooling of the condensate, is accomplished at an
excessive increase in power and auxiliary steam con-
sumption. While it may be possible to utilize a part of
the excess exhaust in heating the feed, it should be pos-
sible easily to maintain a condensate at a satisfactory
temperature without the use of a heater, where the
non-condensible vapors and the condensate are with-
drawn separately from the condenser.

Regarding condenser tubes, the committee reported
that, after correspondence with some twenty companies
on this subject, it appeared that, of those purchasing
tubes under specifications, the majority use a form
based on the specification of the United States Navy.
Of the remaining companies, the majority use "ad-
miralty" mixture, a marked improvement being shown
in some cases where a change has been made to this
mixture. The Detroit Edison Company has found that
for use with fresh water the following mixture has
proved to have the longest life: Copper, 70 per cent;
zinc, 30 per cent; tin, none; lead, under 0.01 per cent,
iron under 0.075 per cent. The committee described
the process for sand-blasting condenser tubes, and gave
a drawing of the apparatus, which is very simple. A
quart of sand can be driven through a tube in twenty
seconds, and one operator can clean from 100 to 120
tubes per hour.

Higher Boiler Pressure Coming
The committee presented a resolution requesting that
the A. S. M. E. take action on the rational rating of
steam boilers. In introducing the subject of higher
steam pressure for boilers, the committee presented a
paper by Robert Cramer showing the possibilities of
higher pressure. In commenting on the paper the com-
mittee drew attention to the fact that there are many
practical features to be considered in the utilization of
pressures in excess of present high-pressure practice,
namely : Radical departure from standard boiler design,
boiler losses resulting from higher flue temperatures;
design of economizers to meet extreme pressure condi-
tions; design and construction of pipe-line fittings and
valves; finding suitable materials, not now known, for
turbine blading to prevent erosion due to moisture con-
tents in steam, and materially higher installation costs
and the ever-present fixed charge on the investment.

In response to a query from the committee, the Bab-
cock & Wilcox Company stated that gage pressures
from 200 to 225 lb. at the boiler, with a superheat of
150 deg. Fahr. may be said to be average present
practice in power station boiler plants. Recent develop-
ments in turbine and engine design make higher
thermal and consequent over-all station efficiencies
available by the use of higher pressures and degrees of
superheat. The company has in course of construction
a number of large boiler units for 350 lb. working pres-
sure with 250 deg. superheat. Recent inquiries from
customers regarding boilers for 500 to 600 lb. pressure
with superheat up to 700 deg. Fahr. have prompted the
making of a series of experiments which, while not yet
completed, already demonstrate that if the demand for
such a boiler is large enough, it can be manufactured
and turned out as standard commercial apparatus. For
350 lb. working pressure the cost of the largest-sized
units would probably be about 20 per cent more than

1000

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

for boilers of present standards. The question seems
to be whether 500 or 600 lb. pressure with a practical
limit of 700 deg. Fahr. temperature will, as compared
with 350 lb. working pressure and 700 deg. Fahr. tem-
perature sufficiently increase over-all station efficiencies
to compensate for the difficulties incident to the
higher pressure. In assuming 700 deg. Fahr. as the
practical limit of steam temperature, the problems to
be solved are entirely outside of the boiler and furnace.
The company states that Sargent & Lundy of Chicago,
111., are building a station in Wheeling, W. Va., for 350
lb. pressure, using B. & W. boilers and General Electric
turbines.

Clinkering of Coal Furnishes Live Problems
Coming to the subject of fuels and furnaces, the com-
mittee first took up the subject of fuel oil, which was
considered from the standpoint of continuity of supply,
cost, and facility for storing. In the East, the only fuel
oil available is Mexican oil, of which four barrels are
equivalent to one ton of coal. At the present price of
$1 per barrel, oil cannot compete with coal. Moreover,
the price of oil fluctuates widely and oil companies are
not inclined to make a price which will hold long. The
only safe way to store quantities of oil is in tanks un-
derground, or largely so, and even then the fire hazard
is considerable.

The next subject taken up was the clinkering of coal
in its relation to stoking. J. P. Sparrow showed that
coals having an ash fusion temperature above 2500 deg.
Fahr. are practically free from clinker trouble. The
critical clinkering point for the Taylor stoker lies be-
tween 2400 and 2500 deg. He stated that chain-grate
stokers can burn, without serious clinker trouble, coal
the ash of which fuses as low as 2000 deg. Fahr., and
probably considerably lower. With underfeed and over-
feed stokers and hand-fired grates the critical fusion
temperature is about the same as that given above.
Overfeed types of stokers, in which the incandescent
fuel is in close contact with the grate bars, cannot suc-
cessfully burn coals as high in pyrites as the underfeed
stokers on account of the corrosive action of pyrites on
the iron grate-bars. The committee then gave details
of methods for sampling coal and for determining ash
fusion temperatures, the latter subject being gone into
in great detail.

Stoker Manufacturers Progressing with Self-
Dumping Feature

In the matter of stokers, the committee presented re-
ports from several stoker manufacturers. The West-
inghouse Company stated that it had been found neces-
sary to have three types of stokers; underfeed, Roney
and chain grate, in order to fit all conditions. The San-
ford-Riley Stoker Company, Ltd., reported that its self-
dumping underfeed stoker has demonstrated the sound-
ness of the principle of using moving retort sides. This
feature was developed to slice the fuel bed and eliminate
the possibility of fixed clinkers over the tuyeres. One
of the chief aims in educating operators is to have them
keep a comparatively dirty fire at the lower end of the
stoker, the only troubles with ash plates having been due
to carrying a green fire too far down in the stoker. This
company finds a tendency in the direction of large stoker
units, it having now in operation four stokers of six-
teen retorts each. It is building ten stokers of fifteen
retorts each to be installed under five boilers, making
thirty retorts per furnace. The company's observations
show that, so far as combustion efficiency is concerned,
it is good practice to provide the greatest possible re-
tort capacity. The combustion efficiency is inversely
proportional to the speed of the fuel through the stoker.

The American Engineering Company reported im-
provements in the Taylor stoker dump plate. The com-
pany is now equipping the Taylor stoker with a power-
operated dump grate, employing a steam cylinder for
the purpose. A complete dump can be made with the
power operated dump plate in from five to six seconds.
The scheme for continuous ash disposal installed in the
plant of the Detroit Edison Company is satisfactory,
but it requires more space than is ordinarily found in
power stations. It does not have the degree of flexi-
bility desirable in power stations with widely fluctua-
ting loads and high peaks, and it requires more time to
start up a boiler from the unlighted condition, because
the ash pocket must be filled with ashes before any con-
siderable load can be put on the boiler.

Furnace Brick Work for High Temperatures

The effects of the present higher temperatures on
boiler brick work were discussed by the committee, and
the means available for reducing damage were men-
tioned. The cooling of certain parts of the brick faces
exposed to the fire is contrary to the basic principle of
furnace efficiency and capacity, and has been generally
discarded. A number of classes of firebrick have been
developed, but experience has shown that fire-clay brick
best fulfills the requirements of infusibility, absence of
shrinking or deformation, strength, and resistance to
vapor and slag penetration. The silica-alumina mixture
is preferable to the silica-kaolin mixture. Firebrick
must be of uniform size and true in shape so that per-
fect joints can be made, and a good quality of fire clay
must be used in laying the brick. For side walls and
ether parts of the furnace where slag is most apt to
collect, the brick must be sufficiently hard and strong
to resist not only abrasion, but the chipping or slicing
action due to the removal of the slag by manual labor.
In general, the firebrick manufacturers have not kept
pace with the development of boiler and furnace con-
struction and operation.

Water Power

The committee reported that the past year had been
notable for inactivity in the promotion of low-head hy-
droelectric generating stations, which was partly ac-
counted for by the decreasing cost of electrical energy
generated in large modern steam stations. There has
been some activity in the replacement of low and mod-
erate head units of old design and lower efficiency by
modern wheels. Due to the improvements made in
thrust bearings, the vertical type of wheel is giving ex-
cellent results. There is also a strong tendency toward
increased simplicity and better design of water wheel
auxiliaries.

The usefulness of water from an economic standpoint
depends on the cost of development, including transmis-
sion lines, and the cost of fuel at some point contiguous
to the market which is to be served. The cost of de-
livered power from the largest and most favorably lo-
cated hydroelectric development is little if any less than
the cost of steam power from the larger modern steam-
plants if the cost of fuel is not excessive. Within the
past few years there has been a marked improvement
in the reliability of the modern hydroelectric station.

The committee presented a resolution to the effect
that the association should bring to the attention of the
appropriate national engineering societies the present
lack of a standard method of determining the head on
water wheels under test when set in spiral casings,
closed or open flume, and requested that these societies
recommend a method of determining this measurement,
which can be adopted as standard.

May 27, 1916|

ELECTRIC RAILWAY JOURNAL

1001

Central Station Power for Railways
A committee appointed about three months ago on
energy supply for electrification of steam roads pre-
sented a report in which, among other things, a change
in the name of the association to give recognition to
the widespread use of electricity was recommended.
The report stated that enough examples of power sup-
ply to railways by power companies have been made to
demonstrate that such procedure is of great benefit to
both parties and to the public. The railway company is
a distributer of people and goods, whereas the electric
power company is a distributer of electrical energy. The
two types of utility represent distinct and specialized
functions. In some cases railways which formerly gen-
erated power spent much effort in reducing the cost of
production, whereas now, as purchasers, they concen-
trate their efforts in preventing waste of power. In
Chicago, the entire power requirements of the electric
railways are being furnished by the central power com-
pany, which during 1915 supplied 680,112,000 kw.-hr.
at an annual load factor of 41 per cent. Economies re-
sult from the diversity of load and from the use of sub-
stations for supplying power to more than one railway
and for lighting purposes. The census report for 1912
stated that one-third of all power used by electric rail-
ways was purchased, and the committee estimated that
at present the ratio is one-half and increasing rapidly.

Preparing to Handle Railway Power Business

If the central power company desires to supply the
electrified steam railroad with power ten or more years
hence, it should begin at once to plan for that possible
supply. The best way to prepare is to supply the street
and interurban railway power. In general, the central
power company can most economically attend to the pro-
duction, transmission and conversion of such power up
to the point of delivery in the substation to the outgo-
ing railway feeders. In cities where the street railways
are supplying their own power at present, it will not be
many years before their facilities become inadequate
and then the central power company should, as a matter
of broad economics, supply the power. In the present
state of the industry, it is not a very difficult matter to
supply power for the electrification of terminals in large
cities from extensions to existing central power sys-
tems.

In the case of main line divisions hundreds of miles in
length, another problem arises in the sale of purchase
of power except in those rare cases where one single
power company already owns and operates all electric
power plants along an entire railroad division, and also
owns and operates an interconnecting high-voltage
transmission line along or near such railroad's right-of-
way. In the case of the Chicago, Milwaukee & St. Paul
Railway, the Montana Power Company had lined up a
sufficient number of interconnected power plants to be
able to deliver electrical energy to the railroad at vari-
ous points along the entire 437 miles of electrification.
In the electrification of divisions of railroads, either
power plants will have to be similarly interconnected
for long distances paralleling railroads, by the central
power companies getting together themselves, or else
the steam railroads will have to build such high-volt-
age transmission systems.

A feature that will have considerable influence in de-
ciding between electric power supply for electrified divi-
sions for power stations operated by the railroad com-
pany and power service from the central power company
is the reduction in the capital requirements for electri-
fication. It is generally recognized that the supply of
power to any community for light, street railway and

industrial uses should centralize to avoid duplication of
investment and to serve the best interests of the public
generally. The supply of power for the electrification
of steam railroads should form no exception to this rule.

In a paper on the same subject, Fred. Darlington,
consulting engineer, New York, stated that power sys-
tems should be operated as monopolies to avoid split-
ting up generating plants and duplicating transmission
lines. This means that they will be operated under gov-
ernment regulation. Liberal laws should provide for
the utmost extension of unified systems, not only with
intrastate, but with interstate connections. Increased
size of generating units, which is the result of unifica-
tion and of taking on new loads, secures better economy
for central generating plants and reduces the cost of
power. The best means for railroads to secure electric
energy for motive power is to buy it from large public
service electric plants, rather than to make it in smaller
plants of their own. This is also in accord with a gen-
erally recognized principle that it is undesirable for rail-
roads to engage in business foreign to their work as
common carriers. As indicating the extent of this field,
Mr. Darlington stated that there are about 65,000 steam
locomotives in service in the United States of an aggre-
gate capacity between 50,000,000 and 60,000,000 hp.
These in 1914 consumed 150,000,000 tons of coal, cost-
ing $243,500,000.

He expressed the opinion, further, that the rapid ex-
tension of unified electric power systems weighs heavily
in determining railroad electrification methods. Every
increase in the size and scope of transmission systems
and their connected generating plants has reduced the
cost of electric power. In most instances the main
transmission lines of the power system follow the gen-
eral direction of the steam railroads, and in several in-
stances the availabilty of central station power has been
a determining factor in heavy railroad electrification.
Undoubtedly the prospects of further steam railroad
electrification are quite as much advanced by the exten-
sion of electric power transmission systems as by the
improvements in railroad electrification apparatus.

East River Subway Tunnel Inspection

Engineers of the Public Service Commission for the
First District of New York have just reported the re-
sult of an inspection of the south tube of the Battery-
Joralemon Street subway tunnel under the East River
to Brooklyn. The inspection was made to ascertain the
extent of change, if any, in the position of the tube
since the time of its completion in 1908. Careful ob-
servations were made, and it was found that during the
period of eight years in which this tube has been in
daily operation there has been absolutely no settlement.
Other observations showed that there had been no move-
ment whatever in a lateral direction. Examination of
the lining of the tube showed that the leakage, which
has always been slight, has materially decreased dur-
ing the period of operation. The engineers will make a
similar inspection of the north tube of the same tunnel
within a short time.

A tabular statement which has been prepared in con-
nection with the electric train service between Man-
chester and Bury, recently placed in operation, shows
that the electric systems cut down the time of the jour-
ney substantially. By steam train the journey from
Manchester to Bury, with stops, is shown as taking
thirty-two minutes as compared with twenty-four min-
utes on the electric service. From Bury to Manchester
the time by steam train is twenty-nine minutes as
against twenty-two minutes by electric train.

1002

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

Illinois Decision on Valuation

In Springfield Gas & Electric Case the Commission Looks Upon Original Cost as a Very

Important Factor — Discusses Paving Allowances, Overhead Charges,

Going Value, Depreciation and Rate of Return

THE Illinois Public Utilities Commission recently
handed down a decision in Case 2138, City of
Springfield vs. Springfield Gas & Electric Company,
which is probably the most important decision in rate-
making and valuation procedure yet delivered by this
comparatively young commission. The Springfield Gas
& Electric Company is owned by the Springfield Rail-
way & Light Company, Springfield, 111., one of the
Hodenpyl, Hardy & Company properties. In its order
the commission, among other things, discusses at con-
siderable length the subjects of methods of valuation,
paving allowances, overhead charges, depreciation,
going value, the rate of return and procedure expenses.
It fixes 7 per cent per annum as a reasonable rate of
return upon an $800,000 valuation, and on this basis
orders a reduction from $1 to 80 cents per 1000 cu. ft.
of gas. The company has taken an appeal to the Cir-
cuit Court of Sangamon County.

Various Appraisals Submitted
In the case before the Illinois Public Service Com-
mission five different appraisals were submitted and
recorded at the sixty-two hearings held in the matter.
Two of the appraisals were by the city, two by the
company and one by the commission. The valuations
of most of the experts were appraisals of essentially the
same inventory, prepared by the company's employees
and field-checked by the commission's engineers. The
appraisers, however, used various methods of determin-
ing their valuations, and no two followed identical
theories. One of the city appraisers used as the basis
of valuation the cost at which property of an equivalent
effectiveness or capacity could be installed, the repro-
duction cost new of $715,852 of such an equivalent
plant at present-day prices being depreciated in accord-
ance with its age to give a present value of $547,448.
This engineer advocated the use of prices current at
the date of valuation, without any deviation tending
toward an average of fluctuating prices on certain
classes of material and labor. The other city appraiser
prepared a valuation based upon data obtained from the
company's books. He applied unit prices to the entire
distribution system (about 50 per cent of the property)
and lumped the other items into large classifications to
which book prices and data were applied. He then
depreciated his book value of $765,172 in accordance
with life tables, supplemented with some actual inspec-
tion of equipment, and thus established a present value
of $588,262.

One of the company's appraisers used as the basis of
valuation the cost of reproducing the property under
present-day conditions at present-day prices, average
prices for the last six years being used on fluctuating
material and labor. The result was a reproduction cost
of $1,074,856. Depreciation Was determined from
actual inspection wherever possible, and otherwise from
age and assumed life, and in this case the present value
figure was $898,785. The other company engineer made
his valuation upon the cost of reconstructing anew the
existing system under the identical conditions which
obtained at the time of original installation, the prices
being the current market quotations of the date of
valuation, modified by five-year average prices on fluctu-

ating material and labor. Under this method the cost
new totaled $1,075,304. The depreciation was deter-
mined in a manner quite similar to that of the other
company engineer, and the present value result was
$940,988.

The commission engineer based his valuation upon
the original cost of the system at the time of the in-
stallation of the various items composing the aggregate
property to-day, and where exact costs of some items
were not obtainable from the company's records, he
estimated the cost of similar items installed under simi-
lar circumstances as of the time of the actual installa-
tion. The total original cost thus determined was
$953,988. After figuring the depreciation from an
actual inspection of the visible property and from life
tables and experience where the property could not be
inspected, the commission appraiser found a present
value of $806,404.

Criticisms by the Commission
Thus the company's figures were the highest, the
city's the lowest, and the commission's intermediate.
In general, the company's experts employed the repro-
duction method of valuing the duplicated property,
whereas the city's experts used either the reproductive
equivalent-plant method or the book-cost method, and
the commission engineer employed the original-cost
method. In fixing the present value of the property at
$800,000, the commission does not adopt any particular
one of these valuation plans, for in its opinion no the-
ory has been developed to a stage where it may be re-
garded as the panacea for all rate-making ills, and the
courts have been extremely cautious in committing the
judiciary to one method or another.

In commenting upon the various theories, however,
the commission remarks that, as between duplication of
identical equipment in a wholesale manner and repro-
duction of service through the creation of a modern
equivalent plant, the latter avoids the principal fallacy
of the reproduction-new theory. Furthermore, in its
opinion it is worthy of note that the trend of rate regu-
lation indicates more and more weight to be given by
both courts and commissions to a careful and reasonable
application of the equivalent-plant theory. Moreover,
the commission criticises the reproduction of identical
plant under past conditions at present prices as being a
hybrid method, the application following the original-
cost method as regards piecemeal construction and se-
quence of operations but the reproduction method in
the use of present-day prices. If the reproduction
method is to be utilized as a guide to value, the com-
mission says, a reasonable application of the theory is to
be expected. Viewed thus, a reasonable reproduction
theory contemplates the duplication of the existing plant
in a wholesale manner at present-day prices.

In general, the commission holds that the reproduc-
tion method, whether of identical plant or of service, is
open to criticism upon the ground of unstableness, for
valuations on such bases reflect the dictates of a particu-
lar date. With changes in prices, particularly the gen-
eral increasing trend of prices, the valuations must
change accordingly. On the other hand, the commis-
sion notes that the book-cost valuation of one city engi-

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

1005

neer and the origir.al-cost valuation of the commission
engineer are attempts to reach facts in existence, rather
than to derive values based upon some theoretical prem-
ise. These two valuations, therefore, are more stable
than the others in so far as prices are founded upon
facts in the records of the company and are not subject
to theoretical fluctuations. The commission engineer,
in particular, appraised a carefully prepared and pains-
takingly compiled inventory and based his appraisal
(except overheads) upon actual cost figures secured as
far as possible from the company's books and records,
and in the absence of actual records of original cost he
estimated the cost of construction as of the time of
installation. Hence the unit costs used by him are said
to reflect quite exactly the extra cost of piecemeal con-
struction for which counsel for the company vigorously
contended. Finally, the commission states as note-
worthy the fact that Halford Erickson, as chairman of
the Wisconsin Railroad Commission, after years of ex-
perience volunteers the opinion that "original cost of
existing property can be had with even greater accuracy
than the cost of reproduction." In short, therefore,
while the Illinois commission will not consider any one
valuation method to the exclusion of all others, the
present decision seems clearly to indicate the weighty
importance that it attributes to original cost as a factor
in public utility valuations.

No Allowance for Undisturbed Paving
One of the first debated questions that arose in the
present case was in connection with an allowance for
undisturbed paving: On this point the commission
holds that paving actually cut and properly replaced in
the installation of service is an element to be reason-
ably valued in a rate inquiry, but it dismisses paving
not actually cut and replaced with the following words :
"Undisturbed paving, despite the claims of certain
advocates of reproduction-cost-new theories, has no
place in the case at bar. No legitimate reason can pos-
sibly exist for demanding that the public, after having
improved its city streets at great expense, should pay a
higher unit price for service owing to the fact that the
pavement, which is the property of the public itself and
not owned by the utility, possesses value. This and
similar claims often lead the reproduction theories to
irreconcilable absurdities and render the same of lesser
weight as evidence in valuation proceedings than would
prevail either in more consistent theories or in more
reasonable applications of a reproduction theory."
Only General Finding on Overhead Charges
In the matter of the usual overhead charges the gas
company made extensive claims, but the commission
made no direct finding other than to state that it be-
lieved the company claims to be excessive. In its
opinion items of overhead usually exist in an original-
cost theory, but, more often than otherwise, a large
portion of such costs is reflected by the charges ex-
isting on the utility's books either in the capital or the
operating accounts. Moreover, it is said to be a gen-
erally recognized fact that, in a given valuation, the
overhead percentages applicable to an original-cost
method are considerably lower than those applicable to
a reproduction method of appraising the identical prop-
erty. The commission holds its own engineer to have
erred in not adhering more closely to his theory of
original cost, for he evidently neglected when fixing
overhead percentages to take account of portions of
overheads which ordinarily could not escape being in-
cluded in the original cost of many items. It refuses
to sanction, however, the entire claim of the city that
in the commission engineer's theory of valuation all
overheads should be excluded. It is quite true that in

a plant constructed in a piecemeal fashion, items for
engineering, supervision, legal expense, administration,,
insurance, taxes, etc., are met very largely by expen-
ditures in the operating account. In its opinion, how-
ever, there are certain items, such as interest during
construction, preliminaries, legal expenses, etc., which,
would nowhere appear in the costs set up in the com-
mission engineer's valuation. Such original costs as
might be available from the books could not reasonably
be expected to include all proper overhead charges, and.
for this reason it would be unjust and unfair to the
company to disallow completely in this particular case
the item of overheads in a valuation based on the origi-
nal-cost theory. The commission, therefore, arrives at
only the general conclusion that the company's and its
own engineer's overhead percentages are excessive.

Depreciation Should Be Deducted

In the opinion of the commission the weight of
authority compels a reasonable deduction from cost new
for accrued depreciation — both physical and functional
— and further requires, in equity to both consumer and.
utility, an identical treatment of the subject in all its
phases. Owing to the mass of conflicting testimony and
arguments, the commission says that it is by no means
certain that the company's counsel raised the issue of
total non-deduction for accrued depreciation, or merely
took the position that only actual physical depreciation:
should be deducted. The valuations submitted by both
of the company's experts embraced allowances to cover
accrued depreciation under these experts' theories.

In the case at bar, the commission has decided that
the company's past operations have been so successful
that there can exist no doubt but that accrued deprecia-
tion has been met and paid back to the investors by the
consumers. Very liberal dividends have been paid on
all outstanding stock, in addition to interest and other
charges which have been paid out of earnings. As to
surplus funds, the record shows that the company
always has been liberally provided. Ample rates, in
short, have been charged and collected to cover all
maintenance and operating expenses, to provide ample-
dividends on capital stock, and, in addition, to establish
a more than adequate fund to protect any amount of
accrued depreciation which may be reasonably de-
termined by competent experts to exist in the Spring-
field property at the present date. In the present case
the depreciation fund is represented and reflected either
by past reinvestments in additions and betterments to
the property or in the surplus fund — or in both. The
Supreme Court (212 U. S. 424) clearly stated that no-
part of money raised for accrued depreciation should be
added to the capital account, especially where the same
has been invested in additions and betterment to the
property, and from the language used in this case it
obviously would be wrong to allow a rate of return upon:
portions of utility property constructed out of an ac-
cumulated depreciation fund. The burden is upon the
utility to show that it has not collected sufficient rates
to cover all accrued depreciation.

Analysis of Going Value

To measure the element of going value, the company
proposed some one of the following "rules of thumb" as
measures : 25 per cent of the value of the physical prop-
erty; $30 for each gas consumer in Springfield, and $5
for each inhabitant of Springfield. The commission
holds, however, that going value, in its commonly-ac-
cepted meaning, either may or may not exist in a given
utility, and its determination in any event rests upon,
the facts governing a particular case and not upon such
"rules of thumb" as the foregoing.

Of the array of definitions for going value, four con-

1004

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

structions placed upon this term have been recognized
more or less authoritatively, which are noted by the
commission as follows :

(a) Going value may be interpreted to mean the
mere attribute of a utility in normal action — operating,
engaged in business and organized.

(6) Going value may be the difference between the
exchange value of a utility (were it possible to sell or
to purchase the same in the open market) and the pres-
ent appraised value of its physical property.

(c) Going value has been used synonymously with
"good-will," i.e., the probable continual resorting of
customers to the old stand.

(d) Going value has been denned to mean the net un-
recompensed deficits sustained by a utility when operat-
ing at a loss during the very early years of its existence.

As to going value designated as "a" (the organization
of a utility business), it is often asserted that this is to
be measured by the amount expended in accounts known
as "new business," "free demonstrations," "commercial
expense," etc. The advocates of this theory, the com-
mission states, usually fail to distinguish between,
whether or not such items as this have been met in the
operating accounts, which during past years have been
borne by the consumer. If the former consumers have
reimbursed the utility fully for this type of expend-
itures, then it is obviously improper to capitalize a
duplicate charge against the future generation. On the
other hand, if the past revenues of the utility have been
insufficient to meet fully all expenditures along these
lines, the deficit unavoidably must appear in any proper
compilation to determine going value by the deficit and
surplus method "d." Moreover, going value "a," if
loosely considered, is subject to confusion with going
value "c" (good-will), and the dividing line between the
two is by no means definite.

As for going value "b" (exchange differential), it
may be stated that this has no place in a rate determina-
tion on account of the resulting work in a circle. In
regard to going value "c" (good-will), the courts have
established that this element has no place in the fixing
of valuation for the purpose of rate-making for public
service corporations. This exclusion of good-will has
eliminated the use of that term in rate-making for
monopolistic public utilities, but its equivalent is ever-
present. Owing, no doubt, to a confusion of terms,
utilities display a tendency to make claims for a capi-
talization of connected consumers, for a capitalization
of the population served, for an intangible valuation of
a business organization occupied in serving the public
and for other elements of exchange value — all in lieu of
a now obsolete application of a good-will element to
monopolistic public utility property. Utilities are
likely, moreover, to confuse this good-will point of view
of going value to mean the attributes of model operation
and management, and to claim value in the capital ac-
counts for features which, so far as charges to con-
sumers are concerned, should be considered with more
logical propriety in the rate of return. In this connec-
tion claim is often made for exceptionally competent
supervision, but this, like incompetent supervision, can-
not be regarded as an element of capital value. Proper
reward for competent management is to be secured
through adjustment of the rate of return.

In discussing going value "d" (accrued deficits in
early operations), the commission recites the develop-
ment of this method of establishing going value by the
Wisconsin Railroad Commission, and mentions the com-
mon criticism that this method unavoidably rewards
past inefficiencies of management and design. The
commission notes that some modifications of the Wis-
consin method have been suggested to it in rate-making

and security-issuance cases, but that, in applying the
methods, many of the experts are prone to err in an
improper disposition of estimated depreciation. In
other words, few appraisers, in computing going value,
will give the same consideration to depreciation in the
capital account that the identical subject receives in the
annual operating expenses. When depreciation is con-
sistently treated at every point, the commission avers,
many a fanciful going-value table is changed from a net
deficit to a net surplus. Under the Wisconsin method,
according to the commission, two courses to pursue in
the treatment of depreciation in its relation to going
value are open. (1) For each annual charge to cover
depreciation, the capital account should be reduced by
the identical amount charged against depreciation, tak-
ing into consideration, of course, that plant extensions
and betterments should be added progressively to the
capital account. (2) If the computer is insistent that
the original capital charge must be preserved, the going-
value table should be made sufficiently comprehensive to
include the depreciation fund which is being accumu-
lated through the medium of annual charges, and this
depreciation fund must be credited with its earnings.

Closely allied with the deficit-and-surplus method of
computing going value is one commonly designated as
the reproduction-of-a-predetermined-income method or
by some equivalent name. The method, in the commis-
sion's opinion, is purely hypothetical and conjectural, is
predicated upon the assumption that going value abso-
lutely exists in a given utility property, is subject to
many varying assumptions and is susceptible to any
solution which the computer may desire to attain. This
reproduction method of computing going value at best
is little better than guesswork, and as such is devoid of
any substantial merit. Regulatory commissions, as a
general rule, have repudiated this method.

Taking up the specific claims of the Springfield com-
pany for going value to the extent of $250,000, the
commission observes that one of the methods used in
reaching this figure falls in the classification designated
as going value "a." The figures tabulated by the com-
pany's expert as representing expenditures made by it
in the past to acquire its existing business, however,
have all been paid out as past operating costs, and the
commission feels that no reason can possibly exist for
capitalizing such expenditures. Were they not reim-
bursed to the company, they would automatically appear
in a correct computation of the deficit-and-surplus
tables. The other two methods of the company's expert
come under going value "d" with its reproduction vari-
ation. No comment is deemed necessary for the varia-
tion, but the commission proceeds to criticize the deficit-
and-surplus tables upon several scores. The main criti-
cism is that in spite of a high operating allowance for
depreciation no effort was made to handle the deprecia-
tion consistently in connection with the capital accounts.
The commission's engineer submitted a computation of
going value based upon the past deficit-and-surplus
method and arrived at the conclusion that the company's
past operations reflected surpluses instead of deficits.
The commission's general finding, therefore, is that
there is no proof that the "investment necessary to or-
ganizing and establishing the business" has not "been
already compensated in rates charged and collected un-
der former ordinances," and that the past earnings
would more than indicate the early losses have long
been reimbursed.

In discussing the idea that some value ought to be
added to a going concern over the "bare bones" of the
physical structures, the commission states that when
utility property is appraised by an expert for rate-
making purposes, there is little doubt but that the same

May 27, 19161

ELECTRIC RAILWAY JOURNAL

1005

is valued as a living and going concern. Certain of the
company's appraisers distinctly stated that they had
not included any computation of going value in their
valuation. In a technical sense, however, these wit-
nesses meant no more than to say that they had not
made distinct and separate calculations of going value
by any of the before-mentioned methods. Consciously or
unconsciously they must have appraised the property in
Springfield as a living entity. Were this not so, then
the only value that could be attached to the property
would be the scrap or junk value of its component parts.

Eewarding Good Management Through Rate of
Return

The question of an equitable rate of return to be
allowed upon a fair value of the company's property in
Springfield resolved itself into the definition: "A fair
rate of return for rate-making purposes is to be meas-
ured by the average annual interest which is necessary
to attract capital to invest in legitimate utility securities
in the State." The weight of the evidence, the commis-
sion finds, would seem to indicate that funds usually can
be secured at a figure quite* close to 6 per cent per
annum, from which it follows that any rate of return in
excess of 6 per cent will be compensatory to the share-
holders for the inherent risk in the gas-making industry.

The trend of development, however, cannot be pre-
dicted with absolute certainty, and emergencies may
arise which would make it necessary to allow a utility
to earn more than a nominal interest in order that addi-
tional capital might be attracted whenever necessary.
Moreover, whether or not a utility in its past operations
has fulfilled its duty toward the public in rendering
service in an adequate and efficient manner by keeping
abreast of scientific and econojnic development, and
whether or not it has rendered service of suitable qual-
ity to its consumers and conducted its business with a
view of giving to its patrons full opportunity to utilize
its service to advantage, are matters to be considered
with other evidence in reaching a decision as to the
proper rate of return.

In other words, a utility which is excellently managed,
progressive in development, alive to the public require-
ments, aggressive in securing new business, economical
in operation, courteous to consumers and fundamentally
honest in all transactions, should receive greater con-
sideration in the fixing of a fair rate of return than
should a utility of which the reverse is true. Taking
into consideration all these points, the commission finds
that 7 per cent per annum is a fair rate of return upon
the allowed valuation, this being equivalent to approxi-
mately 15 per cent on the total money actually paid into
the Springfield utility's treasury by the investors.

Allowance for Annual Depreciation
The commission has endeavored to handle the subject
of depreciation for the future in a manner consistent
with its treatment of depreciation in the past. In fixing
upon a reasonable and an equitable annual allowance to
cover future operating conditions, the commission in
general leans toward a straight-line method that pro-
vides for the setting aside of equal yearly installments
into a depreciation fund. To cover future accruing de-
preciation, both physical and functional, the commission
finds that the company is entitled to an annual allowance
of $15,000. The fund so accumulated should be drawn
upon only for renewals and replacements of existing
unamortized property and should remain intact in an
individual and separate account. The fund should be
subject to an annual audit by the commission's account-
ants and should receive full credit for all interest which
it may earn. Furthermore, with the consent and ap-

proval of the regulatory body, coupled with proper and
judicious utility management, a large portion of the
accumulated depreciation fund either could be invested
safely in readily marketable bonds or could be rein-
vested to advantage in extensions and betterments.
Allowance for Procedure Expenses
An interesting question arose in this case as to what
disposition should be made of the company's expense
extraordinary of about $30,000 incurred in the rate-
making procedure before the commission. The com-
mission has decided, however, that since the date when
the rate question was opened, the current rates for
service in Springfield have been far more than sufficient
to compensate the local utility for every reasonable item
of expense (including an adequate allowance for return
and depreciation), and the excess collected during this
period is greater by far than the total of both the city's
and the company's procedure expenses. The commis-
sion finds for the city, therefore, that no allowance is to
be made to the company for its expenses in this particu-
lar case. At the present time, however, the commission
is not expressing how it would rule in a case in which
the facts disclosed no excess revenue to have been col-
lected during the pendency of rate-making proceedings.

Railways Exhibit Safety Appliances

Progress in the invention of safety appliances and
practices of all kinds was vividly illustrated in the ex-
hibit of the Third National Exposition of Safety and
Sanitation, held during the past week in the Grand Cen-
tral Palace, New York, under the auspices of the Ameri-
can Museum of Safety. Advance in modern railroad
safety methods formed an important feature of the ex-
hibit, as shown both by the displays of the railroad
companies and those of the manufacturers of special
safety appliances. An array of photographs exhibited
by the Union Traction Company of Indiana, Anderson,
Ind., the winner of the Anthony N. Brady medal, illus-
trated the careful attention to details of safety which
have contributed to this company's enviable accident
record. Among the features shown by the photographs
were the following : bridge crossings where the crossings
at grade have been eliminated; clearings made along-
side a right-of-way which was formerly obstructed by
trees ; stop signs on poles for speed reduction, indicating
proximity of curves or railroad crossings; scaling lad-
ler and handles on the side of cars ; motormen's mirror ;
broad luggage racks in cars; and sanitary drinking
fountains for stations and shops.

Safe practice in rapid transit subways was repre-
sented by the exhibit of the Hudson & Manhattan Rail-
road, which was awarded the Travelers' Insurance Com-
pany medal this year. In this exhibit the operation of
the mechanical track-lever automatic stop, used on this
system, was demonstrated by a miniature working model
of a train of cars electrically connected to a full-size
section of track on which the automatic stop was in-
stalled. Labels were posted on the track section, calling
attention to such features designed to reduce accident
risks, as non-inflammable jarrah wood protective board
covering for the third-rail; 100-lb. guard rails with
malleable-iron guard brace; screw spikes, and vitrified
ducts for carrying cables. A large assortment of safety
apparatus and photographs of safe and unsafe practices
were also displayed at the booths of three steam rail-
roads having electrified sections, these being the New
York Central Lines, Baltimore & Ohio Railroad and Nor-
folk & Western Railway. All of the railroads men-
tioned in the above article received grand prizes for
their exhibits.

1006

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

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.

Steel-Tire Removal

BY R. R. POTTER

Superintendent of Equipment New York, Westchester & Boston

Railway

A modification of the customary method of removing
and applying steel tires by the use of the gasoline or
oil torch has been adopted with excellent results on the
New York, Westchester & Boston Railway. The scheme
involves the use of an overhead jib crane or one of
the overhead, traveling type, the latter being provided
in the Westchester shop, and with this the wheels are
lifted and held with the axles vertical, while this work
is being done. A split collar, or clamp with a bail,
which is slipped over the journal end and tightened up
enough to catch on the journal collar, is used to provide
a ready means for attaching the crane hook. This
device is used in preference to a yoke attached to the
wheel spokes, because the wheel centers on the West-
chester cars have an odd number of spokes and there-
fore do not provide a symmetrical support when the
wheel set is up-ended. A symmetrical support is neces-
sitated by the fact that a minimum amount of expan-
sion for the tire involves such small clearances that
the wheel set must hang absolutely true to enter or
leave the tire without binding.

A pipe torch is used for applying heat to the tire,
but this is supplied with city gas and air under com-
pression instead of the gasoline or fuel oil customarily
used, this source of supply having been found less ex-
pensive and more convenient than the others. The
torch, instead of being made in a full circle of per-
forated gas pipe, is made in two halves each with its
own supply hose, and these, together with three stands
made from Va-in. x 3-in. strap iron, complete the equip-
ment. The use of a torch made in two halves permits
its ready adaptation to various sizes of tires without
having to bend the gaspipe. At the same time the ar-
rangement makes it easy to remove the torch from
around the tire when a sufficient amount of heat has
been applied.

When a tire is to be removed, the wheel set is up-
ended by the crane, and is placed upon the strap-iron
stands which hold the wheel-set high enough so that
the end of the lower journal clears the floor. The crane
is then released in case there is no other work for it
to do, and the semicircular gaspipe torches are placed
on blocks, so that the flame from the inner periphery
of the pipe impinges on the tire, this flame being ap-
plied until the tire is loose. When a tire is being re-
moved, the amount of heat required to loosen it is so
small that it is customary to leave the crane in posi-
tion, raising the wheel set slightly as the tire becomes
hot, and knocking it off the center with sledges as soon
as it begins to move.

When the tire is loose the crane is used to lift the
wheel set, leaving the old tire on the stand, and this
is removed and replaced by a new tire. To this the
gas flame is applied until it has expanded enough to
permit the entry of the wheel center, and the wheel set
is then lifted into place and left on the stand until the
new tire has shrunk into position.

The obvious advantage of this method lies in the ease

^__ ^

RIG FOR REMOVING STEEL TIRES IN WESTCHESTER SHOPS

of handling the various pieces involved, and in the cer-
tainty of having the tire set true on the center when
the shrinkage takes place. On the Westchester cars
the wheel centers are made with a collar that fits into
a recess at the inside of the tire, and since the weight
of the wheel set is supported on this while the tire
is cooling, there is no possibility for the tire becom-
ing skewed as it contracts, and thus having to be re-
heated and adjusted once more.

Babbitting Jig Eliminates Hot Journals

BY M. F. FLATLEY

Master Mechanic Terre Haute, Indianapolis & Eastern Traction

Company, Lebanon, Ind.

Accurate journal-brass babbitt linings are a very im-
portant factor in the elimination of hot journals, and
when both accuracy and a reduction in lahor cost can
be secured by the use of inexpensive jigs, no electric
railway should permit journal brasses to be neglected
in this particular. The babbitting jigs and mandrels
shown in the accompanying illustrations were designed
for lining standard M.C.B. journal brasses and were
manufactured in the shops of the Terre Haute, Indianap-
olis & Eastern Traction Company at Lebanon, Ind. These
jigs have reduced the cost of babbitting to a minimum,
and the character of workmanship has also been greatly
improved by having the babbitting done by one man
who has been schooled in the work and has some knowl-
edge of metals.

The larger jig shown is used for babbitting 5-in. x

May 27, 19161

ELECTRIC RAILWAY JOURNAL

1007

MANDREL AND FRAME FOR 5-IN. X 9-IN. BRASS

9-in. journal brasses. The frame in which the brass is
placed for babbitting is substantially made and con-
sists of steel end plates V£ in. thick, 5 in. wide and 9
in. long, separated by four ^-in. tie bolts fitted with
pipe separators. These bolts clamp the frame together,
and the space between the plates is made the exact
length of a standard 5-in. x 9-in. brass. The steel-rests
on the inside of each end plate, formed of %-in. x 1-in.
steel, fit the outer ends of a brass so that it is held se-
curely in position during the babbitting process. These
rests are fastened to the end plates with four %-in.
cap screws which pass through slotted holes, thus per-
mitting the rest to be sprung to accommodate any slight
variation in the outside dimensions of the brass.

The mandrel is 5 in. in diameter, being turned from
a 6%-in. shaft. A %-in. fillet to correspond with the
axle fillet at one end of the brass is provided, and dur-
ing the babbitting process this fillet rests on one end
plate and fixes the thickness of the babbitt lining.
The mandrel is fitted with a steel pipe handle so fas-
tened at its axis with %-in. cap screws that the man-
drel revolves. This permits the operator to pick it up
when heated and place it in the jig without paying any
attention to the part that comes in contact with the
babbitt.

Essentially the procedure pursued in babbitting jour-
nal brasses begins with melting the babbitt from the
old brasses. About 15 per cent of new babbitt is added
to this old. If, after the old babbitt has been removed,
the brass is found to be dirty or there is any indication
that the tin might not adhere, it is carefully ground
with a small carborundum wheel mounted on a flexible
shaft. An acid solution is then applied after which the

brass is dipped in the tinning pot, quickly removed and
placed in the babbitting jig. In this position the heated
mandrel is applied and the interval between the man-
drel and the brass is quickly filled with babbitt. As
soon as the babbitt has set, the operator may remove
the finished brass and make ready for the next one.

The speed with which the babbitting process is done
insures a secure bond between the babbitt and the brass,
because all the work is done while the metals are hot.
To obtain a good bond, however, the tinning of the
brass is essential. The space between the mandrel and
the brass to be babbitted is fixed so that not more than
% in. of babbitt is applied in any one babbitting. To
test the bond between all three metals thus applied in
the babbitting process, the brass should ring clear when
struck with a hammer.

Prevention of Drawbridge Accidents

BY G. B. TANIS

Trolley cars are subject to accidents at drawbridges
used over rivers, due to the opening of the bridge just
as the car reaches it, unless some means of killing the
trolley wire before the bridge is opened is provided.

The accompanying diagram shows a foolproof method
used on a number of bridges in Brooklyn to prevent such
accidents, at places where the electric railway power i3

U /SO' *k- Drawbridge- Af /SO'- — — J

Tro"e/ Ji «, ■

♦ Trolle* — Uf

Bridget J
Molar ^A.^

^Contort

Feeder

^Section
Insulator

1 5

1 Submarine ^J

_ J Disconnecting Switch
Submarine
Cable
DIAGRAM OF TROLLEY AND FEEDER CIRCUITS AT DRAWBRIDGES

also used to open the bridge, for the passage of ships.
Section insulators are placed in each trolley wire about
150 ft. before the bridge is reached. The trolley wires
of this section are fed by a double-throw switch, the
feeder being connected to the switch blade. As the trol-
ley circuit is on one clip and the motor circuit which
operates the draw is on the other, it is impossible to
open the bridge without killing the trolley wires, thus
preventing the operation of cars in the immediate vi-
cinity of an open bridge.

COMPLETE JIGS FOR TWO SIZES OF BRASSES

Car for Roadways and Tracks

A car suitable for running on rails and also on high-
ways has been designed by W. F. Holt, president and
general manager Holton Inter Urban Railway of Red-
lands, Cal. It is intended primarily to compete with
the jitney, and one will shortly be put in operation over
the Holtonville Inter Urban Railway between El Centro
and Holtville, Cal. The feature of the car is the type
of wheel employed. This wheel has three tires, two of
rubber for running on the highway and one of steel for
running on the rails. In a patent which has recently
been issued to Mr. Holt for this wheel, the steel tire is
shown as between the two rubber tires and of smaller
diameter, so that the rubber tires act as flanges when
the car is running on an exposed rail and as tires when
the car is running on the highway.

1008

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

Mechanical Door and Step Operating
Device for Center-Entrance Cars

BY A. TAURMAN

Superintendent of Rolling Stock Virginia Railway & Power

Company, Richmond, Va.

Early in 1914 this company placed in operation a
number of center-entrance cars. These were described
in the issue of the Electric Railway Journal of May
16, 1914. After the cars had been in service for a short
time a manual device for opening and closing the doors
and raising and lowering the steps was devised by the
writer, and this has since been applied to the cars. As
the results were very satisfactory from the standpoint
of maintenance cost, an application for a patent was
filed and the patent was granted some months ago.

The device is manually operable from the conductor's
well or platform. In addition to controlling the doors
and steps simultaneously, the device also serves to lock
the doors in a closed position on both sides of the car,
which is desirable under certain conditions. Ordinarily,
however, the mechanism is used to operate the doors
and steps on one side of the car while the doors on the

I Teeth I

GoT$th Sprocket ., «8>?Longi|U ",WX

Teeth Double
Sprocket

other side are maintained in their
closed and locked position. The ac-
sprocket companying photographs and draw-
ings will be useful in connection
with the following description of
the mechanism.

At each side of the car are ar-
ranged a pair of sliding doors of the
usual construction, the upper edges
of these doors carrying the ordinary
roller hangers traveling on track-
ways, so that the doors are hung to
slide towards and from each other in the usual manner!
Journaled in a stand at the middle of the well is a small
power shaft operated by a crank handle, this shaft hav-
ing fast thereon a sprocket wheel. This sprocket wheel
drives an endless chain which trains over another
sprocket wheel, fast with a shiftable clutch sleeve, which,
in turn, is loose on a divided operating shaft extending
across the car adjacent to the roof and above the door-
ways.

The drive chain travels in a vertical direction, protected
by a casing, the lower end of which is provided with
side plates to form a housing for the sprocket. Each
part of the divided shaft has on its end next the clutch
sleeve a toothed clutch member, so that either part of
the shaft may be placed in driven engagement with the
power shaft through the chain and sprocket connections.
The outer ends of the divided shaft are journaled in
bearings carried by plates located at each side of the car
above the doors. Mounted on the divided shaft adjacent
to the outer ends thereof are double-sprocket wheels,
each of which drives a pair of oppositely extending,
horizontally disposed endless chains, which travel over
single sprocket wheels mounted on stud shafts carried
by the plates. Each stud shaft is provided with a small
sprocket adapted to impart motion to a vertically dis-
rjosed endless chain located at one side of the doorway,

fillfliBl

this chain in turn driving a crank sprocket mounted on

a stud shaft. To this crank sprocket is eccentrically

pivoted one end of a vertical lever rod, the lower end of

which is threaded and screwed into a coupling member

connected to a crank-
arm fast on a rock

shaft. This shaft car-
ries the step, which is

mounted on the shaft

in the usual way, by

means of angular

bracket arms.
The doors at each

side of the car are

connected with the

adjacent chains by

means of bracket

arms which are bolted

to the top of the door,

and attached to the

upper and under runs

of the endless chains

by means of pins or

studs, so that the

chains, when driven

by the double-sprock-
et, move the doors in

opposite directions in

opening and closing

them.

Suspended from

the top of the car

is a frame, the
parallel arms of which are bored at their lower end
for the reception of the clutch members, these arms con-
stituting hangers or supports for the inner end of the
shaft members. As will be seen by reference to the
detail views of the clutch and locking device, the frame
is provided with a cross bar located above the shaft,
and directly over the double clutch. This bar is bored
for the reception of a stud at the end of the yoke lever
to form a pivot point for the lever. This lever is em-
ployed to shift or slide the clutch sleeve and the locking
bar, the latter sliding through slots in the side-arms of
the frame. This locking bar also passes through a slot
in the lever, the bar being notched so that it may inter-
lock with the walls of the slot. This locking bar is
also provided with an elongated central recess to accom-
modate the sprocket wheel on the sleeve, and is further
provided with notches to permit the pins on the clutch
sections to pass the locking bar. That end portion of
the locking bar which slides through the arm of the

CHAIN DRIVE FOR CENTER
ENTRANCE DOORS

CLUTCH MECHANISM FOR DOOR AND STEP OPERATING DEVICE

MAY 27, 1916|

ELECTRIC RAILWAY JOURNAL

1009

frame has its upper longitudinal edge formed with a
pair of spaced notches, while pivoted to the arm is a
latch terminating in an angular handle. This latch,
shown in the end elevation drawing of the clutch lock-
ing device, is provided with a segmental slot through
which projects a pin carried by the arm of the frame,
this arrangement limiting the travel of the latch.

When the clutch sleeve is in the neutral or discon-
nected position it is out of engagement with both clutch
members, and consequently neither of the sections of
the divided shaft can be rotated through its connections
with the power shaft, even though the conductor's handle
be operated. Furthermore, these shaft sections cannot
be accidentally rotated, for the pins on the clutch mem-
bers make contact with the bar. However, the lever
may be operated by the conductor to shift the clutch
and the locking bar longitudinally relative to the shaft,
and in either direction, so that one section of the shaft
may be placed in driven engagement with the power
shaft, and be further rotated, while the other section
of the shaft will be out of engagement with the power
shaft, and held against rotation.

To open the doors at the right-hand side, the con-
ductor proceeds as follows: Grasping the yoke handle
he shifts it to slide the sleeve clutch toward and into
engagement with the clutch member, as shown in the

same time, the travel of the vertical chain will, through
the step mechanism previously described, throw the
steps downward and outward into position for use by
the passenger. When it is desired to close the doors,
the crank handle is swung back into its original position
and the reverse movement of the chain and sprocket
mechanism takes place, thereby closing the doors and
elevating the step. Should it be desired to use the doors
on the opposite side of the car the conductor simply re-
leases the latch from the locking bar and operates the
yoke lever to shift the clutch sleeve from the right to
the left clutch member.

If both doors are to be maintained in closed position,
the locking bar is unlatched by throwing the latch up-
ward and the sleeve clutch is shifted to the neutral posi-
tion, so that neither shaft member is in driven engage-
ment with the power shaft. In this condition, as no
power can be imparted to either part of the operating
shaft, the doors will remain closed and locked.

Northern Texas Traction Company
Operates Through Floods

During the recent high-water period at Fort Worth,
Tex., the Northern Texas Traction Company success-
fully operated its cars through water which covered
the tracks to a depth of 40 in. for more than a half
mile. The water rose to such a height that the north
end of the massive reinforced concrete viaduct over the

DETAILS OF CLUTCH FOR DOOK AND STEP OPERATING DEVICE

photograph taken longitudinally to the car interior,
thereby placing the shaft member in driven connection
with the power shaft. When the yoke handle is so moved
the locking bar will also be shifted, so that the notch
in the bar will be brought into alignment with the pin
on the clutch member to permit the pin to pass through
the notch when the shaft section is rotated, and thus
not impede the rotation of the shaft member. At this
time the other clutch member and its shaft member
cannot turn because the pin would strike the locking
plate. Furthermore, this movement of the lever to the
right, in sliding the locking plate, has brought the
notch into position to receive the latch when the latter
is depressed. The conductor now depresses this latch
so that it interlocks with the notch and holds the locking
plate against movement and the clutch sleeve in engage-
ment with the clutch member.

Should the conductor now desire to open the doors, it
is only necessary for him to swing his handle, thus
turning the power shaft to rotate the sprocket wheel
and impart movement to the chain. The rotation of this
chain will turn the shaft member, which is now con-
nected with the clutch sleeve, and turning the double-
sprocket will move the chains and door brackets con-
nected to them, thus sliding open the doors. At the

Trinity River was entirely submerged. The viaduct is
built on a heavy grade, sloping toward the north, and
the road at this end crosses a considerable stretch of
low land. The road which passes over the viaduct is the
only connection between the city and the north side of
the river, and consequently the high water put the jit-
neys out of commission.

The traction company wished to renew service with
as little loss of time as possible, especially since the
jitneys were not able to operate. The single-truck car
shown in an accompanying illustration, which made this
possible, was equipped with a GE-800 motor on each

IMPROVISED CAR USED DURING FLOOD

1010

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

axle. These motors were removed, leaving the cases
and gears in place. Another set of GE-800 motors was
placed on top of these cases and bolted to them by
means of vertical rods. Looped bands were quickly
prepared and "fake" axles were arranged as shown.
Additional bracing at the top prevented lateral motion
and kept the bolts tight. A controller was installed
just inside the car. Although the water rose half-way
up on the top motor case, this arrangement prevented
injury to the equipment.

This high-water car was built over night and placed
in service the morning following the 20-ft. rise in the
river. An ordinary trail car with a seating capacity
of fifty persons was attached at each end of the impro-
vised motor car and the train was run across this
stretch of flooded land at about 8 m.p.h. Passengers
were transported in this manner for three days and it
-was sometimes necessary that they raise their feet from
the floor in order to keep them dry.

Improved Type of Solderless
Connector

The accompanying illustration shows several types
•of the solderless connector manufactured by the Frankel
Connector Company, Inc., New York. The cross-section
view in the center shows the principle of the connector

and how the design has permitted the use of the fewest
possible parts to make a rigid connection. This simple
construction, it is claimed, reduces the liability of the
connector getting out of order and in addition provides
a connection which is strong mechanically and electri-
cally.

By using these solderless connectors in place of the
soldered type connection, the makers claim a substan-
tial saving in time as well as the added advantage of
p providing a joint that can be broken down without harm
to the cable.

As a result of a test to which connectors were sub-
jected the Underwriters' Laboratories, Inc., report that
at 1000 amp. the soldered joint melted and dropped
apart, while the joint where the wires were connected by
the solderless connectors were unaffected by the test.

Compact Storage of Graphic Instru-
ment Records

Three years' capacity in recording meter charts is
obtained on two shelves in the office of D. P. Miner,
chief engineer of the Manchester Street station of the
Rhode Island Company at Providence. The shelves are

METHOD OF STORING GRAPHIC INSTRUMENT METERS

4 ft. 8 in. long, 10 in. wide and % in. thick, each being
equipped with five V^-in. wooden spindles 8 in. high.
Ample room for both unused and used charts is avail-
able, as shown in the accompanying illustration. The
charts are circular sheets showing variations in steam
temperature, temperature of exhaust steam at the con-
denser, vacuum, feed water temperature and draft
pressure. In general used records are kept on the bot-
tom pins, blanks being stored and classified just above.

Portable Engine for Station Service

At the Millbury (Mass.) plant of the Worcester Con-
solidated Street Railway a two-cylinder 4y2-in. x 4-in.
Westinghouse vertical engine has been equipped with
rollers, as illustrated, to enable it to be used at different
points in turning down commutators or other light
power work where a steam hose is available. The roll-

PORTABLE ENGINE FOR STATION SERVICE

ers are each 4 in. in diameter and 1% in. in tread and
were taken from an old crane. They run on 1-in. shafts
formed at the ends of square braced rods, the shafts
being spaced 17 in. apart on centers. The engine is
provided with a flywheel and pulley, and if needed else-
where on the system is available for operation on either
steam or compressed air.

May 27, 1916 1

ELECTRIC RAILWAY JOURNAL

1011

NEWS OF ELECTRIC RAILWAYS

KEY ROUTE INAUGURATES PIER SERVICE

Company Entertains 150 Business Men at Luncheon on

Newly-Finished Million Dollar Improvement

On May 21 the San Francisco-Oakland Terminal Rail-
ways routed all traffic to the ferry slips over the new 2-mile
earth fill which has just been completed. Prior to the use
of the new route by regular traffic, the company provided
a special train on May 18 to take a party of representative
business men of the city of Oakland over the pier. By
leaving town in the late forenoon and serving luncheon on
a ferry at the slip, the party returned to town with slight
interference to business. About 150 accepted the invita-
tion and many of these made personal expressions of ap-
preciation at the end of the trip.

To give all those who participated in the trip facts about
the work just completed, cards of convenient size were dis-
tributed bearing statistics relative to the new pier. These
cards explained that work was started in June, 1913, to ex-
tend the solid fill into the bay the maximum distance per-
mitted by the War Department. Two parallel walls of
rock were dumped to provide a retaining wall for material
dredged from the bottom of the bay. The rock walls were
required to be built up to about 30 ft. above the bottom of
the bay, and to accomplish this 626,000 tons of rock were
used. As the rock walls were extended out from shore, the
hydraulic fill was begun, and this has been continued stead-
ily until a total of 2,500,000 cu. yd. has been filled in be-
tween the rock supports. The completed fill is 200 ft. wide,
which is adequate for thirteen parallel tracks.

From the end of the solid fill to the ferry slip a new
trestle 3800 ft. in length has been completed, so that with
the inauguration of service over the new route, about 6000
ft. of the old double-track trestle will be abandoned. This
does not include about 1000 ft. of the old trestle adjoining
the ferry slip which will be preserved for stub tracks and
general car storage. The approximate cost of the pier
and new trestle, completely equipped ready for service,
has been about $1,250,000.

Under normal conditions there are now about 800 trains
a day to the ferry slip. The new route is protected by
automatic stops used in connection with automatic signals,
of which there are eighty-one on the pier and trestle, these
being spaced from 300 ft. to 450 ft. apart. The 3% miles
of main track involved is claimed to be the most densely
signaled trackage in the United States.

ELECTRIFICATION OF ANOTHER IOWA ROAD
PROPOSED

Plans are being considered for electrifying the Chicago,
Anamosa & Northern Railroad and making it part of the
Waterloo, Cedar Falls & Northern Railway. The road runs
from Anamosa, Iowa, in a northwesterly direction through
the towns of Jackson, Prairieburg, Coggon, Robinson, Monti,
Kiene and ends at Quasqueton. It is 35 miles long. If it
is made part of the system of the Waterloo, Cedar Falls &
Northern Railway that company will build a connecting
line from Quasqueton through Rowley to Brandon, Iowa, a
distance of 15 miles, and will electrify the so-called C. A. N.
This will add 50 miles to the system of the Waterloo, Cedar
Falls & Northern Railway. The plan is being worked
upon by the people along the line and the prospect of its
being put through successfully is said to be good. The
Chicago, Anamosa & Northern Railroad was a steam rail-
road. Its affairs have been in the hands of the United
States courts for about two years, %and since November,
1915, no trains have been operated over it. The property
is to be disposed of at receiver's sale on July 11. The Wa-
terloo, Cedar Falls & Northern Railway operates 135 miles
of combined steam and electric railway. It is a standard
gage line with 235 cars, eight electric locomotives and four
steam locomotives.

EXPERIENCE ORDINANCE UNCONSTITUTIONAL

In the Marion Circuit Court, Indianapolis, Judge Ewbank
has held to be unconstitutional a city ordinance requiring
conductors and motormen, whether experienced or not, to
receive thirty days' instruction from a man who has been
in service on the lines of the Indianapolis Traction & Termi-
nal Company for one year before he can be permitted to
operate a street car in Indianapolis. This ordinance was
passed by the City Council in 1914 at a time when the
Indianapolis Traction & Terminal Company was seeking to
restrain its employees from going on strike in violation of
their working agreement with the company. No effort was
made to enforce the ordinance until recently. The com-
pany's attorney attacked the ordinance as invalid, and cited
decisions of the United States Supreme Court to support
their arguments, saying that it gave no guarantee of com-
petency. In his ruling, Judge Ewbank said:

"The reasoning by which the highest court in the country
reached the conculsion that a statute which undertook to
forbid any one from serving as a freight conductor without
two years' previous experience as a freight brakeman, what-
ever his knowledge or proficiency in railroading or his
previous experience as a trainman in the operation of trains,
while not excluding anybody from serving as a freight con-
ductor who had served two years as a freight brakeman,
however lacking in education, knowledge or proficiency, was
unconstitutional and void, leads irresistibly to the conclusion
that this ordinance is also in conflict with the Constitution
and void."

CITY LINE DEFIES UNITED RAILROADS
Eighteenth Street Crossing Installed by City of San Fran-
cisco Over Night

The completion of the Church Street extension of the
Municipal Railway, San Francisco, Cal., has been delayed
somewhat by the refusal of the United Railroads to permit
the installation of the necessary crossing at Eighteenth
Street, as was reported in the Electric Railway Journal
of May 13, page 920. On advice of the legal department,
however, the city engineer ordered the contractors to pro-
ceed with the work, and this was done on May 13 without
apprising the company of the city's decision.

A crew of about fifty workmen started installing the
crossing at 1 p. m. on Saturday, and the work continued
through most of Saturday night. No preventative injunc-
tions were presented by the private company and no at-
tempt was made to obstruct the crossing. The work was
completed before Sunday morning traffic was scheduled to
start. Charles N. Black, vice-president and general man-
ager of the United Railroads, i3 quoted in San Francisco
newspapers as saying that no legal action would be taken
in the matter at the present time. A question still to be
settled, it is pointed out, is the cost of maintenance of the
crossing. It is admitted that the burden of this can be
thrust entirely upon the line which found the other tracks
already installed, but thus far the United Railroads has
not demanded its rights in similar cases. Since the com-
pletion of the Eighteenth Street crossing, the city has
ordered the United Railroads to raise its track to official
grade, the rails having been found to be 4 in. too low.

The Church Street line is to run from Sixteenth and
Church Streets to Market, over Market to Van Ness, and
thence down Market to the ferry, making it necessary to
cross the United Railroads' tracks at three places. This
work has already been ordered by the city, and was to
have started on May 20. In commenting on the situation,
M. M. O'Shaughnessy, city engineer, said that there will
be no secrecy about crossing the Market Street tracks.
When this work is started it is likely that the right of the
Municipal Railway to cross and to parallel the United Rail-
roads' tracks on Market Street will be tested in court.

1012

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

WAR-TIME PRECAUTIONS TAKEN AT NIAGARA

The Dominion military authorities have ordered the con-
struction of barbed wire entanglements in the Victoria Na-
tional Park at Niagara Falls, Ont., in the vicinity of the
power houses. Between Niagara Falls, Ont., and the Duf-
ferin Islands and Chippewa, Ont., cars on the Park & River
division of the International Railway will be escorted under
armed guard. A machine gun has been mounted near the
approach to the lower steel arch bridge under the command
of the Ninety-eighth Royal Battalion, and barricades of
sand bags have been thrown up around the tracks of the
International Railway between Bridge Street station and
the Whirlpool stopover. Fear of attempts by German sym-
pathizers to cripple Canadian power plants and transporta-
tion facilities at Niagara Falls, Ont., is given as the reason
for the precautions. Officials of the International Rail-
way and the Great Gorge Route have been asked to co-
operate with the Dominion military authorities to safeguard
Canadian property, and armed soldiers, members of the
next overseas contingent from Toronto and Hamilton, Ont.,
in the Niagara Falls concentration camps have authority
to ride on all cars from Chippewa on the upper river to
Queenstown, which is the lower terminus of the International
Railway's Park & River division. The military restrictions
and censorship have prevented the taking of any pictures
of the barbed wire entanglements, machine guns, soldiers,
etc., in action along the Canadian frontier guarding the
railway property and the power houses.

SHORT STRIKE IN TRENTON

The trainmen in the employ of the Trenton & Mercer
County Traction Corporation, Trenton, N. J., went on
strike at midnight on May 18. Early on the morning of
May 20 service was resumed, it having been agreed in the
interim to arbitrate the questions at issue. There was no
disorder and no attempt was made to operate cars during
the short time that the men were out.

The week before the strike was declared the company
discharged fourteen conductors charged with stealing. The
men had been negotiating for new working conditions and
more pay. The men discharged were in many cases, it is
claimed, active in the union. The company denied that the
activities of the men influenced it in the least. The men
said that the company, if justified in discharging the men
for the reason given, should have justified itself by taking
the matter to the grand jury and having the men indicted
for stealing.

A movement looking toward arbitration was begun the
morning following the strike. It was first proposed that the
City Commission arbitrate the matter, but this was
changed so that only the preliminary arrangements were
handled by the City Commissioners. The strikers will ap-
point an arbitrator, and the company will name a repre-
sentative. These men will select a third, and they will
form the board which, before July 1, will adjust the differ-
ences between the men and the company. The arbitration
will be confined to passing upon the justness of the action
of the company in discharging a number of conductors,
including an officer of the union. The question of the terms
of the new working agreement, to date from July 1, will
be settled by direct conference between the representatives
of the men and the officers of the company. Peter E.
Hurley, general manager, has been selected to represent the
company.

BUFFALO WAGE MATTERS ADJUSTED

An agreement has been reached between the International
Railway, Buffalo, N. Y., and its employees whereby platform
men will receive a wage increase of 3 cents an hour during
the first two years of the three-year agreement and an addi-
tional cent in the last year. Other employees including
barnmen, trackmen, etc., will receive a general increase of
13 to 14 per cent. The new scale has been accepted by the
union by a vote of more than five to one. The company's
first offer of a general increase of 2 cents an hour was
rejected by the men, who demanded an increase of 8 cents an
hour. An agreement has been reached on almost every other
point at issue and a three-year agreement will be signed.

The increase will date from May 1 when the last three-year
agreement expired. During the first two years of the agree-
ment, new platform men will receive 26 cents an hour; sec-
ond-year men, 27 cents; third-year men, 29 cents, and those
who have worked four years and more, 34 cents. During
the third year of the agreement each class of men will
receive an additional cent. The Buffalo, Lockport and
Niagara Falls city employees and the Buffalo & Niagara
Falls, Buffalo & Lockport, Lockport & Olcott and Park &
River divisions men will all benefit by the increase.

STANDARDS FIXED FOR GRADE-CROSSING SIGNALS

Plans for protecting grade crossings throughout the
United States were adopted by the American Railway As-
sociation, at a recent meeting at the Biltmore Hotel, New
York. The special committee on prevention of accidents
at grade crossings was authorized to meet with a committee
of the National Association of Railway Commissioners, and
to join with them in recommending standards to be fol-
lowed in the protection of grade crossings and to obtain
legislation requiring compliance with 3uch standards. The
association adopted five specific standards, which will be
recommended for adoption by public service commissions
and other properly constituted authorities. These standards
cover:

Uniform approach warning signs.

Uniform color of light for night indication.

Uniform use of a circular disk, approximating 16 in. in
diameter, with the word "Stop" painted thereon in large
letters, instead of the vari-colored flags which are now in
use by crossing watchmen or flagmen.

Uniform painting of crossing gates with alternate diag-
onal stripes of black and white, "somewhat like a barber's
pole."

Uniform rules governing crossing watchmen or flagmen
while controlling or regulating street or highway traffic.

The report of the special committee that made these
recommendations to the association stated that accidents at
crossings have increased 1000 per cent in the last five years
in some parts of the country. This was due largely to
the increased use of the automobile. It was with the view
of standardizing the crossing signals throughout the coun-
try, in order that automobile drivers might have ample
warning when approaching a crossing that the associa-
tion took steps to make warnings uniform for all States.

The circular disk, with the word "Stop" in large letters,
with a contrasting background to make it stand out in bold
relief, will eliminate the complaint that flags, which are
now generally used, do not give the drivers sufficiently
clear indication whether the flagman is urging them across
the tracks or trying to stop them. This desk will be held
up in the middle of the highway.

The "caution approach" sign will serve to remind drivers
that there is a railway crossing 400 or 500 ft. ahead. At
night the same color light will be used at all crossings, so
that there may be no misunderstanding as to the meaning
of 3uch signals.

MR. DOHERTY MAY VISIT TOLEDO

It is possible that Henry L. Doherty will spend a few days
in Toledo, Ohio, after the convention of the National Elec-
tric Light Association in Chicago, if his health will permit.
Should he be able to do this, Mayor Milroy's street railway
commission will probably hold daily sessions while he is in
Toledo in order that all possible progress may be made on
the new franchise.

Judge Ralph Emerey, retained as the attorney of the com-
mission, has found some faults in the rough draft of the
proposition submitted by the commission. It is said that
some of the provisions are in contravention of the State con-
stitution and will have to be changed, but he has not yet
been able to prepare a report on the matter.

Legislation was introduced in the City Council on May 22
which will clear Summit Street of all vehicular travel, exT
cept street cars, between 4.30 p. m. and 6.30 p. m.

References to other phases of .the negotiations at Toledo
are contained elsewhere in this issue.

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

1013

NEW 100 000-KW. STATION FOR CONNECTICUT
COMPANY

The Connecticut Company, New Haven, Conn., has award-
ed a contract to The J. G. White Engineering Corporation,
New York, for the engineering and construction of a new
steam power plant at New Haven. The plans for this power
station are being prepared for an ultimate capacity of 100,-
000 kw. Construction work on the foundation for the plant
will begin at once. This plant will take the place of the
company's old direct current station at New Haven, and
probably two substations will be built in New Haven for lo-
cal distribution of current to the Connecticut Company's
lines. The current generated by this new plant will be in
addition to the electrical energy delivered to the Connecti-
cut Company's lines by its other important stations, among
which are those located at Waterbury, Bridgeport, Hartford
and Berlin.

NEW PROCEDURE ADVOCATED IN TORT CASES

Figures collated by Judge William L. Ransom, of the City
Court, show that the public service corporations in New
York City charged to operating expenses during 1915 a sum
approximating $3,250,000 on account of payments and ex-
penses in connection with tort claims. According to the
New York Times the purpose of gathering these statistics
was to prove that some better method was needed in deter-
mining the justice of such claims, and to prevent the sub-
mission of "expert" testimony that is often of such a
character as to create the strongest suspicions of its hon-
esty. After telling what injustice has grown out of the
present system, and how much the injustice has indirectly
cost the people, Judge Ransom made these suggestions,
which he thinks will greatly reduce the total amount of
claims paid each year without doing any injustice to those
who have a real grievance against the corporations sued:

"1. Where an injury is sustained for which a public
service corporation is claimed to be liable in tort, the injured
person should be reauired to give written notice of injury
and claim within a short period to the Public Service Com-
mission and to the company, similarly to the notice required
under the Workmen's Compensation act or in the case of
tort claims against a municipality. It should then be the
duty of the commission to investigate the physical circum-
stances of each such accident. This would tend mightily to
eliminate fictitious and fraudulent claims of mishap and
prevent the common misrepresentation of the physical sur-
roundings. After suit is brought, the written reports made
by the commission's investigators should be made available
to both parties, but should not be evidence upon the trial.
No such action should be permitted to be settled except upon
order of court, made upon notice to the commission.

"2. Coming more directly to the topic of medical expert
testimony, I believe that upon the service of such a notice
of injury and claim, the injured person, the prospective
defendant, or, in a case where a public service corporation
is involved, the Public Service Commission should have the
right, upon petition to the court, to obtain an immediate
physical examination of the injured, by a physician selected
by the court from a list of physicians authorized to make
such examination. The list itself should be selected by the
Appellate Division in each department, from among the
physicians certified by the State Board of Regents to be
eligible. Not less than 200 physicians should be designated
in each metropolitan department. The State Board should,
in my present judgment, certify to the respective Appellate
Divisions the names of all resident physicians who (1) are
graduates of colleges of good standing and rigorous re-
quirements as to degrees, or can prove possession of equiva-
lent knowledge, training and mental discipline; (2) are
graduates of a medical school of good standing and
adequate facilities, clinical and otherwise; (3) have been
engaged in the general practice of medicine and surgery
for upwards of five years; (4) have been engaged in some
form of special study and practice for at least a year, either
in laboratory investigation or hospital practice, or have
shown qualifications by the authorship of a medical work
of acknowledged value, by the holding of a teaching position
in a medical school of recognized standing, or by member-
ship in exclusive societies, devoted to the investigation and
study of special branches of medical science.

"3. Either party should have the right to have his own
physician or physicians present at such examination, but
there should be no examination of a plaintiff at the instance
of an adverse party except in connection with such an
examination by a physician selected by the court. The
court should be empowered to order a further examination
by the same or by additional physicians, selected from the
same list, upon showing of substantial reasons therefor."

City Officials Sued by Amalgamated. — Judge Dillon of
the Common Pleas Court at Columbus, Ohio, has taken
under advisement two suits filed by national organizers of
the Amalgamated Association, asking that city officials be
enjoined from alleged wrongfully interfering with their
work in organizing a union among employees of the Colum-
bus Railway, Power & Light Company. Each plaintiff asks
$10,000 damages from the city officials.

Bill of Particulars Demanded in Strike Suit. — An order
has been granted by a Supreme Court justice requiring the
International Railway, Buffalo, N. Y., to furnish a bill of
particulars to the county of Erie in its suit to recover $100,-
000 damages alleged to be due for the failure of the county
to protect railway property during the strike three years
ago. The company has another action of similar nature
pending against the city. The railroad company by the
terms of the court order is required to specify items of
alleged damage and also to give names of persons who made
alleged threats, etc.

Right to Proceed with Extension Case Granted. — Accord-
ing to a decision of the State Supreme Court, the Public
Service Commission of Missouri may now proceed with the
hearings of the petition of resident? of North St. Louis
that the United Railways be compelled to construct a street
railway from the municipal docks at the foot of North
Market Street to Broadway and thence to St. Louis Avenue
and to the city limits. The Supreme Court denied a writ
of prohibition filed by the United Railways to restrain the
Public Service Commission from making the order asked
for in the petition.

Stay Granted in Mill Tax Case.— The United States Su-
preme Court has made an order staying until June 1 the
sending down of its mandate to the Missouri Supreme Court
affirming its judgment against the United Railways, St.
Louis, in the mill tax case. The attorney for the company
explained that he had been given until June 1 to file a mo-
tion for a rehearing in the case, and the final order of the
upper court was to be held back until this date. The re-
cent decision of the United States Supreme Court adverse
to the company was noted in the Electric Railway Journal
of April 15, page 745.

Middlesex & Boston May Tear Up Line. — George M. Cox,
vice-president and general manager of the Middlesex &
Boston Street Railway, Newtonville, Mass., has advised
Superintendent of Public Works Macksey of Woburn that
if the Woburn City Council insists on the installation of
granite paving blocks between the rails of the Pleasant
Street line, the directors of the company will probably order
the tracks removed. The street i3 being rebuilt by the
town. Mr. Cox states that the directors cannot see their
way clear to expend the sum of money necessary to comply
with the order of the board.

Massachusetts Labor Conferences. — Officials of the
Worcester (Mass.) Consolidated Street Railway and the
Springfield (Mass.) Street Railway were to confer on May
25 at the office of Henry C. Page, general manager of the
Worcester company, with representatives of the unions on
the two properties, upon wages and working conditions.
Employees of the Worcester & Warren Street Railway
have submitted a request for a wage increase to the direc-
tors. Conferences with union representatives are continu-
ing on the Boston Elevated Railway, looking toward the
conclusion of a new agreement in due course.

Connecticut Wages Adjusted. — The trainmen in the em-
ploy of the Connecticut Company have approved the fol-
lowing wage scale: 26 cents an hour the first year of
service, 27 cents the second year, 28 cents the third year,
29 cents the fourth year, 30 cent3 the fifth year and 32
cents thereafter. The men had asked for a scale which
ran from 28 to 35 cents an hour. The new scale will be

1014

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

m effect from June 1, 1916, to June 1, 1918. The confer-
ence board representing the men has also ratified the com-
pany's offer of a wage scale and new working terms for
motormen and conductors on the lines of the New York
& Stamford Railway.

Arguments in Toledo Contempt Case Concluded.— Law-
rence Maxwell, counsel for the plaintiffs in error, and
United States District Attorney E. S. Wertz, for the United
States, have completed their arguments before the United
States Circuit Court of Appeals at Cincinnati in the appeal
of the Toledo Newspaper Company, publisher of the Toledo
News-Bee, and its editor, Negley D. Cochran, from the
decision of United States District Judge John M. Killits,
who found against them in contempt proceedings in con-
nection with the street railway litigation at Toledo. The
suit grew out of cartoons and editorials which were pub-
lished in the newspaper, criticising the United States District
Court.

New Carhouse to Be Built at Springfield.— Work will be
started at once upon the new Hooker Street carhouse of
the Springfield (Mass.) Street Railway, to which refer-
ence has been made in these columns. The carhouse job,
which will include new repair shop, storerooms, an as-
sembly hall and locker room, barber shop and restaurant,
will cost about $250,000. It is hoped to complete it by Jan.
1, 1917. The carhouse proper will have a frontage of 205
ft. on Main Street and will have a depth of 190 ft. It will
be one story in height and of brick and concrete construc-
tion, having a yard with, storage and loop trackage facili-
ties. It is also expected, within the above estimate, to
remodel the present carhouse at Carew Street to a con-
siderable extent.

Proposal Made for Financing Toledo Commission. — At a
meeting of the street railway commission of Toledo, Ohio,
on May 16, it was announced that John N. Willys, of the
Willys-Overland Company, proposed to finance the work
of the commission. N. D. Cochran and N. C. Wright,
members of the finance committee, reported that provision
would be made in the franchise to be formulated to reim-
burse Mr. Willys. It was reported at the meeting that
Henry L. Doherty was still too ill to confer with the com-
mission and that no progress can be made until a number
of preliminary matters are discussed with him. It seems
unlikely that any work of importance can be done until
the latter part of June and perhaps later. In the mean-
time Judge Ralph Emery will report on a number of legal
points involved in the plan which the commission is work-
ing out.

Washington Suburban Line Employees Strike. — Although
the Washington & Old Dominion Railway, Washington,
D. C, expressed its willingness to carry out the arbitration
agreement in every way, the employees announced on the
morning of May 12 that they would strike at 4 p. m. if the
company did not comply with their renewed demands for
increased wages, changes in working conditions and in hours
of labor identical with the original demands, which were
refused by the company. Temporary restraining orders in
Washington and Virginia were obtained by the company
against about 150 former employees to prevent interference
with the company in the conduct of its interstate commerce
and the carrying of United States mail. A hearing on this
injunction was set for May 25. On May 20 W. B. Emmert,
general manager, announced that cars were being run and
many passengers carried. He also said a number of strikers
had returned to work and that many others had taken advan-
tage of the company's offer to consider applications of for-
mer employees.

Storm Damages Western New York Lines.— Western New
York interurban lines, especially those operating in the
southern tier of counties, were seriously affected by the
series of cloudbursts following a continuous rainfall on
May 13-15. Property damage estimated in excess of
$1,000,000 was done by the high water. The electric rail-
ways operating in Olean and those entering the city were
forced to abandon regular schedules. Sections of track,
were washed away along the Western New York & Penn-
sylvania Traction Company's line and a concrete culvert
was also destroyed. In some parts of the city the water
was 16 ft. deep. No attempt was made to operate cars

on the line between Olean and Hornell owing to high water.
In Batavia car service in West Main Street was stopped and
boats were pressed into service. Two miles of tracks be-
tween Batavia and Attica were destroyed. The line be-
tween Perry and Silver Lake was washed out near Fairview
and service was temporarily interrupted. At one time the
water threatened to destroy the floodgates in the power
race in Mount Morris. Laborers strengthened the gates
with mud and sandbag embankments. The electrical storm
which followed the cloudbursts temporarily crippled many
of the small electric power plants feeding the interurban
lines. The damage was confined exclusively to Cattarau-
gus, Chautauqua, Wyoming, Genesee and Allegheny coun-
ties and the southern part of Erie County. None of the
lines operating out of Buffalo experienced difficulty.

PROGRAMS OF ASSOCIATION MEETINGS

Central Electric Railway Association

The committee in charge of the midsummer meeting and
boat trip of the Central Electric Railway Association an-
nounces that a very large number of applications for
reservation of staterooms and tickets have been received.
The rule of "first come, first served" is being followed in
assigning accommodations. The steamer South American,
on which the trip will be made, has state rooms for 500
people. The steamer will sail from Toledo at 11 a. m.,
central time, on June 27. The tour will cover the route up
the Detroit River, through Lake St. Clair and the St. Clair
River, up Lake Huron to "The Soo" and through the St.
Mary's River, then to Mackinaw Island for a half-day stop
and then down Lake Michigan to Benton Harbor or Chi-
cago. This is a trip of nearly 800 miles. The committee
announces that a stop of an hour will be made in Detroit
and that mail to be delivered at Mackinaw Island, Mich.,
should reach there early the morning of June 29. The
party will disembark at Benton Harbor and Chicago on
the afternoon of June 30. Reservations should be sent to
John Benham, 15 South Throop Street, Chicago.

Arkansas Association of Public Utility Operators

The program has been announced for the meeting of the
Arkansas Association of Public Utility Operators to be
held at Little Rock, Ark., on June 6, 7 and 8. The session
on June 6 will be begun at 2 p. m. The delegates will be
welcomed by Mayor Charles E. Taylor of Little Rock.
H. C. Couch, president of the association, will respond. The
reports of the executive committee and of the secretary and
treasurer will then be presented. Mr. Couch will then make
his address as president. The program of papers of interest
to electric railway operators is as follows:
June 6

"Co-operation of Association Members for Mutual Bene-
fit," by C. J. Griffith, general manager of the Little Rock
Railway & Electric Company.

June 7

"How to Obtain Proper Relation Between Employees
and Company," by F. Law, manager of the Russellville
Water & Light Company.

June 8

"The Troubles of Central Station Operators and Their
Remedies," by B. C. McKinnon, manager of the Eldorado
Light & Power Company.

"Relation of Power Factor to Central Station Costs," by
Fred Johnson, district manager of the Wagner Electric
Company, St. Louis, Mo.

"Commercial Publicity," by W. F. Moody of the new-
business department of the Arkansas Light & Power Com-
pany, Arkadelphia, Ark.

There will be a theater party at 8.30 p. m. on June 6.
On June 7, at 3 p. m., there will be a Jovian rejuvenation.
On the same day and at the same time as the rejuvenation
there will be an automobile ride for the ladies. At 8 p. m.
on June 7, the banquet of the association will be held at the
Hotel Marion. Following the presentation of the paper
by Mr. Moody on the afternoon of June 8, new officers will
be elected for the association.

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

1015

Financial and Corporate

ANNUAL REPORTS

Hudson & Manhattan Railroad

The comparative income statement of the Hudson & Man-
hattan Railroad, New York, N. Y., for the calendar years
1914 and 1915 follows:

, 1915 , , 1914 v

Per Per

Amount Cent Amount Cent

Gross revenue — passenger fares. $3,477,695 93.3 $3,490,880 93.1

Miscellaneous revenue from rail-
road operations :

Advertising $121,149 3.2 $150,689 4.0

Other car and station privi-
leges 69,026 1.9 66,803 1.8

Sale of power 12,081 0.3 3,618 0.1

Miscellaneous transportation

revenue 15,443 0.4 10.949 0.3

Other miscellaneous revenue.. 30,591 0.8 28,008 0.7

Total miscellaneous railroad

revenue $248,293 6.6 $260,069 6.9

Total railroad revenue $3,725,989 100.0 $3,750,950 100.0

Operating expenses of railroad :
Maintenance of way and struc-
tures $269,424 7.2 $260,801 6.9

Maintenance of equipment. .. . 179,676 4.8 159,256 4.2

Power 243,508 6.5 245,478 6.5

Transportation expenses 615,302 16.5 622,485 16.6

Traffic expenses 1,110 0.6 1,625 0.1

General expenses 147,573 4.0 157,692 4.2

Total operating expenses of

railroad $1,456,595 39.1 $1,447,339 38.6

Net operating revenue from rail-
road $2,269,393 60.9 $2,303,610 61.4

Taxes on railroad operating

property 272,237 7.3 251,205 6.6

Net income from railroad opera-
tion $1,997,156 53.6 $2,052,405 54.8

Net Income from outside oper-
ations 982,627 26.4 997,270 26.5

Total income from all operating

sources $2,979,783 80.0 $3,049,676 81.3

Non-operating income 43,111 1.1 28,627 0.7

Gross income $3,022,895 81.1 $3,078,304 82.0

Income deductions prior to

bond interest 243,765 6.5 236,790 6.3

Net income applicable to bond

interest..! $2,779,130 74.6 $2,841,513 75.7

Bond interest on N. T. & J.
5's, first mortgage 4i/2's and
first lien refunding 5's 2,137,998 57.4 2,121,007 56.5

Balance of net income available
for interest on adjustment
income bonds $641,132 17.2 $720,506 19.2

During the last calendar year the company suffered a
slight lo3S of $13,185, or 0.3 per cent, in gross revenue
from railroad operation, this arising mostly from de-
creases in passenger revenue and advertising revenue. The
railroad operating expenses (including depreciation)
showed an increase of $9,256, or almost 0.7 per cent, and
taxes increased $21,032, or 8.3 per cent, so that the rail-
road income decreased $55,249, or 2.6 per cent. The in-
crease in operating expenses arose mostly from higher ex-
penditures for maintenance of way and structures and
equipment, with decreases in the other items. After taking
in the decreased net income from the Hudson Terminal
Buildings and other outside operations and the increased
non-operating income, the gross income applicable to fixed
charges showed a loss of $55,409, or 1.8 per cent for the year,
and the small increase in income deductions other than bond
interest raised the loss in net income applicable to bond
interest to $62,383 or 2.2 per cent. The balance of net
income for the period available for interest on the adjust-
ment income bonds was less by $79,374, or 11.0 per cent,
than in 1914.

From January to September the passenger traffic showed
decreases as compared with the same months in 1914, but
it is noted that the traffic of the company had shown a
normal growth prior to August, 1914, when the European
war broke out. Since the full effects of the war did not

begin to operate against the company's business until Sept.,.
1914, it was not until Oct. 1, 1915, that significant com-
parisons in traffic could be made. Since this time, the-
business of the company has shown such satisfactory in-
creases as almost to overcome the decreases of the prior
months of 1915. Beginning with October, the traffic over
the uptown lines showed increases for the first time since
the installation of the 7-cent fare.

The following table gives some comparative traffic sta-
tistics for the last two calendar years:

Number of passengers carried 59,915,192 59,900,25T

Number of passengers carried per

mile of road '7,048,846 7,047,089

Number of passengers per revenue

car-mile 7.68 7.54

Passenger revenue per mile of road. . $409,140 $410,691

Gross railroad operating revenue per

mile of road 438,351 441,288

operating expenses (excluding taxes)

per mile of road 171,364 170,275

Net railroad operating revenue per

mile of road 266,987 271,013:

Passenger revenue per revenue car-
mile $0.4456 $0.4393?

Gross railroad operating revenue per

revenue car-mile 0.4774 0.4720"

Operating expenses (excluding taxes)

per revenue car-mile 0.1866 0.1821

Net railroad operating revenue per

revenue car-mile 0.2908 0.2899'

Passenger revenue per passenger. . . . $0.0580 $0.0583'

Gross railroad operating revenue per

passenger 0.0621 0.0626.

Operating expenses (excluding taxes)

per passenger 0.0243 0.024Z

Net railroad operating revenue per

passenger 0.0378 0.0384

Westinghouse Electric & Manufacturing Company

The income statement of the Westinghouse Electric &
Manufacturing Company, East Pittsburgh, Pa., for the fiscal
year ended March 31, 1916, follows:

Gross earnings, sales billed $50,269,239'

Cost of sales — factory cost, including depreciation. . . 40,839,344

Net manufacturing profit $9,429,895

Other income 1,106,789

Gross income $10,536,625

Deductions from income 869, 83T

Net Income available for dividends $9,666,788

The sales billed and the net income for the year were in
excess of the results for any previous year in the company's
history. In 1915 billed sales totaled $33,671,485 and net in-
come $2,009,744. The increase was due partly to munition
orders, the shipments of which totaled $8,578,266. The
total orders for war munitions booked by the company, its
proprietary companies and the Westinghouse Machine Com-
pany amounted to approximately $96,527,000. These orders
included firm orders, orders subject to cancellation for un-
delivered goods upon the payment of an agreed profit, and.
orders subject to cancellation upon three months' notice to
stop work. Nearly all of the work upon war munitions is
being carried on at plants constructed or acquired especially
for this class of business, and thus does not interfere with
the regular output.

The value of orders received during the year, exclusive of
orders for war munitions, was $58,218,171, and the value of
unfilled orders as of March 31, 1916, for the regular products
was $22,097,995, as compared with $5,464,965 at the same
date of last year. (The value of unfilled orders as stated in
the report of March 31, 1915, included $3,486,445 for war
munitions.) During the early part of the year the East
Pittsburgh works were operating considerably below their
capacity, but the regular business has increased so that they
are now operating at full capacity on regular products.

The surplus at the close of last year was $7,473,411, which
was increased during the year by net income and other
credits to $17,166,496. Dividends were paid upon the pre-
ferred stock at 7 per cent per annum and the common stock
at 4 per cent per annum for the first quarter and at 6 per
cent per annum for the remaining three quarters. "De-
ferred charge for expenses" in connection with the bond
issues of 1906 and 1915, which had been carried in sus-
pense, has now been entirely written off, the amount being
$1,080,266. "Patents, charters and franchises" have been
reduced by $1,894,057 and that amount charged against sur-

1016

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 22

plus. For the purpose of eliminating all items in the nature
of good-will, the amount of $1,875,000, heretofore included in
"Investments" and representing the excess of book value
over the par value of the capital stock of the Perkins Elec-
tric Switch Manufacturing Company, has been written off
against surplus. At the end of the present year the re-
maining surplus was $9,246,707.

OPTION TAKEN ON DALLAS PROPERTIES

United Electric Securities Company Is Considering Purchase

Upon Basis of City Co-operation

At the request of the United Electric Securities Com-
pany Stone & Webster have given an option on their hold-
ings in the Dallas traction, lighting and terminal proper-
ties. The United Electric Securities Company will ex-
ercise this option and take over the interests of Stone &
Webster only in case Dallas people will participate with
them both in the reorganization and in the financing and
management of these public utility properties under ac-
ceptable franchises.

If this option is exercised, the Dallas Electric Corpora-
tion, the holding company, organized under the laws of the
State of Maine, will be dissolved; the Consolidated, Metro-
politan and Rapid Transit traction lines will be merged
in a new local company to be organized under the laws of
Texas, and it is expected that this company will acquire,
by lease or in some other way, the local Oak Cliff lines and
operate them as a unit with the Dallas traction lines; the
lighting and power properties will be separated from the
traction properties and will be reorganized, owned and
operated by a local Texas company.

J. P. Strickland, Dallas, and his associates have ex-
pressed a willingness to co-operate in the financing and re-
organization of the light and power company, and to un-
dertake its management. No definite plans have been
formed as to the traction lines, and none will be until after
the arrival of J. A. Trawick, vice-president of United Elec-
tric Securities Company. In the event the above plans
cannot be worked out with the city authorities and the
local people the United Electric Securities Company will
not exercise its option to purchase.

It was later announced that Charles W. Hobson, presi-
dent of the Southwestern General Electric Company, would
head the local corporation which is planned to take up the
task of reorganizing the street railway system of Dallas
and that Mr. Strickland would be in executive charge of
the electric light and power properties which will be placed
under a separate corporation from the street railways.
It was also stated that steps would shortly be taken to
secure modifications of the traction and light franchises
adopted at the election on April 4. In the meantime, work
along the lines of financial and operating reorganization
of the properties will be carried on.

CITIES SERVICE TO INCREASE CAPITALIZATION

A special meeting of the stockholders of the Cities Serv-
ice Company, New York, N. Y., has been called for June 29,
at which time the stockholders will be asked to approve
an increase in the authorized capitalization of the company
from $65,000,000 to $100,000,000. The increase is to be
from an authorized $40,000,000 of preferred stock to $60,-
000,000, and from an authori»«d issue of common stock of
$25,000,000 to $40,000,000.

The former contract having expired, the Cities Service
Company has entered into a new contract with Henry L.
Doherty & Company by which it will pay in cash only the
actual expenses incurred in the management and operation
of these properties, but as further compensation the Cities
Service Company has given to Henry L. Doherty & Com-
pany an option on $3,000,000 of common stock at $225 a
share, and also the right to purchase at $250 a share one-
third of all other common stock which may be issued in the
next five years. This contract provides that in considera-
tion of the granting of these options Doherty & Company
agree to turn over to the Cities Service Company all their
present public utility properties and to conduct all opera-
tions in the public utility properties and oil properties in
behalf of the Cities Service Company, and that Doherty &
Company shall have the right to take up and operate for

their own account or for other parties only such properties
as have first been offered to the Cities Service Company at
cost and their purchase declined by that corporation.

In addition to the regular annual rate of 6 per cent in
cash, beginning Aug. 1, 1916, the Cities Service Company
will also pay 2 per cent on the common stock in common
stock on Sept. 1 and an additional 4 per cent in common
stock on Dec. 1. The board abo expects to pay 6 per cent
in common stock in 1917 and thereafter to increase the divi-
dends paid in common stock 3 per cent each year so long
as earnings of the company justify this policy.

The directors have voted to make an offer to the stock-
holders of the Toledo Traction, Light & Power Company to
take over their holdings of preferred and common stocks
at approximately their present market prices. The same
offer will also be made to the stockholders of the Lincoln
Gas & Electric Light Company and to those of the Mont-
gomery Light & Water Power Company. An offer will also
be made to the holders of the preferred stock of the Elec-
tric Bond Deposit Company by which they may exchange
their stock share for share for preferred stock of the Cities
Service Company.

BOSTON ELEVATED SEEKS FINANCIAL AID

Appeals to Governor for Commission to Examine Need for

Increased Net Revenue

In a letter addressed to Governor McCall of Massachu-
setts on May 22 and signed by Henry S. Lyons, secretary
for the board of directors, the Boston Elevated Railway ap-
pealed for the appointment of a recess commission to report
to the next Legislature whether the State should take any
action with a view to enabling the company to obtain a
net revenue adequate for its corporate and public purposes.
The letter set forth that at present the company is unable
to obtain the additional capital necessary to equip the tun-
nels and rapid transit lines under construction and to make
other additions and improvements for the reason that it
has already issued the amount of bonds allowed by the law
and is unable to sell its stock at par, which is the minimum
price required by law. The letter also stated that the re-
sults of the present fiscal year have confirmed the opinion
previously expressed and held by the company, that with
the present rate of fare which it is permitted to charge,
the transfer privileges which it is compelled by its charter
to grant, the rentals for subways already constructed and
in process of construction, and the other burdens and
charges to which it is subject, it will be impossible for the
company to continue to raise capital required to provide
additions and improvements to the property, entirely apart
from the ability to earn a reasonable return on the money
invested. Unless some other remedy looking toward radi-
cally increased net revenue is provided it is absolutely neces-
sary that some modification be made in the company's exist-
ing contract with the State. Reference was made in the
communication to the investigation reported by the Public
Service Commission to the Legislature on April 9, 1915.
The Governor has sent a special message to the Legislature
recommending the establishment of a commission composed
of the Public Service and the Boston Transit Commissions,
and additional members to conduct the desired inquiry.

CONSOLIDATION OF UTAH LINES PROPOSED

Negotiations are under way for the merger of the three
corporations now operating electric lines in Utah and
southern Idaho. The railroads involved are the Bamberger
line (the Salt Lake & Ogden), the Orem line (the Salt
Lake & Utah) and the Ogden, Logan & Idaho Railway.
These three companies, some time ago, appointed the same
operating officials for each of the lines. A consolidation of
the corporations would give the new company control of
a continuous line from Preston, Idaho, the northern ter-
minus of the Ogden, Logan & Idaho line, to Payson, Utah,
the southern terminus of the Orem line, a distance of 213
mile3. The three companies together have $9,500,000 of
stock outstanding and about $15,000,000 of bonds. Emil G.
Schmidt, president of the Des Moines (Iowa) City Rail-
way, and F. C. Chambers, electrical engineer of the com-
pany, are understood to have inspected the properties in
the interest of capital which has under consideration the
matter of participating in the merger.

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

1017

American Cities Company, New York, N. Y.— The gross
earnings from ali sources of the combined constituent com-
panies of the American Cities Company for the calendar
year 1915 amounted to $14,203,898, a decrease of $618,207,
or 4.2 per cent as compared to the 1914 results. The op-
erating expenses and taxes totalled $9,171,021, an increase
of $37,439, or 0.3 per cent, so that the net earnings at
$5,032,877 represented a decrease of $655,646, or 11.5 per
cent. The deductions from income totalled $3,651,442, an
increase of $170,469, or 4.9 per cent, thereby making a de-
crease of $826,115, or 37.4 per cent, in the $1,381,435 of
income applicable to dividends on stock. The decrease in
gross earnings was caused entirely by the general busi-
ness depression and jitney competition, both of which con-
ditions were only temporary, as was shown by the increased
earnings in the last three months of the year effected by
the adjustment of business conditions and the regulation
of jitney competition.

Central Park, North & East River Railroad, New York,
N. Y. — In sustaining a decree of the lower court, Judge
Buffington, in the United States Court of Appeals, at Phil-
adelphia, Pa., has dismissed the suit of Richard B. Kelly,
New York, against George W. Elkins and the estates of
P. A. B. Widener and Thomas Dolan. Mr. Kelly was a
minority stockholder in the Central Park, North & East
River Railroad, a subsidiary of the Metropolitan Street
Railway. He alleged that the defendants, directors of the
company in which he was a stockholder, had wasted more
than $2,000,000 of the assets of the company. The action
in this case was referred to in the Electric Railway
Journal of Jan. 16, 1915; March 13, 1915, and Dec. 18,
1915.

Choctaw Power & Light Company, McAlester, Ohio. —
The Choctaw Power & Light Company has filed articles of
incorporation under the laws of the State of Maine with a
capital stock of $2,500,000, presumably as the successor to
the Choctaw Railway & Lighting Company, the property of
which was sold under foreclosure on April 8, as noted in the
Electric Railway Journal of April 15, page 752.

Cincinnati, Dayton & Toledo Traction Company, Hamil-
ton, Ohio. — Application for the appointment of a receiver
for the Cincinnati, Dayton & Toledo Traction Company
was filed in the Common Pleas Court of Butler County,
Ohio, on May 12 by Albert D. Alcorn, Cincinnati. Mr. Al-
corn alleges that he holds five $1,000 bonds of the company
on which the interest has been overdue for some time. He
says that the board of directors of the company ha3 taken
no steps to protect the bondholders, since it has allowed
the Ohio Electric Railway to continue to operate the road,
although in default for the payment of its rent. He asks
that the company be enjoined from turning over its affairs
and property to the bondholders' committee. A three-day
conference between Randall Morgan, head of the syndicate
which controls the Ohio Electric Railway, and the bond-
holders' committee had ju3t been concluded in Cincinnati
at the time Mr. Alcorn presented his petition. J. M. Hut-
ton, chairman of the committee, made the following state-
ment: "There have been a number of conferences, but no
conclusions have yet been reached. There are problms in
the future requiring large sums of money, such as expendi-
tures to connect with the loop, conservation plans and the
maturing of underlying first mortgages, one of which falls
due in July. These matters will all require a good deal of
consideration and some time to solve." The company has
filed an answer to the petition of Mr. Alcorn in which it
makes a general denial of the allegations set forth. Some
months ago a proposal was made to the company for the
modification of the lease under which the road is operated
by the Ohio Electric Railway. The likelihood wa3 also re-
ported at one time of the committee representing the bond-
holders reorganizing the company with the end in view of
having the company operate its own line.

Columbus Railway, Light & Power Company, Columbus,
Miss.— Interests headed by R. T. Fant, Memphis, Tenn.,
are reported to have acquired the property of the Colum-
bus Railway, Light & Power Company. It is stated that
Mr. Fant ha3 been elected president, succeeding C. F. Sher-
rod. Charles Hayes is to continue as superintendent.

Denver (Col.) Tramway.— F. W. Hild and John W. Morey
have been elected directors of the Denver Tramway, suc-
ceeding J. A. Beeler and Thomas F. Keely. Mr. Hild is
general manager of the company.

Detroit (Mich.) United Railway. — The Detroit United
Railway has notified the holders of the first consolidated
mortgage 5 per cent gold bonds of the Detroit Electric
Railway, numbered 1 to 1000, both inclusive, that they fall
due and will be paid on presentation at the office of the Cen-
tral Trust Company, New York, N. Y., on June 1, 1916.

Kansas City (Mo.) Railways. — The board of directors of
the Kansas City Railways met on May 22 in Kansas City.
Ford Harvey, formerly one of the receivers of the Metro-
politan Street Railway, and Frank Hagerman, attorney for
the receivers, resigned as company directors. Their places
were filled by the election of J. E. Gibson, general manager
of the company, and Clyde Taylor, general counsel. The
other company directors are P. J. Kealy, C. W. Armour,
R. J. Dunham and E. F. Swinney. The five city directors
are W. T. Kemper, John H. Wiles, F. C. Niles, D. M. Pinker-
ton and John W. Wagner. The board will hold regular
meetings the first Wednesday of each month.

Lancaster & York Furnace Street Railway, Millersville,
Pa. — The reorganization of the Lancaster & York Furnace
Street Railway has been completed. The bondholders, who
took the property from the receivers' hands, have chosen
the following directors: Paul Heine, Dr. A. B. Bausman,
Eli G. Reist, Elam H. Myers, J. W. Gardener, J. B. Harnish,
Amos M. Landis and Martha H. Davis. The board organ-
ized by electing Paul Heine president; J. B. Harnish, vice-
president; Elam H. Myers, treasurer; John H. Myers, sec-
retary; John H. Ware, general manager. The road has
resumed operations, after having been closed since early
last January.

Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio. — The Mahoning Valley Railway has
been authorized to issue $117,181 of its improvement and
refunding mortgage bonds and deliver them to the Ma-
honing & Shenango Railway & Light Company in payment,
at par, for advances made by it for the construction of
additions, extensions and improvements from Nov. 1, 1915,
to March 31, 1916.

Metropolitan Street Railway, Kansas City, Mo. — Ford F.
Harvey has been discharged by Judge William C. Hook of
the United States Circuit Court at Kansas City, as one of
the receivers of the Metropolitan Street Railway. Herman
Brumback has also been discharged as special master. Rob-
ert J. Dunham remains as receiver to close up such business
as still remains under the receivership. A change in the
board of directors of the successor company, the Kansas
City Railways, is published above.

Mexico (Mex.) Tramways.— The New York office of the
Pearson Engineering Corporation reports that the relations
between the Mexico Tramways and the Mexican interven-
tionists, who took over the operation of this property in Oc-
tober, 1915, are of a very pleasant and satisfactory nature.

New Orleans Railway & Light Company, New Orleans,
La. — Bertron, Griscom & Company, New York, N. Y.,
Reilly, Brock & Company, Philadelphia, Pa., and the Hi-
bernia Bank & Trust Company, New Orleans, La., have
bought from the New Orleans Railway & Light Company
$3,250,000 of refunding and improvement 5 per cent bonds
and $3,250,000 of two-year 6 per cent notes. The proceeds
will be used to pay off maturing notes amounting to $4,-
000,000 and to buy $1,000,000 of the company's French
series of refunding and improvement bonds, as well as
supply funds for improvements. The new notes are being
offered at par and interest.

Philadelphia Company, Pittsburgh, Pa. — Holders of the 5
per cent preferred stock of the Philadelphia Company are
to receive further opportunity to exchange their holdings
share for share for 6 per cent cumulative preferred 3tock
up to and including July 15 upon payment of $3 per share,
subject to the adjustment of the dividends as of the date
of deposit of the 5 per cent preferred stock.

Pittsburgh (Pa.) Railways. — The United Traction Com-
pany has answered in the District Court of the United

1018

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

States at Pittsburgh the application for a receiver for the
company, asked for by Charles E. Estlack, Woodbury, N. J.,
on behalf of himself and all other preferred stockholders.
The company denied that the Philadelphia Company and
the Pittsburgh Railways have failed to keep the property
in proper operating condition. On the contrary, the answer
says "the property of the United and its subsidiary com-
panies is in better condition now than it was at the time
of the making of the operating agreement." It is denied
that the net earnings of the United Traction Company
were large enough to pay fixed charges, a dividend of 5
per cent upon the preferred stock, and to show a surplus
to the credit of the company, if the charges, which were
properly charges of maintenance, had been so made, and if
reserves had been properly set up for injury and damage
claims not settled, and for depreciation and obsolescence.
It is averred that under the methods which prevailed at
that time of keeping the books of a public service corpora-
tion, charges were made to capital account which the com-
panies are now compelled to pay to maintenance or against
reserves set aside out of the earnings, and, while the di-
rectors and officers of the company followed the usual cus-
tom in their methods of keeping the books, such method is
not now followed.

Public Service Corporation of New Jersey, Newark, N. J.
— The gross increase in total business of the Public Service
Corporation of New Jersey for April, 1916, was $369,992,
or 12.8 per cent, as compared to April, 1915. The balance
available — after payment of operating expenses, fixed
charges, sinking fund requirement, etc. — for amortization,
dividends and surplus was $350,037, and the increase in
surplus available for dividends was $84,322. For the four
months ended April 30, 1916, the gross increase in total
business amounted to $1,599,234, a percentage of increase
of 13.6 per cent. The balance available for amortization,
dividends and surplus was $1,562,965, and the increase in
surplus available for dividends totaled $387,879.

Seattle, Renton & Southern Railway, Seattle, Wash. —
Scott Calhoun and Joseph Parkin, receivers of the Seattle,
Renton & Southern Railway, have recommended to Superior
Judge A. W. Frater that the bid of F. J. Carver, an attor-
ney representing undisclosed clients, be accepted for the
property. Mr. Carver submitted a bid to the court on May
12. His proposal to the bondholders and creditors is to
assign their claims to his clients, who will subscribe $375,000
in cash for the present needs of the road, exchanging sec-
ond mortgage bonds with the present bondholders, and pre-
ferred stock with the common creditors, his clients to retain
the first mortgage bonds and the common stock, so that
they may operate the property. A certified check for
$10,000 has been deposited with the receivers of the line
by Mr. Carver. Judge Frater has fixed May 25 as the date
for confirming the sale. The court will then decide whether
the bid of $1,200,000, the minimum price set by it for the
property, made by clients of Attorney Carver, or the same
amount bid by clients of John C. Higgins, representing
Peabody, Houghteling & Company, will be accepted.

Southern Public Utilities Company, Charlotte, N. C—
E. H. Rollins & Sons, New York, N. Y., are offering for
subscription at 97 and interest, to yield more than 5.20 per
cent, $900,000 of Southern Public Utilities Company fir3t
and refunding mortgage 5 per cent bonds due on July 1,
1943. A statement of earnings of the company for the
year ended March 31, 1916, shows as follows: Gross in-
come, $1,645,965; operating expenses and taxes, $986,580;
net income, $659,385; interest on $5,488,500 of outstand-
ing bonds, $278,420; surplus, $380,965.

West Penn Traction Company, Pittsburgh, Pa. — An extra
dividend of 2% per cent has been declared on the $6,500,000
of preferred stock of the West Penn Traction Company on
account of accumulated dividends along with the regular
quarterly 1% per cent dividend. Both dividends are pay-
able on July 15 to holders of record of July 1. The quar-
terly dividends on the preferred stock, beginning with the
Oct., 1914, to and including the Jan. 1, 1916, payments, were
deferred. Quarterly distributions were resumed on April
15, 1916, when one-half of 1 per cent extra was paid on
arrears.

DIVIDENDS DECLARED

American Railways, Philadelphia, Pa., quarterly, 1 per
cent, common.

Northern Ohio Traction & Light Company, Akron, Ohio,
quarterly, 1V4 per cent, common.

Northern Texas Electric Company, Fort Worth, Tex.,
quarterly, 1 per cent, common.

West Penn Railways, Pittsburgh, Pa., quarterly, 1*4 per
cent, preferred.

West Penn Traction Company, Pittsburgh, Pa., quarterly,
1% per cent, preferred; 2% per cent on account of ac-
cumulated preferred dividends.

ELECTRIC RAILWAY MONTHLY EARNINGS

BATON ROGUE (LA.) ELECTRIC COMPANY

Operating Operating Operating Fixed Net

Period Revenue Expenses Income Charges Income

lm., Mar., '16 $16,199 *$8,999 $7,200 $3,461 $3,739

1 15 14,853 *9,028 5,825 2,088 3,737

2 16 197,636 »106,935 90,701 30,989 59,712

2" " '15 180,222 *112,592 67,630 25,034 42,596

lm., Mar., '16 $7,097 *$8,466 t$l,369 $1,101 f$2,470

1 15 7,006 »6,854 152 1,135 t983

12" " '16 116,967 »98,618 18,349 13,384 4,965

12 15 122,452 •101,311 21,141 13,345 7,796

CAPE BRETON (N. S.) ELECTRIC COMPANY, LTD.

lm., Mar., '16 $27,866 '$19,940 $7,926 $6,451 $1,475

1 15 23,495 »15,666 7,829 6,543 1,286

12 16 371,850 '215,629 156,221 78,780 77,441

12 15 344,248 *209,008 135,240 78,123 57,117

CITIES SERVICE COMPANY, NEW YORK, N. Y.

lm., April, '16 $638,491 $20,670 $617,821 $41,631 $576,190

1 " ." '15 342,336 15,298 327, 03S 40,833 286,205

12 16 5,591,248 195,589 5,395,659 500,166 4,895,493

12 15 3,946,538 137,607 3,803,931 466,666 3,342,265

COLUMBUS (GA.) ELECTRIC COMPANY

lm.,Mar., '16 $66,735 »$28,272 $38,463 $28,705 $9,758

1 " " '15 55,582 »26,186 29,396 28,791 605

12" " '16 752,394 '328,458 423,936 344,242 79,694

12 15 690,773 *307,168 383,605 336,079 47,526

DALLAS (TEX.) ELECTRIC COMPANY

lm., Mar., '16 $159,828 '$100,143 $59,685 $36,779 {$24,906

1 15 144,815 *89,420 55,395 33,428 21,967

12 " " '16 1.851,642 '1,140,849 710,793 414,454 $303,539

12 15 2,110,020 '1,204,413 905,607 390,933 514,674

EASTERN TEXAS ELECTRIC COMPANY, BEAUMONT, TEX.

'16 $62,339

■15 52,189

•16 761,575

'15 670,976

'$34,888 $27,451 $8,867 $18,584

•31,984 20,205 8,772 11,433

•398,230 363,345 105.630 257.715

>391,985 278.990 1(13, 352 175,637

EL PASO (TEX.) ELECTRIC COMPANY

'16 $86,491 '$47,940 $38,551 $4,810 $33,740

'15 78,329 '45,189 33,140 4,229 28,911

'16 1,014,837 '531,703 483,134 51,960 431,174

'15 1,020,917 '559,699 461,218 50,671 410.547

Mar., '16 $65,682 $35,789 $29,893 $20,525 {$13,147

'15 58,707 33,184 25,523 19,824 {9,564

'16 640,014 327,853 312,161 183,560 {149,351

'15 608,578 325,154 2S3.424 177,994 {129,497

JACKSONVILLE (FLA.) TRACTION COMPANY

$54,731
53,497
612,704
688,368

•$36,762
•37,426
•426,044
•463,722

$17,969
16,071
186,660
224,646

$2,529

426

6.479

VIRGINIA RAILWAY & TOWER COMPANY, RICHMOND, VA.

lm., Mar., '16

$474,338

399,491

4,206,648

3,860,783

$224,588 $249,750 $148,099 {$108,404

202,889 196,602 138,037 {65,021

1,967,998 2,238,650 1,301,756 {1,008,393

1,858,867 2,001,916 1,225,583 {836,154

•Includes taxes. tDeflcit. {Includes non-operating income.

MAY 27,. 1916]

ELECTRIC RAILWAY JOURNAL

1019

Traffic and Transportation

CASE AGAINST JITNEY STATED
Newspaper Shows Forcefully How Jitney Reacts to Rail-
way Patrons' Disadvantage

The case against the jitney was stated forcefully in the
Scranton (Pa.) edition of the Elmira (N. Y.) "Telegram"
of May 21. The article follows, substantially in full:

"Do you know that every time you ride in a jitney you
are striking at the street railway transfer and giving a
blow to the people who live in one side of the city and
work in the other side ? The street railway transfer is the
one big drawback in the management of modern street
railways. It is a condition of the past that does not ex-
actly fit into conditions brought about through modern
street railroading. The street railway companies would
give a great deal to abolish the transfer, for the reason it
would add more than 33 per cent to their daily earnings.
A quarter of a century ago, when street railway men
worked for 10 and 12 cents an hour and railway equip-
ment did not cost one-half of what it does to-day, in order
to humor councilmen who granted street railway franchises,
the companies were liberal with transfers and such were
put in the contracts. The street railway could afford to
issue transfers years ago, for few people lived very far
away from their labors. But now a man living in Dun-
more may be employed in Keyser Valley, and he is carried
5 or 6 miles for 5 cents. Similar conditions exist in several
parts of the city. The street car companies find little profit
in the long haul, and they would be very glad to abandon it.
But to break the contract the street railway company must
have a valid and a convincing proof.

"The Pittsburgh Railways has issued notice that it will
go before the Council and ask the privileges of increasing
fares under certain conditions. The company says it is
forced to do this to keep out of bankruptcy, as the recent
advance in wages to employees has added $500,000 a year to
the pay roll. The Pittsburgh company wants to charge 10
cents for all fares after midnight. It also wants to cut off
a number of transfer privileges. In other words the peo-
ple of Pittsburgh will have to pay the increase in wages
received by the street railway men, just as the consumer
will pay for the advance in wages received by the miners.
"As I have said, the company would be very much pleased
to get rid of the transfer. It is not only dead loss, but it
requires a lot of clerical work that otherwise would be
unnecessary. When the company goes before Council and
shows that it cannot meet operating expenses, owing to the
competition of the jitney, and that many people do not ap-
preciate the transfer privileges, Council will have facts
that cannot be overcome with ease, and sooner or later
the Council will be forced to enter into 3ome compromise
with the company to permit it to meet its pay roll and the
interest on its bonds. The result will be that this Council
or some other Council will permit the street railway to
abandon the transfer. This will add to the burden of the
working people. It will mean a dime where a nickel pays
the price to-day.

"Who is to blame? The jitney and the people who pat-
ronize it — the thoughtless people who do not understand
what they are bringing about. It is said the Scranton
Railway is losing $500 and $600 a day through the jit-
neys. The street railway pays the city $10,000 a year
for the use of the streets. The jitney does not pay the city
a cent. The street railway has spent millions of dollars
to lay pavement. The only contribution the jitney has for
the city is the wear and tear of the streets, the congestion
of traffic and the added danger to pedestrianism. The jitney
is a pirate. It refuses to obey a city ordinance passed a
year ago, requiring each jitney owner to furnish a bond
sufficient to cover any damages he may do to persons in or
out of his car. The jitney refuses to obey the ordinance
forbidding more than the seating capacity of the car. The
local courts have declared the ordinance constitutional.
The jitney people have taken an appeal to the Supreme

Court, which will give them another year to help kill the
street railway transfer. Many of the jitney owners belong
to other towns, men who have never paid a cent towards
the taxation of Scranton and yet come to Scranton and take
possession of the streets that have cost us millions of
dollars. The Public Service Commission, paid to look after
the care of people, drags along as if it3 purpose was to give
street railways the opportunity to go before Council and
seek the privilege to withdraw street railway transfers.
If you are going to give the jitney the right to collect 5
cents for the short haul, you are giving the street railway
the food it wants to set aside a contract that is in favor
of the people.

"The street railway employs 500 or 600 people in Scran-
ton, paying union wages. The jitneys employ no one. The
street railway employs union labor. The jitney people are
not unionized. Sixty-five per cent of the nickel you give
the street railway conductor goes to the labor of this city.
A hundred per cent of the nickel you give the jitney man
jroes, in many instances, outside the city."

BAY STATE FARE HEARINGS GOING FORWARD

At the hearing on May 16 at Boston in the Bay State
Street Railway fare case the cross-examination of R. M.
Feustel, the company's valuation expert, was resumed by
Arthur G. Wadleigh, counsel for the city of Lynn. It was
brought out that the company's total revenue for the year
ended June 30, 1915, was $8,819,633, the maximum revenue
being $961,932 in July, 1914, and the minimum $588,256, in
February, 1915. The average monthly revenue was $734,969.
The witness said that the heavier summer business was
largely of the all-day riding character. Some opportunity
existed for borrowing equipment from other divisions than
those handling the maximum loads. In regard to park and
similar special rate tickets the point was made that these
were omitted in the establishment of the proposed rate
schedule.

Mr. Feustel said that the major part of the proposed
tariff was drawn up by D. Dana Bartlett, New York, and
himself. After the valuation had been made and the prop-
erty allocated to the various operating routes, a long study
was made of the zone system in an attempt to fit it to the
property. This was found impracticable from the physical
collection standpoint and from the identification of passen-
ger standpoint, on certain congested territory. The re-
arrangement of the present system of fare collections was
then taken up by sizing up the deficit on the various lines,
going over the line carefully and getting information from
local superintendents as to the flow of traffic. As far as
possible the routes were terminated at neutral points be-
tween cities or towns from which traffic flows substantially
in both directions. In general, the local rate in cities was
set at 6 cents. New zones were fitted into certain lines
showing a large deficit and where the total through lengths
of ride seemed long for the fares paid.

The witness held that it would be difficult to find a single
traffic territory of the system which was paying a 7 per
cent return on the present fare basis unless such a terri-
tory were narrowed down to an individual city and the
5-cent fare collected in that city, with the existing transfer
limit. Lynn, Brockton, Lawrence and Salem might be con-
sidered as paying on the above basis, excluding the larger
community interests of each outside the cities. Mr. Feustel
said that in his opinion a promise to restrict rates in se-
curing a franchise can be shown to be absurd from the
standpoint of the people giving it and of those receiving it,
and that such promises should have no bearing in an
honest attempt to fix fair rates. No attention was paid to
the franchise requirements in reaching the rate schedule
now before the board for approval. If there was a loss in
operating a line the public must pay for it in the end, and
whether the public misapprehended the situation for the
moment should not enter into the fair fixing of the rate.
The witness said that "the method of getting franchises
and attempting to fix the fare in the franchise, regardless
of knowing what it was going to cost, was one of our un-
fortunate American methods of having a public utility deal
and trade with a public community, and it being as rough
a method as it is, it must fall down on both sides in many
cases." No moral issue could be seen in such cases in the
witness' opinion.

1020

ELECTRIC RAILWAY JOURNAL

[Vol. XLVIL No. 22

ALBANY FARE ARGUMENTS CONCLUDED

The hearings on the application of the United Traction
Company, Albany, N. Y., to the Public Service Commission
for the Second District for permission to increase its fare
between Albany and Troy from 10 cents to 15 cents were
closed on May 17. William E. Woollard, representing the
communities affected, declared that the company had failed
to show that it must have increased rates on any basis of
fair return on the property U3ed in the public service, but
had instead submitted a mass of figures showing only that
it was not able to meet the fixed charges on its capitaliza-
tion. H. T. Newcomb, for the company, refused to make
an oral argument. He declared his intention of filing a
brief later.

Mr. Woollard made his argument on the results of the
day's cross-examination of C. F. Hewitt, general manager,
and Wilson H. Elder, auditor of the company. During the
morning H. C. Hopson, the expert retained by the protesters
against the new fares, brought out that the company had
never set up any reserve for depreciation as required by the
Public Service Commission's uniform system of accounts.

Mr. Hewitt testified on the morning of May 17 that the
company had been unable to make new extensions because
it was not able to borrow the money necessary on account
of its poor credit. The company also submitted an exhibit
which purported to show that instead of the Hudson Valley
Railway being a drag on the United Traction Company the
traction company enjoyed a net return of $148,000 in 1915
from its interest in the Hudson Valley Railway. The United
Traction Company itself in 1915, according to these figures,
showed an operating loss of $219,929.

established to Palms, with through fares based on the sum
of the resulting reduced locals.

This was the final hearing in these cases, but the company
has until June 10 to put in further statistics of travel re-
quested by the commission, after which briefs will be filed
by the city and the company.

NEWARK JITNEY SUPPORTERS THREATEN APPEAL

The jitney situation in Newark, N. J., has become in-
volved by the co-enactment of the so-called Kates State law
designed to regulate jitneys, which has just become opera-
tive, and the regulatory ordinance passed by the local Board
of Works of Newark and said to be approved by Mayor
Raymond. On one side it is announced that the jitney sup-
porters will seek a writ of certiorari to review the action
of the Board of Works in passing the measure. On the
other is the statement of Trolley Inspector Crawford that
on May 27, with the aid of the police, he intends to proceed
under the Kates act by having every jitney owner who has
not filed a bond for insurance arrested.

There are at least 400 jitney owners in the city, Mr.
Crawford estimates. So far only about fifty of this num-
ber have filed bonds with him. His view is that the owners
of buses have had ample opportunity to file bonds, as by
May 27 practically two weeks will have been given for this
purpose. Of the 400 it is expected there are some who will
quit business as soon as an attempt is made to enforce the
law; in fact, about twelve already have announced such an
intention.

DEFENSE OF LOS ANGELES 5-CENT FARE CASES
Inadequate revenue formed the basis of the facts and
argument presented by the Pacific Electric Railway in oppo-
sition to the contentions of the city of Los Angeles, Cal., for
extension of 5-cent fare limits on various lines, described in
Electric Railway Journal of May 6, page 862. The com-
pany's case was presented on May 16, 17 and 18, at a hear-
ing before the California State Railroad Commission, in
Los Angeles, by President Paul Shoup, Traffic Manager
D. W. Pontius, Assistant Traffic Manager O. A. Smith, and
Chief Counsel Frank Kerr. Voluminous testimony was
offered in proof of the company's claims that revenue from
the districts to which extensions were demanded would not
be sufficient to warrant the extension of the lower fare, and
that revenue on the company's lines now existing does not
warrant any movement in the direction of reduced rates.
Statistics were presented showing the cost of operation on
the different lines, and the revenues, also a statement show-
ing that the company as a whole is not at the present time
making an adequate return on the investment in its fa-
cilities.

A statement of particular interest in connection with the
Palms case showed the loss in revenue which would result
by breaking down the through fares through the operation
of the long and short haul principle if the 5-cent fare were

CHICAGO ELEVATED BIDS PUBLIC'S CO-OPERATION

Elevated News, published in the interest of the elevated
railways of Chicago, took on a new form with the May
issue, changing from a four-page folder to an eight-page
booklet. In it appeared the announcement that the com-
pany hoped to become a medium through which co-opera-
tion of the public with the company and its employees
may be more fully developed and expressed. An article
entitled "Co-operation" reads as follows:

"In the operation of a public utility the co-operation of
the public with the company and its employees is essential
if the highest degree of efficiency and the best service are
to be attained. In the nature of things, it is impossible
for the officials entrusted with the management of the
elevated railroads to come in personal contact with the
hundreds of thousands who daily use the lines. The atti-
tude of the company toward its patrons must in a large
degree be reflected through the conduct of the employees
and the character of the service given.

"The management of the elevated railroad is frankly
desirous of establishing and maintaining the most har-
monious relations with its patrons. It realizes that a
pleased public is a most valuable asset. It recognizes that
there are human limitations beyond which the company
cannot go in the matter of service, but it desires to give
the best service possible within such limitations. It is
constantly trying to improve the service and believes that
its patrons appreciate that fact. Elevated News is issued
to help the company, its employees and patrons to become
better acquainted. We are all human and life's little irrita-
tions become less annoying when viewed with a little
human understanding. Instead of indulging in useless
criticism, let us all work together in a spirit of co-opera-
tion and in this way make for better service and a greater
Chicago in which we are all interested."

HEARING ON ADDITIONAL CARS FOR BROOKLYN

The Public Service Commission for the First District of
New York is conducting a hearing into the need for addition-
al surface cars on the Brooklyn Rapid Transit System. The
company contends that the opening of the new rapid transit
lines will release a sufficient number of cars to permit it to
give adequate service on all surface lines without purchasing
additional equipment.

William H. Smith, supervisor of inspectors for Brooklyn
for the commission, was a witness on May 15, 18 and 22. He
testified regarding the number of surface cars operated and
kept in reserve by the company. He also testified regarding
the number and types of cars operated in the congested sec-
tions during the rush hours and the average number of
standing passengers carried during the evening rush hours.
On May 22 D. L. Turner, engineer in charge of subway con-
struction, testified regarding the dates when the various sec-
tions of the dual subway system would be completed and the
rapid transit facilities the system would supply to various
sections of Brooklyn where there are no such facilities at
present. W. G. Gove, superintendent of equipment of the
company, testified on the same day regarding the inspection
and overhauling system of the company. He also spoke of
the present abnormal condition of the steel and copper mar-
ket and the increased cost of equipment if ordered at this
time. He expressed the opinion that it would be impossible
to secure new cars of the Brooklyn center-entrance type for
at least nine months. On May 24 W. S. Menden, chief engi-
neer of the New York Municipal Railway Corporation, testi-
fied regarding the relief which he expected would be afford-
ed the Brooklyn surface lines when the dual system was put
in operation. William Siebert, superintendent of surface
transportation, testified regarding the number of surface
cars which would be released when the new rapid transit
lines were opened and also the number of additional cars
needed for various extensions. The hearing was then ad-
journed until June 2.

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

1021

Chain Tickets Offered in New York.— A soldier of for-
tune has appeared in New York who is offering subway and
elevated tickets to the gullible under the old endless chain
scheme. This man is out of the West and made his way
to New York via Denver. He operates as the Economic
Ticket Company and claims to be new at the business. He
stated in an interview, however, that he had neither ad-
vertised nor used the mails in furthering his sales.

New York Smoking Rule to Stand.— The Public Service
Commission for the First District of New York decided,
on May 22, not to abrogate the present regulations as to
smoking in cars. This decision was made known in an
order denying the application of Charles Dushkind, secre-
tary and counsel of the Tobacco Merchants' Association
of the United States, asking that the commission rescind
the order of Sept. 16, 1913, which governed the conditions
en which smoking is permitted on certain cars of the sur-
face lines. The Tobacco Merchants' Association sought
also to have the commission issue an order requiring all
railroad companies operating elevated or surface lines in
the city to provide smoking cars or cars having smoking
compartments. The order of the commission now con-
fines smoking to the four rear seats of open cars and of
convertible cars. Similar requests of the advisory board of
the cigar makers' organization to the commission were also
denied.

Twin City's Broad Publicity Policy Delineated. — An en-
gaging description of the versatility shown by the Twin City
Rapid Transit Lines, St. Paul and Minneapolis, Minn., in
making its advertising produce results is contained in the
May 18 issue of Printers' Ink in the form of an article by T.
D. MacGregor entitled "Keeping Dividends Up by Putting
Advertising on the Payroll." The article maintains that an
intelligent and consistent policy of advertising for ten years
and the training of employees in courtesy and efficiency
have been important factors in the present success of the
company and its popularity with the press and public of its
territories. The development and influence of the company's
publicity department under the experienced hand of A. W.
Warnock, its general passenger agent, is outlined in the ar-
ticle. This publicity has assumed definite shape in the pub-
lication of bookets, folders and advertisements exploiting
the Twin Cities, their attractive surroundings and agreea-
ble method of transportation, and treating such subjects, for
example, as hints to employees on how to treat the public.
Full page advertisements have been frequently placed from
time to time in the newspapers urging the public to co-oper-
ate in reducing accidents. An unusual practice described is
that of publishing a display advertisement in the newspaper
occasionally explaining why cars were delayed beyond a pe-
riod of ten minutes.

New Bay State Folder Shows Through Routes. — A new
folder advertising trolley trips has been issued by the Bay
State Street Railway, Boston, Mass., under the direction
of Ralph M. Sparks, general passenger agent. The folder
contains sixteen pages and includes time-tables, halftones,
and descriptive matter relative to points of interest on the
company's system and its connections, with maps of the
Boston rapid transit lines and special trolley trips along the
north and south shores of Massachusetts and via interior
routes reached by the company's service. A new and im-
proved feature of the folder is a large map of the Bay
State system, on which all through car service is indicated
by carrying solid lines of various colors from terminus to
terminus. Important terminals or transfer points are
shown in circles, and where a through route begins or ends
at one of these it is so indicated upon the map, the line being
carried through the circle when the service is continued with-
out change to another point. Local lines are shown
with points of connection to through routes, and by
reference to the map the number of cars required for a
journey between any two points on the systems north and
south of Boston instantly can be ascertained. Lines of
other street railways in the territory are also shown. A
new route described in the folder covers the shore trip
from Boston to Portland, Me., ten hours and twenty min-
utes of actual running time being scheduled, with ten
changes en route.

Personal Mention

Mr. Fred C. Hornstein has resigned as general superin-
tendent of the Ephrata & Lebanon Traction Company, Leb-
anon, Pa., to accept a position as superintendent of station
erection with the New York Steam Company, New York.

Mr. W. B. Anderson is now assistant treasurer of the
Pensacola (Pa.) Electric Company, taking the place of Mr.
E. J. Seaborn, who is now with the Tampa Electric Com-
pany. Mr. Anderson was formerly in the treasurer's office
of the Tampa Electric Company.

Mr. E. Sears has been placed in charge of the maintenance
of electric equipment on the Chicago, Milwaukee & St. Paul
Railway, with headquarters at Deer Lodge, Mont. Through
a typographical error in an item in the Electric Railway
Journal for April 29 the name was printed Mr. E. Fears.

Mr. William von Phul, a member of the firm of Ford, Ba-
con & Davis, residing in New Orleans, has been appointed to
succeed Mr. Charles N. Black as vice-president and general
manager of the United Railroads, San Francisco, Cal., ef-
fective on June 1. Announcement of the appointment was
made in San Francisco on May 20.

Mr. Horace Fligg, of the engineering department of the
Denver (Col.) Tramway, has been granted leave of ab-
sence and has gone to Boston, Mass., where he is tem-
porarily associated with Mr. John A. Beeler, consulting
engineer to the Bay State Street Railway, in connection
with the fare case now before the Public Service Commis-
sion of Massachusetts.

Mr. H. A. Albin, who has had the supervision of the con-
struction and operation of the lighting and power plant of
the Lebanon Valley Light & Power Company in Schaeffers-
lown, Kleinfeltersville, Richland, Milback Springs and New-
manstown, Pa., has had added to his jurisdiction the posi-
tion made vacant by the resignation of Mr. Fred C. Horn-
stein as general superintendent of the Ephrata & Lebanon
Traction Company.

Mr. Philip D. Laird of Montgomery County has been ap-
pointed a member of the Public Service Commission of
Maryland, succeeding Mr. W. L. Henry, whose term has ex-
pired. Mr. Laird was formerly chairman of the commission,
but resigned about a year ago because of ill health. He has
now recovered. The new commissioner was speaker of the
House of Delegates in the last Maryland Legislature. The
appointment becomes effective on June 1.

Mr. Hugo Wurdack, St. Louis, president-elect of the Mis-
souri Association of Public Utilities, was born at St. Louis
on March 9, 1871, and has resided in that city continu-
ously since that time. During the greater part of his life
he has been engaged in the public utility business. For
two years he was in the employ of the St. Louis Illuminat-
ing Company and later acted as superintendent of the
electrical department of the Laclede Gas Light Company.
After fourteen years of service in that position he became
assistant general manager of the Laclede Power Company.
He has been president of the Light & Development Com-
pany, St. Louis, since 1907.

Mr. George Quackenbush, formerly traffic manager of the
Illinois Traction System, has been appointed assistant gen-
eral manager of the Rock Island Southern Railway System,
Rock Island, 111., in charge of operation, reporting to Mr.
E. C. Walsh, Jr., vice-president. Previous to becoming traffic
manager of the Illinois Traction System in March, 1910,
Mr. Quackenbush was assistant general freight agent of the
Chicago & Alton Railroad, and prior to that held important
traffic positions with the Iowa Central Railroad. For a time
he retired temporarily from the traffic department of the
Chicago & Alton Railroad to accept a position as manager
of the Western Union Telegraph Company at Denver, Col.
Mr. Quackenbush remained in the service of the Illinois
Traction System until October, 1914, when he resigned to
take up private business.

1022

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

Mr. F. R. Slater, who has been elected president of the
Southwestern Electrical & Gas Association, is acting general
manager of the Texas Power & Light Company, with head-
quarters at Dallas. Mr.
Slater has been connected
with the Texas Power &
Light Company since 1912
and is well known among
electric railway operators,
particularly in the East.
He was graduated from
Cornell University in 1894.
After completing his course
in electrical and mechanical
engineering he was engaged
for a short time in the de-
sign of the power station of
Columbia University, after
which he entered the design-
ing department of the Otis
Elevator Company. On the
outbreak of the war with F. R. slater

Spain he decided to engage

in military service and served as adjutant in the First
United States Volunteer Engineers. After the close of the
war he joined the forces of the Manhattan Railway, New
York, N. Y., which was then converting its elevated lines
from steam to electricity. He remained with that company
until he joined the engineering forces in connection with the
building of the original New York subway. On the subway
work, Mr. Slater was assistant engineer in charge of the
construction of the d.c. distribution system and later was
principal assistant engineer. He and Mr. H. N. Latey sub-
sequently formed a partnership under the firm name of
Latey & Slater for the general practice of engineering with
offices in New York, but he withdrew from the firm in 1912
to go to Dallas. At the time of the St. Louis Exposition in
1904, Mr. Slater served as a member of the advisory council
of the Electric Railway Test Commission.

Mr. E. C. Allen, the newly elected president of the Iowa
Electric Railway Association, is general manager of the
Cedar Rapids & Marion City Railway, Cedar Rapids, Iowa.
He was born in Ypsilanti, Mich., in 1875, was graduated
from Michigan College in 1895, and completed a special
course in law at the University of Michigan in 1897. In
July, 1897, Mr. Allen took charge of the material and time
keeping during the construction of the interurban railway
between Ann Arbor and Detroit, Mich. Upon the completion
of this construction he was made traveling auditor and later
general freight agent. In this latter position he was a
pioneer in the development of interurban freight traffic. In
1902 the road between Ann Arbor and Detroit was extended
to Jackson, Mich. In 1903 it was taken over by the Detroit
United Railway and Mr. Allen was made superintendent.
In 1913 he resigned from the Detroit United Railway to
become general manager of the Cedar Rapids & Marion
City Railway. The company owns 27.5 miles of line and op-
erates fifty-two motor cars and seven other cars. It is con-
trolled by the United Light & Railways Company.

Mr. T. C. Cherry has been made second vice-president and
general manager of the Auburn & Syracuse Electric Rail-
road, Syracuse, N. Y., under the financial readjustment
outlined in the Electric Railway Journal of May 13,
page 925. Mr. Cherry was born and educated in Syracuse
and in 1894 entered Syracuse University, where he took
an engineering course and a two-year course in law. He
entered the employ of the Syracuse Rapid Transit Rail-
way, working on construction and track work but later
was made superintendent of track. In 1900 he went to
Lorain, Ohio, as superintendent of construction of line
aijd track under Mr. C. Loomis Allen, who was then gen-
eral manager of the Lorain Street Railway. Mr. Cherry
served as dispatcher and was later made general manager
of the company. Since that time he has been connected
with electric railway, light and gas companies in New
York, Michigan, Ohio and Pennsylvania. For the last four
years Mr. Cherry has been vice-president and general man-
ager of the Maryland Electric Railways, Annapolis, Md.
He is a director in the firm of Allen & Peck, Inc.

Mr. E. W. Hoist, who was appointed mechanical engineer
of the Bay State Street Railway, Boston, Mass., on May 4,
was the subject of a brief biographical sketch, with a por-
trait, in the Electric Railway Journal of March 18, 1916,
page 584. His service with the Bay State Street Railway
and its predecessors dates from 1904, when he joined the
staff as superintendent of car repairs. In 1907 he was ap-
pointed superintendent of equipment of the entire system,
which includes nearly 1000 miles of track in three States.
Two principal types of passenger cars have been designed
by Mr. Hoist. In 1909 he brought out the reduced weight
semi-convertible car well known to readers of this paper, in
which a saving of 6600 lb. was obtained without sacrifice of
strength and efficiency as a transportation unit, and in 1915
a convertible car of reduced weight and embodying many
novel features was designed by him. This was described in
the Electric Railway Journal of Oct. 23, 1915, page 854.
Mr. Hoist also designed a reduced weight truck for his com-
pany, and has done similar work in the field of express
car design. He always has been very active in the Ameri-
can Electric Railway Engineering Association, is a promi-
nent member of the New England Street Railway Club, and
is now president of the New England Railroad Club. In his
new work he will have charge of all construction and recon-
struction in the mechanical field of the company's opera-
tions.

Mr. Howard W. Irwin, whose appointment as superin-
tendent of car repairs of the Bay State Street Railway,
Boston, Mass., was noted in the Electric Railway Journal
of May 13, is a native of
Brattleboro, Vt., and has
had varied experience in
both central station and
railway fields. He was ed-
ucated at Amherst College
and at Purdue University,
receiving the degree of B.
S. of M. E. from the latter
institution in 1903. Mr. Ir-
win was first employed by
the General Electric Com-
pany, and wa3 assigned to
the steam turbine test at
the Schenectady, N. Y.,
works, later being placed in
charge of this testing serv-
ice. In 1905 he was ap-
H. w. irwin pointed assistant superin-

tendent of power, in imme-
diate charge of the electric motor drives in the entire
plant. He left Schenectady in 1906 to become manager of
the public utility properties of the Northern Electric Com-
pany, with headquarters at Fargo, N. D. In 1910 Mr.
Irwin joined the staff of the Bay State company as super-
intendent of instruction. In this connection he was re-
sponsible for many novel features of the instruction car
described in the Electric Railway Journal of Aug. 13,
1910, page, 252. Mr. Irwin subsequently became assistant
superintendent of equipment, and then investigating engi-
neer of the department of motive power and machinery.
He is a member of the New England Street Railway Club,
Engineers Club of Boston, and an associate member of the
American Institute of Electrical Engineers. In his new
work he will have general charge of rolling stock main-
tenance and shop administration over the entire system.

OBITUARY

Walter P. Ellingwood, connected with the Puget Sound
Electric Railway at Puyallup, Wash., died recently from in-
juries sustained in an automobile accident. Mr. Ellingwood
had been in the company's service fifteen years.

Marion H. Keyes, formerly superintendent of the Penn-
sylvania Avenue division of the Capital Traction Company,
Washington, D. C, is dead. Mr. Keyes was born in Prince
William County, Virginia, in 1853 and went to Washing-
ton in early manhood. He was first employed in the sur-
veying department of the district government, and in 1875
entered the service of the Capital Traction Company. He
retired from the company in 1909.

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

1023

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS
'Chester & Eddystone Street Railway, Harrisburg, Pa. —

Chartered in Pennsylvania to operate a 2 1/3-mile electric
railway in Delaware County, Pa. Capital stock, $15,000.
Van Horn Ely, president of the National Properties Com-
pany Philadelphia, Pa., president. Directors: Henry P.
Carr and Harold B. Anderson, Philadelphia; John J. Hen-
derson, Melrose Park, Pa., and T. W. Wilson, Wilmington,
Del. [April 15, '16.]

FRANCHISES

Martinez, Cal. — The Martinez & Concord Interurban
Railway has asked the Council for a franchise to construct
a line on Escobar Street eastward from Pine Street. The
project for building the line along Main Street has been
abandoned. [April 29, '16.]

Lakeland, Fla. — The Tampa & Eastern Traction Company
has received a thirty-year franchise from the City Com-
missioners to construct a line in Lakeland. Frank L.
Cooper, secretary. [May 6, '16.]

Tampa, Fla. — The Export Phosphate Railway & Terminal
Company has received a franchise from the City Council
to construct a line in Tampa. A provision in the franchise
provides for the electrical operation of the line not later
than two years from the date of starting operations. The
American Agricultural Chemical Company, New York, is
financing the line. H. L. Pierce is interested. [July 25, '14.]

Springfield, Mass. — The Springfield Street Railway has
asked the Council for a franchise to double track its line
through Park, River and Bridge Streets, West Springfield.

Brooklyn, N. Y. — Three applications made by companies
in the Brooklyn Rajjid Transit system for extensions of sur-
face car lines in Brooklyn and Queens have been granted by
the Public Service Commission for the First District of
New York during the week as follows: Brooklyn Heights
Railroad Company, extension from Fresh Pond Road at
intersection of present tracks with tracks of the Lutheran
Cemetery line, thence along Fresh Pond Road to form a
connection with the existing tracks of the company in
Myrtle Avenue; Brooklyn, Queens County & Suburban Rail-
road Company, extension on Metropolitan Avenue from
Dry Harbor Road to Jamaica Plank Road; Nassau Electric
Railroad, extension on Eighth Avenue, from Thirty-ninth
Street to Bay Ridge Avenue. All three extensions are to be
two-track surface lines.

Buffalo, N. Y. — Application will soon be made to the City
Council by the International Railway Company for a fran-
chise to lay double tracks and operate cars through Frank-
lin Street from Chippewa Street to Allen Street, %-mile.

Jackson, Tenn. — The Jackson Railway & Light Company
"has received permission from the City Commission to con-
struct a double track on Main Street from Market to Royal
Street.

Tacoma, Wash. — The County Commissioners have ap-
proved the transfer of the franchise held by the Tacoma
Railway & Power Company to the Pacific Traction Com-
pany. The latter company will extend its line from the
State Hospital for the Insane to Steilacoon.

TRACK AND ROADWAY

'Edmonton, Alta. — Plans are being prepared by E. W.
Bowness of the Edmonton Power Company for the develop-
ment of a municipal power system, including railway, to
cost about $500,000.

•Flagstaff, Ariz.— It is reported that Gen. M. H. Sher-
man, Los Angeles, contemplates the construction of an elec-
tric railway from Flagstaff to Grand Canyon, 70 miles.

Fresno (Cal.) Interurban Railway. — Work has been begun
by this company on the construction of its 11-mile exten-
sion from Barton Vineyard to Centerville. It is expected
that the line will be completed and in operation about
June 15.

Martinez & Concord Interurban Railway, Martinez, Cal. —
This company was authorized on May 15 by the Railroad
Commission of California to issue securities preliminary
to constructing a line from Martinez to Concord. The first
unit of the line will extend from Martinez to Government
Ranch, 6Y2 miles. The Commission's order is made con-
tingent upon the company's obtaining the necessary fran-
chises. The securities authorized are 600 shares of stock
to be sold at $80; $125,000 of first mortgage bonds to be
sold at $90, and $125,000 cumulative participating bonds to
be sold at par and the proceeds to be used in retiring the
first mortgage bonds. [April 29, '16.]

Washington & Old Dominion Railway, Washington, D. C.
— It is reported that this company is considering the con-
struction of an extension in Virginia.

Miami (Fla.) Traction Company. — A report from this
company states that it has placed an order for steel rails
for a 1-mile extension.

Tampa & Eastern Traction Company, Tampa, Fla. — Pre-
liminary surveys are under way for this company's proposed
line from Tampa to Lakeland, 33 miles. It is reported that
the contract for the construction of the line has been condi-
tionally awarded to the Utilities Construction Company,
Norristown, Pa. F. L. Cooper, Tampa, Secretary. [May 6,
'16.]

Chicago Heights (111.) Street Railway. — A contract has
been let by this company for the construction of a line on
Fourteenth Street from Wentworth Avenue to East End
Avenue.

Decatur Railway & Light Company, Decatur, 111. — This
company, a subsidiary of the Illinois Traction System,
Peoria, 111., will extend its Eldorado Street line from Wil-
liam and Seventh Streets north to the tracks of the Wa-
bash Railway Company.

Southern Traction Company, Bowling Green, Ky. — This
company reports that it has purchased material for the con-
struction of about a half mile of track.

Louisville (Ky.) Railway. — Announcement is made by
T. J. Minary, president of the Louisville Railway, that the
Madison Street extension, connecting with the Chestnut
Street line, will be placed in operation on June 1.

Paducah (Ky.) Traction Company. — A report from this
company states that it has placed contracts for the con-
struction of double track on Broadway between Eleventh
and Seventeenth Streets, in place of the present single
track. The company will use 80-lb. 7-in. rail in place of the
present 60-lb. rail.

Winnipeg (Man.) Electric Railway. — It is reported that
if the city withdraws its demand for the construction of a
line on Talbot Avenue, the Winnipeg Electric Railway will
double track its line on Main Street from the north end
limits to a point beyond Kildonan Park.

United Railways & Electric Company, Baltimore,' Md. —
It is reported that this company will construct a 1-mile
extension on Liberty Heights Avenue.

Mankato (Minn.) Electric Traction Company. — A report
from this company states that it will probably construct
an extension into North Mankato this fall.

Kansas City (Mo.) Railways. — Work has been begun by
this company on the reconstruction of its Summit Street
line from Thirty-third to Thirty-eighth Street.

Interborough Rapid Transit Company, New York, N. Y. —
Bids were opened by the Public Service Commission for the
First District of New York for the construction of Route 31,
a part of the Eastern Parkway line. The lowest bid was
submitted by Dennis E. Conners, New York, at $1,356,000.

New York Connecting Railroad, New York, N. Y.— The
Public Service Commission of the First District of New
York has authorized the issue of $8,000,000 in bonds by
the New York Connecting Railroad to be used for general
construction purposes. The bonds are to be issued to yield
4.5 per cent and will mature in 1953.

1024

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 22

New York (N. Y.) Municipal Railway.— During the week
the Public Service Commission for the First District of New
York opened bids for the construction of Sections Nos. 1
and 4 of Route No. 8, the Fourteenth Street-Eastern sub-
way. The lowest bidders were respectively Booth & Flinn,
Ltd., at $2,527,295, and Mason & Hanger Company, Inc.,
at $1,847,174. Section No. 1 extends under Fourteenth
Street, Manhattan, from Sixth Avenue to about Irving
Place; and Section No. 4 is in Brooklyn, and extend3 under
North Seventh Street and Metropolitan Avenue from Bed-
ford Avenue to Manhattan Avenue. This line is for opera-
tion under the dual system contracts by the New York
Municipal Railway Corporation. The river tunnel, Section
No. 3, is already under contract and work is progressing.
On June 5 the Public Service Commission will receive bids
for the supply of about 90,000 tons of structural 3teel for
use in the construction of several portions of the dual sys-
tem rapid transit lines. The commission will go into the
open market for this steel, and the construction contractors
will merely put in bids for erection, the city furnishing the
steel.

Goldsboro Electric Railway Company, Goldsboro, N. C. —
This company states that it is in the market for material
for the construction of a 2-mile extension, including three
railroad crossings and one complete Y.

Northern Ohio Traction & Light Company, Akron, Ohio.
—Work will be begun at once by this company on the Win-
field Way extension in Canton, and it is expected that the
line will be in operation by July. The company is renew-
ing its tracks on Bowery Street from Thornton Street
south, and on Bowery Street between Exchange and
Wooster Avenue.

Toronto (Ont.) Civic Railway. — This company has
awarded a contract to the United States Steel Products
Company at $2,120 for the supply of a special trackwork
layout for its St. Clair Avenue carhouse extension.

Trenton, Bristol & Philadelphia Street Railway, Philadel-
phia, Pa. — Work on the improvement of this company's
lines has been begun. The tracks are being overhauled and
new ballast distributed. It is estimated that the improve-
ments will involve an expenditure of $40,000.

Pottstown & Phoenixville Railway, Pottstown, Pa. — In"
addition to improvements to its rolling stock, this com-
pany plans other improvements to its property within the
next few months which will aggregate the expenditure of
about $50,000. New 86-lb. rails will be laid west of Mana-
tawny Street and east of Montgomery Street. The con-
struction of an annex to the big auditorium at Sanatoga
Park is well under way, and it is expected that the struc-
ture will be completed the latter part of this month.

Reading (Pa.) Transit Company. — It is reported that
this company will lay 600 tons of new rails in Reading and
West Reading this year.

Dallas (Tex.) Standard Traction Company. — This com-
pany will construct about a half mile of track in Mount Au-
burn addition.

Houston (Tex.) Electric Company. — This company will
move its tracks on the Fannin Street Extension line for a
distance of about 300 ft., to relieve obstruction to the en-
trance of Hermann Park. The change will cost the com-
pany approximately $3,000.

Princeton (W. Va.) Power Company.— This company re-
ports that its extension to Bluefield will be placed in opera-
tion about July 1. The line will have connection with the
Appalachian Power Company for entrance to Bluefield.

Wisconsin Interurban System, Madison, Wis. — A report
from this company states that it will soon begin construc-
tion on 110 miles of its proposed system. Contracts total-
ing about $600,000 have recently been let to Maney Broth-
ers & Company of Oklahoma City for the first 12 miles of
line extending on Washington Street, Madison, to Middle-
ton. The franchise calls for the completion of this section
by Dec. 31, 1916. The company plans to have the line
completed from Madison to Janesville, 38 miles, by Dec. 31,
1917; from Madison to Portage, 37% miles, by Dec. 31,
1918, and from Madison to Prairie du Sac, 23 miles, by Dec.
31, 1918. Further extensions are contemplated to connect
Prairie du Sac, Richland Center and Viroqua, 74 miles;

Madison, Sun Prairie and Fond du Lac, 75 miles, and Sun
Prairie and Watertown, 25 miles. It is expected ulti-
mately to reach Merrill, Wis. J. E. Jones, Washington
Building, Madison, president and general manager. [March
11, '16.]

SHOPS AND BUILDINGS

Kewanee & Eastern Electric Railway, Kewanee, III. — It
is reported that this company has purchased a site on
School and North Street3, Henry, between Third Street and
the river, for the construction of a new station.

Springfield (Mass.) Street Railway. — Work will be begun
at once by this company on its new Hooker Street carhouse.
The building will be 205 ft. x 190 ft., one story high, and
will be of brick and concrete construction. The carhouse
will include repair shops, storerooms, an assembly hall,
locker room, barber shop and restaurant. The cost is esti-
mated at about $250,000. It is also expected within this
estimate to remodel the present carhouse at Carew Street
to a considerable extent.

Cincinnati, Lawrenceburg & Aurora Electric Street Rail-
road, Cincinnati, Ohio. — This company's carhouse at North
Bend, containing five cars, was destroyed by fire on May 16.
The loss is estimated at about $20,000.

Lake Erie & Northern Railway, Brantford, Ont. — Plans
are being made by this company to construct a station at
Brantford. The structure will be one story high and will
be located over the tracks at the southwest corner of Col-
burn and Water Streets, with a 38-ft. frontage on Colburn
Street and 76 ft. on Water Street. New England, Colonial
style, red brick and limestone trimmings are to be used for
the exterior, the roof being of green slate. The interior of
the building will be finished in Canadian ash, while the
walls and ceilings of the main waiting room are to be
plastered and finished with plastered cornices. The floors
are of concrete. The tracks will pass beneath the main
floor of the building, with platforms, express and baggage
accommodation at the lower level. The main floor will con-
tain a waiting room, a women's retiring room and lavatory,
men's lavatory and ticket and telegraph offices. The cost is
estimated at $25,000.

POWER HOUSES AND SUBSTATIONS

Connecticut Company, New Haven, Conn. — The J. G.
White Engineering Company has received a contract from
the Connecticut Company for the construction of a new
$100,000 power house in New Haven, referred to on page
1013 of this issue.

Fort Wayne & Decatur Traction Company, Decatur, Ind.
— This company will close its power house and carhouse
at Decatur and will be furnished power at Fort Wayne,
where all repairs will henceforth be made.

Commonwealth Power, Railway & Light Company,
Grand Rapids, Mich. — It is reported that this company
contemplates the construction of a hydroelectric plant at
the junction of the Pine and Manistee Rivers, near Wex-
ford.

United Railways, St. Louis, Mo. — The Kirkwood Board of
Aldermen has granted a permit to the United Railways to
construct a substation at Washington and Fillmore Avenues,
Kirkwood.

Interborough Rapid Transit Company, New York, N. Y.
— This company has placed an order with the General
Electric Company for nine 4000-kw. rotary converters and
nine 4200-kva. transformers.

Mahoning & Shenango Railway & Light Company,
Youngstown, Ohio.— The new 20,000-hp. addition to the
Lowellville power house of the Mahoning & Shenango Rail-
way & Light Company, construction of which was begun
last October, has been placed in operation. The plant now
has a capacity of 40,000 hp.

Rutland Railway, Light & Power Company, Rutland, Vt.
— This company is installing a frequency changer in its
Cleveland Avenue substation to convert the 25-cycle elec-
tric power generated at the Mendon and Carvers Falls
station into 60 cycles.

Wisconsin Valley Electric Company, Wausau, Wis. —
This company reports that it has a new power house and
generating station under construction.

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

1025

Manufactures and Supplies

BRAND TO MARK TIMBER QUALITY

Branding of timber has been specified through a co-
operative arrangement on lumber specifications by the
Illinois Society of Architects and the manufacturers of
Southern pine lumber. The adoption of these specifications
for lumber to be used in buildings in Illinois will give the
owners an assurance that structures in which branded tim-
ber is used will be adequate to meet estimated load require-
ments. The brand will also be a mark and a guarantee that
the timber is of a certain quality. The action of the Illinois
Society of Architects met with such immediate approval
that it is quite possible that a national standard specifica-
tion of this kind will be adopted.

It is also of interest to note that in connection with these
specifications the Illinois Society of Architects has recog-
nized the results of the work recently done by the Forest
Products Laboratory of the United States Department of
Agriculture, namely, that it is possible to distinguish long-
leaf pine from shortleaf pine by certain visible characteris-
tics. The results of this investigation were only made
known in December, 1915, consequently they were not taken
into account by the new specifications for dense Southern
yellow pine recently adopted by the American Society for
Testing Materials and the American Railway Engineering
Association. The specifications of these two societies, how-
ever, have been accepted by the Illinois Architects Society
as the correct measure for the structural qualities of timber.
The architects' specifications also differentiate between tim-
ber requiring strength and durability and that requiring
strength without reference to durability. These characteris-
tics are provided for through a minimum heart requirement
where durability is essential and an optional heart require-
ment where durabilty is not so necessary.

ROLLING STOCK

Louisville (Ky.) Railway is reported to be in the market
for additional cars.

Kansas City (Mo.) Railways are remodeling several
cars in their shops.

Illinois Traction System, Peoria, 111., is in the market for
100 box cars, sixty hopper-bottom coal cars and forty flat-
bottom gondola cars.

Fort Wayne & Northern Indiana Traction Company, Fort
Wayne, Ind., is buying three all-steel interurban passenger
cars and one steel underframe express car.

Cincinnati, Lawrenceburg & Aurora Electric Street Rail-
way, Cincinnati, Ohio, lost five large cars in a fire on May
16 which destroyed the carhouse at North Bend.

Des Moines (Iowa) City Railway is remodeling forty old
city cars at its own repair shops. This company is also
overhauling six coal cars which will be made into side-dump
cars for interurban roadway service.

Valley Railways, Lemoyne, Pa., are in the market for
four 40-ft. semi-steel trolley cars with plain arch roofs and
a seating capacity of forty-four, equipped with trucks,
motors and air brakes.

Buffalo & Lake Erie Traction Company, Buffalo, N. Y.,
noted in the Electric Railway Journal of October 23, 1915,
as having ordered ten car bodies from the Southern Car
Company, has recently ordered fifteen additional car bodies
from the same company.

Northern Ohio Traction & Light Company, Akron, Ohio,
has placed in operation in Canton five of the new steel
pay-as-you-enter type cars. The work of rebuilding the
large cars now in use in Canton to pay-as-you-enter type
has been started, five of the cars being sent to the G. C.
Kuhlman Car Company's shops to be remodeled.

Pottstown and Phoenixville Railway, Pottstown, Pa., is
reported to have ordered from The J. G. Brill Company,
for service in Pottstown, six double-truck, all-3teel, con-
vertible, pay-within cars, to be equipped with Westinghouse

HL control and 632-B motors. The cars will be similar to
those now operated by the Third Avenue Railway, New
York, N. Y., and are to be delivered about August 1. Two
cars of the same type have been ordered for the Phoenix-
ville division. The company plans to withdraw the small
single-truck cars upon delivery of the new cars. Ten com-
plete National air equipments have been ordered for these
cars and others now in service in Pottstown. Two 39-E
trucks have also been ordered from The J. G. Brill Com-
pany for delivery by July 1.

Detroit (Mich.) United Railway, noted in the Electric
Railway Journal of April 22 as having ordered eight
53-ft. 11-in. motor cars and eight trailers of the same length
from the G. C. Kuhlman Car Company, has specified the fol-
lowing details for this equipment:

Motor Cars Trailers

Seating capacity 54 60

Weight of car Imd.v 32,000 lb. 32,000 11..

Bolslor centers, length 29 ft. 9 in. 2!) ft. 9 in.

Length of body 42 ft. 9 in. 42 ft. 9 in.

Lriutli over vestibule 53 ft. 11 in 53 ft. 11 in.

Width over sills 8ft. Wi in. 8 ft. 35 , in.

Height, rail to sills 38Hin. 38K in.

Body Wood Wood

Interior trim Quarter-sawed oak Quarter-sawed oak

Headlining Agasote Agasote

Roof Monitor removable hoods Monitor removable hoods

Underframe Steel Steel

Air brakes West.A.M.M.. West.

Cables West.

Conduits and junction boxes. . West

Control West. HH,.

Couplers Tomlinson radial, spear head Tomlinson radial, spear head

type type

Curtain fixtures Forsyth No. 88 ring fixtures Forsyth No. 88 ring fixtures

Rex All-metal rollers Rex All-metal rollers

Curtain material Pantasote Pantasote

Destination signs Hunter illuminated vestibule

Door engines Nat'l Pneumatic for rear en- Nat'l Pneumatic for front en-
trance and exit doors only trance and exit doors only

Fenders Ry. Standard Ry. Standard

Gears and pinions West.

Gongs Ry. Standard

Hand brakes Peacock Peacock

Heaters Peter Smith hot water No. 1C Peter Smith bat water No 1C

Headlights G.E.D-16-Y

Journal bora Standard C-60 Standard C-60

Motors 4 West. 557 A, inside hung

Registers Ohmer Ohmer

Sanders Ry. Standard with O-B Sander

Sash fixtures Nat'l I,. W. sash locks Nat'l L. W. sash locks

Seats Hale 4 Kilburn No. 11A Hale & Kilburn No. 11A

Seating material Main compartment dark green Dark green frieze plush

frieze plush; smoker, dark

green leather
Step treads Am. Mason Safety-Steel & Am. Mason Safety

Carborundum

Train signal Consol. Consol.

Trulirv retrievers Knutson No. 2

Tmll,., base U.S. No. 14

Trucks Standard C-60 Standard C-60

TRADE NOTES

McGuire-Cummings Manufacturing Company, Chicago,
111., built the Des Moines (Iowa) City Railway cars described
in the Electric Railway Journal of May 20.

Acme Supply Company, Chicago, 111., has removed its
general sales office to larger quarters located at Suite 1110-
1113 Steger Building, 28 East Jackson Boulevard, Chicago.

E. N. Lake, Chicago, 111., consulting engineer, has been
retained by the Kansas City (Mo.) Railways to investigate
its power requirements and prepare plans for future line
and substation extensions.

The J. G. Brill Company, Philadelphia, Pa., has received a
contract for nine sets of trucks (eighteen) for use on the
new express cars of the Bay State Street Railway. The
trucks are designed for 35,000-lb., king-pin load.

Holden & White, Chicago, 111., general sales agents for
the Garland ventilator, have just received, through their
Eastern representative, the U. S. Metal & Manufacturing
Company, an order for 400 Garland ventilators from the
Public Service Railway, Newark, N. J.

Curtain Supply Company, Chicago, 111., writes that it has
the order for the curtain fixtures to be supplied to the new
Des Moines front and center entrance cars, described in
the issue of this paper for last week. These cars will also
be supplied with "Rex All-Metal" rollers.

Henry M. Cleaver, for some years advertising manager of
the Niles-Bement-Pond Company, New York, is now located
at the Pond works of the company, Plainfield, N. J., to the
affairs of which he will devote himself exclusively in the fu-
ture. The advertising department is in charge of D. M.
Crossman, heretofore assistant advertising manager.

1026

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 22

American Brake Shoe & Foundry Company, Mahwah, N.
J., at a meeting of its board of directors, elected Otis H.
Cutler, chairman of the board of directors and William G.
Pearce, president of the company to succeed Mr. Cutler,
who retired from the presidency. James S. Thompson,
William S. McGowan and Clifton D. Pettis were elected
additional vice-presidents.

Gary Tube Company has been incorporated with a capital
stock of $100,000 for the purpose of constructing the Na-
tional Tube Company's $25,000,000 steel plant at Gary, Ind.
Robert W. Campbell of Chicago heads the list of incor-
porators. The Gary Tube Company will be part of the
National Tube Company, a subsidiary of the United States
Steel Corporation.

Unit Railway Car Company, Newton, Mass., is having a
new type of self-propelled car built by the Laconia Car
Company. This car is steam-driven, with an engine and
boiler similar in construction to those used in the Stanley
automobile, although, of course, of greater capacity. The
directors of this company are as follows: Freelan O. Stan-
ley, Francis E. Stanley, P. H. Gentzel, Carlton S. Stanley,
Prescott Warren and Edward M. Hallett.

Dexter Metal Manufacturing Company, Camden, N. J.,
has taken over the interests, plant and good will of Merritt
& Company, together with all their modern facilities for the
manufacture of steel lockers, shelving, etc., and have in-
stalled a new department for the manufacture of wire
guards of all descriptions and ornamental brass and iron
work. William A. Parent, formerly general manager of
Edward Darby & Sons, has resigned to become general man-
ager of the Dexter Metal Manufacturing Company.

Smith-Ward Brake Company, New York, N. Y., has re
ceived orders to equip with brake adjusters the following
cars: Springfield (Mass.) Street Railway, ten cars; Read-
ing Transit & Light Company, Reading, Pa., fifteen cars;
Holyoke (Mass.) Street Railway, ten cars; Mahoning &
Shenango Railway & Light Company, Youngstown, Ohio,
ten cars; Rhode Island Company, Providence, R. I., fifty
cars; Scranton (Pa.) Railway, ten cars; Schenectady (N.
Y.) Railway, sixteen cars; Binghamton (N. Y.) Railway,
sixteen cars, and Chicago & Milwaukee Electric Railroad,
Highwood, 111., fifteen cars.

Frankel Connector Company, Inc., New York, N. Y., an-
nounces that the electrical department of the Frankel Dis-
play Fixture Company has recently been incorporated under
the first-mentioned title to carry on the manufacture of
Frankel solderless connectors, testing clips and other elec-
trical specialties. The connectors are described in the
"Equipment and Maintenance" department of this issue.
The company is also manufacturing a line of connectors for
panel boards to replace soldered terminal lugs for front and
hack connections. The office and factory of the Frankel
Connector Company, Inc., are located at 177-179 Hudson
Street, New York City.

J. M. Fitzgerald has resigned as manager of the signal
department of The Railroad Supply Company, Chicago,
and has associated himself with O. S. Flath, forming the
Alger Supply Company, 550 Peoples Gas Building, Chicago.
The latter company will handle railway and electrical sup-
plies. It now represents the Electrical Sales Company,
sole distributers of the Schwarze bells and other products,
Signal Accessories Company, sales agents of various signal
materials and supplies, C. H. Whall, fiber, and the Chausse
Manufacturing Company, manufacturers of kerosene vapor
torches. This latter product is particularly adapted for
preheating welding work.

E. T. Sawyer, who has been associated with the Com-
mercial Acetylene Railway Light & Signal Company for
over eight years, has resigned to accept a position as sales
engineer with the Edison Storage Battery Company. Mr.
Sawyer, from about 1901 to 1904, was with the Western
office of the Dressel Railway Lamp Works of New York
and the Star Brass Manufacturing Company of Boston. He
later spent four years in the employ of the Acme Ball Bear-
ing Company as manager of the railway department. His
first three years in the employ of the Commercial Acety-
lene Railway Light & Signal Company were spent as
Southern manager. For the last five years he has been
connected with the main office at New York.

The Barrett Company, New York, N. Y., having been con-
vinced that with the workmanship properly safeguarded a
Barrett specification roof will last for a minimum period
of twenty years without repairs, will henceforth give a
twenty-year surety bond guaranty without charge on all
Barrett specification roofs of fifty squares or more in the
United States and Canada, in towns of 25,000 and over,
and in smaller centers where its inspection service is avail-
able provided the roof is laid by a roofing contractor satis-
factory to the company and in strict accordance with the
Barrett specifications dated May 1, 1916, and subject to the
inspection and approval of the Barrett Company. Thi3
surety bond will be issued by the U. S. Fidelity & Guaranty
Company of Baltimore.

Sherwin-Williams Company, Cleveland, Ohio, foreseeing
the difficulties of importing dyes from abroad, has de-
veloped extensive facilities for manufacturing dyestuffs at
its dry color works at Chicago. It had previously erected a
tar distillation plant which produced some of the important
basic materials used in the manufacture of dyes. This
plant was quickly enlarged and expert chemists were en-
gaged to install and operate complete and efficient works
for the production of finished dyes. These works are now in
operation and are producing daily an output of paranitrani-
line and betanaphthol of quality equal to the best that has
been imported. Additional equipment will shortly be in-
stalled which will double the output, and orders are now
being accepted for the surplus not required in the com-
pany's own color works. The company is also booking or-
ders for para reds and is also actively engaged with plans
for the production of many other important dyes.

ADVERTISING LITERATURE

A. & F. Brown Company, Elizabethport, N. J., has issued
its 1916 catalog on "Transmission Machinery" which fully
describes its castings, pulleys, hangers, etc.

Bessemer Limestone Company, Youngstown, Ohio, has

issued an illustrated booklet on "Bessemer Block" which
describes its plants, methods of manufacture and the
progress of Bessemer block in the paving brick industry.
The illustrations show a number of installations, among
which are several railway scenes. "Bessemer Wire-Cut-Lug
Paving Brick" is the title of another booklet recently issued
by this company, describing the advantages of wire-cut-lug
brick over repressed brick.

National Pneumatic Company, New York and Chicago.
has just brought out a 200-page cloth-bound book entitled
"Door and Step Control," both manual and pneumatic
systems. The large number of installations shown, the
great variety of operating conditions to which this com-
pany's control has been adapted and the auxiliary devices
used in connection therewith, such as interlocking safety
door control, make clear what remarkable strides have
been made in getting the all-inclosed car over the line
quickly and safely. The description of the manufacturing
methods makes it plain that modern door and step control
demands highly specialized machinery and engineering
ability. Among many other features of this publication is
a series of diagrams showing the layout of door and step
control for a great variety of cars to aid the user in the
selection for a given car design. The book also describes
briefly National pneumatic control for ventilator sashes,
garage doors and other miscellaneous purposes. Electric
railway men who have not received a copy of this book are
urged to write for it to the National Pneumatic Company.

NEW PUBLICATION
Official Proceedings of Third National Foreign Trade Con-
vention. Secretary, National Foreign Trade Council,
India House, Hanover Square, New York, N. Y. 500
pages. Buckram, $1.50, postpaid.
This compendium of information on foreign trade sub-
jects is supplied without charge to all delegates, but a lim-
ited edition is also placed on public sale. The book is a
verbatim report of the addresses by leaders of American
industry and the practical and constructive discussion of the
most important phases of foreign trade by the 500 promi-
nent business men who attended the convention in New
Orleans on Jan. 27-29, 1916.

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

Brains

"With what do you mix your colors, sir," asked
a callow art student one day of Sir Joshua Reynolds.

"Brains, sir," breezed the great painter brus-
quely.

We've been using the same little improver our-
selves, thank you, these many years.

It's not the spindle, the shaft, the ratchet and the
drum alone that make the Peacock first.

It's the years of study, experience and adaptation
to your needs that are the brain-portion of the
Peacock brake.

We've thought out and built a Peacock brake for
every service you have from one-man to biggest
interurban.

Sir Joshua's recipe is yours, too, in choosing
brakes, isn't it ?

National Brake Co.

Buffalo, N. Y.

ELECTRIC RAILWAY JOURNAL

May 27, 1916

[|3aixK,erSgfc$ j^iYgirvJeervs

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

ew York Boston Philadelphia Chicago San Francisco

THE JGWHITE COMPANIES

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

43 EXCHANGE PLACE .... NEW YORK

LONDON SAN FRANCISCO CHICAGO

The Arnold Company

ENGINEERS- CONSTRUCTORS

ELECTRICAL- CIVIL- MECHANICS

103 SOUTH LA SALLE STREET

CHICAGO

IRedmond&do.

Underwrite Entire Bond Issues of Street Railway, Electric Light, Power
and other Public Utility Properties Situated in the Larger Cities

HIGH GRADE INVESTMENT SECURITIES

33 Pine St. - New York

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
Specialist in the Application of Engineering Methods
Solution of Transportation Problems

&rtl)ur 2D. Hittle, ^nt.

Correspondence regarding our service is invited.
93 Broad Street, Boston, Mass.

WOODMANSEE& DAVIDSON, Inc.

ENGINEERS

MILWAUKEE
Weil. Bldg.

Stone & Webster Engineering Corporation

Constructing Engineers

H. M. Byllesby & Company, Inc.

NEW YORK. CHICAGO, TACOMA,

Trinity Bldg. No. 208 So. La Salle St. Washington

Purchase, Finance, Construct and Operate Electric Light,

Gas, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

SANDERSON 8t PORTER

ENGINEERS

REPORTS • DESIGNS • CONSTRUCTION •MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS

Robert W. Hunt Jno. J. Cone Jas. C. Hallsted D. W. McNaugber

ROBERT W. HUNT & CO., Engineers

BUREAU OF INSPECTION TESTS & CONSULTATION

Inspection and Test ol all Electrical Equipment

NEW YORK, 90 West St. ST. LOUIS, Syndicate Trust Bldg.

CHICAGO, 2200 Insurance Exc-liange.
PITTSBURGH, Monongahela Bk. Bldg.

D. C. & WM. B. JACKSON

ENGINEERS

BOSTON
248 BOYLSTON ST.
Islon of Construction

Plans, Specifications

General Superintendence and Management

Examinations and Reports

Financial Investigations and Rate Adjustments

A. L. DRUM & COMPANY

CONSULTING AND CONSTRUCTING ENGINEERS

ELECTRICAL • CIVIL ■ MECHANICAL

PHYSICAL AND FINANCIAL REPORTS

American Trust Building CHICACO

NewOrleai

New

ifort>, JSacon & ^avte,

z£it0itteere.

115 BROADWAY

NEW YORK San Franc. !

CULICK-HENDERSON CO.

Inspection Railway Equipment A Materials
PITTSBURGH CHICAGO NEW YORK

THE P. EDW. WISCH SERVICE

Suite 1710 DETECTIVES Suite 7 1 5

Park Row Bldg- New York Board of Trade Bldg.. Boston

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

gaixlcera ^ ^i\giiveer«

American Bridge Company

Hudson Terminal-30 Church Street, New\ork

cManufacturers of Steel Structures of all classes
particularly BRIDGES and BUILDINGS

NEW YORK, N. Y.

Philadelphia, Pa., . Wi
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.

SALES OFFICES
30 Church Street CHICAGO, ILL., 208 South La Salle St.
St. Louis, Mo., Third Nat *1 Bank Bldg.
Denver, Colo., First Nat 'IBank Building
Salt Lake City, Utah, Walker Bank Bldg.

Duluth, Minn Wnlvin Building

Minneapolis, Minn., 7thAve.&2ndSt.,S. E.

Pacific Coast Representative:
U.S.Steel Products Co. PacificCoastDept.
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.

U. S. Metal & Mfg. Co.

165 BROADWAY,
Chicago

NEW YORK CITY
Washington, D. C.

RAILWAY SUPPLIES

Selling Agents for Dunham Hopper Door Device — Feasible
Drop Brake Start— Columbia Lock Nut— Shop Cleaner—
"Texoderm." 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.
New England and Southern Agents for Thayer & Co.— Chilling-
worth Seamless Gear Cases. General Eastern Agents for the
Union Fibre Co.— Injector Sand Blast Apparatus.

ENGINEERS and-
CONSTRUCTORS
A purely engineering
nothing to sell except

WOK

Engineering
Co-operation

The wide scope of W. C. K's.
activities makes their organiz-
ation available for every kind
of engineering and construction

WESTINGHC
En
37

CHICAGO
Conway Building

work.

)USE CHURCH KERR & CO.

gineers & Constructors
WALL ST., NEW YORK

SAN FRANCISCO
Pacific Building

Scofield Engineering Co. Co2££,""%lL,12,^:ers

It and East En

ROOSEVELT & THOMPSON
71 Broadway . ENGINEERS . New York

Keport, Investigate, Appraise, Manage Electric Railway,
Light and Power Properties.

The famous men of the
electric railway field
contribute the benefit
of their experience to the

ELECTRIC RAILWAY JOURNAL

ELECTRIC KAILWAY JOURNAL [May 27, 1916

Order Supplies Now!

Months ago you were warned that the Great
War would continue to increase the price of
everything made of metal.

Despite this warning many railways have
failed to anticipate their needs and now they
must pay higher prices.

Why hold off longer in placing orders when
every day sees a further increase in prices and
more delay in deliveries?

Your wire, track and wheels should not be
the only items ordered well in advance simply
because you can see them wear out.

The fact is that every part you require for
railway service from a pin to a car should be
ordered with the understanding that since you
do not have to crowd the manufacturer he can
give you something better than famine prices.

If you are slow to order, you will not only
have to pay high prices, but fail to get what
you need to maintain your standards.

Electric Railway Journal

239 West 39th Street, New York

Member Audit Bureau of Circulations

Yearly Subscription Rates:

$3 Domestic, $4.50 Canadian, $6 Foreign

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

■i

NON-ARCING
-HARP-/

Send for
illustrated
catalog

■■■■■m

THE V-K NON-ARCING HARP has a
patented adjustable pin-locking device.
This affords a rigid bearing for the wheel,
which greatly improves current flow, prevents
looseness, wear and destructive arcing between
pin and harp.

Actual experience proves that the V-K patent
locking arrangement adds over 25% to the life
of the trolley wheel.

MORE-JONES BRASS & METAL CO.
St. Louis, U. S. A.

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

COVERS

THE CONTINENT

Serdes more people in more
ways than any Institution
of its kind in the world.

Cleveland
New York
Philadelphia
Pittsburgh
St. Louis
Kan Francisco
Seattle
Toronto

H. W. JOHNS-MANVILLE CO.

Your Underground
Distribution should be
fortified by Boxes
like tbis

This is a io-way "Noark" Subway Box
with 2-pole bus bars of 3000 ampere ca-
pacity. The number of electrical contacts
between busses and cables has been re-
duced to a minimum by bridging the fuses
from a ground seat on the bus bars to
a similar seat on the terminal blocks.
This eliminates all "sweated and pinned"
contacts or other bolted pieces and re-
duces the width of the box.
* The open link fuses are held tight with
square, ribbed washers of large area,
c'lamped in place by hex. cap screws. The
busses are barriered with Asbestos Wood.

< >ne of the most interesting features
of this box is the "Noark" Union attached
to all branch circuits. These unions will
accommodate several cable sizes and pro-
vide for a wiped cable joint, a compound-
ed joint, and one which can be made tight
even though cable alignment is impos-
sible.

These Unions are made up to the cable
while the latter is swinging free. The
whole can then be inserted into the box,
fastened to it without twisting, and the
cable end bolted into a split barrel lug.

If your distribution boxes lack these
features you should be using "Noark"
boxes, because each feature means a real
advantage in installation or maintenance.

Get all the facts on Subway Boxes
from any J-M Branch.

Make This Test Yourself

It will show you another way to save
maintenance expense. A cheaper— easier
way to make railroad timbers proof against
decay. It will help to explain why many
engineers are using

Reeves
Wood Preserver

Most of the large timber users have
found it cheaper to protect against
decay than to replace rotten timbers,
after only a few years' service. The
cost is but a fraction of what the added
service is worth in dollars and cents.
"The Reeves Way" enables you to
treat posts, poles, cross arms, ties, and
bridge timbers right in your own yard.
No special apparatus or experienced
labor required.

Reeves Wood Preserver is applied
COLD with a brush (like paint), or
by dipping in an open vat. It pene-
trates dry wood like ink goes into a
blotter. THERE IT HARDENS and
refuses to sweat or leach out. The
cement-like composition, dissolved in
the oil, seals the preservative in and
seals moisture out.

Reeves Wood Preserver is 80 % heavy
Creosote. And every drop of the
oil penetrates into the wood and
STAYS THERE, permanently pro-
tecting against decay.
Our test outfit proves these claims.

Write for it to-day

The Reeves Co.

New Orleans, La.

THE EASY WAY TO PREVENT DECAY

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

Eliminate Errors — Increase Receipts

As fare collection specialists we are prepared to give you International
Register and Fare Box Equipment to meet any requirements — from one-
man car lines to heaviest service at rapid transit stations.

We have the faith to guarantee that International fare collection equip-
ment installed on your cars will increase the collections and so increase
the number of fares turned in to the treasury.

Our latest development in fare collection devices is —

The INTERNATIONAL

Motor-Driven
Coin Register

With this coin register in use there is less chance for the conductor to
miss fares and no chance for him to ring up less fares than are deposited
in the fare box, as an electric motor drives the registering mechanism.
The conductor can make change or issue transfers more quickly, thus
speeding up your schedules.

Let's talk fare collection service with you.

THE INTERNATIONAL REGISTER CO.

15 So. Throop St., Chicago

Electrical Safety

Read what the Underwriters'

Laboratories, Inc., say

regarding the

Frankel Solderless Connector

In the report containing the approval of
the Frankel Solderless Connector, the Un-
derwriters' Laboratories, Inc., states regard-
ing a test: "At iooo amperes the soldered

joint melted and dropped from the joint.
The joint where the wires were attached
to the (Frankel) connectors were unaffected
by the test."

Write for Catalog

FRANKEL CONNECTOR CO., Inc., New York

Salesrooms 733-735 Broadway Office and Works: 177-179 Hudson Street

Be Safe
Specify FRANKEL

raearaBBeO

ELECTRIC RAILWAY JOURNAL

May 27, 1916

Another
Member of Our
Dependable Brand
Family

It is the Insulating Quality
That Counts

Heavily Coated With a

Composition of

Especially

High Insulation Resistance

Its Adhesiveness is

Long Lasting and Therefore

The Finished Job is

Well Insured

Buckeye
Splicing Tape

Represents Extra Factors of
Strength, Encasing the
Splice in a Puncture-Proof
Envelope

Make the Splice —
Then Forget It —
Buckeye Becomes Part of
the Insulation

®fje jWecfmmcal Eub&er Co.

Clebelanti

The Simplex Roller Bearing Trolley Base

This Simplex No. 3 keeps the trolley wheel on the
wire when passing under bridges, around curves,
and under all conditions of service. It saves time
and prevents accidents. You can always rely upon
its efficiency.

The Simplex is the only trolley base made with
roller bearings on the sides as well as around the
center swivel pin. Friction is thus practically elimi-
nated, and there's considerably
less tension against the wire.
Few parts to get out of order
—the strongest and most dur-
able trolley base made.

Write for descriptive litera-
ture now.

Roller Bearing

and Bushing of

Special Heat ,

Treated Case

Hardened Steel

The Trolley Supply Co.

Canton, Ohio Drop Forged Steel
Bottom Plate Lasts
as long as the car

Will End Your
Trolley Troubles

\ inch Tension Bar
Giving Uniform Tension
on all four Springs

Case-Hardened
Roller Bearings

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

HOLDING

You can't judge a curtain fixture
from a model. The test comes
after a few years' wear.

We have made all kinds of cur-
tains for 25 years, but the unani-
mous opinion of our customers is
that the Ring Fixture is the only
one which will stand the test of
time.

Note the two positions of the
ring and see how simply and
effectively the two functions of a
curtain are performed automat-
ically by the

RING
FIXTURE

It is the only device ever invented
which will let go when the pas-
senger takes hold, and take hold
when the passenger lets go, auto-
matically— all the time.
When you consider passengers'
comfort and ultimate cost, the
Ring Fixture is the only one to
buy. But if you can't afford the
best — if first cost is the main ob-
ject— then remember that we
make a number of good fixtures.

Curtain Supply Company

322 West Ohio St.

Chicago, 111.

RELEASING

Muth Bolo

is in a couple of words the digest of a Congo statute
which prevents a man from speaking to his mother-
in-law or being in her presence.

It isn't such a fine custom as you naturally imagine
at first blush.

In many, many cases it may be preventing the man
from coming into contact with a real helpful person.

We've seen it work out that way in the carbon
brush business.

A Morgan engineer calls on a road and wishes to
prescribe a Morganite brush to cut brush bills. The
man he calls on has had instructions to deal only
with Blank & Co. for carbon brushes.

The man obeys his Muth Bolo — the road loses its
money — the commutator repair shop works overtime.
Whose fault is it?
The law maker's.

Carbon brushes ought to be bought on competitive
performance solely.

How do you buy yours?

Factory, Brooklyn, N. Y.
AGENTS:

Lewis & Roth Co., 312 Denckla Bids'., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.

St. Louis, Mo.

Herzog Electric & Eng'g Co., 150 Steuart St.,

San Francisco, Cal.

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

Safety — A complete break in
the Circuit is assured when

fKDNOMYj

Economy ™£?J£ Fuses

are used to protect
equipment and lives

Next to their safety and efficiency features
comes their economy. There's no need to use a
new fuse every time one blows ! With Economy
Fuses you simply insert a new Renewal Link

at a trifling cost and a few minutes'
time. These fuse fillers are tested
so they will stand up at their rated
amperage and will blow at the re-
quired overload.

Be certain that your renewable
fuses bear the "Economy" trade
mark.

Write today for catalog and Bul-
letin 17.

ECONOMY FUSE & MFG. CO.

Kinzie and Orleans Sts. Chicago

View Underneath Motor Car Showing Circuit Breaker on the Right

3 Grids are Made

Right

GREAT BRITAIN:

Electro-Mechanical Brake Co.. Ltd..
West Bromwich, England

E M B grids are drawn
— not cast. They are
rust-proof, uniform,
unbreakable, steps
easily adjusted, every
loop a tapping point.

THE ELLCON
COMPANY

50 Church Street, New York

AUSTRALIA:

J. G. Lodge & Co., 109 Pitt Street, Sydney

May 27, 19161

ELECTRIC RAILWAY JOURNAL

awarded by the

Panama Pacific International Exposition
— to —

GRIFFIN WHEEL COMPANY

for the highest proficiency in
the art of manufacturing

CHILLED IRON WHEELS

Boston Detroit Chicago St. Paul

Kansas City Denver Tacoma Los Angeles

Main Office: McCormick Building, Chicago, Illinois

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

l-i .' fABiff

30 New Cars

for

San Antonio Traction Co., San Antonio, Texas

will be equipped with

H-B Life Guards

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

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

WW W* P^fliViflBB

K ET 191 ■ k

■VtplAfc

AN IN^E^pfl'ENT

//7n^ «fl V\^ p u l y u u r

^pfl|' 1 K.ER1TE vou make

[" V ' ^ tiJsB 1 ;m investment in

1 service. You do

<*Ktis^a*^l 1 more than buy con-

1 ductors, insulation

1 and protection. You

sfegPpf^C^iii^H 1 ohtain the best pos-

1 sible combination of
fmX£&* mV*|jjjn I t,lp mnst desirable

W m 1 qualities in perma-

1 nent form. KERITE

-~il ^? 1 remains long after

the price is for-

^l^wh* gotten.

r^ftv.

KERITESS^COMPAHY

NEWYOBK CHICAGO

Part of an installation of 1000
Bates One-Piece Steel Trolley
Poles on the Das Moines City
Railway.

Bates

One-Piece

Steel Trolley Poles

Have no joints, no rivets, no
bolts, have greater strength,
cost much less, lookjbetter, and
longer.

RDEBLING

Aerial Cables
Annunciator Wire
Automobile Horn Cord
Automobile Lighting Cable*

Automobile Starter Cables

Fire and Weatherproof Wire

Field Coils

Lamp Cord

Moving Picture Cord

Mining Machine Cablei

Magnet Wire

Power Cable, Rubber Insulated

Power Cable, Cambric Insulated

Power Cable, Paper Insulated

Slow Burning Wire

Telephone Cable. Paper Insulation

nbrlc Cables Telephone Cable. Rubber Insulation

:ture Wire Weatherproof Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

Branches :

Armature Ooils
Bare Copper Wire

ALUMINUM

Railway Feeders

ft!'?} Electrical Conductors

Aluminum Company of America

Pittsburgh, Pa.

Chapman

Automatic Signals

Charles N. Wood Co., Boston

(jfffi^r-

JlieSimmen System

Direct Contact Between

Dispatcher and Motorman

Write for Details

SIMMEN AUTOMATIC RAILWAY SIGNAL CO.

1575 Niagara St.. Buffalo, N. Y.

55>

FEDERAL SIGNAL CO.

Manufacturers )
Engineers V
Contractors J

f Automatic 1

for ■< Signaling J- either

( Interlocking J

jAof-

Id.c.

No Interlocking Switches Are Safe Without
Federal Switch Guards

MAIN OFFICE and WORKS - - ALBANY

N. Y.

52 Vanderbilt Aven
118-130 Ne»

le. New York Monadnock Block,
/ Montgomery St., San Francisco, Cat.

Chicago

AETNA INSULATION LINE MATERIAL

es, Poles, Harps and Wheels,

Crossings. Section Insulators,

Section Switches.

Albert & J. M. Anderson Mfg. Co.

. 289-93 A Street, Boston, Mass.

f/ Established 1877.

_ ' Branches — New York, 13S B'way. Phila-

delphia, 429 Heal Estate Trust Hlclg. Chicago, lor, Bo. Dearborn St.
San Francisco, 613 Postal Telegraph lildg. London, 48 Milton Street

-a

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

THE LINDSLEY BROTHERS CO.

Western "Good PdeS Qllick" Northern

Quick Shipments

from our
Minneapolis Yard

Minneapolis
Spokane - St. Louis

Butt Treating
Open Tank and
and Cold" Processes

lVli\lVajAl Ot 1VJ. -L/H/iN lN 2V.TN special Mention Given lo Traclioo Insoranc

Insurance Exchange, CHICAGO

io 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

THESE OFFICES W

Transmission Line and Special Crossing
Structures, Catenary Bridges

Write for our New Descriptive Catalog.

ARCHBOLD-BRADY CO.

igineers & Contractor! SYRACUSE, N. Y.

Grade One

[Creosote Oil

CUTS WOOD

PRESERVING BILLS

IN HALF

Write for booklet

The $amt£ Company

NEW YORK
Branches in Principal Cities

Splicing Sleeve

NO SOLDERING

NO HAMMERING

POWERFUL, QUICK

AND PERMANENT

STANDARD RAILWAY
SUPPLY CO.

4229 Fergus St., Cincinnati, O.

POLES

PAGE & HILL CO.

MINNEAPOLIS, MINN.

The New Drew Cable Insulator and Splicing Sleeve
is only one of many of our
economy devices.

Write for 2<M-page illustrated catalog
Drew Electric & Mfg. Co., 1016 E. Mich. St., Indianapolis, Ind.

THE CARBOLINEUM FAMINE IS NOW PASSED

We can furnish 500,000 gallons and more

erica — by Americans, and for

ii *CrK "it" is "C-A- WOOD-PRESERVER" (Carbol:

/r»»MM«i>«\ America)— the only Wood Preserver sold i

L G^V i quality affidavit guaranteeing you superiority.

'"^S^.-nnSrf* C-A- WOOD- PRESERVER COMPANY,

uf^fJTc^Sc St. Louis, Mo., 56 Liberty -

;hes

LETTENEY IS LASTING

1867

Anthracene Oil c
Highest Quality,

1916

PRESERVATIVE11! Shipped promptly
THE NORTHEASTERN CO. BOSTON, MASS.

Michigan V

CEDAR POLES

POSTS, TIES AND PILING

We use C-A-Wood-Preserver in Treating

The Valentine-Clark Co.

General Office: Minneapolis, Minn.

Toledo, Ohio; Chicago, 111.; Kansas City, Mo.; St. Mari<

POLES

PILING

We brag about the SERVICE we give

B. J. CARNEY & CO.

F. B. BRANDE, Manager M. P. FLANNERY, Manager

819 Broad Street, Grinnell, la. Spokane, Wash.

TDCATEH POLES, CROSS ARMS, TIES,
I KLA 1 LU TIMBERS, PAVING BLOCKS

CAPACITY 100,000,000 FEET B.M. PER ANNUM

SEND FOR PAMPHLET

International Creosoting & Construction Co.

It Meets Every Requirement — The Celebrated

Trenton Trolley Wagon

J. R. McCARDELL & CO.

Patentees and Sole Manufacturers
Correspondence Solicited. TRENTON, N. J.

TOOLS

for all classes of electrical construction and repair

work. Write for catalog.
Mathias Klein & Sons c-isun.. Chicago

MAY 27, 19161

ELECTRIC RAILWAY JOURNAL

HIGHEST QUALITY

TRACK SPECIAL WORK

WE MAKE THIS QRADE ONLY

CLEVELAND FROG & CROSSING CO.
CLEVELAND, OHIO

Special Track Work

Built along quality line* to
withstand long, severe
service.

Switches

Frogs, Crossings,

Manganese Centers

New York Switch & Crossing Co.

Hoboken, New Jersey

ACMEi)<NESHl»£)

Corrugated Metal Culverts

(Shipped Set-up or knocked-down as you prefer)

are made exclusively of Anti-Corrosive
heavy gauge

<&">&>,

(Licensed Under Patents Granted to The International Metal Products Co.)

Guaranteed (by surety bond) to analyze 99.90% pure —
I. e., not to contain more than .10% (10/100 of 1%) In the
aggregate of carbon, manganese, phosphorous, sulphur
and silicon, and to be of uniform and homogeneous com-
position— an exceptional rust-resistlng culvert material.
"ACMES" have records of actual service for eight (8)
years under varied conditions without a sign of disintegra-
tion yet — practically assuring permanence.

"ACME" Catalog G-3-

yot

The Canton CulvertgSiloGx

Man u factu re rs

C^nton.Ohio. U.S. A.

Special Work for Street Railways

Frogs, Crossings, Switches and Mates

Manganese Steel Center Layouts

BARBOUR-STOCKWELL CO.

205 Broadway, Cambridgeporf, Mass.

Manganese Steel Track Work

FROM THE
LARGEST LAYOUT
TO THE
SMALLEST INSERT

I. Louis Steel Foundry, 1560 Kienlen, SI. Louis, Mo.

Owned and operated by Curtis & Co. Mfg. Co., St, Louis.

LINCOLN RAIL BONDS

Cheapest and quickest to install

Most efficient — See page adv. in April 1 issue of this paper
Lincoln Bonding Co., 636 Huron Rd., Cleveland, O.

Ramapo Iron Works

Main Office, Hill burn, N. Y.

New York Office: 30 Church St.

Automatic Switch Stands,

T-Rail Special Work,

» Manganese Construction,

CJ Crossings, Switches, Etc.

"WHALEBONE"

Fibre Track Insulation

DIAMOND STATE FIBRE CO.
Ismere, Del. Bridgeport, Penna. Chicane 111.

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

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.

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & Wire Company

Chicago New York Cleveland Pittsburgh Worcester Denver

Export Representative: U. S. Steel Product. Co.. New York

Pacific Comet Representative : U. S. Steel Product. Co.

San Francisco Los Angeles Portland Seattle

Portable Rail Grinder

E. P. SEYMOUR pg5B8KSEL

Write for particulars to 9 Barton St., Waltham, Mass.

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.

HAVANA. CUBA. Salle de Agu
HOUSTON, TEX., Southern Pa

SALT LAKE CITY, 705-6 Kearns Bldg.

SAN FRANCISCO, Sheldon Bldg.

SAN JUAN, Porto Rico, Royal Bank Bldg.

SEATTLE, Mutual Life Building.

TUCSON, ARIZONA, Santa Rita Hotel Bldg.

Foster Superheaters

Insure uniform superheat at temperature specified

Power Specialty Company

III Broadway, New York City

The MODERN WAY of handling ASHES:

GECO Pneumatic Ash handl ing Systems

GECO Steam Jet Ash Conveyors

GREEN ENGINEERING CO.

East Chicago, Indiana

Catalogue 8 — GECO Pneumatic Ash
Systems.

I. T. E.

Circuit Breakers

for heavy street railway work are the
best obtainable. Write for New Com-
plete Catalogue.

Kilby Frog & Switch Co.

BIRMINGHAM, ALA.
Tongue Switches, Mates, Frogs, Curves and
Special Work of all kinds for Street Railways.

May 27, 19161

ELECTRIC RAILWAY JOURNAL

Buckeye Emergency
Jack No. 239

Forged Parts are
Special Heat Treated

The Buckeye Mfg. Co.
Alliance, Ohio

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITE FOR THERMOSTATIC CONTROL INFORMATION

ELECTRIC HEATERS Cut in-

stallation and Maintenance Charge.

VENTILATORS Also Ventilate in
Stormy Weather.

THERMOSTATS Save Current.

ORIGINATED the Use of NON-
CORROSIVE Wire for Electric
Car Heaters.

ORIGINATED The Ventilated
Coil Support.

LET US FIGURE ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PL, New York

GOLD

Preparedness is on Every

Tongue Now — We've

Advocated It for Years.

DEARBORN FEED WATER
TREATMENT

The engineer who uses it in his boilers
will never be exposed to the attacks of scale
and its allies, bagging, pitting and corrosion.

Dearborn Chemical Company

McCormick Building, Chicago

Repair Shop
Machinery
and Cranes

Built by

NILES -BEMENT-POND GO.

111 Broadway, New York

Boston Philadelphia Pittsburgh Chicago

St. Louis Birmingham, Ala. London

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Clear and Black Air Drying Insulating Varnishes

Clear and Black Baking Insulating Varnishes

Oil Proof Finishing Varnishes

Impregnating Compounds

Wire Enamels

FOR THE MANUFACTURER— OPERATOR— REPAIRER

THE STERLING VARNISH COMPANY
PITTSBURGH, PENNA.

Manchester, England

The Big Three

D & W Fuses, Deltabeston Wire
Delta Tape

D & W Fuse Co., Providence, R. I.

¥M

il#tajfh-uZ! DAISES the possibil-
■IffllfiFw^ ity of efficient stok-

SRuB^^p^ ing to a maximum.

rap

133

SmelM^il^ Write for catalog "C."
JU^*-i\Zs<Z> «wURPHY Iron \1/orks

IVlD.troit, iMich. TV U.S.A.

The Acetylene Blow Torch

- O-Torch

Costs less to buy than
good gasoline blow
torch and costs less to use

outfits. Provides _ .

that doesn't blow out even in a high wind. Needs
no attention whatever. Used with handy sizes of Prest-
O-Llte cylinders — ready-made gas. Style "A" sells for
T6c. (Canada 85c.). Dsed with the small MO size Preat-
O-Iilte. Will braze up to % inch round roil. Can bei
fitted with handle and hook for added convenience In bench
and overhead work. Style "C" Prest-O-Torch for nse with tbs
larger sizes of Prest-O-Llte, Is recommended for large work.
Will braze up to % Inch ronnd rod. Sells for $2.25 (Can-
ada *2.75).

Write for special literature and learn where
you oan see the Preet-O-Toroh in operation.
THE PREST-0-L1TE CO., Inc., 80S Speedway, Indiampolii, Ina.

Canadian Office & Factory, Merritton, Ont.
Exchange Agencies Everywhere

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

PAINTS

for all
ELECTRICAL WORK

such as field coils, armatures,
wires, cables, transformers, bat-
teries, etc., and for

IRON and STEEL

such as trucks, underframes,
poles, cars, bridges, culverts,
roofs, structural steel, etc.

< thmlac is a preservative against
RUST, moisture, acids, alkalies,
sulphur and electrolysis.

Union Insulating Co.

PANTASOTE

The National Standard
for Car Curtains and
Car Upholstery

AGASOTE HEADLINING

The Pantasote Company

Johnson Registering
Fare Boxes

used in connection with the
car register increase receipts
SI. 00 per car, per day, counts
metal tickets the same as cash
thus giving a positive check on
all class of fares.

WRITE FOR NEW BOOKLET

JOHNSON FARE BOX COMPANY

FORD TRIBLOC

A Chain Hoist that excels in every feature. It 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

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
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.

KINNEAR Steel Rolling Doors
FOR CAR HOUSES

1RAILWAY UTILITY CO.

Sole Afanufaeturert

^Honeycomb" and "Round Jet" Ventilators

for Monitor and Arch Roof Cars, and all classes of buildings: also

Electric Thermometer Control

o< Car Temperatures.
721W.FULTONST. Write for 1328 BROADWAY
Chicago. III. Catalogue NewYork, N.Y.

IRCO are the Standard TAPES

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway. New York. U. S. A.

The Best Shade Rollers For Cars

"Oilers for cars, that will last and give satisfae-
and yet cost but little more than the poorest
you can ouy, are made by the Stewart Hartshorn Co.. E. Newark,
N. J. This company Is by far the largest shade roller manufacturer
In the world. It is able to give high quality at lower prices because
of the enormous output. Write for catalog, stating wants. You are
always protected when /* ~ >> - -

frthey^.rlne^s.gn.'t'uJe: -d^fc^Wfc&r^

Rails and Nelsonville Filler
and Stretcher Brick

offer all the advantages without the disadvantages of

the groove rail.

Construction approved by City Engineers.

THE NELSONVILLE BRICK CO., Nelsonville, Ohio

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

SEVEN THOUSAND TROLLEY POLES IN STOCK

Not Gas Pipe but High Carbon, Butt- Welded Poles Made from Special
Skelp and Capable of Standing 35 to 40 Pounds Wheel Pressure on
the Trolley Wire.

NUTTALL

PITTSBURG

Non- Glaring Headlights

high are made possible

Osgood
Deflector Lens

Used by the fastest Electric
Railway in the United States as
regular equipment on trains at-
taining a speed of 80 miles an
hour.

Thousands in use for automo-
bile lighting.

Write for prices and particulars.

OSGOOD LENS & SUPPLY CO.

Dept. 10, 339 S. Wabash Ave., CHICAGO

The Kalamazoo Trolley Wheels

THE STAR BRASS WORKS

KALAMAZOO, MICH., V. S. A.

For the Answer to your Fare Collection Problems
Write for

"Earnings Per Passenger Mile"
It tells how the

BONHAM TRAFFIC RECORDER

Will Meet Your Needs
The Bonham Recorder Co., Hamilton, Ohio

"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

Saved from the Ashes as many tickets ;
nickels lost to you. Avoid the risk.
Patten Ticket Destroyer is used right ir
under the eyes of trustworthy employes.
It mutilates beyond redemption.
Scrap sold will pay for the machines.
Ask us for Circular J.

PAUL B. PATTEN CO.,

78 Lafayette St., Salem, Mass.,

The Peter Smith Heater Company's Forced Ventila-
tion Hot Air Heaters are approved by the Board of
Underwriters', also they' are protected with patents in
United States and Canada. Catalogue and detail data
will be furnished you upon request.

THE PETER SMITH HEATER COMPANY

173S Mt. Elliott Ave., Detroit, Mich.

Ventilation — San itation — Economy — Safety

All Combined in

THE COOPER FORCED VENTILATION HOT AIR HEATER

Patented September 30, 1913. Ask for the full ttory.

We Also Manufacture Pressed Steel Hot Water Heaters
THE COOPER HEATER CO., CARLISLE, PA.

slipping and tbu

obviate
sanitary.

MASON SAFETY TREADS— pn

damage suits.

KARBOLITH CAR FLOORING— for

fireproof and light in weight.

STANWOOD STEPS— are non-slipping and self-cleaning.

Above products are nsed on all leading Railroads. For details

AMERICAN MASON SAFETY TREAD CO.

Main Offices : Branch Offices : Boston, New York City, Chicago, Phila-
Lowell, Mats. delphia. Kansas City. Cleveland, St. Louis.

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

LSEARCHLIGHT SECTION

FOR SALE

2 — Cincinnati fourteen bench open car bodies.

8 — Brill fourteen bench open cars, West. 56 Motors, Brill 22-E
Trucks.
40 — Brill ten bench open cars, West. 68 Motors, Peckham Trucks.
16—42' Interurban Cars, Baldwin Trucks, 4 West. 121 Motors.
25— Brill 20' Closed Cars, 2 West. 56 Motors, Brill 22-E Trucks.
40 — Brill 20' Closed Cars, G.E. 1000 Motors, Peckham Trucks.

6 — Brill 30' Express Cars complete, 4 G.E. 1000 Motors, Brill
27-G Trucks, AA-1 Air Brakes.
30 — G.E. 90 Railway Motors complete.
20 — G.E. 73 Railway Motors complete.
40— G.E. 1000 Railway Motors complete.
20 — G.E. 800 Railway Motors complete.
18— G.E. 87 Railway Motors complete.
18 — G.E. 57 Railway Motors complete. Form H.
12 — G.E. 57 Railway Motors complete. Form A.
22 — West. 12A Railway Motors complete.
12— West. 38B Railway Motors complete.
10 — West. 112 Railway Motors complete.
18— West. 101-B-2 Armatures, Brand New.

6— West. 93-A-2 Armatures, Brand New.

2 — West. 93 Armatures, Brand New.
14— G.E. 80-A Armatures, Brand New.

4— G.E. 87 Armatures, Brand New.

3— G.E. 73-C Armatures, Brand New.

6— G.E. 67 Armatures, Brand New.
12 — G.E. 57 Armatures, second-hand, two turn.
14 — West. 56 Armatures, second-hand.
40 — K10 Controllers.
12— K28B Controllers.
26— K6 Controllers.
22— Kll Controllers.
12— K14 Controllers.

6— Rrill 21-E Trucks, 7' 6" and 8' wheel base.

All of the above Apparatus is in first class condition
for immediate service

For further particulars apply to

W. R. KERSCHNER COMPANY, Inc.
50 Church Street, New York City

ARCHER & BALDWIN

114-118 Liberty Street New York City

TELEPHONE 4337-4333 RECTOR

BOILERS

FOR QUICK SALE

3—325 H.P. B. & W. Water Tube Boilers, steel
header type, good for 150 lbs. pressure.
Instant shipment.
Price $5.00 per H.P. f.o.b. cars.

MACGOVERN & COMPANY, Inc.

FRANK MACGOVERN, Pres. & Gen. Mgr.
114 LIBERTY STREET NEW YORK CITY

Steam and
Electrical Machinery

Air Compressors, Pumps, Hoists, etc.

CARS

FOR SALE

OPEN and CLOSED

MOTOR and TRAIL

Write for P

ice and Full Particulars to

ELECTRIC

EQUIPMENT CO.

Commonwealth Bldg.

Philadelphia, Pa.

WANTED

rol the patents and manufacture of a safety
il and mining railway appliance, very superior
lo a third rail or overhead trolley. It has just been installed in
five of the largest steel plants, one mine, a coke company and
on the dock of a prominent railroad. We want the co-operation
of high grade sales engineers or individuals, capable of managing
and handling specified territory in the United States and Canada.
Box 1080, Elec. Ry. Jour., Real Estate Trust Bldg., Philadel-

COMPLETE ARMATURES FOR SALE

FOR ALL THE STANDARD
STREET RAILWAY MOTORS

GET OUR PRICE WE CAN SAVE YOU MONEY

America's Createst Repair Works

CLEVELAND ARMATURE WORKS, Cleveland, 0.

When writing to Advertisers in this publication

you will confer a favor on both publisher and

advertiser by mentioning the

Electric Railway Journal

THE ART OF BUYING

is as much a reality as is the Art of Selling. Advertising of the right kind helps the buyer as much as it does the seller.

The Electric Railway Journal Service Department helps advertisers prepare advertising copy of real interest and use
to Journal readers.

The Service Department is ready to serve you, Mr. Manufacturer.

ELECTRIC RAILWAY JOURNAL

239 West 39th Street, New York

MAY 27, 19161

ELECTRIC RAILWAY JOURNAL

FOR SALE

Cut u&oa "tycuvt*
uvto tkt, SiaAckiujkt

ADVERTISING RATES
Positions Wanted.. Evening Work Wanted.

2 cents a word, minimum chaise 50 cents an
insertion, payable in advance.

Positions Vacant, Salesmen Wanted, Agencies,
all undisplayed Miscellaneous ads. Machinery and
Plants For Sale (with onelineof display heading),

3 centsa word, minimum charge $ 1 .50 an insertion.

All advertisements for bids cost $2.40 an inch.
Advertisements in display type cost as follows

l-16page, $5.00 I in. single col.. $3.00
1-8 page, 10.00 4 in. single col.. 11.60
1-4 page, 20.00 8 in. single col.. 22.40

In replying to advertisements, send copies o}
testimonials, etc.. instead of originals.

POSITIONS WANTED

Porcelain Insulators

We have on hand the following Porcelain
Insulators manufactured by the Lima In-
sulator Co.: —

ACCOUNTANT, age 25, married, graduate of
high school and business course, five years-
experience in steam and electric railway of-
fices, desires position as auditor receipts or
traveling auditor with good prospect for ad-
vancement. Have good references. Box 948,
Elec. Ry. Jour.

994 No. 15
1381 No. 14
The best offer takes the lot.
P. A. REICHARD,
95 Madison Avenue, New York City.

ENGINEER— operator. Twenty-three years' ex-
perience in electric railway and lighting con-
struction, operation and regulation. Special-
ties, overhead construction and power station-
construction, equipment and operation. Now
temporarily employed in latter capacity. Will'
go anywhere. Box 1062, Elec. Ry. Jour., Rear
Estate Trust Bldg., Philadelphia, Pa.

ELECTRICAL engineer open for position as-
Master Mechanic; age 30, six years' experi-
ence, maintenance, rebuilding design, costs,,
shop management, etc. Best of references.
BOX 1078, Elec. Ry. Jour.

FLAT BRIDGE OR TRAM RAILS

150 tons 47 and 60 lb. 30' lengths,

also
200 tons 7" 70 lb. Shanghai,
20 tons 6" 60 lb.
And any quantity, any section of choice rciav

MISCELLANEOUS WANTS

TELNICKERin ST. LOUIS

HIGH-GRADE experienced operator. Electric
Railway, electrical mechanical transportation;
desires to make a change. Age 42; have beers
in official capacity 16 years; heavy interurban
and city work; thorough in shop and power
station work, car designing and power con-
trol. Capable of handling any class of labor
and producing results. Box 917, Elec. Ry.

HUSTLER desires position as general superin-
tendent or assistant general manager. Tech-
nically trained and have had a varied experi-
ence. Thoroughly familiar with the operation
and maintenance of both city and interurban
properties and can produce results. Best of
references from present and past employers.
Box 1075, Elec. Ry. Jour., 1570 Old Colony
Bldg., Chicago, 111.

YOUNG man with good experience desires posi-
tion as master mechanic of electric road.
Box 1068, Elec. Ry. Jour., 1570 Old Colony
Bldg., Chicago, HI.

CARS AND EQUIPMENT

Street Lamps and Transformers

Wanted 300 6.6 amperes street series enclosed
alternating current arc lamps — Adams & Bag-
nail preferred. 4 — 100-light constant current
transformers. United Gas & Electric Engi-
neering Corporation, 61 Broadway, N. Y. C.

MISCELLANEOUS WANTS

Generator Sets Wanted At Once

2 motor generator sets, 200 to 400 K.W., D.C.
generator. 500-600 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines that could
be used with a flexible coupling would be ac-
ceptable.

Kingston, Portsmouth & Cataraqui

Electric Railway Co.

Kingston Ont., Can.

Motors Wanted Immediately

8 Westinghouse 92A or General Electric 80
motors, or four eaclr good condition. Write
giving frill particulars. Box 1077, Elcc. Ry.
Jour.

Big Results
from Little Ads

Get your Wants
into the Searchlight

(Acetylene Apparatus to Coil Banding and Winding Machines)

[May 27, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

More than 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 Apparatus. (See Cut.
ting Apparatus, Oxy-Acety-
lene.)

Collier. Inc.,

Alloys and Bearing Metals.
(See Bearings and Bearing
Metals.)

anchors, Guy.
Holden & White.
.lohns-.Manville Co., H. W.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Axles.

Bemis Car Truck Co.
Brill Co., The J. G.
Carnegie Steel Co.
Cincinnati Car Co.
St. Louis Car 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., The
Western Electric Co.

Bankers and Brokers.
Halsey & Co., N. W.
Redmond & Co.

Batteries, Dry.
Johns-Manville Co., H. W.
Western Electric Co.

Batteries, Storage.
Electric Storage Battery Co.
Western Electric Co.

Bearings, Center.
Baldwin Locomotive Works.
Holden & White.

Bearings and Bearing Metals.
Ajax Metal Co.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Kerschner Co., Inc., W. R.
Long Co., E. G.
More-Jones Brass & M. Co.
St. Louis Car Co.
Westinghouse Elec. & M. Co.

Bells and Gongs.
Brill Co., The J. G.
Electric Service Supplies Co.
St. Louis Car Co.
Trolley Supply Co.
Western Electric Co.

Blow Torches for Soldering and
Brazing. (See Cutting Ap-
paratus, Oxy-Acetylene.)

llowers.
UiMieral Electric Co.
Westinghouse Elec. & M. Co.

Bonding Apparatus.
Electric Railway Improv. Co.
Ohio Brass Co.
Prest-O-Lite Co., Inc., The.

Bonding Tools.
American Steel & Wire Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
Ohio Brass Co.

Bonds, Rail.
American Steel & Wire Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Ohio Brass Co.
Roebling's Sons Co.. John A.
Western Eleqtric Co.
Westinghouse Elec. & M. Co.

Book Publishers.
McGraw-Hill Book Co., Inc.
Official Public Service Reports.

Brackets and Cross Arms. (See
also Poles, Ties, Posts, Pil-
ing and Lumber.)

American Bridge Co.

Bates Expanded Steel Truss
Co.

Electric Service Supplies Co.

International Creo. & C. Co.

Lindsley Bros. Co.

Ohio Brass Co.

Western Electric Co.

Brake Adjusters.
Johns-Manville Co., H. W.
Kerschner Co., Inc., W. R.
Smith-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.
St. Louis Car Co.

Brazing. (See Welding.)

Brooms, Track, Steel or Rattan.

1 'ax son Co., J. W.
Western Electric Co.

Brushes, Carbon.
Calebaugh Self - Lubricating

Carbon Co.
Dixon Crucible Co., Joseph.
General Electric Co.
Jeandron, W. J.
Morgan Crucible Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

lumpers, Car Seat.
Electric Service Supplies Co.
Imperial Rubber Co.

& Co., Inc., John.

Bushings, Case Hardened Mar
ganese.
Bemis Car Truck Co.

Cables. (See Wires and Cables.)

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.
Cincinnati Car Co.
Jewett Car Co.
Kuhlman Car Co., G. C.
St. Louis Car Co.
Wason Mfg. Co.

Cars, Self- Propelled.

Electric Storage Battery Co.
General Electric Co.

Castings, Brass.

Frankel Conne

Castlngs, Composition or Cop-
per.
Anderson M. Co., A. & J. M.

Castings,: Gray Iron and Steel.
American B. S. & Fdry. Co.
American Bridge Co.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. & W. & M. I. Co.
Long Co., E. G.
St. Louis Car Co.
St. Louis Steel Fdry.
Standard Steel Works Co.
Union Springs & Mfg. Co.

Castings, Malleable and Brass.
American Brake S. & Fdy. Co.
Bemis Car Truck Co.

Catchers and Retrievers, Trol-
ley.

Eclipse Railway Supply Co.
Electric Service Supplies Co.
Holden & White.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Lord Mfg. Co.
Ohio Brass Co.
Trolley Supply Co.
Wood Co., C. N.

Circuit Breakers.
Cutter Electrical & Mfg. Co
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.
Electric Service Supplies Co.
General Electric Co.
Klein & Sons, M.
Ohio Brass Co.
Standard Railway Supply 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.

Western Electric Co.

Coal and Ash Handling. (See
Conveying and Hoisting
Machinery.)

Coil Banding and Winding Ma-
chines.
American General Eng'g Co.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Kerschner Co., Inc., W. R.
Western Electric Co.

May 27, 19161

ELECTRIC RAILWAY JOURNAL

Hidden
Treasure

Hidden treasure is buried in your scrap heap.
Take those old field coils for instance. The copper
in them is probably worth twice as much now as
when you first purchased the coils.

1 'o you know that we have the best facilities for
building up that copper into new coils? By our
new process we rewind it into new coils of the same
type, same number of turns of the same cross-
section, etc., as the original coils. The only differ-
ence is in the insulation. That you will find better
than the insulation of the original coils. It is

Salamander Pure Asbestos

and will not break down under heavy overloading

a few old coils out of that treasure heap
urs and let us Salamanderlze them. The
charge will be for the

Independent Lamp & Wire Co., Inc.

For General Testing

Electric Power Plants, or for Outdoor Work

Model 45

D. C. Portable Ammeters and Voltmeters

Voltmeter. Their
racy is guaranteed
1 per i

X h i

Un-

shielded

external magnetic fields,
the movement and mag-
netic system being en-
closed in an iron case
permanently mounted in
a handsome wooden car-
rying-box with hinged

The scale has a mir-
ror over which the
knife-edge pointer trav-
els. Readings can be
made within 1/10 of a
division at any part of
the scale.

In mechanical and
electrical workmanship the Weston Model 45 Portable Ammeters
and Voltmeters practically attain perfection.

A full description will be found in Bulletin 501, which will be
mailed to you on request.

Weston Electrical Instrument Co.

21 Weston Ave., Newark, N. J.

New York Chicago Detroit St. Louis Montreal

Boston Buffalo Pittsburgh Toronto Florence

Philadelphia Cleveland Denver Winnipeg Paris

Richmond Cincinnati San Francisco Vancouver London

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturers of the

ECLIPSE LIFE GUARD ECLIPSE WHEELGUARD

ECLIPSE TROLLEY RETRIEVER ACME FENDER

'•Trade Mark Reg. U. S. Pat. Off."

Samson Spot Waterproofed Trolley Cord

fine cotton yar;

braided hard and smooth. Inspected and
flaws. Proved to be the most durable and
lomlcal. Samples and Information gladly sent.
SAMSON CORDAGE WORKS, BOSTON. MASS.

"Bayonne" Car Roofing

Made and impregnated to withstand the elements
Only One Color Coat Necessary at Home

Made from a closely-woven special fabric, every fibre of which
Is treated with a preservative which renders it proof against
the quick deterioration to which ordinary painted cotton duck is
susceptible. Neat in appearance — saves time, maintenance and
prevents leakage. Three weights, yellow and brown, widths from
22 to 120 inches. Compare the samples I
FADELESS— WATERPROOF.

John Boyle & Co., Inc., 112-114 Duane St., N. Y.

Branch House, 202-204 Market St., St. Louis, Mo.

ELECTRIC RAILWAY DEVICES

Multl-Vapo-Gap Lightning
High Power Compact Hand arresters and Hydrogroonds.

Brakes, Gear or Differ- ^=TV Trigger Lock Reversible

ontroller Fingers.
Sterling Light Weight f I U„ \ "Q-p- Trolley Catchers.

Roller

ll Typ
«ng^o!i

ley

(38) 1

^" *«r Sterlin

Sterling Sand Boxes.

Berg Fenders and Wheel

Guards.

Soldered
Friction and Insulating

pes.
Sterling Ticket Punches.
Controller Handles.
LORD MFG. CO.,

York

10(5 W. 40th St.

UNION SPRING & MANUFACTURING CO.

SPRINGS COIL AND ELLIPTIC
M. C. B. Pressed Steel Journal Box Lids

General Office, First National Bank Bldg., Pittsburgh, Pa.

Works: New Kensington, Pa.

50 Church St., New York. 1204 Fisher Bldg., Chicago, 111.

Missouri Trust Bldg., St. Louis, Mo.

Poor commutation is common with ordinary brushes.
You will avoid further annoyance by equipping your
motors with

DIXON'S Graphite Brushes

Write for Booklet 108 M to the
JOSEPH DIXON CRUCIBLE CO.

The "TKKap^Exibe'* Battery

for

STORAGE BATTERY STREET CARS
TaffiEU01«CSTORA(^R^ITERYCa

PHILADELPHIA

(Coils, Armature and Field, to Hoists and Lifts)

[May 27, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Coils, Choke and Kicking.
Electric Service Supplies Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Coin-Counting Machines.

International Register Co., The

Johnson Fare Box Co.
Commutator Slotters.

American General Eng'g Co.

General Electric Co.

Westinghouse Elec. & M. Co.

Commutator Truing Devices.
American General Eng'g Co.
General Electric Co.

Commutators or Parts.

. Coil Mfg. & Repair Co.

Columbia M. W. & M. I. Co.
General Electric Co.
Long Co., E. G.
Western Electric Co.
Westinghouse Elec. & M. Co.

Compressors, Air.

Curtis & Co. Mfg. Co.

General Electric Co.

Westinghouse Trac. Brake Co.
Condensers.

General Electric Co.

Westinghouse Elec. & M. Co.
Conduits, Underground.

Johns-Manville Co., H. W.

Western Electric Co.

Controllers

Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Westinghouse Elec. & M. Co.

Controlling Systems.
General Electric Co.
Westinghouse Elec. & M. Co.

Converters, Rotary.
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 Supplies Co.
Imperial Rubber Co.
International Register Co., The

Cord Connectors and Couplers.

Couplers, Car.

Brill Co., The J. G.
Cincinnati Car Co.
Long Co., E. G.
Ohio Brass Co.
Westinghouse Trac. Brake Co.

Cross Arms. (See Brackets.)

Crossing Foundations.
International Steel Tie Co.,
The.

Culverts.

American Rolling Mill Co.
Bark River B. & Culvert Co.
California Cor. Culvert Co.
Canton Culvert & Silo Co.
Coast Culvert & Flame Co.
Corrugated Culvert Co.
Delaware Metal Culvert Co.
Dixie Culvert & Metal Co.
Hardesty Mfg. Co., R.
Illinois Corrugated Metal Co.
Independence Co. Culvert Co.
Iowa Pure Iron Culvert Co.
Kentucky Culvert Mfg. Co.
Lee-Arnett Co.
Lone 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 Cul. Co.
Spencer, J. N.
Spokane Corr. Cul. Co.

Virginia Metal & Culvert Co.
Western Metal Mfg. Co.
Wyatt Mfg. Co.
Curtains and Curtain Fixtures.
Brill Co., The J. G.
Curtain Supply Co.
Electric Service Supplies Co.
Hartshorn Company, Stewart.
Pantasote Co., The.
St. Louis Car Co.

Cutting, Apparatus, Oxy-Acet-
lene.
Prest-O-Lite Co., Inc., The.

Destination Signs.
Columbia M. W. & M. I. Co.
ElectNc Service Supplies Co.
Western Electric Co.

Dispatching Systems.
Simmen Auto. Ry. Sig. Co.
Western Electric Co.

Doors and Door Fixtures.
Brill Co., The J. G.
Hale & Kilburn Co.

Drills, Track.
American Steel & Wire Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Dryers, Sand.
Electric Service Supplies Co.
Zelnicker Company Co., W. J

Engineers, Consulting, Con
tracting and Operating.
Arch bold -Brady Co.
Arnold Co., The.
Burch, Edward P.
Byllesby & Co., H. M.
Drum & Co., A. L.
Ford, Bacon & Davis.
Gulick-Henderson Co.
Hunt & Co., Robert W.
Jackson, D. C, & Wm. B.
Little, Arthur D., Inc.
Richey, Albert S.
Roosevelt & Thompson.
Sanderson & Porter.

Westinghouse Church Kerr &

Co.
White Companies, The J. G.
Woodmansee & Davidson, Inc.

Fare Boxes.
American General Eng'g Co.
Brill Co.. The J. G.
International Register Co., The
Johnson Fare Box Co.

Fences, Woven Wire, and Fence
Posts.
American Steel & Wire Co.

Fenders and Wheel Guards.

Brill Co., The J. G.

Cincinnati Car Co.

Consolidated Car Fender Co.

Eclipse Railway Supply Co.

Electric Service Supplies Co.

Lord Mfg. Co.

Star Brass Works.

Western Electric Co.
Fibre.

Diamond State Fibre Co.

Johns-Manville Co., H. W.

Westinghouse Elec. & M. Co.

Fibre Tubln

Dre tubing.

Diamond State Fibre Co.

Fibre Insulation.

Johns-Manville Co., H. W.

U. S. Metal & Mfg. Co.
Field Colls. (See Colls.)

Fire Extinguishing Apparatus.
Imperial Rubber Co.
Johns-Manville Co., H. W.

Flooring, Composition.

American Mason Safety T. Co.

Johns-Manville Co., H. W.

Western Electric 'Co.
Forglngs.

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, Reflllable.

Columbia M. W. & M. I. Co.

Economy Fuse Mfg. Co.

General Electric Co.

Johns-Manville Co., H. W.

Gaskets.
Diamond State Fibre Co.
Imperial Rubber Co.
Johns-Manville Co., H. V
Power Specialty Co.

Gates. Car.
Brill Co., The J. G.
Cincinnati Car Co.
Jewett Car 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.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Gears and Pinions.
American General Eng'g Co.
Columbia M. W. & M. I. Co.
Diamond State Fibre Co.
Electric Service Supplies Co.
General Electric Co.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Nuttall Co., R. D.
U. S. Metal & Mfg. Co.

Generators. Alt-Current.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Generators, Dlr.-Current.

General Electric Co.

Western Electric Co.

Westinghouse Elec. & M. Co.
Gongs. (See Bells and Gongs.)
Graphite.

Dixon Crucible Co., Joseph.

Morgan Crucible Co.

Greases. (See Lubricants.)

Grinders, Portable, Electric.
General Electric Co.
Railway Track-work Co.
Seymour Portable Rail Gir-
der Co., E. P.
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.
More-Jones Brass & M. Co.
Nuttall Co., R. D.
Star Brass Works.
Western Electric Co.

Headlights.

Electric Service Supplies Co.

General Electric Co.

Long Co., E. G.

Ohio Brass Co.

Osgood Lens & Supply Co.

St. Louis Car Co.

Trolley Supply Co.

Westinghouse Elec. & M. Co.
Headllnings.

Kerschner Co., Inc., W. R.

Pantasote Co., The.

V. S. Metal & Mfg. Co.
Heaters, Car, Electric.

Gold Car Heating & T ighting
Co.

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.
Smith Heater Co., Peter.

Hoists and Lifts.
Curtis & Co. Mfg. Co.
Duff Manufacturing Co.
Ford Chain Block & Mfg. Co.
Kerschner Co., Inc., W. R.
Niles-Bement-Pond Co.
Patten Co., Paul B.

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

Uniform ~LECARBONE^
Reliable 1 CARBON BRUSHES
Efficient |

Try them. They
tell their own story

W. J. Jeandron

173 Fulton Street
New York City

Pittsburg Office: Canadian Distributors
636 Wabash Building Lyman Tube & Supply Co., Ltd.
Montreal and Toronto

IMPERIAL" TAMPERS

Tamp any kind of ballast with equal facility.
Produce a more uniformly tamped and easier
riding track.

Do not scatter or crush the ballast— nor in-
jure the ties.

Tamp around switches, crossovers, and places
where hand tamping is ineffective.
TWO MEN WITH " IMPERIAL" TAM-
PERS DO THE WORK OF EIGHT
MEN TAMPING BY HAND

Ask for Folder on
"TRACK MAINTENANCE."

INGERSOLL-RAND COMPANY

11 BROADWAY, NEW YORK 12-TT

¥PD=©

Tulc vs. Running Oil

Give TULC an even chance with running oil,
that is all we ask. Our product — not our name —
has convinced many of the saving possible by the
use of TULC.

Reproduction of a Car Brass in Service for fifteen years

this Car Brass was
sent to us by a large
Electric Railway Sys-

We do not guarantee
all our Car Brasses to
wear as long — but this
Time Record points to
why, after thirty years'
experience, AJAX
METALS stand at the

AJAX CAR BRASSES, CHECK fLATES and BABBITT
METALS help to increase your dividends.
They are metals that give good service.

THE AJAX METAL COMPANY

Established 1880

Philadelphia, Pa. Birmingham, Ala.

Boyer" Stag "Product* Reduce Maintenance

Bemis Trucks Manganese Brake Heads

Case Hardened Brake Pins Manganese Transom Plates

Case Hardened Bushings Manganese Body Bushings

Case Hardened Nuts and Bolts Bronze Axle Bearings

Bemis Pins are absolutely smooth and true in diameter. We carry
40 different sizes of case hardened pins in stock. Samples fur-
nished. Write for full data.

Bemis Car Truck Co., Springfield, Mass.

S-W Shim Slack Adjusters Save Brakeshoes
and Labor

Smith-Ward Brake Company, Inc.
17 Battery Place, New York

Kerachner Com-
pany, Inc.
Eastern Sales Agents

. B. N. Cardoia Com-
pany, Inc.

Southeastern Sales Agents
" Bids;.,

Steel for Service

Are you using gears cut from

Rolled Steel Gear Blanks?

If not, will you consult us before specifying
for your next new equipment or replacement?

The long experience of our experts trained in
this line is at your service.

" It protects the
user

Carnegie Steel Company

General Offices, Pittsburgh, Pa. Adv. 755

(Hose Bridges to Seats, Car)

[May 27, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Hose, Pneumatic and Fire.
Imperial Kubber Co.
Johns-Manville Co., H. W.

leo'l Testing Laboratories,

Inc.

unt & Co., Robert W.

Instruments, Measuring, Testing
and Recording.
Esterline Co., The.
General Electric Co.
Johns-Manville Co., H. W.
Sangamo Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.
Weston Elec'l Instrument Co.

and

Jnsulating Cloths, Pap<
Tape.

Anderson M. Co., A. & J. M.
Diamond State Fibre Co.
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Lord Mfg. Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Insulators. (See also Line Ma-
terial.)
Anderson M. Co., A. & J. M.
Drew Electric & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Jacks. (See also Cranes, Hoists
and Lifts.)
American General Eng'g Co.
Brill Co., The J. G.
Buckeye Jack Mfg. Co.
Columbia M. W. & M. I. Co.
Duff Manufacturing Co.
U. S. Metal & Mfg. Co.

Jack Boxes. (See also Tele-
phones and Parts.)
Electric Service Supplies Co.
Western Electric Co.

Joints, Rail.
Carnegie Steel Co.
Zelnicker Supply Co., W. A.

Journal Boxes.
Bemis Car Truck Co.
Brill Co., The J. G.
Long Co., E. G.
Railway Roller Bearing Co.

Laboratories.
Elec'l Testing Laboratories.

Inc.
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. & M. Co.

Lamps, Arc and Incandescent.
Anderson M. Co., A. & J. M.
General Electric Co. .
Western Electric Co.
Westinghouse Elec. & M. Co.

Lightning Protection.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Lord 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.
Anderson M. Co., A. & J. M.
Archbold-Brady Co.
Diamond State Fibre Co.
Drew Electric & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
More-Jones Brass & M. Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. 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.
Universal Lubricating Co.

Meters. (See Instruments.)

Motormen's Seats.
Electric Service Supplies Co.
Wood Co., C. N.

Motor Generator, Bonding and
Welding.

Lincoln Bonding Co.
Motors, Electric.

General Electric Co.

Western Electric Co.

Wrestinghouse Elec. & M. Co.
Nuts and Bolts.

Barbour-Stockwell Co.

Bemis Car Truck Co.

Long Co., E. G.

IT. S. Metal & Mfg. Co.

Oils. (See Lubricants.)
Oils, Paints.
Sterling Varnish Co.

Oxy-Acetylene. (See Cutting
Apparatus, Oxy-Acetylene.)
Ozonators.

General Electric Co.

Westinghouse Elec. & M. Co.
Packing.

Diamond State Fibre Co.

Electric Service Supplies Co.

Imperial Rubber Co.

Johns-Manville Co.. H. W.

Power Specialty Co.

Paints and Varnishes. (Insu-
lating.)
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Long Co., E. G.
Mechanical Rubber Co.
Sterling Varnish Co.

Paints and Varnishes. (Pre-
servative.)
Dixon Crucible Co., Jos.
Johns-Manville Co., H. W.

Paints and Varnishes for Wood-
work.

.Mechanical Ituliber Co.
U. S. Metal & Mfg. Co.

Paving Bricks, Filler and
Stretcher.
Nelsonville Brick Co.

Barrett Co., The.
International Creo. & Con. Co.
Nelsonville Brick Co.

Pickups (Trolley Wire).
Electric Service Supplies Co.
Ohio Brass Co.

Pinion Pullers.
American Gen
Columbia M. W. & M.
General Electric Co.
Wood Co., C. N.

Pinions. (See Gears.)

Pins, Case Hardened, Wood and
Iron.
Bemis Car Truck Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Pipe Fittings.
Power Specialty Co.
Standard Steel Works Co.

Poles, Metal Street.
Bates Expanded Steel Truss

Co.
U. S. Metal & Mfg. Co.

Poles, Ties, Posts, Piling and
Lumber.

C-A-Wood Preservent Co.

Carney & Co., B. J.

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.

Electric Service Supplies Co.

Long Co., E. G.

Nuttall Co., R. D.

Pressure Regulators.
General Electric Co
Ohio Brass Co.

Punches. Ticket.
Bonney-Vehslage Tool Co.
International Register Co., The
Lord Mfg. Co.
Wood Co.. C. N.

Rail Grinders. (See Gr

Rattan.
Brill Co., The J. G.
Electric Service Supplies Co.
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Registers and Fittings.
Bonham Recorder Co.
Brill Co., The J. G.
Cincinnati Car Co.
Electric Service Supplies Co.
International Register Co., The
Long Co., E. G.
Rooke Automatic Register Co.

riepair 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 Armature Works.
Coil Mfg. & Supply Co.
Columbia M. W. & M. '.. Co.
General Electric Co.
Independent Lamp & Wire Co.
Westinghouse Elec. & M. Co

Replacers, Car.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.

Resistance, Wire and Tube.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Resistance, Grid.
Columbia M. W. & M. I. Co.

Ellcon Co.

Retrievers, Trolley. (See Catch-
ers and Retrievers, Trolley.)

Rheostats.
Ellcon Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Roofing, Building.
Barrett Co., The.
Johns-Manville Co., H. W.

Roofing, Car.
Boyle & Co., Inc., John.
Johns-Manville Co., H. W
Pantasote Co., The.

Rubber Specialties.
Imperial Rubber Co.
Mechanical Kubber Co.

Sand Blasts.

Curtis & Co., Mfg.
U. S. Metal & Mfg.

Co.

Sanders. Track.
Brill Co., The J. G
Electric Service Supplies Co
Holden & White.
Jewett Car Co.
Lore" Mfg. Co.
Ohio Brass Co.
St. Louis Car Co

Seats, Car.

Brill Co.. The J. G.
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

MAY 27, 19161

ELECTRIC RAILWAY JOURNAL

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

LONGWEAR BUSHINGS

For Brake Gear

also
LONGWEAR
BRAKE PINS

to
Specifications

E.G. Long Campari*}

50 Church Street

New York

The Baldwin Locomotive
Works

Philadelphia, Pa.

ELECTRIC MOTOR
and TRAILER TRUCKS

The St. Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St. Louis

3HOB€>

The Brake Shoe
Business

Awarded Gold Medal, Panama-Pacific Exposition.

American Brake Shoe & Foundry Co.
MAHWAH, n. J.

30 Church St., New York McCormick Bldg., Chicago

71607

(Seating .Material to Wood Preservatives)

[May 27, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Seating Material. (
Rattan.)
Brill Co., The J. G.
Jewett Car Co.
Pantasote Co., The.

Shades, Vestibule.
Brill Co., The J. G.
Electric Service Supplies Co.

Signals, Highway Crossing.
Electric Service Supplies Co.
Stamen Auto Ry. Signal Co.
U. S. Electric Signal Co.

Signal Systems, Block.
Electric Service Supplies Co.
Federal Signal Co.
Slmmen Auto Ry. Signal Co.
U. S. Electric Signal Co.
Western Electric Co.
Wood Co., C. N.

Sleet Wheels and Cutters.
American General Eng'g Co.
Anderson M. Co., A. & J. M.
Bonney-Vehslage Tool Co.
Drew Electric & Mfg. Co.
More-Jones Brass & M. Co.
Nuttall Co., R. D.

Snow-Plows, Removers, Sweep-
ers, etc.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.

Soldering and Brazing Appara-
tus. (See Welding Proc. &
App.)

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.
Westinghouse Elec. & M. Co.;

Springs.
American Steel & Wire Co.
Bemis Car Truck Co.
Brill Co., The J. G.
Long Co., E. G.
Standard Steel Works Co
Union Spring & Mfg. Co.

Sprinklers, Track and Road.
Brill Co., The J. G.
St. Louis Car 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 Elec. & M. Co.

Switchboard Mats.
Imperial Rubber Co.
Western Electric Co.

Switchstands.
Kilby Frog & Switch Co.
Ramapo Iron Works.

Switches, Automatic.
U. S. Electric Signal Co.
Western Electric Co.

Telephone and Parts.
Electric Service Supplies Co.
Western Electric Co.

Frarikel Connector Co.

Testing, Commercial and Elec-
trical.

Electrical Testing Labora-
tories, Inc.

Hunt & Co., Robert W.

Testing Instruments. (See In-
struments, Electrical, Meas-
uring, Testing.)

Thermostats.
Gold Car Heating & Lighting

Co.
Railway Utility Co.
Smith Heater Co., Peter.

Ties & Tie Rods, Steel.
Barbour-Stoekwell Co.
Carnegie Steel Co.
International Steel Tie Co.,
The.

Tools, Track and Miscellaneous.
American General Eng'g Co.
American Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electrical Service Supplies Co.
Johns-Manville Co., H. W.
Klein & Sons, M.
Railway Track-work Co.

Torches, Acetylene. (See Cut-
ting Apparatus, Oxy-Acety-
lene.)

Towers & Transmission Struc-
tures.

American Bridge Co.

Archbold-Brady Co.

Bates Expanded Steel and

Truss Co.
Westinghouse Elec. & M. Co.

Track, Special Work.
Barbour-Stoekwell Co.
Cleveland Frog & Crossing Co.
Columbia M. W. & M. I. Co.
Kilby Frog & Switch Co.
New York S. & -Cross. Co.
Ramapo Iron Works Co.
St. Louis Steel Fdry. Co.

Transfers. (See Tickets.)

Transfer Tables.
American Bridge Co.
Archbold-Brady Co.

Transformers.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Treads, Safety, Stair and Car
Step.
American Mason Safety T. Co.
Imperial Rubber Co.
Universal Safety Tread Co.

General Electric

Holden & White.

Lord Mfg. Co.

More-Jones Brass & M. Co.

Nuttall Co., R. D.

Ohio Brass Co.

Trolley Supply Co.

Trolleys and Trolley Systems.
Curtis & Co.. Mfg. Co.
Ford Chain Block & Mfg. Co.

Trucks, Car.
Baldwin Locomotive Works.
Bemis Car Truck Co.
Brill Co., The J. G.
Cincinnati Car Co.

St. Louis Car Co.

Turbines, Steam.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Valves.
I Ohio Brass Co.

Varnishes. (See Paints, etc.)

Ventilators, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Railway Utility Co.
St. Louis Car Co.
Smith Heater Co., Peter.

Volt Meter. (See Instruments.)

Welding Processes and Appara-
tus.
Electric Railway Improve. Co.
General Electric Co.
Prest-O-Lite Co., Inc., The.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Wheels, Car, Cast Iron.
Bemis Car Truck Co.
Griffin Wheel Co.
Long Co., E. G.

Wheels, Car. (Steel and Steel
Tired.)
Bemis Car Truck Co.
Carnegie Steel Co.
Standard Steel Works Co.

Wheels, Trolley.
American Gene
Anderson M. Co., A. & '.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Johns-Manville Co., H. W.
Long Co., E. G.
More-Jones Brass & M. Co.
Nuttall Co., R. D.
Star Brass Works.

Whistles, Air.
General Electric Co.
Ohio Brass Co.

Winding Machines. (See Coll
Banding and Winding Ma-
chines.)

Wire Rope.
American Steel & Wire Co.
Roebling's Sons Co., John A.

Wires and Cables.
Aluminum Co. of America.
American Steel & Wire Co.
D & W Fuse Co.
General Electric Co.
Kerite Insulated Wire & Ca-
ble Co.
Roebling's Sons Co., John A.
Western Electric Co.
Westinghouse Elec. & M. Co.

Wood Preservatives.
Barrett Co., The.
Bridgeport Brass Co.
C-A-Wood Preserver Co.
International Creo. & Con. Co.
Lindsley Bros. Co.
Northeastern Co., The.
Reeves Co., The.
Union Insulating Co.
Valentine-Clark Co.

The Standard for Speed, Accuracy, Durability

B-V Visible Punch

Look for this

Bonney-Vehslage
.w "^ Tool Company

<s>

GRAPHIC METERS

Portable and Switchboard Types

Ammeters, Voltmeters, Wattmeters, etc.

"The Meter with a Record."

219 E. ,

South The iT

Street

EsterlinE1

May 27, 1916]

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

NOTICE TO ADVERTISERS:

Printing beRlnn <
l~huiiK<-M of copy

e»r In the Issue of the ton
lifted for OK before pobll
New AdvertUement

Tuesday of each week,
fcelved up to 10 A. M. Monday will ap-
illOwlnf week, hut no proof* can be sub-
llratlon.

changes of copy) received up

to Wednesday noon can appear In tb
proofs can be shown.

If proofs before printing?

and copy for new »<h erlNem. nts rims

Ajajc Metal Co 51

Aluminum Co. of America 19

American Brake S. & Fdry. Co.. 53

American Bridge Co 29

American Car Co 59

American General Eng'g Co 44

American Mason S. T. Co 45

American Rolling Mill Co 1.1

American Steel & Wire Co 42

Anderson Mfg. Co., A. & J. M. . . 3')

Archbold-Brady Co 4(1

Archer & Baldwin 46

Armo Iron Culvert & Flume

Mfrs. Assn 13

Arnold Co., The 28

Babcock & Wilcox Co 42

Baldwin Locomotive Works, The 53

Barbour-Stockwel! Co 41

Bark River Bridge & Culvert Co. 1.1

Barrett Company, The 40

Bates Expanded & Steel Truss

Co 39

Bemis Car Truck Co 51

Bonham Recorder Co 45

Bonney-Yehslage Tool Co 54

Boyle & Co., Inc., John 49

Bridgeport Brass Co 10

Brill Co., The J. G 59

Buckeye Jack Mfg. Co 43

Byllesby & Co., H. M 28

C-A-Wood-Preserver Co

Coast Culvert & Flume Co

California Corrugated Culvert Co.

Canton Culvert and Silo Co

Carnegie Steel Co

Carney & Co., B. J

Cincinnati Car Co

Cleveland Armature Works

Cleveland Frog & Crossing Co...

Collier, Inc., Barron G

Columbia M. W. & M. I. Co

Consolidated Car Fender Co

Cooper Heater Co., The

Corrugated Culvert Co

Curtain Supply Co

Curtis & Co. Mfg. Co

Cutter Co

D & W Fuse Co

Dearborn Chemical Co

Delaware Metal Culvert Co

Diamond State Fibre Co

Dixie Culvert & Metal Co

Dixon Crucible Co., Joseph

Drew Electric & Mfg. Co

Drum & Co., A. L

Duff Manufacturing Co., The

Eclipse Railway Supply Co...
Economy Fuse & Mfg. Co...

Electric Equipment Co

Electric Ry. Improvement Co.
Electric Service Supplies Co.
Electric Storage Battery Co. .

Federal Signal Co

Ford, Bacon & Davis

Ford Chain Block & Mfg. Co.

''For Sale" Ads

Frankel Connector Co

General Electric Co.,

21, 22, Back Cover
Gold Car Heating & Lighting Co. 43

Green Eng'g Co 42

Griffin Wheel Co 37

Gulick-Henderson Co 28

Hale & Kilburn Co

Halsey & Co., N. W. . .
Ilardesty Mfg. Co., R.
Hartshorn Co., Stewar
"Help Wanted" Ads...

Holden & White

Hunt Co., Robert W. .

Illinois Corrug-ited Metal Co..

Imperial Rubber Co

Independent Culvert Co

Independent Lamp & Wire Co.

Ingersoll-Rand Co

International Creo. & Con. Co.

Independent Culvert Co

International Register Co., The
International Steel Tie Co., T

Jackson, D. C. & VVUB mi

Jeandron, W. J

Jewett Car Co

Johns-Manville Co., H. W.

Fare linx

Kentucky Culvert Co

Kerite Insulated Wire & Cable

Kerscher Co., Inc., W. R

Kilby Frog & Switch Co

Kinn-.ar Mfg. Co

Klein & Sons, M

Kuhlman Car Co., C. C

Page

Lee-Arnett Co 13

Lincoln Bonding Co 41

Lindsley Bros. Co 40

Little, Arthur D., Inc 28

Lone Star Culvert Co 13

Long Co., E. G 53

Lord Mfg. Co 49

Lyle Corrugated Culvert Co 13

McCardell & Co., J. R 40

MacGovern & Co., Inc 46

McGraw-Hill Book Co., Inc 18

Marsh & McLennan 40

Mechanical Rubber Co 34

Michigan Bridge & Pipe Co 13

Montana Culvert & Flume Co... 13

More-Jones Brass & Metal Co. . . . 31

Morgan Crucible Co 35

Murphy Iron Works 43

National Brake Co

National Pneumatic Co

Nebraska Culvert & Mfg. Co

Nelsonville Brick Co., The

Nevada Metal Mfg. Co

New England Metal Culvert Co. .
New York Switch & Crossing Co.

Niles-Bement-Pond Co

North East Metal Culvert Co

Northeastern Co., The

Northwestern Sheet & Iron Wks.
Nuttall Co., R. D

Ohio Brass Co 7

Oneall Co., W. J 13

Osgood Lens & Supply Co 45

Page& Hill Co

Pantasote Co., The

Patten, Paul B

Paxson Co., Mfrs., J. W

Pennsylvania Metal Culvert Co

"Positions Wanted'' Ads

Power Specialty Co 42

Prest-O-Lite Co., Inc., The

Publisher's Page

Railway Roller Bearing Co 58

Railway Track-woik Co 14

Railway Utility Co.; 44

Ramapo Iron Works 41

Redmond & Co 28

Reeves Co., The 32

Richey, Albert S 2S

Road Supply & Metal Co., The. . 13

Roebling's Sons Co., John A 39

Rooke Automatic Register Co. . . . 45
Roosevelt & Thompson 29

Page

St. Louis Car Co 53

St. Louis Steel Fdry 41

Samson Cordage Works 49

Sanderson & Porter 28

Sangamo Electric Co Front Cover

Seotield Engineering Co 29

Searchlight Section 46, 47

Second-Hand Equip 46, 47

Sevmour Portable Rail Grinder

Co 42

Simmen Automatic Railway Sig-
nal Co 39

Sioux Falls Metal & Culvert Co. 13

Smith Heater Co., Peier 45

Smith Ward Brake Co., Inc 51

Spencer, J. N 13

Spokane Corrugated Culvert &

Tank Co 13

Standard Railway Supply Co 40

Standard Steel Works Co 38

Star Brass Works 45

Sterling Varnish Co 43

Stone & Webster Eng'g Corpn... 28

Tennessee Metal Culvert Co 13

Titanium Alloy Mfg. Co 57

Trolley Supply Co 34

Union Spring & Mfg. Co 49

Union Insulating Co 44

U. S. Electric Signal Co 9

U. S. Metal & Mfg. Co 29

Universal Lubricating Co., The. . 51

Universal Safety Tread Co 45

Utah Corrugated Culvert & Flume

•W;

Wason Mfg. Co 59

Western Electric Co 8

Western Metal Mfg. Co 13

Westinghouse Church, Kerr & Co. 29
Westinghouse Elec. & Mfg. Co.. 2, 5
Westinghouse Traction Brake Co. 4

Weston Elec'l Instrument Co 49

White Companies, The J. G 28

Wisch Service, The P. Edward.. 28

Wood Co., Charles N 39

Woodmansee & Davidson, Inc.. . . 28
Wyatt Metal Works 13

Zelnicker Supply Co., Walter A..

MAY 27, 19161

ELECTRIC RAILWAY JOURNAL

ium Treated

— Insures
more
ductile
rails —
safer rails
— and
longer life

Ferro Carbon — Titanium

This is the powerful deoxidizer which frees steel from
dangerous slag or oxide inclusions and segregation. Its
addition during the process of steel making only slightly
increases the cost, while repeated tests have proved that
Titanium-treated rails were about 40% longer lived than
those untreated.

Read "Rail Reports 1 to 8" — they give some interesting
evidence. Write now for them.

TITANIUM ALLOY MANUFACTURING COMPANY

Operating Under Rossi Patents .^iihh m^ Processes and Products Patented

General Office and Works:
Niagara Falls, N. Y.

New York Office: 15 Wall Street

Pittsburgh Office: Oliver Building
Chicago Office: Peoples Gas Building

AGENTS:

Pacific Coast: ECCLES & SMITH CO., Los Angeles, San Francisco, Portland

Great Britain and Europe: T. ROWLANDS & CO., Sheffield, England

ELECTRIC RAILWAY JOURNAL

[May 27, 1916

VIEW OF TRUCK EQUIPPED WITH ROLLER BEARINGS

ROLLWAY BEARINGS

An Illuminating Summary

"Summing up the situation in regard to roller bearings, some of the advan-
tages of their use may be enumerated as follows: Decrease of power,
especially at peaks and during acceleration; more coasting; low lubrication
and maintenance costs; reduced axle fractures; reduced pull-ins; fewer cars
needed, reducing the investment, and possible adoption of smaller motors, and,
therefore, less waste.

"The reduced energy demand means, in addition, wear on trolley wire and
trolley wheels. With bearings of the anti-friction type, the axles are kept in
the exact alignment, while with plain bearings there is considerable lost
motion due to journal brass movement in the journal boxes, and to the ends
of the journal being pushed to one side of the journal brass. With the anti-
friction bearings there is also a reduction in brakeshoe and wheel wear. A
car equipped with these bearings will coast further than one with plain
bearings, and will accelerate at a higher rate with the same current."

(From an article entitled "Results Obtained with Roller Bearings
on Interurban Cars" by W. B. Voth and A. C. Metcalfe, respect-
ively Chief Engineer and Master Mechanic Empire Tnited Rail-
ways, Inc., Syracuse, N. Y.)

Think it over

The Railway Roller Bearing Co.

SYRACUSE, N. Y.

MAY 27, 1916]

ELECTRIC RAILWAY JOURNAL

<UV,

•

engineers are devoting more and more of
their time to the designing and perfecting
of single-truck cars. This is a direct result
of the increasing popularity of the single-
truck proposition as a financial relief for
so very many operations overburdened
either by heavy, power-consuming equipment or by
unfair competition. The cases in which double-truck cars
have been done away with in favor of the light-weight
equipment are almost innumerable. Although it would
be foolish to claim for the single-truck idea that it is a
sort of financial cure-all, it is very safe to say that there
are a great many lines throughout this and other coun-
tries which would profit by the change. The ever-
increasing percentage of single-truck car orders is con-
clusive proof of the fact that the truth of this is being
realized.

.".'V

* \

ELECTRIC RAILWAY
JOURNAL -

3^£AW>|NINd^

AGASOTE — .:— cUNRTxi?Sl

ROOMNU ..,,,„ Wilkc,-Barrc & Hazeltoo Raihv.iy.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

DDDaDaDDDaDDDDaaDDDDDDDDDaDDDQaDDQDnDDDDDDDDDDDDDa

-fci

15 16

22:22

29 30

Four Months

June, July
August and
September

before we have our annual "get-together" of the A. E. R. A.,
which will again be staged at Atlantic City in October.

The indications are that the coming convention will excel all
others in importance and attendance. Hundreds of railway
officials will again have an opportunity to see exhibits of West-
inghouse HL Control, PK Control, and an interesting display of
Westinghouse Modern, Light-Weight Motors that have brought
about the wonderful increase in reliability, with gratifying reduc-
tions in maintenance costs on hundreds of electric railways.

Prepare Now
To Be There

1916 SEPTEMBER 1916 1

? 1

9 1

16 1

,1]

20 21

23 !

27 i 28 i 29

30 1

Westinghouse Electric & Manufacturing Company

Sales Offices in All
Large American Cities

East Pittsburgh
Pennsylvania

DDDDaDaaDanaaQDDDDaDDDDaaDDaDDDDDDaaDDaaDUDDDaDDDG

Electric Railway Journal

New York, June 3, 1916

Volume XLVII No. 23

Contents

Pages 1027 to 1070

Stepless Double-Deck Car Introduced in Vienna

1030

Ludwig Spangler has evolved a new stepless double-deck
car which embodies an unusual seating plan and contains
bow windows on the upper deck for increasing seating
capacity without affecting track clearances.
Electric Railway Journal, June 3, 1916. 4% cols. 111.

Electrical Distribution
N. E. L. A.

by
1032

Committee reports presented at Chicago convention last
week give present status of progress in this direction.
Electric Railway Journal, June 3, 1916. 2% cols.

Central Power Station Service for Electric
Railways 1034

Railways paid Central Power Company in Chicago near-
ly $5,000,000 last year, about 23 per cent of total, and
used more than half of the energy generated.
Electric Railway Journal, June 3, 1916. 2 cols.

Some Problems of the Electric Railway Industry

1035

Slight increases in required standards of service or la-
bor costs or slight decreases in fares seriously affect an
electric railway. The interest of the public in proper
transportation more vital than it usually realizes. F.
W. Doolittle points out ways in which it can help.
Electric Railway Journal, June 3, 1916. 8 2/3 cols.

New Locomotives for the Midi Railway 1040

Eight electric locomotives rated at 1500 hp. are being
built for this extensive electrification project in France
in preparation for the reconstructive period which will
follow the war.
Electric Railway Journal, June 3, 1916. 2 2/3 cols. 111.

Instructing Motormen in Louisville, Ky. 1043

A school of efficiency and economy in the use of car
equipment has been established by the Louisville Rail-
way.
Electric Railway Journal. June 3. 1916. 2 cols. 111.

American Association News 1044

Company membership in the association is growing rap-
idly. The federal relations committee urges protest on
certain H. R. bills. Abendroth recommends appraisal of
cost of training employees.
Electric Railway Journal, June 3, 1916. 4 cols.

Communications 1046

Psychological Tests for Motormen. Selection of Em-
ployees. Co-operative Education of Employees: Will
It Pay? Grid-Resister Tests.
Electric Railway Journal, June 3, 1916. 5 cols.

Equipment and Its Maintenance 1049

Some Car Ventilation Ideas — By R. M. Hemming. Ex-
perience With Bolted Flange-Bearings in Kansas City,
Mo.— By A. E. Harvey. Asphaltic Concrete Pavements
— By D. T. Pierce. Inexpensive Door-Opening Device.
Equipment Records on the Binghamton Railway. Three
Boiler Meters in One. Large Order of Heaters for
New York Municipal Railway.
Electric Railway Journal, June 3, 1916. 12 cols. 111.

Editorials 1027

Split Versus Solid Gears.

Stepless Double-Decker.

Label Standard Specifications.

Pavement Cost Affects Service Standards.

Is Too Much Sand Being Used ?

Railway Loads for Central Power Station.
Safety Exhibit at Aurora 1033

Fare Questions Discussed in Boston 1039

Entertaining the Sunday-School 1041

Interstate Utility Capitalization 1042

Electric Light and Power Interests Do Not Indorse Safe-
ty Code 1048
London Letter 1055
News 1056

Trenton Arbitration Begun.

Plan Better Service on the Key Route.

Trackless Trolley Bill Passed in Massachusetts.

Fort Wayne & Springfield Rehabilitation.

Cincinnati-Louisville Line Proposed.
Financial and Corporate 1059

Oregon Public Service Commission Report.

San Francisco-Oakland Reorganization.

President Loree on Security Outlook.
Traffic and Transportation 1062

Memphis Company Elaborates on Crossing Rules.

Bay State Fare Hearings Continue.

Service Standards Proposed in Washington.

Hearings Begun in Illinois to Standardize Baggage

Methods.

Personal Mention 1065

Construction News 1067

Manufactures and Supplies 1069

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. ^„„ 1Tr . „„., „, ,T ,7 , ^.^ San Francisco, 502 Rialto Bldg.

Cleveland, Leader-News Bldg. 239 West 39th St., New York CltV London, 10 Norfolk St., Strand.

Philadelphia, Real Estate Trust Bldg. ^ Cable address: "Stryjourn,"

New York.

United States, Mexico, Cuba, Porto Rico, Hawaii, or the Philippines, $3 per year ; Canada, $4.50 ; elsewhere, $6. Single copy, 10c.

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

[June 3, 1916

DDDnrii ii ii ii ii ii ii h rn i[ inrim idddddddddddddddddddddd

on the Philadelphia-Paoli
trificd division of the P. R. R.
ipped with Westinghouse
:tro-Pneumatic Brakes,

A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchnnge Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

DDDDDDDDDn innDDanDDDDDDDDDDDDDDDDDDDDDDDnanDDDnOD

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Westin^house Underfeed Stoker

The Fire j
Burns Downward M

The Coaland Air
Supply is Upward

The Westin^ho|lMPectric&Mf^.Co.
East pBSg£#h, Pa. u

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Putting on Bonds for the
Future

Gas Weld Bonds, once installed, are
here for good.

The large, intimate, low- resistance
contact does not deteriorate.

A glance at the cross-section of an O-B,
G-W Bond welded to the rail shows
the construction.

The terminal, when the weld is com-
pleted, is an integral part of both the
rail and the bond,

The beveled shape of the terminal
protects it from wagon wheels, etc.

. Listed in General Catalog No. 16.

The Ohio Brass Co.

Mansfield,
Ohio

Cross-section of G-W Bond on Rail

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Does Electric Railway J<

Read This Letter !

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June 3, 1916]

ELECTRIC RAILWAY JOURNAL

irnal Advertising Pay

Read the letter on the opposite page.
It proves that the electric railway
industry is alive to advancement.
Also it proves that good copy adver-
tising products will draw prompt and
profitable response from the readers
of the Electric Railway Journal.

Electric Railway Journal

Member Audit Bureau of Circulations

ELECTRIC RAILWAY JOURNAL

|JUNE 3, 1916

■Jl Largest Manufacturers of Commercial Motor Vehicles in America

Part of the fleet of ten White trucks owned by the Georgia Railway & Power Company

WHITE TRUCKS

for

ELECTRIC RAILWAY
SERVICE

"1T17HITE trucks continue to be reordered by Electric
™* Railway Companies because of their actual perform-
ance in this line of service.

The Georgia Railway and Power Company purchased
their first White in 1912. The following year they added
two more to their equipment, and the next year four.
They have recently received delivery of three new Whites,
bringing their fleet total to ten.

The large truck users in all lines of business know by
experience the economy of White trucks. They buy them
in fleets and add to these fleets year after year, basing
their selection upon accurately kept cost records.

We will be glad to send you upon request,
booklet describing the White special lJ£-ton
tower truck for Electric Railway service.

ID
0

£1

THE WHITE COMPANY

CLEVELAND

L L J Awarded the only Grand Prize for Motor Trucks at Panair.a Pacific International Exposition

ELECTRIC RAILWAY JOURNAL

Time is the essence of railroading
12 Per Cent More Speed on a Smaller Power Bill!

HERE is one of the best evidences of Rico possibilities
revealed to date.

A certain city railway, which for its own protec-
tion must be nameless, was gradually climbing to a 40 per
cent coasting average through the correct use of Rico
Coasting Recorders.

Hard times and the jitney came, smashing the railway's
revenues until profits were as elusive as water in a sieve.

The Rico Coasting Recorder had already brought power
charges to the minimum, but it had also shown that there
was much slack in the line.

So it was found possible to make a big cut in the platform
cost by running a smaller number of cars at 10 instead of 9
miles per hour.

This change reduced the coasting; but the power bill
today is still less than it was in the pre-Rico days.

Railway Improvement Co.

Executive Offices, 61 Broadway, New York

Chicago Los Angeles London

ELECTRIC RAILWAY JOURNAL

Time is the essence of railroading
Co-operative Engineering Service

WE want to emphasize the fact that we are not merely
selling a device but a co-operative engineering and
transportation service.

Rico installations are based upon a most exacting study
of the customer's power, equipment and schedule conditions.

Rico installations are introduced by a thorough system
of instruction in the correct way to operate a car.

Rico installations are accompanied by an organization
which maintains and publishes competitive records to keep
up the interest of the men ; and which arranges for any
re-instruction necessary to keep up or improve their coast-
ing ability. Rico installations are furnished with all
necessary forms to keep correct maintenance and cost
records of the Rico Coasting Recorder.

Finally, this company acts as a clearing house for the
exchange of experiences by Rico users, and for the circula-
tion of data on the coasting records of each property.

The Rico Coasting Recorder has such wonderful possi-
bilities for good when rightly introduced and rightly used,
that we simply dare not send it out as a mere mechanism.

When may we co-operate with you?

Railway Improvement Co.

Executive Offices, 61 Broadway, New York

Chicago Los Angeles London

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Use Nuttall Gears and
Keystone Gear Cases-
No Better Combination

Eastern Agents for Nuttall

Union Standard Trolley Wheels-Nuttall

Union Standard Trolleys-Nuttall

Nuttall Flexible Couplings

Nuttall Gears and Pinions

New End Suspended Type of
Keystone Steel Gear Case

Note carefully this new method of adapting side
suspended gear cases for end suspension. This is
accomplished by employing heavy forged steel
brackets which you will note in the illustration are
fastened to each end of the gear case. These
brackets form suspensions which are bolted directly
to the motor when the case is installed, thereby
greatly simplifying the usual methods of side sus-
pension. And, too, Keystone Steel Gear Cases may
be suspended by this method and practically all of
the advantages of end suspension be realized.

And on account of their strong, rugged and light
weight construction they make possible increased
service of gears and pinions, and promote economy
of operation and maintenance.

Always use Nuttall Gears and Keystone Steel
Gear Cases. There is no better combination.

Write for complete Data on Gears and Gear Cases

Electric Service Supplies Cot

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA NEW YORK CHICAGO

Sts. 50 Church St. Monadnock Bldg.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

The

ELRECO

Tubular Pole

— the Pole of
Least Maintenance
and Replacement

The cylindrical form of Elreco Tubular Poles,
which makes them lowest in first cost, also makes
them lowest in maintenance cost.

The committee on Power Distribution of
A. E. R. A., after a thorough investigation,
recommended the use of the Tubular Steel Pole.
This is the only form of steel pole ever recom-
mended by this committee. The record of sim-
plicity, ease of handling, reliability and dura-
bility of Elreco Poles over a period of twenty-
five years was reflected in this recommendation.

All steel products must necessarily be protected
from corrosion. This is true of steel poles, and
time has proved that Tubular Steel Poles are the
least affected by action of the air and moisture
and are most accessible for painting.

Elreco Poles have no angles or pockets to
retain moisture, and no corners that are accessible
to corrosion. Therefore, they are less subject to
the ill effect of corrosion than are structural steel
poles. Owing to the tubular shape any Elreco
Pole can be furnished with protecting sleeve,
which provides double thickness of metal at the
ground line.

It is evident that the pole least susceptible to
corrosion will give the longest life — The
ELRECO has that record.

ELRECO

Tubular Poles

Combine

Lowest Cost
Lightest Weight
Least Maintenance
Greatest Adaptability

Electric Railway
Equipment Co.

Cincinnati, Ohio
New York: 30 Church St.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Philadelphia is not slow

to adopt the trolley wire that stays up
the longest. The same progressive man-
agement that introduced the near-
side Car uses many miles of

Phono- Electric

it;

ELECTRIC RAILWAY JOURNAL

|June 3, 1916

TRAFFIC on the lines of the Public
Service Railways of New Jersey is
facilitated by the use of Style " B" and
Model" 1 3 "automatic block signals con-
trolled by continuous A.C. track circuits

Cije tlmon g>tmtcf) & Signal Co.

Trad,

Founded by Geo. Westinshonse 1881.

SWISSVALE, PA.

Hudson Terminal Bids.

NEW YORK
Cxpreea Bids. Candler Annex
MONTREAL ATLANTA

Peoples Oh Bids.
CHICAGO
Railway Exchanse Bids. Pacific Bids.

ST. LOUIS MO. SAN FRANCISCO

Bmmmmt by the GENERAL ELECTRIC CO. in Aurtralaria. South AMu aai J

Trade

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

SIMPLE

It is a very simple matter to
install the contactors of the

"COLLINS

Type A

Electric Track Switch

They are set on standard trolley ears which are simply clinched
and the contactor guyed to hold it level.

That is all.

You do not have to take up slack in the trolley wire and care-
fully guy for holding up weight.

The contactor weighs only about one-third that of any other
electric track switch contactor

— and that's not all.

The use of the Type A means also that you install a switch that
doesn't splash mud and water — that cannot be thrown between
trucks by a following car passing under the contactor — that doesn't
depend on proper making up of pipe joints or gaskets for water
tightness because it is automatically sealed — that has a positive
anti-straddling device — that permits of entire mechanism being
removed without making disconnections — that cannot be damaged
by trolley wheel resting under contactor — and what is to the point —

A SWITCH THAT HAS
A SUCCESSFUL RECORD

United States Electric Signal Company

West Newton, Massachusetts

Representatives

Western: Frank F. Bodler, Monadnock Bldg., San Francisco

Chicago: Warren Moore Osborn, McCormick Bldg.

Foreign: Forest City Electric Services Supply Co., Salford, England

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

SUBSTANTIAL CONSTRUCTION

of P AMP and foNTACT^HOE

WITH THE

SIMMEN

Many people suppose that a system which
will enable the train dispatcher to control
a signal in the cab of the motorman at every
block must be very complicated. In fact it
is only necessary for the contact shoe on
the car to make at the entrance to each block
one contact with a ramp rail which is con-
nected by one wire to the dispatcher's office.

In order to make that one contact abso-
lutely certain we make the ramp 70 feet
long and of heavy angle iron. It is sup-
ported by strong insulating brackets. It is

V ASSURE POSITIVE ACTION OF

Cab 9V Signals

SYSTEM

set edge-up so that the revolving shoe will
scrape off sleet or snow. The shoe is mount-
ed substantially on the truck and thoroughly
protected from the weather. The contact
is positive, the signal unmistakable. A bro-
ken wire gives a danger signal automatically.
After the car leaves the ramp the indica-
tion is held until the next ramp is reached.
No chance to forget or misinterpret. No
chance to miss a signal. The dispatcher's
order — in red or green — is always before
the motorman's eyes. Let us tell you more
about the Simmen Svstem.

SIMMEN AUTOMATIC RAILWAY SIGNAL CO.

1575 Niagara Street, Buffalo, N. Y.
Pacific Coast Representative: W. H. Crawford, 609 Spalding Bldg., Portland, Oregon

June 3, 1916] ELECTRIC RAILWAY JOURNAL 19

: ^ ■ •

The Thermit Insert Weld

Is Giving
Satisfaction Where Others Fail

Among the hardest conditions that can be set for
a rail weld are to permit the making of —

Satisfactory joints on compromise sections and on
special steels.

The Thermit Insert Weld is meeting both of these
demands.

Here are some of the cities which are using Thermit
Insert Welds for compromise work : Boston, Holyoke,
Hartford, Williamsport, Reading, Kansas City,
Youngstown, Wilmington and Hampton.

And as for special rail steels :

In one city last year 537 Thermit Insert Welds
were made in special steel rail section PS 285, one
stretch of which consisted of 2 clear miles of an
important line.

No other weld was found suitable!

Just one break has been reported on this extraor-
dinary job, and that was due to an avoidable fault
in welding.

If the Thermit Insert Weld is the one that way engineers prefer for the hardest tasks,

The Thermit Insert Weld
Is sure to Make Good for Lighter Work, Too.

GOLDSCHMIDT THERMIT CO.

120 BROADWAY, NEW YORK

329-333 Folsom St., San Francisco 103 Richmond St., W., Toronto, Ont.

7300 So. Chicago Ave., Chicago

IIIIIIII11

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

What Uncle Sam Says About
the Economy of Track Grinding

The U. S. Bureau of Standards in its Technologic
Paper No. 62, of March 10, 1916, says, among other
things:

"Continual pounding of a joint eventually develops
a cup in the receiving rail, and rapid deterioration
follows if the joint is not given proper attention."

"On newly bolted joints a difference in elevation
of the abutting rails often exists, and unless filed or
ground down to a perfect surface alignment will soon
develop pounding and cupping."

"A number of companies now make a practice of
running over all newly bolted joints with a track
grinder and find that the slight expense is well justified
by the increased smoothness and resulting longer life
of the joints."

Of course, we have said all this ourselves in our
advertisements of the

Reciprocating
Track Grinder

but it takes an organization with nothing to sell, like
the U. S. Bureau of Standards, to give the truth of such
statements their full significance.

We know of no better way to bring home the truth
of our statement that the Reciprocating Track Grinder
affords the best, quickest and cheapest way to do track
grinding than to farm one out to you. When the seed
of its economy has taken root on your own soil you can
pay for it.

Railway Track-work Company

30th and Walnut Streets
Philadelphia

A NEW SERVICE

to Electric Railway

Men

An offer unprecedented
in the history of the
Electric Railway Journal

Opportunity to test the
new service without ex-
pense or obligation

Act Now— Save $2

The publishers of the Electric Railway Journal
have, however, always before them the question

What more can we do?

The answer came from our readers —

Constant requests were received for such data as should be found in a
modern Electric Railway Handbook. These data cannot be published
to best advantage, nor do they belong, in a weekly paper. They must
be in a convenient form for reference — for instant use — even for

RICHEY'S ELECTRIC RAILWAY HANDBOOK

is for the Operating, Constructing or Designin,
Engineer — or Student

ITS aim is to present data on the subjects which come up in every-day elect
railway practice. It may be used by the non-technical manager or operator
well as by the engineer. It is equally valuable as a convenient reference book
electric railway practice tor those who may be specializing in other or allied lin
We claim tor the Electric Railway Handbook absolute pre-eminence in elect
railway literature. We are not satisfied with merely saying that it is super!
to any work of its kind— but we claim it to be the only work of its kind, and,
want your most critical opinion after you see it.

A typical letter of attestation follows: "Without exception I find Riche:
work to be the most complete and least padded handbook with which I am familii
It is especially valuable to superintendents, master mechanics, electrical, mecha
ical and civil engineers." — Byron T. Mottinger, Electrical Engineer, Fort Dod(
Des Moines & Southern Railroad Co., Boone, Iowa.

Is there anything about the subject of Electric Railwc
Work you want to know which is not taken up in Richey
book ? This list of contents will tell you:

I. Roadbed and Truck

Engineering Costs.

Right of Way.

Grading.

Handling Earthworks.

Transportation of Earth.

Ballast and Ties.

Fences.

Street Railway Roadbed.

Rails; Sections and Compositio

Rail Joints.

Rail Corrugation and Wear.

Track Laying, Bolts. Spikes.

Track Grades and Curves.

Track Special Work.

Electric Track Switches.

Subway and Tunnel Sections.

II. Buildings

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 Uurva Resistance.
Track Grade Resistance.

pocket service. A book containing such data is practically indispen-
sable to the industry. It is an essential complement to Electric Rail-
way Journal service.

There was no such reference book to complete this service. Those who
could write it hesitated to undertake the task. Finally we persuaded

Albert S. Richey

to assume charge of the plans for a reference book which would cover
every need of electric railway men. With the assistance of W. C.
Greenough and others, he produced the

Electric Railway
Handbook

IV. Railway Motors

Preliminary Selection of Motor Rating.

Field Coils and Maintenance.

Gears and Pinions.

Commutating Poles.

Alternating Current Motors.

Lists of Commercial Motors.

Insulating Materials.

Brush Holders.

Brushes.

Ventilation.

Gear Ratio Selection.

Characteristic Curves.

Motor Suspension and Transmission.

Commutator.

Armature Maintenance.

Bearings and Lubrication.

A. I. E. E. Standardization Utiles on Railway B

Comparison of .Motor Capacity and Service Rcipi

V. Controlling; Apparatus

Maintenance of Control Apparatus.

Coin rcial I iruni t v |.i I nut rollers.

Multiple Unit Centred.

Resistance Connection.

Field Control.

I'nw.r Operated Control.

]:- distance Calculations.

Rooster Control.

Types of Controllers.

Auxiliary Contactors.

Alternating Current Motor Control.

VI. Current Collecting; Devices

Third-rail Collectors.

Trolley Maintenance.

Slot Plows.

Trolley Bases.

Roller Trollies.

Trolley Wheo

Trolley "

Pantograph and Bow Collectors.

VII. Trucks

Classification and Description of
Wheel Defects and Inspection.
Wheel I'.ase and Track Curves.
Standard Wheel Dimensions.
Journal Bearings.

Wheel's.

Flange Lubrication.

Wheel Turning. Crinding and M

fVIII. Braking
Coefficient of Friction between Slio
and Wheel.
.Clasp Brake.
' Electro Pneumatic Brake.
Magnetic Brake.
'Weight Transfer in Braking.
Braking Distance.
Straight Air Brake.
Brake Inspection and Maintenance.
Hand Brakes, Arrangement and

Maintenance.
Electric Braking, Regeneration, etc
Automatic Air Brake.
Brake-shoe Suspension.
Storage Air-brake System,
its. Air Compressors.

Automatic Slack Adjuster.
Emergency Straight Air Brake.

Levers.
Hand Brakes vs. Air Brakes.
Shoe Pressure, Hate and Time

of stop.
Relation between Air Pressure,

Piston Area and Leverage,
make si s and Shoe Heads.

IX. Rollins Stock

Track Sanders,
('leaning Cars.
Center Entrance Car
Storage Battery Car
Train Operation.
Types of Frames.
Car Heating.

Interurbnn Cars.
d Cars.
Motor Bus Operation.
Freight and Express Cars.
Couplers and Draft Riggings

X. Transmission and Distrihti

Overhead Crossings of Electric Light

and Power Lines.
Positive Feeder System and

Substation Location.
Transmission-line Calculation.
Tile Duct Conduit Construction.
Overhead Trolley Construction.
Terminology Electric Wire and Cable.
Electrolysis.

Sag and Tension in Span Wire.
Cable Sheath and Armor.
Steel Poles.
Wire Tables.
Wood Poles.
Concrete Poles.

Conduit (Slot) Contact Conductor.
Track Bonding.
Feeder Calculation.
Third rail Construction and Material.
Wood Preservation.
Weatherproof Braid.
Catenary Trolley Construction.
Paper Insulated Cable.
Negative Return Systems.
Trolley-wire Specifications.
Transmission-line Construction.
Contact Conductor A. I. E. E.

Standardization Rules.
Bobber Insulated Wire and Cable.
Cnlvnniziiig and Sherardizing Tests.

XI. Signals anil Communication

Signal Indications. Aspects and Clearances
Light Signals in Sunlight and Size of Lens
Signaling Schemes for Suburban and

Interurban Service.
Automatic Train Stops.
Block-signal Definitions.
Block-signal Classification.
Crossing Protection.
Index.
Telephones.
Track Circuits.
Signal Maintenance.
Telephone Dispatching,
'trolley Operated Signals.
Dispatchers' Signal Systems.
Signal Location and Arrangement.

FREE COMBINATION OFFER

THIS exceptional offer enables
you to test the value of the new
service before you pay one cent. It
also permits you to avail yourself
of this plan at a special price on
deferred payments.

The Electric Railway Journal subscription price a» q
for 52 issues is ^ O

The Electric Railway Handbook price, postpaid, is 4

Total Cost $7

You can secure both through this special offer for $ £

Save $2-Act Now

Remember — we take all the risk. If you are not sat-
isfied you can return the book and the incident is closed.

OR OLD SUBSCRIBERS AND NEW

Electric Railway Journal, 239 W. 39th St., New York.
;er my name for your special service offer

Electric Railway Journal, one year. . . .$3.00

Richey's Electric Railway Handbook... 4.00

at YOUR SPECIAL OFFER of $ 5

?ree to return the "Electric Railway Handbook" or to remit $2.00 within 10 days,
the balance of .$:{.(mi within Sn days thereafter. I understand that if I return the
k. this order is canceled automatically.

cet Address

State.

me of Company Position.

If you are now
a subscriber —

This is the only stipulation — you must
enter youv order now. The offer is made
for a limited time only. It may not be
open when your subscription actually
expires.

Send in your order today. If you de-
cide not to keep the "Electric Railway
Handbook," you have only to return it
and the incident is closed.

ELECTRIC RAILWAY
JOURNAL

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

The Lincoln Rail Bonding

System

—What
it means
to you

The Lincoln Rail-bonding Ma-
chine is composed of a light port-
able motor generator which fur-
nishes ample current to actually
weld the bond and rail together
with an electric arc without in
any way affecting the crystalline
structure of the rail.

The Lincoln Bonding Machine

The results obtained in applying bonds the Lincoln way fully
warrant your careful investigation. Lincoln Bonds not only
give increased efficiency at lower cost, but they also

Give an indestructible point of contact and resulting

longer life to the bond;

The Lincoln Process eliminates necessity for drilling

and grinding of rail as the arc when directed to the

steel throws off scale, rust and dirt, thus affording a

clean welding surface;

This system reduces the labor cost of applying bonds

as only two ordinary men are required to operate

and to lift the machine on or off the track;

It materially cuts the cost of installed bonds. The

market price of Lincoln bonds is considerably less

than any other on the market;

They can be efficiently applied at the rate of 30 per

hour, the actual time required for welding each bond

being less than 40 seconds;

The Lincoln Process of bonding eliminates possible

damage to rail and insures perfect return of current

thus making electrolysis impossible;

Lincoln Bonds can be welded to the ball of the rail,

the web of the rail under the fish plate or to the

flange of the rail.

1 ' i ' US*

■■

Lincoln U-shaped Bonds— as applied to Ball, Flange and Web of Rail

The Bonding Machine has high electrical
efficiency. The motor generator is designed to
operate effectively on a fluctuating voltage.
Bonding is done equally as well with the car

standing at the side of track, thus affording
minimum interruption of traffic.
The Lincoln bonding machine is so constructed
that it can be used in the repair shops for all
classes of light welding work.

The Lincoln Bonding Co., 636 Huron Rd., Cleveland, O.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

From Our Mines Comes the
Quality Clay Which Makes
Nelsonville Brick Famous

Here we illustrate two special Nelsonville
bricks for use next to car track rails.
Notice the girder-rail effect secured
through their use with T-rails. Think of
this economy in rail cost! The flanges of
car wheels, even those of heavy traction
and interurban cars, find ample space
within the groove formed by the shape of
the filler brick and the rail side.

NELSONVILLE

Filler and Stretcher

Brick

are nine inches long and made in shapes to
fit any standard type of rail. One fills the
same space as three ordinary nose bricks.
The ungrouted joints protect paving from
rail vibrations.

Write for this Booklet

Let us send you sample bricks and our booklet — •
"Rail Brick of the Right Sort."

The Nelsonville Brick Co.

Nelsonville, Ohio

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Pefmdneih Ttradfc at\ Less Cost °S™

IB I* Li Li U Li li ti . CLOSED

It Grips the Ballast —

The International Steel Twin Tie

When you tamp beneath an International
Steel Twin Tie, the tamping "Stays Put."

The beveled edges of the bearing plate
which carries the rail fold over the ballast and
hold the compacted material in place, as in a
pocket.

The malleable clip and wedge rail fastening
is positive; it will not break and it will not
loosen.
^ In consequence INTERNATIONAL

STEEL TWIN TIE TRACK HOLDS LINE
AND SURFACE.

Let us refer you to engineers who use them.

W//i§.

The International Steel Tie Company

■stern Eng'g Sale* C< .
Xoa Angeles. Cal. , Seattle, Wash. Salt Lak<- City, L'tnh.

'jJilM

General Sales Office and Works: Cleveland, Ohio

REPRESENTATIVES
n EngV Salt, Co.. S»o Francisco. c»l. . R. F. Conner IV, J. E. Lewis * Co.. Maurice Joy, William II. X,.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

The outfit for applying

Indianapolis Joints

Filling in Cups

Building up special work

and General Repairing

"Very Good Results
Have Been Obtained"

The words of Mr. R. H. Findley, Supt. of
Track and Roadway of the Omaha & Council
Bluffs Street Railway. He was referring to
his Company's use of the

"Apex" Joint

and the

Indianapolis Portable Electric Welder

We could not tell you the
story of how a bad case of
pounded joints was easily
and economically remedied,
nearly as well as Mr. Findley
tells it, so we show herewith
a reprint of part of his paper
read at the Iowa Association
meeting- on May 10.

What the Indianapolis
equipment did for this com-
pany on repair work it will
do for you — and more. It is
equally efficient on new track
work and in reclaiming
broken car equipment.

Investigate now.

Indianapolis Switch
& Frog Company

Springfield, Ohio

Arc-welded fish-plates are particularly serviceable for
making repairs. We have some track, laid before we
made a practice of using expansion joints during the
construction period, in which a number of joints opened
slightly. We found it impracticable under the condi-
tions to go back over the track and draw the rail ends
together, and we were also pressed by the city to hurry
the work along. These conditions, coupled with the fact
that we had no facilities for grinding the joints after
the track was completed, caused an early pounding at
the joints, damaging both plates and rail ends to such
an extent that new plates did not fit. Recently we have
been removing the old joints, installing Apex joints,
and welding with the arc welder, building up the ball
of the rail with the same welder and grinding to a
smooth surface. "Very good results have been obtained.
This track has had service of twenty-seven double-truck
cars per hour in each direction during the lean hours
of the day, and about twice this number during the rush
hours, cars weighing from 18 tons to 20 tons empty.
The cost of replacing with the Apex joint is approxi-
mately $6.50 each, including tearing up and replacing
the paving and 50 cents for current consumption.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

miiimtiuniiiiiiiiiiiiiiiiitii.

In this treatise you will
read of the method rail-
ways need, to kill their
weeds, top, root and seeds.

Labor was never scarcer! Wages never
higher than today. Here's a combina-
tion that railways have to meet now, to-
day, this spring. Can you afford to put
your men to work "grassing" track?
It's a problem, a worrisome, head-
scratching problem. There's only one
efficient way out :

Atlas "A" Weed Killer

and Track Preservative

Applied by means of Atlas "A" Service and Equipment,
supervised by an Atlas weed expert to secure the desired
results with the least expenditure of money and that
means just the degree of permanency in weed eradica-
tion that you desire.

The Atlas "A" Method, the chemical method of eliminating track vegetation, has been used by the
leading railways of the East, West, North and South (entire list on request). We can point to
these companies not only as satisfied users, but as appreciative of the standardizing of these track
weeding methods which assure a definite cost at the start.

Send for this book today. Don't let the grass grow under your feet or on your tracks. Read
what Atlas "A" Method has done for American railways and then juds;e for yourself what
weedy stretches of track. Learn how you, too, can

ATLAS PRESERVATIVE COMPANY OF AMERICA,

95-97 Liberty St., New York, N. Y.

l^iBtimtttiggggaiw;^^?;

Prffiffifflff

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Ljw

IMK^jfl

^^Bpnc •^'

^^ ^K

P| I Ml

■R £• -JOl

/ rr fl

M^l

Columbia Tools on the Job for You!
Turning out Bearings

You will understand the perfection
of Columbia-made products when we
tell you that we have several hundred
machine tools alone.

Practically each tool be it drill, shaper,
borer, grinder, planer or lathe, is

TOOLS

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car hoists

Car replacers

Coil taping machines for armature leads

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

handled by the same man day in, day
out.

Such specification inevitably results
in turning out the best possible work.

That's only one of many reasons for
using Columbia-made products.

CAR EQUIPMENT
Armature and Field Coils
Brush-holders and springs
Brake, door and other handles
Brake forgings, rigging, etc.
Car trimmings
Commutators
Controller handles
Forgings of all kinds
Gear cases (steel or mall, iron)
Grid resistors

Third-rail shoe beams and accessories
Trolley poles (steel)
Trolley wheels

Columbia Machine Works & Malleable Iron Co.

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Make Your Junk Pile
Pay You a Profit

A large portion of the millions of dollars
worth of damaged parts and broken metal
equipment that is thrown away each year
by electric street railways and traction
companies, could be saved from the junk
pile by oxy-acetylene welding and cutting.

This process is ideal for all classes of
repair and construction work — inside and
outside of the shop. An oxy-acetylene weld
leaves the metal in perfect condition for
subsequent machining.

It handles certain classes of work that
no other process can touch. Its all-around
usefulness pays back its low original cost
many times over. Costly delays and
expensive replacements are obviated — urgent repairs are made right "on the spot"
— without the usual dismantling. The portable Prest-O-Lite outfit is rushed to the
job, and the repair made at once.

This all-important advantage of oxy-acetylene welding and cutting is provided
by the

Welding leg on cast steel motor housing, by Prest-
O-Lite Process. Total cost of operation was $3.70

Employs both gases (acetylene and oxygen) in
portable cylinders. Prest-O-Lite Dissolved Acetylene
(ready-made carbide gas) is backed by Prest-O-Lite
Service, which provides dry, purified gas, insuring bet-
ter welds, quicker work, and lower cost, and also avoids
the large initial outlay and heavy depreciation incurred
in making crude acetylene in a carbide generator.

Necessary equipment is not expensive. We furnish
high-grade welding apparatus for $5o (Canada $75 ) ;
acetylene service at additional cost. Adaptable for oxy-
acetylene cutting by the purchase of special cutting blow
pipe. Thorough instructions are furnished free to every
user of Prest-O-Lite Dissolved Acetylene— any average
workman who understands metals can learn the process
quickly and easily.

Send for our thoroughly illustrated literature showing oxy-acetylene savings that other
electric roads are now making, and also ask for details of Prest-O-Lite Gas-Weld Rail
Bonding, which provides greater conductivity and longer life, at less cost per bond.

The Prest-O-Lite Company, Inc.

The World's Largest Makers of Dissolved Acetylene

Main Offices and Factory
805 Speedway, Indianapolis, Ind.

Canadian Office and Factory
Merritton, Ontario

53 Branches and Charging Plants

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Combination Equipment for One-Man or Two-Man Operation

"The writer personally believes that this is the
only one-man prepayment registering device on
the market."— N. C. Rasmussen, Superintendent,
Wausau Street Railroad Company.

"The Ohmer System permits the Auditing De-
partment to produce with the minimum of effort,
statistics of much value." — L. D. Mathes, General
Superintendent, Norfolk Southern Railroad Co.

Ohmer Fare Register Company

Dayton, Ohio, U. S. A.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

If You Asked the
Traffic Man About

The International

Motor- Driven Coin Register

"Cars cost a lot of money these days, so the quicker
we can loop 'em around the better.

"We'd done a lot by putting in lower steps and air-
operated doors to speed things up, but there was still a
hitch at the fare collection end.

"We were insisting that every fare be registered as
collected. Well, it simply couldn't be done without
blocking the line like a bust-up coal truck.

"Finally, we came to the Boston style — the Interna-
tional Coin Register.

"Say, the way the people file past that combination is
an eye-opener. The conductor never raises his arm except
to register a transfer. The machine does the one-by-one
registering for him, so there's one less rule to violate, and
the closing of the doors in a jiffy is a reality.

"Every little helps, they say — but it's more than a little
help — this International Motor- Driven Coin Register''

THE INTERNATIONAL REGISTER COMPANY

15 South Throop Street, Chicago, 111.

Manufacturers of Coin Registers, Fare Boxes, Double and Single Car Registers and Fittings,
Conductors' Punches and exclusive agents for Heeren Enamel Badges.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

of the

Rooke Automatic Register

Speed!

What is
Point 3?

For speediness in fare collection you can't
beat the hand of a conductor.

For speediness in registration you can't
beat a registering fare box.

For speediness of both collection and
registration you can't beat the Rooke Auto-
matic Register.

It's as speedy as the hand of the conductor
because it's actually a part of his hand
darted hither and thither wherever there's a
fare in sight.

It's as speedy as any registering fare box
and is the only mechanism in which the
passenger's act in inserting fare produces a
registration.

Rooke Automatic Register Co,

Providence, R. I.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Flexible Conduit in Car Wiring

THE accompanying diagram shows the location of flexible
conduits on the near-side cars of the Philadelphia Rapid
Transit Company. In this wiring, %-in., y2-'m. and %-in. duct is
used. The %-in. duct is used for the trolley wire from an entry
point near the corner post under the vestibule roof, through the
circuit breaker to the fuse box, a total conduit run of 34 ft.

The y2-'m. duct is used for
the buzzer feed wires, a point
near that at which the trolley
wire enters the %-in. line to
the interrupter located under
one of the longitudinal seats at
a point nearly over the rear
axle of the forward truck.
This run is 21 ft. long.

The 2-6-in. duct is used for
the motorman's rear signal bell
wire leading from the front of
the vestibule to a battery lo-
cated near the buzzer inter-
rupter. This run is 25 ft.

All of the conduit is cleated
with galvanized pipe straps,
and all ends are left open, as
they are all used in a perfectly
dry inclosure.

(From Electric Railway Journal, April 22, 1916.)

Buzzer feed wire enters flexible dud at this point.) Trolley wire enters flexible dud
^(^Ihbwjvofdcaratthepoint.

Duraduct

(Reg. U. S. Pat. Off.)

Sample Upon Request

TUBULAR WOVEN FABRIC CO.

MANUFACTURERS

PAWTUCKET, R. I.

A. HALL BERRY, General Sales Agent
97 Warren St., New York 9 So. Clinton St., Chicago

Distributors for Canada: NORTHERN ELECTRIC COMPANY, Ltd.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Epoch-Ma

Hess-Bright

Placed by New York Stat

LEGEND

9 Draining n^

"FrontCap 10 Front Cap Bolts

"RearCap 11 Cap Bolts in fear Cap

" Sleeve and Journal Nut

' • Nut 12 Lock Washers

Rear Cap Plate 13 Screws iorfearCapPhte

" " Packing 14 Front Ball Bearing

Filling Plug

~ti'—±.—7i'-

This is the Hess-Bright Ball Bearing Journal to be applied
to Rochester's fifty low-level cars

HESS-BRIGHT

THE INIMITABLE BEARING

Hess-Bright M

Philadelphi

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

ig Order for

Ball Bearings

Railways— Rochester Lines

□

on
□□
□□

DD
□□

1200

,. k-2-7'^-2'7--^

m^rrwm

16-0 Truck Centers

■ SO'-O" over Buffers

is a side elevation of the low-level cars of the New York State Railways, Rochester
Lines, to be equipped with Hess-Bright Ball Bearing Journals

The New York State Railways, Rochester Lines, has just placed an order
with this Company for Hess-Bright Ball Bearing Journals to go on fifty new
low-level cars.

This is the largest order ever placed for anti-friction bearings on standard
electric railway cars.

It is significant that Hess-Bright Ball Bearings were chosen by a railway
which has been testing anti-friction bearings for railway service over a period
of five years.

fless-Bright's Conrad Patents Are Thoroughly Adjudicated

ufacturing Co.

Pennsylvania

HB ^^^P^DWF
HESS-BRIGHT

THE INIMITABLE BEARING

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

This is the Efficient Way
to Bond Rail Joints

It saves current that poorly
bonded joints lose.

It .gives a permanent weld that
lasts as long as the rail.

It gives a return circuit that
any manager can be proud of.

Write for the facts about

Electric Weld Rail Bonds

WELDING CLAMP

The Electric Railway Improvement Co., Cleveland, Ohio

LOOK

FOR THE TRADE MARK
ON ALL GENUINE K-I SLEEVES

Here is the place to
save time with the

]fade

'PIONEER OF SPLICERS"

K-I

f?FG. i/.S. PAT. OFT.

Splicing Sleeve

H*K

The splicer that requires;
No soldering
No set screws
No hammering
No bending of wires

Be consistent in your time saving. If you are
using motor repair trucks to get TO the
trouble quickly use K-I Splicing Sleeves to
get away from it quickly. Write for catalog
telling how.

Standard Railway Supply Co., 4229 Fergus St., Cincinnati, O.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

97,000 Miles on
Cast Iron Wheels
Without Grinding

Perry-Hartman Centering Center Plates and
Anti-Friction Side Bearings are responsible
for this performance.

These centering center plates and side bearings not only
reduce flange wear on new wheels to a minimum but also
when installed on cars with wheels partly worn invariably
stop further flange wear immediately.

On one car equipped with the Perry-Hartman center plate
and side bearings 24,000 miles was made in six months, the
flanges showing practically no wear. A car running opposite
with old style equipment, making approximately the same
mileage, had three pairs of wheels turned down and one pair
of wheels removed.

Over 12,000 steam railroad cars were equipped with these
bearings last year. This should convince you of the value
of investigating them for your own service.

They stop "nosing" or "thrashing" of trucks, reduce rail
wear, lessen derailments, lower power consumption and give
an easier riding car body.

The substance of this advertisement was
used in this magazine on May 10, 1913.
We reproduce it to show that these
bearings have been establishing economy
and efficiency records for many years.
They are in service on all principal
steam and electric railroads.

Electric Railway Distributors for The Joliet Railway & Supply Company

1508 Fisher Building, Chicago

U. S. Metal & Mfg. Company, New York Brown & Hall Supply Company, St. Louis W. M. McClintock, St. Paul

Alfred Connor, Denver C. F. Saenger & Company, Cleveland C. E. A. Carr, Toronto W. F. McKeeney, Portland, Ore.

W. E. Skinner, Winnipeg F. F. Bodler, San Francisco S. I. VVailes, Los Angeles

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

"Grade M"

The More Miles per Dollar Gearing

The Choice of Ninety

Progressive Electric Railways

in the United States

General Electric Compan

General Office : Schenectady, N.Y.

ADDRESS NEAREST OFFICE

■w Orleans,,
■w York. N

aftara Palis

Fort Wayne. Ind
Hartford Conn.
Indianapolis, Inc

Jacksonvi

Angeles, Cal.

St. Louis. Mo.
Salt Lake City. Ut;
Sail Franciseo. Cal.

Schenectadv, N. Y.
Seattle. Wash.
Spokane, Wash.
eld, Mass

n. y.

Toledo. Ohio
Washington. D. C.
Youngstown, Ohio

For Michigan Busim
Oklahoma an,i Arizona business refer t
. City For Cs

s ifcfer to General Electric Company of Miehiuan, Detroit.
Southwest General :

ly. Lie

Dall3s, El Paso,

Electric Railway Journal

Published
Consolidation of

t the McGraw Publishing Company, Inc.

Railway Journal and Electric Railway Review

NEW YORK SATURDAY, JUNE 3, 1916

SPLIT VS

SOLID

GEARS

The establishment of permanent
shop practices is, no doubt, an ex-
cellent ideal. Applied in modera-
tion (to paraphrase one of Mark Twain's remarks
about marriage) it may be safely advocated, but among
its possible results is the chance of losing sight of the
real aim of mechanical engineering which, in the end,
consists in the use of constructions that are demon-
strated to be best from the broadest economic view-
point, involving not only convenience but also reliability,
length of life, and final cost. A case in point will be
found in the retention of the split gear on motor-driven
axles of electric railway cars to an extent that is by no
means restricted, notwithstanding the fact that ex-
perience has shown the split gear and key to be a thor-
oughly non-permanent construction. Admittedly this
method of applying gears possesses the great advantage
of flexibility, permitting repairs or changes to be made
by hand instead of involving the use of the hydraulic
press as required where the gear is solid and must be
pressed on or off the axle like a wheel. However, the
latter construction possesses simplicity, and thereby it
acquires ruggedness and reliability, now that the mod-
ern gear has a life usually equal to or greater than that
of the wheel. Although it is much easier and less ex-
pensive to "tinker" with the split gear, a broad com-
parison of the final results attained by the two con-
structions shows that the solid gear is infinitely pref-
erable. That any consideration should be given to the
former type, therefore, aside from the temporary prac-
tice necessitated on roads that are gradually displac-
ing it, indicates the anomalous situation of obscuring
the true ideals of engineering practice behind the exi-
gencies of local custom, and this is something that the
industry would do well to avoid.

STEPLESS
DOUBLE-
DECKER

The stepless double-deck car,
which for two or three years has
been operated more or less experi-
mentally in America in the cities of New York, Pitts-
burgh, Columbus and Washington, now appears for the
first time, according to our records, on a foreign street
railway system, the Vienna Municipal Tramways, in a
type described and illustrated elsewhere in this issue.
Although the double-deck car has not yet won a definite
place in transportation since in the United States, and
may never do so, if it should gain a position here it will
undoubtedly be only with a low-floor body construction,
as that insures greater safety, higher schedule speeds
through the quicker handling of passengers, and a suffi-
cient reduction in car height so as to avoid overhead

obstructions. Abroad, outside of Great Britain and
some of its colonies, the double-deck car has not been
much more popular than in this country, in spite of the
fact that the narrow streets have offered an inducement
for cars to develop vertically rather than longitudinally.
Hence the introduction of the low-floor, double-deck car
in Vienna, one of the few cities on the continent where
double-deckers have been used in the past, is of special
interest. Although the seating arrangements of the
new Vienna car are novel, the total passenger capacity
is considerably less than that of similar models in the
four American cities above mentioned, owing to the re-
strictions in width imposed by the limited double-track
clearances in Vienna. This handicap, however, has
been partly overcome by the ingenious provision of a
bow-window arrangement for the sides of the upper
deck, thus making possible the installment of a back-to-
back longitudinal bench which does not interfere with
the passing of passengers along the adjoining passage-
ways and which would be impossible in any other con-
struction.

LABEL In the campaign for a greater

STANDARD use of the association's standard

SPECIFICATIONS specifications, we believe that
much could be accomplished through the medium of ad-
vertising. We are not using this word here in its tech-
nical sense but in its more general meaning of urging
emphasis by users of the fact that the specifications are
those recommended as standard by the association. For
instance, practically all of the rail mills use the Amer-
ican Electric Railway Engineering Association's grades
A and B rail specifications when submitting bids to
electric railways, but since the association has no stand-
ard form of specifications with a prominently dis-
played credit line, the manufacturers reprint the asso-
ciation's specifications with their names in large type
and the association's name in small type. Consequently,
the average purchaser assumes that this specification is
the manufacturer's specification and not the specifica-
tion of his association, and buys the rails accordingly.
In every instance, the manufacturer gives the associa-
tion due credit, and he is hardly to be criticised for
printing his concern's name in large type, but the asso-
ciation would promote the knowledge that it had pre-
pared these specifications as well as extend their use if
it should publish them in a standard form which could
be supplied to all member companies. For a railway
company to retype from the Manual, when they are re-
quired, the rail specifications or any other specifica-
tions is more of a task than it usually cares to under-

1028

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

take. Consequently, it adopts the first printed form of
specification that is offered, making interline modifica-
tions. These association forms could be kept in stock
by the secretary so that copies could be furnished mem-
ber companies on request and at a price that would pay
for the cost of printing. If the member companies could
be educated to depend upon the association to this ex-
tent, it would not be so difficult to bring about the more
general use of the standards now printed in the Manual.

PAVEMENT COST AFFECTS SERVICE STANDARDS

Paving in the track allowance, the heritage of horse-
car operation and an unjust burden which only increases
the cost of operation at the expense of service, is a
subject of ever-increasing worry to the way engineer.
In Chicago, for instance, it represented at the begin-
ning of 1914 an investment of $7,373,683, or about
one-fifth of the total track cost, yet the pavement
maintenance cost was approximately equal to that for
the track. Hence it occupies an important place in
the budget of every city company, and the proper type
of paving for various conditions is a subject of con-
cern to the industry.

In 1915 the way committee of the American Electric
Railway Engineering Association was of the opinion
that granite block laid on a mortar cushion was best
suited as a paving material in the track allowance.
This committee refused at that time to go on record,
however, with any definite recommendations because
there were so many conditions to meet. Where one
type of pavement was suitable in one locality it was
found to be absolutely unsatisfactory in another. W. M.
Archibald, engineer of way Houston (Tex.) Electric
Company, in a paper delivered before the recent South-
western convention, reminds us that, owing to the
changed character of wheel traffic in most cities, granite
block paving is relatively less advantageous than for-
merly. A smooth pavement rather than wear value is
in demand to-day, whereas a decade ago smooth pave-
ments were objectionable because they were too slippery
for horse-drawn vehicles.

It is quite true that the larger proportion of rubber-
tired vehicles of the present have introduced new prob-
lems, but we are of the opinion that more skilled work-
manship with the unit types of pavement will make
them meet the demands of the most critical community.
For extremely heavy traffic, accurately cut granite block
carefully laid on a mortar cushion with grout filler has
given an unquestioned account of itself in the larger
cities of this country and Europe. Vitrified brick and
wood block appear to be equally well adapted for medium
traffic streets, but with the latter material more skilled
attention is necessary to obviate the objectionable qual-
ities, such as bleeding and buckling. For residential
streets where light vehicular traffic obtains, the various
sheet pavements, with toothing blocks to form the car-
wheel flangeways and stretcher courses to form the
pavement brow outside of the track, continue to be
popular, and as far as we can ascertain they are
satisfactory.

It frequently occurs that railway companies are
forced, against their better judgment, to use an un-
satisfactory paving material for certain streets. While
strenuous objection on their part in cases of this kind
may seem impolitic or ill advised, yet as long as the
service must carry the burden it appears proper to
oppose any change in construction which will increase
operating expense. Property holders who are benefited
because a railway company pays for a portion of their
pavement have no just right to force additional bur-
dens which in turn must affect the quality of the service
to the rest of the community. Unless the industry as a
whole points out this condition and takes a definite and
united stand against it this expense will continue to
increase in amount.

Of course, this point is in addition to the general
question of the inadvisability of forcing the railways to
bear any part of the cost of paving. Relief from this
charge affords, to our mind, a very simple means of
increasing the fare.

IS TOO MUCH SAND BEING USED?

In a paper recently delivered by Richard T. Fox,
general manager Chicago Citizens' Street Cleaning
Bureau, before the Western Society of Engineers, some
very interesting data were presented relating to the
sources of street dust and where the street cleaners
pick up the most of it. While this paper was a discussion
of a standard of cleanliness for intensive street clean-
ing, the average of a number of tests indicated that
on a basis of 1000 sq. yd. of area, 4.3 lb. of dirt were
swept up from the sidewalk, 6 lb. from the roadway
between the street railway tracks and the curbs, and
90 lb. in the double-track allowance. In the instance
cited the sidewalks were of concrete and the entire
street was paved with wood block. While to a certain
extent the large quantity of dirt in the track allowance
may be attributed to the fact that the rails broke the
continuity of the street surface, yet the analysis of the
dirt collected at this point indicated that 50 per cent
of it was silica or sand. Whether this should be taken
as an indication that the railway company was using
sand too freely or not, is a question. In any event it
appears from the results of this test that the amount
of sand used by cars operating on city streets in general
may be worth careful study. If sand is being employed
too liberally, economies are apparent because the pur-
chase, preparation and delivery of sand on a large sys-
tem make its cost per unit of quantity a considerable
item.

To determine further whether the fine dirt picked up
in the track allowance was blown there from other
sources or was sand deposited in braking and starting
cars, tests were made on other sections of the same
street where street railway tracks had not been in-
stalled. These indicated a different distribution as well
as a reduction in the total quantity of dust found. The
total fell from 96 lb. to 12.2 lb. for the same roadway
areas. This is equivalent to an increase from 6 lb. to
9.6 lb. per 1000 sq. yd. of roadway between the track

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1029

allowance and the curbs, and a reduction from 90 lb. to
2.6 lb. per 1000 sq. yd. in the track allowance. While
this is an unfair comparison because the dust from the
smooth streets is blown away and lodged in the track
areas of other streets, yet the marked difference in the
quantities in the streets with and without tracks did
prevail and, if the subject is carefully investigated, it
may afford a means of economizing in the amount of
sand used.

RAILWAY LOADS FOR CENTRAL POWER STATIONS

There is ample evidence that the central power com-
panies are going after the railway business vigorously.
They have their eye on the steam railroad electrification
business, but while that is developing they plan to cover
the street and interurban field as far as possible. They
have very plausible arguments on which to base selling
campaigns, and there are many reasons why railway
loads are attractive to them.

The central power companies are in the business to
sell electrical energy and are not primarily concerned
with the uses made of it. They started in as lighting
companies, but lighting is now but one of several fields
for their activities. The railway field is especially
alluring, because here energy can be sold in large blocks,
and railways are managed by men who are trained to
appreciate the merits of a good business proposition.
The importance of the railway business is illustrated in
the case of Chicago, where more energy is now supplied
to the electric railways than to all other customers com-
bined. If we assume 3 kw.-hr. per car-mile as the unit
energy consumption of a car, and 25,000 as its annual
mileage, the annual energy consumption is 75,000
kw.-hr. at the car or, say, roughly 100,000 kw.-hr. at
the power house. At 1 cent per kilowatt-hour, here is
a business of $1,000 per year per car, one well worth
going after.

Moreover, in spite of its fluctuating character,
the railway load is a good one, as its load factor is
reasonable, even high compared with some classes of
load, as, for example, the lighting load in which there
is but one daily peak as compared with two in the rail-
way load. There is nothing in the latter to compare
with the exciting current losses in lighting trans-
formers, which must be magnetized continually although
used but a small portion of each day. Again, the power
factor of the railway load is good because rotary con-
verters are used, and these can, if necessary, be over-
excited to improve the character of the load in this par-
ticular. Lighting load has a notoriously poor power
factor at certain times of the day.

The attitude of the railway toward the purchase of
power involves considerable of reliability and cost.
Continuity of power supply is absolutely vital, and is
even more important than cost. The giving over of the
power involves considerations of reliability and cost,
absolute confidence in its ability to carry out the terms
of its contract. There is no doubt a certain insurance,
or at least a feeling of assurance, that comes from the
possession of the power source, even if the supply of

fuel, oil and water must come from without. The ques-
tion is, then, how much is this insurance or assurance
worth as compared with a possible saving in the cost
of energy, the total of which is probably not more than
one-eighth of the total expense of running the railway.

This whole power matter must be considered from
two sides, that of the seller and that of the buyer. As
seller, the power company has the plausible argument
that, as the railway's primary business is transporta-
tion, it can attend to this better if not distracted by a
secondary activity or side line, such as electrical energy
generation. The central power company claims that on
general principles it is obviously cheaper to generate
the power required by the railway on top of the lighting
and industrial power load than to generate it sepa-
rately. This follows partly because the peaks of the
several components of the load do not occur simultane-
ously— in other words, there is a certain "diversity."
Diversity permits the addition of load without propor-
tionate increase in generating capacity. At the same
time, the consolidation of generating capacity of several
stations in one permits the use of larger and more
economical units, which can be employed under more
advantageous operating conditions. Moreover, the use
of the latest type of unit conduces to greater reliability,
and if the central power company's business is great
enough to permit it to use more than one plant relia-
bility is still further assured.

As buyer, the railway has first to be convinced that
central power supply is at least as reliable as its own
energy, next that it is cheaper. The rub comes in
deciding whether or not it is cheaper. The price offered
by the power company is definite, exact; the cost of
home-made energy is not so easy to determine. The
bills for fuel, water, power-house labor, etc., are definite
enough, and the energy output can be accurately
metered. There are, however, the less tangible elements
of overhead charges, especially for management, depre-
ciation and obsolescence, which form an important ele-
ment of power cost. As the railway must have an
engineering staff whether operating a power plant or
not, it is quite a question to decide how much additional
cost is incident to the power generation. It is, there-
fore, a far-reaching problem accurately to determine
the reduction in expense which will follow the abandon-
ment of power plants to offset the cost of purchased
power.

To sum up the situation, it may be said that un-
doubtedly the combination of different kinds of loads
conduces to economy, but before a railway decides to
purchase energy its management must be convinced that
the railway will reap the benefit in the way of greater
reliability and lower cost which should result. It may
often prove more economical for the railway to absorb
the lighting and industrial power business, or to sell
energy to a company which will retail it for these pur-
poses. The latter would be especially true in connection
with an interurban railway system. In any case, it is
very important for the railway to know exactly what
its energy is costing.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

Stepless Double-Deck Car Introduced
in Vienna

The Author Has Evolved a New Stepless Double-Deck Car Which Embodies an Unusual

Seating Plan and Contains Bow Windows on the Upper Deck for Increasing

Seating Capacity Without Affecting Track Clearances

By LUDWIG SPANGLER

Manager Vienna (Austria) Municipal Tramways

DOUBLE-DECK motor cars, in general, embody the in hot countries, the double-deck car is servicable prac-

advantage of short length for a given capacity, tically only with an inclosed upper deck. The addition

thus requiring the occupation of only a small area of of the inclosed second deck requires a height of at least

the street surface. More passengers can be handled, 15 ft. 9 in., too great for many clearances, and provides

therefore, on one line with double-deck cars than with too little insurance against lateral upsetting from the

trains of single-deck cars. The former also permit a force of the wind when rounding curves. The design

much quicker handling of cars at terminals, avoiding the of the newly-built cars differs essentially in details from

necessity for the coupling up of trail cars. Moreover, the plans followed under somewhat similar conditions in

double-deck cars have for the same space a much greater New York and Pittsburgh. In Vienna it was possible

seating capacity than trains. In America, where uni- to have a height of only 13 ft. 7 in. to 14 ft. 5 in. to

form fares are customary, double-deck cars can be used permit cars to be stored in the present carhouses. This

with only one conductor, which results in a great saving is accomplished by the use of the low, stepless center

in labor as compared with train operation. entrance. Over the trucks the necessary lowness is ob-

In spite of these obvious* advantages, double-deck cars tained in spite of the greater elevation of the floor by a

up to this time have found widespread usage only in "nesting" of the rows of seats. This is a customary ar-

England. The reason for this may be that, excepting rangement with longitudinal-seat cars. The cross-seat

WEIGHTS AND CAPACITIES OF VARIOUS TYPES OP VIENNA CARS

Passengers per 1 M. of Car
or Train Length

, Passenger Capacity * , *■ — \

Total Total Weight in Pounds Total

Capacity Weight , * , Normal Capacity

with in Pounds Length Normal Sitting with

Normal Normal Extra Including Over Weight Number and Extra

Seating Standing Total Standing Electrical Buffers, Per Per of Standing Standing

Capacity Capacity Capacity Room Equipment Ft. In. Seat Passenger Seats Capacity Room
New 14-ft. 5-in. high double-deck

car with longitudinal seats. . . 56 30 86 100 47,628 47 3 855 553 3.9 6.0 6.95
New 14-ft. 5-in. high double-deck

car with cross-seats 56 28 84 92 48,510 47 3 866 578 3.9 5.8 6.4

16-ft. 9-in. high double-deck car 52 20 72 84 ' 30,870 34 11 595 428 4.9 6.76 7.9

Single-deck motor car 22 20 "42 56 27,783 35 0 1,263 661 2.07 4.0 5.26

Two-car trains 44 44 88 118 40,564 68 8 922 461 2.1 4.2 5.6

Three-car trains 66 68 134 180 53,361 102 6 809 397 2.1 4.28 5.76

VIENNA DOUBLE-DECK CARS — INTERIOR VIEW OF LOWER AND UPPER DECKS OF LONGITUDINAL-SEAT CAR

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1031

— ■ 47'J"-

Longitudinal-Seat Car Cross-Seat Car

VIENNA DOUBLE-DECK CARS — PLAN OF UPPER AND LOWER DECKS OF LONGITUDINAL AND CROSS-SEAT CARS

car embodies an entirely new seating arrangement,
which has also been applied in the auto buses in Vienna.
These were described in the Electric Railway Jour-
nal of Jan. 2, 1915.

The longitudinal passageway in the lower deck of the
cross-seat car lies entirely one one side, while the longi-
tudinal passage in the end of the upper deck lies along
the opposite side. On the upper deck, above the lower
side passage, is arranged a curved bench, shown in one
of the accompanying illustrations the floor underneath
which is cut away in order to utilize the space for the
stairway. Between this bench and the staircase is
placed a cross-seat for two persons, under which the floor
is likewise cut away. This extends across to the connec-
tion of the passageway with the head of the stairs on
the other side of the car. At this point there is also an
arch in the roof of the lower deck beneath which one can
stand easily.

In the lower deck, underneath the passageway of the
upper deck, are arranged benches, which consist of a
U-shaped bench in the elevated portion of the lower deck,
next to which, toward the center of the car, is a cross-
bench, and then another cross-bench, the base of which
is on a lower level. A step is provided between the cen-
tral and end portions of the lower-deck floor in order to
allow clearance for the trucks.

The new design would be of particular value for wide
cars, because a large seating capacity can be provided by
the cross-seats. In Vienna these double-deck cars had to
be built very narrow on account of the narrow spacing
between double tracks, and their operation was only pos-

VIENNA DOUBLE-DECK CARS — EXTERIOR VIEW OF CROSS-SEAT

CAR, SHOWING BOWS IN UPPER DECK TO OVERCOME

CLEARANCE LIMITATIONS

sible with the longitudinal-seat car by widening the por-
tions of the sides of the upper story directly over the
trucks into the form of bows, two on each side of the
car, as shown in the exterior view. This form of con-
struction does not prevent two cars from passing on
curves. In the cross-seat car these bows could have
been omitted.

The stairs leading up to the upper story are arranged
crosswise and directly above the trucks, and are unusual-
ly convenient and easy to mount. At each end of the

VIENNA DOUBLE-DECK CARS — INTERIOR VIEW OF LOWER AND UPPER DECK OF CROSS-SEAT CAR

1032

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 23

car are compartments providing for the motorman and
also furnishing standing room for passengers. The
movement of passengers at stops is greatly facilitated
thereby, because there is plenty of room for loading and
unloading in the low-lying central part of the car, ad-
jacent to which are long, wide aisles leading to the
stairs.

The side framing of the car is of steel posts, so con-
nected by suitable framing with the upper-deck floor as
to enable the floor construction to be built low.

The exterior of the car, as illustrated, has a highly
pleasing appearance. The cars are very popular with
the riding public in Vienna, particularly the upper
deck on which smokers are allowed. Comparative data
as to weights and capacities of the various types of
Vienna cars are given in the accompanying table.

The designs were made by the author and are pat-
ented in America.

Electrical Distribution as Discussed
by N. E. L. A.

Committee Reports Presented at Chicago Convention

Last Week Give Present Status of

Progress in This Direction

THE thirty-ninth convention of the National Elec-
tric Light Association was held in Chicago last
week. Several topics of value to railway men were dis-
cussed, principally relating to power purchase, gener-
ation and distribution. Abstracts of some of the re-
ports were given in last week's issue of this journal.
Others are given herewith.

Electrical Apparatus

The keynote of the recent work of the committee on
electrical apparatus has been standardization, particu-
larly with regard to sizes, voltages and taps for trans-
formers. Attention was directed in its report to the
fact that during the past five years the capacities of
single generating units have increased more than three-
fold.

On the subject of minimizing noise in substations,
the following design features were mentioned: The
foundations for the apparatus should be separate and
distinct from the walls of the building to prevent the
transmission of noise. Where possible, the walls should
be built with air spaces to form a cushion to impede
the direct transmission of noise. Windows should be
omitted from the walls of the substation building as a
further means of avoiding the transmission of noise.
Substations provided with forced ventilation should be
carefully designed to avoid the transmission of noise
to the outside through the ventilating system. In some
cases it is required that the air passages be equipped
with baffles to prevent the transmission of sound.
Methods of installation which materially assist in a re-
duction of noise include the use of felt pads under trans-
formers, regulators, etc., or the isolation of noisy ap-
paratus in separate soundproof rooms. It was believed
by the committee that manufacturers pay too little at-
tention to the reduction of noise in apparatus.

An interesting development in the starting of heavy
rotating elements of large machines, such as syn-
chronous converters, is the application of a high-pres-
sure oiling system to bearings where it is desirable to
reduce the starting current to a minimum. Oil may
be forced to the bearings at sufficient pressure actually
to raise the rotating element out of mechanical con-
tact with the bearings so that it floats on a film of
oil. The high pressure is shut off as soon as the ma-
chine starts.

The application of single-phase service to transporta-
tion and other fields frequently involves the use of syn-
chronous condensers for power factor correction and
voltage regulation. The construction of these involves
some unusual conditions in certain situations, such, for
examples, as where one phase is grounded. Such ma-
chines have been constructed for direct application to
11,000-volt systems requiring insulation suitable for
use on a 19,000-volt three-phase system. The difficul-
ties involved in converting three-phase energy into
single-phase energy have led to the development of the
phase converter. As compared with a straight motor-
generator for converting three-phase to single-phase
current, the phase converter is cheaper, more efficient
and more flexible.

The committee stated that two new pieces of labora-
tory apparatus may now be considered as standardized
for general use, namely, the harmonic analyzer and the
cycle recorder. The analyzer provides an efficient and
accurate method for determining the components in an
alternating current or emf., which otherwise would re-
quire tedious mathematical processes. The cycle re-
corder is used in testing the time elements of high-ac-
curacy relays and circuit-breakers. Its pointer com-
mences to revolve one step per cycle the instant that
power is applied to the test circuit. Its particular field
is in measuring elapsed intervals of time too short to be
satisfactorily observed with a stop watch, and where
readings in steps of one alternation are sufficiently ac-
curate for the purpose in view.

Improvements in electrolytic lightning arrestors dur-
ing the year have included a new form of electrolyte
which may be operated at higher temperatures, namely,
up to 135 deg. Fahr. In the application of electrolytic
arrestors for d.c, low-voltage protection, a charging
gap has been added to the equipment, with arrange-
ments for closing the gap for daily charging. A new
lightning arrestor for use in d.c. generating stations, or
for the protection of railway equipment was also de-
scribed. It consists of a condenser in parallel with a
resistor and both in series with a spark gap between
line and ground. The improvement consists in the use
of a flat plate condenser with a new insulating wax of
much higher dielectric strength than paraffin. For the
protection of railway equipment and station apparatus
up to 1500 volts, a condenser of 1 m. f. capacity is used,
while for line mounting, a 0.3-m. f. condenser is used.
The gap may be safely short-circuited as the resistance
of the condenser shunt is high.

Considerable advance has been made in the past year
in the construction of switchboard apparatus to im-
prove the product from the point of safety to the opera-
tor. This has included the isolation of dangerous
parts by inclosing and screening, or by placing all large
parts at the back of the boards and equipping switches
with indicating tell-tale lights or signs. The committee
described and illustrated in its report a number of sam-
ple safety devices.

Underground Construction

The report of the committee on this subject was
largely devoted to details of conduit construction, cable
installation and cable testing. The process of making
"stone" conduits, the material for which is fine lime-
stone screenings and Portland cement in proportions of
4.75 to 1, was described. This conduit is made in lengths
of 5 ft. and of an internal diameter of 2% in., and a
wall thickness of % in. It is laid with a minimum of
I in. of concrete between ducts and between layers, and
with a 3-in. concrete envelop. One company has in-
stalled 10.000,000 ft. of this conduit.

The committee described a new type of cable joint in

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1033

which ingenious insulating forms are used for separat-
ing the conductors of a cable. These forms are con-
structed of thin sheets of mica cemented together and
made up over an iron core. A porcelain spacer at each
end holds the separators symmetrically about the three
conductors and centrally in the lead sleeve. Another
type of joint, known as a vacuum joint, was also de-
scribed. In this the insulating material is forced into
the sleeve and all air is eliminated by exhausting the
interior of the sleeve to a high vacuum.

An apparatus for testing cables was also described
by means of which it is possible to measure direct cur-
rent in a single-conductor cable without opening the
circuit. The instrument consists of two parts, a coil
and a meter. The coil is an iron ring wound with a
large number of turns of small wire, and having a
hinged section which opens to permit the ring to be
slipped over the conductor. In the core is a small air
gap in which a polarized magnet is pivoted. This mag-
net is free to turn according to the polarity of the core
poles terminating at the air gap. When the coil is
slipped over a conductor carrying a direct current the
core is magnetized and the needle is deflected and
makes contact completing an electric circuit through a
relay and indicator. Current from a battery is sent
through the coil to neutralize the effect of the current
in the conductor, and a condition of neutralization is
indicated by the polarity indicator. The current neces-
sary for this purpose, which is measured by an am-
meter, is proportional to the current in the conductor.
The apparatus comprises an adjustable resistor for use
in varying the current in the coil.

The committee also described a pothead for use in
connecting underground cables with overhead lines. It
was stated that some companies using multi-conductor
terminals made of iron have had trouble due to heating
caused by eddy currents when the terminal is used on
cables carrying alternating current. This trouble has
been overcome by making the metal forked cap of the
terminal of non-magnetic material. The committee di-
rected attention to the importance of cooling of duct
lines under certain conditions, some cable failures hav-
ing been shown to be due to overheated cables. The
temperature of a duct of any given construction will
vary with changes with the character of the soil through
which it runs. A line which gives no trouble from
overheating in moist soil might overheat in dry or
sandy soil. Attempts have been made to produce arti-
ficially the conditions favorable to rapid heat dissipa-
tion, but as yet none have shown results to justify gen-
eral adoption. One of these is the use of a porous tile
drain laid in a trench above the conduit line. Another
is the sprinkling of the duct line.

Overhead Lines and Inductive Interference
In view of the importance of the movement toward
public regulation of line construction, the committee on
overhead lines and inductive interference devoted its
report entirely to this subject. The histories of the na-
tional joint committee on overhead and underground
line construction and of the Bureau of Standards Na-
tional Electric Code were traced, the latter being cov-
ered in considerable detail. In the opinion of the com-
mittee, the effect of the safety code on the industry, if
widely adopted and enforced, will be to eliminate or re-
strict inadequate construction and improper operating
methods. On the other hand, there has been widespread
apprehension of unwarranted increases in construction
cost and restrictions of development. While there has
been considerable opposition to the general proposition
of having a safety code, and while the association has
been criticised for assisting through its representatives
in the preparation of such a code, it is the opinion of the

majority of the committee that some degree of public
regulation is inevitable. Hence, the influence of the as-
sociation can more advantageously be directed to as-
suring that the regulatory measures adopted contain a
minimum of unwise features than to conducting a cam-
paign of probably fruitless opposition.

The committee concluded its report with a summary
of the most important of the state commission develop-
ments in this field.

Safety Exhibit at Aurora

More than 7,000 People Inspect the Exhibit of the

Aurora, Elgin & Chicago Railroad— Safety

Lectures to School Children

A COMPREHENSIVE yet inexpensive safety exhibit
conducted by the Aurora, Elgin & Chicago Railroad
at Aurora, 111., was visited by more than 4000 adults
and 3000 children. Safety bulletins, posters and pla-
cards in sufficient number to appeal to persons in every
walk of life were collected by H. B. Adams, the com-
pany's safety supervisor, and arranged on the walls of
a vacant storeroom in the business district of Aurora.
This material was exhibited for more than six weeks,
and attention was attracted to it through the co-opera-
tion of the newspapers, which were supplied with mate-
rial of news interest throughout the period of the exhi-
bition. The safety supervisor and assistants were in
charge of the exhibit, which was open daily from 1
o'clock to 9 p. m. The newspaper stories attracted the

public at large, and special arrangements were made
with the school authorities to permit the school chil-
dren to visit the room and inspect the exhibit during
school hours. The railway furnished special cars for
this purpose, and practically all the school children in
Aurora visited the exhibit. In a safety-first lecture to
each group of pupils who visited the exhibit, attention
was called to the significance of the various posters and
signs. In these lectures an effort was made to impress
the safety idea upon their minds, with examples and
explanations of what should and should not be done
under many different conditions in order to avoid acci-
dents.

Safety supervision on the Aurora, Elgin & Chicago
Railroad has been put on a permanent basis, and the
safety supervisor devotes all of his time to this work.
He holds periodical meetings with the employees to teach
them safety-first principles and has spent much of his
time in an effort to educate the public to form the
safety habit. The exhibit above described was a step
along this line. In addition to this, much time has been
spent among the school children teaching them safety
principles, and this work has had the hearty co-opera-
tion of the school authorities. Effort has also been
made to impress upon automobile drivers the responsi-
bility which rests on them for their own protection, as

1034

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

well as for the protection of others. Violators of traffic
ordinances and careless drivers, when observed, are first
warned and then informed that legal action will follow
a second offense. The work of the safety depart-
ment is reflected in the greatly reduced number of acci-
dents, demonstrating that the expense of maintaining a
safety organization is fully warranted.

Central Power Station Service for
Electric Railways

Railways Paid Central Power Company in Chicago

Nearly $5,000,000 Last Year, About 23 Per Cent

of Total, and Used More than Half of

the Energy Generated

AT the March meeting of the Engineers' Society of
Western Pennsylvania, Peter Junkersfeld, Com-
monwealth Edison Company, Chicago, 111., read a paper
on "Electric Service Problems and Possibilities." In
this paper, among other things Mr. Junkersfeld gave
some recent data regarding the supply of power to
electric railways in Chicago which are of particular in-
terest in view of the fact that in Chicago the Edison
Company furnishes all of the power to the electric rail-
ways. The following figures which he gave summarize
the situation.

During 1915 in Chicago the income from railway
business was $4,870,000; from commercial power busi-
ness, $4,690,000; from commercial lighting business,
$7,622,000, and from residence lighting business,

1.0

i
0.8 1

CHART SHOWING INCREASE IN TOTAL COST OF PURCHASED

POWER AND DECREASE IN UNIT COST FOR ELECTRIC

RAILWAY SERVICE IN CHICAGO

$3,700,000. Of the total income there was paid for
taxes and municipal compensation the sum of $1,582,-
000 ; the payroll with an average of 4175 employees was
$3,796,900, and there were paid for the use of the money
employed in the business $1,890,000 for bond interest
and $3,667,110 in dividends to 3000 stockholders.

The quantities of energy supplied to the several
classes of service were as follows: For street and ele-
vated railways, 680,112,000 kw.-hr. ; for commercial
electric service, 326,728,000 kw.-hr.; for domestic use,
53,284,000 kw.-hr., and for electric automobile charging,
14,300,000 kw.-hr. The company supplies 100 per cent
of the available street and elevated railway business,
about 35 per cent of the possible domestic business,
about 30 per cent of the commercial electric service, and
about 10 per cent of the possible electric automobile
service assuming that the present 60,000 horse vehicles
were replaced with 30,000 electrics.

Rate per KWH
40%Load Factor

'xi

tal
I

»urc

lasi.

The accompanying diagram shows the rate at which
energy is purchased for electric railway purposes, on
a basis of a 40 per cent load factor, which is slightly
less than the present load factor. This rate has fallen
from slightly more than 1 cent per kilowatt-hour be-
tween 1902 and 1906 to slightly more than 0.7 cent
per kilowatt-hour for the past two years. The total
cost of purchased power for electric railways has in-
creased at an almost uniform rate since 1906 from
about $200,000 to nearly $5,000,000. More than one-
half of the nearly 1,200,000,000 kw.-hr. generated last
year was sold to the electric railways. Due to the use
of improved generating machinery, the number of
pounds of coal burned per kilowatt-hour has fallen from
about 7 in 1902-1903 to about 2.7 in 1915, the total coal
consumption during this period increasing from less
than 300,000 tons to about 1,600,000 tons. The rate of
coal consumption in the latest units averages about
1.95 lb. per kilowatt-hour as contrasted with 7 lb. in
1903. These figures are for Illinois coal with about
10,000 B.t.u. per pound.

The full text of Mr. Junkersfeld's paper and the dis-
cussion which followed its presentation will appear in
volume 32 of the Proceedings of the Society.

In this connection, it is interesting to note that in
the 1916 report of the committee of the N. E. L. A. on
energy supply for electrification of steam roads, of
which Mr. Junkersfeld is chairman, further data in
regard to the power situation are given. An abstract
of other parts of this report appeared in last week's
issue of the Electric Railway Journal, The report
states that the railway peak in Chicago for the winter
of 1915-1916 was 203,560 kw. and it occurred between
5.30 and 6 p. m. on Jan. 6, 1916. The light and power
peak amounted to 155,670 kw., and it occurred between
4.30 and 5 p. m. on Dec. 22, 1915. The total of these
peaks, if they had occurred at the same hour, would
have been 359,230 kw., but the greatest load on the com-
bined system amounted to only 337,900 kw. and it oc-
curred on Nov. 29, 1915. This shows a "diversity" of
21,330 kw., or 6 per cent.

If the steam railroads of Chicago were electrified
they would require from the central power company a
power supply with a peak amounting to about 30 per
cent of the present combined peak. By the time such
railroad terminals could possibly be electrified the com-
bined peak would be much larger and the percentage
smaller. The railroad maximum load occurs in the
morning and has a diversity as compared with the com-
bined peak of 10,000 kw. The load factor for the day,
based on the one-hour peak, is 62V2 per cent for the
steam railroad requirement only, whereas the light and
power and street and elevated railway requirements
show a load factor for the day of 59.3 per cent, and the
combined system a load factor of 62 per cent. This
distinctly shows what the beneficial effect of the elec-
trified steam railroad requirements would be upon the
present central power company load.

The suburban service of the electrified steam rail-
roads in the Chicago district makes the annual load
factor less than would be the case in some smaller-sized
city, for the steam railroads there do not have such a
pronounced morning and evening peak in suburban
service. This pronounced suburban peak will, of course,
be found in ten or twelve of the large cities in the
country.

Sydney City Railway, New South Wales, Australia,
has two new types of car under consideration, with ac-
commodations for 100 passengers seated and 166 stand-
ing, and ninety-eight seated and 100 standing, re-
spectively.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1035

Some Problems of the Electric Railway

Industry*

Slight Increases in Required Standards of Service or Labor Costs or Slight Decreases in

Fares Seriously Affect an Electric Railway — The Interest of the Public in Proper

Transportation More Vital than It Usually Realizes — Ways in Which It Can Help

By F. W. DOOLITTLE

Consulting Engineer, New York City, and Formerly Director of the Bureau of Fare Research, American Electric Railway Association

IT has been suggested that an appropriate matter for
discussion at this time is the very general but very
important question: "What is the matter with the
electric railway industry, and how may the situation be
improved?" Without proposing to attempt any rigor-
ous treatment of a subject so involved and of such sig-
nificance as this, it may still be within the province of
these remarks to discuss some of the problems of the
industry and perhaps to be able to say in conclusion:
"These things among others are significant as adverse
factors to the development of the industry."

It has become increasingly apparent during the last
few years that the electric railway business is not par-
ticularly prosperous. An examination of the returns
earned in the electric traction industry shows that for
a number of years they have been steadily decreasing
in this State. For example, the average rate of return
has been 6.5, 5.5 and 5.25 per cent during three con-
secutive eight-year periods. While this is a specific
answer to the question, "What is the matter with the
industry?" it is merely preliminary to the more perti-
nent inquiry as to why the net earnings in the industry
have been steadily decreasing. This situation is so gen-
eral and the factors entering into it vary so little from
place to place that a diagnosis and some prognosis may
be made in general terms.

Increases in Operating Expenses and
Investment Ratio

It has been generally recognized that electric rail-
ways are continually furnishing more service, better
service and very much more expensive service for the
same or a smaller fare and have, in fact, in many in-
stances, long since passed the point where the fare
equalled the cost of the service. A considerable part
of the increased quantity of service, or increased length
of ride, has followed the expansion of cities and the
consolidation of lines, with the attendant interchange
of traffic. This addition to the quantity and quality of
service has not been accompanied by added revenues.

The demands of growing communities have imposed
many unremunerative and unnecessary expenditures
upon the street railways. Paving must be laid, and
streets must be graded and maintained. Streets must
be cleaned and sprinkled and snow removed. Exten-
sions of service must be made where little traffic ex-
ists, even though every passenger is carried at a loss.
Equipment must be abandoned for later types, even
though neither the company nor the community is able
to absorb the economic loss resulting from the change.
Tracks are required to be idle during the hours of the
night when, but for a false pride on the part of the
community, they might be permitted to carry express
and freight and thus assist in the relief of an intoler-
able traffic congestion during the hours of the day.
Autos are permitted to park in the streets. In one city

a recent survey showed 72 per cent of the area on a
number of downtown streets so occupied. These
streets have one railway track and are 40 ft. between
curbs. Of this 40 ft., 28 ft. was being used as a public
garage. Such practices result in crowding all moving
vehicles into the track zone to the demoralization of
schedules, the delay and vexation of patrons and the
substantial increase of cost of operation.

Nor have these community requirements resulted
only in increased operating cost. The required capital
additions to property have been unproductive. From
the published reports of the Boston Elevated Railway,
for example, it is evident that its investment ratio has
increased in twenty years from 3 to 6. That is, it now
requires twice as many dollars to earn $1 of revenue
as it did twenty years ago. Some of this investment
has, of course, been useful in lowering operating costs,
though the operating ratio has not been greatly low-
ered. If we capitalize the net earnings in 1914 at the
rate of return earned twenty years ago, an investment
value $40,000,000 less than the actual investment is
found. That is, the net earnings of the company in
1914 on an investment of more than $100,000,000 did
not exceed the earnings on $60,000,000 at the rate of
twenty years before. Nor is this case exceptional. The
reports of the Public Service Commission of this State,
together with those of its predecessor, show that the in-
vestment per revenue passenger for all Massachusetts
electric railways is now almost twice what it was
twenty years ago.

Many of these tendencies are well known and have
been pointed out and discussed for many years, but no
systematic study has been made of their individual
effect on net earnings and their probable future im-
portance. A few typical factors exercising an adverse
influence on electric railways and their influence on cost
may be more critically examined. .

Standards of Service

Within the last ten years the matter of quality of
service, measured by so-called standards of service, has
received an increasing amount of attention and will
doubtless continue to do so in the future. There have
been styles in standards, and a great variety of condi-
tions have been imposed by regulating bodies in at-
tempts to adjust features of electric railway service
which had been made the subject of complaints. To
these requirements can be ascribed a considerable part
of the growing insufficiency of earnings.

It will be well to consider some of the factors which
have brought the question of service standards into
prominence. It must be admitted that, from the stand-
point of the passenger, any service other than that
which provides him with a seat is more or less unsat-
isfactory. The patron, it appears from experience,
cannot be expected to consider such questions as the
ability of the company to furnish a seat for every pas-
senger, and he is constantly reminded of standards of

1036

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

service because of the discrimination which is apparent
whenever one passenger in a car must stand. It is im-
material that this standing passenger might have had
a seat by waiting for the next car, the fact remains
that he sees others seated while he himself stands, and
this is a constant aggravation.

Actually, of course, the public has little or no accurate
knowledge as to what constitutes reasonable service.
Leaving out of consideration the ventilation and heat-
ing of cars, style of steps and seats, near-side and far-
side stops and other matters upon which it cannot be
expected that there would be agreement, there remain
such things as headways, speed and available seats upon
which it would be expected that the opinion of the pas-
senger would be of value. A recent study of this ques-
tion indicates, however, that such opinion is most un-
reliable. In one case where it was possible to submit a
number of questions to a group of people, under con-
ditions favorable for such an examination, two of the
questions asked were: "What is the average headway
between cars?" and "What in your opinion is a reason-
able headway?" The time of day and place were given
so as to make the replies as definite as possible. The
answers showed a wide variation, as was to have been
expected. It is of at least equal interest that the av-
erage figure given for a reasonable or satisfactory
headway was approximately that of the schedules then
in effect, while the estimates as to the actual headway
were considerably greater. In other words, reasonable
service was better service, but when expressed in fig-
ures the result was existing service.

In another case the question was asked : "How many
people constitute a comfortable load for a car seating
fifty?" The conditions were here further defined by
specifying different times of the day, for each of which
answers were to be given. The maximum answer was
to the effect that 150 people would comprise a com-
fortable load, and the minimum answer was thirty, a
range quite sufficient to justify almost any standard of
service if the opinions of the patrons could be used as
a basis. Two-thirds of the answers were based, ac-
cording to the statements of those who made them, on
the number of passengers in the car, that is, probably
on the imagined amount of space available for each.
Of the answers sent in 15 per cent were based on the
matter of ventilation, and 6 per cent on difficulty ex-
perienced in boarding and leaving cars. Many similar
instances could be cited, but these will suffice to indi-
cate that the judgment of the patron as to what con-
stitutes good service is not, and should not be expected
to be, of much service in establishing standards. It
indicates the low value of opinion testimony in service
cases.

One of the peculiarities of the electric railway in-
dustry is that it has but one grade of service. The
steam railroad has the advantage over the electric rail-
way in this respect. It has been permitted to differ-
entiate between the classes of service it renders. It
has been possible to vary speed and accommodations for
commutation as compared with through service. It
has been enabled to differentiate in fares and accom-
modations as between the all-stop and the limited
train. There is a vast difference in revenues received
from carrying one passenger 10 miles in a coach on a
local train and that received for carrying one passenger
1000 miles in a Pullman drawing room on an especially
fast train. Many of the patrons of street railways
would be glad to pay an additional fare if additional
service could be purchased therefor, but with a few ex-
ceptions, and these in interurban operation, no attempt
has been made to provide different classes of service.
Here and there attempts have been made to adjust fares

to the quantity of service, if not the quality, but these
are still in the experimental stage and are having some
difficulty in overcoming the real estate man's slogan of
"one city, one fare," which has worked such hardship
on the carriers who have made city expansion possible.
In the earlier years of the industry it was expected
that growth in density of traffic would occur, with an
attendant betterment in net earnings. Yet, in 1915,
there were fewer revenue passengers per mile of track
in this State than there were a quarter of a century
before, and despite the increase in size and speed of
cars, offset no doubt in part by the greater average
length of ride, the number of revenue passengers per
car-mile was less by 12 per cent than twenty-five years
before. With service growing faster than traffic, it is
obvious that the changing standard of service must
have a pronounced effect upon the financial results of
operation. It has been easy to say and to prove that
cars have been crowded, and it has been equally easy
for commissions to say that more cars should be run.
It has frequently been assumed that it is possible to
provide a seat for every passenger, and to a consider-
able extent the cost of rendering such service has been
overlooked. Gradually, however, opinions have been
modified to take into account the financial ability of the
company to render service. Out of the confusion of
standards there is gradually emerging this idea : "Rea-
sonable service is that service which the public is will-
ing and able to pay for." It is of interest, then, to
examine in some detail the matter of what it costs to
render additional service.

The Effect of Increased Service: — An Example

Let us assume an electric railway plant representing
an investment of $20,000,000. The annual operating
revenue will be taken as $4,500,000 — all from passenger
service — and operating expenses, including taxes and
replacement insurance, as $3,500,000. The net of
$1,000,000 is sufficient to pay 5 per cent on the invest-
ment. This is not a reasonable rate of return, but it is
typical, and the assumptions will stand. The company
owns and operates 225 miles of track and at times of
heaviest traffic has in service some 450 cars. The serv-
ice is good, but due to the low earning power of the
property it is difficult to get money for new equipment
and extensions. At the times of heaviest travel and at
the heaviest points on the lines, about as many passen-
gers will be standing as seated. Now suppose that an
order is issued, of either the headway type or the seat
ratio type, requiring 10 per cent more cars in service
during the heaviest two hours in the morning and the
heaviest two in the afternoon. The investment must
be increased by $800,000 for new cars and power equip-
ment, and the operating expenses, including taxes and
replacement insurance, will be increased by $138,000
per year, all of which must come out of net earnings.
The rate of return is thus decreased from 5 per cent on
$20,000,000 to 4.14 per cent on $20,800,000. The sig-
nificance of these figures is this, that the difference be-
tween 4.14 per cent and 5 per cent represents more than
$3,500,000 of property made unproductive to its owners,
while the rate of return on the remaining property is
held at the very low rate of 5 per cent.

Again, suppose the increase in service were made to
cover not only the four rush hours, but all periods of
the day. The cost of operation exclusive of return on
investment would be increased by some $375,000 per
year, with a resulting decrease in rate of return from
5 per cent to 3 per cent. This would be equivalent to
the confiscation of some $8,500,000, or more than 40 per
cent of the investment.

It is quite likely, also, that these demands for in-

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1037

creased service would be accompanied by requirements
to extend lines into unremunerative territory, to con-
struct crosstown lines of the type which the railroad
man characterizes as "suckers" instead of "feeders,"
and to extend transfer privileges so that the situation
is thus further aggravated.

These figures are given for the purpose of empha-
sizing the narrow margin in the traction business and
to show how sensitive the returns are to even slight
changes in services. One answer to the question:
"What is the matter with the traction industry?" is
that any business with an investment ratio as high as
that in the electric traction industry is dependent for
its success upon a more careful study of costs than has
been usual in the past. It is obvious that when a busi-
ness is earning but the most meager returns, experi-
ment is a hazardous procedure, and it is especially im-
portant that careful study be given to the effects of
proposed service orders before they are entered. By
very conservative figures a 10 per cent increase in serv-
ice may serve to render unproductive or confiscate 40
per cent of the investment. This in itself demands that
great care be taken by those in whose power the matter
lies, to see that the service prescribed be within the
financial ability of the company to render.

Effect of Increased Labor Costs and Lower Fares

In addition to the changed character of the standards
of service demanded at the present time, another
tendency is seriously hampering the growth of the
traction industry. This is the increased cost of labor
and materials. With the increasing rise in prices, the
nickel fare has had less purchasing power. With the
increased price in the cost of living, moreover, there
have been increased demands for adjustment in the
wages paid labor in all industries. Manufacturers and
producers have been able to meet these by an increase in
the price of the commodities they sell. Under present
limitations of rates of fare such an adjustment of
revenues and wages has not been possible in the street
railway business. The street railway differs from other
public services in that it is a very large employer of
labor. The greatest part of its payroll consists of that
expended in platform wages, and the continued increase
in platform wages is one of the most important factors
affecting the future development of the industry.

Returning to the hypothetical electric railway which
was used in computing the cost of additional service, it
will be noted that there is paid annually some $965,000
for platform labor, or at the rate of about 26H cents
per hour. Suppose this average wage is raised by 13V2
per cent to 30 cents an hour. The cost of operation is
increased by $132,000 per year, or nearly the amount of
the increase in operating expenses following an increase
in the service of 10 per cent for four hours per day.
Reversing the comparison, the cost of decreasing the
service 10 per cent during rush hours is equal to an in-
crease of 5 cents per hour in platform wages, or an
increase in the return on the investment from 5 per
cent to 5.9 per cent. These figures, it should be borne
in mind, are based on the operation of a hypothetical
plant in which, in so far as possible, average and nor-
mal conditions were assumed to prevail. Unit costs, it
is believed, are not widely different from those current
during the past year in the New England states, but it
must be understood that the conclusions here reached
are based on and relate to no particular property.

It is believed that the point has been reached on many
important electric railways where demands for in-
creased wages have reduced the real net earnings below
those corresponding to the legal rate of interest; and
wage arbitration awards are becoming as important

from the standpoint of preserving the integrity of the
property from confiscation as are some of the problems
for which the law gives jurisdiction to the regulating
commissions.

A slightly different presentation of this point may
be of interest. The property above considered now has
a passenger revenue amounting to $20,000 per mile of
track per year. Assume that the community grows and
that traffic becomes more dense, the passenger revenue
reaching $30,000 per mile of track in the course of a
number of years. If the standards of service remain
unchanged, that is, if the average patron receives the
same service then as now, and it is assumed that he will,
although experience would indicate that he will receive
much more service, the earnings available for return on
investment will increase by some $4,000 per mile of
track per year. But, in the meantime, it will have been
necessary to increase the investment by some 20 per
cent, so that the increase in gross earnings of 50 per
cent, or $10,000, per mile of track per year may be
expected to yield not much more than $3,000 per mile of
track, applicable to the payment of interest or divi-
dends, to improvements in the service, or to increases in
the wage scale. If, however, the wages have been in-
creased meanwhile, by no more than 5 cents per hour,
the entire increase in net earnings will be thereby ab-
sorbed, and the return on investment will fall short by
$75,000 of meeting the present rate of return of 5 per
cent. In other words, an increase of 50 per cent in
traffic density would yield less than a 20 per cent in-
crease in platform wages, if existing standards of serv-
ice and dividend rates are to be maintained.

Two other factors which have been much discussed
are the possibility of competition by motor vehicles and
reductions in the rate of fare. The former possibility,
while it has had a far-reaching effect upon the financial
condition of many street railways throughout the coun-
try, does not under present conditions appear to be
permanent. Where the gasoline-driven vehicle has been
compelled to perform in even a limited degree the func-
tions of the common carrier, it has proved unremunera-
tive and has largely disappeared. Claims for reduction
in the rate of fare are not now as pressing as they were
in years past. If we assume, referring again to our
typical property, earning under present conditions a 5
per cent return on an investment of $20,000,000, that
its operations are subjected simultaneously to these de-
mands: (1) an increase of 10 per cent in the service;
(2) an increase in platform wages to a rate of 35 cents
per hour, and (3) the sale of six tickets for 25 cents,
we find that the property, after nearly $1,000,000 addi-
tional investment, would fail by $350,000 per year to
pay operating expenses and taxes.

Effect of Increased Fares
We have thus far considered the effect of increases
in service and increases in platform wages on cost, and
it has been observed that a relatively small increase in
either may amount to the confiscation of a substantial
portion of the property. In other industries, if better
or more service is desired, the purchaser expects to pay
a higher price and, as has been frequently demon-
strated, an increase in the wage scale in manufacturing
establishments is followed almost without exception,
and immediately, by an increase in the selling price of
the commodity produced. It is then of particular in-
terest to observe what would be the result of an in-
crease in the rate of fare. There is ample evidence that
increased fares for a time at least decrease the riding
of some classes of patrons. The decrease, moreover, is
effected in the short haul or more remunerative part of
the traffic.

1038

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 23

It is usually very difficult to analyze the results of
changes in rates of fare, because of the very many fac-
tors other than rates of fare which affect the riding
habits of individuals and communities. Such studies
as have been made seem, however, to indicate that
within the limits of 6 cents and 3 cents as the rates of
fare, an increase in fare, although resulting in de-
creased riding, is nevertheless accompanied by an in-
creased gross revenue, and a decrease in fare likewise
results in decreased revenue although riding is in-
creased. In other words, the effect on the number of
rides is not sufficient in either case to offset the change
in rate of fare. In one city where opportunity was
given to study the question in some detail, it appeared
from the records of twelve years that in but seven of
the twelve periods was a reduction in rate of fare ac-
companied by an increase in riding habit or an increase
in rate of fare by a decrease in riding. That is, in only
slightly more than half the cases was the expected re-
sult obtained.

Speaking still in terms of the hypothetical plant
which has been considered in connection with increases
in service and increases in platform wages, it will be
assumed that a 20 per cent increase in rate of flat fare
will yield only a 10 per cent increase in revenue, due to
a falling off in riding of 9 per cent. This will be ac-
companied by a lowering of operating expenses if the
service is reduced, so as to maintain it at the same
standard as at present, or, if the same service is main-
tained, it will be equivalent to an increase of 9 per cent
in the standard of service. This increase in fares might
be so distributed as to result in (1) a 9 per cent in-
crease in the standards of service; (2) an increase of
5 cents per hour for all platform labor, and (3) an in-
crease in the rate of return earned by the property.
It is significant that in accordance with this distribu-
tion the owners would receive a 6 1/3 per cent return
instead of the present wholly unremunerative return of
5 per cent. In other words, the result of a 10 per cent
increase in revenue and a 9 per cent decrease in pas-
sengers and car-miles would be absorbed in a wage in-
crease of 5 cents an hour and an increase in return to
slightly more than 6 per cent.

The Interest of the Public in the Question

These conclusions are not pointed out in a spirit of
pessimism. On the contrary, it is a sign of promise
that the dangers and difficulties of electric railway op-
eration are becoming known and are being carefully
studied. While the industry can never be one of large
profits, it can well be one where investment is pro-
tected and where a reasonable return can be assured to
the investor. The public is entitled to all the service it
is willing and able to pay for, and it is to the interest
of the operator to see that the patron gets what he pays
for. Just here has lain much of the difficulty of the last
decade. "How much does a given service cost?" "Does
it cost more than is received for it?" "How much would
it cost to render additional service?" These questions
cannot be answered with ease. Perhaps the best that
can be done in many cases is an approximation, but so
long as the ultimate test of the reasonableness of the
rates and service of a public utility is whether the own-
ers are being properly recompensed for the property
they have devoted to a public use, it will be increasingly
necessary to undertake to answer these questions. If
the margin of profit is large, unskilled hands can con-
trol the business with relatively small danger of disas-
ter, but when the return is so low as it is in the electric
traction industry, the greatest skill and care are neces-
sary to preserve solvency.

Nor are the conditions outlined presented as an argu-
ment for increased revenues of electric railways on the

ground that "the laborer is worthy of his hire," but
rather because the efficient operation of transportation
agencies is essential to city growth and any failure of
our street railways to be an economic success results in
a loss to the community far greater than the loss to the
investor. Real estate values are determined by trans-
portation facilities. In one city recently a survey was
made of assessed property values on streets upon which
street railways are located and on adjacent streets.
The comparison disclosed that the value of frontage on
streets with street car facilities was 2.15 times the
value of that on adjoining streets. It is difficult to
measure by any money standard the cost of congestion
due to curtailed transportation facilities. The slums
are due primarily to lack of rapid ingress and egress
from the city. Adequate city planning requires the de-
velopment of suburbs and auxiliary business centers in
close contact with the center of the metropolis. The
growth of such centers is necessary to the healthy ex-
pansion of the city. We are all aware that they are not
possible where transportation is inadequate. The funda-
mental problem of city planning is not the establish-
ment of widths of streets, the regulation of heights of
buildings, housing, forestation, municipal art or orna-
mental street lighting, but the planning of transporta-
tion. Just as proper drainage is the essential factor to
consider in the construction of the highway or roadbed,
so transportation facilities are fundamental to intelli-
gent city planning. And as compared with these tre-
mendous benefits to the community which come with
adequate transportation we may consider the remark-
ably small part which street railway fares play in the
patrons' yearly expense budget, ranging, as has been
pointed out by the bureau of fare research, from 2.6
per cent for families in New York City having incomes
of less than $500 to 1.2 per cent for families with in-
comes of $1,500. Co-operation of street railway agen-
cies and the communities they serve will result in far
greater gain to the community than to the investors in
street railway securities.

The Proper Direction for Co-operation

It is possible briefly to outline the steps along which
such co-operation must proceed:

First. The increase in earnings where street rail-
ways are now earning inadequate returns so as to make
it possible at least to attract new capital into the de-
velopment of the industry. Increased earnings do not
necessarily mean increased fares. They may possibly
be secured by removing the many burdens foreign to
the business that are now imposed upon it by munici-
palities, particularly taxes, special assessments and un-
remunerative capital expenditures. Municipal aid
should, in fact, be given to provide public improvements
which permit more rapid service.

Second. The development of rational standards of
service, or a definite understanding of what is adequate
service. This has been possible in the gas and electric
business, and the public is satisfied that such standards
are all the industry can afford. Lack of such standards
is responsible for the ever-increasing demands for more
accommodation. Public understanding of such rational
standards is necessary. It must be recognized that
street railway service is cheap, that it cannot provide
facilities immediately when they are desired, that it
serves the community and not the individual, that the
community's habits and not the street railway create
congested periods of traffic and that the right-of-way
for the street car serving the majority of the com-
munity must be preserved by enforced city ordinances,
if rapid service is to be obtained.

Third. Co-operation in meeting the problem of in-
creased cost of material and labor. It may be neces-

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1039

sary for regulating commissions to fix standards for
allowances for operating labor and return on capital in
terms of operating revenues, increasing revenues where
increased wages are necessary. In the Middlesex case
in this State your commission found, as one of the fac-
tors necessitating an increase in fares, wage increases
resulting from an arbitration. This points clearly to
the fact that the matter of wages and revenues cannot
be permanently dissociated and should not be disso-
ciated even temporarily.

Fourth. The establishment of rates or a system of
fares in conformity with service which will insure the
future development of the industry, limiting the
tendency of increased transfer privileges and length of
haul for the single fare. This leads to the considera-
tion of the possibilities of the zone system of fares.
The zone system may not be as practicable a solution as
a gradual increase in rates of fare with the increase in
the service area under certain conditions, but it appears
in some places, at least, to have been the most effective
method of solving some of the more pressing problems
of the industry.

Fifth. The scientific rearrangement in many places
of routes, the differentiation of through and local routes
and the establishment of limited stops to conform to a
predetermined plan of city development.

In conclusion, the purport of these remarks is this:
The trouble with the electric traction industry is that
the revenue is limited and that continual demands on
the part of the city for unremunerative investment, on
the part of the patrons for additional service and on the
part of labor for higher wages have reduced the return
on investment to a point where capital is reluctant to
engage in the industry and to a point where further
burdens of investment, of additional service or of in-
creased wages are likely to confiscate a considerable
portion of the investment. To what relief individual
traction companies are entitled rests, of course, on de-
terminations of cost, including a reasonable return
upon utility capital invested in the business. If reve-
nues are not increased by arbitrary changes in rates of
fare the reasonableness of municipal burdens, the rea-
sonableness of wage increases and the necessity of
municipal aid must be determined by the necessity of
maintaining such a reasonable return on utility capital.
The street railway business does not differ from other
commercial enterprises. It cannot grow without new
accretions of capital, and these cannot be obtained un-
less the returns are sufficiently high to compete with
other forms of investment.

Fare Questions Discussed in Boston

Following Mr. Doolittle's Paper, R. W. Perkins, Pres-
ident Shore Line Electric Railway, Described the
Copper Zone System of That Company

A LARGE attendance was present at the meeting of
the New England Street Railway Club in Boston
on May 25. Following the presentation of Mr. Doolittle's
paper, published on the preceding pages, R. W. Perkins,
president of the Shore Line Electric Railway, Norwich,
Conn., spoke of the satisfactory results obtained by the
use of the copper-zone system on that property.

Mr. Perkins said that the zone system of the Shore
Line Electric Railway is applied on 240 miles of the
road and affects intimately about 200,000 people in east-
ern Connecticut. The Connecticut law permits a com-
pany to advance its rates, and then follows its justifi-
cation before the Public Utilities Commission, whereas
in Massachusetts the advance follows the approval of
the commission, the procedure being reversed. The
Connecticut plan gives a company courage to go ahead

and discuss its needs while reaping the benefit of at
least a temporary increase in rates.

With the exception of one case, the company met with
no serious difficulty in the fare increase on the whole
240 miles of its lines affected. A final decision has not
yet been received from the commission, but the outlook
seems hopeful in the light of the hearings. The com-
pany also had a hearing before the Interstate Commerce
Commission on a portion of the property which is inter-
state and looks for a favorable outcome. Mr. Perkins
said that he did not know of a property in New England
that is not justified in an advance of passenger rates,
but the institution of a flat 6-cent fare carries with it
many difficulties. Most of the Shore Line company's
difficulties were smoothed out by talks before the cham-
bers of commerce and business men's associations in the
different towns. The company feels the results in a
change in rate which means a change in gross, which
is practically reflected in the net. The increase of gross
which comes from an increased service is very different
from an increase in gross which comes primarily from
an increase in rate. Better results can be obtained by
several or many companies seeking fare increases than
one or two.

The speaker emphasized the value of Mr. Doolittle's
book on fare problems to the electric railway manager
seeking a favorable rate decision. He touched upon the
lack of detail knowledge of some of the legal advisers
representing remonstrants, pointing out that the favor-
ite policy of such lawyers is to attempt to disqualify
the statements of company witnesses. "The whole work
of such a lawyer," said Mr. Perkins, "is nothing more
nor less than a fishing expedition, and you haye got to
do everything you can to put it up in the right light to
the commission. And I will say right here that our
commission is a reasonable commission, meaning to do
absolutely the right thing." The copper-zone system is
the solution of the problem, in the speaker's opinion.

Regarding extensions, Mr. Perkins said that he has
recently been purchasing material in Norwich for two
or three extensions of lines. If these had been built
under the old nickel-zone system, the^ company would
simply have been obliged to give additional service as
the result of additional investment and would not have
had a penny of revenue to take care of the added in-
vestment. With the smaller increment of fare and
smaller unit of service, it is able to get recognition for
every piece of track built.

In the Norwich city system there are lines radiating
from specific centers. The company charges a nickel
fare in two short zones, or two zones for a nickel fare
— a minimum fare of 5 cents in any two zones of the
system. The result of this is that a person riding from
Niantic to Taftville, the other end of the 2-cent zone
system, travels 2.29 miles for 2 cents with a transfer,
but he pays 5 cents from Niantic to a specific center,
and if he rides between the two points he pays 8 cents.
Therefore, he rides through four zones for 2 cents each,
and if he rides through one short single zone to the
other he pays 5 cents ; if he journeys from Taftville '
out half way to Niantic he pays through three zones,
6 cents, and this rule is used on every two zones of
the system. The speaker said that he believed that the
zone system is bound to become general. Nothing is so
discriminatory as the old 5-cent fare, where a passenger
rides for 5 cents beyond a certain point and then rides
beyond, paying another 5 cents, and making 10 cents
for perhaps 3 miles. Under the zone system the man
who rides just over the line pays 6 cents, so that be-
tween Norwich and New London the company gets 24
cents. A through ticket is sold in order to make up
for the man who rides just over the end of the first zone.

1040

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

New Locomotives for the Midi Railway

Eight Electric Locomotives Rated at 1500 H.P. Are

Being Built for This Extensive Electrification

Project in France in Preparation for the

Reconstructive Period Which

Will Follow the War

THE Midi Railway, which operates in southern
France and to the frontier of Spain, is having built
at the present time eight single-phase locomotives de-
signed for both freight and passenger service on its
electrified lines, this extension of the electrical equip-
ment on a governmental railway system being obviously
in preparation for the reconstructive period which
must come after peace has been declared in Europe.
The new locomotives are intended for the system's
western group of electrified lines and they will ulti-
mately be placed in service on the main line from
Toulouse to Bayonne on the Atlantic Coast.

Each locomotive will have a continuous rating of 1500
hp. and a one-hour rating of 1800 hp. at a maximum
speed of 62 m.p.h. It will be of the 4-6-4 type, having
bogie trucks at the front and rear, with three mechan-
ically independent driving axles. The wheelbase will
be approximately 15 ft., and the six motors on each
locomotive will be of the doubly-fed type. The motors
are mounted in pairs, each pair being geared to a quill
surrounding one of the driving axles and connected to
the drivers by helical springs, clearance being provided
between the quill and the axle, so that vertical move-
ment of the drivers is independent of the motors. The
locomotive cab will have several compartments, one at
each end for the motorman, another for the electric
boiler for the steam heating system, another for the
motors, transformers and accessories, and still another
compartment for the high-tension switches. A passage
20 in. wide will be left on each side of the apparatus in
the cab.

Current collection at the trolley, which carries 12,-
000-volt, 16 2/3-cycle current, will be effected by two
pantographs, the current being stepped down to the
voltage required for the motors by two transformers.
Each locomotive will be required to handle a train
weighing 300 metric tons, including the locomotive, at
a minimum speed of 53 m.p.h. on grades of 0.5 per cent.
On grades of 1.6 per cent a speed of 37 m.p.h. is re-
quired with a 200-ton train, and on the ruling grade of
3.2 per cent a speed of 31 m.p.h. will have to be made
with a 160-ton train. The locomotives are to be capa-
ble of holding back on the down-grades a load equal to
that called for on the up-grades, the motors acting as
generators and delivering current either to the line or
to resistance. The electric brake equipment will thus
have to permit a 160-ton train to descend the 3.2 per

cent grade at speeds ranging between 31 m.p.h. and 6
m.p.h., but the electric brakes will be operative only at
speeds below the higher figure.

The forty-eight motors for these locomotives, each of
which is of 300 hp. at 790 r.p.m. with 312-volt, 16 2/3-
cycle current, are being built in this country, because
of the crowded condition of work at the Havre shops of
French Westinghouse Company with which the order
for the locomotives was placed, the construction of the
motors being transferred to the East Pittsburgh plant
of the Westinghouse Electric & Manufacturing Com-
pany. Under ordinary conditions it would have been
necessary to have the entire equipment made in France,
but as a result of the existing war conditions the
French government gave the manufacturers permission
to have the material for the locomotives made wherever
it was most convenient.

Development of Midi Electrifications
The use of single-phase locomotives for this project
is the result of an interesting process of development.
Single-phase power has been used on the Midi Railway
since 1908, when 10 miles of track near the Mediter-
ranean coast were equipped with apparatus for 4000-
volt, 16 2/3-cycle operation. After two years of ex-
periment, authorization was given for the electric
equipment of 175 miles of single track. Of this, 70
miles were on main lines and 105 miles on intermediate
branches. The work was divided into two groups, the
eastern one of which extends from Perpignan to Ville-
franche, approximately 30 miles, and includes a 34-
mile direct-current, third-rail extension to Bourg-
Madame, as well as a section which is a part of the main
line from Toulouse to Barcelona in Spain. The west-
ern group includes 33 miles of main-line double-track
from Montrejeau to Pau, and also 220 miles of single-
track branch-lines in the same section.

For this trackage the railway company requested
bids for electric locomotives from various manufac-
turers of electric equipment in France, reserving the
right to return the locomotives to the builders if they

13.6744

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MIDI LOCOMOTIVES — ELEVATION OF NEW MACHINE SHOWING DRIVING WHEEL ARRANGEMENT

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1041

did not fully meet the specifications. The bids of six
companies were accepted, and the locomotives furnished
were subjected to special tests during the years 1911
and 1912. As a result of the tests, which were made
on a 15-mile section of the line, three of the locomotives,
including the one furnished by the French Westing-
house Company, were accepted.

The latter type of locomotive was equipped with two
single-phase, 600-hp., 15-cycle, 327-r.p.m., 410-volt
motors connected to a jackshaft by means of twin gears,
connection from the jackshaft to the main driver being
made by means of a Scotch yoke and connecting rods.
This initial locomotive is now working in freight serv-
ice on the Lourdes-Tierrefitte line, one of the branches
where maximum speeds of 44 m.p.h. are attained, and
it is as a result of the excellent performance of the
machine that the railway placed the order for the eight
new locomotives described in the foregoing paragraphs.

One of the major reasons for this extensive electrifi-
cation was the availability of large amounts of hydro-
electric power. The eastern group of lines is supplied
by several hydroelectric plants, of which one on the
Tet River delivers three-phase power at 60 cycles, 600
volts to a substation at Villefranche, where it is con-
verted from three-phase to single-phase power at 16 2/3
cycles and 12,000 volts. This substation also supplies
power to the 800-volt direct-current equipment on the
Villefranche-Bourg-Madame line. Another hydroelec-
tric plant on the Tet River is equipped with two 1375-
kva., 16 2/3-cycle, 500-r.p.m., 12,000-13,500-volt single-
phase generators, and in addition there is a power sta-
tion at Fontpedrouze and another at Porte in the valley
of the Caroe, to furnish stand-by service. The power
for the western group of lines is supplied by a hydro-
electric station located near the village of Soulom, where
there are two waterfalls of great height. The equip-
ment of this station includes six 3500-kva., single-
phase, 6000-volt, 16 2/3-cycle generators. Three of
them operate at 500 r.p.m. and three at 320 r.p.m. The
voltage is raised to 65,000 for distribution to four sub-
stations, where it is reduced to 12,000 volts for the
trolley. Two other power stations are projected. One
of them, at Eget on the Aure River, will contain four
3500-kva., 16 2/3-cycle, 6000-volt, single-phase gen-
erators, arfd the other, which will be located at Orleans,
will supply power to the Transpyrenean line from
Dedous to Aronanos.

Entertaining the Sunday School Class

The Task of the Chicago Elevated Railways in the
Maintenance of Rolling Stock Described

AN interesting bit of public relations work was re-
cently done by H. A. Johnson, master mechanic
Chicago Elevated Railways, who entertained a class of
twenty-five from one of the Oak Park Sunday Schools
with a trip over some of the elevated railway lines and
an inspection of the repair shops. This class, whose
members' ages range from fifteen to fifty, has regular
outings and accepted the invitation of Mr. Johnson with
a view to gaining a better knowledge of city transpor-
tation methods.

The party was carried in one of the new all-steel
trains, which was run from Oak Park to the city, then
around the Union Loop and over the south side lines to
the terminus of the Kenwood division. From here the
train was run back to the city and over the northwest-
ern division to the large shops at the Wilson Avenue
terminal. The train was run directly into the shops,
and then Mr. Johnson gave the party a little talk on
the mechanical features of the cars.

The nature of his talk is of particular interest in
showing how the confidence of the public may be gained
when a fuller knowledge of railway company affairs is
obtained.

Mr. Johnson first addressed the ladies with regard to
the care of the cars from the standpoint of cleanliness.
He said that the ordinary housewife with a five-room
apartment considered it quite a task to keep clean ten or
fifteen windows, but he had 42,000 windows to wash.
Moreover, the duty of scrubbing floors in a home was
onerous, but what would the housewife think if she had
600,000 sq. ft. of floor to scrub, as much floor as would
ordinarily be in 1200 apartments. Mr. Johnson then
pointed out the bigness of the equipment maintenance
task by stating that if all the elevated railway cars in
Chicago were coupled together, they would make a train
15 miles long, and that during the evening rush hours
seats were available for 83,000 people. Here were more
than enough seats for every man connected with all
branches of the United States army. In fact, the entire
army could all be transported by the Chicago Elevated
Railway at one time, every man could have a seat, and
there would be seats left.

Mr. Johnson then spoke of the number and possibili-
ties of road failures of equipment. During 1915 there
were 893 small delays due to equipment causes, and yet
more than 50,000,000 car-miles were run. That meant
about 57,000 car-miles per failure. "Do you realize
that you can ride the equivalent of a trip twice around
the world with an average of but one delay due to equip-
ment?" he asked, and then said he wished his automo-
bile would make that kind of a record. He then pointed
out that reliability of service was not a matter of
chance. It was the result of a thorough system of in-
spection and maintenance. He also spoke briefly of the
general mechanical organization of the road and how
cars were inspected regularly at short periods and re-
ceived a general overhauling at longer periods. The
party was then divided into groups and shown through
the repair shops by the foremen, who acted as guides.
Attention particularly was drawn to the size of the
axles, wheels and the motor. It was pointed out that
the trucks and motors, that is, the running gear of the
car, weighed half the total weight of the car.

Next a demonstration of the automatic safety track
trips was made in the terminal yard, showing how these
trips set the air and stopped the train without any act
on the part of the motorman. The reason for the "dead-
man" handle on the controller and the automatic ac-
celeration features were also explained and their action
illustrated. To convey an impression of the power of
the braking system on a train, the brakes were set and
the current put on the motors. Even with 300 or 400
hp. applied, the brakes still held the car. Later the
safety overload action of the circuit breakers was
demonstrated by throwing the controller into multiple
with the air brakes set on a standing car.

The general feeling conveyed to Mr. Johnson's guests
on this trip, as evidenced by their remarks, was one of
increased confidence in the elevated railway service.

Precautions which have been taken in case of Zep-
pelin raids almost led recently to a strike of the North-
ampton (England) Tramways. The tramcars ceased to
run at 8 p. m. and this led to a reduction of the work-
ing hours and a consequent loss of the wages to the
drivers and conductors of the cars of from 7 shillings
to 8 shillings ($1.68 to $1.92) per week. An offer by
the tramway committee to pay half rates for the lost
time was declined. After further consideration the
committee agreed to the demands of the employees.

1042

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

Interstate Utility Capitalization

R. E. Heilman Points Out the Desirability of Federal
Control Over the Securities of Inter-
state Utilities
THE May issue of the Journal of Political Economy
contains an interesting review by Ralph E. Heilman
on control of interstate utility capitalization by state
commissions, the defects of the present chaotic condi-
tions and the remedy therefor by placing the capitaliza-
tion of interstate utilities under exclusive federal con-
trol. According to Mr. Heilman, capitalization, unlike
rates and service, does not easily lend itself to control
upon a geographical basis. The problem seems to be
twofold: first, as to the degree of control exercised by
a state through its commission over the issuance by a
domestic corporation of securities which represent ex-
penditures upon, or are secured by liens upon, property
outside the state ; and second, the degree of control thus
exercised over the issuance by a foreign corporation of
securities which represent expenditures upon, or are
secured by liens upon, property within the state.
Securities of Domestic and Foreign Corporations

In regard to domestic corporations, the principle is
actually applied by some commissions, that such a cor-
poration must secure authorization for the issuance of
all its securities from the state of its creation, even
though some or all of the proceeds are to be used in
other states. The Massachusetts Railroad (now the
Public Service) Commission, the Vermont Public Serv-
ice Commission and the Ohio Public Utilities Commis-
sion have acted along this line, as well as the Maryland
Public Service Commission, although the Maryland
Court of Appeals has held that the commission could ex-
ercise no jurisdiction whatever as regards securities the
proceeds of which were to be spent outside the State. On
the other hand, the New Hampshire Public Service Com-
mission maintains that its approval is not necessary for
the issuance of securities by domestic corporations, in
so far as the proceeds represent expenditures outside
the State.

That the mere fact of foreign incorporation does not
preclude a commission from passing upon securities is-
sued to acquire equipment or property within the state
is the position of the California, Missouri and Arizona
commissions. The Illinois Public Utilities Commission
holds that foreign incorporation does not prevent con-
trol of capitalization, in so far as the securities are pro-
tected by a lien upon property situated within the State.
This commission has approved bond issues the proceeds
of which were to be spent largely in other states, but
which were secured by a mortgage upon property situ-
ated in part in Illinois. The views of the Georgia and
the New York second district commissions, however,
differ from the preceding. While the Georgia commis-
sion has held that the issuance of stocks or bonds of
foreign corporations was entirely beyond its control or
the control of the State, it has indicated that the right
to mortgage or encumber property might be restricted
by the State in which such property was located, re-
gardless of whether the corporations were foreign or
domestic. The New York commission above referred to
appears to take substantially the same position.
Defects of Present System

The results of this difference of opinion and variation
of power are confusing and unsatisfactory. Frequently
an issue of securities must be approved by two or more
commissions, with the possibility of lack of agreement
as to the amount or terms of issuance. It is asserted
that there has been an inclination on the part of some
commissions to insist that a certain portion of the pro-

ceeds should be spent within their state as a condition
of their consent to the issuance of securities. Another
defect is the fact that authorization is often given when
the approving commission has no adequate means of ac-
quiring at first hand the information upon which its de-
cision rests. As to expenditures outside the state, a
commission must ordinarily rely either upon the rep-
resentation of the applicant or the findings of the com-
missions in the other states.

To Mr. Heilman's mind the conclusion that existing
methods are inadequate is strengthened by a considera-
tion of the special problem of control of capital stock is-
sues and debentures or unsecured bonds. It is difficult
if not impossible to understand how one state can reg-
ulate the issuance of capital stock by a foreign corpora-
tion, even though the proceeds of such stock are to be
spent within the state, or the issuance by a foreign cor-
poration of bonds not secured by a mortgage upon prop-
erty within the state. Such powers have been actually
conferred upon the commissions of several states and
are being exercised, but as yet there has been no au-
thoritative judicial determination of this problem. While
prediction is dangerous, Mr. Heilman thinks that it is
to be expected, in view of the long line of unvarying de-
cisions, that the courts will regard the attempt to reg-
ulate stock and debenture issues of foreign corporations
as abortive. In such an event it would prove impos-
sible to prevent such corporations from over-capitaliz-
ing utility properties without some alteration in the ex-
isting system of regulation.

Proposed Remedies

Mr. Heilman notes that various remedies had been
suggested for the present unsatisfactory condition. For
example, it has been proposed that the regulation of
capitalization be left entirely to the parent state, but
such a state is often little concerned with the operations
of its offspring, and many important companies are in-
corporated under the laws of several states. Again, it
has been suggested that the various states could pro-
hibit the placing of property within the state under a
general mortgage with property outside the state. In
view of established methods of railroad financing, how-
ever, this would be inadvisable, for it might prove ex-
ceedingly inconvenient to a corporation to divide its se-
curities into several issues so as to have each cover sim-
ply the property within a particular state, and it might
prove difficult to sell the securities thus divided if the
entire property were an operating unit. Furthermore,
this proposal would not simplify the problem of control-
ling the issuance of capital stock by foreign corpora-
tions. A third suggestion has been that the states could
require all corporations owning and operating utility
property within their borders to be domestic corpora-
tions. The general application of this policy would
solve the problem as far as intrastate properties were
concerned, but to break up the great interstate systems
into fragments each owned by a separate corporation
domiciled in a separate state would surely be futile.

The foregoing considerations, in Mr. Heilman's opin-
ion, point conclusively to the desirability of federal con-
trol over the securities of interstate utilities. With all
intrastate properties owned and operated by domestic
corporations, so that their capitalization would be sub-
ject to the control of the state in which the property
was situated, and with the capitalization of all inter-
state properties subject to exclusive federal control,
there would be no possibility of disagreement between
commissions, no conflict arising from differences in
state laws, no issuing of authorizations based on the
findings of other commissions and no legal difficulties
upon the grounds of foreign incorporation.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1043

Instructing Motormen in Louisville, Ky.

School of Efficiency and Economy in Use of Car

Equipment Has Been Established by

Louisville Railway

A PROFITABLE course of instruction in the
economical use of car equipment has been inaugu-
rated by the Louisville (Ky.) Railway for its 1000
motormen and conductors. This school of efficiency and
economy is an outgrowth of the safety-first school
started by the railway company in May, 1914.

F. H. Miller, superintendent of motive power, lectures
to the classes on the saving of power and equipment by
efficient operation. He is heard once a month by a class
of motormen and conductors, together with carhouse
foremen and inspectors who attend the lectures in rota-
tion. The motormen and conductors attending the
school, one from each carhouse, are selected by ballot
the month previous and form a committee for the month.
As new men are selected monthly all of them will
eventually have the benefit of personal instruction.

Lecture summaries prepared originally by the in-
structor for his reference alone have evolved into charts
on stiff cardboard, 30 in. x 40 in., on which are printed
in letters 34 in. high the principal points to be brought
before the members of the class. These summaries, the

450

400

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150

100

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otorman "/

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text of which is reproduced herewith, can easily be read
by the men from their seats in the lecture room. They
have proved unusually effective in making the funda-
mental details clear.

In connection with the cardboard forms, charts on
car wiring, motor and controller wiring and power dis-
tribution from the power house and substation, as well
as charts showing power saving through the economical
use of current in accelerating cars, are used by way of
illustration. These charts are reproduced herewith.
Interlineations on the cardboard forms, in type visible
only to the instructor, indicate to him when his remarks
are to be inforced with reference to any of the charts.

Mobrs in Series

POWER DISTRIBUTION DIAGRAM USED FOR INSTRUCTING
PLATFORM MEN

of Car Equipment on Louisville (Ky.) Railway

8. Renewal of car equipment costs approximately as follows:

(a) Controller ....$178.00

(b) Armature 220.00

(d) Trolley wheel, 6 in 1.25

(e) Renewing fingers in controller 4.25

9. Cost of replacing car parts figured in cash fares, not allowing
any part of these fares to go to wages, taxes, accident claims,
interest on use of money, insurance or depreciation :

Cash Fares

(a) Grinding and replacing flat wheel 20-80

(b) Repairing and replacing a grounded controller 15-25

(d) Losing a broom three-quarters good 5

(e) Renewing overhead crossing block 160

(f) After split switch, replacing car with wreck

car, in addition to delay to line 24

10. Report all defects in cars, track or linework as definitely and
as soon as possible :

(a) Most important repairs are made first where several re-
ports come in at the same time.

(b) This saves longer delays by permitting making of repairs
before they stop the service.

11. Assist other departments as much as possible:

(c) Run slowly over track undergoing repairs, or under trol-
ley wire being renewed or repaired, pulling trolley pole
down to roof of car when requested to do so.

12. Stop your car and let the emergency wagon pass when ringing
gong, with similar to treatment of fire department apparatus.
Go slowly over special work, both overhead and track. Alwavs
have trolley pole trailing. Keep hand on trolley rope when in
doubt as to trolley jumping.

13. Taking care of a broken trolley wire:

(a) If on the ground get it off the rail first.

(b) Attach pick-up to end, lift off the ground and, if possible,
to one side so that cars can pass.

Used in Insti

Kmnmnical I'sr

1. Obey rules and regulations that have been made only after
years of trial and experience, as they are the best yet devised
to take care of all conditions. Operate your cars and car equip-
ment under these rules, as if the cars and car equipment were
your property and any damage done to them or misuse of them
came out of your own pocket, for it does in a way, as the
company's prosperity means your prosperity.

-'. I'sing controller improperly:

(a) Opens circuit breaker and scares passengers.

(b) Wastes power.

(d) Injures car equipment.

(e) Causes car to jerk.

3. Having brakes and controller on at the same time :

(a) Wastes power.

(b) Injures motor equipment.

4. Coasting as much as possible :

(a) Saves power.

(b) Prevents accidents.

t. Starting all cars at once after blockade or after power is off

(a) Opens circuit breaker on trolley feeder at substation.

(b) Reduces trolley voltage.

6. Moving under overhead switches, crossings and brakes with
power on :

(a) Causes motors and car to jerk.

(b) The arcing wears out trolley wheel and line material.

7. Approaching electrically controlled switch at too great speed ■

(a) Means taking the wrong track with possible accident, in
case switch does not operate.

(b) Produces unnecessary wear of brakeshoes.

id) Is dangerous because car behind may have turned switch.

1044

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

ASSOCIATION NEWS

1916 CONVENTION-
ATLANTIC CITY
OCTOBER 9 TO 13

Company Membership in the Association Is Growing Rapidly — Federal Relations Committee Urges Pro-
test on Certain H. R. Bills — Aberidroth Recommends Appraisal of Cost
of Training Employees

New Company Members of American
Association

More than 100 manufacturers and others had up to
and including May 31 joined the association under the
provisions of the constitutional amendment adopted at
Chicago on Feb. 4, 1910. The names of these arranged
alphabetically, are as follows:

Alcott, Edward, Manassas, Va.; Aluminum Company of
America, New York City; American Abrasive Metals Com-
pany, New York City; American Brake Company, St.
Louis, Mo.; American Brake Shoe & Foundry Company,
New York City; American Engineering Company, Phila-
delphia, Pa.; American Railway Guide Company, Chicago,
111.; American Railway Supply Company, New York City;
American Steel Foundries, Chicago, 111.; Archbold-Brady
Company, Syracuse, N. Y.

Barbour-Stockwell Company, Cambridge, Mass.; Bates
Expanded Steel Truss Company, Chicago, 111.; Bishop
Gutta Percha Company, New York City; Brill Company,
The J. G., Philadelphia, Pa.; Bronze Metal Company, New
York City; Buda Company, Chicago, 111.

Chattanooga Armature Works, Chattanooga, Tenn.;
Cheatham Electric Switching Device Company, Louisville,
Ky. ; Chicago Pneumatic Tool Company, Chicago, 111.;
Cleveland Fare Box Company, Cleveland, Ohio; Con-
solidated Car Heating Company, Albany, N. Y.; Curtain
Supply Company, Chicago, 111.

Dayton Fare Recorder Company, Dayton, Ohio; Dayton
Manufacturing Company, Dayton, Ohio; Drew Electric &
Manufacturing Company, Indianapolis, Ind.; Drouve Com-
pany, The G., Bridgeport, Conn.

Edwards Company, The O. M., Syracuse, N. Y.; Elec-
tric Railway Journal, New York City; Electric Service
Supplies Company, Philadelphia, Pa.

Falk Company, Milwaukee, Wis.; Federal Signal Com-
pany, New York City.

Galena-Signal Oil Company, Franklin, Pa.; General
Electric Company, Schenectady, N. Y.; Gest Company,
G. M., New York City; Globe Ticket Company, Phila-
delphia, Pa. ; Gold Car Heating & Lighting Company, New
York City; Goldschmidt Thermit Company, New York City;
Grayson Railway Supply Company, St. Louis, Mo.; Griffin
Wheel Company, Chicago, 111.; Gwilliam Company, The,
New York City.

Hale & Kilburn Company, Philadelphia, Pa.; Heywood
rothers & Wakefield Company, Wakefield, Mass.
International Register Company, Chicago, 111.; Inter-

national Steel Tie Company, Cleveland, Ohio.

Jewett Car Co., Newark, Ohio; Johnson Fare Box Com-
pany, Chicago, 111.

Keith Car Company, Sagamore, Mass.; Kenfield-Davis
Publishing Company, Chicago, 111.; Kerite Insulated Wire
& Cable Co., New York City; Kerschner Company, Inc.,
W. R., New York City; Keyes Products Company, New
York City; Koury Company, C. M., Atlantic City, N. J.

Lackawanna Steel Company, Lackawanna, N. Y.

Morden Frog & Crossing Works, Chicago, 111.; McQuay-
Norris Manufacturing Company, St. Louis, Mo.

Nachod Signal Company, Louisville, Ky.; National Brake
Company, Inc., Buffalo, N. Y.; National Lock Washer Com-
pany, Newark, N. J.; National Pneumatic Company, New
York City; Nuttall Company, R. D., Pittsburgh, Pa.

Ohio Brass Company, Mansfield, Ohio.

Pantasote Company, New York City; Post & Company,
E. L., Inc., New York City.

Q. & C. Company, New York City.

Rail Joint Company, New York City; Railway Audit &
Inspection Company, Philadelphia, Pa.; Railway Improve-
ment Company, New York City; Railway Materials Com-
pany, Chicago, 111.; Railway Roller Bearing Company,
Syracuse, N. Y.; Railway Signal Engineer, New York-
City; Railway Track Work Company, Philadelphia, Pa.;
Rooke Automatic Register Company, Providence, R. I.

St. Louis Car Company, St. Louis, Mo.; St. Louis Frog

& Switch Company, St. Louis, Mo.; Seymour Portable Rail
Grinder Company, E. P., Waltham, Mass.; Sherwin-Wil-
liams Company, Cleveland, Ohio; Simmen Automatic Rail-
way Signal Company, Buffalo, N. Y. ; Smith Heater Com-
pany, Peter, Detroit, Mich.; Smith Ward Brake Company,
New York City; Southern Exchange Company, New York
City; Southern Wheel Company, St. Louis, Mo.; Standard
Paint Company, New York City; Standard Varnish Com-
pany, Port Richmond, S. I., N. Y.; Star Brass Works,
Kalamazoo, Mich.

Taylor Electric Truck Company, Troy, N. Y.; Texas
Company, New York City; Thompson & Son Company,
W. I., Cleveland, Ohio; Tool Steel Gear & Pinion Company,
Cincinnati, Ohio; Trolley Supply Company, Canton, Ohio.

Union Switch & Signal Company, Swissvale, Pa.; Uni-
versal Lubricating Company, Cleveland, Ohio.

Vacuum Car Ventilating Company, Chicago, 111.; Valen-
tine & Company, New York City; Van Dorn Coupler Com-
pany, Chicago, 111.

Wendell & MacDufne Company, New York City; Westing-
house Electric & Manufacturing Company, East Pitts-
burgh, Pa.; Westinghouse Traction Brake Company, Wil-
merding, Pa.; Wheel Truing Brake Shoe Company, De-
troit, Mich.; White Company, Cleveland, Ohio; Wisch
Service, Inc., P. Edward, New York City; Wood Company,
Charles N., Boston, Mass.

Yale & Towne Manufacturing Company, New York City.

Committee on Federal Relations

As chairman of this important committee, Arthur
W. Brady, president Union Traction Company of In-
diana, has this week sent to the members of the Amer-
ican Association a letter calling attention to House bills
H. R. 9216 and H. R. 9047. These bills are now pending
in Congress, and if passed would seriously affect electric
railways.

Bill H. R. 9216 amends the hours of service act, ap-
proved on March 4, 1907. It was favorably reported
with amendments on May 17, 1916, by the House com-
mittee on interstate and foreign commerce. While ap-
parently intended simply to reduce from nine to eight
the hours of service of signal and switch operators, the
amendment is so worded as to include motormen and
conductors of interurban roads engaged in interstate
commerce by classing them with dispatchers in case
they receive or report orders by telephone. The com-
mittee requested a hearing on this bill but through a
misunderstanding it was not held. The committee re-
quests interested companies to get into touch with their
Congressmen.

The committee also prepared in pamphlet form a
memorandum setting forth the effects of this bill, if
passed, upon the interurban railways. Copies of the
memorandum were placed in the hands of all members
of the House committee and sent to the members of
the association.

Bill H. R. 9047 was introduced on Jan. 14, 1916, and
is now in the hands of a sub-committee of the House
committee on interstate and foreign commerce. Its
purpose is to regulate car clearances, the side clearance
being limited to not less than 3 ft., excepting at station
or freight-house platforms, and overhead clearance to
not less than 6 ft. The committee on federal relations
has requested that the bill be so amended as not to
apply to electric railways, and it is suggested that
member companies communicate their views to their
Congressmen.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1045

Arc Welding Discussed in Denver
The Denver Tramway section held its thirty-sixth
regular monthly meeting on May 18, this being the last
assemblage for the season. The attendance at the meet-
ing was 100. After a few introductory remarks, Pres-
ident W. G. Matthews read the names of five new
members, three being motormen, one a conductor and
the fifth the foreman of the paint shop.

The principal speaker of the evening was G. M.
Robinson of the General Electric Company, whose sub-
ject was "Arc Welding." A lively discussion followed
the presentation of the paper.

Public Service Section

The address delivered by Thomas N. McCarter, pres-
ident Public Service Corporation of New Jersey, at a
joint meeting of the electric railway, gas and electric
company sections connected with the Public Service
Corporation, has been printed by the corporation in
attractive form for distribution to those in attendance
at the meeting. This address was abstracted in the
issue of the Electric Railway Journal for May 6,
1916, page 874. The joint meeting was held on the eve
of the opening of the Public Service Terminal.

Milwaukee Section Discusses Appraisals and
Employees' Activities

Secretary E. H. Olsen reports that a regular meeting
of company section No. 1, was held on May 25, 1916, at
which the two papers abstracted below were presented.

H. G. Abendroth reported on behalf of the committee
on appraisals, his report being devoted to five divisions
of the company's property, namely, land; roadway and
track; buildings, fixtures and grounds; rolling stock,
and materials and supplies. Each of these subjects was
treated separately and appropriately illustrated.

Mr. Abendroth called attention to two new develop-
ments in valuation and appraisal-making; perpetual-
priced inventory, and cost of training employees. He
believed that an up-to-date record of value, based on
physical appraisal and actual records, is invaluable, and
further that accountants and engineers could render a
great service in the development of practical ways and
means for keeping a perpetual priced inventory of
property.

The cost of training employees was referred to as a
new element of value in public utility appraisals. It
was believed that in a cost-reproduction value, consid-
. eration should be given to the fact that a utility has a
trained staff of employees and that this is an element
of value just as much as the early losses from operation,
which are allowed as a part of the investment in the
form of going value.

Bert Hall, welfare secretary, read the report of the
committee on employees' co-operative activities. Orig-
inal research work was undertaken by the committee
and statistics were gathered from various sources to
permit a comparison between what other public utility
corporations were doing along this line and the co-op-
erative activities in effect by this company. Mr. Hall
took up first the matter of conservation of health, stat-
ing that "It is an indisputable fact that any co-opera-
tive activity which promotes the health, happiness and
well-being of a large number of persons living in any
community will react upon that community in a bene-
ficial way."

From the data which this committee had assembled
it was shown that mutual benefit associations group
themselves into four distinct classes:

1. Associations in which the members pay a certain

amount of dues and to which the company contributes
to some extent. In no case does the contribution by a
company under this class of associations exceed the to-
tal amount paid in by the individual members.

2. Associations in which membership is divided into
classes according to the salaries received. In a typical
case of this kind the dues range from 30 cents to 90
cents per month, the benefits from $7 to $12.50 per
week, and the death benefit from $300 to $600. The
company under which this association operates stands
the cost of clerical work, rentals, etc., and pays in an
amount equal to one-half of the dues paid by the indi-
vidual members.

3. Associations to the funds of which the individual
members contribute nothing, the entire expense of sick
benefits and death benefits being borne by the employ-
ing company.

4. Associations maintained entirely by employees and
to which the employing company contributes nothing in
the way of money, but may contribute rental of quar-
ters and some clerical help.

The organization of a women's auxiliary of the Em-
ployees' Mutual Benefit Association, and the work which
they have been engaged in was dwelt on briefly. Mem-
bership in this auxiliary is made up of female members
of the families of employees who have done much to as-
sist in caring for the sick, performing household
duties, and generally making conditions most favorable
for a speedy recovery.

The educational work carried on, recreational activi-
ties, the steadily increasing number of shareholders in
the building and loan association, the enlargement of
the scope of the benefit association to provide medical
attendance to dependents, the employees' loan fund, pen-
sion system, etc., were all briefly discussed with the aid
of lantern slides.

Hampton Company Section

A special meeting of Company Section No. 10 was
held on May 12 at Newport News. The guest of honor
was President C. L. Henry of the association, and in
addition Col. W. S. Copeland, editor Daily Press, New-
port News, and Hon. Harry Houston, speaker of the
House of Representatives of Virginia, were present and
made a few remarks. After the meeting refreshments
were served. Sixty members and guests attended.

C. Loomis Allen, president of Allen & Peck, Inc., and
past-president of the association, introduced Mr.
Henry. The latter's talk was along the lines of what
company section work really means to the employee both
from a social and an intellectual standpoint. He said
that the employee, and particularly the trainman, must
at all times have the good-will of the public.

Portland Section

Company section No. 9, recently organized by em-
ployees of the Cumberland County Power & Light Com-
pany in Portland, Me., is now well on its feet. The sec-
ond meeting was held on April 11 with an attendance
of 100. Capt. G. E. Fogg spoke on "Preparedness."
After the talk local entertainers had the floor, and later
a supper was served under the direction of C. H.
Houghton of the hall and supper committee.

The third regular meeting of company section No. 9
was held on May 9 with an attendance of 125 members.
It was preceded by a supper and followed by two six-
round boxing bouts between soldiers from two of the
local forts. Five new members were taken into the
section. The principal speaker at the meeting was
J. W. Belling of the General Electric Company, who
spoke on "Electric Car Equipment."

•1046

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

COMMUNICATIONS

Psychological Tests for Motormen

Dallas Consolidated Electric Street
Railway Company.

Dallas, Tex., May 25, 1916.
To the Editors :

In the editorial appearing in your issue of May 20,
entitled "Psychological Tests for Motormen," wherein
reference is made to a paper read by me before the
Southwestern Gas & Electrical Association, you con-
clude with the following paragraph:

"The plan is certainly an ingenious one, although we
believe that many managers will consider that careful
observation of the action of a man in actual service of
the road will be at least as valuable as that with a test
model."

I wish to state that I heartily agree with you as to
the importance of observing a man's action in the actual
service of the railroad, but I would call your attention
to the fact that my paper dealt with the selection of em-
ployees and did not go into the subject of their train-
ing, which is quite a large subject in itself.

Our one idea in adopting these tests was to reduce,
in so far as possible, the number of men whom it would
be necessary to put on the cars as students. From this
small number we expect to secure a higher percentage
of first-class trainmen. P. W. Gerhardt,

Superintendent of Transportation.

Selection of Employees
New York State Railways

Rochester, N. Y., May 25, 1916.
To the Editors:

In his paper on "Scientific Selection of Employees,"
read before the Southwestern Association, and ab-
stracted in the issue of the Electric Railway Journal
for May 20, page 943, Mr. Gerhardt emphasizes what
should be the foundation of accident prevention work,
the selection of the employee. To go a step further, the
sub-foundation is the selection of the man who selects
the employee. The reason for this is that, in the ab-
sence of any exact criteria, a man will select his em-
ployees as he would his friends, men who are congenial
and have similar habits and inclinations. For when a
man sizes up another he uses himself as a basis of com-
parison, consciously or unconsciously. This truth is
realized, doubtless, though not expressly stated by Mr.
Gerhardt, as is shown by his selection for an employing
officer of a type of man who would make an excellent
trainman. Such a man would instinctively reject all
applicants whose appearance or manner of approach,
allowing for differences in education, did not come up to
his own standard of neatness and courtesy.

The upper age limits and the limits of height and
weight are largely arbitrary, depending on local con-
ditions. Beyond about thirty-five years of age, inex-
perienced men are apt to be slow in learning and fixed in
their habits. Again, when a pension scheme is estab-
lished, it is undesirable to employ men whose period of
active usefulness will likely fall beloV an established
minimum. I believe that a low age limit of twenty-
five years instead of twenty-one years is better for
motormen, as the men above this age are more settled
and better realize their responsibilities. Married men,
especially, are not so likely to make changes, and results
in practice have shown that the changes in personnel
among motormen are very much fewer than among con-

ductors, for whom the lower age limit is twenty-one
years. Where hand-brake equipments are used, motor-
men must have sufficient weight and strength to handle
them without undue fatigue, whereas with air equip-
ment much lighter men may be employed. Smaller men
as a rule are more active and can think more quickly
than heavy, "beefy" men, and are therefore more de-
sirable as motormen when it is possible to use them.

The time required to make out an application is a
good test of education and mental ability, but it cannot
be applied too strictly, except, perhaps, to conductors,
on whom most of the clerical work devolves. Where
large numbers of foreigners are employed, it furnishes
hardly any clue to a man's ability; it serves chiefly to
eliminate illiterate conductors. Motormen are acceptable
if they can understand and answer the questions asked
and read to them or explained to some extent.

Of the psychological tests, I am not able to speak
from experience. I think that the attention test is open
to the same objection as the application test, that it
would not apply equally to foreigners and native Ameri-
cans. Allowances should also be made for the mental
condition of the applicant at the time the test is made.
1 should expect considerable difference in the results
obtained from a country boy looking for his first city
job, a married man with back rent due and an ex-
employee applying for reinstatement ; although all three
might make equally good men when shaken down to
familiar routine work.

The observation test seems to apply chiefly to motor-
men. A similar test could be devised for conductors,
with lettered squares to designate stops and numbered
colored squares to designate passengers boarding and
presenting transfers and coins of various denominations
for fare, speed in making change and handling passen-
gers being especially desirable on prepayment cars. A
variation might also be made in the test as described by
driving the strip at various constant speeds, instead of
allowing each man to vary his speed during different
portions of the run. This would prevent a man from
taking his time when collisions are of frequent immi-
nence and speeding up when he felt he was not taking
too many chances. This taking of chances where traffic
is light is one of the causes of our most serious acci- j
dents.

The judgment test I consider particularly valuable,
not only in selecting motormen who will know what to j
do in case of emergency, but also in getting conductors '
who can make up their minds on a course of action and j
pursue it. The conductor who argues over a late trans-
fer, is slow in giving information or hesitates to sup-
press a nuisance on the car is only too often lost, and
creates an impression of incompetence that reflects on j
the whole service. And only too often can a crew be
seen standing around doing nothing or working at cross I
purposes, when a little initiative and decisive action '
could replace a car or raise a blockade with a minimum
delay to traffic.

When the problem confronting the transportation de- I
partment is to choose a few employees from many ap- i
plicants, the standard for employment should be as high
as possible, and these psychological tests are of un- n
doubted value in aiding the judgment of the employing
officer. But when the problem is to find men of any I
kind to fill vacancies, the question of paramount impor- I
tance is whether or not a candidate has any spark of 9
ability that can be fanned into the clear flame of com- ll
petence by careful and diligent instruction. It then
becomes the duty of the employing officer to accept all
men who are not obviously unfit for the service and
to instruct these men so. carefully and to follow up their
work so diligently as to reduce the possibility of acci- j \

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1047

dents to a minimum, reserving the right of discharge
until the men have shown that, in spite of admonition,
additional practice and experience, they are wholly in-
competent to perform their duties. Under these cir-
cumstances elaborate preliminary tests are not desir-
able, as the end in view is not so much the elimination
of the unfit as the education and evolution of the un-
promising recruit into a competent employee.

George Lawson,
Supervisor of Employment and Instruction.

Co-operative Education for Employees

The Cincinnati Car Company

Cincinnati, Ohio, May 29, 1916.
To the Editors :

The article by Prof. A. M. Wilson on "Co-operative
Education" in the issue of the Electric Railway Jour-
nal for April 15 is a fair and candid statement of the
results accomplished and to be expected under this
modern method of training men. Our experience with
these students, or "Co-ops" as we call them, has been
very satisfactory, and we consider it quite a privilege
to have the benefit of the experience under the direct
supervision of the originators of the idea.

With the co-operative scheme, the interest shown and
opportunity for advancement of the student are super-
vised by the university faculty, just the same as is the
work done by the student, and this supervision is very
conducive to real co-operation. In fact, the success of
this plan depends largely on the practicality of the
university faculty, which in this case leaves nothing to
be desired, and there is a punch behind the scheme sug-
gestive of the ungloved hand and entirely different from
the popular conception of the bewhiskered professor
with a short prayer and a long lemonade for lunch.

We have been impressed with the idea that this
scheme quickly determines with surprising economy
whether a boy has selected a congenial or compatible oc-
cupation, as undesirables in the chosen occupation are
quickly detected and eliminated, thus saving the time of
all concerned. It is certainly refreshing to have a boy
go to work in the morning and see how much real good
work he can accomplish during the day, and to notice
the beneficial results to himself and to the company.
This is true co-operation. This plan puts additional ob-
ligation on the company, and calls for a very much
broader and more intelligent plan of treating appren-
tices than has heretofore been followed.

It is a distinct advantage to the manager to incite
thought and promote interest in the proper direction
among the "Co-ops," just as it is with the regular ap-
prentices. This must be done with discretion, because
it is a whole lot harder to find one man with construc-
tive ideas to help the company's business than it is to
find two men with ideas enough to help get them in
trouble.

There is little or no prejudice against these "Co-ops"
from the regular men in the shop, largely due to the
early elimination of the undesirables. In fact, it is a
matter of pride with a good many mechanics to help
these boys and to take an interest in their advance-
ment, realizing that their mechanical skill will hardly
approximate that of the regular men with their greater
opportunity for its acauirement. The ingenuity of a
clever manipulator of the slide rule should not operate
to the disadvantage of the man who is equally good
with the folding type, because the latter is far more
useful and valuable in the shop, and it is shop work
that we are talking about.

We all remember very frequent cases of injustice
under the old scheme when a boy was compelled to per-

form labor which contributed little to his acquirement
of skill or opportunity for advancement sometimes for
months. For instance, it was not unusual for a beard-
less boy to start in on a bolt-cutter and stay on the job
long enough to acquire the necessary tonsorial articles
to eliminate whiskers. The hot fish-oil was very con-
ducive to a good crop, and often excited the envy of
the bald heads. If the boy during this time learned to
sharpen a razor properly by using the hone and strap
it was a useful accomplishment and was frequently sug-
gestive of how to sharpen other things, and largely dis-
counted the need of the "safety," especially of the "hoe
type."

Under this co-operative scheme the students learn
two things which have heretofore not been taught in
school. One is how to get positions, and the other is
how to get their pay raised, and there is no special ob-
jection to this on the part of the company because of
value received and results accomplished. Under pre-
vailing conditions, the adoption and extension of this
plan of training men is inevitable, and the plan will be
appreciated most by those companies which are willing
to assume the obligation of helping to train their own
men. It will appeal less to those companies whose only
thought is where they can get men from other com-
panies, and like the Brown system of discipline, or the
premium plan of paying for work done, the results will
not be satisfactory unless undertaken by a school with
a faculty which thoroughly understands and appreciates
the merit of the scheme, and has a disposition to per-
form the arduous duties in connection therewith. It
will require something better than the "Merry Widow"
brand of packing to keep the joints tight in this tri-
angular scheme of training men and getting results.
Thomas Elliott, Vice-President.

Will It Pay?

White Plains, N. Y., May 15, 1916.
To the Editors :

When an improvement is under consideration this is
the first question asked. It is generally answered by
determining whether a capitalization, at a generous
rate, of the decrease in operating expenses will exceed
the cost of the contemplated changes or additions — this
in spite of the fact that the effect upon the net earnings
(after interest) is the factor which should control the
decision. This factor does regulate the larger decisions,
but common practice, in regard to smaller matters at
least, bases its guess upon a consideration of the oper-
ating expenses and an assumed and wholly arbitrary
rate of capitalization.

It is extremely simple, however, to develop an accu-
rate and easily applied formula which will enable a
legitimate estimate to replace the habitually illogical
approximation. Let us assume the following:

Reduction in annual operating ex]

Replacement charges for improvei

Capital charges for improvement

Total charges for improvement

Estimated life of improvement (years)

Customary rate of interest

Increase in annual net earnings due to improvement

We must now remember that, as a result of the im-
provement, increased capital charges equal to rC must
be met each year. Also, in the final analysis, a sum

equal to — should in some way be potentially reserved,

charged off or held back in the surplus annually to main-
tain the integrity of the additional capital investment.
Finally, and annual prorate of the replacement charges

for the improvement, amounting to -=- , should be taken

into consideration. The particular method of account-

1048

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

ing for these processes is of small importance, as the
main fact to be kept in mind is that, consciously or un-
consciously, the indicated charges or expenditures must
be met.
The following equation may then be written:

Thereupon, obviously the improvement will pay when-
ever N is greater than zero. This condition may be
expressed thus:

N = S — rC — -^->0

S>rC+ir

In other words, the improvement may be made when
the saving in operating expenses exceeds the sum of the
increases in interest charges and amortization and re-
placement expenses.

This is not a discovery, but a reminder of already
known and understood facts which are frequently el-
bowed aside by the illogical form of guessing to which
reference has been made. The formula is readily ap-
plied and has the virtue of being based upon correct
principles. It would be employed more frequently if
the ease of its application were more universally
understood. G. L. BURR.

Grid-Resistor Tests

Indianapolis, Ind., May 20, 1916.
To the Editors:

One of your correspondents has inquired on the fol-
lowing points, suggested to him by my article on "Grid
Resistor Tests and Standardization Found Important,"
appearing on page 505 of the issue of the Electric
Railway Journal for March 11, 1916: Were the
capacities of the resistors wrong when supplied by the
manufacturer, or were the grids used in making repairs
of improper capacity which caused trouble? Are any
data available on the variation of resistance values of
grids cast from metal of different heats ? What is the
percentage variation allowed from the approximate test
data given in Table 1 of the article?

In reply to these questions I would say that in almost
every instance where we found it necessary to alter the
step resistances and capacities of resistors as originally
furnished by the electrical equipment manufacturers, it
is safe to assume that such necessity was brought about
either for the reason that the manufacturers had not
been sufficiently advised in detail regarding the applica-
tion of the electrical equipments at the time of pur-
chase, or that the formulas used as a basis of calcula-
tion with some of the earlier equipments had been
superseded as a result of knowledge gained by later ex-
perience. As a rule, we have had no occasion radically
to change the step resistances or capacities of resistors
as furnished with equipments purchased during the last
five or six years, which substantially bears out the con-
clusions set forth above.

A number of years ago we experimented at quite
some length with cast resistor grids fabricated from our
patterns by a local foundry which possessed a reputa-
tion for a consistent quality of product. Notwithstand-
ing the fact that all possible care was exercised in the
composition of successive heats, as well as the relative
portion of the individual heats from which the grids
were cast, the resistance factor was such a variable one
that the proposition as a whole was considered unsatis-
factory. With both the General Electric Company and
the Westinghouse Electric & Manufacturing Company

it is our understanding that the permissible variation
in resistance of cast grids is limited to a 10 per cent
variation above and below normal, but in the assembly
of resistors in accordance with the data as shown in
Table 1 embodied in the article above referred to, we
impose a limitation of 5 per cent above and below the
values specified. Equipment Engineer.

Electric Light and Power Interests Do
Not Indorse Safety Code

While Appreciating the Valuable Work Done by the

Bureau of Standards, N. E. L. A. and A. I. E. E.

Representatives and Others Oppose

Adoption of Proposed Code

HEARINGS on the proposed national electrical
safety code were held under the auspices of the
United States Bureau of Standards, at the La Salle
Hotel, in Chicago, 111., on May 29 and 30. The general
sentiment of the men representing the various electrical
interests was that if the Bureau of Standards could con-
trol the administration of its rules, and could definitely
order them changed or suspended, where the cases
might justify it after the rules had been made man-
datory in certain localities, there would be no objection
to the issuance of the code. Representatives of the
National Electric Light Association, the American In-
stitute of Electrical Engineers and the Electric Power
Club, however, pointed out that such control was entirely
impossible. Objections were made not so much to the
rules themselves as to the method of their adminis-
tration.

Municipal inspectors and representatives of State
commissions held the floor during most of the two day
sessions and the evening sessions. To the commission
and inspection department representatives, the rules as
they now stand seemed to be in the main acceptable.
Steam railroad men, electric railway men, telephone and
telegraph representatives, although objecting in some
cases to details, also seemed to be favorably impressed
with the code. Dr. Rosa of the Bureau of Standards
maintained throughout the right of the Bureau of
Standards to issue such a code, although admitting that
the bureau has no legal authority to enforce it. He
said it was not the wish of the Bureau of Standards to
foist a burdensome code upon the electrical industry,
and that the code as finally amended represented the
best co-operative work of the Bureau of Standards and
the operating and engineering talent of the electrical
industry. The rules in his opinion are reasonable and
easily complied with. They will probably be printed
and issued for trial some time in the summer after such
specific suggestions as are thought fair, and which may
be received in writing up to July 1, have been added
to them.

The Superior Court at Boston, Mass., has awarded
a verdict of 12 cents to Charles R. Darling, Newton,
against the Middlesex & Boston Street Railway, in a
case resulting from the closure of Norumbega Park
last fall. The plaintiff purchased a round-trip ticket
into the park, for which he paid 20 cents. The park
was closed, and he received a refund of 8 cents on the
park admission, but the company retained 12 cents
for transportation. The plaintiff was sustained in the
lower court. It has not been decided by the company
whether to appeal the case to the Supreme Court or
to modify the wording of its tickets to meet future
situations of this kind.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

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.

Some Car Ventilation Ideas

BY R. N. HEMMING

Superintendent of Motive Power Union Traction Company of

Indiana, Anderson, Ind.

In the last four years I have been observing closely
the performance of car ventilators from a common-sense
point of view, based on practical experience with nu-
merous types of car ventilators. In this article I shall
not attempt to determine the number of cubic feet of
air per hour per passenger, because, after all, that phase
of car ventilation is more or less a secondary considera-
tion. In my opinion car ventilation is in its infancy,
although there are a number of ventilators on the mar-
ket that are very efficient in their performance in some
respects. None of them, however, seem to fill the
mission which they should, namely, that of providing a
combined fresh-air intake with an exhaust feature, or
a fresh-air intake and a separate exhaust. Many of the
ventilators now obtainable also possess the undesirable
feature of causing down drafts, and these admit rain
into the car. While it is claimed that many of these
ventilators possess all of the desirable features, yet
practical demonstrations have proved otherwise.

I want to relate some very interesting experiences I
have had in the last two or three years in ventilating
some all-steel interurban cars. It is hardly necessary
to go into the detail of describing the various dimen-
sions of these cars except to state that they were of the
three-compartment, single-end type, approximately 60
ft. long and of about the average dimensions in height
and width. The first winter that these cars were in
service they were equipped exclusively with exhaust-
type ventilators. I wish to add here that many venti-
lator experts are of the opinion that all that is neces-
sary for the proper ventilation of the car is merely an
exhaust type of ventilator. When the matter of fresh
air is discussed the usual answer is that an ample
amount of fresh air is obtained through the cracks at
the windows and doors. This was the source of fresh
air on our cars, much to our regret and to the discom-
fort of our passengers.

Our all-steel cars were provided with permanent
storm sashes — that is, sashes that could be raised and
lowered to meet the requirements of the season. It was
found that it was next to impossible for passengers to
sit beside the windows on account of the excessive air
drafts that came in through the openings around the
sashes. So much draft was created during periods of
low outside temperatures that the passengers would
pull down the curtains and wrap their overcoats about
their heads. On the first impulse I was at a loss to un-
derstand such a pronounced difficulty of this kind.
Upon investigation, however, I found there was no
weather-stripping to fill in the gaps between the upper
outside sashes and the storm sashes. The cars were
immediately provided with weather-stripping, and while
this reduced the draft to a certain extent, yet air crept
in through the crevices and made sitting close to the
window very uncomfortable.

The following winter I removed all of the interior
sashes and fitted them with weatherstrips. This practi-
cally prevented any air from entering the car around

the sashes. After these had been thoroughly weather-
stripped, however, the rear end of the car afforded the
only means of furnishing the necessary amount of fresh
air and, much to my surprise, frost formed around the
corners of the rear bulkhead, and at times in sufficient
quantity to roll a snowball. The rear bulkheads of these
cars were equipped with sliding doors, the vestibules
with swinging-type doors and the rear vestibule step
wells were also inclosed with trapdoors. The excessive
draft which came in through the rear vestibule doors
and the bulkhead door made it simply impossible for
passengers to sit in the rear four or five seats of the car
when the weather was extremely cold. A common-
sense analysis of this ventilating condition soon de-
veloped the conclusion that these exhaust ventilators
were only acting like an exhaust fan in a closed room or
a tight compartment. Air had to enter somewhere and
it took the path of least resistance. After the possi-
bility of air coming in around the sashes had been
eliminated the air had to be supplied through the rear
end of the car. In order to mitigate the effect of the
draft at this point I put electric heaters under several
of the rear seats.

Another objection to exclusive exhaust ventilation was
found in the toilets. Here the air was also pulled up
through the toilet chute, and it is needless to mention
that the obnoxious odors that came through with it
made the toilet room almost unbearable, even when
most careful attention was given to its sanitary condi-
tion. The toilet chutes on these cars were not provided
with a water flush, but the drains from the washbowl
and the drinking fountain were piped into the closet
chute, and thus it was flushed frequently.

After having this unsatisfactory experience I con-
sidered the ventilating problem in a common-sense light.
It was evident that in order to obtain the proper kind
of ventilation fresh-air intakes were absolutely neces-
sary. There are many types of car ventilators which
provide a means of bringing fresh air into the car,
either by natural force or mechanical force, but the ma-
jority of these are so expensive that it is almost out of
the question for the average railroad to consider the in-
stallation of such a system. Another important factor
to be taken into consideration in the design of a car
ventilator is that a ventilator which will work satisfac-
torily on one type of car is not always adaptable to all
other types of cars. Practical observations and tests
have shown that the air currents and the vacuum con-
ditions which surround the single unit such as an inter-
urban car, are decidedly different from those experi-
enced in train operation. It has also been found that
ventilators which would operate satisfactorily on city
cars running at 20 m.p.h. were a total failure on inter-
urban cars operating at 60 m.p.h. Practical tests have
also been made on ventilators which have been pro-
nounced very successful on a number of steam rail-
roads, yet when the same ventilator was tested on an
interurban car it proved to be a failure.

These thoughts on car ventilation are not based on
theory but are the result of practical demonstrations
under working conditions. Proper ventilation plays a
very important part in car heating, because without cir-
culation of the air throughout the car it is impossible

1050

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

to obtain efficiency from any form of heating system.
In this connection I have also found that where an ex-
clusively exhaust-type ventilator is used it creates down
draft in the stove and causes coal gases to enter the car,
this being due to the fact that the exhaust ventilators,
in this instance, created a greater draft than the flue on
the stove. This also interfered with the proper combus-
tion of the coal and in turn made it very difficult to
keep the car warm. In conclusion, I might elaborate
on the air requirements in proper ventilation, but the
first thing to consider is the design of a ventilator that
will admit fresh air and exhaust foul air. This must
be done, however, in a manner that will prevent a car
from being uncomfortable to passengers.

Experience with Bolted
Flange-Bearings in Kansas City, Mo.

BY A. E. HARVEY

On page 333 of the Electric Railway Journal of
Aug. 31, 1912, appeared a description of a bolted flange-
bearing street railway crossing which the Kansas City
Railways installed at Eighteenth Street and Grand
Avenue in July, 1912. In the same year and at about
the same time a similar crossing was installed at Nine-

cast manganese fillers forming the flangeway floors. The
depth of this flangeway was % in., and the depth of the
standard wheel flange was % in. The parts of this
crossing were bolted together with extra heavy knee
braces and drive-fit bolts. In May, 1914, eighteen
months after the crossing at Eighteenth Street and
Grand Avenue was installed, sketches were made to
show the character and extent of wear. These rail-
wear graphs are shown in the accompanying illustra-
tions. It is interesting to note the manner in which the
manganese steel filler has flowed under the action of the
wheels, as well as the amount of wear that has taken
place on the head of the running rail.

A detailed examination of the crossing revealed the
fact that in some places the manganese had peened up
against the side of the rail head and could be broken
off with a chisel. This condition, however, was not ob-
jectionable from an operating standpoint, nor so far
as has been observed has it been of any disadvantage in
the use of the crossing. At the time these rail graphs
were taken 1,860,000 wheels had passed over the Eight-
eenth Street and Grand Avenue crossing, and 1,500,000
wheels had passed over the crossing at Nineteenth
Street and Grand Avenue. Both of these are still in
service and approximately 3,500,000 wheels have passed
over them up to the present time.

Recent changes in the special work at Nineteenth

1Mb 4 Grand

GRAPHS OF EIGHTEENTH AND GRAND AVENUE CROSSING

teenth Street and Grand Avenue. Recent changes at the
latter point necessitated moving this crossing, and con-
ditions were such that it may be of interest to the read-
ers of this paper to know that the actual service has
vindicated the use of built-up special work in paved
streets.
. This crossing is built of A.S.C.E. 100-lb. rail with

GRAPHS OF NINETEENTH AND GRAND AVENUE CROSSING

Street and Grand Avenue necessitated moving one of
these crossings 10 ft. to one side. The crossing was
stripped of the paving, and it was found that structur-
ally it was in perfect condition. There was no indica-
tion of a loose bolt, in fact the crossing was so rigid
that after all of the ties had been taken from beneath
it, it carried the usual traffic. The crossing is shown in

VIEW OF WORN INTERSECTION

VIEW OF SUSPENDED CROSSING

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1051

this suspended position in one of the accompanying half-
tone illustrations where it will be noted that the sus-
pended span in each direction begins outside of the
joints connecting the crossing to the running rails. The
only repairs necessary to this crossing at the time it
was shifted was that of grinding down the head of the
running rails in order to restore them to a flanged
bearing and to obviate the cutting which had been pro-
duced upon the intersecting rails by worn wheel treads.
The condition of this crossing before grinding is shown
in one of the accompanying halftones.

Another interesting feature in connection with this
particular crossing that cannot be explained is that the
crossing arched or humped up in the middle of both

Hv^\

SECTION THROUGH RAILS AND FILLER BLOCK

tracks. This result can only be attributed to the flow
of the manganese which probably produced strains be-
tween the running and guard rails and tended to arch
them about 1% in. in the middle of the crossing. It is
also possible that the pressure of the manganese be-
tween the running and guard rails has kept the bolts
perfectly tight in this crossing, although they were
accurately fitted and driven in place when the crossing
was built. In my opinion this crossing is in practically
as good condition to-day as it was when it was installed,
and many more years of service may be expected
from it.

Since the installation of the two original crossings,
more than twenty-five others of the bolted manganese
flange-bearing type of construction have been built and
put in service, and all of them are giving a very satis-
factory account of themselves. In most cases, however,
the detailed construction was changed slightly, and in-
stead of manganese fillers being placed between the two
rails, steel forgings have been used. Some of these
forgings were fitted with an inserted rectangular bar
of manganese, which takes the flange bearing of the
wheels. In other crossings where a manganese flange-
way floor was not available, steel cut from the head of
the high-carbon rail was substituted for this purpose.
Both types of construction have given perfect service,
and the single defect which arose in connection with the
original crossing, namely the arching at the middle, has
not appeared.

In order to impress on the public the facts regarding
the wearing out of car wheels the Detroit United Rail-
way, through its Electric Railway Service, gave out the
following facts : Last year the railway purchased more
than 7000 cast-iron wheels and 1000 steel wheels. The
average life of the former is five months and of the
latter about two years. The useful mileage of 20,000
for a cast-iron wheel would enable it to make 1350
round trips between Jefferson and Woodward, and Log
Cabin. Steel wheels, with a mileage of 100,000, would
make 735 round trips between Detroit and Flint, 877
round trips between Detroit and Toledo, and 657 round
trips between Detroit and Jackson.

Asphaltic Concrete Pavements

BY D. T. PIERCE
Barber Asphalt Paving Company, Philadelphia. lJa.

More than seventy-five cities are now laying asphaltic
concrete pavements. Last year 4,700,400 sq. yd. of
pavement of this type were constructed. Evidently a
pavement that is growing so rapidly in popularity is
one that those who are charged with the building and
maintenance of pavements should know something
about. There should be in the first place a clear un-
derstanding as to what is meant by asphaltic concrete.
It is a very loosely used term. In one city it may be
applied to a sheet asphalt surface mixture to which is
added say 25 per cent of Vk-in. and ^-in. stone. In
another city the same name is given to mixtures con-
sisting of 20 per cent of sand of no particular grading,
the remainder of the aggregate being H-in. to lV-i-in-
stone with perhaps 7 per cent of bitumen. The latter
mixture, more properly speaking, is an asphaltic
macadam.

Rather than to describe in general terms what is and
what is not asphaltic concrete, it will be more illumi-
nating to give here a specification which has the ap-
proval of experts and which has produced pavements
that have stood up well under service test. Such a mix-
ture as the following may properly be designated as
asphaltic concrete:

Sand: The sand shall be a natural bank or river sand,
all of which will pass a ten-mesh screen. On sifting, at
least 15 per cent shall be retained on a thirty-mesh screen
and at least 22 per cent shall pass an eighty-mesh and be
retained on a 200-mesh screen.

Stone: The crushed trap rock shall all pass a screen of
two meshes to the lineal inch and shall all be retained on a
ten-mesh screen, or run of crusher trap rock can be used
provided the portion passing the ten-mesh screen is of suit-
able grading to serve as sand and filler, in which event only
sufficient sand and filler shall be added to insure the proper
proportion of sand and filler in the mineral aggregate.

Filler: If the screenings do not contain sufficient 200-
mesh particles they shall be supplied by the addition of a
suitable amount of ground limestone or any other mineral
matter (or Portland cement) of sufficient density to produce
a powder having a volume weight when ultimately com-
pacted of at least 90 lb. to the cubic foot. It shall be so
fine that at least 75 per cent shall pass a 200-mesh screen.

Combining Materials: The sand and rock complying with
the above specifications shall be combined in such propor-
tion that the finished mixture shall contain not more than
from 8 to 22 per cent of aggregate passing a four-mesh
and retained on a ten-mesh screen, and less than 10 per cent
passing a two-mesh and retained on a four-mesh screen.

The main advantage of pavements of this type is
their relatively low cost. Asphaltic concrete is not
likely to rival sheet asphalt in durability, although all
we know about it up to the present time warrants the
conclusion that it is worth what it costs. The principal
saving effected in the use of asphaltic concrete arises
out of the fact that the binder course of the sheet as-
phalt pavement is eliminated, the wearing surface being
laid in one course or layer, 2 in. or 2U in. thick. There
is also a saving in the quantity of asphalt required,
from 1 to 3 per cent, depending upon the amount of very
fine material that is incorporated in the mixture.

It is a mistake to suppose that the making and lay-
ing of asphaltic concrete requires less care and skill
than the laying of sheet asphalt, although it is true, of
course, that a mixing plant will turn out and a street
force will lay a larger yardage of asphaltic concrete
than of sheet asphalt, owing to the fact that the latter
pavement is composed of two different courses — the
binder course and the wearing surface. A smaller and
cheaper plant may be used for asphaltic concrete than
is required for sheet asphalt. Prices vary greatly
owing to local requirements, costs and conditions, but

1052

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

the rough estimate may be made that 2-in. asphaltic
concrete pavement will average 35 cents per yard less
than sheet asphalt.

At its best asphaltic concrete consists of a high-grade
sheet asphalt mixture to which there has been added
about 8 per cent of V^-in. and about 20 per cent of %-in.
stone. It will throw considerable light on this subject
to present a number of examples of good and bad for-
mulas. Probably the highest type of asphaltic con-
crete pavement is that laid on Riverside Drive, New
York, in 1913, from Seventy-second street to 114th
street. This pavement is 3 in. thick and was rolled in
two layers on a 6-in. concrete base, the wearing surface
having the composition given below. In the table
column A gives the average composition of the surface
mixture as laid on the street ; column B that of the finer
portion, excluding the %-in. and V^-in. stone and the 4
per cent of bitumen which is estimated as being suffi-
cient to cover this portion of the aggregate.

Composition A B

Asphalt cement 110 1b. Bitumen 8.9 11.1

Portland cement dust 110 lb. 200 mesh 11.9 16.5

Sand 312 1b. 80 mesh 14.5 20.1

Stone screenings 564 lb. 40 mesh 18.6 25.9

10 mesh 18.9 26.4

4 mesh 19.1

2 mesh 8.1

1,0961b. 100.0 100.0

Closely approximating this formula is one under
which a large yardage of very successful asphaltic con-
crete pavement has been laid in Rochester, N. Y.

A third mixture, used in Trenton, N. J., three years
ago which has so far proved satisfactory, is this :

Original Finer

Composition Mixture Portion

Asphalt cement 105 lb. Bitumen 8.1 10.6

Dust 801b. 200mesh 8.9 13.1

Sand 560 lb. 80 mesh 10.7 15.8

Stone screenings 370 lb. 40 mesh 25.3 ' 37.3

10 mesh 15.7 23.2

4 mesh 13.0 ....

2 mesh 17.3

Retained by 2 mesh 1.0 ....

1,115 1b. 100.0 100.0

As an example of asphaltic concrete from which good
results have not been obtained and cannot be expected,
may be instanced the following from a Georgia city:

Original Finer

Composition Mixture Portion

Asphalt cement 160 1b. Bitumen 7.7 9.6

Dust 60 1b. 200 mesh 6.8 10.1

Sand 9 cu. ft. 80 mesh 15.0 22.4

Stone screenings 9 cu. ft. 40 mesh 17.0 25.4

10 mesh 21.8 32.5

4 mesh 19.5

2 mesh 12.2

100.0 100.0

This mixture is evidently deficient in bitumen, while
the following is deficient in filler and fine sand:

Original Finer

Composition Mixture Portion

Asphalt cement 140 1b. Bitumen 8.4 13.5

Stone screenings 400 lb. 200 mesh 3.4 5.5

Sand 600 lb. 80 mesh 2.5 4.0

40 mesh 26.0 41.7

10 mesh 22.0 34.3

4 mesh 20.0

2 mesh 17.7 ....

1,140 1b. 100.0 100.0

In all of the foregoing mixtures natural lake asphalt
was employed, and it is not to be expected that the best
service can be obtained from a pavement of this type
unless there is used an asphalt with a cementing power
which does not deteriorate. That a pavement is no
better than its asphalt is a truism that applies as well
to asphaltic concrete as to sheet asphalt. But despite
this -fact railways as well as municipalities are some-
times content with asphalt specifications which merely
call for certain general characteristics, and do not as-

sure themselves that the asphalt will retain (after
incorporation with the aggregate) the qualities which
it shows under laboratory test. One simple but essen-
tial requirement is that the asphalt after combination
with the sand and stone of the paving mixture shall not
show a loss of more than 10 per cent in ductility.

The finer portions of asphaltic concrete mixtures may
consist of properly graded sand, the finer portion of
crushed stone of the proper grading, or a mixture of the
two. According to Clifford Richardson, who is perhaps
the highest authority on this subject, "the mixtures
which have been constructed with screenings, including
the fine material, are as satisfactory as those made
with sand and clean stone free from the finer portion."
The same authority has said that "where laid with skill
and care they (asphaltic concrete pavements) present,
in the light of the limited service to which they have
been exposed, very desirable characteristics. From the
writer's experience he is led to believe that there is a
great future for this type of construction."

By the expression "limited service" is meant the
comparatively short period during which these pave-
ments have been laid, for as to yardage it can hardly
be said that our experience is limited. While Rochester
has pavements of this type now ten years old, the great
increase in yardage has come about since the render-
ing of the decision of Judge Pollock of the United
States District Court of Kansas. It was upon this de-
cision that the so-called "Topeka specification" was
based. This decision, it should be pointed out, did not
pretend to determine what was a desirable paving speci-
fication; it simply held that a certain grading of aggre-
gate did not infringe a patented pavement. Thereupon
a number of engineers proceeded to lay pavements in
accordance with a formula in behalf of which little more
could be said than that it did not infringe a patent.

In the past four years the "Topeka" pavement has
gone through an evolution in which it has lost its name
and most of its other characteristics and become the
asphaltic concrete, of which, as stated, the highest type
is represented by the Riverside Drive pavement. This
should not be confused with the haphazard mixtures
laid under this name, nor with coarse-aggregate sheet
asphalt pavements laid without a binder course. Wher-
ever the latter construction has been attempted, notably
in Milwaukee under the Socialist regime of three years
ago, the result has been uniformly disastrous.

So far as the adaptability of asphaltic concrete in and
about car tracks is concerned, it certainly has no ad-
vantages over sheet asphalt. Probably the effect of vi-
bration on such pavements would be the same as upon
sheet asphalt, while the latter might be expected to
resist the effects of moisture better than could be
expected from asphaltic concrete.

Bridge Timber Tests in Oregon

The West Coast Lumbermen's Association, which is
made up of the lumber producers of the Pacific North-
west, has entered into a co-operative arrangement with
the Oregon Agricultural College, located at Corvallis,
for the testing of forty 7-in. x 16-in. x 16-ft. bridge
stringers. The purpose of the tests is to establish a
grade of bridge stringers to be known as "Selected
structural Douglas fir bridge stringers."

The stringers are being broken on a Riehle testing
machine of a rated capacity of 150,000 lb., under what
is known as a "three-point;" load. On account of an
accident to the testing machine, the tests have been
interrupted for a short time, but they will soon be com-
pleted and a report will be available. The tests are
under the general direction of George W. Peavy, dean
of the School of Forestry, Oregon Agricultural College.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1053

Inexpensive Door-Opening Device

The accompanying illustrations are of a door-opening
device which was designed by B. J. Singleton, master
mechanic Trenton & Mercer County Traction Corpora-
tion, Trenton, N. J., and which has been placed in serv-
ice on the cars of that company. Aside from its sim-
plicity it has the virtue of being very inexpensive, hav-
ing been made for about $1.15.

The novel feature is the use of a wagon cover hinge
attached to the door and vestibule frame, as shown.

SIMPLE DOOR-OPERATING DEVICE

This hinge consists of two plates, to each of which is
hinged one end of a jointed connecting piece. A rod
attached to the center of the hinge connects with an
operating lever placed near the brakestaff. The lever is
hinged to the vestibule frame and its weight is partly
carried by a curved guide piece made of strap iron.

The motormen who have used the device have been
well pleased with it.

Equipment Records
on the Binghamton Railway

Recently there has been augurated on the Bingham-
ton (N. Y.) Railway, of which C. S. Banghart is vice-
president and general manager, a system of equipment
records that is especially suitable to the needs of electric
railway properties of moderate size, owing to its sim-
plicity and to the ready availability of the equipment
data therein collected. The basis is a card filing system,
including the use of 8-in. x 5-in. cards which are kept in
a single cabinet, differently colored cards being used to
make the different records readily distinguishable.

The most important one, perhaps, is the record of
individual mileage of each car, for which figures are
entered daily upon a series of cards such as shown in
part in the accompanying illustration. The entries are
made in the general office, the figures being obtained
from special mileage slips that are made out by each
conductor at the end of each day's work. These mileage

MILEAGE RECORD

CAR NO.

DAY

JULY

TOTAL

AUG.

TOTAL

SEPT.

TOTAL

FVd

CARD FOR TABULATING MILEAGE RECORD

slips give the number of trips that are made on each
car, and the mileage is calculated in the office from the
known length of each trip.

From these mileage records entries are made as re-

quired on the cards for the other records. The latter
include an inspection and overhauling record in which
entries are made daily in accordance with reports from
the master mechanic regarding the cars that have been
inspected and overhauled, the mileage being obtained
direct from the mileage record card for the car in ques-
tion whenever such an entry is made. These inspection
record cards are filed according to consecutive car num-
bers, and the form ruling and lettering have been printed
on both sides of the card to provide greater length.

A record for car body repairs is also maintained,
these cards being arranged in accordance with the car
numbers, as is the case with the cards for the record of
car trucks. The compressor record cards, however, are
arranged in accordance with the numbers of the com-
pressors, and this applies also to the record cards for
the controllers.

Cards for wheel records are kept filed in accordance
with car numbers, on account of the necessity for hav-
ing directly accessible mileage figures. The entries on
the record card, therefore, apply to one wheel, showing
the wheel number and data regarding the condition at
application and at removal. On the reverse side of this
card there is a form for the record of used and turned
wheels, providing for wheels that are not returned to
the cars from which they were orginally removed, and
such wheels are consequently located in the file only by
their individual numbers.

The records of pinions and gears are kept on similar
cards but of different colors. Entries are made covering
the date in service, the date out of service, the car num-
ber, the truck number and the motor number, as well as
remarks regarding the cause of removal. The mileage is
figured from the above-mentioned car-mileage records,
and to facilitate the mileage entries the cards are kept

CARD FOR RECORDING SUPPLIES IN STOREROOM

in order in accordance with the car numbers, rather
than the pinion numbers.

A record is also kept of the trolley wheels that are
changed. This provides for the wheel number and other
data, including the dates of installation and removal.
The mileage is calculated from the mileage made by the
car, and records are therefore kept in accordance with
the car numbers to facilitate mileage entries.

An especially novel feature of the record system is
the inclusion of permanent data covering every car that
is operated on the system. This shows the general di-
mensions, the weight of various pieces of the equip-
ment and the character of the various facilities installed
on the car. The record cards are kept in the same cabi-
net with the other records, so that they may be available
for examination at any time in case any question arises
as to the details of the car equipment.

The same type of card has been adopted for the store-
room records, and the card index thus provided is used
on the perpetual inventory basis, the storeroom record
cards being ruled as shown in the accompanying illus-
tration. All deliveries from stock are made upon requisi-
tion only, and the records are checked once every six
months by taking a stock of the material on hand.

Another feature of the company's records is the ap-
plication to the incandescent lamps installed on the cars,
the desirability of this having arisen because of the very
heavy renewals that were recently in evidence. All
lamps are now numbered by a pasted sticker which has

1051

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

a number printed upon it, and this identification mark
permits the establishment of a record in which is en-
tered the lamp number, the size, the date installed, the
date removed, and the cause of removal, the latter being
subdivided into four separate classes, namely: burned
out, broken, stem broken, bad vacuum. As the old lamp
or base must be returned before a new one is issued,
this record will, in a short time, display the reason for
the large number of lamp renewals and will also serve
as a means for comparison between various makes of
lamps.

Three Boiler Meters in One

A new boiler meter which records the rate of steam
output from the boiler, the rate of air flow through the
furnace, and the condition of the fuel bed has been put
on the market recently by the Bailey Meter Company,
141 Milk Street,
Boston, Mass. It
is a combination of
three separate
meters in one cas-
ing, each meter
drawing its own
record in a dis-
tinctive color on a
12-in. circular chart.
The steam flow is
recorded by the
"red" pen drawing a
red record in the
center section of
the chart, the grad-
uations being in per
cent of the boiler's
rated capacity on a
uniform scale. This
part of the meter is
identical with the
steam meter de-
scribed in the April
1 issue of the Elec-
tric Railway Journal. It operates upon the principle
of measuring the pressure difference across a Monel
metal orifice placed in the flange of the steam line.

The air flow is recorded by the "blue" pen, located
so that it travels immediately in front of the "red" pen
and, therefore, produces its record just ahead of the rec-
ord of steam flow. It is operated by a draft dif-
ferential between the firebox and the uptake, but
instead of reading in terms of draft it reads in terms
of steam output. In other words it gives the same
reading and draws a record coincident with the steam
flow so long as the right amount of air is used for com-
bustion. If the air flow reads more than the steam flow
it shows too much air and corresponds to low C02; if
it reads less than the steam flow it means insufficient
air and loss due to unburned gases. This is based upon
the principle that air is a fuel just as much as coal is,
and a certain evaporation should be obtained per pound
of air. This standard is determined for each boiler and
the meter adjusted accordingly.

The furnace indicator, drawing a record on the outer
section of the chart, shows the condition of the fuel
bed. The fire is of the right thickness when this pen
is on the shaded band, too thick when above and too
thin when below the band. This also is adjusted to
individual conditions after extensive tests have been
made to determine the best kind of fire to carry. This
furnace indicator is operated by draft pressures and is
in reality a measure of the resistance of the fuel bed to

the flow of air. It should not be confused with the drop
in draft pressure across the fuel bed, for it includes
the draft pressure in the uptake as well as the firebox
and ashpit in such a way as to eliminate the effect due
to the intensity of the draft or the rate of flow of air
and responds only to changes in condition of the fuel
bed. That is, the pen does not move when the damper
opening or draft pressure varies from maximum to

linij \S>=fc^ fire too

CHARTS SHOWING CONDITIONS OF FUEL BED

minimum unless the fire changes, but when the fire
burns too thin or develops holes, the recorder shows it
regardless of the intensity of the draft.

Bureau of Standards Issued Paper on
Concrete

The Bureau of Standards, Department of Commerce,
has just issued Technologic Paper No. 58, dealing with
the properties of concrete and Portland cement mortars,
under the title "Strength and Other Properties of Con-
cretes as Affected by Materials and Methods of Prepara-
tion." It includes the results of about 20,000 tests on
about 300 aggregates consisting of limestone, granite,
gravel and trap rock which are used for concrete mate-
rials in various sections of the United States. The
results are of especial interest to contractors, engineers
and others who use concrete, since it points out that
with the same aggregates a variation in strength of as
much as 100 per cent may result owing to the lack of
proper precautions in mixing and placing the material.
One of the most important conclusions to be derived
from the results is that the use of too great an amount
of mixing water, which is common in present-day con-
struction, accounts for many concrete failures. The use
of an excessive amount of mixing water may result in
a reduction in strength as great as would result from a
reduction of 50 per cent in the amount of cement used.
The results indicate that proper methods of mixing and
fabrication are as important as good cement and aggre-
gate in producing a concrete of the best quality.

The Illinois Traction System, Peoria, 111., has erected
at Evans, 111., what is said to be an innovation in coun-
try grain elevators. The structure is a concrete and
steel tank elevator, the round steel tank, 26 ft. in diam-
eter, 45 ft. high and weighing 40,000 lb., being divided
into four bins, each containing 3000 bushels. The first
story, or working floor, under the tank, is of reinforced
concrete with steel support, and the entire structure is
ratproof and mouseproof, as well as fireproof.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1055

LONDON LETTER

The Trail Car a War Expedient — Progress of Electrification

on Two Lines Recorded — Opinions on Women

Workers Differ

(From Our Regular Correspondent)

The Metropolitan Electric Tramways, Ltd., which operates
on the northern outskirts of London, is desirous of securing
permission to use trail cars on its system. The company
has already applied to the Board of Trade for such permis-
sion, and the Paddington Borough Council is supporting the
application. It is becoming obvious that during the busy
rush hours the traffic cannot be handled by ordinary means,
and with the present shortage of labor it is impossible to
put on more cars. Both the Board of Trade and the various
councils of the boroughs through which the tramway system
runs, are willing to permit the use of trail cars, such per-
mission, however, to be granted as a matter of urgency
during the continuation of the war.

Other cities in England are anxious to adopt the trail
car, but feel compelled in certain instances to make experi-
ments to find out whether it is suitable for use on their
streets. The tramways committee of the Birmingham City
Council is committed to an experiment of this kind, but has
as yet arrived at no definite decision. A trail car has been
prepared and is now in service, and an early report upon
its working is expected. The difficulty of introducing trail
cars in Birmingham is accentuated by the narrow gage of
the tramways, the comparatively narrow and tortuous
streets, and the extraordinarily heavy amount of tramway
traffic in some of the thoroughfares. It is only possible to
run trailers where there is a loop, and in many cases the
running of trailers would involve a redisposition of the
tramway terminals, and the provision of the necessary loop.
Where impossible to form a loop, the necessity for shunting
the trailers so as to bring them to the rear of the ordinary
cars, would involve such delay that the purpose of their
adoption might be prevented.

The Newcastle Corporation is also making an experiment
for the purpose of relieving congestion on its tram routes,
but is endeavoring to overcome the difficulty in a different
way. Instead of using a trail car, two ordinary motor cars
are coupled, after removing one motor from the inside axle
of each car. The two cars, therefore, practically become
one coupled unit, the controllers on the adjacent center
platforms being also removed. One motorman controls the
two cars, and each car has a woman conductor.

The progress of the electrification work on the London
& North Western Railway's suburban lines is referred to
in a recent report by the chief engineer. The section of the
new line between Queen's Park and Willsden was opened
for traffic on May 10, 1915, when the London Electric Rail-
way service of trains running from Waterloo to Queen's
Park via Charing Cross, Baker Street, and Paddington, was
extended to Willesden Junction. The work between Chalk
Farm and Queen's Park has been delayed by shortage of
labor, owing to the war. The bridges and tunnels for the
junctions between the new electric lines and the existing
lines to Euston and Broad Street are in progress, and the
driving of the iron-lined tunnels under Primrose Hill is
proceeding steadily, half the length having been completed.
The electric power station and repair shed at Stonebridge
Park and the six electric substations are complete, and part
of the plant has been installed. The carriage sheds at Wil-
lesden and Watford are nearing completion. Equipment of
the new lines for electric traction between Willesden and
Watford is in a forward state.

After experiments extending over some months, electric
trains are now running on the Lancashire & Yorkshire
Railway between Victoria Station, Manchester, and Bury.
At present only a partial electric service is in operation, and
the majority of the trains are of the ordinary kind. Each
car is divided into two main passenger compartments with
a center aisle, fixed and reversible seats being arranged
alternately on either side. Timber has been entirely super-
seded by metal in the construction of the cars.

The Newcastle Corporation Tramway is not making money
at present. The tramway committee contemplates increas-
ing the fares for workmen. It seems that at present 186,000
workmen are carried at half fare morning and night, and in

some cases at even less than that. Sunday makes no differ-
ence in the fares, although the workmen receive extra pay
for Sunday work, while the tramway employees have also
to be paid an equivalent of time and a half for working the
cars. Then, in addition, soldiers are permitted to travel at
half fare, and more than 70,000 men in uniform use the
cars every week. Thus a total of 256,000 persons enjoy
the privilege of traveling at half fare week by week.
Whether the proposed increase is necessary, it seems to be
an anomalous state of things that a man who is earning
good wages should pay half fare simply because he works
in a factory, while the clerk or shopman has to pay full
fare.

A special committee of the Tramways & Light Railways
Association has been formed with a- view to facilitating the
supply of tramway rails. The March issue of the journal
of the association states that negotiations are taking place
with the rail manufacturers with a view to securing a supply
during the next twelve months. For this purpose, members
are asked to furnish the secretary with the minimum quan-
tity of rails and fish plates which are absolutely required
for keeping their undertakings going. Manufacturers will
shortly quote prices, and it will then be necessary to apply
to the Minister of Munitions for permission to roll the rails
and grant licenses for delivery.

In a recent report from Mr. Dalrymple, general manager
of the Glasgow Corporation Tramways, it is stated that
after six months' experience with women drivers he has
come to the conclusion that the women are doing very well
indeed, and that they have fewer accidents than men. The
Corporation has sixty-eight women driving or under train-
ing, and a few are being added to the number every week.
Mr. Dalrymple states that the general opinion in the city
of Glasgow is distinctly favorable to the women drivers,
who take their turn of all the routes exactly as the men do.
Notwithstanding the unusual conditions of darkened streets
and country roads the women are regarded as having made
a success of their new calling. The women who are em-
ployed by the Glasgow Corporation Tramways as drivers
are being referred to generally as "motresses."

In view of the above, it is somewhat anomalous to find
it stated by the Tramways & Light Railways Association,
in reply to a request from the Board of Trade, that, as a
result of circularizing all the company members of the
association, women are actually employed as tramcar drivers
by only four companies in Scotland and the West of Eng-
land respectively. The total number employed so far is
fifteen women, but as grades are light and the other
working conditions generally favorable to the employment
of women, the companies hope to increase the number up
to 50 per cent of the total, provided the right type of
woman can be secured. A few of the smaller companies are
considering the matter where the traffic is light and the
lines level, but in most cases it is thought unsafe to use
women as drivers.

It is also interesting to note that representations have
been made to the Board of Trade and the Ministry of Muni-
tions on behalf of the Tramway & Vehicle Workers' Asso-
ciation, urging that women should not be employed as tram
drivers. Proposals had been brought forward in some of
the large towns that women should be so employed. Other
towns would probably follow suit, and the tramway workers
lelt that strong representations should be made as to the
undesirability and the danger of the suggested innovation.
Not only male workers, but also the women employed as
tram conductors, were opposed to it.

An interesting experiment is being made by C. J. Spencer,
general manager of the Bradford City Tramways, in con-
nection with the conveyance of goods over the regular
tramway routes. The experiment differs from those of a
similar nature in other cities in that the wagon adopted is
of the railless traction type, and is fitted with a trolley pole
and the usual motors so that it may be propelled along any
of the streets where trolley lines exist. In addition, how-
ever, it is also equipped with accumulators, so that should it
be necessary to depart from a tramway route it can readily
do so for a distance of a few miles. The wagon was built
on a chassis taken from a railless trolley car. It is driven
by two 20-hp. electric motors. The accumulators can be
charged when the vehicle is being propelled from the over-
head trolley. A. C. S.

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

NEWS OF ELECTRIC RAILWAYS

DECISION IN CHICAGO SERVICE ORDER CASE

Judge Thomas Taylor of the Circuit Court at Chicago,
on May 27 denied the right of the Illinois Public Utilities
Commission to issue orders affecting the service and equip-
ment of the Chicago Street Railways. As a result of this
decision it is ex;,eoted that a permanent injunction will
be granted in favor of the city restraining the commission
from enforcing its order of Sept. 29, 1915, reviewed at
length in the Electric Railway Journal of Oct. 9, 1915,
page 775. This opinion was rendered in the suit for an
injunction brought by Chicago to restrain the commission
from enforcing its order. The opinion states that the com-
mission's order invades some of the rights of the company
and the city and that consequently it is a violation of their
constitutional rights. In his opinion Judge Taylor says:

"It must be borne in mind that the commission has no
jurisdiction over the streets of the city of Chicago; that
it has no jurisdiction over the ever-changing traffic con-
ditions; that it has no jurisdiction over foot passengers and
vehicular transportation, which constitutes the major part
of the use of the streets of Chicago. The street railway
situation in Chicago is unique. The companies have had
a long and checkered career. They have been affected by
the constitution of the State, by many acts of the Legis-
lature, by ordinances of the City Council and decrees and
judgments of the court until now under a &ettlement ordi-
nance they have constituted a coherent system of nearly
1000 miles of street railways paying into the city treasurer
55 per cent of their net earnings."

With reference to the city's claim as to the illegality of
the formation of the Public Utilities Commission, Judge
Taylor said:

"In the course of argument a number of questions have
been raised as to the constitutionality of the act creating
the Public Utilities Commission. All of these questions,
advisedly, are here left unanswered. The Legislature of
the State of Illinois has seen fit to pass the act which
provides for the regulation of public utilities, and that act.
is presumed to be constitutional until it is proved beyond
a reasonable doubt to be otherwise."

THOMPSON COMMITTEE RESUMES TRANSIT
HEARINGS

After giving its entire time for about ten days to investi-
gating the telephone wire-tapping charges, the Thompson
legislative committee on May 31 again took up transit mat-
ters. The committee gave consideration to the rumor of a
$50,000 bribe hint in connection with the purchase of Brook-
lyn waterfront property for subway use. Among the wit-
nesses called and questioned regarding this bribe hint were:
Sigfried Cederstrom, real estate appraiser for the Public
Service Commission; Fairfax Landstreet, chairman of the
board of directors of the New York Dock Company ; Charles
E. Hotchkiss, counsel to the Dock Company; William B.Halm,
president of the Dock Company; LeRoy T. Harkness, counsel
to the Public Service Commission, and Frank de C. Sullivan,
director of the Interborough Rapid Transit Company. Frank
Moss, counsel to the committee, in his examination tried to
bring out the names of the man soliciting the bribe, but was
unsuccessful. On June 1 Joseph S. Auerbach was the first
witness and was questioned regarding the bribe hint which
was the subject of the hearing on May 31. Mr. Sullivan, who
testified on May 31 regarding the bribe hint, was called again
and questioned regarding the relations between the Inter-
borough Rapid Transit Company and T. A. Gillespie, who re-
ceived the contract for third tracking the elevated lines.
Mr. Moss tried to get the witness to admit that the Inter-
borough directors withdrew the Stevens contract because of
hostile newspaper criticism. Mr. Sullivan denied it. He
was opposed to it on general principles as were Mr. Freed-
man and Edward J. Berwind.

PLAN BETTER SERVICE ON THE KEY ROUTE

At a hearing in San Francisco before the Railroad Com-
mission of California on the petition for permission to pur-
chase new equipment, G. K. Weeks, president of the San
Francisco-Oakland Terminal Railways, outlined the com-
pany's plans for improved service. The matter under discus-
sion before the commission was the issuance by the corpora-
tion of $180,000 of 6 per cent serial equipment notes, matur-
ing semi-annually, in a period ranging from one to nine
years, and their sale to underwriters, already secured, at
par and interest. With the money thus obtained Mr. Weeks
proposes to buy twenty convertible cars each with a seating
capacity of fifty-two and twelve cars suitable either for
street or interurban service. The former type are to cost
$6,000 each and the latter $9,500 each. The total cost of
this equipment will amount to $234,000, and after a payment
in cash the remaining sum necessary to liquidate the notes
will be provided through the setting aside of $200 a day
out of the earnings of the road until the cars are paid for.
With new interurban cars on a new routeing and an express
schedule, Mr. Weeks expects to cut down the running time
between the Oakland and Berkeley terminals from thirty to
fifteen minutes. Mr. Weeks said that during the height of
the jitney competition in Oakland the traction company's
receipts decreased $1,000 a day, but since the regulatory
ordinance had been enforced the revenues had returned al-
most to their normal average. He estimated that the Oak-
land jitneys are not taking in more than $300 a day at pres-
ent. The application has been taken under advisement by
the commission.

TRENTON ARBITRATION BEGUN

After having gone over the ten cases of conductors dis-
missed by the Trenton & Mercer County Traction Corpora-
tion, Trenton, N. J., on the charge of "sniping" fares,
Peter E. Hurley, general manager of that corporation, and
C. Howard Severs, arbiters respectively for the company
and union, have decided that a third arbiter is necessary to
settle the differences. The third arbiter will be selected by
Messrs. Hurley and Severs in a few days. It was at first
thought that the dispute between the corporation and the
union could be adjusted by the two arbiters that had already
been named.

Mr. Savers and Mr. Hurley first met and went over the
cases in a preliminary way. The company claims that its
inspectors submitted truthful reports of each case. The
union contends that the company seeks to disrupt the labor
organization by preferring charges against its officers. The
direct cause of the strike was the dismissal of David H.
Coleman, president of the union. The company was asked
to reinstate him, but refused. Then the union announced
that the ten dismissed men would have to be reinstated or
a strike would be called and later it sought to enforce its
threat by calling the men out.

J. P. Shea, national organizer of railway employees, ad-
vised Mr. Severs on different points at issue. They also
went over the new working agreement submitted to the
company a few weeks ago and again asked the corporation
ior its reply at once. This agreement will not come up for
arbitration at this time should the company object to any
of its clauses, but will go over until the "sniping" charges
have been settled. The men are now paid 27 cents an hour.
They have demanded 34 cents and improved working con-
ditions in the new agreement.

Mr. Hurley has been general manager of the company for
several years. Mr. Severs has been a conductor in Trenton
for about fourteen years. He was formerly president of the
Mercer County Central Labor Union and president of Divi-
sion No. 540 of the Amalgamated Association. He was re-
cently appointed one of the New Jersey organizers of the
American Federation of Labor.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1057

TRACKLESS TROLLEY BILL PASSED IN
MASSACHUSETTS

Governor McCall of Massachusetts has signed an act
providing for the operation of trackless trolley cars by the
Massachusetts Highway Service Company, by street rail-
ways or other corporations organized as provided in the
measure. Five or more persons may associate themselves
by written agreement with the intention of forming a
trolley-motor or trackless trolley company. The corporate
name assumed cannot be one in use or closely resembling
that of any other trolley-motor company or in the judg-
ment of the Public Service Commission so similar to it
as to be likely to be mistaken for it. The agreement of
association must indicate the object of the company; must
specify the terminals of the proposed route, with the approx-
imate length of the latter, and the names of counties and
municipalities involved. The capital stock must be stated,
and this is fixed at a minimum of $2,000 per mile, or $20,-
000 minimum total. In general, the laws governing the
organization of street railways apply to these companies.
Before any company can operate equipment over such
routes, a permit must be obtained from authorities having
jurisdiction over public ways, the grant being subject to
approval of the Public Service Commision. No such ap-
proval can be given for any line, any portion of which is,
in the opinion of the commission, "so contiguous or adja-
cent to the line of any street railway company as to result
in a competitive service injurious to the public and to such
street railway if the latter is ready and willing and offers
to construct and does construct within such reasonable
time as may be fixed by the Public Service Commission a
line or lines of street railway or a line or lines of trolley-
motor or trackless trolley over such public way, which, in
the opinion of the Public ServLa Commission will serve
the public as well as would the proposed trackless trolley
line described in the petition; and no such approval shall
he granted in any event if the Public Service Commission
shall be of the opi.iion that the granting of the same would
be unduly injurious to any street railway or trackless
trolley line covering the same or substantially the same
territory."

Every corporation undertaking to perform the kind of
service authorized in the act becomes thereby a common
carrier, and the commission has general jurisdiction over
it, having authority to permit the suspension or curtail-
ment in whole or in part of the trackless trolley service
of any company on account of weather, traffic or highway
conditions, or season of year making such suspension or
curtailment desirable for the safety of the public or to
avoid loss in operation.

FORT WAYNE & SPRINGFIELD REHABILITATION

The Fort Wayne & Springfield Railway, Decatur, Ind., has
surrendered its franchises in the city of Fort Wayne and in
Allen County and is operating under the indeterminate per-
mit section of the Indiana State laws. The franchise in Fort
Wayne had twenty-five years to run and in Allen County forty
years. A sale of the entire property has been agreed upon.
Charles H. Worden, trustee, will deliver the property to
Henry C. Paul, Fort Wayne, when the State commission
gives its approval. A hearing on the sale has been held, but
the decison of the commission has not yet been rendered be-
cause the city of Fort Wayne is opposing the surrender of
the franchise, which required paving work and similar mu-
nicipal requirements to be met. After the transfer of the
property takes place it is proposed to change the system of
electrical distribution from 6600-volt a.c. trolley to 1200-volt
d.c. trolley. Energy will be purchased in bulk from the Fort
Wayne & Northern Indiana Traction Company, stepped up
from 4000 volts to 33,000 volts, three phase, 60 cycles, and
transmitted over a 10-mile transmission line that will be
built from Fort Wayne to the mid-point on the interurban
line, where a new 1200-volt substation will be built. Four
new cars will be required to operate the rehabilitated line.

The Fort Wayne & Springfield Railway operates 22 miles
of line connecting Fort Wayne, Decatur, Monmouth and Mid-
dletown. Sam W. Greenland of the Fort Wayne & Northern
Indiana Traction Company, has been managing the property
for the trustee.

CINCINNATI-LOUISVILLE LINE PROPOSED

Negotiations are said to be under way between the Cin-
cinnati, Indiana & Louisville Railroad, a new corporation,
and Stanley Shaffer, the receiver of the Cincinnati, Law-
renceburg & Aurora Electric Street Railroad, by which
the new company will use the lines of the latter for a route
it expects to establish along the Ohio River through In-
diana toward Louisville. This would mean the use of the
tracks which the new West End Rapid Transit Company
expects to build in Cincinnati to connect the Cincinnati,
Lawrenceburg & Aurora road at Anderson's Ferry with the
business district of the city. Whether the new company
desires to purchase these properties or operate them under
a leasing arrangment is not clear. Mr. Shaffer has refused
to go into detail regarding the matter. The Cincinnati, In-
diana & Louisville Railroad is controlled by Chicago and
Cincinnati men, but their identity has not yet been divulged.
It is said that the road, if built, will pass through Vevay,
Rising Sun and other Indiana towns which are served at the
present time only by river steamers.

Cincinnati Traffic Survey Considered.— Frank S. Krug,
city engineer of Cincinnati, Ohio, has been directed by the
Cincinnati Rapid Transit Commission to make an estimate
of the cost of a traffic survey of Cincinnati.

Mr. Taylor Will Report on Pittsburgh Problems.— A. Mer-
ritt Taylor, president of the Philadelphia & West Chester
Traction Company and former director of the department of
city transit of Philadelphia, will begin on June 1 a survey of
the transit problems of Pittsburgh.

Union Organizers Denied an Injunction at Columbus. —
Judge Dillon of the Common Pleas Court at Columbus,
Ohio, refused to issue an injunction to prevent the police
department from interfering with organizers of the Amal-
gamated Association, who claimed that the police pre-
vented them from attending a meeting of street railway
men and otherwise interfered with their activities.

Peter Witt Returns Royalties.— On May 26 Peter Witt,
former Street Railway Commissioner of Cleveland, re-
turned to the Cleveland Railway a check for $7,800 which
had been sent to him as royalties on 156 motor cars of the
type on which he owns patents. Mr. Witt wrote that the
company and the people of Cleveland never would have to
pay him royalties. He is receiving royalties of $50 a car
for those used in other cities.

Increase in Wages Granted in Akron. — The motor-
men and conductors of the Northern Ohio Traction &
Light Company, Akron, Ohio, on May 7 decided to ac-
cept an offer made to them by Charles CurrieT general
manager, under which the employees of the Akron city lines
will receive 27, 29 and 32 cents an hour, according to their
terms of service. The men on the suburban lines will re-
ceive 28, 30 and 33 cents an hour and those on the interur-
ban lines 29, 31 and 34 cents an hour. Next year the men
on the three lines will receive an increase of 1 cent an hour.
Mr. Mitten Complimented. — T. E. Mitten, president of the
Philadelphia (Pa.) Rapid Transit Company, was paid a well
deserved tribute by the Philadelphia Ledger in its issue of
May 18. In acknowledging Philadelphia's debt to Mr. Mit-
ten the Ledger said: "It has been one of the conspicuous
achievements of President Mitten's management of the
rapid transit company that he has established amicable re-
lations between the company and its men, that their pay has
been substantially ipcreased and that their hope of further
additions to their compensation rests on the results of their
own faithfulness and efficiency."

Maine Road Increases Wages. — Announcement was made
on May 22 that the conductors and motormen on the lines of
the Cumberland County Light & Power Company, Portland,
Me., have been granted an increase in wages of 7 per cent,
aggregating about $17,000 a year. Men who have been in
the employ of the road one year will, under the new sched-
ule, receive 26 cents an hour; two-year men, 27 cents; three-
year men, 28 cents, and four-year men and over, 29 cents an
hour. Under the present scale the first-year men receive
$2.15 a day; two-year men, $2.25; three-year men, $2.35,
and four-year men and over, $2.45.

1058

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

Strike Averted in Little Hock. — A threatened strike of
conductors and motormen of the Little Rock Railway &
Electric Company, Little Rock, Ark., was averted May 23
when an agreement was reached between officials of the
company and the Central Trades Council. The demands of
the men included recognition of the union, increase in wages
and reinstatement of employees who were alleged to have
been discharged because they joined the union. One of the
concessions of the company was an increase in wages of 1
cent an hour. This will change the present rate from 19 to
26 cents an hour to one of from 20 to 27 cents an hour.

Wages of Omaha Employees Advanced. — The Omaha
& Council Bluffs Street Railway, Omaha, Neb., effec-
tive on June 1, will increase the wages of practically all
its employees. The scale which has been in effect be-
gan at 24 cents an hour for the first year and increased
1 cent an hour up to five years, after which 28 cents an hour
was paid until nine years of service, when the maximum of
29 cents an hour was paid. The new scale provides for a
minimum of 25 cents an hour and a maximum of 30 cents an
hour, payable after five years of service. The wages of the
employees in other departments will be raised in about the
same proportion.

East Cleveland Franchise Matter Unsettled. — At a con-
ference on May 26 Fielder Sanders, Street Railway Com-
missioner of Cleveland, Ohio, informed Mayor W. E. Min-
shall of East Cleveland that he would not approve a re-
newal of franchises of the Cleveland Railway in that city
at a 3-cent fare. He wants the suburban city to accept a
franchise similar to that granted by Lakewood on the west,
where the fare within the suburb is 3 cents and between it
and points in the city, 5 cents. The franchise on Hayden
Avenue, East Cleveland, expires in about one year, but
that on Euclid Avenue continues for five years. Mayor
Minshall did not intimate that the suburb had changed its
plans to oppose the matter.

Safety-First Talks in Toledo.— Victor T. Noonan. head of
the safety department of the Ohio Industrial Commission,
addressed a meeting of factory managers and foremen at
the Commerce Club, Toledo, Ohio, on May 12 and later
in the week talked to the foremen of the Willys-Overland
Company and to the employees of the Toledo Railways &
Light Company. E. R. Kelsey, manager of publicity of
the Toledo Railways & Light Company, in a brief talk at
the Commerce Club meeting, related the results of the
safety work by the Doherty companies. Mr. Kelsey said
that four men were now employed to travel over the coun-
try and talk safety first. He cited as a concrete example
of safety-first work an appropriation of $8,000 recommend-
ed to defray the cost of removing danger belts in the Cen-
tral Avenue carhouse.

Stock for City Service Employees. — The directors of the
Cities Service Company, New York, N. Y., have approved
a plan by which an amount of the common and preferred
stocks of the company have been set aside for sale under
favorable terms to employees of the company and its sub-
sidiaries. Each employee of the Cities Service Company
or its subsidiaries may purchase stock up to the amount of
his annual salary at the rate of two shares of preferred
and one of common stock for $300, the stock so purchased
to be carried over a period of five years and payments
made monthly. At present prices of the stocks the em-
ployees under this plan will obtain their securities well
below the market. An investment company will be formed
to handle the employees' investments owing to the account-
ing and because of the fractional shares involved. At
present the Cities Service Company and its subsidiaries
have about 6000 employees.

New Kansas City-Lawrence Line Opened. — The Kansas
City, Kaw Valley & Western Railway began on June 1
operating cars on its new line into Lawrence, Kan., from
Kansas City, 37 miles. The line is a continuation of that
between Kansas City and Bonner Springs. One-hour serv-
ice is established. The present service is local. The run-
ning time between terminals is two hours. Later express
service will be added. A Kansas City ticket office and rest
room has been opened at 7 West Tenth Street, near the
corner where the Kansas City Western Railway has its

Kansas City terminus and past which the cars of the Kan-
sas City, Lawrence & Topeka Railway run. The city ticket
offices of the Kansas City, Clay County & St. Joseph Rail-
way and that of the Missouri & Kansas Interurban Railway
are three blocks south, at Thirteenth and Walnut Streets.
The Kansas City, Kaw Valley & Western Railway, which
has been locally known heretofore as the Bonner Springs
Line, will handle freight, express and baggage in baggage
sections of passenger cars temporarily, but will use the
local freight station at Hird Street and Grand Avenue of
the Strang Line. This station will also be used by the
Leavenworth Line.

PROGRAMS OF ASSOCIATION MEETINGS

Central Electric Railway Association
Applications for staterooms and tickets for the mid-
summer boat trip of the Central Electric Railway Associa-
tion are coming in daily, and more than 150 tickets and
reservations had been paid for up to May 31. John Ben-
ham, vice-president of the International Register Com-
pany and chairman of the committee on arrangements, ex-
pects that the association's guarantee of 225 will be ex-
ceeded, because most of the parties that reserved space for
the boat trip last year have taken space for a greater num-
ber of people than on the previous trip. The cruise is prac-
tically a four days' trip, and will afford an unusual oppor-
tunity to see the Upper Lakes at a minimum cost on one of
the finest lake cruisers. The committee is anxious to have
all who intend to go make their reservations at the earliest
possible date.

Illinois Electric Railway Association

The Illinois Electric Railway Association will hold a
meeting on June 9 at the LaSalle Hotel, Chicago.

H. A. Johnson of the Chicago Elevated Railways will
read a paper on the results obtained from tests of roller
journal bearings and field control motors on the road with
which he is connected.

O. Bruenauer of the Gurney Ball Bearing Company will
present a paper on ball bearing journals.

D. C. Hershberger of the Westinghouse Electric & Manu-
facturing Company will read a paper on the history and
performance of railway motor field control.

W. A. Clough of the engineering department of the Gen-
eral Electric Company will give an illustrated talk on the
comparative economy of old and new motors.

H. B. Adams, safety supervisor of the Aurora, Elgin &
Chicago Railway, will speak on the subject of safety.
At the noon hour the usual association luncheon will be
held.

Central Electric Railway Accountants' Association

The program has been announced for the meeting of the
Central Electric Railway Accountants' Association at the
Hotel Secor, Toledo, Ohio, on June 13 and 14. The executive
committee will meet at 9 a. m. on June 13. The regular
session will begin at 10 a. m. The presentation of the re-
ports of the executive committee and of the standing com-
mittee on passenger and freight accounts will follow. At
the afternoon session on June 13 the committee on electric
light and power accounts and the question box committee
will report. The presentation of these reports will be fol-
lowed by these addresses:

"The Relation of the Accounting Officer to Other Members
of the Official Family," by Ralph R. Bruster, associate editor
of the Electric Railway Journal.

"Office Organization," by Robert H. Lindsey, comptroller
of the Lake Erie, Bowling Green & Napoleon Railway, Bowl-
ing Green, Ohio.

On June 14 these addresses will be made:

"Storeroom Systems," by A. Swartz, vice-president of the
Toledo & Western Railroad.

"Departmental Expense Statements," by L. T. Hixson,
auditor of the Terre Haute, Indianapolis & Eastern Trac-
tion Company, Indianapolis, Ind.

The subject "Taxation Problems" will also be discussed.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1059

Financial and Corporate

New Orleans Railway & Light Company

The comparative income statement of the New Orleans
Railway & Light Company, New Orleans, La., for the
calendar years 1914 and 1915, follows:

ANNUAL REPORTS

Duluth-Superior Traction Company

The comparative income statement of the Duluth-Superior
Traction Company, Duluth, Minn., for the twelve months
ended Dec. 31, 1914 and 1915, follows:

l'.n i-

Per

Amount Cent Amount Cent
Railway operating revenues :
Revenue from transporta-
tion $1,154,906 99.18 $1,289,917 99.42

Revenue from other rail-
way operations 9,539 0.82 7,525 0.58

Total $1,164,445 100.00 $1,297,442 100.00

Railway operating- expenses:

Way and structures $141,685 12.17 $131,433 10.13

Equipment 89,854 7.73 92,633 7.14

Power 155.617 13.36 170.268 13,12

Conducting transportation 308,481 26.48 304,530 23.47

Traffic 254 0.02 900 0.07

General and miscellane-
ous 145,787 12.52 160.225 12.35

Transportation for invest-
ment— credit — 672 — 0.06

Total $841,008 72.22 $859,992 66.28

Net revenue from railway

operation $323,437 27.78 $437,450 88.72

Taxes assignable to railway

operation 69.S31 6.00 66,519 5.13

Operating income $253,606 21.78 $370,931 28.59

Non-operating income.... 15,515 1.33 16,121 1.24

Gross income $269,121 23.11 $387,052 29.83

Deductions from gross in-
come 172,699 14.83 177,372 13.67

Net income $96,422 S.2S $209,680 16.16

The revenue from transportation during 1915 decreased
$135,011, or 10.4 per cent, as compared to the 1914 results.
This showing was remedied a little by a saving of $18,984,
or 2.2 per cent, in operating expenses, the decrease being
made in maintenance of equipment, power, traffic and gen-
eral and miscellaneous in spite of increases in maintenance
of way and structures and conducting transportation. Taxes
showed an increase of $3,312, or about 5 per cent, which
was more than counterbalanced by a decrease of $4,673, or
2.6 per cent, in deductions from income, most of this coming
from decreased interest on unfunded debt. The net income
suffered a loss of $113,258, or more than 54 per cent. The
company in 1915 earned 1.04 per cent on its common stock,
as compared to 4.28 per cent in 1914, and paid 1 per cent,
as compared to 4 per cent.

The loss in revenues was caused by the business depres-
sion during the first half of the year and the invasion of
the jitney bus, which started in Duluth and Superior in
March. This reduction amounted to nearly 20 per cent dur-
ing the period between April 1 and Sept. 30, which period
was theretofore the most profitable during the year. The
revenue passengers during the year decreased from 25,912,-
155 to 23,185,970.

The new plant of the United States Steel Corporation,
located about 3.5 miles beyond the western terminus of the
company's lines in Duluth, wis put in partial operation
about Nov. 1. The operation of this plant, and other
manufacturing enterprises which will in time be drawn to
this vicinity, should add materially to the growth and busi-
ness prosperity of both Duluth and Superior, in which the
company will share.

Expenditures for additions to property and extensions
aggregating $92,898 were made during the year. There
was expended for renewals and charged against deprecia-
tion reserve account $35,016. The depreciation of the com-
pany's property during the year was computed at $123,681,
which was charged against operating expenses. Under the
new classification of accounts depreciation is charged
directly under the various operating expense headings, and
is not shown separately as before. The 1914 items are, of
course, adjusted accordingly.

Operating
Miscella

outside operations.

Net income before deducting
charges for renewals
and replacements $1,001,993

Net income $789

The gross operating revenue of the company during 1915
decreased $60,537, or 0.86 per cent, as compared to 1914.
Owing to a decrease in operating expenses, the net operating
revenue decreased $42,439, or 1.18 per cent, while larger
income deductions and charges for renewals and replace-
ments made the net income drop $130,048, or 14.15 per cent.
The revenue showing was mostly the result of operations
in the railway department, where the 1915 operating reve-
nues at $4,198,235 showed a loss of $200,272 from the 1914
results, while the electric department revenues at $1,489,015
and those of the gas department at $1,264,337 displayed
gains of $61,720 and $78,015 respectively. Moreover, with
operating expenses at $2,342,411 the railway department
showed a slight increase of $991, and the electric depart-
ment expenses at $573,406 an increase of $12,179, whereas
the gas department figures at $494,955 represented a de-
crease of $31,268.

The decrease in net income was due mainly to jitney com-
petition in the railway department which started on Jan. 31,
1915, and continued during the year. The number of cars
operated in the spring of 1916 was approximately 40 per
cent less than last spring, which tends to bear out the
impression that they cannot operate profitably under favor-
able conditions. On Sept. 29 the city was visited by one of
the worst storms on record; the operations of the company
were hampered and normal conditions were not restored in
all departments until about three weeks after that date.

The amount charged to operating expenses for main-
tenance during the year was $725,537. In addition to this
$244,309 was expended for renewals and replacements,
making a total expenditure for maintenance and renewals
and replacements of $969,846. There was reserved from
income for renewals and replacements $212,927, which
resulted in a net charge to renewal and replacement reserve
of $31,382. There was expended for construction, improve-
ments and betterments, amounts totaling $859,816, including
$229,969 for roadway and line and $3,498 for rolling stock
and equipment.

OREGON PUBLIC SERVICE COMMISSION REPORT

The ninth annual report of the Public Service Commission
of Oregon states that the total operating revenues of the
electric railways in Oregon amounted to $4,663,388 for the
year ended June 30, 1915. Of this total $4,092,047 came
from passenger traffic, $388,666 from freight traffic and
$70,476 from other railway operations. The total operat-
ing expenses amounted to $3,014,255, divided as follows:
way and structures, $322,236; equipment, $426,983; power,
$232,341; conducting transportation, $1,477,882; traffic, $41,-
587; general and miscellaneous, $513,458, and transportation
for investment (cr.), $184. For the combined roads, there-
fore, the operating ratio for the year was 64.06 per cent.
The net operating revenue totaled $1,649,134, and the de-
duction of $723,879 for taxes left an operating income of
$925,235.

1060

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

SAN FRANCISCO-OAKLAND REORGANIZATION

Committee Believes Franchise Conditions Must Be Bettered

Before Sound Plan of Reorganization Can Be Offered

The committee appointed in the middle of 1915 to con-
sider a plan of reorganization for the San Francisco-Oak-
land Terminal Railways, Oakland, Cal., under date of May lti
issued to security holders a statement saying that before the
company can be reorganized on a sound financial basis and
before investors can be induced to put new money into
the property, there must be a change for the better in the
fundamental conditions of the company. No considerable
amount of new capital has been obtained since 1911, and it
is not to be expected, it is said, that new capital can be
obtained until the two following requirements have been
met:

1. An adjustment or reorganization of the financial
structure of the company. This should wipe out the present
complex and conflicting bond issues, with sinking funds
which cannot be earned; provide new issues of securities
conforming to the standards of the California Railroad
Commission which will be available for refunding outstand-
ing securities and for sale from time to time in the future
to provide for necessary new construction. Such a reor-
ganization would have the effect of curing existing defaults,
which interfere with the economical and effective adminis-
tration of the property.

2. An improvement in the fundamental condition of the
property which will make reasonably secure the invest-
ment in the property and therefore make it possible to sell
new securities when securities of a proper type shall have
been authorized. This involves: (a) Such conditions as
will safeguard all capital properly invested in the property,
and (b) earnings showing a safe margin over the interest
requirements on securities to be sold.

In general, the committee states, the unfavorable condi-
tions confronting this railway property are not materially
different from those affecting street railway operation
generally throughout California. It seems to the commit-
tee that three reforms which should be made are as fol-
lows:

1. Automobile competition must be dealt with on lines
which are economically sound and permanent. The prin-
cipal cities in which the San Francisco-Oakland Terminal
Railways operate have dealt with the jitney problem in a
way which is probably as satisfactory as could be adopted
under existing charter provisions and State laws. Capital
cannot be expected, however, to have confidence in the street
railway business until all competing common carriers are,
through the operation of uniform and statewide laws, made
subject to the same regulations and charged with the same
public obligations as the street railways.

2. Street railways companies in California must be re-
lieved from the present excessive burden of taxation. These
companies are required to pay to the State a direct tax
amounting to 5V* per cent of gross earnings. This tax,
however, does not relieve them from the obligations of their
local franchises, which usually require a payment to the
municipality issuing the franchise amounting to 2 per cent
of the gross earnings, plus an obligation to do street paving,
which under existing standards absorbs approximately 5
per cent of gross earnings. The present city charters in
Oakland and Berkeley go further and specify as a condition
of new franchises, payments to the franchise-granting
municipality beginning at 2 per cent of gross earnings per
annum and running up to 5 per cent. It appears that the
traction division of the San Francisco-Oakland Terminal
Railways is paying to-day in excess of 12 per cent of gross
earnings in taxes, licenses and enforced contributions for
public purposes, and that in the case of a franchise taken
out under the existing city charters this taxation would
ultimately exceed 15 per cent of gross earnings. This is a
burden which a street railway operating under a 5-cent fare,
with universal transfers and paying present-day rates of
wages and prices for material, cannot meet except possibly
under unusual conditions which do not exist in this case.

3. The present unsound form of franchise must be modi-
fied. The existing franchises extend over a limited term
cnly and contain no definite provision as to the disposition,
at the end of the franchise term, of the property of the rail-

way company occupying the public streets. The consoli-
dated company now owns and operates under 134 separate
franchises maturing at different dates and containing
various obsolete and conflicting conditions. For these there
should be substituted as soon as possible a blanket franchise
which will adequately protect the interests of the public,
giving them, if desired, the right to acquire the property at
a fair amount should they be so disposed, and in the mean-
time assuring present investors a fair return on their capital.
This committee had previously worked out a tentative
plan of reorganization, but this, while acquiesced in, never
was satisfactory to any member. Now it is the unanimous
opinion of the committee that before any plan can be
evolved which will find favor with the many interests con-
nected with this complicated situation, the fundamental con-
ditions of the company must be bettered. When the sug-
gested changes of the franchises of the company shall have
been effected, and the company's fundamental conditions
thereby improved to such an extent as to attract the invest-
ment of new capital in the company's securities, there can
then be submitted to the bondholders a plan of reorganiza-
tion which will properly protect and preserve the present
l ights and priorities of all of the various classes of investors.
In the meantime, the committee suggests, the company
should continue to pay the interest upon its bonds as soon
after this becomes payable as it is possible to accumulate
funds for that purpose.

PRESIDENT LOREE ON SECURITY OUTLOOK

Although speaking primarily of steam railway securities,
the following remarks by President L. F. Loree of the
Delaware & Hudson Company, made in the annual report
of the company digested in this paper for May 20, may be
of interest to electric railway officials:

"A study of the yields upon railway and industrial se-
curities, at recent market prices, indicates that the average
investor is relatively still less willing now than formerly to
forego the advantage of the somewhat higher yield of the
industrials for the sake of becoming the owner of bonds
dependent upon railway property. He is apparently unable
to find in the railway situation any offset for the fact that,
unlike the prices of the products of the industrials, the
prices of railway services are closely limited by law and
custom and returns to investors sharply restricted in prac-
tice, and he turns without reluctance to the field in which
the laws of demand and supply are still unshackled and the
rewards of economy and efficiency are restricted only to a
just share of the gains which they secure. Capital for rail-
way purposes has become more costly, and other capital less
costly. The increasing ability of the industrials to make
their demand effective is found in the increased earnings
of those companies and the ability of many of them to retire
securities before maturity. These facts and the large
amounts that the industrials have been able to spend to
extend their facilities for the purpose of taking care of war
orders and increased domestic business contrast sharply
with the fact that at the same time, for want of funds, the
railroads have been practically unable to extend their facil-
ities. Capital can be obtained only from investors who are
confident of receiving a fair return, and adequate earnings
can alone give this confidence."

Chicago (111.) Elevated Railways. — An extension of the
$14,000,000 of two-year 5 per cent notes of the Chicago
Elevated Railways has been arranged with the National
City Bank, New York. The interest rate will be increased
to 6 per cent. The National City Bank and the Insull syndi-
cate, which hold a majority of the notes, have reached an
understanding providing for a three-year extension, the
National City Bank to take care of the notes presented for
payment when they mature on July 1.

Chicago (111.) Railways.— The gross earnings that were
reported for the Chicago Railways for the first four
months of the present year showed a marked increase
over those for the same period in 1915. Although
this company will have additional fixed charges this year
on account of the interest rate on $4,073,000 of purchase
money bonds automatically advancing from 4 per cent to
5 per cent, this increase will be offset by a rise in the

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1061

company's proportion of the residue receipts which under
the operating agreement with the Chicago City Railway
increases from 59 per cent of the gross receipts of the
surface railways to 60 per cent. The basis for this divi-
sion of the residue receipts of the Chicago Surface Lines
was estimated at the time the operating agreement was
consummated on Feb. 1, 1914. For the first two years
the division was to be 59 per cent for the Chicago Rail-
ways and 41 per cent for the Chicago City Railway. At
the end of the second year, or Feb. 1, 1916, this ratio
was automatically changed to 60 per cent for the Chicago
Railways and 40 per cent for the Chicago City Railways.
While the earnings are showing satisfactory gains and
prospects point to still further increases, the advance
in wages to employees, which became effective on May 1,
1915, will increase the operating expenses approximately
$1,000,000 during the current year. Under the 1907 ordi-
nances, the Chicago Railways agreed to retire its Series C
bonds, maturing in 1927. On Feb. 1, 1916, only $1,399,000 of
these bonds were outstanding, having been reduced to this
si mount by the expenditure of $250,000 annually from the
company's sinking fund. It is expected that these out-
standing Series C bonds will be further reduced during
the current year by about $260,000 if they can be pur-
chased in the open market at as favorable prices as pre-
vailed in 1915.

Cincinnati, Dayton & Toledo Traction Company, Hamil-
ton, Ohio. — The hearing on the application for a receiver
for the Cincinnati, Dayton & Toledo Traction Company,
filed by Albert D. Alcorn, was completed before Judge
Murphy of the Butler County Common Pleas Court at
Hamilton, Ohio, on May 27. Arguments will be heard on
June 5. Former Governor Judson Harmon testified on the
preceding day that he had advised the Cincinnati, Dayton
& Toledo Traction Company and the Ohio Electric Railway
to adjust the finances of the two in the matter of rentals
and the payment of the bonds and interest. Walter A.
Draper, vice-president of the Cincinnati, Dayton & Toledo
Traction Company, testified that it has $2,700,000 of bonds
outstanding and that a bondholders' committee was organ-
ized to protect the bondholders. Interest on one issue of
£250,000 of bonds will be due on July 1, and the agree-
ment between the two companies will expire on Aug. 1.
Mr. Draper said the outstanding capital stock of the com-
pany was reduced to $500 in order to reduce its franchise
tax to the State. Another officer stated that the assets of
the company consist of the property operated under lease
by the Ohio Electric Railway and that its only income was
the rental paid by the leasing company. Leo J. Van Lahr,
vice-president of the Provident Savings Bank & Trust Com-
pany, Cincinnati, testified regarding the 5 per cent con-
solidated underlying bonds of the company. He was not
required to state the amount owned by the bank. He is
a member of the bondholders' committee. F. A. Healy,
secretary of the company, also testified. The suit for a re-
ceiver for the Cincinnati, Dayton & Toledo Traction Com-
pany, filed by Attorney Oscar P. Grischy, was dismissed by
Insolvency Judge Kelley on May 23 on motion of Mr.
Grischy. Mr. Grischy expects to file an intervening petition
in connection with the Hamilton case filed by Attorney A. D.
Alcorn, as described above.

Dominion Power & Transmission Company, Ltd., Ham-
ilton, Ont. — The initial dividend of 2 per cent on the com-_
mon stock of the Dominion Power & Transmission Com-
pany will be paid on $7,714,500 of stock, including the
limited preference stock converted into common stock about
six months ago, when the 10 per cent dividends to which
the latter was entitled were paid up. The dividend just
declared was announced as for the six months ended May
30 and is taken as establishing the stock on an annual
dividend basis of 4 per cent.

Gary & Interurban Railroad, Gary, Ind. — A cross-com-
plaint in the suit of the Central Trust Company of Illinois
and William T. Abbott against the Gary & Interurban Rail-
road and the Baltimore Trust Company has, been filed in the
Federal Court at Indianapolis by the Baltimore Trust Com-
pany. The company alleges it holds notes against the road
and asks foreclosure. It also asks an extension of the re-
ceivership to cover the notes and collection of all tolls and

revenues, with a view to settling the principal and interest
on the notes. Sale of the road is petitioned. The com-
plaint of the Central Trust Company and William T. Abbott
alleges the road, which was recently consolidated, has failed
to carry out provisions of its merger, and asks it be declared
bankrupt.

Interborough Consolidated Corporation, New York, N. Y.

— The Interborough Consolidated Corporation on July 1 next
will retire $500,000 of its ten year 6 per cent notes dated
Jan. 1, 1915. This will bring the amount outstanding down
to $2,000,000. At the time these notes were issued, provi-
sion was made for a sinking fund of $300,000 a year to pro-
vide funds to pay off the bonds at maturity.

Middle West Utilities Company, Chicago, 111.— The Middle
West Utilities Company is prepared to redeem at 100 and
accrued interest $3,500,000 of three-year 6 per cent collateral
gold notes and certificates which reached their date of ma-
turity on June 1.

Monterey & Pacific Grove Railway, Monterey, Cal. — As
a result of the investigation of the California Railroad
Commission on its own motion to determine the various
elements entering into the value of the property of the
Monterery & Pacific Grove Railway, it has been deter-
mined that the reproduction cost of the operative physical
property as of June 30, 1914, was $137,109, and that the
reproduction cost less depreciation of this physical prop-
erty on this date was $102,541. Allowances of 5 per cent
for engineering and 3 per cent for interest during con-
struction were deemed amply sufficient to cover such items.
The original cost of the property could not be ascertained,
because the books were in such shape as a result of the
relations of the various owning companies and this
railway that it was impossible to make definite statements
of fact.

Northwestern Pennsylvania Railway, Meadville, Pa. — The
Public Service Commission of Pennsylvania has approved
the application of the Northwestern Electric Service Com-
pany for permission to acquire a controlling interest in the
capital stock of the Northwestern Pennsylvania Railway.
The incorporation of the Northwestern Electric Service
Company was noted in this paper March 18, page 581.

New Orleans Railway & Light Company, New Orleans,
La. — Meetings of the stockholders of the New Orleans City
Railroad, Orleans Railroad, New Orleans & Carrollton Rail-
road, Light & Power Company, St. Charles Street Railroad,
New Orleans & Pontchartrain Railway and the New Or-
leans Railway & Light Company were held on May 22, and
the necessary resolutions were adopted authorizing the
agreement for consolidation of the companies in accordance
with the plans outlined in the Electric Railway Journal
of May 13, page 925. Immediately thereafter the holders of
a small amount of stock of the New Orleans City Railroad
served an injunction, which prevented the execution of the
agreement for consolidation. In the event that the injunc-
tion is set aside, the agreement for consolidation will be ex-
ecuted and the consolidation thereupon will become effective.

Seattle, Renton & Southern Railway, Seattle, Wash.—
Judge Frater, in the King County Superior Court, on May
25, ordered the Seattle, Renton & Southern Railway sold
under the reorganization plan offered by the bondholders'
committee, represented by Attorney John C. Higgins.
Judge Frater directed that the bondholders and common
claimants pay approximately $150,000 to cover liabilities
incurred by the receivers. June 2 was fixed as the date
when the deal is to be consummated and the order con-
firming the sale entered. The bondholders and a number
of the common claimants bid $1,200,000, and Attorney F.
J. Carver, representing undisclosed clients, also bid $1,200,-
000 when the road was offered for sale on May 12. The
offer of Attorney Carver for his undisclosed clients was
held by Judge Frater not a bid in fact, inasmuch as it
would be of no force and effect if not accepted by the
bondholders and stockholders. In addition to the $150,000
required for the payment of claims mentioned previously,
prospective owners will advance $225,000 for improve-
ments deemed necessary. The property has been in the
hands of Scott Calhoun and Joseph Parkin as receivers
since 1912.

1062

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

Third Avenue Railway, New York, N. Y.— James A. Blair
has been elected a director of the Third Avenue Railway to
succeed James N. Wallace, resigned.

Twin State Gas & Electric Company, Brattleboro, Vt.—

William P. Bonbright & Company and A. H. Bickmore &
Company, New York, N. Y.; McCoy & Company and Russell,
Brewster & Company, Chicago, 111., and H. P. Taylor &
Company, Pittsburgh, Pa., are offering at 92 and interest,
yielding 5% per cent, a block of first and refunding mort-
gage 5 per cent gold bonds of the Twin State Gas & Electric-
Company dated Oct. 1, 1913, and due Oct. 1, 1953, part of an
outstanding issue of $998,100. The bonds are redeemable
on Oct. 1, 1923, or on any date thereafter at 105 and interest
upon sixty days' notice. Interest is payable in April and
October in New York. The Guaranty Trust Company, New
York, N. Y., is trustee of the issue.

DIVIDENDS DECLARED

Baton Rouge (La.) Electric Company, 3 per cent, pre-
ferred; 3 per cent, common.

Brooklyn (N. Y.) Rapid Transit Company, quarterly, 1%
per cent.

Frankford & Southwark Passenger Railway, Philadelphia,
Pa., quarterly, $4.50.

Pensacola (Fla.) Electric Company, 3 per cent, preferred.

Second & Third Streets Passenger Railway, Philadelphia,
Pa., quarterly, $3.

Third Avenue Railway, New York, N. Y., quarterly, 1
per cent.

Washington Railway & Electric Company, Washington,
D. C, quarterly, 1*4 per cent, preferred.

Wisconsin-Minnesota Light & Power Company, Eau
Claire, Wis., quarterly, 1% per cent, preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

GALVESTON-HOUSTON ELECTRIC COMPANY.

GALVESTON, TEX.

,, , , Operating Operating- Operating Fixed Net

1 eriod K.vniur l-:M,.-,isi-s Ineom. • Chaises Income

ill. Mar.. 16 $158,393 »$106,471 $51,922 $36,178 $15,744

.1 K 160,199 '101,329 58,870 35,410 23 460

}l„ .; ,}? HIS'SS5, •1,220,785 704,900 434,868 270.032

12 18 2,327,394 •1,268,159 1.059.235 434.574 624.661

NORTHERN TEXAS ELECTRIC COMPANY,
FORT WORTH, TEX.

In... Mar., ;i6 $166,936 •*101.660 $65,276 $28,725 $36,551

.?, };,' , 128,701 '85,327 43,374 27.254 16,120

}i J5 1.77. ,984 '1,086,616 691,367 335,631 355.736

18 15 1,958,747 •1.096.332 862,414 323,776 538,638

OHIO RIVER ELECTRIC RAILWAY & POWER COMPANY,
POMEROY, OHIO.

■16

$6,562
5,366
63,773
54.133

$4,632 $1,930 $1,662 ±$423

3,728 1,638 1,604 ±427

36,734 27,039 14,387 114,286

21,576 14,922 ±10,211

32.:,:,:

PADUCAH TRACTION & LIGHT COMPANY,
PADUCAH KY.

!™AI?.'- ,\16 ill-Ill *»15.955 $9,770 $7,188 $2,582
I .. }| 23,306 «15.165 8,141 7,796 345

1 }6 294.586 M78.666 115.920 90 057 25,863

2 '15 299.729 '191.946 107,783 91,684 16>99

PENSACOLA (FLA.) ELECTRIC COMPANY
I m. Mar, 16 $24,056 '$13,315 $10,741 $7,516 $3,225

19,182 «11,339 7.843 7;268

???'oS? IHl-i05 119'058 87-139 31-919
255,204 »162,205 92,999 86,951 6,048

PUGET SOUND TRACTION, LTGHT & POWER COMPANY,
SEATTLE, WASH,
lm.. Mar., '16 $655,362 '$440,468 $214,894 $184,372 $30,522
,1 15 „ 615,209 •401,582 213,627 181,241 32.386

J2 , . 1« 7,603,965 •4,860.755 2.753.210 2,189,950 563,260

" 15 8,169,611 '4.938.419 3.231,192 2,135,049 1,096,143

SAVANNAH (GA.) ELECTRIC COMPANY

lm . Mar., '16 $65,269 «$45.240 $20,029 $23,344 t$3,315

1 15 64.393 «42.239 22,154 23 408 tl 254

1- 16 786,035 •521,013 265,022 278,400 113 378

12 " " '15 834,579 '545,756 288,823 276,466 fl2,357

TAMPA (FLA.) ELECTRIC COMPANY

lm.. Mar.. '16 $81,928 '$45,224 $36,704 $4,395 $32,309

1 " " '15 82,268 '42.007 40,261 2,376 37 885

12 16 989,708 '513,922 475.786 52,202 423,585

12 15 991,859 '512.744 479.115 53.066 426,049

•Includes taxes. fDeflcit. Jlncludes non-operating income.

Traffic and Transportation

MEMPHIS ELABORATES ON CROSSING RULES

In its Bulletin No. 37 for May the Memphis (Tenn.)
Street Railway, over the signature of T. H. Tutwiler, presi-
dent, has elaborated upon rule No. 219, "Street Crossings
and Intersections." The company says:

"Of all the rules in our rule book not one is of more
importance than rule No. 219.

"No rule in the book has more to do with safety than this
one; safety for those using the street, for the passenger on
the car, for yourself, and for your company. The rule says:

" 'Approach street crossings and intersections with speed
reduced to such a rate that car may be quickly stopped if
necessary to prevent accidents.'

" 'Ring gong vigorously commencing 100 ft. away. Keep
a vigilant lookout for vehicles and pedestrians crossing or
approaching track.'

"If this rule is intelligently observed our accidents at
street crossings and intersections will be greatly reduced.

"The observance of this rule demands that the motorman
must be at all times alert. Must at all times keep his head.

"He cannot rely on the other fellow. We know from ex-
perience and observation that the users of the streets are
careless. That they approach the track without looking,
without paying the slightest attention to their own safety.

"The intelligent observance of this rule will save such
persons from the results of their own carelessness. .

"No man operating a car for this company desires to have
an accident; but how many motormen, after the collision at
a street crossing has occurred, do not have to admit to
themselves at least that had they strictly observed rule
No. 219 the accident would never have happened?

"We are all inclined to regard this rule as one affecting
only the motorman, as one that the conductor has nothing
to do with; but team work is necessary in all car operation,
and it applies in the carrying out of this rule as well as all
others.

"The conductor can and should help his motorman by
calling his attention in a kindly manner to any tendency to
violate this rule that he may observe.

"When a man is seen running a crossing too rapidly a
safety report will be a gentle reminder that will probably
save the man from having an accident, save the man his
job, save some person from suffering and save the company
from financial loss.

"The conductor can assist his motorman by a close atten-
tion to his own duties, and by not giving his go-ahead bells
until passengers are safely on or off the car.

"This will enable the motorman to give more attention to
the crossing he is about to make.

"I earnestly urge the close observance of this as well as
al! rules of the company, and the heartiest co-operation and
team work between motorman and conductor.

"Our accidents may thereby be still further materially
reduced, and we be made to feel that we are doing our full
part toward making Memphis a safe and desirable city in
which to live."

DECISION IN CONNECTICUT ZONE FARE CASE

The Public Utilities Commission of Connecticut has
handed down a decision declaring that the zone fare sys-
tem, known as the "copper-zone" system, put into effect
on Nov. 22, 1915, by the Groton & Stonington Street Rail-
way, is not unreasonable. The commission holds that
under the Connecticut law school teachers are not entitled
to reduced rates, that the higher rates charged under the
zone system will not give an unreasonable return on the
valuation of the property and that the fact that the road
is leased to another corporation is immaterial in deter-
mining what constituted a reasonable fare. Hence, with
the exception of four local rates which the commission con-
sidered worked some injustice upon the patrons, the new
rates were approved. A longer report of this decision
will appear in an early issue of this paper.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

10b3

BAY STATE FARE HEARINGS CONTINUE

In the Bay State Street Railway fare hearing before
the Massachusetts Public Service Commission on May 18,
cross-examination of the company's valuation expert, R.
M. Feustel, was resumed by E. Gerry Brown, Brockton,
Mass. The witness said that P. F. Sullivan, president of
the Bay State Street Railway, had been the final authority
in fixing the rate of 7 per cent as the return to be allowed
upon the company's capital. Clients of the firm of Sloan,
Huddle, Feustel & Freeman uniformly decide this matter
for themselves, the engineers uniformly refraining from
expressing opinions as to a fair rate of return. Personally
Mr. Feustel said that he did not feel that 7 per cent return
was too great on the value of the property assigned in the
company's case, especially in view of the fact that in the
development of the system there was a substantial amount
of property which the company had apparently been un-
able to write off. This represented certain outlays asso-
ciated with the change from horse to electric traction, cer-
tain power station property and rolling stock. There were
also expenditures for public highway construction which
could only be partly covered in the inventory. The wit-
ness said that practically all his work had been on cases
where 7 per cent had been considered the minimum amount
of return on the property by the commission. About $2,-
GOO.OOO should be provided yearly in the case of the Bay
State company to provide for maintenance and deprecia-
tion, maintaining the present value of the property. The
historic cost of the property totalled about $42,000,000, and
the estimated accrued depreciation was 31 per cent. The
witness stated that the determination of the actual value
of the property for rate-making purposes rested with the
commission. Taking the original cost new and deducting
what had disappeared through wear and tear and obsoles-
cence, the cost less accrued depreciation became $30,2(50,347
on the Massachusetts property. The estimated reproduc-
tion cost new was $43,929,721. The tributary population
on the company's 931 miles of track in Massachusetts was
estimated at 1,300,402. About 200,000 passengers were
carried per mile of track. It was estimated that the com-
pany's revenue in Brockton would be increased about $31,-
000 a year by the new rate schedule, allowing for the use
of nine-for-50 cent tickets and loss of traffic due to the in-
stallation of the 6-cent fare unit. The population of the
Brockton district was 118.000. About 4,360 000 passengers a
year were carried on the Brockton city lines.

SERVICE STANDARDS PROPOSED IN WASHINGTON

The Public Utilities Commission of District of Columbia
will hold a hearing on June 14 to discuss standards of car
loading. A memorandum, giving the results of investiga-
tions so far conducted, has been issued to the companies
within its jurisdiction. The present suggestion of the com-
mission is to establish a rush-hour standard of 7 sq. ft. per
standing passenger, averaged over one-half hour periods,
and a non-rush standard of 100 seats per eighty passengers,
averaged over one-hour periods.

In computing the number of square feet of standing area
of each car, front platforms with no railing behind motor-
men are not considered as standing area. Only such space
of the front platforms equipped with a rail behind motor-
man as is located behind the rail, assumed extended trans-
versely across the platform, is considered as standing area;
the total unincumbered floor area of the car body, exclusive
of 10-in. knee room alongside of each longitudinal seat, is
considered as standing area. The total unincumbered floor
area of back platforms is considered as standing area, ex-
cept for cars of the prepayment type having a swinging
exit door, where the area behind the conductor's railing has
been excluded to permit opening the exit door. In comput-
ing the seating capacity of cars equipped with continuous
longitudinal seats, 17 in. is allowed per passenger. , Only
such seats as are simultaneously available are included.

For lines operating cars on long headway, it is proposed
to extend the standard so that the period of time shall in-
clude not less than ten cars. It is also proposed that the
companies check the service and submit their records to the

commission not less often than once a month, the observa-
tions to be made during three consecutive mid-week days.
The memorandum states that, from past observations, the
railway companies are at present practically complying with
the proposed standards, except that during non-rush hour
periods, on some lines, during short periods, the service
would have to be improved to comply with the proposed
standard.

HEARINGS BEGUN IN ILLINOIS TO STANDARDIZE
BAGGAGE METHODS

Complaints filed with the Illinois Public Utilities Com-
mission regarding excess baggage charges and the baggage
handling practices of steam and electric roads operating
within the State have resulted in the steam railroads be-
ing summoned by the commission to present evidence. The
specific complaint under which action is being taken was
filed by the Travelers' Protective Association. Rates for
excess baggage in Illinois are cited as higher than those
in Indiana. The electric interurban roads have also been
summoned before the commission to offer evidence and
arguments on the question of reasonable rules, rates, regu-
lations and practices governing the handling of baggage on
their lines.

Hearings were held in the commission's rooms on May
25 and 26, but owing to the unavoidable absence of repre-
sentatives of some of the electric railways another hearing
will be held on July 12. The evidence presented by repre-
sentatives of the electric railways in attendance brought
out the fact that most of them were organized under the
railroad act which provides for 100 lb. of free baggage
with each first-class passenger fare. It was averred, how-
ever, that electric railways were unknown in 1888, when
the law was passed, and furthermore that the rates of
fare charged by them did not permit the handling of
baggage free. It was also brought out that a number of
the electric railways did not handle baggage at all, others
handled it simply as express matter, and still others made
a uniform charge of 25 cents per piece of baggage. Wit-
nesses also stated that if electric railways were forced to
handle baggage free, they would have to provide spa^ce
for it on the present cars and perhaps secure additional
equipment. Station facilities at the present time were also
inadequate. Some roads did not have any waiting sta-
tions, while others had made no provision in their stations
for handling baggage.

Portland Experimenting with Transfer Machine. — The

Portland Railway, Light & Power Company, Portland, Ore.,
is testing a new device for printing and issuing transfers,
to passengers.

Hoboken Fare Hearing Postponed. — The hearing on the
application to require the Public Service Railway to operate
for a 3-cent fare in Hoboken, N. J., set for May 24 and 25
before the Board of Public Utility Commissioners, was post-
poned until June 23.

One-Man Cars in Vancouver. — L. Clark, district manager
of the North Coast Power Company operating in Van-
couver, Wash., has announced that the company has de-
cided to operate a one-man car on the Capitol Hill run. If
the change meets with success, one-man cars will be placed
in service on other lines in the city.

Baltimore Service Standards Under Consideration. The

Public Service Commission of Maryland has under considera-
tion standards of service with respect to the loading of the
cars of the United Railways & Electric Company, Baltimore,
but no order has yet been entered in connection with the
matter.

Curbing the Buffalo Spitter. — At the request of officials of
the International Railway, Buffalo, N. Y., the police are
vigorously enforcing the city ordinances prohibiting spit-
ting and smoking in street cars. A number of arrests have
been made and fines ranging from $5 to $50 have been im-
posed by City Court judges for violations of this section
of the penal code.

Company Publication Started in New Orleans. — Energy is
being published monthly by the associated employees of

1064

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

the New Orleans Railway & Light Company. The first is-
sue appeared in April. The editor is M. B. Trezevant. The
paper is 7 in. wide by 10 in. high. The issue for May con-
tains thirty-two pages and cover. The paper seeks to reflect
the many activities of the employees. It has a circulation
of 4000 copies.

Jitney Operation Ordered Stopped.— The Illinois Public
Utilities Commission, following its recent order declaring
jitney buse3 public utilities when they competed directly
with street cars, has ordered Alphonso Snyder, Quincy, to
cease operating a jitney line until he has secured a certifi-
cate of convenience and necessity. Mr. Snyder was run-
ning on a regular schedule and in competition with the cars
of the Quincy Railway.

New Jersey Jitney Law Attacked. — The jitney operators
of Asbury Park, N. J., have secured from Justice Kalisch
of the Supreme Court a writ of certiorari to test the legality
of the ordinance passed in that city. As the ordinance was
based upon the so-called Kates State law, the attack is indi-
rectly on that statute. Counsel for the jitney men contend
that under the law the jitney men will find it impossible to
operate their buses, and thus will be deprived of their prop-
erty without due process of law.

Protest Against One-Man Cars. — A petition has been
filed with H. W. Carroll, city clerk of Seattle, Wash., by
property owners along the Greenwood Street line of the
Puget Sound Traction, Light & Power Company, in the
Ballard District, protesting against the proposed adoption
of one-man cars on that line. Some time ago the company
petitioned the City Council for the right to operate one-
man cars on three separate lines, among which is the
Greenwood line, and the matter is being investigated by
that body.

Buffalo-Queenstown Fast Service. — The International Rail-
way, Buffalo, N. Y., is now operating a fast through pas-
senger service between the Buffalo terminal and Queens-
town, Ont., via Niagara Falls, N. Y., and the upper bridge
across the Niagara Gorge, returning via the Gorge Route.
This service will continue throughout the summer, making
direct connections with lake boats at the Queenstown dock
for Toronto and other Canadian ports. No intermediate
stops are made between Buffalo and Niagara Falls. The
trip is made in two hours.

Through Freight Schedules Asked.— A petition has been
filed by patrons of the Boise Valley Traction Company,
Boise, Idaho, with the Public Utilities Commission of Idaho
asking the commission to compel the company to file with
the commission through-rate schedules which enable ship-
pers on the company's lines to make interstate shipments
without the necessity of reshipping, rebilling or trans-
ferring freight to the cars of the Oregon Short Line at
points where the Oregon Short Line and the cars of the
Boise Valley Traction Company connect.

New Rerouteing Plan in Toledo.— The special committee
of the City Council of Toledo, Ohio, will shortly complete
another rerouteing plan. The original plan was defeated
through the influence of merchants on Summit Street, who
objected to the removal of four lines from that thorough-
fare. The new plan will call for the removal of three
lines instead of four and the elimination of several stops
on other lines. Members of the committee say their duty
is to plan for the benefit of all the people instead of a few
merchants or others who are not willing to be discommoded
temporarily for the public good.

Derby Day Traffic Handled Expeditiously. — Eighteen
thousand people were hauled each way from downtown sec-
tions to Churchill Downs, on Derby Day, the big spring
racing event in Louisville, without an accident. In past
years there has been serious delay in the downtown sec-
tion on the Fourth Street line, which makes a loop on
Main Street, next the river. This year traffic policemen co-
operated in favoring the north and south traffic on the big
day. Wherever it was possible, special efforts were made
to put the Fourth Street cars over the intersections ahead
of east-bound and west-bound traffic.

Topeka Ordinance Keeps Jitneys Off Car Streets. — The
City Commissioners of Topeka, Kan., adopted on May 22

an ordinance requiring license fees of $300 to $400 for jit-
neys operating on streets that bear street car tracks, ex-
cept that jitneys may operate on the unpaved portions of
such streets and may run on Kansas Avenue, the main
street, an unusually wide thoroughfare. The law is not to
go into effect until June 19. Meanwhile the jitney owners
and drivers have formed an organization, are establishing
routes and giving transfers in an effort to show the quality
of service they can render and in the hope of securing a
change in the ordinance. Three of the commissioners voted
for tne ordinance, two against it.

Jitney Bills in Massachusetts. — The bill of the Massa-
chusetts Street Railway Association, which authorized
street railways to use motor vehicles to supplement then-
service by street cars and for supervision by the Public-
Service Commission of common carriers by motor vehicles
has been referred to the next legislative session. The bill
authorizing the licensing by cities and towns of motor
vehicles carrying passengers for hire was in a conference
committee of the Senate and House recently for consider-
ation of amendments. The bill caries a referendum for
town voters and is dependent in cities for its acceptance
by the City Council. It holds licensees strictly responsi-
ble, through the deposit of a bond or other security, for
injuries or damages due to the negligence or unlawful acts
of jitney drivers.

Hearing on Jitneys in Albany.— At the conclusion of the
hearing before the Public Service Commission of the Sec-
ond District of New York on the application of Chauncey
L. Butler and George W. Gallien, Jr., for a certificate of
public convenience and necessity for a motor bus route
from the United Station to West Albany both of the inter-
ested parties were directed to file briefs. Commissioner
James O. Carr, who presided at the hearing, suggested
that the local business of the buses might be limited to
a section to be specified. W. A. Glenn, for the petitioners,
believed that there would be practical difficulties in the
way of enforcing such an order. John A. McLean, attor-
ney, and Charles F. Hewitt, general manager of the
United Traction Company, insisted that without these limi-
tations, the certificate should not be granted.

New Publication at Reading. — The Reading Transit &
Light Company, Reading, Pa., is publishing The Pretzel
for distribution among its patrons. The paper is 3% in.
wide by 6 in. high. In the first issue the company said:
"Do you enjoy a social chat as you ride? Of course you
do. Then let us tell you a few of our joys and sorrows.
Then you tell us some of yours. Sometimes we may be
able to give you a little gossip, but if we do you mustn't
tell. Of course we know you won't, 'cause nobody ever
does. For a long time we have wanted to know you and
have you know us. Once we get acquainted we are sure
to enjoy a wonderful friendship and feel free to talk over
many things of interest to both of us. You ride. Do you
know what we are doing to make your ride comfortable,
convenient and enjoyable? Do we know what you think
we should do? Won't you tell us about things as you see
them? We are open to suggestions."

Long Island Resumes Active Safety Campaign. — Diligent
efforts are being made again this year by the Long Island
Railroad to prevent motorists from committing suicide by
running past signals at grade crossings. A pictorial cam-
paign for the education of the public has been started, the
first two posters of which have just been put up in cars
and stations. This is an enlargement of the campaign
started last year which resulted in a reduction of one-half
in fatalities from the record of 1914, when twelve persons
went to death on grade crossings. In addition to the post-
ers, of which there will be four, prominently displayed wher-
ever the public may see them, the railroad plans a news-
paper campaign which will reach everyone who reads. The
posters are done in five colors and are so graphic that any-
one seeing them is immediately struck by the^esson they
are meant to teach. There are two which are directly ap-
plicable to motorists and depict the most common causes of
accidents. Many of the daily newspapers have aided in the
campaign by reproducing the posters as illustrations in their
news columns.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1065

Personal Mention

Mr. W. E. Boileau, general manager of the Scranton
(Pa.) Railway, has been elected president of the Rotarians
at Scranton.

Mr. David S. Ross has resigned as assistant superintend-
ent of the Cincinnati (Ohio) Traction Company to enter
business for himself in Vancouver, B. C.

Mr. E. E. Lillie has been appointed superintendent of the
Spokane & Inland Empire Railroad, with headquarters at
Spokane, Wash., vice Mr. A. J. Davidson.

Mr. Walter M. Brown, superintendent of the Central
Illinois Traction Company, Mattoon, 111., has become iden-
tified with the Seattle, Renton & Southern Railway, Seattle,
Wash.

Mr. F. W. Whitridge, president of the Third Avenue Rail-
way, New York, N. Y., returned on May 21 on the American
liner St. Louis after spending two months on his estate in
Scotland.

Mr. H. L. Mountney has resigned as general manager of
the Slate Belt Electric Street Railway, Pen Argyl, Pa. Mr.
Joseph T. Hamilton, Wilmington, Del., will succeed Mr.
Mountney on July 1.

Mr. Bion J. Arnold, Chicago, has been engaged by the
Chamber of Commerce of Rochester, N. Y., to survey
the needs of the city with respect to local transportation
facilities and report to the Chamber.

Mr. N. Wickersham, superintendent of the Walnut Hills
division of the Cincinnati (Ohio) Traction Company, has
been appointed assistant superintendent of transportation,
succeeding Mr. David S. Ross, resigned.

Mr. M. White, an inspector of the Cincinnati (Ohio)
Traction Company, has been made assistant instructor in
place of Mr. W. E. Weitzel, who has been promoted to the
superintendency of the Walnut Hills division.

Mr. E. W. Weitzel has been appointed superintendent of
the Walnut Hills division of the Cincinnati (Ohio) Traction
Company, to succeed Mr. N. Wickersham, who becomes
assistant superintendent of transportation. Mr. Weitzel
was formerly assistant instructor.

Mr. E. W. Ehrke has been appointed a special car con-
struction inspector of the Kansas City (Mo.) Railways by
the Board of Control. Mr. Ehrke will supervise the con-
struction of the fifty new cars recently purchased by this
company from the St. Louis Car Company.

Mr. W. W. Storey has been appointed commercial agent
of the Puget Sound Electric Railway at Puyallup, Wash.,
to succeed W. P. Ellingwood, who was killed recently in an
automobile accident as noted in the Electric Railway
Journal of May 27. Mr. Storey has been commercial
agent of the company at Kent. He has been with the com-
pany about sixteen years.

Mr. A. N. Dutton, formerly vice-president and general
manager of the West Virginia Traction & Electric Com-
pany, Wheeling, W. Va., who was compelled to resign
from that position last fall on account of ill health at that
time, has gone to Baltimore to undertake some transporta-
tion work for the Baltimore & Ohio Railroad, under Mr.
J. R. Kearney, general superintendent of transportation.

Mr. C. O. Jenks, general manager of the United Railways,
Oregon Electric Company and the North Bank Railroad, has
been appointed general manager for the Great Northern
Railway, with headquarters at St. Paul, Minn. He succeeds
Mr. G. H. Emerson, who has been appointed a member of
the railroad managers' committee to confer with trainmen
on the eight-hour day controversy. Mr. Jenks' successor has
not yet been selected.

Mr. Henry W. Trumbower, assistant professor of political
economy at the University of Wisconsin, Madison, has been
appointed a member of the Wisconsin Railroad Commission
to succeed Mr. Halford Erickson. resigned. Mr. Trumbower
was born in 1882 and is a graduate of Lehigh University.

Later he took a special course in political economy at Prince-
ton and at the University of Munich. His term of office be-
gan on June 1 and will end in February of next year.

Mr. Frank R. Fisher has been appointed engineer in charge
of subway construction under the City Hall by Mr. W. S.
Twining, director of the department of transit of the city
of Philadelphia. Mr. Fisher was in charge of the field work
in the construction of the Market Street subway when Mr.
Twining was chief engineer of that undertaking. Mr.
Fisher is a graduate of Lehigh University, and has been en-
gaged in engineering work in Philadelphia for many years.

Mr. F. W. Brooks, vice-president and general manager of
the Detroit (Mich.) United Railway, was elected president
of the company on May 31 to succeed Mr. J. C. Hutchins,
who has become chairman of the board. Mr. Brooks will
continue as general manager of the company. He has been
connected with the Detroit United Railway system since
1895. A portrait and a biography of Mr. Brooks were pub-
lished in the Electric Railway Journal for Jan. 22, 1916,
in connection with his election as vice-president of the com-
pany.

Mr. Herbert H. Vreeland, director of welfare work and
chairman of the welfare committee for the Interborough
Rapid Transit Company, New York, N. Y., and the New
York Railways, and formerly president of the Metropolitan
Street Railway, New York, has been elected a director of
the Vitagraph Company of America, one of the largest
motion picture producers in the United States. Mr. Vree-
land becomes an associate on the board of Mr. B. B. Hamp-
ton, vice-president of the American Tobacco Company, and
Mr. G. J. Ryan, son of Mr. Thomas Fortune Ryan, who
represent new capital in the enterprise.

Mr. R. A. Moore, who has been appointed general man-
ager of the Aurora, Plainfield & Joliet Railway, Joliet, 111.,
entered railway work with the Ledgerwood Electric Rail-
way, Spokane, Wash., in 1902. He served two years as
conductor and motorman, one year as lineman and elec-
trician, and one year as superintendent, until the Ledger-
wood Electric Railway was taken over by the Washington
Water Power Company. Mr. Moore then entered the em-
ploy of the Northern Pacific Railroad, and worked in the
train service for ten years. From the Northern Pacific, he
went to work for the Peninsular Railway of California as
conductor and motorman. After serving three and a half
years in these capacities he was promoted to train dis-
patcher. He held that position for six months and was
then advanced to equipment inspector and instructor of
trainmen. A year later he was made first assistant to
the superintendent of the Peninsular Railway and the San
Jose Railroads. He continued in that capacity more than
five years. Mr. Moore was recommended by Mr. F. E.
Chapin, general manager of the Peninsular Railway and
San Jose Railroads, and Mr. Paul Shoup, president of the
Southern Pacific electric lines in California, for appointment
to the Aurora, Plainfield & Joliet Railway.

Mr. John Bauer of the bureau of statistics and accounts
of the Public Service Commission for the First District of
New York, has been selected by Princeton University as the
head of its new department in accounting, corporation
finance and public utilities. Mr. Bauer is to enter upon his
new duties in September, but will remain with the commis-
sion for most of the intervening time. Mr. Bauer joined the
bureau on June 16, 1914, leaving Cornell University where
he had charge of the department of accounting and ele-
mentary economics. He has acted in a consulting capacity in
rate and capitalization cases, interpretation of the rapid
transit contracts and general accounting. He was detailed
by the commission to the bridge department to make a re-
port upon the railway traffic on the Williamsburg Bridge, in
a rental case in which that department was interested. He
has in hand the preparation of a report to Commissioner
Hervey on accounting methods under the dual contracts
when in operation. While with the commission Mr. Bauer
published a number of articles on accounting subjects in con-
nection with matters pertaining to public utilities, one of
which, "Relieving the Investor's Uncertainty," appeared in
the Electric Railway Journal of March 11. 1916, page
491. Mr. Bauer received the degree of Doctor of Philosophy
from Yale in 1908.

106(5

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

J. C. HUTCHINS

Mr. J. C. Hutching resigned as president of the Detroit
(Mich.) United Railway on May 31 and was elected chair-
man of the board of directors of the company. Mr. Hutchins
has been connected with the
Detroit United Railway and
its subsidiaries since 1894.
He was born in Carroll Par-
ish, La., on Oct. 13, 1853.
His boyhood was spent in
Lexington, Mo., where he
was educated in the public
schools. After a course in
civil engineering he com-
menced his railway career
as construction engineer on
the Missouri, Gulf & Lex-
ington Railway, and for a
number of years continued
this work on various Mis-
souri and Texas railroads.
From 1876 to 1881 he was a
reporter on the Waco Ex-
aminer. The following thir-
teen years he served on the engineering staff and in other
capacities with the New Orleans & Pacific, Missouri, Kan-
sas & Texas, Louisville, New Orleans & Texas, and the Illi-
nois Central railroads. In 1894 he was elected secretary
and treasurer of the Detroit Citizens' Street Railway, and
when the Detroit United Railway was acquired he was
elected to similar positions with that company. Later,
upon the organization of the Detroit United Railway, he
was made vice-president and general manager, and on Jan.
21, 1902, he was elected president of the company. Largely
through his initiative and under his management the city
lines and the interurban systems radiating from Detroit,
comprising in all more than 800 miles of electric railway,
were brought under one control. Mr. Hutchins is a past
president of the American Electric Railway Association,
having served as chief executive of that body in 1903 and
1904.

Mr. William von Phul, who has been appointed to suc-
ceed Mr. Charles N. Black as vice-president and general
manager of the United Railroads, San Francisco, Cal., was
graduated from Tulane Uni-
versity in 1891 with the de-
gree B. S., and two years
later as mechanical engi-
neer. He was subsequently
employed as general super-
intendent of the Louisiana
Electric Light Company and
of the Edison Electric Com-
pany, New Orleans, until
1902, when he became asso-
ciated with Sargent & Lun-
dy, engineers of Chicago.
He represented that firm as
engineer in charge of con-
struction for the Cincinnati
Gas & Electric Company?
later becoming general su-
perintendent of that com-
pany until 1905, when he

was employed by Ford, Bacon & Davis. Since 1907 Mr.
von Phul assisted in the. firm's engineering and operation
of the street railway and lighting companies in a number
of large Southern cities comprised in the American Cities
Company, including the Birmingham Railway, Light &
Power Company, Memphis Street Railway, Nashville Rail-
way & Light Company, Little Rock Railway & Electric
Company, Houston Lighting & Power Company, and later
the New Orleans Railway & Light Company. In 1912 he
became a member of the firm of Ford, Bacon & Davis.
Mr. von Phul is a member of the American Society of Me-
chanical Engineers, the American Society of Civil Engi-
neers and the Louisiana Engineering Society, and is re-
sponsible for a number of important inventions which have
made possible the construction, at greatly reduced cost,
of the large cotton warehouse terminal which Ford, Bacon
& Davis designed and are now constructing at New Or-

WILLIAM VON PHUL

leans for the Board of Port Commissioners of the State of
Louisiana. A farewell dinner was tendered to Mr. Black
a few days ago at which the heads of departments of the
United Railroads were present. Mr. Black delivered a
farewell address and Mr. von Phul was introduced as his
successor. Mr. von Phul asked for the same co-operation
that Mr. Black had received and promised in return the
same consideration of common interests. President Jesse
W. Lilienthal and all the other local officials of the com-
pany were present.

OBITUARY

Edward J. Davis, auditor of the Terre Haute division of
the Terre Haute, Indianapolis & Eastern Traction Company,
Terre Haute, Ind., died suddenly in his room at the Clay-
pool Hotel, Indianapolis, on May 24. At the time of his
death he was in Indianapolis to testify in a rate hearing
before the Public Service Commission. Mr. Davis was forty-
eight years of age. He had been employed by the company
foi more than twenty years, and had served as auditor for
the last sixteen years. He entered the service of the com-
pany as a conductor. He is survived by a widow and three
children.

Maj. N. C. Pilcher, general manager of the Sherbrooke
Railway & Power Company, Sherbrooke, Que., who went to
the front in July, 1915, with the Fifth Mounted Rifles, as
noted in the Electric Railway Journal of Aug. 7. 1915, is
reported killed in action on May 19. Major Pilcher applied
for service in the first contingent, but owing to his wife's
ill-health he decided to await the leaving of the second con-
tingent. Joining a unit of mounted rifles, with the rank
of captain, he was promoted major at Valcartier, went to
England and thence to France. Major Pilcher was born in
England thirty-six years ago, but had been a Canadian
citizen for twenty-four years. At the time of the Boer
war he enlisted in the Canadian contingent from Toronto,
being then employed with the Canadian General Electric
Company. On returning to Canada he was for a time man-
ager of the Port Arthur & Fort William Electric Railway,
going thence to take the post in Sherbrooke, which he held
until leaving for the front. Major Pilcher is survived by his
widow and a young son.

MR. DOHERTY IN TOLEDO

Henry L. Doherty is in Toledo, Ohio, working with the
sub-committee of Mayor Milroy's street railway commission
on a plan of settlement that will allow local citizens or the
municipality to take over the railway property of the To-
ledo Railways & Light Company, as outlined in the Electric
Railway Journal some time ago. N. D. Cochran of the To-
ledo News-Bee and N. C. Wright of the Toledo Blade, both
members of this committee, will be absent from the city, at-
tending conventions, for the next three weeks, but President
Johnson Thurston and Secretary E. P. Usher, together with
Judge Ralph Emery, the commission's counsel, will meet
with Mr. Doherty and proceed with the work in the hope
that it will be in shape for a full report to the commission
as a whole on the return of Messrs. Cochran and Wright.
At a conference on May 29 Mr. Doherty said that he had
taken up the matter of improvement of East Broadway and
that the company had concluded to pay its share within five
years, although the original arrangement had been for a
ten-year period. He also explained that the fund now being
accumulated in the hands of the Federal Court for improve-
ments amounted to about $12,000 a month. During the next
year, he explained, about $44,000 of this will be devoted to
improvements and the other $100,000 will be retained to pay
for the proposed paving. The expenditures for improve-
ments between Nov. 1, 1915, and April 30, 1916, were shown
to be $46 261.

At a recent meeting of the London County Council, the
chairman of the finance committee said it was expected that
there would be a loss of about £74,000 on the tramways
undertaking in the last financial year. Some satisfaction
might be derived, however, from the fact that the results of
the year just closed were likely to show an improvement
upon the original estimate. The strike in May, 1915, occa-
sioned a loss of £100,000. If it had not been for the strike
there would have been no loss during the last financial year.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1067

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS
*Red Lake Northern Railway & Construction Company,
Bemidji, Minn. — Incorporated in Minnesota to build, main-
tain and operate railways with steam, electric or gasoline
power from Alida, Minn., in a northerly direction past the
west end of Red Lake to the Canadian boundary at or near
Lake of the Woods and from Alida south past the Itasca
State Park to the Twin Cities. Capital stock, $150,000.
Incorporators: Jens J. Opsahl, Leo J. Opsahl, John Moberg,
George H. French and A. M. Bagley, all of Bemidji, Minn.

FRANCHISES

Riverside, Cal. — The Riverside, Rialto & Pacific Railroad
has filed an application with the Railroad Commission of
California for authority to construct a switch or spur to
connect its line with the Riverside-San Bernardino line of
the Pacific Electric Railway, under a franchise granted by
the Council of Riverside.

Santa Monica, Cal.— The Pacific Electric Railway has
asked the Council for permission to remove its tracks from
Ocean Avenue.

Eldora, Iowa. — The Iowa Railway & Light Company has
asked the Council for a franchise in Eldora.

Nashville, Tenn. — The Nashville Railway & Light Com-
pany has asked the Board of Commissioners for an extension
of its franchise to enable it to use certain tracks of the
Nashville Traction Company. The board was asked to grant
rights-of-way on Fourth Avenue from Broadway to the
Sparkman Street bridge, across the bridge and on Shelby
Avenue to Eleventh Street, on Fifth Avenue from Broad-
way to Mulberry Street, on Mulberry Street from Sixth to
Third Avenue, through private property to Second Avenue,
on Second Avenue to Lafayette Street or the Murfreesboro
Road and on the Murfreesboro Road to the corporation line.

TRACK AND ROADWAY
Fort Smith Light & Traction Company, Fort Smith, Ark.

— It is reported that plans are being considered by this
company for the construction of an extension of its line in
Van Buren to the Rea Addition, thence east along Alma
Road to Arkebaur Lane.

Municipal Railway of San Francisco, San Francisco, Cal.
. — The passage of a bill calling for the preparation of
plans and specifications for the construction of tracks of
the Municipal Railway through the Twin Peaks Tunnel
from Seventeenth and Market Streets to the junction of
the Junipero Serra and Sloat Boulevards was practically
assured when the Supervisors of San Francisco approved
the printing of the measure on May 22. The bill author-
izes the Board of Public Works to purchase material and
enter into a contract for construction. The estimated cost
is $275,000. An amendment was later added to the bill au-
thorizing the preparation of plans for a continuation of the
road from Sloat Boulevard to the beach via Taraval Street.

Columbus (Ga.) Railroad. — This company will reconstruct
its double-track line on Broad Street from Twelfth to Fif-
teenth Streets.

*Blackfoot, Idaho.— Plans are being considered for the
construction of an electric railway from Pocatello to Idaho
Falls, via Blackfoot, about 50 miles. Charles E. Harris,
receiver of the United States Land Office, may give further
information.

Metropolitan West Side Elevated Railway, Chicago, 111. —
It is reported that this company contemplates the extension
of its Douglas Park branch to Berwyn.

People's Traction Company, Galesburg, 111. — This com-
pany is leveling its tracks and making other improvements

to its line on South Prairie Street, Galesburg, between Sim-
mons and Tompkins Streets.

Gary & Interurban Railroad, Gary, Ind. — Plans are being
considered by this company for the rehabilitation of its
lines to Gary and the construction of a new line on Bu-
chanan Street, Gary. It is expected that the cost will be
about $300,000.

Des Moines (Iowa) City Railway. — This company will
completely rehabilitate 3 miles of track in the business dis-
trict of Des Moines this year. This reconstruction includes
twenty special-work layouts varying in design from a simple
turnout to a partial grand union. Solid manganese steel
tongue switches and renewable manganese steel insert
mates and frogs will be used throughout the special-work
installations, and 7-in., 114-lb. girder-guard and 7-in., 93-lb.
girder-grooved rail laid on 6-in. x 8-in. x 7-ft. white oak
ties on a 6-in. concrete foundation will, be used in the track
structure. The work will be done by the North American
Construction Company, Chicago, 111. It is planned to re-
build between 5 and 6 miles of track in the outlying dis-
trict, where 7-in., 80-lb. plain girder rail laid on 6-in. x
8-in. x 7-ft. white oak ties on 6-in. rolled crushed-stone bal-
last will be used. All track will be laid with continuous
joints fitted with heat-treated bolts. The joints will be
bonded with Electric Railway Improvement Company's
bonds.

Kansas City, Kaw Valley & Western Railway, Bonner
Springs, Kan.— Operation has been begun on this company's
extension from Bonner Springs to Lawrence.

Arkansas Valley Interurban Railway, Wichita, Kan. —
This company contemplates the construction of a reinforced
concrete bridge over Sand Creek.

Louisville (Ky.) Railway. — Operation has been begun on
this company's Chestnut Street extension to Shawnee Park,
via Twenty-seventh and Madison Streets, construction of
which was begun last summer.

Newport & Alexandria Interurban Railroad, Newport, Ky.
— Negotiations have been completed whereby the Newport &
Alexandria Interurban Railroad will use the tracks of the
Fort Thomas line of the Cincinnati, Newport & Covington
Railroad as far as West Grand Avenue, where it will con-
tinue to Ross' Corner, through Fort Thomas over the Fort
Thomas car line tracks to the Alexandria Pike at a point
beyond St. Stephens Cemetery. Work of surveying and
making the new roadbed will be begun at once. Capt.
Gottleib Hartweg, Cincinnati, is interested. [May 6, '16.]

Orleans-Kenner Electric Railway, New Orleans, La. —
Surveys have been begun by this company for a 6-mile
extension from Hanson City to Rost. A movement is on
foot to submit to the voters of the Third Ward in St.
Charles parish a proposal to levy a 5-mill tax as a bonus
to the Orleans-Kenner Electric Railway and provide also
for the donation of all the needed rights-of-way. It is esti-
mated that the cost of the proposed extension will be about
$100,000.

Kansas City (Mo.) Railways. — This company, which is
reconstructing its single track on Eighteenth Street from
Main to Woodland Streets, Kansas City, Mo., is laying the
track north of the center of the widened street and will
lay another track next year, the roadbed being prepared
previous to the paving of the street. The company ha3
also been asked by the city of Kansas City, Kan., to lay
double track on Eighteenth Street from Central to Kansas
Streets, Kansas City, Kan., and this improvement will be
completed by Sept. 1.

Southwest Missouri Railroad, Webb City, Mo. — Work will
be begun at once by this company on the construction of
new track and roadbed on Main Street, Chicago.

Great Falls (Mont.) Street Railway.— Work of estab-
lishing the grade for this company's extension down
Fourth Avenue from Thirty-sixth Street to be made by the
Montana Power Company, has been begun. It is reported
practically all track material for the extension is on the
ground, and the construction crews will be laying the track
early in the summer.

Omaha & Council Bluffs Street Railway, Omaha, Neb. —
Extensive improvements are contemplated by the Omaha &

1068

ELECTRIC RAILWAY JOURNAL

| Vol. XLVII, No. 23

Council Bluffs Street Railway, involving an expenditure of
about $250,000. Extensions to several of its lines are being
planned.

Trenton & Mercer County Traction Corporation, Trenton,

N. J. — This company will begin work on June 16 rebuilding
its double-track system for a distance of 3400 ft. on West
State Street.

International Railway, Buffalo, N. Y.— Work is pro-
gressing rapidly on the new fast line being constructed by
the International Railway between Buffalo and Niagara
falls, via North Tonawanda. Ground is being leveled and
rails are being laid at the Buffalo end of the route and steel
overhead towers to carry the wires are being erected near
a point where the line enters Tonawanda from the south.
These towers have concrete bases. Contractors are leveling
the big hill in the north end of North Tonawanda which
has been bought by the company to be used for making fills
at several points along the right-of-way.

Interborough Rapid Transit Company, New York, N. Y. —
The Public Service Commission for the First District of New
York has approved the contract to be made between the
Interborough Rapid Transit Company and Snare & Triest
Company, New York, for the work of connecting up the Sec-
ond Avenue elevated line in Manhattan with the new ele-
vated lines in Queens to Astoria and Corona. The contract
amounts to $55,760.

New York (N. Y.) Municipal Railway.— The Public Serv-
ice Commission for the First District of New York has
awarded the contract to MacArthur Brothers Company, New
York, for the construction of Section 5 of Route No. 8, the
Fourteenth Street-Eastern District subway.

Cleveland, Ohio. — Street Railway Commissioner Sanders
of Cleveland is planning a number of rapid transit lines to
relieve the congested condition of the local lines. One of
these would start at Lindale, south of the city, and follow
the Big Four Railroad right-of-way to Walworth run at
West Sixty-fifth Street and follow this run to Fulton Road.
The other would start at Lake Avenue and West 117th
Street, skirt Edgwater Park, follow Bulkley Boulevard to
West Twenty-fifth Street and cross the new high-level
bridge to Superior Avenue. Mr. Sanders said the same or
similar provisions should be made for the East Side, al-
though the Cleveland & Youngstown line will provide rapid
transit to a portion of the city and the hills to the south-
east. The Cleveland Railway has the right to the use of its
tracks between East Thirty-fourth Street and the Public
Square.

Columbus, Delaware & Marion Railway, Columbus, Ohio. —
Plans are being considered for the relocation of this com-
pany's line to the center of North High Street from the
north corporation line of Columbus to the Delaware County
line.

Portsmouth Street Railroad & Light Company, Ports-
mouth, Ohio.— The Ohio Valley Traction Company, a sub-
sidiary of the Portsmouth Street Railroad & Light Com-
pany, has placed in operation its extension between Ports-
mouth and Wheelersburg. It is proposed to extend the line
to Ironton.

Lehigh Valley Transit Company, Allentown, Pa. — Harri-
son R. Fehr, president of the Lehigh Valley Transit Com-
pany, announced May 26 that his company plans to expend
81,000,000 a year during the next five years for the im-
provement of the system. The most expensive item will be
the double-tracking of the Philadelphia division from Allen-
town to Sixty-ninth and Market Streets. It is also planned
to build a line between Bethlehem, Pa., and Coopersburg or
Quakertown, Pa., for a fast hourly express between Phila-
delphia and Easton.

Chester (Pa.) Street Railway.— The Public Service Com-
mission of Pennsylvania has approved the application of
the Chester Street Railway for an extension to its turnout
on Edgemont Avenue and the construction of thre» carhouse
branch-offs, also the construction of connections at Seventh
and Potter Streets, Chester.

Monongahela Valley Traction Company, Fairmont, W. Va.
— A contract has been awarded by the Monongahela Valley
Traction Company to Keely Brothers, Clarksburg, for the
construction of an extension of its line beginning at the

west end addition near Clarksburg, extending down Lime-
stone Creek for a distance of about 1800 ft. to the junction
with the Fairmont and Clarksburg interurban line. The
new line will cost about $18,000.

SHOPS AND BUILDINGS

Pacific Electric Railway, Los Angeles, Cal. — Work will
be begun at once by this company on the construction of a
new carhouse at Watts.

Waterbury & Milldale Tramway Company, Waterbury,
Conn. — This company will construct a new carhouse at the
corner of Meriden and Frost Roads, Waterbury. The build-
ing will be 150 ft. x 35 ft., and will be of modern construc-
tion. A workshop will also be provided for repairs and
maintenance of the company's rolling stock.

Iowa Railway & Light Company, Cedar Rapids, Iowa. —
Plans have been made by this company for the construction
of a 40-ft. extension of its general repair shop building and
the rearrangement of the interior of the erection shop.

Alexandria (La.) Municipal Railway. — Work will soon be
begun by the Alexandria Municipal Railway on the construc-
tion of a new carhouse at Tenth and Lee Streets. The
building will be 53 ft. x 108 ft., and will be of brick con-
struction.

Detroit (Mich.) United Railway.— Work has been begun
by this company on the construction of a new office building
at Dix and Livernois Avenue, to serve as the office for the
Baker carhouse.

Interborough Rapid Transit Company, New York, N. Y.—
Bids for the construction of station finish on Sections Nos.
7 to 11, inclusive, of Route No. 5, the Lexington Avenue sub-
way in Manhattan, were opened by the Public Service Com-
mission for the First District of New York during the past
week. This part of the line extends from Forty-third to
106th Street, and stations are located at Fifty-first Street,
Fifty-ninth Street, Sixty-eighth Street, Seventy-seventh
Street, Eighty-sixth Street, Ninety-sixth Street and 103rd
Street. The contractor must complete the work within six
months from the delivery of the contract. The lowest bid-
der on this work was John B. Roberts, New York, at about
$266,000.

Ardmore (Okla.) Railway.— It is reported that this com-
pany will construct a new carhouse in Ardmore.

Monongahela Valley Traction Company, Fairmont, W. Va.
—Work will be begun by this company on June 15 on the
construction of a new interurban station at Clarksburg.
The building will be 80 ft. x 80 ft, three stories, and will
be of reinforced concrete and brick with composition roof.
The cost is estimated at $65,000.

POWER HOUSES AND SUBSTATIONS
Connecticut Company, New Haven, Conn. — The J. G.

White Engineering Corporation states that work will begin
at once on the first section of the addition to the Connecti-
cut Company's power plant in New Haven. The plant,
as stated in last week's issue of the Electric Railway
Journal, will have an ultimate capacity of 100,000 kw.
The present addition will have a capacity of from 10,000
to 20,000 kw.

Fishkill Electric Railway, Beacon, N. Y.— A report from
this company states that it has placed an order with the
Westinghouse Electric & Manufacturing Company for a
new rotary to be erected in its power house at Beacon in
July. The a.c. side of the new machine is two-phase, 2300
volts, 60 cycles; the d.c. side is 600 volts, 500 kw.

Northern Ohio Traction & Light Company, Akron, Ohio.
— Work will soon be begun by this company on the con-
struction of a new substation to be located in the vicinity
of Brittain, just beyond East Akron. This will be both
a power and light distributing station and will cost about
$70,000.

Rhode Island Company, Providence, R. I. — The board of
trustees of the Rhode Island Company recently voted to ap-
propriate $45,000 to build and equip a substation in Burrill-
ville on the Pascoag-Woonsocket line and also a similar sum
to build a substation in the Harmony section of Smithfield
for the Providence-Chepachet line.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1069

Manufactures and Supplies

SPECIAL WORK GIRDER RAIL MARKET SLUGGISH

Except for a few special companies contemplating the
rerouteing of cars, special work purchases, insofar as the
electric railway industry is concerned, have been few in
number, although in some instances large in quantity. On
the other hand, the manufacturers., owing to the increased
cost of all materials including steel and ferromanganese,
have been forced to increase their prices. It is also under-
stood that the prices for plain and grooved-girder rail sec-
lions, largely used for track in paved streets, will be ad-
vanced in the same proportion as were those for standard
sections. The small quantity of special work being pur-
chased at the present time is attributed, first, to the fact
that the track is the first to feel the effect of a retrench-
ment policy and the last to receive the benefit of prosperity,
and second, because prices have advanced and deliveries are
slow. During the business depression which began in 1913,
many railways resorted to tho welders as a means of carry-
ing special work over the regular period of renewals. This
is also true of air and to some extent joints. Super-
imposed upon this situation was that of the lack of track
extensions, a condition which in many localities is just be-
ginning to become normal.

Steam railroad companies have purchased largely for
their requirements throughout this year and during the
first part of next year. Some electric railway companies
also have placed orders for their present requirements and
for the first four months of 1917. Under the prevailing
rushed conditions at the mills, it will probably be difficult
to secure prompt deliveries of girder rails in any quantity
before the last quarter of this year, and then only in lim-
ited tonnages. Moreover, small orders for the plain and
grooved-girder rail sections are being delayed more than
in the past, because the tonnage for these sections is ac-
cumulating slowly, and it is necessary for the mills to
withhold rolling until a sufficient tonnage has been ordered
to warrant changing the rolls. Occasionally small orders
for certain sections may be filled within a few days, and
at other times an interval of several months may elapse
before a sufficient number of orders for the particular sec-
tion have been received at the mill. This delay, of course,
could be materially decreased and the electric railways
could secure more prompt shipments, if the number of sec-
tions was reduced and real steps were taken toward stand-
ardization.

ROLLING STOCK

Albany (Ga.) Transit Company has purchased a single
truck pay-as-you-enter all-steel one-man car for delivery
about Sept. 1.

Havana Central Railroad, Havana, Cuba, will purchase
five motor coaches and one trolley car, in addition to steam
equipment.

Cumberland County Power & Light Company, Portland,
Me., is in the market for four 36-ft. semi-convertible
single-truck pay-as-you-enter passenger cars equipped with
Brill Radiax trucks.

Cincinnati, Lawrenceburg & Aurora Electric Street Rail-
road, Cincinnati, Ohio, will lease or purchase five cars to
replace those lost in a fire at the North Bend carhouses,
as noted in the Electric Railway Journal of May 27.

Lakeside & Marblehead Railroad, Marblehead, Ohio, has
purchased from the McKeen Motor Car Company a 200-
hp., 55-ft., steel gasoline motor car with which it will
replace its steam locomotive train passenger service be-
tween Lakeside and Marblehead.

Monongahela Valley Traction Company, Fairmont, W. Va.,
noted in the Electric Railway Journal of April 29 as
having ordered eight cars from The J. G. Brill Company,
which are to be of the closed prepayment type and delivered
by Aug. 1, has specified the following details for this equip-
ment:

.Stating capacity 28

Length of body 20 ft. 0 in.

Length over vestibule, . 2!) ft. 5 in.

Width over sills 7 ft. ti in.

Width over all 7 ft. !> in.

Height, rail to sills.. .2 ft. 7 '4 in.
Height, sill to trolley

base 8 f t. 9 Yi in.

Body Beml-ateel

Interior trim Cherry

Headlining Birch veneer

Roof Plain arch

I'mlerframe .Metal

Bumpers Brill

Cables West.

Car trimmings.

Brill polished bronze

Control West. K.

Couplers. .Brill-Hovey draw bars
Curtain fixtures,

Curtain Supply No. 88

Curtain material I Mint a sot e

I >estination signs Ke> stone

Door-opera t in v. mechanism. . Prill

Fare boxes International

i ictus and pinions West.

Gongs Brill

Hand brakes Brill handle

Peacock type A brake
Heaters. ... Peter Smith electric
Headlights ... G. E. Incandescent

Journal boxes Brill

Motors. . West. :!2:i V. inside hung

Paint Chas. Moser Co.

Registers International

Sanders Brill Dumpit

Sash fixtures Brill

Seats Longitudinal

Seating material Cane

Springs Brill

Step treads. . .Mason Safety Tread

Trolley base U. S. No. 14

Trucks Brill 21 E

Varnish. . . . Murphy Varnish Co.

Ventilators Brill

Window fixtures,
Brill — renitent post const] net ion

TRADE NOTES

Valley Steel Company, East St. Louis, 111., has been in-
corporated for $250,000 and will specialize in heat treated
axles.

Westinghouse Lamp Company, New York, N. Y., an-
nounces the removal of its executive offices on June 1 to
the City Investing Building, 165 Broadway.

J. Ed. Erickson has joined the sales organization of the
Packard Electric Company, Warren, Ohio, and will cover
the territory formerly in charge of Benjamin Smith, who has
retired.

M. J. Fox, formerly assistant signal engineer Chicago,
Burlington & Quincy Railroad, has become connected with
the signal department of the Railroad Supply Company,
Chicago, 111.

C. T. Anderson, who has been in charge of the sale of
rail bonds and third-rail insulators for the Ohio Brass
Company, Mansfield, Ohio, has resigned to become vice-
president and sales manager of the Hartman Electrical
Manufacturing Company, Mansfield, Ohio, manufacturer of
vail bonds and electrical specialties.

Oscar F. Ostby, general sales agent of the Commercial
Acetylene Railway, Light & Signal Company, New York, has
resigned from that position, effective June 1. Mr. Ostby is
president of the Railway Supply Manufacturers' Associa-
tion, and has been active in its affairs and those of the In-
ternational Acetylene Association for many years.

Arthur D. Little, Inc., Boston, Mass., announces that a
Dominion Charter has been granted to Arthur D. Little,
Ltd., a corporation organized and equipped for the service
of Canadian industry and the study and development of
Canadian resources. The special facilities of the new cor-
poration will be supplemented by the entire staff organiza-
tion and equipment of the Boston firm.

Railway Improvement Company, New York, N. Y., has re-
ceived an order for 153 Rico coasting recorders from the
Stone & Webster Engineering Corporation. Of this number
143 were ordered to equip the lines of the Houston (Texas)
Electric Company and ten for the Northern Texas Traction
Company, Fort Worth, Texas, where the Rico coasting re-
corder has been used for several years past.

Stanley H. Rose, until recently in charge of the New York
office of the Bureau of Foreign and Domestic Commerce of
the Department of Commerce, has been engaged by the
Barber Asphalt Paving Company to direct its foreign trade
department. The Barber Company's export trade in paving
materials, roofing and other asphaltic products will here-
after be in Mr. Rose's charge, with headquarters in Phila-
delphia and New York.

Smith-Ward Brake Company, New York, N. Y., has re-
ceived orders to equip with brake adjusters the following
cars: People's Railway, Dayton, Ohio, ten cars; Altoona
& Logan Valley Electric Railway, Altoona, Pa., five cars;
Harrisburg (Pa.) Railways, three cars; Buffalo & Lake
Erie Traction Company, Buffalo, N. Y., fifteen cars; Con-
necticut Company, New Haven, Conn., forty-eight cars;
Puget Sound Traction, Light & Power Company, Seattle,
Wash., ten cars; Worcester (Mass.) Consolidated Railway,
ten cars, and ten additional cars for the Rhode Island Com-
pany, Providence, R. I. This company did not receive
orders from the Mahoning & Shenango Railway & Light

1070

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 23

Company, Youngstown, Ohio, and the Scranton (Pa.) Rail-
way, as noted in the Electric Railway Journal of May 27.
Westinghouse Electric \ Manufacturing Company, East
Pittsburgh, Pa., has recently placed on the market a new
grade of insulating transformer oil called "Lectroseal."
This oil has its chief application as an insulating and cool-
ing medium for use with all classes of oil-insulated dis-
tributing and power transformers. It is also used with such
apparatus as induction-type feeder regulators and elec-
trolytic lightning arresters. "Lectroseal" is a pure mineral
oil obtained by the fractional distillation of petroleum and
is free from moisture, acid, alkali and sulphur compounds.
It has a high dielectric strength as an insulating medium.
The average test is said to be 40,000 volts on a 0.15-in. gap
between spheres % in. in diameter. It is claimed to be
particularly well adapted as a cooling medium, the viscosity
being approximately 36 and 40 deg. Saybolt method. If
water should accidentally enter a transformer tank it
should sink to the bottom of the tank as quickly as possible,
as a small percentage of water thoroughly mixed with the
air reduces its dielectric strength very rapidly. Various
grades of oil differ greatly as to their ability to separate
from water with which they have been mechanically mixed,
but "Lectroseal" oil, it is claimed, possesses this quality
in a marked degree. The other characteristics claimed for
this oil are freedom from deposits, satisfactory flash and
fire points, low rate of evaporation and light color.

ADVERTISING LITERATURE
Western Electric Company, New York, N. Y., has issued
an illustrated catalog on its inter-phones and accessories.
William B. Scaife & Sons Company, Pittsburgh, Pa., has

issued a booklet describing and illustrating its copper-
brazed high-pressure tanks for air, gas and liquids.

Trussed Concrete Steel Company, Youngstown, Ohio, has
issued a booklet on Kahn pressed-steel construction which
describes and illustrates the use of Kahn pressed steel
joists and studs with Hy-Rib, for floors, roofs, walls and
partitions.

American Carbon & Battery Company, East St. Louis,
111., has issued Catalog 20 on its carbon, graphite and metal
graphite motor and generator brushes. A summary of the
physical and electrical characteristics of these brushes and
prices of all grades are given.

Protective Signal Manufacturing Company, Denver, Col.,
has issued Bulletin No. 4, which gives the details of its
Model "C" oscillator and describes its construction and
operation. This company has also issued Bulletin No. 5,
which describes and illustrates its a.c. and d.c. relays.

E. I. du Pont de Nemours & Company, Wilmington, Del.,
has issued a book bound in du Pont Fabrikoid entitled "Du
Pont Products." This book contains data on explosives,
blasting supplies, Fabrikoids, chemicals and pyralin. A
complete list of their products and the industries that use
them is also given.

Sprague Electric Works of General Electric Company,
New York, N. Y., have issued Bulletin No. 48,907 describ-
ing and illustrating their 500-lb. electric hoists, type 1-5.
Bulletin No. 49,600 has also been issued, describing and
illustrating flexible steel armored conductors, flexible steel
conduits and stamped steel boxes, fittings, and tools.

Electric Service Supplies Company, Philadelphia, Pa., has
just issued a 400-page catalog on mining and industrial
electrical supplies. This book lists and illustrates a com-
plete line of equipment for electric haulage in power, mining
and large industrial plants, as well as a very complete line
of miscellaneous electrical supplies for such concerns.

Ohmer Fare Register Company, Dayton, Ohio, has is-
sued an illustrated pamphlet entitled "Ohmer Register
Equipments for One-Man Operation," which describes the
adaptability of Ohmer fare registers and operating equip-
ments for either one or two man operation. Ohmer registers
are now in use on one-man cars of the Wausau (Wis.)
Street Railway, Menominee & Marinette Light & Traction
Company, Menominee, Mich., and the Southern Public
Utilities Company, Charlotte, N. C.

Indianapolis Switch & Frog Company, Springfield, Ohio,
has issued a pamphlet entitled "Conservation of Track and
Roadway, or The Prevention and Cure of Track Disease."

This booklet reprints the paper entitled "Track Joining and
Bonding," presented by E. C. Price, vice-president and secre-
tary of the Indianapolis Switch & Frog Company, at the
1915 summer outing meeting of the Central Electric Railway
Association. It also contains instructions regarding the use
of the Indianapolis electric arc welder, and the application
and tests of this company's "Simplex" and "Apex" joints.

Tubular Woven Fabric Company, Pawtucket, R. I., has
published a binder of wiring diagrams and conduit speci-
fications showing the possibilities of "Duraduct" for car
wiring. A particular feature is the comparison of the
weight of Duraduct and ordinary conduit for each lay-out
illustrated. The sheets of this binder are reproductions of
advertisements originally published in the Electric Rail-
way Journal. Taken together, they form the most exten-
sive series of wiring lay-outs ever gotten together on dif-<
ferent types of city, interurban and rapid transit cars.
Several hundred electric railways are now using Duraduct
both for car and miscellaneous wiring. One of its latest
applications has been to the new one-man cars of the Stone
& Webster Management Corporation.

Crane Company, Chicago, I1L, prints in the May issue of
the "Valve World" a table showing the development in the
process of rail manufacturing according to materials used.
It is shown that wrought iron was the company's first
material for rails, but, being very soft, it did not give,
long service. By the year 1880, Bessemer steel consti-
tuted the chief material for rails owing to the greater
wearing qualities embodied in the more general uniformity,
strength and hardness of steel. During recent years rails
were made of greater and greater strength and hardness
to keep pace with the rapidly increasing weight, speed and
frequency of railroad trains, steel being susceptible to much
modification of properties. In 1912 another important tran-
sition took place in rail materials, the chief material hav-
ing become at that time open-hearth steel instead of Besse-
mer steel.

NEW PUBLICATION

Sound Investing. By Paul Clay. Moody's Magazine &
Book Company, New York, N. Y. 371 pages. Limp
leather, $2 postpaid.

Too many books that purport to give to the average
man clear information on the subject of investment prin-
ciples, fall short of their aim because they are not written
by men with a knowledge of the field broad enough to
cover all topics in which this and that reader may be inter-
ested; because the point of view of the bond seller is kept
in mind instead of that of the bond buyer, or because in
general the treatment is too technical. Mr. Clay's book,
however, has avoided these faults, and as a result it is
one which should be in the library of every man who
desires to know for himself the fundamentals of invest-
ment. Primarily the book is intended for reference, the
idea being in the main that a person considering an in-
vestment should first read the chapter on investments
suitable for people like himself, and then the chapters on
the classes of securities in which Mr. Clay advises him to
invest. We would go further than this, however, and
urge every reader to peruse the whole book carefully and
then study the parts dealing with his own case. We sug-
gest this method because we believe that the book con-
tains a wealth of information with which every investor
should be generally acquainted.

The plan of the book is first to give general but neces-
sary information as to how to invest money; second, to
present broad and comprehensive descriptions of each im-
portant class of securities; third, to name the types of
securities best adapted to each particular class of per-
sons, and fourth, to answer the practical, every-day ques-
tions of how and where to find the desired security, how
to select an investment house and how to ascertain the
yields of securities. One may well venture the opinion
that a great deal of money could have been saved to in-
vestors in the last two years if such a book as Mr. Clay's
had been studied. It will, of course, not make a wise in-
vestor out of a person incapable of good judgment, but
it will do much toward developing thinking men and
women along lines where in many cases instruction is
sorely needed.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Old Stuff

"Men seek not moss upon a rolling stone,
Or water from a sieve, or fire from ice."

— Robert Greene, James IV (1598).

Old stuff, you say. Yes, but it's true.

Almost as old stuff as our telling you again and again that the
Peacock Brake is the brake of brakes.

But it's true!

Not on our sayso, either; but on the sayso of the railway
men who have been buying more Peacocks these past six
months than we ever sold before in the same length of time.

And almost every order was a re-order.

Why not join the growing list of pleased Peacock purchasers?

The Eccentric
^^fe. Drum

t3t

National Brake Co.

Buffalo, N. Y.

•IS

ELECTRIC RAILWAY JOURNAL

| June 3, 1916

fiaaKers^ ]^:r\g;ii\jeei^s|

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

lew York Boston Philadelphia Chicago San

THE JO-WHITE COMPANIES

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

The Arnold Company

ENGINEERS- CONSTRUCTORS

ELECTRICAL- CIVIL- MECHANICS

105 SOUTH LA SALLE STREET

CHICAOO

&rtijur AD. kittle, ^fnc.

Correspondence regarding our service is invited.

93 Broad Street, Boston, Mass.

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POLYTECHNIC INSTITUTE
WORCESTER, MASSACHUSETTS
in the Application of Engineering Methods
Solution of Traniportation Problem*

inch.

Robert W. Hunt Jno. J. Cone Jas. C. Hallsted D.

ROBERT W. HUNT & CO., Engineers

BUREAU OF INSPECTION TESTS oc CONSULTATION
Inspection and Test ol all Electrical Equipment

\'EW YORK, 90 West St. ST. LOUIS, Syndicate Trust Bide.

CHICAGO, 2200 Insurance KxchanKe.
PITTSBURGH, Monongauela Bk. Bldg.

H. M. Byllesby &c Company, Inc.

NEW YORK, CHICAGO, TACOMA,

Trinity Bldg, No. 208 So. La Saile St. Washington

Purchase, Finance, Construct and Operate Electric Light,

Gas, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

SANDERSON 8t PORTER

ENGINEERS

REPORTS 'DESIGNS • CONSTRUCTION -MANAGEMENT
HYDRO-ELECTRIC DEVELOPMENTS

RAILWAY. LIGHT M5 POWER PROPERTIES

Chicago 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

Examinations and Reports

Financial Investigations and Rate Adjustments

WOODMANSEE & DAVIDSON, Inc.

ENGINEERS

MILWAUKEE

Wells Bldg.

CHICAGO

784 Continental & Commer-
cial Nat'l Bank Bldg.

GULICK-HENDERSON CO.

Inspection Railway Equipment A Materials
PITTSBURGH CHICAGO NEW YORK

H. L. BROWNELL. Public Safetg Engineer
Makes surrey of accidents. Organizes Safety Campaigns. Lectures
Conserves earnings and lives.

Scolield Engineering Co. ^^SSS&^S^"

jforfc, JSacon & ^avte,

£it0tneere.

115 BROADWAY

New Orleans NEW YORK San Francisco

Stone & Webster Engineering Corporation

Constructing Engineers

ELECTRICAL TESTING LABORATORIES, INC.

Electrical, Photometrlcal and

Mechanical Testing.

80th Street

End Ave., New York, N. Y.

ROOSEVELT & THOMPSON
71 Broadway ENGINEERS New York

Report, Investigate, Appraise, Manage Electric Railway,
Light and Power Properties.

]

Frederick Sargent A. D. Lundy

Wm. S. Monroe James Lajniao.

SARGENT CO. LUNDY, Engineers

1412 Edison Bldg., 72 W. Adams St., Chicago, III.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Franklin started it — Ajax finished it

AJAX
LIGHTNING
ARRESTER

When old Ben Franklin got busy with his kite and key he started the experiments
with lightning. Experimenting was finished when the Ajax Lightning Arrester
was put on the market. The Ajax has proved this statement by its service
performances. All the essential features of a good arrester are incorporated
in the Ajax — namely — small air gap, prompt discharge, no mechanically or
electrically operated parts.

Bulletin No. 25 gives you all the details

289-293 A Street

Albert & J. M. Anderson Mfg. Co.

(Established 1877)

Boston, Mass., U. S. A.

-B-

BRANCHES:
v York, 135 Broadway
:ago, 105 So. Dearborn Street
ladelphia, 429 Real Estate Trust Bldg.
Francisco, 613 Postal Telegraph Bldg.

London, E. C. 48 Mi

Str

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.

Engineering
Co-operation

The wide scope of W. C. K's.
activities makes their organiz-
ation available for every kind
of engineering and construction
work.

WESTINGHOUSE CHURCH KERR & CO.
Engineers & Constructors
37 WALL ST., NEW YORK
CHICAGO

Conway Building

ENGINEERS unit
CONSTRUCTORS
A purely engineering

WOK

Do You Want

a Salesman or

Other Assistant?

If so, send
Vacant" in t
be slight anc
satisfactory.

js copy for a card
e Searchlight Sectioi
the result will be

jnder "Positions
. The cost will
both quick and

<Jtt ipur "tfcuvt*

Uvto trvt

©>MiACnii<jn,t

Electric Railwa

r JOUKNA

L 239 West

39th St., New York

THE P. EDW. WISCH SERVICE

Suite 1710 DETECTI VES Suite 7 1 5

Park Row Bldg., New York Board of Trade Bldg., Boston

NEILER, RICH & CO., INC Engineers

Manhattan Building, CHICAGO, ILL.

Reports, Appraisals and Valuations, Railway and Lighting Properties

BUILT LIKE A WATCH

Sanpamo Electric Company

& Springfield, Illinois

— the only
means at your
disposal to ac-
curately meas-
ure the power
consumption of
cars.

You can well
afford to inves-
tigate. Bulletin
416.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

WHY THE GOTHIC ?

Upper side sashes on "Gothics" glazed with cathe-
dral or prism glass have no value except appearance.
They increase first cost and maintenance, at the same
time weaken the side walls. Then why not omit
them?

The "Gothic" is a relic of the days when "Beauty
First" was the aim ; when interiors looked like art gal-
leries and exteriors like circus wagons. The order now
seems to be safety first, comfort second, utility third,
economy fourth and beauty last.

The public is divided into two classes: riders and
non-riders. The average rider gives only a quick glance
at the outside of the car. His eyes are on the entrance
doors, not the Gothic windows, and when inside the car
few remember even its outside color.

Isn't it better to omit the outside church windows
for non-riders and devote the savings to better ventila-
tion, sanitation, lighting, heating, more comfortable
seats, etc., for the people who are inside your cars for
long and sometimes tiresome periods ?

Car No. 699. Three-compartment, passenger, smok- Class C trucks. Length over vestibules, 46' o". Seating
ing and baggage, single end, steel car for joint service exclusive of baggage room, 46.
on steam and electric railways, mounted on Baldwin

Note the sturdy lightness of this car. All parts from
which strength and stiffness are required are steel of
standard commercial shapes and sheets.

It is protected at top from weather and heat by an
insulated roof, at bottom from noise and cold by a dead-
ened floor, at sides by cork between the outside and
inside steel walls. It is braced transversely by steel
bulkheads riveted at all edges, stiffened against longi-
tudinal surging by steel panel posts throughout. The
overhanging ends are reinforced by wide letter panels
in the form of a continuous steel hoop around the roof
and the steel underframe is lattice braced to hold it
square.

The interior has the plain richness of the latest Pull-
man with no polished brass fittings; mahogany doors,
sashes and interior mouldings with steel ceiling and
waist panels.

You don't miss the cathedral windows. You just
feel the increased restful comfort and security.

These cars are hauled over a steam railroad by stand-
ard steam locomotives, therefore are fitted with couplers
at M.C.B. height and steel center sills full length. They
also are equipt with electric motors for trolley current
and service over city streets.

Niles Car & Mfg. Co., Niles, Ohio

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

1500 CARS

BALTIMORE

The United Railways & Electric Co,

are being equipped with

H-B Life Guards

Another tribute to the efficiency of this guard

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

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

The short circuit

vaporized sheath,

insulation and cable —
but left J-M Fibre
Conduit intact.

It was predicted that the heat of a
dead short circuit would burn out or
at least ignite the conduit. Particu-
larly when the heat resulting from the
test short circuit was so great that it
ejected flame into the manholes at each
end of the 15-foot test length. Yet in
cooling, the conduit had not been de-
stroyed, burned or even deformed.

The practical importance of this is
obvious, for it settles for all time the
question of J-M Fibre Conduit per-
formance under conditions of abnor-
mal temperature. And particularly as
this affects replacement of cable in the
damaged sections.

You should know more about J-M
Fibre Conduit, and you can by writing
the Electrical Department of the J-M
Branch nearest you.

COVERS

THE CONTINENT

Screes more people in
more Ways than any In-
stitution of Us kind in
the world.

Boston

Cleveland
New Yorfc
Philadelphia
Pittsburgh
St. Louis
San Francisco
Seattle
Toronto

H. W. Johns-Manville Co.

EXECUTIVE OFFICES
296 Madison Ave., New York City

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

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

From a Shanty to a Factory

This group indicates the in-
creasing use of Davis-Bour-
nonville oxy-acetylene and
oxy-hydrogcn welding and
cutting apparatus. An ad-
ditional factory building at
Jersey City is now com~
pleted, giving 30,000 sq. ft.
more floor space for in-
creased production of
"Davis Apparatus."

1. First Demonstration
Shop, 1007.

2. Second Demonstra-
tion Shop, 1008.

3. Demonstration and
Welding Shop, 1910.

4. General Office and
Factory, 191 5.

5. General Offices and
Factory, 1916.

DAVIS -BOURNONVILLE GO.

NEW YORK General Offices and Factory, Jersey City, N. J. CHICAGO

Sales Offices: New York, Chicago, Detroit, Cleveland, Pittsburgh, Philadelphia, Boston.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Lord Railway Devices

Lord Screenless
Air Cleaner

For Railway Compressors

To prevent injurious foreign substances from entering their
air compressors, the Westinghouse Air Brake Company,
catalogs, recommends and installs the

Lord Screenless Air Cleaners

One of the great advantages of this system is found in the
fact that the foreign substances are collected in the oil well
of the cleaner, thus keeping the intake passage clear and
affording at all times an unrestricted flow of air.

This device is really essential to the efficient operation and
maintenance of your air compressors as proven by the follow-
ing partial list of users among the railway properties of the
I'nited States:

Bay State Railways.

American Railways.

West Jersey & Seashore.

Long Island Railroad.

Blnghamton (N. Y.) Railways.

United Traction Co., Albany, N. Y.

Harrlsburg (Pa.) Railways.

Manhattan & Queens Co. Trac. Co., Long Island City.

Trenton (N. J.) Street Railway.

Morris County Traction Co., Morristown, N. J.

Why are not your compressors equipped
with the Lord Screenless Air Cleaner?

The "Oil Surface" Method of Cleaning the
Compressor Intake Air is the most efficient.

Order a Trial Installation NOW

Home

Double Acting Brake

The Latest Advance in Car Brake Design

No Slack Chain
No Lost Motion
No "Stuck Brakes"

No Rusted and Mud Coated
Gears

No Flying Handles or Wheels

No Clearance Problems

Develops a maximum
brake rod pull of 2800
lbs. and weighs but 60
lbs. complete.

A Complete
hand brake
requiring no
accessory parts

LORD MANUFACTURING COMPANY

105 West 40th Street, New York

CENTRAL STATES AGENCY
ECLIPSE RAILWAY SUPPLY CO.
CLEVELAND, O.

PACIFIC COAST AGENCY

F. F. BODLER

SAN FRANCISCO, CAL.

CHICAGO AGENCY

H. F. KEEGAN CO.

CHICAGO, ILL.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

The Wonderful Single Service
Chilled Iron Wheel

The sudden cooling of molten iron when poured against a cold iron ring in the mould pro-
duces the chilled tread or running surface of the Chilled Iron Wheel.

The result is a clear white iron harder than tempered steel, about three-quarters of an inch
in depth and extending all around the tread and flange.

The balance of the molten iron is poured into a sand mould and the cooling is retarded,
producing a strong open fracture which is so desirous for axle fit and expansion stresses due to
brake application.

This graded hardness of structure is ideal for service conditions.

The wheel is poured in less than ten seconds.

In One Hundred Cities of the United States and Canada ninety per cent of the
Street Car Companies operating one hundred cars or over use Chilled Iron Wheels.

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.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

j&WNEHc^

The STANDARD for RUBBER INSULATION

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, Pa. Pettingell-Andrews Co., Boston, Mass.

TROLLEY
WIRE

Round Grooved and Figure 8

If you will agree that
one make of trolley wire
is able to give longer serv-
ice than another make —

That one is more economi-
cal than another —
Then investigate our trol-
ley wire with a view to cut-
ting your wire costs.

Weatherproof
Wires and Cables

Star Brand

Star Brand Wires are
made with long service as
the most prominent fea-
ture.

Because of their ability
to render long service they
cut wire costs.

Read the words in
cut of the star.

the

American Electrical Works

NEW YORK: 165 Broadway
CHICAGO: 112 West Adams Street
BOSTON: 176 Federal Street

Phillipsdale, R.

CINCINNATI: Traction Building
SAN FRANCISCO: 612 Howard Street
SEATTLE : 1002 First Avenue South

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

You Can Minimize Overhead Repair Work

and successfully cut maintenance costs if you turn to

The Macallen Line

of strain insulators, hangers, splicing ears, crossings, and other
overhead material.

They are "specialty" products, designed and built to make
"Macallen" the standard on American railways.

It will pay you to write for information and prices.

The Macallen Insulating Joint

Adopted by principal air brake manufacturers as part of their standard equipment. Also
nsulates steam pipes, etc. Shell is seamless drawn steel, nipples are machined from steel rod,
tnd insulating material is Macallen Vulcanite Compound, not affected by heat or oil — prac-
ically indestructible.

May We Send Our Catalog ?

The Macallen Company

Macallen and Foundry Sts., Boston

Steel for Service

STEEL CROSS TIES

Have you given due consideration to the fact that
after a steel cross tie has outlived three or four wood
ties, it is worth approximately one-third its first cost
as scrap?

For information apply at any of our offices.

The mark of
quality

It protects the

Carnegie Steel Company

General Offices: Pittsburgh, Pa.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

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.

You should at least try
this Varnish

There is no economy in using the cheapest varnish, but there is economy in
using a varnish that is made expressly for interior-railway finishing.

Sherwin-Williams

Inside Railway Scarnot Varnish

is an unusual interior varnish combining extreme flexibility and full body with
satisfactory drying. It withstands vibration to a remarkable degree, insur-
ing proof against cracking and checking.

Mail coupon today for samples of Railway Scarnot Varnish

The Sherwin-Williams Co.

Railway Paint and Varnish Makers

Factories: Cleveland, Chicago, Newark, Montreal, London, Eng.
Address all inquiries to 601 Canal Rd., Cleveland

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Spraco

Air Coolers

and Washers

on a Pennsylvania Electrification

Since January, 1915, a 21,000 K.V.A.,
11,000-volt Westinghouse turbo-gener-
ator at the Long Island City power sta-
tion of the Pennsylvania Railroad has
been getting pure, cool air from a Spraco
Washer having a capacity of 60,000 cu.
ft. per min.

A Drop of
5 to 1 5 Degrees Fahr.

is obtained with the Spraco so that even
when operating twenty-three hours a day
the temperature has never exceeded 86
deg. C, altho the windings' tempera-
ture could go to no deg. C.

You know what a cool machine means
for handling overloads and long life for
insulation.

Furthermore, while the 8000 kw. turbo-
generators in this plant are cleaned twice
a year, the Spraco-aided unit has needed

No Cleansing Since Installation

When may we improve the working
and reduce the maintenance of your gen-
erating equipment?

SPRAY ENGINEERING CO.

Engineers

93 Federal St.

Manufacturers
BOSTON

Grinding a Commutator
with Norton Alundum
Bricks as Grinding Blocks

Have you investigated the merits of
grinding commutators with Norton bricks
used as grinding blocks or Norton Alundum
Wheels operated on a tool post grinding
machine ?

At the Public Utilities Company, Evans-
ville, Indiana, and elsewhere, grinding of
commutators has been found to be far supe-
rior to turning them on the lathe.

Cutting and slotting have been found to
be unnecessary after the commutators have
been ground with the proper grade of Alun-
dum brick, and the time consumed in grind-
ing a given commutator was an hour as
compared with two and one-half hours pre-
viously required for slotting alone.

It is not necessary to remove as much
metal in order to get a well trued highly
polished commutator. Likewise the brushes
have a much longer life because the com-
mutator is trued and sparking is minimized.

No special equipment is required when
Alundum bricks are used, as they are held
in a tool rest of your present lathe.

Send us a description of your available
equipment for holding commutators — if a
lathe, give range of speeds and approximate
size of commutators to be ground — and we
will gladly assist you to bring about this
great saving which is proving to be so suc-
cessful in electrical railway shops.

Alundum
Bricks

Alundum
Grinding Wheels

NORTON COMPANY

Worcester, Mass., U. S. A.

Chicago

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Puzzled ?

Well, that's not to be surprised at if you
are trying to find out the best Chain
Hoist to buy. The conflicting claims for
various types are enough to puzzle most
anyone.

Perhaps we can help you. Just consider
the following few facts about the

Ford Tribloc

CHAIN HOIST

It was the pioneer "All Steel" Hoist.
We made all parts of steel when most
any other hoist you could buy had iron
parts.

It was the first hoist that had an im-
proved hand chain guide as a part of
standard equipment. The Ford Loop
Hand Chain Guide is today the safest
guide on any hoist.

It is the only Hoist that we know of
that carries with it a five-year guarantee.

You will be pleased with
our catalog. Why
write for a copy now ?

FORD CHAIN BLOCK &
MANUFACTURING COMPANY

140 Oxford Street PHILADELPHIA, PA.

The Vital Parts

of the Yale Triplex Block

Every chain block user should
know them for his own pro-
tection.

They are

Yale Safety Top Hooks

Yale Steel Suspension Plates

Yale Load Sheaves

Yale Gear and Pinions

Yale Driving Pinion

Yale Continuous Hand Chain

Guide
Yale Steel Chain
Yale Safety Botton Hook
Yale Overload Test and In-
spection.

The design, construction and
materials of these vitals are the
result of years of study and test
under working conditions, always
searching greater safety.

For sale by Machinery
Supply Houses

Put your hoisting problems up to us
NEW CATALOG UPON REQUEST

The Yale &Towne
Mfg. Co.

9 East 40th Street
NEW YORK

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Many Important Railway Systems —

Street and Interurban Railways — Public Service Corporations — Municipal and
Industrial Plants — Mining and Smelting Companies — and Numerous other Industries,

Are Using A His -Chalmers Motor-Generators.

These sets are in daily operation and are giving reliable efficient service.

Our Bulletins show many such installations and our District Offices will be

glad to point out those in your vicinity.

Allis-Chalmers Manufacturing Company, Milwaukee, Wis.

DISTRICT OFFICES IN ALL LARGE CITIES

Canadian Representatives: Canadian Allis-Chalmers, Ltd., Toronto, Ont.

Complete Machinery Equipment

For

Electric Railway

Repair Shops

Full line of high grade
machines for the special
requirements of such
shops as well as all types
of standard machine tools,
steam hammers and elec-
tric traveling cranes.

Ill Broadway, New York City
25 Victoria St., London, S. W.

SALES OFFICES AND AGENCIES— Boston: 93-95 Oliver St. Philadelphia: 405 N. 21st St. Pittsburgh: Frlck Bldg. CleTelnnd, O.:

The Niles Tool Works Co.. 730 Superior Ave. Hamilton, O.: The Ntles Tool Works Co. Cincinnati: The Niles Tool Works Co., 336 W. 4th St.
D«troltl Kerr Machinery Bldg. Chicago: Washington and Jefferson Sts. St. Louis: 510 North Third St. Birmingham, Ala.: 2015 First
Ave. San Francisco: 16 to 18 Fremont St. For Colorado, Utah, Wyoming and New Mexico: Hendrie & Bolthott Mfg. 4 Supply Co..
Denver. For Seattle: Hallidie Machinery Co. For Canada: The John Bertram & Sons Co., Ltd., Dundas, Montreal, Winnipeg, Vancouver.

Car -Wheel Lathe

The machine that will remove the flat spots, true up the wheels and
return the cars to service in the shortest possible time. It is turning
12 to 18 pairs every day in several of the largest street railway shops.
Provided with convenient calipering device, "Sure-Grip" drivers and
patented tool clamps operated by a single screw.

Niles-Bement-Pond Co.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

DIXON'S

Flake Boiler

Graphite

1 he flaky nature of the graphite is
the key to its success as the logical
treatment for boiler scale.

Dixon's Flake Boiler Graphite is the
pioneer in this field, and the demand
for this boiler room essential is con-
stantly increasing. The flake is the
thing that does the trick. Insist upon
having it in your boiler. The expense
of cleaning will be reduced to a
minimum.

Write for booklet, "Graphite for the
Boiler," No. 108-T.

Made in Jersey City, N. J., by the

Joseph Dixon Crucible Co.

Established 1827

Every

— broken casting
— broken forging
— worn mechanism
— broken switch point
— worn rail
— broken bond

can be repaired and saved from the scrap
pile by

THE OXWELD
PROCESS

at lower cost of time and money than by
any other method of repair.

No piece of equipment in your shop has
such a wide range of usefulness as an
OXWELD Outfit. Thousands of applica-
tions to electric railway repairs have already
been found and new ones are being discov-
ered daily in hundreds of shops where
OXWELD apparatus is used.

It's Portable

The usefulness of OXWELD Equipment
is not confined to any single part of the
shop or even to the shop itself— it can be
moved anywhere. It can be taken out on
the line for track work or to any place where
welding or cutting is required.

An OXWELD Outfit will be the most
valuable equipment
in your shop be-
cause its applica-
tions are unlimited.

We have pre-
pared a series- of
bulletins giving
valuable informa-
tion on the OX-
WELD process
applied to electric
railway work. They
will be sent free on
request. Send for
them today. Ask
for Bulletins Series

Oxwelding Unit "OO.

Oxweld Acetylene
Company

Newark, N. J. Chicago Los Angeles

Largest Makers of Welding and Cutting Equipment
and Supplies in the World.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Hydraulic Machinery
For Car-Shop Efficiency

Any Railway Car Shop could own this press profit-
ably. For Making Repairs to Armatures and
Numerous Other Operations of Pressing, Forcing,
and Bending.

The press is a self-contained unit requiring no auxiliary
water or power supply, driven by a motor like any machine
tool. The ram which moves vertically upward carries a "U"
block into which the armature shaft or mandrel may project.
The top yoke swings about one rod on ball bearings so that it
can be easily pushed out of the way while "building up"
the armature.

The pump is double acting and is controlled by a stop and
release valve with check which holds pressure in the cylinder
as long as desired.

We build many other labor-saving tools for the electric rail-
way, including jacks, benders, shears, punches, presses, etc.

Write for catalogs.

The Watson-Stillman Co.

Engineers and Builders of Hydraulic Machinery

46 Church St., New York

Chicago— McCormick Building

B-V Ticket Punches ^S^h*^

The punches that enable your conductors to perforate their transfers
quickly, in large numbers and in a way that will not encourage time-limit
abuse.

They are standard because:

DESIGN: Open Sight (if desired)— Strong— Easily Handled.

WORKMANSHIP: Made by expert workmen and guaranteed free
from all defects.

MATERIALS: Only the finest used throughout, thus insuring per-
fection in service.

They cost no more than other punches.

Prompt shipments of /(^L_ B ONNE Y-VEHSLAGE TOOL COMPANY

large and small orders. Llr^ft^i^^ 124 Chambers St., New, York Factory, Newark, N. J.

lie;

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

For Your Interurban Cars

EDWARDS

All Steel Trap Doors

They are much stronger and
more durable than wood —
therefore cheaper in the end.
They do not swell, warp or
stick — therefore cheaper
than wood in maintenance.
Xoiseless in operation and
permanently sightly.
Write us for the catalogs.

The O. M. Edwards Co., Inc.

Window fixtures

Top, bottom and side weathe

Metal Sash and Mouldings

C* \T ~%T Metal Extension Platform Trap Doors

stripping .^"VTi! C 11 Q f* l\l V All-Metal Sash Balances and Shade Rollers

>**J XO.V.UOV;, ±1* X. Railway Devices

Auditing Expenses are Lower

Write for the Illustrated

Book '■'■Earnings Per

Passenger Mile."

Because the complete record afforded by the
Bonham Traffic Recorder needs no compilation
or checking. It is ready to be placed on your
company's books.

BONHAM Traffic Recorders

The Bonham Recorder not only records cash
but it keeps tab on passenger-mileage — the unit
needed in computing operating costs and
earnings.

THE BONHAM RECORDER CO.

Hamilton, Ohio, U. S. A.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Each Part Has a Real Purpose
in EARLL

Catchers

and
Retrievers

A watch that counts split seconds has
more parts than one that does not.

As fractions of a second count in re-
trieving, the back of an Earll retriever
has twelve teeth, not one, two or four.

That's one reason why it's a lot more
effective in avoiding line trouble and car
delays.

It's because the retriever gets busy "in
one-twelfth of a revolution of the drum.

Just one advantage of Earll Retriev-
ers.

Centrifugal — -
Pawl Spring

C. I. EARLL

Offices : 1 1 Broadway, N. Y. Factory : York, Pa.
W. R. KERSCHNER CO., Inc.

Eastern Sales Agents, 50 Church Street, New York

The John S. Black Co. Brown & Hall

New Orleans, La. St. Louis, Mo.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

The St. Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St. Louis

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

Macdonald Ticket Box

Makes Dubious Tear-Of fs

Impossible

Did the passenger get a 35 cent or a 40 cent
ride ; a 50 cent ride or a 55 cent ride ; a 70 cent
ride or a 75 cent ride?

Are you sure that your present duplex re-
ceipt system answers these questions correctly ?

Look at this tear-off of a duplex ticket from
a Macdonald Ticket Box. There is no doubt
what the passenger paid for. The conductor
must turn in the fare between Glen Edith and
Pullman's Siding, for the auditor's stub is
beyond manipulation.

The Macdonald Ticket Box is a mighty
simple device, but it gets the money — for the
company.

The Macdonald Ticket
& Ticket Box Co.

Cleveland, Ohio

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Is Your Trolley Wheel Maintenance Costing You Too Much?

If present conditions continue in the metal market you must save every ounce of metal possible. Save your wheels
by the most rigid system of inspection and careful lubrication. See that their bearings are always in perfect con-
dition. If your grooves wear to one side use a harp which permits quick changing from one end of the car to the
other, or a base that has perfect alignment features.

Bayonet Anti-Friction Base has all
wearing parts bushed.
Self-Lubricating. Non-Breakable,
Poles Changed in One Minute.

' Ji &mP

ONLY TWENTY SECONDS AND YOUR HANDS ARE
REQUIRED TO CHANGE A HARP HEAD AND WHEEL

if you use BAYONET HARP AND BASES. All repair work, lubricat-
ing and aligning done at the work bench, the only place it can be done
right. Perfect alignment and lubrication saves wheels. Trolley axles
have extra long bearings and are held more firmly than any other harp
on the market. This feature with the extra large contact washers insures
a true running wheel and perfect conductivity. We have the evidence
that WHEELS IN BAYONET HARPS WEAR A THIRD LONGER
than in other harps.

You can get the evidence in your own service by 60 DAYS' TRIAL.
It costs you nothing if we don't make good.

Bayonet Trolley Harp Co.

Springfield, Ohio, U. S. A.

Keep Cars Natty
with

BAYONNE
ROOFING

When the East Liverpool Traction & Light
Company wanted to rehabilitate its cars it
applied Bayonne roofing.

There's a special satisfaction in using Bay-
onne treated roofing for repairs and mainte-
nance. It helps to spruce up the cars and puts
off the next roof overhauling for a long, long
time.

Bayonne treated roofing is as different from
ordinary roofing as plain wood is from creo-

soted. It is a specially prepared canvas upon
which dampness, snow, oil and dirt and the hot
rays of the sun have little effect. It adds life
to the car and cuts maintenance costs.

Apply it to old cars as well as new. Write
for literature.

Wide Cotton Duck — Largest stock and as-
sortment in United States. Also headquarters
for cheesecloth and bunting.

JOHN BOYLE & CO., INC.

112-114 Duane Street New York City 70-72 Reade Street

Branch House, 202-204 Market St., St. Louis, Mo.

June 3; 1916]

ELECTRIC RAILWAY JOURNAL

Pisa

in the Congo means gilt edge security.

Wives to them represent the best security
in which a man can invest his wealth.

Pigs, goats and fouls may die, crops may
go wrong but he can't lose money in a
wife.

If she dies he gets his money back from
her family or another wife from the same
family.

He can't lose any more than can a rail-
way lose by purchasing Morganite carbon
brushes.

Morgan engineers go to a road and say
in effect : "We will prescribe a Morganite
brush that will cut your brush bills— if we
don't cut them we lose — if we do cut them
you gain.

Could any proposition be any more gilt
edge?

The Morganite brush is a security with
big investment yield.

Don't speculate in brushes.

Factory, Brooklyn, N. Y.
AGENTS:

Lewis & Roth Co., 312 Denckla Bldg., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.

St. Louis, Mo.

Herzog Electric & Eng'g Co., 150 Steuart St.,

San Francisco, Cal.

Just Off the Press—

Value for
Rate-Making

By HENRY FLOY

Consulting Engineer, Author of
"Valuation of Public Utility Properties"

326 pages, 6 x o, illustrated, $4.00 (17s) net,
postpaid

THIS is the first book on the general
subject — What is the proper basis for
rate-making? It is of timely im-
portance to every one interested in the
. subject. „

Mr. Floy attempts to emphasize in this
book at least three principles that seem to
him to be essential in determining the fair
value for use in fixing rates.

Chapter Headings

I. Introduction. • II. Definitions. III. Funda-
mentals in Valuation. IV. Fair Value for Rate-
Making. V. Cost of Reproduction. VI. Land,
Paving and Water Rights. VII. Franchises,
Working Capital and Bond Discounts. VIII. Go-
ing Value. IX. Depreciation.

By the same author

Valuation of Public
Utility Properties

402 pages, 6x9, $5.00 (21 s) net, postpaid.
The theory and basis for appraisals of public
utility properties. Gives definite figures and facts
based on a broad investigation plus a practical
experience. It is the leading, practical, compre-
hensive work.

McGraw-Hill Book Co., Inc.,

239 West 39th Street, New York, V Y.

You may send me on 10 days' approval :
Floy-

.... Value for Rate-making, «4.O0 net.
. . . .Pnblic Utility Properties, $5.00 net.

I agree to pay tor the books or return them 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. or A. E. R. A.

(Address)

Reference • B 6.3

(Not required of subscribers to the Electric Railway Journal or
members of A. I E E. or A. B. R. A. Books sent on approval to
retail customers In the U. S. only.) "^

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

WmAHardy
& Sons Co.

FlTCHbURG

Massachusetts

Flexible Gear; Cover plate removed.

FLEXIBLE GEARS

For Heavy Service

They absorb shocks due to rough track,
brake applications, power applications,
motor characteristics or any other
cause.

They prolong life of bearings, commu-
tators, brushes, brush rigging, armature
windings and insulation, truck framing
and running gear.
The centers, springs, cover plate, etc.,
are permanent and the high grade rims
renewable. All internal wearing parts
case hardened and ground.

They will solve your heavy service gear problem

NUTTALL

PITTSBURGH

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

For High Speed Operation

— Large Diameter Kalamazoo
Trolley Wheels

As a solution to arcing and short wheel life on high
speed electric railway work, two new Kalamazoo
Wheels have been designed.

They are (No. 20) 11^2 inches and (No. 21) 10 inches
in diameter. An ample increase of width, depth of groove
and length of hub insures a well-balanced wheel in
each case.

The patented Kalamazoo Harps have been enlarged
to carry these wheels.

Try several on your lines. Compare their service with
that of smaller wheels.

Write Today.

STAR BRASS WORKS

KALAMAZOO, MICHIGAN

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

This Pin Wasn't Formed
in a Wood Turning Mill!

It's just another example of what can happen
on a truck when you don't use BOYERIZED
case-hardened pins at points of wear.

The circular halftone shows where the pin was
installed in the brake lever of a single truck. The
odd wear of the soft pin was caused by the move-
ments of this lever.

BOYERIZED PINS

wear long and true. They spell safety and econ-
omy insurance of the highest order.

W&z

How can you think of getting
along without these pins, with-
out case-hardened bushings, Stag
manganese center plates and
other long-life truck specialties?

BEMIS CAR TRUCK COMPANY

Springfield, Mass.

Die Boyerized Pin

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Baldwin Passenger Trucks

The Baldwin Class "A"
truck is recommended for
interurban passenger serv-
ice. This example was
built for the St. Paul
Southern Electric Ry.

For high-speed limited
service, use the Baldwin
Class "AA". On the Michi-
gan Ry. Co's. lines, trucks as
illustrated are used at speeds
up to 80 miles per hour.

THE BALDWIN LOCOMOTIVE WORKS

Philadelphia, Pa.

REPRESENTED BY

Charles Rlddell, 625 Railway Exchange, Chicago, III.

C. H. Peterson, 1210 Boatmen's Bank Bldg., St. Louis, Mo.

F. W. Weston, 120 Broadway, New York, N. Y.

J. A. Hanr

George F. Jones, 407 Travelers' Building, Richmond, Va.
A. Wm. Hlnger, 722 Spalding Building, Portland, Ore.
Williams, Dlmond & Co., 310 Sansome St., San Francisco, Cat.
Nlles, Ohio

TAYLOR MAXIMUM TRACTION TRUCK

12 Facts regarding " Taylor-made " Trucks

ABSOLUTELY SAFE
RIDE LIKE PULLMANS
SIMPLE IN CONSTRUCTION
REDUCE WEAR OF MOTORS
WILL INCREASE DIVIDENDS
REDUCE COST OF MAINTENANCE

SAVE POWER
SAVE ROAD BED
LIGHT IN WEIGHT
OVERCOME FLANGE WEAR
BRAKES DO NOT CHATTER
PREVENT SIDE OSCILLATION OF CAf

TAYLOR ELECTRIC TRUCK CO.

SPECIFICATIONS ON REQUEST

Established 1892

TROY, N. Y.

SEND FOR PORT-FOLIO

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Jewett
Steel
Cars

Represent highest
class workmanship
from a thoroughly
modern plant.
Let us figure on
your new equip-
ment.

The Jewett

Car Company

Newark, Ohio

Makers of Carbons for Electrical Purposes for the Past Twenty-Five Years
Carbon Electrodes Motor and Generator Brushes Battery Carbons

The Plant Behind the Speer Brush
Speer Carbon Co. Dept. "J". St. Marys, Pa.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Part of an installation of 1000

Bates One-Piecs Steel Trolley

Poles on thi Dss Moines City

Railway.

Bates

One -Piece

Steel Trolley Poles

Have no joints, no rivets, no
bolts, have greater strength,
cost much less, look better, and

last longer.

Bates Expanded
Steel Truss Company

210 S. La Salle St., CHICAGO

Protection

in a maximum degree
to the insulation of
lead-covered cables
against moisture, etc.,
is a condition preced-
ent to uninterrupted
service. T h e cable
ends require the same
degree of protection
as the joints in the
manholes.

STANDARD

D. O. A. and D. S. Cable
Terminals

provide the greatest degree of protection and ease of
installation at a reasonable price. Their many ex-
clusive and patented features have been developed dur-
ing our 34 years' experience in the manufacture and
installation of lead-covered cables of all kinds.

Bulletins No. 700 and 710 give valuable engineering
data about terminal installation.

Write our nearest office.

Standard Underground Cable
Company

Pittsburgh, Pa.

Boston Atlanta

New York Pittsburgh

Philadelphia Cleveland

San Francisco

Chicago Los Angeles

Detroit Seattle

St. Louis Salt Lake City

A Perfect Mechanical
and Electrical Union

The terrific grip of the contracting contact
cones within Frankel Solderless Connectors
clamps onto the conductor ends with a "bite" that
insures not only maximum mechanical strength
but perfect electrical continuity.

FRANKEL
Solderless Connectors

are absolutely dependable — use them for any cable
or wire splicing service.

Their improved, simplified construction makes
them easy to use. Approved by the Underwriters.
Get details and prices.

Frankel Connector Co., Inc.

l77'l79 Hudson St., New York

-A

Elasticity

of the individual poles
n a transmission line
s of the highest
mportance. Both our

"A" Frame

and
Laced Channel 1 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 Manufacture
of Wire Supporting
Structures Exclusively

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

THE LINDSLEY BROTHERS CO.

Western "Good PoleS Qllick" Northern

Quick Shipments
Minneapolis Yard

Minneapolis
Spokane - St. Louis

Butt Treating
Open Tank and
'Hot and Cold" Procea

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 alt communications to Office, Calveston, Texas
Works: Beaumont, Texas Texarkana, Texas

THE
CELEBRATED

' ' "4* ' i ♦

TRENTON TROLLEY

J p

WAGON

%' m

J.R.MCCARDELL&CO.

!Wi iSp

Patentees and
Sole Manufacturers

TRENTON, N. J.

CORRESPONDENCE
SOLICITED

\ \ /."'JPI. -^

it meets every requirement

t^T <|

Grade One

Liquid

Creosote Oil

CUTS WOOD

PRESERVING BILLS

IN HALF

Write for booklet

NEW YORK
Branches in Principal Cities

LETTENEY IS LASTING

1867 E.gflJi 1916

Anthracene Oil (
Highest Quality,
THE NORTHEASTEE

. . Carloads or less

PRESERVATIVE1! Shipped promptly.

BOSTON, MASS.

Prolong the Life of Poles -

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.

FEDERAL SIGNAL CO.

Manufacturers ) ( Automatic "1
Engineers > for < Signaling }• either
Contractors j ( Interlocking J

No Interlocking Switches Are Safe Without
Federal Switch Guards

MAIN OFFICE and WORKS - - ALBANY

fA.C.

i or
ID.C.

N.Y.

52 Vanderbilt Avenue, New York Monadnock Block,
118-130 New Montgomery St., San Francisco, Cal

Chicago

POLES

PILING

We brag about the SERVICE we give

B. J. CARNEY & CO.

F. B. BRANDE, Manager M. P. FLANNERY, Manager

19 Broad Street, Grinnell, la. SPokane, Wash.

Commit us to memory

Chapman

Automatic Signals

Charles N. Wood Co., Boston

TOOLS

for all classes of electrical construction and repair

work. Write for catalog.
Mathias Klein & Sons c*n" * -I***™ Chicago

The New Drew Cable Insulator and Splicing Sleeve
is only one of many of our
economy device*.

Write for 200-page illustrated catalog
Drew Electric & Mfg. Co., 1016 E. Mich. St., Indianapolis, lnd.

Ramapo Iron Works

Automatic Switch Stands,
T-Rail Special Work,
Manganese Construction,
Crossings, Switches, Etc.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

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

fyacrtcVLct^

For Long and Eco-
nomical Service and
Reliability Under All
Conditions.

"They Keep Their
Troubles to Them-
selves."

We can deliver all
types and sizes on
short notice.

Write for Bulletins
ERJ 204 and 205.

They are full of val-
uable trans former

THE

PACKARD ELECTRIC CO.
WARREN, OHIO

New Orleans

and San Francisco
Post Glover Electric Co., Cincinnati, Olii.
II. I. Sackett Electric Company. Buffalo.
Electric Service Supplies Co.. rhiiudclph

and Boston
Braid Electric Co., Nashville, Tenn.
N. L. Walker, Raleigh, N. C.

No. 72—10000

An Assurance of Uninterrupted Service

is best secured by a careful selection of the transmission
line insulators. 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 de-
sign. 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 1 _ . , ,,
Incorporated 1870 / Covington, hy.

Factories: MUNCIE, INDIANA

No. 20—5000 Volts

ALUMINUM

Railway Feeders

Aluminum feeders are less
weight of copper feeders
conductivity and strength,
cable is required, high-grade
anteed. Write for prices a

full informatii

Aluminum Company of America

Pittsburgh, Pa.

RDEBL1ND

utomobile Starter Cables
utomobile Charg"
Automobile Ignltii

Copper Wire, Bare
Cambric Cables
Fixture Wire

Fire and Weatherproof Wire

Field Coils

Lamp Cord

Moying Picture Cord

Mining Machine Cables

Magnet Wire

Power Cable, Rubber Insulated

Power Cable, Cambric Insulated

Power Cable, Paper Insulated

Slow Burning Wire

Telephone Cable, Paper Insulation

'ivi.'pli.mo Cable, ~

Rubber Insulation

Weatherproof Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

ELECTRIC RAILWAY JOURNAL

IJUNE 3, 1916

You Hesitate

before a flashing sign be-
cause it is dazzling and
sudden — that is why

You Stop

when you see the word
"Danger" flashing and hear
the insistent bell of the

Nachod

Crossing Signal

On your
that

m line let us prove

Nachod Spells Safety

Write us regarding Signals,
Trolley Contactors, Headway
Recorders and Automatic Sta-
tion Lighting.

Nachod Signal Co., Inc.

4771 Louisville Avenue
Louisville, Ky.

Post and Pole Erection

Simplified By Using

Red Cross

EXPLOSIVES

Blasting the ground before setting your poles and
posts cuts the labor cost fifty per cent.
When installing railway, telephone, or power
lines, crossing warnings or signal systems
DU PONT EXPLOSIVES facilitate the erec-
tion work, with great saving in time and money.

Speed up the gang, make and keep your line
service perfect by securely planting your poles
in blasted holes. All soils or rock formations
yield to Red Cross Explosives.

Send for Our Free Booklet, "Blasting Pole
and Post Holes" No. 24.

E I. du Pont de Nemours & Co.

Established 1862
Wilmington, Delaware

Insulation Insurance

You can't get better insurance against burnouts or premature
death of your equipment and lines than to insulate with the
following well known products.

Write for "Bulletins

MienNITE EMPIRE LINOTflPE KftBLflK

0m&

Commutator Insulators,
Tubes, Washers, Rings,
Segments, Sheets, Tapes,
etc., made of imported mica

puncture voltage, long 1

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.

New York
S Church St.

Miea INSULATOR 6©

Mie©

Untreated insulating fab-
rics, Papers, Fibres, Linen
Tapes, Sleeves, Shellacs.
Cements and Varnishes

etlicaqo
• 542 So. Dearborn St.

The Rail Joint Company

61 Broadway, New York City

100% Rail Joint

Makers of Continuous, Weber, Wolhaupter and

ioo% Rail Joints
Standard — Insulated — Step — Frog and Switch
Protected by Patents
Grand Prize, San Francisco, 1915 4

"WHALEBONE"

Fibre Track Insulation

DIAMOND STATE FIBRE CO.
Ismere, Del. Bridgeport, Penna. Chicago, 111.

SPECIAL TRACK WORK
For ELECTRIC RAILWAYS

THE AMERICAN f|w?tchd CO.

HAMILTON, OHIO

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & "Wire Company

Chicago New York Cleveland Pittsburgh Worcester Denver

Export Representative: U. S. Steel Products Co., New York
Pacific Coast Representative : U. S. Steel Products Co.

HIGHEST

QUALITY

TRACK SPECIAL WORK

«4ls^B

^0m

IP5

MAKE THIS

GRADE ONLY

CLEVELAND FROG & CROSSING CO.

CLEVELAND, OHIO

The Department of
Public Works

BUREAU OF
STREETS

— of one of America's
Greatest Cities, writing
over the signature of the
Superintendent of Streets,*
says regarding our
"ACME" (Nestable) Cor-
rugated anti-corrosive No-
Co-Ro Metal Culverts:
"Your 'ACME' (Nestable) Culverts are giving com-
plete satisfaction. Our Construction Foreman ad-
vises me that the Nestable feature of these culverts
makes them very easy to handle, as they have to
be taken out some distance from the city freight
depot to the points of installation. Our water-boys
set them up with no difficulty. Aside from this
feature of being easy to handle, they are giving as
good service as the Riveted types. We have some
of your 'IMPERIAL' RIVETED pipe in service,
but think we are inclined to favor the 'ACME'
(Nestable) type of construction."

♦(References in detail to inquirers properly in-
terested.)

Our prices are right. Write for our Catalog "G-3"
while this culvert matter is fresh in your mind.

The Gmston Culvert6Silo($k

Manufacturers

&nton,Ohio. U.S A.

New York Switch and Crossing Co.

Hoboken, N. J.

Special Track Work

Manganese Steel and Hard Center Frogs
Switches Mates Crossings

MANGANESE STEEL TRACK WORK

FROGS— CROSSINGS— SWITCHES, &c.

St. Louis Steel Foundry, 1560 Kienlen St., St. Louis, Mo.

Owned and operated by Curtis 4 Co. Mfg. Co., St. Louis. i

Kilby Frog & Switch Co.

BIRMINGHAM, ALA.
Tongue Switches, Mates, Frogs, Curves and
Special Work of all kinds for Street Railways.

[RAILWAY UTILITY CO~

Sole Manufacturer*

"Honeycomb" and "Round Jet" Ventilators

for Monitor and Arch Roof Cars, and all classes of buildings.; also

Electric Thermometer Control

of Car Temperatures.
721W.FULTONST. Writefor 1328 BROADWAY
Chicago, III. Catalogue New York, N, Y.

/CONSERVES energy
*"* and triples the steam-
ing capacity of your
boilers. Write for Cat-
alog "C."

MURPHY IRON \I/ORKS
Detroit, »Mich. "U.S.A.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

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 zvhich contains Circuit Breaker data for

every Service

The Cutter Company

8507 Philadelphia

Does Your Plant
Measure Up to Its Load?

If you are forced to keep two or three
extra boilers under steam, ready to help
carry your peaks, there is probably scale
in your boilers, and they are not steaming
freely.

DEARBORN TREATMENT

will remove this and likely enable you
to get enough steam from your regular
boilers to meet and carry your peaks, and
at the same time greatly reduce your fuel
consumption.

Dearborn Treatment is made to suit
water conditions at each plant. Send
gallon of water for analysis.

Dearborn Chemical Company

McCormick Building, Chicago

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Clear and Black Air Drying Insulating Varnishes

Clear and Black Baking Insulating Varnishes

Oil Proof Finishing Varnishes

Impregnating Compounds

~---elg

THE STERLING VARNISH COMPANY
PITTSBURGH, PENNA.

Manchester, England

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 Emergency
Jack No. 239 Special

The Buckeye
Jack Mfg. Co.

Alliance. Ohio

FOSTER SUPERHEATERS

Greatly Increase

Efficiency and Power of

Steam Turbines.

POWER SPECIALTY CO.

Trinity Building, 111 Broadway
NEW YORK

IKCU are the Standard TAPES

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway. New York, V. S. A.

The MODERN WAY of handling ASHES:

GECO Pneumatic Ashhandling Systems

GECO Steam Jet Ash Conveyors

GREEN ENGINEERING CO.

East Chicago, Indiana

Catalogue 8 — GECO Pneumatic Ash Handling
Systei

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

^-~ziz*§K

U: tV '< It'll j Hi IffiMdiyl

Hie- -*.■< - .<'' •" .'v r **4r=

SKIP
HOIST

FOR

ASHES

Cheapest to in-
stall, operate and
maintain.

Not affected by
heat, grit or
water.

Can be operated
by a common la-
borer.

High capacity — High Lift
Low Power Consumption

Write for catalog No. 20 showing all modern
coal and ash handling systems.

R. H. BEAUMONT CO.

Ill So. 5th St., PHILADELPHIA

SAFETY

For Protection Always

But we have made

TRADE MARK

GAS
CYLINDER OIL

The most popular

POWER-HOUSE
WORDS

because they carry

SAFETY

BORNE, SCRYMSER COMPANY

80 SOUTH STREET, NEW YORK

The Babcock & Wilcox Company

85 Liberty Street, New York

WATER TUBE STEAM BOILERS

Steam Superheaters

Mechanical Stokers

Works BARBERTON, OHIO— BAYONNE, N. J.

tsusiuiN, ja reaerai at.
CHICAGO, Marquette Building.
CINCINNATI, Traction Buildin

BRANCH OFFICES:

HAVANA, CUBA, Salle de Aguiar 104.
HOUSTON, TEX.. Southern Pacific Bldg.
LOS ANGELES, I. N. Van Nuys Bldg.
NEW ORLEANS, 533 Baronne St.
PHILADELPHIA, North American Building.
PITTSBURGH, Farmers' Deposit Bank Bldg.

SALT LAKE CITY, 705-6 Reams Bldg.
SAN FRANCISCO, Sheldon Bldg.
SAN TUAN, Porto Rico, Royal Bank Bldg
SEATTLE, Mutual Life Building.
TUCSON, ARIZONA, Santa Rita Hotel

A. G. E. LABOR SAVING MACHINES

For Armature Banding

ion Pulling, Commutatoi

ture Buggies and A:

Winding
ng and Pi

> Removing Machines
Manufactured by

AMERICAN GENERAL ENGINEERING CO.

253 Broadway, New York, U. S. A.

Many Railway Companies

have promoted cleanliness and sanitation
among their conductors, motormen, office and
repair shop employees by Installing a safe
and convenient equipment of

JERGEH'S pTEEL*[aCKIlg

They are fire retardant and proof against
rodents, vermin and petty theft. Strongly
constructed on the unit principle, they give
great flexibility of arrangement and require
small floor space. Attractive In appearance,
reasonable In cost, they give a lifetime of

Send for Folder Y. E. J.

The Berger Mfg. Co.

Canton, Ohio

Branches : — Boston New York Philadelphia
Chicago St. Lonls Minneapolis San Francisco

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

For All Electrical Service Use
P & B Varnishes, Insulating
Compound, and Weatherproof
Insulating Tape

There's thirty-two years of experience be-
hind products bearing the P & B trade mark.

«# U.S.Pat

Write for booklets describing P & B
products for electric railways

The Standard Paint Company

Woolworth Building, New York
Boston Chicago Denver

Our forty years of
successful punch making
are well demonstrated in
the perfection of our
product, which is Stan-
dard throughout the

Tl '
the

cause th
est and easiest,
most economical because
they wear longest.

Let us show you WHY.
Punchmakers since '72.

R. Woodman Mfg. &
Supply Co.

82 Sudbury St., Boston,

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITE FOR THERMOSTATIC CONTROL INFORMATION

ELECTRIC HEATERS Cut In-

stallation and Maintenance Charge.

VENTILATORS Also Ventilate in
Stormy Weather.

THERMOSTATS Save Current.

ORIGINATED the Use of NON-
CORROSIVE Wire for Electric
Car Heaters.

GOLD

LET US FIGURE ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PI., New York

.^1 H

^fH

KlNNEAR

Steel and Wood
Rolling Doors

For Car Houses and Power Houses

Write for new Catalog "M" and Booklet
"Car House Doors."

The Kinnear Mfg.Co.,Columbus,0.

If it's a Tape

or Webbing You Want

-Put

it up to US

No matter what kind of electri-

k ca

tape or webbing you need,

■

V we

make it — in all weights,

9 widths and textures. Get the

B Hope Sample Book and solve

r '

your webbing problems.

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.,

71891

1124 Pine St., St. Louis. '

Anchor Webbing Co.

Mill & Office, Woonsocket, R. I.
Representatives! Chla

Tapes and Webbings

are produced accord-
ing to the specifica-
tions laid down by
Railway Motor Man-
ufacturers. Popular
with manufacturers
of motors because al-
ways right as to width
and thickness o f
material, breaking
strength, yarns, warp
ends, and other stand-
ard requirements. The
prices and material in-
variably satisfactory.

■ "-■> resen tnti vent Cnlcago

St. Louis — Brown & Hall, 620 Central Nat. Bk.

Ohio— H. S. Mueller, 423 High Ave., S. E.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Johnson Registering
Fare Boxes

used in connection with the
car register increase receipts
$1.00 per car, per day, counts
metal tickets the same as cash
thus giving a positive check on
all class of .fares.

WRITE FOR NEW BOOKLET

JOHNSON FARE BOX COMPANY

TICKETS

as well as
CASH FARES

Try these boxes on your one-
man cars

Cleveland Fare Box Co.

CLEVELAND, OHIO

N0.IO8-AX

Stationary

Seat

Lighter in weight than
ever before, and yet
stronger and more com-
pact.
Rigid Pressed Steel Frame
supporting the cushion and
the back, upholstered in
Rattan,
type of Shaped Cushion and Back, conforms to
the lines of the human body in a comfortable sitting
posture, affording as much solid comfort and durability
as the more elaborate and expensive types of seats.

Handsome and correct appearance is assured when
this seat is placed in the car. by uniformity resulting
from its proportionate outlines.

Greatly increases the seating capacity of car, as seats
may be placed in closer centers, though still giving as
much room as before.

Hale & Kilburn Diagonal Corner Grip Handle offers
the best support to the standing passenger, and dis-
- — erhanging straps and rails.

N.-v

Hale and Kilburn Co.

Philadelphia New York Chicago

Washington San Francisco

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

Armature and Field Coils — Armatures Rewound

Prompt Service

THE COIL MFC;. & REPAIR CO., < l.l-.V 1 1 WD, OHIO

GRAPHIC METERS

219 E.

South T"e

Street

"The Meter with a Record.'

EsterlinE

Indian-

Co. apolla,

Indiana

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.

-MBBT^ Sue the Crank of the

a. .CREAGHEAD DESTINATION SIGN

!^^"*yla^k By means of it, conductor or motorman
^*r*IT ^^^ar-- can change sign without leaving platform.
» Jim All that has to be done is to turn the
»|B*» crank. Better investigate.

jpr6"1*^ CREAGHEAD ENGINEERING CO., CINCINNATI. 0.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

The Severest Test

of all — the test of actual service — has
been applied to "Straight Push" Sash Op-
erators by electric railways all over the
United States, some of them near you.

Send for names of nearby installations.
THE G. DROUVE CO., Bridgeport, Conn.

ENCLOSED A fuse is a small
17TTCT7C article when com-

*uai^ pared with the

apparatus it protects, but on its
performance depends the safety
of this apparatus. The impor-
tance of reliable fuses is evident.
"Union" fuses will give you good
service.

NEW ^e have just is-

<TTXTir»XT» sued our No- 28

UJN1UJN catalog, which

CATALOG combines the

former Fuse and

Box catalogs. It contains much

valuable reference information,

also complete descriptions of

fuses for railway service.

Write for a copy.

5 AMER. RY. SUPPLY CO

Get Our
Price Lists on

BADGES and

PUNCHES

AMERICAN RAILWAY SUPPLY CO., 134-136 Charles St., NEW YORK

The Best Shade Rollers For Cars

CIAL shade rollers for ears, that will last and give satisfae-
>n for years, and yet cost but little more than the poorest
id buy, are made by the Stewart Hartshorn Co., B. Newark,
This company is by far the largest shade roller manufacturer
the world. It Is able to^glve high quality at lower prices because

Write for
always protected when
you buy shade rollers,
If they bear the signature.

d&<*»*S&i+£&r*v-

THE PETER SMITH HEATER COMPANY

1759 Mt. Elliott Ave., Detroit. Mich.

THERAILWKySuPPLY&CuRTAING).

CHICAGO

CAR CURTAINS & FIXTURES
make FOR ALL PURPOSES

BTEHsET catalogue on request

Ventilation — San itation — Economy — Safety

All

THE COOPER FORGED VENTILATION HOT AIR HEATER

Patented September 10, 1913. Ask for the full ttory.

We Also Manufacture Pressed Steel Hot Water Heaters
THE COOPER HEATER CO., CARLISLE, PA.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Hensley No. 14 Trolley Wheel

Many trolley wheels can scarcely go one day
without lubrication. The number of days that the
Xo. 14 Hensley Trolley Wheel will go without lu-
brication are too numerous to keep track of. Its
cavity will hold twice as much lubricant as any
other wheel. The lubricant being force-fed reduces
friction and consequent slippage to a minimum,
giving maximum mileage without undue wear on
the wire. A 2%" contact surface and a %" groove
insure steady and uniform current collection. The
Xo. 14 Hensley Trolley Wheel is built for heavy
work though it weighs but 3% lb.

We make a try-out easy. Just write.

Hensley Trolley & Mfg. Co.

Detroit, Michigan

E.GXong Conwaxvy

EDWARD H. MAYS, President

Offices, 50 Church Street, New York

PRINGS
^^ASTINGS
^^|j=*ORGING<S

Peckham Truck Parts
Diamond Truck Parts

Car and Truck Accessories

ELECTRICAL REPRESENTATIVES
Union Spring & Mfg. Co.

Leaf and Coil Springs
MCB Pressed Steel Journal Box Covert

Wheel Condition No. 1

When only the
inner portion of
the tread needs
grinding — here's
the style of

Pat. May 31, 1898 ; Sept. I,
1903; Aug. 2, 1904; Dec.
29, 1908; June 15, 1909; April 21, 1914.

WHEEL TRUING BRAKE SHOE

that will correct the difficulty without removing the car from service.
We have a shoe to fit ?.ny style of head any sized wheel.

Wheel Truing BraKe Shoe Co.

DETROIT MICHIGAN

UNION SPRING & MFG. GO.

SPRINGS

Coil and Elliptic

M. C. B. Pressed Steel Journal Box Lids

General Office: First Nat'l Bank Bldg.

PITTSBURGH, PA.

Works: New Kensington, Pa.

60 Church St., New York. 1204 Fisher Bldg., Chicago, III.
Missouri Trust Bldg., St. Louis, Mo.

MASON SAFETY TREADS— prevent slipping and thus obviate
KARBOLITH CAR FLOORING— for steel ears Is sanitary,

Lowell, Mass.

delphla, Kansas City, Cleveland,

The "TH^cap^Exioe" Battery

for

STORAGE BATTERY STREET CARS
j^El^CTTUCSTOM^BfVlTERYCa

PHILADELPHIA

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturers of the

ECLIPSE LIFE GUARD ECLIPSE WHEELGUABD

ECLIPSE TROLLEY RETRIEVER ACME FENDER

Samson Bell and Register Cord

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

[SEARCHLIGHT SECTION *" ' JB

FOR SALE

INTERURBAN CARS

3 51 -ft. Combination

8— Brill fourteen bench open cars, West. 56 Motors, Brill 22-E

Passenger — Smoking — Baggage

40 — Brill ten bench open cars, West. 68 Motors, Peckham Trucks.
16 — 42' Interurban Cars, Baldwin Trucks, 4 West. 121 Motors.
25— Brill 20' Closed Cars, 2 West. 56 Motors, Brill 22-E Trucks.

•

40— Brill 20' Closed Cars, G.E. 1000 Motors, Peckham Trucks.
6 — Brill 30' Express Cars complete, 4 G.E. 1000 Motors, Brill

^^ "'*"' "^

27-G Trucks, AA-1 Air Brakes.

30 — G.E. 90 Railway Motors complete.

20 — G.E. 73 Railway Motors complete.

40— G.E. 1000 Railway Motors complete.

20 — G.E. 800 Railway Motors complete.
18— G.E. 87 Railway Motors complete.

18— G.E. 57 Railway Motors complete. Form H.

12— G.E. 57 Railway Motors complete. Form A.

22 — West. 12A Railway Motors complete.
12— West. 38B Railway Motors complete.

10— West. 112 Railway Motors complete.
18 — West. 101-B-2 Armatures, Brand New.

Built 1911—FINE CONDITION

6 — West. 93-A-2 Armatures, Brand New.

2 — West. 93 Armatures, Brand New.

Westinghouse 316 motors, "HL" control, M.C.B.

4 — G.E. 87 Armatures, Brand New.

Radial couplers; air brakes; Brill No. 27 M.C.B.

3 — G.E. 73-C Armatures, Brand New.

trucks.

6 — G.E. 67 Armatures, Brand New.

12 — G.E. 57 Armatures, secondhand, two turn.
14 — West. 56 Armatures, second-hand.

2 13-BENCH M. C. B.

12— K28B Controllers.

52-ft. OPEN TRAILERS

22— Kll Controllers.

12— K14 Controllers.

(Only made 50 miles)

6— Brill 21-E Trucks, 7' 6" and 8' wheel base.

Brill M.C.B. No. 1 Trucks. M.C.B. Radial

All of the above Apparatus is in first class condition

Couplers

for immediate service

^flHUMMrTlflPff IMMEDIATE

For further particulars apply to

W. R. KERSCHNER COMPANY, Inc.

/^*£2?*"*^? DELIVERY

50 Church Street, New York City

THIS IS ONLY ONE OF MANY BARGAINS

ARCHER & BALDWIN

MACGOVERN & COMPANY, Inc.

114-118 Liberty Street New York City

FRANK MACGOVERN, Pres. & Gen. Mgr.

TELEPHONE 4337-4338 RECTOR

114 LIBERTY STREET NEW YORK CITY

BOILERS

FOR QUICK SALE

Steam and

3—325 H.P. B. & W. Water Tube Boilers, steel

Electrical Machinery

header type, good for 150 lbs. pressure.

Instant shipment.

Air Compressors, Pumps, Hoists, etc.

Price $5.00 per H.P. f.o.b. cars.

CARS FOR SALE

OPEN and CLOSED
MOTOR and TRAIL

Write for Price and Full Particulars to

ELECTRIC EQUIPMENT CO.

Commonwealth Bldg. Philadelphia, Pa.

COMPLETE ARMATURES FOR SALE

FOR ALL THE STANDARD
STREET RAILWAY MOTORS

GET OUR PRICE WE CAN SAVE YOU MONEY

America's Createst Ropalr Works

CLEVELAND ARMATURE WORKS, Cleveland, 0.

WANTED

We own and control the patents and manufacture of a safety
first electric industrial and mining railway appliance, very superior
to a third rail or overhead trolley. It has just been installed in
five of the largest steel plants, one mine, a coke company and
on the dock of a prominent railroad. We want the co-operation
of high grade sales engineers or individuals, capable of managing
and handling specified territory in the United States and Canada.
Box 1080, Elec. Ry. Jour., Real Estate Trust Bldg., Philadel-
phia, Pa.

When writing to Advertisers in this publication

you will confer a favor on both publisher and

advertiser by mentioning the

Electric Railway Journal

June

ELECTRIC RAILWAY JOURNAL

Ckdt uaiLx 'Ycutt* utto Oxt SiQridxlLakt

Under "Positions Wanted," including Salesmen
looking for new connections, Evening Work
Wanted, Side Line Wanted, etc., undisplayed
advertisements cost two cents a word, minimum
charge 50 cents an insertion, payable in ad-
vance.

Under " Positions Vacant," including Agents
and Agencies Wanted, Representatives Wanted,
Salesmen Wanted, Partners Wanted, Desk
Room Wanted or For Rent, Business Oppor-
tunities, Employment Agencies, and Miscel-

ADVERTIS1NG RATES

laneous For Sale, For Rent, and Want ads;
also Auction Notices, Receivers' Sales, Ma-
chinery and Plants For Sale or Wanted (with
one line of display heading), undisplayed
advertisements cost three cents a word, mini-
mum charge $1.50 i

If replies are in care of any of our offices, allow
five words for the address.

All advertisements for bids (Proposals) cost
$2.40 an inch.

ADVERTISEMENTS IN DISPLAY TYPE

cost as follows for single
Ap.(IHi3Him.) $5.00

lin.(l«2Ain..;
4 inches (4x2& i
8 inches (8x2 A:

I5inches

:hes ...$80.00

S.fjli)
ll.oil

In replying to advertisements, do NOT e
may want returned. Advertisements for men often produ
ployer can be expected to read ail of these carefully and return the papers <

- experience and qualifications in as concise

that the readers can wire direct and get quick replies. We advise also that you state in your advertise-
ment the present location of plant that is offered for sale, or point of delivery provided you are in the
market for equipment.

MP-
8p.(19^i3H«5x7iro.)...

I paged 0^x7 h

For space to be used within one year, to be divided to
suit requirements of advertiser, provided some space is
used in each issue following first insertion:

■pages JSOapage $l8pages 56ap.ge

3 pages 72 a page 26 pages 53 a page

opages 64apage 40 pages 52 a page

I2pages 58apage 52 pages 50 a page

Dr photographs that you
applications of those in

Armature Coil Taping
Machine

coils for Westinghouse
12A Armature in an
hour. Further par-
ticulars gladly fur-

Geo. M. Griswold Machine Ca

New Haven, Conn.

MISCELLANEOUS WANTS

T Rail Wanted

One and one-half miles of Shanghai T Rail
wanted for delivery in July or August. T. M.
Ellis, care Beloit Traction Co., N. 2nd St.
Road, Rockford, 111.

Generator Sets Wanted At Once

2 motor generator sets, 200 to 400 K.W., D.C.
generator. 500-600 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines that could
be used with a flexible coupling would be ac-

Kingston, Portsmouth & Cataraqui

Electric Railway Co.

Kingston Ont., Can.

MISCELLANEOUS WANTS

Bridge Wanted

Must be single thru truss span of from 206 to
215 feet in length. Send full particulars as
to loading specifications with prints and quote
price. Union Traction Company of Indiana,

POSITIONS WANTED

ACCOUNTANT, age 25, married, graduate of
high school and business course, five years
experience in steam and electric railway of
fices, desires position as auditor receipts o:
traveling auditor with good prospect for ad
vancement. Have good references. Box 948
Elec. Ry. Jour.

ELECTRICAL engineer open for position as
Master Mechanic; age 30, six years' experi-
ence, maintenance, rebuilding design, costs,
shop management, etc. Best of references.
BOX 1078, Elec. Ry. Jour.

FOREMAN— Position wanted as shop and car-
house foreman, 14 years' practical experience.
Strictly sober and reliable. Box 1089, Elec.
Ry. Jour., Real Estate Trust Bldg., Phila., Pa.

POSITIONS WANTED

MAN with 10 years' experience
and power station work want
superintendent of a small electi

., Chicago,

tnc ring sys
570 Old Co

.MASTER mechanic. Have had 20 years' ex-
perience as such in city and interurban rail-
way shops. Can keep things up and get re-
sults. A hustler for work. Box 1081, Elec.
Ry. Jour.

YOUNG man with good experience desires posi-
tion as master mechanic of electric road.
Box 1068, Elec. Ry. Jour., 1570 Old Colony
Bldg., Chicago, 111.

POSITIONS VACANT

AUDITOR, man between 28 and 35 years old
to take charge of Accounting Department of
an Electric Light and Power Company in
Western part of New York State. Give ex-
perience, references, character, etc., and
salary desired. Address Box 1083, Elec. Ry.
Jour.

ELECTRICIAN, competent to wind armatures
and take care of over-head work, also repairs
on cars. Married man preferred. Run two
regular cars. Only sober man need apply.
Steady work. State wages. Box 1084, Elec.
Ry. Jour., 1570 Old Colony Bldg., Chicago,

EXPERIENCED

THE ART OF BUYING

is as much a reality as is the Art of Selling. Advertising of the right kind helps the buyer as much as it does the seller.

The Electric Railway Journal Service Department helps advertisers prepare advertising copy of real interest and use
to Journal readers.

The Service Department is ready to serve you, Mr. Manufacturer.

ELECTRIC RAILWAY JOURNAL

239 West 39th Street, New York

(Acetylene Apparatus to Coin-Counting Machines)

[June 3, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

More than 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 Apparatus.

(See Cutting Apparatus,
Oxy- Acetylene.)

Acetylene Service.
Oxweld Acetylene Co.
Davis Bournonville Co.
Prest-O-Ltte Co., Inc., The.

Advertising, Street Car.
Collier, Inc., Barron G.

Itanium Alloy Mfg. Co.

Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Automobiles and Busses.
Brill Co., The J. G.
White Co., The.

Colu

Co.

Axles, Car Wheel.
Bemis Car Truck Co
Brill Co., The J. G.
Carnegie Steel Co.
Cincinnati Car Co.
Hadfleld's, Ltd.
Nlles Car & Mfg. Co.
St. Louis Car Co.
Standard Steel Works Co.
Taylor Elec. Truck Co.
Westinghouse Elec. & M. Co.

Babbitting Devices.

American General Engrg. Co.

Columbia M. W. & M. I. Co.
Badges and Buttons.

American Railway Supply Co.

International Register Co., The

Western Electric Co

Woodman Mfg. & Sup. Co., R.

Bankers and Brokers
Coal & Iron National Bank.
Halsey & Co., N. W.

Western Electric Co.

Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Hardy & Sons Co., Wm. A.
Kerschner Co., Inc., W. R.
Long Co., E. G.
St. Louis Car Co.
Taylor Elec. Truck Co.
Westinghouse Elec. & M. Co.

Bearings, Center.
Baldwin Locomotive Works.
Holden & White.

Bearings, Ollless, Graphite,
Bronze & Wooden.
Graphite Lubricating Co.
Bearings, Roller and Ball.

Hess-Bright Mfg. Co.
Railway Roller Bearing Co.

Bells and Gongs.

Brill Co., The J. G.
Electric Service Supplies Co.
St. Louis Car Co.
Western Electric Co.

Benders, Rail.
Niles-Bement-Pond Co.
Watson Stillman Co.
Zelnicker Sup. Co., W. A.

Blasting Powder & Equipment.
DuPont de Nemours & Co..
E. I.

Blow Torches for Soldering and
Brazing. (See Cutting Ap-
paratus, Oxy- Acetylene.)
Blowers.
General Electric Co.
Westinghouse Elec. & M. Co.

Bonding Apparatus.
Davis Bournonville Co.
Electric Railway Improve. Co.
Ohio Brass Co.
Oxweld Acetylene Co.
Prest-O-Llte Co., Inc.. The.

Bonding Tools.
American Steel & Wire Co.
Electric Railway Improve. Co.
Electric Service Supplies Co.
Ohio Brass Co.

Bonds, Rail.
American Steel & Wire Co.
Electric Railway Improve. Co.
Electric Service Supplies Co.
General Electric Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Brackets and Cross Arms. (See
also Poles, Ties, Posts, Etc.)
Bates Expanded Steel Truss

Co.
Creaghead Engineering Co.
Electric Railway Equipment

Electric Service Supplies Co.
Int'l Creosoting & Constr. Co.
Lindsley Bros. Co.
Ohio Brass Co.
Western Electric Co.

Brake Adjusters.

Kerschner Co., Inc., W. R.

Smith-Ward Brake Co., Inc.
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.

St. Louis Car Co.

Taylor Elec. Truck Co.

Wheel Truing Brake S. Co.

Brakes, Brake Systems and
Brake Parts.
G. Ackley Companies, The.
Allis-Chalmers Mfg. Co.
Brill Co., The J. G.
Columbia M. W. & M. I Co
General Electric Co.
Holden & White.
Long Co.. E. G.
Lord Mfg. Co.
National Brake Co.
St. Louis Car Co.
Taylor Elec. Truck Co.
Westinghouse Trac. B. Co.

Brooms, Track, Steel or Rattan.
Western Electric Co.
Zelnicker Sup. Co., W. A.

trusties, Carbon.
Dixon Crucible Co., Jos.
General Electric Co.
Jeandron, W. J.
Morgan Crucible Co.
Speer Carbon Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Bumpers, Car Seat.
Electric Service Supplies Co.
Imperial Rubber Co.

Graphite Lubricating Co.

ushlngs, Case Hardei

Manganese.
Bemis Car Truck Co.

(See Wires and Cables.)

Car Equipment. (For Fenders,
Heaters, Registers, Wheels,
etc.— see those headings.)

See those headings.)

Cars, Passenger, Freight, Ex-
press, etc.
American Car Co.
Brill Co., The J. G.
Cincinnati Car Co.
Jewett Car Co.
Kuhlman Car Co., G. C.
Nlles Car & Mfg. Co.
St. Louis Car Co.
United Electric Car Co., Ltd.
Wason Mfg. Co.

Cars, Self-propelled.
Electric Storage Battery Co.
General Electric Co.

Castings, Composition or Cop-
Anderson M. Co., A. & J. M.

Castings, Gray Iron and Steel.
Amer. Brake Shoe & Pdry. Co.
American Gen'l Eng'g Co.
Bemis Car Truck Co.
Columbia M. W. & M. I Co.
Hadfleld's, Ltd.
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.
Hadfleld's, Ltd.
Long Co., E. G.
St. Louis Car Co.

Catchers and Retrievers, Trol-

Electric Service
Holden & White.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Lord Mfg. Co.
Ohio Brass Co.
Wood Co., Chas. N.
Ceiling, Car. (See Headlining.)

Circuit Breakers.
Cutter Electrical & Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Ele. & M. Co.

Clamps and Connectors for
Wires and Cables.
American Gen'l Eng'g Co.
Anderson M. Co., A. & J. M.
Electrical Engrs. Equip. Co.
Electric Service Supplies Co.
General Electric Co.
Klein & Sons, Mathias.
Ohio Brass Co.
Standard Railway Supply 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.

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.
Kerschner Co., Inc., W. R.
Western Electric Co.

Columbia

General Electric Co.

Western Electric Co.

Westinghouse Elec. & M Co.
Colls, Choke & Kicking.

Electric Service Supplies Co.

General Electric Co.

Westinghouse Ele. & M. Co.
Coin-Counting Machines.

International Register Co., The

Johnson Fare Box Co.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

Hidden
Treasure

Hidden treasure is buried in your scrap heap.
Take those old field coils for instance. The copper
in them is probably worth twice as much now as
when you first purchased the coils.

Do you know that we have the best facilities for
building up that copper into new coils? By our
new process we rewind it into new coils of the same
type, same number of turns of the same cross-
section, etc., as the original coils. The only differ-
ence is in the insulation. That you will find better
than the insulation of the original coils. It is

Salamander Pure Asbestos

and will not break down under heavy overloading
nor carbonize with age.

Dig a few old coils out of that treasure heap
of yours and let us Salamanderize them. The
only charge will be for the Insulation.

Independent Lamp & Wire Co., Inc.

U. S. Metal & Mfg. Co.

165 BROADWAY, NEW YORK CITY

Chicago Washington, D. C.

RAILWAY SUPPLIES

Selling Agents for Dunham Hopper Door Device — Feasible
Drop Brake Staff — Columbia Lock Nut — Shop Cleaner —
"Texoderm." Sole Eastern Agents for St. Louis Surfacer &
Paint Co. General Eastern Agents for Ilutchins Car Roofing
Co. — Multiple Unit Puttyless Skvlight — 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.
New England and Southern Agents for Thayer & Co. — Chilling-
worth Seamless Gear Cases. General Eastern Agents for the
Union Fibre Co. — Injector Sand Blast Apparatus.

THE readers of technical papers are
busy men. Don't expect one
flash of the Searchlight to reveal
them all — or one insertion of your ad-
vertisement to be read by them all.
Order your Want or For Sale Adver-
tisement published four times or more.
If all of the insertions are not needed
we will return the full amount re-
ceived for whatever space is not used.
Searchlight Department,
ELECTRIC RAILWAY JOURNAL

Portable

Electrodynamometer
Instruments

Model 310

Single Phase and Direct

Current Wattmeter

Models 310, 341 and
370 are guaranteed to
an accuracy of % of
1% of full scale value.
model 329 to % of
1%, whether used on
direct current circuits
or alternating current
circuits of any fre-
quency up to 133 cycles
per second and any
wave form. They can
be used on circuits of
any commercial fre-
quency, even as high
as 500 cycles per sec-
ond with very slight
due to phase dis-
placement. Double
ranges are provided
for both current and
voltage circuits. All
current ranges can be
used for 100% over-
load indefinitely with-
out introducing error.

Their movable sys-
tems have an extreme-
ly low moment of in-
ertia and are very
effectively damped. In-
Sications are independ-
ent of room tempera-
ture, the heating effect
of current pas
through the windings,
and the instruments
are shielded from ex-
ternal magnetic influ-
ences.

The scales, which
are 5Vt inches long,
are remarkably legible
and uniform. Each
scale is hand-cali-
brated and is pro-
vided with a mirror
over which the knife-
edge pointer travels,
and the pointers may
easily be adjusted to
zero by means of a
simple zero-correcting
device.

Model 310 Single
Phase and D.C. Watt-
meters and Model 329
Polyphase Wattmeters
are described in Bul-
letin No. 2002. Model
341 A.C. and DC.
Voltmeters in Bulletir
No. 2004, and
370 AC. and D.C. Am-
meters in Bulletin No.
2003. Write for them.

v'eston Portable Instrument Transformers
ire described in Bulletin No. 2001.
Weston Electrical Instrument Co.

Philadelphia

Pittsburgh

St. Louis

Buffalo

Detroit

Richmond

Cincinnati

Cleveland

(Commutator Slotters to Hydrogrounds)

[June 3, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Commutator Slotters.
American General Eng'g Co.
General Electric Co.
Westinghouse Elec. & M. Co.
Wood Co., Chas. N.

Commutator Truing Device*.
American General Eng'g Co.
General Electric Co.

Commutators or Parts.
American General Eng'g Co.
Cameron Electrical Mfg. Co.
Cleveland Armature Works.
Coil Mfg. & Supply Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Long Co., E. G.
Mica Insulator Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Condensers.
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Conduits.

6tandard Underground Cable

Co.
Western Electric 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.
Kerschner, 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.

chlnery.
Beaumont Co., R. H.
Green Engrg. Co.

Ilildtield's, Ltd.

Cord, Bell, Trolley, Register, etc.
Brill Co., The J. G.
Electric Service Supplies Co.
Imperial Rubber Co.
International Register Co., The
Long Co., E. G.
Roebiing'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 Trac. B. Co.

Cranes. (See also Hoists.)
Allis-Chalmers Mfg. Co.
Beaumont Co., R. H.
Niles-Bement-Pond Co.
Van Dorn & Dutton Co.

Wood Pre-

Cross Arms. (See Brackets.)

Curtains and Curtain Fixtures.

Brill Co., The J. G.

Edwards Co., Inc., The O. M.

Electric Service Supplies Co.

Hartshorn Company, Stewart.

Pantasote Co., The.

Railway Supply & Curtain Co.

St. Louis Car Co.
Cutting Apparatus, Oxy-Acety-
lene.

Davis Bournonville Co.

Oxweld Acetylene Co.

Prest-O-Lite Co., Inc., The.

Cleveland Frog & Crossing Co.
Despatching Systems.
Simmen Automatic Ry. Sig.

Co.
Western Electric Co.

Destination Signs.
Columbia M. W. & M. I. Co.
Creaghead Eng'g Co.
Electric Service Supplies Co.
Western Electric Co.

Doors and Door Fixtures.
Brill Co., The J. G.
Edwards Co., Inc., The O. M
General Electric Co.
Hale & Kilburn Co.

Draft Rigging. (See Couplers.)

Drills, Track.
American Steel & Wire Co.
Electric Service Supplies Co.
Long Co., E. G.
Niles-Bement-Pond Co.
Ohio Brass Co.

Dryers, Sand.
Electric Service Supplies Co.
Zelnicker Sup. Co., W. A.

Engineers, Consulting, Contract-
ing and Operating.
Archbold-Brady Co.
Arnold Co., The.
Brownell, H. L.
Byllesby & Co., Inc., H. M.
Ford, Bacon & Davis.
Gulick-Henderson Co.
Hunt & Co., Robert W.
Jackson, D. C. & Wm. B.
Little, Arthur D.
Neiler, Rich & Co.
RIchey, Albert S.
Roosevelt & Thompson.
Sanderson & Porter.
Sargent Lundy.
Scofleld Engineering Co.
Stone & Webster Eng. Corp.
Westinghouse Church Kerr &
Co.

Engines, Steam.
Allis-Chalmers Mfg. Co.
Westinghouse Elec. & M. Co.

Fare Boxes.
American General Eng'g Co.
Brill Co., The J. G.
Cleveland Fare Box Co.
International Register Co., The
Johnson Fare Box Co.
Ohmer Fare Register 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.
Lord Mfg. Co.
Star Brass Works.
Western Electrc Co.

Fibre.

Diamond State Fibre Co.
U. S. Metal & Mfg. Co".
Westinghouse Elec. & M. Co

Fibre Tubing.
Diamond State Fibre Co.
Westinghouse Elec. & M. Co.

Field Colls. (See Coils.)

Western Electric Co.

Frogs, Track. (See Track Work.)
Furnaces. (See Stokers.)

Fuses and Fuse Boxes.
American General Eng'g Co
Chicago Fuse Mfg. Co.
Columbia M. W. & M. I. Co
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co

Fuses, Refillable.
Columbia M. W. & M. I. Co.
General Electric Co.

Gaskets.

Diamond State Fibre Co.-
Imperial Rubber Co.
Power Specialty Co.

Gates, Car.
Brill Co., The J. G
Cincinnati Car Co.
Jewett Car Co.

Gear Blanks.
Carnegie Steel Co.
Diamond State Fibre Co.
Standard Steel Works Co.

Gear Cases.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Kerschner, W. R.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Gears and Pinions.
G. Ackley Companies, The.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
Diamond State Fibre Co.
Electric Service Supplies Co.
General Electric Co.
Hadfleld's, Ltd.
Kerschner. W. R.
Long Co., E. G.
Nuttall Co., R. D.
U. S. Metal & Mfg. Co.
Van Dorn & Dutton Co.

Gas- Electric.
Co.

Generators, Alternating Current.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Generators, Direct Current.
Allis-Chalmers Mfg. Co.
Dick, Kerr & Co., Ltd.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Gongs. (See Bells and Gongs.)

Greases. (See Lubricants.)

Grinders and Grinding Wheels.

Goldschmidt-Thermit Co.
Hadfleld's, Ltd.

Indianapolis Switch & Frog

Grinders, Portable, Electric.
General Electric Co.
Goldschmidt Thermit Co.
Indianapolis Switch & Frog

Co.
Railway Track-work Co.
U. S. Metal & Mfg. Co.
Western Electric Co.

Guards, Trolley.

Electric Service Supplies Co.
Ohio Brass Co.

American General Eng'g Co.
Anderson M. Co.. A. & J. M
Bayonet Trolley Harp Co.
Electric Service Supplies Co.
Hensley Trolley & Mfg. Co.
Nuttall Co., R. D.
Star Brass Works.
Western Electric Co.

Headlights.
Electric Service Supplies Co.
Esterllne Co.
General Electric Co.
Long Co., E. G.
Ohio Brass Co.
St. Louis Car Co.
Westinghouse Elec. & M. Co.

Headlining.
Kerschner Co., Inc., W. R.
Pantasote Co., The.

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.
Smith Heater Co., Peter.

Hoists & Lifts.
Beaumont Co., R. H.
Curtis & Co., Mfg. Co.
Duff Mfg. Co.

Ford Chain Block & Mfg. Co.
Kerschner Co., Inc., W. R.
Niles-Bement-Pond Co.
Van Dorn & Dutton Co.
Yale & Towne Mfg. Co.

Hose, Pneumatic S. Fire.
Imperial Rubber Co.
Johns-Manville Co., H.

Hydraulic Machinery.

Allis-Chalmers Mfg. Co.
Niles-Bement-Pond Co.
Watson-Stillman Co.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

TRACK BALLASTING

ingersoll-rand
Company

11 Broadway, New York

Air Compressors Rock Drills Pneumatic Tools

Ingersoll-Rand Co.

Send me my copy
No. 9023.

your

new

Bulletin

Name

Tide

(Inspection to Roofing, Building)

[June 3, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Instruments, Measuring, Testing
and Recording.
General Electric Co.
Sangamo Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.
Weston Elec'l Instrument Co.

Insulating Cloth, Paper and
Tape.
Anchor Webbing Co.
Diam.md State Fibre Co.
General Electric Co.
Hope Webbing Co.
Imperial Rubber Co.
Johns-Manville Co.. H. W.
Lord Mfg. Co.
Mica Insulator Co.
Okonite Co.. The.
Packard Electric Co.
Sherwin-Williams Co.
Standard Paint Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

(See also Line Material.)
Anderson M. Co.. A. & J. M.
Creaghead Engineering Co.
Drew Electric & Mfg. Co.
Electric Railway Equipment

Co.
Electric Service Supplies Co.
General Electric Co.
Hemingray Glass Co.
Johns-Manville Co., H. W.
Macallen Co., The.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Inventions Developed and Per-
fected.
Peters & Co., G. D.

Jack Boxes. (See also Tele-
phones and Parts.)
Electric Service Supplies Co.
Western Electric Co.

Joints, Rail.
Carnegie Steel Tie Co.
Hadfield's, Ltd.
Rail Joint Co.
Zelnicker Supply Co., W. A.

Journal Boxes.

Bemis Car Truck Co.
Brill Co., The J. G.
Hess-Bright Mfg. Co.
Long Co., E. G.
Railway Roller Bearing Co.

Junction Boxes.
Johns-Manville Co., H. W.
Standard Underground Cable

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.
Western Electric Co.
Westinghouse Elec. & M. Co.

Tale & Towne Mfg. Co.

Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Lord 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.
Drew Electric & Mfg. Co.
Electric Railway Equipment

Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Macallen Co.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co

Locomotives, Electric.
Baldwin Locomotive Works.
Brill Co., The J. G.
General Electric Co.
Westinghouse Elec. & M. Co.

Lubricants, Oil & Grease.

Borne, Scrymser Co.

Dearborn Chemical Co.

Dixon Crucible Co., Jos.

Galena Signal Oil Co.

Universal Lubricating Co.
Lumber. (See Poles, Ties, etc.)
Machine Tools.

Niles-Bement-Pond Co.

Watson-Stillman Co.

Meters. (See Instruments.)

Mica.
Long Co., E. G.
Macallen Co.
Mica Insulator 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.

Barbour-Stockwell Co.

Bemls Car Truck Co.

Long Co., E. G.
Oils. (See Lubricants.)
Oxy-Acetylene. (See Cutting

Apparatus, Oxy- Acetylene.)

Ozonators.

General Electric Co.
Westinghouse Elec. & Mfg. Co.

Packing.

Diamond State Fibre Co.
Electric Service Supplies Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Power Specialty Co.

Paints and Varnishes. (Insulat-
Ing.)
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Long Co., E. G.
Mica Insulator Co.
Sherwin-Williams Co.
Standard Paint Co.
Sterling Varnish Co.

Paints and Varnishes. (Pre
servatlve.)
Dixon Crucible Co., Jos.
Johns-Manville Co., H. W.
Long Co., E. G.
Packard Electric Co.
Sherwin-Williams Co.
Standard Paint Co.
Sterling Varnish Co.
U. S. Metal & Mfg. Co.

Paints and Varnishes for Wood
work.
Sherwin-Williams Co.
U. S. Metal & Mfg. Co.

Paving Bricks, Filler &
Stretcher.
Nelsonville Brick Co.

Paving Material.
Am. Brake Shoe & Fdy. Co.
Barrett Co., The.
Nelsonville Brick Co.
International Creo. & Con. Co

Pickups, Trolley Wire.
Electric Service Supplies Co.
Ohio Brass Co.

Pinion Pullers.
American Gen. Eng. Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Wood Co., Chas. N.

Pinions. (See Gears.)

Pins, Case Hardened, Wood and

Bemis Car Truck Co.
Elec. Service .Supplies Co.
Long Co., E. G.
National Tube Co.
Ohio Brass Co.

Power Specialty Co.
Standard Steel Works Co.
Watson-Stillman Co.

Planers. (See Machine Tools.)

Electric Railway Equipment

Poles, Ties, Posts, Piling and
Lumber.
Carney & Co. B. J.
International Creo. & Con. Co.
Llndsley Bros. Co.
Western Elec. Co.

Poles and Ties, Treated.
International Creo. & Con. Co
Lindsley Bros. Co.
Western Elec. Co.

Poles, Trolley.
Anderson M. Co., A. & J. M.
Bayonet Trolley Harp Co.
Columbia M. W. & M. I. Co.
Elec. Service Supplies Co.
Long Co., E. G.
Nuttall Co., R. D.

Pressure Regulators.
General Electric Co.
Ohio Brass Co.

Punches, Ticket.
Am. Railway Supply Co.
Bonney-Vehslage Tool Co.
International Register Co., The.
Lord Mfg. Co.
Wood Co., Chas. N.
Woodman Mfg. & Sup. Co., R

Rail Grinders. (See Grinders.)

Rattan.
Brill Co., The J. G.
Electric Service Supplies Co.
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Registers and Fittings.
Bonham Recorder Co.
Brill Co., The J. G.
Cincinnati Car Co.
Electric Service Supplies Co.
International Register Co., The
Long Co., E. G.
Ohmer Fare Register Co.
Rooke Automatic Register Co.

Repair Shop Appliances. (See
also Coll Banding and
Winding Machines.)

Electric Service Supplies Co.

Resistances, Wire and Tube.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.

Rheostats.
General Electric Co.
Mica Insulator Co.
Westinghouse Elec. & Mfg. Co.

Roofing, Building.
Barrett Co.. The.
Johns-Manville Co., H. W.
Standard Paint Co.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

lse Square, Rushville, Indiana

It Wouldn't Have Happened With Pitch Filler

TI 1 E joints of this brick pavement
were filled with cement. On a hot
day the bricks expanded, an irresistible
force met an almost immovable obstacle,
and finally the pavement bulged upward
with a snap and a shower of broken brick.
Repairs will be difficult. There will be
an unsightly scar in the pavement, and
there is nothing to insure it not happen-
ing again.

The advocates of cement filler admit the
necessity of providing somehow for ex-
pansion and contraction, and they attempt
Booklet free on request.

The

to meet it by calling for special expansion
joints to be filled with a bituminous filler.
Such expansion joints are good — but whv
not use pitch as a filler and have every
joint an expansion joint?

Barrett's Paving Pitch will last as long
as the pavement. We can show you
streets where Barrett's Pitch has been in
the pavement for over 30 years and is
still good. If you want a really trouble-
proof brick pavement, use good paving
brick with pitch filler.
Address our nearest office.

Company

Louis Cleveland Cincinnati

<hvillc Salt Lake City Seat

Toronto Winiiii.ei-

I I I I

ID
I

1 . 1 .1 . i . 1 . ~P

1 1 ... . 1 . ..

-/;-J.'VV .. 1 I

(Roofing, Car, to Wood Preservatives)

[June 3, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Roofing, Car.

Boyle & Co., Inc., John.

Johns-Manvllle Co., H. W.

Pantasote Co., The.
Rubber Specialties.

Imperial Rubber Co.
Rubbing Cloth.

Boyle & Co., Inc., John.
Sand Blasts.

Curtis & Co. Mfg. Co.

U. S. Metal & Mfg. Co.
Sanders, Track.

Brill Co., The J. G.

Cleveland Fare Box Co.

Electric Service Supplies Co.

Holden & White

Jewett Car Co.

Lord Mfg. Co.

Sash Fixtures, Car.

Brill Co., The J. G.

Edwards Co., Inc., The O. M.
Sash Metal, Car Window.

Edwards Co., Inc., The O. M.

Hale & Kllburn Co.

Seating Materials. (See also
Rattan.)
Pantasote Co., The.

Seats, Car.
Brill Co., The J. G.
Hale & Kllburn Co.
Heywood Bros. & Wakefield

Jewett Car Co.
Peters & Co., G. D.
St. Louis Car Co.

Shade Rollers.
Edwards Co., Inc., The O. M.
Hartshorn Co., Stewart.

Shades, Vestibule.
Brill Co., The J. G.
Electric Service Supplies Co.

Signal Systems, Block.
Electric Service Supplies Co.
Federal Signal Co.
Nachod Signal Co., Inc.
Slmmen Automatic Railway

Signal Co.
U. S. Electric Signal Co.
Union Switch & Signal Co.
Western Electric Co.
Wood Co., Chas. N.

Signals, Highway Crossing.
Electric Service Supplies Co.
Nachod Signal Co., Inc.
U. S. Electric Signal Co.

kylight,
Drouve

(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.
Drew Electric & Mfg. Co.
Nuttall Co., R. D.

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.

and Apparatus.)
Speed Indicators.
Johns-Manville Co.. H. W.
Woodman Mfg. & Sup. Co., R.

American Gen'l Eng'g Co.
Imperial Rubber Co.
Johns-Manvllle Co., H. W.
Westinghouse Elec. & Mfg. Co.
Splicing Sleeves. (See Clamps
and Connectors.)

American Steel & Wire Co.
Bemis Car Truck Co.
Brill Co., The J. G.
Long Co., E. G.
Niles Car & Mfg. Co.
Standard Steel Works Co.
Taylor Electric Truck Co.
Union Spring & Mfg. Co.
Sprinklers, Track & Road.
Brill Co.. The J. G.
St. Louis Car Co.

Stokers, Mechanical.
Babcock & Wilcox Co.
Green Eng. Co.
Murphy Iron Works.
Westinghouse Elec. & Mfg. Co.

Straps, Car, Sanitary.

Railway Improvement Co.
Structural Iron. (See Bridges.)

Switchboard Mats.

Imperial Rubber Co.

Western Electric Co.
Switch Stands.

Indianapolis Switch & Frog
Co.

Kllby Frog & Switch Co.

Ramapo Iron Works.
Switches, Automatic.

U. S. Electric Signal Co.

Western Electric Co.
Switches, Track. (See Track,
Special Work.)

Switches & Switchboards.
Anderson M. Co., A. & J. M,
Cutter Electrical & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.

Telephones and Parts.

Electric Service Supplies Co.

Western Electric Co.
Terminals, Cable.

Standard Underground Cable
Co.

Testing, Commercial & Electri-
cal.
Electrical Testing Laborato-
ries, Inc.
Hunt & Co., Robert W.

Testing Instruments. (See In-
struments, Electrical Meas-
uring, Testing, etc.)

Co.

Railway Utility Co.
Smith Heater Co., The Peter.
Ticket Boxes.

Macdonald Ticket & Ticket

Box Co.

Ties and Tie Rods, Steel.

Barbour- Stockwell Co.

Carnegie Steel Co.

International Steel Tie Co.
Ties, Wood Cross. (See Poles,
Ties, Posts, etc.)

Tools, Track & Miscellaneous.
American Gen'l Eng'g Co.
American Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Johns-Manville Co., H. W.
Klein & Sons, Mathlas.
Railway Track-work Co.

Towers & Transmission Struc-

Archbold-Brady Co.
Bates Exp. Steel Truss Co.
Westinghouse Elec. & Mfg. Co.

Tower Wagons and Automobiles.

American Bridge Co.

McCardell & Co., J. R.
Track Special Work.

American Frog & Switch Co.

Barbour- Stockwell Co.

Cleveland Frog & Cross. Co.

Columbia M. W. & M. I. Co.

Hadfield's, Ltd.

Indianapolis Sw. & Frog Co.

Kilby Frog & Switch Co.

New York Sw. & Cross. Co.

Ramapo Iron Works.

St. Louis Steel Fdy.
Transfer Issuing Machines.

Ohmer Fare Register Co.
Transfers. (See Tickets.)

Transformers.
General Electric Co.
Packard Electric Co.
Western Elec. Cov
Westinghouse E. & M. Co.

Trap Doors.

Edwards Co., Inc., The O. M.
Treads, Safety, Stairs, Car Step.

American Mason S. T. Co.

Imperial Rubber Co.

Trolley Bases.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Holden & White.

Ohio Brass Co.

Trolley Bases, Retrlevina.
Ackley Companies, The G.
Holden & White.

Ford Chain Block & 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.
Niles Car & Mfg. Co.
St. Louis Car Co.
Taylor Elec. Truck Co.

Turbines, Steam.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.

Valves.

Edwards Co., Inc., The O. M.

Ohio Brass Co.
Varnishes. (See Paints, etc.)

Ventilators, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Railway Utility Co.
St. Louis Car Co.

Voltmeters. (See Instruments.)
Washers.

Diamond State Fibre Co.

Graphite Lubricating Co

Water Softening &. Purifying
Systems.
Scaife & Sons Co., Wm. B.

Welding Processes and Appara-

Davis Bournonville Co.
Electric Railway Improve. Co.
General Electric Co.
Goldschmidt Thermit Co.
Indianapolis Switch & Frog

Co.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc., The.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & Mfg. Co

Wheels, Car, Cast Iron.

Association of Manufacturers

of Chilled Car Wheels.
Bemis Car Truck Co.
Hadfield's, Ltd.
Long Co., E. G.

Wheels, Car, Steel and Steel
Tired.
Bemis Car Truck Co.
Carnegie Steel Co.
Hadfield's, Ltd.
Standard Steel Works Co.

Wheels, Trolley.

Coh

Electric Service Supplies Co.
General Electric Co.
Graphite Lubricating Co.
Hensley Trolley & Mfg. Co.
Holden & White.
Johns-Manville Co., H. W.
Long Co., E. G.
More-Jones Brass & Metal Co.
Nuttall Co., R. D.
Star Brass Works.

Whistles, Air.
General Electric Co.
Ohio Brass Co.

Winding Machines. (See Coll
Banding and Winding Ma-
chines.)

Wire Rope.
American Steel & Wire Co.
Roebling's Sons Co., John A.

Wires and Cables.
Aluminum Co. of America.
American Electrical Works.
American Steel & Wire Co.
Bridgeport Brass Co.
General Electric Co.
Okonite Co., The.
Packard Electric Co.
Roebling's Sons Co., John A.
Standard Underground Cable
Co.

Wood Preservatives.
Barrett Co., The.
International Creo. & Con. Co.
Lindsley Bros. Co.
Northeastern Co., The.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

SHOBS

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.

American Brake Shoe & Foundry Co.

30 Church St., New York

71609

MAHWAH, N. J.

McCormick Bldg., Chicago

15%

Energy Reduction

Is but One Saving

Write for the facts to

The Railway-
Roller Bearing Co.
Syracuse, N. Y.

Smith-Ward Brake Company, Inc.
17 Battery Place, New York

W. R. Kerachner Com-
pany, Inc.

Eastern Sales Agent*

60 Chnrch St.. Nnv York

City

Southeastern Sales Agents

Citizen* Bank Bids;.,

Norfolk, Va.

SOFTENING

FILTRATION

FOR BOILER FEED AMD ALL INDUSTRIAL USES

WM. B. SCA1FE A SONS CO. PITTSBURGH, PA.

-0Ht-
-TROUBfcB-

Cross out these words. They have no
place in the vocabulary of the user of

"BOUND BROOK"

Trolley Wheel Bushings

Over two million oil and trouble dis-
pelled were sold last year.
Follow the Crowd.

All genuine graphited "Oil-
less Bearings" have always
been made at Bound Brook,
N. J., in the United States of
America.

Graphite Lubricating Co.

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

Prill
Chui

|>eiir ill the issue

mill.'.! for OK lx
New Adver

l-HTinx mi Tlles.'.uy
I' i <»|l.1 leeeived lip

of the following w.

NOTICE TO ADVERTISERS i

W'edneKday n

each week.
o 1(1 A If. Monday will

.•.ill m,

ran appear In .he 1*

of that week.

iroofN before i>

py for new ndvertlst

e of the date of publication

I'ililliiu i

-in. -ills mils
ilicatlon.
International K.lition

Page

Ackley Companies, G

Allis-Chalmers Mfg. Co

Aluminum Co. of America

Amer. Brake Shoe & Fdry. Co. . . 95

American Car Co

American Electrical Works

American Frog & Switch Co...
American General Eng'g Co....

American Mason S. T. Co

American Railway Supply Co 84

American Steel & Wire Co 79

Anchor Webbing Co

Anderson Mfg. Co., A. & J. M..

Archbold-Brady Co

Archer & Baldwin

Arnold Co., The

Association of Mfrs. of Chilled

Car Wheels

Atlas Preservative Co

Babcock & Wilcox Co 81

Baldwin Locomotive Works, The. 73

Barbour-Stockwell Co 59

Barrett Company, The 76-93

Bates Expanded Steel Truss Co. . 75

Bayonet Trolley Harp Co 68

Beaumont Co., R. H 81

Bemis Car Truck Co 72

Berger Mfg. Co 81

Bonham Recorder Co 65

Bonney-Vehslage Tool Co 64

Borne-Scrysmer Co 81

Boyle & Co., Inc., John 68

Bridgeport Brass Co 15

Brill Co., The J. G 99

Brownell, H. L 48

Buckeye Jack Mfg. Co 80

Byllesby & Co., H. M 48

Cameron Electrical Mfg. Co 83

Canton Culvert & Silo Co 79

Carnegie Steel Co 58

Carney & Co., B. J 76

Chicago Fuse Mfg. Co 84

Cincinnati Car Co 67

Cleveland Armature Works 86

Cleveland Fare Box Co 83

Cleveland Frog & Crossing Co. . . 79

Coal & Iron National Bank 49

Coil Mfg. & Repair Co 83

Collier, Inc., Barron G 56

Columbia M. W. & M. I. Co 30

Consolidated Car Fender Co 51

Cooper Heater Co., The 84

Creaghhead Engineering Co 83

Curtis & Co. Mfg. Co 79

Cutter Co 80

Davis-Bournonville 53

Dearborn Chemical Co 80

Diamond State Fibre Co 78

Dixon Crucible Co.. Joseph 63

Drew Electric & Mfg. Co 76

Drouve Co 84

Duff Manufacturing Co., The... 83

DuPont de Nemours & Co., E. I. 78

I'age

Earl, C. 1 66

Eclipse Railway Supply Co 85

Edwards Co., Inc., The O. M... 65

Electric Equipment Co 86

Electric Railway Equipment Co.. 14

Electric Railway Improve. Co. . . . 38

Electric Service Supplies Co 13

Electric Storage Battery Co 85

Elec'l Testing Laboratories, Inc. 48

Esterline Co., The 83

Federal Signal Co

Ford, Bacon & Davis 48

Ford Chain Block & Mfg. Co. . .

"For Sale" Ads 86, 87

1' rankel Connector Co

(lalena Signal Oil Co 91

Ceneral Electric Co. ..40, Back Cove.
Cold Car Heating & Lighting Co. 82

'^oldschmidt Thermit Co ""

Graphite Lubricating Co

Green Eng'g Co

Griswold Machine Co

C.ulick-Henderson Co 48

•H'adfields, Ltd C

Hale & Kilburn Co 83

llalsey & Co., N. W 48

I lardy & Sons Co., Wm. A 70

Hartshorn Co., Stewart 84

"Help Wanted" Ads 87

llemmgray Glass Co 77

Ilensley Trolley & Mfg. Co 85

Hess-Bright Mfg. Co 36, 37

lleywood Bros. & Wakefield Co. . 66

Holden & White 39

Hope Webbing Co 82

Hunt & Co., Robert W 48

Indianapolis Switch & Frog Co..

Ingersoll-Rand Co

International Creo. & Con. Co...
International Register Co., The..
International Steel Tie Co., The.

Jackson, D. C. & Wm. B...

Jeandron, W. J

lewett Car Co

Johns-Manville Co., ff. W.
Johnson Fare Box Co

Kinnear Mfg. Co 82

Klein Sons, Mathias 76

Kuhlman Car Co., G. C 99

Lindsley Bros. Co 76

Lincoln Bonding Co 25

Little, Arthur D., Inc 48

Long Co., E. G 85

Lord Mfg. Co 54

McCardell & Co., J. R 76

McGraw-Hill Book Co., Inc 69

Macallen Co., The 58

Macdonald Ticket & Ticket Box

Co 67

MacGovern & Co., Inc 86

Mica Insulator Co 78

Morgan Crucible Co 69

Murphy Iron Works 79

Narhod Signal Co., Inc 78

National Brake Co 47

Neiler, Rich & Co 49

Nelsonville Brick Co., The 26

New York Switch & Crossing

Co 79

N'.'les-Bement-Pond Co 62

Niles Car & Mfg. Co 50

Northeastern Co., The 76

Northamoton Traction Co 86

Norton Co 60

Nuttall Co., R. D 70

Ohio Brass Co

Ohmer Fare Register Co.

Olconite Co., The

Oxweld Acetylene Co....

Pantasote Co., The Front Cover

Packard Electric Co 77

Peters Co., G. D 76

"Positions Wanted" Ads 87

Power Specialty Co 80

Prest-O-Lite Co., Inc., The 31

Publisher's Page 8, 9

Rail Joint Co 78

Railway Improvement Co 11, 12

Railway Roller Bearing Co 95

Railway Supply & Curtain Co . . . 84

"a-lway Track-work Co 20

Railway Utility Co 79

Ramapo Iron Works 76

Reeves Co., The 76

Richey, Albert S 48

Roebling's Sons Co., John A 77

Rooke Automatic Register Co... 34

Roosevelt & Thompson 48

St. Louis Car Company, The 67

St. Louis Steel Fdry 79

Samson Cordage Works 85

Sanderson & Porter 48

Sangamo Electric Co 49

Sargent & Lundy 48

Scaife, Wm. B., & Sons Co 95

Scofield Engineering Co 48

Searchlight Section 86, 87

Second-Hand Equip 86. 87

Sherwin-Williams Co .'59

Simmen Automatic Railway Sig-
nal Co ! 18

Smith Heater Co., Peter 84

Smith-Ward Brake Co., Inc 95

Speer Carbon Co 74

Spray Engineering Co 60

Standard Paint Co., The 82

Standard Railway Supply Co 38

Standard Steel Works Co 72

Standard Underground Cable Co. 75

Standard Woven Fabric Co 81

Star Brass Works 71

Sterling Varnish Co 80

Stone & Webster Eng'g Corp... 48

Taylor Electric Truck Co 73

Allov Mfg. Co 97

Tubular Woven Fabric Co 35

Union Spring & Mfg. Co 85

Union Switch & Signal Co 16

•United Electric Car Co., Ltd... A

U. S. Electric Signal Co 17

U. S. Metal & Mfg. Co 89

Universal Lubricating Co., The. . 95

"Want" Ads 86, 87

W.i- hi Mfg. Co 99

Watson-Stillman Co 64

Western Electric Co 6

W [house Church Kerr & Co. 49

Wcstinghouse Elec. & Mfg. Co. .2, 5

-use Traction Brake Co. 4

Weston Elec'l Instrument Co 89

Wheel Truing Brake Shoe Co... 85

White Company, The 10

White Companies, The J. G 48

Wisch Service, The P. Edw 49

Wood Co., Chas. N 76

Woodman Mfg. & Supply Co., R. 82
Woodmansee & Davidson, Inc... 48

Yale & Towne Mfg Co

Zelnicker Supply Co., Walte

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

In Brooklyn

they specify

TITANIUM

All the tangent track bought by the Brooklyn Rapid
Transit Company for 1914and 1915 was Titanium-treated.

Actual service is the best demonstrator of the merits
and real economy of this product.

Comparative service tests have proved that Titanium-
treated rails outwear untreated rails. The average in-
crease of service is 40%.

Besides this economy, the Titanium rail is more ductile,
more free from slag inclusions and segregation. It is a
safer rail.

Write for "Rail Reports" for the evidence.

TITANIUM ALLOY MANUFACTURING COMPANY

Operating Under Ross- Patents ^^iiii^L »^. Processes and Products Patented

General Office and Works: |>.LVI Pittsburgh Office: Oliver Building

Niagara Falls, N. Y.

Chicago Office : Peoples Gas Building

New York Office: 15 Wall Street

AGENTS:

Pacific Coast: ECCLES & SMITH CO., Los Angeles, San Francisco, Portland

Great Britain and Europe: T. ROWLANDS & CO., Sheffield, England

ELECTRIC RAILWAY JOURNAL

[June 3, 1916

Shop Costs

are Interlocked with

Lubrication Costs

Proper lubrication will materially
reduce the number of pull -ins —
with consequent reduction of shop
expenses.

Galena Expert Service

Provides

Proper Lubrication

Men who know lubrication and
everything pertaining to and af-
fecting it

— both in operation and shop prac-
tise—

such men are put to work on your
road without adding one cent to
your payroll.

The result? A guaranteed 10%
saving in oil costs and all that goes
with it.
Ask us to explain and send you a contract.

Qalena-Signal Oil Co.

Franklin, Pa.

June 3, 1916]

ELECTRIC RAILWAY JOURNAL

single-truck cars, judging from the volume of orders
received, seem to have fitted themselves perfectly into
the economic situation of the electric railway field. Many
varying conditions well could be cited as having been
responsible for the urgent necessity of the change by a
large number of railways from heavy, double-truck
equipment to the economical, light-weight, single-truck
type of car. How the arising of these conditions has worked to the great
advantage of the companies that were obliged to make the change may be
seen very plainly from the fact that these companies are operating now at
a profit. But the most convincing proof of the economic value of operat-
ing with single-truck cars and the fact that this economic value is well
recognized by the field is that a very great number of the companies now
using light-weight cars have done away with heavy, double-truck equip-
ment because of their realization of the increase in net revenue accruing
from such action rather than because they absolutely were forced into the
step. The field seems to be finding in one instance after another that
operations at one time regarded as unsuited for single-truck equipment
are adapted perfectly well to it and as a consequence statistics are showing
better returns on the investment of the stockholders of these roads.

THE J. G. BRILL COMPANY, PHILADELPHIA, PA.
AMERICAN CAR COMPANY, ST. LOUIS, MO.
G. C. KUHLMAN CAR COMPANY, CLEVELAND, OHIC
WASON MFG. COMPANY, SPRINGFIELD, MASS.

Pacific Coast Office: 907 Monadnock Building, San Francisco

• SKrw

■/"

i$
if

ELECTRIC RAILWAY

Volume 47
Number 24
June 10, 1916

JOURNAL

McGraw
Publishing
Co., Inc.

AUTOMATIC"
SIMULATORS

ivide a positive, controlled
itake" and "Exhaust,"
king a well-balanced
item, not dependent on
ifts around doors and
adows, or mechanical
'a'ns, for the fresh air

ply.

Ve also make "AVCO"
laust Ventilators for both
nitor-deck and arch - roof

Car Ventilation"
booklet on Request

tomatic Ventilator Company, 2 Rector St., New

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

DDDDDD

]
3
]

:
;
3

a
n
o

3
□

D
n

3
3
1

]

3
3
3

J
3
□
D
3
3
3

j
D
D

□

Elkhorn Grade Electrification
Norfolk & Western Railway

Many Established Standards of steam locomotive practice

incorporated in the Baldwin-Westinghouse Electric Engines,

are contributing to their success in the heavy service on the

Norfolk & Western Ry. Among these are:

Side Rod Drive to provide flexibility, and give maximum

draw-bar pull for a given driver weight.

Spring Suspension of all driver axle loads.

High Center of Gravity with resulting increased safety and

easy riding.

Pony Trucks to insure good tracking.

In addition:
Automatic Regenerative Braking for economy and safety.
Individual Truck Control with its consequent control of
train tension in starting and stopping.

Ability of Engine to "Stand Against" the Load, in starting
long, heavy trains.

The Baldwin Locomotive Works Westing house Electric & Mfg. Co.

Philadelphia, Pa. East Pittsburgh, Pa. ,«

-'-■■. : ' ' : : ' "T-i

Electric Railway Journal

New York, June 10, 1916

Volume XLVII No. 24

Contents

Pages 1071 to 1116

Operation on the Baltimore & Ohio Electrifica-
tion 1074

Detailed statistics show that the electric locomotives in
Ihis service through the city of Baltimore are being op-
erated for some 40 cents per locomotive-mile, of which
power comprises more than half owing to the heavy
grades. The maintenance cost approximates 5 cents.

Railway Jon

June

cols. 111.

Making a Freight Agent of the Employee 1079

A personal letter from E. H. Maggard to employees sug-
gests methods of co-operation to increase freight traffic.

Heating Boilers for Electric Locomotives 1080

The type of oil-fired boiler for supplying steam to heat
passenger trains which has been developed on the New
York Central Railroad evaporates 2200 lb. of water per
hour and occupies a floor space 4 ft. in diameter.

.Ion

Jur

cols. III.

Electric Locomotive Drives

1085

F. H. Shepard discusses in detail the reasons for using
quills on driving axles and frame-mounted motors with
armatures of increased length, as well as the advantages
obtained from gear reductions and side rods for coupling
driving whee's together.

i.ECTisic Railway Joi

Copper-Zone System Supported

1089

Connecticut Commission in Groton & Stonington Street
Railway case says new system is improvement over old
nicl'e'.-zone system.

'Transmission
Department

Losses" in the

Purchasing
1091

H. B. Twyford analyzes the causes of losses
gests methods by which they may be reduced.

Equipment and Its Maintenance 1093

A Recent Railway Substation — I— General Features —
By G. C. Hecker. Maintenance of GE-800 Motors— By
J. R. Smith. Firing with Gas at Elyria Power Station
— By A. P. Lewis. Application of Ball Bearings to Rail-
way Car Journals— By O. Bruencmer. New Center-En-
trance Interurban Cars for the K. C, C. C. & St. J. Rail-
way— By J. N. Spettman. Railless Trolley Battery Ve-
hicle. McKeen "Mallet" Motor Car Sold to Southern
Utah Railroad. Exciter Set Used for Track Welding.
A Pipe Wrench for Limited Clearances. Hand Brake
and Slack Adjuster. A New Pole-Top Gin.

Editorials

Putting Personality Into the Corporation.
Traffic Interchange with Steam Roads.
Overhead Cranes Versus Drop Pits.
The Pioneer Electrification.
Coupled Drives for Electric Locomotives.
A Coincidence in Locomotive Repair Cost.
Load Factor in Electric Operation.
Careless Federal Legislation.
Iron Ore Production in 1915

1079
1090

Warning Signs at City Crossings
Ventilation Problem on New York Subway
Bridge Construction in Kansas City, Mo.
News of Electric Railways

City Engineer Discusses Transit Problems.

Washington Railway Valuations Reduced.

Worcester and Springfield Wages Go to Arbitration

Mr. Taylor Talks Subway in Pittsburgh.

Completion of Orem Line Celebrated.

New Trenton Arbitration Plan.
Financial and Corporate

I. C. C. Issues Accounting Answers.

Boston Elevated Investigation Assured.
Traffic and Transportation

Tampa Passes Progressive Jitney Measure.

New Surface Rule Book for Brooklyn.

Problems of Local Communities Discussed in Bay
State Hearings.

One-Man Car Permit in Seattle.
Personal Mention 1112

Construction News 11 1^

Manufactures and Supplies 1115

1091
1101

1105

1109

ies H. McGraw, President. A. E. Clifford, Secretary. J. T. De Mott, Treasurer. H. W. Blake, Editor.

McGraw Publishing Company, Inc.

->r.rv HT . ™.l c . XT v i r^ ■ . San Francisco, 502 Rialto Bldg

239 West 39tll St., New York CltV London, 10 Norfolk St., Strand.
J Cable address : "Stryjourn,"

New York.

United States, Mexico, Cuba, Porto Rico, Hawaii, or the Philippines, $3 per year; Canada, $4.50 ; elsewhere, $6. Single copy, 10c.

No back volumes for more than one year, and no back copies for more than three months.

wo, 1578 Old Colony Bldg.
:i.and, Leader-News Bldg.
\DEi.miA, Real Estate Trust Bldg.

Circulation of this issue 8000 copies.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

DnDrinnnnnnnnnrinnrinrinnnnnDDDDPi : i i i i r i i • : [idddddd

Trains on the Philadel phia-Paoli
elecirified division of the P. R. R.
equipped with We s I i n g house
Electro-Pneumatic Brakes,

(C.urm, ./ ih. P,„„t**„a

A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchnnge Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

DDDDDDnnnaDDDDDDDnaDDnDDDDDDDDDDDDcrr::^:"' nnnn

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

REMOVABLE

If you want to inspect the

"Collins"

Type A

Electric Track Switch

you do not have to dig mud and water out of the mechanism

— you do not have to disconnect pipes and wires

— you do not have to dodge back and forth between cars —

all the mechanism is on the cover and electrical
connections are made by substantial spring contacts

It is very light, and when it is to be inspected you pick it up and walk away
with it — just as you would pull out a fuse — then slip in another unit.

That's an advantage, of course, but only one of eight distinct Type A features.
Eight — count 'em :

(i) It does not splash mud and water; (2) the switch cannot be thrown
between the trucks of a car by a following movement under the contactor; (3)
the street box is automatically sealed and without dependence on the proper
making up of pipe joints or gaskets; (4) a most positive anti-straddling device
is provided; (5) only no volts is sent into the street box; (6) the entire
mechanism can be lifted out of the street box without making any disconnections ;

(7) the contactors are exceedingly small and simply mounted on standard ears;

(8) standing under the contactor for an indefinite period has no damaging effect
on any part of the mechanism.

Ask us to tell you how little they cost and how much they save.

United States Electric Signal Company

West Newton, Massachusetts

Representatives

Western: Frank F. Bodler, Monadnock Bldg., San Francisco

Chicago: Warren Moore Osborn, McCormick Bldg.

Foreign: Forest City Electric Services Supply Cp., Salford, England

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

QKoro-

y Trolley Wire

The

Madding

Crowd

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

Why Use Batteries ? Get Faraday
High Voltage Car Signals

Resistance — Push Button — Bells — Buzzers

No. 19405 Push Button

No. 19404 Resistance Unit

No. 19586
Single Stroke Bell

Faraday car signal systems are for operation
direct from the trolley circuit of from 500 to 600
volts. Their use eliminates entirely the cost and
annoyance which almost invariably result from
the use of battery systems.

Faraday Resistance Panels contain resistance
units in cartridge form so that the replacement
of a resistance unit is an easy matter. These
resistance units are absolutely permanent and
are mounted on slate bases.

Faraday Push Buttons are designed especially
for use on high voltage circuits. They are con-
structed particularly for car installation, are tam-
per-proof and when properly installed are abso-
lutely unfailing in operation.

Faraday Bells and Buzzers are likewise unfail-
ing in operation because they are properly insu-
lated and protected from injury by cast iron
covers which also make them absolutely water-
proof. And because all Faraday bells and buzzers
have platinum contacts and micrometer lock ad-
justments which cannot possibly change due to
car vibration.

When you buy Faraday Car Signals you get
the best equipment to be had and their use will
mean that you can forget about car signal main-
tenance and its cost.

Write for complete information.

>*mv

No. 19403
Standard Buzzer

Electric Service Supplies Co.

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA
17th and Cambria Sts.

NEW YORK
50 Church St.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Use Old Concrete for Your New Ties

Save $3,000 a Mile on Track Construction

On first cost of new track
structure — mind you — and that
is figuring on plain, untreated
wood ties for a comparison.

That is the saving on a piece
of actual construction work in
1915 shown by

INTERNATIONAL
Steel Twin Ties

Although the item of lower
first cost is considerable, the big
economy lies in the permanency
and good service of INTERNA-
TIONAL TIES.

They hold alignment and pre-
vent low joints.

They do away with the need
' for tie rods.

They reinforce, strengthen and
lengthen the life of the paving
between the rails. They afford
the nearest approach to PERMA-
NENT TRACK yet attained.

You can place International Ties
right on the old concrete BASE-
when next you take out decayed or
worn wooden ties. Spaced 6 ft.
centers and 3'-0" out to out the

la-

sted ties fit into the gaps left in the
concrete and need little new mate-
rial added. This is one valuable
adaptation of Twin ties.

The users of International Steel Twin Ties
will be glad to tell you of their service economy.
Write us for their names.

"■'W//WW//I.

The International Steel Tie Company

General Sales Office and Works: Cleveland, Ohio

fstera EngV S*le» C
To. Ai.F<ta. Cl. .

REPRESENTATIVE

uussmiiS °

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

ARMCOIRON CULVERTS

When you desire rust-resistance as well as the other qualities that
result in long-lived culverts, the thing to do is to see that you get
the metal and the construction that will insure it. The sure and
unfailing way to do this is simply to insist on seeing the "triangle
trademark" on the culvert sections. This is your guarantee of
"ARMCO" IRON — the iron of unequalled purity and evenness
of material. Why take chances?

"ARMCO" IRON RESISTS RUST.

Write the Nearest Manufacturer for particulars and prices on"Armco" Iron Cor-
rugated Culverts, Siphons, Flumes, Plates, Sheets, Roofing and Formed Products.

Louisiana. New Orleni

Dixie Culvert & Metal Co.

Maryland, Havre de Gi

Spencer, J. N.
>l:i--.-ir-lni><-iiv. Palmer
New England Metal Cul. Co.

Northwestern Sheet

Ohio, 1 lli'K.nn

American Rolling Mill Co.

The Ohio Corrugated Culvert Co.

crt & Flume Co.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Broadway, Looking South
from Sixth Street — The
Heavy Traffic Street
of Los Angeles

jita

At Lo

Fastest Grow

The streets of Los Angeles are
better known than those of any other
city in the world.

For the wonderful sunshine of
Southern California has made Los
Angeles the producing center of the
moving picture industry.

Here are some non-movie pictures
of Los Angeles featuring "close-ups*"
of Titanium-treated rail. "

Broadway at Sixth Street — Ten,
hundred and ninety-six (1096) tons,
of Titanium-treated 87-lb. 7%-m, T-
rail (gage 39 in.) rail laid July, 1911.

TITANIUM ALLOl

General Office and Won

New York Office: 15 Wall Street

Pittsburgh Office: Oliver Bldg.

Chicago Office: People's Gas Bldg.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

Broadway, Looking North

from Sixth Street — T h e

Heavy Traffic ' Street

of Los Angeles

-. Vermont Ave., and
ure Boulevard — Ti-
m-Treated Rail Is
! for Grades, too.

Angeles

Jty of America

Rails on 6 in. x 7 in. x 6 ft. concrete
ties. This section carries between 6
a.m. and midnight a total of 2352
cars, averaging 38,000 lb. each empty.
Wilshire Boulevard, West Lake
District — Four thousand (4000) tons
of Titanium-treated 72-lb. 6-in. T-rail

laid January, 1909. Note the curves.
North Vermont Avenue — Thirteen
thousand seven hundred and twenty-
five (13,725) tons of Titanium-treated
7-in. 116-lb. grooved girder rail laid
June, 1912. Note car on the steel
grade.

HANUFACTURING CO,

> agar a Falls, New York

acific Coast: Eccles & Smith Co., Lo» Angeles, San Francisco, Portland
Great Britain and Europe: T. Rowlands & Co., Sheffield, England

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Wfijf The U. S. Government
^ Bears Us Out

In the March 4, 1916, issue of the
Electric Railway journal we ran the
advertisement reproduced herewith.

On March 10, 1916, the U. S. Bureau
of Standards issued Technologic
Paper No. 62 on Modern Practice in
the Construction and Maintenance of
Rail Joints and Bonds in Electric
Railways. We quote the following
from that paper:

"Nonuniformity of Rail Sections —
No two rail sections will be found to
be absolutely identical. The differ-
ence will vary from an inappreciable
minimum to the maximum allowed in
the specifications adopted by the
American Society for Testing Ma-
terials. These inequalities are the re-
sult of wear of rolls and different de-
grees of shrinkage with cooling."

"Continual pounding of a joint
eventually develops a cup in the re-
ceiving rail and rapid deterioration
follows if the joint is not given proper
attention."

"Failure to Grind Joints — Slight in-
equalities exist in rail heads as well as
in the finishing surfaces, so that on
newly bolted joints a difference in
elevation of the abutting rails often
exists and unless filed or ground down
to a perfect surface alignment will
soon develop pounding and cupping.
A number of companies now make a
practice of running over all newly
bolted joints with a track grinder and
find that the slight expense is well
justified by the increased smoothness
and resulting longer life of the joints."

The U. S. Government bears us out
in everything we said in our adver-
tisement except in the claims we made
for our

Reciprocating
Track Grinder

A few minutes' work with this machine carefully
smooths out corrugations, uneven joints, cupped and bat-
tered rails without grinding away the life of the track.

It prolongs the service of your rails for years at so low
a cost that the savings to your Department of Way will
pay for the Grinder many times over

It requires no expert crew — can be moved off and on the
track quickly so does not delay traffic.

it of the Reciprocating Track

Railway Track-work Co.

30th and Walnut Streets.
Philadelphia, Pa.

Reciprocating Track Grinder

You can prove that part by trying out our
grinder on your tracks. You don't have to
pay for the grinder till it proves itself by its
service.

Railway Track- work Company

30th and Walnut Streets
Philadelphia, Pa.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

Get^This Book

About

National Door and

Step Control

It's a 200-page cloth-
bound handbook of en-
gineering and operating
data covering every fea-
ture of door and step
control.

DOOR and STEP

CONTROL

It shows not only
how NATIONAL
PNEUMATIC and
NATIONAL MAN-
UAL control has been
applied to the entire
range of electric car
door operation —

But it also gives a
real conception of the
many special problems
that must be met in the
design and manufacture
of really efficient door
and steD control.

CO*"

'<>

*&* +

-**%&$&-.*

,-<.

:-°:>\

■" I f V

Write for this Book on
NATIONAL DOOR and
STEP CONTROL, NOW

The Edition is Limited

Tmmmmm

NATIONAL PNEUMATIC COMPANY

50ChurcK5t Now York

515Laflih St Chic^o

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

How W'C'K Service solved a
pressing Engineering Problem
for the Canadian Pacific Railroad

An open stretch of Canadian prairie, the
immediate necessity of a main locomo-
tive shop, including erecting-, machine,
boiler and blacksmith shops, tender and
wheel shop, repair shops for both pas-
senger and freight cars, planing mill,
foundry and pattern shop — to be built
in 12 months in a climate where tem-
perature changes are sudden — up in the

land of the Chinook winds; this was the
engineering problem of the Canadian
Pacific Railroad, Al/2 miles from Cal-
gary, Alberta, Canada.

Ground was broken April 1st, 1912
March 17th, 1913, the locomotive shof
was in full operation.

The great boom in northwestern Can^

=; !

WOK

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

ada demanded shops and it demanded
them quick. The Canadian Pacific had
depended on the Winnipeg shops or the
Angus shops at Montreal — a distance of
2,250 miles East. Two thousand miles
from a repair base meant delays and in-
[creased expense.

Yet W. C. K. service solved this engi-
neering problem — met every condition
imposed by climate and remoteness
from the material and labor markets.

W. C. K. wrote the specifications and in-
stalled all machine tools, cranes, small
tools, etc., and so arranged them as to
conserve "workman mileage" — another
detail in W. C. K. service.
WESTINGHOUSE CHURCH KERR & CO.
simply represent a service — a service resulting
from the close co-operation of a group of
engineering specialists — a service that co-
operates in every detail with your engineering
staff.

WESTINGHOUSE CHURCH KERR & CO.

Engineers & Constructors
37 WALL STREET, NEW YORK, N. Y.

Conway Building
Chicago

Shaughnessy Building
Montreal, Que.

Pacific Building
San Francisco

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Be Kind to Your Rider's Spine!

The Human Body and the Car Seat.

Fig. 1. The natural curve of the backbone. The proper points
where a seat should give support are at the lower part of the
shoulder (a) and the small of the back (b) Fig. 2. The prevail-
ing style of street car and Pullman car seat, which, being padded
at the wrong place, pushes the pelvis out and affords no support
for the back. Fig 3. The new "correct posture" seat which
allows an opening for the lowest part of the back and is made to
fit the natural curves of the human spine.

If you'll look over this row of skeletons you'll see
how the posture of your passenger can be affected by
the type of seat used.

You know that even in a fixed structure a seated
person shifts his position merely through fatigue.

Conceive, then, the condition in a moving structure,
where the sitter's position may be suddenly and
involuntarily shifted during periods of acceleration,
braking and operation over sharp curves.

Add to this the jolting communicated to the seat
when the car is running over poor track as a further
reason for selecting a car seat with extreme care as to
outlines, covering and springs.

And you will doubtless agree with us that if you
want to turn passengers into patrons,

Car Seats Should Not Be
Bought Merely from a Catalog

Hale & Kilburn Co.

Philadelphia New York Chicago
Washington San Francisco

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Here's the Bond
That Gives —

full 8 to 1 contact area. The
car welds the whole side of
the terminal to the rail. Don't
be satisfied with less.

Electric Weld Rail Bonds

The Electric Railway Improvement Co.

Cleveland, Ohio

Atlas "A" Method

of Chemical

Weeding Saves

Costly Track Labor

No need to tell you track engineers
how hard it is to get track labor at
anything like old wages.

Why not then avoid human labor
when there is a better and cheaper
way available?

Hand-pulling of weeds is worse
than costly — it's useless.

Atlas "A" Method — the Atlas ex-
pert plus the Atlas compound plus the
Atlas machinery — saves labor cost
and KILLS THE WEEDS

ATLAS PRESERVATIVE COMPANY OF AMERICA (Inc.)

95-97 Liberty Street, New York, N. Y. .

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

What the "ECONOMY" Meter is

In a series of advertisements cover-
ing a period of several months, we
have pointed out the advantages
of installing ''ECONOMY" meters
on electric railway cars and have
shown the remarkable savings
effected by a number of ElectricRail-
ways using the meters. We have also
explained the system of records and
methods of "follow-up" employed
in connection with "ECONOMY"
meters, this system being fully as
important as the meter itself. In
fact, without a complete system, the
mere installation of "ECONOMY"
meters or other economizing devices
would be of little avail.

In this and a few subsequent advertisements we
will show how the Sangamo "ECONOMY" meter
is built to withstand the severe conditions of electric
railway operation which no previous meter (many
have been tried for this work) has been able to do.
During a number of years Sangamo mercury motor
meters have been developed from a comparatively
crude original state (like some of the mercury motor
meters made abroad, and which, by the way, have
also been used in electric railway service) to a point
where little, if anything, can be desired in the way of
maintained accuracy under the most severe conditions.
Their construction provides protection against acci-
dental or intentional injury and insures ease of repair
and general accessibility from the standpoint of the
electric railway op-
erating man.

The actual meas-
uringelementof the
hew "ECONOMY"
meter, that is,
the mercury motor
with its recording
train, is the same
as has been used
for several years past so successfully in Sangamo D-5
direct current watt-hour meters for residence and
switchboard service, and in ampere-hour meters for
all kinds of service on moving vehicles. For the con-
ditions of electric railway service this element has now

J«MY

BUILT LIKEAWATCH

meSS

been applied in a novel and interesting manner to
permit of most ready access for purpose of calibration
or repair, when necessary. At the same time the
entire element is protected and insulated in the highest
degree for operation on street railway circuits even at
3000 volts D.C.

In the ordinary Sangamo D-5 meter, the motor ele-
ment, that is, the mercury chamber containing the
moving system, has been removable, but this required
the disconnecting of several other elements. In the
new "ECONOMY" meter the entire meter element
(not only the motor element) is a complete unit,
placed in the case as shown herewith, and the element
is separated from the cast iron base by heavy Bakelite
insulation that will withstand 10,000 volts break-down
test. The terminals and shunt to which the measuring
elements are connected are similarly insulated from
the base by separate insulation, and the terminals as
connected to the circuit are similarly protected by
porcelain blocks.

For purpose of ready access to the meter element,
the cover is made entirely removable, as are the
terminal blocks, although after original installation
it will seldom be necessary to disconnect the meters
and remove the base from the car, except in case of
severe injury destroying the shunt or the porcelain
terminal blocks.

See next week's advertisement for further construc-
tion details of "ECONOMY" meters.

Sangamo Electric Company

Springfield, Illinois

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

June 10, 1916] ELECTRIC RAILWAY JOURNAL 25

Chillingworth Seamless
Drawn Steel Gear Cases

on Electrified Steam Railroads

All the electric passenger cars on the main line of the
Pennsylvania Railroad and the new passenger cars
of the New York, Westchester & Boston R. R. are
equipped with Chillingworth Seamless, Rivetless
Drawn Steel Gear Cases, as shown in cut below.

The Chillingworth Patented Process

used in our Jersey City Plant, where these cases were
manufactured, will produce even larger cases than
this. It absolutely guarantees uniformity of metal
thickness and gives minimum weight with maximum
efficiency. No other method insures these results. A
malleable iron gear case of this size would be ex-
tremely heavy and expensive, hence the economy of
Chillingworth Drawn Steel Gear Cases.

Thayer & Company, Inc., Ill Broadway, New York

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

henectady plant alone.

Immediate Shipment from Stock
on G-E Armature Coils

By ordering G-E Armature Coils, you can be sure of prompt shipments on
the completed coils regardless of the state of the copper market.

With copper at its present price, another advantage is developed. Where,
hitherto, by omitting certain processes, essential to G-E quality, some railroads
may have saved labor costs by making their own coils, the entire cost of labor
has now become so small a proportion of the total as to make the work unprof-
itable in the face of ordinary chances of manufacture.

G-E Armature Coils for G-E motors mean a great saving of time in replac-
ing burned-out coils. They insure an absolute fit, eliminating forcing coils
into the slots and later shrinkage and vibration in service.

All G-E Armature Coils are steam moulded, a process not practical for rail-
way repair shops. As coils so treated last at least 25% longer than the "home-
made" variety, another actual saving by purchasing G-E Coils is apparent.

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, Iov
Duluth, Minn.
Elmira, N. Y.
Erie, Pa. . .

General Office : Schenectady, N . Y.

ADDRESS NEAREST OFFICE

Jacksonville, Fla. __ Louisville, Ky.

Toplin, Mo. /JSa Memphis, Tenn.

Kansas City, Mo. ixftSI Milwaukee, Wis.

Hartford, Conn. Knoxville, Tenn. «^/ Minneapolis, Mil

Indianapolis, Ind. Los Angeles, Cal. ^^ Nashville, Tenn.

For Michigan Business refer to General Electric Company of Michigan, Detroit.
For Texas, Oklahoma and Arizona business refer to Southwest General Electric Company (formerly Hobson Electric Co.),DaIlai,
El Paso, Houston and Oklahoma City. For Canadian business refer to Canadian General Electric Company, Ltd., Toronto, Ont.

6270

New York, N. Y.
Niagara Falls, N. Y.
< >maha, Neb.
Philadelphia. Pa.
Pittsburgh, Pa.
Portland, Ore.
Providence, R, I.
Richmond, Va.
Rochester, N. Y.

St. Louis, Mo.
Salt Lake City, Utal
San Francisco, Cal.
Schenectady, N. Y.
Seattle, Wash.
Spokane, Wash.
Springfield, Mass.

Syracuse, N. Y.
Toledo, Ohio
Washington, D. C.
Youngstown, Ohio

Electric Railway Journal

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

NEW YORK SATURDAY, JUNE 10, 1916

No. 24

PUTTING PER- The old saying that corporations

SONALITY INTO have no souls has been used many
THE CORPORATION times to characterize their alleged
heartlessness. It has not been as often understood to
constitute a handicap to them, but there is no doubt
that a corporation suffers a disadvantage, and a serious
one, in business, even if it is only founded on sentiment,
as compared with an individual, because it has no per-
sonality. This lack it is the duty of the management
to supply as far as can be through utilizing the indi-
viduality of the officers. Of two electric railways which
are giving good service, that one will enjoy the greatest
public favor in which the personality of the manage-
ment enters. Such a situation often occurs in the case
of run-down properties which have been taken over by
new managers and successfully rejuvenated. Here the
public can give credit where credit is due, and it usually
does so. But with the older and long-established com-
pany the task is a little more difficult though none the
less important. So long as the patrons of a railway
look upon it merely as a transportation-producing
machine, with no personality behind it, a friendly atti-
tude is impossible. One cannot be friendly with a
machine. On the other hand, if the service appears to
be the expression of a real desire to serve them, the
case is radically different. It is perfectly natural,
therefore, that the popular electric railways should, as
a rule, be those which make an effort to develop this
individuality or personality through their leading execu-
tive officers.

TRAFFIC INTER-
CHANGE WITH
STEAM ROADS

One source of freight revenue
which certainly has not been de-
veloped to the limit of its possi-
bilities is that of interchange traffic with steam roads.
The equipment and methods of operation used on electric
roads have largely been developed with the fundamental
idea of handling a "gathering and distributing" type of
traffic. On the other hand, steam road methods are well
adapted to long-haul service. It would seem logical,
therefore, that effective co-operation between steam
and electric roads would work out for the benefit of all
concerned. That some companies are doing this is
shown by several articles on electric freight traffic in
recent issues of this paper. In all of these cases the
functions of the two classes of roads are markedly dis-
tinct, so that each benefits by the interchange traffic
arrangement, which extends the zone of influence of
each and tends to stimulate traffic on both. We believe
that even paralleling steam and electric roads would
find such arrangements profitable, because they neces-

sarily do not reach exactly the same territory or have
the same facilities for all kinds of freight. If such
roads would forget their passenger traffic animosities
long enough to work out a business-like scheme of co-
operation in the handling of freight, we feel that the
results would be much more satisfactory to both them-
selves and the public at large than those usually
obtained.

OVERHEAD In the present formative stage in

CRANES VERSUS electric locomotive design a de-
DROP PITS cided advantage would be gained

for the future if the repair-shop buildings constructed
in the near future could be planned along lines that
would prevent them from being made obsolete by
changes in practice during the next few years. The
main reason standing in the way of this possibility is
that electric locomotive repair shops at present display
no definite tendency either toward the "overhead" type,
with traveling cranes to handle heavy parts, or toward
the drop-pit type, where the heavy work is all done
from below the engine. The latter type of shop is un-
questionably the least expensive to construct, since the
framework may be of the lightest construction or, at
most, of sufficient strength to support a very light
crane. Its high efficiency is exemplified by the Har-
mon shops of the New York Central Railroad, for years
noted for the low cost and excellence of the work that
they have turned out. With the drop-pit type of shop,
however, there is a weak point in that it is not suitable
for all types of locomotives in use even to-day, the
Pennsylvania type of engine, for example, requiring a
crane of considerable capacity for the removal of its
main motors. On the other hand, with overhead cranes
of sufficient size, any type of locomotive, apparently, can
be successfully dismantled or assembled, and for this
reason the overhead type of shop seems to have a de-
cided advantage in view of the fact there is no telling
what the morrow will bring forth in locomotive design.

THE PIONEER
ELECTRI-
FICATION

Until the titanic electric units of
the past year or two revolution-
ized conceptions of electrification,
the history of heavy electric traction might well be
said to have been exemplified in its entirety by the
pioneer installation at Baltimore. When this electrifi-
cation began operation, twenty-one years ago, it was
characterized by an overhead contact system in which
the necessity for large contact area for low-voltage cur-
rent was recognized. But this method of operation
did not provide for a number of conditions, such as the

1072

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

exaggeration of sidewise movements of the collector
that were inseparable from such a plan, and its subse-
quent abandonment and the substitution of a third-
rail came as a forerunner to the several contact sys-
tems of the latter type that have been installed in this
country. In the same way the earliest locomotives to
be used were built in two four-wheel sections with
gearless motors, and, although they are entitled to an
important place in the development of the art, their
costliness and hard-riding qualities prevented their per-
petuation. The rigid wheelbase locomotives which fol-
lowed them were typical of the influence that appeared
so strongly in steam locomotive design some twelve or
fourteen years ago, and these, in turn, were improved
upon by engines with the articulated trucks that char-
acterize all designs of the present day. Even from
the standpoint of power supply, the installation has
changed from the use of a small isolated power station
— necessary in the days when electricity was a nov-
elty— to the purchase of energy from the large, eco-
nomical station of a local power company, so that in
the parallelism of the B. & O. installation to the ten-
dencies prominent in the general development of heavy
electric traction, almost the only missing feature is a
return to an overhead conductor with high voltage.

COUPLED DRIVERS There is food for thought in the
FOR ELECTRIC article by F. H. Shepard on loco-

LOCOMOTIVES motive drives which appears else-

where in this issue. Among the various comments which
he advances in explanation of the complication that ap-
pears in some of the most recent locomotive designs,
the most interesting one, perhaps, is that on the weight-
shifting effect of drawbar pull. The phenomenon is
simple, and it has been recognized for years on steam
railroads, as it is well known that the old "American"
type of steam locomotive, which has a four-wheeled
leading truck and two pairs of drivers at the rear, is
capable of pulling an appreciably greater load when
running forward than when running backward. The
reason is that, for forward motion, the drawbar pull,
which is exerted at a height of nearly 3 ft. above the
rail, establishes a couple that tends to tip the engine
over backwards. In consequence, a not inconsiderable
part of the total weight is transferred from the leading
truck wheels to the drivers, giving the latter more ad-
hesion and adding to the tractive effort of the engine.
When the locomotive is running backward, the reverse
of this action takes place, weight being shifted from the
drivers to the truck, and the loss of effective adhesive
weight makes the engine "slippery." With the electric
locomotive, which may be constructed in a series of
articulated trucks, the effect of the phenomenon may
be magnified because of the relatively short wheelbase
of each truck. A case might be cited, for example,
in which each truck had only a 6-ft. wheelbase.
Under such circumstances the couple set up by the
drawbar pull would have an arm one-half as long as
that opposing it, and if the drawbar pull was 30 per
cent of the total weight, some 15 per cent of the weight

on the front drivers would be shifted to the rear pair.
Therefore, without independent control of each pair of
drivers, or side rods coupling them together, the tractive
effort of the whole engine would be measured by the
most lightly loaded pair of drivers and would be re-
duced by 15 per cent. This is, of course, an extreme
case, but it demonstrates that side rods, with all their
objectionable features, have a very definite value.

A COINCIDENCE IN LOCOMOTIVE REPAIR COST

The cost of electric locomotive maintenance at Balti-
more displays a somewhat remarkable agreement with
the cost on the later tunnel electrifications at Detroit
and Port Huron. In all three cases the charges ap-
proximate 5 cents per locomotive-mile, although the
weight of the average Detroit engine is 25 per cent
greater than the average at Baltimore, and that at Port
Huron is 25 per cent less. From this it would seem
that the Detroit engines should cost the most for re-
pairs and the Port Huron engines least, with the Balti-
more machines in between. There are, in addition, sev-
eral circumstances surrounding operation at the three
locations which tend further to produce a difference in
the existing figures. For one thing the annual mile-
age per locomotive differs materially, being 35,000 at
Port Huron, 21,000 at Baltimore and only 18,500 at
Detroit.

Of still more importance as a factor in maintenance
cost is the item of tire wear. Since the engine has to
be practically dismantled when tire work is done, the
procedure is materially expensive and may exert a
marked influence on the cost per mile if the mileage
between turnings is low. At Detroit, conditions seem
to be exceptionally bad for tire wear because the mile-
age between turnings is reported to range between
12,000 and 15,000. At Baltimore the tires on the later
engines approximate 70,000 miles and on the older
ones 35,000, an average of, say, 50,000 miles for all
classes, while the mileage for the Port Huron engines
apparently exceeds 80,000.

Comparing operation at Baltimore with that at De-
troit, since these two installations are of the low-volt-
age, direct-current type, it will be found, from the rec-
ord published upon another page of this issue, that the
Baltimore engines are worked very much harder than
those at Detroit. This condition is reflected in the
armature failures which are reported from Baltimore,
while Detroit absolutely escapes this form of trouble.
The effect is displayed also in the fact that at Balti-
more the electrical repairs cost more than the mechani-
cal repairs, although experience indicates that normally
the electric apparatus should cost only about one-half
as much as the maintenance of the mechanical equip-
ment of an electric locomotive. Here, then, there ap-
pears on the one hand harder work for the locomotives
as an offset to lighter engines and a higher mileage be-
tween tire turnings, and as it is conceivable that these
conditions would balance each other, the cost of 5 cents
per locomotive mile for these installations seems to be
nothing more than a coincidence.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1073

LOAD FACTOR IN ELECTRIC OPERATION

The influence of load factor on steam railroad operat-
ing costs may be said, in general, to be of subordinate
importance, and for this reason the term does not appear
in the railroad operator's terminology. The reason is
that the investment in rolling stock and its appur-
tenances is but a small fraction, say one-fifth, of the
total cost of the whole road. The major part of the
investment is tied up in the roadway, and since this
has no definite maximum capacity, there is no method
of establishing its load factor, while the minor char-
acter of the investment in rolling equipment hardly
warrants the expression of a relation between its pos-
sible capacity and the actual work that it does. As a
matter of fact, load factors for railroad equipment are
astonishingly low when judged by standards common
in electric working, a steam locomotive, for example,
doing something like 5 per cent of the work that it
could do if operated to rated capacity all of the time
and under best conditions.

Under electric operation, however, this lack of con-
sideration of load-factor values in steam railroad statis-
tics has worked and undoubtedly will work for some
time to come a serious hardship, because electrifi-
cation may introduce equipment costing fully half as
much as the original roadway and requiring continu-
ous operation to earn its fixed charges. Unfortunately,
electrical engineers cannot expect a steam railroad to
revolutionize its practice and turn its schedules topsy-
turvy for the sake of electrifying, since the new form
of power must show a saving under existing conditions
before it can supplant the old. Eventually, no doubt,
the economies that are measured by high load factors
will be recognized, but in the meantime electrical
equipment must be designed to move trains whenever
and however the operating department sees fit to run
them, regardless of the effect they may have upon the
load curve.

Consideration of the steam locomotive brings out the
fact that there are two very obvious causes for the dis-
tressingly low load factor under which it operates, and
both of these are avoided to a large extent by the elec-
tric machine. One of them is the large amount of
time spent at the engine house or its equivalent, dur-
ing which intervals the steam locomotive has to have
its fire cleaned and its tender resupplied with coal and
water, and then has to be set in the roundhouse for the
minor repairs and replacements inevitably required af-
ter every trip. It has been found that as much as four-
teen hours out of the twenty-four are devoted to such
operations, leaving only ten hours during which a road
engine is actually available for service. On this hourly
basis then, the steam engine starts with a daily load
factor of only 42 per cent while the electric locomotive
is ready for service practically all of the time, or, at
worst, allowing an hour out of the twenty-four for in-
spection, has a daily load factor of 96 per cent on the
basis of time ready for service.

The other one of the two most obvious charac-
teristics that reduce the relation between the possible

capacity of the steam locomotive and its actual per-
formance lies in its practical inability to handle tem-
porary overloads. The ruling grade on a division es-
tablishes its tonnage rating, and elsewhere during its
run the engine is underloaded. In one respect this
might be considered as an advantage, because the di-
rectly-opposite characteristic of the electric locomotive,
due to its higher adhesion, leaves it open to abuse.
However, the fact that the latter machine can exert a
greatly increased drawbar pull for short intervals gives
it a chance to get its train over a ruling grade without
having to operate at less than capacity throughout the
balance of the run, and this tends definitely to raise
the load factor of the electric locomotive when its op-
erations are considered in their entirety.

CARELESS FEDERAL LEGISLATION

The carelessness with which many congressional bills
are drawn is illustrated in the "hours of service"
bill (H. R. 9216) to which the committee on federal
relations of the American 'Electric Railway Association
has called attention, as mentioned in last week's issue.
The circumstances indicate that this bill was intended
merely to amend the present hours of service act by
shortening from nine to eight hours the maximum hours
of service of train dispatchers, but as the bill is worded
it makes eight hours the maximum permissible working
day for the motormen and conductors of electric inter-
urban railways, while permitting the engineers and con-
ductors of steam railroads to work sixteen hours.

It would seem necessary only to have atten-
tion called to this gross discrimination to secure a
change, but there is serious danger that the law will
get on the statute books unless individual electric rail-
way companies awake to the importance of protest, as
the bill has been favorably reported with its present
amendments by the House committee on interstate and
foreign commerce. As Mr. Brady says in his memor-
andum to the members of the House committee, a con-
ductor or motorman is no more disqualified physically or
otherwise at the end of eight hours from perceiving and
understanding an order by telephone than is an engi-
neer or conductor on a steam railroad train at the end
of the same period disqualified from receiving and
understanding a written order. This fact should be
made clear to the members of the House.

The committee on federal relations of the American
Electric Railway Association has also called the atten-
tion of association members to another bill (H. R. 9047,
introduced on Jan. 14, 1916, by Mr. Decker), in which
provisions intended evidently to apply purely to steam
railroad trunk-line conditions are so worded as to in-
clude electric railways also. This is a common over-
sight in proposed legislation on interstate carriers, but
the effect is nevertheless serious to the electric railways
if the error should not be discovered until after the
passage of the bill. Here also an expression by member
companies to their Congressman of their views in rela-
tion to this legislation would be helpful in the circum-
stances.

1074

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

Operation on the Baltimore & Ohio
Electrification

Detailed Statistics Show That the Electric Locomotives in This Service Through the City of

Baltimore Are Being Operated for Some 40 Cents per Locomotive-Mile, of

Which Power Comprises More than Half Owing to the Heavy

Grades? — The Maintenance Cost Approximates 5 Cents

THE Baltimore & Ohio electrification has always been
looked upon with interest as the pioneer installation
of electric traction in steam railroad service in the Uni-
ted States. It is not generally known, however, that
with the great increase in train weights due to the de-
velopment during recent years of more powerful steam
motive power equipment, it has been necessary to recon-
struct or to replace practically all of the original instal-
lation. As this is probably the only instance where
heavy electric traction has undergone such extensive
changes, an account of the improvements made and the
effect on operation and maintenance will no doubt be of
interest.

Physical Characteristics
The electrified section of the Baltimore & Ohio Rail-
road is its main line through the city of Baltimore, ex-
tending from Camden station on the west to Waverly
interlocking tower on the east. The length of electri-
fied section is 3.7 miles, the maximum grade, 1.52 per
cent, the average through grade, 0.9 per cent, and the
maximum curvature, 10 deg., 16 min. The line was con-
structed during the early nineties to furnish a direct
rail connection between the main line west of Baltimore
and that east, and one of the requirements of the or-
dinance governing the construction through the city
was that trains be operated electrically. In addition,
the number and lengths of the tunnels necessitated spe-

cial means for reducing the amount of locomotive smoke
and gases, for which electrification undoubtedly offered
the most satisfactory solution. The first trip of an
electric locomotive was made on June 27, 1894, but the
line was not opened for traffic until May 1, 1895.

Regular service with a total of three electric locomo-
tives was begun on Aug. 1, 1895. An overhead distri-
bution system was originally installed, but as it never
proved satisfactory it was replaced in 1902 by a third-
rail system. Four electric freight locomotives were pur-
chased in 1903 and another of the same type in 1906
With increasing traffic and weight of trains the capac
ity of the power plant and feeder capacity became in
adequate, with the result that in 1909 a contract was
entered into with the Consolidated Gas, Electric Light &
Power Company of Baltimore for purchasing current
and a synchronous converter substation was built for
supplying service. Between 1910 and 1912 a total of
four locomotives of a more powerful type were placed in
service, the original three being retired. Plans are now
under consideration for remodeling the last four loco-
motives to increase their capacity, and for the provision
of additional synchronous converter equipment in the
substation.

The direct-current system is used, 675 volts being
maintained at the d.c. bus. Originally all power was sup-
plied directly from a power plant located at the west
end of the electrified zone. In this were five 500 kw.,

B. A O. ELECTRIFICATION— TWC

OCOMOTIVES OF 1910 TY1

.'LING FREIGHT TRAIN AND ITS STEAM LOCOMOTIVE

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1075

700-volt, direct-current generators, direct-connected to
tandem-compound, non-condensing, Corliss-type en-
gines. A large proportion of the plant output, however,
was used for the railroad shops and other purposes. But
one train at a time was handled through the electrified
zone, and the load was of an intermittent and high peak
character. To obtain more economical operating condi-
tions as well as to improve the voltage on the line a
storage-battery substation was subsequently installed
near the Mount Royal passenger station, 1% miles from
the power house. A booster system of control was
used which included a booster located in the power
house, thus permitting a reduction of generating volt-
age to 550 in order that current could be used for in-
dustrial purposes. This limited the power house output
to 900 kw. for traction purposes which, with the battery,
was sufficient to handle simultaneously one freight train
of 1600-ton weight, including electric locomotive, and
one light passenger train.

When the Consolidated Gas, Electric Light and
Power Company began to furnish power in the form of
13,000-volt, three-phase, 25-cycle current, a synchronous
converter substation was built by the railroad adjoin-
ing the Mount Royal battery station. Three 1000 kw.,
650-volt, synchronous converters with the necessary
auxiliaries were installed. The battery, which is of
3200 amp.-hr. capacity, at the eight-hour rate, was re-
tained for peak work, being controlled by a special
booster in conjunction with the Electric Storage Bat-
tery Company's carbon pile regulator system. The power
plant was operated in parallel with the substation until
it was shut down in November, 1914, when purchased
electric service was extended to cover all the electrical
requirements of the railroad for light and power in
Baltimore. Plans are now under consideration for in-
creasing the capacity of the substation by the installa-
tion of a 2000 kw. synchronous converter and for
abandoning of the storage battery. The extension of
use of electric service with consequent improvement in
load factor and the purchasing of current under a new
contract have rendered the operation of the battery un-
necessary and uneconomical under the existing condi-
tions. With the proposed increased capacity of the sub-

station it will be possible to handle simultaneously
through the electric zone two freight trains each of
maximum weight of 2840 tons.

The original overhead system of power distribution
provided a contact conductor of two "Z" bars so ar-
ranged as to form a box-like structure with a slot in the
bottom. Outside of the tunnels this was supported
from towers by a catenary construction and in the tun-
nels by direct hangers. In this overhead structure the
collector shoe, attached to the locomotive by pantagraph,
was allowed to slide. As would be expected, from the
present knowledge of methods of collecting current, the

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B. & 0. ELECTRIFICATION-

system was unsatisfactory, while the presence of gases
from steam locomotives resulted in high maintenance
cost. In 1902 the overhead conductors were replaced by
third-rail system, the larger part of which is still in
service. A special form of protection has been pro-
vided on account of flush platform construction at pas-
senger stations. As a further safety measure auto-
matic sectionalizing switches were installed, but these
proved unsatisfactory and were discontinued.

To provide a continuous supply of current to the loco-
motives at double slip switches where the gaps are too
great to be spanned by the third-rail shoe, a special ar-

& O. ELECTRIFICATION — MOVABLE

-HIRD-RAIL AT CROSS-OVERS

1076

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

rangement of movable third-rail is used to avoid the
necessity for overhead conductors. These consist of
structural T-irons located inside the crossing tracks and
at such other points where the standard third-rail
would be fouled by trains using the cross-over. In the
operating position these rails are level with the top of
third-rail but normally are lowered to the track rail
level, in which position current is automatically cut off.
The rails are controlled from the signal tower and are
properly interlocked with the switch levers.

After ten years of service the third-rail in the How-
ard Street tunnel became so badly corroded, due to ac-
tion of the locomotive gases and electrolysis, as to re-
quire its complete renewal, at which time the type of
insulators and guard board support were redesigned to
overcome certain faults in the original construction.
This new design has been adopted as standard for
future replacement.

In general there is a continual demand for greater
drafts of power. The last lot of locomotives to be pur-
chased are of the Michigan Central type and are used
for both passenger and freight service. But to increase
their hauling capacity it is now planned to increase their
gear ratio from 3.25 to 4.27 and the weight to 120 tons.
Shunt-field control will be provided to permit obtaining
higher speeds with light-weight trains. This feature
will be semi-automatic in operation in that with the con-
troller in full running position the fields will be shunted
only when the motor current is less than a fixed pre-
determined value. The principal data pertaining to the
electrical and mechanical features of the various types
of locomotives are given in Table I and the general fea-
tures of their design are illustrated by the accompany-
ing photographs.

Operating Features and Costs

Electric operation is used only in the up-grade (east-
bound) direction, the electric locomotives returning

Table I— Electric Locomotive Dam, Baltimore 4 Ohio Railroad

Year built 1894 1903 and 1910 1912

1906

Type Eight Eight Eight Eight Proposed i

Wheel Wheel Wheel Wheel Remodeled

Two Rigid Articu- Articu-

Section Base lated lated

Number 3 5 2 2

Rigid wheelbase 6 ft. 10 in. 14ft.6^in. 9 ft. 6 in. 9 ft. 6 in. 9 ft. 6 in.

Total wheelbase 22 ft. 'A in. 14 ft. IP , in. 27 ft. 6 in. 27 ft. 6 in. 27 ft. 6 in.

• ,!l 33 ft. 10 in. 29 ft. 7 in. 39 ft. 0 in. 39 ft. fi in. 39 ft. 6 in.

Total weight 190,000 160,000 185,000 200,000 240,000

Number of motors 4 4 4 4 4

Type AXB70 GE 65 B GE 209 GE 209 GE 209

Output of motor, hp 270 200 275 275 275

Gearratio Gearless 81-19 78-24 78-24 83-19

Amperes input 292 400 400 400

Invers 62 in. 42 in. 50 in. 50 in. 50 in.

Tractive effort.pounds. . 23,000 35,000 26,000 26,000 33,800
Tractive effort, momen-
tary 49,000 40,000 46,000 50,000 60,000

Speed.m.p.h 17.5 8.5 16.4 16.4 12.2

Number of locomotives
normally operated to-
Freight Obsolete 3 2 2 2

Passenger 1 .... 1 1 1

NOTE: Motor ratings on one hour basis.

light, because the grade west-bound traffic operates
through the zone without requiring power from the
steam locomotives except for starting. Trains, includ-
ing steam locomotives are hauled intact as received
from the adjoining division. The electrified service is
very similar to helper locomotive service except that
the road locomotives furnish no assistance. The ruling
grade in the zone is 1.52 per cent while that of the re-
mainder of the steam locomotive division is but 0.8 per
cent. This requires the electric locomotive to be able to
develop twice the tractive effort of the Mikado type of
steam locomotives operated on this division, not only on
account of the heavy grade but also because of the ad-
ditional weight of the steam locomotive. Tests have
shown that the resistance of steam locomotives when be-
ing moved by outside power is very large, amounting to
38 lb. per ton on a level tangent track. On the ruling
grade the steam locomotive requires a drawbar pull
that would handle nearly twice its weight in freight
cars, or about 430 tons.

:TRIFICATION — FIRST LOCOMOTIVE OF 1894 TYPE, NOW OBSOLETE, EQUIPPED WITH OVERHEAD SHOE-COLLECTOR

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1077

& O. ELECTRIFICATION — TWO 80-TON LOCOMOTIVES OF 1903 TYPE

The annual traffic now handled electrically is approxi-
mately 20,000,000 tons, comprising both freight and
passenger trains. Five 80-ton and four 92- and 100-ton
General Electric locomotives in use. Three of the for-
mer type are always operated together and used in
freight service exclusively, while the latter type are op-
erated singly in passenger service with trains up to 800-
ton weight and two together with heavy passenger
trains and all freight trains. Whenever more than one
locomotive is required the units are operated with but
one crew, using multiple-unit control. Three operating
crews are employed on both the day and night shifts.
Under present traffic conditions the average annual
mileage of the 80-ton locomotives is 20,000 miles and
heavier locomotives 28,000 miles.

The maximum train weights now handled electrically
are 2000 tons net, a total, including steam and electric
locomotives, of 2450 tons. It is now contemplated to
increase the train weights to a total of 2840 tons in-
cluding steam and electric locomotives, which will re-
quire a maximum tractive effort on the ruling grade of
112,000 lb. to be developed by the electric locomotives
with an input to the motors of approximately 3000
kw. A speed of 11 m.p.h. will be maintained on the
maximum grade.

In Tables II and III are shown data on traffic handled
and costs of operation and maintenance in dollars per
1000 ton-miles (including the weight of the electric lo-
comotive) and in dollars per 100 locomotive-miles (in-
cluding light mileage) for the past six fiscal years. As
would be expected from the grade conditions and the
fact that traffic is handled electrically in but one direc-
tion, the power consumption is very large with conse-
quent very high cost for this item. The cost of cur-

rent at the d.c. bus comprises the cost of purchased cur-
rent and substation operation and maintenance.

Maintenance Practice
Except when actually handling trains or returning
light the locomotives are kept on a siding at the west
end of the zone. Inspection and running repairs are
made at this point, the facilities consisting of only a
track inspection pit. The general arrangement of
tracks makes impracticable the construction of any in-
closed shed into which the locomotives could be run for
inspection purposes. Supplies and material for light
repairs are kept in a near-by building which is also
used by the operating crews and locomotive main-
tenance force. This force consists of a foreman, two
repairmen and two cleaners, who handle all necessary
inspection, running repairs and cleaning for the nine
locomotives. Some of the locomotives have been kept in
service a year without necessity for placing them under
cover for repairs, and even the painting is done in the
open. All shop repairs, with the exception of heavy ac-
cident repairs, are made in the general electrical repair
shop located near the locomotive siding but not acces-
sible to the locomotives under their own power. The
shop is used primarily for repairs to motors and other
electrical equipment for the entire system, a track into
the building and a drop pit having been provided for
the locomotives. Motors as well as the wheels are re-
moved by means of the drop pit, as no crane is avail-
able. Tires are turned and renewed at the main steam
locomotive repair shops which are located in Baltimore.
Spare sets of wheels and axles have been provided so
that the locomotives are not kept out of service while
the tires are being turned.

1 i.c-il Year Ending June 30

Table II — Traff:
1910

7,471

Number of Freight trains handled 10,456

Mileage electric locomotives 183,493

Ton-miles, including electric-locomotive 49 , 224 , 569

Gross watt-hours per ton-mile 109

Cost of current per kilowatt-hour at d.c. bus SO. 0185

& Ohio Electrificacion

1912

5,784

7,164

192,774

55,286,817

1913
6,049
7,535

191,124

July-Dec., 1910
3,534
6,887
111,322
33,881,050
92.5
$0.0113

Table III — Cost of Operation ,
1910

Maintenance <

• Electric Locomotive Service, Baltimore & Ohio Railroad
1912 1913 1914 1915

Ton- motive- Ton- motive- Ton-
Miles Miles Miles Miles Miles

Trainmen's wages $0.34 $9.15 $0,336 $8.43 $0,328

pOWer 1.46 39.10 1.320 33.20 1.060

Third-raii and feeder maintenance.. .293 7.85 .109 2.74 .230
Oil i '

motive- Ton-
Miles Miles
$9.68 $0,327
34.40 1.215

Per 100
Per 1000 Loco-
Ton- motive-
Miles Miles
$0,308 $9.50
1.015 31.20
.137 4.20

.305 $61.77 $1,975 $49.66 $1,822 $52.12 $1,907 $56.80 $1,871 $55.49 $1,638 $50.37 $1.

1078

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

K1.KCTKI1- II

HIRD-RAIL PROTECTION AT PASSENGER STATION — INTERIOR OF MOUNT RO

The locomotives have been in very severe service.
With the increase both in weight and number of trains
handled it has been necessary to operate them consider-
ably in excess of their rated capacity, as it is not always
possible to proportion the motive power to the train
weights. They have, however, withstood the severe de-
mands remarkably well, the most serious trouble being
a number of armature failures on the two latest types.
Under heavy overloads, amounting to 700 amp. per mo-
tor, some trouble has also been experienced with the
brush-holders and certain of the contactors, but other-
wise this type of locomotive has given excellent satis-
faction.

On the GE-209 motors, armature bearings are re-
newed when worn 3/64 in. large or after five years'
service. Axle bearings are renewed when they become
y% in. large, which occurs after running about three
years. Wear has been rather excessive on the collar
end, and after reaching % in. this wear is taken up by
building out the ends with babbitt, this having proved
more satisfactory than brass collars. Steel stud bolts
were originally used to secure the axle caps but on ac-
count of the rather frequent breakage wrought-iron
studs have been substituted and
these have eliminated the trouble.

The mechanical features of the
two latest types of locomotive, ex-
cept for some minor details, have
given entire satisfaction. When the
locomotives were first placed in serv-
ice the cast-iron hub liners, which
were used to take up the side play
at the driving wheels, showed ex-
cessive wear, some lasting less than
a day. They were replaced with
bronze liners which are now lasting,
more than two years. Some trouble
was experienced by breaking of
equalizer hangers which was overcome by re-
designing them. Tire wear on the first locomo-
tive of the 1910 type was 50,000 miles before re-
ceiving the first turning. Flange oilers were applied
with the result that with the original tires on the other
locomotives of this type from 70,000 miles to 75,000
miles were obtained up to the first turning. However,
somewhat less mileage has been secured subsequently.
The older locomotives have also been equipped with
flange oilers, but the average tire mileage between
turnings is but 35,000, this difference being attributed
to the poor riding qualities of the rigid wheelbase type
of construction on this class of engine.

The 1910 and 1912 types of locomotive are equipped

with G. E. grade F twin gears and pinions. After
six years of service under the severe operating condi-
tions experienced, but very little wear has occurred on
either gears or pinions and in no respect have they
given any trouble. This has clearly demonstrated the
advantage of the twin-gear type of drive for heavy, low-
speed service. The locomotives of the 1903 type
are equipped with
single gearing hav-
ing 6-in. face and
2V2 pitch. The first
four locomotives of
this type to be pur-
chased are equipped
with split cast-steel
untreated gears and
untreated Grade-D
pinions. These gears
have a life of more
than six years and
the pinions four
years, a very good
showing for this

B. & O. ELECTRIFICATION — THIRD-RAIL PROTECTION AT PASSENGER STATIONS

type of gearing in such heavy service. The life of both
armature bearings and axle bearings is but about one-
third of that of the bearings on the twin-gear motors.
More or less trouble has also been experienced with hot
boxes on armature bearings at the pinion end.

Table IV shows the mileage made by electric locomo-
tives and cost of maintenance over a period of six years
and also a statement showing the cost separated between
electrical and mechanical repairs for the past calendar
year. The maintenance of the 1910 and 1912 types is
abnormal on account of the number of armature burn-
outs. These were caused by overloading the motors
while handling trains beyond their capacity. In addi-
tion the railroad has no facilities for repairing arma-

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1079

Table IV — Cost of Maintenance of Electric Locomotives, Baltimore & Ohio Railroad

Fiscal Year Ending June 30 ' in 1910 1911 1912 1913 1914 1915

Class 1903— 1906 mileage.... ' 5 125,678 135,148 59,962 52,780 72,803 79,844

Cost per 100 locomotive-miles .... $3.26 $4.69 $6.36 $6.44 $4.22 $5.78

Class 1910 mileage 2 12,669 64,464 50,060 53. 362 17,052 55,014

Cost per 100 locomotive-miles . ... $4.15 $3.90 $5.95 $4.66 $4.40 $4.59

Class 1912 mileage 2 11,716 57,273 45.967 55.247

Cost per 100 locomotive-miles $4.58 $4.09 $4.70 $4.20

Detailed Statement of Cott of Repairs for Year Ending Dec. 31, 1915

Cost per 100 Locomotive-Miles Total

Electrical Mechanical

Class 1903—1906

Labor $2.21 $1.18

Material .45 .77

Total $2.66 SI. 95 $4.61

Cia-- 1010—1912

Labor $1.76 $0.80

Material 1.43 1 02

Total $3.19 $1.82 $5 01

tures of this size and the expense has been heavy al-
though the total charges, considering the service, have
been low.

Reconstruction of the various features of the Balti-
more & Ohio electrification to meet conditions of mod-
ern traffic has been carried out under the direction of
J. H. Davis, electrical engineer of the railroad.

Making a Freight Agent of the
Employee

A Personal Letter from E. H. Maggard to Employees

Suggests Methods of Co-operation to

Increase Freight Traffic

A CONSTRUCTIVE plan by which the railway em-
ployee becomes an agent for the development of re-
ciprocal patronage between the local merchant and the
local transportation company, has recently been evolved
by E. H. Maggard, general manager Petaluma & Santa
Rosa Railway, Petaluma, Cal., in the form of the follow-
ing letter addressed to employees:
To Employees:

The Petaluma & Santa Rosa Railway is dependent en-
tirely upon the business it transports for the money neces-
sary to pay its employees.

Its success in all of its detail is coincidental with the
quantity of freight and the number of passengers its facil-
ities handle, and thus you can readily understand how much
your individual success and the permanency of your efforts
hangs upon the development of business.

What can you, and what will you, do to help? Are you
interested in the matter? Does the situation suggest that
you are in a position to assist in getting a greater volume
of traffic for this line and thus make its operation more
secure?

Some 200 persons are on the payrolls. Each is purchas-
ing the articles necessary to a comfortable existence for
himself and family. These articles are sold by merchants
who must have the majority of them transported from field
or factory. Why should they not be transported over the
line in which you have an interest?

It would seem that the proprieties would not be violated
if you in your patronage of the merchant or other business
man, ascertained to your satisfaction that the merchant was
in turn a patron of the institution you serve and which
serves you.

Reciprocity is a legitimate element in commei-cial life —
a business ethic. One gives return for what one receives,
and to suggest within a reasonable degree that your regular
and consistent patronage was entitled to a reciprocal re-
turn, would merely carry out this idea individually, and to
suggest also that such reciprocal return be made to the
company you serve, would indicate nothing more than a
commendable desire to uphold the best interests of the
employing concern.

The present depressed condition of trade has enforced
many economies in all revenues of business, and this line,
unfortunately, has not escaped the common lot. A united
effort on the part of all of us may accomplish much good,
and where we least expect it. As an experiment, the sug-
gestion as above should prove interesting; as an adjunct to
our soliciting force, we are satisfied that the result would
be more than satisfactory.

Will you not consider these suggestions, and if they ap-
peal to you as indicating a method whereby you can indi-
vidually help the company that is enabling you to serve
yourself and family, give the matter a trial, or, better still,
adopt it as the permanent feature of your work?

Any information in regard to prospective movement of
freight or passengers will be gladly received by any agent
of the company or traffic department. A supply of cards to
be used in this connection can be obtained from the general
manager's office. Call or write for a few and let us get the
good work started.

Sincerely yours,

E. H. Maggard, General Manager.

In order to give a more official character to the solici-
tation of patronage, agency cards like that reproduced
in the accompanying illustration have been issued to
the employees. Mr. Maggard reports that the employees
have taken a deep interest in the matter. The day fol-
lowing the mailing of the letters more than twenty mer-
chants called at his office for further information, stat-
ing that employees trading with them had requested

PETALUMA <a SANTA ROSA RY. CO.

OVER NIGHT SERVICE

— BETWEEN —

San Francisco, Petaluma, Sebastopol, Santa Rosa

LIVE TOWNS connected by LIVE WIRES

We respectfully solicit your patronage.

INSTRUCT SHIPMENT BY

PETALUMA & SANTA ROSA RY.

Presented by Employe

EMPLOYEE'S AGENCY CARD FOR SOLICITING PATRONAGE

that they patronize the companies, and were seeking in-
formation as to the best way to protect themselves
against shippers disregarding their routeing instruc-
tions. It seems that in the past some Eastern dealers
had been making a practice of ignoring routeing in-
structions furnished by consignees and that consignees
were paying very little attention to this fact. The solici-
tation of the railway employees resulted in their giving
the matter more careful consideration.

Iron Ore Production in 1915

The iron ore mined in the United States in 1915
reached the great total of 55,526,490 gross tons, the
greatest output made in any year except 1910 and 1913.
The shipments in 1915, namely 55,493,100 gross tons,
valued at $101,288,984, were a little less than the quan-
tity mined. The quantity mined in 1915 was an in-
crease of 14,000,000 tons over the output in 1914. The
increases in quantity and in value of iron ore shipped
amounted to about 40 and 41 per cent, respectively. The
average value per ton in 1915 was $1.83, compared with
$1.81 in 1914. These figures, which are just made pub-
lic by the United States Geological Survey, were pre-
pared by E. F. Burchard, who states that the produc-
tion of iron ore from the Lake Superior district alone
in 1916 will possibly be 60,000,000 tons, and that there
will probably be an increase in price of 70 cents to 75
cents a ton for this ore. Five states — Minnesota, Mich-
igan, Alabama, Wisconsin and New York — which have
in recent years produced the largest quantities of iron
ore, occupy in 1915 their accustomed places. Only one
of these states — New York, produced less than 1,000,000
tons in 1915.

1080

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

Heating Boilers for Electric Locomotives

The Type of Oil-Fired Boiler for Supplying Steam to Heat Passenger Trains Which Has Been

Developed on the New York Central Railroad Evaporates 2200 Lb. of Water

per Hour and Occupies a Floor Space 4 Ft. in Diameter

ALTHOUGH the problem of supplying steam heat
for passenger trains on an electrified trunk-line
railroad may seem to be a secondary feature in electric
locomotive design, as a matter of fact it has frequently
caused quite as much trouble, through lack of a satis-
factory solution, as any of the primary considerations
of electric operation. There has been practically noth-
ing in the way of past experience to serve as an aid in
arriving at a suitable equipment, because the question
of steam supply for heating cars has never been raised
in connection with the operation of railroad trains that
are drawn by steam locomotives. Consequently, the im-
provements in steam heating boilers for electric loco-
motives have been made by slow and costly methods. On
the New York Central Railroad's electric zone, how-
ever, these efforts have resulted in the development of
an oil-fired boiler the performance of which is satis-
factory, notwithstanding the restrictions of space and
weight imposed upon its designers, and through the
courtesy of E. B. Katte, chief engineer of electric trac-
tion New York Central Railroad, an outline of the
various stages of the development has been made avail-
able for publication in the following paragraphs.

Early Designs

The type of boiler originally installed on the
New York Central electric locomotives was approxi-
mately 22 in. in diameter and 16 in. high. It carried a
pressure of 80 lb., had 130 sq. ft. of heating surface,
and was rated at 400 lb. of steam per hour. This
capacity was found to be quite inadequate, and as the
necessity for providing heat for the train was a
pressing one, an elaborate series of experiments was
inaugurated by the railroad, with the idea of pro-
viding a remedy for the difficulty. Prominent among the

complications involved in the problem was the necessity
for smokeless operation of the boiler, so that the first
undertaking was to devise a burner by which the boiler
capacity could be increased without making smoke.
This was done by enlarging the steam-supply pipe to
the burner so that ample high-velocity steam would be
available at the burner nozzle and making other im-
provements mentioned in later paragraphs.

In this way the capacity was raised to 800 lb. of steam
per hour, so that seven suburban coaches could be
heated in average winter weather. To heat the through
trains of steel cars, however, it was necessary to crowd
the boiler to such an extent that the flame actually was
carried up the stack. Owing to the fact that the boiler
had a width of bridge between the tube of only 3/16 in.,
this forced evaporation caused the tubes to get very hot
at both top and bottom, the upper part of the tube being
surrounded only by steam and the bottom suffering from
the exaggerated effect of the radiant heat upon the
crown sheet or bottom flue sheet. Naturally, this re-
sulted in leaking tubes, in addition to the lack of ca-
pacity in severe weather or with very long trains.
Further mechanical troubles occurred because the ab-
sence of water legs at the bottom of the boiler per-
mitted scale to accumulate around the lower portions
of the tubes and because the seams in the boiler shell
displayed a distinct tendency to leak on account of the
strains which were set up by the sudden changes in
temperature when the boilers were started up or shut
down.

In consequence, a new design was developed. This had
266 sq. ft. of heating surface and produced an evapora-
tion of 1600 lb. of water per hour, the design being
purely experimental and appearing in only one boiler
actually placed in service. With the new type, how-

STEAM HEAT BOILERS— INTERIOR VIEWS OP ELECTRIC LOCOMOTIVE CABS SHOWING HEATER AND STORAGE TANK

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1081

ever, there was obtained an idea as to the size of boiler
needed to supply the demand for steam to heat the
largest steel passenger coaches used on the railroad,
this figure running as high as 250 lb. per car when the
outside temperature approximated 10 deg. Fahr., and
200 lb. at 16 deg., so that a ten-car train might easily
require 2000 lb. of steam per hour.

The experimental boiler suffered from several of the
limitations of the original design in that the absence
of water legs and the existence of very small bridges
caused leaking tubes, while the straight sides of the
boiler shell made trouble on account of expansion at
the seams. These difficulties were, in fact, magnified
over those that existed with the smaller boiler which
had preceded the experimental design, and as a result
the boiler used on main-line engines was designed.
This has 436 sq. ft. of heating surface and it can actu-
ally evaporate 2200 lb. of steam per hour from feed
water at about 55 deg. Fahr., the steam pressure being
110 lb. It has ample capacity to keep a train warm, but

diameter. They are placed upon Vs-in. centers, thus
increasing the width of bridge to % in. Copper, it
may be said, was used for the tube material in prefer-
ence to steel because it had been found that the steel
tubes pitted badly. The shell is lagged 4 in. thick
around the main drum and 1 in. around the water leg,
a Russia iron jacket covering the boiler up to the
smokebox, which fits snugly over the whole. The lag-
ging conceals the large joints in the shell and imparts a
tank-like appearance to the boiler.

From this it will be seen that the boiler is really of
the standard fire-engine type. The water level is such
that approximately 1 ft. of the top of the tubes is ex-
posed to steam and not to water, so that it acts as
superheating surface. In addition, there is a dry plate
fitting loosely on the tubes, and located 2% in. below the
top head of the boiler, to prevent sudden drafts of steam
from carrying the water out of the boiler. Superheated
steam is needed for two blowers in connection with the
equipment, one of them being used as an atomizing

Safety Valvesef 1451b.

, /£/?/>• Supply

Burner
Floor L ine y

STEAM HEAT BOILERS — DIAGRAMMATIC ARRANGEMENT OF HEATER AND STORAGE TANK

I Oil Filling
and Drain

of course it cannot be economically used to heat up a
cold train. The evaporation works out to about 5 lb.
of water per square foot of heating surface, with a ratio
of 8y2 lb. of water per pound of oil burned. The im-
provements in design in general, are the result of
co-operative action on the part of the electrical depart-
ment of the railroad company, J. F. Otis of the Oswego
Steam Carriage Boiler Company, who designed all three
of the above-mentioned types of boilers, and B. C.
Dakin, special inspector, who is in direct charge of the
maintenance and operation of the steam-heat boilers
on the electric locomotives.

Final Development
The present standard design is most prominently
characterized by a water leg 18 in. deep and 2V2 in.
wide, as well as by two expansion joints in the length
of the shell, the latter being formed in two parts, of
which the ends are flanged outward and riveted to form
a joint of the well-known bellows type. Inside of the
shell are 1380 vertical copper tubes 30 in. long, these
being of \2 in. outside diameter and 7/16 in. inside

jet for the fuel-oil burner, and the other being located
at the base of the stack above the tubes so as to create
a strong induced draft. They consume about 6 per cent
of the steam made by the boiler. Most of the super-
heat for the steam discharge is effected by the exposure
of the top portion of the tubes to steam, and a small
additional amount is provided by a flattened casting
provided with diaphragms in the middle and arranged
in the form of a cross above the tubes to give a total
length of 8 ft. Normally, about 15 deg. of superheat
is obtained, but it may be said here that no burning
has been in evidence at the top of the tubes notwith-
standing the fact that they are not surrounded with
water. A higher degree of superheat would obviously
be undesirable because of the effect on the steam hose
and couplers.

Since all of the boilers are washed out once each
week, there have been provided three nipples so lo-
cated in the shell that they direct the wash water
onto the crown sheet. In addition, there are three
handholes in the water leg. On the latest type of boiler,
of which twenty-eight have been in operation for about

1082

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

three years, only one copper tube has been replaced to
date. There were, however, several sets of steel tubes
which pitted and had to be removed. On the original
boilers, tube replacements are quite common and these
are effected by cutting off the top of the tube flush
with the top tube sheet, then screwing a Vi-ln. tap into
the lower end of the tube so that it holds firmly, and
then driving the tube out through the bottom sheet by
blows upon a steel rod run through the tube and resting
against the tap that is screwed into the bottom, a
light air hammer being used for this purpose. The
whole operation takes about three minutes per tube,
including installation of a new tube.

When tubes are inserted they are expanded only by
driving a slightly tapered pin into the tube end and
turning this by hand, the surface of the expander being
oiled. Experience with the original boilers showed that,
when the tubes began to get thin from being repeatedly
expanded after leaking, an effective remedy could be
applied in the form of steel thimbles inserted into the
tube ends. These thimbles were y2 in. long and of a
scant !■■•> in. outside diameter, being tapered at the
end so that they could be inserted into the tubes. They
were used only as a last resort before retubing, but
were found to be sufficient to spring the copper outward
enough to form a shoulder just inside of the tube sheet,
thus holding the tube tightly in place and preventing
leaking for some time. No thimbles have been installed
in the new boilers up to the present time because of the
practical elimination of difficulty with leaking tubes.

On top of the boiler, as installed in the locomotive,
is a sheet-iron smokebox, or hood, which connects the
boiler and the stack, and the design of this exerts a

This bonnet swings with the wind caused by the move-
ment of the locomotive, and its presence makes at least
15 per cent difference in the evaporating capacity of
the boiler by aiding the products of combustion to get
out of the stack. The principle upon which it has been
used is that, at very high speeds, the great dis-
turbance of the air makes a blanketing effect across the
top of the stack, choking off the outlet and tending to
hold the gas in the boiler. The construction of this

STEAM HEAT BOILERS — FUEL-OIL BURNER

ftp* ■■

- ---;- -39% V-

1380-% Tubes "T* "

30" Long , j V

K^/FourJllkahi

tigs

marked influence upon the steaming capacity of the
boiler. On the existing equipment the slope of the hood
is approximately 45 deg., the slope beginning about 4
in. above the top flue sheet, since the tubes have to be
blown out with compressed air after each round trip
and it is advantageous to have ample room for the
escape of the soot. The hood is lined on the inside
with 1 in. of asbestos board, and no indications of
burning have been in evidence.

Another feature of very material importance is the
use of a deflector or bonnet on the top of the stack.

bonnet is shown in two of the accompanying line cuts,
of which one shows the original form, in which the
sides were left open, and the other shows the present
form with the sides inclosed to protect against the
action of side winds. The bonnet has an open top, and
from the cut it will be seen that it protects the front
edge of the stack orifice from wind pressure and tends
to produce a vacuum at the opening to the rear when
the train is moving fast. The movement of the bonnet
to correspond with the direction of the engine may be
effected by hand from the cab, but it swings auto-
matically in accordance with the direction of the train
whenever the wind pressure becomes high enough to
move it.

Complete with storage tank and piping, but without
water and oil the heater equipment weighs 5850 lb. To
remove the boiler by lifting it through a hatchway that
is provided in the cab roof involves about three hours
work on the part of three men. Four men can reinstall
it in about seven hours, this including testing and firing
up. The boilers are left in place on the locomotives the
year round, being removed only when heavy repairs are
necessary. Two extra boilers are kept in stock to re-
place any of the twenty-eight large boilers in service
if they need repairs.

Oil Burning Facilities

The burner for the oil fuel that is used with the
boiler has been practically standard for several years,
consisting of a pair of flattened pipes of which the
upper one contains oil and the lower one steam. The
openings in both cases are 1 3/16 in. wide, the oil open-
ing being 5/32 in. high and the steam opening 1/32 in.
high. Below the steam opening there is a lip about 2
in. long upon which surplus oil may flow and still be
subject to the atomizing action of the steam jet, this
lip being permitted because the burner is designed solely
for use with Eastern oils having a paraffin base and a

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1083

thin consistency. Of course, with thick Western oils,
which have an asphalt base, the use of this lip obviously
would not be possible because of the chance of the oil
piling up and interfering with the steam jet. In fact,
it may be said in general that Western oil is so thick
that it has to be heated in cold weather, whereas the
paraffin-base oil for which the equipment in question is
designed may be used in the coldest weather without
any special arrangements to keep it in a fluid condition.

Originally, the burner was so designed as to extend
into the firebox for several inches, the firebox door
being left open. It was found, however, that there was
need of a greater supply of air than that drawn in at
the door, and in consequence provision was made to
close the firebox door during operation and to apply
forced draft through a 5-in. square duct from the cas-
ing of the fan which supplies air to ventilate the main
propulsion motors of the locomotive. Also, since it was
found that a long flame was preferable to a short one,
the nozzle of the burner was moved back until the
orifice was only 2 in. inside of the outside sheet. The
limiting feature in the position of the orifice is the drip
of oil upon the hearth.

The firebox is formed from a cast-iron base upon
which the boiler rests. Height of combustion chamber
is an important consideration, and the standard used
with the type of boiler in question is 27 in. measured
between the burner and the bottom flue sheet of the
boiler. The burner itself is about 4 in. above the fire-

box floor which is insulated from the floor of the loco-
motive by a 4-in. lining of fire clay. The firebox sides
are lined with 4 in. of fire-clay cement molded in a form
and having an expanded-metal reinforcement of %-in.
mesh that is located % in. from the inside surface. A
single fire brick, which is, as a matter of fact, an arch
brick from a steam locomotive, is set directly opposite
the burner so that the flame will impinge upon it, this
being 18 in. high and 10 in. wide. The distance from
the burner to the back wall of the firebox is 38 in. and
it is aimed to have all of the combustion take place
within this space.

The fire door, as mentioned above, is normally kept
closed during operation, the air for combustion being
supplied by a forced draft opening 5 in. square which
is connected to the main blower for the propulsion
motors. In the duct is a gate which may be adjusted
in any desired position to suit the air requirements,
the arrangement consisting of a simple latch such as is
commonly used upon passenger-car windows. The fire
door is 9 in. by 18 in. in dimensions, so that if desired
a man can get his shoulders into the firebox to repair
any slight leaks which may occur in the flues, although
in general most of the leaking appears at the top flue
sheet. The door itself is lined with asbestos cloth % in.
thick, together with a heavy cast-iron plate % in. thick,
the whole being hung upon a door plate of sheet iron.
A peep hole is provided at one side so that the con-
dition of the flame may be seen without opening the
door. The firebox lining, it may be said, lasts for ap-

proximately two years before renewal is necessary, al-
though severe bumps between engines sometimes knock
down the lining before that period has elapsed.

Arrangements on Locomotive

On the locomotive the general arrangement is that the
heater proper is located in the cab at one end of the
locomotive, while a storage tank for oil and water, ap-
proximately the same size, is located in the cab at the
opposite end. The storage tank is made up with welded
joints, having a bumped bottom head and a crowned top,
together with a crowned partition between the oil and
the water. It contains 80 gal. of oil and 4400 lb. of
water, the latter being kept under 135-lb. pressure from
the air-brake system. This pressure acts in lieu of an
injector or feed pump, these auxiliaries having been
eliminated with the idea of attaining the utmost pos-
sible simplicity. The oil is not under pressure, but is
located in the upper part of the storage tank so that it
can drain by gravity to the burner at the other end
of the locomotive. This gravity flow was adopted be-
cause pressure on the oil might cause it to be sprayed
out at any small leak in the piping and thus offer a very
material fire hazard. With the gravity feed nothing
more than a slow drip can take place even at a large
leak.

The oil tank is replenished with oil at locomotive
terminals by means of an air-hose connection extending
through the locomotive floor, this being connected to
outside storage tanks which are under air pressure.
For filling the water tank the same plan is followed,
and in addition there is a connection in the cab which
is made in a receptacle, this being provided with a drip
to ground so that the cab may be kept dry at all times.
The storage tank is held in position by turnbuckle
guy rods to the cab frame. Other features of its equip-
ment include a safety valve in the air line that supplies
pressure to prevent dangerous results in case the pres-
sure on the air-brake system should get away from the
control of the air-pump governor, and there is also a
check valve to keep water from backing into the air-
brake system in case the tank should be overfilled. Two
pop valves are connected to the boiler, one being set to
blow at 110 lb. pressure, and the other at 115 lb. Both
valves are located on the roof of the cab.

The water pipe from the storage tank at one end of
the locomotive is extended to the boiler at the other
and in a small air duct that has an electric heater at
each end. When the locomotive is in motion, air travels
through the duct from the rear to the front cab. For
this reason the duct heaters are so connected with the
cab heater circuits that the duct heater at the rear of
the duct is in circuit with the cab heaters in the front
cab. The latter rig was required because the space be-
tween the two cabs on the New York Central locomotives
is normally at atmospheric temperature, and without
a heated duct the water pipe between the two cabs might
freeze. The duct is made slightly high in the center
and a small ventilator is provided at that point so that
circulation of the warmed air is always bound to take
place even when the engine is stationary.

The oil supply is carried from the oil storage tank
in a pipe located inside of a hand rail which guards the
passageway between the two cabs at one side of the
locomotive. As before mentioned, the paraffine-base oil
that is used for fuel for the heaters on the New York
Central Railroad does not become unduly thick during
cold weather, and therefore no provisions for heating
it are necessary. There is a small supplementary oil
tank located alongside of the boiler, the object of this
being to keep the burner from temporarily losing its
oil supply when surges in the liquid that is contained in

1084

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

the supply pipe are caused by sudden stops which may
be made by the locomotive. These surges in the oil
supply, it may be said, initially caused quite a little
trouble because the flame would go out when the flow
of oil was interrupted, and when it started again, a
series of explosions would follow in rapid succession.
Operation
When the heater is being started up the first opera-
tion is to turn compressed air into the jet, or blower,
that is located at the base of the stack to produce in-
duced draft, compressed air from the main air reservoir
being used for this purpose only during the starting
period. Oil is then turned on at the burner, and im-
mediately afterward compressed air is turned into the
nozzle, which normally supplies the atomizing steam jet
for the burner. The oil lights at once in the firebox,
only a piece of burning paper being necessary to ignite
it. These preliminary operations are made with the
fire doors open, but as soon as the burner is operating
in good shape, air from the motor-ventilating fan is
turned into the firebox and the fire doors are closed.
This cuts down the roaring noise that is a prominent
feature of operation with the door open.

The extraordinary rapidity of action is indicated by
the fact that it is possible to have 10-lb. steam pressure
from cold water in four minutes, and 110 lb. of steam
in ten minutes from the time of starting. When the
steam pressure reaches approximately 80 lb., a change-
over is made from air to steam for the burner and stack
blower. The procedure is to drain the steam line and
then to turn on a small amount of steam, subsequently
turning off all of the air and then turning on all of the
steam. It is customary to use a pressure ranging be-
tween 30 lb. and 50 lb. of steam at the burner, and it
is also customary to turn on more oil after steam is
substituted for air in the atomizing nozzle, apparently
because the steam improves the jet capacity. The
steam-jet blower at the base of the stack, which has a
3/16-in. opening with a flaring taper and which is also
changed over from air when the boiler has become rea-
sonably hot, has the pressure at the nozzle so adjusted
by hand as to keep a moderate draft in the firebox at
all times.

The appearance of the firebox, it may be said, affords
a definite indication of the action of the burner. A
dirty yellow flame in the firebox is invariably a sign
of smoke at the stack, the desirable condition being an
orange color with a tendency toward white. Too little
oil involves a loss of capacity and is indicated by a
white flame in the firebox and a series of explosions
instead of a low roar. Too much oil always produces a
dirty yellow flame in the firebox and causes smoke at
the stack. Consequently, it is not necessary for the
fireman to watch the stack to see whether or not it is
smoking.

To shut the heater down the procedure is first to
stop the supply of oil to the burner and then the supply
of steam. The supply of low-pressure air to the firebox
is then cut off, but the blower in the stack is kept on
lightly for some minutes to keep out of the cab any
smoke due to unburned oil in the firebox.

Railway History Illustrated in Newark
Celebration

There is at present in progress in Newark, N. J., an
elaborate celebration of the 250th anniversary of the
founding of the city. Pageants, parades and other
forms of entertainment follow each other in rapid suc-
cession and will continue to do so all summer. Natu-
rally the Public Service Railway is an important factor

In the first eighteen months of the compensation law's
operation in the State of New York there were 337,500
industrial accidents reported to the commission, result-
ing in 56,374 cases in which claimants were entitled to
awards. The temporary total disability cases com-
prised 88y2 per cent of all cases filed. The average
medical cost for each injury reported was $10.95. There
were 1214 death cases, in 81 per cent of which there
were dependents. In 9 per cent of the death cases there
were alien dependents.

TRANSPORTATION IN 1766, 1866, 1896 AND 1916, AS ILLUS-
TRATED IN NEWARK'S 250TH ANNIVERSARY CELEBRATION

in the celebration, and by a fortunate coincidence the
new $6,000,000 terminal was opened on the eve of the
opening day.

On Founders' Day, the 250th anniversary day, a
great parade was a central feature. In this the railway
demonstrated the history of the industry by means of a
series of vehicles representing transportation in 1666,
1766, 1866, 1896 and 1916 respectively. All but the
first, an Indian vehicle, consisting of a pair of poles,
each with one end carried by a horse and the other
trailing on the ground, are shown in the accompanying
illustration. The railway company spared no trouble in
obtaining the "real thing" for this instructive exhibit.

Ventilation Problem on New York
Subway

Upon an opinion of Commissioner Henry W. Hodge,
the Public Service Commission for the First District of
New York, has decided the subway grating question in
relation to the Broadway subway in Manhattan. The
gratings were to be used for ventilating the subway,
but business men and civic organizations objected to
their use along the principal shopping and theatrical
section of Broadway, and many suggestions for their
elimination were made to the commission. As a result
of the adoption of the opinion of Commissioner Hodge,
all the sidewalk gratings will be eliminated between
Twenty-ninth and Thirty-fifth Streets and between
Thirty-ninth and Forty-sixth Streets. It was found im-
possible to eliminate the gratings from the sidewalks
between Thirty-fifth and Thirty-ninth Streets, because
of the long distance to the nearest ventilating chambers
and the inability to pump air over these long stretches
effectually. The gratings are now to be placed in park
and other open spaces along the roadway in the stretches
named. This solution of the grating problem relates
to points where the subway work is not yet completed.
Commissioner Hodge stated that he did not believe that
completed work should be ripped up for the purpose of
removing gratings. The commission has given a great
deal of study to the grating problem, and it is hoped
that the plan just adopted will work out successfully.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

10135

Electric Locomotive Drives

The Author Discusses in Detail the Reasons for Using Quills on Driving Axles and Frame-
Mounted Motors with Armatures of Increased Length, as Well as the Advan-
tages Obtained from the Use of Gear Reductions and Side Rods
By F. H. SHEPARD

Manager Heavy Electric Traction Division, Westinghouse Electric & Manufacturing Company

THE drive for an electric locomotive, or that means
whereby the torque of the motor is transmitted to
the driving wheels, constitutes one of the most involved
problems in electric locomotive design, although at first
thought nothing appears to be simpler than the trans-
fer of rotary motion between motors and driving
wheels, which cannot be separated, because of the very
nature of the locomotive construction, by more than a
few feet. Nevertheless, the question is one that has
been agitated for more than a decade, and even to-day
radical innovations in design are in process of develop-
ment.

The reasons for this condition are many. Indeed,
they may even be traced back to the earliest history of
steam railroading, wherein the practical standardiza-
tion of rolling stock provided little latitude for broad
features of general design. Since the clearances of
trunk line railroads have been designed for steam loco-
motive use, and since these clearances have become es-
tablished as a permanent standard, electric locomotives
have to be constructed to suit them, even though the
latter may be called upon to exceed any figures for
capacity and speed that are possible of attainment with
steam. This question of space limitation by standard
clearance lines constitutes the first of the complications
involved in the electric locomotive drive.

Another complication, of fully equal importance, is
found in the fact that steam railroad track does not
present to the passage of a train of cars the smooth,
plane surface that it appears to have. Instead, it is a
highly cushioned, yielding structure, capable of rel-
atively great vertical movements under the enormous

strains imposed by modern rolling stock. It is really a
marvel of security developed by years of experience,
and the fact that it is able to carry trains safely across
country under widely varying physical conditions and
subject to violent temperature changes, although for
whole seasons it cannot be touched because of a solidly-
frozen sub-grade, is an extraordinary accomplishment.
Primarily, the ability of steam railroad track to with-
stand modern traffic is due to its flexibility, and its de-
velopment has been along lines wholly different from
those followed in the development of a roadbed suitable
for electric traction in its most commonly-known form.
Electricity for traction purposes has been used until
comparatively recent years only in city streets, and the
primary requisite of the track on which most electric
cars run is to conform absolutely to the pavement sur-
face. In the early days, when motors actually were
mounted on the platforms of small horse car bodies, this
was an easy matter, yet when the demand for increased
seating capacity necessitated the use of motors under
the floors, together with large and heavy car bodies,
there were presented enormous difficulties in maintain-
ing the track so perfectly rigid that its motion would
not destroy the adjacent pavement. This principle of
maintaining the track in an unyielding plane is en-
tirely foreign to steam railroad practice. It permits
relatively large non-spring-borne weights, but it in-
volves prohibitive first cost and maintenance charges
especially when viewed in the light of steam railroad
conditions where hundreds of miles of track may have
to be put down to serve a traffic of possibly less than
a half-dozen trains daily. On interurban lines, where

ELECTRIC LOCOMOTIVE DRIVES — COAL TRAIN HAULED BY GEARED JACKSHAFT TYPE OF LOCOMOTIVE ON NORFOLK & WESTERN

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ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

electrical equipment is used for cars operating at
higher speeds and having greater weights, the main-
tenance of the track, according to steam railroad ex-
perience, requires a surprising amount of attention.

In all electric car service, the weight of the car body
is the predominating feature. The weight of the elec-
trical equipment is really secondary, and this makes
the electric car by no means a satisfactory basis for

ELECTRIC LOCOMOTIVE DRIVES — SINGLE MOTOR MOUNTED ON
QUILL WITH GEAR, SWITCH ENGINE TYPE

designing electric locomotives, where the weight of the
electrical equipment exceeds that of any other part of
the machine. If it were not for this fact the problem
of the electric locomotive drive might not exist, because
for electric cars a perfectly permissible means of con-
nection between motor and driving wheel has been es-
tablished through years of experience. This consists
of a motor located between the wheels and provided
with a single pinion which meshes with a gear directly
mounted upon the axle, the latter carrying, through the
medium of axle bearings, somewhat more than one-half

of the weight of the motor, the remainder being borne
by springs on the truck frame.

This arrangement has the great advantage of direct-
ness, and to the popular mind, the idea of the direct
drive has a strong appeal. In comparison, the electric
locomotive of to-day frequently appears to be a struc-
ture quite as complicated as the steam locomotive, which
requires the transformation of reciprocating motion at
the cylinders to rotary motion at the driving wheels.
Why such an apparent reversion in design should have
taken place constitutes a very natural question.

Free Vertical Motion of Wheels a Necessity

The first consideration responsible for this complica-
tion is that it is necessary to tie the mass of the loco-
motive together and yet to leave the wheels and axles
as free as possible from restraint due to the connection
of the motors to them. In other words, the wheels
should be free to follow any inequalities in surface
without shock and injury to the track, while the loco-
motive as a whole follows steadily along the general
alignment of the roadway. In addition, a great effort
has been made to introduce cushions between the driv-
ing motors and the wheels and axles which must be in
actual contact with the rail. These devices are neces-
sary to reduce the impact effect of inequalities in the
track, and their effectiveness depends largely upon the
extent of the variations in surface and alignment of
the track. For perfect track almost any device is suit-
able, but otherwise great amplitude of movement must
be taken up by the cushion.

It is to provide this cushioning effect that the vari-
ous forms of "quill" drive have been developed. The
first quill was brought out for the earliest locomotives on
the Baltimore & Ohio Railroad, rubber pads being used
to act as cushions between the quill and the wheels. A
later type appeared in the original New Haven passenger
locomotives, in which the drive was effected by quill
arms acting through a nest of springs that were car-
ried in pockets built within the wheels. In this design
the amplitude of movement between the axle and the
quill was small — only about % in. A later design on
the same principle had the springs exposed between
the wheel spokes, and this enabled more spring ma-
terial to be used, thus increasing the amplitude to IV2
in. The drive for the later New Haven freight locomo-
tives constitutes another example of this general form,

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1087

as the gear is mounted on the quill while the twin mo-
tors whose pinions mesh with the gear are supported
wholly upon the engine frame and all of the motor
weight is spring-borne.

For track with greater irregularity in surface it is
desirable to have still greater amplitude of movement
than is provided in the above examples, and since the
extent of the movement is limited only by the amount of
spring material that may be introduced, there is indi-
cated the desirability of large driving wheels for loco-
motives equipped with this type of drive, even when
they are to be used in slow freight service. Obviously,
as the driving wheel becomes larger, more space is pro-
vided for the introduction of spring material, and a
greater amplitude of movement for the quill is per-
mitted.

Flexibility between the mass of the engine and the
wheels and axles may be obtained in another way by
mounting the motors on the locomotive frame, so that
they are wholly spring-supported, and by driving the
wheels directly through horizontal main and side rods.
This arrangement, however, lengthens the wheelbase
unduly and imposes limiting dimensions and other diffi-
culties in connection with the support of the motors. In
practice, such a design is provided in modified form
through the introduction of a jackshaft, so that the
motor can be mounted directly over the driving axles.
The 160-ton locomotives on the New York electric zone
of the Pennsylvania Railroad constitute an excellent ex-
ample of this type of drive. The arrangement is emi-
nently desirable for service where very high speeds are
the rule. The cost of maintenance is low and the lim-
ited number, accessibility and ruggedness of the mov-
ing parts, as well as the general simplicity of the de-
sign constitute extremely strong points in its favor.

Need for Gear Reduction
With this type of direct drive, however, it is neces-
sary for low-speed motors to be used, because they can
revolve only at the same speed as the drivers, and this
involves excessive first cost. Economy in electric loco-
motive construction is secured for any given service by
having the limiting speed of the engine coincide with
the limiting peripheral velocity of the driving-motor
armature or rotor, and this latter figure is, in general,

about a mile per minute. As an alternative to the direct
drive, the motors may be geared to the jackshaft
through a considerable gear reduction, and in this way
the peripheral velocity of the motor may be raised to a
point where the greatest economy is effected in the
motor construction.

Generally speaking, if an engine is to be gear driven,
the primary consideration is the speed limit for the
locomotive. Frequently, however, a condition arises in

slow freight and switching service where the normal
speed of the locomotive may be low but the speed limit
relatively high. In this case, since no practicable speed-
changing device is available, the motors cannot be de-
signed economically for the low speed on account of the
high speed-limitation, and here it is perhaps advisable
to call attention to the fact that, for this reason, elec-
tric locomotive operation should be carried out at the
highest practicable speed.

If the speed limit for a locomotive was set, for
example, at 30 m.p.h., it might easily work out that a
design which provided for normal operation at 10

ELECTRIC LOCOMOTIVE DRIVES — RUNNING GEAR FOR GEARED JACKSHAFT TYPE OF LOCOMOTIVE FOR NORFOLK & WESTERN RAILWAY

1088

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 24

m.p.h. would cost practically as much as one that de-
livered the same tractive effort at 20 m.p.h. The latter
engine, therefore, would deliver twice the horsepower
of the former and would do about twice as much work.
Of course, the cost of the machine having double the
horsepower would be somewhat larger than that having
the lower working speed, on account of the necessity for
larger cables, conductors, switches, etc., but on the other
hand, the cost would not vary anywhere near in propor-
tion to the horsepower that was delivered, and the use
of the higher speed locomotive would be a very great
economy.

Length of Armature Important

In general, the permissible peripheral velocity for
railway motor armatures is of the order of 7000 ft. per
minute, the limit depending somewhat upon the con-
struction of the motor. It should be recognized that
any motor is a composite structure, and that the action
of the centrifugal force, which varies as the square of
the speed, is bound to cause a certain amount of rel-
ative motion between the different component parts. If
the centrifugal speed is excessive, these centrifugal

forces will be productive of much greater relative
movement than would normally exist, thus making cer-
tain the ultimate destruction of the insulation by abra-
sion and perhaps by mechanical disruption. There is,
of course, no such thing as permanence in a composite
machine, and in the case of railway motors especially,
where the variable speeds cause variable forces, the in-
fluence of peripheral velocity on the motor life is an im-
portant one and cannot be neglected.

Therefore, for a locomotive operating within any
given speed limit and delivering a given horsepower,
the limit of peripheral velocity, approximately speak-
ing, establishes an absolute limit to the rotative speed
of the armature, and this, in turn, roughly establishes
the physical size of the motor, which, of course, can be
made to deliver the most power when the rotative speed
is highest. Thus the most desirable condition is that
permitting a long armature of small diameter which
can turn at a high speed without going beyond the lim-
iting peripheral velocity. Unfortunately, the space limi-
tations determined by the standard railroad gage of
4 ft., 8V2 in., impose a surprising number of obstacles
to the use of such elongated armatures. When a mo-
tor is mounted between the wheels, space must be pro-
vided for the gear, the commutator, the bearings and
the end windings, so that the core (that portion which
is effective in producing torque) is frequently less than
12 in. and seldom as much as 15 in. in length.

The influence of this restriction may be exemplified
by citing the fact that rated horsepower can be in-
creased directly by lengthening the core and thereby ex-
posing a greater length of conductor to the magnetic
flux from the field pole. Horsepower can also be in-
creased by an increase in diameter, but this adds to the
cubical contents (as well as to the horsepower of the
motor) as the square of the increase, and generally
speaking, the cost and weight of a motor is somewhar
on the order of the cubical contents. In other words,
adding 5 in. to the length of a 15-in. core increases
the horsepower of the motor 33 per cent, but increases
the cubical contents of the motor only about 16 per
cent, because the core length is only some 50 per cent
of the total length of the motor between bearings. If
on the other hand, the diameter should be increased 33
per cent, the cubical contents and the horsepower would
be increased 77 per cent, and the cost and weight ap-
proximately in the same order, but at the same time the
rotative speed would have to be reduced so that the
final result would be an increase in power of only 33
per cent as opposed to the 77 per cent increase in cost
and weight.

Thus the advantage gained by using an elongated arma-
ture is important, and it exerts a marked influence upon
the design of the drive. In many cases, for example,
gears are used at each end of the motor to limit the
stresses upon the gear teeth. This may involve a handi-
cap which may be greater than the use of two small
motors with single pinions, because of the shortness
the core that is required when the valuable space be-
tween the wheels is taken up by the extra gear. It is
apparent, therefore, that there is distinct advantage in
mounting the motors upon the frames if by so doing
the space limitations established by a location between
the wheels are eliminated. In such cases, the motor
might even be constructed so as to extend out to
the clearance line on either side of the engine, thus
making the armature shaft of the order of 10 ft. 6 in.
long.

Such avoidance of space limitation, secured by-
moving the motors away from between the wheels, en-
ables motors of very great capacity and less first cost
per unit of power to be installed and also permits the
use of the frame of the motor as a cross-tie for the
locomotive frame, as has been done on the Norfolk &
Western locomotives. Also, the use of a few large mo-
tors mounted in this way and connected so as to drive
several pairs of driving wheels, rather than a single
pair, reduces the number of driving details and allows
also ample dimensions for the gears so as to keep the
unit pressure upon the teeth at a moderate figure.

Coupled Drivers Permit Large Motors

The foregoing paragraph leads up to the reasons for
using side rods with coupled drivers. Briefly speaking,
motors mounted on the frame may be made of large
capacity and less first cost per unit of power, and to
take full advantage of this, it may become necessary to
provide more adhesion than can be exerted at a single
pair of wheels. However, the addition of the intervening
rods, pins and bearings exaggerates the characteristic
called "chattering slip." The cause of this, which has
been recognized only recently, is that the driving gear,
which may extend through the armature shaft, rods
and pins to the driving wheels, when under heavy
stress, is distorted without exceeding the elastic limit,
like a spring. Should the wheels slip they are shot
ahead through the discharge of the stored energy, then
come to rest momentarily, and again grip the rails,
when the condition of distortion is again set up and
again discharged by slippage. This may result in chat-

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

tering at a high frequency, producing stresses upon the
rods and pins of the order of 80 per cent of the ad-
hesive weight on the wheels. In other words, this char-
acteristic may produce a force as much as twice as
great as the maximum that is ordinarily deemed pos-
sible to place upon a driving wheel owing to the ultimate
adhesive limit that exists. It follows, therefore that
rods, pins and bearings must be made correspondingly
heavier than they would be made on a steam locomotive.
With a side-rod drive, also, there is a loss in effi-
ciency through the friction of the rods, and possibly
because of excess rolling friction caused by slight dif-
ferences in diameter of the various driving wheels that
may be coupled together. In general, however, the side-
rod loss seems to be not more than of the order of 4
per cent at full load.

To offset this loss there are several advantages that
are peculiar to the use of coupled drivers. For ex-
ample, the tractive effort of a locomotive is obtained at
the rails and yet is exerted at the drawbar which is
34V2 in. above the rails, thus setting up a couple which
tends always to relieve the weight upon the front axle
of the locomotive, or in other words, to tilt the engine
backward. If the propulsion current is divided evenly
between the various motors, the tractive effort of the
locomotive as a whole is thus limited by the weight on
the lightest pair of drivers. This difference may be
as much as 15 per cent, and therefore a side-rod drive
may be 15 per cent more effective than a drive providing
a separate motor for each pair of wheels, because there
is no loss in adhesion for the locomotive as a whole,
each set of coupled drivers acting as a single unit. Then,
too, in case slippage takes place with side rods, all
wheels rotate at one speed. With direct current, there-
fore, there is no difference in the voltage across the
commutators, a condition which exists when a separate
motor is coupled to each pair of drivers and which may
cause serious damage if the trolley voltage is high.

In conclusion it might be well to emphasize the fact
that to be thoroughly successful, electric operation in
all its phases must be subordinated to the requirements
of the railroad as a whole. It is almost futile to con-
struct a locomotive that will be satisfactory only when
the railroad is seriously limited in operation by a set of
rules laid down by the electrical specialist, or when the
machine has to be handled by expert electricians. If
the electric locomotive can be operated only upon track
of extraordinary rigidity, a handicap is placed upon
its use, and this may be of far greater influence than
the handicap imposed by the minor complication of
i providing a cushion between the wheels and the motor.
. Again, if the locomotive is so expensive that it can be
' used only under exceptional traffic conditions, it defeats
the major reason for its existence, and for this reason
the electric locomotive must be economical in design,
even though this may mean the use of elaborate gearing
as well as a more or less complex construction to permit
motors of ultra-large capacity. Primarily, an electrified
division is operated for the benefit of the railroad, and
should the opposing view be taken and the operation
restricted solely to make a record for the electrical
equipment, the result may be only an apologetic success.

Some time ago a concession was granted for electrify-
ing the Swedish East Central Railway, but nothing was
done in the matter. The proposal was to erect a hydro-
electric plant at Nijolarp, using the Svarten. The work
is now, however, to be taken up, and it is hoped to finish
it by 1920. The electrification of the Sund-Bjarred Rail-
way has been delayed by troubles with the telephones,
caused by induction, which difficulties have now been
overcome.

Copper-Zone System Sustained

Connecticut Commission in Groton & Stonington
Street Railway Case Says New System Is
Improvement Over Old Nickel-
Zone System

IN a recent decision, mentioned briefly in the news
department of the issue of this paper for June 3, the
Connecticut Public Utilities Commission held that the
new or copper-zone system put into effect by the Groton
& Stonington Street Railway was in general an improve-
ment over the old nickel-zone system in that former in-
equalities of rates were eliminated. In only four places,
where the new arrangement caused some injustice to
patrons, was an adjustment necessary. As the decision
contains a number of interesting features, an abstract
is presented.

Development of Case

The Groton & Stonington Street Railway, from the
time of its incorporation in 1903 until July 1, 1912,
was independently operated, but after the latter date it
was operated under lease by the Norwich & Westerly
Traction Company, which company also owned and con-
tinues to own the entire outstanding common stock of
the former line. The company operates cars between
Groton and Westerly, R. I., a point 0.29 mile east of the
Connecticut State line, thus placing itself under the
jurisdiction of the Interstate Commerce Commission.
On Sept. 30, 1915, the company filed a new tariff with
this commission which, after being amended, was made
effective on Nov. 22, 1915.

Prior to the filing of this new tariff the system of
fares was based on zones of varying lengths, a 5-cent
fare being charged for a ride in each zone. Lap-overs
were established at the terminals of the several zones.
The main line between Groton and Westerly was divided
into six 5-cent zones, and a branch line to Old Mystic
into two such zones. Tickets were issued in books of
forty at a reduced rate of 3.75 cents for regular 5-cent
zone ride, good for travel in the last two zones toward
Westerly, and similar tickets were sold in books of thirty
at 3.5 cents, good on the two zones of the Old Mystic
extension. "Public school scholars' fifty-trip ticket
books" were also sold for $1.50, good until used on any
zone on the line. These school tickets were available
to any persons between the ages of five and twenty-one,
and according to the former tariff sheet could be used
between 7 a. m. and 6 p. m. Testimony showed that
these tickets had been sold not only to school children,
but also to school teachers.

The new tariff was based on an entirely different ar-
rangement. The main line between Groton and Westerly
was divided into eighteen zones of varying length, but
averaging approximately 1.11 miles each, and the Old
Mystic branch was divided into four zones of an average
length of 0.815 mile. In general, the fare charged
under the new schedule was 5 cents for the ride in any
part of two zones, 2 cents a zone for a ride in more
than two zones, this being an average rate of approxi-
mately 1.8 cents per mile for through riders on the
main line. On account of the 2-cent unit of fare, the
new form was called the copper-zone system to distin-
guish it from the nickel-zone system, although the 5-
cent unit as a minimum charge for each passenger was
still retained.

Complaint About Teachers' Rates

On Nov. 24, 1915, teachers in Groton and Stonington
petitioned the commission for relief from alleged un-
reasonable intrastate rates. Later the two towns men-

1090

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

tioned petitioned to intervene in the case, and as a result
the commission made a double investigation as to the
reasonableness of the new Groton & Stonington Street
Railway rates for teachers and their reasonableness for
the entire riding public in the territory served. The
complaint of the school teachers was directed against
the withdrawal of the privilege formerly enjoyed by
them of riding on scholars' tickets at a reduced rate
irrespective of whether they were twenty-one years of
age or more. The commission held, however, that there
was no statutory obligation to carry teachers as such
at rates different from those offered to the general
public. The fact that some teachers of more than
twenty-one years had been permitted to enjoy lower
rates than other passengers (whether with or without
the official sanction of the company) vested no rights in
the teachers for a continuation of such lower rates. In
other words, the main question became one of reason-
ableness of the rates as they affected the general public.

The Rates in General

In judging the rates in general, the commission en-
deavored to ascertain whether the net return earned
under the schedule as a whole was excessive and, if not,
whether any of the individual rates were unreasonable.
As a basis for judging the fair return the commission
had before it various valuation figures. Engineers em-
ployed by the company calculated the total estimated
cost of reproduction at $928,610, including $50,000 for
organization expenses, while the investigation of the
commission's accountants in the actual cash expendi-
tures showed an original investment of $811,167, in-
cluding $50,000 for organization and construction ex-
pense. The plant and equipment account of the company
totaled $1,083,932, while the capital stock and bonds at
par value amounted to $1,075,000, and at taxable value
to $935,000. On the basis of these figures, the commis-
sion came to the conclusion that the company should be
permitted to earn a return upon a valuation amounting
to $900,000.

The company expected from its new schedule an in-
crease in gross passenger revenue of approximately 20
per cent, and from the figures before the commission
it was held to be reasonably apparent that the actual
increase attributable to the new tariff would not exceed
this figure. Using this percentage, the commission de-
termined that the net income would be less than 5 per
cent upon the allowed valuation, which would not con-
stitute an excessive return.

Reasonableness of Individual Rates

Turning to the subject of individual rates, the com-
mission stated that it would be impossible to secure the
permissible increase of 20 per cent in revenue without
increasing some of the individual rates, and it would
naturally follow that certain rates which were dispro-
portionately and unreasonably low should be increased
at a greater percentage than rates which were formerly
fair or high. The petitioners showed instances where
the increase in percentages were great, but many of
these larger increases appeared to arise at points where
the former zone lengths were excessive and bore no fair
relation to the cost of service. In general, therefore, the
commission found that with certain exceptions the new
schedule secured a more equitable distribution of the
rates among the several localities, and that the alleged
discriminations between localities were in a large part
the result of the leveling-off of former inequalities. The
withdrawal of the special rate ticket book between Ston-
ington and Westerly and on the Old Mystic branch was
considered to be an increase of rates as reasonable as
the other increases. In regard to the interstate service,

the commission held the traffic to be so small as to be
immaterial in the effect upon the conclusions reached.

The commission made a careful study to ascertain
whether a system of mileage or equal-length zones might
be established with either a 1-cent, 2-cent or possibly a
3-cent rate per zone. In its opinion inequality would
exist to a certain extent in any system having varying
lengths of zones with arbitrary terminal points. In
the majority of cases in steam railroad passenger
transportation, rates are fixed on a mileage basis, but
the commission believed that the establishment of arbi-
trary mile-zones of exactly equal length in connection
with street railway transportation might work an in-
justice to the most popular centers along the line, since
it was a recognized economic principle pertaining to
street railway rates that the denser the population the
longer should be the possible ride for a single fare unit.
While an equal-length zone system might equitably and
successfully be established on long lines through
sparsely settled territory, such a system in cities and
lesser centers of population would have a tendency to
impose unnecessary burdens upon the traffic.

At the four places where the new system worked some
injustices in the opinion of the commission, it ordered
neutral zones to be established, the effect being to per-
mit riders where traffic was densest to secure transpor-
tation more nearly commensurate with the cost of
service. The immediate result would be a slight reduc-
tion of gross revenue, but the commission thought that
the establishment of the neutral zones would in the
course of the year stimulate the riding habit and thus
offset the concession in rate. The company is required
to alter its system of rates to be effective on and after
July 1, 1916, accordingly.

Warning Signs at City Crossings

The Waterloo, Cedar Falls & Northern Railway,
Waterloo, Iowa, has reduced the accident hazard at its
crossings in the city of Waterloo by the installation
of distance warn-
ing signs of the
type shown in the
accompanying illus-
tration. This road,
which does a heavy
freight business,
has a belt line
around the city,
serving the indus-
trial districts with
many branch tracks
to manufacturing
plants. These tracks,
in addition to the
high-speed passen-
ger lines, have a
proportionately high
number of highway
crossings. As the
tracks are on pri-
vate rights-of-way,
the speeds are com-
paratively high for
city service.

Warning signs of
the type shown are
placed near the curb

WATERLOO, IOWA — HIGHWAY WARN-
ING SIGN

line on the highway at a distance of 300 ft. away from
the track. These signs serve to call the attention of
travelers to the fact that they are approaching a cross-
ing. The result is a reduced hazard of operation.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1091

Bridge Construction and
Reconstruction in Kansas City,

Mo.

Ordinance Provisions Impose Heavy Burden on Rail-
way Company for Bridge Construction
and Maintenance

ONE of the unusual conditions that exist on the Kan-
sas City (Mo.) Railways, as compared with condi-
tions on most other systems, is the large percentage of
its track that is carried upon bridges or viaducts. This
is partly on account of the contour of the ground and
partly because so many of the lines cross the Kaw River
and various railway properties. The total length of
these structures is almost 26,000 ft., and they carry a
total of 9.8 miles of single track. Their total cost was
more than $2,000,000. The cost of maintaining and
renewing them is naturally very much heavier than the
cost of maintaining a similar amount of track upon the
surface. Many of the structures are subject to corro-
sion on account of the smoke from locomotives passing
beneath them, in addition to the ordinary wear and tear
and decay incident to such structures.

Some of these structures belong to the railway com-
pany exclusively, but by far the greater number were
erected under some of the ancient ordinances and con-
tracts with the city and the railway company, which
obligated the company to build the structures and main-
tain them for all time. Many which were built some
years ago have had to be reconstructed in order to bear
the loads of the present day imposed by the cars of in-
creased size, and especially by the very heavy trucks
which are now operated over the highways.

For example, the old structure across Jersey Creek at
Third and Freeman Streets formerly consisted of three
very light trusses weighing in all only about 7% tons,
whereas under modern loads and specifications not less
than 15 tons of steel were required to carry the load.
The deck of this structure became badly decayed and
was unsafe for vehicles. The trusses were so light that
they were overstrained by cars passing over the struc-
ture. The masonry abutments, however, at either side
were very heavy, and with some repairs and painting
were put in first-class condition. Four riveted trusses
taken from the old Twelfth Street incline were substi-
tuted for the old trusses, and a substantial floor of new
timber was laid. The total cost of renewing this struc-
ture was about $3,000, all of which was borne by the
railway company.

Another steel structure 1664 ft. in length, which
crosses the Rock Island and Union Pacific tracks at
Seventh Street, became so badly corroded by locomotive
gas that all traffic had to be temporarily discontinued
until it was reconstructed by the company at an expense
of $30,000.

In order to prevent other structures from deteriorat-
ing a great deal of maintenance work has been required.
The Fifth Street viaduct in Kansas City needed exten-
sive repairs to its floor system in the past year, costing
$10,000, in order to preserve the metal from corrosion.
In making these repairs every bit of the steel work was
cleaned by means of a sand blast provided by a portable
electrically driven compressor having a capacity of 100
cu. ft. of free air per minute.

The railway company has also contributed $300,000
for the reconstruction of a three-span, 734-ft. bridge
across the Kaw River at James Street, and $300,000 for
a new concrete viaduct at Twelfth Street. Both of these
viaducts carry a roadway separate from the space occu-
pied by the street railway tracks. The railway company
will also contribute to the construction of a new high-
line bridge which will be built across the Kaw River

at Central Avenue. The cost of all the changes in this
bridge, not including much of the work that must be
done by the street railway, such as rerouteing of its
lines, will be in the neighborhood of $600,000, half of
which will have to be paid by the railway.

"Transmission Losses" in the
Purchasing Department

The Author Analyzes the Causes of Losses and

Suggests Methods by Which They

May Be Reduced

BY H. B. TWYFORD

Formerly Purchasing Agent Underground Electric Railway
Company. Ltd., of London

WHEN a purchasing agent buys any manufactured
article he is purchasing in a composite form all
the materials which go to make up the finished product.
The manufacturer of a motor or a looseleaf ledger had
to buy various materials to produce these articles, and
these materials were again the finished product of
some antecedent manufacturing process.

Tracing back this succession of buying and selling,
it is found widening and spreading until the original
raw material is reached. If, in the exercise of the buy-
ing function through all these movements, the execu-
tion of it can be more economically administered, it
has a very appreciable effect on the ultimate cost of
the finished product.

In the great fabric of business there are losses in-
curred with every operation. These are the "trans-
mission losses" and any lessening of them by the use
and adoption of more efficient and scientific methods
draws more closely the lines of our economic system.
The purchasing function holds an important strategic
position in this complex business structure, and by its
proper conduct the transmission losses of its own de-
partment can be reduced to a minimum.

The influence of a good buying policy and the use of
proper methods is not confined, however, to the opera-
tion of its own particular function but has a broader
and wider significance for it distincly affects a variety
of commercial transactions in many aspects, and the
benefits derived are direct and positive and can be set
forth beyond any doubt or miscalculations.

The Cause of Losses

In the purchasing department, as in every other
division of a business, there are innumerable small
efficiencies and economies which can be put into force
and be of considerable assistance in the operation of
the department, but these are almost entirely local in
the benefits derived, and they are in effect in all well-
administered purchasing departments.

There are, however, some phases of purchasing which
do not always receive sufficient consideration, and it is
these which have a large influence on business gener-
ally. Personal experience has demonstrated that the
connection between many buyers and the best available
sources from which to make their purchases is loose
and uncertain, resulting in losses which show up in
the increased selling and general expenses of every
commercial establishment and consequently adversely
affect prices.

If the selling department of an organization worked
at an efficiency of 100 per cent and closed every nego-
tiation it entered into, it would mean a tremendous
lowering of the percentage that selling expenses bear
to the final cost of an article, but this is an impossible
condition. It is, however, possible for more efficient
buying to make a considerable advance in this direc-

1092

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

tion. It is not an exaggeration to say that at some
time every purchasing department is the cause of trans-
mission losses between buyer and seller.

How Losses Are Incurred

The following incident will illustrate this point and
is related because it is an actual occurrence which
came under the writer's notice. A requisition was re-
ceived to purchase a large quantity of steel stampings,
and requests for quotations were sent to a number of
manufacturers. Owing to the incomplete information
on file in the buyer's office 60 per cent of the manufac-
turers could not quote because they were not fitted to
make that particular style of stamping.

This is a clear loss of a very large percentage of the
purchaser's efforts, but if that were the only loss it
would not have far-reaching effects. As a consequence
of the promiscuous manner in which the manufacturers
were approached for prices, 60 per cent of them were
put to the trouble, inconvenience and expense of inves-
tigating and replying to the invitation to bid without
the slightest prospect of securing the business.

Such instances very appreciably increase the selling
expenses of practically every business house. This ex-
pense must be loaded on to the selling price and is
ultimately paid for in this way by some buyer. This
is a feature of unscientific purchasing which is too

which necessitate references back for additional and cor-
rect information. The remedy for this is proper specifi-
cations, and these should be on record in every purchas-
ing office. In some cases they may consist of only two
or three words, figures or dimensions, but they should
be accurate and impossible of misconception.

How Losses Can Be Reduced
Improvement of the conditions outlined involves a
continual educational process for the man in charge of
the buying. Constant research work is necessary for
his department. Negotiations for a purchase should
be entered into only with those concerns which are best
fitted to undertake the business. This can be accom-
plished by accumulating and properly tabulating reli-
able information. In keeping a record of manufactur-
ers and suppliers, there are other considerations be-
sides the knowledge of the actual product they are able
to supply. Can they make shipments promptly and in
accordance with the buyer's 'requirements ? Are they
located geographically to give good service? We have
all had experience recently of what freight delays and
embargoes mean. Are they financially in a position
which insures the buyer protection in that respect?
Do they keep their promises? These and any other
special features necessary in individual cases should be
systematically recorded and tabulated.

SUPPLIERS'
NAMES

CAT.
NO.

DESCRIPTION^

SERVICE AND REPUTATION

SPECIAL
FEATURES

FORM ON WHICH PURCHASING AGENT CAN RECORD SOURCES OF SUPPLY

prevalent but can be remedied by better records. In
the illustration cited, the buyer should have had ac-
curate information regarding the manufacturers who
were able to make exactly the class of stampings re-
quired, and his inquiries would then have gone only to
such concerns.

Where a buyer is purchasing a very limited assort-
ment of materials, it is entirely feasible for him to work
at an efficiency of 100 per cent, but this efficiency can-
not be maintained by those departments which handle
a very large variety of goods. Even in such cases in-
discriminate shopping or marketing is inexcusable. The
writer has known cases where vague and loosely word-
ed inquiries have brought salesmen from long distances
only to find that the material required was not in their
line, or that other houses were better fitted to supply
the purchaser's needs.

Among manufacturers of nuts there are some who
confine themselves to the milled description only, while
others make only punched nuts. Some also make nuts
of certain small sizes, while others limit their product
to larger sizes. Yet inquiries are frequently sent out
to all of them on a hit-or-miss principle. The manu-
facturers and vendors of almost any product or com-
modity can be segregated into those who are in a posi-
tion to supply a purchaser's exact requirements and
those who are not.

Losses are also incurred through the ambiguous word-
ing or incomplete description given on many orders

The accompanying form will be found convenient for
recording sources of supply. Either a card or the
looseleaf system can be used. If it is not possible to
give complete specifications in the space allowed for
description, they can be kept in separate folders and
numbered. If necessary these specifications can be
printed, or a number of carbon copies can be kept ready
to send out with inquiries and orders. Many articles
are purchased through supply houses, and it is impor-
tant to know where the factory is located.

If a record similar to this is kept, a purchasing
agent can be positive that he is negotiating and order-
ing only with concerns which are best fitted to supply
his requirements, and he knows he is keeping to chan-
nels where neither he nor others will incur any losses
through promiscuous shopping and ordering.

As pointed out in the earlier part of this article,
many economies can be put into effect in a purchasing
department, which are beneficial only perhaps to the
department itself or to the establishment with which it
is connected. If a loss is incurred by anyone it is more
than offset by the gain. Suppose, also, that a buyer
beats down a seller on his price or obtains more favor-
able terms. This is a loss on one side and a gain on the
other, therefore the general economic system of busi-
ness has suffered no loss. But in "transmission losses"
there is no gain to anyone, and by the wasted effort and
expense our whole commercial economic system is so
much poorer.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1093

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.

A Recent Railway Substation —
I — General Features

BY G. C. HECKER
Chief Electrician Pittsburgh Railways

For a number of years the power supply for the lines
of the Pittsburgh (Pa.) Railways, in the north-side
district of Pittsburgh (formerly the city of Alle-
gheny), was furnished by the Manchester power sta-
tion containing five engine-type, 600-volt railway gen-
erators, and by several similar units in the Brunot's
Island power station. The latter is a large a.c. turbo-
generator station of which the railway units consti-
tute but a small portion of the total generating capacity.

A recent analysis of the power costs and future power
requirements for railway purposes in this district led
to the conclusion that a large substation, centrally lo-
cated and designed to care for the natural growth of
traffic, could most economically furnish this power. A
series of feeder tests were therefore conducted, the

most entirely of fire-resisting materials, and the com-
pleted station is an excellent example of modern prac-
tice in railway substation design.

The operating room, containing the converters and
switchboard, is located on the second floor of the build-
ing. Each converter is supported on two foundation
walls built on a reinforced-concrete footing course, 12
ft. square. These foundation walls serve to support
one end of the floor beams. On the first floor elevation
a car track from Taggart Street extends 16 ft. into the
building. Removable floor plates are provided in the
second floor, directly over the track, so that equipment
may be unloaded conveniently from cars by means of
an overhead, electrically operated crane, traversing the
operating room.

The transformers are arranged in a single row, in a
one-story room on the first floor elevation, parallel to the
operating room, and are supported on I-beams, over a
ventilating passage extending the length of the room.
Air ducts from outside of the building connect with

r*m

■m

) '. 1* ~'''^~

GENERAL VIEW OF TAGGART STREET SUBSTATION, SHOWING ROTARIES, SWITCHBOARD AND CRANE — VIEW FROM BRIGHTON ROAD LEVEL

results of which, together with power-station load and
traffic data, were used to determine where the sub-
station should be located, the number and size of units
necessary, and other general requirements.

The resulting new substation now in operation is lo-
cated between Brighton Road and Taggart Street, a
short distance north of Columbus Avenue. Some of
the general features of this substation are given in the
present article. In a later one the switchboard and
auxiliaries will be taken up more in detail. The pres-
ent equipment, which was furnished by the Westing-
house Electric & Manufacturing Company, consists of
four 1800-kw., 600-volt, six-phase, 514-r.p.m., commutat-
ing pole, rotary converters; twelve 625-kva., 11,000/424-
volt, oil-insulated, self-cooled, single-phase transform-
ers, and the necessary switchboards and auxiliary
apparatus. The station is planned for and can be read-
ily extended to an ultimate capacity of six machines,
although the present building will accommodate but
four. The high-tension switch structure, switchboard
panels and conduits are installed for the ultimate ca-
pacity of the station. The building is constructed al-

the passage, one duct being provided for each trans-
former bank, and ventilators are installed in the roof
over the transformers so that an excellent circulation
of air is maintained. A system of piping connecting
with all transformers permits draining the oil from
any transformer in case of fire. When transformer re-
pairs are being made the oil may be drained into drums
or barrels.

The high-tension switch structure occupies three
floors across the Brighton Road end of the building and
is entirely isolated from the remainder of the station
by a brick wall. The construction of the switch struc-
ture is somewhat of a departure from the previous prac-
tice of the company, in that it is a combination of rein-
forced-concrete slabs and brick. The incoming, 11,000-
volt, three-conductor cables enter the high-tension
switch structure on the first floor and terminate a short
distance inside of the building wall. The 11,000-volt
transformer cables leave the switch structure on this
floor, passing underneath the floor in 4-in. iron pipes
to the transformer room, where they terminate near the
tops of the transformers. The electrolytic lightning

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

CROSS-SECTION OF SUBSTATION

arresters, series and potential transformers and fuses
are located in the switch structure on the first floor. The
second floor of the switch structure contains the oil
circuit breakers and disconnecting switches. The cir-
cuit breakers are of the remote-control type, electrically
operated, and are supported in channel irons built in the
compartment walls. The four circuit breakers in the
center of the switch structure control the incoming
cables and the remaining six, three on each end of the
structure, are for the transformer banks.

The third floor of the switch structure consists of the
busbar compartments which are entirely inclosed, except
for small openings at the front and rear of the busbar
supports. The buses are installed in duplicate, each set
being provided with disconnecting switches for section-
alizing. All openings in the switch structure, not iso-
lated by elevation, are covered with transite wood doors.
Hardwood insulating mats are placed on the floor in
front of all disconnecting switches, fuses and lightning
arresters. Provision is made for short-circuiting and
grounding any high-tension circuits upon which men
may be working. To avoid errors and possible acci-
dents, the names and phase letters of each circuit are

painted on the floors, walls and doors of the switch
structure.

On the first floor, under the operating room, is a
motor-generator set, consisting of a 5-hp., 600-volt,
shunt-wound, d.c. motor, direct-connected to a 4-kw.,
125-volt, compound-wound, d.c. generator. During ap-
proximately twenty hours of the day the control cir-
cuits are energized from this set. A 60-amp.-hr., 125-
volt, lead-plate storage battery, located in a small fire-
proof and vaporproof room on the first floor, is used
for the operation of the control circuit during the re-
maining four hours of the day and in emergencies. The
battery is charged once a week from the 600-volt sta-
tion bus through a suitable rheostat.

The rotary converters are of the self-starting type,
and the starting panels are mounted in the wall be-
tween the transformer room and the operating room so
that all switch terminals extend into the former room
just above the low- tension transformer terminals. Con-
nection from the starting panels to the transformers is
made with copper strap, supported on bus-type insula-
tors, this form of construction being very rigid and
presenting a neat appearance. The negative converter
panels, each containing a negative switch, an equalizer
switch, and a series field short-circuiting switch, are
mounted on the bearing pedestals at the commutator
end of the machines. The negative and equalizer buses
are supported from the floor beams, directly under
these panels, and connections are made with copper
strap passing through openings in the floor. These
connections are entirely inclosed by transite wood at
the sides and tops of the panels.

The station lighting is supplied from the 600-volt
d.c. bus and is supplemented by emergency gas light-
ing. In the operating room, twelve 250-watt tungsten
units with enameled steel reflectors supported 21 ft.
from the floor furnish the illumination, no lights on
the switchboard being required. A standard motor-
driven, railway-type air compressor, located on the first
floor and connected with a system of piping in the
floor, furnishes compressed air for cleaning apparatus.

In the design of the station simplicity of operation,
reliability of service and the safety of the operators

5dL7f

-lll'-6-

PLAN SHOWING LOCATION CF ROTATES, SWITCHIOARD, ANT) TRANCI 0?.MER AND SWITCH RCOMS

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1095

have received the utmost consideration. The require-
ments of the National Board of Fire Underwriters have
been fully complied with and every effort has been
made to minimize fire hazards. This substation was
erected and the equipment installed under the super-
vision of F. L. Aime, engineer Pittsburgh Railways.

Maintenance of GE-800 Motors

nc-aster Traction & Power Company,
Lancaster, Ohio

Our GE-800 motor equipments were a constant source
of annoyance, due to commutator failures, until a few
years ago when we attempted in various ways to elimi-
nate the causes of this trouble. After much experi-
menting we found a way to prevent entirely the short-
circuits and grounds so common on the commutators of
motors of this type.

As these motors were designed for grease lubrication,
they had no adequate oil guards, hence the use of oil as
a lubricant resulted in oil reaching the commutator seg-

The cord was then painted thoroughly with heavy shel-
lac and baked well.

We inspect these motors once every 800 car-miles, and
at each inspection wipe out the groove with a piece of
felt dipped in gasoline.

The change described above practically eliminated the
trouble from short-circuits, but occasionally a ground
would occur through the outer mica cone due to the short
creepage path to ground. We eliminated this by taking
a lathe cut off the inner edge of the commutator cap
that supports the outer mica cone and locks the commu-
tator, and substituting a collar turned out of wood
fiber. The cut taken from the cap is 1 in. wide and
approximately y2 in. deep, and the fiber collar substitute
has, of course, the original surface taper. Commutator
troubles are now unknown with this type of motor, al-
though we operate on as high as 625 volts.

Those familiar with this motor are aware that, com-
pared with modern motors, its armature journals are
small for its weight. This fact led us to use a high-
grade phosphor-bronze bearing instead of babbitt, which
gave very low mileage. We realize that the hard bear-

Mica L-Ping

SECTIONS OF GE-800 MOTOR COMMUTATOR BEFORE AND AFTER REMODELING

ments even though the greatest of care was taken to use
minimum lubrication. The commutator contains an
L-shaped mica ring clamped by a bead ring of composi-
tion material against the outer ends of the segments.
This bead ring in turn is held by an iron clamping ring.
Oil from the bearing crept over these rings, reached the
segments, and penetrated between the ring and the ends
of the segments. This oil carried with it particles of
carbon dust and developed short-circuits between the
segments.

We solved the problem of keeping the oil and other
foreign substances from penetrating between the ring
and the segments by making the following change on
the commutator: The iron clamping ring, bead ring
and mica ring were removed from the commutator, and
the armature was placed in a lathe. A cut Vi in. wide
and to a depth of within 3/16 in. of the bottoms of the
segments was turned off the inner ends of the segments,
ample brush surface being still left.

After insuring that the armature was free from all
defects, the L-shaped mica ring, trimmed down to ex-
actly the diameter of that part of commutator from
which the cut was taken, was placed in its original posi-
tion, butted against the ends of the segments, and held
in place by the bead ring and the iron clamping ring.
The ends of the segments were sealed to the mica ring
with a high-grade commutator cement or plaster of
Paris before it was finally clamped on the rings. After
the rings were in place and all cement or plaster of
Paris was wiped away from the joint, thick shellac was
applied, and two thicknesses of friction or linen tape,
trimmed to the exact width, were wrapped over the
joint. Over this a band of small cord was wound.

ing shortens the life of the journal, but we plan to
sleeve the journal or to build it up by the welding
process when necessary. Our bronze bearings are per-
fectly satisfactory, having already given four times the
mileage of babbitt bearings without appreciable wear.

By the above procedure, we have materially reduced
maintenance costs of this equipment and, in addition,
we no longer face the bugaboo of the disabling of equip-
ment at a time when it is most

Firing with Gas at Elyria Power
Station

BY A. P. LEWIS

Superintendent Power and Shops Cleveland, Southwestern &

Columbus Railway

Previous to the installation of gas for fuel in the
Elyria power station of this company the boilers were
hand fired. All coal was unloaded by hand and, while
this plan was expensive, the company never got to the
point of installing coal and ash-handling machinery and
stokers. This was mainly because most of the boilers
were set too low to admit of stoker installation without
raising the boilers, a very difficult and expensive opera-
tion under these conditions.

The discovery of natural gas in large quantities near
by seemed to offer a solution of our problem, so a long-
term contract was made with the Berea Pipe Line Com-
pany, which owns extensive fields east of Elyria and
south of Cleveland. From the fields gas is piped through
an 8-in. high-pressure line, 16 miles long, which has a
capacity of 4,000,000 cu. ft. per day. The wells average

1096

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

BANK OF BOILERS IN ELYRIA POWER STATION EQUIPPED TO BURN GAS FOR FUEL; INTERIOR OF GAS REGULATOR AND METER HOUSE

about 2800 ft. ,in depth and the rock pressure is about
1000 lb. per square inch. This pressure is reduced to
100 lb. for transmission.

One of the best regulator houses in this country is
located on this property, a diagram of which is shown
in an accompanying drawing. The gas which reaches
the plant at 85 to 90 lb. pressure, is reduced to 20 lb.
pressure for metering. The two meters are of the pro-
portional type, each of capacity sufficient for the plant,
so that there is always one meter in reserve. After
going through the meter, the gas is reduced to 8 oz.
pressure and delivered into a 24-in. pipe line, which
distributes it to the different boilers.

The boiler grates are brick-covered with a layer of
cinders on top, and as most of them are of the dumping
type the whole covering can be dropped into the ash pit,

Min.

M:.-"-;

n. Incoming 'Line

{

■M

&■

Bypass

}l^

\Valw

1
1

I 1

tyah-e

'—T~

Spare Line for Test

'■■'•■-

__| — i

u_)~

DIAGRAM OF PIPING IN GAS REGULATOR AND METER HOUSE ON
THE C. S. & C. RY.

the burners taken out and the boilers fired with coal
if necessary without taking a boiler out of service.
Considerable difficulty was experienced at first due to
vibration caused by the burning of the gas and com-
municated to the boiler setting. This was treated as a
matter of resonance, and by changing the area within
the boiler setting, adjusting the baffling, and varying
the draft the vibration has been entirely eliminated.
The next problem was to get rid of tube trouble, pro-
duced by blow-pipe action of the gas flames. This was
accomplished by using checkered walls in the furnace to
break up the flames and distribute the heat more
uniformly.

The plant burns about 2,500,000 cu. ft. of gas per
day. As the gas cost is about the same as the former

coal cost, we are saving either the entire labor cost of
unloading, wheeling and firing coal for hand firing, or
the fixed charges that would have occurred had coal and
ash-handling equipment and stokers been installed. As
our burners are designed for 8-oz. pressure we feel that
it is more economical to regulate the steam pressure by
turning burners on or off than by using a steam and
gas regulator which controls the steam pressure by
varying the gas pressure at the burners.

The neatness of the boiler room would be an incentive
to change even if it were not for the saving that is
being effected.

Application of Ball Bearings to
Railway Car Journals*

BY 0. BRUENAUER

General Sales Manager Gurney Ball Bearing Company

The application of anti-friction bearings to railway-
car journals is rapidly coming into the focus of interest
of the men who are operating railway properties. The
development and mechanical refinement of the most
prominent friction-reducing element known to technical
science, namely, the ball bearing, and its application to
almost every variety of machinery during the past fif-
teen years, has produced such truly remarkable results
in the way of power saving that its installation in car
journals was but a logical step.

The ball bearing itself as an anti-friction device
many years ago passed from the experimental stage into
that of an approved and accepted element of machinery.
It is, however, only about three years since the electric
railway industry has experimented in the way of its
application to car journals. Experimental installations
have grown rapidly in number for the reason that many
of them showed very promising results, so much so that
in the city of New York there are being operated to-day
209 cars equipped with ball-bearing journals. In
the opinion of the engineers conducting exhaustive tests
of this kind the experience gained therefrom is encour-
aging to a high degree, yet it does not at this time
permit of drawing definite conclusions to cover general
conditions all over the country.

Quite frequently in the recent past data have been
published regarding current consumption, coasting
periods, etc., of cars equipped with ball bearings. We
find, however, that the conservative railway engineer is
inclined to consider these results as more or less iso-
lated.

Pending the publication of data obtained from
the very exhaustive tests being conducted at present in
New York and elsewhere, I agree with this opinion. Too
many conditions must be met, and the problem at hand

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1097

is too complex to permit of its definite solution in such
a short time as has been devoted to it.

I shall, therefore, direct attention to two problems
which seem to stand in the foreground of interest and
toward a satisfactory solution of which the ball-bearing
industry has directed its greatest efforts. A satisfac-
tory yet economical means of taking care of the side
thrust when a car takes a curve is a matter of utmost
importance. Stress is to be laid upon the economical
feature of the problem, as will be realized when the
magnitude of the thrust loads imposed is considered.

For example, take a single-truck car weighing, fully
equipped, 26,550 lb., and having a seating capacity of
forty-five passengers and a standing capacity of forty-
five. The schedule speed is 8 m.p.h., the high speed 16
m.p.h., and the highest speed ever obtained 20 m.p.h.
In this case the radial load on the two ball bearings in
one journal is 8750 lb. when the fully-loaded car is
standing still. When it is making 8 m.p.h. straight
ahead the radial load is 9430 lb. When the car takes a
curve of 35-ft. radius there is being imposed upon the
bearings a thrust load of 2150 lb., or IIV2 per cent of
the radial load obtaining at this moment. The radial
load on the inner journal at this time is 44 per cent,
whereas the radial load on the outside journal is 56 per
cent of the total radial load on the axle. Hence it obvi-
ously would be better if the inner journal bearing could
be made to take the thrust.

Among the most important problems in the mechanics
of bearing mounting are those connected with the
stresses at the shoulder against which the inner bearing
is locked, that is, at point A in Fig. 1. The moment of
inertia of that part of the axle which is outside of the
wheel, and on which are mounted the bearings, does not
by any means increase in proportion with the bending
moment. On the contrary, the moment of inertia in-
creases abruptly at point A. The section at this point
is consequently the weakest one in the axle under work-
ing conditions, and provision should be made to
strengthen it to the required extent. A simple and

straight face of the inner ring of the bearing. It is
through these two flat contact surfaces that side thrust
from the axle is transmitted to the bearing and not
through the curved surface of the respective chamfers.

■Center I me of Journal I

FIG. 1 — DIAGRAM TO SHOW WEAK POINT ON CAR AXLE

effective way of doing this, aside from proper heat
treatment, is by turning the axle with a fillet of com-
paratively large radius.

In order to provide for a corresponding seat of the
bearing against such a shoulder a special bearing has
been designed, which is called the "Railway" type. Its
inner ring, on the side facing the shoulder, is provided
with a chamfer of a very much larger radius than is
customary on standard bearings. The radius of cham-
fer of a "Railway" type bearing is slightly larger than
that of the fillet on the axle. The shoulder on the axle,
on the other hand, is high enough to afford a sufficient
contact surface between its straight face and the

FIG. 2 — BALL BEARING AND HOUSING FOR USE ON ELECTRIC
RAILWAY CARS

An exceptional method of taking advantage of the
radial and thrust load conditions is the application of a
combined radial and thrust type of bearing, which we
call the "Radio-Thrust" bearing. The mounting of
these bearings In the boxes, as shown in Fig. 2, illus-
trates a solution of a second problem, namely, that of
the installation of ball bearings on railway cars with-
out changing the standard truck in the least. The in-
stallation as shown applies to a 3-ton standard truck.

There are two features peculiar to this method of
mounting "Radio-Thrust" bearings. First, the bearings
themselves have radial end play, due to the angular con-
tact between balls and races, affording a thrust capacity
in one direction of 100 per cent of the radial capacity.
This end play is taken up by locking the bearings against
each other with the thrust sides in opposed position.
This is done by tightening the nut on the end of the
axle. In order to make it absolutely impossible to lock
the bearings too tight, thereby imposing a load on them
in addition to the weight which they are to carry, a
sleeve is provided between the inner rings of the bear-
ings. This sleeve is cut to a length slightly in excess
of the distance between the shoulders in the box which
bear against the outer rings of the bearings. This
simple method insures the required amount of freedom
of the bearings regardless of the tightness with which
the nut may be turned down, and consequently does
away entirely with any kind of adjustment approaching
delicate handling.

By reference to Fig. 2 it will be noted that the stand-
ard pedestal of the truck fits into the vertical slides of
the box with a clearance of about 1/16 in. between the
inner surfaces, and a very liberal clearance between the
outer surfaces. Consequently, when the car takes a
curve to the right, for instance, the right-hand, or in-
side, box will come in contact with the right-hand pedes-
tal, thereby transmitting the thrust to the inner bearing
of this box only. The greatest part of the radial load
obtaining at this moment is being carried by both bear-
ings on the other end of the axle, there being no
thrust whatever on the outside bearings. This follows
on account of the above-mentioned large clearance be-
tween the outside shoulder of the box and pedestal, as
the latter two are not in contact with each other later-
ally. The inner bearing of the inside wheel is being

1098

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

made to take radial load also, but very much less than
that imposed on the inner bearing of the outside wheel.
The result is that considerably smaller bearing sizes
are required with this method than when one of the
bearings in the outside wheel is required to carry the
thrust.

Satisfactory service of ball bearings presupposes, of
course, adequate lubrication and a means of excluding
dirt and grit. A highly effective dirt seal is the one
shown in Fig. 2. Its working principle is based on the
action of the grist mill. There are no contacting or
wearing surfaces, and no felt is used either for exclud-
ing dirt of retaining grease.

A great number of cars with these trucks have been
equipped in this way with the "Radio-Thrust" bear-
ings, among others by the largest electric railway com-
panies in the East. These have been in operation for
a period in excess of a year.

Before long I hope to be able to present definite data
regarding the working conditions on the cars so
equipped.

New Interurban and Work Cars for
the K. C, C. C. & St. J. Ry.

J. N. SPELLMAN

Master Mechanic Kansas City. Clay County & St. Joseph Railway,

Kansas City, Mo.

The Kansas City, Clay County & St. Joseph Railway
has recently placed in operation four passenger cars
built by the Cincinnati Car Company, known as the
"60" type. These cars, as shown in an accompanying
illustration, are of the center-entrance type, with
smoking compartment in the rear end, and have a seat-
ing capacity of sixty-six passengers. Completely
equipped each car weighs 78,000 lb. The trucks are
Baldwin (class 78-30-A) with a 6-ft. 6-in. wheelbase
and 36-in. wheels. The air-brake equipment is the
Westinghouse type AMM, combined automatic and
straight air for double-end operation. Each car is
equipped with four No. 334-V-6, 600/1200-volt motors,
and HL control, 600/1200-volt, double-end control, de-
signed for half-speed operation of the motors on 600
volts, with changeover switches for the control and
lighting circuits when the car is operating in 600-volt
zones. The control apparatus is furnished with train

NEW CENTER-ENTRANCE INTERURBAN CAR WITH TRAILER

and bus-line receptacles and jumpers, so that two or
more cars can be operated in a train from one master
controller, and with but one trolley on the wire. The
cars are also equipped with Westinghouse pneumatic
train signals.

The accompanying illustration shows a plan and ele-
vation of the new car. It differs in several respects
from the type of car previously ordered, which was
fully described in the Electric Railway Journal of
Jan. 18, 1913. The smoking compartment has been re-
duced about one-half by the addition of a partition.
The space in the motorman's compartment has also
been increased, and a side door was installed so that
the motorman can have access to the outside without
going through the coach.

For use in connection with the maintenance of its
overhead work, the company employs a line car which
when completely equipped weighs 60,450 lb. The trucks
are of Baldwin make (class 73-18-K) with 6-ft. 6-in.
wheelbase and 36-in. wheels. The air-brake equipment
is the same as that used for the passenger cars. Four
Westinghouse No. 327-C, 50-hp. 600/1200-volt motors
are used, having a gear ratio of 22:62. Standard HL,
double-end, 1200-volt control is employed. The plat-
form on the roof is operated by an air cylinder under
the control of the motorman, by means of which the
platform can be raised or lowered as required by the
lineman at work on the overhead trolley. The line car
is furnished with a complete line of overhead mate-

PLAN AND ELEVATION OF CENTER-ENTRANCE INTERURBAN CAR

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1099

rial and tools necessary for emergency repairs, and
in addition is fitted out with an emergency hospital
outfit.

Railless Trolley Battery Vehicle

The Bradford (England) City Tramways have just
put into operation the new motor wagon shown in the
accompanying illustration. It was designed by C. J.
Spencer, general manager, for the transportation of
merchandise in connection with the ordinary passenger
tramway service. It was constructed by building a
suitable wagon body upon the chassis of an old track-
less trolley car, of the type used on the Bradford Tram-
ways.

The wagon or truck is equipped with two 20-hp. mo-
tors with series-parallel control for operation on 500
volts. It has a trolley pole for use under a trolley wire,
and an earthing device for making contact with the rail
when drawing line current. The earthing device is an
extension of the steering arm of the vehicle bearing on
the track by means of a cast-iron block and automati-
cally steering the vehicle while serving as a contact
maker. This earthing scheme has been used by the City
Tramways on the ordinary trackless trolley car when
operating over the tramway routes. It was designed by
E. Cross, general manager Rotherham Tramways.

The wagon is also equipped with 120 cells of Edison
storage battery, giving a normal voltage of 150. The
capacity is sufficient to give the vehicle a range of
about 10 miles, at a speed corresponding to the reduced
voltage. The battery may be charged in series with the
motors while the wagon is operating on trolley voltage.

A change-over switch is provided to shift the connec-
tions from battery to overhead wire and earth connec-
tor, and vice versa.

The new vehicle was designed particularly on account
of the high price of gasoline in England at present. The
capacity of this first machine is 2 tons.

McKeen "Mallet" Motor Car Sold to
Southern Utah Railroad

An application of gasoline motor car service which
will be especially interesting to lines having unusual
grades is announced by the Southern Utah Railroad
Company, Price, Utah, which has purchased one of the
McKeen Motor Car Company's "Mallet" motor cars.
This car will operate in place of the present consolida-
tion locomotive and combination coach train between
Price and the mines at Hiawatha, Utah. This is an
8-mile run of continuous 2% per cent and 3 per cent
grades, with frequent curves and a maximum grade of
4.92 per cent. In order to obtain ample surplus power
for ascending these grades, the car will be equipped
with the builder's gasoline locomotive-type power unit,
consisting of a 300-hp. engine from which the power is

< 12m :

transmitted to the driving axles. In this design a third
speed is added to the transmission, and the driving
wheels are connected by side rods. The car is 58 ft.
2% in. long over all and contains a 10-ft. 3-in. baggage
compartment, and a main compartment with seats for
forty-eight passengers. The plan and elevation of this
equipment are shown in the accompanying illustration.

RAILLESS TROLL!

rERV VEHICLE FOR BRADFORD (ENGLAND)
CITY TRAMWAYS

Exciter Set Used for Track Welding

The Hattiesburg Traction Company, Hattiesburg,
Miss., was recently confronted with the necessity for
either buying five new steam railroad crossings or re-
pairing the old ones. The general manager, H. F.
Wheeler, decided in favor of building up the old cross-
ings by means of arc welding.

As the job was not large enough to warrant the com-
pany in buying a set of resistors for use with the trol-
ley voltage, a 35-kw., 110- volt exciter set was
into service. The voltage was reduced to about 60,
the negative terminal was connected to the trolley wire
and the positive to the ground during the period be-
tween midnight and 5.30 a. m. With about 1 mile of
No. 00 trolley wire there was sufficient resistance in
the wire and rail return to limit the current on short-
circuit, when starting the arc, to an amount not in-
jurious to the machine.

By this procedure the crossings were repaired at a
small cost for welding iron and labor and with very
little waste in power. Of course, in a job of the size
of this one the power saving was incidental compared
with the simplicity of the equipment.

1100

ELECTRIC RAILWAY JOURNAL

LVOL. XLVII, No. 24

A Pipe Wrench for Limited Clearances

A wrench designed particularly to meet limited clear-
ances such as obtain in pipe and conduit work in car
construction has just been put on the market by the
Mechanical Specialties Company, Chicago, 111. The fea-
tures of this wrench are shown in the accompanying
illustration. It will be noted that it is particularly
adaptable for pipe work against walls, nested pipe and
conduit work within walls. This tool is known as the

"LaRock Wrench," and it is quite simple in construction
since it contains only three parts, with no screws,
springs, pins or ratchet, the absence of which makes
adjustment unnecessary, and the jaws in the wrench
are always in a position to do pipe work.

Hand Brake and Slack Adjuster

The Home double-acting hand brake, which the Lord
Manufacturing Company recently put on the market and
which was described on page 574 of the Electric Rail-
way Journal for March 18, 1916, has been further im-

HORNE DOUBLE-ACTING HAND BRAKE AND SLACK ADJUSTER

proved by the addition of a slack adjuster. This new
device, which is shown in detail at the right in the ac-
companying drawing, is placed at the position marked
A in the assembly drawing of the brake which is repro-

duced at the left from the above-mentioned article. The
adjusting pawl is attached to a spring which is of suffi-
cient strength to overcome any slacking of the chain.

On releasing the brake, the toothed wheel which is
attached to the drum moves clockwise owing to the re-
leased energy which was stored up by braking. The
force of the spring in the pawl is overcome and the
pawl is pushed away from the toothed wheel. As the
brake rigging loses its stored energy and the toothed
wheel slows up partly due to the friction of the pawl
against the wheel, the pawl engages the wheel, causing
the release of only sufficient chain to bring the brake-
shoes clear of the wheels. As additional slack occurs,
due to wear, the pawl automatically checks the rotation
of the chain drum as soon as slack occurs, thus keeping
excessive chain reeled upon the drum and the entire
brake ready for instant action in the same manner as
if the brakes had just been adjusted in the shop.

A New Pole-Top Gin

The pole top gin, illustrated herewith, which was
designed especially for mounting equipment on wood
pole lines, has just been placed on the market by the
Railway & Industrial Engineering Company of Pitts-
burgh, Pa. It consists of a main base, or channel, fitted
with four spurs
and a chain, and
a lever for
clamping it to
the pole. Tackle
can be suspended
from the arms
at the top. To
attach the gin
the lineman jabs
the lower spurs
into the pole as
he would a
spear; then the
top of the chan-
nel is thrust to-
wards the pole,
and the upper
supports sink in-
to the wood. In
this position the
gin will "stay
put" while the
handle is opened
and the chain
carried around
the pole and
linked into the
catch. The han-
d 1 e is then
closed, causing
the chain to bite

into the pole, and in this position it is self-locked. If
the chain is too loose and does not bite into the pole
firmly enough, the handle is opened, the chain disen-
gaged from the catch and shortened one link. This
shortens the chain when the handle is closed again. As
the load is shifted to the gin, the lower spurs bite into
the pole and become firmly placed. When the work is
finished the gin can be readily detached.

As designed at present, the gin can safely be used
with loads of 1500 lb. or 2000 lb. in emergency. Steel
cross-arms weighing from 40 lb. to 120 lb. are, of
course, very easily handled.

In addition to its use in handling equipment on pole
this gin can be employed in replacing poles. Other
uses will suggest themselves to the reader.

'*'"'

-:i!:.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

NEWS OF ELECTRIC RAILWAYS

CITY ENGINEER DISCUSSES TRANSIT PROBLEMS

Construction of Elevated Line Urged for San Francisco

Within Five Years

M. M. O'Shaughnessy, city engineer of San Francisco,
Cal., contributed to a recent issue of the San Francisco
Call an article reviewing the history of transportation in
the city. This account was of unusual interest because in
concluding the article Mr. O'Shaughnessy dealt with the
situation as it is at present and with the relations of the
Municipal line to the problems now presenting themselves.
He said that the track mileage in the city was about five
years behind the population requirements. His conclusion
follows in part:

"Mr. Arnold, in his report of 1913, stated that there was
immediate necessity of 72 miles of single track, which
should be provided at a rate of not less than 15 miles a
year. Since then the municipality has constructed some 28
miles of track, and this represents the total additional
trackage in San Francisco since the completion of the Geary
Street road.

"The proper and economic development of the transporta-
tion facilities in San Francisco will only be possible when
all of the railway lines are owned or operated under one
management. This is absolutely necessary to permit of ex-
tensions being built along logical lines without wasteful
duplication of service in certain districts to reach new ter-
ritory requiring service. The construction of a few blocks
of track here and there will not solve the railway problem.

"On account of the location of the business district and
the ferry with relation to the residence districts, a tre-
mendous burden has been thrown on Market Street in the
way of both vehicular and railway traffic, and this street,
with the present modes of transportation, has about reached
the limit of its capacity to handle that traffic.

"The real transportation problem confronting us in San
Francisco, then, is to relieve this burden on Market Street
and at the same time to provide more rapid and adequate
transportation to the outlying districts and permit a healthy
growth of the city within its own limits. The construction
of the Twin Peaks tunnel is the first real step along lines
looking to an ultimate solution of the problem, but this
does not reach the root of the trouble, as some means must
be found to relieve the congestion on lower Market Street
and to shorten the time out Market Street.

"Rapid transit systems are either of the elevated or sub-
way type. The first cost of an elevated system is much less
than that for a subway. Comparative costs are about
$800,000 a mile for the former, as against $3,500,000 a
mile for the subway construction. The rapid transit prob-
lem has been studied in a large number of Eastern cities,
notably in New York, Brooklyn, Chicago, Boston and Phila-
delphia, and as a result of progress in the art many of the
objections and much of the prejudice against the elevated
systems have been eliminated. The feature of the noise has
been practically eliminated in the Philadelphia system by
the use of ballasted construction. The public preference is
for riding in the open air and sunlight of the elevated as
against the subways.

"The first unit of San Francisco's rapid transit construc-
tion will undoubtedly be an elevated road which must be
parallel to Market Street, running from about First Street
and connecting with the Twin Peaks Tunnel with a branch
south in the vicinity of Capp Street, extending toward the
county line.

"In order for a rapid transit system to be effective in
solving the problem, it is essential that the existing inter-
secting lines be utilized as feeders, which means, of course,
a practical unification of existing systems. Much thought
and study throughout the entire United States, and, in fact,
throughout the world, is being centered on developing the
elevated type of rapid transit, the great effort being to
lighten the construction, rendering the elevated structure

correspondingly lighter and more open, and reducing the
noise by sound-deadening material between the rails and
ties or stringers as the type of construction may call for.
Very interesting developments have been made in certain
types of elevated systems in which the cars are suspended
from the trucks which carry the electric equipment over-
head. This type of construction can be built for practically
half the cost of the standard type of elevated roads in use
throughout the United States.

"Construction of this first unit of San Francisco's rapid
transit system should be started within the next few years
so that operations could be commenced within not more than
five years."

SHORE LINE EMPLOYEES STRIKE
Men Return After Several Days on Terms Proposed by Com-
pany During Wage Negotiations

The employees of the Shore Line Electric Railway, Nor-
wich, Conn., went on strike on June 1. As a result there
was an almost complete suspension of service for several
days between New Haven, Conn., and Westerly, R. I., and be-
tween New London and West Thompson, Conn. More than
600 men are reported to have been affected. The strike was
precipitated through the uncompromising insistence of thev
men upon the company meeting new wage demands made by
them. The old agreement expired at midnight on June 1.
The new scale asked for by the men provided for a maximum
of 35 cents an hour after three years' service. The company
offered a compromise of a 32-cent maximum.

R. W. Perkins, president of the company, on June 1 posted
8 notice informing the strikers that unless they returned to
work within twenty-four hours they could consider them-
selves no longer in the company's employ, as new men would
he brought in to take their places. Many of the men are
non-union, and partial service was continued with them as
operators at first. Other men, however, were added at once
in accordance with the notice of the company to the men
who quit and the full quota of cars was soon in service on
the New London and other lines. On June 2 another warn-
ing notice was posted over the signature of S. Anderson, the
general manager. He said that a sufficient number of men
had been secured to operate all divisions in full. This was
borne out by the arrivals at the New Haven Railroad station
in New London, where the men coming in to replace the
strikers attracted extraordinary attention on account of
their commissary equipment.

Coincident with this Mr. Perkins issued a statement in
part as follows:

"I wish that the controversy might be settled by the old
men returning to their places. Once again I desire to ask
the patience of the public for a day or two until we can get
things back to normal shape. We have men enough to do
this, men who are experienced motormen and conductors.
While not desiring to reiterate any previous statements I
have made, I should like once more to make it clear to the
public that the demand which has been made by the men is
absolutely prohibitive. It simply could not be granted. The
revenue of the system would not stand it. For that reason
we have been forced to get other men to take the places of
the strikers in order that the company may resume traffic
accommodations."

Formal announcement was made on June 7 that the strike
had been settled. The men accepted the compromise offered
by the company previous to the strike and returned to work
at once. Under the terms of the agreement the minimum
wage scale will be 26 cents an hour and the maximum 32
cents after six years' service. Ten cents an hour additional
will be granted for overtime, and an allowance for meal
tickets will be made when the men are kept on the cars.
The demand of the men for recognition of the union was
not granted. The strike was attended with little or no dis-
order.

1102

ELECTRIC RAILWAY JOURNAL

LVOL. XLVII, No. 24

WASHINGTON RAILWAY VALUATIONS REDUCED

By the State Tax Commission's actual valuation of rail-
road and telegraph lines in Washington for 1916 the total
valuation of electric and interurban lines has decreased
$2,747,180 from the total valuation of $49,211,280 for 1915.
What amounts to a total reduction of $48,075 in tax pay-
ment is granted by the commission in allowing the de-
creased valuation, but electric railway representatives are
reported as expecting to go before the State Board of
Equalization in August and demand still further reduction.
The reports of the electric railways for the year ended
Dec. 31, 1915, show a consistent decrease in gross and net
earnings ascribed largely to competition with automobiles,
operated both as public and private conveyances. In the
past three years the greatly increased mileage of improved
roads has lent an impetus to the use of automobiles and
practically all of the electrical lines have good roads
paralleling them. The reduced earnings of the roads, due
to falling off of freight and passenger business, has pre-
vented the electric railways from adding to their equip-
ment or extending their lines appreciably so that deprecia-
tion and obsolescence of equipment which were heretofore
overcome by replacements, improvements and betterments,
operate to create a decrease in the value of the electric
lines generally throughout the State. The complete schedule
of valuations of the electric railways for both 1915 and
1916, as arrived at by the State Tax Commission, is as fol-
lows:

1915 1916

Everett Railway, Light & Water Company 12,076,000 •$1,275,000
draws Harbor Railway & Light Company. 1,225,000 1,200,000

Lewiston-Clarkston Transportation Com-

nanv 13,700

Loyal Railway 15,000 15,000

Olympia Light & Power Company 330,000 330,000

Pacific Traction Company 245,500 245, oOO

Puget Sound Traction, Light & Power

Company 19,366,780 18,681,600

Seattle. Kenton & Southern Railway 1,200,000 l.2"^0,00.

Tacoma Railway & Power Company 3,900,000 3.600.000

Western Washington Power Company.... 44,000 44,000

Willapa Electric Company 128,700 1°,H?°

North Coast Power Company 412,475 3/3,100

Pacific Northwest Traction Company 2,590,700 2,d42,:>00

Paget Sound Kleetric Company 3,250,000 MO?/0,0"

Spokane K Inland Kmpire Railroad 9,000,000 8,700,000

Walla Walla Valley Railway 410,000 3i2.000

Washington Water Power Company 3,900.000 3.:.:ai.iin,.

Yakima Valley Transportation Company.. 459,000 413,000

Total $49,211,280 $45,664,100

•$800,000 deducted on account of the purchase of the water sys-
tem by the city of Everett.

WORCESTER AND SPRINGFIELD WAGES GO TO
ARBITRATION

Failure to reach an agreement on new wage schedules has
led the conferees of the Springfield Street Railway, the
Worcester Consolidated Street Railway and the representa-
tives of the employees of the two companies to resort to
arbitration for the settlement of the issues in controversy.
The principal issues in dispute concern wages and working
conditions. The Springfield men sought increases averaging
from 50 to 65 cents a day. Men in the service of the com-
pany six months were to receive $2.75 a day; second six
months $3 a day; the second year and thereafter $3.50 a
day. At the present time the minimum daily wage is $2.25
and the maximum $2.85. Wage schedules are based on a
nine-in-eleven-hour day. The Worcester Consolidated Street
Railway employees were seeking a similar wage schedule,
based on a nine-in-eleven-hour day instead of an hourly
schedule, such as they are now working under. The prin-
cipal difference was on the methods of working. The com-
pany held out for hourly or "platform" time, while the men
sought a straight daily wage rate. In the first offer the
company submitted a rate of 25 cents an hour for the first
six months, 26% cents an hour for the second six months,
28 cents for the second year, 29 cents for the third year and
31 cents for the fourth year and thereafter. In its second
offer, which was in the nature of a compromise proposal,
the company agreed to maintain its present daily wage
rates, but stipulated that all new employees entering the
service of the company should be paid on an hourly basis.
A proposal to increase its previous wage offer 1 cent for all
grades of employees was also made. This latter proposition
was rejected by the men.

MR. TAYLOR TALKS SUBWAY IN PITTSBURGH

The rapid transit problem that confronts Pittsburgh was
discussed at a dinner tendered to A. Merritt Taylor at the
William Penn Hotel, that city, on June 1. Members of the
Council and many prominent business men attended, among
them J. D. Callery, president of the Pittsburgh Railways,
who promised to co-operate in any plans that are advanced
to better conditions. Mr. Taylor, who is about to enter on
a preliminary survey of the needs of the city, was the prin-
cipal speaker. He said that any recommendations for Pitts-
burgh must be based upon ascertainable facts. The transit
problem should be taken up and disposed of in a method-
ical way, with regard to future development. Lines built
first must eventually become terminal lines. An investiga-
tion similar to that made in Philadelphia should determine
the location and character of high-speed lines which will be
needed to serve the present and future requirements of
Pittsburgh.

Continuing, Mr. Taylor said that the people should be in-
formed just what saving of time there would be between
all points in the city, and made to understand that the dis-
comfort and inconvenience of traveling in surface cars will
be eliminated; that congestion in the downtown district will
be relieved; that the field for business men and working-
men will be widened, and that passengers will be collected
and distributed quickly. It will seem costly and tedious at
first, but the resultant advantage will justify the under-
taking. Mr. Taylor suggested that an able man of sound
judgment, preferably a resident of Pittsburgh, be selected
and appointed by Council as transit commissioner, and
form an organization of engineers and specialists to diag-
nose the transit problem. The Mayor and members of the
Council present pledged themselves to appropriate $150,000
for the preliminary work which is regarded as necessary to
complete the plans.

CITY HELD TO STRICT BUSINESS ACCOUNTABILITY

Judge Frater, in the Superior Court at Seattle, Wash.,
has handed down a decision stating that the city of Seattle
must be held to the same strict business accountability as
an individual and that because of the city's attempt to
revoke the franchise of the Seattle, Renton & Southern
Railway, which attempt resulted in losses to the railway,
the city abrogated its right to a claim for 2 per cent of
the gross earnings of the road for the years 1912, 1913
and 1914, amounting to $13,078. In his ruling the judge
said in part:

"There is no reason in equity, law or justice why a city
or its public officials should not be held to the same strict
regard in the matter of fair dealings as an individual, and
if the city enters into contractural relationship with an
individual the city should be held to the same standard of
honesty as the individual, and who will contend that a
municipal corporation could be authorized to collect rent
or compensation for a privilege which it denies to the
individual? We submit that there is no reason in law,
justice or equity why the claim of the city should be
allowed, and it, therefore, follows that the same must be
and is hereby rejected."

A franchise was assigned to the railway by W. R. Craw-
ford in May, 1907. The franchise provided that 2 per cent
of the gross earnings of the road must be paid annually
to the city. In 1912 the City Council passed an ordinance
revoking the franchise, and from then until March, 1915,
the Council refused to grant any rights or privileges to the
railway company according to the decision. Between Aug.
28, 1912, and March, 1913, the receivers tendered to the
city the franchise tax of 2 per cent of the gross earnings.
It was refused. In March, 1915, the Federal District Court
declared the ordinance revoking the franchise to be void.
In this connection the court said that it was true the de-
crees of the United States Court did establish the validity
of the ordinance as a binding franchise, but that decree
did not and could not restore to the company the benefits
which it lost while it had been deprived of its rights by the
wrongful act of the city, nor did nor could it establish
the right in the city to exact payment for the privileges
denied by the city while they were so denied.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1103

ANOTHER DUAL LINE TO OPEN ON JUNE 19

Another part of the dual system of rapid transit in the
city of New York has been declared to be ready for opera-
tion by the Public Service Commission for the First Dis-
trict, namely, the New Utrecht Avenue branch of the
Fourth Avenue subway, the operation to begin at noon on
June 24. All tracks of the New Utrecht Avenue line will
be placed in operation from Thirty-eighth Street and Fourth
Avenue, where connection is made with the Fourth Avenue,
Brooklyn, subway, down to the station at Sixty-second
Street and New Utrecht Avenue, where the line crosses the
Sea Beach branch of the Fourth Avenue subway. In addi-
tion, there will be operation over one track from Sixty-
second Street south to the Eighteenth Avenue station.
Through trains will be run from Manhattan to Eighteenth
Avenue, but south of Sixty-second Street the operation will
be limited by the fact that only one track is ready for use at
this time. Operation of the remainder of the line should
begin in the late summer or in the coming fall. Since the
signing of the dual system contracts on March 19, 1913, the
commission has issued resolutions placing the following
city-owned lines of the dual system in operation: The Cen-
tre Street loop in Manhattan, the Fourth Avenue subway
and the Sea Beach Railway in Brooklyn, all for operation
by the New York Municipal Railway Corporation; and the
Queensboro subway, for operation by the Interborough
Rapid Transit Company. Other parts of the system are
nearing completion, and within a few months, it is expected,
the commission will be able to place several new lines in
service.

COMPLETION OF OREM LINE CELEBRATED

In commemoration of the completion of the Salt Lake
& Utah Railroad (the Orem interurban electric line) to its
southern terminus at Payson, a grand carnival was held
there by the citizens on May 26 and 27. A goodly portion
of the population of Utah County, whose fertile fields are
put in almost hourly communication with the metropolis of
the State by this line, turned out to show their appreciation
of W. C. Orem, the president, and his associates for the
service they had rendered the communities. Prominent rail-
road officials and citizens of Salt Lake City went down to
Payson to join with the residents in the festivities. In-
cluded in the party were W. C. Orem, president of the rail-
road; Mrs. Orem and their two sons and two daughters;
W. R. Armstrong, general manager of the Orem line; Ross
Beason, traffic manager; Julian Bamberger, president of
the Salt Lake & Ogden Railroad; John Hickey, Stephen
L. Chipman, A. J. Evans, James McBeth, D. R. Beebe, J. B.
Keeler and others. The golden spikes in the last tie in
the roadbed were driven by Mrs. George Done, who had
been selected queen of the carnival, and Miss Gladys Orem,
President Orem's seventeen-year-old daughter.

With the completion of this line to Payson, the company
has inaugurated express service with fast time and few
stops between Salt Lake City and its terminus 65 miles
south. Two express trains are operated daily in each di-
rection, in addition, to the ten regular trains which make
all stops. This is the first express service placed in opera-
tion by an electric interurban line in Utah.

PREPARING FOR CINCINNATI BOND SALE

The Rapid Transit Commission of Cincinnati, Ohio, has
advised the City Council that the $6,000,000 of bonds for the
construction of the rapid transit line are to be sold as the
money is needed and that no part of the issue will be sold
until a lease is effected and ratified by the voters. Council,
however, will be asked to enact the necessary legislation
for the issue of the bonds, so that no delays will be neces-
sary when this step has been approved.

Frank S. Krug, city engineer, will be formally chosen as
chief engineer of the commission within a short time. On
June 2 James A. Stewart was appointed assistant engineer
at $25 a day for the time spent in the work. Elmer
Humphreys and Donald W. Caven will be assistant en-
gineers in charge of surveying crews.

W. L. Woodward presented a report of the Federated
Improvement Association at a hearing on the revision of
the Cincinnati Traction Company's franchise on June 1, in

which objections were made to the franchise granted re-
cently to the West End Rapid Transit Company, because it
does not provide for 5-cent fares and transfers.

The Cincinnati, Lawrenceburg & Aurora Street Railway
will within a short time apply for a new franchise between
Anderson's Ferry and the corporation line at Fernbank, so
that it will cover the same period as that of the West End1
Rapid Transit Company. It is said that the fare will be
reduced from 10 to 5 cents if a new franchise is granted.

NEW TRENTON ARBITRATION PLAN

On June 7 there was what appeared to be an absolute
deadlock in the matter of attempting to select the third
arbiter to adjust the differences between the Trenton &
Mercer County Traction Corporation, Trenton, N. J., and
Division No. 540, of the Amalgamated Association, grow-
ing out of the dismissal of conductors for alleged fare
"sniping." The union, however, proposed a new plan for
the selection of the third arbiter and this was adopted
by the company.

Under the new plan the company will be represented by
Rankin Johnson, president of the corporation, and Edward
Peartree, superintendent, and the union by Marcus Minton
and W. N. Frizzell, both members of the executive com-
mittee of the union, and the latter the union's secretary.
These four will attempt to select the fifth man to act on
a committee of three or the fifth man to act on a committee
of five. The union representatives and the company will
meet under this plan in a few days in the company's offices.

Peter E. Hurley, general manager of the company, and
C. Howard Severs, of the union, who were the original
arbitrators, found that they could not agree upon a third
man. Numerous names were presented by each side and
some of them were mutually agreeable. In all cases where
there was agreement, however, the men selected would not
act, for personal or other reasons. Two prominent men
asked to serve as the third arbiter were John Rellstab,
judge of the United States District Court, and Frederick
W. Donnelly, Mayor of Trenton.

It is the intention of the four new arbiters to try and
select a third man to work with Messrs. Hurley and Severs,
or a new man to work with the new representatives. The
four men will first try and settle some of the ten cases
up for arbitration before selecting another man.

At a meeting of the union on June 5 it was decided to
stand by the set of conditions for a new agreement served
upon the company some time ago. The men are now re-
ceiving 27 cents an hour, but in the new agreement ask
for 34 cents an hour. The company wants to institute a
sliding scale, to start at 25 cents an hour, and also wants
an "open shop." The union has notified the company that
it will not accept either the sliding scale or "open shop"
proposition.

Increase in Wages in Allentown. — The Lehigh Valley
Transit Company, Allentown, Pa., has again raised the pay
of its men. The general advance is 1 cent an hour dating
from June 1. This makes the pay for first-year men 25
cents an hour and for five-year men 29 cents an hour.

Short Strike of Power Employees. — Linemen and power-
house employees of the East St. Louis & Suburban Railway,
East St. Louis, 111., went on strike recently for an increase
of 15 per cent in wages. E. E. Parsons, general manager
of the company, and Bert S. Reed, chairman of the griev-
ance committee, conducted negotiations and effected a com-
promise under which the men returned after having been
out two days.

Mayor Jost's Services Accepted. — Henry L. Jost, Mayor
of Kansas City, Mo., through two administrations, during
which the new franchise of the Kansas City Railways was
framed and granted, has offered his services without com-
pensation to the city directors of the railway. These
directors were appointed by his administration, and were
his personal selections. His good offices have been accepted
by the city directors.

New Wage Terms Sought in Cincinnati. — The contract
between the Cincinnati (Ohio) Traction Company and its
platform men expires on June 30, and the men are asking
for an increase of 6 cents an hour in the maximum wage

1104

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

and a proportionate increase down the scale. The maximum
is now 27 cents an hour. The company is said to have
offered the men an increase of 1 cent an hour. The men are
also asking for a closed shop and a reduction from seven
to three years in the time for reaching the maximum.

Hearing on Lessening of Noise on Elevated. — A hearing
will be held by the Public Service Commission for the First
District of New York, on June 19, the purpose of which is to
bring about the elimination of some of the noise incident to
the operation of the elevated railroads in Manhattan, The
Bronx, Brooklyn and Queens. At the hearing officials of the
companies will be called upon to state what they are will-
ing to do in the direction of providing brakeshoes upon the
cars of their lines which will be less noisy than those in
operation now.

Commission Appeals Chicago Service Order Decision* —
The decision of Judge Thomas Taylor, Jr., of the Circuit
Court, Chicago, denying the right of the State Public Utili-
ties Commission to issue orders affecting service and equip-
ment on the Chicago Surface Lines, has been appealed to the
Supreme Court. A formal injunction preventing the com-
mission from enforcing its order of Sept. 29, 1915, which
was intended to effect service changes, has also been en-
tered in the Circuit Court. The decision was referred to in
the Electric Railway Journal of June 3, page 1056.

Plea for Rehearing of Mill Tax Case.— H. S. Priest,
counsel for the United Railways, St. Louis, Mo., on May
30 filed at Washington his petition for a rehearing in the
so-called mill tax case, in which the ruling of the United
States Supreme Court was adverse to the company. The
sending down of its mandate to the Missouri Supreme
Court was put off until June 1 by the United States Su-
preme Court so as to permit the company to file a motion
for a rehearing. Mr. Priest contended that the company
supposed that its contract with the city protected it against
subsequent taxation and brought suit to enjoin the mill tax.

Traveling Track and Equipment Specialists Appointed. —
Henry L. Doherty & Company, New York, N. Y., who con-
trol the Cities Service Company, New York, N. Y., an-
nounce the appointment of a traveling master mechanic and
a traveling track specialist, to be followed shortly with a
traveling transportation director. Arthur Brown of the
Toledo Railways & Light Company has been named as trav-
eling master mechanic and A. Swartz, vice-president of the
Toledo & Western Railway, will be the track specialist. One
of Mr. Brown's attempts will be a standardization of equip-
ment, and Mr. Swartz will soon start on a journey to look
over track construction and maintenance.

Commissioner Carr to Study Foreign Systems. — Commis-
sioner James O. Carr of the Public Service Commission for
the Second District of New York plans to spend six weeks
studying the transportation systems of England, France and
Italy as these systems have developed under war conditions.
Governor Whitman has written Mr. Carr that he has heard
that tremendous strides have been made in the transporta-
tion field abroad. Accordingly Mr. Carr is taking with him
official letters which will put him in direct touch with the
men who have solved the problems involved in moving mil-
lions of men by steam road, electric railway and automobile.
He will study the way in which the various agencies have
been enlarged, improved, speeded up and co-ordinated.

Wages on Chicago Surface and Elevated Advanced on
June 1. — Under the terms of the arbitration award of July
16, 1915, the wages of practically all the employees of the
Chicago Surface Lines were automatically advanced approx-
imately 1 cent an hour, making the minimum and maximum
for motormen and conductors 27 cents for the first three
months of service and 36 cents at the end of the fourth year's
service. By an agreement between the management of the
Chicago Elevated Railroads and its employees the wages were
also automatically advanced on June 1. Motormen's hourly
wages were increased from 36 cents to 38 cents, conductors
from 29 cents to 31 cents, and regular guards 26 cents to 28
cents. These increases affected approximately 10,000 em-
ployees of the two companies.

Kentucky Assessments Increased. — Tentative increases in
assessments for State taxation have been announced by the
State Board of Valuation and Assessment of Kentucky, sit-

ting at Frankfort, which would increase the State's revenue
by $71,000. Electric railways would be affected as follows:
Louisville Railway increased from a $13,400,000 valuation
to $15,048,673; Louisville & Interurban Railroad, $2,250,000
to $2,601,488; Louisville & Southern Indiana Traction Com-
pany, $55,000 to $57,330; Kentucky Traction & Terminal
Company, $1,200,000 to $1,643,937; Paducah Traction Com-
pany, $260,000 to $295,735. The Ohio Valley Electric Rail-
way assessment was reduced from $500,000 to $496,681. In
most cases county taxes are collected on the same valuation
as the State taxes.

Decision Favorable to Cleveland Subway. — The Ohio Su-
preme Court has refused to review the decisions of the lower
courts which were favorable to the construction of subway
approaches to the new bridge across the Cuyahoga River
connecting Superior and Detroit Avenues, Cleveland, Ohio.
The legality of the plans has thus been established. As a
result County Engineer W. A. Stinchcomb has announced
that construction work on the approaches will be commenced
within thirty days. W. R. Hopkins, president of the Cleve-
land Underground Rapid Transit Company, and J. J. Stan-
ley, president of the Cleveland Railway, have agreed to co-
operate as far as posible in the work. The subway in
Superior Avenue will commence 500 ft. east of the bridge.
The one in West Twenty-fifth Street will begin 1200 ft.
south of the bridge and the one in Detroit Avenue, 1200 ft.
west of that point.

Mr; Doherty Appears Before Milroy Committee. — At a
formal meeting of the Milroy street railway committee at
Toledo, Ohio, on June 2 Henry L. Doherty, for the Toledo
Railways & Light Company, presented a statement as to
the course he felt should be followed in working out the
plans for securing municipal ownership. He suggested
certain substitutes for portions of the original plan. The
provisions of this statement were taken up singly and dis-
cussed, but no conclusions were reached on any of the
points raised. At an informal meeting on May 31 Mr.
Doherty explained the steps necessary for the city to
finance the proposition in case the property is taken over.
He reviewed the history of the Toledo Railways & Light
Company and told of the means used to raise money for
improvements and in issuing securities when the present
owners assumed control.

Recognition of Laurel Company's Work. — The Laurel
(Miss.) Daily Leader contained recently the following ap-
preciation of the Laurel Light & Railway Company: "No
other agency in modern times has done more to develop
rural communities or add to the growth of cities than elec-
tric interurban railways. Guy M. Walker, owner of the
Laurel Light & Railway Company, is aiding immeasurably
in the development of Jones County, Laurel and South
Mississippi. He has recently acquired the electric proper-
ties of McComb City and is negotiating for the Magnolia
and Summit electric plants. He proposes to build an inter-
urban railway to connect the three towns. The interurban
rialway between Laurel and Ellisville has done more than
any other agency to develop this section of Jones County,
and the extension of electric railways in the city of Laurel
has caused the city to grow to double its former size since
the street cars were first started."

Strike on Buffalo Suburban Line. — Motormen and con-
ductors employed by the Buffalo Southern Railway, Buffalo,
N. Y., went on strike at midnight on May 16 for an increase
in wages from 25 to 38 cents an hour and recognition of the
newly organized local of the Amalgamated Association. No
attempt was made by Nathan A. Bundy, receiver and gen-
eral manager of the line, to operate cars on the Buffalo-
Hamburg and Ebenezer divisions until May 25 when a num-
ber of new men were employed at the old wage scale. Ob-
structions were placed at points along the line and overhead
wires were cut. Mr. Bundy pointed out to the old men that
the road was in the hands of a receiver appointed by the
court and was not financially able to pay the increase asked
for. The company has been able to secure enough experi-
enced platform men to operate cars. The State Board of
Mediation and Arbitration has been unable to effect a set-
tlement. About seventy-five men are employed. The com-
pany operates 25 miles of line, connecting Buffalo, Ham-
burg, Orchard Park, Gardenville and East Seneca.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

PROGRAMS OF ASSOCIATION MEETINGS

Central Electric Railway Association

Although it is practically three weeks before the Central
Electric Railway Association cruise of June 27-30, 200 reser-
vations have been paid for. John Benham, vice-president of
the International Register Company, Chicago, 111., who is in
charge of the work of assigning staterooms, advises that by
June 10 space on the upper decks will be almost entirely
taken up. He is also pleased to state that reservations have
already been made by practically all the prominent members
of the association, and by leaders among the manufacturers.
Several officers of the American Electric Railway Associa-
tion have also taken reservations or made application for
them.

Financial and Corporate

New York Electric Railway Association

At the annual meeting of the New York Electric Railway
Association to be held at the International Hotel, Niagara
Falls, on June 27 and 28, the general topic will be "Prepar-
edness." Colonel Bellinger of the United States Army will
discuss the problem of troops and munitions transportation,
and James E. Hewes, general manager of the Albany South-
ern Railroad, will speak on "The Advantages of Electrical
Transportation in Time of War." At the banquet to be held
on Tuesday evening one of the speakers will be Major Bab-
cock. Among the other entertainment features to be pro-
vided music will have a large place. A famous band has
been engaged to play from 4 p. m. to 7 p. m. on Tuesday, and
an orchestra will play all during Tuesday for dancing. A
lunch for the ladies will be served at the Buffalo Country
Club on Tuesday, and on Wednesday there will be a trip
around the Gorge for all. Provision will be made for clock
golf on Tuesday morning. The annual business meeting
will be held on Wednesday.

M. C. B. and M. M. Associations

The programs have been announced for the meetings of
the Master Car Builders' Association and the American
Railway Master Mechanics' Association at Atlantic City,
N. J., on June 14, 15 and 16 and June 19, 20 and 21, re-
spectively. At the sessions of the master carbuilders the
following reports will be discussed: June 14 — Nominations;
standards and recommended practice; train brake and sig-
nal equipment; brakeshoe and brake beam equipments; car-
wheels; arbitration committee; revision of prices for labor
and materials, and settlement prices for reinforced wooden
cars. June 15 — Couplers; draft gear; safety appliances;
loading rules; car construction; car tracks, and train lighting
and equipment. June 16 — Tank cars; specifications and tests
for material; welding of truck sides, and bolsters.

At the sessions of the master mechanics on June 19, the
following reports will be discussed: Mechanical stokers;
revision of standards; dimensions of flange and screw coup-
lings for injectors, and fuel economy and smoke preven-
tion. There will be an individual paper by F. O. Wells,
entitled "Standardization of Screw Threads." There will
also be a topical discussion of the subject "Best Material
for Metallic Packing for Superheater Locomotives," the
discussion to be opened by W. E. Woodhouse, of the Cana-
dian Pacific Railroad.

On June 20 the following reports will be discussed: Loco-
motive headlights; design, construction and maintenance
of locomotive boilers; superheater locomotives; equaliza-
tion of long locomotives; design, maintenance and opera-
tion of electric rolling stock; best design and materials for
pistons, valves, rings and bushings; co-operation with other
railway mechanical organizations. There will also be an
individual paper entitled "Alloy Steel" by L. R. Pomery, and
a topical discussion of the subject, "Instructions to Young
Firemen."

On June 21, the following reports will be discussed: Pow-
dered fuel; specifications and tests for materials; modern-
izing of existing locomotives, and train resistance and ton-
nage rating. At this session there will also be an indi-
vidual paper on "Tests of Four Types of Passenger Car
Radiators," by Prof. A. J. Wood and a topical discussion of
the subject: "Best Method of Introducing Oil to Cylinders
of Superheater Locomotives."

I. C. C. ISSUES ACCOUNTING ANSWERS

Another Series of Questions and Tentative Answers Under

the Uniform System of Accounts Prescribed by

Commission for Electric Railways

Another series of tentative answers to questions raised
in connection with the uniform system of accounts pre-
scribed by the Interstate Commerce Commission for electric
railways has just been .released by the commission. As
these answers have not received the formal approval of the
commission, however, it should be understood that the
decisions do not represent its final conclusions and that
they are subject to such revision as may be thought proper
before final promulgation in the accounting bulletins of
the commission. The questions raised and the answers made
to them follow:

Q. To what account should be charged the cost of track
drips installed for draining tracks? These drips are in-
stalled without regard to street intersections or crossings,
depending entirely on the condition of the soil.

A. The original cost of such drips, whether installed
with new construction or subsequent thereto, should be
charged to road and equipment account No. 504, "Grad-
ing." The cost of labor, repairing or renewing track drip",
should be charged to operating expense account No. 8,
"Track and Roadway Labor;" material used in connection
therewith should be charged to account No. 9, "Miscella-
neous Track and Roadway Expenses."

Q. To what account should be charged expenses in con-
nection with handling electric light and power accounts,
including meter reading, billing and collecting by clerks
connected with the general office?

A. If the light and power business is not accounted for
as an auxiliary operation, the expenses in connection with
the handling of the electric light and power accounts should
be included in the appropriate general expense accounts
for the railway business. Expenses in connection with the
reading of meters and the billing and collecting of light
and power bills should be charged to operating expense
account No. 84, "Salaries and Expenses of General Office
Clerks." If the light and power business is accounted for
as an auxiliary operation, the expenses in connection with
the handling of electric light and power accounts, including
meter reading, billing and collecting, should be charged to
account No. 214, "Auxiliary Operations — Expenses." If
any of such expenses are included in the railway operating
expense accounts, they should be cleared therefrom by
crediting operating expense account No. 100, "Other Opera-
tions— Cr.," and charging account No. 214 (see second and
third paragraphs on page 17 of the uniform system of
accounts for electric railways).

Q. To what account should be charged amounts paid
for alleged damage to water and gas pipes by electrolysis?

A. To operating expense account No. 92, "Injuries and
Damages."

Q. To what account should be charged the cost of
handling patterns which are kept in the custody of the
stores department?

A. To operating expense account No. 95, "Store Ex-
penses."

Q. During the construction of a road, a commissary
was operated at a profit. To what account should this
profit be credited? Since commencing operations the com-
missary has been conducted for the benefit of the roadway
department at a loss. To what account should this loss be
charged ?

A. A profit or loss made in the operation of a commis-
sary for employees during the construction period should
be credited or debited, as may be appropriate, to road and
equipment account No. 550, "Miscellaneous." A profit or
loss made in the operation of a commissary for roadway

1106

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 24

maintenance employees after a road has commenced opera-
tions should be credited or debited, as may be appropriate,
to operating expense account No. 19, "Miscellaneous Way
Expenses."

Q. Stoves have been installed in each of this company's
cars for the purpose of heating same by the hot water sys-
tem. To what accounts should the cost of installing the
stoves and piping and repairs thereto be charged?

A. The original cost of the stoves and piping should be
charged to road and equipment account No. 530, "Passenger
and Combination Cars," or No. 531, "Freight, Express and
Mail Cars," as may be appropriate. The cost of repairs
should be charged to operating expense account No. 30,
"Passenger and Combination Cars," or No. 31, "Freight,
Express and Mail Cars," as may be appropriate. The cost
of fuel should be charged to operating expense account
No. 67, "Miscellaneous Car Service Expenses."

Q. To what account should be charged the rent paid by
a company for a power plant building, power plant equip-
ment and transmission lines? The lessee company has the
exclusive use and maintains and operates the property
leased. The amount of rent paid represents interest on
investment only.

A. As the lessee company has the exclusive use of the
leased properties, and the amount of rental paid represents
interest on investment only, the amount paid should be
charged to income account No. 217, "Miscellaneous Rents."
The rents chargeable to operating expense account No. 97,
"Rent of Tracks and Facilities," represent rents of prop-
erty used jointly by the accounting and other carriers.

Q. To what account should be charged the cost of team-
ing materials, and cost of tools, used in construction?

A. The cost of hauling track material by team for con-
struction purposes should be charged as follows: To ac-
count No. 504, "Grading," if the cost of material is charge-
able thereto; and to account No. 505, "Ballast," if the cost
of the material is chargeable thereto (the cost of final dis-
tribution of ballast should be charged to account No. 510,
"Track and Roadway Labor"). The cost of teaming ties,
rails, rail fastenings, special work and material for under-
ground construction, from storerooms or supply yards in
final distribution, should be charged to account No. 510,
"Track and Roadway Labor." The cost of tools purchased
for use in construction should be charged to the same pri-
mary account as the cost of work on which they are used.
If, however, the tools are used generally, making it imprac-
ticable to distribute the cost to the several accounts af-
fected, it may be charged to account No. 529, "Other Ex-
penditures— Way and Structures" (see third paragraph
of Section 3 and Section 10 of the general instructions on
pages 92 and 93 of the uniform system of accounts for elec-
tric railways).

Q. To what account should be charged the first cost of
switch lights and switch targets?

A. To road and equipment account No. 517, "Signals
and Interlocking Apparatus."

Q. An electric railway crosses a steam railroad at grade
and shares in the expense of maintaining the crossing. To
what account should be charged the electric railway's pro-
portion of the cost of maintaining this crossing?

A. The electric railway company's proportion of the cost
of labor and material should be charged to the same ac-
counts as if the electric railway did the work itself. For
example, if the material used is chargeable to accounts
No. 2 to No. 7, inclusive, the cost of labor should be charged
to account No. 8, "Track and Railway Labor." If repairs
are made to signals or interlocking apparatus, the labor and
material should be charged to account No. 17, "Signals and
Interlocking Apparatus," etc.

Gross earnings of the West India Electric Company, Ltd.,
Kingston, Jamaica, for 1915 totaled $274,317, a decrease
of 5.05 per cent as compared to 1914. The operating ex-
penses at $143,368, however, showed a decrease of 7.64 per
cent, so that the net earnings of $130,949 decreased only
2.05 per cent. The falling off came in the railway depart-
ment, whose earnings dropped from $206,870 to $184,217.
The passengers carried decreased 539,563 or 10.72 per cent.

ANNUAL REPORTS

United Railways & Electric Company

The comparative income statement of the United Rail-
ways & Electric Company, Baltimore, Md., for the calendar
years 1914 and 1915, follows:

r- 1915 , , 1914 ,

Per Per

Amount Cent Amount Cent
Gross earnings :

Revenue from transportation. $S, 904. S57 98.63 $9,083,555 98.69
Revenue from operations

other than transportation. 123,286 1.37 120,284 1.31

Total $9,028,143 100.00 $9,203,839 100.00

Operating expenses :

Maintenance of way and

structures $354,613 3.93 $399,715 4.34

Maintenance of equipment. . 362,131 4.01 408,211 4.43

Traffic expenses 7,497 0.08 12,563 0.13

Conducting transportation.. 2,701,045 29.92 2,727,442 29.63

General and miscellaneous.. 717,411 7.95 764,507 8.32

Total operating expenses. $4,142,699 45.89 $4,312,439 46.85

Net earnings from operation. .$4,885,444 54.11 $4,891,400 53.15
Income from other sources.. 8,334 0.09 24,721 0.26

Total net income $4,893,778 54.20 $4,916,121 53.41

Fixed charges 2.999.497 33.22 2,964,826 32.21

Balance $1,894,281 20.98 $1,951,295 21.20

Deduction from income —

rental account 67.335 0.74 65,501 0.71

$1,826,946 20.24 $1,885,794 20.49
Extinguishment of discount
on securities 37,950 0.42 37,951 0.41

$1,788,996 19.82 $1,847,843 20.08
Interest on income bonds and

dividend on preferred stock 560,000 6.20 560,000 6.09

Surplus $1,228,996 13.62 $1,287,843 13.99

Dividends paid on common
stock 818,448 9.07 818,448 8.89

Balance carried to the credit

of depreciation reserve $410,548 4.55 $469,395 5.10

By comparing the results for 1915 with those for 1914, it
will be noted that the decrease in gross earnings was $175,-
695 or 1.91 per cent, while the decrease in operating ex-
penses was $169,740 or 3.94 per cent, and the increase in
fixed charges was $34,670 or 1.17 per cent. The percentage
of operating expenses to gross earnings was 45.89 per cent
in 1915 as compared with 46.85 per cent in 1914. If the
charges to depreciation were included in the operating ex-
penses, the percentage of operating expenses to gross earn-
ings would have been 50.43 per cent. For maintenance of
way, structures and equipment, there was charged to operat-
ing expenses during the year $716,744, which with the $410,-
547 credited to the depreciation reserve made a total of
$1,127,291.

It is said that this general showing should be especially
gratifying for the following reasons: (1) Because of the
industrial, commercial and financial depression which pre-
vailed through the first nine months of the year, throwing
large numbers of people out of employment with resulting
decreased riding. (2) Because of the unfavorable weather
conditions during the summer months, causing a heavy
reduction in excursion travel. (3) Because of the unregu-
lated jitney competition, which started early in the month
of February and reached its maximum during the summer
months.

The company has no floating debt. At the end of the
fiscal year, it had cash on hand amounting to $609,771, of
which $400,170 was unexpended balance of proceeds of its
two-year notes. As a result of the falling off in earnings
the company postponed much of its contemplated construc-
tion work in 1915.

The average earnings per car-mile were 30.58 cents, an
increase of 0.15 cent, and the cost of service (exclusive of
depreciation, etc.) 14.03 cents, a decrease of 0.23 cent. The
number of car-miles run was 29,522,100, a decrease of 728,-
094 miles. The total number of revenue passengers carried
was 181,744,023, a decrease of 3,552,327. The number of
transfers used was 75,807,256, about 42 per cent of the
paying passengers having availed themselves of the trans-
fer privilege.

The total amount of taxes and public charges was $1,161,-
838, an increase of $24,637. This 1915 total represented
12.87 per cent of the gross revenue and 23.78 per cent of
the net receipts after paying costs of operation. The park

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1107

tax for the year was $580,210, as compared with $593,813
in 1914, a decrease of $13,603. This was attributable to the
depressed business conditions and unregulated jitney com-
petition.

In discussing the tax question, the report states that
through the instrumentality of the street railway system,
Baltimore has acquired and is now maintaining nearly 2500
acres of parks. In 1859, the year that street car trans-
portation was inaugurated in Baltimore, there was spent
by the city upon its parks but $16,760, as compared to the
$580,210 just paid by the company, without imposing any
tax whatever upon the ordinary taxpayer. This amount
represents, at 4 per cent per annum (the average interest
rate of city stock), interest upon an investment of over
$14,000,000. The total amount of park tax paid since the
consolidation of the different street railway lines in 1899
to 1915, inclusive, is $7,264,945. These figures serve to
show how close a relationship exists between the munici-
pality and the railway system.

Tennessee Railway, Light & Power Company

The following statement shows the combined results of
the Tennessee Railway, Light & Power Company, the Nash-
ville Railway & Light Company, the Chattanooga Railway
& Light Company, and the Tennessee Power Company for
1915 and 1914, all transactions between these companies
being eliminated:

Per Cent
1915 1914 Change

rs $3,947,268 $3,762,387 +4.9

Net earnings

Interest $

Dividends paid on stocks of
constituent companies not

.$1,679,874 $1,491,397

$1,194,419
109.049

The gross earnings shown are derived from street rail-
way, electric light, retail power and wholesale power busi-
ness, sales to distributing companies controlled not being
included in wholesale power. The following statement shows
the amount and percentages of each kind of business done
by the company:

Street railway

Retail power and light, etc.
Wholesale power

Amount
.$2,031,490
. 1,339,735
. 576,042

.$3,947,268

14.6

100.0

The industrial depression of 1914 continued in aggravated
form throughout most of 1915 and the resulting economy
among all classes of people affected adversely the earnings
of public utility companies. In addition the street railway
business in Nashville was affected by jitney competition
and in Chattanooga by a smallpox epidemic. The improve-
ment shown in the gross and net earnings was due to ad-
ditional power business and to normal rainfall and stream
flow which enabled the hydroelectric plants to supply a very
large percentage of the power requirements, whereas in
1914 the drought necessitated an abnormal amount of costly
steam generation. Interest charges increased with the com-
pletion of the larger construction work and the resulting
charge against operation instead of capital.

The street railway earnings of the Nashville Railway
& Light Company were about $100,000 less than in 1914,
and probably three-fourths of this decrease was caused by
jitney competition, the enforcement of the measures passed
by the authorities having been delayed by litigation until
the end of the year. The industrial depression was seriously
felt in Chattanooga, and while the Chattanooga Railway &
Light Company did not suffer from jitney competition its
patronage was, as before stated, reduced by a smallpox
epidemic during the first three months of the year. In
September, however, business began to show some improve-
ment, bringing increases in all classes of earnings of the
company.

BOSTON ELEVATED INVESTIGATION ASSURED

Governor McCall of Massachusetts has signed a reso-
lution providing for a commission to investigate the finan-
cial condition of the Boston Elevated Railway in accordance
with the company's recent letter setting forth its need of
increased net earnings. The commission will be composed
of the Lieutenant-Governor, the President of the Senate,
the Speaker of the House, two members of the Senate, four
members of the House, and the members of the Public Serv-
ice Commission and the Boston Transit Commission. The
special commission is to consider what changes, if any,
should be made in existing laws relative to the company to
enable it to meet the reasonable demands of the public for
the extension and improvement of its system of transporta-
tion; also the advisability of any change in subway rentals,
any reduction in taxes, and any increase in fares or changes
in the present transfer system. The commission is to report
to the next Legislature not later than Jan. 15, 1917, its
recommendations for legislation and such further recom-
mendations as in its judgment may be necessary or desir-
able to enable the company to provide a more efficient
service and improve its credit. The Senators and Repre-
sentatives on the special commission are to receive such
compensation as may be approved by the Governor and
Council, and the commission may incur any necessary ex-
penses.

American Railways, Philadelphia, Pa. — At a session of the
Board of Public Utility Commissioners of New Jersey on
June 6 the American Railways informally advised the board
that it had contracted to purchase, subject to the approval
of the board, the entire capital stock of the Electric Com-
pany of New Jersey, the Penns Grove Electric Light, Heat &
Power Company, the Woodstown Ice & Cold Storage Com-
pany, the Clementon Township United Electric Improvement
Company and the Williamstown Electric Company. It also
advised the board that every share of the stock of those
companies had been deposited under agreements, and that
an application would be made to the board for authority to
merge and consolidate those companies and for the right of
the American Railways to acquire all of their outstanding
capital stock.

Bay State Street Railway, Boston, Mass. — The Bay State
Street Railway, in a petition filed with the Massachusetts
Public Service Commission has asked permission to issue
$2,750,000 of 5 per cent coupon notes to be dated Aug. 1, 1916,
and to mature serially on dates and in amounts as follows:
Aug. 1, 1917, $360,000; Aug. 1, 1918, $370,000; Aug. 1, 1919,
$380,000; Aug. 1, 1920, $390,000; Aug. 1, 1921, $405,000;
Aug. 1, 1922, $415,000; Aug. 1, 1923, $430,000. The proposed
notes are to be issued for the purpose of reconstructing
track and overhead equipment and of replacing rolling stock
and other property. The directors on May 31 voted to issue
the proposed $2,750,000 of notes, which are part of a $3,500,-
000 issue authorized on March 9, 1916.

Chicago & Milwaukee Electric Railroad, Highwood, HI. —
Judge Landis has confirmed the sale of the Chicago & Mil-
waukee Electric Railroad to the reorganization committee.
In passing on claims of various attorneys for services ren-
dered the court allowed only the claims of attorneys for the
trustees and said that those of other attorneys cannot be
presented as claims against the purchase price of the prop-
erty. The court, however, took no action in reducing any of
the claims. A member of the reorganization committee is
reported to have said that under the terms of the present
reorganization Samuel Insull will receive some participation
certificates, when issued, but no other securities. Under the
former reorganization plan he would have received $700,000
in junior securities, with the understanding that he would
manage the reorganized company and obtain an entrance for
it into downtown Chicago over the tracks of the Northwest-
ern Elevated by an agreement with the Chicago, Milwaukee
& St. Paul Railroad. This agreement was not concluded, but
it is believed that a similar operating agreement will be
made after the reorganization has been effected. Receiver
Johnson of the company has called for payment at the office
of the Central Trust Company of Illinois at 105 and interest
on July 1 all the outstanding first mortgage 5 per cent bonds
of the company.

1108

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

Cumberland County Power & Light Company, Portland,

Me. — A petition has been filed with the Maine Public Utili-
ties Commission by the Portland Railroad asking authority
to issue and sell $850,000 face value of its first lien and
consolidated mortgage 5 per cent gold bonds at 96 per
cent of their face value with accrued interest. The com-
pany asks for the authority to make the bond issue for the
following purposes: Refunding $600,000 of 4% per cent gold
coupon notes of the company, dated Dec. 1, 1911, and
maturing on Dec. 1, 1916; reimbursing the company for
permanent extensions, enlargements and additions to its
properties from Feb. 1, 1912, to Nov. 1, 1915; paying the
amount due to the county of Cumberland as its contribu-
tion for the new Portland bridge, and for permanent exten-
sions, additions and enlargements of its properties present-
ly needed. A petition has also been filed with the commis-
sion by the Cumberland County Power & Light Company
to issue and sell $350,000 face value of its first and refund-
ing mortgage 5 per cent bonds due on Sept. 1, 1942, at not
less than 94 per cent of their face value with accrued in-
terest. The company states in its petition that it is neces-
sary to acquire additional funds for the following pur-
poses: To reimburse the company for extensions, additions
and improvements made to its properties from Jan. 1, 1916,
to April 1, 1916, for which bonds have not been authorized,
$33,583; for the purchase of the capital stock of the
Westbrook Electric Company, amounting to $11,000. The
petition further states that the company is entitled under
its mortgage to issue and sell the bonds to the extent of
85 per cent of expenditures, or $124,000. The company is
proceeding with the development of its water power at
Hiram Falls, with other extensive improvements, additions
and extensions of its properties and at present needs funds
to carry on all this work.

Georgia Railway & Power Company, Atlanta, Ga. — The
operating revenues of the Georgia Railway & Power
Company and its leased and subsidiary companies for
1915 were $6,507,656, with operating expenses of $3,268,-
349 and net operating revenue of $3,239,307. Taxes
totaled $443,731. After payment of rentals, interest and
sinking funds, the surplus on the year's operations
amounted to $492,174. No comparative figures by years
or by classes of service are presented in this company's
report. On Dec. 31, 1915, the total single-track mileage
operated was 231.902 miles. During the year 0.817 mile
of new track was built and 0.802 mile was abandoned and
taken up.

Kansas City (Mo.) Railways. — The Missouri Public Serv-
ice Commission has authorized the Kansas City Railways
to issue $1,000,000 of its bonds to take up a similar amount
of certificates issued by the receivers for the Metropolitan
Street Railway, the predecessor company.

Oklahoma Railway, Oklahoma City, Okla. — R. J. Edwards,
Oklahoma City, recently offered at par and interest $500,000
of short-term 6 per cent coupon bonds of the Oklahoma Rail-
way. The purpose of the issue is to refund a temporary
note issue of an equal amount previously issued for con-
struction and cover part payment of a modern terminal sta-
tion in Oklahoma City and to purchase bonds of the Guthrie
Street Railway. The bonds are dated Jan. 1, 1916, and are
due $15,000 semi-annually from Jan. 1, 1918, to July, 1925,
inclusive. Interest is payable on Jan. 1 and July 1 at the
office of the Mississippi Valley Trust Company, St. Louis,
Mo. They are redeemable on thirty days' notice on any
interest date at a premium of 1% per cent with accrued in-
terest.

San Diego & South Eastern Railway, San Diego, Cal. —
The San Diego & South Eastern Railway has filed with the
California Railroad Commission an application for a rescis-
sion of its decision permitting the company to issue $343,000
par value of its bonds. The commission three years ago
granted the company permission to create a bonded indebted-
ness of $600,000 and to issue $343,000 of those bonds. None
of the bonds have been issued because the company has been
unable to earn operating expenses. The application which
has just been made says that it is doubtful if the corporation
will ever be able to do this and to pay interest on the pro-
posed bonds, so that it has abandoned its intention to create
the issue.

San Francisco-Oakland Terminal Railways, Oakland, Cal.

— The California Railroad Commission has authorized the
San Francisco-Oakland Terminal Railways to issue $180,000
of 6 per cent equipment notes to pay in part for thirty-two
new cars. The notes are to be in denominations of $500 and
$1,000, to be callable at 100% on sixty days' notice and to
mature at the rate of $10,000 every six months beginning
May 1, 1917.

Standard Gas & Electric Company, Chicago, 111. — All of
the subsidiaries of the Standard Gas & Electric Company
earned in excess of their interest requirements, with the
exception of two gas companies, one power company and
the Fort Smith Light & Traction Company, Fort Smith,
Ark. The gross earnings of this last company amounted
to $454,664 in 1915, as compared to $492,397 in 1914, while
the net earnings totaled $122,895 and $170,967 respectively.
In January, 1916, however, it is said that this company
had an increase in both gross and net for the first time in
two years. The Arkansas Valley Railway, Light & Power
Company, Pueblo, Col., secured gross earnings of $1,171,628
in 1915 and $1,156,851 in 1914, with net earnings of $505,823
and $422,389 respectively, while the gross of the Ottumwa
Railway & Light Company, Ottumwa, Iowa, was $329,824
in 1915 and $324,928 in 1914, and the net $151,070 and
$145,802 respectively.

Texas Traction Company, Dallas, Tex. — The consolidation
of the Texas Traction Company and the Southern Traction
Company is said to be assured. The new company will be
known as the Texas Electric Railways. Its corporate ex-
istence will date from July 1. The properties are generally
known as the Strickland lines and have been operated under
one management, but as separate corporations. J. F.
Strickland, president of the companies, will be president of
the new company. The combined system will include more
than 250 miles of line.

Toronto (Ont.) Railway. — The stockholders of the Toronto
Railway have voted to increase the capital stock of the com-
pany by the creation of $3,000,000 of new stock, making the
aggregate capital stock $15,000,000. The company controls
the Toronto & York Radial Railway, the Toronto & Niagara
Power Company and the Electrical Development Company
of Ontario. A circular to the stockholders calling the meet-
ing of the stockholders explained that the proposed increase
was necessary to provide funds to meet the financial require-
ments of the company and for financing the requirements of
subsidiary companies for extensions and betterments. The
new shares will be offered to present holders pro rata, and
any balance remaining unsubscribed will be sold to the pub-
lic. It is explained that steady progress has been made in the
sale of power. In 1909 the gross sales of power amounted
to $651,830, while in 1915 they aggregated $1,463,639. In
1916 they are expected to reach a total of $1,800,000. In
acquiring the properties now forming the Toronto & York
Radial Railway and the Shomberg & Aurora Railway the
chief object was to foster the growth of suburban traffic and
to feed the city system of the Toronto Railway. Should the
city elect to purchase the Toronto Railway the security
holders will have left a suburban electric railway system and
an extensive and profitable plant for the production and dis-
tribution of electricity.

Winnipeg (Man.) Electric Railway. — The net earnings
from the operations of the combined properties of the Win-
nipeg Electric Railway for the calendar year 1915 amounted
to $1,331,737, in comparison to $1,769,114 for the previous
year, a decrease of about 24 per cent. Of this amount, the
fixed charges, including taxes, city percentages, car licenses,
interest on the funded debt and other contingent charges,
absorbed $835,635. The surplus earnings for the year were
$496,101, which, when added to the surplus brought for-
ward from the previous year, as adjusted, aggregated
$1,637,598. The decrease in earnings was due to the gen-
eral depression following the first winter of the war, coupled
with the advent of the jitneys in the spring. The dura-
tion of the depression from both causes was temporary.
The excellent crop prospects of the West, followed by an
enormous yield, had a stimulating effect upon the business
of the company. The net earnings for November, December
and January compared favorably with a similar period in
previous years.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1109

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.

Louisville (Ky.) Traction Company, quarterly, 1 per cent,
common.

Twin City Rapid Transit Company, Minneapolis, Minn.,
quarterly, 1% per cent, preferred; quarterly, 1% per cent,
common.

Virginia Railway & Power Company, Richmond, Va., 3
per cent, preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

BANGOR RAILWAY & ELECTRIC COMPANY, BANGOR, ME.

Operating Operating Operating Fixed Net

Period Revenue Expenses Income Charges Income

lm., Apr., '16 $62.6r,4 '$35,266 $27,388 $17,697 $9,691

i <• *< 'is en Ri7 *31 nnn 9Q £17 17 fi?n 11.897

BERKSHIRE STREET RAILWAY, PITTSFIELD, MASS.
lm., Apr., '16 $78,445 $73,041 $5,404 $28,024 t**2S, I 17

1 15 69,860 61,583 . 8,277 17,177 $$8,808

10 16 789,588 667,715 121,873 201,845 $$78,153

10 15 795,162 715,698 79,464 172,337 $$91,472

CHATTANOOGA RAILWAY & LIGHT COMPANY,

CHATTANOOGA, TENN.

lm., Apr., '16 $99,983 •$60,498 $39,485 $29,671 $9,814

1 15 87,745 '58,533 29,212 29,291 $79

12" " '16 1,154,663 '739,473 415,190 357,734 57,456
12 15 1,049,582 »705,016 344,566 346,193 $1,627

lm., Apr.,

•16 $1,313,207 »$692,895 $620,312 $127,094 $193,218
•15 1.093,746 '585,894 507,852 359.20:! 148,6 10
12" " '16 16,411,884 *\ 202. 084 7,209,300 4,726,934 2,482,366

12 15 14,016,905 *7, 521, 252 6,495,653 4,277,796 2,217,857

CONNECTICUT COMPANY, NEW HAVEN, CONN.
lm„ Apr., '16 $744,170 $546,678 $197,492 $98,009 $$122,525

1 15 612,898 449,561 163,337 98,178 JS6,70U

10 16 7,330,975 5,024.550 2,306,425 984,647 $1,551,881

10 15 6,587,442 4,809,689 1,777,753 982,710 $1,011.25:,

EAST ST. LOUIS & SUBURBAN COMPANY,

EAST ST. LOUIS, ILL.

lm., Apr., '16 $237,646 "$141,270 $96,376 $62,648 $33,728

1 15 193,827 *119,538 74,289 66,996 13.293

12 16 2,606.949 •1,553,933 1.053,016 755,424 297.592

12 15 2,531,939 »1, 519, 661 1,012,278 737, S02 274,476

GRAND RAPIDS (MICH.) RAILWAY
lm., Apr., '16 $103,047 «$67,256 $35,791 $13,700 $22,091
1 " " '15 83,353 «67,025 16,328 13,702 2.626

12 16 1,220,107 '829,735 390,372 167,166 223.206

12 " " '15 1.25S.480 »835,100 423,380 162,162 261,218
LAKE SHORE ELECTRIC RAILWAY, CLEVELAND, OHIO
lm., Apr., '16 $118,621 »$80,063 $38,558 $36,588 $1,970
1 " " '15 111,548 '71,191 30,357 35,962 t5.605

4 16 453,144 '311,823 141,321 145.378 $4,057

4 15 391,307 '282,175 109,132 143,871 $34,739

lm., Apr., '16 $60,400 '$41,224 $19,176 $16,120 $3,056

1 15 53,817 '35,755 18,062 15.681 2,381

12 16 754,476 '496,289 258,187 191,663 66,524

12 15 696,011 '459,466 236,545 187,161 49,384

NEW YORK (N. Y.) RAILWAYS

lm., Apr., '16 $1,135,801 $697,054 $438,747 $374,208 $$110,897

1 15 1.127,388 715,631 411,757 373,913 $83,822

10 16 11,351,420 6,939,954 4,411,466 3, 710, 734 $1,170,177

10 15 11,126,973 7,123,415 4,003,558 3,746,865 $694,167

$44,833 $43,965 $868 §$4,759

•■:'..•
$$9,913

10" " '15 366,508 435,442 $68,934 §63.608 $$116,243

REPUBLIC RAILWAY & LIGHT COMPANY,

YOUNGSTOWN, OHIO

lm., April, '16 $327,672 '$199,281 $128,391 $68,559 $$60,053

1 15 237,746 '151,559 86,187 55,211 $25,957

4" " '16 1,286.493 '755,037 531,456 269,925 I

4 15 962,583 '610,906 351,677 221,100 $130,836

RHODE ISLAND COMPANY, PROVIDENCE, R. I.

lm., Apr., '16 $444,826 $311,539 $133,287 $118,902 $$41,338

1 15 349,814 329,941 19,873 117.300 tt7o,6no

10 16 4.491.470 3,400.927 1.090,543 1.161,329 $20,503

lo 15 4, 263, SOS 3,308,088 955,720 1,179,248 $$129,671

TWIN CITY RAPID TRANSIT COMPANY,

MINNEAPOLIS, MINN.

lm., Apr., '16 $816,181 $506,703 $309,478 $140,299 $169,179

1 15 764,428 490,149 274,279 139.421 134, S5S

4 16 3,307.167 2,115.877 1,191,290 568.181 623.109

4 15 3,042,345 2,045,274 997,071 557,917 439,154

•Includes taxes. $Deflcit. $Includes non-operating income.

I Excludes interest on bonds, charged income and paid by the
New York, New Haven & Hartford Railroad under guarantee, as
well as interest on notes held by the New York, New Haven &
Hartford Railroad not credited to income of that company.

Traffic and Transportation

TAMPA PASSES PROGRESSIVE JITNEY MEASURE

The tendency in recent jitney regulation is illustrated
strikingly in the ordinance passed on May 24 by the City
Council of Tampa, Fla. The measure provides as follows:

1. All jitneys shall operate under licenses issued by the
city based on the seating capacity of the jitney as pre-
scribed by a schedule contained in the ordinance.

2. A bond or indemnity insurance policy of $5,000 shall
be filed with the application for license. Said bond or in-
demnity insurance shall be so made that the insurance or
bonding company shall be directly liable for a suit in case
of accident or deatlj.

3. All jitneys shall operate from 6 a. m. until 11 p. m.,
over a prescribed route set forth by the operator in writing
when he applies for his license. This route cannot be
changed and is awarded upon the judgment of the Council.

4. Every jitney shall have painted on sides, front and
rear the route it traverses and the terminals thereof and
shall be lighted, after sundown, so as to make the signs
distinguishable at a reasonable distance. Said signs are to
be painted in letters not less than 1% in. in height.

5. No jitney shall run within 25 ft. of another jitney or
street car or run past them in an effort to reach prospective
passengers first.

6. Every jitney shall come to a dead stop before crossing
any steam railroad.

7. No jitney owner shall change or alter in any manner
the body or seating arrangement of his bus.

8. It shall be unlawful for any person to ride on the hood,
running board, step or any other place excepting within the
bus where seats have been arranged.

9. Jitneys must carry police or firemen or members of the
sanitary department, when in uniform, free.

10. All lost articles found in jitneys must be turned over
to the police department within twenty-four hours.

11. Any person violating any section of the ordinance
shall be subject to a fine not to exceed $75 or imprisonment
for thirty days.

12. An operator thrice convicted of violation shall forfeit
his license to operate.

The twelfth clause mentioned above applies to the man
operating a bus. If the man operating the machine at the
time of arrest is merely an employed chauffeur and has been
convicted twice before, and he loses his chauffeur's license,
is deprived of the privilege of driving any car whatever.
However, if the jitney owner is operating the machine and
is arrested and convicted three times he loses his license to
operate a bus.

NEW SURFACE RULE BOOK FOR BROOKLYN

A new rule book for the surface transportation depart-
ment of the Brooklyn (N. Y.) Rapid Transit Company has
been completed after sixteen months' work by a committee
of depot superintendents headed by Superintendent of Em-
ployment A. Maxwell. In addition to rules for conductors,
motormen and all other car service employees it presents a
full resume of instructions and notices bearing on the oper-
ation of cars, the care and protection of passengers, the
handling of defective equipment, delays on the line, acci-
dents— in short, every known condition and circumstance
that may be encountered in surface railroading.

Of 220 rules appearing in the last rule book, issued on
Jan. 1, 1911, no less than 160 have been revised and ampli-
fied, and nine new rules of general application have been
added. The advent of the center entrance car, presenting an
entirely new set of problems, necessitated a supplementary
set of twenty-eight rules. The rules for inspectors have been
extended to include the duties of inspectors of instruction,
these duties having been modified and coded since the previ-
ous book was published.

Besides Mr. Maxwell the members of the committee on
the new rule book were Superintendents Henry Mueller,
Frank O'Keefe, Frank Bush and Herman Bongard. Every

1110

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 24

change and addition was submitted first to Superintendent
of Surface Transportation William Siebert, and later in turn
to the other heads of departments, finally going to President
Williams for approval.

PROBLEMS OF LOCAL COMMUNITIES DISCUSSED IN
BAY STATE HEARINGS

The hearings in the Bay State Street Railway fare case
before the Massachusetts Public Service Commission have
been devoted since May 31 to the consideration of the effect
of the proposed changes in fares upon various local commu-
nities. In announcing the program of hearings up to June 8
the commission stated that it assumed that the patrons of
the road do not welcome an increase in fares and that the
board desires at these hearings no general protests, but the
presentation of facts and reasons why the specific increases
proposed in the various cities and towns should not be per-
mitted. For many weeks the commission has been holding
hearings dealing in the main with the general aspects of the
case, viz., with the history, capitalization, investment, prop-
erty, revenue, expenses, operation and management, and
these hearings are not yet concluded. The commission
called attention to the fact that it has devoted an unprece-
dented amount of time to the case and urged the avoidance
of cumulative evidence and discussion in future proceedings.

As a result of a conference on May 19 the company has
prepared an exhibit segregating the investment receipts and
expenses of the system in the 1914 fiscal year into fifteen di-
visions, and these data afford evidence as to the financial re-
sults of operation in each one of the districts assigned for
hearing on the local program. The board is of the opinion
that the information thus prepared, with the boundaries
tentatively shown at the conference will answer all reason-
able requirements.

ONE-MAN CAR PERMIT IN SEATTLE

The franchise committee of the City Council of Seattle,
Wash., has authorized the use of one-man cars on the
Bellevue-Summit line and the Twelfth Avenue line, between
Fourteenth and Madison and Jackson Streets, by the Puget
Sound Traction, Light & Power Company, providing a
suitable ordinance can be furnished by the corporation
counsel. The question of the use of one-man cars on the
Greenwood Avenue line, operated by the Western Wash-
ington Power Company, has been laid over for considera-
tion, owing to a petition of patrons against the change.
A. L. Valentine, superintendent of public utilities of the
city, in a report to the franchise committee, stated that the
new cars could be operated with as much security to pas-
sengers as the ordinary cars. One-man cars are already in
use on three shuttle lines in Seattle.

The Olympia Light & Power Company, operating in
Olympia, Wash., has re-established a one-man car service
on the west side. A similar arrangement was used on the
line late last year. L. B. Faulkner, manager, said the
West Side line had never paid, and that the change was
made as a matter of economy.

Otto B. Frank, manager for the North Coast Power
Company in Chehalis, Wash., which operates one-man inter-
urban cars between Chehalis and Centralia, states the serv-
ice is satisfactory. He also reports a considerable increase
in travel on the street cars since the fare was lowered to
10 cents each way.

"I BELIEVE" CREED FOR EMPLOYEES

Harry D. Frueauff, vice-president, treasurer and general
manager of the City Light & Traction Company, Sedalia,
Mo., has prepared a public utility creed which every em-
ployee of the company is asked to sign, and must observe
in his dealings with the public. The creed reads:

"I believe in Sedalia, and am anxious to see it become
the best city in Missouri.

"I believe in its people, and I want to see each and every
one of them prosper.

"I believe in electricity, gas, traction, and ice, four of
the greatest factors in improving the conditions of mankind.

"I believe in service, the biggest word in our language,
and the secret of all success.

"I believe in City Light & Traction Company service, and
I will so exemplify and define 'Service' to the public and
to our customers, that the terms 'City Light & Traction'
and 'Service' shall become synonymous.

"In my contact with every person in my work, I will
faithfully represent my company, so that I may make
them all my friends, and consequently friends of the
company."

Earnings Tax Suggested for Seattle Jitneys.— The City
Council of Seattle, Wash., has been petitioned to pass an
ordinance which will provide that jitney buses operating in
the city be required to pay 2 per cent of their earnings
to the city, the same as is now collected from the Puget
Sound Traction, Light & Power Company.

Hearing on Service Standards Postponed. — The formal
public hearing before the Public Utilities Commission of the
District of Columbia to consider standards of street railway
service has been postponed from June 14 to June 19. The
memorandum showing the commission's tentative results of
studies made was referred to in the Electric Railway
Journal of June 3, page 1063.

Traffic Department, Michigan Railway, Removed to Grand
Rapids. — Traffic Manager F. W. Brown, of the Michigan
Railway, and his staff, including the freight, claim, tariff and
traffic departments, have removed to Grand Rapids and
established headquarters there. The change is made in con-
sideration of the importance of Grand Rapids as a trade
and shipping center and the closer relationship will insure
improvements in the service as needed. The offices will be
in the terminal building at the Michigan Railway station.

New Orleans Jitney Measure Upheld. — On May 29 Judge
Foster, in the Federal Court at New Orleans, La., upheld
the constitutionality of the New Orleans jitney ordinance
requiring a $5,000 indemnity bond for each car operated,
and denied the plea for an injunction to restrain city officials
from enforcing the measure. The State Supreme Court
recently held the ordinance valid. Three hundred operators
are reported to have suspended service the day following
the court decision. Only one arrest for violation of the
decree was recorded that day.

Trenton Ticket Case Up for Argument. — Argument on
the writ of certiorari asked by the Trenton & Mercer
County Traction Corporation, Trenton, N. J., in its case
against the continuance of strip tickets is set for the June
term of the Supreme Court, which opened on June 6. The
case was placed on the calendar, but no date was assigned
to it, as George L. Record, who conducted the case before
the Board of Public Utility Commissioners, is in Detroit.
The company is attacking the right of the board to order
the tickets continued. L. Edward Hermann, counsel for the
commission, will present the case for the commission before
the Supreme Court.

Chicago Surface Lines Issues Vacation Folder. — Under the
title "How to See Chicago — The Vacation City and Ideal
Summer Resort," the Chicago Surface Lines has issued a
twelve-page map and guide for the information of visitors.
The sight-seeing routes of the Chicago Surface Lines are
indicated in red on a map which includes the entire Chicago
park and boulevard district. The advantages of Chicago as
a vacation city and summer resort are set forth, and the
principal points of attraction are described and directions
are given how to reach them. One-half million of these
folders have been printed, and they are being distributed at
the principal hotels, and are advertised in the newspapers.

Safety Advertisements in 100 Newspapers. — As the next
step in its efforts for greater safety at grade crossings, the
Long Island Railroad is now conducting an advertising
campaign in the newspapers of Manhattan, Brooklyn and
Long Island. It is advertising primarily to induce auto-
mobile drivers to stop at each crossing before going over
the railroad tracks. Altogether twenty-four different ad-
vertisements will appear in 100 newspapers. On June 6
the company secured its first conviction of an automobile
driver for carelessness in managing the machine at one
of the company's crossings. A fine of $10 was imposed.
The company intends to press other actions against reck-
less automobilists.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1111

Nashville Jitney Question Before City Attorney. — The

City Commission of Nashville, Tenn., is wrestling with a
problem as to how to handle the jitney bus proposition, in
connection with an application for permit to operate a line
made by the Nashville Street Jitney Company. A personal
bond was presented to the Mayor, who declined to accept it
without approval of the Commission. The city attorney
has been asked for an opinion as to what the city should do
under the State law on the subject. Nashville formerly
had a number of ordinances relating to operation of jit-
neys, but enactment of the State law nullified them. It is
proposed that the city draw up and offer a franchise, stipu-
lating routes and schedules, for sale to the jitney promoters.

Twin City Folder Extols Trolley Trip Attractions.— The
alluring call of the many easily accessible lakes, rivers and
parks which form a characteristic feature of the country
surrounding St. Paul and Minneapolis, Minn., is voiced in
a new folder entitled "Twin Cities, 1916," issued by the
Twin City Rapid Transit Company, Minneapolis. Effective
advertising use of these fruitful sources of electric railway
income is utilized by the inclusion of several maps in the
folder showing clearly how to reach the numerous places
of amusement and recreation near these two cities. The
folder also contains information describing all trolley trips
in the vicinity and the special points of interest in connection
with each trip.

New Portland Jitney Ordinance Contemplated. — City
Commissioner Daly of Portland, Ore., recently announced
that he was working out plans whereby the jitney inter-
ests will be required to obtain franchises and operate on
that basis alone. Mr. Daly's ordinance plans to exclude
jitneys from operating except as units of a company, or a
series of companies pledged to give a certain fixed service.
The franchises, according to tentative plans, will be for
the various jitney routes. Holders of franchises will be
required to maintain a dependable service or forfeit their
rights. It is reported that less than 20 per cent of the
jitneys operating in Portland are complying with the jitney
ordinance regarding service.

Express on Dallas Interurban Lines. — Burr Martin, gen-
eral manager of the Southern Traction Company and the
Texas Traction Company, Dallas, Tex., and Louis Horner,
president of the Electric Express & Baggage Company, have
announced the details of a system of handling express and
baggage in and out of Dallas on all local interurban cars.
Hereafter express and baggage will be carried to Denison,
Corsicana and Waco and intermediate points on "every other
hour" schedule. This is a wide departure from the system
now in effect. At present all express shipments and all
baggage are handled on special express and baggage cars
operated twice daily. To make the new service possible spe-
cial express and baggage compartments have been installed
in all local cars of the companies.

Jitney Certificate Granted in Jamestown. — The Public
Service Commission for the Second District of New York
has granted a certificate of convenience and necessity to
Frank A. Raymond for that part of his motor-bus route
between Jamestown and East Randolph which lies in
Jamestown and along the streets provided for in the local
consent for the line granted by the Jamestown Common
Council and Mayor. The certificate restricts the bus line
from carrying local passengers in Jamestown, in accord-
ance with the objection of the Jamestown Street Railway,
whose lines the bus line will follow. It is pointed out in
the commission's order, to the residents of the village of
Falconer who objected to the line, that the commission has
no jurisdiction outside of cities, but that the police power
of the village over its streets might be invoked to control
this operation.

Oak Park, III.. Wants 31?! Cent Fare Restored. — In an
opinion handed down by the Illinois Supreme Court in the
mandamus suit brought against the Chicago Railways and
the Chicago & West Towns Railway by the village of Oak
Park, 111., it was decided that the village authorities could
not enforce a 5-cent fare over lines which extended beyond
the corporate limits. This fare was stipulated in an amend-
ment, passed by the village board in 1903, to an ordinance
granted in 1898. The 1898 ordinance gave the now Chicago
& West Towns Railway a fifty-year franchise, which was

permitted by the Allen law, then in force, and the railway
under this ordinance sold twelve tickets for $1. When the
village was unable to enforce the amendment to the 1898
ordinance fixing a 5-cent fare from Oak Park to the down-
town district of Chicago it asked the railway to restore the
3'/:)-cent fare which was provided under the 1898 ordinance.

Massachusetts Jitney Bill Signed.— Governor McCall of
Massachusetts signed a bill in the closing hours of the legis-
lative session which authorizes cities and towns to license
and regulate the transportation of passengers for hire as a
business between fixed and regular termini by means of any
motor vehicle except the trackless trolley vehicle. No such
motor vehicle can be operated as above until the licensee has
deposited with the city or town treasurer security by bond
or otherwise, approved by the city or town treasurer, con-
ditioned to pay any final judgment obtained against the
principal for any injury to person or property or damage
for causing the death of any person by reason of any negli-
gent or unlawful act in the operation of the vehicle. Only
one bond need be filed by a licensee, and the act is to take
effect in cities upon being accepted by the City Council and
in towns when accepted by the voters at any duly called
town meeting.

Reading Jitneys Disappearing Without Regulation. —
During the season of 1915, Reading, Pa., like many other
cities, was struck with the jitney craze, the maximum num-
ber of cars operating in any one day being 300. There
was no attempt during 1915 on the part of the City Coun-
cil to pass any legislation. Reading is under the commis-
sion form of government, consisting of five commissioners,
including the Mayor and various department heads. The
1916 commission passed an ordinance on April 5, 1916,
regulating the operation of motor buses in Reading. This
ordinance, among other clauses, provided for the deposit
of a bond of $1,500 or $2,000, according to the capacity of
the vehicle. It also required license fees varying from $5
to $15. The day after the passage of the ordinance, the
jitney people presented a petition to the city clerk, asking
him to prepare a referendum on the ordinance. This
petition was granted and a referendum petition submitted
to the people was successful in obtaining the desired num-
ber of votes. The commission then repealed the ordinance.
Reading is, therefore, without any jitney legislation what-
ever. The number of jitneys operating this year, however,
is extremely small, and it is thought that the high price
of gasoline will eventually wipe them out entirely.

Increase in Interurban Fare Upheld. — The Public Service
Commission of the State of Washington has dismissed the
case brought against the Pacific Traction Company and the
Tacoma Railway & Power Company by the Central Im-
provement League. It states that the 30-cent fare charged
by the Tacoma Railway & Power Company on its line
between Tacoma and American Lake is neither unjust nor
excessive. The line in question was owned originally by
the Pacific Traction Company, and a fare of 25 cents
for the round trip was charged. The fare was raised to
30 cents when the line was taken over by the Tacoma
Railway & Power Company. The commission stated: "It
appeared from the evidence that the earning capacity of the
respondent companies under the rates now charged is
sufficient after paying necessary operating expenses to pay
a reasonable return on the market value of the properties,
as found by the commission, and the rates now charged
are not inherently unjust or excessive." The finding of
facts showed that the cost of the property of the company
on Dec. 31, 1915, was $6,244,000, including stores and real
property. The investigation was begun in 1913, and for the
last six months of that year net earnings of the company
were $175,120; in 1914, the net earnings were $81,440, and
in 1915, $133,024. The Pacific Traction Company, a sub-
sidiary of the Tacoma Railway & Power Co., showed net
earnings in 1913 of $11,435, in 1914, $7,413, and in 1915,
$6,882. The market value of the property of the Pacific
Traction Company on Dec. 31, 1915, was set at $648,800.
The report of the commission stated that the company
was earning 3% per cent on its investment, and that on
June 30, 1913, it would have cost $5,334,783 to reproduce the
property of the company. The total value of the property
now used for public convenience was set at $6,244,000.

1112

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

Personal Mention

Mr. G. S. Storrs has been elected assistant treasurer of
the Maryland Electric Railways, Annapolis, Md.

Mr. Charles Duffer has been appointed superintendent of
the Jacksonville Railway & Light Company, Jacksonville,
111., to succeed Mr. Otto Kuchman.

Mr. R. McKee, formerly foreman of overhead line con-
struction for the Memphis (Tenn.) Street Railway, has been
appointed general foreman of overhead lines of the com-
pany, succeeding Mr. C. W. Blackinton, resigned.

Mr. F. J. Derge, chief engineer for Henry L. Doherty &
Company, New York, N. Y., since the resignation of Mr.
Milan R. Bump, will return to Toledo, Ohio, as assistant
manager of the Toledo Railways & Light Company.

Mr. G. W. Manley has been appointed commercial agent
for the Illinois Traction System with offices in Champaign,
111. His territory embraces a section of the eastern line.
He retains the agency of the Champaign local station.

Mr. Otto Kuchman has resigned as superintendent of the
Jacksonville Railway & Light Company, Jacksonville, 111.,
to take a similar position with the Quincy (111.) Railway.
Both properties are part of the Illinois Traction System.

Mr. J. G. Holtzclaw, formerly superintendent of railway
of the Pensacola (Pla.) Electric Company, is now general
superintendent of the company. This position is a combi-
nation of his former position and that of superintendent of
lighting.

Mr. E. M. Carr, who has been general foreman at the
shops of the Kentucky Traction & Terminal Company, Lex-
ington, Ky., for the last five years, has resigned to accept
a position as master mechanic with the Kewanee Light &
Power Company at Kewanee, 111.

Mr. Milan R. Bump will again resume the duties of chief
engineer of Henry L. Doherty & Company, New York, N. Y.
Mr. Bump, who had been with the Doherty interests for
some years, resigned last fall as chief engineer to assume
the vice-presidency of the Picher Lead Company, Joplin, Mo.

Mr. J. N. Shannahan of Allen & Peck, Inc., who manage
the Maryland Electric Railways, Annapolis, Md., has been
elected vice-president and treasurer of the railway, suc-
ceeding Mr. T. C. Cherry, who has resigned as vice-presi-
dent and general manager, and Mr. Alan P. Norris, who
has resigned as treasurer.

Mr. Ernest Gonzenbach has resigned as general manager
for the receivers of the Empire United Railways, Syracuse,
N. Y., the resignation taking effect as of June 1. He will
continue as receiver of the Syracuse & South Bay Electric
Railroad and the Syracuse, Watertown & St. Lawrence River
Railroad until the reorganization of these properties is com-
pleted.

Mr. A. Swartz, vice-president of the Toledo & Western
Railway, Toledo, Ohio, has been appointed traveling track
specialist of the Cities Service Company, New York, N. Y.,
which controls the Toledo Railways & Light Company and
ten other railway properties. Mr. Swartz will start soon on
a journey to inspect track construction and maintenance as
followed on the properties.

Mr. James R. Hammond, Port Worth, Tex., has been ap-
pointed engineer of maintenance of way of the Mahoning &
Shenango Railway & Light Company, Youngstown, Ohic.
Mr. Hammond has worked on steam and interurban electric
railway construction and maintenance as civil engineer in
the West and Southwest and prior to going to Youngstown
spent seven years in various sections of Texas. He was also
engaged for two years on similar work in Central America.

Mr. Arthur Brown of the Toledo Railways & Light Com-
pany, Toledo, Ohio, has been appointed traveling master
mechanic of the Cities Service Company, New York, N. Y.,
which controls the Toledo property and street railways in
Amarillo, Tex.; Athens, Ga.; Bartlesville, Okla.; Sedalia,
Mo.; Cumberland, Md.; Durham, N. C; Meridian, Miss.;

Hattiesburg, Miss., and St. Joseph, Mo. Mr. Brown will di-
rect his efforts toward the standardization of the equipment
of the properties operated.

Mr. C. D. Porter has been appointed general manager of
the Maryland Electric Railways, Annapolis, Md., to suc-
ceed Mr. T. C. Cherry, resigned. Mr. Porter was grad-
uated as a civil engineer from the Rensselaer Polytechnic
Institute, Troy, N. Y., in 1906. He has since then been
employed in the construction or operation of the following
properties: Hudson & Manhattan Railroad, Greenwich &
Johnsonville Railway and the Washington, Baltimore &
Annapolis Electric Railway. Since 1912 Mr. Porter has
been chief engineer of the Newport News & Hampton
Railway, Gas & Electric Company.

Mr. Charles N. Black, whose resignation from the position
of vice-president and general manager of the United Rail-
roads, San Francisco, Cal., was announced in the Electric
Railway Journal of May 13, was the guest of honor at a
farewell banquet on May 23 attended by forty business asso-
ciates, all of whom were United Railroads' officials. The
company's chief legal counsel acted as toastmaster and paid
high tribute to Mr. Black for his work in rehabilitating the
system after the disaster of 1906. Mr. Jesse W. Lilienthal,
president of the company, complimented Mr. Black upon his
management of the company's affairs and presented a beau-
tiful silver trophy to him as a token of esteem from the
heads of departments. As a more personal token Mr. Black
received a set of diamond studded platinum cuff links. In
expressing his appreciation of the loyalty of his associates,
Mr. Black referred to the work still to be done if the system
is to be operated successfully.

Mr. T. C. Cherry, whose appointment as second vice-pres-
ident and general manager of the Auburn & Syracuse Elec-
tric Railway, Syracuse, N. Y., was noted in the Electric
Railway Journal for May
27, has been appointed by
the receivers as general
manager of the Empire
United Railways, Inc., Syra-
cuse, N. Y., to succeed Mr
Ernest Gonzenbach. Mr. .
Cherry was born in 1876 j
and was graduated from Sy-
racuse High School in 1894
and entered Syracuse Uni-
versity, where he took a
two-year course in engi-
neering. He also took a
two-year course in Syracuse
law school. In May, 1898,
he entered railway work as
timekeeper on construction
and track work and as rod-
man with the engineers of
the Syracuse Rapid Transit Railway. On Jan. 1, 1900,
he was made superintendent of track of the Syracuse Rapid
Transit Railway. Later in 1900 Mr. Cherry went to Lo-
rain, Ohio, as superintendent of construction of line and
track of the Lorain Street Railway. Mr. Cherry also
served as dispatcher on the Lorain Street Railway, and from
August, 1901, to December, 1903, he was general manager
of the company. He has also been connected at various
times with the Saginaw Valley Traction, Light & Gas Com-
pany as general superintendent, with the Ohio Central Trac-
tion Company as general manager, with the Buffalo & Lake
Erie Traction Company as superintendent, with the Utica
& Mohawk Valley Railway as superintendent, with the Sche-
nectady (N. Y.) Railway as general manager, and for the
last four years with the Maryland Electric Railways as vice-
president and general manager. Mr. Cherry is a director of
the firm of Allen & Peck, Inc., electric railway managers
and engineers. He was prominent in the work of the New
York Electric Railway Association during his connection
with roads in that State and has always taken an active in-
terest in the affairs of the American Electric Railway Trans-
portation and Traffic Association. Having spent most of his
life in the territory through which the Empire United Rail-
ways operates Mr. Cherry is unusually well qualified through
his intimate knowledge of men and affairs to assist mate-
rially in the task that confronts the receivers.

CHERRY

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1113

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS
"Central Florida Interurban Railway, St. Cloud, Fla. —

Application for a charter has been made by this company
for the construction of an electric railway from St. Cloud
to Sanford, Dunnellon and Tampa; also through Volusia
County to a point on the Atlantic Coast; also through
Osceola and Brevard Counties to a point on the Atlantic
Coast, in all about 300 miles. Incorporators: Carl E. Carl-
ton, William S. Alyea and William Hall.

FRANCHISES

Hartford, Conn.— The Public Utilities Commission of Con-
necticut has approved the plans of the Connecticut Company
for the reconstruction of its double tracks on Albany Avenue
between Magnolia and Woodland Streets, Hartford.

Lawrence, Mass. — The Bay State Street Railway has
asked the Council for a franchise to construct a double-
track extension from the present terminus of the single
track on Water Street to the Lawrence-Methuen boundary
line via the Lawrence-Lowell Boulevard.

New Bedford, Mass. — The Union Street Railway has re-
ceived a franchise from the Council to construct double
tracks on Brock Avenue from Oakland Street to Rodman
Avenue.

•Newark, N. J.— The Balbach Smelting & Refining Com-
pany has asked the Board of Public Works for permission
to construct a private trolley line along Doremus Avenue
from Hamburg Place to its factory in Bay Avenue to ac-
commodate employees.

TRACK AND ROADWAY

Northern Electric Railway, Chico, Cal. — The receiver of
this company has received permission to contract for the
reconstruction of its bridges over the American and Feather
Rivers. It is estimated that the work will cost about
$70,000.

Pacific Electric Railway, Los Angeles, Cal.— The City
Council of Los Angeles has asked the Railroad Commission
of California to compel the Pacific Electric Railway to con-
struct a new bridge approximately 300 ft. wide across the
Arroyo Seco, between the city limits and South Pasadena.
The Council has ordered the company to construct a viaduct
over its tracks at Vineyard Station. The order opening a
right-of-way across the tracks connecting Sherman Drive
with West Boulevard at Sixteenth Street was rescinded.

Martinez & Concord Interurban Railway, Martinez, CaL —
This company has filed with the Railroad Commission of
California a second amended application changing the route
of its line, and for authority to issue and sell 600 shares of
its capital stock at $80 per share and $125,000 face value of
its first mortgage bonds at 90 per cent. [May 27, '16.]

Castro Point Railway & Terminal Company, Richmond,
Cal. — Preliminary work has been begun by this company on
its project to connect the lines of the San Francisco-Oakland
Terminal Railway and the Richmond Belt Railway.

Southern Pacific Company, San Francisco, Cal. — Surveys
have been begun for a system of interurban electric lines
subsidiary to the Southern Pacific Company to be built
through the mining section and into orchard areas where
new groves are coming into bearing.

Connecticut Company, New Haven, Conn. — Work has been
begun by this company installing new track on Arch Street,
Hartford.

Aurora, Mendota & Western Railroad, Aurora, III. —
Grading has been begun by this company on its line to
connect Aurora, Piano and Sandwich. [April 8, '16.]

Urbana & Champaign Railway, Gas & Electric Company,
Champaign, 111. — This company is relaying the tracks on its
John Street line, Champaign.

Rapid Transit Company of Illinois, East St. Louis, III.—

It is reported that this company has disposed of $3,500,000
worth of bonds for the construction of its proposed electric
railway from East St. Louis to Mount Carmel. A contract
has been let to William Martin, St. Louis, for the construc-
tion of the line. It is stated that the company has prac-
tically concluded negotiations for the purchase of the
Wabash, Chester & Western Railroad, a steam road which
operates between Chester and Mount Vernon, and which will
be electrified. D. P. Roberts, manager. [March 4, '16.]

Southern Illinois Railway & Power Company, Harrisburg,
111. — It is reported that this company will extend its line to
Marion, Herrin and Benton and will build a loop which will
reach from Benton to Herrin via DuQuoin, Pickneyville,
Murphysboro and Carbondale.

Fort Wayne & Northern Indiana Traction Company,
Fort Wayne, Ind. — This company plans to extend its South
Wayne car line to Rudisill Boulevard. The company has
secured the permission of the Park Department to construct
its tracks across the Boulevard at South Wayne Street.

Terre Haute, Indianapolis & Eastern Traction Company,
Terre Haute, Ind. — It is reported that the Vandalia Coal
Company of Sullivan, Ind., is negotiating with this com-
pany for an extension of its line from Terre Haute to Sulli-
van.

Topeka (Kan.) Street Railway. — Work has been begun
on the construction of a three-arch cement bridge at East
Sixth Street, Topeka. The structure will be more than 160
ft. long and about 40 ft. wide, with a roadway 30 ft. wide
and a 5-ft. walk on each side. The street car tracks will
run in the center of the road. The Topeka Street Railway
will pay $2,000 to the city of Topeka for the use of the
bridge.

Shelbyville & Frankfort Realty Company, Shelbyville,
Ky. — The project for construction of the electric railway
to connect existing lines terminating at Frankfort and
Shelbyville, Ky., is reported to be advancing favorably. A
second survey is now in progress. J. W. Gudgell, secre-
tary, states that Yorkville (111.) interests will finance the
project. [May 20, '16.]

Alexandria (La.) Municipal Railway. — Work will soon be
begun by the Alexandria Municipal Railway on the construc-
tion of an extension to connect all the depots in the city.
The extension will begin at the corner of Second and Casson
Streets at the Southern Pacific Company depot, extending
across the city property adjacent to the tracks of the South-
ern Pacific Company, entering Third Street in front of the
Louisiana Railway & Navigation Company station, thence
down Third Street to or below the Louisiana & Arkansas
Railway freight depot. It is the ultimate intention of the
City Commissioners to extend the line* to Bogan Lane, out
to the Ruston Foundry and through the hardwood mill dis-
trict to connect with the Lee Street line, probably at Vance
Avenue, making a complete belt line of the Lee Street line.
Cumberland County Power & Light Company, Portland,
Me. — A report from this company states that it expects to
install eleven sets of Chapman block signals before June 30.
Winnipeg (Man.) Electric Railway.— Work will be begun
at once by this company on the double-tracking of its line
from the city limits to Kildonan Park.

United Railways & Electric Company, Baltimore, Md. —
A plan has been submitted to the Public Service Commis-
sion of Maryland by the United Railways & Electric Com-
pany to give direct service to the center of the city, to some
parts of the northwestern suburban section, and to give
quicker service to most of it. The plan provides that part
of the Edmondson Avenue line be extended from Walbrook
Junction to Electric Park; that part of the Edmondson
Avenue line be extended from Walbrook Junction to Wind-
sor Hills, and that the service on the Edmondson Avenue
line from Walbrook Junction to Charles and Lexington
Streets also be increased by five cars an hour during the
non-rush hours. Further, the plan provides the withdrawal
of the Electric Park branch of the North Avenue line, and

1114

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, NO. 24

the use of that service in increasing the service to Wood-
lawn and Windsor Hills. The three present branches of
the North Avenue line will be reduced to two branches, one
to Woodlawn and one to Windsor Hills.

Cumberland (Md.) Electric Railway.— This company will
construct an extension out Green Street Road to the Dingle,
about 1 mile.

Hannibal Railway & Electric Company, Hannibal, Mo.—
Work has been begun by this company reconstructing its
tracks along West Market Street.

•Great Falls, Mont.— L. D. Urton and J. P. McDonald,
Genou, Mont., representing farming and ranching interests
north of Great Falls, Mont., backed by the Commercial Club
of Great Falls, are promoting the construction of an electric
line into that section.

Bay State Street Railway, Boston, Mass.— Plans are being
made by this company for the construction of a %-mile
extension of its Lynnfield Street line, Lynn.

Manchester (N. H.) Street Railway.— Work has been be-
gun by this company improving its tracks on Beech Street,
Manchester.

Interborough Rapid Transit Company, New York, N. Y.
— The Public Service Commission for the First District of
New York has awarded a contract for the construction of
Section 2 of Route No. 8, a part of the Fourteenth Street-
Eastern District subway, to the Degnon Contracting Com-
pany, New York, at $1,972,349. A contract has also been
awarded to Dennis E. Conners, New York, for the con-
struction of Route No. 31 of the Livonia Avenue elevated
extension of the Eastern Parkway, Brooklyn, subway at
$1,376,122.

♦Asheville, N. C— Work has been begun on the construc-
tion of an electric railway from Biltmore Avenue to the
residence portion of Kenilworth Park, in connection with
extensive developments to be made in Kenilworth Park.
The improvements are being undertaken by the Kenilworth
Development Company, Patton Avenue, composed of E. G.
Hester, Roland A. Wilson and J. M. Chiles.

Mount McKay & Kakabeka Falls Railway, Fort William,
Ont. — Permission has been received by this company from
the Ontario Legislature to use steam as an alternative
motive power to electricity on its railway. The company
has been granted an extension of time in which to construct
the uncompleted portion of its line to Kakabeka Falls.

Ottawa (Ont.) Electric Railway. — This company is recon-
structing its track on Rideau Street between Sussex and
Waller Streets with 108-lb. and 115-lb. T-rails.

Toronto (Ont.) Civic Railway.— The Toronto City Council
has awarded a contract to the General Railway Signal Com-
pany of Canada at $2,400 for the installation of a signal
system in connection with the operation of the Lansdowne
Avenue branch of the Toronto Civic Railway at its crossings
with the Toronto Suburban Railway.

Montreal (Que.) Tramways. — The Board of Control of
Montreal has asked the Montreal Tramways to extend its
service from Park Avenue to the Canadian Pacific Rail-
way station at Mile End. The tracks for this extension have
already been laid. The Council of Montreal has accepted the
offer of the Montreal Tramways to purchase the overhead
material removed from St. Catherine and Bleury Streets for
$19,400. This material was discarded on account of the
installation of the conduit system.

Jackson Railway & Light Company, Jackson, Tenn.— Plans
are being made by this company to reconstruct its tracks
on Main Street, Highland Avenue and Royal Street. The
order has been placed for heavy steel rails to be used. De-
livery will be made about July or August. About $45,000
will be spent by the company on this track improvement.
The company will also spend about $15,000 as its share of
permanent street improvement.

El Paso (Tex.) Electric Railway. — Work will soon be be-
gun by this company on the construction of double track
on Alameda Avenue.

Salt Lake & Utah Railroad, Salt Lake City, Utah.— This
company's extension to Payson has been completed, as noted
on page 1103 of this issue.

SHOPS AND BUILDINGS

Albany (Ga.) Transit Company. — Work has been begun
by this company on the construction of a carhouse on Sev-
enth Street near Tift Park. The building will be 30 ft. x 165
ft., of sheet iron, and will cost about $1,500. R. S. Smith,
Albany, has the contract for the construction of the car-
house.

Georgia Railway & Power Company, Atlanta, Ga. — Plans
are being made by this company to construct a new car
house to cost about $18,000. The location has not as yet
been decided.

Rockford & Interurban Railway, Rockford, 111. — It is re-
ported that this company is considering the erection of a
freight depot in Freeport, 111.

Union Traction Company, Coffeyville, Kan. — This com-
pany has purchased a site on South Depot Street from the
city of Cherryvale for the construction of a new passenger
and freight station.

Interborough Rapid Transit Company, New York, N. Y.
— The Public Service Commission for the First District of
New York has awarded a contract at $278,182 to John
Roberts, New York, for station finish on Sections Nos. 7
to 11 inclusive of Route No. 5 of the Lexington Avenue
subway. The lowest bid opened on June 1 by the Public
Service Commission for station finish on Sections 12 to 15
of Route No. 5 of the Lexington Avenue subway was sub-
mitted by A. W. King & Company, New York, at $316,000.

Ardmore (Okla.) Railway. — This company has awarded
a contract to I. M. Putnam, Ardmore, for the construction
of a new carhouse and shops in Ardmore. The building
will be 40 ft. x 155 ft., one and two stories, of fireproof
construction, with corrugated iron and other fireproof roof-
ing.

Lake Erie & Northern Railway, Brantford, Ont.— It is
reported that a contract has been awarded to Schultz
Brothers & Company, Ltd., Brantford, for the construction
of a brick station on Colburn Street, to be used jointly by
the Lake Erie & Northern Railway and the Brantford &
Hamilton Railway.

Monongahela Valley Traction Company, Failmont, W. Va.
— This company has awarded a contract to E. Elford, Co-
lumbus, Ohio, for the construction of its new interurban
station at Clarksburg.

POWER HOUSES AND SUBSTATIONS

Arkansas Valley Railway, Light & Power Company,
Pueblo, Col. — This company has ordered a 1500 kw. fre-
quency changer for installation in its Pueblo power house.
All poles for the transmission lines between Manzanola and
Crowley have been set and construction crews are now
working on the line to Olney Springs, after which the work
of building a new line from Holbrook to Cheraw will be
started.

Richmond Light & Railroad Company, New Brighton.
N. Y. — This company is installing in its power house at
Livingston, Staten Island, a 6000-kw. Westinghouse unit,
including steam turbine, generators, condenser and pump
equipment. The new generator will be air cooled by means
of an air washer and pump outfit manufactured by the
American Spray Company, 201 Devonshire Street, Boston,
Mass., which will have a capacity of 37,000 cu. ft. of air per
minute. The new generator unit is expected to be in opera-
tion in about three weeks.

Columbus Railway, Power & Light Company, Columbus,
Ohio. — This company has announced that it will abandon
its site for a new power station on the Scioto River, jus
north of West Broad Street, in view of the fact that the
Chamber of Commerce has requested this step, in order that
a plan to protect the city from floods may be carried out
The company will probably select another site if the cit
takes this over, as it is expected it will do.

Montreal (Que.) Tramways. — A contract has been let b
the Montreal Tramways to the Canadian General Electri
Company for a new a.c. switchboard for its Hochelag
power station. The board is of the vertical type and
planned for a double busbar layout.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

1115

Manufactures and Supplies

HIGH PRICE OF COPPER RETARDS POLE MARKET

A combination of circumstances, including a shortage in
the production of poles, an uncertainty of market conditions
and the high price of copper, has greatly retarded the pur-
chase of Northern cedar poles both for line extensions and
renewals. The depressed market during the latter part of
the summer of 1915 influenced the producers of poles in the
timber regions of northern Minnesota, Wisconsin and the
northern peninsula of Michigan to cut a smaller number
than usual. Labor also was scarce and high priced, and un-
usually heavy snows fell during the winter, all of which re-
duced the quantity of the poles cut to about 60 per cent of
normal. About 1,000,000 Northern cedar poles were cut for
1916 requirements, whereas 1,500,000 were cut during the
years 1914 and 1915, and an average of 2,000,000 has been
cut in this industry for a number of years prior to 1914.
This shortage in the total number of poles cut created a
scarcity in certain sizes in the storage yards where as a rule
one year's supply is carried. There are plenty of 20-ft. and
25-ft. 4-in. poles in stock, however, but the quantity of 5-in.,
6- in. and 7-in. top poles of these lengths is limited. The
standard 30-ft. and 35-ft. 7-in. and 8-in. Northern cedar
poles generally used in railway work are quite scarce. Un-
der the present market conditions, however, the prices for
poles are but slightly increased over those obtaining for the
past few years, and this advance was prompted by the short-
age of certain sizes. Those familiar with market conditions
and the influences which control the quantity of poles cut
predict that the existing uncertainty in the pole market will
greatly reduce the number of poles taken out of timber re-
gions during the winter of 1916 and 1917.

ROLLING STOCK

Fonda, Johnstown & Gloversville Railroad, Gloversville,

N. Y., is reported to be in the market for two cars.

Chicago, Lake Shore & South Bend Railway, Michigan
City, Ind., is reported to be in the market for two baggage
and express cars.

New York Central Railroad, New York, N. Y., has decided
on a type of car, 70 ft. long, to seat ninety persons, twelve
of which will be ordered shortly for its suburban electric
service.

Carolina & Yadkin River Railway, High Point, N. C, has
leased a test car of the Railway Storage Battery Car Com-
pany for trial operation on its line from High Point to
Thomasville.

North Carolina Public Service Company, Greensboro,
N. C, has recently placed in service on its Salisbury-
Spencer lines two cars which were overhauled and rebuilt
at the Salisbury carhouse.

Montgomery Light & Traction Company, Montgomery,
Ala., noted in the Electric Railway Journal of May 6 as
having ordered six cars from the Southern Car Company,
is reported to have increased the order to ten cars, delivery
to be made by Oct. 1.

Boston (Mass.) Elevated Railway is making informal in-
quiries from manufacturers regarding 100 new center-en-
trance motor cars and forty-two elevated cars. It is not
asking for formal bids as the cars have not as yet been ap-
proved by the Public Service Commission.

San Francisco-Oakland Terminal Railways, Oakland, Cal.,
noted in the Electric Railway Journal of May 13 as
having applied to the Railroad Commission of California
for permission to issue car trust certificates to provide
funds with which to purchase new car equipment, has
received authorization from the commission for this pur-
pose.

New York State Railways, Syracuse, N. Y., noted in the
Electric Railway Journal of April 15 as having ordered
thirty-five city cars from the G. C. Kuhlman Car Company,
ten of which are for the Utica lines, have specified the

following details for this equipment, whicn is to be of
"The Witt" front-entrance, center exit type:

Date of delivery. July and August Fenders Eclipse

Seating capacity 51 Gears and pinions,

\\ eight of car body 12,500 lb. Tool Steel Gear & Pinion Co.

Bolster centers, length 25 ft. Gongs Brill

Length of body 3:, ft. r.-'4 in. Hand brakes Peacock

Length over vestibule. . 46 ft.

Width over sills S ft 2 in

Width over all s ft 4 in

Height, rail to sills 2:, ' , in

Height, sill to trolley base.

Heaters
Headlights,

Crouse-Hinds
Journal boxes,

Symington & Rollway

Smith
B. F.

:. 8 in. Motors,

Body Metal 4 West. 506-A, inside hung

Interior trim Cherry Paint Flood & Conklin

Headlining Agasote Registers : Utica Lines,

Roof Arch Sterling- .Mealier

Air brakes West. Syracuse Lines. .International

Axles Std. Steel Works Sanders Ohio Brass

Bumpers Channel iron Sash fixtures Brill

Cables West. Seating material Rattan

Car trimmings Bronze Step treads Feralun

Control West. K-6 Trolley retrievers Earll

Curtain material Pantasote Trolley base Ohio Brass

Destination signs Kevstone Trucks Baldtt In

Door-operating devices, Varnish Beekwith-Ohnndler

_ Nat'l pneumatic Ventilators Automatic

Fare boxes : Utica lines. Wheels. .National Car Wheel Co.

Cleveland Window fixtures,

Syracuse lines Johnson Brill renitent post construction

Reading Transit & Light Company, Reading, Pa., noted
in the Electric Railway Journal of May 6 as being in the
market for additional equipment, has placed an order with
The J. G. Brill Company for ten semi-convertible one-man
motor cars. The following details of equipment have been
specified:

Sealing rapacity 32

Length of car body over cor-
ner posts 19 ft. 6% in.

Length of each platform from
end of car body to outside
vestibule sheathing. . .5 ft. 6 in.

Length of car body over ves-
tibules 30 ft. 6% in.

Length of car body over
bumpers 31 ft. S% in.

Width of car body over sills
including panels. .. 7 ft. S>A in.

Width of car body over posts.

7 ft. 11 in.

Height from rail over trollev
boards 11 ft. 4% in.

Center to center of side posts.

2 ft. 4% in.

Window arrangement,

Brill patented semi-converti-
ble tandem sash arrangement

Window sash Cherry

Vestibules,

Round end, sheathed outside
and inside with sheet steel.

Doors,

Four-part in two sections :
glazed in upper panels

Steps,

Folding, Brill mechanism ;
Universal safety treads

l"n. lei frame Steel

Flooring,

Yellow pine, 13/16 in. : maple
mat strips in body and on
platform

Posts Ash

Body frame. Ash and yellow pine
Roof,

Brill plain arch ; poplar cov-
ered with duck

Hoods Same as roof

Ventilators Brill "Exhaust"

Bumpers,

Brill patented angle iron ;

Hedley anti-climbers.

Drawbars Brill radial

Brakes,

Brill patented ratchet brake

handles, solid bronze
1 longs. Prill patented "Dedenda"

Trimmings Bronze

Curtains Pantasote

Trolley catchers Wrilson

Seats and backs.

Brill "Winner" ; rattan
Inside finish.

Cherry stained mahogany ; dull

Signs Keystone

Sand boxes Brill "Dumpit"

Hand straps Rico

Life guards H-B

Push buttons Farraday

Headlights Elec. Ser. Sup.

Heaters Consol.

Registers International

Paint. Chicago Varnish Company
Light fixtures . Safety Car H. & L.
Trucks.

Brill 21-E, single: wide-wing

journal boxes, Brill half-ball

brake hangers
Motors G. E. 247-D ; 35 hp.

TRADE NOTES

National Scale Company, Chicopee Falls, Mass., announces
that its New York City agency is now located at 20 Vesey
Street, Room 309, with H. S. Trezevant in charge.

General Electric Company, Schenectady, N. Y., has re-
ceived an order for GE-247 motors and PC multiple-unit
control for the fifteen cars recently ordered by the Buffalo
& Lake Erie Traction Company, Buffalo, N. Y.

James A. Nolan, for some years superintendent of the
track tool department of Hubbard & Company, Pittsburgh,
Pa., has resigned to accept a similar position with the Oliver
Plow Company, Hamilton, Ont.

Standard Underground Cable Company, Pittsburgh, Pa.,
has recently opened a branch office at 704 Wilkins Building,
Washington, D. C, in charge of Edward Kerschner, for-
merly with the Philadelphia office.

White Company, Cleveland, Ohio, has recently delivered
to the New York State Railways-Rochester Lines, a second
White truck with tower, similar in all respects to the one
described in the Electric Railway Journal for April 8.

W. E. Greenwood has been appointed assistant manager
of the railway sales and fuel oil department of the Texas
Company, to succeed L. S. Jordan, resigned, effective June 1.
Mr. Greenwood's headquarters will be at 17 Battery Place,
New York City.

1116

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 24

Clyde E. Dickey announces that he has resigned his posi-
tion as secretary and sales manager of Denman & Davis,
New York, with whom he has been associated for the past
eleven years, and has organized the Dickey Steel Company,
of which he is president, with offices in the Woolworth Build-
ing, New York City. The new company will represent
several manufacturers of high-grade steel. Mr. Dickey was
with the Crucible Steel Company of America for nearly five
years prior to his connection with Denman & Davis.

Lord Manufacturing Company, New York, N. Y., has re-
ceived the following orders: 100 Lord screenless air clean-
ers from the General Electric Company for use on the air-
brake equipment of the new cars for the Bay State Street
Railway; Lord screenless air cleaners from the Westinghouse
Air Brake Company for installation on air-brake equipment
going to the various properties of the American Railways
Company; twenty-eight new Home double-acting hand
brakes from the Osgood Bradley Car Company for the new
express and passenger cars being built for the Worcester
Consolidated Street Railway; new Home double-acting hand
brakes from the Southern Car Company for the cars being
built for the Lehigh Valley Transit Company; 287 Giant
brakes from the Public Service Railway for cars which they
are building; seventy-eight Giant brakes from the American
Car Company for installation on cars being built for various
Stone & Webster properties; 100 Giant brakes from the
Laconia Car Company for installation on cars being built
for the Rhode Island Company, and thirty-eight Giant brakes
from the St. Louis Car Company for one of the Stone &
Webster properties. The New York State Railways, Roches-
ter Lines, after a thorough test, have ordered fifty-three
Q-P trolley catchers to fill their present requirements. The
Southern Car Company has ordered Q-P trolley catchers for
the cars being built for the Scranton Railway, and the
Three-Cent Fare Line has ordered Q-P trolley catchers for
all of its lines. The Cincinnati Car Company recently
ordered fourteen differential staffless brakes for installation
on the cars being built for the Manhattan & Queens Trac-
tion Corporation, as well as Giant brakes for the new cars
for the Muskegon Traction & Lighting Company. The Rhode
Island Company has ordered 100 of the improved Sterling
wheelguards for installation on its new cars.

ADVERTISING LITERATURE
Western Electric Company, New York, N. Y., has issued
an unusually complete catalog of telephone apparatus and
supplies.

Terry Steam Turbine Company, Hartford, Conn., is dis-
tributing a loose-leaf folder containing data and represent-
ative photographs of its duplex exciter sets.

Frankel Connector Company, Inc., New York, N. Y., has
issued a catalog which contains price lists and describes
and illustrates its various types of solderless electrical
connector, testing clips and spark plugs.

NEW PUBLICATIONS

Proceedings of American Wood Preservers' Association,
published by the secretary of the association, F. J. An-
gier, B. & O. RR., Baltimore, Md. 470 pages.
The American Wood Preservers' Association has issued
the complete stenographic report of the twelfth annual
meeting of this association held at the Hotel Sherman,
Chicago, 111., on Jan. 18, 19 and 20, 1915. The report con-
tains the constitution and by-laws of the association, a
classification of the membership, reports of committees
relating to the materials, methods and principles involved
in the design, maintenance and operation of wood-preserving
plants and specifications for wood preservatives. Statistical
data compiled by this association show that the first timber-
treating plant was established in 1860, and that the number
of plants in operation in the United States has grown to 102.
During the past fifteen years, however, the increase in the
number of plants has been most marked, there being fifteen
in operation in 1900 and 102 in 1915. Although there were
seven more plants in operation in 1915 than there were
during the previous year, the amount of timber treated fell
off 10 per cent. There was a reduction in the number of
cross-ties treated of more than 6,700,000, while the quantity

of paving material increased in excess of 300,000 sq. yd., or
11 per cent. Less than one-half as many cross-arms were
treated during the year 1915 as were treated the previous
year, and there was a reduction in the miscellaneous timbers
treated of 14 per cent.

Railroad Valuation and Rates. By Mark Wymond. Wy-
mond & Clark, 909 Rand-McNally Building, Chicago,
111. 344 pages. Buckram, $1.50.
This book contains a general discussion of the historical
facts regarding steam railroads and of the subjects of
promotion, construction, reconstruction and capitalization,
in order to show the influence of these factors upon valua-
tion and rate making. The remainder of the book is then
devoted to a treatise on the latter subject. The work is
confined almost entirely to the steam railroad field but
some general valuation points might be interesting to
street railway men.

Industrial Arbitration. By Carl H. Mote. Bobbs-Merrill
Company, Indianapolis, Ind. 351 pages. Cloth, $1.50
net.
Originally undertaken with an object of finding some
tangible device for the prevention of strikes and lock-outs,
this work in its present form aims to present a consider-
ation of those devices now existing. In summing up his
book, Mr. Mote states that neither voluntary nor compul-
sory arbitration will work with any conspicuous degree
of success in this country until the worker receives a com-
pelling voice against his employer as to wages, hours
and working conditions. When these steps have been
taken, the public may well insist upon its right to prevent
strikes and lock-outs altogether in those industries to which
the public looks for daily conveniences.
Auditing Theory and Practice. By Robert H. Montgomery.
The Ronald Press Company, 20 Vesey Street, New
York, N. Y. 900 pages. Leather, $5 postpaid.
Not alone for the several pages dealing specifically with
electric railway auditing but also for the generally excel-
lent information in regard to auditing theory and practice,
should every electric railway accounting officer with a
broad vision have this second edition of Mr. Montgomery's
authoritative work, if the first is not already in his library.
Even in the latter case, the new material in the second
edition, on such subjects as the income tax, would prob-
ably make the purchase worth while. A book so well
known as that by Mr. Montgomery needs no detailed de-
scription; suffice it to say that it should be in the ac-
counting library of every electric railway.
Value for Rate Making. By Henry Floy. McGraw-Hill
Book Company, Inc., New York, N. Y. 222 pages.
Cloth, $4.
Four years ago Mr. Floy, with the hope of helping to
define methods used and of standardizing practices in
valuation procedure, brought out the first book relating
to the general subject of the valuation of public utility-
properties. He has now followed this with the present
volume in an attempt to emphasize further at least three
principles that seem to him to be essential in determining
the fair value for use in fixing rates. These are as fol-
lows: (1) To conform to the rulings of the courts the
basis for rate making should be the fair present value
of the property used, regardless of the amount of the
original investment in utilities established previous to the
present public regulations regime. (2) Present value for
rate making is obtained by making deduction for absolute
depreciation only and not for theoretical depreciation. Ab-
solute depreciation is that depreciation which is in evi-
dence, existing and determined by inspection. Theoretical
depreciation is an estimate only, based on assumptions
and computations. (3) Practically every utility includes
certain intangible non-visible elements, which should be
evaluated and allowed in addition to the material, sensible
elements. The value of a non-visible part may vary from
a few per cent to 100 per cent or more of the value of
the visible parts of a property. In elaborating these prin-
ciples the author has reviewed the various decisions of
public authorities that seem to him correct and sensible
and has in general outlined the valuation course that he
thinks it would be fair to follow.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

,See Those Curves!

Get the rate of braking on the dotted time-speed
curve and see how much longer it takes to stop the
car than in the case of the solid time-speed curve.

There's a little moral hidden in these curves, to wit:

When you cut down your braking time, you cut
down your power bill, too, because a high braking
rate enables you to spend more time on the coasting
part of the run.

The more coasting, the less energy.

Peacock brakes are designed to give you these
more economical and safer rates of braking.

The Eccentric

urum

National Brake Co.

Buffalo, N. Y.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

BaaKerSiS ^figmteers

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

ew York Boston Philadelphia Chicago San Francisco

THE J-

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

The Arnold Company

ENGINEERS- CONSTRUCTORS

CLECTRICAL — CIVIL- MECHANICS

105 SOUTH LA SALLE STREET

CHICAGO

IRedmond&Co.

Underwrite Entire Bond Issues of Street Railway, Electric Light, Power
and other Public Utility Properties Situated in the Larger Cities

HIGH GRADE INVESTMENT SECURITIES

33 Pine St. - New York

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POLYTECHNIC INSTITUTE
WORCESTER. MASSACHUSETTS
Specialiit in the Application of Engineering Methods
Solution of Tramportation Problems

&rtt)ur 2D. Untie, ^nc.

Correspondence regarding our service is invited.
93 Broad Street, Boston, Mass.

WOODMANSEE& DAVIDSON. Ine

ENGINEERS

MILWAUKEE CHICAGO

Wells Bldg.

H. M. Byllesby &c Company, Inc.

NEW YORK, CHICAGO, TACOMA,

Trinity Bldg, No. 208 So. La Salle St. Washington

Purchase, Finance, Construct and Operate Electric Light,

Gas, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

Stone & Webster Engineering Corporation

Constructing Engineers

SANDERSON 8t PORTER

ENGINEERS

REPORTS • DESIGNS • CONSTRUCTION -MANAGEMENT

HYBRO-ELECTRIC DEVELOPMENTS

RAILWAY, LIGHT SH5 POWER PROPERTIES

YOR

Robert W. Hunt Jno. J. Cone Jas. C. Hallsted D. W McNaugher

ROBERT W. HUNT & CO., Engineers

BUREAU OF INSPECTION TESTS & CONSULTATION
Inspection and Test of all Electrical Equipment

■SJRfMJJ- ST- LOUIS, Syndicate Trust Bldg.

CHICAGO. 2i;<IO Insmrsilli-e hxrlmnite
PITTSBURGH, Monougalielu lik. Bldg

NEW YOItK,

D.C

& WM. B. JACKSON

ENGINEERS

CAGO BOSTON

IARRIS TRUST BLDG

Plans, Specifications

General Superint

248 BOYLSTON ST.
Supervision of Construction
indence and Management
ions and Reports
lions and Rate Adjustments

SAMUEL STEPHENSON SONS & CO.

Railway Engineers and Contractors

WE BUY ENTIRE BOND ISSUES OF
ELECTRIC RAILWAY, LIGHT AND
POWER COMPANIES.
BOSTON NEW HAVEN CHICAr.O

GULICK-HENDERSON CO.

Inspection Railway Equipment * Materials
PITTSBURGH CHICAGO NEW YORK

jfort>, Bacon & ^avie,

z£n0titeere.

New Orleans

115 BROADWAY

NEW YORK Sax

Francisco

THE P. EDW. WISCH SERVICE

Suite 1710 DETECTIVES Suite 715

Park Row Bldg., New York Board of Trade Bldg.. Boston

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

gatvK,er6ig ^fvgiiveer^]

American Bridge Company

Hudson Terminal-30 Church Street, NewVork

cJManuracturers of Steel Structures of all classes
particularly BRIDGES and BUILDINGS

SALES OFFICES
30 Church Street CHICAGO, ILL., 20S South La Salle St.
St. Louis, Mo., Third Nat 'I Bank Bldg.
Denver, Colo., First Nat'lBank Building
Salt Lake City, Utah, Walker Bank Bldg.

Duluth, Minn Wolvin Building

Minneapolis, Minn., 7thAve.&2ndSt.,S. E.

NEW YORK

Philadelphia, Pa., . Widener 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., BeecherAve. &M. C. R. R.

Export Representative:
United Statu Steel Products Co., 30 Church St., N

Pacific Coast Representative:
U. S.Steel ProductsCo. PacificCoastDept.
SAN FRANCISCO, CAL., Rialto Building

Portland. Ore Selling Building

Seattle. Wash. , 4th Ave. So. Cor. Conn. St.

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 Iook 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 columns at the same
time. They afford an easy means of marketing
equipment for which one concern may have no
further use, but which may be just what another
concern wants.

Altogether the Want and For Sale pages of the
ELECTRIC RAILWAY JOURNAL form an
''Opportunity Department" that hardly anybody
in the electric railway field can pass by without
losing money.

Tell us Your Wants and let us help you

ELECTRIC RAILWAY JOURNAL

239 West 39th Street, New York

A. L. DRUM & COMPANY

CONSULTING AND CONSTRUCTING ENGINEERS

ELECTRICAL • CIVIL - MECHANICAL

PHYSICAL AND FINANCIAL REPORTS

American Trust Building CHICACO

Scolield Engineering Co. Co2gyL1A*JgP^8!^crs

POWER STATIONS GAS WORKS '

HYDRAULIC DEVELOPMENTS ELECTRIC RAILWAYS

ELECTRICAL TESTING LABORATORIES, INC.

Electrical, Photometrical and

Mechanical Testing.

80th Street and East End Ave., New York, N. Y.

EDWARD P. BURCH, Engineer
ELECTRIC RAILWAY VALUATIONS

> Bank Bldg., Detroit Plymouth Bldg., Minneapolis

H. L. BROWNELL, Public Safety Engineer

Makes survey of accidents. Organises Safety Campaigns. Lectures
to public and employees with films. Conserves earnings and lives.
Has addressed over a million persons. 5640 Wlnthrop Ave., Chicago

ROOSEVELT Ac THOMPSON

ENGINEERS New York

nvestigate, Appraise, Manage Electric Railway,
Light and Power Properties.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

MORE-JONES
TITO*' BRONZE
AXLE and
ARMATURE
BEARINGS

An assurance of uninterrupted axle and armature bearing pertormance
is best secured by using MORE-JONES "TIGER" BRONZE BEARINGS.
Their material is the purest, densest and most durable and has proved
beyond dispute its ability to withstand the most severe influences. The
real test is actual service.

MORE-JONES ARMATURE BABBITT METAL is strong, tough,
pliable, long wearing and of the lightest obtainable bulk. An exact product
designed for an exact purpose. Notable for the length of time it keeps
armature bearings in service.

Further information and prices on application
MORE-JONES BRASS 85 METAL CO., ST. LOUIb, U. S. A.

MORE-JONES
ARMATURE
BABBITT METAL

•"SagAS!1*1 ARMATURE I

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

The New

Mechanical Engineers'
Handbook

(Based on the Hiitte)

Lionel S. Marks, Editor-in-Chief

Professor of Mechanical Engineering, Harvard University and
Massachusetts Institute of Technology

Assisted by Over Fifty Specialists

Leather, pocket size, gilt edges, thumb indexed, 1800 pages, about
iooo illustrations and diagrams, $5.00 (21s) net, postpaid.

A comprehensive and authoritative handbook for
lechanical engineers is now available. It is the
>roduct of over 50 of the best equipped specialists in
ill branches. The material has been carefully
irranged and co-ordinated by thorough editorial
ipervision.

Its noteworthy characteristics are:

1 — Each subject is treated by a specialist and is authori-
tative in character.

2 — Fundamental theory is thoroughly covered.

3 — The engineering data have been selected discrimi-
nately by a specialist instead of leaving the reader to
select from conflicting data.

Based on the Hiitte

The widely known German Hiitte has been generally
^cognized as the best example of handbook production in
cistence.

Recognizing the advantage to be derived from the accu-
mlated experience represented by the Hiitte, arrange-
lents were made with the Akademischer Verein Hiitte for
le use of such portions of its handbook as are within the
:ld of the mechanical engineer. Necessarily, a greater part

the book, especially those portions dealing with engineer-
lg practice, had to be rewritten and are practically new.
^he result is that the best in the Hiitte has been retained,
id at the same time a representative American handbook
is been produced.

cGraw-Hill Book Co., Inc.

239 West 39th Street, New York

Now Ready

The Main Section \

I. — Mathematical Tables and
Weights and Measures
II. — Mathematics
III. — Mechanics of Solids and

Liquids
IV.— Heat

V. — Strength of Materials
VI. — Materials of Engineering
VII. — Machine Elements
VIII. — Power Generation

IX. — Hoisting and Conveying

X . — Transportation
XI. — Building Construction and
Equipment
XII. — Machine Shop Practice
XIII. — Pumps and Compressors
XIV. — Electrical Engineering f
XV. — Engineering Meas-
urements, Me-
chanical Re- S
frigeration,
etc.

McGraw-Hill
Book Co., Inc.
239 West .tilth St.
New York, SJ. Y.

ou may send me ob 10
days' approval :
Marks. .
Mech. Engineers' Hand-
*0.00 net.
I agree to pay for the book or return
postpaid within 10 days of receipt.

London Berlin

Publishers of Books for Electric Railway Journal

i Signed)
(Address)

proval to retail customers in the U. S. only.)

:;i

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Figure it any way you like — in the City
the Electric Truck is Superior to Gas

Whether you figure from an angle of econ-
omy or dependability, the electric truck
is superior to the gas truck in the city

In the matter of economy. Does the chauffeur
stop his engine while the gas truck waits for the
traffic man's signal? When the linemen are on
the tower is the engine stopped to let cars pass?
And before the linemen have finished lightening
the overhead ear isn't the carburetor working
overtime in anticipation of the next move?

The instant an electric truck comes to a stop
power consumption stops, and it doesn't start
again a second sooner than is required. There
is no idle running engine in an electric.

The argument of economy is clinched right
here, hut we will go a step further to mention
the electric truck's economy over the gas in first
cost, tires, depreciation and fuel. Fuel at this
time is mightv. important, with gas prices balloon-
ing over night

G. V. Electrics represent day-in and day-out
dependability. First, because they are Electrics—
a simple motor — a simple battery — every man in
the gang understands them. Second, because
they are G. V., not "rubber stamp" electrics —
the result of over 15 years' specialization — de-
signed by Transportation Engineers to meet a
particular service. When there is trouble the
electric truck almost invariably is clearing the
trouble while the gas truck is stalled on the road,
all the line gang's time being wasted in cajoling
the complicated engine.

Why has the Xew York Railways over 30
G. V. Electrics in practically every class of
railway service? Because detailed comparisons
with gas vehicles PROVED G. V. Electrics su-
perior. Is your work so different?

Write for data on the electric truck in railway service
Catalogue No. J-82 on request

GENERAL VEHICLE COMPANY, Inc.

General Office and Factory: Long Island City, New York

NEW YORK CHICAGO BOSTON PHILADELPHIA

IIIIIIIIIIIIIIIIIIIII llll!IIII!IIIIIII!IIII!!l!lli

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

A Life Saver

Reeves Wood Preserver

Reeves Wood Preserver is a life saver of poles, posts, timbers, ties, right-of-way fences,
cross-arms, etc.

It makes anything built of timber last at least twice as long at a trifling cost. Xo skilled
labor necessary. No heat, special appliances or plant required. Anybody can apply it
anywhere with a brush or by dipping in a vat. Can't sweat or wash out.
" IT'S THE EASY WAY TO PREVENT DECAY."

The Reeves Co.

Write now for Test-Outfit and prove it

New Orleans, La.

Another
Member of Our
Dependable Brand
Family

It is the Insulating Quality
That Counts

Heavily Coated With a

Composition of

Especially

High Insulation Resistance

Its Adhesiveness is

Long Lasting and Therefore

The Finished Job is

Well Insured

Buckeye
Splicing Tape

Represents Extra Factors of
Strength, Encasing the
Splice in a Puncture-Proof
Envelope

Make the Splice-
Then Forget It —
Buckeye Becomes Part of
the Insulation

®fje jWec&amcal Rubber Co.

ClebelattD

::<;

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

With Linseed Oil Paint
at $1.00 per Gallon

Instead ol liuecd oil at 52 cents before
tin- war and white lead at 9 to io cents
a p. .unci instead of 7-5 cents, the advan-
tage! of

BAYONNE CAR ROOFING

stand out stronger than ever. Bayonne roofing as it
conies to you already embodies all the features needed
to make it resistant to sun, rain and snow.

You will find it cheaper to buy Bayonne treated
roofing than to use ordinary untreated roofing which
has to be imbedded and filled with high-priced paint

and then when this costly job is finished have to shop
your cars every 12 to 18 months for additional hand
painting that cannot possibly equal for economy and
effectiveness the automatic heat, water and fadeproof-
ing process of this company.

If you try Bayonne Car Roofing on old cars, you'll
order it for new.

Wide Cotton Duck — Largest stock and assortment ii
States. Also headquarters for cheesecloth and

United
bunting.

JOHN BOYLE & CO., Incorporated

112-114 Duane Street New York City 70-72 Reade Street

Branch House, 202-204 Market St., St. Louis, Mo.

IF YOU WANT PROOFS

of your advertisements, and time to return them with corrections

Copy Must Be in Our Hands Two Weeks
in Advance of Publication Date

Copy Changes. If no proofs are
desired your advertisements should
be in our hands Wednesday of the
week preceding date of publication,
otherwise your latest advertisement
in accordance with schedule will be
repeated.

New Advertisements (not changes Searchlight Advertisements (Pro-

of copy) can usually be accepted
up to noon Wednesday of the
week of publication, but no guar-
antee can be given as to location
or proofs or indexing.

posals, Wants, For Sale, etc.) re-
ceived as late as io A. M. Thursday
will be published if there is space
available in the pages that go to
press last. The paper is dated and
mailed Saturday.

'TpHESE are not arbitrary rules. We do our best to give our adver-
-I tisers what the)' want — work overtime if necessary — but each adver-
tising form has to be on the press at a specified time. That is why we
cannot guarantee proof or location unless we have copy on time. We
want our advertising space to work at maximum efficiency for our
advertisers.

The Paper is dated and mailed Saturday
Electric Railway Journal, 239 W. 39th St., New York

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

There is Reliable

Western Electric

INSULATING MATERIAL

for every use —
Porcelains,
Glass Insula-
tors, Composition
Insulators, Ajax In-
sulating Compound,
Amazon and Victor Tapes.

Let Us Quote You Prices

Send your orders to our
nearest house — Write, Telephone, Call

Western Electric Company

INCORPORATED * >

New York Atlanta Chicago Kansas City San Francisco

Buffalo Richmond Milwaukee St. Louis Oakland

Newark Savannah Indianapolis Dallas Los Angeles

Philadelphia New Orleans Detroit Houston Seattle

Boston Birmingham Cleveland Oklahoma City Portland

Pittsburgh Cincinnati Minneapolis St. Paul Omaha Denver Salt Lake City
EQUIPMENT FOR EVERY ELECTRICAL NEED-
Member Society lor Electrical Development. "Do it Electrically"

|vAn Economy
>&/Can Put
Practice

Install

McQU

EAK-\ROQg

PISTON RINGS

These rings prevent air leak-
age and make full pressure pos-
sible in the shortest time with
least consumption of power.
They will not wear or score cyl-
inders, which saves the expense
of re-boring.

One road, the Fonda, Johns-
town and Gloversville Railroad
Co., found that \£Mi^oor Piston
Rings quickly adapted them-
selves to cylinders and enabled
them to keep these cylinders in
service.

It will pay you to know more
about \e*k^o<>» Piston Rings.

A set of Rings FREE for any
test. Write Dept. L.

Manufactured by

McQuay-Norris Mfg. Co.
ST. LOUIS, U. S. A.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Save Your Conductors
From Any Error

During rush-hour crowds, the conductor is so
busy making change or issuing transfers that
he cannot ring up fares as fast as deposited —
errors are bound to occur with a counting type
fare box and a hand-operated register.

The INTERNATIONAL
Motor-Driven Coin Register

eliminates the "human element" and registers
fares automatically — it saves the conductor
time and worry — the money collected and the
amount registered are inevitably the same —
it gives the conductor change without stop-
ping to "crank" the fare box — it makes frac-
tional registration of pennies or mutilated
coins impossible.

This motor-driven coin register has proved
so successful that it will pay you to write us
for particulars regarding installation on your
system.

The International Register Co.

15 South Throop Street, Chicago, Ills.

The Missing Link Is Found

Darwin's theory was all wrong. He
should have looked for the missing
link in the fuses in the cars, power-
plants and substations of progress-
ive railways.

He would have found the missing link in the Renewal Fillers of

Fmoity

They operate always at their prescribed rating. That the missing link is found is
proved by the 80% saving railways are effecting by refilling Economy Fuses instead
of buying ordinary new fuses.

Bulletin 17 and catalog describes the
long lost link.

Economy Fuse & Mfg. Co.

Kinzie and Orleans Sts., Chicago

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

WILL YOUR CURTAINS

HOLD?

Most curtains will when new and prop-
erly adjusted.

WILL YOUR CURTAINS

LET GO?

Ah, there's the rub. If all the passen-
gers would carefully take hold of the
pinch handles, even that question could
be answered easily.

But they won't

Stop and think. Don't you usually take
hold of the side of a curtain at home?
So do most other people. Doesn't that
explain why the passengers invariably
overlook the pinch handles?

Now what are you going to do about
it? There is just one answer.

The RING
FIXTURE

lets go when the pas-
senger takes hold —
and takes hold when
the passenger lets go
— and does it automat-
ically.

Wedging

A Curtain with
Ring Fixtures —

i. Stays in the Groove.

2. Stays level.

3. Will not creep.

Do you know of any other fixture
which will do these three things?
Neither do we, and we have made all
kinds.

The Curtain Supply Co.

322 W. Ohio Street
Chicago, 111.

When clanger is at your
elbow — only a J-M Fire
Extinguisher will Jo.

If you were back of a switchboard
with a 5000 volt buss at one elbow and
the wall at the other, pumping a wobbly
extinguisher, you would be courting
death.

With the J-M Extinguisher you can
do all your pumping where you have
elbow room before you open
the nozzle, then go into the
tightest corner and with the
air pressure thus stored shoot
straight and true into the
flame. When you have room
to pump and aim at the same
time, you can do so — option-
ally.

The steady stream reaching
30 feet is dielectric and thus
affords perfect safety to the
operator putting out incipient
fires of electrical, gasoline,
grease or oil origin.

Labeled by the Underwrit-
ers' Laboratories and included '
in the list of approved fire
appliances issued by the National Board
of Fire Underwriters.

J-M Fire Extinguisher Liquid for re-
charging J-M Extinguisher is supplied
in sealed quart cans selling at $1.00, by
all dealers handling the extinguisher.
Liquid is non-conducting, non-deteriorat-
ing, non-corroding and non-freezing. It
is the only liquid that maintains the effi-
ciency of the J-M Extinguisher.

Your dealer can supply you, or write
nearest Branch for booklet.

COVERS

THE CONTINI

Serves more people in
more Ways than any In-
stitution of its kind in
the world.

Chicago
Cleveland
New York
Philadelphia
Pittsburgh
St. Louis
San Francisco
Seattle
Toronto

H W. Johns-Manville Co.

EXECUTIVE OFFICES
296 Madison Ave., New York City

Ill

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

RESISTORS

E M B Resistors are not merely best — they are
ideal — unbreakable — rustproof. Their drawn
grids with few joints and easy tapping points
make it extremely simple to adjust steps.

THE ELLCON COMPANY

50 Church Street, New York

GREAT BRITAIN: AUSTRALIA:

Electro-Mechanical Brake Co., Ltd., West Bromwich, England J. G. Lodge & Co., 109 Pitt Street, Sydney

SAFETY— ECONOMY— EFFIC IENC Y

GRIFFIN F.C.S. WHEELS

Maximum Mileage
Minimum Cost

For Street and Interurban Railways
OUR LARGE OUTPUT INSURES PROMPT DELIVERIES

GRIFFIN WHEEL COMPANY

McCormick Building
CHICAGO, ILL,

FOUNDRIES
Chicago Detroit

St. Paul Denver

Kansas City Los Angeles

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

7— -

To meet the requirements of its high class service —

The London & Port Stanley Railway

ordered

Jewett Steel Cars

one of which is shown above.
They are decidedly "cars of character."
Let us figure on your new requirement.

THE JEWETT CAR CO., Newark, Ohio

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

Mpango

About the only thing the Congo son inherits
from his father is Mpango — a taboo for some
specified kind of food.

If he eats such food at any time he may
expect the penalty of some terrible illness.

Of course it's all bosh and foolish looking
and it keeps the poor son away from good
eats.

— but what about the custom we often set
around us of putting the taboo on the carbon
brush buyer so that he can't exercise his own
judgment in buying, say, Morganite carbon
brushes even though he be convinced by actual
service that prescribed Morganite saves big
money over the brushes he is using?

You answer that question.

There's a prize for the best answer.

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

Factory, Brooklyn, N. Y.

AGENTS:

Lewis & Roth Co., 312 Denckla Bldg., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.

St. Louis, Mo.

Herzog Electric & Eng'g Co., 150 Steuart St.,

San Francisco, Cal.

The St. Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St. Louis

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

ROEBL1NG

Aerial Cables
Annunciator Wire
Automobile Horn Cord
Automobile Lighting Cables
Automobile Starter Cables
Automobile Charging Cables
Automobile Ignition Cables
Armature Coils
Bare Copper Wire
Bare Copper
Copper Wire,

Fire and Weatherproof Wire

Field Coils

Lamp Cord

Moving Picture Cord

Mining Machine Cables

Magnet Wire

Power Cable, Rubber Insulated

Power Cable, Cam!

Power Cable, Paper Insulated

Slow Burning Wire

Telephone Cable, Paper Insulation

Strands

Cables
Fixture Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

Branches:
New York Philadelphia Pittsburgh Chicago Boston Cleveland
Atlanta San Francisco Los Angeles Seattle Portland, Ore.

ALUMINUM

Railway Feeders

tSSuS Electrical Conductors

Aluminum Company of America

Pittsburgh, Pa.

Irto&dtefi^ a? mite

Electric Railway Accessories

Electric Railway Sales Distributors for:

The Wasson Engineering & Supply Co. — Was-
son Air-Retrieving Trolley Base. (U. S.)

The Garland Ventilator Co. — Ventilators.

The Joliet Railway Supply Co.— Self-Centering
Center Plates and Anti-Friction Side Bearings.
Chicago District Representatives for:

The Drew Electric and Mfg. Co.— Line Ma
United Utilities Co.— Miller Trolley Shoe
The Specialty Device Co.— Bierce "
Wire Protectors.
1508 Fisher Building, CHICAGO

nchors and Guy

11111=

w^f^n

3-Piece Construction — 1 -Piece Effect

Mechanically and electrically like a solid, continuous
section of cable or wires, splices made with

Frankel Solderless Connectors

meet every requirement. Simple 3-piece construction —
I one-piece effect. No soldering or sweating. Write for
details.
FRANKEL CONNECTOR COMPANY, Inc.

177-179 Hudson Street, New York

Chapman

Automatic Signals

Charles N. Wood Co., Boston

fflij^

rnieSimmen System

Direct Contact Between

Dispatcher and Motorman

Write for Details

SIMMEN AUTOMATIC RAILWAY SIGNAL CO

1575 Niagara St.. Buffalo, N. Y.

fflfflp

FEDERAL SIGNAL CO.

Manufacturers ) < Automatic )
Engineers > for •< Signaling > either
Contractors J (. Interlocking J

(D.C.

No Interlocking Switches Are Safe Without

Federal Switch Guards

MAIN OFFICE and WORKS - - ALBANY

N.Y.

52 Vanderbilt Avenue, New York Monadnock Block,

Chicago

118-130 New Montgomery St., San Francisco, Cal

AETNA INSULATION LINE MATERIAL

and Wheels,

Tbird Rail Insulators, Trolley Bases, Poles,
Bronze anil Malleable Iron
Section S«

Albert & J. M. Anderson Mfg. Co.

289-93 A Street, Boston, Mass.

Established 1877.
Branches — Xew York, 135 B'way. Phila-
delphia, 420 Real Estate Trust Iililg. Chicago, 108 So. Dearborn St.
San Franclseo, 613 Postal Telegraph Bldg. London, 48 Milton Street

Section Swi

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

THE LINDSLEY BROTHERS CO.

Western "Good PoleS Quick" Northern

Minneapolis
Spokane - St. Louis

Butt Treai
Open Tank
Hot and Cold"

MARSH & MCLENNAN

Insurance Exchange

Cedar St. 1615 California St.

314 Superior St
DULUTH

FIRE INSURANCE

Special Attention Given to Traction Insurance

CHICAGO

300 Nicollet Ave. Ford Bldg. 17 St. John St 23 Leadenhall
MINNEAPOLIS DETROIT MONTREAL

I NEWVORK """■'DENVER" "' " ~ DULUTH MINNEAPOLIS DETROIT MONTREAL LONE

THESE OFFICES WILL GIVE YOU THE BEST THERE IS IN INSURANCE SERVICE

Transmission Line and Special Crossing
Structures, Catenary Bridges

Write for our New Descriptive Catalog.

ARCHBOLD-BRADY CO.

Engineer. & Contractor. SYRACUSE, N. Y.

Creosote Oil

CUTS WOOD

PRESERVING BILLS

IN HALF

Write

Eta

NEW YORK
Branches in Principal Cities

Splicing Sleeve

NO SOLDERING

NO HAMMERING

POWERFUL, QUICK

AND PERMANENT

STANDARD RAILWAY
SUPPLY CO.

42» Fergus St., Cincinnati, O.

POLES

PAGE & HILL CO.

MINNEAPOLIS. MINN.

The New Draw Cable Insulator and Splicing Sleeve
ia only one'of many of our
economy devices.

WOO PRESERVER
us P»T[r*T orncs

THE CARBOLINEUM FAMINE IS NOW PASSED

We can furnish 500,000 gallons and more
It is made in America — by Americans, and for

Americans.

It is "C-A-WOOD-PRESERVER" (Carbolineum-

America)— the only Wood Preserver sold with a

quality affidavit guaranteeing you superiority.

C-A-WOOD- PRESERVER COMPANY, Inc.

St. Louis, Mo., 56 Liberty St., New York,
and Branches

LETTENEY IS LASTING

1867

1916

Anthracene Oil of ■"SJTSSS^fSf^H Carloads or

Highest Quality. f PRESERVATIVE" Shipped promptly.
THE NORTHEASTERN CO.

BOSTON, MASS.

Michigan >

CEDAR POLES

POSTS. TIES AND PILING

W. use C-A-Wood-Preserver in Treating

The Valentine-Clark Co.
General Office: Minneapolis, Minn.

Toledo, Ohio; Chicago, 111.; Kansas City, Mo.; St. Mari

POLES

PILING

We brag about the SERVICE we give

B. J. CARNEY & CO.

F. B. BRANDE, Manager M. P. FLANNERY, Manage

819 Broad Street, Grinnell, la. Spokane, Wash.

Commit w.

It Meets Every Requirement— The Celebrated

Trenton Trolley Wagon

J. R. McCARDELL & CO.

Patentees and Sole Manufacturers

TRBNTON. N. J.

TDC ATUn poles. CROSS ARMS, TIES,
1 1\LA 1 EiU TIMBERS, PAVING BLOCKS

CAPACITY 100,000,000 FEET B.M. PER ANNUM

SEND FOR PAMPHLET

International Creosoting & Construction Co.

Address all coming
Works: Beaun

TOOLS

for all classes of electrical construction and repair

work. Write for catalog.
Mathias Klein & Sons c«!£tefi«. Chicago

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

HIGHEST QUALITY

TRACK SPECIAL WORK

WE MAKE THIS QRADE ONLY

CLEVELAND FROG & CROSSING CO.
CLEVELAND, OHIO

Special Track Work

Built along quality lines to
withstand long,

Switches

Frogs, Crossings,

Manganese Centers

New York Switch & Crossing Co.

Hoboken, New Jersey

"Iron Resists corrosion
in proportion to its purity"

"ACME" (Nestable) Corrugated Metal Culverts have
this trademark stencilled on every section. It has been
the exclusive trademark of The Canton Culvert & Silo
Company for years past, as users and all others familiar
with "ACME" Culverts know.

|T^V_^_Aft/ I /SI

(Licensed Under Patents Granted to The International Metal Products Co.)

The NO-CO- RO METAL stencil means iron guaranteed
(by surety bond) to analyze 99.90% pure — not to contain
more than .10% (10/100 of 1%) In the aggregate of carbon,
manganese, phosphorus, sulphur and silicon. Of uniform
and homogeneous composition — an exceptional ruit-retut-
ing culvert material.

If you insist on NO-CO-RO METAL you'll get the high-
ett purity iron obtainable in corrugated culvert construc-

Get the catalog showing "ACME" (Ne
Write for Catalog G3.

able) Culverts.

The (£nton Culwot6Silo(Jk

Manufacturers
(5.NTON.OHIO. U.S A.

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & Wire Company

Chicago New York Cle

I Pittsburgh Worcester I]

Steel Product! Co., New York
ve : U. S. Steel Products Co.
lies Portland Seattle

Portable Rail Grinder

E. P. SEYMOUR pg!K8KSa!L

Write for particulars to 9 Barton St., Waltham, Mass.

Manganese Steel Track WorR

FROM THE
LARGEST LAYOUT
TO THE
SMALLEST INSERT

St. Louis Steel Foundry, 1560 Kienlen, SI. Louis, Mo.

Owned and operated by Curtis & Co. Mfg. Co., St. Lc

Ramapo Iron Works

Main Office, Hill burn, N. Y.

New York Office: 30 Church St.

Automatic Switch Stands,

T-Rail Special Work,

— », Manganese Construction,

*■* Crossings, Switches, Etc.

LINCOLN RAIL BONDS

Cheapest and quickest to install

Most efficient — See page adv. in June 3 issue of this paper
Lincoln Bonding Co., 636 Huron Rd., Cleveland

"WHALEBONE"

Fibre Track Insulation

DIAMOND STATE FIBRE CO.
Ismere, Del. Bridgeport, Penna. Chicago, 111.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

A Great Combination

No. i to sweep cross-
ings.
Xo. 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.
Xo. i and Xo. 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.

Preparedness is on Every

Tongue Now — We've

Advocated It for Years.

DEARBORN FEED WATER
TREATMENT

The engineer who uses it in his boilers
will never be exposed to the attacks of scale
and its allies, bagging, pitting and corrosion.

Dearborn Chemical Company

McCormick Building, Chicago

The Babcock & Wilcox Company

85 Liberty Street, New York

WATER TUBE

Steam Superheaters

STEAM BOILERS

Mechanical Stokers

Works BARBERTON. OHIO— BAYONNE, N. J.

ATLANTA, Candler Building.
BOSTON, 35 Federal St,
CHICAGO, Marauette Building.
CINCINNATI, Traction Building.
CLEVELAND, New England Building.
DENVER, 435 Seventeenth St.

BRANCH OFFICES:

HAVANA, CUBA. Salle de Aguiar 104.
HOUSTON, TEX.. Southern Pacinc Bldg.
LOS ANGELES, I. N. Van Nuys Bldg.
NEW ORLEANS, 533 Baronne St.
PHILADELPHIA, North American Building.
PITTSBURGH, Farmers' Deposit Bank Bldg.

SAN FRANCISCO, Sheldon Bldg.

SAN JUAN, Porto Rico, Royal Bank Bldg.

SEATTLE, Mutual Life Building.

TUCSON, ARIZONA, Santa Rita Hotel Bldg.

Foster Superheaters

Insure uniform superheat at temperature specified

Power Specialty Company

III Broadway, New York City

The MODERN WAY of handling ASHES:

GECO Pneumatic Ashhandling Systems

GECO Steam Jet Ash Conveyors

GREEN ENGINEERING CO.

East Chicago, Indiana

Catalogue 8 — GECO Pneumatic Ash Handling

Systems.

Bulletin 1— "Green Chain Grate Stoker*.

Bulletin 2 — GECO Steam Jet Ash Conveyors.

I. T. E.

Circuit Breakers

best obtain.it>!.
plete Caulosu

Kilby Frog & Switch Co.

BIRMINGHAM. ALA.

Tongue Switches, Mates, Frogs, Curves and

Special Work of all kinds for Street Railways.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

Full Power with
High or Lower Adjustment

Many emergencies requiring a
powerful jack present a diffi-
culty in bringing the jack to bear
on the load. The

Buckeye Emergency
Jack No. 239 Special

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.

The Buckeye
Jack Mfg. Co.

Alliance, Ohio

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

NILES - BEMENT-POND GO.

111 Broadway, New York

Boston Philadelphia Pittsburgh Chicago

St. Louis Birmingham, Ala. London

The Acetylene Blow Torch

Pr@£t- O-Torch

'Costs less to buy than «
a good gasoline blow
torch and costs less to use

In all soldering and braiing the Prest O-Torch
avoids the delays and uncertainties ot gasoline
outfits. Provides a concentrated, Intense flame
that doesn't blow out even in a high wind

no attention whatever. Used with handy
O-Lite cylinders — ready-made gas. Style
76c. (Canada 85c). Used with the small

and overhead work. Style "C
rger sises ot Prest-O-Lite,
rill brsse up to % inch round rod
ada $2.75)

Write for special literature and learn where

von can see the Prest-O-Torch
THE PREST-O-LITE CO., Inc., 805 Speedway, Indianapolis, Ind.

Canadian Office & Factory, Merritton, " *
Exchange Agencies Everywhere

MC size Prest-

Prest-O-Torch for

Sells (or

IRCO are the Standard TAPES

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway, New York. U. S. A.

THE NELSONVILLE BRICK CO., Nelsonville, Ohio

Rails and Nelsonville Filler
and Stretcher Brick

offer all the advantages without the disadvantages of

the groove rail.

Construction approved by City Engineers.

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Clesr and Black Air Drying Insulating Var

FOR THE MANUFACTURER— OPERATOR— REPAIRER

THE STERLING VARNISH COMPANY

PITTSBURGH, PENNA.

Manchester, England

The Big Three

D & W Fuses, Deltabeston Wire
Delta Tape

D & W Fuse Co., Providence, R. I.

LATINGTP^F,

of ^^"

Quality -

STANDARD

Vroven Fabric Co.
VfolpoU.Majj.

DAISES the possibil-
ity of efficient stok-
naximum.
catalog "C."

IRON ITJ/ORKS
Mich. W U.S.A.

ing to a maximum.
Write for catalog "C."

PROVIDENCE H-B

FENDERS

LIFE GUARDS

The Consolidated Car Fender Co., Providence, R. I.

M anufacturtrs of The Providence Fender and H-B Life Guard
Wendell & MacDufHe Co., 61 Broadway, New York

•IS

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

VMM

PAINTS

for all
ELECTRICAL WORK

such as field coils, armatures,
wires, cables, transformers, bat-
teries, etc., and for

IRON and STEEL

such as trucks, underframes,
poles, cars, bridges, culverts,
roofs, structural steel, etc.
Ohmlac is a preservative against
RUST, moisture, acids, alkalies,
sulphur and electrolysis.

Union Insulating Co.

Sole Agents and Distributors

Great Northern Bldg.

Chicago

FORD TRIBLOC

A Chain Hoist that excels in every feature. It has
Planetary Gears, Steel Parts, y/i to I factor of Safety.
It's the only Block that carries a five-year guarantee.

FORD CHAIN BLOCK 8s MFG. CO.
142 Oxford Street, Philadelphia

TICKETS

as well as

CASH FARES

Try these boxes on your one-
man cars

Cleveland Fare Box Co.

CLEVELAND, OHIO

Johnson Registering
Fare Boxes

used in connection with the
car register increase receipts
$1.00 per car, per day, counts
metal tickets the same as cash
thus giving a positive check on
all class of fares.

WRITE FOR NEW BOOKLET

JOHNSON FARE BOX COMPANY

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
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.

KIN NEAR Steel Rolling Doors
FOR CAR HOUSES

equipped and th€
rs motor-operated if desired. Manufactured by the
INNEAR MANUFACTURING CO., Columbus. Ohio
BOSTON PHILADELPHIA CHICAGO

IRAILWAY UTILITY COT!

Salt Aronn/ootu

"Honeycomb" and "Round Jet" Ventilator*

lor Monitor and Arch Roof Cars, and all classes of buildings.; also
Electric Thermometer Control

Car Te

Saved from the Ashes as many tickets
. nickels lost to you. Avoid the risk.
i Patten Ticket Destroyer is u«ed right ii
1 under the eyes of trustworthy employes.

It mutilates beyond redemption.

Scrap sold will pay for the machines.
L Ask us for Circular J.

** PAUL B. PATTEN CO.

78 Lafayette St., Salem, Mass.,

the office
U. S. A.

The Best Shade Rollers For Cars

tioo for years, a
you can bur, are m><
N. J. This company

y..u hi
If they

protected wh.
r shade roller
*ar the slgnatur

^ifc^i75**^*Z«rr>t-

Ventilation- Sanitation— Economy— Saleiy

All Combined in

THE COOPER FORCED VENTILATION HOT AIR HEATER

Patented September SO, 1913. Ash for the full ttory.

We Also Manufacture Pressed Steel Hot Water Heate s
THE COOPER HEATER CO., CARLISLE, PA.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITS FOR THERMOSTATIC CONTROL INFORMATION

ELECTRIC HEATERS Cut in-

stallation and Maintenance Charge.

VENTILATORS Also Ventilate in
Stormy Weather.

THERMOSTATS Save Current.

ORIGINATED the Use of NON-
CORROSIVE Wire for Electric
Car Heaters.

ORIGINATED The Ventilated
Coil Support.

LET US FIGURE ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PL, New York

GOLD

GRAPHIC METERS

Portable and Switchboard Types

Ammeters, Voltmeters, Wattmeters, etc.

"The Meter witk a Record."

Indian-
apolis,
Indiana

The Standard for Speed, Accuracy, Durability

B-V Visible Punch

Look for this

>*V^ Bonney-Vehslage
/o.w\ Tool Company

^sT jr 124 Chambers Street
TradeMark New York City

k?N- .

SEVEN THOUSAND TROLLEY POLES IN STOCK

Not Gas Pipe but High Carbon, Butt- Welded Poles Made from Special
Skelp and Capable of Standing 35 to 40 Pounds Wheel Pressure on
the Trolley Wire.

NUTTALL

PITTSBURG

For the Answer to your Fare Collection Problems
Write for

"Earnings Per Passenger Mile"

It tells how the

BONHAM TRAFFIC RECORDER

Will Meet Your Needs
The Bonham Recorder Co., Hamilton, Ohio

THE PETER SMITH HEATER COMPANY

1735 Mt. Elliott Ave., Detroit. Mich.

MASdV SAFETY TREADS— prevent slipping and thus obviate
damage its.

KARHOLITH CAR FLOORING— for eteel cars Is sanitary,
fireproof and light in weight.

STA\WOOD STEPS— are non-slipping and self-cleaning.

Abov< products are used on all leading Railroads. For details
address amkricajj MASON SAFETY TREAD CO.
Main OMces: Branch Offices: Boston, New York City. Chicago. Phlla-
Lowell, Mass. delphla, Kansas City, Cleveland, St. Louis.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

FOR SALE

ninkli fourteen bene* open car bodies.

8— llrill fourteen bench open can, Wen. 56 Motors. Brill 22E
Truck*.
40— Brill fen bench open can. We*. 68 Motors, Peckham Trucki.
16—12' Interurban Cars, Baldwin Trucks, 4 West. 121 Motors.
25— Brill 20' Closed tars, 2 West. 56 Motors, Brill 22-E Trucks.
40— Brill 20' Closed Cars, G.E. 1000 Motors, Peckham Trucks.

6— Brill 30' Express Cars complete, 4 G.E. 1000 Motors, Brill
27-G Trucks, AA-1 Air Brakes.
30 — G.E. 90 Kailway Motora' complete.
20 — G.E. 73 Railway Motors complete.
40— G.E. 1000 Kailway Motors complete.
20— G.E. 800 Railway Motors complete.
18— G.E. 87 Railway Motors complete.
18 — G.E. 57 Railway Motora complete. Form fit.
12— G.E. 57 Railway Motors complete. Form A.
22— West. 12A Railway Motors complete.
12— West. 388 Railway Motors complete.
10 — West. 112 Railway Motors complete.
18— West. 101-11.2 Armatures, Brand New.

6 — West. 93-A-2 Armatures, Brand New
> -J — West. 93 Armatures, Brand New'.
14 — G.E. 80-A Armatures, Brand New.

4 — G.E. 87 Armatures, Brand New.

J— G.E. 73C Armatures. Brand New.

6 — G.E. 67 Armatures, Brand New.
12 — G.E. 57 Armatures, second-hand, two turn.
14 — West. 56 Armatures, second-hand.
40— K10 Controllers.
12— K28B Controllers.
26— K6 Controllers.
22— Kll Controllers.
12— K14 Controllers.

6— Brill 21-E Trucks, 7' 6" and 8' wheel base.

All of the above Apparatus is in first class condition

for immediate service

For further partlcularslapply^to

W. R. KERSCHNER COMPANY, Inc.
50 Church Street, New York City

INTERURBAN CARS

3 51 -ft. Combination
Passenger — Smoking — Baggage

Built 1911— FINE CONDITION

Westinghouse 316 motors, "HL" control, M.C.B.
Radial couplers; air brakes; Brill No. 27 M.C.B.
trucks.

2 13-BENCH M. C. B.

52-ft. OPEN TRAILERS

(Only made 50 miles)

Brill M.C.B-.- No. 1 Trucks. M.C.B. Radial

Couplers

IMMEDIATE
DELIVERY

3 IS ONLY ONE OF MANY BARGAINS

ARCHER & BALDWIN

114-118 Liberty Street New York City

TELEPHONE 4337-4338 RECTOR

500 K. W. Rotary Converter

1—500 K.W. General Electric Rotary Converter, 3 phase,
Type H.C.— 12— 500— 600 R.P.M., 600 volts D.C.,
complete with end play device, speed limit device
and field rheostat.

Railway Motors

4—75 «° 90 H.P. Westinghouse No. 112 Railway Motors,
newly rewound, practically new.

IMMEDIATE DELIVERY

CARS FOR

SALE

OPEN and CLOSED

MOTOR and TRAIL

Write for Price and Full Parti

ulars to

ELECTRIC EQUIPMENT CO.

Commonwealth Bldg.

Philadelphia Pa.

MACGOVERN & COMPANY, Inc.

FRANK MACGOVERN, Pres. & Gen. Mgr.
114 LIBERTY STREET NEW YORK CITY

Steam and
Electrical Machinery

Air Compressors, Pumps, Hoists, etc.

COMPLETE ARMATURES FOR SALE

FOR ALL THE STANDARD
STREET RAILWAY MOTORS

GET OUR PRICE WE CAN SAVE YOU MONEY

America'* Creates! Repair Works

CLEVELAND ARMATURE WORKS, Cleveland, 0.

Get Your Wants into the Searchlight

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

CJet i|oii* Tflfait& otto the, SeoAckiujrvt

ADVERTISING RATES

If replies are in care of any of our offices, allow
five words for the address.

All advertisements fo
$2.40 an inch.

bids (Proposals) cost

ADVERTISEMENTS IN DISPLAY TYPE

cost as follows for single insertions:

Ap.(IKi3Hins.) $5.00 Iin.(li2ftin«.) $3.(

Hp.(2Hx3^im.) 10.00 4 inches (4i2ft ins.).. II .(

Kp.(5*3Hor2H*7ins.) 20.00 8inches (8«2ftin>.) .. 22.4

HP- (IO>ii3Hor 5x71ns.) ... .40.00 I5inches 40.5

I page (lO^ins.) 30 inches. . . .$80.00
For space to be used within one year, to be divided t
suit requirements of advertiser, provided some space i
used in each issue following first insertion:

I page $80apage 18 pages $56 a pa,

3 pages 72apage 26 pages 53apaf

ad all of these carefully and I

as possible t
When ad>

that the r

ment the present locati

market for equipment.

t quick rep!
I is offered I

: and address — or a local address of some
s. We advise also that you state in your
for sale, or point of delivery provided you i

Obsolescence

Have you some
equipment,
machinery or
supplies that ought
to be moved?
And if a buyer
could be found,
wouldn't it be easy
to convert this into
cash?

Our Searchlight
Service will be the
finder for you. It
will help you to
locate some one who
would be glad to pay
you service value now
for what you might
otherwise sell at
scrap value.
Better look over
your stock and send
us a trial advertise-
ment. The cost will
be slight; the results
may surprise you.

ELECTRIC
RAILWAY
JOURNAL

Immediate Shipment
1200 Kegs of 6x56 Standard

RAILROAD SPIKES

$2.00 per cwt. Pittsburgh.
Also, large tonnage of

RELAYERS

M. K. FRANK, 917 Frick Bldg.
Pittsburgh, Pa.

MISCELLANEOUS WANTS

T Rail Wanted

:-half miles of Shanghai T_R_ail

Road, Rockford, 111.

Generator Sets Wanted At Once

2 motor generator sets, 200 to 400 K.W., D.C.
generator. 500-600 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines that could
be used with a flexible coupling would be ac-
ceptable.

Kingston, Portsmouth & Cataraqui

Electric Railway Co.

Kingston Ont., Can.

Bridge Wanted

'uss span of from 206 to
Send full particulars as
with prints and quote

Must be single thru i
215 feet in length,
to loading specificat

price. Union Traction Company of Indiana,
Anderson, Ind.

POSITIONS WANTED

ACCOUNTANT, age 25, married, graduate oi
high school and business course, five years
experience in steam and electric railway of
fices, desires position as auditor receipts oi
traveling auditor with good prospect for ad
vancement. Have good references. Box 948
Elec. Ry. Jour.

POSITIONS WANTED

general experience,

oosition; excellent references;
where. Box 1092, Elec. Ry. Jo

FOREMAN— Positi

i wanted as_ shop and
years' practical exper'
'089,

Strictly sober and reliable. Box 1089, Elec.
Ry. Jour., Real Estate Trust Bldg., Phila., Pa.

superintendent of ;
Box 1085, Elec. B
Bldg., Chicago, II

MAS I i R

speed equipment, first class
Unquestionable ability. A-l r
1091, Elec. Ry. Jour., Rea
Bldg., Philadelphia, Pa.

shop manager.

'ferences. Box

Estate Trust

POSITIONS VACANT

COMBINATION lineman and track foreman
wanted, familiar with U. S. signal and private
telephone work for small interurban line 40
miles from Chicago. Open July 1st. Box
1090, Elec. Ry. Jour.

ELECTRICIAN, competent to wi

and take care of over-head work, also repairs
on cars. Married man preferred. Run two
regular cars. Only sober man need apply.
Steady work. State wages. Box 1084, Elec.
Ry. Jour., 1570 Old Colony Bldg., Chicago,

EXPERIENCED master mechanic wanted for
a railway operating eleven cars in New Eng-
land. Twenty-one dollars per week. State
age, experience, habits and references with
application. Box 1082, Elec. Ry. Jour.

(Acetylene Apparatus to Coil Banding and Winding Machines) [JUNE 10, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

More tlian .t<«> different products arc here listed.

The Alphabetical Index (sec eighth page following)
gives the page number of each advertisement.

As far as possible advertisements are go 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 Apparatus. (See Cut-
ting Apparatus, Oxy-Acsty-
lene.)

Acetylene Service.
Oxweld Acetylene Co.
Prest-O-Llte Co., Inc., The.

Alloys and Bearing Metals.
(See Bearings and Bearing
Metals.)

Anchors, Guy.

Holden tic White.
Johns-Manville Co.. H. W.
Ohio Brass Co.
Western Electric Co.
Westlnghouse Klec. & M. Co.

Automobile! and Busses.
Brill Co., The J. G.
General Vehicle Co.

Axles.
Bemis Car Truck Co.
Brill Co., The J. G.
Carnegie Steel Co.
Cincinnati Car Co.
St. Louis Car Co.
Standard Steel Works Co.
t s Metal & Mfg. Co.
Westlnghouse Elec. & M. Co.

Babbitting Devices.
American General Eng'g Co.
Columbia M. W. & M. I. Co.

Badges and Buttons.
International Register Co., The
Western Electric Co.

Bankers and Brokers.
Halsey & Co.. N. W.
Redmond & Co.

Batteries. Dry.
Johns-Manville Co., H. W.
Western Electric Co.

Batteries, Storage.
Electric Storage Battery Co.
Western Electric Co.

Bearings. Center.
Raldwln Locomotive Works.
Holden & White,

Bearings and Bearing Metals.
Ajax Metal Co.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Kerschner Co.. Inc., W. R.
I-ong Co.. E. G.
More-Jones Brass & M. Co.
St Louis Car Co.
W estinghouse Elec. & M. Co.

Bells and Gongs.
Brill Co.. The J. G.
Electric Service Supplies Co
St. Louis Car Co.
Western Electric Co.

Blow Torches for Soldering and
Brazing. (See Cutting Ap-
paratus, Oxy-Acetylene.)

Blowers.
General Electric Co.
Westlnghouse Elec. & M. Co.

Babcock & Wilcox Co.

Bonding Apparatus.
Electric Railway Improv. Co.
Ohio Brass Co.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc., The.

Electric Railway Improv. Co.
Electric Service Supplies Co.
Ohio Brass Co.

Bonds, Rail.
American Steel & Wire Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Ohio Brass Co.
Roebllng's Sons Co.. John A.
Western Electric Co.
Westlnghouse Elec. & M. Co.

Brackets and Cross Arms. (See
also Poles, Ties, Posts, Pll-
'ng and Lumber.)

Electric Service Supplies Co.
International Creo. & C. Co.
Lindsley Bros. Co.
Ohio Brass Co.
Western Electric Co.

Brake Adlustera.
Johns-Manville Co.. H. W.
Kerschner Co.. Inc.. W. R.
Smith-Ward Brake Co., Inc.

Brakes, Brake Systems and
Brake Parts.
Bemis Car Truck Co.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
General Electric Co.
Holden & White.
Lone Co., E. G.
Lord Mfg. Co.
National Brake Co.
St. Louis Car Co.
Westlnghouse Trac. Brake Co.

Brazing. (See Welding.)

Brooms, Track, Steel or Rattan.
Paxson Co., J. W.
Western Electric Co.

Brushes, Carbon.
Calebaugh Self - Lubricating

Carbon Co.
Dixon Crucible Co., Joseph.
General Electric Co.
Jeandron, W. J.
Morgan Crucible Co.
Western Electric Co.
Westlnghouse Elec. & M. Co,

umpers, Car Seat.

Electric Service Supplies Co.

Imperial Rubber Co.

Bushings, Case Hardened Man-
ganese.
Bemis Car Truck Co.

Castings,: Gray Iron and Steel.
American B. S. & Fdry. Co.
American Bridge Co.
American General Eng'g Co
Bemis Car Truck Co.
Columbia M. & W. & M I Co
Long Co., E. G.
St. Louis Car Co.
St. Louis Steel Fdry.
Standard Steel Works Co.
Union Springs & Mfg. Co

Bemis Car Truck Co.

Brake sf & Fdy. Co.

U"""'"11 i>i.ine ."5. oc fc

Bill Co.. The J. (T
Columbia M. W. gKU I
Long Co.. E. G. 1~ '
St. Louis Car Co. I

(See Badges and

Cables. (See Wires and Cables.)

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.
Cincinnati Car Co.
Jewett Car Co.
Kuhlman Car Co., G C
St. Louis Car Co.
Wason Mfg. Co.

Cars, Self-propelled.

Electric Storage Battery Co.
General Electric Co.

Castings, Brass.
Frankel Connector Co
More -Jones Brass & M. Co.

Castings, Composition or Cop.

Anderson M. Co., A. & J. M.

l.ouis Car Co.

Catchers and Retrievers, Trol-

Holden & White.
Kerschner Co., Inc., W.
Long Co., E. G.
Lord Mfg. Co.
Ohio Brass Co.
Wood Co., C. N.

Chargers, Storage Battery.
General Electric Co.

Little, Arthur D., Inc.

Circuit Breakers.
Cutter Electrical & Mfg Co.
General Electric 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.
Western Electric Co.

Clusters and Sockets.
General Electric Co.

Coal and Ash Handling. (See
Conveying and Hoisting
Machinery.) "

Electric Service Supplies Co.
Kerschner Co., Inc., W. R
Western Electric Co.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

The Scrap Heap is No
Place for Old Field Coils

Their copper content is too valuable to sell at a
scrap price.

Send them to us. We will remove the old insula-
tion, clean the copper and rewind it into new coils
(under our new process") securing for you coils of
the same size, shape and number of turns as the old
ones, at the mere cost of the insulation.

Salamander Pure Asbestos

is the insulation we use, and coils treated with it
will not carbonize with age nor break down under
overload.

All sizes of Salamander Asbestos Fireproof Wire
from No. 3/0 to No. 34 B. & S. G. carried in stack.
We also sell flexible asbestos insulated and asbestos
braided conductors for heater connections, etc.

Correspondence solicited.
Independent Lamp & Wire Co., Inc.

Single-Phase and Direct Current

Portable Electrodynamometer

Wattmeter, Model 310

An Instrument of Precision guaranteed to an accuracy of y* of
1% of full scale value on the working part of the scale, whether
used on D. C. circuits or A. C. circuits of any frequency up to 133
cycles per second and on circuits of any wave form.

Double ranges are provided for both current and voltage circuits.
All current ranges can be used for 100% overload indefinitely with-
out introducing error.

The movable system has an extremely low moment of inertia
and is very effectively damped. Indications are independent of
temperature and the instrument is shielded from external
"" inches long, is uniform through-

ni.i^ii.'ti'' influences
out the entire length
culil.iMted and provld

nfrror, over which the knife-edge
pointer travels, and the pointer
may easily be adjusted to zero by
means of a zero-correcting device.
For complete information re-
gurding -Model 310 Wattmeters
i Illustrated) and Model 329
Portable Polyphase Wattmeters
write for Bulletin No. 2002.
Other Models in this group are
Model 341 A.C. and D.C. Portable
Voltmeter, described in Bulletin
No. 2004: and Model 370 A.C.
and D.C. Portable Ammeter, de-
scribed in Bulletin No. 2003.

Weston Electrical
Instrument Co.

21 Weston Ave., Newark, N.J.

New York Richmond

Boston Denver

Buffalo

Cincinnati

Cleveland

Detroit

San Francisco

Toronto

Montreal

Winnipeg

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturers of the

ECLIPSE LIFE GUARD ECLIPSE WHEELGUARD

ECLIPSE TROLLEY RETRIEVER ACME FENDER

•Trade Mark Reg. U. S. Pat. Off."

Samson Spot Waterproofed Trolley Cord

lade of fine cotton yarn braided hard and smooth. Inspected and

nteed free from flaws. Proved
toniieal. Samples and informatioi
SAMSON COHDAGE WOIII

"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

ELECTRIC RAILWAY DEVICES

Multl-Vapo-Gap Lightning
High Power Compact Hand irrestersandHydrogrounds.

Brakes, Gear or Differ- f -_ V Trigger Lock Reversible

Controller Fingers.

enttal Types

Bases
Screenless

for Compressors

8terllng Sand Boxes.

Berg Fenders and Wheel

or Differ- f/~* V

r Cleaners |y*— y

>ressors ^■■■■ssr

'Q-P" Trolley

Soldered Rail Bonds.
Friction and Insulating

Tapes.
Sterling Ticket Punches.
Controller Handles.
LORD MFG. CO.,
O.t AV. 4<><1< St.. New York

UNION SPRING & MANUFACTURING CO.

SPRINGS COIL AND ELLIPTIC

M. C. B. Pressed Steel Journal Box Lids

General Office, First National Bank Bldg., Pittsburgh, Pa.

Works: New Kensington, Pa.

50 Church St., New York. 1204 Fisher Bldg., Chicago, 111.

Missouri Trust Bldg., St. Louis, Mo.

Fifteen years of experience with Graphite as a brush
material have developed a satisfied clientele which
recommends

DIXON'S Graphite Brushes

Write for Booklet 108-JW to the

Joseph Dixon Crucible Co. , Jersey City, N. J.

M-l

The ^IK^cap^Bxtbe" Battery

for

STORAGE BATTERY STREET CARS

TheElectric Storage BATTERYCa

PHILADELPHIA

( Coils, Armature and Field, to Hoists and Lifts)

[June 10, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Colli, Armature and Field.
Cleveland Armature Works.
Columbia H. W. & M. I. Co.
D 4 W Ku«e Co.
General Electric Co.

Colli. Choke and Kicking.
■Metric Barrio* BuppllM Co.
General Electric Co.
Westlnghouse Elec. 4 M. Co.

Coin-Counting Machine*.
International Register Co., The
Johnson Fare Box Co.

Commutator Blotter*.
American General Eng'g Co.
General Electric Co.
Westlnghouse Elec. 4 M. C<
Wood Co.. C. N.

General Electric Co.

Commutators or Parte.
American General Eng'g
Wor

(See Wood Pre-

;•::;

eveland Armature Works.

Columbl

General Electric Co.

Lone Co., E. G.

Western Electric Co.

Westlnghouse Elec. & M. Co.

Compressor*. Air.

Curtis 4 Co. Mfg. Co.

General Electric Co.

Westlnghouse Trac. Brake Co
Condensers.

General Electric Co.

Westlnghouse Elec. & M. Co.
Conduits, Underground.

Johns-Manville Co., H. W.

Western Electric Co.

Controllers or Parte.
American General Eng'g Co.
Columbia M. W. 4 M. f Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manvllle Co., H. W.
Westlnghouse Elec. 4 M. Co.

Controlling Systems.
General Electric Co.
Westlnghouse Elec. 4 M. Co.

Converters, Rotary.
General Electric Co.
Western Electric Co.
Westlnghouse Elec. 4 M. Co.

Conveying and Hoisting Ma-

Cord, Bell, Trolley, Register,

Brill "Co.. The J. G.
Electric Service Supplies Co
Imperial Rubber Co.
International Register Co., The
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., C. N.

Boyle 4 Co., Inc., John.

Couplers, Car.

Brill Co.. The J. G.
Cincinnati Car Co.
Long Co.. E. G.
Ohio Brass Co.
West'nghouse Trac. Brake Co.

■ ervatlves.)

Cross Arms. (See Brackets.)

Crossing Foundations.
International Steel Tie Co.,
The.

Bark River B. 4 Culvert Co.

California Cor. Culvert Co.

Canton Culvert 4 Silo Co.

Coast Culvert 4 Flume Co.

Corrugated Culvert Co.

Delaware Metal Culvert Co.

Dixie Culvert 4 Metal Co.

Hardesty Mfg. Co., R.

Illinois Corrugated Metal Co.

Independence Co. Culvert Co.

Iowa Pure Iron Culvert Co.

Kentucky Culvert Mfg. Co.

Lee-Arnett Co.

Lone Star Culvert Co.

Lyle Corrugated Culvert Co.

Michigan Bridge 4 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 4 I. Wks.

O'Neall Co., W. Q.

Ohio Corrugated Culvert Co.

Pennsylvania Metal Cul. Co.

Road Supply & Metal Co.

Sioux Falls Metal Cul. Co.

Spencer, J. N.

Spokane Corr. Cul. Co.
Tennessee Metal Culvert Co.
Utah Corr. Culvert 4 Flume
Co.

Virginia Metal & Culvert Co.
Western Metal Mfg. Co.
Wyatt Mfg. Co.
Curtains and Curtain Flxturea.
Brill Co., The J. G.
Curtain Supply Co.
Electric Service Supplies Co. |
Hartshorn Company, Stewart.
Pantasote Co., The.
St. Louis Car Co.

Cutting, Apparatus, Oxy-Acet.
lene.
Oxweld Acetylene Co.
Prest-O-Llte Co.. Inc., The.

Engineers, Consulting, Con-
tracting and Operating.
Archbold-Brady Co.
Arnold Co., The.
Brownell, H. L.
Burch, Edward P.
Byllesby 4 Co., H. M.
Drum 4 Co., A. L.
Ford, Bacon & Davis.
Gulick-Henderson Co.
Hunt 4 Co., Robert W.
Jackson, D. C, 4 Wm. B.
Little, Arthur D., Inc.
Richey, Albert S.
Roosevelt 4 Thompson.
Sanderson 4 Porter.
Scofleld Engineering Co.
Stone 4 Webster Eng'g Corp.
Westinghouse Church Kerr 4

Co.
White Companies, The J. G.
Woodmansee 4 Davidson, Inc.

Engines, Steam.

Westinghouse Elec. 4 M. Co,
Fare Boxes.

American General Eng'g Co.

Brill Co., The J. G.

Cleveland Fare Box Co.

International Register Co., The

Johnson Fare Box Co

Ire, and Fence

Fences, Woven Wlr
Potts.
American Steel 4 Wire Co.

Columbia M. W. 4 M. I. Co.
Electric Service Supplies Co.
Western Electric Co.

Dispatching System*.
Simmen Auto. Ry. Sig. Co.
Western Electric Co.

Door* and Door Fixtures.
Brill Co.. The J. G.
Hale 4 Kilburn Co.

FeJd?,r8„ and Wheel Guards.
Brill Co., The J. G.
I Cincinnati Car Co.

Cleveland Fare Box Co.
Consolidated Car Fender Co.
Eclipse Railway Supply Co.
Electric Service Supplies Co.
Lord Mfg. Co.
Star Brass Works.
Western Electric Co.
Fibre.
Diamond State Fibre Co
Johns-Manville Co., H W
westinghouse Elec. 4 M. Co.
Fibre Tubing.
| Diamond State Fibre Co.
j Johns-Manville Co., H. W
Westinghouse Elec. 4 M. Co.
Fibre Insulation.
Johns-Manville Co., H. W.
U. S. Metal 4 Mfg. Co.
Field Colls. (See Colls.)

FII^mpEeXr?a?gRUi,bhb,enrgcAoPParatU,•

Johns-Manville Co.,' H. W.
Fire-Proofing Material.

Johns-Manville Co., H. w.
Flooring, Composition.

American Mason Safety T. Co.

Johns-Manville Co.. H W

Western Electric Co.
Forging*.

Standard Steel Works Co.
Furnaces. (See Stoker*.)
Fuses and Fuse Boxes.

American General Eng'g Co

Cohambia M. W. & jjf f Co

u & w Fuse Co.

General Electric Co

Johns-Manville Co., H W

Western Electric Co.

Westinghouse Elec. 4 M. Co.
Fujes. Refillable.

Columbia M. W. 4 M I Co

^onomy Fuse Mfg. Co. '

General Electric Co.

Johns-Manville Co.. H W

Gear Blanks.
Carnegie Steel Co.
Diamond State Fibre Co.
Standard Steel Wks. Co.

Gear Cases.
Columbia M. W. 4 M. I. Co
Electric Service Supplies Co.
Thayer 4 Co.
U. S. Metal & Mfg. Co.
Westinghouse Elec. 4 M. Co.

W. R.
■ ears and Pinions.
American General Eng'g Co.
Columbia M. W. & M. I. Co.
Diamond State Fibre Co.
Electric Service Supplies Co.
General Electric Co.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Nuttall Co., R. D.
U. S. Metal 4 Mfg. Co.

Generators. Alt-Current.
General Electric Co.
Western Electric Co.
Westinghouse Elec. 4 M. Co.

Generators, Dlr.-Current.

General Electric Co.

Western Electric Co.

Westinghouse Elec. & M. Co.
Gongs. (See Bells and Gong*.)
Graphite.

Dixon Crucible Co., Joseph.

Morgan Crucible Co.

ireases. (See Lubricants.)

Grinders, Portable, Electric.
General Electric Co.
Railway Track-work Co.
Seymour Portable Rail G

der Co., E. P.
Western Electric Co.

Drill*, Track.
American Steel 4 Wire Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Dryer*, Sand.

Electric Service S.
Zelnlcker Compan

Gaskets.

Diamond State Fibre Co.

Imperial Rubber Co.

Johns-Manville Co., H. W

Power Specialty Co.
Ga« Producer*.

Westinghouse Elec. 4 M. Co.
Gates. Car.

grm Co.. The J G.

Cincinnati Car Co.

Jewett Car Co.

Guards, Trolley.
Electric Service Supplies Co.
Ohio Brass Co.

Harps, Trolley.
American General Eng'g Co.
Anderson M. Co., A. 4 J. M.
Electric Service Supplies Co.
More-Jones Brass & M. Co
Nuttall Co., R. D.
Star Brass Works.
Western Electric Co.

Headlights.

Electric Service Supplies Co.

General Electric Co.

Long Co., E. G.

Ohio Brass Co.

Osgood Lens & Supply Co.

St. Louis Car Co.

Westinghouse Elec. 4 M. Co.
Headlining*.

Kerschner Co., Inc., W. R.

Pantasote Co., The.

U. S. Metal 4 Mfg. Co.
Heaters, Car, Electric.

Gold Car Heating & righting

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.
Smith Heater Co., Peter.

Hoists and Lift*.
Curtis 4 Co. Mfg. Co.
Duff Manufacturing Co.
Ford Chain Block & Mfg. Co.
Kerschner Co., Inc., W. R.
Niles-Bement-Pond Co.
Patten Co., Paul B.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

Uniform -LECARBONE
Reliable 1 CARBON BRUSHES
Efficient 1 \

Try them. They
tell their own story

W. J. Jeandron

173 Fulton Street
New York City

Pittsburg Office: Canadian Distributors
636 Wabash Building Lyman Tube & Supply Co., Ltd.
Montreal and Toronto

TAMP YOUR TRACK
the "IMPERIAL" way

and save time and labor
while securing a more
permanent roadbed.

Bulletin 9023 contains a fund of
information. ^ Ask for a copy.

Ingersoll-Rand Company

New"¥brk o.^icre trpWorw Owe London

TPL

We base all our "ads" on facts. We guarantee
TULC and stand back of it. Others have shown
a large saving with TULC. It has been proven
to be the best lubricant.

■Mao, »g»™@ ©a

Reproduction of a Car Brass in Service for fifteen years

This Car Brass was
•sent to us by a large
Electric Railway Sys-

all our Car Brasses to
wear as long — but this
Time Record points to
why, after thirty years'
experience, AJAX
METALS stand at the

THE AJAX METAL COMPANY

Established 1880

Philadelphia, Pa. Birmingham, Ala.

'Boyerized" Products Reduce Maintenance

Bemis Trucks

Case Hardened Brake Pins
Case Hardened Bushings
Case Hardened Nuts and Bolti
Bemis Pins are absolutely smooth and true

Manganese Brake Heads
Manganese Transom Plates
Manganese Body Bushings
Bronze Axle Bearings

ter. We carr

Bemis Car Truck Co., Springfield, Mass.

S-W Shim Slack Adjusters Save Brakeshoes
and Labor

Smith-Ward Brake Company, Inc.

17 Battery Place, New York

W. It. Kerschner Corn-
Eastern Sales Agents
SO Church St., New York
City

V. Cardois Corn-

Norfolk, Va.

Steel for Service

Gears cut from

Rolled Steel Gear Blanks

when properly heat treated wear the longest.

Why not specify them in your next require-
ments from your Gear cutters?

It protects the
user

Carnegie Steel Company

General Offices, Pittsburgh. Pa. 762

I I lose Bridget to Seats, Car)

[June 10, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Hon, Pneumatic and Flrt.
Imi|m ri.w Kni.iier Co.
JoIiiim-MiiiiviMp Cu., II. W.

Hydrogrounds.
Lorcf Mfg. Co.

Inspection.

Inc.

[AborwtortM,

Hunt & Co., Robert W.
Instrument!, Measuring, Testing
and Recording.

Eaterllne Co., The.

General Electric Co.

Johns-Manvllle Co., H. W.

Sangamo Electric Co.

Western Electric Co.

Westlnghouse Elec. & M. Ca

Weston Elec'l Instrument Co.
insulating Cloths, Paper and
Tape.

Anderson M. Co., A. & J. M.

Diamond State Fibre Co.

General Electric Co.

Imperial Rubber Co.

Johns-Manville Co., H. W.

Lord Mfg. Co.

Standard Woven Fabric 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 Co.

Imperial Rubber Co.

General Electric Co.

Holden & White.

Johns-Manville Co., H. W

Mechanical Rubber Co.

Standard Paint Co.

Sterling Varnish Co.

Western Electric Co.

Westlnghouse Elec. & M.

Insulators. (See also Line Ma-
terial.)

Anderson M. Co., A. & J. M.

Drew Electric & Mfg. Co.

Electric Service Supplies Co.

General Electric Co.

Johns-Manville Co., H. W.

Ohio Brass Co.

Western Electric Co.

Westlnghouse Elec. & M. Co.
Insulators, Tree.

Holden & White.

Jacks. (See also Cranes, Hoists
and Lifts.)

American General Eng'g Co.

Brill Co., The J. G

Buckeye Jack Mfg. Co.

Columbia M. W. & M. I. Co.

Duff Manufacturing Co.

U. S. Metal & Mfg. Co.
Jack Boxes. (See also Tele-
phones and Parts.)

Electric Service Supplies Co.

Western Electric Co.
Joints, Rail.

Carnegie Steel Co.

Zelnirker Supply Co., W. A.
Journal Boxes.

Bern is Car Truck Co.

Brill Co., The J. G.

Long Co.. E. G.

Railway Roller Bearing Co.

.amps. Arc and Incandescent.
M. Co., A. & J. M.
rli Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.

derson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Lord 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.
Anderson M. Co., A. & J. M.
Archbold-Brady Co.
Diamond State Fibre Co.
Drew Electric & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Johns-Manville Co., H. W.
Locke Insulator Mfg. Co.
More-Jones Brass & M. Co.
Ohio Brass Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.

(See

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
Universal Lubricating Co.

Little, Arthur D., Inc.

Lamp Guards and Fixtures.
Anderson M. Co.. A. & J. M
Electric Service Supplies Co.
General Electric Co.
Johns-Manvllle Co., H. W
Westlnghouse Elec. & M. Co

Meters. (See Instruments.)
Mica.
Long Co., E. G.

Motormen's Seats.
Electric Service Supplies Co.
Wood Co., C. N.

Motor Generator, Bonding and

Lincoln Bonding Co.
Motors, Electric.

General Electric Co.

■Western Electric Co.

Westinghouse Blec. & M. Co.
Nuts and Bolts.

Bemis Car Truck Co.

Long Co., E. G.

U. S. Metal & Mfg. Co.
Oils. (See Lubricants.)
Oils, Paints.

Sterling Varnish Co.

Oxy-Acetylene. (See Cutting
Apparatus, Oxy-Acetylene.)
Ozonators.

General Electric Co.

v» estinghouse Elec. & M. Co.
Packing.

Diamond State Fibre Co.

E'ectric Service Supplies Co.

Imperial Rubber Cot

Johns-Manville Co H W

Power Specialty ~'

Packing Rings, Piston Head.
Jolins-Manville Co., H. W.
McQuay-Norris Mfg. Co.

Paints and Varnishes. (Insu-
lating.)
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Long Co., E. G.
Mechanical Rubber Co.
Sterling Varnish Co.

Paints and Varnishes. (Pre-
servative.)
Dixon Crucible Co., Jos.
Johns-Manville Co., H. W.
Long Co., E. G.
Mechanical Rubber Co.
Sterling Varnish Co.
U. S. Metal & Mfg. Co.

Paints and Varnishes for Wood-
work.
Mechanical Rubber Co.
U. S. Metal & Mfg. Co.

Paving Bricks, Filler and
Stretcher.
Nelsonville Brick Co.

Paving Material.
American B. S. & Fdy. Co.
Barrett Co., The.
International Creo. & Con. Co.
Nelsonville Brick 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., C. N.

Pinions. (See Gears.)

Pins, Case Hardened, Wood and
Iron.
Bemis Car Truck Co.
Electric Service Supplies Co.
Long Co., E. G.
Ohio Brass Co.

Pipe Fittings.
Power Specialty Co.
Standard Steel Works Co

Rail Grinders. (See Grinders.)

W. A.

Rattan.
Brill Co., The J. G.
Electric Service Supplies Co.
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Registers and Fittings.
Bonham Recorder Co.
Brill Co., The J. G.
Cincinnati Car Co.
Electric Service Supplies Co.
International Register Co., The
Long Co., E. G.
Rooke Automatic Register Co.

Metal & Mfg. Co.

:o.. h.

Poles, Ties, Posts, Piling and
Lumber.

C-A-Wood Preservent Co.

Carney & Co., B. J.

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.

Electric Service Supplies Co.

Pressure Regulators.

General Electric Co

Ohio Brass Co.
Pumps.

Allis-Chalmers Mfg. Co.

Punches. Ticket.
Bonney-Vehslage Tool Co
t i'JJ"-?,',10"!,1 Register Co., The
Lord Mfg. Co.
Wood Co.. C. N.

ing Machines.)

Cleveland Armature Works.
Coil Mfg. & Supply Co.
Columbia M. W. & M. :. Co.
General Electric Co.
Independent Lamp & Wire Co.
Westinghouse Elec. & M. Co

Replacers, Car.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.

Resistance, Wire and Tube.
General Electric Co
Western Electric Co.
Westinghouse Elec. & M. Co.

Resistance, Grid.
Columbia M. W. & M. I. Co.
Ellcon Co.

Retrievers, Trolley. (See Catch-
ers and Retrievers, Trolley.)

Rheostats.
Ellcon Co.
General Electric Co
Westinghouse Elec. & M. Co.

Roofing, Building.
Barrett Co., The.
Johns-Manville Co.. H. W.

Roofing, Car.
Boyle & Co., Inc.. John.
Johns-Manville Co., H. W.
Pantasote Co., The.

Rubber Specialties.
Imperial Rubber Co.
Mechanical Hubber Co

Sand Blasts.
Curtis & Co., 1
U. S. Metal &

Co.

Sanders, Track.
Brill Co.. The J. G
Cleveland Fare Box Co.
Electric Service Supplies Co
Holden & White.
Jewett Car Co.
Lore" Mfg. Co.
Ohio Brass Co.
St. Louis Car Co.

Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

SHOE6

A Road May be Proud of
Its Braking Efficiency

Awarded Gold Medal, Panama Pacific Exposition

American Brake Shoe & Foundry Co.
MAHWAH, n. J.

30 Church St., New York McCormick Bldg., Chicago

Non-Glaring Headlights

that throw the light along the
track far ahead — but only 3% ft.
high are made possible by the use
3f the

Osgood
Deflector Lens

Used by the fastest Electric
Railway in the United States as
regular equipment on trains at-
taining a speed of 80 miles an

Thousands in use for automo-
bile lighting.

Write for prices and particulars.

OSGOOD LENS & SUPPLY CO.

Dept. 10, 339 S. Wabaah Ave., CHICAGO

The Kalamazoo Trolley Wheels

THE STAR BRASS WORKS

KALAMAZOO, MICH., U. S. A.

U. S. Metal & Mfg. Co.

165 BROADWAY, NEW YORK CITY

Chicago Washington, D. C.

RAILWAY SUPPLIES

SELLING AGENTS FOR

Tool Steel Gears and Pinions
Johnson Fare Box

Perry Side Bearings
Hartman Centering Center Plates

Wasson Trolley Bases
Garland Ventilator

Electric Arc Welders
High Class Railway Varnishes

and Enamels
Chillingworth Seamless Gear Cases

!Tool Steel Gear 8s Pinion Co.
Johnson Fare Box Co.
C & C Electric & Mfg. Co.
Holden & White
General Agents for Ango-American Varnish Co.
Eastern Agents for Union Fibre Co.
Southern and New England Agents for Thayer & Co.

LONGWEAR BUSHINGS

For Brake Gear

also
LONGWEAR
BRAKE PINS

to
Specifications

E. Clang tonparuj

50 Church Street New York

The Baldwin Locomotive
Works

Philadelphia, Pa.

ELECTRIC MOTOR
and TRAILER TRUCKS

(Seating Material to Wood Preservatives)

[June 10, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Beating Material. (S
Rattan.)
Brill Co.. The J. O.
Jewett Car Co.
Pantaaote Co., The.

Shade*, Veetlbule.
Brill Co., The J. Q.
Electric Service Supplies Co.

Signal Systems, Block.
Electric Service Supplies Co.
Federal Signal Co.
Slmmen Auto Ry. Signal Co.
U. S. Electric Signal Co.
Western Electric Co.
Wood Co., C. N.

Sleet Wheels and Cutters.
American General Eng'g Co.
Anderson M. Co., A. & J. M.
Bonney-Vehslage Tool Co.
Drew Electric & Mfg. Co.
More-Jones Brass & M. Co.
Nuttall Co., R. D.

Snow-Plows, Removers, Sweep-
ers, etc.
Brill Co., The J. O.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.

Stokers, Mechanical.
Uabcock & Wilcox Co.
Green Eng'g Co.
Murphy Iron Works.
Westinghouse Elec. & M. Co.

Structural Iron. (See Bridges.)

Soldering and Brazing Appara-
tus. (See Welding Proc 4
App.)

Speed Indicators.
Johns-Manville Co., H. W.
Wood Co., C. N.

Switchboard Mats.
Imperial Rubber Co.
Western Electric Co.

Switchstands.
Kilby Frog & Switch Co.
Ramapo Iron Works.

Switches, Track. (See Track
Special Work.)

Telephone and Parts.
Electric Service Supplies Co.
Western Electric Co.

Testing Clips.

Frankel Connector Co.

Testing, Commercial and Elec-
trical.

Electrical Testing Labora-
tories, Inc.

Hunt & Co., Robert W.

Testing Instruments. (See In-
struments, Electrical, Meas-
uring, Testing.)

Splicing Compounds.
American General Eng'g Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Westinghouse Elec. & M. Co.

Springs.
American Steel & Wire Co.
Bemis Car Truck Co.
Brill Co.. The J. G.
Long Co., E. G.
Standard Steel Works Co.
Union Spring & Mfg. Co.

Sprinklers, Track and Road.
Brill Co., The J. G.
St. Louis Car Co.

Steps, Car.
American Mason S. T. Co.
Universal Safety Tread Co.

Thermostats.
Gold Car Heating & Lighting

Smith Heater Co., Pete

Ties & Tie Rods, Steel.
American Bridge Co.
Carnegie Steel Co.
International Steel Tie Co

Tools, Track and Miscellaneous.
American General Eng'g Co
American Steel & Wire Co.
Columbia M. W. ft M. I. Co.
Electrical Service Supplies Co.
Johns-Manville Co., H. W.
Klein & Sons, M.
Railway Track-work Co

Tower Wagons &. Automobiles.
General Vehicle Co.
McCardell & Co., J. R.

Towers & Transmission Struc-
tures.
American Bridge Co.
Archbold-Brady Co.
Bates Expanded Steel and

Truss Co.
Westinghouse Elec. & M. Co.

Track, Special Work.
Cleveland Frog & Crossing Co.
Columbia M. W. & M. I. Co.
Kilby Frog & Switch Co.
New York S. & Cross. Co.
Ramapo Iron Works Co.
St. Louis Steel Fdry. Co.

Transfers. (See Tickets.)

Transfer Tables.
American Bridge Co.
Archbold-Brady Co.

Transformers.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Treads, Safety, Stair and Car
Step.
American Mason Safety T. Co.
Imperial Rubber Co.
Universal Safety Tread Co.

Trolley Bases.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Lord Mfg. Co.
More-Jones Brass & M. Co.
Nuttall Co., R. D.
Ohio Brass Co.

es. Retrieving.

Tr°'ley« and Trolley Systems.
Curtis & Co.. Mfg. Co.
Ford Chain Block & Mfg. Co.

Trucks, Car.
Baldwin Locomotive Works.
Bemis Car Truck Co
Brill Co.. The J. G.
Cincinnati Car Co.
Long Co., E. G.
St. Louis Car Co.

Turbines, Steam.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Turbines, Water.
Allis-Chalmers Mfg. Co.

Apparatus.
Allis-Chalmers Mfg. Co.

Varnishes. (See Paints, etc.)

Ventilators, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Railway Utility Co.
St. Louis Car Co.
Smith Heater Co., Peter.

Volt Meter. (See Instruments.)

Weed Killer
Atlas Preservative Co. of
America.

Welding Processes and Appara-
tus.
Electric Railway Improve. Co.
General Electric Co.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc., The.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Wheels, Car, Cast Iron.
Bemis Car Truck Co.
Griffin Wheel Co.
Long Co., E. G.

Wheels, Car. (Steel and Steel
Tired.)
Bemis Car Truck Co.
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.
General Electric Co.
Holden & White.
Johns-Manville Co., H. W.
Long Co., E. G.
More-Jones Brass & M. Co.
Nuttall Co., R. D.
Star Brass Works.

Whistles, Air.
General Electric Co.
Ohio Brass Co.

Wire Rope.
American Steel & Wire Co.
Roebling's Sons Co., John A.

Wires and Cables.
Aluminum Co. of America,
American Steel & Wire Co.
D & W Fuse Co.
General Electric Co.
Kerite Insulated Wire & Ca-
ble Co.
Roebling's Sons Co., John A.
Western Electric Co.
Westinghouse Elec. & M. Co.

Bridgeport Brass Co.
C- A- Wood Preserver Co.
International Creo. & Con.
Lindsley Bros. Co.
Northeastern Co., The.
Reeves Co., The.
Union Insulating Co.
Valentine-Clark Co.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

YOU

are cordially

INVITED
^INSPECT

our

NEW-
CENTRAL
PLANT
V

CANDLER
BUILDING

220 W 4.2 nd. St.
NEW YORK CITY

$afti®*

CAR^

ADVERTISING

ALMOST
EVERYWHERE

til)

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

NOTICE TO ADVERTISERS:

I'rlnllnic licit In a on Tllculay of earn week.

I hanicr. ..I ip l.. Ill A M Monday will ap-

rar Id the Imm ,f ""■ following VMS, but no proof* can be ano-
Itti-d fur i»K b.furt- piibll.tttbm.

**>w Advi-rtUrmrnta inol changes of copy) whal up

of that week, but no

advance of the date of publication.

Ajax Metal Co

Aluminum Co. of America

American Brake S. ft Fdry. Co.. 57

American Bridge Co

American Car Co

American General Eng'f Co

American Mason S. T. Co

American Rolling Mill Co

American Steel ft Wire Co 45

Anderaon Mfg. Co., A. ft J. M. .

Archbold-Brady Co

Archer ft Baldwin

Armo Iron Culvert ft Fluir

Mfrs. Aaan 13

Arnold Co., The 30

Atlaa Preservative Co. of America,

'nc 2.

Automatic Ventilator Co . . Front Cove

Babcock ft Wilcox Co

Baldwin Locomotive Works, The 57
Bark River Bridge & Culvert Co. 13

Barrett Company, The 44

Bates Expanded Steel Truss Co. 43

Bemis Car Truck Co 55

Bonham Recorder Co 49

Bonney-Vehslage Tool Co 49

Boyle ft Co., Inc., John 36

Bridgeport Brass Co 10

Brill Co., The .1. G 63

Brownell. H. L 31

Buckeye Jack Mfg. Co 47

Burch, Edw. P 31

Bylleaby ft Co., H. M 30

C-A- Wood-Preserver Co 44

Coast Culvert & Flume Co 13

California Corrugated Culvert Co. 13

Canton Culvert and Silo Co 45

Carnegie Steel Co 55

Carney ft Co., B. J 44

Cincinnati Car Co 42

Cleveland Armature Works 50

Cleveland Fare Box Co 48

Cleveland Frog & Crossing Co... 45

Collier, Inc., Barron G 59

Columbia M. W. ft M. I. Co 61

Consolidated Car Fender Co 47

Cooper Heater Co.. The 48

Corrugated Culvert Co 13

Curtain Supply Co 39

Curtis & Co. Mfg. Co 45

Cutter Co 46

P & W Fuse Cd 47

Dearborn Chemical ("0 46

Delaware Metal Culvert Co 13

Diamond State Fibre Co 4;

Dixie Culvert & Metal Co 1 j

Dixon Crucible Co., Joseph 53

Drew Electric & Mfg. Co 44

Drum & Co., A. L .51

Duff Manufacturing Co., The 48

Page

Eclipse Railway Supply Co 53

Economy Fuse ft Mfg. Co 38

Electric Equipment Co 50

Electric Ry. Improvement Co 22

Electric Service Supplies Co 11

Electric Storage Battery Co 53

Electrical Testing Laboratories,

Inc 31

Ellcon Co 40

Esterline Co., The 49

Federal Signal Co 4

Ford, Bacon ft Davis 3

Ford Chain Block & Mfg. Co.... 4

"For Sale"' Ads 50-5

Frankcl Connector Co 4

General Electric Co.. 26, Back Cover

General Vehicle Co 34

Gold Car Heating & Lighting Co. 49

Green Eng'g Co 46

Griffin Wheel Co 40

Gulick-Henderson Cc 30

Hale & Kilburn Co. .
Halsey & Co., X. W.
Hardesty Mfg. Co.,
Hartshorn Co., Stew;
"Help Wanted" Ads.
Holden & White....
Hunt Co., Robert W.

Illinois Corrugated Metal Co 13

Imperial Rubber Co 47

Independent Culvert Co 13

Independent Lamp & Wire Co... 53

Ingersoll-Rand Co 55

International Creo. & Con. Co... 44

Independent Culvert Co 13

International Register Co., The. . 38

mational Steel Tie Co., The 12

1 Pure Iron Culvert Co 13

Jackson, D. C. & William B.... . 30

Jeandron, W. J 55

Jewett Car Co 4]

lohns-Manville Co., II. W 39

Johnson Fare Box Co 48

Kentucky Culvert Co...

Kerite Insulated Wire & Cable

Co I..

Kerscber Co., Inc.. \%
Kilby Frog
Kinnear Mfg.
Klein & Sons,
Kuhlman Car

...:.

■•.. Inc.. \V. R
& Switch Co

"s. M

u I'-.. G. C.

Page

I.ee-Arnett Co 13

Lincoln Bonding Co 45

Lindsley Bros. Co 44

Little, Arthur D., Inc 30

Locke Insulator Mfg. Co 8

Lone Star Culvert Co 13

Long Co., E. G 57

Lord Mfg. Co 53

Lyle Corrugated Culvert Co 13

McCardell ft Co., J. R

MacGovern & Co., Inc

McGraw-Hill Book Co.. Inc..

McQuay-Norris Mfg. Co

Marsh & McLennan

Mechanical Rubber Co

Michigan Bridge & Pipe Co..
Montana Culvert ft Flume Co
More.Jones Brass ft Metal Co .

Morgan Crucible Co

Murphy Iron Works

National Brake Co 29

National Pneumatic Co 17

Nebraska Culvert ft Mfg. Co 13

Nelsonville Brick Co., The 47

Nevada Metal Mfg. Co 13

New England Metal Culvert Co. . 13
New York Switch ft Crossing Co. 45

Nites-Bement-Pond Co 47

North East Metal Culvert Co 13

Northeastern Co., The 44

Northwestern Sheet & Iron Wks. 13
Nuttall Co., R. D 49

Ohio Brass Co

O'Neall Co., W. J

Osgood Lens & Supply Co.
Oxweld Acetylene Co

Page & Hill Co 44

Pantasote Co.. The 21

Patten, Paul B 48

Paxson Co., Mfrs., J. W 46

Pennsylvania Metal Culvert Co.. 13

"Positions Wanted" Ads 51

Power Specialty Co 46

Prest-O-Lite Co., Inc., The 47

Publisher's Page 6

Railway Roller Bearing Co 63

Railway Track-work Co 16

Railway Utility Co 48

Ramapo Iron Works 45

Redmond & Co 30

Reeves Co., The 35

Richey, Albert S ' 30

Road Supply & Metal Co., The. . 13

Rbebling's Sons Co., John A.... 43

Rooke Automatic Register Co 49

Roosevelt & Thompson 3]

Page

St. Louis Car Co 42

St. Louis Steel Fdry 45

Samson Cordage Works 53

Sanderson & Porter 30

Sangamo Electric Co 23

Scofield Engineering Co 31

Searchlight Section 50-51

Second-Hand Equip 50-51

Seymour Portable Rail Grinder

Co 45

Simmen Automatic Railway Sig-
nal Co 43

Sioux Falls Metal & Culvert Co. 13

Smith Heater Co., Peter 49

Smith-Ward Brake Co., Inc 55

Spencer, J. N 13

Spokane Corrugated Culvert &

Tank Co 13

Standard Railway Supply Co.... 44

Standard Steel Works Co 41

Standard Woven Fabric Co 47

Star Brass Works 57

Sterling Varnish Co 47

Stephenson & Sons Co., S 30

Stone & Webster Eng'g Corpn... 30

Tennessee Metal Culvert

Thayer & Co

Titanium Alloy Mfg. Co.

Union Spring & Mfg. Co 53

L'nion Insulating Co 48

U. S. Electric Signal Co 9

U. S. Metal & Mfg. Co 57

Universal Lubricating Co., The.. 55

Universal Safety Tread Co 53

Utah Corrugated Culvert & Flume

Valentine-Clark Co., The. . .

Van Dorn & Dutton Co

Virginia Metal Culvert Co.

"Want" Ads 51

Wason Mfg. Co 63

Western Electric Co 37

Western Metal Mfg. Co 13

Westinghouse Church Kerr & Co. J?
18, 19
Westinghouse Elec. & Mfg. Co.. 2, J
Westinghouse Traction Brake Co. 4}
Weston Elec'l Instrument Co.... 5*

White Companies, The J. G 30

Wisch Service, The P. Edward.. 30

Wood Co.. Charles X 43

W'oodmansee & Davidson, Inc... 30
Wyatt Metal Works 13

Zelnicker Supply Co., Walt

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

I—

^arv-:

g^e^^

HE"" ts^d-^4,

mJmr ..

"^■l ltd • 1 I 1

Columbia Woodwork
and Pattern Facilities

Metal and composition materials
are predominant in building modern
cars, but you'll need plenty of wood
for older cars for years to come.

We have a complete mill room to
make up anything you need in the
way of sash framing, vestibule fram-
ing, doors, etc.

Also anything you want in the pat-
tern line, in brushholder yokes, in
composite wood and steel gear cases,
etc.

Just think of what an ideal railway
shop could turn out, and you have
one angle on what Columbia facilities
can do for you.

TOOLS

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car hoists

Car replacers

Coil taping machines for armature

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

CAR EQUIPMENT
Armature and Field Coils
Bearings

Brush-holders and Brush-holder springs
Brake, door and other handles
Brake forgings, rigging, etc.
Car trimmings
Commutators
Controller handles
Forgings of all kinds
Gear Cases (steel or mall, iron)
Grid resistors

Third-rail shoe beams and accessories
Trolley poles (steel) and wheels

% Columbia Machine Works & Malleable Iron Co,

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

ELECTRIC RAILWAY JOURNAL

[June 10, 1916

PARTS OF ROLLWAY BEARING

A Deadly but Profitable Parallel

When the Empire United Railways, Inc., Syracuse,
N. Y., as you saw in Messrs. Voth and Metcalfe's
article of May 6, wanted to know the honest-to-good-
ness facts about

Rollway Bearings

it applied the deadly parallel between a Rollway Bear-
ing car and a plain bearing car of the same weight
(70,000 lb.) on the same schedule. Here is the par-
allel for

Energy and Lubrication Costs

Plain Roller

Bearings Bearings

Annual mileage 103,446 103,446

Energy consumption, kilowatt-hours 372,405 327,717

Energy cost, at 1 cent per kilowatt-hour $3,724.05 $3,277.17

Cost of oil 10.35 1.04

Cost of waste 4.14 ....

Cost of rebabbitting, labor and material.... 10.36 ....

Cost of labor for oiling 8.27 0.52

Cost of labor replacing oil every 1000 miles. . 3.11 ....

Total annual cost $3,760.28 $3,278.73

Difference in annual saving, $481.45 or 12.8 per cent.

The saving in one year was $481.45; the cost of the
Rollway Bearings was only $434.00.

Think it over !
The Railway Roller Bearing Co.

SYRACUSE, N. Y.

June 10, 1916]

ELECTRIC RAILWAY JOURNAL

light-weight, single-truck cars in many instances have
been designed for strictly local conditions. Special plan-
ning is, and always has been, one of the biggest things
in Brill service. If you know exactly what you want,
we will build it exactly as you want it, but if you don't
know — and to many railway companies the single-truck
car is a new proposition — we will build you exactly what
you need. There will be nothing theoretical in any of the features of the
designs we will submit; the combination of features may be novel but each
feature has been tested in actual service. Quite a number of types of Brill
single-truck cars have proved to be perfectly adapted to railways other
than those for which they were originally designed; some are even consid-
ered standard for cities of certain classes. We can offer you a very broad
and complete service in your development or selection of a light-weight
single-truck car and it rests entirely with you whether you are posting
yourself in anticipation of possible use in the future or are contemplat-
ing an early installation of equipment.

THE J. G. BRILL COMPANY, PHILADELPHIA, PA.
AMERICAN CAR COMPANY, ST. LOUIS, MO.
G. C. KUHLMAN CAR COMPANY, CLEVELAND, OHIO
WASON MFG. COMPANY, SPRINGFIELD, MASS.

'- '

*• /"" :'. -/-■ •

ELECTRIC RAILWAY
JOURNAL

Volume 47
Number 25
June 17, 1916

Just a few of the

FUSES

of a Modern Car

Your motor, control, com-
pressor, heating, lighting, door
interlocking, push button and
other circuits certainly demand
a large number.
Think of saving 80'.' i of their
cost by using safe, dependable
and renewable ECONOMY
FUSES.

Free Samples with Catalog 17

Economy
Fuse (Si Mfg'. Co.

CHICAGO, ILL.

Leading Electrical Jobbers
Sell Economy Fuses

J } J

J J J 3 3

ELECTRIC RAILWAY JOURNAL

[June 17, 191G

BHHflgggaBataDDUUunnnaDDDunnnniJuuuLinnauuuuuaDDDDDDD

Cleveland Railway Co.

" TOE," said the General Manager to the Superintendent,
J "I have heard so much about the wonderful repair
and maintenance shops recently built by the Cleveland
Railway Co., I want you to stop off there and see them,
also look over those low-floor, front-entrance, center-exit
cars. I am told they are taking care of the traffic in excel-
lent shape."

"I'm pleased to get the chance," answered Joe. "I also
heard about the great record Westinghouse No. 340
Motors are making. All their new low-floor cars have
Westinghouse Motors with 26-inch wheels."

Westinghouse Electric & Manufacturing Co

Sales Offices in all
Large American Cities

East Pittsburgh
Pennsylvania

DaaDDDQaDDaaDDDDDDDaDaaDDDUUDaDnnUDDDDDGDDDDDDDDDa

Electric Railway Journal

New York, June 17, 1916

Volume XLVII No. 25

Contents

Pages 1117 to 1164

Electric Locomotive Maintenance on Pennsyl-
vania Railroad 1120

Elimination of periodic overhaulings for these 156-ton
engines, which are of the side-rod type, has reduced the
maintenance cost to less than 4 cents per locomotive-
mile.

Electric Railway Journ;

June 17, 1916.

9% cols. 111.

Illinois Association Discusses Modern Motors
and Anti-Friction Bearings 1125

The merits of roller and ball bearings for railway serv-
ice, the comparative efficiency of old and modern motors
and safety methods were the three topics discussed at
the recent Chicago meeting.
Electric Railway Journal, June 17, 1916. 1Y> cols. 111.

American Association News 1141

Equipment, way and power distribution committees meet

to consider sub-committee reports.

Electric Railway Journal, June 17, 1916. 2 colft

Equipment and Its Maintenance

1143

New Route Signs for Denver— By W. H. M'Aloney.
Porcelain Insulators for Grid Suspension— By James
W. Brown. Manganese Steel Welding— .By P. A. E<
Armstrong. A Recent Railway Substation— II— Switch-
board and Distribution Feature— By C. A. Heckef.
Safety in Brooklyn Rolling Stock. Decision of Com-
mission on Dead Man's Button. New Electric Railways
Proposed for Holland.

Electric Railway Journal, June 17, 1916.

14 cols. 111.

Water Works
trolysis

Association Considers

Elec-
1129

Report of A. W. W. A. committee on electrolysis pre-
sented at annual meeting is received but not approved.
Electric Railway Journal, June 17, 1916. 1% cols.

Electric Operation on the St. Paul 1130

In a collection of notes on this electrification A. H. Arm-
strong points out the simplicity of construction of the
locomotives, the high current collecting capacity of the
twin trolley wires and the economy of having engine di-
visions 220 miles long.
Electric Railway Journal, June 17, 1916. 6% cols. 111.

C.E.R.A. Holds Mid-Year Meeting

1134

Delegates consider subjects of departmental expense ac-
counts, storeroom systems and relation of accounting of-
ficer to other members of the official family.

Electric Railway Journal, Juri

Master Car Builders' Association 1139

Reports on draft gear car wheels and welding of cast-
steel trucks were among those presented at the Atlantic
City convention.
Electric Railway Journal, June 17, 1916. 5 cols.

Editorials mfc

A Conflict of Dates.

Home Rule Question Again.

Unit Prices for Electric Energy.

"Daylight Saving" and Electric Railway Traffic.

Pennsylvania-Type Locomotive Maintenance.
Fare Increase Sought in Germany 1124

Perjury Confessed in Portland Cases 1128

Chicago Electric Roads Use Outdoor Advertising 1129
Progress of Car Building Industry 1138

Boston Elevated Exhibit at Technology Dedication 1133
News of Electric Railways 1150

City's Expert Reports Valuation Figures.

Rhode Island Trustees Appeal to Providence Council.

Decision in Portland (Ore.) Valuation Case.

Dallas Negotiations Fail.

Thompson Committee Investigation Continues.

Trenton Arbitration Deadlocked.
Financial and Corporate 1154

Report of Maine Commission.
Traffic and Transportation 115t

Albany Bus Petition Denied.

Collision on New York Elevateds

New Service Order in Milwaukee.

Recordbreaking Traffic on Boston Elevated Railway.
Personal Mention 1169

Construction News 1169

Manufactures and Supplies 1163

James H. McGraw, President. A. E. Clifford, Secretary. J. T. De Mott, Treasurer. H. W. Blake, Editor.

McGraw Publishing Company, Inc.

gS^^lia^S?^/^- 239 West 39th St., New York City &^WM& &?&£&

Philadelphia, Real Estate Trust Bldg. .* Cable address: "Stryjourn,"

New York.
United States, Mexico, Cuba, Porto Rico, Hawaii, or the Philippines, $3 per year; Canada, $4.50; elsewber*, $6. Single copy, 10c.
Copyright, 1916, by McGbaw Publishinq Company, Inc. Published Weekly. Entered at N. T. Post Office as Second-Class Mail.
No baok volumes for more than one year, and no back copies for more than three months.

Circulation of this issue 8000 copies.

ELECTRIC RAILWAY JOURNAL

| June 17, 1916

rinPllli : . i ■ iTTl I i ML! nDDUODDDDDDDDDaPp

cii , 2

A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchnnge Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

DDDDDanDnDDDDDaDGLiaDODDODDDUDDnnnuuunnnnDDDnnnaoDD

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

DDDDDDDDDDDDDDDDDDDaDDDDDDDDnDDDDDDDDDDDDDDDDDDDDD

Weigh

The

Efficiency

Problem

Reduce substation losses
and obtain maximum efficiency by using —

Westinghouse
Railway
Rotary
Converters

Westinghouse 1000K. W. 600 Volt, 60 Cycle Railway Converter

The most economical of com-
mercial converting apparatus.

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.

Atlanta. Ga.

Charleston, W. Va.
Baltimore, Md. Charlotte, N. O.

Birmingham, Ala. Chicago

Bluefleld. W. Va

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. New York. N. T. Salt Lake City, Utah
Louisville, Ky. Omaha, Neb.

Los Angeles, Cal.
Memphis, Tenn.
Milwaukee, Wis.
ineapoUs,

Seattle, Wash.
Syracuse, N. i
Toledo, Ohio

New Orleans, La.

•W. E. & M. Co.

□

DDDDDDDDDDDDDDDDDDDDDDDdDDDDDDDDDDDDDDDDDDDDDDDD

ELECTRIC RAILWAY JOURNAL [June 17, 1916

Order

Convention Number

Copy Service

Now

We want the advertising pages of the 1916
Annual Convention Number to be better
written, better classified, better printed and
better read than ever before.

That means that we should have your in-
structions for copy now.

It seems like a long time to October, but
"Procrastination is the thief of time."

Vacation days will soon be here. Don't put
off until August or September the important
matter of making your best possible showing
in the best possible issue of the Electric Rail-
way Journal.

Remember, it takes only 15 minutes to
rehash your catalog and call it an advertise-
ment (?), but weeks may elapse before we
can get for you the original facts and photo-
graphs that will make your announcement
interesting and forceful.

Your invitation will bring one of us to your
office in a jiffy to co-operate on copy service.

Electric Railway Journal

Member Audit Bureau of Circulations

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

175 Type J Bonds
Installed In One Day

This record was made on an actual job.

While it is unusual, quantities of 125 to
1 50 are quite common.

Under very adverse conditions with fre-
quent traffic, 100 bonds a day can be in-
stalled.

The Type J Milling Machine with its two
men goes steadily along the track while an-
other man installing the bonds with an
ordinary hammer follows close behind.

The cross-section of a Type J Bond on the
rail gives a good idea of the large contact
area.

All O-B Bonds and Tools are listed and
described in General Catalog No. 16, pages
466-527.

The Ohio Brass Company

Mansfield, Ohio

Section of Type J Bond on Rail. Contact
at C, D and E.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

Your Superintendent Needs

Western Electric
Inter-phones

the
CAR HOUSE
to keep the wheels
running smoothly

the
OFFICES
to eliminate time
and step wasting

CAR HOUSE

Give your superintendent a system of these efficiency in-
creases. It will speed up the whole organization — both
mechanical and operating departments. It will give
direct and instant control.

Write to us and let our telephone experts tell you how
these intercommunicating telephones will help you.

Western Electric Company

(tsburgh

EQUIPMENT

Chicago
Richmond Milwaukee

Savannah Indianapolis

New Orleans Detroit
Houston Cleveland

St. Louis Cincinnati

Kansas Cir,
Mahoma (

— n Francisco
Oakland
Los Angeles

FOR EVERY ELECTRICAL NEED

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Spring Improvements?

Try improving

car movements

by means of

AUTOMATIC

ELECTRIC SIGNALS

This company has been identified with
electric railway signals throughout their
entire development.

The same engineering management and
control have obtained at the plant since its
inception.

It therefore offers more than company
experience to its patrons.

It delivers the cumulative experience of
individuals who have specialized in electric
railway signals.

Not a department — but the
whole organization interests
itself in your problem.

A fact to remember.

TRACK SWITCHES

The "Collins" non-splashing electric track
switch has the following individual features
that make them profitable adjuncts to your
system.

Cannot splash mud and water; switch
cannot be thrown between the trucks of a
car by a following movement under the
contactor; the street box is automatically
sealed without dependence on the proper
making up of pipe joints or gaskets ; a most
positive anti-straddling device is provided;
only no volts is sent into the street box;
the entire mechanism can be lifted out of
the street box without making any discon-
nections ; the contactors are exceedingly
small and simply mounted on standard ears ;
standing under the contactor for an in-
definite period has no damaging effect on
any part of the mechanism.

Write us for full details

United States Electric Signal Company

West Newton, Massachusetts

Representatives:

Western: Frank F. Bodler, Monadnock Bldg., San Francisco

Chicago: Warren Moore Osborn, McCormick Bldg.

Foreign: Forest City Electric Services Supply Co., Salford, England

ELECTRIC RAILWAY JOURNAL

[JUNE 17, 1916

^pkoi\o-Electric

Saves Line
hutdowns

It may cost anywhere from
$50 to $80 a mile for labor alone
to take down and replace a
Xo. 00 wire.

That's only one trouble
factor from the lack of Phono-
Electric trolley wire. Another is
the disturbance to traffic due to
shutting down a line for hours
and inconveniencing- the public.

The Phono-Electric Trolley
Wire over the right-hand track
at Coolidge Corner, Boston,
is "all there" after six years, and
we have every reason to believe
it will be "all there" for years to
come.

Phono-Electric is put up to
stay up.

BRIDGEPORT BRASS COMPANY

Bridgeport

Connecticut

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Keystone Removable Seats

Showing Motorman's Seat Installed

Motorman's Seat

Motorman's Seat
Showing
Transferable Part

For Both Motormen

and Conductors

The Same Seats

Serve Both Ends

These Keystone Removable Seats are of
practically the same construction as the well
known stationary type of Keystone Motor-
man's Seat. They are so designed that the
seat proper is removable and may be used on
either end of the car — a very advantageous
feature.

These, like the stationary type, are instantly
collapsible and are adjustable to the proper
height to suit the operator. In case of emer-
gency the motorman may with one kick put
the seat in a folded position entirely out of the
way.

The conductor's seats,
illustrated, are for attach-
ing to control stands and
have all of the features of
the motorman's seat.

Write for complete in-
formation.

Conductor's Seat

Electric Service Supplies Co*

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA
17th and Cambria Sts.

NEW YORK
50 Church St.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

East Bound Car

West Bound Car

^W The INTERLOCK Wmk
that makes LAP ORDERS Impossible

with the

SIMMEN SYSTEM

of Continuous Cab Signals

The device shown above is another example
of the simplicity of the Simmen System. By
means of this simple mechanical arrangement
lap orders are positively prevented. The dis-
patcher cannot make a mistake.

Each lever controls a signal point and has
three definite positions. The upright position
indicates that a "meet" is scheduled for that
siding, and therefore gives a red signal to
trains approaching from both directions.

The levers leaning to the right give the
green signal to east bound trains only. The
levers leaning to the left give the green signal
to west bound trains only.

These control levers are arranged in the
same consecutive order that the signal points
which they control are arranged on the rail-
road. It will be obvious that the simple seg-

ment which moves with each control lever
prevents setting any given lever in the east
bound clear position, when the lever con-
trolling the adjacent siding is in the west
bound clear position. Thus lap orders are pre-
vented.

The Simmen System enables the dispatcher
— miles away — to give a positive continuous
signal in the cab of the train and the train
itself gives the dispatcher a return signal auto-
matically. The method is so simple that many
railroad men can scarcely believe it possible,
until they have been convinced by a personal
investigation.

Why not decide today to investigate the
Simmen System thoroughly? You will be in-
terested and enlightened and may profit by the
experience.

Simmen Automatic Railway Signal Co.

1575 Niagara Street, Buffalo, N. Y.

PACIFIC COAST REPRESENTATIVE— W. H. Crawford, 609 Spalding Bldg., Portland, Oregon

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

The

ELRECO

Tubular Pole

is the

Strongest
Practicable Pole

One of the most efficient structural shap<
known to engineers is the I-beam. But in
utilizing an I-beam due care must be given to
its installation with respect to the maximum
strength of the section and the load to be
carried.

The impracticability of such a structure for
withstanding strains in all directions is self-
evident.

The only shape that combines the highest
limit of efficiency in unit weight for all-around
strength is the circular tube.

As the circle is the symbol of perfection in
geometry, so is the tube the symbol of per-
fection in poles.

For solid proof consider this case. A 30 ft.
Elreco Tubular Pole made up of 6 in., 5 in.
and 4 in. sections, will weigh about 50 lb.
lighter and cost about $1.00 less than any other
form of metal pole of the same all-around
strength.

Elreco Tubular Poles are not in use by
hundreds of thousands because they were the
only ones available in the past, but because
they were and are the best.

Elreco Tubular Poles have made good at
all times as the best poles, against every other
form, style and shape of pole conceivable.

In the City of Chicago more than 50,000
Elreco Poles are in service. Other Cities
throughout the World have their proportionate
share.

ELRECO

Tubular Poles

Combine
Lowest Cost

Lightest Weight
Least Maintenance
Greatest Adaptability

ELECTRIC RAILWAY
EQUIPMENT CO.

Cincinnati, Ohio
New York : 30 Church Street

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

All Aboard

for the Great Lakes sail of the

Central Electric Railway Association

June 27— June 30

.JUM

l ' 1

- ;^WM

iStt^iSf.

•• •>

• a .TTTTT"

«?

yr7^rr777:

' J

The Good Ship "South American"

"For we sail the ocean blue
And our saucy ship's a beauty;
We're sober men and true
And attentive to our duty."

Splendid idea of the Central Electric
Railway Association to hold its June
meeting on a steamer while sailing the
Great Lakes.

You leave Toledo June 27 at 11 A.M.
Central Time.

You traverse 800 miles of the world's
fresh-water ocean.

And disembark at Benton Harbor or
Chicago during the afternoon of June 30.

Wiser, happier and healthier.

Don't wait to order reservations until
there's nothing left but a bunk along-
side the boiler room !

Write or wire John Benham at 15
South Throop Street, Chicago, right this
minute for stateroom accommodations..

Electric Railway Journal

Member of Audit Bureau of Circulations

June 17, 1916] ELECTRIC RAILWAY JOURNAL 15

TKe Thermit Insert Weld

Is Giving
The Weld of Least Final Cost

When all the paving is open for street and track
reconstruction, future repaving expense is not empha-
sized in the selection of a weld.

But when you have to pay up to $30 or even $40
to get at and repair a broken weld, the first cost of
your weld pales into insignificance against its renewal
cost.

A breakage of only 4 per cent per annum at say
$25 per repair makes the renewal cost per 100 joints

equal $1 each per annum, or $20 additional cost per
joint for a rail life of twenty years.

Even should a Thermit Insert Weld break, the
mold box could be placed over the break within the
limits of the header blocks alone !

When you consider the high cost of tearing up
pavement and disturbing traffic you will agree with
the engineer who said:

'We Consider the Life of the Weld Above
A Few Dollars Difference in Initial Price."

GOLDSCHMIDT THERMIT CO.

120 BROADWAY, NEW YORK

329-333 Folsom St., San Francisco

103 Richmond St., W., Toronto, Ont.

7300 So. Chicago Ave., Chicago

lllllilllllllllllllllllllllll

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

Ad j ust ing the Scale of Wages
for Track Grinding

'SSbbi

"mwS\

§■ Hj WaAWmKEmE&R

Common Labor
WacSes

There's no need to tell you that labor is high. You know that. You also know that the
acuteness of the labor situation varies directly with the class of labor. The higher the class —
the higher the wage.

There never was a time more ripe for economies in track grinding labor. Labor dissipated
in having to do one grinding job over two or three times is little short of criminal under
present labor conditions. It is grand larceny when the grinding equipment you are using
requires skilled labor at sky-high prices.

It is true economy at all times to use a

Reciprocating Track Grinder

on your tracks. It is especially economical at the present time in cutting labor costs. Here are
three reasons why:

Does its work right the first time.
Does its work in the shortest time.
Does its work without skilled operators.

If you could see its reciprocating drive, its flat, large, abrasive, self-adjusting grinding
element you would understand why the Reciprocating Grinder is a labor cost cutter, a time
saver and a rail rejuvenator that

Works Right the First Time and All the Time

Now is the time to write us to send your grinder. You
can withhold payment for it till you've tried it out.

Railway Track- work Company

30th and Walnut Streets, Philadelphia

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Almost a Vest-Pocket Bonder

The machine you will eventually buy

The Lincoln Bonding Machine

The Lincoln Bonding Machine might well be termed a vest
pocket bonder by reason of its compactness.

Think of a perfect bonding machine 16" in maximum out-
side diameter, 24" long, and weighing only 400 lbs.

Two men can easily lift it off the tracks thus avoiding even
the slightest interruption to traffic.

Its vest-pocket size admits of it being placed in clearances
that no other bonding apparatus could possibly be placed in.
This is an extremely pertinent point in bonding tracks in
tunnels, subways, on bridges, or elevated structures.

When you consider that these conveniences of the Lincoln
Bonding Machine are additional to many other advantages of
low cost, excellency of work, permanency of bond, speed of
operation, etc., what good reason can you offer for considering
cumbersome equipment?

If You Want Further Facts Write Us

THE LINCOLN BONDING CO.

636 Huron Rd.
Cleveland, Ohio

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

Repeat Orders Follow

the Use of

International Steel Twin Ties

Six years' use of steel ties of the "twin" type convinced the
Cleveland Railway Company that steel was preferable to wood.

So International Steel Twin Ties were installed on the 2200-
foot, $700,000 Brooklyn-
Brighton concrete bridge.

The rail is supported for
50 per cent of its length by
large plates, placed length-
wise under the rail. These
provide the main support-
ing surface.

The eight malleable
clips per tie hold the track
to gage, prevent rail creep-
ing, make tie rods unnec-
essary and prevent low
joints.

International Steel Twin
Ties are as effective on gravel ballast as on concrete foundations.

In either case they result in permanent track at less cost.

Write for the service data and cost.

We have a stock of steel on hand and can make prompt shipment of ties

JWMffmm

The International Steel Tie Company

General Sales Office and Works: Cleveland, Ohio

•^lii^jjj^m^

D Q

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

An Economical Solution

The

Tough

Satisfactory

Proposition

Result

HferiL ggflj

Your Track Weeding Problem is a Tough Proposition

Of course it is, when the toughest, hardiest weeds in the world of vegetation grow on railway tracks.
Herbert Spencer's expression, "The Survival of the Fittest" just fits track vegetation. Only the tough citizens
of the world of weeds thrive there. But how they thrive, those strong, stubborn, resolute, hardy, deep rooted
fellows, who have settled down for a strenuous life on that track of yours ! Able to endure hardship, their
numerous offspring, inheriting all their strength, seem to grow tougher and tougher. Naturally your track
weeding problem is a tough proposition, expensive, too, with labor never scarcer, wages never higher than today.
Listen! There's a way out of your difficulty. An efficient, economical, permanent way. "The only way" to settle
your tough proposition and the toughest vegetation on your tracks.

Atlas "A" Weed Killer and Track Preservative

Applied by means of Atlas "A" Service and Equipment, super-
vised by an Atlas weed expert to secure the desired results
with the least expenditure of money, and that means just the
degree of permanency in weed eradication that you desire.
That's the way, the only way.

East, West, North and South, this chemical method of
eliminating track vegetation, has been used by the leading
railways to settle just such tough propositions as confronts
you right now. We'll give you an entire list of these roads on
request. These roads who know and appreciate that the
Atlas "A" Method does a definite job at a definite cost. A
cost which is known at the start. Which is low the first,
year and lower the next.

Send for this booklet which points the way to standardizing your method of
weeding. This Treatise which shows just what the Atlas "A" Method has
done for American Railways. What it will accomplish for you on those
weedy stretches of track. Read of the method railways need, to kill their
weeds, top, root and seeds. A method that cleans all vegetation from the
track by a single application, accomplished once each season at the rate
of 50 to 100 miles per day. A method which relieves the railway official
of all detail, worry and doubt. Don't let the grass grow under your feet
or on your tracks. Send for this book today.

ATLAS PRESERVATIVE COMPANY

OF AMERICA
95-97 Liberty Street New York, N. Y.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

Oxy-Acetylene Welding and Cutting

Welding defective brasses in car shop by Prest-O-Lite Process

Shop and Track Repairs Made "on the spot"

The complete portability of the welding outfit, for work inside or outside of the shop, is pro-
vided by the

Necessary equipment is not expensive. We furnish
high grade welding apparatus for $60 (Canada, $75) ;
acetylene service at additional cost. Adaptable for oxy-
acetylene cutting by the purchase of special cutting
blow-pipe. Thorough instructions are furnished free
to every user of Prest-O-Lite Dissolved Acetylene —
any average workman who understands metals can learn
quickly and easily.

savfnitthnt^ ^ lUuitrated fr" ligature showing a wide variety of important
WelXnBZnjZ*0'',?'''''' ??Z m<Lk.in«> al*° "sk for full details of P/est-O-Lite Gas
dRatl Bonding, the method which gives perfect conductivity and longer life at

less cost per bond.

The Prest-O-Lite Company, Inc.

The World's Largest Makers of Dissolved Acetylene

Main Offices and Factory n ,. _-,. , „

80S Speedway, Indianapolis, Ind. Canadian Office and Factory

Merntton, Ontario

S3 Branches and Charging Plants

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

$/r^X%

Keep the
Air Gap
Constant

The Hess-Bright
Mfg. Co.

Front Street and Erie Avenue
Philadelphia, Pa.

MESS BRIGHT

THE INIMITABLE BEARING

Severe operating strains of high
speed interurban service have de-
veloped no perceptible radial wear
in H-B main motor bearings after 2XA
years of continuous service.

Keep your armatures running on
true centers. The smaller the clear-
ances the more you need Hess-
Bright s, and the less dependence
you can put on plain bearings.

Hess-Brights are correctly de-
signed for every service — ontyour
cars, in your shops, in your power
house.

Hess-Bright' s Conrad Patents
are thoroughly adjudicated

ELECTRIC RAILWAY JOURNAL

| June 17, 1916

Bonds that give efficient Service

must form a perfect union with the rail
and maintain that union.

Electric Weld Rail Bonds

have the full area of the terminal welded
to the rail. They do not corrode at the
terminals. Therefore they do not in-
crease in resistance.

Don't be satisfied with less than
actual welded contact.

to 1

The Electric Railway Improvement Co.

Cleveland, Ohio

Six Seymour Portable Grinders
are on the Public Service Railway

Our assertions for the economy, ease
of operation and effectiveness of the
Seymour Portable Rail Grinder help
to sell the first grinder to a railway.

But it takes Performance to sell ad-
ditional grinders.

The Public Service Railway, operat-
ing 832 miles of city, suburban and
interurban track, now has six Seymour
grinders on various divisions. The
one illustrated is just being prepared
to grind down some welded joints.

Instal a Seymour Portable Rail
Grinder if you want a bumpless track
at least cost.

E. P. SEYMOUR PORTABLE RAIL GRINDER CO.

9 Barton Street, Waltham, Mass.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Particularly Adapted
to Locomotives

This photograph shows
a Wasson Retrieving
Base used on a locomo-
tive of the Des Moines
Interurban Railway in
heavy freight service,
switching at seven inter-
change points and daily
moving trains on a score
of sidings and spurs.

The Wasson Base is used
because it wires better
than any other and if a
pole does slip off, the
base retrieves it before
it can do any damage.

The Only Retriever with No
SIDE THRUST on Your Wire

Side pull of ordinary back-platform retrievers and
catchers is one cause of excessive wear on trolley wire.
And expenditures for copper wire are one of the heav-
iest railway expenses.

Recent articles in this magazine show why these
devices do wear your wire and this fact is now accepted
among experienced officials.

Wasson Retrieving
Trolley Bases

Do not exert any side pressure because the retrieving function is
in the base itself and does not operate unless your pole dewires.
Then automatically and instantly the pole is forced down to the car
roof and locked there. It cannot tear down your overhead nor dam-
age line work at the side.

The Wasson Base is a trolley base and retriever combined, with
pressure only directly upwards, as with an ordinary base and elimi-
nating troublesome devices to hang on the rear dash and usually
off-center.

Moreover as a base the Wasson provides
uniform tension and uniform contact against
the overhead regardless of height of wire.
This equal pressure means maximum con-
tact mileage with minimum wear on wheels,
shoe and wire.

It is an anti-friction ball bearing base
with this distinct advantage over other ball
bearing bases — it has a current collector and
does not depend on passing current through
the balls, thus preventing blistering and
pitting.

In case of dewirement no time is lost be-
cause the car coasts while the conductor
returns the pole to the wire, the overhead
is not endangered, the car roof not punc-
tured and the trolley pole not bent double.

Send for Catalog A— Free on request

Sales Agents in the United States for The Wasson Engineering & Supply Company

1508 Fisher Building, Chicago

Brown & Hall Supply Company, St.
F. F. Bodler, San Francisco
S. I. Wailes, Los Angeles

W. M. McClintock, St. Paul

C. F. Saenger & Company, Cleveland

Alfred Connor, Denver

W. F. McKenney, Portland, Ore.
U. S. Metal & Manufacturing Company,
New York

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

„ocomotiv-eSoh lheBp§S? O.'

Twenty-one Years
of Electrification

In 1895 the Baltimore & Ohio Railroad undertook the electrification of
7.4 miles of single track to afford quicker service at Baltimore.

In 1916 the Chicago, Milwaukee & St. Paul Railway began to operate
the first section of 440 miles of transcontinental trunk line trackage.

Thus, with its twenty-first year of existence, electrification has achieved
full citizenship. It has run successfully the whole scale of possible appli-
cations, tunnel lines to eliminate smoke, suburban lines to increase traffic,
mountain lines to raise capacity and transcontinental lines do all these
things.

General Electric Company

Sales Offices
in all large cities

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

/**«

pill

-Twentieth Centur^Jjriii
on the Nfew York CeWaJ^anes '--...

One Thousand, Five Hundred Miles

One thousand, five hundred miles of General Electric
electrified single track and hundreds of mighty locomo-
tives and motor cars are in satisfactory use today at 600,
1200, 1500, 2400 and 3000 volts direct current, third-rail
and overhead construction.

The following is a partial list of the prominent
General Electric electrifications to date

Single

Track
Railroad Character Miles

Baltimore & Ohio Railroad Terminal 8.4

Michigan Central Railroad Tunnel 25.7

West Shore Railroad Mainline 1 18.0

N. Y. Central & Hudson River Railroad Terminal-Sub. . 254.0

West Jersey & Seashore Pennsylvania Railroad Mainline-Sub. . 150.0

Southern Pacific Co. — Oakland Suburban 138.0

Southern Pacific Co. — Portland Suburban 1340

Butte, Anaconda & Pacific Railway Freight 1 14.0

Chicago, Milwaukee & St. Paul Railway Mountain 600.0

Locomo-
tives

Motor
Cars

Voltage

600 d.c.

10
0

O
23

650 d.c.
600 d.c.

192

600 d.c.

0
0

109
8l

700 d.c.
1200 d.c.

0
28

38
O

1500 d.c.
2400 d.c.

3000 d.c.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

It is a significant fact that
two of the most prominent
electrification projects in
the world— The Chicago,
Milwaukee and St. Paul and
the Butte, Anaconda and
Pacific— have used

Line Material

Electric Railway Journal

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

Vol. XL VII

NEW YORK, SATURDAY, JUNE 17, 1916

A CONFLICT June is beloved not only by the

®^ poets but by the delegates, and

besides the two national political
conventions a large number of technical associations
have scheduled meetings for this month. Among those
associations of electric railway interest which are to
meet or have met during June are the Master Mechanics
and Master Car Builders at Atlantic City, the Central
Electric Railway Accountants Association, the Illinois
Electric Railway Association, the Central Electric Rail-
way Association, the New York Electric Railway Asso-
ciation, the American Society for Testing Materials and
the American Institute of Electrical Engineers. In
many respects June is a good month for conventions.
The weather is nearly always propitious and it is not so
hot that traveling is uncomfortable. The trouble is that
the dates for these conventions have been set with little
regard to question of overlapping. While there has been
some conflict up to this week, the climax comes in the
last three days in June, when no less than four of the
associations mentioned above, namely, the last four in
the list, bid for the attendance of electric railway men.
This is regrettable. One cannot be at all, and there are
a number of men, who, we know, would like to go to two
or more of these meetings. As matters are arranged,
they have to make a choice. We hope that before next
June some working agreement will be reached by which
at least the electric railway associations mentioned will
select dates which will not coincide.

HOME RULE

QUESTION

AGAIN

While recognizing that very suc-
cessful results have followed
municipal regulation of city
transportation facilities in Chicago, we believe that state
regulation is usually preferable. Hence, the recent
ruling by Judge Taylor denying the right of the Illinois
Public Utilities Commission to issue orders affecting
the service and the equipment of the Chicago street
railways should not be considered a desirable precedent
elsewhere for the substitution of city for state regula-
tion. The Chicago situation is unique in many respects.
In the first place, the entire surface railway situation
had to be cared for, beginning with the franchises, con-
tinuing through the physical rehabilitation of the entire
system and fundamental changes in transportation
features and including a partnership agreement with
the city by which the latter, so far as net earnings are
concerned, is practically an equal partner with the com-
panies. Another fundamental factor to be considered
is that the plan was initiated long before the idea of
state regulation of public utilities had gained much

ground and was in full operation long before there was
any commission in Illinois with extensive powers to
regulate service. Finally, the results at Chicago are
undoubtedly attributable not so much to the method
employed as to the men who were made responsible for
the direction of the undertaking, and the success being
due to men, it is not an argument in favor of municipal
regulation, because the same men if acting for the state
in that or any other case would undoubtedly have ac-
complished equally as satisfactory results. If the Board
of Supervising Engineers in Chicago had state-wide
powers as great as those which they exercise within the
limits of that city, they could undoubtedly accomplish a
great deal more for the benefit of the transportation
facilities of that city than they could at present, because
many of the lines extend beyond the city limits. This
same situation is bound to be true in other cities, and
this is one reason why state regulation is to be preferred
to city regulation.

UNIT PRICES
FOR ELEC-
TRIC ENERGY

A newspaper report of one of
the recent sessions in the interm-
inable Thompson legislative in-
vestigation in New York City ended thus: "Frank
Hedley, vice-president and general manager of the In-
terborough, has already testified that, without increas-
ing its plant, the Interborough could generate enough
surplus electricity to sell at 1 cent a kilowatt-hour and
make a profit. The Edison company charges 8 cents a
kilowatt-hour." While the statement is undoubtedly
true, the inference which the casual reader would draw
from it is that either there is a radical difference be-
tween the power plants of the two companies or that
the difference between 1 cent and 8 cents represents
"velvet" for the New York Edison Company. Such an
inference would be decidedly unfair, for it is quite pos-
sible that the profit at the higher figure may be smaller
than that at the lower. Energy is not a commodity like
grain or apples for which there can be a fixed market
price, regardless of the conditions of generation, distri-
bution and utilization. As we have shown from time to
time, peak-load energy may cost a dollar or more per
kilowatt-hour to generate due to the investment of large
sums in equipment used for but short periods. In the
case cited in the above quotation a large part of the
8-cent charge is due to high distribution expense which,
with the average small lighting customer, amounts to a
large part of the income. The customer is supplied
through transformers which absorb exciting current
continuously although the average customer uses an
almost negligible part of the all-day capacity of the

1118

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

transformer. The cost of energy depends upon the load
ia. im and t)i.- magnitude of the load. Either the Inter-
borodgh or the Edison company could afford to sell
energy at I MOl PW kilowatt-hour with proper values
M two elements. Fortunately power for electric
railways ran, in general, be produced cheaply because
the load factor is fairly good and the load is reasonably
large. This is one reason why so much transportation
can be given for the nickel fare. Railway employees
have a good talking point here in discussing transpor-
tation problems with the public.

"DAYLIGHT SAVING" AND ELECTRIC RAILWAY
TRAFFIC

At the present moment it looks as though the day-
light saving movement were a thing the probability of
which in this country must be gravely considered. The
scheme was proposed in England some eight or ten
years ago and, according to the press dispatches, has
now been officially adopted in that country, having
gone into effect on the morning of May 21. According
to the published reports, all public institutions in Eng-
land, as well as the factories, shops, theaters and res-
taurants, will follow the new schedule until Sept. 20.
But one exception is made. This is the public parks,
which will stay open on the old schedule. The shift
was made at 2 o'clock in the morning by shoving the
clocks forward one hour. By a curious spontaneity, the
plan has also been favorably considered by a number
of other European countries this year and has taken so
firm a grip on the popular imagination that it has ac-
tually been put into effect in Austria-Hungary, Ger-
many and Holland, has been authorized for immediate
adoption in Denmark, probably to be followed by Swe-
den and Norway. It has also just been adopted by
France, according to newspaper report. Add to these
European examples the fact that some Canadian towns
have already tried the scheme and several cities in our
own country are seriously considering it, and it will be
realized that we are confronted by what is an accom-
plished fact elsewhere, and must be taken seriously
here.

Of course, the plan is familiar to our readers through
casual mention in the daily press, being merely to set
the clocks forward, pursuant to legal enactment, some-
where about the first of May and to keep them running
an hour fast of sun time until about the first of Octo-
ber, when they would be set back to assume the winter
schedule. Germany and Austria-Hungary adopted the
plan the first of last month, as also did Holland, where
the clocks were set forward an hour at the midnight
beginning May 1. Of course, it is a fact that the civ-
ilized world at large does not utilize the early hours of
good daylight through the summer months. People get
up at nearly the same time summer and winter, in win-
ter near or before sunrise, in summer two or three
hours after it.

On principle the scheme seems not an unreasonable
adjustment of man to nature, although the economies to
be effected look to be somewhat dubious. No artificial

light can be saved by getting up an hour earlier in the
morning at the dictation of a manipulated clock or
otherwise. If any saving can be made by the people
at large in their electric light and gas bills it will have
to be at the end of the day. If everybody went to bed
an hour earlier than usual that much of the lighting
bill would be cut off. As a rule, however, the people
who sit up latest are those who are not doing long hours
of hard work, but rather those who get up late and
reach the evening hours tolerably fresh, so that it seems
more than likely that the people who determine the
time when the last lights are extinguished will take ad-
vantage of the blessed opportunity to lie in bed an al-
leged hour longer and sit up correspondingly later.

From the standpoint of the electric railway operator
the situation is a rather singular one. It should not
affect the total traffic to any perceptible extent, for
about the same number of people will be carried,
whether the day begins at one hour or another and
whenever it officially ends, but it will tend to shift the
distribution of the traffic and probably will require an
hour longer active service on the part of the cars. The
traffic of the early hours will begin earlier and very
likely string out over a slightly longer period. The af-
ternoon rush hour reckoned on sun time will be simi-
larly affected. The results as regards evening traffic
are not quite easy to foresee. It is possible that places
of amusement would shift without change to the new
time, letting out the theater crowds after the usual in-
terval. But there is also a rather good chance that the
existing tendency of theaters and the like to throw their
beginning hour further into the evening would be in-
creased, so that it is very doubtful whether the service,
on which the late homecomers depend, could be sus-
pended any earlier in actual time than it now is. In
other words, it looks very much as though carrying out
the daylight saving scheme might extend the active
service period for about an hour, with a strong likeli-
hood that the extension will come at or near what is
now the evening rush period. If so, the effect should be
to flatten at least somewhat the evening peak and so re-
lieve the strain on the power station, car and car crew
demand. Such a change ought to be reflected in oper-
ating economies.

There is also a possibility that the lengthened hours
of daylight in the evening would result in more pleasure
riding after the evening peak, the likelihood of this
event being strengthened by the fact that the old
schedule has been retained for the closing time of the
English parks, as already mentioned. Such a plan
ought to mean that all this additional pleasure and
park traveling would take place to a large extent after
the evening business rush-hour peak and hence at a
time when it could easily be taken care of by the trol-
ley systems. Details of this sort, however, can only be
discovered when the thing is actually tried. All in all,
therefore, the adoption of the daylight schedule would
be of benefit to the electric railways.

There are certain grave inconveniences attending the
proposition which will have a stronger effect in check-

June 17, 1916J

ELECTRIC RAILWAY JOURNAL

1119

ing its adoption here than in some of the foreign coun-
tries that are trying it. For example, standard time is
worked in 15-deg. belts, each carrying throughout its
extent the sun time of the center. At each edge the
standard time is half an hour away from sun time, an
amount which has been found sufficient to cause some
little inconvenience when the days are not at their long-
est. Under the daylight-saving scheme the added hour
where the clocks were already half an hour fast of sun
time would aggravate the trouble rather seriously. In-
deed this very objection has been raised against the
adoption of the plan in France, which is in much the
same condition as a single belt would be here. Small
countries would not suffer this inconvenience to any-
thing like the same extent as the big ones, especially
our own. In Holland, for example, everything is re-
ported as going on automatically with perfect smooth-
ness. What will be the result of the agitation here no
one can tell, yet if it should be generally adopted in
Europe the possibility of assuming it here would be by
no means remote.

PENNSYLVANIA-TYPE LOCOMOTIVE MAINTENANCE

The maintenance cost figures for the Pennsylvania
Railroad's electric locomotives during the past year, as
outlined on another page, are worthy of more than mere
passing comment on the excellent record that they dis-
play. The low average cost of repairs, approximately
3.5 cents per locomotive-mile for engines weighing 156
tons, has been attained directly by application of the
principle of making all repairs at inspections and prac-
tically eliminating the periodic overhaulings customary
with steam locomotives. The success that has attended
the change in methods in this case, as well as that
which has accompanied the use of the same plan on the
New York Central Railroad for a number of years past,
demonstrates its thorough practicability.

That the electric locomotive needs no periodic shop-
ping for general repairs is due primarily to the fact
that it has no boiler subject to progressive deteriora-
tion in service. In place of the boiler is electrical
equipment which, when not overworked, remains in
good condition for years, except for minor replacements
and the possibility of accidental damage. Since running
gears in general can be kept up by making light repairs
from time to time as they are needed, there is really
nothing in the normal course of events that requires a
complete dismantling and rebuilding of the electric ma-
chine, and this cannot but make for economy. Stripping
an engine and rebuilding it complete, as is practically
done at a general overhauling in a steam locomotive
repair shop, is bound to result in a' lot of unnecessary
work in the case of an electric locomotive, simply be-
cause of the removal and replacement of many parts
that may be just as well inspected and repaired in
place. Otherwise, much material would have to be dis-
mantled and assembled at considerable cost even though
obviously there was no need for repairs of any kind on
the equipment.

On the Pennsylvania locomotives, for example, the

first operation, under the original plan of having gen-
eral overhaulings, was the removal of the cab. Yet
this has been shown to be quite unnecessary except for
repairs to the armature of the main motor which the
cab incloses. Even then, the removal of the cab could
be avoided by installing a hatchway in the cab roof, but
since the protected location of the motor practically
eliminates the possibility of mechanical injury, such a
facility would be used too seldom to make it worth
while.

Repair work for the Pennsylvania locomotives, there-
fore, is carried out almost in its entirety at an inspec-
tion shed, or engine house, that was originally provided
only for light running repairs, with the result that,
roughly, one-third has been cut from the expense of
maintenance. What the resulting figure means may
perhaps best be exemplified by comparing it with the
maintenance costs for steam locomotives for the same
railroad, as displayed in the I. C. C. reports. The steam
machines average about 30,000 miles per annum at a
cost of approximately 13 cents per locomotive-mile, the
average steam locomotive weight being about 90 tons.
As opposed to this the 156-ton electric locomotives are
maintained for 3.5 cents per locomotive-mile, in a service
which is in effect a combination of high-speed transfer
movements and switching, with no long runs — con-
ditions that make high annual mileages impossible and
exaggerate the cost of repairs.

Since steam locomotive maintenance should vary
roughly with the weight, the equivalent cost of an
average steam locomotive equal in size to the electric
machine would be something like 22 cents per engine-
mile, giving a saving for the electric locomotive of 18.5
cents. The service in which the electric locomotives
are working permits a mileage of about 36,000, and on
this basis the saving in maintenance is equivalent to
about 11 per cent on the cost of the electric engine.
As twice this mileage would seem to be easily attain-
able in ordinary service, the saving in maintenance
cost alone at this rate would pay for interest and de-
preciation as well as afford a profit on the cost of the
electric machines that could be substituted for the steam
locomotives.

There is still another point that might be touched
upon in connection with the record of the Pennsylvania
engines, and this is that the figures demonstrate the
thorough practicability of the side-rod drive from a
maintenance standpoint. There has been a very general
impression that the additional parts introduced in this
type through the necessity for coupling driving wheels
with a jack-shaft, constituted an undesirable complica-
tion, but the present results seem to be ample evidence
to the contrary. Of course, simplicity is and always will
be the most important attainment in locomotive design,
but at the same time real simplicity may be accom-
plished in other ways than by a reduction in the number
of parts. If the parts in themselves are inherently
simple and rugged in construction, they may in the end
produce thoroughly satisfactory results, and this seems
to have been the case with the Pennsylvania locomotive.

1120

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

Electric Locomotive Maintenance on
Pennsylvania Railroad

Elimination of Periodic Overhaulings for These 156-Ton Engines, Which Are of the Side-
Rod Type, Has Reduced the Maintenance Cost to Less Than
4 Cents per Locomotive-Mile

CHANGES in the maintenance practice of the Penn-
sylvania Railroad in connection with the locomotives
on its electric zone in New York City have effected a
remarkable reduction in the cost of repairs. The en-
gines have been in service since 1910-1911, and each has
made a total mileage averaging 155,000. Yet the main-
tenance cost for the year between May, 1915, and April,
1916, approximated 3.5 cents per locomotive-mile, and
this seems to constitute a low record for engines of such
large size, the total weight of the two units that form a
complete locomotive being 156 tons. In brief, the change
has consisted in the elimination of periodic overhaulings
such as were described in the Electric Railway Jour-
nal for March 15, 1913, and for the past fifteen months
there has been adopted, instead, the practice of making
repairs to worn parts whenever they are discovered at
inspections. Thus practically all work is done at the

gines were inspected at both Sunnyside Yard and Man-
hattan Transfer, the western terminus of the electric
zone, but no provision was made whereby the engines
could be set out of service at definite times for the in-
spections, and these had to be made, therefore, when-
ever the inspector could find a locomotive that was idle
for a few minutes. Under the present scheme the
engines are inspected once each day over a pit located
in the Sunnyside Yard, and they are sent to this point
by the operating department as a regular part of the
day's routine. Thus the locomotives are now given a
daily inspection under conditions where ample time and
facilities are provided to do such light work as replace-
ment of brakeshoes, contact fingers, arc-chute slides,
headlight resistances and the like.

In addition each engine is given a general inspection
at intervals of 3000 miles, this distance being covered

P. R. R. LOCOMOTIVE MAINTENANCE— ELECTRIC LOCOMOTIVE AND TRAIN OF ALL-STEEL CARS

engine house located in the Sunnyside Yard, the main
storage point for the passenger-coach equipment handled
by the engines.

This building is equipped with a drop pit, and under
the new plan of maintaining the engines, whenever tires
become worn, the pit is used to drop out successive pairs
of driving wheels, and the engine is then set outside of
the house on dummy wheels while the tires are being
turned and the rods and boxes are being repaired — the
only heavy operations that are regularly needed. The
driving wheels that are removed are sent to the nearest
steam locomotive repair shop for turning, because the
engine house is not equipped with a driving wheel lathe,
and the same procedure is followed in case heavy repairs
are required for the main motor armatures. Aside from
this, however, all work can be more profitably done at
the engine house, as it has been found that the repair
force necessary to handle the running repairs can also
handle the heavier repairs.

Changes also have been made in the method of
handling the locomotive inspections. Originally the en-

usually during the course of about one month. At these
general inspections the whole engine is given a very
thorough examination, including especially the control,
wiring and switch groups. Contact tips are renewed as
necessary, together with switch shunts and main re-
sistance grids if they are burned, while auxiliary cir-
cuits are tested for continuity and grounds. Also, the
contact shoes on the engine trucks are gaged and read-
justed, the motors are thoroughly blown out with com-
pressed air, and the sequence of operation of the
switches in the switch group is tested.

The mechanical part of the general inspection includes
examination of all of the running gear, and practically
all work that appears is done at this time. This in-
cludes reducing rod brasses in case the wear limit of
1/16 in. has been reached. The jackshaft brasses are
tested for lost motion, and they are closed if this is
required. The same thbig is done with the main motor
bearings, which are tested for lift, and if the limit of
1/16 in. is reached they are replaced, this operation
being effected by removing thebearing caps and jacking

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1121

- ->U 7-'?-' ->k

6til 'Inside to Inside Pulling Knuckles *

R. LOCOMOTIVE MAINTENANCE — DIAGRAMMATIC ELEVATION OP SINGLE UNIT OR HALF-LOCOMOTIVE SHOWING RELATIVE
POSITION OF WHEELS, RODS AND ELECTRICAL EQUIPMENT

up the armature without removal of the motor from the
engine. At the general inspections, also, the engine
truck wheels are renewed if the flanges are sufficiently
worn, and the engine-truck boxes are babbitted as re-
quired to take up any side play.

At 15,000-mile intervals there is made what is called
a heavy inspection. As a matter of fact, this is really a
duplication of the general inspection in so far as mechan-
ical repairs are concerned, but electrical apparatus re-
ceives more elaborate tests and all classes of electrical
repairs are made. The covers on the main motor arma-
tures are removed, and the hand-hole plates at the
bottom of the motor casing are taken off, so that the
armature banding, as well as the condition of the arma-

ture coils at the back end of the armature, can be ex-
amined thoroughly. The compressor armatures are
also inspected in greater detail than at the 3000-mile
inspections, and the switch groups are gone over more
carefully, the switch-group studs and straps being tight-
ened and the magnet valve stems being replaced if worn.
Junction box covers are removed and examination for
loose terminals is made, while the same procedure is
followed with the bus line and main fuse-box covers, as
well as the receptacles for the jumpers between units.

Classified Repairs
When it becomes necessary to turn tires, the heavy
inspection at which the work falls due is considered

P. R. R. LOCOMOTIVE MAINTENANCE — RUNNING GEAR WITH CAB

1122

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

Sis

8.91
3.31
4.44
3.4U
3.30
1.67
3.02
3.58
3.02
1.96
3.77
2.78

TotulH $24,203.03 $11,231.3:. $35,434.38 1,010,305 3.51

N..I.-: Mil. -am' IlKur.'K made up with two locomotlve-unlts con-
sidered aa one locomotive.

for material either purchased direct
through purchasing agent; and for freight except over Pennsyl-
■ llroad.

May, 1»15

July. l»l

Srpt.Mnl

' ' '

NoV< inber, 1915.

Januai • .

April, i

$2.1X0.96

■ ■ ■
■

l.f.30.41

2.091.34

1,601 10

$9»r..i2

; .1 ■.
1.4.VJ I'l
737.13

847.78

mi it

810.42

868.81

1.127.42
814.45

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t

$3,176.08
t,T60.<1
8,988.88

$.006.41

2, SOS. 0»

8,961.11

2.4S.-..4S
3.032. s:,
2..-.29.B1
3.201.71

.-l.21S.7li

$,$io.($

81.126

S3. 14.'.
SS.792

S3.12I
S2.43S
S4.H77

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80.819

sr.,299

B$,«04

equivalent to classified repairs, although the engine is
not sent to the repair shop unless it is necessary to
remove the cab, this being required in case the armature
of the main motor has to be removed for any purpose.
T;he engine house is equipped with a 25-ton traveling
crane, but this is not high enough to permit the cab to
be lifted off the engine, and therefore, in case an arma-
ture has to be rebanded or requires some other heavy
work, the engine has to be sent to the nearest steam
locomotive repair shop. Under ordinary circumstances,
however, the procedure, as mentioned previously, is to
drop out successive pairs of drivers in the engine house
drop pit, replacing them with dummy wheels and setting
the engine outside until the tires can be turned. At the
same time the engine trucks are removed and completely
overhauled, the shoes and wedges are squared up and
relined and the driving boxes have the side play taken
out, the driving-box brasses at the same time being
overhauled if they have become loose in the box or
large on the journal.

For the electrical repairs, the armatures of the main
motors are jacked up and revarnished after being ex-
amined for defects which might require removal of the
motor. Also, as the maintenance of the cranks in exact
quarter is important, the motor shaft, jackshaft and
driving wheels are all tested for proper angularity of
the cranks, but as a matter of fact only one jackshaft
and none of the motor shafts have actually had to be
quartered during the past year. Classified repairs in-
cludes also painting the locomotive cabs, which are
given a good finish because the engines are used in
passenger service. This work is done in the engine
house, one painter being regularly employed on this
work for a large part of the time.

Classified repairs are made dependent upon the driv-
ing wheel wear under ordinary conditions, and as driv-
ing wheel tires are invariably turned because of worn
flanges rather than tread wear, the intervals between
turnings are extremely irregular, depending largely
upon the class of service in which the engine happens
to be. An interval of 50,000 miles between tire turnings
is considered to be an average, but instances as low as
25,000 miles and as high as 100,000 miles have occurred
not infrequently, and one unit actually made 142,000
miles between August, 1912, and November, 1915, with-
out being shopped, this high mileage being ascribed to
a particularly advantageous run on which the engine
worked. Generally speaking, therefore, classified repairs
are given at about every third heavy inspection.

Owing to the fact that the number of electric locomo-
tives is ample to take care of the traffic under normal

conditions, the electric zone is never short of power
except during rush days, such as brought about by
Christmas travel, for example, or a football game at
Princeton University. Under these circumstances, as
many as thirty-one engines out of the total of thirty-
three in operation have been in service, but under aver-
age circumstances only about twenty-four engines out
of the thirty-three are required. In consequence it is
the policy to hold engines out of service in the engine
house for classified repairs preferably when their ab-
sence from service will not be felt and to do the work
upon them when it can be handled to the best advantage
in accordance with the demands of the regular work in
the engine house. For the heavy inspections, or those
at 15,000-mile intervals, the engines are held for two or
three days, while at the general inspections they are
usually held one day and sometimes two days.

Maintenance Costs and Practice

The costs of maintenance under the practice above
outlined are shown in Table I by months from May,
1915, to April, 1916. These figures apply to complete
locomotives, each of which is composed of two units
weighing 78 tons apiece, so that the whole locomotive
weighs 156 tons. The weights of the major items which
make up each unit are as follows: Cab, control and
compressor, 22 tons; motor, 21 tons; running gear, 18
tons; chassis, 17 tons. In brief, the service in which
the locomotives operate is that of hauling passenger
trains between Manhattan Transfer and the Pennsyl-
vania Station in New York City, a distance of 8.8 miles.
In addition, there are several trains hauled to Jamaica
on the Long Island Railroad, a distance of 11.3 miles.
The passenger-coach storage yards are at Sunnyside,
some 4 miles east of the Pennsylvania Station, and
reached by tunnels under the East River. Each engine,
when it picks up a train either in the yard or at the
zone terminals, hauls it through the under-river tun-
nels, so that the average run approximates 11 miles in
length.

In case the engine bringing a draft from the yard
should reach the New York station ahead of time,
it may be called upon to do some switching in the sta-
tion yard during the wait before pulling out its train,
and for this switching mileage it receives no credit,
except for periods of more than one-half hour. Three
engines, however, are kept regularly in switching serv-
ice at the Sunnyside Yard, being credited with mileage
at the rate of 6 m.p.h. The latter engines, it may be
said, are not permanently assigned to the switching
service, but are placed in it if their tires are found to
be approaching the limit of flange wear, so as to raise
the average tire mileage.

Each unit, or half-locomotive, is complete in itself,
having a 2000-hp. motor connected to the driving wheels
through a jackshaft and side rods. There is a four-
wheel truck at the front end of each unit and two pairs
of 72-in. drivers at the rear. The jackshaft is carried
in a housing placed between the upper and the lower
members of the locomotive frames. At this point the
frame is made up with jaws having a binder below them,
just as would be the case were the jackshaft replaced
by a pair of drivers. Lost motion in the jackshaft bear-
ing causes a serious pound if it is allowed to go beyond
about 1/16 in., and as most of the wear takes place at
the bottom half of the brass, it is the practice to take
this up by loosening the lower part of the box, removing
a liner, and then tightening the lower part of the box
into place again. The intervals at which this work
becomes necessary are variable, ranging anywhere be-
tween 2000 miles and 7000 miles. The average is about
3000 miles, which corresponds to the intervals between

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1123

general inspections. The two halves of the brass are
originally left a full 1/32 in. open, and when the re-
moval of liners brings them together, they are rebab-
bitted, thus separating the two halves again. This has
to be done about once a year. These brasses run hot at
long intervals, about four out of the 132 which are at
present in service getting hot during one course of
twelve months.

The diagonal motor rods which extend between the
cranks on the motor shaft and those on the jackshaft,
as well as the horizontal side rods, are provided with
bushings at the ends, and these are renewed after 1/16
in. of wear has taken place, or, in general after 15,000
miles or 20,000 miles have been run, the side-rod bush-
ings lasting about one-third longer than the motor-rod
bushings. The main rods, or those extending between
the jackshaft and the forward pair of drivers, are pro-
vided with brasses at one end and bushings at the other,
the former requiring reducing about twice a year, or on
a mileage basis, at intervals of approximately about
20,000 miles. All rods, brasses and bushings are left
1/64 in. large when applied, as no direct reciprocating
motion takes place as it does on a steam locomotive,
and on account of the gradual application of all forces,
small amounts of lost motion are taken up without
severe shock. But on the other hand, rod bushings
cannot be allowed to run more than 1/16 in. loose,
because they will then develop a severe pound. Wedges
are set up by the inspectors as required, but they never
require lining down between tire turnings, so that this
needs to be done only when the engine is held out of
service for tire work. Driving-box shoes tend to wear
about as much as on a steam locomotive, so that these
are refitted when the engine is held for classified re-
pairs. Motor bearings are renewed after 1/16-in. wear
or at 30,000-mile intervals. No springs have been re-
placed as yet, although a number have been reset. Only
one of the sixty-six air compressors in service has had
to be rebored on.

As shown by the table of maintenance costs, the
charges for electrical repairs are very light. Since the
engines were placed in service all armatures have been
rebanded on account of coil shrinkage, but very few of
them have been rebanded a second time. None of the
main motor commutators have been turned on account
of wear, and only two have had to be machined on ac-
count of accidental damage. Third-rail shoes, which

are of the over-running bracket type, run for about
15,000 miles in summer, and for about 3000 miles in
winter before replacement. The main motor brushes
have a very long life, or an average between two and
three years. Some have even lasted for 150,000 miles,
being removed then for side burning. Some chipping
and breakage, however, has taken place, especially in
winter weather, in which case mileages as low as 3000
have been made, this applying only to, say, three or

P. R. R. LOCOMOTIVE MAINTENANCE— ELEVATION OF ENGINE
HOUSE

four brushes out of the forty with which each motor is
equipped. Compressor brushes run about 3000 miles,
being generally removed for side burning.

During the past year four flashovers occurred, the
arc in one case going to the motor frame, and in the
other three cases extending only between brushes. In
no case was any damage done to the commutator which
could not be cleaned up with a file, so that it was not
necessary to remove the armature for any of these
electrical disturbances. There were also two cases
wherein circuit breakers burned up, the breaker having
tripped upon an overload and grounded to the box which
contains it, the arc being maintained by the ground
from the circuit-breaker frame. One other unusual
case of repairs was involved when a canopy switch ter-
minal became grounded and thus burnt out a number
of the auxiliary circuits. The direct cause was the
disconnection of a terminal screw, which grounded the
circuit on the cab frame.

In Table II on page 1124 are shown total figures for
the year 1915 covering various operations at the Sunny-
side engine houses.

In this the class 1 painting that is listed covers burn-

■-LghHng Pocket secnon at

Section at X-X
LOCOMOTIVE MAINTENANCE — PLAN OF SUNNYSIDE ENGINE HOUSE

1124

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

•1111 Ukcokd or Various Operations at Sunnvside
K.N.iiNK House

motive* receiving classified repairs

' • • elvlng class 1 painting

■ ■ i-lvlng class 2 painting

' ■ ■Hiving class 3 painting

held In shop for inspection and repairs 46

shimmed .

eel tires shimmed

leels applied

leels removed for side play.
' ures and fields painted . . .

nigs renewed.

Jackshaft bearings reneweil

Jackshaft bearings reduced

Kod bushings renewed or reduced

Hod brasses reduced

Compressor armature commutators turned and slotted.
Main motor resistances welded

ing is appended, and in connection with this note should

9 be made of the absence of a driving-wheel lathe or an

6 engine lathe large enough to swing the large armatures

1 of the 2000-hp. motors, this being because the engine
4,jj house was originally designed and equipped for run-

3 ning repair work rather than for overhauling opera-
's tions.

18 60-ln. horizontal boring machine. 5-ft. radial drill.

ing off complete and repainting and varnishing. Class
2 painting covers the application of a color coat and the
necessary varnishing, while class 3 painting covers
touching up and varnishing. The item covering the
welding of main motor resistances refers to the rebuild-
ing of grids by welding, as described in the Electric
Railway Journal for Feb. 12, 1916.

Use of Engine House for Repair Work
All of the foregoing operations with the exceptions
noted are now being done at the Sunnyside engine house.
This building is rectangular in form, about 161 ft. long
and 72 ft. wide, with a lean-to at one side to house
machine tools. It has two tracks devoted to work on
electric locomotives, and these hold four complete en-
gines, or eight units out of the sixty-six available for
service. This track space, with an inspection pit out-
side of the building, has been found to be ample for the
requirements of the equipment, and as a matter of fact,
eight multiple-unit cars, in addition to the electric
locomotives, are maintained at this point. A drop-pit
is provided for removing single pairs of driving wheels,
the engines being moved across this while the drivers
are dropped successively whenever it is necessary to
remove wheels for tire turning. • No attempt, therefore,
is made to use the 25-ton overhead crane for any pur-
pose other than lifting wheels out of the pit, or trans-
porting rods or heavy pieces from one part of the engine
house to another.

A list of the machine tools installed within the build-

Tabi.k III — Number and Minutes Detention to Trains Due to
Electric Locomotives from 1911 to 1915. Including Total
Mileage and Mileage per Detention, Penn-
sylvania Railroad
/-l»ll-> ,-1912^ ^-1913-v ,-1914-, ,-1915-,
Min- Min- Min- Min- Min-

No. utes No. utes

Failures
Mechanical

Electrical 11 71

Man 2 19

No. utes No. utes No.

16 100 21

78 18 102 13 82

Total mileage . 909,238 994.592 1.046,613 1,016,044 995,141
Mileage per de-
tention 56.827 47,362 116,290 56,447 76,550

Note: Figures apply to trains on which trouble occurred and
do not include other trains delayed because of the failure.

Cause of Detention

Main switch left open on one unit

Fuse blown In starting train

Air hose

Shunt-fleld resistance terminal broken.

Control wire broken

Circuit breaker opened and not reset. .
Air "

Contact shoe broken

Spring hanger and sand pipe broken .
Coupler knuckle opened

Minutes
Delay Class of

to Train Failure

. . 21 Man

. . 15 Man

6 Mechanical

7 Mechanical

5 Electrical

1 Electrical

2 Man

3 Mechanical

6 Electrical

6 Mechanical

3 Electrical

. 1 Man

Total

Summary :

Mechanical failures. 5,

Electrical failures, 4.

Total locomotive mileage. 995.141.

Miles per locomotive failure, 110.570.

24-in. back-geared shaper.

30-in. x 8-ft. planer.

60-ton vertical hydraulic press.

16-ln. engine lathe.

36-in. engine lathe.

10-ln. speed lathe.

Pneumatic pit jack.
Grindstone.
Power hack saw.
Double spindle drill
Two forges.
250-lb. air hammer.

The force employed in the building for maintaining
the electric locomotives, together with the previously
mentioned eight multiple-unit cars, consists of four
machinists and four machinists' helpers, who work on
the shop floor. There are two general machine-tool
hands, who spend their time at the machines, and one
blacksmith and a helper. Only one general laborer is
employed, but there are three engine cleaners or wipers,
who are called upon, when the occasion arises, to help
on other work. The electrical work is handled by one
electrician, two electrical machinists and five electri-
cians' helpers. During the day time two inspectors are
stationed at the inspection pit outside of the engine
house, no work being done at night and all employees
working on a ten-hour day. Two air-brake machinists
and one painter complete the force, the latter doing
such odd jobs, in addition to his regular work, as put-
ting in broken panes of glass and repairing doors and
sashes.

Train-Detention Record

A record of train detentions between the years 1911
and 1915, and a classified list of causes of detentions
during 1915, are displayed in Tables III and IV. These
show that, notwithstanding the reduced cost of main-
tenance, there has been no increase in the number of
delays chargeable to the locomotive department. In
fact, the record for reliability that was established for
this installation in its early years of operation has been
fully maintained during the past fifteen months, or
since the maintenance methods have been changed to
eliminate the periodical overhaulings of the locomo-
tives. During the past five years the average mileage
per detention, including those due to man failures, is
64,437.

Fare Increase Sought in Germany

The street and suburban railways of Germany are
agitating for permission to raise their minimum fare
from 2% to 3% cents, and a recommendation to that
effect was made by their rate-making committee at a
special meeting in Berlin of the management of the
various companies. Vorwarts of April 18, in reporting
this action, remarks that nobody was aware that the
companies were in difficulties, as they had continued to
show good balances even during the war. The Berlin
Omnibus Company, however, seems to have good basis
for its move toward an increase in rates, as the report
presented to the shareholders by Director Kaufmann at
a general meeting held in Berlin on April 17 showed
that the rate of loss this year was higher than that of
last year, when the deficit reached about $190,000. The
number of passengers carried in 1915 was only 79,000,-
000. against 104,000,000 in 1913. The Greater Berlin
Street Railway is the largest stockholder in the Omni-
bus Company. The street railway's attempt to raise
fares last year was a failure, but its net receipts in-
creased about $200,000, nevertheless, and it paid a
dividend of 6 per cent.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1125

Illinois Association Discusses Modern
Motors and Anti-Friction Bearings

The Merits of Roller and Ball Bearings for Railway Service, the Comparative Efficiency of Old

and Modern Motors and Safety Methods Were the Three Topics

Discussed at the Recent Chicago Meeting

THE regular meeting of the Illinois Electric Rail-
ways Association was held in Chicago on June 9,
1916. J. R. Blackhall, general manager of the Chi-
cago & Joliet Electric Railway, Joliet, 111., and presi-
dent of the association, presided, and sixty members
and their guests were in attendance. H. A. Johnson,
master mechanic Chicago Elevated Railways, read the
first paper entitled "Results Obtained from Tests of
Roller Journal Bearings on the Chicago Elevated Rail-
roads," which is abstracted elsewhere in this issue.
Before reading his paper he reminded the members of
the various parts of the equipment to which the cost
of electric current in car operation should be dis-
tributed. These included that necessary to overcome
the inertia of the car, the internal motor losses, the
gear and axle bearing losses, the rheostatic losses, the
air resistance and journal friction and that for the air
compressors and lights.

In connection with the tests, the results of which
were outlined in his paper, Mr. Johnson said that the
same crew was used on all test runs so that the human
factor would be kept uniform, and the trains were the
same except for the axles, bearings and journals. The
control on all elevated trains is equipped with auto-
matic acceleration through current limiting switches
so that the rate of acceleration was practically the
same as were all the other factors which are shown in
one of the tables accompanying his paper. In connec-
tion with the tables showing the comparative energy
consumption of the two typical trains, one equipped
with roller bearings and the other with babbitted bear-
ings, Mr. Johnson called attention to the significance of
the four lines of figures. He said that the first line
was the average of a large number of local runs, the
second line was the average of all runs both local and
express, the third line was for express runs exclusively,
and the fourth line was for those portions of the ex-
press trips which were run at high speeds. The fourth
line of results shows that whereas in the local runs
the roller bearings made a saving over babbitted bear-
ings, in the express or high-speed runs the roller bear-
ings were not as efficient as the babbitted bearings.

Otto Bruenauer of the Gurney Ball Bearing Company
then read a paper setting forth the merits of ball-bear-
ing journals and the difficulties which have been over-
come in connection with their adoption for electric rail-
way service. This paper was abstracted in last week's
issue of the Electric Railway Journal.

Costs of Anti-Friction Bearings
R. H. Carhart, Railway Roller Bearing Company,
Syracuse, N. Y., also read a paper, abstracted this week,
describing the application of roller bearings to electric
railway cars and the success which has attended the
installations now in service. At the close of these
papers President Blackhall asked about the compara-
tive cost of anti-friction bearings and ordinary bab-
bitted bearings and the approximate service life of
anti-friction bearings. Mr. Bruenauer responded that

at the present market prices a 10-ton car could be fitted
with eight ball-bearing journal boxes at $55 per bear-
ing. Under normal market conditions this cost would
approximate $50. As regards the life of ball bearings
in service, he said that at the present time he did not
have any definite information, but knew of instances
where they had been in service for two years without
showing any evidence of wear. He estimated, however,
that ball-bearing equipment correctly selected for the
service and loads it was to carry would last from four
to five years. He said that both the manufacturers
and the railway engineers had, in the beginning, made
the mistake of selecting ball bearings of too small
sizes for the service they were to perform. Experience
has corrected this error and at the same time the bear-
ings have been perfected. He said that their safety and
economy had been demonstrated, but that tests, which
were now under way, would have to be concluded before
he would be able to give definite information concerning
these claims.

Mr. Carhart, in response to an inquiry concerning
the roller bearings used on the Philadelphia Rapid
Transit Company's lines, said that the severe end thrust
had made changes necessary in the design of these
bearings. He said that roller bearings on cars in New
York City had been in service five years without show-
ing appreciable wear on the rollers or in the raceways.
Improper adjustment of these bearings, perhaps, more
than any other one factor was responsible for the diffi-
culties experienced in initial installations.

Mr. Carhart also mentioned an instance which oc-
curred in Rochester, N. Y., where the current was off
the line for a short time. In this case the men were
able to push an 80,000-lb. locomotive into the carhouse
by hand, whereas a freight car weighing about half of
this amount could not be moved except with pinch bars.
He also mentioned the installation of roller bearings
which had been in service on the Seattle, Renton &
Southern Railway, Seattle, Wash., for about four years.
These bearings were placed under 30-ton to 35-ton cars
and have given excellent service. The exact condition
of the bearings, however, was unknown, because it has
never been necessary to open the boxes to inspect them.
Mr. Carhart said the price for roller bearings for an
eight-wheel, 10-ton car was approximately $46 per bear-
ing, and for a 40-ton car, approximately $62. He also
said that the Westinghouse Type-56 motor could be
fitted with roller bearings for about $75, an amount
which included the cost of the bearings and the labor
of installation. During the discussion it was also
brought out that the cost of maintaining and lubricating
ball bearings in so far as present experience went,
amounted to practically nothing. The original difficulty
was to keep out foreign matter, and this has been ac-
complished by the dirt seal. Although the cost of the
bearing was increased, the increase was more than off-
set by the longer life which resulted.

F. W. Gurney, chief engineer Gurney Ball Bearing
Company, Jamestown, N. Y., closed the discussion of

1126

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

anti-friction bearings with the statement that the in-
d friction with roller bearings at high speeds did
not hold with ball bearings. He said that roller bear-
ings and hall hearings could not be compared in this
t. The friction in any bearing resulted from
sliding surfaces, and perfect alignment was inherently
dimYult and practically impossible with roller bearings.
With ball bearings, however, there was no question about
alignment, because the balls cannot assume a position
in the raceway which is out of alignment. In tests
made in New York City it was also found that the
friction with roller bearings increased with excessive
loads and was even greater than plain bearings, a fact
which was not true of ball bearings. He mentioned a
recent installation of ball bearings in connection with
a grinding machine operating at 4000 r.p.m. The
ball bearings, at this speed and under the varying
loads applied by the grinding machine, so adjusted
themselves that friction was practically negligible.

Mr. Gurney said that the life of ball bearings, if dirt
is kept out of the boxes and loads not in excess of the
capacity of the balls are applied, would be indefinite and
that wear would be negligible. In a test made on ball
bearings applied to an automobile where the entire load
of the machine was put on two wheels instead of on four,
the car ran 108,000 miles. During this test the bear-
ings were kept free from dirt and at the end of the
test they were found tight and in perfect condition.
The entrance of dirt or grit would have caused wear in
this case, but the load would not have worn the bearings
appreciably. Mr. Gurney said that the dirt seal which
had been applied to ball bearings was of the grist-mill
type, which made it practically impossible for dirt to
enter the ball raceways. He closed his remarks with
the statement that it was too soon to say how long ball
bearings would last, because none had been worn out in
electric-railway service.

Discussion on Field Control
H. A. Johnson then read another paper, which will be
abstracted later, entitled "The Results Obtained with
Field Control Motors on the Chicago Elevated Rail-
roads." At the close of his paper he said that the tests
from which these results were taken were made in ex-
actly the same service and with the same trainmen.
The data shown are the averages of a large number of
runs and, therefore, are quite typical of the results to
be expected in a service such as that operated by the
elevated railroads.

D. C. Hershberger, Westinghouse Electric & Manu-
facturing Company, read a paper outlining the "History
and Performance of Railway Motor Field Control."
W. A. Clough, engineer General Electric Company, fol-
lowed with a paper entitled "Comparative Economies of
Old and New Motors." Both of these papers will be
abstracted in a later issue. At the close of this
paper, H. A. Johnson called attention to the fact that
his comparative results had shown a saving of 8y2 per
cent for field-control motors over non-field control,
whereas Mr. Clough's paper had shown savings up to
17% per cent. He said this was probably due to the
fact that his results were obtained under specific con-
ditions, whereas Mr. Clough's paper, perhaps, dealt
with conditions other than these. Mr. Clough in con-
tinuing the discussion said that he knew of a certain
railway that had its cars equipped with GE-1000 motors.
These had given considerable trouble and replacement
had been considered for about eight or nine years.
Modern motors had not been purchased, however, be-
cause this railway kept the cars equipped with the old
motors in rush-hour service where the mileage was

small. If it had been necessary to use these motors
in regular service they would have been replaced a
number of years ago.

President Blackhall then said that a little more than
three years ago his cars were equipped with a number
of different types of motors, but these were all replaced
by modern motors. At that time he had fifteen cross-
seat, open, summer cars and the demands of the service
required all of the equipment available. These cars
were scrapped and ten new cars with modern motors
were substituted, but notwithstanding this reduction
in equipment and in the face of an increase in traffic,
it was possible to give better service with fewer cars.
This also reduced the primary charge for energy 15 per
cent, and at the same time heavier cars were put into
the interurban service without affecting the amount
of energy saved. He closed with a statement that from
his experience the savings made possible by modern
motors over the older types would pay for the new
motors in two or three years.

H. B. Adams, safety supervisor Aurora, Elgin & Chi-
cago Railroad, concluded the regular program with a
talk on safety methods. In connection with his address
he had on exhibit a large amount of safety literature
and a number of posters which he used in his safety
work. He opened with the statement that co-operation
was invaluable to the success of the safety movement.
The electric railway employees as a rule are high-grade
men, and he was of the opinion that more good could
be accomplished by talking with them rather than to
them. A personal talk with the men will go farther
toward gaining their confidence and assistance than
written instructions in the form of bulletins. Mr.
Adams also urged the safety habit in all purchases,
not only in the purchase of cars, but in equipment of
all kinds. He said that it was generally accepted that
80 per cent of the accidents were due to the public.
Education appeared to be the only way in which the
public could be brought to understand or realize this
condition, and he endeavored to reach them through
the schools and through exhibits of safety literature.
Mr. Adams said he had also been successful in interest-
ing commercial clubs in the work, with the result that
safety zones had been established at street intersec-
tions. He reminded the members that 282 persons
were killed in Chicago during the year 1915, and of
that number 156 were killed at points between the
street intersections.

Mr. Adams also called attention to the great and
increasing menace of automobile traffic. Automobile
traffic was responsible for more injuries than the cars
of street railways, because their line of travel was not
fixed. He said that not long ago his company had sent
out 3000 letters to automobile owners calling their at-
tention to the hazards accompanying careless driving
and the importance of more care along the streets over
which the street railway company's cars operated. The
company received 118 written replies and a great many
verbal responses to these letters. After these letters
were sent out the car crews were instructed to report
all carelessness on the part of automobile drivers and
wherever possible the owners were warned by letter.
He concluded with a statement that every electric rail-
way should become a member of the National Safety
Council so that it could partake of the tremendous fund
of information and helpful suggestions that were avail-
able to the members. He said that eighty-two electric
railways were now members of the National Safety
Council and that a special section had been created
which devoted its entire program to the interests of
electric railways.

June 17, 1916|

ELECTRIC RAILWAY JOURNAL

1127

Energy Savings with Roller Bearings

BY H. A. JOHNSON
Master Mechanic Chicago Elevated Railroads

At the last meeting of the association a paper was
presented showing the distribution of the costs of elec-
trical energy in car operation. The discussion covered
possible economies which can be obtained by means of
proper train operation, including efficient handling of
the cars by the transportation department.* At this suc-
ceeding meeting it was thought opportune to present
for discussion the economies which can be brought
about by the mechanical and electrical departments, in-
cluding the use of roller or ball bearings and field con-
trol motors.

Tests of Roller and Babbitted Bearings

To begin with, let us consider the part which journal
friction plays in the waste of electrical energy. Jour-
nal friction and air resistance together account for 6.6
per cent to 11 per cent of the total electrical energy
losses, the exact amount depending upon the class of
service. If the elimination of journal friction is to ef-
fect any substantial saving it must be brought about by
allowing a higher rate of acceleration and therefore in-
creased coasting. But the rates of acceleration in com-
mon use to-day are the maximum allowable from con-
siderations of wheel slippage and comfort of passengers.
Accordingly the economy in electrical energy possible by
the entire elimination of journal friction appears to be
limited to a rather small percentage of the total power
consumed.

Various forms of ball bearings and roller bearings
have been in common use on automobiles and other ve-
hicles for a number of years, and their more extensive
application to electric railway cars and even ordinary
freight cars has been advocated. A number of rail-
ways, both in this country and in Europe, have adopted
these types of axle and armature bearings for storage-
battery cars, but as yet they have not been applied ex-
tensively on electric cars in the average city and inter-
urban service.

More or less careful comparative tests have been made
by users of ball and roller bearings, but the published
results in many cases do not agree. It was, therefore,
deemed advisable to make a few independent tests un-
der known conditions to determine how much economy,
in energy consumption, if any, would result from the
use of such bearings in service en the Chicago Elevated
Railroads.

For the purposes of the tests two cars were equipped
with one of the commercial forms of roller journal bear-
ings designed by the manufacturers for the service re-
quirements. One was a double-truck motor car, weigh-
ing about 65,000 lb., equipped with two GE-55 motors of
175-hp. capacity each and GE-Type M automatic con-
trol. The other car was a double-truck trailer, weigh-
ing 33,000 lb.

Tests were made on this typical train in both local
and express services. The roller journal bearings were
then replaced with the ordinary babbitted bearings on
the same two cars, and the tests were repeated under
otherwise identical conditions.

The motor car was equipped with a calibrated
Sangamo watt-hour meter, and automatic, calibrated
time recorders to obtain a complete time record of every
run, including the length of the power-on, coasting and
braking periods. The duration of station stops was
taken with a stop watch. With these records it was
possible to compare series of runs having the same brak-
ing and station-stop periods, and differing only in the

•See issue of Electric Railway Journal for April 8, 1916, page

ile I. — Average Results of Tests with Roller and Babbitted
Journal Bearings in Typical Midday Express Service

KlH

*^ oS

«2 6ft

X!. 49.6 27.4
c. 49.6 27.2

mas ft ace
9.6 56.2
9.6 55.4

z '-■■ z

mil

Babbitted

. .43min. 53 s<

21.2

Table II.-

-Comparative

Energy Consumption of Typical
Car Train

Kw.-Hr. per

Ton-Mile

Two-

lc tii P -I II il"

^K w.w% Sft £M mm ceiift

Local runs 12.7 3.79 0.115 0.120 4.2

Average of all runs. 15.2 3.07 0.135 0.136 0 8

Express runs 17.4 1.73 0.079 0.079 0 0

High-speed portion of

express run 21.9 0.61 0.060 0.067 —6.2*

•Loss.

time of "power on" and coasting required to make the
same running time. Instruments and accelerating cur-
rent limit switch settings were rechecked after the
tests and found to be correct.

The observations were taken in three classes of serv-
ice, with different schedule speeds and frequency of
stops. Typical results are given in Tables I and II.
Where the stops are frequent and the schedule speed is
not high the roller bearings show a saving in energy.
This result should be expected from the commonly ob-
served fact, also noted in this test, that the frictional
resistance of babbitted bearings is greater just at start-
ing than that of the roller bearings. With increased
schedule speed this advantage is lost, and with less fre-
quent stops the roller bearings tested showed appreci-
ably more frictional resistance than ordinary babbitted
bearings.

It must be remembered that these tests covered a
certain stated range of schedule speeds, frequency of
stops, and weight of equipment such as obtain on the
Chicago Elevated Railroads. They determined only the
possible saving in power and did not touch upon the dif-
ference in first cost and maintenance of the various
types of bearings. In low-speed street car service, es-
pecially where the cost of electrical energy is high, con-
ditions should be more favorable to the ball or roller
bearing.

Roller Bearings for Railway Use

In discussing anti-friction bearings, I shall confine
myself to roller bearings suitable for heavy duty, such
as journal boxes and motor bearings for railway cars
and motors. The Railway Roller Bearing Company is
the pioneer in the commercial manufacture of roller
bearings for railway use. After considerable time had
been spent by this company in development, "Rollway"
bearings were installed on street cars of the Philadel-
phia Rapid Transit Company. These bearings were
similar to our present bearings except that a single-
end thrust was used instead of the double-roller end
thrust, and the boxes were not as completely oil and
dust-tight as at present.

These original bearings, as those of present commer-
cial construction, embodied a double line of short rollers
of large diameter, one at each side of the pedestal.
Then as now no cages or separators were used, allow-
ing a full line of rollers, increasing the carrying capac-
ity of the bearing and decreasing the number of parts
liable to cause trouble. We have found separators un-

1128

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

necessary save in high-speed motor bearings, where we
hnve used them to eliminate the noise produced by the
rollers clicking together.

The Philadelphia Rapid Transit Company made an
elaborate test of "Rollway" bearings which extended
over a period of eleven months, beginning in Novem-
ber, 1909. The power saving thus determined was from
17 per cent to 22 per cent. Although this saving is in
strict accordance with later tests, it is somewhat greater
than will be obtained by the ordinary motorman, owing
to the fact that these Philadelphia tests were made by
skilled operators, who took advantage of all coasting
possibilities of the car. The average saving of power
by the ordinary motorman is from 12 per cent to 15
per cent.

After the completion of the test the car tested and
twelve others equipped with the same make of bearings
were used in general service by the Philadelphia Rapid
Transit Company. Then for the first time it developed
that the single-thrust bearing was a source of trouble,
particularly in that the springing of the truck frame
permitted the journal to slide lengthwise in the bear-
ing and to carry the rollers into the end walls of the
box, setting up a scouring action. This did not develop
during the test as the test car contained new rigid
trucks and the end thrust was properly adjusted. If
the other cars had received the constant attention of a
skilled mechanic so that the end thrust was kept prop-
erly adjusted they would have given satisfactory re-
sults.

However, the bearing company realized that its bear-
ings must be foolproof, and has since made all bearings
with the double-end thrust, which prevents any longi-
tudinal movement of the journal in relation to its
bearing. Most of the bearings previously installed
with a single-end thrust have also been equipped with
the double-end thrust.

A number of "Rollway" bearings originally having a
single-end thrust when installed, and subsequently
equipped with the double-end thrust, have been in use
continuously since installed. Since about five years
ago all "Rollway" bearings sold have been equipped
with double-end thrust, but not of the latest type. The
first "Rollway" double-end thrust consisted of two lines
of balls, traveling on opposite sides of a grooved plate.
The inner line thrusts against the end of the journal
sleeve and the outer against an adjustable nut on the
end of the journal. This nut required adjustment by
the carhouse men when installing the bearing. In some
cases these adjustments were not made so as to pre-
clude all endwise movement of the journal, and trouble
resulted. There was also some trouble from broken
balls. Hence the double-end thrust was redesigned
to eliminate all adjustable members. The parts of the
double-end thrust are now completely assembled at the
factory, and do not require or permit adjustment by the
carhouse men. This non-adjustable, cone-disc-roller
double-end thrust is now standard. We have had no
trouble from endwise movement of the journals in the
bearings, and none of the cone-disc rollers have ever
given out.

In the "Rollway" bearing approximately one-third of
the rollers are under load at one time, and the others
of the line have a chance while free to square or align
themselves between the flat end walls of their raceways.
The rollers are made of chrome tool steel, and are accu-
rately machined and ground to size. The outer and
inner raceways are made of high-grade steel alloy, tem-
pered and accurately ground. They are so constructed
that they can be renewed, although they are prac-
tically indestructible and renewals are exceptional.

The last test, demonstrating the saving of power due
to the use of these bearings, was made by the Empire

United Railways, Inc. The results are shown in a
recently-published article by Messrs. Voth and Metcalfe,
respectively chief engineer and master mechanic of this
company.* These tests showed a net annual saving of
$481.45 per car, or 12.8 per cent saving of the total
cost of power, lubrication and maintenance of bearings.
The car tested weighed 70,000 lb. It ran between Syra-
cuse and Rochester, and made more than 100,000 miles
per year, at a running speed between stations of be-
tween 62 and 65 m.p.h. If this car had been running at
a lower speed, or had made more frequent stops, the
saving would have been greater. There was practically
no wear between the rollers and their raceways. After
making a mileage of over 100,000, the rollers had worn
in diameter but 0.001 in. and the raceways of but three-
fourths of this amount. A wear of 1/64 in. would not
materially reduce the efficiency of the bearing.

A later type of cone-disc roller was used on this car.
The bearing consists of two lines of rollers traveling
on opposite sides of a flat steel ring. The inner thrust
rollers bear against a flat steel plate forming the end
guide for the outer line of journal rollers, and the outer
thrust rollers bear against a flat steel plate carried
by the end cover of the box. The end-thrust bearing is
completely assembled on the nut and is screwed onto
the end of the journal.

As the end thrust prevents movement of the journal
in either direction, the bearings when installed tend to
stiffen the truck frame and positively prevent either
pedestal from springing relatively to the other. The
bearing is assembled in the standard pedestal and does
not require a skilled mechanic to install it.

Perjury Confessed in Portland Cases

Three persons appeared before District Attorney
Evans of Portland, Ore., in the course of a month and
confessed to lying testimony that won damage verdicts
against the Portland Railway, Light & Power Company.
As a result of volunteer confessions, Edson K. Carr was
indicted by the Multnomah County Grand Jury for per-
jury on June 3 and Thomas S. Molesworth, Mrs. Selma
L. Wallace and Clyde E. Wallace were indicted for sub-
ornation of perjury in connection with the suit of Mrs.
Wallace against the Portland Railway, Light & Power
Company, in which a $5,000 verdict was won. The in-
dictment of several persons connected with a similar
damage suit against the railway will be considered by
the Grand Jury. Edson Carr, who swore on the wit-
ness stand to a set of incidents which he said came under
his observation, in connection with injuries to Mrs.
Selma L. Wallace on May 8, 1915, in a fall from a street
car on Eleventh Street between Hall and Montgomery
Streets, has confessed, it is said by the District Attor-
ney's office, he was not near the scene at the time of the
accident he described as an eye-witness. Mrs. Wallace
sued the Portland Railway, Light & Power for $25,600.
She said a car from which she was alighting had started
before she had stepped to the ground, throwing her and
inflicting severe injuries. The case went to trial before
Circuit Judge Kavanaugh on Sept. 15, 1915, and two
days later a verdict of $5,000 for the plaintiff was re-
turned. Carr testified, it is reported, that he saw a
Chinaman leave the car, and then the car started just as
Mrs. Wallace was going down the steps. He told of
picking her up and helping her to the sidewalk. Moles-
worth is another man who is said to have told the Grand
Jury all he knew about this affair, and to have admitted
an agreement by which he was to secure perjured testi-
mony from Carr with the promise that they would re-
ceive^ share of the judgment money in the case.

Da*Je?fii;SSUe 0f the Electb'C Railway Journal for May 6, 1916,

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1129

Water Works Association Considers
Electrolysis

Report of A. W. W. A. Committee on Electrolysis

Presented at Annual Meeting Is Received

but Not Approved

AT the convention of the American Water Works As-
sociation held in New York last week the report of
the committee on electrolysis was presented by Prof.
A. F. Ganz, Stevens Institute of Technology, Hoboken,
N. J., chairman. The report caused a lively debate
which occupied the greater part of two sessions. The
report and the association's action are of interest to
electric railways as showing the attitude of this utility
to the subject. It must be remembered, however, that
the report as received aroused considerable opposition
and does not represent the official sentiment of the as-
sociation. The report as presented by Professor Ganz
is as follows:

"Your committee on electrolysis begs leave to submit
the following report:

"Your association has affiliated itself during the past
year with the joint national committee on electrolysis
and appointed three members on this joint committee.
In view of the fact that the joint national committee
has in preparation a preliminary report reviewing the
status of the electrolysis situation, your committee will
confine its report to the following brief statements of
fact and of the stand which it believes this association
may properly take :

"1. An increasing amount of damage from stray elec-
tric currents is occurring on the underground water-
piping systems in many localities throughout the coun-
try where adequate measures have not been taken to
reduce this damage.

"2. The principal and generally the sole sources of
stray electric currents causing this damage are single-
trolley direct-current electric railways employing the
running tracks in contact with earth as part of the re-
turn circuit.

"3. Inasmuch as such electric railways are the chief
and generally the sole sources of stray currents causing
the damage, and as the owners of such railways have no
right to so operate their railway systems as to cause
serious damage to the property of others, it is the duty
of the owners of these railways to provide measures for
reducing this trouble by removing its cause as far as
this is practicable.

"4. Experience extending over many years in foreign
countries and over ten years in this country has shown
that methods which are practicable and economical can
be applied to electric railway systems which will remove
acute dangers from stray currents and which will very
greatly reduce the danger in all cases where bad elec-
trolysis conditions exist, and in most cases will reduce
this danger to negligible amounts.

"5. Your committee finds that mitigating methods
applied to underground water pipes fail to attack the
real cause of the trouble, and when used as the sole
mitigating means fail to give adequate and permanent
relief. Your committee further believes that mitigat-
ing methods should be applied to underground pipes, if
at all, only in special cases and only after adequate
methods of minimizing the production of stray currents
have been applied to the railway system.

"6. Your committee disapproves as not only inade-
quate but frequently, also, as dangerous, such metallic
connections from underground water pipes to the rail-
way return circuit as cause these pipes to become a sub-
stanial part of the railway return circuit. Such connec-
tions greatly increase current flow on pipes; and, while
they may afford local protection, they generally dis-
tribute electrolysis troubles to other localities where
these are more difficult to find, and thus frequently give
a false impression of immunity. Your committee there-
fore believes that metallic connections from water pipes
to the railway return circuit should never be applied as
the principal means for electrolysis mitigation.

"7. Your committee believes, in view of the fact that
the railway companies in common with the pipe-owning
companies are public utilities operating under public
franchises and utilizing city streets, that it is the duty
of both of these utilities to co-operate in order that the
causes and extent of any danger from stray current can
be more readily ascertained and the problem can be at-
tacked along broad engineering lines."

Chicago Electric Roads Use Outdoor
Advertising

THE Chicago Surface Lines and the Chicago Elevated
System have had prepared some very attractive
traffic posters and will engage this summer in an out-
door publicity campaign for more passenger business.
The posters of the Surface Lines are being furnished by
the Thomas Cusack Company and a series of twenty-one
will be supplied during the year. Most of the displays
are already in place and are showing a series of seven
advertisements announcing the "Seven Wonders of Chi-
cago." The seven subjects are the Chicago Stockyards,
the Art Institute, the Lincoln Park Zoo, the Field
Museum, the Garfield Park Conservatory, the Municipal
Pier, and Clarendon Beach. Each is being advertised
away from its own neighborhood. The bulletins are
samples of the very best in outdoor advertising art, and
make the trips suggested appear very attractive.

The Elevated System has purchased five display loca-
tions outright for its permanent use and will use the
space to advertise that travel on the elevated is safe
and speedy and that employees are courteous and to call
attention to the golf courses, amusement places and
bathing beaches that can be reached by the elevated.

CHICAGO POSTER ADVERTISING ART INSTITUTE

CHICAGO POSTER ADVERTISING CLARENDON BEACH

1130

ELECTRIC RAILWAY JOURNAL [Vol. XLVII, No. 25

Electric Operation on the St. Paul

In a Collection of Notes on This Electrification the Author Points Out the Simplicity of

Construction of the Locomotives, the High Current Collecting Capacity of the Twin

Trolley Wires and the Economy of Having Engine Divisions 220 Miles Long

By A. H. ARMSTRONG

Chairman Electrification Committee, General Electric Company

conducted on a broader basis with the greater facilities
and flexibility provided by electric locomotives.

A story is told of an engineer making his first trip
on a St. Paul electric locomotive run between Deer
Lodge and Three Forks. He had full charge of the
running of the locomotive, under the direction of an in-
structor, and he handled his train over the Rocky Moun-
tain Divide without giving any outward expression to
his thoughts until reaching the tunnel at the summit,
when he exclaimed: "This is the first time I ever saw
the inside of this tunnel." Having ridden through tun-
nels in the cab of a steam engine, the writer can fully
appreciate how it affected an old steam engineer to ride
on an electric locomotive for the first time and to be
free from the gases, steam and smoke that make tun-
nel operation with the steam engine hazardous, as well
as most uncomfortable for the crew.

On the Chicago, Milwaukee & St. Paul the operation
of the electric locomotives has been taken over by the
regular steam engine crews after proper instructions,
and it is interesting to note how smoothly the change
from steam to electricity has been accomplished. Of
course, the handling of the air brakes is identical with
steam-engine practice, although in this matter of brak-
ing the use of the air brakes is restricted to the stop-
ping of trains, as the electric brakes are used ex-
clusively to hold the trains at constant speed on the
down grades.

DURING the past six months electricity has replaced
steam on 220 miles of track on the Chicago, Mil-
waukee & St. Paul Railway. This mileage comprises
two steam-engine divisions, and, in war terms, the new
facilities thus introduced have been "consolidated" since
the territory was occupied.

Naturally, any such radical change as the substitu-
tion of electricity for steam gives rise to equally great
operating changes just as soon as the capabilities of the
new type of motive power become understood and fully
appreciated. Not until a complete change in motive
power is made can it be realized how many of the pre-
vious rules and regulations are, in effect, only the
traditions handed down from generations of steam-en-
gine practice. Very many such rules reflect dearly-
bought operating experience and apply equally to the
operation of any type of motive power, but with the
electric locomotive, the greater tractive power at higher
speeds, the independence from the individual efficiency
of the operating crew, the freedom from any restric-
tions of coal and water supply, the higher speeds on
down grades made possible by the use of electric brakes,
and the many other operating advantages must result
in radical changes from previous steam operating
methods. An often-used phrase best describes the
original method of operation as "steam railroading sub-
ject to all the limitations of the steam engine," and in
the future, railroad transportation will undoubtedly be

EIGHTY-TWO-CAR FREIGHT TRAIN HAULED BY SINGLE ELECTRIC LOCOMOTIVE

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1131

ST. PAUL ELECTRIFICATION — EXTERIOR AND INTERIOR OF EUSTIS SUBSTATION ON EASTERN ENGINE DIVISION

Perhaps there is no feature of the St. Paul electrifi-
cation that is more impressive than the operation of
this regenerative electric braking. In the early consid-
eration of plans for the electrification, electric brakes
were considered, and they were finally insisted upon by
the railway officials when their full advantages became
apparent. The perfection of regenerative electric brak-
ing with series direct-current motors called for consid-
erable development work, as nothing of the kind had
ever been done on a scale approaching the magnitude of
282-ton locomotives equipped with motors aggregating
3400 hp. The direct-current locomotive, however, of-
fered so many advantages for main line service in this
instance that it was considered of the greatest impor-
tance to adhere to this type, especially if electric brak-
ing could be made operative with the series-wound di-
rect-current motors operating from a fluctuating trolley
voltage. Fulfilling the promise of early experiments
made at Schenectady, direct-current motor regenerative
braking was successfully developed and put into service
without losing the ruggedness in operation of the
series-motor characteristics. The result has been a lo-
comotive of remarkable flexibility, with speed and trac-

tive power admirably suited to train haulage over a
broken profile and, withal, of an extremely simple me-
chanical and electrical construction that has been pat-
terned closely after well-known designs of proven
superiority and reliability.

On these locomotives, the motors are of practically
standard design and they present no features of special
interest except the large continuous capacity of 375 hp.
and the fact that each has a potential of 1500 volts
across its brushes, operating two in series on 3000 volts.
The motors are geared to the axles through twin gears,
an arrangement that has proved so successful on the
Butte, Anaconda & Pacific, Detroit Tunnel, Baltimore &
Ohio, Cascade Tunnel, and other electrifications having
operating records of several years with this method of
drive. In the St. Paul locomotive construction, the mo-
tors are spring suspended on the bolster and also drive
through springs in the twin gears, thus providing great
flexibility, cushioning all shocks and eliminating all
noise of grinding gears. The high efficiency, simple
construction and low cost of twin-gear drive were
fundamental facts of importance influencing its adop-
tion on the St. Paul locomotive, and the results of six

ST. PAUL ELECTRIFICATION — PASSENGER TRAIN DESCENDING A 2 PER CENT GRADE

1132

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

months* operation fully justify the preference for this
design.

The efficiency from trolley to the rim of driving
wheels approximates 89 per cent, including all motor
and gear losses when delivering full rated tractive ef-
fort. The construction la simple, rugged and well able
to withstand the strains incident to heavy train haulage
over mountain grades of 2 per cent, one such grade on
the St. Paul extending unbroken for 21 miles over the
main divide of the Rocky Mountains. During six
months of operation no failure or delay of any kind
has been due to the twin gear drive, and all indications
are that in this item cost of upkeep will be small.

The St. Paul freight locomotives are rated at 2500
tons trailing load on a 1 per cent grade, and this calls
for a tractive effort of 72,500 lb. and a current input to
the motors of 860 amp. at 3000 volts, the speed being
15.75 m.p.h. Such a large current could readily be col-
lected from a third-rail, but the problem of current
collection presented some difficulties with existing forms
of overhead construction and pantograph collector.
Elaborate experiments were made at Schenectady with
different methods of trolley suspension and roller and
pan collectors and these formed the basis for the adop-
tion of the current-collecting facilities on the St. Paul.
In this case the trolley consists of two No. 0000 wires
side by side and alternately suspended from the same
catenary by the usual loop hangers. The construction of-
fers great flexibility in the overhead conductor, pro-
vides for contact with at least one wire at all times with
consequent elimination of flashing, and permits the
collection of heavy currents at high speeds. Pan col-
lectors with copper contact surfaces are used and lubri-
cation is successfully depended upon to reduce wear.
This construction has already been described in pre-
vious publications, but it is worthy of additional com-
ment as it has solved the question of collection of large
currents at high speed. Tests made at Schenectady and
Erie have demonstrated that it is perfectly feasible to
collect 2000 amp. at speeds as high as 60 m.ph. with this
construction, and subsequent operation on the St. Paul
has resulted in no flashing or even sparking under the
conditions of daily service.

The electrification of the Butte, Anaconda & Pacific
Railway provided valuable experience upon which to
base plans for the larger work on the St. Paul. The
increase from 2400-volt to 3000-volt direct current was
found to be possible without sacrificing anything in
the simplicity and ruggedness of the twin-gear drive
on the locomotive and it offered certain advantages in
reducing feeder copper and providing for greater sub-
station spacing. Taken in connection with the improve-
ments in overhead construction and pan collection, 3000
volts was sufficiently high to insure the satisfactory col-
lection of current under all possible conditions of serv-
ice operation. At the same time this voltage did not
involve anything beyond conservative design in the case
of single-conductor, 1500-volt motors operating two in
series on 3000-volt supply, thus permitting the use of
the simple twin-gear drive. Experiments with direct-
current apparatus with potentials as high as 6000 volts
demonstrated the possibility of higher voltages, but also
indicated the necessity of adopting some form of freak
mechanical drive of doubtful reliability and poorer effi-
ciency. Hence the adoption of 3000-volt direct current
for the St. Paul electrification offered reasonable advan-
tages in the distribution and conversion system, and
yet the voltage was not so high as to demand any de-
parture from the understood principles of sound and
conservative engineering which should govern in such
a huge undertaking as the immediate electrification of
440 miles of trunk line railway.

The electrified divisions of the St. Paul are all single
track, but nevertheless the 3000-volt direct-current sup-
ply is obtained from only fourteen substations feeding
440 miles of route, making an average substation spac-
ing of 31 miles. Maximum trolley drops of 20 per cent
are obtained with 2500-ton trains midway between sub-
stations, but the average voltage drop with the variable
tonnage of passenger and freight trains of all classes
will be less than 10 per cent. This reasonable distribu-
tion loss is obtained with trolley feeders of 500,000 circ.
mil. cross-section extending over 85 per cent of the en-
tire route mileage, or where the ruling grade is 1 per
cent or less. Heavier feeders up to 1,400,000 circ. mil.
section are used on higher gradients up to the 2 per
cent ruling grade. The entire cost of this feeder cop-
per, figured on a 20-cent basis, amounts to less than 8
per cent of the total cost of electrification.

It is as yet too early to expect any operating figures
as to economies effected by the electrification. Full elec-
trical operation of all freight trains, and all passenger
trains except one on a local run, is now in effect on two
steam engine divisions totaling 220 miles of track.
These two steam engine divisions have been consoli-
dated into one electric locomotive run, crews being
changed midway at the old division point. An addi-
tional 220 miles of track will be in operation by the end
of this year, and here also two steam engine runs will
be combined into one electric division.

Partial operation for six months has proved the physi-
cal success of the undertaking and the general fitness of
the locomotives and distribution system for this very
severe mountain service. The high-voltage direct-cur-
rent system offers special advantages for the conditions
obtaining in the Northwest with its abundant supply of
60-cycle power and the broken profiles of the railroads.
In the substations, synchronous motor generator sets,
which have a combined efficiency at full load of approxi-
mately 92 per cent, and automatically providing a power
factor of 100 per cent or a slightly leading current at
practically all loads, permits feeding the St. Paul sub-
stations from the general transmission networks of the
Montana Power Company without causing interference
with the industrial and lighting loads supplied from
the same lines. In fact, this ability of utilizing any
frequency of power supply without interfering with the
commercial load connected to the same transmission
circuit, constitutes one of the chief advantages of the
high-voltage direct-current system. In other respects,
also, direct-current construction is well adapted to the
work in view. The profile calls for crossing three moun-
tain ranges with long stretches of level and low-grade
track intervening. Freight trains mount the ruling
grades at approximately 15 m.p.h. with two locomotives,
and run on level track at double this speed with one loco-
motive, an accomplishment readily achieved with the
flexible characteristics of the direct-current motor.
Moreover, the locomotive speed is automatically pro-
portioned to all intermediate gradients, thus resulting
as nearly as possible in a constant-output locomotive
and minimizing the load fluctuations due to the very
broken profile. As a matter of fact, a variable speed
characteristic for the locomotive is pre-eminently
adapted to general railroad operating conditions, as
questions of alignment of tracks and peak-load power
supply place limits on the speeds up grades while it is
desirable to operate on level track and on the lesser
grades at as high a speed as the track alignment and
condition of rolling stock will permit.

Much of the engineering success of the St. Paul in-
stallation is the result of the gradual development of a
direct-current motor for locomotive construction and
the advance in the art of generation, transmission and

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1133

conversion of alternating-current power. Two novel
features, however, stand out conspicuously as being in-
troduced for the first time and completing the develop-
ment of the 3000-volt direct-current system. These are,
first, the twin conductor flexible overhead construction
with lubricated, copper-pan collectors, and, second, the
regenerative braking control of the series-wound, di-
rect-current locomotive motors. The first has made pos-
sible the collection of current far in excess of operating
requirements and has settled for all time any claims for
higher trolley voltage based upon the question of cur-
rent collection. Thus, it is perfectly feasible with the
St. Paul construction to collect 2000 amp. at practically
any speed and this makes it possible to receive 6000 kw.
at 3000 volts through one pan collector, more than
enough to slip the wheels of the 282-ton locomotive at
30 per cent coefficient of adhesion. Then, too, the in-
troduction of regenerative braking control with direct-
current, series motors greatly broadens the field of the
locomotive and permits placing a proper value upon this
one feature of electric operation, because it is not se-
cured at the expense of sound and conservative engi-
neering in other respects. Regenerative electric brak-
ing undoubtedly has an important value in electric rail-
roading by adding to the safety and economy of opera-
tion, and it is a welcome addition to the other advan-
tages of the direct-current-motor locomotive.

In general, the St. Paul electrification extends over
such a length of track, 440 miles, that no restrictions
need be placed upon the free operation of the electric
locomotives. The Mallet locomotives previously used
over the mountains are being transferred to the ad-
joining non-electrified division as fast as they are re-
leased, with a view to handling the heavier tonnag*
trains delivered to that division by the electric locomo-
tives, thus resulting in raising the weight of trains
moved over the road and effecting material economies.

Progress of Car Building Industry

A PRELIMINARY summary of the general results
of the 1914 census of manufactures with reference
to the construction of steam and electric railway cars
was issued this week by Director S. L. Rogers, of the
Bureau of the Census, Department of Commerce. It
consists of a detailed statement of the quantities and
values of the various products manufactured, prepared
under the direction of William M. Steuart, chief statis-
tician for manufactures.

Returns for 1914 were received from 242 establish-
ments which manufactured 138,178 steam and electric
cars, valued at $165,071,427. These totals include fig-
ures for 118 railroad repair shops which reported the
construction of 11,049 new cars, valued at $12,811,087,
and seven establishments engaged primarily in other
lines of manufacture but which produced 4481 railway-
cars, valued at $3,178,677, as subsidiary products. For
1909 there were reported 280 establishments which
manufactured 101,243 cars, valued at $102,147,396. Of
these 280 establishments, 140 were railroad repair
shops which constructed 14,792 cars, valued at $13,952,-
923, and sixteen were establishments engaged primarily
in other industries but which built 8981 cars, valued at
$5,934,871, as subsidiary products. The number of
establishments engaged in this industry thus decreased
by thirty-eight, or 13.6 per cent, during the five-year
period, but the number of cars built increased by 36.5
per cent, while their value increased by 61.6 per cent.

The number of electric cars manufactured in 1914
was 2821, and their value was $10,041,888. In 1909
there were built 2772 electric cars, valued at $7,263,109.
The number of cars constructed was thus only 1.8 per

cent greater in the later year than in the earlier, but
during the five-year period their value increased by 38.3
per cent. The output of electric cars in 1914 comprised
2583 passenger cars, 110 freight cars and 128 other
cars. The statistics for 1914 and 1909 are summarized
in the following table :

I'rl-ction of Cars for Use on Steam and Electric Rail-

roads— Comparative Summary: 1914 and 1909

1914
Number of establishments.. 242

Total cars built :

Number 138,178

„ Value $165.07 1,1^7

Steam :

Number 135,357

Value >155,029,5S9

Passenger :

Number 3,558

Value $45, 027,083

Freight and others:

Number 131.799

Value $110,002,456

Electric :

Number 2,821

Value $10,041, 88S

•Decrease.

Increase,

1909-1914

13.6*

$15,120,961

Boston Elevated Exhibit at Technology
Dedication

IN connection with the dedication of the new $7,000,000
plant of the Massachusetts Institute of Technology
at Cambridge on June 14, the Boston Elevated Railway
had an interesting exhibit of transportation progress
in the past half century. With electrical and water-
power displays, the exhibit was housed in one of the
wings of the immense new establishment on the border
of the Charles River Basin, and was visited by a vast
crowd of appreciative guests. A working model of a
rapid transit car was shown, equipped with third-rail

BOSTON ELEVATED RAILWAY EXHIBIT

shoes and operating automatically on a track provided
with complete miniature signals of the automatic illu-
minated type, governed by a standard installation of
track relays. Colored photographs illustrated the evo-
lution of street conveyances from the omnibus of 1856
to the latest type of semi-convertible, prepayment car
in use on the system to-day, and other views illustrated
the company's methods of track maintenance, subway
shelter designs in America and Europe, cross-sections
of rapid transit subways, the South Boston generating
station of 125,000-kw. ultimate capacity, and the high-
tension distribution system of the road. Elevation
drawings of the latest subway rolling stock were shown
for Boston and other cities, and graphic charts of the
company's financial development and of its traffic and
transfer growth were exhibited.

n:;i

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

C. E. R. A. A. Holds Mid- Year Meeting

Delegates Consider Subjects of Departmental Expense, Statements, Storeroom Systems and
Relation of Accounting Officer to Other Members of Official Family

Kasemeier, auditor Ohio Electric Railway, Springfield,
Ohio, suggested that a clearing house be established for
offsetting company balances and reducing the number of
drafts needed. B. H. Jacobs, assistant auditor Cleve-

THE twenty-ninth meeting of the Central Electric
Railway Accountants' Association was held in To-
ledo, Ohio, on June 13 and 14, at the Hotel Secor. The
morning session on June 13 was devoted mostly to busi-
ness and committee reports, while in the afternoon the
committee reports were concluded and papers were pre-
sented on the relation of the accounting officer to other
members of the official family, and also on departmental
expense statements. The concluding session was given
over to a paper on storeroom systems and to a discussion
thereon.

Opening Session

The opening session was called to order at 10 a. m.
with President F. T. Loftus, auditor Indianapolis &
Cincinnati Traction Company, Rushville, Ind., in the
chair. F. R. Coates, president Toledo Railways & Light
Company, welcomed the delegates in a few well-chosen
words, after which A. L. Neereamer, secretary of the
association, read the minutes of the last meeting and
also the report of the executive committee. According
to the latter three new members had been elected, and
a request had been authorized to the Central Electric
Railway Association for an additional annual appropria-
tion of $100 (making the annual amount $250) to cover
the increased expenses due to the joint secretaryship
with the central association instead of a member secre-
taryship. Moreover, the executive committee announced
that the next meeting would be held in Cincinnati on
Dec. 8 and 9.

President Loftus presented a set of memorial resolu-
tions drawn up by a special committee for E. J. Davis,
formerly auditor Terre Haute division of the Terre
Haute, Indianapolis & Eastern Traction Company. The
report of the standing committee on passenger and
freight accounting was then read by the chairman,
Walter Shroyer, auditor Union Traction Company of
Indiana, Anderson, Ind.

The report recommended that the "Decisions and Rec-
ommendations" of the association in regard to handling
interline accounts be changed so as to provide for the
printing of a unit waybill, the sending of waybill correc-
tions direct to the agents interested, and the adoption
of junction interchange reports substantially like those
used by steam lines. The committee also suggested that
as a general proposition a time limit of six months be
fixed for the issuing of corrections, except that in iso-
lated cases where the reasonableness of the delay could
be established, this rule would not apply. Furthermore,
it was recommended that the association adopt the draft
plan of settlement of interline balances as the only
recognized method on and after Sept. 1, 1916, special
attention to be called to this change. Lastly, as a result
of the recent elimination of voucher minimums for the
settlement of interline freight claims, the committee
proposed that settlement be made along the lines of
established steam railroad practice, through the use of
a standard form of authorization and a standard form
of monthly summary of such authorizations, the latter
to be the basis of monthly settlement by voucher or
preferably by draft. After a discussion of various de-
tails the report was accepted as submitted.

In connection with the section of the report dealing
with the settlement of interline balances by draft, E. L.

land (Ohio) Railway, mentioned the fact that one bank
in his city had taken up the clearing house method for
settling personal accounts, and it was quite likely that
some banks might desire to aid the railways along the
same line. A. E. Dedrick, auditor Mahoning Valley
Railway, Youngstown, Ohio, advanced the idea that each
member in a clearing house plan should make a deposit
with the bank in order to establish a fund, the interest
on which would go to the bank in return for its clerical
work, collections and payments. He thought that on
this basis some small progressive banks would be glad
to get the business. Mr. Kasemeier thought that it
would be advisable for the association to do the work
and secure the interest instead of a bank, but Mr.
Neereamer thought a bank could handle collections more
quickly and effectively. At the end of the discussion,
however, it was decided that for the present it would be
better to adopt only the general draft settlement plan
outlined in the committee report, and that the question
of establishing a clearing house for drafts could be
taken up at the next meeting. It was observed that
some people still disfavor drafts, and a campaign of edu-
cation for some companies along even this line may
be necessary.

Afternoon Session

The first business at the afternoon session on June 13
was the report of the committee on electric light and
power accounts. Mr. Dedrick, chairman of the com-
mittee, stated that it had no written report to make, but
that in its opinion it could not well devise methods of
accounting on account of official commission classifica-
tions, and its work properly was that of answering
questions regarding the apportionment of items, etc.,
and detailed procedure under commission rulings. Pres-
ident Loftus urged members to send inquiries to the
Question Box to be answered by this committee. Mr.
Dedrick said that at the recent convention of the Na-
tional Electric Light Association in Chicago the ac-
countants of eight state commissions expressed them-
selves as being in favor of the N. E. L. A. classification,
either in total or as a standard basis. In his opinion,
therefore, if the classification of the state having
jurisdiction over a railway company with a lighting and
power addition should not be complete, the company
could very well adopt the N. E. L. A. classification and
use its own account numbers without arousing any
objection.

Oren A. Small, auditor Benton Harbor & St. Joseph
Railway & Light Company, Benton Harbor, Mich., stated
that in Michigan the companies must keep the commis-
sion classification, although the commission is lenient
in regard to the adaption of the accounts to suit the
needs of different properties. Mr. Shroyer observed
that the use of the official classification is also man-
datory in Indiana, while President Loftus explained that
the rules of the Indiana commission had been somewhat
vague, and he had made up a pamphlet of rules for his
company's use. Mr. Dedrick remarked that a correct
division of power on a combined property was a hard

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1135

problem, but that it was easily solved by the use of
meters. In the case of meters for customers, 15 per
cent should be added for transformer and transmission
loss.

Owing to the absence of all members of the Question
Box committee, and the apparent lack of questions, this
item of the program was passed over and a paper on
"The Relation of the Accounting Officer to Other Mem-
bers of the Official Family" was then read by R. R.
Bruster, associate editor Electric Railway Journal,
New York. This appears elsewhere in abstract form.
President Loftus reiterated Mr. Bruster's plea for a
wider vision on the part of the accountant, a looking
beyond the mere figures to an interpretation of their
meaning, as a means of strengthening his position and
prestige. According to President Loftus there is still
a feeling in some companies that the accounting de-
partment is a sort of necessary evil, and it is looked
upon as a "knocker" when the reports only show the
true conditions in certain departments. C. E. Murray,
secretary and treasurer Toledo & Western Railroad,
Toledo, Ohio, said that some electric railway account-
ants undoubtedly do not bring out all the things that
they might, for they wait for orders from the men
higher up, when by taking the initiative they could
better their position.

To Mr. Dedrick's mind one of the most distinguishing
marks of present business organization is the increased
prestige of the accounting officer. In this connection
he noted a statement made before the recent N. E. L. A.
convention by John R. Wildman, professor of accounting
New York University School of Commerce, Accounts
and Finance, to the effect that sixty-three universities
and colleges now have high-class courses in accountancy.
Besides the advantages that have resulted from this con-
stantly increasing educational work, the accounting pro-
fession has received an uplift as a result of commission
regulation. Under the regulatory system the operating
end of the business has not been greatly changed, but
the question of proper accounting has been much raised
and the acts of the commissions show that they con-
sider the advancement of utility accounting a matter
of prime importance. The electric railway accountant
of to-day must look into the future, and the trend of
thought is decidedly toward a broader conception of his
work and his views.

Mr. Bruster's paper is to be reprinted, with the compli-
ments of the Electric Railway Journal, for distribu-
tion among member companies. Copies may be secured
in a short time through Mr. Neereamer.

Owing to the absence of Robert H. Lindsey, who was
scheduled to read a paper on "Office Organization," the
paper by L. T. Hixson on "Departmental Expense State-
ments" was advanced from the next session and read
by Mr. Neereamer. This will be published later in ab-
stract. In connection with this paper F. K. Young,
auditor Scioto Valley Traction Company, Columbus,
Ohio, stated that he did not make any departmental
charges for general expenses, he being held responsible
for the showing made in this group.

In reply to a question regarding the permissible use
of loose-leaf journals, it was said that the Interstate
Commerce Commission and others do not specify forms
or devices, and a loose-leaf journal may be used if de-
sired. It would be advisable, however, to have it bound
for permanency at the end of the year. Mention was
also made of the usefulness of journal vouchers and the
placing of only totals in the general ledger, as well as
the advisability of preserving all working papers.

At the conclusion of this session the delegates were
taken on a very enjoyable pleasure tour under the
guidance of Mr. Murray; A. C. Van Driesen, chief

accountant Toledo Railways & Light Company; C. B.
Kleinhans, auditor Toledo & Indiana Railway, and E.
H. Rechberger, auditor Northwestern Ohio Railway &
Power Company. This tour included a trip to Toledo
Beach in the special car "Toledo," dinner at the Toledo
Club, and a theater party thereafter.

Concluding Session

The final session on June 14 was opened at 9.30 a. m.
with a vote of thanks to the local officials for the en-
tertainment the preceding day. Then, in the absence
of A. Swartz, vice-president Toledo & Western Railroad,
Toledo, Ohio, Mr. Van Driesen read the former's paper
on "Storeroom Systems," which will be abstracted in a
later issue. In commenting upon this paper, Mr.Ded-
rick said that he was a firm believer in the theory that
the stores department should not report to the purchas-
ing department but to the auditor, for the handling
of stores was an accounting and not an engineering or
purchasing matter. If the auditor did not have control
over the stores department, it would be impossible to
get good records, and it would also stir up interdepart-
mental differences. In Mr. Dedrick's company the pur-
chase order and invoice are sent to the storeroom to be
checked for the receipt of the goods, and are then re-
turned to the accounting office to be vouchered and paid.

Mr. Dedrick averred that the idea of a perpetual in-
ventory was good, but he pointed out that it was not
necessary to average prices. His company charges out
articles at the old prices pertaining thereto until the old
quantities are exhausted. A new bin tag is used for
each new shipment, the old tag being placed on the top.
Thus the new prices are not visible until the old supply
is used up. In Mr. Dedrick's opinion the bin-tag system
is preferable to any other. The bin tag is really a ledger
sheet, and the keeping of a stores ledger simply involves
superfluous work. By the use of a semi-annual inven-
tory it is possible to check the perpetual inventory and
the bin tags, and in actual practice only a very few dis-
crepancies have been found. The check is made accord-
ing to number, but in the case of small articles a dozen
are taken together. For 5000 different sizes and articles
it is possible to get an accurate check on all but about
twenty-five.

Mr. Jacobs was of the opinion that Mr. Dedrick's
bin-tag plan was theoretically good, but in his com-
pany's experience the tags became dirty and almost use-
less. Mr. Dedrick said that he had had no trouble from
such a cause. Mr. Van Driesen explained that for his
companies the stores department were really under the
auditor. The storekeeper makes a requisition on the
purchasing agent, who places the order, making four
copies. One goes to the dealer and two to the store-
keeper, and one is retained by the purchasing agent.
When delivery is made the storekeeper O.K.'s one of his
copies to the purchasing agent, who attaches the original
requisition to this receipt and forwards it to the auditor
for payment.

Mr. Young believed in averaging the price of mate-
rials, for he figured that it was easier to do this than
to attempt to keep the old balances as such on the tags.
Moreover, difficulties might arise with requisitions at
two prices and in connection with miscounts of stock
if the price were not averaged. In regard to returning
material to stock, Mr. Young stated that instead of
using an ordinary debit entry he makes an entry in red
ink on the debit side, thus reducing the issues without
increasing the receipts, and allowing the latter to be
totaled directly from the black figures.

Mr. Pantel agreed that the storekeeper should be
master of the situation in the storeroom, but he em-
phasized the fact that the $50-a-month store clerk on a

1136

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

small property cannot be made into a bookkeeper. On
his property, for example, the books are kept by a clerk
in the auditor's office, an annual inventory being made
to «lutk the storeroom with the ledger. With store-
room material annually amounting to $300,000 there has
not been a discrepancy of more than $50 or $60. Mr.
Dtdrtek maintained, however, that it would be better
to have a competent man in the storeroom than a poor
one there and another clerk in the accounting office.
Furthermore, through the proper establishment of maxi-
mum and minimum store limits and other things that
a competent store clerk would handle, there would be
considerable saving to the company that should be re-
membered in fixing the store clerk's salary. In general
Mr. Dedrick believed that the small companies are the
very ones that cannot afford not to have good men in the
storerooms. Mr. Young said that he had a $60-a-
month clerk to keep the cards and make out a material-
issued sheet at the storeroom outside Columbus, the
remainder of the work being handled in the auditor's
office.

The discussion on taxation was postponed until a later
meeting, and the association thereupon adjourned until
next December. After the meeting the remaining dele-
gates were taken on an inspection trip through the plant
of the Willys-Overland Company.

Relation of Accounting Officer to Other
Members of Official Family

BY R. R. BRUSTER
Associate Editor Electric Railway Journal

The relationship of the electric railway accounting
officer to other officers has, since the early days of the
industry, been in a state of transition toward one of
equality. As far as one can judge from the reported
infantile experiences of electric railways, it is evident
that the accounting department, though accepted as a
necessary separate unit, was looked upon as an ap-
pendage of relatively minor importance. The function
of the accounting officer, except on the larger railways,
was simply that of making the necessary bookkeeping
entries for receipts and disbursements and tabulating
the results when required to do so by the chief operat-
ing officials. In the later years of the industry, how-
ever, the opportunities for and benefits of specialized
work by the accounting department have become so
great that both the actual and the relative importance
of this branch of the organization has been undoubt-
edly increased many fold. As the matter stands now,
accounting methods and mechanical aids for accounting
have been so perfected that the internal organization of
the accounting department has attained a high state of
development, but less attention, it seems, has been paid
to what might be termed the outside relations of the
accounting department to the other departments.

General Organization
For electric railways there are certain grand divi-
sions of organization pertaining to the operation and
management of the property — such as roadway and
track, equipment, conducting transportation, traffic,
legal, accounting, financial and purchasing. These are
simply convenient groupings of individual factors that
still maintain their relationship to the whole and are
thus divided simply that the executive head may be
enabled better to understand and more effectively to di-
rect the work of the forces at his command. Under the
purely departmental form of management, all these sec-
tions of the organization would not meet short of the
•executive head and the board of directors, there being

a responsible head for each section to carry on his share
of the work, observing the requirements of fellow offi-
cials but not under their jurisdiction. The advisability
of this procedure has, especially in the case of steam
railroads, invoked extended discussion as to the relative
merits of departmental organization, under which the
work is divided according to functions, and divisional
organization, under which for certain physical divisions
of the property operating managers have control over
all or most of the functions concerned.

This question of departmental versus divisional or-
ganization, however, has never been discussed in a
clear-cut wholesale fashion in connection with electric
railways, because by the very nature of the operation
in this industry the organization in its earliest stages
assumed the fundamentals of the divisional form and
has tended to persist therein. With the beginning of
electric transportation, the general manager as operat-
ing head was undoubtedly held responsible for the work
of the office as well as the operation of the road, thus
exhibiting the divisional type in its pure form for a
one-division line. As the size of the company increased,
it naturally followed that the manager relieved himself
of some of his supervision over details, though still re-
taining his control over the specialized subdivisions of
his former activity. Eventually, however, the divisional
powers of the manager came in many cases to concern
only the divisions or groups of so-called departments
relating to the operation and maintenance of the prop-
erty, for the accounting department gradually joined
the financial or treasury department and sometimes
others as a form of specialized work outside the imme-
diate control of the general manager.

The structure of electric railway operation to-day,
either for the single company or for those under hold-
ing company control, distinctly warrants divisional con-
trol over the operating side of the properties, for it is
evident that every approach to a general departmental
system for most electric railways would seriously
weaken the general manager without strengthening the
president or executive head. On the other hand, on the
non-operating side, it is highly essential that there be a
departmental development along functional lines so as
to reap the greatest benefit from specialized skill. This
particularly refers to the accounting department, and
the problem to-day is how to bring the operating man-
ager to a complete f orgetf ulness of a bygone almost
monarchical control over the accounting department and
to a full realization of the value of its functions as an
independent corporate unit.

Accounting Department Should Be Independent

The best form of organization is that which produces
the best results, and best results can be obtained from
the accounting department only if it is entirely inde-
pendent of other sections of the management and under
the direct supervision of the president or other chief
executive head of the company. That this view is
fundamentally correct is shown by the fact that in
some progressive companies in other fields, the account-
ing officer goes even further and reports directly to the
chairman of the board of directors or even to the board
itself. This independent position is demanded by the
very nature of the accounting department, for it
touches in a peculiar way the activities of all other
units of organization and must act as an impartial re-
corder of their deeds. Both in theory and in practice,
it is the supervisor of the enterprise, standing forth as
a representative of the owners charged with the truth-
ful ascertainment of results and the conservation of
their interests.
The fact that the accounting officer reports directly

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1137

to the executive official accomplishes the meritorious
end of placing the latter in immediate contact with the
accounts and statistics of the company instead of at
second hand through other officers, particularly the
operating head. Years ago it was said that the first
thing about which the general manager wanted to know
was the loyalty of the accounting officer and his belief
in the policy of operation. This statement, however,
involves a big misconception of the function of the ac-
counting officer, for while it is fortunate if the account-
»ing officer is thoroughly in accord with the policy and
the acts of the general manager, such agreement cannot
justly be demanded by the general manager by virtue
of his position, but should come solely as a result of the
free and discriminating judgment of the accounting
head. The accounting department is the safety check
on the enterprise, and when the general manager pre-
sumes to attempt to control the records or the presenta-
tion of data so as to make special or record showings, a
reorganization in the operating and not the accounting
side of the business is needed. It should be clearly un-
derstood by all that the accounting of a corporation
must constitute an impersonal and impartial transcrip-
tion of results as they actually occur, and only by the
separation of the accounting and operating divisions
can the responsibility of the former and the faithful-
ness of the latter be maintained.

Ranking the Accounting Officer

As a matter of fact, the advisability of relieving the
accounting department from all restraint by making it
report to the executive officer is quite widely recog-
nized now in theory at least, and the accounting officer
in most cases is, along with the secretary, treasurer,
general manager and general counsel, under the direct
control of the president. This plan is usually followed
by the large companies, but in a number of small com-
panies the method of control seems to vary and often
the duties of the accounting officer are combined with
those of the treasurer or secretary or perhaps both.

The difficulty that arises in this connection is that it
seems almost impossible to adopt any set form of or-
ganization for all railways, particularly the small ones.
With frequent changes in the control of companies and
the personnel of the management, there have been nu-
merous changes in the form of the accounting depart-
ment organization to fit the views of different directors
or the qualifications of different men. Too often the
position of accounting officer is used simply as a step-
ping stone to the secretaryship or treasurership, with
the result that the new accounting officer may be re-
quired to report to the new secretary or treasurer. The
accounting officer may even be compelled to report to
several officials at once, in spite of the fact that many
masters are not at all conducive of good results. The
fact is that some executives are careless about their or-
ganization, or simply follow their individual tastes
without a sufficiently clear conception of the organiza-
tion theories involved, and of the probability of ulti-
mate disorder unless some consistent plan is followed.

Efficient management must, of course, give careful
attention to the human factor and the best utilization
of its energies, but in arranging his organization the
executive should be guided by the points of perma-
nency and the importance of the functions concerned
rather than merely by the present volume of work in-
volved. In other words, the executive of the small
company, for he is most concerned in this connection,
should in the dividing of the organization see to it that
the functions of the accounting officer are not restricted
or depreciated by other work placed upon him or by an
imprudent or decentralized method of control.

In regard to combining the accounting office and the
treasurership, as is frequently done in small companies,
the old objection may be recalled that this removes the
check against a dishonest treasurer. In the present
state of commission regulation over accounting pro-
cedure, however, this objection has practically ceased
to hold, and the union of the two offices is quite per-
missible if the size of the company necessitates it. Yet
purely from the point of view of functional organiza-
tion, if only two men are available for the three posi-
tions of accounting officer, secretary and treasurer, the
best results would in most cases be secured by combin-
ing the treasurership and secretaryship and leaving the
accounting officer by himself.

One other point in regard to the concentration of
supervision over both accounts and cash may be men-
tioned, i.e., the not extinct belief that the joint officer
receives a prestige and power not otherwise obtainable.
Perhaps there is still a popular belief that the treasurer
is usually a man of larger responsibilities and more
power in the corporate world than the accountant. This,
however, is nothing but a relic of the moth-eaten idea
that the accountant is only a somewhat automatic re-
corder of figures, without initiative and without gen-
eral training. An accounting officer of to-day, so
equipped by training and experience as to overcome
successfully the intricacies of modern utility account-
ing, is fully the peer of the man in charge of the com-
pany's finances, and if the two offices are to be com-
bined it should be solely because of expediency in or-
ganization work and not because the position of the
accounting officer needs to be strengthened. In a few
cases a combination of local circumstances may make it
impossible for the accounting officer to cope with the
other officers, but in such an event it is very doubtful
whether any permanent good will be accomplished un-
less the accounting officer forsakes a borrowed prestige
and inforces respect through his own ability, courage
and personality.

But whether the position of the accounting officer be
single, double or otherwise; whether he be called vice-
president, treasurer, comptroller, secretary or auditor,
it is very essential for the well-being of the organiza-
tion that his duties and powers be clearly defined for
the benefit of all parties. The head accounting official
should not only be regarded as an officer of the com-
pany but should be such by virtue of method of selec-
tion and powers. He should be elected by the board of
directors, like the other officers, and not merely ap-
pointed by the president with or without the board's
consent. Furthermore, his duties and powers should be
carefully defined in the by-laws of the company, so as
to indicate to all that his actions are circumscribed by
real organization rules and not merely by the dictates
of custom or by the concessions inforced from other
members of the official family. Lastly, he should be
made openly responsible for handling all accounts in
his department and for maintaining their accuracy, and
he should receive all necessary authority to meet this
responsibility, whether the showing made be favorable
or unfavorable to any particular interests. Naturally,
the accounting officer must follow the orders of the di-
rectors on moot points like depreciation, etc., but in the
daily work he should be so certain of his powers as to
be able to keep a homogeneous and thoroughly truthful
record of his company's activities.

Working with the Operating Division

While, as stated before, the accounting department

should be placed in a position dependent upon only the

executive head of the company, the attainment of such

a position does not mean that it is severed from all

1138

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

working relations with the various so-called operating
departments or organization units. Indeed, even with
all the accounts being kept in the accounting depart-
ment, a great part of the information used in the office
of the accounting officer originates in outside sources
and comes from men connected with other sections over
which the accounting officer has no control. In large
companies the accounting officer can employ his own
clerks in the operating sections, but for small railways
this is probably not a practicable plan. In such a case,
however, the local clerks in the operating division used
by the accounting officer should be under the latter's
jurisdiction in all matters relating to work for the ac-
counting department. The necessity for this control is
readily apparent, for if the accounting officer can ob-
tain desired information only when it is convenient or
pleasing to the operating men, the whole systematic
procedure of the accounting department in getting out
its statements and data is likely to be seriously de-
ranged. The successful accounting officer, it has been
said, desires no authority, but this does not well ex-
press the point. Such an officer is the very one who
needs authority to be successful, but who through the
mere known possession of authority is less likely to be
called upon to use it often.

The accounting officer, therefore, should have a defi-
nite authority to reach directly the sources from which
information for the accounts is obtained, and to secure
it when and as asked for, but in his relations with the
various operating groups there are a few points for
both sides to bear in mind. In the first place, the op-
erating men should remember that to a certain degree
the accuracy and efficiency of the accounting depart-
ment's records depend upon the operating reports sub-
mitted. For this reason the operating clerks, who are
likely to be more familiar with attendant conditions,
should exercise more than ordinary care to see that
their reports are complete, uncolored by wishes. But,
in the second place, the accounting officer owes it to
himself and to his company to have a general knowl-
edge concerning the physical operation of the utility's
property, so that he will have all proper appreciation
of the causes when insistent demands for immediate
operating information are met with temporizing re-
plies.

In general, the relationship between the accounting
officer and the operating division heads should be one
of mutual cordiality and sympathy. Fundamentally,
the work of the accounting officer often puts the gen-
eral manager and the operating heads on the defensive,
and unless the matter is handled by the accounting
officer with much tact and without a suspicion of supe-
rior integrity or efficiency, the operating men are likely
to acquire an attitude of indifference or even opposi-
tion. The operating men know that their activities are
being checked, and the accounting officer should have
enough knowledge of human nature to give them the
presumption of fairness and industry in their work.

The needs of the accounting officer, expressed even
after a proper study of operating conditions, are some-
times disturbing to the operating officials, on account of
the seeming increase in their burdens, and a clash,
while to be regretted, proves unavoidable. Such in-
stances are rendered less frequent if there are period-
ical conferences between the accounting officer and the
operating chiefs, entered into with the right spirit of
mutual helpfulness. When a real clash does occur, how-
ever, the only thing to do is to have the dispute ad-
justed as soon as possible by the executive head. If
there is any doubt as to the authority exercised by the
accounting officer, it can be removed with more har-

monious results by the executive substantiating the
authority than by the accounting officer continuing to
assert it himself. Inter-departmental and personal
jealousies ought to be guarded against by the execu-
tive, for none should know better than he that friction
prevents a successful organization and none is in a bet-
ter position than he to bring about amicable settle-
ments on disputed points. Upon him, therefore, really
rests the duty of handling the whole organization so as
to keep all its parts in a proper understanding of one
another's functions and powers and in cordial and re-
ciprocal co-operation.

Helping the Executive

Once upon a time the accounting officer was probably
looked upon as a sort of dilapidated inhuman creature
who periodically retired into some hole in the wall and
at the end of a certain period announced with loud
cacklings the hatching of a new balance sheet. To-day,
however, the accounting officer is no longer the joke of
the organization, but a vital and serious part of it. To
paraphrase a saying by Goethe — if the accounting offi-
cers do not rule the railways, they at least show how
the railways are governed. This rise in position has
been attained not merely by deducing results but by
studying methods, not by being hemmed in by figures
but by making fearless investigations of unusual show-
ings, not by being bookkeeping clerks but by trying to
become real students of engineering, transportation,
law, finance and accounting — in other words, the only
all-around men besides the executives.

If the future is to bring like improvement, however,
the acquisition of a general training must be more
nearly completed, and the lesson must also be more
thoroughly learned that the value of accounting lies in
the application of compiled data to future operation. To
ferret out excesses, defects and irregularities is truly
the work of the accounting officer, but this work must
not be done merely to discover what might have been
remedied, but rather to cause actual prevention if pos-
sible. Here the accounting officer shows up as the true
right hand of the executive. Indeed, the accounting
officer's reports, ordinary and otherwise, play a most
important part in administrative work when they are
properly compiled, compared and analyzed. The ac-
countant and the executive, however, are inclined to
look at financial and operating statistics from two
widely differing points of view. The accountant, it has
been said, primarily wants a bird's-eye view of the
status of the corporation at a particular moment, or
the general results at the end of a particular period.
The mind of the executive, however, works differently,
for he wants a "cross-index" of the accountant's in-
formation at all points and for all periods, so that he
can study the entire or partial history of all or any por-
tion of the corporation's activities. The difference is
inclusiveness of vision, and it is only by acquiring as
far as possible the executive's breadth of view and the
executive's general understanding of the company's
problems, that the accountant can intelligently and
thoroughly furnish the executive with all of the data
required and arrange the figures so that the executive
can immediately grasp their significance.

In this connection, it may be said that the mass of
statistical work carried on by the operating division in
calculating economies would better be handled to a large
extent by the accounting department. Aside from the
fact that the resulting figures would probably be un-
biased and more reliable by virtue of being compiled in
a department having no axes to grind, this plan would
by actual practice give the accounting department the

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1139

desired wider view of the executive's problems and his
needed information. Similarly, the accounting depart-
ment should act on its own initiative in ascertaining the
data that are required for successful operation as the
industry continues to develop, instead of passively
awaiting executive instructions. In other words, what
the A. E. R. A. committee on passenger-accounting did
last year in hunting down old daily reports now value-
less to the traffic and schedule offices, the ideal ac-
countant will correspondingly do for all information,
old and new, that the executive is using or can use.
Instead of being simply a machine for gathering data,
therefore, the live accounting officer will study the data
from his intelligent knowledge of the property and call

to the attention of the executive the interesting and in-
structive points.

Cost accounting and general statistics are becoming
more and more a guidance to those concerned in admin-
istrative work, and if the electric railway accounting
officer is to be freed from all restraints on his activities
and powers, the readiest way of escape is apparent.
Gradually he has been drawing closer to the executive
officer, until the derogatory name of mere bookkeeper
is no longer applicable. If he is, however, to continue
his progress, he must develop a broader vision and a
greater ease in interpreting his own results, for only in
this way can he acquire that unassailable prestige
which his position merits.

Master Car Builders' Association

Reports on Draft Gear, Car Wheels and Welding of Cast-Steel Trucks Were Among Those
Presented at the Atlantic City Convention

AT the convention of the Master Car Builders' As-
sociation, which was held in Atlantic City on June
14-16, several of the reports that were presented by the
various committees were of special interest to electric
railways, and these are abstracted in the following para-
graphs.

The committee on draft gear submitted a preliminary
report on the work that it had in hand, stating that it
had arrived at a partial solution of the problem of de-
termining the maximum end force that could be put on
the underf rames of freight cars without overstrain. This
had been accomplished through the use of a 15,000-lb.
testing hammer of the pendulum type so arranged that
it could be raised to any desired height and allowed to
drop against a 30,000-lb. car that rolled on a straight,
level track. The method of testing was to mount some
form of draft gear on the car and to record graphically
the movement of the car subsequent to a blow from the
hammer. Readings from a strain gage were also taken
at ten points on the channels which inclosed the draft
gear to determine when permanent set had taken place.

Seven sets of channels, or draft sills, were tested, all
being 12 in. deep. Five had a cross-section of 7.35 sq.
in. per channel, or 14.7 sq. in. for both members, while
the two others had a cross-section of 11.76 sq. in. per
channel, or 23.52 sq. in. for each pair. Four different
draft gears were used, these being of various capaci-
ties. The procedure in testing each set of sills with
the different draft gears was to strike successive blows
with constantly increasing drop until the gear went
solid, then striking two blows at each height until the
distortion of the channels was apparent to the eye.
Readings were taken only after the gears had gone
solid because it was found that until such a height of
drop was reached no distortion took place with any of
the draft gears. The force applied to the sills was cal-
culated from the acceleration imparted to the known
weight of the car.

From the tests it was found that a force of 450,000
lb. caused the lighter channels to be overstrained, and
that a force of 600,000 lb. was about the maximum that
could be applied, failure taking place in all cases by the
bulging of the web behind the lugs supporting the draft
gear, and by the bending out of the flange at the tie
plate between the two members. On the heavier chan-
nels tested, the maximum capacity was not reached,
for the lugs sheared off at about 850,000 lb., and if
these members had a strength proportional to the
lighter ones that were tested, they would withstand

about 960,000 lb. However, the point of overstrain for
the heavier channels was obtained, this being somewhat
beyond 700,000 lb.

In all cases the point of overstrain for the light chan-
nels, 450,000 lb., came with a blow 2 in. or 4 in. higher
than that which made the draft gear go solid. In other
words, if the draft gear goes solid before all the energy
is absorbed or transmitted to the next car, the pressure
is going to test the strength of the underframe im-
mediately. This is shown in the tests of the heavy chan-
nels, in which an increase in the drop of only 6 in.
above that required to close the draft gear sent the
force up to 700,000 lb., while the pressure before the
draft gear went solid was in no case more than 200,000
lb. From this it follows that a draft gear is needed
that will absorb enough of the energy to keep the pres-
sure down below the elastic limit of the draft. sills.

The report of the committee on car wheels presented
results of an exhaustive investigation into the question
of the desirability for thicker flanges for cast-iron car
wheels, data on wheel failures from a large number of
railroads being presented and analyzed. These dis-
played the fact that failures were by no means con-
fined to wheels having thinner flanges, in practically all
cases fractures at flanges, or at the throats of the
flanges, approximated the vertical and were not in a
horizontal plane. In many instances such fractures, or
seams, began at a considerable distance inside of the
flange or in the tread of the wheel. Special tests also
were cited, the figures indicated that thicker flanges did
not improve conditions but rather the reverse. Two
railroads which had experimented with thicker flanges
reported that in almost every case the backs of the
flanges were grooved by contact with guard rails and
frogs.

In general, the committee stated that failures of
flanges under fair usage, other than those caused by
circumferential seams, were almost unknown. The
seams frequently reached a length of 24 in., before fail-
ure occurs, and the location and direction are such that
the addition of metal to the back of the flange, within
limits of rail clearances, gives no promise whatever of
affording any relief from the so-called flange failures.
The committee considered, therefore, that nothing in the
way of safety or economy will be gained by adding
metal to the flange. Whether the addition of metal to
the back of the tread (so as to increase throat thick-
ness) will afford relief is a question on which no opinion
can be expressed at this time.

11 10

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

A report on (raiding cast-steel truck side frames and
bolster.s was made with a division of opinion in the
committee, the majority advocating the practice for
truck side frames except where cracks extend more than
1 in. from the edge of any rub or flange, and for bol-
sters except where cracks are more than lJ/2 in- deep
unless the bolster is reinforced by the addition of
plates either welded or riveted at the point of failure.
The minority report expressed the opinion that frac-
tures primarily indicated weakness in design, and that
welding in no way strengthened the design but rather
introduced another chance for failure.

In the report of the committee on couplers, which
represented the final result of four consecutive years
of work, a single universal standard coupler was recom-
mended for adoption. This was one of the two types
of experimental coupler which had been subjected to
elaborate static and operating tests during the past year
as well as to tests in actual service through orders for
about 3000 of each form of coupler which had been
placed during the year by various railroads. The con-
tour, it may be said, will remain in two styles for an-
other year pending a final decision as to the better, but
this will not involve any changes in parts so that the
establishment of a single standard coupler has really
been at last accomplished. In brief, the new design
weighs approximately 410 lb., of which the knuckle com-
prises 100 lb. It has a strength of 175,000 lb. within
the elastic limit with an ultimate strength of the order
of 500,000 lb. A large part of the experimental work,
however, was devoted to the development of an operat-
ing mechanism of highest reliability, the type of coupler
finally selected, for example, having thirteen samples
withstand a total of 30,000 cycles in a locking and un-
locking, or service test without any failures. It also
had four samples that withstood successfully an elabo-
rate lock-creeping test under which three out of four
samples of another experimental type of coupler had
failed.

The Exhibits

In the exhibits that were made at the convention
there was a very definite impression of the increasing
use of cast steel for parts subject to heavy service. The
cast-steel truck frames that have characterized the last
few exhibits were much in evidence, as well as cast-steel
draft arms, in which single castings took the place of
the built-up housings normally provided for the coupler
shank and draft gear. In addition, the coupler exhibits
were especially elaborate, all of them tending toward
emphasis upon the great increase in strength called for
by the ultra-heavy rolling stock of the past year or two
In one of them were displayed knuckles and locks of
so-called "Naco" steel, fey which pulling tests of 150,000
lb. developed a permanent set of only 0.04 in in the
dimension measured longitudinally between the inside
of the knuckle and the face of the coupler bodv, and a
pull of 250,000 lb. increased this set only to 0 12 in the
ultimate strength being 511,000 lb. In strike tests the
permanent set for the same dimension was 0.06 in for
three 5-ft. blows from a 1640-lb. tup, and 0.18 in* for
three 10-ft. blows, the knuckle withstanding thirty-one
blows before fracture developed.

The feature of the truck exhibit was one of the 90-ton,
six-wheeled trucks used by the Norfolk & Western Rail-
way in the tidewater coal traffic originating in the
electrified zone, as described in past issues of the Elec-
tric Railway Journal. About 900 of these cars are in
service, and 1000 more are said to be on order Thev
are of course, not used in interchange traffic with other
roads being kept definitely in the service between the
Pocahontas coal fields and the docks at Norfolk Va A
conception of the carloads involved mav be well attained

by casting back four years when the use of cars of 40
per cent less capacity was viewed with something of
amazement. Nevertheless, still another increase in coal-
car size appears to be imminent because of the recent
construction of several sample cars of no less than 120
tons capacity for the Virginian railway. The latter car
has been made possible by the six-wheel truck developed
for the Norfolk & Western through its reduction of the
load per wheel. Here, in brief, the extra pair of wheels
has been introduced by making, in effect, each truck
side into two equalizer bars that carry the journal boxes
at their ends, while a large central casting with four
extended arms rests upon coil springs housed in the
truck sides. Since the truck sides are hinged vertically
at the middle, or over the middle pair of wheels, ample
flexibility is provided in a vertical plane.

Cast-Steel Car Wheels

Another feature of the steel casting exhibits, which
is, perhaps, generally new only in so far as it applies to
the electric railway field, consists in a cast-steel car
wheel. This, undoubtedly, will go far to solve the old,
and apparently unanswerable, problem of the relative
desirability of the thin-flanged, one-wear, rolled-steel
wheel as opposed to the design that has a thick flange
so as to provide metal for two or three turnings to re-
new the contour before the wheel is scrapped. This
apparent impossibility has been accomplished by making
the wheel with an ultra-hard tread and flange, although
the plate and hub are left relatively soft and ductile.

In brief, the procedure in manufacture is to cast the
wheel in a rotating mold, and to squirt powdered man-
ganese into the first metal that is poured, stopping the
supply of manganese after enough metal to make the
tread and flange has entered the mold. Naturally, the
rotary motion of the mold sets up a strong centrifugal
force, which makes the molten metal seek the extreme
outside position so that the first metal to flow forms the
wheel tread, and as this contains high manganese, the
result is an extraordinarily tough material, which when
subjected to a tempering process becomes an extremely
hard wearing surface. The hardness, in fact, is said to
be so great that flange wear is almost unknown, the
wheels in general wearing out only because the flanges
become too high to run through frogs, and thus mak-
ing mileages in interurban service between 175,000 and
200,000. The cost is stated to be approximately the
same as that for rolled-steel wheels, while the weight
is of the order of 20 per cent less because of the thin
tread as well as the thin plate and hub that are per-
mitted by the ductility of the metal in that portion of
the wheel.

New Slack Adjuster and Other Features
Still another important innovation displayed among
the exhibits was a new type of automatic slack adjuster
which, by its simplicity and ruggedness, is especially
suitable for electric railway cars. In this device the
brake-lever coupling bar, or bottom truck connection,
between the brake levers on each truck is constructed in
two parts, one a plain rod made of knuckle-pin steel
and the other a sleeve into which the former slides.
The sleeve carries at the end a box, inside of which are
a few "dogs," or pieces of flat, hardened steel, in each
of which is bored a hole about 1/16 in. larger than the
rod. When the dog sets square on the rod the latter
slides easily through the hole, but if the dog is held at
one side it is canted over and the edges of the hole
grip the rod on two sides just as a monkev-wrench does
when it is put over a bar and pulled by the handle longi-
tudinally with the bar. In consequence, the dogs are
fi!nn.ed loosely at one side only of the box, and when
the brakes are applied the canting of the dogs holds the

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1141

rod firmly in the box. When the brakes are released
the dogs come square against the end of the box and
the rod is withdrawn as far as the existing slack at the
brake shoes permits, a simple friction device being in-
serted between the sleeve and the brake lever to which
the rod is connected, and thus resisting slightly the
withdrawal of the shoes from the wheel. When air is
again applied the dogs grip at once in the new position
and the slack is taken out. Lost motion amounting to
about % in. is provided in the friction device to prevent
the shoes from being kept absolutely tight against the
wheels when the brakes are released.

Among the other exhibits of special interest in the
electric railway field was a belt-lacing machine which
makes use of a series of wire hooks or clips instead of
the customary rawhide belt lacing. The clips are
pressed into the belt and turned over at the ends in a
single operation, thus saving materially in time and
providing a flush surface at the point where the belt
ends are brought together. The device, in fact, makes
the time of lacing such a negligible quantity that it is
customary normally to introduce a short piece in every
belt and to substitute shorter or longer pieces for this
when it is desired to shorten or lengthen the belt. An-
other shop device that was exhibited was a portable
electric crane with a capacity of 1000 lb. at the end of a
relatively long jib. This gave a radius outboard of
about 6 ft., the overhanging weight being counterbal-
anced by mounting the storage batteries at the opposite
end of the truck.

As if opposed to the prevalence of cast-steel devices,
the Southern Pine Association had an attractive ex-
hibit consisting in the main of a full-sized half box car,
that was sheathed, roofed and floored with pine, the
government's statement being quoted that the supply of
this wood now standing, instead of being exhausted,

amounted to 393,000,000,000 board feet. Wood sheath-
ing, it may be said, also appeared in the case of the only
complete box car that was exhibited, this having all-
steel framing, including side posts and braces, but a
wooden floor and sides. One complete end, however,
was of corrugated steel. In a nearby booth, neverthe-
less, a car roof of all-agasote construction was in
evidence.

Among the smaller devices was one designed to keep
the brake shoe parallel to the wheel circumference at
all times by extensions of the bottom brake rod and the
brake-beam strut, so as to make a third point of sup-
port for the brake beam and giving it a parallel motion.
There was also an automatic die-sinking machine which
operated like a cotter drill with a universally-guided
head. The cutting tool, in the form of a small milling
cutter, is mounted in a head that makes vertical passes
of any desired length with a given transverse feed.
The head moves in and out from the work, thus chang-
ing the depth of cut, in accordance with the in and out
movements of a round-nosed guiding tool above it, this
guiding tool making vertical passes over a model die,
which has been sunk in accordance with any desired
mold, and duplicating the outline of the model in the
cuts that are taken over the work below it. Still an-
other exceedingly ingenious and valuable device was a
new and inexpensive form of optical pyrometer for fur-
naces or heat treatments of any kind, in which the
operation consists in passing a wedge embodying the
different shades of color taken on by a heated body over
a diffused light. By looking through a lens at the heated
object and adjusting the color appearing in the instru-
ment to agree with that of the heated object, the tem-
perature may be read directly from printed figures with-
in the line of vision, and a remarkable degree of accu-
racy is obtainable.

1916 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

ASSOCIATION NEWS

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

Equipment Committee Devotes Two-Day Session Particularly to Wheel and Axle Design-
Power Distribution Committee Discusses Concrete Poles,
High- Voltage Lines, Etc.

COMMITTEE ON EQUIPMENT
This committee met in New York on June 6 with the
following members in attendance: W. G. Gove, Brook-
lyn Rapid Transit System, chairman; W. W. Brown,
Brooklyn Rapid Transit System ; R. H. Dalgleish, Capi-
tol Traction Company; E. W. Hoist, Bay State Street
Railway; H. A. Johnson, Chicago Elevated Railroads;
W. E. Johnson, Brooklyn Rapid Transit System; J. S.
McWhirter, Third Avenue Railway, New York. F. W.
Sargent, American Brakeshoe & Foundry Company, was
also present by invitation.

W. E. Johnson submitted drawings showing proposed
designs of brakeshoes, heads and keys for 21/2-in. tread
wheels 28 in. to 37 in. diameters inclusive, 3 in. to 3y2
in. tread wheels 28 in. to 37 in. diameters inclusive, and
2V2 in. tread wheels 26 in. and under in diameter. He
stated that these drawings were prepared in accordance
with the recommendations approved by the committee
on equipment at its meeting of Jan. 26, 1916, with minor-
exceptions. A letter from F. W. Sargent, chief engineer
American Brake Shoe & Foundry Company, criticising
the proposed changes, was read and acted upon in de-
tail.

R. H. Dalgleish submitted drawings showing proposed

dimensions of rolled-steel wheels with 21/2-m. tread, pro-
posed dimensions of rolled-steel wheels with 3-in. and
3%-in. treads, and proposed standard tread and flange-
contours. In submitting these drawings, Mr. Dalgleish
called attention to the omission of 35-in. and 37-in. diam-
eter wheels from the proposed standards, stating that
investigation developed that these sizes are seldom
called for and are obtained by increasing rim thickness
of 34-in. or 36-in. diameter wheels.

In discussing the steel wheel designs the sub-com-
mittee on this subject reported that at a meeting held
on June 5 it was decided to include hub diameters in
their recommendations as follows: For narrow-tread
wheels, 21 in. to 26-in. diameter, hub diameter 71/4 in.;
for narrow-tread wheels, 28 in. to 34 in. diameter in-
clusive, hub diameter 8V4 in.; for broad-tread wheels,
34 in. and 36 in. diameter, hub diameters of 8^4 in->
10% in. and 11 % in. It was also proposed and ap-
proved that the length of hub for 21-in., 22-in. and 24-
in. diameter wheels be made 4Vz in.

The proposed standard tread and flange contours, as
submitted by the sub-committee, were considered and
minor changes made.

In connection with the proposed steel wheel designs

1142

ELECTRIC RAILWAY JOURNAL

[VCL. XLVII, No. 25

and contours of flange and tread of wheel, Mr. Hoist
suggested that the committee take into consideration
and recommend extension of investigation to include
chilled-iron and cast-steel wheels. This matter will be
referred to the subjects committee.

W. E. Johnson called attention to certain suggestions
and recommendations received from the manufacturers
on the subject of steel axle design. A communication
from W. S. Adams, J. G. Brill Company, was read where-
in he suggested that the diameter of collar and dust-
guard fit of the 3Vi-in. x 6-in. axle be changed from
:i:1 i in. to 3yH in. and this change was approved. Mr.
Adams also suggested that the fillet between the journal
and the collar be decreased from % in. to % in., and
that the fillet between journal and dust guard seat be
decreased >/i in. to 3/16 in., and called attention to pos-
sibility of complication arising from the proposed sys-
tem of numbering. He suggested that the designations
be revised to a simpler form. Such as E-l, E-2, E-3,
etc.

A. L. Broomall, Westinghouse Electric & Manufac-
turing Company, addressed the chairman of the sub-
committee recommending that the solid collar, which is
to be shrunk on the smaller axles when used with split
gears, be shown on the axle design ; also that the radius
between the motor fit and the gear fit on the small axles
be made % in., as on the larger axles. Both of these
recommendations were approved. Mr. Broomall also
suggested that in the table accompanying the axle de-
sign, the gear pitch and width of face be omitted and
that the diameter of gear hub and motor bearing flange
for the 3%-in. x 7-in. axle be decreased from 8 in. to
7 in.

The sub-committee also called attention to the unde-
sirability of retaining the proposed 4-in. motor bearing
fit for the 3%-in. x 7-in. axle.

On the subject of the lighting of electric street cars
it was decided that W. W. Brown should review the de-
velopment in car lighting during the last two years, and
amplify the report of the committee on equipment as
printed in the Proceedings for 1914, giving a brief out-
line of the development made since this report was
rendered. Mr. Brown will also communicate with L. M.
Clark relative to a paper proposed for presentation by
the committee on reciprocal relations with other societies
of the Illumination Engineering Society.

Regarding standard sizes of carbon brushes for street
railway motors, W. W. Brown reported that he found it
impossible at this time to bring the electrical equipment
companies to any agreement on the standardization of
sizes of carbon brushes for street railway motors, in
view of which it was deemed inadvisable to take any
action. It was believed by some of the members of the
committee, however, that a tolerance specification could
be adopted that will be satisfactory to the motor manu-
facturers, and would afford protection to the purchaser
in purchasing brushes from carbon brush manufac-
turers.

As L. M. Clark was not present at the meeting, a com-
munication addressed by him to the chairman, relative
to M. C. B. brasses for heavy electric traction was read.
In this he referred to blue prints showing journal bear-
ings for the 3:i,-in. x 7-in., 4y4-in. x 8-in., 5-in. x 9-in.
and 5V2-in. x 10-in. journals, and also to prints show-
ing the general application of these bearings each to a
standard M. C. B. journal box with standard wedge,
hooded wedge, and with standard wedge where the jour-
nal and liner is attached to the journal box by means of
suitable ledge formation cast integral with the interior
of box. It was decided to forward these prints, which
had not arrived, to the members for their criticisms and
recommendations.

R. H. Dalgleish submitted blue prints showing pro-

posed limit of wear gages for 1-in. and 1 3/16-in. flanges.
These were approved with certain minor changes.

E. W. Hoist submitted six drawings showing trolley
catcher sockets as used by different manufacturers at
the present time, also a design combining such manu-
facturers' standards, as well an adapter to take the ma-
jority of the trolley catchers now on the market. It was
decided that the committee would recommend one de-
sign, providing that this does not contain any patented
features.

H. A. Johnson referred to report of sub-committee on
painting cars, calling attention to the wide variation in
the methods of car painting employed by the various
companies and the difficulty of formulating any set
specifications that would be generally applicable to the
conditions met with or acceptable to the users. Recog-
nizing the inadvisability of recommending practices
where the final determination cannot be conscientiously
lived up to or advocated by the individual members, it
was decided that no specification for painting could be
recommended at this time.

J. S. McWhirter submitted a written report with
copies to all members, giving the result of the sub-com-
mittee's investigation relative to the relation between
rail corrugation and the use of rolled steel or forged
steel wheels versus chilled cast iron wheels.

In addition to the above the committee considered re-
ports on A.I. I.E. standardization rules, car ventilation,
and the U. S. Bureau of Standard's safety rules.

POWER DISTRIBUTION COMMITTEE

At a meeting of the Engineering Association com-
mittee on power distribution held in New York on June
12 and 13 detailed technical reports from several sub-
committees were discussed. Those present were C. L.
Cadle, New York State Railways, chairman ; E. J. Blair,
Chicago Elevated Railroads; E. S. Gillette, Aurora, El-
gin & Chicago Railroad; C. R. Harte, Connecticut Com-
pany; C. R. Phenicie, Wisconsin Public Service Com-
pany; R. H. Rice, Chicago Board of Supervising Engi-
neers, and C. F. Woods, Arthur D. Little, Inc.

Among the actions taken by the committee the fol-
lowing are given to indicate the status of the year's
work. No revision of the specifications for overhead
line crossings was attempted in view of the fact that the
joint national committee has not completed its revision.
A revision of the standard specifications for rubber-cov-
ered wire and cable was approved subject to revision to
conform with the association's standard form for re-
vising specifications.

A clearance diagram for semaphore signals was ap-
proved subject to modification to cover curves as sug-
gested by the heavy traction committee. A report of
progress on a standard thread for insulator pins was
accepted. The settlement of this matter awaits a final
conference with other interested organizations. Certain
amendments to the overhead line material specification
were approved and a collection of data on steel cross
arms was referred to next year's committee with a re-
quest that the specification be broadened to include all
metal arms. The collection of data on high-voltage
catenary line construction was considered on the basis
of a preliminary sub-committee report and it was de-
cided to send out a data sheet this summer for the bene-
fit of next year's committee.

An elaborate sub-committee report on tapered con-
crete poles was discussed and accepted subject to the
addition of sample calculations and a description of
steel forms for concrete pole construction.

The other conclusions of the power distribution com-
mittee related to details of wording, etc., designed to
harmonize its findings with the standards of the Ameri-
can Association and of organizations in related fields.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

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.

New Route Signs for Denver

The Denver Tramway recently equipped all of its
motor passenger cars with route signs, as illustrated in
the accompanying sketches and photographs, the type
shown being developed in the shops of the company
under the direction of W. H. McAloney, superintendent
of rolling stock Denver Tramway. After considering the
prevailing types of route signs, including transparencies
both of glass and of cloth curtain, the opaque sign com-
prising a double-faced sheet-metal disk with a dark
background was selected. Figures 12 in. high are used
and the signs are illuminated by "flood lighting," using
two parabolic reflectors. Back of the bull's-eye lenses
are concentrated-filament, 14-volt to 16-volt lamps.
These are connected in series with two series circuits
of 23-watt lamps connected in parallel and they receive,
therefore, about 0.44 amp.

A wooden frame (a in an accompanying diagram) with
a strap iron end, b, forming both supporting legs and a
slot for inserting the sign, is mounted at an angle of
48 deg. with the axis of the car on the front right-hand
corner of the roof, with a lamp, c, mounted on each side.
The legs are shaped to fit the average roof contour and
are bent cold to fit the specific roof. The sign slides in
grooves in the top member and in strap iron inserts in
the bottom member, finally dropping back of a catch, d,
each sign being shaped with a projecting handle e.

The sign is visible through two arcs totaling 260 deg.,
being very plain as the car approaches until nearly op-
posite a person standing on the curb. It is then hidden
through the small angle projected by the frame end, and
the side and back are clearly visible to any one ap-
proaching the car from the right-hand side or rear.
Extra signs are stored in sectional cabinets at the car-
houses.

A list of the route number groupings and back-
ground color combinations is printed on a card of con-

venient size for distribution to the public. Its dimen-
sions ar 2% in. x 5*4 in. This explains in detail the
routes to the baseball park, the city park, the Union
Station, etc. On one side of the card there is a list con-
taining the route numbers corresponding to the street

3r^>

names of the routes. The other side gives the numbers
that correspond to certain lines or localities as follows:
Routes 1 to 9 all serve the baseball park. Routes end-
ing in 0 serve the city park. Red route signs signify
cars which serve Union Station. All Fifteenth Street
lines are numbered 1 to 19. Sixteenth Street lines have
the 20 to 39 numbers. Seventeenth Street lines have

VIEWS OF NEW DENVER TRAMWAY ROUTE SIGNS FROM THREE ANGLES

1144

ELECTRIC RAILWAY JOURNAL

| Vol. XLVII, No. 25

the 40 numbers. Eighteenth Street lines have the 50
numbers. East ;tn<l west lines have the 60 num-
bers. Barn urn, Cherokee and Globeville lines have
the 70 numbers. Interurban lines have the 80
numbers. Wherever possible the route numbers of such
as Fourth and Eleventh Avenues have been made
the same as at present. Fourth Avenue cars are desig-
nated as Route 4 ; Sixth Avenue cars, Route 6 ; Eleventh
Avenue cars, Route 11; Twenty -eighth Avenue cars,
Route 28; West Thirty-eighth Avenue cars, Route 38,
etc. Routes Nos. 2 to 15, 29, 37, 38, 62 and 66 go to
central loop. Routes Nos. 10, 63, 64, 71, 72, 73, 81, 82,
83 and 84 go past the loop or within one-half block of it.

Porcelain Insulators for Grid
Suspension

BY JAMES W. BROWN,

Superintendent of Shops Wilkes-Barre & Hazleton Railway and

l.HilKh Traction Company

In view of the difference of opinion among master
mechanics as to the desirability of using porcelain in-
sulators for grid suspension, the practice of the Wilkes-
Barre & Hazleton Railway, Hazleton, Pa., may be of
interest. This is a typical third-rail, high-speed, in-
terurban road, and was one of the first in this country.

The illustration reproduced herewith shows the
mounting of the grids used by this company. The grids
are suspended from a frame of rectangular form about
1 ' i ft. in width and 10 ft. long, made of % in. x 3 in
flat iron, and suspended from the car floor by wrought-
iron hangers. The holes for the bolts and projections
for the steel washers with which the grids are attached

ARRANGEMENT OF INSULATORS, FRAME AND GRIDS ON W.-B. &
H. RAILWAY

are laid out and drilled by use of a master jig. The
frames, therefore, are interchangeable.

Porcelain insulators of the flat, round type are placed
above and below the iron frame. The grids are at-
tached to the frame with 'L.-in. x 9^-in. bolts with
standard nuts and lock washers. Each bolt is insulated
from the frame by two round porcelain insulators, one
above and one below. On both sides of the insulator
are thin fiber washers for protection of the porcelain
against mechanical injury. Outside of each fiber
washer is a protecting washer made of galvanized
pressed steel. Of these pressed steel washers, the ones
on either side of the steel frame have a projecting col-
lar which is 1J4 in. in diameter and % in. deep. This
collar fits down into a hole in the rectangular frame.
As the holes in the insulators are 1 in. in diameter, and
there is only 1 32-in. play between the washers and
the y.-in. bolt which extends through the insulators,
there is no possible chance for the bolt to come in con-
tact with the frame.

These insulators have been in continuous service on
six cars of this company for more than five years with-
out a single failure. None of the insulators have been
broken, and no parts have been renewed. During this
period each car has averaged 61,000 miles per year.
No indication of leakage has ever been found and the
grid suspension requires very little or no attention, be-
ing inspected only at shopping periods, which occur
about every 80,000 car-miles. During the above period
only three grids have been renewed and these were
broken by pieces of flying brakeshoes. This condition
was remedied by placing a steel shield in front of the
first grid as shown.

Manganese Steel Welding

BY P. A. E. ARMSTRONG
Quasi-Arc Weldtrode Company, New York, K. Y.

The art of welding and reinforcing manganese special
work and manganese rails is not in a very satisfactory
state, but this is due to the processes employed and not
in any way to the possibilities. The general system
employed is the electric-arc, bare-wire process, in which
high or low-carbon steel is deposited upon the manga-
nese steel. The result is that within a short time the
deposit separates from the original manganese steel.
The results with oxy-acetylene welding are still more
unsatisfactory and need not be considered.

When depositing metal by the means of the bare-wire
electrode and using high-carbon steel, a deposit is made
with a metal that is totally unlike the surface to which
it is to be fused, therefore there is a diffusion of the
original metal and the deposit, and both lose their
original characteristics. Manganese steel is very read-
ily oxidized, and for that reason it is impossible to
maintain the original manganese content when the
metal is molten and in contact with the atmosphere.
Further, the electric arc is one of the strongest reduc-
ing agents known, and has the effect of lowering the
percentage of all alloying metals. Any percentage of
manganese in steel carries with it the characteristics
of that percentage. For example, a manganese content
of greater than 2 per cent and less than 5 per cent pro-
duces a metal which is extremely brittle and has no
strength, either to withstand crushing or tensile loads.
The correct percentage to yield these characteristics lies
between 8 and 14 per cent.

When an electric arc is produced, with a high-carbon
steel wire used as an electrode, the surface of the man-
ganese steel on which this electrode is being deposited
is immediately brought to fusion and begins to lose its
manganese content. The great reducing action of the
arc lowers the carbon content of the electrode and, when
the deposit is thus made, there is a partial diffusion of
the remaining manganese in the molten bath and the
steel deposited thereon. There is formed an interpos-
ing layer of a material which is approximately 3 per
cent manganese. This is quite useless, as it is hard
and brittle, and entirely unable to withstand any form
of load without crumbling and fracturing.

The molten manganese steel is extremely fluid, re-
sulting in the fusion penetrating to a depth of at least
Vs in. The carbon which is present in the steel of the
electrode has little effect in reducing the fluidity, even
perhaps augmenting it slightly. There is, therefore,
a tendency, due to this fluidity, for the edges of
the deposit not to be fused, there being a layer of
oxide at the edges between the deposit and the work.
This is particularly noticeable when the work is not
level, and when the angle is very steep it is practically
impossible to get the deposit to stay at all. Between suc-
cessive deposits of this kind there are areas of oxidized
and, therefore unwelded, metal. The deposit, if fairly

June 17, 19161

ELECTRIC RAILWAY JOURNAL

1145

AND 2 — TWO VIEWS OF A MANGANESE STEEL CROSSING SHOWING EXCESSIVE CRUMBLING EFFECT

thin, begins immediately to pound out in service. The
surface crumbles or, if the deposit is thick enough, its
top surface is of low medium carbon having a very small
manganese content and this, of course, is subjected to
the great rolling action of the trolley car wheels. As
indicated in Fig. 5, the deposit is of two classes of
metal, a soft layer on top and underneath the portion
which is fused to the manganese steel. The latter is
hard and brittle, and of approximately 3 per cent man-
ganese content. The soft material, under the action of
the wheels, begins to cold-roll over the hard portion of
the deposit, crumbling and fracturing the hard mate-
rial, and producing the well-known peeling action.

Figs. 1 and 2 of the accompanying illustration very
clearly show this action fully started, the crossing shown
having been repaired in many places with the bare-wire
electrodes.

In the event of a low-carbon steel electrode being used
there is a greater tendency to produce the soft layer of
material on the top, but the 3 per cent manganese area
is still present, as previously explained. The results
are identical with those produced with the carbon elec-
trode. If a 13 per cent manganese electrode is em-
ployed it is found that the same difficulties are present
in depositing, and the deposit is then a more uniformly
distributed 3 per cent manganese content which, as
explained, will stand no form of load.

The application of the above types of electrode to a
damaged portion of a manganese rail makes such dam-
age increasingly larger as the welded surface breaks
away, carrying with it the area of the reduced man-
ganese content. In depositing the bare wire, as de-
scribed above, the heat disturbance in the rail is a very
serious matter, and where a very large deposit has to
be made, such as the photographic illustrations depict,
the heat will be sufficient to remove locally the effect of
the previous heat treatment and will quickly cause
cracks to form in the rails adjacent to the weld. These
cracks will begin to open up in direct relation to the
expansion of the metal due to the dissipation of such
heat.

As manganese steel is cast in the desired shapes, it
is obvious that it could be reinforced and repaired if
the conditions under which the castings were originally
made could be duplicated. The bare-wire method of
fusion does not in any way duplicate steel-bath condi-
tions as no steel manufacturer in his sane senses would
make his melts when their surfaces were continually
exposed to the harmful action of the atmosphere. In
fact, the progress of modern metallurgy relative to the
manufacture of steel may be summarized as compris-
ing: "The greater knowledge of the art in its applica-
tion to slags protecting the surface of the metal while
molten, and the ability to depend upon the content of
the steel containing the alloys desired, the slags being

so constituted that these alloys will remain." Most of
the so-called modern alloying elements have been known
for many years, but the ability to keep them in the melt
when once they were placed there has been the result of
the improvement in the art.

The electric steel furnace is one of the best methods
of manufacturing alloyed steels. In furnaces of the
arc-resistance type, i.e., those in which the electrode
is immersed in slag and adjacent to the molten metal,
the arc is formed between the end of the electrode and
the slag, which is thus heated to a very high tempera-
ture. The molten metal offers resistance to the current,
and thereby adds to the heat generation. If an electrode
could be made of the metal to be deposited and a slag
covering the metal at all times could be provided, an
ideal condition would result. This condition in minia-
ture would be the solution of all welding troubles.

After much research Mr. Strohmenger, a well-known
metallurgist of England, has been able to incorporate
the ideal steel-bath condition in an electrode suitable
for welding. This consists of i\ steel core containing
the alloys desired in the deposit, and the exterior of the
core is wrapped with braided acid slag, such slag being
an insulator when solid. This new electrode can be kept
in actual and physical contact with the work during the
entire period of fusion. In welding an inverted cruci-
ble-like crater is formed at the end of the fusion elec-
trode, known as a "weldtrode." The weldtrode can be
used in either a.c. or d.c. circuits, preferably of 100
volts.

The slag exterior of this weldtrode is brought to a
fusing point by the agency of the electric arc, and the
slag immediately forms a secondary conductor taking
the place of the usual vapor. The arc is maintained by
means of the vaporized and highly incandescent slag,
and it is quite submerged under the deposited molten

FIG. 3 — CROSSING SHOWN IN FIGS. 1 AND 2 WITH ONE HOLE
FILLED

1146

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

Blag. As the molten metal core it heavier than the slag,
it runs underneuth and intimately mixes with the metal
nil which it is deposited, causing a complete and abso-
lute fusion. The metal thus deposited and the fused
original metal are at all times protected from atmos-

Ailuol Cum.ct with Work

< llnog.nc.c Content I

^K^^^

FIGS. 4 AND 5 — DIAGRAMS SHOWING EFFECTS OF USE OF SLAG-
COVERED AND BARE-WIRE ELECTRODES

pheric influences, and oxidization is to a very large
degree prevented.

Fig. 4 shows the condition described. As indicated
in the illustration, the weldtrode is held in contact with
the work and is forced down upon it during the entire
period of fusion. The braided acid slag now molten flows
from the end of the weldtrode upon the deposit, cover-
ing the latter with a thick layer. As this slag melts at
a higher temperature than the deposit it must obviously
cool earlier and thus effectually prevents any flowing
away of the deposit or the original fused metal.

It is possible also to make a deposit upon manganese
steel held at any angle, and the manganese steel de-
posited is of at least 9 per cent content. There is some
loss which is due to the reducing effect of the electric
arc and to the passing off of the manganese into the
slag in form of gas. On cooling the slag readily falls
off.

As the fusing core of this weldtrode is kept very
close to the work, the slag being in actual contact with
the work, an arc voltage of approximately 30 is con-
sistently maintained. This process can, therefore, be
used in conjunction with any electric arc system of weld-
ing. The crucible-like effect at the fusing end of the
weldtrode directs and controls the heating effect of the
electric arc localizing it much more than is possible
with the bare wire, even if this electrode could be main-
tained at a distance of, say, 1/16 in.

In practice the heat driven into the work by this
weldtrode is so small that the surface of the metal ad-
jacent to the weld is not colored in any way, and when
the operation is concluded a deposit one layer thick laid
down on the running face of a rail is cool enough for
the hand to be placed upon it without fear of unpleasant
results. For example, the hole shown in Figs. 1 and 2
was filled up by this process and on completion the tem-
perature in the weld or the surrounding metal was not
high enough to cause the ignition of an ordinary match.
There is produced by the fusion of the original man-
ganese steel and the deposited manganese steel a grad-
ing effect of, say, 12 to 9 per cent in the manganese
content, but this decreasing content does not in any way
reach the danger zone, hence the manganese steel de-
posited is not subjected to disintegration by pounding
and the surface does not crumble. In fact, under run-
ning conditions a deposit thus made will stand a con-
siderable amount of cold working and will flow slightly
allowing the surface to become very fiat and highly
burnished, due to the rolling action of the car wheels
The illustrations depict a triple-T, 90-lb. rail steam
and electric crossing. This crossing is in an extremely
bad condition, great holes being present in the steam
track. This track has been repaired manv times bv the
bare-wire process. The deposits are peeling off or

crumbling away. The angle braces have also been
welded by the bare-wire process and cracks are present
between the under side of the rail head and these braces,
showing that the welds have absolutely no strength.
The reason is that the manganese content of these de-
posits, owing to the weld being on manganese steel, is
roughly of the order of 3 per cent.

Fig. 2 depicts one of the holes prior to being welded
by the new type of weldtrode. To bridge the holes and
stop the waste of metal the gap was filled with sand
to the bottom of the hole and manganese metal was
deposited over this. In this work much difficulty was
experienced, due to the freight train and trolley car
traffic, which shook down the sand and spoiled the
bottom.

Fig. 3 shows the weld complete ready for grinding.
The crossing, with the remainder of holes filled, has
been in use for some time and is still in good condition,
although the deposits by the usual bare-wire welds would
sometimes last but a few hours, failure being augmented
by the extremely flexible state of the crossing. This job,
of course, calls for a new crossing, and is only referred
to here as showing what can be done with electric
welding.

In regard to the repair of carbon rails, it may be
stated that this new form of miniature steel-bath weld-
ing is entirely adaptable to the reinforcing of carbon
rail heads. For that purpose a carbon-steel core is em-
ployed in the weldtrode, thus depositing a metal of the
same composition as the original carbon rail.

A Recent Railway Substation — II —
Switchboard and Distribution Feature

BY C. A. HECKER

Chief Electrician Pittsburgh Railways

In last week's issue of the Electric Railway Jour-
nal the writer described the general layout of the new
Taggart Street substation of the Pittsburgh Railways,
which is now serving the northeast district, formerly
the city of Allegheny. Of particular interest in this
as in other substations were the problems connected
with switching and protection of apparatus, of which
some detail is given in this article and the accompanying
illustrations.

The main switchboard consists of thirty-four Mon-
son slate panels with angle-iron frames and a channel-
iron base, supported on a treated hardwood baseboard.
The switchboard braces are secured to a similar piece

CRTR!M=^i°N °F HIGH-TENSION STRUCTURE SHOWING SERIES
TRANSFORMERS AND ELECTROLYTIC LIGHTNING ARRESTERS

June 17, 19161

ELECTRIC RAILWAY JOURNAL

REAR AND FRONT OF A. C. SWITCHBOARD PANELS

of hardwood, mounted on the wall and extending the
length of the switchboard, thus entirely insulating the
framework from ground. The panels are arranged in
the following sequence, from left to right: one battery
control panel, four high-tension cable panels, six trans-
former panels, six converter panels, one station totaliz-
ing panel, and sixteen feeder panels. One converter
panel and six feeder panels are equipped with an auxil-
iary bus and double-throw switches, to permit supplying
certain feeders at increased voltage, in case of trouble
at other stations. All series and potential transformer
leads are brought to terminal boards at the rear of the
a.c. panels, where switches and testing terminals permit
short-circuiting and opening instrument transformer
leads and attaching calibrating leads to the instruments.
The switchboards as well as the other equipment in the
substation were furnished by the Westinghouse Electric
& Manufacturing Company.

Relays of the reverse-power type only are provided on
the incoming cables, as these circuits are equipped with
definite time-element overload relays at the generating
stations. The control wiring of the circuit breakers on
the cables is arranged so that it is necessary to insert
a synchronizing plug in a receptacle before the circuit

breaker on the panel can be closed. This is done as a
reminder to an operator that cables should not be paral-
leled without synchronizing. Should the synchroscope
indicate lack of synchronism in an incoming circuit with
reference to a cable already in service, the incoming
cable can be operated on a separate bus.

Definite time-element, overload relays and low-voltage
relays are installed for the protection of the trans-
formers and to disconnect the converters from the
source of supply of alternating current in case of trou-
ble. The tripping circuits of the two circuit breakers on
each transformer bank are interlocked, so that the cir-
cuit will be opened should a relay operate while load is
being transferred from one bus to another, as is often
the case.

The d.c. circuit breakers are equipped with shunt
tripping coils, which are used in connection with re-
verse-current relays in the d.c. converter leads, to trip
the circuit breakers in case of a reversal of power
through the converter. The d.c. circuit breakers and
the transformer circuit breakers of each unit are elec-
trically interlocked so that a d.c. breaker will open in-
stantly should a corresponding oil circuit breaker open.
The converters are equipped with overspeed devices

SWITCHBOARD PANELS

1148

ELECTRIC RAILWAY JOURNAL

Vol. XLVII, No. 25

BUM I W .LYTIC LIGHTNING ARRESTERS IN OUTGOING D. C. FEEDERS; INCOMING FEEDERS, NEGATIVE

AND RHEOSTATS

BATTERY ROOM,

which close the circuit through the shunt trip coils on
the d.c. circuit breakers, thus disconnecting any con-
verter from the d.c. bus in case of overspeed.

The converter field rheostats are mounted on slate
panels on the first floor directly under the converter
panels. The operating mechanism is thoroughly
guarded to prevent accidental contact between the chains
and any live parts on the switchboard. Insulating mats
of hardwood are placed on the floor in front and rear of
the main switchboard and in front of the converter
starting panels.

Each outgoing d.c. feeder is equipped with an alumi-
num cell lightning arrester, and six similar arresters
are connected across the d.c. buses. The lightning ar-
rester ground consists of four copper plates, each 4 ft.
square, buried in rich, moist earth, and a number of
•!i-in. galvanized-iron pipes 8 ft. long, all connected to-
gether with No. 0000 copper wire. The steel structure
of the building and all piping is connected to the light-
ning arrester grounds.

An interesting feature of the distribution system is
the use of insulated negative cables, which are distrib-
uted over the district in the same manner as the positive
feeders. One-half of the negative cables enter the
building from Taggart Street and the other half from
Brighton Road, each cable connecting to the negative
bus through a switchboard-type ammeter shunt. When
the distribution system is completed and the entire load

transferred to this substation, the resistance of the
negative feeders will be adjusted so as to equalize their
loads as nearly as possible.

Safety in Brooklyn Rolling Stock

A striking feature of the seventh quarterly report of
the safety committee, mechanical department, Brooklyn
Rapid Transit System, covering the quarter ended April
1, 1916, is the presentation of a number of pictures
showing what accident-making features of car equip-
ment have been
removed and
what improve-
ments have been
installed in their
places. A num-
ber of illustra-
tion s showing
some of the safe
apparatus adopt-
ed are repro-
duced.

As an example
the combination
of flat bumper
and projecting
fender has been replaced by bumpers fitted with oblique
shields on which standing is impossible. Again, the
dangerous practice of riding on projecting fenders, when
folded at the rear, is eliminated by the use of H-B auto-
matic life guards with safety chains.

FRONT AND REAR OF ROTARY STARTING PANEL

BUMPER SHIELD, AUTOMATIC WHEEL GUARD AND SAFETY CHAINS

June 17, 1916 1

ELECTRIC RAILWAY JOURNAL

1149

SAFETY STRAPS ON ROOF RACK

A third safety feature is the provision of Rico anti-
climbers on all rapid-transit equipment, to prevent the
over-riding of platforms in collisions and to assist in
distributing any shocks due to impact.

A fourth improvement is in the car roof-rack. For-
merly a carman in climbing the roof was liable to in-
jury because each rack had to bear his entire weight in
turn. Now these racks are tied together with a metal
safety strap so that no one rack takes all of a man's
weight.

A fifth safety feature illustrated is the use of 0. M.
Edwards No. 13 type of sash locks. Unless the sash
equipped with the old-style locks was opened fully and
the locks properly latched, the sash would jar loose and
cause the bruising of arms and fingers and even more
serious injuries. The Edwards lock prevents the sash
from dropping, regardless of the height to which it
may have been raised. This lock is in use on 300 New
York Municipal Subway cars in operation, on 200 ad-
ditional New York Municipal cars on order, and on 324
elevated cars. The report also quotes many other equip-
ment improvements, particularly on the latest center-en-
trance and subway cars.

Among the data presented on shop safety are such
pertinent items as the purchase in April, 1915, of 574
pairs of safety goggles for shop men, followed by 177
more in the first quarter of 1916. It is also stated that
a total of $14,179.81 was spent up to April 1, 1916, for

yi.ii.

PS*!

various safety measures, many of them suggested by
the employees themselves. Each safety measure and its
cost is fully described in each issue of these quarterlies,
as distributed among the men of the department.

The conclusion of this report states that during the
last three years the Brooklyn Rapid Transit System has
expended about $50,000 for approximately 100,000 spe-
cial General Electric locking lamp-socket receptacles, not
only to avoid fires where improper contact is made by
the lamp base but also to prevent the lamp from jarring
loose.

Decision of Commission on Dead Man's
Button

The Public Service Commission for the Second Dis-
trict of New York has settled the controversy raised
by the Brotherhood of Locomotive Firemen and En-
ginemen over the "dead man's button" on the Erie Rail-
road's electric trains between Rochester and Avon by
ordering the Erie to make changes in operation in the
interest of public safety. The order of the commission
requires that when electric cars are operated as the
motive power for equipment designed for steam passen-
ger use the dead man's button be so arranged by locks,
seals, etc., that it cannot be readily put out of use and
that when trains are thus operated they must be so
made up as to enable the train crew to get from the
coaches into the motor cars while the train is in motion.
If it is not possible to make up trains in this manner,
the commission orders that a spare trainman ride in the
motor cars for the sole purpose of assisting the motor-
man in emergency.

The Brotherhood of Locomotive Firemen and En-
ginemen, through Thomas E. Ryan, chairman of its
legislative board, complained to the commission that the
dead man's button was so arranged that the air valve
could be removed, thus permitting the motorman to
ride without holding the controller, and making the
automatic stopping of the train impossible in case any-
thing should happen to the motorman. Mr. Ryan al-
leged this condition was particularly dangerous when
electric cars were coupled onto steam trains, for bag-
gage cars without end doors, or baggage cars so piled
with goods that the doors could not be used, were fre-
quently placed between the motor cars and the rest of
the train, so that the motorman was all alone in his cab
and beyond reach of aid in case anything should happen
to him. The order of the commission is designed to
meet this condition. It states that the only motor-
man examined testified that the presence of an extra
motorman in the cab with him would be more a source
of danger than an aid to safety.

ANTI-CLIMBER TO PREVENT TELESCOPING IN COLLISIONS

New Electric Railways Proposed for
Holland

An electric railway is proposed from Amsterdam to
and through the "Zaanstreek," a district traversed by
the River Zaan, which flows into the North Sea Canal a
few miles northwest of Amsterdam. The Zaan is lined
by villages and sawmills, and passes through rich pold-
ers (low farm lands drained of water). Fourteen towns
will be joined by this new electric road. Its length and
other particulars are not yet definitely settled. Another
new electric railway is projected in the Provinces of
Groningen and Drenthe, extending from the city of
Groningen some 20 miles southward and touching sev-
eral prosperous towns. As at present planned, the
project will cost about $500,000. Both freight and
passenger cars will be operated.

ELECTRIC

CITY'S KXPKKT KKIM.KTS VALUATION FIGURES
Comparison of Cincinnati Traction Company Valuation Fig-
ures as Reported by the Company and Commission
and the City's Expert
The value of the property of the Cincinnati (Ohio) Trac-
tion Company, according to the report recently filed by
Ward Baldwin, employed by the city of Cincinnati, is
$11,969,284, as of April 1, 1914. The valuation made by
the company's engineers is $35,837,044 and that made by
the Public Utilities Commission is $24,333,947. Mr. Baldwin s
figures will be used as the basis of the city's objections to
the valuation made by the commission at the hearing which
will take place on July 20.

In making his valuation Mr. Baldwin omitted the follow-
ing items entirely: frontage consents, contributions imposed
by ordinance, fire insurance, property damage, expense on
account of incorrect plans, taxes during construction, in-
terest, discount and hidden costs, horse cars, dummy lines,
incline planes, cable lines, track destroyed, paving destroyed,
rerouting cars, cost of paving laid by the city and company
together. City Solicitor Groom will argue that these are
not items to be taken into consideration for rate-making
purposes. If the commission holds against him, then he
will insist that the allowances are excessive.

The difference in the value of real estate is due to the
fact that Mr. Baldwin has not included land owned but not
used for transportation purposes and land under lease with
or without the privilege of purchase. For rate-making val-
uations he thought that the latter's annual cost should be
included in the operating cost Mr. Baldwin added that he
had included tracks, buildings and equipment not in use in
the operation of cars, because of their potential value in
case of floods, storms or accidents. In the item on buildings
he excluded the building occupied exclusively by the Cincin-
nati Car Company, while the buildings occupied in common
by the car company and the railway were apportioned be-
tween them. The report comprises 4039 typewritten pages,
exclusive of the index pages, and the work cost the city ap-
proximately $23,000.

Below are given the itemized valuations made by the com-
pany, the commission and the city's engineer, with the
cents eliminated, so arranged that the various items may be
compared:

City's
Company Commission Expert

Grading $84,395 $95,991 ) ,, , ,„ R1 ,

Track 5,286,046 5,374,194 J $4,440,611

Bridges

Inclines

Paving

Electrical distribution .

Rolling stock

Power plant equipment.

Substation equipment . .

Shop equipment

Buildings

Furniture

Stores and tools

Frontage consents

Real estate

Profits of general i

Contributions imposed by ordi-
nances

Administration

Fire insurance, property dam-
age, expense incorrect plans..

Taxes during construction

Interest, discount and hidden

plane and cable lines. . . .
Track destroyed, 1901-13..
I'aving destroyed, 1901-13.

53,342 49,242 36,507

246,492 229,025 167,791

595,554 605,311 9,941

,575.984 1,476,643 1,301,075

3.886,117

3.615,175

3,081,866

1,668.372

1,718,622

1,291,974

243.944

265,758

219,863

172,859

166,093

109,759

1,744,245

1,611,018

1,310,486

49.263

44,940

39,410

628.503

613.924

380,105

609,609

117,486

783,179

630,698
989,528

313,226

192,876

85,236

533,550

452,050
649,569

235,000

288,000

534,224

3,812,481

2,252,775

4,781,046

2,000,000

615.365

576,138

142.404

136,740

19,262

Cost paving laid

company

Franchise value . .
Incorporation fees

660,421

5,675.236 31.824

24,309 9.841

.... $35,837,044 $24,333,947 $11,969,284

The Cincinnati Traction Company and the Cincinnati
Street Railway on June 9 protested to the Ohio Public Util-
ities Commission against the valuation of their properties

as found by the engineers of the commission. The protest
of the city had been filed before and a hearing on all three
protests will be held on July 20.

The companies, in their protest, give seven reasons for the
unjustness of the commission's valuation, which was made
public on May 15 and published in the Electric Railway
JOURNAL of May 20, page 470. Chief of these is the in-
adequacy of the allowances in a number of instances, lney
also argue that in view of the condition and efficiency of
the property no deduction should be made for depreciation
frorn the cost found by the commission. The allowance
made on account of superseded property is alleged to be
inadequate. The protestants also hold that an allowance
should be made for the reproduction of paving construction
furnished jointly by the companies and the city. It is also
contended that an allowance should have been made for
franchises.

RHODE ISLAND TRUSTEES APPEAL TO COUNCIL
Federal Trustees of the Rhode Island Company Reiterate
Their Plea for Relief from Franchise Conditions Con-
sidered to Be Unduly Burdensome

More than a year ago the trustees who are in charge of the
property of the Rhode Island Company, Providence, under
the federal decree providing for the disposition of the outside
properties of the New York, New Haven & Hartford Rail-
road presented a plea to the Common Council of Providence
for the modification of the franchise agreement under which
the Rhode Island Company operates. The company asked
relief from the provision of its franchise taxing its gross
receipts, for abrogation of the clause covering payment by
the company toward the cost of street repairs, for authority
to charge a 6-cent fare or install a zone system and for
other changes.

The petition came before the committee on railroads of
the City Council for action on June 8. The company was
represented by Rathbone Gardner, Theodore Francis Green
and John P. Farnsworth, three of the five federal trustees.
The hearing was designed originally to be a private con-
ference between the railroad committee and the trustees,
but the trustees understood that it was to be public and
the members of the committee finally acquiesced in this
view.

The trustees reiterated the request for relief filed pre-
viously with the Council. The principal plea for the com;
pany was made by Mr. Gardner. He quoted freely F. W.
Doolittle, formerly director of the bureau of fare research
of the American Electric Railway Association, in regard to
the value of electric railway service and to the part played
by the electric railways in the growth and prosperity of a
community. The jitney situation was not now so acute in
Providence as it had been. There were 149 jitneys in Provi-
dence, Pawtucket and Woonsocket and it was estimated that
they diverted $435,000 a year from the treasury of the
company. In addition there were about 10,000 private au-
tomobiles in Providence, and $2,000 was diverted daily from
the treasury of the company if each one carried only four
persons a day. At the time the contract was made between
the city and the company nobody anticipated that a situa-
tion such as this would ever exist. Mr. Gardner said that
it was unjust to call upon the company to pay 4% per cent
each year on practically $1,000,000 of new street work. The
5 per cent tax on the gross receipts was also a manifest
injustice. If the city needed this money then the proper
alternative was a 6-cent fare. The cost of other necessities
had increased 20 per cent to the consumer, but railway fares
remained the same. The trustees requested the committee
to report to the City Council that the terms and conditions
of the franchise agreement were inequitable and recommend
the appointment of the present railroad committee or some
other to confer with the trustees to whom the property has
been conveyed.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1151

Mr. Farnsworth said that the company had lost about
$200,000 a year through giving transfers and allowing
illegal rides. He said that the agreement of the company
with its employees did not work well. The Public Utilities
Commission controlled other activities of the company and
he asked why it should not also control the wages of the
employees.

Mr. Green said that the real questions were: What was the
plant worth ? What were the owners entitled to ? The pres-
ent owners, it seemed to him, were not getting more than a
fair return on the actual present value of the property.

DECISION IN PORTLAND, ORE., VALUATION CASE

The Railroad Commission of Oregon has set the reproduc-
tion cost new of the property of the Portland Railway,
Light & Power Company at a total of $45,337,000. Deduct-
ing depreciation, the value on the property was placed at
slightly less than $41,000,000. Formal hearings on the
valuation began on Jan. 25, 1915. Last October the com-
pany filed its final brief in the case. In that document the
company contended that a just and fair valuation lay some-
where between $61,795,629 and $62 134,542. The former
figure was given as the value of the property as deter-
mined by its original cost plus subsequent increments. The
latter figure was given as the value of the property as de-
termined by the reproduction analysis, considering the
going value of the concern.

From the company's original claim of $61,000,000 which
included going value, water rights, etc., the commission
eliminated about $6,250,000 of property, contending that it
was non-operating. Also the commission eliminated the
company's claim for going value on the contention that the
company did not compute such value correctly. An op-
portunity, however, will be given to the company later to
present additional testimony on going value. On other
minor reductions, including the elimination of $700,000 work-
ing capital out of the claim for $1,850,000, the commission
found the money actually invested by present owners to be
more than $50,000,000.

Attention was called by the commission to the depleted
earnings of the company caused by the competition offered
by the Northwestern Electric Company and by the jitneys.

The brief of the company was referred to in the Electric
Railway Journal of Oct. 30, 1915, page 922. It comprised
347 pages. The valuation of the company's properties in-
volved a cost to the company of something like $100,000.

DALLAS NEGOTIATIONS FAIL

All efforts to reach a compromise in the controversy be-
tween the city of Dallas, Tex., and the electric railway and
lighting companies, as to valuations, earnings and control
of the city over such public utilities as regards rates and
betterments, are deadlocked, according to a formal state-
ment just issued from the office of Mayor Henry D. Lindsley.
At the municipal election on April 4, the voters of Dallas
decided to adopt the valuations for these properties fixed by
Edward W. Bemis in his report — $3,600,000 on the light
plant of the Dallas Electric Light & Power Company, and
$3,500,000 on the various street railway systems — and in-
dorsed model service-at-cost franchises to give the com-
panies a net earning of 7 per cent on these valuations.
Since then negotiations have been under way between city
officials and the companies owning the properties with a
view to reaching a compromise. The utility companies in-
sisted that their valuation figures of $4,400,000 for the elec-
tric light plant and $4,100,000 for the street railway proper-
ties east of the Trinity River be taken as basis. The valua-
tion figures proved to be the rock on which the negotiations
broke.

Immediately following the election, O. D. Young, acting
for the United Electric Securities Company of Boston, which
owned certain securities of the various utility properties in
Dallas, and which, it was announced, had secured an option
on these properties from Stone & Webster, entered negotia-
tions with the city of Dallas looking to a reorganization of
the various companies so as to meet the requirements of
the city. Subsequently J. F. Strickland and C. W. Hobson,
Dallas, were brought into the negotiations. It was ex-
plained that Mr. Strickland would undertake the organiza-

tion of an electric light company and Mr. Hobson would
undertake to organize a street railway, provided a mutually
satisfactory conclusion could be reached on the franchises
themselves. The final conference was held on June 3.

In the course of the negotiations that followed the utility
companies offered to yield on various points, but remaining
steadfast in the announcement that no valuation figures
would be accepted other than those fixed by the company,
which are $1,400,000 in excess of those fixed by Mr. Bemis.
Among the concessions offered by the utility companies
were:

Expenditure of $5,000,000 on traction improvements in
three years.

Building of two interurban lines in three years, each 30
miles long, to cost at least $2,500,000.

An 8-cent light rate immediately, and a 7-cent light rate
one year from Nov. 1.

Promise that light rates would never go higher than at
present, even under the service-at-cost system.

Installation of the "London Sliding Scale" of light rates
by which the company would receive a percentage of what-
ever saving might be effected by the introduction of econ-
omies.

A 1-cent power rate for factories.

THOMPSON COMMITTEE INVESTIGATION
CONTINUES

In an effort to trace the commitments and obligations con-
tracted by the Interborough Rapid Transit Company, New
York, and chargeable to the city, the Thompson legislative
committee on June 2 called Cornelius Vanderbilt, director of
the company, and questioned him regarding the contract for
third tracking the elevated lines, which it was proposed
originally to award to John F. Stevens and which finally
was let to the T. A. Gillespie Company. T. A. Gillespie was
also a witness and continued in his refusal to allow the com-
mittee to examine the books of his Pittsburgh firm.

August Belmont, chairman of the board of directors of
the Interborough Rapid Transit Company, was a witness
on June 5 and testified about the purchase of the charters
of the City Island and the Pelham Park Railroads by the
Interborough Rapid Transit Company. Alfred Craven,
chief engineer of the commission, was asked about readver-
tising the contracts for ballast.

Frank J. Sprague, testified on June 6 that his proposition
to build the subway did not receive from the Public Service
Commission or the city officials the serious consideration he
felt it deserved. He offered to put up a certified check for
$100,000 and bond himself for the proper performance of
the contract. He also criticised the method of the engineers
in building the subway, pointing out that although several
outlying sections were completed it would be impossible to
use them until the main sections are finished.

Dr. A. F. Webber, chief statistician of the Public Service
Commission, and Daniel L. Turner, engineer in charge of
subway construction, testified regarding the prior determi-
nations charged to the city by the New York Municipal
Railway. Investigation of this subject was continued on
June 7 when Leroy T. Harkness, assistant counsel, for the
commission, was called. Dr. Webber was again called and
questioned in detail regarding items approved by the com-
mission.

On June 8 Col. T. S. Williams, president of the Brooklyn
Rapid Transit Company, and Sigfried Cederstrom, a real
estate expert of the commission, were the principal wit-
nesses. Public Service Commissioner Travis H. Whitney
was called on June 9 and testified regarding the interest the
city would have to pay on money it has pledged to con-
tribute to the new subways as co-partner with the transit
companies. Mr. Whitney was also questioned regarding the
bonuses paid by the Interborough Rapid Transit Company.

On June 12 the Thompson legislative committee started
an investigation of the proposed purchase by the city of
twenty-nine parcels of land owned by the New York, West-
chester & Boston Railroad for the White Plains Avenue ex-
tension of the dual subway system. Experts for the city
in 1911 appraised the land at $76,000, but the railroad de-
manded $613,000 for it. After condemnation proceedings,
the price was fixed at $404,000. The city disputed the

ELECTRIC RAILWAY JOURNAL I Vol. XLVII, No. 25

ssion on June 1 denied the company's application for

award, however, and the matter was taken to the hupreiM ™» • '&nswet of the company t0 this denial

ar-iai- tBKWS wsMS ti -s'isj-stirj*. «„,« h .„«« ».,, *.

nations account of the New York Municipal Railway on he L<^,ac ide that a writ 0f certiorari shall

Juno 13 and questioned Howard Abel, comptroller of the "°n8^a£ ^ t0 re£iew order8 of the commission fixing

Brooklyn Rapid Transit Company and the New York mu- not^ ^ escribing additions to or changes in plant, equip-

nicipal Railway. t or service. A compromise bill, aiming to hasten court

7ZZT™ a n. nruvn procedure, was also introduced. The first bill was defeated,

TRENTON ARBITRATION DEADLOCKED pwce^ ^^ ^^ Httle progress during the session.
The arbitration between the officials of the Trenton & „.„„
Mercer County Traction Corporation, Trenton, N. J., and the FULL BUFFALO WAGE SCALE
Amalgamated Association growing out of the discharge of schedule of wages for the employees of the Inter-
ten conductors for alleged fare sniping, has been further de- 1 he ne^ Buffalof N. Y., published in the Electr.c
layed by the resignation of Harry Morgan, an arbiter ap- Ra<™Y^™L for Ma'y 27, page 1012, was not complete
point,,. I,y the company. Mr. Morgan expressed the opinion ™™^™% ™ f^Lt in all its details. The follow-
that the third arbiter could not be agreed upon. f motormen and conductors:

After Peter E. Hurley, general manager of the company, mg is the scale oi wag

ami (. Howard Severs made many attempts to select a third Mat X' 1916, TO .!'.... .26 cents an hour

man to act with them as arbiter they decided to each name ™« > ea _. . .

a man and have the two select a third to act with the first After second year • • • • • |» cents an hour

two arbiters. The third man was to have been named on After tftir^e^.. ;;;;;;;;;;;;:;; 32 cents an hour

the afternoon of June 12 by Luke B. Travers, an organizer Fllth year and thereafter " cents an nour

of the American Federation of Labor, named by the union, Mat 1. 1918. to Mat 1. 1919 ^ ^^ ^ h&ur

and Mr. Morgan. Messrs. Morgan and Travers submitted a First year ^ ^^ an hQur

half dozen names as possible arbiters. One was a stock- ^ter seconya ye^ W :..... 29 cents an hour

holder in the corporation, but neither man could agree on ^^'^/wS'therwfter: '.'. '.'. '. '. '. '. '. '■ '■ '■'■ '■'■ '. '■ '■** cents an hour
the selection and Mr. Morgan resigned. ,
The corporation then announced that it would ask the Shopmen, carhouse men, power house men, bridge ana
City Commission to act as a board of arbitration. The building department men, curve cleaners, switchtenders, re-
commission, at the beginning of the trouble, agreed to try ceive an increase of 3 cents an hour for three yea>"s-
and settle the differences between the company and men, The rates of pay for engineers, conductors and brakemen
but the union objected. operating freight service are to be as follows.

After the company had refused to accept United States Mat j 1916> to Mat i, 191s

Judge Rellstab, former County Judge F. W. Gnichtel and Engineers Conductors Brakemen

John A. Campbell, president of the Trenton Potteries Com- First year 31 cents 29 cents 27 cents

pany, the union issued a statement claiming that the cor- Tm?d yea?r '.'.'.'.'.'. 33 cents 31 cents 29 cents

poration was opposed to arbitration by individuals and Fomhyear J 4 cents 32 cents 30 cents

wanted the City Commission to act. Mr. Severs after- AIler - "ma't'i 1918, to Mat 1, 1919

wards sent for National Organizer Shea and he arrived at Fil.st year '. . . 32 cents ' 30 cents 28 cents

Trenton on June 14 for a conference with Mr. Hurley and gg»*E5' ; ; ; JJ £\\\% U J£Sg 30 clnts

Rankin Johnson, president of the company. Fourth" year! '.'.'..'. 35 cents 33 cents 31 cents

The present arbitration relates only to the reinstatement After four years ■ ■ 36 cents 35 cents 32 cents

of the men discharged. The question of working conditions „TftBMc nAMAGF RAILWAY PROPERTY IN FOUR

is to be dealt with separately. The men met on June 9 and STORMS DAMAGE KA1LWA1 fKurn.ni

hinted that another strike would occur before they would STATES

accept the open shop and sliding scale proposals submitted Excessive rains and severe electric storms in Buffalo dur-

by the company. It is now regarded as likely, however, that mg the first week of June played havoc with schedules of

the working agreement will also be arbitrated. city and interurban cars of the International Railway. The

FXCFPTION TAKFV TO SFRVTPF ORTlFR power SeneratinS Plants at Niagara Falls were compelled

EXCEPTION TAKEN TO SERVICE ORDER to suspend temporarily several times. Floods in South

The Public Service Commission for the First District of Buffalo forced several lines to stop operating and in many

New York has been served with a writ of certiorari, calling sections high trailers attached to snow plows were used.

for a court review of its order of May 18, 1916, directing High waters of the Mississippi River are causing trouble

the New York & Queens County Railway to put on more to the Tri-City Railway, Davenport, Iowa. For the third

cars and generally to improve the service on all of its lines, time this year the water has rushed over a dam connecting

The writ was signed on June 6 by Supreme Court Justice Suburban Island, a pleasure resort, with the Iowa shore.

Thomas F. Donnelly, in New York County, on motion of The tracks of the company over the dam have been washed

James L. Quackenbush, attorney for the company, who is away twice and John G. Huntoon, general manager, expects

also general attorney for the Interborough Rapid Transit that considerable reconstruction will be necessary. On

Company, and is returnable in twenty days. The order of June 9 the river was far above normal and traffic had to be

the commission followed hearings held in May, at which abandoned. The river will probably not recede for at least

representatives of the Flushing Association, who had urged a week, and it will be necessary to rebuild a part of the dam

better service in Queens Borough, were present. After and replace the tracks washed away.

service of the order the company asked for a rehearing, A heavy rainstorm tied up the Peoples' Railway and the

stating that the order was unnecessary; that it was con- Ohio Electric Railway for some time on June 2. The storm

fiscatory; that it could not be complied with; that compli- did considerable damage near Dayton and Xenia.

ance would compel operation of single truck cars, which, it Nearly a mile of track of the Toledo Beach line of the

was stated, was inadvisable ; that the company did not have Toledo Railways & Light Company was washed out by the

sufficient crews to operate the increased service, and could heavy rollers of Lake Erie during a storm there on June 7.

not procure them in time. The petition further stated that Although the recent tornado in Arkansas caused con-

the company had been operating under a heavy deficit since siderable damage in Hot Springs, service on the Hot Spring?

1911, and that the order would compel the expenditure of Street Railway was interrupted for but three or four hours.

more than $10,000 a month for additional operating ex- The only damage done was to the power house stacks and

penses. It also held that the order of the commission made the end of the boiler house roof.

inflexible rules for operation, and therefore deprived it of

the operation of its own lines. It was also pointed out Strike on Western Ohio Railway Averted. — Through the

that under the new system the company would have to mediation of the Lima Chamber of Commerce and the

operate 227 cars, when it possessed only 226. The com- Wapakoneta Business Men's Club, the threatened strike on

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1153

the Western Ohio Railway was averted on June 10. The
company has entered into a contract giving the men a wage
advance of 10 per cent. They will now be paid on a basis
of 22 cents an hour for the first year, 24 cents for the
second, 26 cents for the third and 30 cents for the fourth and
thereafter.

Iowa Electrification Plans Delayed. — In a statement made
on June 9, E. H. Ryan, president of the Muscatine North
& South Railway, a steam line between Muscatine and
Burlington, Iowa, explains that the delay in the reorgani-
zation of the road has been due to the inability of the com-
pany to perfect arrangements to finance the proposed plan.
The company will reorganize and convert the road into an
electric line. A meeting of the directors had been called
for June 1, but lack of developments resulted in the post-
ponement of the meeting.

New Wage Agreement in Tri-Cities.— The Tri-City Rail-
way has closed a new three year contract with its men in
Davenport, Rock Island, Moline and Muscatine. More than
600 men are affected. An increase of 2 cents an hour in
wages is granted. The new maximum for the first year of
the agreement is 31 cents an hour for men in the service
three years or over, 28 cents for the men in the service
two years and 26 cents for beginners. The second year the
range is 32 cents, 29 cents nad 27 cents. The third year it
will be 33 cents, 30 cents and 28 cents.

Norfolk Franchise Ready for Councils.— The committee of
ten and the officials of the Virginia Railway & Power Com-
pany, Norfolk, Va., who have been considering the new
franchise for the company have held several conferences
and have changed the wording of some of the provisions of
the tentative grant. A question arose in regard to the
term "physical connection" in the provisions covering trans-
fers between various lines. An agreement was reached on
this and the franchise is now ready for action by the
Councils. No date has been set for a meeting.

Preparedness in New England. — At the last meeting of
the New England Railroad Club a committee of five was
appointed to see what could be done to assist in solving
the problem of mobilizing troops, equipment and supplies
in that section of the country. The committee is author-
ized to confer with the railway operating associations and
railroad clubs, with the General Staff of the War Depart-
ment and such other organizations as may be deemed ad-
visable. The results of the committee's work are to be
placed in the hands of the executive committee of the club
not later than the October meeting.

Municipal Railway Employees Seek Increase in Pay.— An
increase of 5 cents an hour in pay has been asked by the
platform men employed on the San Francisco (Cal.) Munici-
pal Railway. The pay of the men at present is 37% cents
an hour and they are permitted to work only eight hours a
day. While the exposition was open and business was
heavy the men worked seven days a week. When the ex-
position closed and some of the cars were taken off the runs
the men were reduced to six days a week work. The charter
provides that city employees cannot be paid more than the
limit of wages for like employment elsewhere.

Effort to Attack Kansas City Franchise Fails.— The Su-
preme Court of Missouri has denied the application of cer-
tain citizens of Kansas City, Mo., for a mandamus to com-
pel Judge Slate of the Cole County Circuit Court to take
up their appeal from the ruling of the Public Service Com-
mission in respect to the Kansas City Railways. The com-
mission had issued a certificate of necessity for the steps
under the reorganization plan, and had in effect approved
the franchise. The petitioners hoped through the court
proceedings to secure a finding adverse to the franchise.
The action of the Supreme Court eliminated the only re-
maining effort to cloud the franchise.

Annual Banquet Washington Stone & Webster Club. —
The Stone & Webster Club of Washington held its annual
banquet at the Hotel Washington Annex, in Seattle, on
May 17. Frederick S. Pratt, chairman of the board of di-
rectors of the Puget Sound Traction, Light & Power Com-
pany, and vice-president of the Stone & Webster Manage-
ment Association, was a special guest. The principal
speaker of the evening was C. W. Howard of Bellingham.
The following officers were elected by the club: G. A. Rich-

ardson, superintendent of the Seattle railway department of
the Puget Sound Traction, Light & Power Company, presi-
dent; Leslie Coffin, Bellingham manager; E. G. Barnes,
Everett manager; L. H. Bean, Tacoma manager, and A. L.
Kempster, Seattle manager of the Puget Sound Traction,
Light & Power Company, vice-presidents; E. A. Batwell, re-
elected secretary, and F. O. Straight, re-elected treasurer.

Removal of Receiver Urged in Strike Action.— A stock-
holders' action to remove Nathan A. Bundy as receiver of
the Buffalo (N. Y.) Southern Railway is threatened by
Charles M. Gaffney, as attorney for Henry Lein, a stock-
holder in the company. Mr. Lein and other stockholders
who appeared before the special committee of the Board
of Supervisors to inquire into the strike of platform men for
union recognition and a wage increase, declared they had no
objections to union recognition and urged the supervisors
to force the receiver to concede certain demands of the men.
It is costing the county $200 a day to patrol the 27 miles
of track between the Buffalo city line and Hamburg, Or-
chard Park and Ebenezer. A few cars have been operated
by experienced crews willing to work at the old scale of
wages.

Worcester & Warren Difficulties Settled.— The controversy
on the Worcester & Warren Street Railway, Worcester,
Mass., over wages has been settled, and a new schedule of
pay dating from June 4 has been adopted. The local union
at first asked for a sliding scale which ranged from 25 cents
an hour for first-year men to 30 cents for men of five years
or greater service. In reply to the original demands the
company offered a schedule of approximately 10 per cent
increases. Conductors, motormen, track oilers and carhouse
employees will receive a 10 per cent increase. Motormen
and conductors of more than two years' service will receive
25 cents an hour, 23.5 cents being granted to men between
one and two years' service and 22.5 cents to first-year men.
The officials of the union representing the men have stated
that they are satisfied with the increase.

PROGRAM OF ASSOCIATION MEETING

Central Electric Railway Association

The full program for the summer meeting of the Central
Electric Railway Association has been sent to members.
As stated previously, the meeting will be held on the steamer
South American, sailing from Toledo, Ohio, at 11 a. m. on
June 27 and returning on June 30. The program committee
has invited a number of notable and prominent electric rail-
way officials from various sections of the United States to
join the association for the meeting. Nearly all have ac-
cepted and will address the association at such times as will
be arranged on board the steamer. Announcement will be
made on the bulletin board. Subjects for addresses have
not been requested or assigned. Entertainments will be
provided by the supply men's committee. Arrangements
have been made for the movement of two special cars from
Indianapolis to Toledo. These cars will be at St. Joseph to
take care of the party on the return trip after their arrival
at Benton Harbor, Mich., at 11.30 a. m., June 30, and will
probably leave St. Joseph after lunch, about 1.30 p. m., ar-
riving at South Bend at 3 p. m., Goshen at 4.25 p. m., Peru
at 7.10 p. m. The Ohio Electric Railway will have a car
at Peru to meet these specials and take the Ohio people
home via Fort Wayne, Lima and Springfield. It may be
that the Union Traction Company of Indiana's car will
return to Anderson via Tipton and Alexandria instead of
coming through to Indianapolis. The Terre Haute, Indian-
apolis & Eastern Traction Company's car will return to
Indianapolis. Arrangements have been made with the West-
ern Union Telegraph Company for a representative to ac-
company the party to look after the telegraphic needs of
those who take the trip.

Charles L. Henry, president of the American Electric
Railway Association and past-president of the Central Elec-
tric Railway Association; Britton I. Budd, president of the
Chicago Elevated Railroads; W. Kesley Schoepf, president
of the Ohio Electric Railway, and Hugh M. Wilson, vice-
president of the McGraw Publishing Company, Inc., pub-
lisher of the Electric Railway Journal, are a. few of the
men prominent in the industry who expect to participate in
this trip.

1154

ELECTRIC RAILWAY JOURNAL

I Vol. XLVII, No. 25

Financial and Corporate

ANNUAL REPORTS

Havana Electric Railway, Light & Power Company
The comparative income statement of the Havana Electric
i;.ilw;iy, Light & Power Company, Havana, Cuba, for the
calendar years 1914 and 1915 follows:

1916 , , 1914——^

Per Per

Amount Cent Amount Cent

Qroaa earnings $5,541,302 100.00 85.396,713 100.00

Oper»tln« expenses and taxes 2.337.506 42.18 2.595.321 48.09

nmd charge* 1.115.414 20.13

Surplus after charges $2,236,258 40.35 $1,809,371 33.53

A summary of the operations of the various departments
of the company also follows:

Per
Cent of
Gross
ings from Earn-

Barningx

from

I Npll tmetit Operation

railway. $2,907,143

light.... 1.856.131

Oaa 512,756

Stage lines 265,271

Per
Cent of

Operating <iross Net Earn-
Expenses ~

anil Tax

$1,299,216

467.881

330.160

250.796

Kat'll-

Total

.$5,541,302 $2,337,506 42.18

ings Operation ings

44.69 $1,607,926 55.31

24.64 1.398,799 75.36

64.38 182,596 35.62

94.54 14,474 5.46

_ $3,203,796 57.82

For the railway there was a decrease of 2.84 per cent in
passenger earnings and 0.27 per cent in total earnings. Op-
erating expenses decreased 8.11 per cent and net earn-
ings from operation increased 6.72 per cent. More than 6
miles of new track were laid during the year, and ten new
standard passenger cars and two double-truck freight loco-
motivi's were finished in the shops. The earnings of the
stage lines decreased 17 per cent because of the deprssion
in tobacco manufacture and the exclusion of Spanish money
from circulation. Trials of electric storage-battery vehicles
are now being made, and the introduction of the new equip-
ment is awaiting the results. The electric light and power
output increased more than 12 per cent, as compared with
1914. Earnings increased 15.5 per cent, while operating
expenses decreased 11.55 per cent, and net earnings from
operation showed an increase of 26.8 per cent. In the gas
department the net earnings were 10.6 per cent greater than
in 1914, although the total earnings from operation showed
only a small increase. The total expenditure for new con-
struction during the year was $1,258,091, consisting mainly
in the continuation and completion of projects and work laid
out in 1914.

Comparative statistics of operation for the railway de-
partment show the following results:

Per Cent

1915 1914 Change

Total number of passengers carried 54.304.079 55,893.367 — 2.84

Passenger car-miles 11.000.775 10,778,706 +2.06

Passenger earnings $2,715,203 $2,794,668 — 2.84

Passenger earnings per car-mile. . $0.2472 $0.2594 — 4.70

Total earnings from operation. .. . $2,907,143 $2,915,032 — 0.27

Total oi>erating expenses $1,262,393 $1,373,937 — 8.11

Total operating expenses per car-
mile $0.1147 $0.1275 —10.00

Operating ratio 43.42% 47.13% — 7.87

Net earnings from operation $1,644,750 $1,541,094 +6.72

In spite of all efforts to develop traffic, it is again neces-
sary to report a small decrease of railway earnings, the
second time in the history of the company. The operating
expenses, however, were decreased in greater proportion, so
that the ratio between them was materially improved and
the net earnings from operation increased 6.72 per cent. The
deleterious effects of the European war appeared most
clearly in this department, as the tobacco trades were
greatly depressed by it and a very large number of the
tobacco workers, who were regular patrons of the street cars,
were without employment after August, 1914.

Another depressing influence was the appearance of some
1600 cheap automobiles, mostly Ford, which carried two pas-
sengers from place to place within the central district, an
area about 1% miles square (2.5 km. square), for 20 cents,

and additional passengers and for greater distances at fixed
rates based upon a zone system. These vehicles forced
most of the cabs out of business, while those which were
left had to reduce their fare to 10 cents. This is the form
in which the jitney reached Havana. It was really the
cheap automobile taxicab common to European cities, and
while it was undoubtedly a serious competition, especially
in rainy weather, it was less destructive than the irresponsi-
ble 5-cent jitney buses in the United States.

In Havana gasoline, in less than barrel lots, has not sold
below 33 cents per gallon during the last five years and now
costs 38 cents. Lubricating oil pays 100 per cent duty, and
repair parts and tires cost 50 per cent more than in the
United States, while the automobile cabs pay a license of
$12.50 per year each and are subject to stringent police
regulation. It seems probable that there are as many
automobile taxicabs in service as can make a bare living,
and any adverse changes in business affecting the patrons
will leave a number without means of subsistence.

General business, other than tobacco, grew in prosperity
as the year advanced, and the railway receipts reflected this,
as may be judged by the record of passenger earnings in
1914 and 1915 by months, a decrease of $10,062 in January
having gradually grown into an increase of $11,470 in De-
cember. The freight equipment had less work to do than
in previous years, the locomtive-hours at 20,933 being a
decrease of 29.4 per cent and the trailer-hours at 36,945, a
decrease of 17.6 per cent, the ratio of the first total to the
second being 56.5 per cent, as compared to 65.9 per cent in
1914.

Oakland, Antioch & Eastern Railway

The gross income of the Oakland, Antioch & Eastern
Railway, Oakland, Cal., for the twelve months ended Dec.
31, 1915, amounted to $607,951. The total operating ex-
penses were $416,765, being 68.8 per cent of the total oper-
ating revenue as compared to 73.3 per cent for 1914. The
net operating revenue was $188,651, and the gross income
less operating expenses totaled $191,186, or about 60 per
cent of all interest charges. The details of these earnings
are as follows: Passenger revenue, $506,986; revenue
freight, $64,126; express and milk revenue, $20,870, and
revenue from all other sources, $15,966. The number of
passengers carried was 710,908, while the tons of freight
amounted to 104,598 and the car mileage to 1,855,253.

In the preceding year the passenger revenue amounted to
only $391,523, and milk and express revenue to only $10,196,
these items in 1915 showing large increases of $115,463 and
$10,674 respectively. During 1915 there were no construc-
tion projects along the line on account of conditions ex-
isting, and real estate development was almost at a stand-
still. The freight earnings showed a decrease of $3,602 in
1915 over 1914. Included in the 1914 earnings, however,
there was an amount of $21,469, which covered the freight
earnings on construction material shipped to the Sacra-
mento Valley Electric Railroad.

It is said that the future freight of the company must
necessarily depend mainly on standard shipments to the
growing population along the line and of the farm products
raised by them. The planting of sugar beets was experi-
mented on in the neighborhood of Chipps Island with suc-
cess, and the indications are that this industry will be a
large freight producer. A considerable acreage will be
planted this year between Sacramento and Chipps Island,
and will bring a steady increase of freight. The company
can also look forward to quite a substantial revenue from
the rice industry, the development of which is starting.

During 1915 the Panama-Pacific International Exposition
was held in San Francisco and considerable passenger busi-
ness was derived from visitors. How much this benefited
the road is largely problematical, as both the week-end and
suburban business of the company showed a decrease over
the previous year, although the number of people settling
along the line is steadily increasing. This the company
believes is explained by the fact that the largest tributary
population of the line is in the Bay Cities, population of
approximately 750,000 people. This population during the
summer of 1915 did little traveling, spending time and
money at the fair. The heavy increase in passenger earn-
ings came from the northern and distant points.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1155

REPORT OF MAINE COMMISSION

The Public Utilities Commission of Maine has just issued
its first annual report for the period from Nov. 1, 1914, to
Oct. 31, 1915. Besides a general description of the prelimi-
nary work accomplished by the commission during the year
and the detailed policies to be pursued along certain lines,
the report contains statistics for steam and electric rail-
ways for the year ended June 30, 1915, the data for other
utilities being omitted for the reason that they did not begin
their real year under commission rule until July 1, 1915.

The mileage of the electric railways at present operating
in Maine amounts to 518.63 miles, involving a property
investment of $30,089,138. This total represents an in-
crease of $5,269,317 over the property investment as of
June 30, 1914. In 1915 the companies paid in dividends
$402,797 on $16,105,486 of capital stock, the rate, therefore,
being 2.50 per cent, while in 1914 they paid dividends of
$341,599 upon $14,105,686 of capital stock at a rate of 2.42
per cent.

For the sixteen reporting companies the total operating
revenues for the fiscal year ended June 30, 1915, amounted
to $3,066,923, of which $2,754,456 came from passenger
traffic and $228,934 from express and freight traffic. The
total operating expenses were $1,945,917, divided as fol-
lows: Way and structures, $292,069; equipment, $242,000;
power, $321,039; conducting transportation, $749,069; traffic,
$41,176; general and miscellaneous, $303,951, and trans-
portation for investment (cr.), $3,389. The net revenue
from railway operations amounted to $1,121,006, and the
addition of net revenue from auxiliary operations brought

revenue of $2,228,483. Taxes amounted to $285,705 and non-
operating income to $53,441, so that the gross income was
$1,996,219. After the deduction of $922,641 for interest,
rentals and other charges, the net income totaled $1,073,577.
The business depression was reflected in the earnings of
the subsidiaries for several months beginning with April,
but conditions improved materially in the last few months
of the year.

Cape Town Consolidated Tramways & Land Company,
Ltd., Cape Town, S. A. — The profit and loss account of the
Cape Town Consolidated Tramways & Land Company, Ltd.,
showed a debt balance of £816 for 1915, as compared to
£1,894 for 1914. The operation of the tramways during the
year resulted in a profit of £1.486, as compared to £1,521
in the previous year. The number of passengers carried
increased 54,605 and the receipts £1,270, but the heavier
cost of operation made the profit somewhat less than in
1914.

Chicago & Milwaukee Electric Railroad, Highwood, 111. —
The Chicago, North Shore & Milwaukee Railroad has been
incorporated in Illinois with a preliminary capital of
$100,000 as the successor to the Chicago & Milwaukee Elec-
tric Railroad, recently sold at auction to the reorganiza-
tion committee. The incorporators and first board of di-
rectors are: Archie F. Hopper, John Moran and Frank
Stava, and E. L. White, Chicago; W. D. Johnston, Evans-
ton; and Keith Richardson, La Grange.

Eastern Texas Electric Company, Beaumont, Tex. — The
Eastern Texas Electric Company has declared an initial
dividend of $2 per share on the common stock, payable on

Comparative Statistics for Maine Electric Railways

Miles of Road
Companies Operated

1915 1914

Androscoggin Electric Company 29.80 ....

Aroostook Valley Railroad 31.99 31.99

Atlantic Shore Line Railway 90.40 90.41

Bangor Railway & Electric Company 57.10 57.72

Benton & Fairfield Railway 4.12 4.12

Hi. 1.1. lord ,<• Kara Railroad 7.61 7.61

Calais Street Railway 7.00 7.00

Cumberland County Power & Light Company 82.86 82.86

Fairfield * Shawmut Railway 3.10 3.10

Lewiston, Augusta & Waterville Street Railway 152.90 155.14

Norwav & Paris Street Railway 2.13 2.13

Portland-Lewiston Interurban Railroad 29.80 ....

Rockland. South Thomaston & Camden Street Railway.... 5.72 5.32

Rockland, Thomaston & Camden Street Railway 21.47 21.17

Somerset Traction Company 12.20 12.20

Waterville, Fairfield & Oakland Railway 10.24 10.50

roB Years Ended June

30, 1914

Per Cent

nings

Expenses

Net Earnings

of Operat-

from Opera-

)pera-

from Opera-

ing Expenses

tion Per Mile

to Earnings

1915

1914

1915

1914

1915

?2,S39

$1, r,:i7

$1,301

2.7 6.-.

$2,791

1,835

$1,636

930

$1,154

66.35

58.62

4,012

3,261

3,145

715

6,488

6,363

3,652

3,485

2,835

2,878

56.00

54.76

3,751

133

230

95.86

94.20

9,058

6,817

6,251

2,232

2,806

75.00

69.00

4,356

4,006

1,284

1,394

12,593

12,631

7,200

8,505

5,393

4,125

57.20

67.30

2,604

1.534

1,696

542

908

73.86

65.00

4,28«

2,887

2,833

1,667

1,452

63.40

66.12

5,087

3,191

1,198

1,895

74.21

51.74

890

42.82

1,674

1,486

1,643

158

5,425

5,525

3,918

3,952

1,506

1,573

72.23

1,991

2,022

1,582

1,387

409

634

79.45

8,717

9,630

5,936

5,551

2,781

4,078

68.09

57.64

the total to $2,030,085. Taxes amounted to $85,205, non-
operating income to $98,730 and deductions from income to
$1,414,161, so that the net income for the year was $629,-
448.

The accompanying table gives the mileage, gross earn-
ings from operation per mile of road, operating expenses
per mile, operating ratio and net earnings from operation
per mile for the years ended June 30, 1914 and 1915, for
all the electric railways in Maine. It will be observed from
the table that of the fourteen railways reporting for both
1914 and 1915, only three showed higher gross earnings
from operation per mile in 1915 than in 1914 and only three
showed higher net earnings per mile. Moreover, only three
companies reported a better operating ratio in the last fiscal
year. In general, the best showing seems to have been
made by the Cumberland County Power & Light Company
and the Lewiston, Augusta & Waterville Street Railway.

Alabama Traction, Light & Power Company, Ltd., New

York, N. Y. — The total operating revenues of the Alabama
Traction, Light & Power Company, Ltd., for the year ended
Dec. 31, 1915, were $1,014,345, of which $86,349 came from
the railway department. The operating expenses totaled
$402,908 for all departments and $71,675 for the railway
department. After deducting miscellaneous charges, the
gross income before bond interest and depreciation
amounted to $650,360.

American Railways, Philadelphia, Pa. — The operating
revenues of the American Railways subsidiaries for the
year ended Dec. 31, 1915, totaled $5,438,247, with operat-
ing expenses and depreciation of $3,209,763, leaving net

July 1 to stock of record of June 16. The directors have
also declared a semi-annual dividend of $3 on the preferred
stock, payable on July 1.

Helena Light & Railway Company, Helena, Mont. — The
Helena Light & Railway Company is asking for tenders un-
til July 6 through the Columbia Trust Company, New York,
N. Y., for as many of its first mortgage 5 per cent bonds as
will exhaust $18,768 now available for the sinking fund.

International Traction Company, Buffalo, N. Y. — The In-
ternational Traction Company, Buffalo, which suspended
dividend payments on its 4 per cent cumulative preferred
stock in June, 1910, has voted the payment of all of the
42 per cent back dividends due on its preferred stock. A
large part of the $5,000,000 preferred stock outstanding was
recently exchanged for new 7 per cent preferred, which
carries the accrued dividends with it. The payment of the
remaining back dividends was made possible through the
sale last April of $1,050,000 6 per cent serial notes. The
directors also voted an initial dividend of 1% per cent on
the common stock and the regular dividend of 1% per cent
on the first preferred stock and 1 per cent on the outstand-
ing 4 per cent preferred stock. The dividends are payable
on July 1.

Kansas City (Mo.) Railways. — The temporary bonds of
the Kansas City Railways have been taken up and new
bonds signed and issued. Practically every detail of the
reorganization is now completed. Frank Hagerman, who
has so large a part in the reorganization, has severed all
connections with the company, and is no longer acting even
in an advisory capacity. He may, it is said, retire soon
from active practice.

1156

ELECTRIC RAILWAY JOURNAL

| Vol. XLVII, No. 25

„.. (Fortagal) Bwtrtc Tramway*, Ltd.-The result
of the operations of the Lisbon Electric Tramways, Ltd.,
for 1916 was a profit of £59,917. During the year the
tramways carried 67,101.249 passengers, as compared to
63,768,0:i7 in 1914. Owing to the prevailing conditions,
however, the abnormally high price of coal and other sup-
plies, as well as the cost of labor, caused a considerable
increase in expenses. The company also suffered from the
heavy depreciation in exchange.

Newport New* & Hampton Railway, Gas & Electric Com-
pany, Newport News, Va.— Allen & Peck, Inc., Syracuse,
N. Y., have made an offer of $30 a share to the syndicate
which holds $1,109,700 of the common stock of the Newport
News & Hampton Railway, Gas & Electric Company. Allen
& Peck have been operating the property for the owners
for some years, and are also among the managers of the
syndicate which holds the stock. Other syndicate managers
are Alexander Brown & Son, Baltimore, and Brown Brothers
& Company, New York. Participants have the option of
taking the stock or accepting the offer. A voting trust for
five years will be formed.

Northern Electric Railway, Chico, Cal.— The reorganiza-
tion plan for the Northern Electric Railway was to come up
for hearing before the California Railroad Commission on
June 13. The plan was described in the Electric Railway
Journal of Oct. 23, 1915. Signatures to the plan have been
obtained from the holders of 80 per cent of the bonds, thus
making it binding. John P. Coghlan, receiver of the com-
pany, has filed with the commission separate valuations for
the Northern Electric Railway, Sacramento & Woodland
Railroad, the Northern Electric Railway (Marysville &
Colusa branch), the Sacramento Terminal Company and the
Northern Realty Company. This report fixes the original
cost of all the properties at $11,999,640, and states that it
would cost $10,327,434 to reproduce the properties new.
The present value, after depreciation, is fixed at $9,238,917.
The engineers of the commission are also at work on a valua-
tion of the properties.

Oakland, Antioch & Eastern Railway, Oakland, Cal.— The
pamphlet report of the Oakland, Antioch & Eastern Railway
for the year ended Dec. 31, 1915, contained the following
reference to the reorganization plan: "The financial plan
suggested by the management and amended by the bond-
holders' committee in January, 1915, has been approved by
the Railroad Commission with some slight modifications, and
in so far as it applies to the bondholders has been declared
operative. It is the desire of the company to have the plan
regarding the stockhplders' loan of $3 a share made opera-
tive, as by this means it is expected that the necessity for
any future assessments will be avoided. The present assess-
ment of $1.50 a share, which has been paid by a large ma-
jority of the stockholders, will be rescinded when the plan
regarding stockholders' loan has been declared operative and
the money so paid applied on account of the loan, but it
cannot be rescinded until a very large percentage of the
stockholders have agreed to the plan. The company has at
this time issued a call for a payment by the stockholders of
50 cents a share, making $2 in all, and the balance of $1
will not be called for at this time. In accordance with the
plan the stockholder receives notes for the money loaned,
secured by bonds at 80, which is preferable to paying an
assessment, where he receives no security whatever. The
amount of money realized from this call of 50 cents has
been very satisfactory, but before the directors take action
on the rescinding of the assessment, it is necessary that
more money be paid, and for this reason the stockholders
who have signed the agreement and not paid the amount to
the Union Trust Company are urged to do so, particularly
those who have already paid the assessment of $1.50, as by
paying the 50 cents per share asked for they are put in
the position of a secured creditor. With a proper response
made to this request the assessment can be rescinded shortly
and the plan will be declared operative, leaving the manage-
ment at that time in a position to devote all its time and
energy to increasing the business of the road for the benefit
of all concerned."

Philadelphia (Pa.) Rapid Transit Company.— James G.
Balfour has been elected a director of the Union Traction
Company, succeeding George W. Elkins, resigned. John C.

Gilpin has been elected a director, succeeding Jacob S. Diss-
ton, resigned.

Rhode Island Company, Providence, R. I.— The Industrial
Trust Company, the Providence Banking Company and
Bodell & Company, Providence, are offering for subscription
at 98% and accrued interest, yielding 5.35 per cent, the
unsold balance of $1,000,000 of a total of $1,662,000 of
Rhode Island Company's 5 per cent five-year secured gold
notes. The notes are dated March 1, 1916, are due on March
1, 1921, and are callable at 101 and interest. They are
coupon notes in the denomination of $1,000 and the interest
is payable on March 1 and Sept. 1 at the office of the Indus-
trial Trust Company, Providence, or the Old Colony Trust
Company, Boston, Mass. The Industrial Trust Company is
trustee of the issue. The notes are secured by the deposit
of $2,078,300 par value of stock of the United Traction &
Electric Company, which is operated under lease by the
Rhode Island Company.

Rome Railway & Light Company, Rome, Ga. — Spencer
Trask & Company, New York, N. Y., are offering for sub-
scription $850,000 of first mortgage 5 per cent gold bonds
of the Rome Railway & Light Company. The former first
and consolidated mortgages of the company have been can-
celed and the new issue is a direct first mortgage. The new
bonds are dated April 1, 1916, and will mature on April 1,
1946. Interest is payable in April and October at the office
of the Fidelity & Columbia Trust Company, Louisville, Ky.,
trustee, and at the office of Spencer Trask & Company. The
bonds are in the denomination of $500 and $1,000. The issue
is redeemable in whole or in part at 105 and interest on any
interest date on sixty days' notice. The authorized issue is
$3,000,000, of which $2,150,000 are reserved to be issued for
not exceeding 80 per cent of net cash cost of additional
property or equipment.

Seattle, Renton & Southern Railway, Seattle, Wash.—
Judge A. W. Frater, of the King County Superior Court,
has entered an order confirming the sale of the Seattle,
Renton & Southern Railway to the bondholders' committee,
represented by John C. Higgins. He set June 10 as the
last day for the receivers to file their final account, and
June 19 for the final hearing on all matters pertaining to
the receivership. W. R. Crawford, former president of the
company, and attorneys for certain creditors, renewed ob-
jections to signing the order.

South Carolina Light, Power & Railways Company,
Spartanburg, S. C. — The gross earnings of the South Car-
olina Light, Power & Railways Company for 1915 were
$444,563, including inter-company departmental items
amounting to $40,744, while the operating expenses and
taxes, including a like amount, totaled $211,101. Interest
on funded debt amounted to $150,000, and dividends of
$42,000 were paid on the preferred stock, leaving a sur-
plus of $41,462. The company expended $84,616 for addi-
tions and betterments during the year.

Toledo Railways & Light Company, Toledo, Ohio.— The

original plan of reorganization of the Toledo Railways &
Light Company, underwritten by Henry L. Doherty & Com-
pany in 1912, provided that until Dec. 7, 1912, the owners
of the capital stock of the Toledo Railways & Light Com-
pany might exchange their holdings for stock of the new
company, namely, the Toledo Traction, Light & Power Com-
pany, without payment of any assessment. Most of the
stockholders exchanged for the new securities, and for some
time past there have been no privileges of exchange avail-
able to the original minority interests. On account of the
numerous requests for this exchange, the company has
again made available the original privilege for a limited
time. Thirteen per cent of the original stock still remains to
be converted under the plans.

United Railroads, San Francisco, Cal. — The San Francisco
Examiner recently quoted Jesse W. Lilienthal, president of
the United Railroads, as follows in regard to the proposed
readjustment of the finances of the company: "Out of
courtesy to the Railroad Commission nothing will be given
out until the application is formally filed. Further than to
say that the underlying bondholders are fully protected by
the plan, I cannot yet discuss their status."

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1157

DIVIDENDS DECLARED

California Railway & Power Company, San Francisco,
Cal., quarterly, 1% per cent, prior preferred.

Duluth-Superior Traction Company, Duluth, Minn., quar-
terly, 1 per cent, preferred.

Eastern Power & Light Corporation, New York, N. Y.,
quarterly, 1% per cent, preferred.

El Paso (Tex.) Electric Company, 3 per cent, preferred;
2% per cent, common.

Illinois Traction Company, Peoria, 111., quarterly, 1% per
cent, preferred.

International Traction Company, Buffalo, N. Y., quarterly,
1 % per cent, 7 per cent first preferred, quarterly, 1 per cent,
4 per cent second preferred; 42 per cent on account of
accumulated dividends on the 4 per cent second preferred;
1% per cent, common.

Manila Electric Railroad & Lighting Corporation, Manila,
P. I., quarterly, 1% per cent.

Nashville Railway & Light Company, Nashville, Tenn.,
quarterly, 1% per cent, preferred.

Springfield Railway & Light Company, Springfield, Mo.,
quarterly, 1% per cent, preferred.

Tri-City Railway & Light Company, Davenport, Iowa,
quarterly, 1% per cent, preferred; quarterly, 1 per cent,
common.

Union Traction Company, Philadelphia, Pa., $1.50.

United Light & Railways, Grand Rapids, Mich., quarterly,
1% per cent, first preferred.

United Traction & Electric Company, Providence, R. I.,
quarterly, 1% per cent.

West End Street Railway, Boston, Mass., $2, preferred.

West India Electric Company, Ltd., Kingston, Jamaica,
quarterly, 1% per cent.

ELECTRIC RAILWAY MONTHLY EARNINGS

AURORA, ELGIN & CHICAGO RAILROAD, WHEATON, ILL

Apr

Operating
Revenue
$154,830
142,011
1,618,791
1,653,820

$42,112
40,039
407,831
398,809

$11,463
10,961
44,621
43,779

Net
Income
$12,033
5,135
172,972
193,648

Operating Operating Fixed
Expenses Income Charges
$100,685 $54,145 *

96,837 45,174
1,037,988 580,803
1,061,363 592,457
CLEVELAND, PAINESVILLE & EASTERN RAILROAD,
WILLOUGHBY, OHIO
$34,436 '$20,223 $14,213
30,151 *18,266 11,885

4 16 127,792 '76,992 50,800

4 15 113,037 '69,126 43,911

CUMBERLAND COUNTY POWER & LIGHT COMPANY,

PORTLAND, ME.

Ira., Apr., '16 $211,944 '$134,794 $77,150 $66,287 $10,863

1 15 186,786 '111,821 74,965 70,403 4,562

12" " "16 2,717,239 '1,591,665 1,125,574 798,254 327,320

12 15 2,543,812 '1,437,484 1,106,328 762,960 343,368

HUDSON & MANHATTAN RAILROAD, NEW YORK, N. Y.
Ira., Apr., '16 $503,689 '$209,981 $293,708 $214,117 $79,592

1 15 465,488 '190,929 274,559 211,748 62,811

4 " " '16 1,981,711 '857,506 1,124,205 853,982 270,223

4 " " '15 1,861,907 '777,400 1,084,507 844,852 239,655

INTERBOROUGH RAPID TRANSIT COMPANY,

NEW YORK. N. Y.

lm., May, '16 $3,231,007 $1,227,271 $2,003,736 $1,191,140 ±$873,561

1 15 2,904,773 1,009,935 1,804,838 1,092,041 ±786,463

11" " '16 82,983,761 12,832, 558 20,101,193 12,561,738 ±8,067,913

•11 15 30,744,299 11,881,198 18,863,101 11,958,814 ±7,470,966

NASHVILLE (TENN.) RAILWAY & LIGHT COMPANY
lm., Apr., '16 $193,641 '$113,361 $80,280 $42,815 $37,465

1 15 176,040 '103,949 72,091 41,992 30,099

12 16 2,207,502*1,358,923 848,579 514,503 334,076

12 15 2,216,599 '1,294,976 921,623 491,119 430,504

NEW YORK & STAMFORD RAILWAY, PORT CHESTER, N. Y.
Apr., '16 $27,135 '$24,098 $3,037 $7,979 tf$4,903

25,507
308,865
308,567

•23,246

•251,796
•255.950

52,617 79,060 tt26,070
LIGHT COMPANY,

•15

12 ••

NORTHERN OHIO TRACTION &
AKRON, OHIO
$399,830 $238,484 $161,346
279,281 183,538 95,743
1,518,582 908,372 610,210
'15 1,101,351 709,451 391,900
PORTLAND RAILWAY. LIGHT & POWER COMPANY,
PORTLAND, ORE.
$447,967 '$250,968 $196,999 $181,537
442,526 '248,634 193,892 182,985
5,458,798 '3,065,985 2,392,S13 2,203,132

$49,696 $111,650

51,423 44,320

2<17.3?,3 402,877

204,438 187,462

Apr.,

'15 5,886,595 •3,182.996 2.703,599 2,202,489

$15,462
10,907
189,681

50 1,111)

VIRGINIA RAU.WAV & POWEH COMPANY, RICHMOND, VA.

lm., April, '16 $475,699 $222,97?, $252,726 $147,578 ±$113,092

1 15 410,943 201,145 209,798 136,903 ±80,404

10 16 4,682.348 2,190.971 2,491,377 1,449,335 ±l.i21, 486

10 15 4,271,726 2,060,0112,211,715 1,362,487 ±916,558

•Includes taxes. fDeflcit. Jlncludes non-operating income.

Traffic and Transportation

ALBANY BUS PETITION DENIED
Commission Denies Petition That Would Permit Direct Com-
petition with Electric Railway
The application of Chauncey L. Butler and George W.
Gallien, Jr., for a certificate for the operation of a motor
bus line from the railroad station in Albany, N. Y., to West
Albany via Washington Avenue and Allen Street was denied
by the Public Service Commission for the Second District
of New York, on June 9. The commission decided that
while public convenience might, to some extent, be served
by the line, no proof of the necessity of it had been pre-
sented. The order of the commission recites that while the
primary purpose of the line is to serve the people of the
village of West Albany, it is admitted that it cannot be
operated profitably unless it is permitted to take passengers
through Albany, where by its franchise such business is
limited to the part of the route west of the intersection of
Central and Washington Avenues. The order shows that
in the territory to which the line is restricted by franchise
in Albany, it would be only 150 ft. from Central Avenue at
Northern Boulevard, 450 ft. at Lexington Avenue, 500 ft.
at Robin Street, 700 ft. at North Lake Avenue, and about
1000 ft. for the rest of the distance up Washington Avenue,
while throughout this latter stretch the line would run
through vacant lots. The only built up territory where the
line would not be close to existing electric railway facilities,
according to the order, is that part of Allen Street imme-
diately about the corner of Washington Avenue. The order
then says:

"The interested parties agree that the bus line could not
live if it were restricted to the West Albany traffic and to
the carrying of passengers to and from the section bounded
by North Allen Street, Lincoln Avenue, Kent Street, On-
tario Street, and Lancaster Street. Every passenger that
it would obtain outside of these limits would be taken
directly away from the lines of the United Traction Com-
pany beyond question.

"All of the evidence shows that the bus line would be a
convenience but that it is not an actual necessity because
people along the route which it would traverse can reach
the lines of the United Traction Company with some slight
inconvenience, and that inconvenience only exists to a
notable degree in the section along Allen Street, between
Lincoln Avenue and Allen Street.

"From the facts and the evidence presented to the com-
mission it is apparent that public convenience and necessity
do not require the granting of this application because the
public along the proposed route of the bus line is now
served by the United Traction Company fairly well. To
grant this application would be to deprive the existing car-
rier, upon which the public depends, of the traffic which it
is now enjoying, a substantial portion of which it would be
necessary for the competing carrier to obtain in order to
earn a sufficient revenue to pay its operating expenses.

"The result of granting such a certificate might be to
deprive the public of the service which it is now getting
from the United Traction Company lines in this section of
the city, which would surely happen if its revenues should
fall off to the point where it would be necessary to reduce
the service. That this would not meet with the approval
of the public goes without saying, as it expects service
regularly each and every day in the year under all con-
ditions. It has been repeatedly demonstrated that the way
to accomplish better service from public utilities is not by
introducing competitors into the field, as sooner or later
one or the other is forced out of business, and the public
always pays all the expenses incident to any such experi-
ment."

The protest of the United Traction Company against the
application for bus rights in this instance was referred to
previously in the Electric Railway Journal of June 3
page 1064.

1 1 58

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

COLLISION ON NEW YORK ELEVATED
Company Spending $1,400,000 for Signal*— Review of Nego-
tiation* With Communion Over Signal Protection

One man wax killed and eleven persons were seriously
injured as a result of a rear-end collision on the afternoon
of June 8, between two southbound elevated trains on the
Third Avenue line of the Interborough Rapid Transit com-
pany, New York, N. Y., just north of the 149th Street
Station. About thirty other passengers were slightly in-
jured. Following the accident the Coroner's office in the
Bronx ordered an investigation.

Frank Hedley, vice-president and general manager of
the company, after making a preliminary examination
issued a statement in which he said:

"There were no defects in the equipment and the con-
ditions surrounding operation at that point were precisely
as they have been for a great many years. The trains on
the Third Avenue line are not controlled by automatic block
signals at present and the signal which separated the train
which was run into from the following train was a signal
which is never used except to hold Third Avenue trains
when a train from the West Farms branch is coming in on
the Third Avenue line. It should be stated that the
directors of the company some five or six months ago
authorized the installation of automatic block signals and
automatic stops on all curves on the elevated railroad, and
that these signals and stops are being put in place as
rapidly as possible. To install automatic block signals and
stops on all the straight line, as well as curves, of the ele-
vated structures would reduce its carrying capacity 20 to 25
per cent. We have always felt, therefore, that the most
satisfactory method of operation was to choose competent
motormen and rely upon their judgment in keeping suffi-
cient headway between themselves and the train preced-
ing."

On June 9, Theodore P. Shonts, president of the Inter-
borough Rapid Transit Company, authorized a statement in
part as follows :

"Comment upon the unfortunate accident ori the Third
Avenue Elevated Railroad indicates a widespread opinion
that automatic signals and train-stopping devices should be
installed on all the tracks of the elevated railroad, so as to
make such an accident absolutely impossible.

"Local trains on the elevated are being operated in pre-
cisely the same manner as locals in the subway. There are
no signals, except on curves on local tracks in the subway,
and the dependence is solely upon the care and judgment
of motormen. These men are carefully picked and trained,
and they have the supreme motive of their own safety to
intensify their sense of responsibility. Express tracks in the
subway are equipped with automatic block signals and
train-stopping devices.

"We are now spending $1,400,000 in adapting to the use
of the elevated lines automatic signals and train-stopping
devices on the express tracks, at all switch points, and on
curves on local tracks where the motorman cannot for a
safe distance obtain a clear view of the track ahead of him.

"It would be possible, of course, to install automatic
signals and train control devices on all tracks. The ex-
pense involved does not seriously concern us. We are pre-
pared to go to any expense to insure the safety of the
people who travel on the elevated and subway

"The fact is, however, that the art of train control has
not yet developed any automatic system which would make
possible the expeditious operation of the number of trains
necessary to handle the crowds on such lines' as the local
tracks of the Third Avenue Elevated.

"If any automatic train-stopping device now known were
to be installed the inevitable result would be the cutting
down of the capacity of the elevated by fully 25 per cent.
If anybody can develop a signal system which will promote
safer conditions than those under which we are now oper-
ating, we will spend all the money necessary to install it.
But such a signal system must be one under the operation
of which we can perform the transportation service which
the people of New York demand."

The Public Service Commission as long ago as April of
last year directed the Interborough Company to equip its
elevated lines with "a system of signals capable of prevent-

ing collisions, the system to be so designed as to permit the
operation of their tracks to their maximum capacity." A
trial installation was to be made by Oct. 1, 1915, and the
results submitted to the commission by June 1 of this year.
Hearings were held by the commission and many reports
were received supporting the company's contention that the
signal art had not yet perfected a system which would meet
the requirements of the commission. As a result the
original order was modified to provide for a signal system
which should "afford protection against collisions and at the
same time reduce the capacity of the lines as little as pos-
sible." Tests were ordered made on these lines and a report
submitted by March 1 next. At a hearing on April 24 Mr.
Hedley testified that he believed it was unwise to decrease
the present factor of safety by experiments. He said the
company was spending $1,000,000 to equip the elevated third
track and all tracks at curves and interlocking points with
the signal system employed in the subway. The commission
took the matter under advisement then, but has taken no
new action since the receipt, on May 4, of a formal notice
from the company that it had begun the installation of the
system advocated by Mr. Hedley.

NEW SERVICE ORDER IN MILWAUKEE

Will Be Temporary and Will Be Based on Headway and Not

on Number of Passengers

On June 13 the Railroad Commission of Wisconsin
handed down a decision in regard to the application of
The Milwaukee Electric Railway & Light Company for an
interpretation and modification of the general service or-
der issued on Nov. 25, 1913. The commission states that it
will issue a new service order based on a definite number
of seats on each line passing a specified point or points in
each direction instead of requiring a certain number of
seats per 100 passengers. As the increase in service which
the city desires to secure will depend in a measure upon
the valuation of the property which is now in progress
under the direction of the commission, the new order will
be temporary only. While the new order will specify a
definite number of seats, the number of seats required on
any line will be determined by applying the standard for
rush hour and non-rush-hour service specified in the orig-
inal order of Nov. 25, 1913, to traffic checks which will be
made from time to time under the direction of the commis-
sion. These standards specify sixty-seven seats for 100
passengers in the maximum half-hour of each rush period
and 133 seats for 100 passengers in the non-rush-hour
periods, with a gradual transition in the number of seats
for 100 passengers from the maximum half-hour of the
rush period to the normal non-rush ratio. A seat require-
ment will be determined separately for week days for Satur-
days and Sundays.

The order of Nov. 25, 1913, defined a standard of service
for half-hour periods. Instead of the half-hour period be-
ing used in this trial order, either one-fourth, one-half,
three-fourths or one-hour period will be specified as best
suits the requirements for any particular line and for any
part of the day.

RECORD-BREAKING TRAFFIC ON BOSTON
ELEVATED RAILWAY

Without a single accident to an individual on either the
surface or rapid transit lines, the Boston Elevated Railway
handled the heaviest volume of traffic in its history on May
27, the day of the Boston preparedness parade. The pas-
senger revenue was $68,559, and the greater portion of the
traffic was handled between noon and midnight, as the
parade did not start until 1 p. m. Nearly 1,000,000 pas-
sengers were handled by the Washington Street tunnel alone,
another 250,000 being carried on the Cambridge subway
and Atlantic Avenue elevated trains. A headway of one
and a half minutes was maintained all day long in the Wash-
ington Street tunnel. At the Park Street subway station
35,000 persons were accommodated between 2 p. m. and
7 p. m., and 22,000 were handled at Scollay Square. More
than 500,000 passengers patronized the stations in the Boyls-
ton Street, East Boston and Tremont Street subways. The

June 17, 19161

ELECTRIC RAILWAY JOURNAL

1159

parade was somewhat shortened from its estimated length,
and this threw an enormous burden of travel upon the com-
pany before the peak load of the early evening was expected;
but by 8 p. m., about two hours after the parade ended, the
streets of the downtown section presented their normal ap-
pearance. The underground lines proved of the greatest
convenience to persons wishing to cross the route of the
parade, and many paid fares simply to accomplish this more
speedily than was possible on the surface. The downtown
surface car service was withdrawn from many of its usual
channels for about five hours. Two slight derailments were
reported during the day on the surface lines. About 150
per cent of normal traffic was handled by the steam railroads
entering Boston.

Jitney Zone Prescribed in Tulsa. — The City Commission
of Tulsa, Okla., has enacted an ordinance barring jitneys
from Main Street, the principal thoroughfare of the city.
The ordinance was regarded as imperative owing to the
congestion on Main Street caused by so many jitneys and
other automobiles.

Reports Required on Turn Backs. — The Public Service
Commission for the First District of New York has ordered
that every street railway within its jurisdiction report
daily the number of cars which are turned back before
reaching the point indicated on destination signs carried by
the car. The order will take effect on June 28.

Interurban Cars Run Express in Buffalo. — Interurban
cars on the Buffalo & Niagara Falls division of the Inter-
national Railway, Buffalo, N. Y., are being operated inside
the Buffalo city limits express service. No stops are
made to discharge local passengers outgoing, but stops are
made to collect passengers bound for points north of the
city line. A similar order was made effective on the Buf-
falo & Lockport division some time ago.

Another Railway Publication. — The British Columbia
Electric Railway, Ltd., Vancouver, B. C, has begun the
publication of a four-page paper of railway chat intended
for circulation among the public. The paper is 4 in. wide
by 7 in. high. It is still unnamed. Three prizes, $15, $10
and $5, respectively, are offered for the most suitable sug-
gestions for the baby. The first issue appeared on Friday,
June 2. Nearly 25,000 copies were picked up by patrons by
the night of June 3.

Seattle Committee Acts on One-Man Cars. — The franchise
committee of the City Council of Seattle, Wash., by unani-
mous vote has recommended the passage of an ordinance
which will permit the Puget Sound Traction, Light & Power
Company to operate a one-man car on the Summit Avenue
and the Twelfth Avenue lines, as an experiment. The com-
mittee, however, deferred action on the request of the
Western Washington Power Company to operate one-man
cars over the Greenwood lines of its system.

Preparations Made for Chautauquans. — Additional service
has been put into effect from Westfield, N. Y., to points on
Chautauqua Lake and southwestern New York by the
Chautauqua Traction Company and the Jamestown, West-
field & Northwestern Railway. The latter company will
shortly receive four new all-steel interurban cars which will
be operated in express service from Westfield to Jamestown
and other Chautauqua Lake points. Twenty-five Chicago-
New York trains over steam lines will make daily stops at
Westfield this season to connect with the electric railways
to Chautauqua County summer resorts. An extensive ad-
vertising campaign is being carried on by the electric rail-
ways.

» Wilkes-Barre Jitney Case Heard.— The Public Service

Commission of Pennsylvania on June 13 sat in Wilkes-Barre,
Pa., to hear the complaint of the Wilkes-Barre Railway
against 500 jitneymen operating in the Wyoming Valley.
The company alleged that the jitneys were competing
illegally against a public service that was fully adequate as
prescribed by law. The jitneymen's attorneys contended
that the jitneys were not competitors of the electric railway
because they used gasoline. William D. B. Ainey, chair-
man of the commission, announced that a ruling would be
made on the points of necessity and competition. In June
two dozen other complaints were filed with the Public Service

Commission against jitneys operating in various parts of
Pennsylvania without certificates of convenience from the
commission, and they have been listed for action in conjunc-
tion with others from Scranton, Pittsburgh, New Castle and
other places.

Service Standards Fixed for Baltimore. — The Public Serv-
ice Commission of Maryland decided on June 13 to modify
the tentative rules regarding standards of service for the
United Railways & Electric Company, Baltimore. The origi-
nal rules provided that the cars outside the down-town zone
provide on Saturdays, Sundays and holidays after 1 p. m.
an average of a seat per passenger during half hour periods.
Under the amended rules the cars will be permitted to carry
enough passengers to fill all seats and one for every 3 sq.
ft. of unobstructed floor space. The commission refused
to cancel the rule providing that when a car is filled to its
capacity as set by the commission the loaded car must bear
a "Full Car" sign. The question as to whether the sign
should be placed on the front of the car was left to be settled
by officials of the company and Bruce W. Duer, the com-
mission's transportation expert. The company asked for
the modification of the rule covering crowded cars on Satur-
day and Sunday afternoons and on holidays, because of the
excursion crowds which must be handled. Mr. Duer con-
sidered the request a reasonable one and so told the com-
mission. Because of the time required to have the "Full
Car" signs made the commission fixed July 15 as the date
for the rule to become effective.

Handling Berries at Louisville. — As a result of good work
done by R. H. Wyatt, general freight agent of the Louisville
& Interurban Railroad, Louisville, Ky., all berries shipped
out of the berry-growing section centering at Middletown
will be sold f.o.b the cars of the Louisville & Interurban
Railroad at Middletown. Heretofore all sales have been
made f.o.b. Louisville, although the bulk of the fruit had
been transported from Middletown to the city by the Louis-
ville & Interurban Railroad. One result was to establish
two buying centers for the same concentrated growing sec-
tion, one in Louisville and the other at Middletown, about 14
miles out. Some growers hauled their produce by wagon
to Louisville. Records kept of the prices and the manner
in which the quality of the fruit was affected and displayed
by Mr. Wyatt to the growers showed them conclusively that
they could profit better by selling at the Middletown station.
Both road and growers are best served that way. The usual
plan is to load non-iced express cars of the electric line
about 3 or 4 o'clock in the afternoon, and transfer to the
iced refrigerator express cars of the steam roads in town.
An hour serves to make the trip and transfer and the berries
arrive in Chicago next morning "with the dew on." The an-
nual crop in this instance does not amount to more than
about fifty cars, but the idea would work as well with many
times the quantity.

Protest Against Jitneys in Allegheny. — The Public Serv-
ice Commission of Pennsylvania has under consideration the
petition of the Allegheny Valley Street Railway, Tarentum,
against forty jitney bus operators. The company claims
that the buses have virtually become common carriers with-
out the sanction of the commission, and that many of the
jitneys are operating along the lines of the company, al-
though the company is able to render adequate and con-
venient service. The jitney operators assert that the com-
pany has not maintained full schedule since the strike of its
employees, declared last August. At a recent hearing
O. P. Hess, superintendent of transportation of the com-
pany, described the topography of the district, the streets
where both the cars and the jitneys operate, and testified
as to the car schedules. J. C. Watt exhibited a number of
photographs of jitneys with patrons standing on the run-
ning boards and sitting on the mud guards. H. S. Swift,
treasurer of the company, declared that the deficit of the
company was $15,784 in 1914 and $83,157 in 1915. The com-
pany then closed its case. A jitney operator who was for-
merly a conductor of the company said that following the
strike the schedules became very irregular. He admitted
that the buses and cars operated on the same routes in
some places, but said that the jitneys took patrons wherever
they cared to go. He hauled between 150 and 175 passen-
gers daily.

1160

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

Personal Mention

Mr. J. V. Donald has resigned as general superintendent
of the Asheville Power & Light Company, Asheville, N. C.

Hi |mm llt.ll.it has been appointed general foreman
,1 ,|,, shops of the Kentucky Traction & Terminal Com-
pany, Lexington, Ky., succeeding Mr. E. M. Carr, resigned.

Mr. George Carson, formerly claim agent of the Puget
Sound Traction, Light & Power Company, Seattle, Wash.,
has been appointed claim agent of the Fifth Avenue Coach
Company, operating buses on Fifth Avenue, New York, and
controlled by the New York Transportation Company.

Mr. John Dickson has been appointed superintendent of
motive power of the Spokane, Portland & Seattle Railway,
Oregon Trunk Railway, Pacific & Eastern Railway, Oregon
Electric Railway, United Railways and Spokane & Inland
Empire Railroad, with headquarters at Portland, Ore., the
position of general master mechanic being abolished.

Mr. Rufus Moses, formerly freight agent of the Mahoning
& Shenango Railway & Light Company at Sharon, Pa., has
joined the main office force of the company as traffic agent,
a new position in which he will have immediate jurisdiction
over the freight department and other traffic matters. Mr.
Moses has been with the company for several years.

Mr. John D. Sallee, for the last twenty-six years con-
nected with the Kentucky Traction & Terminal Company,
Lexington, Ky., and its allied interests, much of the time
as general freight agent, has resigned, to leave active busi-
ness life. Mr. Sallee is succeeded by Mr. J. J. Bonfoeld,
who for twelve years has been local freight agent of the
company.

Mr. W. F. Heinemann, for the last three years superin-
tendent of overhead and block signals of the Kansas City,
Clay County & St. Joseph Railway, Kansas City, Mo., has
also been placed in charge of the power department. This
department has been under Mr. J. N. Spellman, master me-
chanic, whose duties have been increased with the growth of
the road and of business. Mr. Heinemann was formerly
connected with the Des Moines (Iowa) City Railway.

Mr. C. H. Kretz, who has been elected president of the
Gas, Electric & Street Railway Association of Oklahoma, is
general manager of the Okmulgee Ice & Light Company.
Mr. Kretz is a native of Louisiana and was educated at his
State university and at Cornell. Upon graduation at the
latter institution he was commissioned an engineering officer
in the United States Navy with the rank of ensign, and
served during the Spanish-American war. In 1899 he was
appointed assistant professor of mechanical engineering at
Louisiana State University and served the institution for
seven years as a member of its faculty. The next four years
were spent as the manager of Baton Rouge Electric & Gas
Company, Baton Rouge, La. Later he was appointed man-
ager of the Beaumont (Tex.) Traction Company.

Mr. Walter M. Brown, whose appointment to the Seattle,
Renton & Southern Railway, Seattle, Wash., was noted in
the Electric Railway Journal of June 3, will probably be
made general manager of that company. Mr. Brown entered
railway work with the St. Louis division of the Cleveland,
Cincinnati, Chicago & St. Louis Railway in September, 1899.
He served as freight and passenger brakeman and later was
promoted to freight conductor, which position he held until
September, 1904, when he resigned to enter business for
himself. In February, 1907, Mr. Brown accepted employment
in the train service of the St. Louis division of the Illinois
Traction System. He was later appointed dispatcher and
chief dispatcher, resigning on March 1, 1909, to accept a
position as superintendent of railways with the Central
Illinois Public Service Company and the Central Illinois
Traction Company with headquarters at Mattoon, 111. On
Feb. 1, 1915, his jurisdiction was extended to cover the
electric, gas, water and heat departments at Mattoon. It
was from this position that he resigned on May 22 to assist
in the management of the reorganized Seattle, Renton &
Southern Railway.

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.
An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS
♦Chicago, North Shore & Milwaukee Railroad, Chicago,
111.— Incorporated at Springfield to purchase and operate the
Chicago & Milwaukee Electric Railroad, recently sold at
auction to the reorganization committee. Capital stock,
$100,000. Incorporators and first board of directors: Archie
F. Hopper, John Moran, Frank Stava and E. L. White,
Chicago; W. D. Johnston, Evanston, and Keith Richardson,
La Grange.

Oil Fields Short Line Electric Railway, Oklahoma City,
Okla. — Incorporated to construct a line from Peckham on
the St. Louis & San Francisco Railway to Braman on the
Santa Fe System, 16 miles. Plans are being considered
to electrify the line. Capital stock, $200,000. Incorpora-
tors: J. A. Frates, Sr., J. A. Frates, Jr., Roy Snyder, W.
Mathews and J. H. Grant.

Carolina Rapid Transit Company, Clinton, S. C— Incor-
porated to construct a line from Spartanburg to Clinton.
Capital stock, $50,000 minimum and $3,500,000 maximum.
Among the incorporators are: J. F. Jacobs, Clinton; W. C.
Gray, Laurens; W. H. Gray, Woodruff W. P. Patton, Cross
Anchor, and R. P. Morgan, Union.

FRANCHISES

Martinez, Cal.— The Martinez & Concord Interurban
Railroad has received a franchise from the City Council to
construct the first unit of its main line to connect Martinez
and Concord. [May 27, '16.]

Chicago, 111.— The Chicago Surface Lines have received
a franchise from the Council to construct lines on Canal
Street from Kinzie Street to Archer Avenue and on Lake
Park Avenue from Forty-seventh to Fifty-ninth Street.

Baltimore, Md. — The United Railways & Electric Com-
pany has asked the Council for a franchise to construct
double tracks on Liberty Heights Avenue from Berwyn
Avenue, Forest Park, to the Resterstown road.

Hamburg, N. Y.— The Buffalo Southern Railway has asked
the Council for permission to extend its line through addi-
tional streets in Hamburg so as to accommodate the south-
erly section of the town.

Dayton, Ohio.— The Ohio Electric Railway has received
a franchise from the Council to construct 1 mile of single
track on Fourth Street from Main to Jefferson Street.

*East Cleveland, Ohio. — J. L. Free Land Company, 1004
Prospect Avenue, S. E., Cleveland, has received a franchise
from the City Council of East Cleveland to construct and
operate an electric railway on Noble Road.

Spokane, Wash.— The Spokane & Inland Empire Railway
has received a franchise from the Council for the construc-
tion of an extension of its line on Grand Boulevard South
from Thirty-third Avenue to the Palouse Highway.
TRACK AND ROADWAY

Birmingham Interurban Development Company, Birming-
ham, Ala. — Surveys have been completed of this company's
line from the Warrior River at Nichols Fishtrap to Jasper,
via Dora, Cordova and Flat Creek, about 28 miles. The com-
pany proposes to construct a line from Birmingham to Jas-
per, about 50 miles. W. W. Shortridge, Birmingham, sec-
retary. [April 29, '16.]

Fort Smith Light & Traction Company, Fort Smith, Ark.—
At a recent meeting of the City Council and a committee
of the Chamber of Commerce, H. C. Hoagland, general
manager of the Fort Smith Light & Traction Company, sub-
mitted and discussed a proposition made by the company
for the extension of its carline to the Arkansas Zinc Smelt-
ing Company's plant now nearing completion. The offer
made by the company was that the city of Van Buren

June 17, 19161

ELECTRIC RAILWAY JOURNAL

1161

should pay for the grading and cost of constructing a
roadbed, estimated at approximately $2,500, and that the
Fort Smith Light & Traction Company would charge a 5-
cent fare from the city to the smelter, and vice versa. The
proposed extension would be about one mile.

Pacific Electric Railway, Los Angeles, Cal.— Engineers
for the Pacific Electric Railway have estimated the cost of
constructing a loop in the business district of Pasadena to
relieve congestion on Colorado Street at about $35,000. Sur-
veys will soon be made by the company for its proposed
extension from Brea to Fullerton.

Municipal Railways of San Francisco, San Francisco,
Cal. — The Board of Supervisors on June 5 upheld the
Mayor's veto of the resolution providing for a car line
across Golden Gate Park. In place of the cars the city may
operate a line of automobile buses between the Richmond
district and the Sunset section to be run in connection with
the Municipal Railway.

Atlanta & Anderson Electric Railway, Atlanta, Ga.—
Arrangements have been completed for financing this com-
pany's proposed line from Atlanta to Anderson, S. C, and
it is expected that construction will be begun by Sept. 1.
J. L. Murphy, Atlanta, is interested. [April 29, '16.]

Washington & Lincolnton Railroad, Washington, Ga.— A
contract has been awarded to H. B. Hoppenbeitcel Company,
Macon, for grading 3 miles of this company's proposed line.
The company proposes to construct a railway from Wash-
ington to Lincolnton. J. R. Dyson, Washington, president.

Rapid Transit Company of Illinois, Murphysboro, 111. — A
contract has been let by this company to William Martin,
St. Louis, for the construction of this company's line from
East St. Louis to Mount Vernon, via Chester and a spur
from Steeleville to Murphysboro. The company is also con-
templating the extension of the line from Mount Vernon to
Vincennes. D. P. Roberts, East St. Louis, 111., is interested.
[March 4, '16.]

Terre Haute, Indianapolis & Eastern Traction Company,
Terre Haute, Ind.— This company reports that block signals
are being installed on its interurban line between Terre
Haute and Brazil. The contract has been let to the Gen-
eral Railway Signal Company.

Arkansas Valley Interurban Railway, Wichita, Kan.— It
is reported that the Arkansas Valley Interurban Railway is
negotiating for the purchase of the Southwestern Inter-
urban Railway. With the acquisition of this line, a con-
necting line will be built between Wichita and Winfield, and
when that is completed through cars will be operated from
Hutchinson to Wichita, Winfield and Arkansas City. It is
also proposed to construct an extension north to McPher-
son and Salina.

Wichita Railroad & Light Company, Wichita, Kan. —
This company has announced that it may postpone in-
definitely the erection of a permanent bridge over the
Arkansas River, because of the difficulty in getting con-
tractors to bid on it, in view of the uncertain quotations on
steel.

Cincinnati, Newport & Covington Railway, Covington,
Ky. — It is reported that this company contemplates the con-
struction of several suburban extensions in the vicinity of
Newport.

Worcester (Mass.) Consolidated Street Railway. — Plans
have been practically completed for the construction of the
$3,500 concrete bridge on Elm Street, Millbury. The new
bridge is to be of slab concrete construction and will re-
place the wooden bridge now across the Blackstone Canal.
Work has been begun by the Worcester Consolidated Street
Railway repairing the bridge on Providence Street over
which the Blackstone Valley cars pass. The bridge is of
wood and the underpinning and the street part of the bridge
will be made stronger.

Electric Short Line Railway, Minneapolis, Minn. — It has

been announced that the complete right-of-way has been
obtained and grading begun on a 70-mile extension of this
company's line from Hutchinson to Montevideo, via Clara
City. H. F. Balch & Company, Minneapolis, has the con-
tract for the grading. It is estimated that the extension
will cost about $1,000,000, and it is expected that the line
will be completed within a year.

United Traction Company, Albany, N. Y.— Work will be
begun at once by this company on the reconstruction of its
tracks from Hoosick Street to First Street, Lansingburgh,
with 14-lb. rails. The line is to be ballasted with rock.

New York Municipal Railway Corporation, Brooklyn,
N. Y. — Bids will be received by the New York Municipal
Railway Corporation until June 19 for furnishing and in-
stalling ducts and manholes. For further information ap-
ply to the chief engineer, W. S. Menden, 85 Clinton Street,
Brooklyn.

International Railway, Buffalo, N. Y. — The Ontario Rail-
way Board has asked the International Railway to recon-
struct its tracks from Queen Street to the river dock in
Queenston, and to supply additional safety switches and im-
prove the grades and curves.

Little Falls & Johnstown Railroad, Little Falls, N. Y.—
This company reports that franchises and rights-of-way
have been secured for its proposed line from Little Falls
to Johnstown, with branch to Fort Plain and Canajoharie,
but construction has been postponed to avoid the high con-
struction cost at the present time. J. Ledlie Hees, Forty-
second Street Building, New York, president. [Dec. 28, '12.]

Interborough Rapid Transit Company, New York, N. Y. —
Proposals have been invited for the construction of the
180th Street yard of Route No. 18, a part of the White
Plains Road elevated extension of the Lenox Avenue branch
of the first subway. The yard is to be located on city
property. The general plan of construction calls for an
elevated railroad yard, consisting of an embankment, the
embankment being confined on the westerly, southerly and
part of the easterly sides by retaining walls. The yard will
have a capacity for about 275 cars. The work must be
completed within twelve months from the delivery of the
contract. The Public Service Commission for the First
District of New York will open these bids on June 26. The
commission has rescinded its action in awarding the con-
tract for the construction of Route 31, the Livonia Avenue
elevated extension of the Eastern Parkway subway in Brook-
lyn to Dennis Conners at $1,376,122, and decided to reject
all bids taken on this contract. The reason for the action
of the commission was the effort to save money for the city
in the purchase of structural steel.

Piedmont & Northern Railway, Charlotte, N. C. — Surveys
have been begun by this company for the extension proposed
to be constructed from Gastonia to Spartanburg, S. C, about
50 miles.

Ardmore (Okla.) Railway. — This company, which has re-
cently been organized to take over the property of the
Ardmore Electric Railway, will soon place the line in op-
eration. The property will be put in first-class condition.
Citizens of the Fourth Ward, southeast Ardmore, have
offered a substantial bonus for an extension of the line to
that section, and it is said the proposition is being con-
sidered by the company.

*Tulsa, Okla.— The Tulsa Chamber of Commerce has
under consideration a proposition submitted by promoters
of an electric interurban line from Columbus, Kan., to
Tulsa, Okla. John R. Ross, president of the company pro-
moting the proposed interurban, conferred with officials of
the Chamber of Commerce, asking a cash bonus of $100,000,
10 acres as a site for terminals, a site for a downtown office
and right-of-way from Tulsa to Collinsville. Under the
proposition submitted, the company would erect a mag-
nificent interurban terminal station at Tulsa, in which city
shops and general offices of the line would also be main-
tained.

Ottawa (Ont.) Electric Railway. — This company plans to
build a bridge at Rockliffe Park, to be of concrete and
steel construction. The cost is estimated at $6,000.

Toronto (Ont.) Suburban Railway.— The City Council of
Toronto has decided to request the Toronto Suburban Rail-
way to construct a line on Davenport Road east of
Bathurst Street.

Sandwich, Windsor & Amherstburg Railway, Windsor,
Ont.— This company reports that it will reconstruct about
one-half mile of single track with double track on London
Street between the Michigan Central Railway and Bridge
Avenue, Windsor.

1162

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

Portland Railway. Lighl & Power Company, «'ort'a"d-

Ore.-Und.-r ■ plan adopted by the City Council, the Port-
land Railway, Light & Power Company will be compelled
to atand 8 per cent of the cost of eliminating grade crosa-
inga along the line of the Oregon-Washington Railroad
& Navigation Company's tracks, from the head of bulli-
van's Gulch to the city limits, amounting to $48,000.

•Hi-rahey Pa.— It is reported that a new electric line to
begin at Manheim, Pa., extending through the country dis-
trict of Lebanon County, touching at Union Square, Mas-
teraonville, Mount Gretna, Colebrook, Lawn and Bachmans-
ville, is to be built in the near future. The M. S. Hershey
Chocolate Company interests are among the backers of the
project, which was first suggested by citizens from Man-
heim and Bachmansville. The Manheim people have agreed
to build a line of about 16 miles if the Hershey interests
will build a line from near Deodate, a distance of 2% miles.
A survey of the proposed route is now being made. The
proposed line would connect near Deodate with a line ex-
tending from Hershey to Elizabethtown. The entire road
will be operated when completed by the Hershey interests.

Port Jervis & Delaware Valley Railroad, Matomoras, Pa.
— This company has been organized to construct a line from
Matamoras to Milford. The stockholders authorized a bond
issue of $500,000, $125,000 of which is to be used in the
construction of the new road, the balance to be held in re-
serve for future extensions and development. The follow-
ing officers were elected. J. A. Vandegrift, president; Alfred
Marvin, Matomoras, vice-president; W. A. Cullen, secretary,
and W. E. Soden, treasurer. E. E. Mandeville, president of
the Port Jervis Light & Power Company, James S. Holden
and J. H. Van Etten were also included in the board of
directors. [March 25, '16.]

West Penn Traction Company, Pittsburgh, Pa.— It is re-
ported that this company is contemplating the construction
of an extension to Dunbar, via South Connellsville, bridging
the Yough River at Fayette.

Rhode Island Company, Providence, R. I. — This company is
relocating its tracks from the south side to the center of the
County road at Hampton Meadows, Barrington.

Saskatoon (Sask.) Municipal Railway. — The City Council
of Saskatoon plans to construct about 1200 ft. of double
track to cost approximately $8,600.

Carolina Rapid Transit Company, Clinton, S. C. — A report
from this company states that plans are being made to
begin construction within six to twelve months on its pro-
posed line to connect Spartanburg, Woodruff, Union,
Laurens, Clinton and Cross Anchor. A meeting will be held
by the board of corporators on June 20 for the purpose of
considering bids for the preliminary survey of the various
routes suggested. J. F. Jacobs, Clinton, president. [May 6,
'16.]

Chattanooga Railway & Light Company, Chattanooga,
Tenn.— This company is reconstructing its double tracks
along Oak Street, Chattanooga.

Beaumont (Tex.) Traction Company. — Approximately
$100,000 will be spent by the Beaumont Traction Company
within the next few months for improvements to its lines
in Beaumont. The reconstruction and paving of 1% miles
of track on Magnolia Avenue will cost about $68,000, and
the reconstruction and paving of tracks on Emmett Avenue
about $11,000. The 1%-mile extension to the Magnolia re-
finery will cost about $20,000. Work on these improvements
will be begun immediately.

Corpus Christ i (Tex.) Traction Company.— Work has
been begun on the construction of this company's line from
Corpus Christi to Ward Island, a distance of 12 miles,
the track paralleling the shores of Corpus Christi Bay and
penetrating a rich vegetable and grain producing section.
The second line, upon which construction will be begun
within twelve months, will extend west for a distance of
15 miles, its ultimate destination being Bishop. Elec-
tric cars will be operated for the passenger traffic and
gasoline cars for the freight service. It is stated that an
arrangement will be made with the Corpus Christi Railway
& Light Company for the use of its lines within the city
limits. At Ward Island the Corpus Christi Traction Com-
pany owns 2800 acres of land, surrounded on two sides by

Corpus Christi Bay and on the other sides by the Oso
Arroyo, which will be converted into a summer amusement
park. J. H. Caswell, Corpus Christi, general manager.
[April 1, '16.]

Houston, Richmond & Western Traction Company, Hous-
ton, Tex.— Contracts are being placed by the Houston, Rich-
mond & Western Traction Company for material for the
construction of its proposed electric interurban railway be-
tween Houston and San Antonio. C. C. Godman, Kansas
City, president. [May 13, '16.]

Seattle, Renton & Southern Railway, Seattle, Wash. —
About $225,000 will be expended on improvements to the
Seattle, Renton & Southern Railway, which has recently been
purchased by bondholders, represented by Peabody, Hough-
teling & Company, Chicago.

SHOPS AND BUILDINGS

Waterbury & Milldale Tramway Company, Waterbury,
Conn. — This company reports that contracts have been let
for the construction of its new carhouse at Meriden and
Frost Roads, Waterbury.

Springfield (Mass.) Street Railway.— This company is
building a new operating house at Westfield to be used for
storage and to take the place of its two old carhouses,
which will be turned into repair shops. New machinery and
equipment will be added.

Salem & Pennsgrove Traction Company, Salem, N. J. —
This company, which is building a line between Salem and
Pennsgrove, has prepared plans for the construction of a
new carhouse. Stern & Silverman, Philadelphia, are engi-
neers.

Waverly, Sayre & Athens Traction Company, Waverly,
N. Y. — A report from this company states that it is now
placing concrete floors and inclosed pits in its carhouse and
is installing an electric car hoist purchased from the Colum-
bia Machine Works & Malleable Iron.

Northern Ohio Traction & Light Company, Akron, Ohio.
This company has awarded contracts for the steel work of
its new terminal building on North Main Street to the Mc-
Clintic-Marshall Company of Pittsburgh for about $100 000.
Contracts for the foundation and brick work will be awarded
soon.

Nashville-Gallatin Interurban Railway, Nashville, Tenn,
— It is reported that this company plans to construct an
interurban station.

POWER HOUSES AND SUBSTATIONS

Morris County Traction Company, Morristown, N. J. —
Plans are being made by this company to erect a new trans-
former station in the vicinity of Kenvil, with a new pole
line to connect with the Dover transmission system.

Salem & Pennsgrove Traction Company, Salem, N. J. —
Plans have been prepared by this company for the con-
struction of a new brick and concrete power station. Stern
& Silverman, Philadelphia, are engineers.

Columbus Railway, Power & Light Company, Columbus,
Ohio. — On June 12 the City Council defeated the ordinance
granting the company permission to build a power house
on its property on the Scioto River bank, just north of
West Broad Street. The Council took the ground that it
should prevent the erection of permanent structures on the
immediate river banks until the conservancy commission
has established and promulgated definite flood prevention
plans.

Cleburne (Tex.) Street Railway — Superintendent Daniel
DeWitt of the Cleburne Street Railway reports that the
work of installing the rotary converter and building a feed
line east of the Santa Fe tracks is going forward satisfac-
torily. The Texas Light & Power Company expects to cut
the power in as soon as the converter is installed and the
feed line built, which will enable the Cleburne Street Rail-
way to operate its cars. This is expected to be done before
July 1.

Houston, Richmond & Western Traction Company, Hous-
ton, Tex. — It is reported that a contract will soon be let
by this company for the construction of a power station in
connection with its proposed line between Houston and San
Antonio. C. C. Godman, Kansas City, president.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

1163

Manufactures and Supplies

MAINTENANCE DEPARTMENTS BUSY ON REPAIR
WORK

Although the demand for electric railway shop and car-
house tools and machinery has been small during the past
year compared with the tremendous flood of orders for
machinery and machine tools from other manufacturing
fields, particularly that of munitions, yet there has been
considerable activity in this field. Indeed, according to the
statements made by the manufacturers as a result of a
large number of personal interviews and mail inquiries, the
sales to electric railway companies have been at least as
large as last year and in several instances there has been
a marked increase. The cause is ascribed to the general
industrial activity which means that the railways are doing
a larger business, thus subjecting their equipment to severer
service conditions. Consequently there has been an increase
in the amount of maintenance work and machinery required
to repair defective mechanical and electrical rolling-stock
apparatus.

One company which manufactures both car hoists and
jacks reports a relatively stronger demand for the former
tool, the explanation being that the railways are becoming
more impressed with the advantages of greater quickness
and safety in making car repairs by lifting the car body
off the truck by means of the car hoist rather than making
use of the jacking-up process. There has also been an in-
creased call for various types of apparatus used in repair-
ing motors and rewinding motor coils. Such machinery as
portable electric drills and grinders, certain resistance-type
electric welding outfits and oil burners are finding a good
market for track as well as for repair shop purposes. For
indoor work, portable electric drills are said to be more in
demand by carbuilding plants than by the shops of the rail-
ways themselves. A maker of oxy-acetylene apparatus for
welding and cutting metals reports a steadily growing busi-
ness in the Eastern railway field, with a prospect of con-
tinued growth during the next six months.

Owing to the high prices and difficulty of obtaining raw
materials and also because of the overcrowding of factories
with orders in general, 10 per cent advances in prices have
been made by some of the larger electrical manufacturers
who sell small motors for use with grinding wheels, small
drill presses and air compressors, motor-generator welding
sets, resistance grids and portable electric tools for use in
electric railway repair shops. Prices of lathes, wheel
presses and boring machines have also risen from 10 to 15
per cent within about a year. Some of the makers of welding
and burner outfits have not yet raised their prices but are
uncertain of their future ability to stand pat on account of
the uncertain raw material situation. One of the chief
manufacturers of electric drills and grinders has not
changed, and does not contemplate any changes in, its prices
on 500 to 600-volt machines, such as are customarily used
in repair shops. On the other hand, another company, which
makes similar tools for only 110 to 220 volts, is about to
make an advance of 20 per cent in prices.

Deliveries of repair shop machinery, which are being
much retarded at present by the difficulty in obtaining raw
materials, seem to be suffering a great delay among the
larger manufacturers of miscellaneous electrical apparatus.
For example, small motors are taking eight to nine weeks
to deliver and various kind of motor repair machinery about
one month. The deliveries on 500, 550, and 600-volt drills
and grinders for repair shops are taking from about one to
three weeks; certain types of repair-shop lathes about one
month. Wheel presses can be secured immediately from
stock. The condition of deliveries on some of the larger
forms of shop machinery are subject to great variation ac-
cording to the present demand from other industries for
the different types. On some grades reasonable shipments
are possible while others which are popular with the gen-
eral industrial fields cannot be obtained sooner than from
two to six months. Deliveries on complete welding appa-

ratus, although varying a great deal in length of time, in
some cases can be made from stock in a week or less.
Prompt deliveries, although frequently non-obtainable, have
lately been particularly urgent, owing to the fact that requi-
sitions for new machinery made out by the railway main-
tenance departments are often being held up for some time
before the expenditure is authorized, at the end of which
time the need for the repair machinery has become extra
pressing.

ROLLING STOCK

Sioux Falls (S. D.) Traction System has just purchased
a new car.

Johnstown (Pa.) Traction Company recently lost one of its
cars by fire.

Union Street Railway, New Bedford, Mass., expects to
purchase twelve closed car bodies.

Des Moines (la.) City Railway has ordered two 1%-ton
automobile trucks from the White Company.

Vicksburg Light & Traction Company, Vicksburg, Miss.,
has purchased one single-truck, double-end car, complete
with equipment.

Cleveland, Southwestern & Columbus Railway, Cleveland,
Ohio, has ordered six 50-ft. interurban cars from the Cin-
cinnati Car Company.

New York Central Railroad, New York, N. Y., will convert
nineteen of its standard trail cars into motor cars, with
field control motors, for the electric suburban service. This
re-equipment will be made in addition to the purchase of
twelve new 70-ft. motor cars which this company will order,
as previously noted.

Toronto (Ont.) Civic Railway, noted in the Electric
Railway Journal as having recommended the purchase of
thirteen new cars from the Preston Car & Coach Company
at a cost of $4,907 per body, has had this recommendation
accepted by the City Council, including also the following
contracts for accessory equipment: trucks, Dawson & Com-
pany, price per set $828.50; electrical equipment, Canadian
Westinghouse Company, price, each, $1,866; wire and cable,
Eugene F. Phillips Electrical Works, Ltd., Montreal, per
car $123.17; fare boxes, Coleman Fare Box Company, each
$51.10.

New York State Railways-Rochester Lines are rebuilding
forty double-truck cars for prepayment service. These cars
are of the company "600" type. They are being lengthened
from 46 ft. to 47 ft. 2 in., the additional length being due
to the extension of the rear platform. The front platform
has been altered by inclosing one side and adding a two-
leaf, clear-glass folding door at the exit side. The rear
platform has been equipped with a pair of two-leaf folding
doors of the same type. The doors at both ends of the car
are manually operated in connection with folding steps.
The rear platform has no dividing rail. The cars will also
be changed from double-end to single-end operation.

Kansas City (Mo.) Railways, noted in the Electric Rail-
way Journal of May 13 as having ordered seventy-five
closed prepayment cars from the St. Louis Car Company,
has specified the following details for this equipment:

Curtain material Pantasote

Bolster centers, length. 19 ft. i in. Destination signs Hunter

Length over body 29 ft. 10 in. Door-operating mechanism.

Lengthover vestibule. 43 ft. 10 in. St. Louis

Width over sills 8 ft. 6 in. Hand brakes I "en cock

Width over all 8 ft. 8 in. Heaters f'onxoi

Height, rails to sills 31 In. Headlights Golden Glow

Sill to trolley base. .8 ft. 10% in. Motors,

Body Semi-steel 4 G. E. 247, form D, inside hung

Interior trim Cherry Registers International R-7

Headlining Agasote Seats. St. Louis stationary, rattan

Roof Arch Step treads. . .Universal anti-slip

Underframe Steel Trolley catchers K.nll

Air brakes G.E. TrolleV base U S 13

Axles, Varnish Murphv

Jones & Laughlin cold rolled Ventilators St. Louis Special

Control K.35-G 2 Wheels.. .Griffin, 30 in., cast iron

Couplers Railway Std.

Curtain fixtures,

Forsythe short tip, closed

The general type of these new cars will be the same as the
last order of fifty cars placed with the American Car Com-
pany, except that bulkheads on the cars now ordered will
be of steel construction instead of wood, as in the previous
order.

1164

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 25

Heading Trarmit & Light Company, Reading. Pa., noted

in the Electric Railway Journal of April 15 as having

i fifteen semi-convertible motor cars from The J. G.

Hrill Company, has specified the following details for this

equipment:

Sauting capacity 52 Brakes,

Length! or . .ui.ody over corner Peacock ; Hrill patented ratchet

floats 33 ft. loin. handles of bronze

Length of each vestibule from Bumpers l(. .11. y anti-climbers

. n.i ,,i ear i.ixly to outside Drawbars Brill radial

1 i"ii|!" Hrill "Dedenda"

Length of car body over ves- Hells Brill bronze

44 ft. Id in. Trimmings Bronze

Inside finish, .('hen v. .stained dull

.44 ft. 10 in. Trimmings .
IT body over bump- Inside finish.
ers 46 ft. 1 in. Seats and backs. . Brill "Winner"

Width of oar bdd] OV4MF sllln Heaters i

and Hheuthing 8 ft. r, In. Headlight* Crouae-Hlndj

Extreme Width not to exceed. Curtains I'antasote

8 ft. 7 In. Sand boxes Brill "Dumpit"

eps,

Kidding ; Mason safety tread
Ohio Brass

tVnlei in center of side posts, Posts
'.' ft. :. In. Steps,
Height from rail to top

trollej board. .11 ft. 111% in. Retrle
Radius of sharpest curve. . . 35 ft.

Life guards..

Hound-end; sheathed outside Signs

and inside with sheet steel Hush buttons.
Doors. Consol. ; Farraday buzzer in

I-our-part folding ; upper panels vestibule
glazed Window arrangement.

Composite Brill semi-convertible tandem

.Truss: wrought iron sash

.Hunter

Holsters.

Flooring.

Motors GE-247-D

■ " 'a. Co.
G. E.

Air brakes

Trucks,

27 M.C.B. 1 trucks, double: 6

Roof.

Brill plain arch ; poplar

i duck ; concealed steel ft. wheelbaae; Brill half-ball

,. ratters brake hangers: Brill journal

^entllators Railway utility boxes

TRADE NOTES

White & Kemble, New York, N. Y., have removed their
office from 56 Pine Street to the Liberty Tower, 55 Liberty
Street.

American Spray Company, Boston, Mass., has issued Bul-
letins Nos. 42 and 61 describing its spray air cooling and
washing system for air entering generators and other ma-
chinery.

Scofield Engineering Company, Philadelphia, Pa., is pre-
paring plans with DeArmond, Ashmead & Bickley, engineers
and architects, for a new twelve-story office building and
separate power house building for the Franklin Trust Com-
pany. Specifications for this undertaking will be readv about
June 20.

F. R. Blair, formerly secretary, treasurer and sales man-
ager of the S. K. F. Ball Bearing Company, has resigned to
become president of the F. R. Blair & Company, Inc., with
offices at 50 Church Street, New York. Mr. Blair is en-
gaged in developing motor efficiency devices for use with au-
tomobiles.

G. C. Kuhlman Car Company, Cleveland, Ohio, on June 12
filed plans with the building commissioner at Cleveland,
Ohio, for an extension to its plant on 140th street. It will
be 442 ft. long and 81 ft. wide, and will contain 35,863
sq. ft. of floor space. The construction will be brick and steel
and will cost about $100,000.

Holder, & White, Chicago, 111., general sales agents in the
United States for the Wasson Engineering & Supply Com-
pany, have received an order from the Des Moines City Rail-
way for forty-one Wasson air retrieving trolley bases.
These bases will be used on the new cars now being built
for Des Moines by the McGuire-Cummings Manufacturing
Company. 6

Roller-Smith Company, New York, N. Y., maker of elec-
trical instruments and circuit breakers, has established
another sales agency, namely, the Electrical Material Com-
pany, o89 Howard Street, San Francisco. The latter com-
pany will handle the Roller-Smith products in part of the
States of California, Oregon and Idaho and the entire State
of Nevada.

Graphite Lubricating Company, Bound Brook, N. J. has
changed its name to the Bound Brook Oil-less Bearing Com-
pany. The change in name was made owing to the many
misinterpretations as to the exact nature of this company's
products. No change in organization has been made The
company manufactures Bound Brook graphite and bronze
oil-less bearings and Nigrum-treated wood oil-less bearings
exclusively. b '

Union Switch & Signal Company, Swissvale, Pa., has put
on the market a form of soldering paste known as "Union
Soldering Paste" which is strictly non-acid and therefore
free from ingredients which cause corrosion. This paste is
particularly designed for making joints in signal wires. Its
constituent parts are pure neutral salts in a solution held
strictly to government specifications, and a pure high-grade
hydrocarbon conveyor.

General Electric Company, Schenectady, N. Y., has re-
ceived an order from the New York Central Railroad for
twelve two-motor equipments of the GE-260 type, the motors
having a rating of approximately 200 hp. P. C. control will
be used with these equipments. This company has also re-
ceived an order from the Connecticut company for thirty
double-motor equipments and air brakes. The motors will
be used with K control.

ADVERTISING LITERATURE

Norton Company, Worcester, Mass., has issued a catalog
describing and illustrating the many and varied types of its
grinding wheels and accessory machinery.

Roller-Smith Company, New York, N. Y., has issued Bul-
letin No. 200, which describes its portable direct-reading
bond testers for testing the conductivity of rail bonds.

American Taximeter Company, New York, N. Y., has
issued a booklet describing and illustrating its various
types of "Superior" recording instruments for automobiles
and trucks.

Alexander Milburn Company, Baltimore, Md., has issued
a catalog describing and illustrating its oxy-acetylene weld-
ing and cutting apparatus, including welding torch, regu-
lators, cutting torch and oxy-acetylene plants.

C. W. Hunt Company, West New Brighton, N. Y., has
issued Catalog No. 15-3, which contains illustrations and
complete descriptions of its standard types of gates or
valves for controlling the flow of bulk materials. The
dimensions are given on those which are more frequently
used in power house and storage pocket design.

Hensley Trolley & Manufacturing Company, Detroit,
Mich., has issued a forty-page catalog illustrating its
facilities for manufacturing trolley wheels, harps, contact
springs and washers, and setting forth the advantages of
these Hensley products. This company advises that since
the beginning of 1914, it has more than trebled the sale of
its trolley wheels which necessitated quadrupling its plant
floor space.

TRANSPORTATION PLANK IN REPUBLICAN
PLATFORM

Planks from the Republican platform of interest to the
electric railway transportation industry follow:

"Interstate and intrastate transportation has become so
interwoven that the attempt to apply two, and often several,
sets of laws to its regulation has produced conflicts of
authority, embarrassment in operation and inconvenience
and expense to the public. The entire transportation sys-
tem of the country has become essentially national. We,
therefore, favor such action by legislation, or, if necessary,
through an amendment to the Constitution of the United
States as will result in placing it under exclusive federal
control.

"We believe in a careful husbandry of all the natural re-
sources of the nation— a husbandry which means develop-
ment without waste, use without abuse.

"We pledge the Republican party to the faithful enforce-
ment of all federal laws passed for the protection of labor.
We favor vocational education, the enactment and rigid
enforcement of a federal child-labor law, the enactment of
a generous and comprehensive workmen's compensation law,
within the commerce power of Congress, and an accident
compensation law covering all government employees. We
favor the collection and collation under the direction of the
Department of Labor of complete data relating to industrial
hazards for the information of Congress, to the end that
such legislation may be adopted as may be calculated to
secure the safety, conservation and protection of labor from
the dangers incident to industry and transportation."

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Not All Peacocks Cost Alike !

When a maker of sweets becomes noted for
his 80-cent bon-bons, the public may forget
that he has superlatively good molasses candy
at half the price.

We're in the same fix with the Peacock
occasionally, some customers supposing that
we sell only top-figure brakes.

Fact is we've got a whole series of Peacocks,
the Peacock at one end of the scale costing less
than half of the one at the other end.

What Peacock you want will depend alto-
gether on your operating conditions. There-
fore, tell us first and

We'll see that your cars get the best and
lowest-cost brake for the service!

National Brake Co.

Buffalo, N. Y.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

6 a ixKe ra & I^rcgirvJeervs

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

New York Roiton Philadelphia Chicago San Franciaco

THE JGWHITE COMPANIES

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

43 EXCHANGE PLACE .... NEW YORK

LONDON SAN FRANCISCO CHICAGO

The Arnold Company

ENGINEERS- CONSTRUCTORS

ELECTRICAL - CI VI L - M ECHANIOO.

IOJ SOUTH LASALLI STRUT

CHICAGO

&rtf)ur 2D. Hittle, ^Fnc.

Correspondence regarding our service is invited.
93 Broad Street, Boston, Mass.

ALBERT

S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POL

YTECHNIC INSTITUTE

WORCESTER.

MASSACHUSETTS

Spacialiat

in the Applicatio
Solution of Tra

1 of Engineering Methods
Deportation Problem!

to the

Eobert W. Hunt Jno. J. Cone Jas. C. Hallsted D. W. MeNaugher

ROBERT W. HUNT & CO., Engineers

BUREAU OF INSPECTION TESTS & CONSULTATION

Inspection and Test of all Electrical Equipment

NEW YORK, 90 West St. ST. LOUIS, Syndicate Trust Bldg.

CHICAGO, 2200 Insurance Kxelmnite.
PITTSBURGH, Hunuugaliela Bk. Bldg.

H. M. Byllesby & Company, Inc.

NEW YORK, CHICAGO, " TACOMA

Trinity Bldg. No. 208 So. La Salle St. Washington

Purchase, Finance, Construct and Operate Electric Light

Gaa, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

SANDERSON & PORTER

ENGINEERS

REPORTS o DESIGNS o CONSTRUCTION o MANAGEMENT

HYDRO-ELECTRIC DEVELOPMENTS

RAILWAY. LIGHT ano POWER PROPERTIES

Ihicago New York San Francisco

D.C.&WM. B.JACKSON

ENGINEERS

CHICAGO BOSTON

RRIS TRUST BLDG. 248 BOYLSTON ST.

Plana, Specifications, Supervision of Construction

General Superintendence and Management

, . Examlnationa and Reporta

Financial Investigations and Rate Adjustments

jfort>, $acon & V*w,

jSnotneera.

115 BROADWAY

New Orleans NEW YORK Sa>

WOODMANSEE & DAVIDSON, Inc.

ENGINEERS

MILWAUKEE

Wells Bldg.

CHICAGO

784 Continental A Commer-
clal Nat'l Bank Bldg.

SAMUEL STEPHENSON SONS & CO.

Buy Entire Issues of Electric Railway,

Light and Power Bonds

RAILWAY ENGINEERS AND CONTRACTORS
BOSTON new HAVEN CHICAGO

CULICK-HENDERSON CO.

oil-re — .';£?r.0,,0n "•"w«» «<iulPm.irt 4 Malarial.
PITTSBURGH CHICAGO NEW YORK

Stone t Webster Engineering Corporation

Constructing Engineers

ELECTRICAL TESTING LABORATORIES, INC.

Electrical, Photometrlcal and

Mechanical Testing.

80th Street and East End Ave.. New York. N. Y.

ROOSEVELT & THOMPSON

ENGINEERS New York

nvestigate, Appraise, Manage Electric Railway,
Light and Power Properties.

c . THE P. EDW. WISCH SERVICE

Suite 1710 DETECTIVES Suite 715

Park Row Bldg. . New York Board of Trade Bldg. , Boston

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

The Brush is Important —

the Brush Holder is Important, too

You hear some engineers talk about brush efficiency just as if
the brush was the only important thing in commutation. It is
important, but so is the brush holder. Put a good brush in a
poor holder and you will realize it.

The Lindall Brush Holder

will get maximum efficiency out of any brush at minimum cost.
Designed by Mr. John Lindall of the Boston Elevated Railway
Co., it more than meets the requirements of railway service by
such points of superiority as these:

Better Commutation and Reduced Motor
Flashing Due to Maintaining More Perfect Con-
tact Between Commutator and Brush.

Brush Pressure Remains Constant.

Xo Pigtails Required.

Ease of Inspection' and Renewal of Brushes.

Economy in Maintenance.

Send us your inquiries with specifications for
any type of railway motor brush holder.

289-293 A Street

Albert & J. M. Anderson Mfg. Co.

(Established 1877)

Boston, Mass., U. S. A.

Chicago, 105 So. Dearborn Street
Philadelphia, 420 Real Estate Trust Bldg.
San Francisco, 613 Postal Telegraph Bldg.
London, E. C, 48 Milton Street

Do You Want a Salesman or Other Assistant?

If so, send us copy for a card under "Positions
Vacant" in the Searchlight Section. The cost will
be slight and the result will be both quick and
satisfactory.

Electric Railway Journal, 239 West 39th St., New York

H. L. BROWNELL, Public Safety Engineer

Make, survey of accidents. Organizes Safety Campaigns. Lectures
iu public and employees with films. Conserves earnings and lives.

Has addressed over a million persons. 582« winthrop Ave.. Chicago

Scofield Engineering Co. Co"*™I"nEBpEH,ISI^ers

PHILADELPHIA. PA.

GAS WORKS
ELECTRIC RAILWAYS

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

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

This Ten-Car New York Subway Train

Takes Up to 4200 Amp.

Through D & W Shoe Fuses

No railway service in the world demands more of a
fuse than that of the New York Subway.

Here are trains running underground at speeds up to
50 miles an hour on 1 min. 48 sec. headway, each train
carrying thousands of passengers.

Fuses in such service must do more than protect the
apparatus —

They must protect the passengers against panic.

That's why the Interborough Rapid Transit Company
demands a fuse for collector shoes that will blow with-
out noise or flame.

Its demands are met by D & W fuses exclusively

D & w FUSE CO.

Providence, R. I.

A. HALL BERRY

97 Warren Street, New York
Western Electric Company

Agents— Pettingell- Andrews Company

Central Electric Company

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

If You Asked
the Auditor
About

The International

Motor- Driven Coin Register

"You know I've often felt mean when I had to report a
conductor for overs or shorts. It's not fair to think a man
of no clerical training is trying to beat you just because
he's wrong in his figures.

"In fact, I've often wondered how many C. P. A.'s could
turn in a straight account after handling a lot of Ameri-
cans whose love for home amounts to frenzy — at least on
the way to supper.

"With the International Coin Register the conductor
simply can't help registering every fare that drops into
the box; and on the busiest lines, where the coin registers
have motors, he doesn't even have to turn the handle.

"There are no overs now, and when we find the turn-in
shows less than the trip sheet, we're pretty sure the con-
ductor has just borrowed a little because he's short of
pocket money and expects to make up the discrepancy
the next day.

"Yes, our relations with the conductors have sweetened
a good bit since we gave them The International Motor-
Driven Coin Register."

THE INTERNATIONAL REGISTER COMPANY

15 South Throop Street, Chicago, 111.

Manufacturers of Coin Registers, Fare Boxes, Double and Single Car Registers and Fittings,
Conductors' Punches and exclusive agents for Heeren Enamel Badges.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

IF YOU WANT PROOFS

of your advertisements, and time to return them with corrections

Copy Must Be in Our Hands Two Weeks
in Advance of Publication Date

Copy Changes. ]f no proofs are
dewed your advertisements should
b( in our hands Wednesday of the
week preceding date of publication,
otherwise your latest advertisement
in accordance with schedule will be
repeated.

New Advertisements (not changes Searchlight Advertisements (Pro-

of copy) can usually be accepted
up to noon Wednesday of the
week of publication, but no guar-
antee can be given as to location
or proofs or indexing.

posals, Vv'ants, For Sale, etc.)
ceived as late as 10 A. M. Thursday
will be published if there is space
available in the pages that go to
press last. The paper is dated and
mailed Saturday.

THESE are not arbitrary rules. We do our best to give our adver-
tisers what they want — work overtime if necessary — but each adver-
tising form has to be on the press at a specified time. That is why we
cannot guarantee proof or location unless we have copy on time. We
want our advertising space to work at maximum efficiency for our
advertisers.

The Paper is dated and mailed Saturday-
Electric Railway Journal, 239 W. 39th St., New York

The St. Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St. Louis

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

It's a 200-page cloth-
bound handbook of en-
gineering and operating
data covering every fea-
ture of door and step
control.

Get This Book

About

National Door and

Step Control

DOOR and STEP

CONTROL

It shows not only
how NATIONAL
PNEUMATIC and
NATIONAL MAN-
UAL control has been
applied to the entire
range of electric car
door operation —

But it also gives a
real conception of the
many special problems
that must be met in the
design and manufacture
of really efficient door
and step control.

Write for this Book on
NATIONAL DOOR and
STEP CONTROL, NOW

The Edition is Limited

NATIONAL PNEKRTIC COMPANY

S —

50ChurcK5t Now York

515 taflin S I Ch i csgp

ELECTRIC RAILWAY JOURNAL

| June 17, 1916

The GALENA Guarantee: —

The Safe Minimum

in Lubrication Costs

Per Car Mile

Have you ever read a Galena contract?
Do you know the conditions under
which we guarantee to reduce lubrica-
tion costs on your road at least 10% ?
They are very simple —

Galena Oils — and
Galena Expert Service

The Oils provide support only for low-
est cost; and the Service will bring
about the needed changes in conditions
or methods necessary to effect that
economy or reduce it still more. The
increased reduction accrues to you.

We will be glad to go into details of the
Galena contract at any time and to show
you how each clause works to your
benefit. Write us.

Galena-Signal Oil Co.

Franklin, Pa.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

What the "ECONOMY" Meter is

Sangamo "ECONOMY" Meter with ele-
ment removed from the case to illustrate
the feature of interchangeable calibration
of all shunts anj meter elements.

A very important feature of the new "ECONOMY" meter is the
interchangeable calibration of all shunts and meter elements, the meter
elements being set for uniform drop between the terminals of the mercury
chamber or measuring element, while all the shunts, internal up to and
including 200 amperes, and external ones for larger capacities, are made
of equal drop. Any meter element after calibration as a 10 ampere unit
may therefore be used with any shunt or a new "ECONOMY" meter without
further adjustment. All recording trains are also interchangeable so that
in case a meter element is changed from a meter of one capacity to one of
another capacity the corresponding change in the gear train can be made in
a moment by simply unlocking and relocking two small levers on the train.
The various parts of the meter element itself are absolutely interchangeable,
including the mercury chamber, shunt magnets, shunt coils, bearings, damp-
ing magnets, etc.

A most important feature of the Sangamo "ECONOMY" meter, and
one which is found in all Sangamo direct current meters, is the method
of floating the moving system in the
mercury by which the armature is
surrounded, so that a minimum pres-
sure against the jewel bearing in the
top is obtained; this being on the
average less than 1/10 ounce. Tak-
ing this very light pressure together
with the dash-pot action of the mer-
cury on any vertical movement on
the armature immersed in it, the

effect of shocks and jars is rendered practically negligible, and the upper
jewel bearings of "ECONOMY" meters will remain in perfect condition
after long years of service. The two other jeweled bearings are simply
rings acting as guides for the moving sys-
tem, and wear on them is absolutely inap-
preciable.

The details of this construction are clearly
shown in the cross-section of a Mercury Motor
Element of a Sangamo Economy Meter with
Recording Mechanism, Field Magnets, and
Damping Magnets removed. This illustrates the
arrangement by which all jars and shocks to
the moving system are absorbed by the mer-
cury, and also the method by which spilling of
mercury is prevented should the meter be inverted.

Let us send you complete details and suggest
how the Economy Meter will prove a most prof-
economy" Meter itable investment for your road.

BUILT LIKE A WATCH

Sandamo Electric Company

Springfield, Illinois

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

H-B LIFE GUARDS

In One City

Minimize the cost of your accidents just as they did in New
York City in the following cases:

March 28, 1916 — 5-year-old boy stumbled and fell while crossing
street. Automatic trip of H-B guard lowered
apron of wheel guard, scooping up boy, and car-
ried him twenty feet before car stopped. His
only injuries were a bruised face and hands.

April 3, 1916 — 2 children, 3 and 5 years old, picked up at one
time by H-B Life Guard. Lives saved.

Equip your cars with H-B Life Guards. They save life.

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

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Which is the Easier Way to Earn Dividends?

Buy One

"ToolSteel"

Pinion

— or-

Haul

5,851

5 cent Fares

^o\ £7?/5 -pinion Q)a$ guaranteed Jor %jLhJ*

This "Tool Steel" pinion cost $6.8o and has given as much service as io
untreated pinions which would have cost at the very lowest figure $25.00.
MAKING A NET d» 1 Q 20 WHICH GOES
SAVING OF «P 1 0.= ENTIRELY TO DIVIDENDS

According to AERA, gross earnings from fares are divided up so that
on the average 6.2 per cent, or 31-100 cents out of each 5-cent fare, goes
to dividends. On this basis

$$4

It Takes 5,851 5 cent Fares to

Equal the Earnings

from this One Tool Steel Pinion

<£<££

Fares are GROSS Receipts Gear Savings are NET Earnings

Keep your eye on those direct-to-dividend savings from "Tool Steel" gears and pinions.

THE TOOL STEEL GEAR AND PINION CO.

CINCINNATI, OHIO

U. S. Metal & litt
Huntington Sup.

Huntington. W. V».

Scholey & Co., Ltd,

W. F. McKenney. Portland. Ore.
F. E. Huntress. Boston, Mass.
Allen General Supplies, Toronto, Ont.
J. P. Biggert, Philadelphia, Pa.

S. I. Wailes, Los Angeles, Cat.
F. F. Bodler, San Francisco.
General Supplies, Ltd., Calgary,
Walter H. ETans. Chicago.

THE ACKLEY COMPANIES

Export;. Into British Territory
Other Exports

Ackley Brake & Supply Corp., New York.
British Ackley Brake & Supply Co., Ltd., London.

For Belgium. Holland, Denmark, Norway and Sweden.
Cie. Francaise des Freins Ackley, Paris.
Deutsche Ackley Bremsen Co., Berlin.

. v- .

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

June 17, 19161

ELECTRIC RAILWAY JOURNAL

OWE

YOU

are cordially

INVITED
^INSPECT

our

NEW

CENTRAL

PLANT

CANDLER
BUILDING

220 W 42 nd. Si.
NEW YORK CITY

V- .

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ELECTRIC RAILWAY JOURNAL

[June 17, 1916

The Best for
Railway Field Work

These books are the most broadly
useful and reliable for all field and office
work. The new edition is the result of a
careful study of the needs of men
engaged in the survey and layout of
both steam and electric lines.

All of the usual tables and data are
given, and a lot of special features not
found in any other one book.

The work is not only complete, but.
modern. It has all of the advantages
of newness and the reliability of a
standard work.

Fred Lavis writes: "I have no hesitation in
saying that I consider Allen's Field and Office
Tables the most convenient and most useful for
the practising engineer of any that I have seen."

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.

FREE EXAMINATION COUPON

McGraw-Hill Book Co., Inc.

239 West 39th Street, New York, N. Y.

10 days' approval:

Allen

Railroad Curves and Earthwork, *2.O0 net.

Kleld and Office Tables, *2.00 net.

. . . .Two parts bound as one, 93.00 net.

I agree to pay for the books or retnrn them postpaid within

(lays of ivofipt.

(Signed)
(Address)

Electric Railway Journal.

Reference . .

(Not requii

members of A

I retail

Electric' Railway' journal "or
. Books sent on approval to

A Short- Circuit Test

was made with

"Noark' 2500 Volt Fuses

placed across a

2000 K. W. Rotary

Converter

The tests were made at the Monument
Street Station of the Consolidated Gas,
Electric Light & Power
Company, Baltimore.

Only one hundredth of
one ohm resistance was
placed in the circuit.
The circuit was closed
by means of a non-auto-
matic circuit breaker.

The fuses subjected to
this extremely severe test
operated without the
slightest exterior mani-
festations, and were said
to be the only fuses or
devices that have ever
operated satisfactorily
under the above condi-
tions in Baltimore.

These tests show that
"NOARK" Fuses can
be trusted to operate sat-
isfactorily under the most unusual con-
ditions that can arise in Electric Railway
service.

And the size of the annual re-orders
that we are getting year after year from
many of the largest Central Stations and
Electric Railways is the best of all proof
that "NOARK" Fuses consistently
"make good." Try them out.

Serves more people in more ways than any
other Institution of its kind in the world.

Boston

Chicago

Cleveland

New York

Philadelphia

Pittsburgh

St. Louis

San Francisco

Seattle

Toronto

H. W. JOHNS-MANVILLE CO.

EXECUTIVE OFFICES
296 Madison Avenue, New York City

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Bates Expanded! Steel Truss Co,

208 South La Salle Street
Chicago, 111.

THE MARCHANT CALCULATOR

Is praised by PUBLIC SERVICE CORPORATIONS

United Light & Power Company:

"In this particular company, the work accomplished
by the operator of this machine in one day could not
be accomplished by ten clerks in two days."

Western States Gas & Electric Company:

"If we could not get another one, money could not
buy the one we have. On one percentage alone
which formerly took an entire day to figure, the Mar-
chant now does in one hour."

Western Pacific Railway Company:

"We have found your machine very useful and can
recommend them for accuracy, rapidity and sim-
plicity of operation."

Southern Pacific Company:

"This machine being a home product has a great
advantage over foreign machines in that there is
no loss of time on account of machine being laid
up for repairs."

Sent on trial, express prepaid.
Write for booklet. Dep't E-7

Missouri, Kansas & Texas Lines:

"The machine is a labor saver and enables us to
turn out a great deal more work than we would
be able to under ordinary circumstances, in addition
to insuring accuracy."

Chicago & Alton Railroad Company:

"Can state that this machine has given us the very
best service and entire satisfaction."

Marchant Calculating Machine Co., Federal Realty Bldg., Oakland, Cal.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

District Office*

Atlanta, Ga.
Boston, Mass.
Buffalo, N. Y.
Chtcago, III.
Cincinnati, Ohio.
Cleveland, Ohio.
Pallas. Texas.
Denver, Colo.
Detroit, Mich.
Duluth, Minn.
El Paso, Texas.
Indianapolis, Ind.
Kansas City, Mo.
London, England.
Los Angeles, Col.
Milwaukee,
WtA ABit Works.
Minneapolis, Minn.
New Orleans, La.
New York
Philadelphia, Pa.
Pittsburgh. Pa.
Portland, Ore.
St. Louis, Mo.
Salt I-nkc City, Utah.
San Francisco, Calif.
Santiago. Chile,
So. America.
Seattle, Wash.
Toledo, Ohio.

EFFICIENCY — RELIABILITY — SIMPLICITY
Allis-Chalmers Parsons Steam Turbines

Show sustained economy after years of operation
Units built in sizes from 200 K.W. up

,5-><x) K\\\. Max. 3600 R.P.M., H. P. Condensing Steam Turbine and Alternator.
Unit of this size installed in the plant of the Eastern Pennsylvania Ry. Co., Palo
Alto, Pa.

Allis-Chalmers Manufacturing Co.

Milwaukee, Wis.

For all Canadian Business refer to Canadian Allis-Chalmers, Ltd., Toronto, Ont., Canada

Leads the world in range, effi-
ciency and amount of apparatus in
successful use in Oxy-Acetylene
Welding and Cutting.

DAVIS - BOURNONVILLE CO.

NEW YORK General Offices and Factory, Jersey City, N. J. CHIC \GO

Sales Offices: New York, Chicago, Detroit, Cleveland, Pittsburgh, Philadelphia, Boston.

June 17, 19161

ELECTRIC RAILWAY JOURNAL

Ninety-three Two-Motor Cars
In P. R. R. Main Line, High
Speed Service are equipped
with this Flexible Gear

It is Saving Money ten ways: Absorbing
shocks due to inequalities in track, brake appli-
cations, etc., thus prolonging life of bearings,
commutators, brushes, brush rigging, armature
windings and insulation, truck framing and
running gear. Centers are permanent, need no
renewal. Rims are renewable when worn.

NUTTALL

PITTSBURG

ANTI-PLUVIUS

(Trade Mark)

Puttylcss Skylights

PATENTED

j 3 pa 5 M/M I I

Drouve Day Lighting in Detroit

There isn't much action in this picture.
The action takes place under these Anti-
Pluvius skylights in the shops of the Detroit
United Railways. Work is made quicker,
safer and more efficient by reason of the
excellent lighting qualities, the durable,
all-steel, puttyless construction, and low-
cost of maintenance of Anti-Pluvius Putty-
less Skylights.

The buildings on which these skylight!
were installed were erected under the speci-
fication of the railway's architects, Smith,
Hinchman & Grylls.

Have your, architect specify Anti-Pluvius
Puttyless Skylights. Data and list of users
near you sent on request.

The G. Drouve Company

Bridgeport

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

Steel for Service

The Carnegie Steel Company

manufacture on their Shape, Plate, Bar and
Rail Mills a larger variety of commodities
than any other Steel Maker in the United
States.

They also produce on their

Wheel Mills and at their Forges a great
variety of Railway and Industrial Wheels,
Gear Blanks and other Circular .sections.
Axles, Shafts, Crank Pins and Forgings.

It may be you have been pur-
chasing your Steel requirements from other
sources, on the assumption that the Carnegie
Steel Company cannot fill your particular

The mark of
quality

needs and in ignorance of the diversified
character of products they can furnish.

Before making your next pur-
chase we would suggest that you confer with
the nearest district office and secure a copy
of the Carnegie Shape Book, 5th Edition,
and see if it does not cover your require-
ments in the line, of rolled sections.

If you do not find what you want

in it or the special publications on Wheels
and Forged products and will submit an ex-
act statement of your needs in these lines,
it will receive careful consideration.

To fill the needs of customers is

the work and service of the company.

It protects the

Carnegie Steel Company

General Offices, Pittsburgh, Pa.

Jewett
Steel Cars

make up the latest
equipment of the

London and Port
Stanley Railway

They represent high
standards of work-
manship combined
with most modern
construction.

The Jewett Car
Company

Newark, Ohio

June 17, 1916J

ELECTRIC RAILWAY JOURNAL

Baldwin Trucks=Better Service

The best advertisement for any rail-
way is first-class service. This means,
among other things, that the equip-
ment must be right — that the trucks
must be suitable for the work required
of them.

Baldwin trucks are designed to
please the patrons of the road. They
do their full share toward making the
car easy-riding, and thus adding to the
pleasure of a trip over the line.
Investigate the Baldwin Class "A"; it is just the truck for your new interurban cars. The best
of everything is used in its construction. Full particulars will be furnished on request.

THE BALDWIN LOCOMOTIVE WORKS

Philadelphia, Pa.

REPRESENTED BY

F. W. Weston, 120 Broadway, New York, N. Y.
Charles Riddell, 627 Railway Exchange, Chicago, III.
C H. Peterson, 1210 Boatmen's Bank Bldg., St. Louis, Mo.

San Francisco, Cai.

ELECTRIC RAILWAY JOURNAL

|JUNE 17, 1916

Fifteen years of experience
with graphite as a brush
material have developed a
satisfied clientele which
recommends

DIXON'S

GRAPHITE
BRUSHES

The use of these non-
abrasive brushes results in
highly finished commu-
tator surfaces and freedom
from scoring and destruct-
ive sparking. This means
increased operating effi-
ciency. Let our Electrical
Service Department send
you booklet and data
sheet No. 108-M.

Made in JERSEY CITY, N. J., by the

Joseph Dixon Crucible Company

Mpiki

The anvil is considered a sacred thing
by the people of the Lower Congo.

Mpiki is the illness a man is supposed
to contract if he steals anything off an
anvil.

But it's a bugaboo that doesn't really
exist any more than that old familiar
bugaboo of the rairway man who says:

"Oh, Morganite brushes are great
brushes all right — but the price will run
up my bills too much."

They WILL NOT run up his brush
bills

— Prescribed Morganite will run them
down.

The brushes he is using, which cost
50% less, are in reality costing him 100%
more per car mile.

Put not your trust in prices — they're
too tricky.

S£&£

Established 1827

&&!

Factory, Brooklyn, N. Y.
AGENTS:

Lewis & Roth Co., 312 Denckla Bldg., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.

St. Louis, Mo.

Herzog Electric & Eng'g Co., 150 Steuart St.
San Francisco, Cal.

June 17, 191GJ

ELECTRIC RAILWAY JOURNAL

Simple— Sound — Safe

Xo time wasting, trouble making sweat-
ing and soldering in wire and cable splic-
ing jobs if you use Frankel Solderless
Connectors.

These simple, quickly applied, eternally
strong, electrically sound connectors save
money and promote safety of circuits.

FRANKEL

SOLDERLESS CONNECTORS

are approved by the Underwriters' Labor-
atories. Inc.

Get posted on their many advantages :
write for our catalog NOW.

HRANKET

LGaXGEOS

177-179 Hudson St.
New York

GET

OUR

CATALOG

NOW!

KAOCfti&Ul^

For Long and Eco-
nomical Service and
Reliability Under All
Conditions.

"They Keep Their
Troubles to Them-
selves."

We can deliver all
types and sizes on
short notice.

Write for Bulletins
ERJ 204 and 205.

They are full of val-
uable trans former
data.

Vs*

THE

PACKARD ELECTRIC CO.
WARREN, OHIO

and San Francisco
Post Glover Electric Co., Cincinnati. Ohio
H. I. Sackett Electric Company. Buffalo, N. T
Electric Service Supplies Co., Philadelphia, Nei

and Boston
Brahl Klcctric Co., Nashville, Tenn.
N. L. Walker, Raleigh, N. C.

ALUMINUM

Railway Feeders

k£dso" Electrical Conductors

Aluminum feeders are less thai
weight of copper feeders and
comluctivitv and strength. If ;-'
cable is r

high-grade

id full informatt

Aluminum Company of America

Pittsburgh, Pa.

R0EBL1ND

Aerial Cables
Annunciator Wire
Automobile Horn Cord
Automobile Lighting Cables

Automobile ignition l
Armature Coils
Bare Copper Wire
Bare Copper Strands
Copper Wire, Bare
Cambric Cables
Fixture Wire

Fire and Weatherproof Wire

Field Coils

Lamp Cord

Moving Picture Cord

Mining Machine Cables

Magnet Wire

Power Cable, Rubber Insulated

Power Cable, Cambric Insulated

Power Cable, Paper

Slow Burning Wire

Telephone Cable, Paper Insulation

Telephone Cable

Rubber Insulation

Weatherproof Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

"WHALEBONE'*

Fibre Track Insulation

DIAMOND STATE FIBRE CO.

Elsmere, Del. Bridgeport, Penna. Chicago, III.

Rails and Nelson ville Filler
and Stretcher Brick

offer all the advantages without the disadvantages of

the groove rail.

Construction approved by City Engineers.

THE NELSONVILLE BRICK CO., Nelsonville, Ohio

The Rail Joint Company

61 Broadway, New York City

100% Rail Joint

Makers of Continuous, Weber, Wolhaupter and

100% Rail Joints
Standard — Insulated — Step — Frog and Switch
Protected by Patents
Grand Prize, San Francisco, 1915 4

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

THE LINDSLEY BROTHERS CO.

Western "Good P<>leS Qllick" Northern

Minneapolis
Spokane - St. Louis

Butt Treating
Open Tank and
'Hot and Cold" Proc.

" , "

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 Texarfcana, Texas

Splicing Sleeve

NO SOLDERING

NO HAMMERING

POWERFUL, QUICK

AND PERMANENT

STANDARD RAILWAY
SUPPLY CO.

*23* Fergus St., Clnrfnaatl, O.

.**». CUTS WOOD

<«t||^ PRESERVING BILLS

Grade One

Creosote Oil

IN HALF

Writ, for

Compaiy
NEW YORK
Branch., in Principal Cltl..

It Meets Every Requirement— The Celebrated

Trenton Trolley Wagon

J. R. McCARDELL & CO.

Patentees and Sole Manufacturers

TRENTON, N. J.

LETTENEY IS LASTING

1867

Anthracene Oil of IRS^SSriwaTiwSlI Carloads

Highest Quality, P PRtSERVATIVE™ Shipped promptly.
THE NORTHEASTERN CO. BOSTON, MASS.

Prolong the Life of Poles-

Transmission Line and Special Crossing
Structures, Catenary Bridges

Write for our New Descriptive Catalog.

ARCHBOLD-BRADY CO.

Engineers & Contractors SYRACUSE, N. Y.

either

A.C.

<»
.D.C.

FEDERAL SIGNAL CO.

Manufacturers ) ( Automatic )

Engineers > for ■< Signaling y

Contractors J ( Interlocking J

No Interlocking Switches Are Safe Without
Federal Switch Guard.

MAIN OFFICE and WORKS - - ALBANY, N. Y.

52 Vanderbilt Avenue, New York Monadnock Block, Chicago

118-130 New Montgomery St., San Francisco, Cal.

POLES

PILING

We brag about the SERVICE we give

B. J. CARNEY & CO.

• F. B. BRANDE, Manager M. P. FLAXNERY, Manager

819 Broad Street, Grinnell, la. Spokane, Wash.

Commit us to memory

Chapman

Automatic Signals

Charles N. Wood Co., Boston

TOOLS

for all classes of electrical construction and repair

work. Write, for catalog.
Mathias Klein & Sons c.n.istation Chicago

The New Drew Cable Insulator and Splicing Sleeve
is only one of many of our

It will pay you to invartl-
gat. them
Writt for 200-paet illustrated catalog
Dr.w Electric & Mfg. Co., 1016 E. Mich. St., Indianapolis, Ind.

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.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Real Information on a
Real Bond Tester

Real Facts— The Roller-Smith Bond Tester is light, com-
pact, shows the resistance of the bond direct on the
scale and operates on current normally flowing in
rail. It requires but one man, has saw-blade con-
tacts, assuring absolute contact with rail, and makes
shifting of rail contacts unnecessary, as variable
ratio arms are self-contained within the instrument.

Real Results — Real results are always obtained in about
the same time and with the same ease as setting up
a camera and snapping a picture. The real mod-
erateness of cost will surprise you.

New bulletin

Roller-Smith Company

233 Broadway, New York

CHICAGO FACTORY CLEVELAND

Monadnock Block Bethlehem, Pa. Williamson Building

Your Crossing
Problem Solved!

Single track, double track, car-
counting for close following
moves, non-counting, with trolley
or third rail contacts for any
speed, and from 6oo to 1500
volts. Let our engineers meet
your needs

with

NACHOD

CROSSING SIGNALS

for

Nachod Spells Safety

Do you have a problem with a
steam railroad crossing or in sig-
nals, contacters or recorders?

Nachod Signal Co., Inc.

4771 Louisville Avenue
Louisville, Ky.

Special Work for Street Railways

Frogs, Crossings, Switches and Mates

Manganese Steel Center Layouts

BARBOUR-STOCKWELL CO

205 Broadway, Cam bridgeporf, Mass.

MANGANESE STEEL TRACK WORK

FEOGS— CROSSINGS— SWITCHES, Ac.

St. Louis Steel Foundry, 1560 Kienlen St., St. Louis, Mo.

Owned and operated by Curtis & Co. Mfg. Co., St. Louis. i

Kilby Frog & Switch Co.

BIRMINGHAM, ALA.

Tongue Switches, Mates, Frogs,

Curves and

Special Work of all kinds for Street Railways.

Special Track Work

Built along quality lines to
withstand long, severe

Switches

Frogs, Crossings,

Manganese Centers

New York Switch & Crossing Co.

Hoboken, New Jersey

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

"ACMES" stand the "pounding"

Han I* * 60-Inch "ACME" (Nestable) Corrugated Metal
culvert alvlna service under the constant pounding of the
fast train, of a prominent American Railway System-
"ACMES" have record* of actual aervlce for eight (8)
yeVr. under varied condition, without a sign of dl.lnte-
gratlon yet. They are a permanent culvert.

ACMEB/^JNESIABIB

Galvanized
Culverts

-and that trademark .tand. for 99.90% pure Iron, guar-

anteed by .urety bond »o to analyze. There!, no purer

Iron manufactured for corrugated culvert use and tne

"ACMES" prove It both In actual re.l.tance to corrosion

and general serviceability.

Shipped Set-up or knock-down a. you prefer.

catalog G-3.

The Canton QjlvertgSiloGk

Manufacturers
tTANTON.QHIO, U.S.A.

Corrugated
Anti-Corrosive

Write for

Does Your Plant
Measure Up to Its Load?

If you are forced to keep two or three
extra boilers under steam, ready to help
carry your peaks, there is probably scale
in your boilers, and they are not steaming
freely.

DEARBORN TREATMENT

will remove this and likely enable you
to get enough steam from your regular
boilers to meet and carry your peaks, and
at the same time greatly reduce your fuel
consumption.

Dearborn Treatment is made to suit
water conditions at each plant. Send
gallon of water for analysis.

Dearborn Chemical Company

McCormick Building, Chicago

HIGHEST QUALITY

TRACK SPECIAL WORK

WE MAKE THIS GRADE ONLY

CLEVELAND FROC & CROSSING CO.
CLEVELAND, OHIO

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & Wire Company

Chicago New York Cleveland Pittsburgh Worcester Denver

Export Representative : U. S. Steel Products Co.. New York
'Pacific Coast Representative : U. S. Steel Products Co.

KINNEAR Steel Rolling Doors
FOR CAR HOUSES

Compact, Durable, Easily and Speedily Operated and Flre-

Sroof. Openings of any size may be equipped and the
o

ootor-operated if desired. Manufactured by the
KINNEAR MANUFACTURING CO., Columbus, Ohio
CHICAGO

PHILADELPHI

The MODERN WAY of handling ASHES:

GECO Pneumatic Ashhandling Systems

GECO Steam Jet Ash Conveyors

GREEN ENGINEERING CO.

East Chicago, Indiana

Catalogue 8— GBCO Pneumatic Ash Handling

Systems.

Bulletin 1— "Green Chain Grate Stokers.

Bnlletln 2— GBCO Steam Jet Ash Conveyors.

/CONSERVES energy
*-* and triples the steam-
ing capacity of your
boilers. Write for Cat-
alog "C."

MURPHY IRON II/ORKS
Detroit, 'Mich. "IJ.S.A.

I. T. E.

Circuit Breakers

for heavy street railway work are the
best obtainable. Write for New Com-
plete Catalogue.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Clear and Black Air Drying Insulating
Clear and Black Baking Insulating Va
Oil Proof Finishing Varnishes
Impregnating Compounds

FOR THE MANUFACTURER— OPERATOR— REPAIRER

THE STERLING VARNISH COMPANY
PITTSBURGH, PENNA.

Manchester, England

P & B Insulation

guarantees good electrical service. Electric railway men have
been buying P & B Products for 32 years — good evidence of

Weatherproof Tape
Insulating Compound
Baking Varnishes
Air- Drying Varnishes
Solid Compounds

Write for Booklets

The Standard Paint Company

Woolworth Building, New York

Boston Chicago Denver

SKIP
HOIST

FOR

ASHES

Cheapest to in-
stall, operate and
maintain.

Not affected by
heat, grit or
water.

Can be operated
by a common la-
borer.

High capacity — High Lift
Low Power Consumption

Write for catalog No. 20 showing all modern
coal and ash handling systems.

R. H. BEAUMONT CO.

Ill So. 5th St., PHILADELPHIA

The Babcock & Wilcox Company

85 Liberty Street, New York

WATER TUBE

Steam Superheaters

STEAM BOILERS

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.
DENVER, 435 Seventeenth St.

BRANCH OFFICES:

HAVANA. CUBA, Salle de Aguiar 104.
HOUSTON, TEX., Southern Pacific Bldg.
LOS ANGELES, I. N. Van Nuya Bldg.
NEW ORLEANS, 533 Baronne St.
PHILADELPHIA, North American Building.
PITTSBURGH, Farmers' Deposit Bank Bldg.

SALT LAKE CITY, 705-6 Kearns Bldg.
SAN FRANCISCO, Sheldon Bldg.
SANJUAN, Porto Rico, Royal Bank Bldg.
SEATTLE, Mutual Life Building.
TUCSON, ARIZONA, Santa Rita Hotel Bldg.

FOSTER SUPERHEATERS

Greatly Increase

Efficiency and Power of

Steam Turbines.

POWER SPECIALTY CO.

Trinity Building, 111 I

STANDARD

Vfoven Fabric Co.
Walpole./iajj.

A. G. E. LABOR SAVING MACHINES

ture Buggies and Armature Removing Machines
Manufactured by

AMERICAN GENERAL ENGINEERING CO.

253 Broadway, New York, U. S. A.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

Oxweld Acetylene Co.

Largest Makers of Oxy-Acatylene 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.

Buckeye Emergency
Jack No. 239

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

Repair Shop
Machinery
and Cranes

Built by

NILES-BEMENT-POND CO.

Ill Broadway, New York

Many Railway Companies

have promoted cleanliness

sanitation
"their conductors, motormen. office and
shop employees by installing a safe

and convenient eqnlpment of

flERGER'S gTEELfeCKERg

They are Are retardant and proof against
rodents, vermin and petty theft. Strongly
constructed on the nnit principle, they give
great flexibility of arrangement and require
small floor space. Attractive in appearance,
reasonable in cost, they give a lifetime of

Send for Folder Y. E. J.

The Berger Mfg. Co.

Canton, Ohio

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.

\W%?&*1 i "^t ''■'■

write tor
Proposition
and free
Booklet

K It 1 H--^|J

Cameron

Electrical

Mfg. Co.

Ansonia,

The Big Three

D&W Fuses, Deltabeston Wire

Delta Tape

D&W Fuse Co., Providence, R. I.

IRCO are the Standard TAPES

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway. New York, V. 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.

FORD TRIBLOC

A Chain Hoist that excels in every feature. It has
Planetary Gears, Steel Parts, 3%. to 1 factor of Safety,
a five-year guarantee.

It's the only Block that carries

FORD CHAIN BLOCK 8b MFG. CO.
142 Oxford Street, Philadelphia

Technical Men Want Facts

Journal advertisers who present facts

see ample evidence that their

advertisements are read.

The Best Shade Rollers For Cars

OPECIAL shade rollers for cars, that will last and give satlsfac-
" tioo for years, and yet cost bnt little more than the poorest
you can buy. are made by the Stewart Hartshorn Co., B. Newark,
■ i* ™s company Is by far the largest shade roller manufacturer
In the world. It la able to give high quality at lower prices because
or tbe enormous output. Write for catalog, stating wants. Tou are
always protected when /7 * y* --

it they bear* the "signature; ^^CU^^^UTXa^clh^OTyi*

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Johnson Registering
Fare Boxes

used in connection with the
car register increase receipts
$1.00 per car, per day, counts
metal tickets the same as cash
thus giving a positive check on
all class of fares.

WRITE FOR NEW BOOKLET

JOHNSON FARE BOX COMPANY

TICKETS

as well as

CASH FARES

Try these boxes on your one-
man cars

Cleveland Fare Box Co.

CLEVELAND, OHIO

No. 300- A
Walkover Seat

Back-reversing mechanism
travels' in a Steel Channel
Track, making the revers-
ing of seat easy, true and
noiseless ; a carman read-
ily reverses two rows of
seats simultaneously while
passing through the aisle.
Pressed Steel End Plates firmly support the Metal
Mechanism and Steel Connecting Rails, which in turn
are securely riveted to the Pressed Steel Oval Pedestal,
making a seat-frame that is well calculated to with-
stand the hardest usage and outlast the car itself.
Entire absence of flimsy construction; every part and
particle is strong and rugged; and fundamentally right
from the beginning.

The simplicity of the mechanism has been found from
a mechanical standpoint, a large factor in decreasing
maintenance costs.

Hale & Kilburn Co.

Philadelphia

Washington

New York Chicago

San Francisco

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITE FOR THERMOSTATIC CONTROL INFORMATION

GOLD

ELECTRIC HEATERS Cut in-

stallation and Maintenance Charge.

VENTILATORS Also Ventilate m
Stormy Weather.

THERMOSTATS Save Current.

ORIGINATED the Use of NON-
CORROSIVE Wire for Electric
Car Heaters.

LET US FIGURE ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PL, New York

PANTASOTE

The National Standard
for Car Curtains and
Car Upholstery

AGASOTE HEADLINING

The Pantasote Company

Broadway, New York People's Gas Bldg., Chicago

THE PETER SMITH HEATER COMPANY

1759 Mt. Elliott Ave., Detroit, Mich.

219 E.
South
Street

GRAPHIC METERS

Portable and Switchboard Types

Ammeters, Voltmeteri, Wattmeters, etc.

"The Meter with a Record."

— F,STERLINF,—

The Standard for Speed, Accuracy, Durability

B-V Visible Punch

Look for this

<8>

Bonney-Vehslage
Tool Company

124 Chambers Street
New York City

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

FOR SALE

2— Cincinn»ll fourteen bench open car bodies.

S— Brill fourteen bench open an, Wert. 56 Motori, Brill 22-E

40-BrUUe'n bench open can. West. 68 Motori. Peclcbam Trucks.
16-42' Int.rurban Cin. Baldwin Truck.. 4 West 121 Motor..
25— Brill 20- Closed Cars, 2 Wert. S6 Motor., Br.ll 22-E Truck..
40— Brill 2V Clo»ed C.r«, G.E. 1000 Motor., Peckham Trucks.

6-Brili 10' Express C.r. complete. 4 G.E. 1000 Motor., Brill
27G Truck., AA-1 Air Brake..
JO— G.E. 90 Railway Motora complete.
20— G.E. 7 J Railway Motor, complete.
40— G.E. 1000 Railway Motori complete.
20 — G.E. 800 Railway Motori complete.
18— G.E. 87 Railway Motor, complete.
18— G.E. J7 Railway Motora complete. Form H.

12 G.E. 57 Railway Motori complete. Form A.

22 — Wert. 12A Railway Motor, complete.
12— Wert. 38B Railway Motori complete.
10— Wert. 112 Railway Motora complete.
1(-Wnt. 101-B-2 Armaturei, Brand New.

6— Wert. 93A-2 Armaturei, Brand New.

2— Weat. 93 Armaturei, Brand New.
14 — G.E. 80-A Armaturei, Brand New.

4 — G.E. 87 Armatures, Brand New.

3 — G.E. 73-C Armaturei, Brand New.

6— G.E. 67 Armaturei, Brand New.
12 — G.E. 57 Armaturei, secondhand, two turn.
14 — Weit. 56 Armaturei, secondhand.
40— K10 Controller!.
12— K28B Cohtrollen.
26 — K6 Controlleri.
22— KU Controller!.
12— K 14 Controller!.

6— Brill 21 -E Trucks, V 6" and 8' wheel base.

All of the above Apparatus is in first class condition

for immediate service

For furtherparticulan applylto

W. R. KERSCHNER COMPANY, Inc.
50 Church Street, New York City

CARS FOR SALE

OPEN and CLOSED
MOTOR and TRAIL

Write for Price and Full Particulars to

ELECTRIC EQUIPMENT CO.

Commonwealth Bldg. Philadelphia. Pa.

ARCHER & BALDWIN

114-118 Liberty Street New York City

TELEPHONE 4337-4338 RECTOR

500 K. W. Rotary Converter

i_coo K W 6o Cycle General Electric Rotary Con-
verter, 3 phase, Type H.C.- 12— 500-600 R.P.M ,
600 volts D.C., complete with end play device, speed
limit device and field rheostat.

Railway Motors

4_7S to 90 H.P. Westinghouse No. 112 Railway
newly rewound, practically new.

IMMEDIATE DELIVERY

MACGOVERN & COMPANY, Inc

FRANK MACGOVERN, Pres. & Gen. Mgr.
114 LIBERTY STREET NEW YORK CITY

Steam and
Electrical Machinery

Air Compressors, Pumps, Hoists, etc.

SALE

COMPLETE ARMATURES FOR

FOR ALL THE STANDARD
STREET RAILWAY MOTORS

GET OUR PRICE WE CAN SAVE YOU MONEY

America's Creates! Repair Works

CLEVELAND ARMATURE WORKS, Cleveland, 0.

For Sale

SELF-PROPELLING

STEEL MOTOR CAR

Up-to-date New Car Guarantee

W. H. MARSHALL

866 Peoples Gas Building, Chicago

You are a faithful subscriber and reader of the
Electric Railway Journal. You know how useful it is
to you. Why not give us the names of those of your
electric railway friends who would also benefit by being
subscribers to the Electric Railway Journal? We will
be glad to send specimen copies to any names and
addresses that you mention.

ELECTRIC RAILWAY JOURNAL

THE ART OF BUYING

is as much a reality as is the Art of Selling. Advertising of the right kind helps the buyer as much as it does the seller.

The Electric Railway Journal Service Department helps advertisers prepare advertising copy of real interest and use
to Journal readers.

The Service Department is ready to serve you, Mr. Manufacturer.

ELECTRIC RAILWAY JOURNAL

239 West 39th Street, New York

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

OtLIGHT SECT!

Cfd ijoti* 'Vcuvt* wtto tta SiOricklLcfiX

Under "Positions Vacant," including Agents
and Agencies Wanted, Representatives Wanted,
Salesmen Wanted, Partners Wanted, Desk
Room Wanted or For Rent, Business Oppor-
tunities, Employment Agencies, and Miscel-

ADVERTISING RATES

If replies are in care of any of our offices, allow
five words for the address.

All advertisements for bids (Proposals) cost
$2.40 an inch.

ADVERTISEMENTS IN DISPLAY TYPE

cost as follows for single insertions:

Ap.(1Hi3^ins.) $5.00 !in.(li2Ains.) $3.00

^ p. (23^x3^ ins.) 10.00 4 inches (4x2ft ins.).. 11.60

Kp.(5x3^or25Jx7in».) 20.00 8 inches (8x2ft ins.).. 22.40

; , p. <I0\,V5; , or 5x7, „ ..) ... .40.00 I5inches 40.50

I page (10^x7 ins.) 30 inches. .. .$80.00
For space to be used within one year, to be divided to
suit requirements of advertiser, provided some space is
used in each issue following first insertion:

I page $80 a page 18 pages $56 a page

3pages 72apage 26 pages 53apagc

6 pages 64 a page 40 pages 52 a page

12pages 58apage 52 pages 50 a page

In replying to advertisements, do NOT enclose original testimonials, drawings or photographs that y
may want returned. Advertisements for men often produce several hundred applications and no e

applications of those

i be expected to read all of these carefully and return the t

When advertising i
that the readers can \

I local address of s

Generators for Sale

-1200 KW„ 25 cycle, 6600 volt, 3 phase

eral Electric alternators with 30" x 50" a

Allis-Corliss

gines. 1—800 KW., 600 volt direct

FOR SALE~One forty- two

Passenger Beach-Edison

Type 102

Storage Battery Car,

in good condition ; has been very little
used, will operate sixty-five miles on one
charge at thirty miles per hour level
track, current consumption not exceed
2 K.W. hours, standard gauge. One
io H.P. 250 volt motor geared to each
pair of wheels. Specifications furnished
on request.

Apply to

Purchasing Agent, Chesa-
peake & Ohio Railway,
Richmond, Virginia

Immediate Shipment
1200 Kegs of 6 x % Standard

RAILROAD SPIKES

$2.00 per cwt. Pittsburgh.
Also, large tonnage of

RELAYERS

M. K. FRANK, 917 Frick Bldg.
Pittsburgh, Pa.

FLAT BRIDGE OR TRAM RAILS

150 tons 47 and 60 lb. 30' lengths,

7" 70 lb. Shangha
6" 60 lb.
tity, any section ol

£ELNICKER in ST. LOUIS

CARS AND EQUIPMENT

MISCELLANEOUS WANTS

T Rail Wanted

ne and one-half miles of Shanghai T Rail
wanted for delivery in July or August. T. M.
Eliis, care Beloit Traction Co., N. 2nd St.
Road, Rockford, 111.

Generator Sets Wanted At Once

2 motor generator sets, 200 to 400 K.W., D.C.
generator. 500-600 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines that could
be used with a flexible
ceptable.

jpling would be

Kingston, Portsmouth & Cataraqui

Electric Railway Co.

Kingston Ont., Can.

Bridge Wanted

.Must be single thru truss span from 206 to
215 feet in length. Send for particulars as
to loading specification<; with prints and quote

POSITIONS WANTED

ACCOUNTANT, age 25, married, graduate of
high school and business course, five years'
experience in steam and electric railway of-
fices, desires position as auditor receipts or
traveling auditor with good prospect for ad-

EFFICIEXCY man. Can do any kind of rail-
way work, temporary or perment. Great on
finding improvements. Box 1100, Elec. Ry.

POSITIONS WANTED

FOREMAN — Position wanted as shop and car-
house foreman, 14 years' practical experience.
Strictly sober and reliable. Box 1089, Elec.
Ry. Jour., Real Estate Trust Bldg., Phila., Pa.

FOREMAN for general shop and line wants po-
sition; good wireman and machinist; some ex-
perience as armature winder. Can take care
of overhead line and shops and operate at low
cost. Small road preferred. Let work show
results. \V'il]_ call within reasonable distance

Estate Trust Bldg., Philadelphia

MAN with 10 years' experience in car shop
and power station work wants position as
superintendent of a small electric ring system.
Box 1085, Elec. Ry. Jour., 1570 Old Colony
Bldg., Chicago, 111.

MASTER mechanic. Have had 20 years' ex-
perience as such in city and interurban rail-
way shops. Can keep things up and get re-
sults. A hustler for work. Box 1081, Elec.
Ry- Jour.

MASTER mechanic open for position. Eighteen
years' experience City and Interurban high

both. Forty-eight

POSITIONS VACANT

COMBINATION lineman and track foreman
wanted, familiar with U. S. signal and private
telephone work for small interurban line 40
miles from Chicago. Open July 1st. Box
1090, Elec. Ry. Jour.

ELECTRICIAN, competent to wind
and take care of over-head work, also repair
on cars. Married man preferred. Run twi
egular cars. Only sober man need

Steady work. State wages. Box 1084, Elec
Ry. Jour., 1570 Old Colony Bldg., Chicago,

WAY Engineer — A commercial company desires
services of a young energetic engineer who
has had practical experience in surface track
constructions, particularly supervision or as
foreman in charge. Prefer one with moder-
ate technical education and a fair draftsman.
Salary moderate but with excellent chances
of advancement. State full particulars and
expectations. Box 1097, Elec. Ry. Jour.

(Acetylene Apparatus to Coin-Counting Machines)

[June 17, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

More than 300 different products are here listed.

The Alphabetical Index (see eighth page following)
givei 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 Apparatus.

(See Cutting Apparatus,
Oxy. Acetylene.)

Acetylene Service.
Ox weld Acetylene Co.
Preat-O-Llte Co.. Inc.. The.
Davla-Bournonvllle Co.

Collier, Inc., Barron G.

Alloy* and Bearing Metal*.
(See Bearings and Bearing
Metals.)

White.
Ohio Braaa Co.
Western Electric Co.
Westlnghouse Elec. ft M. Co.

Axles, Car Wheel.
Bemis Car Truck Co.
Brill Co.. The J. G.
Carnegie Steel Co.
Cincinnati Car Co.
St. Louis Car Co.
Standard Steel Works Co.

■ use Eleo. & M. Co.

Babbitting Devices.
American Genera"
Columbia M. W.

Badges and Buttons.
International Register Co.. The
Western Electric Co.

Western Electric Co.

Batteries, Storage.
Electric Storage Battery Co.
Western Electric Co.

Bearings and Bearing Metals.
American General Engrg. Co.
Bemis Car Truck Co.
Columbia M. W. & M. I. Co.
General Electric Co.
Kerschner Co., Inc., W. R.
Long Co.. E. G.
More-Jones Brass & M. Co.
St. Louis Car Co.
Westlnghouse Elec. & M. Co.

Bearings, Center.
Baldwin Locomotive Works.
Holden ft White.

Ollless, Graphite,
Bronze eV Wooden.
Graphite Lubricating Co.

Bearings, Roller ana Ball.
Garner Ball Bearing Co.
Hess-Brlght Mfg. Co.
Railway Roller Bearing Co.

Bells and Gongs.
Brill Co., The J. G.
Electric Service Supplies Co.
St. Louis Car Co.
Western Electric Co

Benders, Rail.
.N*iles-Bement-Pond Co.
Zelnicker Sup. Co., W. A.

Blow Torches tor Soldering and
Brazing. (See Cutting Ap-
paratus, Oxy- Acetylene.)

Blowers.
General Electric Co.
Westlnghouse Elec. ft M. Co.

Bond Testers.
American Steel & Wire Co.
Roller-Smith Co.

Bonding Apparatus.
I>avis-Bournonville Co.
Electric Railway Improve. Co.
Ohio Brass Co.
Oxweld Acetylene Co.
Prest-O-Llte Co.. Inc., The.

Bonding Tools.
American Steel & Wire Co.
Electric Railway Improve. Co.
Electric Service Supplies Co.

Brushes, Carbon.
Dixon Crucible Co., Jos.
General Electric Co.
Jeandron W. J.
Morgan Crucible Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.

Bumpers, Car Seat.
Electric Service Supplies Co.
Imperial Rubber Co.

Ohio Brass Co.

3onds, Rail.
American Steel & Wire Co.
Electric Railway Improve. Co,
Electric Service Supplies Co.
General Electric Co.
Ohio Brass Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.

also Poles, Ties, Posts, _..
Bates Expanded Steel Truss

Co.
Electric Railway Equipment

Electric Service Supplies Co
Int 1 Creosoting & Constr. Co
Lindsley Bros. Co
Ohio Brass Co.
Western Electric Co.

Brake Adjusters.
Kerschner Co., Inc., W. R.
Smith-Ward Brake Co., Inc.

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.
St Louis Car Co.

BraBera'k.Bp.!?. Sy8te™ a"d

BrVirg^eV1?/- Co-

Columbia M. W'. ft M I Co
General Electric Co.
Holden & White.
Long Co., E. G.
Lord Mfg Co.
National Brake Co.
St. Louis Car Co.
Westlnghouse Trac. B. Co.

Brooms, Track, Steel or Rattan.
Western Electric Co.
Zelnicker Sup. Co., W. A

Bushings, Case Hardened and
Manganese.
Bemis Car Truck Co.

Cables. (See Wires and Cables.)

Carbon Brushes. (See Brushes,

Car Equipment. (For Fenders,
Heaters, Registers, Wheels,
etc.— see those 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.
Cincinnati Car Co.
Jewett Car Co.
Kuhlman Car Co G C
St. Louis Car Co. '
Wason Mfg. Co.

Cars, Self-Propelled.
Electric Storage Battery Co.
General Electric Co.

Castings, Brass.
Frankel Connector Co.
More-Jones Brass & M. Co.

Castings, Composition or Cop-
Anderson M. Co., A. & J. M.

Amer; Bra£e Shoe & Pdry. Co.
American Gen'l Eng'g Co.
Bemis Car Truck Co
Columbia M. W. & M I Co
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.
Long Co., E. G.
St. Louis Car Co.

Catchers and Retrievers, Trol-
ley.

Eclipse Railway Supply Co.
Electric Service Supplies Co.
Holden & White.
Kerschner Co., Inc., W. R.
Long Co., E. G.
Lord Mfg. Co.
Ohio Brass Co.
Wood Co.. Chas. N.

Celling, Car. (See Headlining.)

Circuit Breakers.
Cutter Electrical & Mfg Co
General Electric Co.
Western Electric Co.
Westlnghouse Ele. & M. Co.

Clamps.
Frankel Connector Co.

Clamps and Connectors for
Wires and Cables.
American Gen'l Eng'g Co.
Anderson M. Co., A. & J. M.
Electrical Engrs. Equip. Co
Electric Service Supplies Co.
General Electric Co.
Klein & Sons, Mathias.
Ohio Brass Co.
Standard Railway Supply 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.

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.
Kerschner Co., Inc., W. R.
Western Electric Co.

Colls, Armature & Field.

Cleveland Armature Works.
Columbia M. W. & M I Co
D & W Fuse Co.
General Electric Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.

Coils, Choke <t Kicking.
Electric Service Supplies Co
General Electric Co.
Westlnghouse Ele. & M. Co.

Coln-Countlng Machines.
International Register Co.. The
Johnson Fare Box Co.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Precise Electrical Measurement Assured

A.C. and D.C. Portable Electrodynamometer
Voltmeter, Model 341

An Instrument of Precision guaranteed to an accuracy of lA of i%
of full scale value on the working part of the scale, whether used on
direct current circuits or alternating current circuits of any frequency
up to 133 cycles per second and any wave form. Double ranges are fur-
nished in this model.

The movable system has an extremely low moment of inertia and is
very effectively damped. Indications are independent of room tempera-
ture and the instrument is shielded from external magnetic fields. The
scale, $%. inches long, is hand-calibrated and uniform throughout the
upper four-fifths portion. It is provided with a mirror over which the
knife-edge pointer travels, and the pointer may easily be adjusted to zero
by means of a zero-correcting device.

For complete information regarding Model 341 write for Bulletin No. 2004. Other
models in this group are Model 370 A.C. and D.C. Portable Ammeter, described in
Bulletin No. 2003; Model 310 Single-Phase and Direct Current Portable Wattmeter, and
Model 329 Portable Polyphase Wattmeter, both described in Bulletin No. 2002.

Weston Portable Instrument Transformers are described in Bulletin No. 2001.

Weston Electrical Instrument Company

21 Weston Ave., Newark, N. J.

New York
PhUadelphi

Cleveland

Detroit
St. Louis
Toronto

Johannesburg, S. Afr

Vancouver

Berlin

London

Engineering
Co-operation

The wide scope of W. C. K's.
activities makes their organiz-
ation available for every kind
of engineering and construction
work.

WESTINGHOUSE CHURCH KERR & CO.
Engineers & Constructors
37 WALL ST., NEW YORK

SAN FRANCISCO

nothing to sell except

WOK

Conway Building

Pacific Building

™iy

MANY SYSTEMS ARE USING TULC

after first making most thorough tests under all
conditions. Such tests have shown that it will
cut lubrication costs in half.

The Scrap Heap is No
Place for Old Field Coils

Their copper content is too valuable to sell at a
scrap price.

Send them to us. We will remove the old insula-
tion, clean the copper and rewind it into new coils
(under our new process) securing for you coils of
. the same size, shape and number of turns as the old
ones, at the mere cost of the insulation.

Salamander Pure Asbestos

is the insulation we use, and coils treated with it
will not carbonize with age nor break down under
overload.

Correspondence solicited.
Independent Lamp & Wire Co., Inc.

it ommutator SJotteri to Hydrogrounds)

[June 17, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Commutator Slotter*.
American General Eni'f Co.
General Electric Co.

Commutator* or Part*.
American General Eng'g Co.
Cameron BBeotrioaJ mik. Co,
Cleveland Armature works.

Solumbla M. W. A M. 1. Co,
eneral Electric Co.
Long- Co..B. Q.
Western Electric Co.
West I ns; house Elec. & M. Co.

Condensers.
Allis-Chalmers Mfg. Co.
General Electric Co.
Westinghouse Elec. & M. Co.

Conduit*.

Standard Underground Cable

Co.
Western Electric Co.

ns. (See Brackets.;

Culvert &

Go.

Curtains and Curtain Fixture*.
Brill Co.. The J. G.
Electric Service Supplies Co.
Hartshorn Company, Stewart.
Pantasote Co., The.
St. Louis Car Co.

Cutting Apparatus, Oxy-Acety-
lene.
Davis Bournonville Co.
Oxweld Acetylene Co.
Prest-O-Llte Co., Inc., Th*.

Derailing Devices. (See also
Track Work.)
Cleveland Frog & Crossing Co.

Despatching System*.
Simmen Automatic Ry. Slg.

Co.
Western Electric Co.

Electric Service Supplies Co.
General Electric Co.
Kerschner. W. R.
Westinghouse Elec. & M. Ci

Allts-Chnlmers Mfg. Co.
General Electric Co.
Western Klcctric Co.
W estlnghouse Elec. & M. Co.

chlnery.
Beaumont Co., R. H.
Green Engrg. Co.

Co,jA.,B6."' Tro'ley. Regl.ter, etc.
Brill Co., The J. G.
Electric Service Supplies Co
Imperial Rubber Co.
International Register Co., The
Long Co.. E. G.
Roebllng-s Sons Co., John A.
Samson Cordage Works.

Cord Connector* and Coupler*.
Electric Service Supplies Co
Samson Cordage Works.
Wood Co.. Chas. N.

Cincinnati Car Co.
Long Co., E. G.
Ohio Brass Co.
Westinghouse Trac. B. Co.

Crane*. (See also Hol*t«.)
Allis-Chalmers MfK. Co.
Beaumont Co., R. H.
Nlles-Bement-Pond Co.
Van Dorn & Dutton Co.

Destination Sign*.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Western Electric Co.

Doors and Door Fixtures.
Brill Co., The J. G.
General Electric Co.
Hale & Kilburn Co.

Draft Rigging. (See Coupler*.)
Drill*, Track.

American Steel & Wire Co.

Electric Service Supplies Co

Long Co., E. G.

Niles-Bement-Pond Co.

Ohio Brass Co.

Zelnicker Sup. Co., W.

Engineers, Consulting, Contract.
Ing and Operating.
Archbold-Brady Co.
Arnold Co., The.
Brownell, H. L.
Byllesby & Co., Inc., H. M.
Ford, Bacon & Davis
Gulick-Henderson Co
Hunt & Co., Robert W.
Jackson, D. C. & Wm. B.
Little, Arthur D.
Richey, Albert S.
Roosevelt & Thompson.
Sanderson & Porter.
Scofield Engineering Co.
Stephenson Sons & Co.
Stone & Webster Eng. Corp.
Westinghouse Church Kerr &

Engines, Gas and OH.
Allls-Chalmers Mfg. Co.
" estlnghouse Elec. & M. Co.

Engines, Steam.
Allis-Chalmers Mfg. Co.
westinghouse Elec. & M. Co.

Fare Boxes.
American General Eng'g Co.
Brill Co.. The J. G
Cleveland Fare Box Co
International Register Co.. The
Johnson Fare Box Co.

Fenders and Wheel Guard*.
Brill Co.. The J. G.
Cincinnati Car Co.
Cleveland Fare Box Co.
Consolidated Car Fender Co.
Eclipse Railway Supply Co.
Electric Service Supplies Co.
Lord Mfg. Co.
Star Brass Works.
Western Electrc Co.

Fibre.

Diamond State Fibre Co.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Fibre Tubing.
Diamond State Fibre Co.
Westinghouse Elec. & M. Co.

Field Colls. (See Coll*.)

Fire Extinguishing Apparati
Imperial Rubber Co.

American Mason Safety Tread
Western Electric Co.

Forging*.
Standard Steel Works Co.

Frogs, Track. (See Track Work.)

Furnaces. (See Stoker*.)

Fuses and Fuse Boxes.
American General Eng'g Co.
Columbia M. W. & M. I. Co.
D & W Fuse Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co

Fuses, Refillable.
Columbia M. W. & M. I Co
General Electric Co.

Gaskets.
Diamond State Fibre Co
Imperial Rubber Co.
Power Specialty Co.

Gas Producers.
Westinghouse Elec. & Mfg. Co.

Gates, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Jewett Car Co.

Gear Blank*.
Carnegie Steel Co.
Diamond State Fibre Co.
Standard Steel Works Co.

Gear Cases.
Electric Service Supplies Co.
Kerschner, W. R
U. S Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

Gears and Pinions.
American General Eng'g Co.
gemls Car Truck Co.
Columbia M. W. & M. I. Co.
Diamond State Fibre Co
Electric Service Supplies Co.
General Electric Co.
Kerschner, W. R.
Long Co.. E. G
Nuttall Co., R. D.
U. S. Metal & Mfg. Co.

Generating Set*, Ga»- Electric.
General Electric Co.

Generators, Alternating Current.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Generator*, Direct Current.
Allis-Chalmers Mfg. Co.
Dick, Kerr & Co., Ltd.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Gongs. (See Bells and Gongs.)

Graphite.
Dixon Crucible Co., Joseph.
Morgan Crucible Co.

(See Lubricants.)

Grinders and Grinding Wheel*.
Goldschmidt-Thermit Co.
Railway Track-work Co.
Western Electric Co.

Grinders, Portable, Electric.
General Electric Co.
Goldschmidt Thermit Co.
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.
More-Jones Brass & M. Co.
Nuttall Co., R. D.
Star Brass Works.
Western Electric Co.

Headlights.
Electric Service Supplies Co.
Esterline Co.
General Electric Co.
Long Co., E. G.
Ohio Brass Co.
St. Louis Car Co.
Westinghouse Elec. & M. Co.

Headlining.
Kerschner Co., Inc., W. R.
Pantasote Co., The.

Heaters, Car (Electric).
Gold Car Heating & Lighting

Co.
Johns-Manville Co., H. W.

Heaters, Car, Hot Air.

Cooper Heater Co.
Smith Heater Co., Peter.

Heater*, Car, Hot Water.
Cooper Heater Co.
Smith Heater Co.. Peter.

Heaters, Car, Stove.

Electric Service Supplies Co.
Smith Heater Co., Peter.

Hoists & Lifts.
Beaumont Co., R. H.
Curtis & Co., Mfg. Co.
Duff Mfg. Co.

Ford Chain Block & Mfg. Co.
Kerschner Co., Inc., W. R.
Niles-Bement-Pond Co.
Van Dorn & Dutton Co.

Hose, Pneumatic & Fire.
Imperial Rubber Co.
Johns-Manville Co., H. W.

Hydraulic Machinery.
Allis-Chalmers Mfg. Co.
Niles-Bement-Pond Co.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

u. s.

165 BROADWAY,
Chicago

Metal & Mfg. Co.

NEW YORK CITY
Washington, D. C.

RAILWAY SUPPLIES

SELLING AGENTS FOR

Tool Steel Gears and Pinions
Johnson Fare Box

Perry Side Bearings
Hartman Centering Center Plates

Wasson Trolley Bases
Garland Ventilator

Electric Arc Welders
High Class Railway Varnishes

and Enamels
Chillingworth Seamless Gear Cases

ITool Steel Gear & Pinion Co.
Johnson Fare Box Co.
C. &C. Electric & Mfg. Co.
Holden & White
General Agents for Ango-American Varnish Co.
Eastern Agents for Union Fibre Co.
Southern and New England Agents for Thayer & Co.

Ingersoll-Rand Company

Newlfork owices theWww over London

{RAILWAY UTILITY CO. I

Sole Afanufaeturer*

"Honeycomb" and "Round Jet" Ventilators

for Monitor and Arch Roof Cars, and all classes of buildings.; also

Electric Thermometer Control

ot Car Temperatures.

721 W. FULTON ST. Write for 1328 BROADWAY

Chicago. III. Cataioaue NewYork,N,Y.

"Earnings Per Passenger Mile"

It tells how the

BONHAM TRAFFIC RECORDER

Will Meet Your Needs
The Bonham Recorder Co., Hamilton, Ohio

Ventilation — Sanitation — Economy — Safety

All Combined in

THE COOPER FORCED VENTILATION HOT AIR HEATER

Patented September 30, 1913. Ask for the full ttory.

We Also Manufacture Pressed Sleel Hot Water Heaters
THE COOPER HEATER CO., CARLISLE, PA.

ELECTRIC RAILWAY DEVICES

Multl-Vapo-Gap Lightning

High Power Compact Hand __ ArrestersandHydrogrounds.

Brakes, Gear or Differ- />tJV. Trigger Lock Reversible

entlal Types. Mir \ Controller Fingers.

Sterling Light Weight l \U[» \ "Qp" TJ°"e7 Catcher*.

Boiler Bearing Trolley I lJIHSft 1 „ Soldered Rail Bonds.

Bases lA^Sit Friction and Insulating

Screenless Air Cleaners l£f Z— y „. „ Tapes.

for Compressors ■* Sterling Ticket Punches.

Sterling Sand Boxes. Controller Handles.

Berg Fenders and Wheel LORD MFG. CO.,

Guards. 105 W. 40th St.. Jfe-w York

Uniform

Reliable

Efficient

Trytr
tell the

W. .

173

PitUburg Officet
636 Wabash Building

1 *'LE CARS ONE"

1 CARBON BRUSHES

iem. They
iir own story

f. Jeandron

Fulton Street
ew York City

Canadian Distributors

Lyman Tube & Supply Co., Ltd.

Montreal and Toronto

(Inspection to Rubber Specialties)

[June 17, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

mp«ctl<

Kl.-.lil

Instrument!, Measuring, Tatting

Weaton Elec'l Instrument Co.

Inaulatlng Cloth, Paper and
Tap*.
Diamond State Fibre Co.
General Electric Co.
Imperial Rubber Co.
Johns-Manvllle Co., H. W.
Lord Mf a\ Co.
l-nckard Electric Co.
Standard Paint Co.
Western Electric Co.
WeatlnKhou.se Elec. A M. Co

Paints.)
„. & J. M.
Diamond State Fibre Co.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Imperlnl Rubber Co.
Johns-Manvllle Co., H. W.
Sterling; Varnish Co.
Western Electric Co.
Westlnghouse Elec. & Mfg. Co.

Insulators, Including 3rd- Rail.

(See also Line Material.)

Anderson M. Co., A. & J. M.

Drew Electric & Mfg. Co.

Electric Railway Equipment

Co.
Electric Service Supplies Co
General Electric Co.
Johns-Manvllle Co., H. W.
Ohio Brass Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.

Jack Boxes. (See also Tele-
phones 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. W. & M. I.
Duff Manufacturing Co.
U. S. Metal & Mfg. Co.

Joints, Rail.

Carnegie £

Hadfleld's, Ltd.

Kail Joint Co.

Zelnicker Supply Co., W. A.

Journal Boxes.
Bemis Car Truck Co.
Brill Co.. The J. G.
Mess-Bright Mfg. Co.
Long Co., E. G.
Railway Roller Bearing Co.

i ill id llruMs Co.

Yale & Towne Mfg.

Inderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Lord Mfg. Co.
Ohio Brass Co.
Western Electric Co.
Westlnghouse 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.

Drew Electric & Mfg. Co.

Electric Railway Equipment
Co.

Electric Service Supplies Co.

General Electric Co.

Johns-Manvllle Co., H. W.

More -Jones Brass & M. Co.

Ohio Brass Co.

Western Electric Co.

Westlnghouse Elec. & M. Co.

Junction Boxes.
Johns-Manvllle Co., H. W.
Standard Underground Cable
Co.

Little,

Arthur D.

Lamp Guards and Fixtures.
Anderson M. Co., A. & J. M
Electric Service Supplies Co
General Electric Co.
Johns-Manville Co., H. W.
Westlnghouse Elec. & Mfg. Co.

Lamps, Arc and Incandescent.
(See also Headlights.)
Anderson M. Co., A. & J. M
General Electric Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.

Locomotives, Electric.
Baldwin Locomotive Works.
Brill Co., The J. G.
General Electric Co.
Westlnghouse Elec. & M. Co.

Lubricants, Oil & Grease.
Dearborn Chemical Co.
Dixon Crucible Co., Jos.
Galena Signal Oil Co.
Universal Lubricating Co.

Lumber. (See Poles, Ties, etc.)

Mats.
Imperial Rubber Co.
Johns-Manville Co., H. W.

Meters. (See Instruments.)

Meters, Car, Watt- Hour.
Sangamo Electric Co.

Mirrors for Motormen.
Drew Electric & 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.
Westlnghouse Elec. & M. Co.

Nuts and Bolts.
Barbour- Stockwell Co.
Bemis Car Truck Co
Long Co., E. G.

Oils. (See Lubricants.)

Oxy- Acetylene. (See Cutting
Apparatus, Oxy-Acetylene.)

Ozonators.
General Electric Co.
Westlnghouse Elec. & Mfg. Co.

Packing.
Diamond State Fibre Co.
Electric Service Supplies Co.
Imperial Rubber Co.
Johns-Manville Co.. H. W.
Power Specialty Co.

Paints and Varnishes. (Insula
ing.)
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Long Co., E. G.
Sherwin-WUUams Co.
Standard Paint Co.
Sterling Varnish Co.

Paints and Varnishes. (Pre-
servative.)
Dixon Crucible Co., Jos.
Johns-Manville Co., H. W.
Long Co., E. G.
Packard Electric Co.
Standard Paint Co.
Sterling Varnish Co.
U. S. Metal & Mfg. Co.

Paints and Varnishes for Wood-
work.
U. S. Metal & Mfg. Co.

Paving Bricks, Filler &
Stretcher.
Nelsonville Brick Co.

Paving Material.
Am. Brake Shoe & Fdy. Co.
Karrett Co., The.
Nelsonville Brick Co.
International Creo. & Con. Co

Pickups, Trolley Wire.
^c'™ Service Supplies Co.
Ohio Brass Co.

Pinion Pullers.
American Gen. Eng. Co
Columbia M. W. & M. 1 Co
General Electric Co.
Wood Co., Chas. N.

Pinions. (See Gears.)

Pins, Case Hardened. Wood and

Bemis Car Truck Co.
Elec. Service Supplies Co
Long Co., E. G
Ohio Brass Co.

Pipe Fittings.
Power Specialty Co.
Standard Steel Works Co

Poles, Trolley.
Anderson M. Co., A. & J. M.
Columbia M. W. & M. I. Co.
Elec. Service Supplies Co
Long Co., E. G.
Nuttall Co., R. D.

Pressure Regulators.
General Electric Co.
Ohio Brass Co.

Punches, Ticket.
Bonney-Vehslage Tool Co
International Register Co., Ths.
Lord Mfg. Co.
Wood Co., Chas. N.

Rail Grinders. (See Grinders.)

RaM Welding. (See Brazing
Welding ProceaseaJ

Ralls, Relaying.
Zelnicker Supply Co.. W. A.

Rattan.
Brill Co., The J. G.
Electric Service Supplies Co.
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Registers and Fittings.
Bonham Recorder Co.
Brill Co., The J. G.
Cincinnati Car Co.
Electric Service Supplies Co
International Register Co., The
Long Co., E. G.
Rooke Automatic Register Co.

Reinforcement, Concrete.
American Steel & Wire Co.

Repair Shop Appliances. (See

*■■<> M c°ll Banding and

Winding Machines.)

American General Eng'g Co.

Columbia M. W. & M. I Co

Electric Service Supplies Co '

Repair Work. (See also Coils.)
Cleveland Armature Works
Columbia M. W. & M. I. Co.
General Electric Co.
Westinghouse Elec. & Mfg. Co

Replacers, Car.
Columbia M. W. & M. I Co
Electric Service Supplies Co

Planers. (See Machine Tools.)

Pole Sleeves.
Drew Electric & Mfg. Co.

Poles, Metal Street.

Co Expanded steel Truss
Electric Railway Equipment

LunTb'e6?: P°StS' P',,n9 *"d
Carney & Co. B. J.
International Creo. & Con. Co
Lindsley Bros. Co.
Western Elec. Co.

Poles and Ties, Treated.
International Creo. & Con. Co
Lindsley Bros. Co.
Western Elec. Co

Pol

Resistances, Wire and Tube.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.

Retrievers, Trolley. (See Catch-
ers and Retrievers, Trolley.)

Rheostats.
General Electric Co.
Westinghouse Elec. & Mfg. Co

Roofing, Building.
Barrett Co.. The.
Johns-Manville Co ,
Standard Paint Co.

Roofing, Car.
Boyle & Co., Inc., John.
Johns-Manville Co., H. W
Pantasote Co., The.

Junk 17, 1916]

ELECTRIC RAILWAY JOURNAL

Graphite Lubricating Company,

Bound Brook, New Jersey

SPECIALISTS IN OIL-LESS BEARINGS

Will do business after this date under the name of

Bound Brook Oil-less Bearing Company

without any change whatever in its organization

June first, nineteen-sixteen.

The "THscap^JExibe" Battery

for

STORAGE BATTERY STREET CARS

TheElectric Storage BrVETERYCa

PHILADELPHIA

leather or rawhide. Send for samples and full infor
SAMSON CORDAGE WORKS BOSTON MASS. 2

"Bayonne" Car Roofing

Made and impregnated to withstand the elements
Only One Color Coat Necessary at Home

the quick deteriorate

susceptible. Neat in

prevents leakage. Three weights, yellow and

22 to 120 inches. Compare the aamplet!

FADELESS— WATERPROOF.

John Boyle & Co., Inc., 112-114 Duane St., N. Y.

Branch House, 202-204 Market St., St. Louis, Mo.

S-W Shim Slack Adjusters Save
Brakeshoes and Labor

SMITH-WARD BRAKE COMPANY, Inc.

17 Battery Place, New York

W. R. Kerschner Co., Inc. J. B. N. Cardoza Co., Inc.

Eastern Sales Agents Southeastern Sales Agents

50 Church St., New York Citlzenx Hnnk Hldsc.,

City Norfolk, Va.

"Boyerized" Products Reduce Maintenance

Bemis Trucks Manganese Brake Heads

Case Hardened Brake Pins Manganese Transom Plates

Case Hardened Bushings Manganese Body Bushings

Case Hardened Nuts and Bolts Bronze Axle Bearings

Bemis Pins are absolutely smooth and true in diameter. We carry
40 different sizes of case hardened pins in stock. Samples fur-
nished. Write for full data.

Bemis Car Truck Co., Springfield, Mass.

SOFTENING

FILTRATION

FOR BOILER FEED AMD ALL INDUSTRIAL USES

WM. B. SCA1FE <t SONS CO. PITTSBURGH, PA.

UNION SPRING & MANUFACTURING CO.

SPRINGS COIL AND ELLIPTIC

M. C. B. Pressed Steel Journal Box Lids

General Office, First National Bank Bid?., Pittsburgh, Pa.

Work.: New Kensington, Pa.

50 Church St., New York. 1204 Fisher BIdg., Chicago, 111.

Missouri Trust Hldg., St. Louis, Mo.

(KiiMiiiiK Cloth tu Wood Preservatives)

[June 17, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Curtli A Co. Mfjr.
U. S. Metal ft Mfg.

Co.

Sander*, Track.
Brill Co.. The J. O.
Cleveland Fare Box Co.
Electric Service Supplier Co.
Holden A White
Jewett Car Co.
Lord Mfg. Co.
Ohio Drain Co.
St Louie Car Co.

Seating Material*. (See alio
Rattan.)
Pantasote Co., The.

American Gen'l Eng'g Co.
Imperial Rubber Co.
Johns-Manville Co.. H. W.
Westlnghouse Elec. & Mfg. Co.

Splicing Sleeve*. (See Clamp*
and Connector*.)

Bemla Car Truck Co.
BrlU Co., The J. G.
Long Co., E. G.
Standard Steel Works Co.
Union Spring & Mfg. Co.

Sprinkler*, Track ft Road.
Brill Co.. The J. G.
St. Louis Car Co.

S. T. Co.

Stokers, Mechanical.
Babcock & Wilcox Co.
Green Eng. Co.
Murphy Iron Works.
Westlnghouse Elec. & Mfg. Co.

Hale & Kllburn Co.
Jewett Car Co.
St. Louis Car Co.

Shades, Vestibule.
BrlU Co., The J. G.
Electric Service Supplies Co.

Structur

Bat-
(See Bridges.)

Electric Service Supplies Co.
Federal Signal Co.
Nachod Signal Co., Inc.
Slmmen Automatic Railway

Signal Co.
V. S. Electric Signal Co.
c Co.

ilgnal*, Highway Crowing.
Electric Service Supplies Co.
Nachod Signal Co., Inc.
U. S. Electric Signal Co.

(See Brake Adjuster*.)

Drew Electric & Mfg. Co.
More-Jones Brass & M. Co.
Nuttall Co., R. D.

Snow-Plow*, Sweepers and
Brooms.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
Consolidated Car Fender Co.

Superheaters.
| Babcock & Wilcox Co.
Power Specialty Co.
Sweepers, Snow. (See Snow
Plows, Sweepers & Brooms.)

Switchboard Mats.
I Imperial Rubber Co.
Western Electric Co.

Switch Stands.
Kllby Frog & Switch Co.
Ramapo Iron Works.

Switches, Automatic.
U. S. Electric Signal Co.
Western Electric Co.

Switches & Switchboards.
Anderson M. Co., A. & J. M.
Cutter Electrical & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Western Electric Co.
Westlnghouse Elec. & Mfg. Co.

Telephones and Parts.
Electric Service Supplies Co.
Western Electric Co.

Frank

Co.

Testing, Commercial ft Electri-
cal.

Electrical Testing Laborato-
ries, Inc.

Hunt ft Co., Robert W.

Testing Instruments. (See In-
struments, Electrical Meas-
uring, Testing, etc.)

Thermostats.
Gold Car Heating & Lighting

Tie* and Tie Rod*, Steel.
Barbour- Stockwell Co.
Carnegie Steel Co.
International Steel Tie Co

Tool*, Track ft Miscellaneous.
American Gen'l Eng'g Co.
American Steel & Wire Co.
Columbia M. W. & M. I. Co.
Electric Service Supplies Co.
Johns-Manvllle Co., H. W.
Klein & Sons. Mathlas.
Railway Track-work Co.

Cut-

Towers & Transmission Struc-
tures.
Archbold-Brady Co.
Bates Exp. Steel Truss Co.
Westlnghouse Elec. & Mfg. Co.

Tower Wagons and Automobiles.
American Bridge Co.
McCardell & Co., J. R.

Track Special Work.
Barbour-Stockwell Co.
Cleveland Frog & Cross. Co.
Columbia M. W. & M. I. Co.
Kilby Frog & Switch Co.
New York Sw. & Cross. Co.
Ramapo Iron Works.
St Louis Steel Fdy.

Transfers. (See Tickets.)

Transformers.
General Electric Co.
Packard Electric Co.
Western Elec. Co.
Westinghouse E. & M. Co.

Treads, Safety, Stairs, Car Step.
American Mason S. T. Co.
Imperial Rubber Co.

Trolley Bases.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Holden & White.
Lord Mfg. Co.

More-Jones Brass & M. Co.
Nuttall Co., R. D.
Ohio Brass Co.

Ford Chain Block & Mfg. Co.

Trucks, Car.
Baldwin Locomotive Works.
Bemis Car Truck Co.
Brill Co., The J. G.
Cincinnati Car Co.
Long Co., E. G.
St. Louis Car Co.

Turbines, Steam.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co

Varnlshe*. (See Paints, etc.)

Ventilators, Building.
Drouve Co., The G.

Ventilator*, Car.
Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Railway Utility Co.
St. Louis Car Co.

Voltmeter*. (See Instrument*.)

Washer*.
Diamond State Fibre Co.
Graphite Lubricating Co.

Water Softening ft Purifying
Systems.
Scaife & Sons Co.. Wm. B.

Welding Processes and Appara-
tus.
Davis Bournonville Co.
Electric Railway Improve. Co
General Electric Co.
Goldschmidt Thermit Co.
Oxweld Acetylene Co.
Prest-O-Lite Co., Inc., The.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & Mfg Co

Wheels, Car, Cast Iron.
Bemis Car Truck Co.
Long Co.. E. G.

Wheels, Car, Steel and Steel
Tired.
Bemis Car Truck Co.
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.
General Electric Co.
Graphite Lubricating Co.
Holden & White.
Johns-Manville Co., H. W.
Long Co., E. G.
More-Jones Brass & Metal Co
Nuttall Co., R. D.
Star Brass Works.

Whistles, Air.
General Electric Co.
Ohio Brass Co.

Winding Machines. (See Coll
Banding and Winding Ma-
chines.)

Wire Rope.
American Steel & Wire Co.
Roebling's Sons Co., John A.

Wires and Cables.
Aluminum Co. of America.
American Steel & Wire Co.
Bridgeport Brass Co.
D & W Fuse Co.
General Electric Co.
Packard Electric Co.
Roebling's Sons Co., John A.
Standard Underground Cable

Co.
Western Electric Co.
Westinghouse Elec. & Mfg. Co.

Wood Preservative*.
Barrett Co., The.
International Creo. & Con. Co.
Lindsley Bros. Co.
Northeastern Co., The.
Reeves Co., The.

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

enoBa

The Brake Shoe
Business

Awarded Gold Medal, Panama-Pacific Exposition.

American Brake Shoe & Foundry Co.
MAHWAH, n. J.

30 Church St., New York McCormick Bldg., Chlcagi

Rollway Bearings

are Sensible Bearings

If anti-friction bearings were not de-
signed to assure easy installation and re-
placement by your shopmen, their power,
lubrication and inspection savings would
not be obtainable in practice.

Rollway Bearings are long past the ex-
perimental stage. We know just what
they can do in city, suburban and interurban
service. We offer you a sensible, standard
product.

Write us today for service records.

The Railway

Roller Bearing Co.

Syracuse, N. Y.

The Kalamazoo Trolley Wheels

have always been made of entirely
new metal, wliich 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.

' v^BEy4WPw9W>>,

MASON SAFETY TREADS— prevent slipping and thus obviate
amage suits.
KARIIOL.ITH CAR FLOORING— for steel ears is

; products are used on all leading Railroads. For details

AMERICAN MASON SAFETY TREAD CO.

Bees: Branch Offices: Boston, New York City, Chicago, Phlla-
Mass. delphia. Kansas City, Cleveland, St. Louis.

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturers of the

ECLIPSE LIFE GUARD ECLIPSE WHEELCUARD

ECLIPSE TROLLEY RETRIEVER ACME FENDER

E.G.Long Company

EDWARD H. MAYS, President

Offices, 50 Church Street, New York

PRINGS

^fi=JORGINGS

Peckham Truck Parts

Diamond Truck Parts
Car and Truck Accessories

ELECTRICAL REPRESENTATIVES
Union Spring & Mfg. Co.

Leaf and Coil Spring*
MCB Pressed Steel Journal Box Covers

ELECTRIC RAILWAY JOURNAL

I June 17, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

I'rlnllnir bricina on Tiiew'.ay

< h.n.f - <•! < <>!•.>
■nr In tin- Unur >>t llif following w<

NOTICE TO ADVERTISERS :

[, I to Wednesday noon can appear

. M.iri.liiy will ap

of that week, but no

\:t

lmllmn-. advertisements appearing

Page

AllisChalmert Mfg. Co 42

Aluminum Co. of America 47

Amer. Brake Shoe & Fdry. Co. .. 63

American Car Co 67

American General Eng'g Co 51

American Maaon S. T. Co 6]

American Steel It Wire Co 50

Anderson Mfg. Co.. A. & J. M.. 29

Archbold-Brady Co 48

Archer & Baldwin 54

Arnold Co.. The 28

Atlas Preservative Co 19

Babcoclc & Wilcox Co 51

Baldwin Locomotive Works, The. 45

Barbour-Stockwell Co 49

Barrett Company, The 48

Bates Expanded Steel Truss Co.. 41

Beaumont Co., R. H 51

Bemis Car Truck Co 61

Berger Mfg. Co 52

Bonham Recorder Co 59

Bonney-Vehslage Tool Co S3

Boyle & Co., Inc., John 61

Bridgeport Brass Co 10

Brill Co., The J. G 67

Brownell, II. 1 29

Buckeye Jack Mfg. Co 52

Byllesby & Co., H. M 28

Cameron Electrical Mfg. Co 52

Canton Culvert & Silo Co 50

Carnegie Steel Co 44

Carney & Co., B. J 48

Cincinnati Car Co 12

Cleveland Armature Works 54

Cleveland Fare Box Co 53

Cleveland Frog & Crossing Co. . 50

Collier, Inc., Barron G 39

Columbia M. W. & M. I. Co.. 65

Consolidated Car Fender Co 36

Cooper Heater Co., The 59

Curtis & Co. Mfg. Co 49

Cutter Co en

D. ft W. Fuse Co 30

Davis Bournonvillc 42

Dearborn Chemical Co 50

Diamond State Fibre Co 47

Dixon Crucible Co., Joseph 46

Drew Electric & Mfg. Co 48

Drouve Co 43

Duff Manufacturing Co., The. . 52

Eclipse Railway Supply Co 63

Economy Fuse 8r Mfg. Co

Front Cover

Electric Equipment Co 54

Electric Railway Equipment Co.. 13

Electric Railway Improve. Co 22

Electric Service Supplies Co.... 11

Electric Storage Battery Co 61

Elec'l Testing Laboratories, Inc. 28

Eatcrlinr Co., The 53

Federal Signal Co 48

Ford, Bacon & Davis 28

Ford Chain Block & Mfg. Co 52

"For Sale" Ads 54, 55

Frank, M. K 55

Frankel Connector Co 47

Galena Signal Oil Co 34

General Electric Co... 24, 25, 26 &

Back Cover

Gold Car Heating & Lighting Co. 53

Goldschmidt Thermit Co 15

Graphite Lubricating Co 61

Green Eng'g Co

Gurney Ball Bearing Co

Gulick-Henderson Co

Hale & Kilburn Co 53

Halsey & Co., N. W 28

Hartshorn Co., Stewart

"Help Wanted" Ads

Hess-Bright Mfg. Co

Holden & White

Hunt & Co., Robert W

Imperial Rubber Co 52

Independent Lamp & Wire Co.. 57

Ingersoll-Rand Co 59

International Creo. & Con. Co.. 48
International Register Co., The. . 31
International Steel Tie Co., The. 18

Jackson, D. C. & Wm. B..

Jeandron, W. J

Jewett Car Co

Johns-Manville Co., H. W.
Johnson Fare Box Co...

Page

Kerschner Co., Inc., W. R 54

Kilby Frog & Switch Co 49

Kinnear Mfg. Co 50

Klein Sons, Mathias 48

Kuhlman Car Co., G. C 67

Lindsley Bros. Co 48

Lincoln Bonding Co 17

Little, Arthur D., Inc 28

Long Co., E. G 63

Lord Mfg. Co 59

McCardell & Co., J. R 48

McGraw-Hill Book Co., Inc 40

MacGovern & Co., Inc 54

Marchant Calculating Mach. Co.. 41

Marshall, W. H 54

More- Jones Brass & Metal Co.. 38

Morgan Crucible Co 46

Murphy Iron Works 50

Nachod Signal Co., Inc 49

National Brake Co 27

National Pneumatic Co 33

Nelsonville Brick Co., The 47

New York Switch & Crossing

Co 49

Niles-Bement-Pond Co 52

Northeastern Co., The 48

Nuttall Co., R. D

Ohio Brass Co

Oxweld Acetylene Co.

Pantasote Co., The 53

Packard Electric Co 47

"Positions Wanted" Ads 55

Power Specialty Co 5]

Prest-O-Lite Co., Inc., The.... 20

Publisher's Page 6, 14

Rail Joint Co 47

Railway Roller Bearing Co 63

Page

Railway Track-work Co 16

Railway Utility Co 59

Kamapo Iron Works 48

Reeves Co., The 48

Richey, Albert S 28

Roebling's Sons Co., John A.... 47

Roller-Smith Co 49

Rooke Automatic Register Co... 53
Roosevelt & Thompson 28

St. Louis Car Company, The... 32

St. Louis Steel Fdry 49

Samson Cordage Works 61

Sanderson & Porter 28

Sangamo Electric Co 35

Scaife, Wm. B., & Sons Co.... 61

Scofield Engineering Co 29

Searchlight Section 54,55

Second-Hand Equip 54,55

Seymour Portable Rail Grinder

Co., E. P 22

Simmen Automatic Railway Sig-
nal Co 12

Smith Heater Co., Peter 53

Smith-Ward Brake Co., Inc 61

Standard Paint Co., The 51

Standard Railway Supply Co... 48

Standard Steel Works Co 45

Standard Underground Cable Co. 29

Standard Woven Fabric Co 51

Star Brass Works 63

Stephenson Sons & Co., Samuel. 28

Sterling Varnish Co 51

Stone & Webster Eng'g Corp... 28

Tool Steel Gear & Pinion Co... 37

Union Spring & Mfg. Co 61

U. S. Electric Signal Co 9

U. S. Metal & Mfg. Co 59

Universal Lubricating Co., The.. 57

"Want" Ads 54, 55

Wason Mfg. Co 99

Western Electric Co 8

Westinghouse Church Kerr & Co. 57
Westinghouse Elec. & Mfg. Co.. 2, 5
Westinghouse' Traction Brake Co. 4
Weston Elec'l Instrument Co... 57

White Companies, The J. G 28

Wisch Service, The P. Edw 28

Wood Co., Chas. N 48

Woodmansee & Davidson, Inc.. 28

Zelnicker Supply Co., Walter A. 55

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

Most Any Metal Part a Car Needs
Is Columbia Made

This picture shows only a small part
of our heavy metal-working depart-
ment.

In the left foreground are the
frames of metal car doors and in the

center just behind the block and tackle
are a batch of gear cases.

That's about the easiest way we
know of to give you an idea of the
Columbia range in car equipment.

If we had the space we'd list 'em all, but here are most
of the everyday products

TOOLS

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car hoists

Car replacers

Coil taping machines for armature leads

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

CAR EQUIPMENT
Armature and field coils
Armature and axle bearings
Brush-holders and brush-holder springs
Brake, door and other handles
Brake forgings, rigging, etc.
Car trimmings
Commutators
Controller handles
Forgings of all kinds
Gear cases (steel or mall, iron)
Grid resistors

Third-rail contact shoe beams and acces-
sories
Trolley poles (steel) and wheels

When in doubt about any item not listed, tell us
what you want us to make !

Columbia Machine Works & Malleable Iron Co,

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

ELECTRIC RAILWAY JOURNAL

[June 17, 1916

Stamped Siar of Oi/hrXinf

Section A-A,

BALL BEARING AND HOUSING FOR USE ON ELECTRIC RAILWAY
CARS

Gurney "Radio -Thrust" Bail-Bearings

Are Now Available for

Electric Railway Service

After more than a year's regular operation of numerous
car equipments, we are pleased to announce that the Gurney
"Radio-Thrust" Ball Bearing Journal is ready to make good
for you, too.

We direct particular attention to the fact that the Gurney
"Radio-Thrust" Ball Bearing, as its name implies, embodies a
satisfactory yet economical means of taking care of the side
thrust on curves.

Furthermore, that Gurney "Radio-Thrust" Ball Bearing-
Journals can be mounted on a standard truck without changing
it in the least — an obvious advantage from the standpoints of
application to existing cars, truck standardization and general
economy.

GURNEY

Gurney Ball Bearing Co. ^_

JameStOWIl C°"'ad P^'ni Licensees ^Qyf Yofk, U. S. A. GURNEY

Western Sale* Agency
Dime Bank Building, Detroit

Eastern Sales Agency
No. 2 Rector St., New York

nullum i iiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiiw

June 17, 1916]

ELECTRIC RAILWAY JOURNAL

g§K single-truck cars continue to increase in popu-
" larity, along with the general trend of the electric
railway field toward the proposition of light-
weight equipment.

In many cases electric railway operations,
apparently crippled because of unfair competition
#lt from improperly-regulated carriers or because of
being handicapped by heavy, power-consuming,
double-truck equipment, have been pulled out of economic danger
by the substitution of light-weight single-truck cars. In other
cases the managers have sensed the value of light-weight equip-
ment and have installed it before their lines have reached the criti-
cal stage. The fact that single-truck equipment is being recognized
as economical in power consumption and as a general financial help
is proved by the action of the managers who have substituted the
small cars for their old double-truck equipment. The single-truck
proposition is increasing in importance every day, as readily may
be seen from the volume of orders received specifying that class
of equipment.

■&

THE J. G. BRILL COMPANY, PHILADELPHIA, PA.
AMERICAN CAR COMPANY, ST. LOUIS, MO.
G. C. KUHLMAN CAR COMPANY, CLEVELAND, OHIO
WASON MFG. COMPANY, SPRINGFIELD, MASS.

i I J -1

Electric Railway Journal

New York, June 24, 1916

Volume XLVII No. 26

Contents

Pages 1165 to 1212

A New Low-Floor, End-Entrance Car

1168

Communications

1190

The Wilmington & Philadelphia Traction Company has
placed in service a number of small-wheel, low-floor cars
with drop platforms at the ends. The scale weight fully
equipped is 30,540 lb.
Electric Railway Journal, June 24, 1916. 4 cols. 111.

Power Generation for Electric Railways 1170

Henry G. Stott considers the relative merits of small,
distributed power plants and large central ones, and of
purchased versus home-made power.
Electric Railway Journal, June 24, 1916. 6% cols. 111.

Storeroom Systems

1174

A. Schwarz discusses the purchasing and handling of
supplies and of stores accounting with specific recom-
mendations as to procedure.
Electric Railway Journal, June 24, 1916. 9 cols.

Why Modern Motors Are Economical 1178

A symposium in which is demonstrated the ability of

odern motors to reduce energy and maintenance costs.

Railway Journal, June 24, 1916. 11% cols. 111.

of the Jitney

1184

L. R. Nash gives new figures showing that operation of

the jitneys under ordinary conditions is not financially

encouraging.

Electric Railway Journal, June 24, 1916. 2% cols.

Prospects Poor for Seattle Municipal Lines 1185

Report of superintendent to council shows that Division

"A" is facing twenty years or more of losses.

Electric Railway Journal, June 24, 1916. 3% cols.

American Association News

1187

Important convention committee meetings were held in
Atlantic City this week. Exhibit space on the Pier is
going rapidly. Association committees are rounding up
the year's work.
Electric Railway Journal, June 24, 1916. 6 cols. 111.

Paving Track Allowances.

Features of Freight Operation on L., A. & W. St. Ry.

Electric Railway Journal, June 24, 1916. 2 cols.

Equipment and Its Maintenance

1191

Successful Under- Water Coal Storage — By J. D. Wardle.
Devices for Protecting Armatures — By R. H. Parsons.
Granite Paving Blocks Recut and Relaid for $1.59%
per Yard. — By E. R. Dike. New Transformer House of
the C, S. & C. Railway at Elyria, Ohio — By A. P. Lewis.
Maintenance of Motor Leads — By E. D. Ransom. An
Unprepared Test of the Small Fire Extinguisher.
Flood-Light to Illuminate Time Board. Air Clamp
Facilitates Drill Operations. Fifty Pay-As- You-Pass
Cars for Rochester. The Equipment Makes the Wreck
Car.
Electric Railway Journal, June 24, 1916. 14 cols. 111.

Editorials

"Manufacturers and Others."
An Example in Standardization.
1916 Convention Prospects.
Train Detention Records.
Educational Opportunity for Manufacturers.
Municipal Ownership Fiasco.
Preparedness for Peace Conditions.
Profitable Energy Saving.
Electric Locomotive Drive

1173
1173
1197
1198

Artist's Idea of Jitney Competition
Progress on Large Viaduct in Texas
News of Electric Railways

Portland Valuation Figures Announced.

Court Procedure Starts in San Francisco Controversy.
Financial and Corporate 1202

$14,000,000 of Chicago Notes Extended.

Supplementary Action Expected in Syracuse Receiv-
ership Cases.
Traffic and Transportation 1205

Hearing on One-Man and Owl Cars.

California Railroads Lose More Than $4,000,000

Through Jitneys.

Personal Mention 1208

Construction News 1209

Manufactures and Supplies 1211

James H. McGraw, President. A. E. Clifford, Secretary. J. T. De Mott, Treasurer. H. W. Blake, Editor.

McGraw Publishing Company, Inc.

~~„ tir ~„ i (-. -».t ,, , „., San Francisco, 502 Rialto Bldg.

239 West 39th St., New York CltV London, 10 Norfolk St. Strand.
J Cable address: "Stryjourn,"

New York.

Chicago, 1570 Old Colony Bldg.
Cleveland, Leader-News Bldg.
Philadelphia, Real Estate Trust Bldg.

United States, Mexico, Cuba, Porto Rico, Hawaii, or the Philippines, $3 per year; Canada, $4.50; elsewhere, »6. Single copy, 10c

No back volumes for more than one year, and no back copies for more than three months.

Circulation of this issue

copies.

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

inaDDDDDDnnnnnDnrnnDDDDnnnnnuuLinnDDDUuDDDDDDD

IDS
□

A Suitable Brake for Each Class
of Electric Railway Service

Westinghouse Quick Action, Quick Recharge, Quick Service, Grad-
uated Release, Automatic Brake for trains of five to ten cars in high
speed electric railway service.

Our field corps of Engineers and Inspectors is made up of "firing-
line" specialists, trained with reference to all Air Brake Problems
of Operation and Maintenance. These experts are at your service.

Westinghouse Traction Brake Company

General Office and Works: Wilmerding, Pa.

PITTSBURGH: Westinghouse Building
CHICAGO: Railway Exchnnge Building

NEW YORK: City Investing Building
ST. LOUIS: Security Building

DDDDDDnnnDDUODDDDCbunDDDDULuDnnuUDDnnDDDDnnGDnDDab

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

DDDDr: : : hddddddoddc;

□ an

The One-Shaft-For-AU
Construction

Condensate
Pump Runner-

The Westinghouse
Unit Type Surface Condenser

Is Unequalled
in Compactness

This is due principally to placing all pumps
on one shaft, with one drive, and suspending
them directly beneath condenser body.

Westinghouse Electric & Manufacturing Co.

East Pittsburgh, Pa.

Birmingham, Ala.
Blucllcld. W. Va.
Boston, Mass.

Buffalo, x. v.
Butte. Moat.

Charleston. W. Va.
Charlotte. N. C.
Chicago, 111.
Cincinnati, Ohio
Cleveland, Ohio
Columbus, Ohio
•Dallas, Tei.

Daytn

.Ohio

Detroit'. Mich.
•El Paso, Tei.
•Houston. Tex.
IndianaDolls, tad.

Kansas City. Mo.
Louisville, Ky.
Lob Angeles. Cal.
Memphis, Twin.

Philadelphia. Pa.
Pittsburg, Pa.
Portland. Ore.
Eochester, N. T.

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

DaDDDDDaDDDDDDDDDaDDDDDDDDDDDDDDDDDDnDDDDnnDDDDDabl

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Tell Your Triumphs

in the

Annual Convention Number

September 30, 1916

This is proving to be one of the biggest buying years
in the electric railway business.

Up to June 15, for example, we reported the purchase
of 2102 cars or 75 per cent of the total number pur-
chased in the entire year 1915.

In times like these everybody can get some busi-
ness, but big business comes only to the concerns that
make good and that advertise their making good.

The Annual Convention Number for 1916 offers you
a wonderful opportunity to exploit the big things you
have done this year ; and to show for what a wide range
of conditions your equipment has been adopted.

In preparing such an announcement, we want you
to use all the facilities we have in following up installa-
tions, securing service photographs and other data.

Therefore, let's get together at once. Neither you
nor we want a mere space-filling job. Both of us want
business pullers. A note will bring us!

Electric Railway Journal

Member Audit Bureau of Circulations

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

g3mumiiiimiiiuummuHnnuninigg

Safety Ahead-
National Trolley Guard

One of the surest ways to make your grade-
crossings safe is to equip them with National
Trolley Guard. It is dependable.

It stays in position the year round with little
maintenance.

It unfailingly catches any trolley that may jump
and furnishes power to carry the car and passen-
gers to safety.

Patented — For Sale Only by

THE OHIO BRASS CO.

Mansfield, Ohio

I f IHHHHimHIHIHIHIHHIIIimTmTIfTI E

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

INSULATING MATERIALS OF
WESTERN ELECTRIC QUALITY

Western Electric Company

New York Atlanta Chicago

Buffalo Richmond Milwaukee

PkT!irk| k 5?Van??!f Indianapolis

Philadelphia New Orleans Detroit
Boston Birmingham Cleveland

Pittsburgh Cincinnati Minneapolis

Kansas City San Fran

St. Louis Oakland

Dallas LoS Angeles

Houston Seattle

Oklahoma City Portland
Paul Omaha Denver Salt Lake City

——- * ■■ — —• ' -»■ "„.a„j Denver salt Lake City '

pgg* EQUIPMENT FOR EVERY ELECTRICAL NEED

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

This Switch
Pays for

itself

— three

times a year

'COLLINS'

Non-Splitting
Electric Track Switch

Since the Rochester lines of the
New York State Railways in-
stalled this Collins non-splitting,
non-splashing electric track
switch it has paid for itself each
three months according to an
article by Mr. C. L. Cadle, Elec-
trical Engineer, in the Electric
Railway Journal of April 15,
1916.

That speaks well for the
economy of this switch, but of
equal importance are the par-
ticular services they have re-
Write us for

ceived from this particular type
of switch.

They have a switch that can-
not be thrown between the trucks
of a car by a following movement
under the contactor.

— they have a switch that can-
not splash mud and water; that
has a most positive anti-strad-
dling device; that is automatically
sealed; that cannot be damaged
by car standing under contactor.

Let us send you particulars
showing the ease of installation,
inspection and maintenance.

full details.

United States Electric Signal Company

West Newton, Massachusetts

Representatives

Western : Frank F. Bodler, Monadnock Bldg. , San Francisco

Chicago: Warren Moore Osborn, McCormick Bldg.

Foreign: Forest City Electric Service Supply Company, Salford, Eng.

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Phono-Electric Wire Merits
Loom Larger With Time

In the early days of electric railroading when
No. 0 trolley wire was a common size on its lines,
the Brooklyn Rapid Transit System was a
pioneer user of No. 0 Phono-Electric on curves.

To-day the Brooklyn Rapid Transit System is
using miles and miles of Phono-Electric trolley
wire in larger sizes, not only on curves but on
long tangents where uninterrupted service is
most essential.

Phono-Electric has given uninterrupted satis-
faction in every size and for every service.

BRIDGEPORT BRASS CO.

BRIDGEPORT CONNECTICUT

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

Safety" Car Lighting Fixtures

Well Lighted Cars with Safety
Fixtures Make More Money

"Safety" Car Lighting Fix-
tures are specially designed for
Railway use. They will not rat-
tle in the holder; are free from
loose screws, springs or other in-
tricate parts; they hold the re-
flector primarily by flexible fin-
gers so that the reflector cannot
possibly break or fall, and they
necessitate only one-hand opera-
tion to remove and replace the
reflector.

The reflector or shade is held
primarily by a plurality of metal
fingers, engaging the neck of the
reflector at A. An additional
safeguard in the form of a
clamping sleeve is adjustable on
threaded portion B, until its con-
ical-shaped inner surface bears
section view against the metal fingers at C.

And you will find that "Safety" Fixtures when used in combination with suitable reflectors
and Mazda lamps will almost invariably reduce current consumption 50% as compared with
bare lamps. They are designed for use with various types and sizes of reflectors and lamps
so that proper relation between reflector and lamp is assured in any combination.

When you use "Safety" Car Lighting Fixtures your reflectors cannot drop, rattle or break.
Their superiority is best proved by the fact that over 90,000 are in use on steam and
electric railways in the United States, their safety features being an almost universal require-
ment. Write for special booklets.

Electric Sekvtce Supplies Cot

"Safety" Fixture, with clamping sleeve
removed, showing flexible fingers which
are sufficiently rigid to hold the re-
flector until the clamping sleeve is
screwed down in place.

Manufacturer of Railway Material and Electrical Supplies

PHILADELPHIA
17th and Cambria St..

liEW YORK
50 Church St.

CHICAGO

Monadnock Bids;.

ELECTRIC RAILWAY JOURNAL

[JUNE 24, 1916

FROM THE TRAIIN

SIMMEN
SYSTEM

Signals

TO THE TRAIN

To the Train

Signals to the train are commu-
nicated in such a way that they
cannot be overlooked. They are
in the cab within a short distance
of the motorman's eyes, and the
indication is continuous. The
signals are communicated to the
cab by means of a short signal rail,
and a contact shoe carried on the
truck of the car so that it will pass
over the signal rail. Whatever
indication is received on the signal
rail is carried as a continuous indi-
cation until changed by another
•rail. Green means proceed; red
means stop. With such a signal
there can be no doubt in the mind
"t the motorman as to his runnino-
rights.

From the Train

The same contact rail that auto-
matically sets the signal in the
motorman's cab also, and at the
same time, signals from the train
to the dispatcher. This signal to
the dispatcher is received in such a
way that it automatically records
the location of the train and the
time the train reached that loca-
tion. The many signals received
by the dispatcher as each train
passes each siding are so received
that the result is a train sheet in
graphic form, made automatically
by the movement of the trains
themselves. With such a record of
train movements there can be no
doubt in the mind of the dispatcher
as to the exact location of every
train on his division.

SIMMEN AUTOMATIC RAILWAY SIGNAL CO.

1575 Niagara Street, Buffalo, N. Y.

PACIFIC COAST REPRESENTATIVE: W. H. CRAWFORD, 609 SPALDING BLDG., PORTLAND, OREGON

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

The Fate of the "Sea Call"

ITHIN two months after her maiden
voyage, the beautiful $500,000 "Sea
Call" went to the junk pile. The steel
portions of her hull had corroded to utter failure.

All the hull plates be-
low the water line were
of a special alloy metal,
well known for its effect-
ive resistance to corro-
sion. This very fact led
to disaster, since a vicious galvanic action was set
up between this metal and the steel, when both
were exposed to the sea water. This action,
though far more intense, is the same in kind as
the rusting of ordinary steel or iron, which is
chiefly a galvanic corrosion resulting from the
presence of impurities.

ARMCO IRON
Resists Rust

Armco Iron's rust-resistance is due to its great
purity and to the scientific care taken in its manu-
facture. Armco (American Ingot) Iron is the
most nearly perfect in respect to evenness, freedom
from gases and all other
features that form the
basis of long service in
sheet metal.

That's why we recom-
mend Armco Iron for
corrugated culverts for highways and railroads,
for semi-circular smooth flumes, for silos and
grain bins, for roofing, ventilators, tanks, con-
ductor pipes, window-frames, skylights and other
sheet metal employed in building, and for a great
variety of formed products which are exposed to
the weather or to other corrosive conditions.

Write the Nearest Factory for Full Information

Arkansas, Little Bock-Dixie Culvert & Metal Co.

California, Lot Angeles— California Corr. Culvert Co.

California. West Berkeley— California Corrugated Cul-
vert Company

Colorado, Denver— R. Hardesty Mfg. Co.

Delaware, Clayton— Delaware Metal Culvert Co.

Florida, Jacksoaville— Dixie Culvert & Metal Company

Georgia, Atlanta— Dixie Culvert & Metal Company

Illinois, Bloomington— Illinois Corrugated Metal Co.

Indiana, Crawfordsville— W. Q. O'Neall Co.

Iowa. Dee Moines— Iowa Pure Iron Culvert Co.

Iowa, Independence — Independence Culvert Co.

Kansas, Topeka— The Road Supply & Metal Co.

Kentucky, Louisville— Kentucky Culvert Mfg. Co.

Louisiana, New Orleane— Dixie Culvert & Metal Co.

Maryland. Havre de Grace— Spencer. J. N.

Massachusetts Palmer— New England Metal Culvert
Company

Michigan, Bark River-Bark River Bridge &. Culvert Ohio, Middletown-The

Company

Michigan, Lansing— 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 & Flume Co
Nebraska, Lincoln— Lee-A'rnett Co.
Nebraska, Wahoo-Nebraska Culvert & Mfg. Co.
Nevada, Reno— Nevada Metal Mfg. Co.
New Hampshire, Nashua— North-East Metal Culvert Co.
New Jersey, Flemington— Pennsylvania Metal Culvert

Company
New York, Auburn-Pennsylvania Metal Culvert Co.
North Dakota, Wahpeton— Northwestern Sheet & Iron

Rolling Mill Co.

The Ohio Corrugated (
Oklahoma, Shawnee— Dixie Culvert & Metal Company
Oregon, Portland— Coast Culvert & Flume Co.
Pennsylvania, Warren— Pennsylvania Metal Culvert Co.
South Dakota, Sioux Falls— Sioux Falls Metal Culvert

Company
Tennessee, Nashville— Tennessee Metal Culvert Co.
Texas, Dallas-Wyatt Metal WorkB
Texas, El Paso— Western Metal Manufacturing Co.
Texas, Houston— Lone Star Culvert Company
Utah, Woods Cross— Utah Corrugated Culvert & Flume

Company
Virginia, Roanoke— Virginia Metal Culvert Company
Washington, Spokane— Spokane Corrugated Culvert &

Tank Company
Wisconsin, Eau Claire— Bark River Bridge & Calvert

Company

14 ELECTRIC RAILWAY JOURNAL [June 24, 1916

ANNOUNCEMENT

We are prepared to make prompt deliveries on all sizes of

Electric Railway Axles
and Armature Shafts

made to A. S. T. M. or A. E. R. A. specifications

From our modern plant, operated by experienced axle
makers, under the supervision of metallurgical experts,
we are now supplying many prominent railways with
axles in the forged, annealed and heat-treated grades,
prepared under the most rigid specifications and
inspection.

Our nearest agent will gladly give you detailed infor-
mation.

H' BWg^cw'ca^r Nati°nal Bank R F- Bodler' San Franci!*°

G. E. Watts, Candler Bldg., Atlanta S> L Wales, Los Angeles
S°UCornsf l!2 SUPPly & EqUip- W- F- McKenney- Portland

VALLEY STEEL COMPANY

GENERAL OFFICE AND WORKS:

EAST ST. LOUIS, ILLINOIS

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

This Garland Ventilator

Removes 33,100 cubic feet of
Air per hour at a Car Speed
of 25 miles per hour

Every scientific ventilator test made in the last 10 years has
proven that Garland ventilators are the most effective on the mar-
ket. And where highest class equipment is selected Garland venti-
lators are always specified.

These tests prove that a fewer number of Garland ventilators
will equal the performance of a greater number of other types. Or
with the same number Garland ventilation is far more efficient.
A car so equipped has wholesome air, no drafts, no dirt or water
falling on heads of passengers.

Mr. T. H. Garland will gladly give his advice on your problems
but ask him NOW or in July — don't wait until Fall.

Garland Ventilators, Design "B," on cars of Tucson
Rapid Transit Co.

Efficiency Test of Design "F" Garland Ven-
tilator made by Armour Institute

Velocity of air

Volume of air

CUt7a?n:' Mnes°

thru ventilator.
Feet per minute

Cubic feet per

Cubic feet per'

per Hour

minute

221

110

6600

433

216

12900

667

333

19900

886

443

26500

1105

552

33100

1330

665

39900

1551

775

46500

1773

886

53100

1990

995

59700

2111

1105

66300

Electric Railway Sales Distributors for The Garland Ventilator Company

1508 Fisher Building, Chicago

U. S. Metal & Mfg. Co., New York
F. F. Bodler, San Francisco

Alfred Connor, Denver

C. F. Saenger & Company, Cleveland
W. M. McClintock St. Paul

Brown & Hall Supply Company, St. Louis
W. F. McKenney, Portland, Ore.
S. I. Wailes, Los Angeles.

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

There is no Shortage
of

ERICO

WELDED

BONDS

■

-o*-"- 1

^v7

^SE^Ejf

ly-^V

lust as the Erico Bond is making good its promises of service, so the organi-
zation behind the Erico Bond is making good its promises of delivery.

There is no shortage of Erico Bonds, despite the fact that thus far 1916
has been the best of the 16 years of Erico success.

Dependable Bonds — Prompt deliveries
The Electric Railway Improvement Co.

Cleveland, Ohio

Daylight Savings Idea

You don't have to set the clock an hour ahead to effect savings. You can
begin any time right in your own yard on that pile of wooden poles, cross-arms,
ties, timbers, fence posts, etc.

You can double the life of your lumber and do even better than halve the cost
by the use of

Reeve's Wood Preserver

"The Easy Way to Prevent Decay"

Let us tell you, here, how Reeves Wood Preserver does this at a trifling cost
(a pole can be treated for less than 25 cents).

Penetrates naturally.
Requires no heating.

Send card now for test
outfit and information.

Any workman can apply it — right.

Contains 8o per cent coal tar creosote.

Insoluble in water.

Does not leach or wash out.

Air does not dry it out.

Does not corrode spikes or bolts.

Does not impair the strength of the wood.

Kills bacteria and insects.

The Reeves Co,

New Orleans, La.

"The Greatest Possible Service per Dollar"

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

G-E Locking Receptacles in B. R. T. Car, New York City

G-E Locking Receptacles
prevent theft of Lamps

During the past three years the Brooklyn Rapid Transit System has pur-
chased more than 100,000 G-E locking receptacles for use in its cars. On the
elevated lines alone former losses of 150 lamps a day have been practically
eliminated by means of these receptacles.

Not only is it practically impossible to remove lamps from G-E locking
receptacles without a key but, until the key is inserted, the screw shell of the
socket swivels freely, preventing injury to either the lamp base or socket from
attempts to steal the lamp.

G-E locking receptacles also prevent lamps from jarring loose, thus eliminat-
ing breakage and imperfect contact as well as accidents due to broken
bulbs.

G-E Reliable wiring devices are sold by distributors in all large cities

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

Columbus: Ohio General Office: Schenectady, N. Y.

Dayton, Ohio
Denver, Colo.
Des Moines, Iowa
Duluth, Minn.
Elmira, N. Y.
Erie, Pa.

Fort Wayne, Ind.
Hartford, Conn.
Indianapolis, Ind.

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.
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, Mass.

•>■. N. Y.
Toledo, Ohio
Washington, D. C.
Youngstown, Ohio

For Michigan Business refer to General Electric Company of Michigan, Detroit.

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.

6331

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Electric Railway Journal

Published by the McGraw Publishing Company, Inc.
Consolidation of Street Railway Journal and Electric Railway Review

NEW YORK, SATURDAY, JUNE 24, 1916

"MANUFACTURERS Language is made up of words
AND coined to meet the exigencies of

OTHFHK"

the times. One such exigency is
created by the new group of company members of the
American Electric Railway Association, the "manufac-
turers and others," especially the others. Of course,
there are no distinctions drawn by the association among
the company members, but it is and will be often con-
venient to refer to the non-railway-operating element
in the company membership, and a word would be very
convenient. The term "manufacturer," for example, is
not appropriate for a firm of consulting engineers or for
a publishing company, both of which are eligible as
members under the present constitution. Who will sug-
gest the proper word?

1916

CONVENTION

PROSPECTS

AN EXAMPLE
IN STAND-
ARDIZATION

The practical conclusion of the
work of the Master Car Builders'
committee for developing a single
standard coupler, as reported last week, offers an example
that may well be taken to heart by the electric railway
industry. When this committee began its work, the need
for a single standard design of coupler was quite com-
parable to that which exists in many items of electric
railway equipment. Operation was perfectly feasible
under the old plan of having a score or more of slightly
different designs in service, because all of them coupled
together. Where conditions were bad, however, lay in
the fact that a great number of repair parts had to be
carried in stock to provide for the various makes, and
at the same time these makes displayed a wide varia-
tion in reliability and strength. Naturally, the develop-
ment of a single standard design offered a definite rem-
edy. But opposed to this was the fact that a number
of railroads had standardized on certain couplers, and,
of course, each manufacturer considered his own par-
ticular design was the best and that he could prove it.
Clearly enough, if the master car builders had had a
weak organization which received only half-hearted co-
operation from the railroads, it is inconceivable that
such obstacles to the introduction of a single standard
coupler could have been overcome. As a matter of fact,
however, the organization has been able to bring all of
the roads into line by what may be termed direct com-
pulsion, and has even succeeded in having the manufac-
turers agree to discard their old patterns in favor of
the standard super-design that has resulted from the
coupler committee's four years' work. Is there any real
reason why the electric railways cannot do as much with
their own association standards?

The conventions of the Master
Car Builders and American Rail-
way Master Mechanics' Associa-
tions just closed showed that Atlantic City has lost none
of its popularity as a place for large national conven-
tions and exhibitions. The official figures on registra-
tion were not available when this paragraph went to
press, but the square feet of exhibit space had increased
from 70,412 in 1915 to 76,512 in 1916, and the number
of exhibits from 222 to 260, and undoubtedly the at-
tendance of railway men, manufacturers and guests
was larger than last year. The meetings were also well
attended, the discussion was active and spirited and
the manufacturers reported that more than the usual
attention was given to the exhibits of the railway men
in attendance. One reason for this undoubtedly is that
the business of the steam roads during the last year
has been larger than for a long time and they have done
more buying. These facts undoubtedly gave a zest to
both the proceedings and exhibits. All of this is inter-
esting in connection with the electric railway conven-
tion next October. The last six months have also wit-
nessed large increases in the traffic of the electric roads
as well as in the orders placed by them, and these in-
creases should be reflected in the attendance at the Oc-
tober convention, and in the size and number of the
exhibits. Another reason why manufacturers should
exhibit this year is because there was no exhibit last
year. It is the logical year for a good convention and
a good exhibit.

TRAIN

DETENTION

RECORDS

The Master Mechanics' commit-
tee on electric rolling ^tock
brought up again this year the
subject of train delay records for electrified divisions
of steam railroads, and the recommendation to stand-
ardize the form for such statistics is decidedly perti-
nent. At the present time when electrifications are
relatively few in number the opportunity for setting
up standard records is excellent, and once that such a
form is agreed on even by a few companies its per-
manent establishment is assured. The obvious reason is
that as other railroads enter the field of electric oper-
ation it is easier for them to adopt a method that is
already in general use than to work out something dif-
ferent for themselves. Delay statistics for electric
rolling stock offer too many features of importance to
be deprived of the ready aid in connection with com-
parisons that is afforded by a single standard basis,
and the recommendations of the committee, repeated

1166

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 26

from last year's report, provide for the simplest and
most readily understandable form that appears to be
available. This is that, for the maintenance depart-
ment, tram detention! for any period should be totaled
in the basis of miles per detention, and not on the basis
pr minute of detention, because the extent of
any delay is largely a matter of luck. Reliability is
reflected in having a small number of delays and not in
having a possibly large number of delays that all hap-
pen to be short. The recommended classification of
detention as mechanical, electrical and man
failures is also important, and electrified divisions
would do well to adopt it at once in their maintenance
records as well as the use of the basic unit of mileage
per detention.

EDUCATIONAL Recent meetings of sectional elec-

OPPORTUNITY FOR tric railway associations illus-
MANUFACTURERS trate spiendidly a fact to which
attention has been directed before, but which is worthy
of consideration by all who are responsible for conven-
tion program making. This is that the manufacturers
are in a position to present for consideration the latest
specialized data in their respective fields. By the na-
ture of their work they are bound to have in their
employ technical talent capable of "sizing up" the re-
quirements which they aim to meet. Within limits
this talent is available in the preparation of convention
papers. Approximately one-third of every local pro-
gram might profitably be occupied in the presentation
and discussion of papers by manufacturers. These
papers should be of high quality, in every way on a
par with those prepared by railway men. They should
be prepared to advance the whole industry and not pri-
marily to promote the commercial interests of the
authors or the companies they represent. They should
contain accurate data of reference value selected to
answer the question, "What does the railway man want
to know on this subject?" rather than "What does the
manufacturer want to say?" They should be pre-
sented in person by officials qualified and authorized to
answer any legitimate question raised in discussion.
Obviously, such men will be sure of their ground before
consenting to present papers of the kind desired, for if
they have facts which they wish to conceal a wide-
awake meeting is no place for them. The technical
press gives wide publicity to meritorious papers pre-
sented before the company sections and sectional asso-
ciations. The manufacturer who speaks well before
them thus addresses in effect the entire industry. He
has here an exceptional educational opportunity to im-
part desired information, an opportunity which is
worthy of his best effort.

Ml M( II' U

OWNERSHIP

FIASCO

The response of Superintendent
Valentine to the request of the
Seattle Council for some real in-
formation about the local municipal lines ought to be
interesting reading to citizens of the city if they are
desirous of finding out exactly where their insane desire
for municipal ownership has led them. As our abstract
shows, Mr. Valentine believes that Division "A" as now

operated will not earn its operating expenses and in
terest prior to 1936, and Division "C" will not earn its
operating expenses prior to 1926. Moreover, even with
an extension to Ballard, Division "A" will not become
a paying utility for twenty-three years, to say nothing
of the time required to wipe out the total deficit of
$668,000 that will have accrued by the end of this
period. This is a showing at which the city might
well be disturbed, but it would be much worse if all
proper charges were figured in so as to permit a just
comparison with privately-owned utilities. For ex-
ample, the State Bureau of Accountancy calculates de-
preciation for 1915 at $8,233, but this is not covered
by a reserve but by a deduction from the investment so
as to lessen the taxable value. Moreover, comparative
taxes, though calculated for 1915, are evidently not con-
sidered in determining future results, while charges for
accounting, supervision, legal advice and financial work
done by other city departments are not mentioned. Nor
is any more attention being paid to reserves for injuries
and damages, insurance, etc. Were all these to be fully
considered in estimating the prospects of the municipal
lines, we imagine that Mr. Valentine's time limits
would be found highly conservative. It is undoubtedly
true, as he says, that the electric railway business is
far from satisfactory from the point of view of the
operator, but poor results in Seattle have been brought
about far less by general railway conditions than by the
inevitable attributes of municipal ownership. The folly
of municipal ownership is well shown by the Seattle
figures, and the lesson to be derived therefrom should
be apparent to all.

PREPAREDNESS FOR PEACE CONDITIONS

The business situation at the end of the war has wor-
ried electric railway operators just as it has the owners
of other industries. When the war was declared, all
sorts of predictions were made as to the effect upon
business in this country. For some six months the
New York Stock Exchange was closed for fear that
American securities held abroad would be sold at low
prices here and thus disarrange the security market.
The forecasts made at that time included those of high
interest rates because of the demand for capital abroad
and low interest rates because our principal customers
could not take our manufactured products. About the
only prediction upon which most forecasters agreed was
that the war could not last long because the finances of
the several countries could not stand it. Nevertheless,
it has been going on for nearly two years at a cost of
nearly $100,000,000 a day, and none of the countries yet
has shown signs of being obliged to stop simply because
of lack of funds.

One of the most illuminating discussions on the gen-
eral business situation which we have seen is an ad-
dress presented by George E. Roberts of the National
City Bank on June 13 before the Michigan Bankers
Association at Flint, Mich. While guarded as to definite
predictions of the situation after the war, Mr. Roberts
corrects some popular misconceptions as to existing
conditions and so furnishes an outline of what may be
expected at the close of the war.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1167

The first point made is that the amount of productive
property already destroyed, as compared with the total
amount of property in existence, is comparatively small,
even in the countries at war. Most of the destruction
has been in equipment and supplies of current produc-
tion, such as munitions and other war supplies, but
production in these lines has been greatly stimulated,
and higher prices have acted as a restraint upon the
consumption of supplies of other kinds. Another point
made is that the capital of the future is not being con-
sumed because it cannot be. Enormous debts are being
contracted by the nations involved, but this represents
a redistribution of wealth, not an expenditure of capital
before it is created, although, of course, the waste
which is now going on is an economic loss. The critical
period will be at the end of the war when the armies
are dissolved and millions of men must find their places
in civil life. The problem will then be to integrate the
industries, not only at home but throughout the world
and get them on a mutually supporting basis, so that
those at work can purchase the products of others.

As regards the United States, when the war is over
we shall owe less abroad, but we shall be in an abnormal
condition as regards wages, prices and industrial con-
ditions to which we must become adjusted. This can
be done only by realizing now that the present situation
is temporary and that the need of the hour in preparing
for the close of the war is higher efficiency in organiza-
tion, in management and at the work bench so that the
disturbance of industrial conditions at the close of the
war will be as small as possible. If this is done, it will
still be possible to pay higher wages here than are paid
in other countries and yet sell goods abroad if we can
lead the world in methods of production. This, then, is
the lesson to electric railways. They should so improve
their fundamental conditions that when the time for
adjustment comes they will be able to take care of the
situation as it is then presented.

PROFITABLE ENERGY SAVING

It requires on the average about 125 watt-hours per
ton-mile to operate a car in city service. Translated
into a more comprehensible unit, this is 166 foot-tons.
That is, the same amount of energy is required to move
the car 1 mile on the level as would raise it vertically
166 ft. All of this energy goes into heat, part of the
loss being preventable, the balance otherwise.

So desirous of cutting down expenses is the present-
day railway manager that he is willing to entertain any
promising proposition in that direction. This explains
the growing popularity of devices designed to save en-
ergy and increase service capacity of equipment. The
questions to be answered in considering equipment
charges are: Will they pay? and, Is this the best way
in which the required capital can be invested? Correct
affirmative or negative answers to these questions are
necessary to the permanent good of the manufacturer
as well as to the railway. In arriving at correct an-
swers it is helpful first to visualize the present energy
losses and then to consider the possibilities in the way
of saving.

There are several elements in a car equipment the
purpose of which is to produce or induce energy sav-
ing. Field control apparatus, anti-friction bearings,
meters, coasting-time recorders, etc., are of this nature.
These affect directly the rheostatic losses, car friction
losses and brakeshoe friction losses, respectively, and
produce indirect savings as well. That equipment is
most profitable from the present viewpoint in which the
investment in energy saving extras produces the larg-
est net profit, everything considered.

Electrical engineers have evolved a formula which
they have named Kelvin's law. This they sometimes
use in calculating the size of wire for transmission
lines. Divested of its attendant complications this for-
mula states essentially that "The most economical size
of wire is that for which the annual cost of energy
wasted is equal to the interest on that portion of the
investment which is proportional to the weight of cop-
per used." A commonsense way of putting a principle
of wide application, we must admit, a principle also that
is sometimes overlooked. It can be applied in connec-
tion with the many plans which are being offered for
saving energy in car operation, not mathematically, per-
haps, but at least in a general way. The conclusion of
the preceding paragraph is essentially a rewording of
Kelvin's law for the more complicated case in hand.

At first glance it would appear that if we had a fric-
tionless car to which the air offered no resistance we
should be able to move it between two points on a level
track without expenditure of energy. This would be
the case if a uniform velocity could be maintained dur-
ing the run. But if the car is to be brought up to speed
from rest, energy must be stored due to the mass of the
car, and this energy must be dissipated if the car is
stopped. Hence, there would be a waste of energy even
with a frictionless car. In ordinary city service the
frictionless car would require at the wheel tread a third,
more or less, of the usual actual energy. This "inertia"
loss, which must be charged to the necessity for start-
ing, will always be with us. It is dissipated in brake-
shoe friction, and is less as the speed at the point of
brakeshoe application is lower. Coasting conduces to
saving in this direction. Another third of the energy
consumption of the car goes into friction loss, in mo-
tors, gears, car journals and wheel flanges. From a
third to a half of this is preventable by the use of bear-
ings practically frictionless.

The remaining third of the energy consumption is in
rheostatic resistance, motor core and copper losses,
brush friction, air resistance, etc. It would not be far
amiss to say that one-half of this third is lost in the
starting grids, about a third in the motor items men-
tioned, and the remaining sixth in everything else. The
principal chance to save here is in the first item, the
magnitude of which may be reduced one-half or more
by field control.

Of the three main schemes for saving energy the fol-
lowing may be said. They are all inherently good. In
general they can all produce energy savings. Whether
any or all are applicable in a given case is a matter for
careful calculation.

1168

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

N order for thirty-one low-floor, end-entrance pre-
payment cars has recently been completed for the
Wilmington & Philadelphia Traction Company, Wil-
mington, Del., in which the features of design are 26-in.
wheels, 25-hp. motors, and an unusually light weight of
30,540 lb. The new cars have been placed in city and
suburban operation in Wilmington, Del., and Chester,
Pa., and in both cities they met with instantaneous and
universal approval of the public and received compli-
mentary descriptions in articles published in the local
newspapers. The general dimensions are as follows:

LangtB "V.-r fwUbn •

Height, rail to sills.

....26% in.

i.niKih over i«mIv y.t rt.

Height, sill to trolle

i base.

Wi.ltli ..v.-r ilua.

8 ft. 1% i"

Wi.lll, ,,%,, 111

■ liters

.17 ft. 4 in

A New Low-Floor, End-Entrance Car

The Wilmington & Philadelphia Traction Company Has Placed in Service a Number of

Small-Wheel, Low-Floor Cars with Drop Platforms at the Ends— The Scale Weight

Fully Equipped Is 30,540 Lb.

AN nrder for thirty-one low-floor, end-entrance pre- as to reduce the length of the car and still provide suf-
payment cars has recently been completed for the ficient room for the pay-within system of fare collec-
lection. The length of the body was also kept down by
the adoption of a side-post spacing and seat centers of
only 29 in. The light weight of the cars has already
effected a gratifying economy of power, and in this con-
nection it may be said that the company is now engaged
in making a test to ascertain how much power the new
cars take under various operating conditions. From
the preliminary results obtained the electrical depart-
ment estimates that the energy consumption will be low
enough to effect a material saving.

The use of 26-in. wheels, which is an innovation in
both Wilmington and Chester, has met with universal
approval by the railway officials and the public. Ad-
vantage of the small wheel diameter has been taken in
this case by the omission of one step, the passengers
stepping directly from the street to the platform, a
height of 15 in. By ramping the platform IV2 in. trans-
versely at the end of the car-body floor and by ramping
the car-body floor 3 3/16 in. longitudinally, it was pos-
sible to reduce the height of the step leading into the
car itself to 12 in. This height is between 2 in. and 4
in. less than the second step on the company's old equip-
ment, and is sufficiently low to allow the passengers to
move with ease into the car body. Although a 9-in. step
from the platform into the car is usual on high level
cars, this difference in height is more than compensated
for by the fact that every passenger on the new cars
saves one step and about 12 in. over the usual type of
car, which has a lift of 15V2 in. from the ground to the
first step, 14% in. from the first step to the platform
and 9 in. from the platform into the car, making a to-
tal of 39 in. Of course, these measurements vary, but
the figures given are the heights on the new type of
car with 33-in. wheels which this railway purchased in
1912. In addition, the low center of gravity has made
the riding smooth and easy, and at the same time the
coasting has been found to be remarkably good.

Passengers enter the cars at the rear platform and

The principal points which the company had in mind
in designing the new equipments were as follows: (1)
Lightness; (2) suitability for use on both city and sub-
urban lines; (3) convenience of passengers while board-
ing and alighting; (4) semi-convertible feature for all-
year operation. The actual weight of the car, complete
with motors, trucks, air brakes and all other acces-
sories, is only 30,540 lb. This is apportioned among
the parts of the car approximately as follows, the fig-
ures being estimated but checked against the actual to-
tal scale weight.

Car bod; 15.250 lb. Trucks

Kli'i'trlciil equipment, ex- Motors

I'luilliiK motors 1.220 1b. Known weight of

Air brake equipment. .. .1,01 < lb. complete

..3.497 1b.
.30,540 1b.

The unusually low total weight for a unit of this size,
was made possible by adopting the Baldwin class
62/18/C arch bar type of truck with 26-in. wheels and
a 5-ft., 2-in. wheelbase, and by installing a new type of
General Electric motor, No. 258, which is of the ven-
tilated type, and has a rated capacity of 25 hp. Four
motors are used, one on each axle, thus securing the
maximum possible adhesion which is necessary on ac-
count of heavy grades and rapid rates of acceleration.

The car body is made of light, all-steel construction.
The length of the platforms, 5 ft. 6 in., was selected so

— i.

II 1 n

lit

WILMINGTON CARS— SIDE VIEW SHOWING STEPLESS PLATFORMS

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

leave by the front platform. However, in cases where
the car is crowded, making it difficult for persons in the
rear to get through the aisle in order to leave by the
front platform, they are permitted to leave by the rear
platform. The public instantly adapted itself to this
rear-entrance and front-exit plan of operation, and the
low-level platforms have greatly facilitated the loading
and unloading of the cars. Nearly all of the passengers
move off the platform when alighting as if stepping
from the sidewalk into the street, without taking hold
of the handles. The prepayment method of fare collec-
tion, which is new on the system, is simplified by the
use of folding doors and the omission of a bulkhead
between the platform and the interior of the car. In-
stead of bulkheads, vertical enameled grab posts are
placed on each side of the car at this position. Fare
boxes are not used for fare collection, but International
registers are employed.

The wheel diameter of 26 in. was adopted instead
of the more usual one of 24 in. for several reasons, the
principal one being that sufficient clearance between the
top of the rail and the under side of the front of the
platform, also underneath the car body could not be ob-
tained with 24-in. wheels, as there are a number of
sharp vertical curves on the system, where the grade
changes from level track to steep ascents. Also, cast-
iron wheels were adopted, because the weight of the car,
speed and operating conditions did not warrant the use
of steel wheels, which would have cost more than twice
as much as those that were used, and in addition, it
was almost impossible, at the time when the cars were
purchased, to get deliveries on rolled steel wheels.

Interior Arrangement and Construction
The interior of the car is neatly finished in Agasote,
as a necessary adjunct to the Brill semi-convertible ar-
rangement by which the upper and lower sash raise
into the arch roof. The ceilings are painted in straw
color while the interior trimmings of the car are fin-
ished in mahogany and bronze. The seats are of the
reversible type, covered with rattan, and they provide a
seating capacity of forty-four persons. Outside the
cars are painted green, trimmed with cream, according
to the standard of the traction company. Striping and
numbering and the monogram of the company are in
gold.

Steel underframing is used, the side sills being made
of 5-in. x 3V2-in. x 5/16-in. angles with the long leg

HS-^llli,- SI .ill*-

iUummWj)!

WILMINGTON CARS — INTERIOR VIEW

horizontal. At the bolster this side sill is reinforced
with a 6-in. x 3y2-in. x 5/16-in. angle about 3 ft. long
to relieve the strain on the horizontal leg of the sill
angle. The end sills are of 3/16-in. pressed steel, the
crossings being of Vs-in. pressed steel riveted to the side
sills. Bolted to the side sills are cast-steel bolsters, and
the outside platform knees are of 7-in. x 3V2-in. x %-in.
angle reinforced with 2-in. x 2-in. x %-in. angles under
the end sill. These outside platform knees are sus-
pended from the pressed-steel end sill, the knee bearing
directly under the side sill at the rear end. The center
platform knees are of 4-in., 5.25-lb. channel, extending
from end sill to bumper.

In the body framing of the car the side posts are of
2-in. x 2-in. x %-in. tees extending from the side sills
to the top rails. The corner posts are of 3/32-in. steel,
and the side sheathing is of the same thickness, being
made in three sections. The plain-arch roof runs the
full length of the car, supported on U-shaped, pressed-
steel rafters.

Other specialties of car equipment includes Curtain
Supply Company's curtain fixtures, Fabrikoid curtain
material, Keystone destination signs, Parmenter fend-
ers, Brill Dedenda gongs, Peacock staffless hand brakes,
Peter Smith electric heaters, Golden Glow headlights,
Electric Service
upply Com-
pany's catchers
and Railway
Utility Company's
ventilators. The
car bodies were
built by The J. G.
Brill Company.

WILMINGTON CARS— PLAN AND ELEVATION SHOWING GENERAL ARRANGEMENT

1170

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

Power Generation for Electric Railways*

The Author Considers the Relative Merits of Small, Distributed Power Plants and Large

Central Ones, and of Purchased versus Home-Made Power

By HENRY G. STOTT

Superintendent of Motive Power Interborough Rapid Transit Company, New York, N. Y.

THE subject of power generation is a very broad one hydroelectric power for certain load curves almost in-
which must be studied from both the financial

economic viewpoints. A proposition can be perfectly
successful from an engineering point of view, but be
quite foolish from an economic one.

The first question which arises in any power gen-
eration problem is the cost of power, which is made up
of two main items, fixed charges and operating charges.
These in many cases are very nearly equal for steam
plants. Fixed charges comprise interest on capital,
amortization of capital, functional depreciation, taxes
and a portion of administration expenses or running ex-
penses. Operation and maintenance costs include all
costs involved in operating the plant and in maintain-
ing it at original efficiency. Unfortunately the ele-
ment of fixed charges is often neglected or ignored in
computing and comparing the cost of power.

The first item to be determined in fixed charges is
what the money will cost, considering interest and pro-
viding for the return of the money to the owners. The
latter is called an amortization charge and is usually in-
cluded in with interest, resulting in a total cost for the
money of about 6 per cent. Taxes form a larger per-
centage of the total cost of power than is often realized,
amounting to 3.5 per cent on the total investment on
the average, and varying between 2 per cent and 5 per
cent. When all of the items in fixed charges are in-
cluded the total cost of the money invested will be found
to be not less than 10 per cent and probably 12 per cent
or more.

In hydraulic plants the operating charges are so small
as to be negligible while the fixed charges are very high.

Some Power-Cost Graphics

The diagrams reproduced herewith illustrate many
points regarding the cost of power. Fig. 7 shows typi-
cal railway load curves, the lower one being the sum-
mer curve and the upper one the winter curve. Due to
the heating load and the heavier schedule run, the win-
ter load goes up to about 100,000 kw., and down, with a
corresponding peak in the summer, to about 55,000 kw.
The heating load in this particular case is about 20 per
cent of the schedule load.

Fig. 1 is based upon Fig. 7, and illustrates the vary-
ing cost of power during twenty-four hours, and with
varying amounts of power, supplied from a hydraulic
plant, and a steam plant respectively. The total load is
divided between the hydraulic plant and the steam plant,
as indicated by the scales.

Figs. 2 and 3 show the costs with different sources
of power. In all cases the cost of power during the

variably provides a lower cost of power for railway work
than power from either a straight steam or hydroelec-
tric plant.

Fig. 4 shows the variation of cost of power with load
factor, in a plant costing $60 per kilowatt. The lower
curve plotted below the zero line shows the operating
and maintenance costs, and the first curve above the
zero line shows the fixed charges or investment costs.
The latter curve indicates how important these charges
become at light load. As the load factor increases the
fixed charges become less, and there is also a decrease
in operation and maintenance cost. At any load factor
the total cost of power can be obtained by adding the
two ordinates, as is done in the upper curve above the
zero line. This curve indicates the importance of build-
ing up the load factor in any plant. Fig. 5 gives simi-
lar data for a plant costing $80 per kilowatt. Referring
to the upper curve it will be seen that at 50 per cent
load factor the total cost of power is about one-half of
what it is at 20 per cent load factor.

In Fig. 6 the curves of Figs. 4 and 5 are superim-
posed to emphasize the difference in cost of plants A
and B (see Fig. 8) when operating at 45 per cent and
25 per cent load factors.

Diversity Factor or Time Differential
Fig. 8 shows a typical load curve with a load curve
of a small plant added for purposes of comparison. Let
us assume that a small d.c. station is shut down and
that its load is added to that of another plant which al-
ready had a fairly large load. This introduces another
factor, which is sometimes called the "diversity factor."
I do not think that this name describes the factor very
well. "Time differential" is a better description. It
simply means that if one can find a load to add on to
his other load, in which the peak load or high point
does not come at the same time as it does in the other
load, then the second load can be carried with advantage
without adding much to the capacity of the plant. In
other words, the fixed charges will not be increased by
adding the load in the valleys shown in Fig. 8, as long
as it is not added also to the higher peak. The differ-
ence between the broken line and combined curve at the
peak in this figure represents the time differential, and
5000 kw. in the total capacity of the plant would be
saved by having this small load added.

The question of disposing of small plants and in-
stalling a new central plant is purely an economic prob-
The question arises as to the money borrowed for

lem.

the old plants, and whether it has been written off in the

small hours of the morning when the load is light, goes shaPe of depreciated capital. It is very important that

the new plant with high-tension transmission should
make up in higher efficiency for any loss in capital and
at the same time show a net gain and superior opera-
tion over the previous installation.

In all probability the service from the central plant
with long-distance high-tension transmission will not

is for all steam power. A combination of steam and be ^ reliable as that from the small plant on account of

-^tract of an address delivered before the Connecticut Com- 5? w"f„f ^f ^ ^ ^ ^ inSUlat°rS and
pany section of the American Electric Railway Association on ulsnlpt tne transformers. That IS, the "reliability fac-

May *• m* tor" *iH not be as great. However, this objection is at

up to a high figure. The difference between the cost at
3 a. m. and 9 a. m. is very marked.

The first curve, A, is for hydroelectric power only. It
shows how the cost is prohibitive at light loads. Curve
B is for 75 per cent hydroelectric power and 25 per cent
steam power, curve C is for half of each, and curve D

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1171

STEAM
60

PLANT
40

TOTAL: HYDRAULIC PLANT

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PERCENT LOAD FACTOR OF LOAD

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Fig. 1 — Daily average
cost of power, steam
and hydraulic plant
— typical city load ;
Fig. 2, cost of power
during day — summer
load; Fig. 3, cost of
power during day —
winter load; Fig. 4,
variation in cost of
power with load factor
in plant costing $60 per
kilowatt ; Fig. 5, vari-
ation of cost of power
with load factor in
plant costing $80 per
kilowatt ; Fig. 6, show-
ing curves in Figs. 4
and 5 superimposed ;
Fig. 7, typical railway
load curves ; Fig. 8,
combined load curves
for large and small
stations.

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2466 ,0^

Graphics of Power Generation for Electric Railways

1172

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, NO. 26

present not very grave because the apparatus is being
improved and made more capable of withstanding light-
ning shock.

Power Costs in Large Plants

The size of plant has quite an appreciable effect on
the cost ni power. Below certain sizes, say below 1000
kw., the efficiency of the steam turbine goes down very
rapidly with the size. In plants where such sizes of
unit are BMdcd it would be better to buy reciprocating
engines, direct-connected to the generators than to put
in turbines. As the size goes up, however, the turbine
shows considerable improvement over what the recipro-
cating engine can do, and in units of 30,000-kw. capac-
ity or more there is a very marked improvement. The
unit purchased not long ago by the Interborough Rapid
Transit Company is going to generate 70,000 kw. on
10.5 lb. of steam per kilowatt-hour.

Further, there must be a certain number of men to
operate stations; engineers, firemen, oilers, etc. A man
can take charge of a large unit as easily as he can a
small one, so that the cost of labor does not go up in
proportion to the size of the plant. That is another
factor which makes a large plant cheaper proportion-
ately. In a very large plant, however, the cost of these
items is almost negligible, whereas the costs of coal and
water are very important items, especially the former.

For illustration, when we started developing power
for the electrification of the Manhattan Elevated Rail-
road system in New York, about fifteen years ago, it
took almost 3 lb. of coal per kilowatt-hour and to-day we
are using but 1.5 lb. with modern turbines. When the
older units were put in they were the finest ever built
and cost about $250,000 each. Put owing to the prog-
ress of the steam turbine it seemed advisable to take
out the engines and replace them with turbines, al-
though their scrap value was only about $10,000 each.
The problem of writing off this difference is a real one.
It touches the question of what we might call the effect
of obsolescence upon the economy of production.

Shall Railways Generate or Purchase Power?

The general question as to whether the railway com-
pany should manufacture its own power or buy it, is a
very interesting one. If we look at the question in its
broadest aspect, there is no reason why a railroad com-
pany cannot build just as economical plants as any
power company can build. The only difference is the
one pointed out in Fig. 8, that is in the time differ-
ential. Suppose that there was a capacity of 50,000 kw.
which the railway required only at certain times. If
power could be sold to some consumer who would come
in and fill up the "valley" in the railway load, power
could be sold for practically nothing but the operating
cost. It would, at the same time, cut down the cost to
the railway, which would certainly expect to make a
profit on what was sold.

The flatter the load curve, the cheaper the power.
That is the main incentive for the general power com-
pany to get loads from all sources, various kinds of
loads, and especially night loads. If the railway can
build up a load factor as good as the power company
can, then there is no reason why the railroad company
should not make the power and sell some of it to some
one else. If the power company can build up a better
load factor than the railway can, for any reason, then
the railway can make power cheaper than the power
company can make it.

Steam Versus Water Power
In the hydroelectric plant the first cost is probably
two to three times what it would be for a first-class

modern steam plant. The average installation of hydro-
electric plants at the present time in first cost will
amount to not less than $150 per kilowatt of capacity.
A first-class steam plant can be put up to-day for an
amount varying from about $55 to $75 per kilowatt of
capacity depending on the size. If a big dam must be
built for a large water storage, then the hydroelectric
plant may run from $200 to $250 per kilowatt of
capacity.

Another difficulty with the hydroelectric plant is that
there are usually certain dry seasons when the hydro-
electric power will be cut down largely, if not stopped
altogether. The water supply is very uncertain unless
enormous expense for dams and storage is incurred.

The financial question exists even in such water sup-
plies as that furnished by the Niagara River. Some
months ago in a consulting capacity I came in contact
with a case where a large company, not very far from
the Falls, was confronted by two conditions. First of
all, it was not allowed to get any more power from the
Falls. The governments of the United States and Can-
ada had established a certain maximum number of cubic
feet per second which they would allow to be diverted
from the Falls, in order to preserve its scenic beauty.
That point has now been reached. After making a
thorough investigation of the shape of the load curve,
and an analysis of the whole situation, and taking into
consideration what power is costing now, it developed
that the company could afford to put in a large steam
plant of its own and make power at least as cheaply as
it could buy power at Niagara Falls. That, of course,
is conditioned on the load factor. If the full load would
continue more than twelve hours a day the hydroelectric
power would be cheaper. This company is now build-
ing a plant which will cost $4,000,000 so as to make the
greater part of its own power.

If such a condition exists at Niagara Falls, one can
imagine what the condition is in the average water-
power plant, which runs dry half the time. When
we talk of cheap hydroelectric power, there is a
string attached to it. It is cheap, of course, when you
consider only the cost of operating the water-power
plant. But, as pointed out before, the money spent in
building the plant must be paid for. Instead of paying
for coal or other supplies as in a steam power plant,
interest, etc., must be paid for the money in this case.
For practically all cases where the load is that of a light-
ing or railway company, which means that its load fac-
tor is not more than 50 per cent at the very outside and
in some case it goes down to 30 per cent, water power
is a very questionable investment.

In connection with the operation of combined water-
power and steam plants the following point should be
noted. In order to make a hydroelectric proposition
pay, and at the same time sell power at a low cost, the
power must be used for a considerable number of hours
in a day, or otherwise it must be sold at a high price
or it will not be a paying proposition. The steam power
plant, with its low fixed charges for a short number of
hours per day (ten or twelve as the case may be), and
for even a shorter time over the peak load, helps out by
cutting down the fixed charges on the hydroelectric
power, and in allowing these fixed charges' to be dis-
tributed over twenty-four hours instead of six or seven.

Direct or Alternating Current
Among other questions involved in the subject of
power for electric railways is that as to whether it is
better to operate a number of isolated plants, or to give
up the d.c. system and extend with the a.c. generation
system, in turn, converting the alternating current by
means of rotary converters into direct current. The

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1173

answer to that question, it seems to me, would neces-
sarily depend to a very large extent on the size of the
plant and the amount of load. This comes back again
to the question of cost of power production.

The high-tension alternating current is cheaper to
make, as a rule, but if the location of an existing power
plant is far away and the load is small, then in all prob-
ability d.c. power is as cheap as a.c. power. When new
units are to be put in, however, it would in general be
a mistake to buy any more d.c. units, unless it may be
simply a small addition, the reason being that it is neces-
sary in practically every case to have engine-driven units
for the small sizes. As already pointed out, if the
units are small, better economy will be obtained from
the engine, for in small sizes the economy of the steam
turbine is poor. Again, the turbine requires a large
amount of condensing water in order to get a good
vacuum, and in some cases this may not be obtainable.
On the other hand, if a new plant is being built then un-
doubtedly, where the transmission distance is not too
great, it will probably pay to put in one central power
plant to generate alternating current, and transmit it at
the required high tension.

Electric Locomotive Drive

Discussed by Committee on Electric Rolling Stock at

Convention of American Railway Master

Mechanics This Week

AT the annual convention of the American Railway
Master Mechanics' Association, which was held in
Atlantic City on June 19-21, the feature of most inter-
est to the electric railway industry was the report of
the standing committee on the design, maintenance and
operation of electric rolling stock, a large part of this
being devoted to the subject of electric locomotive
drives. The report included descriptions of all means
for transmitting power between the motors and the
driving wheels that are in use on electric locomotives in
this country. In connection with the gearless motors
used on the New York Central Railroad, the report
stated that, contrary to general opinion, the lack of
spring support in this design did not appear to be hard
on the track. There was, in fact, no track distortion
whatever, nor undue wear on the rails. The opinion of
the track foremen on the electrified district is that the
rail wear from motor cars is greater than that produced
by the locomotive, but in this connection it should be
mentioned that 100-lb. rails are used within the electri-
fied zone.

Comment was made upon the use of flexible gears as
applied to the locomotives for the Chicago, Milwaukee
& St. Paul Railway, these being said to produce an ex-
ceedingly quiet-running machine, although speeds as
high as 60 m.p.h. were attained. Descriptions were
given of the side-rod type of locomotive used on the
Pennsylvania Railroad, and on the combined side-rod
and jack-shaft design for the Norfolk & Western Rail-
way. The quill type of drive used on the New Haven
locomotives was also mentioned briefly.

In conclusion, the report stated that experience with
electric locomotives had not been sufficient to warrant a
final conclusion as to the merits of the various systems
of transmission of power between the motors and the
drivers. The fact that scarcely two orders for electric
locomotives have been built from the same plans is
evidence of this, and in view of the infancy of electric
traction as applied to steam railways, it should not be
surprising if a variety of designs continue to appear.
As yet, however, the Scotch yoke, which has been used
rather frequently on foreign locomotives, has not been
applied in America.

The report also dealt with the subject of train deten-
tion statistics, stating that at the present time there is
practically no uniformity in the delay records of rail-
roads. There should, however, be delay statistics that
are compiled with special reference toward the needs of
the motive-power department as separate from the oper-
ating department. These motive department statistics
should show miles per detention for the guidance of
that department, leaving the basis of miles per minute
detention for the sole use of the operating department.
The records should classify train detentions under the
headings of man failure, mechanical failure and elec-
trical failure. All train detentions of one minute or
more should be recorded, but delays to following trains
should not be included in the motive power statistics, as
such records are only misleading.

Artist's Idea of Jitney Competition

AVERY effective cartoon on the existing transporta-
tion systems in California appears in the issue for
May 5 of the Byron (Cal.) Times. It is from the pen
of Ralph 0. Yardley, and the interurban car and the
steam locomotive are shown stopped by an anchor and
chains labeled "Commission," "Laws" and "Legisla-

ted..Operator, of Railway Line, Who H... Spent MiUion. of M.
» Honeycombed by the Irre.pon.ible M Wh.ch Network. The.r Or. .nd
Track., Hamper! Transportation and Clamor, for Public Support.

CARTOON FROM BYRON (CAL.) "TIMES"

tion," while the jitneys have spun a web about the car
and locomotive. The jitney lines are marked "from
nowhere to nowhere," "here to-day and gone to-mor-
row," "we assume no risks," "we don't guarantee any-
thing," "at your own risk," "we make no promises," etc.
A reproduction of this sketch is published herewith.

The committee on electric wiring systems of the elec-
trical industry has appointed a sub-committee to inves-
tigate bare grounded return wiring systems. William
S. Boyd, Western Association of Electrical Inspectors,
175 West Jackson Boulevard, Chicago, 111., is secretary
of the sub-committee. The sub-committee desires the
co-operation of the electrical industry in its studies and
requests that information on wiring systems in which
bare grounded conductors are used be sent to the secre-
tary.

1171

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

Storeroom Systems*

A Practical Discussion of the Purchasing and Handling of Supplies and of Stores Accounting
with Specific Recommendations as to Procedure

WHERE possible, material stock should be kept
close to its point of use. For example, wheels
and axles should be stored in a place convenient to the
wheel press and lathe; lumber should be stored in a
place near the carpenter shop and, in fact, all heavy ma-
terials should be stored just as near the point where it
will be made ready for application or use as is possible
after first unloading, effecting a saving in labor of ex-
pensive rehandling.

Material ordered for any specific purpose may be
shipped direct to the point at which it is to be used but
should be handled through the store accounts. If ma-
terial is finally charged to operating or construction ac-
counts by other than the stores department, a stock
transfer voucher or storehouse invoice crediting stock
accounts should be rendered against the department
making final accounting for the material.

To care for this material properly the storehouse
should be subdivided as follows: lumber, wheels, axles
and castings, oils and waste, track material, line ma-
terials and miscellaneous materials such as are used in
common by all departments of the railway, a material
clerk being placed in direct charge of each of these
classes of material. This material clerk should be pro-
vided with an office as near as possible to the stock over
which he has charge so that he will be in position to see
what is going on. Of course if the quantity of stock on
hand does not justify this plan, one clerk may be able
to handle all stock.

Where bins or racks are used to store material, they
should have painted or stenciled on them a sufficient de-
scription of the material to enable an inexperienced per-
son to fill the order by comparing the material called for
on orders with the description on the bin. Lumber
should have a sign of some sort showing size, kind, etc.,
stenciled or nailed on each different pile so that a glance
will tell what the material is. Frogs, switches, etc.,
should have stenciled on them the number and weight.
Bolts need nothing more than the size V4 in. x 5 in., car
brasses should be marked 5 x 9, 4 x 8 or whatever their
size. It is not improbable that two-thirds of the stock
can be so marked. In each of the bins should be a card
having on it the stock account number and the serial
number so that each time a new item is added, simply
the next serial number has to be used. That serial num-
ber can refer to a book in which is kept whatever de-
scription is necessary. On this card should also be
shown the stock account number. It is likely that this
article may be used for different work and naturally
would be classed under one or more accounts. However,
it is proper that they should be kept in stock only under
one account. The fact that one draws out of stock ma-
terial that may be charged to various operating ac-
counts has no bearing on the stock room. The only

By A. SCHWARZ
Vice-President Toledo & Western Railway

on which the item will be found. We will suppose the
storekeeper's office receives an order bearing number
5-20. The clerk handling the stock ledger knows at
once that on page 20 of section 5 will be found what
he is looking for. The 5 is the stock account number
and 20 is the serial number.

On this card should also be kept a record of the quan-
tity in the bin, which is a very easy matter, for the card
may be whatever size you choose, preferably 4 in. x 6 in.
Each time the storekeeper draws out or adds to any
stock he should at once enter on this card a record of
this withdrawal or addition so that at all times with-
out counting your stock you have a record at each bin.
These records may be checked by inventories taken, say,
every three months.

These cards also serve another purpose. In red ink
on this card can be placed a figure which has been pre-
determined shall be the figure representing the mini-
mum amount of this stock to be carried on hand. The
storekeeper can then, when he reaches this minimum
figure, jot it down in a book so that at the end of the
month he may make requisition for this stock. This is
a protection for the storekeeper as well as the purchas-
ing agent. This card can also be used to give records
of monthly consumption, and in case of rising markets
the storekeeper can probably persuade the management
to order a six months' supply or a year's supply, which
on large roads is very often a considerable item.

Of course, where material cannot be placed in bins it
will be necessary to keep these cards in the office of the
material clerk in charge.

Handling of Requisitions
On large properties the amount of material purchased
each month entails a very great amount of clerical work
in the purchasing agent's office, and to distribute this
work over a month's time in his office requires that dif-
ferent storehouses forward their requisitions at stated
periods. A storekeeper required to forward his requi-
sition on the first of each month will necessarily re-
quire his material clerks to furnish him a list not later
than the 25th of each month showing what material
should be ordered. These lists must show the material
number, description of article and quantity on hand as
shown by the bin cards. The storekeeper should then
have these lists checked against his material ledger. This
check will show any discrepancy which might creep in
and determine whether the material clerk is properly
accounting for stock or any abnormal usages. The
clerk making this check will show on the lists the quan-
tity to be ordered according to the record of previous
consumption. These lists may then be turned over to
a stenographer to be written up.

According to my way of thinking, requisition blanks

thing to determine is the proper account to which to should be large enough for ordering twenty-five to

charge it. thirty items on a sheet, preferably 9 in. x 14 in., and

The value of this can be explained by the fact that should be drawn up as follows: Column for stock ac-

the general ledgers m the storekeeper's office can be count and serial number (as 5-20), description of ar-

wntten up by sections according to stock account and tide, quantity on hand, average monthly consumption,

senal numbers which may designate the page number quantity desired and purpose for which material is to

"Abstract of a_ paper presented at the Toledo meeting of the be USed- These requisitions should be made in tripli-
cate, the original forwarded to the purchasing agent,

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1175

the duplicate retained by the storekeeper and the trip-
licate turned over to the material clerk. A separate
sheet or sheets should be prepared to cover each indi-
vidual stock account.

In issuing orders for material on requisitions the pur-
chasing agent should forward to the storekeeper two
copies of his order to the supply house. One of these
copies should have space provided on the back for re-
porting the receipt of material to the purchasing de-
partment by the storekeeper. The original order for-
warded by the purchasing agent to the supply house
should bear notation "Show our order and requisition
number on all packages." If this is done, the material
clerk, on receipt of the material, may check same on
his copy of the requisition as being received and make
an intelligent report of the receipt to his superior by
referring to the order and requisition number. This
is a requirement closely watched on steam railroads,
for you have no idea what amount of work is entailed
on a large system if this plan is not followed.

Another suggestion is that all articles must be
shipped to the head of the department who makes the
requisition and not shipped in the name of the railroad
only, providing they are not handled through the store-
room. This plan should be followed also when there is
more than one storeroom, such as maintenance of way,
shop or car storehouses. These departments often use
similar material, and if the name of the head of the
department is on the shipment, it often saves a great
deal of trouble in determining who shall handle and
take care of the material. Whenever shipments are
made out on the road to substorekeepers it should be
shipped to the name of storekeeper who is to receive it.

Invoices and the Receipt of Material

On receipt of material, the storekeeper fills out the
receipt on the back of the order as mentioned above and
forwards it to the purchasing agent who, on receipt of
the invoice, attaches this receipt to the invoice, and
makes it a part of the permanent record. If only a
part of the order is received, another form called "par-
tial received slip" should be forwarded to the purchas-
ing agent.

All invoices should, of course, be sent by the supply
house direct to the purchasing agent who transmits
them to the storekeeper. On a large system, ability to
take advantage of a ten-day discount is very rare, as
the red tape necessary on these systems is hard to over-
come. On a small system the discounts mean quite a
great deal in the course of a year and the material re-
ceived slips originated by the storekeeper should be
quickly transmitted to the purchasing agent so that if
it is a discount bill the auditor may take advantage of
such discount. The invoice can then be sent to the
storekeeper for proper entry as to price and 0. K. by
himself. However, in a case like this, to be safe in
the matter, all invoices if vouchered before passing
through the storekeeper should be marked "vouchered"
with a large rubber stamp, (preferably in red ink) sig-
nifying the auditor has vouchered. We had difficulty at
first with our properties in handling discounts but find
that we are now able with this method to take advan-
tage of the majority of our discounts.

Purchasing agents and auditors, if co-operating prop-
erly with manufacturers, can readily get them to agree
that discount for material received during one month
will be allowed if paid before the tenth day of the fol-
lowing month after the receipt of material. Under this
method, those invoices received after the tenth of the
month need not be vouchered until properly O.K.'d by
the storekeeper, but when such invoices to be vouchered
are received between the first and tenth day of the

month, they should be passed to the auditor by the pur-
chasing agent, as explained, on receipt of the slip from
the storekeeper stating that the material had been re-
ceived.

On large systems where the purchasing agent and
perhaps the general storekeeper are not located at the
point where the stock is received, the supply house is
required to make invoices in triplicate, the original and
triplicate being sent to the purchasing agent and the
duplicate sent direct to the storekeeper at the point to
which the material is consigned. The storekeeper, af-
ter receiving the material, can quickly make whatever
entries he needs, and on receipt of the original from the
purchasing agent who forwards it as soon as his rec-
ords are taken, may quickly O.K. and return it to the
purchasing agent in time to take advantage of any dis-
count which may appear.

The storekeeper should maintain a record of his ma-
terial received reports to the purchasing agent. This
record should show the following information: Date
received, purchase order number, date purchase order
returned, firm from whom received, description of ma-
terial, quantity, cost, freight charges, total cost, unit
cost, stock and serial number and remarks. Before for-
warding these reports to purchasing agent the store-
keeper will fill out as much of this record as possible.

In the column headed "remarks," a serial number
may be given to each of these received reports returned
to the purchasing agent, and this serial number can be
placed on the order. When forwarding the invoices
to the storekeeper for approval the purchasing agent
should attach this receipt to the original invoice, as ex-
plained. The storekeeper, on receipt of these invoices,
completes his material-received record which is easily
done by referring to his receipt number, which he
placed on the receipt before forwarding it to the pur-
chasing agent. He turns to this number in his ma-
terial-received record and fills in columns of date in-
voice checked, material cost, total cost and unit cost.
This, it will be seen, absolutely overcomes a possibility
of the storekeeper approving two invoices covering the
same material, a number of cases of which I have known
to occur.

Disbursements

No material should be disbursed by material clerks
without an order signed by the foreman in charge of
the work on which it is to be used or the head of the
department in which it is to be used. When these or-
ders are filled and the material clerks have made the
proper entry on their bin cards and have placed on them
the stock account and serial number, they should be
turned over to the storekeeper. His office will show on
the face of the orders, price and extension, stock ac-
count to be credited and operating or construction ac-
count to be charged. We believe credits to stock ac-
counts and debits to operating and construction ac-
counts should be balanced daily and a recapitulation of
each five days' business made. This not only tends to
keep the office work up to date but often saves a great
deal of checking at the end of the month when the stock
report is due in the auditor's office and when time is
valuable on account of many other reports being due.

We believe the storekeeper's office should maintain a
general ledger compiled so that each stock account will
have a separate section, the pages of each section bear-
ing a number and description of material which cor-
responds with the number and description on the ma-
terial bin containing that particular item.

The value of this system of material numbers, which
is easily established, cannot be overestimated. Those of
you who have kept a record of material either by card

1176

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

or book n>ntem, will agree, I am sure, that any sort of
an index to such systems is a great consumer of time
to the office force, whereas, if the outline I have given
is followed, this work will be done by the material
clerk, who is not usually an extremely busy person.

This ledger should also show receipts and disburse-
ments, quantity on hand and the average monthly con-
sumption. Under "receipts" should be provided space
for date received, from whom received, cost and the
page number in the material-received record from which
the item is posted, as this information may be desired
later on for ordering similar material. If, when re-
ceipts are entered in the ledger, it is seen that the cost
of material received differs from cost of material pre-
viously purchased and a part of that material is still in
stock, the value of the material in stock and the value
of that last received should be averaged and this price
posted in the price column under disbursements.

Under disbursements should be shown date disbursed,
quantity, price, balance in stock and value. Disburse-
ments should be posted daily and the ledger balanced
monthly. The latter plan is for the purpose of com-
paring actual stock on hand with that charged against
the storehouse by the auditor.

Reports of Material in Stock
We believe the storekeeper should also furnish the
various departments with a list of what material he
carries in stock. When making requisitions on the
storehouse for material, departments should make two
sets of requisitions, one to cover material which will
have to be purchased and the other to cover that which
will be furnished by the storehouse.

I am a firm believer in carrying everything received
and disbursed through the stock accounts. We have on
our properties a system whereby on any construction
work a great many articles are charged directly to the
income account on the requisition. I am firmly against
such a method, for with a man inclined to be dishonest
it is a very easy matter to order more stuff than neces-
sary and not use it but sell it later on, and no one will
be any the wiser unless a very strict check is made by
the engineering department of such usages, but there
are few properties where such a strict check is made.
Some persons will argue that special stuff or special
tools should not be carried through stock. Why make
fish of one and fowl of another? If you are going to
do something, do it right. It might mean a trifle more
bookkeeping, but a storekeeper delights in having his
accounts checked closely and, I believe, will always
agree that this is the safest method for him.

On large steam railroads where a centralized store-
room transmits tools to various points along the line for
direct use by section men or car repairers, these tools
are often charged out directly to the operating account.
The foreman after receiving these tools must make a
return to his proper officer so that this officer when re-
ceiving the invoices from the general stores department
does not O.K. unless he has a foreman's receipt which,
of course, is all right, although I have known of men
ordering more tools than necessary and getting away
with them;

A foreman in charge of work will often draw from
the stockroom more than is needed for the job and
when finished will return what is left. Such credits
should be handled in the same manner as if the ma-
terial was received from a manufacturer, namely debit-
ing the stores account and crediting the operating ac-
count to which it had originally been charged. No in-
voices are necessary, except that on a large system it is
wise to have a form on which the foreman records what
he returns to the stockroom. This enables him to ac-
count for the articles withdrawn.

Some of you, no doubt, are in the same position as
ourselves, namely, that we carry stock for freight and
passenger cars, rotary stations, line department, track
department, new-business department and, in fact, do
a general business. One storekeeper should have
charge of all these stocks if for no other reason than
that of economy, for, by centralizing, the storekeeper is
able to reduce the amount of stock necessary, provid-
ing each department is required to give him a minimum
amount of each stock required. This minimum amount
can be further minimized by proper co-operation, which,
in the course of a year, amounts to quite a sum of money
to a large concern. Any abnormal demands on the
storekeeper should be anticipated, giving the store-
keeper time enough to obtain such supplies.

Departmental Expense Statements*

The Author Presents a Series of Report Forms and
Explains Their Purposes and Application

BY L. T. HIXSON

THE classification of operating expenses provided by
the Interstate Commerce Commission is not in-
tended to give the detailed information necessary for the
various departments of a company but considers the en-
tire company as a unit. Therefore, in order to get data
relative to the different sub-divisions comprising this
company unit, the operating expenses must be subdi-
vided. The prime factor, then, is the manner of accom-
plishing this result with the least expense and without
interfering with the official classification. This has been
accomplished by the Terre Haute, Indianapolis & East-
ern Traction Company, as described below.

The operating expenses have for some years been con-
sidered separately for seven railway divisions and one
lighting division. The operations of the present
departmental expense statements, however, are confined
to six railway divisions by reason of our accounting con-
ditions requiring separate statements for a combined
railway and lighting property. These statements under
the present conditions answer for departmental expense
accounts. There is no intention of charging to the vari-
ous departments indirect and overhead expenses. The
charges cover only such items as are directly under the
control of the department head, and the comparisons
each month show very clearly whether the department
heads are giving the proper attention to their work.

In addition to the I. C. C. classification charge number
being noted on invoices, storeroom requisitions and pay-
rolls, the division as well as the department symbol is
shown, and, in posting these items to our distribution
sheet (Form I), this information is given. The dis-
tribution sheet used covers pay-rolls, invoices and
vouchers, and stores, the last named appearing on the
back of this form. The front of the form (looseleaf,
9% in. x 11% in.) shown herewith, provides space at
the top for account title and number. Charges are
distributed under the proper subheads, and at the close
of each month are posted to the sub-ledger by division
totals. This ledger contains looseleaf sheets (11% in. x
14% in.) with the necessary columnar rulings for the
seven divisions. For example, the sub-ledger sheet for
account 3, "Ties," has a column for each railway divi-
sion and a grand total column, there being only one
entry each month to the various columns, coming di-
rectly from Form I, above mentioned. There is also a
memorandum ledger sheet (which is the same as the

rw^pfJ; t°i aDp?!per Panted at the Toledo meeting of the
Central Electric Railway Accountants' Association, June 13, 1916.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1177

T. H. 1. AND E. TRAC. CO. month of account title Acct. No
PAY ROLLS. INVOICES. VOUCHERS AND STORES

PAY ROLL

INVOICES AND VOUCHERS .(mo'" ~T

".TaVt-Tht"

B°,

D.* AMOU^

date

^-"o"

DESCRIPTION

D.H

AMOUNT

-f

M5JZI3 DEPARTMENTAL EXPENSE — FORM I — DISTRIBUTION SHEET FOR PAYROLLS, INVOICES AND VOUCHERS, AND STORES

sub-ledger sheet just described) kept for each account
by departments.

After the accounts for the month have been balanced,
the charges to the various departments are drawn off
from Form I and entered in the proper division column
on the page showing the correct account title and de-
partment. For convenience, these departments are let-
tered from A to P, and what is termed department "Z"
covers indirect and miscellaneous charges, so that the
total of all departments equals the grand operating ex-
pense.

After the memorandum department ledger is made
up, the expense items by departments are drawn off in
pencil on ruled sheets in order that typewritten state-
ments may be made. These statements are in practi-
cally the same form as the ordinary monthly expense
statement, with the exception that they eliminate all
charges for which the department heads are not directly
responsible. For example, the statement to the master
mechanic at Department A (Lebanon, Moorsville and
Crawfordsville shops) covers the following accounts:

Conducting transportation:
67 Miscellaneous car service ex-

7(i Cat-house employees
71 Carhouse expense
Equipment: Total

29 Superintendence of equipment _ _

3.1 1'assenser and combination General and miscellaneous:
cars 94 Stationery and printing

31 Freight, express and mail 95 Store expense

cars Total

32 Service equipment Grand total

33 Electric equipment of cars Total — 1915

36 Shop equipment

37 Shop expense

Total

This statement contains columns for the divisions
concerned, with a total column, and it presents the
charges for the current month and the accumulated to-
tals for the year to date. The figures for the previous
year are not given in detail but only in total. Each

department head receives a copy of the statement ap-
plying to his department, while the president and other
officials are provided with the complete departmental ex-
pense statements, together with a summary of all de-
partments for the current month and period to date in
the present and preceding years.

In order that there may be no errors in inter-depart-
mental charges, Form II, which is in reality a bill (9%
in. x 6 in.) is furnished to the head of the department
for any charges made to his department from some
other department. This bill is approved, and the dis-

Way and structures:
24a B., P. & G. — carhouses
24b B.. F. & G. — shops
Total

* "terre Hau

rE. Indianapolis an

D EA

Traction Company

= I.«1» T-. -OLLO-... ,,..„. ,..,.... ,. c

,..„>.

""""'

DEPARTMENTAL EXPENSE — FORM III — LABOR NOTICE SENT
DAILY TO DEPARTMENT HEADS TO GIVE BASIS FOR CHECKING
BILLS

tribution is shown on the right. If the bill be incor-
rect, it is returned with a statement as to the reason for
not approving. The charges which are made against
the department are shown on the books for the current
month as suspended items, subdivided to show the
charge to the proper department. When all bills have

Terre Haute. Indianapolis and eastern Traction Company

INDIANAPOLIS

interdepartmental char

The followii

against your department. please approve
Yours truly.

L. T. HIXSON. Auditor, i

DEPARTMENTAL EXPENSE— FORM II— BILL SENT TO DEPARTMENT HEADS TO SHOW INTERDEPARTMENTAL CHARGES

1178

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

been sent through for the month, this suspense is
cleared by journal entry, the items being distributed in
the same manner as invoices from various firms would
be distributed.

In order that the department head may have the
proper information to check these inter-departmental
bills, a notice is given to each department head daily
covering the charge for labor (Form III). While this
form (8Vi in. x 5% in.) was provided for the use of the
chief train dispatcher in reporting time of trainmen, it
is used with some changes in connection with all other
labor. In case material is taken from a storeroom where
the storeroom is under the direction of some other de-
partment, a duplicate of the storeroom requisition is
turned in to the department head by his employee who

receives the material. These forms (storeroom requisi-
tion and Form III or labor notice) are retained until
the interdepartmental bill is received, so that the de-
partment head has at all times the proper information
to approve or decline to approve a bill.

While the plant outlined above would appear to be un-
wieldy and somewhat expensive, it has been found in
actual practice that the amount of work and expense
was greatly overestimated. It is certainly more satis-
factory to be able to provide statements for the different
departments showing the exact expense for which the
head of each department is directly responsible, than to
include in the charge to a department a miscellaneous
assortment of indirect and accrued accounts over which
he has no control, as is usually the case.

Why Modern Motors Are Economical

A Symposium in Which Is Demonstrated the Ability of Modern Motors to Reduce Energy

and Maintenance Costs

AT the meeting of the Illinois Electric Railways As-
sociation held in Chicago on June 9, 1916, the pres-
entation of the three papers abstracted below was the
occasion of the valuable discussion reported in last
week's issue of the Electric Railway Journal. They
summarize the situation with regard to field-control and
other modern motors.

Railway Motor Field Control

BY D. C. HERSHBERGER

Electrical Engineer. General Engineering Division. Westinghouso

Electric & Manufacturing Company, East Pittsburgh, Pa.

The method of controlling the speed of a railway
motor by varying the field strength is as old as the art
of practical railway motor construction, although the
term "field control" was not adopted until about ten
years ago. About 1888 to 1890 the Sprague Company
was building double-reduction geared motors having
three separate field coils per pole. With the three coils
in series it was possible, with some of the smaller
motors, to eliminate resistors. The coils were arranged
in series-parallel groups on the intermediate notches,
while on the last notch all coils were connected in paral-
lel. On the large motors it was necessary to employ
resistors.

A year or two later there were a few motors which
employed the "loop" system, which was similar to the
present method of field control. Practically all of the
equipments of this period employed rheostatic control
without series-paralleling of the motors.

The first Westinghouse series motor, No. 1, designed
and tested early in 1890, was essentially a field-control
motor. The field was wound with two sets of coils and
speed regulation was obtained by the sectional field
method, otherwise the control was straight rheostatic.
The armatures were connected permanently in parallel
and the field windings of the different motors were also
in parallel. The No. 2 was also a field-control motor
designed for narrow gage.

The field control was abandoned for the time on ac-
count of considerations of simplicity, cost, commutation
and motor overloading. A period of about fifteen years
elapsed before it was applied to locomotives, and twenty
years elapsed before it was again applied to car equip-
ments. The introduction of the commutating-pole
motor, the general improvement in railwav motor de-
sign, and a better understanding of motor application
led to a revival of field contro^ The principle of the

modern field control is shown in an accompanying
diagram.

The next application of field control was made in 1906
on the a.c.-d.c. passenger locomotives for the New Haven
Railroad. These were equipped with four 250-hp.
motors of the gearless type. The full field may be used
or either of two higher speeds may be obtained by shunt-
ing part of the field current through a grid resistor of
low ohmic value when operating from the d.c. supply.
Forty-one of these locomotives have been in satisfactory
operation for ten years.

The giant motors of the Pennsylvania Railroad loco-
motives stand out as a remarkable application of field
control. To date, they are the largest motors in exist-

(- Full F/eld

DIAGRAM SHOWING FIELD-CONTROL PRINCIPLE

ence employing this method of control. Each motor
weighs approximately 44,000 lb. and is capable of de-
veloping 2000 hp. The control used is different from
that just described, in that, instead of the field being
shunted, half of it is cut out on the final notches in
series and in parallel. On notches between full field
and short field a part of the field current is shunted
through a resistor. Series-parallel control is used, and
this, with the field-control feature, provides eight effi-
cient running positions. A tractive effort from 65,000 lb.
at 24 m.p.h. to 5300 lb. at 76 m.p.h. is the great range on
these locomotives. During acceleration the energy con-
sumption is but 55 per cent of what it would be with-
out field control. At 20,000-lb. tractive effort per loco-
motive, the change from full field to short field increases
the speed 37 per cent. Thirty-three of these locomo-
tives have been in most satisfactory service in the New
York Terminal zone since 1910. One of these engines
was awarded the Grand Prize at the Panama-Pacific
International Exposition.

In the latter part of 1910 H. H. Adams of the Metro-
politan Street Railway, New York, was investigating

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1 v * ^

|;'6L'| BBS— S*.

L % ^^

ft J

j^^H^tffl

EARLY FIELD-CONTROL MOTOR

2000-HP., FIELD-CONTROL LOCOMOTIVE MOTOR

car designs relative to reducing operating costs by the
use of lighter-weight cars and more economical motor
equipments. It was decided that field-control motors be
tried out, the anticipated energy saving being approxi-
mately 10 per cent. Under Mr. Adams' direction a
double equipment of No. 307-C3 motors received a thor-
ough test in 1911, this being the first application of
modern field control to city service. The results of these
tests are shown in Table I on page 1181.

Comparing tests Nos. 1 and 2, it will be observed that
an energy saving of 7 per cent was effected. This was
due to the use of a lower-speed armature and a greater
gear reduction. With 20 per cent more stops in test
No. 3 than in No. 1 the saving was 12 per cent. This
was due to the use of field control and larger gear
reduction.

In test No. 3 the equipments were operated in series
throughout the congested district and in series-parallel
on the remainder of the trip. While there were 23 per
cent more stops than in test No. 2, the energy saving
was 5.5 per cent, due entirely to field control. In test
No. 4 the number of stops and other service conditions
were about the same as in tests 1 and 2, but the motors
were operated to make full use of field control in both
series and parallel over the whole line. This test showed

7 per cent less energy consumption than test No. 3,
with its greater number of stops, and 12 per cent less
than test No. 2, with practically the same service con-
ditions. The temperature rise on the 60-hp. motors in
test No. 1 was approximately 48 deg. C, while on the
40-hp., field-control motors in test No. 4 it was only
58 deg. C, which is a perfectly safe operating temper-
ature.

In Chicago modern field-control motors were first put
in service in 1913 on both the elevated and surface lines
through the efforts of H. H. Adams, superintendent of
shops and equipment of the Chicago Surface Lines, and
H. A. Johnson, master mechanic Chicago Elevated
Railroads.

Operating Principles of Field-Control Motors
The principles of this type of motor are best illus-
trated by referring to a field-control motor character-
istic as illustrated herewith. The two sets of speed-
tractive effort curves shown in the figure can be taken
to represent respectively the characteristics of two non-
field-control motors of different speeds but the same
horsepower rating. The slow-speed, high tractive effort
motor is the most economical in accelerating, while the
higher-speed motor permits maintaining a higher sched-

NEW HAVEN LOCOMOTIVE WITH FIELD-CONTROL MOTOR

1180

12 120
10 100

a eo

8 *

| 4°

1 • 1

Field Control

*rt

• ~ !

Total Input

3 i

5 «

ELECTRIC RAILWAY JOURNAL

12 w 120

[Vol. XLVII, No. 26

Seconds Seconds

NOTCHING DIAGRAMS, FIELD-CONTROL AND NON-FIELD-CONTROL MOTORS

ule speed. Thus the two good features of both non-field-
control motors are embodied in one with field control.

In the old motors without commutating poles it was
necessary to employ a larger number of field turns in
order to secure a strong field to get satisfactory com-
mutation. With commutating poles and present-day
motor design, it is possible to employ a much weaker
field and still obtain satisfactory commutation and
freedom from flashing. With the modern non-field-con-
trol motor the field strength, which controls the speed
and the tractive effort, is a compromise between those
of full field and short field of the field-control motor,
using the same frame.

On city surface lines the number of stops per mile
approaches the maximum, while the schedule speed and
the balancing, or free-running speed are a minimum
for railway wonc. In this type of service a motor with
a low armature speed is most economical. The rheo-
static loss, other things being equal, varies as the
square of the speed at which the resistors are all out
of the circuit. It follows, then, that the shape of the
motor characteristic and the accelerating rate have a
large influence on rheostatic loss. An unsaturated
motor having a steep speed curve will, for a given ac-
celerating rate, have all grids out of the circuit at a
lower speed than a saturated motor with its fiat speed
curve, both motors geared for the same balancing speed.
This applies to both field and non-field-control motors.

The accompanying notching diagrams have been cal-
culated for a 50-hp. non-field-control motor and a 50-hp.

field-control motor. Both motors are geared to give the
same balancing speed and maintain the same schedule
with a car with average load weighing 20 tons. An
average accelerating rate of 1.5 m.p.h.p.s. was used.
The non-field-control motor is geared 16:68 with 33-in.
wheels, while the field-control motor has a ratio of 15:69
and 33-in. wheels. The average trolley voltage is 500.
In each case a controller with five series points and four
parallel points is employed. The diagrams show speed
and total energy input per car, while the shaded por-
tion shows the rheostatic losses.

On the basis of eight stops per mile, the total rheo-
static loss for the non-field-control equipment is 0.3
kw.-hr. per car-mile, while for the field-control equip-
ment it is 0.16 kw.-hr., a difference of 53 per cent. The
total input when accelerating to 11.75 m.p.h. is 0.13
kw.-hr. for the field-control motor and 0.15 kw.-hr. for
the non-field-control motor. The former is 86 per cent
of the latter, a saving of 13.5 per cent in energy con-
sumption. The speed at which all grids are out of the
circuit with the non-field-control equipment is 11.75
m.p.h., while for the field-control equipment it is 9.3
m.p.h., or 79 per cent of the former.

The most prominent factor which determines motor
size for a given service and car weight is that of con-
tinuous current capacity. With a low-speed, field-con-
trol motor, the heating current for average city service
is approximately 10 per cent less than that for a low-
speed non-field-control motor. It is usually the case
that for a service where a non-field-control motor has

\ ;

0 0

20 +o eo so ioo 120 mo;

Ampere*

Second*

FIELD-CONTROL MOTOR CHARACTER.STICS; SPEED-TIME CURVE FOR INTERURBAN CAR WITH FIELD-CONTROL MOTORS

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1181

1
'?.

Motor

I 1

1
1

?!l

L
i

M 8

Standard 60-hp.

stto

4.6

6 97

2.86 8.503

7.126

.'.:,7

152.26

•2

19 7

Standard 40-hp.

550

5.12

,; 7^ :: 08 7 705

7 261

556

141.6:!

20.2

Field-control, 40-hp.

It..

5.12

s :;:; :: 11 7 240

7 142

551

Bt.SJ

IS 7

Field-control, 40-hp.

It.',

5 12

6.88 3 56 7 335 7 MM

555

124.41

just enough capacity for a given service a field-control
motor one size smaller will do the work satisfactorily.

Field Control in Interurban Service

Interurban service presents various conditions which
must be met with the same motor equipment. Prac-
tically all interurban railways enter one or more large
towns or cities, requiring low-speed running and a rela-
tively large number of stops. This part of the service
is most economically maintained with low-speed equip-
ment. Many railways give both local and limited
service, in which it is desirable to use the same motor
and gear ratio for both classes of service. Field con-
trol permits economical running over the low-speed city
sections, with a gear ratio economical for local service.
With the same gearing it gives a higher limited speed
than could be obtained with the same size non-field-
control motor correctly geared for the local schedule.

For high-speed service it is advantageous to use a
motor having a high rotational speed. This is deter-
mined largely by the balancing speed required to main-
tain the schedule. A relatively light motor will per-
form the high-speed schedule, because increasing the
armature speed increases the horsepower rating of the
motor. A limiting factor to high-speed armatures is
that of mechanical strength with high peripheral speed.

A 75-hp. field-control motor -geared for local service,
as heretofore described, and operating as shown in
another diagram, will maintain a limited schedule speed
of 38.4 m.p.h., which is the same as that possible with
the next larger size of non-field-control motor. At the
same time the 75-hp. field-control equipment, as com-
pared to a 90-hp. equipment, consumes 15.9 per cent less
energy in local service and 11.7 per cent in limited
service. The energy consumption in limited service is
somewhat more than with the ordinary 75-hp. motors
on account of the higher schedule speed maintained with
the field-control motor. The comparative results are
shown in Table II.

Table II-Inter

urban Service Data

Motor Type

Stand-
ard

Field-
Control

Stand- Stand-
ard | ard

Field-
Control

Stand-
ard

Length of milee

1
150
12.5

24
1.25
1.25

4-75 hp.

130

127

21.3
60

27.1
2.4
63.2

150

12.5

1.25

4-75 hp.

130

122

20.3
70

2.27
59.7

1
150
12.5
24
1.25
1.25
4-90 hp.
156

39.5

177.5

28.2
77.5

25.7
2.70
68.4

6
611.8
60
35.3
1.25
1.25
4-75 hp.
130

127

21.3
67.8

30
2.025
53.4

6
563
60
38.4
1.25
1.25
4-75 hp.
130

122

20.3
86.2

30
2.11
55.5

IXiration of run, seconds

Duration of stop, seconds

Schedule speed, m.p.h

Accelerating rate, m.p.h.p-s

Braking rate, m.p.h. p. s

563
60

I. it

1.25

4-90 hp.

Amperes at full load of motor ... .
Weight of car equipped and load-

156

39.5

Accelerating current, amperes per

177.5

Speed at which rheostats are all

28.2

86.7

Speed at which brakes are applied,

m.p.h

Kilowatt-hours per car-mile

30
2.39
60.5

Temp, rise in service from air 25

The substation capacities for interurban systems are
usually determined by the maximum loads imposed upon
them and by the apparatus commercially available.
With single-track lines, the peaks usually occur at pass-
ing points, where two cars or trains are starting. With
the field-control equipments these peaks are reduced
from 10 per cent to 20 per cent throughout the greater
part of the acceleration. Reference to the speed-time
curve shown herewith indicates that for short periods
at the end of the acceleration a relatively high peak is
attained. This peak can be reduced by having the motor-
man halt on the full field notch for a slightly longer time
than on the other notches before going over to short
field. It seems to be a habit of the motorman to halt
on the notch next to the last on full parallel for a some-
what longer time than on the other notches, especially
in city service. These peaks are, therefore, frequently
reduced as a consequence.

On many interurban roads there are severe grades.
With a field-control equipment these grades can be taken
at reduced current either in series or parallel. In some
cases it may be advisable to use the full-field notch in
parallel, even though the current is somewhat more
than with non-field-control equipments operating in
series. The former would save time and reduce motor
heating.

Conclusions

The prime object of field control is to permit more
efficient operation.

Although a field-control equipment is somewhat more
expensive in first cost than one without field control, it
may be a "penny wise, pound foolish" policy to purchase
the non-field-control equipment. It has been found in
many cases that field-control equipments pay for the
additional first cost in from two to three years. After
this period the saving is so much "velvet."

Field control has in recent years been applied to all
classes of railway service, and the indications are that
it will be applied to far greater extent in the future.

To date the application of field-control motors in this
country amounts to approximately 840,000 hp., distrib-
uted among some fifty operating companies.

It is difficult to determine the total annual saving
effected by the use of the field-control motor. It is,
however, estimated at approximately one-third of a
million dollars per year.

Comparative Economies of Old and New

Motors

by w. a. clough

General Electric Company, Chicago, 111.

Since the early days of large organized industry,
economy of operation has been recognized as the key-
note of success. From the time when the large steel
corporations proved that it was good business to scrap
inefficient equipment long before it was worn out, the
subject of replacing obsolete equipment has received a
great deal of studious attention. Electric railways,
however, have in years gone by been very slow to ap-
preciate that this same procedure should properly be ap-
plied to their equipment. But conditions have very
materially changed. At the same time that the new
equipments were being developed, the old ones were re-
ceiving from master mechanics a great deal of attention
with the view of cutting down the maintenance costs,
and in the last few years wonders have been performed
in this field. But even when the old equipments have
been brought to their very lowest possible maintenance
cost, it is essential now as never before to introduce

11*8

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 26

Tawlb I— Uaimtknancb Data ok Old-Ttpb Motobs

Type of motor .. . WW- < i *-: - UK W- aE- OK- GE-

tO 100 1,000 12A 02.54 67 80

Nuu.l... in HTTto* 2.1 ..1 IKS 1,850 108 330 2,738 1,656

Mlli-a Ml iiii.Iim

per >«ur 4,800 13,000 26,000 8,000 26,000 32,000 39,000

nillra, dollar.:

0.11 0.10 0.18 0.20 0.40 0.11 0.14

5 42 2 if, 1.71 1.64 2.40 1.14 .88

5X0 2.65 1.89 1.84 2.80 1.25 1.02

■ •«t per

mile baala. dol-

232.00 106.00 75.60 73.60 112.00 114.80 40.80

■••tag |ht motor
per year If re-
placed with
modern motora,
dollar* 224.00 98.00 67.60 65.60 104.00 42.00 32.80

still further economies if profits are to be made by the
average road.

It will, of course, be understood that the only valid
ii for replacement is economy of operation, and it
is essential that each case be studied individually, be-
fore any definite recommendations can be made. But
often the majority if not all of the following arguments
can fairly be applied.

Maintenance

Recently a man who has had wide experience with
railway motors stated that he had ceased to put much
credence in maintenance figures as ordinarily secured
from operating companies, because different companies
include different items in their maintenance costs. My
own experience leads me to the same conclusion, and
it seems to me that the subject of motor maintenance
is of sufficient importance to warrant this association
in making definite recommendations as to maintenance
accounting. It seems fair that maintenance should con-
tain two main divisions, the actual repair of the motor
and the inspection of the motor, and in the data given
herewith these two main divisions of maintenance are
kept separate.

There are many factors which influence the cost of
maintenance, such as the age of the motor, the service
to which it is subjected, and the care that is given it.
The largest influencing factor is the last named.

The influence of the motor age on the cost of motor
maintenance is illustrated in Table I, which contains
data for several motors now considered as obsolete, the
data being average values for several roads. It should
be noted in the table that the costs for the different
roads varied approximately from 50 per cent to 200 per
cent of the average.

For comparison of the average costs of modern motors
Table II is given. This table includes average data for
the following types of motors: GE-212, W-312, GE-213
GE-216, GE-227, GE-200, GE-203, W-307, W-306,'
GE-201. These motors have been in service from two
to six years, and their average age is approximately
four years. The data for the several motors on different
roads vary by approximately the same percentages as the
obsolete motors, but they furnish undeniable proof that
a modern motor will cost on the average of from 75 to
80 per cent less to maintain.

Lubrication is not ordinarily included under mainte-
nance cost, yet this very surely is a minor item that
should receive consideration. In one instance the saving
in lubricating materials was cut 50 per cent by the
adoption of modern motors.

Taui.u III — Economies Due to Motor Weight Reduction

Type of motor WP-30 GE-1000 W-12A GE-67 GE-80

Saving per motor per

year due to weight If

replaced by modern

motor, dollars 30.00 12.50 15.00 25.00 45.00

The tables show that the savings on inspection, in-
cluding the labor of lubricating, is cut by the use of
modern motors in about the same ratio as the cost of
repairs. That is, the modern motor may be run a great
many more miles between inspections.

Savings Due to Weight Reduction
During the last few years the weight per horsepower
of modern motors of capacity below 100 hp. has been
reduced approximately 30 per cent. In addition there
has also resulted, through ventilation and the applica-
tion of greater skill in design, a greatly increased con-
tinuous capacity. Taking the conservative figure of 5
cents saving per pound per year, Table III has been
prepared to illustrate the economies afforded by a mod-
ern motor in this respect. These economies are the
combined result of power saving and reduction in wear
and tear of track, special work and trucks.

Since Table III was made up there has come to my
attention a case where $75 per year per motor was
saved in power alone by replacing Westinghouse 101-B
motors by modern motors.

If the attempt is made to calculate the power savings
alone there are factors other than weight which enter
into consideration. If the power consumption per car-
mile is calculated at the car, any reduction in weight
will result in a saving of losses between the power
house and the car. Ordinarily this would be from 20
per cent to 25 per cent of the power saving at the car.

The Service Factor

Another factor, none the less real but much more
difficult to reduce to dollars and cents, is what may be
termed the "service factor." It is made up of the fol-
lowing items:

Savings of car-service expense due to reduced number
of pull-ins.

Increased public support due to better, less inter-
rupted service.

Greater annual car-mileage per car due to reduction
in time required for inspection and repairs at the shop.

The first two items need no comment. A concrete
example will serve to illustrate the last factor clearly.
Suppose that ten cars which make an annual mileage
of approximately 26,000 each can be equipped with
motors which, by reason of fewer failures, enable it to
remain in service continually so as to make 39,000 miles

Tabu 11-Maintbnancs Data on Modern Motors

Total number of motors c , ,

Average miles per year per motor '.'.'.'.]] ,S'12°

Average inspection cost per loon motor-miles' 'dollars' ' ' '*'„ „,-
Average repair cost per 1000 motor-miles dollars ' ' ' n\«

Average total cost per 1000 motor-n,il.-s dollars °0f15

Average cost per motor annually, dollar? '.'.'.'.'.'. 860

Table IV — Maintenance Data from a T.

Type of motor GE-1000 GE-800"

Number in service 34 ^

Motor miles run 1,060.022 38,958

Miles per motor per year. . . 12,630 3 240

Number of armatures re-
wound 30 q

Number of armatures re-
paired 113 14

Total of armatures changed. 149 23

Miles per armature defect. . 7,110 1 475

Actual cost of all repairs,

materials only, dollars 2,045.80

Estimated cost of inspec-

tion and repairs, labor only,

dollars 2 216 20

Total cost per year, dollars'! l!26200

Cost per thousand motor-
miles, dollars 4 na

Fair cost for modern motors
per thousand motor-miles,
dollars « 25

Annual saving per motor pos-
sible with new motors, dol-
lars 131.25

•Data not available on maintenance costs.

pical Railway

► GE-67

GE-90

3,083,384

35,000

12
663.932
55,330

105

139

22,150

41
16.150

5,026.92

305.44

3,792.08
8,819.00

212.56
518.00

2.87

0.7S

0.25

91.70

29.15

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1183

annually. This is equivalent to adding five cars to the
service.

Briefly, then, the modern motor is making possible
marked economies due to a reduction in repair cost of
from 75 to 80 per cent, and in inspection cost of from
50 to 75 per cent, and a power of a percentage which is
roughly, although less usually, equal to, or slightly less
than, the percentage of reduction in weight. At the
same time there is a possibility of giving from 5 to 25
per cent more service with the same rolling stock. If
the distinct economies can be shown to amount to at
least 15 per cent of the necessary investment it would
be economical to replace obsolete motors with modern
ones.

To illustrate what may be accomplished along the
lines suggested above, the following report is given. A
certain road operates 196 motors of following types—
GE-1000, GE-800, GE-67 and GE-90. The maintenance
costs of all motors are high as compared with many
other roads, largely due to the use of high-speed gear-
ing, excessive grades, the use of trailers, etc., with re-
sulting overloading, high temperatures and frequent
burnouts. Table IV shows the results obtained.

The data given in Table IV are from actual records,
with the exception of the labor costs on which no figures
were available as the time of motor inspectors and re-
pairmen is not divided among the different classes of
motors handled. The labor costs are, therefore, an esti-
mate, but are proportioned to the material charges on
a basis obtained from other roads where accurate
records have been kept of both material and labor
charges on the same types of motors as are considered
here.

Among other things these data bring out the small
annual mileage made by the GE-1000 and GE-800 motors
as compared with the GE-67 and GE-90 motors. In the
case of the GE-800 motors this is, perhaps, due to their
use on service cars which are only operated at rare
intervals. The GE-1000 motors, however, are for the
most part on cars very similar to those equipped with
the GE-67 motors, which make three times as much
mileage annually. The excessive trouble given by the
former type naturally causes the cars to be held from
service except when no others are available, and they
are frequently tied up in the shop for repairs when
actually needed on the road.

The low mileage per armature failure indicates the
cause. While no exact figures for field failure could be
obtained, there were 104 of these on all motors for the
year, the majority of which were of the GE-1000 type.
It seems reasonable to assume that if these motors
were replaced with modern ones the cars on which they
are mounted could and would be used to the extent as
the other single-truck equipments, and would make an
annual mileage of 35,000 in place of the present 12,000.
The magnitude of the savings on maintenance costs
could be secured by more efficient motors is indicated by
the difference in cost per 1000 motor-miles between the
GE-1000 and the GE-90 motors. The latter, which are
themselves of obsolescent design, cost less than 20 per
cent of what the former do for maintenance, and a really
efficient motor of recent design should cost not more
than a third as much. Assuming, therefore, that with
modern motors 35,000 miles annually could be made per
car, the motor maintenance per car would not be above
$17.50 per year. The present equipments cost for the
same car-mileage $280. When the other and correspond-
ing savings already referred to are taken into account,
a fair and reasonable estimate of the total savings would
be at least $300 per car per year. The cost of making
the exchange would be not over $900 per car. The in-
vestment would, therefore, return between 33 1/3 per
cent and 40 per cent annually.

Tests of Field-Control Motors

BY H. A. JOHNSON
Master Mechanic Chicago Elevated Railroads

An analysis of the electrical energy consumed in av-
erage electric car operation shows that only about 60
per cent is usefully utilized, the remaining 40 per cent
being dissipated in rheostatic losses, internal motor
losses, friction and windage. Of this waste about 40
per cent disappears as heat in the resistance grids and
it is primarily in reducing this loss that the field-con-
trol motor is finding extensive application. This type
of motor is arranged with a tap on the field coils so
that the last resistance step in parallel, or in both series
and parallel if desired, can be dispensed with and a
fraction of the field turns cut out instead, to weaken the
field and produce the additional speed. The reduction
in heat loss in the resistance is accomplished at the ex-
pense of an additional unit control switch or controller
finger with very little complication in the motors them-
selves.

In 1913 the Chicago Elevated Railroads purchased
twenty-one 2-motor field-control equipments and have
since put in service 184 additional 2-motor G.E. and
Westinghouse equipments. Tests have just been com-
pleted to determine how much economy was being ob-
tained by the use of the newer equipment.

For the purposes of the tests it was necessary to use
two different motor cars, one equipped with two 165-hp.
standard four-pole motors and one equipped with two

Table I — Economy of Field Control Motors

Non-Field- Field- Saving,

Control Motor Control Motor Per Cent

Total weight of motor car and

trailer, tons 61.76 62.44

Setting of current-limit switch.

amp 238 205 14

Average acceleration to 20

m.p.h.. m.p.h.p.s 1.26 1.26

Free running speed at 570 volts,

m.p.h 28.5 30.3

Average voltage at car 574 570

Average kilowatt-hours per run

of 20.08 miles 131.0 122.4

Average watt-hours per ton-
mile 106 97 8.5

160-hp. field-control interpole motors. The two cars
were of approximately the same weight and their bear-
ings were all well worn in. They were operated with the
same trail car in each test, so that the comparison of
energy consumption on a ton-mile basis cannot be much
in error. Both of the motor cars were equipped with
Westinghouse unit-switch, automatic control, which was
set at a smooth and uniform acceleration of 1.26
m.p:h.p.s. on resistance steps. A calibrated Sangamo
watt-hour meter was used, with automatic, calibrated
time recorders to obtain a complete time record.

The observations were taken in local service with
2.93 stops per mile and at a schedule speed of 14.6
m.p.h. Typical results are given in Table I.

The field-control motors show a saving at the car of
8.5 per cent, or, assuming 8 per cent line loss in this
case, a total saving of 9.2 per cent at the substation bus.
The necessary accelerating current of the field-control
motors is 14 per cent less than that of the non-field-con-
trol motors, principally because a relatively much
stronger field is available to produce the necessary
starting torque. It has been the writer's experience that
any substantial reduction in the maximum current han-
dled by the control results in an appreciable economy in
renewals and repairs of the control equipment, and to a
lesser degree in the maintenance and failures of the mo-
tors.

To date the 205 double-motor equipments of field-con-
trol motors which have been in service on the Chicago
Elevated Railroads from six months to three years have
operated with entire satisfaction.

L 184

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

Ernnnmirs of the Titnev tors- A further study of the operation of the machine,

economics 01 rne j uney whkh involved the assistance of a helper at 20 cents per

L. R. Nash Gives New Figures Showing That hour, shows that with this payment the owner actually

Operation of Jitneys Under Ordinary Con- made only 17.4 cents per hour for his own operating

ditions Is Not Financially Encouraging time, which averaged 8.9 hours per day. He therefore

IN a lecture to students in the graduate school of busi- earned from operation $44.50 per month or about $1.50
ness administration, Harvard University, which is per day. Including his time spent on repairs at garage
published in the May issue of Stone & Webster Jour- rates, his total earnings were $96 per month. As a
nal, L. R. Nash recently reviewed the development of driver the owner did a full average day's work at com-
the 5-cent jitney movement and brought out some im- mon laborer's pay, and he worked extra hours at his
partial pointl la regard to the economics of jitney op- trade as mechanic on the repair work and made a good
•ration. According to Mr. Nash, the earnings per jit- living, but less than he could have made in good times
ney-mile lie ordinarily between 4 and 6 cents. One of at his regular work at $4 per day in regular hours only.
the large distributors of Ford cars has estimated that If he had not been a good mechanic he could have done
the operating expenses and upkeep of its touring cars only a part of his repair work, and his earnings would
in jitney service should be 3.4 cents per car-mile ex- have been reduced to that extent.

eluding interest, taxes, insurance, housing and drivers' The Ford car used in this case had been driven 38,000
wages. Other conservative estimates of total cost of miles before it started in the jitney service. Before the
service, however, including the items omitted in the end of its jitney year all important parts had been re-
above estimate, lie between 5 and 7 cents per car-mile newed, so that the owner estimated an indefinite life
for Fords, between 10 and 15 cents for heavier cars and under repair expenditures at the rate actually made,
about 25 cents for large buses. Hence, it is said, no depreciation allowance is required

Mr. Nash states that he has been able to secure some and the figures given above contain none. Other makes
previously unpublished data in regard to the actual cost of cars could not be renewed as readily and the cost
of operating a Ford touring car in jitney service for would be much greater.

nearly one year under particularly favorable circum- In view of the favorable conditions under which thi.j.
stances. The owner, who also drove the car, was a good Ford operated, Mr. Nash concludes that the showing for
mechanic, doing practically all his repair work, and the financial success of the jitney under ordinary con-
through unusual skill in driving and good business ditions is not encouraging. In general it has been
judgment in selecting his field he obtained much better estimated that electric railway service costs about
results than could be expected from the average un- 0.7 cent per seat-mile and that jitney service costs
skilled and careless operator. Some of the results of about two and a half times as much. If the jitney as
operation of this particular machine, carried out for the an investment is to be at least equally attractive with
full calendar year 1915, are as follows: the electric railway, which is not considered particu-

larly profitable, it must in some way offset this differ-

Days operated 347 ence of 250 per cent in cost of service. If it can travel

MroKKd»^V::::::::.:.V.'.V.V.V.'.'.'.'.'.V.V.'.V:.l3 lwice as fast as the street car its earnings per seat-

KKleot8Po^e:wmar«ripr(mTs, . . . . . :;:::: \ Mi f?116' other thin*s bein* eq«al, will be double, leaving

ca"r"mi!el '""r """on of ^f0""6 20 5 .. e marSIn of difference between the street car and the

X^3~cS9 *x£t' ofgr'sonne "per gtiior uaate; i3 Jitnsy only 26 per cent. If everything else remains
^o'^JZa^ne^e.approximWteiy \ \ I":::::: " [ \ ;lfZ ?"£ except the haul this must for equal profit be less
'__ t0 the extent of this 25 per cent for the jitney than for

Mr. Nash notes that the foregoing figures are more Serffs^at^easfS ^er ience "*?* '° indkate that
favorable than those usually reported, those for oailv S AccoSt n « x TVfuTT Tdi'
mileage and tire life being particularly so. The length he fisureTSven wi S- ' f^S* ^ fr0m

of trip is not so favorable, being rather long for jitney Zrl Tsuccesffn? h! * ' * *"* ^ ^ tyP6 "e

service, but it was presumably selected because of its Sy the Sn v ol whiTv, ' T.t ?° ^ ^ pr°b-

steady patronage and good pavement. 3 !l^L? ™ ?• PSld th6'r Way Under n0r"

The operating figures of this car on a mileage basis ^nance of he U™ ..T^T* T"868 a"d main-

are as follows: tenance ol the heavy cars and large buses are too great

; tor successful competition with electric railways He

Bxpen»e. per mile (cents)- " "IT UP *e financial situation by saying that 3 miles

Q*">ime .' 0.65 or less 1S the usual llm't for profitable -operation of jit-

Tire« •;::::::::::::: ::::::::::::: 2-" neysi of the most economical type, and under good Pave-

Repair bin and material ;; ; %%% ment and traffic conditions

- .«■„,„ repa,r time at garage rates . . |£, In discussing tfte f uture fieM Qf ^

^.uT!a<rt5SaT3ftt » centaperhour JJJ <*"**?*> Mr. Nash states that communities must make

Totw «m, " ' — «PH 7 mT ,hf they Cann0t have a short-haul jitney

tea, bond, taxes at interest! .' \ ] \ ; ; ; ; ; ; ; ; ; ; ; ;J;j| ancl a long-haul street car both at a 5-cent fare. If the

Total expenses and charges TT7 short-haul riders demand jitney service and the demand

T,,,.,, Krow earnings per mile (centa)..::::::::;:::;;;;;^;^ ls granted, the long-haul riders must pay increased

Drtlc" ."olo" stree<frailwav fare- possibly double. Moreover, many

questions arise as to how the operation of jitneys could

The gross earnings per day of this car averazed oniS™!^ T j" ^esfcort-haul field. In Mr. Nash's
slightly less than $10, and a total cost o servi« , a'S ES'l cense / ^ "lffi0" W°Uld be t0 isSUe a
ing wages at 25 cents an hour, was nearly $li lHs the iZJl J° I resP°nslble concern to furnish all
estimated that to wipe out the deficit the range of op umablvwi^ ♦ ^ °r a particular section of ", pre-
eration should be reduced from 4 miles to about Sfi STa\ -l* transfer Privileges. This plan would pro-
miles, assuming a constant expense p£ mUe and the larftv of",/ ?**"? "%' * meanS °f enf°rdng regu"
uniform 5-cent fare. Mr. Nash notes^no aTident Sty ToZ,T '"^ ^ T^ t0 C°Ver aocId«lt
cost was reported for the entire period, which situation wn 2L Company °P«ation of jitneys, however, has
would not continue indefinitely w'ith the So fojera SveS e2^l^Vmf ^ 3nd tt failed' and the

P«ra universal experience thus far has been that administra-

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1185

tion and higher wages ate up all the profits which indi-
vidual owners might possibly have made.

In general, therefore, Mr. Nash believes that under
strict, adequate regulation and protection to patrons,
the jitney as an individual venture will have great diffi-
culty in surviving in good times. As an organized in-
dependent business, it has no economic excuse for
existence. In either case, it is a cause of traffic conges-
tion and an added danger to necessary users of the
streets, and should be eliminated or restricted to a field
which cannot yet be definitely foreseen. As to possible
future useful and profitable fields, the suggestion is of-
fered that jitneys might be employed by electric rail-
ways in comparatively undeveloped sections as feeders
to street car lines. Their relatively small cost and low
operating expense per car-mile might adapt them for
pioneer temporary use, until sufficient traffic developed
to justify track extensions. Moreover, instead of using
the usual small gasoline car for this purpose, an electric
jitney might be developed along the lines of the so-
called "trackless trolley" which has been operated to a
limited extent abroad. This would involve a compara-
tively small investment per passenger, with the high
power efficiency of the central station instead of the
relatively low efficiency of a small gasoline engine. In
some such service as this, the jitney in a modified form
might find a permanent usefulness.

Prospects Poor for Seattle Municipal
Lines

Report of Superintendent to Council Shows that

Division "A" Is Facing Twenty Years or

More of Losses

IN response to a recent resolution by Council, A. L.
Valentine, superintendent of public utilities, has sub-
mitted a report to the general effect that Division "A"
of the Seattle (Wash.) Municipal Street Railway must
be operated for twenty-three years before it will become
a paying utility, even though an extension is made into
Ballard. This estimate is made with the assumption
that there will be no radical changes in methods of
urban transportation to reduce the normal patronage.
Mr. Valentine states, however, that owing to the prob-
ability of a radical modification of the state of the art
before the expiration of the twenty-third period, he
does not believe that any special value would attach to
an estimate of the number of years required to over-
come the total loss during this period. The following
gives in abstract form the main parts of Mr. Valentine's
report.

The total length of Division "A" of the municipal
lines is 4.214 miles, this being equivalent to 7.803 single-
track miles. The number of persons naturally tributary
to the division is computed to be 4120. This figure is
reached on the assumption that the line would go
through the business district and enjoy transfer privi-
leges to other lines in the city. As a matter of fact, Mr.
Valentine says, the figure is subject to a large deduction
because of the inability of the city to issue transfers.
In 1915, he states, the Puget Sound Traction, Light &
Power Company collected 21,368,468 transfers from
among the 61,060,906 fare passengers, the transfers thus
representing 35 per cent of the total fare passengers.
Deducting 35 per cent from the 4120 passengers nat-
urally tributary to Division "A" leaves 2678 persons
as tributary to the line if it were to go through the
main business district without transfers.

Investment and Earnings Figures

The total fixed investment in the division up to April

1, 1916, was as follows: Way and structures, $262,579;

equipment, $87,241 ; power ( substations and equipment,
including site), $49,844; total plant and equipment,
$399,664; general (including interest during construc-
tion), $13,500; grand total, $413,164.

The gross earnings and cost of operation and main-
tenance of Division "A" for seven months in 1914, the
calendar year 1915 and the first three months of 1916
were as follows:

1914, 1915, 1916,

7 Months 1 2 Months 3 Months

I'Mssi-nger revenue 19,864 $15,370 $3,720

Station and car privileges 122 200 50

Rent of equipment to Division "C" . . 1,607 2,432 455

Miscellaneous .... 35

Total earnings $11,593 $18,002 $4,260

Maintenance of way and structures. $539 $4,346 $1,496

Maintenance of equipment 910 5,880 1,390

Power purchased 6,311 5,943 1,385

Conducting transportation 10,457 14,242 3,496

General 152 434 17

Total expenses $18,369 $30,845 $7,784

Operating ratio, per cent 158.46 171.35 182.70

The 1915 maintenance cost per car-mile on Division
"A," exclusive of interest, was $0.026856 for way and
structures and $0.036336 for equipment. The total
operating cost per car-mile on the same division
amounted to $0.1906.

Depreciation
Sums were indicated for depreciation for 1915 on
Division "A" by the State Bureau of Accountancy as
follows, according to Mr. Valentine's report:

Amount of Less Net
Rate, Depreci- Mainte- Depreci-
Value Per Cent ation ance ation
Way and structures:
Poles and fix-
tures $11,656 10 $1,165 $605 $560

Distribution sys-
tem 27,959 10 2.795 76 2,719

Shops and car-
houses 19,233 2 384 384

Total $3,655

Equipment:

Cars $51,383 5 $2,569 $710 $1,859

Pare boxes 1,323 8% 112 112

Fenders 1,200 8% 102 102

Freight cars 7.678 8% 652 652

Service equipment 1,422 8% 120 120

Electric equipment

of cars 21,044 8% 1.788 227 1,561

Shop equipment. .. 2,774 G 138 138

Furniture 413 5 20 20

Total $4,568

Grand total $8,233

No provision for a renewal reserve was made, how-
ever, as the operating revenues were less than the oper-
ating expenses. The deterioration in way and struc-
tures and equipment was handled by deducting the de-
preciation from the investment in calculating the tax-
able value. No obsolete property was placed in suspense
account.

Taxes and Interest

In the matter of the amount of taxes and interest
Mr. Valentine advises that municipal street railway
bonds bearing 4x/2 per cent interest have been issued to
the extent of $425,000. Interest thereon is $19,125 per
year. There has been invested in plant account and
equipment in Division "A" sums aggregating $399,664,
from which depreciation for 1915 to the amount of
$8,233 was deducted, leaving a net taxable value of
$391,430.

As the Puget Sound Traction, Light & Power
Company on an appraisal value of its street railway
plant of $19,737,122 estimates its proportion of taxes for
the railway at $264,424, according to Mr. Valentine, it
is paying taxes at the rate of 1.3398 per cent on its rail-
way property. On the basis of this percentage, a proper
comparative tax charge for Division "A" would be

1180

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No.

$5,244. The total yearly amount for taxes and interest
would be $24,369, not now covered by the operating
report.

EXTENDING THE LINE TO BALLARD

Extensions into Ballard could be made on different
routes, but in Mr. Valentine's opinion Route No. 3,
serving a territory the north end of which does not have
street railway facilities equal to those in other parts of
Ballard, would be the preferable one for an extension.
The length of this route from Thirteenth Avenue West
on Nickerson Street to West Eighty-fifth Street on
Thirty-second Street Northwest, would be 3.42 miles,
and the estimated cost of the extension, not including
the track work the city is to place on the Fifteenth Ave-
nue Northwest bridge and approaches, would be $96,-
213. Of this $7,990, representing the cost of construc-
tion on Division "A," would be taken from the balance
in the municipal street railway bond fund. This re-
mainder of the estimate ($88,223) would represent new
cost of construction in Ballard.

Division "A" as extended to Ballard, Mr. Valentine
estimates, would have annual revenues of approximately
$27,000 with annual operating expense, exclusive of in-
terest and taxes, of $61,955. Interest would aggregate
$23,095 and taxes $6,534. The revenues would un-
doubtedly increase as the result of the increase in the
tributary population, and the increase in the riding
habit, but in Mr. Valentine's judgment the annual in-
crease in the population tributary to Division "A" as
extended would not, even with the extra transportation
facilities afforded, exceed 5.5 per cent. This percentage
increase applied to the whole population would mean that
Seattle would gain 18,000 each year. From 1900 to
1910 the increase in population was from 80,671 to
237,194, while according to the United States census
figures the earnings per capita of the Puget Sound Trac-
tion, Light & Power Company increased from $8.56 in
1900 to $14.66 in 1910. From these figures Mr. Valen-
tine concludes that the increase in the riding habit in
Seattle would, under normal conditions, approximately
double with the trebling of the population. Therefore,
there would be a 0.6 per cent increase in the riding
habit for each 1 per cent increase in the population.

The Poor Outlook

"Assuming that there will be no radical changes in
methods of urban transportation, and considering the
elements of increase of population, increase in riding
habit, increase in operating expense and also in plant
investment due to equipment, paving, etc.," Mr. Valen-
tine estimates that "it will take at least twenty-three
years for Division 'A' as extended to Ballard to become
a paying proposition. This line would start the first
year with a loss of $34,995 on operation plus $23,095 for
interest, and the total loss in the twenty-third year
would be in excess of $668,000." Owing, however to
the probability that prior to the expiration of this period
the state of the art of urban transportation may be
radically modified, Mr. Valentine does not believe that
any special value or utility would attach to an esti-
mate of the number of years required to overcome the
loss noted."

Connecting the Two Divisions
If an extension to Division "A" as at present operated
were made to Riverside to a connection with the Lake
Burien line, or Division "C," Mr. Valentine feels that
the total revenue of Division "A" for the first year
would be not to exceed $38,500. This would be exclu-
sive of any revenue which might be derived from a
transfer arrangement with the present patronage of the
Lake Burien line. With operating expenses estimated

at $53,400 and interest amounting to $22,226, the loss
the first year would be $37,126. The loss during the
fifth year would be $26,500 and the loss during the tenth
year $12,900.

Increasing the Revenues

The city department has had under consideration the
matter of attempting to develop a package or carload
freight business along Division "A," but it is said that
in view of the fact that the formerly extensive package
freight business of the Puget Sound Traction, Light &
Power Company has practically vanished within the last
few years, it has been deemed inadvisable to experiment
along this line. If it were merely a matter of securing
additional revenue this could be done by increasing the
service, but to do so would be simply to add to an al-
ready heavy operating deficit. It is quite plain, Mr.
Valentine admits, that relief is not to be sought in this
direction.

The lines have been operated for such a limited period,
it is averred, that no accurate data as to the probable
rate of increase of earnings and expenses can be secured
therefrom. Division "A" as at present operated would
not, however, in Mr. Valentine's judgment, even with
the possibility of industrial development in the territory
contiguous to the north end, earn an amount equal to
the operating expenses and interest prior to 1936. Divi-
sion "C" as at present operated would not, even with
freight-hauling possibilities, earn an amount equal to
the operating expenses prior to 1926.

Moreover, Mr. Valentine confesses, the service ren-
dered by the present line of Division "A" or any of its
proposed extensions would not under present conditions
be such as to warrant any increase in fare. The line
with proposed extensions would come into direct com-
petition with routes of the Puget Sound Traction, Light
& Power Company which, having been long established,
have a fixed patronage, give generally equal fares, cover
more advantageous routes, which afford a more frequent
headway, and possess the privilege of transfer inter-
change. In case, however, Division "C" should be ex-
tended into the business district, it is believed that those
living outside the city who now pay to the municipally
and privately-owned lines a minimum total fare of 10%
cents would be willing to pay the city line a fare in ex-
cess of the 6% cents they are now paying.

General Condition
In general, Mr. Valentine says, the rapid changes in
the art of urban transportation which recent years have
brought about render the entire status of the street rail-
way business uncertain and unsatisfactory from the
standpoint of the operator. The tendency of all costs
has been steadily upward, while the fare has remained
the same, and more recently the competition of gaso-
line motor vehicles, both public and private, has made
heavy inroads into the revenues. Even the tentative
plan of the street railway companies, involving the oper-
ation of one-man cars on more frequent headways to
increase their revenues will, in Mr. Valentine's opinion,
have but little merit in rendering the status of the
street railway business more satisfactory to the operator.

At a recent meeting of the San Francisco Labor
Council, Coroner Leland gave the following statistics
regarding fatalities due to street traffic in San Fran-
cisco. For the twelve months ending May 1, 1916, jit-
neys killed seventeen, the United Railroads twenty-two,
privately-owned automobiles forty-six, and the Munici-
pal Railway nine. Of this total the accidents on Market
Street were six killed by jitneys, two by the United
Railroads and one by the Municipal Railway.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1187

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

ASSOCIATION NEWS

19 16 CONVENTION

ATLANTIC CITY
OCTOBER 9 TO 13

Important Convention Committee Meetings Were Held in Atlantic City This Week — The Human Element

Discussed by Manila Section — Association Committees Are Rounding

Up the Year's Work

Activities of the Company Sections

PORTLAND (ME.) SECTION ENDS SEASON
The fourth meeting of Section No. 9 was held in
Portland, Me., on June 13. This was ladies' night and
the attendance was about 100 members together with
a large number of ladies. Supper was served and this
was followed by dancing and cards.

At a meeting of the executive board announcement
was made that a representative of the Westinghouse
Electric & Manufacturing Company would give a talk
on air-brake equipment at the October meeting. A com-
mittee was also appointed to consider the advisability
of organizing a minstrel show and to select a manager
for the purpose if the show appears feasible.

MANILA SECTION

Meetings of joint company section No. 5 were held
on March 7 and May 2 in Manila, P. I. On the earlier
date the principal speaker was R. E. Brooks, assistant
superintendent of shops and carhouses, who discussed
"Derailments, Their Cause and Prevention." At the
later meeting, E. I. Jeffrey, assistant chief engineer of
power plants, read a paper on "The Power Plant Em-
ployee and His Qualifications."

After pointing out how troublesome derailments are
to railway operation, Mr. Brooks analyzed the causes
of this trouble, which he attributed largely to the motor-
men. He pointed out that motormen are not as careful
as they might be, partly owing to the fact that they are
expected to run according to schedule and hence must
sometimes risk derailment to keep their cars on time.
Mr. Brooks' idea of derailment prevention was that,
while all derailments cannot be prevented, many can be
by the exercise of proper discipline. Whether the man
at fault be a machinist, a blacksmith, a carhouse man, a
trackman or a motorman, he should be held strictly ac-
countable for the results of his work.

In the discussion the impression seems to be general
that the speaker had been too easy on the shops, and

that no one department is responsible for derailments.
Co-operation is necessary in preventing them.

The ideal power plant employee, as pictured by Mr.
Jeffery, is one with a suitable technical education, prac-
tical experience and personality. He pointed out the
results of accurate observation in power plant opera-
tion and prompt attention to defects. Intelligence and
resourcefulness in emergency are very important in
this work. One of the most forceful parts of Mr. Jef-
fery's paper was that in which he emphasized the neces-
sity for effort on the part of power-plant men to keep
out of ruts. For this purpose it is necessary to read
systematically, to associate with other men in the same
business, and to take an active part in associations in
this field. The text and advertising pages of technical
journals are of great value. He called attention of the
willingness of the local company to pay one-half of the
tuition fees of employees enrolled in the correspondence
courses of the American Electric Railway Association,
and ended with this epitome of the subject: "It is up
to every man to be as good as he says he is and better
than his superiors think he is."

In the discussion the subject was extended to include
other employees, and the difficulties of the local situation
in handling native help were pointed out. Two of the
predominant characteristics of Filipinos are that they
are sensitive and sympathetic, and these qualities must
be considered in handling them. In one department by
encouraging the Filipino employees to read the value of
the service of some had been doubled. C. N. Duffy, vice-
president, in closing the discussion, explained the com-
pany's attitude toward educational efforts, and pointed
out how necessary it is for employees to utilize these
if they expect to be considered for higher duties and
responsibilities. He said that while he did not desire
to reflect on the capabilities of the academic, theoretical
or purely scientific "experts," after all the real expert is
the practical man who can do things and who has done
them.

General Association Activity

EXECUTIVE COMMITTEE MANUFACTURERS'
ASSOCIATION

A meeting of the executive committee of the Ameri-
can Electric Railway Manufacturers' Association, to dis-
cuss the future plans of the association, was held at
the Marlborough-Blenheim, Atlantic City, N. J., on June
20. L. E. Gould, vice-president in charge of finances,
presided. Others in attendance were: E. F. Wick-
wire, Charles R. Ellicott, M. B. Lambert, F. A. Elm-
quist, Bertram Berry and B. A. Hegeman, Jr., repre-
senting George Stanton of Cleveland.

WAY COMMITTEE HOLDS FINAL MEETING
The final meeting of the way committee of the Amer-
ican Electric Railway Engineering Association was held
in the office of Chairman C. H. Clark, engineer main-
tenance of way of the Cleveland Railway Company,

Cleveland, Ohio. On June 8 representatives of the
manufacturers of electric railway special work met with
R. C. Cram of Brooklyn and Mr. Clark to revise the
specifications for built-up special work which were pre-
pared by the 1915 way committee, but not submitted to
the convention for approval. These specifications were
further revised by the way committee, and will be sub-
mitted as a recommended standard. At the first meet-
ing of the way committee held on June 15, the following
members were present: H. M. Steward of Boston, A. E.
Harvey of Kansas City, W. F. Graves of Montreal, R. C.
Cram of Brooklyn, E. M. Haas, Chicago, C. H. Clark
of Cleveland, and E. M. T. Ryder of New York.

This meeting of the committee held over for three
day and two night sessions, and owing to the large
amount of work necessary on some of the subjects, the
committee decided to continue those relating to the re-
vision of the design of 7-in. and 9-in. joint plates with

11 HH

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

reference to the sizes of bolt holes and fits ; the
recommended designs for layouts for switches, mates
and f roifs ; the use of rolled manganese and other alloy
steel rails; the investigation of high elastic-steel ma-
chine holts for use with mechanical joints; the prepara-
tion ni sp.viiiciticms with definitions for sundry track
! tin report upon the most efficient types
of hand track tools. The way committee has submitted
the recommended symbols for recording surveys which
were reported by the 1915 committee to other commit-
tees interested for their revision and approval. The
report on ballast for suburban and interurban lines,
which was prepared by L. A. Mitchell, Anderson, Ind.,
will be submitted to the association as information.
Specifications for pavements for use with grooved-
girder and plain-girder rails were prepared by Mr. Har-
vey, and those for wood block, granite block and brick
will be submitted to the association as recommended
standards. A report on specifications for preservatives
and the treatment of wood for inclusion in the Engi-
neering Manual was prepared by Mr. Haas, and the com-
mittee decided to submit it to the association as recom-
mended practice.

JOINT COMMITTEE ON BLOCK SIGNALS.

The joint engineering and transportation and traffic

associations committee on block signals met in Buffalo

on June 15 with the following members in attendance:

J. W. Brown, Public Service Railway, vice-chairman;

a note appended providing an increase in the distance
between the center line of the track and the base of
the signal where the signal is placed on the inside of
the curve, the amount of this increase to depend upon
the degree of curvature and the amount of super-eleva-
tion of the outer rail.

It was reported that progress had been made toward
getting the American Railway Association and the
American Electric Railway Association together to con-
sider jointly the block signal rules. A tentative meet-
ing between representatives of the two associations had
been arranged for the latter part of June. A full report
on tests for contactor signals was received and with
minor changes accepted. Proposed instructions cover-
ing methods for using standard aspects for trolley con-
tact signals were also considered.

Progress reports on other assignments were received,
and it was decided to refer to next year's committee the
development of a form of contract for signal installa-
tions and a study of operation without dispatchers.

FALL CONVENTION ACTIVITY
Earnest activity marked the convention committees'
work at Atlantic City this week. Plans and budgets
were approved and details were settled so that work is
now in full swing and the committees are proceeding
with the activities so necessary to assure a highly suc-
cessful fall convention. The committees which met at
Atlantic City on June 20 at President Henry's call were

■ — ■ — ■ — ° — i L ' r — I — i ' — ■—i — ■ — r~ ' — !~! i ' — i — n

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G. N. Brown, New York State Railways, Syracuse-Utica
Lines, and G. K. Jeffries, Terre Haute, Indianapolis &
Eastern Traction Company. There were also present
by invitation, R. V. Collins, United States Electric Sig-
nal Company ; F. M. Day, General Railway Signal Com-
pany, and H. W. Griffin, Union Switch & Signal Com-
pany.

A drawing of a signal number plate prepared by a
sub-committee was exhibited and discussed. It was
decided to recommend block figures as nearly as pos-
sible of the dimensions shown in the drawing, the
method of attachment of the plate to the signal being
subject to the approval of the customer. It was re-
ported that clearance diagrams had been approved by
the power distribution and heavy electric traction com-
mittees. The joint committee approved the suggestion
of the latter committee that on the drawing showing
the clearance, where men are not allowed to climb up
the side or ride on the top of the car, there should be

YOUNG'S MILLION-DOLLAR PIER AT ATLANTIC CITY V

the general convention committee and the committees on
exhibits, finance, entertainment and membership. A
general session was first held, then the individual com-
mittees met separately, and later at a general session
reports of the committee chairmen were heard.

H. C. Donecker, vice-chairman of the general com-
mittee, who presided, spoke of the fine way in which
committee members had co-operated. Earnestness in a
successful fall convention had been the watchword. E.
B. Burritt outlined the status of the sale of space. But
a very short time had elapsed since the distribution of
the plans of the pier showing the arrangement of the
booths, nevertheless space had been allotted to member
companies whose requirements totaled more than 20,000
sq. ft. Mr. Burritt also spoke of the comparatively large
number of manufacturing companies which had joined
the American Electric Railway Association. The num-
ber on June 20 was about 120. In addition Mr. Burritt
had received inquiries from a large number of other

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1189

companies which contemplated joining and exhibiting.

S. D. Hutchins, Columbus, Ohio, co-chairman of the
membership committee, described the work of his com-
mittee members and the success they were having in
building up interest in membership. Mr. Henry, when
complimenting the membership committee, referred to
the amount of dues to be paid by manufacturing com-
panies. The dues for this convention year, which ends
Oct. 81, 1916, will be only one-half of the full annual
dues. All of the privileges of the convention will be
open to all representatives of all railway and manufac-
turing member companies without payment of fees other
than those for membership or exhibit space.

Daniel W. Smith, Detroit, chairman of the committee
on exhibits, outlined before the general committee the
steps that had been taken toward completing arrange-
ments for furniture, flowers, policing, signs, handling
exhibit materials, etc. The floor plan as arranged for
the 1916 convention is shown herewith. Mr. Smith
stated that John G. Barry, Schenectady, had been ap-
pointed vice-chairman of the committee on exhibits.
Also a sub-committee on exhibit arrangements was ap-
pointed as follows: J. C. McQuiston, East Pittsburgh,
chairman; Frank H. Gale, Schenectady; A. L. Price,
Mansfield, Ohio, and S. M. Wilson, Philadelphia.

E. F. Wickwire, Mansfield, Ohio, chairman of the com-
mittee on entertainments, outlined the plan of the series
of entertainments which will be given during the fall
convention. His committee had decided upon the gen-
eral plan for association social gatherings and for spe-

Sub-committee on exhibit arrangements: J. C. Mc-
Quiston, East Pittsburgh, Pa.; Frank H. Gale, Sche-
nectady, N. Y., and A. L. Price, Mansfield, Ohio.

Entertainment committee : E. F. Wickwire, chairman,
Mansfield, Ohio; J. N. Shanahan, Newport News, Va. ;
William V. Dee, Providence, R. I. ; W. G. Kaylor, Phila-
delphia, Pa., and B. F. Wood, New York.

Finance committee: L. E. Gould, chairman, Chicago,
111.; George F. Allen, representing William Simpson,
Chicago, 111., and F. A. Elmquist, New York.

Membership committee: S. D. Hutchins, chairman,
Columbus, Ohio, and Edwin B. Meissner, St. Louis.

BOOKLET ON COMPANY SECTIONS

The association has issued an attractive illustrated
booklet designed to impress upon executives the advan-
tages of the company section movement. It contains a
history of the movement, tells "what company sections
are, what they do, how they do it, and how they are or-
ganized." In a letter accompanying the booklet Secre-
tary Burritt says:

"It is the belief of the committee on company sections
and individual membership that electric railway men
generally do not fully realize the tremendous possibili-
ties of company sections of the American Electric Rail-
way Association in improving the usefulness and morale
of both officers and employees.

"For that reason the inclosed pamphlet is being for-
warded to you in the hope that after reading it care-

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YOUT OF CONVENTION EXHIBIT AND OFFICE SPACE

cial entertainment for the ladies. Announcement of
the details will be made later.

Before adjournment, President Henry and the general
committee approved the budgets for the work of the
entertainment and exhibit committees. In conclusion,
Mr. Henry spoke a word of appreciation to the com-
mittee members. Those in attendance included the
following :

General convention committee: H. C. Donecker, vice-
chairman, Newark, N. J.; Daniel W. Smith, Detroit,
Mich.; R. I. Todd, Indianapolis, Ind.; E. F. Wickwire,
Mansfield, Ohio; L. E. Gould, Chicago, 111., and E. B.
Burritt, secretary, New York.

Exhibit committee: Daniel W. Smith, chairman, De-
troit, Mich.; John G. Barry, co-chairman, Schenectady,
N. Y.; John J. Stanley, Cleveland, Ohio; Miles B. Lam-
bert, Pittsburgh, Pa. ; J. J. Dempsey, Brooklyn, N. Y. ;
William H. Heulings, Jr., Philadelphia, Pa., and L. J.
Drake, Jr., New York.

fully, you will do what you can to develop the company
section idea among your associates."

Development of Chicago Surface Lines

An interesting statement issued by the Chicago Sur-
face Lines pointing out its development in the nine years
between Feb. 1, 1907, and Feb. 1, 1916, states that $90,-
000,000 of new capital has recently been put into re-
habilitation, new equipment, and new extensions. Twen-
ty-three hundred new cars have been purchased, 700
miles of track have been rehabilitated and 175 miles of
track have been built. Three tunnels have been recon-
structed. The 5-cent fare zone has been extended
through the Calumet district with free transfers and
a universal transfer system has been adopted. It is
now possible to travel 30.5 miles for a nickel as com-
pared with 13.1 miles ten years ago.

1190

ntic

RAILWAY JOURNAL

[Vol. XLVII, No. 26

COMMUNICATIONS

Paving Track Allowances
Brooklyn Rapid Transit Company

Brooklyn, N. Y., June 12, 1916.

To the Editors:

l am glad to note that the Electric Railway Jour-
nal has taken up editorially the important question of
track pavements, because I believe there is no question
of greater importance to the street railway companies,
ulurly in view of the costly pavements now re-
quired as against the comparatively cheap pavements
Which were installed in tracks in the early construction
days when franchises were accepted with the stipulation
that the railroad company should maintain the track
pavements.

I do not believe that many railway companies to-day
know exactly how much the pavement in track is
•costing for maintenance. Information along this line
should be covered by the American Electric Railway
Engineering Association, with a view to furnishing data
upon which to base arguments in favor of legislative
changes looking toward relief in some manner from
this incubus. It certainly seems absurd that the rail-
road companies should continue to install and maintain
costly pavements upon which the companies impose no
wear and from which there is no income. Neither is
the pavement maintenance looked upon as a tax, but in
effect, I believe, it is one of the largest single items of
taxation to which any street railway company located
in a large city may be subject. R. C. Cram,

Assistant Engineer Way and Structure Department.

Features of Freight Operation on the
L.f A. & W. St. Ry.

Cumberland County Power & Light Company
Portland, Me., June 5, 1916.
To the Editors :

In response to certain questions which have been
asked regarding details of the freight service performed
by the Lewiston, Augusta & Waterville Street Railway,
as outlined in my article published in the issue of the
Electric Railway Journal for March 11, I take pleas-
use in giving the following additional information:

First, regarding the form used in collecting data in
our farm survey, the accompanying illustration shows
the card which we have found very useful by the rail-
way company in securing general information with a
view to increasing the productiveness of farms, in
connection with which we are providing storage for
farm products until the market requires them. The
cards, which are filed in an index, show the location of
each farm, the name of the owner, his acreage, crops
and stock, the length of his hauls to the electric road
and to the steam railroad, and his attitude toward the
electric road. They also contain his suggestions or
criticisms regarding the plans outlined by the agent.

Another point is in connection with the preparation
of freight department statistics. In order that the man-
agement may be reasonably sure as to whether the
freight department is a source of clear revenue to the
company or is being operated without advantage, the
auditor compiles a monthly statement, showing thereon
the sources and amount of revenue, with comparisons
of the corresponding month in the previous year.
Against the revenue are charged the following items :

A maintenance-of-way charge (based on car-miles
operated) for track, roadway and overhead repairs.

A maintenance-of-equipment charge for repairs of
cars and electrical equipment, a proportion of shop
superintendence and depreciation of equipment.

Traffic charges for all freight department superin-
tendence, solicitation and advertising.

Transportation charges, including a proportion of
the superintendence of transportation, wages of freight
conductors and motormen, miscellaneous car service ex-
penses, wages of station employees and station ex-
penses, drayage, per diem charges for cars, losses and
damages, cost of lubricants, and miscellaneous expense.

Power is charged for on a car-mile basis for each
mile operated.

The general expense account, which includes the pro-
portion of the general officers' salaries and expenses,
clerks' salaries, law expenses, injuries and damages,

Map No.

House No.

Date

Address

Acres

Amouni

Crop

Cut

Standing

Equipment

to Railroad

Haul to L. A. & W.

to Railroad

FILING CARD FOR DATA ON FARM PRODUCTIVENESS

stationery and supplies, insurance, rent of track and
facilities and miscellaneous general expenses.

After all operating expense has been charged, a de-
duction is made for taxes, interest on investment, and
rental of land. The remaining figure shows surplus or
deficit.

Among other sources of profitable freight business
on the lines of this company is that of hauling materials
for road construction. During the summer of 1915 the
Maine Highway Commission placed a contract for the
construction of 8 miles of concrete road between Port-
land and Biddeford, Me., this road being the main
artery of travel from New York and Boston into the
State. The problem of distribution of materials con-
fronted the contractor, and this problem was solved by
securing from the railway company a guarantee to
transport gravel, rock, filling and cement, distributing
them as desired from dump cars, the tracks being paral-
lel to and located on the road to be built. The sand,
gravel and filling were hauled in 15-ton loads by motor
cars with two dump cars, of 7Vfe tons capacity each,
attached. These cars were loaded under spouts in the
gravel pits from storage bins.

By working two trains 18 hours per day, from 300 to
350 net tons of material were hauled per day. Similar
loads of cement were hauled from the company's steam
railroad siding, transfer being made from the steam
equipment at that point by the shipper. The total
gravel, sand and filling furnished amounted to 21,609
tons for the 8 miles of State road, the cement used being
2715 tons. At numerous points along the line, the
company handled similar work in smaller amounts, in
each case effecting a saving in the construction cost
and securing a neat return for the freight department.
F. E. Wood, General Freight Agent.

The Public Works Direction, Madrid, Spain, is re-
ceiving tenders for the construction and operation of an
electric tramway at Melilla, Spanish North Africa. The
minimum rolling stock required on the line is sixteen
closed cars.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1191

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.

Successful Under- Water Coal Storage

BY J. D. WARDLE
Chief Engineer Iowa Railway & Light Company, Cedar Rapids,

The Iowa Railway & Light Company, which operates
about 50 miles of interurban line and has more than
350 miles of high-tension transmission distribution
serving lighting and power customers in central Iowa,
has recently put into service a large under-water coal
storage. This plant is located on the Cedar Rapids-Iowa
City interurban division about 3 miles distant from the
generating station in Cedar Rapids. Iowa coal is pur-
chased and is delivered to the company at its southern
terminus, Iowa City. It is then brought over the inter-
urban line for a distance of 25 miles to the storage
plant.

An accompanying illustration shows the general de-
sign of the reinforced concrete trestles which extend
the long dimension of the pit, 420 ft. The width of the
pit is 135 ft., and the height from the floor to the top
of the rails is 22 ft. The west wall of the pit is a fill
of the interurban line, the other three sides are made
up of banks with a slope of 1 to 1. The two concrete
trestles are each surmounted by a single track laid on
I-beam cross-ties extending a sufficient distance outside
of the rails to carry a walkway so that the hopper bot-
tom cars can be tripped.

Iowa coal when piled ignites itself readily, and there-
fore it is necessary to keep the pit flooded. The water
supply is provided by two Gould centrifugal pumps
driven by 10-hp. motors which are fed from the trolley.
A comparatively small amount of water is needed after
the pit has once been flooded. Coal is reclaimed from
the pit with a 15-ton American Hoist & Derrick Com-
pany's electrically operated locomotive type crane. This
crane has 8000-lb. lifting capacity at 50-ft. radius and
a 20-ft. boom with a 60,000-lb. capacity on a 12-ft.
radius. The crane has a total weight of 67 tons and
is used for general road service as well as for loading
coal out of the storage pit into the cars.

The consumption of coal is about 250 tons a day, and
it formerly was necessary to carry 5000 or 6000 tons in
reserve in cars at a per diem charge for the cars of 45
cents. Now with the new under-water coal storage
plant in operation, the reserve in cars has safely been
reduced to ten cars on the track, and therefore the per

diem charge proportionately reduced from $45 to $4.50
a day. In times of threatened shortage, the new storage
plant will afford a reserve capacity of 22,000 tons. This
pit has been a successful investment, first because it
provides safe, long-time storage of a reserve supply of
coal, and second, because it has brought about a reduc-
tion in the per diem charges on coal cars of approxi-
mately $40 a day.

Devices for Protecting Armatures

Repairs to armatures are expensive, often ranging
from $20 to $60, the sum varying with the type, size
and condition. A repaired armature, although elec-
trically and mechanically perfect, is easily damaged. As
a pin renders an automobile tire temporarily useless, so
a tiny piece of steel cut into the coils or between the
commutator bars will as quickly disable the most care-
fully completed armature. The winder may turn out an
armature in first-class condition, but improper han-
dling en route to the motor might damage the coils sa

STORAGE PIT OF THE IOWA RAILWAY & LIGHT COMPANY.

1192

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

no. i ixim rai rroiiNG motor armatures

that it would have to be returned to the workman, re-
flecting unjustly on his workmanship.

Rolling an armature on the floor is the worst prac-
tice possible. It should not touch the floor from the
time it is taken from the winder's horse until it is
placed in the motor. This would be an ideal condition,
but as armatures cannot be stored in the air or left
on horses, other means should be provided for their pro-
tection. Armatures brought into the shop for repairs

FIG. 2 — JACKET FOR PROTECTING ARMATURES IN TRANSIT

should be stored on skids, as illustrated in Fig. 1. These
are made of two 3'2-in. x 7-in. planks set upon 4-in.
blocks, and placed parallel on the floor, properly spaced
for the armatures on hand. In the interval between
winding and banding, the armature can be left on these
skids, but as soon as it is banded and ready to be sent
to another part of the shop for commutator turning or
bearing fitting, it should be covered with a jacket sim-
ilar to that shown in Fig. 2.

This jacket consists of a number of hardwood pieces,

finished smooth and held together by strong ropes run
through holes in the ends of each piece. The two end
pieces, which are longer than the others, hold the jacket
together by means of straps. These jackets serve as a
suit of armor, and can be easily placed on the armature.
They cause no inconvenience in handling and are inval-
uable in protecting the armature. The jacket should
remain on the armature from the time it is banded
until it is placed in the motor. Then the removed arma-
ture should be placed in the jacket and returned to the
armature room. Armatures incased in these jackets
may be placed on rough, wet, or dirty floors or upon
sharp lathe chips or tacks without injury, it being

FIG. 4 — ARMATURE CARRIAGE FOR USE OVER LONG DISTANCES

assumed that they are subjected only occasionally to
these abuses.

It is often necessary to transport an armature on
wheels on account of not being able to reach all the
machines in the shop with the jib cranes. Two arma-
ture carriages are shown in Figs. 3 and 4. The one
shown in Fig. 3 can be used between machines in the
armature room, while that in Fig. 4 is too large for
such purposes. It can be used, however, for conveying
the armature to different parts of the building, across
streets, or anywhere within reasonable distance. Each
carriage performs two functions, lifting and carrying.
A long handle which acts as a means of moving the
truck, also acts as a lever to raise the armature from
the floor. If the handle of either is raised high in the
air, the hooks for handling the armature are lowered
until they are in a position to pick up the armature
shaft.

FIG. 3— ARMATURE CARRIAGE FOR USE OVER SHORT DISTANCES

Granite Paving Blocks Recut and
Relaid for $l.S9y2 per Yard

BY E. R. DIKE

Engineer Mai itenance of Way Chattanooga Railway & Light
Company, Chattanooga. Tenn.

Previous to reconstruction and repaving on Market
Street from Ninth Street to Main Street the entire
street, including the railway tracks, was paved with old-
style granite blocks. These blocks were 4 in. or 5 in.
wide, 5 in. or 6 in. deep, and 10 in. or 12 in. long. When
repaved the street was relaid with creosoted wood block
except about the railway tracks. The Chattanooga
Railway & Light Company decided to use the same
granite block after recutting and dressing them. The
total length involved was 3600 ft., mostly double track,
there being approximately 6000 sq. yd. in all to relay.

The blocks were recut and laid under the following
specifications :

The old granite blocks shall be recut to a substantially
rectangular shape so as to present fair and true surfaces
on the top, bottom and ends. The blocks when recut shall
be not less than 5 in. nor more than 10 in. in length, not
less than 3 in. nor more than 4% in. in width, and not
less than 4 in. nor more than 4% in depth, although if the
depth of the old blocks before recutting is such as to per-
mit it the recut blocks may have a depth of not less than

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1193

4% in., nor more than 5Vi in. The blocks shall be recut
so that they may be laid with close end joints, and with
side joints not exceeding Yz in. in width. A new top face
shall be provided for each block, which face shall be so
cut as to show no greater depression than V* in. below a
straight edge laid in any direction across the face and held
parallel to the general surface of the block. Each course
of blocks shall be of uniform width and the blocks so laid
that all longitudinal or end joints shall be broken by a lap
of at least 2% in.

All blocks used shall be free from seams, scales or dis-
colorations showing signs of disintegration, and all blocks
which in quality and dimensions do not conform to these
specifications will be rejected.

The blocks shall be laid in courses at right angles to the
rails, excepting stretcher courses next to rail, which shall
be laid as directed by the engineer.

Nelsonville filler block or its equivalent shall be used
under the heads of the rails on the inside of the track.
This block shall be of such shape and dimensions as to con-
form to the channel of the rail and shall be similar in quality
to a standard vitrified paving block.

All block shall be well settled in place by means of a
tamping block and tamper of approved size and weight.
All blocks found to be too high or too low shall be relaid so
as to conform to the required grade or surface. Any de-
fective blocks shall be removed and good blocks substituted
therefor.

On the outside of the rails the channel of the rail shall
be completely filled with a Portland cement mortar mixed in
the proportion of one part of cement and three parts of
clean sand, said mortar to be put in place previous to laying
the blocks along the outside of the rails, and to be flush
with the head of the rail.

For filler a one-to-one cement grout was used, applied
in several successive coats to insure a complete filling
of the joints.

The contract for this work was let to a local contrac-
tor who recut the blocks and relaid them on a founda-
tion of limestone screenings for the sum of $1.59y2 per
square yard. This price included the cost of the screen-
ings and the cement filler, but of course did not include
any concrete foundation, as the blocks were relaid on
the existing concrete and wherever it was necessary to
remove any concrete it was replaced by the railway
company. The contractor furnished the filler block and
also filled the head of the rail as described above.

This work was completed several months ago and at
present gives every indication of being a durable and
satisfactory paving.

New Transformer House of the C, S.
& C. Railway at Elyria, Ohio

BY A. P. LEWIS

Superintendent of Power and Shops

The Cleveland, Southwestern & Columbus Railway
has just completed a transformer house in connection
with its generating station located at Elyria, Ohio. The
22,000-volt main transformers, which are all oil type,
were originally located in the basement of the engine
room, jeopardizing the station apparatus through the
possibility of fire in a transformer, due to short-circuits
or grounds. Serious consideration was also given to
the danger of water getting into the basement and
flooding the transformers during high-water times.

Accordingly a brick and steel transformer house with
a slate roof was built about 50 ft. from the engine room
and connected with it by a large concrete tunnel shown
in an accompanying illustration. All of the low-tension
cables and control wires are carried in the tunnel which
also provides free passage from the engine room to the
transformer house. The two can be isolated from each
other by steel fire doors in case of emergency.

The installation was made as simple and as safe as
possible by using only standard material such as 33,000-
volt line insulators for supporting bus wires, which are

TYPICAL BUS STRUCTURE IN TRANSFORMER HOUSE, C, S. & C
RAILWAY

No. 00 copper trolley wire, and l^i-in. pipe and fittings
for racks and framework. To avoid possibility of in-
ductance in pipe-work, brass fittings were used freely
wherever necessary. All of the lighting and control
wires are carried in conduit and the high-tension oil
switches are installed in concrete cells. The outgoing
three-phase, high-tension lines, four in number, are
carried through the building wall through 14-in. tiles
fitted with glass through the center of which a hole is
drilled for the passage of the wire. Lightning arresters
are of the electrolytic type and are located outside the
transformer house on a concrete floor directly under
the outgoing lines. They are surrounded by a high
wire fence. Disconnecting switches are provided for
cutting out all switches, lines and transformer banks.
Of the last-named there are four, of three transformers
each, totaling 10,000 kw.

Each bank of transformers is surrounded by a con-
crete curbing 6 in. high so that in the event of oil over-
flowing from the transformers it will not spread over
the building. From the base of each transformer a pipe
is carried outside the building to a sewer. In the line
of this pipe is a quick-opening valve, located outside
the building wall and inclosed in a glass box. In case
of fire in a transformer the glass is broken, the valve
is opened and the oil from the affected transformer is
quickly drained out into the sewer which runs directly
into the river.

The standard practice of drying out oil and trans-
formers used by this company may be of interest in
this connection. The oil is pumped into barrels and
the transformers are cleaned of all sediment. From the
barrels the oil is filtered into a large metal vat, in which
several car-type electric heaters are located. By ad-
justing the flow of current in the heater, the oil is

TUNNEL CONNECTING ENGINE ROOM WITH TRANSFORMER
HOUSE, C, S. & C RAILWAY

1194

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

brought to exactly the right temperature and held there
for from twenty-four to forty-eight hours.

For drying out the transformers the following
method is used. They are first raised about 14 in. from
the floor and several electric heaters are placed under
them. They are next inclosed in a canvas tent which
contains a hole in the top. Then by regulating the cur-
rent in the heaters and the opening in the top of the
tent, the case, coils and core are brought to the right
temperature and held there for from twenty-four to
forty-eight hours. We have dried out dozens of trans-
formers in this manner and have yet to lose a trans-
former on our system.

Maintenance of Motor Leads

BY E. D. RANSOM, B.E.

It was found some time ago on a large city railway
system that sending wire to the maintenance shops and
allowing it to be cut to necessary lengths for use as
motor leads gave the following troubles: In the first
place more wire than was necessary was used, as care
was not taken to determine the proper lengths, and to
provide a margin of safety the leads were always cut
too long, resulting in considerable waste of wire. Again,
there was often a tendency to use an improper size of
wire if the correct size was not obtainable at the shop in
question. In many cases, when the wire was inserted

27}Comm.Bars between
of Brushes

FIG. 1 — TYPICAL DIAGRAM FOR IDENTIFYING MOTOR LEADS

in the brush-holder or the field terminal, care was not
taken to see that all of the strands were in the terminal
holes. This resulted in a poor connection, which caused
the leads to burn off at the terminals. In addition to
the above troubles, due directly to this careless manner
of using stranded wire, trouble was also experienced
with terminal screws cutting into strands, which result-
ed in burned connections. This was taken care of at
the same time that leads were made standard by the
use of a copper sleeve inclosing the strands.

Table I— Field Leadb fob Several Motobs

Type of
Motor
WH-101
QB-80

WH-68

WH-KX

GE-80

GK-80

WH-68

WH-101

WH-68

WH-101

WH-81

•

WH-81

WH-93

WH-81

GK-57

WH-93

WH-81

CK-:, 7

WH-81

WH-93

GE-64

Length of
Lead

0 ft. 11 in.

1 ft. 6 In.
1 ft. 10 in.
3 ft. Oin.

3 ft. 10 in.

4 ft. 10 in.

5 ft. 5 in.

5 ft. 10 in.

6 ft. 9 in.
lft. 6 in.

1 ft. 8 in.

2 ft. 2 in.

3 ft. 8 in.

4 ft. 2 in.

5 ft. 10 in.

7 ft. 2 in.

lft. 6 in.

3 ft. 3 in.

4 ft. 7 in.

, flexible

flexible

flexible
fl.-xibl-
flexible
flexible
flexible
flexible
flexible
flexible

Size of Wir<
B. & S. gage, No. 5

B. & S. gage. No. 5,

R & S. gage, No. 5,
B. & S. gage, No. 5.
B. & S. gage, No. 5,
B. & S. gage, No. 5,
B. & S. gage, No. 5,

R& S. k:i«,'. No. :,,

B. & S. gage. No. 5,
B. & S. gage, No. 3,

B. & S. gage, No. 3, flexible

B. & S. gage. No. 3, flexible
B. & S. gage. No. 3. flexible
B. & S. gage. No. 3, flexible

B. & S. gage, No. 3, flexible

B. & S. gage, No. 1, flexible

I',. \- S. gage, No. 1, flexible
B. & S. gage, No. 1, flexible

To reduce the frequency of motor-lead failures, all
leads were made of the proper length and size of wire
for each type of motor, and were equipped with terminal
sleeves. To make this possible it was first necessary to
standardize the internal wiring of the various types of
motors as follows: The lengths of leads for the best
wiring conditions were determined, each lead being
given an individual number. Fig. 1 shows a diagram
for a WH-101 motor, which is representative of the
type of diagram used for each type of motor. Table I

Dotted Line Shows Sleeve
when Soldered in Position, 77

Motor Lead Wire

shows the lengths of leads, the sizes of wire and the
types of motor for the several leads.

The maintenance shop employees can now pick out
the lead wire required from the proper motor diagram
and, by referring to Table I can place an order with the
department of electrical repairs for the lead numbers
required. These leads are furnished all ready to be
placed in the motor shell and inserted in the terminals.
The table gives lengths for field leads only.

In addition to Table I, Table II was prepared show-
ing the proper lengths of motor leads outside the motor
shell. The lengths shown in Table I are the total
lengths of leads. The proportion of lead inside and
outside the shell is arranged so that the lengths outside
have the values given in Table II. To prevent trouble
caused by different length leads in the same cleat which
resulted in chafing and grounding on motor shell, cal-
culations were made from which this table was devel-
oped. All lengths of lead were arranged in such a way
that they would not cause binding on curves nor be in
danger of chafing or catching on the motor shell.

After the above tables had been satisfactorily ar-

Table II — Lengths op Field Leads Outside the Motor Shells
Types of Car and Motors Length of Lead of Outside of Shell

Single-truck, open and closed cars, with WH-68 motors 25 in.

Doub e-truek, open and closed cars, with WH-49 motors 30 in.

Double-truck, open and closed cars, with WH-81 motors,

_ . , . 30 in. (except axle jumper, which is 45 in.)

Double-truck, closed, open and convertible cars, with WH-101

or WH-68 motors 30 in.

Double-truck, convertible cars with GE-80 motors,

_..,., . 30 in. (except axle jumper, which is 45 in.)

Double-truck, semi-convertible cars, with GE-90 motors 46 in.

Double-truck, semi-convertible cars, with WH-81 or WH-93

motors 30 in.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

ranged, all motor lead wire was concentrated at the Flood-Light tO Illuminate Time Board

department of electrical repairs. It was received in

The time board of the Springfield (Mo.) Traction
Company, shown in the accompanying illustration, is
illuminated by the use of a small General Electric flood-
light. This time board, which is located near the

500-ft. coils and cut to proper lengths, after which the
sleeve mentioned previously, and shown in Fig. 2, was
put on. This sleeve consists of a piece of copper tubing
of dimensions as shown, and is placed over the strands
and firmly soldered in place. The chief advantage of this
sleeve is that all strands are firmly held in place, mak-
ing the result as good as a solid wire of equal size. The
use of this sleeve eliminated many cases where the ter-

minal screw was set in so tight that it cut or spread the
strands, causing the lead to burn open-circuited.

Fig. 3 shows a motor lead fastened in a field terminal
both with and without terminal sleeve applied. The
letter P indicates the sinking of the screw into the
strands. In many cases it was found that nearly three-
fourths of the diameter of the wire was cut. through
and the lead had burned off at this point due to poor
contact and insufficient carrying capacity. The letter
S shows the outside strands which had unravelled and
did not get in the terminal at all. Such cases gave rise
to burning at the terminals and a possibility of ground-
ing through these strands to the motor shell. The sketch
at the left in Fig. 3 shows the wire held as firmly as if
it were a solid wire, the terminal screws being pressed
against the sleeve which protects the strands. It must
be understood that before this step of standardizing
motor leads was accomplished, the old-style fields having
permanent leads were replaced with fields equipped with
terminals, and it was at this time that these troubles
were experienced.

The concentration of the supply of motor leads and
end connections at the department of electrical repairs
insured the proper length leads of the correct sized wire.
In addition the ends were carefully prepared for in-
sertion in terminals, making motor lead maintenance
as nearly foolproof as possible. Since the above meth-
ods have been in use cases of motor lead trouble due
to the lead connection to the field are practically un-
known. The length of lead outside the shell has been
so changed from time to time that the present length,
as shown in Table II, is such that motor lead replace-
ment depends only on the life of the wire used.

An Unprepared Test of the Small Fire
Extinguisher

The ready advantages of the type of small fire ex-
tinguisher containing volatile liquid of low conductivity
to electricity were well demonstrated in an accidental
manner on June 5, when a fire broke out in the motor
windings of an Omaha street car, just as the car was
passing the office of the Johns-Manville Company. Ac-
cording to the Omaha World-Herald, an employee of
that company, who happened to be looking at the passing
car, rushed out with a fire extinguisher and extinguished
the blaze with practically no damage, and the car was
able to proceed. This prompt action would doubtless
have been impossible by using water which, further-
more, would have been dangerous on account of its
property as a conductor of electricity.

I-

rARS LEAVE FU:

, ,.," SQUARE A«0RT» SID

'■-"_ _T| . '''■

BO ■^^^"^^^^ 08
Flo* cnun icit »■». »»Ttiw«»"

1.1 ell H 1

"Frisco" depot, is of great convenience to the traveling
public, and will be of still greater convenience as soon
as a Western Union clock is installed in the space left
for it in the center of the board.

Air Clamp Facilitates Drill Operations

Bolting the work in position on the radial drill in the
shops of the Omaha & Council Bluffs Street Railway,
Omaha, Neb., has been obviated by the substitution of
an air clamp. It has also had the effect of greatly sim-
plifying and hastening all drilling operations. This,
attachment in the clamped position is shown in the ac-
companying illustration. It consists of a 7-in. x 12-in.
standard air-brake cylinder and an engineer's valve
mounted on the radial drill bedplate. Several lengths of
clamping arms are provided for different drilling opera-
tions and the pivoted point of the clamping arm is ad-
justable vertically. Air for this clamp is obtained from
a shop compressed air line, where a pressure from 80 to
100 lb. per square inch is available. The pressure at

AIR CLAMP WHICH SIMPLIFIES DRILL OPERATIONS

1196

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

ELEVATION OF NEW PAY-AS-YOU-PASS CAR FOR ROCHESTER, N. Y.

the end of the clamping lever, however, is multiplied at
tin- brake cylinder and by the lever arm, and a force of
approximately 1900 lb. is obtainable at the end of the
clamping lever.

Fifty Pay-as-You-Pass Cars for
Rochester

The New York State Railways-Rochester Lines have
just ordered from the Cincinnati Car Company fifty
front-entrance, center-exit cars of Peter Witt's post-
payment design. As shown in the accompanying ele-
vation and plan, the cars will be 50 ft. long over the
buffers and 26 ft. between truck centers. The height
from the pavement to the exit level at the center will be
14 in., and the height from this level or well to the main
floor, lOVi in. At the front entrance, the height from
the pavement to the tread of the folding step will be
18 in., the height of the riser 12 in. The doorway to
the front well will have an over-all width of 5 ft. 4%
in., and will be furnished with a center railing to en-
courage two people to enter at one time. This front
well will be 7 in. below the main body floor. The riser
is to be set radially, one object being to secure extra
seating capacity and another to permit the passenger
to take one step on the lower level before using the
riser.

• The bodies will be mounted on Baldwin arch-bar
trucks fitted with Hess-Bright ball-bearing journal
boxes and National 26-in. diameter cast-iron carwheels.
The four motors are to be of the GE-258 type, fitted
with ball bearings on the armature ends and rated 25
hp. each at 600 volts. The K-12 single-end control to
be used includes magnetic line switches.

As the rides in Rochester are comparatively short
and it is desired to handle the traffic most expeditiously,
longitudinal seats of Hale & Kilburn manufacture are
to be used. They will seat fifty-two people. The Cleve-
land type fare box is to be placed at the center of the
car and on the main floor level.

These cars will be furnished with Hunter signs bear-
ing 6-in. to 7-in. lettering. Signs will be placed over

h — «*F-a 1

the center exit doors, in the window on the devil strip
side opposite these doors, and in the center sash at the
front end.

The Consolidated Car Heating Company will furnish
the pneumatically-operated door and step mechanisms,
the motorman's signal, the passengers' buzzers and the
forced-draft heaters. Other equipment on the cars in-
clude Q-P trolley catchers and Eclipse fenders.

The Equipment Makes the Wreck Car

Wreck cars for street railway service need not be
elaborate, but there are many elements of their equip-
ment which are essential to the quick handling of
wrecked cars. There is nothing particularly novel about
the construction of the wreck car used by the Public
Utilities Company of Evansville, Ind., except that it is a
car built especially as a wrecker. This is a double-end
car of all wooden construction, fitted with side doors.
Westinghouse No. 56 motors and General Electric
K-35-G control. The car is 34 ft. long over all, and 8
ft. 6 in. wide. Both ends are fitted with footboards for
the convenience of the wrecking crew. The car is
equipped with automatic couplers for interurban service
and an ordinary link and pin coupler for street railway
service.

As a result of experience the equipment of this wreck
car, which is used for both city and interurban service,
has been added to and improved until the mechanical
department believes it is as near perfection for the
service it performs as it can be made. Just inside each
of the center side doors are pivoted jib cranes with 8-ft.
horizontal members fitted with 1-ton chain hoists. The
motorman's positions at each end of the car are guarded
with substantial wooden frames extending from the roof
to the floor of the car. Fastened to these are curtains,
which may be pulled down at night so that the light from
the interior will not obstruct the motorman's vision. A
combination heating and cooking stove, set in a box of
sand, occupies a position near one end of the car, and
immediately back of it is a combination tool box and
bench. This box contains one 1%-in. and one 1%-in.
snatch block with 50 ft. of rope; 75 ft. of %-in., 50 ft.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1197

of b-in., 50 ft. of 7/16-in., 50 ft. of %-in., and 50 ft.
of 5/16-in. chain, all fitted with rings and hooks. On the
wall of the car above this bench is a folding table, and
in a cupboard on the opposite side of the car is a com-
plete cooking outfit and set of dishes. Part of the outfit
in the cupboard includes such staple groceries as may be
kept there safely in buckets, tins, etc., and, in cases of
emergency, arrangements are made completely to supply
the larder.

In clearing wrecks jacks play a very important part,
and this fact has not been overlooked in equipping the
Public Utility Company's wreck car. This equipment
includes two 35-ton Simplex ratchet jacks, two 20-ton
jacks of the same type, four 15-ton jacks, two 10-ton
jacks, one 15-ton slewing jack and two 15-ton journal
jacks. A unique feature of the car equipment is the
built-up blocking. These blocks range in sizes from 1
in. to 10 in. thick, all being 24 in. long and 10 in. wide.
All of this blocking is made of 1-in. oak boards with oak
separator blocks of various sizes. The complete selec-
tion of blocking includes fifteen 1-in. blocks, twenty 2-in.
blocks, and ten each of the other sizes ranging from 3
in. to 10 in. and varying in size in steps of 1 in. Built-
up blocking was adopted because it is much lighter than
solid blocking, and thus it is more readily handled, and
experience has demonstrated that it is just as service-
able.

Two trolley poles fitted with trolley wheels are also
carried on brackets suspended from the roof of the car.
There are two classification lamps and two marker lamps
in a rack at one end, and beside these eight flags of vari-
ous colors, a set of four railroad lanterns and six large
lanterns for night work. In a set of bins mounted on
one of the sides of the car is a complete stock of bush-
ings, sleet cutters, fuses, tape, connectors, washers, nails,
cotterpins, etc. At convenient points on the car sides
and in especially prepared racks are mounted one axe,
one hand axe, one cross-cut saw, one hand saw, one set
of wrenches, one bolt cutter, one hack saw and a set of
track repair tools, including gages, lining bars and spike

lly -i

INTERIOR VIEW OF ONE END OF EVANSVILLE WRECK CAR

mauls. Four small turtle-back car replacers and a mag-
neto for testing car wiring are also made a part of this
wrecking outfit. Various sizes of wire which can be
used in making temporary repairs are carried in coils,
and as a rule this is supplied in sizes Nos. 2, 4, 6 and
14. Other miscellaneous equipment includes trolley
rope, waste, buckets, fire extinguishers, stools, brooms,
etc. Many of these tools are shown in the accompany-
ing illustration.

Insurance Increased for K. C, C. C. &
St. J. Ry. Employees

The 133 employees of the Kansas City, Clay County &
St. Joseph Railway, Kansas City, Mo., who constitute
the insurance organization of the company, have in-
creased their life insurance from $500 to $1,000, with-
out additional assessments. Group insurance is carried
by the Equitable Life Assurance Society, New York.
Previous to 1905, the employees paid 10 cents a week,
and the company paid $1 a quarter for each member,
into a fund ; benefits paid were $7 a week for disability,
and $100 for death. A year ago the Equitable made a
contract to carry the life insurance, each man being
protected with a $500 policy. The organization contin-
ued its health and accident feature, the members con-
tinuing to pay 10 cents a week, and the company $1 a
quarter for each. The surplus has continued to accumu-
late, and the doubling of the benefits for death was
decided upon. It is likely that the Equitable, which
may soon adopt the practice of disability insurance by
groups, may take over the entire insurance feature of
the organization. The men add money to the insurance
fund each year with two or three entertainments. Last
year about $500 was realized from such sources. The
surplus now in the treasury would carry both health
and life insurance projects for three years, with the
10 cents a week from members. The company and the
organization, however, continue to add to such surplus.

Results on Vienna Railways
During War

The report of the Municipal Railway at Vienna, Aus-
tria, for the fiscal year to June, 1915, is of unusual in-
terest, because it shows the war's effect on a municipal
enterprise that employed 12,368 persons at the time of
the opening of hostilities. Of these, 5700 men joined
the army immediately and 1706 more before the end of
the fiscal year, and at that time 10,083 persons were
employed, the vacancies having been filled chiefly by
women. The service continued uninterrupted and also
undertook new work, such as the transportation of
wounded by special street trains and the forwarding
of freight of all kinds. The official report of the city
shows that the total number of paid miles covered by
its street cars in 1914-1915 was 55,921,500, or only 11.2
per cent less than in the preceding year of peace, while
327,000,000 passengers were carried, or 1% per cent
less. The total revenue from the electric lines was
$10,764,762; from street traction, $92,351, and from
auto-omnibus service, $9,875. The last mentioned was
just being inaugurated when the war came. Against
this was an expenditure of $6,313,493 for electric, $155,-
862 for steam, and $23,065 for auto service, a total of
$6,492,420 for operation expenses. This, with the usual
annual charges for damages, benefits, dividend on in-
vested capital of $39,077,500, etc., increased by $710,-
500 for expenses due to the war, made the total ex-
penditures $10,021,695. There was a surplus of $861,-
676. Of the surplus, part was spent for new equipment,
payment of money borrowed, etc.

The Boston News Bureau says that the Boston Ele-
vated Railway's snow expense last winter was prac-
tically three times as large the year before. Up to
April 1 it cost the Boston Elevated Railway $130,000
to take care of the snow and keep its lines open during
the unusually severe weather which featured the winter.
This $130,000 is more than one-half of 1 per cent on
the $23,879,000 of stock.

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 26

NEWS OF ELECTRIC RAILWAYS

roKTI.AM) VALUATION i H.l'RES ANNOUNCED

Out Inn- <>! Sali.ni I Vat urea of Case— Statement Made by
Company in Itcply

Hi.- Public Service Commission of Oregon has handed
fori I itoeisloi in the matter of the value of the Portland
Railway, Li^ht <fc Power Company properties in western
Oregon. The next mutter- kg he taken up will be that of
rates, unless the company can secure additional consider-
ation of the valuation question. As stated in the Electric
Railway Joiknal for June 17, page 1151, the commission
has decided that the reproduction cost less depreciation
amounted to $40,822,883 on June 30, 1915. This is $877,940
leu than the company claimed the same valuation to be,
according to its method of calculation. The commission's
valuation of the reproduction cost new is $45,375,027. It
is believed that this estimate will form the basis of the
various rate investigations that will be made. The figure
does not include any working capital, going value, invest-
ments in subsidiaries, construction work in progress or in-
vestments in undistributed construction accounts. The com-
mission has made no allowance for going value, but an
inspection of the decisions indicates that it is willing to
receive additional testimony on this point and will give it
attention in the future.

The company's complete claim before the commission was
$61,040,004. The largest eliminations by the commission
were $7,489,446 for "going value" and about $6,000,000 for
property that the commission did not consider useful as
public utility property. The commission will allow work-
ing capital to the amount of $1,110,000 instead of $1,850,000
deemed necessary by the company.

The commission concedes that the company's earnings
have been falling off materially, and puts the blame of
this on jitney competition and electrical competition in
Portland. The commission's remarks on this point are
as follows:

"It will be noted that the last few years has shown a
marked falling off in earning capacity. This is shown by
the record to be due to the following three causes: general
and local depressed business conditions; the advent of com-
petition in the electric lighting and power field, which has
taken from the respondent a considerable proportion of its
most profitable traffic and without correspondingly dimin-
ishing fixed and running charges, and the practically un-
controlled destructive competition of jitneys. While rev-
enue has fallen off, it is evident that the effect has been
kept to a minimum by rigid economy in other directions.
To a very considerable extent the conditions shown for
the last three years are abnormal; and the causes for the
conditions have apparently reached the climax of their
effect."

The commission apparently considers the question of
going value to be debatable. Its decision reads in part as
follows:

"In this figure the utility included $7,489,446 as repre-
senting the cost of developing its business, commonly known
as going value' and which is not included in the figure
found by the commission as representing the reproduction
of physical properties. Whether this claim of going value
is reasonable is not determined in the present findings.
The theory upon which the going value claim was made
is not approved by the commission, and the utility is
afforded the opportunity to present further testimony upon
the question of going value in order to bring its claim for
this element of value, which is well recognized in utility
valuations, within the rule of modern decisions.

"The amount claimed by the utility as representing going
value is equivalent to It! per cent of the figure found by
the commission as reproduction cost of the physical prop-
erty of the utility. In the appraisal submitted by the util-
ity a claim was made that the value 0f its water rights
used in both utility and non-utility operation?, was $6 000 -

000. The Supreme Court of the United States has laid down
a rule that developed water rights shall be valued in pro-
ceedings of this character.

"The commission, by its decision, materially reduced the
claim of the utility for water right values, and the prin-
cipal differences between the appraisals submitted by the
utility and the ultimate findings of the commission lie in
the elimination, for the present, of the utility's claim for
going value, in reduction in the claim for water right and
real estate values, in the reduction of percentages for over-
head costs added to specific construction, and in a decrease
in the amount claimed as working capital."

The commission finds that the company is now paying
interest on $1,057,000 of city bonds for pavements. The
company had no share in determining if this money should
be spent, though it was one of the heaviest payers. It has
already paid off about $1,000,000 of these bonds. The com-
mission finds that out of every dollar taken in by the
company, 20 cents is paid out to city', county and state for
taxes, franchises, bridge rentals and other items of a similar
nature.

The commission states specifically that the present find-
ings are not to, be considered the value of the company as
a business entity. The commission found that the aggre-
gate investment of the present holders amounted to $54,-
047,042, but this, of course, includes all company property.

Franklin T. Griffith, president of the company, said in
part:

"The findings of the Public Service Commission have
just been served on us and we have, as yet, had no oppor-
tunity to analyze the values found. From such study as
we have been able to give the findings, however, it ap-
pears that the commission materially reduced our claims
as to cost of construction of the physical property and also
the values claimed for our rather extensive holdings of
real estate used in both utility and non-utility operations.
To what extent the commission has been influenced by the
abnormally low prices of real estate during the last two
years of extreme depression, we are unable to determine.

"One large item of value claimed by the company and
not included in the commission's findings is the intangible
element of going value which is representative of the cost
to the company of developing its business and is not repre-
sented by tangible physical property. The claim of the
company for this item was approximately $7,500,000, and
this entire amount is excluded in the findings of the com-
mission, although the findings state that going value is
recognized in utility valuations as an important element
and that the commission is willing to consider the allow-
ance of a going value, provided that upon a further hearing
the company is able to comply, with certain specific condi-
tions laid down by the commission in its findings as essen-
tial to the establishment of such a claim.

"The amount claimed by the utility as representing going
value is equivalent to 16 per cent of the figure found by
the commission as representing reproduction value of phys-
ical property. This percentage is of peculiar interest in
view of the fact that this element of value in similar pro-
ceedings elsewhere in the United States has been found
reasonable by courts and commissions when reaching a
figure ranging from 20 to 30 per cent of the reproduction
value of physical property.

"The developed water rights owned by the company are
used about one-third in non-utility operations and two-
thirds in utility operations. Our total claim for water right
values is $6,000,000, and while we cannot, from the find-
ings, determine as yet the theory of value adopted by the
commission, it appears that the commission has allowed
us practically our appraisal of water powers used in non-
utihty operations, in which the rate-paying public is not
interested, and on some of our developed water powers used
in utility operations has allowed us not much more than
nommal values."

June 24, 1916J

ELECTRIC RAILWAY JOURNAL

1199

COURT PROCEEDINGS START IN SAN FRANCISCO
Construction Held Up While Question of the City's Right to
Parallel United Railroads on Market Street Is
Being Determined

In order to determine whether the Municipal Railway,
San Francisco, Cal., has the right to construct its tracks
parallel to those of the United Railroads on Market Street,
the president of the board of works with a construction
foreman started work on the Van Ness Avenue crossing on
June 13. Attorneys for the United Railroads obtained from
the United States District Court a temporary restraining
order commanding the city to stop the work and to show
cause on June 19 why a preliminary injunction should not
be issued pending the settlement of the whole matter in the
courts.

Both sides have agreed, it is affirmed, that the case will
be carried to the end to determine whether the city has
the right to build tracks wherever it pleases regardless of
franchises issued to corporations. The United Railroads
contends that the provision in its franchise declaring that
the city shall not grant a franchise to a competing line for
more than five blocks of parallel track binds the city as
well as lines operated by private companies. On the other
hand, the city cites the Knoxville case, decided a number of
years ago by the Supreme Court and since accepted as
precedent. In the Knoxville case a franchise was granted
to a water company to lay mains and furnish water to the
city for a number of years, but before the expiration of the
franchise the city decided to build its own water system
and furnish a municipal supply. The final decision in the
case was that while the city was privileged to grant an
exclusive franchise, it could not deprive itself of the right
to construct a water system of its own whenever it should so
elect.

By bringing up a constitutional question the United
Railroads was able to enter the Market Street case in the
federal district court. The fight is expected to be carried
to the Supreme Court for its final decision. The city de-
sires to complete the laying of double tracks all the way
on Market Street from Kearny to the eastern portal of
Twin Peaks tunnel and to run a connection on Church
Street from Market to the present terminus of the munic-
ipal line on Church Street. This would give the municipality
double tracks the entire length of Market Street, paralleling
the United Railroads, and would connect the Church Street
and Van Ness Avenue lines. The injuncton not only pre-
vents further construction on the proposed lines affected,
but will leave the city's Church Street line isolated and
without means of getting cars to it when it is completed in
the near future.

CHANGES RECOMMENDED IN QUEENSTON LINE

The Ontario Railway Board made public on May 29 its
recommendations to the International Railway, Buffalo,
N. Y., based on the study which it made of the property of
the company at Queenston following the accident on the
grade there last summer. The engineers reported to the
hoard in November. The board orders that the tracks from
the upper arch bridge to the Grand Trunk bridge be bal-
lasted with stone and gravel, and that where the board's
engineer directs suitable drains or ditches be placed in
tracks with cross-drains to carry off the water. This work
must be ready for the inspection of the engineer by June 15,
1916. All defective or decayed ties must be removed at
once, and low joints be raised or ballasted under the ties;
all outer rails which are in a worn condition and are situated
on a curve must be replaced; guard rails must be inspected
and added to or extended as the engineer of the board
requires; the safety switch near Brock's monument must be
reconstructed according to a plan approved by the board;
all weeds and vegetable growths must be removed from
between the rails and for a distance of 18 in. outside the
track, as well as from the devil strip, and kept clear; por-
tions of the cliff where the track approaches close to the
edge must be inspected and reported upon not later than
the first week in May each year.

The company is required, during the current year, to re-
build all its culverts under the tracks, of concrete or cast-

iron pipe, and to reconstruct the railway from Queen Street
in the village of Queenston to the river dock with a safety
switch, and with altered grades and curves, in accordance
with plans approved by the board. Hereafter cars with
double motor equipment are to be operated to the Queenston
Dock and all brake rods and brake equipment must be
strengthened as required; Sanders of ample capacity, as
approved by the board, are to be fitted to the cars and
adjusted to deposit the sand as closely to the wheels as
possible. These must be inspected frequently.

The board directs that in operating up or down the
Queenston grade an open car must not have a load of more
than 30 per cent over the seating capacity, and closed cars
not more than 30 per cent over its seating capacity. The
board also requires stricter observance of the orders to con-
ductors and motormen dealing with the speed of cars at
curves, crossings, etc.

BUFFALO SOUTHERN RAILWAY STRIKE SITUATION
UNCHANGED

All efforts to operate cars over the interurban lines of
the Buffalo (N. Y.) Southern Railway, whose platform men
have been on strike for seven weeks, have been unsuccess-
ful. E. G. Connette, president of the International Rail-
way, over whose tracks the line operates from the city line
to the Main Street terminal, has notified Nathan A. Bundy,
receiver for the Buffalo Southern Railway, that owing to an
agreement between the International Railway and its em-
ployees, cars with non-union crews cannot be operated in
the city limits. The sixty employees who went on strike
for a wage increase and renewal of their agreement are
willing to return to work at the old wage scale, but de-
mand a renewal of their union agreement. Stockholders of
the road have notified the Erie County Supervisors' Com-
mittee, which has investigated the strike situation, that
they have no objections to the renewal of the agreement,
but Mr. Bundy is firm in his refusal to recognize the union.
He also refuses to arbitrate. P. J. Downey, of the New
York State Board of Mediation and Arbitration, has threat-
ened to conduct an investigation in court into the manage-
ment of the road in an effort to bring about a settlement.
Henry Lein, a stockholder, has retained counsel to start a
stockholders' action to have Mr. Bundy removed as re-

SUBSIDIES SUGGESTED

An interesting program of maintaining the commercial
standing of Louisville in spite of prospective prohibition
legislation by extension of the electric railways out of the
city is suggested in a letter published over the name of
Rush C. Watkins, one of the leading business men of that
city. Develop the city through interurban service, he sug-
gests, and he proposes that the city shall aid in financing the
extensions. His letter follows:

"There is little doubt, I suppose, that the statewide peo-
ple of Kentucky are going to force a vote on prohibition
within a few years, and if this is done Kentucky will likely
go prohibition, as there are more voters in the dry than in
the wet territory. Louisville will get a severe commercial
blow and, in my judgment, one of the ways to offset this
damage is by developing the city through interurban service.

"First — Build a line out the Brownsboro road.

"Second — Extend the Bardstown road line to Bardstown.

"Third — Extend the Preston Street line to Shepherdsville,
or possibly this line could be run on to Bardstown cheaper.

"Fourth — Extend the Eighteenth Street road line to Mam-
moth Cave through Elizabethtown and Hodgenville. Push
the government ownership of Mammoth Cave.

"Fifth — By all means extend the Shelbyville line to
Frankfort, there connecting with the Bluegrass system which
gives us traction service all over the Bluegrass country, and
I believe we will get our share of that business instead of
Cincinnati getting it all. Cincinnati, while a good neighbor,
pays no taxes in Kentucky and is not in a position to re-
ciprocate the business Kentucy gives her.

"Sixth — The banks are full of money, and a flotation of
bonds to cover these extensions could be easily sold. Louis-
ville and Jefferson county could afford to guarantee these
bonds rather than not have these improvements."

1200

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

BOCHMTm LINKS KKI'M TO < O.MMLSSION
RECOMMENDATION

The reply ol the New York State Railways, Rochester
to tin- r.roiiiniiiiclutioMH for improvements in service
in Koehester mad.- I.y the Public Service Commission for
th. HlOOnd l»i -in.i of New York in connection with the
■dVMM to the jitneys referred to in the Electric
Raii.wav Journal of May 20, page 957, was filed with the
OWmriooten cm June 20. The Rochester Herald of June 21
said that the reply had not been (riven out for publication
there. In the ibMBN of Honco B. Andrews, president of
the company, from New York access to the copy of the reply
«i i be office of the company in New York was made contin-
gent upon securing the necessary permission from Roches-
Hiis could not be done before going to press. From
Albany it was reported thnt the answer of the company was
in the nature of simply a formal reply, with the prcspect of
conferences being held by the company, city and commission
representatives before final disposition is made of the case.

IM'KKUKBAN MEN TESTIFY BEFORE TOLEDO
COMMITTEE

At a meeting of the subcommittee of the Milroy Street
Railway Commission at Toledo, Ohio, on June 16 D. D.
Schenk, president of the Toledo & Indiana Railway, and
E. A. Burrill, general manager of the Northwestern Ohio
Railway & Light Company, estimated from statistics that
seven interurban lines entering the city paid the Toledo
Railways & Light Company $83,563 in 1915 for the use of
its tracks. Six of these lines carried 2,418,797 passengers,
but there were no figures to show what the seventh did.
The average amount per car-mile paid to the company was
0.2016 cent. In addition, the roads paid a share of the
maintenance of the freight and passenger depots. This in-
formation was sought by the committee in its endeavor to
learn all the sources of revenue of the city line. Messrs.
Scheiick and Burrill estimated the cost of building single
track at $60,000 a mile, and of double track at $110,000 a
mile. They said that the interurban companies would prefer
an independent track for their entrance to the city, because
it would allow them to make better time.

ST. LOUIS MILL TAX JUDGMENTS PAID

The United Railways, St. Louis, Mo., on June 15 notified
the City Counselor that it would send a check to the city
for $1,839,205, the full amount of seven judgments in favor
of the city to cover the mill tax owed by the company from
1903 to 1910. On the day following, payment was made.
Acknowledgments were filed shortly before noon in the
divisions of the circuit in which the judgments were ob-
tained. The total amount due for that period is about
$2,300,000, but the excess over what the United Railways has
paid is represented by judgments against the St. Louis
Transit Company. The United Railways contends that the
transit company has no assets. No bond was put up to
insure any possible judgment against the transit company.
About $1,000,000 of mill tax has accrued since 1910. This
is still in litigation. The money with which to pay the
tax is available through a special reserve fund set up to
meet a possible decision unfavorable to the company. The
Supreme Court early in the previous week decided against
the United Railways on its final appeal for a reopening of
the case.

SELECTION OF TRENTON ARBITRATOR STILL
UNSETTLED

Another conference was held at Trenton, N. J., on June 21
on the arbitration covering the reinstatement of employees
of the Trenton & Mercer County Traction Corporation, but
no agreement could be reached on the arbitrators and from
present indications the arbitration in these cases will be
prolonged for some time. C. Howard Severs, arbiter for the
union, printed a statement in the newspapers in which he
charged the company with delaying the matter. Peter E.
Hurley, general manager of the company, has denied this.
He said that the company is anxious to have the matter
cleared up as soon as possible. According to Mr. Hurley
the union objected to Samuel T. Atchley, warden of the
New Jersey State Hospital for the Insane; J. M. Berrien, tax

collector of Lawrence township, and William Hutchinson, re-
tired. Mr. Hurley further said that when the third arbitra-
tor was selected he would bring before the arbitrators the
men who checked up the conductors and whose evidence was
responsible for their dismissal. Representatives of the com-
pany and union on June 21 again discussed the proposed new
working agreement to become effective on July 1. No con-
clusions were reached and further conferences will be held.

Progress Made in Massachusetts Arbitration. — It was an-
nounced in Springfield on June 18 that an agreement be-
tween the Springfield Street Railway and the Worcester
Consolidated Street Railway and their employees has been
reached so far as the wages of uniformed men were con-
cerned. The next conference was arranged to be held at
Worcester on June 22.

Increase in Wages Granted in Saginaw. — The Saginaw-
Bay City Railway, Saginaw, Mich., has increased the wages
of its motormen and conductors 1 cent an hour. Under
the new scale beginners receive 21 cents an hour. The
pay of men who have been in the company's employ five
years or longer is increased to 25 cents an hour. On the
interurban lines the scale is from 24 cents for first-year
men to 27 cents for fourth-year men.

Action on Pittsburgh Transit Commissioner Delayed. —
The City Council of Pittsburgh, Pa., upon motion of John H.
Dailey, has referred back to the finance committee the reso-
lution for the selection of a transit commissioner to consider
and report on the rapid transit needs of the city with
respect to some of the proposals for traffic betterment
already advanced. The measure authorized the Mayor to
nominate the commissioner, who is to be confirmed by
Council.

Conductor Indicted for Using Spurious Coin. — An indict-
ment has been returned by the United States Grand Jury in
Buffalo, N. Y., against a conductor formerly employed by the
International Railway charging him with using a coin in
imitation of a nickel. The coin, when deposited in the fare
box, would register as a penny. The evidence was obtained
and presented to the Federal Grand Jury by United States
District Attorney Stephen T. Lockwood, who acted in co-
operation with local United States secret service operatives.
The case will probably go to trial before District Judge
Hazel.

Military Precautions Tightened at Niagara. — Owing to
stringent military and immigration restrictions along the
Canadian-Niagara frontier, conductors on all Gorge Route
and International Railway cars operating over the Park
and River division and Upper Steel Arch bridge at Niagara
Falls, Ont., are instructed to notify the military authorities
of all passengers who do not hold round-trip tickets. Tour-
ists of German extraction are practically prohibited from
entering Canada except under special permission. Armed
uniformed Dominion soldiers ride on every car between
Niagara Falls and Queenstown, Ont.

Rights Denied to California Monorail Line.— The Rail-
road Commission of California has denied, without preju-
dice, an application of the Clear Lake Suspended Mono-
rail Company, for authority to issue $50,000 of stock and
$900,000 of bonds, to provide funds to build a monorail
line between Hopland, Mendocino County, and Lakeport,
Lake County, 24 miles. The commission says that as it
is estimated standard type of steam road can be built be-
tween these points for $600,000 and the estimate for the
monorail construction is $1,223,000, the authority should
not be granted. This denial does not preclude the appli-
cant from renewing its petition.

Negotiations Still Pending on East Cleveland Franchise.
—At a conference last week between officials of East
Cleveland and Fielder Sanders, street railway commis-
sioner of Cleveland, Mr. Sanders demanded that the sub-
urb accept a franchise with a 5-cent cash fare and free
transfers or six tickets for a quarter, with 1 cent for
transfer. J. J. Stanley, president of the Cleveland Rail-
way, agreed to this. Mayor Minshall of East Cleveland
made a counter proposition that the company build a
crosstown line in East Cleveland, renew its tracks and pave
its portion of Euclid Avenue through the town and estab-
lish an express service on Superior Avenue for East Cleve-

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1201

land patrons. He did not commit himself to the higher fare
which Commissioner Sanders proposed.

Kentucky Compensation Law Upheld. — One of the im-
portant court rulings of the year in Kentucky is that of the
Court of Appeals of the State upholding, as the court of
last resort, the constitutionality of the Kentucky workmen's
compensation law. This measure will go into effect on
Aug. 1 and the commission which will administer it is now
listing employers who signify their intention to accept it.
The measure is virtually compulsory, affecting businesses
with more than five employees, since it deprives those em-
ployers, and employees, who do not accept it of the import-
ant common law defenses. No State fund is provided for
and employers may insure with commercial or mutual com-
panies or, if they are able, may carry their own insurance.
All the electric railways in Kentucky will be affected.

Cleveland a Mecca for Pickpockets. — For the last two or
three weeks pickpockets have been unusually active on
street cars at Cleveland and in the crowds boarding and
alighting from cars. It is estimated that $2,000 was taken
in that way within one week. Chief of Detectives Rab-
shaw suggested to J. J. Stanley, president of the Cleve-
land Railway, that the motormen and conductors aid the
police in apprehending offenders by acquainting them-
selves with the pictures of pickpockets in the Bertillon
bureau and then keeping a close watch. In many cases
the courts have suspended sentence and this has discour-
aged Mr. Stanley. He said that he is willing to co-operate
with the police department if the thieves are punished
when captured, but that "golden ruling" will do no good
in such cases. He will, however, have the men warn pas-
sengers when they see suspicious characters enter the cars,
and it will be done in such a way as to give all notice.

Agreement Predicted for Operation of New Philadelphia
Line by P. R. T. — A meeting of the board of directors of the
Philadelphia (Pa.) Rapid Transit Company, including Shel-
don Potter and William Hancock, the two new city repre-
sentatives, was held on June 19. Mayor Smith said that an
informal talk with Mr. Stotesbury and Mr. Mitten led him to
the conclusion that the transit company was in a "most re-
ceptive mood." The Mayor said: "We discussed the pros-
pects for a new agreement between the company and the city
covering transit matters, and arranged for a conference be-
tween the new city representatives and Mr. Stotesbury, Mr.
Mitten and myself for the preliminary discussion. I do not
know when this meeting will be held, but I think it will be
soon. I have been studying the 1914 agreement in order
that it might be used as the basis for the new contract. I
feel certain that the company will take over and operate the
new lines. It naturally does not want to be placed in the
position of competing with other companies."

Comptroller Gives New York Subway Expenditure Fig-
ures.— William A. Prendergast, comptroller of the city of
New York, on June 4 issued his report on the city's finan-
cial transactions for the first quarterly period of the year.
Tables in the report show that the commitments for rapid
transit construction to March 31 of this year aggregated
$227,272,122, and the expenditures to March 31 were $164,-
613,010. In a summary of the report Comptroller Prender-
gast says: "The outlays by the city on the present subway
operated by the Interborough Rapid Transit Company have
amounted to $56,246,458. The commitments under con-
tracts, which cover the additional railroads now in course
of construction, to be linked with the present system oper-
ated by the Interborough Rapid Transit Company, total
$65,925,888, of which $42,225,565 has already been expended.
Under Contract 4, which comprises the Centre Street loop
lines, the Fourth Avenue subway, and the other lines to be
operated by the Brooklyn Rapid Transit Company, or the
New York Municipal Railway Corporation acting for it, the
city's commitments aggregate $102,211,190, of which $66,-
162,986 was expended up to March 31."

Strict Accountability Demanded in Bridge Fare Case.—
The Public Service Commission for the First District of
New York has ordered the Brooklyn & North River Railroad,
which operates over the Manhattan Bridge from Manhattan
to Brooklyn, not to engage in undue competition with the
Manhattan Bridge Three-Cent Line, which operates over
the same bridge. The Brooklyn & North River Railroad is

owned by the Third Avenue Railway, New York Railways
and the Brooklyn Heights Railroad. It received a franchise
for operation across the bridge in 1913, the year after the
Manhattan Bridge Three-Cent Line obtained its bridge
rights. The franchise of the Brooklyn & North River Rail-
road was hedged about with restrictions that were designed
to prevent it from competing unfairly with the Manhattan
Bridge Three-Cent Line. The complaint that led to the
present order was made on Dec. 13, 1915. The Three-Cent
Line charged its rival with having started a service from
Broadway, Manhattan, across the bridge to Concord Street,
Brooklyn, with a rate of fare of 3 cents or two tickets for
5 cents. Commissioner Hayward held that no reasonable
effort had been made, according to the evidence, to see that
the 3-cent passengers of the Brooklyn & North River Rail-
road were dropped before being carried a reasonable dis-
tance from the Brooklyn terminal of the bridge. He believed
that sort of service was indefensible under the franchise
and should be discontinued. He added that the practice of
turning back cars at Concord Street instead of sending them
through to Fulton Street should be discontinued and it was
so ordered.

PROGRAMS OF ASSOCIATION MEETINGS

Central Electric Railway Association

All those who decide at the last moment to take the Cen-
tral Electric Railway Association's cruise on June 27-30 on
the Great Lakes may make reservations with John Benham
at the Hotel Secor, Toledo, Ohio, on Monday, June 26. A
souvenir roster containing the names of all members and
their guests, as well as their railway and business affilia-
tions, will be published in connection with this trip. Those
who make reservations with Mr. Benham on June 26 will
not be included in the alphabetical list of attendants, but
will be listed in an addenda which will be bound in the
booklet. Up to June 21 more than 275 tickets for the trip
had been sold.

Central Electric Railway Association

On June 20 William F. Stanton, secretary-treasurer of
the New York Electric Railway Association, mailed to
members the program for the thirty-fourth annual meet-
ing of the association to be held on June 27 and 28 at the
International Hotel, Niagara Falls, N. Y. The meeting
will be opened at 10 a. m. on June 27. After the address
of the president has been presented, the executive com-
mittee and the secretary-treasurer will report. Reports of
committees will then be presented as follows:

Workmen's compensation insurance, by James P. Barnes,
chairman; taxation and rates of fare, by E. G. Connette,
chairman; safety rules by James P. Barnes, chairman;
joint use of poles, by B. Penoyer, chairman; public rela-
tions, by C. Loomis Allen, chairman; membership commit-
tee, by James F. Hamilton, chairman.

The subjects for discussion at the session are as follows:

"The Use of Electric Railways in the Military Service,"
introductory paper by Col. J. B. Bellinger, U. S. A.

"The Advantage of Electric Traction in Time of War,"
introductory paper by James E. Hewes, general manager
of the Albany Southern Railway, Rensselaer.

At the session of the association on the forenoon of June
28, the election of officers and other business will be trans-
acted.

The program of entertainment for June 26 provides for
tea and dancing at 5 p. m. and a concert and dancing at
9 p. m. On June 27 there will be golf at the Niagara
Falls Country Club at 10 a. m., a concert from 11 a. m. to
12 o'clock noon, a luncheon for the ladies at the Buffalo
Country Club at 1 p. m., an automobile trip for the ladies
at 3 p. m., and tea and dancing at 5 p. m. The banquet
will be held at 7 p. m. on June 27 and will be followed
by dancing. At 10 a. m. on June 28 there will be a clock
golf competition for the ladies ; at noon there will be a
trip through the power house at Niagara Falls, and at
2 p. m. a trip around the gorge route. The speakers at
the banquet will include a number of men prominent in
public life.

1802

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No.

Financial and Corporate

UfNUAL kki'oims
Underground Electric Railways of London, Ltd.

The report* for the calendar year 1915 of the electric rail-
way* controlled by the Underground Electric Railways of
London, Ltd., London, England, show that, while revenue
larger, expenses have also been heavier. The
Metropolitan District Railway alone of the group is under
i control and has its net receipts guaranteed,
but the Central London Railway, the City & South London
Railway, and the London Electric Railway remain inde-
pendent and have to bear unaided the higher cost of wages,
Foal aii<l materials. But under the "London electric railway
facilities act (1915)" the four railways, together
with the London General Omnibus Company, have for the
lirst time placed their net profits in a common fund to be
.tividc.l in agreed proportions. The aggregate gross re-
ceipts of the five companies from all sources for 1915 were
£6,481,144, of which £5,029,779 was retained by the several
companies for revenue liabilities. The balance of £451,365
was divided in the following proportions: Central London
Railway, 20 per cent, or £90,273; City & South London
Railway, 2 per cent, or £9,027; London Electric Railway,
26 per cent, or £117,355; Metropolitan District Railway, 12
per cent, or £54,164, and London General Omnibus Com-
pany, 40 per cent, or £180,547.

The railways have benefited more from the arrangement
so far than the London General Omnibus Company. The
following table shows the revenue, expenditures and fixed
charges of the railway companies:

soundness of the position of the Underground Electric Rail-
way system as a great transport enterprise.

The "facilities act" above mentioned, under which an
agreement was entered into on Dec. 21, 1915, but taking
effect as from Jan. 1, 1915, provides that the five companies
are to afford each other all reasonable facilities for through
passenger traffic, etc., without apportioning the through
fares among the five companies. In other words, each of
the companies in the first instance keeps the whole of its
takings from every source. Out of these takings it pays
all of its revenue liabilities, which include working expenses,
interest and dividends on all prior stocks (except the second
preference stock of the Metropolitan District Railway Com-
pany) and sets aside a sum for reserve. The balance of the
takings is credited to a common fund, and this fund is
apportioned among the five companies as specified.

Omaha & Council Bluffs Street Railway
The comparative statement of income, profit and loss of
the Omaha & Council Bluffs Street Railway, Omaha, Neb.,
for the calendar years 1914 and 1915, follows:

Amount
Revenue from transportation. .$2,839,180
Revenue from other operations 156,898

Revenue

Expenditure Fixed Charges

Central London

1915

ta-

1915 crease 1915

In-

London Kiel-trie

Metropolitan Dis-
triel Kv

£316,627 £39,151 £156.523 £12,184 £38,131

202,389 56.471 110,609 16,642 30,253

963,131 181,186 428,307 83,306 270,522 37,286

1,066,247 133.016 511.721 97,751 350,432 6,770

Each of the railways thus showed substantial improve-
ments in its earnings, and, although the operating costs
increased, the margin available for dividends was larger,
and each company was consequently able to pay larger
dividends than in 1914. The London Electric Railway paid
a dividend of IVi per cent on its ordinary shares, as com-
pared with five-eighths of 1 per cent in 1914. The Metro-
politan District Railway paid a dividend of 3 per cent on its
second preference stock, as compared with 2 per cent in
1914. The City & South London Railway paid its full divi-
dends of 6 per cent on all its preference stocks, as com-
pared with 5 per cent on its 1891 and 1896, and only 2%
per cent on the 1901 and 1903 preference stocks. The
Central London Railway paid a dividend of 3 per cent on
its ordinary stock, as compared with 2% per cent in 1914.
These dividends were paid after making adequate allow-
ance for reserves and without decreasing, and in some cases
increasing, the balances carried into next year's accounts.
The London General Omnibus Company showed a falling
off in revenue and a decrease in working expenses. The
amount available for dividend was less than in 1914, and a
dividend of 12 per cent, free of income tax, was paid, as
compared with 16 per cent for 1914.

The various companies, it is said, were caused by the war
to contend with difficulties, problems and requisitions which
disturbed their operations. Before the outbreak of war
they employed approximately 27,500 men; of these 7700
are enlisted and 6300 attested, representing approximately
50 per cent of the staff. When all these disturbing elements
are taken into consideration the results show the strength
and vitality of the enterprise. The maintenance of its
revenue during war-time is a proof of the strength and

, 1914

Per

par

Cent

Amount

Cent

94.76

$2,822,953

95.17

5.24

143,260

4.83

Surplus for the year $67,844 2.27 $58,321 1.96

The gross earnings in 1915, as compared with those of
the year before showed an increase of $29,865, or 1 per cent.
The operating expenses increased $48,411, or 3.01 per cent.
A large part of this was due to increased service and to
increased charges to injuries and damages. The occupation
tax paid to the city of Omaha increased $4,961, largely due
to the consolidation with South Omaha and Dundee. The
total increase in taxes for the year is $7,533. The balance
shown in the reserve for depreciation as of Jan. 1, 1916, was
$1,254,837. A total of $83,011.83 was charged to this
account during 1915 for rebuilding tracks and other replace-
ments. During the year $45,127 was expended for better-
ments, additions and extensions.

During the year the competition of the jitneys was at
times very annoying and impaired the earnings to the
extent of about $100,000. This was practically all a loss
in net earnings, as the operating expenses were not in any
manner reduced by a decrease in service. During all of the
first seven months of the year the jitneys were allowed to
operate without any regulation whatever. The City Council
passed several ordinances regulating them, but the ordi-
nances were suspended by referendum petitions and there-
fore promptly repealed by the City Council, rather than to
wait eighteen months for the next city election. Finally,
in August, a very mild ordinance was passed and accepted
by the jitney operators.

At times during the period the jitneys were operating
without license or regulation, more than 100 jitneys were in
operation daily on the streets where the traffic was most
congested, and therefore where the street car service was
most frequent. After the regulating ordinance went into ef-
fect forty-five licenses were issued, and bonds were furnished
by the jitney operators in each instance. The most of these
bonds were taken out for short periods, and, as they expired,
the jitneys gradually retired from the field, until at the
beginning of the year there were only fifteen jitneys in
operation.

On account of the jitney situation, the dividend on the
common stock was reduced to a 4 per cent basis, orders for
twenty-five new cars were rescinded, and a conservative
policy in general was adopted. It is said, however, that the
loss of revenue through the jitneys was not without its
compensations, for the company was almost entirely free
from attacks by agitators for lower fares or requests for
increased service or extensions.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

120S

SUPPLEMENTARY ACTION EXPECTED IN SYRACUSE

It is stated in Syracuse that on June 24 or on July 1 Jus-
tice W. S. Andrews is expected to hear the application of
the Columbia Trust Company, as trustee, under the mort-
gage of $2,500,000 of the Syracuse, Lake Shore & Northern
Railroad, to make Hendrick S. Holden and C. Loomis Allen,
the co-receivers of the Empire United Railways, Inc., parties
defendant in the action to foreclose the Syracuse, Lake Shore
& Northern Railroad mortgage. At the same time the ap-
plication is made the Columbia Trust Company is expected
to request the appointment of receivers for the Syracuse,
Lake Shore & Northern Railroad. The bondholders' pro-
tective committee, at whose request the application will
be made, will ask that Justice Andrews name C. Loomis
Allen and Hendrick S. Holden as co-receivers of the road.
This will take the affairs of the Syracuse, Lake Shore &
Northern out of the receivership of the Empire United.

MARCH AND JANUARY-MARCH EARNINGS
Net Electric Railway Earnings Show Improvement in Sec-
tions Other Than the West

A comparison of electric railway statistics for the quar-
ter January-March, 1916, with figures for the corresponding
months of 1915, made by the information bureau of the
American Electric Railway Association and shown in the ac-
companying tables, indicates a considerable improvement
in the electric railway business of the United States. Data
for the quarter, representing 6,966.38 miles of line of com-
panies scattered throughout the country, indicates an in-
crease in operating revenues of 8.90 per cent, in operating
expenses of 6.81 per cent and in net earnings of 12.47 per
cent, while data representing 5,508.71 miles of line indicates
an increase in taxes of 3.17 per cent, and in operating
income of 14.26 per cent.

The number of revenue and transfer passengers carried
by companies representing 5,352.41 miles of line increased
<3.80 per cent, while the revenue car mileage increasd 3.49
per cent. It must be pointed out, however, that the Western
district did not share in the improved business conditions.

Of the three sectional groups the Western, represented
by 1,886.40 miles of line, indicates an increase in operating
revenue of 1.78 per cent, in operating expenses of 2.89 per
cent and a decrease in net earnings of 0.42 per cent. Re-
turns for some 96 per cent of this mileage show a decrease
in taxes paid of 1.09 per cent and in operating income of
0.12 per cent. The decrease in amount of taxes paid may
be explained by the method of taxing gross receipts in vogue
in several of the Western cities.

The Southern group, represented by 707.73 miles of line,
shows an increase in net earnings of 15 per cent; however,
returns for 78 per cent of this mileage indicate an increase
in net of but 9 per cent, while taxes increased about 11 per
cent and operating income 8.73 per cent.

The Eastern group, represented by 4,372.25 miles of line
or about 60 per cent of the total mileage, indicates an in-
crease in operating revenue of 11.92 per cent, in operating
expenses of 8.95 per cent, and in net earnings of 16.74 per
cent. Returns representing 72 per cent of this mileage
show an increase in the amount of taxes paid of 5.04 per
cent and in operating income of 21.61 per cent. The large
percentage increase in the operating income is not due so
much to the improved business conditions of this year as to
the poor conditions of the past year and a comparison with
figures for 1914, which are not available, would perhaps
result in a poorer showing.

As a whole the number of passengers carried has in-
creased as has the number of revenue car-miles run. While
the Eastern district shows an increase of 10 per cent in
the number of passengers carried and one of 3.5 per cent
in the number of car-miles run, the Southern shows an
increase of about 22 per cent in the number of passengers
and an increase of 7.43 per cent in car-miles.

In the Western district, on the contrary, the number of
car-miles run has increased faster than the number of
passengers carried, but both increases have been small.

All of the districts, except the Western, show a decrease
in the operating ratio, the United States as a whole in-
dicating a decrease from 63.11 in 1915 to 61.90 in 1916. The
operating ratio of the Western district increased from 66.48
in 1915 to 67.21 in 1916.

The returns for March shown in Table I indicate an im-
provement over January and February, though they are not
strictly comparable because of the difference in miles of
line represented. As a whole, the Western district shows
better for March than for the two previous months.

Table I — Revenues and Expenses of Electric Railways Not

Reporting Taxes, for March, 1916, and for the First

Quarter of 1916.

, March , , Jan.-March v

Amount Increase Amount Increase
Per Cent Per Cent

In Over In Over

Account 1916 1915 1916 1915

United States'

Operating revenues $11,181,404 9.63 $38,681,617 8.90

Operating expenses 6,919,275 5.62 23,944,169 6.81

Net earnings 4,262,129 16.85 14,737,448 12.47

i >pf rating ratio, per cent :

1915 64.23 ... 63.11

1916 61.88 ... 61.90

Miles of line represented 6,670.39 . . . 6,966.38

Eastern District*

Operating revenues 7,065,760 12.97 26,887,806 11.92

Operating expenses 4,263,747 8.20 16,196,261 8.95

Net earnings 2,802,013 21.08 10,691,545 16.74

Operating ratio, per cent :

1915 63.00 ... 61.88

1916 60.34 ... 60.23

Miles of line represented 4,076.26 . . . 4,372.25

Southern District*

Operating revenues 730,950 5.56 2,127,729 6.49

Operating expenses 435,985 1.96 1,251,375 1.22

Net operating revenue. . 294,965 11.38 876,354 15.05
Operating ratio, per cent :

1915 61.75 ... 61.87

1916 59.64 . ... 58.81

Miles of line represented 707.73 . . . 707.73

Western District*

operating revenues 3,384,694 4.09 9,666,082 1.78

Operating expenses 2,219,543 1.68 6,496,533 2.89

Net earnings 1,165,151 9.03 3,169,549 d 0.42

Operating ratio, per cent :

1915 67.13 ... 66.48

1916 65.57 ... 67,21

Miles of line represented 1,886.40 ... 1,886.40

Note. — Letter d denotes a decrease.

Table II — Revenues and Expenses of Electric Railways

Reporting Taxes for March, 1916, and for the

First Quarter of 1916

, March v , Jan.-March ,

Amount Increase Amount Increase

Per Cent Per Cent

In Over In Over

Account 1916 1915 1916 1915
United States*

Operating revenues $8,281,255 9.28 $30,356,769 8.65

op, rating expenses 5,250,937 5.50 19,147,095 6.75

Net earnings 3,030,318 16,51 11,209,674 12.05

Taxes 540,850 3.32 2,050,780 3.17

Operating income 2,489,468 19.83 9,158,894 14.26

( ip> rating ratio, per cent:

1915 65.68 .... 64.19

1916 63.41 ... 63.07

Miles of line represented 5,210.72 ... 5,508.71
Eastern District

Operating revenues 4,415,074 14.63 19,308,513 12.96

Operating expenses 2,769,812 9.69 11,903,299 9.72

Net earnings 1,645,262 24.04 7,405,214 18.59

Taxes 249.916 4.92 1,196,793 5.04

Operating income 1,395,346 28.22 6,208,421 21.61

Operating ratio, per cent :

1915 65.56 ... 63.46

1916 62.73 ... 61.64

Miles of line represented 2,831.73 . . . 3,127.72
Southern District

Operating revenues 527,190 1.32 1,523,899 2.64

Operating expenses 298,220 dl.62 858,078 d 1.91

X,t earnings 228,970 5.41 665,821 9.17

Taxes 45,759 11.04 136,348 10.91

operating income 183,211 4.10 529,473 8.73

Operating ratio, per cent :

1913 58.25 ... 58.92

1916 56.56 ... 56.30

Miles of line represented 551.50 . . . 551.50
Western District

Operating revenues 3,338,991 4.15 9,524,357 1.73

operating expenses 2,182,905 1.59 6,385,718 2.78

Net earnings 1,156,086 9.35 3,138,639 d 0.34

Taxes 245,175 0.45 717,639 rf 1.09

Operating income 910,911 12.02 2,421,000 d 0.12

< iperating ratio, per cent :

1915 67.02 ... 66.36

1916 65.35 ... 67.04

Miles of line represented 1,827.49 . . . 1,827.49

Note. — Letter d denotes a decrease.
Table III

Revenue and Revenue

Transfer Passengers Car Mileage

Miles , * , , * ,

of Line Increase Increase

Repre- Over Over

sented Total 1915 Total 1916

United States 5,352.41 498,471.541 6.80 77,688.363 3.49

Eastern District.. 3,088.13 242.913,999 10.24 35,671,750 S.51
Southern District 440.03 18,515,398 21.91 5.939,743 7.43
Western District 1,824.25 237,042,202 2.52 36,073,870 2.85

•Groupings are as follows : Eastern District — East of the Mis-
Bisslppl River and north of the Ohio River; Southern District —
South of the Ohio River and east of the Mississippi River; West-
ern District — West of the Mississippi River.

1204

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 26

$14,000,000 OF CHICAGO NOTES i:\TENDED
The detail* have been announced of the arrangements
made for a three-year extenmon of $11,000,000 of Chicago
(III.) Elevated Railways two-year ii per cent secured gold
which mature on July 1 next. A. stated in the
Eubctkic Railway Journal of June 3, page 1000, it is
proposed that the rate of Interest on the extended notes be
increased to (I per cent per annum, payable semi-annually.
The sum of $15 in cash will be paid In respect of each
$1,000 fa.-.- amount of notes extended as an inducement to
the present holders to come in under the proposed exten-
sion plan. The company hu.s arranged to increase ma-
terially thr value of the security for all extended notes
and Ims made public the manner in which this will be
done. The provisions of the trust indenture of July 1,
llil I. will remain in full force and effect. The extension
docs not Involve the payment of commissions. All inci-
dental expenses, however, will be borne by the Chicago
Elevated Railways. Holders of the gold notes may be-
come parties to the extension agreement by depositing their
notes before July 15 with the National City Bank, New
York, or with the Illinois Trust & Savings Bank, Chicago,
and the International Banking Corporation, London, sub-
depositaries. The two-year 5 per cent secured gold notes
of the Chicago Elevated Railways were issued on July 1,
1914, as part of a plan of temporary financing. Since that
date the city of Chicago has appointed a commission of
eminent engineers to study transportation conditions and
to formulate concrete plans for the unification of all the
elevated and surface lines in the city. This commission is
now actively engaged in its labors. Pending the promul-
gation of such plan and of appropriate municipal action in
the matter, the company believed it neither practical nor
desirable to undertake permanent financing and as a re-
sult it was decided to extend the present notes to July
1, 1919.

Ardmore (Okla.) Railway.— The Ardmore Electric Rail-
way has been reorganized by the election of Edward Gait
as president, Wirt Franklin and Sam Apple, vice-presi-
dents, I. M. Putnam, secretary and manager, and Roy M.
Johnson, treasurer. It is planned to resume operation of
the system by July 1. The application for a charter for
the Ardmore Railway as the successor company was noted
in the Electric Railway Journal of May 20.

Bay State Street Railway, Boston, Mass.— Hayden, Stone
& Company, Boston, Mass., are offering for subscription at
103 and dividend, yielding 5.82 per cent, $250,000 of 6 per
cent cumulative first preferred stock of the Bay State
Street Railway, preferred as to dividends and assets. The
stock is redeemable, all or in part, at 120 on any dividend
date.

Boston & Worcester Electric Companies, Boston, Mass. —
The trustees of the Boston & Worcester Electric Companies
have declared a dividend of $1.50 per share on the pre-
ferred stock, payable on July 1, to holders of record of
June 23. The trustees say: "The increase in the dividend
from the usual $1 semi-annual declaration is a reflection
of the steady growth of the business and development of
the territory served by this property."

Elmira Water, Light & Railroad Company, Elmira, N. Y.
— The Public Service Commission for the Second District
of New York has authorized the absorption of the Elmira
Transmission Company and of the Elmira & Seneca Lake
Traction Company by the Elmira Water, Light & Railroad
Company. All the capital stock of the transmission com-
pany is authorized to be bought and it is to be merged with
the larger concern, which will purchase all the assets and
assume the liabilities of the Elmira & Seneca Lake Traction
Company. The Elmira Water, Light & Railroad Company
is authorized to issue $100,000 of its 5 per cent first con-
solidated mortgage bonds at not less than 92%, $125,000 of
its 7 per cent cumulative preferred and $200,000 of its 5
per cent second preferred stock both at par, netting in all
$417,500. The proceeds will be used toward paying
$402,114 of bills and accounts payable of Oct. 31, 1915,
against the Water, Light & Railroad Company, $55,000
bills payable of the transmission company, $16,250 ex-

penses incident to these transactions and $63,570 for new
construction from Oct. 31, 1915. The commission approves
the inventory and appraisal of the Elmira Water, Light &
Railroad Company's property as of June 30, 1914, as
affected by its subsequent operations and provides for the
amortization of $1,500,000 of the company's $2,500,000 "in-
tangible suspense to be amortized" account at the rate of
$20,000 a year for five years and then at the rate of $30,000
a year.

Kansas City (Mo.) Railways.— N. W. Halsey & Com-
pany, New York, N. Y., are offering $4,000,000 of Kansas
City Railways first mortgage 5 per cent gold bonds. These
bonds are dated July 1, 1915, and are due July 1, 1944.
They are callable as a Whole or in part at 103 and interest
on any interest date upon sixty days' notice. The bonds
are secured by an absolute first mortgage on the entire
property of the company. Under the terms of the mort-
gage additional first mortgage bonds may be issued on
account of new expenditures for new construction, addi-
tions, extensions, betterments and improvements, properly
chargeable to capital value in the ratio of $1,000 bonds for
$1,100 of expenditures so made. It is announced that the
bonds have all been sold.

Monmouth County Electric Company, Red Bank, N. J. —
The property of the Monmouth County Electric Company,
which operates an electric railway between Long Branch
and Red Bank and to Rumson, has been sold under foreclos-
ure to Charles A. Porter, Jr., Philadelphia, Pa., and Frank
C. McDermott and A. A. Eldridge, Jersey City, representing
the bondholders. The committee paid $10,000, subject to a
$500,000 mortgage, interest and taxes. The company oper-
ates 26 miles of line. The jitneys are said to have been the
largest single contributing factor to the company's recent
failure.

Northern Ohio Traction & Light Company, Akron, Ohio.
— The statement made in the Cleveland News of June 13
to the effect that negotiations had been resumed by eastern
bankers for the purchase of the controlling interest in the
Northern Ohio Traction & Light Company is authorita-
tively denied in New York. Application was filed with the
Ohio Public Utilities Commission by the company on June 16
for permission to issue $14,075,000 of first lien and refund-
ing 5 per cent bonds. Of the proceeds approximately $2,000,-
000 are to be used in making improvements and the remain-
der will be used to refund outstanding bonds that mature at
an early date. The company recently sold to N. W. Halsey
& Company, New York, N. Y., and Hayden, Miller & Com-
pany, Cleveland, Ohio, subject to the approval of the com-
mission $4,000,000 of the bonds.

Public Service Corporation of New Jersey, Newark, N. J.
— The Public Service Corporation of New Jersey has de-
clared a quarterly dividend of 2 per cent, an increase of
one-fourth of 1 per cent over the last quarterly declaration
and placing the stock on an 8 per cent basis. The directors
of the company have voted to recommend to the stockhold-
ers an increase in the authorized capital stock from $25,-
000,000 to $50,000,000.

DIVIDENDS DECLARED

American Cities Company, New York, N. Y., 1% per
cent, preferred.

Asheville Power & Light Company, Asheville, N. C,
quarterly, 1% per cent, preferred.

Boston & Worcester Electric Companies, Boston, Mass.,
$1.50, preferred.

Carolina Power & Light Company, Raleigh, N. C, quar-
terly, 1% per cent, preferred.

Cleveland (Ohio) Railroad, quarterly, 1% per cent.

Columbus (Ga.) Electric Company, 3 per cent, preferred.

Columbus Railway, Power & Light Company, Columbus,
Ohio, quarterly, 1 per cent, prior preferred; quarterly, Wi
per cent, preferred, Series A.

Commonwealth Power, Railway & Light Company, Grand
Rapids, Mich., quarterly, 1% per cent, preferred; quarterly,
1 per cent, common.

Eastern Texas Electric Company, Dallas, Tex., 3 per cent,
preferred; 2 per cent, common.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1205

Elmira Water, Light & Railroad Company, Elmira, N. Y.,
quarterly, 1*4 per cent, second preferred; quarterly, 1%
per cent, first preferred.

Mohawk Valley Company, New York, N. Y., quarterly,
IK per cent.

National Properties Company, Philadelphia, Pa., 2 per
cent, common.

New York State Railways, New York, N. Y., quarterly,
IV* per cent, preferred; quarterly, \K per cent, common.

Northern Ohio Traction & Light Company, Akron, Ohio,
quarterly, 1% per cent, preferred.

Public Service Corporation, Newark, N. J., quarterly, 2
per cent.

Reading (Pa.) Traction Company, $0.75.

Washington, Baltimore & Annapolis Electric Railroad,
Baltimore, Md., quarterly, 1% per cent, preferred.

Western Ohio Railway, Lima, Ohio, quarterly, 1% per
cent, first preferred.

ELECTRIC RAILWAY MONTHLY EARNINGS

ATLANTIC SHORE ELECTRIC RAILWAY, SANEORD, ME.
Operating Operating Operating Fixed Net

Period Revenue Expense Income Charges Income

lm., May, '16 $26,079 '$24,520 $1,559

1 15 27,878 *26,004 1.874

BATON ROUGE (LA.) ELECTRTC COMPANT

•$8,239

•8,998

•106,176

•112,334

$7,507 $3,463

5,519 2,146

92,689 32.306

68,816 25,071

$4,044
3,373
60,383
43,745

COLUMBUS (GA.) ELECTRIC COMPANY

lm., April, '16

$64,S78
56,408
760.S64
691.947

•$27,249 $3T.i!29 S2S.653 $8,976

•25.431 30,977 28.791 2,186

•330,277 430,587 344,103 86,484

•309.939 382, nox 3411,1143 41,965

EL PASO (TEX.) ELECTRIC COMPANY

April, '16 $85,799 '$43,892 $41,907 $4,670 $37,237

'15 76,697 '43,293 33,404 4,201 29,203

'16 1,023,938 «532,301 491,637 r.2.430 439,207

'15 1,016,196 "555,052 461,144 50,351 410.793

lm., April, '16 $151,416 •$102,096 $49,320 $36,579 $12,741

1 15 162,211 «98,240 53,970 36,059 17,911

12 16 1,924,891 •1.224,641 700,250 435,3X8 26 1,862

12 15 2,283,456*1.256.6411,026,815 434,963 591,852

NORTHERN TEXAS ELECTRIC COMPANY, FT. WORTH. TEX.
lm., April, '16 $146,494 »$91,984 $54,510 $2S,724 $25,786

1 15 123,464 '79,249 44,215 27,215 17,000

12 16 1,801.013 '1.099,351 701,662 337,140 36 1,523

12 15 1,910,801 '1,077.722 833,079 321,637 511,442

OHIO RIVER ELECTRIC RAILWAY & POWER COMPANY,

POMEROY, OHIO
lm., April, '16 $6,368 $3,967 $2,401 $1,662 $$915

1 15 5,561 3,543 2,018 1,604 +834

40,700 29,441 16,050 115,202
23,594 16,526 +.11.045

PHILADELPHIA, (PA.) RAPID TRANSIT COMPANY
lm., May, '16 $2,391,370 $1,296,001 $1,095,369 $815,599 $279,770

1 15 2,070.160 1,213.940 856,220 817,318 3S.902

11 16 23,526,374 13,106,169 10,420,205 8,977,507 1,442,698

U 15 21,846,966 12,700,115 9,146,8518,918,781 228,070

PUGET SOUND TRACTION LIGHT & POWER COMPANY,
SEATTLE, WASH.
,088
'15 605,180

•16 7,643.873 '4, 879, 073 2,764,800 2,192,916 571,88 1
*15 8,072,022 *4. 905,547 3.166,475 2.141,107 1,025,368

lm.. May, '16 $326,400 S»*199,694 $126,706 $69,132 +.$57,838

1 15 247.644 '149,448 98,195 55,248 143 011

5 16 1,612.894 §'954,731 658,162 339,057 1320,533

5 15 1,210.228 '760.355 449,873 276,348 1173,848

SAVANNAH (GA.) ELECTRIC COMPANY

lm., April, '16 $64,897 '$43,257 $21,640 $23,501 t$l,861

1 15 65,689 '40,959 24,730 23,226 1,504

12 16 785,244 '523,311 261,933 278,677 116,744

12 15 829,427 '538.953 290.473 276,816 13,657

WESTCHESTER STREET RAILROAD. WHITE PLAINS, N. Y.

lm„ Apr., '16 $20,072 $21,152 t$l,080 $1,755 tt$2,813

1 " " '15 19,369 21,096 +1,727 1,449 113,167

10 16 206,432 212,102 15,670 16,792 1122.1 79

10 15 213.056 224,792 111.736 13,168 124.798

Traffic and Transportation

HEARING ON ONE-MAN AND OWL CARS
Commission Takes Under Advisement Plea of Spokane Com-
panies to Effect Economies

The hearing by the Public Service Commission of the
State of Washington on complaint of the city of Spokane
against the Washington Water Power Company and the
Spokane & Inland Empire Railroad in regard to owl and
one-man car service was held in Spokane on June 9 and 10.
D. L. Huntington, president of the Washington Water
Power Compay, stated that the railway lines were losing
money daily and that the company could not count on any
large increase of revenue in the future. The only thing
the company could do toward self-preservation was to re-
duce expenses. Both companies contended that they should
be allowed to discontinue their owl service and be per-
mitted to continue their system of having new cars of the
near-side type operated during the part of the day by one
man. Mr. Huntington stated that if the companies were
permitted to operate one-man cars, a saving of about
$35,000 a year would result.

Evidence submitted by the Washington Water Power
Company showed that the lines of the corporation began
to show a deficit in 1913-14, and have not been profitable
since. The company hoped that revenues would increase
with the increase in the population of the city and with
the coming of better business conditions, but this hope
had not been justified. Mr. Huntington said that the loss
had been a steady one, and that the company did not feel
like asking the stockholders to shoulder the deficit indefi-
nitely. He gave the gross receipts of the railway lines
of the company for 1910 as $1,050,000 and as $660,000 for
1915, and the expenses as $900,000 in 1910 and $700,000 in
1915. The record of passengers carried was as follows:

1910, 24,730,000; 1911, 23,691,000; 1912, 20,726,000; 1913,
19,437,000; 1914, 17,840,000; 1915, 15,714,000. These
figures show a decrease since 1910 of 36% per cent. The
taxes of the company in 1910 were $34,000 and in 1915
.1160,000. The record of miles traveled since 1910 was as
follows: 1910, 3,621,000; 1911, 3,634,000; 1912, 3,398,000;
1913, 3,344,000; 1914, 3,308,000; 1915, 3,293,000. The oper-
ating expenses per car mile since 1910 follow: 1910, $0.2878;

1911, $0.2721; 1912, $0.2571; 1913, $0.2489; 1914, $0.2285;
1915, $0.1998.

J. F. Reardon, inspector of safety appliances for the
commission, stated that while he approved of near-side
cars, he regarded the one-man car as operated in Spokane
as unsafe. Mr. Reardon said:

"The emergency door in the rear of the car is on the
wrong side. It should be on the left and not on the right.
Where it is, it opens directly on the opposite track. "Fur-
thermore it cannot be easily opened. The knob indicated
for the release of the door is too high for the average
person to reach. Sometimes it cannot be pulled out with-
out great effort. The longitudinal seats in front of the
car should have their corners sawed off, as they block the
exits and entrances. The motorman is in a position where
everyone can talk to him and distract his attention. He
should be curtained off from the rest of the car."

Both companies contended that they should be allowed
to discontinue the owl service. The Spokane & Inland
Empire Railroad, which operates only one one-man car,
devoted its statistics to the owl car service, showing how
the number of after-midnight passengers had decreased
since the closing of saloons the first of the year. On the
other hand, Mr. Reardon submitted figures he had collected,
showing the number of night workers who find the owl car
a necessity. His testimony was corroborated by that of
post office employees, newspaper men, telegraph operators,
railroad employees, clerks, theater employees, telephone
employees, janitors, etc. Suggestions that some night car
other than the 12:30 be discontinued were favorably re-
ceived by the commission and the representatives of the
companies. Mr. Reardon suggested that if cars were oper-

1206

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 26

•ted at twent) -minute int. rw.l- between 9 p. m. and 12.30

| of ftfteen-minute intervals no peal

. would b« caused, and a late car would be provided

for night worker*. Table* mre pre ented by the Wash-

I ompany to show the increased losses

ii< the operation of owl curs.

At the conclusion of the bearing Corporation Counsel H.
I Spokane urged the abandonment of dupli-
cate car lines of the Washington Water Power Company
and the Spokane & Inland Empire Railroad as a means of
reducing the expense of operation. F. T. Post, attorney
En the Washington Water Power Company, agreed with
Mr. Stephens that thiB suggestion was worthy of consider-
ation. Will 0, Craves, attorney for the Spokane & Inland
Kinpire Railway, agreed with Mr. Post that a conference
of l lie two companies on the question of abandoning dupli-
cate lines was desirable.

Commissioner C. M. Fassett of the Spokane City Council
made a voluntary statement explaining the condition that
confront the companies and expressing fear that if addi-
tional burdens were imposed it might mean the curtailment
or abandonment of outside lines and the loss of homes by
many persons. Mr. Fassett stated that due to real estate
speculators Spokane extended over two or three times
the area of most cities of corresponding population.

It was stated in the hearing that the companies had made
injudicious investments by extending their lines into thinly
populated districts. Mr. Huntington replied to this as fol-
lows:

"In the more prosperous days of the street railway busi-
ness we built lines into several districts that could not rea-
sonably be expected to pay in years to come. But we jus-
tified this by considering that we were using the large
surplus earnings of our downtown lines to develop new
territory. That downtown surplus has been taken from us
by the jitney buses."

NEW YORK ACCIDENT INVESTIGATION
CONCLUDED

The coroner's jury which has been considering the ques-
tion of responsibility for the accident on the elevated lines
of the Interborough Rapid Transit Company, New York,
N. Y., referred to at length in the Electric Railway Jour-
nal of June 17, page 1158, has returned its finding. The
jury found that Kerrigan, the motorman, met death in an
accident. The coroner discharged the towerman who was
on duty at the point at which the accident occurred. Travis
H. Whitney of the commission commented as follows on the
recommendations of the jury:

"So far as specific matters relating to the accident are
concerned, the jury makes a recommendation with respect to
one signal. As a matter of fact, the commission has de-
voted a great deal of attention to the matter of proper
signals on the elevated railroads.

"The Interborough Rapid Transit Company is now spend-
ing more than $1,500,000 in the installation of trip sig-
nals on express tracks throughout and on local tracks at
curves and cross-overs. I was most careful to explain to
the jury that while the company considered it unnecessary
to extend the signals to the straight stretches of the local
tracks, due to the closeness of local stations, this was as
a matter of fact an open question with the commission,
which might consider it necessary to require complete
equipment of local tracks with such signals.

"Any system of signals must, because of the great ex-
pense involved, combine two elements. They are, first, in-
surance of safety, and, second, the reduction of train ca-
pacity as little as possible. The company contends that
the extension of trip signals throughout the local tracks
would force a reduction in the number of trains by at least
25 per cent. The commission, however, considers safety
of primary importance. The commission is controlled in
what it is able to do and in what it is able to compel com-
panies to do by the provisions of the law and not by the
findings of a coroner's jury.

"The inquest gave as its chief finding that there should be
a Public Service Commissioner from The Bronx. The cor-
oner who presided has annually been a candidate for ap-
pointment to the office. From July 1, 1907, to Dec. 30, 1915,
there was a commissioner from The Bronx."

CALIFORNIA RAILROADS LOSE MORE THAN
$4,000,000 THROUGH JITNEYS

The California Electric Railway Association has com-
pleted a tabulation of the losses suffered by all of the rail-
roads of the State, steam and electric, due to the com-
petition of jitney buses during the year 1915. The figures
show the estimated losses in gross receipts in both passen-
ger and freight service where there was competition in
both classes. Where no freight traffic losses are men-
tioned the figures refer to reduction in income on pas-
senger service. The figures in the second column refer to
losses attributed directly to the use of privately owned auto-
mobiles as reported by companies which in most cases did
not report losses by jitneys. The tabulation for the lines af-
filiated with the association is as follows:

Jitneys
$50,000
52,214

Hakersfleld & Kern Electric Railway

Central California Traction Company

Fresno Traction Company

Glendale & Montrose Railway

Humboldt Transit Company (includes private
cars)

Los Angeles Railway Corporation 500,000

Northern Electric Railway 30,000

.Northwestern Pacific Railroad (steam and elec-
tric divisions)

Oakland, Antioch & Eastern Railway

Pacific Coast Railway

Pacific Electric Railway

Pacific Gas & Electric Company (Sacramento
Street Railway

Petaluma & Santa Rosa Railway

Peninsular Railway, passenger

Peninsular Railway, freight

Riverside Rialto & Pacific Railroad

San Diego Southeastern Railway

San Diego Electric itailway (includes $10,000
for Point Loma Railroad )

San Francisco, Napa & Calistoga Railway

San Francisco-Oakland Terminal Railways. . . .

San Jose Railroads

Santa Barbara & Suburban Railway

Southern Pacific Company (electric division).. .

Stockton Electric Railroad

Tidewater Southern Railway

Union Traction Company

United Railroads of San Francisco

Visalia Electric Railway

6,570
18,999

40,000

0,000

150,0011

400,000
4,700
8,000

Total $3,146,193 $68,000

The tabulation for the electric railways and the cable lines
that are not affiliated with the association is as follows:

Monterey & Pacific Grove Railway (six months; jitneys
discontinued latter part of June, 1915, account ordinance

passed in Monterey) $1,640

Modesto ,V- Empire Traction Company

Municipal Railway of San Francisco (cannot estimate)

Nevada County Traction Company (includes private cars) 1,242

B lUtl San Francisco Railroad & Power Company 1,800

California Street Cable Railway (no loss account grades)

Total

$4,682

The tabulation which was made for the steam railroads
s follows:

Amador Central Railroad

A. T. & S. F. Ry., passenger loss only

Colusa & j_,ake Railroad (auto competition
for several years was largely responsible
for discontinuance of operations)

Holston Interurban Railway, passenger

Holton Interurban Railway, freight

Lake Tahoe Railway & Transportation Com-
pany

Los Angeles & San Diego Beach Railwav. . .

Mt. Tamalpais fc Muir Woods Railway— (no
loss account grades)

Nevada County Railroad (N. G.), passenger

Nevada County Railroad (N. G.), freight. . .

Ocean Shore Railroad, passenger (19.26 per
cent)

Ocean Shore Railroad, freight

Pajaro Valley Consolidated Railroad...

Quincy Western Railway (no competition ac-
count friendly attitude of people)

Sierra Railway of California 50.000

Santa Maria Valley Railroad

Southern Pacific Company, passenger loss

only -QQ qqq

Stockton Terminal & Eastern Railroad '.'.'.'.' 4'200

Sunset Railway, passenger loss only 43^200

«. P., L. A. & S. L. RR., passenger, includ-

ing private cars 75,000

S. PL A., & S. L RR., freight, Los Angeles
and San Pedro business

Tonopah & Tidewater Railroad

Ventura County Railway

Western Pacific Railway (no records kept).

Treka Valley Railroad

Tosemite Valley Railroad .•:

335,000 $1,200,000

?,v,n

7.500

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1207

Safety-First Work Among Winnipeg Scholars. — R. R.
Knox, traffic superintendent of the Winnipeg (Man.) Elec-
tric Railway and president of the Winnipeg school board;
H. Long, electrical engineer of the company, and L. Polk,
secretary to Wilford Phillips, manager of the company, have
been visiting the schools of Winnipeg armed with safety-
first literature, which at their request was distributed
among the teachers, who in turn imparted the information
to the scholars.

New Jitney Ordinance in Muskogee. — An agreement has
been reached between officials of the Muskogee (Okla.)
Traction Company on the one side and the city officials of
Muskogee on the other, by which the company will im-
prove its service in return for an ordinance designed to
prohibit jitneys from operating in the city. The city has
enacted an ordinance levying a license fee of $25 a month
on each jitney, and the company has inaugurated ten and
fifteen-minute service on all its lines.

Extension of Safety Zones in Kansas City. — Safety zones,
heretofore confined to a few corners in the business dis-
trict of Kansas City, Mo., are to be painted on the pave-
ments at all corners on Grand Avenue south to Thirty-
first Street and on Fifteenth Street eastward to Troost
Avenue, extending the zone-territory southward twenty
blocks and eastward ten blocks. These two streets have
the heavist combind street car and automobile traffic. They
are the widest streets in the city and are well paved.

Bus Venture Unprofitable. — About a year and a half ago
a number of officers and employees of the Southwest Mis-
souri Railroad, Webb City, Mo., organized and incorporated
the Auto Transportation Company with a capital of $30,000,
half of which was paid in. Buses were bought and operated
between Jasper and Carthage, Neosho and Joplin, and Bax-
ter Springs, Kan., and Galena. The project did not prove
as profitable as desired and the business has been discon-
tinued. Part of the equipment was sold and the balance is
for sale.

Dissensions Among Topeka Jitney Men. — The organiza-
tion of jitney owners and drivers which was to maintain
definite schedules and give transfers as a demonstration to
secure more favorable license terms from the City Com-
missioners of Topeka, Kan., has largely disintegrated.
Many operators have ceased to accept transfers, and the
service has been demoralized through many drivers leaving
routes to take special contracts for trips and because of
light trade in non-rush hours. Another attempt is being
made to guarantee jitney service at rush hours. It seems
almost impossible to distribute routes equitably among
the drivers.

Safety Talks in St. Louis.— H. L. Brownell, public safety
engineer, Chicago, 111., has recently completed a six weeks'
campaign for safety methods in St. Louis. During this
period he delivered about 100 lectures. Most of them were
at schools and department stores, but they included a "lunch
hour" talk to a large audience of business men given in the
main dining room of the Masonic Athletic Association. One
outcome of the series of talks was the organization of a
safety committee by the Business Men's League. The chair-
man of this committee, Arthur T. Morey, has complimented
Mr. Brownell on his work in St. Louis.

Final Hearing on Additional Surface Cars for Brooklyn.
— The final hearing before the Public Service Commission
for the First District of New York, on additional surface
cars for Brooklyn, scheduled for June 2, was postponed un-
til June 9 when William Siebert, superintendent of surface
transportation for the Brooklyn Rapid Transit System, con-
tinued his testimony regarding the number of surface cars
which would be released from certain lines when the rapid
transit lines now under construction are opened. J. J. Demp-
sey, superintendent of elevated transportation, was also
questioned regarding the amount of traffic the new rapid
transit lines would take away from the surface lines.

St. Louis Files Brief in McKinley Fare Case.— The brief
of the city of St. Louis in opposition to the proposed in-
crease in passenger fares from 5 to 10 cents on the Illinois
Traction System between St. Louis and Granite City has
been filed by the City Counselor. It raises the question of
jurisdiction because the company operates in St. Louis as
a street railway and not as a common carrier. The rea-

son for the company's poor financial showing is declared
to be its failure to develop freight traffic. The brief is
also signed by C. E. Smith, consulting engineer of St.
Louis. The City Counselor has received from the Inter-
state Commerce Commission official notification of its de-
cision several days previous, suspending the increased tariff
until Dec. 29.

Police Urge San Francisco Jitney Regulation. — Chief of
Police White of San Francisco recently addressed the Board
of Supervisors on the traffic situation on Market Street,
stating that "the point is now reached where it is abso-
lutely necessary that something be done properly to safe-
guard pedestrians" and also to answer the complaints of
property owners and business men along the main thorough-
fare. He suggested several possible means of relief, some
of which are that the supervisors refuse to grant any more
jitney permits; that all jitney buses be diverted off Market
Street between Sixth Street and the ferries, or that they
be diverted during the hours of 10.30 a. m. to 4 p. m., or
that they be allowed to run one way only on Market Street;
that the limit be placed at 700 buses; that all drivers must
be citizens of the United States and residents of the city
for not less than one year, and that fixed points be estab-
lished for receiving and discharging passengers. In con-
clusion Chief White recommended that the supervisors take
some action to relieve the situation, as he is unable to assign
the number of men to the traffic bureau that would be neces-
sary to cope with the present situation.

Roosevelt and Billy Sunday as Traffic Producers. — The
campaign of Billy Sunday in Kansas City, Mo., for seven
weeks increased the business of the Kansas City Rail-
ways about $700 a day, under a conservative estimate. This
is figuring 7000 passengers carried to and from the taber-
nacle of the average of 30,000 who attended the services
every day. Exact figures were difficult to arrive at, because
of the large increase of business of the company since
March 1. The business shows a gain, starting with the
last week or so of February, of Ax/2 to 5 per cent over cor-
responding months last year. The jitneys were credited
with about $250,000 last year, but they are absent now,
accounting for a gain in 1916 of about $900 a day. The
increase of $700 a day credited to Billy Sunday leaves a
large margin of gain unaccounted for. The day Theodore
Roosevelt was in Kansas City the receipts of the company
were $4,200 better than for the corresponding day in 1915.
Decoration Day the receipts increased $4,200 over the corre-
sponding day last year. The increase in receipts for May
was in excess of $60,000. The Kansas City Railways con-
tributed $1,000 to the $32,000 fund raised for Mr. Sunday,
and the Kansas City Light & Power Company gave $1,000.

Kates Jitney Law Being Put Into Effect in New Jersey.
—Reports from New Jersey indicate the crumpling of the
defense of the jitneys before the decision of the local au-
thorities in the municipalities throughout the State to put
into effect the Kates law, which became operative on May
16. The principal provisions of the law are that each
jitney owner shall file with the city in which he operates a
bond showing that he has taken out liability insurance
and that he must pay the municipality in which he oper-
ates a percentage of his gross receipts. There was at
first a measure of unwillingness on the part of the mu-
nicipalities to take the initiative against the operators of
the buses. At the time the law went into effect on May
16 it is estimated that there were approximately 400 jit-
neys in operation in Newark, many of them running all the
time. On June 14 it was estimated that there were not
more than 180 still in operation. There were many itiner-
ant operators of touring cars in Newark who confined their
activities to Sundays, holidays and days when the weather
was extremely propitious. Up to June 14, 172 jitney own-
ers had filed bonds in Newark. To none of the 172 had
a permanent consent to operate been given, as the Board
of Works decided to wait until the City Counsel had ap-
proved the technical points in all the bonds. On June 17 a
number of jitneys quit in Paterson. On the same date
twelve jitney owners who had failed to pay to the city 5
per cent of their gross receipts for the previous month in
accordance with the Kates law received notice to appear
before the Board of Public Works on June 20 and show
cause why their licenses should not be revoked.

ELECTRIC RAILWAY JOURNAL

[VOL. XLVII, No. 26

Personal Mention

Mr. Philip J. kealy. president of Kansas City (Mo.) Rail-
ways, has (tone to Nevada, Mo., with the third regiment of
Missouri, of which h<- is lieutenant-colonel.

Mr. Harry A. Arthur han resigned as assistant treasurer
ni tin- Savannah (Ga.) Electric Company, to become con-
Daetad with the American International Corporation in New
York.

Mr. Lawrence 1. Grinnell, news editor of the ELECTRIC
Railway Journal, has been mustered in at Beekman, N. Y.,
as a member of Troop D, Squadron A (mounted), for serv-
ice on the Mexican border.

Mi. T. H. Bowden, formerly freight and passenger soloci-
tor with the Lackawanna & Wyoming Valley Railroad,
Scranton, Pa., is now commercial agent with the Scranton
A Binghamton Railroad, Scranton.

Mr. ( . (. West, of the Galesburg Railway, Lighting &
Power Company, Galesburg, 111., will have charge of the
Peoples' Traction Company, succeeding Mr. S. E. Boggess,
who has been transferred to Abingdon, 111.

Mr. L. E. Drew, chief clerk of the Savannah (Ga.) Electric
Company, has been appointed assistant treasurer of the com-
pany to succeed Mr. Harry A. Arthur, resigned, who has be-
come connected with the American International Corpora-
tion.

Mr. S. E. Boggess, superintendent of the Peoples' Trac-
tion Company, Galesburg, 111., has been transferred to
Abingdon, 111., as superintendent of the Abingdon Light &
Power Company. Both prbperties are controlled by the Illi-
nois Traction System.

Mr. Percy Ingalls has been elected secretary of the Pub-
lic Service Corporation of New Jersey, Newark, N. J., to
succeed Col. E. W. Hine, who on account of his military
connections has relinquished the position and been made as-
sistant to the president.

Mr. Matt Louy, chief instructor in the traction school
of Toledo Railways & Light Company, Toledo, Ohio, oper-
ated by Henry L. Doherty & Company, has been visiting
the electric railways in Brooklyn, New \rork, Boston, and
Washington to obtain additional ideas for the Toledo school.
Mr. W. F. Turner has been elected vice-president of the
Oregon Electric Railway, Portland, Ore., to succeed Mr. C.
O. Jenks, who resigned to become general manager of the
Great Northern Railway. Mr. Turner has relinquished the
position of secretary of the company, but retains the office
of comptroller.

Mr. George A. Butman, for twenty-five years identified
with street railway interests in Massachusetts, and treas-
urer of the Boston & Worcester Street Railway, Boston,
Mass., since its inception, has resigned, to enter another line
of business in New York. Mr. Butman is widely known in
electric railway circles in New England.

Mr. Frederick W. Lindars has been appointed chief of
accounts of the Public Service Commission for the First
District of New York. His principal duty will be to estab-
lish an adequate system of accounting under the dual sys-
tem of rapid transit. Mr. Lindars is a public accountant
and was connected formerly with the Bureau of Municipal
Research.

Mr. Arthur H Sooy who has been connected with the
Bridgeton & Millville Traction Company, Bridgeton N J
lor many years, has been advanced to the position of man-
ager, succeeding Mr. B. Frank Hires, who has been ap-
pointed to the International Electric Light, Heat & Power
comfoctar' Started ^ thC company's emPloy as a

h-I'^X^A ^ S™**!' a," ftt0rney' has been ^pointed
head of the department of the Kansas City (Mo) Rail-
ways which will give free legal aid to employees The
service will include advice and also practical assistance, at
first in legal defense and later through a loan bureau. An
office will be opened m an op-town location, separate from
the street railway headquarters.

Mr. Charles A. Reynolds, chairman of the Public Service
Commission of the State of Washington, recently tendered
his resignation to Governor Ernest Lister and it has been
accepted to become effective on July 1. Mr. Reynolds gives
among his reasons for leaving the commission a desire to
re-enter private law practice in Seattle. He was appointed
to the commission about two years ago to succeed the late
Judge M. M. Godman.

Mr. L. M. Levinson, general manager of the Bryan &
College Interurban Railway and the Bryan & Central
Texas Interurban Railway, Bryan, Tex., has also been ap-
pointed general manager of the Southwestern Traction &
Power Company, New Iberia, La. For the present his
headquarters after June 30 will be in Bryan, Tex. Mr.
Levinson was general manager of the Shreveport (La.)
Railways for fourteen years and subsequently was manager
of the Mineral Wells (Tex.) Electric System, before taking
charge in Bryan, Tex.

Mr. Arthur E. Stone has been elected treasurer of the
Boston & Worcester Street Railway, Boston, Mass., succeed-
ing Mr. George A. Butman, who has resigned to take up
business in New York. Mr. Stone entered street railway
work in 1896, with the Wakefield & Stoneham Street Rail-
way, being connected with that company in various capacities
in the operating, accounting and construction departments.
He entered the service of the Boston & Worcester Street
Railway in 1904 as auditor, and later was appointed pur-
chasing agent. He was elected treasurer of the company
on June 16.

Mr. Ferris LeRoy Francisco has been appointed by Mayor
Thompson, with the concurrence of the City Council, as
Chicago's representative on the Boards of Supervising En-

gineers, Chicago Traction,

to succeed Mr. E. W. Bemis.
Mr. Francisco is the senior
member of the engineering
firm of Francisco & Jacobus,
New York. He began his
engineering work in con-
nection with power house
construction with the New-
ark Electric & Power Com-
pany, Newark, N. J., and
for more than twenty years
has been actively engaged
in similar work embracing
the supervision and con-
struction of transmission
lines and electric railways.
In addition he has person-
ally had charge for the last
fourteen years, as electrical
and chief engineer, of all the construction, power houses,
lighting and heating systems of the American and Conti-
nental tobacco companies, including the Canadian company.
Under his personal supervision his firm has also been ex-
tensively engaged in building power houses, installing
pumping and hoisting equipment, and transmission systems
in connection with groups of mines in Mexico. A little more
than a year ago, Mr. Francisco was retained by Chicago
to make a study of the electrolysis conditions as they af-
fected the city's water mains and its other underground
properties. In this work he was the personal representa-
tive of Mr. W. R. Moorehouse, Commissioner of Public
Works. In the discharge of these duties Mr. Francisco
came in close touch with the details of construction of the
street railways and thus will assume his duties as the
citys representative on the Board of Supervising Engi-
neers possessed of considerable first-hand information. Mr.
Francisco was born in Cleveland, Ohio. He is a member of
the American Society of Civil Engineers, the American
Society of Mechanical Engineers, the American Institute of
Electrical Engineers and the Engineers' Club of New York

Gen. Edwin W. Hine has resigned as secretary of the Pub-
lic Service Corporation of New Jersey, Newark, N. J., be-
cause of enforced absence in military service in his capacity
as brigadier-general of the New Jersey National Guard.
n„nv «, ! • \ssistan* to the president of the com-

pany, thus retaining his official connection with the com-

F. L. FRANCISCO

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

1209

pany. General Hine became connected with the Public Serv-
ice Corporation in 1903 at the time of the organization of
the company. He had previously been with the Elizabeth,
Plainfield & Central Jersey Railway. General Hine was
made assistant to the president on becoming- connected with
the Public Service Corporation, and continued in that ca-
pacity until 1907. He was then elected secretary of the com-
pany and the position of assistant to the president was abol-
ished.

Mr. R. W. Palmer has resigned as manager of the Cleve-
land & Erie Railway Girard, Pa., to accept a position with
Allen & Peck, Inc., in charge of the Auburn & Syracuse
Electric Railroad, Auburn,
N. Y. Mr. Palmer has been
associated with the electric
railway and lighting busi-
ness since 1889. His first
work was with the con-
struction department of the
Chicago branch of the
Thomson-Houston Electria
Company. In the fall of
1889 he accepted a position
with the Eckington & Sol-
diers' Home Railway,
Washington, D. C, to over-
haul old equipment and look
after the installation of new
equipment. After the work
at the Eckington shops had
been completed, Mr. Palmer
became associated with Mr.
Malone Wheless, in the development of an electro-magnetic
railway conduit system at Washington, D. C. In June, 1892,
he accepted a position with the construction department of
the General Electric Company to assist in the installation of
electrical equipment on the Rock Creek Railway, then under
construction between Washington and Chevy Chase, Md.
After this road was placed in operation Mr. Palmer assumed
charge of the electrical and mechanical departments and
remained with the company until the road was consolidated
with the Washington & Georgetown Railway into the Capi-
tol Traction Company. When the Capitol Traction Com-
pany decided to change its motive power from cable to
underground conduit system, Mr. Palmer was placed in
charge of the electrical department, in which capacity he
served during the entire reconstruction. On March 14, 1899,
he resigned from the Capitol Traction Company to accept a
position with Mr. James F. Heyward, street railway expert,
New York City, to look after his interests in connection with
the reconstruction of the electric railway property at Peters-
burg, Va., which was later reorganized into the South Side
Railway & Development Company. After the work at
Petersburg was finished, Mr. Palmer assumed charge of the
Roanoke Railway & Electric Company, but resigned from
the company when it changed hands in 1902 and entered the
testing department of the General Electric Company at
Schenectady in order to familiarize himself with modern
equipment. He remained at Schenectady until June 3, 1903,
when he was transferred to the railway department of the
company's Cincinnati office. In 1907 he was transferred to
Columbus, Ohio, by the General Electric Company and
placed in charge of its office there. On Sept. 30, 1907, he
accepted the position of manager of the Conneaut & Erie
Traction Company, Girard, Pa., and remained with the com-
pany during the reorganization into the Cleveland & Erie
Railway and up to the present time. Mr. Palmer has con-
tributed occasionally to the Electric Railway Journal
articles on practical electric railway subjects hased on his
wide knowledge of the problems met in operation.

OBITUARY

Cyrus B. Winters, author of the first public utilities law
in Ohio, died at his home in Castalia, south of Sandusky, on
June 9.

Frank E. Seagrave, who was a pioneer in street and elec-
tric railway development in Toledo, is dead. He was seven-
ty-one years of age. Mr. Seagrave was for a number of
years secretary and manager of the Toledo & Western
Railway.

Construction News

Construction News Notes are classified under each head-
ing alphabetically by States.

An asterisk (*) indicates a project not previously reported.

RECENT INCORPORATIONS
*North River Terminal Underground Railroad, New
York, N. Y. — Incorporated in New York to operate a rail-
way from Broadway and Battery Place, Manhattan, under
Battery Place and the Hudson River to Communipaw. Cap-
ital stock, $100,000. Incorporators: G. Russell, J. M. Fiske,
H. I. Swelton; L. C. Ferguson, 41 Park Row, New York,
and O. P. Pell, 54 New Street, Brooklyn.

McConnellsburg & Fort Loudon Railway, McConnellsburg,
Pa. — A charter has been approved by Governor Martin G.
Brumbaugh of Pennsylvania for the operation of this com-
pany's proposed line from McConnellsburg to Fort Loudon
by steam. The company was originally projected as an
electric railway, but the character of the country, it is un-
derstood, required a change in the plans. [July 3, '15.]

FRANCHISES

*Camden, Ark. — R. W. Mason and S. Q. Sevier have asked
the Council for a franchise to construct a line in Camden.

*Lodi, Cal.— W. T. Owens has received a franchise from
the Council to construct a line in Lodi.

Aurora, 111. — The Aurora, Elgin & Chicago Railroad has
asked the Kane County Board of Supervisors for a twenty-
year extension of the franchise under which it is operating
cars on public highways between Fox River Park, Aurora,
and the northern terminal at Carpentersville, including only
highways which are outside of the corporate limits of cities
and villages. The company petitioned for a franchise which
will allow them to build extensions, sidings and double
tracks without seeking special permission from the County
Board.

Pontiac, Mich. — William H. Osmun has received a fran-
chise from the Council to construct a line in Pontiac. [May
13, '16.]

Reno, Nev. — The Reno Traction Company has received a
franchise to construct an extension to the race track.

Seattle, Wash. — Hugh M. Caldwell, Corporation Counsel
of Seattle, has advised the City Council to pass an ordi-
nance declaring forfeited the franchise of the proposed
Seattle-Tacoma Short Line, granted in 1907 to M. J. Wight-
man and C. E. Muckler, and that $14,000 deposited with the
city treasurer by the promoters be forfeited to the city.
It was proposed to construct a line on Fourth Avenue south
to Spokane Street, thence to the city limits of Seattle and
on to Tacoma. Little work was done on the road, although
the line was to have been completed by July 1, 1909.
Several years ago, the franchise for the road was assigned
to the Seattle-Tacoma Short Line Company. In September,
1915, the City Council adopted a resolution, declaring its
intention to forfeit the franchise, unless work on the line
began at once. [Sept. 18, '15.]

Tacoma, Wash. — The Tacoma Railway & Power Company
has asked the County Commissioners for a franchise to
erect a power line along Lincoln Avenue on the tide flats.

TRACK AND ROADWAY

Municipal Railways of San Francisco, San Francisco, Cal.

— Bids will be received until June 28 by the Municipal Rail-
ways of San Francisco for furnishing and delivering track
special work, contract No. 82. Printed proposal forms may
be obtained on application to the City Engineer.

Clear Lake Suspended Monorail Company, Hopland, Cal.
— The Railroad Commission of California has denied the ap-
plication of the Clear Lake Suspended Monorail Company
for permission to issue $50,000 worth of stock and $900,000
worth of bonds. The company was recently incorporated to
construct a suspended monorail system between Hopland
and- Lakeport, 24 miles. [April 15, '16.]

1-JIO

ELECTRIC RAILWAY JOURNAL

[Vol. XLVII, No. 26

•Grand Junction. Col.— The Western Slope Railway De-
velopment & Invi'rttMHiit Company has been organized to
secure finances to huild an electric line from Grand Junc-
tion to Vernal, I .'tali, and the Uinta basin. Officers: Alonzo
M. Schmidt, pr— Ident; C P. McCary, vice-president; W. A.
Marsh, treasurer, and J. II. Hurcluy, secretary.

Georgia Railway & Power Company, Atlanta, Ga.— Plans
are being- considered by this company for the construction
of a double track along the present Lakewood line and the
extension of the line in the form of a loop inside the fail-
grounds to accommodate the crowds expected at the south-
eastern fair and grand circuit races at Lakewood during
October.

I .11 r l.ui n & Atlanta Railway & Electric Company, Fair-
burn. Ga.— This company, which operates an 11-mile gaso-
line railway from Fairburn to College Park, reports that it
will not electrify its line in the near future as rumored.

Chicago & Interurban Traction Company, Chicago, 111. —
Pormlssion has bow given by the City Council of Kankakee
to the Chicago & Interurban Traction Company to install
wyes on Schuyler Avenue near Oak Street running into the
proposed new traction station and the Public Service Build-
ing.

Peoria (III.) Railway.— Plans are being made by this com-
pany to improve its Heights line. It is proposed to con-
struct an extension from the present double track on Frye
Avenue to Wilcox Avenue on Pacific Street.

Kankakee & Urbana Traction Company, Urbana, I1L—
Rails are being laid by this company into Paxton, 111., and
through service will be opened between Urbana and Paxton
on or about July 1. Wesslund Park, owned by a private
stock company, will be opened to the public on July 4. This
park is located midway between Ludlow and Paxton on the
company's new line.

Public Utilities Company, Evansville, Ind. — This company
is making extensive repairs to its Washington Avenue line
between Linwood and Kentucky Avenues.

The Kansas City, Kaw Valley & Western Railway, Bon-
ner Springs, Kan.— This company will have completed its
temporary pile bridge across the Kaw River at Lawrence
by July 1, and will then enter its station at Sixth and
Massachusetts Streets, Lawrence. At present the trains
from Kansas City stop on the north side of the river, near
the Union Pacific station. The company uses the tracks
of the Lawrence Street Railway & Light Company in the
city. Practically all the rights-of-way have been secured
for the extension of the company's line to Topeka, Kan.,
but the route has not been selected, three being available
Construction work will not begin until the permanent high-
way bridge, use of which will be rented by the interurban
company, is completed over the Kaw River at Lawrence.

United Railways & Electric Company, Baltimore, Md —
In«JS ;on'Pany reP°rts that 't now has under construction
5084 ft. of new tracks through the Guilford section from St.
r-aul btreet and University Parkway to Charles Street.
i CLUm^!r,a™ & West*rnP<"-t Electric Railway, Cumber-
land. Md.— This company will relocate Ms mile of track at

Gilmore *KCt * "** bridg6 aCr°SS G*orges Creek at

Connecticut Valley Street Railway, Greenfield, Mass.-

90 lb °ririlPany reconstruct 200° ft- of «>-lb. track with

Detroit Pontiac & Owosso Railway, Owosso, Mich —A

n»nw >lS ee" aWarded t0 the Detroit Construction Com-

nrZ , a , eng'neermK and construction of this company's

proposed line in Pontiac. [May 13, '16.]

Gulfport & Mississippi Coast Traction Company, Gulf-

Z Hmern"^HeCOmPany ^ C°MtruCt ™ ^™™ to

City (Mo.) Railways.-It is reported that ar-
rangements may be made by the Kansas City Railways
Mo Ik V Inter-City viaduct between Kansas City,

fW«? a 8M»Clty' Kan" pendinK the ^building of the
thftl rV'T"" '"u1 also pendin* negotiations by
the two cities for tho purchase of the Inter-City viaduct
The Kansas City Railways had used the viaduct until 1911
paying 1 cent a passenger, which totalled about $lo})00

a year. The recent offer to the company was $5,000 a
month. The company is said to be willing to pay part of
the cost of the viaduct if the two cities arrange to pur-
chase it.

United Railways, St. Louis, Mo. — A permit has been
granted to the United Railways by the Board of Public
Service to remove its loop from the Laclede Pavilion in
Forest Park and lay it just south of the West Line Boule-
vard.

*New York, N. Y. — The Public Service Commission for
the First District of New York has ordered the Secretary to
advertise for bids for the construction of a tunnel from Sec-
ond Avenue under Sixtieth Street and the East River to
Blackwell's Island and Queensboro to the Queensboro Bridge
Station. The bids will be opened on July 13. Some time
ago one of the prominent contracting companies undertook
to build this tunnel at a cost not to exceed $4,500,000, but
since that offer has been withdrawn because of the increased
price of materials and labor, it is estimated that the con-
struction will cost the city about $6,000,000.

Interborough Rapid Transit Company, New York, N. Y. —
The Public Service Commission for the First District of
New York has approved the requisition of the Board of
Estimate for $200,000 to cover the cost of the property re-
quired for the Brooklyn approach of the East River tunnel
section of the Fourteenth Street subway. The property to be
purchased is at the foot of North Seventh Street and is
owned by the Brooklyn Cooperage Company. It includes
the pier at this point, the land under water, a strip 100 ft.
wide from the bulkhead line to the pierhead line, and an
easement in a 100-ft. strip under water on either side.

Columbus, Marion & Bucyrus Railway Company, Marion,
Ohio. — The Silver Street line of this company will be oper-
ated to Lee Street, following the installation of crossings
over the railway tracks at a cost of $10,000, if the present
plans of the company are carried out.

Tulsa (Okla.) Interurban Railway. — It is now assured that
an interurban line from Tulsa to Wagoner, 37 miles, will
be built this summer, according to H. D. Pattee, promoter
of the Tulsa Interurban Railway. The line will be built
from Tulsa to Broken Arrow, and will extend northeast
from that place to Wagoner. Mr. Pattee announces that
grading on the roadbed will begin within fifty days.
Bonuses amounting to $250,000 from towns and communi-
ties along the route are assured.

*Gananoque & Arnprior Railway, Gananoque, Ont. — An
extension of time has been granted this company by the
Ontario Legislature in which to construct its proposed rail-
way from Gananoque, Ont., north to Arnprior, about 80
miles, with extensions from Morton to Lyndhurst and from
a point on the proposed line to Ottawa. The company has
been given authority to use steam, electricity or other mo-
tive power. Chrysler & Higgerty, Ottawa, are interested.

Pittsburgh & Butler Street Railway, Butler, Pa.— It is
reported that this company is considering the construction
of an extension on Center Street.

Westside Electric Street Railway, Charleroi, Pa.— This
company reports that it has purchased a set of Spalding's
all-steel apparatus for playgrounds and has placed same in
its park.

v LtTJfburK & Ronceverte Electric Railway, Lewisburg, W.

*a-— Plans are being made by this company to rehabilitate
its entire system, about 6 miles.

SHOPS AND BUILDINGS
Municipal Railways of San Francisco, San Francisco, Cal.

~u u T,°l thf suPerstructure of Laguna Honda station,
which wil be the first stop of tunnel trains in the west of
twin Peaks district, have been given out by City Engineer
O Shaughnessy. The floor of the superstructure will be 60
It. above the promenade of the substructure, which has been
■1\ \n ,•* maln tunnel section. Elevators will be pro-
re son 1 ? Passengers from level to level. The substation
isdOO ft. long, giving immediate access to five-car trains.

L6 'UtPerItrUCt"re Wi" be 60 ft' x 10° ft-> of reinforcod-
concrete, the exterior being of classic design. It is expected
that the station will be fully completed by Oct. 1 The
cost is estimated at $250,000.

June 24, 1916]

ELECTRIC RAILWAY JOURNAI

Illinois Traction System, Peoria, 111. — This company is
erecting a station at Muncie, 111.

Kankakee & Urbana Traction Company, Urbana, 111.—

This company has purchased a site for a new station in
Paxton, 111.

New York Municipal Railway, Brooklyn, N. Y.— The

award of the contract for the construction of twelve sta-
tions on the Jamaica Avenue extension of the Broadway
elevated line in Brooklyn by the New York Municipal Rail-
way Corporation to the P. J. Carlin Construction Company,
the lowest bidder, at $280,700, has been approved by the
Public Service Commission for the First District of New
York. The stations are located at Cypress Hills, Elderts
Lane, Forest Parkway, Woodhaven Avenue, Freedom Ave-
nue, Greenwood Avenue, Spruce Street, Metropolitan Ave-
nue, Queens Boulevard, Sutphin Road, Newark Street and
Cliffside Avenue. The six stations from Cypress Hills to
Greenwood Avenue must be completed within five months
from the date of the contract, and the others within four
months from the time the steel structure is turned over to
the station contractor.

Hanover & McSherrystown Street Railway, Hanover, Pa.
— A new building is being constructed by this company at
Eickelberger Park to replace the restaurant recently de-
stroyed by fire.

Scranton (Pa.) Railway.— The Scranton Iron & Steel
Company has been awarded a contract by the Scranton
Railway covering alterations on the carhouse at Providence
Road. The contract covers not only the steel work, but all
other work connected with this operation. The work com-
prises the cutting away of the first section of the carhouse
erected in 1892, so that all the tracks inside the carhouse
can be connected directly with the siding now in the street.
The steel which is being removed will be replaced in the
rear of the same building, so as to carry the roof and elim-
inate the heavy brick partition. The contract calls for
this work to be finished by July 15.

POWER HOUSES AND SUBSTATIONS
Madison Light & Railway Company, Madison, Ind. —

Among the improvements being made by this company to
its power station is the construction of a 46 ft. x 46 ft.
brick and steel boiler room and the installation of a 400-hp.
Babcock & Wilcox boiler. A 160 ft. x 5 ft. concrete stack
is also being built.

Cumberland & Westernport Electric Railway, Cumber-
land, Md. — This company is installing a 500-kw. turbine
in its Clarysville power house and a 400-kw. turbine in its
Reynolds power house.

Beaver Valley Electric Railway, Baker, Mont. — This com-
pany, which proposes to construct an electric railway from
Baker to Ekalaka, contemplates the construction of a power
house and two substations.

Omaha & Council Bluffs Street Railway, Omaha, Neb.—
This company is transferring a 750-kw. rotary unit from
its central station to its Lake Street substation and is re-
placing same with a General Electric eight-pole, 2000-kw.,
375-r.p.m., 600-volt rotary unit.

Atlantic Coast Electric Railway, Asbury Park, N. J. —
This company is installing a 5000-kw. General Electric
turbo-generator in its power station.

Public Service Corporation of New Jersey, Newark, N. J.
— The Hay Foundry & Iron Works, Newark, has received
a contract from the Public Service Corporation of New Jer-
sey for the erection of new electrical equipment at its sub-
station at Albany and Peace Streets, New Brunswick. The
contract price is $13,000.

Cortland County Traction Company, Cortland, N. Y. —
This company is installing a 1500-kw. General Electric tur-
bine in its power plant.

Toledo & Indiana Railroad, Toledo, Ohio. — This company
is installing in its power house a 2000-kw. General Electric
turbine and 800-hp. Stirling boilers.

Hanever & McSherrystown Street Railway, Hanover, Pa.
— This company has recently installed a 400-kw. General
Electric 2200-volt generator direct connected with a heavy-
duty cross-compound engine.

Manufactures and Supplies

NEW CARHOUSES FOLLOW TENDENCIES OF
MODERN BUILDING CONSTRUCTION

A very small amount of work on new carhouses and re-
pair shops is now being carried on. Reference to the Con-
struction News columns of the Electric Railway Jour-
nal, which contain an approximately complete record of
new electric railway work, shows that from Jan. 1, 1916,
to the present date only eighteen different cases were re-
corded of new carhouses and repair shops or extensions to
such buildings being planned, under construction or com-
pleted, as compared with twenty-three for the same period
in 1915, a period which could hardly be termed fruitful in
construction. It is evident, however, from the reports of
manufacturers furnishing materials embodied in the con-
struction of carhouses and repair shops that the tendencies
applying to industrial plants in general apply even more
forcibly to the electric railways in furthering the con-
struction of a better class of buildings of the modern fire-
proof type. This movement towards more permanent fire-
proof construction has been shown through the steadily
growing demand for reinforced concrete. The present con-
dition of the steel market is another important reason for
the adoption of concrete construction. The rise in the
price of steel has greatly increased the cost of building
with structural steel, while in a reinforced concrete struc-
ture, such a small amount of steel is used that the increase
in the cost of the building is relatively small. Further-
more, the reinforced steel can be secured with practically
immediate deliveries, while with the structural steel it is
usually a matter of months.

A tendency in the direction of fire-extinguishing appara-
tus for carhouses and repair shops is shown by the steady
increase in the demand for sprinkling devices and small
fire extinguishers containing special extinguishing liquid.
In spite of the recent rise of prices for the sprinkling out-
fits, which in one device has been 25 per cent owing to
the higher cost of brass and iron materials, a good de-
mand is expected in the future, owing to a general awak-
ening consciousness of the need of safeguarding buildings
and also to the fact that insurance is reduced by the in-
stallation of such precautionary equipments. One com-
pany which markets a small portable type of fire extin-
guisher apparatus reports an increase of business since
Jan. 1 of 100 per cent, a large proportion of this business
being for renewals of liquid as well as for complete new
apparatus. The tendency toward fire prevention is cer-
tainly well warranted by the unusually high proportion of
serious fires to carhouses and repair shops which have
occurred during the last year.

ROLLING STOCK

Chicago & West Towns Railway, Oak Park, 111., is in

the market for five city cars.

Topeka (Kan.) Railway is building five one-man cars
which will soon be placed in service.

Gadsden, Bellevue & Lookout Mountain Railway, Gads-
den, Ala., is rebuilding one ten-bench open car.

Columbus Railway, Light & Power Company, Columbus,
Miss., is reported to have purchased three double-truck cars.

Beaumont (Tex.) Traction Company is reported to be in
the market for seven single-truck cars similar to those pur-
chased in 1915.

The Milwaukee Electric Railway & Light Company, Mil-
waukee, Wis., will build fifty cars in its own shops. Work
on them is expected to start at once.

Iquique (Chile) Tramways have purchased one five-bench
open storage battery car and an extra set of batteries from
the Railway Storage Battery Car Company.

Oakwood Street Railway, Dayton, Ohio, is building in its
shops five double-truck, pay-within cars which will have

1212

ELECTRIC RAILWAY JOURNAL

[Vol. XL VII, No. 26

quadruple equipment, H. L. control and

ID -uhrniiville, WelUburjf & W.irlon Railway, Wellsburg,
W. Va., has ordered from The J. G. Brill Company three
double trade, pay-as-you-enter cars. The company is also
rebuilding three of its cars.

I " Sir«-,-i Railway, New Bedford. Mass., noted in the

in li wi.way Journal of June 17 as expecting to pur-
: Helve closed car bodies has ordered this equipment
from the Osgood-Rradley Car Company.

I nitrd Railways & Electric Company, Baltimore, Md., has
bate way the work of lengthening platforms and com-
plete vacUboling of 500 semi-convertible cars. This com-
pany is also installing automatic wheel guards on 1250 cars.
Cumberland County I'ower & Light Company, Portland,
Me., noted in the Electric Railway Journal of June 3
as being in the market for four 36-ft. semi-convertible
single-truck pay-as-you-enter passenger cars equipped with
Brill Radiax trucks, has ordered this equipment from the
Wason Manufacturing Company.

Kansas City. Kaw Valley & Western Railway, Bonner
Springs, Kan., has recently added a second electric locomo-
tive to its freight equipment. The company has two self-
propelling electric freight cars in service, and twelve box
cars, the regulation railroad cars, besides its construction
and other cars. It will probably have a total of thirty freight
cars in service within a few months.

TRADE NOTES

Lord Manufacturing Company, New York, N. Y., has re-
ceived an order from the Osgood Bradley Car Company for
twenty-four Home double-acting brakes for the twelve cars
being built for the Union Street Railway, New Bedford,
Mass. This company has also received an order for a
screenless air cleaner from the Milford & Uxbridge Street
Railway, Milford, Mass.

The White Company, Cleveland, Ohio, announces that
during the last six weeks it has received orders for 100 mo-
tor truck equipments from thirty-nine companies, including
street railway and other public service corporations. The
types of gasoline motor truck included in the above con-
sists of construction and delivery, line repair, emergency
and cable pulling power winch.

E. P. Seymour Portable Rail Grinder Company, Waltham
Mass. announces that its rail grinder is now being used by
the following companies: Public Service Railway, six ma-
chines; Connecticut Company, four machines, Rhode Island
Company, Middlesex and Boston Street Railway, Union
Street Railway of New Bedford, Mass., Manchester (N. H.)
street Railway, and the Concord and Manchester electric
branch of the Boston and Maine Railroad.

ADVERTISING LITERATURE
Ohmer Fare Register Company, Dayton, Ohio, has issued
a booklet entitled "Your Public— Your Men— Yourself,"
which deals with the relation of the employees to the corn-
regard thC °hmer SyStem acc0mplishes in this

bJKJITS SfU,mann Company, Brooklyn, N. Y., has issued
lr ul £°- °n '*? .black enamels and J'aPans- which de-
t^ ♦ ? range °f Wacks which fit every need, whether
wood, steel, cast iron, tin or brass. Each article is described

Z a„m^nne'; t0 lndicat€ the **!* of article for which it might
be used and gives the necessary reduction for applying, as

Ined1taumSrngVarl0US "«** °f brUShi^ ^^5, "dipping
Ebert, Michaelis & Company, New York, N. Y., have is-
sued a very attractive circular of eighteen pages and cover
^ '7 ,nserts deallng with the United Light & Railways
Company organization and its properties. They describe

n" ! fin«n'C . PfropereS °f the comPa"y and then proceed to
the hnancial structure, givmg statements of the capital lia-
bilities of the company. Following this details are present-
ed of the first and refunding 5 per cent bonds, the 6 £r
T\,^£ ^pon notes and the first preferred 6 per cent
stock. There ,s also a map showing the location and natare
of the properties and an insert chart showing the intercor!

porate relations between the company and its subsidiaries
as of March 31. There are also maps of the Tri-City Rail-
way & Light System and of the Grand Rapids, Grand Ha-
ven & Muskegon Railway, the so-called Lake Line.

Railway Improvement Company, New York, N. Y., has is-
sued a beautifully printed book entitled "Increasing Car-
Operation Economies," by C. C. Chapelle, consulting engi-
neer and vice-president. The book contains five chapters on
these subjects respectively: The Commercial Application of
Fundamental Principles of Car-Operation Efficiency; Fun-
damental Principles of Car-Operation Efficiency; Relation
Between Car Operation and Power Consumption, by J. F.
Layng, railway and traction engineering department, Gen-
eral Electric Company; Economies in Railway Operation, by
F. E. Wynne, engineer railway section, general engineering
division, Westinghouse Electric & Manufacturing Company;
and Car-Operation Efficiency, with Special Reference to the
Energy-Input Method of Determining Motormen's Efficiency.
In a brief preface the contents of the book are analyzed and
interpreted. Chapter 1, by Mr. Chappelle, discusses the ap-
plications of the Rico coasting recorder and the Rico C & S
recorder of the company; Chapter 2 is a reprint from the
Electric Railway Journal of an article by Mr. Chappelle ;
Chapter 3, by Mr. Layng, is a reprint from the General Elec-
tric Review; Chapter 4 is a reprint of parts of a paper de-
livered in 1912 by Mr. Wynne before the Baltimore section
of the A. I. E. E., and Chapter 5, by Mr. Chappelle, analyzes
the comparative advantages of the coasting recorder and
meter for checking motormen's efficiency, and is based large-
ly on communications heretofore appearing in the Electric
Railway Journal.

JITNEY COST FIGURES ANALYZED AT DALLAS

Jitneys operating twelve hours a day on the streets of
Dallas, Tex., should make a net profit of $429.18 a year,
according to estimates carefully compiled by the city of
Dallas under direction of J. W. Shull, departmental ac-
countant. The figures were prepared at the instance of
Mayor Henry D. Lindsley. Investigation disclosed that
there are eleven jitney lines in Dallas, averaging 3 miles
in length. The longest is 4% miles and the shortest 2 miles.
It is estimated that the average jitney in Dallas runs
twelve hours a day, making fourteen round trips and aver-
aging 168 miles a day, or 61,320 miles a year. The aver-
age number of passengers per round trip is five. A Ford,
the car generally used in jitney service, costing $474.10 new
was used in making the estimates. Depreciation was esti-
mated at 33 per cent a year. From the report compiled by
Mr. Shull, the following is taken:

Cost of operation a year:

Depreciation ,,.,.,

License *HMl

Interest . \ \ \ \ \ ] \ \ \ \ \ \ \ \ ".00

Gas, oil, etc ! ! tIH?!

Wages operator ..'.'.'.'.' 1,09500

Total cos' a year $2,125.71

Total cost a day :

EfcPensCeiati0n '0.43295

Interest [ ] [ [ ! \ ! .' ! ?0547

g*s. oil, etc ::::::::::: AiHl

Wages, operator '■'■'■'■'.'.'.'.'.'.'.'.'.'.'.."" 300

Total cost a day $5.82529

Cost of operation a mile •

EgKSe** '°n $0.002577

Invest 001233

Gas 000627

Wages 012390

geS 017859

Total cost a mile $0.034667

Net profit a year :

Gross receipts for year jo™,,

Less cost of operation \ \ | ; | ; J ] | ; ; *|;f |J;?J

Netproflt $429.18

Net profit for dav -

Gross receipts for day ,fl qq<)79

Less cost of operation ..'.'.'.'.'.'.'.'.'.'.'.'.'.'.'. ^82529

Net profit a day $1.17443

Net profit for mile :

Gross receipts for mile in „., ~Rr

Less cost of operation \ \ \ \ \ ; \ ; \ \ ; ; ; ; ; ; ; ; ; ; ; ; ; *°;|}Jl|g?

Net profit a mile $0.006998

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

Peacocks Won at Each of
These Speeds

These curves are derived from some tests
made by the Public Service Commission, First
District, New York.

Note how the advantage of the Peacock in-
creases with the speed of the car being braked.

The staff brake allowed the car to run:

3 ft. more than the Peacock from 5 m.p.h.

7.5 ft. more than the Peacock from 10 m.p.h.

23.5 ft. more than the Peacock from 15 m.p.h.

36.5 ft. more than the Peacock from 20 m.p.h.

Another thing worth mention: These tests
proved conclusively that the powerful Pea-
cock is so flexible that it will not overbrake or
lock the wheels of an empty car without load.

National Brake Co.

Buffalo, N. Y.

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

| B anKers g& E^ivgirvteer^

Electric Railway Lighting and
Power Company Bonds

ENTIRE ISSUES PURCHASED

N. W. HALSEY & CO.

M York Ronton Philadelphia Chicago San

THE J-

ENGINEERS
FINANCIERS

CONTRACTORS
OPERATORS

43 EXCHANGE PLACE . . . . NEW YORK

LONDON SAN FRANCISCO CH1CACO

The Arnold Company

ENGINEERS- CONSTRUCTORS

ELECTRICAL - CIVIL- MECHANICmL

IO» SOUTH LA SALLE STREET

CHICAGO

■Redmond &do.

Underwrite Entire Bond Issues of Street Railway, Electric Light, Power
and other Public Utility Properties Situated in the Larger Cities

HIGH GRADE INVESTMENT SECURITIES

33 Pine St. - New York

ALBERT S. RICHEY

ELECTRIC RAILWAY ENGINEER

WORCESTER POLYTECHNIC INSTITUTE

WORCESTER. MASSACHUSETTS
Sp«ciili«t in the Application of Engineering Method,
Solution of Transportation Problem*

artljur B>. tUttfe, ^Pnc.

way engineering— such as the testing of coal, lubri-
cants, water, wire insulation, trolley wire, cable, timber
preservatives, paints, bearing metals, etc.

Correspondence regarding our service is invited.

93 Broad Street, Boston, Mass.

WOODMANSEE 6* DAVIDSON, Inc.

ENGINEERS

MILWAUKEE
Walla Bidg.

CHICAGO

784 Continental 4 Commer-
cial Nat'l Bank Bldg.

H. M. Byllesby & Company, Inc.

NEW YORK, CHICAGO, * TACOMA

Trinity Bldg. No. 208 So. La Salle St. Washington

Purchaae, Finance, Construct and Operate Electric Light

Gas, Street Railway and Water Power Properties.

Examination and reports. Utility Securities Bought and Sold.

Robert W. Hunt Jdo. J. Cone Ja». C. Hallsted D. W. McNaugher

ROBERT W. HUNT & CO., Engineers

BUREAU OF INSPECTION TESTS * CONSULTATION

Inspection and Test of all Electrical Equipment

NEW YORK. 90 WertM. „ Lopi ^^

A. L. DRUM & COMPANY

CONSULTING AND CONSTRUCTING ENGINEERS

"***£S88&JS£ financial reports,

CONSTRUCTION AND MANAGEMENT

OF ELECTRIC RAILWAYS

71 Will Monro. 51 MmaM ■

CULICK-HENDERSON CO

PITTSBURGH "" ""'^hica'cO "' * Mat"lm>'

Materials

NEW YORK

Stone & Webster Engineering Corporation

Constructing Engineers

SANDERSON & PORTER

ENGINEERS

REPORTS o DESIGNS o CONSTRUCTION o MANAGEMENT

HYDRO-ELECTRIC DEVELOPMENTS

RAILWAY, LIGHT and POWER PROPERTIES

Chicago new York San Francisco

D. C. & WM. B. JACKSON

ENGINEERS

CHICAGO
HARRIS TRUST BLDG.

Plans, Specifications, Supervision of Construction

General Superintendence and Management

Examinations and Reports

Financial Investigations and Rate Adjustments

jfort>, 33acon & ^avie,

iSnoitteere.

115 BROADWAY

Ne>w Oi-lean. NEW YORK Sa

e. • i7.« THE R EDW- WISCH SERVICE

Pa'rWR ru ki ~ DETECTIVES Suite 715

rVk Row Bldg., New York Board of Trade Bldg., Boston

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

gaivKef8a^ ^ivgiiveer^

American Bridge Company

Hudson Terminal-30 Church Street, NewYork

'^Manufacturers of Steel Structures of all classes
particularly BRIDGES and BUILDINGS

SALES OFFICES

NEW YORK, N. Y., 30 Church Street
Philadelphia, Pa., . Widener Building
Mast. . .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., BeecherAve. &M. C. R. R.

CHICAGO, ILL, 208 South La Salle St.
St. Louis, Mo., Third Nat '1 Bank Bldg.
Denver, Colo., First Nat'l Bank Building
Salt Lake City, Utah, Walker Bank Bldg.

Duluth, Minn Wolvin Building

Minneapolis, Minn.,7thAve.&2ndSt.,S. E.

United State

Pacific Coast Representative:
U.S.SteelProductsCo.PacificCoastDept.
SAN FRANCISCO, CAL., Rialto Building

Portland. Ore Selling Building

Seattle. Wash. , 4th Ave. So. Cor. Conn. St.
Export Representative:
Steel Products Co., 30 Church St., 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

Scolicld Engineering Co. ^KE^pSS^a"8

ELECTRICAL TESTING LABORATORIES,
Electrical, Photometrlcal and
Mechanical Testing.
80th Street and East End Ave.. New York.

ENGINEERS and-
CONSTRUCTORS
A purely engineering

Engineering
Co-operation

The wide scope of W. C. K's.
activities makes their organiz-
ation available for every kind
of engineering and construction
work.

WESTINGHOUSE CHURCH KERR & CO.

Engineers & Constructors
37 WALL ST., NEW YORK

WOK

EDWARD P. BURCH, Engineer
ELECTRIC RAILWAY VALUATIONS

i Bank Bldg., Detroit Plymouth Bldg., Minnaap

H. L. BROWN ELL, Public Safety Engineer

Makes survey of accidents. Organises Safety Campaigns. Lectures
to public and employees with films. Conserves earnings and lives.
r a million persons. 5826 Winthrop Ave., Chicago

ROOSEVELT & THOMPSON
71 Broadway ENGINEERS New York

Keport, Investigate, Appraise, Manage Electric Railway,
Light and Power Properties.

The famous men of the
electric railway field
contribute the benefit
of their experience to the

ELECTRIC RAILWAY JOURNAL

[JUNE 24, 1916

Do You LoveWeeds?

John Burroughs loves some of them, but our kindly naturalist
never had charge of a Way department !

Track engineers may like thistles, mullein, motherwort, hen-
bane, dandelions and buttercups in their places— but those places
are not between or along the rails.

ATLAS"A" METHOD

Comprising not only Atlas "A" chemical, Atlas "A" spray-
ing equipment but also an Atlas "A" supervisor who knows just
what amount is needed to kill off your particular kind of plant
pests —

Offers the only sensible, scientific way to make and keep a
track clean and safe. Pulling and scythes are as out-of-date as
ginning cotton by hand or using a sharpened stick for a plow.

Let us tell you what results have been obtained by Atlas
customers in previous years.

Write for booklet "How to Keep a Clean Track"

Atlas Preservative Company of America, (Incorporated)
95-97 Liberty Street New York, N. Y.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

The Component Costs of Track
Grinding are Labor and Equipment

Skil/Qd L obor Cost

The cost of track grinding resolved
into its simplest components is, as in
most construction work, merely a ques-
tion of labor and material. In this case
the material is more properly called
equipment;

These two items of labor and equip-
ment are, to borrow a mathematical
term, dependent variables, that is to say,
the value of the equipment depends on
the value of the labor and vice versa.

Cheap grinding equipment demands
skilled labor to get anything like a
result. Besides, cheap equipment is
always inefficient from the standpoint of
time — time is wasted on the original
grinding, time is wasted in taking two
or three licks to do one job. Time
wasted means many labor-hours at high
rates which makes the labor component
so high that the resultant track grind-
ing cost is appalling.

Now consider how proper equipment
affects grinding costs. The proportion-
ate charge for proper equipment
when distributed against a par-
ticular job increases the equip-

Railway Track- work Co.

30th and Walnut Streets,
Philadelphia, Pa.

o>y

0*j

f/ ■

Common Labor Cost

ment component very little. On the
other hand, the labor component is
slashed left and right, bringing the re-
sultant track grinding cost down per-
ceptibly.

The Reciprocating
Track Grinder

is the equipment for you to reduce your
labor component to a minimum. No
skilled labor is required. It does the
work right the first time. It does the
work in the quickest time. The recip-
rocating motion of its large, flat, self-
adjusting abrasive bricks assures you
of this.

You are invited to prove it on your

own tracks at OUR expense. Write

for our proposition.

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Support Your Crossings on

INTERNATIONAL dSc FOUNDATIONS

It is hard to support heavy service
straight track on wooden ties spaced as
closely together as possible.

It is still harder, if not impracticable, to
se wooden ties to support crossings which
ne twice the service of the straight track,
id with the ties actually spaced to poorer

advantage than on straight track ! The re-
sult is constant trouble and expense trying
to keep your crossings to line and grade.

Discard this practice and support your
crossings on International Steel Founda-
tions.

We can make shipment in three weeks

WWM^777-'

The International Steel Tie Company

General Sales Officeand NWorks: Cleveland, Ohio

wern Eng'e Sales Co., S*n FnntoM. C*L . R. I. Cooper Co T K L & r

/.fy^^fe^a^

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

mm*'

Speaking About Columbia-Made Coils

You know that Columbia-made coil
winding and taping machines are
standard on many systems.

But do you know that we also make
armature and field coils for all types of
motors?

If you are not completely equipped
to turn out all the coils you need in
good time and at an economical figure,
give us a chance to show you.

Quick Coil Delivery and Low Prices

Columbia quality, price and delivery
are also embodied in these items :

TOOLS

Armature and axle straighteners

Armature buggies and stands

Babbitting molds

Banding and heading machines

Car hoists

Car replacers

Coil taping machines for armature leads

Coil winding machines

Pinion pullers

Pit jacks

Signal or target switches

Tension stands

CAR EQUIPMENT

Brush-holders and brush-holder springs
of all types

Brake, door and other handles

Brake forgings, rigging, etc.

Car trimmings

Commutators

Controller handles

Forgings of all kinds

Gear cases (steel or mall, iron)

Grid resistors

Third-rail contact-shoe beams and ac-
cessories

Trolley poles (steel) and wheels

Columbia Machine Works& Malleable Iron Co,

Atlantic Ave. and Chestnut St., Brooklyn, N. Y.

ELKCTRIC RAILWAY JOURNAL

[June 24, 1916

"I Read Your Paper
as a Buyer,"

said a Southern purchasing agent recently to one of
our representatives.

Do you know that hundreds of purchasing agents
are using the Electric Railway Journal for exactly the
same purpose?

Some products, of course, are ordered by name
only; but a large portion of the every-day supplies is
ordered by specification only.

What better guide can the purchasing agent find
to the active bidders for electric railway patronage
than the Electric Railway Journal?

Don't you want to be on the Purchasing Agent's
list every time he's in the market?

Electric Railway Journal

239 West 39th St., New York

Member Audit Bureau of Circulation

Yearly Subscription Rates:

$3 Domestic, $4.50 Canadian, $6 Foreign

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

What the "ECONOMY" Meter is

jcqwr

BUILT LIKE A WATCH

The construction used with great success in
Sangamo D-5 meters, as shown herewith, to pre-
vent the spilling of mercury when the meter is
inverted, either in shipment or thereafter, is pre-
served in the new "ECONOMY" meter so that,
contrary to the opinion of many not familiar
with the construction, these meters may be han-
dled in any way without the least danger of
spilling mercury and thereby impairing the op-
eration of the measuring element.

The standard circular dial furnished on
"ECONOMY" meters is large and easily read
at a distance, the main dial being used for the
daily or trip readings, while the small dials are
used only by the inspector or checker at intervals
of a day or a week, in order to check the total
readings of tickets turned in by the motorman.

The cover of the meter closes against a heavy
felt gasket entirely around the upper rim of the
base and is locked securely by a cam and padlock
so that the entire meter is absolutely dust and
water tight when connected and sealed for
service.

From results with the older type "ECON-
OMY" meters, and which in ruggedness have
not been equal to the new type, it may safely
be stated that the average cost of maintenance
and repairs on these meters will run less than
$2.50 per annum per meter under the most severe
conditions of electric railway service.

Let us send you complete details of the
"ECONOMY" meter— what it has helped accom-
plish in actual service on electric railways
throughout the country.

Sandamo Electric Company

Springfield, Illinois

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

The Width
of the Car,
the Seat and
the Aisle

It's a neat problem on
many a railway to get a full-
grown pair of double cross-
seats in a car whose width is limited by
scant spacing between tracks.

But we have faced the problem so often
that if you tell us the facts in time we can gain you many a
precious inch. For instance:

We ought to know whether you intend to use commercial
shapes or plate girders for the car sides;

How the posts will be spaced:

Whether the convertible sash will drop or raise;

How much of the end areas you want to devote to longitu-
dinal seating — for the bigger these areas, the narrower you can
afford to make the aisle between the cross-seats;

If you will operate single or double-end.

These are some of the facts a conscientious seat-designer
needs to

Give Railways Seat Satisfaction

Hale & Kilburn Co.

Philadelphia New York Chicago
Washington San Francisco

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

Door and Step
Control

NATIONAL Pneumatic Door Engines are built to
be controlled Manually, Pneumatically or Electrically.

Electrical control through push-buttons is advis-
able under the following conditions:

First — When the car construction is such that it would be
difficult to make a mechanical connection between the valve
of the engine and the controlling station.

Second — When it is desirable to prevent the conductor from
opening the door while the car is in motion.

Manual or Lever control of the valve is usually rec-
ommended by us, however, for the following reasons:

First — It simplifies the mechanism.

Second — It does not demand storage batteries to insure the
operation of the doors if power is off the trolley.

Third — It is much easier to inspect.

Fourth — The first cost is less.

Fifth — The lever or handle becomes an indicator showing
the operator when the door Is opened and closed.

Sixth — It is a more natural movement to open or close a
door by moving a handle or lever than by pushing a button.

Seventh — The operator is freed from erroneous door opera-
tion due to pushing the wrong button, particularly when sev-
eral doors are operated from one nest of buttons.

Eighth — It is very essential that a power-operated door
should be fully and instantly under the command of the oper-
ator. This command is obtained more positively by means
of a lever or handle than by means of push-buttons. Without
letting go, the operator merely turns the handle in one direc-
tion or the other to get the required motion of the door,
whereas with push-buttons he must move his hand from one
button to the other to keep the door under command.

NATIONAL PNK^TIC COMPANY

50 Church 5 L Now York

5l5Laf1m St Chicago

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

$<fl&K

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

NON-ARCING
-HARP-/

Send for
illustrated
catalog

A— Bronze Lock Nut. B— Hollow
Steel Case- Hardened LubricatingShafl.
C— Cotter Pin. D—Rioels. E—
Steel Adjustment Screws (Right and
Left). F — Bronze Contact Spring.
H— Cotter Pin Hole. K— Expand-
ing and Contracting Slot.

"TJERFECT fit and sustained tightness of the axle
-^- pin are obtained by means of the patented grip-
ping device exclusive with the V-K NON-ARCING
HARP. This prevents arcing, insures a perfect bear-
ing for the wheel at all times and facilitates an unin-
terrupted current flow through wheel pin and harp.

This adjustable gripping device is simple and
effective. Wheels and pins can be changed quickly.

MORE-JONES BRASS 8b METAL CO.
St. Louis, U. S. A.

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Tk R m [ his is a fu,'-geared register having the larg-

1 ne I\ 1U est trip figures 0f any single fare register, a

International 4-inch bell and a phosphor bronze bell ham-

0. , D . mer that never breaks, all contained in the

dingle Kegister smanest case.

The INTERNATIONAL

Money Counting Fare Box

Type C 16

For One-Man Cars

We design and build fare collection equipment to meet all and
any traffic conditions. What are your requirements ?.

The International Register Company

15 South Throop St., Chicago, 111.

Another
Member of Our
Dependable Brand
Family

It is the Insulating Quality
That Counts

Heavily Coated With a

Composition of

Especially

High Insulation Resistance

Its Adhesiveness is

Long Lasting and Therefore

The Finished Job is

Well Insured

Buckeye
Splicing Tape

Represents Extra Factors of
Strength, Encasing the
Splice in a Puncture-Proof
Envelope

Make the Splice-
Then Forget It-
Buckeye Becomes Part of
the Insulation

®he jftlecijamcal Eubutr Co.

Clebelano

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

A Bulldog
HOLDS

A bulldog holds, and in some things it is very
good to imitate his grip. But it is very difficult
to persuade a bulldog to let go.

Now, two important qualities are required
in a perfect car curtain :

(i) It must hold.
(2) It must let go,

each at the proper time.
We have made car curtains for 25 years,
but it took us a good part of that time to solve
the problem. And we developed the only de-
vice which will perform both functions always
— automatically. That is the

RING FIXTURE

It lets go when the passenger takes hold
and takes hold when the passenger lets go.
When you consider your passengers' comfort
and ultimate cost the Ring Fixture is the only
one to buy.

Curtain Supply Co.

322 W. Ohio St.

CHICAGO, ILL.

This union, alone,
will sell "Noark
Subway Boxes to
your construction
engineers

Here's a combination of strength and
convenience that safeguards a most vul-

nerable point in subway work — where the
cable enters the Box.

Your construction men will be strong for
its convenience.

They will appreciate this one size union
will take several cable sizes and that when
they are handling stiff, heavy "lead cov-
ered" they can make up water-tight, pot-
headed joints even when alignment is
difficult or impossible.

The fact that all your "tie-ins" are
absolutely water-tight is an assurance to
your operating department, who can feel
sure that the whole network is dry and
tight, even though manholes are flooded.
Niceties of construction like this pervade
the whole design of "Noark" Boxes.
They are the last word in modern under-
ground practice.

Serves more people in more ways than any
other Institution of Us k.'"* >n llle Uorld

COVERS

THJi CONTINENT

H. W. JOHNS-MANVILLE CO

EXECUTIVE OFFICES
296 Madison Avenue, New York City

Boston

Chicago

Cleveland

New York

Philadelphia

Pittsburgh

St. Louis

San Francisco

Seattle

Toronto

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Kanawha Traction & Electric Co

Parkersburg, West Virginia

Have placed contract to equip
their entire system with

H-B LIFE GUARDS

The Consolidated Car Fender Co., Providence, R.I.

Manufacturer of The Providence Fender and H-B Life Guard

Wendell & MacDuffie Co., 61 Broadway, New York

General Sales Agents

IF YOU WANT PROOFS

of your advertisements, and time to return them with corrections

Copy Must Be in Our Hands Two Weeks
in Advance of Publication Date

Copy Changes. If no proofs are
desired your advertisements should
be in our hands Wednesday of the
week preceding date of publication,
otherwise your latest advertisement

.in accordance with schedule will be

■•repeated.

New Advertisements (not changes Searchlight Advertisements (Pro-

of copy) can usually be accepted
up to noon Wednesday of the
week of publication, but no guar-
antee can be given as to location
or proofs or indexing.

posals, Wants, For Sale, etc.)
ceived as late as 10 A. M. Thursday
will be published if there is space
available in the pages that go to
press last. The paper is dated and
mailed Saturday.

The Paper is dated and mailed Saturday
Electric Railway Journal, 239 W. 39th St., New York

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

frB23QriYlssa%*

FlIlS^

Protect Cars and

Power-plant

Don't trust to your more
limited facilities for refilling
fuses. As fuse specialists, we
furnish reliable and carefully
tested Renewal Links all ready
to insert in

ECONOMY ZSSOg? FUSES

when they blow. These Links
cost but a trifle and assure a
complete break in the circuit at
the required overload.

There's no need to use an
extra new fuse every time one
blows when the efficient and
safe Economy fuse can be re-
newed over and over again
with our tested Renewal Links
at a saving of 80% of fuse
maintenance expense under
old-style, wasteful methods.

Write now for "Bulletin No. 17 and our catalog.

Economy Fuse ® Mfg. Co.

Kinzie and Orleans St.
Chicago, 111.

A Timely New Book

inWor

Sent to YOU for 10 days FREE

By P. S. Bond

Major, Corps of Engineers, U. S. Army, Member Am. Soc. C. E.
Honor Graduate Army Field Engineer School. Graduate Army
Staff College.

Pocket size, flexible binding, 175 pages, about 75
illustrations, $1.50 (6/3) net, postpaid.
A PPROVED by the Secretary of War, the
**■ articles in this book comprise a complete
answer to the question —
"What service can the technically trained man
render in the plan for military preparedness?"
Major Bond is a recognized authority on the
problems of military engineerings and tactics.
On the basis of a broad experience he has pre-
pared this book to give the engineer and con-
tractor

1. The relation of engineering to the conduct of war.

2. The adaptation of the principles and practice of civil
engineering to military requirements.

The book is a revision and amplification of the articles
"National Defense — For Engineer and Contractor,"
which appeared in the Engineering Record.
It is illustrated with photographs from the files of the
War Department and other sources.

It Covers

I. The Military Policy of the United States.

II. General Duties of the Military Engineer and Economies of

Military Engineering.

III. Tools and Ei|ui|a>icnl Empdoyeil in Military Engineering.

IV. Stream "

ind Surveying.

Military Demolitions.

Military Reconnaissance, Sketching

Military ~

lefti-iiir-Hill Book Co., Inc.,
230 Went 30th Street, New York, N. Y.

You may send me on 10 days' approval :
I— I In r:n «in ■•••i- In War, Sl.r.il net.

I agree to pay for the book or return it postpaid within in
ays of receipt.
...I am a regular subscrilxT to the Electric Hallway Journal.

I am a member of A. I. E. E. or A. B. R. A.

( -Vddress)

Referenc *-«-«

iNot recpiired of subscribers to the Electric Raihva

v Journal or

ELECTRIC RAILWAY JOURNAL

[JUNE 24, 1916

A Resistor Plus

\..t only do E M B Resistors embrace the necessary features for
efficiency in operation. They fulfill the promise of economical main-
tenance.

The unbreakable, rust-proof advantages of their drawn grids and
the ease with which steps can be adjusted make this apparent.

THE ELLCON COMPANY

50 Church Street, New York

GREAT BRITAIN: AUSTRALIA:

Electro-Mechanical Brake Co., Ltd., West Bromwich, England J. G. Lodge & Co., 109 Pitt Street, Sydney

GRIFFIN F. C. S. WHEELS

are used in city and interurban railway service
throughout the country.

They are scientifically designed, manufactured and
tested.

F. C. S. wheels mean moderate first cost, safety in
operation, low maintenance charges, and brake shoe
economy.

Our Engineering Department will analyze your
operating conditions and design wheels for your par-
ticular service.

Prompt Deliveries Assured.

GRIFFIN WHEEL COMPANY

Chicago

McCormick Building, Chicago, 111.

FOUNDRIES

Detroit Boston Denver St. Paul

Kansas City Los Angeles

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

Jewett

Let us furnish estimates on your standard speci-
fications or suggest a design which we deem
adaptable to your particular operating conditions.

Cars

The Jewett Car Co.

Newark, Ohio

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

In Egypt, when a bibi is born, the
father must kiss the hands and feet of
the father-in-law.

While this may look very sweet and
tender, yet it is a custom and not an act
of free will. Therefore it lacks the punch
that appeals.

Just as lots of railways buy the old
type of brush for no other reason than
custom. Therefore no bouquets on their
judgment.

Carbon brushes should never be a
matter of choice anyway. They should
always be prescribed for the particular
service by brush engineers.

Morgantte brushes are so prescribed —
the right grade to combine proper service
with low brush cost per car mile.

Don't vou want economy?

Factory, Brooklyn, N. Y.
AGENTS:

Lewis & Roth Co., 312 Denckla Bldg., Philadelphia

Electrical Engineering & Mfg. Co.

First National Bank Bldg., Pittsburgh

W. L. Rose Equipment Company, La Salle Bldg.

St. Louis, Mo.

Herzog Electric & Eng'g Co., 150 Steuart St.,
San Francisco, Cal.

The St Louis
Car Company

QUALITY SHOPS

8000 N. Broadway
St Louis

THE

CINCINNATI

CAR

COMPANY

WORKS:

WINTON PLACE
CINCINNATI, OHIO

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

RDEBL1NG

Aerial Cables
Annunciator Wire
Automobile Horn Cord
Automobile Lighting Cablet

Copper Wire, Bare
Cambric Cablea
Fixture Wire

Fire and Weatherproof Wire

Field Colls

Lamp Cord

Moving Picture Cord

Mining Machine Cablea

Magnet Wire

Power Cable, Rubber Insulated

Power Cable, Cambric Insulated

Power Cable, Paper Insulated

Slow Burning Wire

Telephone Cable, Paper Insulation

Telephone Cable. Rubber Insulation

Weatherproof Wire

JOHN A. ROEBLING'S SONS CO.

TRENTON, N. J.

Branches:

ALUMINUM

Railway Feeders

wndso" Electrical Conductors

Aluminum Company of America

Pittsburgh, Pa.

i IV

Part of an installation of 1000
Bates One-Piece Sted Trolley
Poles on the De Moines City
Railway.

Bates

One-Piece

Steel Trolley Poles

Have no joints, no rivets, no
bolts, have greater strength,
cost much less, look better, and
last longer.

Bates Expanded
Steel Truss Company

210 S. La Salle St., CHICAGO

As sound as the cable itself

— mechanically and electrically trouble-proof — that's

Frankel Solderless Connectors

the modern splicing time and
iPA N KE^L^ money savers.

mSSmtm cET <>»* booklet

177-179 Hudson St., N. Y. Salesrooms 733-735 Broadway

American

Rail Bonds

Crown

United States
Twin Terminal
Soldered

American Steel & Wire Company

«d Pittsburgh Worcester Denver

Chicago New York Cle

Export Representative: U. S. Steel Products Co.. New York

Pacific Coast Representative : U. S. Steel Products Co.

San Francisco Los Angeles Portland Seattle

AETNA INSULATION LINE MATERIAL

Third Rail Insulators, Trolley Bases, Poles
Bronze anil Malleable Iron Frogs,
Switches.

Albert & J. M. Anderson Mfg. Co.

289-93 A Street, Boston, Mass. mt

Established 1877.
Branches — New York, 135 B'way. Phila-
delphia, 429 Kejl^Estate^raB^Bldg.^^hlca^^lOS So.

Section Swi

i Francisco, 613 Pos

, 48-Milton Street!

LINCOLN RAIL BONDS

Cheapest and quickest to install

Most efficient— See page adv. in June 17 issue of this paper
Lincoln Bonding Co., 636 Huron Rd., Cleveland, O.

HIGHEST QUALITY

TRACK SPECIAL WORK

WE MAKE THIS QRADE ONLY

CLEVELAND FROG & CROSSING CO.
CLEVELAND, OHIO

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

THE LINDSLEY BROTHERS CO.

We.tern "Good PdeS Qllick" Northern

Minneapolis
Spokane - St. Louis

Butt Treating
Open Tank and
'Hot and Cold" Procea

MARSH & MCLENNAN ™L!S*±^e

Spec

CHICAGO

Insurance Exchange,

THESE OFFICES WILL GIVE YOU THE BEST THERE IS IN INSURANCE SERVICE

10 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

Transmission Line and Special Crossing
Structures, Catenary Bridges

Write for our New Descriptive Catalog.

ARCHBOLD-BRADY CO.

En, in«*r. & Contractor* SYRACUSE, N. Y.

Chapman

Automatic Signals

Charles N. Wood Co., Boston

^^ CUTS WOOD

•O- PRESERVING BILLS

^"^ IN HALF

Grade One w,,l» for book,•,

Creosote Oil -+—-~

NEW YORK
Branches in Principal Cities

POLES

PAGE & HILL CO.

MINNEAPOLIS, MINN.

The New Drew Cable Insulator and Splicing Sleeve
is only one of many of our
economy devices.

Wt«, for 200-pagt illustrated catalog
Electric & Mfg. Co., 1016 E. Mich. St., IndianapolU, I

FEDERAL SIGNAL CO.

Manufacturers ) f Automatic 1 fA.C.

Engineer, V tot i Signaling t either 1 or

Contractor. ) ( Interlocking J (d.C.

No Interlocking Switches Are Safe Without

Federal Switch Guard.

MAIN OFFICE and WORKS - - ALBANY, N. Y.

52 Vanderbilt Avenue. New York Monadnock Block, Chicago

118-130 New Montgomery St.. San Francisco, Cal.

POLES

PILING

F. B. BRAXDE, Manager
819 Broad Street, GrinncII, la.

hrag about the SERVICE we give

B. J. CARNEY & CO.

M. P. FLANNERY, Manage

Spokane, Wash.
memory

It Meets Every Requirement— The Celebrated

Trenton Trolley Wagon

J. R. McCARDELL & CO.

and Sole Manufacturers

TRKNTON. N. J.

THE CARBOLINEUM FAMINE IS NOW PASSED

We can furnish 500,000 gallons and more

It is made in America — by Americans, and for

' 7teri'sCa"c-A-WOOD-PRESERVER" (Carbolineum-
America) — the only Wood Preserver sold with a
quality affidavit guaranteeing you superiority.
C-A-WOOD-PRESERVER COMPANY, Inc.
St. Louis, Mo., 56 Liberty St., New York,
and Branches

Michigan Western

CEDAR POLES

POSTS. TIES AND PILING

We use C-A-Wood-Preserver injTreating

The Valentine-Clark Co.
General Office: Minneapolis, Minn.

Toledo, Ohio; Chicago, 111.; Kansas City, Mo.; St. Maries, Idaho

TPPATrn P0LES' CR0SS ARMS' TIES>

llVCiilEil/ 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

TOOLS

for all classes of electrical construction and repair

work. Write, for catalog. '
Mathias Klein & Sons citation Chicago.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

A Great Combination

■¥•

Write for Prices.

J. W. PAXSON CO., Mfrs.

1021 N. Delaware Ave., Philadelphia, Pa.

In April, 1910—

—THE NORTHERN PACIFIC RAILROAD favored us
with a single order for 10,700 lineal feet (11 solid nested
carloads) of heavy gauge "ACME" (Nestable) Corrugated
Galvanized Anti-Corrosive NO-CO-RO METAL Culverts,
for use in their Railway System.

In April, 1916—

- thu

nth)-

— THE NORTHERN PACIFIC RAILROAD again favored
us with an order for 8-t6 lineal feet of the same "ACME"
(Nestable) Culverts, for use on the same Railway System.
Pretty fair evidence that "ACME" Nestables are a prac-
tical, durable and satisfactory culvert — don't you think?
But there are over a hundred other railroads using
"ACMES" with like econom> and satisfaction. And the
fact is that railroads that are not using them are over-
looking a good bet, that's all.

"ACMES" are shipped Set-up or knock-down — just as you
prefer. Have you big Catalog G-3?

.Ohio. U.S.A.

Special Work for Street Railways

Frogs, Crossings, Switches and Mates

Manganese Steel Center Layouts

BARBOUR-STOCKWELL CO,

205 Broadway, Cambridgeporf, Mass.

Portable Rail Grinder

E. P. SEYMOUR pgSKEI&,L

Write for particulars to 9 Barton St., Waltham, Mass.

Special Track Work

Built along quality line* to
withstand long, severe
service.

Switches

Frogs, Crossings,

Manganese Centers

New York Switch & Crossing Co.

Hoboken, New Jersey

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Preparedness is on Every

Tongue Now— We've

Advocated It for Years.

DEARBORN FEED WATER
TREATMENT

The engineer who uses it in his boilers
will never be exposed to the .attacks of scale
and its allies, bagging, pitting and corrosion.

DEARBORN TREATMENT removes
and prevents scale forn/ation, and over-
comes all pitting and cdrrosive action of
the water. Each casaris given individual
attention. Send us a gallon sample of your
boiler water supply for analysis, and we will
advise regarding your needs. No charge
for this service.

Dearborn Chemical Company

McCormtck Building, Chicago

Pr^t-O-Torch

^Costs less to buy than «Q0 ^
r a good gasoline blow
torch and costs less to use

no .Y&tlon whatever Used with handy slse. ofPreat
liL^C.oLd.de«7)reada wlfh"the^Ln MC .EeVreL.
Bn I £ Wl braxe up to % Inch round rod. Can be
• rtid with handle and hook for added eonrenlence Injfr*
and overhead work. Style "C" Pre8t-OTorch for use with the
i.™17. T.i.o« nt Prest -O-Llte. 1h recommended for large work.
Win b!a« up to % inch round rod. Sella for *2.25 (0«B-
ada $2.7 h fgr tpeoial uterature and learn whert
you can tee the PrettOTorcn in operation.
THE PREST-O-LITE CO., Inc.. 805 Speedway, lndi.nip.li., lot.
Canadian Office 4 Factory. Merrltton, Ont.
Eichange Agencies Everywhere

STERLING

Insulating Varnishes
and Compounds

HIGHEST GRADE STANDARD OF QUALITY

Clear and Black Air Drying Insulating- Varnlahea

Clear and Black Baking Insulating Varnlahea

Oil Proof Flniahlng Varnishes

Impregnating Compounds

Wire Enamela

FOR THE MANUFACTURER— OPERATOR— REPAIRER

THE STERLING VARNISH COMPANY
PITTSBURGH, PENNA.

Mancheater, England

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, JS Federal St.
CHICAGO. Marquette Building,
t IN( 1NNATI, Traction Building.
CLEVELAND, New England Building.
DENVER, 435 Seyenteenth St.

BRANCH OFFICES:

LOS ANGELES, t N. Van Nuys Bldg.
NEW ORLEANS, 533 Baronne St.
PHILADELPHIA, North American Building.
PITTSBURGH, Farmeri' Deposit Bank Bldg.

SALT LAKE CITY, 705-6 Reams Bldf.

SAN FRANCISCO, Sheldon Bldg.

SAN JUAN. Porto Rico, Royal Bank Bldf.

SEATTLE, Mutual Life Building.

TUCSON, ARIZONA, Santa Rita Hotel Bldf.

Ramapo Iron Works

Main Office, Hill burn, N. Y.

New York Office: 30 Church St.

Automatic Switch Stands,
T-Rail Special Work,
Manganese Construction,
Crossings, Switches, Etc.

MANGANESE STEEL TRACK WORK

FBOGS — CROSSINGS — SWITCHES, &c.

St. Louis Steel Foundry, 1560 Kienlen St., St. Louis, Mo.

Owned and operated by Curtis 4 Co. Mfg. Co., St. Louis. 2

" WHALEBONE"

Fibre Track Insulation

DIAMOND STATE FIBRE CO.
Del. Bridgeport, Penna. Chicago, 111.

Kilby Frog & Switch Co.

BIRMINGHAM, ALA.
Tongue Switches, Mates, Frogs, Curves and
Special Work of all kinds for Street Railways.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

Full Power with
High orLowerAdjustment

powerful jack pr<

the load. The

Buckeye Emergency
Jack No. 239 Special

The Buckeye
Jack Mfg. Co.

Alliance, Ohio

Repair Shop
Machinery
and Cranes

Built by

NILES - BEMENT - POND GO.

111 Broadway, New York

Boston Philadelphia Pittsburgh Chicago

Ohmlac '% a preservative against RUST,
moisture, acids, alkalies, sulphur and elec-
trolysis.

For All Electrical Work

such as field coils, armatures, wires, cables,
transformers, batteries, etc., and

For Iron and Steel

such as trucks, underframes, poles, cars,
bridges, culverts, roofs, structural steel, etc.

UNION INSULATING CO.

Sole Agents and Distributors

Great Northern Building

CHICAGO

Foster Superheaters

Insure uniform superheat at temperature specified

Power Specialty Company

III Broadway, New York City

FORD TRIBLOC

A Chain Hoist that excels in every feature. It has
Planetary Gears, Steel Parts, 3]/2 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

I. T. E.

Circuit Breakers

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.

DAISES the possibil-
ity of efficient stok-
ing to a maximum.
Write for catalog "C."

Murphy Iron \ITorkj
Detroit, l.Mich. VV U.S. A

STANDARD

Vfoven Fabric Co.
Walr>ole,AU*r.

The MODERN WAY of handling ASHES:

GECO Pneumatic Ashhandling Systems

GECO Steam Jet Ash Conveyors

GREEN ENGINEERING CO.

East Chicago, Indiana

Catalogue 8 — GECO Pneumatic Ash Handling

Systems.

Bulletin 1 — "Green Chain Grate Stokers.

Bulletin 2 — GECO Steam Jet Ash Conreyors.

IK (JO are the Standard TAPES

For Electric Railway and Lighting Use
Economy and Efficiency Combined

IMPERIAL RUBBER CO., 253 Broadway, New York, U. S. A .

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

Johnson Registering
Fare Boxes

used in connection with the
car register increase receipts
$1.00 per car, per day, counts
metal tickets the same as cash
thus giving a positive check on
all class of fares.

WHITE rOK SEW BOOKLET

JOHNSON FARE BOX COMPANY

Jackson BI..I. A Rob., St. U. 3. Metal * Manufacturing Co

WE CAN CUT YOUR COST OF
HEATING CURRENT

WRITS FOR THERMOSTATIC CONTROL INFORMATION

GOLD

ELECTRIC HEATERS Cut in-

stal'ation and Maintenance Charge.

VENTILATORS AIM Ventilate in
Stormy Weather/

THERMOSTATS Save

ORIGINATED the Uk of NON-
CORROSIVE Wire for Electric
Car Heaters.

LET US FIOURB ON YOUR NEXT REQUIREMENTS

Gold Car Heating & Lighting Co., 17 Battery PI., New York

[RAILWAY UTILITY CO;l

Solt Afan*/aeturera

"Honeycomb" and "Round Jet" Ventilators

lor Monitor and Arch Roof Cars, and all classes of buildings.; also
Electric Thermometer Control

oi Car Temperatures.
TaiW.FULTONST. Wnltfor 1328 BROADWAY
Chicago. 111. Catalogue NewYork, N.V.

PANTASOTE

The National Standard
for Car Curtains and
Car Upholstery
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 J *«*'£» Ga? Bide., Chicago. I1L

797 Monadnock Bldg., San Francisco, Cal.

GRAPHIC METERS

Portable and Switchboard Types

Ammeters, Voltmeter!, Wattmeter., etc.

"The Meter with a Record."

The Standard for Speed, Accuracy, Durability

B-V Visible Punch

LrOOK ior Ullb

<8>

Bonney-Vehslage
Tool Company

124 Chambers Street
New York City

A. G. E. LABOR SAVING MACHINES

For Armature Banding, Coil Winding, Taping, Pin-
ion Pulling, Commutator Slotting and Pit Jacks, Arma-
ture Buggiea and Armature Removing Machines
Manufactured by

AMERICAN GENERAL ENGINEERING CO.

253 Broadway, New York, U. S. A.

The Best Shade Rollers For Cars

CPECIAL shade rollers I

^ Uon for years, and j
yon can boy, are made bj
N". J. This company Is bj

prices because

d&*sa4SJ***£&T>i*

KINNEAR Steel Rolling Doors
FOR CAR HOUSES

doors motor-operated if desired. Manufactured by the
KINNEAR MANUFACTURING CO., Columbus. Ohio
BOSTON PHILADELPHIA CHICAGO

''Earnings Per Passenger Mile"
It tells how the

BONHAM TRAFFIC RECORDER

Will Meet Your Needs
The Bonham Recorder Co., Hamilton, Ohio

aft T

^^^fm THE NI

Rails and Nelsonville Filler
and Stretcher Brick

offer all the advantages without the disadvantages of

the groove rail.

Construction approved by City Engineers.

THE NELSONVILLE BRICK CO., Nelsonville, Ohio

j^ns-T Conr"y

G****

Direct

Automatic
Registration

i By the

[ Passenger

Rooke Automatic
Register Co.

Providence. R. I.

The Big Three

D & W Fuses, Deltabeston Wire
Delta Tape

D & W Fuse Co., Providence, R. I.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

This Treated Steel Rim .

is easily removed and
renewed when worn out.

Ultimate Economy 36%

Compared to Solid Gear.

NUTTALL- PITTSBURG

Radio-Thrust
Journal
Boxes

can !be applied to stand-
ard truckf-without change.
Ask for our designs.

GURNEY BALL BEARING CO.

CONRAD PATENT LICENSEE

JAMESTOWN, NEW YORK

Non-Glaring Headlights

that throw the light along the
track far ahead— but only 3% ft.
high are made possible by the use
3f the

Osgood
Deflector Lens

Used by the fastest Electric
Railway in the United States as
regular equipment on trains at-
taining a speed of SO miles an

Thousands In use for automo-
bile lighting.
Write for pri

d particulars.

OSGOOD LENS & SUPPLY CO.

Dept. 10, 339 S. Wabash Ave., CHICAGO

The Kalamazoo Trolley Wheels

THE STAR BRASS WORKS

KALAMAZOO, MICH., V. S. A.

THE PETER SMITH HEATER COMPANY

1735 Mt. Elliott .

Detroit, Mich

Saved from the Ashes as many tickets are, means
nickels lost to you. Avoid the risk-
Patten Ticket Destroyer is used right in the office
under the eyes of trustworthy employes.
It mutilates beyond redemption.
Scrap sold will pay for the machines.
Ask us for Circular J.

PAUL B. PATTEN CO.,

78 Lafayette St., Salem, Mass., U. S. A.

MASON SAFETY TREADS— prevent slipping and thus obviate

"kARBOLITH CAR FLOORING— for steel car. ts sanitary,
flreproof and light in weight.

STANWOOD STEPS— are non-slipping and self-cleaning.

Above products are used on all leading Railroads. For details

Lowell. Mass.

delphla. Kansas City, Cleveland, St.

Ventilation — Sanitation — Economy — Safety

All Combined In

THE COOPER FORCED VENTILATION HOT AIR HEATER

Patented September 30, 1913. Ask for the full story.

We Also Manufacture Pressed Steel Het Water Heate s
THE COOPER HEATER CO., CARLISLE, PA.

ELECTRIC RAILWAY JOURNAL

[June 24, 1916

FOR SALE

I— Cioeiniull fourteen bench open car bodiea.

S — Brill fourteen bench open can, Wat 56 Motor,, Brill 22-L

40— BriH ten bench open cara. We*. 68 Motort, Pcckbam Truck..
16 — 42' Interurbin Car,, B.ldwin Trucks, 4 Weit. 121 Motor*.
25— llrill 20' Closed tin, 2 Weil. 56 Moton, Brill 22-E Truck*.
40— Brill 20" Clo»ed Car,, G.E. 1000 Moton, Peckham Trucki.

6— Brill JO' Empreu Car* complete, 4 G.E. 1000 'Motorj, Brill
27-G Trucki, AA-1 Air Brakes.
JO— O.K. 90 Kailway Moton complete. '-

20 G.E. 7J Kailway Motors complete. •

40— G.E. 1000 Railway Moton complete.
20— G.E. 800 Railway Motora complete.
18 — G.E. 87 Railway Motors complete.
18— G.E. 57 Railway Motors complete, rorra H.
12— G.E. 57 Railway Motors complete. Form A.
22— West. 12A Railway Motors complete.
12— West. J8B Railway Moton complete.
10— West. 112 Railway Motors complete.
18 — West. 101-M.2 Armitures, BrandiNew.

6— West. 9J-A-2 Armatures, Brand/New.

2—West. 9J Armatures, Brand New.
14— G.E. 80-A Armatures, Brand New.

4 — G.E. 87 Armatures, Brand New.

J — G.E. 7J-C Armaiures, Brand New.

6 — G.E. 67 Armatures, Brand New.
12— G.E. 57 Armatures, second-hand, two turn.
14— Weat. 56 Armatures, second-hand.
40— K10 Controllers.
12— K28B Controllers.
26— K6 Controllers.
22— Kll Controller
12— KM Controllers.

6— Brill 21 K Trucks, 7' 6" and 8' wheel base.

I of the above Apparatus is in first class condition
for immediate service
For further particulars apply. to

W. R. KERSCHNER COMPANY, Inc.

50 Church Street, New York City

Immediate Delivery

Unused Material

WIRE CABLE:

icoo ft. i" Dia. 37- Strand Sweeds Iron.
LARGE BOLTS:

i" Dia. 20" to 30" long.

i%" Dia. 4" to 6</2" long.

1 J4" Dia. sYi" to 24" long.
STEEL BARS.

Rounds— H" to \Vt" Dia.

Flats— Ys" to 2" x 2" to 6".
PLATES:

y%" to v/2" x 7" to 36".

3'A— 4— 4lA x H— 7/i6— lA.
NUT LOCKS:

H" to iy4".

JOINTS:

160 Pairs Lorain 70-264.

250 Pairs Lorain 129-403.
RAILS:

12 lb. to 45 lb. Tee.
FROGS & SWITCHES:

Dia. Turnouts 60 lb. and 70 lb.

Split Switches and Frogs.

Switch Stands.

Central Track Supply Co.

Box 636
Springfield, Ohio

ARCHER & BALDWIN

114-118 Liberty Street New York City

TELEPHONE 4337-4333 RECTOR

500 K. W. Rotary Converter

1— 500 K.W. 60 Cycle General Electric Rotary Con-
vertcr, 3 phase. Type H.C.— 12— 500— 600 R.P.M.,
600 volts DC, complete with end play device, speed
limit device and field rheostat.

Railway Motors

4 — 75 logo H.P. Westinghouse No. 112 Railway Motors,
newly rewound, practically new.

IMMEDIATE DELIVERY

MACGOVERN & COMPANY, Inc.

FRANK MACGOVERN, Pres. & Gen. Mgr.
114 LIBERTY STREET NEW YORK CITY

Steam and
Electrical Machinery

Air Compressors, Pumps, Hoists, etc.

CARS FOR SALE

OPEN and CLOSED
MOTOR and TRAIL

Write (or Price and Full Particulars to

ELECTRIC EQUIPMENT CO.

Commonwealth Bldg. Philadelphia, Pa.

COMPLETE ARMATURES FOR SALE

FOR ALL THE STANDARD
STREET RAILWAY MOTORS

GET. OUR PRICE WE CAN SAVE YOU MONEY

America'* Createat Repair Works

CLEVELAND ARMATURE WORKS, Cleveland, 0-

Get Your Wants into the Searchlight

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

Under "Positions Vacant," including Agents
and Agencies Wanted, Representatives Wanted,
Salesmen Wanted, Partners Wanted, Desk
Room Wanted or For Rent, Business Oppor-
tunities, Employment Agencies, and Miscel-

ADVERTISING RATES

If replies are in care of any of our offices, allow
five words for the address.

All advertisements for bids (Proposals) cost
$2.40 an inch.

ADVERTISEMENTS IN DISPLAY TYPE

cost as follows for single insertions:

Ap.(lHi3Hins.) $5.00 Iin.(lx2ftins.) $3.00

-Hint.) 10.00 4 inches (4x2 A ins.).. 11.60

>xip.(5*3", <r2;„x7in!.) 20.00 8inches(8x2ftins.).. 22.40

>2P- (IOKx3, : or 5x7ins.) ... .40.00 I5inches 40.50

1 page (10^x7 ins.) 30inches. .. .$80.00
For space to be used within one year, to be divided to
suit requirements of advertiser, provided some space is
usee in each issue following first insertion:

lpaje $80 a page 18 pages $56apage

3pag" 72 a page 26 pages 53 a page

12[

58 a page 52 pages. ,

In replying to advertisements, do NOT enclose original testimonials, drawings or photographs that you
may want returned. Advertisements for men often produce several hundred applications and no em-
ployer can be expected to read all of these carefully and return the papers or applications e* those in
which he is not interested. State your experience and qualifications in as concise and neat ( manner
as possible and enclose COPIES of your testimonials.

When advertising machinery, use your own name and address — or a local address of some kind — so
that the readers can wire direct and get quick replies. We advise also that you state in your advertise-
ment the present location of plant that is offered for sale, or point of delivery provided you arc in the
market for t

<;<n-

Generators for Sale

—1200 KW„ 25 evele, 6600 volt, 3
eral Electric alternators with 30" x 50" x 60"
\lli- Corliss horizontal cross-compound en-
gines. 1—800 KW„ 600 volt direct current
generator with 32" x 60" simple Alii
engine. United Railways Company, 3869
Park ave., St. Louis, Mo.

Rails for Sale

Gas Producer & Engine for Sale

Company, Lane

FLAT BRIDGE OR TRAM RAILS

150 tons 47 and 60 lb. 30' lengths,

also
200 tons 7" 70 lb. Shanghai,

7_ELN.CKERmST. LOUIS

CARS AND EQUIPMENT

Immediate Shipment
1200 Kegs of 6 x % Standard

RAILROAD SPIKES

$2.00 per cwt. Pittsburgh.
Also, large tonnage of

RELAYERS

Keep your eye

on the

Searchlight

and your

Advertisements in it

MISCELLANEOUS WANTS

T Rail Wanted

ine and one-half miles of Shangha
wanted for delivery in July i
Ellis, care Beloit Traction
Road, Rockford, 111.

Augu;
o., N.

Generator Sets Wanted At Once

2 motor genera.'or sets, 200 to 400 K.W., D.C.
generator. 500-600 volts alternator, 3 phase 60
cycle, 2300 volts. Separate machines that could
be used with a flexible coupling would be ac-

Kingston, Portsmouth & Cataraqui

Electric Railway Co.

Kingston Ont., Can.

POSITIONS WANTED

DRAFTSMAN" wauls position. Has had eight
years' experience with railway companies
doing general drawing, statistical and ap-
praisal work in both mechanical and civil en-
gineering departments. Can furnish good i

Box 1101, Elec. Ry. To

ENGINEER, 29 years of age, good experience
on power and sub-station drafting and con-
struction, desires permanent position. South
preferred but not absolutely necessary. Box

1570 Old Colony Bldg.,

FOREMAN — Position wanted as shop and
house fore

Strictly sober and reliable
Ry. Jour., Real Estate Tru

Bldg., Phiia., Pal

POSITIONS WANTED

Estate Trust Bldg., Philadelphi;

MAN with 10 years' experience in car shop
and power station work wants position as
superintendent of a small electric ring system.
Box 1085, Elec. Ry. Jour., 1570 Old Colony
Bldg., Chicago, 111.

MAS! EJR mechanic open for position. Eighteen
years' experience City and Interurban high
speed equipment first class shop manager.
Unquestionable ability. A-l references. Box
1091, Elec. Ry. Jour., Real Estate Trust
Bldg., Philadelphia, Pa.

POSITIONS VACANT

ELECTRICIAN, competent to wind
and take care of over-head work, also repairs
• Run two

Ry. Jour., 1570 Old Colony

\\ AY Engineer — A commercial company desires
services of a young energetic engineer who
has had practical experience in surface track
constructions, particularly supervision or as
foreman in charge. Prefer one with moder-
ate technical education and a fair draftsman.
Salary moderate but with excellent chances
of advancement. State full particulars and
expectations. Box 1097, Elec. Ry. Jour.

Uvto tkt, StOAckUoUt

Acetylene Apparatus to Coil Banding and Winding Machine) [JUNE 24, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

More than 300 different products are here listed. This ready-reference index is up to date, changes

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,
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.

Alloys and Bearing Metals.
(See Bearings and Bearing
Metals.)

Anchors, Guy.
Ilolden * White
.lohna-Manvllle Co.
Ohio Brass Co.
Western Electric Co.
WeatinghtajM Klec. A If. Co.

«v

Axles.
Bern is Car Truck Co.
Brill Co., The J. G.

i. Steel CO.
Cincinnati Car Co.
St. Louis Car Co.
Standard .steel Works Co.
0. S. Metal & Mfg. Co.
Valley Steel Co.
Westlnghouse Klec. & M. Co.

Babbitting Devices.
American General Eng'g Co.
' M. I. Co.

Columbia It W. ft

and Buttons.
International Register Co.. The
Western Electric Co.

Bankers and Brokers.
Ilalsey & Co.. N. W.
Kedmond & Co.

Batteries, Dry.
Johns-Manville Co.. II W.
Western Electric Co.

Batteries, Storage.
Electric Storage Battery Co.
Western Electric Co.

Bearings, Center.
Baldwin Locomotive Works.
Holden & White.

Bearings and Bearing Metals.
AJax Metal Co.
American General Kng'g Co.
Bemls Car Truck Co.
Columbia M. W. & M. 1. Co. I
General Electric Co.
Kerschner Co.. inc.. W. R.
Long Co., E. G.
More-Jones Brass & M. Co.
St. Louis Car Co.
Westlnghouse Klec. & M. Co.

Bearings, Roller and Ball.
Gueray Ball Hearing Co.
Railway Roller Bearing Co. I

Bells and Gongs.
Brill Co., The J. G
Electric Service Supplies Co
St. Louis Car Co.
Western Electric Co.

Klec. & M. Co.

Dixon Crucible Co., Joseph

Bolters.
Babcock & Wilcox Co.

Bond Clips.

Electric Railway Improv. Co.

Bond Testers.
American Steel & Wire Co.

Bonding Apparatus.
Electric Railway Improv. Co.
Ohio Brass Co.
Prest-O-Lite Co., Inc., The.

Bonding Tools.
American Steel & Wire Co.
Electric Railway Improv. Co.
Electric Service Supplies Co.
Ohio Brass Co.

Brackets and Cross Arms. (See
also Poles, Tlea, Posts, Pil-
ing and Lumber.)

American Bridge Co.

Bates Expanded Steel Truss
Co.

Electric Service Supplies Co

International Creo. & C. Co

Lindsley Bros. Co.

Ohio Brass Co.

Western Klectric Co.

Irake Shoes.
American Brake S. & Fdy. Co

arbour-Stockwell Co..
Hrlll Co.. The J. G.
Columbia M. W. & M I Co
lx>ng Co.. E. a ' '

St. Louis Car Co.

Brakes, Brake System* and
Brake Parts.
Bemis Car Truck Co.
Brill Co., The J. G.
Columbia M. W. & M. I. Co.
General Electric Co.
Holden & White.
Long Co., E. G.
Lord Mfg. Co.
National Biake Co.
St. Louis Car Co.
Westlnghouse Trac. Brake Co.

Brazing. (See Welding.)

Brooms, Track, Steel or Rattan.
Paxson Co., J. W.
Western Electric Co.

Brushes, Carbon.
Calebaugh Self - Lubricating

Carbon Co.
Dixon Crucible Co. Joseph.
General Electric Co.
Jeandron, W. J.
Morgan Crucible Co.
Western Electric Co
Westlnghouse Elec. & M. Co.

Brush Holders.
Anderson Mfg. Co., A. & J. M.

Bumpers, Car Seat.
Electric Service Supplies Co.
Imperial Rubber Co.

iunkers, Coal.
American Bridge Co.

)yle & Co., Inc., John.

Bushings, Fibre.

Diamond State Fibre Co.

lushings, Case Hardened Man.

ganese.
Bemis Car Truck Co.

Bushings, Rubber.
Imperial Rubber Co.

Cables. (See Wires and Cables),

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
Cincinnati Car Co.
Jewett Car Co.
Kuhlman Car Co., G. C
St. Louis Car Co.
Wason Mfg. Co.

Cars, Self-propelled.
Electric Storage Batterv Co
General Electric Co

■ i<imiei connector Co.
More-Jones Brass & M. Co.

Castings, Composition or Cop-
Anderson M. Co.. A. & J. M.

Castings, Gray Iron and Steel.
American B. S. & Fdry. Co.
American Bridge Co.
American General Eng'g Co.
Bemis Car Truck Co.
Columbia M. & W. & M. I. Co.
Long Co., E. G.
St. Louis Car Co.
St. Louis Steel Fdry.
Standard Steel Works Co.
Union Springs & Mfg. Co

Castings, Malleable and Brass.
American Brake S. & Fdy. Co
Bemis Car Truck Co.
Long Co., E. G.
St. Louis Car Co.

Catchers and Retrievers, Trol-
ley.
Eclipse Railway Supply Co.
Electric Service Supplies Co.

Lord Mfg. Co.
Ohio Brass Co.
Wood Co., C. N.

Ceiling Car.
Pantasote Co., The.

Chargers, Storage Battery.
General Electric Co.

Cheese Cloth.
Boyle & Co., Inc., John

Circuit Breakers.
Cutter Electrical & Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Clamps.
Frankel Connector Co.

Clamps and Connectors, for
Wires and Cables.
American General Eng'g Co
Anderson M. Co., A. & J. M
Electric Service Supplies Co
General Eleetric Co.
Klein & Sons, M.
Ohio Brass Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Cleaners and Scrapers, Track.
(See also Snow-Plows,
r. peepers and Brooms.)
Brill Co., The J. G.
Cincinnati Car Co.
Ohio Brass Co.
Western 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
Kerschner Co.. Inc.. W. R.
Western Electric Co

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

The Scrap Heap is No
Place for Old Field Coils

Their copper content is too valuable to sell at a
scrap price.

Send them to us. We will remove the old insula-
tion, clean the copper and rewind it into new coils
(under our new process) securing for you coils of
the same size, shape and number of turns as the old
ones, at the mere cost of the insulation.

Salamander Pure Asbestos

is the insulation we use, and coils treated with it
will not carbonize with age nor break down under
overload.

All sizes of Salamander Asbestos Fireproof Wire
from No. 3/0 to No. 34 B. & S. G. carried in stock.
We also sell flexible asbestos insulated and asbestos
braided conductors for heater connections, etc.

Correspondence solicited.
Independent Lamp & Wire Co., Inc.

Offices:
1737 Broadway, New York

For General Testing

Electric Power Plants, or for Outdoor Work

Model 45

D. C. Portable Ammeters and Voltmeters

signed
ml for

in 1%.

They are '.nielded
from the influence of
external magnetic fields,
the movement ari'f mag-
netic system beirJg en-

permanently mount d\in
a handsome wooden car-
rying-box with hingt-d

The scale has a mirS
ror over which the
knife-edge pointer trav-
els. Readings can be
made within 1/10 of a
division at any part of

In mechanical and
electrical workmanship the Westoii Model 45 Portable An
and Voltmeters practicallv attain perfection.

A full description will be found in bulletin 501, which
mailed to you on request.

Weston Electrical Instrument Co.

21 Weston Ave., Newark, N. J.

id Cincinnati
ago Detroit

alo St. Louis

Tleveland Denver

Montreal

The Eclipse Railway Supply Co.
CLEVELAND, OHIO

Manufacturer! of the

ECLIPSE LIFE GUARD ECLIPSE WHEELGUABD

ECLIPSE TROLLEY RETRIEVES ACME FENDER

••Trade Mark Reg. TJ.

Samson Spot Waterproofed Trolley Cord

Made of line cotton yam braided hard and smooth. Inspected and
guaranteed free from flaws. Proved to be the most durable and
ivanomlcal Samples and Information gladly sent.
5 SAMSON CORDAGE WORkI, BOSTON, MASS.

"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

High Power Compact

Brakes, Gear "

entlal

ELECTRIC RAILWAY DEVICES

Multl-Vapo-Gap Lightning

nd HydrogrOQDds.

Reversible

og Light Weight

Roller Bearing Trolley

Bases.

Screenless Air Cleaners

for Compressors

Sterling Sand Boxes.

Controller Handles.
LORD MFG. CO.,
105 W. 40 ih St., Ne

"Vorli

Commutator surfaces improve under the action of

DIXON'S

GRAPHITE BRUSHES

Write for Booklet No. I OS M.

Made in Jersey City, N. J., by the

JOSEPH DIXON CRUCIBLE COMPANY

B><X><J Established in 1827 ^j^j M.2(

UNION SPRING & MANUFACTURING CO.

SPRINGS COIL AND ELLIPTIC
M. C. B. Pressed Steel Journal Box Lids

General Office, First National Bank BIdg., Pittsburgh, Pa.

Works: New Kensington, Pa.

50 Church St., New York. 1204 Fisher BIdg., Chicafo, IU.

Missouri Trust BIdg., St. Louis, Mo.

The "THscap^Exibe" Battery

for

STORAGE BATTERY STREET CARS
T^EEtECTRIC STORAGE BATTERYCOL

PHILADELPHIA

(Coils, Armature and Field to Hoists and Lifts)

[June 24, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Field.

i u orki

n*o. .v m Co

Colli, Choke and

i.-r ('.. ,

Commutator Slotters.
■I Btoctiio Co.

Omni Electric Co.

Commutator! or Parti.

Imerlcan (ienerul Kiig'a; Co.
Cleveland Aimaturv Worka.
(•(ill Mi.

Columbia M. W. ft M. I. Co.
i La Co.
. E. O.
n Electric Co.
Westinghouse Elec. * M. Co.

Compreaaori, Air.
Curtis ft Co. Mfg. Co.
General Electric Co.
WeatlnKlnxi.se Trac. Brake Co.

Cranea. (See alao Holita.)

:la. (See Signals,

an Rolling Mill Co.

Condulta, Underground.
Johna-Mnnville Co.. H.

I • r :i Electric CO.

Controllers or Parte.

American General Eng'g Co.
Columbia M. W. & M. I Co.
Electric Service Supplies Co.
General Electric Co.
Johna-Manville Co.. H YV.
Westinghouse Elec. ft M. Co.

Converters, Rotary.

General Klectrlc Co.
n Electric Co.
Westinghouse Elec. ft M. Co

KdlllliU

I) Mfg. Co., R.
Illinois Corrugated Metal Co,
Independence Co. Culvert Co,
ire Iron Culvert Co.
Kentucky Culvert Mfg. Co.
Lee-Arnett Co.
I.on, 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'Neal! Co., W. Q.
Ohio Corrugated Culvert Co.
I'ennsylvania Metal Cul. Co
Road Supply & Metal Co.
Sioux Falls Metal Cul. 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.
Wyatt Mfg. Co.

Ctjrtjjln* and Curtain Fixtures.
Brill Co., The J. G.
Curtain Supply Co.
Electric Service Supplies Co.
Hartshorn Company, Stewart.

Cutting, Apparatus, Oxy-Acety.
Prest-6-Lite Co., The.

Destination Signs.
Columbia If. W.
Electric Service
Western Electric

Engineer*, Consulting, Con-
tracting and Operating.
Archbold-Brady Co.
Arnold Co., The.
Ilrownell, II. L.
Burch, Edward P.
Hyllesliy ft CO., H. M.
Drum & Co., A. L.
Ford Bacon & Davis.
(iulick-Henderson Co.
Hunt & Co., Robert W.
Jackson, D. C. & Wm. B.
Little, Arthur D., Inc.
Hichey, Albert S.
Roosevelt & Thompson.
Sanderson & Porter.
Scofteld Engineering Co.
Stone & Webster Eng'g Corp.
Westinghouse Church Kerr &
Co.

M. Co.

& M. Co.
Fare Boxes.
American General Eng'g Co.
Brill Co., The J. G.
International Register Co., The
Johnson Fare Box Co.

Fences, Woven
Posts.
American SI

Wire, and Fence

American Bridge Co.
Green Eng'g Co.

Bell. Trolley, Register, j

Dispatching Systems.
Simrnen Auto Ry. Slg. Co.
Western Electric Co

Cord,
etc.
Brill Co.. The J. G.

Electric Service Supplies Cc
Imperial Rubber Co.
International Register Co., Th

Samson Cordage Works!
Cord Connectors and Couplers

Electric Service Supplies Co

Samson Cordage Works

Wood Co.. C. N.
Cotton Duck.

Boyle & Co., Inc., John.
Couplers, Car.

Brill Co.. The J. O.

Cincinnati Car Co

Long Co.. E. G.

Ohio Brass Co.

Van Dorn Coupler Co.

Westinghouse Trac. Brake Co.

Operating Devices.

rtlle Co., H. W.

DT°,m »"«» Door Fixtures.
Brill Co., The J. G
Hale & Kilburn Co.

Doors, Folding Vestibule.
National Pneumatic Co.

Doors, Steel Rolling.

Draft Rigglnj. (See Couplers,

Drills, Track.
American Steel & Wire Co
TiT±T£ Strvi£e Supplies Co.

>ryers.
Elect,-
Zelnlcker Company, W. A.

?rv1ce Supplies Co.

Fenders and Wheel Guards.
Brill Co., The J. G.
Cincinnati Car Co.
Consolidated Car Fender Co
Eclipse Railway Supply Co.
Electric Service Supplies Co.
Lord Mfg. Co.
Star Brass Works.
Western Electric Co.
Fibre.
Diamond State Fibre Co
Johns-Manville Co., H. W
Westinghouse Elec. & M. Co.
Fibre Tubing.
Diamond State Fibre Co
Johns-Manville Co., H W
Westinghouse Elec. & M. Co.
Fibre Insulation.
Johns-Manville Co., H W
V. S. Metal & Mfg. Co.
Field Coils. (See Colls.)
Fire Extinguishing Apparatus.
Imperial Rubber Co.
Johns-Manville Co., H. W.
Fire- Proofing Material.

Johns-Manville Co., H. W.
Flooring, Composition.
American Mason Safety T. Co
Johns-Manville Co H w
Western Electric Co.
Forgings.
Standard Steel Works Co
Valley Steel Co.
Furnaces. (See Stokers.)
Fuses and Fuse Boxes.
American General Eng'g Co.
D & W Fuse Co.
9e"era' Electric Fuse Co.
Johns-Manville Co H W
Western Electric Co
Westinghouse Elec. & M. Co
Fuses, Refillable.
SL"miVs M- w-.& M. I. Co.

Economy Fuse Mfg
^"-eral Electric Co.'
■"-Manville Co., H

Co.

.John

Gaskets.

Diamond State Fibre Co.

Imperial Rubber Co

Johns-Manville Co.. H W

Power Specialty Co
Gas Producers.

Westinghouse Elec. & M. C
Gates. Car.

Brm Co.. The J. o.

Cincinnati Cnr Co.

Jewett Car 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
U. S. Metal & Mfg. Co
Westinghouse Elec. & M. Co.

Gears and Pinions.
American General Eng'g
Columbia M. W. & M. I.

General Electric Co.

Kerschner Co., Inc., W. R.

Long Co., E. G.

Nuttall Co., R. D.

U. S. Metal & Mfg. Co.

Generating Sets, Ga»-Electrlc.
General Electric Co.

Generators, Alt. -Current.

General Electric Co

Western Electric Co.

Westinghouse Elec. & M. Co.
Generators, Dlr.-Current.

Ceneral Electric Co.

Western Electric Co.

Westinghouse Elec. & M. Co.
Gongs. (See Bells and Gongs.)
Graphite.

Dixon Crucible Co., Joseph

Morgan Crucible Co.
Grates, Chain.

Green Eng'g Co.

Greases. (See Lubricants.)

Grinders, Portable, Electric.

Oeneral Electric Co.

Railway Track-work Co

Seymour Portable Rail ' Gir-
der Co., E. P.

Western Electric Co.
Guards, Cattle.

American Bridge 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.

More-Jones Brass & M. Co.

Nuttall Co., R. D.

Star Brass Works.

Western Electric Co.

Headlights.

Electric Service Supplies Co.

General Electric Co

Long Co., E. G

Ohio Brass Co.

Osgood Lens & Supply Co.

St. Louis Car Co.

Westinghouse Elec. & M. Co-.
Headlinlngs.

Kerschner Co., Inc., W. R.

Pantasote Co The

U. S. Metal & Mfg.' Co.

Heaters, Car, Electric.

Co Heat'ng & Lighting

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.

SmMth'CWSe.rvic?, SuPPlfes Co.
Smith Heater Co., Peter.

Hoists and Lifts.
Curt!" & Co. Mfg. Co.
ouff Manufacturing Co.
K-.rl Chain Block & Mfg. Co.
Kerschner Co., Inc., W R
^''es-Bement-Pond Co.
Patten Co., Paul B

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

Uniform -LECAKBONE..
Reliable 1 CARBON BRUSHES
Efficient 1

Try them. They
tell their own story

W. J. Jeandron

173 Fulton Street
New York City

Pittsburg Office: Canadian Distributors
636 Wabash Building Lyman Tube & Supply Co., Ltd.
Montreal and Toronto

TAMP YOUR TRACK
the "IMPERIAL

and sa^e time and labor
while securing a more
permanent roadbed.

Bulletin 9023 contains a fund of
information. Ask for a copy.

Ingersoll-Rand Company

N<?wYork offices theWotMOm- London

T^L©

We base all our "ads" on facts. We guarantee
TULC and stand back of it. Others have shown
a large saving with TULC. It has been proven
to be the best lubricant.

Reproduction of a Car Brass in Service for fifteen years

This Car Brass was
sent to us by a large
Electric Railway Sys-

We do not guaranty

wear as long — but this
Time Record points to
why, after thirty years*
experience, AJAX
METALS stand at the

They are metals that give good service.

THE AJAX METAL COMPANY

Established 1880
Philadelphia, Pa. Birmingham, Ala.

"Boyerized" Products Reduce Maintenance

Bemis Trucks Manganese Brake Heads

Case Hardened Brake Pins Manganese Transom Plates

Case Hardened Bushings Manganese Body Bushings

Case Hardened Nuts and Bolts Bronze Axle Bearings
Bemis Pins are absolutely smooth and true in diameter. We carry

40 different sizes of case hardened pins in stock. Samples fur-
nished. Write for full data.

Bemis Car Truck Co., Springfield, Mass.

S-W Shim Slack Adjusters Save
Brakeshoes and Labor

SMITH-WARD BRAKE COMPANY, Inc.

17 Battery Place, New York

W. R. Kerschner Co., Inc. J. B. N. Cardoza Co., Inc

Eastern Sales Agents _ Southeastern. Sales

York

Cltlaer

t UldKv
folk, Va.

Steel for Service

The pamphlet

Gear Blanks and Miscellaneous
Circular Sections

of Rolled Steel should be in the hands of any operator
interested in the economic operation of his road.
Secure a copy from the nearest district office.

The mark of
quality

It protects the
user

Carnegie Steel Company

General Offices, Pittsburgh, Pa.

( I io>c Bridges to Seats, Car)

[June 24, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers In this issue of Electric Railway Journal

Hon, Pneumatic and Fir*.
Imperial

..Mil. <V, II. W

toe.

Tenting Laboratories,

Hunt & Co.. Robert W.
Instrument*. Measuring, Teatlng
and Recording.
KttwHni <'.,.. The.
; Electric Co.
Johna-Miinv.il. Co.. II. W.
Banaamo Electric Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.
i leo'l Instrument Co.

Insulating Clotha, Paper and

Anderson M. Co.. A. & J. M.
Diamond State Fibre Co.
General Electric Co.
Imperial Rubber Co.
Johns-Manville Co., H.
lA)r<l Mfg. Co.
Standard Woven- Fahjj
Western Electric Co.
Westinghouse Elec. A I

Insulation,
Anderson

I nam. .nil

Electric Service Supplies Co.
Imperial Kubber Co.
General Electric Co.
Holden & White.
Johns-Manville Co.. H. \
Mechanical Rubber Co.
Standard Taint Co.
Sterling Varnish Co.
Co.

Insulators. (See also Line Ma-
terial.)
Anderson M. Co., A. & J. M.

•trie & Mfg. Co.
Electric Service Supplies Co.
Genera] Electric Co.
Johns-Manvllle Co., H. W.
Ohio Brass Co.

n Electric Co.
Westlnghouse Elec. & M. Co.

.ampa, Arc and Incandeacent.
M. Co.. A: & J. M

ric Co.

& M. Co

Lamps, Signal and Marker.

(See alao Palnta.)
M. Co., A. * J. M.
State Fibre Co.

iioklen & White.

Line Material. (See also Brack-
ets, Insulators, wires, etc.).
srlean (ieneral Eng'g Co
erson M. Co., A. &. J. M.
lirady Co.
State Fibre Co.
Electric & Mfg. Co.
ric Service Supplies Co.
ral Electric Co.
Johns-Manville Co.. H. W.
More-Jones Brass & M. Co.
Ohio Brass Co.
Western Electric Co.
Westlnghouse Elec. & M. Co.
Jck Nuts and Washers. (See

Locomotives, Electric.
Baldwin I,ocomotive Works.
Brill Co., The J. G.
General Electric Co.
Westlnghouse Elec

Co.

Lubricants, Oil and Grease.
Dearborn Chemical Co
Dixon Crucible Co., Jos.
Universal Lubricating Co.

Lumber. (See Poles, Ties, Posts,

Meters. (See Instruments.)

Palnta and Varnishes. (Insu
latlng.)
i ieneral Electric Co.
Imperial ltubber Co.
Johns-Manvllle Co., H. W.
Long Co., E. G.
Mechanical Rubber Co.
Sterling Varnish Co.
Union Insulating Co.

Paints and Varniehes. (Pre
servative.

I lixon Crucible Co., Jos.
.lohns-Manville Co., H. W.
Long Co., E. <i.
Mechanical Rubber Co.
sterling Varnish Co.
U. S. Metal & Mfg. Co.
Union Insulating Co.

Paints and Varnishes for Wood-
work.
Mechanical Rubber Co.
U. 8. Metal & Mfg. Co.
Union Insulating Co.

Filler

Paving Bricks
Stretcher.

Nelsonville Brick Co.
Paving Material.

American B. S. & Fdy Co.

Barrett Co., The.

International Creo. & Con. Co.

Nelsonville Brick Co.

Pickups (Trolley Wire).

Electric Service Sunnlie
Ohio Brass Co.

Co.

Jacka. (See also Cranes, Hoists
and Llfta.)
American General Eng'g Co.
Brill Co., The J. G.
Buckeye Jack Mfg. Co.
Columbia M. W. & M. I. Co.
Duff Manufacturing Co.
C S. Metal & Mfg. Co.

Jack Boxea. (See alao Tele-
phones and Parte.)
Electric Service Supplies Co.
Western Electric Co.

Joints. Rati.
Carnegie Steel Co.
Zelnicker Supply Co.. W. A.

Journal Boxes.
Bemla Car Truck Co.
Brill Co., The J. G.
Long Co.. E. G.
Railway Roller Bearing Co.

Laboratories.
Elec'l Testing Laboratories,

Inc.
Little. Arthur D.. Inc.
Lamp Guards and Fixtures.
Anderson M. Co., A. & J. M.
Electric Service Supplies Co.
General Electric Co.
Johns-Manvllle Co.. H. W
Westinghouse Elec. * M. Co
Lamps, Acetylene.
Prest-O-Lite Co.. Inc.. The

ng Co., E. G.

Motormen's Seats.
Electric Service Supplies Co.
Wood Co., C. N.

Motor Generator, Bending and
Welding.
Lincoln Bonding Co.

Motors, Electric.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Nuts and Bolts.
Barbour-Stockwell Co.
Bemis Car Truck Co.
Long Co., E. G.
U. S. Metal & Mfg. Co.

Oils. (See Lubricants.)

Ozonators.

General Electric Co

Westlnghouse Elec. & M. Co.
Packing.

Diamond State Fibre Co.

Electric Service Supplies Co

Imperial Rubber Co

Johns-Manville Co. H W

Power Specialty Co.

Pinion Pullers.

American General Eng'g Co.

Columbia M. W. & M. I. Co.

General Electric Co.

Wood Co., C. N.
Pinions. (See Gears.)
Pins, Case Hardened, Wood and
Iron.

Bemis Car Truck Co.

Electric Service Supplies Co.

Long Co., E. G.

Ohio Brass Co.
Pipe Fittings.

Power Specialty Co.

Standard Steel Works Co.

Co.

U. S. Metal & Mfg. Co.
Poles, Ties, Posts, Piling and
Lumber.

C-A-Wood Preserver Co.

Carney & Co., B. J.

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!

Electric Service Supplies 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

The.
Lord Mfg
Wood Co

Rail Grinders. (See Grinders.)

Rattan.
Brill Co., The J. G.
Electric Service Supplies Co
Hale & Kilburn Co.
Jewett Car Co.
St. Louis Car Co.

Bonham Recorder

Brill Co., The J. G.

Cincinnati Car Co.

Electric Service Supplies Co

Internafl Register Co., The

Long Co., E. G.

Rooke Automatic Register Co

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 Colls,
Armature and Field.)
Cleveland Armature Works
Coil Mfg. & Supply Co.
Columbia M. W. & M. I. Co
General Electric Co
Independent Lamp & Wire Co.
Westinghouse Elec. & M. Co.

Replacera, Car.
Columbia M. W. & M. I. Co.
Llectric Service Supplies Co.

Resistance, Wire and Tube.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Resistance, Grid.
Columbia M. W. & M. I. Co.
Ellcon Co.

Retrievers, Trolley. (See Catch-
ers and Retrievers, Trolley.)

Rheostats.
Ellcon Co.

General Electric Co.
Westinghouse Elec. & M. Co.

Roofing, Building.
Barrett Co.. The.
Johns-Manville Co., H. W.

Roofing, Car.
Boyle & Co., Inc., John.
Johns-Manville Co. H W
Pantasote Co., The.

Rubber Specialties.
Imperial Rubber Co.
Mechanical Rubber Co.

Rubbing Cloth.
Boyle & Co., Inc., John.

Sand Blasts.
Cm-tis & Co.. Mfg. Co.
U. S. Metal & Mfg. Co.

Sanders, Track.
Brill Co., The J. G.
Sl6£trlc „Se£'ice Supplies Co.
Holden & White.
Jeweft Car Co.
Lord Mfg. Co.
Ohio Brass Co.
St. Louis Car Co.

Seats,

Car.

Brill

Hale

Jewe

tt Car Co.

ou is Car Co

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

SHOBS

The "Show Me" Spirit
Is a Good Sign

The spirit of today is "shozv me" — and
the reputable and successful company has
to show 'em.

Awarded Cold Medal, Panama-Pacific Exposition.

American Brake Shoe & Foundry Co.
mahwah, N. J.

30 Church St., New York McCormick Bldg., Chicago

71609 2

U. S. Metal & Mfg. Co.

165 BROADWAY, NEW YORK CITY

Chicago Washington, D. C.

RAILWAY SUPPLIES

SELLING AGENTS FOR

Tool Steel Gears and Pinions
Johnson Fare Box

Perry Side Bearings
Hartman Centering Center Plates

Wasson Trolley Bases
Garland Ventilator

Electric Arc Welders
High Class Railway Varnishes

and Enamels
Chillingworth Seamless Gear Cases

( Tool Steel Gear & Pinion Co.

Special Agents for ) Joh„ns°n ;?are Box Co-
^ B ) C. & C. Electric & Mf|

(. Holden & White

Mfg. Co.

General Agents for Ango-American Varnish Co.

Eastern Agents for Union Fibre Co.

Southern and New England Agents for Thayer & Co.

"Bayonne" Car Roofing

Made and impregnated to withstand the elements
Only One Color Coat Necessary at Home

Made from a closely-woven special fabric, every fibre of which
is treated with a preservative which renders it proof against
the quick deterioration to which ordinary painted cotton duck is
susceptible. Neat in appearance — saves time, maintenance and
prevents leakage. Three weights, yellow and brown, widths from

John Boyle & Co., Inc., 112-114 Duane St., N. Y.

Branch House, 202-204 Market St., St. Louis, Mo.

LONGWEAR BUSHINGS

For Brake Gear

also
LONGWEAR
BRAKE PINS

to
Specifications

E.G.long Cotnpara)

50 Church Street New York

It Would Be Almost a Miracle

if one or more of the 8,ooo men who
regularly receive the Journal did
not happen to want that used ma-
chine which you want to sell. The

Searchlight Section

brings buyers and sellers together

Copy received until Wednesday noon for publication in
the issue of that week.

The Baldwin Locomotive
Works

Philadelphia, Pa.

ELECTRIC MOTOR
and TRAILER TRUCKS

iting Material to Wood Preservatives)

[June 24, 1916

READY-REFERENCE INDEX

to products manufactured by advertisers in this issue of Electric Railway Journal

Seating Material. (Baa all
Rattan.)

lit. II . ■

I'uiilumiir <'.. Th«,

Shade.. Veatlbule.
Hrlll CO., The J. O.
Electric Service Supplies Co.

Signals, Highway Croealng.

Senrlce Supplies Co.
Sliiuiiiri Atiio Hy. Signal Co.

Stokera, Mechanical.

. A.- Wilcox Co.
G.-een Kn'is Co.
Murphy rron VVnrkii.

Structural Iron. (See Bride;

•■■ -laity Co.

Cwltchooera Mate.
Imperial Uuhber Co.
Western Electric Co.

Sw.tch.tands.
Klll.> frog & Switch Co.
liarnapo Iron Works.

Towers & Transmission Struc-
tures.
Am. rlcan Bridge Co.
Archbold-Brady Co.

Expanded Steel and

Co.

Signal Systems, Block.

IV,).,.,

NeSt-l

Wood

rnal Co.

\V«-StiMI?]|<

Elec. & M. Co.

Track, Special Work.
Harbour-Stockwell Co.
Cleveland Frog & Crossing Co.
Columbia M. W. & M. I. Co.
Kllby Frog & Switch Co.
New York S. & Cross. Co.
Ramapo Iron Works Co.
St. Louis Steel Fdry. Co.

Transfers. (See Tickets.)

S. Klectric Signal Ct
1/ Western Electric Co.

Transfer Tables.
Switches. Track. (See Track American Bridge Co.
Special Work.) , Archbold-Brady Co.

Switches and Switchboards.
Allls-Chalmers Mfg. Co.
Anderson M. Co., A. & .1. M.
Cutter Electrical & Mfg. Co.
Electric Service Supplies Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Sleet Wheels and Cutters.
American General Bng*c Co.
M Co.. A. & J. M.
Bonney-Ychslage Tool Co.
Drew Electric & Mfg. Co.
More-Jones Brass & M. Co.
Nuttall Co., R. D.

Snow. Plows, Removers, Sweep-
ers, etc.
Brill Co., The J. G.
Columbia M. W. & M. I, Co.
Consolidated Car Fender Co.

Soldering and Brazing Appara-
tus. (See Welding Proc. &
App.)

ipeed Indicators.
.Inhns-Manville Co.. H. W.
Wood Co.. C N.

Imperial Rubber Co.
Johns-Manville Co.. H. W.
Westlnghouse Elec. & M. Co

Splicing Sleeves. (See Clamps
and Connectors.)

Springs.
American steel A Wire Co.
Remis Car Truck Co.
Brill Co.. The J. O.
Long Co.,

Standard Steel Works Co.
Union Spring & Mfg. Co.

Telephone and Parts.

Electric Service Supplies Co.
Western Electric Co.

Frankel Connector Co.

Testing, Commercial and Elec-
trical.

Electrical Testing Labora-
tories, Inc.

Hunt Co., Robert W.

Testing Instruments. (See In-

Transformers.
Allis-Chalmers Mfg. Co.
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M. Co.

Treads, Safety, Stair and Car
Step.
American Mason Safety T. Co.
Imperial Rubber Co.
Universal Safety Tread Co.

Trolley Bases.
Anderson M. Co., A. &
Electric Service Bupplli
General Electric Co.
Holden & White.
Lord Mfg. Co.
More-Jones Brass & J
Nuttall Co., R. D.
Ohio Brass Co.

Varnishes. (See Paints, etc.)

Ventilators, Car.

Brill Co., The J. G.
Cincinnati Car Co.
Holden & White.
Ilailway Utility Co.
St. Louis Car Co.
Smith Heater Co., Peter.

Volt Meter. (See Instruments.)

Welding Processes and Appara-
tus.
Electric Railway Improve Co
General Electric Co.
f/eft-O-Lite Co., Inc., The.
U. S. Metal & Mfg. Co.
Westinghouse Elec. & M. Co.

struments, Electrical, Meas- Tr„„0„ _.,„
uring, Testing.) ( ^g&«*ft

Trolleys and Trolley Systems.

Curtis & Co.. Mfg. Co.

Ford Chain Block & Mfg. Co

Railway Utility Co.
Smith Heater Co.. Peter.

Ties & Tie Rods, Steel.
American Bridge Co.
Barbour- Stockwell Co.
Carnegie Steel Co
International Steel Tie
The.

Sprinklers, Track and Road.
Brill Co., The J. G.
St. Louis Car Co.

Steps, Car.
American Mason S. T. Co
Universal Safety Tread Co.

' Tools, Track and Miscellaneous.

v.-,., i«m ana miscena
American General Eng'g
' C

.,,, >j*riiciai r.ng K I

.in steel & Wire Co.

ilumhla M. W. ft M.

Electric Service Supplies Co.
Johns-Manville Co., H. W.
Klein ,v s,.ns. if
Railway Track-work Co.

Trucks, Car.
Baldwin Locomotive Works.
Reims Car Truck Co.
Brill Co., The J. G.
Cincinnati Car Co.
Long Co.. E. G
St. Louis Car Co.

Turbines, Steam.

Allis -i halmers Mfg Co
General Electric Co.
Western Electric Co.
Westinghouse Elec. & M Co

Turbines, Water.
Allis-Chalmers Mfg. Co.

Allis-Chalmers Mfg. Co.

Wheels, Car, Cast Iron.
Bemis Car Truck Co
Griffin Wheel Co.
Long Co., E. G.

Wheels, Car. (Steel and Steel
Tired.)
Bemis Car Truck Co.
Carnegie Steel Co.
Standard Steel Works Co.

Wheels, Trolley.
American General Eng'j
Anderson M. Co., A. &
Columbia M. W. & M. ]
Electric Service Supplie:
General Electric Co.
Holden & white.
Johns-Manville Co., H. 1
Long Co., E. G.
More-Jones Brass & M.
Nuttall Co., R. D.
Star Brass Works.

Whistles, Air.
General Electric Co
Ohio Brass Co.

Winding Machines. (See Coll
Banding and Winding Ma-
chines.)

Wire Rope.
American Steel & Wire Co.
Roebling's Sons Co., John A.

Wires and Cables.
Aluminum Co. of America.
American Steel & Wire Co.
D & W Fuse Co.
General Electric Co.
Roebling's Sons Co., John A.
Western Electric Co.
Westinghouse Elec. & M. Co.

Lindsley Bros. Co.
Reeves Co., The.
Union Insulating Co.
Valentine-Clark Co.

June 24, 1916]

ELECTRIC RAILWAY JOURNAL

[Ml There Is a

VAN DORN

■

The Van Dorn

Radial M.C.B.

Coupler

is shown above

It has a positive lock, lock-
set, and knuckle throw.

Couples by impact and un-
couples from side of car.

Has extended guard arm
and butting wall.

Greatly facilitates coupling
and prevents buckling.

Head has deep knuckles
which permit wide vertical
movement.

Radial carrier eliminates
binding even on 30-ft. radius
curve.

Coupler

for every condition

and

every requirement

Van Dorn couplers are made
in various types and sizes, each
having special patented fea-
tures. Combined with Van
Dorn draft riggings they meet
the particular problems of every
class of service.

Van Dorn M.C.B., Pin and
Link, Car and Air couplers
are safe, strong, light and
durable.

Write for blueprints and
additional information

Van Dorn Coupler Ca

■2325So.PaulinaSt. Chioqgqlll.

ELECTRIC ItAlLWiY JOURNAL

[June 24, 1916

ALPHABETICAL INDEX TO ADVERTISEMENTS

Printline brstna no Tur-Uj of r

iiiini fur iik before publication.

New \

[O ADVERTISERS:

c. "•{■!>

Pace I
. . . 55 Kclipae Railway "

Aluminum Co. of America «|

American Drake S. ,\

American Bridge Co

American Car Co.
American General Eng'g <',,
American Maaon S. T. Co.
American Rolling Mill Co.
American Steel I

Pit.

el ft Wire Co...
Andenon Mfg. Co., A. ft J. M.

A.chbold Brady Co. ,

Archer ft Baldwin

Armo Iron Culwrt ft Flura

Ellcon

Mi.

Davii

ck & Mfg. Co.

■'■
Baldwin Locomotive Worka. The 57

BarbourStockwell Co. . .777 45

Bark River Bridge 4 Culvert Co. 13

Barrett Company, The 44

Batea Expanded Steel Truss Co. 43

Bemia Car Truck Co 55

Bonham Recorder Co 4ft

Bonney-Vehslage Tool Co.'.'"" 4g

Boyle ft Co.. Inc., John 57

Bridgeport Brass Co... 10

Brill Co.. The J. G...

Brownell, H. L

Buckeye Jack Mfg. Co.

Burch. Edw. P

Byllesby ft Co.. H. M

C A- Wood Preserver Co. . 44

Coast Culvert ft Flume Co... ' U

California Corrugated Culvert Co 1 1

< anton Culvert and Silo Co ' 45

Carnegie Steel Co... ,5

Carney ft Co., B. J j,

Cincinnati Car Co 4,

Cleveland Armature Works! 50

Cleveland Frog ft Crossing Co! ! 43

Collier. Inc.. Barron G. .4
Columbia If. W. ft M. ,. & '"

Consolidated Car Fender Co ' h

Cooper Heater Co.. The .' 49

Corrugated Culvert Co ' >,

Curtain Supply Co.. "" ,-

Curti. ft C:. Mfg. C :s

Cutter Co ,.

0 \ W Fuse Co

Dearborn Chemical Co..
Delaware Metal Culvert Co
Diamond State Fibre Co...
Dixk Culvert ft Metal Co
Dixon Crucible Co., Joseph.!!
Drew Electric ft Mfg. Co

Drum ft Co.. A. L ,['..]

Duff Manufacturing Co., The.

General Electric Co 17-18, Back

Cover
Cold Car Healing & lighting Co. 48
Green Eng'g Co 47

.1 Co 40

t.urney Ball Hearing Co 49

Gulick Henderton Co 24

Hale ft Kilburn Co

Halsey ft Co., K. W. . . .
Hardesty M(g. Co., R. .
Hartshorn Co., Stewart.
"Help Wanted" Ads....

H olden & White

Hunt Co., Robert W. ...

Illinois Corrugated Metal Co 1

Imperial Rubber Co 4

Independent Culvert Co ... 1

Independent Lamp ft Wire Co 5

Ingersoll-Rand Co 5

International Creo. & Con. Co. 4

Independent Culvert Co !. 1

International Register Co., The! ! 3
International Steel Tie Co., The. 2
Iowa Pure Iron Culvert Co.. 1

Johns-Manville Co., H. W.
Johnson Fare Ro\ Co

Kentucky Culvert Co

KerschnSf Co., Inc, W R
Kil'ny Frog & Switch Co.

Kiniic- Mis. Co

KI"in ,\ Sons, U

1 „ ,: ,•'"

Page

LecArnett Co 13

Lincoln Bonding Co 43

Lindsley Bros. Co 44

Little, Arthur IX, Inc 24

&>nt Star .Culvert Co 13

r.onS Co.. v.. c. 57

lord Mfg. Co 53

f>r« Orrugated Culvert Co.... 13

McCardell ft Co., J. R

MacGovern ft Co., Inc

McGraw-Hill Book Co., Inc..

Marsh & McLennan

Mechanical Rubber Co

Michigan Bridge ft Pipe Co. . .
Montana Culvert & Flume Co.
More-Jones Brass & Metal Co

Morgan Crucible Co

Murphy Iron Works

National Brake Co 23

National Pneumatic Co 33

Nebraska Culvert & Mfg. Co 13

Nelsonville Brick Co., The 48

Nevada Metal Mfg. Co 13

New England Metal Culvert Co. . 13

New York Switch & Crossing Co. 45

Niles-Bement-Pond Co 47

North East Metal Culvert Co... 13

Northwestern Sheet & Iron Wks. 13

Nuttall Co., R. D

Page

St. Louis Car Co 42

St. Louis Steel Fdry 46

Samson Cordage Works 53

Sanderson & Porter 24

Sangaino Electric Co 31

Scofield Engineering Co 25

Searchlight Section 50-51

Second-Hand Equip 50-51

Seymour Portable Rail Grinder

Co 45

Simmen Automatic Railway Sig-
nal Co 12

Sioux Falls Metal & Culvert Co. 13

Smith Heater Co., Peter 49

Smith- Ward Brake Co., Inc.... 55

Spencer, J. N 13

Spokane Corrugated Culvert ft

Tank Co 13

Standard Steel Works Co 41

Standard Woven Fabric Co.... 47

Star Brass Works 49

Sterling Varnish Co 46

Stone & Webster Eng'g Corpn. . . 24

Ohio Brass Co

O'Neall Co., W. J

Osgood Lens ft Supply Co.

Page ft Hill Co 44

Pantasote Co., The 48

Patten, Paul B 49

Paxson Co., Mfrs., J. W 45

Pennsylvania Metal Culvert Co. ! 13

"Positions Wanted' Ads 51

Power Specialty Co 47

Prest-O-Lite Co., Inc., The 46

Publisher's Page 6

Railway Roller Hearing Co 62

Railway Track-work Co 27

Railway Utility Co ." . 4g

Ramapo Iron Works [[ 46

Redmond & Co 54

Reeves Co., The !!!!!"" j6

Richey, Albert S .'. 34

fioad Supply ft Metal Co., The!! 13
Roebling's Sons Co., John A. . . . 43
Rooke Automatic Register Co... 48
Roosevelt & Thompson 25

Union Spring & Mfg. Co

Union Insulating Co

U. S. Electric Signal Co

U. S. Metal & Mfg. Co

Universal Lubricating Co., The.

Universal Safety Tread Co

Utah Corrugated Culvert & Flumi
Co

Valley Steel Company....
Valentine-Clark Co., The.
Van Dorn Coupler Co. . . .
Virginia Metal Culvert Co

"Want" Ads

Wason Mfg. Co

Western Electric Co

Western Metal Mfg. Co

Westinghouse Church Kerr & Co.
Westinghouse Elec. & Mfg. Co.. 2
Westinghouse Traction Brake Co.

Weston Elec'I Instrument Co

White Companies, The J. G....
Wisch Service, The P. Edward. .

Wood Co., Charles N

Woodmansee & Davidson, Inc. .
Wyatt Metal Works

Zelnicker Supply Co., Walter A. . 51

[AM

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